Words we used to describe this passage upon arrival in Fiji when asked by the manager of Vuda Marina (pronounced Vunda): boisterous, lively, bumpy, rambunctious. Our passage was probably pretty typical, as good as you could reasonably expect from Opua to Vuda Point, Fiji. We left on the very day our fourth consecutive visitor’s visa finally expired! New Zealand took such good care of us throughout Covid, but the time comes when even the most charming guests need to be encouraged to abandon the couch and find some new friends. We departed on the end of a passing front, which meant strong (up to 42kts) SW winds kicking us on the tail. Diana posted these notes via Iridium to our tracker.
“You would have thought we were eager to leave NZ – the way Allora shot out of the gate and rode the tail end of a ‘low’ with 3+ meter waves and up to 42kts of wind! We’re now 24 hours and 175 nautical miles in, and the seas are showing a trend toward easing with the wind. Currently on a port tack paralleling our rhumb line. The guitars have just come out and “I Can See Clearly Now!” Highlights: bioluminescence, Albatross, slightly warmer temps and Maddi as crew (just one night watch each, woohoo!”)
We hoped for maybe a day of wind to push us along, but we were lucky as the winds held out for almost two. You hear about the occasional passage with wind the whole way, but the horse latitudes aren’t called the horse latitudes for nothing… well actually there seem to be a quite a few theories about why they’re called the horse latitudes, only a couple of them to do with the paucity of wind. The basic idea is that this is where the easterly trade winds peter out, but is also the normal limit of frontal systems and westerlies in the mid-latitudes. Makes sense if the wind is going to switch from West to East that there should be some dead space between. We motored for just under twenty-four hours (we thought it might be as much as two days) using our 80 horses to get us through. We’re not big on running the engine (the noise gets tiresome and makes guitar playing tough), but we did enjoy the calmer seas, and the increasingly warmer night watches.
On my watch, just after dawn, just as I was about to shut the engine off and rally the troops to hoist the code zero, the engine made a loud screech and shut down without any warning beeps or anything. What followed was a gorgeous day of sailing in light beam winds with the big sail out that was a bit sullied by time spent trying to figure out what was going on with the engine. We suspected a transmission problem as there have been signs of impending doom for a little while, but we didn’t want make things worse and break something further, by trying to start it up until we could eliminate the possibility of water in the cylinders. I exchanged a few texts with the Yanmar guy in Lyttelton, Brian, who by good fortune happened to be at his shop on a Sunday, and he talked me through what to look for. Our mechanically minded sailor friends Ian in England (previously mentioned in this blog as the man with a plan) and Mark from Starlet both responded promptly to our SAT phone email with gearbox advice that was invaluable. I’m sure anyone can imagine how good it feels when you’re hundreds of miles out to sea, to have friends like this to turn to. Later, the Fijian mechanic showed us pictures of the main bearing in the gearbox which had literally blown up (which more than explained the problem.) Why is a longer story, which I’m happy to share with anyone interested in the gory details. I promise not to take the fifth. Luckily, we didn’t need the engine until well inside the reef at Fiji. By some miracle it held together long enough to get us into the marina.
The rest of the sail, the wind was on the beam or just ahead of the beam, consitently over 20 knots with 3 to 4 meter very confused seas for the first day, which slowly moderated a little (though the wind did not) and became more regular.
Maddi posted this note for Day 5:
“Poseidon has changed his mood, with boistrous seas catching us abeam and wind aplenty. With our course now set for Nadi, the Allora crew has spent the day either laying down or holding on tight. It’s incredible how tasks that were easy in the weekend calm have now become ludicrously challenging: making coffee, putting on pants… just want to take a pee in peace? Good luck! We keep thinking things are calming down, but perhaps it’s just our imaginations (and wishful thinking from unsettled tummies). Allora, for her part, seems to bounce joyfully over the boisterous seas, carrying us northward. The warm air, puffy trade wind clouds, and occasional flying fish among the leaping waves remind us that we’re back the tropics. We managed to brave the splashy cockpit for some music today, and only one of us took a full dousing! Heading into the night a salty crew, with gratitude for the wind and hopes for mellower seas tomorrow.”
Though our speed through water was usually pretty stunning, it was all such a sloppy mess that our actual distance made good suffered. Still we logged a couple days over 170 miles, coming in at 7 days for the whole passage. After a rowdy, tumultuous, brisk and challenging ride, the calm water inside the lagoon felt surreal, the welcome song at the quarantine dock seriously touched our hearts and the Covid tests brought actual tears to our eyes!
