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Loss of the Princess IreneLoss of the Princess IreneLoss of the Princess IreneLoss of the Princess Irene

The steamship Princess Irene was built (as was her sister ship the Princess Margaret) to the order of the Canadian Pacific Railway Company for their luxurious “Triangle Route” linking Vancouver, Victoria and the American city of Seattle. The ship was completed at Dumbarton, Scotland, in 1914, but before she was able to leave for the Pacific, was requisitioned by the Royal Navy and converted into a Minelayer. She was 5,900 tons, 395' x 54' x 28' launched 20th October 1914. Based at Sheerness in Kent, she was in the River Medway on 27th May 1915 when she blew up as a result of a catastrophic

internal explosion. There was only one survivor.

At about 11.14 on the morning of 27th May 1915, Sheerness witnessed the destruction of the minelayer HMS Princess Irene which was on No.28 buoy about 3 miles WSW from the town centre. The Princess Irene had a complement of 225 officers and men, three of whom were ashore that morning as the mines were being primed on the ship's two mine decks. Also on board were a party of 80 or so Petty Officers from Chatham in addition to 76 Sheerness Dockyard workers who were completing tasks prior to the ship's planned departure to lay her mines on 29th May.

Without warning, the ship was blown to pieces and her remains, and the remains of those on board, were scattered over a wide area of the surrounding river and countryside. One of the Chatham Dockyard workers, David Wills, amazingly survived the explosion, but few bodies were found. Those that were located were buried in Woodlands Cemetery in Gillingham. A memorial to those lost in both this and the Bulwark disaster is situated opposite Sheerness Railway Station.

Eye witnesses stated the flames rose as much as 2 miles high before settling into a dense cloud of white smoke. The water was thick with oil and wreckage. Rainham was showered with debris between Motney Hill and Bredhurst and glass shattered as far away as Sittingbourne.

Immediately stories spread of nefarious acts by German spies, and a story was reported of a dinghy leaving the Princess Irene shortly before the explosion. In truth, the Official Enquiry held by the Royal Navy was quite damning and referred to the priming of mines being carried out by ill-trained men under hurried circumstances. In a cover-up, the final report blamed the explosion on a faulty primer.

The lower decks and keel of the Princess Irene remain more or less intact and have caused a degree of navigational problems to the large ships now using the eastern end of nearby Thamesport. At present, there are no plans to raise her remains.

Newsletter 10 - July 2015 Sec/Editor: Jack Secker (jake11a@optusnet.com.au) Ph: (07) 3134 3678

12 Hampton Street, ALEXANDRA HILLS QLD 4161

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2

Brisbane River TripBrisbane River TripBrisbane River TripBrisbane River Trip Wednesday 20th May 2015Wednesday 20th May 2015Wednesday 20th May 2015Wednesday 20th May 2015

G’day to all of you men of the Oceans and your ladies. We had a very nice LITTLE group for our trip. Though there were also some very interesting happenings that those that did not attend missed-out on. You may all feel sorry that you missed such a show. I mean, after my sending out directions and train information, not once, but twice, what could possibly go wrong? A really better question would be, what went right? Starting with myself, I had all the angles covered, I thought. But, ain’t there always a but? Fate, nature, lack of maintenance, laziness of maintenance workers, I don’t know.

I do know though that although I had given myself more than enough time to do the journey and meet the guys and girls as they arrived at South Brisbane and help to guide them to our City Cat ferry part of the river trip. I was lucky and actually found a parking spot in my railway car park. Great, what could go wrong?

I parked the car and walked into the railway station and met the station hand who stopped me from clocking on. It wasn’t a surprise to see him there, they always have someone standing there to make sure that the passengers actually touch their card to the instrument that opens the gates for them. What was the surprise was the station hand saying, “so sorry, but there are no trains running to the city right now” they have an electrical fault at South Brisbane station”. I went out to the bus stop to look at the time of bus availability and how long would it take me by bus. I still don’t know as some moron had destroyed the entire bus information poster. So I wandered back to the station and ...... A train came into the station terminus. The same station hand smiled and said he didn’t know what the turn-around time would be, but I could board the train and try my luck as things may change en route. So I walked half way down the train and boarded an empty carriage, chose a seat and sat.

At long last (about 10 minutes) the doors shut and we were off on our way to the Big Smoke, stopping at all stops all the way. As we travelled about 15 minutes, with the guard apologising every couple of turns of the wheels, he was suddenly shut down and another voice interrupted him and stated that as from the station, about two stops away, Cannon Hill, our train would then become express all the way to South Brisbane. Just the station I needed. Passengers needing a station between Cannon Hill and South Brisbane should change and board the train following us, about 1 minute back. We arrived at South Brisbane and I asked a station hand what the time was please? He answered with “10.52am” Ah well, I was only about 60 minutes late.

I made my way to the South Bank number one Ferry Terminal. Luck was with me the gatekeeper saw me hurrying along to catch his City Cat ferry. I got aboard and immediately set sail down river to Bretts Wharf and the Hamilton Hotel. There was of course no sign of a large (or even a small) group of Vindi boys & girls. Which, in a way was good, as it was then that I realised I had left my backpack in my car, (This I had deposited in the boot when I went to find bus info) alas my camera was in the backpack.

I arrived at Bretts Wharf dock and made my way ashore and had to then battle with maniac traffic

along Kingsford Smith Road. My luck was holding though as there were pedestrian lights to help me to run that gauntlet and make my way to the Hamilton Hotel. As I was walking towards the door, the door opened and there was a smiling Brian Hunt ready to welcome me to a cool drink and a feed. This leads of course to phase 2 of this group ‘outing’. So, instead of a beer, I settled for a flat white coffee to sooth my nerves and relax my emotions.

