The end of a chapter, but the saga continues

After steady hard work over the summer, the Greta T is now back in Grimsby to be finished. The pandemic lockdowns and increased summer rates for motel rooms have put a real dent in the building budget for the project and reluctantly I decided that our final two weeks of work would have to focus on what Skip Izon could do that I couldn’t, and so began a very concentrated effort: fit the deck and make the molding for the coaming; build the forward mast support structure for under the deck and finish the floor where the sliding seat is located. I am happy to say that all of this was achieved, while I managed to get the transom structure and rudder post installed and the mast partners finished.

With a very laden trailer (full of all my tools and the remaining building supplies) and the Greta T well snugged down and tarped on top, I made the long journey from Grand Bend back to Grimsby. I owe a big debt of gratitude to Skip for all the extra help just in packing up and loading and to Skip’s partner Elizabeth who gave us a much needed hand on the morning of the move and for being so understanding of the very full work week that Skip was undergoing for the last several months in order to build this boat.

It has been an intense experience working away from home so much and for such long hours – I am glad that Skip and I built up what I consider to be a real friendship during the time. For two such stubborn old guys that’s an achievement! I have learned so much from his 40+ years of boatbuilding experience and his patience in putting up with my very modest boatbuilding skills (and my terrible puns).

At the Grimsby end, June and Maya had tidied up and created a great working space in the loft above the garage and with the help the neighbours (thanks to Steven and Ted Allingham) we installed the boat in its custom made “bunks” on two sturdy sawhorses. A couple of days have been spent organizing this work space and then I can begin again in earnest.

Below you can see some more details: the oval side storage compartments (taped over in earlier pictures) and the rowing seat in place. The floor (black panels with tape on them) slopes downwards to the stern so the water will drain out automatically, however to get the sliding seat a low as possible in the boat we built a “well” for the foot stretchers, and this will probably have to be sponged out the old fashioned way. You can also see the grey supports for the forward rowing system.

Finally, a bit more about the masts and the mast “partners”: the old windsurfer masts have been reinforced at their base with a carbon fibre sleeve and extra strengthening plugs which I turned on the lathe from sitka spruce are ready to be inserted in each mast and boom. The end of these plugs that is furthest into the mast is drilled out and cut to form long “fingers” (which are not epoxied to the inside of the mast) with the aim of making the transition from solid wood to a more flexible portion which will allow the masts and booms bend more smoothly rather than with an abrupt transition where the wooden plug ends.

The mast partners have been laminated with one layer of carbon fibre (unidirectional) and then faired prior to adding a second layer of bi-axial carbon fibre. You can see these above in the picture where I lashed them in roughly their final positions in the boat (the main mast is about 5” too high as it will go through a hole in the floor to the mast step at the bottom of the boat. In the second picture you can see the unique feature of the sloping mast partner: as it is rotated (easing the sail out) the mast tilts to windward, keeping the main part of the sail over the boat for better efficiency and balance. I told you this boat was really different!

So the work continues, with a hope of getting in the water early in October in time to get some practice sails and rowing training.

Details, Details, Details

There’s an old saying: the devil’s in the details and we have been truly be-deviled in building the Greta T. As a completely new boat with many unique features, Skip Izon (the builder) and I have had to do a lot of problem solving. There are no blueprints to guide us other than Skip’s lines drawings. Here are some particular examples that may be of interest. As well as describing how we made some of the various parts, I have included a few pictures to show the progression of the build.

The mast holders and their supports: The challenge was to create “receivers” for the mast and boom that would be held together at the correct angle and would, together, swivel at a 15 degree angle to the vertical. This is what causes the mast to cant to windward when sailing downwind rather than heeling the boat, and keeps the centre of the sail’s power over the centre-line of the boat when sailing downwind with the sails eased out. The two pictures of the prototype mast holder, one from the side, and the other from the stern with the sail eased shows this.

The third photo (above) shows how I am building this. After creating fibreglass tubes from the ends of the masts and booms, these were held in a holder at the correct angle and then ‘glassed together with fillets created at the joints. These will be shaped, have the bottom section attached and the whole unit will be reinforced with a wrapping of Kevlar “tow” and biaxial carbon fibre to create lightweight yet immensely strong units for both the foremast and the mainmast.

