Kiel - Inkoo - part 2

Bornholm, Hasle

What has happened so far: Sailing Ariadne from Hamburg to Inkoo, Finland, is almost halfway. Ariadne arrived in Hasle in Bornholm two days after departing from Kiel, crewed by Humes, Aimo, Jari, Markku, Piccu and Tuomas.

Heater

Markku: Somehow the mechanical side of the heater installation was on me, so I spent the afternoon at the Ariadne seat box door with Piccu handing out the tools as needed. After removing a pair of bulkhead plywood, the old heater with exhaust pipes came off the boat with reasonable ease. Eber was already being taken to the harbor for rubbish when Humes rescued it. Maybe it will create spatial art.

Finally we went to eat in Hasle’s harbor restaurant, then the installation of Webasto continued again. The exhaust pipe was pulled at least temporarily inside the same chimney which had also served Eber. The electrical installation progressed well, mainly by Humes, until it was found that one wiring harness was missing. This dropped the mood considerably. So the rest of the trip would be frozen both on the deck and inside. But what helped was the cleaning of tools and Webasto parts from the seat box. Beneath them was then found the missing wiring harness, even though everything was nice already searched through before. Apparently we were pretty tired already, so it was decided to give up that night and go to bed.

Piccu: There was a heater in Ariadne, but already with the eyeball it was possible to conclude that the device, half the size and look of a torpedo, would never work again. So Markku emptied half a ton of stuff from the cockpit starboard side under the hatch to get access to this ancient relic. A considerable number of cockpit tent support frame tubes, huge ropes and other stuff rose to cockpit. Eventually also the old Eberspächer and some duct pipes. They were immediately thrown onto the dock but should have been immediately thrown in the trash. It was tried when Humes took a shower, but he brought the scrap back to the boat when he returned. Humes had purchased a new heater, a modern and compact Webasto, but had not had time to install it. Markku then started this job. At one point, I was worried that Havnegrill, the only “restaurant” in town, was going to close but luckily I got the herd together in time to eat. After returning to the boat, the work continued: the fuel tank was made from a 12-liter water canister, from which I built a fuel line with pump. Humes did the electrical work while Markku was working under the deck. In the end, it stoppedbecause of the lack of one wiring harness. Fortunately, that too was finally found when the cockpit was cleaned up. However, it was already late, so we retreated to sleep in a cool boat, to which, of course, the electric fan blew even a little heat.

Humes: The installation of Webasto took Monday evening more or less completely. However, we showered and ate at a beach restaurant called Havnegrill. The old and apparently original Ebersrächer from the sixties had already been brought to the quay and was intended to remain a hassle for Hasle’s waste business, but I moved it back from the Ariadne quay. It fit well under the back cover, now I just have to figure out what to do with it.

Markku had dug into the starboard box on the starboard side and sometimes disappeared from view, that is how deep it was. I myself started installing electricity on the cabin side and at the same time checked the condition of the air ducts. The pipe going to the bow and toilet was in such bad shape that I thru them away. The incoming heat would therefore remain in the Salon and the owner’s cabin. When connecting the electricity, I decided to make use of the old Ebersprächer switch panel space, where Webasto’s corresponding panel, fifty years more recent, fit surprisingly well. The temperature sensor found its place under the fur plate and I took the power supply directly from the leisure batteries. One wiring harness seemed lost and unfortunately ended the evening installation. It occurred to me that it would have stayed at home when I had to disassemble the heater out of the box so that it could fit on a refurbishment trip I did in April.

Aimo: Tuesday 09.05.2017 In the morning sunny air, winds from the northeast cold and we set off to continue sailing. Eaten sea breakfast and sails gradually up. Towards the north, the wind from the southeast and the mention is really surging and rippling, diagonally behind. Sunny and nice air. Dodge ships that are in the same pipe against each other and others in the same direction. The flight is against a young crew member. In the middle of nothing floated an old tug….

Rain clouds change the direction of the wind and give momentum. The land is no longer visible anywhere. Markku and Skip install Webasto in cockpit under the bench while the other 4 are sailing the boat. The installation goes on all day, with the accompanying tasks, and luckily the device starts up, tuning next to another, i.e. a temporary heater tank. Late lunch is made since the installation of Webasto took so long time and the pantry could not be worked on . “Dancing Chefs Piccu and Aimo” made a Mexican chicken pot, the boat throws and bounces in the waves at a brisk pace.

