My WordPress.com blogging experiment was fun, so I’ve moved to my own domain: mysailingfix.com.
All future postings will be made at the new site. Join me there!
My WordPress.com blogging experiment was fun, so I’ve moved to my own domain: mysailingfix.com.
All future postings will be made at the new site. Join me there!
After not having any real luck finding a place to anchor in Fox Harbor, where none of us had ever been, we decided to head to the Benjamin Islands for the night. The winds went light, so we motored our way south to the Benjamin Islands Archipelago.
Passing around the southeast side of South Benjamin Island, we approached a navigationally challenging area of rocks known as The Sow and Pigs. Boats coming from the west, like we were, can save a few minutes by cutting through the Sow and Pigs, though hazards exist: some rocks are several feet above the water, while others lurk just below the surface… and they all kinda look alike. With very, VERY careful monitoring of our position with the GPS chartplotter, crosschecked with a radar overlay, and careful reading of the paper chart, we motored amongst them with no issues. Amazingly, we can pass between The Sow and a neighboring rock (Pig?), a gap of just over a boatlength, with depths way over 20 feet. In the narrowest part, depths were way over 50 feet! It’s a little disconcerting how deep it is so close to the rocks… in the space of a fraction of a boatlength, covered in perhaps a second at five knots, depths go from “more than adequate” to a rocky cliff several feet above the water. Monitoring the depth sounder here doesn’t really provide any practical protection against an unintentional grounding.
Despite navigational hazards, The Sow and Pigs are very pretty. Pink granite rocks covered in orange moss, striking out 5 to 15 feet above deep water all around. Some rocks are big enough to be small islets, with dark green bushes or small trees growing out of them, adding to their color. Kristin and Teresa hung out on the foredeck taking pictures, with the occasional glance back at me and a look of, “can we really do this?”
To our north lay our intended anchorage in the Benjamin Islands. Anchoring just east of South Benjamin and just south of North Benjamin gives protection from most directions. Being pretty makes them very popular with other boaters, so sometimes finding a spot to anchor can be challenging. Depths vary, though with water levels high this year we found depths from 15-35 feet within about a boatlength from shore in much of the anchorage. Holding can vary as well… this year we had no issues with holding when backing down on our anchor, but I’ve occasionally had to reset an anchor here in previous years.
Both Benjamins, South in particular, are basically giant rocks of pink granite. There’s definitely vegetation, including plenty of trees, but much of South Benjamin is an almost pavement-like smooth granite that makes exploring fairly easy and fun. It has a ski-slope-looking ramp running from near it’s highest point right down into the anchorage that’s fun to walk up. I probably should have gotten my running shoes and made it a workout. One cottage lies on the north side of South Benjamin in a spectacular location, but otherwise it’s uninhabited.
Some shallow sections of the anchorage were great to explore on the stand up paddleboard, with the unusual rock formations visible just under the surface. Kristin and I took a long dinghy ride close along the east and south shore of South Benjamin, discovering some mini anchorages and hideaways we had never seen before. Some areas looked like perfect anchorages as we motored in the dinghy, but occasionally we’d suddenly bottom out the motor on rocks hiding in unexpected locations, so I might leave those areas to the locals. We saw two boats basically “docked” amongst the rocks, fenders and all, spider webbing themselves so close to shore they could disembark via a plank rather than via a dinghy.
In many of our travels in the North Channel we try to find a beach to sit on and have “happy hour,” even if the “beach” is the tiniest sandy area that can only fit a few chairs. There’s one such tiny beach on North Benjamin, which we found, facing the sunset. On our way back to the boat, we experimented with ways to tow someone on the stand up paddleboard with the dinghy… fun and stupid all at the same time!
Our plan was to spend two nights here weather permitting. In the morning after our first night, we got the weather report for the upcoming 24 hours: sunny skies and light southwest winds through late evening, then a strong wind warning for 25 knot southeast winds around midnight quickly becoming south in the early morning, with strong winds from the west the following day. This was also the day of the big solar eclipse of 2017, and we wanted to take advantage of our pretty location to view it. A strong west wind could be good for us the following day, since it could mean a fast downwind sail back to Little Current to the east.
