Cape York to Darwin

Friday 9^th June 2011

Truansea has been lying to her anchor in the basin at Seisia since Wednesday while the skipper went ashore and replenished some stores at the supermarket and topped up the fuel reserves in preparation for the 370 nautical mile passage across the Gulf of Carpentaria to Gove (Nulhunby). Shirazz has been doing the same and I joined her crew on a ferry trip to Thursday Island yesterday. The trip on the fast catamaran ferry was very comfortable and the skipper provided commentary on the various islands and history of the Torres Strait. Ashore on TI a long stroll took me past the waterfront and main shopping precinct to the Grand Hotel where I had a very good barramundi and salad lunch with a nice cold beer. After returning to Seisia and Truansea everything was rechecked and Stretch a friend of Murray and Bev of Shirazz came aboard to provide company and an extra hand to ease the passage across the gulf. This was very welcome as unknown to me Murphy had been planning a rendezvous with Truansea the next night.

10^th June and Truansea in company with Shirazz is underway at 0415 from Seisia for Gove. We passed safely through the shallows of the Endeavour Strait on the rhumb line for Gove without incident and settled down to a 20knot south easterly in fine conditions. By 2000hrs the wind had increased to 30knots backing to the south south west. I’d shortened the mainsail to the second reef as the sun went down and now decided to put in the third reef. It was a clear moonlit night a two metre swell on the beam and the wind gradually increasing and gusting above 35knots (gale force).With the third reef in the main and the jib partly furled Truansea cruised along comfortably at 6 knots on the autohelm. Suddenly very suddenly at 2100 the very end section of the mainsheet traveller directly beneath the fixed traveller blocks broke away from the aft beam. This allowed the fixed traveler block fitting to fly off and immediately after that the mainsheet car slid off the end of the traveler track and the unfettered mainsheet whipped across the stern as the boom collapsed to the saloon roof. Stretch is a pretty big bloke so I had him sit facing aft on the helmsmans seat holding the mainsheet to prevent it swinging wildly and taking one of our heads off whilst I retensioned the preventer to control the boom and furled the jib and dropped the mainsail into the lazyjacks and secured it to the boom. So with further calamity averted and Truansea laying ahull I determined to partially unfurl the jib start one motor and continue on course for Gove until daylight when I would assess the situation and check for any other damage.

Maximum wind of 38.6knots for the passage was recorded at 0100 on the 11^th  and remained in the low to mid thirty knot region for 36 hours with the beam sea and swell combining to a consistent height of five meters. This was not uncomfortable as I had altered course to put the swell 60 degrees off the bow and Truansea climbed over each swell and ran down the back lifting her bows for the next one in turn. It was a little wet however there being quite a bit of spray generated as the passing wavetops tumbled into white water which not being uniformly aligned slapped into the side and stern sections of Truansea with the occasional bit of green water passing over the windward bow and cabin top. In the saloon however we remained dry and relatively comfortable. A few hours of sleep was managed by each of us in turn until daylight. By 0630 I had installed a jury rig for the mainsheet and reset the third reef and we were underway as if nothing had happened. Thanks for the visit Murphy. The jury rig consisted of a loop of 14mm double braid secured around the aft beam through the scuppers and the mainsheet lower block attached to this with a D shackle simple and effective though limiting the sheeting arrangement to a single position alah dinghy style. This arrangement served me right through to Darwin where replacement parts arrived with the rear admiral for her visit.

I make special mention and thanks here to Andrew Crawford, Brisbane Seawind agent for obtaining the relevant replacement parts at short notice and ensuring they were in the hands of the rear admiral before she departed for Darwin.

Broken end of mainsheet traveller track 

M6 stud on left is that fitted by Seawind M8 stud on right is the correct one between is the  broken stud  and under M8 stud is the broken end of traveller track. I redrilled and retapped both ends to take the M8 studs.

Also for balance there are brickbats for the person at Seawind responsible for fitting the traveller end blocks. The poor workmanship displayed could just as easily have resulted in serious injury or worse and that in my opinion is a culpable act of neglect. I alert all Seawind owners to check that the fixed traveller end blocks and mainsheet track have been secured to the aft beam in accordance with the manufacturer’s instructions. In Truansea’s case the traveller end blocks were fitted using M6 studs and not the Harken supplied and recommended M8 pan head studs. The lower mainsheet block was also damaged during the incident and has yet to be replaced though I understand Seawinds service manager is looking into this for me.

In the big scheme of things the traveller failure and the autohelm drive motor failure are the two most significant events that have occurred. Interesting that both of these are manmade and preventable whereas mother nature is usually considered to be the unpredictable element and she remains to date my greatest friend.

Supply ship at Seisia wharf

Gove Harbour

Ship at Gove 

Arriving in Gove at 2300 on Sunday the 12^th about 6 hours later than anticipated we had a comfortable night at anchor before moving to an anchorage off the Gove Yacht Club adjacent to our friends on Shirazz. Murray and Bev had arrived before sunset and had an opportunity to go ashore at the yacht club. This was to provide bad news as the club had been closed by the licensing people for being a little bit naughty in who the sold liquor to and would not be reopening before at least the 30^th June. Murray resourceful as ever had managed to hire a dual cab ute which was ideal to take us all the 10km into Nulhunbuy where despite the fact it was the Queen’s birthday holiday we were able to get some fresh groceries at Woolworths and fuel also. The Arnhem Club was open so we went there for lunch and there being no Laundromat in town the manager there understood our predicament and graciously allowed us to use the staff washing machine to do a few loads of washing.

Tuesday 0700 saw Truansea and Shirazz sailing out of Gove for Wigram Island. 20knots of south easterly pushed Truansea along with the second reef in and jib out to arrive and anchor at Wigram Is by 1330 with a large sweetlip on board by 1500. Ah twas good.

Starboard side entry to the Gugari Rip northbound

Port side entry to the Gugari Rip northbound

Halfway through the Gugari Rip northbound

Wonderful Wednesday arrived with the expectation of passing through the “hole in the wall” or Gugari Rip. This place is a mecca for crazy types or so it seemed to me when I read about it and I can assure you that there is no way I would have attempted to pass through there on my own but being the fortunate fellow I am I had Shirazz’s experienced skipper to show the way in. There are two elements critical to making a safe passage through this narrow and forbidding pass – GUTS and TIDE in fact on first look at the narrow savage rock bordered gap and streaming water you would add insanity which on exit quickly turns to elation and satisfaction. On approach to the southern entrance the gap is not visible until less than 500m off as you round a small headland to starboard the gap widens. The guide says it is 64m wide and 1.5 miles long and almost straight. It looked more like 80m wide to me but below the water surface it is 80 feet deep and most likely 64m wide I don’t need to know! Now there is a lot of water trying to squeeze through this narrow gap and it’s in a hurry. So much so that Truansea passed through at slack water (now there’s a misnomer) no sails up both engines at idle at 9+ knots no time much for gorking around. The water in the middle of the rip is calm unbelievably calm and either side close to the rocks for say a width of 5m is a counter current with whirlpools created by the opposing streams. An amazing experience not to be missed but only for the adventurous and as I noted earlier get the tide exactly right because it may well be a far different experience if the passage was attempted at full flow. They have special padded rooms for those that might try that. Another big thank you to Murray and Bev for sharing their knowledge so that I can put that experience in my most memorable folder. Some things you get to the end of and you just want to stand on top of the cabin and shout F..K did I just do that, yes sir it was something. Looking back at the rip from the northern side the entry is far less aggressive looking with white sandy beaches and clear calm water luring you in.

