Wavelength - October 2014

Wavelength The magazine of the Sussex Yacht Club • Autumn 2014

Fastnet report Youth team at the Sonar Worlds in the USA Moon River’s Round Britain Challenge

NEWS & CLUB BUSINESS

Contents

Editorial Wavelength has been absent for too long, and the late publication is down to me. Stretching deadlines to allow late running articles and pressures of work resulted in this being the first issue in 2014, for which I offer apologies to both our readers and for those that took time to pen articles that have been too long making it into print.

Editorial.............................................................................. 2 Commodores Report.................................................. 3 House Matters - And it really does!.................... 4 Rome wasn’t built in a day....................................... 5 Tales from the River Bank........................................ 6 A tale of an Anchor Witch....................................... 8 Dining at SYC.................................................................. 9 Sonar World Champs...............................................10 Shoreham Junior Team...........................................11 A Feeling for France..................................................12 A passage to Santiago de Compostela.......... 16 608 Shades of Grey.................................................18 To the Emerald Isle...................................................20 Harry goes sailing......................................................23 Sailability........................................................................24 Ex Military Craft at SYC...........................................26 A sailing holiday..........................................................28 Diving Scapa Flow......................................................31 An August Excursion Gastronomique.............32 Moon River’s Round Britain Challenge..........34 Reminiscences of old Shoreham......................38 X Marks the Spot.......................................................40 Diary of a Day Skipper............................................ 42

SUSSEXFOUNDED YACHT CLUB 1892 Brighton Road, Shoreham-by-Sea, West Sussex BN43 6RE Brighton Road, Shoreham-by-Sea, WestOffice: Sussex01273 BN43464868 6RE SYC Fax: 464217464868 SYC 01273 Office: 01273 Restaurant: 01273 441190 Fax: 01273 464217 Restaurant: 01273 441190 secretary@sussexyachtclub.org.uk secretary@sussexyachtclub.org.uk www.sussexyachtclub.org.uk www.sussexyachtclub.org.uk STAND IN EDITOR: Steve Vyse EDITOR: MilesBY: Mayall PRODUCED www.electricfarm.co.uk PRODUCED BY: www.electricfarm.co.uk FRONT COVER PICTURE: SYC yacht Zonpuka just after the Fastnet start.

FRONT COVER PICTURE: Photo

by Hazel Arnold.Daughter and Bombardier, Highland Catch 22 racing at SYC. Picture courtesy www.vyso.co.uk

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wavelength || autumn Wavelength Autumn2012 2014

Thanks must be extended to Miles Mayall who after many years in post has stood down as editor.

His articles and editorial comment have provoked much debate and we hope he finds time to carry on submitting great articles such as his account of visiting the Emerald Isle which can be read in this issue.

Moving forward I am happy to announce that David Lee has volunteered to become the new editor, so from the next issue, which we are planning to publish before Christmas, he will bring a fresh new perspective on life at SYC. David is a long standing member, an ex chair of the dive section and has been active this year helping with the youth team. If you have any articles you’d like to see in print, especially if they come with photos, then he’s going to be your man (email david.lee@gambit-systems.co.uk).

However before he takes over I have the rest of this column to fill, which presents me with the opportunity to air a topic your Flag Officers keep coming back to.

The future of the club depends upon our members and especially those who decide to engage fully as volunteers. I am pleased to say that although our diverse sections and committees do rely upon many long standing stalwarts, there is a refreshing flow of new thinking coming from younger members putting themselves forwards, but we need more.

Encouraging people to make a commitment to the club is just as important to our future as maintaining our infrastructure, so what can we all do to help nurture the talent amongst us?

I began my committee life by being dragooned into taking on the Royal Escape Race; being ambushed by a past Commodore after a few pints may have been an effective tactic in getting me to take the club shilling without thinking through the consequences, but is not a tactic we should rely upon! Those more astute than I take time to weigh up the pros and cons of helping at SYC, and it is here that we can all make a difference by being a little more positive, after all, we choose to be members don’t we?

Being part of the SYC family is a great thing, but to a newcomer we can at times appear grouchy. Having a strong will is an admirable attribute in a skipper and we all know of forthright crews, so it is natural for there to be disagreements; the club structure is designed to equitably deal with differing views without any need for acrimony. Some arguments you win, some you lose, but just like a battle for water on a mark at sea, once the racing is over everybody can cheer the winner. Surely we can follow the same ethos ashore, accepting for example that our AGM should be an occasion rich in useful and positive debate?

So my plea is for our merry band of SYC members to make an effort to always play nicely. If there are genuine problems then let us talk about it all the way through the year, agreeing positive resolutions along the way, rather than saving up ‘gripes’ for an AGM AOB ‘grenade’. Let’s try and sound less like grumpy Meldrews at the bar and focus on the amazing things the club does with such gusto and the high standards we strive to maintain.

I love our yacht club and having new generations enthusiastically move up through committees, invigorating SYC with enthusiasm and bright ideas along the way, is in my opinion the true marker of a happy, healthy club.

Steve Vyse Vice Commodore

NEWS & CLUB BUSINESS

Commodore’s Report Dave Ramus looks back over his time so far as Commodore.

How time flies when we are having fun! 2013 got off to a slow start, mainly due to the cold weather which in my case slowed the Devil’s Advocate repair time considerably as the bar was nice and warm and Ho’s beer was much more inviting than toiling out in the yard! From June, the weather improved and so did the sailing, with a good turnout for most events from then onwards.

The St.Valery rally weekend was a roaring success last year (2013) with 11 boats and crews in attendance, although I was not expecting to have a karaoke microphone thrust in my hand to perform my version of some ABBA hit. Not pleasant for the guests I’m sure, including our hosts who conceded that SYC were on the whole the better singers (or did they mean louder?) This year was again a great success with 10 boats and crews, we were wined and dined in Club Nautique Valeriquais marquee with more competitive singing between SYC & CNV followed by much merriment and gifts for SYC visitors. The following morning, with one or two nursing a hangover, at 10:30 French time we started the race home.

Littlehampton was the last rally of the season for 2013, with quite a robust sea and Force 6 to 7 blowing from the SW. I believe there were 25 boats entered originally but the weather reduced the start line to 11 boats. A good showing for the evening’s festivities though, as in excess of 80 guests turned out for a great night at the Arun YC. A big thank you to Hazel Arnold for organising this so well. The following day was the crew

SYC Members Doug and Sandra Beanlands follow the Duke over the newly opened bridge, the first two SYC members to make the crossing.

With a tight schedule the Duke was unable to attend the huge buffet reception held by West Sussex County Council and Osbornes at SYC after the bridge opening, but I understand that Simon was chuffed to have been asked to ‘create’ a Royal packed lunch for HRH to enjoy on the way to his next appointment.

With a huge effort from both staff and volunteers the club was looking its best and the Duke left us to open the bridge through the newly reopened west entrance. Now that I’m back on my feet I have been able to use the wonderful new bridge myself, and can report that there are plans afoot to improve the appearance of our west entrance and make us look even more inviting.

Both formal and informal Commodore parties went extremely well, for which I must thank Pat Hill for organising both, and Hocine and Simon for drinks and catering.

This job is, in a strange sort of way, like skippering a yacht. You form your crew of well picked, experienced, men and women each of whom have a depth of knowledge and experience in their field. A winning team!

Afternoon tipple aboard ‘Devils Advocate’ in St.Valery

race in which I was not expecting to sail as I came by car with Ann Macey and Phil Marchant, but was press ganged on to Maverick, Peter Jenkins’ Oyster Lightwave 395. So after a somewhat boisterous night, I rolled my chinos up and threw off my brogues and blazer for the sail home; and what a sail it was, as Maverick won with Bombardier a close second.

My first year as Commodore was a busy one, with major developments to the east and west of our Shoreham clubhouse and plans for a new bar.

With a spell under the weather myself, I was desperately sad not to have been able to attend the opening of the new Adur Ferry Bridge by HRH the Duke of Gloucester, who along with various local dignitaries started the day at our wonderful club. The Duke chatted with my Flag Officers and I understand that HRH was particularly interested in how hard we party after the sailing is done, and how many skippers visit France to stock up on their excellent wines; there was a decidedly jolly theme to the conversation!

My winning team have all been working extremely hard, giving an enormous amount of their free time and experience, of which I am extremely grateful. They have been planning fixtures and social events, maintaining and improving our club and working with the constructive comments of members. New opportunities have arisen with the building of the new foot bridge and the Parcelforce development, and these have been taken up by the team.

With such attention to detail, our club is most certainly in good hands.

So plenty to do and hopefully time in which to do it. Thank you all for your support and I look forward to seeing you at various SYC events on or off the water.

Dave Ramus Commodore

‘Devils Advocate’ SYC Summer Regatta.

Wavelength | Autumn 2014

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NEWS & CLUB BUSINESS

House Matters - And it really does! and hirers who will no longer hire the premises because of this behaviour. I would ask that all our members please strive to make all of our visitors and new members feel welcome. We are dependent upon keeping our membership numbers up and hiring out our superb facilities to keep your Club running! I would also like to take this opportunity of reminding the members about the rules on footwear. It will be reiterated on the hiring application form that they complete but it is essential that the members realise that if they hire the Shoreham Clubhouse, they are responsible for making it clear to their guests that stilettos are not permitted as they will ruin the floor. We do not wish to cause embarrassment to our visitors so it is far better all round that the hirer makes this clear from the outset.

Enjoying our wonderful balcony with a spot of lunch - new balcony furniture has now arrived making it even better.

Pat Hill our Rear Commodore and Chair House Committee, explains recent developments in the restaurant and bar areas Since the last report in Wavelength matters in the SYC clubhouse have moved on apace. Our franchisees go from strength to strength and are both well supported by and popular with, the members. In March the House Committee, after consultation with Ho, decided we would like to have a wine list in the bar. A very enjoyable and highly amusing Club Night was combined with the Wine Tasting in April. Despite the large number of wines that were sampled that evening, we were able to collate the results, and based upon the members choices the Wine List is now available at the bar. Please take the opportunity to try some of the new wines we have on offer.

With regard to the catering we have had many fun events with excellent food being provided.

The Sunday lunches remain a success as do our Club Nights on the first Friday of each month.

If you have not attended one of these evenings, you really should consider doing so. They are well supported and an excellent opportunity to meet new friends, and old. There is always a slap up meal on offer and a raffle with some very sought after prizes. I would also mention that Simon is always happy to provide an alternative meal choice if what is on offer does not suit, but please give him some notice! Even if you don’t wish to eat, the evenings really are great fun and very sociable and are an ideal opportunity for new members to meet people; if you would like somebody to make introductions, then please ask the office as the flag officers are more than happy to help people get to know each other.

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Wavelength | Autumn 2014

Having listened to the wishes of members and consulted the Caterer, Simon, about the realities and economics of opening at lunchtimes on other days of the week, it was decided that we would trial opening the restaurant on Friday and Saturday lunchtimes. This lunchtime opening ran for six months with records being kept of the numbers of members and guests using the service; unfortunately there were not enough diners participating to cover even the most basic costs and with the club subsidising the dining we had no choice but to end the experiment, which is clearly a shame, though I am sure we will revisit this topic at a later date.

As you read this the Christmas Season will be in swing and the fixtures published for 2014 take a look and keep an eye on notice boards, ‘In The Wind’ emails and of course the website where we publish the details of events as they come round.

As I am sure you all know, Hocine is taking a years’ sabbatical as Steward and we have been working with a small committee to ensure the exemplary levels of service we are used to at the bar continues whilst Ho is away; we all think that the temporary bar franchisees Emma, Mark and Tim have been doing a sterling job and having fresh cut flowers on the bar is just one of the innovations they have delighted members with.

On a more serious matter unfortunately, in Pat Hill recent months, the committee members have received anecdotal evidence that some of our new members and corporate hirers of the Club premises have been made less than welcome. As with a lot of these things, we do not hear the comments until some time has passed and the person being made to feel unwelcome is unable to identify the member being unpleasant as they do not know them. What is certain is that we have sadly had members who have not renewed Simon has been working hard on his dishes. their membership

NEWS & CLUB BUSINESS

Rome wasn’t built in a day David Skinner explains, in his own inimitable style, the history of the project to increase our mooring area at Southwick A number of years ago the Adur Leisure Strategy Plan was devised and then launched at our Shoreham premises before the good and the great of the town. This set out the future planning outlook for the north bank of the Canal. It envisaged a mix of business, residential and leisure development.

Some years later, after public debate, the Shoreham Port Authority submitted plans for development from the locks down to the shallow waters just before the fuel depot. The part of main interest to us as a club, included a widening of the road along the frontage of our Southwick clubhouse to give access and echelon parking beside a new purpose built marina. As this was mainly on our freehold we supported the application subject to improved mooring facilities and capacity. The Council Planning Officers recommended acceptance and so it went before the Council Planning Committee at a public meeting. I attended and listened to the various arguments for and against. When finally put to the vote it was lost mainly on the old chestnut of vehicular access and parking.

The point of this potted history is that the SPA plans included additional moorings to the south of those that we had at the time, and indeed until this year.

Going forward a few years, after many different planning rumours, until around 2010 I “had a dream”. How about extending our three fixed jetties to the area in the refused earlier planning application? To push this forward I co-opted Graham Roberts for his hands-on experience and Terry Kinch for his business acumen.

A meeting was set up with Julian (the Harbour Master) and Peter (the Port Development Director). At that meeting we had a favourable response apart from the boundaries set for reasons of commercial vessel safety. Not so good as my “dream” but a sound business case could still be made within the restrictions set. Back we went for a second meeting and proposed berthing on hammer heads. This was not acceptable to the SPA on the grounds that we would be tempted to raft out. As if we would!

We went back again with Graham’s detailed drawings within the boundary which had been set and so it seemed that we were “all systems go”. Not so. The ownership of part of the land we intended to use for the scheme could not be identified. This was a long story but let me just say that lawyers settled in to a long and frustrating process with experts from the Land Registry. At a certain point the legal situation was resolved, every party with a potential interest was in favour, and the main committee gave approval for the project with a budget of £50k, which at an 80% occupancy showed payback in 4 years.

Graham negotiated for the two pontoons to extend our western jetty

by 12m and our middle jetty 15m (to include the floating cubes). These were to be connected to our fixed jetties by a rise and fall ramp and secured to three piles sunk on the agreed safety boundary. The pontoons were delivered to the south harbour quay, craned into the harbour and floated across by a work party using the Syco Champ. The fixing was a tricky precision engineering process carried out by our bosuns.

The ramp ends were supported by an inflatable bag and manoeuvred into the approximate position. Air was then let out to sink the structure down to the fixing hinges. A bracket was placed around the piles and all was in place.

Ground chains had to be laid together with risers, and extra cleats bolted on. New electricity bollards were fitted together with safety gear and new longer hoses to reach all boats. These hoses are supported on brackets and I take this opportunity to ask everyone to coil them back up after use and not to leave them in a jumble on the jetty. If not coiled and secured, they can end up in the water (do you really want to put drinking water in your tanks that has been contaminated by the canal) or become a trip hazard.

During the project work I was under pressure to allocate moorings and make promises. I made it quite clear to everyone that all would be informed when we were able to assess what we had and who goes where. The whole to be in accordance with our mooring allocation rule and subject to a priority order built into a computer spread sheet. I would like to thank those who moved moorings, with good humour, to ensure that all was compatible and fair.

We have achieved 10 extra quality berths varying in length which will generate some £14k per annum plus any RPI increases. As the project has been completed approx £10k under the budget our repayment period will fall from around 4 years to 3. Our Treasurer is a very happy man and has been rendered almost speechless.

The most important thing is the benefit to our club and its members. Our Autumn Series - until the weather went pear shaped - was getting around 20 per race, which is the highest number for years. Next summer Southwick will be buzzing with activity. There is a great commercial opportunity for someone to open the Southwick club house for bacon sandwiches before and beer after racing on a Saturday and Sunday. Does anyone fancy doing this? If only I was young enough to see another “Rome” thriving. The Commodore brought me right down to size at the last Main Committee when all were asked to wish me well on my birthday “and my 80th year”. Cripes !