Maddi’s time in Fiji was already going to be pretty short, after waiting in Opua for weather, so we just couldn’t stand the idea of hanging out in the Marina, working engine or not, even though that would obviously be the prudent choice. We hadn’t seen the blown bearing yet, so blissfully ignorant, we decided that we would sail out to the reef for a couple of nights. We picked a spot that looked like we could sail onto anchor, and off, if we had to. Namo (our dinghy) was also standing by to push us along if all else failed. The wind cooperated (which is lucky because the engine quit again just after we got out of the marina and got our sail up), and though we didn’t have to sail onto anchor, we did have to manually drop it since the rough seas of passage had managed to drown a supposedly waterproof fuse box on the windlass.
The night before we had to take Maddi back for her flight, I woke up feeling pretty sick. Diana was feeling a bit off, too. She thought it was the rolly anchorage, I thought it might be bad food. By morning I was slammed. So Diana and Maddi brought Allora back without my help.
Unfortunately, there wasn’t a scrap of wind, so they motored the whole way, with Diana in deep psychic communication with the Yanmar 4JH80, to keep it together until she could get all the way in the narrow marina entrance and tied up to the circular quay at Vuda. I watched from below – first the palms of the channel drifting by and then our neighbors’ masts as she wedged Allora into her spot, bumper to bumper with boats on either side. Flawlessly executed. We realize we really need to trade jobs now and then, just to practice for occasions like this. ~MS
Picton to Opua via Napier and the East Cape (duh, duh, duh)
Diana’s last log entry on the first leg of this passage: “worst passage ever.” Maybe, I’m not sure, but I confess to getting seasick, for only the third time ever. Even so, I think the hardest part was leaving the South Island in dead calm with the threat of drizzle. After two and half years, it felt like leaving home, not least because we were leaving Haley and Liam, and knew it would be a while before we could get back.
Fueling up, (which for some reason is always a little stressful for me), was extra stressful knowing it was the last thing to do before saying goodbye. After multiple hugs and lots of tears, there was nothing to do but cast off the lines and pull away.
We were on a bit of schedule, running out of time to get to Opua before Maddi arrived from the States. Also, it was crucial to time our exit from the Tory Channel for a reasonably favorable current, the basic recommendation was leave on high tide out of Picton. We led that by an hour or two to try to avoid encountering head winds in Cook Strait. It was pretty mild to start and Diana made some super yummy wraps for lunch (she is the undisputed Empress of wraps in my book). As seems to so often be the case sailing around New Zealand, there was no chance of entirely missing the wind shift, and about halfway across we were sailing close-hauled. At least the seas, at that point weren’t too bad, not stacking up against current or anything. I went down to take a nap, and missed Diana logging 13 knots surfing on seas that were getting pretty steep. In fact, we wandered into the edge of an area of rip tides and overfalls, ‘Korori Rip,’ that was pretty dramatic. As it got dark the wind was on our beam and so were the steep seas. Diana was feeling pretty awful, and then I got sick too. This might have been where Diana logged “worst watch ever,” – she was really feeling bad and then the rudder on the hydrovane (our wind vane steering system) came off and started pounding on the stern. It took Diana a couple minutes to figure out what was going on, what the loud noise was. I donned a PFD, clipped the harness in and took a knife out onto the swimstep, hoping that I could cut the safety line off without losing it. It was pretty wet, but I didn’t want to take time to put on boots, so I opted for bare feet. Anyway, it actually wasn’t that bad, Diana has set up holder for a good sharp dive knife and a pair of pliers under the lid of the lazarette where they are super handy (she’s pretty good at coming up with that kinda stuff). I took the next watch and Diana tried to sleep off her seasickness. Once we cleared Cape Palliser things improved dramatically.
No doubt timing arrivals, departures, capes and channel entrances can be the trickiest part of sailing. You’re always trading one ideal for another. The next challenge of this passage was the East Cape, which is massive and takes a couple days to fully round. The forecast was for 4 meter seas and forty knot gusts… not super inviting. We liked better the sound of a snug marina slip at Napier to wait for the weather to ease up a bit, but that meant arriving at midnight, which is something we are loathe to do if we’re not really familiar with the layout. It’s never nice to feel like your options are bad or worse. As it turned out, the wind in the harbor was still and the passage in, though shallow, was well marked and very well lit. We glided to the visitor’s berth next to the travel-lift, easy peasy. The quiet and calm felt glorious.
