Skipper’s Tips #18 – Springing into Summer

At the beginning of summer 2016, I made the momentous decision to start walking down a different career path.  I’ve really enjoyed my time in the maritime industry and I will continue to go out on adventures with some of the amazing friends I’ve made since I first moved to the south coast of England in 1998.

After much agonising and looking back, I have finally embraced my new working life and found the strength to acknowledge the fact that my career in boating is at an end.  I have let my commercial endorsement lapse, my instructor’s ticket is out of date but I still have my Yachtmaster tickets (power & sail), my ICC is still valid and I will never forget all that I’ve learnt and all the incredible people I’ve met and worked with.  I will still be going to sea at every opportunity I get but now it will be to relax instead of work and I am so looking forward to getting my hobby back, even though I have a sneaking suspicion that it will be difficult to keep my trap shut.

It is my intention to keep my blog going too.  I will still be posting my adventures on here.  This will still be a platform for showing off my photographic prowess and of course, the ‘Skipper’s Tips’ will continue to find their way here – I’ve written 52 (one for every week of the year) so there are plenty to go yet.  Perhaps, one day I will put them all together into a book, who knows?

So, without further ado, here’s tip number 18…


Here’s another ‘boat handling’ tip and I know exactly why this one came about.  I’d been teaching two guys the necessary skills they required to get through their Yachtmaster exam and this is a scenario we came across one day, having just had lunch at the Folly Inn.  The tide was hoofing out, as anyone who’s been down the Medina when spring tides are running will testify it’s prone to do and we’d been seriously hemmed in.  With a little head scratching the guys came up with the answer and I’m happy to say it worked perfectly.  In fact, we even got a round of applause from some onlookers on the pontoon.  This technique will work equally well for both yachts and motor cruisers, although yachts have a distinct advantage as their sterns are usually curved in slightly and as such are less likely to get damaged as the boat is drifted astern by the tide.  It’s also much easier for a yacht to ferry-glide, as the keel works beautifully with the tide.

From time to time we all find ourselves in a less than ideal mooring situation.  It might have been easy on the way in, you know the scenario – wind blowing you onto the pontoon, no tide to contend with, other moored-up boats miles away,  However, when you come to leave it’s all changed. The tide is ‘hoofing’ through and the wind that blew you gracefully alongside the pontoon is now a hurricane and you have inches to spare at either end of your suddenly massive boat.

So what are our options?

Well, option one is to go back into the pub until the wind has died and the tide has stopped running. This isn’t as daft as it seems; if you’re not in a hurry and the wind is due to ease, then why make life difficult for yourself – just remember to stay on the soft stuff, drinking and skippering don’t mix.

Option two is to lean hard on your bow thruster and hope there’s enough power to pull the bow across the tide and then make a dash for it before you get swept onto the boat behind you.  This isn’t a good plan, as plans go, because it relies heavily on perfect timing and there is too great a chance of it all going badly wrong; you would be trying to organise the releasing of lines the bow thruster and the engines all at the same time – add huge amounts of tide and wind and you have a recipe for disaster.

The best option is one where we have control of the boat the whole time.  To this end, I would suggest using a ‘spring’.  Assuming your boat is facing into the tide, you will need to set the forward and stern lines as slips, making sure that the stern line is kept as short as possible, with a roving fender at the stern to protect the bathing platform.  Ideally, if you have enough crew, you should also have a separate person for letting go of the stern line.

Once everyone is correctly briefed, slip the forward line.  The tide will drift you gently backwards. As the stern line tightens up the stern will turn in, towards the pontoon and the bow will swing out into the tide. When the bow is pointing out far enough to clear the boat in front, slip the stern line and motor away from the berth.  If the wind is really strong, you may need to come astern on the outside (opposite side to pontoon) engine to ease the bow out against the wind.

