So far…so good.

I’m currently about half way through the refit (fingers crossed!), where most of the jobs on Tarka’s exterior have been seen to, and I am preparing for the for the fabrication and installation of the interior starting in August. My learning over the past 10 months has been verging on obsessive (no surprise to those who know me), whether it be in the techniques and fundamentals of GRP, wood, or metal work, the basics of electrics, plumbing, rigging, sailmaking, radio operation, first aid, and victualing or a general ongoing study of meteorology, astronomy, and modern and traditional coastal and offshore navigation, (the list goes on). The list of subjects and skills required to refit and pilot a small sailing vessel solo for an extended period at sea is truly staggering, which for me is a large part of the attraction – a ‘school of life’.

My time therefore, has had to be meticulously divided between this personal study/boat work, staying on track with ‘school’ work, gigging and private music teaching, pizza delivery shifts and local handyman work, and my struggling social life…not that I’m complaining.

Much of my personal study has consisted of reading. This includes works by author/sailors: Claud Worth, Bill Tilman, Joshua Slocum, Vito Dumas, Bernard Moitessier, Sir Robin Knox Johnston, Francis Chichester, Sir Alec Rose, Miles Smeeton, John Guzzwell, David Lewis, Eric Hiscock, John Kretschmer, Hal Roth, Robin Lee Graham, Tania Aebi, Sebastian Smith, Nick Jaffe, Peter Hancock and Roger Taylor.

I found that in each of the books it was the sailor’s attitude in the preparation and eventual execution of the passages which was most revealing; passages in similar vessels, through similar conditions, and waters, differed enormously due to the attitude of the skipper. It is this attitude or outlook that is most important to take heed of, more than any single decision or piece of equipment on board, though taking influence from both would obviously be preferable. I’ve also found invaluable insights from official texts, such as “Ocean Passages for the World” and “The Mariner’s Handbook”(1960), “Reeds Ocean Navigator” (3rd edition), and “Heavy Weather Sailing”. (Please do send me any links for worthwhile reading material!)

The most unexpected but essential qualification as a result of the project thus far has been a ‘phd’ in logistics and relationship management. Moving the boat the first time, from Lymington to Lowestoft, involved organising the transport and making sure that both sides had all the necessary information and were present on the day. I spent the next few months running around the yard asking ‘silly’ questions and requesting the use of tools. After completing the RYA Yachtmaster theory course (Hamble), first aid, and Marine Radio SRC, I made my way to the Solent for the Offshore Yachtmaster prep week and exam. This was a real test of relationship management as it became clear that working successfully as a team was crucial for our success in the exam. The winter months involved more work, where the logistical challenge lay in layering up for cold days and even colder nights in the yard.

Moving the boat for the second time, has been the greatest challenge to date. I undertook extensive research into where best to keep Tarka and how best to move her there. Investing in a 2nd hand yacht trailer and having her towed to the barn in Somerset became the obvious choice (though not an easy sell). This process involved finding and organising a crane to lift her onto the trailer (introducing the “Iron Fairy”), locating a reasonably priced 4×4 to tow her, and having people on both ends to manage the moving. I’m aware these hurdles may not seem that ‘groundshaking’ to some (perhaps more experienced) readers, but for a first timer (and a young one), managing these problems myself has been an education in and of itself.

So, a summary of the work completed in rough chronological order:

(Each bullet point details a particular job, which ranges in time and effort from 15 minutes, to a week or more. Work has been completed in an order only arranged by my skill set at a given time, and many jobs involved backtracking as I was ‘learning on the job’…)

• Remove v-berth insulation lining.
• Fill chainplate holes with epoxy – for later rebedding.
• Enter the world of gelcoat colour matching…
• Fill coachroof holes and gelcoat.
• Remove teak cockpit instrument backplate and fill holes behind and gelcoat.
• Fill holes in side decks and gelcoat.
• Repair cracks, holes and gouges in cockpit – fill and gelcoat.
• Fit cockpit sole, and refit inspection covers.
• Re-fit teak toerail plugs.
• Drill out rivets in curtain rail.
• Temporarily reinforce v berth with glass to facilitate sleeping.
• Strip the interior of ancient wiring – to be replaced.
• Replace cockpit locker hinges and locks.
• Fit aft locker latches – Brighton fasteners.
• Polish cockpit and coachroof gelcoat – getting 50 years of grub out.
• Refit coachroof mushroom vents and aft vents.
• Refit anchor chock.
• Service Blake’s seacocks.
• Fill all interior holes (from curtain rails, wiring, fittings etc….), and subsequently gelcoat and polish to shine!
• Sand and oil teak companionway, toe rail, anchor chock and cockpit grating with Owatrol.
• Service cockpit winches.
• Sand and fit chain pipe.
• Clean up messy sikaflex jobs.
• Service mast winches.
• Epoxy cabin sole down to hull.
• Remove deck cleats, wet sand and polish.
• Replace bolts in stanchion bases and add penny washers.
• Replace bolts in bow roller fitting.
• Rebed genoa tracks with penny washers and new bolts.
• re-bed cockpit winch bases and Tufnol cleats and add penny washers and new bolts.
• Refitting cleats: Fabricate marine ply backing plates. Seal backing plates with epoxy, fit into position with epoxy (+colloidal silica), and glass over with 1x300g biax, 2x 600g biax, 1x300g biax. Re drill holes bed cleats in with Sixaflex.
• Replace U-bolt chainplates with new larger ones from Rogers – and fit.
• Refit push and pulpit with new bolts and large penny washers through rebedded holes and fit mousing lines through – for electrics.
• Fit new forward hatch.
• Remove corroded masthead sheaves.
• Drill out rivets and remove mast cleats.
• Remove aluminium bolt rope track to make way for tidesmarine low-friction track.
• Remove mast roller boom fittings.
• Clean inside of mast track.
• Order new set of sails and mast track from Sanders.
• Initial fit of rudder – (as fittings were backwards) – decided to lay more glass over the inside area to seal, and drill new holes through transom.
• 2nd fit – (dry fit) of rudder – put fittings right way round and everything lined up, now with extra strength!
• Order Cape Horn Windvane from Yves Gelina, and give order measurements according to placement and intended size of vane…
• Fit Tidesmarine mast track – not screwed in yet as will wait for other fittings.
• Remove remaining original mast fittings and wet sand mast to clean up.
• Strip mast of all stays and shrouds – to be sent off.
• Service other mast winch.
• In conversation with Allspars regarding standing rigging, mast sheaves, mast climbing steps, below-deck forestay support strop.
• Take V-berth out as wasn’t bonded in properly… etc.
• Decide on number of mast climbing steps. – 12 (including possible 1 spare)
• Take “Hot Chocolate” vinyl off.
• Take spreader end plates off and clean spreaders and plates.
• Remove forward bulkhead (to be replaced by a thicker one…) – CAREFULLY.
• Grind back flow-coat around areas of interior that bulkheads/longitudinal support will be glassed onto.
• Finish website and write first blog post entitled “So far, so good.”

Moving forwards, the next steps will be refitting the mast with the gooseneck fitting, climbing steps, cleats and standing rigging. Mounting the windvane, organising running rigging and fitting the first new bulkheads will follow, (in the late summer).

Thank you again to those who have been supporting the project, I’m incredibly grateful!

Joe