DOCSLIB.ORG

1 ROUND the NORTH ATLANTIC in THEODORA, 1958-1959. the Diary of Colin Smith, Mate and Surgeon

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
1 ROUND the NORTH ATLANTIC in THEODORA, 1958-1959. the Diary of Colin Smith, Mate and Surgeon ROUND THE NORTH ATLANTIC IN THEODORA, 1958-1959. The Diary of Colin Smith, Mate and surgeon, - with additions and comments. "Theodora", originally "Kindly Light", is a 34 ton, 52 foot Bristol Channel Pilot Cutter drawing 7'6" which was built in 1911 to carry the pilot from Barry Island in South Wales to the ships, steam or sail, which needed to be guided in at that time, however appalling the weather. In those days she was simply rigged with a pole mast, gaff mainsail, staysail, jib and topsail, and so strong and weather proof, with a self draining cockpit and two small hatches only, that she could be swept by heavy seas without harm. Underwater her lines were those of a racing yacht but still she could be handled at a pinch by one man and a boy. She was rescued from dereliction by Christopher Ellis, a schoolmaster from Radley College and served as the school training ship for some years. At the time of our trip the previous owners, the Royal Engineers, had fitted her with a reefing topmast and a squaresail yard, this meant that she could carry a jackyard topsail which extended above the topmast truck, which was itself 70 feet above the water, and a flying jib from there to the end of the 18 foot bowsprit. She normally carried her gaff mainsail, with staysail and jib, and working or jackyard topsail, but with the wind behind she could also carry a 1000 square foot square sail and a 650 square foot raffee topsail, and a 200 square foot studdingsail (stuns'l) at each end of the squaresail yard, which made her extremely fast, though difficult to steer when the wind rose. There were no winches for the running rigging so plenty of strong arms were needed to work her. Her speed and seaworthiness were ideal for this kind of voyage, though the extra rigging meant that there were constant problems with chafing as everything rubbed against everything else. One of my jobs was to keep an eye on this, and move, tallow, parcel and occasionally replace ropes when they were in danger of wearing themselves away. We only had 10 hours of fuel for the Kelvin auxiliary motor, so we could only use it for short spells. Navigation was done by compass, sextant and Walker's Patent Log trailed astern, and a lead line for sounding. The only electronic aid was a Beme-Loop radio which could tell the direction of a radio signal. Chris had had a great deal of sailing experience, mostly in old boats, and had sailed across the Atlantic with the Pyes in "Moonraker". He was anxious to sail round the North Atlantic in Theodora if he could possibly muster a crew. I was able to take a year off despite being liable for National Service as having qualified as a doctor at Guy's Hospital at the end of 1957 I was between my two statutory six month pre-registration housejobs. Chris had put an advert in the Times for a crew but took none of the 200 who responded. In the end he chose three boys who had just left school: Daniel Brocklebank, Sean Gardner and Simon Odling; Linda Binnington to make us all 1 behave and me as Medical Officer and Mate. Looking back I seem to have been a very naive young man in many ways, but at least I was strong and willing. Final preparations were made in Camper and Nicholson's yard at Southampton. Most of the inserts in italics below are taken from reports sent to the Guy's Hospital Gazette at the time. Sometimes these overlap with the diary, but at other times they replace it. Comments looking back from 40 years later are in brackets. The official report of the journey appeared in the Journal of the Royal Cruising Club in 1960. Re-reading it I realise that it is mostly about me, my feelings and impressions, as you might expect from a diary. However Chris was very much in charge throughout the entire trip, and did all the serious worrying. When we did things it was because he had told us to. *** *** *** The year is 1958........ Friday 10 October. At last we managed to get away. We hoped to set off yesterday but by 7pm -our ETD- the decks were still knee deep in stores. A large crowd came down with Chris' patent dinghy - John Birkhead, Jeremy Harrold and Peter Stewart & Jim Rickards, not to mention Chris' father & sister Mary. Getting everything organised for the trip has been a great headache and I don't know how Chris has managed. Linda has been very good for all our morales whilst being a very valuable crew member. (Chris had put the dinghy together in a few days. It had a pram bow, and came apart longitudinally so that it could stow on deck, either side of the saloon skylight.) We decided that we couldn't possibly go last night & Chris' father took us all out to a meal at Tony's. After that we pottered on till about 2 am clearing up the stores and stowing things. Chris wanted to get everything done so that we could sail in the morning. I eventually struck and tottered off to bed, soon followed by the others. It was a miserable drizzly morning when we eventually set off from Camper's at about 10.30 am, with Mr White, the Yard manager, the foreman rigger & one or two others as our departure committee. We beat our way down Southampton Water & then along the Solent, eventually dropping anchor just off the yacht club just east of Yarmouth. 5.30 pm. The shore here looks more foreign than the Congo; the stunted trees are drenched with sun, the sky turquoise and mackerel. It is very calm & we are lying to the kedge for a few hours until the tide changes & we can slip through the Needles. Most people are in bed and the tide guggles by. We sailed with the No. 2 jib & no tops'l; could really have done with a little more, though it was very unpredictable and we had the gun'l under occasionally. (Heeled over till the seas ran along the deck). Supper soon & then on. We've done 10 of the 10,000 miles. 2 10th October. Our eventual departure date was fixed as the 9th of October but late in the evening the decks were still piled high with stores and gear of all kinds, in spite of the enormous quantity that had already disappeared. We had a meal at a cafe round the corner, and then carried on, because Chris thought we should have everything ready to sail first thing in the morning. At 2 a.m. we were still not ready, so we decided to go to bed. The next morning was cold and drizzling, but at about 10.30 a.m. the yard manager and four or five equally rain soaked employees came to see us off. We cast off our tow after half a mile, and hoisted the mainsail - only to have to lower it again and re-reeve the halyard, as it had been set up crossed in the blocks. Perhaps it was just as well that there was nobody to see us slink out of Southampton Water. The tide was foul by the time we reached the Needles, so we dropped the kedge for a few hours just Northeast of Yarmouth, amidst a glorious sunset glowing upon an extraordinarily foreign stretch of coast. Abroad at last, with only another 10,000 miles before we should see the Isle of Wight again. Saturday 11th October. 5.45 pm. Shaking down - or shaking up - has been the operative word for today, not that it has been very rough, but everyone except Chris and Sean have been rather sick. Linda and I are sick but don't mind much & Simon and Daniel have been really under the weather. We are bouncing about off the Casquets after a day of inconstant and variable southwesterlies. There is a moderately rough sea running, presumably the aftermath of all the gales. My midship bunk is very comfortable & I have spent large tracts of today in it after a very tedious watch from 12 to 6am last night. Chris & I are doing 6 hour watches & the others 3 until we are clear of the Channel. We don't expect to be awake all the time but one of us is to be in charge. 11th October. The next couple of days were something of a baptism and constituted the most unpleasant weather we have had so far. We beat out to the Casquets under main, staysail and No.2 jib (a small one with a chain luff) with the wind Force 4 and a moderate sea. We went about and headed for Start Point, and during the following night the wind increased until it was probably gusting up to Force 7. Linda descended the main hatch beside my midship bunk in a shower of spray and announced that we would have to take in some reefs. The boat had been heeling over further and further and the water was guggling along the deck overhead, so the news did not come as a surprise. Unfamiliarity with the ropes and general confusion of wind and water made this a rather lengthly, though not hazardous, business as she lies very quietly when hove to. The scene was illuminated by the navigation lights, and red and green water seemed to be descending from straight overhead in large pieces.
