Wednesday, December 21, 2016

Allerton Harbor Canvas

I don't know that I've done an endorsement here before, but this one is deserving.

Four or five years ago, Jay Hanks replaced LIQUIDITY's dodger. With the boat covered, he used the old one as a pattern, but changed the design and delivered a much improved product. Installed, it fit perfectly and it's aging well.

Tomorrow morning, I'm heading to Hull, taking my old main sail cover in for replacement. It's likely the original, as it was on the boat 20 years ago, when LIQUIDITY still had its original main. The cover is worn through in spots and my feeble attempt at patching worked for a few years. Now though, it's surely time, as the cover is becoming more and more patch, with less and less fabric on which to sew patches.

I'm looking forward to seeing Jay, talking sail covers and talking boats. It's what winter's for.

Allerton Harbor Canvas

Saturday, December 17, 2016

Delivered by Sail

It's December and it's snowing, so what to think about besides the 2017 sailing season?

I'm thinking in particular about the romantic notion of goods delivered by sail. Not that I can haul lumber or bricks or oil or cars or whatever, but LIQUIDITY, in 28 feet, is perfectly capable of hauling small, gift shop items, like crafts, jewelry, and the like. Anything small, relatively light, and not particularly fragile would do.

Sure, it's partly marketing, but it's also green, and as I said, it's a romantic notion.

Let me know if you're interested in moving goods along the coast. Boston to Gloucester, Scituate or Provincetown would be within range. "Delivered by Sail" tags will be provided.

Interested, curious or otherwise? Email: Delivery by Sail

Sunday, August 28, 2016

Stay cool and keep sailing

A friend asked if I could help out as delivery crew in returning his Crealock 34 from Halifax, NS to Portland, ME, expecting a 2-3 day passage. Sounded good to me, and I signed on. Here are my notes on the adventure:

Easy peasy packing, although contingency clothing accounted for most of the weight: foulies, sea boots, sweater, fleece, gloves, and the like.

Did the map search and printed directions from Halifax airport to the yacht club, naturally on the complete other side of Halifax from the airport. About an C$80 cab ride, so I figured changing some money might be a good idea. Flying in at night and hoping for (i) an open money exchange, (ii) a functioning ATM machine, or (iii) a cab that takes credit cards is pushing my luck.

Easy peasy money change at Copley, buying C$200, which is easily twice what I would need for the cab, but would leave me with cash for an anticipated stop down the coast.

Easy ride to Logan, easy check in with no line, easy pass through security with no line. This time I remembered to pack my rigging knife in checked luggage! Sadly I had to leave my favorite inflatable life jacked behind; can't fly with a CO2 cartridge.

Easy flight, more or less on time, easy baggage claim, easy pass through Canadian Customs, easy access to a cab right outside, and a no traffic ride to the yacht club.

Naturally, the gate at the YC was locked, but at least the cell phone worked and it was a short walk for the skipper to come get me. Still a bit of a challenge to get the gate open, even from the inside, but yes, there was a button.

Right to sleep, awake at 6AM, found the shore head, made preparations for departure and were underway by 7AM. Watching the weather window, we weren't sure if we were going to Yarmouth, NS to wait out a better weather window or what, but off we went. Wind was abaft the beam, with following seas, as we settled into a 4 on/4 off watch schedule.

Down the coast we went, deciding to round Cape Sable and head to Bar Harbor, staying within the weather window but making the most sea miles.

Naturally, whenever we were close enough to land to see it, the fog denied us. A 10th of a mile seemed the norm... AIS helped a lot.

What went wrong in the fog? Well, in no particular order, the chart plotter went dark. That shut down the radar display, as well. Then we discovered the radio was receiving but not sending. No wonder ships that were calling us in the fog weren't responding once we answered them. Handheld backup, emergency antenna and cell phone GPS would suffice for the balance of the trip,

We stayed well off of Cape Sable, avoiding the tidal rips.

Clear of the land, we had clear skies much of the way across the Gulf of Maine. The wind remained abaft the beam and seas continued to follow. Overnight, the stars disappeared, though, and visibility appeared to be decreasing. When we could see the flow of the running lights in the mist, we figured we were back to a 10th of a mile or less.

