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La Reunion

Reunion Island; where does one start to describe this jewel in the Indian Ocean? Possibly the most complete tourism package I have yet seen? Without being at all touristy!

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The approach to St Pierre from the North East.

Our approach to Reunion on Friday 31 October was from the East after an overnight 140 mile sail from Port Louis, Mauritius. The island was visible on the clear night from 30 miles out and at dawn, revealed itself in all its mountainous, green splendor. The volcanic nature of the island, with its highest peak over 3000m, was soon evident from the massive lava runs down the northern slopes.

We were headed for St Pierre, the third largest town on the island, on the south eastern coast where we had managed to secure a berth in the town Marina for a few days despite being told that there was no berthing available anywhere on the island due to the ARC Round the World Rally boats taking up all the available space. This may have had something to do with a young Reunion friend of ours who harassed the Port Captain into making a plan for us! There are no anchorages around the island as it rises straight out of the depths of the ocean and except for a narrow, shallow reef on parts of the East coast, is steep to and a fiercesome coastline. At a distance of only some 50m off, we were often in depths of over 200m!

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Our approach to St Pierre was made all the more exciting by a screaming fishing reel! By the time the Genoa was rolled away, the cockpit cushions taken out of the ‘splatter zone’ and the wind vane disengaged the fish had almost stripped my reel and was heading back towards Mauritius! After a lengthy and spirited fight with wonderful tail-walking displays I got the fish alongside and saw just how beautiful a specimen it was. About 1100mm long, it was later identified from a photo by a friend of ours, as a Short Billed Spearfish. Fortunately my fishing skills were no match for its cunning and after ducking under the boat and wrapping the line around the propellor,it gave two victorious leaps in the air and swam off over the horizon.

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The next bit of excitement came with the challenge of negotiating the entrance to the St Pierre Marina! The marina is literally a section of reclaimed reef and the entrance is short and takes a dogleg to starboard and then to port between waves breaking on the reef on either side. Once through the channel, there is little room to maneuver and even less signage to indicate where one should berth for Immigration etc. The only section of wharf available to us was a low, sloping section of rough concrete about a metre longer than Jerrican! With a stiff onshore breeze, this berth was always going to be easier to get into than out of again. Sliding in like a pro, we ever so slightly touched the bottom! Although it was Spring Low tide, the port has an asymmetric tidal curve and I wasn’t sure how low the next cycle would be! With a bit of pushing and pulling from our American neighbours, with whom we had been in Rodrigues and Mauritius, a lot of engine revving and a slight scratch to the bow, we re-parked next to “Calico Jack” and I wandered off to find out how to clear into this Province of France!

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This turned out to be the simplest formalities yet! I walked in to the harbourmaster’s office to find it deserted except for a single, non-English speaking lady which would explain why the VHF call to the office had gone unanswered! With lots of hand gestures and my rusty schoolboy French we got by. A single information sheet to be filled in, mainly about the yacht, a crew list and she faxed copies of our passports to the local Gendarmerie who promised to come down and check us in at 17h00! We were somewhat skeptical as it was Friday afternoon after all. My crew scattered like truant school children and when the Gendarmes arrived at 17h00 precisely, I was left trying to explain that they were “somewhere around”! With a nod to officialdom, I was instructed to round them up so I could prove the veracity of the crew list. A quick sprint through the centre of town was successful. It helped to know what their priorities would be; beer, free wifi and burgers, in that order. The Gendarmes then eyeballed each crew member, stamped their passport in the back of a little Renault, and wished us all “Bienvenue a Reunion”.

The marina in St Pierre is literally right in the middle of town and everything one could need is within easy walking distance. The first three days mooring is free and thereafter it is €15 per day, irrespective of the size of the yacht. The marina has a 25 ton travel lift and a reasonable size hard working area. There are very rudimentary showers and a toilet but there is 2 hours of free wifi per day, per email address.

Formalities done and dusted, we set off to explore this quaint little piece of France. With a population of around 890,000 the island is less inhabited than Mauritius but manages to convey a sense of sophistication and poise which its smaller, more populated and commercially more successful neighbour doesn’t. The Island is a Province of France and is divided into four departments. A Prefect runs the island’s Government affairs.

Downtown St Pierre is a veritable paradise of Patisseries and coffee shops for those whose tastes run that way! I know Anita and I spent a considerable portion of the boat’s budget at these establishments but we reminded ourselves that the Internet was free as opposed to being extortionately expensive, or horribly slow if free, on Mauritius. More than once I heard my crew remarking that it is amazing how French women have such lovely figures when they eat so much pastry!

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Several years ago, when we lived in Kommetjie, we hosted a young Reunion schoolgirl on a language exchange program. Aude Ahn was the shyest 14 year old imaginable and didn’t speak a word of English when she stayed with us. The Internet is an amazing tool for keeping in touch with people all over the world and, through Facebook, we stayed in touch. Coming to Reunion was an opportunity not to miss to catch up with her and see how 9 years had changed her! Aude facilitated a berth in the Marina for us and then on our first afternoon in town, she brought us lunch that she and her mother had made in Reunion tradition. Fish curry and various side dishes that were absolutely delicious! A wonderful afternoon was spent reacquainting ourselves and learning about Reunion from a local’s perspective. Taking a bit of the gloss off my initial impressions was finding out that the island suffers approximately 30% unemployment amongst the youth and that job opportunities, even for the well qualified, are scarce. But isn’t the rest of the world somewhat similar? Apparently, social welfare is a well entrenched part of the local psyche and there is a certain amount of resentment about this from the mainland French. But on the bright side, island culture has prevailed and people are generally laid back and friendly.

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With a limited amount of time to stay, and having arrived at the start of a weekend, we needed to select two excursions before setting sail again. For the Sunday we decided on a bus trip up to the north east of the island to the village of St Phillipe. The local busses are inexpensive and punctual with a clapping of hands to tell the driver that you wish to alight at the next stop. The trip to St Phillipe took around an hour and travelled along a scenic coastal road. Once in St Phillipe, we were reminded of a small East Coast of South Africa resort town that closes down over the weekend! There was an open restaurant where the clientele seemed to be family and close friends of the owners and outsiders were welcome as long as the regulars were there to keep the place open! In fact, the kitchen closed just after 13h00!

We walked along the sea front which was formed from hard, black volcanic rock, very much in keeping with the inhospitable nature of the weather shore.

