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LIVE THE DREAM

This is my dream which I am living....
After pondering my association with the water and with the blessing
of my dear wife, I negotiated
the purchase of an unfinished project boat which was located in Western Port in
Victoria. As
I live
on the Gold Coast the prospect of completing the project in Victoria was out of the question. I
examined all alternatives for road and sea freight and the costs weree simply horrendous due
to the
length and width of the Catamaran. Whilst I had purchased a mast and rigging in
Queensland
I made
the decision to make
her seaworthy and motor the boat to Gold Coast. The cut outs for the
windows were glassed back and fitted out for the trip. On advice from my brother I compared a
number of production outboard motors and finally settled on my brother’s choice of two BF30hp
Honda four stroke outboard to complete the
trip. The choice was no
doubt the right one with the
motors not missing a beat for the whole trip
to the Gold Coast, Queensland.
I take this opportunity thank the
following individuals for assisting with my journey from Western
Port in Victoria to the Gold Coast on our Schionning Waterline 1320 (unfinished project boat). I am
57 years
of age and the trip will always remain in my memories as a great and memorable
experience.
Preparing my project boat was a challenge, installation of kick up rudders, hydrive steering, auto
pilot, sounder, radar, electrical system, engine mounts, and motor installation all took time. I wish
to thank
my brotherr Sonny Wright, John Ratcliffe formerr owner of Baby 2 and friend, Jeff Schionning
the designer of the 1320, Ben, Brett and Loraine Schionning from Schionning Marine Port Stephens
NSW, my boat builder from Queensland Les
Hicks and his son Malcolm, Ben Sands Fitter and
Turner,
Glen and
Paula Blackburn, Brett Hanna New World Honda Marine, Leigh From Supreme Marine
Yaringa, Peter Axton
from Yaringa Caravan Park home for a month, Peter Yaringaa Chandlery, Mark
from Luxfords Mornington, Stephan and his Management Team and
staff from Yaringa boat Harbour.
Withoutt the assistance and professionalism
from these individuals I am sure the journey would not
have been as enjoyable as it was. I express my sincere thanks you to
you all.
A special thank you to Anthony and Peter experienced sailors who reside at Yaringa for preparing me
mentally
for what they termed an epic adventure...you
were right it was an experience I will never
forget.

To the Skipper from Melbourne to Sydney Denis Richardson thanks mate you taught me a number of
valuable lessons for the future and Janis Meidel my crew mate fantastic job which I will always
remember.
Janis Miedel Denis Richardson (Master Class 5)
The following is a summary of the trip; The Schionning Waterline was well equipped with Furuno
radar, Furuno depth finder, computer tracking, gps, all safety gear and fully fuelled as we left Yaringa
boat harbour 5.45 am on the 18 th of May 2010, plotting a course for the southern end of Wilsons
Promontory (The Prom) as it is referred to locally. The seas were slight and breeze was light. We
tracked towards the east, passing Phillip Island on the east side (starboard) and French Island on the
left (port side) and then out into the open sea.
Following the coastline for 8 hours with landfall to our left (portside) there was a slow but noticeable
change in the coast line with vegetation changing by the hour from tree line to low windswept
scrubland.
The further we progress south the colder it became having to add additional items of clothing to
keep warm as the chill factor slowly increased. The purchase of all weather gloves which at the time
seemed a little over the top proved to be more than a reasonable idea now that we were fully
expose to the elements temperature dropping and wind chill factor increasing.