Load more

Recommended publications
  • Armed Sloop Welcome Crew Training Manual
    HMAS WELCOME ARMED SLOOP WELCOME CREW TRAINING MANUAL Discovery Center ~ Great Lakes 13268 S. West Bayshore Drive Traverse City, Michigan 49684 231-946-2647 [email protected] (c) Maritime Heritage Alliance 2011 1 1770's WELCOME History of the 1770's British Armed Sloop, WELCOME About mid 1700’s John Askin came over from Ireland to fight for the British in the American Colonies during the French and Indian War (in Europe known as the Seven Years War). When the war ended he had an opportunity to go back to Ireland, but stayed here and set up his own business. He and a partner formed a trading company that eventually went bankrupt and Askin spent over 10 years paying off his debt. He then formed a new company called the Southwest Fur Trading Company; his territory was from Montreal on the east to Minnesota on the west including all of the Northern Great Lakes. He had three boats built: Welcome, Felicity and Archange. Welcome is believed to be the first vessel he had constructed for his fur trade. Felicity and Archange were named after his daughter and wife. The origin of Welcome’s name is not known. He had two wives, a European wife in Detroit and an Indian wife up in the Straits. His wife in Detroit knew about the Indian wife and had accepted this and in turn she also made sure that all the children of his Indian wife received schooling. Felicity married a man by the name of Brush (Brush Street in Detroit is named after him).
    [Show full text]
  • SUN CAT DAYSAILER 2018.Xlsx
    1195 Kapp Dr Clearwater, FL 33765 Phone (727) 443-4408 Fax (727) 443-1088 www.Com-PacYachts.com [email protected] Dear Com-Pac Yacht owners: The following is a list of frequently requested spare parts and model update parts for Com-Pac Yachts. These parts may be ordered from Hutchins Company by calling 727-443-4408, emailing [email protected] or faxing to 727-443-1088. We take MasterCard/Visa, or can ship UPS/COD . All orders will have shipping and handling charges added. We are pleased to handle custom and/or non-stock orders. There will be a 25% non- refundable fee for custom and/or non-stock orders. There will be a $25 returned check fee. Products returned solely due to the ordering errors by the customer may be charged a 10% re-stocking fee and will not be reimbursed for shipping costs. Remember, your boat may have been customized after leaving the factory. Hutchins Company can not be held responsible for any parts not fitting due to customizing. Please allow four to six weeks for delivery. Prices may have changed. Please call our office about any questions you have concerning your order or about any parts you do not see on the list. Thank you, Hutchins Company, Inc. COM-PAC YACHTS 1 SUN CAT DAYSAILER PARTS JULY 2018 Item Number Description Price IN00B0030 BILGE DISCHARGE ASSEMBLY $14.00 EA. IN00B0035 BOWEYE BLOCK $3.00 EA. IN00C0047 CENTERBOARD BLOCK SUN CAT $35.00 EA. IN00G0060 GALLOWS WOOD, ALL CATBOATS $162.00 EA. IN00G0080 GAS LOCKER DROP BOARDS, SUN CAT $147.00 EA.
    [Show full text]
  • Appropriate Sailing Rigs for Artisanal Fishing Craft in Developing Nations
    SPC/Fisheries 16/Background Paper 1 2 July 1984 ORIGINAL : ENGLISH SOUTH PACIFIC COMMISSION SIXTEENTH REGIONAL TECHNICAL MEETING ON FISHERIES (Noumea, New Caledonia, 13-17 August 1984) APPROPRIATE SAILING RIGS FOR ARTISANAL FISHING CRAFT IN DEVELOPING NATIONS by A.J. Akester Director MacAlister Elliott and Partners, Ltd., U.K. and J.F. Fyson Fishery Industry Officer (Vessels) Food and Agriculture Organization of the United Nations Rome, Italy LIBRARY SOUTH PACIFIC COMMISSION SPC/Fisheries 16/Background Paper 1 Page 1 APPROPRIATE SAILING RIGS FOR ARTISANAL FISHING CRAFT IN DEVELOPING NATIONS A.J. Akester Director MacAlister Elliott and Partners, Ltd., U.K. and J.F. Fyson Fishery Industry Officer (Vessels) Food and Agriculture Organization of the United Nations Rome, Italy SYNOPSIS The plight of many subsistence and artisanal fisheries, caused by fuel costs and mechanisation problems, is described. The authors, through experience of practical sail development projects at beach level in developing nations, outline what can be achieved by the introduction of locally produced sailing rigs and discuss the choice and merits of some rig configurations. CONTENTS 1. INTRODUCTION 2. RISING FUEL COSTS AND THEIR EFFECT ON SMALL MECHANISED FISHING CRAFT IN DEVELOPING COUNTRIES 3. SOME SOLUTIONS TO THE PROBLEM 3.1 Improved engines and propelling devices 3.2 Rationalisation of Power Requirements According to Fishing Method 3.3 The Use of Sail 4. SAILING RIGS FOR SMALL FISHING CRAFT 4.1 Requirements of a Sailing Rig 4.2 Project Experience 5. DESCRIPTIONS OF RIGS USED IN DEVELOPMENT PROJECTS 5.1 Gaff Rig 5.2 Sprit Rig 5.3 Lug Sails 5.3.1 Chinese type, fully battened lug sail 5.3.2 Dipping lug 5.3.3 Standing lug 5.4 Gunter Rig 5.5 Lateen Rig 6.
