Launch Day

The weather was kind, wind and rain promised a few days ago got delayed and it was dry with a moderate breeze so no problems getting out of the lift or onto the berth single handed.

The timing was not good for those going to work and a good number of cars backed up behind when she turned off the road after a couple of hundred yards with no passing place.

And more that wanted to come in were released

from the holding area.

Turning towards the slipway.

On to the slip way, no more pics as I had to climb 

aboard at this point.

Installing a powered USB hub and why

Another post to while away some winter hours, and incidentally to keep the boats documentation up to date.

I use an iPhone and iPad, everything here should also apply to Android devices but I am not familiar with them.

I have had a powered USB hub on the boat from the beginning, why will become apparent, the reason for the upgrade is my increased use of the PC on the internet. For reasons of economy I have generally restricted my internet use to the unlimited (but "throttled") data only sim in my iPad occasionally using the laptop through its wi-fi hot spot, this year with prices dropping I put a meaningful amount of data onto the iPhone account (and that is from now also unlimited), the problem then became the wi-fi connection drooping when briefly inactive which was a pain in the neck.

To solve that through 2024 I tethered the laptop to the phone using a USB cable which works well and also gives easier data sharing between the laptop, phone and chart plotter, the problem is then remembering to reconnect the phone to its USB charging point or, without power from the PC, the battery will run down, that only happened once but that is one time to many so to sort that the phone needs to connect to an always on powered USB hub that can also provide charging. 

I was also using an unpowered hub daisy chained to the 4 port powered one and there were lots of wires in inconvenient places.  It was time to upgrade.

Installation is all straight forward although choosing and getting power to the hub needs some thought and research, see below.

Click to view.

Connections and Services

For a lot more detail on integration see SV Sancerre: Wi-Fi networking and application integration on Sancerre remembering this was written before the upgrade to a 7 port device, tethering the phone etc.

iPhone (or any smart phone)

• Connects the PC to the internet when a 3 or 4G connection is available.
• Using Garmin Active Captain and wi-fi, transfers routes from the navigation software plus software updates and community notes from Garmin to the plotter.
• Smart notifications such as SMS texts, Facebook notifications, etc. are transferred to the plotter by Bluetooth.

AIS

The Garmin AIS unit only puts AIS information onto the NMEA 2000 network and keeps its GPS data to itself which is annoying as with its external antenna it has the most reliable and most accurate GPS position on the boat (although the internal aerial in the plotter has not lost a signal yet). 

However there is a USB port for set up and diagnostics and when I installed it I suspected that it would use standard NMEA 0183 protocols; why invent new ones when standard ones exist and you already have code for dealing with them? And so it proved, so the USB cable is permanently connected to the hub, the Garmin USB driver presents a logical COM port to applications and those that are capable can use the differential GPS / EGNOS fix (& Glonass), I use mainly use SeaPro 3000 and Memory-Map but is can also be useful for Google Earth and other applications.

GPS

As backup I have an old USB GPS device (they are less than £10 with support for GPS, GLONASS, WAAS, EGNOS, etc.), either would allow the PC systems to take over position fixing if the plotter and NMEA2000 network failed. It is also occasionally useful when switching between SeaPro and Memory-Map, perhaps to use the Antares charts or to check a route on the standard Admiralty raster charts. The AIS com port can not be shared between applications and even if you close one application down the PC is likely to think the port is still potentially active and the newly launched software gives an error. 

I set Memory-map to use the USB GPS and SeaPro to use the AIS output and I can then have both active at the same time or switch between them without problems. In the event of a failure I can easily change the configuration to allow SeaPro to use the dongle.

GND

Some of the many re-sizable windows available
on a connected PC with Nexus. They can be moved
around to fit with or on top of other windows.

Is a bridge between the wind instruments and NMEA200 but also runs as a server for Nexus software providing most of the information from the NMEA 2000 network down a USB connection, unfortunately that is not usable by SeaPro or Memory-Map but free software allows you to display it on the PC. I can't remember when I last used it but it is free so it might as well be connected.

NAVTEX

I rarely use it as the met office forecasts are readily available on their website and navigation warnings from the Admiralty website and they are also broadcast by the coastguard but venturing further afield it is a useful backup or replacement for IridiumGo (which does not carry the nav warnings).

USB-3 connection

I use this to connect various ancillaries such as a card reader (not included on my new laptop) or DVD or to plug in an iPad. This is also a powered port so will do a better job of supporting an iPad.

USB-2 connection

The only difference to the USB-3 connection is the spec of the cable but the lower speed is not an issue as it is normally used for the security dongle required with SeaPro.

