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Surviving the Storm RQ&'5RP YHUVLRQ 7KLV&'5RPLVGHVLJQHGWRFRPSOHPHQWWKHSULQWHGERRN
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Richard Bennett
INTRODUCTION
INTRODUCTION
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There are many schools of thought on how vessel size relates to heavy weather. We can tell you with a high degree of certainty that a properly designed, well prepared small boat will do better in serious weather than a poorly designed, improperly set up large vessel. Many small yachts have done amazingly well in some very difficult conditions. But, all things being equal, the bigger the vessel, the better the chance it will have.
15
INTRODUCTION
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Cross references: All of the material in our Mariner’s Weather Handbook and much of O ff s h o re C r u i s i n g Encyclopedia bears on the subject of heavy weather—either avoiding or preparing for it. We have tried to make the job of cross referencing to these books easier by including page numbers for appropriate sections.
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Stock Newport
INTRODUCTION
Royal New Zealand Navy
The top photo is taken at the beginning of a minor gale, gusting into the mid-30-knot range. This is the most common form of heavy weather. These situations provide excellent learning opportunities—preparation in case you are caught in something more serious later on in your cruising. The photo below represents the extreme end of the weather spectrum, 70 knots, gusting higher. Yet with a moderate degree of seamanship, thorough preparation, and a small dose of luck, these conditions can be dealt with. The bottom photo does not begin to do justice to the sea state.
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INTRODUCTION
Reinforced tradewinds ( a b o v e ) , f ro m t h e vantage point of the cockpit of our 50-foot (15.2m) Intermezzo, en route between Bora Bora in the Society Islands and Suveroff Atoll in the Cooks. It is blowing a steady 45 to 5 0 . T h e s e a s a re running 15 to 30 feet (4.6 to 9.1m) and only occasionally breaking. Weather like this provides excellent training and a chance to experiment.
18
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INTRODUCTION
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Photo above: Steve Dashew at the helm of the 62-foot (18.9m) Intermezzo II at the end of a severe Cape Hatteras storm. Intermezzo II has rounded Diamond Shoals Light and is now in “smooth” water in the lee of Diamond Shoals, well outside of the Gulf Stream.
19
ACKNOWLEDGMENTS
ACKNOWLEDGMENTS
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Fiji Tonga
TASMAN TEST BED
$OPRVWHYHU\VDLORUZKRGUHDPVRI VDLOLQJWRWKH6RXWK3DFLÀFDOVRWKLQNV DERXWYLVLWLQJ1HZ=HDODQG,WLVD Bay of Islands ORYHO\FRXQWU\SRSXODWHGE\VRPHRI WKHIULHQGOLHVWSHRSOHRQHDUWKZLWK ZRQGHUIXOFUXLVLQJDUHDVDQGWKHEHVW New Zealand PDULQHLQIUDVWUXFWXUHLQWKHZRUOG 7KHRQO\SUREOHPLVWKDWWRJHWWR 1HZ=HDODQGUHJDUGOHVVRIZKHUH\RX DUHWUDYHOLQJIURP\RXPXVWFURVVRQH RIWKHPRVWGLIÀFXOWERGLHVRIZDWHURQ WKHSODQHW³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ÀYHWLPHVZLWKWKHRGGJDOHDORQJWKHZD\EXWQRWKLQJRXWRIWKH RUGLQDU\2FFDVLRQDOO\KRZHYHUZHDWKHUSUREOHPVRFFXUMXVWDVWKH\GRLQ RWKHUSDUWVRIWKHZRUOG 0RVWRIWKHERDWVWKDWPDNHWKLVSDVVDJHKDYHDOUHDG\FURVVHGVHYHUDO ODUJHERGLHVRIZDWHUEHIRUHWKH\HQWHUWKH7DVPDQ6HD0DQ\KDYHVDLOHG DOOWKHZD\IURP(XURSHRUWKH$WODQWLFRU3DFLÀFFRDVWVRI1RUWK$PHULFD 7KHRGGVDUHKLJKWKDWWKH\KDYHVHHQDPLQRUJDOHRUWZRDORQJWKHZD\EXW EHFDXVHKHDY\ZHDWKHULVDUHODWLYHO\UDUHSKHQRPHQRQPRVWZLOOKDYHOLP LWHGH[SHULHQFHZLWKWUXO\VHYHUHZHDWKHU 7KLVH[SHULHQFHEDVHFDQOHDGWRIDOVHDVVXPSWLRQVDERXWZKDWLVLPSRU WDQWLQWKHZD\RIPDLQWHQDQFHYHVVHOSUHSDUDWLRQDQGFUHZVNLOOV ,QWKHHDUO\VXPPHURI IRULQVWDQFHDQHQWLUHÁHHWRIERDWVWRRND UHDOSDVWLQJLQWKH4XHHQ·V%LUWKGD\VWRUPZKLFKLVGLVFXVVHGODWHURQ VWDUWLQJRQSDJH 7KHPHWHRURORJ\RIWKLVHYHQWLVFRYHUHGLQGHWDLOLQ 0DULQHU·V:HDWKHU+DQGERRNVWDUWLQJRQSDJH 0DQ\RIWKHSUREOHPV WKDWRFFXUUHGFRXOGKDYHEHHQDYRLGHGE\EHWWHUWDFWLFVDQGRUYHVVHODQG FUHZSUHSDUDWLRQ 22
Kim Taylor
EQUINOCTIAL GALE SEASONS
EQUINOCTIAL GALE SEASONS
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In good weather, the entrance to the Bay of Islands, New Zealand, is an easy approach. It is deep, there are few offlying dangers, and the navigational markers are reliable. H o w e v e r, i f i t i s blowing and the Bay is a lee shore, you’re in for a hazardous landfall—especially if this is your first visit. In deteriorating conditions, it can be difficult to decide whether to stand off until the weather improves or try for shelter.
23
CALEDONIA
Caledonia reaching in Fiji showing off her new blade jib. The Cal 40 was a breakthrough design in the late 1960s. Powerful and fast, especially off the wind, it has since become a favorite of cruisers. Caledonia is 40 feet (12.2m) overall, 31 feet (9.5m) on the water, with an 11foot (3.4m) long beam, and 16,000pound (6256kg) displacement. She draws an even 6 feet (1.8m).
24
-RVK·VORJ
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Henry Swayze
CALEDONIA
CALEDONIA
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Henry Swayze
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CALEDONIA
From this fax of the morning of the 13th, it’s easy to see where Caledonia’s breeze is coming from. With the counterclockwise circulation around the high, she’ll have steady southwest quadrant winds. The only relief will be a front, or when there’s a dip or curve in the isobars.
Caledonia
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Josh Porter: “The major change aboard Caledonia following this passage, is the purchase of two blade jibs, one tri-radial at 90 percent, with a wind range to nearly 30 knots and a 60 percent numb e r- 4 b l a d e b i radial with a high cut clew for 25-45 knots. “As I prepare to sail back north to Fiji I am ecstatic about how these sails have performed in coastal trials. “I firmly believe that working- and storm-sails need to not only be strong, but also be efficient stable lifting shapes which will pull you up and forward over waves rather than drag and slam the boat over. “
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Fred Rosswold
WINGS
WINGS
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Wings is a Serendipity 42, designed by Doug Petersen to the International Offshore Rule in the early 1980s. She is of solid fiberglass construction, built in C-Flex, with a balsa cored deck. At 42.5 feet (13m) long overall, with a beam of 13 feet (4m) and a draft of 8 feet (2.4m), she displaces a svelte 9 tons.
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One of the problems with radio “nets” and comparing tactics is that the herd instinct frequently takes over. It is best to listen, discuss, absorb the data, and then make your own decision based on local weather conditions, crew and boat capabilities, and what you expect to happen. Going with the herd has the illusion of group security, but i n re a l i t y t h i s i s rarely the case.
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WINGS “ We l l o f f t o t h e west, a front had formed and as early as November 11 the wind had come up for the Fiji fleet. On Wings we heard the boats ahead talk of gusty southerly winds. Caledonia , First Light , a J-44, and Scoots, an Able Apogee 50, had southerly winds and were headed west of south. Two other vessels, Pelagic II and Aka had already tacked back to the east. Everyone was anxious about their westerly drift and was hoping for easterly winds to help make the course to New Zealand. Wings and Elyxir had now shifted to smaller sails, were sailing close-hauled in 18 to 20 knots of wind, and were barely holding course. Still, we were making good time and having a good sail. The wind continued to build. “
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Wings
From Wing’s position (heavy arrow) this is a worrisome fax. That low shown north of them right now looks innocuous enough, but it will probably track to the south or southeast, and deepen as it is combines with colder, drier air from the higher latitudes. In addition, there’s a ridge of high pressure to their south, which may block the low’s progress, causing a compression zone. In this situation there are four choices. Moving to the west is the safest choice as it gets you away from the compression zone and the track of the low. However, it also takes you to leeward of your destination in New Zealand—meaning a long beat back. The second choice is to head back north, until you see what develops. The third is to heave to and wait and see what happens. The fourth, which Wings adopted, is to go as fast as possible towards New Zealand and hope you beat the potential blow. This choice only makes sense if you have a fast boat and are comfortable with its capabilities and those of yourself and your crew.
30
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WINGS There is always a trade-off between boatspeed—getting there as quickly as possible—and breaking the boat, causing it to take a lot longer. At some point, it begins to make sense to slow down, assuming the risks from being at sea longer are less than those of damaging the boat. In many cases, however, crews slow down prematurely rather than pressing on, due to discomfort. This is not always the safest course. The boat must be able to make it to the next anchorage in one piece, and for this you need to know what she will take.
Mid-day on the 13th—Wings (heavy arrow) is entering a compression zone according to this fax. The clockwise rotation of the low and the counterclockwise rotation of the high reinforce each other in compressing the isobars. The small arrow pointing to 15KT indicates the forecast speed and direction at which the low center will move.
32
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Wings
Fred Rosswold
WINGS
“This photo was taken on November 14 at approximately 32-10 S and 174-18 E. The wind had been in the high 20s to mid 30s for most of the preceding 72 hours.This was prior to the worst weather we had, when the amount of spray flying was still low enough to permit having a camera on deck. “
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WINGS
“Even with hatches closed and the boat generally well sealed, drops and trickles got in. Over a period of time the drops and trickles accumulated until the inside of the boat was quite wet. The leak at the mast partners was one of the worst. A steady stream of water came down the mast and found its way into our shallow bilge. We pumped each watch just to keep the water from sloshing up onto the cabin sole. Drips from the overhead soaked our sea berths, making our off-watch periods miserable. Judy changed the bedd i n g o n t h e s t a rboard bunk but it was wet again within a few hours. I taped plastic-wrap sheets below the drips to route the water away from the places we wanted to sit or sleep, and away from the chart table. We placed a large piece of clear vinyl over the chart to keep it from dissolving.”
34
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We w e re g o i n g t o show you a photo of Annapurna, but it got lost in the mail, so we thought we’d substitute this photo of the Bay of Islands on a lovely day. It really is one of the great cruising spots on the planet—and worth the effort of sailing there.
Annapurna is a Hans Christian 48 (14.6m). She has a beam of 14.5 feet (4.4m) and a draft of 6.6 feet (2m). In cruising trim, she displaces 24 tons. Ruth and Buddy have been sailing her since 1994, and at this point in their cruising had followed the typical “milk run” from Mexico through Polynesia.
35
ANNAPURNA
The Ellisons: “We think you can compare bluewater passagemaking with shooting dice in Vegas. Sooner or later you’re going to get some bad weather. If you don’t bet too much³ which in our analogy means you have a good and well-prepared boat ³ you won’t lose much. But if you bet a lot, go offshore unprepared ³ you stand to lose a lot. “Some people will point out that there are all kinds of small and not-very-wellprepared boats that have done long passages all over the world for years without any problem. We just don’t agree with an outlook that relies so much on good luck with the w e a t h e r. O n t h e other hand, folks with even the best boats and the best equipment can’t get lulled into a false sense of security. “Since Annapurna does well in 25 to 35 knots of wind things worked out great. During the passage, our boat seemed to be saying to us, “Yeah, this is what I was built for.” And, in truth, it was a great ride. The only reasons we didn’t enjoy it was because there was still a possibility we could get whacked; and because of all the bad news we heard when we checked in with the SSB net each day.”
36
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When Ruth and Buddy say “do what the professionals tell you,” there needs to be a caveat. ❏ Following an outside pro’s advice is fine, as long as the conditions he or she has analyzed for your area actually exist—and you need to check this carefully. ❏ If your conditions are different, you need to make the pro aware of what is going on and see if the advice is still valid. ❏ If you cannot get in contact to discuss this, it is our feeling that you are better off making your own decision, based on what you can see going on around you.
The Ellisons advise: “If you’re in a safe area, anchored, and lows are moving all around you, stay put. Only go when the odds are overwhelmingly in your favor of making the next passage in decent w e a t h e r. T h e r u n from Fiji/Tonga to New Zealand is still a crapshoot³even with good odds. All the weather pros, including Met Service, reported there would be strong easterlies until the second low hit northern New Zealand on Friday afternoon, November 20³ after which all bets were off.”
37
BUCEPHALUS
BUCEPHALUS
Bucephalus is a Deerfoot 2-62, 62 feet (19m) on deck, 14 feet 6 inches (4.4m) on the beam, with a waterline of 57 feet (17.5m) and a draft of 6 feet (1.8m). She is of fiberglass and balsa core construction, with a cruising displacement of 50,000 pounds (22,700kg).
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Ian is a 37 year-old Scot, who’s been aboard Bucephalus f o r t h e p a s t fiv e years. He’s logged over 100,000 sea miles over the years and holds a British 3,000-ton Master Class Four certification.
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Ian explains his watch system: “I set up the watch system with the three guys doing three on and six off, myself doing nothing but the cooking, which causes a few raised eyebrows and slave jokes. My reasoning is twofold, in that I know my galley better than anyone else, having been on the yacht for over 5 years. “I hate to see inefficient use of time and space and I figure I can get a hot meal out on time in difficult conditions better than anyone else, period. I also want to keep myself out of the watch rotation, so that I can design my day around weather forecasts and radio scheds. I take care of all the navigation and call the shots on deck whilst keeping myself rested and able to step in should the shit hit the fan and the regular watch be unable to cope alone. “My standing orders specify that I am to be called any time the watchman is unsure about anything (even if he’s unsure about being unsure). I see too many skippers load themselves to the point where they are just too tired to make clear decisions. I’ve done it myself and gotten away with it³I am determined that this would not be the case on this passage.”
39
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“This is not a pleasure trip—this is business. The less time you spend out there, the less chance of getting caught by a system.”
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Notice how Ian uses alternate sources of weather data, in this case Bob Rice’s Weather Window, Russell Radio, and WWVH. This way he has several different forecasts from which to choose, and can make an informed decision on that which best suits the conditions he has at the moment. Note also the time lag between BRWW, WWVH and Russell Radio.
Long-term reefing considerations: ❏ Tie cringles loosely so sail chafe is not an issue. ❏ Put an extra lashing through the reefing clew. ❏ Ease off the clue pennant so the lashing around the boom takes the load. ❏ Be sure that the load on the tack pennant is forward as well as down, so slides or batten hardware are not subject to tension loads.
41
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“Everyone is wearing Ocean Mustos and suspenders and is clipped on. The helmsman is double-clipped on, to s e p a r a t e s t ro n g points. I run up the engine to temperature and ensure that the oil level is topped off. There’s something very reassuring about knowing your engine is ready to go. I cook up some food to eat later and I chew a couple of non-drowsy Dramamine even though the last time I got sick at sea I was eight years old. I go through the heavyweather checklist again and try to cover all the bases.”
42
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SHAKTI
Shakti is 44 feet 7 inches (13.7m) long, 39 feet (12m) at the waterline, with a beam of 13 feet (4m) and draft of 6 feet 6 inches (2m). As cruising boats go, she’s relatively quick.
SHAKTI
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Five-day forecasts: ❏ These can be quite reliable in some cases, but often anything beyond 24 to 48 hours is going to be a wild guess. ❏ One of the questions to ask the forecaster is about the quality of the data in the forecast periods beyond the next day or so. ❏ Most forecasts will give you a headsup on how the computer models are shaping up and the reliability of their data.
43
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44
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“One night I was awakened by a strange clicking sound. I raced on deck to discover that Corinne was using a winch to adjust the headsail. I was in shock. It was the first time she had taken it upon herself to see if she could put Shakti’s sails back in balance with the variable winds. This was just one of several instances in which Corinne started to take more responsibility for seamanship aboard. Her timing was good since we would need all our resources for what lay ahead. “
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Understanding the 500mb level fax charts is the very best thing you can learn to do to avoid heavy weather. Surface depressions are the result of a venting process, which takes place in the upper atmosphere. If there’s no venting going on, you are not going to have depressions. The signs to watch for at the 500mb level are well understood, and easily learned. For more information, see Mariner’s Weather Handbook starting on page 128.
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“Catching up with the low” could have been foretold by watching the weatherfax charts. The stalled, and expanding, high pressure system was bound to slow down and then stop the southeasterly progress of the low.
“While every sailor should be self-sufficient, traveling in a fleet and sharing information can be a valuable resource. We created a ’net’ that met twice a day and shared weather as well as other pertinent information (navigational hazards, and the like). The weather experienced by the boats directly ahead is usually the best indication of the conditions you are likely to encounter. “
49
SHAKTI
“Sail fast. Carry the proper sails. Knowing your boat and how to make it perform well in a variety of conditions is invaluable for shorter, safer, and more comfortable passages. In retrospect, I think that sailing with a 100 percent to 110 blade on long passages would have given me better sail shape and flexibility in my sail plan. “Keep abreast of the weather from as wide a variety of sources as possible. Don’t rely on any single source but your own interpretation based on the actual conditions you are encountering. Shoreside forecasting is rarely more accurate than on-site reports. “Plan on having sufficient fuel and a properly serviced engine should the need arise to motor. Knowing the best sail plan for motorsailing can add boatspeed and comfort during the times when it may be necessary to use the engine, especially in headwinds. “Don’t be afraid to alter or reverse your course if the weather ahead doesn’t look favorable. “
50
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51
WOODY GOOSE
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Small maintenance problems tend to multiply in adverse weather. Consider the chain of events unfolding: ❏ Intermittent steering failure. ❏ Autopilot inoperable. ❏ VHF radio not working. ❏ SSB radio non- functional. ❏ Masthead light failure. ❏ Fuel supply contamination caused engine difficulties.
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WOODY GOOSE Woody Goose on the beach Bay of Islands
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Navigation has gotten quite a bit simpler with the advent of GPS. Yet mistakes still occur with plotting, mis-reading coordinates when tired, and cutting obstructions too close. The best way we know around this is to make an hourly plot of your position on the chart. Once you get in the habit of doing this, a mistake in the GPS or an incorre c t l y - n o t e d G P S coordinate will show up immediately on your paper chart as an incongruity. Another good practice is to always back up one position with another. If you’ve got GPS, back it up with t h e d e p t h fi n d e r, radar, another GPS, or bearings on a known object on the shore.
53
John Neal
WOODY GOOSE
This is the saddest sight—a beautiful vessel stranded, never to sail again. Usually when this happens the crew walks ashore, shaken, but alive. In this case, a safety harness failure probably lead to the demise of one of the crew. In the days of commercial sail, lee shores were avoided at all costs—they were responsible for the majority of all maritime losses. Today, with better navigation gear and more weatherly vessels, we’ve all grown a bit lax in our fear of what lies to leeward. Had Woody Goose headed offshore, even under re d u c e d s a i l s o Roger could gain a bit of rest before tackling his maintenance problems, none of this would have happened.
54
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The conundrum faced by the crew of Woody Goose in Fiji was a difficult one. A short passage to the south lay a wonderful network of efficient and highly skilled repair faciltities. To get there they needed to take some chances with the weather. If they decided to do a major overhaul in Fiji, they would be stuck there during cyclone season—also taking chances with the weather. You could argue that this entire unfortunate scenario began because of a problem encountered with the Fijian reefs. We are not privy to those details. But the best policy is to avoid new ports of call, especially those with reefs, until there is good visibility with which to confirm our position, and the location of any reefs or coral heads.
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WOODY GOOSE Opinions and Recommendations of NZ Safety Authorities: ❏ In the space of several days preceding this tragic accident, a number of gear and navigational equipment failures occurred which, when combined as a whole, would have taxed even the most competent skipper to the extreme. In this case the owner of Aka describes the skipper as meticulous and a person who did everything well but who was overcome by a combination of circumstances. ❏ The skipper’s reliance on his GPS, when both visual and radar information should have warned him that he was not in the approaches to Opua, highlights the importance of not using GPS as the sole means of navigating a vessel. A prudent mariner should always confirm position fixes from a GPS by any other means available. ❏ The grounding of the yacht in Suva would most probably have resulted in stresses and strains to both the hull and external fittings of the yacht, including the coupling between the rudder and rudder control box. These would have been exacerbated in the h e a v y w e a t h e r, which the yacht encountered en route to New Zealand.
56
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JANAMARIE II
JANAMARIE II
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There is nothing on this surface-level fax chart from the New Zealand Met Service to suggest the type of conditions encountered by Janamarie II. As you can see from the position arrow, they were near the center of the depression. The satellite image (next page) indicates this was probably a local baroclinic storm structure, which could have “bombed,” creating the winds Janamarie II encountered. The only warnings would have come from the 500mb level faxes.
58
JANAMARIE II
University of Wisconsin, Space Science and Engineering Center
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The arrow indicates the approximate position of Janamarie II on this satellite image, which was taken within a couple of hours of the capsize. They appear (based on the very tight cloud spiral shown here) to be caught in a localized baroclinic depression. A storm that shows up this small in the satellite images, has an area of extreme winds that is probably less than 100 miles in diameter.
59
JANAMARIE II
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“The Janamarie II was a 50-foot/15.2m ketch-rigged yacht, constructed of GRP with teak decks. She was fitted with a 108horsepower engine and was surveyed to Category One. She was equipped with the following navigational and communications equipment: One 406mHz and two 121.5mHz EPIRBs, single sideband radio transceiver, a ham radio transceiver, VHF radio, weather facsimile, GPS, and radar. “The skipper built the vessel in 1977 and had subsequently undertaken 27 ocean passages in her. “Mr. Lay held a Commercial Launch Master Certificate issued in 1990. In addition, he held a Queensland Master Class 5 certificate of competency. Mrs. Lay had accompanied her husband on board the Janamarie II since 1977.”
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The fact that Janamarie ll was overtaking the depression should have been apparent from a decrease in barometric pressure, along with the change in wind angles and cloud cover.
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“ M r. L a y h a d n o experience in setting or riding to a sea anchor/drogue: this is a common situation even with the most experienced sailors. The reason for this is that a sea anchor/drogue is only used in the most extreme weather conditions and at such times practicing is not normally foremost on people’s minds.”
