As a distraction; All gathered on port rail to send off SSV Denis Sullivan, bound south |
Foresail neatly rolled on the deck, Eva orchestrates the foresail boom downrigging. |
Jumbo Boom, Foresail gaff |
This blog supports the volunteers of the Spirit of South Carolina -- a Tall Ship built in Charleston, SC, by Volunteers, guided by a core of skilled architects and shipwrights. This blog will provide up-to-date information about the Spirit, upcoming events, and hopefully some great volunteer stories, pictures and a calendar of events. All volunteers, please feel free to post to the blog! Welcome!
As a distraction; All gathered on port rail to send off SSV Denis Sullivan, bound south |
Foresail neatly rolled on the deck, Eva orchestrates the foresail boom downrigging. |
Jumbo Boom, Foresail gaff |
With our Georgetown cruise behind us, the crew and officers settled into a dockside routine of maintenance, oriented short-term on addressing issues known and discovered in the course of our off-shore passage, and additional items to resolve which identified in a recent Coast Guard Inspection for our upgrade COI to 200 miles Offshore. That rating will come in conjunction with her next haul-out and dry dock, which will also include unstepping the masts. Date/Time/ and location for all that are being negotiated as we speak.
And so four of us mustered at 0900, this last Saturday morning to start up the routine. Tony Marchesani appeared after a long hiatus, as well as Lance Halderman, Walter Barton, Ryan Smith, and a little later, Carin Bloom. Mate Eva, reviewed the current Punchlist and added a few priority projects to it, which, of course went to the top of the list.
The Mate was charged with identifying needs of the ship, to make her totally seaworthy, and self-sustaining. And so our first project(s) was to conduct a hardware inventory of everything, starting at the three primary large lockers on deck and dock; Rope Locker, Tool Locker, DockBox Paint locker. That took up half the morning. Before we lost volunteers to other commitments, Eva organized the crew on deck to raise the foresail about five feet, shake out the deep reef that had been previously set in a week ago, than line up to harbor furl. With the foresail now neatly burrito'd, the crew lined up on the mainsail to do the same.
With those priority projects finishing up, Mate Eva departed to make some hiring and procuring calls and do other Mate stuff, Bryan lay below in the Saloon to lay out lunch. Bryan had brought aboard some brisket and Southwest beans, all smoked and slow-cooked the prior afternoon, so spread that out with sandwich buns in the Saloon along with some HT potato salad.
Following lunch, while Walter hung back to clean up in the Saloon and Galley, the rest of the crew gathered in the cockpit, as Bryan dove deep into the lazarette to pick thru and identify all the contents, shouting them up to Lance who duly listed them, then consolidated all the lists in the Saloon for the Mate when she returned.
It made for a fairly productive day, Next day projects are going to include identifying and patching the air leak in the tender, inventorying the remaining lockers,
I'm anticipating there'll be other inventories to be conducted; all the berth locker contents, for power tools, and hardware,
The SignUp Genius now includes Volunteer options to sign up on weekdays , in addition to the regularly scheduled Saturdays; the intent being to enable individual volunteers to come aboard and take on an individual project. By signing up ahead of time, Mate,Eva, and Bryan can coordinate and assign an appropriate project.
So C'MON DOWN! There's plenty to do.
Especially pleased were those of us who later formed a bucket brigade across the gangway to pass over several big boxes, crates, and bags of groceries and bottled water, that Cook, Ray Krugger carted over from his provisioning journey. A few of us dropped off our gear into a berth Thursday evening, Dallas Spencer, Steve Folwell, Nick Swarts. Our new Chief Mate, Eva Keyes arrived too, after leaving Maine and home town of Boston, selecting her berth. Getting settled in and into the evening, four of us in consensus decided to try Big John's Pub, for finding some dinner and a beverage. Eva, Bryan, Nick, and Steve piled into Bryan's car in the Maritime Center Parking lot, raced the three blocks to the Harris Teeter Parking where Bryan stashed his wheels for the weekend. Hiking the remaining 3 blocks the happy trio found plenty of room in the tavern, and sat down to agonize over the menu choice which was various ways to notch up an "O" riginal burger. and fries if you wanted. Beer selection wasn't bad, as would've been the spirits behind the bar ,, but it wasn't payday, so.. By 10 Pm we were back in our berths, to peacefully await a 0700 muster and an unclear time for breakfast from Ray.
The Quarterdeck Officers; Capt Bobby, Capt Will, and Mate, Eva |
With muster at 0700, the rest of the crew boarded, Dallas Spencer, The two co-Captains, Bobby and Will Ventress, Dan Maurin, Carin Bloom and Dave Brennan. Ray brought along the final provisions to start breakfast, which would be served underway. By 0815 we had cast off and begun motoring down the north channel, past Ft. Sumter, and into the Jetties. At that time, Capt Bobby directed Bryan to "cat the anchor, which was executed, and the anchor hung off the starboard cathead ready to drop in a minute's notice.
