This is the story of the light and signal station at Inskip Point -  just north of Rainbow Beach, Queensland, Australia. The station began as the location for a beacon for the port of Maryborough in the 1860s, to a pilot station in the late 1800s and a light and signal station in the early 1900s. The buildings were removed in 1989.

Email: Dr. Richard Walding Research Fellow Griffith University Brisbane, Australia. Home Phone: 61 (0)7 32064976 69 Summit Street, Sheldon, Q, 4157, Australia (Great grandson of the 1875-1902 Pilot Samuel James Reilly; grandson of the 1933-1949 Lightkeeper Oscar Robert Walding; son of the 1933-1945 Assistant Lightkeeper Robert Walding). Copyright.

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LINKS TO SOME OF MY RELATED PAGES:

Comboyuro Point and Cape Moreton Light Stations

Moreton Bay Harbour Defences - World War 2 (Bribie Island, Fort Bribie, Moreton Island)

Latitude: 25° 48' S, Longitude: 153° 04' E; Datum: GDA94

Inskip Point was named by Captain Owen Stanley, the Admiralty Hydrographer and Commander of the HMS Rattlesnake in October 1849 after Captain George Henry Inskip RN naval officer who served in HMS Rattlesnake and HMS Bramble October 1846 to 1849.  Captain George Henry Inskip, born in Plymouth around 1824, was son of Peter Inskip and Harriet Palmer. His father was a sailor and his brother was Captain Peter Inskip (b1808). It seems George was quite prolific in naming remote coastlines and spent some time in the 1850s in British Columbia. The 1881 census lists him as Head of the house (click to view census document).

The voyages of HMS Rattlesnake and tender HMS Bramble along the Queensland coast were really rather famous. From 1846 to 1850 the Rattlesnake, an ageing 'donkey frigate' (28 guns) tendered by the schooner HMS Bramble, carried on from the earlier surveying work of HMS Beagle (Darwin's ship). On 16th October 1847 Rattlesnake visited Moreton Bay en route from Sydney anchoring at Cowan Cowan Roads in Moreton Bay. She departed 4 November. In this time Scottish-born naturalist John Macgillivray (1822-1867) visited Moreton Island and studied aboriginal languages (this was the first encounter of the Rattlesnake with aborigines) and collected flora and fauna. In a second visit, HMS Rattlesnake under the command of Captain Owen Stanley, and HMS Bramble (under command of Lt Charles B. Yule and 2nd Master George Henry Inskip) entered Moreton Bay on 17 May 1849 on their way from Sydney to Cape Deliverance passing Fraser Island and the Great Sandy Straits. Rattlesnake and Bramble surveyed much of the northern East Coast of Australia - (treacherous because of the massive string uncharted reefs & shoals of the Great Barrier Reef ) and later Torres Strait & southern New Guinea.

REFERENCES:

Goodman, Jordan (2005). The Rattlesnake: A Voyage of Discovery in the Coral Sea. London: Faber & Faber (ISBN 0571 210732).

The National Library of Australia Manuscript Collection: G. H. Inskip - Records Ref MS 3784 Description - Journal kept from 8 March 1849 - 3 November 1850. For much of this period Inskip served on HMS Bramble the tender to the Rattlesnake. 260 pages.

THE PILOTS AND LIGHTKEEPERS OF INSKIP POINT
- some notes by Richard Walding

THE REILLY FAMILY: 1872 -1902
A pilot station was set up at Inskip Point in 1872 by the Queensland Government Department of Harbours and Marine to help guide ships through the Wide Bay Bar and up the Great Sandy Strait to the Port of Maryborough. The first pilot was John Smith assisted by coxswain and two boatmen.  My great grandfather was Samuel James Reilly (pictured below) who joined the Queensland Lighthouse Service (Marine Department of the Queensland Treasury) as the Pilot & Receiving Officer at Inskip Point on 1st December 1875. Leading Lights were installed at Inskip Point in 1884 and the Lightkeeper was awarded a wage of £96 pa plus £40 pa to act as Postmaster and Electrical Telegraphist, another £40 pa as a "Foraging Allowance" and for the purposes of budgeting, the value of the Lightkeeper's Quarters was £26 and a further £10 was allocated for Long Service Allowance.  His real name was Samuel Crouch - born in Middlesex, England, on 21 February 1839 -son of Stephen Crouch and Mary Ann Crouch (nee Reeves) and became an Able Seaman by age 19. It is believed that while being blackbirded he jumped ship and arrived in Australia under the name Reilly. He married Emily Compton - also from Middlesex England in 1875 at Maryborough. On 1st October 1902 he was transferred to Comboyuro Point Lighthouse on Moreton Island (with his family) and remained until his death in 1919. 