Our location that morning was a little too exposed if the southeast winds materialized, so we decided to move slightly south, closer to South Benjamin for better protection. Normally I like to have a decent amount of space between Priorities and any other boats or rocks when unsettled weather is forecast, giving us space and time to deal with any anchoring issues in the night. Like so many other things in boating, we’d have to compromise. After about a 30 minute process of squeezing in other anchored boats which had done the same, I was pretty happy with our protection vs. space vs. scope situation.
That second day in the Benjamins, after our first night there, made any weather worries worth staying for. We had excellent conditions for seeing the solar eclipse, made better by Kristin’s good idea of buying a bunch of “Eclipse glasses” on Amazon (the standards-compliant ones, not the recalled ones!). We handed out extras to our neighbors in the anchorage, chatting about the weather forecast, too.
It was a lazy day of warm weather, drinks, swimming, stand up paddling, dinghy-ing, and momentary eclipse viewing. I think our area was about 75-80%, not total darkness but definitely an observable, strange light. We made pizza for lunch, using the grill on deck to keep the heat out of the cabin. Vacation is tough.
That evening, I checked the wind forecast on SailFlow. It downplayed any southeast winds that Environment Canada were forecasting, so we stayed put and had an uneventful last night on the hook before Teresa and Kristin needed to be back in Little Current.
The next morning we awoke to cloudy skies and light southwest winds. Most of our neighbors had left by 8am. Not wanting vacation time to end, we took our time with breakfast (gotta eat up all the food before the crew leaves for home!) before weighing anchor and heading to Little Current.
This sail, however, had a bunch of challenges… but that’s for my next post.
By my own admission, Priorities is a complicated cruising boat from a systems perspective. Partly due to her original systems design by Catalina, the work of her two previous owners, and my own doing, there are lots of things to maintain aboard her.
I’ve continued improving Priorities’ systems while considering the type of cruising I do: coastal, wilderness-like cruising on Lake Huron’s North Channel or on Lake Superior. While maintaining more systems takes more work, many systems overlap in their capability so I’m less likely to get stranded somewhere due to a system failure. There are two heads aboard… one manual and the other electric. I’ve got a grill that can heat up almost anything if the galley stove fails. I’ve got a diesel inboard for when the wind dies, and sails that can be used to move the boat if the diesel fails, too. I have separate compressors for the fridge and freezer, so if the fridge dies I can convert the freezer to a refrigerator. I carry two anchors in case one gets jammed under a rock and lost, and so on.
At the heart of most of the systems is the DC electrical system. I can split the battery banks up if an individual battery fails. The engine has it’s own battery in case the house battery bank gets completely discharged. I can charge the batteries with the propulsion motor’s giant alternator, with solar, or with shore power chargers (either of two!) when plugged into shore power or the diesel generator.
Unfortunately, my diesel generator has been unreliable since I bought the boat, and failed once again during the second week of this year’s North Channel cruise. As I write this it remains unrepaired, though I think it’s a bad oil pressure sensor, among other minor problems.
The day after the generator failed on this trip, we had a wonderful sail from Eagle Harbor, through the McBean Channel, and up through the tiny passage in the rocks known as Little Detroit. The passage is so narrow we lower sails and motor through. We also needed a pumpout after several days away from a marina, so we continued motoring the 30 minutes from Little Detroit to the marina in Spanish, Ontario. After Spanish our plan was to sail on for another hour west to anchor for the night by the old sawmill ruins in Moiles Harbor.
After our pumpout, while motoring in the channel away from the marina, I noticed the engine tachometer indicated zero even though the engine was obviously running.
