Episode 1: Spirit of South Carolina Gets A Delivery Crew and casts off for Thunderbolt, GA.
Events unfolded rapidly. Within a day of the last posting on this blog, Capt Hackett called to notify that A delivery Captain, along with a Mate, and Engineer, and a Deckhand would be arriving in Charleston, Tuesday evening, the 14th, to prepare the schooner for delivery to Thunderbolt Shipyard. Date/ time of departure still to be announced but as soon as possible given tides and weather.
So, at 2000 hours last Tuesday, I picked up Capt Nicholas Alley, Mate, Stephan, Engineer Nick, and Bosun, Oliver, (His first name, my last name) at CHS, drove by Lewis Barbeque for dinner, and deposited them on board.. They wasted no time, even during dinner, peppering me with questions on the state of the vessel. After I left them on board setting up their berths, between Hunter and myself, they had a clear picture of her state. They were impressed,, more pointedly at the amount of care for the vessel, which volunteers had laid on over the past couple of years. Capt Alley came across as a genuine apostle for volunteers. Realistically, he had a gargantuan task before him for his team in preparing the vessel for sea.
So, what had to be done over the next couple days? Below is an excerpt of an email I sent to a few stalwart volunteers, on Wednesday.
Today (16 Mar) on board was a totally heads down, peddle to metal, frenzy of musters, rapid fire directions to each other, huddles breaking, and crew members hustling off in 10 different directions it appeared, pretty impressive since there were only four,,, like watching “The A-Team” by 8:30 am Engineer on the phone with Cummins Marine Diesel, then with the maker of the Genset, then with West Marine, and another hardware store, for delivery of stuff, then to someone for ordering a new Inverter.. Fuel being transferred then set up for polishing, the deck hand aloft to fix/replace all running lights,(some burnt out again)-John’s soldering on the starboard light worked.. and up to fix the steaming light. Mate on the electronics, and on the phone to at least 3 other people working on getting the multifunctional units synched up, and engine telemetry visible. Engines fired up. 6 water jugs sanitized and refilled with 30 gallons of emergency water, then returned to the lazarette. A class in bilge pumping before planning to try the PTO version first thing in the morning. Life raft canisters rigged up and swayed across onto the deck and secured. .. I’m forgetting some stuff, it just whizzed by.
Lots of this accomplished, as this crew readily acknowledged, on the shoulders of volunteers who have already been fixing, inventorying, troubleshooting, identifying, things that proved them a solid footing to launch off at a run, instead of thrashing thru stuff trying to find things, or research other stuff.
Frank did come down, timed perfectly to Capt Alley’s need for some transportation to hit some separate destinations to pick up various pieces of hardware, including the last incandescent running light bulb at West Marine. Doug Hartley brought down his just completed Foresail halyard block, where the bosun' Oliver, made a few modifications and installed onto the foresail gaff.
I can’t predict when we’ll cast off, what we’ll need on the dock, if he want’s to take any additional volunteers aboard, nor what we’ll be doing in the immediate days after reaching Thunderbolt. Stay tuned for next episode.
Episode 2: Thursday, Final Day of Prep and Decision Point for casting off.
Capt Alley mustered his five person crew at 0800 to continue final sea-stowing, electronics and mechanical issues troubleshooting. As the day progressed, Capt Alley was balancing the risks of operational vs non-operational systems, all against weather patterns due to develop in our way on the southwest passage to Wassaw Sound, and up the Wilmington River to Thunderbolt. The trip was expected to take anywhere from 18-20 hours without stops. As of that morning, it was given that we would have no GENSET capability, therefore no household electrical power. The fire mains, and bilge pumps, when needed, would have to be activated thru the PTO hydraulic drive which was powered by the port engine. To increase our margin of safety and success, Capt Hackett had coordinated with Capt Alley to have a tug on station, or on call, to quickly respond and assist getting Spirit of South Carolina into port.
There was still the need to get to the fuel dock to top off prior to departure. Capt Alley decided to have us cast off late on Thursday afternoon and motor to the fuel dock and tie up for the night, then take on about 150 gallons of diesel. Then depart immediately afterward.
Meanwhile, Engineer, Nick, frustrated at not being able to get pressure and temperature readings on the two diesels, devised a solution, then gave me a shopping list. I had to complete five stops and get back to the dock in time to help single up all lines. The stops literally circled the perimeter of Charleston in a 50 mile route, starting on Folly Road to drop off bad diesel. Next was a cross town drive to Mount Pleasant West Marine for spare navigation lights, a bagful of RACOR filters, and DC sockets, then on to NAPA Auto Parts on Rivers Ave for an alternator belt; finally stopping at Harbor Freight on Dorchester for two oil-pressure test kits, and a handheld engine thermometer.