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Monday’s excursion will stick in my memory for years to come! It was certainly the best €5.00 I have ever spent! We rose early and headed for the local bus station to catch a “yellow bus” to St Louis where we changed to a “pink bus” for the journey to Cilaos, high up in the mountains. The trip was nearly two hours long, went from sea level to over 1200m and the road had 69 switchbacks and two tunnels that were about 50mm wider than the bus! The scenery was spectacular in the extreme as were the encounters with other vehicles, especially busses, going in the opposite direction! On many occasions we met another vehicle on a blind corner and a whole set of rules that I couldn’t work out determined which vehicle had to back up to let the other past! On the return trip to St Louis, the bus driver had to make a three point turn to line the bus up squarely with a tunnel and this involved the back two metres of the vehicle protruding out over a sheer drop of several hundred metres! Not for the faint hearted!

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This is the track on my chart plotter!

The village of Cilaos is quaint and scenic. It begrudgingly attends to the needs of the large numbers of tourists without actually appearing to do so! Restaurants close at a whim leaving uncomprehending tourists standing hungry on the sidewalk and the ladies staffing the embroidery workshop, one of the town’s proclaimed speciality industries, glare at those impertinent enough to wander in to the showroom! We settled for a non-interactive walk in the surrounding mountain forests and were glad to have done so! My fitness fanatic and mountain biker friends would have been impressed by the number of trails conspicuously marked as not being for pedestrians, only for mountain bikers!

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Street scene in Cilaos

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Cilaos from the road to St Louis

The downhill run from Cilaos has its own set of concerns, mainly those of brakes! We needn’t have worried as clearly the trip is mundane and ordinary for the locals and they managed to catch up with some sleep on the trip into town while we gripped the armrests anxiously!

As always happens, the time came to leave this special place, in this instance, before the sea conditions forced the Harbourmaster to close the harbour. The formalities for leaving Reunion were, if anything, more relaxed than those for clearing in! Hand back the marina security tag, phone the police and have them come down and stamp our passports! All over within 20 minutes. “Bon voyage” they said. I hope so too, I thought.

With a fresh South Easter blowing and a rowdy sea forming swirling currents and breaking waves at the harbour mouth, it was definitely time to set sail for Port Elizabeth, South Africa. Or so we thought…… but that’s a story for another day.

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Adieu Ile Maurice

I believe ‘adieu’ is more final than ‘au revoir”? I think this is most likely the case for this crew of Jerrican.

This is our second visit to the island in just more than three months and it has been very different to our first one in August. At that time we were rushing to effect repairs and meet a deadline. On our first stopover we hardly had time to explore and really only got to know downtown Port Louis and the upmarket waterfront development of Caudan Marina.

This time, we spent the minimum amount of time in Port Louis and made our way north to Grand Bay where we spent two weeks at anchor as guests of the lovely Grand Baie Yacht Club. Another reason for not spending time in Port Louis was the arrival of the ARC Round the World Rally fleet of 26 boats, most of whom were over 50ft. The La Caudan Marina was cleared of all other boats to accommodate them.

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We had a minor electrical problem in Port Louis that caused our ignition to only work sporadically, and being a weekend, could not find anyone to assist with repairs. Finding skilled people is challenging enough in your home town, to find a marine electrician in a foreign country is often quite daunting. Fortunately, the noonsite.com website has a referral for a man called Ivan and what a gem he turned out to be! A local youngster, trained on ships and now running his own show. He said he would see me at 16h00 and at 15h55, he called and said he was en route and on schedule. Of course the ignition system worked perfectly for the next ten or so attempts to start the motor and I was starting to feel somewhat foolish until it fortunately failed again! Ivan ran through every wire in the system, ruling out every potential connection issue and eventually we came to the conclusion that the start inhibitor circuit, preventing one from starting the motor in gear, was faulty. It has an electronic switch that needs to close in order to complete the ignition circuit and sometimes it was staying open. Easily fixed with WD40 and so far, so good. I also received a lesson in hot wiring Diesel engines and can now bypass the ignition circuit and start the motor with a screwdriver shorting the starter motor and battery! I’ve always wondered how that was done, it looks so easy in the movies!

Arriving in Grand Bay the following morning after a 2 hour motor up the coast, we went ashore to the yacht club and I met the Club Manager, Phillipe. Formalities took all of five minutes and as far as I recall, the only rules we had to abide by were that we needed to be adequately attired at all times and we were not to bring visitors to the club without his consent! The fee for staying at anchor and using the club facilities was exactly zero for the first month and then Rs 500 per week ($16) thereafter, but this would probably not be charged!

The club is in a stunning location at the NE end of Grand Bay and has upmarket hotels as neighbours on three sides making it a very exclusive position. There are several racer/cruisers on the swing moorings and a few cruiser/racers as well as a couple of out and out cruisers. Racing activity seems to be limited to Saturday afternoons but in the best island tradition, sailing is an everyday affair! The club has showers and wifi, a restaurant and a bar putting it on a par with clubs like False Bay Yacht Club, just without the avid sports fans and Wednesday night racing.

Fellow cruisers in the bay were from Germany, Austria, USA and Israel and several sociable evenings were spent braaiing on a beach adjacent to the yacht club. I am constantly reminded of the collective wisdom, knowledge and experience of a group of cruisers. If anyone has a problem, no matter what, chances are one of the others has had it before and knows just how to resolve it! The tips and advice I received from two cruisers on setting up my wind vane were worth more than any manual or instruction book that came with the equipment.

One of the reasons for spending more time in Mauritius was to resolve a problem we had been experiencing with our steering that had been getting progressively stiffer as we sailed. It was stiff when we started out and I expected it to loosen up with time and use. The opposite was true and although we were always able to steer by hand (maybe that should read, wrestle), we were not able to use the windvane self steering. This was inconvenient, but manageable, while we had a four person crew. When we are reduced to just two of us, it would have made life unbearable. Our friend and boat builder, Jeremy Behrens, exhibiting Customer Care above and beyond the call of duty, offered to fly out to Mauritius and make the necessary repairs to the steering system for us!

I reserved time on a travel lift in Port Louis, but Jeremy was confident he could make the repairs without slipping the boat. As it turned out, he was right and between us we managed to remove the ‘shoe’ on the bottom of the skeg, drop the rudder through the bottom of the boat using the main halyard and a snatch block off the radar arch, and remove the shaft bearings that were causing the problem. An amazing system of blocks and tackle had to be rigged up in order to pull the rudder down and out, due to the friction in the bearings. I would never in my wildest dreams have thought that two bricks bound together with duct tape would be an essential part of a rudder repair kit!

