CSSA FREYJA of ORWELL ECYD
SKIPPERS NOTES – 2020
- Ships Papers & Operating Manual
- ECYD Documentation
- Skipper & Crew Liabilities
- Harwich Harbour Authority
- Liferaft, Safety Equipment, Emergency tiller
6 Shotley Marina Berthing/shore power
- Gas; Fuel; Water;
- Outboard Engine
- Engine Maintenance
- Keys & Security
- Bow Thruster
- Anchor / Winch Control
15 General Reminders
- Cruising Abroad
- Closing the boat and the End of the cruise
SOME USEFUL CONTACT NUMBERS:
Captain: Brian Barnes firstname.lastname@example.org 01494882613
Membership Secretary Terry Parker email@example.com 01895822230
Treasurer John Figgures firstname.lastname@example.org 01480811988
Yacht Husband: Paul Dunn email@example.com 07769907020
Yacht Secretary Andrew Lewis firstname.lastname@example.org 07780854171
Shotley Marina Miriam Bennet Miriam@shotleymarina.co.uk 01473788908
a: Please remember to give a Safety Briefing to your crew and make an entry in the Ship’s log
b: Ship’s Log Book must be written up in ink, not pencil. Entries cannot then be rubbed out and any mistakes must only be crossed out and rewritten.
c: Display the parking permits in any vehicle left in Shotley Marina. These are kept in the chart table aboard Freyja. Also remember to return these to Freyja before leaving the marina.
- Ships Papers & Operating Manual.
The Ship’s Papers; A blue hard-backed folder containing original purchase and VAT receipts, British Registry certificate, Radio licences, SCV certificates and other certificates of compliance.
The Operating Manual; A black hard-backed folder containing information, instructions and advice as required by the Code of Practice. Some manufacturer’s manuals are also stored in the back of this folder.
All are stowed in the port forward locker in the main cabin. The Code of Practice requires that Skippers and Crew should all know of the existence of the Operating Manual, and where it is kept on board. This book is a CoP requirement and the master copy is held by the Yacht Husband. Any changes needed should be notified to the Yacht Husband who may then make any necessary alterations which will be listed in the master copy.
Raymarine Plotters eS127/eS97. “Lighthouse” manuals are in the forward portside saloon locker. Full instructions are located in the plotter itself. Data cards for the intended cruising areas are corrected and inserted by the YH and skippers do not need to remove or change any card.
- ECYD Documentation.
Skippers will have two copies of the ECYD Charter Agreement. Please complete pages 3 and 4 of both copies of the Agreement with the names, addresses and signatures of everyone on board, together with the names and addresses of their next-of-kin. Post one completed copy to David Crofts in the envelope provided before you sail and keep the other copy on board for the duration of the cruise.
If you are taking-over the boat abroad please circulate the charter agreements to your crew for completion and post one of them to David Crofts before you leave the UK.
Completion of these forms is an insurance requirement and failure to post the completed agreement before Freyja of Orwell leaves her berth might invalidate the insurance and you could be responsible for the full value of Freyja of Orwell, all her equipment, any injury to a third party and damage to third party property.
Charters are operated under the ECYD standard “Crews Articles” a copy of which is kept in the Ship’s Papers, page 44, on board Freyja.
Spare logbooks are kept in the aft starboard locker in the main cabin. If you finish a logbook please take a new one and leave the old one in it’s place for later collection by the Yacht Husband.
It is a requirement of the CSSA and ECYD that all skippers taking charge of Freyja have up to date RYA First Aid certification and your signature affirming this is required on the signature page of the Operating Manual before taking over your charter. Places on First Aid courses at Littleton SC can sometimes be arranged if space is available. A fee of £30 will be payable to LSC . If interested contact the ECYD Yacht Husband for details email@example.com
- 3. Skipper & Crew Liabilities. Insurance excess Accidents and incidents
See sections 58 and 67 of the Operating Manual for detailed descriptions. Skipper and crew are responsible for any damage, third party damage or breakages to Freyja. There is an insurance excess of £500, rising to £1,000 when entering the Kiel Canal and in the Baltic.