N.B. If the tide is particularly strong, the moment your bow comes across the tide it will exert increasingly stronger sideways pressure on your boat, sweeping you side-on to the channel and drift you down the channel sideways.  The answer is to keep your bow pointing almost directly into the tide flow and continually adjust the ferry-glide as you make your way away from the pontoon – all the time balancing the wind trying to push you back onto the pontoon against the tide trying to pull the bow away from the pontoon.  Get this balancing act right and it’s a beautiful thing to watch, Nature balancing Nature.  Get it wrong and it will get very smelly, very quickly!

This was a good option, well considered by two Yachtmaster candidates who, as you might imagine, both went on to pass their exam – well done Brian and Paul!

This has been another Captain Corbett’s Adventure.  If I’m not in the office dreaming about delivering a boat or teaching Yachtmaster and Day Skipper courses then I’m probably off somewhere exotic on holiday!  Whichever it is, I will still be adding my adventures and skipper’s tips so keep popping back to make certain you don’t miss anything and remember:

The Meek may inherit the Earth but it is the Brave who get the Oceans!



Skipper’s Tips #17 – Magnetic or True


I’m sure most boaters or walkers or anyone who navigates their way around using charts or maps will have come across the situation where their compass is pointing one way and their maps or charts are pointing in a slightly different direction.

The reason for this, in simple terms, is that the molten core of the earth, which is constantly moving, is what compasses point at.  However, when you look at the globe from a human perspective, it has been drawn with the North Pole at the top and the South Pole at the bottom, a slightly skewed axis and to add insult to injury, the beautifully drawn land masses are not quite in the position that our trusty new GPS gadgetry now correctly indicates.   Here’s an interesting observation to chew on; if you went out into space and looked at the world, how would you know which way is up? Is the North Pole actually at the top?

I digress…

Obviously, if we are to sail around without bumping into things we need to work out how to work on the same page as the compasses we are utilising.  What we do, is allow for the difference in opinion (Variation) and once applied to the (True) or unadjusted heading, we end up with a (Magnetic) heading figure.  The story doesn’t end there though.  Stick a compass on a boat and all the electronic and magnetic forces on the boat will have a further effect on the compass, confusing the ‘poor dear’ even more, this we call (Deviation).  Making an allowance for the Deviation inaccuracy of the compass gives us the most accurate heading and is called a (Compass) heading.

Do not despair. When you buy a new boat, a compass adjuster will get on board and eradicate as much of the Deviation as possible.  The bit that’s left will be listed on a compass Deviation card so you can allow for it when navigating.  Beware though.  If you change any electronic equipment, or bring items onto your boat that have any electronic or magnetic properties, they will have an effect on the compass and it will have to be ‘swung’ again!

By now you must be starting to wonder how you’ve managed to navigate safely between ports without bumping into rocks and chunks of unexpected land. The answer, of course, is that we all readily use the chart-plotter/GPS equipment that’s become almost as intrinsic as the hull!  The chance of this equipment failing is remote and I have touched on this in another tip but if it were to fail or cease to operate correctly we will have to deal with Variation and Deviation before we can start to steer a course by the boat’s compass.

So, how do we work with Variation and Deviation?  Importantly, you must remember to make these ‘allowances’ in a specific order.  Allow for Variation first and then Deviation. You will also need to decide how you apply the correction.  When dealing with Variation this correction is essentially adding or subtracting the appropriate amount of degrees difference between what the compass is indicating and what the local Variation is shown to be on your chart as either degrees (West) or degrees (East)

Doc 3 Sep 2017, 12-37This is an example of a compass rose on a chart.  The Magnetic Variation shown is 2 degrees, 45 minutes West, correct in 2006.  Each year, this ‘error’ is decreasing by 8 minutes.  There are 60 minutes in a degree, so for 2017 – 11 years on – that’s a reduction of 1 degree and 28 minutes.  Therefore the Magnetic Variation in 2017 is 1 degree and 17 minutes West. Yes, there will come a point when the error disappears completely and then starts to become an East Magnetic Variation.  When I first started teaching, the Variation in parts of the Med was just under 2 degrees West and the last I saw it was almost zero – Point & Go!

