2012 Summer Cruise - day 4/5

Royal Norfolk & Suffolk Yacht Club

The passage plan for the next leg of the trip was quite simple really - depart Lowestoft by 14:30 BST heading North. Nominal destination Scarborough, ETA 20:00 BST Tuesday evening. Alternate ports planned for were Blakeney, the anchorage behind Spurn Head and Grimsby.

We spent the morning sorting out everything that needed sorting such as filling up the stove with meths, topping up the outboard fuel tank and walking up to Asda for more petrol and so on.

We got under way about quarter past two and by half past we were sailing with the engine off. Fourty minutes later the engine was on again due to a lack of wind then off again after another twenty minutes as the wind picked up again.

Half an hour after that we were reefing the Genoa as things started to get a bit too exciting only to roll it back out again after twenty minutes!

Dinner cooking whilst under way

Finally as we headed into evening things settled down and we able to establish some routine. I took a break off watch then prepared sweet and sour chicken with rice for dinner - the first time we've cooked a meal under way. That went down a treat.

Progress was slow past the Scroby Sands wind farm as we fought against the adverse tidal stream. With a good working breeze we were able to make a good 2kts over the ground though which was pretty satisfactory.

Once the tide turned and with a bit more sting in the breeze we really got the hammer down. We were logging between 6 and 6.5 knots with a VMG of around 8 to 9 knots! Astonishing in a small boat like Brigantia.

Sunset over Winterton Ness was a spectacular sight which for once photographed well ...

Winterton Ness

Of course, it was too good to last. By midnight the wind speed had increased and George was struggling to keep her on course. Before Rik went off watch, we reefed down both main and Genoa.
Standing the night watch on my own was fine in itself. There was a tremendous lot of shipping out there but they were well clear of us and I found it surprisingly easy to interpret the navigation lights.

The wind was veering further and further into the West though and we were close hauled on the port tack just able to hold the course to the waypoint I'd set five miles off Cromer. Clearly we would not be able to lay a course directly for Blakeney Fairway so I held on well past the waypoint towards the Sheringham Shoal wind farm. Eventually, I decided it was time to tack although I estimated I'd still be around 40 deg shy of the course on the other tack.

I warned Rik so he wouldn't fall out of his berth and tried to tack her with the autopilot but she got caught in stays needing a lot more helm than George can deliver. Second time of asking, steering by hand, she just made it around. My estimate was spot on, the best we could do was some 40 degrees West of the direct course. To make matters worse, our VMG (velocity made good) was nowhere near what it needed to be if we were to make the morning tide at Blakeney.

It was time for some sums. Even my limited mathematical ability was up to the job of working out that we probably couldn't even make the tide under motor. Furthermore, given the sea state, entry over the bar might be out of the question anyway. Blakeney was out, no doubt about that. The same concerns would apply to Wells also. With the forecast talking about winds of F6 later in the day, that ruled out pressing on to Grimsby or Scarborough.

Yet more to concern me was that the extended outlook wasn't great either. If we did manage to make it into Blakeney without coming a cropper, we could be stuck there for days at anchor with no facilities unless we went for a paddle in the canoe. There was only one viable option, turn back to Lowestoft. It wasn't a decision I was particularly happy about. I don't think Rik was terribly impressed either when he came back on deck to find the coast was on our right instead of our left.

I am convinced however that it was the right decision.

Heading back South, unbelievably the wind backed over the next hour or two until we could no longer lay a course down the inside of the Scroby Sands even close hauled as tight as she'd go. By now I was cold, wet and pretty feed up so it wad on with the noise machine and full speed ahead.

Working vessel off Gt. Yarmouth

Mind, even at full throttle the engine could only push us through the confused chop and into the wind at about 4 knots. Fortunately, we had the tide with us and made it into harbour at a quarter to eight.
A quick hot drink and tinned breakfast later, we hit the sack for some much needed shuteye. Four hours later we were woken up by workmen firing up a Stihl saw to cut away some steelwork on the harbour wall. Tea, coffee and soup for lunch in the club house followed by a serious sort out on board to get the cockpit tent up and the wet gear hanging to dry under it.

The rest of today will be sleep, eat, beer then sleep again. Plans for tomorrow are still very much up in the air. The forecast for the next few days is frankly pants but we can't stay here for a week!

The track log ...

As can be seen, we were a hell of a lot closer to Blakeney than to Lowestoft when I made the call to turn back. However, the wind was blowing due West and rising, the seas were getting up and our ETA at Blakeney Bar was going to be no earlier than 05:30, probably later.

That would have put us at the entrance to Blakeney on a falling tide in wind and sea conditions that could well have made entry over the bar impossible. If we couldn't get into Blakeney, Wells would be no better and with F6 forecast for later in the day pressing on Northwards towards the Humber was out of the question.

Galling though it was at the time, and later for that matter, it was a good call to turn back.

2012 Summer Cruise - day 3

We had a rather disturbed night due to an anchoring mishap leaving us high and dry and leaning over at quite an angle for several hours.