See section 58 of the Operating Manual for reporting accidents or incidents. Section 76 contains CSSA report forms. Section 77 contains an MAIB report form which must be used in the event of an accident incurring serious injury, death, serious damage to or loss of vessel.
- Harwich Harbour Authority
Harwich Harbour Authority has brought to our attention that Freyja has not always kept a sufficient distance from shipping manoeuvring in the Port area, It is an absolute requirement that skippers are fully aware of their obligation to keep a safe distance when operating in proximity of shipping, small boat channels must be used where possible and a lookout in addition to the helm must be kept at all times. VHF channel 71 is to be monitored at all times in the Harwich Port area, and channel 68 when in the upper reaches of the River Orwell. Dual watch is recommended. It is a legal requirement that all VHF communications are entered in the ship’s log.
- Liferaft, Safety Equipment, Emergency Tiller
The liferaft is in a cradle on the pushpit, please ensure all the crew understand how to launch the liferaft – see section 13 of the Operating Manual. Remember to unlock the padlock on the Liferaft before sailing and re-padlock when in marinas. When sailing the locking lever must be left in the open position. Check the retaining strap for tightness at the time of opening the lever
Freyja’s liferaft carries an ISAF survival pack but to comply with the British Code of Practice, additional items are carried in a Grab-bag, stowed in the cockpit locker. If it is necessary to abandon the yacht to the liferaft, remember to take: EPIRB from above the navigator’s seat, see section 16 of the Operating Manual. Grab Bag & Flare Container from the cockpit locker. The flare container also now contains an Odeoflare. This is a battery hand held red and should be used in the same way as an ordinary hand held red. This is not recognised by the MCA at present but is accepted by the US coastguard. It stays illuminated for 5 hours instead of 30 seconds. The full complement of pyrotechnics is still in place.
There are 8 Baltic Legend 190 SLA auto inflate lifejackets on Freyja; These were new for the 2019 season. See page 9 of the Operating Manual. Re-arming spares are also in the Hanging locker in the Aft Cabin. If a lifejacket is inflated and a spare used this must be replaced by the user before departure at the end of the cruise and the Yacht husband informed in the Clearance Notes. There are 6 x three hook and 2 x two hook harness safety lines
It is very important that lifejackets are in good condition and ready for the next crew. If a lifejacket is inflated the gas cylinder must be replaced and the jacket readied for further use. If damage is sustained the Yacht Husband must be informed and a replacement will be arranged. Payment for replacements and repairs will be met by the club and not fall to members of the crew. The lifejackets must be in a fit condition for the next user.
Two horseshoe lifebuoys with drogues and floating lights fit into holders on the aft side rails. The floating lights are water activated only. They will not illuminate by turning upright. They were new for the 2018 season and batteries are sealed and guaranteed for five years. A drogue in a white sleeve is attached to each lifebuoy and should be clipped to the lacing eye on the top of the white plastic lifebuoy holder to ensure the drogue pulls out if the lifebuoy is deployed. It is no longer requested you remove and stow below when leaving the boat, they may be left in situ for the next crew. However if, for some reason, removal has taken place care must be used when clipping lights back on as the plastic holders are not very robust and cannot be replaced separately. Please ensure your crew understand the fitting arrangements before being asked to install.
An MOB recovery system is in a yellow bag located in the cockpit locker. This consists of a strop to go around the casualty’s chest with a lifting line. Attach the block on the “handy Billy” to the end of the boom then take the line down through the aft deck level double block and up to a winch. The boom will need to be lifted by the topping lift to get the MOB on board. The guard rails are attached aft by lanyards which can be cut away to make recovery easier. Skippers will see a demonstration during the Familiarisation day. The double blocks must not be removed or changed to singles. This has happened and could slow down a recovery situation.
The Duncan Wells alternative recovery system has been fitted to the new Baltic lifejackets. This is a yellow line which the MOB releases when the lifejacket inflates and will float free. This can be picked up by a boat hook. Attach the handle to the spinnaker halyard and winch the casualty on board.
Flares pack, Grab bag, MOB bag, boarding ladder and fire extinguisher are stored in the cockpit locker. It is important these are not moved from their easy access front position as they may be needed quickly in an emergency.
