Arwen's meanderings

Hi everyone and welcome to my dinghy cruising blog about my John Welsford designed 'navigator' named Arwen. Built over three years, Arwen was launched in August 2007. She is a standing lug yawl 14' 6" in length. This blog records our dinghy cruising voyages together around the coastal waters of SW England between 2009 and 2025.
Arwen has an associated YouTube channel so visit www.YouTube.com/c/plymouthwelshboy to find our most recent cruises and click subscribe.
Although 'Arwen' has now been sold to another family and is sailing in new water, this blog will remain a source of inspiration and information for those interested in dinghy cruising and sailing the local waters around Plymouth Sound. So, continue to drop us a comment or ask a question and happy sailing and fair winds to you. Steve and Arwen
Steve and Arwen

Tuesday, 11 January 2011

racking my brain..trying to remember

...where did I see on UK TV a programme about boats that had a good opening sequence showing the River Tamar and Plymouth Sound and then had a section on the river Fowey?

And then I remembered - how could I forget Dara, Griff and Rory, three of our most loved comedians here in UK - trying to go along the south west coast in a variety of boats.........




  It was the third programme they have done. The first, they rowed down the Thames; in the second they sailed Griff's boat Undina along the south coast from Thames to Southampton. 


Griff's boat 'Undina' - which I think he has now sold
featured in the TV series Three men and another boat, originally broadcast on the BBC I think

Part three finds them trying to get to the Scillies off Land's End!



Part one, two and three of this third programme are found at these websites below  - get yourself a coffee, take the phone off the hook; send the kids and wife out for a pizza in a foreign country.......kick off your shoes and relax and laugh. The rest of the programmes can be accessed at YouTube......but in the meantime - here is where I will be sailing come Easter through to September 2011

Steve
http://www.youtube.com/watch?v=Ec5giDxlXvU&feature=related

http://www.youtube.com/watch?v=7REWcYA4Xak&feature=related

http://www.youtube.com/watch?v=xXGtuavTU2Q&feature=related

Sunday, 9 January 2011

........still overly ambitious.....?

I may not, as I feared, have learned from my sailing exploits last August! Having sailed 25nm to Salcombe and been violently seasick in the process, I’m now thinking of sailing 25nm in the opposite direction to Fowey!
Fowey is found on the Southern Cornish coast about 25 nm west of Plymouth. It is a lovely coastal town with Polruan on the opposite bank. Other towns and villages are found along either bank – Golant, Bodinnick, Lerryn and Penpol. The river continues up to the historic town of Lostwithiel.

Copyright Ordnance Survey


I think the river is tidal as far as there and I guess Arwen could navigate it under the right tidal conditions – she only needs about 12 inches of water under her to float with centreboard up. The upper reaches of the river beyond Wiseman's Reach are tidal and, apart from the meandering stream, dry at low water. After that the River Fowey goes much further up into Cornwall and out onto Bodmin Moor.


Fowey town quay: Copyright Graham Pound

So in my head is a possible expedition – sail westwards to Looe or Polperro. Then continue the journey into Fowey, and if tidal conditions are right sail up the Fowey to Lostwithiel – overnight again. The return trip would be sailing back and stopping off in whichever port (Polperro or Looe) I didn’t stop off in on the way out! The idea is in its infancy – it’s just a small flicker of synaptic neurons in the inner most reaches of my brain.......and there are very few of those......so I need to give it some more thought...over a LONG period of time. Dad could come with me and if it is too much for him – my wife could collect him – Looe is 40 minutes way by car from us. She won’t drive the car with the trailer attached, which I can understand – but that could have been an alternative – just sail down there one way and not worry about a return trip. Take the boat out at Fowey and drive back home.

Aerial of Fowey: Google earth


Our winds are prevailing south westerlies so I guess it would be best done on a nice offshore northerly – that way it would be a beam reach all the way......but life is never that kind is it? I’m still mentally scarred from my return journey from Salcombe when I spent a whole day beating into the face of strong south westerlies back to Plymouth!
You have to be careful at Fowey. It is comparatively narrow (compared to Plymouth – Tamar and Plym) and there are some big china clay ships that use the upper port area. They have a deep draught and have to keep to the middle of the channel......from the charts I have glimpsed, there seem to be small craft channels either side of the main one. It can’t be easy piloting one of the large clay ships – visibility from the bridge in such confined waters would, I suspect, be limited for’ard. Stopping a china clay ship doing three knots would also be an issue.