I had been thinking that owing to the train problems, perhaps our group had abandoned the days outing and returned home. Vindi Boys and their Girls are tougher than that though. They had sailored on and taken the trip to its ultimate conclusion. Well done Lads and Lasses. But, ain’t there always a but? Against all odds, and written directions, what could go wrong? Disobedience!! That is what can go wrong.

There had been a group on the train from the Gold Coast and they de-trained at the South Bank station, under the impression that that was the South Brisbane station. Wrong! They ran into a long slog up the station ramp, unless they used the lift? and a walk down steep hills to the Queensland Maritime Museum area, then a long march, (playfully called a “Route March”) past the South Bank play grounds to get to the South Bank number one Ferry Terminal, passing the Terminals 3 & 2 on the way. Please remember that these troops are well trained Octogenarians, the day is rather warm at about 28C, and that is a Loooong march indeed. (Not necessary, if directions are noted).

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Juggler, driving to his next performance, was stopped by the police. “What are those knives doing in your car?” asked the officer. “I juggle them in my act.” “Oh yeah?” says the cop. “Let’s see you do it.” So the juggler starts tossing and juggling the knives.

A guy driving by sees this and says, “Wow, am I glad I quit drinking. Look at the test they’re making you do now!”

So from there apparently they were safe and soon in the bar of a handy establishment. I too had arrived and was more than a little disappointed at the lack of enthusiasm from the lads that could have made the effort, and the crowd a bit larger. All is not quite lost though, as we now approach Phase 3.

After a meet and greet drink or two, the subject of lunch was broached. Personally, I was hungry and looked forward to a grand lunch, that is until I saw the prices

on the menu. Wow how this place had changed in less than 12 months. It was now almost a Steak House. Many sizes and just as many cooking types and finishes. Thank goodness for some ‘Chefs Specials’ at almost reasonable prices. Myself I settled for the fried Flathead fillet with chips and salad. The Flathead fillets were approximately 20cm long and possibly 3cm wide and there was more batter than flathead. Well cooked though, as were the chips. The salad of course were the usual little bits of this and that and not much of anything. I think the general consensus was that there was no foreseeable future visit ahead.

The crew then had their last drinks and started out on the return journey. And that’s It? Well, not quite. We meandered along the paths and walkways back to the Bretts Wharf jetty, and whoops, look who’s here. Sitting in the shade of the sheltering jetty is another Vindi lad and his lady. Hello, Will Lowe and Osk. They had somehow missed our gathering whilst looking around the hotel. (I did wonder if perhaps they mistook the Hamilton Inn for the Hotel, the two places are right next door to each other.)

They did cruise around the Hamilton area and lunched at another eatery, but were heading back home from the same jetty as we joined in the trip homewards. In their words, they said, “Hi Jack, Well both Will and I

seriously thought we’d lost the plot when we arrived in

plenty of time for the scheduled ferry ride from South

Bank to Hamilton, to find not one face we recognised.

We waited anxiously, let that ferry go, waited for the

next one, still no-one!!! Anyway we decided there might

have been a change of plan so caught the City Cat,

checked out the Hamilton Hotel, still no familiar faces!!

How much?

We asked at all the bars if there was a booking for the

Vindi, ‘Never heard of them.’ Well who had it wrong?

Will or myself? We got over that question and answer

quiz, so walked over to Bretts Wharf, maybe a cruise

ship was in. Anyway, we enjoyed a lunch there, headed

back to South Bank on the return journey. Guess who

came walking down the pier? The Vindi Tour. Now Jack

you can take over the story.” At least we felt sanity come back to us both! Thanks Will and Osk for your input for a rather exhausting trip on the Brisbane River. See you all next time, some place else eh?

Jack Secker (HonSec(V ‘51)

SEQ SLOP CHESTSEQ SLOP CHESTSEQ SLOP CHESTSEQ SLOP CHEST We have for sale …….

Metal Lapel MN Badges Nil left

Metal Vindicatrix Lapel Badges $5.00 each

Two only - MN Assoc Blazer Badges $21.00 each

One only - MN Assoc Cap Badge $17.00

One only - Vindicatrix Tie $20.00

All Communications to Brian Hunt on 07 5513 0178

Preferably email at eandbhunt@aapt.net.au

AGM ReminderAGM ReminderAGM ReminderAGM Reminder

Wednesday 19th August:- General meeting and AGM to be held at the Outriggers Resort Twin Towns in The Anzac Room.

AGM commence at approximately 1130hrs, immediately after the General Meeting. All positions will be declared vacant for members to stand for election.

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Meeting Held On 17th June 2015 Anzac Room Of The Tweed Heads RSL

Our meeting of Wednesday 17th June 2015 was our best one so far in the fact that we had 24 members and 6 lady members. It was also memorable in that we had three speakers. Also welcome to new members Mike Mabbutt, Alan McKenzie, Norman Armstrong, Ian Wildman, Bevan. Savage and visiting member from WA, Tony Harben.

During the last couple of months the committee has been quite busy. As you may be aware, we, as a group, have taken up the challenge to bring the Merchant Navy to the attention of the general public with a new memorial to all merchant seafarers of all nations. By good fortune we have as a member, Mr Warren Keats, who has some really good experience in how to organise and design and build such a memorial. Mr Keats was Chairman of the committee that brought to fruition the wonderful monument that salutes

the loss of the Australian Hospital Ship “CENTAUR” in May 1942 and the loss of almost 190 lives.

Our own committee for this project is Brian Hunt, Jack Secker, Terry Docker, Graham Moon, and Dave Witcome. Graham has agreed to be the Treasurer. We also have Mr W. Keats and Mr G. Fidler as Consultants.

To date we have had a meeting with Councillor Chris Robbins of the Gold Coast Council, and Ms Robbins has indicated that she agrees with our aims and has agreed to take our submission to the necessary department/s and has also tentatively agreed with our choice of placement at Point Danger. We are still awaiting the replies, and wait in hope.

