It’s billed as the first test/demonstration in the USA of towing one of the new crop of ultra-large ships. Here’s the word:
Posted May 21, 2014
ALAMEDA, Calif. — Coast Guard Sector San Francisco personnel and CMA CGM – the third-largest shipping group – along with other local industry partners tested the Bay Area’s capability to tow ultra-large container vessels during an exercise Wednesday.
The vessel used for this exercise was CMA CGM’s Centaurus, an 11400 TEU container ship measuring 365 meters, or approximately 1,200 feet.
The purpose of the towing demonstration was to test the capability of existing tug assets within San Francisco Bay to connect to and tow an ultra-large container vessel.
This exercise marked the first such attempt in the United States. The demonstration was intended as a learning experience conducted within the confines of the Bay to enhance preparedness for emergency towing operations either in the Bay or in the approaches to San Francisco.
“The Coast Guard is excited to be a part of this groundbreaking demonstration,” said Capt. Gregory Stump, commander of Sector San Francisco and Captain of the Port of San Francisco. “This is a prime example of the forward-leaning posture of the San Francisco Bay Area Harbor Safety Committee and a testament to the commitment of our maritime community to safety and environmental protection.”
“There will be many important lessons learned from this exercise,” said Coast Guard Cmdr. Jason Tama with the 11th Coast Guard District prevention division. “It was a great example of the Coast Guard, Harbor Safety Committee, and maritime industry working together to ensure we are ready to respond to an incident involving an ultra large container vessel.”
Commenting on the operation, Marc Bourdon, President of CMA CGM America declared, “We are very proud to cooperate with the U.S. Coast Guard and the San Francisco Harbor Safety Committee for this drilling exercise, which illustrated CMA CGM’s strong commitment to safety and security.”
The CMA CGM Group is a leading and recognized industry player in the field of safety and security, and constantly aims to achieve the highest security standards at all times, Bourdon said.
After a truly amazing public appeal by a number of British public officials, well-known sailors, and 200,000 random civilians who signed an online petition, the U.S. Coast Guard yesterday resumed its search for Cheeki Rafiki, a Beneteau First 40.7 that went missing on Friday while returning to the UK after racing at Antigua Sailing Week. Joining the search are elements of the World Cruising Club’s ongoing ARC Europe rally, led by the Outremer 64 catamaran Malisi (see photo up top). Yachting World’s technical editor Matthew Sheahan has also posted a detailed description of the search areas now involved and is urging any yachts transiting the area to join in the effort.
It makes perfect sense, of course, that people on yachts should help find the four missing crew from Cheeki Rafiki. But there is an element of risk involved–the overturned hull found by a container ship on Saturday, which presumably was Cheeki Rafiki, is certainly a hazard to other yachts. I would hate for anyone to find it by running into it.
If anyone does find it again, here’s another question: what exactly do you do with it? Is there any way to flip it over again? If not, how do you inspect the interior? Even for a well-equipped, well-trained diver, I imagine it would be a challenge.
Matt Sheahan in his post argues against the scenario I discussed in my last post, that what likely happened was that the boat suddenly flipped before the crew could deploy and board a liferaft. Sheahan urges the loss of the keel might have been gradual, giving the crew time to react. Others have argued that the fact that there were two personal rescue beacon hits from devices lit off in sequence, one after the other, proves that there must be survivors in a liferaft.
Again, the question in my mind is: under what circumstances do you have time to board a liferaft without bringing along the ship’s EPIRB? Two PLB hits in sequence does, of course, suggest there are two or more people cooperating on getting rescued, but they could just as easily be together in the water as in a raft while doing it.
I have read one report that states the ship’s EPIRB was ignited on Thursday, when the crew first reported they were taking on water, but no source is cited and I find no other reports confirming it. Given what we know, it seems unlikely. The crew reported Thursday they had a leak that was under control and that they were diverting to the Azores; given their experience, you wouldn’t think they’d also light off their EPIRB at this time. If they had, SAR resources would have immediately been focussed on recovering them.
One can only assume that the Coast Guard’s working assumption when they called off the initial search after just 53 hours was that any survivors had to have been in the water. I believe they made the right call resuming the search, given all the interest and unusual circumstances, but realistically I think the odds of finding survivors are slim.
Here’s yet another question I’m asking myself: if this had been a plain-vanilla cruising crew instead of a reasonably high-profile racing crew, would Robin Knox-Johnston, Sir Ben Ainslie, the British government, et al, have gone to such lengths lobbying the Coasties to keep on searching???
Written by Ben Ellison on May 20, 2014 for Panbo, The Marine Electronics Hub
I’m not sure whether to thank or curse the Panbo reader who got me hunting for NMEA 2000 cabling equipment on eBay. There is a thrill to picking up a $290 Turck JBSS 57-811 DeviceNet multi-port junction box for about $35 to $45 with shipping (and there seem to plenty left here, here, and here). It’s beautifully made — fully potted with nickle-plated brass connectors and gold-plated brass contacts, plus a built-in voltage indicator — and it can definitely be a useful part of most any boat’s NMEA 2000 network, as I’ll demonstrate. But you may find yourself up late looking for related heavy duty N2K network components, probably getting confused by complex nomenclature and maybe even buying stuff you can’t use. Then again, you’re apt to learn how many ways there are to build a valid N2K network…
The cable and connector standard adopted for NMEA 2000 is a subset of the DeviceNet standard used in industrial automation, and if you try to equip your boat with used or surplus DeviceNet gear found online, the term “subset” will take on new meaning. It turns out that there are many forms of DeviceNet, and several of them are useless for N2K. But on a happier note, I’m pretty sure that the eBay purchases above constitute a small, high quality NMEA 2000 network at a bargain price. Recall that N2K includes two five-pin connector sizes, generally called Mini and Micro and perhaps best seen on this Maretron page. I’ve only seen the misnamed Mini connectors — they’re 7/8-inch in diameter — on large vessels, generally used for the trunk or backbone cabling with Micro drops to the various devices. Apparently, that’s also a common connector architecture for industrial automation, which explains the design of the Turck junction box and the preponderance of Mini size cabling when searching eBay for DeviceNet cable listings.
So the Turck JBBS 57-811 junction box is designed with male and female Mini ports for the network trunk and 8 Micro female ports for device drops. But in the photo above, I’m using one Mini to insert 12v power with terminating resistors screwed into the other Mini and one Micro port. In this case the JBBS is the entire backbone with 7 female Micro connectors ready to accept drops up to 6 meters long each. I’m also demonstrating how you can check for the proper 60 Ohm resistance across the white and blue data wires, because you may recall that NMEA 2000 is an impedance-driven networking technique. Heck, you could just use the Micro ports for all the connections, though it would be a bad idea to leave the Mini port contacts exposed (fine Turck male RKF-MC and female RSF-MC closure caps are available surplus, and there are probably many alternatives if you can find them).
By now you’ve probably realized that yours truly spent part of his winter collecting components for an N2K network that may be heavy duty enough to run a serious assembly line, but before discussing further, let’s look at a couple of mistakes. Doesn’t that look like a nice 0.8 meter Micro drop cable with a 90° female end handy for attaching to the back of many N2K devices? Well, look a little closer, because that male connector is not Micro size, but rather an even smaller DeviceNet standard size, variously called Nano or Pico. (Turck calls Micro size connectors Euro or EuroFast, by the way, and there are many such impediments to eBay search and identification.) At any rate, there are hundreds of these cables available on eBay for some reason, sometimes for as little as $5 each. At first, I thought they could be used with a raw wire junction box like Furuno’s or Actisense’s, but the cable is also UltraThin size with 26AWG wires, which is not up to N2K specs. Anybody want them?
I was also disappointed with this surplus DeviceNet power tap, though it’s built like a tank. I presumed that the two pairs of power leads meant that I could separately switch the two sides of the trunk line, as explained here on Panbo. But testing — and the further research I should have done in the first place — indicate that both power feeds go to both sides of the network, enabling redundant power sources instead of splitting the trunk. Note that Maretron obviously sources their Mini Powertap (PDF here) from the same source, except that theirs has two female backbone connectors, so that if you ever open the network live, the male pins shouldn’t be hot (unless the gender was changed somewhere). Meanwhile, Maretron’s Micro/Mid Powertap Tee (PDF here) is truly split (as is the Actisense QDP), which also helps with the issue of voltage drop in a large N2K network. Of course, voltage drop is also prevented by the 15 or 16 AWG power wires found in the Thick or Mid size cables that typically come with Mini size connectors, but note in the photo that a careless eBay shopper can find Mini cables that are the Light size (with 22 AWG power wires) normally found with Micro connectors…
It took a while, but eventually I learned to check attractive looking eBay offerings with manufacturer sites or PDF catalogs. It’s often easier to use parts numbers instead of product names, because the latter can get wicked confusing. “NMEA 2000″ is never mentioned in this world, but sometimes you’ll see DeviceNet Micro/Euro/whatever cables that sure look like they’d be useful in our world. Like the Turck Daisy Chain cable above, which could very neatly provide a drop to, say, three N2K devices in a tight helm pod. It seems like the design takes care of the NMEA’s concern about daisychained displays where the network actually passes into and out of the device (though most major manufacturers offer it anyway). Unfortunately, I’ve never seen one of these cables outside of the Turck Connectivity Catalog, but the point is that DeviceNet is a sprawling and interesting cable standard.
