104 - Kent Island Circumnavigation - July 29 to August 2

The call went out two days before for all crew to assemble by 8:45 AM on the morning of the 29th. Some came early to get organized the night before, while others arrived early on the morning of the 29th. However, the late arrives showed little pity for those who arrived the night before and had to ride out a strong rain and thunder storm in a local eatery and bar.

With the crew assembled, we went through introductions, safety (including the importance of an inventory check) and the plan for the voyage. The crew then located and reviewed all inventory items and ran through various systems of the boat. After a quick break, we gathered the rest of the inventory items from shore and started the what at times can be the hard work of meal provisioning for the boat. However, the crew were all on the same page regarding food items, meals, etc. and the need for lots of water for what looked like a warm voyage.

After lunch, it was down to the work of planning our navigational routes - charting in True and changing to PSC (per ships compass) for navigating at the helm. This was a full crew activity logging each waypoint, light list number, reviewing LNM, and the cruising guide for information on our final destinations for each day. While the crew was busy at work, the skipper made the sacrifice and did the supply and grocery run.
Following a long day of planning and organizing, the crew broke around 5 PM for a well-earned dinner ashore. After dinner, we stopped at the local market as folks wanted to explore its many offerings and make last minute purchases.

Day 2 - July 30th
The day called for a mix of sun and clouds and winds out of the NNW to NW at 10 - 15 knots, which could make for a great sailing day. As the crew took advantage of the shower and restroom facilities at dock and then had breakfast, we discussed the day's plan. Then they completed the daily pre-departure check list, and reviewed our navigation for the day including total NM to travel and our ETA.

The skipper then went over some important items - rigging the preventer as the first part of the day was going to be down wind work, winch handling, and radio operations. We also took some time to practice how to check the draft below the water line using a lead line.

Just prior to our planned 10 AM departure, we reviewed the undocking plan, and how we would have to use a traveling spring/warping line to help the bow around into the 14 knot wind on our port side.

We motored out to G 7 in Langford Creek and practiced standing turns, for a few crew members, and then made our way to the LC mark. As we had great wind for a broad reach, we set the sails, making sure we were reefed at our first reefing point, and rigged the preventer for our run down the Chester River. Even with reefed main and headsail we were making over 7 knots STW and about 6 knots SOG. Along the way, we discussed Navigation Rules, Sail Trim, and talked about trouble shooting fresh water problems that may happen on a boat. We also reviewed possible causes for an engine shutting down while underway. The navigator took a two-point fix along the way to compare to our planned course.

As we approached the south end of the Chester River and started to head up into the wind, the cloud cover increased and we were started to see increased wave action that would be on our bow as we headed North to Swan Creek. Thus, the crew made the decision to furl the headsail and motor sail.
On our way north, we had a lot of choppy seas on the bow and consistent 12 - 15 knots of wind. So after about an hour, we dropped the mainsail and motored on through the choppy seas and into Swan Creek.
As we motored into Swan Creek, we hailed the marina on the radio to get our mooring ball number. As they were not very busy, they told us to pick up any available mooring ball.
We reviewed hand signals for communications between the bow and the helm, and our approach to the mooring ball.

Fortunately, the wind had dropped to about 10 knots so picking up the mooring ball on the first try was textbook perfect and professional. Following the end of day routine to get all gear re-stowed to the right place, and cleaning up the cockpit, etc., the crew relaxed prior to preparing the days delicious dinner. Later after dinner we ran the engine for an hour to charge the batteries.

Day 3 - July 31st
After a windy previous day, the weather system had passed and the day called for sunny skies, very warm temperatures (87 - 91 degrees), and light and variable winds (3 - 4 knots). Thus, a motoring day to our destination at the Chesapeake Bay Maritime Museum was ahead of us for the whole day. For those up early, they experienced a gorgeous sunrise.

Following breakfast and the pre-departure check, the navigator for the day reviewed our course. Once we had the boat ready to go and knew our plan for the day, we practiced picking up a mooring ball a few more times and then headed out of Swan Creek. As we were going to be motoring for the day it was likely our heading for each course steered would match our planned course.

We motored along and continued our discussion of trouble shooting various boat system failures, and went through a number of scenarios. As we approached the channel entrance for the North side of the Kent Island Narrows drawbridge, everyone was very observant as it can be a tricky channel with uncharted shoaling. Thus, we were watching the paths of other large boats as they navigated the channel. Once through the tricky part of the channel, which was very busy for a Friday, we found ourselves maneuvering with many other boats awaiting the bridge opening. As the last class was unable to fuel the boat at the home port fuel dock, we decided to pull into the fuel dock north of the Kent Island Narrows bridge and took on 7 gallons of fuel.

Fortunately, just as we were leaving the fuel dock, the bridge started to open, so we were going to make the noon opening. We radioed to bridge to make them aware of our presence and that we were transiting from north to south. After letting the north bound vessels through the drawbridge, we fell in-line behind a large powerboat and motored through the bridge assuring we watched the lights that mark the center of the fixed bridge over I-50. Once through the bridge we continued following our course to the Chesapeake Bay Maritime Museum (CBMM). Along the way the navigator performed a two-point fix which matched our planned course, there was much celebration.