So reading the limited information available on the Caddell Strait I figured it couldn’t be any worse than the rip and opted to pass through there instead of following Shirazz around the outside. I was later to learn from them that they thought I was pretty brave to do that. Well it was to prove pretty damn adventurous as well. After a pretty hard slog for 5 hours, 30 knots at times and up to 3 knots of adverse current I eventually made it to the eastern entrance to Caddell Strait and found my way in over the bar by depth sounder and I suspect a lot of luck as there were times when I had as little as 0.7m beneath the keel. Inside the strait proper with daylight disappearing ahead and about 20 miles still to go I was very glad of the full moon because a few miles ahead there was a section called the narrows that consist of 1.5 miles of whirlpools and overfalls. Happy that I would pass through there near the top of the tide I continued on, wasn’t a lot of choice anyway. At the narrows the whirlpools first became evident when my speed over the ground reduced to 2knots from 6knots and within a 100m or 200m the SOG would increase to nearly 9knots. In the silvery glimmer of moonlight on the surface I could see extensive whirlpools and overfalls not so bad in poor light but may look as treacherous as the guide says in daylight. Either side I could make out the silhouettes of the mangroves lining the edges of the strait and was able to maintain a course near enough to the middle and with plenty of depth continued through the whirlpools for about 1.5 miles and then in calm water with the tide assisting I made the anchorage off Galiwinku on the far western end of Elcho Is at 2130 where Shirazz had arrived many hours earlier and were looking out for me. What a wonderful Wednesday.

Thursday 16 0630 and Shirazz and Truansea are underway again for Cape Stewart 50 miles closer to Darwin. It was at this anchorage where we had sundowners aboard Easy Rider a Lightwave 38 with Rob and Henma.

Friday 17^th an early start 0515 for North Golbourn Island 112 miles away and after chasing every puff of wind and using the spinnaker whenever possible I gybed and gybed to keep up speed eventually arriving at Mullet Bay at 2130 SHirazz again already anchored ahead of me.

Saturday 18^th and off again at 0630 to round Cape Croker and anchor in Sommerville Bay. Cape Croker is the most northerly point of the Northern Territory and only a few miles further south than Cape York. It’s a terrible place full of dirty rough water where two tidal planes meet. A long low flat headland that requires an offing of at least 5 miles to avoid the boiling melee. Sommerville Bay on the other hand when reached is calm and reasonably well protected close in. I anchored here at 1630 after 85 miles of pretty rough water. Shirazz had taken a different passage inside Croker Island and anchored some 7 miles closer to Darwin than Sommerville Bay. To make up the gap I got underway at 0330 on Sunday 9^th for Alcora Bay adjacent to Cape Don. I could see Shirazz’s anchor light by 0500 as I passed their position determined to get to at least one anchorage ahead of them. And I did arriving in Alcora Bay by 1245 later invited aboard Shirazz for a BBQ which was most welcome and enjoyable.

Monday 20^th June 2011

Before I left Noosa I reckoned on arriving in Darwin on the 20^th June and if I manage the 95 miles today I’ll meet what was a loose target at that time. And so at 0330 Truansea is underway alongside Shirazz from Alcora Bay for Fannie Bay, Darwin. And make it we did by 1730 all anchored off the Darwin Sailing Club and a phone call through to the rear admiral to advise. The passage down from Alcora Bay was heavily influenced by tide. The flow past Cape Don reaches 6 knots and luckily it was in our favour and we had a terrific run down past the Vernon Islands. There are quite a few counter currents and back eddies closer in to Melville Island but when these are found they can be quite helpful. I found that by looking for the lines of weed I was able to pick up a favourable back eddie. These were sometimes only 20 or 30m from my current track where the tide was going in the opposite direction. Closer in to Fannie Bay I had to motor sail as the wind died out almost completely for the last 20 miles.

The anchorage at Fannie Bay is between 0.5 and 1 mile offshore so quite a dinghy ride in but a visit to the club is well worth it and should not missed by any cruising yachtie. The water in the Darwin Harbour is calm and clear and the city looks to have doubled in size since I was there some 9 years ago.

Stokes Wharf Darwin

The coastline from Gove to Darwin was in general shrouded in smoke from bushfires so I can not provide much of a description as regards the scenic beauty or lack of it. I did not go ashore as all the land I passed was either aboriginal land  and a permit was required or the shore unsafe to approach due to rock and shallows. There is also the well publicised danger of crocodiles. In summary it was dull and uninviting.

Well that’s the trip to Darwin another milestone in the circumnavigation attempt. The next post will be about Darwin and Lyn, Emma and Jake visiting and the terry tourist trip around Kakadu.

Fair winds

Truansea

Cooktown to Cape York

Thursday 2^nd June 2011

As I motor through the beacons marking the exit to the Endeavour River my thoughts are on the information in Alan Lucas’ Cruising The Coral Coast and especially aware that from here my journey becomes much more self-reliant due to the absence of settlements and any ready assistance should Murphy have a win over my standard of preparation. As it turned out I avoided any confrontation with Murphy and his infamous catch you out scenarios. Cape Flattery is the Headland I set course for and then a slight deviation east to put Truansea on track for Lizard Island. Lizard Island is a Mecca for most southern sailors as it is a recognized achievement to arrive there and invariably it is the northern most point for those east coasters who return south from there when the northerlies begin. Not for the intrepid Truansea this U turn business it’s onwards and upwards to Cape Melville or so I planned. After a secure and comfortable night anchored in Mrs Watsons Bay in 2m of very clear water over sand some 200m from Shirazz I set off on a fine clear morning at 0600 under full sail. Truansea passed through a narrow stretch between the GBR and Howick Island at 1200 keeping right to the edge of the channel to allow Mighty Ocean a 190m cargo vessel room to overtake. At 1530 Truansea passed between Cape Melville with all its millions of smooth granite boulders and Pipon Islet and being so early opted to cross Bathurst Bay and anchor at the western end of Flinders Island. The anchor was set at 1815 after the longest daylight passage so far of 97 miles. Happy with that effort I celebrated both that and the fact the Island was named after the original Australian circumnavigator with a glass of wine and a T-bone steak I’d been eager to tackle.