So here’s another potential N2K network making use of the nifty Turck JBBS 57-811 junction boxes. I believe it’s valid to run the backbone through the junction box, but a better practice is to drop the junction boxes from the backbone. For Gizmo, I found some Mini size Tee connectors, including some with one female Micro drop connector, so most of the backbone is Micro size with Thick or Mid cabling, as are the drops to three JBBS junction boxes. It’s overkill, for sure, but there should be no voltage drop issues and plenty of room to grow. For now, it has one power feed fused 4 amps to account for all the Micro Thin cable drops, but I’ll keep hunting for a neat way to split the power into the Micro backbone. (I’m also switching the boat’s SimNet network to regular Micro, both because it will make device swapping easier and because Simrad is making the same switch. I didn’t have any problems with SimNet, though.)
If I’ve misunderstood something about quality NMEA 2000 cabling and the stuff that can be found used or surplus online, I dare say I’ll be corrected pretty quickly by readers and/or manufacturers. But I also modeled the network with Maretron’s ever better (and still free) N2KBuilder software. I was pleased to see that it recognized my hybrid Mini/Micro network as having a valid trunk and branch design with plenty of voltage. Note that I used two Maretron 4-drop Micro Multiport boxes (PDF here) to represent each JBBS 8-drop box (and note that this whole entry can also be argument for some to simply stick with NMEA 2000 certified cable and connectors made or sourced by quality marine electronics companies like Maretron). I purposely made one mistake to illustrate the point that even a fee Tees can serve like a multi-port box, but not when the total cable length from trunk to device exceeds 6 meters. Now, what mistakes have I missed?Click here to read comments about this Panbo entry, or add your own.
We’re in the tropics. There is a lot of sun. We can cook with the sun. It makes sense, right? Still, you don’t see a lot of solar ovens on boats- and that’s too bad.
1. Your galley stays cool.
This is an excellent feature for retaining the sanity of the primary cook aboard (moi) because I don’t have get cranky while I drip sweat in a hot galley, or heat our boat while I’m cooking (it kills me that for the gold plated price they command, Force 10 – like most boat ovens – are not insulated. why, people? why?).
2. You use less propane.
Sometimes, it’s very hard (or very inconvenient) to refill propane. Papua New Guinea? Sorry, but the islands we visited din’t have roads or electricity, and they definitely didn’t have propane available… local cooking is done over a wood or coconut husk fire. Indonesia? A strangely unique fitting is used locally, and most places wouldn’t refill our US tanks. We can go about three months on our two cylinders. Being able to extend that time with a solar oven is really helpful.
3. Dinner is cooked while you’re doing other things
Point it into the sun, and during peak hours the oven heats up to 200-250F. That’s kind of like having a crock pot on deck, which slowly turns out a delicious meal over the course of an afternoon and meanwhile… there are far better things that I can think of to do with that time!much rather commune with the fishes (Surin islands, Thailand)… …or hike with my family (Komodo National Park, Indonesia)
4. Food cooked by the sun is DELICIOUS.
I am not clear on the underlying science, but vegetables cooked with minimal added moisture retain flavor better- I suppose because it’s not lost into steam? Whatever it is, veggies keep a brightness that’s lost on the stovetop or oven. Tough meats (which is mostly what we can find) tenderizes nicely with slow cooking. A whole chicken (stuck into raw rice with a little water) cooks to falling-off-the-bone deliciousness, in about 4 hours. It bakes a carrot cake that was to die for. Back in the less humid Mexican climate, we’d also dry fish jerky and make sundried tomatoes. Too humid in SE Asia, unfortunately.
If you’re planning to go cruising, this is a great galley gadget to try in advance- kind of like a pressure cooker. Have fun with it and get used to it in advance- why not? When we first picked ours up, it was delivered to my family in northern Michigan (on our Escape from Hurricane Season grand road trip of 2009). Up there at latitude 43 or so, it made delicious ratatouille, baked potatoes, corn on the cob, hard boiled eggs, and more.
What’s the catch?
It’s just the bulk, really. It’s a big box, it doesn’t collapse, and it does take up a chunk of space. It’s got a special corner on deck where it lives, and we really would rather minimize what’s on deck… but there’s not another option. We didn’t get the optional reflectors, so I can’t bake loaf bread well (quick breads and cakes are fine, though). That’s it. This thing is great!
I want to plug the Solar Oven Society specifically- their oven is made from recycled materials, and sales of it support their extensive nonprofit work to bring these ovens to those who truly need it. In the five years since we got their Sport model oven, it’s taken a beating: the side clips have rusted and fallen off, the plastic cover is crazing from UV exposure (ironically)- but it still works FINE, it’s just not “new” looking anymore.
Have you used a solar oven on your boat? Let me know in the comments, or share a picture by posting to Totem’s Facebook page!
Solar savvy readers know we get aaaalll heated up when you read this on the Sailfeed website.
May 19, 2014
Kenny Read gets some good rides. This time he’s on JK6, Jim Clark’s J-Class sloop, Hanuman, a modern replica of Endeavour II. In 1937, T.O.M. Sopwith brought Endeavour II from England, hoping for the same speed advantage he had enjoyed—and wasted—with Endeavour in 1934. Mike Vanderbilt was waiting for him with Ranger, an all-time great, and that was the end of that.
The way the J Class has organized itself, you’re allowed to build from a design that was never constructed, or to replicate a boat since lost. The original Endeavour II was scrapped in 1968.
What we have here is just a little big-boat porn and some words from the Menorca Maxi press office—
Ken Read and his crew trained on Monday off Port Mahón, under relatively flat seas and moderate breeze. Official photographer Jesús Renedo went onboard and captured the beauty and excitement of the J-Class.
Racing at Menorca Maxi runs from Thursday, May 22nd to Sunday, May 25th. The schedule calls for three days of windward/leeward races and one day of coastal racing with the first warning signal at 12:30pm local time every day.
The event is an initiative of the Island Council of Menorca and is organized by Club Marítimo de Mahón, with the support of Port of Mahón, one of the Mediterranean’s biggest and most beautiful ports. Being chosen by two of the world’s most prestigious superyacht classes is a clear demonstration of Menorca’s know-how and ability to hold world-class sailing events.
Follow the Menorca Maxi regatta via the event’s official website, Menorca Maxi, is your comprehensive source of information, with daily updates, official results and plenty of high-quality photos and videos.
From U.S. Coast Guard District 11 Public Affairs:
Posted May 19, 2014
Harbor Safety Committee to evaluate Bay Area emergency towing capabilities on an Ultra Large Container Ship
ALAMEDA, Calif. — The San Francisco Bay Harbor Safety Committee, in coordination with the Coast Guard and local industry partners, will be evaluating the region’s capability to respond to an emergency involving an Ultra Large Container Vessel on San Francisco Bay. The drill will be held Wednesday in South San Francisco Bay in the vicinity of Anchorage Nine, and will involve multiple tug boats simulating an emergency tow of one of the largest container ships currently calling on California ports.
The purpose of the towing drill is to evaluate the capability of existing tug boats within San Francisco Bay to tow an ultra-large container ship. This will be the first such drill conducted in the United States.
The drill is intended as a learning experience conducted within the confines of the Bay to enhance preparedness for emergency towing operations. “The Harbor Safety Committee is dedicated to maintaining a safe maritime transportation system,” said Capt. Lynn Korwatch, Chair of the San Francisco Bay Area Harbor Safety Committee. “I am proud of the local maritime community’s efforts to take this innovative step toward improving readiness.”
“The Coast Guard is excited to be a part of this groundbreaking drill,” said Capt. Gregory Stump, Sector San Francisco commander. “Ships calling on California ports continue to get larger, and we are working with our port partners to ensure we are ready to respond to an emergency.”
Sponsor: San Francisco Harbor Safety Committee
• Coast Guard Sector San Francisco
• San Francisco Bar Pilots
• CMA – CGM, LLC
• Harbor Safety Committee – Tug Workgroup Members
D11 Public Affairs
The U.S. Coast Guard are coming under major pressure today after they announced yesterday they were suspending their search for possible survivors from Cheeki Rafiki, a Beneteau First 40.7 that went missing in the North Atlantic about 1,000 miles east of Cape Cod on Friday. On Saturday a container ship participating in the search, Maersk Kure, found an overturned hull, with no keel (see photo up top), that most likely was Cheeki Rafiki, but they were unable to inspect the hull closely and found no other debris, no liferaft, and no other signs of survivors. Various luminaries, including Robin Knox-Johnston, the crew’s families, and tens of thousands people who have endorsed an online petition are pleading with the Coast Guard to resume the search.
Cheeki, which is managed by a British firm, Stormforce Coaching, had raced at Antigua and was being delivered back to the UK by an experienced crew of four. They contacted Stormforce on Thursday to report they were taking on water and were diverting to the Azores. On Friday two satellite rescue beacons were ignited–evidently these were personal beacons, not the ship’s EPIRB–and there’s been no word since.
