Clyde Cruising Club Annual 2023

Clyde Cruising Club Annual 2023

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Clyde Cruising Club Flag Officers, other Office Bearers and Committee Members Commodore Geoff Crowley Coats Cup – Ireland, thrice thwarted Ogg Cup – A fast and frozen passage to Orkney and back Murray Blair Challenge Trophy – A slow cruise in a small yacht, Kinlochbervie to Gairloch Todrick Commodore’s Cup – A busy but successful sailing season Donald McNamara Trophy – The delivery cruise of Lucinda Claire Sailing and engine problem solving Protected anchorages on the Clyde Clyde boating in the 1950s remembered A tale of an engine overhaul Antonelly around Ireland Setting out by myself The good, the bad and the horrendous Our first family flotilla holiday Requiem for hidden Hebridean harbours The Scottish Islands Peaks Race Meandering the Firth of Clyde Snowbird of Rhu takes on a new life Not really a cruise A wedding aboard Ataraxia We are going to need a bigger boat The Bardowie experience CCC Dinghy Section in 2022 Obituaries Trophies, prizes and awards 2022

30 36 40 44 46 48 53 56 62 68 72 76 80 84 90 93 96 98 100 102 Racing and cruising musters Racing and Cruising Musters 2023 106 Reference Members’ yachts 110 Members’ yachts by boat name 117 Times of High Water Dover 121 Tidal Constants 122 Times of High Water Greenock 123 Times of High Water Oban 124 HM Coastguard 125 COG Belfast Information 126 BBC Radio 4 weather bulletins and notes on 127 medical assistance General Regulations of races 128 Race course and marks 133 Former Officers of the Club 134 Honorary Members and Associated Clubs 135 Clyde Cruising Club Seamanship and 136 Pilotage Trust Editors’ acknowledgements 138

Clyde Cruising Club Annual 2023

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

Flag officers

2022

2023

Geoff Crowley Contender Glenn Porter Taeping

Geoff Crowley Contender David Denholm Coigach Clive Reeves Lyrebird Jamie McGarry Grand Cru

Secretary Honorary Secretary Cruising Secretary Racing Secretary Treasurer Membership Secretary Captain Dinghy Section Treasurer Dinghy Section

Bronwen Angus Clive Reeves Ken Andrew Peter Edmond Ralph MacLeod Clive Reeves Adam Mills Ricky O’Kane

Bronwen Angus Clive Reeves Ken Andrew

Editor of the Sailing Directions Assistant Editors of the Sailing Directions

Edward Mason Iain MacLeod and Geoff Crowley

Edward Mason Iain MacLeod and Geoff Crowley

Editor of the Annual Assistant Editors of the Annual

Thorold Mackie Penny French and Patrick Trust

Thorold Mackie Penny French and Patrick Trust

Commodore Vice Commodore Rear Commodores

Office bearers

Roddy Angus Clive Reeves Don McPherson Ricky O’Kane

Members of the Committee Angus Cartwright

Callum Leslie

Euan Morrison John Stanley-White

Robin Young

Clyde Cruising Club, Clyde Offices, 2nd Floor, 48 West George Street, Glasgow G2 1BP Tel: 0141 221 2774 Web: www.clydecruisingclub.org Cover Photo – Running Repairs by Mike Forbes 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.

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 or Leaf Design & Print Ltd.

4 | Clyde Cruising Club Annual 2023

CCC Commodore

W

elcome to the CCC 2023 Annual. This year promises to be a great one for sailing. 2022 was a difficult year like the preceding two, but we’re past that now, and having shaken off the ‘Covid blues’, we can look forward to a packed year in 2023.

The Scottish Series is back. Now in its’ 49th year it will be better than before. The new, experienced organising team are planning to fill Tarbert’s berths with keen racers for four days of strong, competitive racing.

Cruising isn’t forgotten. In cooperation with the Irish Cruising Club, two great cruising events are in the diary.

In June some 40 boats plan on cruising to Madeira for an ICC extravaganza. With CCC boats starting on the Clyde, meeting the ICC fleet off Dublin, various routes are planned in company to get across the Bay of Biscay and south.

Plenty of places to change crews. A blue water cruise not to be missed by those keen for longer passages. And plenty of opportunity to write a log or two.

In Scottish waters, also in cooperation with the ICC, we plan a July Distillery Cruise. Remember those of the past?

Meeting up in the vicinity of Rathlin, and then exploring Islay, Jura, Mull and maybe even Skye with distillery stops every day or two, and several party stops and a dinner. The 2023 Distillery Cruise promises to be a fantastic event.

At Bardowie our Dinghy Section sailors have made investments in new craft to further the needs of the training and sailing there. A full program of training and racing for the year will complement those sailing the Loch casually.

During 2022 further settling in of our administration has taken place. Bronwen, our secretary, has a fully mobile office, and when necessary a small team of others can fill in with the incoming phone calls being automatically rerouted. Having most systems on-line hasn’t suited

some members – that’s understandable – but it really is the way of the world now, with the formalities of the past with dedicated premises, and full time paid staff being unaffordable luxuries. But we can all do more to make it even easier to use. For example, get your boat details entered on the system and then entering a race or making a purchase is almost automatic. If you need help registering those details look for the instructions on the website.

Our publications team have been busy last year and more is planned for this year. A photographic competition run during 2022 was intended to bring in a better selection of images to use in the Sailing Directions. The third edition of Ardnamurchan to Cape Wrath SDs was published and field research for a revision of the Outer Hebrides SDs was undertaken. A new version of Outer Hebrides and a new Cruising Scotland will be out during the year. What used to be a separate organisation, Clyde Cruising Club Publications Ltd, was merged into Clyde Cruising Club to simplify administration.

All in, 2023 promises to be a great year. A full programme of activity for our members is planned. Starting with our winter meetings, let’s all make this a year to get back out sailing together.

Geoff Crowley

Clyde Cruising Club Annual 2023

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Fuel Water

Journal…

logs and articles from Club members

© Ben Wood, Island Images

Winner of the Coats Cup Portnoo pier

Ireland, thrice thwarted Greenheart Dawn 39

LOA 12.0 metres

Crew Peter Dunlop

A

fter Greenheart’s three summers in the Baltic and a summer returning to UK waters from the Netherlands with a layup in Gweek on the Helford River, it was intended that our return to the Clyde would be by way of the West Coast of Ireland. Covid intervened and 2020 was reduced to a mostly motored passage up the Irish Sea in which the Isle of Man and Ireland were closed.

We abandoned Ireland in 2021 because of prolonged early season engine problems, so 2022 it was to be.

Glasgow to Lough Swilly On Sunday 15 May I set off from our winter layup at Rothesay Dock. After a night at Lochranza, I went alongside in Campbeltown where I topped up with red diesel. I then lost a couple of days waiting for the weather which was to become the abiding theme of the shortened season.

I had a good crossing of the North Channel to Rathlin with one reef pulled down. There I spent another day doing odd jobs and waiting for better weather. Then we pushed on to Portrush where we were alongside the pontoon. The timbers were in poor condition but I had to tend lines.

8 | Clyde Cruising Club Annual 2023

Difficult quay at Portrush

Dates 15 May – 23 June 2022

Winner of the Coats Cup A couple of pints of Guinness in the Portrush Yacht Club helped as did their very good ice maker. On 11 May I had discovered that the fridge was not working and it took two visits by the excellent Argus Engineering to discover that the aluminium pipe carrying the coolant from the compressor had chaffed through. The delivery of spares was promised for Saturday and was then amended to seven to ten days, so I had decided to sail without a fridge, as we did long ago.

On Sunday 22 May I sailed for Lough Swilly and was soon under two reefs and staysail: it was a lumpy passage and I resorted to a little engine time through the Inishtrahull Sound.

Once into the Lough, past the scene of childhood holidays at Portsalon – see CCC Journal for Lara, 1982 – I went to anchor off the tower in Macamish Bay in a warm and sunny evening.

The next day I motored the four miles to Fahan Marina, a slightly odd place with considerable silting but with much promise. Here, I spent seven nights stormbound.

I also suffered one of those mishaps where a helpful hand on the pontoon released one’s berthing spring which in this case resulted in a chipped forefoot. Another helpful hand helped me apply a rather messy repair which will have to be sanded down and painted in due course.

I had some good meals in the nearby Railway Tavern which derives its name from the wonderful but long defunct Londonderry & Lough Swilly Railway. Having cleared out of the UK by emailing the new C3331 form I made a couple of vain calls to the indicated Irish authorities and so struck code flag Q. The 400 year old walled city of Derry beckoned and I was pleased to accept a lift for the short journey into town where I inspected the walls from where one can overlook the once notorious Bogside, the long river frontage, the Peace Bridge, museums and the fine Victorian City Hall.

28 May brought a good 30 mile sail to anchor in Fanny’s Bay within Mulroy Bay, the entrance to which is shoal.

The heavy breaking swell and missing buoy made it quite interesting.

I should note here that Met Éireann has very detailed information about missing, unlit, and off station buoyage and other hazards, as well as the weather forecast and reports from weather buoys but I was not fully in tune to it

at this stage. Many Scottish sailors will have heard parts of it and I have to say that ‘Belmullet’ and the way it is pronounced has long intrigued me.

More ‘weather’ and so another day was spent waiting before I had a fast 22 mile reach to Tory Island where Greenheart was the only visitor. This was an interesting island where I heard but did not see corncrakes and I had a solitary dinner in the hotel after a not-so-solitary hour in the bar. On this passage the mast step boom vang anchorage failed; an odd design, it has a heavy omega shaped stainless eye bearing on the aluminium step plate and this latter fitment had worn and corroded away. A series of increasingly good lashings has served till now but the solution is a mast groove fitting as for a strut type vang.

Tory Island is the most north-westerly part of Ireland and it is not too difficult a passage from Port Ellen. A walk ashore to explore the Round Tower is worthwhile. From here on the early Christian sites grew on number.

Lough Swilly to the Mullet Peninsula On the way out of Lough Swilly I heard an exchange between the Lough Swilly RNLI and a helicopter on Ch16 to the effect that they were on an exercise. A little while later I saw a vessel coming up from the south in a cloud of spray.

It turned out to be the lifeboat and the helicopter ‘high lining’, whether they saw Greenheart on starboard tack, or not, they were not to be deterred, so I altered course while getting a wet deck.

The coast is not so far from Scotland and merits a return voyage in the future.

It was a fast reach to Arranmore Roads where I picked up a visitor’s mooring. It was not an afternoon that encouraged going ashore, so I stayed aboard and worked on my makeshift vang anchorage. A French yacht, Roas, came to anchor off Tory Island but the crew stayed aboard. She left early but I saw her again at Arranmore and on AIS a couple of other days. 

Martello tower at Macamish Bay, Lough Swilly

Clyde Cruising Club Annual 2023

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Winner of the Coats Cup Tory Island

1 June dawned flat calm but sunny and so it remained for the 10 miles to Portnoo where I launched Sapwood and rowed ashore. I had a long talk with an elderly woman who invited me to sit with her on the bench outside her cottage overlooking the pier and bay. She left school at 14 and had spent her entire working life as a housekeeper to a number of priests in Govan at an unchanged salary of £40 per month.

She had been the only person in the village, a township really, during the previous lockdown winter as many of the houses are holiday homes. Our chat ended when the good lady had to go to the village hall for her lunch while I walked to the shop for provisions. Back aboard I motored round the island to better shelter and picked up another visitor’s mooring before going ashore to see the two ruined 6th to 13th century chapels. It remained a gloriously sunny day with a fine sunset. There were many people holidaying, enjoying the beach and happily I was only buzzed once by some jet skis.

By this time I had lost the BBC reception and was therefore listening to RTE and was interested to note that the hot topics in Ireland were just the same as in the UK; airport chaos as people tried to escape to a foreign holiday due of course to the post-Covid lack of staff – Ryanair CEO Michael O’Leary was his usual scathing self on this one-, the delivery of school exam results which was another post-Covid issue, the housing crisis despite the many new holiday homes that I had seen, especially in Dublin, and lastly the healthcare crisis, especially bed blocking. Clearly the UK’s media notion that these are uniquely UK issues is entirely erroneous.

I noticed a distinct lack of wildlife, one each of seal and dolphin and few gannets floating and not fishing and a smattering of the usual other birds, so clearly I was lucky to hear the corncrakes.

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A day of mixed weather, fair and rain and big wind shifts brought us inside Rathlin O’Birne island and to another mooring this time off the pier in what we would call the well-sheltered Loch Teelin. Then onward for a 60 mile sail across Donegal Bay and round Erris Head and inside Eagle Island to the interesting rocky inlet of Frenchport or Portnafrankagh which lies just to the south of Portnanalbanach or Scotchport on the Mullet Peninsula.

I wonder about the juxtaposition of these two ports. My temporary vang anchorage was still chafing.

Mullet Peninsula to Inishbofin The next day I had a good sail down the length of the Mullet Peninsula and into the wonderfully named Blacksod Bay – something to do with peat, or turf as it is called in Ireland, or perhaps connected to the use of turf as a building material? The passage was inside Inishglora and the Inishkeas in a fresh north-easterly. I decided not to take the passage inside Duvillaun because of the difficulty in keeping the leading marks astern while contending with my boat speed and the full flood tide under Greenheart. I anchored in Elly Bay about halfway up Blacksod Bay. On 5 June I sailed around the magnificent cliffs of Achill Island and on to Clare Island. There is a passage through Achill Sound but it is tricky, it dries and there is a difficultto-have-opened, manually-operated, swing bridge which, interestingly, is not shown on Navionics charts. It was not there when the base chart was surveyed circa 1860.

On approaching Clare Island I saw many yachts entering the bay and was just pipped to the last visitor’s mooring, by which time the wind was a fresh easterly. Anchoring in the now exposed anchorage was tricky because of two cables, one disused but neither of which one wants to snag. The posts and some locally-laid marker floats helped.

Winner of the Coats Cup Grace O’Malley Castle

Clare Island was home to the famous Granuaile, Grace O’Malley, a pirate queen who engaged in clan warfare and who crossed swords with the Tudor governor of Connaught.

She successfully petitioned, and it is said met in person Queen Elizabeth I of England at Greenwich who granted her relief from the governor. Her castle overlooks the harbour.

I went ashore and to the pub for food and drink and good craic with the crews who had raced round the island from their base in the sunken drumlin studded Clew Bay which is overlooked by the holy mountain of Croagh Patrick.

Inishbofin, or white cow island, was the next stop after a good sail inside Inishturk and other small islands. There are good white-painted tower leading marks, the seaward one of which has a small Madonna in a niche. The very bright modern leading lights differ by some five or ten degrees.

I anchored off Cromwell’s Barracks which marks the last fortification of his conquest of Ireland 1652. I went ashore for stores and a walk and to see how much it had changed since my last visit in my Folkboat Lara – see CCC Journal 1982.

Inishbofin to Roundstone Forecasts for 7 June indicated some days of unsettled and stormy weather, so I was keen to round Slyne Head, which is not much of a headland but which has two identical

Roundstone Harbour

towers. The black painted one is the only one lit, on the most westerly of a series of low lying islands. Having sailed inside High Island and rounded Slyne Head, I was then sailing into a lumpy sea and towards a large area of islets, skerries and rocks with wonderful names such as Sunk Bellows. It was a grey day and heading east into the easterly sea they were difficult to pick up but were easy to see astern by the white breaking seas. I had now run out of metric charts and was on the fathoms edition of Admiralty Chart 2096 with its sketches and clearing lines as well as the latest Irish Cruising Club Sailing Directions and my tablet with Navionics.

AC 2096 was surveyed by Commander G A Bedford RN in 1847, was engraved and then published on 5 October 1852 with topography mostly from Ordnance Survey maps to a scale of approximately 1:38,000 with large corrections for a new 1868 edition. My copy was corrected to 1966 and bought for my 1981 voyage. The metric chart at 

Achill Island

Clyde Cruising Club Annual 2023

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Winner of the Coats Cup Inishbofin leading mark

1:30,000 while very pretty uses the same original surveys with minor corrections, in this case only for the fishing port in Cashla Bay and of course some buoyage and light characteristics. By the time I got to Roundstone it was half tide and falling and I was rather tired so I decided not to attempt a crossing of the bar but picked up a mooring on the far side of the bay.

Overnight, of course, the wind freshened, the glass was 995 and falling as I went to bed. By morning it was blowing F6 from the west and it was very uncomfortable so an hour before high water I crossed the bay and anchored in 5m off Roundstone pier – this was much more comfortable.

In total I spent six nights stormbound in Roundstone with the wind veering and backing between south and west as a series of lows, fronts and troughs passed over, with the wind direction and thus the seas varying. The wind was seldom less than F6 by my anemometer and more outside.

Met Eireann were issuing reports of big seas and heavy swells.

When I went for a walk to the west on the 10 June I could hardly stand up as the road curved round out of the village and along the shore. I looked at the fine interior of the Our Lady Star of the Sea, Stella Maris, church and a craft village on the way. This was good exercise and I had views of the seas off the tombolo at Gurteen Bay. I flagged down a lift for the return walk.

I discovered that there was no way you can have a day trip by bus and get back in the same day, so I settled for coffee and cake on one day, an Irish breakfast on another and a good meal of mussels on another.

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Belmullet in the north, reported gusts of 44 knots, a low of 973 that day. I got two five gallon cans of water at the pier and noted that the Post Office sold diesel and that it is only a short step from the boat landing at the old pier.

There was no movement of either moored boats or fishing boats. With the wind shifts I had drifted near a small white float, a fender, which caused some concern and then it disappeared. From the dinghy I could see that it had fouled the sail drive. What to do? There was no immediate danger but at some point I would want to leave. I briefly considered donning my shorty wetsuit mask and fins but since I was on my own and there were few people about I discarded that idea.

The Irish Coastguard seems to be well equipped with volunteer stations so I phoned them and asked whether there they had a diver among their local people or whether they knew of anyone in Roundstone. They phoned back to say that they had tasked the Aran Island RNLI, that the crew would not enter the water but would tow me alongside, but perhaps I could clear it on the ebb. Hmm, that seemed to be overkill, the lifeboat station was over 20 miles away and given the weather there was a good chance of it being needed for a real emergency.

I had a brainwave and called the friendly shopkeeper who said that he knew of a diver and gave me a number to call. Padraig said that he would arrive in about half an hour, so I phoned Valentia CG to cancel the lifeboat shout.

In the event the father and son team arrived in a borrowed rib in about 30 minutes and it took the young man about three minutes in the water to clear the float. 50 euros and a bottle of Famous Grouse shipped against just such eventualities were appreciated. It transpired J Wood, the shopkeeper, was a relative.

Divers who cleared propellor, Roundstone

Winner of the Coats Cup Cromwell’s Castle, Inishbofin

I made a tight coil of the long line on the float which disappeared at high water, so rather than slacken it later I told Mr Wood. The divers had said that there was a big sea running in the entrance to the bay, so I decided to delay my departure by another day.

As an aside, on 28 October I received a call from the RNLI in Poole asking whether, as a Life Governor and donor I would like my data to be entered for gift aid to which I agreed and told him the story to his amusement. I had checked the RNLI website and the event is listed as a shout.

Roundstone to Galway Monday 13 June dawned grey and damp with a light north-westerly so it was time to go. Norman Kean had recommended that I visit Mason Island and go through Straddle Pass but given the poor visibility and many islands, rocks and skerries to pilot through, the wind which had returned and the lingering swell I decided that Mason Island had too many holiday houses, and that St Macdara’s Island and its chapel were the more attractive option. There were many different seaweeds so I collected bright green and purple to eat with my dinner.

I sailed onward and anchored in 4m off Sruthran Pier opposite the new marina, fishing port and Aran Islands’ ferry port at the head of Cashla Bay which is the only

St MacDara’s Island

buoyed and lit all-weather harbour between Galway and Inishbofin. There were a number of traditional Galway hookers on moorings and there was dinghy racing which came close by.

A fast four hour sail brought Greenheart to Galway Roads which are quite exposed to the west. The engine was started and a harbour stow made of the sails. Galway Port has a single gate which opens two hours before HW.  Dinghy at St MacDara’s Island

Edible seaweed

Clyde Cruising Club Annual 2023

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Winner of the Coats Cup There is no layby berth but there are two buoys off the entrance, so I moored up for a half hour wait and, once a ship had departed, I motored in and was soon safely alongside the pontoons.

After an exploration of the attractive town and an unsuccessful search for a shower, I ate aboard and began to tidy up ready to leave Greenheart for five days while I returned to Edinburgh for a wedding.

An accident in Galway At 08:30 on Wednesday 15 June, stone cold sober, I was on my way to a launderette with an Ikea bag of bedding and clothes. I was on a raised pavement and on the other side of the wall there was a low wall over which I saw the top of a boat on that arm of the river, so I went to have a look. I was aware of three steps down but can’t have been looking where my feet were going, so I fell landing on my right knee.

Pain, nauseous pain. I tried to stand up but my knee collapsed. On the second attempt I locked my knee and could stand but one step and down I went again. A passerby helped me sit on the pavement against the wall of a house. A nurse on her way home from her work in the local cardiac ward had a feel and said that she thought that I had seriously damaged my tendons.

A couple phoned for an ambulance and stayed with me for the 10 minutes it took to arrive. They took my full history and data and gave me some painkillers and a label to say what I had been given and then drove me, still no siren, the 10 minutes to hospital. I jumped a couple of places in the arrivals queue and answered questions about my Covid status and was given a mask. I was X-rayed quite soon and taken to A&E. I forget when I was transferred to a hospital trolley bed. A&E was a room with 12 curtained beds and a number of people on beds like me and some sitting.

Eventually a surgeon came and took a look and marked my leg with a marker pen. She said that I had detached the two upper tendons from my knee and would be operated on as soon as they could find me a bed. I was given a cup of tea and a biscuit. All in all I was on that trolley for some 27 hours waiting for a bed. I had two more cups of tea and a sandwich and biscuits.

Meanwhile I was lying looking at the bright ceiling lights and trying to contact my travel insurance who wanted policy numbers and me to sign forms. Thank goodness for smart phones and the nurses who kindly charged mine. I also had to contact Tina and our wedding hosts.

What to do with Greenheart?

Then there was the question of what to do about Greenheart – leave her where she lay for nearly a year, have her taken back by road, which is very expensive and involved unstepping the mast and spreaders etc and the signal gantry never mind receiving her in Scotland, have her sailed back for which I

14 | Clyde Cruising Club Annual 2023

received a very comprehensive and quite reasonable quote.

The two RYA Yachtmasters would provide their own charts and navigation stuff, they were well recommended but this still left me with a question of what to do in Scotland and how to explain Greenheart’s quirks of seacocks etc.

As luck would have it the harbourmaster was a yachtsman and a friend of a chap called Norman Kean, a Scot married and settled in Ireland who had given a number of talks about cruising Ireland during lockdown. I had contacted him – he had sailed to scorching-hot Spain for the summer – with my voyage plan and we had an exchange of emails. Norman edits the Irish Cruising Club’s Sailing Directions and coauthored Cruising Ireland, a coffee table book giving stuff that the SDs don’t, with Mike Balmforth who wrote the similar Scottish book. I had bought Greenheart from Mike. Norman went to school with Mike’s wife. Mike was an Irishman settled in Scotland. It is a small world.

Problems partly solved Back to the University Hospital Galway. Later on I was told nothing by mouth after midnight which I took to be a good sign. The next day at 15:00 I was taken off for an ECG and then to theatre and after a cup of tea and some toast in the recovery room was in the ward by 19:00. Two days later I was got up by two physios and given a zimmer frame and then two elbow crutches and told how to walk and exercise and go up and down stairs.

Meanwhile I was chasing the travel insurers who were a bit slow but sent a nurse to accompany me home. This involved a taxi to the airport, three seats for me etc. I had to get aboard Greenheart to get my passport and keys and money and to throw out all food that might go off and to check sea cocks and to show people how to start the engine. Greenheart has quite a low freeboard so I was able to get aboard at the shrouds and shuffle along the cabin top on my bottom. I spent an hour there and then we went off to the hotel before the morrow’s flight.

All in all my hospital stay was a bit of an eyeopener, but I cannot fault the treatment I received during my week in hospital. The op meant drilling some holes and buffing up my kneecap to provide something for new tissue to bond with.

I had a long incision with 17 staples to close it and a most uncomfortable brace held in place with four velcro straps.

Greenheart is out of the water in Galway for the winter and I will go over, cataract operations permitting, to make sure that she is okay for the winter – with a dehumidifier to control mould in a mild damp climate, to put on some covers, to take the headsails off, and to install a trickle charger for batteries and the like.

Peter Dunlop

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Winner of the Ogg Cup Outward bound in the Crinan Canal

A fast and frozen passage to Orkney and back Seol na Mara Fastnet 34

LOA 10.2 metres

16 | Clyde Cruising Club Annual 2023

Crew Peter McAlister, skipper, Alex Meikle and Angus Matheson, crew

Dates 17 May to 2 June 2022

Winner of the Ogg Cup

Kip to Tobermory by way of the Crinan Canal Our cruise north started on the morning of Tuesday 17 May when we left Kip Marina around 09:15 and motor-sailed up the East Kyle heading for Ardrishaig. We had decided to go through the Crinan Canal as gales were forecast overnight and into Wednesday.

After a cold brisk motor upwind in the Kerry Kyle in a south-easterly F5 to F6 we bore off at Ardlamont and arrived safely in the sea lock at Ardrishaig at 15:24 in time to lock up with a large yacht, Taeping, which was heading up to Oban to join the Scottish Three Peaks Race later in the week.

We had a little excitement as we approached the sealock as Angus managed to drop a fender overboard, but we recovered it safely. Once in the basin we berthed as directed alongside the stone pier on our starboard hand and had quite a rough night being battered by heavy rain squalls and strong winds which caused us to surge about quite a bit. The raised water level in the basin allowed a fender to pop out and we suffered some minor damage to our pristine new paintwork due to the hull rubbing against the rough stone wall. Yet another job for winter.

Early morning was spent trying to find a toilet that wasn’t locked. We subsequently discovered that all the pass-codes had been changed – unbeknown to the sealock keeper. Taeping got away into Lock 2 at 08:30 as soon as the canal opened but we decided to stay put as our anemometer was recording 35 knots at that point.

We eventually got away about 10:15 and locked in with another yacht called Synergie which was also heading to Oban to join the Scottish Three Peaks Race. We made slow progress, eventually stopping overnight on the wrong side of Bellanoch Bridge at 16:15 as the Crinan basin was apparently full of yachts sheltering from the storm.

Fortunately, we were on our way again early at 08:30 on the Thursday morning and entered the sea-lock at 09:30 where we hung about once more waiting for two yachts that were behind us to catch us up. Eventually we managed to lock out at 11:00 hours after a very pleasant coffee in the sunshine and motored round to Crinan Harbour where we picked up a visitor’s mooring to await the tide turning in our favour in the Dorus Mor. Meanwhile Synergie pressed on north impatiently against the foul tide. It was fortunate we did wait as I discovered that I had left my phone lying on an outside table when we had our coffee and we had to tie up to the tidal pier outside the basin while I ran ashore to retrieve it.

We eventually got away at 12:45 and headed north in a favourable but cold southerly F4 to F5 breeze, arriving in Tobermory after a good sail at 19:15, having dodged the showers. We picked up a visitor mooring as the pontoons were busy.

Tobermory to Talmine After a quiet night we sailed off the mooring at 08:30 heading north again. Unfortunately, the south-east wind died, and we had to start motor sailing once more to get round Ardnamurchan Point. We managed to get into a ‘fine bourach’ here when a reefing line came adrift while gybing and we had to arrange a jury rig to get us to Mallaig harbour where we sorted it all out tied up to a pontoon.

We waited for a couple of hours for the tide to turn in our favour while Angus bought some stores and headed off again at 16:00, passing safely through Kyle Rhea to Kyleakin where we picked up a mooring buoy in a heavy rainstorm at 18:10. What a day it had been with heavy rain showers necessitating the wearing of many layers and full oilskins to keep ourselves dry and warm. After an anchoring dram we adjourned to the cabin and lit the Refleks stove to dry the cabin out while enjoying a welcoming hot meal cooked by Angus.

Early next morning, Saturday, we motored over to the incomplete pontoons at Kyle of Lochalsh and Alex and I walked up to the filling station and bought 34 litres of green bio diesel at £1.94 a litre as we weren’t sure where we would end up. We headed north again at 08:30 in a favourable south-westerly F4 to F7. Off the Crowlins we were hit by a 30 knot squall which caused a bit of excitement but then the wind settled down and we had a grand but cold sail to the Summer Isles where we picked up a fisherman’s mooring at Tanera Beg at 17:15, glad to be out of the southerly swell. We lit an anchor light and turned in early with another 55nm under the keel.

After a light breakfast, we were off again heading for Cape Wrath in a light westerly F2 to F3 breeze which enabled us to pass close inshore in poor visibility rounding the headland at 14:30 with the last of the favourable tide, eventually anchoring in Talmine at 17:30. It had been another very cold day of heavy rain and we were glad to be anchored in such a sheltered spot. 

A misty Cape Wrath

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Winner of the Ogg Cup Stromness Marina

Stromness and Scapa Flow Next morning, we spent some time sorting the toilet which had been acting up and successfully managed to clear a large blob of mastic from the sea water inlet, before heading off at 10:00 for Stromness where we arrived after another cold and wet motor-sail in a light westerly wind around 17:15. Although we hadn’t seen another yacht all day, suddenly we all seemed to converge on Stromness and we found ourselves in the company of three others including Lorne Rival, all heading for the Orkney Folk Festival which started the following week.

The Ring of Brodgar, Orkney

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We had a welcoming surprise on arrival when a young woman called Annie arrived clutching a bottle of whisky to welcome us, bought on the instructions of a friend, Bob Nichol from Dunstaffnage, who was monitoring our progress on Facebook.

By now the wind had gone around to the north and was forecast to reach gale force, so next morning, while the sun still shone, we decided to take a bus trip to Ring of Brodgar and Kirkwall rather than sail around in the boat. Alas, we did not get to the pre-historic ruins of Skara Brae as we had done on previous trips as they were apparently only open by appointment and with a guide. This was a great pity as they are well worth seeing.

We had only paid for two nights in the marina but the forecast was still bad for the next couple of days blowing northerly F6 to gale F8 so we reluctantly extended our stay for a further two days, hoping to be able to leave on the Friday. Sadly, Angus had to leave by bus at 06:30 as he had commitments at home but later we managed to top up our diesel tanks with 55 litres at £1.44 a litre which was good value. We spent some time carrying out maintenance on the boat followed by some local sightseeing in Stromness.

At 03:20 on the Thursday morning we were disturbed as a large 26m long Swedish yacht departed, heading straight for Gothenburg. We didn’t envy them the trip. Later in

Winner of the Ogg Cup Kirkwall

the morning we bought some stores in the local Co-op and around 16:30 we were joined by Neill Hall who had flown down from Lerwick for the Folk Festival. We were later joined by Annie and we all had some good craic and not a little alcohol talking of old times on Calypso. Neill stayed for tea before returning to his hotel and the festival.

We left the marina next morning around 08:30 to catch the last of the east-going tide into Scapa Flow before heading for Longhope where we expected to hang about until late afternoon to wait for the east-going tide across the Pentland Firth to Wick. It was decidedly fresh but the wind was behind us and posed no problem until we arrived in Longhope where we found the two visitors’ moorings to be taken and had to anchor at 10:30 in a fresh north-westerly F6 breeze. Fortunately, the anchor bit first time and we were able to relax a little. However, once one of the yachts on a mooring moved off, we decided to lift the anchor and move on to the vacant mooring, eventually casting off at 16:30.

We followed a larger Hallberg-Rassy out into the Pentland Firth with the favourable tide and berthed in Wick harbour at 19:45, assisted by the helpful harbourmaster and paid the very reasonable harbour dues.

as we turned into the berth we were hit by a squall, missed the chosen berth and started drifting sideways down the lead. Fortunately, we were able to reverse into a vacant berth on the other side of the marina, so no harm was done apart from our damaged pride. It had been a good day with another 71 miles under our keel.

We were up early again on the Sunday morning to lock into the Caledonian Canal at 08:30 but we only got as far as Muirtown basin where we hung about until 12:30 when there was a mad scramble of boats to get into the lock once Muirtown road bridge eventually opened. We were one of the lucky ones and got into the lock and were highly entertained by a crew member on the yacht behind throwing a fankle of rope up to the lock keeper who promptly threw it back on board as it hadn’t been tied on. Once clear of the locks we had a good motor-sail in a light northerly breeze to Fort Augustus, berthing at 18:30.

After a short walk ashore, we decided to treat ourselves to a pub meal and were very lucky to get a seat at the bar in the Lock Inn, as all pubs and restaurants were fully booked. After a satisfying meal Alex walked round to the local garage and bought some essential stores, including a bottle of whisky.

Next morning, alas, it was raining again but we heard an announcement on the VHF radio that the first locking would be at 09:30 and found ourselves hanging about once more, eventually locking in, in the company a Vega called Pippi Long-stockings and a large 60 foot Bowman Whisky Jack. We were asked to enter first followed by the Vega and then the large Bowman, which all seemed to work well as we progressed through the locks. Our trip was only 

Through the Caledonian Canal to Oban It was our first visit to Wick and we liked it a lot, but reluctantly had to cast off early next morning at 06:45 to catch the tide once again for a pleasant but cold motor-sail to Inverness Marina, berthing at 17:30. Alas, however, just

On canal pontoon at Fort Augustus

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Winner of the Ogg Cup Gairlochy

marred by us having to jill about again for an hour while the bridge-keeper at Laggan bridge had his lunch, but we got through eventually at 14:00 and made good progress down Loch Oich where we were stuck for the night at 16:00 at Gairlochy. It wasn’t a bad place to be stuck, to be honest.

Tuesday dawned and we found ourselves waiting yet again as some yachts locked up, but we got on the move again at 09:30 and then hung around once more at the top of Neptune’s Staircase waiting for yet more yachts coming up. At 13:40 we at last got on the move again and eventually locked out at Corpach with Pippi at 15:50 in an exceptionally heavy rain-storm. It was nice to be back in salt water once again and we made good speed down Loch Linnhe to Corran Narrows where a foul tide slowed us down to two knots for a short while, but we broke through the tide and eventually arrived in Oban at Kerrera Marina at 20:50 where we picked up a mooring for the night. It had been another cold, slow frustrating day but we were back on track.

A fast return to Kip Next morning, we left very early at 05:40 to catch the south-going tide and had a lovely but cold motor-sail down the Sound of Jura in blue skies doing 12.5 knots over the ground at one point just south of the Corryvreckan which

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enabled us to reach Ardminish, Gigha, as the tide turned against us. We tied up to the new pontoon at 13:30 and went ashore for lunch. We had hoped to eat al fresco at the Harbour Café but after a pint we abandoned that idea as they seemed to be fully booked and eventually ended up in the Gigha Hotel where, despite us being late, staff managed to fit us in just before the kitchen closed at 15:00. We happily devoured a couple of excellent burgers and a pint of beer.

Adjourning to the boat at 16:00 we paid the honesty box for our berth and headed back out to sea to catch the flood tide back around the Mull of Kintyre, eventually dropping anchor in Sanda at 21:00 hours. It had been a long but rewarding day with 80 nautical miles made to the good. For the first time we had felt warm.

At 06:40 the following morning we caught the flood tide up and around Pladda and Arran on our warmest day so far and we motor-sailed gently back to Kip where we berthed at 15:30, passing close to a couple of yachts taking part in the Fife Regatta.