On my boat, having the tach read zero with the engine running can be indicative of a series of problems ranging from benign to catastrophic. Like on a lot of boats, Priorities’ tachometer gets its signal from the alternator, so a failing tach may be indicative of alternator issues. A bigger concern is the alternator belt… on my Westerbeke 42B Four, the freshwater cooling pump, not the raw water pump like many other engines, is belt driven via the same belt that drives the alternator. Checking that this belt was still driving the freshwater pump was my first order of business… if the freshwater pump wasn’t operating, severe engine damage including total seizure (a >$20k repair!) could happen very, very quickly. After having my crew take the helm, I took a quick glance inside the engine compartment and saw the belt was fine.
Next I checked my battery monitor, which reads amps and volts in or out of the house battery. Amps indicated a slight discharge current similar to being under sail with the motor off, indicating the alternator was NOT charging the battery. Amp hour status showed about 75% of battery remaining, so I wasn’t anywhere close to a dead battery yet. Volts indicated 12.5, confirming a partially charged battery that wasn’t connected to a high charge rate source such as my alternator. While I do have solar panels, it was cloudy at the time so their output was low.
Next I checked the display on my Balmar MC-614, the alternator’s externally mounted voltage regulator. Its display was blank for a few seconds, then showed its normal display pattern for a few seconds, the all 888s before blanking again. This was not normal!
A quick reset of the ignition switch on the engine also reset the regulator, but did not change the problem. I also noticed the “ALT” caution light was not illuminated.
The crew and I assessed our situation and short term options. The battery wasn’t close to being dead, so this was not an urgent situation. If nothing got fixed we still had nearly 24 hours of battery power remaining, much more if the sun came back out. Our only charge sources remaining were solar power (if sunny) or shore power at a dock. Though we could have returned to the marina we just departed from, we elected to continue under reduced electrical consumption and with careful monitoring… our planned anchorage was only about an hour away from a decent marina.
The solar power system on Priorities is only good enough to restore the power consumed by the fridge, the highest consuming item, on sunny days. Concurrently running the freezer, the next highest power hog, could draw the batteries down quite quickly. Fortunately, the freezer was nearly empty, so we shut it off to save our power consumption. Frozen food was moved to the fridge for defrosting.
Next we considered our longer term options if I couldn’t fix things. Allowing the house battery bank to completely discharge until “dead” can damage it, shortening the life of an expensive part of the boat, so I really wanted to avoid running the battery down too far. If necessary, we could spend the next afternoon in a slip recharging at the nearby marina before continuing on to another beautiful anchorage for the night. Two days later we’d be in a marina again while the crew drove home… leaving me alone on the boat with a faltering electrical system. It was Saturday, so I couldn’t order parts and receive them for another three days even with overnight shipping. With refrigeration, I could spend nearly every night in a marina to get the boat home, though doing that up here in the North Channel, with its beautiful anchorages, would be like punishment. I could just refill with ice every other day and go without the fridge operating, too, or survive on non-refrigerated food.
What would happen if I got careless and the house battery bank died completely? I mentally ran through the list of systems on the boat that would lose their power source:
These were dark thoughts after having cruised in comparative luxury for weeks on a trip I had spent months preparing for. Fortunately, by reducing and monitoring our power consumption, a total electrical failure was still at least a day away. Not wanting to work on a hot engine before bed, the crew and I explored Moiles Harbor in the dinghy, and had a few beers. I reviewed the manuals for the alternator system before going to bed.
Three years ago, after continued frustration with my unreliable generator, I upgraded Priorities’ alternator to a Balmar AT Series 165A alternator controlled by a Balmar MC-614 external voltage regulator. When it works, it’s a powerful charging system that minimizes my time spent running the motor just to charge the batteries… something this sailor can’t stand doing. It had been a very successful upgrade until now, and of course it happened a mere day after the generator failed yet again.
Balmar’s manuals are excellent, with detailed procedures in the troubleshooting section for isolating issues with the alternator and voltage regulator. I actually had access to the manual on my iPad, where PDF versions of nearly every system’s manual was saved for offline viewing on Google Drive.