Saturday morning and 0645 had us underway for Morris Island. By 1430 I had a nice spotty mackerel on board filleted steaked and in the fridge. This tasty fish provided me with 3 large fish dinners and very nice it was each time. A busy day in light winds passing many small islands and coral cays then safely anchored off the beach at Morris Island at 1730. Shirazz had anchored ahead of me by almost 2 hours and the crew had been ashore and advised me that there were croc the tracks on the beach. I take no more convincing that it’s not wise to take a swim.

Sunday 5^th June 2011.

A very special day as it marks 40 years since rear admiral Lyn and I were married. Special in a number of  ways not the least being that I am a very lucky fellow to have had such a dedicated and wonderful wife all these years who tolerates and supports my endeavors no matter how unusual or non-mainstream they may be. Without her love and support I would not have achieved the many challenging goals I have set myself over the years. She has endured some nonsensical whims of mine but remains my lifelong partner and I find it difficult to know how to thank her enough as she never has any expectation of gratitude. And so the love is there both ways an unerringly strong bond and I am a very fortunate fellow.As luck would have it I had enough phone signal passing Cape Direction to call Lyn at 1430.

Truansea anchored at Portland Roads this night and got underway for Margaret Bay inside Cape Grenville at 0630 on the Monday. The stretch from Flinders Island to Cape Grenville is known as the horror stretch referring to the lack of good anchorages along the way however my experience was all good. There is not much in the way of scenery to describe that might colour the report but sailing wise it was as good as could be expected given the reef and navigational challenges.

Cape Melville and her millions of granite boulders

Mighty Ocean overtaking near Howick Is

Section of the Great Barrier Reef, must be daunting in the dark. There are hundreds of miles of this so pays to keep a good lookout and keep tabs on where you are on the chart. In some parts there is much less than a mile gap. Fortunately there are many lights and beacons marking the main shipping channels. But then you have the ships to avoid. 

Discussing the next passage to Cape York with Shirazz I made plans to follow their suggestion and head through Albany Pass if I could arrive in time to get the tide right which is critical as it races up to 5 knots. That would not be pleasant if I arrived with the tide against me. If my days run was to be slow then I could divert into the only acceptable anchorage in these parts the Escape River and take on the narrow pass the following day. As luck would have it I arrived at the southern entrance to Albany Passage at 1700 with the tide well and truly in my favour as Truansea passed through in calm water at 8.2 knots under first reefed mainsail only. At the northern end of the passage is Cape York on the port beam a nondescript low rocky headland tapering down to the water’s edge. At 1800 after rounding Eborac and York Islands I anchored adjacent to Shirazz about 300m from the cape and joined them for a celebratory drink. Another long day with 98 miles logged but a wonderful sense of achievement reaching this milestone.

A bulk bauxite carrier near Albany Island punching into the swell that was helping me  get to  Albany Passage on time.

CapeYork sloping down to the water from Albany Passage

Chart Plotter snap of the anchorage at Cape York 

On Wednesday the 8^th June Truansea and Shirazz motor sailed across to Seisia and anchored in the basin there for 2 days to victual, fuel up, rest and take a trip on the ferry across to Thursday Island.

The passage across the Gulf of Carpentaria to Gove was planned in detail at Seisia and I was accompanied for this passage by Stretch a friend of Bastions aboard Shirazz with the suggestion that I would get more sleep if Stretch was able to stand watch. You will read in the next installment how that was not to be as Murphy who had let me alone on the East Coast while he terrorized some other unfortunate soul paid a visit in the dark hours and wreaked havoc.

Fair winds

Truansea

Innisfail to Cooktown

Mourilyan Harbour (Innisfail) to Cooktown – Sunday 29/5/2011 – 1/5/2011

It is now Saturday 13/8/2011 ITruansea is anchored at Canarvon WA diametrically opposite her starting point  at Noosa and at last I have been able to fix the problem with the USB ports that have prevented me from using anything other than my chartplotter program which fortunately is one of my most helpful aids to navigation otherwise the laptop may have joined the collection in Davey Jones’ locker. More about that as we go along for now let’s return to the voyage.

After a restful night in Moresby Creek I raised all sail and made for Cape Grafton east of Cairns It was an overcast start to the day and shortly after leaving Truansea was overtaking a Canadian flagged sloop after exchanging waves I raised the spinnaker as the wind was light and variable. By midday the wind had settled into a proper 20 knot south easterly trade wind and the spinnaker was doused. I brought Truansea up close to Fitzroy Island for a look at the anchorage for future use. There already being several vessels at anchor there I opted to make for lee of Cape Grafton for the night. It is quite shallow about a mile offshore and reasonably well protected from south easterly winds and I had a comfortable night.

Cairns wharf precinct

Monday morning the skipper refreshed and fed saw Truansea motor sailing across to Cairns Cruising Yacht Squadron where I had made earlier arrangements to tie up alongside for a couple of hours.  CCYS is a few miles up Trinty Inlet which afforded me the opportunity to take in the multi-million dollar Quay frontage of Cairns with all it’s tourist orientated activities. It certainly is a world apart from the Cairns I visited in 1969! Between the commercial area and the CCYS the Royal Australian Navy has a substantial base. I counted 13 ships of the fleet in harbour and a further 6 large landing type craft were departing and passed close by to port. No one saluted Truansea however being a friendly navy several officers on the bridge of each ship and ratings about the decks waved so I returned a very energetic wave to each.

Tying up to the CCYS floating dock went very well despite the limited space. I had only to phone a cab and go to Whitworths chandlery for the electronic charts I’d ordered and top up my water tanks. This took all of about 90 minutes and I was on my way again down the inlet with the tide heading for the Low Islets. The skipper was somewhat relieved to be clear of the this very busy port and sailing in open water again. The Low Islets is a small cay 7.5 miles north east of Port Douglas and a popular day tourist destination for people emanating from there.I was fortunate enough to pick up a vacant mooring there in full view of the light house and the delightful surroundings.

Tuesday 31^st May and Truansea had her spinnaker up before 0700 underway for Cooktown through the section of the Great Barrier Reef that trapped the Endeavour and her crew in 1770. Every modern mariner who sails the waters of the Great Barrier Reef owes a debt of great magnitude to the skill of Lieutenant Cook and his skilled and able crew for charting a safe passage through these treacherous parts of the Coral Sea. Sailing through the GBR with good weather, lighthouses, beacons, charts and modern electronic navigation aids requires constant attention to ensure the passage is safe. Solo sailing through there with the spinnaker up may seem a little arrogant to those earlier mariners like Cook, Flinders, King and lately Alan Lucas and his informative guide but it is due to their attention to detail and diligence that I was able to do this.

Non-compliant SL installation (for my old work colleagues) 

The Endeavour River was entered at 1600 and the anchor set 200m out from the boat ramp at Cooktown. Here I spent the first day of June playing Terry Tourist enjoying a morning coffee at Jacky Jacky’s walking around town , visiting the very interesting and informative museum and having lunch at the very cosy and friendly RSL club. Most importantly of all I was able to find a nice ruby anniversary card to send to the rear admiral in time for the 5^th June. It would be in Darwin when I would see her again.