Last night, as we turned the corner into the reach where we intended to anchor, we encountered one yacht already anchored there at one end leaving a vast expanse of space for us to use.Motoring a hundred yards or so beyond them, we picked our spot and turned in towards the bank. It being all but slack water, the anchored yacht was lying across the river into the wind which was blowing at ninety degrees straight off the bank.

Following the principle of always anchoring into whichever is stronger, the tide or the breeze, I asked Rik to motor us slowly towards the bank until the depth gauge read 5 metres at which point I'd let go the anchor. This we duly did and having gone astern to dig it in we ended up sitting there fat and happy in 8m of water.

A large steel ketch give into view and proceeded to anchor between us and the other yacht. We were mystified as to why he motored into the bank as we had done but then turned parallel to it, motored forward, then backed up before dropping the hook. Of course, what he was doing was motoring the length of his swinging area with an eye on the depth before laying his anchor in the middle if the length he'd made sure was clear of nasties.

If we'd done that, we wouldn't have swung out of the deep water onto a solid lump of mud of just the right dimensions to park Brigantia on! Spending the wee small hours at a severe angle of heel hoping and praying that we wouldn't fall over completely was not our idea of a peaceful or restful night!

I shall be wise to that one in future. No doubt I'll find something else to get wrong!

Orford Ness lighthouse

Despite this mishap, we were up and away before half past eight and back on our track northwards. As we motored out of the River Ore, we initially encountered a foul tide and very little wind so continued on under power.

By nine thirty we were sailing dead before the wind in a modest breeze. So much for the forecast F4 from the South West. As the day wore on, the breeze strengthened but stayed resolutely behind us. Never the less, despite a certain amount of rolling, we had a storming sail making close to hull speed through the water at times.

We experimented with poling out the genoa using the tatty telescopic boat hook and this worked a treat for a while until the end of the pole gave up under the strain. Without a doubt this is something worth further thought although the cost of a commercial whisker pole is a bit prohibitive. Typically, of course, they sell a lightweight pole quite cheaply in the US which would be ideal for our purposes but not in the UK

The breeze was really picking up from astern and eventually we rolled up the genoa altogether and sailed on under main alone to cut the horrible rolling that gets on your nerves after a while when sailing downwind. Even so, if we'd slept properly the night before I'd have been very tempted to press on through the night as originally planned but fatigue was bound to set in so we laid a course for Lowestoft harbour.

A couple of miles out, around two thirty in the afternoon, we started the engine and I went "on deck" to lower and stow the main (we'd already rolled up the Genoa half an hour earlier to cut the rolling as the breeze had really picked up now.

It was a sunny day so I wasn't wearing foulies. It was however sufficiently roly poly that I reached for a safety line and clipped on. Good job too because just as I heaved the mainsail down we were hit by a sudden thunderstorm. With no warning at all the wind strength went up several notches and the sea went from a bit lumpy to seriously rough.

Frantically signalling to Rik to keep her bows on into the waves, I clung on the the mast whilst the main flogged out to leeward. Nothing I could do about that, there was no way I could get hold of it and haul it inboard. It would have been equally stupid to try and get back to the cockpit.

Stormy weather

I became intimately acquainted with significant quantities of North Sea whilst Rik got quite thoroughly rained on as we turned tail and ran away from the harbour entrance. As Rik later said, it seems counter-intuitive to motor away from the harbour but in that sort of situation, your far safer standing back out to sea than trying to get into a narrow harbour entrance with very solid things to hit all around you.

We were making slow headway through some rather big waves - at one point, from my perch on the cabin roof, I was looking down, down and even further down as Brigantias' bow reached out into space over a terrific wave trough. Down she went and as the bow dipped it crossed my mind that waves come in sets and what goes down must surely come up again. Sure enough, the bow plunged into the face of the following wave and threw a heap of water across the deck to add to my woes. Brigantia however took it all in her stride and showed no signs of being overwhelmed which was quite a confidence booster.

Eventually, as the storm cell blew through, I was able to scramble down through the forehatch and regain the cockpit via the cabin! Some while later we managed to get the main under control and some ties on before turning back towards the harbour.

Lowestoft Harbour entrance

We finally made port nearly an hour and a half later than would have otherwise been the case having lost exactly 1 hour and 20 minutes running off and then clawing our way back to where we first started. Nailing her to the pontoon and putting away just the essentials we beat a hasty retreat to the club bar stopping to chat briefly with another skipper who'd been caught by the storm cell as well.

Beer!

He, stout fella, joined us in the bar for a couple of beers and a mutual "I don't believe it" session despite having spent about 27 hours at sea single handing down from Grimsby. He headed off for some well earned rest and we stayed put! We'll be back on board shortly and hitting the sack no doubt as we're both just about out on our feet. We think tomorrow is going to be a stay put and sort out day as the cabin is a complete shambles after this afternoon!

Later, Rik pulled up the weather radar data on his smart phone and we could see the thunderstorm cell develop from nothing just inland of Lowestoft before shooting out to sea, giving us a damn good thrashing and then fizzling out to nothing not much more than an hour later. The general comment around the yacht basin was that it took everybody by surprise and was a most unusual weather event.

