I'm sure it was around this time last year that I was all ice'd up, snow everywhere being visited for the first time by my new owners. Yet here I am, Sunday out in blue skies and sunshine with temperatures in double figures.
There is a low pressure system in France somewhere bringing in a northerly wind about F5-6 according to the weather models my skipper scours over, dropping to F4 later, according to the inshore weather forecast. The Solent wasn't busy but then again you don't expect it to be this time of year do you or do you ? I've not been here long enough yet, but I've watched a lot of craft moving back & forth, every day.
So I was restricted to one reef and the compass was heading in a westerly destination, my wind instruments failed to acknowledge anything so they were turned off. Also the speed & trip sensor wasn't either but that probably had some life form or debris in it ! Still the GPS gave SOG so that was good enough for a pleasant run out. The little list of jobs just gets longer !
With the tide behind me and just the reefed mainsail exposed to the wind I set off to stretch my legs 7, 8 & 9 knots, the Solent had horses but no swell to speak of, this was easy. I had a chap I'd not seen before on the helm and obviously it was new to him, after a while he got the hang of it and I was no longer pointing 30 either side of the intended course. I passed a container vessel taking advantage of the reasonable conditions & coming into the Solent via the Needles, his wash was minimal against the wave pattern, although he was empty.
It must have been around lunchtime I suppose before the kettle went on and I had drawn level with Yarmouth, with tea drunk, I was brought about and headed against the last of the tide & a head wind. So close hauled and mid channel amongst a number of yachts that were keeping out of the tide I jogged up to around 5 knots, which seemed excessively slow compared to my run here. So my skipper hauled out 3/4's of the jib and soon I was well balanced and clocking 6.5 knots, easing past all around me. With the tide now turned I was gathering pace again - full jib and the large ketch in front was getting closer, I could also sail higher than her. 8, 8.5 even 9 knots again and by the time Egypt Point was coming up the Ketch had to tack and conceded second best in my virtual race.
I didn't alter course and passed the Medina allowing the car ferry to pass to stern of me and also my skipper was aware that the high speed Red Jet catamaran was due to come out. So by the time I'd dropped my sails and headed back to the Medina it was empty. The chain link clunked across in front & I reduced power and let the wind & tide brig me in. Turning back on to my remote pontoon, I gently came along side, pleased in the knowledge that full advantage had been taken of a beautiful sunny day.
Monday 7 November 2011
Thursday 20 October 2011
Buoy It's Busy
Hardly seems it - but a month has passed since I left Scotland to come down to Cowes. The weather has been wonderful and I hope friends I left behind haven't had too much rain - ha. The back drop might not quite be the same but you can see the history of ship building that turned this town in to the mecca of the sailing world. In fact I am opposite the only pre-WW1 hammerhead crane still in existence in the UK and it's almost home from home. Built in 1912 in Renfrew, Glasgow only a few miles from where I've just come, it was used to build warships of its time, in fact HMS Cavalier is currently in Chatham and the Polish destroyer ‘ORP Blyskawica’ is also preserved in Poland.
Boy is it busy, every day there are boats of all descriptions passing up & down the Medina River. The Red Funnel ferry's lands not far from me and I can see the quaint chain link ferry or floating bridge for want of another name.
Work has taken my skipper away at the moment but I know he's been going through secondary port calculations, why I don't know to be honest, may be thoughts of anchoring in Newtown or Wootton Creek without getting stuck. Newtown the old capital city of the Island is now a National Trust area so I'm told and remains unspoilt. Not untouched as signs of the original timber harbour wall are still visible, although barely recognisable as one, more a revetment but without a purpose. Despite the number of visitors it must get through its narrow entrance during the summer, it is a remote piece of the island, we will probably not share it or many similar places now with visitors until after April when the masses return following their winter hibernation. I have the ability to take advantage of crisp sunny weekends and already in a position to ease out into the Solent in search of that tranquil spot.
As always there is a list of 'things to do' for me, not quite as urgent as the replacement of my hull windows, but none the less be good to get done when the weather has made a stand or other commitments that prevent my crew from taking me out. The oil fired heating system has the wrong size ducts fitted, a factory fault at birth, that for some reason the factory has managed to shy away from. The clamps on the bottom of the mast need to be re tightened. Seems a simple job but the running rigging needs to be relaxed so that the top plate can be pulled back down to the deck without twisting, the reason for water seeping in. I'm sure the VHF speaker at the rear is a matter of something between the two mike's has been turned off or gone out of sync with each other. Still a simple electrical test will show what's happened to both external speakers on my port side. I may even get an inverter, so that the 'mains' system can be used even when shore power is not connected, the eight batteries I have will have a good flow between them but I may have to have an upgrade to the alternator at some point to keep things topped up.
It's a never ending list fortunately unlike wooden boats, I haven't got to worry about my skin and have varnish and other coverings to keep me looking cared for, just a good wash & occasional polish. Although I do need the rigging in the coach roof exposed to ease my pulleys under the covers and of course wash out the years of crud that has accumulated in there.
It certainly getting colder at nights, but nothing compared to the winters I've been through, so I have lots to look at whilst my crew look to their diaries for an opportunity. At least once a week if not more I get a visit to make sure I'm ok and a quick spruce up in side.
Boy is it busy, every day there are boats of all descriptions passing up & down the Medina River. The Red Funnel ferry's lands not far from me and I can see the quaint chain link ferry or floating bridge for want of another name.
Work has taken my skipper away at the moment but I know he's been going through secondary port calculations, why I don't know to be honest, may be thoughts of anchoring in Newtown or Wootton Creek without getting stuck. Newtown the old capital city of the Island is now a National Trust area so I'm told and remains unspoilt. Not untouched as signs of the original timber harbour wall are still visible, although barely recognisable as one, more a revetment but without a purpose. Despite the number of visitors it must get through its narrow entrance during the summer, it is a remote piece of the island, we will probably not share it or many similar places now with visitors until after April when the masses return following their winter hibernation. I have the ability to take advantage of crisp sunny weekends and already in a position to ease out into the Solent in search of that tranquil spot.
As always there is a list of 'things to do' for me, not quite as urgent as the replacement of my hull windows, but none the less be good to get done when the weather has made a stand or other commitments that prevent my crew from taking me out. The oil fired heating system has the wrong size ducts fitted, a factory fault at birth, that for some reason the factory has managed to shy away from. The clamps on the bottom of the mast need to be re tightened. Seems a simple job but the running rigging needs to be relaxed so that the top plate can be pulled back down to the deck without twisting, the reason for water seeping in. I'm sure the VHF speaker at the rear is a matter of something between the two mike's has been turned off or gone out of sync with each other. Still a simple electrical test will show what's happened to both external speakers on my port side. I may even get an inverter, so that the 'mains' system can be used even when shore power is not connected, the eight batteries I have will have a good flow between them but I may have to have an upgrade to the alternator at some point to keep things topped up.
