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The Transatlantic Race is one of the most storied ocean races of all time and this latest event that recently finished off England's southwest coast was no different. From the mighty Comanche, Jim Clark's massive carbon monohull, to Dorade, a wooden classic that won the race in 1931, and a whole bunch of boats in-between, it was an impressive showing for the 30th running of the event.
The first Transatlantic Race took place in 1866, the result of a wager between a number of sailors who had been debating the merits of a centerboard design compared to a full keel design. They were at a dinner at the New York Yacht Club, the debate got heated, as these things tend to do, and before the meal was over there was a wager on the table. George and Frank Osgood owned Fleetwing which sported a full keel. At 107-feet long it was three feet shorter than Pierre Lorillard's Vesta, a centerboarder with a draft of 15-feet when the board was down. Size and handicap were of no issue. The wager was $30,000 each, winner taking all. They would start off the Sandy Hook Lightship at the entrance to New York harbor and race to England. They were joined by a third entry, Henrietta, also a full keel design owned by James Gordon Bennett Jr. They named the event the Great Race and set December 11, 1866 as the start date.
The three boats left New York with a strong westerly push which carried them all the way across the Atlantic in a nail-bitingly close race with all three boats finishing within hours of each other on Christmas Day. Henrietta won the race with Fleetwing beating Vesta by a mere 40 minutes, but their victory over Vesta came at a great cost; a few days earlier gale force winds had rolled Fleetwing and they lost six crew members overboard.
It was against this backdrop of history, plus many more stories of close racing and bravery, that the latest fleet set off from Newport, Rhode Island in a staggered start. Race organizers were looking for a close finish in England and therefore gave the smaller, older boats a head start with the first wave leaving Newport on June 28 in unseasonably cool weather. An intense low-pressure system rolling up the Atlantic Coast had been threatening to delay the start but the worst had passed through by start time and the thirteen boats headed off in moderate conditions. Aboard the largest yacht in the race, the 125-foot Herreshoff design Mariette of 1915 things were bumpy.
"The first night was difficult; there was not much wind at all and a big lumpy seaway with everything clanking around," reported Charlie Wroe, the captain. Also starting in the first wave was Dorade, a sentimental favorite of just about everyone competing. Dorade was designed by Olin and Rod Stephens and was a breakthrough design for its day. The brothers along with their father raced on board and won the race. When they returned to the US aboard the ocean liner Homeric the ship was met and the crew whisked away for a ticker tape parade down Broadway, such was the importance of their victory.
While the IRC Class 4 racer/cruisers settled into the rhythm of life at sea, the second wave set sail on July 1. Rather than being on the water, the race committee was stationed at the historic Castle Hill lighthouse and the beautiful coastline of Rhode Island lent a stunning backdrop to a picture perfect start. The fleet of 20 boats was an eclectic mix of Class 40's, some out-and-out racers in the IRC Class 2 Division, and some racer/ cruisers in the IRC Class 3 Division. All eyes were on Lucky, the 63-foot Reichel Pugh design favored to win with Charlie Enright and some of his crew from Team Alvimedica on board fresh from their win of the last leg of the Volvo Ocean Race. Also competing in the racing division was the 76-year old Sir Robin Knox-Johnston aboard his Open 60 Grey Power. RKJ, as he is affectionately known, was the first person to sail around the world solo, nonstop and does not seem to be slowing down in his golden years.
The forecast was for a quick start and for the first time tactical choices for the first half of the race were limited by the ice exclusion zone which extended quite far south. In previous races, you could either follow the great circle course by heading north, follow the rhumb line, or dive south to pick up the slingshot effect of the Gulf Stream. All the second start boats chose to dive south in search of the warm current and a small low pressure that was forecast to meet them there. Lucky was first into double bonus territory and took an early lead, but the real racing was among the Class 40's. The five boats in their class were in a tight race with just a handful of miles separating them. Aboard Toothface Michael Dreese reported, "We are currently waiting for a pretty good low pressure system to kick our butts. At the moment we are sailing fast in about 26 knots of wind with the forecast to build to 35 knots later tonight."
Ahead of the Class 40's, Mariette of 1915 was relishing the conditions in a case of the rich getting richer. Multiple circumnavigator Halvard Mabire was navigating and shared his thoughts on what was his fortieth transatlantic crossing. "When compared with modern boats there are still some things in common, since the wind is still the wind, sails are sails, and the ocean is still the ocean, but certain maneuvers are very different. There are a number of sails which require crew to go aloft and execute the same maneuvers as the seaman of old who made sailing legendary by being able to climb aloft in the rigging no matter what the conditions, the angle of heel, or the sea state." The 100-year old schooner was dishing up yet another set of fond memories for the fortunate crew.
The Transatlantic Race has always been a place for records to be set and broken. In the 1905 edition the 227-foot schooner Atlantic set a new record days run of 341 nautical miles bettering the previous record of 328 nautical miles set by Dauntless. This year new records were also set. The third start was on July 5th and was another showdown between the 100-foot Comanche, and Rambler with the Juan K designed Rambler measuring in 12 feet shorter than Comanche. Still with a crack crew on board including multiple veterans of the Volvo Ocean Race there was hope that Rambler might be able to match Comanche boat for boat, but it wasn't to be.
Starting with the giants was another showdown between two multihulls also featuring crack crews. The fastest man on water Paul Larsen was racing on board the 63-foot Paradox while Brian Thompson, who was part of the team that smashed the Jules Verne record was skippering the 70-foot trimaran Phaedo3. With picture perfect weather for the start all four boats were logging speeds in the high 20-knot range long before they were out of sight of land, but the fast pace was short-lived. Two days into the race they were becalmed in a private area of high pressure. Phaedo3's navigator Miles Seddon lamented. "It's been pretty hard work the last few days. A high pressure system blocked our path to the ice gate. We've worked hard to keep the boat going, often ghosting along at two knots, searching for the extra 10th of a knot to keep ahead of the rest."
Aboard Comanche skipper Kenny Read was also feeling the pain. "Long and frustrating day both yesterday and all last night but we got the fat bottomed girl moving a bit better in light air. Yes we were drifting at times."
Fortunately for the late starters the new breeze filled in they took off in search of a low pressure system that would give them a fair ride to England. Five days into the race they found just what they were looking for.
A corridor of strong southwesterly winds filled in and straddled the entire North Atlantic to provide perfect record breaking conditions and Ken Read and his crew on Comanche took full advantage covering 618.01 nautical miles in a 24-hour period. The previous record was 596.6 nautical miles set in the 2008-9 Volvo Ocean Race by the crew on board Ericsson4. Comanche's average speed of 25.75 knots was enough to demolish the old record.
Read was ecstatic. "As a group, we are very excited about it. Our top speeds were into the mid-30s a bunch of times. It is not like you are surfing down a wave, you just go….fast. The boat is amazing. You sail it heeled over and it feels like you are right on the edge, but when you grab the wheel you are in control. The boat is a phenomenal piece of machinery." The record still has to be ratified by the World Sailing Speed Record Council.
The finish line for the Transatlantic race is the iconic Lizard Point, a rocky outcropping on the southwest corner of England. In a new twist to the race the boats would cross the finish line which would also serve as the start line for the second part of the crossing; the Coastal Race which would finish off Cowes on the Isle of Wight. As the racers approached the end it was Lucky, the northernmost boat in the fleet that looked poised to take victory. From onboard Jesse Fielding reported, "After 2,400 miles of brutal cold and high winds it has come down to the last 400 nautical miles to determine who is first to The Lizard and overall winner of the 2015 Transatlantic Race. We are 'one and in' from our current position. The plan is to keep ripping along the layline and let the header take us down to the finish."
In hot pursuit of Lucky was the 100-foot Nomad IV, but Lucky was able to hang on to their lead and took overall line honors. The much larger Nomad IV had been plagued by technical problems including losing their hydraulics just two days into the race. They were closely followed by Mariette of 1915, the biggest, heaviest and oldest boat in the race. Mariette of 1915 had led the fleet for the majority of the race managing to get the 165-ton schooner up to a top speed of 17.8 knots. "All boats have their limitations," said skipper Charlie Wroe. "But you get on a boat like Mariette and she gets a rumble on and you feel it from your toes—it is pretty special."
Despite being becalmed for two days the fastest crossing was by Phaedo3 who managed the 2,800 nautical mile course in seven days, two hours, four minutes, nine seconds. They in fact managed to sail 2,442 nautical miles in just four days once the wind filled in and clocked a top speed of 41.2 knots. Their longest 24-hour run of 652 nautical miles lent some perspective to the multihull versus monohull debate; Phaedo3 is 30 feet shorter than Comanche.
It's always a good event when almost all your competitors finish and the 2015 Transatlantic Race was no exception with just five boats of the 37 boat fleet retiring. Mariette of 1915 won the IRC Class 4 division with the sentimental favorite Dorade finishing second. The consolation for Dorade; they knocked more than a full day off the time set back in 1931 by the brothers Stephens and clocked a top speed of 18.7 knots. Not a bad surf for an 85-year old lady.
The Class 40 division was won by Stella Nova skippered by Burkard Keese. Lawrence Huntington's Snow Lion won the IRC Class 3 while Rambler corrected out ahead of Comanche to win the IRC Class 1 Racing Division.
For a race like the Transatlantic Race, you are always chasing ghost ships, legends from the past that lend a timelessness to ocean passages. Many sailors out there must have spared a thought to the legendary skipper Charlie Barr who drove the 227-foot three-masted schooner Atlantic across the pond from New York to Lizard Point in the 1905 race in a time of 12 days, four hours, one minute, 19 seconds, an outright racing record that stood 75 years.
In a full gale halfway across Barr was pushing so hard that water ran ankle deep in the fancy staterooms below deck while guests hung on for dear life. Atlantic's owner, Wilson Marshall, berated Barr, and demanded that he heave-to. Instead Barr lashed himself to the wheel and told Marshall, "You hired me to win…" Legend has it that after Marshall went below, Barr called for more sail. While the stories from the 2015 race may be tame by comparison they are no doubt special in the minds of all who competed.
