Bill's Log

Cruise of the ‘Aziz’ a Pioneer 9 Part 13

2012-01-30T13:22:00.000-08:00

La Rochelle Harbour Dues Receipt

There was very little new for me to see at La Rochelle. The marina was a place where I could catch up on my sleep, replenish the ship’s stores, buy French charts and sample local cuisine before pushing on. I stayed there until the morning of Wednesday, 6th August and headed out to sea. That was the better place by far. A routine sail took us north of the Ile de Re to Les Sables d'Olonne. En route we passed through an area of large patches of weed and absolutely enormous jellyfish with long trailing tentacles. We had a very fast trip to Les Sable d’Olonne, where we berthed at Port Olona. On our arrival, rain bucketed down, which put paid to me exploring ashore that evening; instead I made use of the marina’s facilities, including having a shower.

The following morning was not terribly inviting on account of the sky being overcast; therefore I did my laundry and stayed put in the boat until after the evening meal, by which time the sun made an appearance. As I enjoy a good walk I tramped around the town until 2030.

Me at the Heliport, Port-Joinville, Ile D'Yeu

Next morning I wanted to get going. I made a start from Olona Marina at 0708. The distance to Ile D’Yeu was about 28 nautical miles. As there was no wind I had to suffer the engine. On arriving at Port-Joinville, the main harbour of Ile d’Yeu, I was somewhat taken aback to find a newly constructed Heliport right by the harbour. That did nothing for the town, except destroy what peace there was and to bring more tourists to the island, who in turn spoil tranquil beauty spots by their very presence.

That evening I was invited aboard a Trintella from Walton-on-the-Nez by the name of ‘Arianwen’. As far as I remember there were several people aboard, including two sisters, Sue and Zara and their father.

On Saturday, 9th August I took a bus tour of the island to remind me of beauty spots I had seen before and to see others I had not. I also discovered a leak in the yacht engine’s exhaust pipe and mended it with appropriate filler suited to high temperatures.

Text for the Day

Psalm 150:6 ‘Let everything that has breath praise the LORD. Praise the LORD!’

Cruise of the ‘Aziz’ a Pioneer 9 Part 12

2012-01-29T13:27:00.000-08:00

La Rochelle from seaward (Courtesy of Wikipedia)

It would take me six days to sail across the Bay of Biscay to La Rochelle. For all of that time the barometric pressure hovered around 1,015 millibars, which was consistent with the fine weather we experienced, except for the 31st July when the wind for a short time almost reached a Force 7.

At 0820 on Tuesday, 29th July I broke out the anchor and took the yacht to sea. La Corunna was soon a memory. The wind was NNE 3 giving us a good turn of speed to the northwest taking us clear of land. Early in the afternoon the wind increased, causing me to change down from the Genoa to the big jib. How much easier that would have been had I had a furling Genoa. By 1730 we were well clear of Point Candelaria to the southeast.

I was entranced with the beauty of that grand coastline. Outcrops of high granite cliffs rose upwards from the sea. An incredible blue haze hovered at their base. Later that evening I was overwhelmed, almost to tears, with the most stunning sunset that imparted golden linings to paper thin clouds. A cargo vessel overhauled us and another yacht near to our portside. As darkness replaced light, layers of wispy clouds dissipated. I was treated to the most heavenly display of twinkling stars, all with subtle hues – some were red, others green, yet others blue, indigo or violet. Unless you are well away from the influence of man-made light, you can never see their glory; in fact, you may not see them at all! Such is life for the city dweller.

First thing on the morning of Wednesday, 30th July the Walker log confirmed we had sailed 73 miles since leaving La Corunna. We were heading towards La Rochelle, which was 300 miles beyond the horizon. As the sun was rising to bring the morn, I replaced the jib with the Genoa. Nothing went unnoticed by the porpoises. They had been watching our every move, and they came for a closer look. They could not let us go; that evening they made a return visit for their entertainment and mine. Another yacht approached on a reciprocal course; at the same time a merchant ship was heading north. We came upon a group of purse seine fishing boats that we had to avoid.

Despite the barometer registering 1,015 millibars we encountered strong winds from the northeast, but we pressed on under reefed sails. The seas were rough, and in my log I described them as ‘wild and rugged’. Later on Thursday, 31st July, the wind eased as we sailed to windward. It was uncomfortable, but exhilarating sailing. According to the GPS, we had 257 miles to go before reaching La Rochelle.

Friday, 1st August was mainly a day of frustrations on account of infuriating wind shifts. However, by evening a breeze settled in from east of northeast, giving splendid sailing. We passed very close to an enormous beam of wood, which if the yacht had collided with it she surely would have been damaged. For the first time on the cruise we saw tunny fishermen. Their boats have exceedingly long rods that extend sideways resembling cat’s whiskers.

Saturday, 2nd August brought fluky winds and calms. I put the engine on, but forgot to turn the cooling water on! Habitually, I look over the stern to see if water is coming from the exhaust, but that time it went clean out of my head to check. No damage was done to the engine, because I remembered in time before it could have overheated. By 1700 the wind had settled down to bring perfect sailing, except for the many plastic bags and large clumps of weed littering the surface of the sea. Two yachts sailing south of us were flying spinnakers. I had a short chat over the VHF with the nearest. I did another twenty minutes of sunbathing.

The final full day at sea before closing with land was Sunday, 3rd August. We had another starry night and the sea was almost like a stationary, circular mirror with us at the centre. There were a number of fishing boats that kept us on our toes. They made me uneasy because they had right of way, and their actions were unpredictable. One moment they would be heading away and the next they would be coming towards us. For the second time on this trip we sailed through a pod of whales. As before, they never posed a threat.

That afternoon, the boat tramped along at 6.7 knots, our fastest to date. We continued in like manner throughout the night. A very brightly illuminated passenger ship passed within a half-a-mile. I could hear the throb of her engine through the hull and at the same time hear the chatter of nearby porpoises.

On the morning of Monday, 4th August we closed the land. I handed the log which gave a reading of 1,321.5 miles – the total mileage since leaving Falmouth.

Text for the Day

James 3:4, 5 ‘Look also at ships: although they are so large and are driven by fierce winds, they are turned by a very small rudder wherever the pilot desires. Even so the tongue is a little member and boasts great things.’

Cruise of the ‘Aziz’ a Pioneer 9 Part 11

2012-01-28T12:46:00.000-08:00

Larger than life sculpture at La Corruna

After twenty minutes I had enough of the sun. I plastered my face, arms and legs with sun barrier cream and made myself presentable by dressing in shorts and a shirt. La Corunna was only 7.5 miles away, but there was hardly any wind and it was baking hot. I prepared 32 metres of anchor chain by laying it on the side decks in anticipation of our arrival. Two miles from the harbour the wind failed altogether, which left me with the only one option if I wanted to be in before nightfall, and that was to row! I made an improvised rowlock by tying a loop of rope around the base of a stanchion through which I placed the shaft of an oar. This arrangement allowed me to stand in the cockpit while facing forwards and to row by pushing forwards. If I kept a regular rhythm I could propel ‘Aziz’ at a speed of about a knot. Slowly I rowed two miles to the anchorage, but it was hard work. I finally anchored within the shelter of the breakwater at 2300.

On the morning of Saturday, 26th July I was making breakfast when the Camping Gaz ran out. The canister had contained enough Gaz for 26 days, which was more than I expected. That gave me a measure for future use. I didn’t have a problem finding a replacement canister from a nearby store, and I was surprised that it only cost the equivalent of £2.42. When I did my laundry I realised how economical I had been by only wearing 4 pairs of socks, 4 underpants, 1 shirt and 1 pair of jeans since leaving the Scillies! I phoned home for an exchange of news. Soon the ship’s battery was fully charged. That evening I enjoyed watching a fiesta.

My port log contains short notes about things that interested me; for example, on Sunday, 27th July there were not just a few people who were exercising by jogging and cycling along the breakwater, there were many. A passion on the part of locals for physical exercise was very evident. I observed that there were cruising yachts from Germany, France, Belgium, Sweden, Switzerland, and England. Early in the afternoon a number of locals participated in an around-the-buoys race. All day long, numerous fish swam around my yacht, periodically coming to the surface for gulps of air.

Monday, 28th July was a bit special, because I met Max and Erica from ‘Blue Clipper’, a Van de Stadt Legend 34. Max rowed from his yacht to introduce himself and he invited me to see her and to meet Erica. These lovely people subsequently continued south, visiting Portugal, Madeira, and the Canary Islands and far beyond to the other side of the Atlantic before returning to England. (For more info. visit Max’s website – see link below.)

That same day, I became acquainted with Mike Dwyer of ‘Allegro 111’, a Summer Twins catamaran, out from Falmouth. You’ll see why I named him, Mr Engine. He said he would help me fix ‘Aziz’s’ recalcitrant engine, on the condition that I would do all the dirty work. This was a good deal, as it would cost me nothing, but with his knowledge there was a chance it could be made to go. He told me how to dismantle certain parts of the engine and how to reassemble them. When he had examined every part he said there was no fault with them. After I dutifully put the engine back together I turned the starting handle, and hey presto! It sang as it had in the beginning. The machine ran sweetly ever after. Life is full of mysteries and that was one of them. If you are reading this Mike, thanks a thousand.

Text for the Day

Revelation 14:12 ‘Here is the patience of the saints; here are those who keep the commandments of God and the faith of Jesus.’

Link

Blue Clipper - Van de Stadt Legend 34

http://1001boats.blogspot.com/2011/02/blue-clipper-van-de-stadt-legend-34.html

Cruise of the ‘Aziz’ a Pioneer 9 Part 10

2012-01-27T13:20:00.000-08:00

Why I actually made the decision to sail towards La Corunna I do no know. Perhaps it was because I had been there before with my friend Bill aboard his Eventide, ‘Ishani’. I had plenty of water and food; I was not exhausted; I was not ill. In hindsight the decision puzzles me. The wind almost immediately increased to Force 3, from the northeast, which gave the yacht a good speed of 4.3 knots. In fact, my log records that I was enjoying the best sailing to date. I did a meridian altitude that exactly corresponded with the Garmin GPS that gave a reading of 45 degrees, 17.5 minutes north. Our longitude was 13 degrees 41.7 minutes west. ‘Aziz’ was heading directly towards La Corunna on a course of 123 degrees compass. The GPS confirmed we had 256 nautical miles to go.

The sea was gorgeous and jewel like; each little wave reflecting and refracting sunlight so as to make a spectacular scene of spectrum colours for my delight.

Half-an-hour after midnight the sea became very agitated, shaking the yacht and pummelling her. She was racing along at 5.7 knots. I noted from the chart that we were directly above a spot where there was a sudden decrease in depth from 4,000 metres to 3,000. I handed the Genoa to slow the yacht and to make life more comfortable. All around there were large areas of florescence. I was entertained by the moon and her many reflections. The sea was alive. I could hear waves conversing, chattering, murmuring, humming and sighing.

Early that morning of 23rd July there wasn’t a cloud in the sky. The air was the purest I had ever breathed. Visibility was fantastic. We had the most excellent sailing with full main and working jib while beam reaching – speeds regularly over 5 knots. At 1618 I discovered I had left the navigation lights on all day, causing the battery to discharge faster than the wind charger could replace spent electricity. There were about 130 miles of ocean between us and the land. The shipping forecast warned of fog patches, but that seemed most unlikely. As the wind strengthened I was forced to set the number two jib and put two reefs in the main. I felt there might be a blow during the night – it was better to reef when I could see what I was doing.

My fears were unfounded. Later I was able to shake out the reefs. At sunrise on the morning of 24th July I replaced the small jib with the Genoa. At breakfast I discovered the remaining bread had very bad mildew. I generously gave it to the fishes. At 0818 I observed a military vessel well ahead, fine on the port bow. She didn’t worry us. The wind was coming from the port quarter and for some unknown reason the self-steering gear vibrated badly. On closing land the air became humid.

For the first time during the cruise I deliberately sunbathed, as conditions were ideal. Not long after exposing myself to the sun a school of porpoises came to have a look! They were truly inquisitive, but definitely not impressed! I wished I could join them in their frolicking. Numerous ships passed north and south. Tuna jumped from wave top to wave top. Again and again porpoises visited the yacht. Sunset was spectacular.

Text for the Day

Psalm 147:5 ‘Great is our Lord, and mighty in power; His understanding is infinite.’

Cruise of the ‘Aziz’ a Pioneer 9 Part 9

2012-01-26T13:13:00.000-08:00

My log for the next four days makes fascinating reading as I recall frustrating and contrasting, moments, some of them beautiful on account of there being very little wind. The 18th to the 22nd July were characterized by being calm, sunny days. That would have been fine if my yacht had been anchored at a desert island by a gorgeous, golden, sandy beach complete with coconut trees, but there in the middle of nowhere with no one to share my concerns, it was no joke. Don’t get me wrong, I’m not complaining, because I went into it knowing full well that I might be becalmed for days at a time. I had no inkling of what was to come.

Horta was 776 miles away; the Lizard was 443 miles astern, and La Corunna was 272 miles to the east. Over four days we had only sailed 146 miles, averaging 36.6 miles a day. At that rate we wouldn’t reach Horta until the passing of 21 days, assuming the ship’s progress was maintained. I believed we were entering ever deeper into the centre of the Azores high; therefore I anticipated there would be even less wind.

I examined the drinking water and calculated I had enough for 56 days, providing I didn’t consume more than I should. To keep cool and avoid being burnt to a frazzle I wore my pyjamas and kept in the shade whenever possible. At times I found myself drinking more than my allowance because I felt a ravenous need to replace perspiration that poured off me. Sometimes I took in all sail, because I couldn’t stand the incessant flipping and flopping of them resulting in wear and tear; at other times I would set the main and make it board tight to reduce rolling.

Portuguese Man of War

Another

Early on the morning of Saturday, 19th July I had the most wonderful experience that words cannot adequately describe. The ocean was gently undulating. There was a peace so quiet that I could hear my heart beating. I could not discern where horizon met sky - the two where fused together. Overhead an azure heaven was dappled with fluffy white clouds that were reflected in a cobalt and indigo sea. Amazingly this aqueous prism sent rays of sunshine into dark chasms below where they were lost in the depths, but more astonishingly all around the yacht there were thousands of bright sparkling stars - tiny Portuguese men of war, each with an arched sail reflecting intermittent shafts of light reflected from the sun that dazzled my eyes.

Salvador Dali had nothing on this. His weird paintings were insignificant by comparison. I was in a world of wonders, a heaven of heavens. I had never seen such beauty. If I was close to God that day, I was indeed very close to the Creator of heaven and earth. Everything that I had seen before paled into insignificance. It was the ultimate earth experience, but so heavenly as to feel unreal.

On Sunday, 20th the yacht was sailing slowly when I climbed into the cockpit to scan the horizon and my heart lost more than a beat, because all around there were many large whales. One, the length of the yacht, lay beside her on the port side almost close enough to be touched. Another was swimming at right angles to pass forwards of the bow only yards away. I did not have time to unlock the self-steering gear before an inevitable collision, but to my astonishment and relief, the huge creature submerged so that ‘Aziz’ continued without contact. These enormous mammals are so knowing, and so gentle that they caused me no concern. I felt very privileged to have them as company for half-an-hour or so, but I was disappointed I could not photograph them because the camera’s battery was flat.

I tried yet again to make the engine work. There was a good ignition spark; fuel was in the carburettor, but it would not go. Early on the morning of Tuesday, 22nd July, I made the decision to head for the nearest port, which was La Corunna, northwest Spain.

Text for the Day

Psalm 147:1 ‘Praise the LORD! For it is good to sing praises to our God: For it is pleasant, and praise is beautiful.’

Cruise of the ‘Aziz’ a Pioneer 9 Part 8

2012-01-25T12:50:00.000-08:00

Porpoise

At midnight of the 15th July, the trailing log indicated that ‘Aziz’ had exactly travelled through the water 50.0 nautical miles. On midnight of 16th July the log reading was 168.5 miles. Accordingly, the yacht had sailed 118.5 in 24 hours, averaging a speed of 4.9 knots – fantastic – all I had hoped for. The wind had been from the northwest at Force 3; hence our excellent progress. Drizzle and general greyness of the scene did not dampen my spirits.

Early on the morning of 17th July we were in total darkness when I was faced with the task of making a big detour around a fleet of fishing boats. Avoiding them would have been more manageable had the engine been working. They seemed to be linked together with nets spread between them for a mile or more. At one point I thought we were going to be caught in the trap, but somehow, I’m not quite sure how, ‘Aziz’ managed to slip past the windward drifter. I confess to being frightened because I had heard of trawlers ramming yachts, and in one instance a yacht sank, leaving her crew in the water. They only survived because their liferaft self-inflated when the yacht went down, but I believe one crew member may have drowned. Nasty stuff – I didn’t want any of that. I breathed a sight of relief when we were clear.

Porpoises again

At 0605, after a muted sunrise seen through drizzle, we were visited by a school of small, light brown porpoises with cream underbellies. These playful creatures cavorted around the bow, and sometimes swam under the yacht. They were obviously having fun and me too.

The evening shipping forecast mentioned west or northwest 4/5 winds, and occasional rain with fog patches; the latter I definitely did not want, on account of the possibility of meeting more fishing boats. With night approaching and the likelihood of increasing wind, I changed the Genoa for the small jib and put one reef in the main. We were being overhauled by a ship, but it became clear we were not in her path. At 2320 we observed a minesweeper displaying characteristic green lights in the shape of a triangle. I was required to keep clear by more than a thousand metres. I had never seen one before at night. I guess she was on manoeuvres and there were no live mines!

According to my GPS at 0750, Horta was 1,050 miles away on a bearing of 251 degrees true – all useful stuff, for I knew where we should be heading. We were off track, and it took four hours to rectify the matter. There was no point in sailing further than we need. The sun broke through the clouds and the wind eased enough for me to shake out the reef in the mainsail. There on the ocean I was bewitched by an unusual quietness, except for the hissing of the yacht’s bow waves. Everything seemed so unreal. Was I in this life, or in another?

By mid-day we only had to go 245 miles to reach the mid-point between Falmouth and Horta. In the same trancelike state as mentioned earlier I was mesmerized by a tiny spider that was engaged in weaving a vibrating web on the wind generator support. After all his efforts there surely would not be any flies for his supper. I observed that the sea was an incredible indigo hue. I replaced the jib with the Genoa.

Friday, 18th of July would soon be with us. Meanwhile a ship displaying green lights overhauled us – perhaps she was the same minesweeper I had seen before. That morning found ‘Aziz’ wallowing with no wind to give her way. I set about doing household chores and general maintenance, things like greasing the steering lines, checking the rigging, dusting the cabin floor, and preparing a tasty meal. I checked the bilges which were as dry as dead bone. About mid-afternoon we were visited by a swallow heading south. Apart from my new friend the spider, the porpoises and the swallow, we had seen no other wildlife.

Text for the Day

Genesis 1:21 ‘So God created great sea creatures and every living thing that moves, with which the waters abounded, according to their kind, and every winged bird according its kind. And God saw that it was good.’

Cruise of the ‘Aziz’ a Pioneer 9 Part 7

2012-01-24T11:39:00.000-08:00

Falmouth Roads is the traditional anchorage for ship’s waiting for orders. ‘Aziz’ was waiting for my order to be off into the Atlantic in search of the Azores, but first I had to sort out the engine and victual the ship. Idyllic as St. Mawes was, I could not provision the yacht from there. I needed to sail over to Falmouth where I could obtain fresh food, more tinned provisions, rice and water. I could live off rice, almost indefinitely, and if necessary add about one third seawater to freshwater for boiling the rice.

My log brings back memories of the pleasant day I had at St. Mawes. There the water was clear; the sun shone and I had plenty of get-up-and-go. I thoroughly tidied the yacht and made myself presentable.

Falmouth Harbour Dues Receipt

At mid-afternoon the wind came in from the west causing the anchor to drag. When I hauled it in a great clump of weed had to be removed before the anchor could be stowed. As the anchorage was open to the west I moved to Falmouth where I picked up a mooring at 1708. This was close to the anchorage where yachts of many nations congregate between the docks and the waterfront. A disadvantage of setting an anchor there was that every now and then, ships entering or leaving the docks required sea room for manoeuvring exactly where visiting yachts were anchored. From my secure mooring I could watch these happenings without being disturbed, for the princely sum of £9.00 a day. The harbour master kindly waived the fee for the evening and night of Friday, 11th July. In return I gave him a Christian tract! He had never had such a thing before and was taken aback.

For the next three days I lived the life of a sea gypsy. I really felt the part. There were those final preparations that needed to be done before leaving Falmouth, such as cleaning weed from the self-steering paddle, trying to make the engine work, laundry, obtaining Portuguese money and meeting up with my pal and his wife who lived in a bungalow at the head of Mylor Creek. He and his wife sailed from there in their yacht, ‘Aegina’ to wish me bon voyage and safe passage.

My ship is so small .....

At 1500 on Tuesday, 15th July, ‘Aziz’ was underway at the beginning of a great adventure. The shipping forecast predicted southwest 3, veering to the west, which was ideal for a speedy getaway. On passing Pendennis Castle I heard shouts from the ramparts. They were from my friend and his wife who were cheering me on and taking photos of our departure. I felt pretty good, because all had been done to my satisfaction. Being without a working engine was not an issue, as the oceans are for sailing; both wind and currents are free. In the vastness as far as the horizon there are no harbour dues, no petty restrictions, no bureaucrats, politicians, liars or thieves.

The dominant forces are the wind and the sea over which you have no control. You and your yacht are subservient to them. You work with them, or it is to your peril. They have no feelings and their power is beyond belief, and yet they can be sublime and blissful. They can caress you or terrify you. Being in harmony with them is what it is about - experiencing a freedom that cannot be had within the constraints of land.

At 1515 I set the Walker trailing log to 000. By 2045 the reading was 34.8, giving us an average speed through the water of 7 knots! To the north there were the lights of many yachts, no doubt participating in a race. To the west, there were two trawlers, objects to avoid. Soon it would be midnight and somehow I had to snatch some sleep, and yet be observant because of the proximity of land and the likelihood of passing traffic. Twenty minute naps at a maximum; so I set the timer and lay in my bunk.

Text for the Day

Psalm 146:5 ‘Happy is he who has the God of Jacob for his help ……..’

Cruise of the ‘Aziz’ a Pioneer 9 Part 6

2012-01-23T13:02:00.000-08:00

On the morning of Thursday, 10th July I woke to find a cold, uninviting grey scene. There were dark clouds scurrying to the southwest, but at least, that meant the wind was in the right direction for the next leg to Falmouth. We were underway at 0920 and by 1100 ‘Aziz’ was hurtling along south of Dartmouth, at the same time we dodged through gaps within a flotilla of racing yachts. Heavy drizzle reduced visibility. Disconcertingly at that time, the self-steering unaccountably made juddering noises, which was a bit perplexing, but it continued to satisfactorily steer the boat.

I called up Wembury Firing Range on the VHF to inform them that I would be sailing a mile south of their danger zone. In fact, they stopped firing until I was well clear, and on a heading which would take me north of the Eddystone Lighthouse. The chart was littered with innumerable wreck symbols marking the graves of valiant men who went down with vessels that were torpedoed by German U-boats during both world wars.

Eddystone Lighthouse, courtesy of Wikipedia

As the wind was from astern, we were comfortably averaging 5 knots. The evening forecast mentioned fog, but thankfully I could see no sign of it. I also noted from the final gong of Big Ben, as heard on my radio at 1800, that my watch was exactly 4 seconds fast. Exact time was very important for calculating sun sights. At 1944 the yacht’s position was 50 degrees 13.5 seconds north and 4 degrees 22.7 minutes west. The Eddystone Lighthouse bore 192 degrees at a distance of 5.1 nautical miles. I learnt a lesson to keep well clear of the Eddystone, because when I was sailing ‘Zeta’, my Folksong, fairly close to the rock in calm weather, she nearly became impaled on a beacon marking a small separate rock. I only avoided a catastrophe by ferry gliding the yacht across the current to generate lift in her sail.

By mid afternoon the clouds disappeared to bring glorious sunshine which made things so much more pleasurable. At night the stars aided our steering, and I had the thrill of seeing several shooting stars. A phosphorescence wake marked our progress.

St. Mawes

At 0400 St. Anthony Head light bore 276 at 2.9 miles, and by 0600 we were peacefully anchored off the delightful Cornish village of St. Mawes, to the east of Falmouth.

Text for the Day

Psalm 145:8 ‘The LORD is gracious and full of compassion, Slow to anger and great in mercy.’

Cruise of the ‘Aziz’ a Pioneer 9 Part 5

2012-01-22T13:46:00.000-08:00

A day’s rest was in order. Hayling Island Sailing Club allowed me to stay on their visitors’ mooring free of charge. That evening I took the opportunity for having a super walk along the foreshore. The next day at 0915 I slipped the mooring and with the help of the ebb and a Force 3 from the northwest I steered ‘Aziz’ south. By the use of transits astern I kept her to the centre of the deepwater channel that leads to the Chichester Bar Beacon. According to the Cruising Association Handbook I could expect to find there ample depth of water for ‘Aziz’, especially as the tide had not long been on the ebb.

Nab Tower on a fine day

Two hours later we were fair romping towards Bembridge Ledge Buoy off the eastern end of the Isle of Wight. I was not in the least concerned about the defunct engine, as I had previously cruised yachts without them. My Pioneer 9 was so responsive and well-behaved that I felt at ease in the trickiest of situations. She could be brought around on a sixpence, and yet she could hold her course with the touch of a finger. Her Haslar self-steering gear was wonderfully effective, so as to leave me free to navigate, cook a meal or simply relax and enjoy the passing scenery. We were not hassled by ships as we sailed south of the buoyed fairway channel. The Nab Tower was a convenient marker as to where that was.

Freshwater Bay

Closeup of the Needles Lighthouse

Anchored in Swanage Bay

While heading across Sandown Bay the wind came in from astern, and by 1517 when we were about a mile south of St. Catherine’s Point we felt the true wind from the northwest. This steady Force 3 made for fantastic sailing towards Swanage Bay where we anchored in 4.9 metres. The time was 1927. Handfast Point to the north provided protection from the wind. I took a bearing of Peveril Point and another of Swanage Pier. These gave me the yacht’s position which I plotted on the chart. If she were to drag her anchor, the bearings would accordingly change.

We could not sail first thing on Monday, 7th July because of fog. This did not clear until mid-day when I weighed anchor. The forecast was for a Force 3 from the northeast. There was hardly any wind, but I wanted to get going. Progress was extremely slow, and at 1500 ‘Aziz’ was becalmed off St. Alban’s Head, which was not the nicest place to be. A fellow with a Seal 22 offered us a tow into Chapman’s Pool where I anchored in 3.5 metres. Having nothing better to do I practiced using the sextant until teatime. As I sat in the cockpit I was entertained by a man and a girl lifting lobster pots. For all their labour they caught five beauties.

All night there was calm. I broke out the anchor at 0610 on the 8th July to slowly sail south. I was prevented from sailing west on account of the Lulworth Firing Range. In any case, I needed to make southing because I was to sail around Portland Bill, and by mid afternoon the yacht was on her way but very slowly, since there was just a zephyr. Fog overhauled us from astern as we were drawn towards it by the tide and away from Portland. All was quiet except for the rustling of sails. By late evening the fog had lifted to reveal a mirror-like sea.

We didn’t make any progress until 0230 on the morning of Wednesday, 9th July. By 0500 we were due south of Portland Bill. A warship and a helicopter kept moving around us, kicking up a racket. Our speed oscillated between 1.5 and 3.4 knots for most of the day. Cumulus hovered over land to the north, but out at sea there was relentless sunshine.

Eventually we drifted into Brixham Harbour where I picked up a buoy at 2220, but I didn’t trust the metal loop at the top of the buoy so I shackled my own chain to the chain below it. At least that way we were secure.

