Conference unifix::sailing

Your best bet is to call the race organizers and offer your services.  One of 
my celestial nav students tried it and wound up on Cronkite's boat.

I know of 4 boats from my club that are entered inthe race. I knwo for a fact
that they are all booked for the race down, but I'm not sure about the return
trip. I know one boat in particular that is returning with only two men (and
two women). I will inquire this evening and will return a reply tomorrow. I
know it's late in the game but you never know.

Bill C.

re .2

... returning with only two men (and two women) ...

Are you implying that the women don't count as crew? I sailed in the
gales of last year's Corinthian 200 with a crew of three women. They
were all competent sailors and I would sail with them again anytime in 
any conditions. My wife is a better sailor than several male sailors I 
know. Shame on you.

Alan

I suspect that it's very unlikely that you can still get on a boat going
down. I just purchased 'Shibumi', a Sabre 34 that was in the '83 race.
I've been told that they would waive the deadline requirements if I wish to
enter her in this year's race. When I said that I didn't have enough time to
make preparations or line up crew I was told that they could supply a whole
crew, including an experienced navigator. Apparently the organizers are
maintaining a list of volunteers..

I don't have phone numbers handy but you may try contacting either of the
following:

Trudy Kingery  Marion - Organizer,  I remember seeing her name on the 
                        application.

Charlie Bascom  Reach him at his company, Trident Group, in Marion. He was
                the navigator of 'Sly Mongoose', '83 winner and author of
                a recent article (either Sail or Cruising World) which
                describes the strategy used in coping with the Gulf Stream
                during the race.

Neither of these people know me so I won't be any good to you as a reference.
I suspect that if you volunteer to pay your own way to Bermuda then you'll
more than likely be able to get a ride back. 

Let me know if this doesn't work and then I'll try asking my friends in
Bermuda if they know of anything.

John R

re .2
		Sorry, no available crew member openings at this late date
			best of luck with the other avenues.

re .3
	My wife is one of the best crew members I've sailed with also. What I
		was referring to was a conversation I had a few weeks ago with
		the skipper of one of the vessels in the race. It was his desire
		to have another 'meat grinder' on board not mine. However, I 
		suspect that having made the trip to Bermuda before, I'm sure
		that he views this race to be of a different caliber than the
		Corinthian 200 (granted last years was a bear).

B.C.

    Does anyone know what time the Newport/Bermuda races start this
    weekend?

    The start is noon Friday.  I've also heard 1 pm -- Maybe that's the
    time at which all the classes will have been started.  
    
    Looks like the weather will be gorgeous.
    
    /Don    

The following is a rather wordy account of our participation in the 1991 
Marion to Bermuda Race.  The trip was made aboard our Sabre 36 "ALLEGIANCE",
and was the culmination of countless hours of work to modify her to meet 
the ORC requirements for a Category 1 race.  Included in the modifications 
was the conversion from a sloop to a cutter rig with a furling staysail.

For those of you not familiar with the race it is called a "family cruising
race" with some unusual requirements.

  - Only the following electronic aids to navigation can be used: knotmeter, 
    log, depth sounder, radio receiver, RDF, compass, pocket calculators and 
    temperature indicating devices.
  - LORAN can only be used when within the 20 fathom curve of the departure 
    coast an when the navigator estimates to be within 50 miles of the 100 
    fathom curve around Bermuda.
  - SatNav, GPS, weather fax and electrical or electronic autopilots are 
    prohibited.
  - Spinnakers of any kind are prohibited.
  - Sails made from Kevlar, Spectra or other high modulus fibers are 
    prohibited.
  - All ordinary cruising gear (tables, dishes, etc.) must be aboard.
  - Two anchors with rodes capable of securing the boat must be aboard.
  - All yachts must carry a dinghy.
  - Food sufficient for two weeks per crewmember must be aboard.

The crew on the race consisted me as Captain, a navigator who had completed
the race in 1989, two Watch Captains and two crew for a total of six.

The night before the race, at the Captain's Meeting, a professional 
meteorologist gave a presentation on what we should expect weatherwise for the 
next five days.  Basically, our biggest problems were to be the "lack of wind 
and a dissipating frontal passage".  "Although the front would create winds 
opposing the Gulf Stream current, they would be so light that their effect 
should be negligible".

The morning of the race (Friday) was consistent with the forecast......light 
winds from the north, so we motored from Fairhaven, MA to Marion, nursing 
hangovers from the Captain's meeting and a farewell party the night before.  