To be avoided: they won't stop for Arwen and me that's for sure! Copyright: Ian Cunliffe

I’ve done some preliminary research. The harbour patrol operates a listening watch on VHF channel 12. There is normally 0.6m above chart datum at all times and the spring tidal range is around 5.0m and the neap around 2.0m. Maximum speed within the harbour is 6 knots.

'Sailing into Fowey Harbour': Copyright David Stowell


Entrance to Fowey lies between St Catherine’s castle on the west and Punches Cross rock on the eastern side. I think a northerly course into the harbour is the done thing. The waypoint for entry is at Cannis Rock Buoy at 50 18’. 38N 04, 39’.95W. There is a day mark on Gribbin Head 1.25 miles south-west of the entrance. It consists of a red-and-white tower 25.6 m high constructed on a base 71 m above sea level. Cannis rocks dry out at 4.3m are 2.5 cables SE of Gribbin Head. Since I will be approaching from the east – I also need to keep an eye out for Udder Rock; 3 miles east of the entrance, 5 cables offshore – it dries out at 0.6m. It’s marked by a buoy. One nm ENE of this point is Larrick rock (which is 1.5 cables off Nealand Point). There are a number of visitors’ moorings and several floating visitors’ pontoons. Shelter is good and you can enter in most weathers although I suspect that strong onshore winds from SSW and an ebbing tide will give some interesting wind over tide chop! South west winds will also make the more seaward moorings uncomfortable I should think. Pont Pill looks a nice place to creek crawl; Ready Money Bay looks like a nice lunchtime anchorage as well.


Ready Money bay: Copyright Chris Downer


Pont Pill with the tide out: Copyright Phil Halling


......and with the tide in....looks kinda interesting creek crawling doesn't it?

More about Fowey can be found at http://en.wikipedia.org/wiki/Fowey whilst there is a nice little website about the old Fowey river boats at http://www.woodenboatbuilder.co.uk/?p=394


“Fowey is the harbour of harbours. It ought to be a kingdom of its own. In Fowey all is courtesy, and good reason for the chance sailing man. For your provision, or your transport, or your mooring, you pay no more than you should, and whatever you may need in gear is to be had at once. In Fowey there is security from all winds, good holding and, best of all, an air in which all other places may be forgotten”

                                            Hillaire Belloc in ‘The Cruise of the ‘Nona’ in 1925

I am assuming that the same still applies today and will do so in August when I attempt this long distance passage!  Of course Fowey is also famous for Daphne du Maurier who lived at Bodinnick across the river.

Here is a short film of a rather nice boat making its way up Fowey River!



On the way down from Plymouth, the voyage will pass a few places of interest. Firstly Rame Head – with some nasty overfalls to be avoided. It is a lovely peninsula with some fantastic Cliff side walks. There is a national Coast watch station on its highest point. You can read more about a fantastic organisation here at http://www.destination-cornwall.co.uk/NCI/nci-rame.htm .


Queen Anne's Battery across to Looe via Rame Head


Looking back eastwards across Whitesand Bay to Rame head and beyond it Plymouth Sound :Copyright Scarglift's

 Around Rame Head we come to the wreck of HMS Scylla, 1.4nm NW of the headland; deliberately sunk to form an offshore reef to protect the friable cliffs of Whitesand Bay, she has become a major diver attraction and a whole diving tourism industry has been resurrected at Plymouth which is really good for our local economy, as well as improving the reef biodiversity of the area.

We’ll need to keep out cross Whitesand Bay – it is a nasty lee shore area and not the place to be trying to land a dinghy – the bay is famous for its surfing beaches and biggish waves especially on southerlies.

There are some escape bolt holes – Polperro is one. The harbour dries out but the inlet is an excellent anchorage in offshore winds. You have to remember to avoid Polca Rock (1nm) east; and also the shoals 2.5 cables off Downed Point. Shelter in Polperro should be pretty good. You have to remember that you need to moor fore and aft in such narrow confines however!


Aerial of Polperro: GoogleEarth


Polperro inner harbour Copyright Stan Tomschey


Polperro Copyright Ordnance Survey

There is a nice video of Polperro here, for those who are interested.



The other place that I could call in on is of course Looe....but that will be the subject of another blog next week.