Brian Hancock is a sailmaker, author, lecturer and veteran offshore sailor and racer. He lives in Marblehead, Mass.]]>
The breeze brought relief to a warm day on the water in southern Florida, and as we sailed at 9.3 knots in 14 knots of steady wind, tracking a thunderstorm in the distance on radar, we looked at each other with grins on our faces, picturing ourselves in the same position with our girls in a couple of years, only on our own boat. The one we were sailing currently was S/V Exit Strategy, an Antares 44i, generously on loan by its owners for the company's program, Antares University, a fantastic opportunity to get to know the boat in great detail before taking delivery of our own.
Looking for and buying a boat is an exciting but daunting journey. Add to that, that we plan on living aboard with our two young daughters, finding the optimal boat for safety, comfort, and security has been paramount.
When we looked at other catamarans on the market, none had the safety features that we found on the Antares, and none was built with the same mindset for world cruising. Despite the many (many!) hours that we had spent on the website, as well as several boat shows, we didn't fully appreciate, though, just how well-thought out and well-built the Antares was until we were able to participate in the unique Antares University.
Twice a year, Rob Poirier, Jeff Woodman and Salwa Farah of Antares Yachts, offer a program to new and prospective owners that details the boat stem to stern, going through the systems, sail setup, anchoring, boat handling and docking. An Antares owner will open up their boat to four to five couples at a time for a two to three day workshop on the boat, where everyone is walked through the systems in smaller groups step-by-step, taking complex systems and making them easy to understand.
We've been fortunate to attend two of these programs this year, one on S/V Indigo in San Diego, CA, and most recently on S/V Exit Strategy in Punta Gorda, FL. We didn't know quite what to expect our first day and were somewhat nervous about the prospect of being at the helm of someone else's boat, especially a 44 foot catamaran. Coming from a monohull background (we have previously owned 23 and 44 foot monohulls), the sailing and handling of a cat is a different experience. Although we've chartered catamarans before, this felt more intimidating. Any nervousness we felt, however, was quickly forgotten with the laid-back atmosphere and friendly environment set by the Antares crew. We were greeted with big smiles and hugs by Rob, Jeff, and Salwa, and our day of learning began.
Once we had a chance to meet the other students attending, Rob and Jeff split up the group each morning, going through the systems in detail. For example, Jeff went through the water system. He lifted up all of the floor boards, starting at the front of the boat and working aft, talked about each component of the system, how they all function, how to service them, and how to think logically about the system to troubleshoot problems—like how to clear the inevitable seaweed or marine growth from the raw water intake for the engine.
We also learned about the electrical systems in detail when Rob walked us through the breaker board and wiring beneath. For instance, the boat has a battery charge combiner, which we didn't fully appreciate until attending Antares University. A standard requirement on commercial vessels, it effectively allows top-off trickle charging of all the battery banks, but disconnects them as you draw the house bank down so that your engine batteries always remain fully charged. You can also combine all of the battery banks in an emergency to start an engine. Understanding these complex systems has given us further peace of mind when we're planning to spend extended periods of time in remote parts of the world.
When you see a boat at a boat show, you get to see it only at a certain level of detail. There are crowds and logistical roadblocks to a more thorough viewing. But what we were able to do at Antares University is to have the time and ability to go through the boat and really scrutinize everything. We got to really get a look in all of the nooks and crannies. We got to crawl into lockers to look at the installation of the generator, the AC units, the watermaker—any space that we wanted to explore. And with this type of access, it brought home to us how well-thought out the systems are, and the quality and attention to detail that is unmatched. And with questions about why things were designed the way they were, there is always a sound, logical reason. This is a boat in which we have full confidence crossing oceans with our family.
As much as we learned at the first program, we picked up a lot the second time around. Understanding the complex systems of such a boat takes time. Each student is provided with a thick booklet outlining the systems as an overview, with a lot of great information that supplements the owner's manuals received with delivery of the boat. And since the two boats were equipped slightly differently, we got to see the various options in use. For instance, in Punta Gorda we got to see the installed hookah dive system in use as the owner dived to clear a fouled prop.
Also, throughout the two-day class, Jeff and Rob gave lots of great additional hands-on advice. Knowing that we will be cruising with our daughters, they gave us numerous safety tips related to having our young girls on board, such as where the breaker for the winches is so we can consider throwing it while at anchor to avoid pinched fingers, or that the gas solenoid switch in the galley controls the barbecue as well, in case one of the girls gets overly helpful and turns it off while we're grilling dinner on deck.
The afternoon each day brought boat handling, anchoring and sailing. Having Jeff sit at the helm with each of us, calmly talking us through docking and maneuvering until it seemed like second nature, was priceless. By the end of the day, we felt comfortable docking the 44-foot cat in a crosswind, and we could envision doing it easily in any of the ports we dream of visiting. Jeff has owned and lived on an Antares previously, and his experience in that respect was invaluable.
Sailing the boat was obviously one of the most anticipated portions of Antares University Rob and Jeff went through how to raise, reef and douse the suit of sails that are commonly used. We pointed with the genoa and reached and ran with the screecher. We learned about sail shape and control of the large main. We got to take turns at the wheel to feel how the big cat handled, tacked and tracked. We played with the autopilot and complex electronics and radar. Looking out over the bow from the protected helm seat, we could envision the exotic oceans and lands that we will someday see over the bow of our own Antares.
The class was also a chance to meet other soon-to-be owners, both for the two days on the boat as well as for an evening get-together to relax and get to know one another better. It's always exciting to share discussions of cruising plans, as well as to meet people from across the country and around the world. Everyone exchanged contact information to keep in touch as cruising plans evolve. The more recent gathering in Florida also gave us the chance to learn more about the area where the boat is built in Argentina and some of the logistical questions we've had about delivery of the boat and moving aboard. Rob and Salwa put together a great video outlining some of the common questions they've received about the process as well as cruising grounds along the eastern coast of South America.
The bottom line of Antares University is that it has given us the opportunity to discover the boat in a thorough way before ours has been completed. We know that we will get a complete orientation when the boat actually splashes, but it has given us insight into the systems as well as helped us decide between some of the options in building ours. Above all, what we have taken home from these experiences is the sense of community amongst Antares owners and the company. This is a close knit and friendly group, and we have truly enjoyed these learning vacations. They have indeed been a great introduction to our new life aboard—one that we cannot wait to start.
Every sailor, naturalist and even school kids have a vision of what the Galapagos is like. Giant land tortoises, islands topped by isolated volcanoes, Darwin's finches flying through the bushes and sea iguanas heading out to sea for breakfast, not to mention penguins. For any cruiser who plans a trip to the South Pacific from Central America, Panama or Ecuador, your course will usually take you right by the islands of the Galapagos and a once-in-a-lifetime chance to visit. There is no easy way to visit the Galapagos on the cheap, but by planning ahead you can get the most out of this fantastic, other-worldly place.
I'll discuss the various ways you can enter the Galapagos with your boat along with the details as they appeared this season (2015). Be aware that the application of the rules within the Galapagos islands can, and very often do, vary from year to year. One reason is the Navy Port Captain in each entry port is charged with enforcing the rules as they apply to visiting yachts. The Port Captains are regularly rotated between Ecuadorian ports and a new Port Captain may have a slightly different interpretation of the rules. Another reason for the changes is the sheer number of government organizations that are involved with the clearing in process. They may have overlapping rules and may have some inter-agency competition going on between them.
Agencies such as the Navy, represented by the Port Captain, Health and Sanitation, Immigration, Customs, and the National Park are all involved in clearance. The Port Captain and the National Park seem to have the most sway and effect on cruising boat clearances. Along with the official agencies, Ecuadorian Port Captains require that you use a local agent to clear-in and out (with no exceptions as far as I can tell).
There are two ways to officially enter the Galapagos. The first is to obtain a cruising permit, known as an 'Autografo', prior to arriving. The second is to just show up. Each one has advantages and disadvantages. Neither one is cheap.
Obtaining an Autografo prior to arriving is easy. Contact a Galapagos agent via e-mail, tell them the details of your planned visit and get a quote for their services and fees. Once you have engaged their services, you will send them copies of your ship's documentation and copies of the passports for all crew that will be onboard. The agent will create the necessary forms and send them to Quito on the mainland. After they have been approved, the Autografo will be sent back to the agent. It's best to start this process about a month or six weeks prior to your anticipated arrival date, although your agent may be able to deal with a shorter time frame. Your Autografo will be valid for 90-days from the day you arrive in the Galapagos Islands. We used Bolivar Pesantes of the Naugala Agency (firstname.lastname@example.com) as our agent. Not a lot of English, although he does fine in e-mails and face-to-face pantomime, but he is a real fixer when it comes to any issues with officials (Other agents are listed on Noonsite.com).
The information that the agent will need in advance includes the following:
• Boat name, official number, and copy of documentation.
• Captain's name, crew names and copies of passports.
• Approximate date of arrival.
• Approximate date of departure (since you will get a 90-day cruising permit, tell the agent the latest you think you'll be leaving.) These can be adjusted as the time gets closer.
• The ports you wish to visit.
The ports you will be allowed to visit are very limited. You may not anchor in any anchorage or bay except the designated ports. Most agents offer three ports. One on San Cristobol, one on Santa Cruz, and one on Isabel. Some also offer Post Office Bay on Floreana (aka Santa Maria). While it might seem at first that you'll want to visit all the available ports, for a lot of reasons it isn't necessarily the thing to do. The available ports are just that, small harbors or ports, often with poor anchorages. You cannot go to any of the nearby anchorages. In most of the ports you cannot take your dinghy anywhere except to the dock, so you are very limited on what type of exploration you can do on your own. This means that to see the Galapagos you will need to join up with local tours.