    [Show full text]
  • The Voyager Dutch Barge
    THE VOYAGER DUTCH BARGE SPECIFICATION Derby Office Mercia Marina, Findern Lane, Willington, Derbyshire DE65 6DW Tel: 01283 707357 Fax: 01283 707364 Hanbury Office Hanbury Wharf, Hanbury Road, Droitwich, Worcester WR9 7DU Tel: 01905 794445 Fax: 01905 776750 web www.newandusedboat.co.uk www.aqualinemarine.co.uk May 2014 Dutch Barge specification - Page 2 DESIGN Using the latest AutoCAD and 3D rendering technology, fully supported with theoretical stability calculations, Aqualine has taken the hull design of the traditional Dutch Barge and brought it in to the modern age. The end result is a boat that is has poise, proportion and purpose. Sweeping body lines of the hull wrap around the boat in an almost fortress-like manner. The superstructure has shape and interest - this is anything but a monolithic block. Upon this, elegantly perched, is the wheelhouse which puts you in a commanding position with panoramic vision for pleasurable cruising and ease of handling. This is a boat that looks and feels good on water. Inside, this meticulous eye for design continues with a determined and considered interior design approach throughout the boat. Style, symmetry and substance mean that life aboard isn’t in any way compromised. The Voyager, is nothing short of than a luxurious floating suite of rooms. Category As a category C craft you can cruise with confidence, safe in the knowledge that the Voyager has been designed and built for conditions up to, and including, wind force 6 and wave heights up to, and including, 2 metres (based on mean average wave heights). Lengths and Beam Standard lengths are 55, 60 and 65ft with a 12ft 4’ beam, with other lengths available upon request.
