Category: Australia

When we awoke in our little mud pond in the Snake River, I sat on deck and looked across the water at the settlement of Milikapiti. It seemed strange to be anchored so close to a shoreline aboriginal community, to be connected to their broadband mast and choked by their bush fires and yet not have any social interaction.

Firstly, we are not allowed on to aboriginal land without a pre-arranged permit. Secondly, the residents of the Arnhem Land coastline, even here on the island, do not seem to make any use of boats. Although their houses and cars line the beaches, they never seem to have any jetties, tinnies or even canoes. We have passed woven branch fishing traps within wading distance of the shore, but we’ve never once seen an aboriginal person out on the water.

The upshot of this is that we can’t visit them, and they can’t visit us. It does feel a bit strange.

And then, just as we were leaving, three enormous aluminium powerboats came flying down the river and were whisked up a ramp and out of sight. I thought that I would have to revise (or even delete) this blog entry as it looked like I was wrong.

I couldn’t really see who was in the boats, so I fired off a couple of dozen shots with the telephoto lens. Later that day I blew up the images and realised that the people in the boats were all white, possibly pearl fishermen. So my comments still stand.

Ahead of us were the infamous tidal flows of Darwin and its guardian Dundas and Clarence Straits, two or more days of irresistable rips and crucial tide timetables. For a clean run, one writer claimed that we needed to maintain an average speed of eight knots, which even allowing for a following current is a bit of an ask. Lugubrious cruising guides spoke of yachts that had mistimed it and anchored up, only to be sucked out of their safe bays by the marauding rip. On top of this, it’s the end of winter and we’re heading into the spring tides when the tides exceed nine metres and everything is just that little bit worse.

DUNDAS AND CLARENCE STRAITS (SCALE: 90 MILES)

Jimmy Cornell in his influential book ‘World Cruising Routes’ states quite bluntly that it should not be attempted, and recommends taking the longer route around Melville Island, even though this adds a hundred miles to the journey and ends with seventy miles of beating into wind to get to Darwin.

Even taking the northern route, cautious tidal planning is still necessary. We left Port Essington on a falling tide, hoping to get sucked out of the bay and at least half way across the entrance to the Dundas Strait before having to fight the easterly set. The plan began well, but inevitably we ended up in a hard slog against up to five knots of current. Luckily the trade winds were behind us and we could make a few knots of headway.

Evening fell as we fought free of the influence of the Strait, and then we had a hard nights sail across the top of Melville Island. The currents were increasingly difficult to predict and we zigzagged wildly. Even at the large scale of the chart above, you can see that our route was not exactly straight.

We sailed all night and most of the next day. We didn’t seen any other boats, but we did spot a bird floating along on the sea. You might not think that this was so strange, but the bird, apparently a black and white booby, was nonchalantly standing upright on the surface. As we got closer, we realised that it was standing on the back of a turtle that was nonchalantly swimming along. The pair were still together when they passed over the horizon.

By mid afternoon we were entering Snake Bay. We knew nothing at all about this area apart from the fact that it was a north-facing river entrance that should give us protection from the south-easterly trades, and that the aboriginal community there had a broadband mast. We’d been out of touch for well over a week, and quite apart from updating this blog, we needed to check on our university work and deal with some business.

Snake Bay is divided into easterly and a westerly channels, and judging by the patterns of the sand banks on the chart it looked as if the eastern side would have less current. By the time we got there, though, the wind had shifted to the NE and was blowing straight at us, building up an uncomfortable chop. Aware that the charts only had a zone of confidence of C (“depth anomalies may be expected”), we crept further upstream looking for shelter, but found none.

It was time for Plan B. I had previously noted that it seemed to be just possible to squeeze through a 30 metre gap in the shoals and access the main western channel, before tackling a 30 metre wide bar between two drying banks which would drop us into a 5 metre deep pool inside a large drying mud lake.

In a nifty and stylish piece of navigation (I can safely say this in retrospect, since we didn’t hit anything) we arrived at the centre of the 100 metre square pool and dropped anchor in millpond smooth waters.

APPLAUSE!

After catching up with the outside world and sipping a G&T or two, we collapsed into bed for our first sleep in 48 hours. The wind shifted in the night, and blew ash and smoke from the aboriginal fires through the cabin. I imagine that it kept the mosquitoes away.

The first barrier to our westward route was a group of three long island chains, all running parallel to each other SW to NE. The first set were the Bromby Islets sticking up ten miles from the top of mainland Arnhem Land. Then we had to cross a channel called the Malay Road and squeeze between a couple of the English Companys Islands, before finally crossing Donnington Sound and finding a route through the Wessel Islands.

The most obvious route (apart from the long way around over the top of the Wessels) was to sneak between the Brombys and Cape Wilberforce at the top of Arnhem Land, run the gap between Cotton and Wigram Islands, and then take the Gulgari Rip between Raragala and Guluwuru Islands.

WESTWARD

The only problem with this plan was that each crossing demanded a particular time of the tide. Get it wrong and we could, for instance, face a 12 knot opposing current through the Gulgari Rip.

After a little thought and some work with the guides and tide tables we realised that if we left Gove shortly after midnight, we could use the moonlight to get out of the harbour and be crossing the Brombys at slack tide just after dawn. Then we had just enough time to get across the Malay Road and through the English Companys before the tide started flooding, after which the sail across Donnington Sound would bring us to the Gulgari Rip at the top of the following tide.

One disadvantage of the plan was that the literature was quite vague about the exact time that the tide turns in each of the passes, but we thought that we had probably figured it close enough.

We arrived at the Brombys in the pre-dawn light. The channel was half a mile across and we crossed it without any problems.

THROUGH THE FIRST GAP

The gap between Cotton and Wigram was more of a dogleg and reputed to have a four-knot rip. Even though we must have been close to slack tide we still got sucked through, and had to do some fancy footwork to avoid an area of boiling rip at the western end, where the seabirds were having a breakfast feeding frenzy.

CLIFFS OF COTTON ISLAND

BREAKFAST AT THE RIP

It’s about fifteen miles across Donnington Sound to the Wessel Islands, so we took it in turns to sleep.

The Gulgari Rip between Raragala and Guluwuru Islands is also known as ‘The Hole in the Wall’ because it is so narrow and difficult to see. Decent winds saw us arriving half an hour early, and we were a little disappointed at first to see that from the our direction the gap was really obvious. We didn’t want to get too close without committing, but through the binoculars I could make out whitecaps which suggested that the eastward rip was still running towards us. We hove to and drifted in the sunshine for an hour while we ate lunch and waited for the time that we believed that the tide would turn.

At the appointed hour, which was slightly after high tide at faraway Gove, we reset the sails and discovered that the hole had disappeared. Even though I had memorised the surrounding cliff structure when we arrived, the gap was still completely invisible until we found precisely the right approach angle. Our first sight of it must have just been very lucky.

Hoping that we were now at the top of the tide, we sailed into the bay that funnelled us in to the gap, arriving at about half past Gove high tide. We knew that the gap was about 70 metres wide with 30 metres of that navigable, but that’s still only 3 boat lengths across and as we approached it at 5 knots it looked terrifyingly narrow.

APPROACHING THE GULGARI RIP

Once through the jaws, the surrounding cliffs shielded us from the winds and the sails went slack. We’d expected this and had the engine idling in preparation, but we didn’t need it because the boat started to accelerate as the Rip sucked us in.

After that, the ride got surreal. We glided with slack sails between picturesque stacks of rock on either side, with nothing to do beyond keeping the bow pointed at the far end. Here and there, people have smeared graffiti on the rocks to show that they have been through; the crew of HMAS Wollongong were particularly obvious. Tiny bays open out on either side, and it is rumoured that some of them are deep enough to shelter in if you find yourself halfway through and fighting too strong a rip. I can’t imagine trying to get into one of them with your boat already out of control.

JUST PASSING THROUGH

I shot some very bad video that shows some of these bays.

VIDEO: THE HOLE IN THE WALL (3MB. WON’T WIN AN OSCAR)

The Rip spat us out into the Arafura Sea, and we popped around the corner to a safe anchorage in Guruliya Bay to get some sleep. In the morning we had a long passage ahead of us.

There is a cluster of islands a few hours north of Cape York, out in the Torres Strait and on the way to Papua New Guinea. Although they are part of Australia, most of them have been placed off limits to visitors by the Torres Strait Islanders who live there. In the middle of the group, though, are two islands that we can get to.

Thursday Island is well known in the yachting community because it is a convenient place to stop and rest if you are following the trades from the Pacific to destinations westward. In some ways this is a bit odd, because TI (as it is known) offers few facilities to yachts, and the anchorage is poor holding in a vicious current.

We chose to anchor a mile away across the channel by Horn Island, which boasts a calm and comfortable anchorage and a regular ferry to TI.

After sleeping for most of the day, we ventured out onto Horn Island to look around. It comprises only a couple of streets and seems to exist mainly to service the local airstrip (TI itself is far too small to land planes on).

HORN ISLAND FERRY TERMINAL

We naturally gravitated to the only pub, the Wongai Hotel, for a cold beer. Before long we were chatting to Charlotte the barmaid, and then to Matt the off duty duty manager, and then before not too many more beers we seemed to know everybody in the pub.

As the night wore on we switched from beer to wine, then from wine to spirits. The pub closed, Bob the landlord invited us all back to his pool for skinny-dipping and more beers, and then there was an increasingly blurred round of house visits until finally we found ourselves back on Pindimara mixing cocktails as the party continued.

A great pub, a great night, and I really don’t know how I managed to wake up and ferry Matt and Lucy back to the dock in the tender in the morning. Certainly the crew of the ferry said later that it had been very funny to watch. I didn’t even see any darn ferry.

We were motoring out of Cairns with no wind and glassy seas. As evening fell it was clear that the situation was not going to improve, an opinion which was backed by the GRIB data that I downloaded which did, however, intimate that things might be better on the morrow.

Rather than burn fuel all night, we checked the chart for likely anchorages and settled on the Low Islets, which are really just a mangrove swamp sticking out of the sea. Naturally we arrived in full dark, to find a good sprinkling of yachts already there – including a large number of unlit tourist punts, which our Lucas cruising guide had warned us about – and found some swinging room at the back in about 12 metres of water on a sand and coral bottom.

Bronwyn magically produced a full roast lamb dinner with all the trimmings. I don’t know how she does that.

LOW ISLETS. PRETTY LOW, HUH?

LOW ISLETS LIGHTHOUSE AND RESORT

In the morning, there still wasn’t any wind, so we idled away the early morning on little chores, grumbling in a mild sort of way about a whole week of still days and dull motoring.

By ten o’clock the promised trade winds arrived as a gentle breeze. We cleared up below and prepared for sea. While hoisting the anchor, we noticed a very large fish taking an inordinate amount of interest in our hull, over a metre long and very powerfully built. Even when we started to motor out of the bay, it kept station with us, and we noticed a big propeller scar just behind the dorsal fin. Perhaps it was used to being fed by tourists.

And tourists there certainly were, in plentiful supply. As we left, they began to arrive in droves on large commercial sail boats of all descriptions, including an enormous cat ketch and a pseudo-oriental junk. All these people were decanted either onto the beach by the lighthouse, or into one of the many fishing punts and jet skis that littered the shore.

Already far from the madding crowd, gentle winds pushed us northward. To our left, the Great Dividing Range marched impressively along the shore line, cloud-shrouded thousand-metre peaks rejoicing in such names as Mount Sorrow, Mount Surprise, and Mount Unbelievable. Captain Cook had a bad time along here, hence also Cape Tribulation, Struck Island, Weary Bay, plus of course Endeavour Reef where he grounded and only got off with quite serious damage which had to be repaired ashore in what later became Cooktown.

MAYBE THERE’LL BE WIND TONIGHT?

We’ve stayed in Cairns before and found it be simply a tourist conduit for the Great Barrier Reef, so we only popped in to run some errands and to buy some fuel.

OBLIGATORY BEACH PHOTO

We also needed to do quite a bit of printing for our schoolwork, so rather than anchor in the ‘duck pond’ in the main river we booked a berth at Marlin Marina where we could access shore power. The marina was OK, but not particularly friendly and surprisingly – and annoyingly – lacked any kind of chandlery.

What did amaze us was the shorefront development that has sprung up since our last visit. We had previously found Cairns’ night life to be somewhat dull (always excepting the excellent Kanis seafood restaurant), but now the waterfront is ablaze with interesting pubs, restaurants and cafes and local people having a good time.

BRONWYN AT KANIS

We had a great time at the bar there and met a lot of interesting people, but our chores were done and there was no reason to stay so we cast off and motored back out of the river. Unbeknownst to us, the Alana Rose, which has been a week or two ahead of us all the way up the coast, had returned to Cairns to repair some electronics, so we must have passed within a hundred metres of them on our way out without noticing. That was a shame, because we’ve only ever spoken to Nancy and John via email and it would have been great to meet them in the flesh.

Out in the channel, we discovered that yes, there was still no wind at all. We really wanted to make some northing, so we resigned ourselves to a day of motoring in the stifling heat.

As well as a few whales, which surfaced to breathe but which otherwise didn’t show themselves, we came across another of those yellow swimming snakes, which decided after a while that it didn’t like the look of us and dived vertically downwards.

SWIMMING SNAKE, MILES FROM LAND

Rested and content after our sojourn on Hinchinbrook Island, it was time to put in some northerly miles. We were experiencing no wind at all, but we assumed that it was still blowing out to sea. A few hours later, we poked our nose out around the northernmost tip of the island and picked up a lovely nor’easter that had us flying along towards the next set of islands, the Family Group.