Having removed the bearings, we needed to find a lathe to re-machine them to a slightly less ‘perfect’ fit. Asking around at the yacht club we were given the name of a man with a General Dealer shop, and a machine shop in the back! It didn’t sound too promising, but after a 15 minute taxi drive we were in Gadel’s amazing workshop. He has machines going back literally decades and skilled workmen to operate them. An hour and a half later and we were on our way back to the boat with bearings that were bored 0.5mm larger than they had been before. Within an hour, the whole lot was reassembled in fading light, mostly from under water without the aid of scuba gear! It all worked perfectly! What a relief.

The following day was spent tidying up all the loose ends and getting packed up and ready for a test sail to Flat Island, 6 miles to the north of Mauritius. The test sail was great and Jerrican felt like a brand new boat! One finger steering and responsive like I would never have expected. I’m still not sure whether to be pissed off that the steering wasn’t like that from day one or relieved that it is right now!

In hindsight, we have had a real positive from the situation. We all have learnt to steer our boat in conditions from benign to horrific and that has a value in that we now understand how she behaves, or doesn’t! All that remains now is to get the wind vane working correctly, and passage making will hopefully be a lot less stressful.

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In between the boat fixing, we did manage to find time to explore the island a bit. Hiring a car for a day, we drove slowly around the North of the island, heading east and then south to the airport. The beaches around the Perybere area were really beautiful, as was the ‘wilder’ east coast. Unfortunately, with the amount of development along the coast, one tends to see a lot of boundary walls and not a lot of coast! I was left with an impression that there has been a lot of money made in Mauritius by a lot of people in the last 20 years, resulting in a vibrant and relatively inclusive economy. There is certainly very obvious evidence of South African investment in Mauritius, and everywhere one looks, or listens, there is proof! Pam Golding, Seeff, Woolworths and Mugg & Bean, Spar and Ocean Basket, Spur, Keg, Steers and Nandos make up some of the familiar brands! Mauritius is no longer a remote and exotic island destination but rather a vibrant, bustling, first world country. Seemingly a good place to do business and definitely a destination for high spending leisure tourists to indulge their every desire.

We spent a leisurely morning exploring the Botanical Gardens in Pamplemousse. These are apparently the third largest botanical gardens in the world and were worth the time and money spent wandering around them. Getting there was a short and inexpensive trip on a local bus from Grand Baie.

For cruising yachtsmen, Mauritius probably does not tick too many boxes as one is limited to three options in terms of mooring. There is La Caudan Marina in the heart of downtown Port Louis, Grand Baie in the North in the centre of touristville or Black River in the south which we did not visit, but did hear positive reports about.

La Caudan was relatively inexpensive at Rs 350 per night ($11) which included water, electrical connection if available, and the use of nice clean toilets and showers. The vibrant fresh goods market is within easy walking distance as is the old part of Port Louis city. The downside is that it is in a busy waterfront development and you are always part of the attractions on show.

Grand Baie is free as one sits at anchor and has access to the facilities of the Grand Bay Yacht Club. The downside is that Grand Baie is open to the north and any swell with a northerly element can make for a bit of a rolly anchorage. Sometimes one would be hard pressed to distinguish between swell and wake from the numerous tourist boats, and the Coast Guard, the worst offenders of the lot! Personally, I didn’t mind the activity on the water and we were anchored far enough off shore that the disco music from the hotels at night didn’t worry me at all.

Apparently, Black River is a quieter and more remote option according to fellow cruisers who holed up there while Port Louis was being ARC’d! The anchorage for monohulls is almost a mile offshore so a decent outboard and dinghy would make all the difference!

Officialdom was without fail, courteous and efficient, if somewhat time consuming! Multiple forms had to be filled in, some with several pieces of carbon paper. Many crew lists had to be produced, the details laboriously copied down into ledgers, and then the original stapled to the page etc etc. And every piece of paper had to have the boat’s stamp on it too!

There were things we wanted to do but did not get to do in Mauritius and perhaps that was the best way to leave it? There will always be something to see if we do end up there again!

The weather forecasts for the trip back to South Africa showed a couple of days with very light winds from the north east which would have meant motoring until we encountered better breeze…… but that would have been an unnecessary expense, so when we got an email from the Port Captain in St Pierre in Reunion, it made perfect sense to do the overnight sail to France and wait for more favourable weather in a place we hadn’t yet seen, but really wanted to!

Next stop, St Pierre!

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Rodrigues Island

We left Gan, Addoo Atoll, Maldives on 18 September, aiming for the Indian Ocean island of Rodrigues, 1300 miles to the south west, as the proverbial crow flies. Unfortunately, the dictates of prevailing winds and currents meant that we were never going to be able to follow that crow’s path without making our lives very unpleasant! Sailing wisdom required us to head south east for as long as possible from Gan, in the south westerly winds, and then start heading more south west when we encountered easterly and south easterly winds as our latitude increased.

Crew for this passage was slightly different in that our son, Grant, went to Sri Lanka while we were in Chagos and came back with Claire instead of Garrick who he left with! It would remain to be seen whether this would be a good trade. Claire had never sailed or been on a boat before and Garrick had become a really useful crew member. Something about Claire’s willingness to give up her job managing a Travellers’ Hostel in Colombo and hop aboard a yacht sailing from Maldives to South Africa told me that she has the right approach to adventure and life itself!

As expected, the first two and a half days dished up very light and variable winds so a lot of motoring was done. We were able to make sufficient easting to pass on the east side of the Chagos Archipelago without seeing any more than a loom from Diego Garcia in the dark of night. Shortly after this, we started getting the unstable and variable winds associated with the crossover zone between the westerlies nearer the equator and the south easterly trade winds. Squalls with rain and colder and stronger winds from the south were a feature of most nights and we were close hauled for almost 800 miles, determined not to take the easy way out and bear away for Mauritius, a slightly easier although longer sail to the west.

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For the last two days, the wind backed to the East and we had some glorious sailing, easily doing 150 mile days. We caught a nice sized Dorado to boost our protein intake into the bargain!

Our first view of Rodrigues Island was just after 08h00 local time when we were still some 25 miles out. The highest point of the island, at 396m, was the tallest thing we had seen for nearly two months! The Coast Guard were courteous and efficient, relaying our request for permission to enter the Harbour to the correct authorities and confirming their agreement within minutes. The approach to Port Mathurin was fairly simple although it would have been nice to have an up to date paper chart! Noonsite.com has warnings that there are discrepancies between the electronic charts and the actual channel to the wharf. If we had followed any of our electronic aids, we would have driven straight up onto the coral in a fairly embarrassing way!