The Pilot & Receiving Officer Samuel James Reilly and his family in 1902 at Inskip Point. With him is his wife Emily (nee Compton) and some of their 17 children. Back row: Mildred (15), James (14), Ada May (12), Violet (10); Front row: uncertain, Myrtle (8), Pilot Samuel James Reilly, Pilot's Wife Emily Reilly (nee Compton), Cornelius (6). Other children include: William Walter (25), Samuel Stephens (24), Maud (22), Blanche (19), George (19), Harold Wade (9). By the time this photo was taken three children had died: Amilia ("Milly") Beatrice (1877 at about 10 months old), Herbert Winterley (in 1882, aged 11 months), and Emily Jane (1891 at the age of 16).

Pilot Reilly's house with Telegraph Office in background (1902). The palm tree remained until about 1992. On 15th June 1891, Reilly's oldest daughter Emily Jane (16) was accidentally shot by her 13 year old brother William Walter Reilly and died in her father's arms next to the tree at the front gate in the photo above. She was buried about 250 m away. The unmarked grave is there today.

DEATH OF EMILY JANE REILLY

The following are the depositions to the Magisterial Enquiry into the death of Emily Jane Reilly as reported in the Maryborough Chronicle - Tuesday 16th June 1891.  See Queensland State Archives Inquest Files 36/190, 251-300.

Emily Reilly's grave at Inskip Point. Photo by Natasha Cooper, Kingaroy.

A magisterial enquiry was held at Inskip Point on Tuesday last (16th June 1891) before G. L. Lukin, Esq., P.M., into the circumstances surrounding the fatal accident, the shooting of Emily Jane Reilly, aged 17, by her brother on Monday, 15th instant.

The following evidence was addressed:-

William Walter Reilly, on oath, deposed: Am the son of Samuel James Reilly, and brother of deceased; on the 15th instant my father left the house leaving my sister and myself alone; my sister was cleaning pictures in the kitchen; there was a revolver hanging in the parlour; took it down off the nail; I was standing on a chair; my sister was in the next room (the kitchen) standing at the table; did not think the pistol was loaded; looked at the chambers and saw the cartridges were all dented in; as I stood on the chair I turned round towards my sister and said to her, “It aint loaded” at the same time pointing towards her; I had previously snapped the hammer down, but it was not at my sister; when I pointed it at her I pulled the trigger and it went off : she immediately said “Oh Will, you’ve shot me,” and threw her arms out; she ran out to the gate and fell down; Mrs. Dewar then came up but my sister did not speak; I was about five yards from her when the pistol went off; I saw where the bullet struck her afterwards; It was right under the breast.

Samuel James Reilly, on oath, deposed: Am a coxswain pilot stationed at Inskip Point; the deceased Emily Jane was my daughter; she was 17 years of age; on the 15th instant left home at Inskip Point a little after 2 p.m., leaving William Walter, aged 13 years; before leaving I took down some pictures off the wall of the front room for the deceased to clean; there was a revolver hanging on one of the nails that I took a picture from, which had one chamber loaded with ball cartridge; loaded it myself the evening before with a pin-fire cartridge; about 4 p.m. I was called, and returning to the house; saw the deceased lying at the gate in the front of the house; when I went up to her she was still breathing, but did not speak, and died in about a minute after my arrival; examined her after death, and saw a wound under the left breast and a slight mark of blood; the body of the deceased lied in the house; it was not usual to keep the revolver loaded; loaded it the previous evening for the purpose of shooting a dog, but had not discharged it; had warning the deceased not to allow the revolved to touched.

