The Australian Volunteer Coast Guard Association Inc.
By Ted Madden P/NACO
Report On 'Operatoin Albury'
"Operation Albury", the fast cruise of Coast Guard Auxillary cruisers Akoonah
and Crusader, accompanied by FV59 for part of the way, from Talangatta to
Goolwa, was successfully concluded last month, on schedule. The following
comments are made as a result of the trip.
1. The passage of the Murray River from Tallangatta to Goolwa is quite feasible for modern trailer boats, using normal equipment, with the proviso that Lake Alexandrina, because of its very treacherous nature, should be excluded from any event in which boats of less that 20 ft take part. It is recommended that any marathon even terminate at Murray Bridge.
2. Boat handling facilities are on the whole adequate all along the route, and all that would be necessary to handle a very large number of boats would be the installation of suitable launching facilities below Yarrawonga Weir. These could be of a temporary nature. Below this point, it is not necessary to launch or recover boats again.
3. The legs between the major towns can be run in between 3 and 6 hours, on average, and accommodation and other facilities at these towns is more than adequate. The exception is between Mildura and Renmark, where it would probably be necessary to set up a refueling and overnight stop in the vicinity of Lake Victoria.
4. The voyage should only be undertaken in the months of September, October and November, when the river is high. At this season, navigational hazards are slight.
5. Accurate recharting of the river is essential, and a uniform system of beacons and other navigational aids should be established over its entire length. Much of this work could be done by local people, on a voluntary basis.
6. As planning water, the Murray is unsurpassed, and the scenery is both varied and impressive. In season, it would be developed into the most popular boating centre in South-eastern Australia.
7. Given adequate water, the greatest hazard is small floating snags, known as "floaters". These are difficult or impossible to spot at speed. However, we suffered only propeller damage. The hulls were marked in many places, but never penetrated.
8. We learned of a hazard for inboard powered boats which, since we were using outboards, we did not experience ourselves. This is a tendency to pick up floating gumleaves in the water intake. Suction holds the leaf over the intake, the engine overheats, and then the leaf drops off. There is a consequent sudden intake of cold water, cracking the overheated block. It is considered that some form of screen over the water intake, deflecting such leaves would be the answer to this.
9. Fuel used was Shell premix, and both boats had twin Mercury outboard installations. The successful conclusion of the journey, on schedule, is in itself a recommendation for both. In our view, a 1400 mile river voyage, in heavily laden craft, is a far stiffer proposition that a test tank run, or endurance running in a lightly laden boat over a speed course.
10 The voyage was, however, not without troubled. Detailed extracts from Crusader's log are attached. How far the difficulties we experienced were due to hasty installation or motors and the lack of an opportunity to test them before the start, we are unable to say. As non-technical men, we do not feel qualified to pass an opinion on the fuel. However, it must be stated that we were impressed by the fact that, on both boats, troubles were "cured" and vastly improved performances attained by the use of Kiekhafer engine cleaner. It is possible that the use of an additive of this nature would produce a fuel extremely suitable for high-performance, high-compression outboard motors.
11 Both boats were towed by Ford Falcons, and carried on Burdermaster trailers. Crusader's rig which was virtually trouble free, was far superior to Akoonah's, which required continual attention Against this, however, must be set the fact that Akoonah is a much heavier boat, and is, in fact, far heavier than boats usually carried on such trailers.
12 We were pleasantly surprised at the ease with which the Falcons handled the heavy boats, particularly in recovery operations. Crusader's ranch wagon performed perfectly, in all respects except that of fuel consumption, which was heavy. Akoonah's utility was more economical and was called on to do the heavy work in launching operations. However, it developed signs of clutch trouble at the end of the trip.
13 The standard Burdenmaster trailer used by Akoonah did not measure up to the experimental model used by Crusader, which incorporated compensating springing and other features developed by Harry Salter. To some extent, breakages can be explained by the weight of Akoonah, but it must be concluded that the experimental model represents a very considerable advance in both design and construction.
14 The co-ordination of fuel supplies, often under difficult circumstances, by Shell dealers was most efficient and impressive. It would seem that this dealer network would be able to handle the requirements of a large number of boats without undue trouble.
15 The Ansett-ANA helicopter which accompanied the cruisers was found to be unnecessary, from the operational point of view. However, its presence attracted a very great amount of local interest, and this company y did a very good job in publicizing the whole operation.
16 The spark plugs used on both cruisers were Bosch. We had no spark plug failures, but frequent changing and cleaning of plugs was necessary. This, we feel, is a matter for comment by qualified technical people
. 17 Batteries on both craft were Lucas. The only logged incident concerning batteries was the failure of Crusader's battery to start the motor at Berri, due, apparently, to a fault in wiring the rectifier. It is possible that the battery carried the full load of starting and lighting for ten days without receiving a charge from the motor. On adjustment of the fault, the battery charged during the day's run, and no further starting failures was experienced.
18 Post-cruise examination of boats revealed long and quite deep score-marks on both hulls, due to snags, and one or two sprung nails, due obviously to the very severe pounding received during the final three days. This was nothing like the damage we had been led to expect, and were prepared to accept. Both boats were, in fact, fully operational after normal maintenance. As a vindication of marine plywood as a boatbuilding material, therefore, the voyage was most impressive.
19 A very high tribute must be paid to Lawnton Agencies, the Mercury Dealers in S.A. The very prompt and efficient service accorded by this organisation was largely responsible in bringing the voyage to a successful conclusion. In particular, we are greatly indebted to Bob von Bartouch, of Berri, and Max Nalty, who accompanied us from Blanchetown to Murray Bridge.
20 In conclusion, a very high tribute must be paid to all members of the Operation Albury team, which consisted of the boat crews, the crw of the helicopter from Ansett-ANA, the cameraman Geff Kilburn and Bob Kearsley of GVT-9, who drove the vehicles and filmed the trip. The operation was run, as it had to be, like a military exercise, and depended at all times on the prompt and efficient co-operation of every member of the team.
Signed
E.S. Madden
Deputy National Commodore.