Power

This might be the tricky bit. Powered hubs are intended to run from the mains, using an inverter, even if you have one installed, does not make a lot of sense - converting 12V DC to 240V AC and back to whatever DC voltage the hub uses.

However all is not lost, over the years makers have been standardising many PC related items to run off of 5V DC as used by USB devices, even my latest lap top when on mains uses a 3 Amp 5V supply connected to the PC by a USB-C plug (for some reason the car 12V lead and converter uses a different socket). 

My original 4 port hub came with a 240V 13Amp USB charging plug and a USB-A to centre pin lead, I just replaced the 13A plug with an off the shelf 12V to USB socket available from the chandlers and elsewhere.

 

The 7 port powered hub. Preferred to others as it is small and does
not have unwanted switches or lights. It is USB-3 so fast and
2 ports will provide additional power with automatic detection.
The voltage is marked by the socket on the end.

This time I could not find one like that and online suppliers don't seem to specify the intermediate voltage of there units, but if they have a detachable lead the voltage should be noted beside the socket and it should also be on the power supply; usually in almost microscopic lettering with the rest of the spec. So the trick is to expand photos to read the info from there. I found that the Kingston units were definitely 5V, the power cable is captive to the power supply so in a worst case I would cut the cable and splice it to a USB cable, fabricate from scratch (but there is an easier route, see below) or look for one, but the cable on my old hub does the trick. 

12V to 5.1V step down unit with
sensor for fast charge.

Using an off the shelf USB socket for the power source does have a down side, all of the ones I have seen working from 12 volts deliver 2 Amps, useable but not that good for recharging a phone or iPad and could be marginal if an iPad was connected as well. The solution is a step down unit, these are readily available on eBay and elsewhere, most deliver 3 Amps for 15 Watts nominal costing £5.89 including postage and is available with USB or  bare wire output that would be easy to connect to the power lead that comes with a hub. I found one that delivers 5 Amps through up to 4 female USB-a sockets @ £6.91.

I prefer things fused and switched so the step down unit has both, getting power from the low power switched bus behind the electrical panel. It will normally be left switched on at the panel and will go off when the master switch is off, but if I am a long time at anchor (quite likely) and short of power (unlikely) I can switch it off.

Winter work - November & December

14th November: 

All work is on hold at the moment and has been since shortly after my last visit, first bad weather with humidity over 80% - too high for painting, then my wife's fall alarm stopped working and it took a fortnight to get a working new one, then I badly hurt my back and it is still not fixed, hopefully next week I can get down to at least do the work necessary before relaunch in four weeks time.

Tuesday 26th November:

Still with back problems but I went to the boat today, primarily to take down the antifoul etc. so that I could have the work done for me if necessary. 

Wednesday 27th November:

The paintwork it not as good as my last effort,
in cool weather the new Toplac+ definitely
needs thinning as you can't brush it out enough
 to avoid curtains. Also, in my view it needs
"tipping"/Laying off so when single handed you
 may as well use a brush as I did on the port side,
 the starboard, done in warmer weather with
 a roller is OK but I'd have done it better
with a brush.

It is necessary, I managed to get the second coat of paint on the port side which I could just about do standing up on a walkway but decided that the antifoul would be too much for my back, also I currently need a soft bed to sleep on or my back gets worse.

I also got the Blakes Seacocks back together after cleaning the removable parts at home. And I fitted the new aluminium prop anode, aluminium to help with the Brackish water in the marina, I now have one of each. So in a worst case she could go back in the water as she is to avoid charges for storage (she is currently in the "free" 10 weeks ashore I get with the marina berth). However with less than three weeks to do I have placed a work order with Windjammer Marine for them to:

• Put 2 further coats of anti foul to the hull and shaft.
• Fill irregular depressions along boot line - most identified with primer and most on port side. These were the result of my problems with weed getting into the Awgrip above the boot line during lockdown when the boat was unattended and heeled most of the time in the current. I had hoped that repeated applications of antifoul would hide them but they haven't.
• Put 3 or if necessary 4 coats of white to the boot line.

With the time lost I'll have to abandon some cosmetic interior painting which I probably can't do whilst sleeping on the boat but she can go back in on December 15th and I can start putting things back together after the big varnishing effort. Hopefully before launch I'll have time for a few jobs:

• Repack the stern gland, tightening would almost certainly be fine but it has been a while so some new cord would be good.
• A fresh coat of silicone on the propellor.
• Refit the cable locker clam shell drain guards.
• Refit the SeaFeather servo blade now revarnished, I would rather do that just before sailing but that would mean putting the dinghy in the water which, now I am on a berth, is safe and dry in it's bag and will stay there until needed, probably somewhere in Scotland next spring.

