Winter 2021
No. 111
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Magazine No. 111 Winter 2021
CONTENTS Page
View from the Chair 4
Check out the digital version for enhanced content
Editorial 6
Secretary’s Report 8
New Members 10
New Southerly friendly Pontoon Malpas 12
New AIS Class B Standard 14
Escape from Faro 23
Scottish SOW Rally 27
Trails and Tribulations 28
Elusive Leak 38
To & around the Scottish isles, the nice bits 41
SOA Rendezvous 2022 48
Why join the SOA 49
Some Social Media Photos 51
AGM 2022 52
SOA Regalia 54
Hammett Trophy 56
Southerly up Keel time 57
SOA Noticeboard 59
LUS 2022 61
Southerly up keel time answers 61
Officers and Committee Members 62
DISCLAIMER – all statements herein are made in good faith but no responsibility of any kind for their validity can be
accepted by the authors, the Editors or other members of the Association. In particular, owners are strongly advised
to consult their insurers to establish whether any modification of a boat would prejudice the cover provided.
COPYRIGHT SOUTHERLY OWNERS’ ASSOCIATION
Page 3
View From the Chair
As we approach the end of 2021, things in the UK are looking much more
relaxed than they were this time last year. At least most of us have
managed to get some sailing in this year, the SOA has run 3 successful
rallies on the South Coast of England and 70+ of us enjoyed an excellent
laying up supper recently at the RNLI College in Poole (worth a visit in it’s
own right). OK, we did ask that all attending took lateral flow tests before
arriving, but the sentiment expressed by many was that “it was nice to be
back to (almost) normal. It has been a long while since I left the bar at
midnight and found my way to bed.
However, wherever in the world you sail, I think we all aware that we are
not quite there yet! Since starting this narrative a few days ago, it is clear
that Europe (especially Germany and Austria) are faring much worse than
we are. Late 2020 in the UK we were all filled with hope that 2021 would be
a breeze due to the arrival of the vaccines. Sadly, that proved not to be the
absolute panacea that many were banking on and caution is still the
watchword amongst the demographic that is the SOA membership.
We continue to have issues in the UK due to HMRC’s apparent changed
interpretation of the Returned Goods Relief rules, something that will affect
the UK and EU27 members wishing to spend time in the other’s jurisdiction.
Also making waves of the wrong sort is the issue of CE marking on boats
when transferred to an alternate jurisdiction (UK to EU27 and vice versa).
As things stand it looks as though a CE marked UK boat being sold into the
EU27 and CE marked boat returning to the UK after 31 December 2022 will
require a Post Completion Assessment (PCA). This may add somewhat to
the costs of any sale (or sail in the case of UK boats returning home after 31
December next year) as the cost of the PCA is estimated by the Cruising
Association (CA) at between £500 and £8000 (for a complex boat) before
remedial work starts.
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View From The Chair
As ever, in the UK the CA and the RYA remain good places to keep abreast
of these impediments to our peace of mind (and wallets).
After OFCOM’s delightfully incompetent bureaucratic attempt to introduce
some structure to the safe use of VHF radios and other electronic
instruments, the CA has now produced a template to download and store
onboard that should keep you on the right side of the bureaucracy. The
MCA has also now released a new web site where you can “claim
ownership” of previously registered EPIRB units and add any new units that
you purchase. Go to Gov.uk and enter EPIRB into the search box.
And whilst keeping with the thread of restrictions being placed on our
pastime, 17 December 2021 sees the introduction of an anchoring ban off
the South Beach Seagrass beds in Studland Bay. This zone will be extended
in June 2022 so make sure you are aware of the rules when you next visit
and that your charts (paper or electronic) are suitably updated.
On a personal note, I was able to finally get to Portugal (via a 30 hour Ferry
trip and 1000 km drive) to launch Dutch Courage of Cowes. We enjoyed a
lovely couple of weeks in the sun spending most of the time at anchor and
left her in good fettle at a Marina on the Algarve.
Having spotted a few
of our members
boats whilst down
there, it was
interesting to see in
the September
edition of Sailing
Today in the “New
Boat” section that
there is a new boat,
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View From The Chair
a Southerly 42! Described as the latest addition to the range it would have
been better to point out that Discovery have revamped the design of the
original 42 with some new concepts above and below deck based on the
original hull mould.
I did check out the builder’s web site, and if you have not looked at it lately,
it is worth a look, especially on a cold and damp winters evening. It really is
rather good. https://discoveryshipyard.com/
So, in signing off 2021 I do hope that next year will bring further relief to us
all from the clutches of Covid and that you all have a safe and enjoyable
2022.
Nigel Campling
SOA Chairman
Dutch Courage of Cowes (S115)
The etiquette of drinking Port.
In the Royal Navy, the port or Madeira decanters are unstopped,
passed always to the left, and then stoppered, before the Loyal
Toast is drunk. The origin of the custom of passing the port always
to the left is uncertain but many think it ensures that “port to
port” or all the way round, means no-one at the table misses out!
Editorial
Another unsettling year has passed and yet thankfully many of us managed
to spend some time away on our boats enjoying our sport. Nick and I were
lucky with an early get away to the west country and then a sneaky trip
across to Alderney in September. Well not so sneaky really as we had to
inform HMRC in advance via the paper-based bureaucratic C1331 form that
we were planning to go to Alderney, our arrival and departure dates and
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Editorial
our onward passages to the EU from there. We guessed at a few and then
promptly changed our plans so goodness only knows where they think we
and Whimbrel are now! Having only 4 days we actually stayed put in
Alderney and enjoyed a wonderful cruise around the island, a walk around
the island and a few welcome glasses in the various hostelries on the
island…well mainly The Divers and the delightful Alderney Yacht Club! On a
serious note HMRC are working on a more user friendly version of the form
and shortly hope to let us have access to an App to record our forays into
other countries. That will make planning passages less traumatic.
In his View from the Chair, Nigel highlights a couple of useful progressive
steps for us: one by MCA, for registering EPIRBs and another that the CA has
produced a sensible template for us to submit to OFCOM on the safe usage
and potential harmful effects of VHF on board. Thankfully some of our
representative bodies are doing their best to reduce the effect of an ever
increasing bureaucracy gone mad.
On a serious note, so long as you have not imbibed too much of the good
life, I recommend a read of the white paper written by Digital Yachts on the
different types of AIS. It clearly explains the priorities and differences
between Class A and the old Class B and the new Class BPlus transponders
and will help us make a suitable choice for the next time we invest in some
of this kit.
I would really like to thank those who have submitted Articles for us, on
their trips, their escapes, their trials and tribulations and their brilliant
accounts of trips made and trips avoided. They make for fun reading.
Have a wonderful Christmas and our very best wishes for 2022. See you in
Scotland.
Alison & Nick Boxall
Magazine Editors
Whimbrel S110
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Secretary's report
The Laying Up Supper at the RNLI HQ in Poole gave the committee the first
opportunity to meet face to face since November, 2019. While committee
meetings on zoom have kept the SOA ‘ticking over’, it was nice to have an
agenda which looks forward to getting back to some degree of normality.
While Mike, the events coordinator, has organized a couple of Rallies this
year, the annual Rendezvous had to be cancelled, but we look forward to
visiting Salcombe and Brixham next year.
Fortunately the lack of activi-
ty has not affected the SOA
membership or finances.
Gusti, our membership sec-
retary, reported that there
were 494 members and Da-
vid, our treasurer, confirmed
the financial situation re-
mained strong, with over
£19K in the bank. Thanks to
Ali and Nick, the magazine
continued to be produced during lockdown. The website and forum is well
used and the committee agreed to spend further money on simplifying ac-
cess to the website for members.
