Teria cruise # 14 - leg 3, day 3 return

Next morning took the kayak for an early morning paddle at Horseshoe Bay.

A Junk rigged cruising yacht

The nearby beach was a good place to test scamp's first anchor out. It's an old light weight "coral reef" grapnel (designed in the old days before reef damage became an issue - it's 4 heavy wire claws are designed to bend and release should it become caught on a coral head).

Lightweight anchor for scamp

The small beach was separated from the main tourist beach by a mangrove creek,  looked out for crocodiles but saw no signs (they usually don't go out this far offshore).  Along the rocky shoreline birds flew and called out and rock crabs scurried away. It was nice and shady behind the hills and trees but soon the sun began to top the ridge lines, signalling time to get back to Teria
(Although the April nights were cool the days were above average 31-32C, very hot for "autumn".)

4 yachts

Rocky shoreline

Teria

The first breeze came in from the South about 8 am, so sailed silently out of the anchorage. Motor sailed close inshore on a flat sea, something that was not wise to do when the usual 15-20 knot trade winds made for potentially dangerous rocky lee shores.

Went into Gowrie bay first then anchored in Florence Bay for lunch at 9.30am. Allot of birds were "talking" and kookaburras were laughing away - a happy bird bay. A dive boat and tinnie were the only other craft and a few beach campers made up the only other inhabitants. Good to re-visit a place where i'd first beach camped in 1979 and sailed "Jakkari" my Hartley TS16 in the 1990's. The bay had not changed one iota in all that time - brilliant. Just a few tracks gave access from the Islands east coastal road.

Florence Bay

Leaving Florence Bay

Arthur Bay

Arthur Bay

Soon was on course for Ross River. Motoring across a glassy flat sea. It got very hot around midday, rigged up steering lines from tiller to cabin to stay under the bimini and raised poptop out of the blazing sun.

The fuel tank level was getting lower, only about 30%, so throttled back half revs and dropped from 5 to 4 knots to conserve fuel and increase range. Picnic Bay dropped away on the starboard quarter, wasn't planning on any breeze at all.

But at 2 pm a light easterly sea breeze kicked in, so hoisted the light Genaker. However, the wind soon increased so was back to jib and full main. (In retrospect should've waited in a bay at magnetic until the breeze eventually came in. The other note was to bring extra fuel along next time. (in a 12 litre Jerry can), the old Johnno being a bit thirsty by today's standards.)

The breeze got up to an ideal 15 knots, so couldn't resist just reaching across the wind at full speed, came in close to Magnetic islands reef flat - exposed at low tide. Then close reached back past the port and into Ross River boat ramp around 6 pm as the sun went down.

Teria cruise # 14 - leg 2 to Magnetic Island

The picturesque hills of Magnetic Island gradually became more distinct. Landfall was approaching. Radical Bay passed by then after rounding orchid rocks the wind eased back and swung on the bow, so motor sailed into Horse shoe Bay as the sun went down.

Approaching Magnetic Island from the south, a 15 knot easterly on the quarter.

It was a time for large yachts to seek haven here too. "Tropic Bird" (40 ft)  and "Big Mama" (A 60 ft charter yacht) sailed serenely right up to their anchoring positions, their white sails contrasting against the green clad rocky hills. The vessels slid silently in and only crews voices and the rattle of anchor chain broke the stillness.

Teria anchored in a quiet shallow spot inside all the other boats near a beach, thanks to 2 foot draft. The tides tables indicated low tide should still have water below the keel.

The mobile anchor light  went up in a new arrangement. First tied the halyard anti-slap line on then used it to hold the anchor light.  The location is about head height on deck, low enough for a passing yacht tender to see it at close range.
This time all the annoying repetitive noises cause by slight rolling movement that prevent good sleep were eliminated before they happened, eg. bringing the rudder aboard, lowered the bimini, stowed the kayak properly.) A quiet boats a good boat.

LED anchor light's new position

Such a peaceful place

Sunset at Horseshoe Bay anchorage

Full moon and anchor lights reflecting on a calm bay

Teria Cruise #14 - Leg 1 to Cape Cleveland

It's been over a year since "Teria" met the waves.  An unfavorable work schedule followed by the hottest wet season i can remember. (They didn't stop Fatty knees 8 sailing though)

We were also in the potential path of cyclone Debbie, forecast as a Category 4 (winds over 200 km/hr). To prepare for this everything was stripped off Terias decks, mast, rigging, shackled on fittings, the bimini, solar panel, anchor gear etc and the loose items stowed in safe places (In the cabin, house and under house). Finally fitted the shock-cord cockpit hatch tie downs and roped the main hatch down.