The daggerboard case: Here, moldings were made in fibreglass and carbon fibre from the forward section and the trailing section of the daggerboard. These will be connected by reinforced “walls to create a case that is slightly longer than the board is wide, so that a narrow foam insert can go in either the front or back to allow adjustment of the “helm” and to provide some give in case of going aground. It’s going to be a tight fit to get the rowing unit, the daggerboard trunk and the mainmast support into the available space, so if it’s needed we are considering off-setting the daggerboard trunk from the centre-line and then linking it to the mast support so they reinforce one another.

The rudder and its supports: Below you can see the head of the rudder – this will hold the rudder blade and allow it to swivel and attach it to the stern of the boat. It was created by laminating “U” shaped carbon fibre and foam sandwiches and then shaping the stack. The dowel shown is through the bottom “gudgeon” which is a very hard wearing and slippery plastic called Delrin. There are two, both aligned to fit over the “pintles” which will attach to a post at the stern of the boat. In the side view, you can just see (near the bottom of the brown middle section) the pilot hole for the pivoting bolt. There is still a Delrin insert to go here as well. The issue of weight is critical especially weight at the bow or stern of a boat and I am pleased that the entire rudder and its fitting came out at about 7 pounds – lighter than a Laser rudder even though larger. The rudder head unit will receive a coating of carbon fibre, inside and out to further strengthen it.

Throughout the entire build process, Skip and I have collaborated on making all the various parts and I have learned so much from him about making jigs to keep things in alignment and planning ahead for all the stages of fabricating. He has accumulated a wealth of experience and knowledge over 40 + years of boatbuilding.

Yes, I could have just bought a conventional boat, but none that would be entirely suitable for the trip as planned. Although it has been a long and expensive process I have learned so much and am sure the finished form of the Greta T will be fast and safe, will break new ground, and will certainly turn heads.

My team, and others who have my sincere thanks

The Old Man in a Boat Tour would not have gotten off the ground without the support and encouragement of my wife June, and daughter Maya. They have helped keep my feet on the ground with timely advice and suggestions throughout this project.  June has put up with my absences while building the boat with wonderful good grace even as it meant a lot of extra work in the garden for her. Maya is my go to for all things technical.

Here they are after a pre-Covid climbing session at a local climbing gym in Hamilton.

I am blessed to have a wonderful family and both my sisters have been very supportive with insights and donations.  Leslie and Kathie live in Ottawa and Kelowna respectively and I haven’t seen them now for far too long.  As soon as I get this little adventure under my belt, and when it is Covid-safe to do so, I will be visiting them.  

Early on in the planning stages I made the decision to not have or seek corporate sponsorship.  It’s an expensive choice, since it means I have to finance all of the costs of the build and the tour, but I wanted to keep the focus entirely on the World Wildlife Fund. All donations are made directly to them and are then matched by an additional donation from my own funds, also directly to the World Wildlife Fund.

However, here is a short list of the suppliers of tools, boat parts, boat building materials, and hardware that I have found especially helpful:

Composites Canada -Mississauga 

Fogh Marine -Etobicoke

Noah’s Marine – Mississauga

Aircraft Spruce – Brantford

Brewer’s Marine – Hamilton

Lee Valley Tools – Burlington

Sportech Sails – St. Catharines

Also, my thanks to Laura at the Blue Water Motel in Grand Bend and Ann at the Parker House Hotel in Clinton for providing accommodation, often with only last minute notice.

The staff at the World Wildlife fund have been very helpful and supportive and have promoted my fundraiser with their members. 

I also should mention the members of the two sailing clubs I belong to – Hamilton Bay Sailing Club and Water Rat Sailing Club (Toronto) – who have shown a lot of enthusiasm and support for the project.  

Finally, as of today (July 24) we are over the $5,900 mark and I owe a huge vote of thanks to all 28 supporters who have donated to this fundraiser so far.

The continued adventures of Sandy…

The latest updates on the building of the Greta T (as of July 12):

My apologies for the dearth of updates but I have had my head down and have been working hard (with Skip Izon, the builder and designer) to get the boat finished and ready for the journey. Now that the restrictions are being eased we are working 5 days a week from 8 – 4 with 20 minutes for lunch and a 15 minutes break in the afternoons.

I am thinking of changing my middle name to “Sandy” as that has been a dominant feature of the work – sanding and fairing the rudder and centreboard and fabricating the mast and boom holders (the unusually shaped piece that allows the masts to rotate and tilt at the same time).