As dusk fell, we came abeam of the resort island of Dunk. We passed into its wind shadow, and never came out. The wind had died completely. I downloaded some GRIB files and found that the forecast was for no wind at all for the next few days. We considered anchoring at Dunk, but felt that we hadn’t really made any progress – Hinchinbrook was still in sight – so we decided to motor for a few more hours and anchor off the Barnard Group instead.

We arrived at the North Barnard Islands after dusk but before moonrise. It was very dark indeed. We slipped into our usual anchoring routine of one of us on deck steering with night-accustomed vision and the other down below watching the GPS and chart and calling up course adjustments. We knew from the chart that we were rounding Kent Island at a distance of a few tens of metres, but we could barely make it out as we slipped between it and an equally invisible breaking rock.

When we got into the reef between Kent and neighbouring Jessie Island, we found another yacht already there, thankfully with anchor lights correctly lit, but there was room enough for both of us.

A mild but continual beam swell made for a restless night, but the morning brought no wind so we took it easy. While standing on deck admiring the scenery, I spotted a derelict old dugout canoe floating towards us. I got out the binoculars (a bird-watching present from my parents when I was about ten; who’d have thought then that one day I’d be using them on a yacht in the Pacific?) to have a closer look, but there didn’t seem to be anybody aboard.

ABANDONED CANOE?

As I watched, the canoe vanished and then reappeared, and I suddenly realised that it wasn’t a boat at all but the tail flukes of a whale hanging head-down in the water. It was pretty shallow, so I can only assume that it was resting with its head on the bottom.

There was still no wind. I attempted to update the blog, but found that I only had one bar of signal. This was an excellent chance to test out the antenna that we’d bought in Townsville. We hadn’t been able to source either a mount or a patch cable to attach it to the modem, but I’d knocked something up using copper wire, aluminium foil, gaffer tape and string. It all worked perfectly, first time, with four bars of broadband. Not a bad upgrade for $100.

While washing up after a leisurely brunch, we felt a faint zephyr of a breeze and realised that there was a distant rain squall marching across the horizon. Guessing that we were on the edge of a small weather system, we quickly cleared the boat for sea and set up the sails for the anticipated sou’wester.

JESSIE ISLAND. NOT MUCH TO HIDE BEHIND

It did come, but it came slowly, drifting us along at only a couple of knots. For the rest of the day the squall stayed stubbornly on the horizon and refused to come closer, so that in order to make any headway we had to sail wing-on-wing in the light breeze. This entails keeping the main sail hovering on the edge of a gybe and flying the jib on the wrong side, which takes a bit of concentration when you don’t have a pole to stop the jib from collapsing. In the end we pulled in the foresail and let Harriet bimble us along at 3 knots on the main alone.

As evening drew in, even that little breeze dropped and we started the motor. We were a little low on fuel, and dislike motoring at night, so we decided to hide behind nearby Normandy Island, one of the Franklin Group. The last dying rays of dusk allowed us to spot a couple of other yachts and some other mysterious floating objects through the binoculars before we arrived in full dark, which was just as well because when we arrived they were largely unlit.

One yacht was showing an anchor light, but a large cat which really should have known better had only hung out a handful of dim little garden solar lanterns. There were also two vessels belonging to the Cruise Franklin company, one with a single solar lantern that ran down its batteries and went out as we watched, and the other completely dark and which we were lucky not to run down.

We had hoped to get some shelter from the SE swell, but in the event it parted around the island into two streams which hit us simultaneously at 90 degrees to each other, rolling and pitching at the same time. We made the best of it until 3 am when it all died down and we were able to get some proper sleep.

The next morning brought the lightest of winds again, and in the end we motor-sailed the last stretch into Cairns. Where are the famed continuous trade winds when you need them?

NORMANDY ISLAND ON A STILL DAY

According to the official charts, the bar at Hinchinbrook Island is too shallow for us to cross. However, there is an active three-mile long sugar loader with leading lights across the shoals to a jetty, showing that the channel is regularly used. In addition, we’d emailed Nancy and John on Alana Rose who had recently crossed the bar, and they told us that they’d had good depths at high tide.

BRONWYN AND THE SUGAR LOADER

We had no problems getting across. The leads and navigation buoys took us so close to the sugar loader and the old molasses jetty that it was possible to chat quietly to the fishermen as we glided past.

FISHING OFF THE MOLASSES JETTY

There was still very little wind, so we motor-sailed up the passage (or ‘did a Bob’ as we call it, in honour of another blogger who circumnavigated Australia in a Bavaria with, as far as we can tell, his engine running most of the time). Hinchinbrook Channel is about twenty miles long and allows you to squeeze between the mountains of Hinchinbrook Island to the east, and the coast-hugging Cardwell Range to the west. The Channel is lined with mangroves which provide a vivid bright green contrast to the darker green gums behind, while the stark rock of the mountains looms impressively in the background.

HINCHINBROOK MOUNTAIN FROM THE CHANNEL

After a very scenic day, we pulled off the main channel into Gayundah Creek, one of the many drainage creeks that cut down from the mountains and through the mangroves. The breathless quiet was broken only by the occasional call of a bird or splash of a fish in the shallows. In the background we could hear sporadic ‘clunk’ noises that sounded vaguely like a branch snapping, or somebody slapping the water. We guessed that they were either made by frogs or by air bubbling up from the swamp mud, although we never did get to the bottom of it.

MORNING MIST IN GAYUNDAH CREEK

The many secluded and winding tributary channels just cried out to be explored, so we unshipped the dinghy and spent a happy afternoon alternately motoring and paddling in the shallows.

CREEK, PADDLE

The creeks were teeming with life, from rays and bait fish in the water, to crabs and white herons on the mud, to scintillating kingfishers flashing through the air.

Paddling gently back home, we got a clear view of our stern. One way of spotting a proper cruising boat is to see how much junk is hanging off the back.

Do we qualify yet?

We rode a nice nor’easter out of Townsville and back past Magnetic Island, where the evening weather made a mockery of our plans for a night cruise and left us bobbing in a perfect millpond sea without a breath of a breeze. We went below and cooked dinner before submitting to the inevitable and starting the engine.

It was extraordinarily dark, but after a while a red moon rose and drowned out most of the stars, revealing the scattered islands of the Palm Group as we threaded our way between them.

Bronwyn had gone below for a nap, and in order to counteract the mind-numbing tedium of motoring, I had loaded some Spanish lessons onto the new ipod that we’d bought in Townsville. It was a pleasant way of passing the time, and nobody was around to hear me declaiming loudly about my requirement for an explanation of the precise route to Santiago railway station.

A little later, my lessons done, I searched through the music files that I had randomly downloaded from my computer onto the ipod, looking for something that would suit motoring by moonlight through a crowded island group in the middle of the night. After a few false starts, I rediscovered some old live Whitesnake recordings, and spent the next few hours cheerfully navigating to the strains of Micky Moody on guitar.

We were heading for the passage behind Hinchinbrook Island, and in order to cross the bar we needed to wait for both sunlight and the tide. There are a couple of islands to the north of the Palm Group that provide convenient anchorages, and we dropped our pick in a mirror-smooth bay behind Fantome Island.

We had a great night’s sleep. In fact, the weather was so still that we could probably have slept floating on the open sea. In the morning we woke easily to the alarm and began motoring the final few hours to the southern entrance to Hinchinbrook Passage.

The anti-swell kedge-anchor worked! We had a beautiful undisturbed nights sleep, while the other yachts in the bay were obviously rolling badly.

Strong winds were forecast for the next few days, but they looked like reliable trades and we thought that we could quickly run the hundred mile trip to Townsville in a night and a day. We set off optimistically in light morning breezes, expecting things to pick up later. The sou’easter stubbornly refused to materialise, and we spent a couple of hours drifting along marvelling at the orange bloom on the turquoise sea.

ORANGE TIDE

CLOSE UP AND PERSONAL

According to some news reports (thanks, Virginia) these particular blooms are caused by Trichodesium and Townsville is waiting in some trepidation for their arrival, as it seems that they wash up on the beaches and start to rot.

Eventually our speed tailed off to less than three knots, which is our usual sign to reluctantly start the motor. After this, we made good time until late afternoon, when the wind finally started to blow, and we hoisted the sails and were screaming along at 6-7 knots. Thinking idly about dinner, I unwrapped our brand new trolling line (replacing the old one that mysteriously snapped) and began to unwind it overboard to see if we could snare our second ever fish. The spoon had barely hit the water when the reel was nearly snatched out of my hand, and before very long we’d landed another mackerel.

By the time we’d filleted, cooked and eaten it (yum) the wind had died again and we were becalmed. The promised gale was clearly somewhere else entirely, and we didn’t have enough fuel left to motor all the way to Townsville, so rather than bob around in the dark we dropped the anchor in four metres of water in Shark Bay, under the lee of Cape Upstart.

With seven times rode out and an anchor alarm, we settled down to some schoolwork before being distracted by some loud splashing outside. Shoals of Long Toms were leaping out of the water around the boat, and we found that we could trigger mass flights by shining the spotlight onto them.

Tired out from all this excitement, and hoping for wind on the morrow, we went to bed and drifted off to sleep.

We bade a leisurely goodbye to Mackay Outer Harbour, and ran gently up the coast before a light breeze. It was a beautiful day and a relaxing cruise in a turquoise millpond sea.

At one point we saw a big old turtle, drifting backwards in the current, his shell completely invisible under a waving portable reef. Bronwyn saw another snake. An enormous eagle flew out from a wooded island to see if we were edible. And those were the day’s excitements. Very serene.

THE TURTLE JUST AFTER WE STARTLED IT

We had planned a route that would take us through three island groups, all with suitable anchorages. We just kept going to see how far the wind would take us, with Harriet steering and the human crew lounging around on deck reading books.

We got as far as the Sir James Smith Group, where the cartography is delightful. Rather than the usual dull names that litter Australian charts (Black Rock, Flat Island), some unsung hero had waxed lyrical on the theme of “Smith”. Thus Goldsmith Island is flanked by the Ingot Islets, Specie Shoal, and Bullion Reef. Similarly, Blacksmith Island is accompanied by Hammer, Bellows, Forge, Pincer and Anvil Islands. Off to the south of Tinsmith Island is an islet with the name of Solder. And so on. Very cute.

SERENITY

There were only two other yachts in the main anchorage at Goldsmith Island, but there was a lot of reef lurking beneath the surface and it was hard to see if there was enough swinging room. In any case we couldn’t get our anchor to bite, so we moved around to the north west and got it down in the next cove up. We’d had sou’westers all day, and it was now blowing from the north east, but since the two arms of the cove had both of these directions covered, we thought that we’d be fine.

ALL PACKED AWAY. HOW ABOUT A SUNDOWNER?

It was quite comfortable until the middle of the night when we mysteriously got a developed swell coming in from the north west, broadside on and very uncomfortable. Shortly after dawn it got noticeably worse and the wind start to howl in the rigging, so not even stopping for coffee we quickly upped anchor and went back to the shelter of the first anchorage, where the anchor bit first time. While we were manoeuvring about, the depth sounder showed some very deep holes in the sea bed, which may have accounted for our problems on the previous night.

As we poured the coffee, a sou’easter blew up at close to 20 knots and dark storm clouds rolled in overhead. There was no internet reception, but I plugged in the satphone and got a forecast for 20-30 knots and rough seas. We changed our mind about exploring the island by dinghy and made breakfast instead.

Motoring out of Port Bundaberg, we gave way to a couple of fishing trawlers coming in after a night’s work. They were accompanied by the usual flocks of seagulls eager to catch the guts and scraps thrown overboard as the fishermen cleaned their catch, but in addition they were accompanied by at least half a dozen sea eagles also vying for the same thing.

GOT ANY FISH?

We must have missed a good party, too, because somebody had driven their ute into the river.

DRIVEN TO DRINK

Once out into the open sea and running at a useful six knots, I fired up the engine and idled it to play with the water maker, which was now running through a shiny new circuit breaker. It worked beautifully, generating ten litres of water in three hours. Not exactly enough for a bath, but sufficient to maintain our independence from marina water. My next task is to see if I can power it using the tow generator rather than the engine, but the tow generator is out of service at the moment because I have cannibalised some of it’s parts to fix something else.

Although the weather was beautiful, we could see the occasional squall moving past in the distance. We’ve noticed that they do usually march past either out to sea or inland of us, leaving the strip just offshore generally free from rain. Later that afternoon, though, an almost invisible squall came out of a double rainbow in a cloudless sky and hit us broadside. The rain was so perfectly horizontal that one side of the cockpit stayed completely dry while the other ran with storm water, soaking us instantly. After a minute or so the squall moved on, leaving behind it a much improved wind direction that enabled us to put the swell behind us as night fell and we headed for the reefs of Bustard Head’s innovatively named Inner, Middle and Outer rocks.

It was now quite dark and we were navigating by GPS again, aided by the two lighthouses on the shore. Just as we arrived at the gap between Outer and Middle Rocks, another squall came through to the south of us and eclipsed the lights; quite a feat in the case of Bustard Head which is rated at 19 mile visibility and we were only a couple of miles away. A big swell picked us up and we surfed through in complete darkness, very exhilarating.

We were heading for Pancake Creek, a sheltered patch of water under the double peninsular of Bustard Head and Clews Point. We had a number of charts which disagreed on the navigation markers that we might find. Popping up and down between cockpit and chart table, I quickly realised that the reality was different from any of them. I was getting very nervous; the admiralty charts showed us approaching shoals and rocks, in the dark and carried along by the tide. Bronwyn, however, was at the helm and had been watching the instruments. She was confident that the depths were looking OK, so we ran the gap and stopped only a few boat lengths away from a port marker on a rock, a starboard marker on a roaring shoal, and a dimly seen iso marker on a rock ridge. The anchor bounced a few times on rock and then caught solidly in the fast-flowing current. A few minutes were enough to convince us that we weren’t drifting anywhere, so we put out a little more chain to counter the rising tide – but not too much to allow us to swing and hit any of the three navigation lights – and went to sleep.