Tuesday 3rd December

Windjammer have put 2 coats of antifoul onto the hull and hopefully today filled and faired the boot line for a coat or two of anti-fouling tomorrow.

A nice job on the anti-foul and the boot line looks a lot better smooth!

They queried the launch date as being a Sunday and on checking there looks to have been a typo on the email sent to me, launch is now on Monday 16th, first in (starting?) at 08:30. I'll be travelling down on the Sunday, the hotel room is down to £54, in early October I could not get one for less than £180! If my back is up to it and the weather not to bad I'll then stay down on the boat for a night or three to start the next phase of work.

Day trips to the boat to carry out maintenance are no longer an option and  to reduce the number of long car trips I'll likely be staying on the boat for several days at a time in the early part of next year so, as it is almost Christmas, I have bought myself a present - a "meter maid" electricity meter (not required at Deacon's or Hasler where I previously berthed as they have meters built into their systems) so I can go onto power and run an electric fire and / or the diesel heater and stay toasty warm without worrying about batteries if it is overcast and windless.

Next cruise.

Another attempt at Shetland is pencilled in to start the week before or the week after Easter for the best tides; but the weather may well change that, it usually does.

Two nice options for the tide for a quick passage to the Inner
Hebrides, if the wind and weather cooperates for once.

Winter work - October 2nd Visit.

I managed quite a lot of work in about 21 very full hours over three days (plus 9 hours travelling), the weather was good enough to stay another day but I had had enough, I was out of blue gloss paint and a load of logs delivered at home needed putting away before rain on Sunday night; which were good excuses.

• Paint and filler on the forward few inches of the keel hull join that was blasted off during cleaning in March replaced: Fertan, primer, epoxy filler, grind, primer.
• 1st coat of anti-foul below boot line applied.
• A replacement rope / weed cutter belatedly installed after all of the problems this year with weed and plastic bags around the shaft and prop.
• Two coats of gloss applied to the starboard side of the hull and one on the port side after finishing the prep work - about 1.5 sides not done on my last visit. Painted largely with a roller without laying off / "tipping" as per the instructions, quick but I may revert to a brush which I think gives a better finish with less chance of "curtains" below the top of hull profile and avoiding changing from roller to brush to paint the profile with the previously applied paint already drying, or dried.
• The engine box front, drawer surround, steps and the after part of the cabin sole replaced after varnishing at home with a new hidden fixing piece of timber replacing a damaged piece. A few brass and stainless screws replaced with bronze so they all match with those already in place. The attached fire extinguisher and mount was replaced with a new.
• Movable parts of the heads Blakes seacocks removed and taken home for cleaning / polishing (done), fixed parts yet to be done.
• Fuel tank filled (fuelling is not allowed in the marina except at the fuel berth or I would have done this sooner) and extra fuel treatment added for the winter to hopefully prevent "diesel bug".

My 1976 Seagull 40+ at  Swanage in 2017.
The same age as the boat.

One 3 or 4 night visit should have all the work required before re-launch on Dec 15th completed, the bilge cleaned and some odd painting jobs done topside that are not allowed in the marina.

At home some repairs have been made to the dinghy, it's transom painted and most of the varnishing of pieces removed from the boat completed. Otherwise only servicing the outboard, cleaning and re-lacquering of the barometer and the standby marine clock are outstanding. 

As an aside now that Sancerre is in a marina and I don't need to keep going out to a mooring, I am considering reverting to the old, lighter, now repaired, 2 stroke Seagull outboard rather than cart around the 4 stroke motor that is about 50% heavier. 

Away from the mooring the outboard was only used three times this season, in Tobermory on my first visit and on the Truro river to Malpas and Truro, at other locations it was easier to row ashore rather than rig the derrick and put the motor on the dinghy.

If it were not so noisy, smelly and had a clutch it would be a done deal.

7th November: I had the Seagull out this morning, not run since I fixed it in May 2019, new fuel, new spark plug - probably unnecessary but I had one to hand - and it started first pull. Now have to track down the air intake cover that has gone AWOL.

Winter work - October 1st Visit.

Tuesday 1st October

Down to the boat today to start the serious winter work; but the weather is not helping, it should be OK through Friday when the the boat comes out, then the forecast is for rain pretty much continuously until the middle of the month so instead of staying through the weekend to start work on antifouling, painting etc., I am now planning to return on Friday or Saturday so there will not be much progress on the paint work.