The mad dash back offshore - the track log illustrates how fortunate we were that the best direction to head in to cope with the sudden rough seas was also the best direction to head in to avoid shallow water and sandbanks (something which was a cause of great concern to Rik at the helm as neither he nor I could see the chart or the plotter, I had other things on my mind at the time!)

2012 Summer Cruise - day 2

Early morning tranquillity at North Fambridge

It was a very early start this morning with the kettle on at a quarter to five. That which revives to individual choice and taste duly drunk, we diced into the showers on the basis that we might not get another chance for some time.

Back on board, some final sorting out was sorted out, the water tank topped up and the shore power disconnected. We were under way by 7:15, an hour before high water but a little later than I'd intended.
Half an hour later we had the Genoa set followed ten minutes later by the main. With the engine off once clear of Burnham we sailed on downriver.

Wake shot!

It wasn't to last however and by the time we reached the Whitaker Channel the wind had died and it was on with the engine. We motored all the way up the Wallet with a couple of abortive attempts to get sailing again along the way.

Rik had an hour or so off watch for a nap and then knocked out a round of cheese sarnies for a late lunch. It now being nearly 3pm and with little sign of the forecast strengthening breeze from the South West, we discussed options and laid a course for the Pye End buoy heading for Hamford Water for the night.

Sure enough, the breeze now started to pick up leading to a rethink and the decision to put her back on course for Orford. By now we were motor sailing and once we'd crossed the Harwich shipping lane, having slowed down to pass behind the dredger which was heading out, it was off with the engine and some proper sailing at last.

Spot the pot markers

Although the breeze had picked up and now continued to strengthen, far from being the perfect South Westerly, it was somewhat East of South and with a roly quartering swell and a roly quartering shifty breeze it was an interesting and at times challenging sail.

It was made somewhat more interesting for a while as we strained our eyes to spot the plethora of grungy pot markers littered all over Felixstowe Ledge. Granted the fishermen need to make a living but they are putting people at risk. I'd hate to try and make my way over this leg of the route in the dark.

Orford Haven safe (ish!) water mark

We arrived off Orford Haven just past half past six, about forty five minutes before high water. Perfect timing in fact. Given the sea and wind conditions I decided discretion was the order if the day and we dropped the sails close to the safe water mark at the beginning of the entrance channel and motored in.

A couple of big rolls made life interesting as we entered the channel including one that would have sent the Nav table flying if I hadn't got a foot on it just in time!


 Once into the river we were astonished to see our speed over the ground hitting 8 knots. Even close to high water there was a fair old current running.

Abrahams Bosum anchorage at sunset

We dropped the anchor at half past seven in 8 metres of water around the back of Doveys island. Coffee and dinner ensued followed by an issue of beer to the crew.

A locker quarrying exercise put approximately 9 litres of fuel into the main tank. We were motoring for 7hrs11m so, allowing for the main tank having been slightly overfilled the other day, we used approx 1.4 litres per hour.

We're about to discuss plans for tomorrow over the last of the beer ration then it'll be an early night!

 Track log for the day ...

2012 Summer Cruise - day 1

Pile of kit and stores

Brigantia already moored up when I arrived

Tins stowed in the seat locker

Rik arrived first and fetched Brigantia up onto the pontoon. Much head scratching and care taken over stowing the large quantity of supplies.

Replenished fuel stocks - well over 50l on board
Pub, grub, beer and plans. Now bed ready for an early start

PS. Third attempt, previous two lost, Hence brevity!

The countdown begins ...

It's T-24 (hours unfortunately) before I cast off the shackles of everyday existance and set off on a wild adventure ...

Oh all right, so I'm getting a bit carried away again :)

Never the less, the excitement is building with one more night at work to go before I can beat a rapid path down the A14 to the boat.

The new toy arrived this morning and was waiting for me when I awoke. Neat little unit and straightforward to operate. It'll be handy in the cockpit but it comes with yet another dedicated 12v charging lead. I'm getting them confused and mixed up so I think there is going to have to be a charging lead labelling session at some point when we have an idle moment!

Solved the "where the hell are all my socks / pants / t-shirts?" problem (a key drawback of three blokes in one house) by nipping in to Tescos on the way to work last night and buying several packs of each! Once the towels and fleeces currently going around and around in the tumble dryer are done I can finish my kit bag packing.

Then there is the nav bag and nav laptop to pack back up, I've just about finished sorting the paperwork and what have you out at last. The last piece of the puzzle arrives courtesy of Tescos home delivery later this afternoon. I'll get some stuff loaded in the car tonight before going to work then chuck the last of it in before I leave tomorrow.

And that brings us to the big issue ... what's the weather forecast looking like?

Encouraging I'd say! The most important thing being wind - how much and where from? It looks like F3/4 is the order of business for the first few days of the trip starting off in the North West, giving us a beam reach downriver, before swinging round into the West and generally staying there, somewhere between North West and South West, right through until the end of the week.

Next Thursday looks a bit dicey though ...