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We start off early in the morning on November 18. The arrow points to the approximate position of Janamarie II. The heavy dashed lines show what are known as upper-level short-wave troughs. These provide the venting mechanism which allows a surface low to develop. If there is no trough in the upper atmosphere, the surface low will be anemic, or won’t develop at all. It is the rhythm these upper level troughs exhibit which gives you the advance warning, so it is best to watch for ten days to two weeks before your departure date. In the first chart, there are two troubling signs. The first is a vigorous trough below and slightly west of Tasmania. The second is another shortwave trough, this one quite weak, stretching up into the tropics between the Queensland coast of Australia and the Fiji/New Caledonia area. The risk here is a combination of these two troughs. If this occurs, there is a probability of aggressive deepening of the surface low associated with these systems. In the second 500mb chart, below, run off in the afternoon on the 18th, we see the westerly trough rotating east, which is normal. The subtropical trough to the north is showing signs of development. Between the two, there are signs that they may come into phase, and overlap each other. This would reinforce the development of any surface depressions in the area. At this point the risk potential has just taken another jump, and it is time to think about a safe harbor or heaving to. Try to move west of what is developing (these systems will typically move east as they mature).
62
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The next two charts are for the early morning on the 19th and then the afternoon of the same day. The western short-wave trough is continuing to rotate through, while the trough to the north is developing but remaining more or less in one place. Note that the heavy dashed lines, representing the trough axis, are continuing to get closer to each other.
Twelve hours later, the computer is showing the troughs getting into phase. You now know to expect a severe surface depression. Even if the surface forecasts don’t show severe weather approaching, these 500mb charts indicate a high probability of the weather “bombing.” At this point, it is difficult to tell what is the best evasive course to take. If you had surface pressure readings from other boats in your region, you could use them to find the center of the rapidly developing storm system. Without this outside data, the best bet is to prepare the boat for the worst. Fit storm shutters, check lashings, get any drogues or parachutes ready, and bend on storm canvas. Heaving to or heading west would also help.
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JANAMARIE II
Early morning on November 20, when Janamarie II is running off towing warps. The two upper-level troughs have now merged, providing a strong source of venting to the surface low which has been brewing. In addition, there is a source of cool dry air from the southern latitudes. These are exactly the ingredients required for the system to “bomb.” The combined trough axis (heavy dashed line) is to windward (west) of the boat (indicated by the heavy arrow). Janamarie ll is in the worst possible location relative to the upper-level trough. The odds are that if they were just a couple of hundred miles to the west, they would be seeing nothing more than gale-force winds.
64
Bruce Burman
FREYA
Freya was a Stan Huntingford-designed 45-foot (13.8m) Explorer. With a beam of 13 feet (4m), she displaced roughly 20 tons. Freya had a full-length keel with cutaway forefoot, and keel-attached “barn door” rudder.
FREYA
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At this point you have three choices: ❏ Head back to the north to try avoiding the coming squash zone and lee shore of New Zealand. The only problem with this approach is that you would be giving up hard-won distance towards your destination with the odds of getting a further beating as a low passes over your region after the high pressure dissipates or moves off to the east. ❏ Move as quickly as possible and try to make it into the Bay of Islands before things really deteriorate. However, this may bring you onto a lee shore during adverse weather, where a navigational error could be deadly. There is also the issue of visibility. At night, or in conditions of rain and low clouds, the entrance to the Bay of Islands can be tricky even for those familiar with the area. If this is your first visit to New Zealand, the approach in inclement conditions will be dangerous. ❏ The third choice is to heave to, hold station against the blow, and time the arrival for daylight and/or when visibility improves.
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Bruce Burman’s tactic of heaving to and awaiting better conditions is the same one that virtually every experienced sailor would have used, based on the weather data available and the type of boat involved. Bruce tried setting a small scrap of sail but didn’t like the way Freya sailed forward towards the parachute, so he eventually ended up hanging directly back from the para-anchor under bare poles.
When we asked Bruce about lying ahull after the parachute anchor was lost, he said: “At the time I didn’t think about getting the boat to head into the waves. I was intent on getting the hatch covered. I have since realized that I could have gotten the three corners of the jib together and streamed it off the bow as a sea anchor. But at the time, I just didn’t think of it.”
67
FREYA Bruce was now focused on what practical things could be done. As each new situation arose he came up with a plan of attack. Action—any action— was preferable to doing nothing. To do nothing would be to admit defeat. Marianne was adding up the facts—loss of communication and life raft, worsening weather conditions, and the worst thing for parent, their only child on board.
Within minutes of the EPIRB being activated, details of Freya ’s crew, yacht, location, and next of k i n w e re fl a s h i n g across a computer screen in America. Bruce’s father in the United States received a chilling telephone call from the US Coast Guard in Seattle. “Is Freya under sail? Could this be a genuine call for help or is it an accidental EPIRB activation?” B r u c e ’s father assured the caller that this would definitely be a genuine call for help. “Yes, they are under sail on their way from Tonga to New Zealand. Can we please keep in touch for any news of them?” he asked.
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One of the situations we find occurring over and over again during rescue attempts is a difficulty in communicating. It is not unusual for the distressed vessel to have no functioning radios aboard. Consider what would have happened here if the Burmans and the pilots had not been able to communicate. The safest way around this problem is to have a dry cell powered handheld VHF radio, securely sealed against water damage.
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“I’m sick of all this stuff flying around— floorboards and beer cans!” Heath angrily picked up the broken floorboards and threw them into the forward cabin. Bruce grabbed the hammer, ripped the lid off the food locker under the seat and nailed it into place across the gaping hatch hole from inside the forward cabin. Freya’s situation had suddenly become very precarious with help still some hours away. Marion and Bruce knew they were in big trouble. Within ten minutes they took two more knockdowns.
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When making a Mayday call, you need to stop transmitting every 30 to 60 seconds so that you can hear if someone is trying to reply.
From here, things happened fast. Trevor Tuckey of the volunteer Northland Water and Dive Rescue Squad was rostered on that day and got a phone call at his home in Whangarei from NEST. He was needed to replace Aaron who had become violently air sick. He raced to meet the helicopter as it stopped in Whangarei and Aaron—still barely conscious from air sickness—was offloaded while Trevor threw on his wetsuit and boarded the helicopter. In the rush, nobody noticed that Aaron was still wearing the helmet that Trevor needed.
71
FREYA Hi-line techniques for those being rescued (per NEST): ❏ Keep wind 30 degrees on port bow. ❏ Maintain vessel heading unless otherwise instructed by helicopter crew. ❏ Accept (catch) hiline in clear area on port quarter. ❏ Deck crew should wear gloves. ❏ Take in slack as hiline is lowered. ❏ Don’t attach the hiline to any part of the vessel. ❏ Pull in the swimmer when the winchman signals. ❏ Maintain tension on the hi-line at all times. ❏ On recovery of the hi-line (by helicopter) maintain tension until the weights are in your hand, then release them clear of obstructions. ❏ Static electricity can build up in the hovering helicopter. A static discharge wire is attached to the end of the winch cable. This should be grounded to the boat or the ocean and not to the bodies of anyone on deck.
72
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The NEST hi-line technique, in this case shown with a vessel with rigging intact.
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Lessons—We got in touch with Bruce Burman to review some of the details and ask if he had any additional thoughts: ❏ He would not go to sea again with composite hatches. Some form of heavily built metal hatch would be on his next boat. ❏ His next boat was going to be metal, probably steel, with a secure storage area for the life raft so the sea could not wrench it free in a knockdown. ❏ And about the tactics he’d use the next time? “In my opinion to run off in those conditions, with steep breaking waves, would not be wise. Our boat hove to quite well and might have weathered the storm without any problems. I would probably choose the sea anchor in these conditions because the boat rode so well, and nothing else would do as good a job in holding the bow into the weather.”
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The purported 9knot drift indicated in this message is an anomaly. Freya was probably not moving m o re t h a n 3 o r 4 knots.
77
SALACIA
SALACIA
The following story is based on data sent to us by Fred Rosswold and Thane Roberts, and by some brief email dialogue with Mike Fritz. It also includes data from the official report of the Maritime Safety Authority of New Zealand. U n f o r t u n a t e l y, because of legal proceedings now going on, Mike is unable to give us a full and direct account.
Being to the north of the other boats that we’ve so far discussed, Salacia was closer to the approach of the low center; when the other boats were making it into port or already anchored, Salacia was getting hammered by steadily increasing winds. Salacia was apparently extremely close to Freya when the storm hit and actually discussed storm tactics with them via VHF radio.
78
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Mike described the seas as mountainous, but manageable since they were consistent and from the same direction. Every so often, however, a set of waves would approach which was much larger than the rest. These waves would break over the boat and create tremendous forces on the vessel and its gear. It was during one of these huge sets in the middle of the night that Mike’s sea anchor was shredded and his boat started drifting with the waves. However, his rudder had been freed by the same wave, and he discovered that he was able to turn his boat around and head in the direction of Opua. Under minimal sail and with the windvane steering, Mike felt that Salacia was holding her own and making headway toward the shelter of the bay.
79
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“At 1943 hours a very short message was received from Salacia to say that they could transmit but not receive. After this there was no communication from Salacia by radio, and therefore no means of finding out what the latest situation was on board. Because of this, the Rescue Coordination Center agreed to the rescue of the crew of Salacia at 2218 hours. “If Salacia was not in distress, in no way should distress flares have been set off, even to show position.” Here is yet another situation where failure in communication led to tragedy. This is a common theme that repeats itself over and over again in emergency situations at sea.
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“Direct Kookaburra , being a container ship, could not be considered the best vessel for carrying out such a rescue. It has a high freeboard, approximately 26 feet (8m). At the time the vessel had a large GM, about 6.5 feet (2m), making it roll heavily. There was a large stack of containers on deck, and they were stressing their lashings, which, had they carried away, would have led to the possibility of the containers going overboard. “Equipment for effecting the rescue was also minimal, consisting almost entirely of lifebuoys, ropes and rope ladders. The vessel lost steerage when making less than 6 knots, making her very difficult to handle.”
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Both photos Kristin Sandvik
HIO AVAE
Hio Avae is a Santana 37. At 37 feet (11.3m) overall, she has a waterline of 31 feet (9.5m), a beam of 11.66 feet (3.6m), a draft of 6 feet (1.8m), and displaces 7.2 tons. Kristin is at the helm (above).
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Prior to sailing with us aboard Beowulf, Kristin had never been to sea. She is, however, a smart, physically fit, and determined young woman. It will come as no surprise to those who know her that she made an uneventful passage from Mexico to the Marquesas, and thence through Polynesia to Tonga.
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HIO AVAE
“That evening, Bob McDavitt forecast a low expected to pass North Cape on Sunday, the following night. Southwesterlies would sweep up the North Island coast Monday and Tuesday. A ‘quiet high’ would follow this low. A ‘reasonable trough’ would then come through Thursday to Friday, followed again by a high, which would produce light winds for the weekend. I tried to sort out how this weather might affect our trip, but latched onto McDavitt’s words: ‘This is as good a weather window as you can get for this voyage.’ “
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Barometer signals change with latitude. In the tropics changes will be negligible, and any variation from the diurnal norm of plus or minus 1.5mb is cause for concern. As you journey towards the higher latitudes the barometer begins to re s p o n d m o re t o depressions. But the signals that it gives at 26 degrees, where Kristin is now, are substantially less than what it will show with a depression another 8 or 10 degrees farther from the equator. The thing to remember here is that the closer you are to the tropics, the smaller the pressure change that is required to create dangerous weather.
85
HIO AVAE
What Kristin and Sandy didn’t realize at the time was that they had just gone through a classic frontal passage. The increase wind and the shift to the northwest was probably a line squall associated with the cold front. As such, the odds were that shortly the barometer would start to rise and the wind would drop. Their position is shown by the heavy black arrow.
Hio Avae
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Hio Avae is equipped with a powerful Aries windvane and WH autopilot, either of which could steer the b o a t i n g a l e - f o rc e winds. H o w e v e r, t h e re i s something comforting about having the helm directly in your hands when you’re not sure of the weather.
86
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Most sailboats will achieve a high percentage of their “hull speed” with a very modest sail plan, as long as the wind is fresh. In this case, Hio Avae is making really good time in a fresh breeze with just a few snippets of sailcloth set. The trysail and storm staysail represent less than 20 percent of her total working canvas.
87
HIO AVAE
88
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Kristin Sandvik
“What would I do differently? My log entry the morning we got hammered is revealing: I knew the weather was changing. ‘Classic front with angled clouds…no wind yet.’ “But I hadn’t bothered to prepare, save tucking a reef in the main, dropping the spinnaker pole, and telling Sandy to keep his eyes open. Whether it was fatigue (from the stress of worrying about the weather) or denial that bad weather would hit us that kept me from taking more decisive preventative action, I don’t know. “Sandy also saw the storm coming. He saw the gray wedge against the sky and thought: ‘Classic front.’ But he also felt Hio building speed for the first time in days, and got caught up in the thrill of surfing the small seas. We had been putting along for days—Sandy didn’t want to miss his chance to RACE! “When the wind slammed us sideways, we just stared at each other, stunned. “Ultimately, we did the right things for the conditions. We reduced sail and ran. But it was total chaos. Sandy had never seen the storm trysail out of its bag (where it lives, on deck), and I couldn’t remember how we had lead its sheets the last time we practiced with it, two years earlier in San Diego. “I have learned these lessons the hard way before: be prepared, be familiar with your storm canvas, familiarize your crew; practice. “Now I will pull the trysail out of the bag before each major passage, or with each new crewmember. We will run it up the mast and lead its sheets. We will also raise the storm jib. During passages, we’ll heave to for fun. We’ll even heave to in a squall occasionally to practice. “And I will learn about the weather. “
WEATHER REVIEW
WEATHER REVIEW
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WEATHER REVIEW
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The two surface faxes below are from the New Zealand Met Service for November 14 and 17, 1998. The high pressure system is slowly moving over New Zealand, with the low to the north creating a squash zone. By the 17th, the low has wound down, but there will still be southwesterly quadrant winds for another couple of days.
90
WEATHER REVIEW
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WEATHER REVIEW
The top chart from the New Zealand Met Service is for midnight on Thursday (0000NZST on the 27th). The bottom chart is for twelve hours later—noon Friday. The movement shown at 0000NZST (top) of the low is 20 knots, towards the eastsoutheast. At 1200NZST the low has actually moved more southeast while the high appears to be intensifying. The low driving right at the main mass of the high while the high grows (from cold air sinking down from aloft), is a warning signal. Nothing in the forecasts or on these surface charts tells you directly that there is a risk of a meteorological bomb. One of the risk factors to look at is the possibility of large quantities of cold, dry air being brought up from the south via the high.
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WEATHER REVIEW
Midnight, Friday (0000NZST on the 28th) and the low has grown substantially while the high remains in place. There are several features to note on this chart. The first is the sharp corner on the northeast side of the high. Positive curvature like this on high pressure systems accelerates the wind substantially over what would be suggested by the isobar spacing. Next, the pressure flow perpendicular to the coastline, which acts to block the wind, is then going to accelerate in the gap in the mountains north and south of Auckland. The bottom chart is for noon on Saturday, by which time Freya and Salacia had been abandoned.
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WEATHER REVIEW
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“On the second trip out to Freya , the seas were definitely steeper and more dangerous. I have sailed offshore across the Tasman in gale conditions, and my copilot was ship’s engineer on a tuna boat for a number of years in the P a c i fi c . We a r e agreed the seas were steep and potentially dangerous to a small vessel.”
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95
WEATHER REVIEW
Janamarie
Freya University of Wisconsin, Space Science and Engineering Center
This is a GMS satellite image in the visible light range taken at 1000NZST on the morning of November 28th—at the same time Freya’s crew was being lifted off by helicopter. The spiral bands of the d e p re s s i o n c e n t e r clearly show a baroclinic or bent back warm front type of structure. Freya’s location would normally have been out of the worst of the effects, but the strong high pressure system created a squash zone and intensified the winds.
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“Our nautical almanac says that wind speeds quoted in forecasts a n d w a r n i n g s a re averaged out over large areas. Near a c o a s t , s a i l o r s a re reminded to prepare for wind speeds from half to double the one we quote.”
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97
WEATHER REVIEW HQHUJ\RIWKHLQFRPLQJZDYHVDQGZLOOJUDGXDOO\IODWWHQDVWKH\ PRYHRIIVKRUH LQWRWKHZLQG VRPD\EHWKH\DUHQRWDIDFWRU DIWHUDERXWPLOHVRIIVKRUH&HUWDLQO\QRWDWPLOHVRII VKRUH :HNQRZWKDWUHIOHFWHGZDYHVFDQKHOSVWHHSHQWKHVHDLQWKH UHJLRQWRPLOHVRIIVKRUH 7KDWZDVWKHFDVHRII6DQ'LHJR GXULQJWKH$PHULFD¶V&XSUDFHVRQVRPHGD\V :LWKLQPLOHVRI WKHFRDVWWKHLQWHUIHUHQFHSDWWHUQFDQEHUHDOO\QDVW\ :HNQRZWKDWRQHIDFWRURIVTXDVK]RQHVRQWRDFRDVWOLQHLV ZKDWKDSSHQVWRDOOWKDWZDWHUZKLFKJHWVSLOHGXSRQLWVHOI DWWKHFRDVWOLQHE\WKHZLQGVWUHQJWK2QWKH:HVW&RDVWRI 1RUWK$PHULFDLWJRHVVRXWKDFFHQWXDWLQJWKHFRDVWDOFXUUHQW
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November 25, early morning. These relatively flat lines represent what is known as “zonal” flow—when the upper level winds are more or less straight in their course. This is a very unstable situation and typically leads to a vigorous 500mb trough as the zonal flow breaks down. If you had received this fax from Australia, and were half-way to New Zealand, it should sound a small alarm. There is typically a day and a half or two days before a strong upperlevel trough develops after zonal flow.
98
WEATHER REVIEW
The 26th arrives with this data sitting on your fax machine. You can see that the zonal flow is indeed breaking down, and an upper level trough is beginning to form. From here on out, the way this trough develops, and its rotation, will give us the clues to any risk factors involved. Wa t c h t h e h e a v y dashed lines indicating the trough in this and the next two faxes.
24 hours later (morning of the 27th) and the trough is rotating to the east. This is a sign that the trough will intensify and that any surface development will be significant. One of the factors to remember is that surface-level depressions typically take place a quarter of a wave length to leeward—in this case east—of the upper level trough. A quarter wave length here is just to the west of the New Zealand coastline at this point in time.
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WEATHER REVIEW
On the 28th we now have a fully developed, aggressive 500mb trough to windward of New Zealand. Compare the shape of this to the previous two days, and note how elongated in a north-south orientation this trough has become. This progression of trough shape—from zonal (elongated) to sharply troughed—is precisely what provides the venting needed for rapid surface pressure drops. Outside the tropics, if you do not have this type of troughing, large scale surface depressions simply cannot mature. Hence, these charts provide the keys to teasing out the risk factors in any given weather scenario. 500mb charts are drawn by computer, typically with little intervention by forecasters. In this part of the world, they are apt to be less accurate than what you will find from North America or Europe, as there is less raw data to feed into the computer programs. However, they still give warning, as we’ve shown here and with Janamarie II. It may be of interest to you that there were also warnings at the 500mb level for the Queen’s Birthday storm.
100
LEARNING FROM OTHERS
LEARNING FROM OTHERS
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While we hesitate to end this first section of the book with such negative experiences, it is important that we all understand that the sea can be an unforgiving task master, and that we learn from the experiences of others who have gone before us. The vast majority of the time, things will be fine. Even when the odd gale does hit you, it is almost always a matter of comfort and delay rather than safety. Still, if you venture offshore, it is prudent to do so as well prepared as possible.
101
LEARNING FROM OTHERS
The “analysis paralysis” referred to by Ian McIntosh, the professional skipper aboard Bucephalus, is common throughout the cruising comm u n i t y. A m o n g other things, it is the result of a little knowledge being dangerous. We cannot emphasize too strongly how important a thorough understanding of meteorology is to your mental and physical comfort and safety.
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Richard Bennett
Beating to weather in 60 knots gusting to 80—it can be done with the correct sails and steering technique.
104
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105
RISK ASSESSMENT
RISK ASSESSMENT
Knockdown checklist: ❏ Washboards ready and lockable. ❏ Storm covers fitted. ❏ All loose gear from deck stored low in the boat. ❏ Deck gear double lashed. ❏ Positive locks on locker doors, stoves, batteries, floorboards, and fridge doors. ❏ Storm canvas checked, hanks lubed.
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Improving center of gravity: ❏ Bring anchors and chain off ends of boat and store in bilge. ❏ Deflate dinghies and stow below. ❏ Remove all deck gear that is not essential to the operation of the vessel and store it low in the boat. ❏ Move heavy gear on shelves to lower storage areas. ❏ Make sure lowest tanks are used last. ❏ Drop any unneeded roller-furling headsails.
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A dab of 3-in-One oil on storm headsail hanks keeps them working freely.
108
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Drogues/ParaAnchors: ❏ The entire subject of drogues and parachute anchors is covered in detail starting on page 421. The thing to remember now is that you want your system set up and ready to deploy before leaving port. ❏ You and your crew must also be familiar with deployment, proper attachment to the boat, and retrieval. Storm sails: ❏ Your storm sails will rarely be used. They should attach with piston hanks to a cutter stay or extra headstay. The hardware on the sail will probably have been sitting stored for some period of time and may be stiff. ❏ Storm canvas should be removed before the passage, hanks worked a n d l u b e d l i g h t l y, sheets and pennants checked, and then stored where easily accessible.
109
ENGINE AND DRIVE TRAIN
ENGINE AND DRIVE TRAIN
Key items to check: ❏ Fuel filters fresh. ❏ Fuel tank sumps cleaned out. ❏ Brackets tight, no cracks. ❏ V-belts in good condition—replace if in doubt. ❏ Shaft coupling tight. ❏ Stuffing box properly adjusted. ❏ Oil and coolant levels topped off. Mounts and brackets: Engine mounts, pump, compressor, and alternator brackets are subject to pulsing loads—referred to as “torsionals” by engineers. These loads are caused by the firing order and nature of the diesel engine. As a result, the brackets and bolts which hold engine parts in place tend to loosen and/or crack. If you have four bolts holding a given bracket and one is loose, it puts an additional load on the other bolts. Pretty soon they will all loosen or fail entirely. ❏ Make a habit of checking all the accessory bracket and motor mount bolts before each passage. ❏ Inspect the brackets for cracks. Pay particular attention to the edges of welds, corners, holes, and bends.
110
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STEERING
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Make sure that the steering is free and runs easily, and that there are no binding or hard spots as you turn the helm.