N.B. Please remember, Magnetic Variation is nothing to do with whether you are going in a Westerly or Easterly direction, it is actually about your position on the globe relative to that molten core of the Earth which we spoke about earlier.

The question now is, how do we know whether to add or subtract these degrees of Variation or Deviation?  I don’t doubt that there are many different ‘aide memoirs’ but the one I favour, naturally, is the one I made up myself.  If you are calculating from True (shown on the chart) to Compass (the heading you are going to steer to by the ship’s compass) then any Variation or Deviation you allow for that is West must be added.  In other words True To Compass Add West – TTCAW.  It therefore follows, that any Variation or Deviation that you encounter when going from True to Compass that is East must be subtracted; the opposite, see?

Furthermore, when you are calculating from Compass to True, as you might when taking a Magnetic bearing with a hand-bearing compass, you would add East and subtract West. Clear as mud isn’t it?  Have a look at the table below, which has some examples.

Just to reiterate, don’t fall into the trap of thinking the direction you are pointing your boat in determines whether the Variation or Deviation is West or East.  The Variation figure comes from the compass rose on your chart and the Deviation figure from your boat’s deviation card.

True    Variation        Magnetic       Deviation      Compass

231        6 W                  237                  2 W                  239                             add West

079        3 E                   076                    0                     076                             subtract East

147       4 W                  151                   1 E                   150

013       2 E                    011                   2 W                 013

348       2 W                   350                  1 E                   349

To remember the order try,  ‘True Virgins Make Dull Companions’.  Alternatively, if that’s too racy for you, remember the reverse order with,  ‘Cadbury’s Dairy Milk Very Tasty’.

This has been another Captain Corbett’s Adventure.  If I’m not on Jersey teaching a private tuition Day Skipper theory or Yachtmaster theory course, then I’m either spending time with someone on their boat, giving them the confidence to take their boat out with their family and friends on board or I’m off somewhere exotic delivering a boat. Either way, I’ll write it up and put it on the Blog for you all to see, so keep popping back to see my most recent adventures.



Rock hopping for lunch!

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So, picture the scene. It’s 06:30, the sun’s been up for a couple of hours and there’s not a breath of wind.  We’ve untied the lines and we’re motoring out of the harbour at the start of our day out to îles Chausey.  I was simply bursting with excitement! There was just one little problem; this time I’m on a 37 foot sailing yacht and no wind means we’re going to end up motoring the whole way.  It’s been an awfully long time since a day at sea with no wind hasn’t put a smile on my face.

Never mind.  We are on a boat, the sun is out and our destination is a collection of tiny little islands just off the coast of Normandy and lunch is booked for 12:30, French time; does it get better than this, I ask myself? Definitely not!

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I can’t remember the last time I was out on a yacht but it was most certainly a while back.  I’d forgotten how serene it can be.  We ghosted along at a sedate 6 knots through the water and the tide added a couple more to help us on our way.  Slicing through the waves instead of feeling every little bump made a lovely change. We chatted and drank coffee and chatted some more and watched the Condor ferry come past at 9 million knots as it made ready to swallow the yacht in its path…

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Then we rounded the first of our waypoints and started the second leg of the route. Once we’d passed the NE Minquiers cardinal we headed south to pass west of Chausey before turning east along the bottom of the islands.

IMGP1830hi resLooking back towards Jersey with NE Minquiers in the foreground

Gradually, we got closer and Chausey started to become more defined through the high- pressure haze.  I guess it should have come as no surprise that it looked to me just like the Minquiers and the Ecrihous but I was still superbly excited nevertheless.  There is something magical about sailing to a group of rocks barely clear of the surrounding sea, with a few houses, a restaurant, a couple of shops and precious little else.

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The last leg along the south of the main island, Grande îletook no time at all but before we reached the bay where we’d decided to anchor, we got a distant glimpse of the house built by the Renault family many years ago.

