Volunteers, where are we going? What's our Role? Its larger than you may think.

 Wow!  You gotta get below and gaze around the Saloon. It hasn't looked this good in months.  Lance Halderman, Ken Fonville, Tony, Marchesani, and Walter Barton rolled up sleeves Saturday morning and went to work.  It shows. They met a standard that's always been there, but hard to maintain with once-a-week crew. 

There's an impetus for this.  I've been informed that there will be visitors coming aboard, sometime soon, ostensibly to tour the ship. The office requested of me that we do what we can to get her back into 'Bristol Fashion" (my words, but you get the idea).  Don't really care who the visitors might be so much, as the plain fact that the schooner is having visitors who've likely not seen her before, let-alone coming aboard for a close up look.  

Think on it.. What's the basic root- problem this Schooner faces, huh? I think it's because she's invisible. In my conversations with people, lots of people I don't already know-those are the ones I seek out. They don't know she exists. She's invisible,, a secret, to way-too many people around here.  Of those that do know she exists, it seems their typical perspective, is that , "well, she's there but she doesn't do anything."  Not totally true, but you can see their point.  You can't have an opinion about something of which you know nothing. You can't be expected to support something whose story you've never heard. 

The point is fixable, and I've got hopes that we may be on that track soon.. just a gut thing.  Why's my gut saying that?  Well, in addition to the "does nothing" perspective that comes from people, they tend to see an additional aspect if you tease it out.. The one's who know Spirit of South Carolina, or know of her, have often offered their own bit of , "if only .." ,  "y'know, she could be.."  or even, "so, when's she gonna be back?" 

Every week for the past year, I've been meeting up with a group of mostly local people for drinks and a snack or too, mostly socializing... They also have friends from out of town visiting who are invited to join the "salon." Conversation goes everywhere, where's everybody been, what's going on in the city? who's doing what to help with; lots of  conversation about ideas and events.  

Stay with me, I'll get to my point,  I promise.

My entry into this group came from a person I once invited aboard for a deck tour.  I told the story of Spirit of South Carolina, and we conversed around concepts of the schooners capabilities, and potential; It lasted a couple of hours.  This person pretty much directed me to join this social gathering.  In that group, in a normal conversation, I was inevitably asked a  question-something like, "what do you do?"  I get to tell 'em my story; only a sentence or two about  my "Pre-Charleston" life. My objective was to tell the story about Spirit of South Carolina. It starts with a 30-second "elevator speech- What the ship is, what she was built to do, what she's done, and how people who come aboard are changed. 

I swear-to-god it always happens, their eyes get big, or they squint a little, as if thinking, "really? you can do that?."  About 70% want to know more. Of those, about 50%  accept with enthusiasm my offer to come aboard for a tour.  Most of them actually show up on the dock. But, I see almost all of them again in following weeks in our social, as well as new folks joining in, and I always find opportunity to converse with the newcomers. 

See where I'm going with this?  

As Volunteers, we may not have eyes on what, exactly, is happening at the management level of our Schooner, but we do have a significant role to play beyond the tasks of maintenance. Because of our reach into the community, even out of town, even out of state, we have capability to tell her story. No one else has the same credibility for that role.  We are recognized for taking part in something much bigger than ourselves.  Our cause is our Ship and advancing her mission.  We have capability and opportunities to tell it to our neighbors, reach into our kids schools, our congregations, our community groups, workplaces,, and tell her story. Make her visible. 

Our motivation isn't quite the same as a usual paid mariner who tends to bounce from ship to ship. It's bigger. We have more at stake.  If you haven't yet so reflected, I recommend it. There's really an exhilaration in being able to explain why you're excited to spend time on board,, why you enjoy company of your shipmates, what differentiates your experience from that of other modern yacht sailors - even if you've not yet gone to sea in our Schooner, but you aspire to it.  Literature describes it.   Two paragraph's laminated and posted in the saloon on the galley cupboard describe it. You can peruse at the link here.

The Tall Ship Experience

More about how we all can work together on our "story", later. but soon.

PS:

We're growing a pretty good readership on his Blog. That's reassuring, but what would make it better, would be to hear from you. 

Please comment on what you'd like to see more of , less of, questions, or observations.  There's a link at the bottom.  We're public, on purpose. If you've someone in mind who might be interested in what's being said here, you're welcome to hit that little envelope  icon below and send em' a copy.

Just us Four Aboard her this Saturday

 The day was perfect. Sailing on the harbor Saturday would've made it more perfect. but our reality is not currently displayed there.. for now. 

As it was,, Tony and I (Bryan) mustered aboard on time, followed only a few moments later by our long-time missing Ship's Carpenter, Dallas Spencer.  Dallas brought with him long-awaited news that he'll be shipping out himself, sometime in April.  The Navy has selected him for graduate studies in Naval Engineering at Massachusetts Institute of Technology. His professional career is about to take a significant right turn.  And we're going to miss his carpentry talents. So Dallas's priorities must now necessarily change to finding affordable family housing in Boston. 

For this Saturday morning our efforts focused on the more mundane but necessary.  Our transient, sometime-resident Osprey, Dolores, has returned to her perch aboard the Spring Stay, for screeching, eating lunch, digestion, and purging, now evident in major white splotches all over our deck. Tony and I started clearing the deck of obstacles to water.. hanging up what we could.  Dallas pulled out the midships Fire hose, stretching it all the way forward and stood by for charging.  Tony retrieved three deck brushes and I climbed below in the engine room to "fire up" the Fire Main. Dallas began wetting down from the knightheads aft until the entire deck was soaked. We followed behind with deck brushes doing what we could, hampered by the enormous gaffs and booms now stretched out fore and aft down our decks.  