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RIG AND RIGGING
S t re e r i n g s y s t e m check: ❏ Rudder bearing in good condition—no excess play. ❏ Quadrant and steering sheave bolts tight. ❏ Inspect steering chains for cracks. ❏ Check cables for meat hooks. ❏ Emergency steering system easily accessible. Test relieving tackles. Rig and rigging survey: ❏ Check wire terminations for cracks, broken strands, elongated holes. ❏ Check tangs for cracks and elongation. ❏ Spreader bases tight. ❏ Spreader ends seized. ❏ Roller-furling joints tight. ❏ Review all welds for cracks and hole elongation. ❏ Make sure turnbuckle toggles are free acting. Look for cracks on toggles and turnbuckles. ❏ Tighten gooseneck and vang fasteners (and re-check every few days at sea). ❏ Be sure all deck hardware is clean and operates smoothly.
112
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Preparing for a blow: With all of the preceding done before you leave the anchorage, and with periodic checks while u n d e r w a y, the chance of a problem creeping up unexpectedly are substantially reduced. Still, when you know there’s a blow due shortly, you will want to give things one more quick onceover. ❏ Check lashings on deck. ❏ Re-inspect the bottom end of the rig and boom. ❏ Check reef pennants, and make sure storm canvas is accessible. ❏ Fit storm shutters and remove dorade cowls. ❏ Sit back, relax, read a book, and try to get some rest.
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SAFETY ON DECK
$OOYHVVHOVKDYHWKHLURZQ PRWLRQWKHLURZQZD\RI UHDFWLQJWRWKHVHD6LQFH\RX ZLOOEHXVHGWRWKHPRWLRQ DIWHUDIHZGD\VDWVHDDQ\ WKLQJRXWRIWKHRUGLQDU\ZLOO EHLPPHGLDWHO\DSSDUHQW $V\RXPRYHDURXQGWKH ERDWPDNHVXUH\RXJRIURP KDQGKROGWRKDQGKROG1HYHU OHDQRXWRYHUWKHOLIHOLQHVWR ZRUN$OZD\VXVH\RXUVDIHW\ KDUQHVV:HZHDURXUVDIHW\ KDUQHVVHVDQ\WLPHZHDUHRQ GHFNXQGHUVDLO³HYHQLQQLFH ZHDWKHU :RUNDJDLQVWWKHUROORIWKH ERDWVR\RXJHWLQWRWKH UK\WKPRINHHSLQJ\RXUEDO DQFH $YRLGVWHSSLQJRQVDLOVWKDW DUHÁDNHGRQGHFN WKH\WHQG WRVOLSRXWIURPXQGHUIRRW 7KHUHDOGDQJHULVLQWKH ZDYHZKLFKLVRXWRIRUGHU Working on deck in heavy weather requires concentration and aware- RQHWKDWLVODUJHUWKDQRWKHUV ness. You should know when the next sea is to hit. As shown here RUFRPLQJIURPDGLIIHUHQW depending on lifelines is never a good idea. It is better to hang on to GLUHFWLRQ7KLVPD\KDSSHQ structure—handrails, rigging, or spars. RQDSHULRGLFEDVLVRUPD\ QRWKDYHKDSSHQHGDWDOO³\HW%XW´VQHDNHUµZDYHVDUHDSDUWRIOLIHDWVHD VREHDOHUWIRUWKHP ,I\RXVHQVHWKDWWKHERDWLVDERXWWREHQDLOHGLWLVXVXDOO\EHVWWRGURS ZKDW\RXDUHGRLQJDQGKROGRQZLWKERWKKDQGV RUDUPV 8VH\RXUDUPV WRFRPSOHWHO\HQFLUFOHDQREMHFWDQGEULQJ\RXUVWURQJHVWPXVFOHVWREHDU )RUH[DPSOH\RXFDQKROGRQPXFKEHWWHUE\FLUFOLQJ\RXUDUPVDURXQGD VKURXGWKDQE\KROGLQJRQZLWK\RXUKDQGV,IWKHUHLVQ·WWLPHWRJHWERWK DUPVDURXQGDWOHDVWXVHRQHDUPEULQJLQJWKHVKURXGRUVWDQFKLRQLQWRWKH FURRNRI\RXUDUP
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Stock Newport
SAFETY ON DECK
Stock Newport
SAFETY ON DECK
There are times when it is necessary to re-reave a reef pennant or tie off a safety line through the reef clew (so the reef pennant can be unloaded). In this case, a safety harness is attached to a halyard, just in case. Still, there’s a chance being taken here. If you are cruising, it is a lot easier to head up on a beat and bring the boom over the deck where it is easier to work.
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When first coming on watch: ❏ Spend a few minutes in the companionway or under the dodger getting used to noise of the wind and feel of the sea. ❏ Be sure to hook up your harness tether. ❏ Use handholds as you work your way to the helm or your watch station. ❏ Stay well braced, ready for an errant wave.
115
SAFETY ON DECK
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If you don’t have a cutter stay to break up the foredeck space, you can always bring a lazy halyard or a topping lift down from the masthead and attach it to a padeye midway between the mast and headstay.
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It is always better to work to windward of a boom or sail than to leeward. If a sheet fails or is unexpectedly eased, you are not in the way. At the same time, it is best to avoid leaning against sails or booms ³ if they are eased you are likely to end up flying to leeward.
116
Stock Newport
Lifeline systems should always be suspect, and never totally relied upon. One of the areas of highest risk are the pelican hooks at gates. We always make a habit of tieing these off with a bit of light line, so they cannot accidently open.
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Rick Tomlinson
PERSONAL SAFETY GEAR
PERSONAL SAFETY GEAR
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The conventional harnesses above have wide waistbands to distribute load to the rib cage if the wearer is pulled up short against the tether. In order for these to work when you are hanging over the side they must be worn snugly³ otherwise you might slip out.
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117
PERSONAL SAFETY GEAR Experience over the years has indicated that you should avoid attaching your safety harness to the rig or rigging. If you end up in a severe knockdown or rollover, t h e r e ’s a g o o d chance the rig will be lost, and what you’re attached to will no longer be part of the boat. If you are working in the cockpit—i.e., steering or standing by on the sheets— you should be on a short tether. Padeyes need to be positioned so that harness tethers are tight in the event of a wave slap. Any slack in the tether will let your body accelerate to leeward. If the cockpit and wheel design allows for it, the ideal situation is to have two pennants in use, opposing each other. Choosing a harness involves more than picking one off the shelf. Aside from evaluating the test data supplied by SSF, the best thing is to put on a harness, then test it under load. Try this from the local yacht club dinghy hoist, or with a halyard aboard your boat. Women face a different set of comfort problems. The SSF testers varied in what they liked. In the end, they suggested testing in the marine store with a firm pull parallel with the spine.
118
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All photos Seattle Sailing Foundation
PERSONAL SAFETY GEAR
This is a view we all hope fervently to avoid ever seeing—but it is important to consider how a harness works when you are being towed by the boat. A long tether is an advantage in that it allows the water to support part or all of your body. This reduces the discomfort of hanging in the air. However, you need to breathe and when the boat is towing you at speed, there are waves to contend with, not to mention the wake which your own body produces. A key design issue is that the harness tows you head up. Not all do. The top left harness is a Gill. Top right is from Forespar. Bottom left is from Henry Lloyd.
119
PERSONAL SAFETY GEAR
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The way you hang from your safety harness is an important consideration as it w i l l p ro b a b l y b e necessary to assist those getting you back aboard and the more comfortable you are, the more you can help. Here are four different harnesses being tested from a dinghy hoist. Top left is from West Marine. Top right is from Musto. Bottom right is a commercial model from PBI/Sala which includes leg straps. The bottom left is from Raudaschl. Of all of the harnesses shown, and of those tested, the models with leg straps gave by far the best support. The only problem is that they are difficult to get into and out of, and thus may not get as much use as the shoulderonly models.
120
All photos Seattle Sailing Foundation
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PERSONAL SAFETY GEAR
Rick Tomlinson
The very safest harness is one with a crotch or leg strap. The only problem is that this is more difficult to get into.
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Seattle Sailing Foundation ideal harness: ❏ Easy to adjust and lightweight. ❏ Easy to get into. ❏ Not too hot. ❏ Reflective tape on shoulders. ❏ Pocket for safety gear such as personal EPIRB, strobe and/or whistle. ❏ Stitching in contrasting color so it is easy to check for chafe. ❏ Material should be comfortable against bare skin. ❏ Built-in flotation.
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Look at how this harness crosses in the back, and then think about raising your arms over your head in an attempt to help pull yourself back aboard. With arms raised there is nothing to keep this harness from slipping up and over your head. A crotch strap or horizontal rib webbing is a necessity.
SSF ideal tether: ❏ Quick release shackle at inboard end. ❏ Both 3 and 6 foot (0.9 and 1.9m) long tethers. ❏ Boat end of tether equipped with patented Wichard locking snap hook, or Gibb locking hook. ❏ Stitching on webbing a minimum of 3 inches (76mm) long of contrasting color to webbing for easy inspection. ❏ Snap shackle to have easy-release lanyard, possibly equipped with ball to help in pulling open.
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Stock Newport
PERSONAL SAFETY GEAR
All photos Seattle Sailing Foundation
PERSONAL SAFETY GEAR
A sobering look at some of the failures encountered when the Seattle Sailing Foundation began to test gear. Upper left, a single braid tether which failed at the stitching made by Captain Al’s. Upper right, a West Marine harness after nine drops in the test machine—still functional with just some deformation on the hardware. Bottom right, Helly Hanson failed tether and broken hook. Bottom left, a broken Wichard snap hook.
Lower left, our preference for a tether is dual braid dacron, tied with a bowline, with the end of the knot sewn shut. Foolproof, easy to inspect, and strong. At the harness end we always fit a snap shackle (lower right) so the tether can be re l e a s e d i n a n emergency. On the bottom of the opposite page is our favored tether end hardware, a Gibb hook. Strong, almost foolproof, these are operable with one hand, leaving your other hand free for hanging on while you connect the tether to the jackline.
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Bryan Savage
THETA VOLANTIS
THETA VOLANTIS
Theta Volantis is a ketch-rigged Sundeer 64. She is 65 feet (20m) long on deck, 64 feet (19.7m) on the waterline, with a beam of 15 feet, three inches (4.7m). She displaces about 22 tons, and has a shallow but efficient keel drawing just six and a half feet (2m). The rig on Theta Volantis is about six feet (1.8m) taller than the standard ketch rig.
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Theta Volantis uses a Robertson autopilot. (Almost all of our other yachts have fitted WH autopilots.)
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Mid-afternoon on October 3, and you can see that one frontal boundary has passed to the east of Theta Volantis, and something else is building up to the west, behind her.
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THETA VOLANTIS
Bryan Savage
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Colleen and Bryan making port in the Azores.
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THETA VOLANTIS Mid-day on October 5 and Theta Volantis has moved to the east along with the front, albeit much more slowly. The frontal boundaries marked by the cloud mass are less distinct in this image. However, there is substantial convective (thunderstorm) activity showing up southwest of their position. Once the frontal boundary passes over them during the late evening hours, the winds will shift to the northwest.
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THETA VOLANTIS
Colleen and Brian kept Theta Volantis on a 120- to 150-degree heading, relative to the wind (bottom left of image). This allowed them to maintain good control over the boat, and avoid dropping into the troughs at a high rate of speed with the risk of stuffing their bow and/or broaching. Their Sundeer 64 can reach at high speed while maintaining control, so when a wave broke behind them, they still had steering options (middle of image).
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THETA VOLANTIS
Towards the end of the blow they were caught by a gust which registered 79 knots (maximum reading) on their wind instruments. Concurrently they were knocked down to a right angle by the a breaking sea (lower image). The Sundeer 64 is designed to skid sideways on its topsides once it reaches a 45- to 60-degree angle of heel. This allowed them to absorb the wave impact over time, reducing the chances of a complete inversion.
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132
Richard Bennett
STORM CANVAS
STORM CANVAS
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A nicely set storm jib, flying from a temporary cutter stay (photo above). It is blowing a steady 60 to 65 knots, gusting h i g h e r. I f t h i s storm jib were set on the bow, it would be difficult or impossible to feather into the wind as the boat climbs wave crests and/ or is hit by gusts.
133
STORM CANVAS
Conventional storm sails are typically sized for strong gale conditions and are too large for stormforce winds. The photo below shows a typical IMS racing rule storm jib and trysail. In the 50-knot winds here, they are fine. Another 10 knots of breeze and this boat would be down to trysail only. At 75 knots more she would be over-canvassed with a full-sized trysail.
134
Both photos Richard Bennett
Often a trysail set by itself provides the best balance (left photo). The sail area is down low; the sheet can be bridled between windward and leeward side to center the sail if required; and the center of effort is further aft than when just a storm jib is set, allowing the boat to feather into the waves and wind more readily. Extra mast bend helps to stabilize the mast.
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:KHUHVWRUPFDQYDVLVÁRZQKDVD ELJLPSDFWRQKRZZHOOWKHERDWFDQ FRSHZLWKZLQGDQGVHDV7KHFORVHU VWRUPVDLOVDUHWRWKHFHQWHURIOLIWIRU WKHKXOODQGNHHOWKHPRUHÁH[LELOLW\ \RXZLOOKDYHLQFKRRVLQJDFRXUVH 2IIWKHZLQGSODFHPHQWRIVDLODUHD LVQRWDVFULWLFDODVZKHQUHDFKLQJRU EHDWLQJ'RQ·WDVVXPHWKDW\RXZLOO DOZD\VEHUXQQLQJEHIRUHDVWRUP 7KHUHDUHWLPHVZKHQEHDWLQJLVWKH EHVWFRXUVHRIDFWLRQ )RUH[DPSOH ZKHQODFNRIVHDURRPRUEUHDNLQJ VHDVPLJKWPDNHUXQQLQJWRRGDQJHU Here is a moderate gale combination: a full-sized number-4 RXV jib together with trysail. A deeply reefed main could be flown in lieu of the trysail. However, this would subject the main to ,GHDOO\VWRUPMLEVZLOOEHÁRZQRQD FXWWHUVWD\VHWZHOOEDFNIURPWKH extra stress. With the trysail set in moderate conditions you are ready for the weather to get worse. VWHP $VWRUPMLEÁRZQIURPWKHKHDGVWD\FDQEHXVHGIRUEHDWLQJLQPRGHUDWH FRQGLWLRQVEXWLQUHDOO\VWURQJEORZV\RXZLOOQRWEHDEOHWRKROG\RXUERZ XSKLJKHQRXJKZLWKWKHVDLOWKLVIDUIRUZDUG 2QPDQ\YHVVHOVHVSHFLDOO\PRUHPRGHUQOLJKWHUERDWVLI\RXKDYHWR For purposes of this FKRRVHRQHVDLOIRUEHDWLQJWKHWU\VDLOGRHVEHVW VHHWKHGDWDRQ%LQ5RXJH d i s c u s s i o n, c o n LQWKH 6\GQH\+REDUW5DFHVWDUWLQJRQSDJH sider that the terms
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“storm jib” and “storm staysail” are interchangeable. The sails are effectively the same— the difference is where they are flown.
135
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Richard Bennett
STORM CANVAS
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On our Deerfoot 2-62 series (one of which is Bucephalus, mentioned starting on page 38) the cutter rig was designed for three sails on the inner forestay. The largest is a working staysail, flown with reefed main to about 35 or 40 knots of wind. Next came the storm jib, conventionally sized, and then a hurricane jib.
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STORM CANVAS
The drawings above will give you an idea about how to ratio from working canvas to storm canvas in various w i n d s t re n g t h s . Start out by calculating the geometric center of area. Then measure the distance from this point to 0.4 of the draft up from the keel to get the lever arm.
138
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The proportions shown here are for storm-force-and,I\RXDUHVDLOLQJVKRUWKDQGHGLWLVHVVHQWLDO above wind strength. These sails are smaller in scale WKDWWKHWU\VDLOKDYHLWVRZQVDLOWUDFN than the norm based on ORC regulations. 7KLVDOORZV\RXWRVWRZWKHVDLORQGHFN DOUHDG\DWWDFKHGWRWKHPDVWDQGUHDG\WRJR Yachts under 40 feet :LWKRXWDVHSDUDWHWUDFN\RXDUHIRUFHGWRIHHGWKHVOLGHV ÁDWRUVOXJ (12.2m) frequently that the trysail W\SH LQWRRURQWRWKHVDPHWUDFNWKDWWKHPDLQVDLOXVHV7KLVPD\UHTXLUH find begins to make WKHUHPRYDORIWKHPDLQVDLO,IWKHPDLQVDLOLVOHIWDWWDFKHGWKHÀUVWVOLGH sense in the upper JRHVRQTXLWHKLJKDERYHWKHGHFN:LWK\RXUDUPVRYHU\RXUKHDGFRQWURO 20-knot wind range, when a second reef OLQJWKHVDLOFDQEHSUREOHPDWLF would be called for in (YHQZLWKDIXOOUDFLQJFUHZVHWWLQJDWU\VDLORQWKHPDLQVDLOWUDFNLVYHU\ the mainsail. It is GLIÀFXOW$VDUHVXOWLWVKRXOGEHGRQHZHOOEHIRUHVHDDQGZLQGVWDWHJHWVWR often easier to set the trysail than deal WKHSRLQWZKHUHULJJLQJLWEHFRPHVH[FHVVLYHO\GDQJHURXV the second reef, 6KHHWVVKRXOGEHEHQWRQWRWKHVDLOLQDGYDQFH7KHVHVKRXOGEHVSOLFHG with and then you are RQRUWLHGZLWKDERZOLQH7KHERZOLQHQHHGVWREHVHZQVRLWFDQQRWÁRJ re a d y f o r l o t s o f wind. RSHQ 7KHKHDGRIWKHWUDFNZLOOKDYHH[WUHPHO\KLJKORDGVDQGQHHGVWREHZHOO Trysails can also be used in light sloppy UHLQIRUFHG conditions to steady 7KHVDIHVWDSSURDFKLQDWWDFKLQJWKHWDFNRIWKHWU\VDLOLVWRVHFXUHDOLQH the boat when the WKURXJKWKHWDFNULQJDQGDURXQGWKHPDVWWKHQKDYHDSHQQDQWGRZQWRWKH main flogs too much in leftover seas. GHFNRUWRDSDGH\HORZHURQWKHPDVW
139
STORM CANVAS Where the head of the trysail attaches to the mainmast there is a substantial amount of load aft. The aft load is trying to invert the mast: i.e., give it a reverse curve. If the mast inverts, the odds are that it will fail. Opposing this is the stiffness of the spar, which may not be sufficient for the job—especially when you throw in the G loading caused by slamming into big seas. If you have a cutter stay, it will provide support and oppose the loading of the trysail. If you do not have a cutter stay, Phil Garland, who runs Hall Rigging, says to set up your rig with a substantial amount of pre-bend to compensate. He suggests you then use a spinnaker pole topping lift to provide extra support, but be sure it, and all of its bits of hardware, are strong enough. If you have an adjustable backstay, and the spar is stiff enough, increasing backstay tension will also help keep the mast from pumping and/or inverting under trysail load. Boats with aft-swept spreaders are in better shape, because the spreaders help to force the mast forward.
Trysail construction details vary with the vessel. In this case, we have a smaller yacht using a tackle for the sheet. The sail is hoisted on an external track on the mainmast. Note how the tack is tied around the mast as well as down. Lashing it to the mast reduces the aft pull on the hardware at the tack.
140
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STORM CANVAS
Both photos John Neal
It is always a good idea to set the trysail before departing, to check the hardware and sheet leads and to familiarize the crew with the process. This trysail is aboard Mahina T iare lll. John and Amanda Swan get a lot of use out of their storm sails while teaching heavy-weather techniques to their students. There is always a compromise in how high the trysail is hoisted. Low, as shown here and the center of effort and heeling force are low. In extreme sea states it is sometimes better to have the trysail flown higher, where the chance of it getting hit by a wave is reduced.
Mahina Tiare III (lower photo) heading towards a moderate gale. Trysail and storm jib are set and the boat is moving along at a reasonable clip, about 6 knots in 25 to 30 knots of breeze.Off the wind they will be able to carry this rig into the 55-knot range.
141
Port Townsend Sails
STORM CANVAS
This is a higher tech storm trysail built for a 65-foot (20m) sloop in New Zealand by North Sails. There are nine layers in the corners (the clew is shown here). Basic sail cloth is 10.8-ounce Dacron. Dacron webbing is used to attach the cringle to the sail. The upper wind range for this 327-square-foot (31square-meter) sail is 60 to 65 knots.
142
North Sails
Trysail head and tack details for a 35-foot (10.7m) yacht. This is a traditionally constructed sail with hand-roped edges, an approach still in favor with Carol Hasse and her crew at Port Townsend Sails. Note the double slides at each end and the extra Dacron webbing through the corner rings.
STORM CANVAS
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143
STORM CANVAS
The storm jib on these pages is from Beowulf, an extremely powerful 78foot (24m) design. The sail inventory on Beowulf was designed and engineered by Dan Neri now production manager for North Sails in the US. These are not the details you would get with a “conventional” storm sail. Yet the difference in cost is small—Dan estimates less than 10 percent more of the total sail price. If you are caught out in storm-force winds, and your safety depends on your storm canvas, this extra investment is an inexpensive insurance policy. The top (left) photo shows the head of the storm jib, including double hanks, and a pressed head-ring, which is webbed to the sail for reinforcement and in case of ring failure. The bottom (left) photo shows a detail of how the hanks are connected to pressed rings (not grommets) with leather chafe patches and Dacron webbing to distribute ring loading back into the sail cloth (and again act as a backup). On the opposite page, the top photo is of the clew, in this case a pressed ring, along with its Dacron strapping. The sewn covers (arrows) provide extra chafe resistance on the edges and conceal the end points of the leech and foot lines. Both leech and foot lines terminate near the tack (bottom photo). There is a sewn loop of Dacron webbing to which one end of the adjustment tackle is attached. The metal jam cleat is riveted to the sail. The end of the adjustment tackle is coiled back into a Velcro pocket. The leech line runs over a block at the head (top left photo) and then down a pocket along the luff.
144
STORM CANVAS
145
STORM CANVAS
STORM CANVAS
6DLOFORWK
Roller-furling storm sails: An alternative approach, if you do not have a cutter stay and have a rollerfurled primary headsail is to use a furling storm jib with the luff set on a Vectran halyard. If this approach is taken, you will want to set the rollerfurled storm jib well before it is required, preferably before you leave port. This way it is in place, ready to go when needed. Obviously the freefl y i n g ro l l e r g e a r must be strong, as should be the halyard, any stoppers, and winches. On Kondor, the sistership to Beowulf , we took this approach with both storm jib and heavy staysail. However, it should be noted that the potential use of these sails is much reduced because this design is so powerful.