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Finally, nearly 4 hours after we left the marina in Jersey, we pulled up and started choosing a suitable spot to anchor.  In short- order the pick was down, the dinghy inflated and a serpentine row later we were on the shore with soft white sand underfoot.

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We had surely arrived at paradise. I know the weather plays a huge part in making places that ordinarily seem average, look like they’ve been crafted by planet manufacturers to appear flawless but I reckon this little island would be special even in the pouring rain. On the other hand, it might just be that I’m so excited…

Lunch was over an hour away, so we set off on a tour of the island.  I’m not going to describe what you can see for yourselves, I’m simply going to put some shots up.


It really isn’t a huge island and it wasn’t long before we’d done the tour and were sitting at a table with a view in the restaurant/hotel (Hotel du Fort et des Iles).  You’d imagine a business with little or no competition might rest on its laurels but the food was excellent if mostly fish dishes.  Incidentally, the desserts were to die for!

Soon after lunch, we headed back to the boat.

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By now the wind had picked up and we knew we were in for a proper sail on the way back – this day just kept getting better and better.

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What a wonderful way to spend a sunny summer’s Saturday!  If you keep your boat in the Channel Islands and you’ve never been to Îles Chausey then it’s about time you remedied that.  If you normally do your boating somewhere further afield then a visit to the Channel Island has to be on your wish list for this summer and whilst you’re so close, get yourselves down to Îles Chausey.

This has been another Captain Corbett’s Adventure.  If I’m not on Jersey teaching a private tuition Day Skipper theory or Yachtmaster theory course, then I’m either spending time with someone on their boat, giving them the confidence to take their boat out with their family and friends on board or I’m off somewhere exotic delivering a boat. Either way, I’ll write it up and put it on the Blog for you all to see, so keep popping back to see my most recent adventures.

Here we go again…

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Just before Christmas 2013, Lynn, my chief number one crew and I headed off to a small island off the Brittany coast. We were going to tackle the obviously impossible task of moving a boat up the Bay of Biscay in a tiny gap in the disastrous weather we’d been suffering for weeks. When I wrote about the trip I entitled it, ‘What price a life?’ as it made me think very seriously about the merits of going out to sea when it is rough.  Well, would you believe it, here I am again to tell you about the same route, the same model of boat but much, much better weather?

One of the things I learned about this trip the last time I made it, was that accessibility to this section of the French coast line is not easy using public transport. I don’t think I’ve ever used so many coaches and trains getting back and forth from a boat.  Fortunately, this time it was quite straight forward but still, more involved than just getting into a car and driving to the marina. I set off on Friday evening, on the ferry to St Malo.  Staying overnight in a hotel opposite the station made it easy to stroll across the road the next morning and virtually walk straight onto the waiting train without so much as adjusting the speed of my step. Less than an hour later and I was in Rennes. The next train got me to Nantes and then a coach took me the rest of the way to Noirmoutier.  Not bad really but when you consider I started travelling on Friday evening at 18:30 and it was now 16:30 the following day, it does seem like a long journey for such a short distance across the globe, especially when we keep getting told how small the world is these days.

So, Bill, the owner of the new Swift Trawler 50, was waiting to greet me when I arrived. As we walked to the boat, we discussed the plan and the weather and came to an amicable agreement that we would go ‘balls out’, given the favourable weather conditions, to get to Guernsey on the second day to collect Bill’s wife.  Jane was planning to come across on the ferry from Poole and complete the last leg with us.  Personally, given the distances involved, I would have preferred to have split the trip into three legs, allowing a day for each but Bill was on a mission and as long as it’s not dangerous, I’m happy to help.

The following morning, at 06:20 sharp, we left the marina on the first leg of our trip.  It was supposed to be 06:00 sharp but neither of us had had much sleep – new boats don’t come with bedding and pillows and rolling clothes up to make a pillow is only slightly successful. It started off fairly flat but as we got a couple of miles off we encountered the standard swell from the SW that plagues Atlantic facing shores and what was left of the previous few days wind blowing at a slight angle across the top of the swell.  This made it slightly lumpy but the semi-displacement keel on the Swift Trawler kept it comfortable.  Our target was Roscoff and if we could keep up a steady 12-15 knots this was going to take us about 12 hours – long day, especially after a night of very little sleep.  As it happened, we had patches of extremely smooth water and made the Raz de Sein just after 13:30.