Meanwhile Danny Johnson appeared, and Bryan pointed out to him the now derelict Step to the gangway, complete with sliding handrail to adjust for tides.  With virtually no other discussion, Danny scoped out a concept to build a similar sliding handrail onto the relatively new Gangway Platform step.  I"m looking forward to see his handiwork. 

 By noon we'd found our usual stopping place. Tony and Dallas had shifted to the Dory, still upside down on her cradle, but now sporting a smart sapphire blue sheer stripe  just below her gunwale.  Next step for her will be to turn her right side up and fit out for sailing. Check for proper tension, sail condition after two years of stowage, oar locks set, and then bend on our "pig-sticker", a tradition begun by past 2d Mate, Tripp Seaman.  - the staff flying the Dory's traditional symbol, a fighting cock silhouetted on a white pennant.  The story of which is entrusted only to the most devoted of crew.  

More housekeeping projects await volunteers coming aboard next Saturday, to facilitate our anticipated trip to Shipyard,, a date still unknown to us.

Pre-Shipyard Phase of Down-Rig Complete ; Dory Gets her First Coat of paint

 One could not have asked for a better day. Saturday's cloudless sky, winds barely sufficient to fill a spinnaker(CORA held a round-the buoy race in the harbor). Six Volunteers mustered aboard Saturday to finish up the last down-rigging tasks, and start laying on a coat of white paint on Dory's Hull. 

Tony Marchesani and Scott Cross volunteered to start the paint job, while Stephen Folwell, Ken Fonville, and Walter Barton gathered around Bryan Oliver for guidance on lashing down the Main mast spars (sea-stowing).  Nick Swarts appeared later and joined in the down-rigging crew. After pointing out the locations of paint supplies to Tony and Scott, Bryan assigned jobs to the rest; first, lashing down the main gaff before moving on to the main boom.  Bryan gave a tutorial and refresher on making a bowline and a square lashing, then sent the team to the rope locker to search out sufficient lengths of unassigned cordage to do the job. 

They made short work of the gaff.  The Main Boom required some organization.  When the boom was lowered, it came to rest in a position that took up too much space on the starboard deck.  Bryan pointed out, that, by shifting the boom aft two feet, the jaws would clear the tool locker, enabling the boom to rest two feet closer to the rail. The task would require rigging up tackles fore and aft to lift the boom inches allowing the team to push it aft the necessary distance.  Ken Fonville proposed using the gangway falls, rather than untangle and rig up the boom lifts.  The team adapted the idea; first, down rigging the gangway with it's crossbar,  making up slings at fore and aft ends of the boom, to take the hooks of the falls. With two hands each on the bow and stern falls, they were able to sweat the falls up several inches, allowing  Bryan and Walter, at each end, to push the boom aft two feet, and closer to the rail. 

With sea-stowing of the last spars complete, and a first coat of white laid on Dory's hull, the crew secured tools, hardware and  mustered midships to recognize shipmate Volunteer Steve Folwell for racking up, in quick succession, 50 and then 100 Volunteer hours in the last months of 2024. To catch up, Bryan presented Stephen both, his 50-hour Jibsheet Volunteer, and 100-hour Foremast Volunteer Pins.

In tallying up all Volunteer Hours for 2024, Bryan noted the recent achievements of the following Volunteers in making the 50, 100, and 200 Volunteer Hour milestones.

• Walter Barton         200
• Todd Cole               200
• Stephen Folwell      100
• Lance Halderman   100
• Alex Lyashevich     100
• Ryan Smith             100
• Carin Bloom             50
• Nick Swarts              50

Save this Date (To Be Determined).. Yes,, once I determine it, be sure to save it.. The Volunteer Shipyard Sendoff Cook-off Social. Look for this date in the next few weeks, on a Sunday, on the Dock and on Board.  A celebration of  a continuous thread of support that has kept the Spirit of South Carolina afloat and viable, for what we anticipate to be the start of a new life. 

Improved Weather Helps Volunteers tackle the Schooner's Big Rigging

Slowly, steadily, interrupted only by the Holidays, Volunteers have been working on-deck projects to prepare Spirit of South Carolina for her upcoming delivery and time in Shipyard; the 10-Year Deep Inspection- Shipyard required of all USCG Inspected Sailing vessels. This shipyard will require the un=stepping of our Schooner's masts and taking apart the metal fittings, collars, shackles to inspect for rot, fatigue, anything that would compromise the rig for the conditions she'd be expected to endure; in our case, not near-shore/intercoastal, but sea-going. 

In spite of near freezing weather over the past month, Volunteers had succeeded in bringing down the massive gaff and boom spars from the Fore and Main masts, and lashing them to the deck for sea. The foremasts running rigging-sheets, halyards, preventers, vangs, downhauls, had all been down-rigged, measured for length and replacement, coiled and stowed below in the forecastle.  The Mainmasts gaff and huge boom, likely a ton's worth of Douglas Fir, had also been lowered onto the deck.  Now what remained was taking down all the Mainmast's running rigging, blocks and tackles, and likewise labeling, measuring, coiling, and stowing.

This Saturday,  promised a sunny day, no wind and warming temps into the 50's , a welcome change from the past month's blasts.

 Six volunteers mustered aboard, sometimes struggling to keep their footing on 3 inches of frozen snow that remained on the deck and the dock from four previous days of snow and freezing. As usual, the electrical power from the dock had tripped off, requiring 3 separate long walks to the pedestal to reset breakers and try a different sequence of power circuit switch. Hopefully, the bilge pump switch would work weekend.  

Lance sets the tape measure,
while Walter marks off the first ten feet.

