Trip Status: Success.
Lulworth 4th and 5th July 2015.
Only one boat came on this trip. Mistral. Skipper Chris Bailes. newcomer to sailing. Crew Dan Bailes,Jazz,Leo,Brendan Moore.
Only one boat came on this trip. Mistral. Skipper Chris Bailes. newcomer to sailing. Crew Dan Bailes,Jazz,Leo,Brendan Moore.
Just a few photos to say we were there.
Any comments that may appear critical of the Skipper is not intended. We all have to learn and as long as we we sail we will always learn from our experiences. Chris is new to this game but what I like about him is that he stays calm which is a really good quality when faced with unforseen hazard.
I may have experience but it is limited and I am not an instructor so I too make mistakes and will continue to do so.
I may have experience but it is limited and I am not an instructor so I too make mistakes and will continue to do so.
With kit all loaded in trolleys and in my tender we make our way to the marina gates. Chris opens the gates only to be halted by a call from one of the Marina Staff. He starts to ask what we are upto and after a discussion allows us to proceed. It was probably the battered old state of my tender that made him suspicious. Due to set off at 10:00 we were delayed by the fouling of the main halyard with the radar reflector and nav light at the top of the mast. This problem seems to occur when, with a slack yard and breezy winds over the stern, the top part of the yard gets blown through above the spreader bars and fouling as describe above. This was to cause us further problems on Sunday.
A solution to this could be the installation of guard lines above the spreaders running from side stay to side stay. In this case three should be enough. Will need to get up the mast to do it so a comfortable bosuns lift essentail.
As Chris has never anchored I decided to check out the hook and its arrangement so we would be ready at Lulworth. The anchor was a CQR type and was large and heavy. After som time I figured how to get the flukes past the roller reefing drum and lay the anchor on the Bow roller. The retaining pin was put in place but the roller has a broken guide hole so only held in by two remaining guide holes. This meant the anchor tended to move around on the roller. To stop the shaft of the anchor damaging the deck we wrap and tie a towl around the shaft.
I pulled out all the chain and rope to check state of equipment. The anchor chain was in need of replacement but the platted rope was in good order and I considered the equipment would be useable in the sheltered waters of Lulworth.
Next came the berth departure. Now with stronger winds on the stern it was going to get interesting and difficult to get the bow around. We clear the berth and reverse to what seems to be a good position go ahead to clear the pontoons. Wrong. Insufficient rudder control at slow speed saw us heading straight for the pontoons. We just clear our berth but the Tender gets dragged under the end of the pontoon finger and I watched to see if the front of the tender would get ripped out but it held as it scrapped under the finger. However the drag had pulled us very close to the next boat and we were going to collide. Trying desperately to avoid mega damage we used feet and boat hooks to keep off but we were failing. Only one thing for it. I jumped over onto the other boat's swim platform and pushed off until the last moment when I shout to Chris's son " Get ready to grab me to pull me back aboard. Stern clear. I grab the hand rail and with one foot back on Mistral I shout "Now". A powerful grip takes hold of my arm and Im pulled back aboard.
We are away. Lesson here. Ensure tender is close hauled and in centre of stern prior to going ahead. Much more practice is needed on getting the boat out safely. It may be safer to turn the boat 180 degrees on Lines. A technique shown to me by Alan Clifton. He did it with his 38 foot boat. Needs planning but two people should be able to do it with a 28 foot boat. It only goes to re emphasize that with every additional conveniance you make for a boat there will be disadvantages.
All good intentions wrt to doing manual navigation practice was lost in the excitement of what was going on around us. The seas and wind had started to pick up and we were making good ground with a Force 4 wind however the tide had now change against us and from Durdle Door it really slowed our progress. Further more we had lost two fenders overboard due to ropes being cut by the tow rail which on this model of Jeanaux is very sharp.
We tried to recover them and Chris decided he would go in tender. This was very risky but he is a determined guy and will get things done where other would let it go. Trying to board a Tender at the stern of a boat in following seas is extreemly difficult. I now consider it would have been much safer to bring the boat into wind and tie the tender along side. We failed in the end to pick the fenders up because of difficulties to manouver close enough to pick them up and because they have nothing to hook onto. A fish landing net may have been the best item for this job. The Lesson here is that this activity shows how difficult it could be to pick someone out of the water in a MOB situation. Time is the killer in cold water. I now know Heatwave is not ready for MOB so although she is now restricted this is my number one priority to sort.
