The thirtieth running of the Association’s event was a case of the hare and the hounds.  Geoff Harwood’s little Parker 21 “Cygnus” being the only starter in the first class to brave the blustery F 4-5 (occas. F6) south-westerly, wind over tide, conditions that greeted the competitors starting this year’s race off Yarmouth.  The question was; could the faster Parker 27’s 31/325/335’s, starting 45 minutes later catch the solitary hare?  Not by Bridge Buoy a mile west of the Needles, before which both 27’s had retired and one of the 335’s had omitted to round the mark in its haste to be off to St Catherine’s Point’s.  Not by St Cat’s, or even by Bembridge Ledge Buoy, though the distance was narrowing fast, with spinnakers being seen on the latter leg for the first time in the race.  The early pace maker from the second start, the Parker 31 “Ocean Wings” of Nigel Walbank. had by then worked out a considerable lead over both Jonathan & Sarah Houston’s 325 “Tilikum” and “Lady J” Rob Juchau’s new 335 and now had “Cygnus” in her sights.  However, it was not until after the Forts and on the last beat up the Solent to the finish line off Cowes that the hare was finally caught, with “Ocean Wings” passing ”Cygnus” as they both attempted to cheat the foul tide along Ryde Sands.  “Ocean Wings” stayed ahead to take both line honours at Gales HSB Buoy and record a first on corrected time.  Next to cross the line was little “Cygnus” who had managed to hang on to save her time over the remainder of the fleet and finish a very well earned 2^nd overall on the day.  Thanks go to the committee boat, Jim & Kay Laing’s “Caragh III” which performed a sterling service, given the lumpy conditions in which she was expected to anchor and to the warm hospitality of the Royal Solent YC, before the start and the Island SC, after the finish, enjoyed by the competitors.

Results: - 

BULLETS, FIRE AND FOG - OUR "SUMMER" CRUISE

By Mike Findeisen 

Superseal 26 'Limmerdhin'

Click here for previous article by Mike Findeisen

Back in the dark winter days we thought about where to cruise to this summer, and decided to go south from Blyth aiming at Whitby.  We had tried this last year but cancelled due to continuing east winds being forecast and fled to the Med instead!  Careful study of tide tables suggested that a start on 28 July would give us favourable tides both ways during our eight days cruise.

 So it was on the morning of 28 July that my wife Jane and I, plus son Nick to provide the brawn to us geriatrics, set off.  The wind was south easterly force 3 though forecast to go round to west in a few days, so we were able to sail close hauled for Sunderland, our first stop some 14 miles away.  All went smoothly but we noted in the RNYC Sailing Directions a warning of possible firing on a rifle range when a red flag was showing.  This of course cannot be seen until you are close to it but on previous visits we had never seen it flying.  However these had been at weekends and today was Wednesday.  Suddenly we heard gunfire, and then saw the red flag.  We didn't actually see splashes in the water but decided to head out to sea very sharply!  The safe distance is marked by  yellow buoys some 2 miles out which we rounded and then headed for Sunderland. .As we approached the harbour entrance we were intercepted by the Harbourmaster's launch and warned to keep clear as a large ship was leaving.  We then saw HMS OCEAN, the Navy's largest warship being towed by tugs very carefully through the narrow harbour entrance. After seeing her sail away we made our way into the harbour and entered the Marina in time for lunch.

 After a pleasant evening with a few drinks at Sunderland Yacht Club's excellent clubhouse, we set off the following morning for Hartlepool.  With a very light wind almost on the nose we motor sailed most of the way. Hartlepool still has a large commercial dock area and a separate former docks now forming the new marina.  This is approached by a channel dredged to a low water depth of only 0.7 metres, barely enough for us even with keel fully raised.  Fortunately the tide was well up when we arrived, so we had no difficulty in entering the lock providing access to the marina where we secured to a visitors' berth.

 During the afternoon we visited HMS TRINCOMALEE, the oldest British warship afloat, built in 1817.  She has been fully restored to her original state and was a sobering reminder of living conditions in those days.  The marina has good facilities, and is within walking distance of large supermarkets, though the area seemed devoid of other shops.  So having replenished our fresh provisions, we sailed the following morning .  An early departure was necessary as low tide was at 09.00 . We transited the lock at 0700.