We ended up with a three port Autografo. We stayed in the Galapagos about a month, spending about 10 days in San Cristobol and the remainder in Isabel. We decided to skip Santa Cruz as the anchorage was very crowded with local tour boats and in-use moorings with a lot of swell running into it. The town, Puerto Ayora, is the most touristy of the allowed ports.
The basic break down for clearance fees for the boat and two crew members are:
• $210 for the reception and arrival.
• $100 for the service inspection and quarantine.
• $40 for Immigration service.
• $200 to Galapagos National Park
($100 per crew member).
• $20 Governing Council Galapagos.
($10 per crew member)
• $30 per copy and transportation
• $40 for collection and transporta-
tion of waste.
• $25 for inspection of the boat's hull .
• $100 for inspection of the boat
(hull) by Galapagos National Park.
• $500 for the services of the agency.
total: USD$1265
These will be fairly consistent between agents, with the agent's fee varying a bit depending on how many islands you visit and how much they want your business. The agents do a fair amount work, since on each port you enter the agent will need to clear you in and out. The first port of entry will be the most involved.
You should contact your agent when you start your passage to the Galapagos. When you are a day or two out from landfall and know your arrival date, e-mail your agent to tell them when you plan to arrive. The official port of entry is Puerto Baquerizo Moreno on Isla San Cristobol. This bay is also known as Wreck Bay, but is typically not prominently labeled this way on your electronic charts. Baquerizo is the government headquarters for the Galapagos. This makes the town a little more interesting, as it is more than a tourist town.
You can enter Wreck Bay in daylight using the range that is shown on the harbor charts. It is a straight forward entrance. There are yellow mooring buoys toward the port hand side that you can tie up to for no cost during your stay. While the center of the harbor may look empty for anchoring, it is the location where the large supply ships anchor. Most of the time there will be free moorings available. The bottom tends to be scoured rock, making anchoring less desirable. The moorings have a large bit in the center and are on plastic floats. Dropping two bow lines over the bit by setting them as a lasso makes tying up easy.
After you are moored your agent is likely to be quickly dropped off by a water taxi. If not, send them an e-mail or call. Plan on a couple of days, excluding weekends, to get checked in. In Baquerizo you will typically be visited by six to 12 officials. The best policy is to let your agent do the talking; don't offer up fluent Spanish and answer only what is asked. If its hot, offer everyone a Coke.
We've already discussed what you need to do to obtain your Autografo and agent. There are a few other things that need to be done before you leave port enroute to the Galapagos. The first is to get a Fumigation Certificate. These are available in Panama (check with Tito, listed under 'taxi drivers' in the online Panama City Cruisers Guide). The clear emphasis here is on Certificate, not on Fumigation. We paid USD$25 for our certificate. If you are doing a Canal transit and rent your lines from Tito, then get a Fumigation Certificate at the same time.
The other thing you need is to have an immaculately clean hull on arrival. Most cruisers who leave from Panama clear out of Panama in Panama City and then spend a few days in the Las Perlas Islands waiting on weather. Just before you leave you should do a thorough bottom cleaning. So, how clean does the bottom need to be? When we checked into the Galapagos (in February 2015) we were inspected on two different days by two different government agency divers, each videoing our bottom with a GoPro. Some boats that have failed the inspection have been told to take the boat outside the park boundaries, 42 miles offshore, and have the bottom professionally cleaned before re-entering. We, like many boats this year, stopped a few miles offshore of San Cristobol and cleaned the bottom. It was really surprising how much green slime had accumulated during our six day passage on five month old bottom paint. If, for any reason, you think your bottom is not clean when you arrive let your agent know before the officials arrive—fixers are a good thing.
There will be a fairly serious food inspection by the Health and Sanitation agent(s). They want to see a clean boat, so make it neat before you are inspected. You should have a 'garbage plan' on board; taped signs above each of your garbage and recycling bags indicating what goes in each. Also include a sign indicating that nothing goes overboard. When our agent initially came onboard, he had us peal or juice all our citrus fruit. He also took with him our garbage.
The food inspector was particularly interested in our rice and pasta collection. Like most cruisers heading to the South Pacific, our collection was impressively large. He looked very careful for weevils. He also wanted an explanation for what the Bay Leaves in the rice were for; to kill the weevils.
The last inspection was by the Port Captain. From what we've heard from other cruisers, these have varied a bit from boat to boat. For us, it was going down a checklist asking about items we had onboard like life rafts, VHF radio, HF radio, EPIRB, rudder, number of life jackets, etc. Some boats were asked for their radio station license.
Immigration was straight forward with USA or Euro passports (check ahead with the Ecuadorian embassy for others). We were given the same 90-days that was on our Autografo cruising permit.
The other way to visit the Galapagos is a little simpler—just show up. In this case you will only be allowed to visit one port—the one you arrive in. Unless you have specific multi-day tours planned in another port, I'd recommend Isabel as the most cruiser friendly anchorage—for the Galapagos—and the one where you will be able to get the most wildlife experience for a reasonable investment. In addition, Isabel has fewer officials available for the clearance process (no immigration and currently no GoPro cameras for videoing the bottom), possibly making clearing in a somewhat simpler process.
If you show up without an Autografo, you should still do everything under Boat Preparation above. In addition, there is one more important step. When you get your exit Zarpe (clearance papers) from your last port, make sure they DO NOT indicate the Galapagos as your next port. If you are ultimately going to French Polynesia, then just put French Polynesia on your Zarpe. Since an Autografo is required to visit the Galapagos, some Port Captains have interpreted a Zarpe with a destination of the Galapagos and no Autografo as deliberately flaunting the rules. In this case, some boats have been told to leave the next day.
Arriving without an Autografo still requires that you use an agent to clear in. Since you are only visiting one port, the overall costs should be lower than with the multi-port Autografo. Most boats we talked to paid about USD$800-850 for the boat and two people. The amount of time you are granted is dependent on the good-will of the Port Captain. In some cases they have only given three to five days, but you will typically be given 21 days. If you initially get less, put your agent to work trying to get the Port Captain to relent and allow the full 21 days. You will not be given more than 21 days.
Even if you aren't planning on getting an Autografo, you can still contact an agent prior to departing via e-mail. If you arrive at Puerto Villamil on Isabel without an agent, I'd recommend contacting the agent JC (who works with Bolivar's agency in San Cristobol) on VHF channel 72 (hail 'JC'). Do not go ashore before you have been visited by the Port Captain. If you do, you will start the whole check-in process off on the wrong foot and you may even be asked to leave.
Some cruisers like to take the cowboy approach to checking-in and dealing with officialdom. The Galapagos has many really interesting anchorages that would be a dream to explore. They are visited continually by the small and medium sized tour boats that bring the bulk of the tourism to the islands, often staying overnight. Each tour boat, no matter how small, has at least one official National Park guide onboard. When a park guide sees a private vessel in any park anchorage, they call the vessel name into park headquarters. If the vessel is registered and has its own park guide onboard, then all is well. If not the Navy is contacted and a Navy boat or perhaps a helicopter is sent out. The standard procedure, as it was explained to me, is that the boat is impounded and brought back to the closest official port. The captain and crew are flown to the Ecuadorian mainland. There they might spend months straightening the situation out and paying lawyers. Then once the paperwork and any fines are cleared up, they fly themselves back to the islands and pay the daily storage rate to recover their impounded vessel. Think about it.
One of the locals was commenting to me that this year there had been fewer cruisers than before. I made the comment that with all the regulations and fees, it was pretty clear that they did not want cruisers in the Galapagos. His response was that National Park service would be happy if there were no locals living here and that they continually make things difficult for them as well. If you look closely at the maps of the Galapagos, you will see that the majority of it is a National Park, with a few towns excepted. As a cruiser, you are not allowed anywhere in the park without a park guide. This may include areas within your anchorage and severely limits most stand alone exploration you can do.
The Galapagos has an amazing variety of land, sea and air life. The animals have evolved in such isolation that they have a high threshold of fear for man, creating unlimited opportunities to get close and intimate with them. With a little planning and investigation you can do the few things that are allowed without a guide and take lower cost, biggest delivery, guided tours without entirely busting the cruising kitty.
Puerto Villamil on Isabel is probably the best place to be touring from a cruising boat. A couple of highlights there include:
Watch the penguins dry out on the rocks near your boat during cruisers happy-hour and then seeing them hunting in the early mornings around your boat (but don't try and take your dinghy over near their roosting place, as the park officials will come after you. We blew up our Standup Paddleboards and got severely chastised).
Rent mountain bikes in town (at US$2/hour) and ride along the beach trail for an hour to the Wall of Tears (a huge purposeless drystack wall that was built by prisoners kept on the island) and see sea iguanas and land tortoises in the wild on the way.
Take the guided hike to the Volcano Sierra Negro (about US $45 per person including a long taxi ride and a light lunch).
Take the boat tour to the Tunnels. This five hour tour included lots of snorkeling time (bring a wetsuit, it can get cold). We got up close with turtles, penguins, sharks and giant manta rays (US$80 per person including a light lunch).
Walk along the raised path through the mangroves and lakes on the west side of town, checking out the local duck species, land iguanas and flamingos until you reach the turtle breeding center (free tour).
Re-provision with fresh local fruits and vegetables from the organic farm (check with agent JC for a taxi ride up the mountain to the farm).
From Puerto Villamil you can take a ferry to Puerto Ayora on Santa Cruz (and from there onto San Cristobol) at about $25 per person one-way. This is the main tourist hub where multi-day sea tours are available. Last minute discounts are reportedly available for any ship that hasn't filled up their cabins.
There are two other ways to tour the Galapagos. One is to book a cabin on one of the official tour boats. There are some superb, smaller craft, which carry less than 20 passengers on board along with multiple National Park guides. The weekly rates are fairly high, but the once-in-a-life-time-experience value is also way high. (take a look at the elegant 1930's-era 'MV Grace' online, a tour that can be yours for US$5,800 for eight days).