Markku: The wind forecast encouraged to leave relatively early on Tuesday morning to get involved in the southwest and then southeast winds. At eight o’clock in the morning, however, the westerly wind had already subsided, so the journey towards Kalmarsund was started by engine. After the northern tip of Bornholm, the southerly wind intensified, and we were finally allowed to sail. At the same time, I was able to install the missing wiring harness in the heater as well as a temporary fuel tank built of plastic canister. Webasto started and the sun was shining, chicken fillets were fried for lunch and life smiled again. Since the broken air hose was repaired with a piece of aluminum sheet cut from the beer can and air conditioning tape, the interior really started to heat up - with the exception of the bow, since the air tube leading there was hopelessly bad shape.

Piccu: Morning shower and point to the sea. First, though, I installed the AIS antennas in a better location than the stern rail, that is, in the sturdy former radio perimeter antenna antenna shield under the spray hood. I stated that Hasle was not actually seen because I never had time beyond the port service building. Breakfast was enjoyed during the run and then the installation of the heater continued again. Markku huddled under the deck and Humes set up a carpentry workshop in cockpit. The drill rang and the hammer banged but the boat was still moving towards the finish line, initially with the power of the machine but north of Bornholm we were able to sail the slowly intensifying slurry. The installation of the heater continued throughout the day and during that time the whole cockpit and also the day room were very wide with stuff and tools, so it was not possible to prepare lunch. However, it was worth the wait, as late in the afternoon Webasto started up and really started to push the heat into the boat. Slightly also cockpit, as the exhaust gases of the device were led to a special, meter-long chimney of the original heater, which stands inside the cockpit. It was only late that food was reached, which was the responsibility of the “dancing chefs,” Aimo and Piccu, who gracefully caught up with the chicken meal in step with the boat’s intensified movements.

Humes: In the morning we set off at around 10. We used the engine for an hour after which we turned the bow towards the southern tip of Öland. We raised the sails and continued to connect the heater’s electricity, and Markku got the heater’s fuel system in place. When everything was ready, I turned on the heater but nothing happened. Something was missing ……….. The reason was revealed by the fuel pump connector whose other pin was pushed in so much that no contact was made. After its repair, new start attempts and now the fuel pump started clicking. After a while, the exhaust pipe of the old Ebersprächer started promisingly humming and warming up, and the heat was flowing indoors! A luxury!

After the departure, a route plan was made briefly, the options were towards Kalmar or hooking east via Visby. For a few days, the wind forecasts showed a complete calm, especially around Visby and the Swedish coast with a light breeze. For this reason, and because of the Tuomas feeling slightly seasick, it was decided to head towards the southern tip of Öland and continue from there towards Kalmar.

We are leaving Bornholm behind

Aimo: Moving towards the southern tip of Öland, a brief discussion on the choice of route, I stated that Tuomas needs to calm his stomach and it does not make sense to rush to Visby. So towards the north, the evening begins to darken again and the sun sinks into the horizon. The clouds and clear sky make a handsome contrast, orange-speaking.

At the beginning of Kalmarsundet, when darkness came with rain and strong wind, sleeping at the bow became impossible. The boat jumps and sways in every direction, the water splashes on the deck and comes in some wonder cracks in. Sounds like being driven between barrels, the body rolling and banging. It’s hard to sleep in a punk anymore when you can’t even stay in it. Attempts are made to reef the genoa, but it gets stuck in front, the main sail can’t be reefed from the mast in this weather. Skip goes to the front deck to check genoa problem, Markku twists the rudder, sweating. “Let’s go with these,” Virmavirta once said.

Markku: Kalmarsund The sky gradually covered with clouds and a heavy thunderstorm reached us in the evening. It was mainly Jari, who was at the helm, who suffered. The winds confused by the clouds gradually returned to the intensifying southeast wind, which was already over 10 m / s by evening. As we approached Kalmarsund, Ariadne sailed nicely in the crosswind 7-8 knots, the peaks on top 9 kn. To save sails and rig, we tried to reef the genoa smaller with Humes, but after a couple of laps the roll got stuck. Ariadne, like many of its contemporaries, has two adjacent bow stays to speed up the exchange of bow sails. The second stag has since been fitted with a roller device, the other is a bare wire for hooks. At least in crosswinds with the starboard tack, it happens that the roller sail presses against the loose wire next to it and begins to collect it on the roller. That was obviously the cause of the jam. During taxiing, it should have hung on the bow railing to prevent the stag from becoming entangled, and it was not considered safe in the dark and so fair waves. When the wind was probably soon to be sheltered in the shelter of the southern tip of Öland, we continued with full sails.