2nd /  3rd October

Work Done:

• 800 hour engine service (except the water impeller that will be done in March), including replacing both replacement of fuel filters, both of which are a pain to do. But glad that I did as I clearly picked up some iffy fuel at some point as both were dirtier than I normally see.
• More painting in the area of the heads and hanging locker.
• A lot of the pieces varnished at home refitted.
• Anchor locker, chain etc. hosed down ready for some painting.
• Started work cleaning the bilge but did not do much due to the difficulty of getting rid of the waste when at the end of a pontoon.
• Removed more items for varnishing at home including the table which also requires a minor repair, engine box, companion way steps and the floor section below.

Spurred on by my work last time I replaced most of the in-line 
fuses with blade fuses that are easier to identify & replace. When
I have a few spare hours the in-line AIS fuse will be replaced
by the spare panel fuse and the NMEA backbone & Engine DVSR
override fuses will be replaced with blade fuses. and individual
blade fuses will be put in for the interior lighting and power sockets.
The remaining few in-line fuses would require a lot of work to replace,
so will be left as they are..

Update 17th December:

Upgrade to fusing complete. Some work on the USB hub
remains, hence lack of cable ties top left.

Friday 4th October

I woke up very early to the sound of a strong wind that would make getting off of the berth and into the hoist tricky as the wind would be blowing me into both.

At 08:30 there was a bit of a lull and the hoist was on route to the slip with a boat to be launched so I called in to say I wanted to move out during the next lull in the wind, "pierhead" were fine with that and just then the owner of a nearby boat who lives aboard appeared on route to the showers so I asked him to give a hand with my lines so I did not have to worry about being pushed forward onto the pontoon and I was away without any drama to hang around in the main dock until they were ready to lift me 15 minutes later.

Getting into the hoist and stopping was
not easy with a strong tail wind, the engine was
running astern for the last 50 yards or more
and that does not help the steering.

Turning out of the slip area onto the road.

The boat yard is about 100 yards past past the hotel. A small queue
built up both ways, it was just after 9 o'clock, earlier might have
been worse.

Past the hotel and almost there.

Blocked off waiting for the power wash - the dock has little flow
though it so boats are washed in the yard when practical.

Cleaner than I thought she would be but the hammering I took
off the Lizard probably knocked a lot off and the Mullet had
been grazing - you can see their tracks on the keel.

I was very pleased with the state of the propeller, this after I
had removed the remains of a plastic bag wrapped around it 😡
and gave it a gentle wipe to remove some growth.

With all the agro I have had this year with weed etc. on the prop
and / or shaft I will be fitting a replacement rope cutter this winter
that will hopefully remove most of it.

The cutlass bearing is just fine (having the propeller rebalanced
has clearly sorted previous quick wear of the bearing) so one or
more fewer jobs to do, no need to remove the propeller or do
anything more than putting on a coat of the silicone left over
from the last pack. 

One anode has gone AWOL, fortunately no damage to the hull.

Looking better after her wash, some Fertan applied at the hull
keel join, some of the antifoul and filler had come off when
I power washed her in March but after clearing the surrounding
area I found not a lot will need to be done, prime, some filling
and prime again before anti fouling.

Almost 5 hours to get home but I was lucky, 2 closures of the M4 ahead of me when I left had cleared by the time I got there and another partial closure happened behind me; but, as is frequently the case traffic on a Friday can be a real pain but I was home by 20:00. 

Of course the forecast was wrong and I could have stayed down and got in a day or so's more work in reasonable conditions, but it is probably for the best I came home as, climbing onto the staging for the first time to do some sanding, I had reached out to steady myself and pulled something in my back and it is still causing me problems doing lighter work at home. 

Varnishing at home, Batch 7, coat 1. I need this and the next batch
 done quickly so I can have steps into the boat on the next visit,
and both are likely to need 2 coats.

The companion way steps with new anti-slip
strips, a shame to have to cover up the wood.

The saloon table quite possibly getting its first coat of
varnish on the underside in almost 50 years. It is the
first time I have had the table home or it would have
been done before.

Except for the tiller and self steering servo blade, the last of the
varnishing to be done at home, just a few bits of varnishing left
to done on the boat.

I'm now waiting for 3 or 4 dry days on the trot, reasonably warm and preferably with light winds to go down to paint the hull. It could be a while, the Beeb suggest w/c the 14th might be dry but possibly with very strong winds at times (winds going from 18 to 40 knots for one hour 10 days out does not look that convincing). I'll not hold my breath.

Winter work starting a bit early in September.

9th - 10th September

This was mainly a run to collect gear from the last cruise but I did a small amount of work and bought home a few items, mainly the tops of the the sink unit and storage bin, to varnish, plus most of the running rigging, dodgers, etc. for washing and over winter storage.