In the pictures below you can see how I first made the holders in rigid foam (insulation material) as one piece that separates into two halves. The second picture shows them taped off for fibreglassing. This will be removed from the form/mold and the foam on the inside shaped to make another fibreglass part that will take the mast and boom. These will then be further shaped and sanded and faired before joining the two parts into one unit that will be coated with multiple layers of special carbon fibre cloth for stiffness to resist the forces on the mast and boom from sailing. The colour scheme is a result of the rolls of electrical tape that I had – pretty jazzy, eh? The shiny tape allows the fibreglass to be removed from the form easily, but just to be sure I waxed and buffed it as well.

The small “bulge” at the front is to provide an internal cross-sectional strengthening piece to stiffen the boom (holds the sail at the bottom edge). On conventional sail rigs, there is a pivoting piece called a “gooseneck” that holds the boom to the mast and some rope/pulley arrangement called a “boom vang” to hold it down and help shape the sail. The Greta T is a very different boat in that there is no room for this – the mast and boom form a rigid (almost 90 degree) angle.

It is these many small details which are “different” to your average boat that make the Greta T unique, but are time consuming to figure out and build. Since this is likely the only/last boat that I will ever build I have decided that nothing ventured, nothing gained will be our motto. Skip and I are fairly sure the design is fast, that the boat will be robust and safe, and that the decidedly different systems for rowing and holding the mast and sails will all work as intended. We have a backup plan (a slightly more conventional system for the masts and sails) but I really hope we don’t have to use it!

The oar holders are another part that has taken a lot of time and thinking/problem-solving. Basically we needed a unit that would hold the EZ row units at the right height and angle to the water and withstand the stresses that the rowing motion generates but still allow the oar units to be detached for sailing. We came up with a two part system (a box that is bolted to the rowing unit and then drops on top of the “adapter shape” that is attached to the boat. Skip built and shaped pink foam into this shape then fibreglassed and added carbon fibre to it. The system of bolts to attach it to the hull required carefully fitted blocks inside, each shaped to the curve of the hull.

Here you can see the two shapes – the long narrow parts will face forward and are shaped to cut the water cleanly if the boat is heeled while sailing. The raised “pad” on the top is to snugly hold the box part which is bolted to the EZ row unit. Two rope straps with a purchase system of small pulleys will hold it all in place. The idea is that I will row if the wind is light and then as it increases, detach the oar unit and stow it in the stern in specially shaped holders. The black (for now, as it will be painted grey to match the hull colour) “receiver” shape gets left on for sailing.

I realize as I re-read this post that it is a bit technical and perhaps more of interest to those who are really into sailing and boat-building. So here’s something a bit more personal, while still part of our building process.

We needed two laminated curved wood pieces (one for the stern to support the rudder post and fittings and the other to stiffen the mid-ship bulkhead which supports the main mast). We made these from 5 thin (1/8”) slats epoxied in layers (with two carbon fibre layers) and clamped on a curved form. The curve mimics the curve of the fore deck and is derived from a mathematical curve called the “bell” curve or normal distribution – a shape that my mathematical self finds highly pleasing.

The top layer we made from some 60 year old mahogany bequeathed to me by my father, Jack Robertson, who was a skilled amateur woodworker; it was an off-cut from a built-in wardrobe he made for our family home in Hamilton. I have included the picture of the lamination in the clamps and one of the two finished pieces. So I will be traveling with a nice little memory of my Dad and our home on Concession Street with me! As the offspring of a pack-rat I obviously inherited the gene.

Rowing made EZ

A few years ago, when I was planning the “Old Man in a Boat Tour” as trip on European waterways, I went down to the US to test out the EZ Row system.  I particularly wanted a forward rowing system since I can’t turn my head very well due to a neck injury and I sort of like the idea of seeing where I am going rather than where I have been!  The designer/inventor and builder (Ed Nemeth) is an old guy like me and I got to try it out rigged up on his canoe (the day after he had just completed a 72-mile race!).  I was sold – it is well machined and well thought out.  I ordered one, which fortunately took only about 3 weeks to come (at the time Trump was throwing tariffs on all things Canadian and I was afraid I would get caught in some sort of border/customs dispute).

It came in a big box and there were lots of parts:

        But I finally got it ready to test out (in my canoe). And rowed off into the sunset!  After two years of practicing with it on the canoe, all that remains now is to adapt it to the shape of a new boat (the Greta T).

What about safety?

