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Article: Sling your hook

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    Sling your hook

    8 Comments by Doc Vernon Published on 25th March 2021 12:20 AM
    With kind thanks to the Following Person

    Capt. Rob Cobban Master Mariner

    And thanks to JS for sending it in for Submission.


    Sling your hook. Home is the sailor!Where to start? Born Aberdeen, early education in Portsmouth UK, mid 50's embarked SS Otranto with brother Gerry and three other lads as part of child migrants programme, bound for a migrant children’s training farm.Arrived at Dhurringile (near Tatura, Victoria) mid 50’s to complete a rudimentary education at Shepparton Technical School.Dhurringile was something of a salutary introduction to the realities of life facing youngsters in a church run ‘home’. Apart from fending off the unwanted attention of some male staff members there were many kindnesses shown by locals far and wide who would take many of the boys into their homes for school holidays etc. Life was far from being miserable if perhaps not exactly ideal.There was a ‘home’ pipe band comprising two outside ‘Scots‘ mature age tutors with the appropriate experience on pipes and drums, with the boys then making up the bulk of the band. It was seen as an ideal way of getting outings around the state including competitions in Melbourne and Daylesford. We travelled long distances in a Ford Thames truck with a canvas cover, The seats were hard planks and the wind was cold on the evening returns. Still with a few singsongs and the resilience of youth it fell under the heading of fun.My education terminated at the Intermediate level and I moved onto a series of jobs including, joinery assistant, apprentice printer, farm hand, timber milling and bulldozer operator, tool setter, spare parts “binner”.From an early age in Portsmouth, I had developed an interest in the Royal Navy, so, in 1960 I took the nine-yearintroduction offer to join the Royal Australian Navy as a recruit seaman. Following on basic training and additional gunnery training I attained the dizzy heights of ordinary seaman/ gunner.Navy life was largely a great experience, a continuous round of joining and leaving ships, mastering the art of hammock entry and exit within a ship that moved the moment one cheek was proffered, also acquiring staunch shipmates who would rotate through my nine and half years of service.Most of my sea time was spent in the far east which included the hostilities of Borneo/Malaysia and Vietnam. The lot of a service person is when not actively engaging our talents for fighting ship we trained to do so.One such training event was to be a gunnery target for other ships. The 'firing ship' would acquire the target ship by radar. computers of the day would then calculate the range, bearing and future position of the target. Ideally before guns were layed onto the target a calculated 'throw off' would be applied and salvos would be fired. This fall of shot would usually be a safe measurable distance clear of the target. On this particular occasion the target was straddled, a rapid radio message to firing ship to " cease firing “relayed by me as communications number, this was met with the reply "the next salvo is in the air" - fortunately the second salvo landed where it was supposed to but there were a few tense seconds on our bridge. The shells being used were six-inch practice rounds (no explosive) but still somewhat threatening.Sadly I lost my only brother, Gerry to the Melbourne/Voyager accident of 1964. Another accident but tragic for four score men and their families.At one point during my navy service at sea, we had a Royal Navy exchange gunnery officer who related a story (probably apocryphal) where Prince Albert as a midshipman under training. He was aboard a cruiser with a flight deck and carrying out the manly art parade training, the prince had a speech difficulty, with a squad of marines marching resolutely toward the edge of the flight deck. With the dedicated marchers getting ever closer to the flight deck edge, the gunnery instructor training them shouted " for god's sake man say something even if it is goodbye! " Some years ago, I saw the movie " The King’s Speech ', this related the prince's speech therapy ahead of replacing his brother, who was abdicating as King of British Empire and Commonwealth.

