Arround Bruny Classic

[allegra]

Mate of 25 years, Bob, skipper of Polaris.

[allegra]

Big buddy Rod, professional photographer (just look at his lens!) and me.

[Hugz]

Not certain how to upload multiples, (tutorial please) so one after another it must be.

Only three pics a post if I remember correctly. I'm sure none of us would worry if you have multiple posts, if fact we would encourage it Just keep hitting upload attachments until it tells you you are up to the limit.

or you can have a folder at photobucket.com and have a link to it but much prefer to see them here.

Another Australian feat. Maybe I should get citizenship and have a bash myself.

Have a good rest Adrian.... you must be buggered.

Cheers, Hugo.

[Adrian Dale]

'Well where to start; First a big thanks to all the forum members who provided lots of hints and advice, the most valuable being the hot fuelling system.
We’ll have a large number of photos that we’ll select and edit for posting eventually!
Several questions on the start point have arisen so using the Bruny Island map posted, we started in the southern end of Great Taylor’s Bay that abuts our property.
The afternoon preceding the run, boat, engines and all fuel and safety gear was assembled ready for the 05.00am start. The weather was good with slight southeasterly, not the light SW forecast, the predicted rain did not materialise and cloud cover made for a very dark morning.
We left the boat ramp at a little after 05.00 and headed directly for Partridge Island Channel, a narrow strip of shallow water separating Bruny from Partridge through which our support vessel could not pass. As we passed through the light just started to filter through showing smooth, crystal clear water over the sandy bottom. Once through and reunited with our support vessel we headed southeast along the Labillardiere Peninsula in quiet seas with the long rolling swells that were just starting to build.
Once around Cape Bruny, the course was due east in the true Great Southern Ocean (complex lines here with the Tasman Sea) with nothing between us and Antarctica, some 1400 nautical miles (NM) to the south. The full size of the swell was now apparent and the support vessel regularly dropped from view on the other side of a swell, even though it was not more than a couple of 100 yards away.
Already we were tracking below our anticipated speed in passing due south of the lighthouse at 07.45, a distance of 10.6 NM, estimated time was 07.30. Not bad considering a few minutes late start and a 5minute communications stop to make contact with the support crew Allegra, Bob and Rod. It was a pattern that continued.
The 1961, LLS Seagull Engine was preforming beautifully although she was not quite maintaining hull speed partly due to heavy fuel and equipment loads, with 60 litres of premixed fuel enough for an estimated 20 hours run time.
Next major course change was at the Friars on the Southeast tip of Bruny. We passed close inshore between towering rocks, again leaving the escort vessel ‘Polaris’ to the outer course, before changing course to NNE along the beautiful and formidable South Bruny Coast to Fluted Cape, one of the most spectacular, cliff formations in Australia. Then on across Adventure Bay where I was accompanied by Bottlenose dolphins, bow riding and turning upside down to gently press up against the dinghy in a playful way, somehow missing the spinning prop of the purring LLS. What incredible echo-location skills, especially for a little one with her mum.
Crossing the bay we ran out of fuel due to the large 26L supply tank having a major fault with an un-pumpable 10L reserve. This meant having to decant fuel in a location not to our choosing in unpleasant choppy seas. This was the only breakdown of the whole trip and lost us further time.
The trip along the northern island (north and south Briny Island is joined with an isthmus) coast was spectacular but with the wind picking up from the south provided some interesting surfing as occasionally we caught the building, breaking waves. This section was fastest of the trip, with average speeds over the ground of 4.6 knots from Cape Queen Elizabeth to Dennes Point at the northern tip. It was not enough though and by the time we reached the turn point into the D’Entrecasteux Channel to head south again it was already 18.15 a full two hours behind schedule. By this point the LLS had been running nonstop for 13 hours without a hint of a problem.
At Dennes Point, conditions changed dramatically with a southerly that had been pushing us north built to 30 knots whipping up large, confused seas driving straight into us against course. Speed dropped to an optimistic 2 knots and water piled over the bow faster than the self-bailer could clear. The conditions were so bad that our support vessel could not maintain steerage and was forced to move ahead. Nothing for it but to press on, and on we did for another 2 hours before finding lee in a little bay, to the North of Barnes Bay. Here, we were able to get alongside the support vessel and take stock.
In this last two hours, despite having gallons of water thrown over it, the little engine never missed a beat, throwing sheets of spray off the spinning flywheel like a Catherine Wheel!! Forcing me to roar with laughter above the roar of the engine, the howl of the wind and crash of the spray in a sheer adrenalin rush of the adventure!! Delirium setting in perhaps, with water sometimes pouring over the gunnels just inches from the carb, there was never a splutter.
It was decided reluctantly, that to push on from here in the dark was asking for trouble not least with me being now soaking wet, very cold and pretty tired. So the plan was to motor around to Alexander Bay in the mouth of Barnes Bay, dry off, have a hot meal, secure the engines and do the final 20 miles under tow. This was a bitter disappointment for me, however it made sense. To have carried on really, would have evolved unnecessary risk.
As it happened, after dampening our spirit some after dinner, around, 21.30, the wind abated and we had a clear calm ride home to Little’s Daniels Bay, where we secured the dinghy and gulls for the night.
Altogether, a fabulous day and huge thanks to the support crew and the LLS which clocked 16 hours of continuous running with nothing more than fuel. The little LS went for the ride, but I’ll give it its moment in the sun, this morning, when I bring the dinghy home.
I’ll check the actual fuel usage later and post, also there are lots of photos to share a bit later.
But for now the Challenge is Open! I think it is well possible to do a circumnavigation within 24 hours and I am damn sure I am up for another go, just not tomorrow!!'
Thanks again AJ (edited and corrected)

