- Upstreampaddle

the Logan River .... Wyaralong
Dam, Teviot Brook,Teviot Falls,
and the Scenic Rim
Teviot Falls - Getting there from Boonah
Boonah - Rathdowney Road 14.4 km to Carney's Creek Rd.,
Carney's Creek Road - right onto Head Road 29km from town, Teviot
Gap and Falls - 40km from Boonah
The dam on Teviot Brook is under construction, and the map above of Wyaralong Dam, the walking trails, the trailhead facilities, and the
campgrounds, are still plans on paper. The road from Beaudesert to Boonah was realigned away from the anticipated waters, and the new
road was opened in June 2010. The dam is due to be completed mid 2011, and then it is a question of how long it takes to fill with water.
Hopefully, at that time, the magazine will update this article with some on the ground, and water, photographs.
Ten kilometres or so downstream from the dam, Teviot Brook joins the Logan River. At this time, before the dam is built, the creek is a
quiet and peaceful little waterway, out in cattle country.
Teviot Brook from the old Beaudesert Road,
near Lilybrook.
Very little water flows down the Teviot Brook in
the dry seasons, and the photograph to the left
shows a billabong, with backed up water. Often
the creek is a string of waterholes with the dry
sandy streambed exposed between them.
Further upstream, the water is crystal clear and
clean, and owes the fact that it flows most of the
year, to its beginnings in the rainforested slopes of
Mt Roberts, up on the Scenic Rim.
The narrow road to Teviot Gap, and The Head,
splashes through the water half a dozen times, as
it climbs up to the pass.
The photograph above left, shows Mt Wilson and Teviot Gap, and was taken on the Boonah Rathdowney Road, just before Black Rock
Creek, and 3 kilometres before Carney's Creek Road turns right towards Teviot Gap. At the top of the road, just before it crosses to the
west, and flat valley pastures, there is a view of Teviot Brook as it falls off the Scenic Rim. In the misty blue afternoon light, it is difficult
to see the falls clearly.
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Once past Teviot Gap, the
road goes west towards
Queen Mary Falls, and the
small town of Killarney. The
unfenced pastures just west
has to be the most beautiful
road landscape anywhere in
South East Queensland.
The background in the
distance (photo left) is a line
of cliffs that are the start of
Condamine Gorge. This
valley is the start of the
Condamine River, starting a
few hundred metres from
Teviot Brook, but flowing
west to join the Darling
River, then the Murray
River, to finish in South
Australia.
At Teviot Gap, Mt Wilson is visible to the left, and a walking track leads away to the right. This is the start of the walking track to Mt
Roberts, Mt Superbus (highest mountain in SE Queensland), and the Scenic Rim trail traversing Lizard Point, The Steamers, Panorama
Point, Mt Huntley, Doubletop, Spicers Peak, and Mt Matheison to Cunningham's Gap on the Cunningham Highway to Warwick. That's a 3
or 4 day walk in a National Park.
The Teviot Falls can be seen from a small road layby just short of the top. Take note that the extremely steep slope just off the road is above
a high cliff, and use caution when seeking a photographic viewpoint. If you have children with you do not proceed beyond the road
guardrail.
About 700m up the Mt Superbus track is a small stream. This stream flows to south Teviot Falls (not really visible from the road lookout).
Past the wooden bridge over the stream, the old road dwindles to an overgrown walking track. Bushwalkers intending to climb Mt Superbus
should have clear directions on how to find the old rabbit fence, on leaving the logging track.
walking track start (looking back)
Mt Wilson
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Mooloolah
River
National
Fort Rous
Moreton
IslandPark
Page 9
Fort Rous, Moreton Island
On the ocean side of Moreton Island, is the remains of World
War II fortifications, a coastal artillery battery known as Fort
Rous.What the visitor today can find is half a dozen concrete
structures that housed two field guns, magazines to serve them,
searchlights, a plotting room, and a command and observation
post.
Most of these structures are in the form of concrete bunkers
with 300mm thick walls. Some of the structures have sunk into
the sand, others have collapsed as the sand around them blown
away. All evidence of a formal layout, such as roads or access
paths have vanished, and the concrete bunkers are mostly
hidden in regrowth vegetation. The Fort Rous walking track
runs south east from near Tangalooma to the site.
above: the Northern Observation Post, 8.2 km south of the Middle
Road, 3.2 km north of Fort Rous.
Visitors traveling down the beach 8.2 km from Middle Road will
see a track to a concrete bunker, when they are 3.2 km north of
Fort Rous. This was the Northern Observation Post..Three
kilometres south, the No. 2 Gun Emplacement is visible from the
beach, as the concealing dune has eroded away. Stay safely clear
of this collapsing structure. At the site entrance , a National Parks
sign FORT ROUS WW II FORTIFICATIONS marks the short
(150m.) track off the beach.This track climbs a sandy hill to a turna -round.