Waiting for the gale at the East Cape to ease came with a trade off — the near certainty that we would have to pass through a frontal system to reach Cape Brett. Yeah, I know, a lot of fretting about capes, but there’s a reason so many of them are given awful names by sailors (Cape Fear, Cape Runaway, Punto Malo, Cape Foulwind), they really do run the show. In the meantime, that lay two days in the future. We rounded the East Cape in the early morning, jibed and then enjoyed a glorious daytime sail headed northwest, pretty as you please, even got the guitars out for a little music.
The squalls started with darkness (naturally). Note to self: frontal passages are not to be taken lightly! Also I’m going to try to remember that the forecasts don’t really represent true wind speeds in these conditions. These are more like what you get with squalls in the tropics (sudden doubling of wind speeds) but over a much more sustained area and time period. Soon we were double reefed on main and jib, taking big seas over the whole boat.
Once again, Diana took the hardest watch (you might accuse me of scheming here, but I swear this is just a matter of chance). Her words from the log: waves over bow, raucous, deluge, still dumping. Mine: rain, clearing, wind finally calming. At least I tried to make up for it giving her a longer watch off, putting in four hours to clear Cape Brett. All the while looking forward to the forecast easing and a swing of the wind for a quiet sail into the Bay of Islands. No such luck. Wind died, and then the engine died, 8X according to Diana’s notes. At 5AM I was back on, and eventually the mystery of the engine was solved. I was so focused on the last engine issue back in Fiordland (which was entirely electrical) that it took me a while to realize that the current problem was oil pressure. I’d checked the oil, but with a heeling boat, the reading was off. I added oil and the engine was happy again. More engineering-inclined-sailors than I have expressed skepticism about black boxes (computers) on marine diesel engines, but for the less mechanically minded (yours truly) they can actually be a life saver. Better the engine shut itself down than damage something, though it’d be kinda nice if the $1000 panel offered something a little more elucidating than “CHK ENG.”
Dawn came quietly, and it worried me a little to see fog along the coast, but it dissipated as we arrived, and pulled into a quiet slip in the Bay of Islands Marina. ~MS
For this blogpost Diana asked for some words about “the reality of time,” which seems rather an ambitious metaphysical topic for a blog about two people goofing off on their sailboat in beautiful places. But here goes.
Time? What time? As sailors “living the dream” obviously, we don’t ever have a “schedule.” We do whatever we like, whenever we like, for as long as we like. With a few caveats.
First there are a few not insignificant constraints imposed by Nature — forces in the natural world beyond our control (so all forces of nature), stuff like sea state, wind, cyclones, storms, calms, ocean currents, physical laws governing displacement hull speed, gravity (this is a big one), the sun (and the massively destructive force of UV), the evil spirit that inhabits machinery, salt (never to be underestimated), electrolysis, whatever it is exactly that makes rust, and also biological forces like the stuff that grows on Allora’s bottom no matter how much expensive, toxic paint we apply, and Covid 19.
Then there are a few, also not insignificant constraints imposed by Governments — most importantly border formalities, and arbitrary human designations of authority abstractly represented as nationalities.
Then there is the stuff absolutely everyone contends with, sailor or no, like the second law of thermodynamics and Space and Time, or spacetime, or whatever this stuff we all swim about in is properly called.
We calculated that we were two months worth of Time behind “schedule” for most of 2021 and well into 2022 when all of the above mentioned irresistible forces collided with the expiration of our New Zealand visitor’s visas (extended at least four times because of Covid) on June 30, 2022. (And also, Winter, that ominous and unpleasant climate event of the mid and high latitudes which seems to come up much more frequently than a reasonable, fun-loving sailor might like).
We had a mighty to-do list, and spent most of the months of May and June feeling fairly overwhelmed as we tried to play catch up.
As to the metaphysical question of Time, perhaps it is philosophically or scientifically possible to question its objective existence (not that those are arguments I could ever hope to follow), but when all these forces converge, time can definitely feel in short supply, cramped, and very real indeed. We tried to remind ourselves, during rare moments of pause, that time, whatever it is, doesn’t really contract or expand. There’s always just today and what’s happening right now. Right? All of this busy-ness is just so we can sit around and procrastinate later, and find ourselves once again, about two months of time behind.~MS
It was a bit spooky sailing out of Milford at midnight without a moon. We had our inbound tracks on the chartplotter to follow, but it’s pretty amazing how disorienting darkness can be, even for feeling whether to turn to port or starboard to follow a line. Also with the steep granite walls, we didn’t feel 100% confident in our GPS. Diana went to the bow, and I stepped away from the helm to try to orient myself every few minutes, as we moved cautiously down the fiord. Though the GPS did seem to have a decent idea about where we were, it was also reassuring to have radar confirming the distance to the rock walls on either side. But what helped me relax most at the helm, was when Diana shouted that the dolphins had come to escort us out. I leaned over the rail and could just see and hear them splashing off our port headed for the bow. It was hard not to feel like they’d showed up intentionally to reassure us.