It had been a great cruise to Orkney covering 621 miles in total with lots of good company, favourable winds and wildlife, even though we nearly froze to death.

Peter McAlister

Winner of the Ogg Cup A Fife classic

Sunset at Sanda

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Winner of the Murray Blair Challenge Trophy Robinetta

A slow cruise in a small yacht, Kinlochbervie to Gairloch Robinetta Gaff cutter

LOA 6.9 metres

Crew Julian and Alison Cable

R

obinetta is a gaff cutter, built in 1937 in the style of a Cameret crabber, and designed by her first owner, Denys Rayner, a co-founder of Westerly Yachts, for cruising the Irish Sea and West Coast of Scotland.

Her roller-reefing main sail is an original feature, as is the self-tacking staysail, with all lines being led back to the cockpit to enable easy single handing. For a long keeler, at 6.9m with bowsprit reeved and an oversized rudder, she manouveres well. She is owned and crewed by Julian and Alison Cable, new CCC members.

Kinlochbervie to Loch a Chadh-Fi – 17 July We arrived at Kinlochbervie by bus in the rain. It continued raining overnight and we woke to unbroken cloud coverage.

The forecast for the week looked much the same, it seemed we were going to be stuck in rain and gloom. So we had a lazy morning studying the CCC Sailing Directions and the CA Almanac and planning ahead.

By 10:00 we were ready to step ashore for a while. We walked to the shop and bought some things for lunches and breakfasts, intending to use up some ageing tins for dinners for a day or so. While we were out we got some blue sky and a little warmth from the sun.

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Dates 17 – 23 July 2022

Maybe it wouldn’t be so grim? But it went all grey again very soon and although we got Worm, our tender, and Robinetta ready to go neither of us felt enthusiastic.

However, we had some lunch and left anyway. Being at sea would be better than being in port and the forecast for today had the best wind of the coming week. We raised sail just outside the harbour but there wasn’t enough of a breeze to let us turn off the engine. We got a bit more in the outer bay. Little enough to think about trying the mackerel line. But the hooks had rusted to nothing and just crumbled.

We pottered around the headlands, dodging rocks and islets, and went into Loch Laxford when it threatened to rain and then as often happens under a rain cloud the wind came up and we could sail. Even better, we could make our

Kinlochbervie – Worm launched

Winner of the Murray Blair Challenge Trophy course and the rain came to nothing. Loch Laxford is full of fish and mussel farms. Unfortunately the anchorage Julian picked had two moored boats in the best spot and we didn’t think there was room left so we backed out and headed to Loch a Chadh-Fi and anchored near the Adventure School.

A lovely spot, even more so because the skies cleared a little and it turned into a nice evening.

We dined on tinned stew and rice with some fried tomatoes and garlic. Not outstanding but perfectly good.

Julian laid the creel, held down by the dinghy anchor, and the anchorage gave us a beautifully peaceful night. I am not even sure we swung to the tide as I suspect the crab pot Julian set at Robinetta’s stern acted as a stern anchor.

It caught several crabs, but they were much too small to do anything with except set them free in the morning.

The dinghy anchor came up very muddy and it needed a good dunking and a scrub to get rid of all the ‘gloop’.

Loch a Chadh-Fi to Loch Beag – 18 July We decided to leave at around 10:00, and spent an hour doing some basic maintenance before hauling up the main anchor. Rather than putting the chain straight down the hauser I laid it on deck to rinse it off. Several buckets of water later the anchor and chain were clean, and drying on deck.

There was plenty of water to take a short cut out of the anchorage, and we were soon motoring out into Loch Laxford itself. The weather was very grey and without a breath of wind but as Robinetta began to feel the swell at the entrance to the loch Julian suggested we should raise the mainsail before it got any rougher. There was certainly more swell than we had expected, and the course Julian had decided on threaded through some

Handa Island anchorage

quite narrow passages. We decided to go outside Handa instead of inside, but as we approached we could see that visibility was poor beyond the island. Julian did a quick check, and we would be going through Handa Sound at slack water if we headed inshore now, so we went back to the original plan. This was an excellent decision, and we motored through the sound in flat water, getting a great view of the island.

The weather was brightening up, and we threaded our way into Badcall Bay in sunshine. We were not planning on stopping, just taking our time getting to the Kylesku Narrows so as not to have too much tide against us as we went under the bridge.

As we left Badcall behind, the day began to get really hot and bright, and I suggested we take the mainsail down to protect it from UV damage. The weather gods then laughed at us, and produced a sailing breeze within the hour. So we raised the main again and sailed slowly at 2.5 knots into Loch a’Chairn Bhain towards the Kylesku Narrows. Sailing through beautiful scenery in lovely weather is what we do it for. England might be baking in 38°C, we had 20°C at most, but it felt joyful to change from jeans to shorts and hoodies to T-shirts. 

Sailing through the Kylesku Narrows

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Winner of the Murray Blair Challenge Trophy Stoer Lighthouse and Infinity B

We had to put the engine on to get through the wind shadow of the Narrows, but we had judged the time well, and there was only one knot of tide against us which we could easily overcome. Once past the Old Ferry Inn the engine went off again and we sailed slowly along Loch Glencoul towards the anchorage at Loch Beag. By the time we reached it the wind had died almost totally, and we explored this under engine, finding the depths very different to those on our charts. Eventually we settled on a spot in just under three metres. I paid out the anchor, but Julian was not happy as we fell back on the chain to only 1.5m on the depth gauge where he felt we were stirring the mud. I hauled it up again, and we motored into deeper water at 4.0m. I let out 25m of chain, expecting a 3.5m rise of tide.

Our CCC Sailing Directions warns against anchoring in Loch Beag at the top of Loch Glencoul, preferring a spot just outside. According to the Directions the holding is poor, and there are katabatic gusts. The poor holding warning made us put out plenty of chain, and we certainly needed it when the katabatic gusts struck at 00:15. The first warning we had was when the staysail, on which we had not put the cover, started flapping.

I put my head out of the forehatch to see why, and immediately decided to get dressed and do some more careful stowage.

Suilven towers over Lochinver fishing shed

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The wind felt warm, but was blowing a good F6, and Robinetta’s anchor chain was stretched out, pushing her back to 11m under her keel rather than the expected 7m.

The anchor showed no signs of moving, and half an hour later when the wind died Robinetta came forward again to have 6m under the keel. A disconcerting little adventure, but we had been warned.

Loch Beag to Lochinver – 19 and 20 July The alarm went off at 05:30 and despite the broken night we managed to get going. Hauling the anchor up was easier than expected. It was on deck before 06:00 and we motored away from the anchorage on a bright dry morning with some blue sky. Loch Beag was herself, wind coming down the thrust fault at the head of the loch, then rotating 180° to head us as we went through the narrows into Loch Glencoul.

We left all the sails down until we were through the bridge, which we did at bang on 07:00, slack water. Once in Loch a’ Chairn Bhain Julian was about to start cooking breakfast when we got a nice breeze. So up went the sails.

The weather now was wonderful, warm and sunny with fluffy clouds.

We wanted to eat together so we put the tiller pilot on.

With ‘George’ sorted Julian went below and cooked bacon, Stornoway black pudding and egg for a lovely breakfast which we ate while admiring the spectacular views of Quinag.

We motor-sailed to the Stoer headland and hoped for slack water but the northerly stream was already running.

We must have misread the pilot. Reading it again it agreed with reality. It had only just started in the last 15 minutes so it came up to speed fast. The Old Man of Stoer makes a great day mark. We set ‘George’ to point a bit south and got

Winner of the Murray Blair Challenge Trophy due west over the ground. So we let that guide us and when Robinetta started turning left we knew we were far enough out for the stream to weaken. We also used the SOG to help and added to the turn every time we reached 3 knots. It worked well.

As we worked out way down the coast the westerly wind came up and the engine went off and we had a grand gentle sail. Blue skies, wonderful scenery, calm seas and a sailing breeze. It doesn’t get better. Later I brought Robinetta in towards the coast to try to see the broch at Clachtoll but we weren’t very close and could not make anything out. A man and a boy came out to see us on a jet ski – very polite and without throwing up any wash.

Then we passed Achmelvich beach. I stayed at the youth hostel there on a geology field trip when Julian and I were courting. Over 40 years ago. Off to sea we saw seals and then something we’ve been missing – our first decent sighting of dolphins. Not really close but we did see one jump out of the water in a fine curve.

Once through the islets and approaching Lochinver it felt like we had returned to civilization. Lots of recreational and fishing boats going out and coming in. We moored up on a pontoon and went to find the harbour-master. We found the chandlers first and bought some hooks for the fishing line. A pack for cod, one for mackerel and a pack with silvery lures Julian thought might work for bass. The bass we caught in Brittany had sand eels in their mouths so he thought the glint of silver might work.

The pilot books still mention Tuesday as early closing here. Not true. The chandlers, butchers and Spar Larder were all open. We decided to stay another day, and take our time exploring the town, then leave late on Thursday. Julian had a work meeting that afternoon and Lochinver has good internet access.

Lochinver to the Summer Isles – 21 July Thursday’s weather was grey and cold with little wind, but the evening tides were helpful for heading round Rubha Coigeach, so we set off at 17:00 aiming for the Summer Isles. The whole trip was done under motor, but a group of young common dolphins were playing ‘look how high we can jump’ as Robinetta rounded the headland and this enlivened the journey. They were more interested in playing with each other than us, but they did come close a couple of times.

We anchored in between Tanera Beg and Eilean Fada Mor in 5m, an hour after low water. The expected rise in tide is only 2m, so there was less worrying than the 4m we had to plan for earlier in the week. We could see two other yachts in the anchorage but there were probably three as another mast was just visible round a corner.

The Summer Isles to Camus Glas, Inverewe – 22 July On Friday morning we woke to grey skies, grey rock, and grey sea... we both struggled to raise our spirits with so little colour in the world but the day did have its charm.

We had a lie in, and probably missed the best part of the day, weather-wise. Early mornings seem to get the clearest skies around here. A cooked breakfast seemed like a good idea so we finished the black pudding and bacon, adding a tomato, eggs and fried bread.

Julian checked the creel – it was perfectly clean and the black pudding he had put in as bait was still there, untouched. We set off for Loch Ewe about 10:00 under motor with no great expectation of a breeze.

The nice thing about pessimism is in the opportunity it gives to be pleasantly surprised. We weren’t far across Loch Broom before a gentle F3 sprang up. The perfect wind for our gaff cutter – a broad reach pushed us along at 3.5 to 4 knots. That cheered us up. The horizon gave more reasons to be cheerful. Harris and Lewis sat on the western edge of the world, with the mountains of Uig rising up to the south and the Butt of Lewis just visible to the north. The east was a feast of mountain peaks from north to south. All colourless and faint in the distance but giving shape to the day.

Impossible to photograph. Julian thought about getting out his watercolours, but decided his recent attempts had been so awful he did not have the confidence to try. Now and then we saw a guillemot with a chick, or a seal popped its head up to look at us, but nothing larger made itself obvious.

We started to lose the wind as we neared Greenstone Point. I suggested trying the fishing line, and Julian did not need any persuading. He fitted the cod lures and hooks he had bought in Lochinver and had hopes of a pollock. As the wind lessened I started getting impatient to put the engine on but Julian wanted to give the hooks a little more time so we waited until the distance to go was a round number of miles – 2.4 cables. Julian hauled in the line, saying it felt heavy, but he wasn’t hopeful. Then the end of the line glinted with silver so he asked me to ready the bucket. We’d hooked five fine mackerel, two on one hook. 

Five mackerel on one line

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Winner of the Murray Blair Challenge Trophy Then it was back to motoring. Julian filleted one of the mackerel and fried it to have with bread and butter for lunch.

We curved into Loch Ewe. Loch Ewe is most famous for the gardens of Inverewe but it was also an important mustering point for the Arctic convoys in the Second World War. There is still a large NATO refuelling depot here, although there were no warships that day. There are several anchorages in the Loch, offering protection from different directions. Like most of the anchorages around here, most are in 5m or more. We wanted protection from the expected SE winds, but we also wanted a short distance to the headland of Rubha Reidh tomorrow in order to catch the morning ebb around it into Loch Gareloch. In the end we plumped for Camus Glas, right by the jetty for the Inverewe Gardens. It’s a pretty spot with good protection from the southeast and shallow. It’s also covered by the 2015 version of the Antares charts so we could rely on the soundings.

I really enjoy quiet evenings at anchor, but the forecast for Saturday suggested we needed to be in good shelter for stronger winds in the afternoon and rain were forecast. The stronger winds were only F5, but from the south, so would head us after we rounded Rudha Reidh, and sailing in the rain is not much fun. We therefore decided not to linger in our anchorage at Camus Glas, aiming to be away by 08:00.

Inverewe to Flowerdale – 23 July The weather first thing was lovely, and Julian went forward to check the contents of the creel he had baited with mackerel guts last night. Crabs obviously loved it, because there were about 20 small ones scuttling about in the creel, plus something that looked like an eel. We had no need of more fish, though, still having a mackerel each to eat for breakfast, so Julian released everything back into the loch.

Having anchored in 5m, with only 1m rise of tide to go, there was much less chain to haul up than on previous mornings, and Julian had it all on deck by 07:23. As we had sea room we turned back to raise the mainsail. By 07:40 the engine went off as we sailed at 3.5 knots on a very broad reach towards the Isle of Ewe. Julian went below to cook the mackerel while I helmed in bright sunshine.

Loch Ewe guard posts

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Breakfasting on pan fried mackerel with tomato while sailing in sunshine on a flat sea surrounded by dramatic scenery is a memory to treasure.

Of course the wind did not last, and by the time we had finished eating at 08:00 we were virtually drifting along at two knots, so the jib was furled away again and the engine went on to take Robinetta out of Loch Ewe. The view to the west and south was a bit hazy, but we could pick out the Shiants from the mass of Uist behind them, as well as Skye ahead of us.

We got another bit of northerly breeze as we rounded Rubha Readh Lighthouse, which lasted all of twenty minutes before dying away, then quarter of an hour later it came back, this time from the south-west. It took an hour to build to a proper sailing wind, but by 12:22 we could turn the engine off again to reach along the coast towards the Isle of Lunga in the mouth of the Gairloch.

Alongside at Gairloch

The view past Lunga was a bit grim, with Skye disappearing into the murk, and rain obviously on its way, but as we followed the coast round, to pass north of Lunga, we were still in sunshine. Unfortunately, the wind was now straight ahead of us, and we decided to turn the engine on to try to reach the harbour at Flowerdale before the rain reached us.

The Flowerdale pontoon is run by Highland Harbours, so our cruising pass covered the mooring fees. Reports suggested that there is very little space left over for visitors so we were not sure we would be able to stay there. A trip boat passed us as we neared the harbour, and we waited until it had moored up before approaching. There was only one yacht on the pontoon, and it did look as though there was space for Robinetta behind. I looked at the trip boat skipper, and he moved to take our lines, as obvious an approval of our intentions.

Once moored up I commented that we were glad to find a space, and he said the pontoon had been much quieter this summer. Last year up to six yachts had been rafted up along the short stretch of pontoon now taken by Robinetta and Suzelle.

Once the cockpit cover was on we went below to relax.

The first week of our cruise south along the West Coast was over.

Alison Cable

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Winner of the Todrick Commodore’s Cup The French Nationals

A busy but successful sailing season

T

he season started off with the first regatta of the Hansa Class UK TT series in April. This was followed by eight successive regattas across the length and breadth of England, culminating in the final at Frensham Pond in September. Despite having missed two of the regattas due to other competitions, I managed to win the series overall for the second year in a row.

Come May, I was off to Europe with the CCC’s very own Hansa The Glasgow Bonnet. First stop was the Belgian Sailability Cup in Nieuwpoort, which is attended by not just the Belgians, but the Swiss, French and on this occasion the Omanis as well. This made for a very mixed fleet and some exciting racing. I managed to work my way to the top of the leader board, but it was no given thing, with first place only being secured on the last day.

Later the following week, I was just north of Paris for the French Hansa Nationals, which was the largest Hansa event I have ever attended, with 70 competitors in the singles class alone. The racing was tough, with the weather often against us, creating a variety of environments for us to compete in. I was pleasantly surprised to find myself ending the competition with a podium position, finishing

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third overall. To round off the trip, I dropped in at Bolton on my way home for one of the RYA Sailability NW TT regattas.

Quite a busy couple of weeks.

In June, I was at Carsington Water for the UK Hansa Nationals, which offered some of the closest sailing yet, with very mixed results across the board. Conditions were a bit on the shifty side, making for some spectacular gains and losses, and I managed to scrape my way into first place, again with the final few races being decisive.

Little wind at the French Nationals

Winner of the Todrick Commodore’s Cup Rory McKinna in The Glasgow Bonnet

Come July, I headed down to Plymouth to work with the Swiss SailGP team at the third regatta of the series.

SailGP organise work placements for all their regattas and the Swiss team, as a major supporter of the #backthebid campaign, specifically requested a disability sailor as their intern. I was lucky enough to be selected. For the most part I carried out odd jobs around the tech site, freeing up time for the sailors and shore crew to perform more technical tasks on their F50 catamaran, Eiger. There was rarely a shortage of things needing done but when there was, the team were more than happy to answer any questions as I watched them assemble and tune Eiger. Of course, the highlight of the week was seeing all eight of the F50s on the water, and I managed to wangle my way onto a press boat to watch the racing, consequently getting the best seat in the house.

Completely by coincidence, my next big competition was the Swiss Hansa Nationals in September. I took some time before the competition to see the Alps and, fittingly, take the train to the top of the Eiger. The Nationals themselves were held on Lake Constance.

The start line at the French Nationals

Again the French and Belgians were present, and everyone was notably sharper on the water since I last sailed with them in May. It was tricky racing, with a lot of tactics having to be employed but I managed to work my way up to and hold third place.

There was one more competition in the diary before the season ended, and in a different class of boat as well. I had only sailed a Challenger trimaran on one occasion before I travelled to Rutland for the UK Nationals. Having only sailed monohulls, the Challenger took some getting used to, but it performed tacking and other manoeuvres far quicker than I expected. However, this boat’s main strength is its speed, and this did not disappoint.

Ultimately, the control of the Challenger relies on the same principles as all other boats. This and the advice I received from experienced sailors will have gone a long way to me finishing seventh overall.

It’s been quite a year, with approximately 14,000 miles driven. As I write this, I have just found out that I am now sitting first in the World Sailing, One-Person, Disabled – Men, Hansa 303 class. The editor has asked me how one sails at this level and, in truth, I am no expert on the technicalities of sailing, rules, knots, names of boat parts, etc., but the more time one spends on the water, the better one’s empathy with the boat and feel for the wind.

Experience is everything. It has been an honour to represent the CCC at so many events and in so many countries. The support I have received from the club, from the use of The Glasgow Bonnet to funding through the Seamanship & Pilotage Trust, has enabled me to put in the time and miles required to get to this position. I cannot thank the club enough and I hope I can continue to represent them for many years to come.

Rory McKinna

Clyde Cruising Club Annual 2023

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Winner of the Donald McNamara Trophy Sovereign Harbour, Eastbourne

The delivery cruise of Lucinda Claire, Eastbourne to the Clyde

Lucinda Claire Oceanis 381

LOA 11.8 metres

30 | Clyde Cruising Club Annual 2023

Crew Gary Brown (owner), Ken Andrew (skipper), Simon Pearce, Clive Garroway, Jimmy Ritchie

Dates 12 – 22 May 2022

Winner of the Donald McNamara Trophy

G

ary and I were former colleagues and discovered common interests in guitars, motorbikes and… sailing.

The plan was that in the post COVID era we would get out to Antigua and commission his Lagoon 40 cat but a phone call from the insurers in October 2021 raised the premium by over 1,000%. This forced a change of plan. The result: cat up for sale and the search for a boat to keep on the Clyde.

The market was moving very quickly, and boats were coming up for sale and disappearing in days, but Gary spotted an Oceanis 381 on the South Coast and had an offer accepted on it. In February we drove down to check it out in Gosport and were pleased to find that the yacht broker’s basic spec didn’t reflect a much higher level of kit on board. With a bit of negotiation to get free berthing at the broker’s site in Eastbourne – well, he had confessed that their stock was almost nil – the deal was completed.

We returned to the boat in April to get her sorted for the delivery trip back from the berth in Sovereign Harbour in Eastbourne planned for May. The hospitality at the Royal Sovereign Yacht Club and the Marina in general was superb and offers of assistance came thick and fast from the members of RSYC. The vessel was now named Lucinda Claire.

Gary asked me to skipper the trip and put the crew together. Simon, Gary’s brother-in-law was available, a former Royal Navy chief with lots of experience of the South Coast. Clive was also available – we’d been sailing together for 44 years. Jimmy was also up for the trip and had sailed the CCC Bluewater Race with us in 2013 and loved a long passage.

Thursday 12 May – Saturday 14 May, Eastbourne to Cowes Clive, Jimmy and I rendezvoused at Galashiels station where Gary collected us in a one-way hire car. Simon made his way along the South Coast by train, and we all met up at Sovereign and had dinner in one of the many in-marina restaurants.

The next day we had a few more things to sort out including the bending on of the CCC pennant and the final passage planning. The forecast looked good, but the winds were to be light and on the nose. The plan was to get to the Solent for the Saturday stop. A check with the marina office confirmed that there would be enough water in the marina approach if we locked out at 06:00. All set.

Saturday 14 May was our first day of sailing. As we got ready to get going, a ‘low voltage’ alarm appeared on the B&G instruments. The system had been on shore power so this was unexpected and of course disappeared when the engine was powered up. More of which later. We locked out at 06:10 with a handful of other boats and set course west along the coast past Beachy Head Light, abeam at

Beachy Head

07:18. As expected, the wind was light and on the nose, so we were motoring with the main unfurled from the in-mast system. The weather was bright and sunny and it was a great day for the start of the trip. The crew were getting along well, each taking the helm for an hour. The foul tide eased west of Beachy Head and we ticked off the South Coast towns – Newhaven, Brighton, Worthing, and Littlehampton, where the yacht fleet was racing. At 13:02 we had Selsey Bill abeam and changed course to 299°M so we unrolled the genoa with the engine revs reduced and enjoyed the motor-sail to the Solent. I had spent most of 2021 working in Portsmouth and staying in Southsea so it was good to see the coast from the sea. At 15:06 we had No Man’s Land Fort abeam and radioed ahead to Cowes Yacht Haven for a berth. As with most Saturday afternoons in the season the Medina was a mass of boats coming and going and we were fortunate to get the last 40’ berth in the Haven and we tied up at 16:10. The boat had gone very well, and our confidence was high with the first trip under our belt.

After showers and change of clothes, we headed up into the town and were passing the Italian restaurant at the top of the pier as it opened so we took advantage and went in to get fed straight away. That only left a couple of pubs to visit before returning to the boat after a long day. We tested the TV by tuning into the Eurovision Song Contest, which Ukraine won. 

No Man’s Land Fort

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Winner of the Donald McNamara Trophy Yarmouth

As we crossed Poole Bay the visibility closed in and Gary was unable to see his old stomping ground. With Portland Bill cleared at 14:30, our course altered to 255°M for the leg to Brixham, where we arrived at 19:30.

Monday 16 May, Brixham to Port Pendennis

Sunday 15 May, Cowes to Brixham We had some options for Day 2 destination. Gary had started sailing in his youth in Poole, but a trip into Poole Harbour would take a few hours to get in and out. The boat was going well and capable of covering the ground, so we decided to set for Brixham, some 90nm across Poole Bay and Lyme Bay with the option of Weymouth as a shorter leg.

We cleared Cowes Yacht Haven at 07:10. We would be punching the tide down to the Needles but could minimise the impact by hugging the south side of the channel. We passed Newtown, Yarmouth, and Totland Bay with the old battery leading down to the Needles.

The Needles

The weather was overcast and occasional showers came through. We cleared the Needles Channel at 11:00 and altered course to 239°M to clear Portland Bill. The tide started to turn with us, so the engine was shut down and we were able to sail. However, that was cut short after 20 minutes when the low voltage alarm appeared on the system again. The batteries were four years old but the history was unknown. The engine had less than 50 hours on collection so there was no way of knowing if the batteries had been on constant shore power charging or had not been regularly charged at all. Either option could mean that they hadn’t been cycle charged. In short, the rest of the trip had the engine running to support the autopilot.

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The plan was to get stores, water and fuel and head for Falmouth as the jumping off point for rounding Land’s End. That was the plan, but when the engine was started to head for the fuel berth, the charging alarm refused to silence. Clive, Jimmy and I started to work through the system with a multi-meter, while Gary contacted several service engineers who declared that they wouldn’t be able to visit that week. The decision was made to pull the alternator with the knowledge that a local garage within walking distance could check it. We dropped the unit with Pete at Allen Auto Electrics who reported back within an hour that the unit was perfect. We picked up a few electrical bits and pieces and continued the diagnostic. Knowing that the alternator was OK, the excitation voltage was found to be low/variable (9v ~ 3v), so we focused on that. There was a Cristec split diode and alternator isolator unit so, finding a UK supplier, a quick phone call with their tech support concluded that the unit wasn’t getting power from the engine panel. They advised that we could take power from the battery switch. 10 minutes later we were back in business with the power taken from the conveniently placed windlass power switch.

Resolving the charging issue had taken most of the day, so after a meal on board we discussed how to proceed. The forecast was poor in the Atlantic but moderate for us for the next 12 hours. Aware that we would have to do a 24 plus hour leg to get north of St George’s Channel, the situation presented an opportunity to get some night watches in while we still had Simon on board. We decided to head for Falmouth through the night, arriving in daylight around 07:00/08:00. Stores had been taken on. We took on 102 litres of fuel and topped up the water tanks. We departed Brixham Harbour at 18:30.

Heading 209°M to clear Start Point we held that course until 22:30 and then altered course to 242°M to clear Prawle Point. At 22:30 we commenced watches with Green Watch, Gary, Simon and Ken on for a two hour stand.

Tuesday 17 May, Brixham to Falmouth At 00:30 Red Watch Jimmy & Clive stood to. One of the modifications that Gary had fitted in April was the AIS transmitter module and antenna splitter hooked into the B&G system. We had used this on the first two legs, but

Winner of the Donald McNamara Trophy The Fife yacht Adix

it really assisted our confidence in the Channel at night.

Simon’s naval expertise coached us all on the effective use of the data provided by the AIS. At 02:30 we changed course to 264°M for Falmouth. At 06:30, the day watch resumed. As we headed up past St Mawes, we could see a fine three masted schooner at anchor off the harbour.

This turned out to be Adix and was heading for the Clyde with another Fife yacht The Lady Anne. We tied up in Port Pendennis at 08:15.

Sadly, it was time for Simon to leave us, so it was a short walk up from the marina to the train station and he was seen off for his trip home. He had been a real asset for us with his knowledge of the South Coast but also for his good humour and banter.

Wednesday saw us having to make a decision on our course. The passage would have us on the same course for rounding Land’s End as for the north entry into the Scillies so after rounding Lizard Point, we altered course to 240°M which covered both the Scilly and Irish options. There was a sizeable swell from the preceding Atlantic gale but it was proving to be manageable and the boat was coping well.

The decision was to round Land’s End and head for Ireland.

At 15:00, we rounded west of Longships and steered 000°M. 18:50 saw us joined by a pod of over 30 dolphins which stayed playing with us for over an hour. The Oceanis design with ports in the hull allowed the dolphins playing on the bow wave to be observed from one’s berth! 

Tuesday 17 May – Thursday 19 May, Falmouth to Arklow The forecast in the morning was not good. F9 was forecast in Shannon and F6 Irish Sea. Given the night sail and the stressful preceding day with the electrics drama, it was decided to stay in Falmouth for the day and depart on Wednesday 18 May. Falmouth was a pleasant stop and I shopped for the ingredients for dinner. We had a few beers overlooking the bay watching the gaff-rigged craft making ready for the evening race – a very relaxing treat. Dinner consisted of nasi goreng on board before discussing the options for the next leg.

These were – stay in Falmouth for another day until the weather settled; head round Land’s End for Southern Ireland, likely to be Kilmore Quay or Arklow; or head for the Scilly Isles and see what the forecast was going to give us.

Dolphin watch from a bunk

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Winner of the Donald McNamara Trophy Lucinda Claire at RStGYC

Watches commenced at 20:00. The B&G plotter, which had served us well, suddenly ran out of detailed charts north of the Bristol Channel. Something that we hadn’t checked was the chart library. Those installed covered all of Western Europe including the Baltic; but not the Irish Sea or Scottish waters! We had been keeping a fix on paper

Reaching up the Irish Sea

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charts and also had Navionics on a 12” tablet and iPhone, so there was no real issue. The plotter continued to support the AIS system.

We were running with the main only and the engine on half revs to support the autopilot. The Atlantic swell was swinging the wide transom around with some force but it was comforting and intriguing to see how well the autopilot coped under the conditions.

At 00:00 the next day, Thursday, the wind veered 10° so we altered course to reduce the risk of an involuntary gybe. At 04:15 the lights of Ireland started to show and a course change to dodge around Tuskar Rock TSS was made. At 09:30 Rosslare was due west and the ferry traffic visible. The morning was bright and the warmth of the sun was very welcome after a chilly night’s sail. By noon we were approaching Arklow Bank and picked up the offshore windfarm and the navigation marks to take us into Arklow Bay. The tide, which had been with us and against us in equal measure, was now with us again and we reached down to the harbour entrance. The river was busy with barges and service craft working on the north wharves’ development as we headed up to the pontoons.

Fuel is no longer available at the yard on the south bank, but we were kindly offered a lift with drums to the nearest shore station. Fortunately, we had enough fuel to take us on to Dun Laoghaire which was the next planned stop.

Showers at the marina followed by Guinness(es) and dinner at Christie’s Bar – recommended; across the bridge and right at the T junction. We had now broken the back of the trip and could relax having completed the last long section and were unlikely to need night hours watches again.

Winner of the Donald McNamara Trophy RStGYC Guiness

Friday 20 May, Arklow to Dun Laoghaire At 08:10 on Friday we slipped the lines at the pontoon for a leisurely 45nm hop to Dun Laoghaire. Jimmy and I had visited the Royal St George’s Yacht Club on the way to Benodet in the CCC Blue Water Race in 2013 and were keen to go back and enjoy the club’s hospitality. Friday was a beautiful day with smooth sea, a reaching breeze and sunshine. We cleared the offshore windfarm and gybed onto 025°M. We now had an opportunity to try out the asymmetric spinnaker that came with the boat. Rigged and hoisted, it pushed the boat comfortably into double figures boat speed. As the wind increased, we furled it away – it had shipped out. We took it down as we were approaching Dublin Bay. At 14:34 we tied up on the outer pontoon at RStGYC. The hospitality at Royal St George’s is second to none. We were shown around the impressive facilities by Ellie, who is Scottish and Gary and Clive were as amazed as Jimmy and I had been on our first visit. As we had beers on the covered veranda overlooking the day boat/dinghy apron and the pontoons which Lucinda Claire had to herself, the heavens opened with a vengeance; we were relieved not to be on the water. We retreated to the bar and took up residence for the afternoon. The Commodore dropped by to welcome us, and other members were very welcoming. Unfortunately, the club was fully booked for dinner, but Ellie was good enough to book us a table in the bistro across the road from the club. A very pleasant day on and off the water.

Saturday 21 May – Sunday 22 May, Dun Laoghaire to Ardrossan After a relaxed start, fuelling up at the club, we headed out of Dublin Bay on the Saturday morning. The target destination for leg 5 was Bangor with options of Carlingford and Strangford Loughs if required. The wind was F3 and south-westerly, so an easy trip motor sailing. We ticked

Almost home – Ailsa Craig

off the coastal towns and features and eventually turned through the inside passage at Copeland Island. We radioed ahead to Bangor and arranged a berth with a stop at the fuel berth on the way in. We tied up to the fuel berth at 23:15. Being late, we dined on board and turned in shortly after.

Sunday was to be the final day, a straight line hop from Bangor to Ardrossan. To catch the tide, we left at 06:40 and enjoyed a very pleasant sail past Black Head and north west towards the Clyde. Passing just west of Ailsa Craig we were now approaching home waters and a new cruising ground for Lucinda Claire. At 15:50 we made fast to the new home berth in Ardrossan.

All-in-all it was a great trip with some niggles but nothing that stopped us for any significant time. The crew blended well and the only regret being that Simon couldn’t make the whole trip. The boat performed remarkably well and clearly has the capability to be a reliable and comfortable cruiser. Later, our bags packed, our lifts arrived. Clive and Jimmy were going home to Edinburgh and I to Skelmorlie. Gary opted to stay on the boat overnight to indulge in some cleaning and enjoy the space to himself. I dropped by the next day, and we had a run back to Gary’s home in Peebles.

Technical lessons learned The service batteries were checked in Ardrossan and I found that two of the three were not holding a full charge over 12 hours, so these were replaced and no further issues experienced.

Gary and I had a morning checking out the root cause of the charging error and after unpicking the substantial wiring harness discovered that the cause was a relay which was switching but the contacts were not making. It was replaced with a £4.99 unit.

Gary had the charts updated to cover Scottish and Irish waters.

Total distance run – 657nm over 8 days 10 hours

Ken Andrew

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A stressful West Coast season

Sailing and engine problem solving A stressful West Coast season Hecate at Gigha

Hecate Voyager 40

36 | Clyde Cruising Club Annual 2023

LOA 12.0 metres

Owner Patrick Trust

A stressful West Coast season Pier and moorings at Gigha

H

ecate has had a troubled season despite a winter port engine rebuild which gave up on the maiden voyage from Dumbarton to Ardfern via the Mull of Kintyre. Sometimes owning Hecate feels like the challenges the Greek king Sisyphus faced rolling his stone uphill.

Sandpoint, Dumbarton to Ardfern delivery cruise It was a flat calm and we motored down the Clyde leaving Sandpoint at high water and motoring all the way to Pladda, rounding at 17:10 with a new wind of 10 knots on the nose.

We anchored at Davaar at 19:50 and were treated to a beautiful sunset in a flat calm. Next morning we started at 08:00 to get the favourable tide round the Mull, bound for Gigha and motor-sailed with a five knot south-west wind to arrive at Ardminish, Gigha, at 14:40

Skirting the Dorus Mor, Paps in far distance

On departing Gigha the next day at 09:00 in a flat calm, I see written in the log ‘port engine slow to start’. We motored on up for Loch Craignish seeing six dolphins and three porpoises. Then at 11:30 the port engine suddenly stopped and refused to go again, so the starboard engine was started and we moved on up to Ardfern, arriving at 14:40.

The engineer who had rebuilt the port engine came later and the eventual cause for the sudden stoppage was identified – two of the three fuel injector pumps had failed.

From then on it was a single starboard engine to assist the sails.

Family sailing and sailing with friends Several other cruises followed with my eldest son taking Hecate and his family in late May from Ardfern to Kerrera via Puilladobhrain then on to Loch Buie on Mull and back to Ardfern via nan Muc. My daughter and family then had a weekend at Loch Spelve for a mussel feast and a rendezvous on the way back with Askival of Skipness and the Potter family at Ardinamir.

The ‘Four Ancient Mariners’ then set off for the St Kilda Challenge, which had defeated us last year, departing on 7 June even as the event was being cancelled due to the forecast of gales. We had several restaurants booked, so proceeded on to Café Fish at Tobermory where we had the usual superb fish dinner and retired early to depart at 06:45 the next morning with a F2 easterly and the barometer falling from 1011 to 997 overnight. The barometer stayed between 997 and 1002 for the next four days and we remained in Lochmaddy with gales whistling over our heads but secure in the marina. The hotel was very hospitable and we ate and drank well but the log notes on 10 June ‘Gales persist. Cabin fever setting in.’