    Navy shore time was mainly promotion training and then a period instructing new entry recruits during 64/65 then back to sea for 1966 and 1967 training in waters around South East Asia, this was inter-spaced with work off Borneo and Malaysia. Then followed a year shore based in Darwin before more promotion training in 68 and back to sea as a Petty (as in small! ) Officer, more South East Asia service and occasionally off Vietnam. This was followed by a period of instructing at Gunnery School at the shore depot HMAS Cerberus. My instruction role was mainly gunnery subjects to male sailors, but someone also applied questionable trust and had me instructing ‘lady‘ sailors.As a reward for putting up with somewhat repetitive parade ground duties and the added hardship of instructing female sailors I was given the role of small arms instructor at the rifle range A great final six months in the RAN! When not instructing we were intensely involved with volleyball matches, eating very well at this semiremote area and I improved my 9mm pistol and F1 sub machine gun skills by shooting rabbits.Following my naval service of nine and a half years I secured a job as seaman and diver with Commonwealth Lighthouse Service. This was supplying and servicing both manned and unmanned light houses as well as navaids. I was onboard the Victorian based vessel. A smart little one of three ships of around two thousand tons called MV Cape Pillar, handily equipped with crane, cargo hold, work boats and up to two LARCs.An interesting six months onboard ranging as far west as Rowley Shoals (Imperious Reef) where we sunk footings and erected first section of a 30 plus metre light house, to help navigation of iron ore ships which were Port Hedland bound. During this period, I decided to study for a Second Mates Foreign-Going Certificate of Competency. This I kicked off with Radar Observer’s Certificate, Life Saving and Boat operators Certificate, First Aid Certificate etc. As the qualification was a merchant one my military sea time was only counted in part.Through the understanding of a marine superintendent, I was lucky enough to secure a berth as a Navigating Cadet with the then Australian National Line in order to acquire the remaining six months cross-over sea time before becoming eligible to sit for examination. Successfully completed my 2nd Mates in early 1972 and then did the rounds of shipping company offices in Melbourne. When I approached the Blue Star and Port Line office (UK company) I was told “we will give you a berth, but it will be a month or two“. They rang me the next afternoon asking me to join a ship in northern Tasmania the next day. Spent a busy 24 hours packing uniforms, selling my car before flying to Launceston to join “SS Tasmania Star” then loading apples. Ship was a 5 refer cargo holds and two general holds built around 1950 of about 12,000 tons – my first vessel as a brand-new Third Mate, company worked on superior certificate which meant I sailed as Third Mate – Never mind I knew enough about the merchant navy to be dangerous! We loaded in Beauty Point before completing our apple loading in Hobart - week of parties with a bevy of girls for dancing the nights away. Sailed from Hobart bound Cape Town, south of 40-degree weather bad for a week, I kept the 12 to 4 watch, afternoon and night. First night out I was wrestling with observation and meteorological weather reports in the chart room with vessel rolling heavily, when a beanie clad head appeared around the chartroom to bridge doorway requesting a coffee, I initially took this to be a crewman, but closer inspection revealed an attractive lady passenger. Night watches became a treat, and I thought this civilian navy is way more appealing for bridge watchkeeping than the RAN.The voyage was via Capetown and thence to Hamburg where we part discharged our cargo of apples before making for Cardiff, Wales. This was our final discharge port and I signed off after a week and effectively left the 'Blue Star Line'. I journeyed by train to Colchester, Essex (north of London) visiting with my Mother after a parting of 18 plus years, a warm reunion which went well, I stayed for five weeks or so and then re-joined BSLine via a ship completing cargo in Ghent, Belgium. The next few months saw me in South American ports including, Rio, Santos (Sao Paulo), Montevideo, Buenos Aries etc. some memorable trips on these freezer cargo ships with up to 12 passengers.Interesting Captains who at that time had been at sea during WW2. One notable Captain was a chap named Ian Smith. Whist Captain Smith was master of a ship discharging via barges at Port of London he had a confrontation with a barge skipper. It was the practice to close all overboard discharge valves, particularly toilets. This was to be done ahead of cargo barges laying alongside the ship. The report I received was via the Purser who was in the Captain's office when a irate barge operator stormed into the Captain's office clutching an ominously brown stained piece of 4 x 4 paper, this he slapped down on the Captain's smart polished desk replete with a pristine blotting pad. The cockney barge skipper said "’erre, ooo owns this then? This just came down on my barge, oowu ohns this then? " The captain lifted an immaculate ruler and pushed the offending stained paper off the immaculate blotting pad.The Captain stated, as I recall "I do not know who owns it but, if no one claims it by end of the day, it is yours