Returning just in time to discover lines had already been singled up, and Capt Alley had decided to stay on the dock for the night, moving early up the next morning. at 0800. Made sense, because we'd have no gangway on the fuel dock. He also gave me the go-ahead to call for volunteers to help swing off the gangway, and cast-off, lines at our own dock, and again at the fuel dock. Finally!
Friday morning, six answered my call, based on a list of the most consistent volunteer attendees. John Hart, Doug Hartley, David Brennan, John Whitsitt, Danny Johnson, Laura Johnson, and Richard Behling, enough to cover both docks. After a quick rehearsal in taking off the gangway, and assigning docklines, Capt Alley fired up the diesels, made a final call alerting the fuel dock, then directed lines to cast off. Like clockwork.
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| Volunteer Coordinator, deckhand, Bryan Oliver checks dock lines as fueling completes. |
As also was the slow deliberate move to the fuel dock. As we approached alongside about 25 feet, I tossed my heaving line for #1 across the water just over the shoulder of .. I can't remember.
All I remember is all other lines came across in quick succession. Later on, the Mate, and electronics expert Stephan remarked at the notable dock line handling of the volunteers, and apparent familiarity with gangway procedure.
By 0930, Danny Johnson shouted out 110 gallons pumped into the last tank. Nick the Engineer, secured the tanks, and volunteers stood by to cast off lines again. With last wave's of volunteers , Spirit of South Carolina cast off and bore away for the north channel and out to the jetties.
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| Off the fuel dock, bearing away outbound for the North Channel |
More in next posting.
Episode 3: Friday 3/18/22 Bound Away for Savannah and Thunderbolt Shipyard- Excellent Adventure
Well, it started out fairly promising. Clear skies, calm seas, fair winds SSW <5kts. Passing Red "15, by 1100 Stephan at the helm swung Spirit of South Carolina off slowly onto a SW heading
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| Delivery crew, Oliver, Nick, Stephan, and Capt Nick Alley, enjoying a pleasant morning cruise before it gets interesting. |
On this passage, with no operational GENSET, we had only vital systems operational, no household electrical power for the stove, no lighting, The bilge pump and fire main would now be operated by hydraulics powered via a PTO drive off the port engine. Vital systems were running on DC, from the batteries, charged by alternators off the diesels.
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| Bryan works on a noon sun shot, while skies and seas are cooperating. |
I joined the watch at 1500, and took the helm. By 1600 the skies had transitioned from clear to totally overcast, high cirrus clouds, but a dark line forming across the western horizon. As the dark line rapidly approached us, the sky darkened, winds increased and clocked to the northwest. Waves increase in size to 3-4 feet, off our starboard quarter, while we maintained a heading of 235 degrees, toward our waypoint south of the Wassaw Sound marker buoy. Winds steadily increased to 20 kts, gusting to 30. As front passed over us, visibility reduced to less than 100 yards, rain increased in horizontal sheets, with an effect of gravel in your face. Spirit of South Carolina was handling the conditions well, regularly rolling, taking waves at an angle, often breaking over the bow and starboard rail sending spray all over us. Bosun' Oliver, and Engineer Nick had previously moved forward to secure the small boat tightly to the port rail. Now, as the schooner rolled to port, the small boat would strain to float herself, but remained restrained.
At 1800, Hunter called dinner. the on/off watch crew crawled forward one at a time opening the salon hatch long enough to climb over the saloon companion way, then sliding shut the hatch, and set down for a bowl of great hot gumbo stew and sandwiches, that Hunter was alternately stewing or toasting over the single butane burner.
Back on deck, the sky was darkening; the sun had disappeared, and we had only the red LED lamp taped under the binnacle cap to illuminate our compass heading. As a second squall line passed over, we could see some cloud clearing above, some stars appearing to enable the helm to align something k into the spring stay or a shroud, providing a reference point for steering without staring too long at the compass rose bearing. The schooner was behaving amazingly well, shaking off pounding waves, and rolling with the larger seas. White water frothed thru both the weather and lee scuppers as she rolled with the waves.
Episode 4 Squalls continue and Electrical power problems complicate the passage
At 1800, halfway thru my watch, Capt Alley and Bosun' Oliver joined me on deck, relieving their counterparts, Nick the Engineer, and Mate, Stephan. In the next three hours I conducted boat checks again, paying specific attention to the five bilges, and stood one hour at the helm.
Conditions remained steady as I mustered off my watch at 2100 hrs, and went below to begin stripping off the multiple layers of wet foulies, sweaters, sea boots, and other stuff, and wrap up in a dry sleeping bag. Within minutes after climbing into my midship's berth, I was sound asleep.