Debbie missed Townsville by 50 km (only a few hours of rain and 20-30 kn SW winds)  but hit Bowen, Whitsundays and Mackay, then ex-Debbie flooded the coast and inland of Queensland, Brisbane, Northern New South Wales and even crossed the Tasman to flood parts of New Zealand, like Bay of Plenty! caused allot of damage in it's wake, it was one of the most powerful ever and certainly had allot of stamina when over land)

Once the first signs of the tropical Autumn began (nights down to 24C, winds turning Easterly) it was time to prepare for sailing again. Everything had to be reattached to the deck, raised the mast and rigged up the sails, fitted the rudder, engine etc in the back yard to make sure it was all there. The engine was tank-tested, replaced a leaking fuel filter cover and made sure the cooling system was working.  These things were done in spare time a week to days ahead of the trip.

Day 1 - Night 1 - Ross River

Launched late in the day at Ross River ramp, soon the sun was setting so anchored across river from the boat park with mast down. It was propped up on the mast crutch aft, enough so the pop-top could be half raised. The river was smooth, sheltered from 20 knot winds and rough waters outside. Hardly any sandflies or mosquitoes mid stream and the mozzie coils kept them out without screening.

Hatch board table

Day 2. Ross River - Cape Cleveland...

The next morning was calm and serene.

Boiling the billy for breakfast in Ross River. Trangia stove.

Ross River. Removable anchor light on lowered mast.

Ross River, Boat Park.

Good conditions for the mast raising and rigging up outside the low bridge.

A strong out going spring tide helped speed Teria through the channel and onto Cleveland Bay. Motor sailing with a cool 2-3 knot SW land breeze, enabled Teria to lay Cape Cleveland light and do 6 knots over the ground in the nearly flat waters.

Navigation was now aided by my old Garmin GPS76s. It's around 2006 era and still working well. I used it for mineral exploration work in Australia and Vietnam years ago but it was stored in Thailand until recently. It started up no problems and the accessories were still there, 12v recharger cable and adjustable bean-bag dashboard mount.

It's map was very basic but enough to make a waypoint near the destination, get info like ETA and speed made good, time to destination and also a fluxgate compass with pointer arrow.

GPS navigation

GPS with course line page on chart.

 The trip over took around 2 hours, about hull speed all the way. The conditions ideal, Cape Cleveland is rarely visited by Townsville based yachts, as normally it would have been way up to windward in the usual NE to E prevailing trade winds.

Motor sailing across a flat sea towards the Cape.

On the way a large brown creature surfaced and dived - a Dugong, or sea-cow, a vegetarian sea mamal, probably about 2m long, they feed on the sea grass meadows below. The waters across here are very shallow generally less than 10 meters..

Cape Cleveland ahead

Anchored in Red Rock Bay. It's shallow sand bottom and sheltered by headlands.

The Cape Cleveland light-house is a historical one built in 1879. It's now automated and solar powered and not open to the general public. It can be visited through tours run by Sealink in Townsville.  The barge was ashore and a tour helicopter flew in, landed and took off.

Cape Cleveland light house

The mountains along the Cape, the coast is very shallow and tidal.

After lunch the sea-breeze picked up, so hoisted sail and raised anchor and bore away.  Now in a good windward position Teria sailed at around 5 knots broad reaching to a leeward Magnetic Island. The seas rose to over 1 meter, trimmed the centerboard back to help ease the weather helm.

Two large ships were anchored well off shore, both were floating high, waiting.  Teria passed astern of Larus a few miles off Magnetic Island.

Bulk carrier Larus

Tall ship "Defender"

I first saw the Defender a couple of years ago when she was moored in Ross creek next to Townsville's Museum of Tropical Queensland.

It's rakish masts, rounded stern and classical deck layout and rig were designed and built during the peak of the age of commercial sail, sometime in the 1890's. She had sailed thousands of miles north along the east coast of Australia, from her home port of  Launceston, Tasmania.

Defender moored alongside the Tropical Museum in Townsville, 2014

A genuine classic gaff ketch rigged wooden trading vessel, the hull over 100 foot long, It is the last ship of it's heritage and lineage remaining in Australia.

Defender sailing in the WhitSunday's, about a decade ago

She  still seemed in reasonable shape in 2015, though mothballed with the sails and some running rigging etc removed to keep them out of the sun and in need of a paint. It did look like she was slowly deteriorating in the harsh tropical sun. I read that she was chartered in the WhitSundays for some years previously but had an engine room fire, so had been in Townsville harbour for about 6 years,

Then one night in early 2016 "Defender" sank at the mooring.

Defender shortly after sinking

Here is one of ABC news stories about the sinking and possible Resurrection of Defender. 
But there has been a lengthy legal case about who actually owns her and who is responsible for salvaging, which kept her on the bottom of the harbour.

Last week, after 11 months on the bottom,  Defender was re-floated from is watery grave by a professional dive salvage team backed with government funding.

Salvage experts built a steel frame around hull and lifted with airbags, then pumps.