The race started on time with a building So'wester.  There were 117 starters 
in 7 classes ("A"-"G").  We were in "E" Class and were the third class to 
start.  We had good position and were the 2nd boat across the line in good 
clean air.  After several tacks we reached the middle of the Buzzard's Bay 
and were actually leading our Class.  At that time we were pointing higher 
and sailing faster than "ORION", the Pearson 36 that eventually won the race 
(on corrected time).

At this point the "light wind" was up to 22-knots.  We reefed the main and
watched "ORION" and most of the fleet tack off towards Padanarum.  We 
thought we had a better idea...... the Eldridge current tables showed a 
favorable 1.2-knot current at the time we estimated to arrive near Penikese 
Island.  To make a long story short, we sailed into a hole (8-10 knots of 
wind), the current was an hour and a half late in changing and most of the 
boats that went to Padanarum sailed by us.  When we finally passed the "Sow 
and Pigs" bell we were pinched-off so badly that we almost hit it (missed by 
2-feet).  During Friday night the winds died but we gained considerable ground
by running "wing-on-wing".

On Saturday the winds were up and down and we did quite well.  We estimated
hitting the Gulf Stream mid-Sunday morning, and the closer we got the 
stronger the wind.  We reduced sail by first reefing the main and shortly 
followed with the second reef.  Next we furled the 135% genny to 110%, and 
in a short period of time furled it completely.

We entered the Gulf Stream around noon on Sunday on a close reach, with just 
the staysail and a double reefed main.  We were hit by a series of four 
squalls, each of which increased in intensity.  We put the third reef in
the main, and finally had to take it down altogether.  The squalls lasted for 
about five hours with a sustained wind speed of 35-knots and gusts to 52-knots.
The rain was torrential and the wind was opposing a 3-4 knot current.  The sea 
was very confused with 15-20 foot waves coming at us from three different 
angles.  The six of us were harnessed in the cockpit which filled with the 
84-degree water on several occasions.  During this entire period we averaged 
7.4-knots on a close-to-beam reach.

One crewmember became seasick and was very ill for about 8-hours.  Two other 
crewmembers vomited after eating oranges, but recovered immediately.  I became 
exhausted after steering for about five hours and gave the helm to one of 
my Watch Captains who steered for about four hours, until he became exhausted.

When we exited the Gulf Stream, the rain stopped and we found ourselves amongst 
Class A boats.  The wind gradually died but the seas remained high.  The 
sun briefly popped out and our navigator, who spent most of the rough weather 
at the nav station doing his DR plots, finally got a sun sight with his 
sextant.  This was the first sight for approximately 36-hours.  

At this point we had to make a decision based on six day old information as to 
the location of a slow moving cold eddy spun-off from the Gulf Stream.  The 
current was supposed to be circulating counterclockwise at 1.2-knots.  Our 
choices were to:

   - Sail 70 miles West of the rhumb line to possibly pick-up the favorable 
     current side of the eddy.
   - Sail 20 miles East of the rhumb line to possibly avoid the eddy altogether.
   - Continue on our present course, 10 miles west of the rhumb and go 
     through the center of the eddy.

We decided to go with the 3rd choice because on our present course we were 
sailing at over 7-knots on a beam reach and we felt that by going down the 
center of the eddy we would experience offsetting beam currents.

Around midnight Sunday night the wind came up behind us and kept building all 
night.  By sunrise Monday we were surfing down 25-foot waves.  At one point,
while flying only a double reefed main, our boat speed hit 9.5-knots with 
37-knots of wind dead astern.  After two broaches we decided that we had to 
slow down.  We put a reef in the main and add a second "preventer".  This 
slowed the boat down to a more controllable 7.5-knots.

Just about this time, our VHF, which had been virtually silent for most of 
the trip, came to life with a series of distress calls.  The die-hard racers 
had not reduced sail in time and were losing rudders and booms.  One boat 
was adrift in the Gulf Stream gale without a rudder and was told that the 
nearest Coast Guard Cutter could not be on scene for at least 24-hrs.  
Another 40+ foot boat, that was not an official race entry but was tagging 
along, sank.  A Tartan 40, also out of Fairhaven, MA snapped his rudder about 
10-15 miles ahead of us.  We radioed him to see if we could help but were 
informed that he was making arrangements for commercial salvage from Bermuda, 
still 250 miles away.  Shortly after, a Chance Custom 40, radioed that they had 
also broken a rudder but thought that they could make it to Bermuda with a 
jury-rigged rudder.  A total of 6 boats suffered sufficient damage to equipment 
and/or crew to withdraw from the race.

By Tuesday morning the wind had gradually diminished and came back on the beam.
The seas were down to about 10-feet.  We started to eat on a more regular basis 
and I even got a little sleep.  

