Two Day Cruise – Part 3 (Bradwell to Burnham)

Goodbye to Bradwell Power Station - literally it is being taken apart

Skipper at the helm

The skipper checking 'Ladybird's' mooring before leaving

Goodbye and thank you 'Ladybird'

A planned short coastal cruise may not be straightforward on account of the weather. Would there be enough wind? Would there be too much? Would we be able to sail the boat back to Burnham according to the navigator’s plan?

The 48 hour forecast at the start of the cruise predicted that the wind would be from a southerly direction between force 3 and 4. In which case, we would be on a reach for the first leg from Bradwell Marina to the Swin Spitway, and after tacking through the Spitway we could expect a long fetch with the wind coming from a point forward of the beam.

In practice, that is how it nearly panned out, except we arrived a little too early at the Spitway. Instead of being there shortly before low water when the ebb would have been almost stationary, the tide was still ebbing into the Wallet. In order to make over the ground, we had to have help from the engine. At that point, just when we did not want the wind to head us, it did! However, we were able to make 240 degrees while lee-bowing the ebb.

There are two passages between the Buxey Sand to the north and Foulness Sand to the south. We chose the northerly one marked by Swallowtial port hand buoys. The alternative passage was through the Whitaker Channel, but had we taken that option, the tide and wind would have swept us away from Burnham. The better tack was with the wind coming from the port hand side.

At the outset, on leaving Bradwell Marina, the sky was grey, and there was fine drizzle, which was not at all inviting. No wonder only two other yachts were under sail, each of them considerably larger than Ladybird, and as usual, the larger ones sailed faster. For us that was helpful, because we could see where they were heading which was in the direction we wanted to go, i.e., towards the starboard hand Bench Head buoy. From there we would continue to the N W Knoll buoy and the Eagle before arriving at the Spitway.

The sky began to clear, revealing bright blue openings between clouds to the SW. The wind increased to about a force three. Instead of sailing at two knots, the yacht was doing over four. We should have reduced sail to slow us down, for arriving at the Spitway as planned at 09.45 – just before low water. Low water at Burnham was at 1016, but out at the Spitway it was earlier. The further north you go on the North Sea, the earlier high water is. That’s because the flow or flood travels from north to south, and consequently the ebb moves in the opposite direction earlier than in the south.

The advantage of sailing at neaps is having deeper water at low water than at springs, because the range of water between high and low is less. For us, this was helpful because sailing on a south-westerly heading we could avoid the ebb by creeping over the shallows in the vicinity of the Swallowtail buoys. Beyond and in the Whitaker Channel, the flood made itself felt by lee bowing the yacht on both tacks – short when on starboard tack, and long on port.

On approaching Foulness Sand, south of the Sunken Buxey shoal, we drew close to seals basking on the sandspit. There you can sail very close to the sand in the proximity of Buxey No 1 buoy. Seals are not daft; they know were they can catch fish more easily -that’s where their prey have less room to pass between narrows; in this case, Sunken Buxey shoal to the north and Foulness Sand to the south.

Here we came to the highlight of our cruise. Conditions couldn’t have been more perfect – smooth water, sunshine, beautiful cloud formations, sparking water, fresh air, and a perfectly trimmed boat. Ahead, lay our destination. Seven miles away, we would have to stop sailing, tidy the boat, pack our gear into the tender, and call it a day. We did not wish our time away. Instead, we wanted to continue.

One thing I forgot to mention was the wonderful hospitality of the skipper. I never once had to prepare food or make a drink. He did it all! I was entirely spoiled and mollycoddled.

Thank you, Captain for a great time.