A Water Point is next to the foot of the hill. The water is
emergency use only, definitely requiring boiling before drinking,
and looks cloudy. Right at the water tap there is a track 120 m.
south down to a heap of collapsed concrete slabs, that used to be a
searchlight bunker.
below left and right: No. 2 Gun Emplacement
Southern searchlight bunker
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The Fort Rous walking track to The Desert, (10km) and
Tangalooma, starts at the 4WD track end, and the fortifications
are all within the first 400 metres.
About 100 metres from the track start is this concrete bunker
entrance, (image middle left) easy to identify by the Welcome
sign and the swastika some enthusiast has added.
This leads downstairs to the Battery Plotting Room. A torch will
be useful here. Back above ground, the main trail runs west, but
an unmarked trail leads south through the ferns. Turn south at the
swastika, step over a wire grated escape hatch, (image below) and
40 metres down the track find the No.1 Gun Emplacement.
The photograph to the left is the No. 1
Gun Emplacement. The viewpoint is from
near the 'Panama Mount' looking to the
magazine and fuse loading hatches into
two separate bunkers behind them. There
are concrete stairs down to each room,
and the one on the northern side is well lit
in sunlight hours.
The layout and operation of the circular
pit for the gun is explained a couple of
pages on.
A word of caution: while the map on
following pages may appear to show
bunkers on different tracks as being close
to each other, the map is approximate and
not accurate for scale.
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Back on the main track, and 80 metres up the sandy track from the
Battery Plotting Room bunker, is a faint trail to the right, to the
Artillery Store Room. Less and less visible as the trees grow
bigger, this is about 60 metres up the side trail ..
Left: the Panama Mount at the No1 Gun Emplacement, looking a
little overgrown.
There are a couple of structures that the author was not able to
locate, not shown on the map, including the Northern Searchlight
Bunker, as well as the sites where the troops were housed and fed,
and some rather anonymous concrete fittings almost hidden in the
ferns that were found, but did not seem to have any particular
purpose.
Left: Artillery Store
The main track climbs a small rise and loops south. Just at the top
of the rise, about 400 metres from the beach, another trail turns off
to the left, with the water tank (image left) immediately visible.
Note that this was the water storage for the fortifications in 1943,
and that it is not functioning today.
On the beach, a sign points uphill to a lookout, which is the
concrete bunker on this rise or hilltop, right next to the water tank
There is an excellent view south down to the Little Sandhills, and if
down the beach is the direction of 12 o'clock, out to the right at 2
o'clock is the high dune of the Big Sandhills.
Left: water tank
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Above: Command bunker
The Rous Battery walking track from Tangalooma follows
the old WW II supply road. A 4WD road leaves the
Middle Road one kilometre east from the western beach,
and runs three kilometres south, half a kilometre inland,
to bypass Tangalooma, re-emerging onto the beach just
south of the boat ramp and helipad, on the southern side of
Tangalooma.
This low tide “road”then runs the length of the south
western beach to the southern tip of Moreton Island, and
the small town of Kooringal. Half a kilometre before the
bypass road rejoins the beach, a road branches off to the left,
and is signposted as THE DESERT, some 2 kilometres away.
The Rous Battery walking track starts half a kilometre short
of the parking area at The Desert, and it is 10 km down to
the ocean beach and the fortifications.
Below: view south from the Command bunker
Alternatively, there there is a signposted walking track
from the beach 300 metres south of Tangalooma,
across the vegetated dunes, to The Desert, and half a
k up the 4WD road, to the start of the Rous Battery
walking track.
The beach track begins next to a shipping channel
marker. The track is steep at first, and is 400m to
The Desert. When you emerge from the forest, the
carpark is over at 11 o’clock, you can see the fence
posts. If going the other way, from The Desert east to
the beach, make sure you find the start of the track,
which is signposted USE WALKING TRACK.. Trees
give good shade from the summer sun on this sandy
track, and also on the Rous Battery track.
Below: cool inside on a summer’s day
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Rous Battery Walking Track
Grade: moderate
length: 10km
Desert Walking Track
Grade: moderate to steep
length: 2 km return (400m to open sand dunes)
above: track sign, Tangalooma/The Desert end
above: track sign, beach 300m south of Tangalooma
above: Tangalooma from the start of the beach track
below: The Desert carpark from end of the beach track
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above: beach track sign, The Desert entrance.
beach track to The Desert (400m to open sand dunes)
below: sand toboganning, The Desert
Page 15
Page 16
n
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WW II - Australian Coastal Defences
Main gun emplacements were M1A1 155mm guns. They were
mobile and could be towed by tractor or heavy truck. They
weighed 13.9 tonnes (30,600 pounds), had a split trail and
eight pneumatic tires, and were served by a combined crew of
15 men. The gun could be pedestal mounted on the so-called
"Panama Mount" for its coast-defense mission. On relocation
to a fixed site, such as “The Forts” on Magnetic Island, the
rear wheels were removed, and the chassis split to form a “Y”
shape.