Good coffee here, the proprieter is Asian.
 

 We salute you.

It was at this anchorage that I had a very fortunate visit from Murray and Bev Bastion of Shirazz a lovely couple also sailing their catamaran to Darwin. It was to be in their company I would enjoy this section of my trip far more than I would have if they had not paid me that visit. I am indebted to their friendliness and advice for the experiences I had between Cooktown and Darwin.

The following update will cover the remainder of the passage through the GBR from Cooktown to Cape York (Seisia).

Fair winds

Truansea

Airlie Beach to Mourilyan Harbour

As noted in the previous post my extended stay in Airlie Beach was brought about by the failure of the Raymarine autohelm drive motor. The faulty part being replaced in a timely and professional fashion allowed me a little extra time to spend with my brother. Airlie Beach is not high on my list of places to visit being so much like other tourist orientated Mecca's e.g. the Gold and Sunshine Coasts but I was impressed with the friendliness and positive attitude of the business operators in Cannonvale and Airlie Beach that I came across. So if you yearn for touristy places this is one very friendly one. There are any number of tourist delights for you to see and enjoy here and it is one of the best naturally scenic areas in the world. Photos of the Whitsundays, far better than I can produce, abound on the web and in glossy tourist brochures.

         

Anchorage at Cape Gloucester, Gloucester Island in the background  Monty's  resort just out of frame to the right.

Cape Gloucester bottom of picture with Gloucester Island above.  The passage is well marked.

I slipped away from Abel Point marina at Airlie Beach early on the 21st May to avoid any conflict with the catamaran ferries and backpacker fleecers in the narrow winding marina entrance. Once into Pioneer Bay proper I raised sail and set course for east of Grimston Point and the gap between Gumbrell and Armit Islands and then on to the entrance to the Gloucester Passage. I dropped the mainsail in the lee of Saddleback Island before entering the passage and carried on through under jib alone. The deep water in the passage though narrow in places is well marked and easy enough to follow provided you understand the cardinal system of bouys and beacons. Once around Passage Islet  the courtesy moorings provided by the resort are clearly visible and very welcome providing a comfortable and secure nights sleep. A couple of heavy rain showers with their attendant strong gusts limiting visibility to about 100m for up to 20 mins made the days run interesting. Only two other vessels sighted during the passage.

Abbot Point coal loading wharf. Not a ship in sight.

0630 on Sunday and all those morning things like breakfast over and done with the anchor is raised and sail hoisted and underway north west again for Cape Upstart passing Bowen and the Abbot Point coal loading facility along the way. An uneventful day. I did mentally question why the Abbot Point Coal loading facility seemed abandoned given the hype about coal ships queuing up offshore and in light of the 28 ships I counted waiting at anchor off Hay Point. Even if the facility doesn't operate on a Sunday I still expected to see ships cued up. What's going on Mr Palmer? This could case blackouts in China. Bring the oriental manufacturing megaplex to it's knees. Tut Tut Mrs Bligh. Maybe it's a way of reducing carbon emissions, shut down for 1 day out of 7. That would be 52 days longer for each year practised the earth would survive the dreaded rise in temperature. I'd call it the one seventh cooling phenomenon. Anyway back on track and round Cape Upstart into it's lee and a lovely little anchorage not far of the beach. There are some homes here quite modern looking beach houses and it's a very secret place and looks like a real little gem. Further down the extensive bay there a many more houses which I suspect have been sponsored by the good years in the sugar industry. Good luck to them this little paradise is some reward for the hard work and obstacles that come the way of the sugar bush farmers.

Cape Upstart. A small section of a lovely remote place.

Kajabbi - a modified Nichol islander trimaran.

Since leaving Airlie Beach I'd noticed a blue trimaran in my wake and anchored nearby at night and at Cape Upstart anchorage I had an opportunity to exchange a hello with the owner as he motored close by.    

Kajabbi is a pretty trimaran easy on the eye and cleverly modified. These are an older style of trimaran still popular for affordable coastal cruising.   Mick and Adele are the couple on board and I was to share the anchorage with them again at Cape Bowling Green and further north at Horseshoe Bay on Magnetic Island. Here I was to learn that the couple both come from Kajabbi a small town north of Cloncurry that I was aware of as a fellow sapper from my army days some 40 years ago hailed from there also. Mick had spent a year in Mackay refurbishing and modifying the tri and had done a pretty good job of it. He and Adele are new to sailing and had been emulating my sail settings as they motor sailed along. A lovely couple who with a few more months experience on board will be really relaxed and enjoying themselves. The couple of days sail prior to Horseshoe Bay were blowy and bumpy but hadn't deterred them. Kajabbi remained in Horseshoe Bay when I sailed out at sunrise on the 25th May headed for Orpheus Island under jib and double reefed main. Interestingly the weather forecast for Cardwell to Bowen offshore waters for that day was for winds 20 to 25 knots SE but Truansea rarely experienced anything below 30 knots from the south until well passed Havannah Island and in the lee of Great Palm Island. 

Sunrise Horseshoe Bay, Magnetic Island

Having such a good run I abandoned plans to stop at Orpheus Island and instead opted to cross the passage between Orpheus Is. and Hinchinbrook Island and make for the anchorage at Lucinda. Lucinda is the site of one of the longest wharves of it's type in the world. At 5.6km long it dips almost 2m over it's length due to the curvature of the earth. There are three large bulk sugar sheds at the onshore end of the wharf and a small but very peaceful anchorage 200m off afforded Truansea a secure and comfortable night. 

Entrance to Lucinda past the wharf. The GPS again has sub 5m accuracy.
Double click on image to enlarge 

20 miles of Hinchinbrook Passage just like this near the southern end. Full sail gliding along at 5 knots.

About 15 miles further north a spot called Angels Wings.

That's the Hinchinbrook Passage steep rugged hills on the starboard side heading north and mangrove lined creeks to port. One of those creeks closer to the southern end is the Herbert River. Closing on the northern end of Hinchinbrook Island Truansea diverts to port from her course at Scraggy Point for her overnight anchorage about half a mile offshore from the Cardwell Jetty. Here is where I go ashore the following morning, Friday, to stock up on a few grocery items. I preferred to shop here rather than Cairns because every little bit helps these cyclone Yasi ravaged businesses to stay open and assist with community morale. I have experienced first hand the destruction tropical cyclones can wreak on communities and the natural and built environment. Cyclones Ada, Althea and Winifred and the associated 1974 flood being the most devastating. We had been lucky on those occassions not having serious personal loss and damage but I really feel for those most affected and noticed that there are still many homes and businesses in Cardwell tarped up or abandoned. The damage to trees for at least 80km and most likely 100km of the coastline that I passed is truly unbelievable. In places it reminded me of the sparce hairs on a mangy dogs back. Yasi will be remembered for generations to come in the Tully/Cardwell area and the Family Group of Islands. Dunk Island is probably the better known of this Island group and the damage there is no less than is seen on the mainland. 