Skills of our mentor and skipper Denis Richardson saw us shelter behind Anser Island where we had
brief respite from increased pitching and rolling of our vessel “Baby 2” and a good opportunity to fill
our main tanks from our reserve of 9 x 25 litre containers. Calculation at sea is a vital part of the
journey as running out of fuel is not an option as one can appreciate. However our expectation of
the consumption of fuel for the Honda motors was spot on 6 litres per hour for each engine with an
average speed of 8.44 knots at 4750 rpm.
Once clear of the islands in the southern end of the Prom we entered Bass strait proper at 39.1565
degrees south we rounded the Prom and its series of small barren islands (Skull and Wattle Islands)
and it was time to alter our heading to north east anything further north would great bonus as we
would be shelter somewhat by the peninsula to the west of our position. This is a good position to
be in for winds from west ‐south west but no assistance for easterly winds or swell. However we had
planned access to a safe mooring from all elements in Refuge Cove if needed. As luck would have it
the conditions remained calm and our predicted window of opportunity for good weather for
crossing the notorious Bass Strait was correct. We had planned a 3day window of opportunity to

allow plenty of time for the 36 hour journey to Gabo Island which is located on the south eastern
extreme point of the continent. Access to update weather information was derived via wireless to
our computer and was available along the southern and east coast with the exception of a few
hotspots here and there. It is important to say that we maintained our position of 7 nm off the coast
on a couple of occasions up to 17nm.
As night came on us we activated the Furuno radar unit which provided a clear profile of the Coast
line and this coupled with our computer based navigation system provide accurate positioning and
view of any obstruction in our path.
Overnight in Bass Strait was uneventful with the exception of a beautiful moonlight night and a slight
surge in the port side motor. We travelled through the Bass Strait oil fields and ran parallel with 90
mile beach. The oil platforms were well lit and could be seen from at least 10 nm. We took turns
having sleep but with at least one person on permanent watch. Just prior to day break we arrived at
the bar to Lakes Entrance. We decided that we would not cross the bar in the dark and remained in
stationery mode for a couple of hours before attempting the crossing into Lakes Entrance.
Preparations were made with all having inflatable lifejackets on prior to entering the bar. Denis took
over the controls and we made a bumpy but text book entry into the Lakes.
Entering the Lakes we struggled to locate suitable mooring but eventually settled for tying up to
commercial wharf for a short period until we could locate fuel (petrol) which we were informed was
unavailable at Lakes and we would have to travel 19kms to a town called Metung located between
Lakes Entrance and Paynesville.
I had arranged for the local Honda Dealer from Paynesville (All Power Marine) to inspect the surging
motor at Metung. The trip from Lakes to Metung was breath taking glassed water with native
vegetation growing to the water’s edge with the occasional house strategically located along the
foreshore. This was truly a magnificent piece of Australia and reminded me of the many travel shows

I had seen on wilderness areas in Canada. The water was crystal clear and reflected trees and clouds
in a picture like fashion.
Arriving at Metung we had some difficulty in locating the fuel bunker but after a number of phone
calls and three sweeps of the shoreline eventually found it. We tied up to be greeted by a middle
aged man who was intent of safety for the transfer of fuel (good practice). After relaxed general
discussion which is the order of the day in Metung the pump was handed over and I filled our main
tanks and paid the bill $1.75 per litre so don’t complain about the price of fuel. The man at the
pump stated that he knew my boat and had lived in Yaringa when the previous owner was
assembling the hulls. (small world) After the refill we had agreed to meet the Honda Tech at the
main jetty at Metung Township. As planned he was waiting there on our arrival. We tied off and
exchanged greetings and discussed the surging in the motors. His name was Jason proudly
displaying his association with Honda with well labelled jacket and his power cat. Jason had another
person in his company who appeared to be his assistant and later to discover drove Jason’s power
cat. After having a brief look at the boat Jason suggested that we leave the engines with him while
we went to the main street to get some food. The Bakery sounded like a great idea. What a sale at
the Bakery 6 pies, one Apricot pie family size, one vanilla slice, six lamo’s, three coffees, one ice
coffee. We were blessed with three of the best Boston bun’s you had ever seen as a gift from the
bakery for such a magnificent sale. On returning to the boat Jason had completed his work but
wanted to stay on board to make sure his work had resolved the problem. His offsider followed us
back to Lakes Entrance all the while Jason tuned and tinkered with the mixtures. Perfect motors
were now running like a dream so after some good buys to Jason and his friend we again prepared
for the outgoing bar crossing.
The passage of the bar was quite bumpy but again our skilled skipper Denis made the crossing
without mishap...at this point I must say that I was quickly learning the art of seamanship by
observing Denis and listening to his advice which later in our journey proved to be spot on. The
Schionning 1320 handled the bar crossing in its stride as the hours were turning into days my
confidence in the performance and seaworthiness of the 1320 increased exponentially. We radioed
Lakes Entrance Coast Guard and generated our first OTC sheet projecting our eta at Eden for the
next morning. The reporting systems through the Coastguard, Marine Rescue and VRM systems was
excellent and provided a sense of security to the crew. Reporting was also a routine reminder for
accurate calculations for speed currents and fuel. Thank you to the staff of VMR, Marine Rescue and
Coast Guard who monitored our position.
We plotted a course for Gabo Island and plotted a wide pass on the southerly side of the island
setting our next way point north, Oh! I thought warmer weather something to look forward too. As
evening set‐in the sunset from Bass Strait put on a magnificent show.