On Sunday 12 June the sun emerged, the rain stopped and we sailed with 15 – 20 knots of westerly wind to Tarbert, Harris, where the marina was very helpful. We 

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A stressful West Coast season took a short hop to Scalpay on Monday for another superb dinner at the bistro but not before a visit to the gin distillery as we left Tarbert. Our return south via the Inner Sound was hampered by steady southerly 20 knot winds once we had cleared the north of Skye. We stopped at Kyle for night one and were disappointed by a lack of water and electricity on the pontoons. Then on to Loch Aline which provided all our needs for night two before the short hop back to Ardfern.

George at wheel

More engine trouble and the return to the Clyde During the sails in June the injector pumps were away for repair and we continued sailing using the starboard engine only but I failed to isolate the exhaust and water was able to enter the port engine when we were heeled over sailing.

This only came to light when the injectors were refitted and the engine was sea waterlogged. Oh woe – the engine had to come out again and be cleaned and de-rusted where the water had caused damage. Then the starboard engine decided to overheat and no obvious cause was identified.

Never mind – the port engine returned in good working order and was reinstalled at Ardfern ready for the final sails of the season.

Hecate returned to Dumbarton for the end of season layup leaving Ardfern on 27 September at 06:30 for a good tide to Gigha and George and I were blessed with a strong NW F5-6 and sailed all the way having to reef both main and genoa. We left Gigha at 06:30 and there was not a breath of wind with a strong wind forecast of northerly

Entering Clydeport channel to go upriver

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F5, so we had to motor. Passing Machrihanish the engine alarm sounded for low oil. I topped up with a large amount and noted oil in the bilge so sucked this up in the empty oil container. The engine worked well and we proceeded to the Mull but the oil alarm again sounded as we rounded so I used the oil from the bilge to top up again and before Sanda a new breeze from NNW and 10-15 knots allowed us to sail to Pladda where I considered our options.

A stressful West Coast season Paps of Jura in the far distance

A fraught final leg

In retrospect

Normally I would have motor-sailed back up the Clyde with a main up but this would have meant replacing the oil at increasingly regular intervals as we had done this three times and the oil recovered was getting less. So we sailed close-hauled and could almost make Largs and the Hunterston Channel but would then have to motor into 20 knots of wind with a probable need to stop for more oil which was not going to happen at 19:00.

So I reported our predicament to Belfast Coastguard and informed them we would still continue our passage to Rhu Marina but arrive after midnight. We then arranged a report every three hours to discuss our progress. We were in no danger and could have anchored until morning but we tacked and sailed across towards Brodick. The red light for Rubh’an Eun on Bute was about five miles off and at 22:00 I decided to furl the genoa and try the engine using the main to steady us. We passed the light after an hour and still the motor ran smoothly. The wind had now dropped below 10 knots and we would have taken many hours to sail up-river.

I still had a little recycled oil in the barrel so on we motored and were turning to go onto the outer breakwater at Rhu Marina when the engine alarm sounded. I tried the starboard engine which worked but rapidly overheated so the last drop of oil went into the port engine and it worked well enough to get us alongside but not without a bump to the bow.

We had had three calls to Belfast CG over the evening and were delighted to report our eventual safe arrival at Rhu at 02:30. Oil was purchased from Chru Chandlery in the morning of Thursday 29 September and we left at 10:30 to proceed uneventfully upriver to the Leven perch and alongside at Sandpoint. It was a flat calm and we had to motor all the way. I was anxious to get a lift out at high tide at 15:30 as the forecast for Friday was a severe gale and so it proved to be. Hecate sat aground propped up without her mast and I pumped up another load of oil from the bilge. So far I have noted no oil leaks when the engine is not running but where is it coming from when we motor?

I often wonder why Hecate has two engines but am glad she does even if they behaved badly despite all the attention. I was relieved we did not require any assistance as local RNLI services would not let me forget had I asked for help, but at no time were we in danger and we could have stopped and anchored. The prospect of severe weather after another 24 hours spurred me on and knowing the Coastguard knew all about our predicament and they could see our progress on AIS was reassuring. I had planned to trial the RYA Safe Trx but my mobile signal from Gigha round the Mull of Kintyre was poor and I was not confident the system would notify my contacts and then set off the alarms for everyone. So back to the engines again for a miracle to get both engines in perfect condition for 2023.

Patrick Trust

Skipper on watch

Clyde Cruising Club Annual 2023

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Protected anchorages on the Clyde At anchor in Caladh

Clive’s Clyde: protected anchorages on the Clyde

I

n 2000 I was asked by the CCC to join the Clyde Moorings Committee with a view to compiling a list of anchorages on the Clyde. In the event I was co-opted on to the CYCA Committee as Moorings Convenor and made Cruising Convener to represent all the Clyde clubs, a position I still hold.

Arran hills above Lochranza

40 | Clyde Cruising Club Annual 2023

Donald McLaren of the CYCA and I compiled a list of anchorages in general from the CCC Sailing Directions together with a few of my own. We added their latitude and longitude and presented it to the committee in 2001. RJ Korbal, the Crown Estates Mooring Officer, then produced large-scale charts of these areas as recognised anchorages as a reference for the future.

Later that year a meeting was arranged at the CCC office in Glasgow with the Hydrographic Office which produces Admiralty charts. All the anchorages were added to Admiralty charts and are still produced today on paper and chart-plotter software and became Protected Anchorages, of which there are 114 in number.

There are four levels of area: Low – an area 100 metres in diameter suitable for anchoring one to three small craft, Medium – a circle 200 metres in diameter suitable for anchoring four to ten small craft, Large – an area suitable for anchoring 11 or more small craft, and High – a mooring-free area suitable for various vessels to anchor.

Protected anchorages on the Clyde

All these areas are still monitored today by John Kent, our Community Marine Officer, who works for Bidwells, the agents for Crown Estate Scotland on the Clyde. The Clyde Moorings Committee, of which I am still an active member, receives a note of every new application for a

mooring position so we can ensure these anchorage areas are protected for boat owners now and in the future. John Kent can be contacted on 07525235888 for any matters pertaining to moorings on the Clyde.



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Protected anchorages on the Clyde Kilchattan Bay

In conjunction with my role in CYCA I am the Clyde Coast Watcher for the RYAS and I receive a note of all commercial movements, for example fish farms, on the Clyde to ensure they are not a hazard to navigation. In that way we protect our anchorages and mooring areas.

Loch Fyne

42 | Clyde Cruising Club Annual 2023

Sailing on the Clyde in 2022 As I was waiting for a hip operation and in a lot of pain we decided this year to only sail on the Clyde, something I have been doing for nearly seventy years. Moreover it gave me a chance to renew my acquaintance with many of the protected anchorages.

What a wonderful area in which to go sailing. You can sail to the Kyles of Bute and be sheltered in a F8 with scenery as good as anywhere in the world. You can sail up Loch Long to Loch Goil or sail to Arran and go climbing, if you don’t need a new hip, up to Tarbert and Loch Fyne.

And don’t forget Holy Loch, Bute with Rothesay and Port Bannatyne, as well as Rhu and the Gareloch, all in sheltered waters.

This year we enjoyed a few nights in the Kyles of Bute at my favourite anchorage at Caladh Harbour. Loch Riddon and Wreck Bay all have protected anchoring areas. Close by you have hotels at Kames, Tighnabruaich and Colintraive and all this is just a few hours’ sail from the Gareloch where we keep Lyrebird.

My first sail to Caladh Harbour in 1959 was with my father on his motor boat Zuleka. We motored up the Clyde from Roseneath with a huge swell running and most of the family was seasick but when we arrived at Caladh it was flat calm, as you might expect. I still remember exploring the wee island above the lovely peaceful anchorage.

Unfortunately our season was cut short at the end of July when I received an emergency operation for my second new hip. I can’t wait to get out on the water next year.

It has been an honour to help preserve the wonderful Clyde’s protected areas for boat owners and users, now and in the future.

Clive Reeves

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Clyde boating in the 1950s remembered Jean restored

Clyde boating in the 1950s remembered I

must have been around eight when I experienced my first sailing memories. The family owned a house on the Clyde – The Moorings, Hunter’s Quay – where my grandmother, Mary Nisbet, still visited in the summer. I went to stay there for a few weeks in August 1958. The house was but a stone’s throw from the pier at Hunter’s Quay and beyond that was the Royal Marine Hotel where the Royal Clyde Yacht Club was based with its clubhouse. In front of the clubhouse on the beach there was a boat store and jetty that was long enough to land on at any state of the tide.

My first memories and interest came with the club launch and Alec Waddle, the faithful club boatman. Alec was a swarthy character with a jutting chin and always wore a white peaked cap. When it rained he would wear a long dark waterproof trench coat – a mile away from today’s Goretex oilskins. I would slip away from The Moorings and wander down to the jetty and in my best and keenest voice ask if I could ride in the launch when he ferried out the club members to their yachts.

44 | Clyde Cruising Club Annual 2023

He was a friendly soul and on most occasions he would say ‘jump in’. That would be the start of a day filled with the smell of cotton sails, boats and sailors and the great pleasure of being in a launch that kicked up an impressive stern wave when under way, driven on by its Stuart Turner petrol engine. Occasionally we would take a trip around to Robertson’s or Morris & Lorimer’s yards in Sandbank, Holy Loch, and these were particular highlights.

The pier at Hunter’s Quay had other attractions for a young lad, particularly fishing trips organised by a local boatman who would take out small groups, generally just for a few hours. I would bring a bucket and fishing line with multiple hooks and a clump of mussels. Without going far from the pier we would lower our lines over the side until the weights touched the bottom and then just raise them a few inches. You did not need to wait long before the line was alive in your hands. Up would come good sized flatties, cod and haddock, filling your bucket in quick time. There was real excitement with plenty of fish to catch. The upper

Clyde boating in the 1950s remembered reaches of the Clyde at that time were so well stocked with fish. Comparing the situation now with my fishing trips in 1957, it brings it home to me how we have so over-fished our waters. In 1958 we were still seeing the benefit of the fish stocks recovering during the 1939 – 45 war and fish were plentiful.

Back to the Royal Clyde YC. The club had excellent facilities at Hunter’s Quay and on the water. It owned four Loch Longs. They were called Thistle, Rose, Daffodil and Shamrock. These were club boats and were well used by the members. The Loch Long Class was growing strongly in those days with Robertson’s of Sandbank being the source of many of the new builds. Their brochure for a new build boat is illustrated in this article.

My mother, Maisie Hogg, nee Nisbet, along with her brother Douglas Nisbet had been brought up sailing on the Clyde in the 1920s and 1930s. In 1958 my mother decided to purchase one of Robertson’s new Long Longs for the princely sum of around £460. It was to be called Jean and had the sail number LL40. We sailed her for a couple of summers before my mother sold the boat on and I no longer had the pleasures of a few weeks in the summer holidays staying in Hunter’s Quay and sharing time with Alec Waddle in his club launch.

Roll on to 2020 and we were competing in the British Classic Yacht Club Regatta in Cowes in our McGruer built 7 metre cruiser – racer, Zalda. As we were manoeuvring into Cowes Yacht Haven there were a group of Loch Longs also returning to their berths after a day’s racing. I was slightly surprised to see them in Cowes as the fleet had split with some now based in Suffolk on the East Coast at Aldeburgh and the remainder still on the Clyde. However, I engaged in conversation with one of the Loch Long owners, ‘Was the Loch Long Jean sail number 40 still part of the Loch Long fleet and why were the Loch Longs sailing in Cowes?’

Original Loch Long brochure

I was told that Jean was an active yacht in the Suffolk fleet based in Aldeburgh and that as a class they sailed far and wide using trailers and road transport to extend their range. Indeed, a number of them, including Jean, had set off in the 2019 summer for Galicia, Northern Spain, and had their own regatta in much warmer climes. I was directed to the current owners of Jean, Mark Seccombe and Nick Russell. She had had a major restoration in 2016 after they bought her, when much work was carried out and her original varnished topsides were at last painted over.

They have done a wonderful job on her and she looks like a new pin – back to the launch condition I experienced as an eight year old over 60 years ago.

Bill Hogg

Jean under restoration

Clyde Cruising Club Annual 2023

| 45

A tale of an engine overhaul

A tale of an engine overhaul

M

y 50 year old Rival is on its second engine, the original being a petrol, but replaced by a brand new diesel in 1995: a Volvo Penta MD2030, 29 HP fresh water-cooled with VP gearbox driving a fixed three blade prop. It copes very nicely and is very economical.

Last winter I decided that it was time to take it out and overhaul it. It had delivered twenty six years of service, about 8,000 hours, but with poor records and was looking rather tatty. I decided that an overhaul was a more economical option as long as I did the work myself. A new engine might cost £4-6,000, but an overhaul perhaps £1,000. It was about 40 years since I had last done such a task though. Could I remember what to do?

In December, with the boat out of the water in its cradle at Rosneath, I was ready. The first job was to disconnect everything. Electrics, drive to prop-shaft, gear and throttle cables, fuel lines. And then to release the engine mounts.

These needed changing anyway – the rubber in them doesn’t last forever.

I’d seen people use a chainblock suspended through the companionway to lift engines, so after adding an extra two halyards to hold up the boom at the lifting point, I

Engine liftout

46 | Clyde Cruising Club Annual 2023

proceeded. I managed to lift the engine out of its bay into the companionway, but could not get it high enough to get it right out. Silvers yard have a handy small mobile crane used for mast stepping, and so a call to them for help.

Dropping the engine straight into my trailer, I was able to take it to my home workshop.

When moving to my current house, I’d built a double garage and workshop. Eventually that became a single garage and bigger workshop. Today I have a workshop with no space for any cars. But this was to be the home for the engine over the next few months.

I took plenty of pictures as I went. Not thinking that they’d make a nice story, but so I could remember how to put things back together again. After draining the oil and cooling water, I set about dismantling everything. I did this in short bursts of a half day or a few hours, and spread it through the Christmas period. By January I had what looked like thousands of bits. I stripped everything as far as it would go. Gearbox off, flywheel off, cooling manifold off, head off, fuel system off, sump off and so on. Eventually I had a crankshaft in my hands and was surrounded by labelled, photographed and now cleaned bits.

Engine stand in workshop

A tale of an engine overhaul Ordering parts was easy. The VP20xx series of engines that came out in the mid 1990s are really Perkins engines ‘marinised’ by Volvo. The basic engine parts are Perkins, and so they’re the same parts as in diggers, small tractors, and many other diesel-driven devices. Doing some research enabled me to buy Perkins parts for generally about a quarter of the price of Volvo Penta parts.

I changed the piston rings, all bearings, all gaskets, water pump and oil pump. There are some things that, when you have an engine stripped this far, are better just replaced.

Pumps are a good example. The oil pump was the most difficult part of the whole job. There’s a press fit part of the pump that was hard to remove, but fitting the new one required a press to fit it. The fuel system too was worth doing right. I got a diesel shop to overhaul the fuel pump and injectors. This cost less than replacing them, but only just.

Every part that was originally painted, I cleaned up and repainted using the original colour – Volvo Green. After reassembly, it looked really nice, but it was corrosion I was concerned about. A boat engine doesn’t often get cleaned and polished, so this was the chance to give this beauty another 25-30 years of life.

I’d been teased by a few interested on-lookers about whether it would start first time. I was planning a test run on the stand I’d made for working on the engine. So after checking everything, and testing that the oil pump was pumping, cooling water circulating, diesel was at the injectors, and everything I could think of, it was time. I had to crank about 15 seconds until it fired, but fire it did, and away it chugged. Without a proper exhaust system, it sounded loud, but the throttle worked and with a few revs to play with it gave me the satisfaction that it should run after reinstallation.

Measuring valves

Then it was back to Rosneath on the trailer, a lift into the companionway, a chainblock off the boom into place on the new engine mounts and a start was made on the reconnections.

Now I’d read and been warned about the need for good alignment. A rotating engine turning a shaft through the hull needs to all be in a straight line. The engine mounts are all adjustable to orient the engine in three dimensions, so after perhaps two hours lying on my back, head in the engine bay, I was happy that vibration due to misalignment would be minimal. In fact it took two more goes after launching to get it as good as I wanted. Now it runs nice and true.

It’s a very satisfying thing doing such a job, and getting a good result. Some people have asked me if I’d recommend they do it. If you feel reasonably competent in mechanical matters, have some competent friends to advise, and have a long enough time, such as winter, in which to compete the task, then I think most people could tackle this job. It needs a methodical approach, time to work slowly and carefully, and it helps to have the space to lay it all out without interference.

Now after a season I can see the results. Actually it just goes the same as it did before. I get about one litre per hour fuel consumption at 4.5 knots, but much higher at faster speeds. It will go for long periods if I need it, and it seems to start whenever I need it. It doesn’t use any oil or water. What else could I wish for?

Geoff Crowley

Like brand new

Clyde Cruising Club Annual 2023

| 47

Antonelly around Ireland Negotiating purchase of scallops

Antonelly around Ireland Antonelly Hallberg-Rassy 42E ketch

LOA 12.9 metres

Crew Kate and Dick Philbrick, and three separate crews

Ardfern to Howth We let go our mooring buoy in the Loch Craignish lagoon and headed south for our first anchorage, unsure whether it would be Gigha or our favourite Ardmore Islands. This was the first of three crews that were to accompany Kate and myself around Ireland, a dream that had been delayed by Covid for two years.

Our next crew would join us somewhere west of Cork.

We left the exquisite beauty of the Ardmores in a vain search of more beauty and romped south past the Mull of Kintyre, for the first time not turning east to the Clyde.

The Copeland Islands were only a short detour west of our course and we gybed in search of seabirds, dramatic cliffs… anything…to no avail.

It was only day three and one of the 6kg gas cylinders appeared empty. Frantic phone calls to Dunlaoghaire and Howth were met with the first of many friendly exchanges.

Howth seemed to be less of a walk lugging a cylinder.

Lambay Island just offshore is a bird sanctuary with a warning in the pilot that the island is private and landing is not allowed; difficult to accept when we are so used to the freedom of ‘right to roam.’

As we tried to furl the jib, we warned Howth Marina that manoeuvring in close quarters was not our strong point.

It was F6 and we were sailing alarmingly fast. The crew

48 | Clyde Cruising Club Annual 2023

Dates 16 June – 22 July 2022

winched a bit harder. I went to the foredeck to try and rotate the drum, looked up and saw that we had replaced the spinnaker halyard on the wrong side after using the cruising chute and this was now tightly wrapped around the foil, which was to have repercussions later. The young guy from the marina office probably witnessed this theatre and ran fast to our berth to catch our lines. We were in prosperous, friendly Ireland with no 6kg Calor Gas cylinders. Putin was blamed.

Inspecting broken halyard at masthead

Antonelly around Ireland Coastline on Saltee Islands

Howth to Derrynane There were impressive wind farms, on and offshore, as we headed for the next stop on a gentle coast with few anchorages. Our Norwegian-honed skills with a plank between fenders and rough steel piles in the Arklow River came in useful. An early start, a brilliant sun and no wind meant a long day with droning engine to Kilmore Quay on the south coast. At last there was something for the bird watchers. There are two Saltee islands, both privately owned. Going ashore on the Little Saltee is strictly prohibited – the South African owner went to court in Dublin to protect his privacy.

The Prince of the Great Saltee allows landing but likes visitors to be away by 16:30. The east coast cliffs are home to thousands of seabirds. Hugh and I watched a seagull wait patiently for a razorbill to leave its chick and pounced.

The gull must have learned that it is best to thoroughly kill the victim before dining. We watched aghast as it eventually went down whole, from beak to webbed feet, with just a shiver.

We beat our way along the south coast with anchorages at Dunmore East and Youghal before leaving our first crew on the Royal Cork pontoon, which provided our last ‘on-pontoon-diesel.’ Kate and I beat on west past Kinsale, suffering a broken jib halyard, to anchor in Union Hall. As we went ashore we were encouraged to go to the 

Clyde Cruising Club Annual 2023

| 49

Antonelly around Ireland Union Hall smartened up for Obama’s film

celebration of the new lifeboat and it was an emotional occasion. The RNLI proudly functions in Ireland and had gathered a choir, priests, politicians and a crowd of 200 for the moving occasion, culminating in the crew strapping in on the privately donated Atlantic 85 Class lifeboat, and doing 30kt wheelies around the anchorage. It got better still. As we wandered into the village in search of a halyard, we found intense activity. Barack Obama’s film production crew were in town. All shops and houses had been smartened up with new paint and signage to resemble 1930’s Union Hall. The locals were loving it and so did we.

Second crew arrive Our second crew joined us after generously shopping in Skibbereen. Somehow Chrissy and I ended up in the sea as we lunged to save a bag of food from a similar fate. A smiling Obama film crew recorded the whole show. More beating. No halyard rope. Mizen Head loomed after a night in Crookhaven and brought a churn to our stomachs, but was more easily beat around than some of the other headlands

Anchorage at Derrynane

50 | Clyde Cruising Club Annual 2023

On Mass Path in Derrynane

we had struggled by. And scores of dolphins – or were they porpoises – entertained the crew. We resisted the temptation to run too deep into the bays as we headed north for we knew it meant long beats back out to the west coast. The spinnaker halyard was producing almost sufficient tension in the genoa luff but the old ketch is, anyway, sluggish to windward.

After Bere Island, Castletownbere and Dunboy, our next anchorage was the sensationally beautiful Derrynane Harbour. Entering the rock-littered entrance with a following F5 required intense concentration; white water was all around. We followed the ‘Mass Path’ which locals had used to get up to a sheltered spot under a roof of fuchsias and honeysuckle for Sunday worship. The wretched English would allow nothing more civilised for Catholic worship, as we were to discover on a visit to the house and spectacular garden of Daniel O’Connell, MP and reformer; he returned to Westminster in the 1830’s, but was not allowed to take his seat as he was a Catholic. Great craic in the simple pub.

A swim in water that was noticeably a few degrees warmer than Scotland. Endless sun. And always the most friendly, generous, confident, outgoing locals. But we must continue north…

Antonelly around Ireland Derrynane with Skelligs in distance

Derrynane to Clare Island The Skelligs showed on a starboard tack so we continued out from the coast. Too rough to land even if it was allowed, but dramatically beautiful with masses of sea birds. We had learned to truly appreciate the Scottish right to roam and our plentiful footpaths.

Two of the crew left us in Ventry, leaving Rufus, Kate and myself for the next series of long beats north. It was long and only interrupted, on the first and foggy day, by the unspoiled beauty of the Great Blasket. We motored up and down looking for the best place to anchor. The rocky, sandy beach had a fearsome surf. The rocks moved in a blubbery manner and proved to be a collection of 200 resting seals.

We retreated to resume our journey north with about 100 miles to Galway, where the harbourmaster had a halyard rope for us to collect.

The first anchorage on the Shannon Estuary was 12 miles from the entrance which meant a 24 mile detour amidst a flat landscape. Scotland does win on beauty but the Irish people are very special. We locked into a comfortable marina with no diesel on the pontoon in

Dismembering spider crabs

Galway Harbour. Rufus left and Stewart and Anne joined. An email to them saying ‘Can I winch one of you up the mast or you winch me?’ met with an immediate ‘we will winch you.’

And they did, very efficiently. Kate ventured onto the busy streets with a marina trolley for a long march to the petrol station.

Each of our three crews had one special anchorage. For Anne and Stewart it was a walk ashore on St MacDara’s Island and its 6th century restored chapel with its backdrop of the 12 Bens of Connemara – all in brilliant sun. We were reluctant to leave, though looked forward to the scallops we had bought from a friendly fisherman.

His enemy were the starfish who eat the scallops. How? The racing black-with-tan sails of the Galway hookers from Roundstone were quite a distraction too. We returned to the west coast swell and headed north to Ballynakill Harbour and then Clare Island. And then we were only two, after putting our last crew members on the Clare Island ferry. Stewart, we have been on his boat, had said it is lovely when crew come and lovely when they go and I knew what he meant. Kate and I relished a day with no one to entertain, but I messed it up. 

Galway hookers racing

Clyde Cruising Club Annual 2023

| 51

Antonelly around Ireland

Clare Island to Ardfern Achill Harbour is a tricky place to enter, to anchor in, and to leave. We knew all that from the excellent pilot 20th edition South and West Coasts of Ireland. It is much better than our old eighth edition – do buy it. But there seemed to be a confusion between pilot, GPS, depth sounder… and skipper.

Anyway we ended up on the sand for a humbling two hour wait for the tide to return, no doubt watched through 100 pairs of binoculars. We walked and hitched to Achill village to replenish our stores. Actually Kate accosted a friendly-looking chap and asked him where he was going. It seemed to be nowhere in particular so he drove us and he talked. 90 per cent of Irish dairy products are exported. He thanked us for Brexit.

He claimed that Ireland was richer per head than the USA. ‘We charmed the Europeans and the Americans and did well by them both’, he said. We hitched an immediate lift on our return. The driver wondered, to the slight annoyance of his passenger, if we would like a tour of the Wild Atlantic Way and he drove us an extra 20 miles amidst a spectacular landscape. He was proud of his country.

We saw one sailing boat the next day as we rounded Achill Head and that was the case most days – just one or two yachts at most and that is maybe why sailors struggle to get gas and diesel. It’s fine if you’re a trawlerman as we were to find in Killybegs. Euphoria at being given the phone number of ‘Jim-who-delivered-diesel’ was short-lived.

Minimum quantity, 1,000 litres, meant more humping of jerrycans.

We were in familiar territory now as we had visited Donegal 20 years ago. We had spent three nights then sheltering from a gale with young children on board

Well sheltered in Tory Island harbour

52 | Clyde Cruising Club Annual 2023

in Teelin. How it had changed. What we remember as maybe ten houses has grown to 100. And as we sailed north around Donegal we were shocked by the endless scatterings of white bungalows – most pronounced east of Inishirrer Island where we tried to anchor. Chastened by our experience in Achill Harbour we approached with extreme caution on a rising tide, but could not find a way that satisfied depth sounder, GPS and ourselves, so we retreated north to Tory Island.

Another extraordinary change was the absence of thin lines floating on the surface supported by hard to-spot milk containers that had littered the west coast on our two previous visits. Now the occasional lobster spots are marked by gleaming buoys and the threat of a line around the propeller is no worse than on the Scottish West Coast.

Tory Island has two harbours. There is a magnificent new breakwater providing shelter from the swell in Camusmore Bay. And there we found great fish and chips in the friendly hotel. To the north there are spectacular cliffs with occasional birdlife, and a bleakness that might have been suppressed by some sun. The bell tower is all that remains of the monastery plundered and burned by English troops in 1595 – we were happy to be English but flying a Scottish flag from the mizzen.

We were just a day and half sail from the mooring near Ardfern but wanted to visit Inishtrahull on our way east. It might still have been the ‘Achill harbour effect’ but we funked the swell at the entrance and continued on to Islay.

Once again the striking beauty of our West Coast and islands was immediate. I suspect that is where we will roam next summer.

Dick Philbrick

Setting out by myself Miriam sailing Tiffany Aching

Setting out by myself –

a singlehander’s first cruise on the Clyde Tiffany Aching Achilles 24

LOA 7.2 metres

Crew Miriam Sutter

Clyde Cruising Club Annual 2023

| 53

Setting out by myself

I

did grow up in the land between the seas, but in northern Germany. But I did not grow up sailing. When we moved to Rhu, we went to an open day of the Royal Northern and Clyde Yacht Club and were hooked immediately. All four of us – my husband, our two children and myself – fell in love with racing in Gareloch One Designs.

The love for sailing grew from there. Four years ago, we bought an Achilles 24, the same length as a Gareloch, but much more luxurious: there is a cabin and actual berths with soft furnishings. An ideal boat to go out for adventures on the Clyde. We named her Tiffany Aching after a young, practical, powerful, young witch, who lives on Terry Pratchett’s magical world. She is the perfect companion for us. But this time Tiffany and I went off by ourselves.

Setting off for Port Bannatyne The weather was just right: a good breeze and sunshine. I could simply do with a little time away. Tiffany was waiting ready at Rhu Marina, provisions stowed, fuelled up; I just had to get out the stern ladder. I always do when sailing by myself so that I have a means to come back aboard, should I unexpectedly find myself in the water. Quickly motoring out, sails went up as soon as we left the marina. We flew past the seals off Rosneath Point – I am sure they raised their flippers in salute. The sun reflected on the water and the Clyde looked inviting.

Passing the Cloch lighthouse is always a special point in a passage: from here I am further away from home than just having a little spin. Sailing past the Cloch stands for adventure, for not returning to chores and routine, at least not today. Cloch lighthouse stands for ‘now I am away’, which felt just right.

But where would I aim for? Should it be Holy Loch, so warm and welcoming to a small sailing yacht? Or nip quickly into Kip where I could get my favourite breakfast?

The sailing was too good, so I kept going. Just Tiffany and I. The sails set well, I had the genoa and full main up. The Gantocks passed quickly and who would want to stop? The wonderful breeze carried me past Innellan, round Toward Point, through Rothesay Sound. Kames Bay looked inviting and I gave Port Bannatyne a call: yes, no problem, we could come in for the night. The four horsepower Mariner outboard started willingly when asked.

Sails were stowed, lines and fenders made ready and the first stop of my adventure greeted me. I had often returned to our berth in Rhu Marina by myself, and was yet still a bit surprised how smoothly and uneventfully I made fast. My neighbours welcomed me warmly.

Something I have found again and again travelling by myself is a warm welcome, and often even an invite to a warm dinner with the neighbours. All the stowed provisions had to wait.

54 | Clyde Cruising Club Annual 2023

Through the Kyles of Bute and on to Tarbert Next morning the Kyles called. I was up early. Drizzle, but a light breeze inviting you to sail; why get wet as a landlubber? There was no reason to hang about when I could be out on the water. It is magic, when the shores seem to come ever closer sailing into the Kyles of Bute.

The horizon moves itself to a height it really should not be.

The wind showed a fickleness which made me call on the noisy and smelly Mariner, just to make sure I would not be inconveniencing the Colintrave ferry.

I lowered the headsail for better visibility and motorsailed past the Burnt Isles. I had the engine off as soon as I felt I could. There is this great feeling when the noise of the engine stops. Quiet. The quietness you get when you are on the water. Ripples and wavelets whisper, wind sneaks softly along the sails, a line taps, birds don’t sing, but warn each other or share their latest blether. I love to just sail.

Listening to nature and the boat. Without fumes and noise.

Every now and then another sailor motors past, the wash stops us briefly, but we make way again. No fossil fuel is burnt and I concentrate on keeping Tiffany Aching going in the light winds, which of course come from everywhere and nowhere. The wind is so light that the lighter jib works better than the genoa, which tends to collapse, not willing to do her job.

We choose to have a good collection of headsails, and no roller furler. Yes, it means a little exercise on the foredeck and more sails to store, but it feels better to just pick the sail I like to use for conditions which change. And keeping it simple reduces the number of things which can go wrong. A big plus, well worth a little inconvenience. It’s so satisfying to get Tiffany going in light variable airs. A form of mindfulness I have learnt to love. And then a lift changed my lunch plans: there would be no stop for good food at West 5 at Kames this time, my sandwich will do.

Sailing through the West Kyle went well. But when I reached Ardlamont Point the wind freshened, so back to work, time for the genoa.

Meeting Diatas Air I had an energetic sail tacking through Inchmarnock Water.

By now I am greatly motivated: my friends with their yacht Diatas Air have stopped at Tarbert and I am going to join them there. This means a couple of long tacks in a now fresh breeze which delivers a good work out. Tarbert is happy to have me tying up to the inner pontoon beside Diatas Air. It’s lovely to see friendly faces at the end of a long sailing day. Even better: I get invited for dinner on board. Nothing better than finishing a day of sailing with sitting around a table in good company. Especially as the luxury on Tiffany does not stretch as far as having a table to sit at.

Setting out by myself The Waverley passing astern

Diatas Air’s skipper Reay was the one advising us on starting our life as boat owners with an Achilles 24. He judged perfectly what we could handle and what would be the perfect match to our abilities. Reay recommended the perfect boat to grow our sailing knowledge without being too ambitious and feeling overwhelmed by size and equipment. Showing off by swinging in, stopping at the right spot, making fast alongside and meeting them on my first single handed adventure made the meeting even sweeter.

A dream sail back Another early start followed. I enjoy doing just what I want.

No discussions or compromises: if I want to go, I go; if I want to stay, I stay. Where would my fancy take me next?

As the forecasts gave a selection of options and I know the waters I decided to poke Tiffany’s nose out of East Loch Tarbert and decide based on the conditions I found there.

I had the genoa ready and it was the right choice. I got my perfect sail.

A broad reach, in a lively westerly breeze, felt like flying.

I had considered going back into the Kyles, but this was something else. Bute raced past, Tiffany Aching just loving to speed along. Before 11:00 we passed Garroch Head and with such a wind I couldn’t even consider stopping at the Cumbraes or going into Largs. This was fun. And to top it

all the beautiful Waverley steamed out of the Hunterston Channel on her way to Rothesay saying hello to me on my way. How must it have been when the Clyde was teeming with steamers and a sailing yacht would rather have tried to avoid meeting her, instead of smiling at her sight?

Here comes the Cloch lighthouse again and I am back in home waters. Of course, I am greeted by a familiar figure I call ‘the wave maker’. The Dunoon – Gourock ferry creates the most amazing wash, which in light wind can stop all progress with ease. But ‘the wave maker’ can’t get me today: in this wind I don’t have to worry about being stopped. How much fuel must be used in creating a wash like this?

Other familiar friends are the red Western Ferries, whizzing fore and back between Hunter’s Quay and McInroy’s Point. They reminded me of a 1980s early computer game, where I try to dodge the red bars, which are trying to knock me out of the game. I am sure the ferries were much faster and bigger when we first met. They seemed very scary then, especially when they came hunting us in a pack. I remember we had three ferries surrounding us when we first started venturing out. They have an impressive non-existent wash, which causes no problems for a small sailing yacht. And they are very friendly, always passing behind. Now the wind blew me into the Gareloch and I sailed back to Rhu in one very long but fast tack.

Mulling it over It is great to be out by myself. It gives the great satisfaction of being self-sufficient. Knowing all tasks on the yacht, attending to them, getting the boat where and when I want her to be is difficult to describe, but great. Gathering information myself, judging, making decisions and acting on them means being in control. And I have to deal with the consequences of my decisions, there is no chance to blame anybody else, it is just me. Not depending, but knowing I can do this is what makes a solo tour truly special.

The only better thing is to share the experience with a likeminded person.

Closing on Garroch Head

Miriam Sutter

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The good, the bad and the horrendous At anchor in Acairseid Mhor, Eriskay

The good, the bad and the horrendous –

Blue Damsel’s passage from Stornoway to Ardfern Blue Damsel Jeanneau Sun Odyssey 45DS

LOA 13.8 metres

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Crew Boyd Holmes, Helen McLean, Lewis McLean

Dates 23 – 29 June 2022

The good, the bad and the horrendous

Boyd Holmes

Shiant Islands in background

M

arinas might lack the charm of the remote and sheltered anchorages in the West Highlands and Hebridean islands but some, like that in Stornoway Harbour, do offer sailors the chance to walk ashore for a pint of Guinness and a haircut. Stornoway goes further, offering perfectly sheltered pontoons in a well-managed working environment with a strong maritime tradition. It is also an excellent place for a change of crew, being served by the ferry from Ullapool on the Scottish mainland. Some crews enjoy the ferry crossing more than their subsequent experience in the Minches.