David Skinner

Wavelength | Autumn 2014

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NEWS & CLUB BUSINESS

Tales from the River Bank

an appointment with a coastguard station and hand the flares to them, 2) to get a chandler to take them back when you buy new or 3) to avail yourselves of a “flare amnesty” at a local marina.

Dumping them in the sea (some float anyway) may result in injury to children on the beach and putting them in the rubbish may cause a fire in the dustcart or downstream. Alternatively on the French coast on 15th July (Bastille day) and 14th August (Debarquement Day), you can set flares off legally between 21:00 and 21:30 (regions vary).

Lay up at SYC

Tim Leigh, our secretary, gives us some news, reminders and a gentle nudge about practices and standards that can save the club (that’s all of us!) money and make life more pleasant for all.

Tallies We have had a major clear out of ‘rubbish’ from both Southwick and Shoreham. Long overdue, a lot of equipment not labelled or identified as belonging to an individual, was collected, stored for three months, and then

disposed of. This policy will continue. If you value it, label it and don’t store it in the open, under your boat or leave it lying around, or it will go.

The best thing is to ask us to tally it for you so we can identify it as your property. This applies to masts, bits of mast, trailers, timber, metal etc.

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Wavelength | Autumn 2014

Hazardous materials We cannot store or dispose of old flares but we have noticed some members persist in leaving expired flares in the yard in the expectation that the Club will clear them up. We do and we dispose of them at our cost… but our cost is your cost eventually as they end up being added onto lay up, membership, mooring and ancillary fees.

Please help us to help you keep the costs down by disposing of your rubbish, hazardous or not, yourselves. There is a perfectly good amenity site, which is not however suitable for the disposal of flares, just a mile down the road from us. Flares represent a different problem and there are three ways to get rid of them 1) to make

This year will see some major changes in our boat park. Electronic entrance barriers are planned to both East and West entrances and should be installed in 2015 and operate through the proximity fobs you all have. The yard will be ‘zoned’ so that long term projects are grouped together, boats out for specific purposes are grouped together, and a new dedicated parking area for members cars will be created where no parking of boats and cars will be permitted except in special circumstances to enhance the aesthetic appeal of the club and its surrounds.

To achieve this we will be reducing the capacity of the yard this winter. If you want your boat out for the winter, please book early or you may find there is not enough space to accommodate you. We expect to be back to the days of waiting lists this year during the peak lay up months of December to Easter.

Cleaning We have now had for a year, new members of SYC staff and parted company (after 23 years) with our cleaning contractors for Southwick and Shoreham. The new cleaning staff are cleaning both clubhouses and we hope that you have seen the standard of cleanliness in the clubhouses improve as a result of their work.

They work, normally, 08:00 - 11:00 Monday to Sunday (every day bar Christmas Day). If you see them, please make them feel welcome.

They are working to a set but variable schedule so if you wish to make a comment on their work or have any suggestions, please direct this to the office and not to them.

I have touched above on some of the changes to the club. There are many major projects in the pipeline and some just being completed.

Southwick Moorings extension is up and running fully let, the major refurbishment of Southwick “A” pontoon is complete with new water supply, electricity supply, newly scrubbed and painted piles and new concrete floats which should give us another 10-12 years of reasonably maintenance free use. The bar project continues to progress and renovation works to the Southwick Club House are being looked at following two professional reports on its asbestos content and structural state of repair.

Clothes and Shoes in the Club A number of members have raised concerns about other members coming into the Club and

NEWS & CLUB BUSINESS

attending the bar, restaurant and facilities whilst wearing inappropriate clothing and footwear.

This is fairly clear in the club rules and ignorance of this rule is costing us (which means you) large sums of money in cleaning of carpets etc. If you need to use the loo and you are in ‘yard working’ clothing and shoes, you should enter the club via the west door and go straight into the toilets and changing rooms from there.

You are not allowed into the bar area. You may go up the River Room stairs (outside the main club entrance) and be served drinks etc. from the River Room but may not enter the bar.

People wearing dirty shoes, dirty clothes, little or no clothing may not go into the bar. People wearing stiletto heels may not walk on the wooden floors upstairs. It is further requested that regardless of how masculine or feminine you consider your physique to be, members would generally prefer you not to be half naked in the clubhouse or its surrounds.

Similarly, please do not hesitate to politely ask someone to withdraw from the bar if they are incorrectly attired.

These rules were not made up to inconvenience members and guests; they were made up by members to protect member’s interests and your clubhouse from damage, and to prevent indecency in the bar and lounge. It is up to members to uphold and follow these rules, so if you are in the bar and approached by someone who feels you are inappropriately dressed or shod, please respect their thoughts.

West Pedestrian Entrance By the time you read this, the west entrance to the club and the footbridge will have been reopened for nearly a year after 15 months of closure. Those who have used it will see that not only have we a new ramp with a shallower fall and no steps up to the club, we have cleared and

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improved the area inside as well. This is phase one of a two phase improvement to this area planned over the next few months. Phase one was a small scale clearance, repainting, tidying up job to make the area nicer to walk through.

Phase two will involve more major construction, new floorings, new entrance gates, improved entryphone system for visitors, improved security and new lighting.

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Wavelength | Autumn 2014

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GENERAL INTEREST

WHERE YOU WENT & NEWS & CLUB BUSINESS WHAT YOU DID

A tale of an Anchor Witch

SYC members James and Jane Hooper have sailed together all their married life, first in charter boats and now in Amicula which they share with friends Graham and Lyn. Berthed in Brighton marina at present, this year they cruised through the Scillies and on to Ireland in all that perfect weather. Here they relate the workings of a new gadget which, by the sound of it, is of great interest to cruising sailors.

I enjoy anchoring our Jeanneau 37 for a variety of reasons. To me tying up to a pontoon involves all the hassle of fenders and warps and one pontoon looks much the same as another. A mooring should be more secure, but you are reliant on it being well maintained and suitable for your boat. We recently had an uncomfortable night with the wind and tide arguing as to which way to bash into a hefty sized mooring buoy, giving untimely bumps throughout the night in the front cabin. And, of course, anchoring is always cheaper, a factor that is appreciated by the Scots in me!

To have confidence in anchoring requires good tackle. I have a 20Kg Rocna attached to a lot of chain, 55m of 10mm. On that is spliced a further 100m of 8 plait rope for use in extremis. Over many years of chartering, I used to drag an anchor that I now realize was the equivalent of a paper clip on a bit of string. A shortsighted, false economy, in my view. I also have 12m of 3 strand 16mm Nylon snubber with a chain hook that I attach to the cleat at the back of the boat and wrap around the middle cleat before hooking the chain over the front. This ensures perfect peace! I have been very diligent over the years of using a tripping line and never had to use it. Perhaps this is why I seldom see others using one. The buoy provided entertainment when you could see where we were in relation to the anchor. My wife painted an evil looking eye on the top and thereafter he was nicknamed “Evileye�.

And yes, I have tested our rope cutter efficiency when not retrieving quick enough a couple of times!

James & Jane Hooper

Catch cable permanently attached.

Retrieval part clipped around the chain.

Retrieval part of the system.

However, two years ago I purchased an Anchor Witch after reading about it in the PBO, and set it up. I tried it over the bow in the marina and sure enough it seemed to work, so I consigned the tripping line to the bottom of the locker. In the back of my mind was that little concern, would it really work?

The end of June 2013 we arrived at the Cove on St Agnes on the Scillies and anchored amongst a number of boats, a little deeper than I would have chosen. We noted a diver around one of the other boats but thought little of it. The next morning we decided to refuel and collect water on the high tide at Hugh Town. As the winch ground to a halt and the chain went taught, there it was, the inevitable snagged anchor I had avoided all those years with my tripping line. So off to the back of the boat, and with a gentle swell I thought it might release, but no. Motoring around in a circle fared no better, so it was time for the Anchor Witch to strut her stuff. Being high tide we were in 14m of water and I had only spliced 15m of 8mm braid on braid to the retrieval part of the kit.

I added another length with a bowline and sent it down the chain. She engaged the wire strut on the front of the anchor immediately giving me some hope! Slacken off on the chain and hey ho, a gentle pull, and the anchor was free to haul up. I think the audience on the other boats was suitably impressed. I was ecstatic! Without some tripping line arrangement the only other solution would have been with a diver; perhaps that was what was happening when we arrived? The advantage of the Anchor Witch is that she is there all the time, involving no extra effort or forethought.

Excellent in design and construction I now know that she will perform when necessary. Old Evileye is consigned to the locker but we still miss him creeping up on the back of the boat as the tide turns!

For further information see: www..anchorwitch.com

Anchor set with flotation buoy ready to be retrieved if necessary.

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Wavelength | Autumn 2014

James Hooper

NEWSGENERAL & CLUB BUSINESS INTEREST

Dining at SYC Simon and his enthusiastic catering team at SYC not only provide excellent fare for our official club events, both formal and informal, but also deliver inspiring menus and buffets for private functions at SYC for both members and non-members.

Whatever your taste, from simple fish and chip suppers to sophisticated haute cuisine and buffets, all budgets can be catered for.

Contact Simon on 07702 615870 or email sycrestaurant@live.com

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SONAR World Champs

After successes at Cowes, the Shoreham Youth Team entered the 2013 Sonar World Championships in Rochester NY. This is team member, Olivia Cleary’s account: My name is Olivia Cleary and I am still bowled over by my experiences sailing at the Sonar World Championships 2013 in Rochester, New York. I competed as part of Shoreham Youth Team, made up of 5 people ranging between the ages of 16 and 19; Alex Gooch as Skipper and Helm, George Hinchliffe as Main Sheet and Traveller, myself as Main and Spinnaker Sheet, Hayley Weir as Navigator and Tactician, and Millie Webb as Jib and Foredeck.

The five of us thought that flying out to America to compete in this series was an amazing, once-in-a-lifetime opportunity, not to be missed! We love competing as a team and

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Wavelength | Autumn 2014

have improved a lot since we first sailed together in 2011. We sail a lot in the Sonars, especially during the summer and this has also included a fair few weekend trips to Cowes. Unfortunately, this is likely to be our last time competing as a team because Hayley has just left to go to university.

We did not really know what to expect from the World Championships; it was in unfamiliar waters with different sailing teams from all over the world, including teams from Ireland, New Zealand, Canada, America and Great Britain. We wanted to do our best and learn and improve each day and hoped this would achieve some good results!

We knew that the USA had put together a Youth Team and we hoped to have good competition with them as well. Also, we were pretty competitive with the adult team that was with us, also from Sussex Yacht Club.

Representing SYC at Roc

hester Yacht Club.

WHERE YOU WENT & NEWS & CLUB BUSINESS WHAT YOU DID little wind and flat waters.

This was not what we were used to, so it took us a short time to adjust but we were not able to fully show off our abilities. On the last day of the series it was very windy- 30 knots (force 7), with waves up to 3 metres high. This allowed us to show our full potential, however but caused some great problems amongst the other boats. By the end of the day there were only 15 rather than 30 boats on the start line and there had been a snapped mast, a broken boom, but thankfully no injuries.

On this day, we were able to beat the American Youth Team and the Great Britain Sailing Team, but unfortunately this did not affect our results enough to beat them overall.

After getting back from the USA we have been busy telling everybody about our experiences, including a nerve-racking presentation on the main stage at the RYA dinghy show at Alexandra Palace. We have also been busy with more racing at both the club and latterly Cowes Week in 2014, but that’s a story for another day!

The team from left to right: Olivia Cleary, Hayley Weir, Millie Webb, Alex Gooch and George Hinchliffe.

My personal objectives were to just enjoy the whole experience and I hoped to not finish too near last place! The biggest sailing event I had competed in before the Worlds was Cowes Week 2012. This was an incredible competition and we managed to come in 3rd place in the Sonar fleet and also 3rd place out of all the competing Youth Teams.

In America, it was pretty daunting being up against such experienced and knowledgeable sailors on the start line but we tried not to let this phase us as we sat centimetres away from their boat shouting “starboard”! We learnt a lot from the trip.

We had only competed in tidal waters before and it was a new experience not having to take this into account, as we were racing on Lake Ontario. Also, we were used to very windy, rough conditions, especially at Cowes Week, but during the Worlds we got to experience a vast range of conditions.

At the beginning of the series, there was very

I’m sure we will all continue to instruct and compete in races at Sussex Yacht Club when we can. The amazing training at SYC resulted in us becoming qualified dinghy instructors, and I regularly enjoy instructing adults, deaf sailors and children, including those who are also up and coming through the RYA OnBoard Scheme.

I am looking to do a gap year summer season, in the UK or abroad, instructing sailing.

I first learned to sail by taking part in an OnBoard course at Sussex Yacht Club. I completed the course twice in one year because I was instantly hooked! I doubt I would have got into sailing if it weren’t for these courses and often wonder what I would have thought about sailing if I hadn’t begun participating when I was 12. I immediately enjoyed sailing; it was new, exciting and something I hadn’t been able to

The team take some time

off to visit Niagra Falls.

experience before. I love to be a part of a sport that not many people get to do often and that has presented so many opportunities to me. Sailing has brought to my life, a sport that I love, understand and can perform at a level good enough to compete in the World Championships. It has given me many amazing memories, including a 24-hour long dinghy race and a winter racing series so cold we had to break ice out of the boat. It is fun, competitive and has introduced me to many great friends.

To come up with a highlight of the Sonar World Championships is difficult because the whole experience was incredible. To name a few, beating the GB team in a few races, trimming the Spinnaker in 30 knots and leading the fleet over the start line would definitely be some of my top.

I would like to take this opportunity to thank the OnBoard Scheme, Kevin Headon, Ian O’Dell and Dorian Woolger from the adult team for all the help, continued support and training they gave us. A massive thank you to Kevin, who organised the whole trip, raised a lot of money and believed in us the whole way! Please have a look at our Facebook page or blog, which includes accounts and videos of the Worlds http://syt.sussexyachtclub.org.uk or contact me at livi@shorehamyouthteam.co.uk Olivia Cleary

Shoreham Junior Team This group is being started to give those youngsters that have done a couple of years of sailing the opportunity to improve and try racing and keelboat sailing, as well as introducing teaching skills and the RYA instructor scheme. This will be a feeder to the highly successful Shoreham Youth Team of which Olivia Cleary who wrote the article was a member.

The SYT (Shoreham youth Team) which has been developing since 2008 has proved extremely succesful, with those that commit getting some fantastic opportunities to race and sail both at the club around the UK and abroad. If you think your child or a youngster you know of might be a candidate or just want to learn how to sail and race, enjoying some of the best coaching in the country, the first step should be to take a look at the website: www.sussexyachtclub.org.uk/training/rya-dinghy-training

Wavelength | Autumn 2014

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WHERE WENT & NEWS &YOU CLUB BUSINESS WHAT YOU DID

A Feeling for France Here Alan and Di Saunders, who are now wintering in Auxonne in deepest France, tell the first part of the story of their summer in the French canals, covering their preparations and their wanderings as far as the Marne River.

When you qualify for a bus pass and before Zimmer frames beckon, it seems like a good time to fulfil a long held ambition. Either that or have a late life crisis. Di and I wanted to spend some time in France discovering the rivers and canals and although not the ideal boat we decided to take Mean Feeling. We had a plan to get to Paris and turn left up the Marne and follow the so called champagne route. After that we had no fixed ideas and decided to see what happened.

We listened to a lot of advice from friends who had already been on the canals and it was obvious that we needed to think more motor boat than yacht. The main consideration was the draft, we draw nearly 1.8m, and although the nominal depth of most of the canals is 1.8 we thought the safest plan was to remove and store the mast ashore. At least this would give us a bit more clearance. Also if we wanted to go all the way down to the Med we could have it transported to wherever we ended up if necessary.