If I needed to order parts while far from home, I could ship them to Roy Eaton, who runs the Little Current Cruiser’s Net, and pick them up from him as we passed through Little Current, Ontario. This was a great option if needed… the Cruiser’s Net’s motto is “Boaters Helping Boaters.”
Based on how things failed, I expected a regulator issue rather than an alternator issue, so the next morning with a clear mind I began troubleshooting there first. The regulator wiring in the battery compartment on the battery bus, including voltage sense wires, were in good shape. Moving on to the regulator wires on the alternator itself almost immediately revealed a smoking gun… the regulator power wire, running from the alternator positive post to the regulator, was very loose at the ring terminal on the alternator. Two slight wiggles and it broke off. Small burn marks, signs of past arcing, were visible in the broken section.
The loose, but not broken, wire would explain the intermittent operation… a connection existed just long enough to get the regulator to begin displaying info before losing it a few seconds later. I shouldn’t have been surprised it failed here, either… it’s a relatively fragile connection in a high vibration area, so I plan on improving things further during the upcoming winter.
I started fixing the broken ring terminal using spares I keep aboard. Not wanting to make a little problem bigger, I disconnected and isolated the alternator output wire from the battery bus. Any incidental contact between the alternator output cable, including the wire needing repair, and anything metal on the engine or alternator would result in a blown fuse at best. Carefully I removed the nut from the positive post of the alternator. I cut the old ring terminal off, and installed a new one. Then I carefully reattached the alternator output cable to the battery bus.
I checked my work a few times before starting the motor. If I had screwed up and tried running the engine with the alternator powered up, I risked expensive damage to the alternator making our current problem much bigger. Once the engine was running, I checked the battery monitor and confirmed the battery was charging. The tachometer worked, too. Disaster averted!
Someone smarter than me once said that “cruising” is merely “Boat repair in exotic locations…” I felt like I further confirmed this statement while in Moiles Harbor. What turned out to be a small problem really only “cost” us the freezer for a little while, and it was already nearly empty. I’m thankful that Priorities has a battery monitor to help identify small electrical problems like this before they become big ones… like a dead house battery. I’m also thankful I had the parts, tools, and knowledge to safely fix the problem while still anchored in a pretty spot.
That day we sailed and motored to the beautiful Benjamin Islands for the night… no marina stopping needed!
When reading some of the cruising guides for the North Channel it seems every anchorage is “perfect,” a “must see,” or a “favorite,” and it’s hard to tell which ones are genuinely worth exploring (most are!). I had heard great things about Thomas Bay, but in three previous trips to the North Channel had never even seen it. We had the luxury of time and a good weather forecast, so Kristin and I decided to check it out.
Thomas Bay lies about four miles east of Killarney. The approach to it was well charted, but the actual Bay itself is a “white area,” with no real depth soundings, depth contours, or hazards depicted. I’m assuming it has never been officially sounded for government charting purposes. Armed with a cruising guide that had aerial photographs, I cautiously steered Priorities in while Kristin stood watch on the bow ready to point out any rocks we hoped would be visible ahead of us.
My what a pretty spot! Giant pink… nearly red… granite rocks surround the anchorage, with a giant staircase of them on the north side. A small island on the south side… also pink granite… helps the Bay offer nearly complete protection. The bottom seemed like flat mud, with depths between 8 and 15 feet with water 3 feet above datum. Holding was good, with not too many weeds to foul the anchor.
Other than a cottage in the northeast corner (which might not have been occupied that night), we were the only ones there!
With flat, warm water, and plenty of sunshine, we spent a day exploring on our stand up paddle boards. The northwest corner of the anchorage had a few deadheads… logs that sank to the bottom during logging operations long ago… visible as we paddled over them. The islands to the south were fun to walk around.
Just before we left on the second day, a rental J22 from the Killarney Mountain Lodge sailed in and anchored nearby for lunch. They left around the same time we did, and it was a nice sail with them back towards Killarney.