Links

Two Day Cruise – Part 1

http://bills-log.blogspot.co.uk/2015/08/two-day-cruise.html

Two Day Cruise - Part 2 (Burnham to Bradwell)

http://bills-log.blogspot.co.uk/2015/08/two-day-cruise-part-2-burnham-to.html

Bradwell Power Station

https://en.wikipedia.org/wiki/Bradwell_nuclear_power_station

Wild Foulness

http://www.bbc.co.uk/essex/content/articles/2009/04/17/nature_trail_foulness_feature.shtml

Ray Sand Swatchway

http://creeksailor.blogspot.co.uk/2011/05/ray-sand-swatchway.html

Two Day Cruise – Part 2 (Burnham to Bradwell)

Scow

Safe Water Mark

Bradwell Marina

It was with a little trepidation that I stepped onto the platform at Burnham-on-Crouch railway station where I was to be greeted by the owner of yacht Ladybird. My trepidation was not to do with meeting him, but with facing the fact that I was going to start a short cruise involving more than would be required of a day sail with Pike, my Iain Oughtred skiff. We would be leaving the River Crouch for a sail through the Ray Sand Channel, which would mean crossing the narrow isthmus of sand between Ray Sand and Buxey Sand. The return trip would be via the Swin Spitway at the eastern extremity of the Buxey Sand.

The Met Office Inshore Shipping Forecast for Gibraltar Point to North Foreland was: ‘SW 3, occasional rain, fair later.’ In fact, the rain came later that night when we were snugly berthed at Bradwell Marina. It continued into the early morning of Thursday, 20^thAugust.

High Water for Burnham on Wednesday 19^th was not until 15.49, which gave us ample time for getting to the yellow marker buoy from where we would sail northwards across the shallows for the Ray Sand Channel. At midday we cast off from Ladybird’s mooring at Rice and Cole and we powered clear of neighbouring boats before making sail.

We anticipated that our crossing of the sand at the shallowest point would take place about an hour before HW Burnham. There were surprisingly few boats on the move, apart from a number of Burnham scows being sailed by youngsters. The Foulness Firing Range launch was anchored off Foulness Point and red flags were displayed on the south bank indicating that firing was taking place. We already new that because periodically, there were emissions of black smoke followed by the sounds of explosions. Rather than firing rounds, it appeared that the burning off of outdated explosives was taking place.

A SW wind of force two gently wafted us over the incoming tide to give us two to two-and-a-half knots, bringing us to the all important yellow marker buoy. We arrived there a little later than planned, but that gave us the advantage of deeper water for crossing the hidden isthmus under Ladybird’s keels. We had an updated, detail chart showing two safe water buoys with vertical red and white stripes. Sure enough they were picked out by the skipper and confirmed to be so by further inspection through binoculars. They gave us reassurance that we were where we should have been. By then the wind was on ‘Ladybird’s’ port quarter and it increased in strength, possibly to a force three, giving us a good speed of over four knots. Far ahead to port there was the unmistakeable outline of Bradwell Power Station, which was very close to our planned destination at the marina.

Our course was parallel to the eastern fringes of the low-lying Dengie Peninsular. Ladybird’s track matched the zero metre line on the chart, but with the depth sounder showing four metres, giving us three metres to spare.

At the northern end of the Peninsula, beyond Tillingham Marshes, there’s the ancient landmark of St Peter’s Chapel. This historic building is a useful feature for taking compass bearings, and we used it for confirming our position in relation to Bachelor’s Spit, over which we passed with only a metre to spare - and that on a falling tide!

To avoid the ebb from the Blackwater we sailed as close as we dare to Sales Point at the entrance of the river, but beyond that, and hard on the wind, the current forced us further and further into deeper and faster flowing water. Had we not resorted to motor sailing we would have been forced to anchor until the tide or wind changed.

With only a mile to go, we furled the Genoa, started the engine and chugged into the wind, so as to arrive at Bradwell Marina in time for an evening meal. We walked a short distance to the Green Man pub where the skipper treated me to a deliciously tasty meal of fresh haddock and chips.

As is customary for me on the first night of a cruise, I did not sleep well. I fitfully slumbered, periodically waking to listen to the pitter-patter of rain and to speculate about the next day.