Cheeki Rafiki racing at Antigua earlier this month. She finished first in the CSA 5 division
Last known location
A very tough call this. Knox-Johnston and others are claiming it is “very likely” the crew is adrift in a liferaft, but I’m not so sure. Assuming that the overturned hull is the boat in question, it may be she flipped very suddenly when the keel fell off. (An impending keel failure may well be what was causing the leak.) Two crew on deck thrown suddenly into the water as the boat turtled would explain the personal beacons being ignited. A sudden inversion would also explain why the ship’s EPIRB, presumably stored below, wasn’t ignited. If there was no time to light off the EPIRB, there likely wouldn’t have been enough time to launch and board a liferaft.
It’s a shame the container ship crew couldn’t check out that hull in detail. There could be bodies onboard. But conditions at the time were very strong, and a container ship, obviously, isn’t equipped for that sort of work.
My sudden-inversion scenario is purely speculative, but based on the facts we have now, it seems the likeliest explanation. It certainly makes you think about modern keels. I have bloviated before about the vulnerability of keels on high-end race boats, but this was a common production boat. Unfortunately, other such boats have also lost keels in the past. Call me old-fashioned, but I like to take it for granted that my keel will stay put.
The Coast Guard reports they searched 53 hours for survivors, and that the estimated best-case survival time given the conditions was 20 hours. The crew onboard were James Male, Andrew Bridge, Steve Warren, and Paul Goslin, all from great Britain.
Many years ago, I stood waiting for a train in Switzerland. Shortly before my train was due, a very apologetic-sounding announcement came over the loudspeaker. By the third repetition, I had the Swiss-German mostly deciphered: our train would be two minutes late, and the management was deeply sorry for the inconvenience. A collective sigh went up along the platform. The elderly ladies waiting beside me were particularly put out, and continued to grumble until the train arrived – precisely two minutes late.
As a Canadian, I can’t say I would have noticed a two-minutes-late train. That falls within the standard error of “on time” as far as I am concerned. A five to ten minute grace period doesn’t seem unreasonable. In Germany, they want to run their trains like the Swiss but in fact run them like the Canadians, so, again, waiting an extra few minutes from time to time isn’t much of a surprise.
But the French, as has been widely noted through history, are different.
Last week, the girls and I were invited to spend Sunday with friends in another bay. I took a look at the bus schedule, and determined our bus would leave the station at 9:58am. And, since I wasn’t sure exactly where to wait, I decided to get there a few minutes early, just to be on the safe side. As we crossed the street at 9:45am, I saw our bus pull into the station. We sauntered in, joined the end of the line, paid our fares… and the bus pulled out. I looked at the clock. 9:47. I can understand leaving a few minutes late, but early? That hardly seems sporting. Surely this was an aberration. Maybe the driver forgot the check the clock.
I forgot about the incident until Thursday. The girls and I were off to visit Erik in Brisbane, and I had booked the airport shuttle for the three of us: 2:35pm, in front of the shuttle offices. As we left Stylish’s school, my phone rang.
“Hello, Mrs Schaefer, this is Ar-en-ciel. The shuttle is waiting – will you be here soon?”
I checked my watch. 2:20pm. ”We’re two blocks away,” I said. And the girls and I huffed over the hill with our bags.
As we settled into the shuttle, we endured some disapproving looks from the other passengers. Clearly, we had made everyone wait. I double-checked the time on my receipt. Yes, 2:35pm. But, somehow, still late.
We arrived back from Brisbane last night at one in the morning. I shoveled the girls into bed and fell asleep myself. At 6:00am, my phone alarm went off. It was suspiciously bright outside. As I rolled this information around in my brain, I realized that I had forgotten to change my phone back to Noumea time: it was really 7:00am. And, inevitably, this is Parent’s Week at school. Indy and I were due at her school for breakfast… at 7:00am. Which, given recent events, meant we probably should have been there at 6:45.
I exploded out of bed, threw clothes and baguette at the girls, locked up and ran. As I went, I called my neighbour who usually drives the girls to school. I was late and sure to be in trouble with her.
“Not to worry,” she said, puzzled at my tone. ”We still have plenty of time to make the breakfast.”
And, sure enough, all of the parents were at least 45 minutes late for the coffee and pain au chocolat. The event went on in a leisurely fashion until 8:30am,when everyone tossed their cups in the trash in a synchronized fashion and left.
So, I still don’t understand French timekeeping. Sometimes you have to be ten minutes early. Sometimes you are better off being half an hour late. I suspect everyone has a cranial implant that lets them know which is which. But maybe Tourist information could publish a handy guide to help clueless anglos like me. And, in the meantime, I’ll try not to miss too many planes.
Increasing energy produced from wind and sun are part of our ongoing power projects on Totem. Silentwind was a clear standout from the available options, with the two key benefits we wanted: more power, and QUIET. The cool blue blades? Bonus. But let me back up a little… there’s more to the story.
When we purchased Totem in 2007, there were 300 watts of solar panels installed on an arch at the transom. During our early cruising days In Pacific Mexico, we had fewer than five days of rain over nearly a year and a half—the perfect place for solar! After a year, we wanted to boost our available power (this, along with four-foot-itis, is a chronic disease among cruisers…). Panels were increasingly affordable, so naturally, after a year in Mexico, we added a wind turbine.
Sure, there was a lot of sun, but there was also a lot of wind in the daily thermals. Anchored in Banderas Bay, they blew with clockwork like consistency. We often had breezes at night, too: hours you can’t harness the sun. Besides, we liked the idea of diversifying our power sources.big winds hid behind the mountains in the Sea of Cortez
This wasn’t just about Mexico. Despite the glorious cruising photos of blue skies and stunning weather, lower latitudes ahead would also bring shorter days, an increase in cloudy days, and trade winds. With less sun and more wind, complementing our solar panels with wind power made a lot of sense. Solar panels may look cheaper for amp at the outset, but it’s no good at all unless you have sun.
Sure enough, as we’ve added up months and miles closer to the equator, that’s pretty much how it’s panned out. Sitting in an atoll with the trades blowing through, we’d listen to the turbine putting power in the bank all night.This generator earned a name: Pepe. Baja, Mexico
I’ll emphasize: we’d listen to the turbine. The downside of our initial wind gen was the noise. For that first turbine we had chosen an Air Breeze for value, and the fact that it would begin supplying power at lower speeds. Unfortunately, it provided that power with the kind of noise that gives wind turbines a bad name. Noise was worst at lower wind ranges, which meant every time it would spin up or wind down as the breeze fluctuated we (and our neighbors) had to listen to the whining drone. We joked that it was a great alarm for changes in conditions at night, waking us up with any shift in the breeze… but really, there are better ways to do that. Our master cabin is aft, and the turbine was only about four meters overhead. It was also only 200 watts, which didn’t seem like a big deal at the time–but once in the tradewind zones, we jealously eyed the boats with 400 watt models.
Between Mexico and the Marquesas, we burned 36 gallons of diesel. There were hours in the doldrums to get through, but much of this was necessary for charging. Between our watermaker, refrigeration, and autopilot, we had a baseline of need that we didn’t quite meet with the 300 watt solar + 200 watt wind.
Back in 2009, Silentwind didn’t have a wind turbine for the marine market, or I’m sure we’d have given it a close look. They did manufacture turbine blades which could be fit to make other manufacturer’s models quieter, but we weren’t sure it was a necessary cost. Hindsight? Worthwhile. Hind-hindsight? Happier yet with the more powerful 420 watt turbine from Silentwind that’s on Totem right now.
Being able to live off the grid is a pretty great feeling. Solar and wind power working for us, no carbon cost to charge the battery bank for on-board power needs, and the very practical benefit of extending our cruising range. There are corners of the world where it’s hard to source fuel, and these are places we like to be. With the new turbine, we’re putting in more than ever now, we’re doing it without the sharing the whine of a dentist’s drill from our boat with the rest of the anchorage.
Up next: installing the new Silentwind generator.
Powered up readers know we love it when you read this on the Sailfeed website.
You might not recognize their names, but Jean-Charles & Antoine have been at the top of the multihull game for some time, and I had the chance to chat with them in Bermuda during the ARC Europe stopover. Both guys are French through and through (and I love their accents), and the French are nuts about multihulls. They were commercial mariners and fisherman, respectively, but got invited to join the crew of Geronimo, a 110-foot trimaran that was purpose built to break all the speed-sailing records in the early 2000′s. They were both onboard for much of the campaign, including the Jules Verne Trophy (63 days nonstop around the world), the trans-Pacific California to Japan record, the round Australia record and on and on. We spoke aboard the one-off VPLP-designed cat Tosca that had just sailed the 650 miles from Portsmouth, VA to Bermuda in 3 days (!), with a top speed of 18 knots. And this is a cruising boat…Jean-Charles & Antoine couldn’t have been nicer hosts – two days later, they invited Mia and I onboard for an evening of wine and cheese and great conversation. Jean-Charles also got me in touch with Mathias Maurios, the actual designer of Tosca who works for VPLP in Paris, so I’ll be having him on the podcast soon! Thanks guys!
Back when I published my blog post about abandoning the Alpha 42 Be Good Too in January, I told Gregor Tarjan, president of Aeroyacht, builder of the boat, that I would publish in full any statement he cared to make about the incident. He declined at that time, but he has decided to make a statement in response to the story about the incident (which I also wrote) that has appeared in the current print edition of SAIL.