A new crew and the passage from Stornoway to Loch Mariveg Blue Damsel’s previous crew having slipped away on the early ferry on Thursday 23 June, I set about cleaning and reordering the boat pending the arrival of husband-andwife crew, Helen and Lewis MacLean. The Criterion Bar in Stornoway, a bar which must surely qualify as a gem worthy of the National Trust for Scotland, provided the venue for my lunch of fish and chips which I had bought at the nearby chippie. I washed it down with a refreshing pint of the black stuff. A number of bars in the Hebrides, of which the Criterion is one, allow customers to bring food into the premises, perhaps reflecting the lack of anything more substantial than the crisps and nuts available.

Thus fortified, I met Helen and Lewis as they came off the ferry. With their kit stowed on Blue Damsel, a Jeanneau Sun Odyssey 45DS, they set off on a supermarket run and I headed to the well-stocked Fishermen’s Co-operative in search of polythene hose to protect the anchor snubber and a winch handle. It was an economical visit, with the modest length of hose provided free of charge and nearly £100 saved through the lack of any winch handles suitable for use on an amateur’s sailing vessel.

To start our journey back to Ardfern, and with only seven nautical miles to Loch Mariveg – Loch Mharabhig, I then opted to motor against the strong south-westerly wind to the Witches’ Pool in Loch Mariveg. Despite recording over 30 knots of wind, the sea state was benign and we were

safely anchored by 17:20. Pastime of Innisfree came in and, the skipper deciding that the pool was a bit tight for both boats, moved on to the anchorage in the pool just to the north. Having unkindly denied them the pleasure of their first choice of anchorage, we opted to mitigate our impertinence and invited Charles Lambrick and his crew on Pastime to join us for drinks on Blue Damsel. After the second round of gins served from Blue Damsel’s Royal Navy half-gill tot measure – one gill is 142ml of spirit in new money – we secured absolution for our sin.

From the Witches’ Pool via the Shiant Islands to Scalpay On Friday morning the anchor was weighed after a quiet night to disclose an accumulation of mud and weed. Lewis hacked off the weed with the boathook and the mud was washed away by going astern during a farewell visit around Pastime.

With the wind blowing F4 from the south-west conditions were perfect for sailing to the Shiant Islands where we anchored just off the shingle beach and Lewis and Helen made landfall from the dinghy. After they had inspected the charming but basic bothy on Eilean an Tighe, we weighed anchor and were bound away for North Harbour, Scalpay.

On the passage to Scalpay between the Shiant Islands and the Isle of Harris we saw a pod of four or five cetaceans with tall dorsal fins and white patches on their bodies. We thought these were likely to be orcas. 

Helen on Eilean an Tighe, Shiant Isles

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The good, the bad and the horrendous Loch Maddy anchorage

My first attempt at docking on the Scalpay Harbour pontoon owed little to the books on close quarter handling but doing better at the second attempt we were securely alongside by 16:45. Deck log: ‘Warm & sunny @ 17:18.’

The forecast for Saturday 25 June was predicting winds of F5 to F6 from east-south-east with the sea state smooth or slight which was good for the passage to our primary destination, the anchorage in Poll nan Gall between North Uist and the Flodday Islands, with Loch Maddy on North Uist as an alternative.

Scalpay, North Harbour

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In the morning, with both shore-power and water available on the pontoon, we indulged in onboard showers and then had a hearty cooked breakfast before leaving the pontoon and the shelter of North Harbour at 09:30.

Expecting to be close-hauled in winds of up to F6, we put a third reef in the main whilst still on the pontoon, with Lewis wrestling the snap shackle on the luff to its bespoke ring on the mast.

The good, the bad and the horrendous Acairseid Mhor, Eriskay

Scalpay to Loch Maddy in a F7 Having left Scalpay we settled down for what should have been an enjoyable passage to Poll nan Gall.

Soon, however, the wind veered to south of south-east and was blowing not less than F7, regularly reaching over 35 knots with numerous big waves coming over both the boat and us. Passing the Sound of Harris the mountainous seas bore little resemblance to the forecast of smooth or slight. The possibility of further alternative destinations was discussed, but Leverburgh in the Sound of Harris was an uncertain option and, whilst I had anchored in Calm Bay-Bàigh a’ Chàise (in the lee of North Uist in June 2021), I was conscious that there were pilotage issues to consider.

With Blue Damsel’s saloon behaving like the drum of a washing machine, going below to make a considered appraisal of Calm Bay was not an attractive option and so we pushed on to Loch Maddy. We had managed to sail for 14 miles before starting the engine and motor-sailed the last ten miles to Loch Maddy, arriving around 14:00 very wet and badly knocked about.

Our chance of getting a berth on the Loch Maddy pontoons was never going to be great, but, given the wind strength and direction, that chance was nonexistent. A yacht was already being blown hard on to the hammerhead and it would have been hazardous to attempt docking on any other pontoon, even if one had been free – which seemed not to be the case. The alternative, anchoring in Ardmaddy Bay – Bàgh Aird nam Madadh – proved to be a happy solution to our predicament. The bay was well sheltered from both wind and waves and after the anchor got a good bite with 

On the pontoon at Scalpay Harbour

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The good, the bad and the horrendous Warning to children on Scalpay

30 metres of chain in 10 metres of water Lewis let out a further 15 metres of chain before attaching the snubber.

Whilst it was windy and wet, we enjoyed a secure night at anchor although the events of the day could well have caused an epidemic of post-traumatic stress disorder (PTSD).

Loch Maddy to Eriskay and on to Mull The plan for Sunday was to head for Acairseid Mhòr, Eriskay, with an early start to capture as much of the easterly F4 as we could before the wind rose and the sea state deteriorated. Happily, the wind was either east or north of east for the entire passage south and so were able to reach the shelter of Acairseid Mhòr (Big Harbour in English) by 13:00, but not before the wind got up to 30 knots off Loch Boisdale. Whilst the wind was whipping up the sea, it was not as punishing as the previous day’s horrendous passage to Loch Maddy.

I am sure Helen and Lewis will have had their reservations about my plan to enter Acairseid Mhòr in these conditions, but the options were not great, even if it involved barrelling along the leading line towards rocks followed by handbrake turns first to starboard and then to port after passing the drying rock north-west of Rubha Liath. Once inside Acairseid Mhòr we quickly dropped the mainsail and were able to get a good bite with the anchor in 10 to 11 metres before putting out our nowcustomary 45 metres of chain. The two unsatisfactory visitors’ moorings, with their shackles tangled with fishermen’s polypropylene rope but lacking warps and pickup lanyards had been removed, which improved the options for anchoring.

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As forecast, the wind went south-west overnight and on Monday we woke to a sunny if chilly morning. Reveille at 05:30 was followed by a full Scottish breakfast and we were bound for Tobermory by 06:55. With one reef in the mainsail we were making 6.6 knots in 8 to 10 knots of wind and when the wind rose to 13 knots we were able to make up to 8 knots, sailing to just short of the lighthouse at Rubha nan Gall in the western entrance to the Sound of Mull. No PTSD after this leg of our cruise.

As is customary, the wind played up around the lighthouse at Rubha nan Gall and so we started the engine for the final one and a half miles to the pontoons. We had enjoyed an agreeable passage of 46 nautical miles on one tack from Eriskay which almost compensated for the hammering we had taken between Scalpay and Loch Maddy. We were further rewarded by securing the perfect pontoon berth for the changing wind which was to rise overnight and to back from south-west to a strong southeasterly. Helen and Lewis generously hosted supper in the Tobermory Hotel and we went to bed fortified for the slog to Loch Spelve the following day. Deck log: ‘Rain +++ overnight.’

Tobermory, Loch Spelve and back to Ardfern If we were to round Duart Point at the south-eastern entrance to the Sound of Mull before the tide turned there, we needed to be away from Tobermory by 09:00.

Lines were slipped in the rain at 08:55 and we were soon facing headwinds of up to 28 knots in the sound with heavy rain, but the sea state was kind until we encountered a lumpy sea with unwelcome slamming after Duart Point.

The tidal strategy, however, was robust, and we were safely anchored behind Eilean Amalaig in the north-east of Loch Spelve by 13:00, having first tried to anchor in the north-east corner of the bay. Bob Bradfield’s Antares chart was correct in identifying the anchorages in the north of the bay as being dull with the presence of rocky patches. Whilst trying to set the anchor we had drifted over a rocky patch and so took greater notice of Bob’s summary which told us that only some of the rocky patches are identified on the chart.

Wednesday’s forecast was for a light wind from the south, which indicated another day under engine. The tide meant a prompt start before it turned against us in the Dorus Mòr. We were away from our anchorage, having removed clay from the seemingly invincible Rocna anchor, by 06:50 for a pleasingly uneventful return to Blue Damsel’s mooring at Ardfern.

Boyd Holmes The Antares charts are reproduced in this log by kind permission of CCC member Bob Bradfield, MBE

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Our first family flotilla holiday At anchor in Atoka Bay

Our first family flotilla holiday Calypso Odyssey 42

LOA 12.5 metres

F

ollowing on from last year’s successful Dinghy Section excursion to the Ionian Islands, I was to make good on a promise to Julie and my three kids – Stella 15, John 13 and Scott 12 – that, next time, we would do it as a family.

Booking a Greece flotilla holiday in October comes with some considerations – the weather is changeable, and it can be windy, possibly a good thing depending on your point of view. This is a first for us as a family, so how would that dynamic work? I was to carry those concerns silently with me for the first day or so.

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Crew the Watson family

Dates 9 – 16 October 2022

Preparations Our flight from Edinburgh was at 06:15, which sounds fine until you realise it means getting up at 02:00. We had 10 kilos of hand baggage and decided to book three 22 kilo check-in bags, as we had decided to bring our own paddle boards. When we were packing at 02:00, I will admit I was questioning my reasoning to pack paddle boards, but it turned out to be a good decision. To hire a board from the flotilla company was £140 per board, but our boards were a

Our first family flotilla holiday Atheni Bay lunch stop on way to Kostos

much better quality and size than the boards that we could have hired. We were also able to stuff towels, etc, into our board bags. The cost to take a paddle board in its bag was the same as a standard 22 kilo bag, £70 return.

Neilson weren’t offering flights from Edinburgh when we were booking. We were recommended Nautilus as an option, who were the UK agent for Odysseus Yacht Charter.

We were offered a 42 foot 2017 Jeanneau Sun Odyssey at a reasonable price and booked our own flights with Jet2 flying from Edinburgh.

A minibus was waiting for us at Preveza Airport to transfer us to Odysseus’s base at Palairos, where we were met by Lisa, co-owner of Odysseus. She is originally from Dundee, but has lived in Greece for over 20 years. Jacques and Becky would be our lead crew. We were shown our boat and handed an inventory to check off. This was the last flotilla of the season. We were to meet a second boat in Kastos the following day. There were only three boats in the flotilla, including the lead boat.

We had much fun and excitement agreeing sleeping arrangements while settling into the boat.

The daily briefing was held on the back of our boat, as it was only us leaving this morning and a basic passage plan was drafted. We cast off late morning and headed over to Atheni Bay, Meganisi Island. With a light breeze, we hoisted the mainsail and unfurled the foresails. After 20 minutes we were familiar with winches, the rigging set up and had run through MOB, before turning the engine back on.

An advantage of being this late in the season is that there are not as many boats. There were only another couple of boats at Atheni Bay. We dropped anchor and the kids jumped off the back of the boat. A good hour was spent snorkelling and enjoying the warm Mediterranean sea. We were due into Kostos for 17:00 or so, we had a three hour sail ahead of us.

We arrived into Kostos a little later than planned and made our apologies to the lead crew. 

Monday 10 October, Palairos to Kostos We rose early enough and found the local bakery. It was such a simple pleasure each morning, finding the local bakery and sampling various pastries, including the huge croissants and pain au chocolat.

Watsons at Kostos

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Our first family flotilla holiday Kioni Harbour

Tuesday 11 October, Kostos to Frikes The following morning it felt more like the West Coast of Scotland than the Med. It was overcast, raining, and very choppy with 18 knots of wind gusting to 25. Following our briefing, we slipped lines at approx 09:45 and set off for Frikes. We were on a beam reach and recorded a SOG of 8.3 knots at one point. Distance traveled was 15nm in just under three hours. It was fantastic sailing and thoroughly enjoyable, but not quite the relaxed sunny sailing weather we were expecting. The boys got seasick, which wasn’t

ideal, but Stella and I were having fun. As we arrived in Frikes, the wind dropped and the sun came out. It turned into a beautiful afternoon.

We had lunch on board and went for some ice cream in a nearby restaurant, before getting the paddle boards out for a few hours and justifying bringing them all this way.

We had said to the kids ‘no technology during the day’.

They could have 30 minutes in the evening before we went for dinner. We weren’t sure who would break first, them or us. When we met the lead crew and the other couple of the flotilla, we were grateful that the others were up for playing UNO with us, which brought much fun and entertainment.

Three boats with nine crew, between us there were many variations and interpretations of the rules of UNO. Some controversial, but great fun trying out others’ rules.

Wednesday 12 October, Frikes to Kioni

Frikes Harbour

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Sunshine and no wind. We were due to sail to Fiskardo, but had heard the night before that the local businesses had decided to close for the season. Jacques suggested we head to Kioni, a beautiful small harbour. It was only 4nm away, but with no wind it was an opportunity to relax in a bay on the way. We snorkelled and jumped off the back of our boat into the sea. Kioni was possibly our favourite stopover. It’s such a beautiful intimate wee harbour with

Our first family flotilla holiday The beach at Atoka Bay

character. We enjoyed local ice cream and waffles on the waterfront looking out over the bay. As the afternoon went on more boats arrived with little to no room left. It was a stressful time for skippers and flotillas’ lead crew, with tender boats zooming about dropping anchors and negotiating rafting. Fun to watch, but we were grateful to have arrived early and to be part of the growing audience.

Thursday 13 October, Kioni to Sivota Stella and I were up early as there were a lot of boats crammed into a tiny space. We didn’t want to miss out on fresh pastries from the local bakery and we wanted to buy some local provisions from the wee shop that sold local cheeses, olives, etc. Our task completed, we enjoyed a coffee while watching the sun climb in the sky and listened to the water gurgling against the old harbour wall.

Sivota was today’s destination. Once the informal briefing was done we slipped lines and made our way over to Atoka Cliff Bay, a beautiful intimate beach that we had to ourselves. When dreaming of sailing in the Med, this was how we imagined it to be. Lazy mornings, jumping off the back of a boat into warm waters. We enjoyed paddle boarding and snorkelling, followed by a simple lunch of fresh bread, cheeses, cold meats and olives, all purchased earlier in Kioni. We then made for Papa Nicolas Cave.

I had fond memories from the previous year when I had visited the cave with members from the CCC Dinghy Section. Conditions were just right and we dropped anchor.

The kids paddle boarded into the cave while Julie and I took the dinghy. Julie was a bit apprehensive at first as we entered the cave, but as we arrived at the inner beach and saw the kids fearlessly following us, she smiled and said how beautiful it was.

As we returned to the yacht, the wind started to pick up and we were able to sail close-hauled most of the way over to Sivota. It was a busy harbour with boats berthed tightly together. As the sun set, the string bulb lighting along the front transformed the waterfront into an enchanting scene. It was Becky’s last night. She was in the lead crew, she was heading  to London in the morning for her brother’s birthday.

Chrystal clear water

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Our first family flotilla holiday Beating in the Meganisi Strait

Friday 14 October, Sivota to Vathi (Meganisi) We had a good wind this morning from the south. We had an excellent sail round Rouda Bay and up the Meganisi Strait. A flotilla of catamarans under power came up behind us. We were under sail on a starboard tack and held course. I was getting ready to bear away as one skipper wasn’t changing course, so a collision was on the cards.

I shouted to the sun bathers on the deck, but then saw a dreadlocked skipper stick his head out of the cabin and wave as he changed course.

We were really working well now as a crew, everyone was enjoying taking turns on the winches and helming. To have your family share in an activity that you have grown to love and to share with you was very special. As we arrived at Vathi, Stella took the helm and berthed confidently.

Jaques, lead crew offered to take the kids wake riding, which involved them trying to stand on the paddle board while being towed behind his dinghy. A good hour was spent standing and falling, but a lot of fun was had. Vathi was a larger harbour than the others, but still very beautiful with some great places to eat.

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Everywhere you went, there were always cats following or sitting beside you. Great if you love cats as we do, but some people found it difficult. One thing is for sure, we didn’t see any rodents.

Saturday 15 October, Vathi to Palarios We started our day with a fantastic breakfast in a little restaurant called ‘The Pistrina Project’ which offered some fantastic vegan options. We had some good wind again this morning which gave us some excellent sailing over to Varko Bay, where we anchored for a couple of hours. We took our final opportunity to jump off the back of the boat, snorkel and swim to the beach.

The number and variety of fish surrounding our boat was stunning. We lifted anchor and sailed most of the way over to Palairos. It was a tight final berthing opportunity, but I was feeling comfortable with the boat and it went smoothly into its spot. Julie picked up the line and then Stella, John and Scott handed over the lines. We went for a walk along

Our first family flotilla holiday the beach and watched our final stunning sunset of the week. Showers and packing complete, we enjoyed a meal in a small family-run pitta bread restaurant. It was nothing fancy, the husband and wife cooking and serving. All very welcoming, it reminded me of family holidays in Greece in the 1980s. We had our final game of UNO and a family walk along the beach, before lights out.

Sunday 16 October, Palairos to Scotland Our flight was midday. We stored our bags at Odysseus’s office and went for a stroll. Nothing was open as it was end of season and a Sunday. It was nice to have the small village more or less to ourselves. A diver checked the keel of the boat and confirmed no damage. A hand back form was signed and we were on our way home. As holidays goes, this is one of our best.

An afterthought When we enrolled our kids into the summer school at Bardowie in 2018, we didn’t know how much our lives were about to change. My family and I have benefitted hugely from the dinghy training at Bardowie.

The CCC members’ portal offers opportunities for members to crew for CCC members with keel boats, which I have found to be invaluable and rewarding. I have been privileged to sail with Geoff Crowley a number of times now, which in itself has been a masterclass and a steep learning curve. Geoff’s knowledge and love of the West Coast of Scotland is phenomenal.

Having done the RYA Coastal Theory in January, the Coastal Skipper Practical in April with Go West Sailing and spent a week in Ionian Islands with members of the Dinghy Section last year, I felt well prepared and comfortable to go as a family on a sailing holiday in the Med.

Jimmy Watson

Varko Bay

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Requiem for hidden Hebridean harbours

Tidal pool between Gighay and Hellisay

Requiem for hidden Hebridean harbours

M

y definition of a hidden harbour is that it has not been surveyed and charted by UKHO or Bob Bradfield of Antares Charts. It should offer 360 degree shelter and as a bonus there it should usually be a challenge to enter. There are no overnight fees but shoreside facilities can be rather restricted.

My fascination with such places began about the age of 12 while on a family holiday at the north end of Barra. I was pottering around the little jetty at Eoligarry when some local men, boys and dogs suddenly appeared. My curiosity must have registered with them as I was asked if I wanted to help with the sheep shearing on a nearby uninhabited island. I ran to the holiday house where we were staying to get my parents’ permission for this expedition.

It was a strange flat-bottomed craft which chugged its way across the Sound of Barra on a glorious day towards an island I later discovered was Gighay. As we approached the island I became alarmed that the boat speed was not being reduced for landing but who was I as a 12 year old visitor from the mainland to question local wisdom, so I braced myself for impact with the rocks ahead. Instead of the looming disaster something quite magical happened. The island suddenly split in two and we entered a very narrow channel into a totally hidden harbour known locally as the Blue Lagoon.

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It was a Hebridean ‘Swallows and Amazons’ experience.

The dogs rounded up the sheep and the local lads showed me how to hold the sheep by their horns with their neck clamped between knees as the men quickly set to work with their scissors. When the job was done a local man parted some ferns growing out of a rock and plunged an old billy can into a hole beneath the rock. Another man lit and primed an old paraffin stove which brought the fresh water to the boil. Tea and sandwiches were served. The men puffed on their pipes and blethered away in Gaelic. A small flask was passed among them which I assume contained the true water of life.

Arthur Ransome created fictitious adventures. JK Rowling seemed to catch childhood imagination with her Harry Potter fantasy of an invisible train station which required a secret code to enter. Who needs the fiction of Ransome or the fantasy of Rowling when the West Coast of Scotland offers us real life adventure with every challenge and every reward?

Martin Lawrence correctly described this lagoon as a tidal pool between Gighay and Hellisay and in his Yachtsman’s Pilot for the Western Isles gave us detailed instructions for attempting either of its two challenging entrances complete with photographs to tempt us in. In his acclaimed book The Scottish Islands Hamish Haswell-Smith tells us that Hellisay once had a population rising to 108. Gighay was inhabited

Requiem for hidden Hebridean harbours Inside Acarsaid Fallach near Loch Skipport

for a while but no census records remain. Bob Bradfield of Antares Charts surveyed this tidal pool in 2010 and 2014 and in recent years I have noticed an increasing number of visiting yachts rising to the challenge, including a small classic wooden yacht flying a white ensign. This tidal pool is a ‘hidden Hebridean harbour’ no longer.

The CCC Outer Hebrides Sailing Directions also describes a hidden harbour just south of Loch Skipport on South Uist.

The entrance is difficult to spot from seaward but there are clues in our Sailing Directions. There is a submerged rock just before the pool opens up so perhaps a visit in the dinghy with lead-line might be best before entering this pool which probably has swinging room for only one yacht. There are rings ashore hidden in the undergrowth, so perhaps it was a smuggler’s den in years gone by.

In the introduction to the CCC’s Cruising Scotland publication, Edward Mason and Mike Balmforth reflect on how the Vikings navigated to the West Coast of Scotland.

Many CCC members will have visited the Viking Canal on the southwest side of Skye but I only managed a visit recently and was fascinated by the engineering leading to their hidden harbour. Here is a ‘hidden Hebridean harbour’ which I suspect few CCC members have visited.

On the Atlantic side of Lewis, Loch Roag has many hidden harbours, some of which are in our Sailing Directions or surveyed by Bob Bradfield and available via Antares Charts.

One of the few which remain uncharted is the little tidal pool inside Vacsay in West Loch Roag. Don’t attempt the entrance astern of Westbound Adventurer in the attached photo as it is chocked with rocks. A much cleaner but narrow entrance is from the south-east and some tidal calculations will be required for most yachts. 

Viking Canal and hidden boat pool

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Requiem for hidden Hebridean harbours The SE entrance to Vacsay Pool

Those who have visited Callanish on Lewis or the Cladh Hallan round houses on South Uist will know that Iron Age man made his way to the Outer Hebrides and it was not courtesy of Calmac or Loganair. We can only guess what kind of coracle took them there.

Should I keep my secret harbours to myself or point others in their direction? That was a daft debate I had with myself. Firstly they are not my harbours and secondly they haven’t been secret for some time. Even those not surveyed or charted can be inspected by everyone. From the comfort of our homes we can open our devices and inspect them

Westbound Adventurer inside the Vacsay Pool

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all courtesy of the eye in the sky, courtesy of Google Earth.

Perhaps a challenge today is finding a harbour without VHF or mobile phone signal.

I know several and I don’t have a satellite phone. Should I tell you? Perhaps if you have a shaky hand with uisge beatha I might point you in their direction…

Paul McNeill The Antares chart is reproduced with the permission of Antares Charts.

Paul McNeill

The Scottish Islands Peaks Race

The Scottish Islands Peaks Race

Oars stowed and sails set

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The Scottish Islands Peaks Race The Sound of Jura

tackle some of Scotland’s island hills, the sailors get a rest at anchor. But not just casual hill runners these. Oh no, it’s dangerous running a Munro at night, so the organisers have strict rules, and runners are pre-qualified. The runners’ kit checklist – checked prior to each running stage – is extensive, even the weight of chocolate to be carried.

GPS for runners is not allowed, it’s a compass and map navigation which is required.

The course

I

f you have an old slow yacht like my Rival 32, with its 22.45 CYCA handicap, then racing round the cans can be a little disappointing to say the least. There can be some satisfaction in finishing an hour later than everyone else but still getting a place, but I’ve found generally that adventure racing is far more interesting as other factors than pure speed can come into play.

The challenge This is nowhere more evident than the Scottish Islands Peaks Race, an annual Scottish hill running and sailing race. I started entering this race in 2014, and kept coming back.

The race takes three to four days, non-stop. But it’s not sailing non-stop, it’s a mixture. Usually a crew is three sailors and two runners – there are other options too, and it’s either sailing full on or running. While the sailors sail, the runners rest, even sleep perhaps, and while the runners

Starting at Oban, on a Friday at midday, the runners do a short hill run above Oban, then row by dinghy to their yacht sailing in Oban Bay to pick them up. A brisk sail past Lismore Light, west into the Sound of Mull and a stop at Salen on Mull. After rowing the runners ashore, they set off for their run up Ben More. At anchor in Salen Bay, the sailors have enough time to charge the batteries, cook a meal, and maybe catch a short sleep.

The runners meanwhile are slogging along the track to the top of Ben More. It’s no easy run, and can take six to eight hours. It’s a marathon, it’s a Munro, and it’s partly in the dark.

On collecting the runners by dinghy, carrying the mandatory Yellow Brick satellite tracker that records the yacht and the runners’ progress, we then sail back down the Sound, past Duart Castle, into the Firth of Lorne, through the Sound of Luing and Sound of Jura and into Craighouse, Jura. The rules don’t specify this route, it’s allowable to sail west of Jura, about 14 miles further, but occasionally that’s faster.

Tidal gates are a feature of the race, and whereas normally a prudent skipper would plan the timing of attempting the Sound of Luing, for example, in this race you do what you can. That might mean anchoring and waiting for a tide change, taking another route, such as the back eddies near the Garvellachs, or just plugging away into an adverse tide. It can’t be planned, it’s all last minute decisions based on the runners’ success in the running stages.

At Craighouse, you drop the dinghy and put the runners ashore for them to run the three Paps of Jura. Three hills of huge boulders, but on a fine day a nice view. Unless you get there in the dark.

After Jura comes Arran and Goat Fell, but to get there a rounding of the Mull of Kintyre is required. So setting off from Craighouse towards the Mull, you do whatever works with the notorious tides there, and passing Sanda you set your sights for Pladda and Arran. After entering Lamlash Bay by the south channel trying not to cut the corner and hit Fullarton Rock, the runners get rowed ashore at Lamlash. From here they must run round the road to Brodick, round that bay and summit at Goat Fell.

Then back the same way to rejoin the boat, sail out past Holy Isle and across the Firth of Clyde to Troon. That’s the finish line, where again after dropping the 

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The Scottish Islands Peaks Race Bequia’s paddle wheel

runners in the dinghy, inside the outer harbour, under sail, they make a mad dash for the marina office, the official finish line.

Other considerations As if all that wasn’t fun enough, there’s a few other points to note. When the runners are aboard the yacht, motoring is not allowed except for defined emergencies, but when they’re running the yacht and crew are free to do what they like. Usually that’s sleeping or eating.

If there’s no wind, then human power is allowed for the boat. I made some huge oars for my boat, and two sailors, an oar each, can row the six tonne boat at 2 knots. Our longest row to date was from Salen to Craignure – about 9 miles and at night. We passed about eight yachts that didn’t have oars, all drifting on a lazy tide, going nowhere fast. One boat, Bequia, skippered by Colin Craig, West Coast Motors, built a paddlewheel on the stern powered by two bicycle frames. They can manage about 3 to 4 knots, for a while. For oared boats the rowlock systems can be elaborate, but some just resort to canoe-style paddling when the wind drops.

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Contender ready to race

Negotiation of tidal gates can give an advantage to those that know the flows well. In a southerly wind and a flooding tide, sailing south past Fladda Light in the Sound of Luing can be impossible for all except a multihull perhaps. But there are alternatives. Depending on the timing sailing west of Jura, and hitting the Sound of Islay at the right time can give a better time for arrival at Craighouse than anchoring and waiting. There are reverse eddies near the Garvellachs too that can be useful. Even sailing against the tide through the Corryvreckan could be viable. I’ve practiced this, but never had the chance to use it in a race.

So if we can’t win round the cans races, can an old slow boat win the Scottish Islands Peaks Race? Actually no, but with so many variables involved other than pure boat speed, it’s quite possible to get respectable positions about half way in the fleet which normally numbers 30-40 boats.

If you’re up for some mad-cap fun in sailing, really testing your knowledge of the area, we might see you there next year.

Geoff Crowley

The Scottish Islands Peaks Race

Chasing boats in distance

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Meandering the Firth of Clyde Sailing south in Loch Fyne

Meandering the Firth of Clyde, Portavadie to Arrochar Tramontana Trapper 500

LOA 8.3 metres

Crew Giles Hammond and Sara Diegoli

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y wife and I had been talking about a sailing trip to Arrochar for a while. With a stable forecast of sunshine and light winds for the entire weekend in mid-August, we decided to take a couple of days off and set sail.

Portavadie to Kip The rough plan was to start on Thursday 11 August sailing from Portavadie to Kip via the Kyles of Bute, perhaps having lunch on the anchor at Wreck Bay or Caladh Harbour. After

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Dates 11 – 14 August 2022

leaving Kip on the Friday, we planned to explore Loch Long all the way to Arrochar where we had a mooring booked.

After spending the night in the shadow of the Cobbler, we planned to set sail for Largs on the Saturday, taking a detour to explore Loch Goil with the possibility of anchoring for lunch at Carrick Castle. From Largs, a couple of friends would join us on the Sunday morning for the return leg to Portavadie, sailing along the south and west coast of Bute.

It was a beautiful morning when we set off from Portavadie at 09:30, a little later than we had originally planned. The forecast was for sunny and warm weather and we had even packed our swimsuits, as well as of course

Meandering the Firth of Clyde Heading back to Portavadie

We took our sails down just outside Kip and we were glad to eventually find a berth after a bit of confusion when someone else took the space we had been directed to. With a little quick thinking and the help of our newly installed mid-ship cleats we had an effortless docking despite the misunderstanding. Those are the moments when I am glad we only have a 28 feet yacht that we can easily turn around in her own length.

Kip to Arrochar

the more usual waterproofs. The boat was well stocked and our newly acquired 12-volt fridge was full of our favourite goodies.

As the owners of an old boat with pretty basic accommodation, we could not believe what a luxury it was finally to have refrigeration on board. The sun was shining and a gentle westerly breeze was blowing in Loch Fyne. We expected very low wind for the whole weekend but we were still hopeful to sail as much of the route as we could. So we hoisted our sails in less than 10 knots of wind and proceeded south toward Ardlamont Point at about two knots. Although a little slow, we decided to enjoy the sailing for the time being and catch up if necessary under engine later on.

Once we approached Ardlamont Point the wind dropped almost completely and the engine went on. We set the tiller pilot to take care of the steering and enjoyed the view of the Kyles unfolding in front of us. Given the time and in the hope of catching some wind once out of the Kyles, we decided to skip the lunch stop and have some sandwiches in the cockpit instead. It was overall a good call as both Wreck Bay and Caladh Harbour were pretty busy already.

Once we passed Ardmaleish Point and approached Kames Bay the breeze picked up a little and the sails were out again. Proceeding at an average of two knots we were one of the few yachts without the engine on. We persisted and made our way slowly to Toward Point keeping clear of the ferry traffic between Rothesay and Wemyss Bay. The afternoon sun was really warm and the Firth of Clyde looked very busy with yachts; we thought the exceptional forecast must have had something to do with it.

The highlight of our evening was the take-away pizza from the chip shop at Kip. It was a bit of a trip down memory lane as we used to eat pizza in the car after long days last winter working on the renovation of Tramontana. After we bought her, she had to spend several months on the hard at Kip to undertake major structural repairs before she was fit to move to Portavadie. Not only do they still make excellent pizzas but it had a celebratory meaning to eat it now, in the summer and on our first cruise, having left the worries and tribulations of last winter behind us.

On the Friday we woke up to an overcast sky and after a quick breakfast we set off for Arrochar. By 09:30 the sun was shining, we were out of Kip and the sails were up. We were quickly woken up by the fresh morning breeze on our faces, as Tramontana was beating towards Cloch Point at a steady three knots. As the morning went on, the day turned warmer and the wind became unreliable; we decided that putting the engine on was a better plan to navigate reliably the busy channel as we could see at least three different ferries under way.

Many sailors avoid Loch Long because of its deserved reputation for fickle winds. When combined with the presence of restricted and prohibited zones at Coulport and Finnart Ocean Terminal, this can be a bit of an obstacle to a satisfactory sail. Given the lack of wind, we felt we 

LLMA pontoon at Arrochar

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Meandering the Firth of Clyde Tramontana moored off Arrochar

had chosen the right weekend to explore this area, which proved to be of outstanding beauty and overall interest.

Based on our experience, we would highly recommend making the journey to Arrochar at least once. When you do, please check carefully the pilotage directions for the area to ensure you comply with all regulations at the time.

As we passed the entrance of Loch Goil a gentle breeze had developed and we were able to deploy our sails and turn the engine off. The only boat around, we found ourselves moving north, hugging the west coast of the loch and moving at about 1.5 knots, sunbathing and wondering if this could really be Scotland. The breeze stayed behind us all the way to our destination. Loch Long Jetty Association manages the moorings and floating pontoon at Arrochar. Although no toilets or shower facilities are provided, the moorings are positioned within easy reach of several pubs, cafes and hotels and in walking distance to a well-stocked local shop.

hills. Sitting in the shadow of the Cobbler on a calm, warm summer night was a fitting end to a perfect day. As the sun went down we left the boat again to have some food and stop for another excellent pizza sitting outside at Cu Mara Bistro.

On Saturday morning we woke up to another stunning day. After having breakfast on board we set off in the direction of Largs, with the aim of anchoring at Carrick Castle for lunch. We were having a gentle sail down Loch Long when, more as a matter of routine than out of any real concern, we checked the weather forecast for the following day.

Arrochar and an adverse forecast After stretching our legs and grabbing a few essentials, including a nicely chilled bottle of wine, we returned to Tramontana and enjoyed a drink in the cockpit, waiting for the sun to disappear behind the steep surrounding

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West shore of Loch Long near Ardentinny beach

Meandering the Firth of Clyde To our surprise a yellow warning for thunderstorms had been put in place for most of Scotland for Sunday. After checking different forecasts, we decided that if we stopped at Largs on Saturday night there was a real possibility that we might not be able to leave the marina on Sunday to return to Portavadie. Given we both had work commitments on the Monday and for all of the following week, we decided that the risk of having Tramontana potentially stuck in Largs until the next weekend was not one we were willing to take.

A change of plan So we checked distances and times and decided we could make it back to Portavadie before dark provided we averaged just over four knots for the remainder of the day.

Given the low wind, the engine went on as we passed Holy Loch Marina and we motor-sailed towards Dunoon, where we successfully dodged multiple ferries. The highlight was a sight of the Waverley, steaming in the opposite direction.

As the day went on, the wind dropped progressively and the Kyles of Bute looked flat calm when we approached.

With the boat under engine Sara had enough time to rustle up some dinner with what was still in the fridge. With the

tiller pilot keeping the boat on track, we enjoyed some spicy chicken with couscous in the cockpit with a nice glass of chilled wine.

By the time we rounded Ardlamont Point back into Loch Fyne the sun was setting and the peaks of Arran were rising from a sea of purple and pink reflections. From there it was just a short journey up Loch Fyne with the light progressively fading. After giving a wide berth to the fish farm that lay south of the entrance we entered the marina in the dark, guided by the lights.