It's a never ending list fortunately unlike wooden boats, I haven't got to worry about my skin and have varnish and other coverings to keep me looking cared for, just a good wash & occasional polish. Although I do need the rigging in the coach roof exposed to ease my pulleys under the covers and of course wash out the years of crud that has accumulated in there.
It certainly getting colder at nights, but nothing compared to the winters I've been through, so I have lots to look at whilst my crew look to their diaries for an opportunity. At least once a week if not more I get a visit to make sure I'm ok and a quick spruce up in side.
Friday 7 October 2011
Good Old Hanse
As you may recall, during my trip down the east coast of Ireland to Falmouth, a small matter of a loss of a port hole sometime before 0100 happened.
How it happened will never be known, speculation amongst my skipper is that, like the replaced panels on my coach roof, that buckled in the sun. The port side hull window, which also happened to be predominantly in the sun when it wasn't raining, may have also distorted. Due to the smaller size of the window this distortion may have only been slight but enough to crack the glued seal allowing water to seep in. This in turn froze during the harsh winters in Scotland acting further on the seal, opening it up some more.
Externally there were black streaks running down the hull, but this was not uncommon on all six of these windows, no other sign of impending failure at all.
So my skipper e-mailed Inspiration Marine (IM) the Hanse UK dealer in the Hamble, just over the Solent from where I am now. They have contacted the manufacturer who have instructed IM to inspect the remaining windows and if necessary take them out, clean up & re-glue with a more advanced modern material.
Hanse themselves have gone further & located a more traditional clamped window, which may be more of a safer solution for the windows in my master cabin as these tend to take the onslaught of mother nature more than any other. I'm not sure what they look like and my skipper has requested images so he can see.
So soon I'll be off to Hamble Point Marina, where I'll be worked on for a few days and hopefully return the confidence of my owners that I shall not allow the dolphins to pinch the window again !
Photo's of my new works will be posted or alternatively look on http://www.myhanse.com/forum_topics.asp?FID=13 and look for JonB's entry
How it happened will never be known, speculation amongst my skipper is that, like the replaced panels on my coach roof, that buckled in the sun. The port side hull window, which also happened to be predominantly in the sun when it wasn't raining, may have also distorted. Due to the smaller size of the window this distortion may have only been slight but enough to crack the glued seal allowing water to seep in. This in turn froze during the harsh winters in Scotland acting further on the seal, opening it up some more.
Externally there were black streaks running down the hull, but this was not uncommon on all six of these windows, no other sign of impending failure at all.
So my skipper e-mailed Inspiration Marine (IM) the Hanse UK dealer in the Hamble, just over the Solent from where I am now. They have contacted the manufacturer who have instructed IM to inspect the remaining windows and if necessary take them out, clean up & re-glue with a more advanced modern material.
Hanse themselves have gone further & located a more traditional clamped window, which may be more of a safer solution for the windows in my master cabin as these tend to take the onslaught of mother nature more than any other. I'm not sure what they look like and my skipper has requested images so he can see.
So soon I'll be off to Hamble Point Marina, where I'll be worked on for a few days and hopefully return the confidence of my owners that I shall not allow the dolphins to pinch the window again !
Photo's of my new works will be posted or alternatively look on http://www.myhanse.com/forum_topics.asp?FID=13 and look for JonB's entry
Sunday 2 October 2011
A place they call Home
Wow the temperature is really different down here. It's October & not that far away it's nearly 30c a record for this time of year ! Still this morning there was good old fog but that soon burnt off and the warm air I felt as we approached the island was entering the hatches once more & drying my insides out.
The passage from Weymouth gave one more chance to do what I do best & sail. Having left the old town at 1030, replacing my water pump first. I sailed at 8knots on the rhumb line to the next way point, keeping me away from Lulworth firing range, at this rate I'd reach the Needles around 1700. After lunch I was tacked over only to find that the wind & the angle was not great, so the engine went back on, shame, it had been a good run. Yet again though the windex played up and despite re-setting them to factory defaults it still didn't work properly. I can see another trip up the mast for my skipper, turning the vane slowly through two 360 degree motions to re-calibrate it.
Cowes was extremely busy, the warm weather had brought everyone out, no doubt a welcome injection of last minute income to the community. I passed all these lights & yachts I've not seen so many in one place, & taken up a river to find a place to stay. It got really shallow at one point but I swung round & came to on a remote pontoon, likely to be my home for a while.
So 787 nm, 250 lts of fuel, 13 days, 5 crew, 2 night passages, 1 crew change, I'm in Cowes
Now the adventures begin, just need to sort all the little jobs out first
Don't forget to revisit the blog to see photo's as they're added plus possibly more detail added to the routes
The passage from Weymouth gave one more chance to do what I do best & sail. Having left the old town at 1030, replacing my water pump first. I sailed at 8knots on the rhumb line to the next way point, keeping me away from Lulworth firing range, at this rate I'd reach the Needles around 1700. After lunch I was tacked over only to find that the wind & the angle was not great, so the engine went back on, shame, it had been a good run. Yet again though the windex played up and despite re-setting them to factory defaults it still didn't work properly. I can see another trip up the mast for my skipper, turning the vane slowly through two 360 degree motions to re-calibrate it.
Cowes was extremely busy, the warm weather had brought everyone out, no doubt a welcome injection of last minute income to the community. I passed all these lights & yachts I've not seen so many in one place, & taken up a river to find a place to stay. It got really shallow at one point but I swung round & came to on a remote pontoon, likely to be my home for a while.
So 787 nm, 250 lts of fuel, 13 days, 5 crew, 2 night passages, 1 crew change, I'm in Cowes
Now the adventures begin, just need to sort all the little jobs out first
Don't forget to revisit the blog to see photo's as they're added plus possibly more detail added to the routes
Saturday 1 October 2011
Nearly Home
Not that I've ever seen home before, but the last leg from Plymouth to Weymouth passed without incidence, mind you the southerly wind promised had far to much east in it also it had no strength either. Also with warm weather you just know that fog will not be far away & sure enough yet another morning to gain more familiarisation with the radar system. This all went with out a hitch I'm pleased to say.
So with no wind & what there was was light.
So radar on & creeping out of the bay, passing the 3 Polish warships that I had come across before in the Bristol channel the night before. My crew eye's peeled for lobster pots & other small vessels not able to be picked up on the radar, due to as they say 'being under the radar' & just too small to pick up. By 1000 the fog had burnt off but the wind remained devoid of strength & still on the nose. It wasn't till approaching Chisel beach that the wind picked up & the main was trimmed to add another 2 knots to the boat speed. Rounding Portland Bill in the dark, working out the navigational lights I got in tied up to a Sea Cadets vessel at 2030. So tomorrow another 80 mile sail to 'home'
So with no wind & what there was was light.