Searching the internet I joined the Liveaboard Link forum run by Yachting and Boating World, which opened up a wealth of information and gave us the web address of a company in Rouen where we could both take the mast down and store it. Another vital source of information I found was the website Aboard in France, www.frenchwaterways.com.

Having spent some time previously living on the boat we already knew that one of the main things we would need is a

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Wavelength | Autumn 2014

comfortable bed. The 4� foam mattress that came as standard is ok but even with a memory foam topper is not ideal in the long term, so we decided to replace it.

A visit to the Southampton Boat Show gave us chance to meet one supplier and after agreeing terms and a boat show discount we ordered a new composite mattress from Natural Mat Marine. I had to supply detailed drawings and cross sections but in spite of this it still fitted perfectly.

Another must have was a bimini, and although we approached several companies the only ones who were interested in giving us a quote was C&J Marine. Amazingly in these tough economic times all of the other companies in the area considered Shoreham too far to travel from the Solent. We found the service from C&J excellent and are very pleased with the result. As well as a bimini they suggested a zip-in side panel which would give added sun protection and privacy in the cockpit, and altering our existing spray hood to give us a rollup section in the centre for added ventilation.

As we didn’t expect to have shore power readily available, the first thing to do was to minimise our domestic consumption. All interior lighting was changed to l.e.d. and a new solar panel fitted to replace the original on the coach roof which had given up the ghost. This was wired directly to the engine start battery. A further 80w panel was also sourced and I made a removable gantry to which to fix it.

This was wired via a regulator to the service batteries. All the batteries

The Caribbean...pretty close to heaven..

Alan and Di in the PG lock at the start of their travels on 5 May 2013.

were also replaced. We also purchased a second hand 1,000w Honda generator for back up.

Finally we fitted a battery monitor so we could see what was going on.

Colin Gisby then kindly offered to check out the electrics and make sure all was well. The radio also had to be sent away to Icom to have it CEVNI enabled.

Di was a bit concerned about the cooker, which had been on the boat from new, some 23 years, and was beginning to be a bit tired, as well as not burning cleanly, so we replaced it with a three burner SMEV Moonlight with electronic ignition which fitted in the same space as the old one. Sandra Beanlands then came up with a recommendation that we purchase an electric multi-cooker, which was to prove invaluable, not only for slow cooking but also for frying, and making large omelettes. We are exceptionally grateful for this piece of advice.

We also gave some thought to

heating, as we expect to spend some time on board during the winter, so we fitted a 500w panel heater in addition to the Eberspacher and fan heater we already have.

Mean Feeling was then craned out for cleaning and anti fouling, engine service and, thanks to some advice from Tony Curtis, changing the prop from a folding one to a fixed blade, which had come with the boat when we bought it.

We had a few problems finding a suitable shaft nut, which proved impossible, so had to adapt the folding prop nut, drilled to accept a split pin.

As well as getting the boat ready we also had to get ourselves ready to meet the regulations on the France waterways, getting our ICC certificate and CEVNI endorsement.

Lastly we loaded what clothing and food supplies we needed to start off with.

WHERE YOU WENT & NEWS & CLUB BUSINESS WHAT YOU DID

Mean Feeling in motor boat mode.

Departure We had decided to cross over to St.Valery during the Spring bank holiday, and set off from Shoreham on Sunday 5th May. Yorke had joined us for the trip as far as Rouen, which proved to be a great help. It was a fine if chilly day with no wind so we had to motor all the way over, arriving at 19:00 in the evening. Not long after we had tied up our friend Florence Perdu came to meet us and offered to take us to the supermarket the following morning. We wanted to sort out a French mobile ‘pay as you go’ phone rather than use the relatively expensive O2 mobile for local calls.

We were also able to enhance our wine stock.

tide, low water early morning, in order to motor up to Rouen in one tide, a distance of 110km.

The Seine On Saturday the tide was fine so we all got up at four o’clock in the morning ready to leave at five.

Motoring out the weather decided to take a turn for the worse and blew up to forty knots with added

sleet thrown in. Not nice, especially when I had to turn broadside on to it in order to go across to the Rouen channel. Then the lights on the buoys went out and we had an extremely uncomfortable hour navigating our way into the channel up to Honfleur. At least we then had the wind behind us. I don’t think that Di wants to repeat that in a hurry, if ever.

Just before we went under the Tancarville bridge two barges left the Tancarville canal, one of which accompanied us all the way to Rouen. Luckily the weather steadily improved during the day and remained fine if a little cold. Despite this, motoring up the Seine was a very pleasant experience with lovely scenery and small villages.

(Continued overleaf)

Leaving St.Valery at midday the following Tuesday bound for Fécamp we once again had to motor. We also wanted to take on some more diesel just to keep the tank full and enable us to get to Le Havre on the tide.

After an overnight stop at Fécamp we left at 11:00 and, still with no wind, we motored to Le Havre arriving at 16:00. Charges in the marinas had been steadily increasing, Le Havre now costs €32 a night for us. We spent three days in Le Havre waiting for a suitable

No racing rules here!

Wavelength | Autumn 2014

13

WHERE WENT & NEWS &YOU CLUB BUSINESS WHAT YOU DID

Turning to port we entered the marina, Bassin Saint Gervais, and tied up. The marina is undergoing lots of improvements and the pontoons are being extended.

Good facilities although, but as the showers are finished with black walls, ceilings and floors and stainless steel fittings, it’s a bit tricky until you turn on the lights. The showers, washing machines and driers, and Wi-Fi are all inclusive for the princely sum of €11 a night.

On Monday 13th lowering the

Paris traffic.

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mast went without a hitch, once the wind had died down. It was stored in a large factory unit along with several others. Sailing boats look strange without masts but we just had to get used to it. With the mast removed our draught decreased, to approximately 1.6m, so although the water depth sometimes reduced to 0.3 under the keel we had no particular problems. It was just strange seeing so little water under us a lot of the time. Now we had the mast lowering out of the way Yorke returned home the

following day. Florence had very kindly offered to take Yorke back to Dieppe to catch the ferry and they both left us at three o’clock.

We spent one final day in Rouen, travelling into the main town by bus to do the usual touristy bit, visiting the spot where Jeanne d’Arc was burnt on the stake by us English and admiring the large one handed clock on the Rue du Gros-Horloge.

Having paid our moorings and obtained our Vignette, (licence) for the year from the Voies Navigable de France, (VNF), for the inland waterways we left the following morning and topped up the diesel just outside Rouen at a fuel barge.

We then spent the next five and a half hours motoring against a current running at 3.5kts. There are not too many interesting stopping places between Rouen and Paris and we spent quite a long time studying the Fluviacarte, (indispensible charts of the various sections of navigable inland waterways in France), looking for

suitable stopovers. We were unsure how far we would get in a day but roughly allowed ourselves about 30km as a starting point. It was also soon apparent why we had to study the CEVNI regulations, with different regulations on the various bridges, crossovers from one side of the river to the other and various other signs. One other thing we had to learn about was the terminology regarding the various stopping places available, halte de plaisance and halte nautique, both mooring places or pontoons, with or without water and electricity and Port de Plaisance, an inland ‘port’, marina or mooring, usually with all facilities. All the charts use PK, (pointe kilometrique) numbers to identify positions on the river or canal, measured from the town or city at the start of the canal or river, and these are sometimes displayed on the bank sides, a really useful system that enables you to plan a day’s motoring.

We arrived at the first lock at Amfreville at 17:00 and locked

NEWS WHERE & CLUB YOU BUSINESS WENT & WHAT YOU DID through straight away and motored on to Saint Pierre du Vauvray, where we came alongside a small concrete quay to moor up for the night. According to the sign the depth was 0.8m, but such was the state of the Seine we had plenty of water under us. It started to rain as we were mooring, and carried on for most of the night.

The following morning, Friday 17th May, we got up fairly early, about 6:45, to a cold and misty morning. Di cooked breakfast and we left at 09:00 heading for Les Anderlys, about a couple of hours motoring, still a bit cold but the mist had lifted. When we got to Les Anderlys the small marina was closed so the next possible mooring was Vernonette, another couple of hours on. We had some concerns about the depth but due to the increased water level in the river we had no problem mooring up to the Yacht Club visitor’s pontoon. Charges are €1.50 per meter for the first night and €1.00 for every subsequent night, including power, water and showers. Showers were functional rather than plush. We were due to visit Monet’s house and gardens at Giverny, 3km away, but once again the weather decided to take a turn for the worse and we left on Sunday morning, which was cold and damp. It rained constantly during the day and we were extremely glad of our oilies and boots.

The next stop was at Limay, a small town with a municipal halte de plaisance where we planned to spend the night. Our goal was

to reach Paris by the following Wednesday or Thursday. There was an international horse show taking place in an adjacent field, and it rained the entire time we were there and even the commentator struggled to sound cheerful.

The weather the following day saw no improvement and we had planned to stop at Andrésy, another halte, just the other side of the next lock, about 40km away. It rained most of the way down and just before we entered the lock the throttle cable broke. We limped in and in limited French explained our plight to the lock keeper who was wondering why it took us so long. Having sourced a suitable way to keep the throttle open, an HB pencil, we motored round to the halte and tied up. We also wanted to top up our spare diesel cans, and our SatNav told us there were two garages nearby. What it didn’t tell us is that they were both up a long hill. The first was closed and had been for some time, but the other was thankfully open, so we filled up two ten litre containers.

Tuesday 21st May we left Andresy at about 09:15, still overcast and not very warm and with the aid of the HB pencil for 2000 revs and a clothes peg for slow speed we made our way to Chatou, opposite Rueil-Malmaison and Nanterre. We were hoping to have a meal out as it was our wedding anniversary, but hadn’t quite expected to eat at the restaurant that Renoir made famous in his painting ‘The Luncheon of the Boating Party’, Maison Fournaise. Most of the French impressionists used to meet

here, Maupassant, Monet, Manet, and Degas, and now us. We even dined on the same balcony.

Paris was now not too far away, about 45km by river, and about 20 minutes by car. Arranging all the throttle controls, now a set of drill bits of varying sizes, we left fairly early in the morning and were in the outskirts by about 10:00.

There were no more locks to worry about, apart from the entry into the marina, just péniches,(barges), tourist boats and water taxis to contend with, so we set about negotiating the forty nine bridges crossing the Seine. At last we arrived at Paris Arsenal, and radioed for access. We were told there was no room as, due to the excessive water in the Seine noone had vacated. Disgruntled we had to look for somewhere else to stop. This meant a further 5km and another lock. Just behind the lock we found an alongside wall with mooring allowed.

Having got alongside I phoned up the Arsenal and explained that we had to stop somewhere to make repairs and after some moments they told me that they would fit us in the following morning. Very relieved we had our evening meal and spent a fairly bumpy night.

Next morning, as promised, they let us in and we came alongside the only available pontoon with just enough width to accommodate us.

One thing we instantly noticed was the incessant sounds of police, ambulance and other sirens.

Obviously a lot of accidents or perhaps they just enjoyed making a noise.

As we had planned to go down to Fécamp the following day to meet up with the Royal Escape Race and also take delivery of a new throttle cable, which Yorke had kindly sourced for us, we then found out that the race had been cancelled. Lots of phoning and several plans later we found out that Pat Hill was still coming over for the weekend. This indeed looked like salvation. From this point on things took a decidedly upward turn. Despite rumours to the contrary we were as glad to see Pat as the cable.

Louvre

Returning to Paris after the weekend it was only a matter of a couple of hours the next day to

fix the cable and enjoy our visit.

We were also expecting Peter and Anne Gilham to join us for a few days so tidied up the fore-cabin.

Doing the usual touristy things we visited Notre Dame and the nearby Sainte-Chapelle, both impressive but the ornately decorated upper chapel in SainteChapelle was truly awe inspiring. A tiring visit to the Louvre, included the mandatory Venus de Milo, the Winged Victory of Samothrace and the Mona Lisa. There were so many statues and paintings it was almost impossible to take it all in during the time we had.

I didn’t however spot the Fallen Madonna with the Big Boobies.

We also went to visit the Musée de l’Orangerie, home to one of the most moving art exhibitions I have ever seen, housed in two circular vestibules designed by Claude Monet to house eight of his ‘Water Lilies’ paintings,. Also exhibited were paintings by Renoir, Cezanne, Modigliani, Picasso, Matisse and many more. Then followed a walk along the Champs Élysée.

As Peter had a car we were fortunate to be able to go out to the Palace of Versailles for yet another memorable visit. Looking at the splendour of the place it is perhaps unsurprising that the revolution took place.

Another trip on the Metro took us to Montmartre, home of the famous Moulin Rouge, sounds better than red windmill, and an interesting stroll around the cobbled streets, stopping at a cafe to enjoy a carafe of vin rouge.

With that our stay in Paris was almost over and it was time to head off towards the quieter waters of the River Marne, but more of that in the next edition of Wavelength...

Alan and Di Saunders

Wavelength | Autumn 2014

15

A passage to Santiago de Compostela During this year’s miserable spring David Andrew made a trip up the west coast of the Iberian Peninsula. Many thanks to Steve Lee for additional words and pictures.

Cape Finisterre.

I had always wanted to visit Santiago de Compostela in the Galician province of NW Spain and here was a way to get there without walking the pilgrim’s trail.

Miles needed crew to sail Zest, his Bavaria 30, back to Blighty from the port of Nazaré on the west coast of Portugal, some 75 miles north of Lisbon. She had over-wintered on her way back from a five year stint in the Med. So Steve and I volunteered to help for the next leg of 400 Nm to La Coruna. Another crew would fly out for the Bay of Biscay crossing with Miles.

By choosing the sail up the Portuguese coast I thought I had chosen the easier option, but a quick scan of the pilot information on the web soon gave me a taste of what we might be in for:

16

Three weeks before this trip began a German yacht on a yachtmaster course, tried to enter Aveiro in such conditions and had broached on the bar with the loss of two lives, one of which was that of a lifeboat man. The photos of the wreckage were on prominent display in the Nazare harbour masters office.

I hadn’t sailed with Miles as skipper before, nor knew anything about the boat… so was this a wise choice? I have had a fair taste of Atlantic weather, and know what mountainous seas can be like as I have sailed since the 1980’s as volunteer crew on sail training tall ships around the Baltic and to the Faroes, the Azores and the Canaries and more. However I surmised it might be different in a 31ft boat.

“Sensible seamanship is required because it is an exposed coast and considerable swell can arise from storms far out into the Atlantic.

In heavy swell, all the smaller anchorages are dangerous on the west coast. The smaller ports such as the River Douro, Aveiro, Figueira da Foz and Olhao are quickly closed. On this coast it is important to remember - If in doubt, stay out.”

Anyway, from discrete enquiries, it seemed that skipper and vessel ticked the box, so I took the plunge, bought the air ticket and along with Miles and Steve flew from Luton to Lisbon, chatting en-route about the weather forecast, which didn’t look good. It seemed unlikely that a window would open up for at least another three days and even then there were storms out in the Atlantic. (As I write and thanks to St Jude, the world’s largest surfing wave record of 100ft has just been broken off Nazare’s surfing beach, just a mile from where Zest had wintered.)

The prevailing winds would be N to NW and once we set off up the coast there would be few, if any, places to hide on the lee shore until we got well past Oporto, some 140 NM north. The problem with this coast being that the harbours of refuge are, until the Ria country of northern Spain is reached, all the mouths of fast flowing rivers, which being undredged, have shallow bars on which large Atlantic swells break viciously.

On arrival at Nazaré by coach on the Monday, it really didn’t look good with 4m seas breaking off the headland. Zest was moored safely in the busy traditional fishing port with a good marina.

Other skippers, some of whom had spent the winter there and knew the coast well, were pessimistic about a dash up the coast in the foreseeable future. All the ports to the north were closed, as they are whenever the swell is

Wavelength | Autumn 2014

over 2m or so at sea.