(Part 3 to follow)

Links

Two Day Cruise

http://bills-log.blogspot.co.uk/2015/08/two-day-cruise.html

Dengie Peninsula

https://en.wikipedia.org/wiki/Dengie_peninsula

St Peter’s Chapel

http://www.bradwellchapel.org/index.html

Green Man Pub

http://greenmanbradwellonsea.co.uk/  

‘Daisy’, a Roamer Cruising Dinghy is for Sale

You’ll note that at the top of the homepage of this blog there is a photo of my old Roamer dinghy. She was designed by Eric Coleman, specifically for cruising. He was a founder member of the Dinghy Cruising Association (DCA). To learn more about Roamers, go to the links section at the bottom of this page.

If you like what you see, and you want to get hold of a Roamer, why not respond to the advertisement below and ask to see ‘Daisy’ – but no time wasters please! – Only genuine enquirers with a real desire for a good cruising dinghy and the cash to buy should respond.

If you are not already a member of the DCA, you can discover how to join by visiting their website at http://dinghycruising.org.uk/  .

Advertisement

FOR SALE: DCA 'ROAMER' CRUISING DINGHY, Daisy

Sail number R205

A rare opportunity to buy a well-made example of this famous self-righting 14ft cruising dinghy designed by Eric Coleman, one of the founders of the DCA, and featured in his book Dinghies for All Waters. He took his inspiration from ballasted sail and oar lifeboats with raised buoyant ends, as seen elsewhere in this issue of Dinghy Cruising.

     Daisy was launched in Summer 2011, and has been sailed infrequently since. The builder worked from DCA plans supplied by Peter Bick, and she was some seven years in build. The hull was not made using the stitch and tape method but exactly as the original, with chine log / frame construction, which results in a very tough plywood boat.

      I have been asked by the builder's widow to advertise Daisy in Dinghy Cruising. You should also find details on Bill Serjeant's popular blog by the time you read this: http://bills-log.blogspot.com  There is a pdf available on the Roamer design on Bill's site, and I have a copy I can send by return of email should you have any difficulty. Roamer is a dedicated cruising boat: with her centreplate up she is self-righting from 120 below vertical, and has lots of stowage. Her appearance is unusual, but as her designer remarked wryly, she is reminiscent of Columbus's carrack.  Keith Muscott

Note: the timber across the cockpit is to brace the cover – not a spar.

It was raining heavily at times while I was photographing the boat, so these shots could have been a lot better.

Non-slip floorboards go over the storage space above the cockpit sole, which is kept dry using a substantial bilge pump (left of main hatch).

She is not Bermudan rigged, as designed, but has gunter spars in Douglas Fir.

Immaculate sails by Mouse Loft, North Wales

Plywood from Robbins

Painted with International Toplac

Good galvanised trailer

Steel centreplate with winch, as plans

Yamaha 3hp MALTA outboard in excellent condition

Heavy boat cover, bought late 2012

Price: £3,200

Apply to Rita Leckie, Anglesey:

Tel. 01248 853 939

email: lecks@athabasca.fsnet.co.uk

Overall length: 14ft

LWL: 13ft 3ins

Beam: 5ft 10ins

Weight for trailing: 600 lbs

Links

Roamer Dinghy

http://bills-log.blogspot.co.uk/2009/12/roamer-dinghy.html

Roamer Dinghy - Part 2

http://bills-log.blogspot.co.uk/2014/10/roamer-dinghy-part-2.html

Two Day Cruise

Back at home after a two day cruise aboard ‘Ladybird’, I’m ready for bed! But here’s a taster photo.

The owner and skipper at the helm looks pretty contented.

No Boating – Incredibly Active – Part 2

The chef

The beginnings of a feast

Before the arrival of guests

The children being entertained

Much activity preceded the planned family gathering, and on the morning of the great event it was no longer a jog, but a sprint to the finish before the arrival of our guests.