146
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Halsey Lidgard Sails
STORM CANVAS UDLO,I\RXKDYHORWVRI RSWLRQVWKLVLVQRWD SUREOHP+RZHYHULI \RXÀQGWKDW\RXGR QRWKDYHWKHULJKWVSRW IRUDZHOOGHVLJQHG FOHZÁRZQIURPD KLJKDQGORZSRVLWLRQ LWLVZRUWKWKLQNLQJ DERXWDGGLQJVRPH H[WUD DWWDFKPHQW SRLQWV .HHSLQPLQG WKDWWKHVKHHWSRVLWLRQ ZLOOEHDIWZKHQEHDW LQJDQGIRUZDUGZKHQ EURDGUHDFKLQJ
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7KHÀUVWGHFLVLRQWR EHPDGHLVZKHUHWKH WU\VDLOLVVKHHWHG$OO RIWKHVDLOPDNHUVZLWK ZKRPZH·YHWDONHG IDYRUVKHHWLQJWKHUDLO RU WKH VSLQQDNHU EORFNVLIWKHUDLOGRHV QRWH[WHQGIDUHQRXJK DIW A high-clewed storm jib in the furious fifties aboard Ceramco New Zealand in +RZHYHU6WHSKHQ the Whitbread Race. The clew is cut high so the sail will trim well off the wind as well as to windward. A high clew also keeps water out of the foot of the sail. %R\GIURP+RRG8. VD\VWKDWZKHQWKH\ PDGHWKHWU\VDLOVIRUWKHODVW%7*OREDO&KDOOHQJH&KD\%O\WKHVSHFLÀHG WKDWWKHVDLOVVKHHWWRWKHHQGRIWKHPDLQERRP 2XURZQSUHIHUHQFHLVWRJHWWKHERRPRXWRIWKHZD\ Stitching: :KDWHYHU\RXUDSSURDFK\RXZLOOZDQWWKHRSWLRQRIEULQJLQJWKHFOHZRI ❏ Although all modWKHVDLOWRWKHFHQWHURIWKHERDW
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the sailmakers we spoke with agreed that it should be a triple zig-zag stitching with heavy UVstabilized thread.
147
STORM CANVAS
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Both photos Port Townsend Sails
Corner, hardware, and edge details are far more critical on storm sails than working canvas. These two photos show the work of Port Townsend Sails. Note, in particular, the extra reinforcement patch, triangular in shape, under the luff hank. This helps to spread the load from the hank and sail tape into the basic sail cloth. These hanks are attached to sewn grommets, something you rarely see anymore because of the amount of labor involved. The detail below shows an extra piece of leather (arrow) between hank and luff rope to provide extra chafe protection.
STORM CANVAS FDOO\EXLOWXSZLWKDÁDW WDSHDQGWKHQFDSSHG ZLWKDIROGHGWDSH7KH ÁDWWDSHLVLQVXUDQFH DJDLQVWWKHVHDPVRSHQ LQJ LIHLWKHUWKHÁDWWDSH RUIROGHGWDSHLVWRRZLGH LWZLOODFWXDOO\FDXVHWKH HGJHRIWKHVDLOWRUDWWOH EHFDXVHWKHHGJHVDUH KROORZ ,IWKHWDSHVDUH LQVWDOOHGFRUUHFWO\WKH HGJHRIWKHVDLOVKRXOGEH WLJKWVLPSO\EHFDXVHWKH WDEOLQJLVQRWJRLQJWR DOORZ WKH IDEULF WR VWUHWFKEXWWKHVDLOFORWK ZLOOVWUHWFKMXVWLQVLGH WKHWDEOLQJµ
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$WWDFKPHQWRIWKHVWRUP MLESUHVHQWVXVZLWKD FRQXQGUXP'RZHZDQW WKHKDQNVVWURQJHUWKDQ WKHVDLOFORWKLQZKLFK FDVHWKHVDLOFORWKJRHV ÀUVWDQGWKHVDLOLVUXLQHG" A North Sails New Zealand storm jib for the same 65-foot (20m) design as the trysail previously shown. This sail is set up to be used with a remov2ULVLWEHWWHUWRKDYHWKH able Aramid (Kevlar) inner forestay. There are nine layers of reinforceDWWDFKPHQWKDUGZDUHEHD ment in the corners. The basic sail cloth is 10.8-ounce Dacron and the sail OLWWOHOHVVUREXVWWKDQWKH is 243 square feet (23 square meters). Hanks will be added for attaching VDLOFORWKVRLIWKHVDLOLV it to the removable stay. RYHUVWUHVVHG E\ZDWHU WKHKDUGZDUHZLOOJLYHDQG\RXKDYHDFKDQFHWR VDYHWKHVDLO" 2XURZQIHHOLQJLVWKDWLIWKHKDUGZDUHJRHVLQVWRUPFRQGLWLRQVWKHVDLO ZLOOEHUXLQHGEHIRUHDQ\RQHFDQZUHVWOHLWWRWKHGHFN7KHUHIRUHLWLVEHWWHU WRPDNHVXUHWKHKDUGZDUHLVEXOOHWSURRI ,QWKLVFRQWH[WWKHUHDUHWZRFRQVLGHUDWLRQV WKHÀUVWDUHWKHKHDGDQGWDFN RIWKHVDLOZKHUHORDGVDUHKLJKHVW7KHVHFRQGLVWKHOXIIDUHDLQEHWZHHQ ZKHUHORDGVDUHPXFKOHVV 0RVWVDLOPDNHUVGRXEOHRUWULSOHXSWKHKDQNVDWWKHHQGVRIWKHVDLO,Q EHWZHHQWKH\ZLOOW\SLFDOO\EHVSDFHGDWDERXWWZRWKLUGVWKHQRUPDOGLV WDQFH
Stock Newport
STORM CANVAS
Fasizi deep in the Southern Ocean, broad reaching in 50 knots down a nice sea. The tack pennant (arrow and inset) keeps the sail well clear of the deck and any waves which wash aboard periodically. Triple stitched seams (photo below) are the norm with storm canvas. This seam has just enough space for these stitches. If it were an inch (25mm) wider, it would allow for future re-stitching.
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STORM CANVAS
Both photos Stock Newport
Deeply reefed mainsails typically require that cringles be tied up along the foot between the tack and the clew. These reef lines should be of the lightest line possible, commensurate with handling ease. The cringles themselves need to be reinforced so that they are stronger than the line. This way, if the reef pennant at the clew slips or breaks, the cringle lines will also break, rather than tear the sail.
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If you are running in heavy going the main boom may end up being rolled into the waves. This puts huge loads on the gooseneck fittings and the boom. Ideally, reef clews will be raised so the boom end rides above the waves when heeled. Any preventers which are rigged should have a breakaway function so they relieve the pressure if the boom does get dragged.
151
STORM CANVAS +HUH·VZKDW(WLHQQHKDVWRVD\DERXWKLV*DOH 6DLO
The Gale Sail attaches around the roller-furled headsail. The ideal time to set this sail is well before it is needed, by running off dead downwind and keeping the sail in the lee of the mainsail.
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The Gale Sail (opposite photo) is an interesting compromise for occasional use in moderate gales. However, for serious heavy-weather work, it would be better to have a hanked-on storm jib or staysail on an inner forestay.
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STORM CANVAS
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Roller-furling headsails can be used in storm conditions off the wind, if there’s no other choice. But their baggy shape makes them far less effective when reaching or beating (left photo). It is also hard on the sailcloth and hardware.
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Rick Tomlinson
STORM CANVAS
Port Townsend Sails
Double-headsail rigs often make a lot of sense with storm canvas. A storm jib or storm staysail is flown on the inner stay and the hurricane jib is flown on the outer stay. This creates substantial flexibility in changing sail area as wind conditions vary. Double-head rigs can be used to windward, but interference between the sails makes them less efficient than a single, larger sail. Reaching, however, they can be quite effective, especially if there is minimal overlap between the sails. Reefing headsails make sense in moderate winds, up to a maximum of gale strength. Beyond this wind strength the extra weight on the foot, as well as its tendency to catch water, make, a properly sized storm sail a better bet. We’ve carried reefing headsails on two of our yachts and have found them more difficult to reef than just changing to sail.
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The reaching strut can be used to pole out a storm jib flown on the cutter stay. This allows you to run at deep angles without having the storm jib crashing back and forth across the foredeck. You will want to be sure that a foreguy and afterguy are used to hold the strut in place, and that there is chafe protection between the shrouds and reaching strut extrusion. Most reaching struts have open outboard ends to make handling the spinnaker guy easier when transitioning from a run to reach and visa versa. This is not a good idea when the strut is used as a whisker pole. However, it is usually possible to drill a couple of holes at the end of the fitting which allow for a bolt, or loop of line. Either of these will keep the storm jib sheet from jumping free of the strut.
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Single-stickers can also benefit from what is called a back staysail (drawing on opposite page). This is a sail hoisted on the permanent backstay which acts almost like a mizzen.
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On multihulls and single-stickers with split backstays double “toed-in” riding sails can be set. These are actually more effective as they always operate with an angle of attack. If there is no backstay (as with a multihull with swept spreaders rather than permanent backstays) the stern sails can be hoisted on low-stretch (Vectran or Spectra) pennants using the main halyard.
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In order for the rudder to give good control it needs a flow of water over it. Unless you have a prop turning in close proximity to the rudder, as in the case of a powerboat, the speed of the vessel traveling through the water becomes the source of steering power. The work the rudder is able to do (its lift) is a function of boatspeed squared. A small i n c re a s e i n s p e e d means a huge increase in steering ability. A small reduction in speed means a large drop in steering ability and rudder responsiveness. A vessel traveling at 8 knots will develop 1.77 times the steering force on the rudder as one traveling at 6 knots. ❏ When going downwind, the basic rule is to travel only as fast as you need to maintain good steering control. ❏ In some designs, there is no top speed, you just keep pushing the boat. The faster you go, the easier it is on boat and gear, and the better the selfsteering system will work. ❏ Other designs are not controllable after a certain speed and must be slowed before they lose control of rudder.
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The right speed upwind: ❏ The steering loads are less as the boat is more evenly balanced and most boats will selfsteer or require very little steering input to keep them on a desired track. ❏ A yacht, which might require seven knots of speed to stay in good control downwind, will be fine at 3 knots pinching to windward.
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Avoiding a broach at deep sailing angles is a function of boatspeed, steering control, and how the waves catch you. In the scenario above the boat is sailing at a speed somewhat slower than the waves, but surfing in control down the faces. A cross chop in the trough (arrow) catches the stern and and the boat begins to pivot. By the last (left) position, the boat is beam-on to the overtaking crest. If the crest begins to break heavily, the boat is in a vulnerable position for a knockdown.
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SELF-STEERING
The WH autopilot control head on Beowulf is typical of what we’ve used on our clients’ boats for over 15 years. Note the three manual controls for gain, counter rudder, and yaw (also known as dead band or sea state).
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The “gain boost” button in the upper right corner is a key feature in the WH Storm Pilot operation. When you hit this button with your thumb it doubles rudder gain, cranking in twice as much course correction as normally used. This helps to pull the bow down quickly when you are slapped by a wave on the stern and start to round up. Once the rudder has a good grip, lift your thumb and gain returns to the normal setting, avoiding the problem of overshooting the course and sailing by the lee (or accidentally jibing).
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Picking the right course when you are reaching is difficult. You experience the maximum turning force from heel and the waves that can set you off course by hitting your bow or the stern. In heavy going, it is often simply not possible to make safe progress on a reach, especially where you are depending on a self-steering system to handle the helm. Instead, you need to pick a course which allows the boat and self-steering system to respond to the seas before the boat gets so far out of balance that it rounds up or broaches. In the image above, the first boat (closest) is broad reaching through a trough. In the next position, it is just riding over a wave crest, and has headed off the wind a bit more to allow for a wave slap on the stern quarter from the crest close to port. This is where you would want to crank up the rudder gain control to make sure the rudder had lots of power. As soon as you feel the rudder bite, reduce the gain to normal. In the third and fourth position the boat has headed up taking advantage of a smooth spot—gain is still set to normal. The last (furthest away) image shows the boat has headed down again on a crest, with rudder gain once again cranked up for a few seconds while the boat accelerates.
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SELF-STEERING
A broad reach is much easier to maintain while self-steering. When the seas are not breaking, or breaking occasionally, a course is normally maintained without a great deal of effort. In this series we start off with the nearest boat in a trough between seas. The next boat has crossed a crest in a smooth spot and is continuing on course. The third boat has started to head up. This could be from a wave slap, or perhaps a puff of wind. This is the point at which you will want to apply maximum rudder gain. Or, in the case of a WH Storm Pilot, hit the rudder gain button for a few seconds. Once the bow begins to respond, and head back down wind, reduce the gain to normal setting (or release the gain boost button on the WH Pilot).
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SELF-STEERING
Running off becomes progressively more difficult as waves increase and come at you from different directions. No matter how large or stable your vessel, even a small wave slap on the bow or stern is going to create a large turning moment that the self-steering gear will have to overcome. The biggest risk is of an accidental jibe, putting you in an unwanted hove to position with headsail backed, while the boat sits beam-on to the breaking seas. To avoid accidental jibes, it is typically best to sail 15 to 20 degrees above a dead run. Watch the seas and wind so if there’s a shift, you are ready to adjust the pilot or vane gear. Major wind shifts are typically accompanied by changes in barometric pressure—sometimes that change (usually a climb) precedes the shift by a few minutes to an hour or more. So keeping a close eye on the barometer will give you an early warning that you should pay attention to the helm.
165
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166
SELF-STEERING
Using a vane or pilot to steer downwind in breaking seas means you have to supply the brains while the selfsteering gear supplies the muscle. In this image, we are running at a speed somewhat slower than the waves. The boat in the foreground (bottom) is heading up in the trough to build speed, so that the rudder will respond better to steering commands. The crew will want to have boatspeed at maximum before they turn downwind as the crest (middle boat) passes them by. With either pilot or vane this means aggressively changing course to windward 10 to 20 degrees, to accelerate in the wave trough. Then, with the boat lined up perpendicular to the waves the crest passes. You reassess the situation in the next trough. If the wind is blowing hard and boatspeed is adequate, the self-steering gear can be left alone, But if the boat begins to slow, or you sense or feel a wave about to slap the quarter as it overtakes you, then extra rudder gain is cranked on the pilot.
167
Richard Bennett
HEAVY WEATHER LIFE RAFT ISSUES
HEAVY WEATHER LIFE RAFT ISSUES
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Life raft lessons from Winston Churchill: ❏ Capsize resistance is a major factor in h e a v y w e a t h e r. These were extreme conditions, but capsizing has been reported as a problem even in moderate gales. ❏ Staying with the raft in a capsize is difficult; some form of harness, connected to hard points in the raft should be utilized. ❏ Lacing on entry doors should be usable in a variety of situations—when it is wet and when the raft is inverted—so it’s not necessary to cut the lacing in a capsize. ❏ External grab lines on the raft are important for use when righting the raft and staying with it, should the crew be tossed out. ❏ Assume the raft will be capsized and precious equipment lost unless it is well secured. Grab bags, emergency supplies, and bailer must all be tied with a lanyard to some point inside the raft. ❏ If there is an EPIRB with an extendable antenna, care must be taken so that it cannot damage flotation chambers.
170
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CAPSIZE RESISTANCE
CAPSIZE RESISTANCE
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Yo u m a y b e s u rprised to learn that, overall, more people have probably died in life rafts while their boats are later found afloat, than have died on a boat. The old adage “always step up to the life raft” is very true, especially in heavy weather. If your interior is secure, and you are relatively safe from flying debris, most experienced sailors will tell you that you are better off on the boat than on a raft.
The Switlik searchand-rescue life raft. This design includes a toroidal ballast chamber below the raft which fills with water for stability in breaking waves. The canopy is removable for ventilation and easier boarding. It ties in place with two-inch (50mm) Velcro straps. These might prove to be a problem in breaking seas. Note the handholds both inside and outside of the raft.
171
CAPSIZE RESISTANCE
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Thierry Dubois awaiting rescue in the Southern Ocean after his Vendee Globe racer remained capsized after a knockdown.
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The Switlik raft on Beowulf is stored in one of the cockpit lockers, where it is safe from direct wave impact. When we are at sea the abandon-ship bags are stored alongside. The cover provides an extra layer of protection for the gasket and painter grommet.
172
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CAPSIZE RESISTANCE
Both photos Kim Taylor
One of the more difficult things to do is to create a storage system secure enough for the life raft so that it stays with you in the event of a rollover. Most of the time, rafts are swept clear of the deck. The raft above survived a rollover on the yacht Sophia during the 1994 Queen’s Birthday storm. Note the heavily scalloped teak chocks which keep the raft from sliding. The wide webbing distributes load better than line or thin bands, and has considerable friction as well. A series of light lashings are used to connect the straps to U-bolts which are through-bolted (with backing plates). Multiple light lashings are easier to cut than fewer strands of heavier line. The raft below is nicely installed as well, although the chocks are not as deep. There would be more danger with this installation that the raft would slide out from under its lashings.
173
HUMAN FACTORS
HUMAN FACTORS
Confidence in the inherent soundness of your vessel, proper preparation for offshore sailing, and carrying the gear necessary to handle storm-force conditions lay the foundations for the right offshore attitude. The psychology of sailing in heavy going has a major impact on how you deal with the elements. If you or your crew are frightened by the wind and sea, you will have a greater tendency to put off actions that may be necessary to reduce risk. The constant evaluation of conditions and tactics and the moves you should make during a blow can easily lapse while tumult is at its worst. When crew and skipper may be psychologically impaired is precisely when action is most required. More experienced crewmembers can reduce the anxieties of novices aboard. Levity is always a good way to ease tension. There are positive aspects to a real blow. Consider the stories that can be told afterwards! It takes only one storm every ten years to keep you going at the club bar.
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Staying warm and dry: ❏ It is critical to maintain a comfortable body temperature. Discomfort leads to inaction; morale drops and fear grows. Staying warm in temperate latitudes is easier to accomplish than staying cool in a tropical blow. ❏ The right clothing for hot or cold climates is essential. ❏ Efficient air circulation systems (dorades, fans) are a necessity when in the tropics. ❏ A source of heat in the high latitudes is essential in heavy weather. In more temperate regions, you can get by with adjusting your clothing layers. ❏ For colder climates, there are wonderful layering systems. Most of the new fabrics wick moisture away from the skin. If you are perspiring from activity, you don’t start to get cold as soon as you sit down. ❏ Many of the new fabrics also dry quickly; an essential quality on a long passage.
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HUMAN FACTORS
The distance which your body resides from the pitch center has a huge impact on the motion you sense (motion is sensed with the inner ear). In the two drawings above, compare the arc which the head travels through in the three positions shown as the boat rolls. On deck, it will be almost the full beam of the boat. On the main saloon settee it is about 70 percent less than on deck, and on the cabin sole there is almost no relative motion. The same holds true with your longitudinal position. The further you are away from the pitch center—typically a little more than 50 percent of the waterline aft from the cutwater—the more pitching acceleration is felt. These same factors are at work with weight spread around the boat. The further the weight is from the center of gravity and/or the pitch center, the more negative effect it has on motion, heel angle, and range of positive stability.
176
Kim Taylor
HUMAN FACTORS
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Sometimes the crew needs a little incentive to keep the current unpleasant conditions in perspective. A photo of what awaits at the end of your passage—a lovely deserted beach perhaps—does wonders for morale.
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EFFICIENT PASSAGEMAKING
EFFICIENT PASSAGEMAKING
Sustaining fast averages: ❏ Maintaining boatspeed often takes more work on the part of the crew. ❏ All members need to be alert to the vessel’s needs, sail trim, and sail selection. ❏ If you practice this all the time, not just when it is critical to safety, when the time comes where it does matter that everyone aboard will be prepared. ❏ This leaves more time to think about passage tactics and the weather. Practice sailing fast. After a while you will find that fast is fun. Making a quick, efficient passage is something to savor long after the trip is over. Once you get into the habit of staying on top of sail trim and changing sail inventory as required, it will begin to take less mental and physical effort. Your pleasure will increase and your anxiety levels will drop.
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Learning to sail fast: ❏ For most cruisers, the concept of pushing their boat to extract maximum daily runs is foreign. “We’re not racing anyone” is an often-heard refrain. ❏ But learning to sail fast takes time, experimentation, and experience. The time to gain that experience is now, before boatspeed becomes a safety issue. ❏ The very best system for learning to sail efficiently and fast is to do some racing, if not in your own boat, then with someone else. Even better is to find yourself a sailing dink and join the “beer can” and weekend races for the summer. ❏ A summer’s racing will teach you more about boatspeed than a circumnavigation.
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DOWN THE SOUTH AFRICAN COAST
DOWN THE SOUTH AFRICAN COAST
The raft-up on the international pier by the yacht club in Durban, South Africa (above) holds an eclectic mix of boats from all over the world. Among the yachts there are new friends to be made, and old acquaintances to catch up with. Between the social scene, and the weather on the South African coast, it’s hard to pull away.
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DOWN THE SOUTH AFRICAN COAST Durban
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On a passage that runs the same direction as the weather, you may get two or three days’ grace, enough time to complete many voyages without undue hardship. But if you are heading towards the systems as we are here, a day may be all the time you have before a major shift in conditions.
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DOWN THE SOUTH AFRICAN COAST
Intermezzo was a very tender vessel by today’s standards. She carried a large rig, had a narrow beam, and an even smaller waterplane. She would go like a bat in light airs, but we really had to work to keep her on her feet when the wind blew.
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We carried a powerful Aries servo-pendulum windvane (shown here without the air rudder as we are using the autopilot to steer). This fast-acting device, coupled with a balanced spade rudder and a fin keel, did a marvelous job of keeping us on course in adverse conditions.
182
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We can never be 100 percent certain of the weather to be encountered. We can reduce risks but never totally eliminate them. Passage plans must take into account the characteristics of the vessel and the area through which it will be travelling. ❏ Are there intermediate ports to use in the event that weather threatens? ❏ How difficult are the entrances? ❏ Can they be negotiated in foul weather, with a sea running, or at night? ❏ Will you be on a lee shore? ❏ How seaworthy is the boat? ❏ How fast can she travel under power (including range) and under sail? The wind often dies in the approach path of a major storm system, and with good powering speed/range, you can scoot out of harm’s way. ❏ How prepared for heavy weather are the boat and crew?
Heavy weather is very much a matter of perception and understanding what it is all about. Where a lot of folks would really worry about working their way south in Aghulas current, they wouldn’t think twice about visiting a South African game park. But from our perspective, we’d much rather deal with the Aghulas than an unhappy hippo, like the one we photographed above in Schsloi game reserve. If you make a mistake with the weather you have a chance to recover. Make a mistake with a hippo and you’re finished with this terrestrial journey!
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HEAVY-WEATHER AVOIDANCE
The key to knowing the best weather tactic is being able to analyze where you are relative to the storm center. You should not rely on external forecasts to accurately give you this data. If you understand the basics of analysis and forecasting, you can easily confirm the external forecast or make your own. The time element involved between raw data being received by the forecaster, the forecast being made, and the dissemination of that forecast varies throughout the world. In the US, the Marine Prediction Center will broadcast a first cut at the surface analysis within 3 1/2 hours of starting a computer run. More detailed data is broadcast at later intervals. However, in some parts of the world it is not unusual for a forecast to already be 12 hours old by the time you receive it. If you happen to be in some of the better cruising grounds, the forecasts may be totally based on satellite i m a g e r y, w i t h o u t benefit of sea-level data.