So radar on & creeping out of the bay, passing the 3 Polish warships that I had come across before in the Bristol channel the night before. My crew eye's peeled for lobster pots & other small vessels not able to be picked up on the radar, due to as they say 'being under the radar' & just too small to pick up. By 1000 the fog had burnt off but the wind remained devoid of strength & still on the nose. It wasn't till approaching Chisel beach that the wind picked up & the main was trimmed to add another 2 knots to the boat speed. Rounding Portland Bill in the dark, working out the navigational lights I got in tied up to a Sea Cadets vessel at 2030. So tomorrow another 80 mile sail to 'home'
Plymouth
Apparently it's Thursday, names of days no longer mean anything. Yet again having left Falmouth in fog, what wind there was, was on the nose, so another destination by engine. The fog did clear & the radar worked well at least something of me is, so that was good to see. The fog did clear leaving a beautiful sunny clear day, but no wind to speak of.
So some tidying was done and my crew caught up on sleep loss from previous days.
Again I saw the three Polish warships as I slipped in to the bay & the water level was such that the lock was open so straight in with E20 right in front, my day done. It was the turn of the crew to have a problem. Plymouth is not an easy place to get to by public transport on land & the roads are clogged too. So a crew member that had to leave had to wait till the morning. So crew down to three now but the Indian summer could be upon us see what tomorrow brings.
So some tidying was done and my crew caught up on sleep loss from previous days.
Again I saw the three Polish warships as I slipped in to the bay & the water level was such that the lock was open so straight in with E20 right in front, my day done. It was the turn of the crew to have a problem. Plymouth is not an easy place to get to by public transport on land & the roads are clogged too. So a crew member that had to leave had to wait till the morning. So crew down to three now but the Indian summer could be upon us see what tomorrow brings.
Monday 26 September 2011
Dun Leary to Penzance, Newlyn, no Falmouth
I left at 0930 in clear skies & little wind such a contrast to yesterdays weather, so currently motor sailing, tide behind for now SOG 8.3 kts. I'm to hug the Irish coast till I get close to Rosslare then start add east to the bearing. ETA Tuesday 1000 so till then.
Well what a passage that was ! Winds were a pleasant 3/4 but completely south not helpful when you are heading in that direction. So we motored sailed, I'd like to get the tidal gate around Lands End hopefully getting its full benefit & rounding the Lizard too. Things are not like that in reality and were soon to change !
Firstly the windex instruments started to give us some erroneous readings, wind was supposed to be on our beam, but blatantly not. Then they went off all together, but that was sorted after the wiring was chased from the mast, then a case of turning the instrument off & on again ! The GPS flickered on & off occasionally too more worryingly as charts covering Dublin to Cornwall were not available at this time of year. The fuel gauge then read a mere 17lts in my tank, although not easily to read when slamming against the waves on the nose. All these little things start to get annoying without knowing why or my skipper not understanding me fully. Worse was yet to come !
My crew were split in to two's & went in to 4 hour watches with the Skipper & Alex covering 2100- 0100 & 0500 - 0900. First night watch & with no improvement to in the wind, direction or speed it was looking like my crew would miss that tidal gate, still they had company as dolphins had arrived in numbers & played around my hull. A couple of them must have been hoodies, as they stole the port hole on the port side only discovered when my crew changed watch (0100). The use of a new unpacked pillow was quickly stuffed through the hole & lashed in side polythene bags stuffed in any remaining openings and all the wet clothes & pillow cases stuffed on top to weigh it down. Just how much water had entered will never be known.
Hasty repair made at 0120 approaching the Bristol Channel
photo'ed in the morning
Falmouth coast guard was contacted just to let them know that I had an issue, but that my crew had everything to hand. Three Polish warships in formation came on the radio and asked me to move over, which I obliged, although I believe they had plenty of sea space.
With the electrics flickering again, my skipper noticed on port tack water appearing through the boards. Removing a single seat on that side & with the floor up the bilge pump suction hose was quickly inserted. After about an hour & a half 95% of the sea water had been removed. Port tack lifted the port hole away from the water. This also improved the electrics & the fuel gauge came back with a figure my skipper had thought was in the tank. So now the engine went back on improving progress & enabling Falmouth to be achieved, where a better temporary repair could be made.
The issue at Falmouth was were could I go to of the two marinas tried one was full & the other was half full but the other half being dredged. The visitors pontoon was first come basis but only guaranteed for 1.5m in 2000. I was moored on a buoy till more water came in then headed to the fuel pontoon to take on 230 lts of diesel just 20 lts short of a full tank, those 20 had been added at sea from cans, when I gave a false reading of a mere 5lts in my tanks.
From there I was taken to the outside of the pontoon where I stayed for the night without grounding.
More permanent repair made in Falmouth, larger plate inside, with draft excluder & marine mastic around plate seen. No further water came in.
Old Falmouth Harbour
So today Thursday my crew wake up to Fog & at 1200 I slipped line & reversed out grounding on the sandy bottom only once before disappearing in the fog, creeping past black rock on my way to Plymouth for tonight's stop
Warm weather causes fog !
Well what a passage that was ! Winds were a pleasant 3/4 but completely south not helpful when you are heading in that direction. So we motored sailed, I'd like to get the tidal gate around Lands End hopefully getting its full benefit & rounding the Lizard too. Things are not like that in reality and were soon to change !
Firstly the windex instruments started to give us some erroneous readings, wind was supposed to be on our beam, but blatantly not. Then they went off all together, but that was sorted after the wiring was chased from the mast, then a case of turning the instrument off & on again ! The GPS flickered on & off occasionally too more worryingly as charts covering Dublin to Cornwall were not available at this time of year. The fuel gauge then read a mere 17lts in my tank, although not easily to read when slamming against the waves on the nose. All these little things start to get annoying without knowing why or my skipper not understanding me fully. Worse was yet to come !
Hasty repair made at 0120 approaching the Bristol Channel
photo'ed in the morning
Falmouth coast guard was contacted just to let them know that I had an issue, but that my crew had everything to hand. Three Polish warships in formation came on the radio and asked me to move over, which I obliged, although I believe they had plenty of sea space.
With the electrics flickering again, my skipper noticed on port tack water appearing through the boards. Removing a single seat on that side & with the floor up the bilge pump suction hose was quickly inserted. After about an hour & a half 95% of the sea water had been removed. Port tack lifted the port hole away from the water. This also improved the electrics & the fuel gauge came back with a figure my skipper had thought was in the tank. So now the engine went back on improving progress & enabling Falmouth to be achieved, where a better temporary repair could be made.
The issue at Falmouth was were could I go to of the two marinas tried one was full & the other was half full but the other half being dredged. The visitors pontoon was first come basis but only guaranteed for 1.5m in 2000. I was moored on a buoy till more water came in then headed to the fuel pontoon to take on 230 lts of diesel just 20 lts short of a full tank, those 20 had been added at sea from cans, when I gave a false reading of a mere 5lts in my tanks.
From there I was taken to the outside of the pontoon where I stayed for the night without grounding.
More permanent repair made in Falmouth, larger plate inside, with draft excluder & marine mastic around plate seen. No further water came in.
So today Thursday my crew wake up to Fog & at 1200 I slipped line & reversed out grounding on the sandy bottom only once before disappearing in the fog, creeping past black rock on my way to Plymouth for tonight's stop
Saturday 24 September 2011
Dublin
Well a few days rest, a change of crew & today Sunday the plan is to set off to Kilmore Quay. Wind appears as though it again will be on the nose so a slow passage & a late finish, so the plan may now be to get a better point of sail, put some east in to the compass & head for Cornwall.