Steve

Friday, 7 January 2011

dreaming about the better weather.......future plans for 2011

I’ve also begun to think about some big voyages for 2011. One I have reported on before. I think at Easter I am going to attempt a sail up the River Tamar as far as Calstock. It is surprising how far up is tidal!



Calstock Viaduct Copyright Transport of delight

I did a blog entry about going up the Lynher and this is still on the agenda (go to http://arwensmeanderings.blogspot.com/2010/05/creek-crawling-up-lynheranother-summer.html )


It’s a lovely cruise up the Tamar, past the dockyard, and then turning west into the Lynher. However, the Calstock cruise carries on under the old Brunel bridge by Saltash and then up past the village of Cargreen.


OS map of Calstock: Copyright Ordnance Survey

 On the eastern bank we pass Weir quay boat yard before turning into the meander. Then it’s up to Cotehele Quay. Cotehele is an old Tudor house with many stories and legends, tapestries, arms and armour, old oak furniture and formally planted terraces and a Valley Garden, which includes a medieval stewpond and dovecote. More importantly, Cotehele Quay is the home of the restored Tamar sailing barge Shamrock.


Shamrock, an old Tamar Barge: Copyright Darren Galpin

There is a lovely video news report about sailing on Shamrock at http://news.bbc.co.uk/local/devon/hi/people_and_places/newsid_8909000/8909745.stm


The wonderful steep wooded valley of the upper Tamar
Get a map: Ordnance Survey


The Tamar valley is an area of outstanding national beauty and is stunning. I suspect it will take a couple of days and some river bank camping – sounds great doesn’t it? I can tie up between the reeds in the upper reaches, lie back and read a book, listening to the gentle lapping of water and the hiss of boiling water on my beloved trangia stove.....oh yes – I’m almost there now. All it needs to make it extra special is ‘me old Dad’ camping with me. He’d love it!

This link will take you to a BBC film about a boat trip on the Tamar at Calstock. Enjoy! http://news.bbc.co.uk/local/cornwall/hi/people_and_places/newsid_8918000/8918156.stm


Steve

Thursday, 6 January 2011

a happy man

Just found a clip of the latest navigator to be launched - am still trying to ascertain details of who, where and when but for all those snow-bound, winter-bound or gale-bound...........enjoy! This is a graceful, lovely looking specimen!

Steve

and if it doesn't load properly then  you can go to this link here

Tuesday, 4 January 2011

a remarkable little ship........

Joshua Slocum was born in the ‘fair land of Nova Scotia, a maritime province, where there is a ridge called North Mountain, overlooking the Bay of Fundy on one side and the fertile Annapolis Valley on the other'.


The Bay of Fundy Nova Scotia


He described the people of this coastline as hardy, strong, robust and predisposed to working in shipping commerce. Both sides of his family were sailors. His father was....’the sort of man who, if wrecked on a desolate island, would find his way home, if he had a jack-knife and could find a tree’ (My dad, bless him, is the kind of man , who if a steam train broke down, could fix it with elastic bands and a Swiss army knife! – I sort of know the type!)

I loved reading chapter one. Slocum has an endearing writing style – straight talking and reflective. He’s not prone to boasting and makes many an understatement about things which frankly are extraordinary. You can read the full chapter 1 text here at this site for free (http://www.bluemoment.com/slocum.html )

I met an old acquaintance, a whaling captain, who said “come to Fairhaven and I’ll give you a ship. But” he added “she wants some repairs”..........The next day I landed at Fairhaven......and found that my friend had something of a joke on me.....for the ship proved to be a very antiquated sloop called “Spray”, which the neighbors declared had been built in year 1”



Felling a stout oak tree and ignoring the gossip and concerns of neighbors (“will it pay?”), Slocum employed a local farmer to haul the timbers and he rigged a steam box and a pot for a boiler. He steamed the timbers for ribs until they were supple and then bent over a log where they were secured until set. When he fitted the new stem it was pronounced “fit to smash ice”. It should have been – built from the finest pasture oak; the stem went on to split a coral reef in two at the Keeling Islands without receiving a blemish upon it!

Spray’s’ planks were Georgia pine an inch and a half thick. The bulwarks were built of white oak stanchions fourteen inches high and covered with seven-eighth- inch white pine. The deck comprised of one and a half inch by three inch white pine spiked to beams, six by six inches, of yellow or Georgia pine, placed three feet apart.