The 14 days we had allowed to get to La Coruna, to include a leisurely exploration of the Spanish Rias, began to look tight as the days slipped by waiting for a benign weather window to appear. Thoughts of an ignominious retreat out of Lisbon Airport began to encroach. After three days of mounting frustration a tiny window had appeared in the weather shown on the GFS model and so Miles had consulted the harbour master “what did he think about us making a short hop up the coast?” to which the HM replied “I would not advise...”: Enigmatic, but clearly discouraging.

Though a popular holiday resort in the summer for the Portuguese there was only so much we could do in Nazare to pass the time.

We walked into town daily past the horsemackerel being dried on the racks along the promenade. We ate well in the restaurants and took provisions on board from the plentiful displays in the daily market. The fishing boats returned daily with their catches and gave us ever-so-fresh sardines that Steve marinated and we ate raw. Nevertheless we were getting impatient – looking at the wind forecasts for a non-stop 24hr passage to Leixoes (the first port likely to be open) and beyond, we began to think it would never happen.

But on the Saturday (Day 6), the outlook improved, the wind was dropping and another seasoned skipper who knew the coast well had decided that it would just be possible to go despite the strong headwinds. So I dosed myself with sea-sick pills and with some trepidation we gave our apologies to our evening drinks host and left at the earliest opportunity in the

WHERE YOU WENT & WHAT YOU DID evening, with just enough light to see us out of the harbour. The lights of Nazare faded over the stern as we crashed almost head on into the swell created by the northwesterly wind. It was rough out there but we had made the decision to go and we stuck to it.

Anchored in the Ria de Arosa.

At first we were just able to lay a reasonable course under sail, and made progress up the coast under genny and double reefed main, but the wind had other ideas and at 3am, with a terrific squall the approach of which was unseen in the darkness, the wind direction veered to dead ahead. The genny was furled with difficulty, and the engine was started, and so we progressed.

Standing two hours watches on the helm, we kept an eye out for the notorious fisherman’s pot marks all the way up the coast. We had heard stories of fouled propellers on lines laid between these marks – the stuff of nightmares when night sailing.

Motoring then with a sail set to stabilise us, it took 28hrs, past the closed ports of Figueira Da Foz , Aveiro and the mouth of the Douro River, and at Leixoes, the first possible harbour which was likely to be open, we decided to keep going to Viana do Castelo a distance of 160NM from Nazare.

We crept up the river, guided by the confusing port lights and moored up on the town pontoon.

It was 10pm – we did not need much rocking to sleep that night – in the morning we looked at the charming mediaeval town.

Our sustenance at sea had been challenging due to the rough conditions – though we didn’t stint ourselves – Steve and I taking turns to out do each other in the gastronomic contest in the galley. This was our last night in Portugal and we ate ashore that evening.

The next leg (day 9) would be short – Miles knew that his crew were looking for an easier time and we hoped to do some cruising amongst the islands and estuaries of the Galician coast before we finally rounded Cape Finisterre bound for La Coruna. We headed for Baiona (35NM), with its well protected marina below the castle walls for which the town is famous. But all was not plain sailing (motoring

actually). 8 NM before our destination the engine stopped and wouldn’t restart – we had no choice but to set the sails and tack up the coast in heavy seas, our progress being slow – we had hoped to be in by 2pm that day but the strong headwinds and heavy seas ensured we did not make port until dusk that night – and we arrived exhausted – having sailed for 5hrs and twice the distance we could have motored.

The engine fault was a fuel contamination problem – a blocked fuel line valve – dismantling the fuel lines and changing the filters in port got us going again but we could not be sure it would not reoccur.

Baiona is a nice town with a grand Parador hotel set within the ancient castle walls where we sipped fine aged brandy in splendid surroundings. We stayed a couple of nights and then set off on Thursday (day 11). Sailing in good Nothing like having weather at last, passing another couple“Mumm” of the around holiday! scenic estuaries for which this area is on famous as a cruising ground to overnight in Ribiera, where as guests of the local yacht club we were made very welcome. Not much to write home about

in this town, but we took a day out to go and play on the water – we sailed around the islands in the estuary of the Arousa Ria – sun and beautiful blue waters – what a change that was.

But we were up against it time-wise, we had used our entire contingency if we were to make it to La Coruna by the Sunday, with still 110NM to go. We left Ribiera on the Saturday (day13) passing Cape Finisterre lighthouse and then bearing away from the wind along the northern coast of cape to an inlet and the village of Camarinas.

Miles had been here before and recounted how great the reception and food was in the yacht club. We were not disappointed – it was our last night of the passage and we indulged ourselves – tapas took on a new meaning with tasty sea food and copious wine.

Setting off on Sunday morning, we had just 60Nm to do to get to La Coruna. We made it into the large port by 3pm and moored up in the marina, a short walk from the city centre.

The next crew arrived four hours after us … we had made it in time and Miles was relieved.

Steve and I stayed on in La Coruna for three days, unwinding and taking that hoped for trip on the train (which a month later was the scene of that horrific speeding train crash) to Santiago de Compostela where we spent a day. A cathedral city full of pilgrims who had walked the hard way: though I’m not sure our experience hadn’t also entailed some hardship.

In the cathedral I reflected on what we had been through and said thanks for a safe deliverance.

Would I do it again? Of course I would. There was great camaraderie out there in the wild Atlantic.

Nazare; note the harbour entrance lighthouse that was toppled by the Feb 2013 storm.

David Andrew

Wavelength | Autumn 2014

17

608 Shades of Grey

Zonpuka soon after the start and about to take the IRC lead.

Two intrepid crews from SYC completed the challenging Fastnet 608 nautical mile race; this is the story of one of them...

Yacht Zonpuka, a JPK 960 skippered by Giles Mayley and her crew of five (Sam the girl, Sam the boy, Roger Splash, Alex and Kiwi) slipped her mooring from Shepherds Wharf a couple of hours before our 12:20 start on Sunday 11th August. The starting tactics had been decided; we were going to start at the pin end of the line, not far from the Bramble Bank. “A nice clean start” announced the Skipper, “I don’t want to risk the penalty of being OCS”. Team Emirates on the helm had other ideas, perfect

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Wavelength | Autumn 2014

position, bang on the line with Sam the boy on foredeck fending off another rogue JPK. Several glorious hours of sailing followed, short tacking up the Northern side of the Solent with just inches of water below the keel attempting to dodge the worst of the foul tide. Two of our fellow competitors were not so lucky, ending up aground and not very far from us!

It was nice to see our Sussex friends out supporting us. We passed Tehari II at anchor and

were hunted down just before Hurst Castle by the official SYC photography yacht, Bombardier (with Hazel snapping the photos on this page) as well as having seen Skitter and Moon River in Cowes the day before.

We continued through Hurst Straits, tacking past the overfalls and enjoying the view of the super canting keel and IRC Z class yachts coming up from behind.

Little did we know that we were actually winning not just our fleet (IRC 4) at this point but the whole of IRC. 31 foot Zonpuka, one of the smallest yachts in the fleet, was beating 100

WHERE YOU WENT & WHAT YOU DID foot ICAP Leopard with her professional crew. Sadly this winning streak continued for only a couple more hours but it was a magic moment while it lasted.

The remainder of the day was spent focussing on our tactics to pass Portland Bill and the strategy for Lyme Bay. Night fell and after a hearty meal produced by Mr. Splash in the galley we settled into what would be our first night of many bashing into wind.

We opted to have three 4-hour watches overnight and two in the day with spare time for communal meals and handover. This meant that the graveyard shift was shared equally between the two watches. All was very gentlemanly but had some degree of structure. Saying that, I can’t describe putting on wet clothes, on a bucking boat whilst half asleep at 04:00, as pleasurable.

The next day and night was more of the same, upwind sailing past Plymouth and towards the Scilly Isles. Then came the great debate - should we go North or South of the Scilly Isles? RORC had introduced a new A screen grab from the official race tracker website showing Zonpuka lying in first place IRC overall! rule which was that we were not permitted to enter any of the traffic separation schemes. This was monitored by the to the Pantaenius buoy we had some downwind sailing. We popped up race committee using the yellow brick tracking device and would entail the asymmetric and watched the numbers soar. Marvellous fun was had large penalties if contravened. This meant the Sheldon’s onboard had on the helm keeping the boat from the edge of the broach. The dolphins the perfect opportunity to test the new predictive software which utilised were back, playing in the bow wave all day and all night, illuminated in the wind grib files to generate a route. Cue lots navigation lights, magical. The fish were flying of waving of mobile phones in the air in a too, literally. We had two jump into the cockpit, desperate attempt to download the latest one of which was straight into the lap of the weather forecast. Computer said South, helmsman and bizarrely somehow a crab came relying on the predicted wind veer to the aboard. The bear away at the Scilly Isles allowed North to allow us to carry a lift right through us to put up some colour with the waves just at to the Irish Sea. So South we went with the the right angle for surfing. The sun even made fleet divided in opinion. an appearance and spirits were high. The watch system went out the window with all crew too As night fell on the third day we were well excited with the anticipation of finishing. We into our trek through the Irish Sea. We’d could see the other boats around us now which had a pleasant day surrounded by dolphins, included Challenge 72’s, Reflex 38’s and Sigma screwing the rudders back on and sewing 38’s. The wind eased as we rounded the Lizard up our fraying No. 1 headsail. The wind and the run into Plymouth seemed to go on increased, gusting up to 25 knots just off the forever. nose. A difficult night for all, culminating in We finally ferry glided past the finish line with dodging the homeward bound yachts just Fastnet fog our spinnaker up early on Thursday evening.

South of the Fastnet rock in thick fog.

Then came gin. Zonpuka finished 145th overall and 31st in class 4 IRC. As dawn broke, as tired as we all were, there was no way any of us Truant (skippered by Steve Thomas with crew Tim Pumfrey, Mark Sharp, were going to miss the first glance of the infamous Fastnet rock and Martin O’Sullivan & Mike Smith finished 141st overall and 34th in class 3 lighthouse. Well, all that can be said is, rubbish lighthouse, couldn’t even IRC. Less than four minutes on corrected time between boats; we keep see it until 0.6nM away – the light wasn’t even switched on, on probably good company! its busiest day of the year. It was a strangely eerie experience passing the Giles Mayley, and the crew of Zonpuka rock with other yachts appearing out of the gloom. Finally after beating Fastnet sails fill the horizon - photos by Hazxel Arnold.

Wavelength | Autumn 2014

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To the Emerald Isle

Beautiful weather, amazing wildlife and friendly people mark Miles Mayall’s trip to Southern Ireland.

Behind Rabbit Island.

Some sailing trips are magical, existential and life changing and some are frightful, ghastly and best forgotten if you can, as soon as possible.

In late May and early June we had had one of the latter type. Coming up from Portugal and crossing Biscay we had experienced persistent strong head winds, ports closed because of huge Atlantic swells, very cold nights and perhaps worst of all, an event, delicately describable as a plumbing failure, which necessitated a reversion to the old bucket and

chuck it method, together with unpleasantness slopping around in the bilges. One hardened crew member said that it was “a complete waste of two weeks” a comment with which one can hardly disagree. Eventually we reached Falmouth, where I had made arrangements to leave the boat for a few weeks and we returned, I think thankfully, to the comforts of home.

Later a new crew, whose enthusiasm had not been dented by the events of the previous

weeks assembled in Falmouth. This consisted of my cousin Tom, and Dickie Bird. I had arrived 24 hours ahead of them and knowing from previous experience that supplies might be somewhat difficult to obtain on the west coast of Ireland had visited the local supermarket to fill three trollies with victuals for the journey. Whilst I could walk from the marina to the supermarket, it was necessary to order a taxi for the return journey.

Said taxi appeared quite quickly, but on being presented with the volume to be transported the driver’s language became unsuitable for mixed company, as he complained about the size of his boot in relation to the expectations of his passenger. Nevertheless when we arrived at the marina, a decent tip restored his good humour to the extent that he cheerfully assisted in the transfer of the victuals down to the boat.

Later I walked into Falmouth to collect a chart which I had preordered from the chandler, as I always prefer to have the option of navigating both by paper and by electronics. Whilst not completely technophobic, I do recognise that there are occasions when the little screens stop working and the chart and 2B pencil come into their own. For this reason I try never to go anywhere without the means to navigate “old fashioned” if needed.

Miles, Homer and Graham

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Wavelength | Autumn 2014

That evening I went for dinner with my cousin in Mylor Bridge and we reminisced over a sailing

WHERE YOU WENT & WHAT YOU DID trip which had taken place 30 years before in my Folkboat “Kyma” from Brighton to the North Brittany coast, and which in its own way had been quite an adventure. Arrangements were finalised for his son Tom to accompany us as far as the Scillies, whence he would return to Penzance and be replaced by Graham May, who could not make the start at Falmouth.

Enter our secret weapon, Tom, our 20 year old crewman who rowed for Cambridge, and who manfully took charge of the oars, and conveyed us to the shore.

The tides around the Lizard and Lands End dictated a departure from Falmouth at around 10:00, so there was plenty of time for a leisurely breakfast and to fuel and water the boat, and to bring both crew members up to speed with plans and briefings before departure. With a forecast of NW 3/4 we anticipated a pleasant sail with St Mary as the first destination. Alas it was not to be as the wind did not actually show up for duty, resulting in a lot of wearisome motoring and rather less sailing than had been hoped. The result was that it was not until dusk that we were nearing the channel between St Mary and St Agnes in readiness to pass round to the north of the latter and find the anchorage off Hughtown.

On arriving back on Zest we discovered that the crew of the vessel against which we were moored had taken a strong exception to our presence. There is no accounting for taste!

On the previous visit to the Scillies, Porthcressa Bay had been devoid of moorings, and then there was that RNLI film of an anchored yacht there being knocked down by a breaking wave.... However on this occasion it was clear that new moorings had been laid in the spring of 2013, and that several were available.

Accordingly, the weather being light and the sea calm and in view of the impending darkness we scratched the plan to go to Hughtown and altered course into the bay and picked up a mooring for the night.

The next morning, the tide being too low to pass over Tresco flats, I determined to go round the outside of Bryher and its outlying dangers and to enter the sound from the north between the latter island and Tresco. Navigating carefully, in what the electronic chart said was deep water, we were startled to hear the depth alarm go off, indicating that, where the chart showed 10m of water there was actually less than 1m. A 360’ turn was made and steps were carefully retraced and a deeper line taken. A nasty moment, and one which reinforces the need for healthy scepticism when looking at charted depths in places not frequented by large vessels.

A few minutes later and entry to the north entrance of the sound was made, where as in the past, the choice was between anchoring somewhere to the north of Cromwell’s fort, where it would be a long flubber ride in to the Tresco jetty, or rafting up with another boat of the same size on a mooring. Deciding for the latter, we made an efficient raft up on a suitable vessel (Zest has large fenders and lots of warps) and launched flubber and engine with the intention of going ashore. Would the engine start? Of course not. Had it had appropriate TLC over the winter? Er, well perhaps not. Had it got very wet in that ghastly trip up from Portugal?

Well, yes probably. So no engine for the flubber.

The next morning we left very early to catch the tide and negotiated the tricky shallow passage through Tresco sound and to St Mary’s and picked up a mooring off the latter. The first priority was to find a mechanic to look at the outboard. This proved surprisingly easy until a shout occurred for the lifeboat and it transpired that our mechanic was a lifeboat crew member who then promptly disappeared! The day was spent walking on St Mary and later, Tom had to catch the Scillonian and Graham flew in to replace him.

With memories of limited watering facilities on the South west Irish coast, I was determined to fill with water before the crossing and very early on took one of three drying berths on the St Mary jetty. Watering (always a slow process at Hughtown) was interrupted by the arrival of the casualty from yesterday’s lifeboat shout, an 80 ft wooden former trading vessel from Ireland which had lost its rudder and which needed to come alongside the wall to dry out so that repairs could be assessed.