The chief chef had been at work from the rising of the sun. This expert, gourmet barbecue cook prepared and roasted veggies and meats in order and on time fit for a king’s luncheon with his nobles, ladies and gentlemen.

The weather was perfect and the event was a great success.

No Boating – Incredibly Active

Boathouse window frame modification

Boathouse brickwork pointing

Finishing patio storage space

When coastal sailing I generally keep a working log, but if things become hectic for whatever reason, and my attention has to be on handling the boat, it becomes impossible to maintain a log.

A parallel situation has arisen at home, because I have been incredibly active, so active that I’ve not been able to find time for writing the blog.  There hasn’t exactly been extreme pressure for this, because many of my efforts have been voluntarily self-imposed. I’ve wanted to put lots of things straight for a long time, both large and small – jobs requiring attention that I’ve put off because of more pressing matters, or simply because I did not feel like tackling them.

As the time approaches for a family get-together, so the pressure and demand has increased. With visitors already in the house, time has to be dovetailed into their schedule of activities. More visitors are arriving tomorrow.

My next planned boating is for a couple of days away, possibly three, starting next Wednesday – more about that, after the event, if it goes ahead.

Foiling MOD70

Edmond de Rothschild, the first foiling MOD70, has shown her paces in sailing trials off Lorient . (See video link below*) The MOD70 class is a One Design 70ft ocean racing trimaran that can reach speeds of 40 knots plus. Who knows what speed a foiling MOD70 might achieve? This awesome flying machine makes my mind boggle. You would think she was completely symmetrical, but she has an ‘L’ – shaped foil to port and a ‘C’ – shaped one to starboard.

Links

*First Foiling MOD70

http://www.yachtingworld.com/news/video-the-first-foiling-mod70-gitana-teams-edmond-de-rothschild-flies-during-her-first-trials-66373

MOD70

http://www.multionedesign.com/en

MOD 70’ Trimarans (Published in May, 2010)

http://www.charterworld.com/news/mod-70%E2%80%99-trimarans-multihull-ocean-racing-benjamin-de-rothschild-team-gitana-sailing

Otter Week – Royal Corinthian Yacht Club

From what I saw as a spectator, the Otter Week organized by the Royal Corinthian Yacht Club made a great start today. Conditions couldn’t have been more perfect.

Otter Week, this year runs from 9^th to 14^th August, and it is for youngsters between the ages of 6 and 18 years. There’s a very full programme of events, not just sailing, but activities that would excite and reward those taking part, such as bowling, fancy dress, and an inflatable event. On top of that there’s a roast hog meal, and an Izumi oriental meal. The kids will have a fantastic time.

Links

Otter Week – Royal Corinthian Yacht Club

http://royalcorinthian.co.uk/event/3005360/otter-week

Otter Week Poster – 2015

http://royalcorinthian.co.uk/documents/otter-week-2015-poster.pdf

Otter Week Programme

http://royalcorinthian.co.uk/documents/otter-week-programme.pdf

Corinthians Otter Homepage

http://royalcorinthian.co.uk/documents/otter-week-programme.pdf

‘Pike’s’ Boathouse

'Pike'

'Micro'

'Caleb'

Woodwork

Boathouse door

Very few home garages are used for their designed purpose, i.e., for the secure parking of vehicles and for protecting them from the harmful effects of sun, rain and dust. Garages are usually treated as repositories for things such as: surplus furniture, children’s bicycles, hobby equipment, garden tools, lawnmowers etc. Some people may use their garages as utility rooms where they do their laundering and have their washing machines and dryers. They may even have a workbench complete with tools for working in wood and metal.

My garage has, over a long period, been treated as a boathouse where I’ve kept trailer/sailer type boats and where I’ve built small boats such as ‘Micro’ and ‘Caleb’. I like seeing a boat there, because when I see her, memories of predecessors are re-kindled by her presence. There is continuity, a normality that gives assurance for the present and hope for the future. She’s there, and I know that I can take her sailing when an opportunity arises.