Grave fears were entertained by some at this point that I should fail. I gave myself some thought to the advisability of employing a professional caulker. The very first blow struck on the cotton with the calking iron, I thought was right, many others thought wrong. “It’ll crawl” carried many a person, as they watched me drive white cotton into the seams. ...........I drove a thread of oakum on top of the cotton, as from the first I had intended to do. The cotton never crawled!"

When finished the ‘Spray’s’ dimensions were 36 feet nine inches long overall, 14 feet 2 inches wide and four feet 2 inches deep in the hold. Her tonnage was 9 tons net and 12 tons gross. The cost of his new vessel? $553.62 for materials and thirteen months of his own time!

Sorry I couldn't find a source for this photograph: from Goggle images


I’ve read mixed reviews of ‘Spray’s’ seaworthiness. Some have argued that she was stable under most circumstances but being so shallow drafted would easily capsize if heeled beyond a relatively shallow angle. Yet, with so many copies having been built and replica voyages made – there have been no recorded incidents of a ‘Spray’ having been lost at sea. Some have worried that her internal ballast may well shift. In his book "Captain Joshua Slocum", Joshua's son Victor Slocum stated that "the ballast was concrete cement, stanchioned down securely to ensure it against shifting should the vessel be hove on her beam-ends. There was no outside ballast whatever. The Spray could have been self-righting if hove on her beam-ends, a fact that was proven, since, by an experiment on an exact duplicate of the original boat and ballasted just like her. The test boat was hove down with mast flat to the water and when released righted herself." Slocum, himself, did not seem unduly worried.....

"I have given in the plans of the Spray the dimensions of such a ship as I should call seaworthy in all conditions of weather and on all seas."

 "I may some day see reason to modify the model of the dear old Spray, but out of my limited experience I strongly recommend her wholesome lines over those of pleasure-fliers for safety."

When Joshua sailed the ‘Spray’ on that first circumnavigation – she was a different boat to the one he first discovered propped up in the pasture. He added 12 inches to her original freeboard amidships (eighteen inches forward and fourteen inches aft). Increasing her sheer would make her a better deep water boat he thought.
Our young yachtsmen, pleasuring in the "lilies of the sea," very naturally will not think favourably of my craft. They have a right to their opinion, while I stick to mine. They will take exceptions to her short ends, the advantage of these being most apparent in a heavy sea”.


Some things about the Spray's deck might be fashioned differently without materially affecting the vessel. I know of no good reason why for a party-boat a cabin trunk might not be built amidships instead of far aft, like the one on her, which leaves a very narrow space between the wheel and the line of the companionway. Some even say that I might have improved the shape of her stern. I do not know about that. The water leaves her run sharp after bearing her to the last inch, and no suction is formed by undue cutaway”.

Slocum did away with things such as overhanging fantails, popular on cruising boats at that time. He argued that fantails should be avoided at all costs on any boat that was going to “cross the Gulf Stream in a nor'easter, and offshore”.




Originally ‘Spray’ was sloop rigged on her voyage from Boston through to the straits of Magellan. The stormy seas encountered there forced Joshua to change the rig to that of a yawl since it reduced the size of the heavy mainsail and improved her steering qualities into the wind.

When the wind was aft the jigger was not in use; invariably it was then furled. With her boom broad off and with the wind two points on the quarter the Spray sailed her truest course. It never took long to find the amount of helm, or angle of rudder, required to hold her on her course, and when that was found I lashed the wheel with it at that angle. The mainsail then drove her, and the main-jib, with its sheet boused fiat amidships or a little to one side or the other, added greatly to the steadying power. Then if the wind was even strong or squally I would sometimes set a flying-jib also, on a pole rigged out on the bowsprit, with the sheets hauled flat amidships, which was a safe thing to do, even in a gale of wind. A stout downhaul on the gaff was a necessity, because without it the mainsail might not have come down when I wished to lower it in a breeze. The amount of helm required varied according to the amount of wind and its direction. These points are quickly gathered from practice”.



All the sails were hoisted by hand; the halyards were rove through ordinary ships' blocks with common patent rollers. The sheets were all belayed aft.

The windlass used was in the shape of a winch, or crab. There were three anchors, weighing forty pounds, one hundred pounds, and one hundred and eighty pounds respectively. The ballast, concrete cement, was stanchioned down securely. There was no iron or lead or other weight on the keel.