The sail across Rockingham Bay on Friday afternoon to Brammo Bay on the NW point of Dunk Island was your typical lazy Sunday afternoon sail. After a comfortable night at anchor Truansea set off for Mourilyan Harbour a further 20 miles to the north west arriving there at 1130. Along the way I changed the lure I had been trolling unsuccessfully for the last 200miles for a nice shiny spoon. What a good choice. within half an hour I had a strike but dropped it. Probably over anxious and excited. Never mind about half an hour later we had the real deal. A nice tuna mackeral brought aboard and despatched from this world with the pacifier. Hung by the tail over the aft beam to bleed I set about dropping sail as we had reached the entry to Mourilyan Harbour. Safely anchored inside the surgeon in me filleted flesh from bone and took a couple of happy snaps before refrigerating future meals. Being careful not to attract the crocodiles reported to be in this anchorage in the Moresby River I was very fussy about the clean up. Yes it was fresh tuna and rice for dinner and not to bad either. Tomorrow Truansea is off to Mission Bay in the lee of Cape Grafton or Fitzroy Island nearby whichever takes her fancy for the night before a short leg into Trinity inlet and Cairns on Monday. After a day stopover in Cairns to pick up some electronic charts for the NT and WA Truansea takes on the far north coast and Cape York. 

The blog will continue as time and signal permit.

Tuna Mackeral 

Sashimi anyone? Sliced to your preference. The wine is for dimensional reference.

       

   

    

Whitsunday's

10/5/2011

A couple of weeks in the Whitsundays do nobody any harm.  Departing Brampton Is. on the 10th May with the intention of overnighting in Kennedy Sound, the passage between Shaw and Lindeman Is. my plan was soon altered when less than 3 miles north of Brampton Is. the wind piped up to the high twenties and gusts into the low thirties from the south.  Unable to resist the lift this would give to Solway pass between Hazelwood Is. and Whitsunday Is. I amended the course and let the wind and following seas and tidal current whisk us along at a brisk pace.  Not long and we were through the Tinsmith group of islands passing Shaw and Lindeman islands to port and then Hamilton Is. a mile or three further west again. Solway Pass is a deep but tide troubled narrow pass that would frighten most non sailing mortals with its overfalls and whirlpools with rocky shores in every direction. Get it right or peril lurks. 20 minutes in that washing machine against the tidal current with 25 knots of wind driving us forward seemed like an hour. The log showed our speed at 8.4 knots through the water but in effect we were only making 4.2 knots in the desired direction.  Once through the pass the delights of calm water and the famous vista of Whitehaven Beach arcing it’s way northward  like a mirror image of the Nike tick is a pleasant experience indeed.  Motoring up to Apostle Bay after dropping sail at the northern end of the beach Truansea anchored close in to some substantial bald cliffs of smooth rock. This anchorage is very comfortable in southeasterly weather with a view through the mouth of the bay to Border and Deloraine Islands. A couple of decent sized sweetlips decided to join Truansea courtesy of Shimano and angling skill. Yummy.

Maureens Cove. Good snorkelling.

Fish at the stern Maureens Cove.
 

Backpacker Fleecer at Maureens Cove Hook Island 

Old Sol broke the horizon at 0620 illuminating a clear sky and with it by 0800 was a perfect sailing breeze at 15 knots from the southwest and forecast to swing to the southeast by midmorning.  Taking advantage of the coolish breeze Truansea took a little sightseeing tour out to Deloraine Is and then back past Cateran Bay on the northern side of Border Is. The snorkeling in Cateran Bay was first class back in the nineties when I was there last and I have no reason to doubt it is still the same.  Judging by the number of boats on the moorings there it can’t have changed much.  With the breeze swinging back to the southeast at a steady 15 knots the run up to the top of Hook Is and Maureen’s Cove was as good as it gets.  Courtesy moorings have been placed outside of the coves fringing reef as a protective measure against anchors and chain causing irreparable damage to the coral and Truansea was just early enough to avail herself of one of these.  The ships boat was lowered into the beautifully clear blue water and I managed to remember how to snorkel closer in shore and was amazed at the coral and number and size of fish that carried on doing what fish do and ignore me completely even though I was often only an arm’s length away. I must look fishy underwater or salty at least. If only they knew I was still digesting their cousin.  There were several dive charter boats and big backpacker fleecers elsewhere in the cove with their well-organized diving and snorkeling trips inshore. Loud music and exclamations of delight and disbelief were the order of the day until they returned their weary punters to the resorts.  The night, as calm and quite as the afternoon was chaotic, was left exclusively to Truansea and two other cruising boats.

The new day on the 12th May saw Truansea  leave this wonderland astern as she made her way past Hayman Is and on into Abel Point marina. Now here is a place that has made an art form of extracting money from any who happen by irrespective of race, religion, political leaning or social standing. Even those with the longest of pockets are afflicted by this Whitsunday malaise. I overheard one tight faced lady making a bee line for the exit saying she feared being charged to pass wind.  Beware fellow catamaran sailors! An overnight stay for an eleven metre multihull will set you back 90 of your hard earned wallet padders plus a refundable 50 they bet you at even money that you’ll return the electronic gizmo that gives you access to your boat and the dunnies. Stay a week and it will set you back 450 of the aforementioned plus the refundable.  And I thought gold was mined underground. You could look at it like I did, as a weight loss program, not only can’t you afford to eat; the length of the walk to the facilities or even out of the marina grounds would have Steve Monagety gasping.   Why are we joining these captive craft, well Truansea had to come into the marina to have a little problem with her auto helm diagnosed by the Raymarine agent. Now this fellow, a fellow sailor, is a walking advertisement for quality service.  He responded to my voice message and met Truansea at the marina berth within an hour of tying up.  After explaining to him the symptoms he did some checks and was fairly sure the drive motor was faulty but would check and confirm with Raymarine technicians in Sydney and order the necessary part depending on their advice.  This was midafternoon Thursday 12th, by Friday when I rang him he was able to advise that Raymarine Sydney agreed with his diagnosis and a new drive motor had been ordered and would be dispatched ASAP likely to arrive at his office by courier by Wednesday 18th.  Jumping ahead a few days now to complete this story Truansea returned to Abel Point Marina on Monday 16th to sit out some bad weather and have the auto helm drive motor replaced. Just after lunch on Tuesday 17th the Raymarine agent arrived to my surprise and fitted and tested the new drive motor. This work was all done professionally and under warranty with little input from me other than to advise of the faulty equipment. I was more than pleasantly surprised at the efficiency with which this repair was carried out. Absolutely first class service and back up for their product by Raymarine and outstanding efficiency by the repair agent.  The agent I refer to is Phillip Pleydell of Whitsunday Marine Electronics and communications, obviously I recommend him to anyone with a marine electrical problem in his area.