... with F5 to F6 (and probably at least F6 in the gusts) all down the East Coast however that belt of breezier conditions, generated by a low over the North Sea, is forecast to move away to the East by the following day.

Into the second week and it looks OK in so far as it goes. The forecast suggests normal wind patterns for the time of year (South Westerlys in the 10 to 20 knots range) but then out beyond the immediate outlook it tends to trend towards statistical averages as you'd expect so I wouldn't place too much reliance on that!

Wind aside, the general outlook is for a sunny weekend, if perhaps a little cooler than of late, and then fairly average conditions during the week ahead. Some sunshine, some showers, maybe (and this could be important) a bit of mist here and there.

If the forecast stays as is, and provided the strong winds forecast for next Thursday don't extend beyond a 24 hour window as the forecast for the middle weekend of our cruise firms up, it's looking good for plan A!

So much to do ...

... soo little time left before we're off ... yipee!

Major news is that we're definitely two handed, Mark has to work. It's a bummer but there's no help for it.

Yesterday, Rik and I spent half the afternoon sorting out a big shopping order to Tescos for delivery tomorrow afternoon. As Rik put it, we don't want to spend the first few hours of the trip in Asda! Amazing how much grub and what have you two people need for a fortnight. Then add an adequate supply of bottled water and what I suspect will prove to be an inadequate supply of bottled beer and hey presto, you've got a bill for nearly £200!

Meanwhile, I've all but got the technology sorted out and organised. After a trip to Maplins I've acquired a really neat tiny little Bluetooth dongle to replace the one that's gone AWOL and after a bit of faffing about persuaded the Bat Phone via an app to send NMEA data over bluetooth to Memory Map running on the laptop! So even if I can't find the bluetooth GPS mouse on board I've got the means to get a GPS fix into the chart plotting software on the laptop (I can also do it via USB but that means an inconvenient bit of string twixt phone and laptop)

I've transferred all the outbound routes to the phone as well - it's a nuisance that Memory Map on the phone doesn't use their proprietary .mmo data files, have to convert every file to .gpx (GPS Exchange) format. Hey ho, the joys of computers eh? I've also made sure that the phone has downloaded all the relevant charts - there is no option to bulk download and it would be a pain over 3G and a waste of time with no data connection.

Something that's been nagging at the back of my mind is the problem of not being able to hear the VHF over the engine noise when motoring. Added to that of course, we have a single point of failure. Now around our normal cruising grounds of the Crouch, Roach and Blackwater the VHF is of limited importance. Yes, we make the occasional call to a marina to book a visitors berth but that could be done by mobile phone. Other than that, the only other significant purpose of the VHF is for making emergency calls.

However, we're planning to sail into waters under strict VTS (Vessel Traffic Service) control where we are obliged to maintain a listening watch on the relevant channel and to communicate our intentions and indeed, in some cases, obtain permission before proceeding. So this morning I put in a crash order on express delivery for a basic cheap Cobra handheld VHF. It has all the functions although it's not the most powerful hand held VHF on the market. Nor is it totally waterproof, merely water resistant and it won't float. On the other hand, it was a third of the cost of units that will do all those things! Given that we had decided not to spend any more money on the boat this season I figured I would be in trouble if I spent any more than absolutely neccessary!

Less sucessful was my hunt this afternoon for a second 10l jerry can. Not one to be had in Kettering anywhere. So in the end I bought a couple of 5l plastic cans to add to the two I've already got in the shed. It gives us the required quantity of petrol ... or at least as much as I think we can realistically squeeze on board at any rate ... albeit not in as convenient a form as I'd like. I also bought a rechargeable 2000 candlepower spotlight - Glen gave us one when we got the boat but it's now died - as the little LED job we've got on board, whilst handy, is a bit feeble

Finally, this afternoon, I did a bit of admin and updated our Coastguard CG66 emergency details, added the hand held VHF to the Ships Radio Licence and printed off the route plan and tide tables. Now I've just got to finish off inserting that lot into the boat file and pack up the laptop, GPS and associated leads and that job is put to bed.

I haven't even started sorting out my clothes and what have you yet!

Plans laid so ...

... lets get on with it!!!

I've finally finalised the passage planning for the outward leg of the cruise - there's little point in planning the return leg at this stage since so much depends on how far we get and where we end up by next Friday (by which time we must be heading back to base assuming we ever get out in the first place).

It's looking extremely unlikely that we'll have Mark with us now due to his employers shafting him on his holiday. That leaves us a bit short-handed for the ambitious plans we had to go non-stop from Fambridge to points a long way North.

The plan hasn't, fundamentally, changed but the mindset has to some extent. Although the passage plan is still based on the notion of running non-stop for three or four days from Fambridge to Sunderland there is a tacit assumption that we'll be bailing out for a few hours sleep along the way and various diversions and alternatives have been set up for that purpose.

Then, of course, there is the ever present imponderable of the weather. The wind forecast, and that's the bit we're really bothered about (who cares if it rains? We've got foulies!) is shaping up much better than it was looking.