Wind was again very light, forcing us to motor to our next stop, Runswick Bay, a pleasant anchorage said to be safe except in strong south east winds.  This gave us some concern as the previous south easterly had created quite a swell.  We hoped this would subside.  Weather forecasts continued to promise a return to westerly winds, but so far they had not materialised.  Our passage took us across the main shipping channel into the Tees, but as it was low tide we did not anticipate any close encounters. Several ships were anchored offshore but none moved.  We reached Runswick Bay without incident and anchored in 3 metres of water with an expected high water level of 8 metres.  As a precaution we let out all our 30 metres of chain. We then went ashore in the inflatable to explore the village, a delightful little place with old houses huddled together and only footpaths between them.  Moving in must have been a problem!. The swell rolled the boat quite heavily at her anchorage and we were looking forward to moving on the following day.

 We were somewhat taken aback to wake up to thick fog, so thick that we could not see the shore some 200 yards away!  Thoughts of moving on were abandoned, and when the fog lifted enough to see the shore we returned in our dinghy.  It was Lifeboat Day in the village and much effort had been made to set up a number of stalls.  Although well attended it was disappointing  that the lifeboat rescue demonstrations in the Bay could hardly be seen.. As another night here seemed inevitable we surveyed the beach for a suitable spot to dry out as we wanted to avoid another rolling night.  Having identified a stone free patch of sand we returned on board and moved Limmershin close inshore and anchored where we knew we would be aground for most of the tide.  The lifeboat crew expressed some concern at our proximity to the shore, but we assured them that with our keel raised we would remain upright!  We duly "landed" later in the evening and had at least half the night comfortably still.  That evening we enjoyed an excellent fish and chip supper in the local pub.

 The following morning was still misty but looked as though it would lift.  We had to leave early to avoid going aground again, so sailed at  0700.  The passage to Whitby was only 6 miles so we arrived at near low water and were unable to pass through the swing bridge until 2 hours before high water, at about 1530.  We accordingly secured alongside the fish quay, which duly dried out.  When we saw some of the debris on the mud around  us we hoped we had not landed on anything nasty!  However nothing poked through the hull and when we floated off to our relief no water came in.  At around 1500 a passing boat told us that the bridge was about to open, so we hastily untied ourselves and proceeded up river.  Having passed through the bridge we secured at the visitors' end of the marina which consists of one long pontoon.  It was Sunday, 1st August and Lifeboat Day at Whitby. The streets were crowded with holidaymakers and the whole town had a festive atmosphere.  We climbed the 199 steps to the ruined abbey from which there is a fine view of this ancient town.  Whitby is famous for its fish and chips so this was a must for our supper, eaten on a park seat watching a number of small boys fishing in the river. The evening was rounded off by the arrival of GRAND TURK, star of the TV Hornblower series, a three masted square rigger, with cannons firing as she came up river and berthed close to us.

 This was the turning point of our cruise, so on Monday morning we were up and away early to catch the bridge on the morning high tide. Our original intention was to return via Runswick Bay, but our second night there had put us behind schedule, so we headed straight for Hartlepool, a distance of 23 miles. We had a light following wind and were able to sail most of the way.  We needed to lose time as there would be too little water in the channel until about 1300.  On arrival  we entered slowly with keel half raised, and even then touched ground several times before we were able to enter the lock.  With all this judging of tides and lock times we realised how fortunate we were at Blyth  with no lock or tidal constraints.

 During the afternoon we sampled Hartlepool's other attraction, the Heritage Quay, a row of replica 18^th century houses containing nautical scenes from those times. It was very well done and worth a visit.  The following morning we awoke to thick fog again, and as tides dictated an early start for our next planned leg to North Shields, Royal Quays Marina, this was abandoned for the day.  Jane, who has a recurrent back problem was in considerable pain so it was decided to investigate her return home by train.  Luckily Hartlepool Station is only a short walk from the marina and trains run to our home town, Hexham, every hour, so she decided to return the next day.  It later poured with rain so we spent a rather miserable day sampling the other "delights" of Hartlepool.. 