The other high-end way to see the Galapagos is on your own boat with a National Park guide. This approach is usually limited to the mega-yachts. Your check-in costs will go up considerably and you will have to pay for and house a private National Park guide at their daily rate.
How often do you plan to pass by the Galapagos? For us it was definitely worth it. Read Darwin's Voyage of the Beagle, break up your long passage to the South Pacific, live with the small hole in your cruising kitty and add lots of very cool memories.
Paul Lever and Chris Hunter have been cruising full-time for the past four years. They've ranged from Seattle to Mexico, and Panama to Cape Breton and Nova Scotia. Their Outbound 44, Georgia, is currently in French Polynesia after another successful Canal transit and a visit to the Galapagos. Follow their adventures at svjeorgia.blogspot.com.
Panama to the Galapagos Passagemaking
Most boats that leave Panama for the Galapagos sail between January and May. The passage is about 900 miles. Pick up a course that passes nearby Isla Malpelo (about 230 miles off the Colombian coast), while giving Punta Mala enough clearance to avoid the enhanced winds and currents. Passing Malpelo close by keeps the boat in the most likely decent current and holds you more easterly
to make for a better course when the southerly winds arrive. You should obtain the latest OSCAR current predictions before you leave (see the website svsarana.com for directions). Staging from the Perlas Islands makes for a pleasant anchorage to clean the bottom and wait for weather.
In the earlier part of the year, strong northerly winds come through the Bay of Panama on a fairly regular basis. If you can wait for one of these northerlies, you can get a good push out of the Bay and perhaps for the first two or three days of your passage.
The other weather item to watch is the location of the ITCZ (Intertropical Convergence Zone). You'd like to see the ITCZ located north (see NOAA Weather Fax) of your location or petering out before it reaches the longitude of the Galapagos.
Passage times are typically six to 12 days, with a few die hards getting stuck in the ITCZ ending with greater than 20 day passages. If you can get a good boost when you leave Panama, then motor south through the calms till you reach the southerly winds,
you can have a quick and comfortable passage.
San Cristobol Sea Lion Security
On San Cristobol the sea lions rule. It isn't worth putting your dinghy in the water, as they will invade it if you leave it for more than 10 minutes. Instead, use the water taxi by calling 'taxi-aquatico' on VHF ch 14 ($1 per person). Our boat has a small swimstep and partially open transom. It took us a few days to perfect our anti-sea lion defenses. One evening we heard what sounded like the cough of a two-pack a day smoker in the cockpit. Sliding the companionway hatch open in the dark, there was a large male sea lion lounging on our cockpit cushions, with his head right next to the companionway. Most of the sea lions react fairly well to some hand clapping and will leave, if not reluctantly. The big males can be aggressive and bite. This one eventually condescended to exiting. We used extra fenders laying on the swimstep, blowup fenders on the transom opening, and large fenders on the sternrails. This kept them out of the cockpit and mostly off the swimstep, except for young ones who like to use the swimstep fenders as headrests. Very cute, but a little smelly.
It took nearly two years to obtain permission to travel to Cuba as a journalist. My OFAC license prohibits me from taking part in tourist activities or promoting tourism. I believe I have honored that obligation in the stories I chose to tell, and hope they will be of value to those who eventually cruise Cuba.
The guidebooks noted only one "don't miss" destination off Cuba's south coast: Cayo Largo, with its sugar-sand beaches, perfect snorkeling and inexpensive, all-inclusive hotels.
Cuban regulations also said, "don't miss." We were required to check in at the gateway port, Cayo Largo, before we could explore the Los Canarreos archipelago. Only a handful of boats had ranged this part of the Caribbean —foreign cruisers, fishing boats, and a steady drizzle of Venezuelan oil tankers—until 2013, when a Canadian company started weekly cruises. Soon there was a 78-foot catamaran, a barquentine and a four-masted clipper. Now, cruises brought 1500 visitors every week.
If we could have sailed straight from Cienfuegos, we would have enjoyed a broad reach ahead of easterly trade winds. Unfortunately, the rhumb line to Cayo Largo ran straight through a 600 square-mile prohibited zone surrounding the Zapata Swamp. Most of Zapata's visitors commuted by air; 300 species of migratory birds wintered in the hemisphere's most important wetlands. When Cuba set out to protect its environmental interests, it meant business. Zapata and Cayo Largo attracted millions of tourist CUCs.
The prohibited zone forced us south on a close reach as far as Guano del Este, a sloshy anchorage that would allow us to reach our destination in good light. Next morning, we turned west for a pleasant offshore run until we spotted the beaches and hotels of Cayo Largo. Sometime in the 20 years since my charts were published a new channel had been dredged alongside Playa Sirena, but with no certain knowledge of its depth, and in a cruising ground dominated by catamarans, I decided to use the old channel.
We continued in 2,000 feet until we reached Los Ballenatos, where a red buoy and a couple of bobbing dive boats distinguished the reef. After our turn north, the depth meter shot to 40 feet; minutes later we were in 10 feet of startlingly beautiful azure and aqua water. We wove between nuns and cans differed only by their colors and top shapes. Where the new channel converged with the old, the buoys overlapped, creating a confusion of green and red to both starboard and port. Keeping green buoys to port, we made our final turn at a dazzling sugar-crystal beach where wading birds ignored us from shallows a boat-width away.
Cayo Largo Marina could accommodate a few dozen boats stern—and side-to on finger piers at its three docks. The two piers for dive and tour boats were monitored 24/7 by men wearing sunglasses. The third dock, used by foreign-flagged and charter boats, featured a self-service quarantine chain and the inevitable guard. Cubans are not allowed on foreign boats, even if you invited them. They needed the port captain's permission to board or even pass the customs quarantine line. Alerted to our arrival, the quarantine dock bustled with male and female officials from the usual agencies. They always had permission.
Piri, the longtime dockmaster, gave us the rundown on procedures. He introduced us to the doctor, who certified us disease-free, and the port captain, who collected papers. Then, certain that we didn't need a translator, he excused himself. It was lunchtime. Meal hours at the dormitory dining hall were limited; the day before, he had checked in so many boats that he hadn't eaten at all.
After Immigration and Coast Guard visits, the agricultural inspector and veterinarian checked our food. The long-past sell-by dates of a few dozen rusty cans in the bilge relegated them to a garbage bag. Later, our South American-born crew caught an exchange that hinted the cans might wind up on somebody's table. I felt oddly pleased about the inadvertent gift of our emergency rations.
Provisioning moved to the top of the to-do list as soon as I finished paperwork. Outside the marina office, a line of Korean buses dropped off snorkelers from the hotels. Across the street were a bank, souvenir shop and clinic. Closer to the docks we found a disco, restaurant, dive center, shower and toilet block and grocery-chandlery.
Meanwhile, the crew discovered a low fence surrounding a sandy enclave. Inside were cement tanks brimming with endangered green sea turtles. The turtles' caretaker, Leonardo, said they tracked year-old turtles when they swam away; it would be at least 20 years before they returned to lay eggs on their native beach. Even a turtle's sophisticated internal GPS couldn't warn them that while they were growing up, 15 resorts had been built on Cayo Largo. Now their nests were in danger of being trampled by volleyball players. Sea levels were rising, too. With less beach available, the turtles might lay their eggs where sea water encroached. The seagull population, perhaps the greatest threat, had grown, too.
The center provided a safe place for endangered turtles to hatch and grow. Just that morning Leonardo had a report of a new nest that needed moving. Would our crew like to join him?
The turtle's trail through the sand resembled tire treads with a tail mark down the middle. She had lumbered ashore, dug a hole, laid a hundred or so eggs, covered the nest and returned to sea, all in the space of a tide. As Leonardo extracted each egg, he placed it in a bucket, bottom-side down. Back at the center, he carefully recreated the nest, even using the same sand. On a stick he wrote the date, and another date 45 days later when the turtles would hatch, and placed it next to the nest.
I wondered what habitat this summer's hatchlings would find in 20 years. Could Cuba balance a huge increase in the number of tourists with the need to protect the pristine environment that drew them?
Cuba's embrace of tourism made it determined to show its best face. Cayo Largo was gorgeous. But what seemed to be was sometimes more important than what was.
I listened carefully to what was said and how it was said. What to me was an innocent question could be perceived as criticism of their government. I avoided discussions of political opinions or even personal lives in order not to make them uncomfortable or put them at risk.
Yet again and again, we heard that the only way to survive economically was through access to hard currency. Tourists on Cayo Largo had plenty of that. To them, Cuba was rich in natural beauty, a land of all-inclusive, all-you-can-eat buffets. "Inclusive" meant airfare, food, drink, and lodging, but it did not mean that Cubans were welcome.
Despite the recent thawing of relationships, Cuba remained a dictatorship. Its people were still closely watched and their activities heavily regulated. They lived with restrictions not imposed on foreigners. The sole place Cubans were allowed to mix with foreigners was at the marina's Wednesday night disco. Our interactions were sometimes intense, sometimes lighthearted. Some conversations took me days or weeks to process.
As one official noted, smiling, "When we Cubans are unhappy, we smile." I had to learn their ways before I could show respect.
Cuban staff had an all-inclusive deal, too. Everyone from dive captain to housekeeper to immigration officer was a guest worker on Cayo Largo. They commuted by high-speed ferry from their homes on Isla de la Juventud or Havana to live in dormitories, meals included, for 20 days. Then they had to return home for 10 days.
I had to return home, too, for a family obligation. The rest of the crew had reservations to return to their respective countries. I told the dockmaster I had to go to the US for a couple of weeks. Could we leave the boat tied at the international dock?
"No problem." Piri's was the tanned, unfazed face of the new Cuba. No problem was beyond his reach. In five different languages, Piri wheedled, lectured, cajoled, confided and brokered deals—all without benefit of internet or smart phone. If you believed him, he was even involved in negotiating regulations around the not-too-far-off arrival of American cruising boats.
Cubans knew we were coming, but not what to expect. I wasn't expecting what came next, either. "You can leave the boat, but the marina bill must be paid in advance."