Margaret Dewar, on oath, deposed: Am the wife of John Dewar, a boatman at Inskip Point; live next door to the father of deceased, a distance of about 20 yards; about 3 p.m. on the 15th June heard a shot at Reilly’s house; I looked out at the front to see what they were shooting at; then went to the back, and heard the lad Sam Reilly screaming; he was frightened, and said “shot”; ran up to Reilly’s gate, and there saw the deceased lying down: lift her head up and spoke to her, but she was unconscious; some other neighbors came up and I ran away for deceased’s father; did not return immediately to the deceased; if deceased died in a minute after her father arrived, she must have died in about five minutes after I heard the shot.

The depositions will be forwarded to Brisbane.

Emily and Samuel Reilly - 1906	Samuel Reilly - 1906 - in the swamp behind the Comboyuro Lighthouse

The Pilot Station was discontinued in 1902 and Samuel James Reilly and his family were transferred to Comboyuro Point Lighthouse on 1 October 1902. The Signal and Telegraph Station continued at Inskip Point. On 1 October 1905, E. W. Gorman (28 years old) was appointed and continued in this role until at least 1915.

THE WALDING FAMILY: 1934 - 1949
My great grandfather was Samuel James Reilly (pictured above). On 1st October 1902 he was transferred to Comboyuro Point Lighthouse on Moreton Island and remained until 1919. His daughter Amy (my grandmother - also pictured) married Oscar Robert Walding on 27 August 1910. She and Robert returned to Inskip Point as Light Keepers in 1934. The following story was told to me by my father Robert Walding in November 1992:

I was born in Cairns on the 5th of March 1919 at the Nurse Herries Private Hospital. My parents were Oscar Robert Walding and Ada May Walding (nee Reilly) – daughter of the Inskip Point Pilot. At that stage their first child Oscar Robert (Jnr) – my older brother – had died of dropsy at the age of 3½ (in 1917) and in 1923 my younger brother Edward George also died of dropsy - at the age of 6 months. We lived at Draper Street in Cairns, just near a large swamp which I suspect had the malarial mosquitoes that caused my brothers’ illness. In those days mosquito control was unheard of.
My parents decided to move south and we landed in Maryborough in 1925 where my father took up house painting. Prior to this he was with the Public Works Department travelling all over Queensland, particularly in the Gulf Country. Both he and his father were Merchant Seamen on the Australian Coast. His father, William Eli Walding went down on the sailing ship the Lallah Rooke somewhere off the Queensland Coast in January 1900. When we came to Maryborough, my parents bought a 10 acre block in Odessa Street Granville on which they built their home. My father's sister, Kate Greaves also lived in Granville with her two daughters Lillian and Kate plus sons Mick (who I remember well), William, Percy, Robert and Douglas. I do not know what happened to our house and land there as we shifted to Inskip Point. I feel that it may have been sold to cover unpaid debts.
Some of our neighbours were Tom and Mrs Elwyn; Minnie Cockburn and her sons (in the last house before Walker’s Point), "Waddy" Mullins who had TB and used to spit a lot, Mr and Mrs Carswell and their son Allan – my schoolmate, "Dinty" McDougal who had a lot of freckles, and my schoolmates Bobby and James and Peggy (much younger). Other schoolmates included Ted Smith, Brendan Hansen (later a MHR), Les Martin and John Hoyle. Tom Burns (later MLA Lytton) was also from a Granville family. I went to Granville State School with other members of the family during the time when Bill Hall and Mr Brennicke were Headmasters.