Text for the Day

Romans 8:25 ‘But if we hope for what we do not see, we eagerly wait for it with perseverance.’

Cruise of the ‘Aziz’ a Pioneer 9 Part 4

2012-01-21T12:55:00.000-08:00

Owers Lanby on a fine day

Unknown to me at the outset, my cruise with ‘Aziz’ would continue for 70 days. If I were to tell the story day by day restricting accounts to what actually occurred each day, we would be here for more than two months before hearing the end. Therefore I propose summarizing events, but where more interesting happenings occured I shall recount them in detail.

That brings me to Wednesday morning after having a late breakfast. I set about charging the battery and nearly killed myself doing it. Very foolishly I plugged the lead into the mains supply before entering the lazarette under the aft deck where I had previously placed the charger. I had correctly wired the terminals to the battery from the charger, but what I did not foresee was the dampness of the compartment. I was kneeling on the fibreglass hull when I plugged the charger into the socket. At that moment I received a powerful shock through my left index finger and thumb that initially immobilized me. Only by striking my left arm with my right hand was I able to release my hand. My thumb and finger were badly burned. Somehow, the plug had become damp; hence electricity, instead of being transferred to the charger, passed through my arm and body to the fibreglass hull! I was fortunate not to have been killed.

Lessons learned from the incident were that I should never plug the charger into a mains socket until all other connections have been made, and that I should never be in direct contact with the fibreglass hull. A rubber mat between me and the hull would have made all the difference. For the greatest safety, I should also have checked that that all components were free of condensation.

Cleaning out spilt oil from the bilge was a horrendous task. I spooned most of it out, but with difficulty, because I had to stretch down as far as the keelson. By soaking the remainder of the oil in tissues I was able to get rid of the residue. I finally removed smatterings by rubbing them with paraffin soaked rags and with paper towels. During the process I found the oil filler cap under the engine. I replenished the oil in the sump and tightly secured the filler cap to prevent it from coming off.

On doing a check of the internal fittings I discovered that a starboard hand stringer near the bow had slightly come adrift from the hull moulding. This I repaired with woven roving and epoxy. All in all I had a busy day.

Thursday, 3rd July was memorable for torrential rain, accompanied by a westerly Force 5. An ASDA supermarket was but a short distance from the Marina; there I bought food for the next few days. Rain continued throughout the evening, but I donned my waterproofs and took a stroll along the promenade.

You can bet your bottom dollar that there will be a westerly against you when sailing down Channel. Sure enough on the morning of 4th July it was no exception, but we couldn’t stay in Brighton forever; therefore at 0800 I started the engine and we were away. To begin with we had a jousting match with wind and rain. I got fed up with being in the rain and cut the engine for a bit of sailing so that I could leave the self-steering in charge. Later when the rain eased I tried starting the engine; however, there was no response, except for the whining of the starting motor. In no way, could I get it to fire up. Providentially, the wind veered to the northwest so I was able to make the boat sail on the starboard tack. This was the preferred tack, because it had precedence over vessels on the port tack. Our course took us towards the Owers Lanby which we passed to the north.

After rounding Selsey Bill we had a slog to windward before entering Chichester Harbour where we picked up a buoy off Hayling Island Sailing Club at 2219. By then it was a lovely clear evening, because the weather fronts that had brought rain had moved to the east.

Text for the Day

1 Corinthians 6:20 ‘For you were bought at a price; therefore glorify God in your body and in your spirit, which are God’s.’

Cruise of the ‘Aziz’ a Pioneer 9 Part 3

2012-01-20T13:08:00.000-08:00

Mooring Receipt at Brighton

Please bear in mind that I am writing this account of my attempted cruise to the Azores 14 ½ years after it took place; therefore I can only rely on my actual log for the basic facts. Details are entirely down to my memory of events, and over time my recollections of them may differ to what actually occurred. I may also incorporate a little artistic license for the sake of the story.

Well, I’ll continue with the morning of Tuesday, 1st July. You’ll remember that ‘Aziz’ was snugly berthed at Dover Marina. At 0810 we left the western entrance of the Outer Harbour where the water was decidedly choppy on account of there being a contrary south-westerly wind of Force 4. The objective was to reach a point a mile or so south of Dungeness, and from there to continue further to the west for Beachy Head, beyond which was Newhaven or Brighton where I could rest.

Tacking against the wind was a slow and uncomfortable business. Each time after tacking one hour on the port tack and another on the starboard I would measure the distance made good by reading the ship’s position from the GPS. That would be about one mile in the right direction. At that rate it would take over 60 hours to reach Brighton! Therefore I turned on the engine for a spot of motor sailing.

Mostly ‘Aziz’ could hold a course towards the first waypoint off Dungeness. The Nuclear Power Station there is such a mammoth structure that when there is good visibility it can be seen from a distance of 20 miles. Now that’s very handy for steering a course. You need line up the dot on the horizon with the forestay and keep heading in that direction. An occasional glance at the compass will confirm that you are not being set off course by the tide or because of leeway or both. You may then have to compensate by steering to starboard or port. If the bearing of the distant mark remains constant, the yacht is adhering to the desired track.

After seven hours of slogging to windward, we eventually rounded Dungeness, but this was not achieved without trauma, because I discovered oil sluicing around in the bilge. At first I thought the engine’s crankcase had split, but close inspection revealed that the filler cap had come adrift; thus lubricating oil was spattering all over the place making the most unimaginable mess. I could not find the cap, but I knew it was under the oil in the bilge, and as very little oil was left in the sump I turned the engine off. From there on I would have to sail the yacht to Brighton or bust. I didn’t fancy heaving to and sorting out the mess, because I reasoned it would be far easier done in the calm of a marina.

At least, the weather was consistent. There was no change of the wind in force or direction, constantly from ahead.

By midnight we were only three miles from Beachy Head. To the north were the lights of Bexhill and nearby to the south was the piercing flash of the Royal Sovereign light. As day began to dawn we were making our approach to Brighton Marina and I was pretty knackered, but there was no ducking what must happen. I had to prepare for every contingency because we would be going in under sail. I hove to and set fenders and mooring lines on both sides of the yacht. Fortunately the wind was perfect for entering the narrow entrance. Only in the lee of the west wall was there an element of doubt, but the yacht continued way as the top of her mainsail found sufficient wind for continuing into the Marina where I brought her round head to wind at the visitors’ pontoon. All went without a hitch.

I summoned enough energy to report to duty staff before returning to the yacht where I fell asleep and woke that same morning of Wednesday, 2nd July at 1030.

Text for the Day

2 Corinthians 3:5 ‘Not that we are sufficient of ourselves to think of anything as being from ourselves, but our sufficiency is from God …………………………..’

Cruise of the ‘Aziz’ a Pioneer 9 Part 2

2012-01-19T13:38:00.000-08:00

If at all possible when coastal cruising, it always pays to work tides in your favour. On the morning of Monday, 30th June tides could not have been more perfect. High water at Sheerness was at 0932 BST which meant that the ebb would be with us along the North Kent coast as far as North Foreland, from where we would take the beginning of the flood tide to Dover. Bear in mind that the flood tide flows in a southerly direction in the North Sea; on reaching Dover it continues down the English Channel as far as Dungeness where it meets the flooding tide coming up the Channel.

I had a leisurely breakfast before attending to my personal hygiene. Maintenance of ones personal hygiene is important for good health and optimum performance. Regular meals conforming as far as possible to those eaten ashore help provide energy and alertness. Seasickness is often caused by eating intermittent meals, which in turn my cause constipation, itself a factor contributing to a queasy stomach. For my general wellbeing I like to have a freshwater shave every day and to brush my teeth twice a day. When out on the ocean, seawater suffices for cleaning most things. Dishes and clothing can be cleaned with seawater, providing sufficient detergent or washing powder is added to the water.

'Speedwell' rigged as a ketch

Before casting off from the visitor’s buoy at the River Swale I double-checked the passage plan and consulted the weather forecast. The ship’s barometer registered 998 millibars and there was a north-westerly wind of Force 2. That was ideal for beam reaching along the Kent coast. We first had to motor sail out of the Swale. At 0835 I made sail, turned on the engine, checked that cooling water was coming from the exhaust and cast off. An hour-and-a-half later ‘Aziz; was rounding Whitstable Street buoy, north of the ancient smack port of Whitstable. I was mindful of when I was skipper of the ‘Speedwell’, the famous Whitstable smack built in 1908. I had the privilege of being in charge of her between 1985 and 1986 while in the employ of the Discovery Dockland Trust. (See link below)

With the combination of wind and tide, my trusty yacht was speeding along at 6.1 knots. Navigation was a matter of counting off the landmarks to the south. When a very tall water tower was due south of us at Herne Bay I knew we had little more than 3 miles to go before arriving at the East Last port hand buoy. This marks the western end of the Gore Channel where there is a very good secure anchorage, protected by Hook Sand to the north and the Kent coast to the south. Just make sure you display a riding light at night, because this route is in frequent use by yachtsmen and fishermen.

The coastline here is not terribly interesting, since it is rather flat and there is nothing of note, apart from beacons marking the Gore Channel. Further to the east there are the remains of what was Margate Pier which was severely damaged by a ferocious gale in 1978. Attempts were made to demolish the structure completely by using explosives, but in the end the demolition team had to admit defeat.

North Foreland

Margate behind us and with a westerly of Force 3 swishing us along, we rapidly rounded North Foreland. In the lee of the white cliffs the brown swirling water trundled us southwards past North Foreland lighthouse. A black and fluorescent orange Ramsgate pilot vessel sped to the north where a number of cargo vessels were at anchor. East Brake buoy marked the beginning of the dredged channel that runs due west into Ramsgate Harbour. There I made the decision to continue south and take the first of the flooding tide to Dover. We were to follow the deep water channel, the Gull Stream, leaving the notorious Goodwin Sands to port. Deal Pier and the three cooling towers of Richborough Power Station beyond Pegwell Bay are excellent aids to navigation.

The old square riggers of long ago would have anchored there at Deal Roads, awaiting fair winds, being well sheltered from the prevailing westerlies. I’ve been tempted to do it myself to avoid paying harbour dues at Ramsgate or Dover, but never found the opportunity on account of northerly and easterly winds. You need to anchor as close to the shore as possible to avoid strong running currents. From beyond Deal the chalk cliffs increase in height until reaching their highest point at South Foreland. Along that stretch of coast the sea is always agitated by the frequent and rapid rushing of waters at the beckoning call of the moon’s gravitational powerful influence. Tidal tables around the UK are based on tides at the standard port of Dover. If you have a table of constants you can work out tides for other places based on Dover tides.

I do not know why, but I am always excited when entering Dover Harbour. Perhaps it’s because of having to dodge the frequent ferries that come and go, or maybe just because of the business of the place. There’s always something going on. Well, instead of anchoring in the outer harbour where one suffers from constant rolling of the yacht, I berthed at pontoon B No 65 where I could walk ashore and take a shower. I note in the log that I had to pay £12.60 for one night, but it was well worth it.

Text for the Day

2 Thessalonians 3:10 ‘For even when we were with you, we commanded you this: If anyone will not work, neither shall he eat.’

Link

‘Speedwell’

http://bills-log.blogspot.com/2010/03/speedwell.html

Cruise of the ‘Aziz’ a Pioneer 9 Part 1

2012-01-18T09:22:00.000-08:00

'Aziz'

For some unaccountable reason over a period of many years I have wanted to sail to the Azores. I think the idea goes back to when I was a sixteen year old. An elderly fellow who owned a miniature St. Ives lugger that he converted into a gaff cutter, taught me much of what I know about sailing. He kept his little boat at Dartmouth and often he would take me as his crew for weekend sailing. One weekend the whole of Dartmouth was excited about a small yacht that had arrived there directly from the Azores. It seemed that people were astonished because the four man crew were all septuagenarians. I just had to look at their boat, which was a well-found carvel yawl of about thirty feet in length.

I believe this may have been the origin of my desire to sail to the Azores. Well, before my attempt at doing it with ‘Aziz’ I had already had three goes at it, two of them single-handed. The first was with my tiny Hunter 19 Europa; the second was with my Folksong, and the third was a two-handed attempt aboard ‘Ishani’ (See recent article about the Cruise of ‘Ishani’). Could I succeed at my fourth attempt?

Nicolettes's Book

The story will unfold as I bring it to life from the ship’s log. If I was going to succeed it would surely be with ‘Aziz’ my Van de Sadt Pioneer 9. She had proven herself as being more than capable when Nicolette Milnes-Walker successfully sailed her across the Atlantic to grab the record for being the first woman to do so unassisted and non-stop.

My adventure began on Sunday, 29th June, 1997. I believed I had fully prepared the yacht for blue water sailing. At 0905 I excitedly cast ‘Aziz’ off her mooring at Fambridge. Then we were on our way. I speak on behalf of my yacht and myself as a team, because she was my partner in all things. Without her cooperation I knew my dreams would be unfulfilled. I sensed a wonderful feeling of freedom. The air was very good and the blood throbbing in my veins confirmed I was very much alive. I was at the beginning of a new chapter in my life, the end of which I could not be certain.

By 1338 we were at Barrow No 5, a starboard hand buoy to the north-east of the shallows of East Barrow Bank. This sand and gravel bank dries to a height of 5.6 metres above sea level at low water springs. There I brought the yacht around onto a course of 226 degrees compass heading for Barrow Deep No 6 port hand buoy. We were still under engine, as there was very little wind. At Barrow Deep No 6 buoy I judged there would be sufficient water for crossing between South West Sunk and Knock John if I kept near to the South West Sunk Beacon. However, this was not the case, and I was alarmed when ‘Aziz’ felt the ground and she started bumping over what appeared to be a bouldery terrain. Fortunately at that very moment the wind sprang up sufficiently for the yacht to heel. This saved our bacon by reducing her draught and before long we were in deeper water heading for Black Deep No 7.

Entrance to the River Swale

From there we kept north of the Shingles Bank on a course for the north-west Shingles buoy. Eventually we felt for sure we were heading towards the entrance to the River Swale, and once we were at the Spaniard Buoy, it was a simple matter of finding our way into the River by following the channel between the port and starboard buoys. At 2022 I was thankful that ‘Aziz’ was securely tied to a visitor’s buoy.

Text for the Day

1 Thessalonians 1:2 'We give thanks to God always for you all, making mention of you in our prayers'

Cruise of the ‘Ishani’, a 26’ Eventide – Part 17

2012-01-17T13:42:00.000-08:00

Lundy landing jetty

We were indeed on the way home. The Bristol Channel beckoned. Of all places visited, the Scilly Isles were the best by far, because of their beauty and peace. Sadly, today, there are too many noisy planes, helicopters and jet taxis that destroy their tranquillity.

With high pressure still active, we were faced with a headwind of Force 1 from the northeast; this required running the faithful Yanmar for us to make progress towards St. Ives. Not long after leaving Crow Sound we noticed a small yacht coming towards us; by chance it belonged to a fellow I had met two years before at the Scillies. West Country sailors know him as ‘Mr Folkboat’. His lovely authentic, clinker Scandinavian Folkboat was kept Bristol fashion. Her home mooring was at Polruan, a delightful fishermen’s hamlet across the river from the holiday town of Fowey. Bill at first thought I was having him on about knowing the owner, but as we drew near it was quickly established that we were in conversation with ‘Mr Folkboat’. We wished each other bon voyage before proceeding on our way. Nothing of note was recorded in the log, except that we anchored in St. Ives Bay at 1735.

Next morning, of Monday, 6th July, we were underway at 0547, yet again under power. Visibility was very bad. In fact it reminded us of a previous encounter with fog we had at the same place, of which I made mention earlier in this account. We very quickly became disorientated, but this time instead of trying to follow soundings back to St. Ives, we anchored in 18 fathoms. Within half-an-hour the fog sufficiently cleared for us continue. Without incident we arrived at Padstow late that afternoon in time for tea. Neither of us had been there before. We inflated the dinghy and went ashore to do a bit of shopping and to top up the ship’s water. Before returning aboard we telephoned our good wives to let them know that all was well.

We discovered that Padstow was a pretty town with quaint stone buildings, and a small harbour conveniently situated south of the entrance of the River Camel on the west side. The surrounding countryside was very beautiful, mainly consisting of arable farmland interspersed with copses and lager areas of woodland.

We had a quiet, undisturbed night at a borrowed mooring where ‘Ishani’ briefly touched bottom. Underway again, early in the morning of Tuesday, 7th July there was precious little wind. Beyond the entrance, after crossing the bar, we found a Force 2 from north of northeast, which with a helpful tide we were able to lay a course towards Lundy Island. Later that morning we thought we were going to be boarded by commandoes who were hammering their way towards us in three camouflaged landing craft, but they left us alone and proceeded up Channel, probably to the Marine training camp on the Taw estuary.

The cliff scenery along this north Cornish coast was fabulous to behold, especially in the vicinity of Tintagel. If you view the cliffs from their tops you can get some idea of their grandeur, but when you see them from sea level you can really appreciate the scale and beauty.

When the tides are worked in the Bristol Channel, progress is rapid, because there they rise and fall more than most places in the world; hence they run faster. Therefore we found ourselves at anchor by mid afternoon in the little cove at the south-eastern end of Lundy. Needless to say, the motion was most uncomfortable. To improve matters we set an improvised mizzen by hanking a small jib to the backstay to act as a riding sail. Other yachts arrived and anchored nearby, all with the same intention of staying overnight to take advantage of the tide up Channel next morning.

Thursday, 9th July was to be our last day of the cruise. ‘Ishani’ had unexpectedly taken the ground at low water. Under the circumstances we had a leisurely breakfast in the cockpit, while not exactly admiring the scenery which was uninspiring, almost a little grim, there being a couple of drab cottages at the head of slipway; nevertheless we enjoyed our boiled eggs and marmalade on toast.

‘Ishani’ bumped off the bottom and we were away under power, as there was hardly any wind. Later the wind sprang up to help us along, and with the aid of the favourable current, we averaged 7 knots over the ground, so that we arrived back at Combwich after covering a distance of 21.9 nautical miles in 3 hours. We were highly chuffed at having completed a 7 week cruise of over 2,000 miles, the longest leg being 13 days out of sight of land between the Scillies and La Corunna.

Text for the Day

1 Timothy 6:6 'Now godliness with contentment is great gain.'

Cruise of the ‘Ishani’, a 26’ Eventide – Part 16

2012-01-16T12:42:00.000-08:00

'Ishani' off Hugh Town

Early morning of Wednesday, 1st July, found ‘Ishani’ wallowing with no wind in her sails. We were forced into starting the engine, but we benefited by making 3.4 knots. Sunrise brought a Force 3 from the northwest so that we were able to lay a course directly for the Scillies. On this fetch ‘Ishani’ agreed she would look after herself. We had coerced her into sailing with the helm lashed so that we could relax and enjoy watching the ever changing scene, clouds, sea and sky, partners in a rhythmic dance.

Without a doubt this was the best part of our adventure to date. Conditions were perfect. We had a magical evening watching a golden sunset, and the stars that night were literally, out of this world, a canopy of sparkling jewels. It was as if ‘Ishani’ knew she was on the homeward leg. She dipped and curtsied in harmony with wind and sea. It was a timeless, almost surreal experience that made all our previous encounters with malevolent seas and strong winds so very worthwhile. No longer were the elements against us; instead they were caressing and willing us along the way. We wanted this forever.

Around midnight the wind briefly faltered; then it came in from the northeast at a gentle Force 1. The barometric reading was still high at 1,026 millibars. Sunrise heralded a helpful north-easterly for the most perfect sailing. At 0945 we were blasted by the sonic boom of Concord as she passed overhead, en route for the States. Our position as ascertained by sextant was 49 degrees 12.4 minutes north and 6 degrees 25.9 minutes west, which placed us 44 miles from the Scilly Isles. That evening of Thursday, 2nd July at 2133 we caught a glimpse of the Bishop Rock lighthouse, the granite beacon we had taken our departure from on 25th May.

The following morning we entered St. Mary’s Sound and anchored off Hugh Town. After breakfast and a nap we were awakened by a customs officer who promptly cleared us so that we were free to disembark. Our priority was to phone our wives, then do a bit of shopping. For relaxation we sailed to St. Agnes where we anchored for a peaceful day in the little cove between it and the tiny island of Gugh. There at low water, it is possible to walk across the sand between the two islands.

On the morning of Saturday, 4th July, we returned to Hugh Town where we re-victualled the ship, including topping up our water; then we motored to St. Martin’s Island. There we anchored by the Old Quay to the east of Cruther’s Point where ‘Ishani’ took the ground. This was a perfect sheltered spot for getting ashore and for exploring the wonderful, charming island where time stands still. Then there were no cars, only tractors for mechanical transport. The seawater was crystal clear, but perishing cold for a swim. We both enjoyed a tranquil stroll. It seemed we had the island to ourselves. That’s quite different these days, because of frequent visits by noisy water jet taxis that kick up a hell-of-wash. Why ever the authorities sanctioned their use, I cannot imagine. The old longboat ferries that so quietly graced those waters, was far superior in every way.

Text for the Day

Philemon 1:3 ‘Grace to you and peace from God our Father and the Lord Jesus Christ.’

Cruise of the ‘Ishani’, a 26’ Eventide – Part 15

2012-01-15T13:30:00.000-08:00

We had made up our minds that it was time to set off for home. Ahead, lay the Western Approaches; these are the waters at the western end of the English Channel - La Manche (The Sleeve) according to the French. You can in fact imagine the Channel as having the shape of an old-fashioned sleeve with a wide-open cuff that is shaped like the open end of a fishing net. The Brittany peninsular protrudes into the Altantic at the southern extremity of the Channel, and to the north, the southwest Cornwall peninsular pokes its nose out into the Ocean. At the eastern end of the Channel there is the Strait of Dover, or the Pas de Calais, the narrow stretch of water between England and France providing access to and from the North Sea. This is perhaps the busiest shipping channel in the world.

The relevance of this geography may be grasped as the story of the next phase of our cruise unfolds. Our objective was first to sail west, then north, so as to arrive without mishap at the Scilly Isles. ‘Without mishap’ was absolutely crucial to our success, because our small ‘ship’ had to cross the paths of large ocean-going vessels entering and leaving the Channel. By natural design there are places where these vessels will come together, such as when rounding L'île d'Ouessant, a small island to seaward of the extreme end of the Brittany peninsular. If these vessels were not constrained, the consequences would be unimaginable. For the sake of safe passage, shipping separation zones are marked on the charts. These zones separate ships travelling in opposite directions, and the International Rule is that motorized vessels when heading towards each other must pass port to port so as to avoid colliding with one another. That simple rule is inadequate for keeping vessels apart where many of them meet at the same time; therefore at such confluences artificial ‘roadways’ or ‘separation zones’ are drawn on the chart to keep vessels well apart. Infringement of the rules can result in severe penalties for ship owners and catastrophe when ships collide.

Why did we first need to sail west before going north? Quite simple really, because we had to get around the end of the Brittany Peninsula which was one and a half degrees further west than the Île de Groix. We also had to make even further to the west if we were to gain safe sea room between us and the land. Our prime purpose was to avoid being in the thick of numerous ships that pass through the separation zones off L'île d'Ouessant. It is always preferable to cross at right angles to avoid any element of doubt as to intentions. By first heading west we would cross the paths of southbound and northbound ships at right angles. At our latitude of 47 degrees 35 minutes north, there was a better chance that gaps between them would have widened.

On the morning of Tuesday, 30th January the weather forecast was good, predicting a Force 1 or 2 from the north – ideal for sailing west. By heading out to sea, we avoided the rocky coast of Brittany and the notorious Raz du Sein and the Chanal du Four. Both of these passages have fast flowing currents and hazardous rocks. In addition to avoiding those dangers, we were not tempted by seductive French sirens intent on luring unsuspecting matelots Anglais to their death.

For the first time during our cruise we set full sail including our light weather cruising chute. ‘Ishani’ was hauled along in great style at a good three to four knots. Several French warships were out on exercise. By early afternoon we could see the The Glénan Isles to the north, and at nightfall we were approaching the first of the south-going ships. Dodging a stream of ships at night is not a light-hearted task. We had to keep our wits about us and be prepared to use the engine if the need should arise. The powerful light from the Île de Sein helped us plot our position and progress.

Text for the Day

1 Corinthians 3:31 ‘He who glories, let him glory in the LORD.’

Cruise of the ‘Ishani’, a 26’ Eventide – Part 14

2012-01-14T14:55:00.000-08:00

Île de Groix

For the next two days fog associated with high pressure prevented us from sailing the short distance to Île de Groix. This small, highly cultivated island, only 8 kilometres by 3 kilometres, is a real gem. It supports a higher percentage of woodland than its immediate neighbours. Five years before our visit, the island was designated as a mineral nature reserve, since it is the source of more than 60 different minerals. Port Tudy on the northern side of the island serves as its main port. Regular ferries run every day between it and the Brittany port of Lorient. Port Lay, a short distance to the west is very small, being only suitable for a handful of boats that can take the ground, most of them are fishermen’s open boats suitable for crabbing or lobster fishing. The natural cove Locmaria to the south does not provide a great deal of protection, but it is filled with moorings for local craft.

Entrance to Port Tudy

Sunday, 28th June

The barometer was still high, at 1,023 millibars. Visibility improved sufficiently for us to sail for Île de Groix. An hour after leaving Le Palais we observed a wall of fog advancing towards us from the south. In 1987, the year of our cruise, we were not equipped with a GPS, nor did we have radar – Our most useful tool for navigating in fog was a DF set. As we neared Île de Groix it became a race between us and the fog. At 1047 we caught our first glimpse of the Île de Groix, but at the same time we very aware of the ever advancing fog. By the time we were approaching Port Tudy it was almost upon us, and we could no longer see the easternmost end of the island.

Mondy, 29th June

We elected to stay one full day at Île de Groix. We agreed that this was ample time for exploring the island by foot. That morning we walked to Port Lay with the purpose of having a swim in the sea, but conditions were not suitable. As far as I remember, the tide was out and the bottom was very rocky and full of weeds. We returned to the yacht, but I was disappointed at our lack of success; therefore and I thought I would search elsewhere for a suitable beach. Bill didn’t object, so I left him to tinker around on the yacht. I covered quite a lot ground and found a beautiful beach at Port Melite.

That evening we dined at a local restaurant specializing in sea foods. I didn’t fancy eating mussels which was Bill’s choice; instead I had delicious Sole Meunière fried in butter. The very thought of mussels made me feel queasy – each to his own I say – but we both shared half a bottle of rich red wine. I was a bit light-headed on my way back to the yacht, but I felt a contented glow within.

Text for the Day

1 Corinthians 16:13, 14 ‘Watch, stand fast in the faith, be brave, be strong. Let all that you do be done with love.’

Cruise of the ‘Ishani’, a 26’ Eventide – Part 13

2012-01-13T09:41:00.000-08:00

Belle Isle

Barometric pressure remained high at an astonishing 1,029 millibars, but the sky was overcast. Visibility was not great, due to haze; nevertheless we pushed off from our Port Joinville mooring at 0550 on Wednesday, 24th June. A light wind blew from the northwest; this was in accord with an area of high pressure centred to the southeast. By mid-day the wind had increased to a Force 3 enabling ‘Ishani’ to motor-sail with her sails fully sheeted.

A convenient radio beacon halfway between de l'Île d'Yeu and our objective, La Belle Île, made navigation a piece of cake. On account of a fast-moving current to the southeast of the island, the water became quite lumpy. To make way over the ground, we had to increase engine revs. Our progress was slow, but when we came into the lee of the land our speed remarkably increased. By then we had taken in all sail. We could have persevered without the engine, but the effort required, and loss of time in reaching the harbour of Le Palais, would not have made it worthwhile. Smoother water close inshore allowed us to make very good progress.

Le Palais

We arrived at Le Palais at 1825 where we immediately prepared and cooked mackerel we had caught only hours before.