The remainder of the race was uneventful by comparison.  The wind stayed on 
the port beam at between 6-17 knots.  The seas ranged from 3-10 feet and 
our boat speed ranged from 5-7.3 knots. 

Tuesday evening we picked up a Bermuda radio station and during a news 
broadcast they announced that the first boat had crossed the line.  It was 
"ALPHIDA", a 60+ foot custom with a crew of 14.  They also said that the 
next boat wasn't due to arrive until sometime after midnight.  This news 
really excited us because our ETA was 0900 Wednesday.

At 2400 Tuesday night my navigator determined that we were within 50 miles 
of the 200 fathom curve, making it legal to turn on the LORAN for the first 
time since leaving Buzzard's Bay.  To our astonishment it indicated that we 
were within 1.5-miles of where my navigator's celestial and DR navigation 
indicated we were.  Shortly after we to hear Bermuda Marine Radio on the VHF.  
Every boat entering or leaving Bermuda has to check-in with Bermuda Marine 
Radio.  Unfortunately all of the conversations we heard were from boats 
entering Bermuda.

Shortly after 0800 we sailed passed Kitchen Shoals Light and then Mills 
Breaker Light.  Bermuda was very difficult to see, but we finally spotted 
it around 0900.  The finish line was between St. David's Light and an 
offshore buoy.  We crossed the line at 1020 hours Wednesday morning 
carrying full sail at 7.6-knots on a beam reach with 17-knots of wind.  As 
I turned the boat to head toward Hamilton, we checked-in with the race 
committee via VHF.  Their response was "ALLEGIANCE you have finished....
welcome to Bermuda".  At that moment we were overcome with emotion and 
broke out the six-pack of beer that we had brought along for this occasion.
The sail from the finish line to Hamilton took a couple of hours.  When we 
at the Royal Bermuda Yacht Club our wives and family were there to greet us.

A glance around the harbor at all of the other boats clearly indicated that we 
had not finished very well.  We had sailed 761 nautical miles in 4-days, 
21-hours, 7-minutes and 40-seconds for an average speed of 6.5-knots and 
finished a disappointing 83rd of 117, and 14th in our class of 18.

To this day we have not figured out what happened.  However, the answer lies 
within the 761 miles sailed......it is only 645 nautical miles from Marion 
to Bermuda!  In retrospect, maybe we didn't do so bad.  Our original ranking 
on the scratch sheet was 81st, so we just about sailed to our handicap.

                             THE TRIP HOME

The crew for the trip home was supposed to consist of the race crew minus 
one crewmember who flew home for a prior commitment (work).  A couple of 
days before our departure my wife Carolyn (and sailing partner for the last 
15-years) decided she would join the crew for what was supposed to be a 
"leisurely" reach home.

The trip home started once again with a weather briefing on Monday, July 1st. 
This time it was given at the yacht club by the Chief U.S. Navy Meteorologist 
in Bermuda.  His forecast was essentially for sunshine and 15-20 knot 
Southwest winds for the next several days followed by a dissipating frontal 
passage.

We set sail from the R.B.Y.C. at 1500 and headed for St. George's Harbor.   
This would give us a 15-mile headstart for an early Tuesday departure (plus 
one more night of fun in Bermuda).  When we arrived in St. George's we 
topped off the fuel and water tanks and tied-up to a bulkhead for the night.

We had a large and tasty dinner and a few drinks at a waterfront restaurant
and then retired for a good nights sleep.  It was very hot and humid with 
no breeze.  A loud band was playing at a local tavern and finished with 
"Proud Mary" somewhere around 0200.  Needless to say we didn't get much 
sleep.

We were up at 0500 Tuesday morning and devoured a large sausage and eggs 
breakfast.  We departed at 0600 and were immediately greeted with a West wind 
at 18-25 knots with 4-7 foot seas.  We were on a beam reach, doing 7.0-7.5 
knots.  After a short while we all wished that we didn't have that big dinner 
and drinks, we had had a good night's sleep and we didn't have the big 
breakfast.  None of us got ill, but we all were very close.  We continued 
sailing under these conditions all night and gradually became accustomed to 
the motion and felt better.

By 0600 Wednesday morning we had covered 178 nautical miles for a 24-hour
average speed of 7.4-knots.  Due to the excessive spray we were taking we had 
to keep all of the hatches closed and the weatherboards in place.  This,
combined with a blazing sun kept the interior of the boat at an unbearably 
high temperature.  One crewmember was quoted as saying "it's the only place 
I've ever slept and lost weight at the same time"

At one point we had to open the hatches and companionway to air out the 
boat.  During this period a wave broke on the deck with a little of the 
water running down the companionway.  This little bit of water fell upon 
our SSB receiver that we had been using to receive the high seas weather
broadcasts and knocked it out.  We were not too concerned because the 
forecasts were usually wrong anyway, and our "U.S. Navy Meteorologist" had 
predicted good weather for several days.