It was a wonderful trip. The only disappointment was that, after having cut our trip short because of such widespread weather warnings, no thunderstorms materialised the next day until late in the evening.

We are looking forward to many more cruises with Tramontana in 2023.

Giles Hammond

View of Arran at sunset

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Snowbird of Rhu takes on a new life Dartmouth

Snowbird of Rhu takes on a new life Snowbird of Rhu Bowman 40

LOA 12.2 metres

C

Crew Graham Boyd and Anne Maclean

ovid has touched us all with unplanned outcomes.

Some bad, some good. For us it involved early retirement, the sale of our beloved Amel Super Maramu Sula in Hong Kong, and a 6,000 mile move back to the UK. We planned to sit out boat ownership for a couple of years to let the dust settle.

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Seasons 2021 and 2022

A change of ownership and home port However, in early 2021 and four months into this plan, the phone rang. David and Lesley Scott had decided it was time to step back from big boat ownership…would we be interested in buying Snowbird? We’ve known and sailed in company with her almost from new, a most unusual knowledge of a potential boat purchase of this age, so there wasn’t much choice.

Snowbird of Rhu takes on a new life Beachy Head

Laid back Penzance

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Snowbird of Rhu takes on a new life Departure from Ramsgate

At the start of June, we were in the car on our way to Oban for the long delivery trip down to Snowbird’s new temporary berth in the Walton Back Waters near Harwich. Very quickly she was sailing in new waters as we passed north of Lismore heading for the Caledonian Canal. A very leisurely three day transit in sunny conditions saw us entering the Moray Firth for the 500 mile trip south. There was, quite intentionally, no time limit set for the passage – thank you to my crew Rog Hart – and no planned overnight sailing unless unavoidable.

Snowbird had been ashore for some time so who knew what was going to go wrong? In the event the answer was very little, all credit to Mr and Mrs Scott.

The trip was grey, cold and windy. North Sea temperatures affected life on board significantly more than this ‘softened’ tropical sailor was expecting...welcome back to northern European sailing. The route was: Inverness,

Penpol Creek, River Fowey

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Whitehills, Peterhead, Stonehaven, Berwick-upon-Tweed, Sunderland, Whitby, Lowestoft (overnight), and Titchmarsh Marina at Walton Back Waters, just under 600nm from Oban in three weeks.

Exploration on the East Coast of England So now we had a very well-tried yacht sitting on the East Coast of England, a cruising destination completely new to us. The rest of the summer was spent exploring every Suffolk and Essex river we could: the Deben for a week, the rivers Ore and Alde, the Orwell, the Stour and the Blackwater. In September we made our first crossing of the Thames to the Medway and the Isle of Sheppey. Much to our surprise on these cruises we anchored almost the whole time and were staggered at the abundance of wildlife and how uncrowded and peaceful the whole area was. In short, we really enjoyed it all, and as a bonus our knowledge of tides grew exponentially.

Winter 2021/22 saw Snowbird ashore for a bit of a refit: specifically, the fitting of a radar and a bow thruster and a cockpit tent – bimini. Our aims were becoming clearer. We wanted to head for the eastern Med and some warmth again. But the more we looked at the charts the more we saw interesting places to go on our own door-step, without any Covid, VAT or Schengen hassles.

Snowbird of Rhu takes on a new life Back from the pub, Mylor Yacht Haven, Falmouth

Studland Bay, Dorset

Dawn in Portland Harbour

A new sailing area in the South West So, May 22 saw us heading west. The new plan was to spend two or three days up every river we could find in Devon and Cornwall. 10 weeks and around 950nm later we arrived back at Titchmarsh Marina having achieved just that. The weather was superb for almost of the trip and the coastline and its history just fascinating. In aesthetic terms Devon and Cornwall were obviously the highlight and once again – much to our surprise – west of Portland Bill we spent most of our time at anchor. Visiting this part of the UK in summer is clearly best done by boat and not car. Ports of call included Ramsgate, Dover, Eastbourne, Brighton, Cowes, where Snowbird completed her circumnavigation of the UK mainland via the Caledonian Canal more or less on her 29th birthday. We also visited Poole, Studland Bay, Weymouth, Portland, Bridport, Torquay, the Dart, Salcombe

and Kingsbridge estuaries, the River Yealm, Plymouth and rivers Tamar and Lynher, Fowey, Mevagissey, Falmouth, the Fal and St Mawes, the Helford River and Penzance. A most enjoyable trip.

Plans for 2023 So, what next for Snowbird? Plans to head south have been delayed further as we now hope to head west again in 2023 but this time along the French coast. Now that we know about tides again, the Channel Islands and Brittany hold huge appeal. Snowbird’s 30th birthday is in May, so hopefully a suitable celebration will set this modern classic yacht up for her next 30 years.

Graham Boyd

Poole Harbour

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Not really a cruise A docile Corryvreckan

Not really a cruise –

a series of short passages from Ardfern Eager Beaver Sadler 32

LOA 9.6 metres

Pottering around Ardfern There comes a point when one has to realise that it is unlikely that one will exceed the exploits of previous cruises. Stamina declines; strength falls away; decisions take longer. But with youth bodily functions now deteriorating; the prospect of Olympic competition – if it was ever there – has been on the ebb for decades. There are compensations. One can spend more time at moorings, exploring the neighbourhood instead of rushing off for a distant shore.

One benefit of age is that grandchildren mature, and we had the delight of young Alison on board for the first half of our fortnight. Aged 15, not yet a practiced sailor, but at home on the water with rowing and paddle boarding. We reached Ardfern on the evening of Sunday 3 July.

The weather next day was not good with strong and gusty winds and rain showers. Putting wheels on the inflatable dinghy was a job for the skipper – the crew had been finding it harder to lift it up beaches. Meanwhile granny and granddaughter set off for Craobh Haven over the hill. Bright greens were set off by heavy black clouds. It proved further than they expected and they found coffee shops closed.

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Crew Bill and Alison Logie, and, briefly, Alison Robertson

Dates 4 – 16 July 2022

They were saved by a small store that managed a carry-out hot chocolate. The skipper joined them and luckily we did find some light refreshment to support us for the wet walk back. In the afternoon we read, rested and sketched in Eager B’s saloon – and in the evening too.

Sailean Mor, Ardfern and a short trip to Oban With weather unsettled the planning for getting young Alison up to Oban was becoming an issue. A Friday train meant getting there on Thursday. Wednesday’s forecast was bad so it seemed that we had to make the best of this Tuesday. A day trip. We set off down Loch Craignish in the early afternoon, soon hoisting sail in the fresh WSW wind. One reef in and not all of the genoa – keeping things simple. Past Crinan of happy memories where we used to berth, and on to Sailean Mor, a small quiet bay not much further south and a personal favourite. On passage there was not much wildlife, but at anchor we were rewarded with sight of a young sea eagle soaring above. Then back

Not really a cruise Sailean Mor, Sound of Jura

full, but boats kept arriving, all very orderly, but I think for the first time I saw a French boat poorly handled – they are nearly always the most proficient.

In Oban we mingled with the tourist crowd, showered, but still enjoyed our wee haven by the pontoon. Next day we were up unnecessarily early for Alison’s train, followed by the sad farewell.

Eilean Dubh, Black Isles

to Ardfern passing many seals off Eilean nan Coinean and motoring up the inner channel. There were some sinister looking black launches off Eilean Righ. Youth and a great practical bent from Alison made berthing easy.

As predicted Wednesday 6 July was wild and windy.

The marina was relatively sheltered, but there were no movements in or out and gusts rattled overhead. We drove down to the outer coast of the Craignish peninsula to see the wild sea stretching out to the Corryvreckan. No boats in sight.

Thankfully, the following day dawned with light wind, and to catch the tide we were off at 06:45, motoring down to the point before taking the stream through the Dorus Mor. Then, with the wind setting in from the north north-west, we were able to sail. Again taking it easy, we set reduced canvas. The tide carried us well past Fladda, but the rather turbulent sea upset young Alison’s stomach, but she bore the sickness without complaint. The fickle wind left us under engine up Kerrera Sound. We tied up to a pontoon in Oban’s Transit Marina about midday. It was about half

Oban to Bagh Gleann nam Muc by way of Eileen Dubh The weather remaining blustery and unsettled so we decided on another day in port. The following day, 9 July, we woke to warm sunshine, and enjoyed the smiles on the faces of other yachties, some of whom had had two weeks of rain. A neighbourly chat and then about 10:20 we left the pontoon to head south, motoring down Kerrera Sound. After an hour we hoisted sail, close hauled in the south-westerly breeze. It freshened, and the sea got lumpy as it often does around Insh Island. Headed by the wind we tacked on our way to Eilean Dubh, and though 

Sunset over the Corryvreckan

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Not really a cruise a bit frustrating, it was good to put Eager B through her paces – and the crew too. The anchorage in Eilean Dubh was peaceful with only a gentleman dozing in his RIB. He let us know that he would soon be leaving, and that gave us the opportunity to anchor in the sweet spot between the islands in a modest depth. There was a seal for company, but otherwise there was little wildlife.

We recalled how, on a previous occasion in this spot, we had enjoyed the sight of two mature sea eagles scavenging on the foreshore a stone’s throw away – though we didn’t test the proximity that way. It was striking how their colouring merged with the background. Neck and head pale grey against the barren rock; darker below at the tide-line, and even a touch of ginger for the seaweed. There was enough warmth to enjoy a beer in the cockpit, but later the mist drew in and we retired to the saloon and the warmth of a good meal.

A brightish morning followed but we were slow to rise, and there was mist about and the sun was struggling to make any headway. But it was peaceful and calm and we could appreciate the gentle noise of the stream and waves in the gut between the two islands.

We had a lazy morning; there were one or two jobs to do, including an attempt at examining whatever was preventing the log from spinning. We strung a rope under the bow of the boat working it to and fro hoping that it would rub off any barrier or weed that was preventing the wee speedo wheel from spinning. We wouldn’t know the result until we moved.

Then it was time to set off if we were to get to the Corryvreckan at slack water. The anchor came up, no mud or weed, at 12:20 and we motored gently out of the eastern exit. The sun brightening up beautifully. We were pottering along about four knots when suddenly the log started to work – chance or a successful operation? A lovely flat sea but little life about. A distant porpoise, a solitary puffin.

We arrived at the gulf at 13:40 when it should have been slack water, but there was a lot of flood running and in spite of general calm water there was a surprisingly confused swell. But we made satisfactory progress into Bagh Gleann nam Muc, finding it empty, so we took our customary anchorage on the north side where, with luck, one can get the best view of any sunset. No boats came to stay, but a Frenchman nosed around as if he might have stayed. We had a late lunch, then pumped up the dinghy and rowed ashore and on the beach we were able to appreciate the new wheels fitted to the inflatable.

Walking from the beach was difficult because of the dense undergrowth. Thick tussocks and dangerous gaps between hidden stones and rocks; dense bracken and boggy bits – so we didn’t go far. We sketched and admired the wonderful fine weather and the view of the Corryvreckan, the water and islands of Jura and Scarba.

Back then to Eager B, where I tested, successfully, a method for hoisting the dinghy on board – a job that once was an easy routine. A beer and a sketch in the cockpit

Gleann nam Muc

looking out on a beautiful sunset. The wind was gusty through the night blowing off the Jura hills and Eager B danced gently about her chain.

Bagh Gleann nam Muc to Ardfern, Loch na Cille, Lagg and back to Ardfern Next day, Monday 11 July, dawned calmer and more peaceful. The oyster catchers, noisy last evening, were at rest. Waiting for the tide in the morning gave us more reading time, and the opportunity to watch gulls chasing a peregrine, and to listen to the croaking of ravens. The outlook, however, was not good with wind and rain expected over the next couple of days, and after some debate we decided that we would wimp out by going back to base for a night or two.

We had the car there, we were on holiday, and the area is lovely. So after lunch we hauled the anchor up and set off into the ebbing gulf. It was relatively calm and the Dorus Mor only mildly turbulent. We managed some sailing, but once into Loch Craignish the wind died, so we motored back to our berth, getting there about 16:30.

Cottages, Lagg Bay, Jura

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Not really a cruise Bagh Gleann nam Muc looking north-west

We left again on Thursday. The stay in Ardfern had given time for some jobs on the boat, and visits to Crinan for old times’ sake. Thursday’s weather was rather dull and without much pre-planning we were up at 07:40 and we cast off at 08:10 to catch the last of the ebb for a short southerly trip. A relatively mild wind from the west south-west proved helpful at times.

We breakfasted as we motored down Loch Craignish.

Sails were up at 09:05 and we sailed for an hour before the wind turned too fickle. There was some further sailing as the morning advanced, but the leg was blighted by wet scotch mist and dull cloud that seemed to follow us, while there was tantalising brightness elsewhere. The ebb stream helped us much of the way but was against us

Lagg Bay

before we turned north into Loch na Cille. We anchored up near the jetty with a bit of a swell coming in with some southerly wind and after lunch and a bit of rest we rowed ashore and walked over the peninsula to the old jetties beyond Keillmore. These jetties were once a key point in the passage of cattle from Jura. Back to the boat for a quiet night in. Not really so quiet as the wind persisted and caused gentle rocking, and next day was fresh from the north-west. We decided to go over to Lagg on Jura and had a very brisk passage with F6 gusts and a choppy sea. A small diversion was needed to pass a tug towing a huge fish farm.

Lagg was generally quite sheltered but with gusts coming off the hills, and a bit of sea was making its way into the pretty bay, We didn’t go ashore but we were able to look around at the old jetty, the pair to the Keillmore terminal, and to view a big visiting RIB and a party of holiday makers barbequing on the beach in rather unsuitable weather conditions.

In the night the wind fell away and the next morning was wonderfully calm and peaceful. We spent the morning restfully, waiting for the tide to turn – being springs they had a significant impact. Away at midday we pottered up the Jura coast, nosing into Tarbert Bay before heading across to the Knapdale shore. The strange currents were running against us in the middle of the sound. And so back to Ardfern and the lengthy process of tidying up. The weather forecast was now looking more promising, but one has got used to that twist of fate. 

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Not really a cruise Tarbert entrance, Sound of Jura

Addendum This passage and that of a subsequent weekend put me in mind of my first experience of some of these features, and so I set out below what I wrote at the time, 33 years ago. I had just had to do a repair job on Silkie’s outboard. Silkie was our first cruiser, a Hurley 22.

‘I now had a whole unplanned day of sailing, and it turned out to be a gem. It was a clear sparkling morning, windless, after a brilliant starlit night in Crinan Harbour.

When I got up at 07:45, the warm sun was just beginning to fall on Silkie to start its first task of drying off the heavy dew. The harbour was quiet and I had the world to myself.

I motored off at 09:15 and headed north-west to the Dorus Mor. The sail was up, but the wind was dead ahead, and I motored to further test the engine. The Dorus Mor was quite rough even though we were near slack water.

Once through the gap I turned the engine off and had a great beat up the sound in the steep sea, but making fairly slow progress. A plan began to form. Three local features had eluded me in the two and a half years we had had Silkie: the Grey Dogs, the Gulf of Corryvreckan, and the Garvellach Islands. The first two have a reputation for fearsome rips and overfalls, and to some extent guard the islands beyond. Today, however, the tides were right to take me through the former, and back through the Corryvreckan after a quick visit to Eileach an Naoimh, the southern half of the Garvellachs, or ‘Isles of the Sea’. The winds were strong enough to give me enough power should the engine prove weak, yet not too strong to give unmanageable seas.

I almost missed the entrance to the Grey Dogs, the gap between Scarba and Lunga. It is only 100 yards wide, and seems less, but through we went – strong eddies met by a strong arm on the tiller. The current should have been slack at 08:30 and we were there at 11:25 so we were well into the flood. The stream was fast, but there was no time to do any intricate navigation. Keep left and press on! I had the motor running and the northerly wind was fresh. There was a young steepish swell at the western end of the short channel, and one could see that it would be nasty in the full flood and a westerly wind, but today it was gentle.

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It was a further hour before we anchored in 7m at Eileach an Naoimh, on an uneven bottom. The passage across had been a wonderful sparkling reach in a steady swell, one reef in, open to the Atlantic.

I had lunch in the bay, checking that Silkie did not drag under the brisk squalls of wind that swept round the high island, and then went ashore. The monastic ruins were in a perfect setting nestling under the lee of the hill. They seemed to be resting, not dead, though they are older than St Columba’s Iona. Up at the craggy ridge the wind was very fresh, white horses were thick across to Mull, its coast receding to the west, the Torran Rocks little bumps on the horizon. Colonsay, Islay, and the back of Jura all stood out well in the bright sunlight.

Soon after 14:00 I left, but had forgotten to top up the fuel tank. I paid for this by having to do the job in the confused sea off the island, spilling a lot in the process.

Then off again on a direct course to the Corryvreckan, but with only the genoa up to restrict speed and stop me arriving while the flood was still running. The wind was astern so we rolled and slopped about at 3-4 knots, in almost overpowering sunlight, my sun hat rammed on hard.

There was no sign of turbulence as we approached the gulf, so I put up the reefed main at 15:15, and ten minutes later we were in the strait. Three porpoises came straight towards me, 25 yards off. The wind was off Scarba still about F4, and the sea was the flattest I had had it all day.

At the eastern end I took out the reef; there was a slight current with us; wind on the port quarter.

We had a magnificent reach back , 4 – 5.9 kts, the wind moving from the quarter to slightly ahead of the beam.

There were strong tides and eddies through the Dorus Mor, but we were safely back on the mooring at 17:00. The day had appeared as if by magic from the uncertainty of a repair and recovery job, and I had been given one of the most delightful and rewarding days.’

Bill Logie

Inspired Design: Manufactured Quality We produce quality, custom made sails and covers for any yacht and provide a complete repair service to keep you on the water all season.

All our products are designed and manufactured at our purpose built sail loft situated in Largs Yacht Haven

info@saturnsails.co.uk 01475 689933

A wedding aboard Ataraxia Man and wife

A wedding aboard Ataraxia Ataraxia Dufour 40

LOA 12.3 metres

Crew Bride and groom Seonaid Airth and Graham MacWilliam Other participants Stephen Pickles, owner, Susan Pickles, Trevor Watson, Sheila Airth, Murray Airth, Murray McNeish, Clare McNeish, Morven McNeish, Nicol MacWilliam, Alison Warrender, Alistair MacWilliam, Leanne Rogers, Jan MacWilliam, Cara Winters

Preparation aboard The morning saw bright sunlight streaming into our cabin around the edges of the hatch blind. The gentle crackle of the signal flags Trevor and Morven had painstakingly laced the previous day were the only indication of the whisper of a breeze. Putting the kettle on I took a look around Loch Eatharna, it was perfect, hardly a ripple breaking the surface of the sea, and finally Coll was having a beautiful summer’s day after a cool start to the year.

We were anchored in what I think is the best spot on the middle of the transit between the old cement perch and the cement pillar ashore. Having breakfasted and put some champagne into the fridge, we ran the engine to get the water heated up and showered before getting into our finery. It was not usual boat wear, summer dress for Susan, smart trousers and shirts for Trevor and I.

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Wedding Day Thursday 28 July 2022

The boat was gleaming white in the sun, helped by the full wash down she received coming up past Lismore Light in the 30 knot rinse cycle generated by the tide against wind two days earlier. The sea state at Lismore was as bad as I have ever seen it, the boat coming up behind us had called a mayday, and we turned back to help, before we saw the Oban lifeboat steaming into sight. I was convinced that the weather for the wedding was likely to be poor.

Having booked the date for this wedding on board months previously, there was still a grumbling concern in my head that clouds or a breeze would spring up and ruin what was looking like a perfect day. As the morning passed and we sorted the boat to make space for everyone the heat rose. I could see Robert Sturgeon, a Coll local, who was going to act as boatman to get most of the guests to the boat, arrive by the middle pier in Arinagour, and start preparing his solid fibreglass tender.

A wedding aboard Ataraxia

The wedding party gathers Graham and his two sons, Nicol and Alistair, arrived at the pier, the tide was dropping and the seaweed-slimy steps were my niggle of concern for the older folk. We took the groom and his lads back to Ataraxia in our tender. Trevor, celebrant for the day’s ceremony, gave him some advice for those about to be married, namely to tell the bride she looked beautiful on her arrival. Graham said he would have no problem remembering. Robert’s boat nosed around the pier head and then the drone of Seonaid’s son Murray, playing his pipes, sounded across the loch.

Murray led the bridal party from the hotel to the pier.

Apparently rumours of ‘the wedding’ had spread around Arinagour, and some residents and tourists in the street were videoing and snapping the march of everyone in their finery down to the pier. The first priority was to ensure Jan, Sheila, and Murray senior, who are all in their 80s, got safely from the slippery pier and up our stern step into the cockpit.

It all went perfectly, and with willing youthful hands on all sides the parents were securely ensconced in the cockpit as everyone followed, lifejackets looking incongruous on kilts, summer dresses and bridesmaids’ outfits.

The ceremony at the binnacle It all looked beautiful, the sparkling scene was splendid.

The bride Seonaid, who made the crossing in sailing salopettes with her gossamer-cream dress stuffed around her, stepped aboard. The binnacle served for Trevor’s lectern as he commenced his service, humour aplenty and

The best of days

with some thoughtful words on love and marriage. The vows written by the couple were meant to be limited in length to three points, Seonaid has managed to edit hers down to 17 points.

Once married, the happy couple signed the ship’s log below, whilst champagne and nibbles were handed up to the guests. It was getting really warm and the cool champagne hit the mark as we all relaxed in the happy occasion.

Robert returned with his trusty tender and we returned everyone safely to shore, and walked back up to the hotel.

Susan, Trev and I were last, following in the rubber dinghy.

More champagne was had on the grass lawn and helipad at the Coll Hotel, followed by a joyful wedding breakfast with full lochside view in the hotel’s new dining room. As the drink flowed, plans were made for a BBQ on the west side of the island the following day. We finished up with a nightcap in the bar. We make our farewells and headed to the pier.

The return to Ataraxia It was almost as dark as it could get on a July night in Scotland. Still dressed in our smart wedding outfits my heart sank to see the tide fully out, and our dinghy at the full stretch of its painter balanced half way along the rock ballast of the pier. Susan waiting above was slightly surprised by the appearance of another yachtsman coming up behind us. He was a big lad, only speaking a little English. His small one-man tender was lying near ours. With some swearing and cursing and slipping on the large rocks we got both tenders into the water, not before Trev cut his shin open, and our clothes collected seaweed stains.

Donning lifejackets over our finery once again, Susan, Trev and I boarded our dinghy. Our fellow yachtsman waited to board on the slippery lower step, while we fired up our outboard. We cast off and idled just off the pier as we checked the other guy would make it into his tender OK. We were in lifejackets but the single-hander wasn’t, and we all had a sense of doom about the next few seconds.

This was confirmed when our single-hander stepped into his dinghy and promptly flipped it over onto his head as he disappeared into the water underneath.

There was consternation amongst us, as the three of us would have struggled to get the guy ashore. Luckily, he popped up beside his dinghy, scrabbled onto the steps, and waved that he was OK. The water was very cold. Calls from us, to confirm he was fine, got positive replies. He scrambled back onto the lower step of the pier, and got back into his dinghy.

He rowed away, his arms pumping at speed to get back to his yacht on one of the moorings. We motored along behind in the gloom and got back aboard Ataraxia. Before we headed to our berths we discussed how lucky he was on his return to his boat. I am guilty of not checking that the guy made it aboard his boat, but Trev was listening out for him and heard him get back on board. 

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A wedding aboard Ataraxia Non-standard sailing gear

Piping the guests aboard

The Friday BBQ on Coll The next day dawned clear again, but a fair F3 breeze had risen, and we definitely chose the better day for the wedding. We headed ashore, berthed our tender on the northern side of the pier to avoid shenanigans with dinghy retrieval, and crossed the island in a small convoy of guests’ cars. It was a magnificent day on a Hebridean west coast beach. The sun was blazing and we were sheltered from the wind. The BBQs were fired up and slightly sandy sausages and a mad selection of food, wine and drinks were enjoyed. We chatted about how lucky we were to have had a great wedding in stunning weather.

Finally, we gathered courage and those with swimsuits headed for the sea. There was a small group who ‘forgot’ their trunks, but Morven, the smallest member of the party, put us all to shame, running, shrieking and laughing into the sea. It was bracing but not too cold. It was a grand

Beach party after the wedding

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Tender to the wedding

swim, made better by some reviving drinks back at the BBQ. There was lots of chat about how gorgeous the beach was, but also about the previous night’s trip back to our boat, and how lucky it was that there wasn’t a funeral. We headed back to the boat, got dressed in our finery and prepared for another celebratory evening at the hotel. We could not quite believe our luck.

We had another beautiful evening, with a fine view of Ataraxia gently swinging in the loch. The food and service were, again, fantastic. We were all a bit more relaxed, and the chat was happy and noisy. Finally, Susan, Trev and I dragged ourselves away from the good company.

With the more traditional 2022 summer weather of an overcast sky and a good sailing breeze we departed back to Craobh the next day.

Stephen Pickles

Fully dressed

We are going to need a bigger boat A test sail

We are going to need a bigger boat – a personal journey from dinghy to yacht sailing

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hen people ask me how I got into sailing, I chuckle because – like some of the best things in life – it happened by complete accident.

The first adventure at Bardowie

Our first sailing course

One afternoon a few years ago, I was having a few drinks and a catch up with my friend Lynne; at some point between the second and the third Negroni we decided that signing up for sailing classes with our respective husbands sounded like a very good idea. Within a few months the four of us were all bobbing around the loch at Bardowie, trying to

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

We are going to need a bigger boat make sense of wind, sail trim, daggerboards and wrestling with the tillers that felt way too long for the boats we found ourselves folded into.

I can only speak for myself when I say that sailing was not love at first sight. I was in awe of the kids on the same course, who took to the boats instinctively and fearlessly. I was also envious of my friends, who although not much more proficient than I was, were successfully maintaining their composure.

I, on the other hand, was completely overthinking it. I was flustered and terrified by my sheer inability of gaining any control over my tiny, wobbly vessel. However, thanks to the shear dedication – and amusement – of the instructor’s team and an army of Bardowie volunteers that assisted me during free sailing sessions, I gained my Level 2 by the end of the season.

It was the following October that Hugh McLean organised a yacht charter, and – even after witnessing my hopeless sailing performance during my dinghy course – he miraculously agreed to let me join the crew. So, armed with hired oilskins which were several sizes too big for me and a pair of Decathlon wellies, I set off on my new adventure.

The second adventure on the Clyde We spent a few days exploring the Firth of Clyde, making passage from Largs to Port Bannatyne and through the Kyles of Bute to Portavadie.

We experienced a mix of conditions and after a couple of days of fair and settled weather we spent a rather wobbly night moored on the visitor pontoon in Portavadie. As the weather improved the following day we made our return trip to Largs.

On Loch Lomond

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Those lucky enough to regularly sail these waters might have become accustomed to their sheer beauty. I had never set foot on a yacht before and I was simply stunned by the sea, sky and coastline, dancing in a spectacle of dazzling reflections under the ever-changing light. It was an incredible experience and an inspiring trip. Not having been on a yacht before, I did not know what to expect. For a start I discovered that I did not suffer from seasickness and that I could sleep and adapt perfectly well to living multiple days on a boat.

I was surprised how much of the sailing instinct that I developed on a dinghy actually transferred to sailing a yacht. When Hugh trusted me to take the wheel of Lady Naomi, with a brisk breeze pushing us along, it was such an amazing feeling. If I had to choose the moment when I fell in love with sailing, that was it for me.

The next stage: buying a boat From then on my attitude to sailing changed and I decided to invest more time in it. We completed our day skipper theory but we had to put our practical on hold due to the pandemic. We still managed to make progress though; during lockdown my husband and I gained our Level 3 dinghy qualification and we bought our first boat: a Seafarer 465. A small trailer sailer from the 1970s, she had been neglected in recent years and was used as a fishing boat by her last owner.

The restoration gave us a hobby and something to look forward to during the months of lockdown. Parked on our drive Gravity Wave was scraped and cleaned and all the wood was sanded and refinished. The interior was painted, the soft furnishings replaced and a new vinyl floor fitted.

We are going to need a bigger boat Gravity Wave under restoration

In the year that followed she was moored at Rowardennan boatyard. We sailed weekly in the summer and also continued to make further improvements. The trailer was repaired and adapted, the sails were sent for a recut, a rolling furler and tracks were installed for the jib and basic electrics and instruments, like depthsounder and log, were added. We also bought a new outboard engine when the old two-stoke kept letting us down at very inconvenient times.

Gravity Wave rewarded us with long weekends exploring Loch Lomond and its many islands. With her retractable keel she can navigate the shallowest of waters; we landed on beaches for picnics and camping, making the most of the long summer evenings in Scotland, even during the week.

It is incredible how much she taught us about repair, maintenance, rigging, splicing and, of course, sailing.

Once again the help and support of our Bardowie family made this journey possible: John McGruer, Hugh McLean and Jason McKenzie were never far away, helping us with practical advice and answering our many daft questions, often originating by watching YouTube videos.

So once again we took to YouTube and to the advice of a small army of friends and professionals to get her up to scratch. We spent almost every winter weekend and all of our Christmas holidays doing fibreglass and gelcoat repairs, stemming deck leaks and stripping anti-foul. Her keel was removed and resealed, seacocks rebedded, standing and running rigging replaced, chainplates resealed, toilet replaced and every piece of wood inside and outside was once again sanded and refinished.

After about five months on the hard at Kip, she was finally ready to sail to her berth in Portavadie Marina at the beginning of 2022. Not having completed our Day Skipper yet, we were kindly assisted by Hugh McLean in our maiden voyage.

The easing of COVID restrictions meant that we could finally complete our Day Skipper practical exam in March 2022 and we then spent the rest of the summer sailing Tramontana around the Clyde at every opportunity we got, joined whenever possible by our family and friends.

In September 2022 we also went on our first flotilla.

In the excellent company of the McCorristons and the McGruers, we enjoyed a warm but unusually breezy week exploring the south Ionian Sea.

Looking back It is difficult for me now to imagine doing something else with my free time other than going sailing; part of the reason I find it so satisfying is the constant journey of learning and improvement.

I have decided to share my journey for two reasons; primarily to pay tribute to the generosity of all those at Bardowie that have supported us in getting where we are now and that we are now privileged to call our friends.

Secondly, to those that might consider approaching the sport later in life like us, go for it. I talked to quite a few parents sitting on the shores of Bardowie Loch, especially women, waiting for their children who were out sailing who were curious about sailing but did not have the confidence to try. If that is you, drop me a line and let us go for coffee or Negroni.

Sara Diegoli

Buying and renovating the next boat Spending a year sailing a small keel boat on Loch Lomond was the perfect transition for us towards a bigger yacht.

It gave us confidence and experience and in September 2021 we made the leap and bought our second boat, Tramontana, a Trapper 500. Although superficially in reasonable condition, she required a substantial amount of work, certainly more than we had anticipated.

Sara’s Italian dad’s first sail

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The Bardowie experience

The Bardowie experience Learning to sail the Mirror

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ell, what can I say? What a year it has been – I hadn’t quite appreciated the implications of being a sailor’s mum when I suggested we head to Greece on our first Neilson holiday, my girls were aged eight at the time, and we learn to sail. The original plan was that my husband Calum and I would learn to sail the ‘big boats’ with a view to booking a flotilla holiday the following year, whilst Georgia and Ellie would have fun learning to sail dinghies. Needless to say my dreams of sitting on deck in the sunshine with a G&T in hand were soon shattered when the girls announced that they didn’t want to spend a week sailing the crystal blue Ionian waters and would prefer the fun and excitement of continuing to learn to sail the dinghies.

With this in mind, and the girls not wanting to wait another year before honing their new skills, we headed to Bardowie, our local sailing club, and bumped into Hugh. Calum had the good fortune of meeting Hugh 10 years earlier when he had sat his sailing Levels 1 & 2. We decided to join as a family despite my protestations that the likelihood of me getting in a dinghy in Scotland were highly unlikely. The girls however are built of sterner stuff and the thrill of getting out on the water, no matter the weather, was what excited them. They worked through the various sailing

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levels and tried out a variety of dinghies but agreed that the Feva, a double hander, was the one for them, and we soon discovered it was good for us too as it meant that we only had to transport one boat around the country to the various events.

Fast forward to this year, the girls are now 15, and they were asked if they would like to represent Scotland and participate in the Eric Twiname event being held at Rutland Water, and with the prospect of getting a Scotland hoodie the girls jumped at the chance. What an eye-opener that event was – we were in complete awe of them as they took it all in their stride and launched with hundreds of other boats. Having only competed in small local events up until then we were concerned that this might put them off, but, no, the opposite happened and they were even more hooked – despite them bringing up the rear in every race.

Having caught the bug and with lots of practice at Bardowie and additional training from Peter Collings, they then raced the Feva throughout the year at various Traveller events around Scotland and experienced the exhilaration of not only racing but winning too. It has to be said the car journey home after a win always seems much quicker than those of a loss, or worse still when having just being pipped to the finish line.

Having gained the confidence of sailing the Feva the girls decided that they would like to try out our wooden Mirror dinghy and potentially enter the Port Ban Sailing Club’s annual regatta in August. With me having holidayed at Kilberry for over 40 years, but never actually sailing in the event, mostly made up of Mirror dinghies, the girls were keen to get involved. After a few practice runs at Bardowie we got the Mirror to Kilberry where they quickly launched it and had a fantastic fortnight, racing every day in all weathers and resulting in a fourth place overall, against crews with 40 years’ experience, and winning the children’s unaccompanied race.

Success at Kilberry

The Bardowie experience Beating to windward in a Feva at Bardowie

MacCalman girls and pals at Bardowie

As I mentioned at the start I hadn’t appreciated when I first suggested that learn-to-sail holiday in Greece the highs and lows of being a sailor’s mum. Weekends that used to be spent gardening and on house maintenance for some, or shopping and eating out for others, are now spent towing a boat to a different part of the country and incurring many challenges and hardships. These include standing frozen at the water’s edge with teeth chattering, despite the season, as the girls rig their dinghy, the challenge of trying to dry out the wetsuits and boots before they fight their way back into them the following day, ensuring the intake of protein and energy-fuelling foods outweigh the Haribos and caramel wafers plus many a day ending up cross-eyed having spent it peering through binoculars willing them on.

Despite all this on the plus side we have been to many parts of this beautiful country that we might never have visited.

Moreover the girls are gaining skills that they will no doubt take into adult life – not just from the social aspect but also the practicalities of boat rigging to sailing in all weathers and experiencing the highs of wins but also overcoming the lows of failure, teaching them to be organised and responsible, they will only forget to pack those gloves once, as well as the advantages and tactics of being part of a team.

So like any parent the pride we feel for our daughters in the way they are growing up and how sailing has so positively influenced and helped mould them is immense.

Despite constantly being frozen, if asked ‘would I change things if I could?’ – not on your nelly.

Winning at HSC

wider family when they offered to take their Gran and Papa out in the powerboat. Before Gran and Papa could say no they were strapped into life jackets, on-board and away.

Its hysterical to hear their stories after a day of coaching at summer school, or evening sailing lessons, such as ‘these children just don’t listen to you’. ‘Tell me about it’, I would reply. Or hear the funny stories of tipping their students in accidentally, and the relief to see them come back the following week, for another dunking.

It is also heart-warming to watch the bond the girls have with their Bardowie pals, helping each other without being asked and stepping in to help adults struggling to launch or retrieve their dinghy again without being asked. The life skills that ‘The Bardowie Experience’ brings are fantastic.