Fishing boats at Le Palais

Customs Officer

On the morning of 25th June we were visited by French Customs who asked for the ship’s papers and our passports. Almost immediately after they had gone, the harbourmaster introduced himself, and requested ‘dix neuf’ francs for one day’s harbour dues. We stayed at Le Palais for three days, and each morning Monsieur ‘Dix Neuf’, repeated his task of collecting dues. Generously he had under-estimated the length of ‘Ishani’ by insisting she could be no more than “sept metres”. This entente cordiale was gladly accepted by Les Anglaises.

Once again, we hired bicycles for a bit of exploring. At first we cycled to Sauzon, a small port to the northeast of the island. There, we examined a shark that had been caught in nets. Bill asked one of the fishermen to open the jaw of the fish so that he could photograph its teeth. Somehow there may have been a misunderstanding, on account of Bill’s limited linguistic skill, because his request only brought an expression of disdain from the one he addressed.

Before returning our cycles we had to see the rocky inlet of Ster Wenn that serves as a natural harbour on the west side of the northern tip of the island. This is a small, but pretty fiord where yachts anchor stern first to the cliffs. Bill described it as a lobster pot from which the catch could not escape, should the weather suddenly take a turn for the worst. Under calm conditions when we were there the anchorage was idyllic; nowadays, I guess it would be so popular, that it would lose its appeal.

Text for the Day

Romans 12:9 ‘Let love be without hypocrisy. Abhor what is evil. Cling to what is good.’

Cruise of the ‘Ishani’, a 26’ Eventide – Part 12

2012-01-12T08:35:00.000-08:00

We were now truly in relaxed holiday mood. Over the next nine days we were to visit three islands in the northern half of the Bay. These spanned a distance of 180 nautical miles, the largest being Belle Isle between Ile de Groix to the northwest, and Ile de Yeu to the southeast.

We left the Marina at 0720 on Sunday, 21st June, but as there was very little wind, our only option was to motor. Our original intention had been to head for Île d'Yeu. This put us on a course parallel to the coast. Under the circumstances we changed our mind and went into Les Sables-d'Olonne, after motoring a distance of 25 nautical miles from La Rochelle.

We had no real desire to visit a town that was nothing more than a seaside resort with a long sandy beach and the usual non-descript hotels overlooking a promenade, but it was better than the monotony of motoring over a calm sea. There was one consolation however, mackerel were biting. Our catch made an almost instant meal not long after we berthed in the marina at 1600.

The next morning of 22nd June we left the marina at 0715. Prior to vacating our berth, Bill did the usual checks. He observed that the engine had been slightly overheating; therefore he changed the water impeller and tightened the ‘V’ belts that drive the pump and alternator.

Calm conditions continued as on Sunday, when we were en route from La Rochelle. Any wind there was came from ahead, from exactly the opposite direction to which we wanted to go! We could just make out the faint outline of Île d'Yeu far away on the horizon. For most of the morning this object seemed to get no closer. Instead of fretting we devised a distraction, fishing for mackerel, and by early afternoon features of the island were emerging from the heat haze.

Our planned destination was Port Joinville where we arrived at 1630, complete with freshly gutted mackerel, but that was not before having a tussle against the tide. We had to overcome a torrent of water streaking over the shallows to the east of Plage de la Grande Conche at the south-eastern end of the island. The smaller Port de La Meule to the south of the island may have been a better choice. We managed to visit that tiny harbour the next day when we hired bicycles for exploring the island. Port Joinville had a pleasant atmosphere of contentment, and when we were there in 1987 it was an important tuna and lobster fishing port. Perhaps that may not be the case today, since the Marina may be a better commercial proposition because of the popularity of yachting, particularly by the French.

We observed that the island was experiencing prosperity; houses were trim and well-cared for. The island’s coastline was magnificent, especially on the exposed western and south-western rocky coasts where there were deep indentations caused by sea erosion. On our bicycle tour we looked at Fort de La Citadelle and the Vieux-château de l'Île d'Yeu, the latter being the grander of the two, situated on a large outcrop of rock to the southern side of the island. This early 14th Century castle built at the order of Olivier lV de Clisson would have been virtually impregnable when the drawbridge to the mainland was raised, but that did not stop the English pirate Oliver Knolles from capturing it and the island in 1355 where he maintained control for the next 37 years.

Text for the Day

Romans 15:13 ‘Now may the God of hope fill you with all joy and peace in believing, that you may abound in hope by the power of the Holy Spirit.’

Cruise of the ‘Ishani’, a 26’ Eventide – Part 11

2012-01-11T09:20:00.000-08:00

Île de Ré

Shortly after midnight on the morning of 16th June we sensed an easing of the wind to about Force7. As we wanted to make landfall that day, and there were signs the weather was improving, we set the storm jib and a heavily reefed main. I obtained a good sun sight at 0942. It confirmed that if we maintained our speed we could be in port or at anchor by midnight. Hopefully by then the wind would have eased for making entry to La Rochelle.

The closer we came to land the more evidence there was of it, things like fishing floats, weeds and birds. Very gradually soundings decreased until they were in the order of 24 fathoms. At 16 fathoms we would have another 30 miles to sail before reaching La Rochelle. The Île de Ré light would be clearly visible, for then it would be midnight.

By late evening the barograph gave a reading of 1025 millibars, and the wind speed had decreased to a Force 5. This was ideal for ‘Ishani’; therefore our spirits were lifted and more so when land was seen ahead. Eventually we were able to identify the lighthouse of St Clément des Baleines on the westernmost tip of Île de Ré.

Not long after midnight on Wednesday, 17th June we anchored in the snug Anse de Oubye at the southeastern tip of the Île de Ré. This was opposite the large commercial port of La Pallice. The peace was such a contrast to the hurly burly of previous days. It was no wonder that after downing a belated evening meal, we slept like logs until 0600. After breakfast we were soon underway to the Port des Minimes, which was a large marina at La Rochelle. There an official of the Capitanerie conducted us to a berth, and as the first day of stay was free, we were left to do as we pleased.

La Rochelle

'Ishani'

Our first priority was to repair the broken gooseneck. An assistant at the chandlers recommended we took the gooseneck to a boatyard that was four or five kilometers from La Rochelle. On the way, we fortuitously chanced upon a marine engineer who advised us to visit a nearby chandlery. There we bought a part that matched the broken one. In turn, that chandler gave us the address of an engineer who could weld the parts together. We were impressed with the help and hospitality given to us, especially by an owner of car bearing a disabled person’s badge who conveyed us to various locations free of charge.

Back at the boat in time for lunch, we prepared it and ‘dined’ in the local square. Afterwards we bought French charts to help us with the next stage of our cruise northwards.

Edel 22

We stayed at La Rochelle until the 21st June. We didn’t do a great deal, but every afternoon we made tea and ate the most scrumptious fresh cakes bought from a shop just up the road from the marina.

One outstanding highlight for me was being offered the chance to sail an Edel 22’ trimaran, with which I was most impressed. For her length she was extremely fast, light on the helm and exhilarating. The only difficulty I had was getting her back to the pontoon on my own without damaging her or other craft. I took in sail, started the outboard and made my approach. At the last moment, there was to be a sharp turn to port for the trimaran to come alongside the pontoon. I had to keep way on her to make the turn, which left me precious little time for engaging reverse before her bows would come into contact with the main pontoon. The engine was put into neutral and I had to be jolly nifty to be at her bow before it struck the pontoon so as to fend her off.

Text for the Day

Romans 12:18 ‘If it is possible, as much as depends on you, live peaceably with all men.’

Cruise of the ‘Ishani’, a 26’ Eventide – Part 10

2012-01-10T09:01:00.000-08:00

S.E. Bay of Biscay

Monday, 15th June

Today we were to experience the worst gale of the cruise. We had had more than our fair share. June and July are reckoned to be the best months for crossing the Bay with the least chance of meeting a gale, but severe gale 9s have been experienced near the coast of Spain in these summer months. Adding the ferocity of such gales is the effect a sudden change in depth of water can make. We were approximately at 46 degrees north and 4 degrees 30 minutes west, where the deep Atlantic meets the continental shelf, and soundings change from 4,000 metres to 130 metres. The Atlantic swell is forced to rise, causing the regular rhythms of waves to be broken. Most often such gales will be precipitated by the Azores High when it edges a little to the east. Winds between the high and the Spanish heat low accelerate, and they change in direction from southwest to northwest causing confused seas.

15th June

The wind progressively increased in strength, and Bill admitted to being careless when steering downwind; this resulted in several bad gybes. At the final one the bronze gooseneck by which the boom was attached to the mast broke, and as it was an essential component for keeping the boom attached to the mast, we were forced to devise a makeshift repair. Our solution was to lash the fitting with ropes to the mast and tighten them by driving wooden wedges between the lashings and the mast. By the time we finished, the wind was blowing at a good Force 7. From there onwards we ran before the wind with only the storm jib set.

Before nightfall we were about 95 miles from La Rochelle, and it seemed sensible to heave to for the night. By doing so we would maintain our sea room and we would not drift too far and too fast into shallower water where the waves would be more dangerous, even lethal. The barometer indicated a rise in pressure hinting that the worst of the gale would be over in a few hours. Meanwhile life below was interesting to say the least; crockery rattled and banged, waves hissed and crashed against the hull, but we held firmly to our bunks to stay in place while trying to relax. We had seen it all before, and I was pleased that Bill had overcome his problem with seasickness. In fact, he was quite upbeat.

At 2220 we successfully obtained a rough radio bearing of Cape Ferrate which lay to south of southeast. We also found another bearing from La Baleines Lighthouse on the Ille de Re. These bearings were insufficiently far apart to provide a reliable position, but they were better than nothing. It is preferable to have at least three bearings that exactly intersect at the yacht’s position. If they do, then the position can be accepted as reliable. A depth sounding taken at the same time will further confirm the accuracy of the plot. Navigators often forget the value of soundings. Bill and I were once caught in dense fog near St Ives, and by using soundings we were able to find our way into the harbour.

When we took radio bearings there in the Bay of Biscay our sounder gave a reading of 64 fathoms, each fathom being 6 feet. By simple calculation we were in a depth of 117 metres. One foot is 0.3084 metres; therefore we were actually into shallow waters. However, with the rise and fall of the yacht on account of the swell and the yacht’s violent movement, we could not rely on the reading.

Text for the Day

Romans 13:8 ‘Owe no one anything except to love one another, for he who loves another has fulfilled the law.’

Link

Crossing Biscay – A Weatherman’s Perspective

http://weather.mailasail.com/Franks-Weather/Crossing-Biscay-Meteorologists-Advice

Cruise of the ‘Ishani’, a 26’ Eventide – Part 9

2012-01-09T07:29:00.000-08:00

A transcription of a page taken from the ship's log

We stayed at La Corunna until Thursday, 11th June. Our time there was pleasant enough. The barometer continued rising until the day of our departure for La Rochelle. While in port we carried out a few minor repairs, including attending to chafe on the sails. We did a bit of letter writing and enjoyed the company of other yachtsmen; most were on their way to the Mediterranean.

There can be a tendency not to want to sail. I call the condition ‘Portitis’. One becomes lethargic and there is no desire to put to sea because you know you will be exposed to its incessant movement; you know that physical expenditure will be required of you, and you are never quite sure what the sea may throw at you. Going to sea is always an ‘adventure’, which means taking part in something, the end of which you cannot be sure. Perspective changes when the boat is on her way. The crew is busy navigating and tending sails. Within hours the routine of watch keeping gives structure to the day. There are always new things to see. Life afloat is never dull. Wind and tide determine tactics, and perseverance brings success. The vessel arrives at her destination. Skipper and crew are rewarded.

The decision was made; we were to return home. Precisely at 1102 we cast off for La Rochelle. As expected, on account of high barometric pressure, there was very little wind, but by mid-day we were experiencing a rain squall that required us to put in a reef. Bill noted that the rain was warm - in his words, “ideal for growing tomatoes.” He went on to say that Spanish tomatoes are cheap because they grow profusely in such damp and warm conditions. Later that afternoon the wind fluctuated both in strength and in direction. At one time there was so little wind that we resorted to setting the large jib. All this action was making us hot and sweaty.

On the morning of 12th June we continued to the northeast, parallel to the coast before heading almost north. At 0040 it started to drizzle again –the fine sort that penetrates your waterproofs, although they have been designed not to let it in. The sea was smooth, and between 1120 and 1230 we ran the engine for a spot of mackerel fishing. To our joy we caught three - ideal for sharing between us, not too much and not too little. There’s nothing quite as tasty as fresh mackerel coated with breadcrumbs fried in a pan of olive oil, eaten within minutes of being caught. Baked beans at the same time go down well too!

Throughout the afternoon there was heavy rain and strong gusts tormented us, requiring us to reef the mainsail several times. The rain stopped at 1700, but the wind continued to fluctuate in direction. These trying conditions did not bring us joy; instead, it was hard work, but there was no cause to moan, because we had to take the rough with the smooth.

Sunday, 14th June was mostly a good day. We were about halfway across the Bay of Biscay. Underneath the boat there were 4,700 metres of ocean. The sea was flat, almost mirror-like. We motored along, averaging 3.8 knots. As the day dawned we were entertained by a large school of porpoises. These inquisitive creatures kept company with us for forty or so minutes. They frolicked at the bow, gambolled beside the yacht and made sorties away from us, only to return again. They were having fun, and so were we.

The moon was clearly visible in the early morning light and when I found a good horizon I had a go at taking a sight. The result was not encouraging because it placed us 14 miles further back than we thought we were. The conclusion was that the sight was a poor one, as I later confirmed by taking a sun sight.

I have never been able to achieve an accurate ship’s position by taking a sextant sight of the moon on account of the silvery planet’s rapid movement. Because the moon is close to the Earth, its position relative to the horizon measured as an angle between its lower limb and the horizon is difficult to capture on account of the rapidly moving planet. Accurate timing is an absolute necessary. Equally important is obtaining a precise angle in terms of degrees, minutes and seconds. The exact height of the observer’s eye above sea level is also required for a good result. Unless the shot is taken when the yacht is on the crest of a wave, a true horizon cannot be established.

While calm conditions allowed, we topped up the ship’s main fuel tank with diesel from our spare can and we also refilled the paraffin cooker. Altogether since leaving La Corunna, in addition to sailing, we had motored 81 miles. Later in the day we were again visited by porpoises, possibly the same ones who amused us earlier.

Rather frighteningly we spotted a waterspout. At first it looked like a white streak pointing down from dark menacing clouds, but very quickly it was met with a column of water rising from the sea. The area around the base was very agitated and we were rather too close for comfort. In view of the unpredictability of waterspouts and because of our fear, we immediately took in all sail, and started the engine. We kept a wary eye on what was happening, but the menacing spout did not come towards us, and it eventually collapsed.

Low 'G' deepened, giving us strong winds

Almost immediately the wind started to blow at about Force 3 from the southwest. Accordingly we stopped the engine and made sail. We noted that the barometric pressure had fallen 7 ½ millibars since midnight, and it looked as if we were in for a real blow. The B.B.C. shipping forecast for the Bay of Biscay promised south-westerly winds veering northwest 4 to 6 and perhaps gale 8 later.

Text for the Day

Matthew 10:31 ‘Do not fear therefore; you are of more value than many sparrows.’

Cruise of the ‘Ishani’, a 26’ Eventide – Part 8

2012-01-08T03:03:00.000-08:00

Early on the morning of Saturday, 6th June we obtained our first DF bearing which confirmed we were on track for Cape Vilano. This headland was about thirty miles south of La Corunna. We continued towards the Cape for a visual identification. In due time, an hour before nightfall, the expected hump of land appeared over the horizon. From there on, it was simply a matter of heading north and identifying lights, each with its own specific characteristic. In fact, position fixing at night was easier than by day, because positive fixes could be obtained from compass bearings of the lights. Each fix could be confirmed by checking that the distance and course run between it and the previous one was correct, taking into consideration factors such as tidal vectors, leeway, variation and deviation if applicable.

5th June

Eventually, we identified the powerful light for La Corunna, which shone brightly from the Tour de Hercule. The biggest challenge was sorting out significant lights for navigating our way into the harbour. There were numerable flashing lights which made it all a bit confusing, and to make matters worse, the whole fishing fleet was on its way to sea. As we carefully proceeded under power, we found the relevant buoys leading towards the harbour entrance. Thankfully the wind eased, which helped make the task of finding and picking up a visitor’s buoy not too difficult. Ishani entered the harbour not long after midnight. We secured the yacht to a substantial mooring buoy, dived below and took off our smelly waterproofs before cooking an enormous celebratory meal. We slept like logs until 1030 that morning of 7th June.

Surprisingly we were not visited by customs or police during the five days we were there. Formalities were minimal – all that was required was for the skipper to fill in a form giving details of the yacht and her crew. Personnel at the ‘Real Club Nautico’ made us welcome by offering the Club’s facilities which included showers, toilets, washing machines, the Club lounge and a workshop. We were only charged for the use of a mooring.

Mooring receipt

One of our biggest delights was taking a shower. After thirteen days without a freshwater body wash it was really refreshing. We did our laundry at the same time. As we were not expecting to visit Spain we did not have any local currency, but we did have our bankers’ cards which meant we could pay for telephone calls to our wives from the Hotel Finisterre. Understandably our families were relieved to know that we were well. We could not tell them of our intentions, because we had not made a decision whether to press on for the Azores, or return home.

Bill’s biological functions miraculously returned to normal. On Monday, 8th June we heard about a storm of unusual ferocity at Santander on the North coast of Spain. They experienced gusts of 80 knots causing fishing boats to be wrecked. A child on an inflatable mattress was blown out to sea. Whatever his parents were doing at the time to let him get on a lilo, I cannot imagine. A trough of low pressure moved across that part of Spain, and for us it brought warm drizzle.

We liked La Corunna because it was an interesting city of great character comprised of old and new. There were significant industrial complexes, including an oil refinery and a tanker terminal. Other things of note were a flourishing ship repair business, a Naval College, a Military Hospital and a Barracks.

In search of fresh food we found a nearby market that specialized in local produce. The ancient building had a great atmosphere. On the lower ground floor there was a fruit and vegetable market divided into many aisles. There were also stalls where all kinds of meats were sold, both fresh and processed. It seemed that the owner vendors were in friendly competition with one another. There was a raised central area, the fish market, where we bought hake. On leaving the market we were attracted to a fascinating display of sausages, of which a certain brand appealed to both of us; so we acquired some.

Bill is a better cook than me; therefore I was happy to let him prepare the evening meal which consisted of steamed hake simmered in Mother’s Pride sauce, a selection of vegetables, boiled potatoes and a glass of local wine.

On the evening of 9th June we were taken by a fellow we met on a neighbouring yacht to see the local nightspots. It seemed he had done this before. We listened to live music and we were entertained by all the comings and goings. Despite bars being open until the early hours of the morning, we didn’t see any drunks, nor did we witness any unruly behaviour.

Text for the Day

Romans 11:36 ‘Of Him and through Him and to Him are all things, to whom be glory forever. Amen.’

Cruise of the ‘Ishani’, a 26’ Eventide – Part 7

2012-01-07T02:35:00.000-08:00

We were greeted with fine drizzle and increasing wind early on the morning of 3rd June. In thick darkness, save for the ghosting of breaking waves, we sensed the wind had veered a little so that it was from the southwest. Despite the increase in strength of wind, the sea was smoother with longer troughs between each phosphorescent crest. At 0910 I estimated the position of the yacht to be 44 degrees 10 seconds north and 15 degrees 6.4 minutes west. For a change, we managed to hear the forecast for Sole which predicted winds from the southwest, veering west, 5 to 7, and 4 to 5 later.

As we continued, the wind steadily increased. At 1811 we recorded in the log that it was blowing more than a Force 7, perhaps an 8, because it was howling in the rigging. We had become used to these conditions. Life was as normal. We were sailing under storm jib and the mainsail was well-reefed. ‘Ishani’ behaved impeccably, rising to every wave, acting as if she were a gull bobbing on the waters of the English Channel. We were at home, two sea salts together.

4th June was our tenth day at sea. We were roughly halfway to our destination, Horta on the island of Faial. We were on track and on time for getting there in 20 days as we had planned. At this point we had a chinwag to take stock of the situation. I was feeling great and on top form. I was enjoying the challenge. Unlike my companion, I was not suffering from bouts of seasickness; neither was I having a problem opening my bowels. He on the other hand had been constipated from the outset. Laxatives had no effect. Ten days without opening his bowels was a serious situation. Furthermore, he started coughing up blood.

Things didn’t look too good. There was only one sensible option and that was to head for the nearest land. This happened to be La Corunna, in North West Spain. At midnight the decision was made to change course for the mainland which was 340 miles to the east. Everything felt quite different. Instead of beating into the wind, the ship was running. There was a sense of anticlimax, almost a feeling of failure on my part, because I had unsuccessfully tried sailing to the Azores before with two of my previous yachts, a Hunter Europa 19, and a Folksong 25. With the wind coming from astern ‘Ishani’ rolled somewhat, but her speed increased. The seas appeared to be much flatter. Hand steering became the norm because our boat would not self-steer downwind, even with only the storm jib set.

Bill wrote in his personal log that the moment the yacht was put on her new course his spirits rose. I kept my feelings to myself, but I was content with the decision, knowing we had made the right one. Sailing with a companion has its compensations: fellowship and sharing. Also help is available in tricky situations, and when there’s an emergency, two pairs of hands are better than one pair of hands. I know this for a fact, because when I was in the Bay of Biscay crewing for a friend, his yacht began to take in water faster than we could pump it out! My ideas and his actions got us out of a very serious jam. I’ll not go into details, but between us we managed to reduce the inflow of water sufficiently to keep it under control by pumping every hour.

I estimated that at our current speed we would reach land in about three days.

On 5th June we unexpectedly had the pleasure of watching several pairs of tunny leaping from wave top to wave top, as though they were participating in a choreographed dance. The barometric pressure continued to fall as the wind progressively increased in strength. We were forced to hand the main; then run before the wind under storm jib alone. With that handkerchief of a sail the boat surfed along at a good 4.3 knots. By evening the wind was at least a Force 8. We lashed the storm sail to the pulpit and lay ahull.

Laying ahull is not the most comfortable of experiences, but it invariably works. The yacht finds her own station when her tiller is slightly lashed to leeward. A slick is left upwind of the yacht which tends to smooth the seas. She heels, presenting her underbody to the waves. They smash against her side, but the yacht gives - and all is well - time after time. Parallel streaks of spume run at right angles downwind from the wave tops, and the ocean heaves. Spindrift is blown from the cresting waves. You are wedged into your bunk on the leeward side and you listen for advancing waves. They charge along like approaching express trains. You hear each explosive thud and wonder how the boat can take it, but she does. She’s like a cork rising and falling, so you give thanks to your Maker for His mercy and you wonder at His power.

Text for the Day

Psalm 106:1 ‘Praise the LORD! Oh, give thanks to the LORD, for He is good! His mercy endures forever.’

Cruise of the ‘Ishani’, a 26’ Eventide – Part 6

2012-01-06T03:24:00.000-08:00

Noon, 1st June forecast

Bill was keeping an eye on the track of the barograph. Air pressure continued to fall. By 0130 on Monday, 1st June the wind was a good Force 7, and ‘Ishani’ was hove to on the port tack with the storm jib aback and the trysail set. She was surprisingly steady, which was just as well because we had porridge and tea for breakfast. The porridge was made with water and tinned milk, which was a devil to remove from the bowls and saucepan when it came to cleaning them in cold seawater.

After breakfast there was little we could do, except occasionally scan the horizon for shipping or other hazards. The chance of colliding with a waterlogged container or similar object was negligible; likewise becoming snarled in a discarded net was most unlikely, but I have seen abandoned crab pots and their lines that far offshore. Fishing vessels were the most likely hazards. Drifters or tunny boats fish in all weathers.

Our daily average of nautical miles sailed since leaving the Scillies worked out at 69.2. We had hoped to average at least 90 miles a day all the way to the Azores. We had another 450 miles to go, and at that rate we would take ten more days.

The near gale force wind from the southwest continued throughout the day, accompanied by fine drizzle in the morning and heavy rain in the afternoon. Mostly we lay on our bunks, ensconced in our sleeping bags. I passed the hours away by reading when I was not snoozing. Down below it was surprisingly quiet. It wasn’t until you poked your head above the hatch that you fully became aware of the shrieking wind and crashing waves. There you felt the full force of the wind on your cheeks and if you were foolish enough to wear your glasses, they would soon be caked with salt from sea spray.

Morning brought a warm front, followed in the afternoon by a cold one. Heavy rain reduced visibility to less than a mile. All of this was consistent with a fall in barometric pressure to 1,012 millibars, as recorded at midday. The wind gradually decreased in strength, and by midnight we were able to make sail again. We set the storm jib and a reefed mainsail, but the wind was from ahead, making for a lively ride. A redeeming factor was that ‘Ishani’ sailed herself with the helm lashed. We could remain below, except for the man on watch who occasionally poked his head out of the hatch to scan the horizon and check that all was well with the boat.

Tuesday, 2nd June brought hope, because we had nearly reached the halfway point between the Bishop Rock and Horta. That was confirmed by a fortuitous noon sight grabbed through an opening between the clouds. That placed us at 45 degrees, 8 minutes north and 14 degrees 49.7 degrees west, with only another 116 miles to go for a celebratory tittle - orange juice would suffice.

We pressed on, and at times the boat heeled to the extent that the trailing log mounted at the taffrail was completely submerged, but despite frequent immersions it faithfully registered miles travelled. We were pleased, because we had regained the ground we had lost while hove to. Our spirits were lifted when more breaks appeared in the cloud to the northwest and they spread in our direction. The white crests of the Atlantic rollers dramatically contrasted with a backdrop of heavy dark clouds. Wind strength fluctuated which made the steering tricky. The yacht had to be steered up and over the crests, so as not to have them smashing across the decks. A breaking wave has a lot of power that can cause serious damage. One day I was running up the English Channel during a gale aboard my Hillyard 2.5 ton yacht. A curler hit the pushpit with such force that the galvanised iron frame was bent as if it had been made of liquorice. I escaped injury because the wave threw me into the cockpit where I sat in water up to my waist.

If you experience the majesty of gale-tossed waves rolling upon the ocean’s swell, you cannot be unmoved by the grandeur of it all. The sailing was magnificent. In Bill’s words, “’Ishani’ bludgeoned her way to windward; plumes of white spray were thrown over her as she thrashed through the waves at a good speed of 3.5 knots.”

It was 1310 when we sighted a yacht on the horizon. We gave her a call on the VHF, and for ten minutes we exchanged details. She was an Australian yacht by the name of ‘Swaggie’. She was on passage from the Azores to Falmouth. We learned later that when she arrived at Falmouth her owner kindly contacted Bill’s wife to giver her news of our chance meeting.

Text for the Day

Hebrews 13:2 ‘Do not forget to entertain strangers, for by so doing some have unwittingly entertained angels.’

Cruise of the ‘Ishani’, a 26’ Eventide – Part 5

2012-01-05T04:09:00.000-08:00

Saturday, 30th May, and what a difference twenty four hours can make to sea conditions. Here’s the Skipper’s account:

The day dawns with drizzle. We were still hove to after an uncomfortable night. At 0934 the barometer reading was 1,019 millibar. As we had the trysail set I decided to make further repairs to the mainsail which was showing signs of wear along the seams where they chafe against the backstays. Sitting in the cabin looking down at the job brought on a further bout of seasickness.

Bill Serjeant calculated the drift for the previous 17 hours to have been 25.7 miles in a south-easterly direction. By 1145 the wind had dropped to a force 4, so the trysail was handed, and the repaired mainsail was set with one reef. (Note: In addition to roller reefing, the sail had traditional reefing pendants.) We were now sailing at our average cruising speed of 4.3 knots. Bill worked a sun sight giving us a position of 46 degrees 22 minutes north, and exactly 13 degrees west at 1500. We were actually one third of the way towards the Azores along our chosen track.