Tony Harben our member from WA took the stage told us a bit about himself and his younger days. His home was on the Island of Jersey in the Channel Islands. He was born early in 1944 on a cold and windy day. He has an older brother, 3 yrs older and was also a Vindi Boy. He lived a small stones throw from France, but was actually a part of the British Empire. He happened to mention the kind of tides that happen around the Islands, and he spoke about the Spring tides as 0 - 40ft. I know about those tides personally as I was on a coaster to and from the islands and I will tell that tale at a later date. He is one of the few that actually enjoyed our introduction to the menu of the Vindi “Sea Pie”, he loved it. I presume it tasted so good as he had travelled from Jersey to the Vindi without his sandwiches.

After the Vindi in 1960 he joined his first ship the SS Canarvon Castle and spent 3 years at sea and then returned to Jersey where he met his school heart-throb Margaret and married her. A few years and two sons later, he noticed an advert in a Sunday paper encouraging him to migrate to another Island. He and Margaret talked about it and they agreed it was a good idea with more potential for them and for the boys. So they went to sea together and went all the way to Australia. Someone in our crew said "Oh, another £10 POM. Tony immediately corrected that by saying, "I'm not a POM, I'm a Channel Islander, any way it cost us £15". There was much laughing at that statement. It was an entertaining 15-20 minutes. I think there must be more stories there?

Will all hands that are interested in joining a day out trip to Ballina Maritime Museum on July 15th please advise. The coach leaves the Tweed Heads Sports Club no later than 0930hrs. On Wednesday September 23rd we visit Dave Witcombes abode in Kyogle, please, please mail or phone us your names and numbers, that is, Brian Hunt on 07 5513 0178, or Jack Secker 07 3134 3678. We need to know ASAP who and how many are taking these trips as we have to organise the coaches for each trip. For those that did not travel with us last year to Kyogle, I will inform you that Dave and his wife Meg fire up a real life Pizza Oven in their backyard and supply great Pizzas until you can’t eat any more. The coach will cost about $10 per person. Don’t be late as seating is first in best dressed.

Now members we start getting serious, reverting to the first story here today. I have to point out that our aim is to raise the money that is required to complete our memorial. We know that very few people/companies will willingly deposit the whole estimated amount of money in one fell swoop, unfortunately. So we have to accept what comes in as it comes in, and to keep everything on an even keel, we must open another bank account. The name chosen for this account has been chosen and it will be “Merchant Mariners Monument” account. The working of this account is by cheque only, and it will be two signatures from three names. We need someone to propose this account and a seconder and then a vote from the floor. Without this account we may not be able to handle the money securely and accurately as it comes in.

There has been a slight hitch to our monetary incomings this coming year as the ‘grants’ we hoped for from the

Tony & Margret Harben Len Malcolmson

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The New Suez CanalThe New Suez CanalThe New Suez CanalThe New Suez Canal

Egypt's new Suez Canal is expected to open in early August 2015 in a project president Abdel Fattah al-Sisi sees as a potent symbol of national pride and to boost the country's battered economy. The army began work 10 months ago on the $US8 billion canal, flanking the existing, historic 145-year-old waterway and part of a larger undertaking to expand trade along the fastest shipping route between Europe and Asia.

The Suez Canal is a vital source of hard currency for Egypt, particularly since the 2011 uprising that scared off tourists and foreign investment. “The digging and dredging works will conclude on July 15. The opening of the New Suez Canal will be on August 6,” Mohab Mameesh, chairman and managing director of the Suez Canal Authority, told a news conference in Ismalia, east of Cairo.

• First canal connecting the Mediterranean and Red Seas via the Nile River dug in 1874 BC.

• Egyptians used canals to move warships, send pilgrimages to the Holy Land and transport grain and stones used in ancient monuments.

• French diplomat Ferdinand de Lesseps and Egyptian viceroy Said Pasha developed the current Suez Canal in the mid-19th century.

• Construction took 10 years of generally poorly paid work by Egyptians drafted at the rate of 20,000 every 10 months from “the peasantry”.

• Canal opened for navigation on November 17, 1869.

• It cut weeks if not months off journeys between Europe and Asia that otherwise necessitated a trip around Africa.

• A decision to nationalise the canal in 1956 led to a failed invasion by Britain, which controlled the channel, as well as France and Israel.

• The waterway was closed briefly until 1957 and then again for eight years following the 1967 war with Israel.

The new canal will reduce navigation time for ships to 11 hours from about 22 hours, making it the fastest such waterway in the world. The new and old canals are connected by four small channels. Eighty five percent of dredging works have been completed, with 219.3 million cubic metres of sand excavated from an estimted total of 258 million cubic metres.

The existing canal earns Egypt around $US5 billion per year, a vital source of hard currency. The new canal, which will allow two-way traffic of larger ships, is expected to increase revenues by 2023 to $US15 billion. The government also plans to build an international industrial and logistics hub near the Suez Canal that it expects will eventually make up about a third of the Egyptian economy.

government and council, have both been turned down, but even that has a good side, because with each knock back was a kindly note saying, try again when the offers come round again.

The result from Mr Keats is (a) that we are in a position of taking charge of the SS ALBERTAs anchor, which entails the restoration of the said item before putting on display to the general public. From my one look at this wonderfully ancient object (125 years young) the previous people and teams have not done an outstanding job of looking after it.

I have been in touch with the Qld Maritime Museum CEO, Mr Ian Jempson in regards of methods of cleaning and restoring the old anchor to something like new. He has told us that he has the number of an expert in WA and he will give me his phone number in a few days. I too have been Googling the net and have a four page sheet explanation of how to renovate old and ancient steel that has been under water for a long time. It seems rather complicated, so I am hoping that WA has something easier to follow. (b) The Anchor is currently in the custody of the Tweed Shire Councils works dept. We are hoping that we may be allowed to leave it in this position but that we may be able to arrange for some better cover for it as the restitution work commences. I will keep you informed of what is happening and I am asking you all now to help us with the work that will be have to be done. Even to the extent of a ‘working Bee’ or two.