Humes: I was on duty at night with Markku before the southern tip of Öland. The wind had intensified and the wind was from the east. Although not seen terribly around, the going started to be very powerful based on the sounds - the speed was just over 9.5 knots at best - and it was in my mind to reduce the genoa. I exchanged thoughts with Markku and tried to make the genoa smaller but the roll rope stopped right after less than a meter taking in. We were on a starboard tack where the roller presses the adjacent stag and apparently that was the reason. I went to the front to watch, sitting forward a couple of meters at a time and moving the safety rope. A couple of times a wave hit me straight from the neckline in before I was in the bow. Very cheered up. I tried to stare at the front edge of the genoa, but the darkness and water coming from the top, bottom and sides made me decide that roll was around the stag. A few refreshing waves still made it through the neckline before I was back in cockpit. The situation was noted and continued with full genoa. Markku gasped and gasped at the helm and asked the genoa to come in to lighten the rudder. Genoa came in, thanks to the winch gear, and Markku said it helped.

Red lights and the southern tip of Öland began to loom in front. The tablet navigator had run out of maps, as had Aridane’s Raymarine, and because Ariadne’s future navigation computer - the Raspberry Pi - was unattached I relied on paper maps. Of course, our location was not on the paper map, and therefore locating was challenging as there were far more lights than enough. After all, Markku dug out his tablet, which worked, and seeing our own location in complete darkness on its map made it much easier to locate and navigate.

We advanced between the coasts of Öland and Sweden and the weather calmed down in terms of both waves and wind, there was a change of guard and I went to sleep.

Piccu: Towards evening we continued in a still intensifying wind, which I tried to enjoy in the dark Room bunk. Judging by the sounds and movements, the boat seemed to be moving quite briskly. Then I suddenly got a bucket of seawater on top of the punk. It came from a ventilation hatch that had been kept open in Hasle and whose protective cover had been missed and prevented the hatch from closing tightly. The sleeping bag, clothes and mattress got wet quite thoroughly. There was no other sleeping place on the boat, so after thinking for a while I dressed my foul weather gear and continued sleep in the same puddle. Now that the heater is working and you can even undress a little before going to sleep, the guard changes last a long time. Namely, you have to dress out properly, that is, all your clothes.

Aimo: Wednesday 10.05.2017 The punching continues, continues and Markku wakes us from sleep at three o’clock. Everyone is awake now. Swapping crews in cockpit, Piccu, Tuomas and Aimo out and the others to sleep if they can. It’s good to get away from the cockpit, stay in the middle of a cold and dark wind beaten by a strait. A lone ship follows in the same direction. Lights loom over the beaches for miles away. Fortunately, the island of Öland cuts some of the swells and the boat calms down. Freezingly cold, + 1 * C, Kalmar and the bridge loom over the horizon and the sun begins to rise from the direction of the eastern sky. The beard in the frost, whether it’s frost, feels like it. Jari wakes up and comes to see Kalmar and the bridge.

Piccu: I got up early in the early morning watch after we arrived in Kalmarsund. The wind had calmed down and Ariadne was sailing nicely towards Kalmar and the Öland bridge. The sun rose in time but it took a long time before it started to warm up. Kalmar was passed in the morning at a temperature of +1 C. Later in the afternoon we passed the magically beautiful island of Blå Jungfru, from which I sent a picture to Maija in Finland. The answer was a picture of a snow-covered car in Viikki.

Kalmar

Humes: I wake up early in the morning just in time for passing Kalmar. The air was clear and sunny and a light wind slowly carried Ariadne past Kalmar. The sunny and nice weather was very cold though but luckily on the side of the temperatures. During the morning I can imagine the air warming again and we enjoyed lunch at the northern tip of Öölan. We even saw two other sailboats, but far away. The end of the wind made the decision to start the fair.

Aimo: The wind is now coming from the east and we aer not rocking anymore, the boat is sailing smoothly at a speed of 5 knots, the crew is allowed to breathe, sleep and eat. At Blåjungfrun, the wind finally trembles, progresses poorly and the engine is started, while eating spaghetti lunch spiced with red wine. Tuomas to sleep.