Still it's no yet dawn & the winds whistling in the rigging at the moment, so I'll keep you posted as the events unfold
Well much procrastination this morning, the wind in the rigging & an in shore forecast predicting F5-6 with occasional 7 for the morning easing at night, threw the game plan in the air. However a healthy breakfast of fresh mackerel, caught & given to the crew by a friendly local, was filleted & pan fried by my skipper & a plan B was thrashed out. To get the tidal gate round Lands End some 30 hours away, it was agreed that another day in Dun laoghaire (Dun Leary) a good nights rest & a 0900 start tomorrow (Monday) would be order of the day. It also meant that the weather should ease too.
So no visit to Kilmore Quay & the trump card allowing a day in case of bad weather has been played.
Still it's no yet dawn & the winds whistling in the rigging at the moment, so I'll keep you posted as the events unfold
Well much procrastination this morning, the wind in the rigging & an in shore forecast predicting F5-6 with occasional 7 for the morning easing at night, threw the game plan in the air. However a healthy breakfast of fresh mackerel, caught & given to the crew by a friendly local, was filleted & pan fried by my skipper & a plan B was thrashed out. To get the tidal gate round Lands End some 30 hours away, it was agreed that another day in Dun laoghaire (Dun Leary) a good nights rest & a 0900 start tomorrow (Monday) would be order of the day. It also meant that the weather should ease too.
So no visit to Kilmore Quay & the trump card allowing a day in case of bad weather has been played.
Thursday 22 September 2011
Douglas to Dublin - A sail of three halves
We left with an F5 coming from where I want to go & a sea state that was still disturbed from the previous days gale. Choice was to close haul back in to the island or head for Wales ! Not much of a choice I now but we picked Wales & headed south.
The previous day showed my crew what I was capable of, despite their best efforts to the contrary, soon Anglesea appeared on the horizon, in fact it was the only thing that appeared on the horizon all day ! Frightened of the prospect of actually reaching Wales, we tacked. This was not an easy tack, speed dropped waves knocked what little speed I had & we were heading with more north than I wanted.
Eventually spotting that the topping lift had decided to become part of my trim set, it was dumped which improved things , but not much. Another tack south soon brought our speed back up & when almost east of Dublin we tacked again.
By now as predicted the wind dropped & backed round to the south, this poor tack soon improved with the introduction of full sails, 20 knots of apparent wind & I was steered west with a tad of south.
Seeing land is one thing, getting there is another & with the wind dropping & the clock the only constant in this environment, we motored the last 15nm into Dun Laoghaire (Dun Leary).
Trying to spot the lights of the harbour entrance is not always as easy as you'd expect and these were no exception. Finally I get in & if I had a hand brake my skipper would have used it to get me in.
The previous day showed my crew what I was capable of, despite their best efforts to the contrary, soon Anglesea appeared on the horizon, in fact it was the only thing that appeared on the horizon all day ! Frightened of the prospect of actually reaching Wales, we tacked. This was not an easy tack, speed dropped waves knocked what little speed I had & we were heading with more north than I wanted.
Eventually spotting that the topping lift had decided to become part of my trim set, it was dumped which improved things , but not much. Another tack south soon brought our speed back up & when almost east of Dublin we tacked again.
By now as predicted the wind dropped & backed round to the south, this poor tack soon improved with the introduction of full sails, 20 knots of apparent wind & I was steered west with a tad of south.
Seeing land is one thing, getting there is another & with the wind dropping & the clock the only constant in this environment, we motored the last 15nm into Dun Laoghaire (Dun Leary).
Trying to spot the lights of the harbour entrance is not always as easy as you'd expect and these were no exception. Finally I get in & if I had a hand brake my skipper would have used it to get me in.
Wednesday 21 September 2011
Douglas, Wednesday
You can tell you're heading south as this morning there's little or no condensation in the master cabin ! Yesterday I had open sea from Belfast to the Isle of Man & with a single reef but full Jenny, set for a beam reach, I clocked up 65nm in 8hrs, with a maximum boat speed of 11.2knots. Although once over the sand banks on the other side, it became obvious that my next way point was unobtainable directly by sail. Having got in front of a fleet of synchronised line trawlers, I headed on a close reach away from the island. The sea changed from continuous swell to one of short choppy waves
I punched on out but as the wind gusted to 27knots apparent across the decks the Jenny was rolled in & we tacked back to relative shelter the island might give. This tack was a poor one & gave me very little gain to Douglas. So just before the lea of the land I was tacked back out to once again see the town of Douglas in the bay. This time I kept going until my skipper felt the next tack would take us into the bay. With sails down we stayed out in the bay whilst a ferry came in & waited further instruction from the Harbour Master. I am too a deep a draught to go into the marina which is only open 2hrs either side of high water. So I moored up on a floating pontoon on Battery Wall, a bit industrial & noisy, but safe & out of the way !
My crew has spent the day in museums and provisioning for the trip to Dublin & some R&R in a pub on the quay !
Forecast is suggesting easing winds throughout the day, still we wait and see on that front !
I punched on out but as the wind gusted to 27knots apparent across the decks the Jenny was rolled in & we tacked back to relative shelter the island might give. This tack was a poor one & gave me very little gain to Douglas. So just before the lea of the land I was tacked back out to once again see the town of Douglas in the bay. This time I kept going until my skipper felt the next tack would take us into the bay. With sails down we stayed out in the bay whilst a ferry came in & waited further instruction from the Harbour Master. I am too a deep a draught to go into the marina which is only open 2hrs either side of high water. So I moored up on a floating pontoon on Battery Wall, a bit industrial & noisy, but safe & out of the way !
My crew has spent the day in museums and provisioning for the trip to Dublin & some R&R in a pub on the quay !
Forecast is suggesting easing winds throughout the day, still we wait and see on that front !
Monday 19 September 2011
Monday Mooring
Monday 19th & the crew Jon, Alex & Mick are waking up to a grey sky in Bangor. I had a cracking day yesterday, leaving what has been my home for the last four years at 0700 in still air but blue skies Thankfully the crew opened out my sail & emptied gallons of water from within the sail bag, at least I could dry my main. We motor sailed 1500 rpm at 7knots for a while, where was this F3-4 the Metoffice had been saying since 0100 including a F6 later (up to 25 knots). Again passing Arran & just after lunch the wind came NW as predicted at 15 knots, the engine was off. The auto pilot took over from Mick & a course was set direct to Bangor
As discussed by the crew on leaving the relatively calm waters of the Clyde & the protection of the Kintyre peninsula the sea state changed to become a rolling one with 23 knots of wind, now was later. The Mull of Kintyre & Ireland now covered in a misty haze, I was in the Irish sea no longer did my radio have the sound of the Clyde coast guard but an Irish one. A single reef was put in & I cruised along at 7-8 knots with jenny away. Eta was due for 2000 which is just as dusk turns to darkness & Belfast Lough was relatively quite, although the ship at anchor as observed by mick, past to stern !