With the strength of the wind we sailed only on main but I noticed that Mistral does not have a reefing line fitted and this should be sorted because even on a run there may be a need to reef down. This needs to be sorted before she goes out again.
Eventually we get to the entrance. Chris knows about the Rats Tail and we look for a spot to drop the Hook. An inital spot to the east was choosen and I ask Chris what his draft is. He cant recall at present but based on size I' d say about 4 feet so to be safe we change our spot and allow a good safety margin. Also we have arrived at low tide so we need not worry too much about grounding. Just need to make sure boat wont swing into shallow water.
The main sheet is slackened off so we can make our final turn into wind when ready. Engine on and in we go. I go forward and relase the hook. Not too heavy to lower and I feel contact with sea floor. Now how much chain to lay out. Mistral has over 25 meters of chain and about 30 meters of rope.
Assessing distances of boats already at anchor and allowing plenty of swing room I let out sufficient chain to match our current position. I checked for drag over the next hour and situation seemed stable. For info on anchoring see http://www.tor.cc/articles/anchor.htm.
A solution to this could be the installation of guard lines above the spreaders running from side stay to side stay. In this case three should be enough. Will need to get up the mast to do it so a comfortable bosuns lift essentail.
As Chris has never anchored I decided to check out the hook and its arrangement so we would be ready at Lulworth. The anchor was a CQR type and was large and heavy. After som time I figured how to get the flukes past the roller reefing drum and lay the anchor on the Bow roller. The retaining pin was put in place but the roller has a broken guide hole so only held in by two remaining guide holes. This meant the anchor tended to move around on the roller. To stop the shaft of the anchor damaging the deck we wrap and tie a towl around the shaft.
I pulled out all the chain and rope to check state of equipment. The anchor chain was in need of replacement but the platted rope was in good order and I considered the equipment would be useable in the sheltered waters of Lulworth.
Next came the berth departure. Now with stronger winds on the stern it was going to get interesting and difficult to get the bow around. We clear the berth and reverse to what seems to be a good position go ahead to clear the pontoons. Wrong. Insufficient rudder control at slow speed saw us heading straight for the pontoons. We just clear our berth but the Tender gets dragged under the end of the pontoon finger and I watched to see if the front of the tender would get ripped out but it held as it scrapped under the finger. However the drag had pulled us very close to the next boat and we were going to collide. Trying desperately to avoid mega damage we used feet and boat hooks to keep off but we were failing. Only one thing for it. I jumped over onto the other boat's swim platform and pushed off until the last moment when I shout to Chris's son " Get ready to grab me to pull me back aboard. Stern clear. I grab the hand rail and with one foot back on Mistral I shout "Now". A powerful grip takes hold of my arm and Im pulled back aboard.
We are away. Lesson here. Ensure tender is close hauled and in centre of stern prior to going ahead. Much more practice is needed on getting the boat out safely. It may be safer to turn the boat 180 degrees on Lines. A technique shown to me by Alan Clifton. He did it with his 38 foot boat. Needs planning but two people should be able to do it with a 28 foot boat. It only goes to re emphasize that with every additional conveniance you make for a boat there will be disadvantages.
All good intentions wrt to doing manual navigation practice was lost in the excitement of what was going on around us. The seas and wind had started to pick up and we were making good ground with a Force 4 wind however the tide had now change against us and from Durdle Door it really slowed our progress. Further more we had lost two fenders overboard due to ropes being cut by the tow rail which on this model of Jeanaux is very sharp.
We tried to recover them and Chris decided he would go in tender. This was very risky but he is a determined guy and will get things done where other would let it go. Trying to board a Tender at the stern of a boat in following seas is extreemly difficult. I now consider it would have been much safer to bring the boat into wind and tie the tender along side. We failed in the end to pick the fenders up because of difficulties to manouver close enough to pick them up and because they have nothing to hook onto. A fish landing net may have been the best item for this job. The Lesson here is that this activity shows how difficult it could be to pick someone out of the water in a MOB situation. Time is the killer in cold water. I now know Heatwave is not ready for MOB so although she is now restricted this is my number one priority to sort.
With the strength of the wind we sailed only on main but I noticed that Mistral does not have a reefing line fitted and this should be sorted because even on a run there may be a need to reef down. This needs to be sorted before she goes out again.