But see the run the Spray made from Thursday Island to the Keeling Cocos Islands, twenty-seven hundred miles distant, in twenty-three days, with no one at the helm in that time, save for about one hour, from land to land. No other ship in the history of the world ever performed, under similar circumstances, the feat on so long and continuous a voyage. It was, however, a delightful midsummer sail. No one can know the pleasure of sailing free over the great oceans save those who have had the experience.

 I may some day see reason to modify the model of the dear old Spray, but out of my limited experience I strongly recommend her wholesome lines over those of pleasure-fliers for safety. Practice in a craft such as the Spray will teach young sailors and fit them for the more important vessels. I myself learned more seamanship, I think, on the Spray than on any other ship I ever sailed, and as for patience, the greatest of all the virtues, even while sailing through the reaches of the Strait of Magellan, between the bluff mainland and dismal Fuego, where through intricate sailing I was obliged to steer, I learned to sit by the wheel, content to make ten miles a day beating against the tide, and when a month at that was all lost, I could find some old tune to hum while I worked the route all over again, beating as before. Nor did thirty hours at the wheel, in storm, overtax my human endurance, and to clap a hand to an oar and pull into or out of port in a calm was no strange experience for the crew of the Spray. The days passed happily with me wherever my ship sailed.”




To face the elements is, to be sure, no light matter when the sea is in its grandest mood. You must then know the sea, and know that you know it, and not forget that it was made to be sailed over. “

I’ll keep that in mind when I plan my next extended voyage in Arwen – probably a run from Plymouth down to Fowey and back...but more on that idea in a future blog!

Steve



Monday, 3 January 2011

a remarkable voyage and author.........

“Hail and sleet in the fierce squalls cut my flesh till the blood trickled over my face; but what of that? It was daylight, and the sloop was in the midst of the Milky Way of the sea, which is northwest of Cape Horn, and it was the white breakers of a huge sea over sunken rocks which had threatened to engulf her through the night.” — Joshua Slocum




How can you not be enthralled by a book written by a man who can write phrases like that above?

My brother, who lives in New Zealand, gave me ‘Sailing around the world’ by Captain Joshua Slocum as a Christmas present (thanks Bro – inspirational choice)…and so far I haven’t been able to put it down. I even stopped skiing for an hour each morning for a hot chocolate break whilst on a New Year holiday in the Italian Alps so that I could carry on reading …..and nothing stops skiing!!!



Matthew Parris said this about Slocum’s famous book…….

“Yes, Slocum’s journey was ‘epic’ but it was also eccentric, unlikely and his unsurpassable action elegiac. Modern sailors accomplish almost routinely what Slocum undertook, inspired with a lonely courage, a sense of humour and a sense of wonder, which gives new meaning to the term ‘freelance’. The unaffected and quirky intimacy with which he writes will never be matched. You cannot do what he did any more.”

Matthew Parris, Author, Times Journalist and political commentator

I’m not sure whether I entirely agree with Matthew’s comments above – I’m a big fan of Jessica Watson and for a 16 year old to do what she did – rates pretty highly in my book.

I like better Arthur Ransome’s comment……"boys who do not like this book ought to be drowned at once…..”

I’ll make comments about what I read as I progress but for now here is an introduction to anyone who doesn’t know much about Captain Joshua Slocum.


Captain Slocum was the first man to sail around the world solo. A Massachusetts skipper, at 51 yrs old, on April 24th 1895, he left Boston in Spray a 37 foot sloop of 9 tonnes. Three years later in June 1898, he dropped anchor in Newport, Rhode Island. He’d cruised 46,000 miles entirely by sail and entirely alone.


Captain Joshua Slocum and 'Spray'; source: rogersandall

Sailing around the world’ was first published serially in The Century illustrated monthly magazine from September 1899 to march 1900. The book was published in March 1900. It was a generous sized volume bound in blue cloth and embellished with drawings by Tom Fogarty and George Varian. The first print run was 5000 copies and a second printing followed of 2500. Since then there have been 16 other printings. Not bad for an author barely known in the literary world. Yet 'Sailing Alone Around the World' could be judged one of the immortal books. He was the FIRST to sail around the world solo. Whilst many have gone on to achieve that feat…….Joshua Slocum was the first…….and with none of the technology others have been able to use subsequently.