Mid morning, after collecting the dried out engine, we therefore left for the 145 nm trip to Baltimore, the forecast being excellent with NW 3/4 and good visibility. Very little shipping was seen on the crossing, but the wild life was prolific. Dolphins were thick in the water, we saw a large sunfish, its dorsal fin lazily breaking the surface, and closing the Irish coast, large numbers of gannets were seen fishing in their characteristic fashion. Flying 50 feet or more above the sea they would dive almost vertically, and folding their wings, would enter the sea at great speed and seize an unsuspecting fish.

Often these birds are seen singly or in small numbers in the Channel, but here off the Irish coast, where huge shoals of fish were close to the surface, there were large numbers of them simultaneously engaged in making their living.

As far as wildlife was concerned the highlight was however the sighting of a distant whale spouting, or possibly the leather back turtle, the neck of which was as thick as a man’s arm and which passed within a boat hooks length of us.

With the Irish coast in sight, we became

Loch Hyne

aware of a pidgeon circling and obviously lost. It made several unsuccessful attempts to land on the water and was beginning to attract the attention of various predatory birds, who scented a casualty and were contemplating an early lunch.

Eventually the bird, after several unsuccessful passes, landed on a lifering on the stern of Zest and having been named “Homer” by the crew, hitched a ride until the coast was very close and then disappeared on its own business.

Baltimore was a revelation: we berthed alongside the tiny visitor’s jetty and that evening joined the friendly crowd which spilled out of the various hostelries only a stone’s throw from the boat. Diesel, the availability of which had previously been a matter of concern on this coast, was supplied by tanker on the jetty.

The quantity paid for didn’t tally very well with the engine hours, but the overall cost seemed reasonable, and an enquiry about its tax status was met with studied incomprehension, but nevertheless the transaction was the only one available and we needed fuel.

The next morning the plan was to go through the maze of islands north of Baltimore to Schull, reputed to be a favourite holiday destination for well heeled Dubliners. The morning dawned with a thick sea fog, but optimism that it would clear rapidly (there had been early signs of this) led to a mid morning departure. Tracking north across Baltimore harbour we entered the narrow pass between Spanish Island and the larger Sherkin Island. The fog which had earlier shown signs of lifting was now thicker again, so at dead slow speed and using the radar and chart plotter we made the turn to the west to avoid the Turkhead promontory and into the relatively clearer water to the east of Hare Island. One blob appeared ahead on the radar which was not land and this materialised into a small open fishing boat which obviously knew its way through the shoals and wasn’t at all discomforted by the fog. Now North of Hare Island, the difficult pilotage was behind us and only then did the fog begin to clear, revealing the mainland away to the north and our destination, Schull.

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WHERE YOU WENT & WHAT YOU DID

St.Mary at sunset.

Entering the harbour, but where were the visitors buoys? Oh yes, right over there, a long flubber ride from the shore, so we tried to anchor somewhere more convenient. However our normally very reliable 35 lb Bruce anchor refused to bite, so we tried it again with the same result, but on the third try, some success was achieved and after a spot of lunch we thought it holding well enough to go ashore. This being early July, tourism was in full swing. In the grocery shops, in which we topped up with fresh food, 2 euros bought considerably less than £1 worth of grocery at home, but the advertised price of property seemed absurdly cheap, one four bed detached house with a sea view being casually reduced from 375k to 275k euros with a stroke of the biro. A sign of the times.

Later back on the boat, we had a visit from the Irish customs, who unlike their UKBA counterpart, were very polite, asked only to see passports and the SSR document, and then departed.

The next morning we left Schull for Castletownsend and passing through the sound between Sherkin and Cape Clear Islands, noted from the pilot that those who make the passage for the first time should mark this event by composing a poem. Attempts to cajole the crew in this direction did not succeed, and being no ‘rhymewright’ myself, this duty went unfulfilled (must add another box to the crew selection procedure!). Lunch was passed that day in Loch Hyne, the boat being anchored in the very tight space just outside. This Loch is only connected to the sea at high water and hence has low salinity, leading to it being home to many unique species of fish and plant life. That evening saw

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us anchored in Castletownsend harbour for a run ashore and the opportunity to sample the Guinness again.

The settled weather continuing, and the next day saw us depart for Glandore with a lunch stop behind Rabbit Island, lunch consisting of an unidentified, and not very tasty, fish caught on a line towed behind the boat. The walk ashore on the Island was revealing. It was difficult enough to scramble up the little cliff, but once up we were confronted with grass so deep that progress round the island was very difficult, there having been few visitors in recent times to keep the paths open. A couple of ruined houses and the evidence of abandoned field boundaries spoke of previous human habitation. Life must have been hard in winter in such an exposed place, but there would have been an abundance of sea food, and presumably rabbits as well.

That evening, with a slight breeze, we entered Glandore harbour and picked up a visitor’s mooring off the town. The pilot mentioned showers in the yacht club, but these were not available, as they had the builders in. A walk around the town soon procured a seat with a sea view and the customary refreshments.

The next morning we left for the passage round Galley head to Courtmacsherry, which was to be our final stop before Kinsale. The entrance to Courtmacsherry is quite shallow, but fortunately we managed to arrive with just sufficient rise to tide to enter comfortably. The river itself was full of floating weed, and berthing later on the same pontoon as the lifeboat, we were warned to “check your weed trap as we have been called out several times to vessels with no cooling”. Good advice as we had already

noticed on that coast that the sea water engine filter had collected more weed than we had seen before on Zest. A bumper year for weed then! Courtmacsherry itself has a caravan site and a couple of decent pubs but up the hill however there is an abandoned housing estate on which building seems suddenly to have stopped, again evidence of the banking crisis of 2008.

Kinsale was entered the next day after a calm rounding of the Old Head, and a berth procured at stiff rates on the town quay. My old friends from Hungary days, who I had not seen for too long came down from Dublin, and we enjoyed a magnificent sea food dinner in the town. The next day the weather being still favourable, but now from ahead, we left Kinsale for Milford Haven. Many years before I had made the same trip in my Folkboat under sail at an average speed of 5.4 knts, not bad for a boat of only 20 ft on the waterline. On this occasion however, no fast trip was possible, as fickle headwinds forced a mixture of sailing to windward and motoring, so overall it took almost 36 hours to cover the 130 nm. Dale was reached in the darkness of the second evening and the offshore pontoon found only by virtue of it’s tiny LED light. The next day dawned with a forecast of East 5 so we hurried off the pontoon, exposed from that direction, and sailed to explore the upper reaches of the haven, as far as depth would allow. That evening we entered Milford marina and returned home, leaving Zest again for a couple of weeks.

Miles Mayall

WHERE YOU WENT & WHAT YOU DID

Harry goes sailing

Harry Large is one of hundreds of youngsters who have started sailing with SYC, participating in the families and cadets sessions that have become so popular. Harry wanted to write about his experiences on dinghies and a somewhat larger vessel...

The sailing course was brilliant because the instructors were much more fun than teachers even when they explained the rules!

The main thing I enjoyed was the capsize which was fun because I did a “turn turtle”. I felt nervous before but when I had done it once, I wanted to do it again and again.

My nick name was little b and my friend was called little g and that was because I was little blond, and my friend was little ginger.

Anne Gisbey keeps an eye on Harry at the wheel .

with it’s strong currents. It was fun when the boat heeled over in the breeze. Unluckily for me, my boom came away from the mast so I needed a tow from the safety boat so my rig could be mended.

At the end of the week I had managed to not only get my stage 1 certificate, but also my stage 2 certificate. I really enjoyed every bit of it.

Nanny gave me £10 for doing so well, so I told her when I pass The things I did on the course stage 3 she will were rigging, launching, recovery, need to give me rope work, sailing techniques, £20! Hopefully manoeuvres and capsize recovery. one day I will be picked for The course also taught me the youth team, the rules of the road. I really enjoyed going through the lock on and get to the last day, so we could go sailing compete in world championships. in the harbour. This was fun and scary because you were in the lock Thank you to all the instructors, where the big ships came through

for such a fun week.

Since completing my sailing school, I sailed back from the Littlehampton rally on Ambition II, when we got caught in a storm with 32knots of wind and thunder and lightning, but I really enjoyed it, much more than my mum!!!

Harry Large

Stormy skies on the way home from LA.

Wavelength | Autumn 2014

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NEWS & CLUB BUSINESS

SAILABILITY

Sussex Sailability explain the importance of their work and remind us all of the opportunity we have as SYC members to use our time and skills to contribute to the lives of others.

Over 2013 and 2014 Sussex Sailability. have been fortunate to recruit a number of dedicated volunteers and enthusiastic disabled members.

The weather has also allowed more sailing sessions. Sussex Sailability attracts a wide range of people with physical, sensory, learning and other disabilities. We are a 100% voluntary organisation and as such rely heavily on charitable donations to enable us to continue.

Everyone who attends gets something special from participating in Sailability; our members have the flexibility to do what they want. Some enjoy the freedom of being on the water that sailing gives them; others enjoy learning new skills and enjoy the competitiveness of racing, often against able bodied sailors.

Our volunteers simply get the satisfaction of helping others and seeing them progress and enjoy sailing. There is nothing more rewarding than seeing the smiles of our members when they arrive back with massive grins on their faces. It is also very rewarding to see how quickly those who are often restricted on land can progress once they are able to take control of the boats on the water.

Last summer Goldman Sachs were unable to sponsor the previously regular “GS day� for our sailors but at the last minute Loopmasters Ltd, a local music company based in Brighton stepped in and with their generous help we were able to offer another successful day. We had about 60 sailors and 40 volunteers who all enjoyed a good days sailing and a lunch.

We plan to illustrate how important Sailability is to our sailors by including a brief profile of one of our sailors.

Gregory Cooper Gregory Cooper is 56 years old and has been involved with Sailability for 5 years. Greg has cerebral palsy and visual impairment. During the time he has been involved with Sailability he has had experience of Access, Sport 16 and Sonar sailing. He is now able to helm and crew the boats with the aid of an able bodied skipper. Greg said that when he is sailing being surrounded by water gives him a feeling of freedom. He feels that the volunteers are able to encourage him and give him the confidence to be on the water. He enjoys all the sailing and has certainly experienced some adverse weather conditions!

Sailability also provides an opportunity for Greg to meet people from all walks of life and he and looks forward to his sessions at Shoreham.

Unfortunately, like a lot of our sailors, Greg is dependent on the support from his residential home to get him to the sessions and due to current financial constraints and staff commitments this is not always available.

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Wavelength | Autumn September 2014 2014

NEWS SUSSEX & CLUB SAILABILITY BUSINESS

Greg also reported to us that sometimes there can be a lot of waiting around for an opportunity sail due to the lack of able bodied volunteers to skipper and crew the boats. However, he very much enjoys our sessions and always looks forward to the next one.

Naming Martin Nearly 100 Sussex Sailability sailors and volunteers welcomed Martin Lindsay Hills to Sussex Yacht Club at the start of the annual BBQ and sailing session to name our newest Laser Stratos ‘MARTIN’ in recognition of his outstanding work for Sussex Sailability over many years.

To mark the occasion he was also presented with an inscribed yacht sculpture. Martin has officially retired this year after not only spending over 10 years as chairman, building Sussex Sailability into what it is now, but also spent considerable time and effort in building strong links between Sussex Sailability and SYC. An extensive BBQ spread prepared by Jay and her volunteers was thoroughly enjoyed by all. Most also got a sail during the day despite a blustery wind.

Helping Sailability Amazing news that Sainsbury’s, West Hove has announced that Sussex Sailability will receive a year’s worth of fundraising and awareness support from them.

Sainsbury’s staff have met representatives and members from Sussex Sailability, to see first-hand one of the boats and equipment used by the charity, talking about volunteering opportunities and fund raising.

Since Martin’s retirement, we have been unable to find a suitable replacement chairman. Because of this we feel that our links with SYC have suffered and we struggle with fundraising and the recruitment of volunteers. If any SYC member is aware of a potential chairman, qualified volunteers or friends or family experience in fundraising (or the time to do it) please do contact the SYC office or email sussexsailalbility@gmail.com.

We also particularly need qualified Safety Boat, and competent dinghy and yacht helms. In the meantime, we are developing a clear vision for Sussex Sailability; to develop the skills of both members and volunteers, integrate more with SYC, build our fleet in a way to simplify the way we operate, yet still create the right environment for our counters and members. We welcome all SYC members to come along to our sessions, either to take a look at what we do or get involved to whatever extent is possible.

Chris Pelling and John Mactear

To get this great initiative going representatives from Sussex Sailability attended the store with some boats and equipment, Sailors and volunteers, which by all accounts went really well (team at Sainsbury’s pictured left).

So the next time you are dithering over where to do your weekly shop, remember who’s making a difference to Sailability and get you and your shopping list over to Sainsbury’s, West Hove 361-367 Old Shoreham Road Hove BN3 7GD www.sussexsailability.org.uk

Wavelength | Autumn 2014 25

HISTORICAL SYC

Ex Military Craft at SYC

Philip Simons has been researching boats at Sussex Yacht Club with a military history.

Amongst the yachts, motor yachts, and fishing boats at the Sussex Yacht Club can be found a number of craft whose origins are with the British Military. These vessels date from 1942-1981 and will have originally been disposed of by the Admiralty Small Craft Disposals and its successors.

Sawasdi “Sawasdi” whose name means Good Luck in Siamese. She was one of the 52½ft class Harbour Launch (Steam) built mainly before the Harbour Launch (Diesel) became prevalent in the early 30’s. However during WWII and with a shortage of diesel engines, another batch were built, distinguishable by their raked bow, which made them 54ft and more modern looking than the straight stem diesel boats. Nearly 200 of these Steam launches were built over many years.

Current name Former names Pennant (Service) No. Service

Sawasdi None 334 Royal Navy

Type of Craft Tons Displacement Construction Dimensions Builder Date /Year Completed Engines (Original)

54ft Harbour Launch (Steam) 25/26 Wood, double diagonal, displacement 54ft x 12½ft James & Co Ltd, Brightlingsea 1942 1 x 2Cyl Condensing Steam Engine 8” & 16” Cylinders, 8” Stroke, 75hp at 250rpm, single screw 10/11kts 1 x 6cyl Atlantic Diesel built in 1943 (Date of change unknown) 9/10kts

Knots Engines (Replacement) Knots

This vessel first appears post service in the Lloyd’s Register of Yachts in 1958 owned by Mrs M.L.E.de La Cour, address given as Sussex Yacht Club. The vessel appeared in the 1960/61 Electoral Registers to Dennis & Mary De La Cour, C/o Pinks Easton Ltd. When I first met Commander de la Cour in 1989 she was at the Sussex Yacht Club. By 10/93 she was based at Brighton until some time after 5/02. By 2/06 she was back at Sussex Yacht club where she has remained ever since. Sawasdi is currently the only one of these Yacht Club boats afloat.

Island Girl Our next boat is a post war diesel development of the “Sawasdi”. “Island Girl” was one of the last batch of this type of boat built and completed in 1969. In all since 1935 when the motor boat numbering system came into use some 228 of these vessels were built. These post war boats starting in 1955 had raked stems like the WWII. Current name Former names Pennant (Service) No. Service

Island Girl None 6804 Royal Navy

Type of Craft Tons Displacement Construction Dimensions Builder Date /Year Completed Engines (Original) Knots

52½ ft Harbour Launch (Diesel) 22 Wood, double diagonal, displacement 52½ft x 13½ft J. Adam, Gourock 1969 1 x Foden FD6 Diesel 10/11kts

HL(D) 6804 was based at Greenock with the Port Auxiliary Service, later Royal Maritime Auxiliary Service. She was sold out of service to Richie Bros, Gourock 3/10/85 and from 1985-2004 I have no details of the boats whereabouts. I first saw her at Stourport-Severn Marina in December 2004 where it remained until the current owner found her and brought her to the Sussex Yacht Club in 2011. This vessel is ashore in the boat-park.