Emergency Tiller: This is stored in the wet locker located in the heads compartment. It comprises of three items, a white plastic collar, main vertical tube and tiller. To install remove the centre berth cushion from the aft cabin to expose the head of the rudder post, drop a small section of headlining directly above the rudder post, (fixed by Velcro tape): On deck, behind aft cabin, remove the round silver deck plate, using a winch handle, insert the white plastic bearing and push the main tube down to locate on the rudder head. Push the tiller arm into the top of the vertical tube and secure the holding clip.
- 6. Shotley Marina Berthing/Shore power
Freyja of Orwell’s home port is Shotley Point Marina. Our berth for 2020 will be K09. Berthing there will not have to be paid by ECYD Skippers and Crews. Parking permits are located in the chart table for crews leaving cars in the marina. Please remember to return to chart table before leaving.
Shotley Point Marina’s shore power meter must be used in Shotley Marina. This is a yellow plastic cylinder which is in a tail and plugs in between the pontoon socket and the boat’s cable. You do not have to pay for electricity in Shotley. Do not use Shotley’s meter in any other marina. Additional tails and a two way splitter for use in other marinas are stored in the compartment, ahead of the drawers, below the navigator’s seat.. The shore power plug has a short tail at the boat connection and a spare tail is stored with the other leads. Either of the blue cables can be connected.
- 7. Gas, Fuel and Water
The boat should have two full spare gas cylinders when you take over. One spare is kept in the anchor locker and the other is in the vented, port side, aft lazarette locker with the spare white diesel fuel cans and outboard petrol. The gas bottle in use in the anchor locker in the bow is operated by a manual valve.
At the start of the new season the diesel tank should NOT be refilled before it is half full or departure on a North Sea / Channel crossing. This is to run the tank down as diesel fuel deteriorates when left in the tank over winter. Before the start of the Long Cruise the tank should be filled and skippers are then asked to refill when, or before the level reaches half full. The tank capacity is 325 litres. A dose of diesel bug inhibitor must first be added. This is important and must not be overlooked. A fresh bottle is placed on board at the start of the season and is located in the engine spares locker under the seat to port in the forward cabin. Fuel and gas are paid by the club and covered in the charter fees. Photo copy the fuel receipts, Photo on mobile phone is acceptable, Place the original diesel fuel receipts in the pocket (page 80) inside the back cover of the Ship’s Papers. Email your claim with the photo copy attached directly to the Treasurer. This is the revised procedure for payment. firstname.lastname@example.org
The fresh water hose is split into two 10 metre lengths on separate reels. These are small enough to fit into corners of the cockpit locker and can be joined together with Hoselock fittings supplied. Various tap connectors and joining links are to be found in a box with a blue lid marked “Fresh water hose fittings” also in the cockpit locker.
- 8. Outboard Engine
It is important that the kill cord is used when operating the outboard engine. This must be attached to the clothing or person of the driver when in use at all times. When stowed on it’s bracket on the stern of Freyja, do not leave the kill cord in place holding open the engine kill button as this has caused the return spring to become lazy and stopping the engine then has to be done by pushing in the button. Like this the kill cord will not work in an emergency situation. The kill cord should be stowed in a drawer under the navigator’s seat. The outboard is secured on the stern mounting pad using a dedicated locking device. Both cork float key rings have a key attached.
As the engine has very little use it has been found that common unleaded petrol coagulates in the supply pipes, causing total failure and extensive cleaning through becomes necessary, therefore 5 litres of Aspen petrol, which has a reputed shelf life of 5 years has been placed on board, stored in a blue 5 litre plastic container in the port aft lazarette locker Use this first. If this has been used up ordinary unleaded can be substituted. There is a tiller extension, stored with the dinghy oars, to allow the helm to sit further forward.
- Engine Maintenance
Skippers and crews are reminded of the importance of undertaking checks on the engine. These should be done weekly; check engine oil & coolant levels, gearbox oil level, and engine cooling water filter for weed. An engine oil change with new oil filter is required every 250 hours of engine use. (See section 35 of the Operating Manual) The Yacht Husband may ask for this to be done earlier in some circumstances. The diesel fuel filters do not need changing. Skippers will be advised if required to carry out an engine oil change service. A payment of £60 will be made to the skipper carrying out this service. Anti diesel bug additive is stored in the engine spares locker, under the seat, port side forward cabin, it is very important that a dose is added when filling a half full tank. A supply of oil for topping up is placed on board at the start of the season. It is important that the sump is not overfilled as this causes smoking and damage to the oil seals. It is best to allow the engine to stand for a while to cool down and for the oil to return to the sump before checking.