[Nudge]

Very cool!
Glad you had a good time.
Bit of a shame you had to bail so close to home, but there is no point in being stupid about it. Safety should always come first!!

[Adrian Dale]

Yes Nudge I can take a lot away from this with fine tuning some of the things that didn't go as well as hoped.

One of the most obvious is the fact that to steer in and kind of seaway it is necessary to be constantly aware and one hand must always be on the tiller, therefore every thing else must be accomplished one handed, from eating to communication. Even tasks like navigation at night and keeping records in the wet should be given more consideration.

The thing that was the most successful was the engine preparation. When I checked it over this afternoon after getting back home it still needed nothing more that what I would usually do after a quiet afternoon in the bay.

I did check the oil and drain it to check for water content but it was not necessary, The level was slightly higher than the initial fill, by volume less than 10ml, partly due to the foaming that occurs, but the viscosity was about the same as new oil, a perfectly serviceable tight emulsion had formed with no free water settling.

I too am waiting for the pictures will post soonest

AJ

[Adrian Dale]

A taste from Rod Hartvigsen... An Albatross companion for the gulls

[Charles uk]

AJ now you will understand why most Seagull long distance racers tend to use longer boats, extended tiller arms & the more powerful Seagull versions, you will probably agree that rebuilding any gearbox that uses oil is a "no brainer" the luxury of not having to worry about the lower unit is worth the time & money.

Inflatables have several advantages (almost unsinkable & very stable) but more disadvantages (they don't track well in swells, winds push them all over the place, short so low hull speeds, & seem to need quite a lot of motor to make the go well & heavy for the size).

Whereas well designed ply longish hulls (track very well in most conditions, require much less steering input & don't slip as much in side winds due to their hard chines, have higher hull speeds, lighter, I doubt there are many Bermudian 24 foot long boats that exceed 50 kilos, & paddle real well if needed).

Extended tillers enable you to sit further forward, so the hull can run at the right angle in the water increasing the hull speed & in times when you need 2 hands you can sit on it or drop it on the floor & steer with your feet, it also makes it much easier/safer to P, it would also lower the risk of vibration caused RSI, if your sitting forward think about a remote throttle.

See if you can borrow a Silver Century + to try out on your rubber duck you might get the same or better speed at 3/4 throttle that will save a lot of fuel/ weight.

All of the above you'd expect to give you a couple of knot increase in speed carrying a passenger, a serious safety consideration in open waters, a lot closer to completing your circumnavigation during the hours of daylight.