Chairman Nigel, confirmed that 71 members and
guests had booked for the Laying Up Supper with
Toby Waites as Speaker (I am pleased to report that
the LUS was a great success with excellent food and
company. Our thanks go to the chairman for organ-
izing.)
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Secretary's report
th
A date for your diary. The AGM has been booked for 19 March 2022 –
details and a formal notice are in the magazine. Unfortunately, Gusti, is
standing down as membership secretary. For many new members, Gusti
has been the first point of contact for a number of years and her quiet effi-
ciency will be difficult to replace. So we are looking for a volunteer to take
Sharon, Janet & Simon
on the role of membership secretary. The present officers are very keen to
refresh the committee now that activities are beginning to pick up. Some
of us have been around too long, so please give some thought to volunteer-
ing or volunteering others. The SOA needs you!
Let us hope we can put the restrictions of the last two years behind us and
look forward to an enjoyable sailing season in 2022.
Les Webb
SOA Secretary
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New Members
The SOA would like to welcome the following members who have
recently joined.
Andrew Jackson Looking at S38, S42
Richard Norman Alchemist, S 28
Jim and Karen Clark Sea Lark, S32, 2008
Robert de Vries Rosveto, S105, 1979
Peter Lever Water Dragon, S32, 2012
Ron Robson Luna, S35RS, 2005
Martin Mulder Southerly, 115, 1992
John Greenwood Chooch II, S105
Bjorn Freeman-Benson Hikari, S 480, 2018
Paul Smith looking for S38
Ken Palmer Zelda, S110, 2000
John Hother S35RS
Richard Puttock looking to buy a Southerly 38 or 42
Maggie and John Cameron looking for 42 RST
Martin Powell Pendragon, S95, 1981
Dean Smith Seafox of Itchenor, S110, 1999
Jim Phillipson looking at a Southerly 100
David Evans (To be decided) S110
Jim Macgregor Flair VI (ex Chocolat), S42RST, 2012
Andrew Sandham Shergold, S38, 2008
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New Members
Samson Lopez Buying a Southerly
Paul and Janet Boocock Summer Breeze, S101 SE, 2001
Mari Waddington Lynch and Ken Wad- looking to buy
dington
Asa Soderbergh High Five, S110, 2004
Toby Courtauld Snow Goose, 32, 2014
Steve Harley Mettlesome, S110,
Simon Ringland Mettlesome, S110,
Robert Staddon looking to buy S38
Ronan Le Lay AZZA, S105, 1979
Bert Catsburg Cigogne, S 115, 1993
Peter Borger Coila, S115, 1996
Ian Crossley looking to buy
Roland Mould Frostbite, S28, 1977
Claire Marshall Looking for a S38
Aurelio Roca looking to buy
Richard Reynolds Sound, RS35, 2008
Ian Oram & Clare Tagg China Blue, 42RST, 2010
Steve Buiskool looking to buy
Page 11
New Southerly friendly Pontoon Malpas
Being a West Country boat has many advantages, and the ability to nip
down to the River Fal when we want is fairly near the top: something we
have been doing for the last 25 years or so. But for those many of you for
whom the Fal is a rarely explored delight I thought it worth reporting on a
“Southerly friendly” change at Malpas, within striking distance of Truro
(and more importantly with access to a really good gastro pub!).
Malpas is a delightful spot
about 2 miles downstream from
Truro, is wooded and quiet, and
any morning is broken only by
the sigh of the wind in the trees
and the calls of curlew and
heron. Upriver access in the Fal
is easy at all tidal states in a
Southerly as the Maggoty Bank,
which is the only significant
hazard, merely involves a brief
lift of Southerly skirts to navigate. Until now most visitors have used the
mid river pontoon about ½ mile short of the Malpas landing, and dingy
ashore if they want.
This year the Truro harbour authority have put in a new walk ashore
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New Southerly friendly Pontoon Malpas
pontoon at Malpas itself. Depths alongside (below CD Falmouth) range
from 1.1m at the seaward end to 0.3m at the pontoon stub, and are
helpfully etched into the pontoon wood rubbing strake although are quite
hard to see: you can work on 0.6m average. Cost is £25.00/night payable at
the Harbourmaster’s Office at the top of the access ramp. There is no water
except at a tap at the top of the ramp, and no electricity.
The new pontoon is a great addition because it makes accessing the
excellent walking up the Tresillian River or into Truro really simple –
something we have much enjoyed. There is also easy 200m access to the
Heron Inn and, if you haven’t tried out their food, I strongly recommend
you do so. The Heron have also opened a small “farm” shop at the pontoon
access point selling most key things (expensively!)…and more importantly
making morning coffee, sausage or bacon butties, and ice cream purchase
really easy! There is also a new extended dingy mooring available if you are
doing a dingy ride in from the river pontoon.
In terms of approach, it is
pretty straight forward once
you weave through the river
moorings. Visitors’ berths are
on the downstream side of the
pontoon. The Truro side is for
local small craft. Just beware
that the ebb runs down hard
across the pontoon from the
Tresillian River, so you will be
set down quite quickly. The
flood seems to run parallel to
the pontoon and is gentler.
I’ve included some views (including of
Whimbrel!). I do hope you can enjoy a visit there Chris & Helen Snow
– and a pint at the Heron - as much as we always
do. S38Whimbrel
Page 13
New AIS Class B Standard
Background
AIS (Automatic Identification System) is now one of the most widely used
and significant navigation safety technologies since the introduction of
radar. The system was originally developed as a collision avoidance tool to
enable commercial vessels to ‘see’ each other more clearly in all
conditions and improve the helmsman’s information about his
surrounding environment.
AIS does this by continuously transmitting a vessels identity, position,
speed and course along with other relevant information to all other AIS
equipped vessels within range. Combined with a shore station, this
system also offers port authorities and maritime safety bodies the ability
to manage maritime traffic and reduce the hazards of marine navigation.
Due to the great safety benefits offered by AIS, the fitting of a Class A
transponder was made compulsory throughout the world in 2002 for all
vessels over 300 gross tonnes or that carried more than 12 passengers.
For smaller vessels that fell outside of the mandate, a Class B transponder
was defined which allowed fishing and leisure vessels to fit a lower
power/cost transponder that worked on the same AIS network and could
receive and transmit signals to the Class A transponders fitted to
commercial vessels.
AIS transponders are now commonly seen on many leisure vessels and
with the approval of personal AIS SARTs for use as Man Overboard
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The new Southerly
42 Advert
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New AIS Class B Standard
systems, in conjunction with Search and Rescue vessels/helicopters now
fitting SAR transponders, AIS is becoming an important part of the Global
Maritime Distress and Safety System (GMDSS).
Another new AIS application is vessel tracking, with websites like Marine
Traffic and AISLive that collect and display thousands of AIS targets from
their shore based AIS reception networks, and global satellite reception via
companies such as Orbcomm, exactEarth and Spacequest.
Many national marine
authorities are installing special It is this continuous expansion of the
Aids to Navigation (AtoN) global AIS network, that has led to
transponders that can replace
traditional Buoys and Beacons the approval of a new Class B
and transmit local weather/tidal technology that sits half way
information to passing vessels,
between the original Class B
while some large and busy
harbours or shipping areas use technology and the Class A
AIS as part of their Vessel Traffic
Services (VTS) to manage and control shipping movements.