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Lighthouse & West Cardinal marker at the Raz de Sein

Skimming across the water at 18 knots and over the ground at 15 knots was a little disappointing but we’d had a good run so far and it was inevitable we’d hit some foul tide at some stage. Nevertheless, it wasn’t long before we’d passed in front of Brest and made our way around the westerly tip of Finistère. We were now on the home run into Roscoff.  By the time we got in, the sea was like a mill pond and what wind there had been, had subsided. At this time of year, this really should have been a clue…

A tip for any motor yachts thinking of staying over in Roscoff – the diesel pump will only dispense €300 worth of diesel in one go.  We had to go through the process for refuelling eight times before we had filled the boat up!

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Sat on the fuel berth after our lengthy filling up session

Roscoff seemed to be a sleepy little marina – quite clean and contemporary looking but nobody about.  The restaurant stopped serving early so we had no choice but to stroll into town.  In fairness, it was only the 20 minutes the restaurant owner said it was.

Over the hill and down towards the town centre is a lovely and clearly affluent street of houses, punctuated by something I’ve not seen growing in such neatly aligned rows and in such quantities before – a field of Artichokes!

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Past the artichokes and a little further towards the ‘centre ville’ and the vista opens up to reveal the old port (drying) and the town tucked behind it. Here’s a couple of shots of the entrance to the old port.

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The next day we woke up to pea-soup fog! Advection Fog is common at this time of year. The warm, moist winds coming across the Atlantic are chilled as they encounter the waters around northern France and the UK which are still cold from the winter.  (Water takes a long time to change temperature and is at it’s coldest in the early months of the year, not warming up properly until September, October).

In busy commercial waters I would be very hesitant about setting sail in thick fog but this was a week day now and the only craft we were likely to meet were the local fishermen.  We had radar, AIS and two huge plotters to view it all on – off we jolly well went.  I reckon we were the only boat blowing it’s horn out there but it made us feel righteous. After an hour, we drove out of the fog and left it hanging in the air behind us. We had popped out into a sunny day of cloudless blue skies and flat calm waters; how lovely, Guernsey here we come.

Sadly, Jane couldn’t make it in the end, which was probably just as well as it got really lumpy going around the Les Casquets . The tide would have been against us going through the Alderney Race and with a slight wind over tide effect it would have been pretty rough there too, so we chose the Casquets route but honestly, it was rough enough to slow us down to 7 knots at one point and I seriously wonder if the Race might have been a better option.

Once we’d crossed the shipping lanes and made it to half way across the Channel it smoothed off enough for us to get back up to 18 knots.  From there on in it was pretty uneventful and so, just after 16:30 we arrived in Poole. A successful , speedy, slightly foggy crossing and one very happy owner!

This has been another Captain Corbett’s Adventure.  If I’m not on Jersey teaching a private tuition Day Skipper theory or Yachtmaster theory course, then I’m either spending time with someone on their boat, giving them the confidence to take their boat out with their family and friends on board or I’m off somewhere exotic delivering a boat. Either way, I’ll write it up and put it on the Blog for you all to see, so keep popping back to see my most recent adventures.


Schoolboy error #1 (there may be more!)


Nuff said!

This has been another Captain Corbett’s Adventure.  If I’m not on Jersey teaching a private tuition Day Skipper theory or Yachtmaster theory course, then I’m either spending time with someone on their boat, giving them the confidence to take their boat out with their family and friends on board or I’m off somewhere exotic delivering a boat. Either way, I’ll write it up and put it on the Blog for you all to see, so keep popping back to see my most recent adventure.