This information has been forwarded to Ms Chris Robbins to be taken to whichever departments that need to know, for consideration in the building and placement of our intended memorial. Mr Francis Kirkham advised us, just before the closing of the last meeting, that there was a possible chance that our Vindi group may have the ships bell from the SS ALBERTA as an exhibition (she sank six miles from Danger Point in 1890) More info on that soon.

Jack Secker (HonSec (V ’51)

This morning I was sitting on a bench next to a homeless man, I asked him how he ended up this way. He said, “Up until last week, I still had it all! All my meals were prepared for me, my room was cleaned, my clothes were washed, pressed, I had a roof over my head, I had TV, internet, I went to the gym, the pool, the library, I could even study.”

I asked him, “What happened? Drugs? Alcohol? Divorce?” “No, nothing like that,” he said. “They just let me out of prison”………..

6

Crossed the BarCrossed the BarCrossed the BarCrossed the Bar

Bill Gould Bill Gould Bill Gould Bill Gould 6/07/1922 6/07/1922 6/07/1922 6/07/1922 –––– 22/06/201522/06/201522/06/201522/06/2015

Bill lived the first eighteen months in Cambridge UK. His father died from the effects of the First World War, possibly from a mustard gas attack. His mother returned to work and he was farmed out, (1924 terminology) to foster parents and to a convent in London. When he was about 7 years old, his mother took him to Ireland where she remarried. Bill gained a step brother, Geoff, who was 2 years older.

After leaving school he took a job with North Met Power Company and also completed a 3 year correspondence course as an Electrical Engineer. He joined the Air Defence Cadet Corp. and when a course became available to learn to fly gliders, he jumped at it and signed up. When the dark clouds of WW11 were approaching and knowing no armed service would have him due to an eye damaged at birth, he decided to go to sea as a Merchant Seaman, even if he had to go into catering, which he did by going to the Vindicatrix Sea School in 1939.

Bill’s first ship by a toss of a coin was the Salters Gate, a lucky toss as his friend joined the Sultan Star and was torpedoed. Bill went safely through

the war although he did hit a mine, was hit by U Boats and bombed. He thought he must have done something for the devil not to want him.

He was then allotted to another ship, the Vernon City and as he went to join her, decided that he was going to be a Deck Boy this time, so, being wartime, he claimed his last trip had taken him on as Galley boy because no-one else had been available but that he had trained as a deck boy. Bill continued his sea career getting into all sorts of danger and adventures.

After the war sailing on the Roxburgh Castle, a new replacement ship for the Union Castle Co. where he did two trips to South Africa and the third to Australia. It was there, that he and two mates decided to jump ship and off to a new life.

Making his way to Woolloomooloo, Sydney he found lodgings for all and next morning went looking for work. Without any paperwork or permits it was going to be hard. However, he came across a timber mill that needed workers, so got a job on the spot, though not to last long. After many jobs he ended up in Melbourne and joined the Australian MN.

Bill later became a crew member of the one of the Bass Straight ferries, the Taroona, and whilst he was there met his wife to be Grace from Sarina Qld. She was a 2nd class stewardess on board and had been in the Royal Navy, but had transferred when she had finished her stint. On another ship Bill travelled back to the UK and on return to Australia became domiciled in Melbourne and married, but stayed at sea for another 12 months.

Moving to Queensland and purchasing a partly built house in Holland Park. He put down a £180 deposit and moved in a couple of months later. Buying the basics of a home, a table and two chairs, a bed, and a lounge chair, all for about £28. With that began a home life and family and stayed there for the next 30 years. The initial outlay took all his holiday pay and leave allowances for the last 12 months, so it was back to sea again.

During that 30 years, he started a family of two daughters. Also during that time managed to procure an elderly 25’cabin cruiser in 1959 and would go out fishing and cruising around Moreton Bay and having a look at the bay islands. It was during this time that he and wife, Grace decided that he would move on to MacLeay Island and has lived there ever since 1980.

Bill’s last ship was the Ampol Sarel a tanker and had stayed with her for the remainder of his sea life retiring in 1986, just after the ship had spent time in Singapore dry dock for maintenance and repairs. When he got home he found his wife was in hospital after a heart failure. Grace passed away in 1993.

Bill is survived by his daughter Marilyn, grandson Adam, daughter Jennifer and son in law, Neil.

Bill was our last recognised surviving Vindi lad of 1939 well liked and highly respected, always a gentleman always first to put his hand up for a reunion, first one at the bar and first to the little boy’s room. Sir we doff our hats.

At Bill’s request there was no service, his body was cremated and his ashes scattered at sea.

7

The Nicaragua Grand Canal Alternative Panama Canal

The Nicaraguan government and the company behind plans to build a canal linking the Atlantic and the Pacific Ocean have settled on a route. It would stretch 278km (173 miles) from Punta Gorda on the Caribbean through Lake Nicaragua to the mouth of the river Brito on the Pacific. Nicaragua says it will break ground on the $40bn (£23bn) project shotly (in fact work started 22nd December 2014).

Engineers for the Hong Kong-based HKND Group said the canal would be between 230m and 520m wide and 27.6m deep. Nicaragua said it had chosen the route so it would avoid areas of great biodiversity, indigenous territories and environmentally protected lands. But environmentalists are still concerned about the effects it may have on Lake Nicaragua, Central America's largest lake and an important source of fresh water. The commission in charge of building the canal said environmental and social impact studies would be carried out on the route and changes would still be possible.

It said it expected construction to begin in December and to be finished within five years. The canal will be an enormous help to the Nicaraguan people and for the world

in general Wang Jing, HKND chairman. Sceptics point out that it took the United States 10 years to build the Panama Canal, which at 77km is less than a third of the length of the planned canal through Nicaragua.