It is this continuous expansion of the global AIS network, that has led to the
approval of a new Class B technology that sits half way between the original
Class B technology and the Class A technology found on commercial
shipping. This new technology does not supersede or replace the original
Class B transponders, but it does offer significant improvements for some
types of vessels and applications. For the purposes of this White Paper, we
will refer to this new technology as Class B+.
How AIS Works
To fully appreciate the benefits of this new Class B+ technology, it is
necessary to understand how AIS works.
An AIS transponder consists of a GPS receiver and a VHF “Data” Radio. The
transponder takes its GPS position and transmits this in Digital Form on two
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New AIS Class B Standard
VHF channels dedicated to AIS (161.975MHz and 162.025MHz).
In order that multiple AIS transponders can “play nicely together” and
avoid all of the devices transmitting at the same time, causing interference
and loss of data, AIS transponders use a system called Time Division
Multiple Access (TDMA). This is a similar system to that used in mobile
phones, where each AIS transponder claims a very short 26.6 millisecond
“time slot” where it transmits its information. The claiming of Class A time
slots uses “Self Organised” TDMA where multiple transponders know how
to claim and reserve time slots and what to do if there is a dispute with
another transponder trying to claim the same time slot.
The system works well and allows up to 4500 ships to work within close
proximity of one another, automatically giving priority based on distance
apart, i.e. as the number of vessels increases, the ones furthest away do
not get a time slot.
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New AIS Class B Standard
When Class B transponders were introduced, they used a slightly different
technology called “Carrier Sense” TDMA where the Class B transponder
listens to the Class A transponders and as soon as it detects an empty time
slot, grabs it and makes its transmission. Occasionally a Class A
transponder will “steal” a time slot from a Class B transponder and the
system is designed that Class A transponders always take priority over
Class B, so the Class B transponder will have to delay its transmission and
start listening again for another empty slot.
The number of transmissions that a transponder makes and the type of
data it sends varies, based on its Class (A or B), its speed, whether it is
manoeuvring and its navigation status. The Class A transponder of a fast-
moving ferry may output its position every couple of seconds while a Class
B equipped pleasure vessel will only transmit every 30 seconds, whilst
underway.
As previously mentioned, the AIS data is transmitted over two channels of
the VHF frequency range and a Class A transponder transmits at 12.5
Watts while an original Class B transponder only transmits at 2 Watts
which - to put this in to perspective - is a third of the power of a hand-held
VHF that transmits at 6 Watts.
This 2 Watt transmit power restricts Class B transmissions to an absolute
maximum range of about 8-10 Nautical Miles and also means that
traditional Class B transmissions are often not received by the AIS Satellites
that provide global vessel tracking.
The New Class B+ Technology
The new Class B+, often referred to as “Class B SOTDMA” or “Class B 5W”,
has been defined to bridge the gap between Class A and Class B
transponders, offering some clear advantages for some types of vessels
and applications.
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New AIS Class B Standard
Class B+ uses the same SOTDMA technology as Class A and therefore has
the same priority when it comes to reserving a time slot, guaranteeing that
it will always be able to transmit, even in busy AIS congested waters. For
fast moving vessels this is important as a missed transmission can result in
a vessel moving a long distance before it next manages to send a
transmission.
Another feature that the new Class B+ technology has taken from Class A,
is the increased and automatic changing of transmission rates depending
upon speed. Unlike Class A, the update rate is unaffected by whether the
vessel is manoeuvring, but as the vessel’s speed increases, the number of
transmissions increases so that other vessels get a clearer and more up to
date view of where the boat is.
For slow moving vessels the increased update rates of Class B+ are not so
important, but a fast power boat travelling at say 23 knots, will move 360
metres in 30 seconds, which is the update rate of a normal Class B
transponder. On a Class B+ vessel travelling at 23 knots or more, the update
rate is 5 seconds, so (using the above example) only 60 metres would be
moved between updates.
Finally, Class B+ transponders have a higher power transmission 5 Watts
instead of 2 Watts and this not only increases the range over which the
vessel’s transmission will be received, assuming good antenna height and
performance, but it also significantly improves the AIS Satellite reception,
enabling global tracking.
Comparison of AIS Classes
The following tables have been created to provide a “side by side”
comparison of the three different classes of AIS.
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New AIS Class B Standard
Class A, B And B+ Functionality
Function Class A Class B+ Class B
Transmit Power 12.5W 5W 2W
Up to
Up to every every 5 Every 30
Transmit Rate 2-3 secs secs secs
Minimum Keyboard + Display (MKD) YES NO NO
Technology SOTDMA SOTDMA CSTDMA
Guaranteed Time Slot Allocation YES YES NO
Voyage Data YES NO NO
External GPS Connection YES NO NO
Price (approx) £2000 £650 £500
As can be seen from the table above, in normal operation a Class A tran-
sponder transmits at a much higher power than a Class B. In “real-life”
terms a well installed Class B transponder should be able to transmit up
to 7-8NMs whilst a Class A transponder maybe seen as far as 20-25NMs
away. With its 5W output, a Class B+ will be better than a Class B (2W),
but not x2.5 better, typically 10-12NM should be seen.
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New AIS Class B Standard
As illustrated in the following table, Class B and B+ transmit the same da-
ta, a sub-set of the data transmitted by a Class A transponder.
Data Transmitted Class A Class B and B+
MMSI + Vessel Name + Call Sign YES YES
Position + COG + SOG YES YES
True Heading YES YES
Rate Of Turn YES NO
Nav Status YES NO
IMO Number YES NO
Type of Vessel YES YES
Vessel Dimensions YES YES
ETA + Destination + Draught YES NO
Finally, the table om the next page shows the different data transmit
rates of the three systems. As can be seen, Class A transponders have sev-
eral different transmit rates, based on speed, manoeuvring and Nav Sta-
tus, whereas the Class B+ transmission rate is purely based on speed.
Comparing Class B+ to the original Class B, it can be seen that the simple
two update rate (underway or stationary) of the original Class B has been
expanded and increased in Class B+. For any boat that regularly travels at
over 15 knots and particularly for boats capable of travelling at over 23
knots, the increased transmission rates offered by Class B+ are an im-
portant benefit.
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New AIS Class B Standard
Ship’s Dynamic Conditions Class A Class B+ Class B
Ship at Anchor or Moored 3 mins 3 mins 3 mins
SOG 0-2 knots 10 secs 3 mins 3 mins
SOG 2-14 knots 10 secs 30 secs 30 secs
SOG 2-14 knots and changing course 3.3 secs 30 secs 30 secs
SOG 14-23 knots 6 secs 15 secs 30 secs
SOG 14-23 knots and changing course 2 secs 15 secs 30 secs
SOG > 23 knots 2 secs 5 secs 30 secs
Ship Static Information 6 mins 6 mins 6 mins
Useful Links
If this document has encouraged you to learn more about AIS or even purchase an
AIS system for your boat, then the links below should be of interest…
Digital Yacht’s Website where you can find the latest information on our AIS products.
Digital Yacht’s Blog for all of the latest news and articles on AIS
All About AIS website for more information on AIS systems
Wikipedia article on AIS
IMO website that details the global carriage requirements of AIS
US Coast Guards website on AIS
Maritime Traffic website leading online AIS website
Many thanks to DigitalYacht for this article
Page 22
Escape from Faro
Dutch Courage of Cowes and her escape from Covid Jail
In October 2019, Dutch Courage of Cowes was lifted out at Bruce’s Yard
(AKA Nave Pegos) in Faro, Portugal.
Who would have thought when we put her to bed that we would not be
able to see her for 23 months!