Broadly speaking, by Saturday lunchtime we should have fair winds and it mostly stays from roughly South West for most of the week. There might be a couple of days later in the week, by which time we ought, if things go to plan, be heading back South, when the wind is foul but then it's predicted to come back in our favour again.

What's more, there's not too much of it forecast by and large. Again, there is a matching two day spell of 20kt plus forecast at the same time as it goes round to the South East which is not what we want to see really but no gales are predicted by any of the models.

I wouldn't put much faith in the forecasts beyond four or five days out but it does look like a promising start at any rate. Given how much time we've spent firmly nailed to the pontoon at Fambridge going nowhere at all due to blasted gales that will be a distinct improvement!

Now all there is to do on the passage planning front is to transfer all the data from my big laptop to the boat laptop and upload the routes to the GPS and my bat phone.

Next big job is shopping for supplies. Need to do that today to get it delivered tomorrow as I don't want to be mucking about with shopping deliveries on Friday

Of charts and things

Technology is all very well but despite having two types of nautical charts on the bat phone (Navionics vector and Admiralty raster via Memory Map) and two versions of Admiralty raster charts on the laptop (Memory Map and SeaClear) I just don't like the idea of heading off the map as far as available paper charts are concerned.

On the other hand, buying the Admiralty Leisure Folios to cover all the way North as far as Sunderland would be an expensive excercise for charts that, at best, are probably only going to be of use on this one trip and, particularly as far as the more Northerly areas are concerned, probably won't get used anyway!

So today I wandered around Amazon.co.uk and purchased two Imary C series charts - C29 Harwich to Whitby and C24 Flamborough Head to Fife Ness.

OK, so C-series charts are too big for our little chart table and would have to be folded but given that the two charts together cover virtually the whole trip (apart from the first few hours out of the Crouch and up the Wallet) and cost a good deal less than one Admiralty Leisure Folio they'll do for me!

OK, so that's the navigational charts sorted out now for the weather ...

With 10 days still to go, the forecast model is still basically guesswork but it starts to firm up now as we get closer to departure time. And as things stand it's looking frustrating. Just 48 hours ago, the GFS weather model was forecasting South Westerly 15 to 20 knot breezers for the first few days with the wind backing into the North West mid-week. Just about perfect in fact (although a a few knots less wind would make it ideal.

Unfortunately, and unsurprisingly, things have changed somewhat on the latest run of the computer model today ...

The charts for either side of midday Sunday are every bit as bad ... or worse!

If this forecast holds up, I doubt we'll make it very far up the coast at all. Wells-next-the-Sea would be doubtful in an F3/4 Northerly and we'd be betting on being able to cling on close hauled on the starboard tack on the long leg from Cromer to Flamborough Head. Having to tack would cost us an enormous amount of ground and time.

The problem is the Azores High is predicted to move North, which is a good thing (it pushes the jet stream back where it ought to be) but is hanging out well to the West ...

... and it's also potentially developing a bit of a local system over Scotland, not visible on this chart, all of which combines to produce a Northerly airflow down the East Coast just when we don't need it. Then we get a low that moves in mid-week producing 24 to 36 hours of F5 from the West or South West (we might be able to do something with that at least) before things settle down to F3/4 North Westerlys for the rest of the week ...

Well at least the gales seem to be in abeyance for once! And apart from some rain on the Thursday, the week is forecast to be fairly dry. If this is what we get, and I wouldn't be the least bit surprised, we'll probably be looking at less ambitious plans in and around the Thames Estuary. Then again, it'll probably all look different tomorrow!

The Petrol Crisis ...

... and other liquid matters

Yesterday I blithely stated that we'd have fuel on board for 24 hours and implied that this would be sufficient to allow us to motor any one leg of the planned cruise.

On reflection and after reconsidering the matter, I reckon I was a tads optimistic

We currently carry a 23 litre outboard tank and a 10 litre reserve Jerry can. Then there's a final last ditch reserve of a litre in the built in outboard tank (a "luxury" we didn't have with the old engine). So based on our tentative consumption estimate (and it is very tentative at that) of approx. 1.5 litres per hour that's actually just about enough for 22 hours of running. In reasonable condtions our cruising speed under motor would be 4 knots giving a range of 88 miles.

However, in less than ideal conditions (and especially batting into a choppy sea with the wind and tide against us) we'd be lucky to make 4 knots and we'd probably be burning closer to 2 or even 2.5 litres an hour

At 2.5 litres per hour we'd have fuel for less than 14 hours and potentially a range as low as 40 miles. That's less than half the distance of the longest 90 mile leg from Scarborough to Wells.

Now there's simply no way that we can more than double the amount of fuel we carry, even temporarily. However, I'm very much minded to squeeze another 10l jerry can into the fuel locker which should then ensure that we have at least 50% more fuel than we would need to make for the nearest safe harbour - even if that meant a diversion into Grimsby to refuel!

And whilst the subject of liquids on board was excercising my thoughts in the depths of the night, I remembered that we've started on the last 5l bottle of meths so I got on the bat phone and ordered two more 5l bottles. Should ensure that the stove doesn't run out of fuel even if the boat does!