We motored along on a very warm day, and discussed weather (Rule of 15, sea breeze, land breeze, etc.) and the various distress calls on the VHF, along with how to handle a prop shaft getting wrapped by a line, running aground, and a steering failure. As we approached the CBMM, we radioed for our slip assignment. However, they were very busy, so we had to circle around the area to the west of the marina until we
could connect with the marina staff. After getting our assigned slip location at 4 PM, we slowly motored as we approached the slip and at the right time turned the bow away from our outmost slip piling and started to maneuver for an excellent docking by the crew stern first. After securing all lines and getting our shore power connected the crew found a much-cherished location after two days on the boat – the restrooms.

We then completed our end of the day routine of restowing all gear, cleaning up the cockpit and making sure the boat was shipshape. Then, it was off to explore the museum for 30 minutes, before they closed, and finding the shower and main restroom facilities. Folks freshened up and then it was off to dinner, ice cream, and a little exploration of downtown St Michaels.

Day 4 - August 1st
After an enjoyable evening in St Michaels, it was up early for a few of the crew and another great sunrise.
Following our normal morning routine of breakfast, getting the boat ready (pre-departure checklist) and a review of navigation it was time for us and Scholarship to say goodbye to St Michaels and the CBMM.

The weather for the day was sunny with a mix of sun and clouds in the afternoon, winds out of the south at
5 - 10 in the morning and 10 - 15 in the afternoon. However, our winds never got above 5 knots all
morning, so it was a motoring day out of the Miles River and up to the Kent Island Narrows drawbridge.
As we motored along following our course the navigator did a two-point fix and we discussed
various emergencies and procedures (fire, flooding, and structural failures).
Upon our approach to the bridge at Kent Narrows we once again reviewed radio protocol, and as we neared
the bridge we hailed them to let them know we were approaching and that we were a north bound sailing vessel. We were fortunate as we were within their five-minute window (bridge opens every 30 minutes on the hour and half hour), and they opened the bridge for us as we were the only tall vessel coming through. Once through the bridge and navigating the tricky channel on the north side of the bridge, the winds started to build to 10 - 15 knots and we were once again able to sail on a series of broad reaches, using the preventer, up the Chester River until we were approaching our turn into the Corsica River.

Along the way from Kent Island to the Corsica River we took the opportunity to review the questions that may appear on the knowledge check, from the AS Bareboat Cruising Made Easy book. When we reached our waypoint that marked the entrance to the Corsican River, we furled our head sail and dropped the main, and then headed into the river.

We discussed our hand signals for communication between the bow crew and the helm for anchoring, and as we passed R 2 we turned to starboard and rounded Town Point entering a great area that is protected from south winds. The depth where we anchored was 10’ and with consideration of our freeboard we set our anchor with a scope of 6 – 1, as the winds were predicted to be 15 - 20 during the night. However, the winds never developed and we only had the occasional gust over 10 knots at night, so we had lots of rode out for a good hold over night.

After anchoring at 4:15, we completed our end of day tasks, and relaxed as we took in the great scenery. It was then time for a wonderful pasta dinner with cheese cake for dessert. After dinner and dishes, we all gathered in the cockpit as one of the crew had brought their guitar and another a type of card game. Around 8:30 we started the engine to charge the batteries for an hour, and determined our two-hour anchor watch schedule. At 9:30 we shut down the engine and crew started to go below to retire for the night.
Another great cruising day.

Day 5 - August 2nd
Our last day on the water before returning to our home port. The skipper was up early and at 5:30 started the engine to charge the batteries as our house battery was a little low. The skipper ran engine for an hour as the crew continued to rest. The weather for the day was cloudy with a chance of rain, winds 10 - 15 out of the South and temperatures in the mid 80’s.

After breakfast and our morning checks, we gathered to discuss and demonstrate how to handle various standing rigging failures. Following our demonstrations, we then prepared to do a forked moor anchor to demonstrate how to set the second anchor and then how to retrieve both anchors when getting ready to depart. We weighed anchor at 10:00 and headed out following our course to the LC beacon. We then set our sails, moved to a beam reach and rigged the preventer for our broad reach run up Langford Creek to G 7.
Once at G7 around 11 AM we conducted a series of MOB drills and at noon headed into the pump out dock at the home marina. After docking and doing our pump out per our check list, we headed around to the fuel dock to top off the tank for the next class, and then over to our home slip.

We were docked and tied up at 1:30. This was a good time to use the facilities and have a quick lunch while also getting all personal possessions ready for leaving the boat on the last day. After a quick lunch break, the crew completed the last day check list, and then started the ASA 104 knowledge check. Following the completion of the knowledge check and a review, the log books were signed and certificates presented. Rain had started around 3 PM but spirits were high having successfully completed 104, and thus the rain was a minor nuisance as gear was removed from the boat and we said our goodbyes at 5:30 PM
Overall, a great voyage and adventure.