Eventually we get to the entrance. Chris knows about the Rats Tail and we look for a spot to drop the Hook. An inital spot to the east was choosen and I ask Chris what his draft is. He cant recall at present but based on size I' d say about 4 feet so to be safe we change our spot and allow a good safety margin. Also we have arrived at low tide so we need not worry too much about grounding. Just need to make sure boat wont swing into shallow water.
The main sheet is slackened off so we can make our final turn into wind when ready. Engine on and in we go. I go forward and relase the hook. Not too heavy to lower and I feel contact with sea floor. Now how much chain to lay out. Mistral has over 25 meters of chain and about 30 meters of rope.
Assessing distances of boats already at anchor and allowing plenty of swing room I let out sufficient chain to match our current position. I checked for drag over the next hour and situation seemed stable. For info on anchoring see http://www.tor.cc/articles/anchor.htm.
Going ashore: We go ashore and have to haul tender high up the beach as we are on springs. You need to get ashore ealry in Lulworth if you want food. Restuarants seem to close at 17:00 and are very busy. In the end we settle for fish and chips at the carpark outlet. There is room for more restuarants at Lulworth. We meet Jade(Chris's partner) with son George, her brother John and his boy and Dans partner Jazz with son Leo who have all travelled by road to greet us.
Time to return: Tender is launched bow first to minimise water intake and I go aboard. Skipper runs ashore to get Dan and son Leo. I rig up saftey line for the lad. The swell in Lulworth not to0 bad but I dont like this stern approach so compromise by getting the tender along side at the stern. This allows me to stand on swim platform. We clip on the lad and I take him by one arm from his dad and get him under the stern rail and safely in the cockpit leaving him clipped on whilst Dan, his dad, gets on board. Though somewhat taken aback with what has happened the lad was good and his dad calmed any fears he may have had. Skipper returns to shore to collect Dans partner, Jazz. However Dan did not pass his life jacket to skipper for his partner. I said. "We will see if Chris passes his jacket to Jazz. Nope.
Back on Board: Have the time to relax but skipper under the weather from his Tender trip. So he takes an early night. I get out of wet clothes and enjoy a late night smoke on deck with Jazz and Dan is below catching up on some revision for work. Ah!! those were the days.
Time for bed. Get undressed and wrap myself up in my sleeping bag using the crocodile roll to get it around me. Later Im up on deck quieting down the boat. The noisiest thing was the Stern ladder which was banging against the swim platform as the boat pitched in the swell. Needs a pick up line to lift and secure it.
Time to return: Tender is launched bow first to minimise water intake and I go aboard. Skipper runs ashore to get Dan and son Leo. I rig up saftey line for the lad. The swell in Lulworth not to0 bad but I dont like this stern approach so compromise by getting the tender along side at the stern. This allows me to stand on swim platform. We clip on the lad and I take him by one arm from his dad and get him under the stern rail and safely in the cockpit leaving him clipped on whilst Dan, his dad, gets on board. Though somewhat taken aback with what has happened the lad was good and his dad calmed any fears he may have had. Skipper returns to shore to collect Dans partner, Jazz. However Dan did not pass his life jacket to skipper for his partner. I said. "We will see if Chris passes his jacket to Jazz. Nope.
Back on Board: Have the time to relax but skipper under the weather from his Tender trip. So he takes an early night. I get out of wet clothes and enjoy a late night smoke on deck with Jazz and Dan is below catching up on some revision for work. Ah!! those were the days.
Time for bed. Get undressed and wrap myself up in my sleeping bag using the crocodile roll to get it around me. Later Im up on deck quieting down the boat. The noisiest thing was the Stern ladder which was banging against the swim platform as the boat pitched in the swell. Needs a pick up line to lift and secure it.
Sunday:
I crawl out of bed early and creep to bathroom. Well lets say the aft box. If you suffer from arthritus these places arent for you. Thats no reflection on the Jeaneux 28. They are all like it. Lots of room in Heatwave but it is only a Chem Loo with no handbasin or shower but it does now have a bath cabinet for my toothbrush. Go up on deck for a smoke. That early morning fag is just not the same without a cuppa but it is only 05:30 so too early to disturb the others. At around 07:00 decide its time to get things moving so start to rumage around for the essentials. Finally enough provisions are found to make that obligatory first morning brew. Now, how to switch the gas on. Luckily Chris is now awake and so instructs me on the knobs and valves needed to get the Cooker lit. Being a stranger to a boat is a great handicap. The crew is now watered and Chris has volunteered to feed us.
