by Stuart Woods
Nineteen
Back Home
Everything seemed very peculiar at home in Ireland. I had the usual problem of stopping the earth from swaying, of course, and the rooms of Drake’s Pool Cottage seemed vast after the confines of Harp’s cabin, which had seemed so roomy at sea. I staggered about the cottage, babbling incessantly to Nick and Heather. I could not stop talking. We had dinner at a local restaurant. The thing I had missed second most on the passage was food cooked by somebody else, served on a white tablecloth, with cloth napkins. I talked all through dinner and straight through till bedtime. By the time I crawled between my first clean sheets and soft bed in thirteen days I was hoarse from talking.
The autumn was a busy time, and the boat was my first priority. The broken log was returned to Brookes & Gatehouse for servicing; Hydromarine sent a man down to recondition the engine; Lucas replaced both alternators and the splitting diode, all of which had been corroded into uselessness by seawater entering the engine bay through the cockpit floor; Derek Holland, a neighbor at Coolmore and a former ship’s engineer, rewired the whole boat; Nick fitted my ingenious little heater; and the cooker, which hadn’t liked it when I had been thrown on top of it, was replaced. I raced the boat in a Sunday event in the harbor, crewed by a tribe of local Lydens, and she took twenty gallons of water in three hours, so Harold Cudmore and I packed the keelbolts with lifecaulk and hemp and retightened them, and this greatly reduced the water she was taking, though it did not cure the condition.
John McWilliam and I flew to the Southampton Boat Show and I got a lot done there: Marinaspec kindly replaced the blown-away masthead light, explaining that there had been a faulty weld on a few lamps and they had not been able to track me down; I met Jim Nolan of Barlow Winches, who agreed to loan me a pair of big self-tailing winches and a larger halyard winch; and I had a talk with Camper & Nicholsons about bringing Harp to England for repairs. On the flight back we had to divert to Shannon, as Cork Airport was closing, and the following morning we had a beautiful, low-level flight over the green Irish countryside, stopping at two small airfields along the way, one of them the front lawn of Kilbritain Castle, near Kinsale.
Before leaving Horta I had asked Luis, commodore of the Club Naval, to write to the Royal Western, confirming that I had left Horta alone; on arriving in Crosshaven, Harry Deane, secretary of the Royal Cork, had also written to them, confirming my single-handed arrival. I had then, as the rules required, submitted a list of my noon positions between Horta and Crosshaven, and on September 29 I received a letter from Lloyd Foster saying that I had been accepted for the race pending only the final inspection of Golden Harp in Plymouth the week before the race. This was a monumental landmark for me. I felt that I had now accomplished a great part of what I had set out to do: I had learned to sail, got experience on a wide range of boats, completed one navigation course and half of another, making up in practical experience what I had lost in classroom instruction; I had planned and had the yacht built, equipped her, sailed her fourteen hundred miles with Bill King and thirteen hundred single-handed; I had experienced an enormous variety of conditions, and both the boat and I had stood up to them. All that was left to do before the race was to overhaul the boat completely and make the refinements I had already worked out in my head.
The autumn slipped by in the most pleasant sort of way. David and Ann Walsh from Runnin’ Scared came over for a weekend sail to Kinsale, followed closely by Ann, who came for several days.
Harold Cudmore, Ann, and I sailed down the south coast of Ireland, stopping for the night and a good dinner in Kinsale, then proceeding to the lovely little village of Castletownsend, where we were joined by Philip McCauliffe for a short passage on to Baltimore. We ate well, slept well, and spent many pleasant hours in the West Cork pubs. After a day in Baltimore the weather went to hell and showed no signs of clearing up, so we got a lift back to Cork and left Harp on a mooring there for collection later.
While awaiting Harp’s return, Ron Holland, John McWilliam, and I appeared on the Irish version of the TV quiz show To Tell the Truth, in Dublin. We all claimed to be me, and a panel had to figure out who was lying. We must have been pretty good liars, because only one of the four panelists guessed correctly. Highlight of the program came when a panelist asked Ron what a centerboard was. “Something that keeps a boat from sailing sideways,” Ron answered. The panelist turned to McWilliam. “And what do you have if you don’t have a centerboard?” she asked, pouncing on him for an answer. “A boat that sails sideways,” replied John. We had a great time.