At 13 I worked for H. Rawlinson the local chemist and in addition, carried trays around the bungalow and Wintergarden Theatres selling sweets and ice-creams and eating many free. This was during the Great Depression of the 1930s and as my father was unemployed like many other tradesman. The 13 shillings and 4 pence I earned from the Chemist and the six shillings from the theatre was a big help in addition to the one guinea per week my father received. Before getting these jobs I used to bring home soup from the soup kitchens two or three times a week, carrying it two and bit miles home, barefoot. Couldn't afford shoes. Things were tough. My sister Betty was born in 1927.Any strangers entering Maryborough were given a food ration coupon at the local Police Station and told to move on to some other town. They used to walk to Mungar junction and 'jump the rattler' to get a free train ride to God knows where. They were often caught and thrown off.Inskip Point was our salvation. We arrived there about 1933 for my father to take up his new position as light keeper. I was 14 and shortly met some local net fishermen and subsequently joined them to work the nets on a half-share. I also took a job in Tin Can Bay tending the diesel engine of the ice-plant and fish freezing store at 30 shillings per week plus all you could eat. No set hours to work, only a lot of them with only one day per week off. I was sick of that so it was back to professional net fishing for a few years up and down Sandy Straits at Fraser Island or running Gympie fishing cranks out in my own boat for the day.
 

Walding family and visitors. Back row: second from left Mrs Ada Walding (lightkeeper's wife), centre - Lightkeeper Oscar Walding. Front: second from left - Robert Walding (son), Betty (daughter).	Robert Walding - sitting on his boat the "Wee-One".

The ocean beach on Fraser Island from Hook Point north was a dangerous place in heavy S.E weather for fishermen’s launches and was not attempted in such weather but only in light S.E or easterly winds.  Engine trouble in this area could be disastrous if a S.E. wind should spring up as there is no shelter along the eastern seaboard.  We, as professional fishermen, often steamed in our 30 ft launches to the lagoon at Double Island Point in the search for net fish in commercial quantities. We used what was known as the “Fisherman’s Gutter” – shallow but safe in calm weather – as our course would be practically parallel to the beach that runs from Double Island Point to Inskip Point.  But even this was not attempted in doubtful S.E or east weather as we had no radio communication in those pre-war years.  When strong to gale force S.E winds had been blowing for a few days the Wide Bay Bar was impassable for even steam cargo ships proceeding south and they would have to anchor for sometimes up to three days until signals at Inskip for a safe crossing were hoisted on the flagstaff at the signal station. These signals were also semaphored to Inskip by the lightkeeper at the  Hook Point signal station.  When strong to gale force winds had been bowing onshore to Fraser Island’s east coast for a few days, the view of the bar area from Inskip across to Hook Point was a wall of white breakers and these, as high as a house, crashed on to the ocean seaboard beach of Fraser Island.

The lightkeeper’s house on Fraser Island was situated on the eastern shoreline some distance from the triangular black and white beacons for the Wide bay Passage. In the late 1930s a large new house was built a mile or so back from Hook Point and 100 yards towards the bush from the beach.  I was employed as a builder’s labourer on this job.

As well as net fishing, I also relieved on the 40 foot Q.G. “Edith” in prewar years. The “Edith” was the Fisheries Inspector’s launch skippered by George H. Price out from Maryborough and serviced the Sandy Straits and Tin Can Bay areas. Mr Price often criticised my cooking abilities on these occasions. He said all I could do was boil eggs and not well at that. Usually he gave me the tiller of the launch while he cooked his own breakfast. My job was also to tend the Edith’s 3 cylinder Wilson engine which was pretty simple after years maintaining the engines at the iceworks. I heard that the Edith sank off Double Island Point in the Beverley Group.

During these pre-war years I also serviced the beacon lights in the Mary River, Sandy Straits and Stewart Island on the Q.G.M.L. “Nellie”. They were kerosene-fuelled double-burner lights – about 50 in all – some on shore beacons and the rest on sea beacons. I did this in a relieving capacity for 3 weeks at a time when the regular man was on leave.  At all lights I would have two clean lamp glasses wrapped in a tea-towel inside my shirt and a half-gallon of kerosene in my hand. I would then jump from the “Nellie” into the small dinghy and row ashore or “scull” by oar, extinguish the light, trim both wicks, refill it with kerosene, fit new glasses (one to each beacon light), wrap the used glasses in the tea-towel and row back to the launch.  For this job – with two lamp glasses under your shirt – you had to be sure-footed as a mountain goat.