My Navigator, being the persistent person that he was, kept playing with the 
radio and actually got it to work just in time for the 1900 high seas weather 
broadcast on Wednesday evening.  To our astonishment the broadcast began
with a "TROPICAL STORM WARNING" for "ANNA" which had just formed about one
hundred miles from our present position.  This was the "dissipating frontal 
passage" that the Navy meteorologist had warned us about. "ANNA" was traveling 
Northeast at 23-knots with sustained 45-knot winds within 50-75 miles of her 
center.

I asked my navigator to plot the storm's course along with our present course 
to determine how close we would come.  His calculations resulted in a direct 
hit in the Gulf Stream!  We were then faced with three choices:

   - Continue on and hope the storm would take a more Northerly track.
   - Heave-to and ride out the storm before we entered the Gulf Stream.
   - Sail as far away from the storm as we could get.

Our choice was to sail away from the storm.  We calculated the course that 
would hopefully get us away from the dangerous semicircle.  The course was 
140m which was almost the reciprocal of the course home.  We came about and
replaced the staysail with the storm jib and put the storm trysail on its track.

We kept the full genny and main flying to maintain maximum boat speed.  It
was extremely frustrating to find ourselves sailing at over 7-knots on a 
course taking us away from home.  We tried to get the 2400 high seas weather 
broadcast but the radio had once again failed.  However, the stars were visible 
and the wind was only at a steady 20-knots.......we thought that we had outrun 
the storm.

Within an hour our worst fears were realized......the stars disappeared, the 
wind was building rapidly, the rain was horizontal......we were in the 
dangerous semicircle of "ANNA".  We shortened sail to the storm jib and a 
triple reefed main.  As the winds built to a sustained 40+ knots with gusts
into the 50's we doused the main and surfed along at 4.5-6.5 knots with the 
storm jib alone.   The seas built rapidly to 20+ feet, and began to break over 
the entire deck and into the cockpit. 

I went below to try to contact any vessel within VHF range to get an updated 
weather forecast.  I tried for two hours but no vessel responded.  The motion 
below was unbelievable, one crewmember was in the port bunk and my wife was in 
the starboard.  Their lee cloths had begun to tear out from the bunks (one 
later tore off completely).  I laid down in the quarter berth and felt like I
was inside an oil drum.  When the boat was thrown up by a wave I would keep on 
going up an bounce off the top of the quarter berth then roll down the sides. 

The combination of the howling wind, the driving rain and the seas breaking on 
the deck, was deafening.  When "ALLEGIANCE" fell off the top of a wave the 
crashing sounds and vibrations made it seem as though she would break in two.

At 0400 Thursday morning my navigator and was thrown from the nav station into 
a stainless steel rail in front of the oven.  He fell to the cabin sole 
screaming in pain.  At first we thought it was a broken hip but he being a 
medical doctor, assured us that it was only a bruise.  At that point I 
made the decision that no one would move about the cabin unless it was an 
emergency.  I checked with current watch to see if they could continue 
steering so as to avoid further injury.  They advised that they would rather 
be on deck than below and could continue. 

For the next two hours the conditions remained the same.  The cockpit would 
continuously fill with water but we kept plowing along at 4.5-6.5 knots.  As it 
became daylight we could hear the on deck crew take turns saying: "Holy 
s__t!!!!.....look at the size of this one coming".  Some of the steep, 
breaking seas were now in the 30-foot range.

At approximately 0700 we sailed into what looked like the "eye" of the 
storm.  We were in bright sunlight, the wind dropped to the lower 30's and 
there were dark threatening clouds all around.  I tried the VHF again and 
this time I raised a freighter somewhere in the area.  He advised me that 
his latest weatherfax positioned the center of "ANNA" about 100-miles 
Northeast of our position with winds gusting to 75-knots near her center.  
We made a plot of the storm track and our course.  The plot clearly showed 
that "ANNA" had unexpectedly intensified and turned more Easterly.  We had 
passed within 75-miles of her center and in her dangerous semicircle.

The wind and seas calmed rapidly and we spent the remainder of the day 
dodging thundersqualls.  By 1900 that evening the winds were down to 12-knots
and the seas almost calm.  At sunset we had a couple of "We survived ANNA" 
drinks followed by a great casserole dinner.