Hearing Georgia and Ellie tell their stories of planning and leading training sessions for other children and adults does make you very proud.

They are now transitioning into 29ers. We have also just spent a day watching their open water swimming in the Clyde and that is coming along nicely. Hopefully over time they will start to spend more time in it that out of it. The only trophies to be collected for a while racing their 29er are the multi coloured bruises from the numerous capsizes which then get ‘Snapped or BeReal’d’ to their pals. Oh, to have that youthful enthusiasm for spending weekends in various expanses of water in the winter.

Alison MacCalman

What’s so special about Bardowie?

Bardowie has the most amazing training and coaching programme where youngsters like Georgia and Ellie, from the age of eight, progress through their RYA levels and if they want can become Trainee Assistant Instructors (TAIs), Assistant Instructors (AIs), DIs, SIs etc. The succession programme at Bardowie is quite wonderful to see. An essential aspect of their AI training is passing their power boat licence. This brought a whole new experience to the

Frightening the grandparents at Bardowie

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CCC Dinghy Section in 2022 Bardowie at its best

CCC Dinghy Section in 2022

I

think firstly we need to thank our last DS Captain, Jason McKenzie, for not only keeping the club running, even if on a restricted basis, and leaving it in such a strong position at the end of his tenure. No one could have predicted the extra stress, workload and pressures he and his committee would have to overcome to ensure we are still here and in a strong position, so thank you, Jason.

Sunset

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This year had a slow start with a new committee and the loss of a number of experienced members. After careful consideration the committee decided that rather than have a new Captain, Hugh and I would take on the role on an acting or caretaker basis.

In the time since we took over we have recruited a number of excellent members with huge experience who have helped us immensely and I would like to thank them.

We have also recruited some new fresh victims, sorry volunteers, and thanks again to them.

Since this fresh start we have sought to improve communication with all members, firstly with a weekly ‘what’s on’ email, but also with a regular newsletter where we are able to report back some of the activities and successes of the club.

Since these afore-mentioned changes we have seen some fantastic and very well supported events such as the very successful summer school, the end of summer school barbecue and a fun regatta attended by more than 90 members.

We had a fantastic traveller event with Toppers, Fevas and Oppies and also ran the successful Laird Trophy. Sadly we have had to cancel some events due to safety concerns.

We have also seen a number of members having great success around the country, with a number of our Junior members continuing with or joining RYA development

CCC Dinghy Section in 2022 A calm day off the clubhouse

squads. In particular I must mention Rory McKinna as he has worked his way up to number three in the world as well as winning the Hansa Series in the UK. We have started a programme of updating our boats, firstly with the replacement of the four Commando powerboats, and are also continuing to replace engines.

Replacement of the Laser 2000 dinghies has started, which due to their age and use are starting to show wear and tear and incur increased maintenance costs.

In consultation we decided to replace these with three Quests, which have now been delivered to the Club, and three RS200 dinghies which are yet to be ordered but it is planned to have these in place by the beginning of next season.

Our Bosun has been doing extremely well selling our old and out-of-date equipment, adding valuable funds to the Dinghy Section coffers.

Toppers and Oppies

The racers have had a very successful Thursday night season as well as a successful Tuesday fun racing season. More recently they have been racing on a Sunday afternoon, enduring some interesting weather conditions.

We are also in a great position with the number of stewards available and are going to reintroduce the assistant steward position again next season to support existing stewards.

It is a firm aim of the committee to encourage all members to volunteer and help in events and in other ways around the Club in the coming season.

Lastly we would like to commend the Monday Morning Group, not just because I am one of them, but for the huge amount of work they do for all of our Dinghy Section members, in exchange for a few cups of coffee or tea, a biscuit or occasional bacon roll.

Don McPherson

The RS Feva

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Obituaries

Martin Lawrence Former Editor of the CCC Sailing Directions 1939 – 2022

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e only mutinied once, when Dad’s curiosity about uncharted rocks put us in a tight spot in the Crowlin Islands. Erraid, the steel-hulled family ketch, was perfect, it turned out, for exploring Hebridean anchorages previously undocumented. We both remember many times being charged with reading out rapidly decreasing numbers on the echo sounder as we nosed into new places. He was fond of quoting CC Lynam’s The Log of the Blue Dragon which summed up his approach to uncharted places: ‘This narrow strait (the Sailing Directions said) is full of rocks, and difficult to enter; whirlpools are common here at every tide: there are uncharted reefs on every side and currents (twenty knots) along the centre.’

‘Come’ said the skipper, ‘we will go in there’. We went in there.

Martin was an explorer. His love of maps and mapping, and of the sea and sailing, supported his lifetime contribution to navigation for yachtsmen.

His boating days began when he built a sailing canoe and paddled home across England from boarding school via canals and rivers. He moved to Scotland to study architecture at Edinburgh where he met Jean, and they spent their honeymoon on the West Coast of Scotland, in autumn, on an unconverted Dragon. He sold his beloved Riley car to buy his first yacht, Mickery. Stalker, a T31, followed, then Erraid, Thomasina, a Bowman yawl with lifting keel, and finally Waterman, a Hallberg-Rassy.

As Honorary Editor of the Clyde Cruising Club Sailing Directions, he revolutionised the format by combining traditional anchorage plans with aerial photography and hand drawn transits, many of which were new and some taken from old Victorian Admiralty charts. Eventually he retired from architecture and focused full time on his Yachtsmen’s Pilots with publishers Imray.

As Dr John Macleod of Lochmaddy said in his introduction the Western Isles Pilot, ‘Martin has put his architectural, observational and draughtsmanship skills to fine use in producing a whole series of sailing directions’.

In 1991 we crossed the North Sea following in the footsteps of Arthur Ransome to the Baltic, as well as fjords and coasts in north-west Europe. Thomasina spent the next five happy years there; she was the first western yacht into ports in the newly independent Baltic States. There our parents along with friends and family explored every creek, anchorage and port with the same enthusiasm that they did in Scotland.

Martin did what he loved, not through ambition but through enthusiasm, some would say obsession. So it gave him enormous pleasure and pride to have his work recognised. Election to membership of the Royal Cruising Club in 1980 and to Fellowship of the Royal Institute of Navigation in 1999, and the award of the RCC Medal for Service to Cruising in 2013, were significant to him.

Possibly the case of wine from a grateful Hydrographic Department of the Admiralty, for services rendered in discovering new rocks, was his greatest pride.

Drawing of Caladh by Martin Lawrence

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Obituaries He thrived on club membership and was an enthusiastic member of the CCC and later the RCC (as was his grandfather Ted Elliot). In his later years he (and Jean) threw much energy into the role of Secretary of the Royal Institute of Navigation. When he could no longer sail, it was difficult to get him to leave a RIN meeting – he would be the last man standing in an erudite conversation.

Anna and Harriet Lawrence

Other Members John Anderson Honorary member

Allan Angus Ordinary member

Scott Lindsay

An appreciation by Edward Mason, current Editor of the CCC Sailing Directions

A

lthough it is almost forty years since Martin ceased being Editor of the CCC Sailing Directions, his legacy is still very much with us in the form of his substantial contribution to our current publications, following the generous transfer of his copyrights to the Club.

Anyone who has crept cautiously into Plod Sgeirean, pilot book in hand, has cause to thank him, as the exploration of the Ardmore Islands was the one of the first of Martin’s many ‘discoveries’.

As a self-confessed ‘rock dodger’, Martin could not resist a challenge and, as his daughters have described, his enthusiasm took him into many places where few yachts had been before. As readers, we learn only of the ones that he decided to include in his books; his long-suffering family crew were witness to the others.

Occasionally he allowed his enthusiasm to get the better of him and when we were merging his Western Isles Pilot with the CCC Outer Hebrides it did not seem wise, in these litigious times, to include Martin’s account of the Gunwale or Rangas Channel in the Sound of Harris, which he described as being ‘best for boats without any underwater appendages’ and concluded by saying ‘I would make this passage for the first time in a rubber dinghy’.

Fortunately Martin understood and the resulting book is, we hope, none the worse for this omission whilst still including a few of his more challenging anchorages to keep adventurous sailors on their toes. During the course of the merger we became thoroughly acquainted with every word and facet of Martin’s four West Coast books: a process that served to increase our admiration for the magnitude of the task that he had set himself and the masterly manner in which it was achieved.

Ordinary member

Patricia Low Ordinary member

Grace Mill Ordinary member

David Mollinson Honorary member

Drew Ritchie Ordinary member

Derrick Robinson Ordinary member

Ronnie Scott Ordinary member

Edward Mason

Clyde Cruising Club Annual 2023

| 101

Trophies, prizes and awards 2022

Trophies, prizes and awards 2022

Biscuit Barrel

Closing Muster Class 2 IRC

Alan Macleod

Samurai J

Bute Challenge Trophy

Bute Race Saturday - Class 2 CYCA

Boyd Tunnock

Lemerac

Bute Team Trophy

Bute Race Weekend - Best Overall Performance CYCA LcT

Boyd Tunnock

Lemerac

Coats Challenge Cup

Best cruise of the season unrestricted to duration

Peter Dunlop

Greenheart

Coruisk Plate

Best image in photographic competition

Roddy Angus

Donald McNamara Trophy

Unrestricted cruise of merit but no credit to distance under power

Ken Andrew

Glencairn Trophy

Special

Peter Edmond

Glenlee Decanter

Special

Clive Reeves

ICC Decanter

Special

Howard Morrison

Joe Deane Cup

Tobermory 1 Class 2 CYCA

Iain Cameron

Honeybee

Murray Blair Challenge Best cruise by a smaller yacht Trophy

Julian and Alison Cable Robinetta

Ogg Challenge Cup

Cruise of merit under 21 days

Peter McAlister

Seol na Mara

Ormidale Trophy

Inshore Championship Class 2 CYCA

Boyd Tunnock

Lemerac

Strang Silver Tankard

Inshore Championship Class 1 IRC

Iain & Graham Thomson

Sloop John T

Sunflower Salver

Awarded by Commodore

Ian Macdonald

Swedish Lady Trophy

Opening Muster Overall Winner CYCA LcT

Clive Reeves

Tarbert Challenge Trophy

Tarbert Race Class 1 IRC

Iain Thomson

Sloop John T

Tobermory Bell

Tobermory Overall - Overall

Iain Cameron

Honeybee

Tobermory Tuesday Trophy

Tobermory Overall Class 2 CYCA LcT

Iain Cameron

Honeybee

Todrick Commodore’s Cup

Special

Rory McKinna

Tomatin Trophy

Inshore Championship Best Overall CYCA LcT

Boyd Tunnock

Lemerac

Tringa Trophy

Closing Muster Class 1 IRC

Graham Thomson

Sloop John T

Wright Trophy

Closing Muster Class 3

Reay Mackay

Diatas Air

Clyde Cruising Club Annual 2023

| 103

Coruisk Plate – overall and category winners Tayvallich Sunset – Winner Overall, Roddy Angus

CCC Closing Muster fleet – Sailing, Clive Reeves

A misty Cape Wrath – Dramatic, Peter McAlister

104 | Clyde Cruising Club Annual 2023

Ship’s cats on watch – Nature, Bronwen Angus

Coruisk Plate – overall and category winners Bequia’s paddle wheel – Humerous, Geoff Crowley

Bardowie at its best – Dinghy Section, Clive Reeves

Back from the pub at Falmouth – Atmospheric, Graham Boyd

Clyde Cruising Club Annual 2023

| 105

Racing, cruising, musters and Dinghy Section events 2023

Racing and cruising musters 2023

Dates to remember 2023 11 March

CCC DS

Bardowie

Boats unpacking and bring and buy clothing sale

23 March

CCC Spring General Meeting

Leonardo Inn Glasgow (formerly the Pond Hotel)

Followed by talk by Rory McKinna ‘A week with Sail Grand Prix’

24 March

CCC DS Opening Regatta

Bardowie

8 April

CCC DS

Bardowie

Instructors Day

20 April

CCC DS

Bardowie

Thursday evening races start

22 April

Bute Race

22 April

CCC DS

Bardowie

Solo Traveller event

29 April

CCC DS

Bardowie

Open Day

29 April

Opening Muster

Supper at Royal Northern & Clyde YC, Rhu – Provisional

26 – 29 May

49th Scottish Series

Tarbert

10 June

Clyde Muster

Wreck Bay, north end of Bute

BBQ with dinghies and keelboats from KBSC and CCC DS

17 June

CCC DS

Bardowie

Laird Trophy

22 June

North Channel Race

Royal Northern & Clyde YC, Rhu

30 June

Ailsa Craig Race

1 – 10 July

Distillery Cruise in company with ICC

Rathlin, Islay, Jura, Oban, Talisker

3 July – 12 August

CCC DS

Bardowie

8 – 9 July

CCC DS Duncan’s Regatta

9 July

CCC DS Disabled sailing day

Bardowie

15 – 17 July

Tobermory Race Legs 1 & 2

Port Bannatyne/Ardrishaig, Ardfern/Tobermory

15 July

Tobermory Race Round the Mull option

Port Bannatyne/Tobermory

29 July – 4 August

75th West Highland Week

5 August

Loch Spelve Muster

Mull

5 August

CCC DS Regatta

Bardowie

12 August

CCC DS

Bardowie

19 August

Largs to Troon Race

19 – 20 August

DS Oppie / Topper Traveller weekend

Bardowie

23 September

Closing Muster to Tarbert

Tarbert

4 November

CCC DS boat packing-away day

Bardowie

Summer School

Special berthing rate at Ardfern for CCC members

Carnie Cup and Brazill Trophy Replaces Tarbert Race

Find race entry forms online at www.clydecruisingclub.org Clyde Cruising Club Annual 2023

| 107

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Reference

Members’ yachts

A

Ace of Rhu Sail No: 1893C William Faerestrand Alaskan Star

Moody 422

49’ Alaskan T.S.D.M.Y.

George Horspool Alligin Sail No: 1744C Tom Watson

Moody 336

Alpinista Sail No: 7735T Angus Lawrence

Jeanneau Sunfast 37

Amelie Sail No: 3416 Martin Nichol

Merlin Rocket

Amica

Malo 36

Edward & Jane Warren Animal Beneteau First 36.7 Sail No: GBR3627L Kevin Aitken

B

Banshee Sail No: GBR9470 Charles Frize

Corby 33

Bascule Hallberg-Rassy 342 Sail No: GBR4581L John Robertson Baywatch Sail No: FRA 7 Jean-Pierre Cave

Sailart 19

Berengaria III

Nimbus 380

John Kelly

Caesium Sail No: IRL1649 Myles Lindsay

Beneteau First 31.7

Antonelly Hallberg-Rassy 426 Sail No: HR198 Dick & Kate Philbrick Ardea of Down Sail No: GBR4483L James Heron

Moody 38CC

Argento Jeanneau Sunshine 38 Sail No: 5151C Ken Andrew Arran Comrades Sail No: 3534C Mike Johnston

Artemis Jeanneau Sunfast 37 Sail No: GBR8411R Ian Macdonald Artemis

Flying 15 Classic (1-2700)

Calloo Sail No: GBR2571C Alan Simpson Calm Down Sail No: 9199C Alistair Mackay

Moody S31

Ataraxia Sail No: 2532C Stephen & Susan Pickles

Dufour 40

Athene’s Owl Sail No: 1991C Sheila Simpson

Ohlson 35

Aurora III Sail No: 1823C Oliver Ludlow

Sigma 35

Autumn Child Sail No: AC1 John Parke-Voelske

Atlantic Clipper

Jeanneau Sun Odyssey

Bounce Back Sail No: GBR1227 Stephen Rarity

Etchells 22

Boxcar Sail No: GBR34R Murray Findlay

X4.0

Boyd Holmes Blue Jay Sail No: GBR2068R John Stanley-Whyte

J109

Blue Panther

RIB

Capercaillie of Clyde

Bramble Sail No: GBR2642R Stephen & Jo Quaile

Rustler 42

Byzanze Beneteau Oceanis 311 Sail No: GBR6762T Malcolm Boddie

Nicholson 48

Chorus Sail No: GBR9156T Martin Murphy

Feeling 1350

Moody 42

Cider with Rosie Sail No: GBR653R Fraser Gray

Arcona 430

Westerly Griffon Mk 1

Cilaos Sail No: GBR2557C Derek McLean

Moody S31

Cirrus Moth

Fisher 30 NE

Caribou Sail No: 421C Peter Fleming-Brown Carragheen

Nauticat 40

Aquastar 38

Iain Crosbie

Blue Damsel 45DS

Atalaya Sail No: 4071C Gordon Paterson

Freedom Ketch

Joan Clow

Jilly & William Wilson

Michael McKee Hunter Horizon 232

Cavatine Sail No: GBR1806Y David Moss

Nicholson 32

Holman & Pye

Celtic Spirit Sail No: GBR6917T Brian Robertson

X-332

Clann Sail No: 2241C Neil Crawford

Moody 31

Ceol na Mare Sail No: 5759 Derek McLean

Solo

Clar Innis Sail No: 1932C Ian Buchanan

Westerly Oceanranger

Gaff Yawl

Clockwork Sail No: 2508C Peter Foulds

Beneteau First 40

Calypso Timothy Trafford Candubhlah Sail No: GBR1307L Wallace Cuthbertson Cantare in C

Contest 41

Jonathan Bradbeer

C

Callipygous

Anna Mae Sail No: 4117C Stewart & Dorothy Ritchie

Elan 37

Hallberg-Rassy 44

Douglas Lang

110 | Clyde Cruising Club Annual 2023

Charm Robert Hill

Malcolm MacArthur

Members’ yachts Close Encounters Sail No: 8858C Griogair & Kirsty Whyte

Sigma 33 OOD

Contender Sail No: 2114Y Geoff Crowley

Rival 32

Coigach McGruer Yawl Sail No: 129C David & Tatyana Denholm

Cool Bandit 2 Sail No: 2914C Craig Anderson

Moody 336

Coire Uisge Sail No: 2208C Norman Kean

Cracker Sail No: 4550C Atholl Fitzgerald

Elan 45

Freeman/Atrill

Deuphoria Sail No: GBR3260 Georgina Craig

Dufour 35

Dignity Sail No: 16269 Kenneth Sharp

Laser 16

Dehler 34 JV

Deya Sail No: 4301C Charles Batchelor

Gibsea 43

Dragonfly Sail No: GBR5860R Bill & Seonaid Fowler

Dehler 32

Diatas Air Sail No: 3311T Reay Mackay

Dehler 36 db

Dream Catcher Bavaria 40 Sail No: 2502C Alastair & Dorothy Cameron

Sadler 32

Ellipsus Sail No: 4150C Duncan Hall

Hanse 415

Eureka 4 Jeanneau Sun Odyssey 379 Sail No: 2524C Robin Ferguson

Nimbus 335 Coupe

Emell Sea Sail No: 5128 Stewart Carrie

Solo

Warrior 40

D

Delfino Charles Hunter-Pease Delinquent Sail No: 8569T Alan Moore

Delta Blue Elan 333 Sail No: GBR7984T Wallace & Nuala Cuthbertson

E

Eager Beaver Sail No: 2178C William Logie Eilidh Iain Laidlaw El Fie Sail No: SUI3 David Macnab El Gran Senor Sail No: GBR4822R Jonathan Anderson

F

Far Cry

Etchells 22

J122E

First by Farr Sail No: K9963 Ian McNair

Vancouver 34

Flyaway

Keith Norman

G

Gambling Sail No: K3379 Iain MacPherson Gem of Clyde Sail No: GBR4426L Ian McConnell Glenafton Sail No: 795C Brian Young

Enigma Sail No: GBR8272 Howard Morrison

Vancouver 34P

David McMillan Fidra

Encore Sigma 33 OOD Sail No: GBR1696C Scott & Nichola Chalmers

Jeanneau 44DS

Beneteau First 45F5

Golden Fox Beneteau First 47.7 Sail No: GBR4770R Angus Cartwright

Grand Slam Sail No: GBR6969L Phil Walter Gravity Wave

Green Hackle Sail No: K316C Ronald MacGrouther Greenheart Sail No: 3900C Peter Dunlop

Curlew

Cromarty 36

Norman Smith

Evolene Nauticat 42 Sail No: GBR9900T David & Margaret Whitham

Fornautic Sail No: R37 Steve Lunnon

Hallberg-Rassy 37

Fraoch Sail No: GBR9404T Stuart MacDonald

Dehler 34

Grand Soleil 37

Grey Nomad Sail No: R112 Mark Anderson

Rustler 36

Seafarer 465

Grouse Sail No: 432 Simon Pender

International Sonar

RIB

Giles Hammond Bon Ketch

Beneteau 393

Sigma 38 OOD

Duncan Cunningham

Gambling

Cristal of Clyde Sail No: 3930C Calum Morman

Sloop

Dawn 39

Clyde Cruising Club Annual 2023

| 111

Members’ yachts

H

Haggis Time Sail No: GBR9788R Mark Homer Hakuba

Sigma 8M

Herbert John

Liverpool Class ex RNLB

Alastair Bilsland

Beneteau Oceanis 411

Highlander

Charlie Craig

Jamie Matheson

Harrier Bowman Classic Sadler 34 Sail No: GBR5759T Graham Bisset

Holdfast 3

Hecate Sail No: 2454C Patrick Trust

Voyager 40

Honeybee Sail No: 3336C Iain Cameron

Moody 42

Intergalactic

I

Imagine of Carrick

Dale Nelson

Ocean Pro 850

Islander II Sail No: 5 Gordon Smith

Insouciance

Isobel Westerly Centaur 26 Sail No: CR1936 Charles Donoghue

Janet MacArthur Jeanneau Sun Odyssey 36i

J109

Oyster 53

Jonathan Star Sail No: GBR7818R Myles Lindsay

Starflash

Kaparda Sail No: 2104C Gavin Shanks

Oyster 42

Kaya Sail No: 1050C Alastair & Fiona Fleming

Karelia of Clyde Sail No: 4401C Michael Low

Nauticat 44

Kelana Sail No: 312 C James Grant

McGruer Sloop

Katya Bavaria 42 Cruiser Sail No: GBR2570C Stewart & Catherine Toy

Kelele Sail No: 3940C David Houston

Hallberg-Rassy 39

Lanai Sail No: 1937Y Ruth Jarrett

Nicholson 32

Jigsaw Sail No: 5301C Ian Galbraith

K

L

La Mouette Sail No: GBR1540 Gary McMorrin

Lady of Neath Sail No: 4343 Brian & Jane Hignett

Arpege

Sigma 362

112 | Clyde Cruising Club Annual 2023

Issy of Etive Sail No: GBR8336T Maitland Murray

Hallberg-Rassy 94

Hunter Channel 31

Jings Sail No: GBR8543R Robin Young

Walter Reid

Moody 425

Moody 336

Impulsive Beneteau Oceanis 34 Sail No: GBR2661L Adrian Johnston

J

Hyskeir Sail No: 2425C Malcolm MacGregor

Ruaraidh MacLeod

Stephen Bennie

George Ralston

Dufour 34

Beneteau 43

Roy Totten

Motor Yacht

Hurricane Jack Sail No: 3034C Angus Spence

Lanikai

Juperoo

J109

Jennifer Rolland

Victoria 34

Just Nimbus Jeanneau Sun Odyssey 35 Sail No: GBR2488C Alexander Niven

Keltic Star

Sigma 362

Hugh & Carolyn Normand Kerlo Sail No: 30C Ian & Catherine Munro

Lark III

Syersen

Rustler 42

Scott Brown

Schucker Motorsailer

Harry & Malinda Keith

Lass O’Ballochmyle Sail No: 2306Y Douglas Paterson

Hustler 35

Members’ yachts Late Edition

Merry Fisher 695

Jeremy Thomson Lemerac Sail No: 4040C Boyd Tunnock KBE CBE

Moody 38

Lemminkainen Sail No: NED537 Marc van Bemmel

Baltic 39

Leumadair IV Sail No: 4434 Mark & Sandy Homer

Elan 434

Liaison Sail No: 6333C Frank & Shona Shields

Elan 333

M

J29

Lioncel Ditchfield Ensign Design Sail No: E12 Peter Laybourn Lizandee

Grand Banks

Drew & Bett Ritchie

Madog Sail No: GBR5301T Neil Rosie

X-332

Magix Sail No: GBR743R Alastair Graham

X43

Local Hero Sail No: GBR1234N Geoffrey Howison

Jeanneau 57

MG335

Magnum Sail No: GBR424T Gordon Paterson

SJ35

Malindi Of Lorne McGruer Lorne Class Sail No: 105C Ian & Millicent Reid OBE

Luna Sail No: GBR9115 T Ron Robson Lydia Sail No: HR87 Joe Phelan

Southerly 35RS

Hallberg-Rassy 31

Lyrebird Sail No: 1302C Clive & Flora Reeves

MAXI 1000

Merliz Sail No: SWE557 Malgorzata Felicka

Dufour 40

Micky Finn IV Sail No: 4050C Michael & Freda Forbes

Dufour 40

Loch she She 31C Sparkman and Stephens Sail No: 616C Neil Gould

Margaret Wroughton II Barge

Tristar Keelson

Gavin McLaren

Magnum Sail No: 3350C Nicholas Owens

N

Lingo Sail No: GBR4380 Bill MacKay

Marisca Sail No: GBR9884T Alastair Pugh

Contessa 32

Maverick Sail No: 60886 Steven Mcinnis

Hanse 505

Maximoose Too Sail No: GBR9333C Cameron Still

Maxi 1300

Millenium

Mellow Yellow Sail No: 151062 Derek McLean

Laser 1

No Worries Sail No: GBR9887T Jim Dervin

J109

Cranchi Zafira 32

Graham Crawford Misha Sail No: C2442 Martin Kerr

Bavaria 38 H

Miss T Beneteau Oceanis 411 Clipper Sail No: 7411C David Dale More Misjif Jeanneau Sunfast 37 Sail No: GBR5030C Roderick & Bronwen Angus

Nightsong Sail No: 7 Derek Lumb

Saare 41cc

Nimrod Sail No: GBR5282T Tam & Angela Anderson

Dehler 34

Nona Sail No: GBR272 John Readman

Sonar

Northern Whistler II Sail No: GBR4640T William & Grace Bergius

Hinckley 42

Blaze

Opposition Sail No: K3266 Jamie Matheson

S&S

Otter

Motor Yacht

O

Oldest Smoker in Town Sail No: 642 Mark Homer

P

Paloma Sail No: 4646C Clive & Elisabeth Scott Pamina af Wermoa Sail No: M114 Per Hjelm

Contest 46

Monohull Cat A

Northern Way

Nauticat 40

Richard Davies

Bob Bradfield

Perpendicular Phenomenon Enterprise Sail No: E19507 Stephen, Mhairi & Amy Auld

Pickle

Phoenix Sail No: GBR8700R Andrew McVey

Pilgrim V

Quarter Tonner

Rustler 36

Charles Warlow Nelson 38

Ian Gibson CBE

Clyde Cruising Club Annual 2023

| 113

Members’ yachts Pinnochio Sail No: 4408C Dinkie Fairley

Dufour 44

Prodigal Sail No: GBR3771 Keith Orr

GK34

Polka Sail No: 2707C Stewart McAra

Moody 36

Ptarmigan Sail No: GBR4232L Graham Smart

Arcona 400

Q

Quaich II Dehler 41 CR Sail No: GBR8026T John & Marilyn McMeeking

R

Racehorse Sail No: 7032 David Sword

Hunter 707

Rambler of Hoy Jeanneau Sun Odyssey 41 DS

Quest III

PWK06

Finngulf 33

Fairey Spearfish

Jonathan Black

Beneteau 42s7

Gerry Hughes

Reckless Flying 15 Classic (1-2700) Sail No: 3231 George & Dorothy McGruer Reindeer Sail No: 4300C Jack & Maureen Meredith Rib Tony

Allan Eunson

Puffinn Sail No: GBR9927T Euan & Susan Morrison.

Rory Mor Jeanneau Sun Odyssey 409 Sail No: GBR3780L Ralph MacLeod

Swan 43

RIB

Rovicus of Rhu Westerly Ocean 33 Sail No: GBR6891T John McCowan

Tony Peters Raspberry Pop Sail No: 4856 Robert Signer

S

Solo

Sagan Sail No: K2203 Robert Hill

Nicholson 32

Salamander XXII Sail No: 3361C Stephen Corson

Moody 336

Rockhopper Sail No: 105 John Withinshaw

Seabird

Hanse 345

Colin & Margaret Smith

Savage Sail No: GBR4282 Michael & Karin Hawkins Sea Reiver Sail No: 4049C Peter Edmond

Ruby

Hustler 36

Seriema Sail No: 2595C Murray Caldwell

Halmatic 30

Elan 40

Shagigigololeone Sail No: 4790 Alastair Wyper

Solo

Salamander XXIII Sail No: GBR1508R Stephen Corson

J109

Sea-Quin Sail No: 8844C Martin Broadbent

Fantasi 44PH

Shenavall Sail No: 2242C Douglas Gray

Finngulf 41

Samurai J Sail No: GBR9292C Andrew Knowles

J92

Seascape of Down Sail No: 255 Peter Ronaldson

Westerly Conway

Shevaig Sail No: 2189C Thomas Hendry

Westerly Seahawk

Sanna

Moody 44

Alan McBride

Seewolf II Sail No: K2346 David & Helen Holden

Shibumi Sail No: M35 011 Colin Burnet

Sapphire Beneteau First 40.7 Sail No: GBR7999N Euan Morrison

Seillean Sail No: 131C Roderick Mackenzie

Honeybee

Shikari

Sapwood

Senang

Naiad 373

Shine Sail No: 5645 Jason McKenzie

Optimist

Seol na Mara Sail No: 1142C Iain MacLeod

Fastnet 34

Sigmagic Sail No: GBR1401 Stuart Dalrymple

Sigma 400

Rustler 36

Sigmatic Sail No: GBR4270 Donald McLaren

Sigma 33 OOD

Bavaria 32

Eastport Pram

Peter Dunlop Saraband Sail No: GBR8314N Mark Taylor Sarabanda Sail No: GBR40T Andrew Whitfield

Avance 36

Seol-Mara Sail No: GBR7263T Alistair & Carol Bell

Saraphina

Grand Soleil

Seonaidh Sail No: 5221 Ali Gordon

John Laverty

114 | Clyde Cruising Club Annual 2023

Hardy 24 Fast Fisher

Charles Frize

Gordon Miller Hunter Sonata

Mystery 35

Solo

Silver Lynx Sail No: 2233C John Cooper

Colvic Countess 33

Members’ yachts Silverwind Sail No: 1954C Steven McClure

Moody Carbineer

Solus Jeanneau Sun Odyssey 36.2 Sail No: GBR7737T Ronnie & Anne Forrest

Stellaria Sail No: K4599 Robert Gray

Sigma 33 OOD

Sirius of Carron Sail No: GBR7589T John & Janet Trythall

Starlight 35 MKII

Sonas

Still Thinking Sail No: 4766 David Whyte

Solo

Malcolm McPherson

Sirona Sail No: 2444C Stephen Short

Hallberg-Rassy

Beneteau First 24

Jilly Wilson Skye Blue Sail No: 5115R Stephen & Malene Owen

Skye 51

Sloop John T Sail No: GBR9740R Iain Thomson

Swan 40 (96)

Smile Sail No: GBR4641 Ian Abernethy

Swan 41

Snap Sail No: 1711C Peter Whipp

Snapper 25

Snow Bear Sail No: 9025T Stephen Bradley

Hallberg-Rassy 40

Snowbird of Rhu Sail No: 1895C Graham Boyd

Bowman 40

T

Sonas of Clyde

Dehler 41 DS

James & Katy Findlay

Skerryvore of Findhorn Beneteau Sense 46 Sail No: 4664C Ewan Buchanan Skirmish

Beneteau 58

Westerly Storm

Spindrift Sail No: 5875C Elliot Witherow

X-382

Spirit of Callisto

Spirit Gaff Yawl

Splash

Strarlight of Appin Westerly Merlin Sail No: 1605C Alastair & Emma Taylor Strathearn

Richard & Linda Hearn

Spirit of May Sail No: GBR8869T Alastair Torbet

Hallberg-Rassy 62

Murdoch McKillop

Sorr of Appin Sail No: 5062C Brian Wiseman

Spirit of Jacana Sail No: IRL1335 Bruce Douglas

Stormbird

J133

Dufour 40

Motor Yacht

Alastair Dunn Stroma Sail No: R10 Thorold Mackie

Regina 35

Subar

MacGregor

Jason McKenzie Sulaire

Scanmar 40

Oban Skiff

Robert Hill

Niall Campbell St Bridget Sail No: 9753 Ian Nicolson

Maxi 1000

Starsweeper Sail No: 3406C John Douglas

Moody 346

State O’Chassis Sail No: IR543 David Henniker-Major

Taeping Sail No: GBR61L Glenn Porter

Clipper 60

Tarskavaig Sail No: 2531C Andrew Thomson

Talisker Sail No: 1355C Nick Wright

Moody 40

Tethys of Lorn

Nicholson 345

Hanse 400

Vancouver 28

Martin Montgomery

Sunrise Sail No: GBR4754T Scott & Nichola Chalmers

Sigma 400

Sylvester Sail No: GBR9200 Cameron & Margaret Rennie Synergie Sail No: GBR5115C Chris & Anne Morrison