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work through a good weather text several times before you are comfortable with the concepts. ❏ As you get into the subject matter, even if you’re ashore, practice making predictions. Match your growing ability against the local weather gurus. You will be pleasantly surprised how quickly you become relatively skilled.
Any time you see a wiggle like this in a tropical isobar, with or without the dashed trough line, it is cause for concern. Pay attention to these—they are the best leading indicator for an increasing risk potential.
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When a tropical storm transitions to an extratropical structure, the area of ocean covered by storm-force winds is much greater than with the tropical storm phase. Additionally, in the higher latitudes these weather systems can move at speeds as high as 50 knots (more than 1000 miles per day) with dramatic pressure drops and extreme wind and seas.
With compression zones, the barometer typically stays steady as does the wind direction, while windspeed increases. It is our feeling that this phenomenon accounts for most of the heavy weather problems encountered by yachts. The western end of the South Pacific, in the area of New Zealand and Australia seems to have more than their share of these systems.
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Warm ocean currents typically cause the biggest risk factors in heavy weather. Not only do they stack up the seas when they oppose the wind, but the change in temperature also provides fuel for the storm system.
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Understanding the 500mb charts is a key ingredient to avoiding bad weather.
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Seasonal weather patterns: ❏ Longer-range weather patterns are of greater concern to cruising sailors than locally generated weather patterns, and on a macro scale are to some degree predictable. ❏ Weather patterns vary tremendously over the course of a year; both in the potential damage they may cause and in their predictability. ❏ As a general rule, summer months— whether north or south of the equator—offer the mildest weather, except where tropical storm development can occur. ❏ Equinoctial weather (spring/fall) can be the worst in terms of speed, movement, and development, making equinoctial gales among the hardest to predict. ❏ Winter storms are generally easier to predict, if a bit colder.
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Pattern recognition: ❏ The majority of weather analysis and forecasting is based on pattern recognition. Over time you begin to recognize relationships between the highs and lows at the 500mb level and the surface, and how these interact with each other. ❏ In some locations and seasons three or four days of watching is sufficient. In other areas you will want to start watching two or three weeks before your projected departure date. ❏ Once underway you will want to continue to study the weather data—both the external forecasts and fax charts and what you find around you—always looking to identify any changes in the pattern. ❏ To become good at pattern recognition there is no substitute for taking time to study the weather before you leave.
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RISK ANALYSIS
Picking your window: ❏ There are two approaches to picking a final departure time. One is to wait until a clear period appears to be developing. It may result from a lull between weather systems, in which case powering may be the best way to move. Or a slowmoving high pressure system or even a double high may bring temporary stability to an area (a high tends to block any deep lows before passing on). ❏ A second approach is to wait until a favorable, somewhat stable weather system exists and then ride it as long as possible. This is the “better the devil you know than the one you don’t” theory. ❏ In all cases it’s important to look for unforecast risk factors which could cause a problem during your passage period. Remember that most bad weather announces itself at the 500mb level, well before it shows up on the surface.
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We like to check with a meteorologist before a risky passage. This may be a marine forecaster or someone associated with the local airport. While this can be done on the phone, our preference is to visit the met office in person so we can look at the surface and upper level charts and the satellite images (visible, infrared, and water vapor), along with the long-term computer model outputs. Questions we typically ask: ❏ Are we in a shortterm weather cycle, and if so, what is the impact over the timeframe of our proposed passage? ❏ What are the potential alternate weather scenarios which could develop contrary to the official forecast, and what are the leading indicators that we should watch for at sea? ❏ What is the risk factor, however small, of a severe weather event occurring, and what are its leading indicators? In the end, it may make sense to wait until the long-range weather situation is more stable, or perhaps, an alternate destination will reduce exposure time.
193
WEATHER TACTICS
WEATHER TACTICS
What follows is a very basic approach to weather tactics. It is not intended to supplement a proper course in the subject. Keep in mind that in many weather scenarios, as little as 50 miles can be the diff e re n c e b e t w e e n survival conditions and a strong gale.
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Southern Hemisphere
Finding the depression center is typically quite simple. In the Northern Hemisphere, where winds rotate counterclockwise around a depression center, face the wind and point with your right arm extending at right angles to your body (left drawing). This will indicate the center of the low pressure system within 10 to 20 degrees. In the Southern Hemisphere with winds rotating clockwise around the center, face the wind and point with your left arm.
194
WEATHER TACTICS
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When you add the speed of the wind which is circulating around the weather-system center, to its speed of movement, the windspeed and force escalates rapidly. In many extratropical situations it is the winds on the equator side of the depression that are subject to this phenomenon. When you are on the pole side of most extratropical weather systems, their circulation is typically opposite the direction of travel, in which case the speed of movement is subtracted from the rotating wind speeds. As with anything to do with weather, you need to take these comments about pole and equator side with a grain of salt. The generalizations above are only true when the storms are tracking in an easterly direction, which is the norm much of the time for extratropical systems. On the other hand, tropical systems often move in a westerly direction, and extratropicals, under the influence of upper level weather, can move in any direction.
Keep an accurate weather log: ❏ In any given weather situation, there are basic assumptions being made about barometric pressure, wind strength and wind direction. Other assumptions involve cloud type, coverage, and direction of movement. ❏ We like to make notes in our log about what we expect to happen with these factors and the weather in general, and what signs to look for to confirm the forecast, on which we are basing our strategy. ❏ By keeping a written record of this data, we can watch the trends as they unfold. This is far more valuable than just eyeballing the weather when on deck and guessing at the trends. ❏ We go so far as to write target barometric pressures on Post-It notes and stick them near the barometer.
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WEATHER TACTICS
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If you plot the barometer on a half-hour or hourly basis, in many cases it will start to rise just before the wind shifts. This gives you fair warning of the coming change and time to adopt a new approach to the storm. This pro-active approach to the weather and to seamanship will get you through the experience with far better results.
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Rick Tomlinson
SEA STATE
Not all large waves are dangerous. Danger is a function of wave shape, boatspeed, and boat direction. Even breaking waves in the Southern Ocean can be ridden with the correct technique and vessel design. In fact, surfing big waves at speed is one of the greatest thrills in sailing.
SEA STATE
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7KH6PHHWRQV WRJHWKHUZLWKWKHLU G D X J K W H U K D G VDLOHG7]X+DQJ IURP (XURSH WR 0HOERXUQH$XV WUDOLDYLDWKHXVXDO WUDGHZLQGURXWH 7KH 6PHHWRQV ZHUH QHRSK\WHV Z K H Q W K H\ O H I W (XURSHEXWE\WKH WLPH WKH\ KDG UHDFKHG$XVWUDOLD ERWKWKH\DQG7]X +DQJ KDG EHHQ WKRURXJKO\VKDNHQ GRZQ 2QWKHZD\GRZQ WKH3DFLÀF&RDVW DQGDFURVVWKH 3DFLÀFWKH6PHH WRQVKDGVKDUHG PDQ\DQFKRUDJHV DQG PHDOV ZLWK Tzu Hang was a heavy displacement, 46-foot (14m) long VLQJOHKDQGHU ketch, 36 feet (11m) on the waterline, with an 11.5-foot (3.57m) beam, and 7-foot (2.1m) draft. The hull was well -RKQ *X]]ZHOO balanced between the modest beam and double-ender ZKRZDVFLUFXP configuration. She had a tiny cockpit aft, a bridge deck, QDYLJDWLQJDERDUG and then a very small doghouse. KLVRZQERDW We met up with Tzu Hang in the Society Islands of French Polynesia in the late 1970s (she was by then :KHQ-RKQKHDUG owned by Bob Nance), and was still an impressive-lookWKDWWKH6PHHWRQ·V ing vessel. GDXJKWHU&OLRZDV KHDGHGEDFNWRVFKRRODQGWKDWWKH\ZRXOGOLNHWRWDNHDFUDFNDWURXQGLQJ &DSH+RUQLIVXLWDEOHFUHZFRXOGEHIRXQGKHVLJQHGRQ 7KHLUSDVVDJHWRRNWKHPWKURXJKWKH%DVV6WUDLWVEHWZHHQ$XVWUDOLD·V VRXWKHDVWFRUQHUDQG7DVPDQLDDQGWKHQZHOOVRXWKRIWKH6RXWK,VODQGRI 1HZ=HDODQG&URVVLQJWKH6RXWK3DFLÀFWKH\VSHQWPXFKWLPHLQLFHEHUJ FRXQWU\EHORZGHJUHHV6RXWKODWLWXGH7KH\H[SHULHQFHGWKHXVXDOSUR JUHVVLRQRIPRGHUDWHZLQGVJDOHVVWRUPVDQGGULIWLQJFRQGLWLRQV 199
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John Guzzwell
John Guzzwell: “I’d been asleep, nicely snugged down in my bunk when Miles called me. I had been wanting to get some film of heavy weather and Miles said this was it. I wasn’t too happy about getting out of my bunk, until I saw what Miles was talking about.”
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All of the photos which follow are lifted from movie film shot by John Guzzwell in the early morning when this narrative takes place. The film is 40 years old, and we are working from 16mm, so the images are not perfect. But they will give you an excellent feel for what things look like in the Southern Ocean after a bit of a blow. This first series of images are of Miles Smeeton. Check out the crest in the background (arrow). It’s probably 30 feet (9m) or higher.
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John Guzzwell: “We’d been in the roaring 40s for 30 days and nothing we’d experienced previously was like the day of the breaking wave. In fact, we were at sea another 37 days after the wave and did not see anything like those conditions again, so they are pretty rare, even down there. “We were trailing warps, running under bare poles. The boat was handling things well, and was under good control. We were running at about 4 knots. “Every once in a while a really big wave would come along and carry the whole mess of line right up to the boat, and then the boat would take off on the wave until the line became tight again. We probably were not using a long enough warp.”
John Guzzwell
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With a heavy-displacement full-keeled vessel you need to be carefully lined up with the seas when they break. What Miles Smeeton is trying to avoid is allowing any crests to slap the aft quarter and begin to rotate the boat into a broach. The crest to the left in the photo (left arrow) is starting to break and will not be a problem as it is still far away. The crest under the right arrow is at the same location but earlier in its cycle—this one could overtake Tzu Hang while breaking. This is the one Miles Smeeton will have his eye on.
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Both photos John Guzzwell
TZU HANG
This next series of four images take place over a period of five seconds. The upper photo starts with John Guzzwell pointing the camera downwind. This perspective always makes the waves look a lot smaller. Two and half seconds later he pans the camera to weather as a breaking crest makes its presence known. This sea is traveling at about a 30-degree angle to the rest of the waves. It is not a huge crest in this image, probably just 6 to 8 feet (1.8 to 2.4m).
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Both photos John Guzzwell
TZU HANG
The top wave is another second into the sequence. From the image, you would expect some water on deck and a good knock from the wave impact. However, as you can see in the bottom photo, the wave crest has actually broken just off the bow. It was moving at three or four times the speed of Tzu Hang and so bypassed the boat while breaking, which is quite common. The problem comes when a crest like this breaks against the bow or stern., in which case the boat will be jibed around or swung around beam-on in a broach to windward. It’s in these conditions that you need to be alert to “sneaker” waves coming from different directions.
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John Guzzwell
John Guzzwell: “On this particular day the seas were the biggest I have ever seen. They were fairly steep, and once in a while a big one with the top 15 feet (4.5m) rolling down the crest would come along. And I was thinking, ‘By golly, if one like that catches us we’ll have a lot of water on deck.’ “On a couple of occasions we’d had a part of a crest catch us, filling the cockpit. One of these times it almost washed Miles out of the cockpit and overboard. But in general the boat was handling it pretty well. “We were frequently seeing the waves break around us, but never right on top of us. “The sea had a mean look to it—not like in the previous gales. It had been this way since 0500, and continued for another five hours. “The barometer had started to rise and the wind had shifted to the northwest, so we knew the front had passed.”
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Beryl Smeeton at the helm of Tzu Hang.
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TZU HANG
John Guzzwell
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Thirty-seven days in the Southern Ocean doesn’t look like such a hardship!
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All photos John Guzzwell
TZU HANG
This series of images were taken at 1-second intervals. Watch how the wave crest in the background (solid arrows) works its way towards Tzu Hang. There is a second crest, much closer (dashed arrows), which Tzu Hang is riding over with ease. These types of waves, although quite large, are not a problem as the breaking portions of the wave are moderate in size and not particularly steep. The problem comes when a really steep face has to be dealt with.
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TZU HANG
John Guzzwell: “I’ve always had the opinion that in ultimate conditions I’d just run before it with warps out. But now I’m inclined to think that para anchors might have something going for them. A lot of commercial fisherman I know swear by them. It kind of makes sense if the boat can lie head to wind as though on a mooring or anchor. “If you are towing warps, you want to be going fast enough so that you maintain good steering control. But my feeling is that in a lot of cases, if you’re shorthanded, you have to allow the boat to look after itself. Some of these storms last 24 hours or more and at some stage you simply cannot steer any longer. I’m inclined to think that at this stage it’s a very dicey situation, largely a matter of luck. Remember, we were at sea in the Southern Ocean for 87 days and only saw really bad conditions for just one 6-hour period.”
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All photos John Guzzwell
TZU HANG
Three images looking to starboard. Seas never appear as large when you are looking forward or abeam. However, in the background you can see a 15foot (4.7m) crest a b o u t t o b re a k (arrows). Remember, these photos have been taken after they’ve been running in this storm for several days, yet the seas do not appear that bad—except for the odd really large crest, which is, of course, what you must be on c o n s t a n t g u a rd against.
209
TZU HANG
John Guzzwell has been sailing off and on for almost 50 years. In that time he’s covered more than 100,000 miles, including a fair amount of sailing in the high latitudes, where one is more apt to find adverse conditions (John’s circumnavigation in the late 50s aboard Trekka is covered in h i s b o o k Tr e k k a Around the World available from Fine Edge Productions). In all of this, he has been in two truly severe storms: the one aboard Tzu Hang on the Southern Ocean and another nasty blow off the coast of Australia aboard Trekka.
210
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TZU HANG
This series of drawings is from Miles Smeeton’s book. In the top drawing they are running off and towing a hawser straight astern.
Next, a huge vertical wave picks them up and Tzu Hang accelerates down, digging in her bow.
In the third drawing she trips over her bow.
The wave continues to push her stern around and over and she falls on her beam ends.
As the wave passes by she rolls around and ends up facing into the seas, in the opposite direction from that in which she has been traveling.
211
TZU HANG
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John Guzzwell: “Obviously a light boat (strongly built of course) has a better shot at surviving. There is not as much boat to get hit, and it is sitting on top of the water rather than in it. “But any boat of our size would have been in trouble in the conditions we had that day aboard Tzu Hang, and there was nothing inherently wrong with the design of Tzu Hang. She had done very well in the conditions up till that one wave. You just don’t get the type of conditions we experienced anywhere except the ro a r i n g 4 0 s . T h e fetch, distance between wave crests and wave heights in the Southern Ocean, and frontal passages all come together. I still have the opinion that when it gets really bad down there it is going to be nip-and-tuck for anyone. “Immediately after we were rolled, the boat came up with no dog house, no rudder, no hatches and the rig over the side. We were waterlogged, down to 18 inches (450mm) of freeboard. I figured it was all over but Beryl said she knew where the buckets were and that got us started saving the boat. If we’d have gotten hit with another breaking sea, or if this had been at night instead of the day, we’d have never made it.”
212
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Once Is Enough
TZU HANG
Just what did the wave look like that caught Tzu Hang? Here’s a photo from Once Is Enough. This was thought to have been taken from a steamship off Cape Horn many years before. The wave in the foreground isn’t too bad, but take a look at the wall rearing off on the horizon. Also, note the “soft spot” on the wave (arrow) to the right. If you were on deck, saw this coming, and had the boatspeed and maneuverability to move away from the breaking crest, you just might make out all right.
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TZU HANG
There may have been more to the sea conditions encountered by Tzu Hang than just the wind. John Guzzwell said that some time after his experience with the Smeetons, he was speaking with W. Albert Robinson who had passaged in the same area aboard his schooner Varua. In a significant storm, in roughly the same area of ocean, Varua had encountered severe breaking seas. Some years later Don and Reane Douglas and their children were cruising in the same area aboard a Bill Garden-designed Porpoise ketch. They were caught in a blow, encountered breaking seas, and were rolled in almost the same spot. John Guzzwell checked with the British Admiralty a couple of years after being rolled and found that the nearest soundings—some 40 miles away— showed several thousand fathoms of depth. The odds are that there is an unsurveyed seamount or plateau in this region which affects surface waves or perhaps a local opposing current.
214
Tzu Hang’s crew went to work at once; bailing the boat, securing the open deck areas as best they could with sails, and working through a variety of jury rigs, of which this drawing represents the last. A little over a month later, they were secure at anchor in Chile.
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Dag Pike
WAVES
WAVES
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An important factor to remember about breaking waves is that they are sporadic. You will have miles of moderate-sized waves, and then a large breaking crest will seemingly appear from nowhere. Even though the odds of being in the same place at the same time with one of these breakers is low, it is still best to be prepared. The photo above is of the North Atlantic in a winter storm—the winds are blowing 50 to 60 knots.
215
WAVES
Wind Energy: ❏ Waves get started with wind forces. In light airs you will have just a few ripples. Then, as soon as the breeze drops off, the ripples disappear. ❏ As the breeze increases in velocity and duration, waves grow in size. With a constant amount of wind the waves will continue to grow over time until a maximum size is reached. ❏ Wind energy gets fed into the wave in the form of height and kinetic motion. While the wave may appear to be moving, the water particles of individual waves are actually rotating about a circular orbit.
216
Stock Newport
Thirty to 35 knots, a fresh breeze, and a nice field of whitecaps dissipating wave energy. In the early stages of a wind like this, the waves will release quite a bit of the wind energy in this form. As the wind continues to blow, the waves spread out, retaining more energy in the form of vertical height.
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Both photos Keith Taylor
WAVES
In the early stages of wave development there will still be odd peaks here and there. These are two examples, neither of which will do any damage—except to give you a good drenching if they catch the topside at the wrong moment.
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WAVES
Wave period is defined as the distance between wave crests. The height of the wave is measured from the trough to the crest. Wave speed is a function of period—the longer the wave period, the faster the speed of the wave.
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Mixed wave systems: ❏ What makes all of this complex is the fact that at any point in time there are many different wave rains and/or swell systems moving through a given area. ❏ These collide with each other, reinforce each other, and generally change the seascape. ❏ The faster system eventually overtakes the slower. When this happens the waves interact, affecting wave size and shape.This can make the crests higher or the troughs deeper. ❏ Crossing wave systems may be coming from a single weather system, which has passed and changed wind direction, or from some storm thousands of miles away. ❏ These crossing waves interacting with your primary wave system can cause problems.
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It is the mixing of wave systems which creates the chaotic conditions that are so hard to model. In this drawing, the top line shows two wave trains, emanating from the same weather system, running at slightly different speeds. The second line shows what happens as they briefly interact—some waves are taller and others are smaller. In the third line we introduce a swell system from another storm into the mix. The bottom line shows what happens when the swell and wave systems interact. What you are not seeing here are the crossing angles, which really make a mess of any predictions!
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The way waves generate out from a low pressure system is extremely complex. The angles of radiation are constantly changing as the wind shifts and the storm moves. In this sketch we have a Northern Hemisphere hurricane. The solid arrows represent wind direction while the dashed arrows are wave direction. You can see that very quickly there would be all sorts of crossing seas.
219
WAVES
Both photos Stock Newport
By the time the wind is blowing a steady 30 knots (above), there will be consistent whitecaps. In the open ocean, without the influence of bottom shoaling or current, these waves do not have the power or shape to create safety problems for anything larger than a relatively small vessel. Add another 5 knots of wind—to 35 knots (lower photo)—and the waves begin to peak up a bit more. The odd wave will now have some real power in its crest.
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WAVES
Both photos Stock Newport
In 35 to 40 knots of wind, the waves now have the power to give you some really good rides off the wind. In both of these photos there are crests about to break. These waves are in the 15- to 20-foot (4.6 to 6.1m) range, and typically the crests will have 3 feet (0.9m) or so of white water in them. As long as the waves have this nice flat shape to them, there is little to fear. However, at this point there will be a wave every few hours which is several times larger—perhaps a 40-foot (12.2m) sea.
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Both photos Stock Newport
WAVES
Forty knots of steady wind can raise quite a sea if it blows for long enough over a substantial amount of fetch. In the upper photo the wind has been blowing for about half a day. In the lower, it’s been over 24 hours. Notice that the waves have more distance between the crests after time—and are bigger. However, the shape is actually easier to deal with as there is less of a break on the top.
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Continental shelves: ❏ Continental shelves are important from a wavesize perspective. If rapid shoaling occurs between the deep sea area and the continental shelf, it will affect the wave/swell systems as they come under the influence of the shelf. ❏ Unless there is a current, which you are trying to avoid with the shelf, it is better to give these areas a wide clearance, until it is time to make port. ❏ In some areas, such as along the South African coast, the continental shelf represents a haven from strong offshore currents.
The impact of shoaling on wave height varies with the shape of the bottom, the period of the wave, and any current present (there’s often a countercurrent).
223
Bowditch
WAVES
Slanting fetch affect: ❏ When the wind blows at an angle to a long coastline, the waves tend to align with and travel parallel to the coast. ❏ With a north/south coastline and a northwesterly wind, most of the waves will head due south, parallel to the coast. ❏ Some waves will run into shore, and then reflect back out to sea. These will typically be minor in magnitude as they do not have the wind blowing on them long enough to grow.
224
Here’s a graph showing some of the relationship between waves and the sea bottom, when open ocean waves cross a shoal. The bottom row of numbers represent the depth of the water as it relates to the wave length in the open ocean. Thus, if we had a wave length of 400 feet and the depth were 0.05, this would be a depth of 20 feet. The numbers up the righthand side represent a multiplier for wave height. You can see that as the water depth shallows, to the right of the graph, wave height increases while speed and wave period (length) decrease. This represents a transfer of energy from the wave speed and period to height as it crosses the shoal. On the lefthand side we have a multiplier for length and speed. On the righthand side it is for wave height. Using our water depth of 0.05 from the previous example you can see that wave length and speed would be roughly halved by a 20-foot shoal (for a wave with a length of 400 feet) while wave height would increase by about 15 percent. Indirectly this indicates that the waves would be much steeper (as their period has been halved) and that they would be breaking.
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WAVES Here’s a section of chart between Cape Town, South Africa and St. Helena Island. The lines of position are from our second passage along this route. The arrow points to Valdivia Bank, an area infamous for confused seas, even in moderate weather. What is interesting is that this bank at its shallowest spot is over 249 fathoms—in theory much too deep to affect surface waves and swells.
