Shamrock 0 - 1 Weather

The boat shed was alive with activity on Tuesday afternoon with ropes and all the gear required for the planned "Old Gaffers" trip, being dug out and then stowed on-board Shamrock (well scattered on the cargo hold cover). Nancy Belle was moved from its river mooring and moored alongside the main quay ready for towing duties. Meanwhile, conflicting weather forecasts were coming in and about the only thing they seemed to agree on was the fact it was going to be windy on Thursday. Then the news came that the Met Office had issued a yellow alert for wind on Thursday with coastal gusts of up to 60 mph (100 kph) and so reluctantly the decision was made to cancel the trip. More frantic activity followed as all the trip gear was returned to the boat shed and Shamrock's mooring ropes checked and adjusted.

Why cancel?
One of Shamrock's problems is that she has no engine and needs to be towed everywhere. She is also flat bottomed, only drawing about two and a half feet of water (76 cm), so in a wind when you combine that with the large exposed area of hull, masts and rigging you have a barge that is easily blown off course and is difficult to tow.   

Why not sail as that is what she was originally designed for?
Shamrock is described as 'sailing like a supermarket trolly' as she has no leeboards or drop keels (originally fitted) and needs about 12 tons of ballast in the bow before she will sail through the wind. Also the Tamer river of today is a lot more crowded than it was in the early twentieth century with lots of boats permanently moored in the deep water channel. Even when she was working the Tamar she was still dependant on wind and tide which is why the river cargo traffic was killed off with the arrival of the more reliable railways.

Could Shamrock have stayed at Mayflower Marina and returned at a later date?
Yes, but we were due to be berthed on the outer pontoon and this is exposed to westerly winds and Shamrock could have easily been damaged. Shamrock is also one of the National Trust's visitor attractions at Cotehele so any time away from the quay needs to be kept to a minimum.

Sea trials.

Missed from last week's blog was the launching of Shamrock's workboat that had spent the last 18 months being restored. Hat's off to Shaune as no leaks where found and it rows well.

    

Stop Press/Trip

Due to the Met Office yellow alert for southwest winds on Thursday, Shamrock's trip to the Old Gaffers meeting has been cancelled.

Chain Gang

This last week has been taken up with getting Shamrock ready for its first outing of the season. The painting of the bulwarks and stanchions has continued and finished of with the picking out of the lower white beading line and the addition a white capping line.

During the winter lay-up the anchor chain had been removed and left flaked out on some slats next to Shamrock's bow. This has had to be man-handled to the head of the dock, the end then roped on-board, threaded through the hawse pipe, passed over the anchor windlass, down into the chain locker and finally secured. Once completed the remaining chain was then pulled on-board, with the aid of the anchor windlass, and flaked out in the chain locker. I don't know which was the worst job, moving the chain on the jetty, winding the anchor windlass or flaking out the chain? 

Old Gaffers

It's been confirmed that Shamrock will be attending the Old Gaffers Association 50th anniversary Plymouth event. This takes place on the 8th and 9th May where, as their website puts it ,"The fleet will be berthed and crews looked after at the very hospitable Mayflower Marina which is well equipped with all facilities.  After merriment on the 8th May a grand parade of sail is being organised for the morning of the 9th before boats leave on their way to the Scillies." Not that Shamrock will be going to  Scilly; though we can live with the merriment bit.

Shamrock is due to depart from Cotehele Quay on the late afternoon tide Tuesday 7th May, as soon as there is sufficient water to clear the dock. High water is around 5:20 pm so this could be any time from 4 pm. The return trip will be timed to arrive back at Cotehele Quay on Thursday 9th's evening tide. Shamrock normally takes two and a half to three hours to complete the trip to or from Plymouth. 

A Rough Guide To Rigging Shamrock

During the last couple of weeks Shamrock has been rigged ready for visitors.

Preparation 

The first step is to hunt the boat shed for, ropes, pulleys, shackles, sails and various other bit's and pieces needed during the process. This usually end's up in a big pile on the boat shed floor. The mizzen mast is also lowered from the roof, manhandled to the dock side and then aboard.

Masts

Meanwhile a small temporary mast has been lashed to the main mast tabernacle (the bit that supports the mast) with a pulley attached to the top and rigged ready to raise the mizzen. 

Two of the mizzen shrouds (wires that steady the mast) are attached to the mizzen and onto the bulwarks, via a system of ropes and pulleys. These are used to steady the mast during the lifting process. With the use of the deck winch the mizzen is stepped (raise and set the mast in place) and locked into place. The remaining shrouds are then fitted, the mast adjusted and the temporary mast removed.

The main mast is prepared for stepping with the fitting of all the stay wires and two lifting lines, the first being through a pulley attached to the mizzen and then onto the deck winch. This will make the initial lift. The second is a line attached to the top of the mast and then through a block, attached to the bow, and finally back to the anchor windlass. This is used for the final part of the lift and to hold the mast while the first lifting line is repositioned during the first part of the lift. While the mast is being lifted care needs to be taken to ensure the main mast doesn’t foul the mizzen. Once the lift is completed and the mast locked in place the shrouds are attached and adjusted to ensure that both masts are inline.

Next dress the masts with the rigging blocks; these blocks are then reeved (threaded), with the right bits of rope. The main mast needs to be done in order from the top down; this is completed using a Bosun’s chair. Note the high tech method used to ensure we send up the blocks in the correct order! 

Booms gaffs and sails.

These are recovered from the boat shed with the booms and gaffs fitted first. This also requires a lot more reeving of blocks. Next is the bending (attaching) of the main and mizen sails which are usually given a bit of airing before being lowered, folded and lashed onto there respective boom. Finally the sail covers are fitted.

Odd's and ends.

Attach Shamrocks lifebelts to the mizzen mast shrouds, attach the navigation light boxes to the main mast shrouds. Fit the bowsprit (pointy bit that sticks out the front), oops wrong way up, fouls the anchor windlass, remove and refit the correct way up. 

The staysail and jib still need to be attached before Shamrock is completely rigged.

More Diary Dates

Want to visit Shamrock at different locations, see her on the river? Then check out the updated "Shamrock Events" page for where and when.

THE JOYS OF “SHAMROCK” VOLUNTEERING

Hallelujah, the foredeck anchor windlass has been shipped and bolted in place.

It really requires a midget with the strength of a Goliath (wearing steel toe cap shoes) to move the thing.  We have a Goliath in the shape of one Shaune Blight (the skipper) but the nearest we could find for a midget, actually he drew the short straw, was yours truly!

To fit the monster entails first of all manoeuvring it into position over the holes in the deck and on to its wooden deck supports (that’s where the toe caps come in, to drop the thing on to a foot would seriously hurt!)  Next step, crawl into the forepeak, one shoulder at a time, turning around when half in and then twisting on to ones back drawing the other shoulder and leg in at the same time.  Now lay under the bolt holes in the deckhead and insert bolts whilst trying to fit washers and nuts, all the time having mastic dripping on ones head from above.  All of this process by the way being conducted in the pitch dark.

Next manoeuvre, swap spanners as the first one did not fit in some of the recesses in the deck beam.  To avoid having to extricate ones whole body a right arm could, with difficulty, just reach a spanner handed down the companionway from above.

The mission was eventually accomplished after a certain amount of bloodshed and now that this large piece of “ironwork” is in place, it will, hopefully, not need to be removed for several years.

Anon.