The front wheels sat on the concrete Panama Mount or “Gun
Cheese” in the middle of the Gun Emplacement, a simple
concrete circle designed to stabilize the guns and provide a
fixed location to aide in fire control. The guns fired a shell that
weighed about 40 kg (90 pounds) a distance of about 22
kilometres (14 miles).
above: sunrise at No. 2 Gun Emplacement, Fort Rous, showing the
effects of eroding sand, and the Panama Mount or "gun cheese".
below: as a well preserved example, the gun "cheese" at the Forts Walk, Magnetic Island. Image courtesy: Alasdair Milne
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155mm M1A1 coastal artillery 1939 - 1945.
Towing configuration. Image: Olive-Drab.com
155mm M1A1 coastal artillery 1939 - 1945.
Split trail configuration. Image: Olive-Drab.com
The image left is of a 155mm
coastal artillery field gun,
displayed as a advertising fitting
for The Big Gun Shopping
Centre, Logan Road,
Springwood, Brisbane.
The gun is mounted with the
barrel elevated. It seems likely
that the field piece is one of the
guns from the World War II
Page 19
Think Kayak Hans – j Preuss
Awesome !!!! bloody awesome .....was my first thought as I
watched James Rennell bringing a trailer full of the new Think
kayaks onto the beach front early last Saturday morning.
Going back in time for a moment. I had contacted James several
months ago following a discussion with Mark Priestly (ex QLD
Canoeing). An idea had been in my mind since Townsville had
hosted 2 special events – the 3 weirs kayak race and the
Adventurethon.
Both events required participants to paddle kayaks at high speed
over different courses. And ... as Townsville has no shops which
have these type of craft would it be a great plan to ask someone if
they would bring craft to us to demonstrate. A sort of come’n’try
weekend. Mark’s idea became my target.
LEGEND Kayak .. length 6.43m (21 feet 6 inches) width 43cm (17 inches)
Page 6
FIT Kayak... length 5.2m (17 feet) width 51 cm (20 inches)
Luckily, James was very receptive of my plans and we worked
together to bring this weekend into reality. Studying the
THINK kayak range on the internet did NOT prepare me for
the sight of these fine craft in real life.
Every person I spoke to was amazed that James had brought
them all the way from Brisbane to Townsville for
demonstration. Even the best of our paddlers were impressed
by what they saw.
The gleaming hulls sparkled in the morning sun and stood
stunned for a minute before going over to meet James and his
partner Lee-Anne. Their warm smiles were infectious and
made me feel as though I had known them forever. Once our
display was set up people came along to try out these sleek
speed machines.
The main responses to the skis after they had been tried were
the same. Beautiful craft, light fast and ....so responsive. All
of us who tried the various skis were very pleased to be able
to try them out. The better paddlers began their personal
gradings for each of the four types of skis. As listed below in
personal preference.
EVO Surf Ski length 6.25m (20 feet 6 inches) width 48cm (19 inches)
First – the FIT a hybrid kayak/ski featuring a kayak cockpit layout on a ski hull. Very stable and quick
Second – the EVO – ocean racing ski – the ideal boat for an intermediate paddler to improve their skills ( and perfect for our conditions in
Townsville)
Third – the LEGEND – a hard chine flatter hulled craft designed for the advanced paddler
Fourth – the UNO – mainly designed for flat water BUT in experienced hands (James) can be used to cross to Magnetic Island and back.
James assured me that this boat is a challenge in a cross chop, which he experienced on the Sunday morning.
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UNO Kayak length 6.48m (21 feet 3 inches) width 42cm ( 16 inches)
The Evo, Legend andUnoall craft come in three layups –
fibreglass, Kevlar and carbon fibre which means they become
lighter from fibreglass to carbon fibre. As they become lighter
they challenge the paddler but pick up on the runners. The Fit
comes in two layups being Kevlar and fiberglass and I was
assured by James that given the boats stability, it flies in either
layup.
BUT ..... as more people had 2 and 3 tryouts the boats became
easier to handle. I found this very true with the EVO. Each
time I went out it felt more and more comfortable. Also
everyone commented on first, the light weight of each boat
AND most importantly each ski has been beautifully crafted.
The attention to the tiniest details shows true craftsmanship.
One of the paddlers, Peter I think, made the best comment that
we ALL agreed with “ Heck you don’t want to paddle an ugly
boat”. The finish is a credit to the manufacturer – just
brilliant !!!!
My deepest thanks to James and Lee-Anne for not only their
wonderful company but for the effort they put in, to bring such
fantastic craft to us here in Townsville.
My personal opinion can be best summed up by telling you that
I now am the very proud owner/paddler of an EVO. I have
already spoken to one of my friends and she is now sewing a
tailor-made cover for it. And yes ....it was used this morning (6
km on the river)...and then POLISHED with great care
afterwards.
LEGEND Kayak length 6.43m ( 21 feet 6 inches) width 43cm (17 inches)
EVO Surf Ski length 6.25m (20 feet 6 inches) width 48cm (19 inches)
Page 8
Mooloolah River National Park - a pool of
water lies on the sandy Aemula trail after rain
Page 20
above: The Kawana Way bridge over the Mooloolah River. The canoe launch site is 250 metres east of the bridge. Across the bridge, south
from the round-a-bout, it is possible to see the start of the Meleleuca walking track in the Mooloolah River National Park.