X-412

Dufour 40

Toucan V Sail No: 4505C Anthony Greener

XC45

Tramontana

Trapper 500

Giles Hammond

Tallulah Beneteau Oceanis 411 Sail No: GBR7739T Brian Stirling

Texa Sail No: 4237C John Watson

Maxi 1300

Trininga Sail No: 6708 Jim Brown

Tangaroa Pronavia 38 Sail No: GBR1121L Des & Elizabeth Balmforth

Tiffany Aching Sail No: 247 Miriam Sutter

Achilles 24

Tulla Mhor Sail No: 2541C Dugald & Valerie Glen

Arcona 430

Tao 5 Sail No: HR57 9719 Helmut Heine

HR Cutter

Tippy Sail No: 793 Nicolas Gallardo

Twedlightly Sail No: Co193 Martin Mackenzie

Contessa 26

Tara of Moyle Sail No: GBR3016L Oliver Lynas

Fjord 33 MS

Taransay of Ardfern

Fisher 37 Ketch

Suzie Dixon

Topspot Too Sail No: GBR2900T Colin & Katharine Crosby

RS 700

Arcona 430

Torridon Jeanneau Sun Odyssey 32i Sail No: 290C Angus & Mary Scott

Atlantic 40 Ketch

Twiglett Sail No: 19 Chris Ellen

Cornish Cutter 22

Twinkle

Drascombe Lugger

Lesley Glen

Clyde Cruising Club Annual 2023

| 115

Members’ yachts

U Ultimate Sail No: 4044C Charles Frize

Moody Carbineer

Up in Smoke Sail No: 622 Mark Homer

Blaze

Ursa Major Sail No: 5110C Will & Margaret Rudd

Southerly 110

V Vaila II of Ashton Sail No: GBR5595C Peter Fleming

Sun Legende

Valhalla of Ashton Sail No: GBR2496 Alan Dunnet

Swan 36

Vamp II Sail No: GBR1405R John & Rosie Mill

Elan 37

Viking

Moody 38

Richard Fresson

W Wavelength Sail No: 3368C Carolyn Elder

Seamaster 815

Wee Aussie Sail No: 45189 Rohan O’Kane

Topper

Wee Birlinn Sail No: R141 Jim Black

Ness Yawl

Welsh Witch Ketch

MacWester Wight Mk2

Charles Stirling

Westbound Adventurer Sail No: 9856Y Paul McNeill

Sigma 33C

Wind of Lorne II Sail No: 16C Geoffrey Alcorn

Saltram 36

Windhover Sail No: GBR2879L Alastair Mill

Arcona 430

Whimbrell Sail No: 4621 Andrew Marshall

Wayfarer

White Ketos Sail No: 2616C Clive Ferris

Contessa 32

Wild Swan Sail No: 1245K Craig Downie

Swan 441

Wounded Rhino Sail No: CAY4000 David Carmichael

Zemfira Sail No: 86 Karen Morgan

Moody 30

Zubenubi Sail No: 4701C Barrie Waugh

Wot Not Beneteau Oceanis 411 Celebration Sail No: 4119C Clarke Perry 4000

X Y Z Zaleda Sail No: 7CR K2 Bill Hogg

7 metre CR

Zara Sail No: 8411C Ronald Wilson

Nauticat 385

116 | Clyde Cruising Club Annual 2023

Zephirine Alan Armstrong

Moody Eclipse 43

Starlight 39

Members’ yachts by boat name Sail number

Boat name

Boat design

Sail number

Boat name

Boat design

1893C

Ace of Rhu

Moody 422

3930C

Cristal of Clyde

Beneteau 393

1744C

Alligin

Moody 336

8569T

Delinquent

Dehler 34 JV

7735T

Alpinista

Jeanneau Sunfast 37

GBR7984T

Delta Blue

Elan 333

3416

Amelie

Merlin Rocket

GBR3260

Deuphoria

Dufour 35

GBR3627L

Animal

Beneteau First 36.7

4301C

Deya

Gibsea 43

4117C

Anna Mae

Contest 41

3311T

Diatas Air

Dehler 36 db

HR198

Antonelly

Hallberg-Rassy 426

16269

Dignity

Laser 16

GBR4483L

Ardea of Down

Moody 38CC

GBR5860R

Dragonfly

Dehler 32

5151C

Argento

Jeanneau Sunshine 38

2502C

Dream Catcher

Bavaria 40

3534C

Arran Comrades

Freedom Ketch

2178C

Eager Beaver

Sadler 32

GBR8411R

Artemis

Jeanneau Sunfast 37

SUI3

El Fie

Etchells 22

4071C

Atalaya

Nauticat 40

GBR4822R

El Gran Senor

J122E

2532C

Ataraxia

Dufour 40

4150C

Ellipsus

Hanse 415

1991C

Athene’s Owl

Ohlson 35

5128

Emell Sea

Solo

1823C

Aurora III

Sigma 35

GBR1696C

Encore

Sigma 33 OOD

AC1

Autumn Child

Atlantic Clipper

GBR8272

Enigma

Sigma 38 OOD

GBR9470

Banshee

Corby 33

2524C

Eureka 4

GBR4581L

Bascule

Hallberg-Rassy 342

Jeanneau Sun Odyssey 379

FRA 7

Baywatch

Sailart 19

GBR9900T

Evolene

Nauticat 42

GBR2068R

Blue Jay

J109

K9963

First by Farr

Beneteau First 45F5

GBR1227

Bounce Back

Etchells 22

R37

Fornautic

Hallberg-Rassy 37

GBR34R

Boxcar

X4.0

GBR9404T

Fraoch

Dehler 34

GBR2642R

Bramble

Rustler 42

K3379

Gambling

Gambling

GBR6762T

Byzanze

Beneteau Oceanis 311

GBR4426L

Gem of Clyde

Jeanneau 44DS

IRL1649

Caesium

Beneteau First 31.7

795C

Glenafton

Bon Ketch

GBR2571C

Calloo

Moody S31

GBR4770R

Golden Fox

Beneteau First 47.7

9199C

Calm Down

Hunter Horizon 232

GBR6969L

Grand Slam

Grand Soleil 37

GBR1307L

Candubhlah

Elan 37

K316C

Green Hackle

Sloop

421C

Caribou

Moody 42

3900C

Greenheart

Dawn 39

GBR1806Y

Cavatine

Nicholson 32

R112

Grey Nomad

Rustler 36

GBR6917T

Celtic Spirit

X-332

432

Grouse

International Sonar

5759

Ceol na Mare

Solo

GBR9788R

Haggis Time

Sigma 8M

GBR9156T

Chorus

Feeling 1350

GBR5759T

Harrier

Bowman Classic Sadler 34

GBR653R

Cider with Rosie

Arcona 430

2454C

Hecate

Voyager 40

GBR2557C

Cilaos

Moody S31

3336C

Honeybee

Moody 336

2241C

Clann

Moody 31

3034C

Hurricane Jack

Dufour 34

1932C

Clar Innis

Westerly Oceanranger

2425C

Hyskeir

Moody 425

2508C

Clockwork

Beneteau First 40

GBR2661L

Impulsive

Beneteau Oceanis 34

8858C

Close Encounters

Sigma 33 OOD

5

Islander II

Hunter Channel 31

129C

Coigach

McGruer Yawl

CR1936

Isobel

Westerly Centaur 26

2208C

Coire Uisge

Warrior 40

GBR8336T

Issy of Etive

Hallberg-Rassy 94

2114Y

Contender

Rival 32

5301C

Jigsaw

Oyster 53

2914C

Cool Bandit 2

Moody 336

GBR8543R

Jings

J109

4550C

Cracker

Elan 45

GBR7818R

Jonathan Star

Starflash

Clyde Cruising Club Annual 2023

| 117

Members’ yachts by boat name Sail number

Boat name

Boat design

Sail number

Boat name

Boat design

GBR2488C

Just Nimbus

Jeanneau Sun Odyssey 35

642

Oldest Smoker in Town

Blaze

2104C

Kaparda

Oyster 42

K3266

Opposition

S&S

4401C

Karelia of Clyde

Nauticat 44

5637

Osprey of Falmouth

Hallberg-Rassy

GBR2570C

Katya

Bavaria 42 Cruiser

4646C

Paloma

Contest 46

1050C

Kaya

Victoria 34

M114

Pamina af Wermoa

Monohull Cat A

312 C

Kelana

McGruer Sloop

E19507

Enterprise

3940C

Kelele

Hallberg-Rassy 39

Perpendicular Phenomenon

30C

Kerlo

Syersen

GBR8700R

Phoenix

Quarter Tonner

GBR1540

La Mouette

Arpege

4408C

Pinnochio

Dufour 44

4343

Lady of Neath

Sigma 362

2707C

Polka

Moody 36

1937Y

Lanai

Nicholson 32

GBR3771

Prodigal

GK34

2306Y

Lass O’Ballochmyle

Hustler 35

GBR4232L

Ptarmigan

Arcona 400

4040C

Lemerac

Moody 38

GBR9927T

Puffinn

Finngulf 33

NED537

Lemminkainen

Baltic 39

GBR8026T

Quaich II

Dehler 41 CR

4434

Leumadair IV

Elan 434

7032

Racehorse

Hunter 707

6333C

Liaison

Elan 333

GBR5097L

Radical Rascal

Jeanneau So409

GBR4380

Lingo

J29

4856

Raspberry Pop

Solo

E12

Lioncel

Ditchfield Ensign Design

3231

Reckless

Flying 15 Classic (12700)

GBR1234N

Local Hero

Jeanneau 57

4300C

Reindeer

Swan 43

616C

Loch she

She 31C Sparkman and Stephens

105

Rockhopper

Seabird

GBR9115 T

Luna

Southerly 35RS

GBR3780L

Rory Mor

Jeanneau Sun Odyssey 409

HR87

Lydia

Hallberg-Rassy 31

GBR6891T

Rovicus of Rhu

Westerly Ocean 33

1302C

Lyrebird

MAXI 1000

K2203

Sagan

Nicholson 32

GBR5301T

Madog

X-332

3361C

Salamander XXII

Moody 336

GBR743R

Magix

X43

GBR1508R

Salamander XXIII

J109

3350C

Magnum

MG335

GBR9292C

Samurai J

J92

GBR424T

Magnum

SJ35

GBR7999N

Sapphire

Beneteau First 40.7

105C

Malindi Of Lorne

McGruer Lorne Class

GBR8314N

Saraband

Hunter Sonata

GBR9884T

Marisca

Contessa 32

GBR40T

Sarabanda

Avance 36

60886

Maverick

Hanse 505

GBR4282

Savage

Hustler 36

GBR9333C

Maximoose Too

Maxi 1300

4049C

Sea Reiver

Elan 40

151062

Mellow Yellow

Laser 1

8844C

Sea-Quin

Fantasi 44PH

SWE557

Merliz

Dufour 40

255

Seascape of Down

Westerly Conway

4050C

Micky Finn IV

Dufour 40

K2346

Seewolf II

Moody 44

C2442

Misha

Bavaria 38 H

131C

Seillean

Honeybee

7411C

Miss T

Beneteau Oceanis 411 Clipper

1142C

Seol na Mara

Fastnet 34

GBR5030C

More Misjif

Jeanneau Sunfast 37

GBR7263T

Seol-Mara

Rustler 36

7

Nightsong

Saare 41cc

5221

Seonaidh

Solo

GBR5282T

Nimrod

Dehler 34

2595C

Seriema

Halmatic 30

GBR9887T

No Worries

J109

4790

Shagigigololeone

Solo

GBR272

Nona

Sonar

2242C

Shenavall

Finngulf 41

GBR4640T

Northern Whistler II

Hinckley 42

2189C

Shevaig

Westerly Seahawk

M35 011

Shibumi

Mystery 35

118 | Clyde Cruising Club Annual 2023

Members’ yachts by boat name Sail number

Boat name

Boat design

Sail number

Boat name

Boat design

5645

Shine

Optimist

4505C

Toucan V

XC45

GBR1401

Sigmagic

Sigma 400

6708

Trininga

Atlantic 40 Ketch

GBR4270

Sigmatic

Sigma 33 OOD

2541C

Tulla Mhor

Arcona 430

2233C

Silver Lynx

Colvic Countess 33

Co193

Twedlightly

Contessa 26

1954C

Silverwind

Moody Carbineer

19

Twiglett

Cornish Cutter 22

GBR106

Single Fish

Beneteau Oceanis 36

4044C

Ultimate

Moody Carbineer

GBR7589T

Sirius of Carron

Starlight 35 MKII

622

Up in Smoke

Blaze

2444C

Sirona

Hallberg-Rassy

5110C

Ursa Major

Southerly 110

4664C

Skerryvore of Findhorn

Beneteau Sense 46

GBR5595C

Vaila II of Ashton

Sun Legende

5115R

Skye Blue

Skye 51

GBR2496

Valhalla of Ashton

Swan 36

GBR9740R

Sloop John T

Swan 40 (96)

GBR1405R

Vamp II

Elan 37

GBR4641

Smile

Swan 41

3368C

Wavelength

Seamaster 815

1711C

Snap

Snapper 25

45189

Wee Aussie

Topper

9025T

Snow Bear

Hallberg-Rassy 40

R141

Wee Birlinn

Ness Yawl

1895C

Snowbird of Rhu

Bowman 40

9856Y

Westbound Adventurer

Sigma 33C

GBR7737T

Solus

Jeanneau Sun Odyssey 36.2

4621

Whimbrell

Wayfarer

2616C

White Ketos

Contessa 32

1245K

Wild Swan

Swan 441

16C

Wind of Lorne II

Saltram 36

GBR2879L

Windhover

Arcona 430

4119C

Wot Not

Beneteau Oceanis 411 Celebration

5062C

Sorr of Appin

Westerly Storm

5875C

Spindrift

X-382

IRL1335

Spirit of Jacana

J133

GBR8869T

Spirit of May

Dufour 40

9753

St Bridget

Maxi 1000

3406C

Starsweeper

Moody 346

CAY4000

Wounded Rhino

4000

IR543

State O’Chassis

Nicholson 345

116

XLR8

First 47.7

K4599

Stellaria

Sigma 33 OOD

7CR K2

Zaleda

7 metre CR

4766

Still Thinking

Solo

8411C

Zara

Nauticat 385

1605C

Strarlight of Appin

Westerly Merlin

86

Zemfira

Moody 30

R10

Stroma

Regina 35

4701C

Zubenubi

Starlight 39

GBR4754T

Sunrise

Sigma 400

69

RS Feva

GBR9200

Sylvester

X-412

221

Laser Vortex

GBR5115C

Synergie

Dufour 40

969

RS Feva

GBR61L

Taeping

Clipper 60

1227

Laser Vago

1355C

Talisker

Moody 40

4279

Solo

GBR7739T

Tallulah

Beneteau Oceanis 411

4929

Solo

GBR1121L

Tangaroa

Pronavia 38

4963

Solo

HR57 9719

Tao 5

HR Cutter

4969

Solo

GBR3016L

Tara of Moyle

Fjord 33 MS

5034

Solo

2531C

Tarskavaig

Hanse 400

5128

Solo

4237C

Texa

Maxi 1300

5486

Solo

247

Tiffany Aching

Achilles 24

5948

Solo

793

Tippy

RS 700

8204

Wayfarer

GBR2900T

Topspot Too

Arcona 430

9087

Topper

290C

Torridon

Jeanneau Sun Odyssey 32i

10934

Enterprise

19068

Mirror Dinghy

Clyde Cruising Club Annual 2023

| 119

Members’ yachts by boat name Sail number

Boat name

Boat design

Sail number

Boat name

Boat design

25062

Topper

9334C

Lorca J

J44

48665

Topper

GBR9369R

Bateleur 97

BH36

69727

Mirror Dinghy

GBR9392T

Still Waters

Stuart 26

105264

Laser

GBR9404T

Fraoch

Dehler 34

172752

Laser

9511C

Tan Trum

X412

193219

Laser 1 (Standard Rig)

9602Y

Windthrift

She 36

207798

Laser

GBR9638T

Just Cos

Sun Odyssey 40.3

GBR6597T

Freycinet

Vancouver 38 Pilot

GBR9720T

El-Torro

Elan Impression 434

6601C

Spirit

First 35S5

GBR9740R

Sloop John ‘T’

Swan 40 (96)

6708

Trininga

Atlantic 40 Ketch

GBR9753R

St Bridget

Maxi 1000

GBR 6762T

Byzance

Oceanis 311

9757T

Talwyn

Rustler 36

GBR6790

Jus Do It 5

X55

GBR 9799C

Ruah

Sun Odyssey 469

IRL6891

Rovicus III

Westerly Ocean 33

9856Y

Sigma 33c

GBR6917T

Celtic Spirit

X-332

Westbound Adventurer

GBR6969L

Grand Slam

Grand Soleil 37

GBR9884T

Marisca

Contessa 32

GBR7263T

Seol-Mara

Rustler 36

GBR9891Y

Patriark

Sadler 34

7411C

Miss T

Oceanis 411 Clipper

9900C

Animula

Titan 36

GBR7478R

Requiem

Arcona 430

GBR9900T

Evolene

Nauticat 42

7610C

Sirius Of Lorne

Catalina 36

GBR9927T

Puffinn

Finngulf 33

7735T

Alpinista

Sunfast 37

K9963

First By Farr

First 45f5

GBR7737R

Aurora

Corby 37

16269

Dignity

Laser 16

GBR7737T

Solus

Sun Odyssey 36.2

GBR7739T

Tallulah

Oceanis 411

GBR7745R

Eala Of Rhu

Swan 45

GBR7818R

Jonathan Star

GBR7984T

19068

Mirror

19377

Lanai

Nicholson 32

E19507

Perpendicular Phenomenon

Enterprise

Starflash

M35 011

Shibumi

Mystery 35

Delta Blue

Elan 333

FRA37296

Triple Elf

Beneteau First 35

GBR8011N

Old School

Hunter Sonata OD

N373-75

Pelagia

Najad 373

8080C

Scanne

Fantasi 44

FRA43884

Puffin

Sailart 19

K8184Y

Dipper

Sunshine 38

172752

GBR8262

Juniper Groove

Dehler 34

GBR8272

Enigma

Sigma 38

GBR8314N

Saraband

Hunter Sonata

GBR8411R

Zara Of Doon

Sunfast 37

GBR8543R

Jings

J109

GBR8569T

Delinquent

Dehler 34

GBR8700R

Phoenix

Quarter Tonner

GBR8776Y

Revolver

Gibsea 92

8844C

Sea-Quin

Fantasi 44

8858C

Close Encounters

Sigma 33 Ood

GBR8869T

Spirit Of May

Dufour 40

GBR9044T

Polaris

Dehler 36

GBR9200

Sylvester

X 412

GBR9292C

Samurai J

J92

GBR9333C

Maximoose Too

Maxi 1300

120 | Clyde Cruising Club Annual 2023

Laser

Times of High Water Dover The tidal information for Dover is reproduced with the permission of the United Kingdom Hydrographic Office and the Controller of Her Majesty's Stationery Office. Crown copyright reserved.

THESE TIMES ARE UT (GMT), FOR BST ADD ONE HOUR BETWEEN 26 MARCH AND 29 OCTOBER 2023

DOVER Times of High Water (HW) for each day of the year.

TIME ZONE: UT (GMT) JAN HW Time

FEB

YEAR 2023 MAR

HW Time

HW Time

APR HW Time

MAY HW Time

JUN

JUL

HW Time

AUG

HW Time

HW Time

SEP

OCT

HW Time

HW Time

NOV

DEC

HW Time

HW Time

We 0753 We 0547 Sa 0823 Mo 0818 Th 0848 Sa 0857 Tu 1031 Fr 1149 Su 1206 We 0039 Fr 0103 1 Su 0615 1908 2036 1837 2041 2034 2102 2115 2255 ‒‒ ‒‒ 1258 1322 Mo 0724 Th 0906 Th 0717 Su 0918 Tu 0859 Fr 0928 Su 0947 We 1119 Sa 0014 Mo 0026 Th 0119 Sa 0144 2 2009 2134 2007 2127 2113 2143 2206 2344 1230 1244 1339 1404 Fr 1000 Fr 0855 Mo 0951 We 0934 Sa 1007 Mo 1036 Th 1205 Su 0053 Tu 0104 Fr 0202 Su 0228 3 Tu 0827 2103 2220 2116 2201 2147 2224 2257 ‒‒ 1311 1323 1424 1453

1 2 3

Sa 1041 Sa 0949 Tu 1018 Th 1007 Su 1048 Tu 1124 Fr 0030 Mo 0133 We 0143 Sa 0252 Mo 0316 4 We 0921 2150 2257 2201 2231 2220 2306 2347 1249 1352 1404 1520 1548 Su 1115 Su 1026 We 1046 Fr 1039 Mo 1131 We 1213 Sa 0116 Tu 0214 Th 0227 Su 0350 Tu 0411 5 Th 1009 2232 2330 2236 2259 2254 2351 ‒‒ 1334 1434 1449 1625 1651 Mo 1145 Mo 1054 Th 1114 Sa 1112 Tu 1216 Th 0037 Su 0201 We 0259 Fr 0319 Mo 0457 We 0512 6 Fr 1051 2310 ‒‒ 2306 2328 2328 ‒‒ 1301 1420 1520 1545 1738 1757

4 5 6

Tu 0000 Tu 1120 Fr 1142 Su 1146 We 0038 Fr 0129 Mo 0247 Th 0351 Sa 0421 Tu 0611 Th 0617 7 Sa 1128 2347 1213 2334 2357 ‒‒ 1305 1351 1506 1615 1654 1902 1900 We 0029 We 1147 Sa 1210 Mo 0004 Th 0130 Sa 0223 Tu 0336 Fr 0454 Su 0535 We 0726 Fr 0716 8 Su 1202 ‒‒ 1240 ‒‒ ‒‒ 1223 1359 1443 1555 1723 1818 2009 1951 Th 0054 Th 0000 Su 0026 Tu 0043 Fr 0230 Su 0318 We 0430 Sa 0612 Mo 0705 Th 0821 Sa 0804 9 Mo 0020 1234 1305 1212 1240 1306 1457 1535 1650 1852 2015 2050 2034

7 8 9

Fr 0120 Fr 0026 Mo 0059 We 0128 Sa 0337 Mo 0415 Th 0534 Su 0746 Tu 0826 Fr 0900 Su 0846 10 Tu 0052 1304 1331 1237 1316 1355 1600 1631 1758 2044 2108 2122 2114 10 We 0120 Sa 0150 Sa 0053 Tu 0137 Th 0223 Su 0450 Tu 0516 Fr 0650 Mo 0901 We 0913 Sa 0933 Mo 0926 11 1331 1403 1304 1358 1457 1707 1732 1921 2139 2143 2153 2152 11 Th 0147 Su 0225 Su 0122 We 0222 Fr 0337 Mo 0605 We 0624 Sa 0811 Tu 0947 Th 0948 Su 1004 Tu 1006 12 1400 1442 1336 1449 1614 1819 1841 2049 2217 2210 2223 2230 12 Mo 0308 Mo 0157 Th 0322 Sa 0511 Tu 0713 Th 0732 Su 0917 We 1023 Fr 1018 Mo 1035 We 1046 13 Fr 0220 1435 1529 1415 1605 1739 1927 1953 2151 2247 2234 2254 2310 13 Sa 0300 Tu 0401 Tu 0239 Fr 0510 Su 0639 We 0812 Fr 0835 Mo 1006 Th 1054 Sa 1045 Tu 1108 Th 1129 14 1519 1630 1501 1802 1900 2027 2058 2235 2312 2300 2325 2353 14 Su 0348 We 0514 We 0331 Sa 0658 Mo 0750 Th 0904 Sa 0930 Tu 1045 Fr 1123 Su 1112 We 1142 Fr 1213 15 15 1614 1813 1603 1929 2006 2119 2155 2310 2337 2326 ‒‒ ‒‒ Th 0703 Th 0451 Su 0814 Tu 0847 Fr 0950 Su 1017 We 1120 Sa 1149 Mo 1139 Th 0000 Sa 0038 16 Mo 0449 1726 1954 1809 2035 2059 2208 2242 2340 ‒‒ 2351 1218 1300 16 Tu 0605 Fr 0825 Fr 0704 Mo 0913 We 0934 Sa 1032 Mo 1059 Th 1152 Su 0001 Tu 1206 Fr 0039 Su 0127 17 1854 2101 1946 2128 2146 2252 2322 ‒‒ 1213 ‒‒ 1259 1353 17 Sa 0930 Sa 0825 Tu 1001 Th 1016 Su 1112 Tu 1137 Fr 0008 Mo 0023 We 0018 Sa 0124 Mo 0221 18 We 0722 2004 2158 2053 2213 2229 2333 2358 1221 1237 1235 1349 1453 18 Su 1026 Su 0928 We 1042 Fr 1054 Mo 1151 We 1213 Sa 0035 Tu 0046 Th 0050 Su 0220 Tu 0320 19 Th 0827 2104 2247 2148 2254 2310 ‒‒ ‒‒ 1248 1303 1310 1454 1601 19 Fr 0927 Mo 1115 Mo 1020 Th 1119 Sa 1130 Tu 0011 Th 0031 Su 0058 We 0114 Fr 0129 Mo 0332 We 0424 20 2200 2332 2234 2332 2348 1229 1247 1311 1333 1351 1628 1715 20 Tu 1158 Tu 1104 Fr 1154 Su 1208 We 0048 Fr 0103 Mo 0120 Th 0149 Sa 0216 Tu 0458 Th 0534 21 Sa 1023 2251 ‒‒ 2316 ‒‒ ‒‒ 1306 1318 1336 1411 1445 1758 1828 21 We 0013 We 1142 Sa 0009 Mo 0026 Th 0124 Sa 0132 Tu 0146 Fr 0232 Su 0322 We 0620 Fr 0645 22 Su 1115 2339 1238 2355 1228 1245 1343 1346 1407 1459 1626 1910 1933 22 Th 0054 Th 1218 Su 0046 Tu 0102 Fr 0200 Su 0158 We 0220 Sa 0327 Mo 0526 Th 0727 Sa 0750 23 Mo 1204 ‒‒ 1317 ‒‒ 1304 1323 1419 1414 1444 1610 1823 2010 2030 23 Tu 0025 Fr 0134 Fr 0033 Mo 0121 We 0140 Sa 0238 Mo 0226 Th 0303 Su 0533 Tu 0654 Fr 0824 Su 0848 24 1250 1356 1253 1342 1403 1455 1446 1532 1833 1938 2100 2122 24 Sa 0214 Sa 0110 Tu 0158 Th 0221 Su 0319 Tu 0302 Fr 0357 Mo 0716 We 0800 Sa 0913 Mo 0940 25 We 0110 1337 1437 1329 1422 1446 1537 1528 1638 1953 2038 2145 2209 25 Th 0156 Su 0255 Su 0146 We 0239 Fr 0310 Mo 0409 We 0348 Sa 0531 Tu 0823 Th 0854 Su 0958 Tu 1028 26 1423 1521 1406 1509 1535 1628 1620 1832 2056 2128 2226 2252 26 Fr 0242 Mo 0340 Mo 0223 Th 0334 Sa 0408 Tu 0510 Th 0450 Su 0728 We 0917 Fr 0940 Mo 1041 We 1112 27 1511 1612 1447 1608 1632 1728 1728 1958 2148 2210 2305 2332 27 Tu 0435 Tu 0305 Fr 0441 Su 0512 We 0614 Fr 0619 Mo 0836 Th 1004 Sa 1023 Tu 1122 Th 1152 28 Sa 0329 28 1601 1717 1536 1717 1735 1831 1850 2104 2233 2249 2344 ‒‒ Su 0421 We 0359 Sa 0557 Mo 0618 Th 0714 Sa 0739 Tu 0932 Fr 1047 Su 1103 We 1202 Fr 0011 29 1659 1640 1832 1839 1930 2002 2200 2313 2325 ‒‒ 1230 29 Mo 0520 Th 0511 Su 0715 Tu 0717 Fr 0807 Su 0843 We 1021 Sa 1127 Mo 1142 Th 0022 Sa 0049 30 1806 1756 1943 1934 2024 2105 2249 2351 ‒‒ 1241 1307 30

31 Tu 0633 1923

Fr

0637 1924

We 0806

2020

Mo 0939

2202

Th

1106 2333

Tu

0002 1220

Su

0126 1344

31

1

Clyde Cruising Club Annual 2023

| 121

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 Bunessan Canna Cape Wrath Castlebay, Barra Coirebhreacain Corran Narrows Crinan Cuan Sound Dorus Mor Dunvegan Easdale East Loch Tarbert, Harris Falls of Lora, slack HW Fort William Gunna Sound Iona Sound Isle Ornsay Kyleakin Kyle Rhea Loch Aline Loch Boisdale Loch Eriboll Loch Gairloch Loch Laxford Loch Maddy Loch Scresort Loch Shieldaig (L. Torridon) Loch Skipport Loch Spelve Mallaig Oban Obb of Harris Peter Straits Plockton Poolewe Port Askaig Port Ellen Portree Raasay Narrows Rona Sound Sound of Barra Stornoway Strontian Tobermory Ullapool Vatersay Sound, West end

Plus or Minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus minus

122 | Clyde Cruising Club Annual 2023

Hrs. Mins 5 45 4 45 3 40 5 10 6 05 5 15 6 05 5 40 6 05 5 00 5 25 5 45 2 50 5 05 5 25 5 35 5 00 4 40 5 05 5 20 5 10 5 35 4 35 4 00 4 50 4 50 4 35 5 10 5 35 5 00 5 30 5 00 5 35 4 35 4 25 6 15 6 00 4 40 4 35 4 35 5 15 4 20 5 15 5 10 4 15 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 Arrochar Ardrishaig Ardrossan Ayr Campbeltown Rhu Narrows Garroch Head Girvan Gourock Greenock Holy Loch Inveraray Inverkip Kyles of Bute Narrows Lamlash Millport Mull of Galloway Otter Spit Portpatrick Renfrew Rothesay Sanda Island Scalasaig (Colonsay) Small Isles (Jura) Southend (Kintyre) Stranraer Tarbert (Loch Fyne) Tighnabruaich Troon

Plus or Minus plus plus plus plus plus plus plus plus plus plus plus plus plus plus plus plus plus plus plus plus plus plus plus plus plus plus plus plus plus

Hrs. Mins 1 10 1 10 1 00 0 50 0 45 1 15 0 55 0 45 1 15 1 15 1 05 1 25 1 10 0 55 0 50 1 05 0 15 1 15 0 35 1 35 1 00 0 35 5 42 4 00 0 45 0 55 1 20 1 20 0 50

Plus or Minus plus plus

Hrs. Mins 2 20 0 10

OTHER PORTS

Place Aberdeen Belfast Lough Clachnaharry (Caledonian Canal) Douglas (Isle of Man) Dundee Dun Laoghaire Fraserbourgh Granton Inverness Kipford (Kirkcudbright) Kirkwall Larne Leith Lerwick Scrabster Strangford Lough Stromness Whithorn Wick

plus plus plus plus plus plus plus plus minus plus plus minus minus plus minus plus plus

1 0 3 0 1 3 1 0 0 0 3 0 2 2 1 0 0

15 15 50 30 20 50 00 30 35 10 40 10 50 00 50 35 15

Times of High Water Greenock The tidal information for Dover is reproduced with the permission of the United Kingdom Hydrographic Office and the Controller of Her Majesty’s Stationery Office. Crown copyright reserved.

THESE TIMES ARE UT (GMT), FOR BST ADD ONE HOUR BETWEEN 26 MARCH AND 29 OCTOBER 2023

GREENOCK Times of High Water (HW) for each day of the year.

TIME ZONE: UT (GMT) JAN HW Time

FEB

YEAR 2023 MAR

HW Time

HW Time

APR HW Time

MAY HW Time

JUN

JUL

HW Time

AUG

HW Time

HW Time

SEP

OCT

HW Time

HW Time

NOV

DEC

HW Time

HW Time

We 0849 We 0626 Sa 0859 Mo 0915 Th 0953 Sa 1008 Tu 1151 Fr 0049 Su 0111 We 0211 Fr 0233 1 Su 0738 2002 2202 1916 2224 2218 2254 2301 ‒‒ 1321 1334 1415 1430 Mo 0843 Th 1011 Th 0735 Su 1012 Tu 1007 Fr 1041 Su 1103 We 0018 Sa 0133 Mo 0154 Th 0249 Sa 0313 2 2112 2304 2157 2304 2258 2334 2348 1245 1405 1410 1452 1508 Fr 1106 Fr 0946 Mo 1056 We 1046 Sa 1127 Mo 1157 Th 0104 Su 0216 Tu 0234 Fr 0329 Su 0356 3 Tu 0943 2215 2352 2253 2340 2336 ‒‒ ‒‒ 1337 1445 1445 1530 1548

1 2 3

Sa 1149 Sa 1047 Tu 1132 Th 1122 Su 0012 Tu 0032 Fr 0149 Mo 0258 We 0312 Sa 0411 Mo 0445 4 We 1036 2309 ‒‒ 2335 ‒‒ ‒‒ 1214 1250 1427 1521 1521 1611 1633 Su 0032 Su 1130 We 0014 Fr 0011 Mo 0050 We 0116 Sa 0234 Tu 0338 Th 0350 Su 0501 Tu 0541 5 Th 1121 2357 1225 ‒‒ 1204 1159 1302 1344 1513 1557 1558 1658 1724 Mo 0108 Mo 0012 Th 0047 Sa 0043 Tu 0128 Th 0200 Su 0318 We 0417 Fr 0431 Mo 0609 We 0648 6 Fr 1201 ‒‒ 1258 1205 1234 1238 1350 1437 1556 1634 1639 1758 1824

4 5 6

Tu 0140 Tu 0046 Fr 0117 Su 0114 We 0209 Fr 0245 Mo 0402 Th 0458 Sa 0518 Tu 0804 Th 0758 7 Sa 0039 1236 1328 1237 1307 1320 1440 1529 1637 1714 1727 1920 1931 We 0211 We 0118 Sa 0144 Mo 0147 Th 0251 Sa 0332 Tu 0446 Fr 0545 Su 0625 We 0916 Fr 0900 8 Su 0116 1310 1359 1306 1343 1403 1531 1621 1716 1801 1830 2049 2037 Mo 0150 Th 0241 Th 0148 Su 0212 Tu 0222 Fr 0337 Su 0421 We 0533 Sa 0650 Mo 0919 Th 1001 Sa 0952 9 1344 1432 1335 1421 1446 1626 1711 1758 1903 2025 2145 2134

7 8 9

Fr 0312 Fr 0215 Mo 0243 We 0300 Sa 0428 Mo 0514 Th 0626 Su 0942 Tu 1009 Fr 1040 Su 1038 10 Tu 0225 1417 1507 1408 1500 1531 1728 1801 1847 2115 2150 2228 2224 10 We 0301 Sa 0343 Sa 0242 Tu 0316 Th 0340 Su 0531 Tu 0612 Fr 0743 Mo 1037 We 1047 Sa 1117 Mo 1119 11 1453 1544 1444 1540 1622 1835 1852 1954 2226 2236 2305 2311 11 Th 0338 Su 0416 Su 0311 We 0352 Fr 0428 Mo 0649 We 0719 Sa 0942 Tu 1119 Th 1121 Su 1152 Tu 1157 12 1530 1622 1520 1624 1723 1945 1951 2139 2311 2313 2341 2357 12 Mo 0452 Mo 0342 Th 0434 Sa 0532 Tu 0806 Th 0834 Su 1048 We 1156 Fr 1155 Mo 1224 We 1233 13 Fr 0417 13 1609 1704 1558 1717 1849 2048 2058 2246 2349 2346 ‒‒ ‒‒ Sa 0457 Tu 0532 Tu 0416 Fr 0529 Su 0715 We 0912 Fr 0947 Mo 1137 Th 1229 Sa 1226 Tu 0019 Th 0043 14 1652 1754 1639 1832 2026 2145 2204 2333 ‒‒ ‒‒ 1255 1310 14 We 0625 We 0454 Sa 0720 Mo 0845 Th 1009 Sa 1049 Tu 1219 Fr 0020 Su 0016 We 0100 Fr 0130 15 Su 0540 1739 1900 1728 2050 2133 2235 2259 ‒‒ 1300 1255 1327 1349 15 Th 0806 Th 0545 Su 0917 Tu 0946 Fr 1101 Su 1142 We 0012 Sa 0049 Mo 0047 Th 0141 Sa 0216 16 Mo 0632 1836 2038 1833 2205 2224 2321 2345 1256 1328 1323 1401 1430 16 Tu 0740 Fr 0952 Fr 0717 Mo 1016 We 1037 Sa 1150 Mo 1229 Th 0045 Su 0117 Tu 0122 Fr 0224 Su 0304 17 1946 2215 2037 2256 2309 ‒‒ ‒‒ 1328 1355 1351 1439 1514 17 Sa 1055 Sa 0938 Tu 1105 Th 1124 Su 0001 Tu 0024 Fr 0114 Mo 0148 We 0200 Sa 0307 Mo 0354 18 We 0902 2105 2321 2219 2340 2350 1235 1309 1358 1422 1422 1519 1602 18 Su 1145 Su 1039 We 1150 Fr 1210 Mo 0038 We 0059 Sa 0143 Tu 0222 Th 0238 Su 0354 Tu 0448 19 Th 1011 2218 ‒‒ 2315 ‒‒ ‒‒ 1316 1345 1427 1451 1455 1605 1657 19 Mo 0015 Mo 1128 Th 0020 Sa 0027 Tu 0114 Th 0132 Su 0214 We 0258 Fr 0317 Mo 0449 We 0547 20 Fr 1107 2322 1231 ‒‒ 1234 1252 1355 1419 1456 1522 1532 1702 1801 20 Sa 1156 Tu 0105 Tu 0003 Fr 0057 Su 0102 We 0149 Fr 0204 Mo 0248 Th 0335 Sa 0359 Tu 0602 Th 0655 21 ‒‒ 1316 1213 1316 1332 1432 1453 1527 1557 1613 1821 1914 21 We 0151 We 0047 Sa 0132 Mo 0136 Th 0224 Sa 0238 Tu 0323 Fr 0414 Su 0448 We 0738 Fr 0805 22 Su 0019 1243 1400 1258 1356 1411 1511 1528 1559 1635 1706 1954 2028 22 Th 0232 Th 0127 Su 0204 Tu 0210 Fr 0259 Su 0313 We 0400 Sa 0500 Mo 0558 Th 0855 Sa 0911 23 Mo 0113 1329 1443 1340 1433 1448 1553 1605 1634 1725 1829 2106 2135 23 Tu 0204 Fr 0310 Fr 0204 Mo 0238 We 0246 Sa 0336 Mo 0350 Th 0439 Su 0604 Tu 0800 Fr 0951 Su 1008 24 1414 1524 1421 1510 1528 1638 1642 1714 1842 2028 2203 2235 24 Sa 0345 Sa 0237 Tu 0312 Th 0322 Su 0417 Tu 0429 Fr 0526 Mo 0753 We 0931 Sa 1038 Mo 1058 25 We 0252 1459 1603 1459 1548 1611 1725 1722 1804 2050 2139 2254 2329 25 Th 0337 Su 0420 Su 0310 We 0348 Fr 0400 Mo 0503 We 0514 Sa 0631 Tu 0946 Th 1023 Su 1121 Tu 1142 26 26 1544 1642 1536 1630 1701 1815 1807 1920 2205 2231 2342 ‒‒ Fr 0419 Mo 0456 Mo 0344 Th 0427 Sa 0445 Tu 0556 Th 0607 Su 0802 We 1045 Fr 1108 Mo 1201 We 0018 27 1629 1723 1613 1719 1800 1910 1902 2106 2256 2318 ‒‒ 1222 27 Tu 0537 Tu 0419 Fr 0514 Su 0539 We 0657 Fr 0714 Mo 0941 Th 1132 Sa 1149 Tu 0028 Th 0104 28 Sa 0500 1715 1811 1653 1823 1908 2010 2014 2222 2343 ‒‒ 1238 1300 28 Su 0542 We 0459 Sa 0616 Mo 0645 Th 0803 Sa 0831 Tu 1051 Fr 1215 Su 0004 We 0112 Fr 0145 29 1803 1739 2011 2019 2113 2133 2316 ‒‒ 1227 1315 1337 29 Mo 0628 Th 0547 Su 0743 Tu 0757 Fr 0908 Su 0946 We 1146 Sa 0027 Mo 0048 Th 0153 Sa 0223 30 1901 1842 2131 2119 2210 2238 ‒‒ 1256 1304 1352 1413 30

31 Tu 0725 2022

Fr

0650 2131

We 0901

2209

Mo 1052

2331

Th

0003 1235

Tu

0130 1339

Su

0300 1450

31

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| 123

Times of High Water Oban The tidal information for Dover is reproduced with the permission of the United Kingdom Hydrographic Office and the Controller of Her Majesty’s Stationery Office. Crown copyright reserved.