Once clear of the Mooloolaba bar there was only a metre or two of swell, which was far less than we’d expected after a week of storms. Even more conveniently, the swell was coming from the same direction as the wind, so although the breeze was light we still managed to get up to a reasonable cruising speed.

I’d re-plumbed the water maker in Mooloolaba, so as soon as we got into open water I popped down below to play with it. It was much improved, but still didn’t seem to be building up enough of a hydrostatic head to get a good flow. I messed about with it for a while, but then the combination of close work and a quartering swell got me feeling somewhat green, and I went back up on deck for a lie down.

By the time I’d recovered, Bronwyn was also feeling the effects of the swell – obviously our sea legs had regressed during our long stay – so she went below to rest and I took the helm.

Very soon I was very hungry. Having eaten all the snack food in the cockpit, I went hunting below. I had to rush up and down in fits and bursts, as I was hand-steering because the wind was too variable to trust that Harriet would steer a close compass course, but eventually I found a large helping of ravioli that Bronwyn had prepared before we left, bless her, although she was herself still ill and dead to the world.

It was a moonless and cloudy night, very dark indeed, and “keeping a lookout” really meant glancing around in the pitch black every now and again to see if there were any lights out there. The rest of the time was spent either staring at the compass and trying to hold a reasonable course, or marvelling at the bright luminosity of our phosphorescent bow wave.

At one point I became rather confused by a fast-moving fishing boat that was displaying no navigation lights at all. I had to get close enough to see its deck lights reflecting in its wake before I could figure out which way it was heading, and take evasive action. I’m not sure that he ever saw me.

On a separate occasion, I noticed what I took to be the masthead lights of a stationary trawler, so I gently eased over to one side to give him a wide berth. I was quite shocked when the apparently distant vessel suddenly turned into a man in oilskins standing on a metal raft only a few boat-lengths away, holding a lantern and peering into the water. It’s funny what you see, out there on the ocean.

Eventually the wind died and I started the motor. This meant that steering became much more of a chore, because I couldn’t just balance the sails and let her run, I had to fight her every moment because the prop really wanted to turn to put the quartering swell behind us. At around midnight I realised that I was very, very tired, and although I felt guilty about it I dragged Bronwyn up for a stint while I napped on the floor of the saloon.

A couple of hours later, I was back in the saddle. Bronwyn wasn’t looking good at all, a combination of sea-sickness and the tail end of a nasty cold, and she was very glad to crawl back into bed. Luckily I was feeling quite chipper after my break, and especially so when the stars came out and the wind returned, and I found myself gliding silently beneath the Milky Way. A few hours later, Venus rose brighter than I have ever seen. It actually cast shadows on the boat and laid a Venus-beam across the water. Gorgeous.

As dawn broke we were coming abeam of Double Island Point, a common roadstead anchorage. We’d had half an idea to rest there for a few hours before risking the nearby Wide Bay Bar which was bound to be hairy after all the recent weather, but I spoke to the Tin Can Bay Coastguard on the radio and he said that it was “a bit rolly, but not too bad” before giving me the latest waypoints around the shifting shoals. Bronwyn appeared on deck feeling much improved, and was able to spell me for an hour or so across Wide Bay while I took a nap, so we decided that since we were on a perfect rising tide we might as well go for it.

Wide Bay is (don’t you love Australian cartographers?) about ten miles across, and much of the north western corner is continually breaking shoals. There are leading lights on the shore, but the bay is so big that you can’t really see them until it’s too late, so the coastguard maintains a set of coordinates that you can follow to keep you out of trouble. We dropped the sails and got to the first waypoint easily enough, but just had to trust the course to the next one, because it looked from our vantage point as if we were motoring into a wall of breaking waves. I think that the cat behind us didn’t have the coordinates, because it chickened out of the leading line three times before committing to following our trail. I don’t really blame them as it did look very intimidating ahead.

Just before the second waypoint, a gap magically appeared in the wall of white water and we chugged through. It reminded me of the time I paddled out of a lagoon break in Samoa, with huge walls of water towering on either side and my kayak slipping unharmed in between.

Bronwyn called up the course to the third waypoint from her position below at the chart table. I turned to the west and we entered the zone known locally as “The Mad Mile”.

It was completely crazy. I could just make out some leading lights in the distance, but without the waypoint course I wouldn’t have believed it possible. Enormous rolling surf surged across our path, breaking into curving rollers to the left and to the right. Huge mountains of water lifted up and dropped away, sending thundering walls of water across our route. Despite my best efforts, Pindimara began to roll violently. The gunwhales were almost in the water, and we shipped some green ones across the deck. Down through the hatchway, I could see Bronwyn’s knuckles tightening on the companionway banister as she tried to keep herself in her seat. The computer is held down by a velcro strap, but the GPS and cabling is not, and I could hear vague crashings and tinklings from below over the roar of the waves. Bronwyn says that she saw all of our coffee mugs leap off the shelf and then magically set back down into their positions. On deck, the binoculars leapt from their usually safe shelf under the dodger, spiralled through the air and landed unharmed on the other side.

I spied another yacht coming towards us, obviously using the same waypoints to get out to sea. He was about our size, and on several occasions I saw clear air under at least half of his hull; presumably we looked exactly the same to him. I would have loved to fire up the video camera, but I was fully occupied with staying at the helm and keeping the bow out of the water. It was all I could do to give him a cheerfully nonchalant wave as he flashed past in a welter of foam.

And then… the sun shone on the placid waters of Wide Bay Harbour, and the quiet sandy shores of Fraser Island stretched out to the north. A low-sided landing craft chugged across in front of us, laden with tourists. I looked over my shoulder. Behind us, the seas still raged, but it all looked out of focus and unreal. We had arrived.

Since we’d spent much of the preceding evening steering by the flashing white light on South Solitary Island, we decided to go and have a look at it. Presumably the name is some sort of cartographer’s joke, because there are many islands, rocks and reefs in the “Solitary” group, and they are all close in to shore. Our cruising guide mentioned that there were moorings on most of the islands, and when – after our problems last night – we double-checked on the internet we found that the whole group was part of a marine park, that anchoring and fishing were forbidden, but that visitors were welcome to use the courtesy moorings which were rated for boats up to 13 metres. An afternoon walking about on an uninhabited island sounded like a grand plan, so we set off for South Solitary.

It was such a beautiful morning that we didn’t mind that all we had was a gentle nine-knot Northerly breeze. Petrels flocked around, and squabbled over their catch. A big black dolphin that escorted us yesterday came to say hello again, but at two knots we weren’t giving him much chance to play in the bow wave, so he didn’t hang around. The only other boat on the water was a local yawl who was also obviously heading for South Solitary, so we traded tacks with him until lunchtime, when the wind increased to the high twenties and we put in a reef. He didn’t, and forged ahead.

By the time we got to South Solitary, the wind was consistently strong and the waves were pounding on the sea cliffs. We couldn’t see any of the promised moorings, and even if we’d found one, we didn’t fancy going close enough in to pick them up. We could also see that there were some buildings attached to the lighthouse, so perhaps South Solitary was inhabited after all.

SOUTH SOLITARY ISLAND

Our old foe the Eastern Australian Current was back, making tacking progress very slow, so we decided to extend our shoreward tack and see if we could tuck behind – and maybe visit – and maybe stay on – South West Solitary Island (also known as Groper Islet), which lies less than a mile from shore. Both our Lucas guide and the Marine Parks website told us that anchoring was forbidden but that there were courtesy moorings here, too.

The northerly current was strong even close in, but we finally managed to tack along the southern, sheltered side of Groper Island, where we could quite clearly see that there were no moorings at all. Making good use of our new charting software (Passage Plus, with the Australian Hydrographic Survey digital chart pack), we threaded our way through a number of reefs, shoals, breaking rocks, hidden rocks and other hazards which littered the small space between the island and the shore, before triumphantly emerging unscathed to tack along the north side of the island. There were no moorings there, either.

Evening was coming, so we gave up on our idea of overnighting on one of the Solitary Islands and began tacking in earnest to make some northing. Several hours passed as we zig-zagged back and forth between the 20 and 30 metre lines, heading Northward into a Northerly wind against a Northerly current, and then the wind died. The current was now dragging us backwards at over a knot, so it was almost a relief to give up and to start the engine. We were going to have to head further out into the stronger current now anyway, because the shoals shoreward from the next island, North West Solitary Island, looked far too complicated to thread at night. We set our sights on the white beacon on faraway North Solitary Island, and powered into the swell. That sounds exciting, but even though we were motoring at over 5 knots, we were only making 2.5 knots over the ground. It was going to be a long night.

MOST OF THE TIME THE GPS IS OFF,
SO MOST OF THE TACKS AREN’T SHOWN

We settled into our usual night watch pattern of two and a half hours on, two and a half hours off. Pindimara is set up for single-handed cruising, which means that the helmsman doesn’t need to set foot in the cockpit proper in order to control the boat; everything can be done from the wheel. This leaves the cockpit clear, and it has become one of our favourite sleeping spots on night passages. We put down a soft mat and an inflatable cushion, and then sleep completely dressed in our sailing gear and still in harness. Being on the centreline, any rolling motion is minimised, and we are always available to leap suddenly into action if required. As a bonus, when we open our eyes we get to see the Milky Way.

I woke at around midnight when we were just coming abreast of North Solitary Island. We needed to do a bit of careful navigating to avoid a couple of nearby shoals, and then we knew that there wouldn’t be any more danger spots until half past four. Bronwyn went down to the forecabin for a proper sleep, and I motored on against the current.

Apart from the tedium, the main problem with hand-steering under motor is that your bum gets very sore from sitting on the hard wooden helmsman’s seat. Under sail, you get to move around every so often, to trim the sails or look at the view or just to stretch your legs. Properly balanced, the boat is quite capable of sailing itself for surprisingly long distances even with Harriet turned off, but under power it is much less forgiving and you need to keep a firm hand and quite an eagle eye on the compass.

I tried a few different arrangements before finding that I could lie on a soft cushion up in the aft corner, drape my arms over the targa rail, and steer using one of my feet while still being able to see the compass and the sea ahead. Much better.

NIGHT WATCH

Time passes remarkably quickly on watch. A few hours went by, and we swapped places. Usually we just sleep until we hear the sails flapping or a bad drop off a swell – a sure sign that the helmsman is getting tired – but this time I set my alarm for 4 am so that we could tackle the next shoal together. Since the tidal stream was still pushing us backwards and sideways, it was difficult to steer a course in the dark that would ensure that we stayed out of trouble, so it was much easier for one of us to steer and for the other to call out new headings from the GPS and chart computer.

Once clear of the shoal, Bronwyn headed for bed and I sat and looked forward to the dawn. It rained a little, but our ever-so-expensive targa is brilliant at keeping the helm dry, and in any case I had my sailing gear on. The hours passed, the skies cleared, and the first vestiges of dawn touched the eastern sky.

The mind plays strange tricks when you’re tired, and I find it particularly hard to judge the wind direction at the end of a watch. However, since we were still motoring along into a mild 9-knot /northerly headwind, it wasn’t terribly important. On one of my regular sweeps of the horizon I suddenly noticed a tall black sail silhouetted against the pre-dawn horizon. He was far, far out, and was not showing any running lights. Idly I wondered where he’d come from; had he tried to beat the current by going dozens of miles to seaward, or was he perhaps arriving from New Zealand? Perhaps he wasn’t showing any lights because his batteries had died overnight, or perhaps he was so far away that for him it was already dawn and he’d switched them off. In either case, this part of the coast is all wilderness and he was going to be disappointed when he found out that he’d come in ten miles short of Iluka and would have to spend the next few hours tacking up the coast.

I chugged on, hoping that the rising sun would give me a change of wind. Every ten minutes or so I checked over my shoulder, and I could still just make out the dark shape coming toward me. The next time that I looked, his profile had changed and although he was still many miles away, he was now heading north up the coast. I wondered how on earth he’d managed that, since he was now going directly into a headwind, and pondered idly on dark ghost ships passing in the night.

Suddenly I realised that, of course, that the reason that he’d turned was that the wind had changed and we suddenly had a nice beam reach all the way to Iluka. I undid the preventer on the main sail, unfurled the headsail, killed the engine and gratefully accepted a blissfully silent four knots of speed. I glanced over to my dark companion to see how he was doing. The sun had now risen in a blaze of orange and blue, giving me clear visibility from horizon to horizon, and there was no other boat in sight.

I SEE NO SHIPS

JUST ANOTHER DAY AT THE OFFICE

We hadn’t got a great deal of sleep, but we’d had some rest and weren’t feeling at all sea sick. We decided to start the day with half a sea-sickness tablet each and then try to finally get our sea legs. We hoisted the sail (David’s method again working a treat) and set off up the coast, determined to hug the shoreline as close as we could to stay out of the pesky Eastern Australian Current. There wasn’t much wind, but we spent a pleasant couple of hours sailing along the beach, occasionally bumping over some of the curious steps in the sea level that are common hereabouts. Presumably the edges of underwater currents or rips, they are marked by trails of spume – often yellow – and a noticeable drop of several inches.

Our first navigation point was called Fish Rock, and it did look extraordinarily like a prehistoric lobe-finned fish, crawling out of the sea on its way to evolve some lungs.

FISH ROCK

At about lunchtime, though, the wind died completely and we reluctantly started the motor. Motoring on passage is very tedious; the boat pushes through the waves rather than moving with them, and we have to hand-steer because Harriet the Hydrovane needs the wind to function. Admittedly this is rather my fault; we do have an Autohelm unit that will automatically steer us under power, but I took it apart some months ago to fix a rattle, and never got around to putting it back together again. I hereby move it closer to the top of my list of “things to do when it’s quiet”. On the other hand, Bronwyn took advantage of the gentle chugging to proof some dough and bake some bread and a pizza for lunch.