Daydream Island Mermaids looking towards Unsafe Pass

Bruce the banana shark right of centre and stingray Daydream Island Living  Reef

Part of Daydream Island resort from the mooring.

Digression completed and back on track now.  After spending that Thursday night at rip off central Truansea ambled on over to Daydream Is on the Friday where one of my lovely nieces is the Executive Secretary. This is lucky for Truansea as she was able to organize a mooring in the bay there for a few days at very special rates.  This allowed an opportunity to experience the delights of Daydream Is, of which there are many, and a weekend visit from my brother and the rest of his family to the island.  A little excursion on Truansea on Saturday to a bay on the south west corner of South Molle Is with a BBQ lunch on board was arranged for all involved.  A very pleasant day was enjoyed.   Daydream Is would be one of the best family orientated resorts I have visited. There are facilities and activities for every age group, singles, couples and families are catered for. There is a remarkably good open air aquarium called the Living Reef complete with coral, fish, sharks and rays and attendant marine biologist. There are restaurants and bars, swimming pools with swim up bars and lifeguards, a huge atrium and an outdoor theatre for evening movies laid back style. Kangaroos by the dozen adorn the beautifully kept gardens and lawns and curlews that will accompany you at your table in the restaurant. Look out for some cheeky cockatoos that will remind you if you’ve left your room open.  The staff are very friendly, helpful, knowledgeable and unobtrusive. Check it out if you’re looking for a great getaway holiday.

This brings us back to rip off central post repair job. The weather like that experienced by most of the QLD coast during this week has the attendant strong wind warning and rain in all forms.  Abel Point may as well be any other place in the wind and rain.  Thursday 19th and the weather forecast is looking good for a departure for Cairns on Saturday. Once again my brother offered to ferry me around the supermarket and a few other shops to stock up so that was completed on Friday afternoon before we had dinner at a restaurant run by a friend of his at Airlie Beach.

At long last contact from Seawind regarding some outstanding warranty issues I had been at odds with them about. I have to say Andrew Crawford the Qld agent for Seawind and the most sincere advocate for Seawind catamarans and fellow Seawind 100XL owner you’re likely to meet. He has been able to garner a satisfactory outcome for the issues that have bothered me. Within the hour of receiving that long awaited phone call from Seawind a representative from Whitsunday Yacht Services was at the boat to resolve an issue regarding anchor chain shortage. Another pleasant experience as the missing chain was replaced and a joiner fitted that afternoon and followed up with a visit from one of the owners of Whitsunday Yacht Services to ensure the job was completed to my satisfaction.  Another part is to be delivered to the rear admiral who will bring it to Darwin for me to fit next month. Thank you Andrew I reckon you’ll see me smile next time I say Seawind. Just keep on about the Quality and prompt after sales service and future customers will come and be happy. 

Gloucester Passage and anchorage.

Gloucester Island Monty's Resort just out of frame on right. 

Saturday 21st arrived and I was halfway out of the marina when the sun rose realizing in my haste I had left Truansea behind.   Off we went together inseparable as two part glue across Pioneer Bay past Grimston Point relishing the conditions and making a comfortable 6 knots with full Jib and single reefed main.  As we passed between Armit and Gumbrell Islands rain and cloud enveloped Hayman Is.  and Hook Is. 15 or so miles to the southeast of us. We would be in low visibility also within an hour but it soon passed.  We passed George Point and I took advantage of the lee of Saddleback Is. to drop the mainsail and prepare for the narrow Gloucester Passage 2.5 mile ahead. We passed through the beaconed passage under jib and rounded Passage Islet heading in towards Monty’s Resort where we took up a vacant courtesy mooring. The outlook from the anchorage here includes a longish beach with some half tide rocks which are backed up quite closely by heavily wooded hills. The resort is almost indistinguishable from the anchorage but several people are about swimming or fishing or kayaking. Looking east Gloucester Is. a high continental island with a steep heavily wooded aspect dominates the surrounds.  West by north west of here distant 11 miles is the port of Bowen.  I’ll bypass there and Abbot Point coal loading facility tomorrow on my way to Cape Upstart.  You will read about that in the next post. The rain has cleared and it is a beautiful afternoon clear to Bowen with a little haze.

Fair winds 

Truansea

Family friends Scott and Lisa with Alan outside their business in Bowen.

South Percy Island to Mackay via Brampton Island

Friday 29th April

0610 breakfast dishes done and the plan is to depart North West Bay for Scawfell Is. 67 miles to the north. The weather is lingering overcast following last nights storm. I expected the storm would clear some of the worst of the weather away and allow me a weather window to get off the anchor and get to the next safe anchorage in daylight. The storm started around 10:00pm the previous night with lots of lightning around the edges of clouds, quite an entertaining light show. Unlike the storms at home where the anvil like cloud rises to massive heights during the late afternoon and the north easterlies rush in under them before the lightning begins followed by the precipitation the heavens here were a dark mass of cumulus hiding all the stars. The edges of the clouds only visible when the lightning discharged. The rest of the time it was blacker than a black dogs coat. The wind a steady 25 knots slowly increased in strength until by 11:00pm it wound itself up into a tizzy and let a gust at 39 knots go. The rain pelted down at about 45 degrees fortunately no hail and then as Murphy's law dictates (the worst possible thing will happen at the worst possible time)  the AIS anchor alarm sounded. Too dark to see the beach or any other worthwhile reference I watched the graph pattern on the AIS to determine the scale of the drift. I had the alarm range ring set at 50m and the storm managed to stretch the anchor rode components to max  and that combined with my reckoning that the GPS position accuracy may have been diluted due to the storm activity and the rolling surge I reset the range ring to 55m and heard no more from the alarm. The wind remained in the low 30 knot range for the next three hours and then dropped back to low twenties and drop I did into a nice little sleep after that. I reckon Huey and Truansea got an even points decision from the umpire from our first proper storm.

The anchor watch graph

With Pine Islet light flashing to show me the way past Middle Percy Is we set off with double reefed mainsail and about one third of the jib unfurled. The anchor came away from her hold on the sand without any difficulty   which is a good omen and some small ragged edged patches of blue sky appeared through the cloud. The swell between the islands was only around a metre but clearly through the binoculars it was well developed in the Capricorn Channel towards the Cumberland Islands.

Wind + water = lumpy stuff. This one taken through the galley window.  10 or 12 feet high.