Bryan quickly mapped out the tasks to be performed, and noted the additional safety precautions to be attended due to icy decks, and heavy falling halyards they came off the blocks aloft. Lance Halderman and Walter Barton grabbed masking tape, a long tape measure from the tool locker, and a couple of Markers, to layout measured distances the length of the finger dock all the way to the  Museum, about 250 feet.  

The rest of the Volunteers, Wayne Burdick, Danny Johnson, Ken Fonville, Ryan Smith, and Bryan Oliver, took stations to down rig the throat, then peak halyards. Both lines, together totaled just less than 1000 feet of 1 and 1/8 ' diameter three-strand rope, running through massive double blocks, shackled aloft and  on deck, at the already lowered spars.  The rest of the day is best described in the photos below, thanks to Danny Johnson, and Walter Barton.

Ryan unfouls the Peak Halyard fouled by loose lazyjacks,
 while Ken repositions the turning block to allow the halyard to run.

Wayne hauling down the the Peak halyard Jigger end,
 overhauling the peak halyard thru it's four block sheaves
 down to the pile at his feet.

Danny starts the haul of the throat halyard
 from it's pile on the deck
 all the way to the base of the dock
 before doubling back to lay out its total of 405 feet.

Danny Johnson stands by after handing off
 the bitter end of the throat halyard to Lance
 who is feeding it to Walter, building the huge
coil at his feet.

 

Ryan shoulders all 405 feet of 1 inch Throat halyard
down the gangway into the waiting arms
of Bryan below in the forecastle.

Ryan ready to hand down the Throat Halyard to Bryan in the Forecastle Hatch.

Danny Johnson at far end with the peak halyard
having stretched its 526 feet back down the dock
 for labeling and coiling.

With two huge coils of line stowed below and four equally huge running blocks unshackled from their spars, labeled and displayed on a PFD Locker for their next steps of maintenance, Volunteers took on one last volunteer task.  At the request of Bryan Oliver, the crew piled into cars and converged on the LowCountry Maritime Society boat yard where Bryan had brought is Beetle Cat(boat) for its own haulout and overhaul. In short order they had the hull off the trailer, gently sat on the thick soft sawdust stall floor, then tipped over, and lifted up onto sawhorses. For all that, Bryan will offer free sailing lessons, plus a solo, if they can help him get her back on the trailer after a project of sanding, sealing, and repainting.

Lance, Bryan, and Ryan,
with "Sean O."  Bryan's Beetle Cat

Ryan, Lance and Wayne tip over 

Bryan's Beetle Cat for lifting up onto sawhorses.

Six Volunteers Scorn the ominous Weather to Down-rig Spirit of South Carolina's Mainmast spars.

 It was epic, I gotta tell ya.. six of us, just the conditions made it so.  This Saturday was supposed to be another washout, the third in a row. Rains to start first thing in the morning and predicted all day long. The official call to postpone went out to the six volunteers who signed up, with a option to come aboard anyway and we would make a decision whether or not to proceed with lowering the Main Mast gaff and boom to the deck, based on actual weather conditions. 

Not expecting  many, I boarded early at 0830 to make some coffee and lay out the donut assortment on the saloon table.    Tony Marchesani was already on board when I arrived. The first setback was discovered.  No electrical shore power to the schooner.  The circuit breaker at the pedestal kicked out, as it seems to do each week. Without it, we couldn't boil water for tea or cocoa,, or brew coffee, anything warming, let alone the little space heater under the saloon table to take the chill out.  Three separate attempts to reset the pedestal circuit breaker finally resulted in a durable connection. 

 As coffee was being brewed, Danny Johnson came down the dock with tools and lumber to finish off the low step-up platform to the gangway he had started last week. Behind him came Wayne Burdick, and Scott Cross.  The rain hadn't yet started, and looked to be iffy for the next hour, so, around 0900 we mustered at the Mainmast and discussed the project to take down the gaff and main boom to the deck, before any rain started.

Everyone seemed willing to get something done.  At that time Helen Fogarty appeared at the dock, a sailor and friend of  Danny's, she'd come down to learn more about the schooner, maybe volunteer.   All total that was six willing deck hands-two short of what would be a comfortable crew for the job, yet we could still make some progress.  With the rain still off to the west somewhere, we dove in.  

We made short work of getting the gaff down onto the deck port-side. While Wayne cut the parrel bead string  to free the jaws off the mast, Wayne and Tony cast off the throat and peak halyard coils, and stood by to lift the gaff a few inches off so Bryan and Scott could pull the gaff out and over to the port side.  At Bryan's command, Wayne and Tony lowered away together, and the gaff slowly lowered and settled snugly against the bulwark between the riding bitt aft and the port side Main pinrail.   

Now the rain was starting to appear, first sprinkles then filling out.  But we were fairly charged up, and without discussion, jumped to the Main boom. We had, earlier at muster, already discussed how we would loose and maneuver the massive spar off the mast, over to starboard, then lowered by combination of throat and peak halyard and boomlift. It was going to be a complicated, highly coordinated effort, requiring all of us to perform multiple tasks.  

While Scott walked aft to downrig the boom's port and starboard quarter tackles, Bryan climbed down below into the forecastle and tossed up to Helen on deck, the two coiled mainsail vangs, to be used as tag lines.  Helen and Danny made one end of each vang line fast, one to  the boom's tack iron, and  other to the mainsheet collar, running the lines onto the dock. Bryan and Scott created a sling at the booms midpoint and bent on the two peak halyard blocks.  

Rain was steadily increasing, so we paused to zip up foulies, or throw our hoods over.  Wayne went further, donning his bottoms,, an additional step I later wished I had taken. 