Well, ‘Pike’ is the present occupant of my boathouse. I have been caring for her by repairing a leak in her bow compartment and by painting small patches of bare wood along her chines where they suffered abrasion through use. Having finished working on the boat I’ve been carrying out maintenance on her boathouse which hasn’t looked as smart for a long time. I’ve painted the woodwork and the metal door. The back wall requires serious re-pointing, as there has been subsidence.

Links

‘Micro’ at Holy Island, Part 1

http://bills-log.blogspot.co.uk/2010/02/micro-at-holy-island-part-1.html

‘Caleb’ 50/50 Canoe

http://bills-log.blogspot.co.uk/2009/12/caleb-5050-canoe.html

Possessions, Including Boats

Resin stains

The Eucalyptus stump now serves as a base for the bird bath

Garden furniture

Front garden tree was severely lopped - for less leaves and more light

I’ve owned a variety of boats, usually one a time, excluding tenders. The benefits of owning one boat at a time are clear: You can only sail one at a time. If you have two or more, you have to maintain them, store them and preferably use them. Your expenses increase with every extra boat you own. Unless you have free storage space, keeping more than one can seriously increase your expenses - worst of all, your anxieties increase. When a fierce gale rages, you wonder if moorings will hold, and you are not satisfied until you have seen for yourself.

The same principle of the less you have the better, not only applies to boat ownership, but to all possessions. Obviously, I’m not referring to the basic necessities of life. We all require, shelter, food and clothing, and in a country such as ours, the UK, we want warmth in our homes during the winter months.

Some would say a car is a necessity, especially if they want the freedom to come and go as they please; although today, with the volume of traffic on our roads, there is no guarantee that you are going to get to where you want without hindrance because of congestion. What has been happening in Kent recently, because of countless lorries parked on the M20 due to an immigrant crisis at Calais and striking French ferry crews, is a motorist’s nightmare.

Early this year, my wife and I set about getting rid of things we didn’t use* – the sort of rubbish that accumulates in our loft. That process of shedding possessions has been ongoing, but no sooner than we shed, we accumulate! We’ve recently gained a number of possessions – things like a new patio and garden furniture, and of course, ‘Pike’, my Iain Oughtred skiff. Yesterday, I explained how I cared for the boat and how I was working on her to make her watertight. She requires effort and attention, if she is not to deteriorate.

Today, we had the eucalyptus tree cut down and taken away to simply our lives. The tree was lovely to look at, but what a pain it was, because of falling leaves and detritus in the form of twigs and bark, not to mention birds’ whatsit! All of this muck had to be swept off the patio on a regular basis.

Would you believe it? The workmen made a horrendous mess by marking the patio with resin stains from branches as they dragged them away. In turn, these marks ruined the appearance of the patio; so they had to be removed. The only remedy that worked was to apply bleach, and wire brush the affected areas.

I go back to the principle stated in the second paragraph, “The less you have the better.” -  Not forgetting the qualification about having the basic necessities of shelter, food and clothing. Why are we never satisfied? Why do we always want more?

Related Links

Boat Ownership

http://bills-log.blogspot.co.uk/2015/04/boat-ownership.html

Minimal Sailboats

http://bills-log.blogspot.co.uk/2005/03/minimal-sailboats.html

*Disposal of Surplus Possessions

http://bills-log.blogspot.co.uk/2015/02/disposal-of-surplus-possessions.html

Pruning for a Rich Harvest

http://bills-log.blogspot.co.uk/2009/04/pruning-for-rich-harvest.html

Vanity of the Sailor

http://bills-log.blogspot.co.uk/2007/11/vanity-of-sailor.html

Caring for ‘Pike’

Minute cracks at the foot of the stem

 

Paint removed

Epoxy resin applied

After three coats of paint

All boats require carers. Without a carer a boat will deteriorate. If an owner values his boat he will care for her. I value ‘Pike’; therefore I care for her.

