Clyde Cruising Club Annual 2022

Clyde Cruising Club Flag Officers, other Office Bearers and Committee Members

Flag officers 2021 2022

Commodore Alastair Torbet Spirit of May Geoff Crowley Contender

Vice Commodore Geoff Crowley Contender Glenn Porter Taeping Rear Commodores Glenn Porter Taeping Ian Macdonald Significant

Office bearers

Secretary

Jennifer Rolland Bronwen Angus

Honorary Secretary Clive Reeves Cruising Secretary Ken Andrew Ken Andrew Racing Secretary Peter Edmond Peter Edmond Treasurer Fraser Gray Ralph MacLeod Membership Secretary Clive Reeves Clive Reeves Captain Dinghy Section Jason McKenzie Adam Mills Treasurer Dinghy Section John Bushfield and Alison MacCalman Ricky O’Kane

Editor of the Sailing Directions Edward Mason Edward Mason

Assistant Editors of the Sailing DirectionsIain MacLeod and Geoff Crowley Iain MacLeod and Geoff Crowley

Editor of the Annual Thorold Mackie Thorold Mackie

Assistant Editors of the Annual Penny French Penny French and Patrick Trust

Members of the Committee

Callum Leslie Euan Morrison

Other assistance

Tidelines Geoff Crowley

Clyde Cruising Club, Clyde Offices, 2nd Floor, 48 West George Street, Glasgow G2 1BP Tel: 0141 221 2774 Web: www.clyde.org

Cover Photo – Ben Wood / Island Images

Clyde Cruising Club Scottish Series 2019 © Marc Turner/PFM Pictures www.marcturner.photoshelter.com Mike Forbes CCC Prizegiving and dinner dance photographs. Thank you to all the members who have contributed photographs. We are grateful to the advertisers and sponsors for their continued support.

The views expressed in this Annual are those of invited contributors and are not necessarily those of Clyde Cruising Club Ltd, the Flag Officers or Committee. No responsibility or liability shall be accepted by the Clyde Cruising Club Flag Officers or Committee for any injury, loss or damage that may occur as a consequence of any inaccuracies in or omissions from any material contained within this Annual.

Published by Leaf Design & Print Ltd. Telephone 0333 577 8393. Advertising sales by Contact Publicity Telephone 0141 204 2042. This Annual is fully protected by copyright and nothing may be printed wholly or in part without the written permission of CCC Ltd. and the publishers. The proprietors of this publication are publishers and not agents, or sub-agents of those who advertise therein. They cannot be held liable for any loss suffered as a result of information gained from this publication. The views expressed by authors of articles published in this publication are solely those of the author and are not necessarily the views of or shared by the publisher or the directors, shareholders and/or employees of Clyde Cruising Club, Leaf Design & Print Ltd or Contact Publicity.

The past two years have been challenging to say the least, but our previous Commodore, Alastair Torbet, and his team managed to preserve the Club and even make some advances during times of real adversity. We start this new year with a slightly increased membership, the Club is financially stable, but those who have made all that happen are rather exhausted.

But life goes on, and so must the Club. Our 110th anniversary has passed, and we must now look to the future. While the realm of work has changed to be more electronic and more automated, so has the Club. Remote working has become advantageous for many, and the closure of the Club’s office has lifted a financial burden, while opening the opportunity for a fully mobile office. This will be a benefit also in race management. The new IT system has helped automate many processes that previously had to be done manually.

We’re extremely grateful to those who worked away keeping things moving along, but now the time has come to reassess what we want from the Club. We have a heritage to be proud of, racers that can challenge any comers, cruisers who go beyond the horizons, and small boat sailors who test the physics of their boats too.

Of course it might be that we want to do more of the same as we’ve done in previous years, and maybe there’s little that the CCC and its membership hasn’t done, but what do you want to do? More cruises-in-company? More big boat and small boat crossover days? More youth activities? More blue water cruises? Bigger, better races? This year we hope to garner members’ opinions so as to be better able to steer our Club in the directions its members want.

Whatever we decide together, we’ll need some organisers to organise things, and some doers to get things done. Could you volunteer? A few of our longerserving committee members have stood down; they served us well, and we thank them. Now it’s time for others to step up.

As Commodore I’m relatively new to the CCC, likewise our Vice Commodore Glenn Porter. I learned to sail in Tauranga Harbour in the Bay of Plenty in New Zealand, while Glenn learned his sailing in the waters of Northern Ireland. So we didn’t grow up on the Clyde receiving the CCC heritage into our DNA, but hopefully we’ll bring some fresh thinking, some new ideas, but certainly a bundle of enthusiasm.

So, as we start into 2022, let’s do so with some sense of relief that we can cope with whatever comes, but also to get the most from the pastime we all love so much. With so many aspects of yachting available, let’s get out in 2022 and do lots more sailing, and lead others along to share this fabulous sport with us. See you on the water this summer.

Geoff Crowley

Journal…

logs and articles from Club members

© Ben Wood, Island Images

Anticyclonic gloom –Arran Comrades

Mike Balmforth Award

Arran Comrades Freedom ketch, long keel LOA 10.5 metres

Crew Mike Johnston and Erratica, the autohelm Dates 27 August –13 September 2021

Arran Comrades in Crinan basin

Crinan to Islay

Glad to be still alive and to have had some sailing in both 2020 and this year. On Saturday morning, 28 August, I sallied forth from Crinan for the third time in 2021, having locked out the previous evening into an extensive sunny anticyclone and neaping tides.

The flood didn’t start until early afternoon, but we were able to take the Crinan-characteristic F3-2-1 morning easterly out along the Craignish shore with just a short engine push to Coiresa and then ghosting to Bagh Glean a Mhaoil to await the first of the flood through the Corry. Meanwhile others taking a more southerly course were inconclusively blasting into the tide just half a mile away.

We puttered round to Camus a Mhor-Fhior, southwest Lunga, a new corner to me. In this nice wee, swell-free bay, we cooked on the BBQ off the stern. Up early, we found gobbets of water surging out of the Grey Dogs and pushed through after they subsided. It seemed that some innocent fun might be had on the flood, given no swell, bouncing up to the race and being driven back again. It was a beat, pathetically in no wind, on the ebb until time was called to motor to Craighouse – outdoor pints were okay, but the hotel was fully booked for nosh.

Morning brought just enough waft to sail down to the Ardmore Islands and into Ardilistry Bay for lunch. Then we motored, very cautiously, by the northern of the ‘Antares’ gaps in towards Ardbeg, this channel being narrower than much of the Crinan Canal. I had seen a local seal-watching boat come through a few weeks before. Thence down to The Oa where the end of the flood set up a two-knot eddy westwards, inshore among the creel pots – the same that I had encountered years ago going the other way to my considerable discomfort. Rounded into Machrie Bay and spent the night wide open to the south-west in no wind.

Port Charlotte, Bowmore and Portnahaven

Port Charlotte Hotel provided beer but no lunch and it was much the same at Bowmore where a ‘carry-oot’ was the height of epicurean excellence ashore. It was of course flat calm and endlessly sunny. I did have a decent lunch in the Italian restaurant next day when there were three yachts in Loch Indall.

Wednesday was the neapiest of the neaps, so ideal for Portnahaven which was drop-dead gorgeous with a view of the crabs and big fish on the sand close below.

Port Charlotte

Ashore I and some holidaymakers each enjoyed our own barbeques – we were within shouting distance. Two years ago, I had taken the bus from Port Ellen and seen the awesome tide sluicing through but today it was benign and dropping a second anchor was a wasted extravagance. I knew that the pub was shut – have you ever been there? –no chance of social distancing in something resembling tiny offices crammed into an old council building. Seriously, it’s a nice place.

Hung about for the flood and spoke to a local creelman. Knowing that Wallace Clark had been piloted out of the rock-inhabited west entrance, I enquired. He asked, ‘What’s your draft?’ This was enough of a warning not to try it – ever. He also confirmed that the bottom really is sand and not just a smattering over rock.

Over to Rathlin and then Machrihanish

So over to Rathlin on a millpond with the usual foul tide at the west end at the end of the flood. I keep banging on about the desirability of coming down from Port Ellen early on the ebb. Still in wall-to-wall sunshine for two nights on the pontoon. It would probably have been okay to anchor outside but I had phoned ahead to confirm freedom from restrictions, Covid or Brexit, and it might have raised eyebrows. As it was, I was able to conduct some TLC which was sorely needed. McCuaig’s Bar was operating al-fresco but no food, except for the chip van. The ferries were doing a roaring trade in day-trippers with nearly 100 people on the last boat home.

The high was slipping a bit, so Saturday had us fetching into a lumpy grey south-easterly to Machrihanish, where that day’s tidal range was all of 0.2 metres – six inches in old money. Ashore at beer time, I found some kids paddle-boarding in the open Atlantic under the supervision of a lady who recognised me from a 2018 festival in Letterkenny – she is one of the notorious Atomic Piseag ladies’ choir, mostly from Tarbert. The Old Clubhouse pub

did serve a welcome meal, even to a non-golfer, probably the only one present – strange chattering around me. A quiet night.

Historically, my annual mileages have reliably been one third each of sailing, motor-sailing and engine until last year when through determination and unusual circumstances I brought the sailing up to fifty per cent. Going north in May, I had been refused passage of the Caledonian Canal at Corpach for being widowed, thus singlehanded, despite having made several lone passages in recent years. This blew the stats, with long spells under engine to catch the weather round Cape Wrath – twice and elsewhere. Obviously, the present wee cruise had so far done nothing to restore the balance until Sunday’s 59-miler to Tinker’s Hole with just enough wind under sullen skies – 11 hours with only a wee bung at the end.

Round Mull and back to Crinan

Overnight, after the forecast south-easterly began to make it uncomfortable, I had to wait until first light to slip round to Camus Tuadh before breakfast, motor-sailing against the tide. It was unpleasantly fresh and tending to rain for the slog into Loch Scridan. Camus Tuadh is a good anchorage that I much prefer to Bunessan. I put the fire on, a Dickenson diesel drip-feed with a chimney, and cheered up.

The sun came and went while I wasted a week round Mull waiting for a fair wind to Crinan. I anchored overnight near the head of Loch na Keal and also in Calgary Bay –so that saves doing them ever again. Rounded off with a fine dinner on the terrace of the Loch Melfort Hotel and messed about in the Dorus Mor to note yet another turn of the tide for my records.

Mike Johnston

Lockdown at Crinan, the sheep take over

Portnahaven near LW neaps showing the way inshore

Mike Balmforth Award – Anticyclonic gloom

Lewis and Harris via ‘The Butt’

Clyde Cruising Club

Coats Cup – Lewis and Harris via

Tarskavaig Hanse 400 LOA 12.1 metres

Crew – Andrew Thomson, skipper, Neil MacDougall, Robin Arnott, Alison Thomson and David Bushby

Dates 21 August –3 September 2021

Alongside at Ullapool

Craobh to Sound of Mull

In keeping with the tradition of previous years, the 2021 passage plan of ‘head north and west as conditions permit’ applied. However, we needed to get to Ullapool for a crew change on 26 August.

Following a pre-departure shop at Tesco in Oban, Neil, Robin, Alison and I arrived at Craobh on Saturday afternoon. With the south-flowing ebb tide still running, and the rain teeming down, there was little incentive to make an early departure, and we repaired to the Lord of the Isles pub with alacrity. In due course the rain eased, and we got Tarskavaig loaded up and set for sea.

As soon as we cleared the breakwater and increased the throttle, it became apparent all was not well, with excess vibration coming through the helm. There was nothing that could be done about this now, but I was adamant that we would not be spending the first night on board tied up to a pontoon. Motoring at a gentle four knots was easier, and we had a short hop round to Toberonochy on Luing to anchor for the night, with bolognese and pasta for dinner.

Sunday morning dawned brighter, and after 09:00 I made some phone calls to arrange a lift out, as something was clearly not right below the water. The hoist at Craobh was undergoing annual maintenance, but Ardfern offered us a slot at 09:00 on Monday which was great news. Much to my surprise, the phone at Ardfern was answered by Charlie Ambrose, the Hanse broker from whom I bought Tarskavaig in 2011. He was back in Scotland temporarily after COVID put a halt to his world, sailing on the east coast of America.

With time to spare, we went ashore at Toberonochy, admiring the attractive gardens in the village before walking up the road to the graveyard, which affords good views across to Scarba and Lunga. Back on board, we departed for Ardfern, with a quick stop at Craobh to collect some spares. It was turning into a very sunny day but with little wind, which would be a recurring theme for the rest of the trip. We motored through the Dorus Mor and anchored in the north-east corner of Loch Craignish – a new spot for Tarskavaig. Dinner on board was a Thai chicken curry, cooked by my sister.

We awoke to an early morning mist, and left the anchorage shortly after 08:30 for the Ardfern slipway. The ebb tide was running, and Ardfern had other jobs lined up, so a quick turnaround was essential. Fortunately everything went very smoothly, and the yard soon had Tarskavaig out of the water. It was immediately evident that some

Early morning mist over Loch Drumbuie

Gardens at Toberonochy

rope had got caught between the prop and anode. A hot knife burned out the offending strands, and with the hull cleaned too, we were back in the water within two hours and on our way to take advantage of the flood tide north.

Tarskavaig had a sunny and straightforward passage to Loch Drumbuie, but with no wind or light winds on the nose the engine and the autopilot were kept busy. There was also time to configure the new chartplotter, after delving into the user guide to find which menus contained which settings. Timber harvesting operations had commenced at Auliston Point since my last visit, with the timber being sent onwards by sea rather than fragile rural roads.

Arriving at our destination at 18:30, we anchored in the north-east corner of the loch, with a variety of other yachts for company. Sausage casserole was served for dinner. It finally felt as though the cruise was now underway.

Sound of Mull to Sound of Sleat

The conditions were similar the next morning, and we were underway by 07:50. Light mist in the Sound of Mull became briefly dense off Kilchoan but very quickly dissipated, and Ardnamurchan was rounded in glorious sunshine. This continued all the way up towards the Sound of Sleat, perfect conditions to enjoy the company of a small pod of dolphins which followed us for 15 minutes.

The sea between Mallaig, Ardnamurchan and the Small Isles is able to deliver marine life encounters with remarkable consistency. The winds remained too light to sail until we entered East Loch Alsh, when finally we were able to dispense with the engine. An hour of pleasant and peaceful short tacking took us to the Skye Bridge, thereafter the winds returned to be on the nose and we motored the remaining eight miles to Poll Domhain, arriving at 18:40 with one other yacht for company. A cold roast chicken dinner accompanied by vegetables was most welcome. It had been a long day, but we had made up lost ground and were now back on schedule for our Thursday rendezvous in Ullapool.

East of Skye

Wednesday morning was grey and overcast, and remained so for most of the day. The winds were a little fresher but still northerly, and once again the engine and autopilot earned their keep. This was the first time Tarskavaig had been north of Gairloch on the mainland coast, and the first time I had dispensed with Admiralty charts in favour of Imray C67, which is excellent for this area. Slow but steady progress was made, and in due course we closed in on the Summer Isles, and passed through the skerries east of Glas-leac Mor to anchor in the bay on the south-

east corner of Isle Ristol. One of my earliest boating encounters took place nearby around 40 years ago, when a family holiday in Achiltibuie included a short trip in a rowing boat from adjacent Dornie harbour; it was good to be back.

Not everything was rosy though – it transpired shortly after we put the anchor down that the water tank was empty. There were 20 litres in jerry cans, which would be enough to keep things ticking over until we could replenish supplies at Ullapool. Despite this blip, it did not impact the kedgeree dinner, cooked by the skipper.

The next morning there was time to go ashore onto Isle Ristol and stretch the legs. It was a stunning day, albeit flat calm, and the An Teallach hills to the south of Loch Broom looked spectacular. Anchor weighed, we passed through the Summer Isles, observing considerable construction activity on Tanera Mor, before arriving at Ullapool. Having called up the harbourmaster, it transpired that berthing on the pontoon, hidden on the inside face of the pier opposite the town, was limited to 15 minutes as several sightseeing boats were using it. This persisted throughout the day, and as water, shopping, crew changes and another gas bottle were all on the list, it meant we needed to make four round trips from a mooring buoy in the bay.

Diesel was not available directly, and had to be left for the time being. In due course the boat was restocked, David Bushby was welcomed aboard having caught the bus from Perth, and my sister was bid farewell. Ullapool was bustling with tourists, caravans and campervans, and it was a relief to escape to the peace and tranquillity of the sea.

A short hop from Ullapool took us to Isle Martin, where we anchored off the beach at Ardmair for the night. Dinner was a delicious stew, prepared by David’s wife Gitte, which had survived the bus trip north. Plans for the next few days were discussed, and as conditions were settled and the tide times around the Butt of Lewis favourable, it was an ideal opportunity to make the passage to Loch Roag on the west coast of Lewis, which had been on my tick list for a few years.

Rounding the Butt of Lewis and on to Loch Carloway

Friday 27 August…and the long day ahead called for an early start. Tarskavaig was underway by 06:30, and retraced her route back through the Summer Isles. Two hours later we were clear of the mainland and out into the North Minch; with a smooth sea and little wind the engine and autopilot were again kept busy.

The passage across was straightforward, albeit with a rolling swell from the north-east once the shelter of the mainland coast was lost. There was no sign of breaking water at the Butt, and we were able to round it 0.3 nm offshore, eight hours after departure, in wall-to-wall

sunshine. Another yacht was further offshore heading east, the first vessel we had seen at close quarters since leaving.

Now on a south-west heading, it was finally possible to get the sails up and give the engine a rest. An hour of pleasant sailing ensued, ambling along at 4.4kts before the wind died, and the engine was required. The sunny conditions persisted until we were abeam of Shawbost when a heavy and damp fog bank set in – not part of the script.

With no anchorages until East Loch Roag, there was nothing for it but to press on. With two lookouts, a chartplotter with AIS transceiver, a foghorn, and dead reckoning, it was with some relief when I was able to alter course to a south-east, then east heading, and even more relief when the north shore of Loch Carloway appeared out of the murk.

Soon after an open workboat passed by; the hardy helmsman was clad in a basketball vest. He must have thought we were overdressed clad in our ‘foulies’. By now I was happy to get the hook down, and we anchored just east of the Tin Rocks buoy in 8m at 19:00, ready for the chilli which I had made on the passage during the day.

Clyde Cruising Club

Remains of Carloway blackhouse

Beach on Little Bernera

East and West Loch Roag and Bernera

The following morning, our top priority was to get diesel, as we had not taken on board more fuel since leaving Craobh. Diesel is widely available through the Council fuel scheme if you have an account. Regrettably, I had returned my fuel fob three years ago as the terms of the scheme changed – if only I had kept it.

Fortunately a friendly passing fishing boat agreed to help us out using the fuel pump at Carloway pier, and in due course the tanks were filled up. Moving off the pier, we anchored in the south-east corner of Loch Carloway, and went ashore to visit the renowned Dun Carloway broch. Whilst closed for renovation, it was still possible to appreciate the structure close up. Back on board, with Admiralty Chart 2515 covering the saloon table, the full extent of anchorages within East and West Loch Roag was clear; one could easily spend a week exploring.

With only two days available before heading south, nearby Bernera Harbour looked like a good spot to appreciate our surroundings, and so it proved. After anchoring, we all enjoyed a trip ashore to visit the beach at Bosta and the site of a reconstructed Iron Age house.

Robin and I subsequently went for a walk over Little Bernera whilst Neil and David kept an eye on Tarskavaig There were beautiful sandy beaches everywhere and no other yachts to be seen – what more could you ask for? Back on board, a cold roast chicken supper was followed by a card school. The skipper won twice, making amends for a poor showing the previous evening.

Sunday, and the objective was to visit West Loch Roag. I had thought a trip out to sea would be required, but as HW was approaching, the passage through Caolas Cumhany which separates Great and Little Bernera looked a better

option. As the tide was still flooding, and the clearances looked fine, I was prepared to give it a go without undertaking a dinghy survey first, as advised by the Sailing Directions.

With crew on the bow keeping a lookout, and passing two swimmers in drysuits towing drybags who had been wild camping on Little Bernera the previous evening, as one does, we made it safely through the Hebridean equivalent of the Corinth Canal, before following the transits of Chart 2515 to clear the rocks within Camas Bosta and enter West Loch Roag, thence crossing to Pabay Mor. Ashore, the recurring theme of unspoilt sandy beaches continued.

Walking to the summit of Roiraval we were rewarded with a view across the ‘lagoon’ to Pabay Beag, where a local yacht was at anchor, and we could also see the remains of what appeared to be an old fish trap; two stone dykes constructed in the intertidal zone. Our trip back to Tarskavaig in the dinghy was interrupted by a meeting with a paddle boarder, who was circumnavigating the island.

From Pabay Mor, it was a short hop to Vacsay, anchoring in the bay on the west side of the island. Another trip ashore beckoned, and the discovery of a lagoon at the south end of the island, accessible through a narrow

Lagoons and fish traps on Pabay Mor

Vacsay anchorage

Cup – Lewis and Harris via ‘The Butt’

channel. The answer to ‘could Tarskavaig make it through?’ would sadly have to wait for another time. After a good walk around the island we returned to the yacht, and made another short hop to the bay on the west side of Eilean Teinish for an overnight anchorage. Evening drinks in the cockpit were interrupted by an otter on nearby rocks, our first sighting on the trip. Dinner was vegetable soup – a good way of using up the leftovers – followed by biscuits and cheese.

South again to Hushinish and Kallin

Monday, and the start of the trip back to Craobh. I wanted to make sure the water tanks were topped up, and a short motor round to fill up at Miavaig, a very sheltered harbour, ensured we were all set for a 10:00 departure.

Once out to sea, having passed inshore of Sgeir Gallan, a couple of attempts were made to sail, but flukey and light winds dead astern are not Tarskavaig’s best point of sail, and as there was still some ground to cover the sails were dropped and the engine engaged.

I was keen on a stop off Mealasta, possibly with a view to going ashore, and we anchored in 5m off the stunning beach on the east side of the island shortly after 14:00 to take stock during a late lunch. Waves were breaking on the sandy beach and landing did not look ideal, but Robin and I decided to give it a go whilst Neil and David stayed on board.

Mission accomplished, despite getting caught by a couple of waves. I later found out that an inlet at the north-east corner of the island is a better landing spot. Ashore, passing otter tracks on the beach, we walked up a nearby summit to get a view across to the west, and were rewarded with the sight of an eagle cruising over the sea cliffs at Rubha a Bhain Mhoir, and another eagle over Griomabhal on Lewis. St Kilda and the Flannan Islands were also clearly visible; our landing had been worthwhile.

Once back on board, the journey south continued, passing cautiously over the bar through Caolas an Scarp at close to LW, neaps, before rounding Hushinish Point to anchor in the bay, with one other yacht for company – a rare occurrence on this trip.

The following day started early with a 07:00 departure from Hushinish, as I wanted to be anchored off Skye or Canna by the end of the day. The prospect of dinner at Café Canna was very appealing, but a phone call shortly after 09:00 confirmed our worst fears; they were closed on Tuesday. This news meant more shopping would be required, and a stop at Leverburgh to visit the Community Co-op was the obvious choice. We tied up alongside the pier, leaving Neil and David to tend the lines whilst Robin and I walked round to make our purchases. With black pudding in the basket, things were looking up.

Back at the pier, the water tanks were filled again, and we departed at 10:45 for Kallin harbour on Grimsay, where I knew we would be able to get scallops to go with our black pudding. A few minutes later once we were heading south-east down the Sound there was great excitement when the wind filled, and for ten joyous minutes we sped along at seven knots under sails alone before the wind dropped and normal engine service resumed.

This did mean that there was plenty of hot water, and we all took turns to have a shower on the passage down the Uist coastline. Our arrival at Kallin felt very much like a return home, having spent a few days alongside in 2017 awaiting repairs, and it was great to catch up with some of the locals who had been most helpful at the time.

A white tailed eagle overhead was being harried by some gulls – not an uncommon sight in this part of the islands. Kallin Shellfish had taken over the old fishermen’s co-op business since our last visit, and incorporated into a new café and chandlery – a great addition to Grimsay. The seafood shop is still located round the bay, and we walked round to buy two large tubs of scallops for dinner.

Having filled the water tanks up yet again, we departed at 15:30 – destination Canna. Once out in open water the sails were raised, and we managed to sail around 

4.5 knots, but with the wind dropping and more than 30 miles still to cover the engine had to be pressed back into service. However after two hours the wind filled from the NE to a F4/5 which gave a superb passage for the remainder of our journey, averaging 7.5 knots. Two miles north of Canna we were treated to a fine Hebridean sunset over South Uist. Darkness soon followed, but there was sufficient light in the sky to pick up a mooring in Canna Harbour. It had been another long but productive day, which fully merited our scallop and black pudding supper, cooked by the skipper.

Canna to Tobermory and then Craobh

Wednesday 2 September, and we were definitely on the homeward stretch. We slipped the Canna mooring soon after 09:00 without going ashore, the mooring fee was subsequently paid once I got home. Once out into the Sound of Canna, heading south then east, a steady northerly breeze picked up and we had a good sail for 20 minutes before the wind died and our speed dropped to less than three knots. C’est la vie!

Progress resumed with the engine, but in due course as we got further offshore from the south coast of Rum, the breeze returned sufficiently to allow a return of sailing, and a very pleasant 4-5 knot passage in glorious sunshine took Tarskavaig to Tobermory, arriving at 15:30, tying up on the pontoons which were a hive of activity.

The contrast with some of the anchorages we had visited earlier in the cruise could not be more marked, but Tobermory did allow the decks and dinghy to be given a good clean, and various shoreside tasks attended to with ease. Following our grafting, a drink was in order, and I was sorry to see that the Macdonald Arms had not survived COVID lockdowns and was no longer trading. The Mishnish was able to quench our thirst, followed by a curry at the Spice of Mull, and final nightcaps back on board. Thursday morning, and our final day at sea. We were underway by 08:30, and after a short spell of motoring, we found a good north-easterly F4 to aid our passage down the Sound of Mull in sunshine. The wind gradually eased as did the sun, and by Ardtornish the engine was back on. Although the wind did not return, the sun did and by the time we had passed through Cuan Sound the sunhats were out.