Skipper’s Tips #16 – Green & Clean

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Well there we go, another year over and a new one just begun… I’m sure I’ve heard someone else saying that!

I must put my hands up and apologise for not posting much recently but it’s been a quiet winter for me adventures wise and I’ve had to resort to sitting in front of a computer in an office just to pay the bills 😦

However, the season will soon be upon us and I’m sure it will bring new opportunities in abundance.  In the mean time I’m going to harp on about the environment and our obligation to be mindful of the impact we, as motor boaters, have on it.

This is an extremely important issue which affects us all. Personally, I feel strongly about looking after the environment.  I know this sounds absurd when you consider what I do for a living but motor boats are here to stay and sensibly we should be trying to mitigate the adverse effects we all have on the environment and not just pointing our collective fingers at someone else. A smokey old ‘donker’ on a yacht, will often produce many times more harmful emissions than that of a modern, efficient, common rail diesel engine. So to all yacht owners, don’t get on your high horse just yet – I bet you didn’t cycle or better still walk to your boat the last time you used it, did you?

As boat users we all have a responsibility to the environment; to the sea, the coastline, and of course, to the natural wildlife. It isn’t difficult to be conscientious and considerate, and by following a few simple rules we can all play a part in helping to keep our waters safe and clean for everyone to enjoy. At the very least we should be aiming to minimise the impact our boating has on the environment around us but if we can actually make improvements, then so much the better.

The following items are all very obvious examples of what should never enter the sea:

  • Garbage of any sort, including bio-degradable food materials
  • Oil and oily wastes
  • Sewage – if it is going to be harmful to the amenity value of the local water
  • Toxic wastes

One way to make life easier for yourself, and easier on the environment is to dispose of as much packaging as possible before you load food and drinks onto your boat. Put food into washable, reusable containers to reduce waste on board and keep rubbish in sealed sacks ready to dispose of appropriately when you next get to shore. Another useful tip is to keep a can crusher on board to reduce the space your rubbish occupies. 

We have all had a bilge full of oily water at some stage in our boating career. Instead of dumping it irresponsibly into the water, carry some absorbent pads to soak up the liquid and then dispose of it later in the oil waste drums which are now found at most modern marinas.

Over the years, the practice of discharging toilets directly into the sea has been seen as normal and acceptable yet, at the same time, we are all very aware of the noxious effects this discharge has in busy marinas, particularly when the tidal effect is minimal. I have noticed that more and more people are fitting holding tanks to their boats these days. Sometimes this is because of a conscious decision to take a more ‘friendly’ approach and sometimes it is because local regulations are getting stiffer – many countries in the Med are now insisting on black waste holdings tanks and some are even expecting us to fit grey waste tanks too – I’ve heard of boaters being fined in Greece for discharging their washing-up water from the kitchen sink into the sea. With more and more marinas offering pump out facilities, there really is no excuse to not manage your boat’s waste appropriately. For those of us without a system to contain waste or if your boat lives in an area where pump out facilities don’t exist, nipping three miles out to sea to empty the tanks isn’t a great hardship – we must be mindful of other water users nearby and the tidal movement or indeed lack of it.  It is not always acceptable to simply flush your waste out to sea like sweeping dust under a carpet.

Its not just when we are on the water that we can have a harmful effect on the environment either.  Every year we scrub the hull off and apply new coats of anti-foul. Where does the old anti-foul that has just been scrubbed off the hull go to? Most often, it gets washed into the nearby marina of course.  It goes without saying that anti-foul paint, scrapings and wash-off must not get into the sea as these are serious contaminants.  Make every effort when removing the old anti-foul to tidy up the debris and dispose of it carefully.  I would urge everyone to make a determined effort to use environmentally friendly products at all times to help minimise damage to the environment in the long term.  More and more environmentally products are becoming available.  They are effective substitutes for the existing products and priced the same too.

Have a go folks!  Its not difficult to do this properly and we all benefit.

GO GREEN for 2017!