What about safety?  This is such a necessary part of any planned trip on the water I want to reassure anyone who is following this tour or supporting it, that I take safety seriously and will be thoroughly prepared before I set out. I want the Old Man in a Boat Tour to be remembered for all the right reasons!

The Old Man in a Boat Tour is a long trip- solo and for the most part unsupported – so how am I going to stay safe – sailing, rowing, camping and from Covid?  This calls for no small amount of advance planning and indeed, the Greta T has been built with safety features as well.  So let’s get down to the nitty-gritty of my safety plans.

  1.  The Boat:  the Greta T hull is wood (with a bit of carbon fibre skinned foam core panels for the bulkheads and floor) so all of this floats. There are also sealed buoyancy chambers under the floor, along part of the side decks and under the foredeck at the bow for further safety.  The mast sections will be sealed and the sails have been designed with a built-in floating foam pad at the head of each sail to help prevent inversion (turtling… in sailor parlance) in the event of capsize.  Speaking of capsizing, yes it does happen even to experienced sailors, so part of the work up and testing will include a capsize drill.  However, we have designed the Greta T to be self-bailing:  the floor slopes to the stern which is substantially open so all water will drain out pretty quickly.  A short “shake-down cruise” is planned to 50 Point Park.
  1. Skip Izon and I have planned for a sail rig that can be “reefed” (reducing the sail area) in the event of strong winds.  The masts can be rotated to roll the sails up and the battens (the sticks in the sail to support its shape) are quite long and on the diagonal, but made to be flexible enough to roll up with the sail as well.  If it’s really windy, my plan is to move the foresail (smaller) back to a second mast position further aft and sail with that alone, leaving the mainsail completely reefed or even taken down and stowed in the boat.  One of my Laser sailing friends thought I had elected to have a pretty substantial sail area (mainsail: 56 sq. ft.; foresail: 38 sq. ft.) – for comparison, a Laser (one sail – cat rig) full-rig is 72 sq. ft. – but I feel confident that the sails are mounted so much closer to the deck than in most small dinghies and that this will be a big factor in helping the Greta T keep on her feet (with some hiking from her skipper, too).  Reefing the sails (one or both) will also help keep the boat well balanced.
  1. Safety equipment:  as well as the usual, required gear (throwing rope, bailer, whistle, pump, life jacket) I am going to have a small set of navigation lights for emergencies, a really good flashlight,  an anchor and line, waterproof charts and a GPS, a phone in a waterproof pouch, a solar charging device, some binoculars and my trusty compass from my Laser.  I am also taking some strategically selected small spare parts and an emergency patching kit.  A couple of small, hand held flares are being contemplated as well.  
  1. Amongst my camping gear I am going to have a small stove, an emergency warming blanket and a small first aid kit.  Although I am traveling pretty lightly, I will have adequate clothing and protection for sun and rain – it’s a given that when sailing on a small boat like this one will get wet!  At the Laser Masters’ regattas I am always being teased for wearing two “Buffs”, a floppy hat and sunglasses – you can’t tell who’s sailing the boat!
  1. I am also retro-fitting (courtesy of Maya) my life jacket with a new belt/buckle and two stainless steel “D” rings to attach a tether device with two leads so I can move about the boat and always stay attached.  Skip primarily builds showroom boats (lovely matched grain and shining varnish).  It was a bit of a battle of wills to get him to allow fittings on the deck and re-entry safety lines, but they will be there!  Although the pictures we have posted of the build show a wood exterior, the hull will be painted with only the fore deck as naturally finished wood (I have the blisters from all the sanding and leveling to show for it!).
  1. I will be filing a “float plan” each day after a weather check with my team (June and Maya on the home-front) and we will have a nightly call in procedure.  
  1. I must admit that I am somewhat concerned about visibility and speeding motorboats – especially on the TSW (Trent Severn Waterway).  With the sails rolled up and rowing the boat, the boat’s profile in the water is quite low.  The forward rowing system is great from this respect as you can see where you are going, but I wanted something to increase the visibility of the boat (other than painting it fire-engine red!).  I found these neat highly reflecting, almost holographic, stickers that can be put on both sides of the blades of the oars – they flash quite brightly with the motion of rowing, even on a fairly cloudy day!  I am still going to keep my whistle close at hand!  The Greta T has a beam of 40”, so even if I take on a bit of water from someone’s wake, I think I will be pretty stable.  
  1. Covid preparations:  I have been vaccinated – once – and was hoping to squeeze the booster in before setting out.  My second dose appointment was initially scheduled for late August but it remains to be seen how much provincial timelines are advanced in the coming weeks.  So I will be taking a good supply of washable masks (custom made by Maya), hand cleanser and will be practicing strict social distancing everywhere I go and minimizing my land traveling to grocery supply/restocking trips only.  The sight-seeing is all from the water anyway!
  1. Finally, what about me… am I prepared for this sort of trip?  Well, I hope you will count the training I have been doing to get into shape for what potentially could be a full day or days of rowing (please pray for wind, but not too much ☺) – rowing 4 – 5 km. a day, a nice long walk with June each day and 30 minutes of pretty strenuous calisthenics*.   Although I have a RYA Coastal skipper certificate from my days in the Royal Navy, I decided I might be just a bit rusty so I have been doing a lot of reading and on-line work with charts and navigation.  If you read a blog post from me in Montreal, you’ll know I missed the left turn at Trenton…