One of the many challenges of the passage from Milford up around Cape Farewell into the Cook Strait, is that there is only one place you might possibly stop, but that requires negotiating a river bar entrance at Westport (just north of Cape Foulwind!), which is safe only in decent weather. Otherwise, it’s a solid three day run (if you keep your speed up), which just barely fits into the cycle of weather shifting from South to North. The weather window that presented itself to us seemed pretty typical, catching the end of a southerly, motoring and motor-sailing through variable winds in a race to meet the Cape with relatively light winds rather than the usual NW or SE gale.Leaving sooner, we’d have had more wind to sail with, but we’d risk arriving too early for the switch of winds at Cape Farewell.
Diana took the first watch just after 2 AM after we cleared the hazards on the north side of the entrance to Milford and could head more directly north. “Really cold, icy hands,” she wrote in the margins of the logbook. “Overcast skies heading further out to clear Arawua Point/Big Bay Bluff.” Just after sunrise on my watch, I got a glimpse of the mountains south of Mt Aspiring, which reminded me of Wyatt’s 100 mile run the length Aspiring National Park. I wondered if he could have seen the Tasman Sea from any of those lofty ridge lines he traversed?
Also in the logbook, I see a lot of scribbles in these notes about fuel rates, and estimates of actual fuel burned for miles ‘made good.’ Allora carries 190 gallons full which is more than enough for the distance as long as the weather is reasonably cooperative, but it makes a difference if you’re burning 1.5 gallons/hour or pushing the engine and burning 2.5 gallons/hour. The extra gallon doesn’t double your speed. People better at the maths would probably be able to calculate exactly what fuel rate is most efficient. I settled upon 1.6 or 1.7 as an nice compromise of efficiency, speed (to make our date at Cape Farewell) and comfort.
We had rain. We had current steadily set against us. We had dolphins streak by in the night leaving comet trails in the bioluminescence. We fussed about the wind, almost-but-not-quite-enough to sail, ever creeping up on the nose. We almost lost a batten in the mainsail. Then later, Otto, our autopilot made a sudden decision to turn hard to starboard out of nowhere. The switch for the high pressure pump on the watermaker heated up and set off the smoke alarm (naturally at night-while I was off watch). We saw no other boats besides the occasional fishing boat working closer to shore. We caught a glimpse of Aoraki (Mt Cook) at sunset, and at Cape Foulwind a couple of seal lions waved as we passed by.
On the last night, as seems to be a theme lately, Diana drew the toughest watch of the passage. There was just no way to completely avoid a patch of heavy winds slated to meet us as we approached the Cape, straight on the nose. We tried to time it for the least possible, but Poseidon wasn’t going to let us off feeling too clever. For her whole watch, Allora slammed into 20 knots on the bow clawing her way up the last bit of coast to Cape Farewell. Finally, after calling Farewell Maritime radio to try to find out whether it was generally considered advisable to cut the corner at Kahurangi shoals (which they weren’t really able to commit to), we decided it probably wasn’t, so we slogged on. Diana went off watch and very soon after, we were able to fall off the wind. Just five degrees made a big difference. Pretty soon we were motor-sailing and by Diana’s last sunrise watch she was able to shut the engine off and sail along Farewell Spit, an amazing 25km sandbank off the northwestern corner of the South Island at the opening of Cook Strait. The winds were light but sweet. Finally! ~MS
Piopiotahi (Milford Sound) resonates with awe and leaves us speechless, like the Grand Canyon or Machu Picchu, or the Magellanic Clouds on a vividly starry night at sea. The sheer mass and scale, the soaring beauty, each breathtaking turn. Words just pour out, but fail to capture what it feels like to sail into this magnificent fiord. The day we spent in this unique-in-the world place, was blue and lit with sun, the water impenetrably deep, granite walls towered over us, beyond imagination and comprehension, the waterfalls gushed bountifully without end. Apparently Captain Cook missed Milford on his first pass, and actually that’s not entirely surprising. Approaching from the sea the fiord begins rather humbly and then builds and builds in its symphonic crescendo of magnificence. A bit much? Not really. Every time I stepped away from the helm and out from under the dodger I caught my breath as I looked up and up. ~MS