Alsa Criag
We arrived at 2030, Bangor like Inverkip has a very narrow entrance & we moored up on the hammer head of the first short pontoon not an easy manoeuvre but if boats had hand brakes then that's how Jon would've parked me. Stopping some 10 feet from the pontoon & allowing the wind to blow me on, job done !
As discussed by the crew on leaving the relatively calm waters of the Clyde & the protection of the Kintyre peninsula the sea state changed to become a rolling one with 23 knots of wind, now was later. The Mull of Kintyre & Ireland now covered in a misty haze, I was in the Irish sea no longer did my radio have the sound of the Clyde coast guard but an Irish one. A single reef was put in & I cruised along at 7-8 knots with jenny away. Eta was due for 2000 which is just as dusk turns to darkness & Belfast Lough was relatively quite, although the ship at anchor as observed by mick, past to stern !
Alsa Criag
We arrived at 2030, Bangor like Inverkip has a very narrow entrance & we moored up on the hammer head of the first short pontoon not an easy manoeuvre but if boats had hand brakes then that's how Jon would've parked me. Stopping some 10 feet from the pontoon & allowing the wind to blow me on, job done !
Wednesday 14 September 2011
Short Crew
Well with only days to go the storm force winds from the hurricane from America has passed, but as always a new problem arrives on the horizon. Whilst I can be sailed short handed another crew member has dropped out in the first week this time That leaves 3 to get me to Dublin. Not a problem but leaves plenty of space.
So will keep you posted of their progress
So will keep you posted of their progress
Friday 9 September 2011
Not long now
Well it's a week to the day that my owners will be back to prepare me for my new world, a new adventure, a new chapter. Sunday 18th I 'll be leaving this pontoon that's been my life for so long and heading to Cowes on the Isle of Wight. Cowes doesn't sound very nice, but I understand it is quite a famous area for the sailing world, still should meet lots of new faces.
There's been a lot of press about the state of stop cocks and materials used in their manufacturer, so I know that my skipper will be thoroughly inspecting all of mine. I don't mind he did it last time and sprayed some stuff on them as I am still stiff in places, lack of use is what I put it down to. Am sure he has a list of things to check before he's happy to slip and head south.
Whilst I sit here waiting to get going, I hope that behind the scenes things are going on, whether passage planning or provisioning or even buying parts or pieces that makes me more homely inside. Either way I can't wait to get going. I believe I've only got my owners & two crew members for each week, that'll make for a pleasant cruise for them, I do hope the weather is good to them, it has been diabolical up here recently.
I understand that my new owners came across a sperm whale whilst on the Fastnet, lets hope that there's lots of interesting things to see for me too !
There's been a lot of press about the state of stop cocks and materials used in their manufacturer, so I know that my skipper will be thoroughly inspecting all of mine. I don't mind he did it last time and sprayed some stuff on them as I am still stiff in places, lack of use is what I put it down to. Am sure he has a list of things to check before he's happy to slip and head south.
Whilst I sit here waiting to get going, I hope that behind the scenes things are going on, whether passage planning or provisioning or even buying parts or pieces that makes me more homely inside. Either way I can't wait to get going. I believe I've only got my owners & two crew members for each week, that'll make for a pleasant cruise for them, I do hope the weather is good to them, it has been diabolical up here recently.
I understand that my new owners came across a sperm whale whilst on the Fastnet, lets hope that there's lots of interesting things to see for me too !
Thursday 28 July 2011
Ta ta Scotland
I've learnt recently that I'm leaving. I heard people on board saying that my new owners are going to move me to Cowes, apparently it's slightly warmer most of the time and probably drier too.
Not only will I look forward to that, but that I'll have company, often. Rather than watching others come & go with their owners on board, mine will not be far away and I can visit places new to me most weekends ! A passage plan has been drawn up and is currently being worked through to finalise as much detail as is possible, but already I'm excited.
I leave my home for the past 4 years and pass all the familiar islands down the Clyde and push on to Belfast, well Bangor actually
just upstream enabling my crew to visit whilst I take a rest. Then when they’ve had their fill of the culture, I’m heading to Douglas on the Isle of Man and looking forward to showing off in the harbour there. Apparently there’s a bridge which will have to be lifted to let me in !
From there I’m to head to another city in Ireland, Dublin, well again just outside in a marina called Dun Laoghaire, but close enough to catch the fast transport directly into town. In here I have two days to rest and will be prepared for yet more travel south, hope I have enough sun cream ! Apparently there’s a crew change, two are returning to their homes and I’m to take on board four more. I’m to hug the east coast just passed Wexford to Kilmore Quay in a quieter spot away from the Holyhead to Rosslare ferry’s and the traffic separation zone close by. Don’t think I’ve ever seen one of those !
From here there’s a long, well for me, 28-30 hour crossing of the Celtic Sea, taking me round Lands End to Penzance. My knowledge of this place is where pirates came from, I heard in the news they’ve since moved now thank goodness. From here I’m to go to Plymouth Weymouth and then to my new home at Cowes. Two whole weeks of exploring, I’m so looking forward to this !
Not only will I look forward to that, but that I'll have company, often. Rather than watching others come & go with their owners on board, mine will not be far away and I can visit places new to me most weekends ! A passage plan has been drawn up and is currently being worked through to finalise as much detail as is possible, but already I'm excited.
I leave my home for the past 4 years and pass all the familiar islands down the Clyde and push on to Belfast, well Bangor actually
just upstream enabling my crew to visit whilst I take a rest. Then when they’ve had their fill of the culture, I’m heading to Douglas on the Isle of Man and looking forward to showing off in the harbour there. Apparently there’s a bridge which will have to be lifted to let me in !
From there I’m to head to another city in Ireland, Dublin, well again just outside in a marina called Dun Laoghaire, but close enough to catch the fast transport directly into town. In here I have two days to rest and will be prepared for yet more travel south, hope I have enough sun cream ! Apparently there’s a crew change, two are returning to their homes and I’m to take on board four more. I’m to hug the east coast just passed Wexford to Kilmore Quay in a quieter spot away from the Holyhead to Rosslare ferry’s and the traffic separation zone close by. Don’t think I’ve ever seen one of those !
From here there’s a long, well for me, 28-30 hour crossing of the Celtic Sea, taking me round Lands End to Penzance. My knowledge of this place is where pirates came from, I heard in the news they’ve since moved now thank goodness. From here I’m to go to Plymouth Weymouth and then to my new home at Cowes. Two whole weeks of exploring, I’m so looking forward to this !
Tuesday 5 July 2011
Enterprise
Is a J class yacht, designed by Starling Burgess for Harold S Vanederbilt in 1930, to successfully defend the America's cup. The hull was double skinned, and she had a duralimun mast 16'2" long and made with about 80,000-100,000 rivets. One crew member's job was to keep the mast repaired. The mast weighed 4,000lbs. These boats were very expensive and carried huge crews
Friday 17 June 2011
Scotland II
The 10th June saw my new owners arrive with a friend. Dasha she is apparently called. What a shame, they didn't turn up with any key's! A frantic phone call to the marina office didn't much help either. Soon, though, a way to get in was worked out and in they came. After much nattering, the boxes followed and more gear was unpacked.