Markku: Kalmar was passed and we sailed under bridge in the morning in a nice sideways breeze. Two other sailing boats were seen here, no other ones were in sight after Kiel. The journey continued past Dämman and Blå Jungfrun. The sky was cloudless, and several degrees of frost were forecast for Östra Svealand the following night. The next stop was planned for Nynäshamn. The wind calmed at the northern tip of Öland so much that the engine was started for a couple of hours. We sailed again at night. The cockpit was ok place to be under the starry sky, as long as there were long underpants, a fleece intermediate suit, pants and a jacket, and a sailing outfit on top. From a helmet hat and beanie. Boots and a pair of socks on the legs, mittens on the hands, of course, and Eskimo gloves, which are also used on ice sailing.

Blå Jungfrun

Piccu: The night continued in the glow of the full moon, alternately by engine and sails towards the Landsort lighthouse. The speed of the sails did not dizzy and to top it all off, the battery voltage dropped so low that the plotter turned itself off. Markku examined the connections for ground leaks. Personally, I thought something like that was likely, because I thought the power cords had been pulled quite carelessly, for example to the tail light. All the extra metal stuff that had drifted out of the heater installation in cockpit for at least a day was then loaded on top of that cable until Markku got tired of the mess. Humes did claim that the boat’s electricity had been renewed but it seemed to be limited to the main board. In addition, one small electric fire had already been seen as a result of the temporary cable pulls made by the skipper. However, no fault could be located, but the journey was continued with engine power with minimum power consumption. This meant turning off the actual traffic lights and the heater. After all, a small twinkle was left in the mast top as a sailing light.

Aimo: The wind was found again and Genoa is now fully open, the morning watchers sleep, Skip and Aimo stay sailing, speed now about 4.5 knots. Jari, Markku and Piccu can’t sleep now when we get a good pace with the sails. They found a spinnaker in some closet. On the mainland side, a cloudy sea of ​​clear, cold wind bites the helmsman’s face. The boat wobbles quietly, the clock strikes 3 times, i.e. 1730. The wind then stops completely and the engine starts up again. The sun sets on the edge of the cloud again and the moon rises on the horizon, a couple of ships sailing into the open sea. It will be a cold night again. Markku and Piccu take the guards at ten o’clock and go to sleep. The engine continues to work. It’s getting dark.

Markku: After the Traffic Lights had been on for an hour or two, Piccu, who was at the helm, noticed that the plotter was alarmed by too low a voltage and the Traffic Lights were dimmed. The machine was started and I started to wonder why the bad charge status of the leisure batteries is. I was pretty sure there was a ground leak somewhere when the engine had been running for a long time in the afternoon. I started to disconnect the wires going to the mast I connected at the beginning of the trip, but nothing wrong was found. Humes woke up also and thought we had so much consumption that Mersu’s original charger might not be able to fill the big batteries. And there may have been contact interruptions on the charger side. After all, we did have a heater, traffic lights, AIS, a plotter, a navigation tablet and more. And after charging with shore-side electricity, there had been enough electricity for at least a day, the problem only arose when the engine should have fully charged the batteries. The journey was continued saving electricity: only the mast light was left on the traffic lights, and the heater was set to economy mode.

Humes: I woke up at night to start the engine and the movements of Piccu inside. He said the electricity was lost which is why they had the engine on and I started to check it. I dug up the multimeter and measured the charging voltage on the battery around 12.7 volts. Strange. No wonder the electricity runs out because at that voltage the battery does in practise not charge. After wondering some time, I found out to myself that it seems to be pretty pointless to try to troubleshoot lost electricity in the middle of the night, especially when the minimum load was somehow handled. So I went back to sleep.

Thursday 11.05.2017

Aimo: Waking up in the cold stiff, sometimes in the morning. Leisure power is out, heater stopped, no lights, no water, the engine does not charge the batteries, fortunately, however, it has its own battery and works. The skipper measures volts and amperes. I take the helm and the dialysis treatment (filling the day tank manually from the main tank) starts inside again. Outside it’s cold, the sun rises from the front, but it takes time before it starts to warm up. Staying with Onni at the cockpit, the others gone to sleep. Clouds and sun make the scenery stunning. No other boats or ships are visible.

Piccu: Landsort’s lighthouse was ignored on Thursday morning in sunny weather. After breakfast, Markku began, in the absence of anything else to do, to study how the roller reefing of a mainsail works. In a rather weak wind, it was successful, although the preservation of the shape and fit of the sail after the operation remained a bit unclear to myself.