Assessment of damage didn't take too long.....we had a chafed storm jib 
sheet and a chafed furling line.  Throughout the entire pounding from the storm 
it was amazing that:

  - The boat was never out of control
  - The damage was so minimal
  - No crewmember was seasick
  - The crew performed flawlessly
  - The two Watch Captains had the stamina to endure six hours at the helm

A 52-foot Tayana, was not as lucky.  She departed St. George's a few hours 
after we did on Tuesday.  We conversed with her on the VHF several times 
Tuesday and early Wednesday.  She was sailing faster and further South, heading 
for Montauk Point.  By Wednesday afternoon she was out of VHF range.  Early 
Friday morning after the storm we were amazed to hear her calling us on the 
VHF.  We radioed back and were told of their experience.  They heard about 
"ANNA" at the same time we did and knowing that our SSB receiver was out, tried 
to call us on the VHF, but were out of range.  They calculated and sailed the 
same evasive course that we did, however they were about 50 miles closer to the 
storm.  They must have kept sail up too long because they lost their furling 
headstay, blew out their main and had their jib wrap around their rudder.  They 
were now about 20 miles Northeast of us and sailing very slowly under a 
staysail and what was left of the mainsail.  Without a headstay they were 
afraid to carry any more sail.  

The remainder of the trip was much less exciting, but was very frustrating.
Thursday night we motored.  Friday was spent beating into a Northerly wind.
Friday night we motored and Saturday we motored in the rain.  Saturday 
night the fog came in and we continued motoring.

At 0830 Sunday morning I poured the remaining six gallons of diesel into 
the tank from a Jerry jug.  Shortly after, the first Southwester since 
leaving Bermuda built to 13-knots.  We were approaching Nomans Land at this 
time.  The fog remained and by late afternoon the wind died and we were again 
motoring.  

At 2300 we motored past Gay Head in zero visibility.  At this time we were 
dangerously low on Diesel.  We had been motoring for 9-hours on 6-gallons 
of Diesel.  We decided to continue motoring until we reached the "Sow and Pigs" 
bell.  If there was any wind in the "Buzzard" we would continue on to 
Fairhaven.  If not, we would pull into Cuttyhunk.

When we reached the "2SP" bell we killed the engine and sat there with the 
sails hanging like rags and the seas like glass.  It was so foggy that we 
couldn't even see a glow from our masthead tricolor light.  Not wanting to 
run out of fuel and have to anchor in the middle of Buzzard's Bay, we fired-up 
the engine and headed for Cuttyhunk.

Our approach to Cuttyhunk was quite exciting.  The visibility was about 40-feet 
with a spotlight and boats had dropped anchor in the middle of the approach 
channel.  Using the RADAR, LORAN and GPS we cautiously picked our way through 
the anchored and moored boats until we found an empty mooring.  At 0130 
Monday morning we shut-off the engine and turned on the "booze" for a 
couple of "safe arrival" drinks.  Within a half hour of our arrival the fog
that we had been fighting for over two days.........lifted!

We had traveled a total of 856-nautical miles in 5-days, 20-hours and 
30-minutes for an average speed of 6.1-knots.  Included in the 856-miles 
was approximately 96 extra miles sailed to avoid "ANNA".

At 0800 Monday morning some friends that were vacationing aboard their boat 
at Cuttyhunk delivered us a bacon & eggs breakfast and a Jerry jug of Diesel.

The wind picked-up and we had a beautiful sail to Fairhaven.  We arrived at 
the dock at 1130 and found a cooler full of cold beer and a bottle of 
wine waiting for us.  After downing a couple of "cold ones" the crew, keeping 
tradition with the completion of a successful voyage, decided it was time for 
the Captain to go for a swim.  Fortunately for the Captain, the crew took pity 
and did not throw me into the "less than clean" Fairhaven water.  Instead, they 
turned the water hose on me.  After 7-days without a shower it felt pretty good.

YES, we are planning to enter the 1993 Race.  In fact, my entire crew has 
volunteered to return.  However, they are going to have to fight my wife for 
a slot.

Regards,

Al

    I am considering trying to get a spot on a crew for the next
    Newport-Bermuda race, either direction.  Is anyone in here going and
    need crew or does anyone have information on the race like how to
    contact the organizers?  
    
    Brian

    Is anyone planning for the '95 Marion-Bermuda race?

    I'm preparing to go and may have 1 or 2 slots open (Valiant Esprit 37)
    but won't know for a month or two.

    p.

                             Crewmember Needed

	I am looking for one crewmember for the return trip from the 1995
	Marion to Bermuda Race.  The boat is a Sabre 36 "Allegiance" and 
        this will be her third trip to Bermuda.  We plan to leave Bermuda 
        on June 25 or 26 and arrive in New Bedford, MA between June 29 and 
        July 1.  There will be a crew of four (three of which have done the
        race aboard "Allegiance" in '91 and '93). 