The wind is slowly freshing from the west as always. With the shake up had by the Skipper yesterday it was agreed that we would abandon Sunday Lunch. That walk along the beach is really hard on the pebbles and there would have been the need to drag the tender up the beach and the customary soaking from the surf. So I stated I would treat them all to a meal on return to Portland care of RNSA.
Dan fancied a swim so I suggested to Chris that it would be a good oportuinty to check things under the Hull as the rudder had loads of weed. Armed with scraper Dan dissappeared under the starboard side with us all looking on. Bit over due? The worry was aliviated when a call came from the port side "All weed clear and prop clean".
After a good feed on bacon butties(Why do they tast so good at sea,must be the extra salt in the air) and another brew and prepped thermos its time to make the boat ready to catch the west going streams. Thank you Chef.
I take charge of getting the main sail ready as we would leave the jib until the heavy anchor was safely stowed. The lazy Jack bag is un zipped and I attach the main Halyard and we start to haul away. This is getting hard. Is the main sheet released. "Yes". Topping still tight. "Yes". So I feed the track guides up the mast and slowly but stiffly the main rises then stops. What is wrong? I look up and see the problem. Once again the halyard has wrapped around the mast fittings of Nav light and Radar reflector fitted to the front of the mast. This is a bad problem and needs resolving. Boat pitching too much to free it. (Possible solution is to rig some lines across the stays above the spreaders. This will require a trip up the mast but it should stop this propblem. I suggest we use what sail we have but Chris is concerned about the stresses that would be palce on the fittings. He was right of course so we pull down the main and stow it. We will have to get back on Jib only.
Dan and I go forward and Chris brings the boat up slowly on the engine and we haul in making sure the cahin is flaked deep into the forward part of the chain locker so that we will be able to to stow the anchor on return to Portland. I was surprised that the anchor was not too difficult to lift and was down to the use of the bow roller. The anchor is up and Chris bares away to port to head for the entrance. The retaining Pin is slotted throw the anchor and we wrap the towelaround the shaft to protect the deck. Back in the cockpit evrybody is prepared for sea with Leo safely clipped on. We pass through safe and head directly out to sea to give us plenty of space for a recovery should the engine fail. Turning into wind deck hands start o unfurl the Jib with the engine still running. The port short is left hauled in and the furling line locked off and we bear away until the sail fills. A surge of speed is felt as the lines go tight. We are sailing well on the Jib doing 4.5knts and with the tide about 5.5 over the ground. Our speed increases as the tide builds up and we can switch off the engine. The boat is remarkably stable and does not have much lee helm. We appraoch Portland entrance and Chris concentrates on keeping the wind at 60 degrees off the bow to get the most speed. I suggest to him that he now lines up the boat with land marks to get it through the entrance on a final tack even if it means not sailing so efficiently. With the line of site passing through the side shrouds Chris brings the boat safely through the Northern entrance using the Wyke transmitter tower as a final mark.
Its time now to get the Jib furled up so keeping slight tension in the sheets the furling line is pulled in and the sail is furled neatly on the forstay.
Now for the final manouver of getting the boat back to the berth. Something that Chris does not look forward to. the wind is quite fresh form the west so it will be a hazard to us stopping the boat in time. I am ready with the "Belly Band". A term and technique shown to me by Sandy and Winky Watson. The belly band is a single line tied off mid-ships and the aim is to get it tight on a cleat which will stop the boat. I jump onto the jetty and wrap a single turn on the cleat but the boat is too far out so it swings rather than stops. I shout to Chris. "Reverse". Reaction and response time too slow and we hit the jetty hard. The nose fender was too low after it was moved by me to set the anchor. This manouver needs more practice but at least no serious damage done just some scuff marks and we never hit the other boats.
We put the boat to bed and headed off to the harbour lights but they close at 17:00 so we have a chat with some other guys one of which was Dave Clark Williams. Hes RNSA and he is a Yacht Master instructor Tester so he knows his stuff but I was surprised how understanding he seemed to be of others not necessarly posessing his skill set. Maybe we should invite him along to a social function and get to know him better.
We chat with him for a while and we finally agree that the George on Portland is the best shot to get a decent meal.
Regretable RNSA could only support those that had sailed so it was down to me to meet the remaining part of the bill. Ah well you cant take it with you.
My sincere thanks to Chris, his family and friends. You dont show your fears so carry on and enjoy buiding up your experience.
Brendan Moore RNSA Portland Branch Cruising Secretary.