This has been another Captain Corbett’s Adventure.  If I’m not on Jersey teaching a private tuition Day Skipper theory or Yachtmaster theory course, then I’m either spending time with someone on their boat, giving them the confidence to take their boat out with their family and friends on board or I’m off somewhere exotic delivering a boat. Either way, I’ll write it up and put it on the Blog for you all to see, so keep popping back to see my most recent adventures.


Circumnavigation – last legs


Where did the summer go?  It’s September and I’ve already heard the ‘C’ word mentioned at least twice now and yet its more than 100 days to go.  I have been unbelievably busy this summer and that is my excuse for not putting any posts up for ages.  Anyway, I’m here now and I thought this post ought to be an update on the Circumnavigation of the British Isles, which started back in May.

Well, despite a couple of weeks of being stuck in harbour due to bad weather, the Botnia Targa arrived in Neyland Yacht Haven at the end of June – that is a pretty quick circumnavigation if you ask me!

I took the picture above as we left Neyland Yacht Haven on the leg to Padstow.  It would have been possible to get from Milford Haven to Falmouth in one hit but we both wanted to take a peek at PadStein and both the timings and weather were perfect to go for this option.  The harbour at Padstow has a lock and the Doom Bar in the estuary of the Camel River can get pretty treacherous in strong westerlies, so the light northerly which pushed us along and a latest arrival time of 4pm, meant we were definitely heading for a Rick Stein supper!

This next shot is us departing Milford Haven with St Ann’s Head in the distance and Thorn Island to left of centre:


We had a lovely run down, with a slight to moderate sea and a light following wind. Wall to wall sunshine simply added to the enjoyment – I even enjoyed my supermarket sandwiches, which on a grey day would surely have tasted of cardboard!

You know, I can’t remember how long it took us to get down there but we arrived so early that we had to wait for the tide to come up before we could get into the harbour. With this in mind, we slowed right down as we approached the river mouth and pootled along enjoying the scenery – it really is very pretty.

Approaching the Camel River:


In the estuary:


… I wonder which came first, the Bar or the Beer?

and here’s Padstow Harbour in all it’s prettiness, with us tied up on the left of centre.


A trawler which came in shortly after we had finished tying up:


and here’s the restaurant we ate at – couldn’t get into a Rick Stein restaurant after all 😦


The next day, we were up with the gulls and headed off on the penultimate leg of the circumnavigation – Falmouth.

We were so lucky with the weather; even lighter winds and more sunshine.  It was going to be a long day but with such good conditions how could we possibly complain?

Running south along the North Cornish coastline, we could see Lundy in the distance. Sadly, too far in the distance for my iThingy to get a decent picture but I did manage to get some footage of dolphins chasing the boat! I’m sorry it’s not brilliant footage but I was so excited I could barely hold the phone steady.

I guess the ensuing chatter about the dolphins helped us forget the miles but whatever it was, Land’s End soon came into view.  After a peek at the chart and a quick discussion we took the decision to go ‘inside’ rather than ‘outside’.  This meant going between Kettle’s Bottom and Dr Johnson’s Head, the promontory upon which the visitor centre is perched.

Here’s the approach:


and here’s what it looks like from the other side:


So, Land’s End rounded,  just the Lizard to go round and then a straight run into Falmouth:



Approaching Falmouth, we had a great view down the south coast to the East:


What a lovely couple of days we’d had.  Superb boating conditions, great scenery, dolphins, fabulous food and of course, great company!  Before we knew it we were motoring gently through the harbour and up the river towards Falmouth Marina:


Sadly, I wasn’t able to do the last leg across to Jersey but within the week the Circumnavigation of the British Isles was complete!

This has been another Captain Corbett’s Adventure.  If I’m not on Jersey teaching a private tuition Day Skipper theory or Yachtmaster theory course, then I’m either spending time with someone on their boat, giving them the confidence to take their boat out with their family and friends on board or I’m off somewhere exotic delivering a boat. Either way, I’ll write it up and put it on the Blog for you all to see, so keep popping back to see my most recent adventures.