Bringing parts home for varnishing results in a better finish, is
usually a lot easier and may save a lot of masking up to protect
 the surrounding or both if the rest is to be painted. It also
saves days on the boat, much of which would be unproductive
waiting for it to dry. Only a small batch to start due to lack of
time and space in the car.

17th - 21st September

A lot of work done over 4 very full days, plus a 9 hour round trip, with a very full car on the way back with most of the remaining items to be stored at home including the headsails and all cordage.

Work done:

• Additional fuses added to the electrical panel to replace in-line fuses behind the panel for easy replacement or isolation.
• Added another fuse block behind the panel for navigation lights - previously protection was by 20 Amp CB's integrated with the switching but 20 amps was very marginal for the wiring, now 2 amp each which is plenty for the LED bulbs. 
  
  

  

  The panel now with easily accessible fuses for the low power
  switched and low power non switched bus bars and the Gas alarm,
  that previously relied on the low power bus fuse, now it can easily
  be isolated if it goes off and I am sure it is a false alarm, such as
  when using aerosols below deck. One is spare - I have not yet
  decided which other in line fuse to replace. Switches on the three
  panels each have an integral 15A circuit breaker. Shown with
  blanking piece to the left removed.
  
  

  

  Click image to view. The 200 amp fuse is to support staring
  from the domestic batteries, the starter motor takes over 100A.
  Diagram from my boats documentation.

  
  

  

  The back of the panel, not as tidy as I would like but it has been
  reorganised several times when upgrading and there is not much
  space. The new fuse block for the Nav lights mounted on the
  acrylic shield over the solar power blocking diodes (pic is missing
  the fuse block covers and before the default fuses were replaced).

  
  
• Removed redundant cables ex the electric toilet pump, tidied up and better secured cables in the hanging locker.
• Locker behind the cooker partially disassembled, the loose base secured, varnished components taken home for re-varnishing, inside painted with Damboline.
• Varnished sections of floor: 
• All eased for better fit,
• Forward sections taken home for re-varnishing. 
• Aft section: redundant water pipe removed from under, hull under painted with Damboline; the section will be taken home for re-varnishing when the boat is ashore.
• Facias under bunks removed & taken home for re-varnishing, probably for the first time in 48 years, and to make repainting the inside of the hull between there and the carpeted floor easier - a bigger job than anticipated at almost 3 hours grovelling in the small spaces each side of the table, I spent a lot of time in awkward places over these days.
• Damaged section of headlining aft of the fore hatch replace with timber - easier than trying to match headlining and it is neater and gives a tiny bit more headroom, being painted with the heads and hanging locker.
• Water system flushed, cleaned and sterilised.
• Damaged water filter replaced and relocated so it hopefully does not get damaged again.
• Lots of varnished components removed and taken home to be re-varnished and to facilitate painting.
• Chart table removed for the base to be repainting at home and a wobbly corner to be re-fixed.

Varnished: Navigation area, starboard side of main cabin including bulkheads, 1st coat on port side. 

Batch 2 of vanishing at home, the hanging locker door
elsewhere. Lots more to do!

Batch 3

 Batch 4a, ex the chart table base also newly painted.

Batch 4b.

Batch 5

Batch 6 - Bunk facias, 1st coat.

Batch 6 - Heads door, 1st coat.

Painted in white: 

• Hanging locker ex floor; that is a glass moulding and will be Ivory to match other mouldings I will be doing and the floor to which it leads.
• Heads: bulkheads and deck head.

The next visit will be on or about October 1st before the boat gets lifted out on the 4th and I can start on the antifoul and topside.

2024 September 6th Days 23 - 24, To Milford Haven

Thursday was, as expected, very wet and the wind stronger than forecast the day before at up to F7. I spent most of the day hunkered down, some of it advising a fellow solo sailor on passage planning on  the part of his round GB trip onto the Solent a stretch he had not done before. He left early on Friday to get around the Lizard before the tide turned probably heading for St Mawes. I left a few minutes ahead of schedule at 09:50 and was sailing as soon as I had the fenders and dock lines in and stowed.

This was not the plan of the day before as the weather did not match the forecast which was no wind and rain until the evening, but was welcome and I sailed until almost at the Longships when the engine went on as the wind was almost on the nose.

The Runnel Stone East Cardinal buoy. The Long ships just to
the right of it, Gwennap Head extreme right. DO NOT go inside
this buoy! A week or so after this pic was taken a yacht did and
went aground on the Runnel stone - expensive!.