Exploring Mooloolah River NP
The Mooloolah River rises on the eastern slopes of the
Blackall Range, and flows for about 70 kilometres to enter the
sea at southern Mooloolaba. Tributaries include Addington
Creek, (dammed by the Ewen Maddock Dam), Sippy Creek,
and Mountain Creek.
For the first six kilometers upstream from the mouth, the river
is surrounded by housing, with large canal estates north and
south of the river. There are various boat ramps on this
section, such as off Brisbane Road where it crosses the
Mooloolah River, and near the mouth off Parkyn Parade.
Upstream from the Kawana Way bridge, the Mooloolah River
is within the Mooloolah River National Park for the next six
kilometres.
launch site
There is a canoe launch site 250 metres south from the Kawana Way bridge, which is the closest option for going upriver. The launch site is
the sandy river bank, best at half tide and higher. It is ten kilometres upstream from the Kawana Way bridge to where Sippy Creek joins the
Mooloolah River, and this junction approximately marks the tidal limit, and limit of sufficient water. Note that the property on the banks is
privately owned for the last 4 kilometres before the Sippy Creek junction.
The last two kilometers of the river, before Sippy Creek, sees the river narrow in width. There are several points where log snags choke the
river, and make access limited to the top of the tide. At the eight kilometre upstream mark, there was, in 2010, a fallen tree completely
spanning the river, and another at the 8.6 km mark. Note that in the upper tidal reaches, near Sippy Creek junction, the top of the tide is an
hour later than tide times for the mouth.
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The tide can run quite quickly in the Mooloolah River, so timing your launch for the rising tide, to go upstream, will make the trip faster,
and the launch easier. Above: the launch site, near the Kawana Way bridge, with two views upstream. This is typical estuarine
environment, with mangroves on the high water line. The launch site is a either a kind of soft coffee rock, or hard sand.
The paddler will share the water with power boats, and the section from the launch up to the Industrial Park and canal estate branch of the
Mooloolah.appears to be open to water skiers (permitted for 3.7 kilometres upstream from the Mountain Creek confluence). The channel
is not that wide, so keeping close to the bank could be the sensible thing to do, if there are power boats about.
About one kilometre upstream from the launch site the eastern bank is a sandy cliff.and 1.75 kilometres upstream is a wide expanse where a
weir blocks off theWyuna Canal branch of the river. Six hundred metres upstream from the the weir, and the industrial buildings at Premier
Circuit, is a creek opening on the western bank (see right photograph above). This leads to a lagoon system enclosed in the mangroves:
explore if you will, at high tide, and take particular note of your entry landscape to avoid geographical embarassment.
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How does a possum cross the river without getting wet? Answer: on a possum bridge. The tree above spans the river, but the two trees
(photographs below), at the 8.0 and 8.6km (upstream from launch site) require portages..
.
The confluence of the Mooloolah River and Sippy Creek is two
kilometres upstream from the second log across the river
(photograph above right), a total of ten kilometres from the launch
site..
Image left: high tide access only past this tree in the river. The
riverbank vegetation gives way from palm trees and rainforest
species, to open grassland. The land on both banks is a private cattle
running property.
Page 24
.
I turned around at the 8.6 kilometre upstream mark, after going past a few logs across the river. On the way back down I saw this Wedgetail
eagle in a tree above the river. It was only 4 metres or so above the river, and, unexpectedly, did not fly away.when.I paddled underneath its
perch. Once past the raptor, I looked back, and caught sight of a sick looking Ibis that the eagle was keeping a close eye on.
Eastern Grey male kangaroo seen in the tea tree (meleleuca) ..
forest.
There are several walking trails in the Mooloolah River National Park, and on the next page a location map is provided. The trails are on
fire management roads, and were not constructed for foot traffic. As such, the trails on elevated ground (the Littoralis, Aemula, and
Meleleuca trails) are likely to be passable after rain, but the Boronia, Robur, and lower parts of the Meleleuca trail, become water
logged, requiring weeks of dry weather to be become accessible. Because the water table is close to the surface in the swampy regions,
heavy wet weather may make such trails off limits for several seasons.
The area is at its best in the late winter and early spring, when the wild flowers are blooming. The thick close heath vegetation does not
encourage off trail walking. As much of the park is low open heathland, with little shade, the summer sun will be very strong, and
walking at thoat time of year should be early in the morning. Carry drinking water.
At the southern end of Premier Circuit in Warana, starting from the road , and marked by an Information Board, is a raised concrete
walkway that runs 600 metres to the Mooloolah River.
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.
The images above are of a work in progress, the walkway from Premier Circuit down to the river. At some later time, there should be a
trail link to Birtinya, and south to Kawana Forest.