But Nicaragua insists engineering and construction techniques have moved on since 1914, when the Panama Canal was completed. Nicaraguan officials say their waterway would “complement” the Panama Canal rather than be in direct rivalry to it. They say a bigger canal is essential to allow for increased global trade and ever larger tankers, many of which are too large for the Panama Canal, even after its current expansion. The government estimates it will lift more than 400,000 people out of general poverty by 2018 with the help of revenues created by the project.

A free trade zone with commercial facilities as well as tourist hotels and an international airport at Rivas are planned to be built when canal construction is advanced.

The 259.4 km long canal has three segments. The West Canal runs from Brito at the Pacific Ocean up the Rio Brito valley, crosses the continental divide, and after passing through the Rio Las Lajas valley enters Lake Nicaragua; its

length is 25.9 km. The Nicaragua Lake section measures 106.8 km and runs from 4 km south of San Jorge to 8 km south of San Miguelito. The Eastern Canal is the longest section with 126.7 km and will be built along the Rio Tule valley through the Caribbean highland to the Rio Punta Gorda valley to meet the Caribbean Sea.

Both the West Canal and the East Canal have each one lock with 3 consecutive chambers to raise ships to the level of Lake Nicaragua that has an average water elevation of 31.3 m, range 30.2-33.0 m. The western Brito Lock is 14.5 km inland from the Pacific, and the eastern Camilo Lock is 13.7 km inland from the Caribbean Sea. The dimensions of each of the chambers of the locks are 520m (1,706ft) long, 75m (246ft) wide, and 27.6 m (91 ft) threshold depth. As locks generally define the limit of the size of ships that can be handled, the Nicaragua Canal is being designed to allow passage for larger ships than those that pass through the Panama Canal. For comparison, the new third set of locks in the Panama expansion will only be 427m (1,401ft) long, 55m (180ft) wide, and 18.3m (60ft) deep.

No water from Lake Nicaragua is planned to be used to flood the locks; water will come from local rivers and

recycling using water saving basins. The Camilo lock is built adjacent to a new dam of the upper Punta Gorda river that creates a reservoir. This Atlanta Reservoir (or Lake Atlanta) will have a surface area of 395 km2. West of the Atlanta reservoir the Rio Agua Zarca will be dammed to create a second reservoir. This reservoir would have a surface area of 48.5 km2 and hold 1,100 gigalitres. A hydropower facility will be built at the dam and is expected to generate over 10 megawatts of power to be used for operations of the Camilo Lock. Both locks would also be connected to the country’s power grid and have back-up generator facilities. It is estimated that each lock uses about 9 megawatts of power.

8

My First Trip with P&O My First Trip with P&O My First Trip with P&O My First Trip with P&O by Ken Shepherd

After three weeks at home fishing and wandering around our local foreshore in Faversham Kent, wondering what was out there for me to be part of, I was told to report to to the P&O offices in Leadenhall Street, London for my first ship, which was the Samettrick (later renamed the Elstree Grange) . It was a 7000 ton liberty ship as galley boy at $5 per month, this was 22nd May 1946, residing at Royal Albert Dock. I soon found the ship after passing from memory the MV Georgic, which was still being used as a troop ship.

I reported to the Purser who directed me to my cabin which had been used by DEMS Gunners and with them no longer required with the war over there was plenty of room. I asked the first crew member I bumped into where we were going; his sad reply came back Bom Culter, which I guessed meant the India run. It turned out to include the

Persian Gulf, China and east coast of America, nine months altogether. The Chief Cook was Irish. Paddy, of course, didn’t much like me from the start. 2nd Cook, a Goanese, I got on well with him. The thought of having my mail addressed to Galley Boy haunted me so I got my letters with 3rd Cook after my name. It lasted the whole trip. We went up to Tilbury for the last of our cargo and sailed early one morning. The huge amount of pots and pans etc that I had to clean was hard to take, but I was at sea and that’s what counted most to me.

For two days down the English Channel and across the Bay of Biscay I was violently sea sick and had diarrhea, the latter from eating too much plum duff. As soon as we got off the coast of Spain and Portugal things changed for the better. The sun shone, the sea calmed and the coast line was awesome. I got into a better routine and was making 12 loaves of bread three times a week, it was hot in the galley and a lot of my sweat went into the dough, but they turned out perfect every time. By this time I was becoming a punching bag for one of the AB’s, he was built like a rock and he’d get me in the alley way and pin my neck against the bulkhead with his huge fist, but I had a few tricks he wasn’t counting on and he soon backed off, though he still was blooming scary joker. A galley boy doesn’t have too many mates on his first weeks at sea. A sharp turn left into the Mediterranean and it was getting hotter every day. The Purser dished out huge salt tablets, which were hard to swallow; prickly heat was catching up on me, but with plenty

of Calamine Lotion on board it seemed to ease things a lot.

At Port Said we bunkered with coal for the galley. The stately looking continuous line of Indian Girls, each carrying a heavy basked of coal on their heads, was a sight for sore eyes. The bum boats were a lot of fun, everything from handbags, Turkish delight in fancy boxes to Spanish Fly. I did score a nice leather handbag for someone at home. The classic was the huge diamond ring, “Look Jonny, it cut glass”, and all mine for one working shirt. “Dirty post card Jonny”, we all saw the one with the donkey. “Spanish Fly Jonny, good for you jig a jig”.