I had hoped that the television appearance might help pave the way toward finding a sponsor for the race, something that had eluded me so far. (There had been a regretful letter from Quinnsworth on my return from Horta, saying that they had decided they could not participate.) But the recession of 1974–75 had hit Irish businesses hard and advertising budgets, never very big in Ireland, were at an all-time low.
Ron, his design business expanding rapidly, bought a farmhouse across the river from the Royal Cork, made plans to renovate a pigsty and turn it into a design office, and hired an assistant. O.H. Rogers, a young man from Florida, had been Ron’s first client when he struck out on his own, the resulting boat being called Cherry Bomb. Now, after campaigning for a couple of seasons, O.H. was apprenticing himself to Ron, and he would turn out to be a big help to me in preparing Harp for the race.
On November 20, O.H. and I motored Harp up the harbor and delivered her into the hands of Southcoast Boatyard for her “immediate” repairs. On December 1 I left for my home in Georgia, to spend the Christmas holidays there. I stopped by the yard to see how work was progressing. I had a talk with them about it, and they promised to be well along with her when I returned in January.
I spent five weeks in the United States, working on the early chapters of this book, visiting friends at home in Manchester and in Atlanta, looking into the family business, a clothing business rapidly becoming a department store which needed further expanding, and just relaxing. Only one event occurred that might have had a bearing on my entry in the OSTAR.
My last week at home I did something to my back which made it very sore—a muscle strain, I figured. Then, on the day of my departure for Ireland, then London and the boat show, I was bending over the sink shaving when something down low snapped, and I was suddenly in excruciating pain. I tried to delay my departure for a day, but the only flight I could get was the one I was already booked on, so, walking in a rather peculiar way, I arrived at Atlanta Airport, struggled up to the Delta Airlines ticket counter, and said in a strangled voice, “Do you think you could get me a wheelchair, please?” The startled girl behind the counter picked up a telephone, spoke a few words, and within seconds a man with a wheelchair materialized at my elbow. My ticket was processed instantly, the gross overweight of my luggage was overlooked, and it was shipped straight through to Shannon Airport against all regulations, since I was stopping in New York.
Moments later, I was being wheeled at a rapid clip down the two and a half miles of corridor to my departure gate (it is always two and a half miles to my departure gate), sailing through the security search with hardly a pause, the wind made by our swift pace cooling our passage every step of the way. It occurred to me that I had inadvertently discovered a wonderful new way to travel in airports. I recommend it.
I was put on the plane before the other passengers, made comfortable, given a quick glass of water with which to down the large painkilling pill I was waving about, and given the first drink when the bar opened. At Kennedy Airport, New York, I was met by another wheelchair, my New York–routed luggage appeared in record time, and I was deposited in a taxi without my feet ever touching the ground. I believe I was passed from person to person so quickly because each of them was afraid I would die while in his hands.
After a two-day visit with my old friend Carol Nelson (remember our experience with the Mini and the incoming tide?), this entire performance was repeated in t
he Aer Lingus terminal at Kennedy, at Shannon Airport in Ireland, and, eventually, at Heathrow in London. This, I thought, is the only way to go.
I hobbled through the London Boat Show, stoned out of my mind on painkillers (all the back doctors in London had flu or were out to lunch, or something—it was a week before I could persuade one to see me), tying up loose ends as best I could. I ordered an excellent new suit of oilskins from Morgan of Cowes, the yachting tailors, and four Javlin Warm Suits, in case I decided to take the northern route in the OSTAR. I also bought an excellent signaling torch, and Camper measured the standard Golden Shamrock at the show in order to make a much-needed sprayhood for Harp. I also had a long lunch with Tim Stearn of Stearn Sailing Systems to talk over modifications to the Dynafurl, and he promised to supply me with a newly designed unit which would solve all my problems.