Aimo: The sun rises slowly and the sun’s warm starts to feel in the right cheek, a cap would be good. 8 times to start the other wakes up, breakfast. Then the hustle and bustle begins in the cockpit when the earth is visible, the Landsort lighthouse, Sweden’s oldest surviving lighthouse, information came from heaven to us. Breakfast and coffee, ships come and go towards the harbor. Beautiful sunny weather. Nynäshamn is already visible. Morning waiters on the terrace.

Markku: Nynäshamn Landsort was ignored on Thursday 11.5. in the morning still in beautiful but cold weather. In the absence of anything else to do, the functionality of the mainsail reel was tested. It works. To control the shape of the sail, you should have a pair of ropes of a suitable length ready.

Piccu: The plane continued, but after a trip of three miles to Nynäshamn, Markku suggested lifting the spinn. Some of the crew withdrew from this operation but nevertheless agreed to stop the engine for the duration of the exercise. The remarkably heavy “Spinnakerbaum” was somehow set in place, and when the shallow that appeared on the route had been twisted and Fall’s course had finally been cleared, a huge spinn rose handsomely into the sky. Yes, even the more reluctant part of the crew briskly photographed it. Not long, though, as we approached the harbor, where we docked at noon.

Aimo: Spin tuning began after Landsort’s lighthouse, digging a sail and scouting out. Markku and Piccu went to tune the spinnaker boom. The skipper also woke up. Spinnaker was ready and lifting began. Luckily Onni asked if the red mark is for us, yeah it is and we are on the wrong side! 0.8 m shallow already visible in the bow… We didn’t notice where we were going. At the helm, Jari got the evasive move to succeed, with a jeep and next to spin lifting. The sail pops open and pulls well, a fine orange white blue, the joy stays short when you point to the harbor pool and take it back down.

Markku: The wind was weak and down, so I suggested experimenting with the spinnaker next. At least I got Piccu excited about the idea, and we started assembling the necessary ropes for the bow deck. How the alaga was meant to be fastened and what rope was sometimes harnessed to it remained obscure. A mooring rope pin was now used when nothing else was invented. Otherwise, the thing looked clear and the tricolor spinnaker was lifted. It speeded us so comfortably that the navigation received less attention. Fortunately, the shallow in front was spotted at the last minute.

Spinnaker

Humes: I woke up from the bow to the determined steps on the deck. I dug out of my sleeping bag and, as before, dressed a woolen underwear, a fleece layer, sailing overalls and a winter jacket. Even before I guessed the movement on the deck meant some kind of sailing maneuver and I was right. Piccu and Markku tuned the spinnaker ready for lifting. The lively pace was due to the fact that it was only a couple of miles to Nynäshamn. To put it mildly, the sturdy spinnakerbaum first went into place and after a few moments the blue-white-orange Spinnaker rose, for the first time knowing how long. And well pulled. Nynäshamn began to approach perhaps too quickly and fortunately Tuomas asked if that red cloak was for us. After all, it was and on the wrong side. The 0.8m shallow in front was dodged and the spinning continued for a while longer. Then sails down, the plane starts and towards Nynäshamn harbor. I drove to the harbor as instructed by Piccu and ended up in the side park. A local weather forecast promised a temperature of -2 to -8 degrees in Stockholm County.

Markku: The port office in Nynäshamn was amazingly open, and Piccu got it agreed that the sauna would be heated for us. The eight-hour pit stop also accommodated a visit to the store, dinner and recharging the batteries. Then they were ready to set off for Hanko.

Piccu: The guest harbor in Nynäshamn was open and the girls kindly put us in the sauna to warm up. While waiting for it, an electrical fault was found, dialysis was performed, water was taken and batteries were charged, and the safka cup was used. Since Freja was still stuck in the tracks of winter with my standard plank steak, we went to Järnet for a safka after the sauna. After a really good dinner we left for the sea at 8pm and I sank straight into the punk.

Aimo: To the pier at 1200, to the side park. Markku and Jari to the store, Piccu and Aimo Dialyysiotherapy with the help of Onni. The skipper is investigating a charging problem, not clear, charging with shore-side electricity. Everything for the sauna, which for us heated, good Piccu .. did the right thing for “Nasu-Einaria” to get to the sauna and wash properly. Changed clean clothes on. After the sauna to the restaurant to eat, again the food was good and tasty, as well as cold beers. Aunt knew that Onni was my son, hmm ..