    Loading a whisky cargo in Glasgow was something of trial. Instructed by the Chief Mate to supervise within the hold, the finishing off of loading pallets of Scotch I was treated to the gangers (wharfies) broaching the cargo and drinking the scotch. They were completely oblivious to my presence and told me to "FO before I got hurt ". Towards the latter part of the shift the wharfies were unable to climb the hold ladders to come up on deck, this was the last day for our loading and no Scotch was being loaded for a few days, so they were topping up. They were lifted out in a cargo net! When I later related my experience to the Chief Officer he replied " never go down the hold on the last day when loading whisky. Argentina, Montevideo and Brazil were all interesting places, Brazil was always a tad risky to go ashore by yourself, but Argentina was generally ok. A return trip to Europe which included ports in France and Germany before heading for a dry docking in Newcastle, worked by the ship for a few weeks before a month plus leave in Aberdeen, Colchester and Portsmouth. A call from manning Blue Star Line in London saw me and a few others flying out via London to LA then overnighting in San Francisco before a flight north to Eureka, joining the MV Timaru Star. Remember the Chief Mate telling me to get some sleep as I would be supervising Mate on deck that night loading bulk paper for NZ, it was snowing. From there we headed up to Vancouver, weather bleak till we reached Juan De Fuca Strait. Vancouver was working cargo but still enough time to join some old shipmates on a Australian vessel in port, we spent an afternoon skiing on Grouse Mountain. Next few months saw calls at six NZ ports, Fiji and New Caledonia, Honolulu, LA/San Pedro, San Francisco, Portland, Oregon, Tacoma ( Washington state ), thence down to San Francisco before final port was calling back at Los Angeles returning to NZ to do another round trip.In all I spent nine months on this vessel, a good crew of West Indians out of Barbados made for at times, some interesting moments, their main interest was playing wharf cricket and chasing girls. At the end of my time onboard this ship I had accumulated enough sea time to present myself for First Mate (FG) studies back in Australia. I opted for the Sydney Techs nautical and aviation section at which to study for the department of transport examinations. Following on a successful examination, a two hour oral exam and six months down the track, I returned to sea initially with Associated Steamships before returning to Aust National Line fold and servedon a variety of ship types including, container ships, bulk carriers, tankers, RoRo (roll on/off), trading mainly around Australia but also to my old area of South Pacific and west coast north America and Canada. By this time I was sailing as second mate and secured enough sea time to make a tilt at studies for Master Mariner (FG/class I).This time I opted for studies at Warsash Nautical College in Hampshire, this being part of Southampton university in UK. Allowing for interludes in Greece and trips to Germany as well as trips around the UK, it took some sixteen months of sporadic effort to get it done. Having friends in London and a fast car weekends in London ran into 3-to-4-day breaks. This I did knowing full well that even the smart guys were not only attending the lectures but studying well into the night. Finally, with the likely prospect of a return to Australia empty handed, I applied my modest academic abilities and crash studied night and day for some months to get the job done. I was lucky enough to satisfy the UK Department of Trade that I was competent to hold a Master Mariner Foreign Going Certificate of Competency. Thereafter followed a few days of sleep catchup and a drink or two at the "Old Ship" pub at Bursledon. Packing up was mainly textbooks and car tools. Curiously at the time initially I felt immense relief followed by an anti-climactic feeling of returning to 'real' life with the prospect of going back to seafaringFare wells in the UK were made in late April 1979. The 911 car delivered to a freight company to travel by ship to Sydney and I caught a flight home to Australia. I was happy to return and my employers who had been paying me six months at two thirds salary plus some four months leave, were keen for me to return to the company ranks. This was to a previous ship running to west coast states and Canada, still as second mate and I could not have been more pleased. Still one quick round trip of six weeks saw me sent on leave ahead of being elevated to Chief Mate on a coastal RoRo vessel, short distances between Port Kembla, Westernport (near Melbourne) and Adelaide and much less 'appealing ' than the USA coast. A six-week swing saw me take some leave ahead joining a ship loading grain in Adelaide for discharge in Nakhodka (near Vladivostok). This was in 1980 just ahead of the Moscow Olympics. Nakhodka was a somewhat sombre place at this time although the girls were friendly. Geographically it is close to Japan and a tri weekly ferry ran to Yokohama. Nakhodka had a rail head to connect with Siberia. I had some local shore leave and was walking into the city by traversing the rail yards, as I was approaching the relatively small railway station, I encountered some civilians milling around. As I approached this group of people, apparently just off the overnight ferry from Yokohama they went quiet and parted as I ( a lone perhaps sinister figure ), neared them. They were all still quiet, I studied them as there was something vaguely familiar about them, I realised they were dressed in typical Australian style, jeans, RM moleskins etc. When in their midst I said " G'day how are you going! " Great rejoicing by people who had been away from Australia for about three days but delighted to see a face from Australia. Australia actually had a embargo on trade with Russia at that time, we even snubbed the Olympics - something to do with the Russians being in Afghanistan LOL. The Aussie tour group were also surprised that I was on a Australian ship in the port. I guess they had a story of a lone Aussie sailor in Russia, to relate later as i do about them. their faces.