After a splendid meal, we not only got our wind back, but also hit the semi-mythical northern current, a retrograde offshoot of the Eastern Australian that allegedly and occasionally runs northward close inshore. For the first time, our speed-over-ground was higher than our speed-through-the-water. The rest of the afternoon passed with alternate sailing and motoring until dusk, when we began to think seriously about stopping for the night instead of continuing with a night passage. Although the roadstead anchorage at Hat Head had given us a break and we weren’t feeling at all sea-sick (hurrah!) we were not feeling particularly enthusiastic about losing another night’s sleep, so we decided to stop at Coffs Harbour. Our cruising guide said that although the anchor holding at Coffs was terrible, there were courtesy moorings inside the harbour.

We were really grateful for our excellent new charts. Coffs is a blaze of vari-coloured and flashing lights, not only navigation markers but also multicoloured aircraft beacons and a plethora of lights on the shore. As we approached, we slowly ticked off all the different lights on our chart until we finally sorted out the wheat from the chaff, rounded the beacon on Korfs Islet and picked up the clear lead lights into the harbour. There’s no real bar at Coffs, and we surfed gently in on a swell.

There were no courtesy moorings. We tried to drop the anchor a couple of times, but the bottom seemed to be hard and flat and we couldn’t get it to bite. We called up the local Coastal Patrol on the radio, and they confirmed that there weren’t any moorings and suggested that perhaps we could try the fishermen’s public jetty inside the marina. We had a look and then squeezed in front of a large fishing boat, hard up against some massive wooden pilings constructed for boats made of steel and twice our size. Bronwyn did a fine job of manoeuvring us in under the amused and somewhat inebriated eyes of the fishermen. After that we slammed into the jetty a few times because there was a tricky swell that alternately pushed us into the un-fendered pilings and then dragged us away. It was a bit of a juggle to get the mooring lines right, but eventually I was happy and we grabbed something to eat and went to bed.

COFFS HARBOUR

We’d come in on the top of the tide, so as usual I set the alarm for the falling tide so that I could get up and check the lines. However, this wasn’t necessary because the low was heralded by a loud “crash” as our inflatable fenders shifted away from the pilings and allowed us to slam into the battered and pitted wood. After that, I was up and down every hour or so, discovering by trial and error that the best plan was to leave the fore and aft lines alone and simply play with the springers as the level changed. Finally the tide came back in and everything calmed down. I was just drifting off into my first deep sleep of the night when we were awoken by “Oy! Is anybody aboard? This is a working jetty, you know!”. It was a fishing charter arriving early to pick up passengers. He was hoping that we could move up a bit to let him squash in behind us, but I really couldn’t see how we were all going to fit, so we just cast off, motored into the main harbour, and bobbed about while we ate breakfast and prepared the boat for sea.

One day, the money will run out.

On the other hand, we’re completely serious about giving up our old careers. It is true that the money was great, and it has allowed us to buy and equip the boat and to purchase enough property to form a nice safety net for the future. The Information Technology industry has been good to us, and for many years we enjoyed the challenges. In recent years, though, as we went from contract to contract we have found that there are no new problems under the sun, and that usually those problems result from the clients making the same old mistakes. We realised that we were just getting frustrated and weren’t learning anything new. Being in a senior position is boring; it was time to find a new career and to start from the bottom again.

Over the three years that we planned this trip, we were also researching a number of different future career options. Among others, we considered running a cafe, running a B&B, studying medicine, teaching English, teaching SCUBA diving, and several more. In the end, we decided that although we would bear all of these options in mind, we would focus our minds on the mining industry.

Our new home, Australia, has some of the best mining opportunities in the world. The commodities market is all that stands between Australia and the worldwide recession. We foresee a boom time for Australian exploration mining, and there is also a lack of people who are willing to go out into the bush and get their hands dirty; the focus in all industries in recent years has been on the world of finance and business rather than doing the hard miles at the sharp end. In the mining industry in particular, people are rejecting the fly in / fly out remote working because it takes them away from their families and friends and cities for extended periods. We are keen to go the other way, to leave our soft office jobs and get out there into the wilderness. Our theory is that although we are older and less experienced than most career geologists, we will be valuable to employers because we are willing to go out there together and therefore won’t be stressed about leaving anybody behind.

This time, too, we’ve chosen two slightly different study paths. This isn’t just down to our differing interests; we’re very aware that for too long we’ve had all our eggs in one very small basket, and it feels good to be diversified. Bronwyn is doing a degree in Surveying Science. and I’m pursuing a post-grad diploma in Mining Geology. It’s good to be using our brains again, and we’re both enjoying our courses immensely.

The one thing that we’d been waiting for, a delivery of rock samples for my post-grad geology course, had been lost for a week in some courier black hole. On Monday morning, with our southerly already blowing, they reported that they had tried delivery and failed, so I got them to hold the parcel at their depot. Although we’d sold the ute, we’d hung on to the motorbike for precisely this eventuality and so we took a last four-hour commute across Sydney afternoon traffic to pick it up.

With the bike now abandoned at the marina (enjoy her, Elizabeth!), there only remained the little task of preparing Pindimara for sea.

We hauled the Walker Bay dinghy up onto the fore-deck and tied her down. This is the first time that we’ve tried this without deflating the RIB. The RIB is removable, and in the past we’ve let it down or taken it off to give us more deck space, but the Walker Bay dealers have been more than a little incompetent about replacing our lost pump valve adapter (it’s been over a year now!) and we haven’t been able to source one from the internet, so we don’t want to go to the hassle of trying to borrow one at the other end so that we can pump it up again.
In any case, we’ve designated the Walker Bay to be our inshore “life raft” if things get really nasty, so it’s better if we can leave it inflated. We lashed the oars inside before tying it down, and mounted a knife inside the anchor hatch in case we need to cut the dinghy free in a hurry.

We pulled down our Ampair wind generator and converted it to tow mode, and mounted the Hydrovane rudder (which has been out of the water for antifouling) and sail (which has been stored below while we’ve been on the mooring to minimise UV damage). Finally we mounted the jack stays on either side of the deck, and went around the cabin securing all the bits and pieces so that they wouldn’t fly out and hit us on the head at sea. We were ready to go!

Except for one little thing. We were expecting it to take us 19 hours to get to the next deep-water destination, Port Stephens, and we prefer to do our in-shore and reef navigation in the light. This suggested a mid-morning departure, so we went to bed.

The following morning, we checked the BOM (Bureau of Meteorology) and Tuesday was still forecast light southerlies, changing to northerlies on Wednesday and Thursday. It really was time to go.

Bronwyn cooked up a hearty oatmeal breakfast while I prepared the boat and then, coffees in hand, we motored out of Gibson Marina for the last time.

It was a strange feeling, looking back and watching the familiar shoreline recede into the distance. Almost everything we know, we learned here in Pittwater. Not only did we do our initial ‘Competent Crew’ qualification here, but over the years as we learned to sail our own boat, we have known joy and laughter, sunshine and storms, frustration and anger and even fear. We sat in silent and companionable contemplation as we chugged out towards the heads.

Passing under the Barrenjoey lighthouse, we hoisted the main and the friendly light Southerly took us out to sea. We’re off.

It’s been a busy week. We went to our storage unit and threw out a skipload of stuff. The rest of it either went to the boat or into a friend’s basement, which meant that we could shut down our storage account and save hundreds per month. Having completed all of our removals, we sold the ute and used the money to provision the boat. We are ready. Almost.

We had grand plans to set off on Friday 13th, but we were prevented from doing so by a number of problems:
(1) The superstitious horror of our sailing friends.
(2) The tail end of Cyclone Hamish.
(3) While filling the fuel tank, the filler cap broke off and fell off into the sea. Naturally we can’t find a simple replacement, so I’ll have to fit a new through-hull unless we want water in our diesel.
(4) I was expecting some rock samples for my postgrad correspondence course, and they’re currently lost in courier-land, so I have to hang on to the motorbike until I find out where they are, in case I need to go and get them.
(5) All that stuff that we moved to the boat, is still in the cabin and littering the deck, because we haven’t yet figured out where to put it.

 
THERE’S JUNK EVERYWHERE!

On the plus side, we see that (finally!) the Bureau of Meteorology is forecasting a whole week of gentle Southerlies starting tomorrow, which is exactly what we’ve been hoping for.

And now, suddenly, we’re free. We are either retired consultants or suspicious vagrants with no visible means of support, depending on your viewpoint. For ourselves, we just feel amazingly relaxed. We keep smiling at each other and saying things like ‘Are we in such a hurry that we can’t just sit here for another five minutes?’. We’re both feeling and looking younger as our faces relax, and the crunchy neck that has been bothering me for the last ten years has all but evaporated.

After four and a half years of preparation, we are now only two weeks away from changing our lives forever.

On the last day of February we will walk out of the office and retire from the IT industry for good. On the first decent wind in March, we will sail away north east from the Pittwater mooring that has been our home for the last six months, and begin our voyage around Australia.

How long will we be sailing? Where will we end up? What will we do when we get back? Will we ever get back? We don’t have answers to any of these questions, although we do have many different ideas and plans for the future. The one thing that we can be sure of, is that we’re going to have a wonderful adventure, and nothing will ever be the same again.

The preparations are all over, and both we and Pindimara are as ready as we’ll ever be. We did have to dismount the Hydrovane rudder a few days ago to remove the three inches of coral growth which had built up in only one month; the little critters seem to love that black plastic! The rudder is now hanging in our storage unit getting successive layers of epoxy undercoat prior to antifouling.

Now it’s just work-work-work to get everything finished up at the office before we retire. In fact we’ve temporarily moved off the boat to a hotel near to work so that we can put in the hours without killing ourselves, as something has happened to Sydney’s traffic and our simple forty-minute commute from the marina has suddenly, in conjunction with the incessant rain, turned into a two-hour nightmare. Still, only two more weeks and we’ll never have to deal with commuters again.

It’s an incredibly liberating feeling. Neither of us have ever worked so hard or so long or so single-mindedly on a single project. Four and a half years of learning and planning, of cutting back and saving, of neglecting all our other myriad interests – even travel! – in order to focus on preparing for this trip and what is to come after. It’s all coming to a head, and we feel giddy with the approaching freedom.

Pindimara is a Bavaria 34, a standard European production boat, and her electrical systems were clearly designed to be plugged into shore power for most of the time. She has a huge and effective shore-power charger with 240 volt AC takeoff to run any convenient household appliances that you might care to carry on board, but if you’re cruising (or indeed living on a mooring), then your only recourse is to run the engine, which powers a standard car alternator and regulator, which really is not capable of giving a house battery a decent charge, especially with the saloon lavishly kitted out with power-hungry halogen spotlights.

Fridge

The fridge has completely laughable insulation. It is possible that it might keep the beer cold in northern Europe, but it has no chance at all of coping with either Australian or Pacific conditions. The normal expected insulation thickness for an electric fridge is three inches or more; this one has barely one inch and spent most of its time either sucking power out of our batteries, or shutting down because the voltage has dropped too low.

We had researched adding extra insulation to the existing fridge, and ripping it out and fitting another one, but in the end we bought a portable Engel 40 litre fridge, which is designed to sit on the back of a ute in the outback and to run for only an hour or so every day if left unopened. It can even run as a freezer if you turn up the power.

We’d tested it out for some time on land and, suitably awed (the Engel is a legend in Australia) had moved it aboard to see what it did to the batteries. The food stayed frozen, but we sill had to run the engine at least once a week to recharge them and we weren’t even living aboard yet. We were clearly going to have to upgrade the house system.

Solar Panels

After in-depth research we concluded that what we really needed was a pair of a kind of solar panel known as the Unisolar US42. These were marine grade, reputedly indestructible, the right power rating, and were shade tolerant so that they wouldn’t mind too much that our backstay was running up between them. In addition they were the only panels on the market which exactly fitted onto our shiny new stainless targa frame without any overlap. There seemed to be plenty of them around in chandlers’ catalogues, so we put in an order for them, only to find that they were out of stock. We ordered them from another dealer, who kept us hanging on for weeks before finally admitted that they were on back-order. A third supplier admitted that even though they had them listed in their catalogue and they were one of UniSolar’s most popular lines, they were in fact no longer being made, having been been discontinued in favour of the larger US64. Naturally, the US64 was far too big to fit on our targa.

Bronwyn the e-bay queen went hunting. Eventually she tracked down one display model that had had some rewiring done to it, plus a dusty old one in the back of somebody’s warehouse, and… not one other in, as far as we could tell, the whole wide world. Luckily she was able to secure both of them, and in due course they showed up in torn and tattered packaging. I fired them up one sunny day to check, and they both seemed fine, so I was eager to plumb them into the boats systems.

I knew from my reading that our problems with dim yellow lights and warm fridges were only to be expected, because the car-style alternator and regulator on our Volvo Penta, although perfectly capable of keeping the cranking battery in reasonable condition, is utterly unsuited to the task of properly charging two large deep-cycle house batteries. Standard regulators are only capable of charging a deep-cycle battery to about 80%, which is really only just shy of usefully flat. What we needed was a smart charger, a piece of electronics which continually monitors the batteries and keeps them on trickle charge until they are 100% full, along with some type of long-term power generator to charge them if we didn’t want to keep running the engine and using up precious fuel.

Our solar panels were intended to fit the bill, supplemented by a wind generator at night. Now I had to buy that smart charger. In the end I chose one from Ampair, because they also made my chosen wind generator and because it was one of the few on the market that would simultaneously charge from two sources. It proved enormously difficult to obtain. Not, this time, because they were out of production, but because all the dealers kept sending the wrong, single-input model. I ended up with quite a pile of single-input smart chargers from dealers all over the world before I finally got the one that I wanted.