        Please respond by mail and include a brief summary of your offshore 
        sailing experience.  

        Al

Here is my abbreviated (?) report on the 1995 Marion-Bermuda Race. I crewed
as one of the nominal watch captains and medical officer on "Passe Partout",
a Valliant Esprit 37, owned by Paul Sears, who until a couple of months
ago had been a (long term) contractor to DEC and contributor to this notes
file.

Other crew included Evan Suits,(navigator) another former DECcie of > 20 years 
who TFSOed a couple years ago, Scott Wagner (chief sail tweaker and another 
frequent noter) who left DEC the day before the race and who will be living 
aboard his boat for a while in Portland Harbor, as his new employer is 
National Semiconductor in South Portland. Dan Case, president of a small
software firm in Pepperell and Tom Taylor Hemeon, mechanic extrordinare
completed the crew. 5 of the 6 had significant coastal cruising experience
and 3 of us had made the Bermuda run before (about 10 times between Paul
and Evan).

Throughout the spring we had work parties on the boat, which was in Paul's
driveway in Lancaster, and the 3 weekends prior to the race we spent the 
weekend on the boat in Woods hole, including a all-nighter around the Vineyard
the first weekend, working together as crew and getting the boat prepped and
provisioned for the race. When the boat was inspected the week before the race,
the inspector told Paul that this was the best prepared boat that he had seen
yet, which made us all feel good, both as a result of our efforts and
about the state of her readiness.

With the race starting at 13:00 on Friday the 16th, we all (except Scott, 
who had to work his last day for DEC) meet at the boat on Wed evening at Woods
Hole. Just before dusk, we attempted to buck the current out of "the Hole"
and make it to Hadley Harbor, for a leisurely sail to Marion on Thursday.
At the height of current, the alternator belt let go, and we quickly executed
a U-turn and sailed back to the mooring. Was this a predictor of things to come?
Tom (the mechanic) installed the spare belt, and we called my wife to 
procure 2 spares, as she was coming down on Friday to see us off.

Thursday a.m. at 5:15, we set sail during slack current, for Marion, and arrived
a bit after 9:00 under good breezes, and procured a mooring. Within a couple
of hours, the wind was gusting to 35Kts and the crews of all arriving boats
were dressed in full foul weather gear. Our mooring was right next to 
Scheherezade, one of the three Bermudian boats in the race, which was given
a bit of notoriety as it was crewed by an all-black Bermudian crew, 
which had done the race one or two times before.

After a good pre-race supper at Tabor Academy (where the skipper attended
secondary school) and the Captain-Navigator's meeting) we retired for the 
night. 

As expected, Friday about 10:30, my wife and daughter showed up and came
aboard bearing spare alternator belts. Around 11:30 we joined the parade 
of boats heading for the starting line out in Buzzards Bay. There were
73 boats registered, down significantly from 120 in the previous 
race in 1993.

We were in "E" class (out of A thru F classes) and had a 1:15 starting gun.
We sailed around west of the starting line, practicing tacks, until it was time
to arrive at the line. We were prohibited from the line area until 10 mins 
before our class. At the start, we were well positioned, crossing the starboard
(and windward) end of the line on starboard tack perhaps 10 seconds after the 
cannon. Immediately to our east was a Bermuda 40 Yawl named "Actea" that
was to be our constant companion throughout the race;  she was always visible 
on the horizon and finished 2 minutes after us in Bermuda.

Throughout the race, mother nature was very kind to us. From the
skipper-navigator's meeting, we had a chart of the Gulf Stream that showed
the Stream to be very compact about 75 miles west of the rhumb line, but very
wide and diffuse on the rhumb line. The largest seas that we saw anytime
during the race were about 4 foot, with 1-2 foot more common. Wind was
consistently in the 15-22Kt range, with a couple of hours of near calm on the 
second day, and 35 knots in a small squall on the 4th morning. The Gulf stream
was a complete non-event. We only knew we were in it due to the water temp 
increase of 3 degrees in an hour and the water color changing from the blue-
green we are used to to a deep indigo-blue. We also found ourselves
being set to the northeast by the current of the Stream, up to 3 knots
at times. We never could tell exactly when we exited the Stream, since it was
so diffuse. When we stopped being set to the northeast we decided we  inferred
that we were out of it.

The first morning out, we spotted 22 other boats on the horizon; this
number was to dwindle to 2 by the 4th day, but the yawl Actea was always
on the horizon as a friendly sight every morning.

