Rosalind’s cockpit enclosure

After returning from our trip to the Bahamas in the spring of 2010, we decided we wanted more protection that what had our trusted Camper Nicholson 31, Aisling, could provide. Spending several months cruising made us realize that we wanted increased protection not only from the sun, but also from the wind and rain. This would enhance our comfort, and by extension our safety, give us protection from the elements both at anchor and at sea. Additionally, it would make the entire cruising experience so much more pleasurable. Part of the allure of voyaging under sail in a small boat is to enjoy the sea and to experience, and see beautiful distant places. You cannot really do this from the protection of the cabin peaking out a 6 inch tall portlight! Some sailboat designers solve this challenge by adding a pilot house, a raised enclosed cabin with large windows. This is a great solution but is not common and it is hard to pull off in smaller sailboats. A dodger (typically canvas over frame protection in the forward part of the cockpit) is a minimum and this is what we had on Aisling. To get additional protection from the elements sailors add biminis (cockpit tents or covers). While an open cockpit is great for day sailing, many if not most cruising sailors look for some type of protection from the elements.

When we purchased Rosalind, some 15 years ago, in addition to a hard dodger made out of fiberglass and glass windows, she had a full cockpit enclosure. This was one of the many features that attracted us to her design. The enclosure was made out of 7/8” diameter stainless steel horizontal “U” shaped tube attached to the aft (back) end of the hard dodger. The frame was covered by a dark gray marine outdoor fabric. The frame was held up by two vertical supports on the sides of the cockpit. An aluminum and stainless steel frame supported an 80W solar panel a couple of inches above the enclosure frame. Here is a picture from the first time we moved Rosalind.

Rosalind on her first outing, note enclosure supports near (original) primary winches and additional supports for solar panel.

Rosalind’s cockpit fully enclosed, looking aft.

Clear panels, when zippered in, fully enclosed the cockpit for inclement weather.  I remember, shortly after we got Rosalind we were sailing with friends in the West River. It was late fall, and there was a definite chill in the air.  We were heading back to our mooring when it started to drizzle then rain. In the comfort of the enclosure, the rain added to the overall experience. While we were heading up the river, a number of sailboats were sailing out to go racing. Everyone was decked out in full foul weather gear in the rain, while we were snug in the cockpit in our light fleeces (we may have even had coffee mugs in our hands!). I can tell you we got more that one not so friendly stare…

Some limitations of the old design. 

We got Rodsalind in the fall, and the benefits of the enclosure for cooler weather sailing were very obvious. In the upcoming years we made many adjustments/ improvements to Rosalind. In the cockpit, new self-tailing two-speed primary winches required that we move the vertical enclosure supports (to allow the winch handles to rotate 360 degrees). We also removed the solar panel over the enclosure as reefing lines from the mainsail were getting snagged there all the time. We also found out, that the dark synthetic canvas was acting as a very powerful  “sun collector” very nicely warming the cockpit in the cooler months but the fabric reached temperatures over 150 F (65 C) in the summer. We were literally getting baked in the cockpit during the Chesapeake summers!

A few years after we got Rosalind we replaced all the soft parts of the enclosure, as soft enclosures typically only last about five to seven years. Losing the solar panels also had to be remedied so we added two semi-rigid solar panels (100W total) and secured them with Velcro on the enclosure fabric (more dark surfaces on top of the dark fabric!).   

Soft top enclosure with two 50 W solar panels.

After ten years, we were getting ready for a second replacement of the soft (fabric) parts when we decided to build a hardtop out of fiberglass. Here is a picture on the finished but unpainted hardtop in our basement. 

New fiberglass hardtop, with stainless steel handles and two 100 W rigid solar panels, unpainted in our basement.

In the next post we will share the design, features and benefits and how we build the hardtop. We will share the installation work as it takes place. 

Hello friends. We are back after many years!

It’s a been a very long time since we posted last, as work has kept us very busy since our voyage to New England in 2018.  The tide is changing now however, and after many years, and we are starting to get Rosalind ready for her next adventure in 2026.

Here are some recent pictures highlighting some of the updates that Rosalind has received since her last voyage including a brand new rudder that we made ourselves, new portlights for the main cabin (that you brother!), a new main mast and mainsail, a new cockpit Bimini frame, new propane cylinders and brackets, and a new dinghy and 6 hp outboard motor.