Largely heedless of the rain coming down we were all in the same groove.  With Helen on the forward (throat) tagline, Scott aft on the boom sheet collar tagline, Tony and Wayne on the Peak and Throat halyards, Bryan , Danny, and Scott  on the aft tag line attempted to pull the boom's jaws aft and away from the mast.  Didn't budge.   Someone,, Danny or Wayne suggested a handybilly tackle for added purchase. First, Bryan directed that each boom lift be slackened( their angle might be holding the jaws against the mast. No luck, so Bryan opened the lazarette, reached down deep and hauled out the largest 4-to-1 tackles in the pile. Helen rigged a sling over a piling aft, Bryan set an alpine butterfly loop in the boom tack lift tag line, Danny stretched the tackles out, setting  the strop hooks of the opposing handy-billy blocks into the butterfly loop and Helen's sling on the aft piling. Three heaves on the handybilly running line and the boom's jaws eased off the mainmast table and floated free. 

Now a new challenge appeared. With the boom lift slackened, the boom was held up by the peak halyard rigged well forward of the center of balance. the after end of the three-quarter-ton boom started settling down lower, pressing on the taffrail lifelines. Bryan and Wayne quickly teamed up on the starboard boomlift, tensioning it sufficiently to raise to boom end off the life line.  

Now came the orchestration of the team, Scott and Helen on the dock applying force to pull the boom forward and outward, while Tony and  Wayne on the two halyards slowly easing the boom downward onto the deck, Bryan nursing the one boomlift that was holding up the aft end of the boom. 

At this point, we may have noticed that we were thoroughly soaked. I couldn't say for sure, because, instead of just dropping everything and scrambling down to dry cover in the saloon, this crew immediately set to coiling and hanging the heaps of tangled cordage that had accumulated all over the deck. Only when the deck was cleared; the last line was slipped over a pin, loosely dangling  lazy jacks gathered and lashed together to the fife rail, only then did this excellent crew gather round the ladder and clamber down below into the saloon.  Any onlookers from the docks or beyond, gazing our on the curious frenzy going on would've had to wonder at this obviously a professional crew. 

Below decks, the boiler was activated for tea, coffee was poured, and donuts consumed.. I was afraid to turn on the little space heater under the table for fear of tripping the circuit breakers again, so no one really tarried.  Too bad,, this was the time, as foulies were shed,  where jocularity and expletives combined, and stories were borne, where the world shrunk for a few minutes to the saloon, the rain beating on the saloon butterfly hatch, and the shared hardship of shipmates.  Cool.

Volunteers Don't Let the Weather Discourage from Shipyard Prep

 Today was originally planned to be a "barn-raising-style" event, 8 to 12 volunteers teaming up to down-rig the mainmast of her spars and gear.  We volunteers had done it before, and I was planning a Sea food Gumbo Lunch for those who had signed up.  

Then the weather forecast virtually reversed itself the first of last week.  High chance of rain all morning, with temps in low 40's. As the week progressed to Saturday, the forecasted rain disappeared, then things looked better. But by that time, we still had only one sign-up for Volunteers.  The forecast remained cold, high in lower 40's.  I cancelled the planned Volunteer Day/Gumbo feast due to lack of participation, but left open open opportunities for volunteers to come for some deckhand skills  training. 

Saturday morning; clear and cold; breezy, north to northwest. I didn't expect anything, excepting Walter Barton, steadfast regular, who'd indicated he would show up regardless.  I boarded early to check a bilge, try the power for brewing some coffee, and review notes for what projects might be salvaged.  Promptly at 0900 I heard much thumping and gangway jangling overhead of the saloon butterfly hatch. I pushed open the saloon companionway cover to see Lance Halderman drop off the elevated gangway, followed by Walter Barton, Ken Fonville, and Danny Johnson.  Unexpected but welcome!

Lance and Ken using the boomlift
 to raise the foreboom and shift it aft
 and outward. 

Forgetting about my coffee, we immediately mustered up where I explained what I hoped we could accomplished with four instead of eight to twelve volunteers. Danny Johnson had brought with him some 2x4 stock. He was already setting up to construct a shallow platform to span over the dock cleat obstructing the head of the gangway, a long-suffered trip hazard.

 The rest of us organized around the objective of clearing the port side bulwarks of coolers and loose gear. With that space cleared we would lift and shift the three foremast spars, further aft and close up against the bulwark, lashing them down for sea to the timberheads. 

As that effort progressed, someone asked for an update about going to shipyard.  I still had no answer, only conjecture; we still had no Captain until February. No other crew scheduled for coming aboard;  only the promise of eventual delivery to Stephens Towing.   

Lance pointed to the empty deadeye mounted on it's chainplate just aft of the Mainmast shrouds. That brought about my rambling reminiscence the days when the schooner sailed with her main topmast, adding another 25 feet into the sky, and we sailed under "full press" - all sails set. Our stability rating and Coast Guard rules restricted our sailing full press with passengers, which made the experience on deck with topmast, gaff topsail and fisherman flying singular and memorable.

The topmast hasn't been rigged since 2018.

By noon, we had made good work of shifting spars and  rearranging deck gear.  Danny's platform at the head of the gangway worked splendidly.  I apologized for not bringing the gumbo, but hopefully, In the next few Saturdays there'd be an opportunity to serve up some for lunch, if sufficient sign-up's were entered.

Cold Saturday morning encourages a mix of finishing on-deck projects and taking on others down below.

 The Saturday forecast of high 30s to low 40's dampened hopes of getting a good coat of white over Dory's hull today. But that didn't stop us from adjusting.  Dallas Spencer, joined Bryan Oliver for the trek back to his car to load up and haul back to the dock a pair of bronze 4-blade propellers, once used to drive Spirit of South Carolina north to Newport. Now they were salvage.   