At .80 CUC per foot per day, our combined cash fell short.
Piri was sympathetic. He said the boat could be left at the marina in the care of a qualified marinero at a 30 percent discount. It was called Guarda y Cuidado, or custodianship. I agreed instantly. What could go wrong?
Three weeks later, I returned to the boat with new crew. As soon as I stepped into the galley I knew something was wrong.
Trails of droppings led across the galley counters, through cubbies, and over the nav station. Soap and chocolate were scored by teeth marks; foil packets once containing medicines were ripped apart and empty. Two large holes in the galley's fiberglass hatch screen confirmed an invasion by rodents of an unusual size.
And our marinero? He had been called to Havana for a family emergency.
Cuidado had another meaning, "look out!"
A search turned up the remains of spare rings and seals and more droppings in the deepest parts of the boat, but no rat. Then we found the nest, made of shredded foam and smelling of blood and urine. A family of rats.
We jettisoned the nibbled food, wiping out the remainder of our provisions. We would have to stock up again soon. The chandlery mostly stocked rum, jam and industrial-sized cans of peas and tomatoes. There was no town and no market, only supply barges to the hotels and dormitories. With food so difficult to find, living in a dorm with three meals a day like the Cubans didn't sound half bad.
Rita, the chandlery manager who was known to work magic, told me to ask Juan Ricardo what to do about rats.
Juan Ricardo kept the dive operation in great working order. In his 70s, he was one of those Cuban mechanics who worked a different kind of magic.
As a Danish cruiser put it, "Cubans can fix anything, using nothing."
Juan Ricardo produced a trap the size of a mailbox with a bait hook that would spring a guillotine of a canted tin door. It didn't work. The Port captain nodded knowingly. "Es una rata Cubana. Muy inteligente." Whose side was he on?
Juan Ricardo asked the veterinarian for sticky traps. He gave us two. Nada. He lent us a cat that caused a ruckus in the forward cabin, raising our hopes the rat was gone. We could finally leave.
After we departed the fuel dock, the helmsman engaged the autopilot and added 10 degrees. The wheel spun over, hard, and didn't stop. We would have to hand steer until we could fix it.
We made for the Canarreos Archipelago, whose closer cayos—Rico, Rosario, and Cantiles—were popular snorkeling day trips. Avalos, Campos, Matitas and Matias had reef-sheltered anchorages with depths of four to 40 feet and empty beaches. Cayo Matias's entrance proved easy to navigate in good light. We anchored in 10 feet of extraordinarily clear water. The resident engineer confirmed the rat had chewed clean through our rudder position indicator cable. Fortunately the repair was easy. Unfortunately, we found signs that at least one rodent remained with us.
A short swim to the reef took us over breathtaking white, lavender and green coral gardens; sea fans and brain coral, conchs and lobsters, abundant schools of tang. Where were the mooring buoys? What would happen when snorkel boats full of tourists arrived? Could Cuba's environmental plan protect the reef, or would the impact of tourists be like our rat, wreaking havoc with the designated course?
Pine-covered mountains to the east and a crescent-shaped peninsula to the south protected Ensenada Siguanea from wind and swell. Siguanea was shoal, silted by a hurricane, but the anchorage was tenable. The port served as dive headquarters for El Colony, a hotel one mile down the road with internet and a 24-hour infirmary.
We asked nicely at the marina office if we could land our dinghy at the hotel.
No, mi amor.
We asked nicely, did anyone have a cat? They glowed.
Sí. This was a Cuban solution.
After a harrowing dinghy ride and near-drowning, a calico took up temporary residence, a gato cubano to match wits with the rata cubana.
La Isla presented our only opportunity to reprovision before a passage. The taxi ride to Nueva Gerona took an hour. The port at the capital city was off limits to private boats and tourism was light, but we found food aplenty. In place of the traditional half-sugar, half-coffee cafecito, we sipped guarapo, pressed cane juice that tasted like liquid sugar. A corridor of brick and marble from La Isla's quarries led to the town square in what appeared to be a booming capital. With hundreds of residents employed on Cayo Largo, hard-currency tips were streaming down to La Isla.
Before departure, we spent hours searching for the cat. The Guarda Frontera arrived for its final inspection. Just when it looked like she would become permanent crew, the cat finally emerged from her bilge hideout. She lapped at a bowl of milk and purred, but divulged nothing about the rat's fate. Had he been dispatched? Fled?
Or was the rata cubana still below, gnawing through another cable?
To visit Cuba is to expand one's fundamental understanding of how the world works. The American mind reels at the idea that a marine engineer chooses to drive a taxi, not because he has come down in the world, but because he is ambitious. That a qualified captain—a graduate of the Naval Institute—may wait years to spend a single week at the helm of someone else's vessel. Or that an excellent marine mechanic washes charter boats.
It's equally difficult for Cubans to wrap their heads around the notion that one person's education or area of expertise entitles him to earn far more than another, never mind earn enough to personally own a cruising sailboat. That pricing is competitive. Or that material goods can possibly cost what they do.
Most of the Cubans I encountered hadn't ever met an American, but looked forward to forging a friendship. During my time in Cuba, people looked out for me. They offered assistance, were eager to learn, showed off the beauty of their place, and delighted in sharing stories.
We are not so different, Cubans and cruisers.
This is the final article of a three-part, east to west exploration of the south side of Cuba. Christine (and her OFAC license) spent the season exploring Cuba, and blogging as Sissy Puedes in Cruising Compass. She and Stephan Regulinski cruised five years on Delos with their three children. Once they finish paying college tuition, they look forward to cruising again on Hanalei, another Amel SuperMaramu.]]>
Last year about this time, the USCG changed the US Inland Navigation Rules and their Annexes. These are the rules that apply inside most point-to-point lines across coastal bays or inlets leading to the ocean—notable exceptions are all of Puget Sound, AK, and HI waters. There has been little notice of these changes despite a couple details of interest to sailors. Knowing these details could save you up to one hundred dollars; not knowing them could cost you a couple hundred dollars.
The goal of the changes was to bring the wording and format more in line with that of the International Maritime Organization (IMO) Convention on the International Regulations for Preventing Collisions at Sea (COLREGS) or simply the International Rules. Another goal was to address recommendations made by the Navigation Safety Advisory Council (NAVSAC). Following the recommendations of NAVSAC and other professionals, the proposed changes were published, and the public invited to make comments. Apparently only ten public responses were received, addressing 49 specific points. They were described as mostly favorable, with most addressing the key issue of nomenclature, ie use of "section" versus "part" versus "subpart" versus specific CFR (Code of Federal Regulations) article reference. This aspect has definitely been improved, but anyone looking at this book for the first time would have to wonder what it looked like before improvement.
In a sense with the new handbook content and ubiquitous reference to CFR article numbers, the book itself looks more complex now than it was. But not to worry about that; there are only 18 half pages of content we need to know to be safe in most encounters, namely the Steering and Sailing Rules—though needless to say, proper identification of lights and sounds could also be crucial at other times.
First the easy part, which does not affect sailors unless they are testing for a USCG license. WIG craft rules are now all the same for Inland and International waters. WIG rules used to apply only to International Waters, so this must be looking ahead to seeing more of these "vessels" here. These strange boats that can fly are more popular in Asia and Europe than in the US.
RULE 1(g) ON CARRYING A COPY OF THE RULES
Next there was a proposed change that they did not make, but the official discussion of the decision brings up several interesting points. The USCG considered, and then rejected, a NAVSAC proposal to require vessels down to 16 ft overall length to carry a copy of the Rules on board. At present only (self-propelled) vessels of 39 ft or longer are required to carry "a copy of the Rules for ready reference" on Inland waters. The argument for smaller motorboats and sailboats to carry the rules was the obvious one that they also must obey the Rules; the argument against it that prevailed was "lack of quantifiable benefits to justify a high regulatory burden on recreational vessels". They stated that six and a half million vessels were within this (39 ft to 16 ft) category and they listed the GPO Nav Rules book price at $23, and then they multiplied the two to get what was described as "unnecessarily costly" boater expense of 150 million dollars. (With the actual street price of $10, the actual cost to boaters would be more like one six-pack of beer in the lifetime of each of these boats.)
They went on to point out that the skippers of only 14 percent of boating accidents (in this vessel category) that led to a death had ever taken any navigation training, and only nine percent of those were sanctioned courses, and noted that fatal accident statistics have gone down as sanctioned training has gone up over the years. Thus they argued that more navigation training is more important than requiring Rules carriage.
This is obviously true, but I must add that the Nav Rules were not designed to prevent fatal accidents, but to prevent collisions, and I state again our premise that the Navigation Rules is the most important book in navigation. They also failed to point out that every collision (between vessels of any size) involves the violation of at least one of the Rules by both vessels involved—in other words, it is statistically impossible to have a collision if you obey all the Rules, regardless of what the other guy does. But you have to know the rules on what to do when he does not obey the Rules.
I agree that it does not make practical sense to extend the carriage Rule to smaller vessels. Furthermore, it does not matter; the Rules must be obeyed by all vessels, regardless of having a copy on board, and in fact regardless of even having read them. The requirement for larger vessels (>39ft) on Inland Waters to carry the Rules at least gives mariners a chance to look up relevant rules after the fact as a means of ongoing education. There will always be encounters, lights, or sounds that we wish we knew better at the time. Why there is no similar rule in the COLREGS is not a matter of US law nor control. The international consensus must be that International Rule 1(a) that you must obey the Rules is enough to go with. There are IMO regulations that all commercial vessels must carry a copy of the Rules, but that is independent of the Rules themselves.
With all that said, if you did not know about this Rule, do not feel too bad. It was always the law, but it was buried in Annex V, §88.05. Now with the new changes it is up front in Inland Rule 1(g).