I have taken Priorities to the North Channel four times now. This year Kristin and I felt like we had seen most of the recommended hotspots, and there weren’t really any more “must see” anchorages left. This gave us the luxury of time, since we didn’t have to sail or motor all over the place to see someone else’s favorite spot and allowed us to travel on a more casual schedule based more on the wind and weather… and perhaps find something new.
Somehow, in years past, we hadn’t traveled east of Killarney. Killarney is basically at the east end of the North Channel, and the west end of Georgian Bay. Cruisers traveling from southern Georgian Bay or southern Lake Huron are familiar with much of the scenery along the well charted and marked Small Craft Route east of Killarney. Since our home port lies west of the North Channel, however, heading east of Killarney is somewhat out of the way for us.
This year, we spent two nights in Covered Portage Cove, and had a few days to kill before needing to be back in Little Current for additional crew. Light winds were forecasted, so we would either need to motor somewhere or not travel very far. We also had plenty of provisions, so a remote detour wouldn’t stress boat or crew much… and so we decided to check out the Collins Inlet.
The 10 mile long Collins Inlet begins a mere five miles or so east of Killarney. It’s a very narrow fjord like gap between mainland Ontario and Philip Edward Island, surrounded on both sides by large cliffs that occasionally loom well over 100 feet above the water. The mainland side is mostly in Killarney Provincial Park, and the island side has little development.
We leisurely sailed the five miles from Killarney to the western entrance of the Inlet, and as expected the winds got too light and shifty to continue under sail. With high cliffs on both sides, it would be rare to be able to sail the Collins Inlet… perhaps when the winds are strong from the east or west it might be possible.
Since the Collins Inlet is navigable for its entire length, the “Red Right Return” rule applies when westbound, or “returning” from the ocean. Even though we were leaving the relative open water of Georgian Bay and heading into what looked like a river, green buoys and marks were kept to starboard since we were traveling closer to the ocean.
Immediately we noticed a few promising anchorages for future reference… just southwest of Keyhole Island and north of the island at Mile 58. The water temperature was also in the low 70s here, much warmer than the upper 60s we had seen the previous several days in the North Channel.
Looking at the chart reveals few major hazards as long as you stay in the middle of the Inlet, except at the east end. Not wanting to miss out on the scenery from inside our cockpit enclosure, I joined Kristin on the foredeck. This was one of the few times I actually was glad I installed a wireless remote for the autopilot, allowing me to make minor course changes while standing on the foredeck and enjoying the scenery. It wasn’t the safest course of action… if the autopilot freaked out and suddenly turned hard in one direction I might not make it to the cockpit in time before hitting the sides of the Inlet… but the likelihood of a sudden electronics failure was pretty low and had never been an issue in the past.
After about an hour, we arrived in Mill Lake. Mill Lake lies about two thirds of the way into the Inlet when traveling eastbound. There’s not much there, but the scenery is very pretty.
We anchored on Mill Lake for the night just south of Green Island, out of sight from any cottages or boats. It felt very remote. While exploring around in the dinghy we did meet some kayakers who were camped on an adjacent island. They were on a weeklong trip exploring the Island and Inlet via kayak… certainly a great place to kayak or canoe.
The next morning we motored the rest of the way east out the Collins Inlet into Beaverstone Bay. Green buoys and marks were still kept to starboard here. In low water years, the channel at the east end of the Collins Inlet has silted to less than our six feet of draft. This August lakes Michigan and Huron are three feet above datum, so we were able to continue through the very narrow channel at the east end of Collins Inlet without major issue. Our depth sounder recorded a few depths of 5.8 feet, but I think weeds were to blame since it didn’t feel like our keel kissed bottom.
After the shallow section, we raised sails are sailed out of Beaverstone with a 15 knot north wind. Beaverstone is pretty as well, with a few cottages built on many of the islands on the Bay. Though we considered sailing farther east to the Bad River or the Bustard Islands, a forecast of west winds the following day led us to merely circumnavigate Philip Edward Island and head west again… to Thomas Bay.