When I finally got to see a back specialist, he ushered me into a large gilt office; poked here and lifted there, ignoring my screams; then laid me on an altar-like slab in the middle of the room, stuck a needle into my backbone, and lubricated my spine as if it were the crankshaft of a Fiat 128. This hurt only slightly more than my original back problem. I left his office, poorer by £25, clutching an orthopedic back cushion and a prescription for more painkillers.
Fortunately, my back did not hurt when I lay down, which meant I could sleep well, or when I was sitting, which meant I could eat well.
Ann and I toured our favorite restaurants, and I enjoyed the occasional dinner with other old friends. Angela Green of The Observer, whom I had met at the start of the Azores and Back Race in Falmouth the summer before, joined me for lunch one day and brought me up to date on the Race. At the close of entries on December 31, 1975, there had been 197 entries received, and all hell was breaking loose in the yachting press. Disaster at the start was being predicted from all sides, and there was a lot of bitching about the acceptance of Alain Colas’s huge 236-foot yacht, Club Méditerranée.
I, for one, was delighted to have the big boat in the race, since it stimulated so much discussion, although I was not going to be sailing across her bows at the start, screaming, “Starboard.”
Twenty
Reconnoiter
In early March I made a reconnaissance trip to Plymouth and managed to combine business with pleasure. I had never been to Plymouth and I was anxious to have an advance look at the facilities well ahead of the race. Ann joined me for the trip. First, we visited the Royal Western Yacht Club of England, which would be organizing and running the race, and as we walked down the steps to the waterside setting of this famous club, we were greeted with a bit of drama.
A bright red trimaran was in a lot of trouble. He had apparently tried to sail away from a club mooring, had got into irons and drifted dangerously close to the rocky shoreline and to the sea wall in front of the club. He had flung out an anchor, which was holding his bows off, then somebody from the club had thrown him a stern line. That somebody turned out to be Lloyd Foster, secretary of the Royal Western and every OSTAR aspirant’s main contact with the race committee. Lloyd turned out to be a calm, boyish-looking fellow, in spite of long naval service going back to navigator’s duties on a World War II destroyer. He settled Ann in the drawing room with a magazine and sat me down in his office. I had a dozen questions and he had all the answers: yes, there was a good yard where I could make advance arrangements for any last-minute repairs to Harp; yes, there would be a shipping company at Millbay Docks to collect any extra gear from competitors and send it ahead to Newport; no, we could not use our engines at the start, no matter how many boats entered; yes, there would be plenty of space for 197 boats in Millbay Docks, etc., etc., etc.
We chatted for an hour or so, and I was relieved to discover that the committee was unperturbed by all the criticism being leveled at the race. The controversy centered on the number of boats and the fact that a single-hander cannot keep a lookout at all times, which, according to the Race’s detractors, made single-handing unseamanlike. What the detractors preferred to overlook was the fact that the start would be postponed if there were fog or extreme weather, and that every entrant knew that he would have to stay awake for the first two days of the race until he was across the continental shelf and out of the fishing fleets.
The editorials and letters to the editors seemed to imply that the full burden of avoiding collisions rested on the single-hander, and that merchant ships and fishermen were never at fault in these circumstances. On the passage from Horta to Crosshaven I had once, on a bright sunny day, come on deck to find a large merchant vessel dead ahead of me on a reciprocal course. I had borne away to avoid a collision, and as the big ship sailed past me I never saw a soul on her decks or bridge. This is not an unusual situation at sea, and I believe that if the standard of watch maintained on most yachts, even single-handers, were maintained by merchant seamen and fishermen, there would be few, if any, collisions at sea.
Lloyd seemed to feel that no matter what the committee decided, they would be criticized, so they would simply press on, organizing the race the way they felt it should be done.
We left the Royal Western and had a look at the place where all the OSTAR yachts would congregate in late May. Millbay Docks is a large, concrete tidal basin with locks which open an hour before every high tide and close an hour afterward. It is surrounded by businesses and warehouses, most of which have something to do with shipping or ships and, apart from its size, is not a very impressive place. It is doubtful if the place has ever been drained and cleaned, and there is a story that once, when someone fell into the water, he was, after having his stomach pumped out, detained for forty-eight hours in a hospital for observation. I do not doubt it.