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When the hull of a vessel moves through stratified fresh- and saltwat e r, a t c e r t a i n speed-length ratios significant internal waves are created beyond the normal bow and stern wave systems we are all accustomed to seeing.
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Both photos Stock Newport
Any time you have current running against waves it stacks them up, making them steeper and causing the waves to break. The stronger the current, the steeper the seas. In areas where there are strong tidal streams, as around the coasts of Western Europe and the British Isles, the tidal streams can generate currents of as much as 10 knots. When these oppose the sea an almost vertical wave called an “overfall” is created. Overfalls are shown in the photos above and below.
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Both photos Stock Newport
Two more views of current against the waves. In the upper photo, it’s blowing in the 40s, while in the bottom photo it’s more like 30 to 35 knots. Notice how closely spaced these waves are. These are not yet large enough to damage a moderate-sized yacht. Given half a day or so, and several hundred miles of fetch combined with an adverse current, the situation would become extremely dangerous.
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WAVES
Wave behavior is chaotic enough without adding the effects of current. If current were constant in depth and speed, the job would still be difficult. The fact that the depth of current and its speed varies within small areas makes the modeling job almost impossible. The topographic maps pictured here are an attempt to show you differences in current influence. The top map is for a normal chaotic sea state, without current influence. The second (middle) map shows what would happen if there were two knots of current against the prevailing seas. The bottom map is for 4 knots of current. Note that these are crude representations! Solid lines represent peaks while dashed lines represent troughs.
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WAVES
It’s very difficult to capture a series of breaking seas on film to demonstrate the effect of difference in current, so we’ve used the computer to modify two of these three images. The central photo is the original, and shows the effect of several knots of current against the prevailing sea. The larger wave faces are simply too steep to do anything but break. The top image shows what these seas would look like without a current impact, while the bottom photo illustrates the effect of 3 knots or so of current against the waves. In the real world, the bottom waves would have more of a crest as at the steepness shown they could not support the vertical faces. You could deal with the first waves from a number of angles with room for error. But for the second and third photos, you would need perfect positioning and alignment to avoid a knockdown or roll.
229
John Jordane
John Neal
WAVES
Both of these photos are taken in 50 to 60 knots of wind. The upper photo was taken off Cape Horn with a new wind, so the sea hasn’t had time to really build. The lower image is also a high-latitude shot, but this time in the Southern Ocean where it’s been blowing hard forever, and wind waves, and ever-present swell, combine for some really exciting conditions!
230
WAVES
WAVES
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Richard Bennett
Two views of breaking crests. Above from boat level, this crest is in the 15- to 20-foot-range (4.7 to 6m). Note the “jet” in the upper lefthand corner. This is what does the damage. The wave below is probably a 50-plus-footer, photographed from the air. We are looking at the back side. Check out the trough immediately in front. This is a very steep, breaking face.
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WAVES
Two views of storm wind-force waves. Above is a primary wave system, without any cross chop. With a single system like this you will still have waves from plus or minus 20 to 30 degrees from the primary wind direction. This means as much as a 40- to 60-degree angle between waves at some times. The photo below is a more chaotic sea state, typical of a mature depression where the storm center has been moving and is rotating about a central area, so that the primary waves caused by present wind will be crossed by waves from 90 degrees off axis.
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Generic wave rules: ❏ Wave height grows with fetch (distance), time, and wind strength. ❏ If fetch is limited, say by a windward shore, waves can only rise to a certain limited height regardless of how hard the wind blows. ❏ Wave speed increases with fetch. ❏ Wave heights typically do not exceed 0.8 times wind speed in knots— except in special circumstances (combination waves, current against waves, dynamic fetch, and so on). ❏ Wave speeds tend to be somewhat faster than wind speeds when the wind is less than 25 knots, and slower than wind speed when the wind is great. ❏ Wave speed appears to increase rapidly over time as the wind continues to blow. ❏ Wave steepness does not directly correspond to wind speed. It’s related to the stage of the wave’s development.
233
Richard Bennett
WAVES
Sixty knots, gusting 80. This sea looks like it’s coming from one direction, but there are crossing wind waves as well as a swell from almost right angles. It’s when these crossing energy systems interact that you get the unusual peaking and breaking seas, often from a different direction than the primary seas. The rule is to always expect the unexpected from wave systems.
234
PREDICTING WAVE SIZE
PREDICTING WAVE SIZE
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The series of tables on the following pages will give you a general idea of wave height, fetch, and time relationships. By wave height we mean “significant wave height”—the average of the highest one-third of the waves. As with any generalities about waves, this data has to be taken with a grain of salt. Still, it will give you an idea of what to expect.
In deep water, the relationship between the period of the waves, their speed, and length between crests is approximately shown by the graph (left). To use the graph, measure the time it takes a crest to pass you, then look up the timeframe on the curve. Look across to the left to find the wave speed and down to find the length in feet between the crests.
The chart on the next page gives the relationship between fetch, length of time the wind has been blowing, and the significant wave height. Keep in mind that this significant wave height refers to the largest one-third of the waves, and that occasionally waves can be significantly larger. To use the chart find the wind force across the top, then look across for the time (T), height of waves in feet (H), and wave period (P). Down each edge is the fetch distance required for the sea indicated to be created.
235
PREDICTING WAVE SIZE
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Duration in hours
PREDICTING WAVE SIZE
Windspeed in knots
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Windspeed in knots
238
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Duration in hours
PREDICTING WAVE SIZE
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Swell period in seconds
PREDICTING WAVE SIZE
Height of swell in feet
239
PREDICTING WAVE SIZE
The concept of fetch within a weather system, where there are no blocking land masses, is shown in the drawing above. Fetch is defined by the area in which the winds are blowing more or less steadily from a given direction. You can see from these example that a situation involving a compression zone between highs and lows often creates large areas of strong wind³the perfect fetch and wind situation to raise a large sea.
Here’s a useful graph for gale-force winds—40 knots—and the relationship of time, fetch, and steepness. Fetch is read across the bottom (100 to 600 nautical miles) while the steepness ratio— wave height divided by wave length—is given across the left vertical edge (0.04 to 0.1). A steepness ratio of 0.1 or 1 in 10 would imply breaking seas. The timeframe for the waves to travel the distance across the bottom is given in the heavy horizontal lines. Thus, after ten hours you would have a steepness ratio of 0.08 and the initial seas would have traveled 75 miles.
240
Royal New Zealand Navy
WAVE SIZE PROBABILITY
WAVE SIZE PROBABILITY
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Monowai (above) during rescue operations in the Queen’s Birthday storm in June, 1994. Seventy knots gusting higher. Seas are 25 to 40 feet (7.6 to 12.2m). Note the boat off the bow (arrow).
241
WAVE SIZE PROBABILITY )RUWXQDWHO\WKHRGGVRIPHHWLQJRQHRIWKHVHZDYHVDUHH[WUHPHO\UDUH
Both photos Richard Bennett
Huge breaking crests are transitory in nature. They occur only when several wave trains meet to reinforce each other in precisely the optimum way. Most of the time the wave trains actually counteract each other, often causing smaller waves, although they may be more chaotic in shape. Even when this huge crest does appear, it typically lasts for seconds—half a minute at the most. Afterwards they collapse in a welter of foam and white water. Below is another view of a collapsed crest. This must have come from a huge wave because the front of the white water, almost half a wavelength away, is still enormous. Although this is intimidating, to say the least, you can take comfort from the fact that there is only one of these crests in a very large area of ocean covered by this photo.
242
WAVE SIZE PROBABILITY
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243
WAVE SIZE PROBABILITY 5
4 Highest 10 percent of all waves 3
Significant wave height-average highest 1/3rd
2
Average height of all waves Most frequent wave height
1
0
10
20
30
40
50
60
70
80
90
Here’s another way to look at wave probability. If you start at the bottom arrow you can read the wave height relative to the other waves on the left side and percentage of waves across the bottom. In this case, the most frequent average wave height will be roughly 1.4 times the base wave size and occur about 60 percent of the time. At the other end of the spectrum, you have the highest 10 percent of the waves, which are about 3.6 times the base wave height and occur 2 to 3 percent of the time. The significant wave height³the average of the highest one third of the waves³will be 2.8 times the base wave height and occur about 15 percent of the time. Now, study the image below carefully. It is blowing 60 to 70, after a frontal passage. The wave in the foreground is one of the higher peaks in this region, as is the one in the background under the arrow. While these waves, which are multiples of the significant wave height, are rare, they do occur. With preparation, and careful tactics, they can be dealt with.
244
100
WAVE SIZE PROBABILITY
Time out for a reality check. Sundeer anchored in Moorea, French Polynesia. Forget all the huge wave photos we’ve been showing you. This is the reality of cruising 99 percent of the time—if you follow a few simple rules and watch your weather when passaging.
245
DYNAMIC FETCH
DYNAMIC FETCH
Leading indicators of dynamic fetch: ❏ Weather systems moving at the same speed and direction as the group speed and direction of the waves. ❏ Localized wind system which develops over—and blows along—an already established swell system. ❏ Rapidly accelerating weather systems such as tropical-to-extratropical transitions. ❏ Rapidly deepening lows (bombs). ❏ Longer-period swells interspersed with the background “noise” of the normal waves indicate a major blow somewhere upstream of the waves. (However, these can be difficult to decipher as they will be masked by the surrounding sea state.)
Seasonality: ❏ Data so far seems to indicate these are typically fallthrough-spring events—October through April in the Northern Hemisphere and May through October in the Southern Hemisphere.
246
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DYNAMIC FETCH
Here is a graph from November 1997 of wave heights for buoy 46002 located at 47 N, 130 W, in the Gulf of Alaska. The lefthand column represents wave height in feet. At the bottom of the graph are the days of the month. What we have here are mostly typical wave heights for an equinoctial gale season. You can see the weather fronts marching through by the waves they generate, every four days in the first two weeks of the month. For the most part, these wave heights are within an expected range. Then take a look at the peak—37 feet (11.3m) on November 20. This is out of proportion to the rest of the fronts. You would think that this was caused by stronger winds. However, what actually happened is that a wave front came through, based on a rapidly accelerating storm system. When windspeed builds rapidly, it sends out faster wave systems with the stronger winds than with the earlier lighter winds. These faster-moving waves eventually overtake the slower seas. If they coincide at the right time, a wave front is formed with larger-than-normal waves, sometimes in the absence of significant windspeed in the area of the wave front.
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DYNAMIC FETCH
Here are the buoy data reports for two different locations on October 8 and 9, 1997. The upper buoy is number 46002 (located at 47 N, 130 W) and the lower is 46005 (located at 46 N, 131 W). The dotted (upper) line represents peak windspeed, the solid (middle line) is for maximum sea height, and the dashed (bottom) line is wave period in seconds. Across the bottom you can read the timeframe over which the data was recorded—0000Z on October 8 through 0000Z on the October 9—only 24 hours.
248
DYNAMIC FETCH
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Timeframe: What the buoy studies seem to indicate so far is that these events do not last for long periods of time—typically on the order of 12 to 18 hours.
Scale: These are generally thought to be small-scale events. The wave fronts do not cover huge expanses of ocean. Rather, they are concentrated along a narrow band, much like a weather system front—often just a couple hundred miles in length.
The most interesting aspect of both these graphs is how large a sea is built up by what appears to be a very modest wind force. In each case, we have 30-foot (9m) waves from winds in the 34- to 37-knot range. A conventional formula in an oceanography textbook would not support this size wave from such a modest amount of wind in this timeframe—yet here they are. Note in both cases how quickly the sea state grows. For the upper buoy, the wave height goes from roughly 15 feet (4.6m) to over 30 feet (9m) in 4 hours. Wave period goes from 12 to 16 seconds. Since the period is not lengthening as fast as the wave is growing, this indicates a significant increase in wave steepness, so you can assume most of the larger waves would be breaking. In the bottom graph, the growth of the height of the seas is less dramatic. Fifteen feet (4.6m) to 30 feet (9m) takes 10 hours—still a rapid build-up. (Data from the NOAA Marine Prediction Center).
249
DYNAMIC FETCH
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500mb warnings: We asked Scott Prosise about warnings on the 500mb fax charts. He pointed out that “watching for a high-speed jet downwind (to the east) of a vigorous trough is a good indicator of depressions which may deepen rapidly and accelerate their movement. Meridional flow transitioning to zonal flow is another indicator of surface weather which may quickly accelerate.”
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DYNAMIC FETCH
We start with the 1200Z analysis for the Eastern Pacific for March 26, 1997(above). There is a rapidly developing 972mb low just off the Aleutian Islands. Twelve hours later (below) and the low center has moved east roughly 200 nautical miles at a speed of 17 knots. The central pressure remains the same, and a compression zone with the 1032mb high to the south has formed, accelerating winds between the two systems. The heavy black arrow is the position of the buoy from which the data on the following page was taken.
251
DYNAMIC FETCH
1200Z on March 27 (above) and speed of movement has continued in the 16-to-17 knot range. The compression zone is still well established, keeping wind direction and speeds stable and higher than they would otherwise be. Keep in mind that the entire timeframe of these three surface fax charts is just 24 hours. Now let’s look at buoy 46003 (located at 52 N, 156 W, pointed out by the heavy black arrow) for the same timeframe. As you can see below, the wind picks up from the 8-knot range at 0000Z on the 26th to 27 knots 12 hours later. It drops off to 20 knots before starting a gradual climb back to the 25- to 27-knot range 18 hours after the beginning of this track. Starting about 2100Z on March 26, the windspeed begins to accelerate and in a 4-hour period hits a peak windspeed of 36 knots, before tapering off over 14 hours to 30 knots. The waves start to build at around 1900Z on the 26th. At 0000Z on the 27th, 3 hours after peak windspeed, the waves have built to 35 feet (10.7m). By 0300Z wave height is up to 40 feet (12.3m), with a 14-to-16-second period. A wave of this period implies a distance between crests of 1,000 to 1,300 feet (307 to 399m), so we are looking at a wave slope of 1 in 25—not normally considered steep enough to break. Nonetheless, while the averages shown on this graph do not suggest breaking seas, you can be sure that plenty of seas will be passing through that are dangerous to small vessels.
252
DYNAMIC FETCH
These two charts, produced by Hendrik Tolman at the Ocean Modeling Branch of N C E P, a r e “ h i n d casts,” meaning data derived from history then used to explain what we think happened. The upper chart shows 1200Z on March 26, 1997, and the bottom chart shows the same area a day later. This timeframe coincides with the data in the faxes and graph on the previous two pages. The lines represent wave periods. The arrows show direction of travel of the waves emanating from the low pressure zone to the north, and from the compression zone between it and the high to the south. Note how the areas of similar wave period are spread out well away from the front, then come together in the immediate vicinity of the front. This is the wave front about which we’ve been speaking. On the southern part of the chart is another wave front in the area of strongest compression between the two systems.
In the lower chart (opposite), 24 hours l a t e r, b o t h w a v e fronts have moved to the east. The southern wave front has remained pretty much intact and simply moved along towards the coast. In the Gulf of Alaska the wave front is much more organized and has also moved more towards the east.
253
DYNAMIC FETCH
The track above is for Hurricane Danielle. This hurricane started in an easterly wave from Africa, as is normal for these systems. It then re-curved to the northeast paralleling the eastern seaboard as it followed the flow around the Atlantic high.
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DYNAMIC FETCH V S H H G R I P RY H P H Q W PDWFKHV ZDYH JURXS VSHHG DV RFFXUUHG WRZDUGV WKH HQG RI 'DQLHOOH·VWULSXSWKH F R D V W L W S U R G X F H V D G\QDPLFIHWFKVLWXDWLRQ
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2QHRIWKHGLIÀFXOWLHVLQ DYRLGLQJZDYHIURQWVLV WKDWWKH\GRQRWJLYHWUD GLWLRQDOZDUQLQJVLJQVRI RQFRPLQJZHDWKHU 7KHQRUPLVWRKDYHD ORQJSHULRGVZHOOPRY LQJ DKHDG RI D JLYHQ Here is a larger-scale chart showing Danielle’s position and speed of VWRUPV\VWHP:KHQ\RX movement for the September 1 through 3, 1998. Note how Danielle is VHHDQGIHHOWKDWVZHOO accelerating. By mid-day on September 2,the storm system was moving at 25 or more knots. Buoy 44141, next to the circle off Nova Scotia, is the \RXNQRZVRPHWKLQJLV Canadian sea buoy from which the wave and wind data in the next chart RQWKHZD\&RPELQHWKLV are derived. ZLWKVLJQVLQWKHVN\DQG The lower graph is from buoy 44141 for September 3, 1998. The time EDURPHWHUDQG\RXFDQ (UCT) is shown across the bottom. Period in seconds (upper trace/circles) GHGXFHZKDWLVJRLQJWR and height in meters (lower tracks/squares) is shown in the left-hand colKDSSHQDQGZKDW\RX umn. The gusts measured at the buoy are indicated across the top. The most interesting data in this group is the time period, in which the waves VKRXOGGRDERXWLW grow. At 0300 we have 5-foot (1.5m) waves. Six hours later at 0900 the seas %XWWKHYHU\FRQFHSWRI have grown to 52 feet (16m). This buoy is located in deep water, so bottom G\QDPLFIHWFKLVEDVHG shoaling is not a factor. RQ WKH VWRUP V\VWHP PRYLQJDWWKHVDPHVSHHG DV WKH ZDYHV VR DQ\ VZHOOVSXVKLQJRXWDKHDG DUHJRLQJWREHIHZDQG IDUEHWZHHQDVZHOODV GLIÀFXOWWRSLFNRXWLQWKH QRLVHRIWKHEDFNJURXQG VHDVWDWH,WLVQRWLPSRV VLEOHKRZHYHUVRNHHS \RXUH\HVRSHQ +HQGULN7ROPDQSRLQWV R X W D Q HY H Q E H W W H U DSSURDFK ´7KHEHVWWDF WLFLVWRWU\DQGJHWDZD\IURPWKHDUHDRIWKHZDYHIURQW$VWKHVHDUHW\SL FDOO\VPDOOLQDUHDXVXDOO\QRWPRUHWKDQWRPLOHVLQOHQJWKHDUO\ DYRLGDQFHRIWKHVWRUPFHQWHULVNH\³DVORQJDVLWPHDQV\RXGRQ·WKDYHWR SXW\RXUVHOILQKDUP·VZD\ÀUVWµ +HUHZHUHWXUQWRWKHLPSRUWDQFHRIXQGHUVWDQGLQJWKHEDVLFVRIPHWHRURO RJ\)URPWKHZDYHKHLJKWSHULRGIRUHFDVWVEURDGFDVWRYHUWKH66%ID[ 255
DYNAMIC FETCH
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nt
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In the drawing below, the depression is moving in the same direction—to the northeast—as the winds ahead of the warm front sector are blowing. The area with the greatest chance of waves induced by dynamic fetch is shown by the shading. The danger increases as you get closer to the center of the depression w h e r e w i n d s a re strongest, but then tapers off abruptly as soon as you cross in front of the storm to its pole side. This drawing would be typical for a Northern Hemisphere situation, where the winds circulate counterclockwise about the center. In the Southe r n H e m i s p h e re , with clockwise circulation around the depression center, you would have a mirror image of this situation—the safest side of the storm would generally be on the South Pole side, while the most perilous would be on the equator side.
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DYNAMIC FETCH Northern Hemisphere
safest region
warm front
cold front
direction of travel
direction of travel
cold front
safest region
Southern Hemisphere
warm front
There are several approaches to avoidance tactics. One is to make sure you are on the pole side of the system, away from the dangerous sector. If you can make this happen, wave fronts will not be a problem as the winds are blowing opposite the direction of storm movement and seas will actually be calmed by the same forces that create the large seas on the other side of the storm. If you are on the equator side of the system, the decision is more difficult. One approach is to cross to the opposite, less windy side of the storm track before it arrives. However, this carries the risk of taking you closer to the worst area of wind and seas, if you do not make it across before the system arrives in your locale. The alternate approach is to run off towards the equator. The strength of the wave front is thought to dissipate rapidly with distance from the storm center.
In these drawings, we have the depression moving more or less parallel to the equator, in the same direction as the winds from behind the cold front. The top drawing is for the Northern Hemisphere while the bottom shows the Southern. As shown here, the wave front will be moving in an easterly direction. Once again the safest area of the storm is the pole side, away from the equator, where the winds are blowing opposite the direction of travel. This is also the area of lowest wind strength. The shaded area on the drawing represents where the risks of a dynamic fetch event are greatest. The closer you get to the center of the depression, the more danger you face.
257
Richard Bennett
Beating to weather in 60 knots, gusting to 80, this yacht is working the waves carefully. She has just busted through the crest of a breaking sea, then pulled her head off to leeward to soften the imminent slam as the forefoot hits the back side of the wave. The next step in this dance is to feather the boat back close on the wind, ready for the next crest. Notice how the rudder is hard over to leeward—the crew doesn’t want to waste any time getting back on the wind in these conditions.
258
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259
SYDNEY-HOBART RACE
Sydney Sydney
SYDNEY-HOBART RACE
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PRE-RACE WEATHER ANALYSIS
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$IWHU\RXUPRUQLQJFRIIHHDQGDTXLFNFKHFNRIWKHERDWWKHQH[WWKLQJ \RXZRXOGSUREDEO\GRLVKDYHDORRNDWWKHODWHVWVXUIDFHID[ EHORZ 7KHÀUVWWKLQJ\RXZRXOGQRWLFHLVWKHUHODWLRQVKLSRIWKHVXEWURSLFDOORZ WRWKHQRUWKHDVWDQGWKHKLJKSUHVVXUHRYHU1HZ=HDODQG 7KHKLJKLVH[SDQGLQJYLJRURXVO\EORFNLQJWKHORZ·VQRUPDOSDWKWRWKH VRXWKHDVW7KHORZLVQRZURWDWLQJDURXQGWKHFRXQWHUFORFNZLVHFLUFXODWLRQ RIWKHKLJKSUHVVXUH UHPHPEHUWKLVLVWKH6RXWKHUQ+HPLVSKHUHDQG ZHDWKHUURWDWHVWKHUHYHUVHRIWKH1RUWKHUQ 1H[W\RX·GKDYHDORRNDWWKHIURQWDOOLQHWRWKHZHVW1RWKLQJXQXVXDO WKHUHEXWWKHUH·VDFKDQFHIRUDFRPSUHVVLRQ]RQHEHWZHHQLWDQGWKHKLJK DQGWKHUH·VIXUWKHUIXHOIRUDQH[SORVLYHZHDWKHUVFHQDULRURWDWLQJGRZQ IURPWKHQRUWKHDVW Note—isobars shown are spaced at 2mb (norm is 4mb spacing) at 0900 on the 25th. Yo u c a n s e e a strong high press u re o v e r N e w Zealand extending to the east of Australia. The subtropical low is off to the northeast. Without looking at the 500mb chart you would not know the risks that exist in this surface analysis.