    We spent a month alongside in Russia. We were allowed day shore leave, but had young guards checking us off and then back on the ship. On my jog/run training around the town and wearing white shorts with a red singlet Russians would call out "Olympiad", the shirt had the caption ' California it is the only place ! Shore leave was over at midnight. Plenty of night clubs selling 'rocket fuel' being passed of as cocktails. Still the crew had fun even with 'Cinderella leave'.We sailed in June and traversed Japanese waters Indonesian waters and home to Australia to sign off in Newcastle Home to Sydney for me for a few weeks leave snow skiing etc before my next ship. This next ship was running between north Tasmania, Melbourne, Geelong, Point Henry, Sydney, Brisbane, Townsville, Darwin, Groote Eylandt. As coastal runs go this was great, as the Mate it was about as good as it gets. The officers onboard, had got together over time and we built a 'Bronzewing' catamaran, with both cargo and stores cranes we were able to store and launch this for leisure moments. I do not think there would be much of such moments in present times. It was a tad unique even then.Whilst in Darwin in 1981, I learned that a local company had a new small ship entering Darwin, Borneo, Timor, Malaysia and Singapore trade and were looking for a Captain with a Class 1 Masters Certificate. I made the approach and secured the role and then had two plus years in command of a very varied trade of livestock, general, drilling gear, containers, and manganese. As a early farm boy and worker, I managed the transition to cattle carrying ok but confess NT cattle and buffalo could and did 'fizz' up a little more southern cattle which I been used to.The operation of this Darwin based company was transporting up to 840 head of cattle and/or buffalo taking a route up through the Indonesian and western Philippines Archipelagos. The welfare/condition of the cattle was paramount, so the route taken was to the Master's discretion regards weather and avoiding pirate active areas. Had a really good group of officers with a generally content crew. Ship was purpose built to allow for cargo loading from the beach, the vessel was only 80 x 16 metres with a draft of 4.5 metres total crew was 11 plus a stockman. Steady work at times but interesting ports. During this time, I was living in Neutral Bay, Sydney and would commute for a nine-to-eleven-week swing, this equated to two northern trips.At the end of almost two years, I got word that the then Marine & Harbours SA were looking for a harbourmaster/marine pilot in Port Lincoln. I had visited Lincoln on two ships over the years so found the job prospect appealing. Made an application, did a preliminary interview when off Borneo by HF radio, a final interview was organised when my ship returned to Darwin about May 1983. I packed up my kit and flew down to SA for two nights, secured the job and flew back to Sydney to organise an uplift to Port Lincoln. On arrival Lincoln the incumbent Pilot escorted me through four in pilotages and three outs. It was a little stressful to return to manoeuvring ships of 180 to 262 metres LOA (length overall) and usually one tug to assist. Use to think I wonder what the Captain of the ship would think of my most recent background driving a 80 metre ship.When I was at sea, I had a few experiences when my embarked pilot would abdicate his role because I questioned approach speeds or voiced another concern, somewhat alarming the first time, for the most part piloting in Port Lincoln was straight forward but could be character forming when the ships were large and/or MT with a strong tug assisting. My first 25 years were with only one tug assisting. Tug skippers were highly competent and worked industriously to keep their pilot out of bother.My time in Lincoln was often spent on my 123-acre block building a two-storey rammed earth house and then rendering it. A mere 5.5 years saw the task completed. The unkind said it was like watching the grass grow (LOL).We pilots were also required to work other ports when free in our base ports, I also held licences for Proper Bay, Whyalla and Thevenard which I thought kept me gainfully employed but some other colleagues maintained and worked regularly in five plus ports.Over the thirty years I worked in various ports as a marine pilot, there were several events that kept my ego in check. Port Lincoln was extremely problematic for one’s ego. This was a result of the berthing basin amphitheatre like setting, virtually half the town have a ringside seat to not only one’s great feats of pilot brilliance but also ones less streamlined manoeuvres i.e., stuff-ups.