By 1600 the barometric pressure had risen to 1,023.5 millibar, which indicated there had been a rapid rise of 4.5 millibar in five-and-a-half hours, i.e., 0.8 millibars an hour. The wind gradually decreased and backed to the west. We cooked dinner in the pressure cooker. Thankfully, I managed to retain my share. As the evening drew in, a beautiful sickle-shaped moon was reflected from the ocean’s almost mirror-like surface.

Sunday, 31st May.

Here my story continues:

Sunrise heralded a gentle wind from the west. We increased sail to full main and Genoa, but we could not coax ‘Ishani’ to self-steer, which meant we had to resort to the tedious business of hand steering. We were visited by a school of porpoises that made a thorough examination of the boat. The sky was showing signs of approaching bad weather. There was alto cirrus to the west, and cumulus clouds were gathering overhead. Disturbingly there was a yellow halo around the sun. Notwithstanding these portents, the barometer continued to rise to 1,030.5 millibar. We were experiencing the calm before the storm. It seemed prudent to run the engine to charge the ship’s batteries.

Later that afternoon a beautiful black bird with a white ‘V’ on its back circled around ‘Ishani’ before heading eastwards. We were virtually becalmed, and the undulating movement of the sea frustratingly caused the sails to slat to and fro. Satisfied that the batteries were fully charged we cut the engine. From thereon we made little progress until early evening. By way of boredom, Bill grabbed the foghorn and blew into it, whereupon a whale surfaced nearby. This may have been pure coincidence, or it could have been in response to the sounding of the horn. The large but gentle creature gave us a wink, snorted through his blowhole, and disappeared into the deep, never to be seen again.

By 1705 the barograph recorded a fall of 2.5 millibar since early morning, and correspondingly the wind returned, so that ‘Ishani’ tramped along nicely under full sail, the main and both foresails.

Text for the Day

Philippians 4:7 ‘The peace of God which surpasses all understanding, will guard your hearts and minds through Christ Jesus.’

Cruise of the ‘Ishani’, a 26’ Eventide – Part 4

2012-01-04T03:14:00.000-08:00

Wednesday, 27th May brought variable winds, both in direction and strength, which required much sail changing. We did not have the luxury of roller headsails, but we did have a furling mainsail. Unfortunately, to get the sail to set properly when reefed, we had to insert a wad of foam into the lower rolls. This was tedious and energy sapping, and the operation had an element of danger. Just one false move and the person doing the reefing could be over the side on account of the unpredictable movement of the boat. While doing deck work we always secured ourselves with safety harnesses that were attached to jackstays running along the side decks. Whenever we left the cabin we habitually wore safety harnesses. We made the wearing of harnesses a standing rule to be adhered to both day and night.

Me practising using the sextant two years before, when aboard 'Zeta'

Despite the rolling of the boat, I managed to obtain a good noon sight with the sextant. This enabled me to plot the ship’s position with some confidence. Slowly but surely the wind lessened and steadied from ahead, markedly reducing the boat’s speed. The weather forecast for Sole predicted static conditions with no indication of favourable winds to come. To boost our morale and charge the ship’s batteries we fired up the Yanmar, giving the yacht a tick-over speed of three knots. Neither of us liked the sound of the engine, but it was more important to make progress than to waste time getting nowhere. Altogether, the future for the next few days didn’t look promising, and for sure, we did not have enough fuel for motoring all the way to the Azores.

We had a simple routine of four hours on and four hours off combined with a dogwatch of two hours on and two hours off which gave us plenty of time for rest and for making meals. The man off watch made the main meal which was eaten in the evening after the shipping forecast. Other meals and snacks were taken individually, as and when we wanted them. I did the major part of the navigation, being responsible for plotting the ship’s position at noon and recording miles run over 24 hours.

A lot happened on the 28th May. We noticed that the clew of the mainsail required attention where the cringle was coming adrift from the sail. Bill had the appropriate thread, needles and sailmaker’s palm, and with them he repaired the sail. He washed a number of his socks by tying them to a line that he dangled over the stern. He also cleaned himself by taking a seawater shower in the cockpit. He seemed relaxed, and I think he was beginning to adjust to life at sea. Finally he washed a number of dirty dishes and disposed of a few empty cans by jettisoning them into the ocean. We watched them slowly sink until they were lost in the depths. Not surprisingly, all this activity attracted the interest of a shark that swam around the yacht. Not long before dusk an exhausted swallow landed on the cabin top, took off again and flew into the cabin where it stayed for the night.

Shortly after midnight the Autohelm packed up, but we were able to make the boat self-steer by attaching bungees to the tiller. At 0600 I plotted the yacht’s dead reckoning position on the chart and remarked to Bill that there were 4,500 metres of water under the boat. He pertinently replied that only half-an-inch of plywood was between us and the bottom! That didn’t worry me, for I had faith in ‘Ishani’, because I had seen how she had been built by my companion over a period of three years. She would hold together under the severest conditions, which was just as well, for shortly we were to experience a Bay of Biscay gale.

Text for the Day

1 Corinthians 13:13 'And now abide in faith, hope, love, these three; but the greatest of these is love.

Cruise of the ‘Ishani’, a 26’ Eventide – Part 3

2012-01-03T07:45:00.001-08:00

On the morning of Monday, 25th May, we checked the shipping forecast which was for fine weather and a gentle wind from the northeast. Accordingly we phoned our wives to let them know we would be sailing that afternoon for the Azores, hoping to make landfall in about twenty days at Faial where we planned to clear customs at Horta, the capital city. This island, otherwise known as the 'Isla Azul’ (‘Blue Island’), is dominated by a 1,043 metres high volcano, the Cabeço Gordo. We were underway at 1820, and an hour later we took our departure from the Bishop Rock lighthouse.

'Zeta'

Shortly before nightfall we were visited by a large school of porpoises, perhaps the same ones that had cavorted around ‘Zeta’, my junk-rigged Folksong when I was there in 1985. They swam around the yacht at night while squealing their high-pitched notes that vibrated through the fibreglass hull. This time their calls could not be heard. We could no longer we see the loom of the Bishop Rock lighthouse, which meant we were roughly 40 miles to the southwest, well clear of land and all obstructions between us and the Azores.

On the morning of the 25th May we saw several fishing boats and deliberately kept well clear of them. Suddenly and unexpectedly we were blasted by the sonic boom of a Concord jet plane on its way across the Atlantic. We were relieved that our teeth were not shaken out of their sockets and that we were not permanently deafened by the shattering noise! All Concord aircraft were retired from service in 2003, because there were insufficient paying customers to cover the running costs. This, in part, may have come about because of the disastrous crash of an Air France Concord which was engulfed in flames when taking off at Charles de Gaulle Airport.

Not long after Concord’s dramatic flight overhead, the Taylor’s paraffin cooker took umbrage and decided it no longer wanted to work. Bill discovered that the copper feed pipe from the fuel tank had snapped. He set about repairing the break by soldering the parts together. This was a tricky business because of the motion of the boat. Having accomplished the task, he surfaced into the cockpit, leaned over the side and spewed his partially digested breakfast into the sea. From that time on he was seldom free of sickness until the 6th June when we sighted land - not the Azores, but the Spanish coast 13 days later.

Text for the Day

Romans 6:23 'The wages of sin is death, but the gift of God is eternal life in Christ Jesus our Lord.'

Cruise of the ‘Ishani’, a 26’ Eventide – Part 2

2012-01-02T05:12:00.000-08:00

The Scillies

We were not disappointed with Watermouth, for the holding and protection were good at the anchorage between Widmouth Head and Burrow Nose. At 1430 we upped anchor and said goodbye to the delightful cove with its gently sloping woodland to the water’s edge and nearby castle. After passing Ilfracombe our course was towards Hartland Point. Progressively the wind increased and we found ourselves reducing canvas until running before it with only the small staysail. Our Autohelm did a splendid job, allowing the watchman to keep under cover out of the elements. One by one we counted off the usual markers: first, Hartland Light at 2000, followed by Bude, Trevose Head, St Ives and Pendeen.

The next morning at 0800, Round Island radio beacon was within range. By use of the DF and distance run, we were able to plot our position and lay a course towards the Scillies. The Longships Lighthouse duly appeared, confirming we were on track. Later that day the grey outlines of islands gradually emerged from an almost equally grey sea, and the closer we came to them the more sure we were of where the entrance was to St Mary’s Sound. We felt the better option for gaining access to Hugh Town was the southerly route, because we didn’t feel like the more risky one over Crow Bar at the north end of St Mary’s. We needn’t have worried, because the Island ferry, the ‘Scillonian’, goes that way at or near high water. We anchored off Hugh Town in 10 feet of crystal clear water early that evening of 23rd May.

Bill had been suffering somewhat from seasickness, but as the yacht quietly lay to her anchor he quickly recovered. After a hearty meal we both turned in and had a good night’s sleep, waking fresh the next morning. Via the VHF Bill made a radio telephone call to his wife. She was relieved to learn that all had gone well and that we had arrived safely at the Islands. She in turn promised to phone my wife confirming all was well.

Times can be anxious for relatives left behind. They can imagine all sorts of happenings, especially if the weather is unsettled, but these days mobile phones have made communications a simple matter. Fifteen years ago, things were different. Landlines were the norm. Making a phone call at St Mary’s Island would normally have entailed inflating the dinghy, rowing her to the harbour; then walking to the telephone booth. Back at the boat, the dinghy would have to be cleaned, deflated and packed away or secured to the foredeck – a lot of hassle, but the exercise would have done you good!

Text for the Day

Colossians 3:14, 15 'But above all these things put on love, which is the bond of perfection. And let the peace of God rule in your hearts, to which also you were called in one body; and be thankful.'

Cruise of the ‘Ishani’, a 26’ Eventide – Part 1

2012-01-01T13:15:00.000-08:00

'Ishani'

Sailing is one of those activities that draw people together in their common interest; friendships are established and strengthened by sharing. Cruising folk look to companions for adventuring together. On rare occasions, friends will co-own a vessel, share expenses, help with maintenance and cruise together. More commonly, owners of yachts will want sailing companions to crew for a cruise, or part of cruise. Both the owner and his crew benefit from joint enterprises, maybe club handicap racing, an afternoon’s sail or a cruise lasting several days.

Friends of mine have crewed for me and I have crewed for them. I was touched and delighted when Bill asked me to be his companion for a cruise to the Azores. We had cruised before and we had confidence in ‘Ishani’, as she had proven her sea-keeping qualities when we cruised to the Scilly Isles from Combwich, near Bridgwater, where the home-built Eventide was kept in a mud berth, a little more than a stone’s throw my friend’s home.

After provisioning the yacht and saying our goodbyes we cast off lines and made sail for Steart Island by Burnham-on-Sea, via the River Parrett. The time was 1450 on 21st May, 1987, and there was a light northerly, which necessitated using the Yanmar diesel auxiliary engine. Our plan was to anchor to the east of the island near number 9 starboard hand buoy. There to take rest, have a meal and get underway at midnight for the ebb down channel past Minehead, hopefully to Watermouth, arriving there at slack water. All went to plan, so we dropped anchor for a well-earned rest until the next high water. It was not profitable to motor against the fast flowing water which gurgled along the hull, occasionally brushing bladder weed against the sides.

Text for the Day

1 John 5:5 'Who is he who overcomes the world, but he who believes that Jesus is the Son of God.'

Link

Eventide Owner's Group

http://www.eventides.org.uk/

Cruise aboard an Achilles 24

2011-12-31T05:11:00.000-08:00

'Penelope', Geoff's Achilles

Today is New Year’s Eve and I have just come across a photo of my friend Geoff aboard his Achilles 24. The photo was tucked under a pile of clothes in a drawer. I was immediately reminded of when I took the photo at Baltimore, a small port on the southwest corner of Southern Ireland/Eire. I had been cruising with my friend Geoff, and Baltimore was the last port of call before our return to Plymouth. The cruise was memorable because of the exceptionally stormy weather. We experienced two nasty gales: the first was on the outward crossing from Falmouth to Kinsale and the second was between Baltimore and the Scillies but closer to the latter.

Geoff had never experienced being at sea in a full Force 8 and understandably he was anxious. Had we been aware of an approaching weather front we would not have set sail. The barometer gave no indication that there would be such a rapid fall of pressure, and the ship’s radio used for the shipping forecast went on the blink. By that time the sea had become so rough we had the heave to; it was dark and we were somewhere north of the Scilly Isles. At least in that position we were not likely to be in the track of shipping because the separation channels were way behind us. Visibility was very poor and there was driving rain. Needless to say, we had a very uncomfortable night.

Me shortly after seeing the whales

Next morning the wind decreased so that we were able to make good progress towards Kinsale. About twenty miles off the coast we had a fabulous encounter with a very active pod of Minke whales that encircled us, but we were not in the least frightened by their curiosity. That was the highlight of the cruise. We had two days at Kinsale before sailing to Glandore, then on to Baltimore. The coastal scenery was second to none. At Baltimore we had to delay our departure for the Scillies because of gale force winds.

Geoff steering after leaving Baltimore for the Scillies

After monitoring the weather forecasts we believed there would be a calmer spell. We set off, but twenty-four hours later we found ourselves in yet another gale at night, in almost the same spot as the previous one. The seas were more vicious, necessitating the yacht to lie-a-hull.

At dawn the wind had decreased sufficiently for us to continue towards the Scillies and our arrival was spectacular with waves breaking on the high rocks of Shipman Head to starboard and Kettle Point to port. As soon as we were in New Grimsby Harbour there was almost a dead calm, and the sun broke through the thinning clouds.

Our return to Plymouth was uneventful, except when fishing for mackerel we caught a garfish in St Mary’s Sound. We also caught more than enough mackerel for a hearty meal.

Note

I have included links to information about Achilles 24 yachts. They are remarkably fast and able yachts.

Text for the Day

Proverbs 29:25 ‘The fear of man brings a snare, but whoever trusts in the LORD shall be safe.’

Links

Achilles Yachts Owners Association

http://www.achillesyachts.co.uk/

1976 Achilles 24 Fin Keel Yacht for Sale £2,500

http://www.achillesyachts.co.uk/page72.html

1973 Achilles 24 Triple Keel Yacht for Sale £4,000

http://www.achillesyachts.co.uk/page71.html

1979 Achilles 24 Fin Keel Yacht for Sale £4,450

http://www.achillesyachts.co.uk/page73.html

Several Achilles 24 Yachts for Sale

http://www.boatshop24.co.uk/searchresults.php?channel=&manufacturer=ACHILLES+24

Laura Dekker Yet Again

2011-12-30T07:43:00.000-08:00

While on the subject of sailing records, Laura Dekker is enjoying the warmer weather of the Southern Atlantic as she sails northwards. Having left Cape Town on 27th November, she would appear to be aiming for the Caribbean, in particular the Island of St Maarten. On arriving there she will have completed a solo circumnavigation of the Globe and she will become the youngest person to have sailed around the world in the truest sense, i.e., returning to a port of departure after crossing every meridian and having crossed the equator, completing a voyage of at least 21,600 nautical miles. In fact she will have sailed much further since setting out alone on her world cruise from Gibraltar on 21st August, 2010.

Jessica Watson is acknowledged by many as the youngest person to have circumnavigated the world alone, non-stop and without outside assistance, but according to the 21,600 miles criterion technically she misses out. Jesse Martin officially holds the record for the youngest to do a non-stop circumnavigation. To the best of my knowledge Mike Perham actually holds the record for being the youngest to have sailed solo around the world, but it looks as though Laura will shortly will take that honour.

Text for the Day

1Timothy 6:6, 7 ‘Now godliness with contentment is great gain. For we brought nothing into this world, and it is certain we can carry nothing out.’

Links

Definition of a Global Circumnavigation

http://en.wikipedia.org/wiki/Circumnavigation

Laura Dekker at Durban

http://bills-log.blogspot.com/2011/11/laura-dekker-at-durban.html

Laura Dekker, Exemplar of Youth Today?

http://bills-log.blogspot.com/2011/08/laura-dekker-exemplar-of-youth-today.html

Mike Perham, Jessica Watson, Abby Sunderland and Laura Dekker

http://bills-log.blogspot.com/2010/05/mike-perham-jessica-watson-abby.html

Laura Dekker again

http://bills-log.blogspot.com/2011/02/laura-dekker-again.html

Laura Dekker

http://bills-log.blogspot.com/2009/09/laura-dekker.html

Laura Dekker

http://en.wikipedia.org/wiki/Laura_Dekker

Laura Dekker Arrives in St. Maarten after 17 Days

http://nasailor.com/2010/12/23/laura-dekker-lands-makes-it-to-st-maarten/

The Laura Dekker Report: Laura is sailing north towards the Caribbean!…

http://blog.jetsettingmagazine.com/?p=23320

Jessica Watson

http://www.jessicawatson.com.au/

Jessica Watson to miss sailing record

http://news.ninemsn.com.au/national/1048582/no-record-for-jessica-watson

Mike Perham

http://en.wikipedia.org/wiki/Michael_Perham

Jesse Martin

http://en.wikipedia.org/wiki/Jesse_Martin

Micro 10’ Sailboat for Global Circumnavigation Part 2

2011-12-29T07:12:00.000-08:00

Following on from yesterday’s blog I have a few more thoughts about the type of vessel Sven may design. For some reason he has decided on a length of 10’ which is small for such a venture. Maybe he has chosen that length because he made mention of the Around in Ten Race which never took place. Originally there were a number of aspirants who intended racing around the world in 10 sailboats, but for various reasons none were able to make it to the start line.

The challenge still remains for someone to succeed in doing a circumnavigation in a smaller boat than the smallest, i.e., Serge Testa’s, ‘Acrohc Australis’. She was 11’ 10” long. Ten feet would be pushing it to the absolute limit, on account of internal space for a solo sailor and his provisions. This would not be a non-stop attempt. On that basis, if Sven were to succeed, he most likely would become the ultimate winner of a world record, but I feel sure he would not be looking for accolades or approval on that account. He says he wants to celebrate 50 years of his life during which time he has sailed across oceans aboard small boats, most of them designed and built by him. A solo circumnavigation in the smallest of boats would be his way of celebrating.

Yesterday I suggested Sven’s new boat may turn out to be a bit like Paul Fisher’s Micro 10. Well, that was in profile, not in terms of 3-dimensional form. Instead of having double chines she may have single chines on each side and she may have chine runners as per his present boat. She could even be a round bilge boat, although I doubt it, because his preferred building method is sandwich composite which does not easily lend itself to multiple curved structures.

I also suggested his new boat may be fitted with a skeg to help with downwind sailing, but I remember that he locked the rudder of his present boat, which in effect became a versatile skeg that could be used in conjunction with the sails to bring about equilibrium for maintaining a steady course. His boat may also dispense with a conventional keel because it would not help when lying to a sea anchor or drogue.

One of the biggest problems with small boats is keeping them dry inside. If the crew is to maintain his health over a period of many months he must keep his body dry and warm. On that account, I doubt Sven will swim in the cold waters of the Southern Ocean as he did in the warmer waters of mid Atlantic. He has already perfected a system of watertight vents for providing fresh air within an otherwise sealed cabin, but for this 10’ boat he will need to insulate the interior for maintaining a bearable temperature. Some form of heating may be required, which could pose a problem for the storage of fuel to power a heater. Top quality thermal clothing may be the solution obviating the need for a heater.

Note

Just a thought – Do you think a scaled-down 10’ version of a John Welsford ‘Fafnir’ might fit the bill for a solo circumnavigation record attempt at being the smallest? I wouldn’t choose to sail south of the Great Capes, however. I suggest this as food for thought - not a recommendation. John would give an honest opinion.

Text for the Day

Matthew 5:37 ‘…….. let your ‘Yes’ be ‘Yes,’ and your ‘No’ be ‘No.’ …………………’

Links

Around in Ten

http://www.aroundinten.com/

Serge Testa aboard ‘Acrohc Australis’

http://www.acrohc.com/

‘Acrohc Australis’

http://bills-log.blogspot.com/2009/11/acrohc-australis.html

Upwind in Small Sailing Cruisers

http://bills-log.blogspot.com/2010/04/upwind-in-small-sailing-cruisers.html

Solo Circumnavigation Record Attempts

http://bills-log.blogspot.com/2009/10/solo-circumnavigation-record-attempts.html

‘Fafnir’ by John Welsford

http://www.jwboatdesigns.co.nz/plans/fafnir/index.htm

Boatbuilding Sailing Blog

http://fafnirsailboat.blogspot.com/

Micro 10’ Sailboat for Global Circumnavigation

2011-12-28T12:34:00.000-08:00

'Yrvindaren 4.1'

You will note from yesterday’s blog that Sven Yrvind has announced that he intends designing and building a 10’ micro yacht for making a single-handed voyage south of all three great capes, i.e., Cape Agulhas, Cape Leeuwin and Cape Horn. In so doing he would also sail south of the Cape of Good Hope, South West Cape of Tasmania, and the South East Cape of Tasmania.

Many of us will be itching to learn about the design of his new boat. For sure, she will not be like ‘Yrvindaren 4.1’, because there would not be sufficient room for Sven and his provisions for a period of 12 months, which is the time he believes it will take. She could be a shortened version of his latest hard chine micro yacht, but with more internal volume brought about by increasing the height of her sides and by fully extending the upper cabin structure to the width of her full beam. He has said his next boat will have an aft steering position, in preference to the central one of ‘Yrvind.com’.

This new vessel will essentially be a downwind drifting ‘pod’ capable of withstanding large breaking waves characteristic of the Southern Ocean. Yrvind will want to avoid icebergs; therefore his passage will be far enough north to be clear of them. These factors will require that his tiny boat can be sailed with the wind on her quarter and she must have reserve buoyancy in the bow, which will require a fairly full, possibly spoon shaped bow. There may be times when the sea state is extremely rough because of winds well in excess of Force 8, in which case, Sven may opt for a series drogue for riding out the seas. In fact much of the voyage could be sailed backwards at a leisurely pace while Sven is wedged in a secure seat, even strapped into it, no doubt reading his choice non-fiction books.

For sailing downwind, a skeg at the stern would help orientate the bow away from the wind, and a mast forward of the centre would enable very small twin boomed headsails to be deployed so as to form a ‘V’ facing into the wind, which would also keep the boat pointing downwind. Both clews could have sheets attached to the tiller for simple self-steering. A long keel would be helpful for maintaining directional stability and for minimizing yawing.

Micro 10

All of these requirements make me think Sven’s new boat may look a bit like Paul Fisher’s Micro 10, but I doubt he will go for a lifting keel. On the other hand, he may want a keel of sorts, perhaps shallow twin keels for when making into land to find a safe haven. He does not rule out stepping on terra firma, and if there is a suitable place where he can safely get ashore, he may want to, in his own words ‘stretch his limbs’.

Text for the Day

1 Corinthians 2:9 ‘But as it is written: “Eye has not seen, nor ear heard, Nor have entered into the heart of man The things which God has prepared for those who love Him.”’

Links

Great Capes

http://en.wikipedia.org/wiki/Great_capes

‘Yrvindaren 4.1’

http://bills-log.blogspot.com/2009/11/yrvindaren-41.html

Paul Fisher Boats

http://www.selway-fisher.com/

10’ Ocean-going Sailboat Designs

http://bills-log.blogspot.com/2010/04/10-ocean-going-sailboat-designs.html

Solo Circumnavigation Record Attempts

http://bills-log.blogspot.com/2009/10/solo-circumnavigation-record-attempts.html

Sven Yrvind

2011-12-27T06:22:00.000-08:00

Of all the small sailboat sailors, Sven is perhaps the most remarkable. You only need look at my previous articles to learn more about him. (See links below.) Like one of the early small sailboat sailors, John MacGregor, he is an excellent self-promoting publicist, an individual who has influenced many people by his exploits at sea, and by lecturing and by writing.

Not a man who rests upon his laurels and one with boundless energy at the age of 72, he has published at his website his latest plans.* He intends designing and building a 10’ boat to sail non-stop around the world. His definition of a global circumnavigation differs somewhat from the more common one, i.e., a passage of at least 21,600 nautical miles (40,000 km) crossing the equator and every meridian, finishing at the same port as that of departure. Sven’s definition is a voyage that crosses ‘all the meridians’ like that of Vito Dumas. He completed a voyage from Buenos Aires to Buenos Aires east-about, passing south of the great capes.

Sven plans on spending one year at sea, and for bodily sustenance he will take with him 400 kilos of food. For mental stimulus he will have a library of 100 non-fiction books – useful ballast! His mission will be to ‘sail east about, south of the great capes: Cape Horn, Cape of Good Hope, etc.’

Text for the Day

Hebrews 9:27, 28 ‘And as it is appointed for men to die once, but after this judgment, so Christ was offered once to bear the sins of many. To those who eagerly wait for Him He will appear a second time, apart from sin, for salvation.’

Links

*Sven Yrvind

http://www.yrvind.com/present_project/

Sven Yrvind, Ocean Sailor and Yacht Designer

http://bills-log.blogspot.com/2011/12/sven-yrvind-ocean-sailor-and-yacht.html

Martinique – Fort-de-France - Sven Yrvind

http://bills-log.blogspot.com/2011/11/martinique-fort-de-france-sven-yrvind.html

Out of Sight, but not out of Mind –Sven Yrvind

http://bills-log.blogspot.com/2011/11/out-of-sight-but-not-out-of-mind-sven.html

Sven Yrvind Sails Again

http://bills-log.blogspot.com/2011/08/sven-yrvind-sails-again.html

Sven Yrvind

http://en.wikipedia.org/wiki/Sven_Yrvind

'Rob Roy' Yawl (John MacGregor)

http://bills-log.blogspot.com/2009/11/rob-roy-yawl.html

‘Rob Roy’ Canoes (John MacGregor)

http://bills-log.blogspot.com/2009/11/rob-roy-canoes.html

John MacGregor

http://en.wikipedia.org/wiki/John_MacGregor_(sportsman)

Definition of a Global Circumnavigation

http://en.wikipedia.org/wiki/Circumnavigation

Vito Dumas

http://en.wikipedia.org/wiki/Vito_Dumas

Popular Pages at Bill’s Log

2011-12-23T06:31:00.000-08:00

StatCounter stats

Satisfaction is had from writing a blog by knowing there are readers who enjoy reading it. Over the past two or more years I have kept an eye on the number of page loads, unique visitors and returning visitors to the website. On all counts they have increased. Between 60 and 80 regulars faithfully log on every day. Unique visitors generally amount to over 300 a day, and page loads can be between 500 and 700.

Statistics are from http://statcounter.com for which I am very grateful, especially as they are provided free of charge.

Current popular pages are:

Drascombe Coaster http://bills-log.blogspot.com/2010/12/drascombe-coaster.html

10’ Micro-yacht Globetrotters http://bills-log.blogspot.com/2010/04/10-micro-yacht-gobetrotters.html

An Archive Page http://bills-log.blogspot.com/2010_04_01_archive.html

Another Archive Page featuring Harry Pigeon http://bills-log.blogspot.com/2009_12_01_archive.html

‘Elusion’, Matt Layden’s Micro-sailboat http://bills-log.blogspot.com/2010/03/elusion-matt-laydens-micro-sailboat.html

Small Sailboats that have crossed the Atlantic http://bills-log.blogspot.com/2010/04/small-sailboats-that-have-crossed.html

One thing to be noted is that all of the popular pages have as their subject matters, yachts, boats, or sailors.

Without readers, doing a blog is almost a pointless exercise; therefore I want to take this opportunity to thank you all for your support and to wish you a very Happy Christmas.

I shall be offline for the next two or three days as I take a festive break.

Win a Range Rover Evoque Prestige

2011-12-22T13:35:00.000-08:00

The Best of the Best Win a Supercar competition for a Range Rover Evoque Prestige was taking place at Lakeside when I happened to be there accompanying my wife who was looking for a Christmas present.