We were, of course, now in proud possession of a serious stainless steel targa frame over the helm. All we needed was a little piece of canvas to strap to the top to protect us from the sun and rain, and then we could bolt on the solar panels, generators, aerials, and all those other bits and pieces that make a cruising yacht look like a travelling junk yard. We were living in Sydney, with marinas and slipways and workmen all around, so how hard could it be to arrange a bit of marine canvas?

It was, of course, a nightmare. Most of the telephone numbers that we tried either didn’t pick up, or didn’t return our calls. Those that did pick up, couldn’t fit us in this year, or perhaps any year. Eventually, by dint of haranguing all our nautical friends and neighbours, we did get the number for Shane, who seemed to be the best (or at least, the most reliable) in the business in our locality. Eventually we managed to connect with him, and booked a slot some months ahead. Those months soon flowed by, and he was apparently always too busy with this or that job to attend to us, but it gave me the opportunity to spent quite a bit of time at Aquavolt, an excellent shop where the incomparable Kurt answered every question, solved every problem, and unfailingly sold me the highest-spec equipment that money could buy.

I was deeply concerned about power wastage, and was unhappy to follow the industry standard of a 5% transmission loss. That’s almost 5 of our precious peak power 84 amps thrown away in heating the wires, so I doubled the wire diameter and got the loss down to a theoretical zero. I spent a very windy day lying on top of the fuel tank in the lazarette with a gas-powered soldering iron, running my extraordinarily expensive cables through the bilges and wiring them up to through-hulls. I discovered crawlspaces and cutouts that I never knew we had, and finally patched everything together all the way from the transom to our snazzy smart charger; but still there was no sign of any canvas.

We were by now pestering Shane every few days, and one day when we rowed out to the mooring we were delighted to see that Pindimara was sporting a beautiful new canvas roof over the helm, with both US42s mounted sturdily above. I’m a bit picky about the way that I like my electrics to be wired, so we had agreed with Shane that he was to mount the panels but not to wire them in. I got out my tools and climbed up the targa to connect my wiring harness to the panels… and discovered that they had been mounted in such a way that it was impossible to get at the connections. Shane had provided us with some bits of wire hanging down, but they weren’t long enough to reach anywhere useful and anyway I wanted to wire the panels in parallel.

There followed several days of increasingly frustrating emails and phone calls as I tried to get Shane to tell me the best way of dismounting the securely mounted panels with minimum disruption, while he for some reason stubbornly refused to help. He didn’t seem to think that it was at all odd to leave the panels in an unusable state. Eventually, however, he did give me the information that I needed, and I partially unlaced the canvas and, with the help of Bronwyn’s small hands, managed to finish off the wiring.

I removed the roped-on cardboard shields, and waited in some trepidation as the first rays of sun hit the solar cells. I was suitably impressed. My jury-rigged ammeter twitched and then swept across the dial; each of our panels was generating slightly more than its published rating. Over the next few days we marvelled at how, in conjunction with our smart charger, those two panels kept our batteries topped up and conditioned even with both fridges running. We had solar power!

We discussed ripping out the old Frigiboat fridge and mounting the Engel in its place, but neither of us is excited by woodwork and it seemed like a lot of fuss. In the end, we removed the mattresses from the back cabin and mounted the Engel in there, on a sliding rack so that most of the time it was hidden away on the centre line. This also gave me the opportunity to turn the back cabin into my chandlery/workshop, so I moved in all my tools, spare parts, bits of string, sail bags, and half-completed projects. Suddenly there was a lot more room in the boat’s lockers, and we turned the original fridge into a wine cellar.

Wind Generator

Flushed with success, I unlimbered our Ampair 100 generator, which had up to now been sitting in a box in storage. It’s quite a clever piece of kit, comprising a cast-iron generator body that you can either mount with a windmill blade and hoist in the rigging, or hang from the stern with a propeller on a line which you tow along behind you. Either way, it was supposed to generate oodles of power, and we’d had it shipped from the UK to America to Australia to take advantage of the exchange rates and free trade agreements. It was pretty clear that we were going to need some more stainless work to mount it in tow mode, and I really wasn’t in the mood to deal with any more local fabricators, so I hoisted it up on the foredeck on the spinnaker halyard and started to bolt on the windmill fan.

It wouldn’t fit. I disassembled the fan, and reassembled it backwards, but it still wouldn’t fit. I tried it this way and that, and then got a second opinion, but Bronwyn couldn’t get it to bolt on either. There were two screw holes and two bolts, but they just wouldn’t line up whatever we did. A frustrated email to England resulted in a speedy and glad reply from the manufacturers. “Aha!” they said, “We’ve been looking for that faulty propeller boss.” Apparently they’d had a bad batch from the factory, and knew one had been sent out, but not to whom. They agreed to send a new one, as well as a small box of spare cruising parts as recompense. When the boss arrived, it fit perfectly first time, so I plugged in the generator and hoisted into the fore-triangle. Naturally, we didn’t get any wind all week.

Then, finally, at the beginning of the weekend, a southerly storm came in and it really began to blow. We watched in delight as our ammeter climbed to 5 amps, and couldn’t resist snatching the occasional look through the forward hatch to make sure that it was still spinning. It was remarkably quiet; almost silent, in fact, over the sound of the wind, and didn’t bother us at all even though it was mounted only a couple of metres above our forepeak cabin. Then, a few hours into the night, the storm really started to fire up, and I was awoken by the tortured howl of a turbine generator. I leaped out of bed and ran up on deck, only to be confronted by the Ampair blurring calmly and silently in the moonlight; all the noise was coming from a generator on another boat some thirty metres away.

Batteries

I’d taken the opportunity to replace our six-year old 180 AmpHour deep cycle batteries with some smaller, more modern ones, and it turned out that I could fit three 225 AmpHour Trojans into the same physical space. With the new batteries, the solar panels by day, and the wind generator by day and by night, we found ourselves for the first time having the luxury of almost unlimited electrical power without ever running the engine. Not only did we have constant and reliable refrigeration, but we no longer found ourselves having to go to bed because the lights were dimming. I shelved all my plans to replace our cabins halogen lights with low-consumption LEDs, which was something of a relief because our experiments had shown us that the technology was not yet really mature. The ones that I’d fitted were uncomfortably white and although they were bright enough directly underneath, their cone of action was annoyingly narrow.

Living aboard again

While all this had been going on, we had moved permanently on board, reckoning that this would be the best way of making sure that the boat was properly prepared for the upcoming voyage. We moved most of our stuff into storage, and a lot of it on board… and much of it off again… and then quite a bit back on… continually tuning and adjusting until we had everything the way that we wanted it. We were pleasantly surprised by how much room there was to store everything, although we did notice that the waterline was now two inches lower than when we’d bought her.

Cruising is a commitment that goes far beyond taking a sabbatical from work. Since setting out on this path, our lives have changed quite dramatically. At base, we are talking about giving up our jobs, selling or renting out our home, selling or storing all of our posessions, and heading out to sea with no visible means of support.

In the meantime, we found that all other hobbies and interests had to take a back seat. When we weren’t actively sailing or working on the boat, then we were reading about boats or researching techniques or equipment. Free time became compressed, and ever more precious. We began to wonder if we were becoming sailing bores, and tried to deliberately refrain from talking about it in company.

Our first plan had been to circumnavigate the globe, but after a while we thought that this might be a little ambitious for a couple of complete beginners, so we decided to take it slowly and stick to our own back yard. The trade winds and the cyclone season pretty much determined our start and end points, so it was clear that we would be setting off from Australia in a February and returning in a November. All we had to do was to choose the year, so we had chosen a date three years in the future to give ourselves time to prepare. That date was now fast approaching.

We also had to completely rethink the way that we lived. There is a common stereotype in the cruising world; the guy building a yacht in his back yard while his wife shakes her head and occasionally calls him in for dinner. There is a reason why those yachts almost never go to sea; outfitting a cruising yacht is not a part-time activity, and unless you’re planning to go single-handed, both partners must be 100% involved.

Money was obviously much on our minds. We were both children of the easy credit era, and, like everybody else of our generation, grew up thinking nothing of racking up huge credit card bills and loans, as long as we could manage the monthly repayments. In common with most other people, our financial planning involved redistributing debt across different providers, taking advantage of interest-free periods and repayment holidays, always chasing the holy grail where monthly outgoings exactly matched monthly income.

We started to think about compound interest and did the math. We were flabbergasted at just how much money we were spending in interest payments; usually two or three hundred percent of the original loan amount. Mortgages, because of their extended time line, were particularly crazy. We realised that if we were going to save anything for our retirement, let alone go cruising, then we had first to get rid of all that debt so that we could make compound interest work for us, rather than against.

We started to juggle in earnest. We took out short-term flexible loans in order to pay off our long-term loans. We tightened our belts, reduced our evenings out to once a week instead of every night, and used the savings to make regular lump sum payments on all our loans, far over and above the minimum repayments. We built spreadsheets and set milestones, and celebrated (cheaply) as we hit each one.

When we originally started to talk about our adventure, we were living inland, three hours from the nearest anchorage. Once we bought Pindimara, she was moored over four hours away. This was barely practical for weekend sailing, and impossible if we wanted to do any work on her, so we moved jobs and cities to be closer.

As the years went by, we moved out of our expensive rented waterfront accommodation and purchased a cheaper flat in a depressed area (with a good future, though. We’re confident that that investment will pay off in a few years); we sold the car (who needs a car in the city? And its amazing how much sailing gear you can carry on a motorcycle); tore up most of our credit cards (keeping only the fee-free ones that we’ll need for cruising); and finally succeeded in paying off much of our debt.

We were, however, still continually nipping off for a quick holiday or popping down to the restaurant on the plastic. Most of that stopped in year three. We wouldn’t be earning any more money while at sea, so every cent that had to go in debt repayment, was a cent out of our cruising budget.

At the beginning of the third and final year of preparation, we drew up a list of our assets and remaining debt, and a short list of things that we still needed to buy. Not surprisingly, this included all the larger ticket items that we had been saving up for; among other things, the water maker, the HF radio, generator, solar panels, lifeboat, cruising chute. There was something of a gap between the amount of money that we had available, and the amount that we needed. In order to make up the shortfall, we trimmed things down even more. We put our expensive (monthly loan repayment) vehicles up for sale, and bought an old truck for cash. We sold or stored a load of our possessions, rented out the flat, and moved full time to the boat.

It was time to spend some big bucks, and to get a stainless steel frame made for the stern. This would carry a sunshade for the helmsman, provide extra security around the cockpit, and serve as a mounting place for our solar and wind generators.

After getting a number of quotes, it was quite clear that getting work done in Sydney was far more expensive that getting it done further up the coast, so we decided to shift our base of operations up to Port Stephens, about seventy miles to the north east.

Chris and Nicky were keen to do some offshore sailing, so we invited them along for the trip.

After a quiet night on the mooring, we got up sometime before dawn, waved goodbye to Gibson Marina for the last time, and motored out to the heads. We had only been going for about half an hour when the engine overheat alarm went off. I quickly shut down and we drifted under the stars while I searched inside the engine bay for any sign of a problem. However, everything looked just fine, and the engine restarted with no problems at all, so I could only surmise that a plastic bag had temporarily wrapped itself around the cooling intake.

Dawn came as we cleared the headlands, bringing with it a light wind that spun gently around the compass for a couple of hours, before firming up into the promised 10 knot easterly, punctuated by 25 knot squalls that each merited a reef in the mainsail. We tried to reef the foresail, too, but it wasn’t terribly effective when partially furled so we just left it flying. Apart from the odd drop of rain and some mal-de-mer, it was a beautiful trip, very different from our previous attempt. We headed out on a broad reach until we reached a depth of 40 metres, passing lines of empty coal carriers queuing up to enter Newcastle.

In sight of Moon Islet we dropped the sails and motored across the bar. Last time we’d hit bottom, but on this occasion we followed the lead lights religiously and got through with 0.6m under the keel. Rather than go through the bridge and up into Lake Macquarie, we just hooked up to a courtesy buoy, as we were planning to leave early the next day. The engine hadn’t caused us any further grief. I had intended to dive down and have a look at the intakes, but there was a strong tidal rip and I didn’t want to risk it in the gathering dusk. We judged that the same currents were also too strong for our rapidly deteriorating Zodiac, so instead of rowing over to a nearby pub, Bronwyn knocked up a meal from things that she found in the lockers. As usual, it was excellent.

During the night there was a heavy squall, and the boat got caught up in the battle between the tide and the wind. I got up several times to try to prevent the courtesy buoy from banging on the hull, and on one occasion I noticed rainwater pouring in through the ceiling of our forecabin, running down the bulkhead and disappearing into the bilges. Finally, then, I had tracked down the source of all that mysterious fresh water that kept accumulating in the bow.

The tide finally turned at 01:00, and I dropped off into blissful sleep as the boat quietly settled down. Of course, I was up again at 04:00, motoring back down the channel in the dark. We cleared the bar, only to find that the horizon was lit end to end with the lights of dozens of bulk carriers, all anchored along the 50 metre line. It looked like an entire city out there. As we headed towards them, the sun came up to reveal patchy blue skies with flocks of little white cumulus marching out the south east, and small squalls mooching about beneath.

Our plan was to head out past the anchored ships to the 100 metre line and then aim straight across the enormous width of Stockton Bight toward Port Stephens, because the inshore waters had a bad reputation and in any case have never been adequately charted. However, just as we reached a depth of 40 metres, one of the squalls came our way, so we turned to run before it, and once it had passed we were right in amongst the ships.