Rosalind turned 50 last year and we feel she is looking great for her age. Our plan is to post about once a month to share updates as we get her ready for her next voyage. 

A big welcome to our new followers and our new friends we recently made in Greece!

If you want to learn more about any of the projects, please leave a comment and we can put together a post with more information. All the best and see you in a few weeks,

Alex and Cheryl

New dinghy with new 6 hp motor, during sea trials and motor break in. Our 30 year old dinghy is still going strong but is starting to show its age so decided to start the next voyage with a new dingy. The new dingy is 15 pounds lighter and with the new outboard we will be able to go exploring further.

New propane cylinder with new bracket, new outboard motor, and newly refurbished aft seats. The mizzen works perfectly for raising lowering the new outboard! An additional propane cylinder and bracket system are ready to be installed next to the outboard motor, on the starboard side. 

New bimini frame. This is work in progress and some additional sewing is needed to finalize the size of the soft top. There is a whole story big behind this project coming up soon!

Rosalind with her new main mast and in-mast mainsail and new chainplates. Also visible is the new bimini frame and the Wiley window (portlight).

New rudder at home in final stages of construction (a project during Covid shutdown). This and the main mast replacement were two challenging projects. 

Rosalind with new rudder. Notice the old full cockpit enclosure, more about that in the next months. Dinghy davits have been since removed to make room for the self-steering vane (to be installed).

The new Wiley windows (functional jewelry for Rosalind!), so no more leaks down below. We designed them, our friend Riley did the engineering drawing for the CNC machine, and they were fabricated in Greece. Let us know if you want to learn more.

Sunset Noank CT

We got a mooring in Noank Connecticut. Noank is at the mouth of the Mystic River on the north shore of Long Island Sound. Were went to shore to stretch our legs and in the evening were treated to a gorgeous sunset. 

Sunset, Noank, CT

Sunrise on the ICW

It was a calm morning, leaving the municipal marina and heading south on the Intra Coastal Waterway.  A trawler was at anchor just outside and the sun was just coming up over the eastern horizon.

Sunrise, Titusville, FL

Hard Dinghy on the Dock - Noank Connecticut

Dyer hard bottom tenders are robust and can be equipped with a sailing rig for enjoying an evening sail around the harbor. They have been around for a long time and are frequently the choice of cruisers who have room to store them on deck or on davits. 

Hard Dingy on the Dock - 

Noank Connecticut

Rosalind's Midship Cleat

Rosalind's Midship Cleat

Sand Dunes, Crescent Beach, Block Island

Crescent Beach on the east side of Block Island is over two miles (3 km) long. The dunes are protected habitat and are teaming with life. There is pavilion with showers and a snack bar. Even in the peak of summer the beach is seldom crowded. 

Sand Dunes, Crescent Beach, Block Island

The Three Sisters Shop, Block Island

We went for a nice walk around the middle part of Block Island and passed by the Three Sisters shop. The sandwich shop was closed at the time but the setting was enchanted.

The Three Sisters, Block Island 

Paynes Dinghy Dock, Great Salt Pond, Block Island

Our 29 year old trusted red Achilles dinghy at Paynes Dinghy dock

Images and Sketches from our 2018 Cruise

While Rosalind is on the hard , and we are working, we will post images and sketches from out 2018 summer cruise. We hope you enjoy them. 

Rosalind's Cockpit, Approaching Block Island in Heavy Fog

The Homestretch - Post 13

We enjoyed the sunset on the Bohemian River and before turning in, we consulted Eldridge for the tides and listened to the weather forecast to plan the following leg of our trip. There was a front coming in with possible afternoon thunderstorms so we decided to take advantage of the fair current and catch the tide before dawn. We did not want to leave too early as the extreme summer rains had resulted in very large quantities of debris in the Chesapeake Bay. We had seen pictures of Ego Alley in Annapolis chock full of tree logs and other debris and the State of Maryland had spent millions of dollars removing debris from the Bay.

At 4 am we got up and before 5 am we were raising the anchor. There was an old crab pot that was caught around the anchor and we had to get that untangled as well as a large branch we had also picked up. With the anchor free and secured at the bow and with favorable current we started heading south. It was dark and calm. We had the RADAR going and had our eyes scanning forward as we were concerned about hitting floating debris. 