I could not but notice this strange car which was parked by the 3 Store within the inner concourse on the ground floor. I felt there was something inherently wrong with its appearance, because the roof looked as if it had been squashed down at the back, but that was an optical illusion. In fact the roof was almost horizontal and parallel to the ground. The odd visual effect was caused by the shape of the windows which narrowed towards the rear of the car.

The front end looked like the head of a monster with shark-like eyes (headlamps) and a mouth full of sharp teeth (grill) for tearing me apart. I was distinctly uneasy in its presence. Everything about the car was macho – a bionic machine with bulging muscles like those of Mr Universe. Get in its way, you wouldn’t stand a chance.

At £5 a time for entering the competition, a spot the ball interactive computerized game of skill, you will be throwing your money away except for a small portion that will go to a charitable cause. Consider the matter - since 2005 B OT B has donated £117,000, but the Plc has raised 2 million pounds (net of expenses)!

Text for the Day

Matthew 6:1‘Take heed that you do not do your charitable deeds before men, to be seen by them. Otherwise you have no reward from your Father in heaven.’

Links

All new Range Rover Evoque 2011 Driving

https://www.youtube.com/watch?v=1_l4pihZnUI&feature=player_embedded#

This link takes you to the Best of the Best Website for the Competition

http://www.botb.com/SupercarCompetitionDetails/309ca6ac-572c-4865-8ec1-ef4cee9e44f8/December+Supercar+Competition

Nativity Cribs

2011-12-21T12:10:00.000-08:00

Charity Nativity Crib at Lakeside shopping centre

Traditional nativity cribs usually contain modelled or carved figures representing biblical characters associated with the account of the birth of Jesus. These figures are invariably arranged around a centrally placed baby Jesus who is laid in a manger on the floor of an open barn-like structure. For a complete assembly there are usually figures representing the baby Jesus, Mary His mother, Joseph His legal father, three Wise Men (Magi), the Angel Gabriel, at least one shepherd, a donkey, a cow, and perhaps a couple of sheep.

Nativity Crib figures for sale at Alton Garden Centre

More correctly a nativity crib should contain a number of figures representing shepherds who had been visited by ‘an angel of the Lord’* when they were keeping watch over their sheep. He told them that they would find the Babe (Jesus) in a manger. They went to Bethlehem and found Him there along with Mary and Joseph, just as the angel had said they would. Afterwards the shepherds told many people about their experiences before returning to their abandoned sheep.

Painted resin figures for auction at Ebay

The Magi, not necessarily three, because no mention is made of their number, actually visited the young Child later, when He and his parents were in a house;** they worshipped Him and presented Him with gifts of gold, frankincense, and myrrh.

Stylized painted wooden figures for sale on the Internet

So, strictly speaking, a nativity crib should only contain a number of figures representing shepherds, the Christ Child and His parents. On the other hand, it would appear that artists or craftsmen creating these things, do so with artistic licence, and include figures associated with events before and after the Boy’s birth.

*Luke 2:9 **Matthew 2:10

Text for the Day

Luke 2:12 ‘And this will be a sign to you: You will find a Babe wrapped in swaddling cloths, lying in a manger.’

Links

There is a photo of a life-size Nativity Scene at my blog here:

http://bills-log.blogspot.com/2011/01/mexican-holiday-7th-day.html

Christmas 1944

2011-12-20T14:35:00.000-08:00

Today's market place

My sister lived in Bristol. Her husband was away in the Malayan or Burmese jungle (I know not which) fighting alongside Ghurkhas, crawling through leach-infested jungle in the service of his Country. My mother and father sent me off to Bristol Temple Meads Station where I was met by my sister, my eight year old niece and her younger brother. I had a label tied to my lapel as if I was a parcel and I was placed under the charge of the train guard who was responsible for the contents of the guards van. It was a steam locomotive in those days. He carried red and green flags attached to short-handle staves. He waved the green one for the driver to start the train and quickly joined me in the van.

Artificial trees galore!

My sister lived in a small terrace house, which was a fifteen minute bus ride from the station. I thought her house was antiquated with its gas lighting. Even the street lamps were powered by gas, and before nightfall they were lit by the local lamplighter. He had a long pole with a flint striker at the top, and a hook for turning the gas on and off. Coal and wood fires provided heat in the house. That Christmas was my first away from home, but I was not in the least fretful, for I had the company of my niece and nephew, and a loving sister who was more like a second mother.

Santa

There was a real Christmas tree in the corner of the back room. It was decorated with tiny candles clipped to the ends of its branches, and there were also colourful baubles hanging from threads tied to the branches. Flickering flames from a Yule log were reflected from the tiled hearth. A long embroidered mantel was draped over a wrought iron shelf above the fireplace upon which there were a number of Christmas cards. Overhead paper chains were looped from each corner of the ceiling to a central roundel from which a pendant gas light hung.

My sister busied herself frying eggs and chips while we children were left to play. All of a sudden there was a loud crackling from the fireplace, and immediately one end of the mantle was alight. In alarm I called my sister who rapidly brought a bowl of water into the room and doused the flames. She calmly removed the remains of the mantel, replaced the cards and cleaned the hearth. Finally, she covered the fireplace with a metal mesh guard. The house could have been an inferno within minutes had she not acted so promptly.

It was Christmas Eve. Each of us was given a nylon stocking which we hung on the end of our metal frame beds. I slept in the box room. Early on Christmas morning we were woken by my sister and we eagerly found our stockings which we were not permitted to open until we gathered on the large double bed in the front bedroom. It was still dark outside. The gas lamp fluttered as it cast its feeble yellow glow. We groped inside our stockings and pulled out one item at time. They all contained identical articles: a small bag of liquorice allsorts, a party horn that made a duck-like quacking sound, a packet of wax crayons, a paper bag filled with hard-boiled sweets, a Christmas hat and an orange. In addition to our stockings there were parcels for sharing. We eagerly tore them open to reveal, cardboard puzzles, games of Snakes and Ladders, Ludo, Tiddlywinks, Draughts and drawing books.

Candles on the tree were carefully lit at dinnertime and again at teatime, but only for ten minutes or so at each meal. There was Christmas pudding with silver threepenny bits hidden in it at both meals. We played all day and had much fun. Our Christmas was to us a wonderful time, and over sixty years later, I remember it so well.

Note

Illustrations are of stuff sold today.

Text for the Day

Luke 2:10, 11 'Then the angel said to them, "Do not be afraid, for behold, I bring you good tidings and great joy which will be to all people. For there is born to you this day in the City of David a Saviour, who is Christ the Lord.'

Commercialism of Christmas

2011-12-19T04:02:00.001-08:00

£399.00 - The real Babe is for free!

Christmas has been hijacked by those who would make a profit by cashing-in on the vulnerable who are duped by their salesmanship. The whole meaning of Christmas has been distorted and twisted, far removed from the real Christmas story, which in truth is not a story, but a fact of history: God’s Son was born of a virgin in the filth of a stable. Now that’s an incredible, but true fact. Equally true, this Child was just like any other male infant, except He was born without sin. His mission was to reveal the love of His Father for all mankind, and by His death on a cross to make a way possible for those who would believe in Him to receive His love with great joy.

Don’t be taken in by all the hype, the glitter and tinsel, the hollowness of things here and now that fade and are no more. Take this opportunity to discover the real Babe who was laid in a manger. Get hold of a Bible and read the account, even read the facts by going online at: http://www.biblegateway.com

Text for the Day

Luke 2:7 ‘And she brought forth her firstborn Son, and wrapped Him in swaddling cloths, and laid Him in a manger, because there was no room for them in the inn.’

Harley Davidson Heritage Softail Classic

2011-12-18T08:13:00.000-08:00

I know very little about motorcycles, but a name that comes to mind is Harley Davidson. I had a ride on the pillion seat of my father-in-law’s classic Harley Davidson and I remember being impressed with the awesome power of the machine. In those days, riders were not required to wear helmets, and at the time of my ride, I was a little fearful of coming off the bike. Not being in control added to my churning stomach as the bike leaped over bumps and crevices of an uneven road leading to a dusty cul-de-sac where the stallion skidded to a halt. The return ride was no less frightening, and I was glad to alight from the saddle, once again to be a master of my own destiny.

Before that time, when I was doing National Service, I convinced myself I should learn to ride a motorbike. To that end I borrowed one of the standard bikes used by riders who accompanied road convoys. I think it was a BSA, but what model, I wouldn’t have had a clue. With some trepidation I sat astride the machine; kick-started it, opened the throttle and eased away in first gear. Changing into second gear with my foot completely defeated me. I looked down to see the lever, and before I knew it, I was in the ditch beside the road, flung clear of the machine while it lay on its side with the engine roaring.

Grateful not to be injured and for the bike not having sustained any damage, I walked it back to where I had found it. No other person had seen the incident, and this is the first time I’ve told the tale.

Well, I was out walking the other day when I came across this Harley Davidson which brought back memories of my early encounters with motorbikes. Despite them being negative and unfortunate, I was attracted to the chromium-plated piece of engineering, or work of art - however you may look upon such things. From watching a programme on TV, I know of one person who has mounted such a machine on the wall of the lounge of his house, because he considers it to be a work of art, and because it gives him great pleasure to look at. What a talking point it must be too for friends and visitors to his home.

From the insignia on the front of the mudguard, the bike would appear to be a Heritage Softail Classic. You are talking in the region of £17,000 for a new one and £8,500 or more for a second-hand Softail.

Text for the Day

Psalm 91:11 ‘For He shall give His angels charge over you, to keep you in all your ways.’

Links

Harley Davidson UK

http://www.harley-davidson.com/en_GB/Content/Pages/home.html?locale=en_GB&bmLocale=en_GB

Harley Davidson Heritage Softail Classic

http://www.harley-davidson.com/en_GB/Motorcycles/heritage-softail-classic.html

Harley Davidson Heritage Softail Classic for Sale £8,450

http://www.motorcyclenews.com/MCN/bikes-for-sale/searchresults/detail/Harley-Davidson/SOFTAIL/2003/_/R-NXGN-7569718

Converted Clinker Ship’s Lifeboat

2011-12-17T08:57:00.000-08:00

The 'James B'

Somehow I feel much more comfortable looking at an old converted ship’s lifeboat than at a Hallburg-Rassy 342. I have memories of such vessels from the 1960’s, sailing in places like Exmouth and at Burnham-on-Sea, where I learned the rudiments of boat handling aboard a friend’s homebuilt sharpie.

Close-up

In 1951 Michael Verney wrote the book, ‘Practical Conversions and Boat Repairs’, which contained a do-it-yourself guide for converting ship’s lifeboats into seagoing cruisers. Many of these were double-ended, 26’ clinker vessels that could be rowed, not dissimilar to Montague whalers, but they were bulkier open boats for accommodating survivors from sinking ships. In the same year John Lewis’s book, ‘Small Boat Conversion’, was published; it too had information for converting ship’s lifeboats into yachts. A few of these ‘yachts’ remain in commission today as motor-sailers or as motorboats.

Text for the Day

2 Thessalonians 3:10 ‘………… we commanded you this: If anyone will not work, neither shall he eat.’

Links

Montague Whalers

http://www.bmpt.org.uk/pnbpt_historic_boats/Montague-Whalers/index.htm

Fambridge Riverside – ‘Moby Dick’, converted lifeboat photos

http://bills-log.blogspot.com/2011/07/fambridge-riverside.html

Michael Verney ‘Practical Conversions and Boat Repairs’

http://www.abebooks.com/servlet/SearchResults?sts=t&an=michael+verney&y=17&tn=practical+conversions+and+yacht+repairs&x=33

John Lewis, ‘Small Boat Conversion’

http://www.abebooks.com/servlet/SearchResults?sts=t&an=john+lewis&y=4&tn=boat&x=67

Hallburg-Rassy 342

2011-12-16T13:46:00.000-08:00

Hallburg-Rassy has a reputation for their cruising yachts being a cut above the average in terms of finish and performance. The original Swedish company was founded in 1943 by Harry Hallburg, and in 1972 a partnership was established with Christoph Rassy. Altogether, if Wikipedia* is correct, Hallburg-Rassy has manufactured at least 8,900 yachts. Assuming that number has been built since the merger, they must have produced 19 yachts per month!

Later models, since 1988, have all been designed by Germán Frers - 15 in total, including the Hallburg-Rassy 342, which is an enlarged and improved version of the 34, designed fifteen years before.

By looking at the photos and the ‘borrowed’ drawings, in addition to visiting links below you can see what a fabulous ocean cruising yacht the 342 is. I don’t generally goggle at plastic yachts, but this is a stunner. She’s rather too fine for my taste, even if I could afford to buy and maintain her. I would be scared stiff to sit in the lounge for fear of making the cushions dirty, but if I was offered a sail aboard her, I’d accept without hesitation.

Specification

LOA 10.32 m / 33' 10"
LWL 9.09 m / 29' 10''
Beam 3.42 m / 11' 3"
Draught 1.82 m / 6' 0"
Displacement 5 300 kg / 11 684 lbs
Sail Area 60 m² / 646 sq ft

Text for the Day

Exodus 20:17 ‘”You shall not covet your neighbour’s house; you shall no covet your neighbour’s wife, nor his male servant, nor his female servant, nor his ox, nor his donkey, nor anything that is your neighbour’s.”’

Links

Hallburg-Rassy

http://www.hallberg-rassy.com/

*Hallburg-Rassy by Wikipedia

http://en.wikipedia.org/wiki/Hallberg-Rassy

Hallburg-Rassy 342

http://www.hallberg-rassy.com/HR342/hr342.shtml

Hallburg-Rassy Owners’ Association

http://www.hroa.co.uk/

Hallburg-Rassy Standard Specification

http://www.hallberg-rassy.com/HR342/342speci_engelska.shtml

Vaartest Zeilen magazine Hallberg-Rassy 342

http://www.youtube.com/watch?v=JtndT4Ufmss

Tour of Interior of a Hallburg-Rassy 342

http://www.youtube.com/watch?v=6xygL3kYp5c

Photo Gallery of a Hallburg-Rassy 342

http://www.cruisingworld.com/sailboats/boat-reviews/hallberg-rassy-342-photo-gallery

Hallburg-Rassy 342 for Sale 178,000 Euros

http://www.theyachtmarket.com/boats_for_sale/217178/

‘Auberge’ a Colvic Sea Rover 28?

2011-12-15T08:39:00.000-08:00

'Auberge' at Heybridge Basin

I can be somewhat perplexed when I research certain yachts by means of the Internet, because of inconsistent information found at different websites. Confusion may be mine in part, as I may not be fully conversant with a particular class of yacht. The Colvic Sea Rover is such a vessel. I was unaware that there were two versions: the 28 and the 30. I had thought there was only one, i.e., the Sea Rover 28 motor sailer, but at a brokers’ website I have found reference to a Colvic Sea Rover 30 with distinctly different dimensions to those of the 28.

'Auberge' again.

Because I have not been able to find a clear reliable history of Colvic Sea Rovers, I have had to patch together what I believe to be the truth. I can only conclude that there are indeed two models. The twin bilge keel 28 has an overall length of 27’ 11”, and the triple keel 30 has an overall length of 31’ 0”. The shorter yacht draws 3’ 5”, whereas the longer, shallow draught yacht draws less, at 3’ 3”.

One broker maintains Kenneth Evans was the builder of a Colvic Sea Rover 28 and another quotes Colvic/Thames Marine as the builder. Could it be that these were kit boats fitted out by different ‘builders’? Colvic certainly produced many hulls for owners to complete. Perhaps this is an answer to the riddle? One broker quotes Maurice Griffiths as the designer; another says Kenneth Evans designed her. She does have the characteristic lowered aft deck typical of Griffith’s Eventide 26, his Golden Hind and his Medusa 25, but somehow I don’t think he was the designer of the Rover 28. There’s a note on the website of Eventide.org to the effect that Kenneth Evans designed the Sea Rover.

From looking at the photos of ‘Auberge’ I would venture a guess that she’s a Sea Rover 28 to which there has been added a doghouse. I hope the owner will forgive me for suggesting she’s a bit like a poor man’s Fisher 25; nevertheless, she must be a comfortable cruising yacht.

Please contact me through the Comments section if you can answer with certainty some of the implied queries within this article.

Dimensions of the Sea Rover 28

LOA 8.50m (27'11")
LWL 7.60m (24'11")
Beam 2.80m (9'2")
Draught 1.04m (3'5")

Text for the Day

Psalm 23:1 ‘The LORD is my shepherd; I shall not want.’

Links

Colvic Sea Rover 28 (Bilge Keel) for Sale £7,000

http://falmouth.boatshed.com/colvic_sea_rover_28-boat-107356.html

Colvic Sea Rover 28 (Triple Keel) for Sale £8,500
http://www.nickgates.co.uk/#/tamarisk-24-4-sale/4531817287

Colvic Sea Rover 28 (Bilge Keel) for Sale £8,750

http://colvic.apolloduck.com/display.phtml?aid=217814

Colvic Sea Rover 28 (Bilge Keel)for Sale £10,500

http://search.boatshop24.co.uk/fullspec.asp?btsrefno=12288339

Colvic Sea Rover 30 (Triple Keel) for Sale £13,500

http://www.boatshop24.co.uk/U1RZUzAxLUxPQ0grMTA4N35TVFlTMDE=-Colvic_Sea_Rover.html

http://www.lochin.com/show_boats_for_sale.php?stock_id=LOCH%201087&boat=Colvic%20-Sea%20Rover

Maurice Griffiths Eventide 26

http://www.eventides.org.uk/eventide.htm

Maurice Griffiths Medusa 25

http://www.eventides.org.uk/images3/bootvanagter.JPG

http://www.eventides.org.uk/images3/Medusa%20DemelzaDSC08014.JPG

Maurice Griffiths Golden Hind

http://sailboatdata.com/viewrecord.asp?class_id=3636

Maurice Griffiths

http://en.wikipedia.org/wiki/Maurice_Griffiths

Eventide.org

http://www.eventides.org.uk/index.html

Fisher 37

2011-12-14T12:22:00.000-08:00

Out of academic interest I’ve been trying to research the Fisher 37 Pilot House Motor Sailer. This follows two previous articles featuring yachts suitable for living aboard. I looked at a Botter* and a Hartley Fijian 43 Mk 1.**

The Fisher range of yachts were first manufactured in the early 1970s by Fairways Marine, and three of the more popular models can still be built today by Northshore Yachts, namely the Fisher 25, 34 and 37.

Altogether at least 140 Fisher 37 ketches came off the moulds, which is a measure of their popularity. They are extremely robust, able cruising yachts that have been thoroughly tested through extensive cruising; hence they can be found in many parts of the world. Over the years they have been developed and improved since the first one was launched in 1973. Very early models did not have an extended bow platform for mounting a very large furling jib forward of the staysail, in the style of a cutter.

It is most unlikely that I shall ever abandon my land-based lifestyle in exchange for that of a liveaboard, but if I did, I might well choose a Fisher 37 as my new abode, assuming I could find the dosh!

Dimensions

Length Overall 11.33 m (37'2")
Length Waterline 9.91 m (32'6")
Beam 3.66 m (12'0")
Draught 1.60 m (5'3")

Text for the Day

Philippians 4:5 ‘Let your gentleness be known to all men. The Lord is at hand.’

Links

*Botter Yacht

http://bills-log.blogspot.com/2011/12/botter-yacht.html

**Hartley Fijian 43 Mk 1

http://bills-log.blogspot.com/2011/12/gem-ferro-cement-yacht.html

Fisher 37

http://www.northshore.co.uk/yachts/fisher/37/

The Fisher Owners’ Association

http://www.fisherowners.co.uk/Fisher_Fisher_%20Classified_Ads.htm

Southerly Fisher Range of Yachts

http://www.northshore.co.uk/yachts/fisher/

Fisher 37 Mk 111 for Sale - £84,950

http://www.quayboats.co.uk/sail25.htm

Fisher 37 Pilothouse Ketch for Sale – US $ 79,000

http://fog-northamerica.org/elisabeth.pdf

Fairways Marine Fisher 37 for Sale - £84,995

http://yachts.apolloduck.co.uk/feature.phtml?id=222655

1974 Fisher 37 Pilot House Ketch for Sale - £66,990

http://www.boatsandoutboards.co.uk/php/new_view.php?place=viewadvert&ref=2631477

Heybridge Basin

2011-12-13T09:44:00.000-08:00

This is my third article featuring Heybridge Basin. Rather than doing a screed I’ll direct you to the links below. If you are into nautical things you will not be disappointed with a visit to the Basin. These photographs will add to those of my previous articles to give you a flavour of the place.

Incidentally, Max of Bursledon Blogger has suggested that Heybridge should be twinned with Bursledon, as they both have Jolly Sailor and Old Ship public houses at their waterfronts.

Text for the Day

Philippians 4:4 ‘Rejoice in the Lord always. Again I will say, rejoice!’

Links

Heybridge Basin

http://bills-log.blogspot.com/2010/08/heybridge-basin.html

My Previous Blog – Heybridge Basin

http://bills-log.blogspot.com/2010/04/heybridge-basin.html

Heybridge Basin

http://www.itsaboutmaldon.co.uk/basin/

Sunny Heybridge Basin

http://www.seylec.com/id6.html

The Old Ship Inn

http://www.beerintheevening.com/pubs/s/19/19840/Old_Ship_Inn/Heybridge_Basin

Bursledon Blog

http://bursledonblog.blogspot.com/

‘Mischief’ a West Solent One Design

2011-12-12T12:44:00.000-08:00

Yesterday’s subject was the Thames sailing barge ‘Hydrogen’. I saw her at Heybridge on Saturday. Only ten minutes before seeing her, a very graceful classic yacht sailed past the lock gates. She was heading up river towards Maldon.

I have subsequently discovered this elegant Edwardian yacht was ‘Mischief’, a West Solent One Design. This class of yacht was designed by H. Jacobs and H. G. May in 1924, and they were known as ‘W’ Boats. The Berthon Boatyard at Lymington built 30 in all, and another was built under licence in India.

‘Mischief’ was completed in 1930 and she was restored to pristine condition between 1992 and 1993 by Brookes Classic Boatbuilders.

There is a considerable amount of information pertaining to West Solent One Design yachts (‘W’ Boats) at various websites - see links below. I particularly like photos of ‘Mischief’s’ restoration at the website Photos of ‘Mischief’.*

Text for the Day

Hebrews 13:5 ‘Let your conduct be without covetousness; be content with such things as you have. For He Himself has said, “I will never leave you nor forsake you.”

Links

*Photos of ‘Mischief’

http://www.classicboating.co.uk/Mischiefthumbs.html

The ‘W’ Boat Association

http://www.westsolent.org/index.shtml

West Solent One Designs

http://www.classicboating.co.uk/westsolents.html

West Solent One Design

http://www.classicyacht.info/modules/class/West+Solent+One+Design-TName-class_detail-49-yes.html

West Solents return to Cowes by Sue Pelling

http://www.yachtingworld.com/news/418444/west-solents-return-to-cowes

‘Hydrogen’ Thames Sailing Barge

2011-12-11T09:22:00.000-08:00

Yesterday I was at Heybridge Basin looking at the yachts. While having lunch at the Old Ship Inn I was excited to see the Thames sailing barge, ‘Hydrogen’ making her way upriver towards Maldon. It was about high water, and a few yachts and dinghies were out sailing in lovely sunshine, as a gentle west wind caressed the water. At that point ‘Hydrogen’ had doused all sail, finally dropping the peak of her spritsail. Very sensibly, her fisherman anchor hung from the stem head, ready to let go if needed. Two men at the bow looked as if they were preparing lines for coming alongside the wharf at Maldon which is her normal berth.

A summary of the history of this fine old wooden vessel, first launched in 1906, can be found at the website of thamesbarge.org.co.uk;* since then she has been in almost continuous service earning her keep. After a short period when she was powered solely by her engine, she was re-commissioned as a sailing barge in 1978 at the behest of new owners. They reinvented her as a mobile entertainment facility that visited ports around the UK. I believe she is owned by the Blackwater Barge Company. As from 1992 Topsail Services have chartered her along with four other barges: ‘Thistle’, ‘Cabby’, ‘Reminder’, and ‘Kitty’ for providing a number of activities throughout the year, including day sailing excursions, private hire, promotions etc.

Text for the Day

2 Corinthians 5:9 ‘Therefore we make it our aim, whether present or absent, to be well pleasing to Him.’

Links

Sailing Barge ‘Hydrogen’

http://www.top-sail.co.uk/hydrogen.htm

*Hydrogen’s History

http://www.thamesbarge.org.uk/barges/charter/h2history.html

‘Hydrogen’ of London

http://www.thamesbarge.org.uk/barges/barges/hydrogen.html

Thames Sailing Barge ‘Hydrogen’

http://www.youtube.com/watch?v=dkLdXXUpHrI

Photo of ‘Hydrogen’

http://www.fotolibra.com/gallery/446176/thames-sail-barge-hydrogen-1906/

Topsail Charters

http://www.top-sail.co.uk/resources/classic-boat-services.html

A Programme of Day Trips

http://www.top-sail.co.uk/day_trips_programme.asp

The Old Ship Inn at Heybridge Basin

http://www.beerintheevening.com/pubs/s/19/19840/Old_Ship_Inn/Heybridge_Basin

Royal Corinthian One Design Part 2

2011-12-10T02:08:00.000-08:00

I don’t always get things right, therefore don’t believe that what I write here is a hundred percent correct. I’m fallible like most of us mortals. For proof of my fallibility, although proof is not required, click the link below.* There you will see a photo of ‘Whimbrel’, a Royal Burnham One Design that I mistakenly thought was a Royal Corinthian One Design – my apologies for getting it wrong, and thank you to ‘chudgrower’ who pointed out my error which I have just discovered. I shall in due course make a note to that effect at the page mentioned.

Anyway, here’s a nice photo of a genuine Royal Corinthian One Design (‘Coram’) on the hard at Rice and Coles.

Here's a close-up.

These decked racers designed by Harry C. Smith, dating back to 1934, of the same fantastic vintage as me, are still in business, being regularly raced under the patronage of the Royal Corinthian Yacht Club at Burnham-on-Crouch, Essex. Seventeen were built, and a full history with facts and figures is available at this link.**

Dimensions

LOA 6.86m (22'6")
Beam 1.83m (6'0")
Draught 1.07m (3'6")

Construction: Carvel mahogany on oak frames

Text for the Day

Philippians 4:8 ‘Finally, brethren, whatever things are true, whatever things are noble, whatever things are just, whatever things are pure, whatever things are lovely, whatever things are of good report, if there is any virtue and if there is anything praiseworthy – meditate on these things.’

Links

*Royal Corinthian One Design

http://bills-log.blogspot.com/2010/09/royal-corinthian-one-design.html

**Royal Corinthian One Design

http://www.rcod.com/

History of Royal Corinthian One Design

http://www.rcod.com/index1.htm

Royal Corinthian Yacht Club

http://royalcorinthian.co.uk/

RCOD Fleet Status 2005

http://www.rcod.com/index1.html

Royal Corinthian One Design removed from Sale

http://essex.boatshed.com/royal_corinthian_one_design__cormorant-boat-74362.html

My Old Mistress ‘Ladybird’

2011-12-09T08:43:00.000-08:00

I am not nostalgic about ‘Ladybird’, although I do have fond memories of her. When I sold her to my daughter I pondered what future the little boat may have. Because of changing circumstances she sold her to yet another who would become acquainted with her excellent qualities.

For a 19’ yacht I don’t think there is one with better accommodation. She has two spacious quarter berths and plenty of room up forward for a third person. There is ample stowage for gear and provisions under the bunks. A curtain gives privacy for use of the chemical toilet, and she has a very convenient galley by the companionway.