If your thinking of building a 2 or 3 sheet of ply long boat approach the Kiwis or Bermudian racers I'm sure they'd be only too glad to send you their designs, try to pick the ones with the best times it should imply the best hulls.

Well done, a good read. Thanks!

[Adrian Dale]

Big problem with your suggestion Charles.... I am not a boat builder in fact anything made of wood is a major challenge!! Having said that, as a Marine Engineer I appreciate the point of hull speed verses length better than most. So assuming I could obtain a set of plans I would need significant input in turning them into something useful. There is a wooden boat building club in Franklin on the river Huon, just across the channel form me, so that is a possibility.

Interesting re the Silver century I have two but both need work, but of other engines I have tried the LS, 40+ and a couple of Centuries all give the same speed in calm water with the Century having a bit more grunt in rougher conditions.

As to the dingy, I like the inflatable for the stability and overall safety, When a third full of water it was still stable (Free surface effect in minimal) and the free board still sufficient to keep the motor clear of the sea, eventually getting into slightly calmed seas the self bailer venturi cleared the decks. I doubt that such could easily be achieved with a wooden vessel even packed with addition buoyancy. I would need to study the plans. I guess the real question is "do the racers challenge in open water?" It seems like in Bermuda they may but most of the races seem to be in rivers.

As you mentioned earlier Storm bay is notorious and weather down here is always a little unpredictable, the case to point being that having done the hard yards it was the narrows between Dennes Point and the main land that caused the most grief. In the cold light of day, had I persevered another hour in the conditions, I would have outrun the wind and conditions would have been good for a quiet run home. I had plenty of food, water and fuel on board for a full 24 hour run and predictably would have reached Great Taylors bay by 0200 a full 3 hours under the 24. That's why, with a few modifications, I shall try again.

Again many thanks for all the support AJ

[Adrian Dale]

For those interested in the details:

Distances and fuel usage:

Rumb line direct route 71.5 nautical Miles (NM)
Total distance made good 52.1 NM
Distance remains 20.9 NM
Extra distance due to seeking shelter in Alexanders Bay (East of Barnes Bay)
Fuel Used 23 litres
Fuel Remains 26.5 litres
Fuel per hour 0.66 litres
Start time 0505 hrs
Time Stop 2030 hrs
Run Time 15 hrs 20’
Average speed 3.4 Knots
Some breakdowns
Start to Partridge Island mid channel 1hr at 4 knots
Wind <5knots, sea smooth
Partridge to Due North of Cape Bruny light 1hr 40’ at 3.88 knots
Wind <5knots Seas smooth swell <1.5 metres
Cape Bruny to The Friars rocks 1 hr 55’ at 3.78
Wind S 5 to10 knots, sea slight, swell <2 metre
Friars to Adventure Bay (due East Penguin Island) 3 hr at 3.66 knots
Wind 10 knots South sea slight swell <1.5 metres
Adventure Bay to Dennes Point Bearing due south 5 hr 20’ at 3.29 knots
Wind 15 knots south swells >1.5metres across bay, later 1 metre, seas, 1 metre breaking
Dennes Point to Alexanders Bay 2 hrs 15’ at 2.33 knots
Wind gusting to 30 Knots SSW Seas >1meter steep and breaking
Stops:
Cleared weed from prop, twice Total time stopped, <10 minutes
Refuel once, time stopped <15 minutes
Sheltered in Bay East of Barnes Bay time stopped <30minutes
Used a water proof note book for my log!

[allegra]

He sits on water...silly guy thought he could walk!

[Adrian Dale]

A few photos of the coast cliffs and birds

Few more next post

AJ

[Adrian Dale]

another five

[allegra]

Morning everyone, thought you might enjoy the real deal, I was fairly nervous most of the time! Allegra

https://www.youtube.com/watch?v=fAExK6X ... e=youtu.be

[Hugz]

Why nervous? Back up motor, back up boat, no rigging to come crashing down. I'm sure Adrian has been in far worse scenarios. Ahh, you must be his missus .

Lovely scenery, thanks for posting.