Once set aside on the dock, the pair went aboard and aft to the lazarette, where Bryan dove in and hauled out the remnants of 1/2" vintage 3-strand he planned to use for training volunteers for the envisioned  Bloom Knot Challenge.    Returning from some holidays time off, Dallas brought aboard from the dock, a pair of Dory's oars to lace on the oarlock leathers, and adjust the Turks head knots he had created for each end.

 Lance Halderman started the day with grabbing a roll of 2'inch blue masking tape, and applying a line down both sides of Dory's gunwale undersides to protect them from our next paint application. 

 Meanwhile, Ken Fonville took on the task of inspecting the five bilges. As he completed that task, Lance, finished with his taping job, joined Ken in the Engine Room to pump out the Forecastle bilge. 

Danny Johnson arrived on the dock somewhere in all this activity,  made a few recommendations to Bryan with a plan about building a short step/covering for the cleat protruding at the foot of the gangway. Danny then guided Bryan down to the onboard end of the gangway, pointing to the issue with the two suspension lines holding up that end.  They had been run thru short tubes and made off in bowlines.  Unfortunately the sharp edges of the tubes had been gradually cutting into the lines. Additionally they connected to the gangway five inches inside the rail post, creating a potential trip hazard for unsuspecting boarders. 

He had another plan.

Bryan pointed out some scrap rope in the rope locker,  Scott Cross had just arrived so the two teamed up to work some creative rigging, which Danny swore would solve both problems of the chaffing, and the foot obstacle at the end of the gangway. 

All that activity took up about 40 minutes.  Weather was sunny, but uncomfortably cold-breezy, so the crew climbed below for the second half of the morning,, some basic marlinspike skill building. Dallas brought down to the saloon table the 40-foot 1/2" rope recovered from the lazarette, looped in five foot lengths.  

Dallas works a Turks Head
while waiting for shipmates
 to finish their last whipping. 

Ken Fonville recovers a loose needle,
while Scott Cross finishes up the last whipping.

Bryan started the demo/practical exercise with a show-and tell of the contents of the Sail Repair Bag. followed by a demonstration of two types of end whipping.  The objective would be the creation from one long scrap rope, six 5'foot lengths of whipped-end "practice ropes" for use in the Bloom Knot Challenge.   For the remainder of the morning, the crew sat around the saloon table  with a sailors palm and needle, whipping the ends of rope sections, til all six were ready for use. 

Finally came the proofing.  All hands gathered around the fife rail where Bryan explained how the Knot Challenge would work. Six designated knots from the Deckhand Skills Checklist must be completed to a standard within 30 seconds.  The challenge would be open to all Volunteers. Participants who successfully met the challenge will have their name engraved on brass plates on an oak plaque mounted on a common  place in the Saloon.

Small but productive Volunteer efforts close out the year.

With Holidays rapidly approaching,  and our schooner restricted to the dock, waiting for it's window to deliver to shipyard, it was no surprise that our Volunteer Corps would be other-wise engaged. The Saturday of the 17th brought four volunteers.  This last Saturday, the 21st, brought only three of us.  Scott Cross, just returning from a 30-day service with FEMA in the hills of North Carolina, gave his entire morning and part of the afternoon.  Danny Johnson, likewise, came down to the dock to see where he could pitch in.  

Between Scott, and myself, we had control of the Dory project, turning it back over and repositioning her on the cradles, we sanded off old masking tape adhesive and scuffed tenhe rest of the hull surface to ready her for a coat of gloss white at the next good weather window. Bryan  had received a replacement rudder gudgeon and remounted it on the transom.  Besides hull-painting, a sheer stripe added under the gunwales for pizazz, a bit of wood filling around the transom, Dory was ready for re-christening, uprigging and launching.

Danny, took on the task of cutting out six inches of  the bench 4-by-4 timbers, to clear a wider space for bridging from the dock to the gangway.  

Those project found a ready stopping place right about lunch time, and all of us  secured all tools, extension cords,  abrasives,  emptied trash cans and closed her up for the holidays. 

Fast forward to the day before the day before New Years.

It's a conundrum. The usual motivations to invest volunteer time aboard Spirit of South Carolina don't seem to be there; the activities around getting her ready to go to sea, even just a harbor cruise.  Worse, the prospect of that happening doesn't seem likely for 4 months, exacerbated by that fact that she'll be in shipyard.

What to do,, what to do..

Well actually there's a lot to do. While she sits at this dock, likely till early February, there will be tasks that keep her from sinking. Bilge checks and pumping, ventilation.  And there's more in way of deckhand skills, that we never get around to.  the six knots to be mastered, Dock lines refreshed.. bending on chafing gear-something we've been ignoring to our peril.  There's Dory.  If you never yet learned to row a boat, you've somehow skipped one of the foundational precepts of seamanship. Dory rows well with one-two-3 crew if we had oars.   There's more,, give me a minute.. okay,, next time, next entry.

 

Entering a period of Stasis instigated by the Holidays and Winter Weather.

 Schooner date 241216.

It's been 22 days since our last Blog entry. The schooner Spirit of South Carolina remains in stasis awaiting direction from high above.  External situations are beginning to take control. 

The Holidays. 

The crew is becoming preoccupied. Families, with grandchildren are arriving, Families are departing, to visit grandchildren. Musters over the past few Saturdays have shriveled to 2-maybe 3.  The Captain is currently on duty, but will go off cycle on 29 December, returning 9 February, unless contracted to return early.  The Disabled Roster is lengthening.