Born in Nova Scotia, in 1844, he was one of 11 children. His mother was daughter of a lighthouse keeper; his father, amongst many things, was a maker of fishermen’s boots. His father did not prosper and Joshua ran away frequently to sea. At 14 he was a ship’s cook; and when his mother died, Joshua left home for good as an ordinary seaman. With no formal education after 10 yrs old, his entire life was spent at sea. He taught himself through the library he carried with him as a ship’s master, and later on the Spray. In fact on the Spray, in calm weather he would lash the helm and spend his time thus

“I sat and read my books, mended my clothes, or cooked my meals and ate them in peace. I had already found that it was not good to be alone, and so I made companionship with what there was around me, sometimes with the universe and sometimes with my own insignificant self; but my books were always my friends, let fail all else.”



Joshua sailed 13 years out of San Francisco to the far east; where he married Virginia in 1871…a lady who was to accompany him on all voyages until she died in 1884 (she must have been an extraordinary woman herself….she sadly died aged 35….and his sons report that Joshua was never the same after her death). In 1882, Joshua bought shares in a ship, the Northern Light which he also commanded.

“I had a right to be proud of her for at that time, in the 1880’s, she was the finest American sailing vessel afloat.”

Two years later having sold his interest in the Northern Light, Slocum bought the 'Aquidneck' and with his children and his new wife, Henrietta, he set out to trade freight along the South American coastline. Unfortunately, in December 1887, the bark became stranded on a sandbar and was wrecked. Slocum paid off the crew, salvaged what he could and went to work on a 35 foot canoe, half Cape Ann dory, half sampan and junk rigged – she was, of course, the ‘Liberdade'. What’s more remarkable, is that Captain Slocum with his young wife and family, then sailed this boat to Washington DC – a journey of five thousand miles!

 a 3D generated image of what 'spray' looked like:  Copyright Turbosquid


With steam ships beginning to dominate the sea trade routes, this was to be Slocum’s last command. And so, he turned to being an author with his first book…’the voyage of the Liberdade’. It was printed at his own expense in Boston in 1900 and got little noticed and made little money for him. With a family to feed and clothe, Slocum went to work fitting out whalers. Where upon in 1892, he ran into an old whaling captain acquaintance who encouraged him to come to Fairhaven when he’d be given a ship once more to command. The rest is history as they say, for Slocum found in a field an old oyster boat ‘spray’ propped up on the banks of the Acushnet river. Over thirteen months he rebuilt her plank by plank…and finally embarked upon his greatest voyage – a circumnavigation of the world. There was no engine; no self steering or radio. He lacked GPS, sponsors and he departed with only $2 in cash……and a $1.50 tin clock for a chronometer!

While most sailors now go west to east, taking advantage of the prevailing winds, Joshua Slocum sailed east to west — the hard way round Cape Horn. He was master seaman – a person to could read the weather, deploy sea anchors, know when to lie or run before heavy weather and balance his boat so that she would sail for days with little attention to the helm.

I guess there is much I can aspire to when sailing in Arwen…….!

There are some short stories by Slocum available on the web. This site will take you to a summary of the different ships sailed by Slocum throughout his career. Go to http://thearmchairsailor.blogspot.com/p/voyage-of-destroyer.html


There is a lovely file you can down load about Slocum’s voyage– it’s been put into Google earth. There is a video that explains the idea behind the project - go to this link at http://www.youtube.com/watch?v=yVw8axe10QI
The file talked about can be downloaded from

http://bbs.keyhole.com/ubb/ubbthreads.php?ubb=showflat&Number=1201250&site_id=1#import


This link takes you to a song and video about Slocum’s circumnavigation

http://www.youtube.com/watch?v=tT7kY5OmScE


Enjoy and Happy New Year to you all

Steve



Wednesday, 22 December 2010

an apology to HM Coastguard......and some musings on radios

It seems my last post may have inadvertently caused offence. I’ve had a reply from HM Coastguard, which has rightly pointed out that I hadn’t yet read the document on their website before passing comment about the proposed cuts. It’s a fair point – I responded to the initial news reports and should have known better – sorry!


The comment also raised the issue of perhaps putting in a fixed waterproof VHF capable of 25W transmission in Arwen. It didn’t answer my initial query of whether or not my 5W hand held would be adequate enough. However, the very nice guys at the Dinghy Cruising Association Yahoo group came to my rescue and the consensus seems to be that the original radio transmitters will be kept and so my 5W output will be picked up and relayed to Falmouth or Southampton with no problem at all.