The following morning, Wednesday 4^th August, dawned with thick fog.  While we were sitting in the cabin getting breakfast ready, there was a sudden hissing sound from the engine space accompanied by a cloud of acrid smoke.  Suspecting an electrical short I immediately switched off the master switch and the hissing ceased and the smoke gradually cleared.  We appeared to have avoided a major fire but were now without electrics.  When the smoke had cleared Nick examined the engine wiring and found the supply lead from battery to main fusebox  had almost burnt through.  Further investigation revealed that the live terminal behind the fusebox had made contact with an earth, though how this had happened when no one was disturbing it remains a mystery.  We fortunately had a quantity of spare wire on board but needed to buy some connectors.  The marina's chandlery were unable to supply the right size but told us of a motor accessory shop a "short" walk away.  This proved to be at least a mile, but was able to supply our needs.  Meanwhile Jane had left us for the station, and we spent the rest of the morning replacing the wiring and preventing a further occurrence.  The experience highlights the need for an in line fuse in the main supply cable as the fuses only protected the wiring beyond the fusebox.  The fog had by now lifted but visibility was still not good.  We decided to leave on the afternoon tide and accordingly exited the lock at 1500.  However soon after leaving we met a large fishing boat that had left with us, returning and indicating that the fog was thickening.  We could see that visibility was worsening and as we had a fair way to go decided to return.  So having spent about two hours negotiating the lock we found ourselves back at our berth!

 Thursday morning began foggy again, but it did look as though it would soon lift, so we decided to go on the morning tide, having seen more than enough of Hartlepool!  Outside the harbour the fog was patchy, sometimes visibility about two miles then suddenly down to less than 100 yards.  I was thankful for GPS and plotted our position at 30 minute intervals.  We had decided to make for Sunderland rather than Royal Quays as this would be only 16 miles.  The wind was still south easterly but only force 1 - 2 so it was a case of motoring again.  Fortunately we had plenty of diesel and Limmershin uses only a litre a hour. Nevertheless it was a worrying trip and we were glad to see Sunderland pier lighthouse loom out of the murk exactly as predicted. 

 We took the opportunity of visiting the National Glass Centre at Sunderland, a striking modern building and were able to watch some highly skilled glass blowers at work.  Otherwise our stay was uneventful and the following morning, although there was still some fog, it soon lifted and enabled us to continue our way home to Blyth where we arrived at lunchtime.  My carefully arranged passage plans hadn't exactly worked out as planned, but at least we had gained some useful experience in dealing with fog and other emergencies!   Maybe we should have gone to the Med this year too!

 Mike Findeisen,

LIMMERSHIN, Super Seal 26

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MEMORIES OF A SEAL 22

By Vernon Pell

Seal 22/151 was built by John Baker (Kenton Forge) Ltd., at Starcross, Exeter, Devon, in 1974, and purchased by a Mr Harmsworth, who was a flight crewmember for an Airline, which one I can't remember and who moored the boat, which he named (I can't remember that either) at Lymington). One thing that I do remember him telling me was that he always sailed to Yarmouth for lunch on Boxing Day and would have liked me to continue the tradition! As I moored at Poole it was rather a long trip for that time of the year and I never did.  

I had first seen a Seal 22 at the London boat show in about 1973 and liked what I saw, but the ownership of one then was financially far beyond me and I had to be content with dinghy sailing. I extended my cruising range by towing it to various launching places from Poole to the Solent. My first sailing boat with a cabin was an elderly plywood bilge keeler called Pelican. We had some fun with it and as it was during the period of a Labour Government with 25% inflation, I had paid £600 for it, made some improvements and sold it a couple of years later for £1500. This enabled me to look round for the craft I desired. In the spring of 1980 there were two Seal 22s for sale at the marine auctions at Tuckton, Christchurch, 149 and 151 both afloat having been sailed there, so I was able to directly compare them. Neither reached the reserve price, which I believed to be £3500, so a few days later, through the auctioneers, I made an offer for number 151, which was, to my delight, accepted. She was renamed Pelican 11 and came well equipped with a comprehensive set of sails and other equipment including an echo sounder.  

I wrote to the Builders for advice regarding a suitable trailer and in their reply, signed by P. Kelley, mentioned that the last of the 22s had been sold recently complete with a brand new trailer and suggested that I should contact the owner with a view to taking dimensions from his existing trailer. I never did, but purchased a second hand trailer, but the point of mentioning this is that the boat is still listed as being owned by that gentlemansome 22+ years. Is this a record for Seal 22 ownership? Shows what a satisfying boat a Seal 22 is to own. (In fact the Longest single owner ship is Murlo Primrose Seal 22/0)

I gradually made improvements. One of the first was the washing -up arrangement that was a bowl that had to be emptied by taking it outside to dispose of the wastewater over-board. The bowl fitted in to a similar size built­in plastic module, so I obtained, from a caravan accessory shop, a suitable waste outlet with plug that was fitted with a pipe draining into the keel box. I didn't like washing in the same sink as used for washing-up, so later I fitted a folding washbasin in the forward compartment.  