In one of the consignments was a wooden box from Eire, from Reggie Goodbody to be precise. He carves wood and had been commissioned by my new owners to produce Enterprise a classic lined racing yacht as seen here and listed above:-
With all the bits & pieces stowed some provisioning done a meal at the Chart Room was called for. A plan to sail to Lamlash on the eastern side of the Island of Arran had been mulling over in my skipper's head and on Saturday morning having listened to the weather forecast, lines were cast and off I went.
The weather was better than had been suggested the previous day, a steady 15kts of wind and 7kts of boat speed. Much better than running my Lanmar engine all day which was believed to be the probable case the day before. The rest of the country was covered in rain and a new front was whisking it's way up from Cornwall, so rain was due, as was the wind, at some point during the weekend.
Lunch was delayed - not due to any issues but just because time passed as did the miles. In fact lunch was prepared & served as the wind dropped.
My skipper, never quite satisfied, went in search. He soon found the breeze and with half a roll in one hand opted to ease the main to help the girls pack away before anything was spilt. I'm not sure whether the speed at which I had got here had fooled my skipper but we soon bore away and sailed between the Holy Island & Arran. With much information coming via his Blackberry from a colleague, he opted to anchor on the Holy Island side, protecting his night's sleep from the prevailing wind.
However this was not to be as the island rises sharply out of the sea bed and the length of chain required to give a decent purchase meant it was possible for me to swing onto the rocks should the wind change during the night. A shout called to abandon this and head to a mooring buoy at Lamlash it may be a bit uncomfortable but safer. Prior to that on swinging into the wind to lower the main, the starboard side lazy jack that had been quietly chaffing at the spreader gave way with the resultant yards of sail spilling onto the deck.
The white dot on the fore shore was the anchor spot.
Lamlash, where a fee of £10 was paid for the security of a buoy.
With the skipper donning the bosun's chair and a lift up the mast, the lazy jack was temporarily repaired.
Skies brightening it was decided to board the dinghy and head for shore. The ferry master, who also takes people over to the Holy Island, was found sitting in his shed and was duly paid the mooring fee, a cast of his eye & a quick weather prediction meant we could be in for a restful night. A local hostillery was suggested but when visited appeared full ! So a short walk up the road brought my crew to a second resting place.
Sun sets 2230 at Lamlash
With a fair run back it was decided a 1030 start would be reasonable but on rounding the bottom of Arran in glorious sunshine the wind died. Knowing that rain was forecast for later, most had to be made of the current conditions and I passed a boat of fisherman whilst lunch was being prepared . Twenty minutes was allotted before my Lanmar would assist in my passage back. In fact 25 mins and the wind picked up for a while & vanished again. With the engine running, a course was set to the western side of the channel, out of the possible wind shadow of Arran. This soon worked and the wind speed rose 10kts, 15kts even 20 kts, T shirts were soon covered by fleeces and then by oiley's. By 1630 a reef was tucked in. By 1730 it was lashing it down with rain and with up to 30kts of wind the jenny was halved and the dinghy on it's davits was catching the odd wave from under me, causing it to swing on it's tethers. By 1800 visibility was poor and a local car ferry to Arran kindly waited for me to pass in front before giving me a wide berth to my starboard side, what the people on board must have thought about me & my crew at the time.
It was soon after that the dinghy caught a wave and pulled a tether off. With it singing wildly in the wind it spat out two of the four floor boards and unbeknown to us all, took the ensign & pole with it. Having lowered it into the water and tethered on a new line the dingy was towed. Panic averted.
My crew played with the jenny as winds would drop then rise again, as squall's rolled in one after the other. I was making progress though 5, 6, 7 knots over the ground but the northerly tack was not good and I was being knocked back more southerly than hoped. With light now fading fast, my crew battled on. Carrying a full set of oiley's
Through the murk the lights of the chimney to the Wymess Bay power station could be seen and long tacks across the Clyde was essential to make progress. At one point my skipper had to kill all boat speed to swing my nose behind a port buoy before colliding with it, such was the changes to the angle of the wind.
Sailing in heavy weather is one thing, getting back on to a pontoon is another. Like flying, the bit between A to B is easy its the landing & taking off that can kill you! In this case, it is easy to damage something or somebody in these conditions.
At 0030 the main was down and under motor heading would could best be described into nothingness. Inverkip has a narrow entrance, but my crew are getting a routine together, my skipper will over see and guide Alex in, she in turn has my controls. There must be a hundred last minute thoughts, checks and observations before the last command to reverse is shouted then he leaps with warps in hand in the belief he's got this one right too. With mid-ships secured first, bow & aft lines are soon attached, I'm secure. My crew their trousers now blown dry, can almost smile at the thought of being warm again.
At 0130, every one's too tired for a hot drink let alone the prospect of food the last meal being lunch. I know my skipper's mind is now recalling all of the day's events, information, and occurrences. He may not sleep mentally but am sure his body will soon lavish the cover of the duvet.
Later that day saw their guest head back to London and my crew organise themselves to undertake tasks they had intended upon and repairs they had not. The skipper on several occasions went up and down the mast to sort out the lazy jack system on both sides. With a trip to the top to turn the fins of the Windex moved by recent storms.
Tuesday was also a day of bit's and pieces. It's not always necessary to be healing over at 45 degrees to enjoy sailing, just being on board gives a sense of satisfaction.
Alsa Criag from a distance :-
Holy Island :-
The crew having been put through its paces, look forward to bring me south - next up date from 17th September
In one of the consignments was a wooden box from Eire, from Reggie Goodbody to be precise. He carves wood and had been commissioned by my new owners to produce Enterprise a classic lined racing yacht as seen here and listed above:-
With all the bits & pieces stowed some provisioning done a meal at the Chart Room was called for. A plan to sail to Lamlash on the eastern side of the Island of Arran had been mulling over in my skipper's head and on Saturday morning having listened to the weather forecast, lines were cast and off I went.
The weather was better than had been suggested the previous day, a steady 15kts of wind and 7kts of boat speed. Much better than running my Lanmar engine all day which was believed to be the probable case the day before. The rest of the country was covered in rain and a new front was whisking it's way up from Cornwall, so rain was due, as was the wind, at some point during the weekend.
Lunch was delayed - not due to any issues but just because time passed as did the miles. In fact lunch was prepared & served as the wind dropped.
My skipper, never quite satisfied, went in search. He soon found the breeze and with half a roll in one hand opted to ease the main to help the girls pack away before anything was spilt. I'm not sure whether the speed at which I had got here had fooled my skipper but we soon bore away and sailed between the Holy Island & Arran. With much information coming via his Blackberry from a colleague, he opted to anchor on the Holy Island side, protecting his night's sleep from the prevailing wind.