So this comment from HM coastguard got me thinking further about a) putting a fixed VHF unit into Arwen and b) about the implications of the proposed cuts and closures to HM Coastguard stations.

Firstly the fixed radio issue. My thanks must go to DCA members for such a quick and illuminating response. When you are new to this – it is reassuring to know that experienced advice is only an email away. DCA members put the following case for and against having a fixed waterproof VHF in an open dinghy.

Oliver briefed me that “all new fixed VHF sets are DSC enabled. This includes the facility for automated distress calls. The better ones enable the radio to be interfaced with a GPS set, so that the automated distress call can include the GPS position. However, if you have only the pre-DSC operator's licence you will need to upgrade. Entry level fixed sets are around £100, but you get what you pay for, and it may well be worth paying significantly more. Some of the "professional quality" sets are I think around £450”. At which point – this just goes well outside my potential budget!


This is a Cobra MRF55 DCS fixed unit which can be got for around £90 at the moment


Installation of a fixed unit will require a masthead antenna. The height of the antenna will be one of the factors that determines the range of communication. Wattage output is the other. A fixed radio needs an external 12V battery which will need to be leak proof and firmly secured (so it doesn’t go flying in a capsize). What kind of battery also raises questions – cheaper car batteries are often not leak proof. Miniature 12 V batteries can be bought but again are not always leak proof. The radio set will need to be waterproof – not so much of a problem I guess since rib runabouts must have VHF units which are fixed and therefore waterproof. A capsize is likely to damage a mast head antenna and so the radio is gone as well in that eventuality.

Oliver also suggested an alternative approach - using a masthead antenna with my existing hand-held set. I will have to check but I think my handheld does actually have an antenna socket. Solves the battery problem but since it’s only a 5W handheld – not the power outage one; similarly a capsize could lose the masthead antenna – so no progress on that front either.
And now to the coastguard reorganization/closures. Falmouth will go to daylight hours only. Brixham will close. There will be a new super centre at Southampton/Portsmouth. HM coastguard tells me that the original transmitters will stay. They didn’t say that my hand held would still be picked up but read their reply comment on the post below. I may well, through inexperience, have lost the full implications of what they are saying to me. I think this is where I am at, at this time. Some argue that MRCC’s are merely call centres which reroute distress messages to local staff on the ground in that area (SAR, RNLI, Coastguard cliff teams, Harbour Masters etc). I’ve heard the argument that air traffic control is only two centres for the whole of the UK. There is some validity to these arguments. However, experience suggests that when you rationalize you do lose that local knowledge element that can be so valuable and save vital minutes. Friends who work in various industries where their local centres have been closed in favour of one or two national centres tell me that because people at these centres don’t know the ground – they get the most stupid directions or instructions sent to them, which if those sending them knew the area – they’d know were impossible to fulfill or that there would have been better alternatives which only local would have known. I’m slightly baffled at how Falmouth has such a great reputation for dealing with international incidents way out into the north Atlantic and as far away as Bermuda…and yet they are to be reduced in staffing and down to daylight hours……doesn’t this expertise and proven success count for anything? Finally I’m worried that the consultation period is rather short……this government seems to be making a habit of rushing things through – education is littered with rushed through consultations at the moment. It is very easy to cut something in haste – it takes a long time to put what you cut back into action when you discover that your hasty decision was a cock up!
We are very lucky to have the Coastguard service we have – their experience and dedication is legendary. It should not be thrown away lightly! I’m still ambivalent about the government’s decision to cut coastguard provision….but I’m very distrustful of their consultation process and the speed at which they rush things through…….so I’ll suspend judgment for now and reflect and read further. Watch this space.

Steve

Saturday, 18 December 2010

yep - it got worse......but why is it we grind to a halt over a few inches?

It did snow again last night as I predicted and we woke to a couple of inches. Being on a north facing slope means the snow doesn't clear - we don't get much sunshine in winter because we are at the immediate foot of a high hill. The valley across from us gets the sun and over there everything turned to slush pretty quickly.

Actually I got up at three in the morning and this was the scene under our street light


The view from our porch across the valley to our local parish church which dates back to the 12th century , if I remember correctly. This was at 8.30am this morning


And poor old Arwen under her tarp's at the same time


We do seem to grind to a halt and the whole transport infrastructure seems to go into chaos with only a few inches of snow. I guess we just can't afford to invest in the snow clearing equipment we need for times like this - when these times may only happen once very few years.