Humes: We made a division of labor after docking. I stayed to solve the loading problem for the boat with Aimo and Tuomas, Piccu went to visit the port office and Markku and Jari went to replenish the food stocks. The cable from the charger to the diode split had been extended, so I opened a well-taped splice as there was one possible fault point where the voltage would be lost. The sequel was originally professionally done and neat so I taped it back on. The voltage of the charger was in the order of 13.5 volts when the motor was running so it would be almost enough but it lost less than a volt in the battery isolator diode package and that would be enough to degrade the charging voltage to almost invalid. I did not find a solution to the problem. Piccu also came to appropriately announce that the sauna was warming up as the port staff had kindly offered to activate it for us. Nothing but a sauna and later in the evening the ropes come off.

Aimo: At 2000 off the pier, we leave again at night, the evening gets dark, towards Hanko. Some sleep and the rest stay in the cockpit to take care of the progression. Our sleeping shift, at the helm in the morning at 0400, good night.

Markku: The weather forecast promised a weak wind between the south and the east, however, with the weakest in the middle of the Baltic Sea and better winds in the north. In the evening, however, when leaving Nynäshamn, the wind was already so weak that it was not possible to get along very well, and instead of a northern banana, we had to drive a crosswind directly towards Hanko. Then the speed remained at just over five knots. The Swedish navy had some sort of training going on outside Nynäshamn, with two Visby-class corvettes and several smaller ships on site. Jari and I were on deck, and it didn’t look like there was anyone rushing us out of the area. As we walked off the coast, we turned off the extra Traffic Lights again to save electricity. After a while, we saw on the right some of the high-speed ship’s Traffic Lights. It didn’t show up in AIS, so we concluded it was either a Coast Guard or a Navy ship, unless then a larger pleasure boat. However, the ship turned to follow us. I thought it might call us VHF, but I didn’t immediately go get a VHF hand inside. Piccu soon woke up to the watch and picked up the VHF while the ship was already starting to illuminate us with a floodlight. This is Swedish Warship… Piccu responded to the call matter-of-factly, meeting difficult names using the international phonetic alphabet. The warship wanted to know at least the name of the boat, its domicile, the name of the owner and the skipper. We knew how to answer everything else, but to find the boat’s VHF ID, we had to wake up Humes. After this, the Swedes were pleased and left.

Piccu: I got up at 0130, when Jari and Markku were on duty in cockpit. Also, there was a bright light that was shown to us from some ship. I asked the guys what the ship was. It was not known, but it was said to have been in it for some time. Due to the bright headlight, the platform was not visible but its engines sounded so loud that I thought it best to get it right inside the VHF phone. After getting it open, a sailboat heading east was called there. The invitations presented themselves as a Swedish warship, the name of which I did not know, so I replied to it with the invitation “Warship”. The ship wanted to know the name of our boat and skipper, its location, radio call, the previous and next port, and the number of people on board. I knew everything else except the radio call, for which I asked the warship, “do you want me to wake up our captain”. The question was not answered, so Humes had to be raised. Luckily, he had all the documents neatly in the folder and the required information was quickly found. In addition, the warship was asked to put on our AIS transmission. When, as instructed by the skipper, I told us we only had the receiving AIS, thanked the warship for their cooperation and left. Fortunately, there was no talk of traffic lights.

Humes: Piccu woke me up at night. Asked something about the invitation code. It took a while before I realized Piccu was talking about a VHF invitation code. I woke up my memory and luckily I had put the official papers like the deed of sale, registration papers and VHF permit in one folder if we happened to run into the authorities. The folder was on the bookshelf, where it had been all the way. I browsed through a stack of paper and FICORA paper was found and handed it to Piccu. I continued to struggle in a sleeping pond in the direction of cockpit and saw Piccu talking to a small hand VHF. England was challenged with someone and used to use the international spelling alphabet. Personally, I wouldn’t have remembered like Alfa and Bravo. The situation became clear after the VHF debate ended and I remained awake for a while. Jari said there was some water in the bilge so I dug the hand pump outlet hose from the cockpit port box, threw it overboard and went inside to pump. After emptying, I pressed back to continue my dreams.