When I conducted a trial sail with 'Pike', water found a way into her bow buoyancy chamber. I didn’t discover it until I arrived home, and I was a bit shocked to find that the chamber was not watertight. I therefore resolved to make repairs so that I could rely on it to remain watertight.

A close inspection of the bow revealed that at the foot where panels on both sides join the stem post, there were tiny cracks in the paint. I stripped back the paint and found small crevices between the stem post and the panels. It became clear that these minute gaps were responsible for the water ingress. To prevent this happening in future, I filled them with epoxy resin.

Afterwards, over a period of three days, I applied one coat of International Toplac paint each day. One application a day allowed the paint to thoroughly dry. While I was doing this I painted a few bare patches along the chines that had suffered abrasion.

At the end of the season, I’ll probably give 'Pike's' hull a rub down with wet and dry and apply one or two coats of paint to improve the finish.

‘Pike’ is ready for her next sail.

Sunray 21

The Sunray 21 masthead sloop was designed by Arthur Howard, who also designed the Leisure 17 and the Sunspot 15. The family resemblance of all three yachts is evident by their appearance. She was an early GRP yacht with encapsulated bilge keels. I believe the first one was built by Cobramold in 1971. This particular boat has been based at Hullbridge for a number of years; therefore I’m not surprised that she has had her keels shod, since twice a day she has had to settle on a mixture of gravel and mud, the sort shown in the photos.

Her accommodation would include a dinette double berth in the saloon on the port side and a double ‘v’ berth in her forward cabin. The galley would be on the starboard side, opposite the dinette; astern of that and adjacent to the companionway, there would be a compartment for a Porta-Potti. She would have standing headroom under the companionway hatch, and her spacious, self-draining cockpit would have three storage lockers: two under seats on the port side and one on starboard side.

Specs: LOA is 20’9”, Beam 8’0”, Bilge Keels Draught 2’6” Displacement 2,700 lbs

Links

Sunray 21 featured by Sailboatdata.com

http://sailboatdata.com/viewrecord.asp?class_id=4336

Sunray 21 for Sale £3,500 (Road Trailer included)

http://boatbrowse.co.uk/ads/sunray-21-%E2%80%983-beagles%E2%80%99

Sunray 21(1976) for Sale with trailer £2,995

http://www.broadlandyachtbrokers.co.uk/boats/111

Sunray 21 for Sale £1,900

http://www.theyachtmarket.com/boats/sailing-boats/sunray/21/

 

Sunray 21 – Sold, but detailed photos

http://medway.boatshed.com/sunray_21-boat-50341.html

Project Sunray 21 at Ebay for £850

http://www.ebay.co.uk/itm/21ft-Sunray-sailing-yacht-/131568107778?

hash=item1ea2120102

Leisure 17 and Leisure 17SL

http://bills-log.blogspot.co.uk/2010/09/leisure-17-and-leisure-17sl.html

Sunspot 15

http://sailboatdata.com/viewrecord.asp?class_id=6629

Sunspot 15 – Sold

http://plymouth.boatshed.com/sunspot_15-boat-16565.html

Leisure Owners Association

http://www.leisureowners.org.uk/main/content/  

Easier Reefing for ‘Pike’ – Part 2

Brian commented on yesterday’s article that he’s never been clear about reefing a spritsail.

I’ll try to explain how I reef ‘Pike’s’ sail.

The objective of the exercise is to reduce sail area and to make the centre of effort as low as possible.

It would be feasible to reef the sail by moving the tack line to the luff reef cringle and re-tension it. Then, roll up the lower part of the sail and secure the bundle with the reef lines. The sprit would remain as it was before. The sheet block at the clew would not need to be moved because it would be held in place by the leech reefing lines. However, by reefing in this manner, the centre of effort would be raised and the sheet would not line up with the throat; therefore it would be impossible to make the sail set without having creases in it.