The northern trails are sandy tracks. Note that Boronia and Meleleuca trails are often impassable due to water logging. A typical circuit,
entering at the northern end od Boronia Trail, and walking south to the Aemula Trail, then east, and north to the Littoralis Trail, and
return west to the start is about 3.8 km.
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South Stradbroke Island
Page 27
Surfers Paradise hi-rise 12 km south
The cover photograph of this magazine is Surfers Paradise hi-rise
towers, seen from the ocean beach at North Currigee. .
The Guidebook entry for The Broadwater makes some mention of
North Currigee, but those details are more concerned with getting
there, than with what is there.
Whether your visit is for a 2 hours, or an overnight stay, the 30
minute paddle from Paradise Point (use your street directory) across
the Broadwater is amply rewarded.
the beach north from North Currigee
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Above: the track from North Curragee to the ocean beach
Above: map, North Curragee
Page 29
early morning
morning, looking to the mainland, from North Currigee
Page 30
The wreck of the Gerd Heye
GERD HEYE: BARQUE, WRECKED 16th JULY, 1889.
extracted from: Early Moreton Bay by Thomas Welsby, 1907.
with thanks to Peter Ludlow http://www.moretonbayhistory.com/
The year 1889 saw trouble on the Australian coast amongst
vessels that go down to the sea, the whole of the eastern side
of Australia suffering more or less by loss of ships and lives.
On the 17th July no less than five vessels were driven ashore
at Byron Bay during a heavy easterly gale, accompanied by
heavy rain, which had lasted for days, but no lives were lost on
that occasion.
Floods were in and around Brisbane, doing immense damage;
swollen rivers and creeks were reported from the country, east
and west. The suburbs and the outer farming districts were under water, crops damaged and destroyed, no hope of the farmer to come out on the solvent side of business-at least so it
seemed. There was no thought of that dreadful 1893 visitation,
for if they could only have known what was still before them,
how their hearts would have remained callous and indifferent.
I remember well the Monday of the 15th July, having occasion
to be in town until about ten in the evening. The rain was coming down in torrents and the wind howled and shrieked at street
comers, and in by-ways, uninviting to anyone, compelling the
compulsory outdoor individual to seek shelter as speedily as
possible. The heavy clouds overhead were traveling at a great
pace, with here and there patches of blue.
Scores of sea birds, chiefly the pretty white gull, were hovering over buildings, driven upon high roofs, crying out in melancholy at their distress. I saw one timid, driven from home,
bird blown round the corner of Edward Street, thrown against
the wires, and fall to the ground. Over the buildings about, the
cry of the birds was incessant, and when my residence at New
Farm was reached, still the same troubled cry could be heard.
On the flats the lower parts were covered by water. Here numbers more of the little creatures were camped -not in peace- for
there was no shelter, and the rain and the wind kept them on
the constant move and wail.
“It’s a wild night down the bay:’ I remarked when I got indoors. “How I would like to be on Point Lookout watching the
tumbling waters break over Flat Rock, and come with all their
force on the rocks ashore:’ During the week the wind and the
Page 31
at Sandgate; the schooner
“Sovereign” was blown
from her anchorage near
Bulwer over the Venus
Banks, and lucky it was
for that schooner that a
shipwreck symbol
steamer was able to get
out to her during a lull, or there would have been
one more wreck to chronicle. The weather at Cape
Moreton was extremely bad, and for days outwardgoing craft were forced to anchor at Bulwer. On the
18th July, late in the evening, a telegraph message
came through from Cloherty at the South Passage
to the following reading. “German barque ‘Gerd
Heye,’ Captain Ladewigs, bound from Rockhampton to South Sea Islands in ballast, went ashore on
outer beach near Sand Hills, during easterly gales.
All hands saved. Ship is high up on beach. Found her
at dark to-night.” So now the story is told.
The “Gerd Heye” was a wooden vessel, measuring 140 feet in length, by 30 feet beam, and 17 feet
10 inches depth of hold. She was built under the supervision of Captain Ladewigs at the yards of Herr
Hageus at Elsfleth on Wesser, and launched in 1881.
She was owned by one, Adolph Schiff of the same
place, and was reclassed and recoppered in London
in December, 1888. She had capacity for 850 tons of
dead weight carrying this weight on a draft of 17 feet
8 inches. She had been chartered by Walter Reid &
Co. of Rockhampton, to load with copra for Europe
at two collecting stations in the Friendly Islands, and
had left Rockhampton on the 13th July.
She was perfectly sound, and was well found
in every respect. Having been chartered to proceed
in ballast to Apia, Samoa, and thence to other stations in the Friendly Islands to load copra for the
Continent, she cleared Keppel Bay at 6 o’clock on
the morning of Saturday, the 13th July, going out
with a fair wind, and passing the North Reef light
at 7 o’clock the same evening, the wind being then
from the northward, and the weather fine and clear.
The northerly wind was carried for about 40 miles
and was followed by a light variable wind and calm,
which continued all day on Sunday. On Monday the
wind came away from south-south-east and the vessel stood out a little to the seaward. That evening the
wind veered to the north-east and a heavy soaking
Two hours later the wind became so strong that
it was found necessary to take in all the small sails.