Nice to have the AIS working, which alerted us to an exceedingly large cruise ship outbound from Bar Harbor.

We arrived at Bar Harbor at about 7:30, fog bound until we were well inside the turn at Bald Porcupine island, picked up a mooring and waited for a Customs agent to make the hour and a half drive from Bangor. "Stay on the boat in the meantime," was the order.

Clearing Customs was straightforward. Met the agent at the harbor master's office, he asked a question or two, checked passports and we were done.

We had a great crew, with varying levels of sailing and off shore experience, but the best attribute was when things went wrong, we just solved the problem. No panic, no extraordinary concern, just solve the problem and keep on sailing.

I'm looking forward to the next one.

Wednesday, August 10, 2016

Torqeedo Travel 1003

We're just back from a two week cruise that covered Buzzards Bay and Vineyard Sound. Rather than another edition of "My Summer Vacation," I thought I'd post a review of the Torqeedo Travel 1003.

We're in our second season with the electric outboard, which I bought used from a sailor who moved up to a bigger boat. The Torqeedo powers our West Marine rollup.

The pros:

The all electric outboard lets us avoid carrying gasoline on board. There's nothing to spill, even with the motor lying in a locker or in the cabin. Enough said.

It's light weight, and especially because the components (motor, battery, tiller) can be loaded separately. One hand for the component, one hand for me has worked well.

Power has always been sufficient, even when fighting wind and current.

Battery life has been sufficient to power a tender while cruising. It recharges on board whenever the boat's engine is running and that's kept up with use.

Battery life, speed, remaining miles, are calculated by in internal GPS and displayed on the tiller assembly. You always know what's left.

The cons:

It's slow to charge, so if you're a heavy user, expecting long runs and high speeds, you'll be out of luck.

I get occasional failure which has required a reconnect of cables and/or a power reboot.

The tiller assembly, in particular, is delicate, so beware and don't force anything.

The motor is designed to lock in the "up" position, but the latch is flimsy. A block of wood is suggested, instead.

Tips:

Keep the oars in the dinghy (as you should with any motor).

I suggest rowing when the distances are short and conditions allow. Especially when cruising, it preserves battery life.

Test the motor in forward/reverse before casting off. That will insure that cables are properly connected, the electronics are working, and you don't need a reboot.

The magnet that functions as the kill switch is easily misplaced or lost. A backup is recommended.

Bottom line:

The motor is easy to mount/dismount, quiet and from what I've seen and experienced, as reliable as traditional alternatives. For the way we use it, battery life is perpetual.It's not perfect, but we're fans. 

Thursday, June 9, 2016

But at least to me the wind is free...

If you're not familiar with Old Zeb, take three and a half minutes and listen to his story, as sung by Larry Kaplan. My favorite line: "But at least for me the wind is free, and they haven't run out yet."

Not only is the wind free, but you don't actually use it; you simply borrow it, then you leave it behind for the next passer by. It's like a public library for energy!

Thursday, May 19, 2016

Heaving to

A recent post on the Cape Dory message board motivates me to write this. The post was a question of how to quickly reef, from the cockpit presumably. The writer noted that in unexpected high winds, he couldn't leave the tiller and still maintain control of the boat.

Heaving to, essentially depowering your boat in otherwise overpowered conditions, is a basic, save-your-life sort of skill. Back the jib/Genoa, adjust the trim of the main, lash the tiller, and frenzy turns to calm, giving you time to think, time to reef, time to check the chart, time for lunch.

Boats heave to differently, so it's worth experimenting with your boat to see what combinations of sails/rudder works best for you.

Practice on an easy day, in a place with sufficient sea room, and watch out for traffic. Heave to on a starboard tack and you'll have right of way most of the time.

As your boat takes care of itself, and you relax, count on at least one good Samaritan to come along and ask if you're okay.

Sunday, May 8, 2016

SCRUB!!!

Today was a great day to scrub the exterior... cabin top, deck, and cockpit. Boat soap, bucket and brush managed to change the color of the boat, from a sort of grey color back to white. Hard to know where all the dust, dirt and grime comes from over a winter where the boat's covered.

Some minor rigging tweaks, setting up the reefing lines and the like, are all that remain.