This was a perfect summary of the cruise – no shortage of dry and sunny conditions, but a distinct lack of wind. Despite more reliance on mechanical propulsion than I would have liked – the distance logged was 448 nm, of which only 66 nm were sailing – it had been a great trip, capped off by rounding the Butt of Lewis and finally making it to Loch Roag. Twelve new anchorages or harbours had been visited, and the splendid cruising that is on offer to the west of the Outer Hebrides remains a magnetic draw. We will be back.

Andrew Thomson

Sea of blue at Eigg and Rum

Six yachts cruise in company

Clyde Cruising Club

Gibson Cup – Six yachts cruise in company

Yachts Jaynor, Oribi, Silver Gare, Froliki, Artic Tern, Nordic Tern

Dates 9 July – 17 July 2021

Approaching the Mull of Kintyre

Cruising in a small yacht can be lonely and often quite isolated. Most of us have difficulty in finding crews so a cruise-in-company provides support if things go wrong and opportunities for people to meet. This is the story of our cruise from Rhu in July 2021.

Our boats started to gather at Rhu on Friday 9 July. The plan was for three boats to sail from Rhu, Jaynor , Nick Savva, Oribi , Peter Greenwell and Silver Gare , Gilmour Manuel. Two more, Arctic Tern , Jim Brown and Nordic Tern, Michael Jane, were to sail from Ardfern. As they say, one good tern deserves another. The sixth and final boat was Frolika, Ewan Mackay, which we chartered from Seaspray Yacht Charter. Apart from Frolika , we were all to meet at Port Ellen. Ewan didn’t want to subject his young and possibly seasick prone family to long passages, so he went from Oban to Spelve and then to Colonsay.

I was to sail on Silver Gare with Gilmour and Janet. Silver Gare had been at Dumbarton ashore for three months for repairs to her 85 year old timbers, and was only launched the day before we were due to sail, so she was leaking badly when she reached Rhu. Fortunately, she had taken up sufficiently by the following day to allow us to sail, but it was a scary start.

Rhu to Kip to Port Ellen

We sailed with the ebb tide on Friday evening, Oribi left before us while Jaynor followed on Saturday. The wind was SW F2 to 3, so very light. We stopped for the night at Kip Marina, to allow the boat to take up a bit more. By Saturday, the automatic bilge pumps were only working occasionally, so we were able to head for Campbeltown.

We left Kip at 10:00 with no wind and an overcast day. Silver Gare cruises at eight knots with her twin Perkins 4108s doing 2,000 revs, which is very comfortable. We made good time to Campbeltown, leaving Arran to port, arriving at about 16:00. We were joined soon after we arrived by Nick Savva and Mo on Jaynor.

The following day we rounded the Mull, which was quite placid. Jaynor sailed with us. With a good following tide and clear calm weather, we made good time to Port Ellen. Oribi, Nordic Tern and Arctic Tern were already there, berthed on the very comfortable marina pontoons. Jaynor joined us about an hour later.

That night, Gilmour, Janet and myself had been invited by Peter Greenwell for dinner on Oribi. John Brown on Arctic Tern had arranged to eat in the Port Ellen Hotel but they all joined us for drinks on Oribi before they left.

Silver Gare

Gibson Cup – Six yachts cruise in company

Peter Greenwell cooked us a full Sunday roast, no mean feat on a Moody 33 with two burners. It was delicious. After that we staggered across to the neighbours, Jaynor, for drinks with Nick and Mo. Then we got the news. England had lost to Italy on penalties, so we had another drink, some to drown our sorrows and some to celebrate.

Janet, was most impressed. We reached Scalasaig at about 17:00 where Ewan and Frolika were already waiting for us, having spent the previous day paddle boarding in Loch Spelve.

He had anchored Frolika just to the north of a line subtended from the RoRo pier. The designated anchorage is shown on Navionics just to the south of that line, which directly obstructs the approach to the RoRo terminal. Having anchored, and settled down for the night we were roused by the ferry, Clansman, who wanted us all to move, otherwise he would refuse to berth. We all moved to his satisfaction but he was delayed. It would be helpful if there was an area shown on the chart in which we were prohibited from anchoring to allow the ferry safe approach to the RoRo terminal.

We were also puzzled as to why boards placed for berthing yachts should be designated as ‘unsafe structures’. My family were already ashore when we arrived but we were soon reunited on board Frolika. We all went ashore in search of a drinking establishment but all were either shut or full, so we stayed on board. After the problem with Clansman I think we all felt a bit down, so we stayed on board anyway. Emma Jane, Mike’s daughter, was on Clansman so she got the ferry’s side of the story.

Port Ellen to Bunessan

Monday was glorious. Silver Gare left last. There was little wind as usual so we caught up with the others quite quickly. We sailed inside Texa and out round the Ardmore Islands, and then through the Sound of Islay, which was spectacular. With the tide we were making 12 knots over the ground through fabulous scenery. Our American guest,

Tuesday dawned overcast but calm, so we all went ashore and walked round Colonsay. Because of the mist, we couldn’t see very much. There was a very good, wellstocked shop, which sold anything we needed. The anchor windlass on Silver Gare had failed so Ewan had to lift the anchor by hand. Silver Gare was still leaking up forward, so Gilmour elected to leave the group and sailed straight to Dunstaffnage for a lift out and repair.

Dining well on a Moody 33

The lighthouse on Davaar Island

Frolika left at 11:20 heading for the Sound of Iona. After rounding the north end of Colonsay, we got a decent slant for the south coast of Mull, making landfall on Mull to the east of the Torran Rocks. We unrolled the genoa and motor-sailed at eight knots, in a steady south-westerly breeze. We skirted the north side of the Torran Rocks and anchored in the Sound south of the ferry pier and went ashore. The island was beautiful but, due to Covid, the cathedral was closed. Still, we had a very pleasant family walk and the shops were open. We upped anchor and motored round to Bunessan, Loch na Laithaich, where the rest of the group were waiting.

Peter Greenwell, resourceful as ever, had a gas barbecue, table and chairs on board. We all took our own burgers and went ashore on Eilean Ban, which is a tiny island in the middle of the loch. One of us had plenty of midge repellent so we had an excellent BBQ on the island. Unfortunately, Ewan, Jackie and the boys were not able to join us because they had not been fully vaccinated.

Bunessan to Oban

Wednesday 14 July, Bunessan to Arinagour, was dull and misty, with little wind, so not good for sailing. We motored towards Staffa where the place was like Piccadilly Circus. There was a square rigger, Lady of Avanel, and countless motorboats with lots of people wandering round the island. There were scores of puffins flying around, not very impressed at all that humans were taking over their island. After that, the breeze freshened, and we were able to deploy both our sails, including our in-mast furling main.

After a little practice, we found that the in-mast furling worked quite well and we had a good sail between the Treshnish Islands to Arinagour on Coll. We tied up to one

of the laid moorings in the anchorage but there was a horrible swell rolling in. We all had a very uncomfortable night and were glad to get away in the morning. Sadly, the hostelries ashore were either full or closed, so we couldn’t gather as a group.

Unfortunately, we had to return our very comfortable chartered Bavaria 42 to Oban on Saturday morning, so Thursday was our last night with the group. We booked tables for 11 at McGochans in Tobermory which is a very good pub next to the marina. It had reopened after a fire and served us a very good pub grub meal. It was an excellent evening after which we repaired to Oribi for Peter’s usual hospitality. The group said how much they had enjoyed the cruise-in-company, which was a new experience for them. I was asked when I would be doing another.

We had to fuel up before the morning rush so we had to get up at 07:00 to get our place on the fuel pontoon. No fuel was available at Oban, and we had to return the boat full. We had our best day’s sailing down the Sound of Mull in a steady SW F3 doing a tide-assisted five knots in glorious sunshine. It doesn’t get much better. We had a family dinner, just the six of us, at the Pizza Place on the pier.

We handed back Frolika to Seaspray Yacht Charter. The process was hassle-free and friendly. The boat was given to us in good order and we returned it full of fuel and in the same order. We gave them a list of minor faults, which helped them. We went round to Dunstaffnage to check on Gilmour. Silver Gare was just going back in the water after a minor repair, so all was well. He and Janet were planning on heading for Loch Aline.

All in all the cruise was a success which I hope we will repeat.

Reay MacKay

The Paps of Jura

Round Harris and Lewis A test of navigation and seamanship

The crew for our early June cruise to the Outer Hebrides included Janice Little, ‘Transatlantic Janice’, retired outdoor pursuits instructor and former director of outdoor education for Cumbria; Dave Pratt, recently retired head of science at Keswick School and an active member of the rather-too-busy Keswick Mountain Rescue Team (MRT); and me, as skipper, who had retired as a solicitor ten years previously.

With two and a half weeks set aside we hoped to explore Loch Roag on the west Atlantic side of the Isle of Lewis in the Outer Hebrides. Would we get there and back in the allotted time? With passages skirting the Atlantic and a lee shore we could not be sure.

On the Isle of Skye in 2020 a native had told me that the correct pronunciation of Roag (Ròg in Scottish Gaelic) is ‘ro-agg’, but in Harris and Lewis it is pronounced rogue’. Pronunciation and spellings vary throughout the Gaidhealtachd, the Gaelic name for the area in which the language is spoken. On the subject of Gaelic, is it Mòr or Mór? UKHO charts are inconsistent, but Ordnance Survey maps use Mòr, as does Maggie (Magidh), my adviser on the language.

Blue Damsel Sun Odyssey 45DS Performance LOA 13.8 metres Crew Boyd Holmes, skipper, Janice Little, Dave Pratt

Dates 1 – 17 June 2021

Crew – Dave and Janice

On the Miavaig pontoon

Ardfern to Barra

It is always rewarding to start the day in Cumbria and to finish it in a Scottish anchorage and so it was to be on Tuesday 1 June, sailing to our usual anchorage in the Cuan Sound after having taken delivery of the new outboard motor at Ardfern Yacht Centre. The weight of this engine soon became an issue for the all-retired crew, which Dave was able to address through the application of physics and some of his superior strength by rigging a crane from the mast for the wind generator. A negative aspect of the first day was the lack of the excellent ‘butty’ van at The Rest and Be Thankful on the road to Ardfern; Tuesday being the owner’s day off. Breakfast was taken in a café in Inveraray.

Tides dictated an early exit from the Cuan Sound on Wednesday morning. Leaving by the west entrance and having grappled with the kelp on the anchor chain, we were clear of the sound and its overfalls by 07:55 bound for Gallanach Bay on the north of the Isle of Muck in sunshine and a steady south-easterly breeze. Our passage to Muck was enhanced by seeing porpoises, seals and, just outside the anchorage, a raft of over one hundred Manx shearwaters; all being topped off by a minke whale. Taking his lead from the whale, Dave dived into the bay where the sea was a chilly 12.6°C: his pals in Keswick MRT would have been impressed by his physical bravura, as doubtless was the cuckoo whose chorus immediately followed.

We set out the next day at a civilised hour after a full breakfast cooked by Janice. What had started as a light breeze rose to 30kts by the time we approached the Bo Vich Chuan south cardinal mark off Castle Bay, Barra, We added a couple of dolphins to our list of sightings of sea life.

Achieving more than 9kts over the ground in the entrance channel was a fitting climax to a great sail across the Sea of the Hebrides, with less than one mile of motoring logged for the day out of nearly 40 nm recorded.

We wanted a peaceful night after our exhilarating sail and so, to the surprise of the pontoon attendant, berthed on one of the fingers in the tight space between the main pontoon and the rocky shoreline. We had been told that most visitors were unwilling to go there because of the closeness of the shore. Fortified by pints of Guinness in the public bar of the Barra Hotel and Janice’s beef stew we slept soundly with the wind on the bow all night. 

Dave takes the plunge in Gallanach Bay, Muck

The pontoons at Barra

Eriskay and the Sound of Harris

After a tidy departure from the berth the following morning we made the short passage to Acairseid Mhòr, Eriskay, where we left the two visitor moorings for others and anchored well in. Dave’s cuckoo returned, but this time Dave declined to take the plunge, opting instead to take a yomp ashore to Am Politician, the pub on the island. Perhaps 12.6°C in Muck had taught him a lesson.

Dave’s run ashore was the first job for the new outboard motor, when we discovered that not only is it significantly heavier than its predecessor but also more sensitive to choke. Dave later pushed back against Janice’s culinary prowess in Castle Bay, Barra, by preparing an excellent salmon supper.

Bob Bradfield’s notes on the Antares chart of Calm Bay in the Sound of Harris are dismissive, describing the name as the best thing about it. It was calm, which was welcome after a 37 nm passage which started in a brisk, sunny breeze but ended by motoring into rain. Tasty as they were, that night the Tesco fish pie and Co-op angel cake could not compete with Janice’s and Dave’s successes in the galley. With the prospect of an Atlantic passage the next day we opted for an early bed and a peacefully calm night.

On to Loch Roag

Sunday’s destination was Scarp or, if we were lucky, Loch Roag itself. We were away before 09:00 but not before Dave had cooked a substantial breakfast, intended to sustain us if the Atlantic swell made lunch an unattractive proposition. Having raised sail just outside the anchorage, we were able to sail the length of the Stanton Channel in the Sound of Harris and then on to our anchorage off the southeast of Shiaram Mòr at the south of the Kyles of Pabay, Loch Roag. It was another day of less than one mile under engine out of 44 nm and manageable swell, tacking on two fast broad reaches in continuous sunshine. Having added fulmars, a great skua, black guillemots, puffins and shags to our wildlife catch we were doing well, with only the juddering from the recently fitted feathering propeller to cast a small shadow over a superb day’s sailing. I had thought the prop was supposed to remain feathered when the gearbox was in neutral, but this might not be the case. Next morning Dave’s cuckoo returned, this time accompanied by a heron, and, despite this, Dave still declined to swim.

The boat’s AIS had started to play up and with it the anchor windlass, the latter alternating between a go-slow and an all-out strike. The problems with the windlass were to continue for the rest of the cruise but, unlike the AIS, it did not pack up altogether.

Castle in the bay, Barra

After a pit stop for water and rubbish disposal on the pontoon in Miavaig we moved on to the nearby anchorage behind Floday finding Telo, a Vancouver 34 Pilot already anchored. She has the same livery as Blue Damsel: navy blue hull and red antifouling.

When Telo’s owners, Donald and Charlotte MacDonald, joined us for drinks we discovered that they are both accomplished musicians with interests in jazz and Scottish and Irish folk music and had a deep understanding of the similarities and differences between the related folk traditions. Donald played a variety of musical instruments, including the tenor saxophone and the Irish bouzouki, while Charlotte was a flautist. What a joy it would be to join them in a Donegal lock-in.

With strong southerlies forecast for the near future we discussed our respective plans for escaping Loch Roag later in the week: Donald and Catherine had set off that day for the Sound of Harris but had been driven back by the strong wind and a big swell. They politely declined when I suggested they join us in rounding the Butt of Lewis and we later discovered from AIS that Telo spent a further ten days in the loch.

Little Loch Roag and Bernera

Tuesday 8 June was the day for our attempt at entering Little Loch Roag by the hazardous, narrow and rocky entrance channel. Described in the notes on the

Antares chart as ‘one for the extremists only’ and ‘a long way from help and with some strong tidal streams, great care is required’, users are advised to consider a passage only at slack water. This was a strong hint that the tides required careful study. With low water predicted to be at 12:31, I decided to start my slowspeed approach against the last of the ebb just after 12:00.

Having entered the inner loch with the tide running at about 1kt against us, we agreed with Bob Bradfield that, once inside, the loch was quite dull and so decided to go out again against the first of the flood tide. Returning through the channel at what should have been 15 minutes after low water we found the tide still ebbing, but only just, and so continued on and headed for our anchorage, this time to the north-west of Shiaram Mòr.

After a lazy afternoon recovering from the stress of transiting the narrow channel into Little Loch Roag Janice raised the culinary stakes by cooking a fine pork stew which, following her Ulster origins, was cooked in Guinness.

On Wednesday 9 June we opted to visit Camas Bosta and its anchorage, and the narrow and shallow channel known as Caolas Cumhang through to Bernera Harbour between Great Bernera and Little Bernera. We regretted not having spent the previous night in Camas Bosta with its sandy beach and fascinating Tide and Time Bell by Marcus Vergette, one of a number around the UK coastline. 

Shiaram Mòr anchorage, Loch Roag

Navigating the Caolas Cumhang channel and back to Bernera

For Caolas Cumhang, a channel with only 60cm of water at LWS and a rock at the western entrance drying 1.3m, the Club’s Sailing Directions advised a reconnaissance in a dinghy: advice which was irresistible. Dave, having undertaken the research on tides and map recce – study of the chart – was nominated as pilot for our transit of the channel.

Bob Bradfield had been surveying in the area earlier in the season and kindly provided a draft Antares chart for the channel by ‘WhatsApp’. Being a draft chart we were not able to use this in real time with GPS running on a tablet or phone. Dave’s research was so thorough that we were happy to undertake the transit in Blue Damsel as the tide was rising, when the greatest hazards were the long fishermens’ floating lines, identified by Bob.

Having successfully passed through the channel and adding two sea eagles, more black guillemots, terns and a great black-backed gull to our wildlife count we moved on to Loch Risay on the east coast of Great Bernera to

spend a windy but secure night in the inner, well-sheltered anchorage. We anchored in 8.2m having avoided the rock shown on Bob’s draft chart at 1.3m below chart datum, but which was absent from the UKHO chart.

After Loch Risay we motored against the strong southerly wind to Kirkibost harbour in Dubh Tòb where we had hoped to take on water and where, on a short run ashore, we exchanged pleasantries with a harpist in the commercial recording studio at the pier.

In view of the strong wind we decided not to go alongside the pier for water and after re-anchoring to avoid the rock shown on Bob’s third draft chart, settled down for a Rocna-secure night in the harbour with the wind still blowing strongly from the south.

Our final exploration in Loch Roag was to be of the small bay between the Bratanish Islands and the standing stones at Callanish. As we had all either visited the stones in the past or were planning to do so from the land later in the summer, we decided not to go ashore and opted to anchor for a coffee break and to watch the mechanical harvesting of kelp by machinery that looked like aquatic hay bailers. Not getting a good bite in the kelp on both of our attempts at anchoring I became relaxed about the environmental impact of this kelp farming activity on the seabed.

Track in Loch Roag – UKHO

With the Sailing Directions telling us that the Butt of Lewis is considered to be more dangerous than rounding Cape Wrath, our final night in Loch Roag was spent in Bernera Harbour where we deflated and stowed the dinghy securely on deck, put three reefs in the mainsail and took down our masthead flag in readiness for our passage in the Atlantic the following day. With Windfinder forecasting 30kts of wind at the Butt and showing 3m waves I wanted to reduce the opportunities for unhappy but predictable incidents.

The Sailing Directions also told us that ‘unless the wind is both fair in direction and moderate in strength, and the tide is going in the same direction’ the point should be given a berth of at least five miles, something we were keen not to do when we already had a passage approaching 60 nm ahead of us.

Rounding the Butt of Lewis and down to Stornoway

On Saturday 12 June we got out of bed at the antisocial hour of 05:00 and after a quick breakfast were away at 05:55, setting sails in the Kyles of Bernera before hitting the big swell outside Loch Roag. The tide was predicted to turn against us at the Butt at 10:51, being one hour and thirty minutes after HW at Ullapool; and with 26 nm from our anchorage to the Butt we didn’t have much room for slippage.

As running with the wind directly on the stern did not appeal, using Dave’s strength on the wheel we sailed on a broad reach until north of the Butt when we went about no gybing there, thank you – and were able to weather the Butt on the next tack, which carried us to within half a mile of the point. With wind, swell, waves and tide in alignment we had little to fear from the Butt itself and were happy to be heading for the more sheltered water on the east side of the point.

Some miles after rounding the Butt the wind helpfully veered to the west and we were able to sail comfortably down the east of Lewis until headed by the wind after Tiumpan Head and so we motored round the south of the Eye Peninsula and for the final slog into Stornoway Harbour.

David Wilkie of Moonlight of Argyll, a well-appointed Hallberg-Rassy 45, had arranged a comfortable berth for us and so Blue Damsel lay head to wind and gently blown off the pontoon in the lee of the RNLI lifeboat. With full flagging restored our culinary odyssey continued as we, along with John and Jane MacInnes of Shivinish, enjoyed Lyn Wilkie’s lovely chicken curry on board Moonlight

Those who have visited Stornoway, with its strict adherence to Sabbatarian principles, will recognise the contradiction in the idea of having ‘a day of fun in sunny Stornoway’ as entered in the passage plan for Sunday. True to form, the town’s facilities were largely closed, and

it rained. David appeared after breakfast to service our windlass and was able to report NFF – no fault found. After an audit of wet stores we decided it was safe to invite the Wilkies and the MacInneses for drinks at 18:00, an event which passed off without any obvious casualties, and which was followed by a quiet night.

Return to Ullapool

A crew change was planned to take place in Stornoway by CalMac ferry on Thursday 17 June. However, rather than sail locally and return to Stornoway for the changeover, we opted to cross the Minch to Ullapool via the Shiant Isles. After shopping for chandlery in the wonderfully-stocked Fishermens’ Co-operative we left Stornoway on Monday at 11:00 having first obtained the obligatory clearance from the harbourmaster on VHF channel 12 and were able to lay the Shiant Isles in one tack.

There is now an abundance of birdlife in the islands following the eradication of the black rat population between 2014 and 2018. After a night at anchor in the islands we sailed on to Loch Thurnaig in Loch Ewe and then to the Summer Isles at the entrance to Loch Broom before meeting the new crew on the Ullapool pontoon on Thursday 17 June.

Boyd Holmes

Chart courtesy of UKHO

Skipper Boyd Holmes

The Mariquita story…

Clyde Cruising Club Annual

Mariquita on a spinnaker run

RG Mowat Memorial Trophy – The Mariquita story

Last year former CCC Rear Commodore Jamie Matheson discussed his restoration of Opposition, formerly Sir Edward Heath’s Morning Cloud II. This year Jamie focuses on his part-ownership of the larger and even greater classic yacht, the Fife-designed and Fairliebuilt Mariquita

The germ of an idea

While writing the story a year ago of my ownership of Opposition, I started with the words ‘I never wanted to own a boat’. If those words seemed perhaps a little questionable then, they became patently absurd when Mariquita came on the scene.

A bit like my ownership, or should one realistically say, custodianship of Opposition, fate also played a hand in my involvement with Mariquita. The story begins back in the early nineties when Angela and I were staying for a weekend in Essex with our city friends and fellow sailors, Julian and Sally Hepher.

For Sunday lunch that weekend we drove to a little Essex village called Pi nmill, just by the waterside where a number of boats lay in mud berths. In amongst the various boats we came across this very sad but quite colossal hull which was being used as a houseboat. It was probably the biggest yacht I had ever seen, so I was pretty convinced it was an old J Class. Her mast and old deck fittings were long gone and above her main hatch sat something that could only be described as a B&Q garden shed. A very sad sight she was. Anyway we went home and I soon forgot about my first sight of a J Class.

The story moves on to around 2009, perhaps 2010. That summer, we were racing the now perfectly restored Opposition in the British Classic Yacht Club regatta in Cowes. There had been a strong awakening of interest in ‘classic’ yachts and the entry list that year was as big as ever and quite glorious. Among the yachts present was a particularly magnificent restoration of the William Fife 19 metre Mariquita

She had a vast field of perfect teak decks and looked truly stunning. I remember during the boat’s open evening that week standing on the deck of Mariquita looking at her in all her glory wondering who on earth could possibly own something so simply magnificent. She was definitely the belle of the ball that year. It was only to be a couple of years before that question of who could possibly own such a boat was answered for me. I was quietly sitting in the bar of the Royal Thames Yacht Club in London one January evening sipping a Coca Cola – I am normally dry for January and Februarywhen I bumped into my chum John Caulcutt who after minor pleasantries said how did I fancy joining him in the ownership of Mariquita

It would be fair to say that I was somewhat taken aback by this extraordinary question and prospect but before doing anything else I stepped outside onto Knightsbridge and phoned home to speak to the boss. When I told Angela what had just occurred her response was simple ‘why are you wasting time talking to me, get back in there and say yes’.

A partnership formed

This was to mark the start of a very happy adventure. Eventually John formed a partnership of four of us; myself, John, Stephen Hemsley and Nick Edmiston. It was agreed that the purchase would be completed at the end of that summer season in St Tropez but before then it was made clear to us that we would be welcome to sail the boat

from time to time. I personally wasn’t able to do this until very near the end of the season but Angela and I, with John and Stephen, did go and see the boat and meet the captain, Jim Thom, in Portsmouth that April.

Jim welcomed us onboard and showed us around the magnificent yacht and I found myself standing on Mariquita’s deck with the answer to my question of who could possibly own such a magnificent yacht staring me in

the face. This was only one of the surprises I was to get that day. As Jim showed us round Mariquita, we ended up in her magnificent saloon and there was a book that the then owner had commissioned on the history of the boat and her subsequent restoration. Jim leafed through this book with us and there to my compete astonishment was the boat that I had seen all those years before lying in the mud berth at Pinmill. Fate does lead us some strange turns.

Had I any hair at all, any on the back of my neck would have stood bolt upright. It was one and the same boat. Eventually the transaction was completed on Sunday 7 October 2012 and we became the proud owners of what is arguably the most beautiful sailing yacht in the world.

The annual racing regattas

The following day, the winter refit commenced at Cogolin. Unfortunately other commitments prevented Nick from remaining with the partnership for terribly long: thus we became a trio the following year. Early the next summer we commenced racing the boat in most if not all of the Mediterranean Classic regattas visiting places like Barcelona, Imperia, Cannes, St Tropez, Monaco, Argentario and Mahon. The race programme is well documented elsewhere and I don’t intend to dwell on it particularly but suffice to say that 2013 was to be very much a season of learning how to sail Mariquita. We were very often on the podium but we didn’t win the season. 2014 began with us once again on the podium but not necessarily winning. The turning point came when we went to Argentario. It was a very light weather regatta which in these large and heavy yachts is quite challenging. We also had Harold Cudmore onboard as a guest and his input had a material impact on the result of the regatta. This was to be our first win and almost certainly the turning point in our campaign. The boost to the team’s morale was considerable and we completed the season in the top spot.

At the end of the season, after considerable debate, it was decided that we would bring Marquita back to the UK to participate in the Royal Yacht Squadron’s bi-centenary celebrations and some other classic regattas on the Solent. This proved to be a very successful campaign and we would have had a clean sweep but for the unfortunate loss of our top mast during the final race of the season, when we were leading at the time.