Soon afterwards orders were given to take in the upper top sail and jib, and also the fore sail, leaving the
ship under lower top sails, fore top mast, stay sail,
and mizzen stay sail. The wind continued to blow
with increased force, and heavy and incessant rain
fell for two days. On Tuesday it was blowing a terrific gale from the eastward, and it was found necessary
to take in all the canvas, but the vessel would not lay
to owing to the strong current. In order therefore to
keep her to the wind, the expedient of spreading canvas in the mizzen rigging was tried. This being found
insufficient, a reefed mizzen top sail was set, but an
hour later the sail, although quite new, was tom into
shreds.
The sea was running very high and the vessel
laboured to an alarming extent. The pumps were
sounded and it was found the ship was perfectly
tight, not having made any water. About 10.30 p.m.
on Tuesday the revolving light at Cape Moreton was
sighted, being distinctly seen for every two minutes.
The Captain ascertained that it appeared northwest,
but could not determine the distance. It was still raining heavily, and blowing with the force of a hurricane
from the eastward, causing a terrific sea, the vessel
being completely enveloped in spray. As soon as the
revolving light was sighted, soundings were taken,
but the lead did not touch bottom.
The lower top sails, fore top mast stay sail, and
jib, and main top-mast stay sail were then set so as
to try and weather the shore. It was found however,
on taking bearings and soundings that the vessel had
been carried closer into the land by the strong current
setting to the south-west, than the master had been
aware of.
Almost immediately afterwards the high land on
Moreton Island was distinctly visible in the darkness,
and the Captain saw that in a very short time his vessel would be among the breakers. He then called all
hands aft on the poop, explained the situation, and
instructed all to be in readiness to leave the ship at a
moment’s notice.
There was not the slightest manifestation of panic
among the crew and the Captain found no difficulty
Page 32
in preserving discipline under these trying
circumstances. Scarcely had the warning left the
Captain’s lips, when the first breaker came over the
doomed vessel. The Captain immediately ordered
the man at the wheel to put the helm hard up, so as
to bring the vessel on to the beach. The order was
promptly obeyed and the ship fell off at once, the
breakers coming over her side. After the third sea
had come over her, she struck heavily on the sandy
beach, a very few minutes having elapsed from the
time the helm was put hard up until the vessel struck.
As soon as she got broadside on, the Captain ordered
the jib to be taken in so as to get her side to the sea.
This having been done, he ordered the life boat
to be got out. This was accomplished in a very brief
space of time, and seven men jumped into it. The
Captain then ordered the chief officer to go in with
them, which he did. A line was made fast to the boat
and secured on board, so that the boat on reaching
the shore could be pulled back to the ship. It reached
the beach in safety, but unfortunately, when the men
jumped out, it capsized and filled. It was hauled back
in this condition, but when it reached the ship’s side
it was caught by the breakers, and the line parting, it
was carried away.
rain was descending in torrents, yet they had to remain on the beach without the slightest shelter until daylight. As soon as it was light the captain and
one of the sailors went on board, by the same means
as they reached the shore, for the purpose of getting
some provisions if possible. In this they succeeded.
They were also fortunate enough to get some rain
water about half a mile from where they landed. In
getting the provisions ashore some of the things were
damaged by salt water. A number of sails were also
procured, and with these a tent was constructed under shelter of which the day was passed.
Next morning, the stranded vessel was again
boarded and more provisions were obtained, sufficient to last the company for a fortnight. A few pots
and pans were also procured, so that the shipwrecked
people were able to enjoy the luxury of hot coffee and
tea. On Wednesday the captain sent the mate and two
men in different directions to search for inhabitants,
but they returned weary and footsore without being
able to find any A lucky circumstance, however, led
to the discovery of the shipwrecked people.
The master and three men were then left on the
ship; they were unable to put out another boat, but
decided to try and get a hawser ashore by means of
a heaving line. After about 20 ineffectual attempts to
throw the line ashore it was eventually secured by
one of the sailors, who had waded up to his chest
to get hold of it. After the hawser had been secured
with so much difficulty, it was found to be too short
to reach the closest tree.
Another hawser was soon fixed on to the other
one, and being secured to a tree, was pulled taut on
board the ship. A boatswain’s chair was then brought
into requisition, and all got ashore in safety, the three
men first, the captain being the last to leave. It was
about 3 a.m. on Wednesday when the Captain set
foot on land. The condition of the Captain and crew,
although they had the consolation of knowing they
were safe, was now a most unenviable one. They were
drenched to the skin and completely exhausted.
The gale was still raging with unabated fury and
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The officer in charge of the telegraph station at the South
Passage was out repairing the telegraph line and the horse,
with his saddle and bridle on, had strayed away and found
its way to the camp. The sailors caught it, and very soon
the officer searching for the animal came in view. He was
soon made acquainted with the facts of the disaster. He
returned to his station and wired particulars to Brisbane,
and the Government steamer “Laura” was dispatched to
the assistance of the “Gerd Heye’s” crew. To reach the
telegraph station at the South Passage, a distance of about
eight miles had to be traversed, and the sailors were so
fagged that it was decided that they should remain where
they were, having good shelter and plenty of provisions,
until they were better able to walk the distance and bring
their belongings with them.