    [Show full text]
  • Voy Ages and Travels. London
    FRAGMENTS OF VOY AGES AND TRAVELS. LONDON: J. 1\IOYES, CASTLE STnEET, LF.JCf.s'l'.~R SQUA}tF,. FRAGMENTS OF VOYAGES AND TRAVELS. By CAPTAIN BASIL HALL, R.N. F.R.S. IN THREE VOLUMES. VOL. n. ROBERT CA DELL, EDiNBURGH; WHITTAKER, TRE,\CHER, lit co. LONDON. M.DCCC.XXXIIl. G- ~·1D 1-1/ b J R 33 CQNTENTS OF VI V·')... pAGE EXCURSION TO CANDELAY LAKE IN CEYLON 1 GRIFFINS IN INDIA - SINBAD'S VALLEY OF DIAMONDS-A MOSQUITO HUNT.... •••••• 34 CEYLONESE CANOES-PERUVIAN BALSAS-THE FLOATING WINDLASS OF THE COROMANDEL FISHERMEN •••••••••••••••••••••••••• 68 TilE SURF AT MADRAS ••••••••••••••••••• , 100 TilE SUNNYASSES •••••••••••••••••••••••• 128 PALANKEEN TRAVELLING-IRRIGATING TANKS IN TIlE MYSORE COUNTRY •••••••••••••• 146 THE DESSERA FESTIVAL AT MYSORE 191 GRANITE MOUNTAIN CUT INTO A STATUE- BAMBOO FOREST-RAJAH OF COORG ••••• 232 VISIT TO TilE SULTAN OF PONTIANA, IN BORNEO - SIR SAMUEL HOOD •••••••••••••••••• 270 FRAGMENTS OF VOYAGES AND TRAVELS. CHAPTER I. EXCURSION TO CANDELAY LAKE IN CEYLON. THE fervid activity of our excellent admi­ ral, Sir Samuel Hood, in whose flag-ship I served as lieutenant from ]812 to 1815 on the Indian station, furnished abundant materials for journal-writing, had we only known how to profit by them. There was ever observable a boyish hilarity about this great officer which made it equally delightful to serve officially under him, and to enjoy his friendly companionship; in either case, we always felt certain of making the most of our opportunities. VOL. n.-SERIES Ill. B 2 FRAGMENTS OF Scarcely, t'hel'efore, had we returned from the alligator hunt, near Trincomalee, which I have already described, when Sir Samuel applied himself to the collector of the district, who was chief civilian of the place, and begged to know what he would recommend us to see next .
    [Show full text]
  • Cape Cod Catboat
    Cape Cod Catboat Instructions: Follow these instructions carefully and step by step. The rigging lines of the boat could tangle easily so do not undo the lines until instructed. 1. Unwrap the hull and stand. Place the hull into the stand with the hull facing forward to your right. Keep the starboard side of the boat facing you in order to follow the instructions and to compare with the diagrams. 2. Study brass eye “A” and the cleats on the boat. There are 7 cleats on this model but we will only be using 3-7. They each have a fixed position that corresponds to different rigging lines and sail sheets of the boat. See diagram (1). 3. Unwrap the packing of the mast; find brass eyes G1, G2, G3, G4, & G5 on the mast. The brass eyes must face towards the stern of the boat. Insert the mast into the mast step on the deck. 4. Unpack the sail. You may want to press the sail with an iron to get out any wrinkles. Find the headstay line on the front top portion of the mast. Attach the line to eye A on the bow. See diagram (1). 5. Put the gaff jaw at the end of gaff pole to brass eye M on the mast. Then find a pin at the end of the boom, insert the pin to a brass hole about 1 inch up the mast from the deck. Find a block with hook on the topping lift line. Attach the hook of the line to eye G1, then lead the line down the mast and through an eye at the bottom of the mast, starboard side, then fix the end of the line to cleat 4 on the cockpit bulkhead.
    [Show full text]
  • Arbon, Anthony Lyle PRG 1190/11 Special List ______
    ___________________________________________________________________ Arbon, Anthony Lyle PRG 1190/11 Special List ___________________________________________________________________ Outsize illustrations of ships 750 illustrations from published sources. These illustrations are not duplicated in the Arbon-Le Maiste collection. Sources include newspaper cuttings and centre-spreads from periodicals, brochures, calendar pages, posters, sketches, plans, prints, and other reproductions of artworks. Most are in colour. Please note the estimated date ranges relate to the ships illustrated, not year of publication. See Series 11/14 for Combined select index to Series 11 arranged alphabetically by ships name. REQUESTING ITEMS: Please provide both ships name and full location details. Unnumbered illustrations are filed in alphabetical order under the name of the first ship mentioned in the caption. ___________________________________________________________________ 1. Illustrations of sailing ships. c1780-. 230 illustrations. Arranged alphabetically by name of ship. 2. Illustrations mainly of ocean going motor powered ships. Excludes navy vessels (see Series 3,4 & 5) c1852- 150 illustrations. Merchant shipping, including steamships, passenger liners, cargo vessels, tankers, container ships etc. Includes a few river steamers and paddleboats. Arranged alphabetically by name of ship. 3. Illustrations of Australian warships. c1928- 21 illustrations Arranged alphabetically by name of ship. 4. Australian general naval illustrations, including warship badges,