A demanding yacht to sail

While modern sailing boats like super maxis with their canting keels are extremely complex yachts to sail, in her day, Mariquita was probably just as complex. Upwind she would sail with five separate sails set, adding a spinnaker downwind. Obviously the keel was fixed but the management of six different sails simultaneously was an extremely complex operation. Tacking upwind required several minutes of preparation before executing the manoeuvre.

Key to a safe and successful tack was the changeover of running backstays of which there were two sets and these were all done by hand using nothing but manpower and block and tackle. All the headsails had to be re-sheeted on the opposite tack during the manoeuvre and all of this required everybody to understand precisely their job and

Crew hoisting the main

Mariquita Key facts

Class International Rule 19 Metre Class

Designer William Fife III

Builder Wm Fife & Son Fairlie

Launched 1911 Restored 2001-04

Rig Gaff rig cutter

LOA 38.1 metres

Length over deck29.0 metres

Beam 5.3 metres

Draft 3.7 metres

Mast height 31.4 metres

Displacement 78 tonnes

Gross tonnage100 tonnes

Sail area going to windward 573 sq metres

Sail area Mainsail 318 sq metres

Berths Owner and guests four, crew nine including the captain

Racing crew 24 incl the captain

Engine Yanmar 315HP

Keel 36 tons

Hull and substructureMahogany Decks Teak

the importance of its perfect execution. Gybing was an even more complex operation. As the spinnaker was set inside the rig it had to be taken down allowing the pole to be raised up the mast and through the rig and then reset when the gybe was completed. All the headsails had to be similarly gybed but the real Achilles heel in this manoeuvre was the mainsail.

Perfect control of the running backstays was critical. If we got this wrong we could easily lose the rig which would have been a serious threat to the safety of all onboard. Besides managing the runners, the mainsail had to be hauled amidships. This manoeuvre was conducted by at least eight crew members both to haul the boom into the centre line and then carefully easing it onto the new gybe.

All of these manoeuvres and any trimming that went on during sailing were conducted using manpower alone. Our rating did not permit the use of powered winches. Our race crew complement was twenty three, all of whom were highly experienced sailors who knew their role on the yacht inside out.

Mariquita was definitely not a yacht that you could sail casually with only friends and family. When we took on Mariquita we had eleven full time paid members of the crew. This number was reduced slightly during our years

Powering to windward

of ownership; however the participation of full time crew was absolutely vital to the safe running of the boat. As an example of the strength that was required to execute safe operation onboard, the mainsail alone weighed over six hundred kilos and the boom was 21 metres long. In other words there was no margin for error.

Clyde Cruising Club

Owner’s bunk – Guido Cantini

Launch at Fairlie in 1911

The winter refit

While Mariquita is a beautiful and graceful yacht, she was designed as an uncompromising racing machine and for this reason we could only safely accommodate two guests while racing and they would both be seated safely in the doghouse. Immediately after the final regatta of the season, usually the Voiles de St Tropez, Mariquita would go to her winter berth in Cogolin at the head of the Gulf of St Tropez.

Work started immediately on the winter refit programme. All sails had to be removed and taken ashore. Bright work was all covered to protect it from frost ahead of revarnishing before the next season. All running rigging was removed. Winter maintenance of the running rigging involved bathing the steel ropes in an oil concoction and every block was stripped, overhauled and revarnished. While the crew took some leave during the winter essentially there were four people working on the boat at any one time during the refit to ensure that she re-emerged the following spring looking as magnificent as ever.

Owning and being on Mariquita is, as I have said earlier, an awesome privilege. She is undoubtedly the most demanding yacht that I will ever sail. John and I did most of the helming, he doing the upwind stuff while I did the downwind. Both required enormous concentration and it was probably no bad thing that we split the helming between us.

Importance of teamwork

Sailing Mariquita was also a constant learning experience. It was about learning how to sail one of the most complex yachts of her era. It was about observing and participating in the remarkable teamwork that is required to sail such a yacht and that is the point at which I want to tell you about the soul of Mariquita, the spirit of Mariquita, this truly amazing creation of William Fife.

I am going to talk about the people onboard the boat but I will not necessarily name names, largely because these people were all very self-effacing and modest, although frankly they would have very good reason to be very proud of their skills. Mariquita is almost a world of her own, and every time I stepped on board as I walked up the passerelle from the dock to Mariquita’s counter, I felt as though I was leaving Planet Earth and landing on Planet Mariquita.

One was almost inevitably greeted immediately by our captain, a man with whom Angela and I felt absolutely comfortable. Each morning, I would greet every individual member of the crew with a handshake while they were going about their individual tasks preparing for the day’s programme. Everybody had their allotted task and duties and were completely dependent on each other member of the crew doing their bit. The yacht functioned like a well–oiled machine with everybody doing their bit but taking enormous pride in doing so.

The crew

The crew

We had all sorts of different characters on board. Our captain had a constant eye for all that was going on around him. He enjoyed the respect of us the owners, of all of the crew, and perhaps more significantly, the captains of all the other yachts that we sailed with. I never saw our captain lose his temper and if I ever heard him shout it was simply to be heard over the cacophony of sounds that were generated on a 100 tonne yacht powering through the seas at her maximum speed.

Our second in command was a softly spoken American who worked with the captain as if they were two pieces of a jigsaw. They seemed to be able to communicate without speaking but at the same time he always had a smile on his face and a warm word for Angela and me. Our bosun was the son of a well-known classic sailmaker and his knowledge of these old yachts was encyclopaedic.

Clyde Cruising Club Annual

Mariquita leading Moonbeam IV at Panerai Imperia Regatta 2014

Jamie Matheson on the helm 

Our main sheetman hailed from Essex and again was exceptionally knowledgeable in his field. In his day job he was a lawyer. Our chef and our stewardess doubled up as deck crew working as hard as anybody during the racing and yet within minutes after docking were able to prepare and serve lots of goodies to us. I mentioned a small number of our crew of twenty three but each and every one of them was a vital part of what went on the boat but much more significantly they were a vital part of the spirit and soul of the boat. While John and Stephen were always onboard for the regattas that we did, Angela and I perhaps saw Mariquita in a different light and were convinced that while we owned the boat it would be a shame not to enjoy her at a more leisurely pace and for two seasons we cruised the Balearics.

These two holidays were undoubtedly amongst the most memorable that we ever had. The crew of twenty three was whittled down to nine and I am told by our captain that there was fierce competition to come along for these happy, relaxed and sun-filled days.

the question ‘where did you get it?’ Without a moment’s hesitation, he replied ‘oh, we all make our own knives’. I looked in astonishment, only a moment or two later to hear ‘would you like me to make one for you?’ Naturally I replied ‘oh, that would be terrific’. Anyway the day carried on and no more was said.

Later that year our captain came to stay with Angela and me. I mentioned to him that this conversation had taken place but I assumed nothing had happened. Wrong assumption! The answer came back that the knife was well underway. I should also say that the knife was made from raw components, no pre-packed blade, this too was made, forged in a homemade forge up in the crew house in the hills above the Gulf of St Tropez.

It is Damascus, folded, steel, an exceptionally difficult process to work. He then remarked that while the knife was very far from complete, it was the finest one he had ever seen. As you can imagine he was somewhat speechless but nothing like as speechless as I was when the knife was finally presented to me a further ten months later onboard the boat. I had a lump on my throat that was just about choking me. It was quite beautiful and yet the job was not compete.

No sooner had I had the knife in my hand than it was taken back from me and told that the presentation case was still to be made and the case was still to be stitched. The completed article is here in Dunlop in its beautiful presentation case which you can see in the photograph. It’s a very potent symbol of treasure deeply. It is also a very potent symbol of the quite wonderful people with whom we have had the pleasure to sail.

What ownership meant…

Our time on Mariquita when the yacht was sold, was a real lesson on life, on the importance of human companionship and interaction against the extraordinary background of super yachting.

The rigger’s knife as a memento

It was during these days that perhaps Angela and I really absorbed the spirit of this remarkable yacht. It was also a period when the constant maintenance programme continued. I remember one day in particular as I walked the deck meeting one of our crewman who was splicing wire to rope, something that is a very considerable skill. Even though I have watched it many times I wouldn’t know where to begin. Anyway I noticed while this was going on a rigger’s knife lying beside him on the deck as he was working away and I really couldn’t help myself but observe that this was quite a fine instrument, and said so, at the same time asking

Mariquita was wonderful fun and a great sailing experience but perhaps, most importantly, it was a fine illustration of the skill, ingenuity and craftmanship that we human beings are capable of. From time to time I bump into members of our crew who are now spread all over the world, some ashore and some still sailing some of the most beautiful yachts, including the mighty J Class. It would be easy to think that the time on about an old boat built on the Clyde in 1911 but much more it is a story about its people.

Jamie G Matheson

All photographs by courtesy of Ben Wood where stated

The rigger’s knife – Jamie Matheson

In search of the sun around the Inner Hebrides

‘When a man grows old, and his bones grow old’ – to paraphrase a once familiar poem – he wants warmth. In the days running up to our departure on the 12 July the weather forecast led us to expect bright skies and modest winds in the north-west as far as Lewis, so we had some hope of pleasant days in the seas beyond Canna.

Ardfern to Tobermory

The signs were good; we left Ardfern in brilliant sunshine with a modest but fluctuating wind which gave us a couple of hours of beam and close reaching. Looking east we could see big nasty clouds over the land and thought how lucky we were to be heading offshore.

The target for the first day was Loch Don; the offshore breeze would make it sheltered and we had been fascinated by the bay having passed that way so often. However, progress was good, and by pressing on we would be able to make the tidal gate at Duart. That we did, but once round the point we met an adverse stream and a chillier head wind. We were able to make Ardtornish Bay by dinner time. We anchored beside two other yachts and relaxed in the warm cockpit with a glass of white wine.

Next morning mist hung over the Mull hills and a gentle breeze ruffled the wide open Sound of Mull. The anchor was up at 08:50 with a bit of mud and weed, and in open water we had a chilly light wind from ahead and the adverse tide to contend with. But progress was good as we did our best to avoid the worst of the stream on our way to Tobermory. There were few boats about. Seals kept an eye on us and the occasional porpoise passed our way. Midday in Tobermory and we had a good choice of mooring buoys – they are much calmer, brighter and with better views than the pontoons. In the afternoon we were ashore mingling with many other visitors comprising far fewer foreigners than one is used to in Tobermory. By evening all the mooring buoys were occupied and the pontoons seemed full.

The weather was fine but a bit chillier. The forecast of sun and light winds in the north-west, however, had now changed to cool, breezier, and misty. This was not what the crew had been promised, and the skipper didn’t fancy it either. So early aspirations were shelved and seeing that the weather on the mainland was so much warmer, we thought that we should not stray too far west. Perhaps the Western Isles would be a step too cold.

Eager Beaver Sadler 32 LOA 9.6 metres

Crew Bill and Alison Logie Dates 12 – 24 July 2021

Tobermory to Arisaig via Loch Sunart and Muck

Wednesday morning was bright but cloudy and after a quick run ashore we cast off at 11:00 and had a delightful sail in a fresh and gusty SE wind across the sound to Loch Sunart. We felt our way into Sailean Mor in the north of Oronsay and laid our anchor in four metres. Arctic terns were our only company and they were very active screaming and plunging around us. A row around the inlet revealed no good landing spots, and a cursory search for mussels was fruitless, but that hardly detracted from the

charm of this peaceful anchorage. As evening approached the overcast weather deteriorated into scotch mist and drizzle and again it put us in a quandary over our search for the sun.

We decided on making Muck our next destination so next morning, 15 July, we were up promptly to catch a favourable tide round Ardnamurchan. The chain and anchor came up with a lot of heavy mud and then we were on our way in fairly calm conditions and cloud cover that made one feel that the sun could burn it off and break through. But it never did.

Sailean Mor, Muck

Tobermory

Tobermory was totally blanketed in mist. There was a little chilly wind from the south-west and soon we were able to sail and with a favourable tide made good progress. When the wind died we motor sailed for a while, but increasingly relied on the engine – the iron topsail. North of Ardnamurchan we met up with shearwaters and in the sea that was running they were able to show off their wonderful graceful flying skills over and around the swell gently rolling in from the west.

The stretch up round the east side of Muck seemed to take a long time, but in due time we were heading into Gallanach Bay – with great care. Having anchored, lunched and napped we went ashore and walked across to Port Mor. It is an active island, and on the way back we were surprised to get a good view of a poor little songbird feeding its gross cuckoo foster child. Two other boats were in when we got back.

During the night the wind, though not strong, was persistent, and in the morning there was thick chilly mist with visibility of about 200 yards. The forecast for the mainland was again far more appealing. When we could see 500 yards we decided to move on, to Arisaig, where conditions seemed to be better. Relying on dead reckoning and the sat-nav we made good progress with genoa set and a F4 south-westerly.

In the Arisaig Channel we could see where we were going and picked up our mooring buoy, with a handsome and strong pennant, far out from the pontoon. It was good to be in port, but a blocked toilet had to be sorted – messy but successful. Then we rested, getting pictures on our phones of a tropical sun from friends and family back home, while we sheltered from scotch mist and a chilly breeze. The next day we spent in Arisaig and still we saw no sun. The long run back to Eager Beaver in the dinghy was against a lively chop and it was difficult to balance haste with an acceptable level of spray.

Arisaig to Ardananish, Mull

Sunday 18 July and a determination to find some sun; it meant heading back south, so we set off for Loch Sunart. Great visibility but no cetaceans to be seen, well, an occasional porpoise. Shearwaters, however, were prolific in huge flocks.

Round Ardnamurchan and the light chilly air was now behind us and we began to feel warm. Into Glenmore, which was new to us and we felt our way to a suitable spot to drop the anchor in six metres or so between another couple of yachts. Delightful calm, but still overcast, and a great racket from flocks of Greylag and Canada geese on the foreshore.

So far we had not had much favourable wind so the engine had been well used, and with light winds now forecast it was gratifying to find that diesel consumption was low, just over a litre an hour, giving us comfort for the rest of our trip.

And next morning was indeed calm. At 09:15 we raised the anchor, no mud or weed, and set off for the west of Mull. The decision process: it was much warmer and to the east of Mull there was the sun we had been desperately seeking. But tides were less favourable, harbours would be busier and it would seem too much like home territory.

To the west there would be sun but lower temperatures, and it would include some well-favoured anchorages and a hint of distant waters. It seemed like a long haul to the top of Mull, motoring in overcast conditions but the tedium was broken by the sight of distant dolphins and then the close company of more of them as they looked and played around our boat and a neighbouring yacht.

It seemed like a long haul round to Cragaig on the south of Ulva, but though the wind was chilly we were becoming increasingly optimistic about the prospect of sun. Three yachts were anchored; happy children playing; a row round the bay.

The Paps from Oronsay – Colonsay

Sailean Mor, Oronsay – Loch Sunart

Murray Blair Challenge Trophy

A cool wind tumbled down the hills in the night, and though pleasant, the anchorage did not measure up to some wonderful memories of earlier times, so we decided to move on. An overcast but bright morning, and a good sail over to the Sound of Iona with the sun steadily strengthening. Plenty of activity off Iona, and we followed the handsome old ketch Birthe Marie as it sailed with all canvas through the Steamer Passage south of Erraid.

We motor-sailed on to Ardalanish, fortunately finding it empty, and put the anchor down in time for a late lunch. The sun: warm and brilliant at last! The distant, only a mile, beach of Traigh Gheal beckoned and made a good trip for the tender, though the so-soft sand into which our feet sank to ankle depth was a surprise.

There was a magnificent picture of deep blue and turquoise blending into the gleaming sand. A couple of yachts anchored off. Back to Eager Beaver for dinner in the cockpit. Shorts and T-shirt at last.

Ardananish to Craighouse

Indeed we had found the sun, and the following day we made for Colonsay – or Oronsay. No wind, a flat reflective sea and bright sun, so we motored. As we approached the island a minke whale showed its long black profile, giving us a thrill, as such sightings always do.

In touch with friends on Colonsay and running a bit short of water, we went into Kiloran Bay and anchored, rowed ashore, chatted, and then carried our water bags up to their house, finding it rather further and more arduous than expected. But a lovely interlude, and comforting to know that we would be able to wash without worry.

We left around 14:30 and motored on down to Oronsay, joining a few other boats, and watching more arrive, including a very elegant inter-war motor cruiser and a contrasting modern large grey metallic job,



Craighouse

Murray Blair Challenge Trophy – In search of the sun

Murray Blair Challenge Trophy – In search of the sun

supposedly a feature in a Bond movie, I suspect on the side of the baddies. Another beautiful calm evening, voices carrying across the water emphasising the intrinsic peace.

The next morning called for an early start to catch the last of the ebb though the Sound of Islay. A fine breeze from the north-west gave us a good sail for the first seven miles but it faded as we reached the gulf and a bit of the favourable stream. But, oh dear, the skipper had misjudged the turn of the tide and we were faced with a long haul against the first of the flood, and it seemed a long way.

Finally round the corner and up to Craighouse and finding the visitor moorings all removed, we found a spot as clear of weed as we could find and anchored in a few metres. Ashore we were able to buy some ice cream, but neither eating places could offer us dinner. As we found elsewhere, restaurants were fully booked, a measure perhaps of the extent of staycations. And many more yachts were around than I would have expected. Our walk on Jura, though pretty, was blighted by a plague of clegs –shorts were a mistake – but fly whisks from bracken fronds kept some at bay.

Craighouse to Ardfern

Friday 21 July was another stunning morning and even the powerful ferry RIBs seemed more muted. There was no rush on our part as we would wait for the favourable stream to help us north to Lussa Bay. The anchor was up at noon but it brought quite a lot of weed, together with the trip line which we had deployed in case mooring chains were still about.

The Sound of Jura was like a mill pond with not a ripple from coast to coast, and after logging 10 miles we eased our way into the bay beyond two other yachts, in five metres. The heat was now intense – 30° in the shade – and we sheltered in the cabin for a read and a nap. Later in the afternoon we rowed round the bay enjoying the cries of seagulls and oyster catchers and children on the beach.

As darkness fell the moon rose, its pink reflection sparkling and mingling with the cooler twinkle of an anchor light. Next morning we had time to go ashore and enjoy the serve-yourself Tea-on-the-Beach horse box café. Honesty box, delicious cakes, a great initiative by eight local teenage girls. Another sketch then back to the boat and the passage back to Ardfern.

Wildlife in the Sound of Jura included a conflict between a tern, a great black backed gull and a bonxie. It was hard to tell which came off best, but I suspect that the tern lost its lunch. Further on a young porpoise was close to our track and appeared to have been separated from its parents. They hovered about a short distance away, presumably a bit worried about our presence. We continued on, trusting that all would turn out well.

Of course once in port there was much to do and the washing, tidying and replenishing took some time, but we relaxed too, and reflected on another successful cruise. Perhaps we had not travelled as far as we had originally planned, but we had found the sun.

Bill Logie

Lussa Bay

Jimmy’s journal – on flotilla in the Ionian Sea

26 September 2021 – arrival

We were picked up at Preveza airport by coach, the transfer taking about an hour. We reached Vounaki at 23:00 to be met by Ozzy, our engineer and maintenance person for the week, driving a beat-up old pickup.

We loaded our bags on to the back and Christine, the charter company’s customer liaison, walked us down to the marina to get our bags and join our boats, Beijing, Kate, and Portia; we negotiated sleeping quarters and settled in with lights out at 01:45.

Kate Dufour 405

Crew John Bushfield, Mark Bushfield, Jason McKenzie and Gordon Stewart Dates 26 September –2 October 2021 Beijing Beneteau 373 Crew Duncan McLean, Hugh McLean, Uel Torbet and Jimmy Watson

Portia Beneteau 331 Crew Alice and Jock Robinson

Lunch stop at Kioni

27 September 2021 –Vounaki towards Sivota

There was an early rise at 07:15 to shower in the excellent marina facilities followed by coffee and pastries onboard Beijing. Passport and ICC checks at 08:30 to ensure we are capable and good to go, followed at 09:30 by our introduction and first daily briefing by the lead crew – Lottie, who was lead skipper for our Rachel, one of the flotilla of seven boats, Christine and Ozzy. Afterwards we familiarised ourselves with Beijing, followed by safety and engine checks. With passage and pilotage plan prepared we cast off. I was to take her out – nothing beats jumping in at the deep end, and it was exactly the opportunity I wanted from this trip.

Once clear of the marina we hoisted the main and unfurled the headsail. Light winds, but it was a chance to get to know the boat. The wind dropped, so we furled the headsail at 13:30 and started the motor.

Our first objective was Port Atheni, a beautiful bay on the island of Meganisi. We arrived around 14:45 and joined the other CCC boats, Kate and Portia. After dropping anchor, with a line to shore and additional line to Kate, we had a late lunch before diving into the beautiful green sea for a swim.

We lifted anchor at 15:30 and motored to Sivota. We passed a reef to starboard, and Hugh took the helm, opting to go between Meganisi and N Thilia island. We continued down Stenon Meganisi, reaching Sivota at 17:00.

The lead crew met us at the 12 Gods pontoon and guided us into the berth Mediterranean-style. Showers at the restaurant were basic but did the job. The lead crew arranged an informal drinks reception at a nearby beach. We had our evening meal at the 12 Gods Restaurant, which got us free berthing at their pontoon. It was a wonderful evening and a lovely opportunity to mix with the other crews. 

Chrystal clear water at Atheni

28 September 2021 –

Sivota towards Kioni

Morning briefing was at 09:00. Today’s destination is Kioni, a beautiful small harbour. We are advised to get there early to secure a berth on the pontoon, otherwise we will need to anchor and row ashore. Wind forecast is light winds, 2 to 3 knots and it looks like a day of motoring. Passage and pilotage plan prepared, and we are ready to slip lines at 10:00. Hugh took the helm, as we were packed in tightly with little space to manoeuvre. We passed a tow line to Ozzy on a tender, who towed us to a clear area, and we could motor out of the bay. With only two to three knots of wind, we motored straight for Kioni, arriving at approximately 12:30. Uel took the helm to berth astern. Kioni lived up to its reputation, it is a stunning small harbour. We strolled along the waterfront and stopped for lunch in one of the small tavernas. Lots of cats and kittens running around, adding to the character of the place. We joined the other boats for a swim and a snorkel further around the bay. We dried off in the sunshine while watching other yachts race for the last spots at the harbour wall, with some shouting and general chaos. Instructive and entertaining.

On the way back we picked up some local produce –olives, feta cheese, humous, olive oil, bread, etc – which we ate back at Beijing as we watched the sun set. Gordon walked up to the old windmills on the headland. Showers onshore were again basic but did the job.

We had our evening meal with the other boats at 19:30. The lead crew arranged tables at a restaurant for the flotilla, another opportunity to meet others and socialise. A beautiful setting, not commercialised, with tables positioned at the water’s edge. We walked into the village for a few drinks in the local jazz bar, whose patrons were curious and intrigued when ten sailors walked through the door of their off-the-beatentrack bar. On his way back from the toilet, Hugh burst into dance, which started a trend; his dancing is now legendary.

29 September 2021 –Kioni towards Eufimia

After a briefing at 09:30, when a passage and pilotage plan was prepared, we cast off at 10:20. We sailed for an hour and stopped for lunch at Filatrou Bay, east of Vathi Ithaca. We dropped anchor and had lunch onboard, followed by another opportunity for a swim and a snorkel. I snorkelled along the north of the bay. The number and variety of fish is spectacular. Small parrot fish swam past, curious to see who was in their patch. Hugh, Uel and Duncan were enjoying the lazy afternoon sunshine. Time suddenly caught up with us, we lifted anchor and picked up the pace as we needed to be into Euphemia by 17:00. There was next to no wind, so we motored.

We experienced swell as we rounded the southern tip of Ithaca. As we passed Andreas, which was the original planned stop-off, we agreed that in the circumstances our amended stop-off spot was better. We arrived at Eufimia at 16:30 pm. It was my turn on the helm, with Duncan on anchor, Hugh and Uel on lines. It was my first-time berthing Med-style. To add to the challenge, Lottie was directing us into a space between two boats which really did not look wide enough. I took my time, which gave them time to manoeuvre the other boats and increase the space. It was tight, with fenders squeezed to within an inch of their stretchable plastic. In all, we were happy with how it went.

We then joined the others and went for a snorkel at a beach just past the harbour wall. Showers, followed by drinks and a quiz, followed by a meal in a local taverna. We were beginning to think we may need a wee holiday to unwind after this holiday. After dinner, we walked along the front and up the hill that overlooks the bay. Incredibly special, looking across the harbour at night with the stars in the sky, picture perfect. Gordon treated us all to some lovely local ice cream. A saunter back to our boats and lights out at 24:00.

30 September 2021 –Eufimia to Nidri

Overcast in morning to clear midday, light south-east wind in morning, 13 knots veering to southwest midday, late afternoon no wind.

Morning briefing at 09:00, little wind today and 27 nautical miles; it is going to be a long day motoring. The unofficial suggested itinerary stop includes the option to jump off a cliff along the way: there were no takers. Passage and pilotage plan prepared, we lifted anchor and slipped lines at 10:00.

Hugh on helm, Jimmy on anchor, Duncan and Uel on lines. The original plan was to stop for lunch at Polis Bay but there was good wind which we wanted to enjoy. Excellent sailing up the Stenon Ithakis. As we rounded the Nisos headland the wind direction veered from southwest to southeast. The wind dropped as we passed Nisos Arkoudhi on our starboard side. Motor back on, headsail away and main in tight. Hugh’s skip hat blew off and into the water. After some hilarity and protestations, we turn around to retrieve it, using it as an opportunity for man overboard drill. Unfortunately, we lost our man overboard. In fairness it was a black hat and almost invisible in the water. 

Kate at Nydri

At 14:30 we decided to motor over to Papanikolis Cave (Meganisi). Kate and Portia were already anchored and having lunch. We tied up beside Kate. Uel, myself and a few others swam into the cave which had a beach at the far end. We didn’t know, as we swam over, that this experience was to be the highlight of the week. We found rock stacks on the beach. The peace and serenity we experienced will stay with me for a long time. So much so, that we were to return the following day for Hugh and Duncan to share the experience. We slipped lines at 15:50 and motored to Nidri.