Taking advantage of strong west winds, our previous day had been a fast but long 40 mile sail from John Harbor far to our west, through the Whalesback Channel, Little Detroit, the McBean and Wabuno Channels, Little Current, and finally to Heywood Island right before sunset. With the following day’s forecast of the west winds becoming light, Kristin and I wanted an anchorage nearby that would be a short, comfortable sail and would be somewhere cool to spend two nights on the hook.
We both like the beautiful Lansdowne Channel, with the trees on its heavily wooded shores pruned to a uniform height by deer and the white LaCloche mountains adding a backdrop to the north. It also runs east-northeast / west-southwest, so with west winds it makes a pretty cool spinnaker run.
Near the east end of the Lansdowne, near the town of Killarney, lies Covered Portage Cove.
Covered Portage Cove is one of the “must see” anchorages of the North Channel. Almost completely surrounded on all sides by thickly wooded steep hills on the southern shore and tall, white, rocky cliffs on the north… the anchorage provides complete protection.
Covered Portage is very popular, and therefore frequently crowded. While we had visited it many times in our previous North Channel cruises, we had never been able to find enough room to anchor on the inside. Low water levels had been an issue in years past, too, with our six foot draft. There is a decent amount of room and protection for anchoring just outside the cove, but with high water levels and a half moon to illuminate the cliffs we wanted to finally find a spot inside this year.
In order to squeeze into an already crowded anchorage we planned to eliminate the swinging of the boat at anchor by tying to a tree in addition to anchoring. In preparation, I got our spare rope rode out of the lazarette and got oars ready for the dinghy before we even entered the anchorage.
Approaching Covered Portage Cove takes you past a beautiful cottage perfectly tucked into the hillside above. It was for sale for a cool $2.8 million… including a dock, 50 acres of land, nearly a mile of shoreline, and a really cool deck overlooking the anchorage. Online photos revealed a spectacular interior, too!
At the entrance is a steep cliff which lately has partially collapsed to form a grotto near the water. At one angle, an outcropping on the cliff appears to resemble the face of an “Indian Head,” adding to the drama.
Entering the anchorage is a little tricky, so I had Kristin up on the bow looking for rocks. We communicated ahead of time that she would point in the direction I needed to turn… NOT at a rock! There are a few rocks at the entrance, but even with the high water they were pretty obvious, even from the cockpit… with Kristin’s guidance after the Indian Head I stayed left of center, swung wide, then steered to the center of the anchorage.
It was crowded when we entered, with almost a dozen boats swinging on anchors, plus another half dozen tied ashore. There was a Catalina 380 anchored in the middle of a small section just inside the entrance, leaving little room for us to use only one anchor here. In past years the water had been quite lower, and our depth sounder would be freaking out just inside the entrance… we had never even ventured much past the entrance before. Farther inside, a gap existed between the Catalina 380 and a Beneteau, but careful maneuvering around revealed we didn’t really have enough space to swing around here either since the cove gets a little narrower in that spot. Looking even farther in was more crowded, with boats at anchor swinging very close to boats tied ashore.
So, back to the gap between the Catalina and the Beneteau. With the light winds, we could drop the anchor in the gap and have time to row ashore, tie to a strong tree, then tighten everything up without hopefully hitting another boat or running aground. The Catalina and Beneteau would be free to swing at anchor if we could get close enough to shore to be out of their way. Since our depth sounder is in the bow and therefore forward of the keel, our deepest part of the boat, I slowly headed towards the tree to figure out how close to shore we could get.
On the north shore of Covered Portage, depths are quite deep very close to shore. Our bow pulpit was nearly in the tree branches and we still saw depths of 7 feet with no nasty rocks visible… good news. With depths around 9 feet where we wanted to drop anchor, plus 5 feet for the anchor roller height, we wanted about 70 feet of rode for 5:1 scope ((9+5)*5= almost 70), but we can safely get away with 4:1 (60 feet or so) in good weather when tying ashore. Since 60 feet of rode is a boat length and a half, I positioned the stern about two and a half boat lengths from shore (bow away from the tree) and dropped anchor from the bow, backing down in the direction of the tree.