We were due to cruise (on a BIG ship) from Dubai to Singapore in January
2020 and go onto Bali afterwards. In the end, we managed to get most of
that trip done against the background of gathering Covid clouds, but missed
out on Thailand & Singapore.
Because of the cruise, I had decided to winterise Dutch Courage fully and
made a bit of time to close everything down and had spare hands in the
form of Gill to assist. Therefore, the sails were removed and sent to a local
sailmaker in Faro, Portugal, for valeting at a reasonable cost of €300.
All covers, the Bimini and the stack pack were removed, and an old spray
hood fitted to keep the worst of the weather out. The existing spray hood
returned with us as hold luggage as it needed some TLC and I wanted to
install a zipped centre window, which was duly done by the ever reliable (if
not cheap) TecSew.
The engine oil was changed, anti freeze run through the engine and the
batteries were linked up to a modest solar panel running through a control-
ler. The anchor and chain were lowered to the ground and off we went
from the conveniently located airport.
By the time we returned from our cruise at the start of March 2020, it was
quite clear that we would not be travelling to Portugal any time soon. And
so the Covid saga dragged on throughout 2020 and into 2021. We had
planned to travel down in 2021 by ferry to Santander and then car to Faro,
but changes in the travel rules by the UK Government stymied this in May
2021. In June 2021, I booked a flight to to spend a few days checking on her
but was again wrong footed by the regulations. We finally returned by Ferry
and car in the middle of September 2021.
Page 23
Escape from Faro
We arrived on the Thursday and went straight to the boat to start prepara-
tions for a launch on the following Monday. The min/max temperature
gauge onboard showed that the temperature had peaked at 40 degrees C
and been as low as 3 degrees.
First off, Gill was tasked with checking the stores (tinned and dry) and
armed with several dustbin sacks, threw out a large stock of items that
were now past their sell by date. I usually leave a litre of long life milk so
that we can make tea when we return. Fortunately, on this occasion, I had
forgotten to buy any so did not need to deal with what would surely have
been a rancid butter block. The good news was that all of the alcohol was
still drinkable!
Less good news came when I checked the batteries. To be fair to them they
were 5 seasons old in October 2019 and the solar panel I had left had fallen
to the deck as the shock cords had rotted through in the sun. I could get no
charge into the bank of 3 domestic batteries or the Bow Thruster/Windlass/
Engine battery. It was fortunate that we had a car and internet connection
and located a supplier in Faro near a large supermarket. I called in there on
the Friday and he only had one suitable domestic
battery. He could though get me 2 more if I came
back on the Saturday. This I did and purchased 3
domestic batteries and a suitable Engine Battery
and drove back to the yard. Unfortunately, being
the weekend meant that it was not possible to
drive into the yard, and I had to lug all 4 batteries
150 yards (each time) in 28 degrees of heat. I
would have failed miserably without my trusty
The Beer Trolly
“beer” trolley.
Whilst I was doing all this, Gill was finding out that we had some unusual
stowaways on board. We found about 5 nests that had been created and a
few “double bodied wasp type” critters. As far as we can tell, these were
black and yellow mud daubers (Sceliphron caementarium). As most had
flown their nests, we were not too troubled by them, but had we returned
earlier in the year, it would have possibly been a different matter ?
Page 24
Escape from Faro
I was checking a locker looking for some tools when this little chap ran past
me and sat near the keel box looking confused. He was duly captured and
One of the nests
carefully carried down to the ground where he shot straight down the drain
channel in the yard. I have no idea how he got into the boat, and whether
he has some friends still lurking in the bilges, time will tell!
Fortunately, few spiders were encountered as Gill has an absolute phobia
about those. Having finished the hunt for errant wildlife, I got on with the
task of fitting the batteries. The Bow Thruster/Windlass/Engine battery was
an addition some years ago and resides below the domestic bank. There-
fore, to access that means removing the old batteries, lifting the battery
tray and delving deep into the bowels of the bilge. On a very hot day, this
effort took it’s toll especially as a dodgy hip means that I am way less mo-
bile than I used to be. Anyway, that was eventually fitted and the domestic
bank re-installed with the new batteries. The cost of this exercise was not
too dire, given that I only had one possible sup-
plier and could not make use of internet bar-
gains. The domestic batteries were charged at
around €130 each and the replacement Bow
Thruster/Windlass/Engine battery was €160.
Other than these issues, obviously the boat
needed a good clean and we had several runs
to the supermarket to stock up on provisions
and dry goods.
Page 25
Escape from Faro
The safety lines had suffered a green mil-
dew in places, but this was removed by
some enthusiastic work with a cloth soaked
in Acetone held in a well gloved hand.
Dutch Courage uses a Kiwi propellor and I
had removed the blades in 2019 for anti-
fouling with Trilux. I had also removed the
bow thruster propeller in order to fit a new
anode. Both of these were re-attached
without much fuss and a final spray of
Trilux onto the shaft log completed the job.
We hear a lot these days about the degra-
dation of fuel for marine use due to the
addition of bio diesel. I had topped up the diesel tank before we left, and
the main engine started first time and ran smoothly for the 23 hours that
she was used in 2021. The in line first fuel filter did seem a little murkier
than usual, but apart from that all seemed ok. More surprising was the
Honda 2.3hp outboard. That started first pull, something that cannot be
guaranteed even with regular use. I can only assume I cleared the carbu-
rettor of fuel before putting the outboard away for the duration.
The final job as ever was to anti foul the hull. She was only sitting on 2 lay-
ers of rail sleepers so it was not easy. However, with the use of a long han-
dled roller I managed to get a reasonable job done, and we launched 4 days
after arriving.
We had not had time to bend the sails on nor put the Bimini up. As we have
a soft spot for Faro beach as an anchorage, we made our way there and sat
for several days inside the strip of land between the long Faro beach and
the inland causeway that makes up so much of this lovely area. That gave
us a chance to finish off the final jobs as well as dinghy ashore and spend
some time on the main beach.
After that we trod a path that we had taken before and enjoyed Alvor, Fer-
ragudo and the Rio Guadiana, going further inland than we had done in pre-
Page 26
Escape from Faro
vious years and well past Alcoutim. We finished off by tucking her comfort-
ably in an Algarve Marina with fingers crossed for a safe and Covid free
return in 2022.
Nigel Campling
SOA Chairman
Dutch Courage of Cowes (S115)
Scottish SOA Rally
Your editors Nick & Ali will be on the West Coast of
Scotland all next season. Therefore we would like to
hold a Scottish SOA rally for all Southerly owners who
may be around and wishing to join in.
Dates: Probably around the end of June.
Location: We are looking for suggestions for this,
possibly Oban or Tarbert, depending on the responses
and interests of Scottish Cruisers.
What to Expect: We will host a Pontoon/Beach party. We would also
like to all eat out together if possible.
Email us [email protected] for helpful suggestions for
locations and to register your interest. More details will be on the
website or emails next year.
Page 27
Trials and Tribulations
Things always seem to come in spates, especially when it comes to boat
maintenance on our 35RS Hoe Spirit.
Initially I had a spate of engine issues – ex-
cessive steaming (to my mind anyway) at
anything over 4 knots when boat was new
to us. This was fixed with a new heat ex-
changer and improved further when the
water pump was replaced with new water
pump with larger inlet pipework and a new
inlet strainer. This change was prompted
after the pump shaft water seal had failed
on the old water pump and the Yanmar
spares man asking whether I wanted the
replacement pump with a larger inlet pipe!