Lands End

The Longships Light

Unfortunately the engine was to stay on for much of the trip from the Longships to get in before forecast bad weather and because the wind stayed on the nose at 8 - 11 knots until it died to almost nothing at 21:00. At 22:00 I started to see flashes of lightning to the north, not good, I always feel very vulnerable at sea in lightning with a 40ft lightning conductor the highest thing around for miles. For the moment it stayed distant and from 01:00 I sailed for a couple of hours when the wind came in from the WSW, again not in the latest forecast models. 

Light to moderate rain started at 02:00 lasting till about 5:30 and the lightning drew nearer, fortunately it did not get within about five miles and most was not going to ground or rather sea. From the radar the heavy rain was also about 5 miles away by which time all of the portable electronics was inside the cooker to protect it. I learned later that the storm had kept people awake around Milford for much of the night.

Short range monitoring when below by Radar on the
iPad replicated from the plotter, longer range by AIS
on the lap top but I spent most of the time on deck
as to move back and forth would have brought a
lot of water down below.

Unusually there were very few fishing boats around but there was a fair bit of shipping and the timing was such that quite a few boats that had come out of the "Off Lands End" TSS and heading for Bristol, Milford and particularly Avonmouth were coming close, particularly three all over 250 metres long that passed within 1.5 miles on a course only 10 - 15 degrees different to mine. 

With AIS and radar I was perfectly safe, but it gets your attention when you see them 20+ miles away at which point, even when making a reasonably steady speed through the water under engine, the predicted closest point of approach varies from a few metres to a mile or so. In the event all passed ahead of me but with our courses so similar it took a long time for all three (1 leading and 2 very close together an hour behind) to clear.

With so much use of the engine and making about 5.5 knots, at a relaxed cruise in fairly calm water despite the fouled hull, I was well ahead of schedule and at daybreak I was past Turbot Bank, that did make it harder to see the channel buoys but it let me get to Milford Marina when the lock was in free flow, saving me from working through, and I was on my berth just before eight.

I had planned to start laying up on Sunday to return home by train on Monday to get the car, but with the early arrival it seemed pointless to waste the time and if I slept too much I would not sleep that night so, apart from a nap of an hour or so in the afternoon, I worked all day getting the running rigging, dodgers etc. off the boat ready to go. 

Sunday's trip home was rather frustrating, the train to Swansea was delayed because a low branch took the windscreen wiper off the front of the train, so they turned the train round and went backwards into the terminus although it was not raining and the buffers are under cover. It then went on to Newport and if they followed the same procedure would have had to turn the train around again.

As the train was being turned round, the train I was meant to be on passed. Some quick searching on the network rail journey planner found the quickest way back, instead of changing at Reading and Oxford, I would have to change at Swindon, Didcot and Oxford. The change at Didcot was very tight and the train was very crowded, I was one of the last off and did not make it, not wanting to try running, including down and up the stairs of the underpass, with a heavy bag and arthritis. 

Having left the boat at 08:45 I finally got home just before 17:00. In theory I should have had my fare refunded for the long delay but GWR refused to cough up because the delay was on the Welsh service even though I had booked through them as the main carrier.

Update: GWR having refused to pay referred the claim to Transport Wales without telling me, it took a while but in November they approved the claim 👍 

120 miles in 22 hours and 10 minutes berth to berth/

Click here for a post on the start of winter maintenance work

2024 September 3rd Days 20 - 22, Turnaware to St Mawes and Newlyn.

To St Mawes

I left after a breakfast coffee to get off the pontoon at fairly slack water and then to carry the ebb down Carrick roads with sufficient water to be able to safety go direct, once round Turnaware Bar (following the channel) I was able to sail to the Lugo Rock south cardinal buoy and it was then half a mile to the St Mawes anchorage. With light winds I rowed ashore for a small shop and a lunch time pasty from the Bakery - much better than the one I had at Cawsand, you could see proper chunks of meat rather than a few bits of mince and it was properly seasoned.

It was quite warm in the afternoon and I had an overall wash and washed my hair in the cockpit, getting a few odd looks from passing passengers on tripper boats.

To Newlyn

A very varied trip to Newlyn, I left at 06:45 to hopefully reach The Lizard at slack water, or as slack as it gets a day before the spring tide. a gentle breeze set in as I passed St Anthony Head and the engine went off as I sailed under headsail only as it was close to a run and the mainsail would get in the way. The wind increased close to the Manacles and I put in a reef to reduce the roll and it increased further as I passed and headed up to a reach for some quick sailing..

Sailing south from the Manacles in 15 Knts.

After an hour, half way to the Lizard, the wind had dropped and I was about 45 minutes behind plan but sailing in pleasant conditions.

East of Lizard Point in fairly benign conditions.