According to the pilotage book, Nidri is more commercial than our previous stop-offs. Hugh took the helm and brought us in safely. We took advantage of a hotel opposite the pontoons where we could shower and use

their pool for a swim. A wonderful couple of hours were spent playing a silly keep-the-ball-up game in the pool which brought much laughter and hilarity.

At some point we headed back to the boats to change and go for our meal. We were reminded there was a competition the following night. We went T-shirt hunting after dinner to find the worst T-shirts we could find. To our surprise, we couldn’t find any English tops anywhere, but we did manage to find a couple of English flags; job done, back to the boat, lights out 24:00.

1 October 2021 – Nidri towards Abelike

Morning briefing at 09:30; we decided to head south and navigate round Meganisi and revisit Papanikolis Cave along the way. Found some good wind and tacked our way south down through the Stenon Meganisi. We arrived at the cave about 13:00, got the tender out and pumped it up.

Hugh and Duncan rowed into the cave and disappeared round the turn. They were gone for a period then reemerged. We all agreed it was a special place and well worth revisiting. Anchor lifted, we headed south-east through the gap between Kithros and South Meganisi. Wind dropped on our way back up the east side of Meganisi, engine on and motored all the way to Abelike. Uel took the helm to bring us into our berth. We showered on board as there was only one shower at the taverna.

The CCC DS group

Cave exploring the unapproved way

Christie Watson Trophy – Jimmy’s journal

We had a busy night ahead of us as we had an egg challenge before dinner. Lottie was hoisted up the mast in the bosun’s chair to launch each boat’s eggs to see who could devise a means of stopping the egg from breaking when dropped from the top of the mast.

Various engineering wonders were presented. We believed, as did many other boats, that we had solved the problem, however there was only one survivor which was in a cage made of straws that looked incredibly vulnerable but proved to be the most successful.

A lot of fun and laughter was had at the expense of each other’s failings. But it was all in good jest. It was then time to get our dodgy T-shirts on. As we looked out the hatch, we saw the English lads were wearing their improvised Scottish tops. We put on our T-shirts with the English flags pinned on and joined in the fun. Lights out at 23:00.

2 October 2021 – Abelike toward Vounaki

Up at 07:00 to go for a walk with Jason, Jock, Alice and Christine, over to Kapali. A small kitten followed us halfway there before jumping off into the bushes at the side of the road. Coffee and breakfast at Pasas, a nice little restaurant overlooking the bay.

It was my turn again to helm and sail us in. It was a tight spot Lottie was directing me into, the first berth in the marina, between a concrete pier and Kate. It took a couple of attempts, much shouting and laughing, but some useful learning points and we got there safely. So ended our journey. Our last meal was a barbecue for the whole flotilla, where awards and certificates were handed out. Words of appreciation and thanks were said to Lottie, Christine, and Ozzy for making it a most memorable and enjoyable week. Lights out on Beijing at 23:00.

Travelling back to UK

We were all up at 07:00 to pack and be off the boat by 09:00. We left our bags at the marina office, before heading up the steep incline for what was to be a superb buffet breakfast. It’s been a long time since any of us have had such an indulgence, and we sat for an hour or so to make the most of it. Hugh, Duncan, Uel and I headed into the small village port to stretch our legs and buy some trinkets for those back home. We skipped lunch as we had eaten so much only a short time before at breakfast.

We joined the others at the beach beside the marina which has free access to dinghies, kayaks and windsurfers. Most of us took advantage of the dinghies on offer, GPRs, Wayfarers, Laser 1s, Hobby catamarans, although Alice was quite happy reading on the beach. A number of us went out on Laser 1s for an hour and informal racing took place. It was lovely to be able to sail in just a T-shirt and shorts as the water is so warm.

Hugh and I went out on one of the Hobby catamarans, which took a bit of getting used to. It was my first time sailing one, but Hugh had experience of the class and it was fantastic to spend some time with him learning the ropes. After a while Hugh went back in and he and Duncan took out a Wayfarer. I spent a couple of hours on the catamaran on my own, finally coming in at 17:00. We had quick showers as time was moving on and we were planning a final meal in the local village – Hugh, Uel, Duncan, Jason, John, Mark (John’s brother), Gordon, Jock, Alice, and myself.

Back for the 09:30 briefing, followed by form-filling for lateral flow tests and passenger locator forms to reenter the UK. We had the anchor up and slipped lines at 12:00, heading for Varko Bay, where we anchored beside Kate and Portia. Hugh, Gordon, Mark, Jason, John and I dived into the lovely blue-green waters and spent time snorkelling. Mark, Gordon and I swam to the beach. As we looked back and commented on how beautiful it was to see the boats all anchored in the bay, we reflected on our week and how wonderful it had been. We eventually swam back and lifted anchors at 15:00. Vounaki was only an hour away.

An authentic Greek taverna on the seafront looked promising. Our orders were taken by the owner, who seemed to have enjoyed a few glasses of wine, or something stronger, and turned out to be quite a character. We were treated to a final beautiful sunset as we sat and reflected on our week. A short walk back and Lottie, Ozzy, and Christine met us at the coach. After a quick group photo, we exchanged final farewells and thanked them for what was a truly wonderful Ionian sailing adventure.

Jimmy Watson

Form filling at Abeliki

A short windless passage: Ardfern to Troon

Sunday 15 July

The 09:00 bus from Buchanan Street bus station is our start and escape from Covid isolation, all meeting up to travel to Ardrishaig, then on to Ardfern. Our trip on the bus is in glorious sunshine. Arriving at Ardfern, we make a quick trip into the local store to get ‘must have’ ingredients of tonic and ice, then out onto the pontoon to Atalaya, a very welcome sight. On board provisions are stored and lines taken in and off we go.

As we motor out into Loch Craignish, there are many boats coming into Ardfern for the CCC gathering at Ardfern over that weekend. With the sun beating down we pass Garbha Reisa to port. We motor into the Dorus Mhor, where we see the overfalls and the dancing fairies as the water rises up due to the turbulence.

The water is fairly flat and after a mile or so we enter where many go in trepidation of the reputation of the Gulf of Corryvreckan, the large whirlpool between Jura and Scarba, It looks fairly calm as we enter, the power, the dips and troughs, the sound, the small short standing waves. Then we’re hit by what looks like a wall, we bounce around in no particular direction until we get to the Atlantic side, large waves seem to build up and then we are out into the calm. What an experience. We are soon motoring towards a very misty Colonsay.

Our intended anchor spot is Loch Staosnaig on the south-east side of Colonsay. Whilst at anchor the rolling mist hides all the boats that are around us. We only see the flicker of anchor lights.

Atalaya of Argyll Nauticat 40 LOA 12.0 metres

Crew Gordon Paterson, skipper, George Ennis and Hugh McLean

Dates 15 to 20 July 2021

Atalaya

Monday 16 July

We have an early breakfast and are away. It is cool and windless. We motor into the Sound of Islay, then midmorning some wind comes along and the sails are out, but not for long. We continue, arriving at Ardminish Bay on Gigha. We get the tender out and set off to shore for a walk and lunch at the local hostelry.

Gordon recognises Skerryvore II, a fellow CCC member, Ewan Buchanan, en route to Oban and asks him over for dinner and drinks. A great time was had by all.

Tuesday 17 July

Our weather has been great, glorious sunshine, and we are now on our way to Ballycastle, Northern Ireland. We pass Rathlin to port and, as we see the cathedral-high caves, the many birds flying around, it makes for a great sight. There’s lots of activity when we eventually tie up at Ballycastle. A walk into town and some sight-seeing, and back to the boat with the famous Morton’s fish and chips.

The morning starts a bit cooler, and a post-breakfast walk is a must, along the shore line, over the golf course, and back to the boat. We are hopeful of some wind in the forecast, but as it turns out our luck is out, so we resort to motoring to Campbeltown, arriving mid-afternoon. We have a bite of lunch and a visit to the local museum; the fishing fleet is gone but the town is still a great whisky maker.

Dinner over, we have a night cap, and then it’s next morning, and now to Lamlash. Surprise, no wind, no clouds, few boats around, and then we hear of a yacht in trouble south of Davaar, aground. We are too far away to assist, but AIS showed the Campbeltown lifeboat going to assist. Then we hear the yacht is off on the rising tide and the incident is sorted.

Arriving in Lamlash, we pick up a mooring buoy, and make ready the tender to go ashore. The day is very hot, and we head for shelter in the Drift Inn, for a drink to cool us down. We stroll along the promenade and sit down as it’s just too hot. Dinner beckons and it’s back to Atalaya , where we are greeted by a family of swans, two adults and eight cygnets. Pictures taken, dinner and the rest of the evening is spent enjoying the vista, the peace and, as the sun goes down, the music wafting across the bay.

Thursday 19 July

There being no rush, breakfast is sorted and we are away. Again, there is no wind and we motor all the way to Troon, tidying as we go, sorting the few things that need doing, removing this and oiling that. We tie up, wash her down, and leave Atalaya of Argyll to rest. She has done all the work.

McLean

Hugh

West Rathlin – Clive Reeves

Lamlash from Kingscross – Clive Reeves

During September I wanted to get back to Skye and visit some of the places I had missed getting to the year before. I had left September pretty clear to get away for most of the month, partly in order to gather some more information about the area west and north of Skye for the next revision of the Sailing Directions, Ardnamurchan to Cape Wrath.

A digression

I had already been round the Mull four times this year, and each time I learn something new. Earlier in the year, after already retiring from the windless Tobermory Race, Round the Mull option and we had spent four hours motionless off the east side of Holy Isle. And when my crew, CCC Dinghy Section sailor Alex Josifovic, leapt into the water and swam ahead to beat me, we decided to head south for the Mull into the evening, late for the tide round Kintyre. We had headed well south of Sanda to get what remaining tide we could, knowing that the slog north to Ardfern against the tide and with little wind would be slow. In the dark, the idea came to me that as we had retired, there was no reason not to stop and have some sleep. If we had been racing, or course, we would have carried on, but…

So, five miles or so south of Paterson’s Rock near Sanda, we decided that anchoring at Sanda for the rest of the night was an attractive idea. There’s a small anchorage on the south side near the lighthouse, room enough for only one boat, but that would do. But wait, as we approached there was an anchor light just visible in the fog against the beam of the lighthouse. So not being keen to squeeze into an untried, for me, anchorage in the dark and the fog, I thought we had better go in on the other side.

That meant either go west of Sanda and come back, or go east and round Sheep Island and into Sanda Bay. Wait, isn’t there an Antares chart for here? Sure enough, and it covers the reef between Sanda and Sheep. In the night, and a foggy night? Yes, let’s try that.

So in we went, feeling our way in between the rocks. The buoy off Paterson’s Rock is south of the rock, so we passed very close to see it. The sounder showed a shallow patch,15m south of Glunimore Island. So far, so good. Then there’s Black Rock, and a reef called The Reine, with a really shallow bit north of that, 0.9m. Then only the shallow patch, 0.4m just north of the anchorage to negotiate. I love my tiller. I can change course so quickly, and despite Contender’s longish keel, the shallow draft of 1.4m has advantages. We made it. So that was another geography lesson about the Mull of Kintyre.

Up next morning at 04:15 and away north on the tide. We had not advised the other two boats we had retired, and eventually saw their AIS ahead of us. Apparently they were quite concerned that we, with 15 points of CYCA handicap more than them, might close on them when they had battled the lack of wind all the way. One retired, but one slogged on to the end and was the only one of three entries in that option to complete the course. But back to the main story. 

Macleod’s Maidens

The passage north to Skye

Fifth time round the Mull, this time crew Stewart Owen and me, heading for Skye. We’d left Gourock on Friday night, 3 September, and sailed into the dark to Lamlash and anchored near the moorings. I have learned my lesson about anchoring near fish farms. If they have seal scarers, there is no sleeping. An easy 09:30 start next morning, knowing that we would easily reach Sanda for the next morning’s tide at 07:30. So a quiet night in Sanda – the third time there this year, and away next morning, sailing in a favourable wind which we carried all the way to Carsaig. Pulling into that bay in heavy rain, and by that time little wind, we anchored in one of the southside inlets and were soon asleep.

Stewart had missed some of the West Coast delights in his sailing out of Dallens Bay area, so we went through Cuan Sound, Easdale Sound at low tide, and onwards to Tobermory.

The next day, Tuesday, we departed Tobermory, with some shopping done and a full water tank, we headed past Ardnamurchan for Loch Ailort. I had been in here last year to check out the access, and found it quite restricted by mussel ropes. Bob Bradfield had surveyed it, and noted the shallows between the outer and inner parts of this less frequented loch.

This year we found it even worse. Dodging between two drying rocks east of the little island is one option, as the narrow channel is blocked by a mussel farm. The other option is to go over the sandbar to the west side of Eilean nam Bairneach. Bob had recorded a depth of 1.8m here. By my reckoning, it is possibly shallower now, and given the sandy nature of the bottom and the rather swift tides, that might be quite possible. So how should we word that in the Directions? ‘Pass between the Devil and the Deep Blue Sea’, or ‘sail carefully between a rock and a hard place’?

But Ailort wasn’t our main target, so we anchored in the outer loch capturing a beautiful sunset west of Eilean nan Gobhar. A couple arrived in a small motorboat for a BBQ on the beach, leaving the interesting imagery of some skinny dipping in silhouette.

Loch Scavaig

On Wednesday 8 September in the morning we left for Skye, and headed for Loch Scavaig. Having sailed past here a few times, it was good to get to go in and explore. We went into Loch na Cuilce, the small, shallow inner loch frequented by tourist boats dropping off visitors to see the freshwater Loch Coruisk, a short walk ashore. There were four boats at anchor with all the best spots had been taken.

Eilean nan Gobhar at sunset

Sanda Roads, Sanda Island

Here came my first mistake. I usually anchor on the premise that it might be calm now, but who knows what will happen overnight? But here, crammed into the loch between a yacht occupying the best spot and the rock at the entrance, we anchored dropping the hook onto what looked like sand, but with a much shorter scope than normal. At about 00:30 the wind was roaring off the hills, and it was pitch black. Just off our stern I was sure that the rock had moved closer to us and we were moving towards it. The dinghy was afloat astern, brushing the kelp on the rock.

Start the engine, turn on some lights, hastily weigh the anchor and get out of there. We then managed to wrap the dinghy painter round the anchor chain of the next boat, so ended up alongside them, waking them from a peaceful sleep. The only thing to do was tie the dinghy to them, leave it and move on out. By this time our commotion had woken them, and anyone else within a mile. ‘We’ll pick up our dinghy tomorrow’, I shouted over the wind, hoping they would forgive us for getting them out of their bunks. We towed the best part of a tonne of kelp out of the inner loch to the outer area and lowered our cleaned anchor into about 4m. But 4m of what? Who knew?

It was kelp again, thicker than before. Having left the plotter running I checked our position a few times during the night and noted that we had probably harvested another tonne of kelp. We had, and it took forever to clean it. Our dinghy custodians passed out of the entrance and handed over our dinghy across.

Onwards round the north of Skye

After that rather disturbed sleep, we left in pelting rain for parts north and west, passing north of Soay, sailing with reduced sail to match the gusts of 30 knots.

By Loch Brittle and Loch Eynort the rain eased, and the wind with it, to leave us sailing nicely to Loch Harport. Firstly, we went into that loch to Carbost. I had the name of someone from the pier company. There were supposed to be moorings and pontoons here, but it wasn’t obvious. And that’s what we were here for. The Sailing Directions (2017, second edition) speak of visitors’ moorings near the Old Inn. They had gone, but there are some others nearer the pier. So we sought out the man who knows and got all the details.

It seems that they laid eight moorings, for visitors, but local pressure changed these to local ownership, leaving only the pontoon for visitors. Then a storm in February blew that onto the shore, so that was out too. Plans are afoot for another six moorings of which two will be for visitors. The pontoon was due to be repaired and the next plan is for a breakwater. But what should we write for the third edition? The current situation, the likely achievements by next summer, or the plans for which funding isn’t yet sure. That is for the editorial team to decide and of course another storm might change this anchorage, or another so easily.

Loch Scavaig

The next day, departing Carbost, we headed out to explore the rest of Loch Harport and into Loch Bracadale. In the afternoon we past the famous Macleod’s Maidens, and on to Neist Point lighthouse, then to Loch Pooltiel –not much to see here, folks – keep moving along... and we ended up that night in Loch Dunvegan. This is a popular stop for sailors, though there are fewer about at this time of year. The SDs list visitor moorings, and payment to the hotel. All changed, now pay on-line, increasingly common, now that we’re all more internet-‘savvy’ due to social distancing. But their website says the inner trot is unsafe. And it looked it. Great chunks of rope were floating about near it. So we went to the outer trot and went ashore.

Among many things to see in Dunvegan is a unique greengrocer. An old battered, rusty, corrugated, iron shed, with a tiny unobtrusive sign. But inside? A huge selection of exotic and local produce. Not what you’d expect to find in a village on an island. Dirty tatties are more expensive than washed ones I noted, but perhaps there’s value in that good soil? Isay Island shelters a nice small anchorage too. We didn’t stop but went in there to see. There’s a sizeable, abandoned village on this tiny island. Must have been a busy place once upon a time.

Friday saw us off northwards and round Waternish Point and over to the Ascrib Islands. On a sunny day these look as if they’d be idyllic. But in a F4 rain squall, they didn’t seem that great. We sailed past and on into Loch

Greshornish, one of the inlets at the end of Loch Snizort. There are moorings in Greshornish, near the big house, but none for visitors. In fact that bay is busy enough that anchoring there doesn’t look practical, but further up the loch there’s a huge area that is really great. Good holding in plenty of mud, and shelter from all around. We anchored off the caravan park in 5m, within sight of the mobile mast that ensured we had a 4G signal and could catch up on some news.

Saturday 11 September saw us move out of Greshornish and into Loch Snizort Beag. A similar place, but plenty of anchoring space, though less protected in a northerly.

Just north of here is Uig, and while there’s not a lot of space for anchoring, the pier would be good for a short stop with a fender board. We watched the ferry come in and swing really widely. This reinforces the view that anchoring here, unless in very shallow water, would risk being in the ferry route. We proceeded out and on north to Duntulm Bay. This attractive anchorage, sheltered by an island across a wide bay, has one disadvantage, a tidal flow. But the visible clean bottom of sand promised good holding and so it was.

The east coast

Sunday carried a forecast of more wind, and from the south, so we decided to go round Rubha Hunish and south along the east coast. Sailing out to the various islands and rocks off this point was interesting; Fladda, Comet Rock, Lord Macdonald’s Table, and Trodday with its light. This route is the recommended shipping lane northbound, and it is not hard to see how that freighter ran aground a year or so back. Take your eye off the course for a while and you soon check your vessel’s draft.

We had a great sail south to Portree, and looked into the various bays on the way. Other than Staffin Bay, it would be better to go to Rona or Raasay to stop, but we carried on to Portree to check out what were unusable moorings last year. They had now been serviced, but the pickup buoys are poor. Perhaps they are fishing floats on a 1m long string? They don’t pick up a mooring junk, are just tied to the main buoy, so are quite useless. The moorings for visitors are the furthest from town, so we had a long

Abandoned village on Isay Island

Neist Point lighthouse

dinghy trip to the Co-op. Sometimes I wonder if those responsible don’t think of making it easy for visitors to spend money locally?

On Monday we sailed from Portree to Mallaig. Now here we have an opposite example – lots of obvious effort to encourage visitors. The harbourmaster keeps his own boat here, perhaps that helps, but the proximity to the railway, good shops, fantastic amenities, and the best artisan bakery for many miles, along with more mundane things like a boatyard that can fix anything, services galore and really friendly people make Mallaig one of my favourite stops. A load of washing, cheaper than many, showers, fresh bread, some delightful almond croissants and some diesel.

Ah, the diesel. That’s perhaps the only niggle about this place. Diesel available at two places. One is the fisherman’s wharf, where a tanker size nozzle, and a head of about 5 metres ensures that there might be more outside the tank than in it. And the alternative is not to take to the garage, but next door to the chandler’s yard, where a red diesel tank awaits those hardy enough to wheel their barrels that far. It’s cheap though, almost as good as that from Lochboisdale. Seriously, I can’t get red diesel that cheap anywhere on the Clyde.

The homeward leg

Wednesday saw us start on our way home: we started covering more ground, sailing longer days, getting further, stopping almost nowhere. We anchored for the second time this year at the Doirlinn near Tobermory, as well as twice in Tobermory Bay, but we had to go the long way round to get out at low tide. That wreck in this anchorage is a pest, but some kind soul has a small buoy right on where Antares Charts says it rests.

I have a love-hate relationship with the canal. It certainly is scenic, and to be recommended to anyone that hasn’t used it but I’m a bit weary of it. It didn’t help that I had written alternative words to Macphail’s ‘The Crinan Canal

for me’, which were printed in our yearbook and resulted in an interesting conversation when I met the then CEO of Scottish Canals.

The Mull of Kintyre for me. We noted the shortened hours due to water shortage, but anchored off on Thursday night and did the on-line booking, thinking we ought to use the canal at least once a year. If none of us used it, it would surely silt up and become like the Monklands Canal. Next morning, putting the fenders out, rigging my customary blocks and lines, we were all ready to go when the phone rang. Canal here, we’re sorry but the canal is closed for a week due to a lack of water. Oh well, a new second verse, ‘The Mull of Kintyre for me’

On Friday morning we started off south against the tide and what wind there was, headed for Gigha. Ardminish Bay was a bit busier with five boats enjoying a beautiful sunset. One was a large motor cruiser that we later caught up with in Lamlash Bay.

It was a pretty uneventful trip back, but some nice sailing all the same. We sailed 13 hours to Lamlash Bay, arriving in the dark. The leg from Sanda to Pladda seems to be one of extremes to me. Either it is blowing a hooley and the passage is a sleigh ride, or there is no wind, and a boring motor. But this time was different. A nice reach in winds of F2-3 from somewhere south, we saw a minke whale, our second this year, and a Dutch warship with almost no lights visible except its navigation ones. In fact between Sanda and Gourock we passed military ships from all over, seemingly in Scotland for some NATO exercise. Nothing like a welcome home from a flotilla of warships and submarines on the Clyde.

So just under three weeks, 534 miles on the log, Skye circumnavigated, a few other places visited and a thoroughly enjoyable time to close the season out. Where to next year?

Geoff Crowley

The chart of Sanda Roads is reproduced with the permission of Antares Charts

Duntulm Bay near sunset

Hell in the Hebrides, misery in the Minches

Fair fortnight in 1998 was probably the wettest in the Club’s history. Here in a previously unpublished log of her cruise Flora Reeves recounts how damp, cold and windy the cruise was, in contrast to 2021’s light airs and generally good weather.

Tobermory to Soay Harbour

The crew was packed off in the bus on a grey and dismal morning in Tobermory. I don’t think they were too unhappy to be leaving considering the poor weather forecast for the next few days and I almost felt like joining them.

We left shortly before 17:00 sailing off the mooring and into big seas at Ardnamurchan, the steady wind of F3 to 4 from the WSW doing little to dispel the depressing ‘smir’ swirling around the headland. I slept the whole way until I heard Clive start the engine off the reef at the entrance to Port Mor. I peeped out from the hatch and saw – nothing. It was a real pea-souper by then. He had chosen Port Mor, Muck, in preference to the anchorage at the west side, expecting it to be more sheltered and to see a few other boats with similar ideas. Only one motor boat slopped back and forth, the occupants having taken refuge in a B&B ashore and we were beginning to wonder if we had been quite so wise.

Hanky

Hanky Panky 2 Dehler 38 LOA 11.6 metres

Crew Clive and Flora Reeves

Dates 21 July –2 August 1998

Muck Harbour

Transiting the canal, at Cairnbaan

A grim night followed as the wind increased to F5 to 6 and veered to the south, causing a chop to hammer furiously at the hull in the stern, forcing Clive to change berths at 05:00. Too miserable to leave the relative warmth of the boat, we spent the morning sorting out gear and trying to eradicate the lingering smells of the last few days.

By midday, a brightening sky enticed us ashore to explore the lovely new tea room, pottering in the craft shop long enough to learn that the islanders are trying to raise money for wind power to generate their electricity. This will prove cheaper and more environmentally friendly that the current diesel generators and they have already received a grant from the National Lottery for this purpose. The sun was almost out by this time and we walked to the other side, where we were told, there had been five boats anchored the previous evening.

We left the anchorage at 15:00 sailing into a big quartering sea but now the wind was well down and it was dry and bright. We made a steady 5 to 6kts heading for Soay Harbour arriving at 18:30 to find another half dozen boats already at anchor. We rowed ashore to walk to the other side and followed the path for a further mile. Many of the houses are deserted, but some are being renovated and it seemed that wind power had already come to Soay as there were several windmills on top of the hill. The evening sunshine cast a warming glow over the hills, although black clouds hovered on the horizon – rain was never far away.

We were invited aboard Quaila for a few sundowners, along with other CCC friends and a pleasant evening was spent chatting and watching the magnificent sunset fade, leaving the boats darkly silhouetted against a red and gold backdrop.

Soay to Talisker

We left early under engine as there was little wind, and headed north for the Rubh’ an Dunain point at the southern tip of the entrance to Loch Brittle on the west side of Skye. There is a reef immediately to the south of the point, Sgeir Mhor, and if conditions permit there is a fascinating anchorage – well hidden, unless you venture inside the reef.

The break in the cliff here gives way to a narrow passage and anchoring is possible close inshore in plenty depth –about seven metres. The bottom is rocky and we did, in fact, drag a little into deeper water, but settled after that. The story goes that this narrow channel was hewn out by the Vikings, in order to hide their longships from prying eyes. It leads to an inland lochan and, unless one had local knowledge, an entire fleet could remain hidden till any danger from enemies was past. It was a weird 

Viking channel, the inland lochan

East side of Soay

place with the mist sweeping and swirling down from the slopes above and we could well imagine a Viking fleet, watchful, silent, stealthily awaiting the ‘all clear’.

Clive climbed to the top of the cliff and discovered a fairly well preserved dun – an excellent place from which to give warning of any movement over the water for miles around. While we were busy exploring, I looked to check

Clyde Cruising Club

Viking channel at Rubh an Dunain, Skye

Viking channel, the entrance

Hanky

on the mast which could still be seen and had a heartstopping moment when I was sure she was slowly drifting away, but all was well.