There was a special technique used for trimming wicks that my father taught me. He was “lampy” on some cargo ships in his earlier sea-faring days and knew that you never trimmed wicks with scissors as it tempting to do. You rubbed your thumb across the wick in one direction (left to right) after it had been turned down level with the top of the burner. Any other way would have made the flame uneven resulting in a “burn-up”. If this happened the glass would become sooted-up and blacked out and this would not be found out for a week. After trimming the wicks and refilling the lamp you would leave it burn for a few minutes to allow it to reach maximum flame height without smoking. Sooted-up lights are useless as a leading beacons and a real danger for cargo ships. We used to fill and trim lights from Maryborough to the last light in Sandy Straits on the way down and then double check that the lights were working properly on the way back.

As well as working on the “Nellie, on several occasions I was also the relieving deckhand on the 90 foot steamer Q.G.S. “Relief” skippered by Captain James Wilson.  I remember the feeling of pride as a lad of about 16 to 18 when skipper “Jim” would allow me to take the wheel all the way to the Mary River wharf on leads and signal the engine room movements until the ship berthed at the Maryborough wharf when I would signal “F.W.E.” (Finished With Engines). One of our jobs on the “Relief” was to take steel bottles of gas about 5 foot long from Maryborough to the Harbours and Marine lighthouse on Woody Island.  There were nine bottles which landed on the north shore of Woody Island by lifeboat from the “Relief”. They were hauled up the steep slope by a horse on a railed trolley to the light. The light keeper in those days was Norm Price, brother of George H. Price (then Inspector of Fisheries) and brother of Eddie Price, fireman on the “Relief”. The Port Master at the time Mr F. F. Roberts and the Harbour Masters were Captains’ Walter, Snewin, Murchie and John Douglas Gray.

I also relieved my father on the Inskip Point Light and Signal Station when he went on holidays, up to the outbreak of World War II.  We had no radio in those days but had a portable gramophone and at night used to play popular records to the telephone exchange switch girls in Maryborough. They appreciated it as it killed monotony – theirs and mine.  While I was in charge, in the day time I would go fishing and also trim the beacon lights for navigation across the Wide Bay Bar. Once my father was relieved by Hans “Honce” Bellert – a dugong fisherman  and the last known aboriginal resident of the area we called “Bogimba”. In 1934, I remember looking for bush turkeys along the back shoreline at Inskip, about 200 yards past Bob’s Bight, and about 100 yards into the bush from the mangroves’ high water mark when I came across a grave.  It was about 6 foot by 3 foot fenced with sawn hardwood timber about 2” x 1” properly spaced about chest high. There was no headstone – nothing else – to indicate who was buried there. I think the fence was erected to keep dingoes out. There were two other marked graves down on the Point. One was next to the coconut palm and fig tree near the house. Old-timers said this was a seaman’s grave. Another grave was in the bushy part leading to Pelican Banks. It was complete with a cross and chain surround on low posts and we used to paint the chain and cross white. Neither grave had any names on them.

With the onset of the war, I worked on naval ships in Walkers Ltd Maryborough as an Electrical Assistant for one year clearing £15 per week, mostly in overtime when the normal wage was about £3 or so. This was during the day. At night during 1939-1940 I was a member of the Volunteer Coastal Patrol (from Scarness to Inskip Point which takes in Hervey Bay) - mainly patrols at night. This was commanded by Captain J. D. Gray, the Harbour Master at Maryborough in whose department my father worked. As the crew were from all types of jobs, most had no knowledge of the bay. With my experience at Inskip and as a fisherman I had a good local knowledge of all the channels in the patrolled area. I was given responsibility of an advisory nature. At that time, with the Japanese forces pushing towards Australia, it was all very necessary for early detection of a possible enemy infiltration.