Mitigating strategies; 

The Annual Volunteer Appreciation Night, along with the Christmas Parade of Boats, on Dec 14th, was stymied by weather conditions; the Parade cancelled, and reducing Appreciation Night attendance to a happy few (Walter Barton, Steve Folwell, Capt Bobby, Capt Will, Danny Johnson,)who graciously came aboard to watch a disappointing Army Navy Football game (depending on your point of view).  Walter Barton's excellent Chili, plus a diverse round of beverages and snacks softened the blow. 

Short term objectives remain the same;  

• Deliver the Schooner to Stephens Towing-Shipyard along with a shipyard crew and contracted Shipwrights and Riggers. 
• Dockside-Repair and reconfigure the Yokohama  Dock Fenders to restrict their shifting off the pilings.

The second objective can occur immediately if sufficient volunteer crew (six) can muster to take her off the dock, and set her anchor in the Middle Ground, for "a few days" enabling a second crew to adjust the Yokohama fenders.

In the next week, Look for a request call for Volunteers who can be flexible to dedicate a 1/2 day, to take the schooner off, or return her to the dock, either week after Christmas or sometime in January. If January, the job might just as easily be motoring the schooner all the way to her shipyard on the Wadmalaw River.

In the meantime, Dory lies on the dock, within a day or two's effort of being ready to launch and go sailing.  Her missing rudder gudgeon is being replaced. some final light scraping and sanding can prep for another coat of white hull paint, gunwale varnish, and maybe a nice blue sheer line strip under her gunwale.  Dory is primarily the property and responsibility of volunteers. Consider some time in helping make her ready, and be one of the first to take her off the dock, either rowing or sailing.

Stay tuned.

Quiet Thanksgiving Weekend but Dory Benefits

 With morning temps starting out in the mid 30's and a 5 knot northerly on the docks, the weather wasn't exactly inviting.  It did moderate some as Tony Marchesani and Bryan Oliver mustered below in the Saloon to make coffee and decide what could be advanced.  

With Eva Keyes confirmed a non-return, Shipyard still a go, and feelers out among Bryan's tall-ship network for crew, riggers, and shipwright, things were overall positive.  Still, we were left with no clear sets of priorities.

But Dory was just sitting out on the dock, waiting to be finished up.  Over the past several weeks, Dallas Spencer had rebuilt half of her destroyed sapele gunwales and oarlock mounts, and restored her transom, which had been torn out while suffering high winds and wave actions pounding her against a dock earlier this summer. But her four-foot daggerboard and some thwart panels had apparently floated off when dory finall swamped. Her sail rig and canvas appeared to still be serviceable.   

Bryan quickly produced out of his dock cart, a completely new daggerboard, and two aft thwart panels. That settled it.. We threw ourselves into the Dory restoration. 

While Tony searched the ships collection of bronze fasteners to pre-drill and screw down the thwarts, Bryan made a quick errand to the Hardware Store for some wood filler to fair out the rough edges along the scarfs in the gunwale where Dallas had refashion new ones.
Next, we fitted and mounted two new oarlock bolsters Dallas had recreated. The daggerboard was slipped into its trunk to test for fit. Finally, a first coat of varnish was laid down along the entire gunwale.   With one more coat of varnish, a white coat over the hull and inboard, Dory will be ready to rig up and launch.  

One last small triumph, between Tony and Bryan, we searched our hardware boxes and identified the close-enough-to right size bolt and lock-nut combination, along with a little drilling/resizing holes to secure the gangway rails to the gangway.  

Dory's back story..according to Bryan.

In 2017, at start of the Tall Ship Challenge to Quebec City,  the first mate, Dan Cleveland, and Engineer Doug Faunt pooled their funds to purchase a "stitch-and-glue" boat kit from Chesapeake Bay Boats. Their intent was to build a small craft capable of both rowing and sailing, which will be shared across the crew for recreation, and with student/guest crew to  learn rudiments of sailing and seamanship.  

They chose a 16 foot, dory-style kit called a "Noreaster Dory". For two weeks, the entire kit, hung suspended over my head in my berth during the passage to Bermuda and on to Boston. Docked for the week in Boston, the Mate and Engineer  pulled down the kit, and laid its keel on Spirit of South Carolina's midships deck.  For the next two months of the cruise, which included ports of call in Quebec, Port Hawkesbury, Halifax, and a two-week biannual haul-out-shipyard in Belfast, Maine, the entire crew participated in stitching, gluing, fiber-glassing, painting and varnishing, and rigging her up. She took her maiden sail in Boston, the last stop before the return passage to Charleston.   

Dory deck-stowed coming
 into Kingston Harbor

For the next two years, "Dory" was lashed to the deck and accompanied the crew and students to the Caribbean, another shipyard and various harbor cruises, until COVID struck, the schooner was basically laid up, and became the domain of Volunteer caretakers. Care for Dory has been the responsibility and expense of Volunteers ever since.  Officially, she is regarded as a "Tender" vessel to the schooner, thereby avoiding legalities of registration. She even sports a burgee on occasion, a silhouette of a Cock, or chicken- the back story of which is known to a privileged few.  

Fully loaded crew on liberty, bound  the dock in downtown San Juan

We expect that Dory will be ready for sail again in the next two weeks,, not likely to go to Shipyard, but otherwise remaining at the Maritime Center under the Volunteer Coordinator for Volunteer use and practice. 

Dory's Burgee- created by 2d Mate, Tripp

Captain Bobby Returns-with answers.. and the Path forward

 This past Saturday, the 23d was another light Volunteer Day, not unexpected, due to the uncertainty in many minds regarding the immediate future of the Schooner. Absence of Ship's officers [ Capt Bobby off-cycle, and our new Mate, now departed likely not to return in favor of pursuing her academic goals] added to the uncertainty.