Aimo: Friday 12.05.2017 At night, the Swedish Navy caught up with Ariadne and had a radio conversation, before that the skipper also had to wake up where to come from, where to go, home port and the owner who was on board, callsign, but thanked for the cooperation and wished them good sailing in the end. Those who slept did not know anything about that either. The wind stops and everyone disappears from view, the machines run in the NNE direction. That direction has become familiar. Sometimes again on sails. The shitty tack because Silja Symphony had to be done, Piccu was grumpy because of the whole thing, the ship had room to pass.

Piccu: The wind weakened according to the forecast, and on Friday we were completely calm in the middle of the northern Baltic Sea. It is often said that you rarely see a plaque at sea but in reality it is not so rare. But it’s always handsome to watch, somehow unreal. We were far from everything but a hippie flew from something and landed on the shoulder of Aimo, who was sitting at the helm. Jari tried to lure it with breadcrumbs to the side deck but failed. The hippie continued his journey after getting tired of our slow progress.

Markku: North Baltic Sea The wind forecasts came true and on Friday at noon we were in the middle of the North Baltic Sea in full swing. When the sun was shining and even felt warming, the plane was stopped for lunch and a rare sight was enjoyed - a fat pillow on the high seas. The machine was then resumed with dialysis. It was not until the evening that the wind intensified enough to move with its power. Progress towards Hanko was quite slow because the wind was from the east. Ship traffic picked up again, and while the ships must have seen us on the radar, the sideline distance reported by AIS seemed unnecessarily short for a couple of ships. After all, in the dark, everything also seems to be closer than it is.

Aimo: Let’s watch again on a cold morning, the sun rises. The boat moves comfortably forward. During the day the wind is completely satisfied, shattered somewhere south of Åland and the Finnish Lion, the plane running. Watchdog change and sleep for a moment. Now we are sailing to some extent in the same place. The sea is strangely greasy and calm. The sun is shining and it is almost warm, you can change your beanie to a cap and take off your sweater. The snot indicator floats next to the boat, progress very poor. It starts with cooking, a French apple-onion-pig, with red wine. It was agreed that the chef would be allowed to continue his work. The wind burns and sailing continues. Coffee and side dish Bornholms Bitter for dessert. As an extra litter, Tammi-Jaloviinat for the entire crew. No ships and nothing else is visible. Hanko under 100 mpk.

Calm Baltic sea

Piccu: The sun warmed up so the wildest were out in t-shirts. Safka was easy to make because of the conditions. And well, it was eaten, with business food. However, the temperature dropped rapidly in the evening and the heater ran out of fuel. Its bulk tank had been left deep in the engine room and no one was fascinated by the emptying of the cockpit warehouse. So Markku went through the dayroom door of the engine room, toured behind the main engine, crossed the propeller shaft and filled the tank. The engine was stopped for the duration of the run. Towards the night, the wind finally intensified but turned against it. It is strange how creative it is to stay in the way of ships all the time, even though there were not nearly as many of them as in the South Baltic. Therefore, that Silja could have dodged a bit at night.

Humes: Friday’s slap in the North Baltic was confusing, and the sun warmed up so much during the day that some of the crew lightened their clothes to the originally summer t-shirt level. The speed of between a half and a couple node and the meal was able to enjoy the cockpit well. All the goods remained exactly where they were placed. On the night between Friday and Saturday morning, I was on guard with Jari and when we scribbled a few times we had to turn to AIS for help to make sure we could get out from under the ship. Light and calm.

Aimo: The day turns into evening and the sun colors the landscape into an orange-red night. Let’s keep an eye on Onni again. An orange-orange-looking moon rises slowly from the sea and hurts into the sky. Saturday 13.05.2017 The morning shines sunny and almost calm. Slowly progress towards Hanko and the Bengtskär lighthouse appears on the horizon. The helmsman finally gets a fixed point to steer, no more staring at the NNE or the compass. However, the pace is slow and takes hours, a few vendas have to be taken before we can photograph the lighthouse. A larger Geno was installed alongside the roller genoa, which was hoped to gain momentum in this light breeze. The town’s water tower and church are visible in front, all the men continuing on the deck. There seems to be a lot of space in the port.

Bengtskär

Humes: The Finnish coast was slowly approaching slowly on Saturday morning. Almost a bang was tempted to lower the sails and ride the rest of the plane, but this temptation was avoided. Bengtskär appeared and the journey continued slowly, the wind was weak against the tight. After Bengtskär, the “light” genoa was replaced by rullagenua. In practice, the change was made by rolling the genoa in and lifting this “light” genu to another bow stagger because it had hooks, It had not been used before on this trip and it turned out to be about the same size as the Rullagenua. At least it didn’t affect the pace in any positive way and around Morgonlandet we lowered the sails and put the machine to work.