Schooner Denis Sullivan inbound to Charleston |
As we made the turn to the north, Bos'un Bryan requested of the Captain, for permission to assemble the crew for a Burial at Sea. The family of Old Salt Volunteer Joe Gorman, who had passed away two years prior, had asked if the Spirit of South Carolina would be in a position to take Joe's cremated ashes to sea. Well, of course.
Bryan spread out over the saloon butterfly hatch, the flag of South Carolina, and placed in the center a small box, specifically made for the occasion, containing the ashes of Joe Gorman. The Mate called for a Muster, midships, lee rail, then "Hats Off" as the crew gathered in a small circle next to the starboard main shrouds. Bryan recited a Eulogy for Joe, then handed off to Dallas Spencer who read the traditional Benediction for Burial at Sea. Carin Bloom sang two verses of "The Leaving Shanty" for departed mariners, while Bryan removed he Reef knot over the box and passed the box to Dave Brennan at the Main Shrouds. The Mate, Eva, directed Carin "Sound Eight Bells", Change of Watch, as Dave held out the box over the cap rail and scattered its contents over the water. As the last of the ashes left the box, Bryan shouted after them "Fair Winds, Joe!", and the rest of the crew followed with "And Following Seas!, Joe."Dan Maurin shot much video of he proceedings with will be given to Joe's widow, Barbara, and their family, along with Joe's box. And of course, a copy for the ship. Click here for Joe Gorman's Ceremony at Sea.
Securing from the Burial at Sea Ceremony, Capt Bobby offered the option to raise sail, requiring us to tack out to sea for several miles before tacking back towards Winyah Bay. While sailing was always preferable, the consequence was we would not arrive to drop anchor until well into Saturday afternoon. The consensus was to set sail. Mate Eva set the crew to tying in a deep reef in the foresail, which turned out to be fairly arduous, digging thru folds of harbor-furled heavy canvas to find 24 pairs of reef nettles, pulling them out on both sides, pushing the starboard nettles under the bolt rope to port side then slippery reef-knotting them. Meanwhile Mate Eva secured lashings from the rope locker and set to lashing down the tack then climbing up the foresheet to ride the foreboom and lash down the deep reef clew cringle.
Dan Maurin takes the helm maintaining a heading for the mouth of Winyah Bay, another 30 miles north. |
Shortly thereafter, due to some unforeseen constraints in Georgetown, the afterguard made the decision to motor straight for Winyah Bay, and so we continued on.. Ray called up from the Galley-announcing lunch, a savory Tomato Vegetable soup, and grilled ham and cheese sandwiches.
Darkness fell as we motored into Winyah Bay, and Ray called on deck for Dinner, a Shrimp/rice risotto thing, which he barely completed before the generator shut down again, and depowering his stove/oven. We continued for another few hours to the lights of Lands End Marina, on the eastern edge of Georgetown. Capt Bobby reduced speed while Mate Eva and Bryan with Nick on the brake wheel, prepped to release the anchor on command. Capt Bobby slowed, then reversed engines over his chosen spot and gave the order to drop anchor in approx 25 feet. About 120 feet or so of chain played out, in fits and spurts, when Nick screwed down the brake on the Wildcat. Pawls were set on the windlass and a chain stopper hook rigged. Capt Bobby backed down on the anchor to set it. and we were in for the night. Dallas Spencer on a tight work schedule disembarked to return home, and the Navy's work.
Next morning the Trawler Cruiser Blue Jacket rafted up to us, an acquaintance of Capt Will. With the generator still kaput, Ray was forced into his breakfast and dessert pastries to serve up along with a fresh fruit assortment.
Billy Creighton's Sea Chest |
British 1805 Mariner, Billy Creighton wins Gold in besting several other mariners for 6 knots tied in 30 seconds. |
In other news, Bos'n Bryan Oliver coming ashore was quickly accosted by two Old Salts of Spirit of South Carolina, Shipwright Kenny Blyth, and First Volunteer Coordinator, Reg Brown. The trio retired to a waterside tavern for an afternoon reunion.
Bos'n Bryan reunites in Georgetown with Old Salt Shipwright Kenny Blyth and Reg Brown |
A good day with a good ending, but no not quite. There was a nice town out there full of great people and not a few pretty good taverns still open, and so the crew did what sailors in port do. About eight of us tendered back to the dock, stuffed into an Uber Expedition, and rode the short distance thru the quiet Georgetown neighborhoods to the main street, locating our target. the Tavern "Buzz's Roost" perfectly situated on the water. Will led the crew thru the maze of booths, tables, and almost had us a perfect spot on the water until discovering it had only 4 chairs, so back inside. All seated, menus passed, beverage selections made, appetizers ordered. More toasts, much banter about the sail up, a remembrance of Joe, on our second round when some kerfuffle was noticed back near the kitchen, someone shouted "Everybody Out!" twice,, is was enough that Will promptly stood up, as did we all as a group, looking at one another as to whether this was something serious.. Turned out out it was only sort of serious, the head staff was managing it, and so we slowly sat back down. In the meantime a different waitress, at request of our regular server, hurried over and handed us our whole bill, asking us to settle up. It was happening across the room, so Capt Bobby settled, and we all filed out the door to the apologies of the wait staff for the scene. Alls well, but much joking as Will offered up that the race to get us the check was the appearance of a 'bunch of sailors out there, immediately standing up together as the shouting started, as if we were taking advantage of the confusion to stiff our bill.
