Captain Corbett’s Adventures

Travels with my Camera

Given that I’m not on the water so much these days and I’m not one to let the grass grow under my feet, I’ve gone back to another of my passions, photography.

I dabbled with digital for a decade. There’s no denying the fun I’ve had and I have definitely learned a lot about taking pictures – I dread to think how many thousand shots I’ve taken over the last ten years. However, I cut my photographic teeth taking pictures on film so that’s where I’m going to play. I recently became the proud owner of a Leica R4 SLR camera with the most gorgeous Leica 50mm lens on the front. I also, having immediately put a few rolls through the Leica and been totally bitten by the bug, lashed out the princely sum of £24 to buy a vintage Voigtlander Vito CLR (made in the early ’60s). The light meter doesn’t work but then the roll of film I put through a friends Russian FED2 from a similar vintage was exposed using luck, the Sunny 16 Rule and an iPhone light meter app – I haven’t processed that film yet…

Without further ado, here’s a small selection of the shots from those first few rolls:

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I’m really pleased with how these have come out, especially as it’s been such a long time since I picked up a film camera.

For years now, articles online, debates in magazines, and insistent fellow photographers have all been telling me that there is something indescribably lovely about pictures taken on film. It’s true, just look at the warmth and depth in the picture of the sheep above.  I can’t put my finger on it but there is a difference.

This has been the first episode of ‘Travels with my Camera’ and I expect there will be many more to come (I’ve got two rolls of exposed film ready to be processed right now)! Happy snapping and if you are a fan of analogue photography and have something to say, speak up, I’m listening.

 

 

Skipper’s Tips #20 – Jack Speak

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Happy New Year everyone!

So, I’m feeling frivolous today. Despite being the easy-going fellow you all know and love, I’m going to get on my high-horse and spout off about something.  I don’t know why I get gripped by this sudden urge to make myself heard, probably a sense of seamanship or the like, but when I hear the Union flag – our national flag – referred to as the ‘Union Jack’, I just have to speak up. It’s right up there with the word ‘Like’ being liberally sprinkled throughout certain people’s sentences. Also, when the word ‘Something’ (with a ‘g’ on the end) somehow becomes ‘Sumfink’ and horror of horrors, the letter ‘h’ (spelt and pronounced ‘aitch’, look it up in a dictionary if you don’t believe me) is childishly pronounced ‘hay-ch’.

Anyway, I digress, that’s a totally different hobby-horse altogether.

OK, let’s get something straight right now, there is no such thing as a Union Jack!

The Union flag, when flown from the front of a Royal Naval vessel, is flown on a Jack Staff.  This, I think, is where the confusion comes from.  Private vessels may fly a Union flag on the bow but only in the form of a Pilot Jack – a Union flag with a white border around it.

It sounds pedantic, I know, but using the correct terminology can save an awful lot of heartache and or embarrassment.  For example, when approaching a navigational mark, which is round and therefore doesn’t have a side, it would be much clearer to tell the helmsman to, ‘leave the mark to our port side’, rather than the ‘right side’ of the buoy. There is only one ‘port side’ and one ‘starboard side’ on a boat so, by using the correct terminology there cannot be any confusion as to which course the boat should take.

Using ‘jargon’ will help both you and your crew when instructions are being issued, especially in the heat of the moment.  The last thing any boat owner wants is to come alongside a solid, GRP scrapping pontoon without any fenders hanging down the side of the boat.  If you shout, “Throw the fenders out”, to an ill-informed crew, there is every possibility you will get a trail of white, plastic, sausage-shaped balloons floating behind you as you approach your berth – clearly, this is not what you had in mind and you would only have yourself to blame, for the last minute change of plan to that mooring manoeuvre you’ve been fretting about ever since leaving the previous mooring.

And by the way, they are ‘Charts’, not ‘Maps’ and ‘Port side to’ does not mean two fenders on the port side!

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 click follow and you will never miss another update.

 

Skipper’s Tips #19 – The Gas Man Cometh

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I’m on a health kick at the moment.  Actually, on and off for over a year now, I’ve been regularly cycling around chunks of Jersey. At the beginning of June I determined to up my game and now I cycle back and forth to work every day – well, every day it’s not raining that is!  The upshot of this ‘communing with Nature’ is that I am intimately aware of changes in the weather.  The odd rainy or windy day does not a Winter make but a week of teeth chattering and soggy rides tell me that Autumn has either arrived or is imminent.

