Conference unifix::sailing

    It sounds like a real experience which most of us don't get the
    chance to experience (or want to) but will at some time run into
    the same situation.  If you would, I for one would like to hear
    more about the trip, situations which came about and your solutions
    and about the planning you made for the trip.  This is something
    all of us could benifet from.
    
    Thanks in advance.
    Lee

    I'd be interested in hearing more too. What are some of the things
    you'd do differently now that you've got the advantage of plenty
    of hindsight? Equipment changes? Tactics? 
    
    John

    Sounds like you had an awesome experience.  I just have one particular
    question, induced by my own recent stormy encounters which I'll
    add a reply to Note 165.  How did you heave to, and why did you
    choose this approach vs. some other such as running off?

    To answer the replies asking for info on what we did when faced
    with unbelieveable weather, broken equipment, and dead batteries,
    all I can say is that we did what we had to do to stay afloat and
    sane.  "Necessity is the mother of invention" is a trite statement,
    but it very true.  Your world on a boat is a very small and fragile
    one.  To keep it whole is your primary objective.
    
    I read once that the best safety harness is "not allowing yourself
    to get put in the position to fall overboard".  This sounds pretty
    straight forward, but I have seen people do some very stupid things
    on deck.  So constant vigilance is a keyword.  
    
    That ends my sermon, and now some details.  When faced with our
    batteries unable to start our engines I prioritized our need for
    electricity; Lights - no, we had kerosene lantern and an oil lamp;
    Bilge pump - no, I had a manual Gusher 10 mounted in the cockpit;
    Loran - no, I had my sextant for sights and my compass for dead
    reckoning; Compass light - no, I had 3 flashlights that I had painted
    the bulbs with nail polish for night lights; wind instruments -
    no, we could feel the wind direction and speed; Radio - YES!  I
    knew that sailing into St. Georges would be nearly impossible and
    we would need the battery to contact Bermuda Harbor Radio for a
    tow into the harbor.  So I shut off the main battery switch and
    each watch would check and pump the bilge, if needed.  I hoped that
    the batteries would 'recharge' themselves enough during the next
    several days to give us juice to radio for help.  Using the collective
    brains of the crew we started thinking of other things we could
    do.  Some good ideas came out.  Hand cranking the alternator was
    one.  This could be a tedious task, but we had several days to do
    it.  Another idea was to use the battery from my Makita cordless
    drill (which I take everywhere) was another.  I always bring a zip-lock
    bag full of dry cell batteries and could stack them on end in the
    companionway channel and attached wires to the ends, if necessary.
    
    The radio uses much less current when switched to 1W instead of
    full power.  So we would have to be very close before trying anything.
    
    So, most of the things we did were "jury rigs" that had the best
    chance of working.
    
    The torn main was wrapped several more turns on the boom to keep
    it from tearing more.  It ruduced our sail area substantially, but
    kept us moving.  Repairing it would have taken a long time and this
    kept us moving and stable.  The 150% Genoa was torn beyond repair
    at sea, but I had a 110 as back up.
    
    I had run internal halyards 4 years ago, so I had 2 leading forward
    and 2 running aft.  I used the topping lift halyard as a precaution
    to the backstay breaking by attaching it to the turnbuckle and winching
    it tight.  The halyard for my spinnaker had parted, but I could
    have used the halyard for the roller furler if weather had permitted
    flying it.
    
    The mainsheet fiddle block breaking was a problem.  We attached
    one end of the main sheet to the starboard aft mooring cleat and
    up to the boom where I had a double block attached.  From there
    I ran it down to what was left of the traveller block and back up
    to boom.  At the port after mooring cleat I attached a snatch block
    and ran the sheet to a jam cleat.  I wasn't pretty, but it did give
    us control over the boom allowing us to beat and run as necessary.
     It wasn't easy to release it and thankfully we didn't need to.
    
    As far as the question about heaving-to versus running before the
    storm.  This is an old discussion! centuries old!  The decision
    was made only because running would have put us North East and we
    wanted to go South East.  The objective of heaving-to is to minimize
    damage to the boat, give sometime to recupurate from the heavy weather
    or to minimize lost direction over the bottom.  We needed all three.
    
    Heaving-to is very easy to do.  Set storm jib (and storm trysail,
    if you have one); watch the waves to see which way they are breaking;
    steer the boat and set the jib so waves are breaking on the opposite
    side from the jib; then turn into the waves to backwind the jib.
     This will keep the bow facing the breaking seas.  Set the tiller
    or wheel so the boat maintains this position; lash it there and
    go below.  The ride is rough and frightening, but it does keep you
    from losing a lot of ground.  The theory is that the boat will ride
    up and down the faces of waves in a saw touch pattern.  We had set
    a wider angle and with the Gulf Stream current, we were able to
    make 4 1/2 knots in the right direction.  Before heaving-to in really
    bad weather, you should try it in lighter weather to see how the
    boat sits in relation to the sea.  If the wind is high and the boat
    has a lot of freeboard, you may need more rudder or less sail. 
    If the keel is deep and long, you made need less rudder (this is
    ideal).
    