Coming out of the Roof, different phones searched for Ubers, or Lyfts, anything,, at 10 pm, the place had become deserted, the only available vehicle over 30 minutes away.. Somebody made the decision to just hike back. And so we started back, a distance of one and a half miles. strung out in a loose column, some of us moving a little slower than others, based on, well, you know...
Arrived at the marina, all standing, and transferred to the schooner in two trips. Lights out and pretty darned quiet aboard by midnite.
Morning turn-to and breakfast would be leisurely with anchor weighing not planned till well after lunch. Walter Barton arrived at the marina to fill out our return crew. The Generator was remaining cantankerous, forcing Ray into warming leftovers with help of our neighbors on the trawler, including getting our coffee brewed. To Blue Jacket we are indebted.
Mate Eva took overall charge of weighing and catting the anchor while Bryan led the Windlass pumping team. Anchor secured, Capt Bobby pointed the schooner down the bay and by 2 pm we were under way.
Carin Bloom at the helm homeward bound, with Steve, Will, Eva and Walter, kibitzing. |
Captains Bobby and Will left command to Eva while they worked on jury-rigging a water intake to the generator cooling system. As a result, there was intermittent AC power for a small portion of the time, but not sufficient to power the galley.. So cold cuts, and charcouterie for lunch, and dinner. The schooner followed a course straight for the jetties. Motoring with the wind, made the seas much more calm then the outbound passage, Friday. As on the outward passage, a cloudless sky made for great star sighting till a huge moon arose.
We rounded the jetties at approximately midnight, set out docklines and stod by to launch the tender as we passed Patriots Point, all well illuminated. Approaching our dock was a bit more spooky. It was not well illuminated. Tender was launched, Nick as coxwain, took Dan Maurin across to take our lines.
With a slight ebb tide, and light breeze behind us, Capt Bobby lined up well north of our dock and eased the schooner into a shallow "landing" approach, bringing us to within 10 feet, an easy hea4ving line throw. Even in the dark, lines went across in order, 3, 4, then 1 and lastly 2, as Capt Bobby eased forward, while Bryan checked # 3, Eva lined the gangway up with midships, and everything snugged up in unison. Another smooth, seemingly effortless docking. Next came the handling of the new-fangled gangway whatchamacallit, rigging it across the gangway falls, suspending the gangway below. That drill, too, was executed almost flawlessly. The time was 0230, Monday morning.
All hands released immediately. A few remained for on board to depart later in the morning. A lot was learned, and the Punch List of maintenance to-do's and routines and drills to adjust, and finally, lots more training to execute. I"ll explain later.
Its like any new project, particularly a complex one,, the closer you get to execution, the sharper your focus becomes , and the more to-do's, issues, and details become visible that need to be prioritized and resolved. Our crew for Georgetown now reduced to a complement of 12 with drop-outs,and add-ins, will be converging the day before cast-off, and a few coming aboard for the first time, the day of. That's 12 souls with skills and experience ranging from vast to well, almost never-ever.
However, before our crew could board with their personal gear, space needed to be made below for them. , In the past 9 months, most of the 28 berths in the forecastle and saloon had been made into staging areas for tools, cords, paint supplies, cases and crates of catering dinnerware, glassware, utensils and all kinds of hardware. Additionally, the head in the forecastle remained inoperable pending a good clean-up and rebuilding of the flushing pump. So, the challenge became, the freeing up as many saloon berths as possible.
So, this past Saturday, with guidance and priorities set by Capt Bobby, Bos'un-Bryan, Dan Maurin, Dallas Spencer, Lance Halderman and Walter Barton climbed aboard, using their best trapeze moves. [The gangway remains non-operational, necessitating boarding either by tender-ferrying , or stretching from the dock across to the Main shrouds, high overhead of the rolling yokohama's.] Dallas and Lance stayed on the dock the first hour to advance the repair of the Dory's oarlocks and caprail, to make her ready for launch.
The rest mustered on deck to clear the remaining hardware, miscellany out of the saloon berths, then hunt down, bag-up, and stage on deck every last piece of the existing bed linen, pillows and blankets. One of Capt Bobby's priorities was to rid the ship of the old stuff. Walter Barton had proposed just the right solution. Most of the bedding was perfectly usable, and recently laundered in volunteer's laundry rooms. He and his wife and a few others had been gathering household goods to deliver north into the devastated communities in North Carolina. Volunteers staged a fire-brigade-style line from below decks onto the deck then up onto the dock where approximately 40 bagged sets of linens, pillows, and blankets, were piled onto dock carts, and rolled to Walters waiting SUV.