The gearbox fitted to Freyja uses different oil from the engine. This will not need changing at the service interval. A supply for topping up is put on board marked “Yanmar, Genuine transmission oil” SAE 30.
A separate supply of lubricating oil for scheduled engine oil changes is stored in the cockpit locker and is labelled as such. This should not be used for topping up. Replacement oil filters are stored in the engine spares locker, under the seat to port in the forward cabin. When carrying out an engine oil change the filler cap should be removed to prevent a vacuum build up which stops the extractor pump from working properly
Replacement fuel filters are on board also in the engine spares locker, under the seat to port in the forward cabin. They should only be used if those in use become clogged through dirty fuel. If these are used they must be replaced by the skipper and crew using them and an entry made in the Clearance Note.
It is important that the engine is NOT left ticking over in neutral for long periods. Doing this will polish the cylinders and reduce compression. The gear lever is in neutral when positioned at 45o forward and not in the vertical position as reverse would then put the lever through the wheel.
The engine hour counter in the combined gauge on the cockpit control panel does not work properly and a separate stand alone hour counter is now fitted adjacent to the key panel. Do not try to read from the old combined gauge as this reading will be of no use.
All Freyja’s batteries were new for 2020 and are “sealed for life” type. They cannot be topped up. All are charged by both the engine’s alternator and/or shore power. The ‘Smartgauge’ located next to the central heating control, below the instrument panel monitors voltage and charge of the ‘domestic’ batteries. A reading of C90 indicates 90% charge. The charge must not drop below 50% as this will permanently damage the batteries. If the charge drops to 50% a warning light and buzzer mounted next to the Smart gauge will be triggered. The buzzer can be silenced by pressing the button under the red light. The engine must be started and unnecessary electrical items turned off.
The gauge in the passage opposite the hanging locker in the aft cabin tunnel reads total charging current and bow thruster battery voltage. Its display of % charge is not reliable.
The engine compartment has an extractor fan which continues for twenty minutes after the engine has stopped. If the temperature in the engine compartment reaches 45o the shore power charger will switch off but cut back in when the temperature drops. If it is over 50o it will switch off and NOT cut back in. To restart the charge after the temperature has dropped below 40o remove the shore power plug and count to twenty then replace. Engine room temperature is monitored by the “OUT temp” reading on the weather station on the forward saloon bulkhead,
In the event that the engine start battery is unable to start the engine, it can be linked to the domestic batteries using the switch marked ‘EMERGENCY LINK’ under the central berth in the aft cabin. “OPEN” is the normal running position. In “CLOSED” position the batteries are linked. They should never be left linked
- 11. Keys & Security
Once again the number of a combination lock has been changed, this time the ladder lock numbers were repositioned in reverse. This created a great deal of wasted time and phone calls by our maintenance volunteers. The companion way hatch is also locked with a combination padlock. Because the number is given to tradesmen working on the boat over winter a new number is installed by the YH for the start of the sailing calendar. Skippers are notified of the current number in use in the charter papers supplied by the Membership Secretary . It is very important to stress that crews must NOT change this number. This has happened with the result that the incoming crew was unable to gain entry to the boat. This caused extreme difficulty, bad feeling, harsh words and numerous phone calls from Holland with confusion between the joining crew, Membership Secretary, Yacht Husband and previous skippers. The ABUS padlock used on the ladder during the winter has the same number as the hatch, when opening push the hasp in to release after aligning the numbers.
There are two engine keys. These must not be taken off the boat and should be returned to the small lidded locker at the side of the chart table when not in use. A wire strop with hook is now attached to both engine keys and clips onto an eye above the keyplate. The key may be left in the keyhole in the “off” position when under sail as there is now a lifting cover.
There are two duplicate key rings with cork floats. One key fits the padlocks on the liferaft and cockpit locker, the other fits the lock on the outboard security device. They also should not be taken off the boat and returned to the small, lidded locker at the side of the chart table when not in use.