STATEMENT IN RESPONSE TO INCIDENT OF “BEE GOOD TOO”
by Gregor Tarjan, designer of the Aeroyacht ALPHA 42 catamaran BEE GOOD TOO
The following statements are in reaction to SAIL magazine’s article in the May 2014 issue, “Abandoning BEE GOOD TOO”
I was not aboard this delivery so my opinion is purely based on the facts regarding the construction of the boat and the circumstances in which the crew founds themselves. Since the January incident I have answered 100′s of emails and phone calls from readers and customers who were eager to know more. The purpose of this statement is not to accuse or criticize but to share our perspective with those interested and provide information that was omitted from the article. Rumors are often based on theories deriving from incomplete information. This letter might help clarify.
“Casual” is the one word that comes to my mind when thinking of the misfortune of BEE GOOD TOO. It describes the entire preparation, execution and abandonment of our boat. Points below describe my perspective for this view and the circumstances leading to the accident which, otherwise, may have been avoided. Nevertheless, in spite of the odds, the boat’s integrity and structure withstood the worst weather and kept the crew alive!
1) TESTING: Alpha Yachts tested the boat for weeks before handover. On the final test I, personally, sailed the boat under very harsh conditions by sailing it shorthanded, counterclockwise around Long Island in blizzard conditions. Outside temp’s averaged -20 Fahrenheit (-28 Celsius) winds were up to 40 knots and (short) seas about 10′ high. My plan was to test to the breaking point. A constant sheet of inch-thick ice covered the deck and at one point the boat was buried under 30″ of snow. The generator, engines and all the systems ran, non-stop, for 14 days to avoid freezing and becoming inoperable. Every system worked flawlessly.
Was the boat perfect? Of course not, no boat is. There were issues: minor leaks (not dribbles) appeared through the seals of the saloon windows, emergency hatch seals, forward deck hatch seals and forward starboard to crossbeam attachment. Subsequently boats to be delivered this year by the builder, have been altered to eliminate these shortcomings. When I short-stopped in Port Jefferson, NY, all these issues were attended to so that I felt secure to continue the test and hand over the boat to the new owners in New Jersey.
2) SCHEDULE: Each and every crew member had a time based commitment to fulfill shortly after the boat arrived at its destination as they had verbally expressed to me. Anyone who goes to sea in a sailboat certainly well knows that a fixed schedule is a risk factor one does not wish to adhere to, most definitely when sailing a new vessel on a direct route offshore, in the North Atlantic, during one of the most severe winters on the U.S. meteorology record. Many readers on the forums have criticized the fact that when the crew was only 70 miles East of Norfolk, VA a forecast of an impending Low easily allowed a turn to shelter. Instead the opposite was decided—the boat was directed Eastward into the path of the storm. I will refrain from a critic of this decision made by the captain. I was not aboard. They may have felt sufficiently assured to face the worst.
3) PREPARATION: At the owner’s request I, personally, placed and stored the items, he furnished, aboard the boat; giving me first hand knowledge of the inventory of BE GOOD TOO. I noted that there were no spare parts provided, no voltmeter, no tools to speak of except for a small case of home builders’ tools—certainly a questionable manner of equipping oneself for a leaving shore.
No time was allotted for becoming acquainted with the boat. Should one sail aboard a brand new boat without a primary level of familiarization? No member of the crew had, because to do this, time did not permit it, since there were future commitments to be fulfilled.
Casual? Overconfident? In a rush? From my perspective all of the above.
3) JIB LEAD: The self tacking jib lead from SELDEN never worked properly. I had noticed this on my test of the boat. SELDEN promised to send the correct fitting but it would take them another week to get the part to NY. Gunther, the owner, dismissed it, preferring to sail with the bad lead, opting for the replacement part be sent to the Caribbean for pick-up upon his arrival. I could not convince him to wait for it before setting off.
We were five months late, I must admit, with the delivery of his boat and he, obviously, was anxious to reach warm weather. Nevertheless, not a reason to leave a delivery of an item without which may put yourself, crew and boat at risk. I warned Gunther the bad jib lead would not hold up to strong winds for too long, especially on stbd-tack. In fact, and for this very reason, one of the first things to go wrong was the parting of the jib sheet.
Theoretically, because of the jury rig of the jib, the boat could not sail efficiently under the main alone. Had the boat been sailed with a proper jib lead and double reefed main, she could have been sailed with more speed up the wave face. Since she was slow (the skipper estimates 4-6 KNOTS) although I guess much slower, the boat was easily shoved backwards by the large rogue wave that hit them squarely. The disastrous effect was purely a matter of seamanship and a tight schedule.
4) RUDDER CONSTRUCTION: When I first saw the rudders as they were constructed I was concerned about their weight and how overbuilt they appeared. A complete overkill for a 42′ 10T cat, I thought. After the incident I thoroughly investigated the rudders’ construction. Alpha Yachts followed the standard specifications of the Edson Steering system rudder stock to tiller arm attachment and overbuilt the rest. Edson suggested two types: one with two locking bolts which affixed the rudder stock to the tiller arm, the other with a single smaller bolt and a key as is traditionally seen. The builder opted for the twin bolt set-up.
I have seen many rudders in my life: from custom to production catamarans ranging from 30-130′. Alpha Yacht’s was a monster. I tried to pick one up—it was overwhelming! Let’s get the record straight. The Alpha’s rudder consists of a 1.5″ stainless steel rudder post which tapers slightly at the bottom to receive the foam cored rudder blade. The rudder blade, itself, is affixed to the post by 3 horizontal and 2 vertical 3/8″ x 2″ wide thick stainless flat bar struts. They are all seam welded by a certified welder. I personally saw the welds. The rudder post is locked to the tiller arm by the use of two 3/8″ threaded bolts (not set screws, as they were identified in the article) with a 3/4″ bury that act as a lock, but also serve as a safety mechanism in case the boat is pushed backwards, so they could theoretically shear and leave the rudder undamaged. The massive tiller arm was a 3/4″ thick by 4″ wide stainless steel bar. Nonsense stated that the crew could not drop the rudder as it would float, is incredulous to say the least. At close to 130 lbs. of mainly solid stainless steel and a bit of foam, is floating, at all, possible?!
Let’s compare the Alpha 42′s rudder to a contemporary production 41′ cat that has been built more than 200 times by a major manufacturer. This production example has a smaller, 1.25″ diameter solid stock and 2 horizontal blades only, and no vertical blades to hold the rudder which also weighs 1/3 less.
I can say, with conviction, that the rudder of the Alpha 42 was completely overbuilt for the job. It is logical that the crew could not dislodge the rudder because the stock was slightly bent from being pushed violently backwards acting like a giant spring jamming itself in the upper and lower bearings. Only a crowbar, or attaching a line to winch the blade backwards, could possibly dislodge it. To know that a fighter jet will fly at Mach 2 forward but only at 50 mph in reverse, causing the plane’s rudders to flip back and fail, is elementary knowledge. As the captain described in his official insurance report “….no boat rudder could have withstood this”
5) ABANDONMENT: I was not on scene so I will refrain from commenting or criticizing the crews inability to fix the issue and their actions to leave the boat. The ocean is a chaotic environment. Put 4 people on a yacht, under duress, who are overconfident, on a tight schedule, with a minimum of tools on hand to fix problems, nor advanced preparation, establishes a too complex chemistry for outsider commentary. Nevertheless, I will always wonder WHY WASN’T A LOCATING BEACON LEFT ABOARD? The owner had a brand new EPIRB and the skipper a functioning, hand-held SPOT locator device. In fact I tracked their every move in the N. Atlantic with the help of this small device. The question will always remain: why weren’t either of these two locator devices left aboard to enable a salvage crew, the manufacturer or an insurance company to retrieve the boat? What does this tell us? There are far too many theories, most too controversial to mention.
At the end of the day, we have reached peace with the loss of our initial Alpha 42—a boat in which we invested our ultimate best. She was built like a tank. She withstood a major storm. I already knew that when testing her in the harshest conditions off Long Island. The proof that 4 sailors walked away, unharmed, had a chance to write about the incident, proves the boat protected them to the last minute. And to think that she was abandoned without a thought of retrieval! A 10T, 1000 sqft unlit, unmarked floating platform to be left as a hazard to navigation itself opens channels of wonderment… As noted above, was the boat flawless? Being our very first it had some minor, easily fixable issues; none of which reasoned abandonment. Yet in a perverted kind of way what happened is the best form of praise to the strength of our boat—she withstood 50+ knot winds, 20′ seas and a rogue wave. Much lesser conditions have put boats away forever. It should be noted that the area North of the Bermuda Triangle, especially in winter, has the highest waves on record. Confused warm water eddies and strong winter winds build towering seas. Commercial supertankers have been broken in half by 100′ monster rogue waves. The Alpha 42 was located in exactly that spot.
I am sure this writing will stir a new flurry of, in Charles Doane’s words, “armchair admirals.” 100′s of people who really wished to know the scoop behind the story picked up the phone to call me. I opted to leave it at that, however, after the publication of the May SAIL article I felt the need to publish my official statement.
The official insurance report submitted by the captain clearly blames the incident on a rogue wave. The owners have a new boat, another catamaran, and have been paid by the insurance company.
The crew is, thankfully, alive.
I hope that the incident has offered an element of the positive and that we all have learned something.