We were motoring at four knots (7.5 km/hr) at slightly over idle as we had a fair current of almost two knots (3.5 km/hr). We stayed in the shipping channel and also kept an eye out for commercial shipping. There was lots of debris in the Bay, small branches bundled together in clusters 3 to 5 feet (1 to 1.5 meters) across. Shortly before dawn we spotted a large debris raft made up of three logs in the shipping lane. This collection of debris was approximately 30 by 40 feet (9 by 12 meters). We veered to starboard, and after passing it, contacted the Coast Guard to report it. For the rest of the day we kept hearing the Coast Guard broadcast the hazard on VHF Channel 16 every hour.

The sun came up and we were treated to another beautiful sunrise; this is one of the perks of early departures after all!

Sunrise, Chesapeake Bay

We continued south and by mid-day we were approaching the Bay Bridge and we got a sense that this year’s cruise was coming to a close.

Approaching the Bay Bridge, Chesapeake Bay

As we were ready to pass under the bridge, a 30 foot (9 m) aluminum power boat registered in Connecticut approached us and slowed down. The Captain leaned out of his pilothouse and called out to us, “Is that Rosalind?”  We replied, "Yes" and then he added, “She looks really nice!”  The Captain was Rosalind’s previous owner! We spoke for a few minutes and took pictures of each other’s boat before the Captain sped away. It had been an exciting and unexpected encounter! 

A Chance Encounter with Rosalind's Previous Owner, Chesapeake Bay

A few minutes later we heard reports of a collision between a fishing boat and a sailboat on the Bay. We were too slow to offer assistance, however there were several powerboats in the area that got to the scene. It was unclear from the radio chatter exactly what had happened. It sounded that fortunately there were no serious injuries. The next report confused us: “The boats are drifting together north on the Bay.” This report only made sense about 30 minutes later when we passed both boats about one mile (2 km) north of Thomas Point Light. The Coast Guard was getting to the scene and they were trying to determine where the passengers and captains of the two boat were. We could see a 30 foot (9 m) powerboat on top of a 30 foot (9 m) sailboat. It was truly miraculous that no one got seriously hurt, at least this is what was said on the radio. 

Collision, Chesapeake Bay

We continued on. The weather forecast had called for a Small Craft Advisory starting at 2 pm. A front was on its way with possible thunderstorms. We had passed Thomas Point Light and the wind started to pick up. We knew that we could not make it to Herrington Harbor North in time so we turned to starboard and headed for the West River. We called Hartge Yacht Harbor and let Buddy, the Harbormaster, know that we were on our way. 

At 2 pm we picked up our mooring and turned off the engine. It has been a great trip and a wonderful season. We had visited new cruising grounds and had covered over 1000 miles (1850 km) at about 5 miles per hour (9 km/hr). We made new friends and met up with family and old friends. Rosalind had taken care of us and we had done our best to take care of her. 

We planned on keeping Rosalind at her mooring for a while and then hauling and getting ready for next season but Mother Nature had other ideas...Hurricane Florence formed and started heading towards the East Coast of the US. So, we moved Rosalind to Herrington Harbor North to be hauled for the storm. Luckily for us in the Chesapeake Bay, the storm track changed and the hurricane missed us.   

January 2019, Rosalind Snow-Covered and Awaiting her Next Voyage

Thank you for following us along on our 2018 one thousand mile (1850 km) cruise. We will update you as the plans develop for our next voyage. Fair winds and following seas to you. 

Atlantic Highlands and Down the Jersey Coast to Cape May - Post 11

Atlantic Highlands, in the southern part of Sandy Hook, has a breakwater and a couple of marinas behind it. There are over 100 moorings behind the breakwater but not much room to anchor. So, we decided to use Dockwa, the app that allows one to reserve slips and moorings, and got a mooring at the Atlantic Highlands Yacht Club. We were waiting for a weather window to go down the New Jersey coast so we needed a place to stage and Atlantic Highlands looked promising. 

The three-hour trip from Great Kills to Atlantic Highlands was uneventful and we motorsailed all the way in a light breeze. We were very happy to move to Atlantic Highlands, a quaint cruiser-friendly waterfront community. After picking up our mooring, we hailed the launch to go to shore. We quickly got a sense of the place. Within walking distance there were several coffee shops, a couple of ice cream parlors, numerous restaurants, laundry facilities, a supermarket, and a multi-screen movie theater. The launch service ran from early morning until 11 pm. We could use it as many times as we wanted and it was free (included in the mooring fee). 