Then a leaking exhaust elbow raised it’s ugly head – fixed by a weld at the
boat yard. Now – for the moment at least - the engine seems ok - touch
wood.
The anchor windlass came next. This needed a new power junction box
(courtesy of B&Q with stainless connection posts and an old nylon chopping
board from the kitchen), new local power cables, new control junction box
with rewire, and two new windlass relays as the connections on the old re-
lay seem to disintegrate. I am now black belt at removing the windlass –
not the easiest of jobs I may add (the details of these experiences can be
found in the magazine - SOA94 Summer 2015).
Then there was a persistent but small leak in the forward bilge compart-
ment, just aft of the forward cabin. This had been investigated since we
bought the boat in 2013 and entailed many searches, much removal of vari-
ous hatches, covers, many moments of peering into lockers at critical times,
much nautical language, and in desperation changing of all the heads pipe-
work (big job which made no difference - but it looks much better!), and
was finally chased down to the seals on Marelon Seacocks on the heads
pipework which had an intermittent leak on the shaft ‘O’ rings that finally
showed up just before the boat was lifted out of the water at the end of the
Page 28
Trials and Tribulations
2019 season (my last despairing check of the year).
New seals in the valves did the trick, and at the moment this is the second
season with dry bilges – so far, touch wood. The quest for dry bilges was
not helped by leaving the de-humidifier drain not in the sink over lockdown
which then drained the water into the bilges. More nautical language – it is
amazing how much water is taken out by the
The quest for dry bilges atmosphere over a few months – 15 washing
was not helped by up bowels!
leaving the de- The bow thruster is the latest bit to give grief
humidifier drain not in – some of it self-imposed.
the sink over lockdown It all started last year, on one of my first trips
single handing. My wife is a little unsteady
these days and has decided that her sailing days are over – so she now uses
the boat as a second home and the odd trips in calm weather motoring to
an anchorage.
Back to the story, early in 2020 sailing season I did my first real single hand-
ed trip from Fareham to Yarmouth as I know the ever helpful berthing mas-
ters would take my lines. I managed to get there with little trouble but
with some anxiety.
I was pleased with myself, and had a good
night in Yarmouth, although being on your
own is not the same as sailing with your life’s
partner.
In the morning it was time to return to base.
Those of you who sail to Yarmouth regularly,
know that on springs ebb, it can be a bit tight as the current in can be
strong. The Bow thruster is a great ‘Get out of Jail Card’ and has saved my
blushes a few times. Before singling up I normally flick the bow thruster
either direction. This time there was a normal Grrrr thrusting to Port and a
quieter and an undulating sound with only a small thrust in the other direc-
tion.
Page 29
Trials and Tribulations
I did the equivalent of kicking the tyres – looking at the bow thruster tunnel
from the pontoon, trying the thruster again, bending down and looking
again from the pontoon, checking weed in the water and wondering if any-
thing was around the prop - all to no conclusion. The thruster behaviour
had not changed in the meantime. Note to myself get a waterproof GoPro
(still to be done).
It happened that the thrust direction suited my needs so I left Yarmouth
and returned to Fareham with a furrowed brow and much concern.
Was something round the prop. Was the main relay working correctly –
relays were in my mind after my experiences with the windlass. Should I
brave the dubious water in Portsmouth Harbour with a snorkel to check
the propellor…..
This problem was continually at the back of my mind and I had to get to the
bottom of it. I returned to the boat to check out the thruster when the
tides were next at springs. The high tide is then at midday(ish) in Ports-
mouth harbour, and when the water is at its cleanest. First job was to ex-
pose the motor and see if anything was amiss. To do this all the junk, sails
and small dingy had to be removed from the forward cabin – a task not to
be undertaken lightly. This done, the thruster motor was exposed and I
found ….. nothing.
So next step was to check the prop but I really did not want to get into the
water. Being on my own and swimming off a boat alone is not a good idea.
The water at the best of times is dubious, and if I could do it otherwise then
why not. The dinghy was taken to the bow to get closer to the water line,
mask on my face I tipped over the edge of the dingy, and tried to put my
face in the water.
After much messing about and with major body contortions I managed pre-
cisely…..nothing. It was impossible to get down low enough to see under
water without falling in.
Nothing left to do but put on my trunks, put out a fender on a line at the
stern and drop the boarding ladder.
Page 30
Trials and Tribulations
Back into the dinghy I slid over the side and at last got a good look at the
prop and saw – nothing! It was completely clear and normal.
Got back on board, and cold. I had a good look round and did not see any-
one so I striped down towelled up and dressed. Then, I saw a guy opposite
working on his boat with his back conscientiously to me. So much for my
modesty, he gave me a cheerly wave and a smirk when I later passed him
on the way back to shore!
Back again at the thruster motor I removed the wiring and the relay. Relay
in hand I went to see the good people at Vitesse Marine in Fareham.
They were unimpressed with my diag-
nosis.
The relays are normally very reliable,
and they helpfully suggested that it was
more likely to be brushes that were
stuck and not fully engaging with the
motor commutator and suggested that
I look for sparking when in operation.
Being on my own and not having the useful attributes as the ‘Incredibles’
this was problematic. As ever there was a solution in that if the control
stick was removed from the binnacle at the wheel, it could be plugged in
locally at the motor as there was a facility for just this situation. It is really
great when good design features are found unexpectedly. It doesn’t seem
to happen often enough these throw away days.
Back to the boat, and four screws and a stiff connection later the control
was in my hand. At the motor there were two connections that fitted to
the control and it did indeed allow me to operate the thruster locally at the
motor. Hallelujah.
Sure enough when operating the motor I did see excessive sparking on
two brushes. Luckily these were closest to me and I could just about lift
the spring enough to lift the brushes out of the holder but only if I did the
contortions of Houdini. Vitesse marine had also suggested I did not re-
Page 31
Trials and Tribulations
move the brushes completely as if I lost the fixing screw into the motor, it
was the devils only job to retrieve.
I eased the brushes with some fine emery paper, and they seemed free
enough. When I had refitted these, I was rewarded with a satisfying Grrrrr
in both directions.
The only thought remaining was – what about the other two brushes I
couldn’t easily reach. I decided that the best way to do this was to remove
the motor and do all four brushes on the bench over winter – so that was
that for 2020 season as far as the Bow Thruster was concerned, with no
new problems.
The boat was removed from the water in October after an uneventful sea-
son, engine winterised with antifreeze, fan belts and impellor removed, oil
changed, engine diesel filter changed, props – main and thruster removed
along with the anode and so to lockdown!
Only one foray to the boat was made in December, blowing leaves off and
clearing bird poo, checking the dehumidifier, and putting the drain by mis-
take over the side of the sink. Unfortunately, as no overnight stays were
allowed, I had no time to remove the Bow Thruster motor – so a job for the
spring.
Spring 2021 came for me when the lockdown was lifted in March, and boat
prep for 2021 started in earnest. I then discovered the error of my ways
when I checked the bilges and found them full of water from the dehumidi-
fier – much, much more Nautical language.
Four days to polish boat, four days to paint over the copper coated keel (it
was either that or another £5k to re-do the copper coat on the keel and
Grounding Plate) with Jenolite, antifoul primer and antifoul – we’ll see how
that has fared when the boat comes out in the Autumn. A day to dewinter-
ise the engine (respect to Richard Bickford – S110 Moonstruck for fitting a
water pump belt in 3 minutes. I have never done it less than 15 minutes,
as I when I have fitted the belt for the first time, I always convince myself
that the belt is not tight enough so I have to release and do it again. I also
Page 32
Trials and Tribulations
always have difficulty in easing the belt past the nut on the back of the pul-
ley flange and the pump bracket, because the pump adjusting nuts are
never loosened enough!).