I also joined the Volunteer Air Observer Corps in Maryborough commanded by the Department of Air and administered by the R.A.A.F.  We had a spotting telescope with a 4 inch diameter objective commandeered from the University by the R.A.A.F for the duration of the war and this was mounted in the most suitable and highest tower that could be found. This was in the Royal Hotel tower in Kent Street, Maryborough. Our telephone was connected to R.A.A.F. Headquarters in Brisbane and if we rang the codeword through to Brisbane the phone connection was immediate. This of course was to be used only if an aircraft was heard or seen. Needless to say, the telescope commanded a highly magnified view of the goings-on in many hotel rooms in a wide sweep of the city. Many and lurid were the descriptions given by one observer to the other who came at a late hour to relieve and couldn't see anything. We tried to get another telescope but were unsuccessful.

I joined the Army on the 5th May 1942 with the 56 Australian A/A Battery employed as an electrician/welder and served until 4^th September 1946 mainly servicing searchlights at the Bulimba army workshops.  During this time I got married (in 1943) and was able to visit Inskip Point when on leave. At war’s end I was asked to join the Harbours and Marine Department in Maryborough after the war but stayed in Brisbane engaged in the electrical trade from then on.

My father, Robert Oscar Walding, died on the 25^th November 1949, aged 62 at Inskip Point. He had coronary sclerosis and was buried at the Gympie Cemetery the following day. I was on a boat off Inskip Point when I heard the news.

I later served on John Burke’s passenger-cargo M.V. “Waiben” for a year or two as an electrical engineer on the Thursday Island

Haul of good-sized sea mullet on foreshore of Inskip Point - 1949. Lightkeeper's wife Mrs Ada May Walding is on far right.	Mrs Ada May Walding drawing garden water from the well and pumping it into tank. There were three 1000 gallon fresh-water tanks at the house but in the dry season professional fishermen would call and fill several 4-gallon tins of water at a time.

 

The only coconut palm at Inskip Point in 1902 showing Pilot's cottage.	The same coconut palm taken in 1949	Still only one palm tree on the Point in September 1993.

The centre photo (above) shows the palm tree with the kerosene "Oil Shed" in the background.  The white posts at the lower left are part of the fence surrounding the signal flagstaff and flagshed. To the left of the lower part of the palm is the Lightkeeper's house and cyprus pines.

The Flagstaff	Signals Chart - 9 November 1939

VISITOR'S BOOK ON-LINE
The Visitor's Book is now available on-line to researchers. The links below take you to each of the 83 pages.