Arriving in Port Mathurin was a fantastic experience. As we cautiously approached the wharf there was a group of four smartly dressed men gesticulating to me and indicating exactly where we should park. Sceptical by nature, I was looking for the vested interest or at least, signs of apathy. On approach, these gentlemen took our lines tied them off professionally and then chided me to hurry up and get the ‘Q’ flag raised so they could do their job! They were from the. Health Department, Immigration and the Coast Guard, there to process all the necessary forms to make our stay legal! This took all of 15 minutes with smiles and handshakes and many ‘bienvenue a Rodrigues’s. What a pleasant surprise and a lovely way to be introduced to a country. Customs took a little longer to get there, but the official was equally relaxed and prepared to overlook a couple of technical non compliance issues in the interests of tourism!

The next official to turn up and introduce himself as plain ‘Gilbert’ was the Harbourmaster! Shorts and flip flops are part of his ‘uniform’ and he bears a striking resemblance to Morgan Freeman. Super laid back, charming and hospitable, he was a font of knowledge about all things Rodriguen. I couldn’t help thinking that a few organizations along the South African coast could benefit from the professional and welcoming approach these islanders employ? There was no charge for tying to the wharf but there were no facilities either except for a 24 hour security guard at the access gate to ensure no inquisitive, but uninvited visitors turned up!

There is only one wharf in Port Mathurin’s Harbour and as far as I know, only one ship that calls there. It is a supply ship from Port Louis and calls about every 8-10 days, for 2 days and a night. Any yachts on the wharf are advised by the Harbourmaster the day before so they know they have to be off the wharf and out of the inner harbour before 06h00 on the morning of the ship’s arrival. As soon as the ship has docked yachts may return to anchor in the turning basin, about 50m from the wharf in good holding ground. The yachties are invited to tie their dinghies to the tug or pilot boat when going ashore.

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My first impressions of Rodrigues were of a quaint, colonial style island town populated by friendly, easy going people of a distinctly African heritage. Not much changed that as we walked and drove around this beautiful little island.

Nobody works too hard as most businesses open around 09h00 and everywhere closes at 16h00, with most taking time out for lunch in between! Few restaurants are open later than 20h30!

The island is home to around 38,000 people and is a autonomous region of Mauritius. It is run by a Regional Assembly with the Chief Commissioner as it’s head. The island’s main industries are agriculture, fishing and a growing tourism sector.

Having been advised that the town comes to life on Saturday mornings when the local fruit and vegetable market gets into full swing, we decided to extend our stay by a couple of days to witness the occasion. We were not disappointed. The market was packed and vibey. Islanders from all over had brought their produce and crafts to the market and the rest of the population seemed to be there to buy their wares! It required considerable discipline to not buy something of everything on display. We did not have much discipline.

In total contrast to Gan in Maldives, the Rodrigues authorities have declared the island to be a no go zone for plastic shopping bags and everyone (except the odd cruiser) brings their own baskets woven from Palm fronds to carry their purchases home (usually by scooter).

Being on the rhumb line between Cocos Keeling and Mauritius, Rodrigues is a regular stop over for cruisers coming from the Far East or Australia and we soon got to know the crew from our neighbours on the wharf. Several pleasant evenings were spent ‘chewing the fat’ with them and hearing all the war stories about their voyages so far. To a crew, they were all very nervous about the passage from Mauritius to South Africa and we were interrogated at length about routes, the Agulhas current, ports of entry, the Agulhas current, weather systems, the Agulhas current, immigration regulations and the Agulhas current. Did I mention that they were all concerned about the Agulhas current? The reputation that the east coast of South Africa has earned , has spread far and wide! Unfortunately, at the risk of underplaying the dangers, we had to be brutally honest and give a really objective opinion which did nothing to allay their fears!

For two days we rented a little Suzuki car with an 800cc engine and, with four of us on board, I amused myself by trying to get out of third gear on anything except a steep downhill! Fortunately there were plenty of those! It is fairly easy to cover most of the island in a day and by the time we had crisscrossed the island and been lost on a few occasions, we had still only managed to drive 76 kilometers! On the second day, we went to Anse Marouk on the south eastern corner of the island and splashed out on kite surfing lessons for Grant, Claire and myself. Anita preferred to spend two hours doubled over laughing at our efforts! It was certainly a perfect nursery training ground. The water was 27C, the wind was steady at 18 knots and the lagoon was shallow enough to walk back to the beach, ignominiously, while your instructor carved, spun and jumped his way back on your board, just to remind one how much is still to be learnt!

All too soon it was time to hit the high seas again and make our way to Mauritius. We cleared out with all the various authorities and left Rodrigues at 10h00 on 9 October, for the 320 mile sail to Port Louis where we arrived 60 hours later after a relaxing downwind sail (for the first time since leaving SA).

Was it worth the detour from Maldives. Absolutely. Would we make a special plan to go back there? Mmmm, maybe, but only if it didn’t involve any close hauled sailing! Now I know I’m becoming a proper cruiser!

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Deep Sea Charter boat’s haul after a day’s fishing!

An expedition to the Chagos Archipelago

It all started in February this year when my wife, Anita, went to the restaurant at False Bay Yacht Club to escape the insanity that surrounds living and working on an incomplete yacht.

We had rushed to launch Jerrican in December 2013 or face having to rent a house ashore for the festive season, and that didn’t fit our financial plans at all! When I say she was incomplete, it was probably an understatement. There was no plumbing for instance, the cupboards had no doors, there were no floors to speak of, just a monstrous yellow engine in the middle of where the saloon floor should be! Not exactly a dreamboat!

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I had been working with a few sub-contractors since early January to pull the whole project together so that we could start our planned cruise to St Helena and beyond with the Governor’s Cup race in December 2014. This gave us plenty of time to get her completed and do some serious shakedown sails.

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What does this have to do with a visit to Neptune’s Restaurant? While there, immersed in Facebook and cappuccinos, she heard a rather distinguished and ‘proper’ British accent. These are not nearly as commonplace in Simon’s Town as one might think and so she looked up to find a bearded and sunburnt face asking her if she might watch his laptop while he went to the Gents.

The face belonged to Stewart McPherson who had just recently returned from a voyage to Tristan da Cunha and Gough Islands on board a Roberts 45, Supreme Lady, belonging to another FBYC member. As Anita discovered they had chartered Supreme Lady to take Stewart and a cameraman to Tristan as there was no other way to get there for the next two years! As she chatted to Stewart, she learnt that he is, amongst other things, a film producer and was coming to the end of a three year project to film all the British offshore territories and to tell the story of the islands that are the ‘jewels in the crown’ of the UK.

He had been as far as the Caribbean, Atlantic and Pacific Oceans filming everywhere from South Georgia to Pitcairn and now had only one more possession to film, the Chagos Archipelago in the Indian Ocean. Unfortunately, with the way the Tristan trip had run over in time, he had now missed his only way of getting to Chagos. The yacht that had been arranged could not wait any longer.