She was hauled out on a slipway, a safer location should a cyclone hit this season. Nearly a years worth of marine growth, mud and harbour gunk covered everything. I'm guessing that a marine survey will be carried out.

 What caused the sinking? Perhaps a corroded sea-cock, a faulty bilge pump system,   teredo worms  or a sprung plank? Vandalism was quoted as the cause of the sinking, one observer noted that allot of bilge pumping was happening while moored at the museum. Did the vandals disable the pumps?

This turns out to be the last time i saw "Defender" in 2016

2017 - I took a look at the slipway and Defender's hull was gone. Turns out she has been quietly dismantled. Some salvaged parts are to be restored and displayed in the Townsville Maritime Museum.

There was almost no media coverage of her final death knell. Only a couple of articles found eg - Sunk Defender Dismantled by Queensland Government. A slow sad end to a once fine tall ship.


R.I.P. "Defender" - The last of the Bass Straight ketches.

Fitting aft access hatch to a Fatty Knees

Specifications of the access hatch i bought.

Outside frame - 280 x 381mm (approx 11" x 15").
Inside hole - 180 x 278mm (approx 7'' x 11")

I measured the thwart width and bought a plastic rectangular access hatch with fastenings. However it took another month to build up enough courage to cut a huge hole in the seat top.  On the net I had seen one story of this job being done to a fatty knees "Gadget Redo" . In this case the storage locker created was used to house a battery etc for an auto-bilge pump. Also the foam flotation inside the seat had to be removed.

The hatch was positioned on the centerline of the dinghy and double checked from every angle. The old carpenters adage "measure twice cut once" was increased about five fold. It was to be an almost irreversible step once completed.

A paper hatch template was cut out, taped in position and the outlines marked onto the seat with pencil.

A drill with a 10mm bit was used to make the first exploratory hole, no internal foam was visible at this point, it looked like an empty void in there. The hole was to start the jig saw blade, the 2mm fibreglass cut through easily like a hot knife through butter. More holes helped get around the difficult shapes in the hinge area.

The interior of the sealed bouyancy tank was finally revealed, it was as pristine as the day it was built, perhaps 40-50 years ago. About 2" of salt water lay in the skeg/keel at the bottom, how it got in is anyone's guess but it was soon sponged out.

A wooden block to reinforce the rudder's lower gudgeon fitting was in perfect shape too..

A photo of the under side of the deck revealed a thick fiberglass rib about 1"-2"  forward of the transom. Fortunately my hatches cuts missed the rib (just), so structural strength was not compromised.

The edges of the hole were filed to the line and smoothed out. Then the hatch frame fit in pretty well. The fastening holes were drilled with a bit slightly smaller than the diameter of the hatches screw holes. Then they were widened to take the 2.5 mm diameter stainless steel bolts.

A bead of silicon sealant went around the frame before final bolt-on. Under-deck were washers and lock-nuts. Finally white plugs hid the bolt tops.

lock nuts and washers

Bolted down with plugs ready

Plugs hide the bolt tops. Flexible lunch box fits in.

Stowage 

A teflon cutting board made a good floorboard to cover the keel slot. (Spare 600ml water bottle stowed under, in the keel slot). The safety gear fit to one side (V-sheet, flares), spare stuff bag. The clamp on navigation lights stowed on the other side.  Room for 2nd waterbottle, flexible lunch box , 2 small gear bags and even a 10" hand line reel. Everything was easy to access in an easy to get at part of the dinghy while underway.

Safety gear and internal structure

Fishing reel fits in

navigation lights

The Hatch was an "Easterner"

Hatch specifications

Underside of hatch

Fatty Knees to Magnetic Island (Picnic bay) (Dinghy trip #38)

Jai Dee sail #38 saw good weather 10knot ne forecast so set off for Palleranda to launch at 2pm, a bit earlier than usual as i wanted to sail most of the afternoon.

Prior to this trip i'd taken Jai Dee out on Cleveland Bay several times, each trip confirming the seaworthiness and my confidence in the capabilities These trips saw me within about 1 nm of the Magnetic Island reef flat. In the right conditions it was ok to sail out this far. I always consulted my wind and tides forecasts on Willy weather before departure. In 10-15knots ne the Fatty Knees eats it up. If the forecast was over 15 knots then bay sailing is called off (protected waters river sailing ok upto 20knots)

Created an aft storage locker by fitting a rectangular plastic hatch with a sizeable opening. This was to keep high use items safe and dry and within easy reach. The prior stowage was a watertight bag on the aft thwart and the bow locker.

Positioning the hatch before cutting out access hole.

Other maintenance was to replace a broken boom saddle fitting to attach the mainsheet. The cracked wooden daggerboard was epoxy glued and painted with varnish and clear decking oil. Other exposed woodwork was linseed oiled.