We left after about half an hour, this time motor sailing as it was now blowing F5 from the north-west. The caves on the west side of Skye are striking – some huge clefts in the basalt, enormous caverns gouged by the sea, some of which we would have liked to explore, but the wind was whistling over the land making any investigation too dangerous.

We sailed into Loch Bracadale and, as we were still quite early for the party at Talisker, we roughly stowed the sails and motored over to the Wiay Island to explore the caves and natural archways. We crept in yards from the rock face, but it was still too deep to anchor and much too windy. The odd pinnacle of rock stood out from the depths, so I went forward to scan the waters for any hidden dangers.

After a while we headed for Loch Harport and the Talisker Distillery where boats were mustering for another Classic Malts Cruise. The anchorage was already busy and we had great difficulty finding a spot that was shallow enough. The echo sounder never works here and that wasn’t helping matters. However, after prowling the length of the shore several times, arguing incessantly, we finally chose a spot, dragged and then had to re-anchor. It’s always good sport for spectators.

While Clive went aboard Nick Wright’s yacht, Talisker, for drinks, I had a rest in anticipation of the evening’s activities and then went ashore to an excellent ceilidh with a fantastic band, highland dancing and best of all, free whiskies. Clive sampled all the malts and then went round them again ‘just to make sure’. What he was ‘making sure of’ I wasn’t entirely certain, but he seemed to be enjoying himself.

Believe it or not, I drank spring water all night – I like my brain to be connected to my feet for these complicated dances. By 00:30 we were heading back to the dinghy only to discover that the tide was at its lowest possible and, amidst much banter and wet feet, everyone dispersed for the night.

A nice morning for once and we were ashore by 10:00 signing on at the distillery for the Classic Malts Cruise where we collected sweatshirts, hats, flags, etc. We were absolutely delighted to see our boat featured on the front cover of their brochure in front of the distillery. We had our hospitality nip, the tour of Talisker and then set off in search of some provisions.

The sun was fully out by this time and it felt warm – a real stroke of luck considering the generally poor weather. People started gravitating towards the marquee for the barbecue which again was superb, washed down with copious quantities of wine. Occasionally one had to escape the camera crews who would suddenly be behind a group, listening in with the huge microphone suspended overhead, cameras rolling. Now which was my best side? I think we all became less camera shy as the wine was consumed.

Talisker to

Bays

Loch, Berneray

All too soon people began to make a move towards dinghies, the thought of different destinations pulling them away from the convivial scene on the shores by Talisker, very well pleased with the events of the evening before and the morning’s activities.

We were underway by 15:00, motoring back down Loch Harport, passing the islands in Loch Bracadale in a stiff north-westerly breeze. We hoisted the mainsail and then were rather perturbed to be confronted by a seething wall of white crests a couple of miles north of Macleod’s Maidens off the Dubh Sgeir reef. It must have been caused by overfalls, as the sea subsided once the reef was astern, although the wind maintained a steady NW F4 to 5. We continued to motor-sail across the Minch, heading for the entrance to the Sound of Harris in the hope that the tide would still be with us through the Cope Passage.

It remained dry but very cold and perhaps it was the effect of too much wine. Surely not? I lay down occasionally while Clive helmed. Normally the Cope Passage is reasonably sheltered but not so on this occasion as wind against tide drove standing waves across the deck, the hull slamming too often for comfort forcing us to throttle back considerably.

To make matters worse, the early evening had turned to a thick drizzle and poor visibility made navigation difficult as we strained our eyes to pick out the next buoy in the channel. We were actually against the tide at the poles and had a few heart-stopping moments as the engine strained at full throttle through the narrow entrance into Bays Loch.

By 21:30 we were tied up alongside one of the fishing boats in the harbour, had a quick dinner and rushed up to the showers on the pier to wash and dry hair in preparation for another ceilidh. We had a great night there too, knowing so many people who are always so welcoming, as if you’ve made their night special by just arriving. We stayed till 03:15, and had started walking back, but immediately someone offered us a lift. The Berneray folk never seem to go anywhere without their car which was maybe fortunate for us as we were shattered with two late, wild nights behind us. Berneray – meeting friends and trying to dry out.

The heavy showers that battered the deck did not encourage us to emerge from our sleeping bags till 11:30. By early afternoon, we decided, no matter what, we needed a brisk walk and arrived at Angus McAskill’s store for some provisions and a chat, then on to the Lobster Pot to see other friends and exchange news over a coffee.

One is never short of food for long in Berneray as the fishermen love to offer you some of their catches. On returning to the boat, Donald, who pilots one of the ferries, had left us a bag of crab legs, while some others threw a bag of filleted saithe into the cockpit. We would be developing gills before long.

We had been invited along to Mary and Angus McKillop’s house for the evening and it was so lovely to see them again. Angus had been down in the Western Hospital last year for a heart by-pass operation and was now looking really well. We talked about the causeway and what it might mean to the island, being joined to South Uist.

Most people welcome the change and see the benefits but, no doubt, there will be drawbacks too – like no more driving having partaken of a little alcoholic refreshment. Apparently there had been virtually no visiting yachts that summer to the island, tourism was well down in general, partly due to the high pound, the ferry by-passing the island and perhaps even the abysmal weather had taken its toll. We were almost unbelieving as Mary told us there had been a drought in May, so much so in fact that the crops were threatened by lack of rain. Eh? Now they were rotting with too much.

We pondered this statement as the rain drummed against the window panes, the wind shrieked round the house, lifting the curtains as if they had a life of their own. By midnight we rose to bid our farewells. Outside there was an unusual quietness. The wind was down – the rain had stopped.

The next day, oh no, more of the same. Rain battering after a short let-up overnight. Inside the boat, dampness seeped into everything. Nothing would dry in this.

Then one of the fishermen told us to lie alongside the ferry which wasn’t moving that day and our electric cable would then stretch to a power point on the harbour. It was ingenious, wonderful – we would have heat and attempt to dry out soaking clothes and oilskins which lay in sorry heaps around the cabin. Clive then attached lines criss-crossing in intricate patterns on which to hang our steaming garments. The inside became like a sauna but gradually improved as the dry heat steadily won the battle. We had the rest of the crab legs for lunch, finished off a keg of beer, left by one of our crew, and passed out till 17:00. The 17:55 shipping forecast was southerly F3 to 4, occasional showers. They had to be joking. It had rained torrentially non-stop for 12 hours.

Just let me get my hands on one of those forecasters, and I’ll show him occasional. We didn’t leave the boat all day except to return her to the other side of the harbour, as we knew the ferry would leave at 07:00 next morning. At least we were warmer and dryer after a day’s hot air blasting through the cabin.

Berneray to Loch Skipport

We must have been dead to the world as the fishing boats moved us twice during the night to lift their creels of crabs and we never heard a thing. How’s that for gentle handling? The morning was actually dry and the wind well down blowing gently from the NW.

It looked like as good a time as any to be on our way with high tide imminent. With hurried goodbyes to Mary and Angus and regrets because we had been unable to visit our favourite haunts due to unrelenting rain, we followed the ferry’s passage through the reefs, which Donald had marked out for us on the chart – no GPS then. Clive felt that was much easier and quicker than by way of the Cope Passage and there was no need to worry about the tide.

Once clear of the Sound of Harris we cut the engine, hoisted sail and prepared for an enjoyable passage to East Loch Tarbert.

The sun was out, it was even warm, but with the wind from the north, what was the point of beating, when we could turn around, head south and have the breeze behind us. The world was our oyster – no deadlines to meet, just enjoy the rare respite in the weather. I was aware that one of the fishermen had given Clive a lobster before leaving and this was giving me some qualms at the thought of cooking it. Then I had a brainwave, why not return it to the deep, till Clive said its pincers had been removed and it would be unable to feed itself and die slowly.

Oh no, I couldn’t have that on my conscience. It would just have to be a quick death by boiling water. Trying to put the lobster’s fate out of mind, I busied myself bringing up cushions etc. that were still damp and airing everything on deck. No sooner was the entire deck covered than we spotted a thick fog bank off Loch Maddy, threatening to obliterate all vision. Cold, grey, tendrils of mist snaked over the land engulfing everything in a penetrating dampness and totally blocking out the sun.

Incredibly, to the north, Harris was bathed in sunshine, bounded by blue sea and sky. Perhaps beating north wouldn’t have been so bad. Instead we ran gently south making Loch Skipport our destination for that evening, a wary eye out for the many pots as we kept close to the shore in order to keep land in sight, tacking only when the depth sounder fell abruptly.

By 19:00 we motored into Skipport as the fog now eased, but a dank and drizzly mist swirling low over the hills. I downed a couple of brandies on deck while Clive shoved the lobster into the pot shouting up graphic details of its every movement. I let him eat it all by himself, while I foraged for something in a tin. Clive went out in the dinghy later and discovered CCC member Barcadale tucked into a small anchorage further up the loch and was invited aboard for a while. The mist had come down and it was dark by the time he returned. 33 miles behind us today, mostly under sail.

Loch Skipport to Barra

No improvement on last night as we woke to a dank, misty morning with little wind. We cheered ourselves up with home-made pancakes and maple syrup for breakfast and left at 11:30.

The cloud lifted a little and with a light wind now swung round to the south-west and under full sail made for Barra, by-passing Loch Eport, Loch Eynort, the island of Eriskay and finally picked up the buoy north of Muldoanich at the entrance to Castle Bay. Just when we most badly needed visibility the land was blotted out as if by a curtain and we could only strain into the murk to pick out the buoys marking the channel and Kisimul Castle. The visitors’ moorings lie in the west corner of the bay and we hoped there would be one free, this being normally one of the busiest anchorages in the Hebrides.

Only one other boat swung to the mooring – everyone else had sensibly long since gone home away from the murk. We picked up the farthest in, still under sail, and at 18:00 on what should have been a summer’s evening, we could barely see the shore, so dark and depressing it all appeared.

However, after dinner, we again poked our heads out and, goodness, the rain had actually stopped. We hopped quickly ashore, tied the dinghy up to the excellent slip where the ferry docks and had a marvellous walk along the eastern shore past a few sorry campers trying to coax a smoulder into a blaze with damp wood. They were possibly in an even worse condition than we were.

There were loads of old rotting hulks on the beach and tons of dinghies just lying about, half-hidden in long grass and obviously not used for a long time. It was becoming dark when we walked back to the Castle Bay Hotel lounge where it was at least warm and quiet to study the chart as we like to do over a pint. However, when Clive went to order another drink at 23:05, he was told the bar was closed, although they had not informed us earlier that they were closing at such an unbelievably early hour. I think they just wanted to make an early escape home.

Somewhat miffed, we clambered back into the dinghy and were just in time to avoid being locked in the harbour for some time while the ferry docked just minutes later. Perhaps it was an ill wind after all about the bar closing. We were just congratulating ourselves on our narrow escape and clambering aboard when the heavens opened yet again. Yes, it had definitely been an ill wind.

Barra to Tobermory with engine problems

How unusual! Another dreary morning with swirling mist clinging to everything, chilling one’s bones. There was a slight wind still from the south-west and, with engine running, we cast off the mooring at 10:45. Then silence –no engine and unable to re-start it. It had been giving us the odd spot of trouble and always chose its place, like now, drifting on to a lee shore.

Thank goodness for a roller headsail, as we whipped that out pretty smartly, hoisted the mainsail and then had to tack out of the bay. The rain started, the wind gusting

F5 at times, making for a fast passage with rolling seas, back across the Minch, heading for Tobermory. Clive was worried about the amount of water we seemed to be shipping into the bilges and countless buckets were emptied back into the ocean. It was definitely worse when the engine had been running, so we sailed as far as the Cairns of Col, then tried the engine again which at least started, but was running a bit rough at times. We motored into Tobermory by 19:00 and managed to grab one of the last moorings.

Clive then proceeded to strip the engine and found that the outlet pipe from the engine water pump had a pretty large hole in it and had been the cause of so much water in the bilges for some time. The seacock was seized and he was unable to turn off the water, so he jammed a wooden bung into the inlet pipe to enable him to detach the other one for repair. By the time we had dinner and rested, it was too late to go ashore. The next worry was that we wouldn’t be able to find someone to repair the pipe tomorrow.

We woke to expect the usual lashing rain and were not disappointed. Clive dismantled the worn pipe and asked the chap at the garage if he could repair it. Unfortunately, the equipment needed would not be back till after 10:00 so we had breakfast and went ashore for fresh bread etc. and a shower and by lunchtime Clive returned with the repaired pipe and set to assembling it all again.

Tobermory to Lagavulin and the final ceilidh

By 13:30 we were ready to leave, the rain had ceased and, with the wind now blowing a fresh F4 to 5 from the north-east, it was a very fast sail down the Sound of Mull, at times touching 10 knots.

At Duart we were able to goose-wing for a while, then gybed for Loch Spelve. However, when we approached the entrance the wind was howling through and it would have been extremely difficult to anchor. Again we freed the sails and with the wind now increasing to 30 knots, screamed across to Puilladobhrain, arriving at 17:00. After motoring over a boat’s ‘angel’ and shouting and bawling about the problem in engaging the engine in gear, we picked a spot close to the entrance, in case the engine wouldn’t start and we had to sail out of the anchorage next morning.

It was difficult finding a bit of beach to land on here but Clive was determined to walk to the pub this time. I had scuppered his chances last time by pouring him some large whiskies which sent him comatose.

It was grey and cold and the north-westerly was still fresh and biting as we trundled through the long grass and boggy stretches, at times not too sure if we were heading in the right direction. After about 20 minutes of squelching along, we did come out at the pretty hamlet of Tigh na Truish and Telfer’s famous ‘Bridge over the Atlantic’. 

The pub was quiet save for a family from north east England who had been renting a house in that area for the last 14 years and loved the place.

The conversation was mostly about the awful summer, but it had in no way put them off coming to the West Coast. Clive had his couple of pints. I had coffee and was anxious to return to the boat before darkness fell and we became utterly lost in that bog. The wind was still strong and Clive had difficulty rowing back against the current.

The guy whose angel we had motored over was sitting on deck with his eyes glued to his anchor chain – perhaps he was expecting to drag at any moment or that we were going to fall back on him. He was still sitting there when we turned in for the night.

The engine started no problem the next day and we motored slowly out of the anchorage till clear of the entrance where we hoisted all sails in the lee of the land. It was still blowing a brisk F5 from the NW but with wind, tide and a little sunshine, we zoomed through the Dorus Mor, heading towards Scarba and Lunga. The passage between these two islands looks fascinating and intricate, the entrance remaining obscured until almost past. According to the chart, it looks navigable with care, but we were pressing on for another ceilidh that night at Lagavulin, the last of the Classic Malt Cruise musters.

It was interesting to sail so close to land down the east side of Jura, noting the small bays and lone houses which would otherwise pass unnoticed. Perhaps one of those

houses was Barnhill where George Orwell had written his final classic masterpiece ‘1984’. I wonder if the oppressive weather influenced him to write such a pessimistic piece of literature.

We passed a lovely little bolt hole, Ardlussa Bay, sheltered from the north-west wind and decided to stop there for lunch and have a break. Tacking for the bay in the strong gusts resulted in the mainsheet snarling round the winches and the runners entangling on the end of the boom, followed by a general shouting melee, which ensured tempers were somewhat fraught by the time we had everything under control, sails stowed and engine engaged.

The bay was ‘u’ shaped, with a beautiful sandy beach at the north end and fringed with rocks on the other two sides. It was perfectly sheltered from any direction of wind south-west through to north-west, and we dropped anchor in 4m close to the rock face alongside one other boat.

The sun now blazed from a cloudless sky and I was looking forward to stretching out in the cockpit, relaxing in the unusual sunshine when Clive suddenly announced we would leave at 14:00. As it was now 12:50 I decided that his request for bacon and eggs was quite unreasonable as it would be too time-consuming and restricted him to a quick egg roll. He wisely did not object.

True to his word, we were underway again, full sail, heeling to the gusts and hitting 8 knots in the flat water, wind still from the north-west. As the breeze strengthened,

Hanky

Panky

we were forced to drop the mainsail and under jib only maintained the same speed. It was a great sail, fast and exhilarating, as we made our way past the Small Isles off Craighouse, white caps roaring across Lowlandman’s Bay to meet us.

At the Sound of Islay, the wind whistled through the gap between Jura and Islay, and for a while we were tossed about in a big sea. We identified the rock, Iomallach, off Lagavulin and immediately, one cable past, turned for the distillery. There were already about a dozen boats at anchor, two larger ones outside the bay due to their draft. Lagavulin Bay is particularly shallow, the entrance between the poles is always a bit nail-biting and, yes, we did bang the reef as did a few others before us.

It took ages to find a spot deep enough for our 6ft 6ins draft and spaced out far enough to avoid collision. Then it was dinner, a brief rest and ashore for yet another ceilidh. What another fantastic night with great music and dancing and some superb local talent by way of some singers and musicians. The camera crews were busy again but by this time we were becoming quite blasé to it all.

We always enjoy engaging local people in conversation where possible and that night we met a lady from Islay Council who was concerned with the difficulties of attracting people to the island and about the plans for promoting tourism in that area. I think we made her night when we told her how much we enjoyed coming to Islay and that we felt the island had so much to offer from sailing to bird watching, archaeology and of course, the seven distilleries which play a large part in the promotion of tourism. The night had been an excellent example of that.

It was a beautiful evening to round off such a successful final muster. Overhead stars twinkled in the clear heavens, not a breath as we rowed back to the boat for a peaceful night.

Back home to Kip

We awoke to a glorious morning, the first of the holiday and were surprised to find that most people had already left. We had slept longer than intended after the exertions of the previous evening, but by 09:30 were ready to retrace the passage through the poles and, this time, I stood up forward to pilot her through the reefs. With exaggerated hand waving, there were no crunching sounds this time through the clear passage which is incredibly narrow.

The wind was light from the north and it was a leisurely sail across, warm in the sunshine so that the shorts which had been gathering mildew in the bag, were shaken out for a brief airing. In an empty sea we met one other boat. It was incredible how both of us were on a reciprocal course and both had to alter at the last minute. He was heading for Ireland and we were bound for Campbeltown, our last destination before returning home.

We sailed right up to the head of the loch still in glorious sunshine. The pontoon was busy that night and we anchored under sail at the other side of the bay close to the moorings. It was 17:00 and we had covered the entire 40 miles under sail, apart from the first few hundred yards to clear the poles at Lagavulin. It had been a memorable day and we celebrated with a few libations at our favourite hotel, the Ardshiel.

We left Campbeltown mid-morning. The wind was north F3 to 4 going variable F3. We sailed up the Kilbrannan Sound towards the Arran shore till the wind fell light, backing south-easterly and bringing another bank of grey, lowering skies. When the first drops of rain spattered down, it was time to stow the sails for the last time before becoming saturated and we continued under engine towards Kip for the last 30 miles. By 17:00 we were tied up in a berth, unloading heaps that had been secreted away in every nook and crannie below, half of which had never been used.

Charlie Simmie wandered up and offered to show us around his new boat, all 22 tons of it and with a cosy fire roaring. Lovely. That’s definitely the kind of luxury one needs out in the West of Scotland. I could have traded boats many times over during this holiday. We had covered almost 500 miles, not nearly as much as we had hoped, but three-quarters of that had been under sail.

Although everyone agreed that the weather had been miserable, not just in the Hebrides, which often receives more than its fair share of poor weather, we had actually had some cracking sails, fast, often reaching and in flat water, with strong enough winds to give us exhilaration without being overstretched.

The miserable aspect was the continual mist, bringing poor visibility and oppressive clamminess. However, on the positive side, the social scene had more than made up for the weather conditions. The Classic Malts Cruise had been most successful and we had made many new friends by taking part in this. Those were the bright spots we shall remember during the coming winter months.

Flora Reeves

Storm before the calm: an active season for Hecate

2020 had been a strange season starting on 16 July with a trip from Dumbarton to Ardfern with brief stops at Davaar and Gigha. The reverse trip on 24 September was much the same except we stopped at Lamlash on a mooring for the night, and then went to Rhu Marina for a three day tidy before going back up-river to Dumbarton.

Early season trials and tribulations

What would 2021 bring as all our planned events had been cancelled in 2020? The Tunnock’s Flotilla was going to be our first outing on the Clyde and this was changed from the first May bank holiday to the last May holiday, so the family took Hecate for a short cruise on 21 May.

They spent just under a week going round Bute with some good stops on the way at the Holy Loch, Caladh, Portavadie and Glencallum Bay. The ship’s company was four adults, three children and two dogs and was eventful as the engines stopped on the second day after leaving Holy Loch. No fuel was getting to the engines and I had spent a great deal of time and effort over the winter sorting a fuel leak from the port tank, including getting the 250 litre tank out and cleaned.

It did not leak any water but it still leaked fuel so after much bad language we used the starboard tank only. This seemed to work well after launching but the crew were very relieved to be able to contact Scott from DDZ Marine on a Saturday. He was on his bike but agreed to meet the boat off Wemyss Bay. He was collected in the dinghy and proceeded to rig the spare fuel can as a temporary feed to the starboard engine, so allowing the cruise to proceed relatively uneventfully. Thank you, Scott.

Hecate Voyager 40 LOA 12.0 metres Crew the Trust family members and friends Dates May to September 2021

Tunnock’s supplies

The Tunnock’s Flotilla was a well organised event. Thanks to Geoff Crowley and the CCC helped by Sir Boyd Tunnock we raised £18,757, including Gift Aid, for the RNLI. Although it was a bit less than our target of £21,000, under the circumstances, with so many Covid difficulties making planning extremely tricky, it was a good result. Thanks to all who participated and donated plus all the marinas and clubs who were involved.

St Kilda Challenge

The next event was the St Kilda Challenge passage race starting from Rathlin Island and on up to St Kilda. There would be no shoreside events and the short race and cruise from Lochmaddy were cancelled. The fuel supply from the starboard tank had been checked and now supplied both engines.

Hecate – Storm before the calm

and stirred. We now had an older and experienced, if aged, crew and arrived at Rathlin at 16:00 having left Campbeltown at 10:00 on a grey day with a 10 knot southerly.

There was no hospitality ashore at Rathlin but we collected our tracker and heard a gale warning for Hebrides but for Malin it was S or SW F3-5, occasionally F6 later, with sea smooth and occasional rain. Outlook S or SW F4-6 and F3 later. Sea slight to moderate. Occasional rain. We had noted the barometer had dropped from 1018 at Rhu to 1014 and on the morning of the race start was 1010 but there was little wind and the sea was smooth.

We crossed the start at 09:50 with Sheneval ahead and Contender just behind us. It turned into a lovely sunny sail with a beam reach as we headed north for the virtual waypoint south-west of Tiree. We had synchronised our watches and settled into a great sail for St Kilda with a calm sea. So different to the last attempt.

Those left behind at home were able to watch progress as the YB Tracker relayed the position of all entrants as we proceeded north-west to the virtual waypoint. However, the night was to replay the last attempt as we gradually reduced sail and seas built up. We can still see the race on YB Tracker and at 20:10 Contender had turned for Islay and we had reefed main and genoa and were considering the storm jib but decided to sail with just the reefed genoa.

We arrived at the virtual waypoint at 21:30 and were surfing wildly when a loud roar behind us saw a huge breaking wave slew the boat broadside and we were then engulfed and knocked over, with George flying across the cockpit and landing heavily on the winch. David in the bunk was showered with water as the boat slowly recovered and we regained control still surfing wildly along.

Retiral

Four ancient mariners, with combined ages of 303, left Rhu on 8 June and motored all day but hoisted sail after turning at Pladda and arrived in time for an excellent meal at the Harbour Bistro in Campbeltown.

I was hoping that we would fare better than our first attempt in June 2018 when we had to retire to Port Ellen with mal de mer in huge unpleasant waves and had been mightily relieved and happy to arrive in Port Ellen shaken

Assessing our situation we decided to retire as the weather was not going to improve and we had an injured crewman with 100 miles north still to sail. At the time we headed east the windspeed was working intermittently and read 26 knots with gusts over 30.

After looking at the chart I decided it would be best to head for Tobermory and by 22:00 we were setting course for the Passage of Tiree. The log is brief and scrawled 

The four ancient mariners, before the storm

Map images courtesy of YBTracking

at 02:00 ‘WAVES++ with Skerryvore light 4.5 mile north’. A light in the expected place is a great sight on a wet, wild and very windy night. Steering 70 with the course between 30 and 120 degrees and windspeed lost with position 56.18.5N and 6.56.6 at 01:20’.

The log and backup GPS had failed but the Raymarine chartplotter kept going with a flickering screen. The log at 08:00 read ‘Approaching Tobermory. Wild night at sea. Wind estimated at SW F5.’ At Tobermory on a pontoon at 08:40 our distance sailed from Rathlin was 124nm but the log had failed on several occasions.

The mast connections for instruments and lights were dried out and all worked again and we slept after booking dinner at the Western Isles Hotel as part of the recovery programme.

The following day was calm and sunny so we had a mini-cruise to Coll for a beer at the hotel and then on to Carsaig Bay Ulva for the night. The next day the anchor was lifted and we returned to Tobermory to refuel but were refused as the pump was shutting at 15:00 and it was 14:50 when we arrived.

So on for the night at Loch Aline with a glorious sail down the Sound of Mull. The following morning we returned to Ardfern via Cuan as we were too early for the tide at Luing. The tracker was returned to Contender who had also safely returned to Ardfern after the diversion to Islay. We could then review the race on the YB app and see that Golden Fox had retired to Barra after 23:00 but Intuition, Clockwork, Polished Manx 2 and Shenavall had continued north to St Kilda to complete the race.

The Tobermory Race

Our next trip was to combine the Tobermory Race start with the cruise to Vatersay led by Geoff Crowley to celebrate the 111 years since the CCC was born. We arrived at Ardfern on Sunday 18 July after celebrating Mike and Hazell’s golden wedding on their arrival in Scotland with our friends Roger and Annabel, all arriving in a posh new Volvo.

At Ardfern we had an excellent evening muster at Lucy’s, formerly Crafty Kitchen, with a superb seafood risotto with langoustines, and were delighted that some members of RHYC were able to join us, and help drink the wine given by their Commodore. The crew slept well but it was to be an early start with a 07:00 gun for the Tobermory Race from Loch Craignish.

Finty, our dog, was taken ashore at 06:00 after her breakfast and the buoy was laid at 06:30 and we anchored for the start line ready with flags, horn, VHF radio and clock. Not a breath of wind meant we hoisted AP and L and the fleet followed us up with the tide to Loch Don but there was no wind there despite the long motor.