    [Show full text]
  • Dictionary.Pdf
    THE SEAFARER’S WORD A Maritime Dictionary A B C D E F G H I J K L M N O P Q R S T U V W X Y Z Ranger Hope © 2007- All rights reserved A ● ▬ A: Code flag; Diver below, keep well clear at slow speed. Aa.: Always afloat. Aaaa.: Always accessible - always afloat. A flag + three Code flags; Azimuth or bearing. numerals: Aback: When a wind hits the front of the sails forcing the vessel astern. Abaft: Toward the stern. Abaft of the beam: Bearings over the beam to the stern, the ships after sections. Abandon: To jettison cargo. Abandon ship: To forsake a vessel in favour of the life rafts, life boats. Abate: Diminish, stop. Able bodied seaman: Certificated and experienced seaman, called an AB. Abeam: On the side of the vessel, amidships or at right angles. Aboard: Within or on the vessel. About, go: To manoeuvre to the opposite sailing tack. Above board: Genuine. Able bodied seaman: Advanced deckhand ranked above ordinary seaman. Abreast: Alongside. Side by side Abrid: A plate reinforcing the top of a drilled hole that accepts a pintle. Abrolhos: A violent wind blowing off the South East Brazilian coast between May and August. A.B.S.: American Bureau of Shipping classification society. Able bodied seaman Absorption: The dissipation of energy in the medium through which the energy passes, which is one cause of radio wave attenuation. Abt.: About Abyss: A deep chasm. Abyssal, abysmal: The greatest depth of the ocean Abyssal gap: A narrow break in a sea floor rise or between two abyssal plains.
    [Show full text]
  • Ships and Sailors in Early Twentieth-Century Maritime Fiction
    In the Wake of Conrad: Ships and Sailors in Early Twentieth-Century Maritime Fiction Alexandra Caroline Phillips BA (Hons) Cardiff University, MA King’s College, London A Thesis Submitted for the Degree of Doctor of Philosophy Cardiff University 30 March 2015 1 Table of Contents Abstract 3 Acknowledgements 4 Introduction - Contexts and Tradition 5 The Transition from Sail to Steam 6 The Maritime Fiction Tradition 12 The Changing Nature of the Sea Story in the Twentieth Century 19 PART ONE Chapter 1 - Re-Reading Conrad and Maritime Fiction: A Critical Review 23 The Early Critical Reception of Conrad’s Maritime Texts 24 Achievement and Decline: Re-evaluations of Conrad 28 Seaman and Author: Psychological and Biographical Approaches 30 Maritime Author / Political Novelist 37 New Readings of Conrad and the Maritime Fiction Tradition 41 Chapter 2 - Sail Versus Steam in the Novels of Joseph Conrad Introduction: Assessing Conrad in the Era of Steam 51 Seamanship and the Sailing Ship: The Nigger of the ‘Narcissus’ 54 Lord Jim, Steam Power, and the Lost Art of Seamanship 63 Chance: The Captain’s Wife and the Crisis in Sail 73 Looking back from Steam to Sail in The Shadow-Line 82 Romance: The Joseph Conrad / Ford Madox Ford Collaboration 90 2 PART TWO Chapter 3 - A Return to the Past: Maritime Adventures and Pirate Tales Introduction: The Making of Myths 101 The Seduction of Silver: Defoe, Stevenson and the Tradition of Pirate Adventures 102 Sir Arthur Conan Doyle and the Tales of Captain Sharkey 111 Pirates and Petticoats in F. Tennyson Jesse’s
    [Show full text]
  • Piper Press Henley-On-Thames Edition
    PIPER PRESS HENLEY-ON-THAMES EDITION 2019 THE PIPER TEAM WARMLY WELCOMES YOU TO THE HENLEY-ON-THAMES 2019 EVENT It is a great pleasure for us to welcome you to our To all those prospective owners, this is your chance to annual Henley event in what will be our 8th year at find out everything you need to know when thinking Temple Island meadow. We are very pleased that we about your plan to own a Piper barge. We encourage can get together with all of our customers past, present you to ask any and every question you can, of us and and future and celebrate what it means to be part of of the owners. You can find out what is really like to the Piper Boats family. This will be our busiest event to build a boat with the Piper Team and get all those bits date, with seventeen Piper Boats built barges on show, of advice you might not have known you ever needed! and also a couple of boats showing some pieces of our history; including Tijan, a vee bottom cruiser built by We must also give some space to thank all of the David Piper in the 1970s! owners who give up their time and effort to make this event possible. We are delighted that so many of you That history is something we are very proud of. Our are here to display your beautiful boats and reveal roots in boat building trace back to 1969 so this year what it is like to be part of the Piper Boats Family.