As the bulky stuff was cleared from below decks, the effort shifted to the odd hardware piles remaining scattered across six different berths.. Some of it went to the dock for storage, some went to the garbage, some was consolidated into other bunks, but the net result was, that we freed up another half-dozen berths for their intended use.
As the below decks operation was coming to a stopping point, Dallas had shifted from the Dory to the damaged 8 feet of starboard cap-rail gouged by the broken gangway. With a couple of recently procured exotic-looking rasps, and experience from his two weeks at the Wooden Boat School in Brookline Maine, Dallas chiseled, scraped and smoothed out the damaged areas, readying them for the next step of some 120 grit, and coats of Australian Timber Oil.
In the course of the morning, Capt Bobby gave us a better picture of the near term activities for the vessel. It's now been over a year since our last COI Inspection. We are due for another one, which may be a bit more involved since it will certify the ship from In-shore to(hopefully) Off-shore operation sailing. Without it we are unable to carry passengers out to sea. The preparation for-and COI sail are being scheduled.
In the interim. the schooner is not authorized for paying passengers. So in this interim, Capt Bobby is planning for a number of training sails, similar to our cruise to Georgetown. At the other end of this cycle is the delivering of the schooner to shipyard in late Spring 2025 for a few months, for it's 10-Year Inspection. which will involve really in-depth, mast-unstepping examinations; shipyard location, not yet confirmed.
This past Saturday the 5th was the first chance of start resolving the suddenly burgeoning Punch List, courtesy of Tropical Storm Helene. Five of us mustered in the Saloon, with Capt Bobby to review the list and share news, the best of which was.. Our new Mate has a name, and a resume.. She is Eva Keyes, and has been a mate on at least three different schooners if I counted correctly. One of those was Harvey Gamage, out of Portland. Some of you involved in her last couple of ports of call likely may have met. She remembers Spirit of South Carolina.
With that news some additional variables fell out regarding our Cruise to the Georgetown Wooden Boat Show. We'll be sailing with a max complement of 11 sailors and Capt Bobby. His plan is to cast off around 0800 hours Friday morning, to make our anchorage by 1900.
The Boat Show officially kicks off at 1100 along the waterfront Street. We anchor well outside, in vicinity of their Marina, where water is sufficient to carry our 12 ft depth. Crew will ferry ashore in the tender . The rest of this is pure conjecture on my part, pending decisions made by the Captain:
We can expect some" Liberty" time to go ashore to enjoy the Boat Show.
We can also expect to set an anchor/deck watch 24 hours/day(usually a one-person job).
It's very likely we may have a table, - we can expect to staff a table in the exhibition area, where we may have our sandwich board,, our Recruiting Brochures,. If had power from somewhere, maybe a TV screen looping some video footage,
It's a component of our Volunteer Role to be a storyteller. Now will be our opportunity. Mostly it would require two of us, on a 2-hour shift as Storytellers, (material to be ingested, absorbed, memorized, so as to be competent story tellers of Spirit's History, where she comes from, and her mission. The schooner's role in representing the maritime culture of South Carolina thru stories about:
It oughta be fun. We expect to sail for other appearances up and down the coast.
This past weekend deserves some attention. We put a good dent in the Helene Punchlist.
Steve Folwell teamed up with Capt Bobby to wrestle out the two old-worn out dorm refrigerators from the Galley, then lowered down the companion hatch two new refrigerators. Unfortunately both were of higher capacity, and, consequently greater volume and density then the earlier-antique-y rust boxes they replaced. Only one would fit. So, while Steve wrestled with blocks and shims to wedge into place one of the refrigerators, Capt Bobby strategized options for placement of the second-larger refrigerator.
Another significant punch list project lay hidden in the nicely harbor-furled roll of the Jumbo sail. In the last cruise to the sea buoy, the jib sheet's clew shackle had chafed a spot in the middle of the sail, expanding it into a squared tear. Turns out the clew should never have been rigged that way, only requiring the jib sheet pendants to cow hitch directly into the clew cringle. This, Bryan resolved quickly with help of Lance and Walter. Now to fix the tears.
Bryan challenged Lance to some herringbone stitching.
Bryan and Lance stitching up the tear in the Jumbo. |
Once free from the jib sheets, Steve and Walter teamed up with a large socket set and breaker bars to take off the two bronze stanchion bases from the damaged cap rail. Capt Bobby took charge of them for later transport to the Smithy.
Meanwhile Lance Halderman, and Bryan Oliver finished off a hugely symbolic and significant project, actually initiated by 100 Volunteer hours- Dallas Spencer when he basically made from scratch, a pair of boat tackles, traditionally stropped and tarred with a 4-to-1 purchase. Dallas completed rigging up the portside stern boat falls, at which time we ran out of Vintage 3-strand 1/2 rope. That left the bow falls gear languishing in the bo'sun's locker.. until earlier this week when a 250-foot spool of the right stuff arrived from New England. So, once the correct length was laid out on the deck, cut and whipped, an eye splice turned in at one end over a thimble-it was rove thru the two double blocks.