The captain wishing to arrange matters with the German
Consul walked to the station and joined the “Laura,” which
was waiting close to it. It will be remembered that the barque
went ashore on the night of Tuesday, the 16th July, and it
was only on the Thursday evening the 18th, that the news
was sent to Brisbane, the wire having already been quoted.
For almost three days the shipwrecked men had camped
on Moreton Island, within say eight miles or less of the
South Passage lighthouse, and believing themselves to be
castaways until they were rescued by discovery. Some of
the crew had been dispatched on a search for inhabitants,
having failed on account, probably of inability to do the
necessary walking. Had they crossed the sand hills, to the
Bay side, they would then have been almost equidistant
from the South Passage and Tangalooma, but the report of
their search does not say of the direction they did take.
In June of 1907 I happened to call in at Cloherty’s, at
the South Passage, and interviewed friend William of that
ilk, and learnt a few more particulars. The heavy winds
had caused a break in the line between the Pilot Station
and South Passage, and the station master must needs
attend to his duty.
So on the Thursday he saddled his Rozinante and came
upon the break of the wire near the lower sand hill, and
after repairing made a billy of tea, for it was midday.
Having refreshed himself he looked around for his horse,
found it gone, so tracked the hoof prints across the lower side of the hill until he came to the outer beach, and
found the animal in the hands of the sailors. A conversation was managed between both parties, and the captain
alone came on with Cloherty. The vessel was stem on
to the beach, or to put it plainer, she lay with her bow
pointing to the ocean, all apparently being in readiness
for her to be towed off. And so she might have been had
prompt assistance been rendered. For some days the sailors remained there, but they were eventually brought to
Brisbane. There was no immediate necessity, so it would
appear, for any customs individuals to visit the wreck,
for she had been sent to sea only in ballast, and the occasion was not one of Scottish Prince or Cambus Wallace.
The weather had completely gone down before the
barque was visited on behalf of the Customs authorities.
In fact the Wednesday saw the cessation of the gales, for
the captain on venturing back by the hawser, found the
seas considerably gone down, and hardly any water in
the boat at all. Still the bumping on the sand the continuous working caused by the rollers assisted by the heavy
ballast right along her skin, were doing no good, and on
the night of the 17th the crash was heard ashore that told
of something gone.
Thursday morning showed that her mainmast was
gone, taking with it the mizzen topmast. The vessel was
settling in the sand, and a week later her back was broken. On the Monday the official report from South was
wired through as follows: “Visited wreck of ‘Gerd Heye’
last night. Lays about six miles north from South Passage, with her back broken, and mainmast and mizzen
top mast gone. Don’t think she can be got off.”
No inquiry was held regarding the wreck of the “Gerd
Heye,” so I have been informed. It is needless for me to
state again my opinion how she might have been taken
off from amongst the surf, nor shall I mention again the
cruel manner in which the salvage purchasers treated her
after they took almost all things movable. For many a
long day she lay in position, gradually sinking into the
sand. My last view was in 1896, when the hull could be
seen at low water clearly defined, all top gear and ropes
having long been swept away by the ever continuous action of the breakers.
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wrecked on Shark Spit
On the west coast of Moreton Island, eleven kilometres south
of the artificial reef wrecks at Tangalooma, dating from 1963,
are two far older, rusting hulls. These are relics of the age of
steam, they are the Fairlight, and the Normanby.
The Fairlight was a paddlesteamer,the early version of
steam ships that had a revolving paddlewheel midships, rather
than a propellor at the stern. The paddlewheel steamer had
a hull of iron and was launched in 1878. Built by Thomas
Wingate and Company at Whiteinch, Scotland, she had a
passenger capacity of 950, speed of 15 knots, gross tonnage
315 tons. She was 171.4 feet long, 22.2 wide, and drew 10.15
feet.
Fairlight came out to Australia sail-rigged, and joined
the Brightside in providing a two boat service for the Port
Jackson Steamboat Company. Fairlight was the first Manly
ferry to introduce luxury to the travelling public. She offered
cushioned seats, closed in salons and carpeted floors. In 1914
she was sold to Cleghorn, Hopkins and Co. in Brisbane and
used as a floating coal bunker, eventually being abandoned in
1930 on Shark Spit, Moreton Island.
The northern rusty hulk is the Fairlight, the smaller
wreck, 150 metres south along the beach, is the Normanby.
Because of her role as a passenger ferry on Sydney harbour,
we have a photograph of the Fairlight, kindly provided by to
us by Lance, administrator at the website Ferries of Sydney.