The Keys for the small red medical box and electrical distribution board are clearly marked and also kept in the small lidded locker. The key for the remote battery main switch located in the bottom right corner of the main switch panel should be left in situ and in the on position in order that the Navtex weather station will continually update
- 12. Bow Thruster
The bow thruster motor is located in it’s own compartment under the forward V berth. Nothing must be stowed in this compartment. Free air circulation is essential to avoid overheating which would become a fire hazard.
A master isolator switch is located in the forward cabin, under the forepeak headlining. The switch faces downwards and the red operating key hangs alongside it. This switch should normally be left “on” when the boat is in use, but “off” when in port, and when leaving the boat.
The control on the binnacle has a secondary on/off switch in the form of a press button. To switch ‘on’, press this button twice within 6 seconds. To switch ‘off’ just press once. (The system will switch off automatically after approx.15 minutes if not used). Button presses produce coded beeps; their meanings can be found in the manufacturer’s instructions – see Vetus instruction booklet at back of the Operating Manual. (If you press the button a third time you will have switched on and then off)
- 13. Anchor / Winch Control
A fused master switch is located in the forward cabin, under the forepeak headlining. (Next to the red lever bow thruster switch) It is in addition to the switch on the control panel at the chart table. Both switches need to be ‘on’ to enable the operating switches on the foredeck. The engine should be running when the winch is in use. The switch on the control panel marked “anchor” turns on the all round white masthead light. The operating switch for the anchor winch is marked “winch”.
The anchor winch is not suitable as a mooring bit. Secure the anchor chain using the heavy line and hook, stowed in the foot locker at the navigation station. Engage the hook in a chain link and secure the line to the foredeck cleats.
We have a locking handle toilet pump fitted. It has the facility to prevent back filling into the toilet, either from the sea or the holding tank, once pumping is complete the handle should be pushed down and turned 90o anti-clockwise. (Instructions are in the Operating Manual) To prevent a build-up of calcium deposits that can cause blockages please remember to pump the system clear after use. Ordinary domestic toilet cleaning fluid must not be put into a sea toilet. An initial supply of the correct Jabsco sea toilet cleaning fluid is placed on board at the start of the season and is the responsibility of skippers and crews to replenish when necessary
The Jabsco pump has been serviced with new O rings and washers at the start of the season. Spare service kits are stored in the cupboard under the wash basin. If a flow of water from the holding tank backfills into the toilet bowl the possible cause is the “Joker Valve” which needs replacing. This happens about twice in a season. This is a black rubber collar with a non return closure flap (like a mouth) at the back and is inserted by undoing the flange in the horizontal pipe at the bottom of the pump tube. Three spare joker valves are put on board for the start of the season. In the event of pressure building up in the pipes to the holding tank check that the HT air vent is clear.
Always put soiled loo paper into Nappy Sacks and dispose of when practical on shore. Packets of nappy sacks are stored in the locker above the sink unit. A supply of nappy sacks is put on board at the start of the season and should be replaced when the last pack is empty. Blockages can be unpleasant and difficult to clear. Avoid putting loo paper through the system. Never put ‘wipes’ or “quality” toilet paper through the toilet as they do not disintegrate.
Under the 2016/17 refit the holding tank has top filling and gravity evacuation with a breather pipe which empties at the water line level. For evacuation the cover of the lower round hatch situated on the panel behind the toilet bowl must be removed and access to the lever valve under the tank can be made. There is only one handle to open under the tank and the outlet pipe is now a larger 2” pipe. There is no direct route to the outlet seacock. There is a seacock at the skin fitting located under the floor in the wet locker. This would normally be left open. Two or three measures of holding tank Cleaning Fluid, stored in the cupboard under the heads wash basin, should periodically be poured into the toilet bowl and pumped into the holding tank. Important to use when leaving the boat on handover.
When on port tack the wash basin in the heads compartment will backfill and overflow, washbasin waste seacock, located under cabin floor near navigator’s foot, should be closed.