Lance on his second climb aloft with bigger channel locks. |
Next step was for Lance to lay aloft with a marlinspike and channel locks to break free the one shackle pin holding the top double becket block to it's pendant. Lance must've made about four round trips aloft trying different tools, more WD40, then something more powerful that escapes me, before we mutually agreed the pin was sufficiently seized that we couldn't attain the torque to break it, while it hung up in the air.
As the day was closing down, our crew secured tools and finally departed, leaving Bryan staring up at the double becket block so far defying any attempt to dislodge it. Only option left was to cut the pair of well-clapped on seizing's holding the five-foot long becket block pendant to the shrouds, about 10 feet above the running lights box, lower it down and get the block and shackle to the bench vise on the dock. So, Bryan buckled on his rig and climbed about half-way up the shrouds, his personal best yet, and started sawing away on the double-round seizing's. After ten minutes, the final wraps were severed and Bryan climbed back down with the stiffly rigid pendant. Reaching the deck, Bryan grabbed the small ball peen hammer from the tool locker bag, "things that hammer", and walked across the deck carrying the pendant, to the starboard main shrouds. Without the gangway, the crew was forced to stretch themselves across the chasm between the cap rail and the dock, usually at varying heights due to the tide. He climbed up to the sheer pole before turning around to stretch out over the water, grab the piling and step across to the dock where the bench vice sat at the far end.. Three sharp blows of the hammer on the shackle ring, was enough to break the rusty hold of the shackle pin. Returning to the deck, all parts now present, including the last shackle on board with apparently the exact size opening to admit the thimble end. Not so. The thimbles opening would not spread sufficiently to slip over the custom milled bronze round thimble in the block's strop. Another trip to the vice, with the ball peen hammer to pound the bronze ring "sidewall" sufficiently compressing it to allow the haul's thimble in to slip into the shackles thimble. But now, where was the shackle pin? the one Lance had fought so hard with way up aloft, ? Now, it was dark. it was after seven pm, and time to quit.. So the search for the misplaced shackle pin would wait till ..well,, later.
The next morning, Sunday,, consumed with , or obsessed with, we're not sure, Bryan drove alone back to the Schooner just after lunch, boarded and started searching for the missing shackle pin, which he found almost immediately. With all parts now accounted for the block, bow falls bitter end, and shackle could be assembled and torqued; the mousing wire would have to wait to reinforcements arrived. For now, Bryan's adrenalin was up to get this Bow Falls pendant overhauled with the bow falls rope, then raised up and round-seized up again in it's position halfway up the foremast shroud. A sunday afternoon well-spent. That would make four critical items struck from the Punch List. The next challenge would have to wait until Monday morning.
Our swamped next door neighbor with damaged floating dock being salvaged. |
Welcome to copy and paste: For now, our maintenance punch list has been revised so it now reads:
Our starboard rail took a good scraping from the gangway pulled along the rail before being torn from the dock. |
If you can lend a hand, and lay in on any of these projects, please select a date/time you're available and sign up with others.
With our gangway no longer in operation, we are reduced to crossing from the dock to a shroud to get to the deck; fairly easy at high tide, more of a challenge as the ship lowers on the ebb, but still doable.
Something else to look forward to, next month. This is a big deal. For the first time since 2019, our crew will include a professional Tall Ship sailor.
Around 3 November, we're planning to welcome aboard our new Mate. Not yet authorized to provide a name, but I have seen the CV. Turns out some of you older volunteers may have met this person at one time. Five years in tall ships, schooners mostly, South Pacific as well as east coast up to Maine as Mate. This person knows our ship, thinks highly of her, and already knows what y'all do. Yes, I"ve been talking. You can expect standards to go up a bit ;-). But that's what Mates do.
PS. Since I can't be everywhere all the time, I"ve missed some Volunteer Activity( Last week's successful harbor charters), which as a result I've no visibility into what happened, to whom, with whom, and generally how things went. With a couple of donated photo's and a narrative of what happened.. you too can be a productive Blogger. I'll publish anything you contribute... mostly.
Woohoo! For the first time since 2019, Spirit of South Carolina broke free of the coast. Saturday morning, the 21st, was an almost perfect day, fair winds-easterly, but less than 10 knots. We could've made good use of another 5 to10. We did make good use of some other welcome help. Coming on deck for the first time in four years, Ship's Cook, Ray Krugger and former First Mate, Charlie Porzelt came aboard to help out and provide some valuable perspective from their extensive experience aboard other tall ships as well as Spirit.