Apart from keeping watch with an eye on the radar and the navigation computer the night was calm
and the usual rotation for watch by the crew went without hitch. Sometime during the night as
planned we swung wide of Gabo Island and set course for our next waypoint Bermagui north of
Merimbula. We had travelled a total to 239 nautical miles so far.
At daybreak we were entertained by three seals politely lying on their backs sunning themselves in
the morning sunlight comically waving their flippers so as to give the impression of saying hello.
On our arrival at Bermagui again the hunt was on the way looking for a fuel bunker that supplied
petrol. No such luck, there had been one there but it was closed down. Tying off at the public jetty
near the local boat ramp the Skipper and our other crewman Janis went to scout the local
surrounding. Remaining with the boat to ponder where to get fuel a man Rossco Townsend came
along the jetty and asked what we were doing. I said we were travelling to Queensland, he said are
you looking for fuel I said we were, but needed petrol not diesel. He said that was a shame as he
worked for the local Fishermans co‐op and they had diesel but not petrol. Sensing my
disappointment he said, don’t worry I will take you to the local garage if you have containers. I said
“Mate we have containers alright and I really appreciate your offer.” We then loaded eight fuel
containers into his vehicle and went to the local garage. Two trips were needed and he came back to
the boat where we filled the large tanks (278 Litres) and again went back to the garage and refilled.
The crew of Baby 2 enjoyed a wonderful breakfast of best bacon and egg burgers with nice hot
coffee just what we needed after the long haul from Lakes Entrance. I thanked Rossco for his
assistance. Rossco was a real gentleman and a great ambassador for the Bermagui Township. The
town’s folk were all very nice and welcoming.

Leaving Bermagui we headed north along the coast to Montague Island, passing there at about
11.30 am. Strangely enough I was speaking to the Sale Rep from New World Honda Marine
Cranbourne who sold us our motors he said that he was fishing off Montage Island on that day and
at the time we passed by. (again a small world). The port engine again started to surge a little but
settled down and we continued on through the day heading north along the picturesque coastline
which by now had changed from massive headlands of the south to more rolling hills to the water
with the occasional house well placed high on the slopes overlooking the ocean and the beach below.
We were trying to keep close to the coast at 7 nautical miles to avoid the influence of the Australia
Current which runs north to south along the east coast at up to 4 knots. The weather was kind to us
with small 1.5 meter swell coming for the south east to meet Baby 2 on the rear Starboard quarter.
My attention was drawn late in the afternoon to the skills of an Albatross gliding over the swell. I
watch the bird for over ten minutes as it dove into the gullies disappearing briefly and swooping
over the top along an invisible ridge of wind. Not once did I see this bird exert one once of effort as
it travelled for kilometres in the same direction as Baby 2. I ponder on this spectacle wondering how
nature had equipped the bird with such brilliant navigation and intuition to be able to fly on the
wind for so long.
It was not long after this the hue of darkness could be seen to the east, and slowly but inevitably
moved to put the blanket of night over us. The swell increased during the evening and it was
decided that our next stop would be Jervis Bay to transfer fuel to our main tanks in calmer
conditions. We were approximately 89 nautical miles from Bermagui. Our entry to Jervis Bay while
in the dark was smooth and we located a series of anchor buoys to the left of the entrance which we
took the opportunity to tie off too. No sooner had we stopped it started to rain and rain it did
coming down in buckets the back deck was soaking and rain blew inside the main cabin. We
refuelled and had a well earning coffee to warm us up a little. Little did I know that Baby 2 had a leak