Down the Red Sea it really started to hot up. A couple of nights at Port Sudan I saw my first full moon behind the waving palms, how beautiful! Djibouti next, supposed to be home to the French Foreign Legion. Early morning dozens of huge Manta Rays would go past the ship in “V” formation out into the open sea and return at dusk. Karachi was our first Indian Port, the fly capital of the world I think. We had our first shore leave. I was always a bit of a loner so I didn’t mind going ashore in a foreign country on my own. I soon found my way to a boat building yard on the edge of the mangroves. These beautifully crafted wooden Dhows and Feluccas in all stages of completion are built using a plumb bob and what looked like very primitive tools. I didn’t go ashore alone at night though. There was always a few of us out for a bit of fun. One of our boys delighted in going into a shop that sold suitcases and asking to look at every suitcase and inspecting each one. The top shelf was always high up and needed a ladder or a hook on a long pole, by this time the whole floor of the shop would be covered in suitcases. When the last one hit the ground our man would sneak out and be gone. He never did buy a suitcase.

Bombay was huge, there were magnificent buildings mostly built by the British, large opulent Hotels with shops selling expensive gowns and jewelry for the wealthy. Going ashore at night we would hail a Gharri, a horse drawn open carriage. All aboard and the Driver would say “where to Jonny, you like white school teacher Jenny at Seaman’s Mission Jonny?” Anyone who fell for the white school teacher bit was disappointed.

I picked up three hand carved Buddha’s for 200 Wild Woodbine fags. I still have them. Most of the Indian coast is very tropical, some of the little Ports were on rivers, the banks lined with old rusty tramps from all over the World, never to sail again.

We called into Goa, Mangalore, Calicut, Cochin and Alleppey with its huge fishing nests hanging on bamboo poles. Colombo and Galle, once a Dutch outpost that still has a Fortress and a lovely white lighthouse. Up the east coast to

9

Madras, Visakhapatnam and finally up the mighty Hooghly River to Garden Reach Docks, Calcutta.

While in Calcutta we experienced a tidal bore, which came up the river at a terrific speed. We were in a partially enclosed dock and the water rose so fast there was no time to slacken off the ropes and springs. Being Sunday afternoon most crew were ashore or sleeping, you could hear the ‘twang’ ‘klunk’ all over the dock as springs snapped and rope parted. I was on deck watch at the time, but as the wire ropes were already taut it was too dangerous to go close, I woke the 3rd mate who woke the (Old Man) Skipper. By now every thing had parted and a dozen ships were slowly moving across the docks dumping each other until the tugs arrived, it was chaotic for a few hours.

By now we had steam-up and with the aid of boatmen our ropes were secured to large buoys in the middle of the river. By nightfall things had quieted down somewhat and the water dropped to normal.

Communications seemed to be badly lacking in this saga, there was no warning at all, so that ships could have been better prepared.

We loaded crates of monkeys for Boston, USA for Polio research – 25 to a cage and small cages for the females that were pregnant. Some gave birth before we discharged them. Large bags of peanuts were

brought on board for us to feed them but the crew got most of them and the monkeys had scraps from the galley. Everything went well until somebody opened a cage at night then 25 got out and had the run of the ship. Some missed the rigging and went overboard, never to be seen again and some we caught and secured. The last one caught had been living around the funnel and had no fur left on him, not a nice sight. Other cargoes were ivory nuts, rubber and huge fletches of timber full of giant cockroaches which invaded the ship (not nice).

We had 100 Indians come aboard with their chipping hammers to get rid of any rust – Bang! Bang! Bang! – an incessant noise for 3 days. I asked their ganger why so many men and he said “Ah! Sahib it is better to have 100 men at 3 annas a day that 50 men at 6 annas a day, more work done for same price.” After another short stay in Bombay and Karachi we sailed up the Persian Gulf to Basrah, Abadan, Kuwait, Koransha and Banda Shapur, straight out of the Arabian Nights. Some of our cargo was dates, to get a feed from one of the tally clerks cost me another shirt. Abadan was great to go ashore, all transport was free and some of us went to the open air cinema and saw The Jolson Story with Al Jolson, all free probably because the place is dangerous

to live in there as so many refineries blowing off excess gas, which lit up the sky for miles.

The Gulf is so hot in the days the Arabs never worked after 10.39 am, but like true British we were expected to keep going with nowhere else to hide. The fishing was good in Kuwait and some of the other stops, which made for a bit of pleasure. Although the heat was hard to take the Gulf is an interesting place, it cooled down in the evenings and a walk ashore at night is quite rewarding, they go in for a lot of open air playhouses. The market like anywhere in the East stinks to high heaven and takes a bit of getting used to, really a great experience.

A couple of weeks later we are back in the Med a short stop in Malta and a few hours in Gibraltar and it was across the Atlantic to Boston where we discharged our precious monkeys. Bitterly cold, but a beautiful old port full of history, we left there to have Christmas in New York – it snowed 12” in half an hour an incredible sight. Traffic was at a stand still, but the tube railway (subway) was still going.

A couple of mates and I while having a drink were invited to have dinner with a couple who were celebrating at a rather posh restaurant. It was great, we were given anything we wanted, just because it was Christmas and we were broke and far from home, we had a ball and that ain’t all as they say in the US of A. I don’t know how we got back to the ship. Maybe we walked. The weather improved after a few days and we took a night time trip on a paddle steamer down Chesapeake Bay, the Dixie band was playing and there was a lot of dancing and fun. We had to drink our cans of Ruperts beer through straws as the drinking age was 21 years at that stage, phew, and we had to look as though we were drinking soft drinks

I enjoyed our stay in the USA, but all good things come to an end, there are so many different things that happen on a long trip, mostly good a few bad times. The homeward Atlantic crossing in mid winter was anything but pleasant. Getting closer to home we got the “Channels” but the sight of the white cliffs of Dover after 10 days tipped the scales, then up the Thames to Tilbury it was good to be home again.

Editor:- SEQ member Ken who hails from Airlie Beach

way, sadly lost his loving wife Jean last year, I would

add sweetheart and soul mate to a long illness.

Ken has had many interests over the years from old

times Thames barges to gold prospecting and always

the sailor until recent years with his own small yacht to

mess around-in and sail her around the Whitsundays.