    When caught in a nightmare as we were, all I can say is use all
    resources available to you; your own experience, crew ideas, anything
    you may have aboard (and I stress anything), or think of ways to
    use existing equipment in a different way.  It's your life and your
    boat.
    
    Just a note on giving up.  Never give up until there is absolutely
    nothing you can do and then wait an hour.  Don't leave the boat
    unless it sinks out from under you.  Get everything you need ready,
    but stck it out.  You'll be surprised when the storm is over and
    still alive.  
    
    A thought on asking for Coast Guard rescue.  If you do give up and
    set off your EPIRB for help, don't expect it immediately.  Most
    events I've read about don't see help for 1-2 days, some longer.
    If you are on your boat and want a tow, forget it in the middle
    of the ocean.  The Coast Guard will give you 2 options; stay with
    the boat or they will take you home on their boat or chopper.  They
    will then sink your boat!  It would be a menace to navigation if
    left adrift.  So if you value your boat and there is anything left
    of it; don't waste time dreaming of a Coast Guard rescue.  Stick
    it out and set off your EPIRB as you board your life raft.
    
    Some of this note may seem a little calous, but you get that way
    when nature has taught you who's boss!
    
    I'd be happy to converse with anyone insterested in other things
    we did during this trip.  Keep those replies coming.
    

    Could you respond to John Rodenhiser's questions? My dream is a
    Bermadu trip so I'm all eyes and ears. If possible would you use
    a format that describes what you would change and what you'd change to
    (attitudes, procedures, equipment, et al).
    
    We (our boats anyway) may be neighbors. I'm at Wessagussett YC.
    You probably went right by Zendia on your way in. She's a green-hulled 
    Sea Sprite 23 moored next to the channel. Where is your club?
    I thought Metropolitan was one of the South Boston clubs. THis is
    our first year in Boston Harbor so pardon my ignorance. 
    
    Your willingness to share the exerience is really appreciated. Thanks.
    
    Ed

    Ed, you're right I do pass Wessagussett YC everytime I head out.
     Metropolitan is up the channel after the Fore River Shipyard toward
    the Braintree YC.  The channel is narrow and winding, but it is
    sheltered and very convenient to 128.  MYC is have an invasion of
    Wessagussett on Friday, August 15th.  I'll probably be there so
    I'll ask at the bar who you are.  If your there tell the bartender
    where I can find you and we'll chat.
    
    What would I change?  A good question!  After three trips to Bermuda
    I would probably start with a different boat.  A little bigger,
    33-35 feet.  I would stay with a full keel, but change to a cutter
    rig.  Shortening sail is easier and give better sailing when reduced.
    I dream of a Baba 30, but I think that might still be a little tight.
    
    I would ensure a U shaped galley with seat belt.  It's hard to even
    boil water when you are banging around trying to hang on.  Sleeping
    arrangements would have side berths with lee cloth's and pilot berths
    above them.  We were on a port tack for 6 days on the return trip
    and it was uncomfortable.
    
    I would have an emergency battery stuffed in a locker (just in case)
    and a Honda or Kohler portable generator/charger if all else failed.
    I think that equipment might include a Radar unit (Apelco has a
    new one that takes little current and is cheap, but is limited to
    8.5 miles).  I also might want a Single Sideband Radio.  SSB would
    allow worldwide communications and we could get weather info from
    land.  Weather FAX is nice, but the units require too much space.
     Maybe when they reduce the size and current draw I'll look at them
    again.
    
    As far planning is concerned, I think I did everything I could do
    this time.  Don't think I would change anything, except I would
    not plan on making the trip in a specified time.  I'd just say it
    takes at least a week to 10 days down and the same return.  When
    you set a ETA it eats at you emotionally when the schedule falls
    apart.  That seemed to be the single thing that bothered everyone
    on board.  Everyone set optimistic expectations and then the weather
    took that away.  It really kills the morale.
    
    I would not have anyone meet us in Bermuda.  On this trip and the
    last one I had my wife fly down and rent a guest house so that we
    had a land base.  Each time she had fingernails by the time we arrived.
    I also think she had plans on spending the insurance proceeds! 
    Tell anyone that you will call when you arrive and they can get
    a flight to Bermuda easily.  
    