Unfortunately, the position of the boat on the hard was that I was blocking
another boat that was ready for launch, so I was under the cosh to finish.
The Bow thruster Motor again was not taken off. In the general rush to
finish I fitted the propellors in a hurry as this is about
the last job I had to do prior to launching.
For those who don’t normally remove the Brow
Thruster propellor, there is a pin through the drive
shaft that engages in a recess in the propellor. I usual-
ly check proper engagement by measuring the thread-
ed shaft protruding from the propellor to confirm that
the pin is engaged correctly using my excellent Lidle
digital vernier.
However, this time with the pressure to get it done, I
fitted the prop without proper measurement – it all
looked fine and felt tight so it’ll be alright!
Well, when launched, I went to check the operation of the Bow Thruster
and it went Grrrrr then changed to a Wheeeee sound. And from then on it
was only Wheee every time I tried it. I looked out for a floating bow
thruster prop but didn’t see anything…..
More nautical language.
What to do. I could swim and try to fix it in the water – that really did not
sound a good idea. I could have the boat bought in, but the cost of £300
plus and the potential of an extra £300 to block off and re-lift in the event
that the boat lift was needed for an emergency did not thrill me. I could
take it to Sea lift at Haslar marina which I have used in the past for a quick
bottom clean, but then if I am bit delayed, then the clock ticks, and people
start tapping their feet. Or I could beach at Chichester.
Page 33
Trials and Tribulations
I decided that the beach at Chichester sounded good to me. This needed a
neap tide, so that I could beach during the morning and float off in the
afternoon, and goodish weather plus approval from my house leader and a
clear diary. For all this to come to pass there was time for another trip to
Vitesse marine to order a new prop (Brexit and Pandemic had delayed bits)
and have a further chat. The possibility of a coupling problem reared it’s
head so underscoring the need to remove the motor and check the cou-
pling. On my thruster motor there are four allen screws holding the motor
to the support base structure. I was assured by Vitesse Marine that all that
was needed was to unscrew these four screws and lift off the motor (after
disconnecting the electrics).
A further Herculean effort was needed to remove stuff from the fore cabin
to re-locate into the aft cabin to expose the motor compartment. Discon-
necting the electrics, I was then able to undo the (very tight) screws. On
trying to lift the motor it would not budge, but with a calibrated tap it
came free. It should be noted that the motor is a heavy lump!
No water came in much to my relief as I had visions of something happen-
ing and causing a water leak.
The motor was taken back to my workshop – i.e. the garden shed. The
four brushes were pulled out of the housing and relieved further. The two
that were stiff before were stiff again so that was a useful exercise. The
two that I couldn’t get to on the boat were free, but I still eased them as a
precaution.
The coupling looked new which was a surprise as I had
not replaced it and the motor definitely looked as
though it had a past.
As we all know May was not kind with the weather. A
storm was due to hit the UK on the 20th May for 2 to 3
days, slap bang at the time when it was perfect to beach
the boat.
Typical.
Page 34
Trials and Tribulations
With much checking of web sites and atlantic pressure
charts, the 19th looked OK weather wise, but I had to
get back to the pontoon ready for the 20th when the
weather window closed, with the boat facing into the
South – into the weather - on my river pontoon, which
meant that for me I had to be back by the last of the
flood at about 1700 which in turn meant that I had to
float off latest 15:00 or so. Working back the tides in
the ever-useful app Tides planner, I had to ground
about 0800. This meant a time to leave Fareham just
before 5am.
Nothing like a 4am wake up alarm. After getting up and getting going, and
fixing a dodgy port nav light (kicking myself for not checking the evening
before), I was away at 4:45 am.
A good trip to Chichester, - a bit
early in fact, rounding the Dol-
phin before 7am, I slowed up to
about 3 knots overground so as
to not get to Hill Head too early.
Arriving at my favourite (and
everybody else’s) point for
grounding I found to my surprise
an Ovni was already beached. I beached about 30 yards away from him,
and waited for the tide to expose the thruster.
I put down my rubber Homebase mat on the sand and looked up the tun-
nel and found a propellor that looked and felt tight on the shaft. I had half
expected no propellor.
On removing the nut securing the prop I noted how much the screwed
shaft was protruding from the centre of the prop. I also looked for damage
on the rear side of the prop and did not see any significant damage at the
back of the prop either.
So, I fitted the new prop and took measurements properly to confirm that
Page 35
Trials and Tribulations
the pin was fully engaged. The screwed portion also was much further out
when compared to how it was before I removed the prop. A good sign. I
also discovered that sand and digital verniers are not compatible.
Nothing left to do but wait for the tide and dodge the heavy squalls and
rain showers.
The Ovni guys had a problem with their rope cutter which was making a
grinding noise. They decided that there was not much to be done, on the
sand and the boat had to come out of the water. They also put out a very
professional looking kedge, with the intention of pulling themselves off
when the time came to float off and leave. I have done this previously, but
the last time I beached, all I did when re-floating was to engage astern at
the moment of floating, lift the keel which was holding the boat in place,
and off we went with no fuss.
I had a crisis of confidence. Would it be a problem without a kedge with
this strongish Westerly breeze!
As the tide came in I tried the thruster and it seemed to work ok – relief.
I floated off at 1430 – luckily in a time when the sun was out and not
gusting strongly, but it was still beam on with the wind pushing me towards
the Ovni. Looking at the Ovni which had about another half hour to go I
Page 36
Trials and Tribulations
could see that the Southerly has a big advantage over the Ovni in that the
our boat was resting on it’s skeg which allowed the prop to turn just at the
point of floating, meaning I could engage reverse early confident that the
prop would not foul the sand. All I then did was raise the keel slightly, and
again off we went, with the tide turning the bow into wind (oddly, there
must be an eddy there) so that it looked like I knew what I was doing. Little
do they know!
No time for messing about, when clearing the shallows up with the main
and off we went. A really heavy shower with thunder and lightning hit me
as I was exiting Chichester, and I wondered how the Ovni was doing
floating off in that weather. All I did was nip below and remained snug.
Unfortunately, the wind was in
the West/South West, so motor
sailed back to Portsmouth. After
just clearing the submarine barri-
er, I turned the radio onto the
Queens Harbour Master Channel
to listen for Ferries as I wanted to
cross the main channel, and I
heard over the radio that the small boat channel was being closed to allow
the Queen Elizabeth aircraft carrier to dock into Portsmouth! Sure enough
4 tugs were leaving Portsmouth and I could see the grey hulk of the carrier
around the Nab Tower. Further note to myself – read the notice to mari-
ners on the QHM website!
With a bit of judicious throttle I just got in before the small boat channel
was closed, and made it back to my berth at Fareham with an operational
Bow Thruster just after 17:00. Amazing what can be done when a passage
plan works out!
Job done – for now.