Ken recently generously donated some postage stamps

to help in our administration, to which we gratefully

thank him.

Ken celebrated his 86th birthday on June 17 and

sincerely hope he had a great time. On yur Ken and

thanks.

10

The Wreck of the S.S. QuettaThe Wreck of the S.S. QuettaThe Wreck of the S.S. QuettaThe Wreck of the S.S. Quetta Albert Maclaren (Pioneer Missionary in New Guinea)

WHILE Albert Maclaren was waiting to get away from Thursday Island, news arrived which was to strike consternation and sorrow into every heart in Australia.

The British India royal mail steamer Quetta, bound from Brisbane to England with 291 souls on board, struck an uncharted rock near Adolphus Island (Albany Pass) on the night of 28th February, 1890, and sank in less than three minutes. It was a beautiful calm night, and many of the ladies were singing in the music saloon, practising for a concert, others were writing letters in the saloon. Some of the survivors said that the noise caused by the vessel in striking sounded like a tank going overboard, then there was a grating sound, and then a swell of water from the engine-room.

The ship did not seem to sink, the water merely seemed to rise round her. Then the stern rose high out of the water and the propeller and a large part of the keel became visible. She hung in that position for about half a minute, then listed to port and suddenly disappeared. The captain had ordered the boats to be lowered directly she struck, and called out, “All who want to be saved, come aft”. Some of the ship wrecked passengers and crew reached Mount Adolphus Island clinging to the boats, and next morning one of the boats went to Somerset to wire to Thursday Island for assistance. Orders were given by the Government Resident, the Hon. John Douglas, to Captain Reid of the little

steamer Albatross, to proceed immediately to the scene of the wreck, and Captain Hennessey of the Merrie England offered to go as well in the New Guinea Government yacht, so in less than an hour she weighed anchor and was on her way.

On board the Albatross were Dr Salter of Thursday Island, Captain Wilkie and Albert Maclaren. It was Maclaren who supplied to the Queensland press all details concerning the search for the survivors. The following account is in his own words:-”About three hours after leaving Thursday Island the Albatross came alongside the SS. Victoria and took on board Captain Sanders (R.M.S. Quetta), the pilot (Captain Keating) and some lascars, and at once proceeded on her way to Mount Adolphus Island, where nearly a hundred shipwrecked people anxiously awaited her arrival, among them being the second and fourth officers and the quartermaster of the Quetta. Many of us were touched when we saw the attachment of a Javanese to a little white child about three years of age. He had rescued her from the deep and had tended her with the greatest care.

The poor little child was calling for ‘mamma,’ and he told us she had been crying out all day for her. We gave her milk and wrapped her in some pyjamas till other clothing arrived by the steamer Merrie England. Shortly after we had at tended to the wants of the shipwrecked people the Merrie England arrived, commanded by Captain Hennessey, bringing with her articles of wearing apparel which the kind-hearted people of Thursday Island had collected and sent on board. They had accepted the services of Miss Brown, who volunteered to act as stewardess in case there might be some ladies rescued from the wreck.

Soon after the arrival of the Merrie England the shipwrecked people were transhipped to her, and both ships anchored till the dawn of day, when, having prearranged different routes in which to search for other survivors who might be cast adrift, they set off on their work. As I was on board the SS. Albatross, I can only give a detailed account of our own movements. Captain Reid steamed at once for Mount Adolphus Island, where four men were seen on the rock waving something white, and walking up and down. A boat was sent off, and they were brought on board and taken care of. Then we steamed along the island and sent a boat off at the other end to search for men, which the Albatross called for later on in the day, and took on board one man whom those in the boat had found.

Then we steamed towards the Three Brothers Island, when Captain Reid, who never left the bridge for an instant, but with glass in hand scanned the sea in every direction, suddenly saw something not much larger than a coconut floating out to sea. He steamed towards it, and as we drew nearer saw that it was a person swimming. A boat was sent out and a young lady was lifted in. One of the sailors took off his flannel shirt and wrapped her in it, but she had in the meantime fainted. I recognised her as Miss May Lacy, of St. Helen’s Station, Mackay. She was much exhausted, but thanks to the care of Dr Salter is fast recovering, though she is very weak and burnt by exposure to the sun.

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Her story is that she was writing a letter to her mother when the sad event happened and she rushed to get her younger sister, who had gone to bed, and brought her on deck. Both went over together and she was afterwards dragged into a boat or raft, where she was kindly treated by the purser. She remained on the raft till the afternoon of Saturday, when, the purser tells me, she determined to swim to the shore, so that she must have been swimming about till she was seen by Captain Reid at 8.10 this morning. Her rescue is almost miraculous, as she was drifting out to sea away from Mount Adolphus Island, and could not have held out much longer.

“We passed over the scene of the terrible wreck, and, at the request of Captain Reid, I read the service of the Church of England, in the presence of the captain, Mr. Corser, Pilot Keating, Dr Salter and the crew.”

It was Tuesday night, 4 March, when the Albatross returned to Thursday Island, having been out on her work of rescue since Saturday afternoon. The kindness and self-sacrifice so generally shown were the one bright spot on a very dark picture of suffering and death. Maclaren earned public thanks for what he had done, and his memory will long be gratefully enshrined in sorrowing hearts for his love and care for their dear ones in those terrible days, It was at Maclaren’s suggestion that what is now known as the “Quetta Memorial Church” was erected in 1890 on Thursday Island, as a thank-offering on behalf of those who had been saved, as well as a memorial to those whose lives had been lost.