Sunset, Atlantic Highlands - The Calm Before the Storm

We spent a couple of days in port waiting for a weather window. It was still hot (in the 90s, 35+C) and humid so one afternoon we decided to go to the movies to cool off. When we got out of the movies, the sky looked dark and gray so we rushed to get the launch back to Rosalind. We got on board and soon after we started seeing lightning to the west. I thought that the storm was going to miss us and the first part did but before long we were in the middle of a severe thunderstorm. The severe weather was supposed to be over by 7 pm, then 8 pm, then 9 pm...The severe thunderstorms lasted until well after midnight and they caused major damage. The marina and surroundings lost power, cars floated away, a sailboat mast got struck by lightning in the mooring field (I saw it happen) and overall it was a big mess. We watched from inside Rosalind's cockpit enclosure but after the lighting strike in the mooring field we spent a lot of time down below. Wind was gusting to 35+ knots (65+ km/h) and Rosalind and the other boats were getting tossed around. Our anchor riding sail helped us a lot and we were swinging around a lot less than the boats around us.  

We turned in late and used the next day to relax and do some provisioning. It looked like we were going to get a good 24-hour weather window so we got Rosalind ready and left Atlantic Highlands the following morning at 10:00 am.  

Sunset off the New Jersey Coast

We used the tide to get out into the Atlantic Ocean, where we had calm seas as we motored down the coast. While offshore, we passed through a school of slates (small rays). They were about three feet (one meter) across and there must have been hundreds if not thousands of them. They were moving towards the southeast and we wondered if they were migrating south. We kept seeing them for the better part of an hour. In the early afternoon, while 6 miles (11 km) offshore, Rosalind got invaded by a swarm of biting flies. It was a Hitchcock-like afternoon as we were frantically trying to avoid getting bitten. Things settled down a little by 5 pm and a gentle breeze from the shore gave us a few hours of enjoyable motorsailing. Night fell and by midnight we passed Atlantic City. We could see the flashing marquees from 4.5 nautical miles (8 km) out in the ocean. 

We were monitoring traffic on both AIS and RADAR and we saw a slow-moving oil exploration platform/ship that we passed on our port side. A little over 4 miles (7.5 km) behind us was the ship Skipjack. On the AIS, Skipjack was showing a closest point of approach (CPA) of about two miles (3.5 km) then, in a mater of a few minutes, the CPA went to zero! We got on the radio and hailed Skipjack. The Captain immediately responded. Yes, he was aware of us; he had us on RADAR and he could see our masthead light too (from 4.3 miles or 8 km away). He was maneuvering to give the oil platform plenty of room and would head back out to sea as soon as he cleared it. The rest of the night was uneventful. We did track a number of targets on RADAR and the automatic tracking feature (MARPA) proved useful again. 

Sunrise off the New Jersey Coast

Shortly after dawn we arrived at the Cape May Inlet where we were greeted by a pod of dolphins! It had been a great 24 hour sail! After navigating the inlet, we dropped the hook to the north of the Coast Guard Station in 12 ft (3.5 m) of water.

Gazebo, Cape May, New Jersey

Victorian Hotel, Cape May, New Jersey

We spent several days in Cape May going to shore, walking, seeing the beautiful Victorian homes, and provisioning. We found a great coffee shop:  Out There Coffee. The coffee was great, the prices very reasonable, and the owners friendly. The shop even had gluten-free treats! We took all of their gluten-free almond cake slices for the rest of our trip back home and as soon as we got a good weather window we left Cape May for Delaware City.

Around Cape May, up Delaware Bay, and through the C&D Canal - Post 12

When we sailed down Delaware Bay earlier in the summer, we used the Cape May Canal to get to Cape May. The Cape May Canal is narrow, shallow, and there are no lights to facilitate any night passages. There are also the remaining foundations of an old bridge to go through. Looking at the tides and currents, we wanted to be at the C&D Canal entrance at 3:30 pm. Knowing that we would have to leave when it was still dark, we decided to go out the Cape May Inlet, into the Atlantic Ocean, then go around Cape May and up Delaware Bay. This added a few miles to our trip but we felt comfortable navigating the inlet in the dark.