After a muster at 0830, and organizing into 3 watches, the crew of 18 volunteers set to sea stowing the deck, launching the tender, "dressing all four sails" and taking off the gangway. Under joint command of Bobby Nobles and Will Ventress, we cast off around 0930 and made straight down the channel for the jetties. In another first, the crew raised the tender all the way onto the deck for sea-stowing.
Leaving Shutes Folly (Castle Pinkney) to starboard, Capt Bobby directed Bos'un Bryan to set the Main. All three watches teamed up on the halyards downhauls, vangs, and sheets, raising all four sails by the time we glided past Ft. Sumter.
Under Full Sail outbound past Sullivan's Island |
Now, for those of you have sailed you know that, though sails are all set and drawing, the work is only half-done. Our crew was largely newer volunteers, more than a few first-timers and visitors, so our "older salts", Nick Swarts, Nate Mack, Dave Brennan, and Carin Bloom took charge, The experienced hands each gathered three or more "waisters" around them, and together they coiled, and ballantined 15 separate piles of cordage now tangled in heaps the length of the deck.
An almost perfect Flat Coil of the Main Sheet |
As the Watch round-robins were concluding, Sea Cook Ray had taken charge of organizing the lunch provisions below in the salon. As the watches concluded, he roared up to the Bos'un that lunch was ready below. Crew eagerly piled down below for sandwiches and beverages.
As watches completed and secured from lunch, all had some time to just gaze around, back to the coast, now 10 miles to the northwest, and mostly below the horizon. The sun was warming and intense, softened by the constant breeze, and the ship's 4.5 knots. Our sea state had grown to rolling swells of two feet, creating in the deck a siginificant yaw and roll, guaranteed to give every soul on board a "Sailor's Gait" once they returned to terra firma.
By 1500, Capt Bobby conferred with his officers on their progress. As pleasant as the sail was we weren't making the progress needed to make the sea buoy and return to port by 1700. Capt Bobby called to tack the schooner. With even our new volunteers, crew quickly found and stood by their sheets. As Capt Bobby brought her head up into the wind, the headsails were first eased off, then backwinded to help get the bow across the wind. the Fore and Main were sheeted in tightly, then allowed to pass over as the bow swung thru the wind. Headsails then passed and sheeted in. Almost like clockwork. Amazing what an afternoon does.
One new drill remained to be exercised.
Mate, Charlie Porzelt conferred with Bos'un Bryan on state of the Preventer rigs, the tackles that would hold out a boom "preventing" an accidental jibe.. After Bryan's assurance they were operational, Charlie called out to rig the foresail preventer. Once set, the crew moved aft to the Mainmast and repeated the drill.
Now on a broad reach with wind over the starboard quarter, Spirit of South Carolina was at her best point of sail. Approaching six knots, even in the light breeze, she rode across the swells splitting then with spray exploding off the weather bow, and water boiling into the leeward scuppers, and sliding back off just as quickly.
Hands to the headrig to furl the jib. |
Shooting the jetties too soon - we were still relishing the ride, Capt Bobby directed crew to start taking in sail. Under Charlie Porzelt's direction, newer volunteers on the halyards did a decent job of lowering away while other shipmates lined up along the booms to flake as the sail lowered.
By the time the tender was rigged and launched for docking, all sail was lowered and furled. New Volunteer Madison on dockline #3, reared back and let fly her heaving line in a perfect arc stretching it high over the head Charlie Porzelt waiting on the dock;
. a first-time ever Perfect throw. With
Nobody likes Dead-Air,, Radio stations hate it because it influences listeners to switch channels. Dead air in electronic communication on a network is at least, annoying, and at worst, a bit frightening, because listeners suddenly get silence where before there was information, direction, knowledge, or just plain chatter,, all a sudden,, quiet.. "something must be wrong, or we would've been warned."
So, yeah,, after 24 August,, the Volunteer kind-a sorta went dark,, for 3 weeks. My bad. I doubt I warned anyone sufficiently, that I would be heading out on a two-week trip up to New York for my classmates' 50th year reunion, after-which, Jane and I would continue north up the Hudson River into the Adirondacks for some sightseeing.
That did not mean there was nothing to write about. Volunteer Saturdays continued, Special projects were taken on and advanced. Volunteers surpassed their 100 service hours (Dallas Spencer,(actually back in July,) and Ryan Smith-50 service hours. New Volunteers tested the water. and something else, notable.. Captain Bobby returned to take command; with that, a sharpened focus on priorities, like fixing once and for all those yokohama fenders.. getting more volunteers sharpened up to sail the schooner off shore. and building up revenue-generating charter sails.
Being incommunicado most of my vacation, on purpose, I had much catching up to do, starting with the two-day drive back home.
The September 21st Training Sail to the Sea Buoy is very much on, and signups are still open. We'll take up to 30. There will be a waitlist. Priority aboard will go to the most competent volunteers, to build initial 1st string of Volunteer crew, capable of training other volunteers, Volunteers who will be able to return, not on their way out.