Anita has always been one to see solutions where other people see problems so she immediately suggested that Stewart come and have a look at Jerrican, as she was sure I wouldn’t mind a shakedown cruise to the Indian Ocean in a few months time! To be fair, we had discussed going for a sail to Mauritius once.

I was working away on board when I was hailed by Anita to say we had guests for tea. She dragged Stewart on board and introduced us and showed him our ‘work in progress’. It is testimony to either Stewart’s foresight, desperation or to the result of Simon’s Town’s hospitality the previous evening, but within minutes we had an expression of interest and a promise to pursue the discussions by email on his return to the UK. The fact that he lost my email address 3 times in the next fifteen minutes made me think the hospitality had something to do with it!

To cut a long story short, we were able to come to a suitable arrangement over the next two months and agreed to meet the film crew in Gan, Adhoo Atoll, Maldives on 20 August giving me an effective two months to squeeze 10 months of work into in order to have the boat ready for passage making!

More subcontractors were employed and our home began to look like a proper construction site. Eventually, we threw in the towel and moved in with Anita’s parents for the last few weeks while the carpenter worked 18 hour days to get us ready. It was a very stressful situation. And then there was SAMSA and ‘Going Foreign’ to negotiate as well. Both SA Sailing and SAMSA were professional and helpful and the formalities were completed with far less rigmarole than I had expected.

Eventually, on 9 July, we departed. There was still a list of unfinished items as I am sure every cruising boat has, but there was simply no more time to delay if we were to keep to our commitment.

False Bay was calm and sunny on the mid winter morning that we left but we knew that it was temporary and that a typical winter cold front system was lining up in the mid South Atlantic. This didn’t phase me too much as Jerrican is a Dudley Dix 43 Pilothouse cutter, strongly built in steel and fitted out to take the worst weather we expected to encounter in an eventual trip planned to Patagonia.

Our planned passage to Gan included a stopover in Port Louis, Mauritius for two reasons. One, to replenish food stocks for the joining film crew and to top up the diesel tank and two, to give the crew a little rest and relaxation after the long haul. I had planned to take 21 days to get to Mauritius and hoped to take 20. As it was, the winter weather in the South Indian Ocean played a much larger role than I expected and we ended up taking 25 days! We also became very proficient in the twin arts of fore-reaching and heaving to!

Our stop in Port Louis was brief, busy and most pleasant. We were there for five days in which time we replenished stores, fuel and gas, effected sail repairs, sewed awnings and witnessed our two 23 year old crewmen continue their quest to find the perfect burger after 25 days of vegetarian (and the occasional fresh fish) meals!

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From Port Louis it is 1460nm NE to Gan, Addoo Atoll, in the Maldives. The prevailing wind for the majority of the leg is the South East Trade Wind so it should be an easy beam reach all the way. Not so. The winds are mainly SE, for some of the way! The seas are large and confused all of the way, making for some of the most uncomfortable sailing I have ever done. 12 days on starboard tack including 18 hours hove to while attending to an engine overheating problem. We arrived at the the entrance to the Addoo Atoll on exactly 20 August as promised to find that our film crew had fallen victim to “Island time”.

Stewart and his four man team of divers and cameramen had met in Male, Maldives, intending to transport themselves and all their equipment the 300 miles south on a local Dhoni, or inter island transport vessel. The arranged Dhoni did not turn up and it’s replacement was available at three times the already high, agreed fee! After a day spent tracking down other options in the pouring rain, they located a Dhoni captain ready and prepared to leave immediately for Gan. The maths was easy. The Dhoni can cruise at 10 knots easily, they had 300 miles to cover, a day and a half should do just fine? However, the Dhoni captain had other ideas and quite clearly, a girl on every island between Male and Gan! He insisted on stopping every night, the last time being almost in sight of the destination. Needless to say, it was quite a frustrated film crew that hailed us on the morning of 25 August from the Dhoni as it bore down on Jerrican at full speed! They had had no food for two days, anticipating a 36 hour transfer and were tired, hungry and thirsty. And Richard’s iPad had been stolen during the last night alongside in Gan. Now they were going to load themselves and all their equipment onto a 43 ft yacht and leave immediately for a 280 mile transfer to Chagos.

Once clearance had been obtained from Customs to transfer the equipment from Dhoni to yacht, they pulled up alongside and made fast to my mooring cleats, showing a lot of faith in my anchor system as the Dhoni probably weighed in at nearly 75 tons! Fortunately I had bought two “d-fenders” from Ark Inflatables that, when inflated, were larger in diameter than the depth of the tractor tyres used as fenders by the Dhoni!

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What does a film crew of five take with them for a two week expedition to a remote place that has no infrastructure and no shops? Try this for size:
Two dive compressors, six dive cylinders, 15,000 ltrs of emergency oxygen, eight enormous Pelican cases of camera equipment, two coffin shaped boxes containing camera cranes and rails, divers equipment, weights, 250 ptrs of petrol in cans and more laptops and cameras than I’d seen assembled in one place before! This was on top of the three inflatable dinghies and two outboards that I had brought along.

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Then there was personal gear. A small bag for each person with just space for a few t-shirts and board shorts. I knew I was going to get along with these guys!

I estimate that crew and kit probably added up to two tons of additional weight and Jerrican dropped at least two more centimeters of freeboard!

Once the crew had rushed a breakfast at the local “EyeCafe” (I kid you not), we started the Customs and Immigration checkout procedure via our agent, Masood Saeed. This was eventually accomplished at 17h00 and we weighed anchor immediately, setting sail on a south easterly course for Chagos, 280 miles to the south. Gan lies at 00 45S in a relatively windless belt and Chagos lies at 05 00S in the SE trades so we needed to make some easting before the SE was encountered. As heavily laden as she was, Jerrican was never going to sail in anything but a gale so it was motoring or at least motor/sailing all the way.

We duly arrived at the NW entrance to Peros Banhos Atoll in Chagos in the early hours of 28 August and drifted quietly waiting for sunrise, not for navigation purposes, but for the camera crew! This was to be the the way things worked for the next two weeks, “get the picture, worry about the other things afterwards”.

Ile Diamante in Peros Banhos Atoll
Ile Diamante in Peros Banhos Atoll

The first filming destination in a jam packed schedule was on Ile Diamanté in the NW corner of the atoll. The wind was fresh from the SE across a fetch of 12 miles and this meant the anchorage was extremely exposed and very uncomfortable. One of the conditions of our permit from the Foreign and Commonwealth Office was that we would only anchor in defined anchorages in order to preserve the coral. Needless to say, I was grateful for our 40kg Rocna anchor and G40 grade chain.