However this was not to be as the island rises sharply out of the sea bed and the length of chain required to give a decent purchase meant it was possible for me to swing onto the rocks should the wind change during the night. A shout called to abandon this and head to a mooring buoy at Lamlash it may be a bit uncomfortable but safer. Prior to that on swinging into the wind to lower the main, the starboard side lazy jack that had been quietly chaffing at the spreader gave way with the resultant yards of sail spilling onto the deck.
The white dot on the fore shore was the anchor spot.
Lamlash, where a fee of £10 was paid for the security of a buoy.
With the skipper donning the bosun's chair and a lift up the mast, the lazy jack was temporarily repaired.
Skies brightening it was decided to board the dinghy and head for shore. The ferry master, who also takes people over to the Holy Island, was found sitting in his shed and was duly paid the mooring fee, a cast of his eye & a quick weather prediction meant we could be in for a restful night. A local hostillery was suggested but when visited appeared full ! So a short walk up the road brought my crew to a second resting place.
Sun sets 2230 at Lamlash
With a fair run back it was decided a 1030 start would be reasonable but on rounding the bottom of Arran in glorious sunshine the wind died. Knowing that rain was forecast for later, most had to be made of the current conditions and I passed a boat of fisherman whilst lunch was being prepared . Twenty minutes was allotted before my Lanmar would assist in my passage back. In fact 25 mins and the wind picked up for a while & vanished again. With the engine running, a course was set to the western side of the channel, out of the possible wind shadow of Arran. This soon worked and the wind speed rose 10kts, 15kts even 20 kts, T shirts were soon covered by fleeces and then by oiley's. By 1630 a reef was tucked in. By 1730 it was lashing it down with rain and with up to 30kts of wind the jenny was halved and the dinghy on it's davits was catching the odd wave from under me, causing it to swing on it's tethers. By 1800 visibility was poor and a local car ferry to Arran kindly waited for me to pass in front before giving me a wide berth to my starboard side, what the people on board must have thought about me & my crew at the time.
It was soon after that the dinghy caught a wave and pulled a tether off. With it singing wildly in the wind it spat out two of the four floor boards and unbeknown to us all, took the ensign & pole with it. Having lowered it into the water and tethered on a new line the dingy was towed. Panic averted.
My crew played with the jenny as winds would drop then rise again, as squall's rolled in one after the other. I was making progress though 5, 6, 7 knots over the ground but the northerly tack was not good and I was being knocked back more southerly than hoped. With light now fading fast, my crew battled on. Carrying a full set of oiley's
Through the murk the lights of the chimney to the Wymess Bay power station could be seen and long tacks across the Clyde was essential to make progress. At one point my skipper had to kill all boat speed to swing my nose behind a port buoy before colliding with it, such was the changes to the angle of the wind.
Sailing in heavy weather is one thing, getting back on to a pontoon is another. Like flying, the bit between A to B is easy its the landing & taking off that can kill you! In this case, it is easy to damage something or somebody in these conditions.
At 0030 the main was down and under motor heading would could best be described into nothingness. Inverkip has a narrow entrance, but my crew are getting a routine together, my skipper will over see and guide Alex in, she in turn has my controls. There must be a hundred last minute thoughts, checks and observations before the last command to reverse is shouted then he leaps with warps in hand in the belief he's got this one right too. With mid-ships secured first, bow & aft lines are soon attached, I'm secure. My crew their trousers now blown dry, can almost smile at the thought of being warm again.
At 0130, every one's too tired for a hot drink let alone the prospect of food the last meal being lunch. I know my skipper's mind is now recalling all of the day's events, information, and occurrences. He may not sleep mentally but am sure his body will soon lavish the cover of the duvet.
Later that day saw their guest head back to London and my crew organise themselves to undertake tasks they had intended upon and repairs they had not. The skipper on several occasions went up and down the mast to sort out the lazy jack system on both sides. With a trip to the top to turn the fins of the Windex moved by recent storms.
Tuesday was also a day of bit's and pieces. It's not always necessary to be healing over at 45 degrees to enjoy sailing, just being on board gives a sense of satisfaction.
Alsa Criag from a distance :-
Holy Island :-
The crew having been put through its paces, look forward to bring me south - next up date from 17th September
Friday 29 April 2011
Easter - Scotland 1
Labelled as the great get away, more so this year, as the Royal Wedding shortened the week following Easter as an extra holiday was declared on the Friday ! Transport as usual on these ocassions was pants, but then it always is when trying to get to Scotland. Flybe go direct from Southampton, but the cost is uneconomic for the crew's frequent trips.
On every journey, there's always been some kind of issue. This one saw major works to the rail network in the Southampton area, so it was by bus that the crew arrived at Airport Parkway, to catch the train to Clapham Junction & back down to Gatwick, some hour & half after seeing the Flybe aircraft sitting on the concrete.
So Friday was lost to travel and provisioning from a nearby supermarket local. Later a beverage in the Chart Room, together with another stunning meal, had the crew fed & watered.
Saturday and the sun was fast dissappearing. The passage plan to Cambletown and on to Port Ellen on Islay just had to go. The forecasters were predicting F7 with the Mull of Kintyre moderate to rough, not the best of time to get to know me. Soon pehaps, but not this time. A revised schedule was then to take them up to Carrick Castle. My new owners had been in touch previously with the sailing club there and paid an outstanding fine of £10, which is the charge for mooring on a visitors buoy. Something that is quite common in Scotland.
With me teathered to a buoy, it was time to get the rubber dingy out, now wasn't the time to find out that it had perished or had worst still a hole. Everything was fine, even the Yamaha outboard fired into life without much effort. So with spare fuel, radio & even oars, the skipper went along the shore line to find a place to land as what appeared to be a hotel could be a place for more Scottish hospitality later.
This was not to be. Having spent an evening in one of the committee members houses with other members turning up to see my crew, it was discovered that the building had been converted into flats. The castle had had the top floor converted into a house with no toilets - some house ! One can only assume that that the public toilets nearby were to a higher than normal standard ! After a wee dram of single malt & heads full of places to visit, the crew headed back for dinner. The skipper having learnt from past experience had put the anchor & subtle saloon lights on so I could be found in the otherwise black & still night.
Sunday, saw me head back past the facility where nuclear war heads are transferred to submarines. This time no high speed rib making sure I didn't get too close. In fact the whole ridge, was probably hollow as a similar facility was in the Loch on the other side. With that & a fuel storage area further up the Loch, this tranquil & picturesque area has a very dark side. Wind came & went, east to west, depending on the valley's aspect.
I was directed towards Rothesay, where the Wemyss Bay ferry calls for the Islanders of Bute. Unfortunately the harbour master wouldn't let me in, only 2.0m of depth he said. I spun round & headed to the middle of the Clyde only for the wind to dissapear again. Largs looked a likely port of call, but with no wind I was pointed back to Kip. Having been secured on my pontoon, the crew went off to Inverkip Hotel, a building that seems to be a right of passage for my new owners, who stayed here on their visits to come up & see me whilst concidering my fate.