Between now and then, there are needs for volunteers in small numbers to support the next five business day afternoons on board, with a Baker Motor Company's Teambuilding Facilitator. Details are sketchy, but I'll find out soon enough when I show up, how 'we'll support.
We will cast off for a short period of time only to clear the dock space to make a final repair solution on those Yokohama's. That will require volunteer crew aboard ship, at least 9, and a separate crew of volunteers dockside and in the small boat, with tools to affect the final fastenings.
I'm supporting Capt Hobby's intent for a second. day-long Training Sail to the Sea Buoy. Hopefully a week or two before October 18. when our first really big show will occur.
Spirit of South Carolina is coordinating with the Festival committee of the Georgetown Wooden Boat Show, for us to make an official appearance. We will anchor outside the harbor (too shallow at their dock). We are marketing to fill up 10-15 berths with guest crew, to complement our own, and pay for the privilege. Volunteer crew will man every aspect of that four day cruise,, the passage to Georgetown, the anchorage and ferrying of guest crew ashore, training of guest crew to perform crew duties, and the passage home. Volunteers will signup for that long weekend, in segments, depending on how much they can commit. This will be our largest and most public show to date; an off-shore passage, with passengers,, guest crew, learning from us, and receiving an unforgettable experience.
The ship isn't just wasting away; on the contrary. our optempo is accelerating. -
Here's the link to the Maintenance Punch List as of 24 August. This list actually supersedes the hard copy currently in the Saloon.
Progress on the dory, turning her upright, sanding then varnishing her gunwales. |
Jeff inventorying the varied contents of the paint locker. |
Tony and Wayne secure the outer straps and come'a'long before starting to roll the outer end, while Jeff observes. |
On a typically sweltering, broiling Saturday morning, Four Volunteers braved the heat to come on down to the water and pitch in on something. As usual, Bryan, the first to climb down on the deck discovered that his agenda for the day was out the window.
His first observation gave him a false sense of hope when he noticed the power cable had been taken out of its storage in the lazarette and run out from it's pedestal on the floating dock up and over the fixed doc and plugged in. That sent Bryan clambering down the saloon ladder hoping to switch on the powerful fan suspended over the saloon table and force the hotter sweltering stale air in the saloon up and out. The switch clicked, but the fan didn't. neither were the two refrigerators.. All contents were warm. He didn't dare try the freezer. So now the planned priority for the day shifted over to troubleshooting the power issue. Help came walking down the dock in form of Tony Marchesani. While Tony stood by the pedestal to reset, Bryan tried a few sequence changes in the different Engine circuit breakers. Each sequence produced the same result, powering up the ship caused the circuit to break at the pedestal.
Now Lance Halderman appeared. Using his recently acquired electrical engineering chops, he pointed out the possibility of moisture in the connections. Three cables, with two "extension" connections. A cursory disassembly revealed as a possibility of moisture. All disconnected and left to dry out.
With that, By this time, Walter Barton walked in, in time for next visible issue which had become apparent as Bryan and Tony looked over the side to inspect the handiwork of the team five days prior in resetting the Yokohama alignments on their respective pilings. What he saw made him sag a little. There's always something!
Aft Yokohama with it's Pole "axle" disappeared having shifted in three feet inside. |
While the forward two Yokohama's remained in their position, centered on their assigned pilings, the The aftmost Yokohama had somehow slid forward, partly off it's pole by six feet, where it threatened to, once again, catch itself behind it piling rather than resting centered on it.
After end of the Yokohama with it's pole axis nearly all the way out. |
Apparently the combined action of current, and tide created a condition where the Yokohama, could almost float off it's pole axis, or at least sufficiently off center to negate its use as a cushion again between the schooner and the piling.
Using a spare 30 feet of line, the team rigged a lariat loop on the long end of the pole, snagging the loop against two bolt heads protruding out at the end. With a forward jerk, the team hoped to "shock" the pole an few inches at a time, back thru the center of the Yokohama so to expose the other end of the pole at its the opposite end. As the pole began to protrude a few inches out of the forward end, a second looped line snared the end, and upward pressure applied in order to take some weight of the pole off the axle, hopefully making it easier to jerk the pole a sufficient distance to recenter it in the Yokohama. With all three working together, one each on the two ends of the pole, lifting up, and the third with a long boat hook jabbing at the end of the Yokohama to force it back to center. The team was partially successful in forcing back the Yokohama sufficiently that it now rested more centered on the piling. A few more attempts and 3 long lag bolts into the pole to lock the Yokohama in place would stabilize it.
Now for the last pressing matter.. Up-rigging the foremast awning on port side. By late morning, the unshaded deck was a sort of hot skillet. Now the team shifted to lifting the bagged awning roll up out of the forecastle and staging it on deck. Over the past month, various crew had become familiar with the up-rig process, benefiting from a detailed, illustrated instruction sheet, attached to the inside of the bag. In the next fifteen minutes the four had completely rigged up and tuned an effective awning, protecting and cooling the entire port side midships deck area. After enjoying the shade, and rehydrating, the team pulled up the gear and old sunbrella awning material that had been caught in the rain on Monday, and spread them under the awning to dry out, before restowing, which would have to occur sometime later. Crew mustered off around 1 pm.