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Wavelength | Autumn 2014

HISTORICAL SYC

No Mans Land Next we have the Fast Motor Launch 7303 which is one of 66 built between 1962 and 2000. 7303 was of the Mk 9 variant. These boats were used as Captain’s barges on larger warships such as aircraft carriers, and destroyers. Also used as Admirals barges in the dockyards and were attached to Sea Cadet units and RNR reserve units. They were the replacement vessels for the earlier wooden 35ft Fast Motor Boats with hard chine hulls..

Current name Former names Pennant (Service) No. Service

No Mans Land Great Guns 7303 Royal Navy

Type of Craft Tons Displacement Construction Dimensions Builder Date /Year Completed Engines (Original) Knots

34ft Fast Motor Launch Mk 9 4.75 GRP, semi-displacement 33½ft x 10ft x 3½ft Lambies, Wallsend 1973 1 x Perkins 6354 Diesel 9/10 kts

7303 was sold to a Mr Doyle, Portsmouth 9/97, then to Trefor Jones in 1998, she was at Emsworth Yacht Harbour 3/99 and was then running as a ferry boat to No Man’s Land Fort in the Solent in 2000 and was for sale again in 3/01. She appeared at Shoreham 10/01 and for a number of years was moored in the canal at Portslade, finally being sold and taken to the boat park at Sussex Yacht Club where her after-cabin has been removed and replaced with a large cockpit for fishing.

Lady Caroline The next ex military boat at SYC is a 24ft Motor Boat of which 122 were built between 1971 and 1988 with the “Lady Caroline” being a Mk II version.

Current name Former names Pennant (Service) No. Service

Lady Caroline Suspicious Minds 7973 Royal Navy

Type of Craft Construction Dimensions Builder Date /Year Completed Engines (Original)

24ft Motor Boat MkII GRP, semi-displacement 24ft C. Toms & Sons, Fowey 10/09/1981 1 x Perkins Diesel

These 24ft Motor Boats were carried on Destroyers and Frigates, and were the successors to the hard-chine wooden 25ft Fast Motor Boats previously used. 7973 was ordered 13/8/79 and was allocated to HMS Excellent throughout the 80’s, Then HMS Kent 1990-92, HMS Bristol 1995-?

HMS Calliope 2000 and to the Disposal Agency 6/9/00. I saw her first at the yacht club in 11/07 and initially she had a red hull, since changed to blue.

Phoenix

Finally the ex RAF Rescue and Target Towing Launch “Phoenix”, which was a post war development of the ubiquitous 68ft High Speed Launch, known to its crews as the “Hants & Dorset” for the similarity of its superstructure to a double deck bus of that bus company.

Current name Former names Pennant (Service) No. Service

Phoenix None 2751 Royal Air Force

Type of Craft Tons Displacement Construction Dimensions Builder Date /Year Completed Engines (Original) Knots Engines (Replacement) Knots Converted

68ft Rescue & Target Towing Launch Mk IB 44.675 max load Wood, double diagonal, hard chine, mahogany 68ft x 19ft 0¾inch x 5ft 11¾inch Vosper Ltd, Portsmouth 18/01/1956 Triple Napier Sea Lion each 500hp 40kts Twin Rolls Royce Sea Griffon Mk 101 39kts To Rescue & Target Towing Launch Mk II in 1960/62 at 238MU Calshot Stricken of Charge 26/4/1974

Date sold out of service

I first saw this boat at Wicormarine at Fareham where one of their carpenters had converted her to a luxury home with a very fine interior, sadly all long gone. By 1993 she was based at Cowes. By 9/94 she was at Bursledon near the motorway bridge, and the then owner had eight 4cyl Ford Pobjoy engines acquired from for the RNLI, laid out, but not fitted, four on each side to be mounted in series!!! By 8/04 “Phoenix” was back at Wicormarine, Fareham. By 7/07 she was lying at Shoreham, albeit in the boat-park for refit [Editors note; she is now a stripped hull with an uncertain future].

Wavelength | Autumn 2014 27

A sailing holiday

28

Andy White took his daughters on a sailing holiday from the Medina. This is an extract of his charming account of their adventure.

Summer just 7, and Maisie just 3, and I, head off to our beloved 1985 ETAP 30 ‘Mercator’ for a week of fun, sun, sailing and cockpit games, or as we like to think of it as cold, wet, windblown sailing but still the best fun in the world.

Waking up this morning meant a tentative look outside to confirm the downpours of last night had blown through, and would you believe it, its cockpit breakfast time. It is clear to see that these girls are true sailors, outside at the first opportunity and stuffing bacon butties for breakfast.

Let’s hope the oilies dry out before we leave the mooring! Looks like T-shirt weather, which is good news as we are off to pick up more motley crew, two of the Wed Boyz will be joining us for a couple of days. So tidy up the boat, get our gear on and make ready for departure.

Arriving in plenty of time there is beer and food to be consumed before some moored up fun to be organised with the tender dinghy. Cheers all, what a lovely lunch, all smiles on this great day.

Well we didn’t have a plank available for the kids to walk so the only alternative was to cast them off. Right so who’s going to cut the rope, nice touch only using the one oar! It’s only 70 odd miles back to Shoreham!

Wavelength | Autumn 2014

WHERE YOU WENT & WHAT YOU DID Occasional extra crew included Jade my eldest daughter for the first day and then friends Graham and Phil from the ‘Wednesday Boyz’ Shoreham pub club who signed up for a few days of sailing with the little ones.

We begin with a trip by road and ferry to the Isle of Wight where Mercator is moored, up the river Medina. This is always an exciting trip with the girls, trying to weigh up the weather as we cross to the island and then drive to the Folly Inn car park where we struggle down to the water taxi with clothing, Teddy bears, and food for the week away.

The chatter really builds as we board the Folly water taxi and head off to Mercator, looking all the time to be the first to see her amongst the myriad of masts on the pontoons; soon enough the girls spot her, patiently waiting for us all to clamber on board. Luggage, stores and my happy family are soon making the most of her warm, dry and welcoming embrace. I take a deep breath; our holiday has begun and life doesn’t get much better than this!

Andy White

Motoring up to West Cowes to pick up the boys, Summer helms the boat and some pretty classy astern work from the Skipper sees us in the town Quay for a stop and go, welcoming on board Graham and Phil. We head off for Beaulieu River for lunch and the first leg of today’s trip to Lymington.

Right so let’s find the entrance to the river? Find the Dolphin follow in the white shed and stay within the sticks... Summer concentrated on the binoculars and found the entrance, from where we motored rather than sailed up river to pick up a mooring for a cockpit lunch under blue sky.

Summer heads home by water taxi whilst we head for Lymington That’s better! let’s get some more of the crew up on the rail. How about you Phil up on the rail……? I’m av’in a fag!!!.....

”Dad, is that supposed to be there? After waving to the holidaymakers we moor in Lymington a little late, but it has been a lovely day and good old Mercator is safely tucked up in her berth for the night.

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WHERE YOU WENT & WHAT YOU DID

WET, WET, WET! We are off to Yarmouth and as expected the night was horrible high winds and lashing down with rain. Still a great little sail, pretty exciting actually as it blew up to a nice little 30 Knot breeze with 36 Knot gusts that damaged the main. Happy to moor up in Yarmouth.

Happy crew and a happy boat, now all off into town for shopping food and… beer, we don’t really want to go but Summer and Maisie made us!

After which we all went back to Mercator for a night cap and talks of wild sea borne adventures together with ripped sails and cold hands.

As we leave Yarmouth in the background we are set for a fantastic sail back up to Cowes Marina, girls on the rail where they should be! Lovely sausage roll lunch afloat on a lovely sail..

Once again time to head back down the river Medina to our mooring at the Folly. Girls are looking forward to our last tea on board for this trip and then some games before bed time. Ferry home tomorrow...sad face!

Andy White used to cruise and gently race a Spring 25 at SYC before he traded up to Mercator, his Etap 30. He spends every spare moment he can find on Mercator, based in the Medina river on a mooring not far from The Folly, which he believes to be the best pub in the world.

With the larger boat he can do what he loves doing most of all, which is sharing his sailing experiences exploring the Solent with his young family and not so young friends. Andy lives in Steyning so naturally Mercator comes back each season to the SYC yard for refitting ready for their next adventure. We’ve been waiting for room in Wavelength to do justice to Andy’s article so apologies to the girls who have certainly grown a few inches since these pics were taken!

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WHERE YOU WENT & WHAT YOU DID

Scapa Flow

soaked up the history wherever we could, read the books, visited the museum and pushed our bikes around the Islands’ places of interest (we did ride the bikes until we were out of sight of the boat, just to justify taking them). We dived submarines, read how they were sunk, learned about the men who fought and died here, the absolute tragedies, the heroics and the arduous duties. My grandad was stationed here on the destroyers, which made it more poignant for me. My mum relayed the stories of the Russian convoys, and my grandads’ misery for the merchant men they left behind to drown when the U-boats attacked.

Martin Naldrett travelled to the Orkney Islands for a very special diving experience.

Diving Scapa Flow? That Sounds like a cracking idea! Yes please, we would love to come! Just two months later on a September morning, there we were loading up the VW Golf with equipment for every conceivable event including nuclear explosion and gas attack.

When the car was full, we put a couple of bikes in as well for good measure. We’d also arranged some essential supplies comprising10 packets of jelly babies, a flask of coffee and in case of absolute starvation, two apples.

Two days later we stopped at the end of the known world (scrabster). Severely dehydrated and now suffering from sugar ulcers, we decided to abandon the vehicle and proceed on foot. We left our noble machine in the care of a ginger wolf man who spoke a strange dialect, loaded up some trolleys and marched to the point of no return, where we boarded the ferry, passing the

time by indulging in enough fried breakfast to sustain us for the coming week.

On arrival it was dark, raining and there was much complaining! The North Sea trawler that was to be our home for the week sat straining at her moorings, a steely leviathan with various winches and pulley things hanging from her rigging. We managed to get all our baggage and bikes aboard, but we really had too much stuff; a ton of dive equipment, clothing for an arctic expedition plus two bikes and it wasn’t even cold (when packing I’d imagined we would be avoiding icebergs all week whilst lighting diesel in a can to keep warm).

Our good friends from Walsall BSAC were there to show us the ropes and we were soon in the local tavern in Stromness. Luckily we had missed Saturday night which can apparently get a bit volatile with the amount of alcohol consumed by the locals. So just a few beers for us, then early to bed, or rather early to the cupboard where my bunk was concealed. I must also mention the joy of an early morning half-naked splash across the metal deck to the heads for a pee; I was having such a wonderful time!

However any minor discomforts were soon overcome by the fabulous diving on the German high seas fleet. The massive guns on the pocket battleships Markgraf and Kronprinz, and the majesty of the light cruisers Dresden and Cöln laying intact on the sea bed were superb. The viz was good, the water warm enough and the skipper excellent. Life was on the up! We

We toured the Churchill barriers, dived the blockships and drifted with the currents. We also snorkelled with the seals, which was a fabulous first for me, although a little disconcerting when the skipper showed me his picture of a large black and white whale taking a seal off the rocks. “Where did you take this?” I asked.

“Just there” he said, gesturing in the direction where I had just been swimming. “They are quite common” he said nonchalantly. I was slightly less enthusiastic for the next snorkel; sometimes

wearing a black rubber suit and flailing about on the surface is not conducive with longevity of life! All too soon it was time to go home. I shan’t forget this place, the trees grow sideways, the clouds start two inches above the sea, the beer is dreadful and it hasn’t stopped raining since 1984. Yet still you can be enchanted and revel in the splendid isolation.

Martin Naldrett

Wavelength | Autumn 2014

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Chris and Brenda West revisit Fécamp with culinary intent and renew their acquaintance with various gastronomic establishments.

What with the cost of diesel and a very busy retirement, it’s been a few years since Buccaneer went to Fécamp. But with a small windfall on the horizon and a good forecast it was decided that we needed a change of scenery. After the usual road tanker fill up with fuel around 08:30hrs we were off, with a light west north westerly blowing, we set off in calm seas from Shoreham... as we got further offshore the wind seemed to increase a bit and the crew started to complain. But we pressed on past the Greenwich Lightship, until with white water being shipped over the top of the wheelhouse we closed Fécamp and entered the familiar surroundings in time for a late lunch.

Unlike when the Royal Escape Race is in town, there were plenty of berths to choose from, so we moored stern to the main pontoon, in the flat calm, wind and wave-free marina. The crew was making noises about getting a ferry for the return trip back, but I pointed out that the boat was OK, we were OK, nobody was hurt and we should buy a glass of wine or two.

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A short stroll along the sunny quayside and up into the bustling town square, soon found us sitting al fresco, glass in hand watching the world go by. In the evening we elected to go to the popular quayside restaurant Le Progres, and found Francis, the owner, still serving food with a smile and great enthusiasm. (Our Admiral at SYC, Tony Boysons, remembers Francis as a small boy in short trousers, doing his homework at a quiet table at the back of the restaurant). I was touched as Francis affected

to remember me from previous visits, (the last at least four years ago), and we were delighted to find that the menu had barely changed and that the restaurant was celebrating fifty years of operation! The food was fabulous, starting with an enormous plate of prawns and salad; followed by the steak frites for me and turkey in a white wine sauce (the guinea fowl is no longer on the menu) for Brenda. The wine flowed, with Francis’s special ‘palette cleansers’ of apple sorbet splashed with Calvados between

Greenwich light vessel, the familiar sign post for Fécamp.

WHERE YOU WENT & WHAT YOU DID

courses. The bill was written down and totalled up on the paper table cloth as usual... all so familiar from the many years that I had been visiting Fecamp. A quiet night in Buccaneer, without any movement at all, refreshed the crew and we awoke to a perfect summer’s day, with sparkling sunshine, blue sky not a cloud in sight and the prospect of another day in this comfortable French seaside town. By late morning we had walked to the top of the town and collected a large trolley load of shopping, including a selection of pates, cheeses, French bread and salad, together with some wine, all of which dictated that we needed to order a taxi to take it back to the boat. We had the foresight to be loading the boat at High Water, rather than having to hike up the walkway pontoon bridge at low tide! A lazy lunch on board in the sun, before a gentle perambulation along the sea front promenade and out along the western harbour arm, (where the ‘finishing team’ from SYC are usually camped out during the Royal Escape Race). As it was a short visit, we decided to visit another favourite restaurant La Grillade, situated in a quiet backwater of the town, just off the seafront. A much

smaller establishment, but with a charm of its own. The USP here is the log fire and hot embers that are used to barbecue your food. Again the décor and staff seemed to be unchanged, with prawns in garlic butter as a starter, followed by grilled lamb chops for me and a steak for Brenda. All garnished with a bowl of simple salad, and the odd carafe or two of wine to wash it down. Rounding the meal off with a glass of Benedictine, (which used to be made locally and the abbey is open to visitors).

Passing the marina office, to inspect the weather forecast on the way back to the boat, it appeared that the very quiet spell of weather was going to come to an end shortly and we had to make plans for our return to Shoreham at some point the next day.

An early start with fresh croissants from the quayside bakery for breakfast, soon found us walking inland, initially, around the south end of the Bassin Berigny, crossing the road bridge to walk along the east side of the port. Tucked in between the row of houses is a little footpath which was used by the sailors in times past to reach their homes on the hill, on the east side of the port. It’s called the Rue de Matelot, or something like that and it snakes its way between the houses and garden walls, with lots of short flights of stairs, towards the cliff top.

We were glad that we’d started early in the day, before it had got too hot, but it required a steady pace with many opportunities to stop and enjoy the view!

Eventually we emerged at the top, to be able to examine the old church and the German WW2 defences, still evidenced by enormous concrete structures on the cliff top overlooking the Channel.

An early defence radar was also supposed to be installed, but from what we gathered from the instruction posters, the war ended before they were fully operational.