Inside Front Cover
Page 0 - 26 March 1936 to 22 May 1936
Page 1 - 22 May 1936 to 8 July 1936
Page 2 - 3 August 1936 to 2 November 1936
Page 3 - 10 November 1936 to 4 January 1937
Page 4 - 4 January 1937 to 10 January 1937
Page 5 - 10 January 1937 to 31 January 1937
Page 6 - 9 February 1937 to 15 April 1937
Page 7 - 15 April 1937 to 31 July 1937
Page 8 - 31 July 1937 to 4 October 1937
Page 9 - 26 October 1937 to 7 November 1937
Page 10 - 7 November 1937 to 5 December 1937
Page 11 - 5 December 1937 to 26 December 1937
Page 12 - 5 December 1937 to 31 December 1937
Page 13 - 1 January 1938 to 6 March 1938
Page 14 - 1 January 1938 to 3 April 1938
Page 15 - 5 April 1938 to 20 April 1938
Page 16 - 5 May 1938 to 8 August 1938
Page 17 - 29 August 1938 to 28 September 1938
Page 18 - 18 October 1938 to 4 December 1938
Page 19 - 4 December 1938 to 28 December 1938
Page 20 - 1 January 1939 to 4 January 1939
Page 21 - 7 January 1939 to 9 April 1939
Page 22 - 9 April 1939 to 17 July 1939
Page 23 - 20 June 1939 to 29 July 1939
Page 24 - 10 August 1939 to 20 September 1939
Page 25 - 31 October 1939 to 24 December 1939
Page 26 - 26 December 1939 to 30 December 1939
Page 27 - 30 December 1939
Page 28 - 1 January 1940 to 10 January 1940
Page 29 - 20 January 1940 to 1 February 1940
Page 30 - 6 March 1940 to 31 May 1940
Page 31 - 22 March 1940 to 28 March 1940
Page 32 - 29 March 1940 to 26 May 1940
Page 33 - 16 June 1940 to 8 September 1940
Page 34 - 8 September 1949 to 10 October 1940
Page 35 - 21 October 1940 to 29 December 1940
Page 36 - 30 December 1940 to 11 January 1941
Page 37 - 20 January 1941 to 2 March 1941
Page 38 - 4 March 1941 to 13 May 1941
Page 39 - 30 May 1941 to 23 August 1941
Page 40 - 28 August 1941 to 12 October 1941
Page 41 - 26 October 1941 to 23 February 1942
Page 42 - 13 January 1942 to 14 March 1942
Page 43 - 16 March 1942 to 28 April 1943
Page 44 - 10 May 1942 to 9 July 1942
Page 45 - 19 July 1942 to 16 August 1942
Page 46 - 14 September 1942 to 22 November 1942
Page 47 - 24 November 1942 to 29 December 1942
Page 48 - 17 January 1943 to 2 March 1943
Page 49 - 20 March 1943 to 28 March 1943
Page 50 - 29 March 1943 to 24 April 1943
Page 51 - 1 May 1943 to 18 June 1943
Page 52 - 18 July 1943 to 5 January 1944
Page 53 - 5 January 1944 to 2 February 1944
Page 54 - 29 February 1944 to 7 April 1944
Page 55 - 18 April 1944 to 15 May 1944
Page 56 - 1 June 1944 to 27 July 1944
Page 57 - 13 August 1944 to 14 September 1944
Page 58 - 15 September 1944 to 24 September 1944
Page 59 - 30 September 1944 to 12 December 1944
Page 60 - 15 December 1944 to 4 May 1945
Page 61 - 4 March 1945 to 14 June 1945
Page 62 - 3 July 1945 to 12 December 1945
Page 63 - 18 December 1945 to 25 December 1945
Page 64 - 26 December 1945 to 2 February 1946
Page 65 - 17 February 1946 to 3 June 1946
Page 66 - 5 June 1946 to 6 September 1946
Page 67 - 14 August 1946 to 11 December 1946
Page 68 - 21 December 1946 to 6 February 1947
Page 69 - 19 February 1947 to 18 May 1947
Page 70 - 31 May 1947 to 6 October 1947
Page 71 - 21 October 1947 to 23 December 1947
Page 72 - 26 December 1947 to 28 December 1947
Page 73 - 30 December 1947 to 13 April 1948
Page 74 - 15 April 1948 to 27 June 1948
Page 75 - 4 July 1948 to 18 August 1948
Page 76 - 22 August 1948 to 9 February 1949
Page 77 - 5 December 1948 to 14 December 1948
Page 78 - 19 December 1948 to 31 December 1948
Page 79 - 2 January 1949 to 15 April 1949
Page 80 - 10 April 1949 to 11 June 1949
Page 81 - 11 June 1949 to 19 July 1949
Page 82 - 1 August 1949 to 16 November 1949.
Page 83 - no entries. Death of Lightkeeper. End of Journal.
Letter re telephone accounts
Last Page
Inside Back Cover
Back Cover
In 1952, 50 year-old Norm Price was appointed as Lightkeeper.

Lights of Cooloola. The book collates the history of the lightkeepers, their families and associates, together with the events relating to the light stations of Double Island Point, Inskip Point and Hook Point. The structures at Inskip and Hook Points are long gone, but the lighthouse tower at Double Island Point remains the same as it was built in 1884. 152 pages

Available from the author Marian Young, PO Box 265, Bowen, 4805, Queensland, Australia for $22 + $2.50 p&h. They are also available at the tourist infomation centres at Gympie, Maryborough and Hervey Bay and also at Book City shops at Gympie and Maryborough.  Email: marian@bowenoceanviewmotel.com.au. Phone: 07 47861377; Mobile 0428 762 063. Also available in the Maryborough City Council Library, and the Sunshine Coast Regional Council Library, Noosa.