The first leg out from Palleranda had a 5knot northerly wind. On course for Picnic bay through and area of confused north and east moving waves less than 1 foot. About a mile out the wind stopped awhile and backed to the EnE at 10 knots. The plan changed then so headed south on a close reach across Cleveland bay, with an idea of reaching the duckpond. As the coastal landmarks slipped abeam - Rowes Bay, the strand . JaiDee actually was standing well out offshore further than expected.

so crossed the ferry route off the port of Townsville. The Car ferry went by and tacked and was laying the southern tip of Magnetic Island. The seas were about 1-2 foot so eased sheets to keep speed up and ride over them without bashing about.

After an hour or so realised that Picnic Bay might be possible. The wind strength was ideal and from the right direction which would provide wind power all the way into Picnic Bay (if it is more northerly then a huge wind shadow occurs behind the Island..this had stymied me on previous attempts)

Magnetic Island to windward

About a mile out smooth waters with good breeze was happening, perfect for tacking up hard on the wind. Luckily the incoming tide didn't cause any adverse current here. Had to tack outside the Picnic Bay reef and up to a windward navigation beacon pole to find safe water with the daggerboard and fixed rudder down.



near the reef a green turtle popped up about 5m ahead, it was easy to see her whole shell and flippers in the clear waters.

Once inside Picnic Bay it was a nice run down to the wharf area. It was a Monday so only one 30 foot yacht was visiting the anchorage. The green mountains, palm trees and clean sands beaconed.

Final approach in the lee of the wharf to the boat ramp beach was under sweep oar with half board down. It felt good to finally reach the beach. I guess the good feeling is inversely proportional to how hard it was getting there! I take my hat off to the kayakers and swimmers who have also crossed the straight under their own power, dealing with the waves, winds, tides and currents on the way. 

picnic bay jetty

Had a yarn to a local who just happened to be into clinker dinghy's too. She just won a 10 foot wooden clinker dinghy in a raffle! It was built in Tasmania at a boat building school and was being shipped up north.  Picnic Bay would certainly be a fantastic place to sail such a fine dinghy

Picnic bay boat ramp beach

After a land walk to shake out the sea-legs a bit and get the circulation going, it was time to begin the return trip. The rig was raised, navigation lights were clamped on and the hatches sealed.

Preparing to depart

Sailed off downwind straight over the reef flat. Used the sweep-oar so draft was minimal. High tide was near so the was a few feet of water over the reef. Once clear the rudder made it alot easier to steer for Cape Palleranda.

At first the Island made for smooth waters, so it was time to open the lunch box and thermos.

Running downwind is always a good way to  return home. The waves are with you, it's far quieter and no sprays flying. However the boats still slipping along effortlessly at several knots due to much less drag with the board up.

An easy broad reach into the sunset back to Cape Palleranda

The first waypoint was middle reefs western (north west) navigation beacon.

After this the confused waves zone began but it was easier to ride through it downwind than going upwind.

The landmark for the ramp is a low saddle between two small hills to the left of the cape's big hill.

Soon it was dark, a new moon night, only starlight and city glow to see by.  Fortunately, there are plenty of guiding lights to steer by to find the ramp on a dark night. First, a fixed red light sits atop of the radar dome on the Cape. Then a hazard buoy white flashing light is seen about  a mile out. The ramp floodlights are to the left of this, not to be confused with much brighter beach floodlights for the stinger net area further to the left of the ramp.

Re navigation lights on a new moon night - the all round white stern light was blindingly bright which destroyed my night vision completely. So had to turn it off in order to see enough. (the forward green/red nav light was ok) Sometimes i used my red LED headlamp /and or LED (white torch) to see inside the boat. What the stern light needed was a cover to block light on it's forward side (which was done on return home, it will only be seen from astern)

Palleranda ramp

The approximate trip total distance sailed was 13 nautical miles (or 24 km) . Going over the Island upwind was 9 nm (17 km) sailed and the final leg was 4nm (7 km) sailed.

Map of the trip

The soft 12mm neoprene floor mat was almost essential for a long dinghy sail like this. It keeps you out of the bilge water and can be moved from side to side on each tack or to where required. It's about 60x60 cm area.

 The new aft hatch/ stowage locker worked well. A big relief as it was a virtually irreversible experiment. It was easy to open or dog down quickly. Gear that used to be up in the forward compartment with a 6" slow-action screw in inspection port was now stowed aft where it was much more easily accessible. Weight distribution was improved, the bow was much lighter so the boat rode the waves better and stayed drier. The dinghy is also more stable when accessing gear. (before when trying to get something out forward, body weight really made the hull nose-heavy/wet/less stable ).

 As the compartments are also buoyancy tanks for capsize, I only open the hatches one at a time in good conditions close inshore, they stay shut in strong winds or when further out. Full reserve buoyancy is needed to right the boat and be able bail it out.