I phoned Tobermory and they had no wind and thick fog with no visibility from one side of the harbour to the other. I then had a call from Freda Forbes on Micky Finn IV

rounding Ardnamurchan motoring in thick fog. Could she and Mike come to the dinner at Western Isles Hotel that evening? I checked with the hotel and added to the guest list which had gone over the 60 mark already agreed. My thanks to Glenn Porter who sorted out all the bookings and payments online for the two musters at Ardfern and Tobermory.

We carried on motoring round Duart and then there was the suggestion of a slight north-west breeze. I called Tobermory and Freda and got reports of a new wind from the north-west and the fog was clearing in Tobermory Harbour. The fleet were called on Ch77 and a new start line in Duart Bay was laid.

The sun emerged and Class 3 started at 11:20, class 2 at 11:25 and Class 1 at 11:30 with a total of 14 starters plus two cruisers following. Everyone got a finish and even the slower boats got to Tobermory in time. The Western Isles did us proud and it was good to have had two musters ashore on the Sunday and Monday with a few RHYC members joining us. Tobermory Harbour had kindly reserved space for CCC boats on the pontoons, so berthing ahead of the walk up the hill had not been a problem.

Onwards to Vatersay

The following morning we left Tobermory at 11:30 with no wind and motored for Muck as Canna had declined to open the café for us. We were delighted to meet Kaparda in Gallanach Bay with Gavin Shanks and son Alastair plus family. We had a walk, reminding Finty that the sheep were not to be chased, to Port Mor in glorious sunshine and returned to eat aboard.

The following morning we departed at 08:00 after taking Finty ashore. It was delightful to see several otters on the reef as we motored out north. It was dull with poor visibility and the barometer was steady at 1022, so it was a motor across a flat Minch with the only excitement being a pod of dolphins with babies seen at 09:30 and bow riding for 15 minutes to the delight of all the crew.

At 15:35 we were tied up on a pontoon in Loch Boisdale where the staff were very helpful and friendly and the fuel was cheaper than Ardfern. The new facilities block was superb with the best showers we had all year at no added cost. In addition it was hot and sunny and the barometer had risen to 1024.

The next morning the sun was back and there was a breeze to take us to Castlebay on Barra but this died away after 30 minutes and it was the engine that got us there for dinner at the Kisimul Café which was excellent. The new pontoons were handy but nobody could advise on toilet and shower codes and nobody wanted our money despite phoning and using the VHF to call.

The following day was again windless but the barometer had dropped to 1017, so we motored to Mingulay and anchored in the bay and took Finty for

Hecate – Storm before the calm

a good walk up to the ruined house. It was very warm and the sun beat down on us. The three masted barque Tenacious was also anchored in the bay and taking crew ashore. There was a large tented encampment. The reason for this was apparent as we returned to Vatersay rounding Mingulay to the west and found several climbers dangling from ropes high up on the vertical cliffs. There were many puffins in the water and plenty of skuas.

We stayed anchored at Vatersay the next day in preparation for the BBQ and met several CCC boats led by Geoff Crowley on Contender. The village hall at the north end of the beach is a superb facility and has showers which visitors are welcome to use. We used a portable BBQ for our delicious steaks and noted sausages elsewhere. Finty took us for a walk on the west beach. Just as well we were staying all day after the wine and excellent lunch. The sun was baking us and we noted preparations for a big bonfire at the north end of the beach. The night was not quiet with the whole island celebrating with a huge party for a double christening.

Drinks in Loch Boisdale

Vatersay beach party – John Watson

Return to Ardfern

We awoke early to take Finty ashore, where the bonfire was still burning, departing for Tinker’s Hole at 07:00 and stopping for lunch and to take the dog ashore on Tiree at the Sound of Gunna. We motorsailed as the wind was only 8 knots NNW and were delighted that the dolphins again visited to escort us across the Minch and anchored in Tinker’s Hole in bright sun at 18:50.

I planned to pop round the corner in the morning to David Balfour’s Bay as it was Annabel’s birthday and visit the observatory to view Dubh Artach. We motored round but it was wet and misty and the barometer was steady at 1010 but there was no wind to blow the murk away. The visibility ashore was hopeless so a walk with the dog was feasible but not a walk up to the observatory to view the lighthouse. The motor back along the south coast of Mull was in a flat calm but very poor visibility. We had a dinner booked at Loch Melfort Hotel for the birthday celebrations but the tide at Cuan was not quite right for getting there on time.

A poor decision by me was to go against the tide at Cuan and hope we could get past Cleit Rock. Well, we did but it nearly pushed us onto the rocks on the north side. The otters fishing there had a surprise but we just got past them with both engines gunning against the fearsome tide. The things I do for a good dinner. The following morning it was thick fog and windless as we slipped the hotel mooring and motored to refuel at Ardfern and return our crew to the new Volvo for their trip back to England. We had covered 230 miles but had had very little sailing. However the lassies were delighted that the Minch gave no cause for any mal de mer.

Late season activities

The rest of the season was taken up with the Loch Spelve Muster which was a tremendous success thanks to Clive Reeves and Geoff Crowley bringing the food, apart from mussels, with the wine arriving on Hecate

My youngest son then borrowed Hecate on August 20 for three days for a 40th birthday party for a group of gents of similar age. They proceeded to Loch Tarbert, Jura and, judging from the empty paracetamol packets found on board afterwards, had a very good time. The lads were lucky as they had great winds to take them through the Corryvreckan and down the west side of Jura. There are few comments recorded in the ship’s log and I have not requested any further details.

Back to the Clyde

The trip back round the Mull of Kintyre for the Closing Muster at Tarbert saw George return to active duties after his injuries sustained on the St Kilda Passage Race. We had a superb sail from Ardfern to Gigha and waited there until the tides were right at the Mull, leaving at 17:15 before a sail down with a close reach in a F4 seeing the lighthouse at 19:30.

After rounding in flat seas the wind died and we had to motor to Davaar to anchor at 23:45. We departed at 08:50 for Tarbert with an easterly wind of four knots and had to motorsail all the way. We wondered how the racers would get going at Rothesay and felt sorry for the race officer.

We arrived at 14:30 at Tarbert and prepared for an invasion for dinner after the tent party and welcomed Ian Nicholson and crew from St Bridget with Clive and Flora Reeves who had started the race on Taeping thanks to Glenn Porter who then returned them to Kip to drive round over the Rest.

Clive and Flora had brought the main course and George went to the Co-op to get strawberries and cream for pudding. A good evening was had and on Sunday morning it looked dodgy with a forecast of F5-7 from the S or SE. We motorsailed with storm jib and reefed main for Ardlamont and once inside the West Kyle managed a sail up to the Burnt Isles, but it was then a motor on to Toward before returning to Rhu under sail. A short sail up the Clyde to Dumbarton went without a hitch and Hecate was lifted out for a winter rest.

Patrick Trust

David Balfour’s Bay

Quaila’s summer cruise – short, sweet and maybe the final one

Clyde Cruising Club Annual

Quaila Voyager 40 LOA 12.0 metres

Crew Hugh Morrison, owner, Katie Christie, Christine, Kirsty and Sandy Taggart

Dates Saturday 17 July –Sunday 25 July 2021

Sunset over Loch Drumbuie

After a delayed start to the season Hugh took Quaila from the Clyde to Ardfern in early June. Having enjoyed a few short voyages Hugh was joined at the Glasgow Fair weekend by a larger crew for a longer cruise whose average age was 80 plus.

It did not stop us joining the muster ashore at Ardfern on Fair Sunday. Katie and Christine had a walk along to the lagoon then joined the evening event. It was an excellent al fresco affair. We enjoyed a delicious paella topped with three large langoustines and served in cardboard boxes. Our thanks go to the organisers.

Following the Tobermory Race fleet

An early start was called for on Monday morning which turned out to be a flat calm. The proposed starting line for the race to Tobermory crept further and further north until a breeze filled in from the Sound of Mull. A start was set about Loch Don and the race was on.

The day continued with nothing but a light breeze so we slowly motored on up the Sound of Mull. Stopping to the south of Rubha An Aird Dheirg on the Morvern shore we watched the Tobermory Race fleet make its way slowly towards its destination. It was time for lunch in the sun in any case. Motoring again in the afternoon Quaila was safely anchored in Loch Drumbuie by nightfall.

Next day saw very thin air so we motored over to Tobermory to await the arrival of Kirsty from the Oban ferry and Craignure bus. Her arrival greatly reduced the average age of the geriatric crew.

On to Muck

Under power Quaila left Tobermory and headed out west past Ardnamurchan and eventually anchored at Eigg, just north of Eilean Castail in the large bay which was 

Hugh Morrison

Motoring to start of Tobermory Race

surprisingly busy. Hugh’s son Christopher, his wife Anne and family Fiona and Tom were cruising in company with two other boats and were anchored nearby. They came aboard for some refreshments and Kirsty joined the young Morrison crew and friends ashore for a barbecue with the older crew members remaining aboard Quaila.

Another quiet day dawned and after a leisurely breakfast we motored out of the anchorage round the south of Eigg and headed to Muck. In the North Bay we watched the cattle cooling themselves from the hot day by paddling in the sea and grazing on the seaweed.

By contrast Katie and Christine took a walk over to the South Bay. The walk was made more interesting as due to the high temperatures they had to pick their route to try and avoid the melting tarmac. Not the sort of concern usually associated with the West Coast of Scotland. Clams had been acquired by Christopher from the fishermen at Eigg, so Kirsty set about making an excellent supper of them which was enjoyed by all.

Coll, the Treshnish Isles and Gometra

No wind on Wednesday as Quaila motored first to Coll to stop for lunch then on to the Treshnish Isles for a bit of puffin spotting. Quaila was not alone as the anchorage was pretty full. The air was so still we could clearly hear the conversations of customers of the many tourist boats who had come for a similar purpose. Their presence was a good indicator that we were sure to witness these funny little sea parrots.

The ladies of the crew headed ashore and it was a special event if somewhat brief. Great joy was taken seeing the peaceful creatures at close quarters. The puffins happily bobbed their heads from their nests and waddled about the cliff top until along came four skua and the burrows emptied at speed. On leaving we had a chat with the Ingrams of Troubadour, RCC, and headed off to Gometra.

The course was a dead run in very light airs which gave a sail of about an hour and peace from the engine. Once again there was a surprising number of boats in Gometra but peace reigned as the sun set.

Wonderful scallops

Staffa

Staffa, Iona and on to Carsaig Bay

Where was the wind, the crew wondered, as we set off in a flat calm and on to Staffa. There the tourist boats were doing a good trade coming out from Mull and Iona. After a close look into Fingal’s Cave Quaila headed for Iona accompanied for part of the way by a pod of porpoises. They were a wonderful sight. By contrast, sadly, it was noticeable how few sea birds there were out and about.

Kirsty’s short visit was due to end here and after some business ashore she headed off on the ferry. Her mother helped her journey by arranging a lift from a priest who had been on Iona for a retreat. He kindly ensured she was delivered from Fionnphort to the Craignure ferry for the crossing to Oban where her car was.

The average age of the crew thus reverted to 80 plus. The crew had a relaxed lunch before heading south-east past Tinker’s Hole, Ardalanish and an evening stop in Carsaig Bay.

Back to Ardfern by way of the Garvellachs

On Saturday there was no rush for the tides as the best time for the Corryvrechan was the afternoon ebb. A relaxed morning was on the cards with slow passage to the Garvellachs and lunch there. Once again the anchorage was quite busy and many crews were having a good look at the ruins ashore.

By mid afternoon Quaila was underway again to catch the start of the ebb at Corryvreckan and punch the ebb at the Dorus Mhor. All worked to plan and by late afternoon the hook was dropped to east of Eilen Gabhar in Loch Craignish. The crew were entertained by the young crew off another yacht as they were learning to sailboard with moderate success.

The cruise was reaching its end. On Sunday the crew did what they could to tidy ship while heading over to the berth at Ardfern.

A superb cruise had been enjoyed by all. No apologies will be made for the repetitive nature of the trip, the conditions of which have never been witnessed by Hugh, Sandy or Katie, their West Coast cruising experience being upwards of 50 years each. Wind? Next to none. Sun? In abundance and flat calms with lots of motoring. One thought – maybe we could qualify for the Gibson Trophy!?

At the time of writing news of Hugh’s decision to put Quaila on the market had reached us. Would this be the last cruise? If so, what a trip. With many thanks to Hugh for having us on board.

Sandy Taggart

Puffin

Ardfern calm

Slow start to the season at Bardowie

As with many sailing clubs, Covid put paid to a great deal of activity on the water. Bardowie was unable to hold the annual Duncan’s Regatta, nor the Brazill Trophy. An annual regatta was squeezed in as lockdown eased. However, despite the constraints of Covid19, Bardowie otherwise achieved a more or less complete season’s racing.

The annual Solo Open usually signifies the start of the season but lockdown put paid to that, at least temporarily, as the event was postponed until the autumn. The club opened for private boat owners on 3 April provided that they acknowledged that the club would not provide rescue or changing facilities. This was made possible by virtue of private boat owners having ‘the right to roam’ on the loch.

Thursday evening Points Racing began with a Spring Series commencing on 22 April and running through until 3 June. Covid restrictions meant that this was confined to private boat owners and those who had been allocated a club boat for the duration of the series.

The first race post-lockdown saw a ‘bubble’ of 15 sailors on the start line, including 10 Solos. Starting was from the shore using transit posts which allowed a true starting line to be set and the Race Officers to maintain social distancing. Track and trace was addressed by requiring entrants to book in and out using SCM.

Shoreside

Spring Series results

Solos

First: Stuart Gibson

Second: David Sword,

Third: Colin Crichton

General Handicap

First: Rory McKinna

Second: Diane Whyte

Third: John McGruer

Given the increasing number of youngsters wanting to do more racing and others wishing to become more competitive, race training was organised on Tuesday evenings and Sunday afternoons with Stuart Gibson, Gary McFarlane and David Sword each taking a turn to share their knowledge and expertise.

Sunday afternoons soon became a regular fixture of ‘Sunday Sprints’: a succession of short one-lap races designed to sharpen race tactics and technique. This format proved very popular and so continued into the autumn.

Our Summer Series ran from 10 June until 29 July. By that time more sailors had reappeared and with two bubbles allowed on the water, we were frequently able to accommodate more than 20 competitors.

Summer Series results

Solos

First: Stuart Gibson

Second: Robert Signer

Third: Alan Weir

General Handicap

First: Rory McKinna

Second: Richie Ford

Third: John McGruer

On 28 and 29 August the club played host to an RYA-run race weekend for Toppers and Optimists. A large number of dinghy sailors attended from throughout Scotland calling into question the belief that dinghy sailing was on the wane.

It was clear that dinghy racing is an activity which, if properly managed and encouraged, could lead to the retention of younger members who might otherwise drift away, pardon the pun. The club has a number of talented junior sailors, girls and boys, who need to be both encouraged and challenged.

Stewart Carrie took over as Racing Secretary from Diane Whyte in time for the Autumn, Thursday Series which ran from 5 August until 16 September. Thanks are due to Diane for her considerable efforts in keeping racing going as Covid struck and getting everyone back on the water as lockdown started to ease.

With Covid restrictions being relaxed, it was possible to call the pontoon back into service for starts and finishes in the middle of the loch. 

The fleet gang up on Rory

Autumn Series results

Solos

First: Stuart Gibson Second: Alan Weir Third: Robert Signer

General Handicap:

First: Rory McKinna Second: John McGruer Third: Dawn Crowe

Winter Series results

For the first time in many years a Winter Series was run on Sunday afternoons until 7 November. Numbers declined somewhat due to adverse weather and falling temperatures but the initiative is certainly worth repeating.

Solos

First: Gary MacFarlane Second: David Whyte Third: Stuart Gibson

General handicap First: Diane Whyte

Solitary Solo sails into the sunset

Overall results for 2021excluding the Winter Series

First Overall:Stuart Gibson - Lyall Trophy

Second General Handicap: Rory McKinna – Thursday Trophy

First Solo Stuart Gibson – Angus Quaich

First LaserDawn Crowe – Nichol Trophy

First lady Diane Whyte – Ladies Race Trophy

Best performance in a club boat

Alex Servic – Lindsay Shield

Best result by a young instructor Alex Servic – Youth Challenge Cup

Solo Class

Bardowie has the largest resident fleet of Solo dinghies in Scotland – approximately 19. Solos are the most popular dinghy in the UK going by numbers at regattas. Three new Solo sailors joined the Bardowie fleet in 2021 and hopefully that trend will continue.

If you are at all interested in trying a Solo or getting back into dinghy racing, after years of relaxing and writing cheques on a keel boat, then Bardowie has its own club Solo for you to try. Solos can be bought for as little as a few hundred pounds. The newest Solo in our fleet, also one of the newest in the UK, is number 5948 and belongs to Stuart Gibson.

Solos have a circuit of half a dozen or so events around Scotland. Bardowie representation can be seen at most of these. The UK Nationals were held this year at North Berwick. Sadly the numbers were badly depleted due to Covid, but the club was well represented by David Sword and Gary McFarlane. Club Solos were also to be seen at

Dalgety Bay, Newburgh, Helensburgh, Loch Tummel and Loch Ard. At Helensburgh, Stuart Gibson won the Ben Ledi Trophy awarded over four races with no discard allowed. Bardowie’s own Solo Open, postponed from April, was eventually held on 4 September. A fleet of 16 Solos appeared on the starting line. The first race was won by David Whyte, who went on to finish third overall. Ross Watson from Loch Tummel won the next two races to win the event overall. In case you’re wondering, Stuart Gibson, our current club champion, had to call off on the morning of the event. Stuart finished his season off in fine style at Draycote Water SC in the Midlands where he finished fifteenth overall out of 55 in UK Solo Class End of Season Championship.

Tuition and Summer School 2021

Fortuitously lockdown eased sufficiently in April to allow a more or less full programme of evening classes and a complete six-week Summer School programme, running from the end of June. Weather was, as usual, very mixed but on the whole it was a good summer. Covid did however prevent the annual week of training for the youngsters from Saracen Street Primary School. Hopefully they will be back in 2022.

We have a strong and active cohort of Dinghy Instructors and Assistant Instructors, male and female, providing adult and junior training at all levels. This provides an incentive for the younger unqualified assistants to aspire to obtain nationally and internationally recognised RYA training qualifications.

The Dinghy Section is grateful to Scott Smith, RYA Principal, and all instructors for their roles in providing tuition. Tuition provides an essential source of income and enhances the reputation of the club. There can be few sailing clubs or teaching centres in Scotland producing anything like the number of RYA certificates awarded at Bardowie.

We do however need to convert more ‘students’ into longer-term memberships if the club is to continue to thrive.

David Whyte

Alan Cassels

Former CCC Dinghy Section Captain and CCC Rear Commodore

1951 – 2021

Alan Cassels died on the 13 June 2021 after a battle with cancer. He had been a member of the Clyde Cruising Club Dinghy Section since the late 1980s.

Alan was introduced to sailing by a work colleague when he was asked to crew for him. From that first experience Alan was hooked on sailing. Keen to share his new-found sport with his three girls they joined the CCC Dinghy Section.

The Dinghy Section at that time had a children’s sail training programme based on the International Optimist Class Association system, with some well used Oppies and hands-on help from parents. This enabled Alan to become involved with teaching his own children to sail, first in club Oppies and then by acquiring an Oppie for each of them. He expanded their horizons by taking them to traveller events and national championships. Alan, his wife Caroline, and the girls made many lasting friendships at these events.

He was keen to help more children and adults to learn to sail and wholeheartedly supported the transition to adopting the RYA coaching scheme in the 1990s, becoming a Senior Instructor and taking responsibility for Friday evening sailing classes for over twenty years. He was also keen to ensure the future of the Dinghy Section and RYA training at Bardowie by organising and developing new Dinghy and Senior Instructors.

Many of the young people that Alan trained went on to perform at a high level in the National and Scottish youth squads.

Alan had a gift of getting everyone involved in the Club activities. He ensured that every member was aware that the Club was theirs and encouraged them to take ownership and participate. He led by example by taking on tasks to maintain the fabric of the Club. He could always be heard saying ‘he knew a wee man’ that could do the job.

A number of parents, who delivered their kids on a Friday night and waited on the shore for classes to finish, ended up being encouraged to take to the water themselves and learn to sail. Many of those parents still sail at the Club even though their own children have grown up and moved on.

It was the success of this, the other evening classes and the summer school which helped the Club make a successful bid for lottery funding to not only build a new clubhouse but acquire a wider range of boats for teaching.

Alan served on the Dinghy Section committee from the late 1990s until 2012. He was Dinghy Section Captain 2000-2003 and continued to serve on the committee in the role of Treasurer from 2006-2012.

He was Rear Commodore of the CCC and served from 2013-2014 where he took the chair of the regatta committee ensuring club racing continued through the years.

His contribution to the Club did not stop there, he helped with the weekly racing at Bardowie which enabled him to obtain accreditation as a National Qualified Race Officer and run some of the major yacht races on the Clyde as well as the Club’s domestic events. He also became a Race Umpire for Team Racing and was regularly involved with the British and Scottish University Sailing Associations for a number of years.

Alan became heavily involved with the Scottish Series around 2000, starting as a mark layer before moving on to the committee boats and taking on various roles until becoming the Race Officer around 2008 for various classes, eventually running the one design fleet until 2017 when he retired. In 2018 he was awarded the Valhalla of Ashton Salver for his outstanding volunteering at the Scottish Series. He missed the event, so in 2019 he returned to take charge of the finish boat in the One Design fleet.

Alan’s bought his first big boat, Jupiter, in 2012 which he and his family enjoyed sailing in the Clyde and around the West Coast. Alan enjoyed sailing with other people regardless of their ability. In particular, he introduced many of his work colleagues at Thales, through the Barr and Stroud Sailing Club, to the joys of sailing. Many went on to become very keen sailors and joined the CCC. He also took part in the Thales annual racing events in France with work colleagues putting in very respectable performances.

Alan was essentially a family man and loved nothing better than to be messing about in Jupiter and sailing with his wife Caroline and their three girls, their sons-in-law and seven grandchildren.

Alan is missed, not just by his family, but by his many friends and Club members who have sailed, socialised, and worked with him over the years.

Uel Torbet

Ian M W Taggart TD MBE

1932 – 2021 Former Vice Commodore

Ian had an almost lifelong association with yachting and an enthusiasm that carried him into countless adventures with his family, friends, colleagues and many others that he encouraged into the sport along the way.

His early expeditions with Robin Taylor on Kyra II led into dinghy cruising on Loch Lomond in the 1960s on his Felicity day-sailer Restless with his wife Aileen and sons Kenneth and Michael. He was a proud participant in the sail past fleet in 1971 when HM The Queen visited Loch Lomond.

Then the call of the Firth of Clyde and further afield beckoned and Ian took ownership of Venture, an Albert Strange designed yawl. His log of 1973 records the family’s excitement at their entry in the CCC Tobermory Race to start their summer holiday. A retiral in the first leg due to too little wind was followed by a retiral in the second leg due to too much wind.

More cruising than racing followed in the 1980s with participation in many CCC musters around the Clyde and visits to the Hebrides. Ian enjoyed cruising-in-company with fellow club members such as the Mowats, the Bairds and the Gills. A three week cruise in 1982 took the family round Skye for which Ian was awarded the Club’s Murray Blair Trophy. In 1984 Ian was instrumental in organising a muster held in Strangford Lough for the newly formed Albert Strange Association and he was delighted to be able to sail Venture back to Ireland and make contact with some of her owners of earlier years.

Ian took an active interest in visiting some of the traditional leading marks at various anchorages, making sure that they were freshly painted and still visible as referred to in the ‘Blue Book’ CCC Sailing Directions. Perches were procured and assembly teams were mobilised as enjoyable expeditions for all involved. For Ian, there was so much more to being a cruising man than just going sailing.

In 1985 Ian was Rear Commodore of the Club and enjoyed taking his part in helping with the arrangements with the cruise-in-company to celebrate the Club’s 75th anniversary. This included sending the six-strong fleet of Optimist dinghies by road and ferry to accompany the fleet. This investment had been initiated with the support of the CCC Seamanship & Pilotage Trust and enabled taster training sessions to be arranged for local children at the stop-overs at Tobermory and Castlebay, Barra.

Ian then moved to take up the post of Captain of the Dinghy Section at Bardowie which he held from 1988 to 1990. He contributed to make improvements to the facilities at Bardowie, harnessing the opportunities to use the Optimist fleet for the younger members and beginning

Princess Anne with Ian Taggart

an involvement in sailed for the disabled. His contributions over the next few years included supporting the Optimist Open National Championships at Largs in 1988 and 1993.

The development of the Challenger trimaran fleet for disabled sailors was perhaps one of his most enthusiastic projects and one that gave him immense joy at being able to work alongside the many sailors, families and supporters who took part. Ian encouraged a huge range of activities and events for the group that became a year-round operation: parties and social gatherings, fleet maintenance, fund-raising projects, Traveller events. Ian’s phone, typewriter and fax machine were constantly in use as he helped the teams of organisers.

After Aileen died, Ian re-married in 1991 and he and Eileen worked tirelessly through the 1990s to support sailing for the disabled. In 1998, they were both elected Honorary Members of Clyde Cruising Club.

Ian’s brother Sandy was involved with the Jubilee Sailing Trust. Ian joined in supporting the work of the Trust and he took part in voyages on the JST training ship STS Lord

Nelson, along with members of the CCC Challenger group. Ian was awarded the MBE for his work in supporting sailing for the disabled.

Ian always enjoyed keeping a log of his sailing adventures. His detailed narratives were frequently found in the Journals of the Clyde Cruising Club, Roving Commissions of the Royal Cruising Club, newsletters of the Albert Strange Association, or in Yachting Life magazines. He included detailed navigation notes, but significantly he also mentions many sociable encounters with the crews of other yachts in anchorages visited, where he and Eileen would invite folks on board Venture to share stories of their adventures.

One of Ian’s last cruises was in 2010 when he joined with his family on a charter to take part in the Club’s Centenary Cruise. After a crew change mid-cruise, some of his friends joined him and his grandson Jamie. Ian relished his role as skipper once more as they made their way from Arisaig to Vatersay, and then the return to Craobh.