This turned out to be an interesting detour. Most of the ships seemed to be, as far as we could tell, either Japanese or Korean, although most were registered in Panama. There was a lot of foreign language chatter on Channel 16, and many of them seemed to be undergoing repairs; at least, there was a lot of angle-grinding going on.

The wind came and went as we zigzagged between the enormous walls of rusty steel. The bottom readings were very strange; at one point the depth jumped from 48 metres to 4.1 in less than a second. I put the helm over hard, and we didn’t hit anything. Because of the flaky nature of the charting, we couldn’t tell if we’d encountered the mother of all sea mounts or an inquisitive great white shark, but Bronwyn quickly plotted us a direct-line course to Port Stephens, which was still over the horizon, and we got the hell out.

The weather turned beautiful, and we got up to our maximum speed of five knots. A pod of dolphins showed up to play in our bow wave, and surface-skimming petrels, groups of yellow-headed gannets, and long-necked divers congregated all around. Our charting proved to be on the nail when land appeared on the horizon, and we dropped sails to motor across the entrance of the bay, which turned out to be shallow but with no real bar. Willing hands took our mooring lines as we backed into an easy berth at The Anchorage, where we headed for the excellent Merretts restaurant for a well-earned restorative. We had arrived.

Antifouling

Our next task was to get her out of the water for her annual antifouling. Last year, we hauled her out with a cradle, which meant that there was quite a large area that remained unpainted because it was under the sling and we couldn’t get at it. This year, we went to the excellent Noakes Boatyard in Nelson Bay, who took her out with a crane and plunked her down on four little pads, so that we could get at almost the whole hull.

One thing that was patently obvious was that although last years expensive hull paint had done a fine job, the cheap stuff that wed used on the sail drive and propeller had definitely been a false economy. This time, we would use better stuff. We also needed to add an extra couple of inches to the waterline to account for all the extra stores she now carried aboard.

The nice guys at Noakes also gave her a thorough polishing and fixed some gashes in the fibre glass that were the legacy of a lee wind on an old wooden pontoon at Lake Macquarie, and, after some detective work with a high-pressure hose, we located and taped up the defect in the deck that was the source of our freshwater leak.

Sail Maintenance

We invited John Herrick, a local sailmaker, to come and check our sails. He professed them baggy but repairable, and also agreed to add a third reefing point, as well as to make us a new small, strong cruising genoa and a storm trysail. Later on, as we let down the mainsail, we discovered (courtesy of a bloody finger for Bronwyn) that all the battens were fractured, as well as a few of the sliders; maintenance was well overdue.

I loaded both sails onto the back of the motorbike, and then contrived a tube so that I could also take the 3 metre battens, stayed with guy wires to stop them whipping around too badly. It was an interesting ride into town, avoiding overhanging trees, and, in downtown Nelson Bay, a 3 metre clearance footbridge which meant that I had to slalom the bike to get safely through. However, I got to Johns workshop without any problems, and left them with him while we rode back to Sydney.

Interlude

Then came the cyclone, which destroyed a whole marina in Lake Macquarie, damaged yachts up and down the seaboard, and even tore up one of the bulk carriers and drove her onto the beach at Newcastle. The roads were closed to traffic due to flooding, so we couldn’t even get up there to check if Pindimara was OK, and it was several nervous weeks later before we saw her again.

Bouncing around on her mooring, she had scraped some of the antifouling off near the bow, but apart from that she had sustained no damage at all, and as a bonus there wasn’t a drop of water in the forward bilge.

The poor old Zodiac, however, which was our sole method of access to our boat, was getting more and more battered with every use. The supposedly indestructible, lifetime guarantee rowlocks broke again, so I threw them away and poked the oars through the carry straps instead. This made everything a bit slower and less efficient, but at least I didn’t keep falling backwards when the rowlocks snapped or jumped out. Then the spring lock broke on one of the paddle blades. I taped it back on, but then the floor came away so that I had to row with gallons of water aboard. The whole thing was by now in such a bad state that I was just leaving it rolled up behind the bins, trusting that nobody would bother to steal it.

It was definitely time to buy a new tender, but we couldn’t really afford it, and even if we’d bought one, there was nowhere at The Anchorage to store it. We decided to move to a marina that provided a free taxi service. Soldiers Point Marina had a spare mooring, and a little metal speedboat that they used as a tender. They were also the home base of Bluewater Stainless, who we had chosen to do our steelwork. It seemed like an ideal choice, so we said goodbye to the fine people (and fine dining!) at The Anchorage, and set off around the bay.

On the way, we picked up our refurbished sails. What an incredible difference! As well as repairing and strengthening the seams and replacing the battens, John had taken out all the bagginess in the sails, restoring the balance of the boat to as new. We had been fighting the weather helm for so long that we’d forgotten that it used to be any different; now we could sail close-hauled with but a single finger on the wheel. Pindimara was reborn.

Soldiers Point

Once installed on a swing mooring at Soldiers Point Marina, we had to wait for the guys at Bluewater Stainless to fit us in to their schedule. The weather was conspiring against any marina work, so they were concentrating on other projects. The months wore on. One weekend, I rode up from Sydney to check that she was OK and to do some minor maintenance. I hopped into the marina’s tender for the quick trip over to the boat, and sat back and chatted about the weather as we motored out to the swing moorings. The tender lacked fenders, being a simple aluminium dinghy with a steel scaffold pole welded around the bow, but this didn’t matter much because Pindimara’s sugar scoop stern entry is protected by a full-width rubber bumper. There was a bit of chop, so the helmsman announced that he was going to tuck under the side rather than head straight for the stern. I often do this myself. When the yacht is streaming off a buoy, it can be worthwhile to come up in the lee of our big fat beam and hand-over-hand around the corner to the stern entry, rather than try to crab sideways into the wind and current for a direct approach.

We were powering up to the port side, and as I waited for the turn alongside so that I could catch hold, I admired the fantastic job that Noakes had done with buffing and polishing the fibre glass. Pindimara looked like a million dollars. At the last second, the helm said something like “Can you fend off?” and then t-boned her amidships. I had reflexively jumped onto the bow and did get one hand to the toe rail, but I was pushing against the thrust of the outboard motor and all that I really achieved was to get a grandstand view as the scaffold pipe punched a hole straight through the fibre glass with an awful crunch. We bounced and hit twice more until the helm finally got the outboard into neutral, leaving me staring in disbelief at the palm-sized hole and long black streaks down our pristine hull.

I was not best pleased. The pole had gone in across the junction of our blue and white gel coats, meaning that two separate repairs were required on the same hole, one for each colour. Incredibly, the marina were very slow to admit responsibility, and it took a lot of arguing before they finally agreed to get it repaired. Then they said that for insurance reasons they would have to withdraw the tender service to our boat, which left me with a bad taste and us stranded without transport again. Nevertheless, we didn’t want to leave for another marina until the fibre glass had been repaired, and in any case we didn’t want to miss out if Bluewater suddenly got a chance to do our steelwork.

I unrolled the Zodiac again from its resting place on the hatch cover. Although the main structure was failing fast, at least my puncture repairs had held up for all this time. I reckoned that it could survive a few more trips, and, once back on shore, I tucked it rolled up under a pile of scrap in the shipyard. Hopefully we would be gone in a couple of weeks.

Another month passed without any action. Then, finally, our yacht was moved into the work berth, and Bluewater made a start. They disassembled our safety lines and stern rails, and made some progress making up frames in their workshop. However, the weather was not cooperating with actually fitting the steelwork to the hull. Because of the configuration of their berth, they had to ensure that they were not welding in a westerly, because that would blow the sparks onto craft in the surrounding marina. Naturally enough, we had weeks and weeks of alternating westerlies, storms, and rain. More weeks passed, with no progress that we could see apart from some holes in the stern that precluded any sailing, and the four-hour commute at weekends to sit on a stationary, half-disassembled boat started to get a bit tiring. At last, some six months after we first arrived, the weather started to cooperate and it all came together. The hull was patched up, and our new stainless went on.

Rather than just build and fit our targa top, the guys at Bluewater had pulled out all the stops and provided us with complete solid side rails all the way along the cockpit, and even some gates on either side. It looked absolutely spectacular.

It was at about this time that we began to get suspicious about the amounts that the marina were debiting from our credit card for our mooring. The numbers didn’t match up with what we had originally been quoted, and, after an uphill struggle to obtain a copy of the invoices, we found they had also charged both us and Bluewater for the time that we’d spent on the work berth. It was pretty clear to us that this was their way of raking back the costs of our hull repairs. We had intended to use a third local company to make the canvas for our targa, but when we found that they wouldn’t be able to start work for another six weeks, we decided that it was time to leave for friendlier waters.

There is a whole gourmet philosophy, eloquently espoused by Mireile Giuliano in her landmark book French Women Don’t Get Fat, that says that food should not just be treated as fuel, but should be enjoyed. In contrast to TV dinners and fast takeaway food, she suggests that we should return to the old-fashioned notion that mealtimes are an occasion. The table should be cleared and set, the TV and computer should be turned off, and everybody should sit down and concentrate on the business at hand, which is to eat, drink and be merry.

We couldn’t agree more, and, on land, have found that little touches such as clearing the mail off the table and lighting a candle before dinner have a wonderful focussing effect on the palate. We also buy only fresh, in-season produce, and don’t have or need a freezer or a microwave, much preferring the taste and flexibility that comes from freshly prepared ingredients.

Rather than hastily cramming pizza over a magazine, we like to dine in style on artistically presented fresh food, perhaps accompanied by a glass of wine or two. Rather than gulping down the food in haste before returning to some interrupted project, we find ourselves relaxing, taking our time, chatting and laughing, often finding that our evening meal stretches out through another leisurely bottle of wine until it is time for bed.

This is, of course, our land-based philosophy. Reading the cruising tales of other couples, we couldn’t help but notice that many of them adopt a calory-counting, expeditionary, “Its Thursday so it must be tinned spaghetti” style of provisioning. On the face of it, that makes a sort of practical sense. Lots of similar objects (cans, packets) are easier to pack together than lots of dissimilar ones (leeks, eggs), and its pretty easy to deal with inventory when you can just count how many tins are left in the locker.

Living out of a Box

We were still a couple of years away from setting off into the Pacific, so we had plenty of time to experiment. We decided to try to develop a processed-food menu that could fit into a standard sized plastic box. Our reasoning was that we could pack one box per week full of useful ingredients, and combine them in different ways to give some variation, while maintaining a standard inventory.

We had a lot of fun hunting through unfamiliar aisles at the supermarket, perusing use-by dates, discarding packaging, and finding out the most efficient way of cramming all the stuff into one big 3-D jigsaw puzzle and still get the lid on. Finally, after several nights and a lot of rethinking, we succeeded.

The box was pushed into the corner of the kitchen, waiting for a suitable date to start the next phase of the experiment: living out of the box for a week. Days passed, and it never seemed to be quite the right time to start. First, strawberries came into season, and then some friends came over for dinner, and then we were going away to a wine fair. The box sat, colourful labels frowning at us through the transparent plastic. Still, we reasoned, at least we were testing the longevity of the products.

Weeks later, we decided that wed had quite enough procrastination, and started in on our menu. Now, Bronwyn is a quite remarkable chef, and can turn almost anything into a delicious feast, but we were suddenly faced with entire meals consisting of nothing but dried and processed foods. There was nothing wrong with each individual dish, but we very quickly found that there was a terrible sameness about everything, and all the joy went out of our mealtimes.

Rotting Food

On day three, we gave up. It was time to re-think the whole thing. We began to buy fresh and preserved foods simply to leave them lying around in the house. Our flat became a treasure trove of vegetables and bags and packets, stuffed away into odd corners and under the sink, to see how long they would last before going putrid.

We also moved some of the more likely candidates to the boat, and left them at the back of lockers and in the bilges to see what would happen to them. On the whole, we were favourably impressed. With the exception of supermarket vegetables (refrigerated in transit, which ruins them) most things were pretty resilient. Vegetables from the greengrocer were just fine, lasting weeks or, in the case of some root vegetables (one particular sweet potato springs to mind), months.

None of this struck us as being too surprising. People have been keeping vegetables on shelves and in larders for thousands of years, but it is curious how we have been infected with the insidious viruses of “due dates” and “refrigeration”. Once you get used to ignoring them, provisioning gets a lot simpler.

We made some interesting discoveries. For instance, in the Arab world, butter can be bought in tins. When we got hold of a tin and discovered that it is made in New Zealand, we thought that we had it made, but it turns out that the only way to buy it in Australia is to order it to be shipped at great expense from America. While doing some research into other possible sources, Bronwyn discovered a whole host of American survivalist websites that, as well as teaching you how to skin a cougar or defend your house from marauding aliens, had many useful things to say about the preservation of food. Butter can be boiled and then stored almost indefinitely in sealed jars; we tried it, and it works just fine. Some of the most interesting and innovative recipes of all come from The Hillbilly Housewife.

Bread Yeast Cultures

Many cruising books mention how great it is to have a sourdough yeast culture aboard, so that you can bake fresh bread. Some of those books make a big deal out of how hard it is to keep the culture alive, discussing the perfect container and position, and laying out complicated routines for feeding (even to the extent of cutting short shore leave to rush back and feed the yeast). This seemed a bit excessive, so we performed some experiments.

We started various yeast cultures from commercial dried yeast, from the sediment in the bottom of a beer bottle, and from the scrapings of root vegetables. They all worked just fine, although the commercial strains were more active. We fed them on different kinds of flour, and discovered that they liked strong bread flour the best. We tried a few different containers, but in the end settled on a simple plastic tub.

Then we got nasty. We let the culture dry out and die, and then a week later added a bit of water and flour, and it sprang back into life. We put a sample in the freezer for a fortnight, and then woke it up the same way. We left the lid off the tub and let the whole thing go green and furry; when we scraped the mould off and added flour and water, back it came. These cultures are unkillable!