The run outside between Caswell and George Sounds is around 14 miles. We left early to try to beat some forecast rain and gusty NW winds, and almost made it. The rain started just as we made our turn in. Diana logged the max wind at 27.2 knots, then went down and crossed it out to a revised 29 knots. By the time the wind had blasted us another two miles down the sound, Diana had crossed that out to record 42 knots. Looking on the chart with the wind howling behind us, we were concerned if Anchorage Cove would be able to offer any shelter from this angle of wind, even though it’s listed as an ‘all-weather anchorage.’ We worried it might be too gusty to safely negotiate the narrow spot between the river bar and small rocky island. We decided to poke in and check it out if we could. Right away the wind dropped into the low twenties then the teens, which still felt like a lot to try getting into the tight spot where fishermen had set up a line we could theoretically side tie to. The rain hammered down as Diana watched from the bow for shallow rocks off the island and I maneuvered Allora in, ready to back out if we needed. Despite whitecaps just outside, the winds this close to the little island dropped to near zero and Allora was able to hover effortlessly while Diana (in the kayak) quickly tied lines on the bow and stern, getting absolutely soaked in the process. It was a kind of a crazy feeling, the sudden stillness and security of that spot with gusts in the forties not half a mile away. We wouldn’t have guessed even from a couple hundred yards out that it was worth chancing. ~MS
a big fish lived here
under this rock
in this sound
70 meters of water
down down down
finning the murky fathoms
there must be something it is like to be
a big fish
broad tail to the tide
jaw slowly moving, gills filtering
oxygen and salt from darkness
listening to the strange whirr of a prop churning distantly overhead
scent in the current
vibrations of much younger, much smaller, more foolish fish
everyone makes mistakes
joy to the world!
big fish on!
the breathless mystery of something deep
that unremitting pull of an invisible line
uncompromising bite and stick and metal barb
is there hoping it might break free
what is it like
to be another’s flesh and dinner?
exhausted thrashing on the surface
searing bright light and fierce dryness
the gaseous, ethereal world
where white birds like cherubs flitter and follow
where albatross glide like shadows of another understanding
what is it like, big fish?
now that two men hold you in firm hands
knife wielding hands
is this the dance?
waves surge against the rocks
seaweed starfish worms green saltwater alive
o’ fish shaped wave
these men call you big fish
men who came to find things to take
big trees all in a row
is there something it is like
to be a man holding a gray dead fish
for a picture
flesh stripped from her ancient bones ~MS
My favorite of Diana’s photographs from Fiordland are the “abstracts,” which she discovers by looking in a very careful, unique way, at the tidal line along the rocks, that magical transitional space between the hidden world underwater and the green, vibrant life-on-fire world above. Bare stone, stained and painted with time and color, bent and reflected by the still, secret, freshwater shimmering over the tide, the infinite, creative capacity of nature. Diana uses framing to share this vision, to point out Nature’s mastery of abstract art. It’s no surprise (and no accident) that these images feel so profoundly connected to her mosaic work. Most of the time these photographic expeditions are her solo meditations, which she shares with me when she gets back to Allora (after hours in the kayak!). But I’ve also been with her, paddling Namo gently into position, sitting right next to her, appreciating the wholeness of a beautiful place but without quite seeing what she is seeing. These images, for me, represent a particular (and particularly magical) collaboration between Diana and this very, very special world we are navigating in Fiordland.~MS
The relatively short distances between sounds along Fiordland’s rugged coast allow for mad dashes timed to brief calms, but you can’t really read the ocean’s mood sheltered in the steep granite walls of the fiords. Often the designation, “all weather anchorage,” means that fishermen have figured out that even in the worst conditions, certain spots are spared. The only way to know when it’s time to go, if you don’t have the benefit of years of local knowledge, is to study the weather models that we download twice a day from PredictWind. Because they are downloading via Iridium satellite, the resolution of the models cannot be higher that 50km. So there’s a bit of an odd effect as the models average how much the wind on the Tasman Sea is slowed down by the mountainous Fiordland coast, giving the appearance of lighter winds close to shore. They probably are a little lighter compared to what they are 20 miles out at sea, but our experience is that the models generally underestimate what it’s like on the outside and overestimate what we’ll experience once inside.Wind or no, gale or no, the seas are almost always a mess, particularly where local winds funnel through the openings of the sounds. Schedules are well known as the bane of sailing but in the land based world they are unavoidable, and Wyatt had a particularly narrow window of time to squeeze in a visit to us amid preparations to leave New Zealand. So we considered ourselves unreasonably lucky when the wind that pinned us down for a couple of days in Daag, relented in perfect time for us to make the dash. We arrived at the opening of Doubtful with what Wyatt would call a ‘splitter bluebird’ sunny day. ~MS