And the view along our road at 9.10am - its quite exciting really

Still, it won't last for Christmas - there is a thaw setting in the south west of England - sometime later next week. It has been fun. I love that 'blanket of quiet' that descends when snow covers the land; and the lack of traffic noise that normally wafts up from the main road in the valley below.

I expect this will be my last post before Christmas - so I take this opportunity to say 'Merry Christmas and Happy New Year' to all those followers of 'Arwen's Meanderings'. May 2011 bring you happiness and prosperity and thank you for taking the time to pay us a visit this year.

Steve

Friday, 17 December 2010

hey its snowing!!

It's snowing. We rarely get snow here in Plymouth UK - we are so far south and it is normally so mild - the gulf stream and mild waters of the Atlantic keep our air temp a few degrees above elsewhere in the UK. However, we are being given severe weather warnings and we woke to a small snow cover this morning. It is supposed to get far worse tonight - the temp is dropping rapidly so who knows? I definitely can't see the moors from our front window which is always a sure sign the weather is closing in and the skies look grey and leaden! maybe we will get our white Christmas here in Plymouth - the first one in 30 odd years! Here's hoping!

This is Arwen at the moment:


this is the fresh snow - the stuff that fell last night has almost melted away
Arwen is on our new driveway which we had dug out so that it would make
it easier reversing her up and onto the slope.


Arwen will be OK under that lot - there are three separate tarpaulins covering her. It's just the weight of snow building up on them that is the issue.


the view at the moment along our little street - some of the snow is sticking again
if it does - it will be tricky getting out of the road tomorrow - our little road ends in two steep hill corners either end - fun in ice!


Definitely NOT sailing weather at the moment!
On other matters - we learned today that as part of the severe economic cutbacks the country is facing - some of our coastguard stations are being axed. My local one, Brixham, is being closed. Falmouth, our big rescue co-ordination centre - which stretches far out into the north Atlantic is being reduced in staffing and to operating during daylight hours only. We will have a new super centre at Southampton. I think the cuts are a big mistake and lives will be put at risk. My little handheld VHF won't reach Falmouth or Southampton - that's for sure. I feel really sorry for all those expert coastguards who are losing their jobs. They have all been outstanding and will be greatly missed by us all. I'll report more on the cuts to coastguard services in UK when I have a better handle on what is being proposed.

Steve 

Tuesday, 14 December 2010

analyzing the stat's!

I've been looking at the stat's for this blog. It's quite interesting and so I share with you a very brief summary of the main headlines. Since the blog was started back in May 2010, people from 76 countries have visited the site. The UK and the USA have the biggest numbers of visitors, followed by Australia, Canada and New Zealand. Way down the list of visits, but of no lesser importance to me, are some interesting places e.g. Qatar, Macedonia, Kuwait and Bangladesh. I'm thinking of getting a world wall map for my classroom and putting in pins and strings - the geographer in me senses there is a pattern in there somewhere worth retrieving.

Today we have had 28 page views. Yesterday it was 48. Last month we had 1648 page views and for all time since the blog started - 9978. hey, you've just made that total rise by merely visiting me now and you are most welcome. Sit back, kick off your shoes - go to oldest posts first and enjoy. take a break - get a coffee - come back - chill for a while with me and Arwen.

Many people catch up with Arwens Meanderings via another website. Duckwork's is the most popular referring url. Othe popular ones include Dave's 'openboat' site; Rob's 'the middle thing' site, Gavin's 'in the boat shed' site, Joel's 'navigator' site; and Steve's 'log of Spartina' site. All these can be accessed from the menus on the right hand side of this blog and hey guys - thanks for the mention - much appreciated.

Peak traffic to Arwen's blog was September 2010 - I sense that many enjoyed the tale of my extended voyage to Salcombe and my reoccurring bouts of sea sickness - harsh people - to take enjoyment from someone else's suffering - harsh indeed! One person on YouTube even asked if I could remember next time to film myself hurling up over the side.....yeah - of course I will - can't understand why I so selfishly forgot to do that in the first place!!!!!!!!!!

There have been around 1900 searches using google.  The most popular search terms have been 'Arwen', 'Welsford', lug sail', 'lugsail yawl' and 'dinghy cruising'. The most interesting one, worthy of further investigation I feel was this rather intriguing entry ' Steven tied to a mast short story'. I'm still trying to work out how that search led to 'Arwens Meanderings'!

Steve