The view was stunning and we could see tiny day boats motoring across glassy seas, the yachts were stationary, truly ‘painted ships on a painted sea’. An easier walk back down to the town, took us back for a light lunch at Le Progres, again to enjoy the crevette rose (prawns) on a simple mixed lettuce salad garnished in dressing, accompanied with crusty French bread. Ignoring the temptation to climb up to the seafront and inspect the sea, we cast off and headed slowly out to sea, back to Shoreham. The first eight to ten miles off the coast held the beginnings of the onshore sea breeze, but once clear of that, the wind dropped and it became an oily calm. By the time we were passing the Greenwich Light, the sea was mirror calm like molten lead. It was so calm that when it was time for the crew to prepare a light early tea, we enjoyed it, sat at the table in the wheelhouse, using long stem wine glasses, whilst the iron horses and autopilot took us back to the River Adur in time for a couple of pints at the club, with friends.

Chris West

Wavelength | Autumn 2014

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Moon River’s Round Britain Challenge

At 23 feet LOA, Moon River must be one of the smallest boats in the club to regularly make long distance open water passages with her courageous single-handed skipper, Barbara Runnalls, at the helm. In summer 2013, Barbara circumnavigated the UK, a feat of considerable difficulty in view of the requirement for near continuous complex pilotage and ever present hazards, not to mention the appalling weather which she faced in May and early June. This is the first part of her story which takes her as far as Northern Ireland.

The Old Gaffers Association (OGA) celebrated its 50th Birthday in 2013 by organising the Round Britain Challenge, a 3 month circumnavigation of Britain, ending with a huge gathering in Cowes in August.

Gaffers could do the whole trip or just a leg, or turn up at the weekend gatherings along the way. I decided it would be the trip of a lifetime and signed Moon River up. Friends and family were very encouraging. Des and Terry and other friends ensured Moon River left Shoreham with a clean copper coated bottom, a gleaming hull and a new sound mast.

The first gaffers from East Anglia, Kent and Holland, set out on 20 April. Moon River left Shoreham on Friday 3 May with the SYC Solent rally. On the Saturday morning Moon River and I left the SYC rally for the short sail from Portsmouth to Hamble, in a brisk Westerly F5 gusting 6, to join around 30 local and visiting gaffers on the Warsash pontoon, the official starting point for the Solent gaffers. That evening there was a dinner at the RAF yacht club, with speeches, music and dancing to launch the Solent start of the Round Britain Challenge.

The next official destination was Plymouth on Wednesday 8 May. A Parade of Sail in Southampton Water, attended by HRH Prince Michael of Kent, was scheduled for Sunday

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morning. Moon River and two short-handed Dutch boats Raven and Windflower decided to leave first thing and miss it, so as to catch the ebb out of the Solent. After a little chop through the Needles channel, Moon River had a lovely light airs sail along Dorset’s Jurassic coast past Lulworth Cove and Durdle Door, reaching Weymouth with Windflower by 8pm.

On Monday morning Windflower and Moon River left Weymouth in thick fog, which lasted all day as we crept round Portland Bill and across Lyme Bay by the offshore route - according to the Pilot “out of sight of land”. Twice Moon River encountered very small boats, their occupants calmly fishing. I heard some VHF conversations from larger RBC boats that had sailed overnight and caught up. Reaching Dartmouth the skies suddenly cleared, displaying the most stunningly beautiful harbour entrance I had ever seen.

That evening Moon River moored in Dartmouth with five Dutch and two Solent boats.

Moon River reached Mayflower marina in Plymouth on Tuesday 7 May, where the round Britain challenge fleet remained stormbound for days, along with local West Country boats and Solent gaffers doing the South Coast leg. The Plymouth Sound Parade of Sail was postponed, and our next weekend’s celebrations with the Scilly Old Gaffers had to be cancelled. Gradually the larger gaffers left Plymouth as the winds

Moon River in Falmouth.

WHERE YOU WENT & WHAT YOU DID

Moon River sailing from Belfast to Scotland.

briefly went down to maybe F5 for a time.

After a week the fleet was spread out over the West Country, with boats in Newlyn, Falmouth and Fowey, leaving just Moon River, Toucando a Solent based Falmouth Bay Punt, and a lovely 125 year old yawl, the prawner Bonita in Plymouth, along with some local and Solent non-RBC boats. The gaffers in Falmouth were the most exposed when the full force of the gale hit on Tuesday 14 May. From nowhere the winds gusted up to 15, 20 then 30 knots and more, with the wind shrieking, masts careering wildly in different directions and the suddenly rather fragile looking pontoon twisting and rolling alarmingly. Some boats were being blown far off the pontoon while yachts on the other side had fenders flattened and hulls chafing on the hard edges. The maximum gust recorded was 46.7kts which is the top end of F9.

The next afternoon, Wednesday 15 May

Toucando and Moon River finally left Plymouth for Falmouth in a Westerly 5, sea state moderate.

Now missing out the Scilly stopover, we needed to head directly to Milford Haven. Moon River left Falmouth at 09:00 the next morning, Thursday 16 May in a North Easterly 2-3, with a favourable tide round the Lizard and Lands End. The sea was like glass as we ghosted past the Longships lighthouse. With the North Cornwall lights to starboard as darkness fell, I kept myself awake with hot drinks, regular log checks and sail trimming. As the early dawn broke over the Bristol Channel, I was delighted to be greeted by a large pod of dolphins which played around and under Moon River’s hull.

Moon River in passing the Long Ships lighthouse, Lands End.

Approaching Milford Haven’s enormous estuary I saw just 3 tankers and container ships, all at a safe distance. At Dale, after a logged voyage of 155 miles and 26 hours I found some RBC boats at anchor and was waved over to raft against Windbrekker a large Dutch gaffer, by the lovely couple who live on her permanently.

Other RBC yachts arrived – some seeming astonished Moon River and I had made it this far.

Rested and refreshed, I continued to the marina, to be drenched in a hailstorm with thunder and lightning as we entered the lock.

Storms and strong winds delayed us another week. The RBC fleet, now augmented by two Welsh boats, was still spread out, the majority

Wavelength | Autumn 2014

35

WHERE YOU WENT & WHAT YOU DID

then the Arklow wind farm to starboard. It seemed to take forever to round Wicklow Head, by which time the winds had built to F4 or 5, “up the chuff”, and the tide, favourable for so long, had eventually turned. One other boat was behind me - another gaffer. It turned out to be another RBC yacht, the yawl Cygnet from Kent.

Nearing Dublin Bay, I felt that Moon River was a little over canvassed, but the wind pressure from behind was too great for me to wind in the staysail. Fortunately the change in direction and reduction in wind strength as we turned into Dublin Bay sufficed to drop sails with no problems, and Moon River was safely berthed in Dun Laoghaire’s enormous harbour at 20:00, before the approaching gales, after a 16 hour passage. That day’s log says logged mileage: 90.6 miles, dinner on board: banana.

Dublin Riverfest.

in Milford Haven or other West Wales harbours.

Bonita and several of the Dutch gaffers had sailed on to the Scillies and then to Southern Ireland. The time was passed pleasantly with coastal walks, sea shanties and an impromptu pirate raid launched by the Solent Gaffer High Barbaree.

Improved weather conditions on Saturday 25 May saw the boats move forward again, like chess pieces. Many of the gaffers headed for the next party at Holyhead. I had always planned to cross to Ireland from Milford Haven, so after leaving through free flow at 6:30, headed across the St. George’s Channel, bound for Kilmore Quay on the South East corner of Ireland.

It was a beautiful day. Moon River and I were visited 3 times by large pods of dolphins, each of which swam and played alongside for a long time.

I was quite close to the low lying Irish coast by the time I got my first sight of Ireland - the Great and Little Saltee Islands, havens for seabirds, and surrounded by rocks so I gave them a wide berth. Irish courtesy flag hoisted and nav lights now on, Moon River followed the transit into Kilmore Quay’s tiny harbour and berthed next to a Canadian yacht.

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The strong Spring tidal flow around Carnsore Point and North along Ireland’s East coast dictated a start at 04:00 the next morning, Sunday 26 May. As fishing vessels returned we followed the leading line out of the narrow harbour entrance, then traversed the Bridge a narrow passage between rocks, marked by red and green port and starboard markers, as the sun was rising. The Southerly winds built from F0-1 first thing, with gale force 8 forecast for the evening and night. The pilotage inside the banks along the low lying East coast was interesting.

Moon River headed North, leaving the narrow channels into Rosslare and Wexford to port,

After a day’s rest at Dun Laoghaire and having met a local Dublin gaffer who assured me it would be just fine to arrive early, Moon River headed to Poolbeg Yacht Club, the venue for Dublin’s June Bank Holiday celebrations. It was just a short easy trip up the Liffey. Moon River was not the first arrival, as the Dutch boats Vlieter and Cine Mara had already arrived, as well some Irish gaffers including another Galway Hooker. The Poolbeg club members expressed admiration at my arrival single handed, and helped me to moor Moon River on a convenient inner pontoon.

Thursday saw the arrival of most of the RBC fleet from Holyhead as well as three tall ships,

Moon River in Carlingford Lough.

WHERE YOU WENT & WHAT YOU DID

Moon River sailing from Belfast to Scotland.

and an evening reception aboard MV Cill Airne to launch the Riverfest. The delicious finger buffet and wine flowed agreeably as gaffers in jeans and shorts mingled with suited dignitaries, after speeches by the Port Authority’s Lady Chair and Dublin’s Lord Mayor.

By now the carnival atmosphere was in full swing. Gaffers dressed overall with flags were rafted out 3 deep at the Poolbeg yachts club.

By day there was racing or sightseeing. I walked into the City Centre with new RBC friends, visiting the Guinness factory, the Asgard and the cobbled Temple Bar area. In the evenings

Titanic in Belfast!

there were buffets, barbecues, Craic and Ceoil (music, song and fun) in the yacht club bar till late. There was a moving presentation of a bottle of “Holy Water” to Rik, Cine Mara’s skipper and builder, by a fellow local Galway Hooker skipper.

The Maritime Festival weekend culminated on Sunday 2 June, with a Parade of dressed Gaffers, up the Liffey past the lifting bridge to moor with the tall ships in the heart of Dublin.

During the afternoon the Galway Hookers paraded, an historic fleet of lovely Howth 17s, up to 115 years old, raced, tacking back and forth amongst the river craft and the moored yachts.

A piper splendid in kilt played from a dinghy in our midst.

Then there was the parade back to the yacht club, a last evening of sea shanty singing and the end of our delightful stay in Dublin.

My departure on Monday 3 June was delayed by a request to attend that morning’s race briefing where I was presented with a plaque as “an award for seamanship” for

having reached Dublin from Shoreham single handed in Moon River.

It was shorts and sandals sailing North, in light Easterlies, with the scenic Mountains of Mourne to port and distant views of the Isle of Man to starboard. The Toucando, Windflower and Moon River crews enjoyed hospitality in High Barbaree’s cockpit at overnight stops in beautiful Carlingford Lough and at Ardglas marina, just north of the border. I saw my first seals in the long winding channel into Carlingford Lough and on the wicked looking rocks at the Ardglas entrance.

Windflower and Moon River went on to Bangor marina in Belfast Lough, and on Thursday were amongst the first arrivals at Abercorn Basin in Belfast’s Titanic Quarter.

The Northern Irish gaffers gave us a wonderful weekend, with a tour and buffet at the historic Harbour Commissioners’ Building, a musical evening on the restored SS Nomadic, an open top bus and river launch ride for a pub barbecue, and an evening singing on a converted Dutch barge. The sociable crew and guests of the 55ft. charter pilot cutter Annabel J hosted a pontoon party one evening.

The next day Moon River departed for Scotland and another stage in our journey, but the story of that will have to wait until the next edition of Wavelength!

Barbara Runnalls

Wavelength | Autumn 2014

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HISTORICAL SYC

Reminiscences of old Shoreham

Peter Cheesman tells a story of innocence and youth in Shoreham at a time when the SYC was just getting going again after the war. Diving bells and mud slides, aircraft drop tanks and expeditions into the unknown interior, triple expansion steam engines and art classes. What a childhood!

The acquisition of Stowe’s yard by Sussex Yacht Club coincided with the early teens of three boys George, Moggy and Cheesy. In those summers every day seemed fine and they spent most of the summer holidays at the yard and on the river. The weekends were busy with members working to make the yard habitable.

The major task then was to convert the old mold loft with the countless nail holes visible to this day, into a club room and bar. A starting tower was constructed on one of the dolphins and Percy Payne the builder and club member worked on the toilets and changing rooms. A varnish room was added at a later date.

George was the ideas man and the others helped develop his ideas. One of which was the diving bell, a biscuit tin with a Perspex face panel strapped over his head, and two foot pumps which provided air through two cycle valves on the top. Foot wear consisted of an old pair of boots with house bricks wired to the soles, thankfully quickly releasable as they were not laced up. The inauguration day came when the paraphernalia was set up on the jetty to the east

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of the slip, and George walked into the water with the other two frantically pumping to keep the water level below his mouth and nose. Not a great success but it provided some amusement for the builders.

His next idea was making mud slides. These were a great success and the boys could easily traverse the mud in front of the club and remain clean. The base was a piece of hardboard or thin ply turned up at the front with sides and back of inch section wood to prevent the mud coming on board. Two sticks for propulsion completed the contraption and provide hours of fun. One day before the holidays started and after the exams, there was not much to do at school.

George and Moggy decided to take the day off and go mud sliding, Cheesy had pleaded illness and his mother kept him at home. ‘Pimp’ the headmaster knew where they would be and was soon on the end of the jetty berating the two boys. He was convinced Cheesy had escaped so his next port of call was Cheesy’s house near the station. He was convinced Cheesy’s mother was covering for him despite her protests.

Mud berths at Shoreham

In those days soon after WW II, the scrap yards were full of surplus aircraft fuel drop tanks, two of which made ideal floats for a raft. They were two shillings and six pence each, so the Moggies and Cheesy acquired two each. The Moggies were left to build their own raft but Cheesy’s dad took the building out of his hands although he was allowed to help, passing the tools etc. The result was far better than Cheesy could have achieved and the raft lasted for years. The crutches were made of bronze in the railway works and there were two oars. One day he was on the river watching the regatta and decided he would try to row as fast as the skiffs. The oars jumped out of their crutches, he somersaulted into the water between the tanks much to the amusement of crowds watching from the footbridge.

Cheesy crewed for his Dad racing on canal, river and sea, but he was not a racing man and the exercise was more akin to Swallows and Amazons. He eventually was lucky to have a Lymington Scow which the boys used extensively. One weekend the scow was used on an expedition to discover the source of the Adur, supported by some Sea Scouts and led

by Gibbo they set off with camping gear. They sailed when the river direction was favourable but mostly they motored using an old Anzani outboard as the principal form of propulsion.

HISTORICAL SYC

They went way past Henfield carrying the incoming tide which would not be so favourable on their return down river. All hands were needed when it came to portage over two weirs, but the weed started to restrict the prop so they decided to camp on the bank before returning.

The shear pin eventually failed under the strain of the weed, and was replaced with part of a round metal tent peg, of dubious shear quality.

They returned the next day to the Scout Hut in the Council Yard by the railway bridge. Originally the hut had been an aircraft hanger in WW I but had been converted. There was a quarter deck, a wheel and binnacle, several offices and a ward room. The ward room was a sort of holy of holies; very imposing with a long table covered in green baize, and on a shelf was a magnificent model battleship made in Meccano nearly 4 feet long.

An old steam trawler was pulled up on the mud adjacent to the present car park. The boys often explored this vessel and found it to be powered by a triple expansion steam engine, almost identical to the picture in the science text book at school. Cheesy, when he joined his first ship, discovered it had a bigger version of the same engine; this one however had a form of supercharging. A low pressure steam turbine was attached to the shaft to extract the last morsel of energy from the expanding steam before it was returned to the boiler via the condenser and feed pump.