THESE TIMES ARE UT (GMT), FOR BST ADD ONE HOUR BETWEEN 26 MARCH AND 29 OCTOBER 2023

OBAN Times of High Water (HW) for each day of the year.

TIME ZONE: UT (GMT) JAN HW Time

FEB

YEAR 2023 MAR

HW Time

HW Time

APR HW Time

MAY HW Time

JUN

JUL

HW Time

AUG

HW Time

HW Time

SEP

OCT

HW Time

HW Time

NOV

DEC

HW Time

HW Time

We 0232 We 1437 Sa 0319 Mo 0306 Th 0330 Sa 0342 Tu 0519 Fr 0626 Su 0632 We 0712 Fr 0734 1 Su 0101 1358 1554 ‒‒ 1553 1538 1602 1615 1743 1848 1856 1936 1959 Mo 0210 Th 0335 Th 0214 Su 0350 Tu 0341 Fr 0410 Su 0432 We 0603 Sa 0701 Mo 0705 Th 0747 Sa 0814 2 1458 1631 1556 1619 1609 1637 1700 1825 1925 1930 2012 2040 Fr 0421 Fr 0345 Mo 0420 We 0415 Sa 0449 Mo 0519 Th 0644 Su 0735 Tu 0737 Fr 0825 Su 0858 3 Tu 0303 1545 1701 1628 1646 1641 1712 1745 1908 2002 2003 2053 2129

1 2 3

Sa 0501 Sa 0415 Tu 0452 Th 0448 Su 0528 Tu 0605 Fr 0724 Mo 0809 We 0810 Sa 0911 Mo 0950 4 We 0347 1624 1732 1649 1717 1711 1750 1830 1949 2038 2038 2147 2233 Su 0538 Su 0448 We 0524 Fr 0520 Mo 0609 We 0650 Sa 0803 Tu 0843 Th 0845 Su 1018 Tu 1055 5 Th 0428 1700 1806 1716 1747 1739 1831 1916 2031 2115 2116 ‒‒ ‒‒ Mo 0614 Mo 0521 Th 0554 Sa 0551 Tu 0652 Th 0736 Su 0843 We 0920 Fr 0929 Mo 0053 We 0018 6 Fr 0507 1736 1840 1746 1813 1808 1916 2002 2113 2158 2212 1316 1223

4 5 6

Tu 0647 Tu 0554 Fr 0622 Su 0623 We 0737 Fr 0821 Mo 0923 Th 1004 Sa 1047 Tu 0205 Th 0141 7 Sa 0545 1813 1911 1818 1838 1842 2004 2050 2158 2302 ‒‒ 1423 1345 We 0718 We 0625 Sa 0648 Mo 0659 Th 0827 Sa 0909 Tu 1008 Fr 1146 Su 0149 We 0249 Fr 0230 8 Su 0623 1849 1939 1846 1904 1920 2057 2141 2250 ‒‒ 1439 1458 1436 Th 0745 Th 0653 Su 0716 Tu 0738 Fr 0922 Su 1001 We 1106 Sa 0213 Mo 0304 Th 0322 Sa 0310 9 Mo 0659 1925 1910 1935 2003 2157 2238 ‒‒ 1526 1530 1528 1518 2004

7 8 9

Fr 0812 Fr 0717 Mo 0749 We 0824 Sa 1028 Mo 1100 Th 0010 Su 0343 Tu 0340 Fr 0352 Su 0347 10 Tu 0734 1959 2030 1933 2011 2054 2312 2346 1242 1619 1542 1558 1557 10 We 0807 Sa 0840 Sa 0742 Tu 0827 Th 0920 Su 1155 Tu 1214 Fr 0206 Mo 0420 We 0403 Sa 0423 Mo 0423 11 2031 2102 2000 2054 2158 ‒‒ ‒‒ 1422 1614 1606 1630 1635 11 Th 0840 Su 0914 Su 0811 We 0913 Fr 1037 Mo 0038 We 0105 Sa 0344 Tu 0438 Th 0429 Su 0454 Tu 0459 12 2103 2140 2031 2151 2332 1320 1332 1547 1635 1634 1702 1712 12 Mo 0957 Mo 0844 Th 1023 Sa 1249 Tu 0150 Th 0220 Su 0432 We 0501 Fr 0458 Mo 0524 We 0536 13 Fr 0914 2140 2229 2109 2327 ‒‒ 1423 1439 1618 1705 1705 1732 1750 13 Sa 0954 Tu 1055 Tu 0925 Fr 1316 Su 0122 We 0249 Fr 0326 Mo 0458 Th 0530 Sa 0528 Tu 0553 Th 0614 14 2224 2344 2158 ‒‒ 1414 1512 1533 1652 1736 1735 1803 1829 14 Su 1044 We 1238 We 1023 Sa 0154 Mo 0228 Th 0338 Sa 0417 Tu 0525 Fr 0601 Su 0557 We 0624 Fr 0655 15 2322 ‒‒ 2319 1448 1508 1552 1617 1726 1807 1803 1836 1911 15 Th 0206 Th 1238 Su 0301 Tu 0320 Fr 0422 Su 0458 We 0556 Sa 0631 Mo 0622 Th 0659 Sa 0740 16 Mo 1150 ‒‒ 1457 ‒‒ 1541 1548 1630 1658 1801 1836 1829 1913 1956 16 Tu 0043 Fr 0333 Fr 0211 Mo 0349 We 0403 Sa 0501 Mo 0534 Th 0628 Su 0656 Tu 0647 Fr 0740 Su 0828 17 1323 1606 1507 1620 1621 1708 1737 1834 1901 1855 1955 2044 17 Sa 0427 Sa 0324 Tu 0431 Th 0442 Su 0538 Tu 0610 Fr 0700 Mo 0719 We 0715 Sa 0828 Mo 0923 18 We 0224 1452 1653 1603 1652 1654 1745 1815 1905 1925 1925 2044 2139 18 Su 0511 Su 0414 We 0508 Fr 0518 Mo 0615 We 0645 Sa 0729 Tu 0743 Th 0749 Su 0927 Tu 1026 19 Th 0332 1555 1733 1644 1723 1727 1823 1851 1933 1950 1959 2148 2244 19 Fr 0426 Mo 0552 Mo 0455 Th 0544 Sa 0554 Tu 0652 Th 0720 Su 0754 We 0812 Fr 0830 Mo 1048 We 1148 20 20 1647 1809 1719 1754 1802 1900 1925 1959 2020 2040 2322 ‒‒ Tu 0631 Tu 0533 Fr 0618 Su 0628 We 0730 Fr 0754 Mo 0819 Th 0848 Sa 0923 Tu 1251 Th 0007 21 Sa 0513 1733 1846 1750 1826 1836 1938 1959 2024 2055 2139 ‒‒ 1313 21 We 0710 We 0610 Sa 0651 Mo 0703 Th 0809 Sa 0826 Tu 0847 Fr 0933 Su 1052 We 0133 Fr 0135 22 Su 0558 1817 1921 1823 1858 1911 2016 2030 2053 2143 2344 1401 1421 22 Th 0747 Th 0645 Su 0723 Tu 0739 Fr 0848 Su 0856 We 0921 Sa 1048 Mo 1336 Th 0236 Sa 0239 23 Mo 0643 1859 1955 1855 1929 1947 2055 2101 2129 2325 ‒‒ 1454 1517 23 Tu 0726 Fr 0823 Fr 0719 Mo 0756 We 0817 Sa 0930 Mo 0929 Th 1006 Su 1401 Tu 0219 Fr 0321 Su 0329 24 1940 2027 1926 2001 2026 2135 2135 2217 ‒‒ 1438 1539 1604 24 Sa 0858 Sa 0752 Tu 0831 Th 0901 Su 1016 Tu 1007 Fr 1113 Mo 0241 We 0314 Sa 0357 Mo 0411 25 We 0809 2020 2059 1955 2038 2110 2220 2215 2338 1505 1525 1619 1646 25 Th 0851 Su 0935 Su 0824 We 0911 Fr 0954 Mo 1111 We 1056 Sa 1358 Tu 0338 Th 0354 Su 0431 Tu 0451 26 2059 2133 2025 2121 2203 2313 2308 ‒‒ 1552 1606 1656 1724 26 Fr 0935 Mo 1018 Mo 0857 Th 1008 Sa 1113 Tu 1222 Th 1206 Su 0232 We 0420 Fr 0427 Mo 0506 We 0531 27 2140 2215 2059 2222 2311 ‒‒ ‒‒ 1518 1632 1643 1732 1801 27 Tu 1126 Tu 0935 Fr 1312 Su 1305 We 0019 Fr 0024 Mo 0347 Th 0455 Sa 0458 Tu 0542 Th 0610 28 Sa 1022 2224 2331 2139 ‒‒ ‒‒ 1337 1357 1609 1709 1718 1807 1837 28 Su 1121 We 1030 Sa 0033 Mo 0041 Th 0137 Sa 0217 Tu 0435 Fr 0527 Su 0530 We 0619 Fr 0648 29 2325 2240 1422 1404 1437 1516 1652 1745 1753 1844 1913 29 Mo 1256 Th 1406 Su 0224 Tu 0156 Fr 0245 Su 0335 We 0514 Sa 0559 Mo 0604 Th 0656 Sa 0725 30 ‒‒ ‒‒ 1505 1448 1528 1611 1731 1821 1828 1920 1950 30

31 Tu 0104 1441

Fr

0157 1518

We 0247

1526

Mo 0432

1659

1

124 | Clyde Cruising Club Annual 2023

Th

0550 1810

Tu

0638 1902

Su

0802 2027

31

HM Coastguard 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

01:10 – B

04:10 – B

07:10 – A

10:10 – B

13:10 – B

16:10 – B

19:10 – A

22:10 – B

Aberdeen & Forth

01:30 – B

04:30 – B

07:30 – A

10:30 – B

13:30 – B

16:30 – B

19:30 – A

22:30 – B

Belfast

02:10 – B

05:10 – B

08:10 – A

11:10 – B

14:10 – B

17:10 – B

20:10 – A

23:10 – B

Stornoway

01:10 – B

04:10 – B

07:10 – A

10:10 – B

13:10 – B

16:10 – B

19:10 – A

22:10 – B

Use the spaces below to record your own information

Coastguard

MMSI Number

Belfast

002320021

Stornoway

002320024

Shetland

002320001

Aberdeen

002320004

Yacht Name

SHETLAND

Yacht Name

MMSI Number

ABERDEEN & FORTH

Aerials & Frequencies

Saxaford, Fitful Head – 62, Lerwick 63, Collafirth Wideford – 64

MF

Collafirth – 2226 kHz

Inshore Forecast /WZ

Shetland and Cape Wrath to Rattray Head

Shipping / GW

Areas Faeroes, Fair Isle, Viking, Cromarty

Additional

MMSI Number

3 Day Fisherman’s Forecast (October – March)

Durness, Windy Head, Inverbervie, Craigkelly – 62, Noss Head, Aerials & Frequencies Fifeness – 63, Rosemarkie, Gregness, St Abbs – 64 MF

Gregness – 2226 kHz

Inshore Forecast / WZ

Cape Wrath to Rattray Head and Rattray Head to Berwick

Shipping / GW Areas Additional

Fair Isle, Cromarty, Forth, Forties, Tyne 3 Day Fisherman’s Forecast (October – March) – SUBFACTS & GUNFACTS as required

Clyde Cruising Club Annual 2023

| 125

COG Belfast Information

MMSI 002320021 Telephone: 02891 463933 Maritime weather information times and content. (local times) VHF MF

02:10 08:10

05:10 20:10

08:10

11:10

14:10

17:10

20:10

23:10

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 Black Mountain Limavady Orlock Head Slieve Martin West Torr Greenock Law Hill Kilchiaran Ru Stafnish South Knapdale Navaar Tiree

POSITION 54-35N 006-01W 55-06N 006-53W 54-41N 005-35W 54-06N 006-10W 55-12N 006-06W 55-55N 004-48W 55-42N 004-51W 55-46N 006-27W 55-22N 005-32W 55-55N 005-28W 54-28N 007-54W 56-30N 006-52W

MSI CH 63 10 62 64 64 62 64 62 10 63 64 MF 1883 Khz

AIS

Notes

YES YES

Belfast Lough

Clyde area YES YES Mull of Kintyre YES Lough Erne 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 MF

01:10 07:10

04:10 19:10

07:10

10:10

13:10

17:10

19:10

22:10

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 AIS Notes MSI CH Arisaig 56-55N 005-50W 64 Barra 57-01N 007-30W 10 Butt of Lewis 58-28N 006-14W 10 YES Clettraval 57-37N 007-27W 63 Forsnaval 58-13N 007-00W 62 YES Melvaig 57-51N 005-47W 64 YES Portnaguran 58-15N 006-10W 63 Rodel 57-45N 006-57W 62 YES Skriag 57-23N 006-14W 10 Torosay 56-27N 005-44W 10 Tiree 56-30N 006-52W 63 YES Glengorm 56-38N 006-08W 62 YES Drumfearn 57-10N 005-51W 63 MF only Butt of Lewis 58-28N 006-14W MF 1743 Khz Operational area. North of Jura (55 08N) to Cape Wrath.

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BBC Radio 4 weather bulletins and notes on medical assistance

BBC Radio 4 weather bulletins

Requests for medical assistance

Radio 4 now broadcasts weather bulletins on WEEKDAYS as follows: 00:48 LW only, 05:20 LW only, 12:01 LW only and 17:54 LW only On WEEKENDS Radio 4 broadcasts weather bulletins on LW and FM as follows 00:48 LW and FM, 05:20 LW and FM, 12:01 LW only, and 17:54 LW and FM Throughout the week the 00:48 and 05:20 broadcasts contain Gale Warnings, the Shipping Forecast, weather reports from coastal stations and the Inshore Waters Forecast. The 12:01 and 17:54 broadcasts contain only Gale Warnings and the Shipping Forecast.

The master or skipper of a vessel requesting medical assistance or evacuation for an injured or sick person must seek Radio Medical Advice before HM Coastguard arranges any rescue. While the call is being placed, the Coastguard will seek to obtain some additional information and may put rescue resources on standby. In exceptional cases, the Coastguard may send a lifeboat or helicopter, but it is obliged to arrange a Radio Medical Advice call for the vessel in all cases.

Radio medical advice link calls (Medilink) If the Master or Skipper of any vessel requires medical advice, they should contact the Coastguard on VHF channel 16 (156.8 MHz), VHF or MF DSC, requesting “Radio Medical Advice”. In an urgent situation, you should broadcast an Individual Urgency alert using VHF or MF DSC followed by a call VHF channel 16 or MF 2182 kHz, and Using the Standard Marine Communication Phrase ‘PAN PAN’.

The Coastguard will give priority to requests for Radio Medical Advice. A doctor from a hospital participating in the radio medical advice service will be contacted by telephone and will be linked to the vessel through the Coastguard via an appropriate VHF channel or MF frequency. While the call is being placed, the coastguard will establish additional information with the vessel relating to position, a description of the vessel, and if appropriate, brief details of the casualty. VHF Channels 62, 63 and 64 permit duplex working and will normally be used for these medi-link calls.

Evacuation of a sick or injured person from a vessel Taking into account the symptoms and implications of the patient’s condition, the doctor will determine a course of action. This could be to treat on board, proceed to nearest or next port, or to evacuate. The doctor and the Coastguard will discuss the need and priority, as well as the options, before agreeing a course of action. Medical evacuation cannot be arranged on the advice of a physician outside the Radio Medical Advice service. Therefore, all requests for medical assistance must be arranged through this service.

Source: MSI leaflet of 17/6/2018 and MSI reduced service announcement as of 14/4/2022, as amended

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General Regulations of races Clyde Cruising Club is the Organising Authority

3.4 Entries should be made via the Club’s website but can be made using the entry form found later in the Yearbook; entry fees are detailed on both.

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

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

New adjustments to these regulations are indicated in red.

1.

2.

Rules 1.1 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.

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.

4.2 The Inshore Championship shall comprise the following 5 races and approximate distances (NM):

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 1

IRC ratings >= 1.000 and above and CYCA 0 < 12.00

Class 2

Class 2 IRC ratings <= 0.999, CYCA >= 12.00 and Two-handed yachts with no restrictions

Class 3

CYCA 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.

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

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Bute Race

35

Tobermory Race 1

25

Tobermory Race 2

38

Tarbert Race

27

Closing Muster

22

4.3 The Ailsa Craig Two-handed race will be approximately 57NM. 5.

Minimum equipment and crew limits 5.1 Yachts shall not carry anchors over the bow stemhead fitting. DP

5.2 Yachts shall comply wiht 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 and replaced by “The maximum number of crew that may sail aboard a yacht shall be as detailed below. There is no weight limit, crew number limit or restrictions on crew changes”.

5.5 Crew is limited to 2 persons on board if the Individual Sailing Instructions apply GR5.5.

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 the Ladies and Juniors, yachts with CYCA handicaps.

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

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.

General Regulations of races

7.

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.

9.

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.

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

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.

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 prestart 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.

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.

10.2 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, completed Declaration Forms as printed in this Yearbook shall be handed to the race officials after the race or the equivalent information 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 Cruising Secretary 11. Time limits 11.1 Any time limits and extensions will be set out in the individual Race Sailing Instructions.

12. Protests and rule infringements 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 breadh 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

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General Regulations of races

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.

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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 inshore and offshore 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

General Regulations of races 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;

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.

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.

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

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.

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Race course and marks

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

HUN 9

Red Can, 55°44.7´ N., 4°54.4´ W.

Ardlamont

Red Can 55°49.2´ N 05°11.8´ W

HUN 13

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

Ardmaleish

North Cardinal 55°53.1´ N 05°04.7´ W

HUN 14

Red Can 55° 42.3´ N 04 ° 56.0´ W.

Ardyne

Green Conical 55°52.1´ N 05°03.2´ W

NATO Buoy A 8

Large Yellow, 55° 57.90´ N., 04° 45.09´ W

Ascog Patches

Beacon 55° 49.7´ N 05° 00.3´ W

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

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 CPA Channel Buoy J

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

Green Conical 55°50.2´ N 04°54.2´ W

Rubha Bodach

Green Conical 55°55.4´ N 05°09.6´ W

Red Can 55°51.5´ N 04°54.7´ W

Sgat Mor

Lighthouse 55°50.9´ N 05°18.9´ W

HUN 1

Yellow Can 55° 48.11´ N 04 ° 54.20´ W

Toward Bank

Green Conical 55° 51.0´ N 04° 59.9´ W

HUN 3

Red Can 55°47.6´ N 04°53.5´ W

Toward Point Buoy

East Cardinal 54°51.43´ N 04°59.10´ W

HUN 5

Green Conical 55°45.9´ N 04°52.5´ W

Warden Bank Buoy

Green Conical 55° 55.77´ N 04° 54.55´ W

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Former Officers of the Club Commodores 1909 1910 – 1923 1923 – 1938 1938 – 1940 1940 – 1947 1947 – 1952 1952 – 1962 1962 – 1966 1966 – 1971 1971 – 1974

Chairman H.D. Matheson Sir T. C. Glen Coats, BT Sir Thomas Dunlop, CBE Alfred Mylne Col. C. L. Spencer Robert J. Dunlop John McKean William Strang Ian P. Young James Peters

Vice Commodores 1910 – 1922 1922 – 1938 1939 – 1940 1940 – 1947 1947 – 1951 1951 – 1952 1952 – 1957 1957 – 1962 1962 – 1965 1965 – 1966 1966 – 1969 1969 – 1973 1973 – 1975 1975 – 1976 1976 – 1977 1977 – 1978 1978 – 1979 1979 – 1980

Roderick Scott Alfred Mylne Col. C. L. Spencer Robert J. Dunlop Samuel F. Strang John McKean W. P. Findlay William Strang G. A. Peat Ian P. Young R. M. Dundas G. Victor Dare A. D. Findlay P. Houston D. S. Rombach W. W. McKean J. W. MiII J. W. Clow

Rear Commodores 1912 – 1920 1920 – 1922 1923 1924 1925 – 1938 1938 – 1939 1939 – 1940 1940 – 1947 1947 – 1950 1950 – 1951 1951 – 1952 1952 – 1955 1955 – 1957 1957 – 1961 1961 – 1963 1963 – 1965 1965 – 1968 1968 – 1969 1969 – 1970 1970 – 1973 1973 – 1975 1975 – 1976 1976 – 1977

Captain T. A. Ross A. S. Lawrence A. Stirrat W. M. Blair Col. C. L. Spencer C. K. Young Robert J. Dunlop Samuel F. Strang R. G. Mowat John McKean F. B. Stirrat William Strang Ian. P. Young G. A. Peat James Peters W. P. Watson John Duncan G. Victor Dare Dr Thomas Harvey A. D. Findlay P. Houston D. S. Rombach W. W. McKean

Honorary Secretaries 1910 1911 – 1917 1917 – 1919 1919 – 1920 1920 – 1938

John Matheson C. K. Young James S. Lawrence Charles E. Melville C. K. Young

Dinghy Section Captains 1933 1933 – 1935 1936 – 1937 1938 – 1948 1949 – 1954 1955 – 1964 1965 – 1970 1971 – 1975 1976 – 1977

C. K. Young W. Lyall S. M. Mckechnie J. McIntyre J. Harris W. Carey C. K. G. White J. G. Fleming J. C. Carmichael

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1974 – 1979 1979 – 1982 1983 – 1985 1985 – 1987 1988 – 1989 1990 – 1991 1992 – 1993 1994 – 1995 1996 – 1997 1998 – 1999

G. Victor Dare J. W. Mill W.W. McKean Alastair Macdonald John W. Clow Ronald L. Sharp Charles A. L. Simmie Hugh F. Morrison Mrs K Christie Alan A. Robertson

2000 – 2001 2002 – 2003 2004 – 2005 2006 – 2007 2008 – 2010 2011 – 2013 2014 – 2015 2016 – 2017 2018 – 2019 2020 – 2021

Nick Wright Peter L. Fairley Clive B Scott Jim McIlraith Howard J. Morrison John W R Watson Patrick M Trust Clive Reeves John C.J. Readman Alastair Torbet

1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 – 1997 1998 1999

H. F. Morrison A. D. Houston Alastair Macdonald Norman H. Judd N. J. Wright Ian M. W. Taggart T. Iain Robertson Ronald L. Sharp A. Boyd Tunnock Charles A. L. Simmie J. Baird William Carlaw Ian E. McNair Mrs K. Christie James W. F. McIlraith Alan A. Robertson Howard J. Morrison Clive B. Scott

2000 2001 2002 2003 2004 2005 2006 2007 2008 – 2009 2010 2011 – 2012 2013 2014 – 2015 2016 – 2017 2018 – 2019 2020 – 2021

John Kelly Peter L. Fairley Archie Black Bernie Curran Barrie Waugh Martin Nichol Scott Chalmers Ian Abernethy Ian Macdonald Jeremy Glen Patrick Trust Stephen T Bennie Clive Reeves John C.J. Readman Alastair Torbet Geoff Crowley

1977 – 1978 1977 – 1979 1978 – 1980 1979 – 1981 1981 – 1982 1982 – 1983 1983 – 1984 1984 – 1985 1985 – 1986 1986 – 1987 1987 – 1988 1988 – 1989 1989 – 1990 1990 – 1991 1991 – 1992 1992 – 1993 1993 – 1994 1994 – 1995 1995 1996 – 1997 1996 – 1998 1998 1998 – 1999

J. W. Mill J. W. Clow H. F. Morrison A. D. Houston Alastair Macdonald Norman H. Judd N. J. Wright Ian M. W. Taggart T. Iain Robertson Ronald L. Sharp A. Boyd Tunnock Charles A. Simmie J. Baird William Carlaw Ian E. McNair Mrs K. Christie James W. F. Mcllraith Alan A. Robertson Jonathan W. Anderson Howard J. Morrison Clive B. Scott Jim Kennedy John Kelly

1999 – 2000 2000 – 2001 2001 – 2002 2002 – 2003 2003 – 2004 2004 – 2005 2005 – 2006 2006 – 2007 2008 2007 – 2009 2009 – 2010 2009 – 2010 2010 – 2012 2010 – 2012 2013 2013 – 2014 2014 – 2015 2015 – 2016 2016 – 2018 2017 – 2018 2018 – 2019 2020 – 2021 2020 – 2021

Peter L. Fairley Archie Black Bernie Curran Barrie Waugh Martin Nichol Scott Chalmers Ian Abernethy Ian Macdonald Don Cameron Jeremy Glen Jamie Matheson Patrick Trust Stephen Bennie John C.J. Readman Clive Reeves Alan Cassels Dane Ralston Helen Kirk David Denholm Uel Torbet Geoff Crowley Glenn Porter Ian Macdonald

1938 – 1939 1939 – 1964 1964 – 1969 1970 – 1997 1998 – 2004

S. M. McKechnie J. C. Dobie Geoffrey C C Duncan A. G. Taggart Joe Baird

2005 – 2006 2007 – 2011 2012 – 2021

Gordon Paterson Bernie Curran Jennifer Rolland

1978 – 1979 1980 – 1982 1983 – 1987 1988 – 1990 1991 – 1993 1994 – 1996 1997 – 1999 2000 – 2002 2003 – 2005

D. D. Whyte D. M. Murray W. Weir I. M. W. Taggart J. G. Lindsay S. Byron M. K. Nichol A. S. Cassels Richard Davies

2006 – 2009 2010 – 2012 2013 – 2015 2016 – 2018 2019 – 2021 2021 – 22

D. D. Whyte Helen B Kirk Jim Graham Hugh McLean Jason McKenzie Hugh McLean/ Don McPherson

Honorary Members and Associated Clubs

Honorary Members Her Royal Highness The Princess Royal

Vladimir Ivankiv

Sandy and Christine Taggart

Helen Anderson

Harry and Malinda Keith

Sir Boyd Tunnock

Jonathan Bradbeer

Mike McIntyre

Anne Walker

Gordon Fortune

Bette Ritchie

Phil Walter

Stuart Fortune

Shirley Robertson

Nick and Marwyn Wright

Jim Harvie

Emma Sanderson

Douglas and Helen Wilson

Gerry Hughes

Eileen Taggart

Associated Clubs 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 Cruising Association Cruising Club of America Fairlie Yacht Club Great Lakes Cruising Club Howth Yacht Club Irish Cruising Club Little Ship Club Manchester Yacht Club National Yacht Club Ocean Cruising Club Royal Cork Yacht Club Royal Cruising Club Royal Findhorn Yacht Club Royal Forth Yacht Club Royal Gourock Yacht Club Royal Irish Yacht Club Royal Highland Yacht Club Royal Northumberland Yacht Club Royal Naval Sailing Association Royal Northern & Clyde Yacht Club Royal North of Ireland Yacht Club Royal Ocean Racing Club Royal St George Yacht Club Royal Scottish Motor Yacht Club Royal Ulster Yacht Club Royal Yacht Squadron Tarbert Yacht Club

Seacliffe Road, Bangor, BT20 5HT 1 Northey Street, Limehouse Basin, London, E14 8BT 230 Asbury Street, Hamilton, MA 01982, USA Fairlie, Ayrshire KA30 8SN 1587 Gloucester Road, London, Ontario N6G, Canada Harbour Road, Howth, Co Dublin, Ireland Coonlocken House, Ardbrack, Kinsale, Co Cork, Ireland The Naval Club, 38 Hill Street, London, W1X 8DP Massachusetts, USA Dun Laoghaire, Co Dublin, Ireland 10 Carlisle Road, Hampton, TW12 2UL Crosshaven, Co Cork, Ireland Flints, Langrish, Hampshire, GU32 1RQ Findhorn, Moray, IV36 Middle Pier, Granton Harbour, Edinburgh, EH5 1HF Ashton, Gourock, PA19 1DA Harbour Road, Dun Laoghaire, Co Dublin, Ireland Oban, Argyll South Harbour, Blyth, NE24 3PB HMS Neptune Sailing Centre, HMNB Clyde, Faslane, G84 8HL The Clubhouse, Rhu, Helensburgh, G84 8NG 7 Seafront Road, Co Down, BT18 0BB 20 St James’s Place, London, SW1A 1NN Dun Laoghaire, Co Dublin, Ireland 35 Brueacre Drive, Broom Park, Wemyss Bay, PA18 6HA 101 Clifton Road, Bangor, BT20 5HY The Castle, Cowes, P031 7QT Battery Point, Harbour Road, Tarbert, PA29 6UF

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Clyde Cruising Club Seamanship and Pilotage Trust

T

he 25 year lease of Bardowie Loch and clubhouse for use by the Dinghy Section has been successfully renewed for another 25 years. Our thanks are due to the Flag Officers and Ian Macdonald from Wright, Johnston & Mackenzie who conducted the signing of the documents at Bardowie on 1 June 2022 at a meeting of the Trustees together with Adam Mills, then Captain of the Dinghy Section.

The Trust, formed in 1984, owns Bardowie Loch and was instrumental in obtaining the National Lottery funding which enabled the new clubhouse to be opened in 2004.

Looking back further it was the generosity of many members in 1951 which allowed the loch to be purchased for the Club which in turn has allowed the Dinghy Section to be so successful in allowing many young sailors to get afloat and especially for those with limited abilities.

The enormous amount of work involved in obtaining the Sportscotland National Lottery grant to complete funding for the new clubhouse was finalised in December 2002 thanks to many members but especially Commodore Peter Fairley with Harry McDermid, Treasurer Alastair White, Ian Hales, Roger Woodford and Alan Cassels. The architect was Jimmy Houston and the builder Charlie Frize of Luddon Construction. Many other members contributed to the success of the project with major corporate donors William Grant & Sons Ltd, distillers, and Thomas Tunnock Ltd, bakers, of Uddingston. The Trust hopes to have the history of the development available for all to see at Bardowie when we have reviewed the documents charting the story over many years. Members have continued to be generous and the Challenger and the new Hansa dinghies have allowed many more to participate in sailing.

The Trust also welcomes applications from young sailors who need support to travel to events. Grants are also given to other organisations involved in sail training such as

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Ocean Youth Trust Scotland as we have a small fund for this and consider applications every year. You can email or write to the Trust via the club office with your request for funding giving some details of how you wish to use the funds.

We are grateful that Flag Officers and members had such foresight to found this charity in 1984 which has enabled so many young sailors to take to the water, benefitting the whole sailing community.

The Trustees for 2023 are Patrick Trust (Chairman), Sandra Smith, Alastair Torbet, James Graham, Diane Whyte and (ex officio) Geoffrey Crowley (CCC Commodore), Ralph MacLeod (CCC Treasurer) and Clive Reeves (CCC Honorary Secretary).

S&PT fundraising from the comfort of your home Clyde Cruising Club Seamanship & Pilotage Trust is now registered with two websites to raise a donation for the Trust through your online purchasing: Instead of going straight to your online store use this link for Amazon – SMILE AMAZON: https://smile.amazon.co.uk/ And for other retailers (including Amazon) – EASYFUNDRAISING: https://www.easyfundraising.org.uk/ panel/ Search for your retailer and click on the link.

Patrick Trust

COAST to COAST RIGGING Ltd

MOBILE RIGGING SERVICES, SERVING THE WHOLE OF SCOTLAND MAIN WORKSHOPS AT PORT EDGAR MARINA

ROLL SWAGING TALURIT SPLICING ROPE SPLICING DECK HARDWARE SERVICING Agent for most leading manufacturers

Kevan Gibb Mobile: 07939 062156 info@coasttocoastrigging.co.uk www. coasttocoastrigging.co.uk

Editors’ acknowledgements

W

e would like to thank the small team that works hard to produce this publication – apart from the editors, 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 endeavoured 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

138 | Clyde Cruising Club Annual 2023

Club merchandise The list of CCC merchandise is under review. Full details will be available later in 2023.

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

The Common Travel Area is a long standing arrangement between Ireland and the UK

Photo: Gary Hayes

It ensures that Irish and British citizens can live in and travel freely between the UK and Ireland.

Dun Laoghaire Marina

the gateway to Dublin’s fair city

Irish and British citizens continue to enjoy reciprocal rights and privileges on the same basis as citizens of the other state.

Dun Laoghaire Marina is a Five Gold Anchor rated marina and has everything you would expect from a high standard marina, and just a day sail away from the UK.

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T: +353(0)1 2020040 E: info@dlmarina.com www.dlmarina.com

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