I woke up naturally, checking my wristwatch by headlamp, showed 2:30. Rather than try for another 10 minutes of sleep I struggled up out of my lower bunk and began clumsily, sleepily, to get on all my multiple layers. As I slipped on my boots, Nate appeared next to me, and whispered that the Captain was modifying the watch, and that I wouldn't be needed right away, just relax and stay on call. "Okay,, I'll stand by," A little puzzled at first, it easily concluded that conditions were such that Capt Alley wanted his "A" team up front in the critical places. As a volunteer, I was sort of second string, and I was fine with that, happy to be able to "suit up." After 45 min of trying to relax and nap in my bunk fully clothed, noting the time of a bit after 0400, went up on deck and took a seat on the aft cabin. Nick was busy in the Engine Room, and continually reporting up to Capt Alley about growing issues with the charging systems, responsible for powering the batteries, which in turn managed the diesels. that were currently powering us at 5.4 knots. In that vein our progress was actually too good. We were well ahead of our planned arrival at the waypoint south of the shoals where we would turn north towards Wassaw inlet. Capt Alley decided to throttle back a bit. Engineer Nick was meanwhile looking at a noticeable decrease in the battery charges in spite of other readings noting good charging capability. The risk was now growing that weakening batteries could cause the engines to fail. We were now just to south of our waypoint and had changed course towards the north. Capt Alley was in communication with the Tug on station somewhere out there, and discussed the details if the need arose for the tug to close in to us and effect a tow. At some point around 0500, the engines died. Now drifting, , our leeward drift, still under stiff breezes posed a threat to push us over some pluff mud not far off. Capt Andy was already in contact with the tug, requesting her to take station close in on our stern until dock lines could be rigged into a bridle and two hawser.
With that in mind, Oliver and Stephen made their way forward to the jumbo, to set the deep reef in her then set the sail, on a close reach, as a way of creating sufficient headway for the rudder to bite and build back some steerage way.
As the sky gradually lightened, the heavy seas became more apparent visually. We'd been experiencing them rolling us, or tossing up our bow or stern. In daylight, their size became more evident. The Towboat could be seen off our stern a 1/8 mile off, bouncing and yawing over the water like a little rubber duck, small enough for her to disappear from sight as she dropped into a trough. Not knowing any better, I had doubts about her capability to handle us.
Capt Alley, with his past experience as a Tug Captain, made forward with Oliver to take personal charge of rigging three dock lines into a bridle and a long tow hawser. He then set up a heaving line, which the tow boat declined preferring to toss their own lead line to us. Even with our 12 foot boat hook in Capt Alley's hands, they could not get their lead line close enough for him to snag it. The towboat backed away for 4 minutes to rig up a a longer lead line on a buoy that they then dragged behind them as they coursed close in a semi circle around our bow, dragging the line behind them in a tightening circle around our bow, this time allowing Oliver to snag it with the hook and bring it aboard. After bending the lead line onto our long tow hawser. Adjusting the opposing bridle sections our of the port and starboard kevel, he signaled the tow boat to tighten up and head towards our inlet. Meanwhile Bosun, Oliver stood at the helm concentrating on keeping Spirit of South Carolina's bow pointed towards the tug's stern.
It was now full daylight with plenty of visibility, skies clearing, but waves still 3 ft, with winds NW. The tug was pulling us straight into it. Her small size, not more than 18 feet, twin-hulled, gave appearance of bouncing all around in this sea state, but her twin outboards had the power to pull us along at 5-plus knots, in a straight wake.
It was a long slog though, in a few hours we made the lee of the Wassaw inlet, where seas noticeably calmed. We passed thru a multi-class regatta in a race, with curious glances from their crews.
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| Under tow heading up Wassaw Sound into the Wilmington River, much calmer water and moderating winds. |
Capt Alley had been in contact with the Thunderbolt Shipyard, and Towboat US, assigning us to a dock in their basin, and organizing additional tug and pushboat to safely maneuver us close to it. As we came round the last bend sighting the huge paint hangers of the shipyard, we saw a second small tug and a shipyard pushboat moving out to meet us.
Mate, Stephen stood at helm while Oliver stood forward ready to rapidly pull in the bridal when the tug dropped it. As the tugs exchanged position, one took up a position on our stern as a break and pusher, part of the bridle was dropped, leaving a straight lead line for the lead tug. Oliver and the Engineer, Nick jumped to setting up all four dock lines themselves.. I helped setting fenders, then basically stood amidships out of the way til we were eased sideways gently into our temporary floating dock. Shipyard hands stood on the dock and took our lines. All made fast, tug's separated. Remaining lines pulled in and we were safely tied up. All standing.
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