The art master one day decided that all needed fresh air and the class was taken to the river for a lesson in sketching. Our three boys were able to slip away undetected as the class crossed the footbridge. They dived into Stows Yard, launched Cheesy’s scow and rowed down river to where the others were sketching. They dropped anchor, opened their sketch books and started to draw the others on the bank. It was never clear whose idea it was but the art master had enough common sense to ignore this attention seeking escapade.

George had a very nice canoe that the boys used on the river, and another of his ideas was to convert it into a sailing canoe. They all went along to see Reg Suter at Suter’s Yard near the Bridge Hotel, Reg who was a firm friend found an old boat hook that would make a mast which the boys took back to the club. Reg was for a long time Bosun at the club after he gave up the yard for a row of shops. An old jib served as a main sail and George made lee boards and an out-rigger to stabilize the canoe when sailing. The canoe sailed well by day and night for it was at about this time that they decided to experiment with sailing at night. Sailing by feel of the boat was a new experience particularly as winds are invariably light at night. Cheesy’s favourite sail was tacking in a westerly up the narrow channel to the flood arch behind the airfield. Tacking as the centre board touched, fantasising he was a stately Spanish Galleon sailing by the Isthmus; not aware that Spanish

Southwick circa1947.

galleons were not very good at going to windward.

The scow had a dipping lug rig and Cheesy, with the aid of a block was able to lower the gaff to pass under the bridges. This went well until one day he went too far and the mast was caught between the pipes under the old Norfolk Bridge. The only way out was to heel the boat till it was partially filled with water and drifted free.

He managed to reach the sand bank opposite the town, but without a bailer had a problem.

He decided to try to heel the boat by pulling on the stay; unfortunately he did not check the opposite stay was tight. Crack, the mast broke, so he then had to do what he should have done before, search the sand bar for an old tin to bail out. On arrival home with two pieces of mast he was accused of breaking the mast under the bridge. He had always been told “tell the truth and you will not be in trouble”, but apparently not this time. All ended well however; a friend had seen the whole episode from the quay behind the town and relayed the circumstances to Cheesy’s father. His Uncle was a shipwright at the yard and told him that once it was glued with Aerolite 306 it would be stronger than before.

Another trick was to lie in the bottom of the boat reaching up to the tiller, thus giving the impression the boat was sailing on its own. One day returning from sea in the harbour mouth he was rudely alerted by the sound of a siren, to see a coastal tanker bearing down on him from seaward. Coasters were often alongside the wharfs in the river, invariably facing upstream, so that when it came to sailing they had to be turned and the average coaster was not much short of the width of the river. The procedure for turning required that the bow be held fast and the rudder put hard to port to catch the incoming tide and start the vessel swinging. On the way round the rudder was put to starboard and the prop turned to help her round. Judging when to go astern and let go made this a tricky manoeuvre, then deciding when to go ahead and turn clear of the berth. On a Saturday with racing in the river, the pilot was not helped by a fleet of racing yachts jockeying for position and thus passing close astern within feet of the thrashing propeller, as only a quarter of the width of the river was left clear for the vessel to manoeuvre.

Peter Cheesman

Shoreham yard.

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X Marks the Spot

Brian Thomas attended an X yacht rally in the Beaulieu river in his new x332, Tyke.

Beaulieu River evening.

I bought Tyke, an X-yachts 332, in 2013, that was moored up in Kip Marina on the Firth of Clyde near Glasgow. To be honest, Tyke was not my first choice. I had already made an offer for Blue Max, another 332 based in the wonderfully convenient Hamble. However due to a short delay completing the sale of my old boat, a Westerly Oceanranger, a party of Germans descended on Southampton and gazumped me.

Unlike the normal trend in sailing, I bought Tyke to change from outright cruising to racing.

Although I have completed some 18,000 miles blue water cruising since 2007 I have never raced dinghies or yachts before, so the crew and I are experiencing a very big learning curve. The previous week we completed a Rally/Race to St.Valery en Caux and came last on corrected time. Our handicap is too high I cried. But it’s just a poor excuse. So the weekend trip to Beaulieu took on an even more important role to meet fellow X yacht owners. I should add at this point that Tyke has exceeded all expectations.

I did a lot of research and narrowed my choice down to the Beneteau First boats before someone mentioned X-Yachts. After a quick look on the X-Yachts website I was convinced the 332 was the boat for me.

I was overjoyed with Tyke, following a week cruising the Western Highlands of Scotland and three weeks bringing the boat back to Shoreham. We had two problems, both self inflicted. We bent the Vang mistaking the Vang rope with the 1st reef of the Main and broke the self tailing winch with a riding Genoa sheet.

Both incidents were due to excessive and unnecessary pressure being applied rather than any fault with the boat.

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On the day in question, we set off from Shoreham for the Ginns Farm rally at 22:30 Friday evening with a passage plan to arrive in the Solent by early morning. I didn’t want to take the short cut through the Looe Channel against wind and tide as this particular crew

were new to Tyke, so we opted for the Outer Owers. With wind and tide against, it took us six hours to cover 22 miles to the Owers Cardinal which is pretty good considering the tide and wind against. My previous Westerly would still have been struggling to pass Worthing pier! In fact I remember exactly the same passage and conditions in 2010 when we had had to return to Shoreham. I was mightily impressed with Tyke.

It conquered my bête noir – the Outer Owers in an S Westerly wind. Just as we passed this buoy the wind veered round to an N Westerly directly on our nose again for the course into the Solent.

That’s sailing I suppose! After a couple of hours the wind continued to veer to the North which enabled us to lay the Nab Tower. Not perfect

All smiles aboard Tyke.

Kate on dolphin/whale watch off Ta’haa (in background)

WHERE YOU WENT & WHAT YOU DID but it was getting us there. Eventually we arrived in the Solent with a F5/6 Northerly wind, quite enough to get us up to the River entrance. I had visited Beaulieu once before but was still very careful to ensure we kept the Lepe house transit of 324 degrees. We finally arrived off the Royal Southampton Yacht clubhouse at 10:15. A total of 66 miles and 12 hours sailing. Normally this passage would be no more than 50 miles as the crow flies. This compared with the trip back from St Valery the previous week, when it took ten and a half hours to cover 74 miles.

Benign conditions through the channel.

We were all tired, but not too tired to crack open a couple of beers each. It was such a beautiful morning with just the wildlife to keep us company. A wonderful setting. By mid afternoon I was wondering if we had the right place but then John Noë on La Nef IV turned up after a windward passage from the Hamble in gentle winds and hot sunshine. Gradually other boats appeared including John and Aafke Oldridge on Perseverance. I was beginning to feel a bit out of my league with such handsome boats but everyone was friendly and so welcoming.

John was especially helpful with lots of good advice on how to set up a 332 for racing. He gave absolutely priceless advice for my humble entrance into competing with spinnakers and battened mainsail etc, etc. At one point I was rather shocked when John asked where the chocks were for the through deck mast fitting.

“Oh that’s what those bits of rubber should be for”, was my reply. John said he had a spare choc in the garage which I could have. Many thanks John as I have now fitted the seal and can rest assured the mast will not wobble around anymore.

We had some delightful pre-dinner drinks, compliments of X-Yachts and hosted by chairman Max Hubbard and his wife Celia. Once again I found all the skippers so helpful and willing to lend advice for sailing Tyke. Thank

you all. By 19:30 we were all ready for tuck and the RSYC didn’t disappoint with a superb three course dinner and good selection of wine. One of our crew has a number of allergies such as nuts and the chef excelled himself to ensure Jo was satisfied. I received very big thumbs up from her. Happily speeches were kept to a minimum and everyone departed happy and replete. After a 12 hour night sail we were more than ready for bed.

The weather forecast for Sunday was for an S Westerly F4/5. However up the river we were almost becalmed with another hot sunny day ahead of us. We left the pontoon at 10:15ish and motored down the river. Upon joining the Solent there was little wind and two knots of tide against us so we kept the engine on, much

to my regret. The promised F4/5 winds were not forthcoming until we were within two miles of the Inner Owers. Happily the breeze then started to kick in and we sailed through Street and Boulder buoys under sail. I’ve never seen that channel so benign. Very quickly the wind increased but directly on our backs. Should we raise the spinnaker I thought? Well with new crew I decided to goose wing the main and genoa. With the wind now gusting F5 we were really shifting and planing at 10 knots. Great feeling. Then the anemometer gave up the ghost and we had no idea of wind speed and I was not about to go climbing up the mast. By 18:15 we were outside Shoreham harbour and rushed in to get the 18:30 lock. Perfect timing but rather a challenge when we turned into the F5/6 wind to get the main down. Luckily everyone was prepared for the sudden blast of wind. Getting Tyke into the Sussex Yacht Club mooring was a bigger challenge as I had to treadle my way past boats on both sides and the wind was blowing the bow around. After three tries we managed to squeeze in but at the last minute instead of turning the engine off I left it running and fouled the lazy line. That will require a wetsuit job later in the week.

So all in all an excellent weekend at the Rally, and many new friends who gave lots of excellent advice for the coming seasons. A cracking sail back to Shoreham and hopefully only half a unit to replace the anemometer (I prefer to use units instead of pound notes, it’s easier to swallow. A unit is worth £500).

Thanks again to the committee for organising such a lovely venue and fellow X-Yacht sailors for your friendly welcome to the world of real sailing.

Jan at the wheel with a clearly chuffed Brian.

Brian Thomas

Wavelength | Autumn 2014

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Diary of a Day Skipper

Welcome aboard with Fairview.

Paula Fox, our SYC Training Administrator went to experience for herself the superb RYA practical training on offer through the club.

sailors but Alwyn assures us that it is OK; it does tend to be a bit blowy in The Solent. As we discuss the sailing plans for tomorrow I start thinking that I should have done some more revision as I appear to have forgotten most of the theory work I did seven months ago.

I completed my Day Skipper Theory course in February 2013, which I really enjoyed, but felt that I lacked sufficient practical experience to take the practical course straight away. Therefore I joined the crew on Moonlight Saunter for some pursuit racing in the Spring to gain much needed experience on the water. The next practical course was scheduled for October so I crewed as much as family commitments would allow, October came and it was now or never, oh well let’s give it a go.

After unpacking all our gear we walk to the local pub ‘The Bugle’ for a beer, a sandwich and to start getting to know everyone. Let’s hope we all get on as we will be living together for the next five days. We retire back to the boat to get some sleep but with the wind there seems to be a lot of squeaking of fenders and clanging of ropes, I guess I will get used to the noise by the end of the week.

Day 1 - Sunday 20 October Students are required to arrive at Fairview Sailing, Port Hamble at around 5pm, and I know there will be a maximum of five students plus the instructor on an eight berth Beneteau Oceanis 37. As usual the course was to be instructed by Alwyn Evans, a vastly experienced instructor who also teaches theory courses at SYC and is a genuine good fun guy; this will be important with six people living in such close confinement for the week.

We all gather at the Fairview offices in order to sign in and collect our wet weather gear. We are then lead to our home on water for the week - the yacht looks amazing, it is obviously not very old and the facilities on board are fantastic. There is a TV and even a full size fridge. We sit down for a briefing about the week from Alwyn, then go about storing all the food and drink in the endless cubby holes found around the main cabin, there is loads of food and even beer, what a feast we will be having!

I am allocated the fore cabin which is great, there is more room than I expected, a wardrobe too… I can really spread out in here.

We sit down for a chat about the next day, Alwyn advises us that a force seven is expected… We are all a little worried and we are all quite novice

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Day 2 - Monday 21 October We awake early from the noise, the movement and excitement of starting the day. It appears to be raining quite hard and yesterday’s forecast of a force seven seems to be spot on…. Oh dear we are all quite concerned about the weather, but Alwyn assures us that all will be fine..

After showering and breakfast we have a briefing about the day and leave Port Hamble to do some ‘Pontoon bashing’, these are Alwyn’s words but they turned out to be true, well what did he expect from day one in a Force 7. The wind was really howling making the mornings mooring practice really difficult.

After a well earned lunch in the saloon we set sail down the River Hamble and into the Solent.

We have three reefs in the main sail and a small foresail due to the strong winds, we make our way to Yarmouth in double quick time thanks to the tide and wind. Sailing across the Solent was really exciting and exhilarating, the best part of the day, the yacht was fantastic.

We practice a few ‘Man Over Boards’ on the way before we enter the harbour and moor for the night.

Everyone is really tired after a day in the fresh air and the challenges on our brains too. We have dinner on board and head to ‘The Kings Head’ for a beer or two before we crash out for the night.

We have lunch on deck in the sun, while successfully moored to a buoy in the harbour. Thankfully the weather seems to be improving, maybe we can take a layer of clothing off for the afternoon.

During the afternoon we have a lovely sail east through the gap in the submarine barrier between Portsmouth and Horse Sand Fort and then onto Bembridge where we moor for afternoon tea, very sophisticated!

From Bembridge we have a good sail back, practicing MOB’s again (will we ever get them right), to Gunwharf Quays where we moor for the night.

After dinner with wine we head ashore for a few late night drinks in ‘The Customs House’. Not too many though we can’t sail with hangovers... Or can we??

Day 5 - Thursday 24 October Day 3 - Tuesday 22 October After breakfast we do some mooring practice in the marina, in the pouring rain, then leave Yarmouth and motor to Newtown River. From here as the weather improves we sail to Beaulieu and anchor for lunch.

After the lunch the sun shows it’s face and we have a delightful sail back to The Hamble for an early dinner and time to work on our plan for the night sail to Portsmouth tonight.

After a lovely sunny afternoon we leave The Hamble around 7pm just as the rain starts. As we reach the end of Hamble River and head out into The Solent there is lightning all around us. All us students look nervously at each other as the weather closes in, Alwyn is the picture of confidence, he is obviously used to all weather situations and has everything in hand….

I am on the helm when suddenly the visibility seems to go to nothing, the rain is lashing painfully on our faces and the thunder and lightning is all over us……help! We are in the middle of a Force 8 storm gusting 50 knots on Bramble Bank, Alwyn confidently takes over at the helm and navigates us through near zero visibility towards Portsmouth. The storm clears and we replan our route into Portsmouth from our current position, wherever that might be, as quickly as possible.

Today is sunny and quite warm, maybe we might be able to take a reef out of the main sail. We leave Gunwharf Quays and cross the harbour into Haslar marina where we again practice mooring and leaving a mooring, then out into the river for mooring to buoys.

Once we have perfected our mooring skills, well almost, we head across the Solent to discover Wooton Creek then anchor off Ryde West Sands for lunch.

After lunch there is plenty more practice of MOB (how many more times will it take for us to get it right?), then onto Cowes where we moor in the marina for our overnight stay.

Tonight we eat out at a restaurant in Cowes, drink more beer and have fun as it is our last night together.

We are all relieved when we safely moor in Haslar marina for the night, thankful to have made a safe passage and all very tired. We have a beer and a chat about the extreme weather conditions then retire for a well earned sleep..

Day 4 - Wednesday 23 October Alwyn cooks bacon rolls for breakfast which is a lovely change from the usual porridge. After breakfast we all sit round the table in the saloon for a much appreciated theory lesson and discussion about the events of the previous night.

We leave Haslar after more mooring practice, mooring to a buoy and try more ‘man over board’ in Portsmouth harbour.

Day 6 - Friday 25 October The week is catching up with everyone as we all are feeling tired but have learnt so much.

We practice mooring again in Cowes marina, we all have got to grips with it now and confidently move the yacht from mooring to mooring.

We fill up with fuel at the harbour prior to our sail back to base. On our way across the Solent we can sail with full sails as the strong winds have subsided and the sun is shining. We do our final MOB’s on the way which we have now mastered after five days of practicing and Alwyn’s expert tuition.

We return ‘Fleur de Lis’ back to her mooring, clear the boat and wash the decks, leaving her in the pristine condition that we found her.

Alwyn has a private word with us all to congratulate us, everyone has passed the course and we are now qualified Day Skippers!

We all reflect on a tiring, eventful and satisfying weeks’ sailing then go our separate ways to get a well earned sleep back home in our own beds.

Paula Fox

Wavelength | Autumn 2014

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