Teammate, Jack Frazier relaxes in the headrig, waiting for Team mate Brian to climb out with more gaskets. |
Bryan cheerfully waits for Capt Heath's Plan B push boat to appear on the horizon, |
Bryan Oliver awards Nick Swarts his 50 Hours Pin; Shipmates, Lance and Tony provide the boisterous audience. |
Nick's in good company with a much welcomed stream of new Volunteers mustering with us over the past couple of months.
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It was an exciting ten days-filled with a growing schedule of cruises, a growing roster of new volunteers that needed to be trained, and a sense of an increasing visibility of our schooner to the general public.
Saturday, the 20th of July Coaches for Character Students,(Sponsored by Baker Motors) and their adult leadership came aboard for a Reward pleasure cruise. Nevertheless, our crewmembers cajoled several of them into raising the headsails, and do some line handling and coiling.
No sooner had we secured the ship after putting our student visitors ashore, than a request came down from the Executive Assistance Office for another Impact Charleston Cruise for Wednesday, July 24th. At that point the Volunteer program hit the limit all of us were warning ourselves about- the capacity of volunteers to meet the cruise demand. As early as last year, the conversation around crewing with Volunteers, included an admonition, that to staff three harbor sails a week, would require a bench of at least 40 competent volunteers, with the concept that, out of that bench, a crew of 5 or so could easily be found for any given day. We're still a ways from 40. And so it was, that Spirit of South Carolina was forced to decline a sailing opportunity for that Wednesday the 24, because of inability to bring aboard sufficient competent crew. While unavoidable, it was not a good look for us, and reinforced the need for a sizeable build-up of crew capability.
The following Saturday, the 27th a regularly scheduled Volunteer Day was lightly attended, Dallas Spencer brought along his ship's carpenter tool kit, and proceeded to repair the Dory's inside gunwale that had been torn up in a previous incident of weather and a hard dock. not surpisingly due the the highly anticipated promise of a serious All-Day Training cruise the following Sunday, 4 August, to the Sea Buoy and back, about 49 nautical miles.
And to make it interesting, our Co-Captains invited aboard a large contingent from the Charleston Offshore Racing Association. I initially viewed this change with dismay, since it upended plans for serious deck operations training at sea, including emergency drills. However, the mental picture of over 22 CORA sailors and skippers-modern day serious sailors, enthusiastically jumping in to learn halyard hauling, coiling, and tending-sailing the hard way. This was a group from whom insinuations came that Spirit of South Carolina was no longer doing anything,, no longer worth a serious thought.. Ouch!
This cruise would become a perfect opportunity to change some hearts, gain some badly needed moral support and visibility in the sailing community, and hopefully,, more volunteers. Brilliant.
As Monday July 29, came along, Capt Heath Hackett, our Project Manager, pointed out the possibility of heavy weather moving up the coast around Sunday, risky enough to force a decision mid-week whether to go or cancel the cruise.
Two days later, Wednesday a few Volunteers mustered with our Co-Captains Will and Bobby to hoist one of them aloft for rigging inspection. Sam Sablotsky and brother Levi joined Carin Bloom and Bryan on deck to rig up the bosun's chairs on the peak halyards. In that session Capt Bobby confirmed that earlier that day, he had declined a final offer from the organization for assuming command of Spirit of South Carolina as Captain. An agreement could not be reached on compensation. And Wednesday would be his final day.
Later that day, the Cruise to the Sea Buoy was cancelled.
Setback.
Ramifications extend to our ability to cast off, let alone schedule sailings, and generate revenue.
Insinuations and Allegations? Who and what the heck happened?! While tempting, we realistically have no time for them. They are distractions to what we signed on for, that is taking joy in something bigger than ourselves, the idea of stewarding a traditional Wooden Sailing Vessel, one of a kind, learning the skills, culture seamanship that she demands, , the best in us, as Alan Villiers would say.
Spirit of South Carolina is still here. She still has purpose. We are the ones who board her and bring her to life.
For a day or so, I was at a loss, but then I paid a visit to Colleen Flynn.
Colleen is the Executive Assistant to Mr. Baker, who leads our governing Board. Turns out she's been named Acting Executive Director,, a job position I thought had been vacant for 3 years.
Colleen assured me that the game was still on. Programs- underserved youth cruises, Team building cruises, other opportunities were still being sought, and tentatively scheduled. The serious search was on for a new Captain, and she was working on a scheme she wasn't quite ready to share yet, but had enthusiastic endorsement of her boss, and our Project Manager, Capt Heath. In the short time we had at her office, we actually covered a number of topics, several of them relevant to Volunteers.
The conclusion I reached was that she was bringing some new energy into the game. So, we're holding our course.