To me the most interesting part of the discussion of the carriage requirement included the phrase "electronic copy," but only as an afterthought, in an awkward sentence structure, without any implied price to that option, which would have befuddled their cost analysis. In short, a "copy of the rules for ready reference" could indeed be an electronic copy, and the USCG offers a free ebook copy online (pdf) that would run quite well in smart phones or tablets. Furthermore, in another part of the USCG website we find this direct statement:
"Electronic copies of the Navigation Rules are acceptable, however, only if they are currently corrected to the latest Notice to Mariners and can be made available for ready reference. The unwritten rule of thumb: 'readily' means that you are able to avail yourself of a Rule(s) within 2 minutes of the need to do so."
Two minutes is a cake walk with a well designed ebook version (ie Starpath Pocket NavRules) and even trivial with the USCG PDF version that you mail to yourself and open in your phone. Save it, practice once or twice looking up a rule, and you are always legal.
RULE 8(a)—ACTION TO AVOID COLLISION
This rule is the fundamental description of how to maneuver to avoid a collision. It was always intended to be the same in both Inland and International rules, and it remains so, but there was uncertainty in the wording of the Inland Rules. Now the wording is the same in both International and Inland rules to read (italics and underline added):
Rule 8(a) Any action taken to avoid collision shall be taken in accordance with Rules 4-19 and shall if the circumstances of the case admit, be positive, made in ample time and with due regard to the observance of good seamanship.
They added the precedence statement (shown here underlined) to the inland rule. Also interesting, though not part of the rule itself, this USCG document also effectively defined "in accordance with" by adding this sentence to their description of the rule change: "It is our intent that Rule 8(a) should be taken with full knowledge and compliance with Rules 4–19" (italics added).
In the previous version for Inland Rule 33(a), it was required to carry a whistle and a bell for vessels ≥ 12m (39 ft), but the International Rules required the bell only for vessels ≥ 20m (65 ft). The new inland rule now matches the International rule, so you do not need a bell on board till 65 ft or longer—so off to the swap meets with these, or make dinner bells at home. A brass bell that meets USCG requirements can easily cost $100.
This rule change affects several of the USCG's trickier license exam questions, so keep in mind an older data set of these questions may now have the wrong answer. The new dataset of Rules questions online have these answers changed.
Rule 35(g) and 35(h) in both International and Inland rules calls for ringing a bell when anchored or aground in restricted visibility. The rules do not specify vessel lengths. In the old inland rule you had to ring a bell for 12 to 20m, now you don't, because you don't have to have a bell at all. Now you are forgiven for all the times you were anchored in the fog and did not ring your bell!
Here we have another seemingly very simple Inland Rule change that has notable implications to sailors of smaller boats, or dinghy rowers running back and forth to larger boats. It is also notable in that it goes contrary to the harmonizing goal of the changes in that it willfully makes a US Inland Rule different from the corresponding International Rule that was previously the same.
The new US Inland Rule reads (with underline and italics added):
Rule 25 (d) (i) A sailing vessel of less than seven meters in length shall, if practicable, exhibit the lights prescribed in Rule 25(a) or (b), but if she does not, she shall exhibit an all around white light or have ready at hand an electric torch or lighted lantern showing a white light which shall be exhibited in sufficient time to prevent collision.
The lights of 25(a) referred to are sidelights and a sternlight; the lights of 25(b) are a tricolor on the masthead. They have added the all-round white light option to the Inland Rule, otherwise the two rules would be identical.
Now inland-waters boats, under sail or being rowed, that are less than 23 ft (7 m) long can run with a steady, all-round white light. If you choose that option, it definitely means only the all-round white light; no other lights allowed.
For many sailboats (again <23ft) you can now sail at night running your anchor light from the masthead—but turn your sidelights off if you have them. The anchor light was used by some sailboats in the past, but it was not legal then (sidelights and a masthead light looks like a power-driven vessel). Those who knew that may have thought it was better seen than legal, but just like the other common sailboat lighting error of running deck lights and tri-color (also illegal) these lights can get fined.
I know of a case from many years ago where a fine for running both tricolor and deck lights was $50. Modern exposure is higher: "A civil penalty of up to $500 may be imposed by the Coast Guard for failure to comply with equipment requirements…" from a USCG Special Notices to Mariners. Frankly, it is unlikely to be fined for just wrong lights, but in the event of a collision at night, illegal lights guarantees you a large part of the liability, regardless of who was at fault.
Tech developments that may have impacted this decision are bright LED lights, which even the smallest boat can run for long periods on a small battery. This new rule also now makes the kayaker with a white light on his hat legal as well. Granted, you will look like a sternlight, but in principle that would not be a problem; Anyone approaching a sternlight should go around it.
At this point we can add that one of the USCG's stated motivations of the changes ("more public awareness") has just been achieved—you have read an article on the US Inland Rules! To know where they apply, check 33 CFR Part 80, in the back of the new Navigation Rules Handbook.
Spain or bust: as always, it could have gone either way. Prior to our departure from Jamestown, RI in June, preparations had been thoroughly reviewed and executed. The Swan 56, Moondance was a tried and tested vessel ready for sea. For most of the crew, the passage from Jamestown to Spain by way of the Azores would be their first transatlantic crossing, although most had sailed to Bermuda and back several times and completed other sailing milestones. With eight people onboard, we had a wide variety of experiences and preferences, and we could either turn that into an asset or a liability. How we would treat each other, deal with the extended time at sea and the inevitable problems that would arise was an uncertainty.
Michael, Moondance's owner, had carefully considered the crew selection. Politeness and respect for others was high on his list of requirements. With a wide variety of ages and experiences, we could learn a great deal from each other and benefit from the energy and knowledge base from young and old alike. Those qualities provided a foundation upon which we could fabricate solutions to most things that were to confront us.
As we departed Jamestown in moderate southerlies, we beat out of Narragansett Bay and began the trip by heading in a southeasterly direction towards a meander in the Gulf Stream. It was not the shortest route to the Azores, but it would get us south of a cold front that was to line up along the north wall of the Stream. The route would get us into warmer water where the wind would be consistent up and down the mast rather than being affected by a marine layer of cold air which allows stronger wind aloft to drop off to nothing at the waterline. Springtime in cold water can be famous for those conditions, which show 20 knots of wind at the masthead and glassy-calm water on the surface of the ocean. Get to the Stream. Enjoy the warmer water while getting more effective use from the available wind, and benefit from an eastward flowing current.
Decades ago, virtually all passages were accomplished by hand-steering around the clock. Helmsmen changed and gained experience driving in virtually all conditions. With the introduction and increased popularity and reliability of autopilots, hand-steering has, in many cases, become an occasional activity. As a result, during deliveries now, I often require that half of the watch is spent hand-steering during the initial stages of the passage. That practice helps everyone get better acquainted with how the boat handles, how the sails need to be set in order to minimize loads on the autopilot and prepare for driving the vessel in heavy weather conditions which may not be suitable for an autopilot.
The cold front that was forecast to line up along the north wall of the Gulf Stream performed as advertised. Lightning lit up the night sky to the north of us, and winds built to 30 to 35 knots. Hand-steering for half of the watch stretched the capabilities of some of the crew, but all were up to the task, eventually enjoying the experience and the joy of sailing a well-designed and built sailboat in brisk conditions. As Moondance cut through the waves, the people driving got used to handling her. Over a couple of days, the winds began to subside, making the task a little easier, and allowing the crew on deck to enjoy the clearing night skies and driving towards one star or another. The experience was about to come in handy.
Early in the passage the autopilot began to act up. When sailing shorthanded, that can be a significant problem. It's happened to me on other passages and is worth remembering when planning crew requirements. With eight people onboard, it would be inconvenient, but it wasn't critical when the autopilot finally stopped working. The entire crew was well prepared to drive in brisk to heavy weather conditions, and they could adapt to whatever would lie ahead.
The time wasn't all spent driving, happily enough. Prior to departure, Michael had told everyone that we would each be responsible for giving several "TED Talks" (see: https://www.ted.com/talks), about topics which interested us. Jackie, the cook onboard, gave a hands-on demonstration about how to bake bread while offshore. Everyone helped to knead the dough, even if only briefly. Tom, a retired Wall Streeter and teacher, talked about teaching economics. Matt, a young engineer, gave us some insights into heating and air conditioning and what lies behind the ceiling in a commercial building. Cam talked about some of the cancer research in which he is involved, and Dana provided us with some much needed background on the Azores, among the many other topics.
The Azores is a welcome respite in any transatlantic passage, partially because of the welcome sighting of land, partially because of the fresh local food, and largely because of the friendly people who live there. Horta, harbor paintings, vinho verde and Peter Café Sport are all uniquely inviting, but that is just the beginning of it. To explore further, the crew rented motor scooters and tempted fate by cruising around Faial. Without injuries but armed with stories, they all returned safely to the boat for the next leg of the trip: Horta to Sotogrande, Spain through the Straits of Gibraltar.
The approach to the Straits can be a cause for some trepidation. It's always a cause for heightened awareness. The shipping traffic is crowded and relentless. With current that is always flowing from the west, when the wind is out of the east, the waves can be steep. When leaving the Mediterranean, tacking angles are less than ideal due to the current. For our own approach to entering the Mediterranean, we decided to make landfall northwest of Gibraltar in order to avoid shipping traffic that was in the process of turning at the western mouth to the Straits.
Winds south of Cape Vincent can be brisk, however, not unlike the winds around Point Conception along the California coast. The winds of the Portuguese Trades come whistling down from the north along the Portuguese coast and splay out towards Cadiz. With landfall south of Cadiz, we were able to quickly get past the strongest winds, and cross inside of the shipping lanes before ships turned as they entered or departed from the Straits. Once inside of the shipping lanes, we only needed to contend with coastal traffic or ships actually entering Gibraltar's harbor. Heightened awareness is required throughout the passage through the Straits. However, since the ferries to Tangiers are fast and leave frequently, ships entering and departing the harbor always seem to be underway.