The next days were filled with similar programs; Stewart and cameraman Simon would be dropped off on shore at dawn to film shore based stories and the three divers and underwater cameramen, Richard, Rohan and Jon would make several dives on the reefs in the immediate areas, coming back on board only to refuel themselves and refill their dive cylinders.

After two nights and a day of stressful anchor watching at Ile Diamanté, we moved to Ile du Coin where the anchorage was much more protected. We went on the outside of the atoll, dropping divers off for a dive on the outside reef and the shore crew to film on the only unnamed island in the archipelago. Both parties came back bursting with enthusiasm for what they had seen. The divers regaling us with stories of massive drop offs with 30m visibility, sublime coral and incredible fish life. Stewart and cameraman Simon felt like explorers of an island hitherto untouched by humans and maybe they were?

Once safely at anchor at Ile du Coin, I felt confident to get off Jerrican for the first time and leave her unattended. Anita and I dropped off the transom, glanced nervously at the Black Tipped Reef Sharks circling us and swam about 30m to the nearest coral reef. Now I was starting to understand how special this place is! The coral and its attendant fish life is simply spectacular. There are no other superlatives to describe it!

Coral thriving in Chagos. Photo by Dr Rohan Holt.
Coral thriving in Chagos. Photo by Dr Rohan Holt.

After spending an hour or two drifting lazily over the coral gardens, in 30C water, I sat back on Jerrican’s sugar scoop and reflected on the environment that we had somehow found ourselves in. We were the only yacht in an atoll more than 12 miles in diameter, containing twenty seven islands, all totally deserted (except for a lone donkey). I’m not qualified to say whether or not the creation of the Chagos Marine Reserve in 2010 has had the effect of preserving the marine environment but it does seem to have caused a huge reduction in the number of visiting yachts, some of whom used to return year after year for a few months at a time. The resultant mixed feeling of privilege and sadness required some examining.

After another day of filming on the island of Ile du Coin and it’s surrounding reefs, the weather forecast showed perfect conditions for the 25 mile sail to the Salomon Islands. This we duly did, leaving at dawn and arriving off the NW entrance to the Salomon Atoll just after lunch. The Admiralty charts of the Salomons caution that the position of reefs and other obstacles has been updated from satellite photographs, but soundings in the atoll have not been taken since the Indian Survey in 1837! With this in mind, one tends to proceed carefully to the anchorage we had chosen. In fact we were so careful we put a Marine Biologist up the mast to the top spreaders with a cameras and instructions to watch for anything solid that we might sail into!

Of the two permitted anchorages, we chose the one off Ile Boddam. The anchorage is in coral and try as one may, it’s just not possible to drop your anchor in the small sand patches and it’s inevitable that there will be some damage to the coral. We were reassured by Jon Schleyer, our resident Chagos fundi, that this is the reason the BIOT administration has designated particular ‘sacrificial’ anchorages.

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We remained at Ile Boddam for the duration of our stay in the Salomons. The shore based crew making excursions to Ile Boddam itself as well as to the various islands where the BIOT administration is busy with rat eradication and indigenous tree repopulation programs. By all accounts, these programs are being hugely successful and the increase in the numbers of breeding birds is testament to this. The dive crew, meantime, spent most of their time filming coral and fish life on the outer reef side of the atoll.

While commercial fishing is prohibited in the Archipelago, subsistence fishing is allowed. Assuming you manage to catch anything that is! I had to conclude that within the atoll, the water is too clear for the fish to be fooled by my lures or bait or they are just too well fed to take the

A little way back from the beach are the ruins of the buildings occupied by the plantation staff, back in the 1960’s when coconuts were being commercially produced throughout the Chagos Archipelago. There is a distinctly eerie feeling as one wanders around the deserted and crumbling buildings and observes the inexorable power of nature as she reclaims her terrain.

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Having found the abandoned settlement too depressing, Anita and I decided to walk around the Northern end of the island with the idea of cutting back through the plantation just before sunset. We were rewarded with isolated beaches and stunning views of the outer reef. Real picture postcard stuff!

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During our stay at Ile Boddam we were visited by the BIOT patrol vessel, the Pacific Marlin. Tom, a Kiwi scientist on board, told us about some of the conservation projects that they were busy with. Most seemed to focus on ridding the islands of rats which have become a real problem and have forced several species of birds to find alternative breeding sites. He was very positive about the results they are achieving although admitting that it is an enormous task. If only a single pregnant female slips through the net, the whole problem starts all over again in a very short amount of time.

During a very convivial visit to the Pacific Marlin, the Captain, Neil, and his Engineer, Les, who are both South African, related how the visits of yachts to Chagos had decreased in the last two years. They remembered a peak time where there were sixty-nine yachts at anchor in the Salomons alone! The current reduction in the numbers of visiting yachts can probably be attributed to the fact that yachts tend to follow the lead of those that have gone ahead of them quite single-mindedly and the trend, since the explosion of piracy from 2007, has been for circumnavigators visiting Indonesia and Thailand to head for Cocos Keeling and then across the Indian Ocean to Rodrigues, Mauritius and onwards to Madagascar or South Africa. Maldives and Chagos are the destinations that have experienced falling numbers. This was corroborated by Maldivans that we met who felt that the numbers of yachts visiting Gan had fallen by over 50% in the last few years. One also needs to acknowledge that yachts will take the path of least resistance and not only where it applies to the weather! Both Maldives and Chagos have enjoyed deserved and undeserved publicity about the complexity and expense of visiting the respective areas.

After three intensive days of filming in the Salomons, it was time to head back to Peros Banhos for another two days of filming, specifically of two islands that had been proclaimed rat free and of an island that has mangroves. The producers were interested to see to what extent birds had repopulated the rat free islands. As it turned out, they were not disappointed and the noise of, literally, thousands of breeding Terns, Noddys, various Boobys and Frigate birds was deafening, even from Jerrican sitting 100m offshore.

During our last two days in Chagos, we anchored off Ile Fouquet, the southernmost island in the atoll. This is undoubtably the best anchorage in any wind having a southerly component to it. The anchorage has excellent holding in sand in 15m. The snorkelling, and diving was out of the top drawer as well.