Her cockpit is large enough for three, or possibly four crew members, but it’s perfect for two. Under her cockpit seats there’s plenty of space for warps, fenders, a second anchor, ship’s battery, fuel etc. Her cockpit self-drains. Within easy reach of the cockpit she has a Honda 2.3 outboard motor which is sufficient for getting in and out of marinas, even for pushing her along at 3 knots, hour after hour when the sea is calm. A 4 HP to 5 HP engine would be better to provide clout when there is a strong headwind.

Her side decks are just wide enough for access to the foredeck where the anchor is ready for immediate use, having a galvanised chain that leads through a hawse to a locker below. The deck and hull mouldings are substantial and well finished. She has a furling Genoa and a roller boom for reefing her Bermudan mainsail. Her stainless steel standing rigging is adequate in strength, and her safety rails are supported by strong stanchions, a pushpit and pulpit. She is equipped with navigation lights, one either side of the coachroof and the stern light attached to the pushpit. The solar panel mounted on the coachroof never let me down, always providing power for the navigation lights and equipment, including two GPS units and an Autohelm. I was careful how I used the cabin lights, not to leave them on when I didn’t need them.

She’s not the fastest 19 foot yacht, but her performance on all points of sail is satisfactory for coastal cruising and Club racing. With a competent crew she should be competitive in handicap racing with a favourable Portsmouth Yardstick of 1216. Reefing the main early when the wind rises is the key to success when sailing to windward. Her encapsulated twin bilge keels are not the best for settling on hard ground, but they are fine for sand or mud. Care should be taken when settling on soft ground, because she has a tendency to settle by the stern, and as she does not have a skeg, undue pressure can be brought to bear on the rudder which needs to be locked in position so as not to be dislodged from the pintles.

The photos show how she is laid up at Rice and Coles, at Burnham-on-Crouch. Incidentally, I’ve been invited for a sail aboard my old flame, sometime next year, and I am looking forward to it and to meeting her latest owner.

Text for the Day

Romans 3:23 ‘For all have sinned and fall short of the glory of God.’

Links

‘Ladybird’ has been sold – My tribute to her

http://bills-log.blogspot.com/2011/09/ladybird-has-been-sold-my-tribute-to.html

‘Ladybird’s’ Cruise 2010

http://bills-log.blogspot.com/2011/08/ladybirds-cruise-2010.html

Portsmouth Yardstick Numbers

http://www.byronsoftware.org.uk/bycn/byboat.htm

‘Gem’ a Ferro-Cement Yacht

2011-12-08T12:36:00.000-08:00

Yesterday I posted details of a Botter yacht, suggesting she was more than just a houseboat - in fact a yacht with a reasonable performance. Here’s another, quite different vessel for a liveaboard, a large Ferro-cement yacht with a deep draught. At first I thought she might be a Hartley Fijian 43 Mk 1 without ports along her topsides, but I am fairly sure she is more likely to be an Alan F. Hill Valiant 41. These yachts were built by Ferro-Cement Marine Services at Burnham-on-Crouch in the early 1980s.

Only a week or so ago I took these photos at Burnham Yacht Marina where the vessel recently underwent a refit. Her original name was ‘GB Gem’. She used to be moored at a jetty at the first owner’s house beside the River Crouch at Hullbridge. I think he bought the hull and fitted her out for ocean cruising. I remember seeing her motoring up and down the River. Over a period of two or three years her mooring would be vacant now and again; therefore I assume the owner and his crew took her cruising. Thereafter she was unused for several years, left in the owner’s mud berth at Hullbridge. She began to show signs of neglect; then I heard she was for sale. Next time I saw her she was at Burnham Yacht Harbour where she was on the books of Clarke and Carter Brokerage.

Large yachts do not normally fire my imagination, but this one does, and if I were a younger man wanting a sea-going home, I certainly would be attracted to her. She’s the sort of yacht that inspires confidence and excites the mind. She would be a fine vessel for ocean cruising, exploring and visiting distant shores. The only drawback is her draught, which on account of being nearly two metres would exclude her from some Pacific atoll anchorages.

Dimensions for an Alan F. Hill Valiant 41

LOA 12.49m
LWL 10.16m
Beam 3.65m
Draught 1.90m
Displacement 14,000kg
Headroom 1.80m

Text for the Day

John 15:12 'This is My commandment, that you love one another as I have loved you.'

Links

The World of Ferro-Cement Boats

http://www.ferroboats.com/

Alan F Hill Valiant 41 Removed from Sale

http://algarve.boatshed.com/ferro_marine_services_essex_valient_41-boat-15644.html

Hartley Fijian 43

http://www.hartley-boats.com/fijian43.html

Ferro-cement Yachts

http://bills-log.blogspot.com/2010/08/ferro-cement-yachts.html

Botter Yacht

2011-12-07T12:45:00.000-08:00

Are you looking for a houseboat with a good sailing performance? This one was for sale, but she was snapped up by somebody who is mooring her at Burnham-on-Crouch.

The advertisement* shows the 1920, 13.6 metres Botter in her previous colours. The boat I photographed is, without a doubt, the same one.

I just hope the sails being used to protect her from the elements are not her number one sails, because they will not survive long with that sort of treatment.

Incidentally, the winning boat** of the Transat 6.50 second leg, ‘Teamwork Evolution’, had a scow-shaped bow – nothing new there. They will be using leeboards next!

Text for the Day

John 5:24 ‘”Most assuredly, I say to you, he who hears My word and believes in Him who sent Me has everlasting life, and shall not come into judgment, but has passed from death to life.”’

Links

*Botter Yacht – sold £17,500

http://www.bowcrest.com/dutch-barge-specialists/index.php/dutch-barges/0200006-dutch-botter-yacht-13-60m-x-4-24m-17500/

**’Teamwork Evolution’ – Winner of the Transat 6.50 Second Leg

http://bills-log.blogspot.com/2011/11/teamwork-evolution-winner-of-transat.html

Open Botter Yacht – virtual image

http://www.hangsim.com/vs/images/downshots/botter.jpg

Restored Botter Yachts at Veere

http://4.bp.blogspot.com/-P0VBaJ3BHS0/Thlp6xUDSUI/AAAAAAAAAB4/XfC0Zf4T-CA/s1600/Restored+botters+in+Veere.jpg

Traditional restored Botter Yacht

http://3.bp.blogspot.com/-ApzKXZmbP2g/ThBQmtEpBAI/AAAAAAAAABY/Z1zz2x-u5XQ/s1600/Traditional+sail+on+the+Veersemeer.jpg

Zaanse Botter for Sale £30,220

http://houseboats.apolloduck.co.uk/feature.phtml?id=201237

Botter Yacht for Sale – Euros 72,500

http://www.noblemarine.co.uk/boatsforsale/boat/140127/

Leisure 20 Part 2

2011-12-06T12:10:00.000-08:00

I did a write-up about the Leisure 20 on 30th September, 2011, and if I were to rate the yacht out of 10 I would give her 8. She’s a really comfortable and capable boat for her size. As I said in the previous article, I cannot improve on the description given in the Leisure Owners’ Association website.*

Generally, these boats hold their value, particularly if they have been well looked after and if they were put together well in the first place, because some of them were sold as kit boats for amateurs to finish. The kit parts were of very good quality - just look at the photo showing the stainless steel pulpit and Genoa roller, after at least two years of neglect.

The yacht shown here is not beyond repair, and for someone prepared to put in a bit of work into bringing her up to scratch could end up with a nice yacht. A new set of sails, new mattresses and running rigging would constitute the main outlay. Even her teak rubbing strake would most likely come up nicely after power- hosing, drying and sanding.

I assume this Leisure 20 is for sale. She’s at Rice and Coles, Burnham-on-Crouch, Essex.

The message, loud and clear, is not to leave a yacht exposed to the elements. This is the result.

Text for the Day

Matthew 6:19, 20 ‘Do not lay up for yourselves treasures on earth, where moth and rust destroy and where thieves break in and steal; but lay up for yourselves treasures in heaven, where neither moth nor rust destroys and where thieves do not break in and steal.’

Links

Leisure 20 Part One

http://bills-log.blogspot.com/2011/09/leisure-20.html

Leisure Owners Association

http://www.leisureowners.org.uk/site/contents/home.shtml

*Leisure 20 – very good summary describing the boat

http://www.leisureowners.org.uk/site/contents/leisure20_new.shtml

Leisure 20 for Sale £2,200

http://www.boatshop24.co.uk/UFZUMjUzMjE5fnB2dA==-LEISURE_20.html

Leisure 20 for Sale £5,100 (This yacht was for sale when I did my first article)

http://www.boatshop24.co.uk/U01HTzAxLTM0NzJ+U01HTzAx=-LEISURE_20.html

Sven Yrvind, Ocean Sailor and Yacht Designer

2011-12-05T11:19:00.000-08:00

Sven left Porto Santo, Madeira on 12th October and arrived at Fort de France, Martinique on 26th November, having sailed a total of 2,870 nautical miles in 45 days, at an average speed of 2.64 knots.

On the whole it would appear he enjoyed the experience, including the 1,200 nautical miles voyage from Kinsale in Southern Ireland to Porto Santo, Madeira.

Without a doubt this 73 year old veteran sailor is a remarkable man. His website/blog* contains words of wisdom that could only be expressed by one who had experienced sailing thousands of miles crisscrossing the oceans in small boats of his own design. Much of this voyaging under sail has been done without the use of specialist self-steering equipment. Most of the crossing between Madeira and Martinique was done with the rudder locked. He trimmed his micro-yacht by the stern, and by adjusting the set of her sails up forward he was able to make the boat keep a consistent course, day after day running before the trades. Even when there was very little wind, the yacht maintained her course, and because of the design of her sails they held their shape without the usual wear and tear caused by constant movement.

His biggest problem was one of constipation. He explains how at the outset from Kinsale he failed to regularly relieve his bowels. His intention was to defecate over the side, but the weather was not conducive for doing it without getting water into the boat. Consequently he had to suffer, and only by taking severe measures with a spoon, was he able to extricate the blockage and coax his body into a regular rhythm. Both at Madeira and Martinique, mosquitoes took a particular liking to his blood, with the result that bad blisters occurred where the bloodsuckers struck. Reluctantly he applied repellent to keep them at bay, but too late. Infection of the blisters could have had very serious consequences. I do not know if Sven had mosquito baffles for the openings into his yacht, but if he did, they were ineffective.

Well, he did not stay at Martinique longer than a few days to recover from tiredness and arrange shipping for his boat back to Sweden. On 3rd December he wrote on his blog that he was in Paris. His intention was to visit the Boat Show before returning home. During many hours at sea his fertile mind was at work designing yet another small yacht for ocean cruising.

Text for the Day

Romans 8:25 ‘But if we hope for what we do not see, we eagerly wait for it with perseverance.’

Links

*Sven’s Website

http://www.yrvind.com/

Martinique – Fort-de-France - Sven Yrvind

http://bills-log.blogspot.com/2011/11/martinique-fort-de-france-sven-yrvind.html

Out of Sight, but not out of Mind – Sven Yrvind

http://bills-log.blogspot.com/2011/11/out-of-sight-but-not-out-of-mind-sven.html

Sven Yrvind Sails Again

http://bills-log.blogspot.com/2011/08/sven-yrvind-sails-again.html

Progress of Sven Yrvind

http://bills-log.blogspot.com/2011/08/progress-of-sven-yrvind.html

Paris Boat Show

http://www.salonnautiqueparis.com/

Duck Punt Plans

2011-12-04T00:12:00.000-08:00

Cropped photo of my computer screen showing Duck Punt #17

On Saturday, 19th December, 2009 I did a blog about Duck Punts. (See link below) At that time getting hold of plans to build one was not easy, but I know of one person who succeeded. I think he paid a nominal fee to cover the cost of printing and posting the plans. Now, thanks to Dylan Winter, plans in PDF format are available at his website,* courtesy of John Milgate of West Mersea.

Dylan is so enthusiastic about Duck Punts that he has set his mind on building one. I had the same idea, but instead, I built a Sharpy designed by Derek Munnion. She is very similar to a Duck Punt, except she has a deck, a drop keel and a rudder. A Duck Punt is simpler and cheaper to build. She’s also better for shallow water sailing because she doesn’t have a keel and a rudder. The boat is steered with an oar, while the crew trims the boat by shifting his weight and trimming the sail.

Text for the Day

Galatians 5:1 ‘Stand fast therefore in the liberty by which Christ has made us free, and do not be entangled again with the yoke of bondage.’

Links

*Duck Punt Plans (PDF)

http://www.keepturningleft.co.uk/ktl-3-north-norfolk-and-the-wash/ktl-vlog-duck-punt-01-plans-arrive/

Duck Punt Org

http://www.duckpunt.org.uk/

Duck Punts

http://bills-log.blogspot.com/2009/12/duck-punts.html

Keep Turning Left

http://www.keepturningleft.co.uk/

Keep Turning Left – Dylan Winter

http://bills-log.blogspot.com/2010/12/keep-turning-left-dylan-winter.html

Dylan Winter – Keep Turning Left

http://bills-log.blogspot.com/2010/01/dylan-winter-keep-turning-left.html

My Sharpy – Cost of Building ‘Talitha’ and Satisfaction

http://bills-log.blogspot.com/2011/07/cost-of-building-talitha-and.html

Kingfisher 20, 20+ and 22

2011-12-03T02:06:00.000-08:00

Possibly a MK1 or MK 2 Kingfisher 20 with a transom hung rudder.

As with all of these older GRP yachts, finding reliable information about them is not easy. Getting hold of manufacturers’ brochures is one way of obtaining authentic data, but that’s easier said than done. Owners’ Associations are another source. Messages at yacht forums can’t be relied upon, because much of the discussion is based upon the memories and opinions of those taking part. There are a couple of brokers’ websites that provide fairly reliable information relating to older yachts.

I know for a fact that R.A.G. Nierop designed the Kingfisher range, one of which I owned. She was a junk-rigged Kingfisher 26, named ‘Trio’.* Kingfishers were built at Westfield Engineering Co. (Marine) Ltd, Cabot Land, Creekmoor, Poole, Dorset, England, between 1959 and 1978. Nierop retired in 1978, and at that time he transferred construction and marketing to Moonstream Ltd (Kingfisher Yachts). They continued building Kingfishers until 1981.

Close-up

The main difference between the Kingfisher 20 and the 22 is the overall length. The latter and the 20+ had a LOA of 21’ 7”; the former had a LOA of 20’ 6 ¾ “. The 20+ was the extended version built when Nierop was producing them, but the 22s were manufactured by Kingfisher Yachts between 1978 and 1981. All of the Kingfisher 20, 20+ and 22 yachts had twin keels with the exception of one Kingfisher 20 fitted with a fin keel. Only the first six Kingfisher 20’s built before 1967 had encapsulated keels and their rudders were transom mounted, but the 20+ version and 22s had rudders mounted on a shaft through their transom. All other Kingfishers were fitted with cast iron keels. For mechanical propulsion they relied upon outboards which were usually situated in a purpose-built well at the stern of the boat. One or two 22s had long cockpits without outboard wells, and their outboards were transom mounted. The first six Kingfisher 20s had engine wells sited immediately in front of their stern lockers. They were built in 1959.

Some Kingfisher 22+s and 22s were rigged as junk sloops; the most famous was Pete Hill’s ‘Shanti’, a Kingfisher 22+. In 2006 he was one of only two competitors to finish the Single-handed Plymouth to Rhode Island Race organised by the Jester Challenge.org.**

Text for the Day

Ephesians 6:10 ‘Finally, my brethren, be strong in the Lord and in the power of His might.’

Links

*Kingfisher 26, Junk Rig

http://bills-log.blogspot.com/2010/02/kingfisher-26-junk-rig.html

**Jester Challenge.org

http://www.jesterinfo.org/

Kingfisher 20+ details

http://www.kyoa.org.uk/k20+technical.htm

Kingfisher 20 Details

http://sailboatdata.com/viewrecord.asp?class_id=4795

Info Kingfisher 22

http://www.go-sail.co.uk/kingfisher22.asp

Kingfisher Yacht Owners Association

http://www.kyoa.org.uk/index.htm

Kingfisher 20 under Sail

http://www.youtube.com/watch?v=bzfUXzXiD08&feature=player_embedded#!

Kingfisher 20 for Sale £1,995

http://www.boatshed.com/kingfisher_20-boat-125352.html

Kingfisher 20 for Sale £2,499

http://www.boatsandoutboards.co.uk/php/new_view.php?place=viewadvert&ref=F223171

Kingfisher 20 for Sale £4,499

http://www.boatsandoutboards.co.uk/yachts/kingfisher-20-OSB116

Kingfisher 22 for Sale (Greece) Euros 4,500

http://www.theyachtmarket.com/boats_for_sale/93168/#

Four Kingfisher 20, 20 +/22s for Sale here

http://yachts.apolloduck.com/boats.phtml?view=1&layout=1&id=871&fx=HUF&minv=Minimum&maxv=Maximum&minl=0&maxl=0&ymin=&ymax=&sort=0&limit=10&type=

Macwester 30?

2011-12-02T03:05:00.000-08:00

I believe this is a Macwester 30 by Macwester Marine built some time between 1969 and 1972 when these yachts were in production. Please correct me if I am wrong.

Macwesters were designed by C.S.J. Roy who was the founder and director of Macwester Marine at Littlehampton in West Sussex. For the full range of his designs which include the classic Kelpie, the Rowan 22 and the Atlanta 28, please look at the first link below.*

The Macwester 30 was a derivative of the Macwester 28, and numbers one to eight were rigged as sloops; the other four yachts built before production ceased were rigged as yawls or ketches, and I believe I’m right in saying they all had central cockpits. The sloop-rigged Macwester 30 had an aft cockpit and a very spacious main cabin. All versions of the 30’ 6’ LOA twin keel yacht were fitted with Volvo MD2B engines.

Statistics

LOA: 30’6” 9.30m
LWL: 26’0” 7.92m
Beam: 9’5” 2.87m
Draught: 3’3” 0.99m
Displacement: 8960lb 4065kg
Ballast: 2690lb 1220kg
Sail Area: 380ft2 35.3m2

Text for the Day

Romans 6:16 ‘Do you not know that to whom you present yourselves slaves to obey, you are that one’s slaves whom you obey, whether of sin leading to death, or of obedience leading to righteousness.’

Links

*C.S.J. ROY’S MACWESTER AND ATLANTA BOATS

http://www.macwester.org/index.php?option=com_content&task=view&id=27&Itemid=117

Macwester Owners Association

http://www.macwester.org/

Volvo MD2B Engine

http://www.djerickson.com/apache/engine.htm

‘Seegischt’ - A One-off Yacht

2011-12-01T08:06:00.000-08:00

Humdrum production yachts seldom interest me; therefore when I come across something different, I like to examine the boat in detail to see what I can learn. ‘Seegischt’ is that sort of yacht. She is moored at Hullbridge, or least she was when I took a photo of her on 12th October, 2011. That part of the River Crouch dries at low water, so I assume she’s a twin or triple keel yacht.

I was immediately attracted to her because she has character. To start with, she has a very high coachroof, presumably to provide standing headroom, or at least to maximize interior space. It seems as though the owner has added the superstructure, including the decks, to a GRP hull, the make of which I am unable to identify.

The yacht has many personal touches, such as abundant standing rigging, including a permanent separate forestay, besides her furling Genoa stay. The boom is supported by a rigid adjustable kicker, and her mast is housed in a tabernacle. Under the crosstrees there’s a small ball that may be a radar reflector, and at the outward end of the port-hand crosstree, there’s a peculiar object that resembles a large lollipop. I’ve no idea what it is.

At the masthead there is a Hawk V-Tronix Wind Indicator, a VHF antenna, and a wind speed sensor; there is also a small vertical cylindrical object that may be an all-round white anchor light. There are more interesting pieces of equipment at the stern, such as wind generator, a wind direction sensor for an Autohelm, a GPS receiver antenna, and a Seagull Silver Century outboard. A boarding ladder with a fender attached to it is stowed against the wind generator. The pushpit is tailor-made to accommodate the outboard, so that it can be raised and lowered without hindrance. The stern navigation light is fitted to the GPS antenna stand.

In the region of the bow, attached to the pulpit, there’s a red and green navigation light, and below it there’s a substantial bow roller for the anchor chain. The Plough anchor is stowed on deck to starboard. Incidentally the owner has tied three mooring lines to the buoy. He’s obviously a belt and braces person, and there’s nothing wrong with that when it comes to seamanship. He has taken measures to protect the bow from chafe by deploying a horseshoe fender. The name of the yacht, ‘Seegischt’, would appear to be German for ‘Sea Spray’. I think the fore hatch may have a solar operated ventilator set into its upper surface.

This attention to detail makes me think the owner is an experienced sailor who knows what he is doing.

Text for the Day

Mark 4:39 – 41 ‘Then He arose and rebuked the wind, and said to the sea, “Peace, be still!” And the wind ceased and there was a great calm. But He said to them, “Why are you so fearful? How is it that you have no faith? And they feared exceedingly, and said to one another, “Who can this be, that even the wind and the sea obey Him!”

Links

V-Tronix Hawk Wind Indicator

http://www.hawkmarineproducts.com/prod-vhawk.htm

Festive Decorations

2011-11-30T02:51:00.000-08:00

Last Sunday was the first day of Advent which marked the beginning of the Liturgical Year for Western Christian churches. Advent Sunday is always the fourth Sunday before Christmas Day, which is the day when Christians remember and celebrate the birth of Jesus. The precise date of His birth is not known, but it was roughly 2015 years ago. In addition to remembering the birth of Jesus, Advent is also a time for looking forward to His promised second coming, not for the salvation of those who would believe in Him, as at His first coming, but for their resurrection. When He comes again, believers will be raised from the dead, and they will be transformed to have spiritual bodies similar to His. Living believers will also be transformed without experiencing death. His second advent is known as the Parousia.

Jesus proclaimed that He ‘is’ the Light of the World. He did not say He ‘was’ the Light of the World. (See Text for the Day at yesterday’s blog.) Within that context I have heard that pagans on their conversion to Christianity would decorate trees with lighted candles to symbolically represent their conversion from darkness to light. At this festive time of year, illuminated Christmas trees are often the central feature of household decorations. More recently people have been decorating the exterior of their homes, and where they have trees, they have been festooning them with colourful lights. Where I live, there has been an increasing trend over the years for these decorations. They certainly brighten up the neighbourhood when the hours of darkness far outnumber the hours of daylight.

As I take a stroll after my evening meal, I’m always cheered by the sight of these illuminations, not because of their subject matter: snowmen, stars, bells, Father Christmases and the like, but because I see beyond them to the Light of the World - He who brings hope and life to those who would believe and trust in Him.

Text for the Day

John 1:4, 5 ‘In Him was life, and the life was the light of men. And the light shines in the darkness, and the darkness did not comprehend it.’

Links

Advent Sunday

http://en.wikipedia.org/wiki/Advent_Sunday

Advent

http://en.wikipedia.org/wiki/Advent

Advent – Christian Festival

http://www.woodlands-junior.kent.sch.uk/customs/advent.html

Chronology of Jesus

http://en.wikipedia.org/wiki/Chronology_of_Jesus#Year_of_birth_estimates

Second Coming of Christ

http://en.wikipedia.org/wiki/Second_Coming_of_Christ

Parousia

http://www.globalchristians.org/articles/parousia.htm

Christian Symbols

http://christianity.about.com/od/symbolspictures/ig/Christian-Symbols-Glossary/Light-of-the-World.htm

Yachtsman’s Christmas Tree

http://bills-log.blogspot.com/2005/12/yachtsmans-christmas-tree.html

Sunrise and Sunset – London

http://www.timeanddate.com/worldclock/astronomy.html?n=136

LED Christmas Tree

2011-11-29T03:36:00.000-08:00

In early October I visited Alton Garden Centre, near Basildon, and as a result I was inspired to do a blog article about the experience. (Market Gardens/Garden Centre*) I was critical of some of the stuff sold there because of it being unfriendly to the environment, particularly petroleum and electric powered machinery used by gardeners today, unlike when I was a boy. Most gardening then was done with hand tools; now there are garden vacs, electric strimmers, mechanical saws and sit-on lawnmowers. I must confess that gardening is easier as a result, and that I use a small electric lawnmower.

Well, to oblige my better half, I found myself at Alton Garden Centre again. The place hummed with activity. A large proportion of the Centre had been transformed into a Christmas bazaar where there were the most astonishing objects for sale, one of which was an artificial 3 metre-high Christmas tree, illuminated with LED lights that changed colour from cobalt to mauve, pink, purple, orange, red, purple, pink, mauve and back to cobalt, ad infinitum. This object had a price tag of £1,500! The only redeeming factor was the use of LED lights which consume very little electricity.

Text for the Day

John 8:12 ‘Then Jesus spoke to them again, saying, “I am the light of the world. He who follows me shall not walk in darkness, but have the light of life.”

Links

*Alton Garden Centre

http://www.alton-gardencentre.co.uk/

Market Gardens/Garden Centres

http://bills-log.blogspot.com/2011/10/market-gardensgarden-centres.html

Light-emitting diodes (LED Lights)

http://en.wikipedia.org/wiki/Light-emitting_diode

LED Blossom Trees

http://www.christmastreesandlights.co.uk/Christmas-Trees/LED-Trees

Aerial Markers and Aerial Balls

2011-11-28T12:26:00.000-08:00

For far too long I have been meaning to remove the roof rack from the top of my car. I have always had excuses for not doing so. The latest one was that I might need to transport the dinghy that had belonged to my daughter to her house for storage or for destruction. The dinghy was in a bad state of repair and leaked profusely. Well, I suppose I should have done something about removing the roof rack when the dinghy was sold to a new owner, along with ‘Ladybird’, the yacht I had owned before she acquired her.

If I had removed the roof rack I would have saved on petrol, because the car would have been more efficient without having to expend energy overcoming friction caused by the movement of the rack through the air. Later is better than never, but procrastination cannot be justified when good can be achieved by taking action earlier than later. I am to be blamed for my inertia, and I’ve paid the price. My lack of action has not helped reduce my carbon footprint.

One advantage of having the roof rack on the car was that I could easily identify it in a car park. Some car parks are very large, as is the case at the Westfield Stratford City Shopping Centre, and there some sort of prominent marker is very helpful when it comes to finding the car. Now that I have removed the roof rack, I have added a temporary marker to the car’s aerial. This is in the form of a miniature polystyrene Christmas tree. I purposely searched for an aerial marker in a motor shop at Burnham-on-Crouch where I bought the only one of its type in stock.

Since then I have discovered an online supplier* of ‘Aerial Balls’, and similar markers. If you are thinking of getting one, have a look in your local motor shop, because there you will not have to pay a delivery charge. A little spring attached to a sticker was also supplied with mine, for attaching the marker to a desktop. The marker could also be fitted to the top of a pencil, or so the makers claim, but I suspect the hole in the marker would not be large enough for inserting a pencil, unless it was trimmed beforehand.

Note

The Aerial Balls* website has a link to ‘Free the Children’ website that I have included below.

Text for the Day

1 Corinthians 13:13 ‘And now abide faith, hope, love, these three; but the greatest of these is love.’

Links

*Aerial Balls

http://www.aerialballs.com/

Free the Children

http://www.freethechildren.com/

‘Ladybird’ has been sold – My tribute to her

http://bills-log.blogspot.com/2011/09/ladybird-has-been-sold-my-tribute-to.html

Westfield Stratford City Shopping Centre

http://bills-log.blogspot.com/2011/10/westfield-stratford-city-shopping.html

Recycling, Carbon Footprints and Survival

http://bills-log.blogspot.com/2011/10/recycling-carbon-footprints-and.html

Hunter Sonata

2011-11-27T13:23:00.000-08:00

Yesterday I considered the Hunter 490, designed by Oliver Lee. Today, I’m looking at the Hunter Sonata, designed by David Thomas. Commissioned by Peter Poland of Hunter Boats in 1975, Thomas set about designing the round bilge Sonata based upon his highly successful multi-chine quarter-tonner, the Quarto. He came up with a smaller and cheaper 22 footer with a cracking performance. Credit must be given to Hunter Boats who did a very good job moulding the hulls and decks for completion at their factory, and for home completion with a standard set of kit parts. There was a choice of hulls: those fitted with a deep fin keel and those with a drop keel.