Our boat is gone and I hope that a poor fisherman in Spain will find her, salvage her and enjoy her with family and friends.
president, Aeroyacht Ltd
Gregor Tarjan, left, president of Aeroyacht, and his partner, boatbuilder Marc Anassis
Editor’s Note: This is Gregor’s statement in full as I received it. I’ve had my say, so I will not comment on it, except to note that I am not certain why he spells the boat’s name with two Es in Be. On the boat’s transom it was spelled with one E, so that is how I have always spelled it.
Also, I have more information regarding the insurer. Two days after we abandoned the boat, Falvey Insurance, the policyholder, commissioned a search. Two sorties were flown from Norfolk, Virginia, aboard a Lear 35 jet. The plane each time was only able to spend an hour on station at the vessel’s presumed location, and the search was not successful.
From Coast Guard Public Affairs
WASHINGTON — The U.S. Coast Guard released its 2013 Recreational Boating Statistics Wednesday, revealing that boating fatalities that year totaled 560 — the lowest number of boating fatalities on record.
From 2012 to 2013, deaths in boating-related accidents decreased 14 percent, from 651 to 560, and injuries decreased from 3,000 to 2,620, a 12.7 percent reduction. The total reported recreational boating accidents decreased from 4,515 to 4,062, a 10 percent decrease.
The fatality rate for 2013 of 4.7 deaths per 100,000 registered recreational vessels reflected a 13 percent decrease from the previous year’s rate of 5.4 deaths per 100,000 registered recreational vessels. Property damage totaled approximately $39 million.
“We are pleased that there have been fewer accidents on waterways in recent years and thank our partners for their work,” said Capt. Jon Burton, director of inspections and compliance at U.S. Coast Guard Headquarters. “Together we will continue to stress the importance of life jacket use, boating education courses and sober boating.”
The report states alcohol use was the leading known contributing factor in fatal boating accidents; it was listed as the leading factor in 17 percent of deaths. Operator inattention, improper lookout, operator inexperience, excessive speed and machinery failure ranked as the top five primary contributing factors in accidents.
Where the cause of death was known, 77 percent of fatal boating accident victims drowned; of those drowning victims, 84 percent were not wearing a life jacket. Where boating instruction was known, 20 percent of deaths occurred on vessels where the operator had received boating safety instruction. The most common types of vessels involved in reported accidents were open motorboats, personal watercraft and cabin motorboats.
The Coast Guard reminds all boaters to boat responsibly while on the water: wear a life jacket, take a boating safety course, get a free vessel safety check and avoid alcohol consumption.
To view the 2013 Recreational Boating Statistics, go HERE.
Written by Ben Ellison on May 16, 2014 for Panbo, The Marine Electronics Hub
I’m tentatively proud of Gizmo’s 2014 forward transducer installs (which you can see better by clicking on the photo above). I knew it would be hard to remove the three ducers installed there in 2010 and “mistakes were made” during the replacement phase, but I’m fairly sure the boat is set up now to properly compare EchoPilot FLS with ForwardScan, and I also look forward to checking out the manly HD version of Navico StructureScan. Plus, there are yet other possibilities for the forward retractable casings and two new fixed transducers back aft…
The biggest problem was removing the big old Interphase FLS transducer, which I had installed with liberal quantities of 3M 5200 adhesive/sealant. Yes, it’s recommended for permanent bonds, and I’ve seen fine hardwoods fail before a good 5200 joint, but a protruding transducer on the keel could be easily knocked off in a hard grounding. I figured that wicked tough 5200 would maximize the possibility that the transducer would shear off instead of pulling its stem out, thus leaving the boat with a significant underwater hole. At any rate, I asked around and did some Googling, and one trick I came up with was the $4 Coghlan Pocket Saw you can see in the photo above. It did a nice job of separating the transducer and 5200 layer from the fairing block that I hoped to retain for the EchoPilot casing. But, as indicated by the scars on the transducer stem, more brutal techniques were required to get the darn thing to drop out of the boat…
Here’s the bilge access in Gizmo’s forward cabin, a significant reason why installing transducers here makes some sense. Note the pipewrench, two-pound maul, and most especially the long tapered electric drill bit. What ultimately got the old transducer to move was drilling around the stem — not a problem as the Echopilot casing required a bigger hole — and also injecting the area with some special gunk. But before discussing that, I’ll add that it was relatively easy to remove the old plastic housing for the DST800 to install a similar-size bronze Airmar B617 valved housing that will accommodate either the DST800 or the coming Simrad ForwardScan transducer. Note also the air conditioner and head flush water seacock hose that I detached, as it figures in the comedic end to this tale…
I can attest to the DeBond Marine Formula slogan, “This Stuff Really Works,” and that includes 5200. In fact, when I asked about DeBond at my wonderful local Hamilton Marine outlet, the savvy salesman’s immediate and deadpan response was, “So you have a 5200 problem?” Well, I explained, not really a problem (as the forward bilge has been bone dry ever since the 2010 install), but I am going for a redo. DeBond is not magic. It won’t melt 5200 so you can simply reverse an install, but it does slowly work away at the bond between the polysulfide and whatever surface it’s adhered to, and you can speed that process with a knife, wire saw, or drill.
Now, how do you make a small hole into a big hole? Hole saws have a center guide bit and are very hard to control if that bit is spinning in air. The trick was a set of Plastimo tapered wooden plugs (that are smart to have onboard anyway). I hammered one into the old Interphase hole, sawed off the remnant, and proceeded to use every size of hole saw I have between the EchoPilot’s 2.5″ stem diameter and its 3.25″ flange, the idea being to fair the flange into the already vertical Interphase block. That part went well, but please bear this in mind: When you dry fit a transducer housing, make sure you not only apply the interior nut, but also make sure there’s still enough thread left to snug down the transducer or blank plug. Also, be darn careful during the final install not to cross thread the nut so that you can’t tighten it properly and also can’t remove it. And be aware that a combination of those errors might lead you to call your daughter on a Sunday evening to squat beneath your boat with a wrench so you can desperately undo the 5200 mess you’ve created!
The aft transducer install went much more smoothly. The above photo shows the nice fairing block that comes with the Raymarine CPT-120 CHIRP sonar and downview transducer, and the inset illustrates how you can use its squared off flange to temporarily mount the block so you can run it safely through a tablesaw tilted to match the deadrise of your hull…
And here’s the finished install well aft of the forward transducers but forward of the propeller. The middle transducer is an Airmar 50/200 kHz that came with Gizmo and has served well with various Raymarine MFDs over the years. Finally, most forward is the new Airmar B75 medium frequency (80-130 kHz) CHIRP ducer that I’ll be able to switch between Garmin and Simrad displays. It’s nice to add that I took the main photo yesterday, more than 24 hours after the boat was launched, and the area is completely dry. (There will be a future entry about that blue water-based copper-free Pettit HydroCoat Eco anti-fouling paint I’m also testing.)
Unfortunately, it took a whole day to assure myself that the forward transducers are also completely sealed. That’s because I’d left that hose undone and it turned out that having the seacock shut off does not mean that the seacock is shut off. Which made for some busy moments as Gizmo sat in the travellift slings and I’m not happy about driving around for 18 months with a failed seacock, though I do have those tapered plugs. Oh, and I also have a Macris underwater light mounted near the forward transducers. I think that underlighting the bow may look pretty cool, plus the light could be useful if I ever come across a camera that fits in either the 2- or 2.5-inch casings. Note how I wedged the future ForwardScan casing to get it vertical and tried to sculpt the fairings hydrodynamically. I’m not sure how I did, but poor fairing should show up as a drastic drop in performance as speed increases. Testing is still a few weeks off, however, as I’m also replacing almost every other electronics component on poor Gizmo. It seemed like a good idea last fall.Click here to read comments about this Panbo entry, or add your own.
By Kimball Livingston Posted May 15, 2014
Ready for electronic aids to navigation? They’re here, in beta, though you may not see them yourself, soon-type soon. And please understand them as supplements, not replacements, for your favorite bells and whistles. And lights. This is an experiment, but I’ll call it the beginning of an inevitable evolution. And it’s only natural for the first deployment to take place in the waters closest to Silicon Valley.
In a prepared statement, the commander of Coast Guard Sector San Francisco, Capt. Gregory Stump, described these electronic aids to navigation—eATON—as an important initiative for the Coast Guard “as we explore the use of new technologies to enhance safety and protect the environment. There is no better place to evaluate this technology than the challenging waters of San Francisco Bay, and we look forward to receiving feedback from local mariners on how we can improve this service.”
At present there are 25 of these virtual aids, including five eATON marking the bridge towers on the western span of the San Francisco-Oakland Bay Bridge. According to the Coast Guard, speaking of all 25, “This suite of eATON is intended to assist mariners with navigation, particularly during periods of heavy fog or congestion on the Bay.”
There was about a quarter of a mile of visibility on January 7, 2013, when the 752-foot tanker, Overseas Reymar, rammed the underwater base of one of the Bay Bridge towers at about 11:20 a.m. The ship was unloaded, bound for sea.
The waters were less lucky on November 7, 2007, when the 902-foot container ship, Cosco Busan, well-loaded, thank you, gashed its side on the fender of the bridge’s Delta Tower and dumped more than 53,000 gallons of bunker fuel. That’s the Cosco Busan in the pic at top. Afterward, the name was changed to Hanjin Venezia.
Be sure to wave.