Our planned transit time was 5 days; on the morning of the 5th day, around
8:00 we spotted Bermuda. We could see half a dozen other boats. Listening
to boats reporting to the finish line committee on channel 72, VHF, we knew
that a lot of the fleet was ahead of us.

We crossed the finish line at 11:12 on Wednedsay morning, just over 2 hours 
short of our guestimated travel time. in sequence, we were the 60th boat
to cross, the first being around 6:00 a.m.  With handicaps calculated in,
our corrected time put us in 31st place of 72 boats to finish. We did a bit less
well in the "E" class as 8th out of 13 boats.

The only weather that we encountered at all was a bit of a squall on the 4th 
morning. The other watch crew put a double reef in the mainsail and left
the 150% genoa and staysail up. Had we not left the reef in the mainsail
for several hours we could have finished a few places sooner. Most of the
time, out boatspeed was in the high 6 to low 7 knots. The wind was south
westerly, somewhat forward of the beam for the first couple of days and
veered around to westerly for the last day or so. The forecasted weather
predicted a pair of highs for the 3rd day - One south of Cape Cod, and the
other near Bermuda, with a ridge of high pressure and 5K winds. Fortunately,
we never saw it and had good winds the entire trip.

After finishing - off St David's Light in St George, we headed for Hamilton
We stopped at a beach on the north side of the island and went for a much needed
swim around noon. Evan went over the side wearing his auto inflating
SOSpenders. Sure enough , they worked fine. He was back to the surface in about
5 seconds with 35 lbs of bouyancy around his neck.

After Mediteranean Mooring to the concrete pier at the Royal Bermuda Yacht
Club, we were hailed by the boat tied up next to us with a "Hey Digital!".
It was Al Dunnigan's "Allegiance". Al and another DECcie had raced down
(with other crew) and Al's Wife Carolyn was also among the celebrants.

WE had a great time in Bermuda for 3 days and I flew back on Saturday.
Right now Passe Partout should be about 1/3 of the way back to Woods Hole
with the captain and 3 other "return crew" volunteers.

A great experience, which I hope I can repeat in '97, although I would
never expect as much kindness from mother nature.  the most difficult part
of the trip was trying to sleep. The boat was continually heeled 25 degrees,
the bow was bouncing up and down every 2 seconds ant the temperature was
95 degrees and humidity to match. A bit like trying to sleep in a clothes
dryer.

We used a "Sweedish" watch system, with 3 hours each side of midnight,
5 hours each side of noon and 4 hour watches in between. We had 2 watch
crews of 3 persons each. The rationale was that with 3 on watch, the off watch 
crew shouldn't have to be wakened to deal with sail changes, reefs, etc.
I liked the variable time. 3 hours at Midnight was often more tiring than 5
hours before noon. My watch was 0000-0300, 0700-1200 and 1700-2100.
We saw the sun set each night, and the moon rise each morning. Other than
the spectacular sunsets, the midnight watches were most spectacular and
memorable. Paul, Dan and I didn't talk much on the midnight watch but 
we sure absorbed a lot of natural beauty. Even with a good moon, the water
wasn't that distinct; the boat seemed to gallop through the seas at night.
A very enjoyable sensation that I will always remember.

The food was excellent during the race. We had 6 meals frozen in baking pans.
Each was thawed out in a styrofoam "transfer box" with cans of warm soda
to absorb the cold, starting 24 hours in advance and then popped into
a 350 degree oven for an hour at suppertime. Breakfast varied from
Spam and scrambled eggs, cereal, muffins, pastries and cereal, and each lunch
was a variety of cold cuts , cheeses and vegetables on a variety of breads,
with plenty of fresh fruit. Having pre frozen hot meals for supper worked out
very well. We arrived very well fed but sleep deprived.

No one was hurt, no one was sick and we were all still friends at the end
of the race. What more could one have asked for?

    In Mail to me Alan asked if I had any idea why the number of boats
    entering the race was down by 1/3.
    
    The general consensus wha that not allowing electronic navigation was
    a significant factor. At the skipper-navigator's meeting the night
    before, they implored the navigators of each boat to appoint a jr.
    navigator and teach them as much celestial as possible during the race.
    
    I was sort of in that role for Passe Partout, taking noon sights
    on the sun with my Davis Mark III GPS (Grey Plastic Sextant, value $29)
    on day 2 and 4.
    
    An older Bermudian gentleman that was hanging around the Hinkley 40 
    docked next to us (singlehanded to Bermuda, by its owner - a thoracic
    surgeon - from Maryland) said that he had written a letter protesting
    the celestial requirement, especially since GPS was o.k. at Marion till
    the 60 fathom curve and when the navigator estimated that we were 
    within 50 miles of the 100 fathom curve at Bermuda essentially made
    GPS a requirement to be competitive at both ends of the race.
    