He endured his condition of dementia in recent years and he started an interest in painting. Some of his best creations were of lighthouses, no doubt emerging from his memories held dear of all the happy adventures afloat and cruises around the West Coast.

In August, his family and friends gathered after his funeral service at his home at Tannoch Loch in Milngavie. The CCC burgee was flying at the flagpole. His leading marks for the channel to his jetty were in place. It was just the sort of gathering that Ian encouraged and enjoyed and a fine celebration of his life of adventure and service.

Clyde Cruising Club

Ken Taggart

Ian with June in a Challenger

Obituaries

Tribute to Ian Taggart MBE TD

Ian Taggart always encouraged those less able to sail.

He raised funds for new Challenger, 15ft trimaran dinghies. These are designed especially to make sailing easy, exciting and safe for disabled sailors to enjoy the open water solo and give the freedom that able bodied sailors enjoy.

He organised training expeditions and National Class Regattas which took place in Scotland, England, Ireland and Wales.

He would personally go and collect the less able from homes and institutions so that they had the experience of sailing and found the fun, freedom and independence that it gave them when sailing Challengers. He would also get them home safely again.

Several sailors went on to become Gold Class National Challenger Champions many times over, not least Graham Ritchie, a CCC member, who was a wheelchair user with cystic fibrosis. He won the Bronze British Open Challenger Championship no less than eight times.

Ian won the Caring Cup Award for the CCC against many worthy charitable competitors, and we were all treated to a celebration at the Glasgow City Chambers hosted by Glasgow City Council and the Evening Times.

Ian got me involved with Challengers in 1989 when I made a general enquiry about sailing and asked him if he knew of anyone who might require crew. I ended up buddy sailing Challengers with the less able and travelling all over the country to the different regattas with him, all organized in military style. We had a great deal of fun.

I have photo albums full of happy memories of smiling faces, laughter, music, pipe bands, parties, power boat rides, BBQs, all sorts of celebrations and fun.

Ian’s philosophy was for ‘extremely caring sailing along with a great deal of help for further enjoyment in sailing both recreationally and competitively with a huge bundle of fun thrown in’.

Ian was awarded the MBE for his work with Challengers and enabling the less able to sail. Ian’s dedication to enabling those less able to sail, training them to RYA standards, and producing national champions is highly commendable. He will be remembered most for the fun, freedom, sheer joy and sense of independence he gave to those less able which is priceless.

He was a very special person who made things happen and brought much pleasure to a great many people along the way.

Dorothy Bennett

Trustee, Sailability Scotland

Andrew Ritchie

1928 – 2021 Honorary Member

Andrew ‘Drew’ Ritchie was born on 17 June 1928. He and his wife Bette were married for 70 years, much of which they spent afloat on the Clyde on their various yachts –first Moja, then Maremanda and then Lizandee I and finally Lizandee II, the latter three all Grand Banks motor yachts.

Drew and Bette always had a connection with the CCC, but not long after purchasing Maremanda in 1985, and before they even launched her, their lifelong friend John Mill asked if they would help serve as a committee vessel in the then named Tomatin Series, later to become the Scottish Series. So began a 20 year relationship as one of the main committee vessels of this well-known CCC event.

A familiar presence at the races and always on the finish line, Lizandee, Drew and Bette will be known by many in the club. Drew was an experienced sailor, and a stickler for never missing an event regardless of weather. Drew and Bette were made Honorary Members of the Club in 1995. Drew is survived by his wife Bette, three children and their spouses, seven grandchildren and twelve great grandchildren, who will all miss him dearly. Bette would like to thank the Club for all the years of fun and friendship.

Peter Ritchie

Other Members

Alan Dundas

Ordinary member, Rhu

Ross MacDonald

Ordinary member, Spain

Angela Matheson Ordinary member, Dunlop

Alexander Weatherhead OBE Life member, Glasgow

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DIARY 2022

Trophies, prizes and awards

Clyde Cruising Club

Clyde Cruising Club Annual

Prize-giving and dinner dance

Clyde Cruising Club

The Clyde Cruising Club has a wealth of handsome cups and trophies, which are normally awarded for cruising and racing achievements. These trophies have been awarded to many famous skippers and yachts in the Club’s history and are worthy of serious competition by Club members.

The logs, narratives and articles are of interest and instructive for members. Prizes are awarded for logs and the independent Judges welcome contributions from all members, whether they are sailing at Bardowie, in UK coastal waters or further afield. They may be sailing on their own yachts, on those of friends, or on chartered yachts. The quality of contributions is always enhanced with good photographs. There may also be additional prizes for junior logs and video logs.

Find out more about the awards and how to submit a log for the Annual or a photo for the Coruisk Plate by visiting www.clyde.org

Clyde Cruising

Coruisk Plate winner 2021 Jason McKenzie – RNLI Helensburgh’s crew receive Tunnock’s supplies

Trophy or award

Yacht nameOwner(s)

Winner of

Alexander Craig Memorial Trophy Spirit of May Alastair TorbetTarbert Race Class 3

Aros Trophy Torridon Angus Scott

Tobermory Overall Class 3

Arran Y.C. Jug Torridon Angus Scott Inshore Championship Class 3 Biscuit Barrel Encore Rory ChalmersClosing Muster Class 2 IRC

Bute Challenge Trophy Encore Rory ChalmersBute Race Class 2 CYCA

Bute Team Trophy Banshee Charlie Frize Bute Race Overall CYCA LcT

Christie Watson Trophy Jimmy WatsonBest log in cruise-in-company

Coats Cup Tarskavaig Andrew ThomsonBest cruise of season

Coruisk Plate Jason McKenzieBest photographic image

Crinan Cup Torridon Angus Scott

Tobermory 1 Class 3

Duart Cup Spirit of May Alastair TorbetTobermory 2 Class 3

Gibson Cup Silver Gare Reay MacKayBest cruise by a motor yacht

Ivanhoe Trophy St Bridget Ian Nicolson Clyde 2 Handed Series

Jubilee Trophy Jings Robin Young Tobermory Race 2 Class 2 CYCA Plus Mike Balmforth Award Arran Comrades Mike JohnstonExtensive navigation & seamanship

Murray Blair Challenge Trophy Eager Beaver Bill Logie Best cruise by a smaller yacht Ogg Cup Blue Damsel Boyd HolmesCruise of merit

Ormidale Trophy Contender Geoff CrowleyInshore Championship Class 2 CYCA RG Mowat Memorial Trophy Mariquita Jamie MathesonBest maritime narrative Sirevaag Quaich Torridon Angus Scott Bute Race Saturday Class 3

Strang Silver Tankard Jings Robin Young Inshore Championship Class 1 IRC

Tobermory Cup Boxcar Murray FindlayTobermory Overall Class 1 IRC

Tobermory Trophy (Bell) Torridon Angus Scott

Tobermory Overall Class 3

Tobermory Tuesday Trophy Honeybee Iain CameronTobermory Overall Class 2 CYCA LcT

Tomatin Trophy Torridon Angus Scott

Inshore Championship Overall Torridon Cup Honeybee Iain CameronTobermory Overall Class 2 CYCA Tringa Trophy Animal Kevin Aitken Closing Muster Class 1 IRC Wright Trophy Malindi Seonaid ReidClosing Muster Class 3 Scottish Series trophies

Alfred Mylne Trophy Mad Dog Dan Challis Best Performance in One Design Causeway Cup Final Call John Minnis Best Performance outwith Scotland Clyde Bowl Torridon Angus Scott Best Performance 2 Handed Rose Bowl Animal Kevin Aitken Best Performance in IRC Argento Ken Andrew Class 7, one 1st place Micky Finn Mick Forbes Class 7, one 2nd place

Special Trophies presented by the Commodore

Glenlee Decanter Glenn Porter Services to the Club

McIver Trophy (Mudhook YC) Animal Kevin Aitken IRC Scottish Champion

Sunflower Salver Rory McKinnaOutstanding acheivements in Para Sailing on the International Circuit Todrick Commodore’s Cup Jock HamiltonPresented by the Commodore for a passage of merit

Valhalla of Ashton Salver Freda ForbesVolunteer at Scottish Series WOSJOG Sword Animal Kevin Aitken Scottish Champions, GSS RC35

Racing and cruising musters 2022

More information including sailing instructions for each race or series will be published on the Club’s website before the start of the season.

The 2022 programme is similar to the events we planned to run in 2020 and 2021. Unfortunately those events were affected by COVID 19 restrictions. We are hoping for third time lucky. There is one new event – a two-handed regatta at Inverkip on Saturday 14 May. On the day there will be two races for boats with two crew and will include classes for those racing with or without spinnakers.

All being well, Scottish Series will be moving back to its more traditional format and location in Loch Fyne and for one year only will be one week later than usual to fit in with the Queen’s Platinum Jubilee holiday weekend. This is a fitting change because the very first Scottish Series to take place on the Clyde was organised to coincide with the Silver Jubilee in 1977.

Our programme of races can only take place through the willing efforts of those who volunteer to act as race officers or to help in other roles at Scottish Series and our other regattas. These jobs are not as scary as some people seem to think they are and we would encourage anyone who wants to help and increase their sailing knowledge and experience to get in touch with the office or any flag officer or committee member. Training and mentoring are available for potential race officers.

As an extra incentive this year, all those who start or finish one or more of our main programme of races will get free entry to all those races, excluding Scottish Series, the St Kilda Challenge and North Clyde Regatta. Get your applications in early.

Ian Macdonald

Dates to remember 2022 9 FebruaryIan Nicolson – The Sailing Scot who won Two Wars The Pond Hotel 25 FebruaryTalk by Clive Reeves at Bardowie – Cruising on Atalaya to Greece and Turkey plus Norway and Sweden Bardowie 9 MarchBob Shepton – Antarctica Past and Present The Pond Hotel 12 MarchBardowie Boat Unpacking Bardowie 23 MarchSGM and Stuart Macdonald – Homeward Bound from New Zealand to Scotland, on Beyond The Pond Hotel 23 AprilBute Race 30 AprilOpening Muster Bank holiday weekend 14 May2-Handed Regatta 2 races based at Kip 2-5 JuneScottish Series Tarbert: Jubilee Weekend 4 JuneLaird Trophy (Juniors) Regatta Hosted by CCC DS 9-11 June Clyde Muster Wreck Bay 18 JuneBrazill Trophy and Rediscover Dinghy Sailing Bardowie 27 JuneDS Summer School begins 6 weeks duration 1 JulyAilsa Craig Race 2-Handed 16 JulyRound the Mull Race 16-18 JulyTobermory Race 1 and 2 Glasgow holiday weekend 6 AugustLoch Spelve Muster 6 AugustCCC DS Regatta Bardowie 13 AugustDuncan’s Regatta Bardowie 20 AugustTarbert Race 20-21 AugustScottish Topper and Optimist Traveller Events 10-11 September North Clyde Regatta 17 SeptemberKeelboat Day Largs 24 SeptemberClosing Muster to Tarbert 5 NovemberBardowie Boat Packing Away 22 NovemberCCC DS AGM and Prizegiving

Find race entry forms online at www.clyde.org

Clyde Cruising Club

0632 1920

0804 2045

0603 1853

0754 2021

DOVER

0802 2021

0854 2113

0928 2152 Fr 1111 2341 Mo 0005 1216 We 0011 1227 Sa 0054 1307 Mo 0110 1321 12

Th 0740 2022 Su 0908 2137 Su 0725 2008 We 0845 2106 Fr 0847 2104 Mo 0941 2201 We 1023 2248 Sa 1155 Tu 0039 1253 Th 0044 1301 Su 0127 1337 Tu 0141 1354 13 14 Fr 0841 2115 Mo 0954 2217 Mo 0836 2105 Th 0927 2144 Sa 0928 2145 Tu 1029 2251 Th 1115 2341 Su 0024 1237 We 0114 1330 Fr 0118 1333 Mo 0200 1413 We 0213 1432

Tidal Constants

TO BE ADDED TO OR SUBTRACTED FROM THE TIMES OF HW DOVER.

The constants given in this table are MEAN and can vary according to state of the tide by as much as 45 minutes either way and up to 60 minutes in abnormal weather conditions.

WEST OF SCOTLAND

Average rise of Spring Tides is 4 to 5 m (approx. 12 to 15 ft.) on the coasts west and northwest of the Sound of Jura. In the Sound of Jura, due to the effects of the fast flowing tidal streams in the North Channel, the tidal range is limited to 1.5 to 2 m (approx. 4 to 6 ft.) and the times of HW are more complex to predict.

Place Plus or MinusHrs.Mins

Bunessan minus 5 45

Canna minus 4 45

Cape Wrath minus 3 40

Castlebay, Barra minus 5 10

Coirebhreacain minus 6 05

Corran Narrows minus 5 15

Crinan minus 6 05

Cuan Sound minus 5 40

Dorus Mor minus 6 05

Dunvegan minus 5 00

Easdale minus 5 25

East Loch Tarbert, Harris minus 5 45

Falls of Lora, slack HW minus 2 50

Fort William minus 5 05

Gunna Sound minus 5 25

Iona Sound minus 5 35

Isle Ornsay minus 5 00

Kyleakin minus 4 40

Kyle Rhea minus 5 05

Loch Aline minus 5 20

Loch Boisdale minus 5 10

Loch Eriboll minus 5 35

Loch Gairloch minus 4 35

Loch Laxford minus 4 00

Loch Maddy minus 4 50

Loch Scresort minus 4 50

Loch Shieldaig (L. Torridon) minus 4 35

Loch Skipport minus 5 10

Loch Spelve minus 5 35

Mallaig minus 5 00

Oban minus 5 30

Obb of Harris minus 5 00

Peter Straits minus 5 35

Plockton minus 4 35

Poolewe minus 4 25

Port Askaig minus 6 15

Port Ellen minus 6 00

Portree minus 4 40

Raasay Narrows minus 4 35

Rona Sound minus 4 35

Sound of Barra minus 5 15

Stornoway minus 4 20

Strontian minus 5 15

Tobermory minus 5 10

Ullapool minus 4 15

Vatersay Sound, West end minus 6 00

FIRTH OF CLYDE

In the Firth of Clyde the average spring rise is 3 to 3.5m (approx. 9 to 11 ft.), neaps about 2 m (approx. 6 ft.)

Place

Plus or MinusHrs.Mins

Arrochar plus 1 10

Ardrishaig plus 1 10 Ardrossan plus 1 00 Ayr plus 0 50

Campbeltown plus 0 45 Rhu Narrows plus 1 15 Garroch Head plus0 55 Girvan plus 0 45 Gourock plus 1 15 Greenock plus 1 15 Holy Loch plus 1 05 Inveraray plus 1 25 Inverkip plus 1 10 Kyles of Bute Narrows plus 0 55 Lamlash plus 0 50 Millport plus 1 05 Mull of Galloway plus 0 15 Otter Spit plus 1 15 Portpatrick plus 0 35 Renfrew plus 1 35 Rothesay plus 1 00 Sanda Island plus 0 35 Scalasaig (Colonsay) plus 5 42 Small Isles (Jura) plus 4 00 Southend (Kintyre) plus 0 45 Stranraer plus 0 55 Tarbert (Loch Fyne) plus 1 20 Tighnabruaich plus 1 20 Troon plus 0 50

OTHER PORTS

Place

Plus or Minus Hrs. Mins

Aberdeen plus 220 Belfast Lough plus 0 10 Clachnaharry (Caledonian Canal) plus 1 15 Douglas (Isle of Man) plus 0 15 Dundee plus 3 50 Dun Laoghaire plus 0 30 Fraserbourgh plus 1 20 Granton plus 3 50 Inverness plus 1 00 Kipford (Kirkcudbright) plus 0 30 Kirkwall minus 0 35 Larne plus 0 10 Leith plus 3 40 Lerwick minus 0 10 Scrabster minus 2 50 Strangford Lough plus 2 00 Stromness minus 1 50 Whithorn plus 0 35 Wick plus 0 15

2011 Sa 0712 2017 Tu 0923 2216 Fr 1140 2352 Su 1205 We 0030 1243 Fr 0048 1251

Mo 0552 1807 Th 0633 1903 Th 0501 1727 Su 0556 1859 Tu 0624 2000 Fr 0801 2114 Su 0827 2128 We 1040 2315 Sa 1226 Mo 0014 1242 Th 0108 1315 Sa 0124 1325 10

Tu 0643 1906 Fr 0733 2024 Fr 0544 1818 Mo 0707 2105 We 0742 2118 Sa 0907 2209 Mo 0938 2231 Th 1142 Su 0036 1309 Tu 0055 1315 Fr 0144 1348 Su 0200 1400 11 12 We 0740 2015 Sa 0859 2214 Sa 0639 1930 Tu 0846 2212 Th 0856 2210 Su 1006 2259 Tu 1042 2326 Fr 0006 1236 Mo 0119 1348 We 0134 1346 Sa 0219 1423 Mo 0237 1436 12 13 Th 0847 2128 Su 1020 2311 Su 0757 2155 We 0958 2256 Fr 0953 2254 Mo 1100 2345 We 1142 Sa 0053 1327 Tu 0159 1423 Th 0210 1418 Su 0255 1458 Tu 0317 1512 13 14 Fr 0952 2231 Mo 1111 2354 Mo 0945 2250 Th 1042 2335 Sa 1040 2334 Tu 1153 Th 0016 1239 Su 0138 1414 We 0237 1455 Fr 0244 1452 Mo 0334 1535 We 0359 1552 14 15 Sa 1046 2322 Tu 1151 Tu 1043 2331 Fr 1121 Su 1127 We 0030 1246 Fr 0104 1335 Mo 0221 1456 Th 0313 1528 Sa 0319 1527 Tu 0417 1616 Th 0446 1636

HM COASTGUARD BROADCAST TIMES AND FREQUENCIES FOR MARITIME INFORMATION BROADCASTS

The following times and frequencies came into effect on the 1st February 2007 with working channel frequencies changes in September 2017.

Schedule A Full Maritime Safety Information broadcast, including new Inshore Forecast and Outlook, Gale Warnings, Shipping Forecast, WZ Navigation Warnings, SUBFACTS & GUNFACTS where appropriate, 3 Day Fisherman's Forecast when and where appropriate.

Schedule B New Inshore Forecast plus previous Outlook, Gale Warnings.

Maritime and Coastguard Agency Safety information leaflet June 2018 can be accessed via www.gov.uk/government/publications/maritime-safety-information-leaflet

RCC TIMES AND SCHEDULE

Shetland

COG Belfast Information

MMSI 002320021 Telephone: 02891 463933

Maritime weather information times and content. (local times)

VHF 02:1005:10 08:1011:1014:1017:1020:1023:10 MF 08:1020:10

Gale Warnings – Irish Sea, Malin, Hebrides & Bailey

Shipping Forecasts – Irish Sea, Malin, Hebrides & Bailey

Inshore Forecasts – IOM, Lough Foyle to Carlingford Lough, Mull of Galloway to Mull of Kintyre, Mull of Kintyre to Ardnamurchan Point.

Navigation Warnings – Areas 12, 13, 14 & 15

SUBFACTS & GUNFACTS

AERIAL POSITION

MSI CH AIS Notes

Black Mountain54-35N 006-01W63

Limavady 55-06N 006-53W10 YES

Orlock Head54-41N 005-35W62 YES

Belfast Lough Slieve Martin54-06N 006-10W64

West Torr 55-12N 006-06W64

Greenock 55-55N 004-48W62

Law Hill 55-42N 004-51W64 YES

Kilchiaran 55-46N 006-27W62 YES

Clyde area

Mull of Kintyre South Knapdale55-55N 005-28W63 YES

Ru Stafnish55-22N 005-32W10

Navaar 54-28N 007-54W64 Lough Erne Tiree 56-30N 006-52WMF 1883 Khz MF only

Operational Area Mull of Galloway to North end Of Jura including Firth of Clyde (55 08N) Northern Ireland, including Lough Erne & Lough Neagh.

COG Stornoway Information

MMSI 002320024 Telephone: 01851 702014 Maritime weather information times and content. (local times)

VHF 01:1004:10 07:1010:1013:1017:1019:1022:10 MF 07:1019:10

Gale Warnings – Malin, Hebrides, Bailey, Rockall & SE Iceland. Any active Gale Warnings are also broadcast on MF at the normal 3 hourly broadcast times.

Shipping Forecasts – Malin, Hebrides, Bailey, Rockall, Fair Isle, Faeroes & SE Iceland

Inshore Forecasts – Mull of Kintyre to Ardnamurchan Point, Ardnamurcan Point to Cape Wrath including outer Hebrides and The Minch.

Navigation Warnings

SUBFACTS & GUNFACTS

AERIAL POSITION MSI CH

General Regulations of races

Clyde Cruising Club is the Organising Authority. The notation “DP” in a rule in these regulations means that the penalty for a breach of that rule may, at the discretion of the protest committee, be less than disqualification.

1. Rules

Races will be governed by the rules as defined in The Racing Rules of Sailing (RRS), the Prescriptions of the RYA, IRC Rules Parts A, B and C, World Sailing Offshore Special Regulations (OSR), CYCA Handicap System, all as modified by Sailing Instructions for specific events. This alters RRS 63.7.

2. Advertising

2.1 Yachts may be required to display advertising chosen and supplied by the Organising Authority. DP

2.2 Competitors automatically grant to the Organising Authority and their sponsors without payment, the right in perpetuity to make, use and show any photographs, motion pictures and live, taped or filmed television of, or relating to, the event.

3. Eligibility, entry and fees

3.1 Races are open to:

For the Inshore Championship races, yachts in the following classes:

Class 1IRC ratings ≥ 1.000 and CYCA <12

Class 2Class 2, IRC ratings ≤ 0.999, CYCA ≥ 12.00 and Two-handed yachts with no restrictions

Class 3CYCA handicaps Restricted Sail Class: these yachts may set headsails but may not set a spinnaker, both as defined in RRS 50.4, minimum crew 2 persons. If a yacht intends to race restricted sail or be eligible for a Two-handed result, the Club office must be notified in writing or by email no less than 48 hours before the start.

In the case of a yacht’s IRC and CYCA ratings falling in different Classes, the CYCA rating shall determine the Class.

For other races including Ladies and Juniors, yachts with CYCA handicaps.

3.2 Classes may be divided or combined at the discretion of the Race Committee.

3.3 Each yacht shall display on its backstay the numeral pennant of the class in which it is racing. This numeral pennant will be the class warning signal unless otherwise stated. DP

3.4 Entries should be made via the Club’s website which includes details of entry fees.

3.5 Yachts in IRC classes shall provide to the Club Office a copy of its IRC certificate before racing. DP

3.6 For races where the Individual Sailing Instructions so state, each competing yacht shall be helmed throughout by a member of the Clyde Cruising Club except for short periods for personal needs.

3.7 Yachts shall not race single handed.

4. Schedule

4.1 The events and races for the year are set out elsewhere in the Yearbook and the Club website.

4.2 The Inshore Championship shall comprise the following 6 races and approximate distances (NM):

Bute Race 35

Opening Muster 14

Tobermory Race 125

Tobermory Race 238

Tarbert Race 27

Closing Muster 22

4.3 The Ailsa Craig Two-handed race will be approximately 57 NM.

5. Minimum equipment and crew limits

5.1 Yachts shall not carry anchors over the bow stemhead fitting. DP

5.2 Yachts shall comply with OSR Appendix B; unless otherwise specified by class rules for yachts racing in one design classes, in Appendix B 5.01, the personal flotation device shall be an inflatable lifejacket defined in the starred sections of 5.01 of the main regulations, and carry a marine VHF transceiver complying with 3.29.05 of the main regulations.

5.3 The Club strongly recommends that yachts which can comply with OSR Cat 4 do so.

5.4 IRC 22.4.2 is deleted There shall be no restriction on the number of crew unless 5.5 applies.

5.5 Crew is limited to 2 persons on board if the Individual Sailing Instructions apply GR 5.5.

5.6 The Race Committee reserve the right to inspect any yacht to verify that the regulations have been complied with.

6. Course and marks

6.1 Marks shall be rounded in the order stated in the Individual Race Sailing Instructions. (P) indicates a mark to be rounded to Port, (S) indicates a mark to be rounded to Starboard.

6.2 Marks described as “Racing Marks” will normally be an inflatable or semi rigid buoy laid specifically for the purpose unless otherwise stated in the Individual Race Sailing Instructions.

6.3 In addition to “Racing Marks”, courses set out in Individual Race Sailing Instructions may use marks as described on the page entitled Course Marks.

7. Communications with competitors

7.1 At the Start the Race Committee will use VHF Channel 77.

7.2 Any fleet broadcasts during the race will be made on VHF Channel 77

7.3 At the Finish the Race Committee will monitor VHF Channels 16 and 77.

General Regulations of races

7.4 Where the Committee Vessel cannot otherwise be identified the call sign of the Race Committee will be “CRUISING ONE”.

7.5 Committee vessels may display a large flag with CCC thereon.

8. The start

8.1 The Start Line for each Race will be described in the Individual Race Sailing Instructions.

8.2 Rule 26 is altered to 10, 5, go with the class warning signal at 10 minutes before a class start signal. In a sequence of starts, the preparatory signal will be lowered at the start of the last class.

8.3 The normal starting sequence will not be interrupted by a general recall. The First Substitute will be lowered after 5 minutes. No additional sound signal will be given. This changes RRS 29.2.

8.4 The warning signal for the class which has had a general recall will normally be displayed again at the starting signal of the last class to start correctly. If the recalled class was the last start of the sequence, its warning signal will be displayed again 5 minutes after the recalled start. If more than one class is subject to a general recall, the warning signal for the second of these classes will be displayed at the preparatory signal of the first and so on. This changes RRS 29.2.

8.5 A yacht arriving late in the vicinity of the starting area and having broken Rule 42.1 (PROPULSION) by remaining under power, or tow, after her preparatory signal must, after stopping her engine or casting off her tow, complete the “TWO TURNS” penalty (RRS 44.2) on the pre–start side of the starting line or its extensions. This penalty must be taken after the yacht’s starting signal is made. Such a yacht shall keep clear of all other yachts until she has completed her turns and has started. DP

8.6 A yacht starting later than 20 minutes after her starting signal will be scored Did Not Start without a hearing. This changes RRS A4 and A5.

9. Sailing during the hours of darkness

9.1 Between the hours of nautical sunset and sunrise, the rules contained in RRS Part 2 will cease to govern the Race which will be continued under the IRPCS.