over the left side of my bed, I found out later about that and had to sleep on a narrow dry strip,
nothing worse when you’re tired.
After leaving Jervis Bay the swell remained at 2 meters but the wind had increased to a good 15
knots gusting. The Coursemaster autopilot held us on track and this coupled with the Hydrive
steering reassured us of our heading. Constant checks against our computer navigation “M Maps”
and charts showed we were right on the mark notwithstanding the changing conditions. Change of
watch and sleep rotation was performed like clockwork no one complaining when it was our turn.
Travelling through the night and after another 82 nautical miles we had the wonderful sight of
Sydney Heads in front of us. We had agreed to have one day stopover in Sydney. As we drew level
with the heads I was disappointed not to see the crowd cheering.......well!
Entering the harbour proper it was a challenge to weave in and out of the course of ferries coming
and going as well as sailing boats. We headed for Rushcutters Bay where we were told we could get
fuel for Baby 2. To my surprise we found the bunker and pump first go, tying off I processed my
credit card through an automatic pump, and the machine told me to pick up the handle and start to
fill. I nearly fell off the jetty when I saw the price of fuel $1.79 per litre, wow I will never complain
again about fuel at the Gold Coast. ($650.00) to top up. Settling down after the fuel shock we
headed to Balmain where we had been invited to stay overnight by Janis friends Aivo pronounced Ivo
and Justin at their residence which had waterfrontage and a good mooring point for Baby.
Sydneysiders a definitely spoilt with the harbour... I steered Baby 2 past he Opera House and then
under the Harbour Bridge veering left and then a short distance to destination. We were welcome
by our hosts and invited to have nice hot shower, sauna and hot tub before eating and coffee. Oh
how one misses the creature comforts which were absent from Baby 2 after living more like living
like Vikings on board.

Our skipper Denis had work commitments and was unable to continue the journey from this point
and flew back to Gold Coast from Sydney. Dennis had been a great educator, demonstrating the
need to err on the side of caution when travelling in Baby 2, always having a back‐up plan in some
cases a back up back up plan. I must say I learned more about seamanship in the few days I was with
him the in the previous fifty years. Dennis approach to the sea was calm, methodical, exercising
impeccable judgement with safety and comfort of those on board the vessel as his main task. I make
special mention of this as his advice prompted me to take refuge from failing weather conditions
earlier than I would have normally further north.
The following morning we left Sydney harbour reporting into Marine Rescue that our next
destination would be Newcastle and expected to report into Swansea at 2130 hours. The operator
questioned my eta based on the fact that we a Catamaran under power. I explained with a high
degree of confidence that Baby 2 would average 8.44 knots and that my calculation were correct.
The Honda motors had delivered exceptional performance over 544 nm of the journey stopping only
for refuelling that equates to continuous running for 64.5 hours. At 21.33 hours I reported in to
Swansea Marine Rescue report our position as 5 nm due east of entrance to Lake Macquarie. Ahead
of me I could see the line up of coal carriers the Furuno radar adequately pin pointed their positions
and navigation to the stern of each was made easy.
As night fell the ships were well lit and provided some relief from the monotony of the dark sky. I
reported in at Newcastle advising of our intention to travel through the night. The weather pattern
looked good for the next 24 to 36 hours.
We passed Port Stephens the home of Jeff & Loraine Schionning the designers of Baby 2 (Waterline
13.20) I would have like to show them the unfinished project boat and report to them she had
proved to be very seaworthy. My confidence in the performance of the Catamaran grew steadily
hour by hour and day by day, the boats’ satiability in rolling sea was outstanding response to
corrections in course from the autopilot. Early the next morning we were given the once over by a
school of dolphins that swan under and around Baby 2 for quiet sometime if I did not know better
one could be forgiven in thinking they were checking “Baby 2” out as it slipped through the water.
After an eyeball at us they left us to continue or journey onto Port Macquarie.
As per our schedule we radio to Port Macquarie Marine Rescue and sought advice on the bar
crossing. I was advised all was okay on the bar with plenty of water, I was instructed that the best
approach was to head 250meters north of the bar and track back approaching somewhat in a North
Easterly approach. As “Baby 2” gained moment from the swell our approach was made the more
interesting when I glanced behind and cold see one of the swell had picked up and approaching from
the rear. I recall a comment from a seasoned sailor Anthony from Yaringa who had told me that the