261
PRE-RACE WEATHER ANALYSIS 0900 on the 26th. The high pressure over New Zealand is expanding west; t h e s u b t ro p i c a l depression to the northeast is rotating around the high towards the race course area. To the west we see a frontal boundary moving in a northeasterly direction. All the ingredients for a “bomb” are p re s e n t o n t h i s chart.
1500 on the 26th (bottom). This chart would have come in a couple of hours after the start of the race. All the elements from the AM fax are present, and going the w ro n g w a y. T h e high is getting stronger, as is the subtropical low. In the meantime the front from the west is more organized, now with a welldeveloped depression just to the west of the Bass Straits.
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PRE-RACE WEATHER ANALYSIS
This 500mb chart is for the morning of the 25th. Note the short wave trough to the west (heavy dashed line), a precursor of vigorous surface level activity. There’s also a lobe to the northeast into the edge of the tropics which is related to a subtropical surface depression.
The short wave trough is rotating towards the race area and the lobe to the northeast has not closed, indicating the potential for a surface cutoff low. The circulation around the short wave trough is from the west, so you can infer that there will be cold, dry air coming up from the Antarctic. The clockwise circulation around the low to the northeast infers a source of warm, damp air that could come into contact with the colder high latitude air mass in the area of the race course.
263
PRE-RACE WEATHER ANALYSIS 2IFRXUVHWKHUHLVDQRWKHUZD\WRORRNDWWKLVGDWD,IWKHZHDWKHUHOHPHQWV VORZGRZQ\RXDUHOLNHO\WRKDYHDIDVWULGHWR+REDUWDVWKHZLQGVDW SUHVHQWDUHIURPWKHQRUWK 'XULQJWKHPRUQLQJRI%R[LQJ'D\EHIRUHWKHUDFHFRPPHQFHPHQWDW WKH%20PDLQWDLQVDZHDWKHUEULHÀQJVHUYLFHRXWVLGHWKHUDFHKHDG TXDUWHUV&RPSHWLWRUVFDQDYDLOWKHPVHOYHVRIWKHODWHVWUDFHZHDWKHUDQG RFHDQRJUDSKLFLQIRUPDWLRQDQGKDYHWKHRSSRUWXQLW\WRWDONWR%20IRUH FDVWHUV$SSUR[LPDWHO\SHUFHQWRIFRPSHWLWRUVLQWKHUDFHDYDLOHGWKHP VHOYHVRIWKLVVHUYLFHDFFRUGLQJWR%20GDWD&UHZVZHUHKDQGHGWKHODWHVW LVVXHRIWKHVSHFLDOUDFHIRUHFDVWDVZHOODVDFRPSUHKHQVLYHEULHI LQJSDFN ,PDJLQH\RXUVHOIDVWKHVNLSSHURIRQHRIWKHHQWULHV
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PRE-RACE WEATHER ANALYSIS
In many parts of the world it’s possible to receive fax charts from different countries and compare what the forecasters think is going to happen. These two charts are from the New Zealand Met Service, and if you had your fax receiver going the morning of the race, you could have picked up these along with the charts from Australia. They vary considerably—New Zealand tends to favor the Bracknell (UK) computer model. The top chart is for early morning on the 26th. The bottom chart is for midday. They have the same warning signs that show up on the BOM charts—the expanding high pressure over New Zealand, the subtropical low pushing down the Tasman, and the extratropical low coming up towards the Bass Straits. If you had any doubts about what you saw on the BOM faxes, these would confirm significant potential for something interesting to develop. And if you were cruising, you would know to hang out a few days and let these elements play themselves out.
265
BIN ROUGE
BIN ROUGE
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266
BIN ROUGE
Daryl Hodgkinson
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Bruce Farr & Associates
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BIN ROUGE
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BIN ROUGE
Chris Bowling, skipper of Bin Rouge: “The northeast wind turned briefly to the east, then backed to the northwest as expected. “With a storm warning ahead I wanted to stay within reach of shelter, not be blown to New Zealand. “In the dark we were able to notice a classic roll cloud (announcing the arrival of the front). “We got down to our very deep third reef and storm jib just at the right moment. Still no drama, just bouncy.” Ron Spinner, watch captain: “In looking for cold fronts, we were watching for a rain bar and squalls, and an ominous sausageshaped cloud. “Also, of course, the immediate calm, which sometimes precedes the front by just a couple of minutes.”
270
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Chris Bowling: “We sailed into Bass Straits on a forecast of 45-55 knots, seas to 26 feet (8m). I know now, but did not know then, that this implies gusts to 80 knots and waves to 60 feet (18.4m). “The forecast was strictly correct, but a warning of maximum wind strength and wave height would have made me and about 30 other skippers turn around. “ Ron Spinner: “While we were screaming down the coast in a northwest gale, the boats which stayed out to sea got hit with a severe southerly. “A lot retired the first night with damage or injury.“
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BIN ROUGE
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Mike Kalaugher: “We had played with heavily reefing down and trying on the storm jib and the trysail on the Sunday before the race, and we discussed sailing in storms with modern light racing yachts. It was quite obvious that the storm jib was way too big for a storm on such a light boat the luff length was okay but the foot was too long. So before the start, Chris grabbed the storm jib and trysail from a 26-footer (8m) for the race. “Because the sail was so small, the loading on the sheets was small. The sheeting angle was wide enough that the sheet did not hook the foot of the sail and cause more heeling moment.”
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Richard Bennett
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Lest you think that Mike or his mates are indulging in a bit of Aussie hyperbole when they speak of 80foot (24.5m) waves, we invite your attention to the photo above. If you look carefully where the arrow is pointing, you will see the dismasted hull of VC Stand Aside, a 41-foot (12.5m) yacht. Now check out the wave bearing down on her and see how many multiples of her freeboard you can fit between the trough and crest of the wave. This vessel probably has an average of 4 feet (1.2m) of freeboard. The drawing in the lower right corner of this page will give you a better feel for the perspective.
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Mike Kalaugher: “Sword of Orion announced on radio to the fleet that they were getting 78 knots, and the crew of a Melbourne-based yacht, whom we met in Eden, said that they had noticed their windspeed instrument showing 84 knots at one stage. “The nearest landbased weather station recorded 70 knots. Wind typically blows stronger at sea than it does over land—especially so when the center of the low pressure system is offshore. “It was noticeable to me that for the part of the fleet we were in, the weather went from bad to terrible quite quickly.”
274
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Chris Bowling: “Our greatest fear was being pitchpoled backwards, and we came close a couple of times, but we did not get knocked down to more than 45 degrees. “The thin keel and rudder gave us the maneuverability to get around the worst waves, instead of waiting for doom, like a sitting duck, and allowed us to ride over the ones that did catch us.” Ron Spinner: “While I think we all steered well, the real point is that we were able to steer well, because we had the right sail up and sailed slowly. We quickly bore off on the crest of the wave so that we were running more along it rather than straight down it.”
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Chris Bowling: “When we turned for shelter we went where the winds and waves would let us. “ We t u r n e d f ro m about 70 degrees off the wind on starb o a rd t a c k t o 7 0 degrees off the wind on port. “ We h a d t o g e t north, or anywhere between northeast and northwest to get some protection from the land before dark, because we could not steer around the waves at night. “We did not choose a c o u r s e . We j u s t weaved our way a ro u n d t h e k i l l e r waves, going vaguely north. “Heaving to, lying ahull, putting out sea anchors and trailing warps are very good in your average gale, but not in a maximum storm. “It is better to keep speed on and work through the waves. “In particular, a sea anchor would have pulled our bow down t h ro u g h g i g a n t i c waves.”
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Richard Bennett
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There really is no tactic to deal with a huge breaking crest like this one, except by avoiding it. You either have to cross the face before it collapses, or make sure you are to one side or the other of the crest where the wave is not so steep (arrows). This wave is an easy 70 feet (20m), maybe more, and there is at least 20 feet (6m) of break on top.
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Mike Kalaugher: “When sailing towards Hobart we were on course 190 true, the underlying swell was about 245, and the wind and the wind waves which overlaid the swell was 260. So the wind was coming from the starboard side of the boat at an angle of about 70 degrees from the bow, which is about 20 degrees forward of abeam. “The swell was large and rolling and was shaped much like a sine curve. In imagination, and with no wind or current, if you were in the trough of a swell and looking straight up at an oncoming wave top it would form an even line. The top of the swell would be rounded like a sine curve. However, because of the current and because the wind was blowing at about a 15-degree angle to the swell, the rounder rolling swell was overlaid and steepened at the tops. Instead of the crests forming an even line, the waves tended to have a more pyramid shape. A series of pyramids overlaid the rolling swell. This was overlaid again by the wind waves. The wind would blow the crests off making the water look white. There would sometimes be breaking crests of 2 to 15 feet (0.6 to 4.6m) on top of the waves, and these would tumble down like mini avalanches in long streaks. Some of these avalanche paths would be 300 yards (274.3m)long. At the bottom of the troughs the water would be quite flat and fairly even, then a slope of something like one in seven and a more irregular surface, then approaching the crest the gradient would steepen to perhaps one to three, or one to four, and there would often be a breaking crest. The breaking crests did not have a big curl like on a surf beach, but there was a moderate tendency at times towards this shape.“
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Bin Rouge
Wind
“We were sailing only slightly into the waves; we were sailing along them and climbing slowly up them. But on the steeper part of the wave approaching the crest we would turn the bow about 20 or 30 degrees more head—on to the waves and immediately at the top, just past any breaking parts, turn more side-on again to find our way down, and resume our course. As the long crests were like a string of pyramids, we would try to steer so that we went over the crests where the waves weren’t so high and dangerous, but sometimes we didn’t have as much choice. “When a breaking crest caught us, the boat would get swept by water, over and above the usual driving spray. This would make her skid sideways, as well as continue to sail forward somewhat. The boat would heel more towards the crests as the wind was stronger. I am not clear at all on the angle she would heel when caught by a breaking crest and the higher wind, as a wild guess in the range of 30 to 60 degrees. When she started to skid this seemed to ease off the heeling pressures a bit.”
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Ron Spinner: “We did on one wave come close to pitchpoling backwards. I was trying to work my way over a big wave, (about 80 feet/25m) but being almost vertical near the top, it nearly stalled the boat, with about 10 feet (3m) of breaking water on top coming at us, I pulled away (to leeward) to gain speed quickly so I could then round up and drive through the breaking water over the top. If you see some of those surfing videos where the board is riding along the wave, weaving up and down and finally flipping over the top, that’s what it was like, with the differences being that we took the wave on from the bottom rather than the top and of course we were travelling much slower. The big waves were travelling at about 30 knots I would imagine, so our drift rate must have been similar on occasion.”
280
WHAT HAPPENED TO THE WEATHER?
WHAT HAPPENED TO THE WEATHER?
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This is not an isolated event in the forecasting business. Mariners frequently misinterpret the data supplied by the local weather service. Add this to the fact that it is impossible for a professional forecaster to call all the variables correctly more than part of the time.
This is the 0300 synoptic chart for the 27th. If you compare this to Bin Rouge’s position, you will see that they were right on the frontal boundary. The isobar spacing is stacking up to the west of Tasmania with an extremely tight spacing (even though these are 2mb intervals as opposed to the normal 4). The low to the northeast is still organized, although by now most of its energy has been sucked south into the new low-pressure system.
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WHAT HAPPENED TO THE WEATHER?
The BOM indicates that when they forecast a significant wave height (the average top third of the highest waves) they expect there will be occasional waves as much as 1.86 times the significant wave height. So, with a wave of 35 feet (11m) one can infer that there will be occasional waves as high as 65 feet (20m). The development of the Tasman Sea low and the continued presence of the highpressure system over New Zealand produced easterly winds resulting in a swell from the east to northeast over most of the area between Sydney and Hobart. The westerly quadrant winds from the developing low to the southwest, which moved through the Bass Straits, then created a new, larger set of seas from the west to southwest. During this period, the East Australian Current is thought to have been flowing southward at about 4 knots off the coast in the area of the race. So we have a primary wave system with the new winds; a secondary wave system which had existed for several days; and a generally opposing current running at high speeds, with its typical sharp shear lines in water tempera t u re a n d c u r r e n t speed.
282
1500 on the 27th. This is an hour after the 1400 “sched” on which Sword of Orion announces to the fleet that they have gusts to 78 knots. The isobar spacing has tightened further, indicating that winds are increasing. The subtropical low to the northeast has disappeared and the New Zealand high remains in place.
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Roger Badham is one of the premier marine meteorologists, in high demand with the top race boats. An Australian, he is involved with every Sydney-Hobart on a professional basis. “This is a text book frontal low-pressure development and is quite common across the waters immediately south of Australia. The most common development with these lowpressure systems is for the low to deepen over the Bight waters and then travel southeast while remaining west of Tasmania. “It is certainly unusual for such an intense and rapid development to take place over Bass Strait during December, so it was logical to expect that the actual location (of development) would be further to the south. “The generation of extreme seas is sufficiently complicated in open ocean waters, but in Bass Strait and near the corner of Victoria/ New South Wales there is the added complication of shallow depths and current.”
283
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From the official BOM report: ”The storm-force winds and high seas experienced during the race were part of the circulation around a number of very intense mesoscale low-pressure systems, embedded within a parent low system which developed rapidly over the southeast corner of the continent during the 24-hour period beginning from 11pm, 26 December. These rapidly developing intense mesoscale systems within the parent low are a well-known phenomenon, although the development of this particular system was slightly unusual in that it occurred in Bass Strait rather than the more usual location further north along the East Coast.”
284
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From the BOM report: ”The preliminary reanalysis of the situation, taking account of all readily available information, including reports obtained to date from yacht crews, observations from the ESSO Kingfish B Platform in eastern Bass Strait, coastal station reports and information from the Young Endeavour, as well as the Bureau’s normal observation network, strongly suggests that the highest mean winds over open waters in eastern Bass Strait and off the southern New South Wales coast were about 55 to 60 knots. ”Gusts and squalls of considerably higher windspeeds would almost certainly have been experienced by the yachts for short periods of time. Mean winds of this magnitude (55 to 60 knots) could be expected to produce gusts of 70 to 75 knots or more on a fairly regular basis.”
285
WHAT HAPPENED TO THE WEATHER?
The left image is 0300 on the 27th. The right image is for 1500. Note the development from an open frontal system to the tight spiral of a baroclinic or bent back warm front type of storm structure.
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BACK IN BASS STRAITS
BACK IN BASS STRAITS
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The initial press reaction to this outcome was one of condemnation of the design and construction of the yachts. However, our opinion, after studying the debriefing reports; reviewing video, photos, and weather data; and talking at length with various participants is that the boats gave their crews the ability to maneuver them in such a way as to work their way through the waves. If this weather had hit 20 years ago, with a fleet of IOR-style race boats, we feel the results would have been more serious than the 1979 Fastnet Race.
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AFR MIDNIGHT RAMBLER 3VDOWLVZDVTXRWHGDVVD\LQJWKDWUHDGLQJ-RKQ5RXVPDQLHUH·V)DVWQHW )RUFHKDGPHQWDOO\SUHSDUHGKLPIRUWKHUDFH 2YHUKDOIWKHFUHZKDGEHHQVDLOLQJWRJHWKHUIRUWKHEHWWHUSDUWRIDGHFDGH VRWKH\NQHZZKDWWKH\FRXOGDQGFRXOGQRWGR7KHFUHZZRUNHGRXWDQG In their post-race debriefing the crew ZHUHH[SHFWHGWREHLQWRSSK\VLFDOFRQGLWLRQIRUWKHUDFH³DPDMRUIDFWRU reported that they LQQRWPDNLQJPHQWDOHUURUV were very pleased %\RQWKHWKWKH\KDGMLEHGRQWKHZLQGVKLIW³WKH\ZHUHVDLOLQJ with their pre-race storm sail training. ZLWKMLEDQGPDLQDWWKHWLPH WKHVSLQQDNHUKDYLQJEHHQUHPRYHGVHYHUDO Without it, the end KRXUVHDUOLHU result might have ,QWKHHDUO\PRUQLQJKRXUVWKH\ZHUHGRZQWRGRXEOHUHHIHGPDLQVDLODQG been very different. VWRUPMLEZLWKWKHZLQGEORZLQJLQWKHWRNQRWUDQJH%\PLGPRUQ LQJWKHEUHH]HKDGGURSSHGDELWDQGWKHERDWZDVXQGHUFDQYDVVHG3VDOWLV GHFLGHGWRZDLWDELWEHIRUHDGGLQJVDLODUHDWRVHHKRZWKHZHDWKHUZRUNHG LWVHOIRXW The following information is derived $URXQGQRRQWKHVHFRQGDU\GHSUHVVLRQKLWDQGZLQGVLQFUHDVHGWR from the raw interNQRWVZLWKJXVWVWR7KHFUHZUDQRIIGRZQZLQGDWGHJUHHVDSSDUHQW view files of the post ZLQGDQJOHUHPRYHGWKHPDLQVDLODQGUHSODFHGLWZLWKWKHWU\VDLO race analysis. We’ve left the material in :KHQWKH\KHDGHGEDFNLQWRWKHZLQGWKHERDWZDVKDUGSUHVVHGZLWKERWK almost original form VDLOVVHWVRWKHFUHZUHPRYHGWKHWU\VDLODQGFRQWLQXHGRQXQGHUVWRUPMLE to give you a feel for ZKLFKZDVVHWRQWKHKHDGVWD\ t h e i n t e r v i e w e r ’s impressions. $URXQGWKH\ZHUHVDLOLQJLQWRPRUHZLQGDQGELJJHUVHDVDVWKH\ FURVVHGSDWKVZLWKWKHVWURQJHVWSDUWRIWKHGHSUHVVLRQ7KH\ZHUHQRZ PLOHVVRXWKRI*DER,VODQGDQG WKHVXEMHFWRIUXQQLQJIRUVKHOWHU AFR Midnight Rambler ZDVGLVFXVVHG7KH\KDGVXIIHUHG D GHJUHHNQRFNGRZQEXWZHUH RWKHUZLVHLQJRRGVKDSH:KLOH WKLVGLVFXVVLRQZDVWDNLQJSODFH DQRWKHU\DFKWLQWKHUDFHFDPH Á\LQJSDVWWKHPRQDGRZQZLQG FRXUVHEDUHO\XQGHUFRQWURO7KLV FRQÀUPHGIRUWKHFUHZWKDWWKH\ ZHUHEHWWHURIIFRQWLQXLQJWREHDW LQWRWKHVWRUPUDWKHUWKDQUXQ QLQJEHIRUHLW /DWHUWKDWDIWHUQRRQWKH\ZHUH FDXJKWE\DQRWKHUZDYHDQG NQRFNHGGRZQWRKRUL]RQWDO'XU LQJERWKNQRFNGRZQVWKHKHOPV PDQZDVZDVKHGWRWKHHQGRIKLV VDIHW\KDUQHVVWHWKHU %\HDUO\HYHQLQJWKHEUHH]H ZDVLQWKHWRNQRWUDQJH DQGWKHFUHZFRQWLQXHGRQWR +REDUWZLWKRXWIXUWKHULQFLGHQW 288
Both photos Richard Bennett
AFR MIDNIGHT RAMBLER
In the top photo AFR Midnight Rambler has just come through a crest. She will be bearing off now (see the next page) to gain speed again, while the crew looks for the smoothest spot ahead through which to guide the bow. Check out the seas directly to leeward—which they have avoided. This is actually very much like a racing technique in more moderate conditions, although the penalties for making a mistake are more severe. In the photo left you can see a close-up of the storm jib. The crew is allowing it to luff to depower the sail. It would be far more efficient if this sail were 30 to 50 percent smaller and could be trimmed properly. Even better would have been to fly a small trysail as did Bin Rouge. Note how neatly the mainsail is furled around the boom. This sounds like a small thing, but the reduction in windage from a neat furl, as compared to a sloppy furl, makes a huge difference in how the boat handles.
289
Both photos Richard Bennett
AFR MIDNIGHT RAMBLER
Study this photo carefully and look at the choices facing the helmsman of AFR Midnight Rambler. He has just come through a rough patch and now has smooth going for a brief period—time to look ahead and pick the smoothest spot to get through the oncoming seas. Look at the seas ahead and to leeward—a large trough exists where a crest has just passed. A large breaking crest can be seen off to leeward (arrow).
AFR Midnight Rambler bearing away after climbing the wave crest. Note how the jib is filled now, and how there is a pause before the next crest arrives. In a situation like this, the crew needs to be on its toes and the helmsmen alert. This is where the physical condition of the crew pays big dividends.
290
BRIGHT MORNING STAR
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Suggestions from the crew: ❏ Storm sails should not be too large. ❏ Serious injuries were sustained when yacht rolled down to just past horizontal. ❏ All yachts should have captive mainsail luff slides so as to control the lowered main, plus a separate track with captive slides for the trysail. ❏ Storm sails should be stopped strongly before hoisting, then sheeted in to break stops. Sailing technique: run east, lower main, set the trysail and storm jib then sail at 60 degrees to the wind. This will give you a safe, fast speed to be able to luff through the big seas keep control of the boat.
291
VC OFFSHORE STAND ASIDE
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”Crew experience was considered reasonable.The safety inspector advised that the boat was the best prepared he had seen for a long race (with diagrams of safety equipment layout, briefing notes, radio notes plasticized and attached to bulkheads). New safety equipment including RFD life raft. ”Helo transfer of first crewmember took some time due to conditions and the yacht crew’s lack of knowledge about procedures. (Note: some rescues were carried out with helo crew face to face with yacht crew; in other rescues, the rescuer held the survivor from behind. Found face to face easier. Snorkel, face mask and flippers used by one rescue crew considered an advantage.)”
Comments by crew and owners: ❏ Safety harnesses should have two tethers. ❏ Check clips on safety harnesses. ❏ Review personal flotation equipment. Suggested Musto type. ❏ Waterproof VHF. ❏ Life rafts to include EPIRB (406). ❏ GelCell battery f o r e m e rg e n c y communications.
293
VETO
Knockdown issues: ❏ Companionway was open to allow air to seasick crew belowdecks. This was later realized to be a mistake, as water came in through the companionway straight onto radios. Radios now dead. VHF thought to be in a waterproof bag (subsequently found to have a hole in it). ❏ Three crew on deck pretty tired due to seasickness and previous uncomfortable night. ❏ Fridges opened during knockdown, dumping food. ❏ Floorboards had moved despite being screwed in place. ❏ Noted that location of radios (immediately adjacent to companionway) was not the right spot.
294
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Comments by Veto’s crew: ❏ Next year will have a pre-set plan for extreme weather sailing. ❏ Seasick crew are only capable of motor functions, not rational thought. ❏ Inflatable PFDs are a must. ❏ Will be putting crotch straps in harnesses as they came off in one instance.