Monday & back out into the Firth of Clyde & may be a visit to Lamlash, as it appeared that the weather on the other side of the Island of Bute meant that a run up the Kyles could be a wet one. Whilst the sun tried and the dark clouds kept to the north west, the wind had been taken away again and I drifted again around Skelmorie's bank, the site where the nuclear submarine ran aground. With 8.0m of water beneath me, lunch was served. Having observed four passages of the Rothesay ferries, time came to call it a day. Lamlash was never going to happen & even Largs was highly unlikely.
Having spun through 180 degrees the crew found wind and somehow plenty of it. Close hauled other yachts could only watch as the speed transducer was climbing 6, 7, 8 knots, 30 degrees off the wind. SOG was 7.5 knots and easily obtained with a little effort trimming my sails. I headed up to the Holy Loch and we tacked all the way to the end, then gybed round and headed back. Six knots in 7 knots of wind - this was easy.
Tuesday was a day of rest for me. A few house keeping jobs needed doing: the shore power decided to stop and that tunrned out to be a disconnected neutral wire. The issue that couldn't be resolved was the diesel fired heater, which just wouldn't heat the master cabin. Despite blanking off the saloon it just wouldn't work. Even the holding tank in the saloon heads decided to set a task for my new owners. However the skipper donned on a pair of rubber gloves & like the little Dutch boy with a fettish stuck his finger in the tank's air vent, whilst Alex pumped. With a sudden burst, a cloud blew out of the port side and drifted across the marina. Luckily there were no yachts on that side - job done !
Wednesday, after putting the rubber dingy away a wash & brush up, another long trip home for my crew.
Have a look at the pictures !
On every journey, there's always been some kind of issue. This one saw major works to the rail network in the Southampton area, so it was by bus that the crew arrived at Airport Parkway, to catch the train to Clapham Junction & back down to Gatwick, some hour & half after seeing the Flybe aircraft sitting on the concrete.
So Friday was lost to travel and provisioning from a nearby supermarket local. Later a beverage in the Chart Room, together with another stunning meal, had the crew fed & watered.
Saturday and the sun was fast dissappearing. The passage plan to Cambletown and on to Port Ellen on Islay just had to go. The forecasters were predicting F7 with the Mull of Kintyre moderate to rough, not the best of time to get to know me. Soon pehaps, but not this time. A revised schedule was then to take them up to Carrick Castle. My new owners had been in touch previously with the sailing club there and paid an outstanding fine of £10, which is the charge for mooring on a visitors buoy. Something that is quite common in Scotland.
With me teathered to a buoy, it was time to get the rubber dingy out, now wasn't the time to find out that it had perished or had worst still a hole. Everything was fine, even the Yamaha outboard fired into life without much effort. So with spare fuel, radio & even oars, the skipper went along the shore line to find a place to land as what appeared to be a hotel could be a place for more Scottish hospitality later.
This was not to be. Having spent an evening in one of the committee members houses with other members turning up to see my crew, it was discovered that the building had been converted into flats. The castle had had the top floor converted into a house with no toilets - some house ! One can only assume that that the public toilets nearby were to a higher than normal standard ! After a wee dram of single malt & heads full of places to visit, the crew headed back for dinner. The skipper having learnt from past experience had put the anchor & subtle saloon lights on so I could be found in the otherwise black & still night.
Sunday, saw me head back past the facility where nuclear war heads are transferred to submarines. This time no high speed rib making sure I didn't get too close. In fact the whole ridge, was probably hollow as a similar facility was in the Loch on the other side. With that & a fuel storage area further up the Loch, this tranquil & picturesque area has a very dark side. Wind came & went, east to west, depending on the valley's aspect.
I was directed towards Rothesay, where the Wemyss Bay ferry calls for the Islanders of Bute. Unfortunately the harbour master wouldn't let me in, only 2.0m of depth he said. I spun round & headed to the middle of the Clyde only for the wind to dissapear again. Largs looked a likely port of call, but with no wind I was pointed back to Kip. Having been secured on my pontoon, the crew went off to Inverkip Hotel, a building that seems to be a right of passage for my new owners, who stayed here on their visits to come up & see me whilst concidering my fate.
Monday & back out into the Firth of Clyde & may be a visit to Lamlash, as it appeared that the weather on the other side of the Island of Bute meant that a run up the Kyles could be a wet one. Whilst the sun tried and the dark clouds kept to the north west, the wind had been taken away again and I drifted again around Skelmorie's bank, the site where the nuclear submarine ran aground. With 8.0m of water beneath me, lunch was served. Having observed four passages of the Rothesay ferries, time came to call it a day. Lamlash was never going to happen & even Largs was highly unlikely.
Having spun through 180 degrees the crew found wind and somehow plenty of it. Close hauled other yachts could only watch as the speed transducer was climbing 6, 7, 8 knots, 30 degrees off the wind. SOG was 7.5 knots and easily obtained with a little effort trimming my sails. I headed up to the Holy Loch and we tacked all the way to the end, then gybed round and headed back. Six knots in 7 knots of wind - this was easy.
Tuesday was a day of rest for me. A few house keeping jobs needed doing: the shore power decided to stop and that tunrned out to be a disconnected neutral wire. The issue that couldn't be resolved was the diesel fired heater, which just wouldn't heat the master cabin. Despite blanking off the saloon it just wouldn't work. Even the holding tank in the saloon heads decided to set a task for my new owners. However the skipper donned on a pair of rubber gloves & like the little Dutch boy with a fettish stuck his finger in the tank's air vent, whilst Alex pumped. With a sudden burst, a cloud blew out of the port side and drifted across the marina. Luckily there were no yachts on that side - job done !
Wednesday, after putting the rubber dingy away a wash & brush up, another long trip home for my crew.
Have a look at the pictures !
Wednesday 30 March 2011
Maiden Voyage
Saturday 26th March saw Alex take Norse King out of Inverkip marina, where he is currently moored and recently bought.
His maiden voyage, with his new owners was a windless experience, but gave them chance to reef down without worry or concern and learn what would be the process when short sailing. With the sun out & no wind, drifting was the order of the day, so the kettle went on and lunch prepared.
Eventually boredom set in, so following the light lunch, the gentle purr of the Yanmar engine broke the silence and gently pushed him down stream at 4.5 knots. A school of Porpoises broke surface, so once again Norse King drifted, but they showed no interest in us and disappeared.
With the no prospect of any wind, he was returned to the Marina, with two very happy crew on board.
His maiden voyage, with his new owners was a windless experience, but gave them chance to reef down without worry or concern and learn what would be the process when short sailing. With the sun out & no wind, drifting was the order of the day, so the kettle went on and lunch prepared.
Eventually boredom set in, so following the light lunch, the gentle purr of the Yanmar engine broke the silence and gently pushed him down stream at 4.5 knots. A school of Porpoises broke surface, so once again Norse King drifted, but they showed no interest in us and disappeared.
With the no prospect of any wind, he was returned to the Marina, with two very happy crew on board.
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