I hope this detailing of my plans and activities regarding making this a safe trip has been informative and reassuring, but if you have any concerns/questions or suggestions please get back to me through the comment feature on the web-site.

  • An excellent guide to exercise for body and mind health is “Seven Minutes of Magic“ by Lee Holden.  Avery/Penguin.  New York. 2007

A Territorial acknowledgement and an apology

I must admit that when I first began planning this project I did not take the time to properly consider the lands through which I would be travelling. On the encouragement of those close to me I have begun to educate myself, and although I am still only at the beginning of this process I would like to offer up the following – a formal acknowledgment of the territories through which the Old Man in a Boat Tour will travel, an apology for my initial insensitivity to these realities, and an overview of what I have learned so far and how it has affected my thinking going forward with this project.

I would like to formally acknowledge, with respect, that all of my journey for the Old Man in a Boat Tour will be over waters and on lands that for thousands of years have been the traditional home and passageways for many Indigenous peoples such as the Michi Saagiig Nishnaabeg, the Huron-Wendat, the Anishnabeg, the Chippewa, the Haudenosaunee, and more recently the Mississaugas of the Credit.

As I travel along the shore of Lake Ontario and the Trent-Severn Waterway (TSW) it will be directly past several First Nations lands and communitiesCurve Lake, Hiawatha-Alderville, and Mississaugas of Scugog Island First Nations. Further along the route on Lake Simcoe I will pass the Chippewas of Georgina Island and the Chippewas of Rama (formerly M’Njikaning) First Nations.

I would also like to acknowledge and highlight that the very structure and history of the Trent-Severn Waterway coincides with very significant negative effects that the colonization and European settlement of Ontario has had – and continues to have – on these and other Indigenous peoples and nations.

After leaving the TSW, traveling along the shores of Georgian Bay I will pass the Beausoleil First Nation, the Chippewas of Saugeen First Nation, the Kettle and Stony Point First Nation (Lake Huron), and on Lake St. Clair the Walpole Island First Nation.

I would like to encourage anyone interested in this project to take time to consider our place on these lands as settlers and beneficiaries of the effects of colonization. This project seeks to raise funds and awareness to protect our natural environments and spaces. All such efforts must be rooted in respect for the Indigenous peoples and nations on whose lands we live and travel. They have long been stewards and protectors of these lands and we have much to learn from them.

I will confess – to my shame – that I started to write this with the goal of making a simple land acknowledgement that was appropriate and respectful and then moving on with other aspects of my fundraising project. A small sailing and boating club I belong to in Toronto has a brief acknowledgement on their website and I thought I could fashion something from that example. Many of the clubs where I have sailed over the years – both large and small and including some on the Trent Severn Waterway (TSW) – have nothing that I could find. I knew little of the history behind the colonization of Ontario and hadn’t ever bothered to find out. My education, as a white student from a middle class background, in the 1960’s and 70’s certainly was not at all concerned with teaching us the histories and present day realities of Indigenous peoples across Ontario and Canada. I had planned the route of my Tour without considering both the locations and the context of my trip. I sincerely apologize for my initial insensitivity, my omissions and my lack of insight and knowledge in these areas when I first began planning this project.  

Here’s what happened to me recently when I tried to obtain more background, particularly on the Indigenous First Nations in and around the TSW. I have provided some of the links below which I found both considerably broadened what I knew, and appalled me by what I hadn’t known or understood.  