Sunset, Cape May, New Jersey

So, we got up at 3:30 am and were heading out the inlet by 4 am. There was traffic in the inlet. A large commercial fishing boat was coming in with its outriggers extended and floodlights blinding everyone within a quarter mile (0.5 km). We passed it to port and soon we were alone in the inlet. It was pitch black. Looking behind us, we saw a 60 ft (18 m) sportfisherman heading our way. The boat was moving fast and was on its way to getting on a plane. Before we knew it, we were looking at a 6 ft (2 m) wake that broadsided us. Rosalind got thrown first to starboard then to port, swinging at least 45 degrees in each direction. We had to hold on so as not to get thrown around. I grabbed the VHF mic and yelled, "Thanks for the wake Captain!" I got a single word reply: "Bummer". The incompetent Captain could have caused us serious harm but we were fortunate. Everything had been well secured down below and we were alright (except for our nerves). It took a few minutes to cool down.

Sunrise, Atlantic Ocean at the Mouth of Delaware Bay

Soon we were in the Atlantic Ocean. We were monitoring RADAR, AIS, the chartplotter, and the depthfinder, as we had to navigate through some shoals on our way into Delaware Bay. Dawn arrived and we saw the ferries servicing Cape May and Cape Hanlopen. The day was hazy and gray but we did not complain, as even without the sun beating down, the temperature still reached 90 degrees (33 C). There was some traffic in Delaware Bay and we stayed out of the shipping channel so as not to be in the way of fast-moving ships. The AIS told us who was in the channel behind us and who was in front of us.

The hours passed and by 3:30 pm we were at the entrance of the C&D Canal. We turned into the Canal at slack water and slowly, slowly the current picked up until we were doing 7+ knots (13+ km/hr). We had initially planned on stopping at Chesapeake City but again (like when we crossed the Canal going in the opposite direction) we decided to take advantage of the current and push on.

Sunset, Bohemia River, Chesapeake Bay

We sailed until dusk and anchored at the mouth of the Bohemia River, in the company of two other ketches, in our beloved Chesapeake Bay. It had been a long day from 3:30 am to 7:30 pm. We covered 70 miles (130 km), another record-breaker for a non-overnight leg. We saw the sunset and turned in for the night. We were on the homestretch. 

New York, New York and Great Kills - Post 10

We were now close to New York City and had staged at a convenient location to pass through Hells Gate at the right time. Our next destination was Great Kills on Staten Island. Looking at Eldridge, we knew we would have to transit through Hells Gate within two hours of the morning slack water. There are two ways to go through New York's East River, the Eastern and the Western Branches. The Western Branch frequently closes to protect dignitaries at the United Nations and the Eastern branch has a drawbridge that would have to open for us to go through. With the strong currents and extensive marine traffic, the Eastern Branch is more challenging as we would have to hold station (wait in place for the bridge to open). Cheryl contacted the US Coast Guard New York Sector to find out if the Western Branch of the East River would be open for our planned transit and we were pleased to hear that it would be open.

At Little Neck Bay, where we were anchored, we were two hours away from Hells Gate. So, at 4:00 am we were up and got underway by 4:45 am. We were excited to traverse this great city by water and the illuminated skyline and bridge were a beautiful sight in early morning.

Throgs Neck Bridge, Little Neck Bay in Early Morning

With RADAR, AIS and two chartplotters going, we raised anchor in some current. We knew we would have current against us initially and planned for that. New York is "The City that Never Sleeps" and even that early there was shipping traffic. We were soon passed by a 110 ft (34 m) power yacht and we spotted a tug pushing a barge a couple of miles behind us. 

The approach to Hells Gate is narrow and full of sharp twists and turns. We kept our eyes open and monitored the approaching tug that was doing 8.5 knots (16 km/h). The currents at Hells Gate can run over 4 knots (7 km/h) and we had timed it to be there a couple of hours after slack water. The tug was closing in fast and with its limited maneuverability, we did not want to go through Hells Gate at the same time. So, we eased the throttle and slowed Rosalind to 2 knots (3.7 km/h) just to maintain steerage and let the tug pass us. The tug Captain waved and we tucked behind it and let its wake give us an extra boost. We went through Hells Gate at 9.4 knots (17 km/h)! The current pushing us was likely 2.5-3 knots (4.5-5.5 km/h) and we got almost 1.5 knots (2.5 km/h) additional pull from the tug so we were flying. By the time we reached Hells Gate it was daylight and we could see commuters driving to work. We left Roosevelt Island to port and we were passing through the heart of the city. There was the Chrysler Building and the Empire State Building and soon after that we passed in front of the United Nations. Cheryl was taking pictures while I was focused on keeping Rosalind pointing in the right direction in the strong current.