Once a day we just throw most of it away, and add some water and a handful of strong flour. That’s it. There is no drama if we miss a day or two. Sometimes if we’ve been particularly mean the mixture starts to smell evilly, but after a day or so it always seems to come right… and if we really need to bake something and the culture is having a bad day, we can always start a new one with commercial dried yeast. Oh, and it makes wonderful bread.

Yoghurt Cultures

We also acquired a yoghurt maker, which is simply a double-walled thermos flask. You mix some milk with natural yoghurt (or with commercial yoghurt mix) and put it in the flask with a dose of boiling water in the separate compartment. Once the lid is closed, the water keeps the inside of the flask nice and warm and, overnight, you have as much fresh yoghurt as you like.

We weren’t planning on taking any cows with us on the boat, so we tried it both with UHT milk and with reconstituted powdered milk. Both worked just fine.

Yachts share the sea with all manner of interesting organisms, many of which consider a shiny hull to be a particularly salubrious place to set up home. First to arrive is an algae scum, which coats the surface. Next come coral spores, which settle in the algae and hatch into proper corals. Once these are established, they provide food and shelter and – most importantly – anchor points for molluscs and barnacles and other animals. These latter are quite capable, once they establish a good hold, of drilling through solid rock; fibreglass is no problem to them at all.

The trick is not to let them get a foothold. One option is to swim under the hull every weekend and clean them off; this technique is used by particularly diligent racers. Most people choose to apply ablative antifouling. This is a copper-based (ie hopefully unpalatable) paint that is designed to slough off when rubbed. Any organisms that are not deterred by the poisons in the paint, are dislodged next time the boat moves, because the outer paint layer as well as anything rooted in it gets rubbed off by the action of the water passing the hull. Obviously, as time goes on, the paint all wears away. About once a year you have to put new stuff on. The only way that you can do this is to haul your boat out onto the land.

Dry-dock space at the shipyard is expensive. Since we knew that the first thing that we would have to do on land was to scrub all the life-forms from the hull, and since there were such a lot of them, it made sense for us to do as much as possible in the water first, while it was all still soft. I donned some scuba gear and spent an enjoyable and fruitful day wiping off algae and chipping at coral with a range of household implements. The best tool turned out to be an aluminium-handled window-wiper. I used a suction cup to keep me in place while I did some of the flatter sections, but generally I just swam up and down attacking each part in turn.

I’d never worked underwater before, but I soon got used to it; the trick seemed to be to consider whatever surface I was working on to be a vertical wall, regardless of which way up I was in the water.

Since I was weightless (well, neutrally buoyant anyway, thanks to the scuba gear), it made no practical difference whether my feet were pointing up or down, so long as I could reach the work area.

Fish soon realised that food was raining down from above, and for the latter part of my work, I was accompanied by a variety of sea life. Some larger fish even helped by nibbling loosened bits of coral directly from the hull. A couple of air tanks later, the job was completed. Hard work, but satisfying.

We had been told that it is usual to spend a complete weekend doing antifouling, so that is what we booked. However, the weather had been bad recently and so there was a backlog of boats standing (expensively) on the slip waiting to be worked on, and a rapidly building queue of people demanding their turn at the spaces. After a few weeks, though, we did get a spot, and out she came, back onto the same slip on which she had been surveyed.

First step was to borrow a water-jet lance and clean all the accumulated gunk off the underside. Right away, my scuba work paid off dividends; it would have taken us a day just to clean the accumulated coral off the bottom. As it was, even though we only had a couple of weeks of algae accumulation to remove, the shipyard staff were hanging around trying to take away the water jet before we had really finished.

The next step was to rub down the old paint layer with wet-and-dry to get a good key for our new coat. This was quite a laborious process, especially as the previous layer hadnt been applied particularly well, and streaks and drips abounded. Working at full stretch above our heads, we were soon turned bright blue from head to toe.

Eventually we were satisfied. Protecting all the edges with masking paper, we started to roll on the undercoat.

The antifouling paint itself was blue, and the undercoat, grey. The idea is that if we see any grey in future, we’ll know that this years antifouling has worn away and it is time to do it again. Our blue paint was some very expensive semi-professional antifouling that we were assured was the best thing to use. We had been a little dubious about the cost, but now we realised the value of that advice. Other workers were having real problems with drips and runs, while ours went on smooth as silk and drew envious glances.

Back at the time of the survey, we had noted that the moulding around the cast iron keel was cracked and was peeling away in several places. Six months later, the problem was much worse. Nick, an engineer loosely attached to David Bray Yachts who dropped by to make sure that we were OK, attacked it with a borrowed angle-grinder and repaired the damage. He wasn’t at all surprised, and said that we could expect similar damage every time we did our annual slipping.

Once the new moulding was dry, we could finish up the antifouling. We continued painting until we’d run out of paint, putting on three layers overall, and four layers in high-abrasion areas such as the bow, waterline, and leading edges of the keel.

The only area that we couldn’t paint was directly underneath the sling that was supporting the yacht, resulting in an untreated band about a hands-width across running from waterline to waterline just aft of the propeller. The guy next to us, a seasoned antifouler with whom we had been sharing tools and advice, propped up his hull with scaffold poles, undid the sling, and painted underneath. We simply couldn’t bear to try it; that sling was holding up hundreds of thousands of dollars’ worth of yacht, and no way were we going to mess about poking poles into the hull. We resolved to dive underneath occasionally to keep an eye on the strip,and left it at that.

We Venture Forth

The first time we took our new yacht out, we just motored around Pittwater, huge grins splitting our faces from ear to ear. We own a yacht! We own a yacht! After a while, once we’d done a few doughnuts and got the feel of her, we unfurled the foresail and pottered along with the motor off. We’re sailing! We’re sailing! It was exhilarating, wonderful, a dream come true. And, it must be said, somewhat scary; not the act of sailing particularly, but the fact that we were floating around on our life savings.

Then, rounding a headland into the jaws of the open sea, we crossed into several metres of swell and everything suddenly went topsy turvy We were only pottering along under the headsail and didn’t have the headway to handle the gusty conditions. We concentrated very, very hard to beat our way back around the headland, and came through unscathed, only a little shaken, and if truth be told, very pleased with ourselves.

We go shopping

So… we bought a second-hand Zodiac inflatable tender from eBay; unbreakable crockery, cutlery, cookware, breakable glasses (never drink wine from plastic!) and bedding from the local shops. We bought a fire-blanket, a man-overboard ring, a floating Dolphin torch. We bought buckets and brushes and polyrope and string, batteries and tools. We bought life-jackets, cleaning equipment, boat-soap, a chart.

Liveaboard life

We were living in Canberra at the time, a landlocked city in a landlocked state, and since we found it quite inconvenient to have the boat moored some four and a half hours away, we moved to Sydney. We were starting new jobs and were still househunting, so the obvious thing to do was to live aboard.

This we did for quite some time, and thoroughly enjoyed it, although it did become clear after a while that the yachty lifestyle and the office lifestyle don’t really coincide. Each morning we got up, climbed into the tender, and rowed ashore with all our office and motorcycle gear in waterproof bags. Then we showered and changed at the marina and rode to work; reverse in the evening.

This was all fine and lovely on a peaceful warm day (although rowing home on a sultry evening wearing motorcycle armour over business attire is a sweaty exercise), but got to be tricky when there was a storm blowing. On one occasion, a hailstorm hit half way out, and we had to take shelter on the closest moored yacht as chunks the size of golf balls rained on our heads and metre-high waves filled the Zodiac.

One of the lessons that we had absorbed from extensive reading was that when accidents happen to yachts, it is almost always because they have a personal reason to be at point A when the environmental conditions require that they remain at point B. Examples we had heard of included trying to get to a particular country to meet relatives at an airport, and, of course, racing. Getting to work in the morning, and getting back to the boat for dinner, seemed to us to fall very much into this category, and applied just as much to our little Zodiac as to Pindimara herself, who was of course perfectly safe on her mooring in all weathers.

One final problem was the wear and tear. Full-time liveaboard inevitably results in some knocks and dents to the interior woodwork, and messy accidents do happen in any home. We were trying to keep the cabins as pristine as possible with an eye on future resale value, and we soon noticed that the interior was looking a bit shabby and we had no time or opportunity to do anything about it. We also started to notice problems with damp from condensation, and salt in all the fabrics.

Somewhat regretfully, we rented a flat nearby. This did not, of course, mean that we stopped sleeping over on board, and it certainly did not stop Bronwyn from creating ever more sumptious and creative banquets in the galley. The wine cellar aboard began to rival, and then to exceed, the one that we kept at home.

Unwanted Guests

One evening, we were sitting in the main cabin, variously reading cook books and sewing new sail ties (an early lesson learned: on a yacht, you can always find some little task to fill any spare time, if you are so inclined) when something moved on the floor. Always alert to any changes in the boat, I had a look, and found a large cockroach. Not thinking too much of it (all the ports were open, and it was a warm summers day), I lobbed it into the sea. A few days later, we saw another one. Then another.

A little investigation in back corners revealed little piles of droppings, so we cleaned them up and sprayed Morteine around the place. However, it soon became clear that we had a bit of a problem. It all came to a head one night when I was woken by a two-inch roach running along my arm and across my hand. I overarmed it out of the hatch, and later that day we rowed our budgie ashore (it was living in a cage on deck) and set off three roach bombs, enough to clear a small house.

For weeks afterward, dead and dying insects appeared all over the boat, but we didn’t see any more fast-moving ones. Of course, we had been reading up on the issue, and it seemed that we had only ourselves to blame. Our lockers are spacious, and things tend to move about in them, so we had compartmentalised them with cardboard boxes from the supermarket. Apparently, roaches love to lay their eggs on the cardboard that they find in warehouses, where they remain until they find themselves in a warm, damp environment into which they can hatch.

The common answer is to ban all cardboard from the boat. This made a mess of our packing arrangements, and we did the best we could with fabric and bubble-wrap. Some cruisers go further, and ban all paper products, including the labels on tin cans, but that seemed somewhat excessive, and in any case, who could live without books? We sterilised all our remaining paper on deck in the burning summer sun.

As weekends of sailing went by, we started to think about maintenance. We bought deck oil and gelcoat restorer, metal polish, a small passive dehumidifier. There seemed to be no end to the things that we needed to, or could, or felt like buying. A trip to the local chandlery to buy a split-pin would likely as not result in a triumphant exit with armfuls of shiny new equipment.

We had been told to expect to spend 10% of the purchase price per year on maintenance and upkeep; surely this could not be true? We started to keep records.

Although we had promised ourselves that we would go sailing at least once a fortnight (or demand a damn good reason why not), there was a period of some six weeks through the hottest part of the Australian summer when we were on holiday in other parts of the country. During this time, Pindimara just sat and bobbed in the warm sea. On our return, we dropped the mooring and motored off, happy to be afloat again, but as soon as we cleared the marina, we knew that something was very wrong. The motor felt very strange, and even on full bore we weren’t getting anywhere near the rpm that we should have, and were making barely a knot through the water.

We returned to the mooring. I cleaned all the engine filters and checked the oil. We ran the engine in neutral, and it seemed just fine, so it was on with the mask and snorkel and over the side to have a look at the propeller. The problem was easy to see. While we’d been away, an entire coral reef seemed to have grown on the hull, complete with large fish peering disdainfully at me through the fronds. In fact, there was so much growth over the sail drive unit that I couldn’t see the propeller at all.

It was, quite clearly, time for our first antifouling treatment.

When you buy a yacht, you need to get a survey, for all the same reasons that you need one when you buy a house (after all, you’re spending similar sums of money). In order for this to happen, the vessel has to come out of the water. This is not a cheap process, and the vendor pays. You can then choose to have a poke around yourself, or pay someone to have a look for you. We asked a few people for recommendations, and in the end settled on Alan, a local diesel engineer who also happened to have experience putting new Bavarias together for the Australian importer. He had a reputation for being picky and pedantic, which sounded just what we needed.

I asked if I could tag along, hoping that I might learn something about the large and complex item that I was (probably) about to purchase. He was more than happy, and in fact it turned out to be the most valuable day off work that I have ever had. Alan was a fount of knowledge on all things Bavaria, particularly which bits to look out for and which bits would need taking care of in the future.

Inside, although we looked at every nut and bolt and panel, almost everything was perfect. The worst things that Alan could find were some rusty worm clips, and a misaligned drain vent to the gas storage locker. The engine looked fine, and the bilges were clean and dry. Towards the bow, there was some fresh water behind two of the bilge bulkheads; this seemed to have trickled down from above. In fact, this jogged Alan’s memory and he remembered having surveyed this boat before; apparently it had been involved in a low-speed collision in a marina and had had all the toe rails replaced on deck. He surmised that what we were looking at was seepage of rainwater through insufficiently sealed toe rail bolts. In fact, up on deck we could still see minor damage in the shape of a slightly crazed gel coat, an unsettled fairlead, and a slightly twisted pulpit; all, he said, nothing to worry about.

The base of the electric winch had been sitting in salt water (hardly surprising since it is mounted in a rubber tray in the bow anchor locker) and the alloy had rotted in an impressive blob of white deliquescence. This, said Alan, looked awful but was normal; in fact, some months later when I got around to scraping it off, I noticed that the task is specified in the annual maintenance procedure of the winch.

Below the waterline, the antifouling was thin but serviceable; it would need replacing in a few months. There was a snazzy folding prop which seemed to be in reasonable condition; we replaced the sail drive sacrificial anodes while we were there. There was one minor problem with the keel. In a few places, the epoxy had cracked, exposing the cast iron hull to the water, resulting in large rust patches. Alan explained that this is normal, but would have to be repaired during the next antifouling.