Both ships were equipped with plenty of technology to allow captain and pilot to avoid the human errors that caused those incidents, so we know that the incremental enhancements of virtual buoys do not, in themselves, make a game changer. But when it comes to navigational information, more is more.
At this stage, the eATON are operable, and all AIS and electronic charting systems should receive the data—but not all are coded to display it. The San Francisco Bar Pilots use the commercial version of Rose Point Navigation Systems software, which does display the eATON. The company’s recreational product, Coastal Explorer, has the functionality, but, as explained by senior support engineer Steven Hodgen, “Coastal Explorer supports these messages, although they are turned off by default, because most of the messages being broadcast these days are tests.
“To turn them on, go to Main Menu > Options… > AIS and look for a checkbox under the heading Other Targets called, “Show Aids to Navigation”, and check it. There are some new recommendations on symbology which we will be adding in a future update, so how they appear on the chart will be changing.”
As further explained by the Coast Guard, this early stage demo of eATON is operating on the premise that if you build it, they will come. That is, that more software providers will have the incentive to incorporate the capability of displaying eATON, and down the road it will be the new normal.
And no, what you see below, on the eastern span, has nothing to do with a ship collision. The old eastern span is going away quickly . . .
In 2006, your editor sailed Newport-Bermuda, the centennial edition, with Joe Harris and crew in an Open 50 that Harris hoped to race solo around the world. That hope never panned out, despite some successes in open ocean events. Now Harris has a Class 40, Gryphon Solo2, which he is working up for the Global Ocean Race, a four-leg circumnavigation that starts in September, Southamptoon to Auckland. The GOR has solo and doublehanded divisions. Harris will go solo. He’s been wanting it for a long time. For the Atlantic Cup, he teamed with Patrick O’Conner to win leg one, Charleston to New York. The finish was more stressful than he would have wished, however. Here is Joe Harris reporting -
May 14, 2014 (Finish Day)
I am writing to report the good news that we were able to persevere and win Leg 1 of the 2014 Atlantic Cup.
The last 24 hours was quite interesting so I will tell the tale. After getting out to a great start and flying along for 36 hours from Charleston to Cape Hatteras, the wind shut off and we drifted for a bit and then somehow got re-started slower than Pleiad and Dragon so fell from 1st place to 3rd place and were at one point 20 miles behind Pleiad and 15 miles behind Dragon….. yikes! Pat and I were pretty bummed as out as our light air performance kind of sucked and we were wondering how we could get back in the hunt. Luckily the wind picked up and then came on very strong out of the Northeast so were hard on the wind in 20 knots of wind and a very nasty seaway that caused the boat to slam mercilessly. We studied the weather carefully on our downloaded GRIB files and ran our routing program “Adrena” multiple times to choose the best course to NYC and managed to nail the layline from 80 miles out given the persistent wind shift to the East that lifted us and allowed us to avoid the costly offshore tacks that both Dragon and Pleiad had to make as they were further West and bumped into the Jersey Shore. Maybe they were looking for Schnooky or The Boss or The Donald at one of his casinos? Or the very large Chis Christie offering bridge traffic advice?? Not sure, but in any event, that was the difference so we regained the lead and pounded upwind all day, led by extensive turns on the helm hand steering, as the auto pilot could not handle the sea state.
As we approached Ambrose Light at the entrance to New York harbor around 11:00 PM, Pleiad was about 2 miles back but was gaining ground in the beam reaching conditions. They closed the gap to about 300 yards as we came screaming into the main shipping channels in the pitch black doing about 14 knots in 22 knots of wind- yeehah, yippe kay yeh mother$#@&*%! With Pleiad tight on our hip, we developed a strategy to turn hard right out of the main shipping channel (break right Maverick- break right!) and hoist our A3 gennaker in the downwind conditions and pick our way through the shoals to the Verrazano Narrows bridge. I think Pleiad was caught a bit by surprise and did not follow and we ended up at the bridge about 5 miles in front of them. It’s nice when a plan works out.
So we were cruising the last 6 miles from the Verrazano Bridge to the North Cove Marina just past the Statue of Liberty loving life and feeling good. Photographer and friend Billy Black came out to meet us and shoot “the money shot” of the boat backlit against the Statue of Liberty and Pat and I were posing and grinning. As we approached the finish line still under the A3, we got literally about 20 feet from the line when the wind shut off and the 4 knot foul current began carrying us backwards toward the bridge.
I nearly wet myself…… this could not be happening….. but it was. We found a vesper of wind and sailed up the line again and were again repelled from crossing the line as the wind quit and the tide took over. Unbelievable. We tried many more times- as the race tracker shows- but it looks like the path of a sailor gone insane…. Which was how we felt. Then Pleiad showed up and joined the fun and luckily they met the same fate and then Dragon joined the party and they were stymied as well. So it looked like maybe we were going to have to wait for the tide to turn and drift across the line as we could not buck the foul current with no wind.
Finally, a breeze sprang up just as I had gone below to commit Seppuku (ritual suicide by disembowelment carried out by samurai- it was the only honorable thing to do), and luckily Pat had the patience to hang with it and we steered well upriver of the finish mark and then floated down current to the mark and pulled a wicked U-turn around the mark and just barely poked the nose over to take the gun. God- what a relief. I let out a huge yell and we dropped the sails and watched with interest as Pleaid and Dragon duked it out in an incredibly close finish that Dragon took by a nose. Pretty amazing after 650 miles of racing that it came down to just seconds. A bizarre finish to an offshore distance race and not one I am anxious to repeat.
So we secured the Leg 1 “W”, which I am very happy about, as we worked very hard for it. We are now preparing for offshore Leg 2 from NYC to Newport which will start on Saturday at noon—Joe Harris
By Ray Cullum, Marion-Bermuda Race Posted May 15, 2014
Is it getting harder to find crew? Is it becoming a little more difficult for your trusted mates to move about the boat as nimbly as they once did? You might consider stacking the deck with a young group of bright, willing and enthusiastic sailors for the offshore trip of a lifetime.
The Marion Bermuda Race recognizes that there is an age gap in participants of offshore racing and understandably so. It takes time to have the means to invest in a solid cruising boat and the resources to put it together to do an offshore event. For years the Naval Academy and Mass Maritime have fielded boats with a select group of 18 to 22 year old sailors and have done very well. You don’t have to go to an academy to be a competent sailor and a good crew member. You just need a good boat!
So what is the opportunity? If you belong to a yacht club or boating organization you most likely have a pool of young sailors that would be extremely excited about sailing in an offshore race like the Marion Bermuda. But you don’t have to belong to a sailing organization, you can put an excellent crew of young adults together from friends and family you sail with.
The requirements are simple…crew members must be between the ages and 16 and 22 years of age and each boat must have a 3:1 ratio crew to adults. The remaining requirements will parallel what is required of every sailor doing the race (see Notice of Race) Look for additional details on the Youth Class on the Marion Bermuda Race web site in a couple of weeks.
We have already received an excellent response to the addition of the Youth Class and a number of boats are ready to participate. So don’t waste a moment, give a group of young enthusiastic sailors an opportunity to realize the joy of sailing offshore in a well founded boat and experience the joy in doing so.
Four years ago, the Finn Class invested in 10 stern cameras to capture the athletics involved in sailing these classic Olympic dinghies at the highest level. At the four championships since then, two medal races have been cancelled through lack of wind, one was sailed in very light winds, and then last week, finally, in France, at La Rochelle, the medals race for the Finn European championship was sailed in winds over 20 knots. Downwind, especially, it was a cranking ride. Britain’s Giles Scott won the medals race to wrap a regatta that he dominated all the way through. No other sailing class is as physical as the Finn.
Take the ride. (You may want to shut off the volume)
The Baba/Panda/Tashiba saga continues
I’ll do my best to make my recollections accurate but I can’t guarantee they will be spot on. I’ll just make stuff up when I get stuck. It’s the precise sequence of events that gets a bit hazy for me. Not sure it’s critical and maybe Bob Berg will help me sort it out.
A word on some of the images:
Some of the drawings will be very hard to read. The lines plans were drawn pencil on 4 mi, double mat mylar. Some of the lines are on one side of the mylar and some of the lines are on the other side. That’s how lines are drawn so you don’t keep erasing your “grid” while you correct the hull lines. I used as 9H pencil for my grid and a 6H pencil for the lines. A 9H pencil is like drawing with a nail! A 6H pencil is not much better. But I need these very hard pencil leads to get the sharpest and thinnest line I can get for accuracy. I could have gone sloppy and used 4H pencils but I would not have been fooled and I would have just made more work for the loftsman. But,,,you would have had nicer images o look at here. The ability to draw an accurate set of hull lines is the mark of a true craftsman. Each set of lines takes up to a week to finish. Many thanks to Donn and Kerry Christiansen for the photos of BRIGADOON. And, thanks for letting me drive in the race.
The Baba 30 was rolling along. Bob Berg was working with Flying Dutchmen and selling Baba 30′s. Then I was asked to design a bigger Baba, a 35′er. I jumped at this I jump at all new design commissions) because I saw it as a way of correcting some of the errors I had made on the Tayana 37. Despite the fact that we always called this design the “Baba 35″ in my office the brokerage, Flying Dutchman, decided to market the boat as the Flying Dutchman 35. This was a bit confusing to everyone but I think some friction was building at the brokerage that I was not privy to. Maybe Bob Berg will chime in and give us some insight here. But Bob’s the type who never, ever says anything bad about anyone, like me, so I doubt we’ll hear from him on this. There was one guy at Flying Dutchman who drove me nuts. I’ll call him Norm. When I disagreed with Norm his response was just to repeat what e had said butt slower and louder. Kind of like, “Maybe you didn’t understand the first time.” It was very annoying. But we built the boat at Ta Shing with Ta Shing’s usual top quality work.