Chrysler and United Nation Buildings, New York City

Empire State Building, New York City

After Hells Gate marine traffic really picked up with ferries rushing in all directions. The slow ones were doing 21 knots (39 km/h) while the fast ones were doing 32 knots (59 km/h). We were surrounded. Even when doing 8 knots (15 km/h) we felt like we were standing still in a very busy intersection with everyone buzzing around us. We stayed to the side of the channel, all the Captains were very professional, and we did not have any trouble other than having to hold on as there were large wakes all over and we got tossed around some.

We passed under the Brooklyn Bridge, saluted the Statue of Liberty and crossed New York's Upper Bay where a handful of large ships were at anchor.  Soon were passing under the Verrazzano-Narrows Bridge. Had it all been a dream? 

We next turned to starboard and soon were navigating the narrow and shallow channel into Great Kills. We motored through the mooring field, past a sunken sailboat with only the tip of its mast sticking out above the water, and dropped anchor. We were near the Great Kills Park that had a dinghy landing, the only convenient place to get to shore. In the afternoon we went to shore and met with our friend Lydia, who works in the area, and then returned onboard just after sunset. 

The dinghy landing area at Great Kills, unfortunately, was not the best. Without any other options for getting to shore, we decided to move on to another port. So, the next day we were off to Atlantic Highlands, New Jersey.

New Haven and Little Neck Bay - Post 9

We got a mooring at the Pequonnock Yacht Club (PYC) in New Haven. Unlike Old Lyme Marina, the Club did not offer a launch service so we had to inflate and assemble the dinghy to get to shore. The staff and members of the Club were extremely friendly and we were made to feel welcome. Many Club members were interested in our trip and more than once we were invited to join the PYC. Even though we were only there for a couple of days, we were treated like old friends.

The Pequonnock Yacht Club facilities were first-rate and the views from the clubhouse balcony were expansive. Below the clubhouse was the Shell and Bones Restaurant, a fancy restaurant with seating outside, right on the water. We were told that the food was first-rate, but we did not get a chance to sample it. 

Rosalind at her PYC Mooring 
View from the Pequonnock Yacht Club Balcony

We did laundry at the Club; it was the best laundry facility of the entire cruise! We decided to stay an extra day and to see a bit of New Haven. So the next morning we took the dinghy to shore and walked the 2 1/2 miles (4 km) to downtown. The area right next to the water and the Club was fine but a couple of blocks from the water we saw a different side of New Haven:  boarded-up homes and abandoned cars in yards. The apparent poverty was not what took us by surprise but rather the stark contrast between it and the unbelievable wealth of Yale University.  

We got to the city center and Yale University and had a look around the Yale campus. The Yale library was normally off-limits to non-Yale personnel but the security guard at the door invited us in. The staff inside were all very welcoming and polite. We also enjoyed the library's air-conditioning as it was early August and it was still quite hot and humid outside.

 Yale University, New Haven, Connecticut

Nathan Hale Statue, Yale University

 Yale University Library

 Gold Leaf Ceiling, Yale University Library

After visiting the Yale library, we had lunch at Claire's Cornercopia, a landmark organic and vegetarian restaurant from the 1970s with many gluten-free options. The place was packed and the lunch was a wonderful experience.

Within two blocks of the Yale library, with its gold leaf ceilings, was a different world. The city advertised a video monitoring system downtown. We took a bus back and we only had to walk a couple of blocks through the boarded-up part of town. The close proximity of this extreme contrast truly made an impression on us.  

In order to catch the tide, we planned to leave early the next morning. So, after an early sundowner at the Club, we returned to Rosalind, secured the dinghy motor on the sternrail and hoisted the dinghy on the davits. The next morning we followed our inbound track out of New Haven harbor and headed for Stamford, Connecticut.