Observing a recent live webinar on IPCA (Indigenous Protected and Conserved Areas) organized by The Narwhal was a real eye-opener and I would highly recommend it to anyone interested in conservation/environmental/First Nation issues. I can’t claim to have, as yet, more than a rudimentary understanding, but I can say that I am going to continue learning and trying to broaden the way I see these important issues. This is something everyone has to decide for themselves – but as Canadians I feel it should be our duty, at the very least, to become better informed. 

When I think back to my original intentions for this trip, I now know, from the research and reading I have done, that I will be travelling with a very different perspective and a second, much different yet equally significant, longer term goal.

Below are some resources I found helpful and that might serve as a starting point for your own learning:

  1.  How to be an Ally of Indigenous Conservation – https://landneedsguardians.ca/how-to-be-an-ally  A very significant and helpful guide.
  1. Reconciliation – https://aocan.org/about-us/reconciliation/  An indigenous perspective on the significant difference between reconciliation and justice.
  1. Profile: Sheryl Lightfoot – https://thenarwhal.ca/sheryl-lightfoot-undrip-expert-mechanism-appointment/  An interview with Sheryl Lightfoot, appointed as an independent Indigenous expert on the UN Expert Mechanism on the Rights of Indigenous Peoples.  
  1. Madeline Whetung.  (En)gendering Shoreline Law: Nishnaabeg Relational Politics Along the Trent Severn Waterway.  Global Environmental Politics   Vol 19 Issue 3  August 2019    pg. 16-32 https://doi.org/10.1162/glep_a_00513
  1. Gidigaa Migizi (Doug Williams).  Michi Saagiig Nishnaabeg:  This is our Territory.  ARP Books.  Winnipeg, Manitoba.  2018
  1. King, Thomas.  The Inconvenient Indian.  2012.  Anchor Press.  
  1. Water Rat’s Land Acknowledgement – http://www.waterrats.ca/   The Acknowledgement statement from the Water Rat Sailing Club, Toronto.  
  1. Trent Severn Site Management Plan – https://www.pc.gc.ca/en/lhn-nhs/on/trentsevern/info  A link to the Management plan for the TSW.  A dry read, but interesting more for what’s not in it than what is.  
  1. Statement of Apology for the Impacts of the 1923 Williams Treaties – https://www.rcaanc-cirnac.gc.ca/eng/1542393580430/1542393607484  The statement of apology for the impacts of the 1923 Williams Treaties by the Hon. Carolyn Bennett, Minister of Crown-Indigenous Relations.   November 17, 2018.
  1. Wilderness Committee’s Territorial Acknowledgement – https://www.wildernesscommittee.org/territorial-acknowledgement  The Territorial Acknowledgment statement of the Wilderness Committee (Ontario).
  1. Map of Ontario Treaties and Reserves – https://www.ontario.ca/page/map-ontario-treaties-and-reserves  One source for Treaty information and First Nations’ land claims, provided by the Ontario Government.  It includes a disclaimer “Indigenous communities may have different understandings of the treaties than is represented here”.  This seems to me to be somewhat of an understatement.

More about the boat…

The design of the Greta T followed a “scrapbook” of ideas which I had sent to Skip Izon, a builder of canoes and kayaks in Grand Bend (Shadow River Boats). This photo essay by Jessica Brown offers a peek into the art and craft of Skip’s boatbuilding process.

Here are the main inspirations for our design:

A sailing canoe designed by Jurgen Sass

From sassdesign.net

This specific design is 5.2 m. long, and I think would be pretty heavy to move/haul out. It also is optimized for paddling, not rowing. However the schooner rig is pretty appealing. It also has the concept of the Y shaped mounts for the masts which is very different and seems very efficient.

The Driade 444 designed by Paolo Lodigiani and Matteo Costa

From https://duckworks.com/driade-444-plans/

Before connecting with Skip Izon, my plan was to modify this design to accommodate a sailing rig.

The Liteboat Race designed by Samuel Manuard

From https://www.boatindustry.com/news/22966/liteboat-leisure-rowing-made-in-france

 The bow shape, the rising but simple deck and the width at the stern all are pleasing.

And last, but certainly not least!!!

Skip Izon’s Chipmunk kayak design

From https://catherinebowman.wordpress.com/tag/skip-izon/

So after about a week of consultation at Skip’s shop, where he worked up in the loft on the hull design and I stayed masked and socially distanced and worked below in the shop on how to incorporate the oars and sailing rig we came up with the lines for the Greta T, shown in the two rather faint diagrams below.