In 1980, I joined the Seal Sailing Association and this greatly enhanced my enjoyment and extended my cruising experience. I met some very nice people and I went to places that I would not have dreamed of going to, such as the upper reaches of Portsmouth Harbour, to a rally at Fareham; to Eling at the top of Southampton Water; to Ryde Harbour and to the top of the Beaulieu River to name but a few.

  Pelican II, Back in the Water 1982

In Cherbourg August 1984

When I purchased 151 it was powered by a tiny 3 HP inboard engine, which was started on petrol and then once warmed up, it ran on paraffin. This was fine and extremely cheap to run but was it was difficult to restart if allowed to stop and cool with paraffin still in the carburetor. The engine was coupled to a variable pitch propeller, which in theory enabled the boat to reverse, but the operating mechanism was prone to becoming out of adjustment and therefore unreliable. The engine was sadly lacking in power and I well remember being pushed steadily backwards by a two-knot tide and a gentle head wind with the engine going flat out! The manufactures of the engine also produced a larger 7 HP engine that used the same stern gear but had the added advantage of electric start and charging, so I set about locating one. One became available at the afore mentioned auction and was duly fitted. This opened up a number of possibilities and the three small individually battery powered navigation lights were replaced with a 12-volt masthead tricolour, a radio telephone, a speed/distance log and, as most of my trips were single handed, joy of joys, an Autohelm was fitted.

The Author on Pelican II in Cherbourg in August 1984.

These additions allowed longer trips to be undertaken which included the first cross Channel trip in August 1984 from Poole to Cherbourg that took 15 hours. Using dead reckoning navigation, CH 1 buoy became visible out of the haze exactly as expected, in the early evening.

The pride in my navigational ability took a severe dent during the return trip. Sailing from Cherbourg at 1600 hours, it was expected to close the Poole area at about daybreak the next morning. The wind was similar to that on the outward crossing, a westerly force three. After a long night it had been daylight for a couple of hours when a few hundred yards ahead very disturbed water was visible such that thoughts came to mind that a submarine was about to surface, and it was also realised that visibility was poor in mist. The RT came into its own and a call put out to the coast guard. They were extremely helpful and using their aerials were able give the boats position, which was practically unbelievable, as being just off St Catherine Point, I.O.W. A few minutes after thanking the Coastguard and returning to Channel 16, the great bulk of St Catherine Point appeared out of the mist about 300 yards ahead. The choppy water seen was the result of the tidal flow round the headland. This position meant that in the 60 mile crossing, an error in navigation or tidal allowance had put the boat some 30 miles east of where was intended. There was no GPS in those days and one slight excuse was the fact that in my eagerness to keep well clear of shipping, and there was plenty about that night, I altered course repeatedly, more concerned to avoid being run down than being on course. The boat finally was presented to Customs (it being required in those days) at Poole Quay some 28 hours after departing from Cherbourg. A few years later when I was confident that as long as winds of force four or less were forecast things would be OK. I decided to nip across to Cherbourg for the weekend. I stayed in Studland Bay on the Friday night and set of at 0400 hours on Saturday. The forecast was for southerly 2 to 3 with westerly 3/4 the following day. Ideal. The spinnaker was set and a good speed was being made, so at the halfway point I decided to continue. However a couple of hours later the wind died completely. I was not concerned and as 

An Unusual View of a Seal 22

was very hot and a calm sea I tied a rope attached to the boat round my waist and went for a swim. Not many people can claim to have had a solitary swim in mid-channel! I started the engine and resumed my course. Approximately two hours later the engine seemed to be slowing a little so I opened the throttle more and it picked up, then there was a sudden bang and the engine stopped dead. I tried to restart but it would not turn. I went over the stern and discovered twigs and plastic sheeting firmly wound around the prop. (I found later that French fishermen use them in place of floats for their nets). When the debris had been removed the engine still would not turn over, and to my horror I discovered that the engine, which had an air cooled block with water-cooled exhaust had overheated and seized solid. Try as I might I could not get the engine to turn, there was not a breath of wind, I was an estimated 12 mile north of the Cherbourg Peninsular and night was fast approaching.