I love the deck on this boat. The side decks are broad and there is a lot of shape to the cabin trunk. It’s a very harmonious look. The hull shape was a derivative of what I had done on the Tayana 37. When the first boat came in it was floating a bit stern high and light! Light? From Taiwan? This was a first. I added some trim ballast aft of the internal ballast slug in the keel. This kept the VCG low. Then I redesigned the ballast slug to add some additional iron and move the LCG aft a wee bit to correct the trim.
The boat looked great but I wasn’t wild about the way it sailed. Essentially it sailed just like the Tayana 37. That wasn’t a bad thing but I did not feel I had advanced the performance of the type with the 35. I had sort of gone sideways. That kept me from warming up the the 35.
But then along came Donn and Kerry Christiansen with their pilot house 35. Donn and Kerry were looking for a boat they could live aboard and eventually do some offshore cruising. They settled on a pilot house Flying Dutchman 35. It was in “fair” shape when they bought it. But Donn and Kerry are both very resourceful so with a lot of energy, a lot of great ideas and some money thrown in for good luck they have restored BRIGADOON to the great shape she is today. They love their boat. Donn is a musician so we hit it off right away. Donn has a strong Irish tenor voice. I have a weak Ballard Baritone voice. But I can belt it out,,,when I’m drunk. In fact while they live aboard I am storing his father’s guitar in my office. But I was a bit surprised when Donn suggested that they might sign up for the Race Your House regatta. This is a race for live aboards only. I thought it was a fun idea so in a moment of weakness I told Donn I’d be happy to crew for him in the race. Many weeks went by and then I got an email to the effect, “See you at the gas dock 9am Saturday.” WTF? I tried to think of ways to get out of it but I didn’t come up with one so off to Shilshole I went Saturday morning. I was met on the dock by Donn and my Australian buddy James Judd aka Juddy aka Trickypig. Donn had bumped into James the night before on the dock and James had volunteered to race with us. Now this was really good news. Juddy is a world class racer and on top of that a fellow Australian and fine fellow to have fun with. Off we went to race Donn and Kerry’s house. This was serious.
The fleet was mixed to say the least. The biggest boats were up near 50′ and the smallest around 27′. All types were represented. The only qualifier being that you had to be a full time live aboard. We had a good 10 knots of breeze at the start. I drove, Juddy called the start tactics. Donn trimmed. Kerry sat below in the pilot house muttering things like, “Why did I ever agree to this?” Donn is not a racer but he is competitive and he quickly got into the mood and his crew work was fast and efficient. He clearly enjoyed the close competition.
Here we were on the first weather leg, pilot house, full keel, double ender, dingy in davits and full cruise gear, charging up the course. We did have one real advantage in that we had brand new Carol Hasse sails. At first the other boats, many with fin keels, looked over at us, waved and smiled. But we drove the boat hard and Juddy made good tactical calls. Kerry by now had totally gotten into navigating us to the marks and was having a good time. By the last leg, a beat in about 15 knots true, rail down, we were well ahead of almost everyone in our class and nipping at the heels of much bigger boats and even passing some. We weren’t getting the friendly waves anymore. Now it was more like, “What the hell are you doing up here?” We were second in our class to finish and second on corrected time. To us it really felt like victory. I was very proud of my design. We showed many boats what a full keel boat can do, with a dinghy in the davits! My appreciation for my design soared. It was one of the most enjoyable races I have ever raced. Everyone had a thoroughly great time. We did kick some ass. Kind of makes you wonder how fast an equally equipped non pilot house version sans dinghy would have been.
Heres a pic of lovely Kerry fixing Donn some nutricious smashed tofu. They do eat like that. Sort of.
Bob soon came to me with the commission for the Baba 40. It was 1979. I knew I didn’t want to use the same basic hull form that I used for the FD35 and the Tayana 37. I knew I needed some new inspiration. I pulled out the lines to the Valiant 40 and studied them. I’m not the type to just copy one of my own hulls but I was looking for something that made the performance of the V-40 so good. I finally decided to abandon the round, arclike mid sections I had used on the FD35 and go with a harder turn to the bilge and more distinct deadrise for the new Baba 40. I also flattened the hull rocker. It worked. The Baba 40 is one of my all time favorite designs. It is superbly well balanced and goes upwind in a breeze like a freight train. Example: I was looking out the front window of my Ballard house one Sunday afternoon. The wind was blowing maybe 20 TWS. Beating down the sound I saw this boat. It was too far away to recognize so I got my binoculars. This boat was really chewing up the Sound. Ha! It was a Baba 40. I have often thought that the layout on the Baba 40 was one of the very best I have ever drawn. That’s probably due to Bob Berg’s influences.
My friend Tim Morganroth owned a Baba 30 and loved it. He came into the office one day and said he was thinking about buying a Baba 40. Tim is about ten years younger than I am. I told him that the Baba 40 was “an old man’s boat” and he was too young for it. He didn’t care. I suggested then that we soup the boat up a bit with a taller rig. The original rig was on the short side and the boat was no light air flyer. My suggestion was to add 6′ to the “I” and go with double spreaders. I also suggested a dolphin striker so he could get good headstay tension. Tim said OK. AIRLOOM is dark green and a very attractive looking boat. It has the original narrow cabin trunk. Tim started racing the boat. His competitors called it the “Furniture 40″. Fine, go ahead and laugh. Quickly Tim was winning races, lots of races. Including: @#$%$%^&&*. I have raced with Tim and he keeps a happy ship and his results are impressive. I feel very fortunate that I have someone like Tim out there racing one of my boats so effectively.
A funny thing happened at the yard while tooling was being done for the deck of the Baba 40. There was the deck plug of the Baba sitting on one side of the shop and on the other side was the deck plug for the Norsemen 447, another one of my designs. Both plugs were about in the same stage of completion but the workers were having a problem. There two are very different boats and the workers were having trouble understanding the very diverse detail treatments of the two decks. In my very best Mandarin, rudimentary at best I told them, pointing to the Baba 40,” Zhe ge fanchuan zhenzhu.” Pointing to the Norsemen I said, “Na ge fanchuan zuanshi.” Meaning ( I hoped) ” This sailboat, the Baba, is a pearl. That sailboat, pointing to the Norseman, is a diamond.” They understood immediately. The rounded and soft contours of the Baba deck were is stark contrast to the sharp and faceted deck details of the Norseman.
We also designed a pilot hose version of the Baba 40. This is one of the very best interior layouts I have ever drawn. But unfortunately I can’t take credit. It was Bob Berg directing my pencil in every detail. This layout has two full sized stateroom both with double berths. The salon or pilot house, with it’s raised dinette and sunken galley (my idea) works extremely well. I used a neat trick on the deck to get a wide pilot house. I just bumped the house sides out abruptly where the pilot house starts. It was done with some art so the final result is a very good looking motor sailer. The cockpit and treatment of the aft end of the house I worth some study. This was well done by one of my draftsmen at the time Gary Grant. Gary was a great, artistic designer with a very god eye for details.
Bob began marketing the Baba 40′s himself now but now under the name Panda 40. Bob had lost the use of the name Baba in a dispute with Flying Dutchmen. Imagine that, losing your own nickname. In time the yard would take over the marketing and again change the name. The new name was Tashiba 40. I thought that was a bad name . It was too closed to the Japanese “Toshiba”. Too confusing. So we had the Baba 40, Panda 40 and Tashiba 40 all the exact same basic boat. As time went on small changes were made to the design details to help reduce the cost. But hull and rig remained the same. They did do a second deck. I never understood this. They widened the cabin trunk. I prefer the wider side decks myself but I think someone was after more volume below. Funny though, that additional volume is not good for anything. The added headroom is all over furniture. You can’t stand there anyway. But no one asked me. Wonder why.
We eventually were asked to do a ketch rig for the Baba 40. I have no problem with ketches. I’m not keen on the added clutter in the cockpit and the mizzen shrouds can be a nuisance. But several ketches were built. My pal Jeff has one and just finished rounding Cape Horn in his. He’s convinced this is a great boat.
In about 1985 B.K. Kuo, manager at Ta Shing and great guy came to me and asked about updating the Tashiba line. They would keep the 40 as is but they wanted a new boat to replace the Baba30 and another new boat to replace the Flying Dutchman 35. I was hot to do this and agreed to start right away on the two new models. The only unusual stipulation was that B.K. wanted to come to Seattle and be in the office everyday while the new designs were being produced. Paul Fredrickson aka “cleat” was my design associate at the time and big Paul was a great guy so I thought this could work. But where would B.K. Stay while in Seattle. I got it. My house! I had room. My kids were so excited that a Taiwanese man was coming to stay with us. It went very smoothly. B.K. even got up at 5am with me every morning to go to the gym for a workout and a swim. He was a gamer. He even ate my cooking without complaint.