Clear of the Percy Islands and making for Scawfell Is we fell in with the swell and got used to the motion. My log shows Sphinx Islets abeam at 0800 and it was just prior to then that we experienced a gust of 36.6 knots and a combined sea and swell that jacked up into the 4-5m range and sent us rushing forward to record our highest speed to date of 17.6 knots. Truansea took it in her stride lifting her bows as we surfed down the front of the swell and some spray lifted from each bow as she went. I'm sure a front on view would have revealed a huge smile. Averaging 8 knots plus and no reason to indicate we wouldn't maintain that I amended our destination to Brampton Is. and advised VMR Mackay accordingly. It was during the conversation with VMR Mackay that Bob Kennedy sailing with his lovely wife Margaret on As Time Goes By called to let me know they were anchored at Curlew Is and would be making their way into Mackay marina in the next couple of days. Advising I would see them there soon after I made the course alteration for Brampton Is.  Skirting the Hay Point ship anchorage where 22 cargo vessels were at anchor awaiting their turn to take on a load of coal for distant ports I only had to make one alteration to my course to avoid the Suma coming in through the reef via the Hydrographers Passage. I spoke with the Captain on VHF and he comes from Kawasaki in Japan the same city our Japanese daughter Miwa lives in. This was to be his last trip as he was retiring on return home.  At 1730 I anchored at Brampton Is about 300m off the fringing reef in 3m of beautiful aquamarine water in sight of the resort. 90.32 nautical miles for the day anchor to anchor. 5-10 knots of Southeasterly breeze flat sea and looking good.

Anchored off Brampton Island

I spent the week end anchored off Brampton Island and went ashore to climb to the top of the Island for the view and take a photo or two. The walk is 8.4 km round trip and the track is moderately steep for the 1.8km climb to the top. A nice running creek along the way sated my thirst as I cracked it on all the way. I had left the tender lashed to the public jetty near high tide and didn't want to risk returning back to find it hanging by the neck as the tide went out. A 4m range in tide can do that if not allowed for. The view from the top of Brampton at Carlisle lookout is as good as any from atop the islands in the Whitsundays and despite it being a bit overcast was worth the walk.

Brampton Is resort looking north towards the Whitsundays

Brampton Is looking South towards Mackay from Carlisle lookout

Monday 2nd May

I made arrangements with Mackay marina to take a berth there for a couple of days and sailed the 20 odd miles over in a nice breeze and secured alongside at 11:30am. Catching up with Bob and Margaret whose sistership Seawind 1000XL As Time Goes By was the next one built after Truansea we went on up to the friendly Mackay Yacht club for lunch and a drink. Discussion centred around the experiences to date we had both had with sailing and Seawind Catamarans. The latter was not as rewarding for Seawind Catamarans as we are both a bit disgusted with their lack of after sales support/customer care. Seawind has a very good boat design but the staff have no idea with regard to after sales support or customer loyalty, particularly in Bob's case which is to their detriment as dissatisfied customers spread the word very quickly. Whilst I am happy to recommend the boat to anyone I find it difficult to recommend the company in it's present circumstances and have no intention of doing so until customer consideration consistent with the product and price is demonstrated by Seawind Catamarans. A poor show from an Australian company that advertises virtues consistent with quality. It is not much wonder that they are developing offshore in SE Asia. Gripe complete.

Entering Mackay Outer Harbour. Cargo vessel was loading rocks??

Whilst I had Truansea up on the sand at Island Head Ck  I noticed that the external antifoul layer was thinning prematurely in a few places. The shipyard here at Mackay marina is well equipped to haul  Truansea out of the water and place her on the hard stand with their 90 tonne straddle crane. The managers there Mark and Kate are very accommodating, happy and helpful so I arranged to haul Truansea out and have her hulls below the waterline water blasted and placed on blocks so that I could sand her bottom and and give her a fresh nappie of antifoul, Altex No. 5 to prevent Barry Barnacle and his cousins making their home there. My brother, Alan, arrived down from Proserpine in time to help me with the job and most importantly drive me to the various places in Mackay to get the supplies I needed and provide some company. We completed the job in two days with a very professional finish that surprised the marina proprietors and a couple of fellow yachties. Back in the water and over to Bob's berth in the marina which he had very graciously offered while he and Margaret spent some time anchored at Brampton.

After sanding

After antifouling

Alan knows the Mackay district very well from his 30 or 40 odd years living at Prosepine and flying over the environs in those single engined teeny weeny winged Cessna things that he seems to like so he offered to drive me around a few of the sights for a look. We had a great day visiting Hay Point and Dalrymple Bay coal loading facility in the morning before catching up with his son Matthew as he was returning from the mines at the end of his shift at Eton where the bus sets the crews down and they continue on their way in their private cars. My mate Bevan advised me that he started his school life in Eton, I wonder how many other school teachers that school produced.

The valley view from Eungella, overcast and wet but still nice.

After our brief stop at Eton we continued on up to Eungella via the very picturesque valley through which the Pioneer River flows and floods. It is a very steep 12% climb for the last 6.4 km to the top of the range and from there we had a short drive to a couple of lookouts that provide a good view of the valley and the Platypus viewing area (we only saw turtles but it is quite famous for spotting the monotremes). The Chalet at the top of the range has recently been renovated as a result of last years cyclone that caused a fair bit of damage in the area so we settled on there for a steak sandwich and a beer for lunch. The view from the Chalet is magnificent or would be on a clear day. Back down the range we passed through Mingela(?) and then Marian, surprisingly for me at least, cane grows everywhere here and in some areas is irrigated. There is a delightful perched dam, Kretchan Dam I think, that supplies the water and provides a great recreational area for the locals on those hot summer days with provision for swimming, water skiing and fishing. Marian is also the town where Dame Nellie Melba grew up and the house she was raised in has been moved from the sugar mill grounds and put on display on the banks of the river on the edge of town. I am particularly interested in this style of house and took some photos and was allowed a look inside. My next project after this little trip around the big island is to build one very similar.

Melba House. A similar one Midgley House to be built.

Saturday 7th May

Grocery shopping at Canelands shopping centre Mackay put my scant few observations of Lyn shopping to the test but I managed to get all the things I needed or at least those on the list without having to compromise and on checking in with the Rear Admiral later the prices were identical to those in Noosa. Alan dropped me back at the marina and he headed back to Proserpine. Many thanks for his help and the opportunity to catch up. Food packed away and then the visit to the Laundromat which was very efficient and a painless experience saw me back on board updating the blog before dinner and a couple of phone calls.

Mothers Day and it's a lovely day here at Mackay marina. I've contacted the important mothers I know and wished them all happy mothers day. I hope all mothers are appreciated and respected on this special day for them.

Which brings me to the end of this post. Tomorrow a friend arrives around midday and we will vacate the marina and head for either Brampton or Goldsmith Island for the night before venturing on through the Whitsundays and then to Daydream Is on Friday where my niece Mel works and has kindly arranged a mooring for me. On Saturday Alan and his family will travel to Daydream Is and we will meet them there for a lovely dinner. After that Truansea will head for Bowen and then on to Townsville and Cairns. Blogging will continue as time and signal permit.