And that has set me thinking about another essential liquid ... water!

In the days of sail and the press gang, the Royal Navy used to reckon a gallon a day per man for all purposes. General guidelines for the modern sailor, camper etc. is pretty much the same. Round it down and call it 4 litres per person per day. That works out at 12 litres a day for the three of us.

We threw out one of the two collapsible 20l containers after it went mouldy, black and horrible inside. The other one is still on board and should be usable. That plus the 20l tank in the forepeak is enough for over 3 days. However, we've got into the habit lately of using the big 5l bottles of water from the supermarket for drinking due to the tap water in the yard tasting bloody horrible in a cup of coffee! Add say four of those (they'll stow either side of the water tank quite nicely) and we're up to 30 litres although finding somewhere to keep the folding water carrier when it's full is a pain.

That's enough water for 5 days of normal usage and given that we're out for four days solid it's a wee bit tight for comfort. Could do with another 20l on board really. So, the easy option is to buy four more of the big bottles from Tescos and shove them somewhere out of the way. Stowing them shouldn't be a major problem.

In fact, I've just had a look at prices and 2 litre bottles of Tescos value still water are half the price per litre of the 5 litre bottles. However, whilst easier to use once opened that's a lot of bottles to stow and it's surprising how much space the fresh air around those bottles would take up

Right, that's it for liquids

Ah, yes, hmm. Booze.

I'm fed up with tinned beer on board. It keeps leaking into the bilges and it's always me that ends up dealing with the resulting stinking mess. Henceforth, tinned beer and cider is banned. These days, I often prefer to put a hefty slug of rum into a cup of coffee rather than drink beer anyway.

I shall consult with the crew as to what they'd like on board booze wise but drinking will be strictly limited when we're under way. Not banned outright, a single beer or shot of spirits is fine by me, but definitely no more than that.

The Six P's

a.k.a. Proper Planning Prevents Piss Poor Performance!

Less than a fortnight to go now to the BIG SUMMER CRUISE!

Two whole weeks, three keen if inexperienced crew and a small boat - and the question we're asking is "how far can we get in a week ... and then get back again?"

Obviously, the first really big question mark is the weather. Lets face it, it has been pretty pants so far this summer. No, I'll rephrase that, it's been totally pants. If it hasn't been chucking it down with rain, it's been blowing a gale. Often both at the same time.

However, there is a glimmer of hope. The consensus amongst the weather gurus is that the jet stream is going to move North towards the end of this month and we should start to see somewhat more typical weather for the time of year.

Looking at the GFS model runs, all one can say is that things are unpredictable! The surface wind forecast for the first part of our cruise has changed drastically on each of the last three runs (the model is run every six hours) which basically means that it is a low confidence forecast.

The one thing all three runs seem to agree on is that we should be looking at F3/4 maybe F5 and two of the three runs predict winds from a generally Westerly direction which would be good!

So, if we suppose (and I freely admit that this is a case of hope and optimism triumphing over realism and experience) that we get F3/4 from the West or South West what might we be able to do with it?

Outward Leg

Plan here is to arrive at the boat on Friday afternoon, get on the pontoon and load up. We'll spend the night on the pontoon mainly to juice up the batteries to the max with both batteries on seperate chargers. Then we'll make an early start on Saturday morning - high water is around 07:00UTC but it's neap tides so there's nothing to be said against and lots to be said in favour of making an earlier start.

Once we're on our way, we don't stop unless wind or waves make continuing unwise! Even at a lowly 3 knots (which we can be reasonably certain of averaging), three nights at sea sees us to Sunderland by Tuesday evening. OK, that is a lot of sea time and a long haul but it's also a worst case scenario - if we can get our average SoG (Speed over the Ground) up above 4 knots and a bit, we could make Sunderland by Monday evening, a whole day earlier.

And a 4+ knot SoG is very achievable with an F3/4 breeze from the West or South West. In such a breeze on a reach Brigantia readily hits in excess of 5 knots

Of course, this would mean three nights and four days at sea. That begs a whole host of questions.

Taking into account my well proven ability to function almost indefinitely on relatively little sleep (I rarely sleep more than 5 or 6 hours a day, usually in two or three segments, anyway) and Marks' tendency to owlishness (he sleeps all day and plays all night when he's not working) and given that Rik likes his kip I've come up with a watch system that I think fits the bill rather well ...

OK, so that's two systems! The top system, "Sevens and Fives", is what we've agreed will work well under normal circumstances where we only need one person "on watch" most of the time. So in the sort of conditions where we'd plan to be out overnight, Rik (1st Mate) and Mark (2nd Mate) would share the watches between them. I'd surface every few hours to relieve them for an hour or so mid-watch and otherwise when necessary to carry out navigational duties etc. and the rest of the time I'd be "on call" if needed.

However, if we found ourselves caught out in conditions where the tiller pilot was unable to cope and/or the helmsman needed more frequent relief, we'd switch to "Threes and Twos" where there'd effectively always be two out of the three crew on watch. Obviously, the lack of decent rest this would entail would make it a chore rather than a pleasure but it's a strategy we would only adopt if it was unavoidable and we'd be making for the nearest available shelter in any case!