Then things changed big time, my Facebook post on the rounding says it all: 

"Well, the Lizard gave me a right kicking, a pleasant sail down the east side of the peninsula in 15 - 20 knots of northerly wind, by the time I was east of the point the wind was down to 12 knots so rather than stay 3-4 miles out as planned I cut in to a bit over 2 miles on the eastern edge of the charted over falls - with the tide just turned to the west the over falls normally move somewhat west.

BIG MISTAKE, the wind almost immediately increased to 25 knots and with the Atlantic swell against a near spring tide and I was in an extremely rough, short sea; with the double reefed headsail and no main I was making up to 9 knots over the ground straight into the waves.

A 55 foot yacht [almost certainly in rougher water] half a mile inside me gave up and turned round, that had not occurred to me as turning in a small boat was not something I was going to do in that sea and at 8 - 9 knots it should not take too long to get out of the rough water so I bore off 10 or 15 degrees to reduce the impact of waves head on and to avoid the possibility of an accidental tack. Not long after I was out of the dangerous water."

A couple of short videos before it became to rough to do more:

Somewhat shaken up, literally,  I continued west under sail before putting on the engine to motor directly into wind to Newlyn where I had a choice of berths. Coincidentally the 3 boats on the end of the pontoon were all single handed, me heading for Milford Haven, the other two having just arrived from there, one direct and one after multiple stops around the Bristol Channel and Celtic Sea. 

The weather next day (Thursday) did not look promising with strong wind and a lot of rain and it was to get worse than forecast but Friday was looking very good providing I got to Milford during the afternoon on Saturday, that was unlikely to be a problem as the wind was forecast to be light and variable with a lot of rain until evening.

35 miles in seven and a quarter hours.

To Milford Marina

2024 September 2nd. Excitement at Turnaware and I get to use my long line.

I happened to be on deck and saw a boat coming down stream making quite a lot of smoke, as they passed the end of the pontoon the engine cut out, was restarted but cut out again not far from the end of the pontoon and apparently dead up tide (see 2nd pic). I quickly changed the flip flops for proper shoes and prepared to fend off, which would not be easy as I was close to the end of the pontoon and have vulnerable self steering on the stern.

The skipper who was using a borrowed boat got the anchor out as the tide took her a couple of boat lengths from me, but there was not much chain, only a couple times the depth of water (more chain may have been in the locker but would not come out and there was no quick access) so we didn't know if it would hold (4 times the depth is “standard”, and much more in extreme conditions) against the strong tide at its peak on a spring tide. Neither did we know how long it would take to get a tow.

They did not think there was long enough lines on board so I grabbed my 100 metre "long rope" intended for the kedge, taking a line ashore in a tight anchorage or emergencies like this one, slung it in the dinghy and ran the line from their stern to the pontoon, up to a second cleat on the pontoon then out to her stem.

As the tide eased she swung in closer.

With these lines attached we could warp her onto a long space on the pontoon behind me. By now Mylor had agreed to send a work boat to haul her back so we did not attempt that but waited half an hour or so for them to arrive.

The orange buoy is about 5m from the end of the pontoon.
Off back to Mylor, this is about where the engine failed the
second time. When I was watching as she passed there was
definitely water coming out of the exhaust, when they tried
to start it later there wasn't any so almost certainly the impeller
Or water pump belt failed and the engine stopped shortly after.

T

100 metres of 12mm nylon (breaking strain over 3 tonnes)
drying out before I repack it. I also have 80 metres of 14mm
platted line for the drogue or other uses.

To St Mawes and Newlyn.

My review of anchorages and marinas around UK has been updated to August 2024.

Anchorages and Marinas covered as at July 2024

Sancerre in the anchorage at The Holy Island of
Lindisfarne, 2021, the Farne Islands and Bamburgh
Castle in the distance.  A trip line is required in
this anchorage, to see why click here.

My review of anchorages and marinas around UK has been updated with those visited through August 2024, at that point I had been to 155 different ones since getting Sancerre, almost all have at least some comments. The pages were getting over long so there are now 11 of them. 

I now include:

• Harbours and Marinas.
• Some info on fuel & gas availability but I would not have checked at many locations. 
• Cell coverage, Vodafone and O2, for those I have visited recently.

Be sure to check out Reeds and / or the appropriate pilots for more detailed information and alternates, this is just an overview of likely candidates, but I have been to all of them over the last few years. Some notes on passage making using some of these can be found here:  "Planning a round GB trip" , a list of charts and Pilots I have used round GB can be found here: "Charts and Guides for a round GB trip"

Further updated during a boring winter 2023/4 to include some information on access to and from marinas. Done from notes but largely from memory but fortunately that is good for this sort of thing, I just wish that I always knew why I went into a room or opened a browser page 😕. See my page Marina & mooring notes (opens in a new window) for some general tips, definitions and the context (handling of my boat) in which I comment.