Many clubs chose the class for one-design racing due to their popularity and excellent handling characteristics. In recognition of their fine qualities and sheer numbers, the RYA drew up strict regulations for one-design racing and gave the class National Status. The RYA adopted them as their first official racer/cruiser. On all accounts they couldn’t have chosen a better, affordable yacht worthy of the honour. No doubt they considered others such as the ‘E’ Boat, and the Anderson 22, but they were nowhere near as popular or numerous.

Most of what can be said about this yacht may be found at the Sonata Sailing website,* and it’s all positive. (See the first link below.)

Statistics

Built between 1975 and 1990, in total 479

LOA 6.9 m
LWL 5.5 m
Beam 2.5 m
Draught 1.4 m Fin Keel
Sail Area Mainsail 10.2 sq m
Genoa No 1 - 13.9 sq m No 2 - 9.0 sq m
Berths 4

Text for the Day

Psalm 47:6, 7 ‘Sing praises to God, sing praises! Sing praises to our King, sing praises! For God is the King of all the earth; Sing praises with understanding.’

Links

*Sonata Sailing Website

http://sonata.org.uk/about/pboreview.php

Hunter Association

http://www.hunterassociation.org.uk/

Hunter Sonata Drop Keel version for sale £4,450

http://morganmarine.com/boatsales/boats.aspx?boat=9563

Hunter Sonata Fin Keel Sold £5,995 with road trailer

http://www.mourneboatsales.co.uk/pages/index.asp?title=Hunter_Sonata_fin_keel

Hunter 490

2011-11-26T13:19:00.000-08:00

In 1977 I bought a kit Hunter Europa from Hunter Boats of Rochford, and fitted her out for cruising and club racing.* (See Small ‘Zeta’ – Hunter Europa 19 in the Links section) At that time Hunter Boats ceased producing their Hunter 490 which was a brilliant small cruiser/racer. She had a proper drop keel, but the internal housing for it somewhat restricted the accommodation. Although she had little more than sitting headroom, she was a very good boat for single-handing. Stowage space wasn’t up to much, but there was enough for solo weekending.

She was a trailer sailer that could be left on a mooring if need be, without fear of her capsizing. Her high aspect Bermudan mainsail and Genoa gave her a good turn of speed. All lines for working the boat were led back to her spacious cockpit. She was vice-free and she had a well-balanced, sensitive helm. Her performance to windward was above average, partly due to the tight sheeting angle of her foresails. This was achieved by mounting the shrouds on chainplates attached to the sides of her cabin trunk. Racing crews could sit her out, if somewhat painfully, by perching on her raised coamings, but not if a pushpit was fitted.

Peter Poland, the man in charge of Hunter Boats at the time, decided to move on and produce the Hunter 19 followed by the Europa 19, all designed by the legendary Oliver Lee. I felt it was a shame Hunters stopped making 490s, but in terms of good business, they were proven right. I will add a footnote that bigger is not necessarily better. The problem is commercial viability.

Statistics

Built between 1972 and 1977 – 80 reputed, but between 40 and 50 more likely

LOA 4.9 m
LWL 4.26 m
Beam 2.01 m
Draught 0.46 m up 0.99 down
Displacement 454 Kilograms
Sail Area Main 6.5 sq m
Jib 4.65 sq m
Genoa 9.29 sq m
Spinnaker 15.6 sq m
Berths 2 (Advertised as 3, but no way)
Engine Outboard 2 – 3 HP

Text for the Day

Matthew 6:34 ‘Therefore do not worry about tomorrow, for tomorrow will worry about its own things. Sufficient for the day is its own trouble.’

Links

Hunter Association
http://www.hunterassociation.org.uk/

490 Under Sail

http://www.hunterassociation.org.uk/site/album_pic.php?pic_id=1

Hunter 490

http://www.go-sail.co.uk/hunter490.asp

Hunter 490

http://sailboatdata.com/viewrecord.asp?class_id=5949

*Small ‘Zeta’ – Hunter Europa 19

http://bills-log.blogspot.com/2011/06/small-zeta-hunter-europa-19.html

‘The Return’ by René Julien

2011-11-25T12:30:00.000-08:00

For a couple who are in love, enforced separation can be a grievous experience. They may yearn for physical contact and the sharing of mutual love by which their bond and commitment to one another can flourish.

René Julien’s bronze sculpture, ‘The Return’, captures the moment when two lovers are reunited. Whatever their status, partners or man and wife - certainly not mere acquaintances - they are overjoyed at their reunion; particularly the female who flings herself at the one she loves. He carries a portfolio under his left arm, but holds her steadily with his right arm and extended hand. Ecstatically she lifts her feet into the air. The two are sealed together in an embrace. Her hands express her joy as he tilts back his head in anticipation of the sweet touch of her lips.

At the man’s feet there are two doves engaged in an act of union, oblivious to what is happening above and of the imminent danger that threatens them.

This £50,000 sculpture by the Belgian artist was funded by the Government’s Homes and Communities Agency as part of a project to revamp Victoria Gateway Square adjacent to Southend-on-Sea’s Victoria Station. Councillors chose it from a range of sculptures because it best represented what the location was all about – a venue where people meet when returning home to Southend.

I like the sculpture, not so much for its artistic merit, but for the symbolic portrayal of unified and precious love between a man and woman. The enigmatic doves add to its charm, and they remind me of the fragility of life.

Text for the Day

Psalm 103:15, 16 ‘As for man, his days are like grass; As a flower of the field, so he flourishes. For the wind passes over it, and it is gone, And its place remembers it no more.’

Links

The Return by René Julien

http://www.flickr.com/photos/63169691@N06/6335834898/

The Return by René Julien

http://www.flickr.com/photos/7984380@N02/5819350502/

Sculptures of René Julien

http://artthema.com/sculptors/julien-rene/

£50,000 Sculpture for Vic Circus is revealed

http://www.echo-news.co.uk/news/8943172.__50_000_sculpture_for_Vic_Circus_is_revealed/

Another Sharpy Part 2

2011-11-24T08:51:00.000-08:00

As good as his word, Mr Anonymous sent me two more photos of his Sharpy. They provide extra information regarding the nature of the floats which I believe were designed by him. They are made of plywood joined at the chines by GRP tape. Altogether, along with the support beam they weigh between 15 and 20 lbs, which is considerably lighter than the 80 lbs keel. The boat will be sailed with a plywood centreboard instead of a keel. I am hoping all will go well and that the new configuration will be a great success.

Text for the Day

James 5:12 ‘But above all, my brethren, do not swear, either by heaven or by earth or with any other oath. But let your “Yes” be “Yes,” and your “No,” “No,” lest you fall into judgment.’

Viewfinder

2011-11-23T04:32:00.000-08:00

Spread apart your thumbs and index fingers; then join your index fingers to your thumbs. By so doing you make a rectangular frame through which you can look. This is the equivalent of a viewfinder on a camera. Close one eye and select views as if you were looking through a proper viewfinder. You can move your hands away from your eye to reduce the field of vision or move them towards your eye to increase what is included in the picture. When we take photos with a camera we select the field of vision by adjusting the focus or by moving closer to or further from the subject. We usually do this without giving too much thought to the process; it’s like a subconscious action or an automatic reflex.

Artists sometimes select their subjects by first looking at them through a small picture frame similar in proportion to the canvas or paper on which they will paint or draw their picture. The frame is a great help to them because the positions of objects, shapes and forms within the field of vision can be transferred to the canvas or paper. I have used this method when painting landscapes, still-life subjects and portraits.

When I am taking photos I am conscious of the positions of objects within the viewfinder. One thing I try to avoid is taking a photo of a person who is sitting or standing in front of an upright object such as a road sign or similar vertical object, because when the photo is developed one sees the object apparently growing out of the person’s head! It’s a bit like those irritating photos where the person being photographed is unaware that someone behind them is holding two fingers in such a way as to give the impression they protude from the person's head. The idea is to take-the-mickey out of the person being photographed by giving them bunny ears or cow horns.

Anyway, when I’m out and about with my camera and I come across something interesting, I’ll look at it through the viewfinder, make a selection and push the button. Today, I’ve posted four photos of selections that interested me. I like them because they record natural patterns, textures and forms, all found beside the water.

Text for the Day

Romans 1:18, 19 ‘For the wrath of God is revealed from heaven against all ungodliness and unrighteousness of men, who suppress the truth in unrighteousness, because what may be known of God is manifest in them.’

Another Sharpy

2011-11-22T06:54:00.000-08:00

Regular visitors to these pages will know that I built a Sharpy roof rack keelboat designed by Derek Munnion. While building her I documented the build with descriptions and photographs. All of these articles are available in the blog archives, and they may be accessed by using the search facility at the very bottom of this page. Simply type in the words, ‘building sharpy’, and links to the articles will appear in a popup at the top of the page.

Within my descriptions of the building process I included photographs sent to me by a builder of a Sharpy in the USA. He has the pseudonym of ‘Mr Anonymous’, because he would prefer to remain anonymous. He started building Sharpy number 2 well before me, and he was a great help when I was building mine.

The good news is that Mr Anonymous’s Sharpy has been test-sailed, and he is extremely pleased with how she handled. I was not surprised, because my Sharpy performs very well. In fact, she is the best performer of any of the boats I have built. Well, I was chuffed to receive a recent photo of Mr Anonymous’s Sharpy which has the added facility of two floats, one either side of the hull. These have not yet been tested, but they will provide an option instead of using her ballast keel. The test sail was carried out with the standard 80 lbs drop-keel. The float configuration will require a normal centreboard, because there will be little advantage in sailing her with a ballast keel when she is rigged with the floats.

I shall be very interested to learn how Sharpy number 2 sails when she is rigged with floats. If the boat sails well, there could be an advantage for when launching and retrieving the boat off a beach. A disadvantage of the floats is that they restrict access when coming alongside a pontoon or jetty, but if both systems are available, one could choose which to use according to where the boat will be sailed. On open water and when launching off a beach, the float setup may be better.

Here are links to pages giving accounts of sailing my Sharpy, ‘Talitha’:

Sailing Talitha http://bills-log.blogspot.com/2011/07/sailing-talitha.html

Talitha’s Second Sail http://bills-log.blogspot.com/2011/07/talithas-second-sail.html

Talitha’s Third Sail http://bills-log.blogspot.com/2011/07/talithas-third-sail.html

Talitha’s Fourth Sail http://bills-log.blogspot.com/2011/07/talithas-fourth-sail.html

Talitha Sails the Deben http://bills-log.blogspot.com/2011/08/talitha-sails-deben.html

Talitha Sails the Deben Part 2 http://bills-log.blogspot.com/2011/08/talitha-sails-deben-part-2.html

Text for the Day

Hebrews 13:5 ‘Let your conduct be without covetousness; be content with such things as you have. For He Himself has said, “I will never leave you nor forsake you.”’

Grandchildren – Right and Wrong (Part 2)

2011-11-21T11:50:00.000-08:00

Yesterday, we saw our grandchildren being rewarded for their patience; they had waited twenty minutes or so in a queue to see Father Christmas. He gave them each a book and asked what presents they would like on Christmas Day. That morning they had visited a toy shop where there were miniature radio controlled cars, and within seconds they mastered the controls. They had the cars zooming backwards and forwards, gleefully and deliberately crashing them together. Fortunately the cars were designed to withstand head to head impacts. It was no wonder that their request to Father Christmas was for each of them to have a car, but wisely he made no guarantee that he would be able to satisfy their desires.

That was not the end of excitement for the children that day, because after Santa’s grotto they were soon on their way to a birthday party, where there would be three sets of triplets and other friends. As is the vogue these days, the party had been arranged to take place at an activities centre. The theme was trampolining. We were ushered into a large gymnasium where there was a trampoline and a bouncy castle. An instructor supervised children on the trampoline, while others played on the bouncy castle or ran around the gymnasium kicking footballs. As you can imagine, it was rather noisy, and there was an awful lot of activity, but the children loved it.

No one was hurt, and after expending enormous amounts of energy the youngsters were taken to an upper room where a table was prepared for a party feast. The iced birthday cake was shaped to represent a red sports saloon, and it was decorated accordingly. The main meal consisted of sausages and chips - a very popular menu! Ice creams, cakes and jellies followed. Adults consumed what the children did not devour. I was required to demolish two ice creams - the second was not eaten quite as enthusiastically as the first, but they could not be wasted, could they?

At the end of the party the children were all given goody bags, which occupied them on their way home in the car. Back at home they continued searching the contents of their bags. Each bag contained a puzzle with movable squares that formed a picture of an animal’s head. One of the boys moved the squares around; afterwards he could not return them to their original places. This was highly frustrating for him - more so when I could not instantly put the matter to right. He was amazed at my incompetence.

After a bath, more play and the reading of a story, the children were not long in bed when they fell asleep. It had been a right good day.

Text for the Day

Psalm 33:4 ‘For the word of the LORD is right, and all His work is done in truth.’

Grandchildren – Right and Wrong

2011-11-20T07:34:00.000-08:00

In search of Father Christmas

I’m one of those fortunate grandparents with several grandchildren, seven in fact. Yesterday my wife and I had the whole day with our youngest three grandsons. Born together on the same day by the same mother, means they are triplets, a word that they understand. They have learned that there are not always three identical toys, one for each of them with which to play. They are learning what sharing really means and it’s not easy.

Parents and both sets of grandparents try to treat them fairly without favouritism. We are learning that each child has his own character, strengths and weaknesses. We have an innate desire to teach them the difference between right and wrong and that it is noble to do those things that are right; in fact, that there is only one true way and that’s to be on the side of right and to shun all that is wrong. We try to teach them these things, but they instinctively know when they are doing wrong and when they are doing right, so I suppose it’s our job to reinforce what they know and to support them in doing what is right.

This business of morals is something that concerns us all in our life, unless we have no conscience whatsoever. Apparently psychopaths can carry out the most outrageous crimes to fellow human beings without batting an eyelid and sleep well at night; they wake up in the morning and do not give their heinous acts of the previous day a single thought, or if they do, they deny ever doing them!

Well, yesterday, my wife and I took the children to Southend-on-Sea where there was a hive of activity in the High Street, all purporting to relate to Christmas – a celebration of Christmas. In fact, nothing was mentioned about Jesus, the Babe who was born in a stable for the redemption of those who would seek Him. There were no billboards announcing the good news; there were no invitations for people to join together in celebrating His birth; instead there was a large open-air market, and shops were advertising discounts on their merchandise to encourage people to part with their money.

Father Christmas found

Father Christmas would be arriving in his sleigh and the town’s festive lights would be turned on. Father Christmas would be in the mall, and if you liked to pay £3 per child, he would give them each a present. We had already treated our grandchildren at an activity stall where they could make themselves a wizard’s hat or a sparkly wand, but their day would not be complete without seeing the white-bearded man dressed in a red gown. After an interminable wait in a very long queue their time came to meet the legendary, ubiquitous magician who can travel faster than the speed of light to deliver toys to all good children on Christmas Eve.

He turned out to be very fair - a man with high morals. Each child received a colourful book worth more than £3! The price tag on each book was £3.75. What could be fairer than that?

Text for the Day

Luke 2:7 ‘And she brought forth her firstborn Son, and wrapped Him in swaddling cloths, and laid Him in a manger, because there was no room for them at the inn.’

Martinique – Fort-de-France - Sven Yrvind

2011-11-19T14:38:00.000-08:00

In another seven days Sven Yrvind should arrive at Fort-de-France on the island of Martinique. After leaving Porto Santo, Madeira, he will have been at sea for approximately 45 days, averaging 2.7 knots. What can he expect to find when he arrives at this French administered Caribbean island?

To report to customs he will most likely enter the Baie de Fort de France and make his way to the main port for clearing customs. Experienced sailor as he is, he’ll be keeping a good lookout for any coral reefs while skirting the southern shore of Martinique. As I write, the average wind there is about 4 kilometres-an-hour from the northeast, and in the Baie itself the wind could be almost non-existent, which means he should be able to get his boat in without any problems. There are plenty of good anchorages, and the tidal range is small. He may even be able to beach his boat and haul her up on the sand which would save a lot of hassle and give him rest.

Fort-de-France will have everything he needs for victualling, and there will be plenty for him to see and do on the island. If I were there I would want to have a close-up view of Mount Pelee, a volcano that erupted in 1902 completely destroying the city of Saint Pierre. While visiting the northern region I would want to explore the rainforests. Public transport is by taxi or mini-bus. A journey to Saint Pierre by mini-bus would cost about 7 euros, which is quite expensive. Taxis are even more expensive. There may be bike hire, but the island is very mountainous, and I wouldn’t fancy cycling too far. Apparently, hitchhiking is popular, and I’m not surprised, considering the cost of travel.

I’ve got an idea that Sven will look for simple things, like having a swim in the crystal clear seawater, or sitting on a bench where he can watch the comings and goings while drinking from a glass of ice-cold water. No doubt he will want to sample local cuisine. For sure he will want to visit the Bibliothèque Schoelcher, which is an old colonial building that is now the library. For fresh foods he will visit Le grand marché, a covered market in the rues Blénac and Isambert. He may be interested in looking at the Sacré-Coeur de Balata church which is a replica of the genuine article at Montmartre, Paris. If I were there I would make an effort to visit the Jardin de Balata, which is a botanical garden 10 kilometres from Port-de-France. I enjoy a good walk; therefore I would explore one or two of the marked trails maintained by the National Forest Service. A week or a fortnight at Martinique should be sufficient for doing these things.

Well, I hope Sven is in good health when he arrives at the island, and that he will enjoy his time there.

Note

Photos are from my computer’s archive, and I have lost record of the original sources. I trust I shall cause no offence by publishing them here, but if I am asked by the person who originally published them to remove them from this article, I’ll certainly oblige.

Text for Day

1 Timothy 4:8 ‘For bodily exercise profits a little, but godliness is profitable for all things, having promise of the life that now is and of that which is to come.’

Links

Out of Sight, but not out of Mind – Sven Yrvind

http://bills-log.blogspot.com/2011/11/out-of-sight-but-not-out-of-mind-sven.html

Sven Yrvind Sails Again

http://bills-log.blogspot.com/2011/08/sven-yrvind-sails-again.html

Progress of Sven Yrvind

http://bills-log.blogspot.com/2011/08/progress-of-sven-yrvind.html

Official Website of the Martinique Tourism Agency

http://www.martinique.org/

Martinique Wikipedia

http://en.wikipedia.org/wiki/Martinique

Fort-de-France
http://www.lonelyplanet.com/martinique/fort-de-france

Color me Martinique – Promotional Video

http://www.martinique.org/discovery/index.php

Fort-de-France Somatras-point-du-bout-marina

http://marinefuel.com/e-marina/martinique/martinique/fort-de-france/somatras-point-du-bout-marina/

Customs Regulations for Martinique

http://martinique.visahq.com/customs/

Weather Online Martinique

http://www.woeurope.eu/marine/weather?52&LANG=eu&WIND=g146&KUST=01639

Top Yacht Bareboat Charter

http://www.top-yacht.com/destination/26-martinique-guadeloupe

Transport on Martinique

http://www.caribbean-on-line.com/martinique/getting-around/public-transportation-in-martinique.html

Caribbean Cuisine

http://www.martinique.org/discovery/culinary-magic.php

Hullbridge River Walk

2011-11-18T07:26:00.000-08:00

D=Anchor Pub E=Up River YC G=Recreation Park H=Hullbridge YC J=Brandy Hole YC

I invite you to join me on a virtual walk beside the River Crouch at Hullbridge, Essex, UK. It’s Wednesday, 9th November, 2011, and the time is about 1600. Having parked the car at the Hullbridge public car park we stroll past the Anchor public house towards the Ferry Road slipway. The sky is clear overhead; the air is damp and it’s a dead calm. A flotilla of swans moves slowly upstream by the Up River Yacht Club’s slipway. Apart from these graceful creatures we have the place to ourselves.

Flotilla

We turn east and pass through a narrow, leafy way with arching trees overhead. To our left between the foliage we have glimpses of a few yachts that remain on their moorings, and to our right, hidden behind a high privet hedge, there are the laid-up yachts of the Up River Yacht Club. As we progress, views open, and we can see the expanse of the river towards Hullbridge Yacht Club. Across the water, we observe the buildings of Marsh Farm and a lone runner who jogs towards South Woodham Ferrers Yacht Club.

Along here there are bramble bushes

Progressing, we crunch our way along a gravel path that borders a large compound which is packed with caravan homes;* at the far end, before the Recreation Park, bramble bushes restrict our view. Light is fading and a full moon slowly lifts above the horizon. A couple of dog walkers have fun playing the age-old game of throwing a ball for their dog to retrieve. Their terrier wags his tail in anticipation, and even before the ball has been thrown, he scampers off in search of the missile.

Flood Barrier

At the far end of the park, the path is covered with Asphalt, and a flood defence barrier runs beside it. Immediately joining the park we come across the Hullbridge Yacht Club where only a handful of yachts are laid-up. Years ago, the Club’s grounds would have been crammed with boats. I suspect the current owners may have a new agenda. Much of the waterside beyond the club has been developed by the building of luxury homes, complete with pile moorings, and the club would be prime land for similar properties, if planning permission could be obtained.

We continue our walk past a line of tall poplar trees, the rendezvous of millions of migratory starlings, but none are present because they have fled to warmer climes. These beautiful trees mark the boundary of a caravan homes park** which now has few residents. Could diminishing numbers point to the possibility of permanent homes being built? All things are subject to change, but not necessarily for the better.

After a short distance, we find ourselves looking at the aforementioned luxury homes. Four of them have recently been built, each individually designed, but all with north-facing windows and balconies. One has a curved roof and a large circular window above an upper floor, glass-panelled see-through lounge. Another well-glazed property has unique ‘V’-shaped windows that protrude outwards to provide additional viewing for the occupants.

Rising Moon

Finally we arrive at Brandy Hole Yacht Club that has its own balcony overlooking the river. It’s here that we pause and observe a peaceful scene as the moon continues rising above the adjacent marshland. Soon it will be dark and we shall return the way we came, thankful for having shared time together.

*Tower Caravan Park, Pooles Lane, Hullbridge, SS5 6PB

** Halcyon Caravan Park, Pooles Lane, Hullbridge, SS5 6QA

Text for the Day

Acts 17:26 ‘And He has made from one blood every nation of men to dwell on all the face of the earth, and has determined their appointed times and the boundaries of their dwellings.’

Links

Hullbridge Footpaths

http://rochford.gov.uk/PDF/woodlands_walks_hullbridgefootpaths.pdf

The Anchor Pub

http://www.theanchorhullbridge.co.uk/

Up River Yacht Club

http://www.upriver.org/

Hullbridge Yacht Club

http://www.iessex.co.uk/profile/82427/Hockley/Hullbridge-Yacht-Club/

Brandy Hole Yacht Club

http://www.brandyhole.com/

South Woodham Ferrers Yacht Club

http://www.essexinfo.net/southwoodhamferrersyachtclub/

Marsh Farm

http://www.marshfarm.co.uk/

Pudsey Bear Sails the Atlantic

2011-11-17T08:06:00.000-08:00

Pudsey the Pirate

As I write, leading sailors competing in the Transat Jacques Vabre Race across the Atlantic from Le Havre in France, to Puerto Limon, Costa Rica are nearing the finish line. Four of the thirteen IMOCA Open 60 teams were forced to abandon the Race. I had pinned my hopes on the ‘Gamesa’ team consisting of Mike Golding and his co-skipper Bruno Dubois, to win the Race, but it transpires they have been handicapped by a stowaway, the piratical Pudsey Bear. Mischievous, as always, he has been a real distraction to the ‘Gamesa’ boys, to the extent that they are the last in their class.

After 15 days at sea, with 690 miles to the finish, and the leading boat ‘Virbac Paprec 3’ only 170 miles from the finish, Golding and Dubois are looking to Pudsey to get them out of a mess. He was the distraction; therefore it’s only right that he should pay the price. Consequently, Pudsey has been restrained, and placed on a diet of bread and water until his arrival at Puerto Limon where he will be sold to the highest bidder, all in aid of Children in Need. Meanwhile, by means of the Internet, sympathisers of Mike and Bruno can donate to Children in Need via Mike’s Just Giving website. (See link below.)

Text for the Day

Mark 12:43, 44 ‘So He called His disciples to Himself and said to them, “Assuredly, I say to you that this poor widow has put in more than all those who have given to the treasury; for they all put in out of their abundance, but she out of her poverty put in all that she had, her whole livelihood.”’

Links

Gamesa Sailing Team’s Just Giving Website in aid of Children in Need

http://www.justgiving.com/GamesaSailingTeam

BBC Children in Need

http://www.bbc.co.uk/pudsey/

Mike Golding with co-skipper Pudsey Bear

http://www.youtube.com/watch?v=Ilg7_xAcTNI&feature=uploademail

Gamesa Sailing Team at the Start of the 2011 Transat Jacques Vabre

http://www.youtube.com/watch?v=NNagm1O2nNo&feature=related

Mike Golding Yacht Racing

http://www.mikegolding.com/

Transat Jacques Vabre

http://www.transat-jacques-vabre.com/english-section

Gamesa

http://www.gamesacorp.com/es/

Gamesa – The Boat

http://www.mikegolding.com/the-boat/

Leaves

2011-11-16T01:18:00.000-08:00

Raw materials for creative expression

A week ago I created a work of art worthy of sponsorship by the Arts Council. I raked up leaves from my front and back gardens and placed them into piles. I then admired their colours, textures and forms. I also pondered the spatial relationships between them and mused as to their transitory nature – leaves that were once full of sap and vitality, but in the autumn of life, they were destined to decay. After those aesthetic, stimulating experiences I shovelled the leaves into my green waste dustbin and placed the bin on the pavement outside my house. Finally they were taken away by the local Council recycling team for composting and reconstituting into useful garden mulch.

Masterpiece

I surely deserve a grant from the Arts Council for future creative enterprise, especially if I can involve many people in creative imaginative experiences.

Even if leaves had fallen at the beginning of the year and throughout the summer until autumn, I would have been reluctant to compete with the ‘Trust New Art, Chalk South Downs’ experiential art project, for fear of depriving the artists who executed so great a masterpiece from the satisfaction of receiving accolades from the Arts Council. I did not want to steal their thunder, nor did I wish to have funding in preference to them – selfless and altruistic, that’s me.

Void for the imagination

But you never know – One day I could be recognised by the Arts Council as a brilliant, gifted, talented artist worthy of a reward, even for this superlative daily Blog.

Text for the Day

Ecclesiastes 12:1 ‘Remember now your Creator in the days of your youth, Before the difficult days come, And the years draw near when you say, “I have no pleasure in them.”

Links

Arts Council

http://www.artscouncil.org.uk/

Trust New Art: Chalk, South Downs

http://www.artscouncil.org.uk/our-work/trust-new-art-chalk-south-downs/

Red Earth

http://www.redearth.co.uk/

Laura Dekker at Durban

2011-11-15T04:05:00.000-08:00

I’m mightily pleased that Laura Dekker has arrived in Durban after 47 days at sea, and having sailed approximately 6,000 nautical miles from Darwin. I’ve followed her post-dated log and sailed with her in my armchair every day and night through frustrating calms, contrary winds, turbulent seas and happy times when the sun has shone and the wind has been fair. She’s a courageous young lady whom I much admire, just a fraction of my age, and yet she has accomplished so much. She knows what it is like to be in tune with the ocean, and to be happy with her lot. She appreciates the simplest of pleasures, the ever changing shapes of clouds, the wondrous movement and colour of the sea, breaking water and flat calm, twinkling stars, flying fish and even the smell and taste of freshly baked cookies!