I now had the very successful Baba 40 behind me so there was no doubt as to the direction for the hull shapes of the new 31 and 36. I would once again use the firm bilge, deadrise sectional shape combined with flatter buttock and rocker. I pulled the leading edge of the keel as far aft as possible could. Paul and I worked hard on these two boats. Paul drew the lines for the 36 and I drew the lines for the 31. In all my years in the office Paul was the only help I trusted drawing hull lines for a “Perry design”. Paul did lines for the CT56 and Passport 37 also. I would draw a quick preliminary set of lines and Paul would produce the working set of lines. B.K. cracked the whip and Paul and I produced two good designs. Effort was made during the design to try and keep the build cost down by simplifying some of the details. When Bob Berg drove the project labor cost was never an issue and Bob’s boats were quite complex in their detailing., The B.K. driven boats would be simpler, cleaner and far more to my taste.
I think with these last two additions o the Tashiba line I proved that “full keel” boats do not have to be slow. Both the 31 and the 36 are even better boats than is the 40. They are deceptively quick and beautifully balanced. For fun we did a pilot house version of each boats but few were sold. I think the Pilot house Tashiba 36 is the very best looking pilot house boat you can find at 36′, anywhere, by anyone. Of course in aesthetics it is closely followed by Donn and Kerry’s beautiful BRIGADOON. The tricks we learned on the 35 and 40 pilot house models were used on the 31 and 36 PH models. Both of these are hard to find models, I think they built only two of the 31 PH models. Of course, like almost all full keel boats with the prop in an aperture they don’t back up with any style and grace at all. But in time you can learn to muscle them around in reverse. Or, install a bow thruster.
I’ll post this blog as is. Over the next few days I’ll think of new things that I had forgotten and I endeavor to add them to the blog as time goes. I hope you have enjoyed reading my personal recollection of the Baba story. It may not be totally accurate but it is the way I remember it happening.
Via con Dios.
A follow up note on part three from Bob Berg:
Just got this email from Bob Berg akak Baba. I’ll post it here in it’s entirety. Bob fills in a lot of the details.
Read Bob’s email slowly. There is a lot of humor in it. Bob is so softly spoken and gentle he would stand next to me while I launched into an emotional tirade and at the end Bob wuld say something like, “That’s one way of putting it” and smile. It’s really great to have honest friends like Bob.
Like always, you have done another great job of describing the evolution of the Baba-Panda-Tashiba saga.
Some things that come to mind:
People ask me how you can tell the difference between the boats when you see them out sailing. It’s easy; the 30 has four ports in the side of the house, the 35 has five and the 40 has six.
You say that the Baba 35 gave you “a way of correcting some of the errors that you made on the Tayana 37″. Jezz…since I had the first CT-37 (as it was called in the early days) to ever hit the water, I always thought that my boat was perfect and “error-free” and that you were God. It’s almost like saying that there really is no Santa Claus!
Yes, there was some friction brewing at Flying Dutchman at that time we started the Baba 35 (what do you expect when you have three equal partners), but that is a completely separate story that shall remain unwritten. You mention a guy called “Norm” at Flying Dutchman. I checked in my computer, but I found that someone had hit “Ctrl-Alt-Delete” and that name is no longer in my vocabulary…sorry that I can’t be of more help on that subject.
You are talking about the Baba-35, but you show a picture of the Baba-30 (remember four ports in the house side). You mention that the 35 was a bit stern high. I had forgotten all about it. I do remember we had the same problem with the first Tashiba-36. I still remember handing down lead trim ballast to you as stood in the bilge of the boat! I always thought that the 35 was a bit tender…perhaps we were still using wood spars on the first of these boats.
I developed the Baba 40 for the Ta Shing yard and not Flying Dutchman. FD owned the design and tooling for the 30 and the 35, but the Ta Shing yard paid for the design and tooling for the 40 thus it was their project. Of all of the boats that I was involved with, the Baba30, Tashiba 31, Panda 40 and Pilot House 40 all had special meaning to me. They all seemed to fit like a well-made suit. The reasons behind the name changes made to the 40 would be a completely separate chapter that also shall remain un-written. My recollection of the new tooling for the second deck for the 40 is that the yard did this at the time the new Tashiba 31 and 36 designs came out. You made some very good improvements to both the front of the house and cockpit designs for these boats and the yard wanted the 40 to also follow these improvements so their “family of boats” looked the same. I disagree with some of the small changes that the yard made to the boats in order to make them simpler and cheaper to build like reducing the size of the ports to save a few bucks…but it’s their project, not mine…so I just paid them a bit extra money to put back in the larger ports when I would order a boat!
You may want to correct the date when BK came to Seattle if you haven’t caught it yet. By the way, whatever happened to Paul Fredrickson and where is he now?
The classic Desiderata pulled onto the Dinghy Club just as the fleet departed Bermuda.
Click here for the event gallery to see all the photos from today’s start. Or scroll to the bottom to see a few of my own.
Waking up on a rally start day is always bittersweet. Knowing that the fleet will be heading to sea in a few hours is a relieving sensation. The work is nearly over, and after one more big push we know it’s soon time for a cold beer and a relaxing afternoon exploring Bermuda. But knowing that there are 30+ boats about to cross the Atlantic, and I’m not on one of them, is painful too.
For the first time in ten days it dawned cloudy in St. Georges. The brilliant sunshine we’ve experienced here gave way to low, gray scudding clouds that threatened rain. The breeze was back, thankfully, though still light out of the north, so we were hoping for a sailing start. The wind direction, if it filled in enough, would be perfect for the yachts to sail through the Town Cut and out to sea. Always makes for a fun spectacle.
The start time was moved up to 1100 this year, an hour or two earlier than in years past to accommodate the ferry schedule. Jockeying with a 150-foot motorboat in narrow town cut would not be an option, not with 30+ boats under sail. Bermuda Radio would be none too thrilled with that. So the morning started early, with the rally office open by 0830 and us yellowshirts scrambling around to tie up all the little loose ends that inevitably get left to the last minute by boats and crews too eager to get to sea. A propane bottle delivery to Tosca. Borrowing an airhorn for the start from Amalie II. A few bits of paperwork to collect for Lady Lisa. Last minute water top-up with the Hayes family on Morning Haze. Cycling back and forth between the Dinghy Club and Bermuda Yacht Services in town to keep Sandra and Mark happy and make sure all the boats scattered around St. Georges have paid their dockage bills. At times it feels like we yellowshirts are everywhere, and all at once.
Back at the Club, yachts started slipping lines by 0930, and making their way to the ‘inside’ starting area in the harbor just south of Ordnance Island. On occasion in years past we’ve have near disasters on the Dinghy Club wall, as anchors inevitably got crossed when boats were Med-moored and lines were inextricably fouled. Not this year. Thanks in part to the new mooring balls that Bermuda Yacht Services laid when they took over management of the Club docks, the departing process went smoothly this morning. Webster – hiiii hoohhhh! – led the way.
Lyall Burgess and Mark Soares from BYS took Mark’s small lobster boat out to set the starting line just after 1000, first helping the remaining yachts on the wall retrieve their mooring lines. The first warning signal came at 1050, with the ‘ten-minute’ horn sounded to announce the imminent start for the Multihull Division. With three catamarans over 60’, three starts were arranged this year to give the fleet plenty of room to maneuver going through the cut.
Easy Rider easily took the line at the gun at 1100 sharp and led the multihull fleet out through Town Cut, followed closely by Tosca, Malisi and Mariposa. The lightweight flyer Tosca, with all plain sail set, were overtaken just before entering the cut by a charging Malisi, who’d aggressively set their big genneker.
Ten minutes later the boys on Webster – hiiii hoohhhhh! – grabbed the honors and just barely took the 1110 start for Class A monohulls, followed by Sparta III and Bonnie Lass. The final start at 1120 for Class B was won by Gertha 4.
As the yachts entered Town Cut and aimed for the open sea, a remarkable thing happened; overhead, a small helicopter UAV (drone) was seen buzzing around the fleet just outside the cut. Two guys from Bermuda Aerial Media had heard about the rally start and set up their gear on top of little Gates Fort, erected just on the north side of the cut. The UAV had a gyroscopic stabilized and remote-controlled camera onboard, and the Aerial Media boys were filming the fleet as they headed to sea. One flew the UAV with a remote control, while the other manned the camera, viewing the action live on a small screen he’d positioned on a tripod. The footage will be available on worldcruising.com shortly, and participants will have the opportunity to buy prints and video from the guys at Bermuda Aerial Media when they reach the Azores.
At press time, five yachts remain in Bermuda due to various delays. Lady Lisa, Sea Eagle and Annettine are all waiting on parts and small repairs; Amalie II is expecting a new crewmember to arrive in the next day or so and will depart then; Puerki, who only just arrived into Bermuda this morning after they were delayed leaving the BVI, arrived onto the Dinghy Club dock just after the start, and expects to leave in a few days, with hopes of catching up with the fleet in the Azores. Finally, Andromeda of Plymouth remains in the BVI but is set to depart imminently and sail direct to the Azores, as with Puerki hoping to catch the rest of the fleet up.
As for us yellowshirts? After a busy afternoon wrapping up the website and cleaning up the office, we’ll be off for a swim and a relaxing meal ashore! We’ll be on airplanes tomorrow, though I promise you we’d all rather be sailing. Good luck out there, stay safe and have fun!