    A large number of pilots have sailed as Captains, and we know how Captains sometimes will suffer great trepidation when handing over the control of their ship to this unknown interloper, even when he is kitted up to look like a pilot. Ship Captains in recent times, are encouraged with their bridge team members to challenge their pilot over genuine safety concerns which they have with the ship's intended track and progress. Given the vagaries of wind and tide it is not always easy or advisable to make a very slow approach to the berth, that being said the extremely nervous Captain can be a distraction to one’s concentration. Occasionally, when fielding yet another query about approach speed and knowing one cannot safely proceed any slower, I have given out the following, " Captain I always know when I am approaching too fast, the men on the wharf will run away ". Best said with a smile if not sure about the Master’s knowledge and appreciation of Australian humour. As pilots, most of us will know that our next 'incident' may occur on our next 'job'. The reasons for incidents are many and may be beyond our certain control, but we are being paid for both the good and bad days and one can usually take action to effectively minimise accident damage.In 2010, I had covered a colleague’s night workload in Thevenard, so he was able to attend a family event in Port Lincoln. Having worked during the night I could not safely continue the almost four-hour return drive in time to meet a early afternoon pilot commitment in Lincoln. The other pilot was assigned the ship MV Grand Rodosi. Long story shortened the engine failed to run astern and continued to run ahead. Lincoln's smartest and most expensive fishing vessel (estimated at $15M) saved the wharf and grain conveyor from certain crippling damage but sunk in that process. As I drove into Port Lincoln I was asked, by phone, to escort police onboard the Grand Rodosi in order to conduct breath analysis. All clear from effects of alcohol or drugs. A few days later I was piloting a Australian tanker into the port, the Captain, who I knew from previous visits asked what happened. I said it was not me, he said "we know that" I gave the outline of events and at the end added there were two golden factors on the day, he asked what they were, I replied " nobody was hurt or worse, and I was the not the “effin” pilot " (language detuned)Many ships later I hung up my VHF radio and flotation safety jacket for a return to warmer parts in July 2013.Chiang Mai was the city of choice with yearly returns for an Australian summer - pre Covid-19.