All in all, that was about it. A list to starboard (revealed by mismatched watermarks along either side of the hull) turned out to be caused by an empty water tank. There was a crack in the autopilot housing which would need to be replaced, and a leak in the aft cabin which seemed to come from rain dripping down the autopilot unit itself. Keeping the pedestal cover on when moored in wet weather would see to that. In fact, there did not seem to be any reason why we shouldn’t buy her, so we did.

Interlude

Could we actually live with each other in close quarters for an extended period? We thought that we probably could, but it would be nice to know before we splashed out all that cash on a shiny yacht. Thus, to New Zealand: not to circumnavigate in one of the cruising yachts for which that country is justifiably famous, but instead to trundle around the roads in a tiny camper van. The theory went that if we could cope with that, then we could cope with living aboard a yacht.

It was a tiny cramped space and we did our best, catering for ourselves using the gas stove provided, dropping anchor in a different town each day, even going so far as breaking down deep in an uninhabited national park miles from any help.

We passed all our trials with flying colours, had a great holiday, and emerged with some very firm ideas about interior yacht design. The chief of these was that nothing aboard our boat was going to be dual purpose; we were heartily sick of turning beds into tables, tables into beds, and then finding that whatever it was we needed next was now inaccessible beneath a mattress.

Incidentally, while we were in Auckland, we took a turn at sailing the Americas Cup yacht NZ40, which went rather well.

Lists. Lots of lists.

One thing that we were agreed upon right at the start was that we weren’t going to skimp in the bed department. This may on the face of it seem like a strange first criterion, but we had both been on boats where the quarters were cramped and uncomfortable and it really puts a damper on your day. In addition, we spend a fortune on orthopaedic beds and mattresses at home, and the logic that engendered those choices is just as compelling at sea. David thought that we were nuts, but suggested that we look into centre-cockpit designs, because these tend to have a decent-sized aft or masters cabin.

Given that I was likely to be responsible for running repairs, I wanted a hull material that I understood. Wood and I do not get along, and fibreglass struck me as too flimsy for the open sea. I wanted to come off at least afloat if we hit a sunfish or a shipping container, and so steel was the way to go. Since we were looking at sailing shorthanded, ease of sail handling would be a bonus, so in order to get a smaller sail area it made sense to have two masts with small sails rather than one mast with a big one; hence, we arrived at the concept of a steel centre-cockpit cutter ketch.

We started to make some lists.

Things that we need

• Large bed (aft?)
• At least one good-sized locker
• Ventilation in the main cabin
• Access to water from the stern
• Sleep four comfortably
• Two-burner gimballed stove
• Ice box / fridge
• Full-size nav station
• Shower in head
• Hot and cold water
• Traveller not in cockpit
• Production boat less than 12 years old
• Depth sounder
• Sails in good condition
• Anchor

Things that we would like

• Full-sized galley
• Double sinks
• Four-seater dining table
• Sea berths
• Single-handed sailing
• Stern shower
• Bimini/Dodger
• Radar
• Windvane

Looking at virtual boats

Looking around at the cruising boats available on the market, we found the world awash with proven circumnavigators that exactly fitted our criteria for the money that we had available. The internet is a fine resource, and we spent many a happy evening examining photos of the interiors of second-hand cruising boats from all over the world. Eventually, however, it started to dawn on us that many of these vessels had been on the market for years, and several became old friends as we followed their stories, eagerly logging on each evening to see if this owner or that had added any new gear or reduced the price again as they got more desperate.

We marvelled at all those unfortunate souls, usually Americans, who were apparently stranded in this or that tropical paradise and needed to sell their yacht in order to go home; usually, it seems, because their wives had refused to sail any further and had already flown back home to the US.

After a few months of following the fates of all these forty-foot Adams, Roberts and Van de Stadt ketches, we decided to change tack and look at newer, smaller boats, with a view to trading up later once wed got our sea legs. Not only would this make the learning experience easier, but if we chose carefully, we could hopefully get a more modern re-saleable model which would give us the option of ducking out if we decided that, for some reason, the cruising life was not for us.

Looking at real boats

Then came the Sydney Boat Show. We’d expected to be awed by the yachts, and even more awed by the prices, but in actual fact what we saw pretty much fitted our preconceptions, and the prices were not too shocking. Out of our range, but not shocking. We tried every berth in the sailing marina, and found that almost every designer apparently only catered for midgets. I’m just over six foot, and Bronwyn is a little under, so we’re not mutants, but we simply couldn’t fit into many of the berths provided.

The only design that really blew us away was the Hunter, an American company that was trying to break into the Australian market. Everything was beautifully made, well thought out, and best of all, made for full-size people. The icing on the cake was that, due to the collapse of the US economy, in Australian terms they were remarkably cheap.

We immediately vowed to buy one. The problem, of course, was that since Hunters were new to Australia, there weren’t any second-hand models available. We contacted a few dealers in the US, who pointed out that because of the weakness of the US dollar, they could crate one up, new or old, and freight it to us for less than the price of an Australian model. Although tempting, we couldn’t bring ourselves to buy a boat that we had never seen, and in any case, there seemed something bizarrely wrong about buying a yacht by mail order.

In time, a second-hand Hunter showed up in nearby Pittwater. We hopped in the car for the four-hour trek, but were sadly disappointed to discover that the actual vessel fell far short of the published specifications. It was old and tired, the berths were built for children, quite substantial parts just came away in my hand, and the bilges were full of dirty water.

A little disillusioned, and facing a four-hour drive back home, we got talking to the salesmen and explained what we were looking for. We produced our two lists of wants and nice to haves, and explained our interest in long beds and reasonable resale value.

What you need, they said, is a Bavaria. Now, we had dismissed both Bavarias and Beneteaus early in the game. All of our charter experience had been on these boats, and they were always uncomfortably cramped and badly thought out. In addition, the models that we had visited at the boat show had been shoddily constructed. However, it just so happened that the agent who we were talking to was the sole trade-in dealer for the Australian Bavaria importers, and they also just so happened to have an as-new five-year old two-cabin Bavaria 34 on their books.

OK, OK, we’ll go and see her.

She was gorgeous. She had everything on our wants list, and almost everything on our nice to have list (missing only radar and wind vane). The master’s cabin contained a six foot eight of queen-sized bed. The head was conveniently placed by the companionway. The galley was fully equipped and gimballed for cooking at sea. She had full navigation and autopilot, a furling headsail, single-handed reefing, a spotless teak interior, electric anchor winch… the list went on. She was also only five years old, with an almost guaranteed resale value in the two-to-three year bracket.

  Main saloon, looking aft

The price? A snip at exactly twice our available funds. This was not a problem for our enterprising agent (for the record, David Bray Yachts, we recommend him), who put us in touch with a loan company (DB Finance; we recommend them too) who were happy to arrange an almost profit-free thirteen-month loan for the remainder. We’d heard that finding a mooring was a problem in the Sydney area; David waved that away, he could get us a mooring nearby. There was nothing for it but to go for survey.

The Germ of an Idea

Way back before we were married, before we were even an item, Bronwyn and I were sitting in a bar somewhere idly discussing what it was that we wanted to do with our lives. We were both in good jobs and had, individually, achieved our childhood ambitions, including travelling around the world. We’d both left our native countries in the northern hemisphere, and were, at least temporarily, living in Australia. We had well-paid and flexible jobs that meant that we could go round the world as often as we liked, but it was somehow all too easy. Life consisted of hard work and fine dining, extreme sports and luxurious living. All perfect, but it was beginning to feel a bit hollow, so what next?

Somehow or other, out of the blue, one or the other of us came up with the idea of sailing around the world. This was almost completely ridiculous, as neither of us knew how to sail. But if it was something new and difficult that we were after, then this would certainly be a challenge. After a while, the conversation bogged down in our complete lack of knowledge or experience of things nautical, and we ordered some more beer and turned our attention to other topics.

The next day, unbeknownst to Bronwyn, I contacted my old mate David, who had been sailing small boats since we were boys, and asked his opinion on the practicality of buying a yacht and sailing around the world. Bear in mind that I hadn’t the faintest idea of what a yacht cost or how long it took to cross an ocean, nothing at all.

David was stunned. As a small boy, I once crewed on his racing dinghy in the Thames, showing no aptitude whatsoever.

To his credit, and after only a few stunned expostulations, David settled down and answered the questions. It turned out that I had hit pay dirt; he had once intended to go voyaging with his entire family, and still had the file containing all his research, in which he evaluated types of vessel, running costs, equipment and all the multitudinous host of other things that I had, until then, no idea that I had to consider. I added up some numbers on the back of an envelope, and emailed Bronwyn at her work, pointing out that it was, at least financially, feasible.

Things moved on. Bronwyn thought about my crazy plan, and suggested that, in actual fact, she would consider sailing around the world with me. One thought evidently led to another, and, some time later but back in that same bar where the crazy idea had started (for the record: The Phoenix, Canberra), she got down on her knees in the spilled beer and cigarette butts and proposed marriage.

Distinguishing the pointy end from the flat end

While planning the wedding, we looked into the little matter of learning to sail. Canberra, where we were living, is capital of a landlocked desert state several hours from the nearest coastline. The only water is in the artificial lake in the centre of the city. This happens to be the home of the Canberra Yacht Club, where for a small fee you can hire a dinghy or even enter your own (necessarily small – the lake is not very deep!) trailer yacht in the weekly twilight race. There is also a sailing school, which teaches you how to handle a dinghy. It turned out that, in a previous life, Bronwyn had done a little dinghy-racing in Lasers, and had in fact the previous year taken a refresher dinghy-sailing course at the Canberra Yacht Club. She had a word with Matt, who runs the course, and suddenly I was enrolled.

The course took me from “this is a mast, this is a sail” through to rigging a dinghy, and then off we went onto the water. Over the weeks of the course there was in fact very little wind, so we spent quite a lot of time circling the Captain Cook Memorial Fountain, which is an enormous man-made geyser and tourist attraction that fires up at regular intervals, launching an enormous spout high in the air above the city. As the water flies up and down, it generates an outward-blowing wind, such that it is possible to sail round and round it, and tack and gybe, and generally practice unless you get too far away, in which case you need to be towed back into the centre again.

The closer you get to the actual fountain, the stronger the wind, and when it was my turn to helm I kept on pushing the limit until I got so close that the water was pouring into the cockpit and onto my unfortunate crew. On one occasion, I got so close that I got caught in the suction of the underwater feeder pipes, and thus became the first person in history to actually crash into Australia’s premier national monument.

Curiously, that particular crew never sailed with me again. However, I did in fact receive my certificate of competency, and, when Bronwyn and I tentatively entered some twilight races, we recorded first a dismal last (which in our defence was down to a misunderstanding of the rules; in our class, we only needed to complete two circuits instead of the three that we actually did), and then, incredibly, a first in our class. Much of the credit for this goes to the realisation that the boat went much faster when Bronwyn was at the helm and I was the crew, and also perhaps to our habit of carefully discussing each manoeuvre before attempting it, so that we both knew exactly what was going to happen and why. (To get ahead of myself, this is something that we still do, and it seems to me that there would be a lot more happy sailing couples out there if there was less shouting and more discussion.)

Distinguishing the red and green rope from the green and red rope

A qualification in dinghy sailing wasn’t going to get us around the world. In Australia, the first step in big boat qualifications is the Competent Crew, so we enrolled on a course in Pittwater, which is a large estuarine sailing area north of Sydney. There were five students on board a Bavaria 38 with Tony, our pommie instructor, and over a weekend he drilled us in all the skills that would enable us to be crew rather than passengers on a large sailing vessel.

To Bronwyn, used to single-handed and two-man dinghies, the Bavaria was daunting, with its arrays of multicoloured ropes and pulleys and winches. To me, it was a lot more familiar. Even though I had not technically, sailed one, I had been on holidays on 45 and 50 foot Beneteaus, had hung out on a number of friends yachts, and had piloted narrowboats around the canals of England and Holland. At least I knew what most of the things were for, even though I had no idea how to use them. Bronwyn, on the other hand, was quite capable of sailing her, but had no idea which ropes to pull to make it happen.

Slowly, patiently, Tony – recently returned from a record-breaking attempt of circumnavigation of the south polar seas – instructed us in the art of making a large expensive piece of fibreglass move through the water without hitting anything, all the while regaling us with tales of subzero storms and weeks without hot food. Slowly we got the hang of it, although one girl was completely hung up on the rules of the road; “Who’s got right of way?” she would scream, freezing at the helm, whenever a sail appeared on the horizon. With turn and turn about, however, the rest of us got comfortable with helming and crewing, and managed some halfway competent man-overboard exercises. Suddenly we weren’t complete passengers, suddenly we felt that, if we were on a yacht and the skipper suddenly fainted, we could at least manoeuvre the vessel without sinking it.

At the end of the course, Bronwyn and I got an impromptu tour of the Arctos, the vessel that Tony had so recently crewed. The Bavaria is, even in the charter version that we were using, a luxury yacht with no expense spared to make it look like the inside of a Hollywood Captains cabin. The purpose-built Arctos certainly gave us a taste of the other end of the spectrum. With its plain white-painted interior, single potty toilet and cramped webbing bunks, the interior cried sweat and adrenalin and testosterone, and on the outside, every fitting was twice or three times the normal size, speaking volumes of the sheer destructive power of the seas that it had had to navigate.

Impressed, but shuddering, we struck the Antarctic off our list of sailing destinations.

All dressed up with no place to go

At the end of the weekend, proudly brandishing our certificates, we pondered the reality of our situation. We were now, at least on paper, competent crewmen. However, we knew that in fact we were far from competent, but the only way that we were going to improve was to gain some experience, and we couldn’t get experience without chartering a yacht, and nobody would let us take their boat out with only a Competent Crew certificate. It was time to move up to Inshore Skipper.