- General Reminders
RECEIPTS: CHANGE OF PROCEDURE All receipts which are eligible for reimbursement must be photocopied and sent directly to the Treasurer as a scanned attachment to an email for payment to be made. The treasurer will need your bank details in order to make an electronic payment, these can be sent as part text rather than email to avoid security risk. Original diesel receipts should be placed in the pocket (page 80) inside the back cover of the Ship’s Papers. Please continue to send any counter copies of Fox’s invoices to the Yacht Husband, stamped addressed envelopes are in the chart table. Contact details for the Treasurer and Yacht Husband can be found on page 1 of these Notes and section 69 of the Operating Manual.
Pillows. Please remind your crews of the need to bring their own pillow cases if they want to use boat pillows. If pillows are contaminated or soiled the person responsible must replace with new before leaving the boat. There are twelve pillows which are now encased in case savers. These are NOT to be regarded as a substitute for your own cases. Your own pillow cases must be used with boat pillows.
Fresh Water Filter; This filter, located on the starboard sidewall in the engine-room must be cleaned at least once each week. Hand tighten only please. The mesh filter becomes furry which cannot be seen without removal. See section 31 of the operating manual for picture and captions showing pumps and filters.
Sea Water Strainer; The inlet strainer for the engine must be regularly inspected for weed. Located at the back of the engine room the lid is removed by opening four nuts with a spanner. A dedicated spanner is attached by a wire strop and hangs in a yellow painted holder nearby. It is very important that the spanner is returned to it’s holder after use as the strop is long enough for the spanner to reach the prop shaft if left lying around. The filter must be removed and washed as it will become furry if left.
Sea Cocks; Emergency tapered wooden plugs are stored in the foot locker under the navigators station.
New Sails were purchased for the start of the 2019 season including new battens, please look after them. If for some reason the battens are removed make sure they locate properly in the adjusters. The battens are inserted in the pocket entry at the luff and pushed to locate in the blind end at the leach. The adjuster has a cover on the front which slides out after loosening the locking screw a couple of turns. Slide out and lift the flap inside, place in the batten and refix flap and cover. Under no circumstances should they be shortened, they are the right length when correctly fitted.
Stowed Mainsail; When the sail is stowed, release all reefing lines / ties. Do not leave the main halyard connected to the sail, Mainsail stowage in the stackpack must be done with care. Make absolutely sure that the aft lazyjack lines DO NOT become the topping lift. If the mainsheet is tightened and the topping lift is loose this can easily happen as the boom is held up on the gas strut, then the stackpack takes the strain and the bag is likely to rip along the sides. This seems to happen too often and a new stackpack from Dolphin sails has had to be purchased. Please look after it.
Spray Hood. Trying to put the spray hood down is not recommended. It does not go down easily and the hinges are stiff as they are not normally moved, they risk being broken out from their fastening on top of the windscreen. If it is lowered it bunches and creates a large blind area on top of the windscreen, also the plastic windows are very liable to damage. It really is not designed with this purpose or expectation in mind.
Folding Prop. The manufacturer recommends briefly putting the gear into reverse after stopping the engine to ensure the blades fold properly. Then return to neutral.
Mooring Lines. At the start of the season mooring lines are checked and the number in ready use stored in the aft starboard lazarette locker are thought to be adequate for normal use. Eight 10m black braided breast lines with red whipped ends, two longer black braided 15m lines for springs with yellow whipped ends and two white, three strand lines of 21m with white whipped end and 25m with black whipped end for shore lines. There are more lines stowed under the berth in the forecabin. If for some reason these are used they should be returned to the forecabin afterwards, not dumped in the aft lazarette. If lines are lost or damaged it is required that the crew responsible will replace before leaving the boat. In the past damaged ropes have just been shortened and this becomes a problem for later crews when ropes don’t reach a desired point, shortened ropes must not be put back into the ready use locker. They must be replaced by the crew responsible for any damage. If a rope is damaged by a third party it does not let that crew off the hook, it must be replaced and it’s up to the crew on board whether they recover the money from the person responsible. The club does not expect to have to replace any ropes through loss or damage and it is always disappointing when we receive reports on handover of missing, damaged or broken items, it also means the next crew have to give time to make good someone else’s responsibility.