Anchorage off Ile Fouquet, Peros Banhos
Anchorage off Ile Fouquet, Peros Banhos

All too soon, it was time to get our guests back to Gan to catch their flights to Male and from there, back to the UK. An early start on the morning of 8 September saw us experiencing the best sailing conditions of the whole trip so far! 25 knots SE giving us a superb broad reach ‘home’ in the company of a Manta Ray and a couple of dolphin! Unfortunately the conditions did not last and we were forced to motor sail after a few hours. The full moon and some spectacular thunder and lightning shows made up for the monotonous rumble of the diesel engine.

Fifty hours later, we glided into Addoo Atoll, anchored just off the causeway, and waited for the Customs, Immigration, Health and Coastguard Officials to clear us in. And waited. And waited. The Officials were waiting in the shade under a tree and we were waiting aboard unaware that because the Maldivan President was visiting the atoll, there were no boats available to bring the Officials out to us! Could this be the Island version of a “Blue Light” incident? When we received a phone call from our Agent who was 300 miles away in Male for the day, to tell us that the Officials were waiting for us, I went to collect the lot of them in a 3m inflatable! We must have looked quite ridiculous on our way out to the yacht! In no time, we were legal and then began the process of unloading all the equipment that had to be shipped back to Male and the UK. With a little help from our friends at the Coastguard, this was accomplished in no time at all!

All in all, a very successful expedition. The film crews got enough footage to satisfy the producers in a very short amount of time. Everybody got along despite the very cramped living and working space for seven people! This can be attributed, in no small part, to Stewart’s ability to put together a team of skilled individuals with such complementary personalities. While relieved to ‘get our boat back to ourselves’, we immediately missed the vibrancy, energy and enthusiasm with which the team approached their task.

    The Team:

Stewart MacPherson. Author, Scientist and Documentary Producer (www.redfernnaturalhistory.com)
Jon Schleyer. Leader of Scientific Expeditions to Chagos, Photographer. (www.jonslayer.tv)
Rich Stevenson. Underwater camera and diving specialist. (www.divesolutions.uk)
Simon Vacher. Cinematographer and wildlife documentary maker. (www.simonvacherfilm.com)
Dr Rohan Holt. Marine Biologist, Cinematographer, Dive Medic and Diving specialist.
Jeremy & Anita Bagshaw, Expedition Yacht Owner/Operators. (www.syjerrican.com)

For details on how to obtain a permit to visit Chagos, see:https://www.gov.uk/foreign-travel-advice/british-indian-ocean-territory

Technical manual writers are sadists.

I wonder if there is a special school that Technical Writers go to in order to learn how to be as vague and ambiguous as possible without actually lying to their readers?

The situation: More alarms going off than in an upmarket Johannesburg suburb on a weekend night.

The analysis: Engine is overheating.

The reaction: Turn engine off and open engine compartment lid. Stare hopefully into engine compartment for signs that alarms are faulty and nothing is wrong with engine. Strong smell of burning rubber indicates that this is probably wishful thinking.

The solution: Get out the Engine Owner’s Manual, read the introductory page which always says something like “Congratulations on the purchase of your quality _____________ made by ____________. We are sure that you will enjoy many worry free years of use from it.” Turn to the index and look for the “trouble shooting” page. Here one finds the first clues that the TW (Technical Writer) is pitching to two audiences. The first being the Complete Idiot and the second being the Seasoned Professional. Nothing in between. This we can deduce from the range of problems listed and their solutions.

For example: Problem – Engine does not make running noise. Cause – Engine is not switched on. Clearly, this is for the Complete Idiot.

Problem – Engine is overheating. Cause – Thermostat interface with heat exchanger requires calibration with dynamic oscillator. Clearly, this is for the Seasoned Professional.

Being neither CI or SP, but definitely closer to CI than SP, I pick out a few words from the proposed solutions to overheating and turn to the back of the manual where one finds page numbers that the parts mentioned are referred to. Success! It seems that the most likely cause of engine overheating is raw water pump impeller failure causing a lack of cooling water to the heat exchanger. The solution seems remarkably easy and I have the necessary spare parts and a well stocked tool box. This should be resolved in a couple of minutes! And, judging from the helpful photographs in the manual, I won’t even get my hands dirty.

The reality: Filled with enthusiasm, I assemble the tools that the helpful TW has indicated I will need, locate the spare parts from under a bunk and prepare to “remove the cover plate from the raw water pump”. For this the TW has indicated that I need a flat screwdriver. No problem, I have several of different sizes. Locate the raw water pump. The helpful photograph at the front of the manual shows that it is on the starboard side of the motor, just below the oil filter. Hang on? Why is it below the oil filter? This is a problem. The engine is in the boat’s bilge, below the floorboards, so I am working on it from above. The only possible way of accessing the pump without removing the oil filter would be if the engine was mounted on the saloon table. I haven’t ever seen this in a yacht before. The only way to access the raw water pump is by first removing the oil filter. Here I have two options, quick and messy or tedious and clean. I opt for tedious and clean seeing as the rest of the process will be so quick and easy. Having located an empty oil canister and a sump pump, I empty the entire contents of the food storage locker (aka the cave) so that I can access the port side of the engine and pump the oil out through the dipstick tube.

By this stage the job has been on the go for close to an hour and patience is wearing thin.

Two liters of old, hot, oil and an hour later, I deem the oil level to be sufficiently low that it won’t pour out of the hole left by the removed filter. Wrong. Why did I bother? Oil all over the starboard side of the engine and into the bilge! To say nothing of over me. Sense of humour definitely in full retreat now. I try to find a positive aspect to this and decided that this would be the best time to do an oil change and replace the filter while I’m about it.

Now for the easy bit. Remove the raw water pump cover says the TW. Use a flat screwdriver says the TW. ONLY IF YOU HAVE ONE THAT IS ABOUT 30mm IN TOTAL OVERALL LENGTH! No normal screwdriver will fit in the space required to undo the screws holding the cover plate on! The photograph of the TW with his perfectly manicured, spotlessly clean hands, lies. The TW has an accomplice. The Technical Photographer. Having loosened the screws with the shortest available screwdriver, and taken the screws out with a pair of pliers, dropping three out of six into the bilge in the process, the aforementioned sense of humour has now evaporated completely. I am streaked in old engine oil and sweat and my faithful and encouraging assistant is doing everything she can to not laugh out loud at the spectacle!

As I learnt, these instructions were aimed just above the level of CI. They do not mention closing the raw water inlet. That would be too obvious. Having stemmed the flow of sea water into the boat, I set about “removing the damaged impeller with water pump pliers”. No ways. There is no physical way that pliers will fit in a gap that a screwdriver cannot. I resort to violence. One large screwdriver makes a satisfactory lever and the offending impeller is removed like a cork from a champagne bottle. “Be careful to remove all fragments of the broken impeller” says the TW. “Some fragments may have made their way into the heat exchanger and could restrict the flow of water through it”. This sounds serious. I find only one small piece of rubber. Clearly the rest of the fragments are lurking in the heat exchanger and that is potentially dangerous.