The proper way to reef ‘Pike’ is to move the sail down the mast by lowering the halyard and the sprit. To lower the sprit, the snotter must to be refastened to the mast lower down. The reefing procedure would otherwise be as described above.

Easier Reefing for ‘Pike’

I replaced the throat toggle with a strong loop of rope

The full sail laid out

The reefed sail

‘Pike’ has a single spritsail. Iain Oughtred originally designed her without a boom, but one of her owners thought better, and added one. This complicated the reefing process, because a block that was attached to the mast for the boom snotter prevented two of the luff toggles from sliding down the mast. To reef the sail I had to lower the throat of the sail from the full sail position to a point below it equal to the depth of the reef; while doing so I had to release the luff toggles and replace them when the sail had been lowered. To make matters worse, there were two fairleads screwed to the mast. Now that I have removed them and the boom snotter block, the sail can rapidly be lowered to the reefing position for tying in the reef points. The sprit snotter can then be adjusted to put a fair strain on the sail so that it sets properly, and away you go!

Having removed the boom and its associated snotter block, the rig has been restored to the original design. I’m a lot happier with it, because I can quickly put in a reef when required.

Had an Excellent Sail with ‘Pike’ – Part 2

Lunch Break at the Rice and Cole mooring

Back at the slipway

At home, nicely cleaned

Tucked in bed

I have recovered from my excursions of yesterday when I took ‘Pike’ for a trial sail at Burnham-on-Crouch.

Conditions couldn’t have been more perfect.

Unlike my other boats, ‘Pike’ is light enough to have a combination trailer with a piggyback launching trolley. Being able to launch and retrieve her on a trolley is a big advantage, because the business of reversing down a slipway is eliminated and she can be taken to slipways that are unsuitable for road trailers, or launched from a beach.

Launching and retrieving her at Burnham Yacht Harbour was relatively easy without the need for getting my feet wet.

I rowed her to the entrance of the marina, and made sail. I found that she rowed well. Because the sail was brailed up, all I had to do to make sail was to free off the brail and sheet in. Immediately she came to life, and I took her on the wind towards the Burnham moorings. A strong spring tide and a headwind made getting to windward a challenge, but I was pleased to find she did magnificently, while making about ten degrees of leeway. Her unique, hinged rudder worked as it should, with a bungee keeping the lower half submerged. The deep daggerboard showed no signs of lifting. She never failed a tack. I preferred not to use the tiller extension because I could sit far enough forward without it. The shipped oars happily remained in their rowlocks with the blades protruding slightly over her gunnels. Thus stowed, they were ready for instant use.

After two hours beating two and fro between the moorings ‘Pike’ arrived at Rice and Cole where I picked up a mooring for a rest and to have lunch. There I removed the sprit and rolled the sail around the mast to stop it from flapping and making a noise.

By the time I had finished eating, it was coming up to high water, and the wind had freshened. I therefore reefed the sail and got underway. Five minutes later, the toggle line that held the throat of the sail to the mast gave way. I could have continued sailing, but the sail was creased and extra strain was being placed on the next toggle line. I decided to take the sail down and to row back to the Yacht Harbour. By then the ebb was running swiftly in the opposite direction to which I wanted to go.

I found I could power the boat faster than the current because she slipped through the water with little resistance and I had a helping hand from the wind. The hardest sections of the row were when going past the outer ends of floating pontoons – all three of them - that extended into the river. By rowing close to the shore wherever I could, I was able to avoid the worst of the ebb.

Apart from the throat toggle rope giving way, there were no other incidents, but back at home I discovered there was a little quantity of water in the forward, so-called watertight locker. A close inspection in the region of the foot of the stem post revealed that there were thin cracks between it and the hull panels on both sides. Sealing them should not be difficult.

A noticeable outcome of yesterday's excellent sail became apparent this morning when I sat down for breakfast; I discovered that my gluteus maximus muscles were somewhat tender!

Link

Gluteus Maximus Muscle

https://en.wikipedia.org/wiki/Gluteus_maximus_muscle