Sailing in 1983

Pelican II Being Launched

Pelican II in 1985. Showing first version of the Hardtop

I called the Solent Coastguard, who replied immediately, and told them of my predicament, that I was in no danger nor in need of assistance but that I was concerned that my wife would be expecting me to phone from Cherbourg and if she did not hear from me could instigate vessel overdue procedures. They asked for my home number and said they would let her know. I then prepared myself for a long lonely night. As light failed I could make out a ferry coming towards me from a southerly direction. On channel 161 called,Car ferry heading north from Cherbourg, this is Pelican 11, over. Immediately I received a reply. We changed to a working channel and I told them that they appeared to be heading towards me, and why I could not get out of their way. I was told that they saw me on Radar as they left Port and would go around me. They gave me an accurate position as 10 miles north of theRvessels came near, which happened only three or four times. The tide took me the 14 miles or so southeast so that I was not far off Barfleur Point and as I was aware of the rocks in the area prepared to make use of the inflatable if I hit anything. I began to wonder what would happen if I was swept round the corner, but luck and the fact that it was a period of neaps tides was in my favour and at last I realised that I was drifting westwards and away from immediate danger. As dawn broke I was an estimated 5 to 6 miles north of the Port of Cherbourg based on the fact that I could see yachts leaving port. There was still no wind and I thought you need to get away from here and when through binoculars I could see a largish motorsailer under power coming in my general direction I gave a call on channel l6 describing it and its position and direction and obtained a response. The skipper was an auxiliary coastguard who immediately sympathised with my problem and offered to tow me towards the English coast. As it

Pelican II in 1987, Showing Hardtop

turned out there was no wind all day and he finally released the tow the Solent side of Hurst Castle, from where I sailed to my mooring in Poole the following day.

Talking of Hurst, I was sailing eastwards in a light wind under spinnaker one day when the boat was caught by one of the whirl pools which form there and spun round through 360 degrees. The spinnaker was wrapped around the forestayand the tidal flow had taken me past the entrance to Lymington before I had sorted it out

While adrift and out of control off Cherbourg, I had decided that if I got out OK I would obtain the best available engine for the boat, with two batteries and plenty of fuel capacity. A diesel was rather heavy, I thought, so decided on a new Dolphin 12 HP twin cylinder petrol engine. It proved to be smooth and quiet and with a six gallon tank gave a range of 18+ hours with a good turn of speed. It had a built in starter/generator with its own battery, and I fitted a separate belt driven dynamo and battery for the other electrical items.

One problem that I experienced was that the effort to raise the keel steadily increased which was caused by the wearing of the bearing that is forward of the winding handle. Details of how to replace the bearing are in Newsletter 4/1986.

I decided that the design of the Seal 22 cried out for a hard top and considered making one in marine ply similar to the idea of Geoff Tollet, see Newsletter September 1980. It was thought that a more rounded shape could be achieved if made in glass fibre, so a mould was made from pieces of driftwood, chicken wire, plaster of Paris etc. When it was ready it looked fine so glass fibre matting, resin and hardener were purchased and the mould covered and believe it or not it looked very good. However I waited and waited, even applied extra heat, but it would not go hard. After complaints to the supplier they admitted that there was some problem with the hardener and replaced the matting, resin and hardener. It was impossible to remove the sticky mess from the mould so it was all destroyed, and I was back to square one! Later I fashioned a new mould and completed a hardtop with windows, washboards and sliding hatch. By the time it was finished the season had started and the boat was back in the water so I floated it out on the inflatable and lifted it aboard using the boom as a crane.

One day I was on the way to a S.S.A. rally and rendezvous with Walter Brown off Hegistbury Head. He was in his Seal 26 and he slackened off his sails and we sailed in company for a short time. He hardened up the sails and Ard Righ just seemed to rocket away. 1 thought, I want some of that, so decided there and then to become the owner of a Super Seal. After 12 years of ownership I was still very happy with my 22, we had been through quite a lot together, so did not want to sell until I had purchased a 26. I eventually found and bought one. Number 151 was put up for sale and so ended some 12 years of happy ownership.

Vernon Pell, Dream, Parker275/2

May 1991. The Keel is Lowered onto a Small Trailer for Examination of it and the Inside of the Box.