Talking of the tiller pilot, it obviously makes long spells of a single watchkeeper feasible because they can nip down below to pop the kettle on or use the heads without the boat heading off onto whatever course she sees fit. However, certainly whilst under sail we won't be using it continuously because the batteries won't stand for it. I'd estimate maybe 20 to 30 hours of use is available before battery 2, to which it is wired, would need recharging. On the outward leg of the journey, that means maybe an hour in each watch can be steered with the tiller pilot. Of course, that's based on the "worst case" consumption scenario and with the boat properly trimmed in decent conditions we may be able to get much more than that out of the setup. We shall see but once battery 2 is flat that's it with the tiller pilot until we can get it recharged - and from fully discharged the on board charger will take some time to do that and the engine even longer!

And talking also of running the engine, we'll have fuel on board for about 24 hours running under motor so any thoughts of motoring the whole way there or back go right out of the window! Apart from the cost, it wouldn't be my idea of fun anyway. That said, enough fuel to motor any one leg between available ports is a must and that's what we shall have - and if it's used it'll need to be topped up no matter how inconvenient that may be.

So in the extremely unlikely event that we make it all the way North to the town (sorry, city now) of my birth, what do we do next? ...

We come back again!

This time however we port hop back down the coast calling in at Scarborough, and taking a day off there while we're at it then Wells-next-the-Sea.

Scarborough to Wells involved a single night at sea - going into Grimsby would be feasible but would potentially leave us short of time later in the trip.

From Wells, we take a diversion, and spend another night at sea, to head out to the approximate location of the wreck of the SS Joseph Swan

If you've read this blog thoroughly, you'll know that my uncle was Chief Engineer of the Joseph Swan and died when she was torpedoed in WW2.

We complete the journey via Lowestoft, Hamford Water (or possible Shotley Marina), Heybridge (where my maternal ancestors originated) and finally back to our home mooring in Fambridge

All told, if achieved, we'd cover some 600 nautical miles and spend five nights and 12 days at sea

It is do-able although to be honest I'll be happy if we get as far North as Wells-next-the-Sea!

Feeling guilty!

About my dreadful memory as it happens

I've just recalled being hailed and having a brief conversation with someone off the East Coast Forum who reads this blog

I wasn't, to be honest, at my scintillating best that Sunday morning in Burnham Yacht Harbour - lack of sleep mainly - and to compound my less than enthusiastic response to the hail, I then forgot all about it when writing up the blog two days later. Now I can't remember the name of the chaps boat either  :O

So to you dear reader, whoever you are, apologies! I'd like to claim that I'm not normally such a miserable useless git but I fear that I probably am  :-)

July Weekend

Having tried and failed to get Sunday night off, Jane suggested we try heading down to the boat straight after work last Friday morning. So with a quick pit stop for coffee that's exactly what we did. It was fairly horrible on the way down - when it wasn't raining it was pouring - but as forecast it had brightened up a little by the time we parked in the yard at North Fambridge.

We could have done with being an hour or so earlier as the tide had already turned but the row down in the tender againt the flood tide wasn't too bad with the new decent oars. Instead of paddling furiously to modest effect each stroke now propels her along nicely. When I get around to fitting the new galvanised rowlocks it should be even better.

Once on board, we quickly sorted out to move up to the pontoon and, to my delight, the engine started first pull of the cord - first time I've managed that trick! Once along side we wasted no time in getting our heads down for a few hours. In fact, although I woked up and read for a while before dozing back off, we slept so well that it was well into the evening before we surfaced.

We had intended to eat up the pub but we'd now have had to really get our skated on to make it before last food orders so into the pan went a bag of rice and onto the stove went two tins of beef curry and with some bread to mop up with a feast fit for a king, well a king of very modest means at any rate, was soon on the plate.

After dinner, we settled down to watch "The Girl With The Dragon Tattoo" on DVD only to find that we'd got the original Swedish version not the (apparently) much better remake. After a while we decided it was rubbish and tried streaming the other version of the film. For once we'd got an effective signal on the 3 dongle and it streamed perfectly. Unfortunately, after another 45 minutes we were waiting for the film to live up to its billing. A thriller? I think not! We didn't fancy the best part of two more hours of boredom so we gave up and turned out the lights!

Next morning we arose, not it has to be said particularly early, and debated what to do for the day. As we'd been invited to dine with friends aboard their boat in Burnham I called up Burnham Yacht Harbour on the VHF and arranged a berth for the night.

Once we'd sorted ourselves out, we set off downriver. I made a hash of trying to sail off the pontoon under genoa - why I tried it I really don't know - but having had the good sense to start the engine in case it didn't work I was able to keep things from going totally pear shaped. Once clear of the moorings, I killed the engine altogether and hoisted the main for good measure.

Of course, although the forecast was for South Westerlys, we had a South Easterly with some extra Easterly in it. In other words, it was just about precisely coming from the wrong direction. Oh well, just got to love beating down river short tacking single handed. Yep, single handed 'cos madam was glued very firmly to the inside of her sleeping bag! It's not her sort of conditions when the boat starts standing on her ear periodically. Meanwhile I was having fun experimenting.