10. The finish, shorten course and declarations

10.1 The Finish Line for each Race will be described in the Individual Race Sailing Instructions.

10.2 Yachts finishing should identify themselves to the Officials particularly during the hours of darkness and ensure that the Officials have checked them in as having finished; they should also check and record their own time as they cross the finishing line, in case they may not have been seen by the Officials due to darkness, severe weather, or the line being unmanned; where possible, record the names of yachts which finish immediately ahead and astern.

10.3 Altering RRS 32, a Shorten Course at a mark of the course may be broadcast on VHF CH77 and boats should take their own times at such a mark for any subsequent Declaration.

10.4 Where Individual Sailing Instructions so state, and on shorten course, requested information should be sent electronically to racing@clyde.org. To allow the results to be calculated and posted on the website quickly, please also text your boat name and your finishing time to the Racing Secretary. DP

11. Time limits

11.1 Any time limits and extensions will be set out in the Individual Race Sailing Instructions.

12. Protests and penalties

12.1 Protests shall be intimated to the Race Officials at the Finishing Line and shall be made on the proper form and delivered to the Race Officials at the Finish within 2 hours of the time the last yacht in the race finishes. A time and venue of any hearing will thereafter be advised.

12.2 Altering RRS 64, the penalty for a breach of a rule may, at the discretion of the Protest Committee, be less than disqualification.

13. Scoring

13.1 If only one yacht in a class comes to the start area, there will be no race for that class and no points or trophies will be awarded for that class in that race. The yacht may however have its class combined with another class in that race and will be eligible for race prizes and (subject to 13.2) trophies in the combined class.

13.2 If two yachts in a class come to the start area, they will be eligible for race prizes and points in the championship class they have entered, in accordance with RRS 90.3(a), but not for any trophies for that race.

13.3 A yacht which does not come to the starting area will score points equal to the number of starters plus 10. This alters RRS A9.

13.4 For the Inshore Championship, a yacht’s best 3 races will count for points. Ties will be broken in accordance with RRS Appendix A.

13.5 In the Inshore Championship, any yacht whose handicap is altered and thus moves to a different class after it has sailed in one or more Championship races shall continue to race and receive points in its original class but its revised handicap will apply.

13.6 Race officers on duty for an Inshore Championship race will receive points for that race equal to the average of their best 2 results in that Championship.

13.7 Yachts entering Classes 1 or 2 of the Inshore Championship will be scored under both IRC and CYCA, if eligible.

14. Prizes

14.1 Overall trophies for races will be awarded to the yacht having the best corrected time on CYCA. Trophies and other prizes will be awarded at the discretion of the Race Committee.

15. Clydeport operations limited instructions – narrow channels

15.1 Attention is drawn to the International Regulations for the Prevention of Collision at Sea 1972 (IRPCS). Particular notice shall be taken of Rule 9b which states “a vessel of less than 20 metres in length or a sailing vessel shall not impede the passage of a vessel which can safely navigate only within a “Narrow Channel or Fairway”.

15.2 Whilst racing or on passage in the Firth of Clyde north of Cumbrae Head, yachts shall regard “Recommended Channels” marked as dotted lines on Hydrographic Office charts as a “Narrow Channel” within the meaning of the IRPCS 9b.

Furthermore Clydeport Operations Limited has decreed that any waters of the Firth of Clyde where vessels by virtue of size, draught, speed or proximity to land, hazards and other vessels are unable to manoeuvre freely must be regarded as a “Narrow Channel”.

15.3 Whilst racing, any yacht which is unable for reasons of lack of wind or other cause, to sail clear of a large power driven vessel shall start her engine and/ or paddle in order to clear and thereafter shall report full details to the Race Committee.

15.4 Competitors are reminded of the Clydeport Operations Limited Byelaw which prohibits yachts and other craft from manoeuvring within 100 metres of any ferry terminal. Particular regard shall be paid to this when in the vicinity of the Caledonian MacBrayne and Western Ferries facilities at Dunoon, McInroy’s Point, Hunter’s Quay, Largs, Cumbrae, and Wemyss Bay.

15.5 Military vessels routinely transit the race area and can be accompanied by a security escort. Yachts and support boats should not shape a course to approach any military vessel or in any case pass closer than 200m to a warship or 400m to a surfaced submarine nor should high speed support shape a course, at speed, in the direction of a military vessel. The escorting security forces, if they consider any vessel is approaching a military vessel, will intercept and warn to keep clear. Yachts and support vessels should manoeuvre as requested.

16. Risk statement

16.1 Rule 4 of the Racing Rules of Sailing states: “The responsibility for a boat’s decision to participate in a race or to continue racing is hers alone.” See also World Sailing Offshore Special Regulation 1.02. Sailing is by its nature an unpredictable sport and therefore involves an element of risk. By taking part in the event, each competitor agrees and acknowledges that:

a) They are aware of the inherent element of risk involved in the sport and accept responsibility for the exposure of themselves, their crew and their boat to such inherent risk whilst taking part in the event;

b) They are responsible for the safety of themselves, their crew, their boat and their other property whether afloat or ashore;

c) They accept responsibility for any injury, damage or loss to the extent caused by their own actions or omissions;

d) Their boat is in good order, equipped to sail in the event and they are fit to participate;

General Regulations of races

e) The provision of a race management team, patrol boats, umpires and other officials and volunteers by the organiser does not relieve them of their own responsibilities;

f) The provision of patrol boat cover is limited to such assistance, particularly in extreme weather conditions, as can be practically provided in the circumstances;

g) It is their responsibility to familiarise themselves with any risks specific to this venue or this event drawn to their attention in any rules and information produced for the venue or event and to attend any safety briefing held for the event.

h) They are responsible for ensuring that their boat is equipped and seaworthy so as to be able to face extremes of weather; that there is a crew sufficient in number, experience and fitness to withstand such weather; and that the safety equipment is properly maintained, stowed and in date and is familiar to the crew.

17. Inspections

17.1 The fact that the race committee may conduct inspections of a boat does not reduce the responsibilities of each competitor set out in these General Regulations.

18. Insurance

18.1 The owner/skipper is required to ensure that the yacht has adequate insurance and in particular to hold insurance against third party and passenger claims in the sum of at least £3,000,000 per incident.

19. Privacy statement

19.1 The personal information you provide to the organising authority will be used to facilitate your participation in the event. If you have agreed to be bound by the Racing Rules of Sailing and the other rules that govern the event (the rules), the legal basis for processing that personal information is contract. If you are not bound by the rules, the legal basis for processing that personal information is legitimate interest. Your personal information will be stored and used in accordance with the OA’s privacy policy. When required by the rules, personal information may be shared with the RYA and/or World Sailing. The results of the event and the outcome of any hearing or appeal may be published.

World Sailing Offshore Special Regulations

The link to the World Sailing home page where a direct link to the Offshore Special regulations can be found is www.sailing.org

There is also a link from the Club’s website.

This chart shows most of the racing marks used in the Championship races. Not to be used for navigation

Marks

Ard No. 24

Red Can 55°55.4´ N 04°45.5´ W

Ardlamont Red Can 55°49.2´ N 05°11.8´ W

Ardmaleish North Cardinal 55°53.1´ N 05°04.7´ W

Ardyne Green Conical 55°52.1´ N 05°03.2´ W

Ascog Patches Beacon 55° 49.7´ N 05° 00.3´ W

Barons Point (Kil No3) Green Conical 55°59.2´ N, 04°51.4´ W

Bogany Point Red Can 55°50.75´ N 05°01.45´ W

Carry Buoy Red Can 55°51.4´ N 05°12.3´ W

CPA Channel Buoy B Yellow Can 55°47.1´ N 04°57.5´ W

CPA Channel Buoy D Red Can 55°47.8´ N 04°56.3´ W

CPA Channel Buoy F Red Can 55°48.6´ N 04°55.0´ W

CPA Channel Buoy I Green Conical 55°50.2´ N 04°54.2´ W

CPA Channel Buoy J Red Can 55°51.5´ N 04°54.7´ W

HUN 1 Yellow Can 55° 48.11´ N 04 ° 54.20´ W

HUN 3 Red Can 55°47.6´ N 04°53.5´ W

HUN 5 Green Conical 55°45.9´ N 04°52.5´ W

HUN 9

Red Can, 55°44.7´ N., 4°54.4´ W

HUN 13 Green Conical 55° 42.54´ N 04 ° 55.17´ W

HUN 14 Red Can 55° 42.3´ N 04 ° 56.0´ W

NATO Buoy A 8 Large Yellow, 55° 57.90´ N., 04° 45.09´ W

Pile Beacon East No1 4 Leg pile beacon. 55° 59.12´ N 04° 43.88´ W

Portachur Buoy Green Conical 55°44.3´ N 04°58.5´ W

Portachur (Tan) Spit South Cardinal 55° 44.4´ N 04° 57.1´ W

RGYC Racing Mark E Dayglo Orange 55°57.3´ N 04°50.2´ W

Rubha Ban Red Can, 55° 54.95´ N 05° 12.33´ W

Rubha Bodach Green Conical 55°55.4´ N 05°09.6´ W

Sgat Mor Lighthouse 55°50.9´ N 05°18.9´ W

Toward Bank Green Conical 55° 51.0´ N 04° 59.9´ W

Toward Point Buoy East Cardinal 54°51.43´ N 04°59.10´ W

Warden Bank Buoy Green Conical 55° 55.77´ N 04° 54.55´ W

Former Officers of the Club

Commodores

1909 Chairman H.D. Matheson

1910 – 1923 Sir T. C. Glen Coats, BT

1923 – 1938 Sir Thomas Dunlop, CBE

1938 – 1940 Alfred Mylne

1940 – 1947 Col. C. L. Spencer

1947 – 1952 Robert J. Dunlop

1952 – 1962 John McKean

1962 – 1966 William Strang

1966 – 1971 Ian P. Young

1971 – 1974 James Peters

Vice Commodores

1910 – 1922 Roderick Scott

1922 – 1938 Alfred Mylne

1939 – 1940 Col. C. L. Spencer

1940 – 1947 Robert J. Dunlop

1947 – 1951 Samuel F. Strang

1951 – 1952 John McKean

1952 – 1957 W. P. Findlay

1957 – 1962 William Strang

1962 – 1965 G. A. Peat

1965 – 1966 Ian P. Young

1966 – 1969 R. M. Dundas

1969 – 1973 G. Victor Dare

1973 – 1975 A. D. Findlay

1975 – 1976 P. Houston

1976 – 1977 D. S. Rombach

1977 – 1978 W. W. McKean

1978 – 1979 J. W. MiII

1979 – 1980 J. W. Clow

Rear Commodores

1912 – 1920 Captain T. A. Ross

1920 – 1922 A. S. Lawrence 1923 A. Stirrat

1924 W. M. Blair

1925 – 1938 Col. C. L. Spencer

1938 – 1939 C. K. Young

1939 – 1940 Robert J. Dunlop

1940 – 1947 Samuel F. Strang

1947 – 1950 R. G. Mowat

1950 – 1951 John McKean

1951 – 1952 F. B. Stirrat

1952 – 1955 William Strang

1955 – 1957 Ian. P. Young

1957 – 1961 G. A. Peat

1961 – 1963 James Peters

1963 – 1965 W. P. Watson

1965 – 1968 John Duncan

1968 – 1969 G. Victor Dare

1969 – 1970 Dr Thomas Harvey

1970 – 1973 A. D. Findlay

1973 – 1975 P. Houston

1975 – 1976 D. S. Rombach

1976 – 1977 W. W. McKean

Honorary Secretaries

1910 John Matheson

1911 – 1917 C. K. Young

1917 – 1919 James S. Lawrence

1919 – 1920 Charles E. Melville

1920 – 1938 C. K. Young

Dinghy Section Captains

1933 C. K. Young

1933 – 1935 W. Lyall

1936 – 1937 S. M. Mckechnie

1938 – 1948 J. McIntyre

1949 – 1954 J. Harris

1955 – 1964 W. Carey

1965 – 1970 C. K. G. White

1971 – 1975 J. G. Fleming

1974 – 1979 G. Victor Dare 1979 – 1982 J. W. Mill 1983 – 1985 W.W. McKean 1985 – 1987 Alastair Macdonald 1988 – 1989 John W. Clow

1990 – 1991 Ronald L. Sharp 1992 – 1993 Charles A. L. Simmie 1994 – 1995 Hugh F. Morrison 1996 – 1997 Mrs K Christie 1998 – 1999 Alan A. Robertson

1981 H. F. Morrison 1982 A. D. Houston 1983 Alastair Macdonald 1984 Norman H. Judd 1985 N. J. Wright 1986 Ian M. W. Taggart 1987 T. Iain Robertson 1988 Ronald L. Sharp 1989 A. Boyd Tunnock 1990 Charles A. L. Simmie 1991 J. Baird 1992 William Carlaw 1993 Ian E. McNair 1994 Mrs K. Christie 1995 James W. F. McIlraith 1996 – 1997 Alan A. Robertson 1998 Howard J. Morrison 1999 Clive B. Scott

1977 – 1978 J. W. Mill

1977 – 1979 J. W. Clow

1978 – 1980 H. F. Morrison

1979 – 1981 A. D. Houston

1981 – 1982 Alastair Macdonald 1982 – 1983 Norman H. Judd 1983 – 1984 N. J. Wright 1984 – 1985 Ian M. W. Taggart 1985 – 1986 T. Iain Robertson 1986 – 1987 Ronald L. Sharp 1987 – 1988 A. Boyd Tunnock 1988 – 1989 Charles A. Simmie 1989 – 1990 J. Baird 1990 – 1991 William Carlaw 1991 – 1992 Ian E. McNair 1992 – 1993 Mrs K. Christie 1993 – 1994 James W. F. Mcllraith 1994 – 1995 Alan A. Robertson 1995 Jonathan W. Anderson 1996 – 1997 Howard J. Morrison 1996 – 1998 Clive B. Scott 1998 Jim Kennedy 1998 – 1999 John Kelly

1938 – 1939 S. M. McKechnie

1939 – 1964 J. C. Dobie

1964 – 1969 Geoffrey C C Duncan

1970 – 1997 A. G. Taggart 1998 – 2004 Joe Baird

1976 – 1977 J. C. Carmichael

1978 – 1979 D. D. Whyte

1980 – 1982 D. M. Murray

1983 – 1987 W. Weir

1988 – 1990 I. M. W. Taggart

1991 – 1993 J. G. Lindsay 1994 – 1996 S. Byron 1997 – 1999 M. K. Nichol

2000 – 2001 Nick Wright

2002 – 2003 Peter L. Fairley

2004 – 2005 Clive B Scott

2006 – 2007 Jim McIlraith

2008 – 2010 Howard J. Morrison

2011 – 2013 John W R Watson

2014 – 2015 Patrick M Trust

2016 – 2017 Clive Reeves

2018 – 2019 John C.J. Readman

2020 – 2021 Alastair Torbet

2000 John Kelly

2001 Peter L. Fairley

2002 Archie Black 2003 Bernie Curran

2004 Barrie Waugh

2005 Martin Nichol

2006 Scott Chalmers

2007 Ian Abernethy

2008 – 2009 Ian Macdonald

2010 Jeremy Glen 2011 – 2012 Patrick Trust

2013 Stephen T Bennie

2014 – 2015 Clive Reeves

2016 – 2017 John C.J. Readman 2018 – 2019 Alastair Torbet 2020 – 2021 Geoff Crowley

1999 – 2000 Peter L. Fairley

2000 – 2001 Archie Black

2001 – 2002 Bernie Curran

2002 – 2003 Barrie Waugh

2003 – 2004 Martin Nichol

2004 – 2005 Scott Chalmers

2005 – 2006 Ian Abernethy

2006 – 2007 Ian Macdonald

2008 Don Cameron

2007 – 2009 Jeremy Glen

2009 – 2010 Jamie Matheson

2009 – 2010 Patrick Trust

2010 – 2012 Stephen Bennie

2010 – 2012 John C.J. Readman

2013 Clive Reeves

2013 – 2014 Alan Cassels

2014 – 2015 Dane Ralston

2015 – 2016 Helen Kirk

2016 – 2018 David Denholm

2017 – 2018 Uel Torbet

2018 – 2019 Geoff Crowley

2020 – 2021 Glenn Porter

2020 – 2021 Ian Macdonald

2005 – 2006 Gordon Paterson

2007 – 2011 Bernie Curran

2012 – 2021 Jennifer Rolland

2000 – 2002 A. S. Cassels

2003 – 2005 Richard Davies

2006 – 2009 D. D. Whyte

2010 – 2012 Helen B Kirk

2013 – 2015 Jim Graham

2016 – 2018 Hugh McLean

2019 – 2021 Jason McKenzie

Honorary Members and Associated Clubs

Honorary Members

Her Royal Highness The Princess Royal John and Helen Anderson

Jonathan Bradbeer

Gordon Fortune

Stuart Fortune

Jim Harvie Gerry Hughes

Associated Clubs

Vladimir Ivankiv

Harry and Malinda Keith

Mike McIntyre

David Mollison

Bette Ritchie

Shirley Robertson

Emma Sanderson

Eileen Taggart

Sandy and Christine Taggart Sir Boyd Tunnock

Anne Walker

Phil Walter

Nick and Marwyn Wright

The Flag Officers, Committee and members of Clyde Cruising Club have long-standing links with many other yacht clubs in Scotland and further afield. The Commodore and Secretary of the following clubs when in office have been appointed as Honorary Members ex officio of Clyde Cruising Club:

Ballyholme YC Seacliffe Road, Bangor, BT20 5HT

Cruising Association 1 Northey Street, Limehouse Basin, London, E14 8BT

Cruising Club of America 230 Asbury Street, Hamilton, MA 01982, USA

Fairlie Yacht Club Fairlie, Ayrshire KA30 8SN

Great Lakes Cruising Club 1587 Gloucester Road, London, Ontario N6G, Canada

Howth Yacht Club Harbour Road, Howth, Co Dublin, Ireland

Irish Cruising Club Coonlocken House, Ardbrack, Kinsale, Co Cork, Ireland

Little Ship Club The Naval Club, 38 Hill Street, London, W1X 8DP

Manchester Yacht Club Massachusetts, USA

National Yacht Club Dun Laoghaire, Co Dublin, Ireland

Ocean Cruising Club 10 Carlisle Road, Hampton, TW12 2UL

Royal Cork Yacht Club Crosshaven, Co Cork, Ireland

Royal Cruising Club Flints, Langrish, Hampshire, GU32 1RQ

Royal Findhorn Yacht Club Findhorn, Moray, IV36

Royal Forth Yacht Club Middle Pier, Granton Harbour, Edinburgh, EH5 1HF

Royal Gourock Yacht Club Ashton, Gourock, PA19 1DA

Royal Irish Yacht Club Harbour Road, Dun Laoghaire, Co Dublin, Ireland

Royal Highland Yacht Club Oban, Argyll

Royal Northumberland Yacht Club South Harbour, Blyth, NE24 3PB

Royal Naval Sailing Association HMS Neptune Sailing Centre, HMNB Clyde, Faslane, G84 8HL

Royal Northern & Clyde Yacht Club The Clubhouse, Rhu, Helensburgh, G84 8NG

Royal North of Ireland Yacht Club 7 Seafront Road, Co Down, BT18 0BB

Royal Ocean Racing Club 20 St James’s Place, London, SW1A 1NN

Royal St George Yacht Club Dun Laoghaire, Co Dublin, Ireland

Royal Scottish Motor Yacht Club 35 Brueacre Drive, Broom Park, Wemyss Bay, PA18 6HA

Royal Ulster Yacht Club 101 Clifton Road, Bangor, BT20 5HY

Royal Yacht Squadron The Castle, Cowes, P031 7QT

Tarbert Yacht Club Battery Point, Harbour Road, Tarbert, PA29 6UF

Clyde Cruising Club Seamanship and Pilotage Trust

We are grateful that Flag Officers and members had such foresight to found this charity in the 1980s which has enabled so many young sailors to take to the water, and benefitted the whole sailing community.

Trustees for 2022

Patrick Trust

James Graham Sandra Smith

Diane Whyte Alastair Torbet Geoff Crowley – Commodore

We thank John Readman, who is retiring, for continuing to examine the accounts and Alan Weir as past chairman of Trustees.

Donations or gifts

Information on donations is also available on the website www.clyde.org in the section ‘Information’.

Clyde Cruising Club Seamanship & Pilotage Trust is now registered with two websites. You can donate to the Trust when you shop online. Go to www.smileamazon.co.uk or easyfundraising.org.uk and follow the instructions.

The Trust formed in 1984 as a charity to promote sailing for all but especially younger members. It has a wide ranging deed and has been raising funds to assist sailors of all abilities to take to the water, as well as promoting seamanship and pilotage. The Publication Division of CCC has generously donated royalties from their justly famous Sailing Directions and members with Trades House Charities have also raised funds for the Challenger Trimarans and Hansa dinghies at Bardowie.

One success story is Rory McKinna. Read about his progress on page 137. Many other young sailors have also benefitted from grants although not all have had such achievements. In the last two years £14,795 has been given in grants to four young sailors plus the Ocean Youth Trust and the Boyed Up programme at Bardowie.

Bardowie Loch

The Trust has also owned Bardowie Loch since 1984 and was instrumental in obtaining the Lottery Funding which enabled the new clubhouse to be opened in 2004. It is now nearly 25 years since Bardowie Loch was leased back to the Club. The S&PT Trustees are now progressing a renewal of the lease for another 25 years to CCC Ltd., to enable the Dinghy Section to continue to flourish, and provide brilliant facilities and training for all those wishing to sail. The Dinghy Section also provides courses for keelboat members from VHF radio requirements to First Aid and RYA certificates.

Applications for grants to:

Clyde Cruising Club, Clyde Offices, 2nd Floor, 48 West George Street, Glasgow G2 1BP Tel: 0141 221 2774 Email: office@clyde.org Web: www.clyde.org

Who are we and what do we do?

Naming and Launching by Teresa Hoey and Marwyn Wright of Challenger Trimarans Scarba and Shuna. 1 June 2001. A Joint Venture between RHYC Commodore, Hamish Hoey, and Commodore Nick Wright of the CCC. Ian Taggart centre.

Ibegan sailing back in 2014 at the age of 12 at Castle Semple Activity Centre. I joined the CCC in 2015 when I got my first taste of racing in the Scottish Club Trophy using CCC’s boat, The Glasgow Bonnet, which would go on to do some miles with me.

My debut at the national level came in 2016, where I managed a first in the Scottish Hansa TT and took part in a couple of UK Hansa TT regattas.

In 2017, I took things a step further and came not only first in the Scottish Hansa TT but also first in the UK Hansa Nationals and first in the RYA Multiclass Regatta. This was also the first year I competed abroad.

The Glasgow Bonnet was driven to France before I went to Italy for the European Para Youth Games, sailing double, where Jenna Snedker and I finished second. I then returned to France for the Hansa European Championships where I came nineteenth in the Hansa 303 Single class and fourteenth in the Para class. This was also the first year I received funding from the CCC Seamanship & Pilotage Trust which was an immense help for travelling abroad.

The racing abroad continued in 2018 when I raced in Germany at Kiel Regatta for the Eurosaf European Para Sailing Championships where I came ninth, before travelling to the USA later that year for my first Para World Sailing Championships, coming home with a fourteenth.

2019, was a great year. Having to prioritise my final exams meant I had only sailed twice before going to Austria for the Eurosafs, resulting in me coming thirteenth. This gave me a necessary fright though and meant I put in more training before the Para Worlds in Spain, which must have paid off as I finished ninth.

Then it was off to Holland where I had been invited to the Dutch Hansa Nationals. I came home with a second place, although, due to an error, I was Dutch Champion for half an hour. The final competition that year was the Hansa Europeans in Portugal where I claimed fifth place.

2020 began with the Eurosafs in Spain where I came ninth, but this was to be the last real competition for a while.

In 2021 I came back with a vengeance. A first in the UK Hansa Championships. This was tactical racing with the winners changing constantly. The UK Hansa TT was a five-month game of tug of war which left me and another competitor on equal points and all to play for in the final regatta. I ended up coming first on the day and first overall, It was worth travelling more than 6000 miles for the TT’s.

Rounding off 2021, I travelled to Sicily for the Hansa World Championships to compete in a fleet of 69 303 Singles the biggest ever Hansa fleet. After five days of challenging conditions including light wind, strong wind, lightning and tough competition, I finished third in the 303 Single class and second in the Para World Sailing Hansa 303 Men’s Class. Not a bad end to the season. None of this would have been possible without the support of Clyde Cruising Club. The use of the The Glasgow Bonnet has not just enabled me to compete around the country, but around Europe as well and the funding I have received from the CCC Seamanship & Pilotage Trust has been invaluable, helping to cover the expense of competing at such a level. And, of course, the Club’s members, from the coaches at summer school to those on the committee, have given me immeasurable support and encouragement throughout the years. Here’s hoping for a few more years of success.

Rory McKinna

The CCC Dinghy Section and the Seamanship & Pilotage Trust have been hugely supportive to Rory during his fairly brief sailing career and I know I can say it would have been a lot harder without them.

So, from the McKinna family, a huge thank you.

Angela McKinna

In UK Hansa Association boat at the Hansa Worlds – photo LNI Palermo Practicing at Dalgety Bay ahead of Para Worlds – photo Marc Turner

We would like to thank the small team that works hard to produce this publication – assistant editors Penny French and Patrick Trust, Bronwen Angus our new secretary and Mark Ferguson at Leaf Design & Print, our designer.

Well done to the judges of both our logs and members’ photographs who have worked hard to award the many trophies.

A club publication such as this reflects members contributions, and we have to note that the contributors to what we now call the ‘Annual’ are not getting any younger. Almost all the contributors, whether of logs or articles, are maturing gracefully. So we are challenging our younger members – put away your Instagram, Facebook, and TikTok platforms. Become a writer. We want you to write an article and take photos about your sailing experiences. In a 100 years someone will read an old CCC publication and marvel at your skill or sense of adventure. So get writing for the next edition. You can use whatever format you like, a series of photos with captions or a short piece. We want to hear from you. You never know you might win a prize.

Thorold Mackie Penny French Patrick Trust

Club merchandise

The list of CCC merchandise is under review. Full details will be available later in 2022.

The Club is very grateful to James Watt Dock Marina for their ongoing support and storage of the RIB.

Dun Laoghaire Marina