    For the boat I would ensure spars and rigging is one size larger
    than spec.  That the boat was thoroughly waterproof.  Spray a hose
    at every angle conceivable at every deck fitting, port, and hatch
    with some one below watching.  You'd be surprised at the waterfalls.
    Not only is it uncomfortable to be wet all the time, it can kill
    your batteries if the bilge pump runs all the time.
    
    I would have a wet locker for foul weather gear.  It is just as
    bad as a major leak to come below in wet clothes.  
    
    Everything should be kept in zip-lock bags.  They make several sizes
    that will fit almost anything.  There is even one out now that has
    a blue and yellow tint zip-lock that tells you when it's sealed
    by turning green (neat idea).  We lost several pieces of equipment
    because they got wet.  Drying in the sun works if you can take them
    apart so the moisture does condense inside giving only temporary
    use (also you need sun, no guarantees).
    
    Wind-vane should be mounted with extra strong mounting brackets.
     Mine was hit by a power boat in Bermuda  (it swung into me on a
    mooring) and because the brackets had 90 degree angles in them,
    they bent forward making the vane unusable.  I am having them remade
    with 45 degree anles.  
    
    Bring lots of extra spares.  I brought pieces of wood (plywood,
    some strapping, and wide boards) for minor repairs.  I had softwood
    because it is easy to cut with a knife and small saw.  The repairs
    are temporary so the strength is not important unless there is
    structual damage.  Then, you are in trouble.
    
    Heavy shutters should be made to cover all ports.  These could be
    plywood or heavy (at least 1") plexiglass.  They should be firmly
    fixed to the cabin sides, not port trim.  We didn't have any on
    our trip and were fortunate we didn't get a wave directly hitting
    our oversized windows.  They would have stove-in filling the boat
    with water.  I heard a story about a SWAN that put their shutters
    on th windward side and didn't put them on the leeward side.  It
    sank because a wave picked them up and slammed them leeward side
    down onto the water breaking both ports.
    
    I did not have a storm trysail.  This would have saved my main during
    the storms.  The sail is very heavy cloth and runs on its own track
    next to the mainsail track.  If the sail and track both go, the
    mainsail and track would still be intact after the storm.
    
    I would have a heavy line at least 300 feet.  The line could be
    used as a back-up anchor rode, shroud, or stay, but the main purpose
    would be to drag astern in heavy seas to help flatten the breaking
    waves.  The rope would have to be at least 1" twisted hemp.
    
    There are a million other things that could be done for a trip to
    Bermuda and given enough time, money, space on the boat, and foresight
    any of them would prove to be valuable.
    
    If you want a good reference book on outfitting a boat for off-shore
    cruising get a book by Tristen Jones entitled "One hand for you,
    one for the boat" (I think that's close to the title, my copy's
    at home).  It shows how to design food storage so the cans won't
    come out and bang you on the head during 360 degree roll over and
    over mind bending events. 
                    
    I hope your not planning an off shore trip in your boat.  It really
    is too small for anything major.
    
    Jeff
    
    
    

    I was planning a trip to bermuda this year, but have to put it off
    until next year. Your experience will help in preperation for the
    trip.  I have a Cape Dory 30ft which I keep up the town river in
    Quincy Mass, which has been named the EMOTIONAL RESCUE. What is the
    name of your boat?  I will keep an eye out for it when I am out
    sailing in the area.  I would really enjoy the opportunity of talking
    with you about your adventure.
    
    			Peter                         
    

One of the best "checklists" for offshore voyage preparation is the United
States Yacht Racing Union (USYRU) Equipment Requirements (or something like
that) from USYRU. BDA racers are givin or are required to get a copy to
prepare their boats according to the regulations. 

If anyone would like a copy, i can make one from the 1979 version. I think 
many regs have changed, though, mostly because of the '79 Fastnet.

An example of the level of detail of the requirements is the specification for 
the maximum cockpit size, the max area of portlights/holes before one needs a 
safety board, number of flares, water rations, etc.

paul

    re .8
    
    The equipment list can be ordered from USYRU in Newport, RI. I have
    a copy of the latest and greatest, and yes, it has changed since
    '79, but most changes are relatively minor (specifications on strength
    for harnesses, etc.).
    
    I would also suggest that the ORC special regs are good minimums
    for their various categories, but by no means the be all and end
    all for long offshore passages (known as Category 4 in the regs).
    

I too would consider the ORC regulations minimum requirements. As I 
think I've mentioned before, meeting even these requirements is time 
consuming and much work. I rather suspect that few if any boats really 
meet them to the letter. Trouble is, the regulations really don't 
address the very basic issue of which boats are and are not safe offshore 
-- in terms of either design or construction -- and this is perhaps the 
most difficult issue to resolve.