Given that we can expect the number of great boating days to start diminishing rapidly now, I thought this might be a good time to talk about preparing your boat for the winter months.  That’s not to say you should pack it away and forget about it until next April but there will be days when you are free to go boating yet don’t fancy bashing about the sea for a few hours.  Getting the engines serviced and pulling her out of the water to check the anodes and replace the anti-foul are perfect jobs to get sorted when you do not plan to go out to sea.  I’m a huge fan of winter boating, as I’m sure anyone who knows me personally or reads this blog will testify to. I’ve been out on the Solent in December with crystal clear blue skies, flat water and not another boat in sight.  Wrap up warm or put the heater on, either will do but you really don’t want to miss days like these by sticking your boat on the hard with all the fluids drained and bits of paper stuffed up the outlets. Besides which, the sea gives your engines more protection from the cold than propping her up on stands ever will – food for thought?

Anyway, I digress.  Let’s go back to thinking about the jobs that you’ve put off all year and really can’t be left any longer.  Think of the upholstery, interior fabric surfaces and bedding. In the winter months, these will all go mouldy unless you make provision for the moisture that accumulates in boats.  Firstly, remove any fabrics that, realistically, are not going to be used for a while.  Next, clean out the bilges and dry them out – a good idea is to leave the floor panels propped up/open so that air can circulate.  This will help to keep them dry and prevent them from becoming smelly.  If you have airconditioning on your boat then there is often a setting which effectively works like a dehumidifier.  The a/c kicks in every few hours to dry out the air and then turns itself off again.  If you don’t have a/c or this setting then I heartily recommend getting a dehumidifier and running it on your boat over the months you are not using it.  Standing the dehumidifier by a sink means that the collected moisture can drain straight overboard to save you having to go and empty the water manually every few days.  This doesn’t absolve you from the responsibility of regularly checking on your boat but it does mean that if you can’t get down to your boat for a period you won’t have to worry about the container filling up and the unit switching itself off.

Empty the cupboards out and chuck away all stuff you never use and never will.  Get rid of food that is out of date.  Check stocks of batteries for torches, etc. Make a list of all the items that stopped working in the summer and that you’ve been meaning to get fixed but didn’t.  If you are feeling really keen about your navigation you might consider getting the ship’s compass corrected. Clearly, there are a whole host of things to attend to and now is the time to do it.

One thing I haven’t mentioned yet and it often gets missed is the gas system. You might not have gas on your boat, in which case this probably isn’t relevant to you but if you do, read on.

Whilst many of the safety items you have on your boat are checked on a regular basis, simply by virtue of being used or on show, there are certain items that never get touched from one year to the next.  The liferaft is one example that springs immediately to mind.  Stuck in a locker, only seeing the light of day in the unfortunate event that something goes seriously wrong.  The other item that often gets forgotten about is the gas system.

It is my opinion that every boat should have gas sensors fitted so that a gas leak can be detected in time to prevent a calamity.  The gas sensors should be sited low down in the boat – gas, being heavier than air, will sink into the bilges.  The problem here is that the sensors themselves are susceptible to water damage.  Once soaked by water, sensors will give erroneous alarm signals or not even function at all.  I would suggest that if you intend to fit or replace gas sensors to your boat, that you select waterproof sensors.

Almost as important as fitting sensors is a regular check on your gas system. Even though it is possible to check the system yourself, I would recommend that you get a CORGI registered engineer to check your system on an annual basis.  Any hoses that need replacing will be identified, as will any potential leaks or issues with your cooker and hob.

I organised a check on my own boat at the same time as we had the school boat checked, which we had to do every year for coding purposes. The check on my boat revealed that I needed two hoses replacing. The scary thing was that one of the hoses was almost completely worn through and would soon have made the boat a potential death trap.  Incidentally, I had looked at the hoses myself and they appeared to be fine, but the damaged section was out of view and I simply had not looked properly.  I wonder how many boaters give their gas hoses a cursory glance and assume everything is fine?

Happy boating everyone and have a great Christmas! (Oh my goodness, I mentioned the ‘C’ word and it’s only October)

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 click follow and you will never miss another update.