     

     

You could be forgiven for being puzzled at the faintness of the lines in these two drawings. They are scans I had made of the original large scale drawings – Skip works at his designs the old fashioned way: on a drawing board with a pencil and French curves on vellum paper. While marveling at what he had created, my first worry was to get copies made of all the drawings before anything happened to them!

A word about the drawing directly above: it looks confusing until you know that the left hand side is related to the cross-section profiles looking from the stern (back end). The right hand side of the drawing is the cross-section profiles looking at the bow (front end). The first drawing above is the more conventional plan view (from above) and profile view (from the side).

Finally, a word about the building process. Although using the method of “strip planking”, Skip builds his boats in a way that is certainly not the norm. He builds the boat in two halves (port and starboard) with the halves mounted vertically! The centre of the boat is at the bottom. This allows a much easier build of the deck portions and fairing and fibreglassing of the outside of the hull. Once the halves are off the strongback forms they are remounted, again vertically into new forms, but with the centre upwards to fair and fibreglass the inside which greatly increases the strength and stiffness. After trimming to size, the two halves are mounted conventionally on the level and they are brought together along their centrelines and joined and fibreglassed. For this design, this method was a great advantage – especially when adding the various cross-members (knees, bulkheads and ribs) – we were able to do this without working hunched over or upside down!


But what about the Pandemic?

I had not anticipated the serious situation Ontario finds itself in in early April 2021 and have been forced to adjust my plans several times and may need to, yet again, if this situation hasn’t improved by June when I hope to set out…watch this space.  What I can say is that I have been working on the boat in a safe way; I plan to be vaccinated before I set out and I plan to travel extremely safely by camping away from others and only travelling into towns/villages to get food and supplies. It may be that the only safe way to do this all is to do separate sections over this year and next – I have to be flexible and my goal is to keep myself and others safe while enjoying the trip and fundraising.  I hope others will see this in the same light and still support the project.

If you have questions or feedback to offer please get in touch with me through the contact form on the home page.

Preparations for the Tour

When planning for a big (1,300 km.) trip like this it’s easy to overload on all the things that will need attention and have to be done. I decided to construct a time-line with items and then to have categories for each item. Just doing this took a lot of the stress out of the planning process. If you are reading this, I have put a link to each of the each of the items so you can see more of the background details. The other thing was to not think too “linearly” as there are many “links” between each item on the time-line

Here’s my time-line:

The Trip … The Boat … The Supplies … The Publicity and Fundraising … Setting out

The Trip: I wanted a loop so I could come back home to Grimsby Beach (about 50 yards from my home). I also wanted a route that had no long passages in “open” water (not too far from shore) as I knew that the boat I was planning would not be entirely suitable for this and I didn’t want to put myself in a situation of needing to be rescued. Athough I like rowing, sailing is a lot easier and usually faster so I wanted a route that would let me cover a lot of distance sailing, with the rowing kept to only the essential occasions. I finally settled on a route that would take me along the north shore of Lake Ontario to Presquille and then up the Trent-Severn Waterway to Georgian Bay. From there it seemed logical to sail along the shore to Wiarton (at the base of the Bruce Peninsula). At this point there was a big decision to make – actually sail around the peninsula – or cross it, towing the boat, and then start sailing again on the other side in Lake Huron. As there are very few, if any, good “harbours” along this stretch from Wiarton to Tobermory and as it’s only about 11 – 12 km. across by foot, it didn’t take too long to decide to go overland here! Of course, now that this decision was made, the boat would have to be adapted to allow this. More on this under The Boat.

The route for the rest of the Tour was now just a matter of geography (Lake Huron to Sarnia; the St. Clair River and Lake St. Clair, the Detroit River, the north shore of Lake Erie, and at the eastern end another decision would have to be made. How to get back to Lake Ontario? One the face of it there would seem to be several options:

a) Come ashore at Port Colbourne and walk the boat alongside the Welland Canal to Port Weller – a distance of about 42 km.

b) Row and sail along the Niagara River and put in before Chippewa and then up the Welland River (a lot of doubling back and that part of the Welland River is through a very built up area.

c) Walk the boat part way along the Welland Canal Trail and then head west to put in at Lake Gibson . Pull out and then put in to 12 Mile Creek and down to Port Dalhousie (this is pretty swift and rough due to the output of the Decew Generating Station). There are sections of this where I would have to walk the boat along the trail and you have to get around the old locks at the end of Martindale Pond. This bears further investigation and a walking exploration when the weather is better.