Markku: Bengtskär was seen on Saturday morning and the screaming continued. Shortly before Morgonland, a plane was launched and moored at the stone pier of Hanko’s East Harbor in four countries in the afternoon. The port’s services were still closed, but Piccu found out that the sauna at the Baltic Sea gate could be accessed. So by ferry there, and took a long and earnest sauna. The sauna also had a couple of Inco-based builders who were doing a gig on the construction site of New Apartments in East Harbor - and lived in the harbor in Nauticat.

Piccu: On Saturday morning, a brother was taken to the Bengtskär lighthouse when it was supposed to be taken. It was thus possible to better describe it and the huge flocks of waterfowl floating next to it. The sun was shining and everyone was on the deck enjoying an offshore meal and a cold plate before lunch. Another attempt was made to gain momentum with another genoa, but in the case of Morgonland, Mersu was put to work and I sank into a punk. In the port of Hanko, a berth was moored and it was stated that we had left Kiel exactly one week earlier.

Aimo: In Tulliniemi, the Finnish flag is in half pole, President Koivisto is dead. Dock in front of HSF, and jump ashore. It is about 1715. There are two other sailboats on the pier. Let’s sail from Languages ​​to Hanko in a week, evenly. Well done.

Humes: Hanko harbor on the west side of the break-in is still a little confusing to me at least, even if one of the big stone is removed and the signs clarified. There was a boat just lowered in front of the HSF at the Parade Ground so we stayed on the same dock but a little outer stern to the buoy. The clock was the same as the afternoon on Saturday and we were practically home! A week ago we had left Languages. It was the turn of beers and GDs. At the same time, I distributed to everyone the Ariadne t-shirts in memory of the trip. After the bowls, I adjusted the miscellaneous and wondered the journey and what to do next. By that time, Piccu had deservedly solved the sauna quite briskly and announced that the Baltic Sea ferry was already waiting for us to take a sauna. I collected my sauna stuff and moved myself to the Baltic Sea gate ferry where the others were already waiting. Rarely has the sauna felt as well-deserved as it is now. Even though the trip was not like a week behind, it felt like a longer trip had come. In addition to us, there were a couple of builders in the sauna who were building beach houses.

Ariadne at Hanko east harbour

Aimo: Piccu came to announce that the sauna is warm at the Itämeren Portti side. Clean clothes and the ferry driver is waiting for us. A week of cold ice on the benches, now feeling great, overwhelming. Searched for a place to swim, but fortunately was not found. In the evening to Origo to eat, a long formula with all the by-products. Accessed the boat only after midnight, wherein nightcaps further to 1.30. The refreshments were enjoyed in moderation and the highlights and misconceptions of the trip were gone through. In the morning there is no hurry to get up.

Markku: After the sauna, the shipping company offered dinner at Origo. Our outfits were uniform because Humes had distributed t-shirts to everyone with the Ariadne name and side image embroidered on them. On the morning of Mother’s Day, the crew disbanded so that Humes, Aimo and Tuomas were left to take care of transporting Ariadne to Inkoo, while Jari, Piccu and I left for the Helsinki metropolitan area. Before that, of course, it had been agreed that we would write a story about the trip to LaBu.

Piccu: Mother’s Day morning in Hanko was sunny and after a good breakfast Markku, Jari and I left the ship with a great boat-home transport, which Markku had arranged again. Humes, Aimo and Tuomas stayed to transport Ariadne to the home port of Inkoo. This was definitely the best week of spring!

Aimo: Sunday, May 14, 2017 The morning brightens again in the sun. Breakfast in the salon. The retriever arrives and Jari, Markku and Piccu leave home on rubber wheels.

Humes: Summed up: To quote Kotiteollisuus (finnish heavy rock band) song: Helvetin hieno matka - Helluva Great Journey!

When I first thought about this possibility in the fall of 2016, I thought this could turn into a great journey. In reality, it became a hell of a lot finer than I ever dared to hope for. Problems could not be avoided, but they were well overcome and fortunately nothing serious happened. Thanks to the best possible crew all together and separately. You are inherently excellent.

Route with dates

Next -> Kiel - Inkoo - part 2 , previous -> Kiel - Inkoo - part 1