Laura post-dated her log to avoid giving clues to Indian Ocean pirates as to her whereabouts, and there was speculation regarding which route she would choose. Would she opt for battling against contrary winds of the Red Sea to pass through the Suez Canal into the Mediterranean, or would she sail west to Durban, before turning south for Cape Town, leaving Port Elizabeth and Cape Agulhas to starboard? Both routes have their difficulties, without the added anxiety of possible capture by pirates.

After provisioning her boat I feel certain she will continue southwards for perhaps the most challenging leg of her around-the-world voyage so far. She will have to overcome strong contrary currents and mountainous seas, unless she is extraordinarily fortunate. The seas of Cape Agulhas can be particularly vicious, since there is the expanse of the Southern Atlantic between Cape Horn and the African continent for generating them and they rise over shallows, lifting upwards to the landmass.

I congratulate Laura for her achievement and my prayers are for her as she continues with her marathon voyage.

Text for the Day

Genesis 22: 14 ‘And Abraham called the name of the place, The-LORD-Will-Provide; as it is said to this day, “In the Mount of the LORD it shall be provided.”

Links

Laura’s Website News Page

http://www.lauradekker.nl/English/News.html

Laura Dekker, Exemplar of Youth Today?

http://bills-log.blogspot.com/2011/08/laura-dekker-exemplar-of-youth-today.html

Pegasus 700

2011-11-14T13:32:00.000-08:00

The majority of Pegasus 700 yachts were fitted with twin bilge keels and they were very good to windward. Some were deep fin keel yachts and a number had shallower wing keels. There were also lifting keel versions and centreplate versions. Their internal accommodation was user-friendly, apart from only having 5’ 10” of headroom by the companionway, and less elsewhere. They had settee berths either side of the cabin and a table off-set to starboard. At the companionway there was a fixed basin and a pull-out stove unit to starboard. There was a reasonable amount of stowage space under the berths and behind and above the back supports. In the forward cabin there was a ‘V’ berth and a chemical head. I suspect the port hand quarter berth was used for stowing gear, rather than for sleeping.

The masthead version had a deck- stepped mast set fairly far back from the bow allowing for a large furling Genoa and a high aspect Bermudan mainsail with a very short boom. Immediate reefing could be achieved by furling the Genoa and the main was slab-reefed with all lines running to the cockpit. The fractional rigged version had her mast stepped further forward, and she had a mainsail with a longer boom. There was an optional Gunter-rigged version with the mast more forward and her mainsail had a long boom. Mechanical propulsion was by a 6 to 8 HP outboard motor in a well, but some were fitted with Volvo MB2A 7.5 HP petrol 2 cylinder inboard engines with out-drive prop units.

I have sailed a Pegasus twin keel yacht and I found her to have a responsive and balanced helm, even when reefed in a Force 6. She pointed exceedingly well with very little leeway. When under spinnaker she could be a bit frisky, and I experienced a broach, but she soon recovered.

Statistics

Designed by Gordon Harris

Built by Ridgeway Marine/Pegasus Yachts at Oulton Broad

LOA 23’ 4”
LWL 18’ 7”
Beam 8’ 3”
Draught 3’ 1” Twin and Fin
2’ 10” Shallow Wing

Text for the Day

Acts 4:12 ‘Nor is there salvation in any other, for there is no other name under heaven given among men by which we must be saved.’

Links

Pegasus Yachts of Lowestoft

http://www.horning.org.uk/stylegallery.php?page=pegasus

Pegasus Yachts at Facebook

http://www.facebook.com/pages/Pegasus-Yachts/271213429583419

Pegasus Interior – Java views

http://www.western-horizon.co.uk/archive_yacht-virtual-tour.php?boat_id=124

Pegasus 700 Yachts for Sale between £4,995 and £8,950

http://yachts.apolloduck.co.uk/boats.phtml?id=1161&mi=803

Pegasus 700 for Sale £6975

http://www.boatshop24.co.uk/V29vZCs0MDE1fndyZmIwMQ==-Pegasus_700.html

Pegasus 700 for Sale £8,950 – Very good photos of this Wing Keel Version

http://www.topsail.co.uk/boat.php?refnum=1654

Alacrity 19

2011-11-13T13:19:00.000-08:00

Alacrity 19 or Vivacity 20?

It is difficult to spot differences between the Alacrity 19 and the Vivacity 20. Both boats were built by the Essex based moulders, Hurley Marine. The LOA of the Vivacity was 20’ 2” and the Alacrity was 18’ 6”. The Alacrity came first and was stretched to become the Vivacity. The smaller boat was designed by Peter Stephenson in 1960, but the Vivacity was designed by D. C. Pollard.

See this link for information about the Vivacity 20: http://bills-log.blogspot.com/2010/10/vivacity-20.html

Statistics for the Alacrity 19

LOA 18’ 6”
LWL 17’ 0”
Beam 6’ 11
Draught 1’ 10”
Displacement 1,450 lbs
Sail Area 150 sq ft
Headroom 4’ 0”
Ballast 530 lbs
Keels Twin Bilge Encapsulated

Text for the Day

John 14:6 Jesus said to him, “I am the way, the truth, and the life. No one comes to the Father except through Me.”

Links

Alacrity

http://www.hurleyownersassociation.co.uk/pages/alacrity.htm

Alacrity 19

http://sailboatdata.com/viewrecord.asp?class_id=102

Alacrity History

http://alacrity19.blogspot.com/2007/07/alacrity-history.html

Hurley Alacrity Information

http://www.networkyachtbrokers.co.uk/boats_archive/Hurley_Alacrity-02108.html

Hurley Alacrity for Sale £1,200

http://yachts.apolloduck.co.uk/boats.phtml?id=1858

Alacrity Sailing Yacht for Sale £800

http://buy.vivastreet.co.uk/sports+west-tilbury-rm18/alacrity-sailing-yacht-for-sale/39930459

Hurley Alacrity at Ebay

http://cgi.ebay.co.uk/ws/eBayISAPI.dll?ViewItem&item=370558640642&fromMakeTrack=true&ssPageName=VIP:watchlink:top:en

Jaguar 25

2011-11-12T07:06:00.000-08:00

There’s a lot of information on the Web about the Jaguar 25. Mostly, reviews of the yacht at the time when she was being manufactured spoke of her as being a good performer. Prospective owners of Jaguar 25s could choose from one of three keel configurations: fin, bilge or lifting keel. Originally they were manufactured in the USA by Catalina yachts. In the early 1970s Frank Butler designed and built a series of Catalina yachts of which the Catalina 25 was one. In the UK, Eric Birch at Canvey Island, Essex, started building a similar range of yachts under licence, and marketed them as Jaguar Yachts. Almost identical to the Catalina 25, Eric Birch’s Jaguar 25 quickly became a best seller. Altogether 940 were built before production ceased in the mid 1980s.

In 1982 Yachting and Boating Magazine test sailed the Mk 11 version. At that time 350 had been built. Popularity of the boat was due in part to her useful accommodation which had an ‘L’-shaped seat that fitted around a table. The table could be lowered to be level with the surrounding seats to form a smallish double bunk. Forward of the dinette there was an enclosed head on the port side; astern of the saloon there was the well-thought-out galley. There was also a generous quarter berth on the port side, under the cockpit seat moulding. In the forward cabin there was a ‘V’- shaped double berth. Aft of that on the starboard side there was a hanging locker, and adjoining it in the saloon, there was a single settee berth. The cabin had standing headroom, and the beam of the boat was 8 feet, which gave plenty of space for the crew and their gear.

She could be equipped with an outboard motor on a bracket, set to one side of the transom so as to be clear of an externally hung rudder, A few Jaguar 25s were fitted with 7.5 HP Volvo diesel Saildrives. Handling was vice-free, except in very strong winds, when the yacht had a fair bit of weather helm. The Mk 11 model was closer-winded than her predecessor, because her shrouds were mounted inboard to enable a better sheeting angle for the foresails. The shrouds being inboard, gave better access to the foredeck. The 25’ Jaguar proved to be a good all-rounder, suitable for cruising or for club racing.

Specification

LOA 25’ 00”
LWL 22’ 00”
Beam 8’ 3”
Draught 3’ 1” Twin
5’ 8” Fin
Displacement 4,300 lbs
Mainsail 125 sq ft
Jib 160 sq ft
Genoa 228 sq ft
Spinnaker 440 sq ft

Text for the Day

Psalm 23:1 ‘The LORD is my Shepherd: I shall not want.’

Links

Jaguar 25 Specs

http://www.jaguaryachts.co.uk/jag25.html

Jaguar 25 at Ebay £3,9995 (Offers)

http://cgi.ebay.co.uk/ws/eBayISAPI.dll?ViewItem&item=230693105774&category=1297&_trksid=p5197.c0.m619

Jaguar 25s for Sale – about 10 in all £5,950 to £9,950

http://www.boatshop24.co.uk/searchresults.php?channel=&manufacturer=JAGUAR+25

Armistice Poppies

2011-11-11T01:48:00.000-08:00

A friendly football match between England and Spain at Wembley is scheduled for tomorrow, and FIFA was not at all happy that the English squad intended wearing poppies on their shirts as a mark of respect for those in the armed forces who had given their lives for their Country. At first they banned the English team from wearing them, but after the intervention of the Football Association, and requests from the Prime Minister and Prince William, FIFA agreed to let the English team wear poppies on black armbands.

I can understand, and have some sympathy for FIFA, because they believed the wearing of poppies on player’s shirts would set a precedent. Indeed, that could well have been the case. A happy compromise has been reached. I hope the match between the two sides will indeed be friendly, and may the best side win.

Text for the Day

Luke 23:42 ‘Then he said to Jesus, “Lord, remember me when You come into Your kingdom.” And Jesus said unto Him, “Assuredly, I say to you, today you will be with Me in Paradise.”

Links

Fifa hopes England poppy concession does not set unwelcome precedent

http://www.guardian.co.uk/football/2011/nov/10/fifa-poppy-unwelcome-precedent?newsfeed=true

Prince William demands Fifa U-turn on poppy ban

http://news.bbc.co.uk/sport1/hi/football/15643295.stm

The Football Association

http://www.thefa.com/

England players WILL wear poppies on black armbands during Saturday's match after Fifa backs down

http://www.dailymail.co.uk/news/article-2059166/Fifa-poppy-row-England-players-WILL-wear-poppies-black-armbands-Saturday.html#ixzz1dL0zykkx

http://www.dailymail.co.uk/news/article-2059166/Fifa-poppy-row-England-players-WILL-wear-poppies-black-armbands-Saturday.html#ixzz1dL0cKnGY

http://www.dailymail.co.uk/news/article-2059166/Fifa-poppy-row-England-players-WILL-wear-poppies-black-armbands-Saturday.html#ixzz1dL0MS3xV

http://www.dailymail.co.uk/news/article-2059166/Fifa-poppy-row-England-players-WILL-wear-poppies-black-armbands-Saturday.html

At Sunset, ‘We will remember them’

http://bills-log.blogspot.com/2011/09/at-sunset-we-will-remember-them.html

Remembrance Day

http://bills-log.blogspot.com/2009/11/remembrance-day.html

Remembrance Day

http://en.wikipedia.org/wiki/Remembrance_Day

Muslims Against Crusades banned

http://www.google.com/hostednews/ukpress/article/ALeqM5jYTN-ub6KDqDWbYuZF4O_-EBNioQ?docId=N0574291320927797849A

Special Places

2011-11-10T06:40:00.000-08:00

Battlesbridge

For the past three days the subject of my articles has been my Sony 7.2 Mega Pixels camera. Yesterday I spoke of photos taken with the camera and I illustrated my words with four photographs of creatures: tropical fish in a tank, a dragonfly perched on a bush, swans by the riverside and a Painted Lady butterfly.

Burnham-on-Crouch

The subject of my final article is ‘Special Places’.

The significance of places in the lives of individuals may only be appreciated by the people themselves, but there are places that have significance for many people. One such place is the Cenotaph, a war memorial in Whitehall, London, where those who were killed in the service of their Country are remembered annually on the 11th November.

Heybridge

Each one of us may have special places we like to visit, and places we remember because of experiences associated with them. My roots are in the town where I was born, and the place I like to remember most is where I spent my youth. Therefore a very important place for me is the house where I lived with my parents until I left home at the age of twenty one. The area has changed because of building development, but the house itself remains as it was.

Thorpe Bay

There are other places of significance to me, such as South Fambridge, which is very special, mainly because I have frequently sailed the River Crouch along that stretch of water, and because my favourite walk is beside the river at that spot.*For me it’s a never ending fascinating location. The natural phenomena of light, colour, wind, sounds, moving water, clouds, birds, and insects - they forever change and bring me delight.

Because I am attracted to the waterside where I can enjoy looking at boats, several of the places I frequent are beside the water. This is reflected in my selection of photos. (I’ve not included one of South Fambridge, because I have already posted three or four to previous blogs – See links below.)

Text for the Day

Psalm 84:1, 2 ‘How lovely is your tabernacle, O Lord of Hosts! My soul longs, yes, even faints for the courts of the LORD; My heart and my flesh cry out for the living God.’

Links

Cenotaph

http://www.woodlands-junior.kent.sch.uk/customs/cenotaph.htm

*Beside the Crouch at South Fambridge

http://bills-log.blogspot.com/2011/10/beside-crouch-at-south-fambridge.html

Delights beside Tidal Waters

http://bills-log.blogspot.com/2011/10/delights-beside-tidal-waters.html

Afternoon Stroll by the Crouch

http://bills-log.blogspot.com/2011/09/afternoon-stroll-by-crouch.html

Creatures

2011-11-09T02:38:00.000-08:00

Continuing my Camera theme of yesterday, I’ve posted a selection of photos on the subject of ‘Creatures’.

They made me think of a hymn written by Cecil Frances Humphreys Alexander who wrote at least 400 hymns related to various biblical themes. Her ‘Hymns for Little Children’, published in 1848 contained the well known children’s hymn, ‘All things bright and beautiful.’

In this day and age, some people may consider the words of the hymn are nothing more than sentiment; on the other hand when the content is examined, it teaches the sovereignty of a mighty God. The Creator God is portrayed as one who is full of wisdom, a God who orders and sustains His creation. He sets a place and time for everything and nothing is too small to escape His attention. He is a caring God with colour vision who provides his creatures with all they need - One who makes things well.

When we know and believe these things, there’s a brightness and joy in living. The very colours we see are that much brighter when we know the One who created them and why. There’s majesty in His creation; the purple-headed mountains are one expression of his Being.

Refrain:
All things bright and beautiful,
All creatures great and small,
All things wise and wonderful:
The Lord God made them all.

1. Each little flower that opens,
Each little bird that sings,
God made their glowing colours,
And made their tiny wings.
(Refrain)

2. The purple-headed mountains,
The river running by,
The sunset and the morning
That brightens up the sky.
(Refrain)

3. The cold wind in the winter,
The pleasant summer sun,
The ripe fruits in the garden:
God made them every one.
(Refrain)

4. God gave us eyes to see them,
And lips that we might tell
How great is God Almighty,
Who has made all things well.
(Refrain)

Text for the Day

Luke 19:39, 40 ‘And some of the Pharisees called to Him from the crowd, “Teacher, rebuke Your disciples.” But He answered and said to them, “I tell you that if these should keep silent, the stones would immediately cry out.”

Links

All Things Bright and Beautiful

http://www.cyberhymnal.org/htm/a/l/allthing.htm

Cecil Frances Humphreys Alexander

HTTP://WWW.CYBERHYMNAL.ORG/BIO/A/L/E/ALEXANDER_CFH.HTM

My Camera

2011-11-08T02:18:00.000-08:00

My Sony Cybershot 7.2 Megapixel camera only has an optical zoom of four magnifications, but apart from that, it has loads of useful features. One great advantage is that it fits into my pocket, so that it is ready for instant use. The Carl Zeiss 35mm lens is very versatile, providing sharp focus, even with close-up subjects when light is poor. What more could I want? - Maybe a waterproof camera, because I like taking photos when I’m sailing my boat.

My Sony camera has nine settings for taking photos, and a separate one for videos. Mostly I use the ‘Easy’ mode, which is fully automatic, sensing both the exposure time and the correct focus. ‘Auto-adjust’ is similar, but it activates the flash when there is low light. Then there is an ‘Auto-exposure’ function with optional settings for adjusting focal length and use of the flash. I’ve only once tried the ‘Low Light’ setting. Ideally this requires a tripod for keeping the camera absolutely still, and I don’t have one. I’ve never tried the ‘Portrait’ in low light setting, which employs the flash; nor have I taken photos in ‘Landscape’ mode. This automatically blurs the foreground and brings the background into focus. A digital ‘Audio Video’ facility is most useful for recording scenes where there are moving objects. Other functions include: ‘Soft Background’, ‘Smile Capture’ and ‘Shoot’, without triggering the flash in a low light setting.

My camera has two viewfinders. It has a standard look-through with one eye viewfinder, and there’s a digital screen at the back. Sometimes I can’t see the image on the screen because sunlight reflects off it. If that happens I have to use the ordinary viewfinder, or point the camera towards the subject and hope the picture will be OK. The camera can play audio videos, and take photos seconds after the shutter button has been pressed by use of an inbuilt timer. All photos, including HD videos are stored on a mark two, 1 gigabyte Memory Stick Pro Duo card. The camera’s lithium ion 3.6 volt battery holds a charge for many hours. I need only charge it perhaps once a week, even a fortnight or more, according to use.

All in all, I’m very pleased with my camera. Today, I have uploaded four photos of flowers; tomorrow the subject will be’ creatures’, and the following day it will be ‘places’.

Text for the Day

Genesis 1:24, 25 ‘Then God said, “Let the earth bring forth the living creature according to its kind: cattle and creeping thing and beast of the earth, each according to its kind”; and it was so. And God made the beast of the earth according to its kind, cattle according its kind, and everything that creeps upon the earth according to its kind. And God saw that it was good.

Links

Sony Cybershot 7.2 Megapixel Camera

http://www.youtube.com/watch?v=QDe9QE3Wcc8&feature=related

Mud, Mud, Glorious Mud

2011-11-07T04:02:00.000-08:00

‘Mud, mud, glorious mud; there’s nothing quite like it for cooling* the blood’; these are the opening words of a hilarious nonsense song composed and sung by Flanders and Swann. The actual title of the ditty is, ‘The Hippopotamus Song’. Now we know that hippopotamuses are semiaquatic African mammals with massive jaws. They love wallowing in mud and they are really at home in the slimy stuff.

I like mud, but I do not like getting it on me, particularly the black slippery substance that adheres to an anchor that has been retrieved from the River Roach. This variety has been in the making for thousands of years; it is tenacious foul-smelling sediment composed of minute particles that were suspended in murky tidal waters when they swished to and fro over the riverbed.

This is the same sort of gooey mess that forms in creeks of East Coast Rivers, such as the rivers Crouch, Deben and the Orwell, not necessarily black, but of many shades and hues. Some are deep quagmires, others firmer, even supporting the growth of weeds, grasses and reeds. Many tiny creatures live in the stuff, the very food that sustains countless numbers of wading birds. At the edge of receding waters they probe the surface with their long beaks, searching for juicy morsels, ragworms and the like.

**

I love looking at mud. It’s gorgeous, especially when sunlight reflects off the surface. There’s very little that can surpass its beauty when it reflects the setting sun in all its glory. Textures and patterns, shapes and forms, colours and hues, shades, light and dark all combine to make a tapestry of intricate loveliness.

*See link below for Maldon Mud Race.

Note

**This photo is reproduced from ‘Musings from a Muddy Island’, an excellent blog by Juliet Doyle. Here is the address: http://julietdoyle.blogspot.com/ .

Text for the Day

Isaiah 53:2 ‘For He shall grow up before Him as a tender plant, And as a root out of dry ground. He has no form or comeliness; And when we see Him, There is no beauty that we should desire Him.’

Links

Mud, Mud, Glorious Mud

http://www.youtube.com/watch?v=Vt6xGqk0F0U

The Hippopotamus Song (Mud, Mud, Glorious Mud)

http://www.youtube.com/watch?v=1QW85kfakJc

Hippopotamuses

http://www.hippopotamuses.com/

Ragworms

http://www.bbc.co.uk/nature/blueplanet/factfiles/segmented_worms/ragworm_bg.shtml

Flanders and Swann

http://en.wikipedia.org/wiki/Flanders_and_Swann

*Maldon Mud Race

http://www.maldonmudrace.com/main.htm

http://www.youtube.com/watch?v=uh-DF2N2TNw

Seawater – Amazing stuff.

2011-11-06T07:33:00.000-08:00

Seawater covers about 70 percent of the earth’s surface. According to where it is, it contains variable amounts of salt. The Red Sea and the Mediterranean Sea are considerably more saline than the cold waters that circulate around Antarctica. The greater part of seawater is Oxygen - almost 80 percent of it, and Hydrogen amounts to about 11 percent. Of the remaining elements, Chloride and Sodium account for over 3 percent.

The density of seawater varies according to its salinity and temperature. Hence a ship has a series of lines painted on her hull in the region of the waterline known as the Plimsoll Line or the Plimsoll Mark. These markings indicate the depth to which she should be loaded. A ship is loaded to be safe so that there is no danger of her sinking when she passes through the oceans and waterways of the world. For example, warm saltwater is less dense than cold saltwater and tropical fresh water is the least dense of all. The denser the water is, the more buoyant it is. Therefore a vessel leaving Iceland in winter, bound for the River Niger in Nigeria, in central western Africa, at most, she will be loaded to the lowest of the Plimsoll marks. When she arrives at her tropical freshwater port she will have sunk in the water to her highest mark.

Our very existence is intricately bound up with seawater, for without it we cannot live. Not only do we receive fresh water from it through solar distillation, via the atmosphere in the form of clouds from which rain falls to the earth, but bacteria and plankton living in the sea help create the air we breathe. The oceans’ food chains, including the seawater fish we eat, depend upon the growth of healthy phytoplankton. If we upset the balance of the oceans’ by polluting them, we threaten our very existence.

A swim in the sea can be refreshing to body and soul. We may read of the long-distance sailor who takes a swim when his yacht is becalmed upon a blue ocean; he plunges into the cool water and comes out feeling like an entirely new man, relaxed and yet invigorated. The very best sea swim I ever had was at a little cove at the Island of Formentera in the Mediterranean. There the water was wonderfully buoyant, because of its high salinity. I could float on my back with my arms and legs outstretched while I sunbathed too!

I am fascinated with water, particularly the way in which it can distort images through reflections and refractions, and I love watching waves braking on the seashore, whether on a soft sandy beach, a pebbly one, or hard granite rocks, as one finds in Cornwall. How wonderful it is to watch wriggling patterns of moving shadows on sand below the water’s surface, to see weeds sway at the behest of underwater currents, and waves dissipating on a beach. It’s no wonder children laugh and scream when they paddle in the amazing stuff.

Text for the Day

Revelation 21:1 ‘Now I saw a new heaven and a new earth, for the first heaven and the first earth had passed away. Also there was no more sea.’

Links

Seawater

http://en.wikipedia.org/wiki/Seawater

The Plimsoll Line

http://www.grandpapencil.net/science/plimsoll.htm

Out of Sight, but not out of Mind –Sven Yrvind

2011-11-05T02:03:00.000-07:00

Further to my blog of Saturday, 13th August ‘Sven Yrvind Sails Again’, here are a few more words. He is currently sailing across the Atlantic from Madeira to Fort-de-France.

Sven holds strong opinions about the merits of small boats over those of large ones, and he expresses his beliefs by putting them into practice. He crosses oceans in small boats of his own design and making. He is a gifted boat designer and an original thinker, but he is conservative when it comes to keeping in touch with the outside world. He cherishes being alone. For him, there’s no better or happier place than to be on a speck of a boat in the middle of a vast ocean. There he is in tune with the rhythms of nature.

Sven makes one concession with the outside world, and that’s his Spot Tracker which records his position on an interactive digital chart. By simple arithmetic, the speed of his yacht can be calculated. Distance from his starting point and distance to his intended landfall can also be calculated. If he maintains his average speed, he can predict his expected time of arrival. Yesterday he passed the halfway point. For him that may have been a time for celebration, but also one for sadness, for he knows that each passing day will leave him with less time for communing with the invisible Spirit.

Note

The illustrations are cropped photos of my computer screen.

Text for the Day

Colossians 1:15 – 17 ‘He is the image of the invisible God, the firstborn over all creation. For by Him all things were created that are in heaven and on earth, visible and invisible, whether thrones or dominions or principalities or powers. All things were created through Him and for Him. And He is before all things, and in Him all things consist.’

Links

Interactive Spot Tracker Map

http://share.findmespot.com/shared/faces/viewspots.jsp?glId=0jWcWAltaiS87Q3soWB2OnNnmMgbm1Q2r

Analysis of Sven’s Position as defined by Spot Tracker

http://www.mts.net/~gdm1969/sven.html

Yrvind.com

http://yrvind.com/

Yrvind 4.1 An article about Sven’s smaller boat built before the current one.

http://bills-log.blogspot.com/2009/11/yrvindaren-41.html

Spot Tracker

http://www.globaltelesat.co.uk/satphone/SPOT_Satellite_GPS_Messenger.html?gclid=CK_nzpDxnawCFUtB4QodlVeQ-w

http://www.handtec.co.uk/product.php/1865/spot-satellite-personal-tracker

‘Strings’

2011-11-04T03:06:00.000-07:00

'Amaryllis 11', a replica of the original catamaran

I prefer small sailboats to large ones, but the vessel I am featuring here is fairly small in a sense, and yet large in another, because of her overall length of 39’ 7”. I would describe her as a catamaran similar to Nathanael G. Herreshoff’s 33 foot ‘Amaryllis’ which he designed in 1876. Both vessels feature accommodation within a pod which is suspended between hulls. These pods resemble boats in themselves, each with a bow and a stern. The central structure of ‘Strings’ has minimal accommodation for 4 at a pinch and an open cockpit. Herreshoff’s ‘Amaryllis’ only had a cockpit.

'Strings'

Jan Gougeon is the pragmatic ‘designer’ and builder of ‘Strings’. His name is synonymous with West Epoxy Resins, because he and his brother Meade set up business in 1961 building iceboats and fast sailboats using their own brand of epoxy resins. Two years later they started selling epoxies to other boatbuilders, and their business continues to thrive today.

‘Strings’ was launched in early July of this year, but she was originally conceived over a decade ago when Jan first commenced building her. He confesses that at that time he had no idea how the finished boat would look. In his words she ‘evolved’ through periods of gestation. The main components of the boat are foam, plywood and carbon fibre bound together with epoxy to form a very strong structure.

The overall result is a creature that resembles a praying mantis, but one that moves considerably faster. She reminds me of a stick insect. Despite her unusual appearance, she has some useful features, including her ability to self-right. Her hulls can be folded inwards toward the pod so as to reduce her beam from 14’ 8” to 8’ 0”, enabling transportation by road. She is in effect, a very long trailer sailer. With only a displacement of 2,000 lbs and a working sail area of 400 square feet, she is no sluggard. Downwind she can set 900 square feet, including her spinnaker. Her two furling foresails make for easy reefing. Water ballast can rapidly be scooped into chambers within both hulls by the forward motion of the vessel. When her boards are up she draws a mere 9 inches, and when they are down, 4 foot 9 inches.

Text for the Day

John 6:19 ‘So when they had rowed about three or four miles, they saw Jesus walking on the sea and drawing near the boat; and they were afraid.’

Links

Jan Gougeon launches ‘Strings’

http://www.epoxyworks.com/33/pdf/Strings.pdf

West System Epoxy

http://www.westsystem.com/ss/company-overview/

Praying Manits

http://animals.nationalgeographic.com/animals/bugs/praying-mantis/

Stick Insects

http://animals.nationalgeographic.com/animals/bugs/stick-insec/