    I'll bet that the 1997 Marion race allows electronic nav.
    
    Another interesting tidbit - as soon as we arrived at the RBYC in
    Hamilton, despite the quarantine flag, while the skipper had gone to
    find Customs at the other Yacht club, we were boarded by the race
    inspection committee who demanded to see all the navigator's
    worksheets and charts with the basic attitude of "convince us that 
    you didn't cheat". All of his fixes were in order and sufficiently
    detailed that they finally went away satisfied, but we were a bit
    surprised, since we didn't finish near the head of our class.
    
    Bill
    

    It will be a terrible shame if the celestial requirement for the
    Marion/Bermuda race is dropped; I hope it is not. That is one of the
    key endearing factors to the entire event and in my opinion would drag
    the race down should GPS be allowed.
    
    

    > It will be a terrible shame if the celestial requirement for the
    >    Marion/Bermuda race is dropped;
    
    It would appear that not everyone holds this view. To Have almost a 
    40% drop in attendance between the previous race and the '95 race
    is certainly a statement of some sort. It will be interesting to see
    how the registration for the Newport Race in '96 holds up.
    
    Bill
    

I'm sure Columbus would think it to be silly to deliberately use a cumbersome
error-prone nav tool, when a much better one is readily available.

Why not ban synthetic sailcloth and fibreglass and aluminum hulls and go all the
way back to "the good old days". What the hell, make 'em leave their EPIRBS at
home, too.

--RS

    > Why not ban synthetic sailcloth...
    
    They do ban hi-tech (mylar?) sailcloth (and spinnakers, too) in the
    Marion-Bermuda Race.
    
    I yesterday that the boat I raced on (Passe Partout) made it safely
    back on Wed. but I didn't hear yet what conditions were like on the
    return trip.
    
    Bill

I think both MArion and Newport races strive to keep the boats Corinthian (owner
operator).  Part of the effort includes maintaining traditional sailing skills.
This means a BIG handicap if electronics are used, but for safety reasons they 
are not prohibited.  High tech sails and in transit weather updates would 
tilt the field heavily in favor of those with deep pockets.  I thnk their
philosophy is that if you want to go this route there are always hugh money pits
like maxi boats for the ocean racer.

Incidently, a couple of years back I inquired about the Newport race for Holiday
 II.  Neither I nor the boat were anywhere close to ready.  I suggest that a
good way to find out if your boat is sea worthy is to ask for a participants
packet.  There are a list of requirements for the boat including things like
life lines, toe rails, etc.  If your boat is ready for the race, it is probably
in pretty good shape.  Holiday II has a way to go, bummer.

Personally, sailing with minimal dependence on instrumentation makes the act
more intimate and enjoyable for me.  Moving through the fog last year using a
chart, compass, and ears was magical.  However, I am not embarrassed to confirm
my location with the GPS (which will have ship power for Maine this summer).

Doug 
dtn 592-7487

    re .13

    The reduced number of participants was discussed in Soundings.
    Reportedly, race sponsors surveyed past participants as to why they
    were not participating this year. The basic answer was other
    priorities. I recall no mention of any concern about equipment rules.

    - Bob

re .19:

Ah, but one might argue that the wrong people were surveyed. Past 
participants have the required celestial navigation (and other) skills. 
But what is keeping folks who have never done the race before from 
entering? 

Alan

This year's Newport to Bermuda race will feature again two double-handed
classes, spinnaker and non-spinnaker.  These classes were instituted in 1994 and
were successful with over 10 entries each.  I entered (and won) the spinnaker
class with ex-DEC Don Nelsen as my mate.  It was great fun.  This year there are
26 requests for entry materials from prospective double-hander's. Many of the
past participants as well as alumni of the Bermuda 1-2 race are planning to
enter this year.  They promise to be great classes. 

As you may well know this is a well run but expensive event.  Entry fee is $ 600
and it requires current IMS certificate with lower limit of positive stability
of 115 degrees.  Also, the usual offshore safety equipment etc, plus recent
(within last 3 years) participation to a Safety at Sea Seminar or equivalent by
both crew.  A Safety at Sea Seminar specifically geared for the race will be
held at Newport on Sunday March 3.  Tickets are $ 55.

If there is any interest from this conference call me at home, 617-969-9571,
or send me e-mail at my regular MIT node, [email protected]

Greetings to all,
Dimitri Antoniadis
"HALCYON" Beneteau 42