We drove over to the Mayflower Marina and were given a tour of the facilities there, and I booked Harp in for the week prior to the deadline for being in Millbay Docks. Finally, we visited Alec Blagdon’s boatyard, and I made arrangements for a haulout in case it was necessary before the race. Alec Blagdon is a kindly man with a West Country accent, and we shared mutual friends in Cork. I felt he would be very helpful if I should need it.
I had hoped to take Ann sailing, but on our return to Cork found that the yard still had not finished with Harp. A couple of young American students turned up, sent along by Bill King, and I put them to work rubbing and antifouling the yacht’s hull. Eventually, we got her in the water. At last she seemed right. I was certain that a lot of detail would still need work, but she was basically watertight and sound. Her keel had been removed, a reinforced glass-fiber “shoe” inserted between the keel and the hull, and the keelbolts glassed in. This stopped the movement of the keel which had loosened the bolts and allowed water to come into the boat. The Brookes & Gatehouse log hull fitting had been replaced, the first one having been incorrectly installed; lockers had had floors glassed into them to keep bilge water from entering; the port pilot berth had been enclosed to make a clothing locker—now the heater radiator would warm two dry lockers as well as the boat; a beam had been glassed under the deck to reinforce the inner forestay deck fitting; a padeye had been fitted to the foredeck and bolted to a bulkhead—I could now set a small storm jib flying without taking down the headsail, just roller-reefing it; the interior of the cabin had been relined with foam-backed vinyl; the windows had been removed, resealed, and bolted on; a new Sestrel Porthole compass had been fitted, which could be read both from the cockpit and from the cabin; all the deck blocks had been removed, resealed, and refitted; the decks had been given a new and better nonslip finish; and a dozen other small refinements had been made.
She was mine again. Mine. I had six weeks to get her ready for a May 15th departure for Plymouth. Harry McMahon and I would take a leisurely week to sail her there, the last unhurried time I would have aboard her. I looked forward to it eagerly.
Twenty-one
A Last Irish Spring and Final Preparations
That there was much more work to be done on the boat became clear the first time I sailed her.
Some friends and I set off for a weekend cruise to Kinsale, and as we were sailing out of Cork Harbor one of the girls asked for a sponge and bucket to do some bailing. Thinking that a little water had been left in the bilges I handed down the bucket, but a couple of minutes later, as Harp heeled in a gust, there came a shout from below that water was pouring into the boat. I jumped down the companionway ladder to find a heavy stream of water entering the cabin from the engine bay. I got the ladder and engine bulkhead off and found a bare-ended hose pouring water into the boat at the rate of about twenty gallons a minute. Fortunately, a wine cork was the perfect size to plug the hose, and with a jubilee clip tightened around the whole thing, it seemed watertight. But we canceled the cruise to Kinsale and settled for a sail around Cork Harbor, uncertain what other defects we might find.
Harold Cudmore and I planned to sail up to Galway, to arrive in time for the West of Ireland Boat and Leisure Show, now a fixture of the Galway Bay Sailing Club. O.H. and I sailed the boat as far as Kinsale, from where Harold and I would depart for the long cruise down the southwest coast, then around the corner and up the west coast to Galway, but we began to get bad weather forecasts for the west coast and I decided to drive. We left the boat on a mooring at Kinsale, for collection later. A couple of days afterward I was awakened at eight in the morning by the ringing of the telephone. (After six months of clawing my way through the Irish Civil Service, I had finally got a phone by appealing to a politician friend, who wrote one letter and did the trick.) A voice asked if I was the owner of Golden Harp. I was. She had broken her mooring and was aground on the opposite bank of the river.
I dressed and made the fourteen miles to Kinsale in record time, my heart in my mouth and pictures running through my mind of Harp lying on her topsides, her mast tangled in some tree. I arrived to find that Courtney Good, a Kinsale businessman and owner of another Shamrock, had pulled her off with the club crashboat, and we got her onto another mooring quickly, completely undamaged. It had been the scare of my life, for if she had been damaged badly I would have had one hell of a time getting her right again in time for the race. I sailed her back alone in a Force seven, but it being an offshore breeze the sea was flat. It was only the second time I had sailed her single-handed, and it was very exhilarating.