So it was refreshing, and encouraging as five Volunteers nevertheless mustered aboard Saturday morning on schedule. Focusing not so much on the questions, but what they could do to move the ball forward, Ken Fonville, Walter Barton, Lance Halderman, John Hart, and Mikell Evatt, gathered around Bryan Oliver who explained what he knew of the ship's situation, which wasn't much other than the schooner was in a "Pre-Shipyard" mode.  He then pulled out the Mate's punch list she had left in the Saloon.  Belaying Pins were all sanded, oiled and replaced in the rails last week.  A neatly piled stack of blocks, all sizes lay on the forecastle PFD deck box, waited to be sanded and scuffed-prepped for repainting.  

That was the the only challenge needed.  Without further direction, shipmates scattered to gather sanding blocks, papers and discs, divided up the stack and started scraping loose paint, smoothing off and scuffing the old paint to make them ready to take a fresh coat of paint. As each block was finished, it was relabeled and handed down below for consolidating into one berth for stowage. 

While Bryan frowned at the Punch list looking to prioritize it's remaining bits and pieces, the crew didn't wait but marched back up the gangway and gathered around "Dory", now cradled bottom-up in her own "limbo" status. Dory was waiting for hands to lay on a number of fixes to make her ready for launching again. Unfortunately, she had lain neglected for weeks after Volunteer Dallas Spencer had to step away from his initial successes using his skilled woodworking talents.   

As Bryan looked up, the group on the dock-minus Ken who needed to transition to another project back home,  were already at work, with scrapers and personal knives, scraping off month's old blue masking tape around the gunwales, once used to mask off the hull for rail varnishing.

Blue masking tape, several months old is notoriously super-adhesive, and brittle. A slow process for scraping off in bits and pieces.  By now it was noon, yet the crew showed no signs of slowing down. Bryan offered to fly to Harris Teeter bringing along a sandwich order for those interested.  He returned a 1/2 hour later with custom sandwiches and a jug of cold lemonade. 

By 1500, the gunwale was clean and ready to accept a new coat of varnish. All mustered off with Brya's promise to relay any news as soon as Capt Bobby arrived.

And Here it is!

Capt Bobby returned  Monday, and on Tuesday met with Bryan who had returned to begin fitting and installing the Dory's aft thwart and two oarlock mounting brackets.  Acknowledging that our new Mate Eva was decidedly off the roster and on her way to Iceland, Capt Bobby announced that our intended Shipyard agreement had been reached with  Stephens Towing Inc. on Yonges Island. 

https://www.stevens-towing.com/

The shipyard was making ready to receive Spirit of South Carolina after the Thanksgiving Weekend.

The long pole in the tent now would be the acquisition of sufficient crew(4-5 full-time) and contractors( shipwrights and riggers) to perform the needed work for this "Ten-Year Shipyard" project. The "Ten-Year" suffix refers to the USCG requirement that on traditionally rigged wooden ships, not more than every 10  years, the ship be totally down-rigged; spars(meaning "Masts") be un-stepped for close inspection of the spars, their mountings and framing. 

The Stephen's Yard is located on the Wadmalaw River south of Hollywood, approximately 17 mile drive from the Charleston Maritime Center. Captain Bobby and the Organization are actively working out the logistics, room and board for crew in the area, as well as hiring the skilled trades.   It's expected that Volunteers will be invited to fill in where able to augment full time crew in what promises to be a pretty busy Shipyard.  

As hiring details become known,  if interested, you are welcome to contact Capt Bobby Nobles directly as well as volunteer opportunities on SignUp Genius 

email:  bobby_nobles@yahoo.com

mobile:  619-549-9045

Many Thanks to Two Volunteers for Keeping our Momentum alive over the past two weeks.

 To put things in perspective;  

A week ago Saturday, a welcome surge of eight Volunteers took a sizeable chunk out of the schooner's Pre-shipyard maintenance Punchlist- projects that need to be completed in order to advance the projects best attacked in Shipyard. 

And, during that interim.  Volunteer Deckhand Todd Cole was recognized for surpassing 100 Volunteer Hours of service to the schooner-all the more notable, since Todd drives across the state from Georgia to get here. 

This past Saturday, the 16th,  Ken Fonville and Wayne Burdick teamed up, and just the two of them tackled the remainder of the belaying pin sanding and oiling.  Just the two of them, kept the momentum alive, at a time when questions are floating around. 

"Are we really, ever going to Shipyard?"

"What's after that?" 

 "Are we by ourselves again?"  

"Why bother?"

At least one of those has an answer. According to Capt Bobby;  Yes, we are going to Shipyard, pretty soon, although he did not have an exact date.  In fact, the Shipyard will be here in the Charleston area.  Unfortunately, that's all the detail I have until Capt Bobby returns on 24 November.

So, if nothing else drives our sense of purpose, in giving our time to this Lady, it's the simple fact, that we Volunteers are pretty much all she's got, for now, and into the foreseeable future.  

There is still a punch list of projects that need completing to insure a successful shipyard experience. 

 Sure hope you can help.  

SignupGenius   Click Here to SignUpGenius

   

Down-Rigging Now in Full as Volunteers Take down the Main Sail and Rigging

No doubt; this was gonna be an ambitious day of multiple achievements.  The Mate, Eva, had spelled out her plan the afternoon earlier, leaving the Punch-List in the Saloon for Volunteer Todd Cole who drove down from Atlanta for the weekend.  All was centered around derigging the Mainmast- the most complex web of running rigging, the heaviest massive sail, seemingly "miles" of cordage of all sizes.  The most massive blocks on the ship.  Thankfully, an additional four Volunteers answered Bryan Oliver's Friday morning plea for help.