Lost or damaged items are the responsibility of the crew for which reimbursement will not be made and should be replaced before leaving the boat and notification of the Yacht Husband on the Clearance Note should be made. In particular, fenders have been lost and not replaced or reported. Lost fenders must be replaced by the crew in charge at the time. Simply notifying the Yacht Husband is not sufficient and when an incoming skipper notifies the YH fenders were missing on take over a situation is created we do not want to be faced with.
Boom preventer line is red fleck. Pole down control is green fleck. Do not confuse as pole down line is too short to be the boom preventer. Boom preventer can be tightened using a winch and locked with a jammer on the toe rail. Pole down is hand controlled only and locates to a black plastic cleat on the toe rail
Rudder Stock Gland; The gland is lubricated by grease using a screw cap at the top of the rudder stock. The greaser cap can be seen under the rudder quadrant – under the main berth in the aft cabin, it should be given half a turn to inject grease once a week. Refill if empty please. A tin of white waterproof grease is located in the big plastic storage box nearby labelled sealants/tapes, etc. If the cap won’t turn it’s empty. This action lubricates the rudder bearings and it is important not to be missed..
- 16. Cruising Abroad
The authorities are liable to board at any time, and will want to see some or all of the Ships Papers. If any are removed from their pockets, please replace them in the correct sequence as shown on the contents page. Any certificates issued by the authorities should be filed with the Certificate of British Registry – page 4 of the Ships Papers.
VHF in Holland: It is a legal requirement in Continental inland waters that all VHF communications are made using an ATIS radio. When in the Dutch canal system the main Icom radio must not be used for transmissions and the ATIS handheld always used. This is stored by the side of the chart table and is clearly marked. It has rechargeable batteries; the charger plugs into a 240 volt socket and is kept in a box at the side of the chart table. Use of ATIS in the UK is illegal.
The over bow boarding ladder will be on board, stored in the cockpit locker, when visiting the Baltic and in Dutch inland waters
Red diesel in Freyja’s tanks from filling in England is legal under UK law , however is illegal under EC law, therefore it is unknown what to expect from authorities when visiting abroad. Particularly in Begian waters. It may be necessary to prove the purchase as well as subsequently purchased local fuel at the legal price to authorities abroad. Fuel receipts should be placed in the back cover pocket, (page 80) of the ships papers. As Brexit has happened it is uncertain if boats visiting Belgium, or passing through Belgian waters, will be boarded and fined, this maybe liable to change at any time as rules seem to be flexible between ports and latest directives. Skippers are advised to avoid Belgian waters until we have more clarity on the situation, anyone taking the boat into Belgian waters would do so at their own risk. Responsibility for any fine levied falls on the skipper and crew taking the boat into these waters. ECYD will not make any contribution to any fines, fees or charges incurred by crews in foreign waters.
- 17. Closing the boat and the End of the Cruise,
Freyja should be ready for hand-over to the next skipper in a clean, tidy and sea-worthy condition at the time and place shown on the Charter Agreement. If this is not possible it is your responsibility to inform and seek agreement with the incoming skipper on any failure to meet this commitment.
Please also ensure that the boat has two full spare gas cylinders, diesel fuel should be topped up when reaching the halfway point, and water tanks should be full. Also replace any consumables that have been used and, if necessary, replenish top up oil and diesel bug inhibiter, etc. Invoices should be sent to the Treasurer for reimbursement. If any replacement costs are in excess of £50 please contact the Yacht Husband or a committee member before making the purchase. The names and telephone numbers of all committee members are in section 68 of the Operating Manual
The Ships Log and Maintenance Handbook should be completed along with the Clearance Note. Please remember to enter the yacht’s log and engine hour meter readings on the back of the Clearance Note. Please also write clearly and legibly and in detail. Please also note the skipper’s name and date when making an entry in the maintenance book on board and the entry copied on to the Clearance Note
All 8 lifejackets must be counted and checked to be in good condition and stowed in the aft hanging locker. The skipper’s signature on the Clearance Note confirms this check has been made.
Two laminated “CLOSE DOWN” check list reminder cards are located loose in chart table. Please use and return to chart table before leaving the boat.
Do not forget to return all parking permits to Freyja before leaving Shotley Marina.
Vic Crawshaw. Yacht Husband. 2020