Soon after rounding the Rock of Gibraltar at the eastern end of the Straits, we worked our way up the Spanish coast in the early morning light to Sotogrande. The calm night breezes we experienced through the Straits and the quiet morning sail to our destination allowed me time to think about what I learned on this passage that made it special. While the qualities are not unique to this passage, it was once again reinforced that mutual respect, politeness and preparation go a long way towards creating a joyful, memorable experience. Luck favors the well prepared. Politeness builds lasting friendships.
Find out more about the journey on Moondance's blog http://moondance2015.com/ and about Bill at www.WxAdvantage.com.]]>
My wife Virginia and I left Punta Gorda, Florida on our 45' Hunter Passage 450 Honeymoon Forever in February of this year to begin our multi-year cruise. With no particular destination in mind except to follow the weather, have fun, and be safe. I do not mean we would just meander aimlessly, we knew that for the first few years we would work our way through the Bahamas, Turks and Caicos, Dominican Republic, Puerto Rico and The Virgins (US and BVI). So after several months in the Bahamas a plan took place. We were anchored off Stocking Island, Georgetown, Bahamas on a beautiful sun drenched afternoon, after a delicious lunch at Chat N Chill when she proposed this plan. Virginia and I would fly to Florida, check on our properties and business and then she would fly to Brazil and I would fly back to Georgetown with Gary Howman, our dear friend and fellow sailor. Gary and I would move the vessel as far south as weather windows would allow us.
Upon arrival in Georgetown Gary and I picked up a rental car, knowing that we would need it for provisioning and other purposes. The boat was at Emerald Bay Marina until we departed on May 9th and headed only 13 miles down the sea road to Stocking Island where we planned on anchoring off of Chat N Chill. We had a few days of southeasterlys blow pretty steady so it was far better to hang out here than the marina. We arrived just in time for lunch and some cold ones —so we set up the dinghy and headed to shore. We were only anchored about 100 yards from the shore in 18 feet of crystal clear water with a good holding sandy bottom, it does not get much easier than that.
I introduced Gary to everyone there, AJ, Kwanza, Kendra and JB then we settled right in and enjoyed the best Conch Burgers in the Bahamas washed down with some cold Kaliks. After lunch we hung out on the beach, played with the stingrays, swam and snorkeled.
Five days later, what appeared to be a calm morning soon turned to headwinds running 18 – 24 mph. We motorsailed for our departure. As we came through the pass, Gary noticed the temperature gauge was creeping up so we took her off the wind and shut down the motor. I found a broken hose clamp on the water pump. After replacing that, I refilled the cooling system and we were back on course and fought headwinds for the next six hours. We arrived in Thomson Bay and went in search of lunch. We made our way down the road to a nice little place up on the hill called Sou' Side Bar and Grill for a delicious fish burger and some cold Kaliks.
On May 14th the day was already shining brightly and so were we in anticipation of a short but fun sail 24 miles north to Santa Maria. We departed at 0800 and were not disappointed with winds blowing steady from the southeast. We clipped along at eight point three knots and reached our destination in a few short hours. Calabash Bay is shallow but has some very good portions of deep sandy spots ideal for anchoring. On the northwest end of it, surrounded by beautiful clear water and white sand beaches, is the Santa Maria Resort which is very secluded, quiet and private.
Two day later, we were up early and getting the vessel ready for what would be a long day heading southeast directly into the winds and waves down the east side of Long Island. The trip took us a little over eight hours of steady 24 to 27 mph winds with the occasional gusts up to 30 with four to eight foot seas depending on the stretch we were on. It was a wet and wild ride for sure.
We arrived in Clarence Town, dropped a hook in the middle of the very well protected harbor and set up the dinghy as we knew we would be here for at least a few days. We had a few maintenance issues to address on the vessel: troubleshoot the wind generator, check all hoses and clamps for wear and clean all strainers. The following morning we rented a car and headed to the north end of the island to the chandlery where I purchased new batteries, fuel lines and a new water separator. Thank you Seafarer Marine Hardware!
On Friday May 22 it was time to leave Clarence Town. We took some time to fish and shortly after 1100 hours we heard that wonderful sound of line peeling off the reel. Gary took the helm and slowed the vessel while I got the pole out of the rod holder. As I grabbed the pole, I turned to him and said "It's a tuna!" I could tell because I have caught many of them and they dive. This one dove hard and fast! In no time at all it peeled off two thirds of the line on my reel. I worked like mad to find a balance between tightening up the drag and gaining some purchase on the line to reel it in. The minutes ticked by as I fought this beast; every muscle in my upper body screamed "Give me a break!."
Half an hour later later I got the fish within 10 feet of the vessel and we could now see its size. It was a monster Yellowfin Tuna. Once we had it gaffed and out of the water I literally wrapped my entire upper body around him in a bear hug—I was not losing this fish. He came in weighing a little over 70 pounds. I had never caught a fish (other than shark) that compared to it. I took a moment to thank the fish for his sacrifice and to thank God for his bounty. I was in a state of euphoria grinning like an idiot, and coated head to toe in fish slime and blood. We popped a couple of cold ones to celebrate and I stepped back to the transom and washed off while Gary brought the vessel back on course.
We made our way to Abrahams Bay, Mayaguana where we dropped and set the hook. I mentally prepared myself to clean, steak out and filet the tuna. During the cleaning process, I discarded all waste overboard. In no time at all we had a fan club of hungry sharks and rays competing for the tasty morsels time. During this process, we sliced off some prime pieces, rinsed them off with salt water, splashing a bit of lime on them and eat some of the freshest ahi sashimi imaginable. Once that task of cleaning the aft deck was completed, I took about a pound of the chunks and sprinkled them with Hogs Breath Blackened Seasoning then tossed them in a skillet. We sat in the cockpit enjoying this treat washing it all down with a couple of cold Kaliks. Ah, the cruising life is for me!
Sunday May 24 about 10 miles out of Sandborn Channel we hailed TCI Radio/Radar Control and they went through their information requirements for vessels coming in and out of TCI. It was a pretty thorough process conducted entirely by radio and is designed in conjunction with the USCG to be able to respond to you and your vessel in case of an emergency. We made our way to Sapodilla Bay where we dropped the hook and headed to customs to clear in. Later on, Gary reminded me that his three weeks vacation time were just about up and he must fly back home at the end of the week so I contacted Bob Pratt and we moved the vessel to his South Side Marina. It is here I based myself until my lovely wife Virginia flew back to continue our journey. It is also from here that Gary could make his return flight plans.
Gary and I spent the next few days getting Honeymoon Forever cleaned up inside and out. We explored the area close by, spent time with other cruisers, went to Bob's Bar for sun-downers each evening and partook in a Pot Luck at Bob's on Wednesday for which I made seasoned tuna bites with a rice dish. The days flew by and soon it was Thursday morning 0500 May 28th. Gary was up anticipating his flight back home. And so Gary's vacation, education, exploration and visitation aboard Honeymoon Forever came to an end. Thanks Gary I enjoyed the time immensely; let's do it again sometime.]]>
Today's inquiry was from the Venus side of a very-well educated, professional couple with a long-standing relationship and marriage. It read not unlike a Dear Abby letter: "Dear Jill, I need your advice. Hubby insists that we tie all our knots the same way. 'Use the right knot in the right place—it's a safety thing', he says. I like how I hang fenders and he insists I change. Should I hold my ground? What do you and Pete do?"
It was a few minutes before Jill stopped laughing with "been there done that stories" and we had a "serious" discussion on this "critical" marital dispute. Let's put this into perspective. Some boats sport placards that read, "Sailing is not a life or death matter. It is more serious than that." Long ago Jill and I decided that placard was missing a final phrase, "but not as serious and important as your marriage". In the chronology of our successful sailing relationship, this realization came somewhere between "yelling does not help" and "don't mumble—talk loud but sweetly". Do knots matter? Sure they do. But as with most things, there are degrees. Total rigidity rarely is necessary (but good anchor holding also helps assure marital bliss).
What is a knot anyway? A knot has three immutable characteristics: 1) It is easy to tie, 2) It is strong and holds, and 3) It is easy to untie. Everything else is a nothing more than a tangle. Number two above also aptly describes a good marriage.
Back to our inquiring writer. We first must praise this couple for actually tying knots instead of resorting to the endless host of chandlery products offered to "make hanging and adjusting fenders easy". The fact that they are tying knots and discussing them is a good sign for their future sailing together.
For years we have kept five foot long lengths of 3/8" line in multiple rooms of our house for practicing knot tying. Several knot tying books are found on our boat. I even once made a knot board with some 75 different knots and bends just to prove I could tie all those knots. In the end Jill and I decided we could sail the world with just a cleat hitch, four knots (square knot, bowline, rolling hitch, and clove hitch or half hitch/double half hitch), and one related best practice: gasketing a coil of line.
On our boat, the one knot-related practice applied with some rigidity is how we gasket any coils of line. When things get nasty (sea state that is) is not the time to have to figure out how to get a coil of line running free in order to drop a sail quickly. Less stressful, but oft repeated, is the storing and uncoiling of dock lines. Gasketed well, the coil is easy to hang, does not come undone, and releases without tangling. There are a few different methods to gasket a line. Just pick one and use it consistently.
The cleat hitch is elegance in its simplicity. Extra turns, twirls, and embellishments are unnecessary, do not make the knot any stronger or more secure, and just scream out, "not tied by a seaman, ummm, seaperson". A walk down most docks will reveal any number of examples of cleat messes that are clearly not easy to untie.
The rolling hitch is the vice-grip of knots. It can grab another line tightly but can be slid easily when not under tension. We secure our halyards away from the masts with this knot. Just this weekend we lowered and raised our roller furler with a rolling hitch of light line tied around it (and a bowline on the other end going to the halyard shackle). But the one use of a rolling hitch that every sailor should learn is the releasing of a sheet jammed on a winch, which could also involve a pinched finger or hand. For this purpose a few yards of 3/8" double braid line should live in your cockpit in a coaming box or hanging on the mizzen mast. This lighter line is tied around the taut end of the sheet a foot or more ahead of the winch, using a rolling hitch, with the double turns closest to the winch. The other end of the line goes to another winch to pull in the sheet and release its tension from the winch where the sheet is stuck. With practice you can release the line faster than you could cut through it. Winch overrides happen at the most inconvenient of times. Cutting a sheet can really ruin your day and there is no excuse for cutting one because you now know how to release its tension quickly.