    Capt. Rob Cobban Master Mariner

    Don’t worry about the world coming to an end today. It is already tomorrow in Australia”


    Met vriendelijke groeten / Bon vent à tous / Best Regards / Tanti Saluti / Mit freundlichen Grüßen / Saludos / Saudações / Hopi kumindamentu / Med vänlig hälsning / Ystävällisin terveisin / Beste Wense / Me Xairetismous / Vennlig hilsen / Sve Naj Bolje / Dea bhùioch / التحيات أطيب مع / Bestu kveðjur / Tan Bun / हार्दिक शुभ कामनाएँ/ 獻上最好的問候 / Hamba Kahle / Toate cele bune / Z najlepszymi pozdrowieniami / חם ש"ד) dash cham) / Saygilarimizla /С уважением/
    Last edited by Doc Vernon; 25th March 2021 at 12:24 AM.
    Senior Site Moderator-Member and Friend of this Website

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  3. #2
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    Default Re: Sling your hook

    Absolutely Brilliant , the sort of thing we need more of on the site!
    May i send thanks through JS to the Author, it is such good reading, something that i like to spend my time on when i do have it.
    With my one Eye now fixed it is a lot easier to read more on site, but still cannot read small print. Will have to get to the Optician soon to get new Lenses for close reading.
    So once again my thanks for the above Story.
    Much appreciated !
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    Default Re: Sling your hook

    Terrific read, visiting some of the ports of my time at sea, including the last Port Lincoln.
    Des
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    Default Re: Sling your hook

    Very interesting, enjoyed reading all.

    Keith.

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    Default Re: Sling your hook

    Some of the ports I worked out of apart from Dampier mostly were, Portland, Darwin , although not Australia Port Moresby, Sydney , Eden, Brisbane, Barrow Island, Adelaide. In case the Author who was I think the harbourmaster at Port Lincoln, looks in, I worked out of there in 1993 on the Pacific Marlin, and again in 2001 on the Geco Angler.
    Think it was in 1993 when approaching the jetty at right angles when lost the bow thruster and had to go back in a hurry to old methods , if he was on the bridge then he may remember. Cheers JS.

    PS again for those who don’t know the customs of Australia it is usual in the smaller ports for the harbour master to do pilotage duties for those who don’t have excemptions , that’s why I have chosen the earlier date as wouldn’t of had an excemption then as was first time there, and know we had a pilot on board. JS
    Last edited by j.sabourn; 25th March 2021 at 04:41 AM.
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    Default Re: Sling your hook

    well a story of a guy with not the best of starts....taking the world by the balls ....and making it ......not a cribbage in the tale and for sure no cut and paste job there ....i offer humble congratulations on a mountain climbed with enjoyment ....cappy ex vindi boy

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    As said Cappy Big oaks from little acorns grow, it’s not how you start life ,but how you finish it. It’s not all cash flow either , if you can live with yourself and enjoyed your life , your a winner in any case. You have an ongoing case in fact of someone born with a silver spoon in his gob, but wouldn’t mind betting he dies in time with a guilt rid conscience. Letting his country and himself down. Cheers JS
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    Default Re: Sling your hook

    [QUOTE=j.sabourn;371821]As said Cappy Big oaks from little acorns grow, it’s not how you start life ,but how you finish it. It’s not all cash flow either , if you can live with yourself and enjoyed your life , your a winner in any case. You have an ongoing case in fact of someone born with a silver spoon in his gob, but wouldn’t mind betting he dies in time with a guilt rid conscience. Letting his country and himself down. Cheers J

    - - - Updated - - -

    [QUOTE=cappy;371825]
    Quote Originally Posted by j.sabourn View Post
    As said Cappy Big oaks from little acorns grow, it’s not how you start life ,but how you finish it. It’s not all cash flow either , if you can live with yourself and enjoyed your life , your a winner in any case. You have an ongoing case in fact of someone born with a silver spoon in his gob, but wouldn’t mind betting he dies in time with a guilt rid conscience. Letting his country and himself down. Cheers J
    thats about the stamp of it all john........regards cappy

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    Default Re: Sling your hook

    Very enjoyable read about one man's remarkable story. Brilliant!!!!!

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