After this it is just a short jaunt home to Grimsby and the little beach at the end of my street!

Please also see the blog post A Territorial acknowledgement and an apology for an acknowledgment and statement on the Indigenous territories that make up this route.

The Boat: The route I would choose would have an influence on the design factors of the boat I would need. I had lots of ideas from the earlier trip I had planned on the rivers in Europe but would need to seriously update them (I will add a file of many of these ideas and other boat designs which I considered at some point in the future). With more sailing possible on the “new” route in Ontario, I was leaning more to the idea of a sailing canoe; however, most sailing canoe designs I have explored were of the “sail when you can… paddle when you must” breed and I instinctively don’t like the idea of not being able to hike out (feet under straps and leaning out over the water to balance the boat when it’s windy) while sailing. I also wanted to row rather than paddle as I had some pretty fair stretches of water to cover each day if the wind was light. For me, rowing is just about the best form of all body exercise I know of. A sliding seat rowing rig takes up a lot more space than just kneeling to paddle. All this would have to be factored into the design of the boat. The final hurdle in design is that most sailing canoes have what are called “lee-boards” to stop the sideways drifting of the canoe while under sail. Leeboards and the rowing unit and oars would not easily go together. The alternate to this is a “dagger” board mounted in a housing or “trunk” in the centre of the boat – taking up space and potentially competing for space with the sliding seat unit. A daggerboard makes for more efficient sailing than leeboards, but can be a liability when sailing in shallow waters – if you run aground hard the board can damage the hull! It gets complicated doesn’t it? See more details of what we came up with under The Boat. I’m sure that by the time I finish the “Tour” I will have lots of ideas for a Greta T Two!

The Supplies: In my planning for the European trip I had factored in passing many small riverside villages each day so getting food wasn’t going to be a huge problem- in fact, getting interesting local food was a big attraction of this trip!! The new route (especially some parts of the Trent-Severn Waterway) is a completely different scenario, with sometimes more than a day’s journey between a chance to get water or food and waterside accommodations few and far between for those times when I just wanted a decent night’s sleep and a warm shower. I would have to carry more “stuff” with me (a slight problem in a small, narrow boat). The weight budget was going to have to be very lean to keep the boat on its designed waterline for fast rowing and sailing and also to make it easier to launch and haul out each day. I assembled a pile of gear: camping/sailing/repair/navigation and communication/clothes/food/reading etc. and started to winnow! I found many useful websites on kayak camping for strategies and tips. I also think I have made a “rod for my own back” in my desire to make this trip to be a low carbon as possible: no support vehicle tagging along nearby on land with supplies! My family have persuaded me to plan for one or two replenishments along the way and my lovely daughter Maya has kindly offered to drop things and drive up to wherever I have reached in my latest moment of crisis with a care package or repair parts etc.

Publicity and Fundraising: I am the first person to admit that I am not at all proficient with social media – in fact I am a dinosaur! Clearly I would need help with this and my wife and daughter bravely stepped in. The first part would clearly be getting in touch with the World Wildlife Fund (Canada) and getting their agreement and setting up a fundraising page on their website. This has been done and I am very grateful for their support. If you are reading this you are witness to Maya’s skills in assembling a terrific website for the project. I came up with the title Old Man in a Boat Tour as I have a fondness for the limericks of Edward Lear (https://www.poeticous.com/edward-lear/limerick-there-was-an-old-man-in-a-boat). Unlike the limerick’s namesake I hope to stay afloat!

We are going to have a banner made by a local print shop for when the boat is on the beach, and also graphics on the sails. I also have something specially planned for a graphic on the sides of the boat which includes something mathematical and, of course, the boat’s name: Greta T. Since the boat is designed to drain water out the stern, there is virtually no transom – so no space for a name… it was even quite a challenge to figure out how to mount the rudder!

Setting Out: When to leave? How to leave? How do you hold a boat christening/launch in a pandemic? Which dignitaries to invite?…. ha-ha! With the actual build of the boat interrupted several times by various forms of the lockdown I was getting quite panicked that I couldn’t get going by my self imposed date – before the end of May. My family convinced me to be more flexible and just go with the flow… it may be that I will have to do this trip in several stages and maybe even have to complete it next year! Que sera, sera…!