Sunrise, New Haven, Connecticut

We had fair current for the better part of the day and the miles passed under our keel. We approached Stamford in early afternoon and decided to press on to take advantage of the daylight. Traffic on Long Island Sound was light with a couple of ferries going back and forth between Long Island and the Connecticut shore, and a few sailboats and fishing boats. We mainly motored in light winds from dead ahead.  

After an eleven-hour day we anchored in Little Neck Bay, New York. We had averaged 5 knots (9 km/h) and had covered 55 miles (100 km), our longest single-day (non-overnight) run. We were treated to a beautiful sunset with the sun setting behind Throgs Neck Bridge.

Sunset from Little Neck Bay, New York

Throgs Neck Bridge

Leaving Old Lyme and Motoring to New Haven - Post 8

We thoroughly enjoyed the hospitality at Old Lyme Marina but it was time to continue our cruise south in Long Island Sound on our way to New York. After consulting both weather and tides, we decided to head out in the morning in order to make it to New Haven before sunset.

The mooring field of Old Lyme Marina is nestled between the northern shore of the Connecticut River and Calves Island. The width of the channel is less than a hundred feet (30 m) with two rows of moorings. Because the channel is narrow and the boats swing in unison, we opted not to fly our anchor riding sail. This way, Rosalind would lay similarly to the other boats in the mooring field.

 Looking South (from Rosalind's Starboard)

Old Lyme Marina on Left Side and One of Our Three Close Neighbors

 Looking Southeast

Old Lyme Marina on Right Side and Our Second Close Neighbor

 Looking East

Bank of the Connecticut River

Looking Northeast (from Rosalind's Port)

Mooring Field and Our Third Close Neighbor 

What we noticed shortly after catching the mooring, however, is that with wind over current the boats do not line up with either. This had been on my mind as I knew that we would not have two chances to get Rosalind off the mooring without damage. The current ran at 2 knots (3.7 km/h), the mooring field was packed, and we were very close to the marina dock where a very expensive motor yacht was laying less that two boat lengths from us. With such a strong current, we had to choreograph that departure very precisely. This was necessary as you do not get steerage until water is flowing past the rudder and it takes time for that to happen even after you engage the transmission. So we had to make the current work to our advantage. When the tide was flowing out towards the sound and the wind was coming from the south, Rosalind, tied to the mooring, was facing upriver but was resting at almost 45 degrees to the current because of the wind.

The morning of our departure Cheryl asked, "What is our plan?" and I said, "I have been thinking about it since yesterday...".  So this is what we did. We got Rosalind ready, turned on the instruments, got out the charts, and started the engine. I then took the mooring line off the bollard on the bow and walked it aft on the starboard side, the strong current making it hard work to hold on to the mooring pennant. Once I reached the stern, Cheryl put the engine in reverse and revved up the engine while turning the wheel all the way to port. Rosalind took the strain off the mooring pennant that I was still holding and, almost magically with the help of the current, rotated to starboard through 135 degrees and pointed downriver. I released the pennant and with Cheryl at the helm, we were off. We never got close to any of the other moored boats or the expensive motor yacht.

It was an exciting maneuver and we were very pleased with the whole thing! We then got stuck for over half an hour waiting for the railroad bridge to open so we could get out of the river. The bridge was supposed to be normally open but we found it closed and we could not get the bridge operator to answer our requests so we had to hold station in the current. We called on the radio and sounded the horn but nothing. A little over thirty minutes later the bridge opened. We followed a powerboat out and before long we were past the breakwaters and in Long Island Sound. We avoided the overfills near the breakwaters, and after getting into deeper water, turned to starboard and headed for New Haven.

Approaching New Haven
Looking Forward from Rosalind's Cockpit 

The 35 nautical mile (65 km) trip to New Haven was pleasant with light shipping traffic and fair current. The wind was light and on the nose so we motored all the way. As we approached New Haven, we turned to port and followed the West Haven Channel and in half a mile (1 km) we reached the Pequonnock Yacht Club. We called the club and were told to pick up any of the open moorings outside of the marina. All but one of the moorings were free, so we selected one in deeper water and picked up a mooring pennant. Once we got Rosalind organized, we assembled and inflated the dinghy and went to shore to check in with the club's manager. We had arrived in New Haven. 

Sunset, New Haven, Connecticut