Tony and Marilyn Adelmann
Hoe Spirit 35RS
Page 37
Elusive leak
We have had ‘Taloora’ from new, taking delivery in 2008. We have been
delighted with her and have had few problems - if having a small amount of
water in the bilge can be considered normal? After all there was always a
little water escaping when I cleaned the raw water filter and I had heard
that some water may be introduced via the keel pennant. The stern gland
packing was regularly replaced and little water entered via this route. Three
years ago the plastic heads outlet seacock had started to leak and it was
replaced. I had regularly checked the bilge mainly on the starboard side -
through the hatch that gave access to the engine and heads seacocks and
by raising the main starboard floorboard. There was usually a little water
present but this was readily removed with a sponge
Early this season I had noticed a little more water in the bilge near the
heads inlet. There appeared to be some
water on the inner moulding shelf and I
thought that I could see water oozing from
the bulkhead adjacent to the engine
compartment (Figure1). I telephoned
Northshore Yachts and sent the photograph
of this area but unfortunately they failed to
respond to this query. The engineer I
normally use checked all the hoses and
engine and pronounced them sound and
wondered whether the water was coming
from under the shower tray. The water was
definitely seawater and the area around the
engine, heads and galley is very difficult to View under the inspection hatch
inspect. I thought that there was only a showing Engine and Heads
little water present but was shocked when I seacocks. The bilge in this area is
managed to use a long tube and simple shallow. Water has pooled on the
hand pump to collect at least 4 litres of grey inner moulding. The yellow
arrow marks the point where I
seawater from the lowest part of the boat
thought the water was entering.
under the engine area.
This was the photo I sent to
We were due to spend a week on the boat Northshore
Page 38
Elusive leak
and the weather was nice. During this time I
was determined to find the source of the
leak. Having pumped and sponged out all I
could, I found that a small amount of water
kept appearing in the starboard bilge. I then
inspected the starboard bilge while we were
healed on port tack and was surprised to see
how much water was present. This
disappeared when the boat was upright
draining to the lowest part under the engine,
but leaving a trace in the starboard bilge and
some water on the inner grey plastic
moulding near the heads seacock. This was The small oozing leak on the port
quite concerning because there was no sign side just forward of the keel
of the leak in the starboard bilge and the grounding plate moulding marked
suspected critical area could not be with a black permanent marker
inspected.
I continued the hunt, draining and sponging the water every day. It had
been calm and we were at anchor and I decided to lift all the floorboards.
To my surprise there was a significant “puddle” of about 2 litres in the
midline at the forward end of the keel grounding plate moulding. This was
acting as a reservoir - either overflowing or being tipped when the boat
was healed into the starboard or port bilges and draining aft to the lowest
point.
I removed water from this midline reservoir and dried it very carefully and
watched and waited. To my surprise and muted delight I could see a gentle
ooze from a patch of the Fiberglass matting on the port side just ahead of
the keel grounding plate moulding (Figure 2). It was like a weeping wound!
I dabbed it dry just to see the water ooze through. This must be the slow
persistent source! I marked it and got our specialist repair technician from
the Marina to take a look. He confirmed the problem and thought there
must be a crack in the hull. We knew the hull had been thoroughly checked
and pronounced sound 2 years previously when the same technician had
removed all the anti-fouling and prepped the hull for the copper coat. We
Page 39
Elusive leak
could only assume that at some point there had been impact damage
causing a crack and that the ensuing leak had got progressively worse. We
remember the odd banging of hitting something but could not recall the
exact time and place. We contacted our insurers who thought the damage
would be covered if due to an impact and arranged an immediate lift out
and repair.
A crack was revealed on the outside of the hull with a similar but smaller
non leaking crack on the starboard side. Nothing in the mid line. The area
was ground out and repaired with chopped strand matting, woven rovings,
chopped strands, light weight filler, gel coat and copper coat (The boat was
relaunched and has remained dry!) Problem solved! Fingers crossed.
Lessons to be learnt
•Don’t accept water in bilge as normal
•Inspect the entire visible bilge regularly
•Try to access the deepest part of the bilge to assess any water ingress
•Inspect the bilge when the boat is healing on both tacks
Acknowledgements
GJW insurance for their prompt, efficient and helpful service
Terry Beech at Smoothfinish, Titchmarsh Marina, Walton on the Naze Essex
for his expert and meticulous repair.
Richard and Elleen
The completed external The Internal Taloora S32
repair repair
Page 40
To & Around the Scottish Isles, the nice bits
A couple of years ago we decided that our last long cruise would be to
Norway – to which I reluctantly agreed on the condition that I didn’t have
to help get us there. Crew were found and plans were made – and Covid
arrived.
Hoping to do the trip in 2021, plans were revised, crew rescheduled.
However, in April we heard that Norway was turning back boats arriving,
not ideal after a 3-day passage, so we decided on Scotland instead –
somewhere we could be reasonably confident of getting home from if
things got bad again. I only wanted to do the ‘nice’ bits – in my book the
south coast, east of the Solent, has nothing particular to recommend it,
and a lot of the east coast, even less. If you’ve ever had the ‘joy’ of
stopping in Grimsby or Peterhead you’ll know what I mean.
Trusty crew having already been commissioned for the now non-existent
Norway trip, my job was to provision the boat (Sally T, a 35RS), and provide
a list of what we had and where it was – in the hope that any crew would
look after cooking and shopping, Simon being somewhat better at the boat
stuff than the domestic stuff.
Simon and a friend made a mid-May start from Birdham, in Chichester
harbour, and after a fairly uneventful trip, with the habitual couple of days
gale-bound in Ramsgate waiting to cross the Thames estuary, arrived in
Burnham on Crouch. The trip from Ramsgate to Burnham is logged as ‘a
boring, cold motor sail’ – I had definitely made the right decision to join in
Burnham!
The first day was too windy to go anywhere. Then a motor sail to Levington
to pick up some friends.
At high tide its all very
pretty. At low tide as you
can see there is an awful
lot of mud.
Page 41
To & Around the Scottish Isles, the nice bits
We had squalls up to F7 and I was very rusty, which may have had
something to do with why we managed to back the main – apart from that
short spell of excitement it was a pleasant passage.
My plan of pottering up the east coast rivers was somewhat modified by
the strong winds and the shortage of time but we did manage a long
meander up the Deben to Woodbridge, docking at Tide Mill. At high tide its
all very pretty. At low tide as you can see from the photo on previous page
there is an awful lot of mud.
We also managed a couple of nights in Blakeney – anchoring on a sand/
mud bank just off the channel. The tide there behaves very oddly,
apparently seeming to do nothing, then rushing out (or in) all at once.
However, our memories aren’t what they were and we forgot this erratic
behaviour the next morning, going ashore by dinghy about 3 hours after
high water, having been
careful to log our GPS
position on the OS map
app as mist was
forecast. We tied up to
some moorings in a very
deep, steep sided
channel. Having had a
walk and a drink in the
pub it was about 4 hours
before high water, so we thought we were in with a chance of the dinghy
being afloat.
No way. All the water had gone. The dinghy was about 2 m high and dry
bridging a previously unnoticed ditch. Oh well, back to the pub for another
drink…but no space for us at the inn, due to Covid restrictions on numbers,
so we found some shelter and played with our phones. An hour passed –
still high and dry. By now it was getting a bit dim and my phone was
running out of battery – and we might need it to find Sally T. Another
boring hour – at last the water started rushing in. Back to the dinghy then
Sally T for a late supper.