George the tiller pilot wasn't coping too well with the gusty conditions either - at times we were seriously over powered and the tiller pilot was too slow to respond and didn't have enough throw to keep us from rounding up. That didn't surprise me to be honest, I wasn't actually expecting it to cope, but it was worth finding out to what extent it could be used in such conditions. With less sail it would handle it I think and although we wouldn't be as fast on a long short handed beat to windward it might be preferable to being glued to the tiller for hours on end.

Once I'd given George the heave ho and taken control myself, we started making good progress. We were even gradually, if almost imperceptibly, overhauling a small gaff cutter that had left Fambridge ahead of us ... right up to the point where he put in one tack and disappeared around the next bend to our three. I'm still mystified as to how he managed to do it. At the same time, the somewhat larger bermudan sloop that had left some time after us finally overhauled us and completed my misery! One day we'll actually manage to overtake something!

Alright, lets be honest here. Short tacking into a stiff and gusty breeze against a foul tide single handed is savage amusement in a small bilge keeler with old slightly tired sails! Just making any appreciable progress agains the tide at all is quite an achievement. Never the less, I can't help feeling that I'm not getting the best out of her. I really need some time and space to play around with the sail trim and tuning and get a feel for things. Right now I'm just guessing!

Anyway, with Burnham in sight and the moorings approaching I decided I'd had enough fun for the time being and fired up the outboard before putting the sails away. Now George really came into his own as under motor I could simply point her where I wanted her to go and hit the "Auto" button. Very relaxing! As we approached the entrance to the yacht harbour, we realised we'd not dealt with a pressing problem which neccesitated continuing on down river until we were well clear of the moorings and the dinghy racing. Not to put too fine a point on it, what needed to be emtied over the side was not for faint hearts and you wouldn't want to swim in it.

That dealt with (and doing so reaffirmed my plans for a better solution to the toilet problem) we turned about and motored back up and into the yacht harbour. The approach to our allocated berth was tricky in the breeze to say the least and I struggled to get her turned in the tight space available. Finally I got her pointing in the right direction and jammed her into the space a bit too aggresively, Fortunately, a chap was passing by on the pontoon and helped us out by fending her off from the pontoon so it was somewhat less dramatic than it might have been.

I'm still scratching my head over how I could have done it better - small lightweight boats and breezy conditions don't make happy bed fellows at the best of times. If I could have contrived to get crew ashore or catch a pontoon cleat with a line maybe I could have made a tidier approach but I can't see how, in those circumstances, I could have achieved either of those. Another possibility might have been to have jammed the bow against the bank opposite the pontoon and got her turned without the problem of the wind stopping her coming around but then I don't know how much water there was over there and I might have got properly stuck!

Anyway, we were in! Jane headed up into Burnham to buy some towels and wine (an odd combination I know but that's what we needed!) whilst I booked in and then set to sorting out the boat. With a harbour stow on the sails, the decks scrubbed and the lines at the mast tidied up she looked like a proper little ship again. I had planned to sort out the NMEA wiring between the GPS and the tiller pilot but there was a problem - somehow I'd managed to leave the GPS at home. I could have sworn it was in its pocket of the navigation bag but it wasn't. Oh well, we were both feeling a bit dozey so we settled down for an afternoon snooze.

The snooze was a bit too long and we had to rush to shower and change before heading around to join our friends on Laurin for the evening. A lovely home made chinese was well washed down with the red wine from the Co-Op and accompained by much talk of boats and things as you do. This does, however, highlight one of the problems with Brigantia ... it's a real delight to be invited to join new friends aboard their boats and we have been overwhelmed by the generosity of our hosts on more than one occasion but how the hell do you reciprocate when there isn't even room to swing a Manx cat aboard your on boat? I suspect the answer is that we're not actually expected to but that isn't the point!

Back aboard, we weren't long awake before turning in for the night. Once again, I awoke in the early hours, this time due to the rain hammering on the cabin. After reading for a while I managed to doze off for a bit longer but soon enough it was time to make tracks. We'd missed Laurin heading out as she wasn't in her berth when we popped around to say goodbye so without further ado we paid our dues and fired up the trusty outboard to motor back up to Fambridge.

Of course, since we were now heading Westwards, guess what the wind had done? Yep, that's right. In our teeth yet again. I wasn't in the mood for mucking about this morning so the sails stayed firmly stowed away and we made the trip under motor. I fluked a first time pick up of the mooring buoy but of course nobody was watching. Jane had packed our gear away ready so all that remained was to shut down and switch off before calling for a boat ashore.

And so ended a very pleasant if somewhat brief weekend. We're not certain if it was worth while going down straight after work but other than that we were pleased to squeeze a bit of extra use out of the boat. Although an overnight mooring in BYH isn't cheap at over £18 it's worth it for a change of scenery and this being the second time Jane and I have popped in there for the night I very much dount if it'll be the last.