We still haven’t really found a good way to keep the line that goes to the tree organized. It probably ought to be a fairly thin double braid line on a spool, but all we have is a heavy, slightly oversized, three strand rope that doubles as our second anchor line. It’s probably the original anchor line that came with the boat when it was new (including the rusted-in-place anchor shackle on it, as well!). Preferring the easier job of steering the boat, Kristin nominated me to row ashore with the tangled mess to tie to the tree. Eventually, it worked out.
With a snubber on the anchor chain, we motored in reverse to get much of the slack out of the tree line. I considered leaving some slack so the line would rest in the water, preventing “critters” from getting aboard, but preferred to be as out of the way as possible. We finally settled for having the stern about 30 feet from shore… and Priorities was safely tucked into Covered Portage Cove, tied to a tree less than a boat length away!
We spent more than a day exploring the anchorage. It’s a great place to stand up paddleboard since the water is so flat, and there’s lots of scenery to explore. Being so protected and shallow meant the water was warm, too, so we did plenty of swimming… I even cleaned off the fender marks on the topsides!
Taking the dinghy to the west end of Covered Portage gives access to hiking trails, including a few that go up the cliffs to the north. Though it’s only about a half mile each way, it’s a very steep climb and good exercise after being on the boat for a while. It’s also a really good spot to get some cool photos.
After two very calm nights, it was time to move on and explore somewhere new. We upped anchor and headed for the Collins Inlet.
This year I’m fortunate enough to have enough vacation time to take six weeks off in the summer and bring Priorities to Lake Huron’s North Channel once again. I worked it out so my singlehanded delivery didn’t involve any overnight passages that can be very fatiguing when sailing alone.
A singlehanded delivery is still tough, though, since everything on the boat from sailhandling to washing the dishes is my duty and responsibility. After covering 360 Miles in 8 legs alone, fortunately about ⅔ of which were under sail, I finally dropped anchor in Beardrop Harbor. The “delivery” part of my trip was nearly done, and it was finally time to relax!
I needed to be in Little Current by Friday to have enough time to reprovision before my girlfriend Kristin arrived via plane on Saturday. Since it was merely Tuesday, I could afford to spend two nights here… I had a full day to relax, explore the area on the dinghy, and clean up the boat a bit after all the long days spent traveling. I no longer felt pressured to be in a certain place at a certain time since I was nearly there (less than 40 miles) with several days to go.
I have a fondness for Beardrop Harbor partly because it’s one of the first easy wilderness anchorages I get to on the west end of the scenic part of the North Channel. It has protection from all directions, save for a tiny sliver from the west. Holding for the anchor is pretty good in mud (except maybe the south central part), and there don’t seem to be any hidden, uncharted rocks waiting to catch my keel.
Though surrounded by cliffs on nearly all sides, and far from civilization, I wasn’t alone… there were plenty of other interesting cruising boats anchored nearby.
While climbing over some of the rocks and cliffs surrounding the anchorage in the afternoon, I heard an unusual screech… and glimpsed a bald eagle! It circled over the Whalesback Channel to the south, then continued south to soar over John Island.
For much of my travels up Lake Michigan, across part of Lake Huron, and along the western section of the North Channel, I found water temperatures in the mid 60s, Fahrenheit. Both the water temperature sensor on the boat and my handheld sensor in the dinghy reported a water temperature of 72 at Beardrop. I’m pretty sure many of the anchorages in the North Channel have warmer water in late summer due to their relative shallow depth and protection from wind and waves. The air had been quite warm and calm for a few days, making it easier for the protected spots to warm up quickly. Having warmer water “up north” seems quite ironic to me, though.
After two nights in Beardrop I was rested and ready for more sailing for the last push to Little Current. I got underway early due to forecasted east winds, sailing a beat across the North Channel to Clapperton Harbor for my last stop before Little Current.