The Normanby was a smaller ship, an iron hulled screw
steamer of 98 tons and 97.4 feet long. Her last owners were also
Cleghorn Hopkins and Co. of Brisbane; she was ‘broken up’
in 1927, and abandoned at Shark Spit in 1930. This vessel was
employed in coastal trade in the 1880’s, carrying rum produced
by Normanby Rum Distillery, Strathpine to Brisbane.
The Normanby was commissioned by distillery owner
Owen Gardner in 1884, and navigated the South Pine River
on the high tide to deliver molasses from mills on the Logan,
Albert and Coomera Rivers and take away the rum. By 1889,
the Distillery was producing between 300 and 400 gallons
(1,300 and 1,800 litres) of rum each week.
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The boiler of the Fairlight is going to be the last piece to rust away. (photo above). At low tide the wreck is high
and dry. One hundred and fifty metres away, visible upper left, is the wreck of the Normanby. The photograph
below is of the Fairlight on Sydney Harbour.
Shark Spit appears at low tide sand as the sandbank which runs out to sea for a kilometre, appears under shallow water. If you are walking up to the wrecks from The Big Sandhill, it is 3 kilometres. It is possible to make
that walk at any stage of the tide, but the walk down from Tangalooma is not possible for two hours before or
after the top of the tide, unless you don’t mind wading. The 4WD explorer must limit their venturing here to the
bottom half of the tides. It is not so much the amount the water rises up the beach, rather the fallen trees that
block high tide passage.
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Low tide, Normanby up closer, the wreck of the Fairlight in the distance
Below: satellite view of the Fairlight and Normanby
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Big Sandhills Moreton Is.
Page 38
Access to the Big Sandhills on the west coast, for walkers,
is limited to half tide or lower, as high tide blocks the
beach “road.” Sea kayakers have a 14 kilometres paddle
south from “The wrecks” at Tangalooma, or 10 kilometres
north from Kooringal at the island’s southern tip. At low
tide there is a kilometre wide beach to the water.
The entry marker to the Big Sandhills, is where the dunes
break through the line of vegetation above the beach, and
reach to the high tide level. There is a water pump 50
metres north of the entry to the dunes; but the water is
low quality, needing boiling and filtering.
Camping
sites are north and
south of the water point, under
the trees, with views across the
water. The Big Sandhills almost
reach from coast to coast across
the island. There is a walking
track that makes it possible to
walk west to east, but although it
is shown on some National Parks
maps, it is not signposted at either
end, nor is it easy to find.
slide down the steep dune face or look
for wind sculptures in the sand
blue seas and white sand
campsite under the trees
next to the water point
high tide blocks travel.
Little Sandhills - 3 kms
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The trail above, in red, shows the way across the island. There is no marked trail across the sand dunes as you
move East. The North South dark line, 400 metres inland from the western bay side, is the major dune crest line,
a geographical feature that does not vary despite storms. East of that crest line, the land slopes down towards
the east, and the trail follows the natural drainage features, that is, a sandy creek bed in the dune.
The entry into the eastern treeline was made by small earthmoving machinery, and the track is clear, level and
wide, with sawn timber to the sides.
Do not try to proceed east unless you are
on the trail. The trail emerges at a small
sand blow behind the eastern ocean
beach; a small lagoon is usually present
immediately south.
A faint vehicle path leads down to the
beach across the open foredunes. That
path is visible in the image, right, as the
line exiting lower right from the centre
sandblow.
GPS bearings for the trail exiting the Big
Sandhills dunes into the eastern treeline, are
27˚17’07.96 S, 153˚ 24’ 55.69 E. The trail
entry west from the beach, into the treeline,
is at 27˚17’10.14 S, 153’25’05.91 E.
Page 40
LITTLE
SANDHILLS
MORETON
ISLAND
The Little Sandhills on Moreton are two kilometres
wide, coast to coast, and consist of three dune lines that
get higher towards the eastern ocean side. The above
photograph is the second dune going east, and below,
the third dune.
A line of vegetation grows behind each dune. Walkers
usually cross through breaks in the vegetation on the
northern end of each dune, which also puts the walker
on the highest point of each dune, for the view.
The lower sandy area on the following page is the Little
Sandhills, and the vegetation visible in the photographs
on this page, is the dark line in the lee of each dune in
the satellite photograph.
Page 41
Big Sandhills
Little Sandhills
Crab Island
Page 42
Maroochy River and Mt Ninderry
The new pontoon and Lake Dunethin
Maroochy River Canoe Trail
The Maroochy River canoe trail is 28 kilometres in length, and
gives the canoe paddler a guide to exploring the river. A launching
pontoon was opened in August 2010 on Lake Dunethin, which is
about 8 kilometres downriver from the start of the trail. The
pontoon was built by Pacific Pier and Pontoon who have made
available the photographs on this page.
.
The trail has its own website page, and on that page is a link to a
downloadable pdf map (1.9Mb) of the trail and the river. The map
is highly recommended as it includes access launch points, and a
table showing river distances, dividing the 28 k trail into canoeable
sections.
.
Choose an early morning on a day the tide will assist you, and try a
paddle on the river.
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