1320 will surf in such condition and true to his advice the Schionning lifted in the bow and we went
down the face of the wave with enough energy to be several meters in front of the break. The
crossing was fast smooth and accurate as one could hope for. We refuelled at Port Macquarie and
taking a break to have something to eat on shore and restock with some food and drink. Shorty after
lunch we headed out of the bar setting course for Coffs Harbour.
I radio in our eta Coffs harbour and updated myself on the weather. I noted that a low had
developed off Sydney and that it was strengthening and moving slowly in a northerly direction.
Honda power was pushing us along at almost 8 knots we had 72 nautical miles to travel to Coffs
Harbour. Our travel time was calculated at 9 hours making Coffs Harbour at approximately 10pm.
Every two hours I monitored the weather and noted the low behind us had deepened and sea
conditions were deteriorating, and a secondary low was ahead of us in South East Queensland
stretching to Wolli with a strong wind warning.
In effect we were travelling in a small triangle between the two low pressure systems. Having being
well schooled by my Skipper Denis I made the decision that we would seek refuge from the closing
weather at Coffs Harbour. Within an hour of that decision I received a text message from Denis
advising bad weather forecast and to head into Coffs Harbour Marina, do not travel on.
We were here
We arrived at the marina 10.05 pm and tied off at the wharf. Tired we had a god night’s sleep
waking the next morning to discuss our situation with the Marina Management (Mat). A more
obliging person I have never met, he explained that he had limited room but would see what he

could do to accommodate us. Baby 2 was too wide for a pen and Mat did some juggling and placed
us at the end of an arm in the Marina.
By morning the weather from the South was still deepening and moving or way though the Harbour
at Coffs gave no hint of this; instead it was smooth water on a lovely sunny day.
However we awoke the next day Thursday to a gloomy morning with the wind freshening by the
hour. The tranquil harbour was showing clear evidence that the low had closed further north.
BY 10 am the wind was gusting 30 to 40 knots and the sea condition were obviously dangerous for
small craft as was reflected in the warnings for that day. Masted boats in the marina were tilted 15
degress by the force of the gusts. I must say it was a nice day to stay inside, with a breif venture to
the local yacht club. Ona bright note I had the pleasure of meeting three gentlemen from the
Hoarbart Maritime Museum who had sheletered from the weather in a 1928 Sydney to Hobart yacht
which took line honours that year. I was invited on board and was amazed at the internal fit out
which for the most part was original, the mast was solid oregon with some modificaiton having een
made to the cabin. The men were taking her back to Horbart for restoration and to be used as a
fully functional yacth on the Derwent. As the day wore on the winds subsided easing to 15 to 20 by
sunset.
Later that evening I reviewed the weather forecast and the small craft warning for Wolli to Point
Danger was still in place. Anoterh night rest and I planned to see what was on offer the next
morning. Ah! The low had moved off the coast and the warning had been lifted, great we could be
on our way again. The low through SE Queensland had eased as well and was not expected to cause
any problem. Having prepared for our next leg, we said our goodbyes to those who we had the
pleasure of meeting and headed out of the marina into the Harbour once again a tranquil mill‐pond.
Iturn the helm to the starbord and as always the shcionning responded instantly, however whe I trun
to the port the steering locked up. I stpped bothengines and went to investigate.