Fair winds
Truansea

Burnett Hds to South Percy Island

Spinnaker sailing all day

Friday 22nd  April.
 Had another wonderful spinnaker run all day from Burnett Hds to just past the Bustard Hd lighthouse. Anyone who has the opportunity to go to the Town of 1770 should allow time to take the Pink Duck trip to Bustard Head lighthouse you won't be disappointed. It is one of those highlights you never forget and I clearly remember the view from the lighthouse and was able to enjoy the reverse this time looking up instead of down. I ran between the inner and outer rocks the lighthouse protects shipping from without harm or worry before dropping sail and entering Pancake Ck and anchoring for the night. I experienced a little anchor dragging on the ebb tide in the middle of the night but the AIS ancohor alarm alerted me and I was able to reset the anchor without any concern.

Headland at Town of 1770

AIS display showing relative position of cargo ships off Gladstone Harbour

Next day I was intending to make for Great Kepple Is but the wind wasn't as strong and I pulled in to an anchorage at Hummocky Is north of Cape Capricorn rather than risk a nighttime approach to an unlit anchorage at Great Kepple. The run to Hummocky was under spinnaker all day again skirting the cargo ship anchorage off Gladstone Harbour. There were 12 cargo vessels at anchor outside the harbour and at least two at any one time under pilot command going either in or out of the harbour. A good place to avoid. The anchorage is a big area and took about 2 hours to sail through. All worry about these floating giants is alleviated by the AIS as it provides information on each ship such as name,size, speed, course, destination, type of cargo and radio call sign in the event that I need to contact them or take avoiding action.

Anchorage at Hummocky Island

Sunday, day of rest and an ET day. An ET day is egg turn day. Apparently if I turn my eggs over every 2 days  they will stay fresh for weeks. I'll let you know. I sailed through the Kepple Islands and on to a beautiful anchorage at Pearl Bay in the Shoalwater Bay military training area. The word about the beauty and security of this anchorage must be spreading as there were already 4 other boats there compared with my last stop there when it was completely devoid of anything manmade. I spent the night there close to the beach and after paying my ANZAC Day respects at 5:00am and again at 10:00am  I raised sail and moved on up to Island Head Ck thinking there might be a two up game going on there. Nothing doing, only 3 other boats in such a huge anchorage normally very popular, at least 4 boats, because of its midway location along the Shoalwater Bay coast and security from wind and waves from all directions. I stayed two nights here taking advantage of the huge range in tide to put Truansea up on the sand  as the tide went out to change the gear oil in the outboard motor legs and give the hulls a bit of a wash down. The wind and swell had increased significantly on the trip up from Hummocky Is so I was  happy enough to stay out of it for a day.

Truansea on the sand with the entrance to Island Head Creek  in the background.  Big tides here.

Wednesday 6:00am Truansea lurched out of Island Head Creek on the start of the run out tide head on into a 2.5m - 3m south easterly swell and 25knots of strong wind from the same direction. Immediately we were clear of the rocky entrance we swung northwards on a compass heading of 330 degrees. Following is a bit more detailed description of the trip and the following two days enroute to Brampton Is via South Percy Is.

With the jib fully unfurled and the mainsail and motors stowed we settled in to riding the wind and waves. I had noticed when on top of the swells the form of another catamaran a little to the south of us, about a half mile, as we settled on to our course and before to long he was crossing our stern headed in the direction of Cape Townsend. We exchanged waves as he crossed our stern the helmsman sitting as he was exposed to the elements in his foul weather gear at the rear of the starboard hull clinging to the tiller as he surfed down each swell. Poor bugger toughing it out as I sat  in the relative comfort of Truansea's saloon. The cat looked to be slightly shorter than Truansea and of the racing fraternity with little accommodation or comfort. Brave fellow given the prevailing conditions. I had 48 nautical miles to go to reach North West Bay on South Percy Is and if I could maintain an average of 7 knots would arrive by 1400hrs. Shouldn't be a problem as already we were doing 8 knots. The swell was rising as we moved further from the land with gusts to 30 knots. We passed Steep Is to port, the halfway mark, with Cheviot Is and High Peak Is visible to the east approx 8 miles distant. There was only one other danger to look out for, a small rock rising 6m above the surface from a depth of 46m. A constant 28 - 33 knots now and swell 3m -4m plus an interesting one occassionally that fits into the weather bureau's reminder that swells maybe 40% larger than those predicted!  That's what occurs when the swell train and the sea get their acts together and rise up sharply behind us to see if I'm paying attention. I can assure you I was. Sometimes these little surprises have crests that curl over and send white water rushing up the stern and between the hulls which accelerates us to 12 or 13 knots before they eventually pass under an on their way. Changing direction downwind and sail setting in these conditions involves a little manoeuvre called gybing. Easy enough done with only the jib employed, turn the wheel and crack on the new sheet. In these conditions that might cause some damage so it is best done by furling the jib and then unfurling it again when the new course has been established. Since all Truansea's deck and cabin surface area is directly exposed to the wind and assisting the momentum forward motion at 5.5 knots is maintained. Look mum no sails and still 5.5 knots.

I had South Percy Is in sight from about 20 miles out and the gap between Hoskin Islet and South Percy becomes clearer as we near and make our way through it into the relative calm of North West Bay. The anchor is released in 2.5m of water approx 300 meters off the middle of the beach at the head of the bay and half tide rocks are clearly visible. The tide is predicted to rise 2.5m by sunset so I let out 30m of anchor chain and ensure the anchor is well set. It blew 30- 34 knots during the night and a beam swell of around a metre rolled in at 90degrees to the wind direction. I set 3 alarms. The anchor watch alarm with a 50m drift radius and watches set for every hour. I don't sleep well in those conditions and am usually awake before the alarms having a good look around checking bearings and the AIS graph which spot marks the screen every couple of minutes with Truansea's location relevant to the anchor setting position. Fantastic technology and sure reduces any concern about drifting off the anchor. It doesn't prevent drifting but gives early warning so that remedial action can be taken to prevent a possible unpleasant and unplanned event ruining the day (or night).

Considering leaving this anchorage the next morning,Thursday, for Brampton Is I'm ready at 5:30am to raise the anchor and get Truansea under way. I don the foul weather gear and go onto the fore deck to raise the anchor but the clutch on the electric anchor winch keeps slipping due to the strain placed on the anchor chain by the wind trying to drive Truansea away. I have developed a little rule that if the anchor winch alone will not pull the anchor to the boat then I stay put until conditions ease. Conditions were still the same at 6:00am and I abandoned plans to depart. During the day it blew and it rained and the swell rolled in whilst I read and listened to Mackay AM radio. Beggars can't be choosers. Ironically the broadcaster himself situated about 160km to the north west of me read a weather forecast for his area and the general direction I was headed which predicted a fine day following early showers. Ha! not here matey. It did settle somewhat about 1:00pm which enabled me to do some washing. There is no VHF or broadband or next G or any other letter of the alphabet at the Percy's. I'd advised the rear admiral in advance that I would be out of range for a few days and not to be concerned if she had no news of my whereabouts.

Fair winds
Truansea