  

So, Today, seven of us, Bryan Oliver, Walter Barton, Ryan Smith, Todd Cole, Lance Halderman, Jim Morrisette, Marty Bull, and Danny Johnson mustered on deck at 0900 to hear the Mate's guidance and priorities for the day:   

• Down rig all running rigging from the Mainmast, 
• unlace, gasket-up and deliver the mainsail down into the forecastle and stow in a berth(s)
• Stretch out and measure all ten lines of running rigging, re-coil and stow in the Forecastle.
• Down-rig all blocks, scuff and sand the cheeks, prep for repainting.
• Pull out as many belaying pins as possible, sand to remove the gray sun-damaged surface, and soak in a linseed oil/turpentine bath over night. 

Nothing I can say about the day would do justice to the effort that everyone threw into the task, so I'm listing the photo's captured earlier today to give you a flavor of the thing.

Lance, Todd Cole, Jim Morrisette, and Walter,
laying out and measuring, then re-coiling and labeling
 all ten lines of Mainsail rigging. We covered most of the face dock and finger dock.

Danny and Marty pull the 156 foot marling-hitched mail sail lacings
 off the boom before measuring, coiling, and stowing the line.

Hundreds of feet of running rigging
 laid out on the dock for inspection
 and measuring...

...Then coiled and nippered before being carried
 back aboard and stacked into forecastle berths.

Marty shouldering the middle of a 52-foot,
 3/4 ton anaconda of canvas, muscling it thru the forecastle
 into the waiting arms of shipmates stuffing into
 two adjacent berths.

Bryan Oliver hunkered in Berth 14
cramming piles of Mainsail into every corner.

"The Pit Crew"  Marty, Ryan,
 Lance, and Walter after punching the last bit
 of Mainsail into Forecastle berths 10 and 14.

A welcome transition from the lifting,

 pushing/pulling just hours before,

Departing to meet his wife, Todd eschews the almost vertical gangway, to 

Bryan and Lance get to sit down for next task of sanding down some of the five large blocks and 19 grimy belaying pins  for soaking and recoating in a linseed oil/turpentine bath.

Lance, Walter, Marty, Ryan, Jim, and Todd all converge on the 19 belaying pins pulled out of the pinrails, sanding off grime and gray sun damage to a wood surface ready to soak up linseed oil.

Weekdays as well as weekends are available on Signup Genius to advance the down-rigging effort to completion. Volunteers can view and sign up for 1-2 hours weekday afternoons, or longer on Saturdays. 

Volunteers Mustering on Saturday receive New Directions and New Priorites

Friday afternoon, the 1st of November, I had a hunch that something was up.  The schooner was deserted when I came onto the dock. The gangway was suspended a good 10 feet above the deck to keep it clear of the caprail as high tide, so I decided to just toss the packet I'd brought with me down into the forecastle hatch.  Then I noticed it.  A huge mass of canvas roughly folded up on the port side of the foremast. Looking forward towards the headrig, the jibstay was bare.  No text or voicemail messages from the Mate, Eva, to fill in the big blank in the mental picture I was trying to paint of what the heck was going on.  Oh, well, I would surely know soon enough tomorrow morning when Volunteers mustered for our regular Saturday Volunteer Day. 

Saturday at  0900, nine of us came down the gangway to muster around Eva who was waiting for us.  Without waiting for my dramatic gesticulating towards the canvas pile, Eva announced that we would be "Downrigging the Ship."  The context needed no explanation. Sometime in the future, sooner than later, the schooner must be delivered to a Shipyard for it's ten-year interval inspection and scheduled maintenance.  The most significant component, being a total downrigging-including unstepping the masts, to look deeply for signs of deterioration, anywhere.

As a distraction;  All gathered on port rail
 to send off SSV Denis Sullivan, bound south

And, so, our new priority of work aboard would be to prepare the schooner for shipyard; taking down, taking off, inventorying, stowing, repairing, pre-inspecting anything that would save us time, and therefore money spent in space rental, shipyard labor, etc.  

Eva gave us our instructions for the day; down rig the rest of the headrig-Jumbo, halyards, lifts, downhauls, booms, blocks and tackles; lay out and measure and log all lines for possible replacements.

and then,,

Do it again for the foresail.

Tony Marchesani, Walter Barton, and Ken Fonville grabbed up already coiled headrigging lines, and brought them onto the dock for laying out and measuring.  Lance Halderman, Adam Reed, Sam Slablotsky and brother, Levy, teamed up with Eva flake-fold the jib, then Jumbo sail, roll, tie-down, then stow them below in one of the forecastle berths. Next task, start cutting lashings on the foresail.

Foresail neatly rolled on the deck,
Eva orchestrates the foresail boom downrigging. 

Meanwhile, Bryan stole away with two new Volunteers, Racheal Peterson, and Nolan  to conduct their orientation on deck and below.  As more lines were spilled down onto the decks from their tackles, idle hands coiled them, and immediately stuck large masking tape tabs on the coils, labeling them with markers. 

Jumbo Boom, Foresail gaff

As lunch time approached, all the canvas, jib, jumbo, and foresail had been flaked, rolled, and stowed below in the Forecastle. A few volunteers bowed out for other weekend chores, four elected to share costs for some Harris Teeter Sandwiches, and the pace slowed to a stop, for a few moments. Then then the Mate estimated sufficient non-constructive time had passed, and called out Muster on Deck;  this time to down-rig the foresail-boom and gaff. By 1400, all spars, canvas, and running rigging, had been labeled, coiled and stowed below.  Spars laid out under the port rail for lashing down later.          

Next time; The mainmast rigging.

And after that,, well, the Mate has a plan, I"m sure of it.. and all the while, the front office is hunting up shipyards with availability, traditional wooden shipwright talent,,  and capacity.