Checking the kncukle join on the kick up rudder I could see the locating screw on the locakig pinhad
sheared off and the pin had slipped half way through the rudder shaft. Well that was short lvied I
thought under power truned around and back into the marina, tied off and had a mroe detailed look.
The result was worse than the first look. The hollow stainless shaft which supports the forks to the
rudder shaft had bent when the pressure had been applied from the hydraulic ram.
Offending Pin after
the repair
This meant that the rudder had to be dismanteled the ram disconnected and the pin, shaft and
rudder box removed from the housing. I made a mental note to mention this fact to the
manufacturer of the rudders a Perth based company. On reflection I also thought how fortunate this
did not happen the night we travelled to Coffsmay well have been a much longer journey.
Once we had dismantled the shaft and the forks I then set about looking for a place to have the item
straighten so the pin could be pushed through. I did not have to go far as Mat from the marina,
offered me the use of his workshop, a vice and a few implements later and I had straightened the
forks and stainless pipe back to near perfect. I redrilled the hole from the offending screw and
replaced it with a heavier gauge blot with a nylock nut. This remained in place for the remainder of
the journey.
Okay three hours later 11 am we gave our departure another go this time all was good...that is until
we were well into the harbour and the autopilot would not respond correctly, we made a check of
the tiller arm sensor which appeared in order...and then went through a series of program and set
up checks which continually gave us the error message something was not right with the rudder.
However the rudder was working perfectly. I decided that we would disable the auto pilot and steer
from the helm while my crew mate Janis went over the trouble shooting guide to determine what
may be wrong. After an hour of motoring nothing could be found to fix the problem. So it was
steering “Baby 2”form Coffs to the gold Coast Seaway 159 nautical miles.
I manned the helm for 97 nautical miles to Ballina when I was relieved by Janis, I slept very well for
the next four hours waking to the sound of water hitting the bridge deck. When I reached the

cockpit it was evident that the weather had changed with rain and a 2 meter ENE swell. Water was
spraying off the starboard side hull as it cut through the swell. I relieved Janis and took over the
helm checking the Navigation computer and our track over the last 4 hours. I could see that Janis
had been constantly correcting our heading to account for the swell. This continued over the next
few hours until we reached the Tweed River entrance, the swell had increased to 2.5 meters and
choppy. “Baby 2” was rising and leaning into the swells as they approached from the starboard side.
I consider the option of entering into the Tweed Bar but decided against this as I was much more
familiar with the Gold Coast Seaway. I steered “Baby 2” to the NE on a gentle angle to gradually set
her up for the Seaway entry. On Passing Point Danger the rain came down in buckets reducing
visibility to 75 meters. The further north we went the rougher conditions became with the swell
increasing to 3 meters and the wind gusting to 25 at times. I was thinking the last few miles and this
was what was on offer, we pushed “Baby 2” along making no more than 4.5 knots. The last few
miles to the Seaway certainly tested our skills, equipment and “Baby 2” all performed well. ON
approach to Gold Coast Seaway I radioed in to the Tower and was advised that the Seaway was
passable but rough. I decided that we would take a heading into the Seaway at 250 degrees and
came in closer to the north wall. On my approach “Baby 2” responded magnificently the Honda
motors pushing us through and we entered the bar without mishap.
I radioed to Seaway Tower that this was our home port and thanked them for their assistance
cancelling our OTC sheet. (Sheet with details of vessel persons on board, emergency contact
numbers, our next port and estimate time of arrival there.)