The wind is slowly freshing from the west as always. With the shake up had by the Skipper yesterday it was agreed that we would abandon Sunday Lunch. That walk along the beach is really hard on the pebbles and there would have been the need to drag the tender up the beach and the customary soaking from the surf. So I stated I would treat them all to a meal on return to Portland care of RNSA.
Dan fancied a swim so I suggested to Chris that it would be a good oportuinty to check things under the Hull as the rudder had loads of weed. Armed with scraper Dan dissappeared under the starboard side with us all looking on. Bit over due? The worry was aliviated when a call came from the port side "All weed clear and prop clean".
After a good feed on bacon butties(Why do they tast so good at sea,must be the extra salt in the air) and another brew and prepped thermos its time to make the boat ready to catch the west going streams. Thank you Chef.
I take charge of getting the main sail ready as we would leave the jib until the heavy anchor was safely stowed. The lazy Jack bag is un zipped and I attach the main Halyard and we start to haul away. This is getting hard. Is the main sheet released. "Yes". Topping still tight. "Yes". So I feed the track guides up the mast and slowly but stiffly the main rises then stops. What is wrong? I look up and see the problem. Once again the halyard has wrapped around the mast fittings of Nav light and Radar reflector fitted to the front of the mast. This is a bad problem and needs resolving. Boat pitching too much to free it. (Possible solution is to rig some lines across the stays above the spreaders. This will require a trip up the mast but it should stop this propblem. I suggest we use what sail we have but Chris is concerned about the stresses that would be palce on the fittings. He was right of course so we pull down the main and stow it. We will have to get back on Jib only.
Dan and I go forward and Chris brings the boat up slowly on the engine and we haul in making sure the cahin is flaked deep into the forward part of the chain locker so that we will be able to to stow the anchor on return to Portland. I was surprised that the anchor was not too difficult to lift and was down to the use of the bow roller. The anchor is up and Chris bares away to port to head for the entrance. The retaining Pin is slotted throw the anchor and we wrap the towelaround the shaft to protect the deck. Back in the cockpit evrybody is prepared for sea with Leo safely clipped on. We pass through safe and head directly out to sea to give us plenty of space for a recovery should the engine fail. Turning into wind deck hands start o unfurl the Jib with the engine still running. The port short is left hauled in and the furling line locked off and we bear away until the sail fills. A surge of speed is felt as the lines go tight. We are sailing well on the Jib doing 4.5knts and with the tide about 5.5 over the ground. Our speed increases as the tide builds up and we can switch off the engine. The boat is remarkably stable and does not have much lee helm. We appraoch Portland entrance and Chris concentrates on keeping the wind at 60 degrees off the bow to get the most speed. I suggest to him that he now lines up the boat with land marks to get it through the entrance on a final tack even if it means not sailing so efficiently. With the line of site passing through the side shrouds Chris brings the boat safely through the Northern entrance using the Wyke transmitter tower as a final mark.
Its time now to get the Jib furled up so keeping slight tension in the sheets the furling line is pulled in and the sail is furled neatly on the forstay.
Now for the final manouver of getting the boat back to the berth. Something that Chris does not look forward to. the wind is quite fresh form the west so it will be a hazard to us stopping the boat in time. I am ready with the "Belly Band". A term and technique shown to me by Sandy and Winky Watson. The belly band is a single line tied off mid-ships and the aim is to get it tight on a cleat which will stop the boat. I jump onto the jetty and wrap a single turn on the cleat but the boat is too far out so it swings rather than stops. I shout to Chris. "Reverse". Reaction and response time too slow and we hit the jetty hard. The nose fender was too low after it was moved by me to set the anchor. This manouver needs more practice but at least no serious damage done just some scuff marks and we never hit the other boats.
We put the boat to bed and headed off to the harbour lights but they close at 17:00 so we have a chat with some other guys one of which was Dave Clark Williams. Hes RNSA and he is a Yacht Master instructor Tester so he knows his stuff but I was surprised how understanding he seemed to be of others not necessarly posessing his skill set. Maybe we should invite him along to a social function and get to know him better.
We chat with him for a while and we finally agree that the George on Portland is the best shot to get a decent meal.
Regretable RNSA could only support those that had sailed so it was down to me to meet the remaining part of the bill. Ah well you cant take it with you.
My sincere thanks to Chris, his family and friends. You dont show your fears so carry on and enjoy buiding up your experience.
Brendan Moore RNSA Portland Branch Cruising Secretary.