Wall to wall blue skies

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So, it’s Sunday morning, wall to wall blue skies, light breeze and flat seas. What to do?  Yep, you’ve guessed it. Sail the twenty nautical miles to Sark and have an ‘al fresco’ lunch at La Sablonnerie.

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We met at the boat at 06:30 to make sure we were away in time to push against the last of the flood along the southern coast of Jersey and then catch the ebb all the way up to Sark. Sadly, the wind was so light that we had to motor as far as Corbiere Lighthouse on the SW corner of the island but as soon as we’d rounded the headland the tide started to push us north and made a very respectable seven knots over the ground all the way up to Sark’s southern shoreline. As we got closer to Sark, the tidal current changed direction to go NE around the bottom of the island and we began to experience a stronger and stronger sideways effect. Our COG (course over the ground) to Dixcart Bay, where we intended to anchor, was 340 degrees true but we were having to point the boat on a heading of 310 degrees true to counteract the effect of the tide.  If ever there was a classic example of how such an invisible force can have an impact on how you navigate, then this was it.  The seabed must have been extremely rocky and undulating as there were huge flat whirlpools all around us on the last mile of the approach – I love seeing quirks of Nature like this. If nothing else, it reminds you of how powerful the sea is.

It was a spring tide on this particular Sunday and we had worked out that we needed to allow for a drop in the tide of approximately eight metres.  The spot we picked was on a five metre contour line just on the outer edge of the bay.  The echo-sounder was reading thirteen metres when we dropped the hook and by our calculations that meant we would be in approximately five metres of water at low tide.  This would give us two metres for the keel and a clearance of a further three metres. We let out thirty metres of chain – fifteen to get from the deck to the seabed, ten along the bottom and five for luck.  In the time we were going to be away from the boat, the tidal height would only fall and therefore the holding capacity of the anchor and chain would only improve.  The breeze was from the north all day, so no worries about being on a lee shore.

A quick paddle ashore and we were off to lunch.  The walk up from the beach started quite steeply but soon levelled off to a gentle hike through a beautiful woodland and then out onto the narrow roads of Sark, the exclusive preserve of pedestrians, horses and tractors; no cars allowed on this island!

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As we had landed on Big Sark and La Sablonnerie is on Little Sark, we had about a half hour hike and this included passing over La Coupée the seriously high up and steep-sided causeway joining the Sark islands to each other.

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The views are amazing.  Blue skies, blue sea and all the other neighbouring islands made up the stunning panorama that opened up before us as we walked along the narrow road.  In the picture below you can see Brecqhou first, then directly behind it is Herm, slightly more westerly (left as we are looking north) is Jethou and finally, much further back Guernsey is just visible.

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Not much further on we eventually arrived at La Sablonnerie.  This one of only a handful of hotels/restaurants still privately owned on Sark but it is, without doubt, one of the loveliest and quaintest places to eat and stay at that I know of in the Channel Islands. It is run by the most charming of hosts.  The lovely, if exquisitely unique, Elizabeth will do everything she can to make you feel welcome and to ensure that you have the most fabulous of experiences – this is the only reason you need to warrant a visit to Sark!

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After a handsome lunch of freshly caught lobster, followed by amazing strawberries and cream, we headed back to the boat.

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Across La Coupée, with a quick stop to help some tourists get a picture of themselves with their hired bikes (the other form of transport allowed on Sark)

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Then on, down the lanes, through the woods and out into the sunshine at the top of the walk down to the beach.  The sight was wonderful.  Dixcart Bay was now full of anchored boats and the beach had grown massively in size as the falling tide had pulled the sea back.

The anchor had been weighed and we were making way by 15:30.  Now, with the wind behind and the tide going with us as it started to flood, we were making good time towards home.  The closer we got to home, the stronger the tidal effect.  By the time we were running east along the bottom of our island the tide was up to five knots in spots and for one brief moment, we saw ten knots SOG (speed over the ground) flash up on the instruments.

_K502874_DxO hi resLook at the effect the tide was having on this North Cardinal marker.

Pretty soon we were at the harbour and the day was over.

I just had to have one last look behind us at the sun starting to get low in the sky to remember that wonderful day out…

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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 #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…

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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

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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.

Enjoy!

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.