As to our four "necessary" knots, the bowline is perhaps the one most used, but alas probably the one least applicable for hanging fenders. Most learn to tie a bowline around themselves or a fixed object (drawer handles are popular). In the real world one has to be able to tie the bowline as a free-standing loop, through a ring, or around an object while standing, kneeling, balancing, or hanging in all sorts of contorted positions. At those times the rabbit does not always want to come out of the hole, go around the tree, and back into the hole. This is where practice with that five-foot scrap of line comes in. Eventually muscle memory is developed and rabbits need no longer be recruited during the tying of your bowlines.
The simple bowline also is the basis of a bowline in a bight, a water bowline (best when towed through the water), and a triple bowline (with a double or triple loops to improve wear). Consider these as optional or elegant variations. They look enough like the basic bowline that they will always be familiar to your spouse when it comes time to untie them, but not mandatory for both of you to be able to tie.
Knots that secure a line to, not just around, a piling, stanchion, or lifeline are called bends. A turn of the line around the post followed by two half hitches (known to non-sailors as just "knots"), tied in the same direction, is the simplest form of secure bend, a double half hitch. This knot can also be tied with the tail folded over in the second hitch making it quick to release by pulling the tail. A clove hitch is another favored bend we use often, but it would be hard for me to declare one as better than the other except that the clove hitch has two rounds of line around the piling. The clove hitch can be made instantly by laying two loops over the top of a piling. There are plenty of YouTube demonstrations of this "magic" method. There is no shame in adding an extra half hitch of the tail around the working end of a clove hitch. Sending a hammer aloft to forgetful hubby hanging in a bosun's chair calls for a bend around the handle right under the hammer's head (although a tool bag tied on with a bowline works well, too). And all of these bends would work for hanging a fender.
Tying a line to itself, around something like a boom, calls for a square knot. A common example is gasket lines holding a reefed sail to the boom (but with stack packs and lazy jacks does anyone still do this?) or a line tied around a parts box to keep it closed. Here again variations are useful. Folding over the tail of the last wrap leaves the tail in a quick-release mode making the knot very convenient, dare I say for hanging fenders? Several extra twists turn a square knot into a surgeon's knot which holds in slippery monofilament fishing line.
We also have one "bonus" knot that amazes and entertains children and innocent bystanders: the quick release or "dinghy knot". This knot holds the dinghy painter fast to the dock or boat. Pulling the tail instantly releases the line from the piling or cleat. There are a few different ways to tie a dinghy knot (https://www.youtube.com/watch?v=gx6Sof1ZWSY). Jill and I use different approaches, but that doesn't matter since the evidence vanishes regardless of who pulls the tail. This knot also works great for, you guessed it, hanging fenders.
To our writer we say, "Master the rolling hitch, agree how you will gasket coils of line on your boat, and tie your fenders using a knot familiar to both you and your sailing partner: clove hitch, double half hitch, or one of the variety of quick release knots and get on with the serious stuff of sailing—loving to sail together".
For over a decade now, Pete Dubler has been writing for BWS about projects on his Pearson 424 including articles in this series detailing her complete restoration and refit. During 2015, under a phased retirement program, Pete and his wife Jill will spend more time shaking out S/V Regina Oceani and plan to depart for worldwide cruising December 2015.]]>
Founded in 1897, US Sailing (at the time called the North American Yacht Racing Union) has a long history of training instructors and serving as an authority on sailing in the U.S. In 1993, in an effort to create consistency in sailing programs, U.S. Sailing standardized their instructor certification curriculum. Similarly, the American Sailing Association (ASA), founded in 1983, aims to provide a national system of sailboat training and certification to students. Throughout the country there are ASA certified sailing schools in 36 states that offer classes on a variety of boats for both youths and adults.
US Sailing, aside from safe boating certification, offers classes to train sailing coaches, runs regattas, train race management personnel and acts as an authority on sailing. ASA's primary goal remains educating instructors and safe boat training and is not involved in the racing side of sailing. From a tax standpoint, ASA is a for-profit organization while U.S. Sailing is not for profit. Bottom line is that there is not much difference and both adhere to strict standards.
The first levels of cruising classes from both U.S. Sailing and ASA are designed to familiarize students with the basics of keelboats, with the end goal being that they could confidently and safely sail one by themselves. Basic navigation, docking and mooring, sail changes, familiarization with operating the boat under motor (if it has one) and safety tactics if you are caught in stormy weather are all taught at this level.
Certification from these classes can be used as proof of sailing ability when you go to charter a cruising boat and will allow you to safely enjoy your use of it and return it without damage at the end of your charter period. For example, ASA Class 104 Bareboat Cruising, offers participants the chance to learn how to sail a sloop-rigged, auxiliary powered 30 to 45 foot sailboat during a multi-day cruise on inland and coastal waters in moderate and heavy winds. Participants will also learn about provisioning, boat systems, auxiliary engines, coastal navigation, anchoring and emergency operations.
Coastal navigation classes are useful for anyone who plans on cruising in coastal waters and includes a coastal passage making program where first students learn the theory and then have a chance at applying it in on the water situations. Whether you take a class through ASA or U.S. Sailing, coastal navigation courses will start by examining the basic principles of navigation, from there students will learn how to navigate both with and without electronics
One example of such a class is US Sailing's Safety at Sea Seminar. It is moderated and taught by experienced, lifelong sailors who include some of the top names in sailing and safety. Designed for sailors of all types and levels and for a wide range of boats—small, big, monohulls, multihulls (and powerboats, too)—that are sailed anywhere. The curriculum is certified by US Sailing, with special attention to conditions and challenges of the host organization's sailing area. Participants can choose from a one day coastal or a two day ISAF offshore certification course depending on what type of sailing they plan on doing.
Another important skill to learn is celestial navigation. Even with the abundance of electronics on boats nowadays, more than ever it is important to learn how to navigate without modern technology in a way that can never fail you. This skill is often packaged with an ocean or offshore passagemaking course. Most courses emphasize learning the theories and practical skills necessary to help you successfully create fixes on the boat with a qualified instructor during an offshore passage making course. There are also excellent celestial navigation courses that can be taken online and done in your own time at your own speed as well as plenty of books on the topic.
So you've just completed a coastal or offshore cruising class, so whats next? Both organizations offer additional classes that will allow you to gain skills in specialized areas. If you don't have a boat or want to sail while on vacation, many charter companies offer bareboat charters, such as the Moorings or Sunsail. If you have an interest in racing, many boat owners need additional crew for weekly harbor races as well as longer coastal and offshore events. Crewing on a boat delivery is another excellent way to gain offshore experience.
Throughout the country, from popular sailing cities like San Francisco or Annapolis, to the great lakes and the smallest bodies of water, you'll find community sailing programs. Although they vary in size, types of boats and classes offered and location, the goal of of these types of program is to get the community out sailing. Most programs offer both adult and sailing instruction for children and teenagers. Additionally, many have boats that members can use as part of a membership fee. High school and college sailing is growing in popularity across the country and is a great way for youths to familiarize themselves with sailing and make lifelong friends. Most importantly, community sailing organizations and sailing courses allow those interested in pursuing sailing an avenue to safely gain skills and connect with the larger sailing world.
For more information:
American Sailing Association
U.S. Sailing
In the summer of 2012 Aaron Hall (founder and CEO of Boatbound) and his family were on vacation and trying to rent a boat, however the marina had no more boats available. "We looked around and saw a ton of boats sitting there and thought there has got to be something like an AirBNB for boats," said Hall, "and that kind of spurred the idea of Boatbound". He added looking back that was the 'ah ha' moment that every boater would be thinking later, 'man I wish I thought of that'. Boatbound formally launched in June of 2013.
Boat owners working with Boatbound can choose the price and days their boat is available for rent. The Boatbound website is free to join and allows users to search by location, then narrow search results by power or sailboat and whether it will a bareboat or captained charter. The price per day, size and a photo of the boat all appear after an initial search. After selecting a boat, users see a calendar of available dates, additional photos and information on the boat and owner. From there, a message to the owner can be sent to ask questions or users can send a request to book.
Every rental includes $1 million in liability protection and $2 million in boat protection from Lloyd's Insurance as well as Boat U.S. support on the water. After each rental, the owner and renter can review each other and document their experience. For owners, Boatbound receives 35 percent of each rental for non-commercial boats and 5 percent of each rental with commercial insurance or a charter policy, since they do not need Boatbound insurance to operate. For renters, a 10 percent service fee will be charged for each rental booked.
After renters select their desired day and provide payment information, they are asked to answer a few question provided by the owner about their boating experience.
"From a vetting standpoint, we first pre-screen anyone who wants to rent a boat by themselves (bareboat) for responsibility by checking criminal history and their driving record," said Hall, "At that point, if they are approved to rent, it is the owner's responsibility to vet the individual renter." Hall added that the process works better than a basic form that the renter fills out because every boat is slightly different and every location may have different navigational requirements.
Georg Gottschalk uses Boatbound to rent out his Catalina 36 and says renters who have taken out his boat enjoy the service because it allows them to sail when they want even though they do not own their own boat. Renting the boat through Boatbound, has helped Gottschalk pay the slip fee, maintenance and buy an upgraded mainsail.
Currently Boatbound has boats available in all 50 state with higher concentrations in larger cities like San Francisco. A Boatbound app is in the works as well as expansion to international locations to serve as a resource for tourists overseas looking to rent a boat for a day or two in a area that does not have a chartering company.
Visit www.boatbound.com for more information.]]>