Turning the page in the Owner’s Manual, I find that the next section is conveniently about “Cleaning the heat exchanger”. It looks simple. “Remove the four bolts holding the exhaust elbow onto the heat exchanger block, loosen the two bolts holding the end plates and slide the heat exchanger out of its tube.” How difficult can that be?

I will need a 5mm Allen key and a 13mm spanner according to the TW. No problem. These are standard in any toolbox. Except for a few small details. The Allen key needs to be shortened by 10mm if it is to have any chance of fitting between the flange and the bolt of the exhaust elbow. Out with the Dremel drill, load it with a cutting disc and alter the Allen key! “Remove the exhaust elbow and slide the heat exchanger out of its tube.” Or not. Nothing will budge the thing. There is certainly no chance of using my index finger and thumb like the photograph shows! Well, now is the time to use the water pump pliers, and a big hammer! Problem solved. The next step in the manual, according to the TW, is to clean each tube in the heat exchanger with a “pipe cleaner”. The heat exchanger is 600mm long. Whoever heard of 600mm long pipe cleaners and what yacht goes to sea with them on board? A piece of stainless steel wire and some thin cloth will have to do.

At least there was another tiny fragment of rubber in the heat exchanger. But where was the rest? The TW warns about the damage that could be done to the thermostat. Damn, where’s the thermostat? It’s not shown in the numbered photos of all the parts of the engine! Phone the dealer in Cape Town by satphone. He doesn’t have a clue!

Bugger this! Two hours later and the whole lot is reassembled. Gaskets are made from mouse pads and I’ve got the measure of this TW. He knows as much about engines as I do!

It does make me think, however, that back in Korea, where this engine was designed and manufactured, there is an engineer with one seriously warped sense of humour!20140911-091401-33241991.jpg

Why cruising yachtsmen are the ultimate athletes!

We left Port Louis, Mauritius, on 9 August, bound for Gan some 1450 miles to the North East. The forecast showed moderate South Easterly trade winds all of the way so I expected a 12 day fetch on starboard tack. Which is what we got. More or less!

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More sea, more wind, less comfort, less sleep!

Also, more fish. If I can find anything positive to say about the Indian Ocean, it is that the water is warm and there are very hungry fish in it. Shortly after leaving we lost a brand new lure to a fish that launched itself into the air and snapped a 200lb line! I didn’t see this happen but the crew reported that the battle was entirely one-sided and very brief! Thereafter, we reduced the size of the lure to a more modest offering and caught Dorado, King Mackerel and Barracuda, seemingly at will. Lines only went out when a fish was needed for dinner, and came back in within minutes.

Getting back into passage making mode after 5 rather frenetic days of maintenance in Mauritius was not as difficult as it had been at the start of the trip. Maybe we are becoming cruisers after all?

Spending 12 days on one tack, in a big rolling cross sea, with the galley a meter higher than the rest of the saloon area is a little taxing however and the slightest lapse of concentration has one hurtling across the saloon trying desperately not to drop or spill whatever you have just prepared with great difficulty!

Which brings me to the title of this blog entry. There is no doubt in my mind that yachties are the ultimate evolution of the human species and have evolved to become the pinnacle of physical and mental perfection.

To be a cruiser requires poise, balance, co-ordination, timing, strength, speed and agility. And that’s just to get a spoon out of the cutlery drawer without a) losing a finger in the process, b) spilling the entire drawer’s contents or c) ending up with whatever you were about to eat plastered all over yourself and the saloon! Combine these traits with the ability to detect free wifi and cheap beer from a range of at least a mile, and I reckon you almost have perfection?

GOWS

Since Hollywood started taking an interest in sailing, one can expect a certain Americanization of the past time. With that, comes the American penchant for acronyms.

A condition that I have been aware of since my earliest days of passage making now gets it’s own acronym. GOWS. As in, “he is suffering from GOWS” or “it looks as if she is over the GOWS now”.

Going On Watch Syndrome. GOWS.

There are very few exceptions to the rule that everyone suffers from GOWS at some stage in their early sailing career.

GOWS is easily detected in the seconds following the waking of an off watch crew member and follows some or all of the following stages:

1. Incomprehension. “Are you talking to me?” “Who are you, what do you want? Leave me alone!” The sufferer displays signs of amnesia and lack of awareness of his/her surroundings and often reacts by pulling sleeping materials over his/her head in an effort to return to more familiar surroundings.
2. Disbelief. As the reality of the situation hits home, the sufferer displays disbelief as in “what on earth am I doing out here and why am I being woken at 2am to go and stand in the rain and freezing cold wind for 3 hours?”
3. Hostility. Looking for someone to blame for the predicament that the sufferer finds himself in, he becomes hostile and aggressive towards the waker. “Are you going to make me get out of this bunk?” “You and who’s army?” “Why don’t you just eff off?”
4. Categorical imperative. The realization that we are literally and figuratively “in the same boat” and we all have to contribute as much as we can to the common cause. The sufferer eventually emerges from the relative comfort of the bunk and begins to dress appropriately for the conditions. *for an explanation as to what what this actually means, please refer to my philosopher son.
5. Dawdling. Creating the appearance of preparing to go on watch. This can be a self defeating exercise. The longer the sufferer maintains the appearance of getting dressed, the greater the chance of getting severely injured in the process. NASA spends huge amounts of money to simulate weightlessness for aspiring astronauts when they could fairly inexpensively go sailing with a small boat in a big sea while attempting to pull on foul weather gear and safety harnesses. The difference is that the areas below decks on a small yacht are not padded like NASA’s simulators.
6. Procrastination. As in finding any reason to stay below decks. “Can I make you some coffee?”, bellowed to the current helmsman hopefully. “I need to check the bilges/GPS/chart/cereal situation/biltong stocks” etc. This step is quite often bypassed by sufferers with a tendency for ‘mal de mer’.
7. Acceptance. With a huge sigh, the sufferer emerges to perform his/her watch duties with more often than not, a massive dent into the time remaining on watch!

Experienced yachties have turned this sequence into an art form! * names have been excluded to protect the identity of people that I have sailed with in the past, one of whom has been known to conduct his watch keeping from a sleeping bag on a saloon seat, using a remote control to switch between TV, radar and chart plotter on the flat screen.

Fortunately we have no GOWS sufferers on this trip. The crew has been fantastic in every aspect. Especially enthusiasm. Could ignorance really be bliss?