    [Show full text]
  • Inventory and Analysis of Archaeological Site Occurrence on the Atlantic Outer Continental Shelf
    OCS Study BOEM 2012-008 Inventory and Analysis of Archaeological Site Occurrence on the Atlantic Outer Continental Shelf U.S. Department of the Interior Bureau of Ocean Energy Management Gulf of Mexico OCS Region OCS Study BOEM 2012-008 Inventory and Analysis of Archaeological Site Occurrence on the Atlantic Outer Continental Shelf Author TRC Environmental Corporation Prepared under BOEM Contract M08PD00024 by TRC Environmental Corporation 4155 Shackleford Road Suite 225 Norcross, Georgia 30093 Published by U.S. Department of the Interior Bureau of Ocean Energy Management New Orleans Gulf of Mexico OCS Region May 2012 DISCLAIMER This report was prepared under contract between the Bureau of Ocean Energy Management (BOEM) and TRC Environmental Corporation. This report has been technically reviewed by BOEM, and it has been approved for publication. Approval does not signify that the contents necessarily reflect the views and policies of BOEM, nor does mention of trade names or commercial products constitute endoresements or recommendation for use. It is, however, exempt from review and compliance with BOEM editorial standards. REPORT AVAILABILITY This report is available only in compact disc format from the Bureau of Ocean Energy Management, Gulf of Mexico OCS Region, at a charge of $15.00, by referencing OCS Study BOEM 2012-008. The report may be downloaded from the BOEM website through the Environmental Studies Program Information System (ESPIS). You will be able to obtain this report also from the National Technical Information Service in the near future. Here are the addresses. You may also inspect copies at selected Federal Depository Libraries. U.S. Department of the Interior U.S.
    [Show full text]
  • The Way of the Sea
    1 The Way of the Sea Cheney Duvall stared up at the great clouds of soaring sail, though her eyes watered from the sun and salt sting. The Brynn Annalea had found a tail of the northeast trade winds, strong and hot, to wend her fast down Baja and push her easily over the Tropic of Cancer. Her sharp prow knifed the water, the jib with the lucky shark’s fin mounted on it splashing in the wave crests. She was a beautiful thing, fast, sharp-hulled, streamlined, proud. And dangerous. Cheney shouted up at Shiloh, and he was shouting back down at her. Neither of them could possibly hear the other, but both of them kept on. “You idiot! Come down from there this instant! You are going to fall and die!” Cheney shrieked. He made an impatient gesture—Get below, you dumb girl!— which made Cheney’s heart almost stop, for he had let go with one arm to make jabbing “get below” motions to her. Twelve seamen were perched along the bucking, straining yard, feet kicked back against the footrope, bellies pressed against the yard, hands gathering up the heavy canvas. Cheney watched, horrified, as they struggled to roll the great main royal sail around the yard. Finally it was wound as neatly as thread on a spool, and the sailors, with strong and agile movements, passed lengths of rope around sail and yard and made it fast with hitches. One by one they started edging back along the yard, making for the weather shrouds to scamper down.
    [Show full text]