He wrote to the Queensland press on 26th April, 1890:-- “Will you permit me, through the columns of your paper, to solicit the interest of my fellow-churchmen in Queensland in a matter which has suggested itself to me during the last few days--the erection of a small church on Thursday Island as a memorial to those who lost their lives in the sad Quetta disaster? We all know that among those who are sleeping peacefully beneath the placid waters of Torres Straits are some who took a very earnest interest in all that concerns the welfare of the Anglican Church in this vast colony, and I know of no more suitable way of recognising their services and perpetuating their memory than by the erection of a mall church on Thursday Island. For it is the nearest spot to the sad scene of the Quetta wreck, and a church there is much needed; and in the second place (though

the Thursday Island residents would be the last to wish their generous unselfishness to be noticed), all classes and creeds were assiduous in their anxiety to do what they could to aid the needy and the sufferers. I therefore venture to make the suggestion and trust to the liberality of English churchmen throughout the colony to make a united effort to carry it through.

“The time has come when there should be an Anglican church erected on the island, and a resident clergyman appointed to minister to the Europeans who are not members of the Roman obedience, and also to take some interest in the aboriginals and other coloured

nationalities on it and the islands adjacent.”

On 25th July, 1890, Maclaren’s suggestion took practical shape in a meeting held at the Court House, Thursday Island, and presided over by the Bishop of North Queensland, Dr Stanton. At the meeting the following resolution was adopted: “That in the opinion of this meeting it is desirable that a church and parson age be erected on Thursday Island; the church to be a

memorial of those who were lost in the wreck of the Quetta on the night of 28th February last and that the present Church committee take the necessary steps for carrying this into effect”.

Prior to this date the Anglican Church in Thursday Island had no resident clergyman and no church building. The first requirements were to provide for a resident clergyman, and to provide a suitable house for him. During 1890-91 a parsonage was built and the Rev. W. Maitland Woods, M.A., was duly installed as the first rector by the bishop of the diocese.

We can imagine what satisfaction this appointment gave to Maclaren, whose keen interest in the cosmopolitan little island and earnest desire that something should be done for the spiritual welfare of the shifting, seafaring population we have already seen.

The appeal for funds to build a church resulted in the sum of £2,000 being raised, and the chancel and four bays were built in concrete, the aisles being added later with temporary walls of wood. The chancel was consecrated by Bishop Barlow on 12th November, 1893. The memorial church, though not even yet completed, has become the home of some who have no home without it, and is the centre of a widespread missionary influence. During 1907 thirty Javanese have been baptised and received into communion with the Church. The services held in the church are attended by numbers of South-Sea Islanders, many of whom are communicants.

In 1900 the Quetta Memorial Church became the Cathedral Church of the new See of Carpentaria. Thursday Island.

12

President, Brian Hunt BEM JP 241/2 Falcon Way

TWEED HEAD SOUTH NSW 2486 Ph: (07) 5513-0178

Email: eandbhunt@aapt.net.au

Can’t sleep?Can’t sleep?Can’t sleep?Can’t sleep?

Try the 4-7-8 breathing technique that claims to help you nod off in 60 SECONDS

You’ve tried a warm bath, a hot, milky drink and even counting sheep, but you’re still lying wide awake wondering why you can’t fall asleep. Now, one scientist claims he has a way of getting insomniacs to slip into a slumber in just 60 seconds – and it doesn’t involve prescription drugs or strange lighting.

Dubbed the 4-7-8 breathing technique, the method is described as a ‘natural tranquiliser for the nervous system’ helping to reduce tension in the body. The 4-7-8 breathing technique has been described as a ‘natural tranquiliser for the nervous system’ helping reduce tension and allowing the body to relax

It is claims that 4-7-8 is such a powerful technique because it allows oxygen to better fill the lungs. ‘This exercise is a natural tranquilizer for the nervous system,’ he says. This extra oxygen can have a relaxing effect on the parasympathetic nervous system, which promotes a state of calmness.

To do the 4-7-8 breathing technique, you first need to exhale completely through your mouth while making a ‘whoosh’ sound. Close your mouth and inhale quietly through your nose to a mental count of four. Now hold your breath for a count of seven. After this time has elapsed, exhale completely through your mouth, making another whoosh sound for eight second in one large breath. Now inhale again and repeat the cycle three times for a total of four breaths.

‘Note that you always inhale quietly through your nose and exhale audibly through your mouth. ‘The tip of

your tongue stays in position the whole time.

Twin Towns RSLTwin Towns RSLTwin Towns RSLTwin Towns RSL

One day God was looking down at earth and saw all of the rascally retirees’ behaviour that was going on... So He called His angels and sent one to earth for a time. When the angel returned, he told God, ‘Yes,

it is bad on earth; 95% of retirees are misbehaving and

only 5% are not. God thought for a moment and said, ‘Maybe I had better send down a second angel to get another opinion.’

So God called another angel and sent her to earth for a time. When the angel returned, she went to God and said, ‘Yes, it’s true. The earth is in decline; 95% of

retires are misbehaving, but 5% are being good...’

God was not pleased. So He decided to e-mail the 5% who were good, because he wanted to encourage them, and give them a little something to help them keep going. Do you know what the e-mail said? Okay, I was just wondering, because I didn’t get one either.

How much oil in a barrel in? In the United States, an oil barrel is defined as 42 US gallons, which is about 159 litres or 35 Imperial gallons. Mammoth ultra large crude carriers (ULCCs) carry 550,000 metric tons, There are 7 barrels of petroleum in a metric ton so making 3.850,000 million barrels. A barrel of crude oil is currently selling at around $60, last year $105.

As a matter of interest Saudi Arabia can produces 10.3 million barrels or more per day.

And at the end of this year Australians will pay aprox 40 cents a litre of fuel in excise plus double dipping 10% GST. Excise subsequently now indexed on 1st February and 1st August each year, in line with the Consumer Price Index (CPI)

A young lad was driving down a motorway in England with his blonde girlfriend and she piped up, “I think those people in the car next to us are from Wales”. “Why do you think that?” he said. “Well, the kids are writing on the

window and it says “stit ruoy su wohs”.