From 2024 I am adding videos of anchorages when weather, daylight and time permit.

Village Bay Anchorage, St Kilda 2023.

Hunda Sound anchorage looking towards Scapa Flow, Orkney at 03:30.

Note that these "Pages" do not show up under "Post Labels" (right). There will normally be more photos of each anchorage on the linked post and sometimes subsequent ones (I normally only "tag" the first post in a sequence) the associated slide show, or by clicking on the Post Label right:

Note: In other places Rame Head to Lands End may be labelled Fowey to Lands End, that will be corrected in time and is due to adding Looe Bay between the two.

• The Solent.
• The Needles to Rame Hd (Plymouth).
• Rame Head to Lands End.
• Lands End north to Anglesey
• The Isles of Scilly and SE Ireland from Baltimore to Carnsore Point 
• The East Coast of Ireland from Carnsore Pt to Red Bay.
• Mull of Galloway to Ardnamurchan Point.
• Ardnamurchan Point to Rubha Reidh.
• The Western Isles.
• Loch Ewe to Orkney.
• Duncansby Head to The Solent.

The anchorage at Canna, the Small Isles, on route from
Tobermory to S. Uist, 2022. The Isle of Rum in the distance.

2024 August 31st Days 18 - ?, weather bound again this time at St Mawes and Turnaware

The forecasts are still all over the place with  forecasts not agreeing, hardly surprising with part of a system going overhead.

UK Met Office model on Tuesday morning.

Again met Roeland in his  A24 "Hotfoot", this time not racing
with his wife aboard.

Sunday was quite a nice day and I got a small bit of topside varnishing done, it looked as though I would be OK to stay in St Mawes which is sheltered from the forecast NW wind, however on Tuesday morning I woke and checked the just issued inshore forecast:

Lyme Regis to Lands End including the Isles of Scilly - Strong wind warning

24 hour forecast: Cyclonic 2 to 4, increasing 4 to 6, becoming northwest 4 or 5 later. Slight or moderate, occasionally smooth in sheltered north and rough in far west. Occasional rain or showers. Moderate or good, occasionally poor.

Outlook for the following 24 hours: Northwest 3 to 5. Smooth or slight, but moderate west of the Lizard. Showers. Good.

At first this did not overly concern me but I checked out the domestic forecast, often a good idea, it's a "post code" automated forecast but the UKMO model is updated more frequently than any other, this showed

The domestic forecast for St Mawes @ 09:00, at 07:00
the wind was easterly 6 knots.

The wind strength was much lower but that is not unusual as the system allows for the wind to slow over land but it shows the wind veering from the East to the North-west rather than backing. That would make the anchorage exposed to the south-westerly, during the day a F6 should not be dangerous in St Mawes but it would certainly be uncomfortable so, although it was raining a little and misty I decided to head north for some shelter and I was away 10 minutes later.

There was a minor drama as I left, a fishing boat reporting a yacht probably aground in Bream Cove just north of the Helford river. The fishing boat could not get close enough to see what was going on or if there was any one aboard, and although I probably draw more water than his boat and am single handed, I had the dinghy in tow so could anchor and go in to investigate, as it was only 20 minutes away I started off in that direction but the coastguard, having checked their records (it took a while, probably because the name of the boat was unknown; one reason to have the boats name on the dodgers), came back on to say that the owner was aware and arranging recovery so we both went about our business.

Turnaware from the pontoon.

Fortunately there was space on the Turnaware pontoon and the tide, a couple of hours after HW on a near spring tide was not at full strength so I stopped there rather than go up to the Truro river with the tide getting stronger. If the wind does reach F6 from the SW it will be a bit exposed but not excessively so and I should have a quite night with a north-westerly and I will go back to St Mawes on Tuesday and hopefully head west on Wednesday or Thursday but its not worth thinking about where to go at the moment as the forecasts are rather different:

UK Met Office forecast for mid day Friday.

And the ECMWF for mid day Friday.

Update: Typical, 21:00 and the wind has not gone above 8 knots and hidden here it is mainly calm, now the mist has cleared it is warm and humid, what wind there is from here to Scilly is already NW so I could probably have stayed where I was. Hopefully strong winds will not be delayed too long or they could cause problems tomorrow. I have another paid for nigh here if I need it but I’ll probably go back to St Mawes tomorrow. And now the jet stream is making the forecast for the weekend, not so good and difficult to predict. 🤬🤬

Excitement at Turnaware and I get to use my long line.