Page 42
To & Around the Scottish Isles, the nice bits
Our next port of call was Wells-next-the-Sea – which now has a proper
dredged channel. The plan was to stay two nights and spend a day walking
and bird watching – but as with many plans, the weather forecast changed
things, and the decision was to head for Grimsby the next day. I had the
choice between a long passage to a depressed smelling-of-old-fish town, or
leaving a day early. It was time for me to wave goodbye and go home to
see how the garden was doing…
…With the help of friends (3 crew changes) Sally T and Simon arrived in
Inverness about two weeks later, where I joined them – after the longest
train journey you can make in the UK without changing. We entered the
Caledonian canal where we were joined by some non-sailing friends. You
know what its like when you have people with you – you try to give them
something to do to make them feel useful. So they were given clear
instructions about stepping off with the lines – it was a canal, so no
problem – calm, unhurried, large pontoon covered in non-slip material. Oh
dear, that WAS a problem – Andrew stepped off the boat, his feet stuck to
the non-slip and he fell flat on his face with the mooring line tangled round
his legs. Fortunately, it was so calm that I could untangle them and tie the
boat up, then we got Andrew and Sue in a taxi to go to the hospital – non-
stick pontoon covering is very abrasive. Returning to the boat we noticed a
dog heading for the pontoon – so we ran back to scrub the blood off before
the dog got a taste for humans. We then carried on up the canal, meeting
our ‘crew’ three hours later, Andrew having been successfully patched up.
After that we did the docking ourselves…. The rest of the canal was very
enjoyable – no Nessie but
some decent scenery and
restaurants. With a westerly
wind we motor sailed up
the lochs – tacking is
something we don’t often
do on long trips.
At the western end of the
canal, we successfully
negotiated Neptune’s
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To & Around the Scottish Isles, the nice bits
staircase, a flight of 8 locks that takes a good half day. You really want to
negotiate them successfully as the locks are a major tourist attraction and
there’s nothing more interesting than a boat making a mess of them!
Saying goodbye to our landlubber crew we proceeded south, getting a
good view of the back of Ben Nevis. See above. Our next port of call was
where we had planned to leave the boat for the winter after some sailing
around the west coast. But the best laid plans….When we arrived, things
around the marina seemed not to be working very well – eventually
someone told us that all the management had been arrested a week or
two earlier for embezzlement – we decided to look elsewhere. This is par
for the course – in all our travels we have rarely actually left the boat
where we had planned to leave it.
Janice and David Thomas joined us, and had a wet motor sail to Loch Aline
marina. Approaching the pontoon, I started to think about the docking and
turned round to see them both standing ready with the lines. They stepped
off, tied up and we were there. Oh, the joys of efficient crew! The weather
improved and we did some good walking and some motoring in calm
sunny weather – my kind of sailing.
We took in Tobermory, Muck and
Inverie, where we ate at the Old
Forge, billed Scotland’s remotest pub
as it can’t be reached by road. There
is, however, a frequent ferry from
Mallaig, where Janice and David left
us the following day.
Page 44
To & Around the Scottish Isles, the nice bits
Scotland still has really bad internet connectivity, and I was trying to book
rail tickets home, so went to the station in Mallaig. While sorting my
tickets out a man came in looking flustered and asking about the next
train to Fort William - which was leaving in 2 minutes. ’Oh’, he said, ‘I have
to get my friend and our luggage.’ ‘That’s OK’, said the ticket guy – ‘just
tell the guard and they’ll hold the train’. And they did! I’d like to try that in
Farnham….
More friends joined us in Mallaig – its amazing how popular you are when
in nice places – who arrived with so much gin and tonic and wine that
even Sally T’s storage capacity was stretched. The weather stayed good
and we did some sailing, some motor sailing, some plain motoring and a
lot of anchoring – and quite a lot of drinking. They wanted to see some
islands, so we visited Eigg, Coll and Mull – taking in views of Fingal’s cave
en route and seeing many puffins off the Threshnish Islands – try saying
that after a stiff G&T!
We then went to Craobh (pronounced Creuve) Haven to check it out as a
place to over-winter. Its very pretty, very secure in that they’ve made a
sheltered harbour by joining little islands with causeways and it has a shop
and pub (open sometimes…). Its only problem is that it really is miles from
anywhere. However, we liked it, so chose it as our winter mooring.
Back to Oban, where we left Sally T on a mooring to go home and rescue
the garden.
After 10 days Simon was off again planning to take the boat further north
Page 45
To & Around the Scottish Isles, the nice bits
with friends, Jim and Mae, so I could join a week later for a potter back –
and maybe we’d go round Skye. We’ve not yet found the settled weather
necessary for anchoring in Loch Scavaig, under the Cuillins, but we live in
hope. I dropped Simon at the airport and had been home about 5 minutes
when the phone rang – Jim thought he might have Covid – so Simon came
home. Next day, Jim felt better and tested negative – so back to the
airport... Meanwhile I did more gardening then drove north. They were in
Loch Torridon, having had a good few days’ sailing including a whale
sighting on the way to Eigg. On the way I got a call – ‘do you remember
where the spare engine raw water pump is, we have a problem?’. My
heart sank – I hate boat problems – though Simon is usually pretty good at
solving them - eventually. The pump was steadily dripping. Trying the
spare pump (of course I knew where it was), water poured out – the seals
had obviously completely
gone even though they had
hardly been used. We tried
to locate new seals and were
told that they might be able
to get them in Inverness (130
miles away) in a few days –
we decided to manage
without! After Jim and Mae
had left the boat, driving our
car down to Croabh to await
our arrival, Simon refitted
the dripping pump and we crossed our fingers it would last the next two
weeks without getting worse. We couldn’t risk the remoteness of going
round Skye with the pump problems, so we pottered slowly back south
passing between Skye and the mainland. The weather was beautiful,
much better than down south, but with very little wind. This was a good
thing as with the boat upright the water stayed in the engine sump
without splashing into the bilges. We could motor for about 4 hours
before needing to stop and bale out – it meant anchoring in some
interesting places.
Page 46
To & Around the Scottish Isles, the nice bits
We returned to Croabh via Portree, Plockton, Loch Carronn, Armadale,
Mallaig, Tobermory, Loch Aline and Oban. The highlight was anchoring at
the head of Loch Cannon – after a walk ashore we were greeted by some
locals saying how nice it was to see our boat anchored offshore –previous
page well, it is a Southerly – of course it looked great! The lowlight was a
lunchtime bailing out stop off Muck where the supposed anchorage is
covered with moorings and rocks with no room to swing. We decided
against spending the night there.
Getting to Croabh is interesting with very strong tidal currents and a
whirlpool, to avoid. And there Sally T sits, awaiting next year and a final
attempt at the west coast of Skye and Loch Scavaig, before coming back
south.
It was an excellent summer, wonderful scenery and much better weather
than expected. My thanks to the many friends who helped, including Les
Webb (who claims to actually like the north east coast of Britain) enabling
me to enjoy doing only the nice bits!
Val & Simon
Sally T RS35
Page 47
SOA Rendezvous 2022
The 2022 SOA Rendezvous Is
th
th
planned for 5 – 9 June 2022
and will take place in both
Brixham and Salcombe
Details regarding mooring arrangements and costs
and social events will be circulated nearer the
time, but if you are interested please email your
interest to [email protected]
Page 48
To all members, here is handy
page to cut out to hand to Non
SOA members if you so desire
Why join the Southerly Owners’ Association?
Annual Fee of £20 per year
• Access to a Technical Forum for all items Southerly Yachts
• The ability to contribute to the Forum
• 2 full colour magazines published every year
• Access to a Private Social Media platform for all items
Southerly
• Exclusive privileges at our well attended Rallies
• An annual rendezvous of Southerlies
• 25% discount on first years fee on joining the CA by direct
debit (quote code SOU25OA)
• Great friendly fellow Southerly owners
• 10% discount at all services at Northshore Boatyard
• 10% discount at Tecsew.com
• RYA affiliated club and associated benefits.
Chairman—Nigel Campling
Tel: 07775 605665
Email – [email protected]
Membership Secretary
email – [email protected]
www.southerlyowners.com
Page 49
Scribble page
Page 50
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