Richard Bennett
B52
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MIDNIGHT SPECIAL
B52 Lessons: ❏ Split pins on stays not to be opened more than 30 degrees. ❏ Double tethers on personal harnesses. Review clips on harnesses. Locali z e d m a n - o v e rboard system. ❏ Waterproof handheld VHF. GelCell battery. ❏ More education re: rescue procedures. ❏ Reduce size of storm sails. Storm jib sheets to be sewn on permanently (no J-locks). Ensure sheets long enough to reach winches if flogging forward. ❏ Do not lash spinnaker pole across foredeck hatch. ❏ Review stowage of life rafts. Difficult to get from below if injured and minimal personnel available.
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Special points: ❏ Left forestay attached to rig and boat (helped to keep bow into the weather). ❏ Thought saw ship at approximately midnight, fired two flares with no response. Crew secured and watch system instigated to await daylight. During evening maintained damage control on yacht. ❏ Helo transfer of first crewmember took some time due to conditions and lack of knowledge on procedures by yacht crew.
297
NEW HORIZONS
Preparation: ❏ The skipper’s policy was that all crew should have sailed on the vessel at night prior to a Sydney-Hobart Race. ❏ They had practiced putting up the storm sails. ❏ They had practiced man-overboard procedures. ❏ They had chart plotter as well as conventional charts. ❏ The boat did not carry any extra safety equipment— strobes or non-regulated EPIRBs.
298
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”Four crewmembers were injured during this second knockdown, one with an injured knee, one a damaged shoulder, and one with a hurt elbow. ”The skipper had severely cut his head on a vein or artery, which was spewing blood everywhere. A pharmacist by trade, he jammed his finger in the hole and wrapped his head in what the crew amusingly says was a sterile tea towel. ”A fire extinguisher came loose, gear bags and loose gear were everywhere, and evidently lasagna was spread all over. Strangely, some items ended up in the bow. ”This technique of meeting the breaking sea head-on saved the New Horizons crew from another knockdown or rollover.”
299
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On Kingurra heavy weather technique was to keep the boat sailing into the waves and wind, feathering it a little. This was somewhat more uncomfortable, but provided good control and “left options open.” Occasionally they would “flick off” the top of a wave. Their course for racing had become irrelevant, as they were now steering the best course for the seaway.
300
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“Below deck a loud sudden bang (‘like hitting a brick wall’) was heard and crew below assumed that they had struck something. The bang turned out to be a mainsheet winch to which the boom was lashed, being ripped out of the deck (1inch (25.4mm) ply, number-23 winch). Approximately 2 cubic meters of water had entered through the companionway, covered only by one of two storm boards. The skipper was tossed from his bunk, seriously injured and in shock, and another crewman was thrown to the deck.”
301
BUSINESS POST NAIAD Aboard Kingurra: With water to their ankles, those below believed the boat was holed. This was reinforced by a spout of water “like a fire hydrant” gushing at the front of the engine. This turned out to be the flywheel on the engine picking up water, but they did not know this at the time. The water flooded the electrics, and ultimately rendered the engine unserviceable. The floorboards were gone, there was debris in the bilge, and the engine covers were dislodged. The crew engaged the engine-operated pump, but the hose was blocked so they reverted to bailing and hand-pumping. In any event, the engine soon stalled.
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“The storm jib came out of the headfoil on three occasions, and was tied to the forestay as a result. The crew had a discussion about the best course of action in the extreme winds. It was reported that skipper Bruce Guy was concerned that the yacht was going too fast, being wiped out by the head and blown away as it crested waves, laying over at 45-50 degrees. Consideration was given to running before the storm, but they were convinced that the yacht would have pitchpoled in the waves. They thought about going to bare poles, but hesitated to remove the jib, as it would be difficult to head up without it.”
303
BUSINESS POST NAIAD
“The crew reported no panic, just a calm business-like approach to matters at hand. They were nonetheless anxious. They were also concerned about the cracks in the deck a n d b ro k e n b u l k heads: ‘The boat was a wreck.’ “They set up a spare VHF aerial and transmitted Maydays on VHF 16 and HF 4483, and activated their EPIRB which they placed in a sheet bag just inside the companionway so it would not be lost. “After cleaning up the boat, the crew attempted to start the engine, which started on the third t r y. T h e G P S w a s working intermittently and they adopted a strategy of trying to get into the lee of the land, a course of 290-300 degrees. (Although steering this, they reported making north at about 2 knots.) However, as the GPS was intermittent and paper charts were destroyed, it was difficult to plot or know progress. They estimated their position to be about 10 nautical miles SSE of Gabo Island.”
304
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“The crew deployed three parachute flares, which was an extremely difficult two-person job due to the grease and diesel that had been distributed throughout the yacht’s interior. The storm jib was deployed over the bow as a sea anchor later, to be joined by a spinnaker to improve efficiency. The helm was lashed to keep the bow into the seas. “The crew bailed water from the boat, but when ‘half full’ of water it felt less likely to roll again, so they concluded to leave it in this state after several hours of bailing, leaving around 20 inches (0.5m) of water. It was now about 2000 hours on December 27.“
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Richard Bennett
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While Hobart may be a hell of a tough place to get to, once you arrive the cruising is spectacular and the people as friendly as any you will find on the planet. And if the trip is a bit of a challenge, (although usually not as tough as what we’ve been discussing!) the satisfaction of a passage well done is all the more pleasant. This is Port Davey on the southwestern coast of Tasmania.
308
John Neal
CHOOSING THE RIGHT TACTICS
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Roaring 40s in normal moderate gale conditions approaching Chile. The wind has been blowing in the high 30s to low 40s for several days and Mahina Tiare II, a 42foot (12.9m) Halberg Rassey ketch has things well under control. Note the highclewed storm jib flown on the end of a tack pennant. The main is well reefed down and the wind is just off the quarter. She’s about to have a nice ride on the approaching wave crest.
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Staying alert: ❏ Nothing is more important to safe heavy weather sailing than staying alert to the interplay of the various forces at work. This requires that the crew and skipper be as well rested as possible and not hypothermic or dehydrated (both of which contribute to mental lethargy). ❏ When you are belowdeck the wind noise is less, it is difficult to tell wind direction, and you cannot see the sea state. ❏ It is important to keep track of these external factors, and how the boat is dealing with them. ❏ This means a periodic inspection of conditions outside the cabin. It only takes 30 seconds with the companionway hatch open, but someone needs to check outside on a regular basis—preferably every 10 to 15 minutes.
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313
John Neal
HEAVING TO
Heaving to is most often used to stop when you cannot make it into an unfamiliar anchorage with good visibility. In lighter winds, as in this photo, it is often possible to find equilibrium with just the jib set. However, the angle to the wind and waves will have to be narrower with breaking waves.
HEAVING TO
Monitor approaching weather: ❏ Pay close attention to the storm’s likely path if you are contemplating heaving to because of deteriorating weather. ❏ Maintaining speed may get you clear more quickly than staying in one place. ❏ In some cases moving on, and taking a temporary pounding in the process, may be the most conservative approach if it allows you to put distance on the dangerous area of the storm.
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HEAVING TO
There are as many ways to balance a boat when hove to as there are yacht designs and sea conditions. What ultimately works for you will be best found by experimenting in different conditions. Often the main will need to be eased off a bit as shown here when it is used against a staysail or storm jib.
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If you are considering heaving to for more than a short period, you’ll need to weigh several factors regarding navigation. ❏ If there is any current about, you will want to be relatively certain of the direction the current is traveling and know about any dangers that may exist in that direction. ❏ Remember, current will have more relative impact on your drift when you are moving slowly or not at all than when you are moving fast. ❏ Be certain to maintain a good watch if land or reefs are nearby. Even if you think you have enough offing, check the horizon periodically. Your last fix may not have been accurate, or your drift may be quicker than you think ❏ Because your electronics may quit when you least expect it, keep a plot on a paper chart.
315
HEAVING TO
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Here are a variety of possible sail trim and rudder combinations. The cutter with staysail has the rudder and main trimmed amidships. The sloop has the helm to weather. The bare- headed ketch uses a neutral helm. The schooner with backed jib has the helm to weather. The cutter with the jib will require windward helm as will the yawl with the backed jib.
Cutter with jib
Yawl with jib As you move the center of effort aft in any of these sail plans, so that the boat naturally wants to head more into the wind, the rudder will have to be eased toward neutral or even to leeward in some cases. Conversely, if the center of effort is moved forward, the helm will have to be trimmed more to windward.
316
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Being caught aback when hove to is usually precipitated by a wave slap, typically on the stern quarter, where the boat tacks through the eye of the wind and then reaches off beam to the sea. This is only a problem if there are breaking seas and you become vulnerable beam-on. If this appears to be a risk, adjust your heading while hove to an angle further off the wind.
317
HEAVING TO
Picking the right spot to turn into the wind and heave to if you are running in strong conditions is a matter of patience. Watch the pattern the waves make. Periodically there will be a time when the sea calms down for a set or two of waves. When this occurs begin the turn into the wind on the back of a crest which is just passing under you. This gives you maximum time and distance in which to complete the turn and face into the next waves. Leave the jib on the weather side and trim the main as you feather up. Remember that the apparent wind is going to be much stronger heading up, so it may be prudent to reduce sail area before you make the turn—perhaps dousing the forward jib in the lee of the mainsail and then hoisting a storm jib or staysail on the inner stay will make the most sense.
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John Neal
In lighter wind ranges you can adjust the roller-furling jib to optimize balance. However, once the wind is up to gale force it is usually best to set the proper size sail, preferably on a cutter stay.
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Checklist for heaving to if the bow falls off: ❏ Reduce sail area forward. ❏ Add sail area aft. ❏ Increase windward helm pressure. If the bow heads up: ❏ Add sail area forward. ❏ Reduce sail area aft. ❏ Increase leeward helm. If you have laminated sailcloth you will need to keep it off of shrouds and mast when hove to—or change sails as laminated sailcloth breaks down quickly when sails chafe.
321
HEAVING TO
If the seas are not breaking, you can heave to on either tack. If there are no navigational or weather constraints, the tack with the seas most on the beam (below) will be the most comfortable. However, when the seas begin to break, you want the bow as close to the oncoming waves as possible (above). In both of these drawings the wind and seas are the same. The wind is from 220 degrees and the seas are veered about 20 degrees in a clockwise direction. Both tacks have the boats sitting 60 degrees off the wind. Notice the extreme difference in the angle to the waves. Above the waves are at a 40-degree angle. Below they are at an 80-degree angle.
322
HEAVING TO
After a frontal passage things get a little more complicated. Both of these drawings have the wind veered to the northwest (310 degrees), as is common in the Northern Hemisphere after the passage of a cold front. There are now two sets of waves to deal with—the new northwest-wind waves and the older waves and swell from the southwest wind. The waves are still veered 20 degrees or so from the wind angle. On port tack (above) the northwest wind waves are okay with the bow but the older southwest waves are now on the stern quarter. Combinations of the two wave systems will be on the beam. This is a decidedly risky tack. On starboard (below), the boat is splitting the difference between the wave sets, with combination waves right on the bow.
323
HEAVING TO
Most vessels could not heave to safely in these conditions. It is blowing 60 to 70 knots, gusting higher in squalls. Seas are running an easy 30 feet (9m), up to the occasional 50-foot (15m) wave. The heavy-displacement, full-keel boat in the foreground might create a slick to windward if handled correctly. This slick off the keel theoretically calms the breaking waves. As you can see in this image, there are crests breaking off the bow and stern, but not amidships. Very few (if any) modern yachts create a slick—or enough of one to be valuable in these conditions. If you cannot run, and don’t have the crew to steer actively, heaving to and allowing the boat to slowly fore-reach sometimes makes sense. With the boat moving through the water, a moderate amount of dynamic stability is added. The boat can therefore sometimes move itself out of the way of a crest, before the crest breaks as shown with the upper boat. Note how the boat is hit by the crest in the middle of its passage across the page. The wave knocks the boat 15 or 20 degrees off course, but then the rig brings her quickly back onto a closer heading to wind and waves.
324
HEAVING TO
When the seas start to break, it is critical to heave to on the tack which keeps your bow pointed closest to the most dangerous waves. In the image above, the boat at bottom left is on starboard tack. Because the wind is backed 15 to 20 degrees to most of the seas, this tack has them almost abeam of the crests—a very dangerous position. Contrast this angle to the upper boat in the same image, which is hove to on port tack. They have their bow almost directly into the waves, a much safer attitude. The problem with a passive tactic like heaving to is that you lack the option of working around the dangerous waves. If you’re at the wrong place at the wrong time, the odds of getting knocked down increase with any form of passivity. Look at the photo alongside (bottom left). This is a breaking wave under the black arrow in the top image. You could dodge this if you were steering.
325
LADY BE GOOD
LADY BE GOOD
Lady Be Good in more moderate conditions in the Mediterranean.
As anyone who has spent time in the Mediterranean can attest, the winds come up quickly, often unforecast, and create a sea that is short, steep, and uncomfortable. It’s often necessary to slow down and hold station due to difficult landfalls, or just to ease the load on boat and crew.
326
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MAURITIUS TO DURBAN
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There are some weather scenarios in which beating provides the quickest relief from an oncoming storm system—if you are caught in the dangerous quadrant of a tropical storm, for example. You may be set down on a lee shore, and need room to weather to make it past a headland. There are also extreme heavyweather situations where beating may be the safest tactic. We’ve already seen a good example of this in the 1998 Sydney Hobart race with Bin Rouge.
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MAURITIUS TO DURBAN
0DXULWLXV South African passage issues: ❏ You have to time seasons right. Leaving too late in the year, you are potentially exposed to the most vigorous cyclone area on the planet. ❏ Departing early, the equinoctial gales are a problem. ❏ Heading west puts you on a collision course with the weather systems as they sweep up from the Southern Ocean. ❏ The most direct course passes under the island of Madagascar, crossing shallow banks. If caught there duri n g a b l o w, t h e odds of escaping breaking seas are not great. So you must dip south a couple hundred miles from the rhumbline. ❏ As you close with the South African coast, you face the south-flowing Aghulas current. Not only does this stack up the prevailing southerlyquadrant seas, but the warmth of the Aghulas provides extra power for depressions crossing its boundaries.
328
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Throughout the evening and morning hours, the barometer rises while the wind stays steady in direction at gale strength. This indicates we’re caught in a compression zone between high and low. It’ll be interesting to see how long this lasts.
329
MAURITIUS TO DURBAN At the beginning of a gale, the waves will be moderate in size like these—in this case 6- to 8-footers (1.8 to 2.4m). The crests are quite close together as the gale has just started to blow. As the storm continues, the height will increase and distance between crests will lengthen. On a v e s s e l l i k e I n t e rmezzo, you need to maintain a good turn of speed with these waves to keep flow over the relatively inefficient keel. Note the soft spot between crests. If you have a choice, this is the best place to put the bow as the crest rolls by.
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When a crest slams into the bow, we are knocked off course to leeward. In a few seconds the Aries has us back on course. We would not want to be beamon to these seas for very long. At other times, we get hit on the stern. This tends to swing the bow into the wind, the staysail begins to luff violently, and we all hold our breath waiting to see if we’ll be caught aback. It is not a comfortable feeling.
330
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Lessons: ❏ As we sat in the cozy bar of the Durban Yacht Club discussing this last blow, it became apparent that the tactic of beating into breaking seas might in some cases be safer than running off. ❏ Intermezzo and Win’Son handled the seas on the bow with ease. In both cases, the occasional large breaking sea slowed the boat and put a lot of water on deck, but had no tendency to knock us down. ❏ Both of us could have handled running as long as we’d maintained enough speed for good steering control. Eos had no further problems with knockdowns once speed was increased by adding a storm jib. However, if the wind had picked up another 10 or 15 knots, in those steep, breaking seas beating w o u l d p ro b a b l y have been the safest tactic.
331
Rick Tomlinson
UPWIND SAILING TECHNIQUE
Nuclear Electric at the start of a wrong-way (westabout) voyage around the world. She is powered up with full main, number-5 jib and storm staysail. She will be able to reduce sail as the wind comes up by first reefing the main, then dropping the outer jib.
UPWIND SAILING TECHNIQUE
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Many modern designs like to go fast in short choppy seas, but can be slowed right down if required as the seas build. The difference is primarily one of overhang (or lack thereof in the new boats) and keels, which are much more efficient.
333
Stock Newport
UPWIND SAILING TECHNIQUE
This photo is taken as the boat is coming through a crest to windward (bottom left). The bow will be pulled off to leeward (to the right in the photo) as the boat comes through the wave. This helps to accelerate and maintain good steering control, in preparation for picking the spot to cross the next crest. These are relatively modest waves, from 25 knots of wind, just perfect for practicing your upwind techniques.
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The wider the sailing angle, the more time t h e re i s b e t w e e n wave crests. This effectively increases the wave period.
334
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Both photos Richard Bennett
UPWIND SAILING TECHNIQUE
Beating in moderate gale conditions—30 knots, gusting higher. One reef in the main and a number-3 jib are too much sail area. Note how both sails are eased and twisted off to de-power them. They would be moving faster with another reef in the main and a smaller headsail, since both could then be efficiently trimmed. In the upper photo note how the bow has dropped into the trough after they avoided the crest (arrow) immediately to windward. In the lower photo they were unable to avoid the crest as you can tell from all of the spray around the bow. The boat has been pulled off to leeward by the helmsman to build speed and soften the wave impact. Note the soft spot just to windward (arrow). Had they been able to cross there it would have been easier on boat and crew.
335
UPWIND SAILING TECHNIQUE
Both photos Richard Bennett
Here we are in a bit more wind—40 to 50 knots, gusting higher. There is some adverse current stacking up the waves as well. Note how steep the backs of the waves are. This boat is sailing with a moderately reefed main, all the way down on the traveler and well twisted off at the top, and a number-5 jib, also twisted off to de-power. They approach the wave as close to straight-on as possible, and then pull the bow off on the back side. In the lower photo look how close the crest of the next wave is to their bow. Even allowing for foreshortening by the camera these are very steep seas!
336
UPWIND SAILING TECHNIQUE
Picking your way to windward around the waves requires that the helmsman or a crewmember watch the approaching wave crests. It is best to keep your eye peeled three waves to windward, so you have some time to plan where to head for the smoothest patches of water, avoiding the larger crests as much as possible. The basic approach we’ve been discussing—heading up a bit as you come into the crest, and then down immediately as the crest passes—is shown here.
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If you are carrying too much sail what do you do when the puffs come through? The answer is to feather—in other words, head up a bit so the sails luff, thereby relieving load on the boat. This luffing is going to be loud not to mention hard on the sails. The sails need to be in top shape, and well constructed to take the abuse that feathering entails. This is why storm sails should not be used or exposed to sunlight except in heavy weather. More feathering will be required at the top of a wave, where the wind is strongest. This works in concert with the need to bring the bow into the crest. Another factor to be considered is the wind in the troughs. In really large seas, small-boat rigs will be blanketed in the troughs, and speed will drop precipitously.
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When tacking it pays to take your time, watch the waves, and wait for a smooth patch of sea which coincides with a lull in the wind. The boat should be put about just after you come through a crest, when you have full speed on (just used for punching through the wave crest). Put the helm over just as you pass through the crest (boat on far right).
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Keel efficiency and leeway become much bigger issues when sailing in large waves. The more the boat gets slowed down by the seas, the higher the keel loading will be and the more leeway you’ll make. Since the ability of the keel to generate lift is a function of boatspeed squared, small increases or decreases in speed have a huge impact on efficiency. Often you will find that when the seas start to hump up, you need to sail a somewhat wider angle, to maintain boatspeed and thus flow over the keel. Sometimes heading 10 degrees off the wind will actually result in better progress dead to windward, since leeway is reduced.
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UPWIND SAILING TECH-
UPWIND SAILING TECHNIQUE
There is always a tack which brings the waves more on the bow, and another which has them more on the beam. Often the angular difference to the waves is as much as 20 or 30 degrees. In moderate conditions the wider wave angle will be more comfortable. However, this leaves you more vulnerable to breaking crests. With breaking crests the best tack will typically be the one which takes you most directly up the crest. With crossing seas, in breaking conditions you will need to choose the tack which allows you to adjust course into the cross sea if that is necessary.
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Both photos Richard Bennett
A nice day for a sail! Sixty knots steady, gusting 75 to 80 knots, current against the seas. The yacht shown is picking her way to windward carrying just a trysail, which is sheeted to the rail and eased a bit to de-power it. Look at the top photo and notice how much of the seascape has waves of a negotiable size. The really big crests occur occasionally, even in this much wind. In the upper photo they are climbing an intermediate-sized non-breaking wave—probably about 18 feet (5.5m). The bottom image shows the boat after having come through the edge of a breaking crest. If they had hit the peak of the crest (arrow) they would have slammed to an abrupt stop.
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UPWIND SAILING TECHNIQUE
A cross sea from a frontal shift or another storm system some distance away complicates everything. You have to be concerned with combination waves, which can pyramid up and break unexpectedly, as well as breaking seas from the crossing angle. Where the cross sea is the result of a wind shift as the front passes, it is typically best to be on starboard tack in the Northern Hemisphere (port in the Southern) as this keeps your bow into the combination waves, closest to the waves from the northwest wind (which is probably stronger than the previous southwester).
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Richard Bennett
UPWIND SAILING TECHNIQUE
Patrick Roach
Force 12 conditions (65 knots and up) and hard on the wind. Flying a storm jib off the bow like this makes it hard to feather into the puffs. As you come up a large wave and are exposed to the full force of the wind at the top, there will be a tendency for the bow to blow off to leeward—exactly what you don’t want, until you’ve passed through the top of the wave and are on your way down the backside. Note how sloppy the mainsail furl on the boom is. This extra windage will hurt both boatspeed and angle. In a knockdown, there is more surface for the wave to work against.
Nicely shortened down and sailing upright. In these moderate conditions, with a small amount of wave action, being under-powered like this offers a good compromise between comfort and progress. However, if there were more seas running, they would need additional sail area and heel angle to build speed to penetrate the seas. Note the shape of the roller-furled jib. This is a really baggy sail and will create huge amounts of drag. They would be much better off with a smaller, properly shaped sail on the headstay.
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UPWIND SAILING TECHNIQUE
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Heavy air beating check-list: ❏ Correct sail balance for maximum steering control. ❏ Adequate speed for good steering. ❏ Proper tack to get o u t a w a y f ro m weather system— or; ❏ Proper tack for maneuverability with crossing seas. ❏ Save energy during early parts of the storm so you are at your best when called on to steer actively. ❏ Be alert to shifts in the wind and/or changes in sea state which require a different speed or course.
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UPWIND SAILING TECHNIQUE
The next three images show boats beating in a variety of survival sea states. The winds are in the 60- to 80-knot range, and the seas are breaking periodically. This requires concentration on the helm, and keeping an eye on the waves. The key is to avoid the large, spilling breakers. You do this by either reaching off past a building crest before it breaks where it can catch the boat, or by luffing sharply into the wind to cross the crest before the worst of the beak. In this first image we have the boat working to windward with just a trysail, sheeted amidships, for maximum maneuverability when turning head to wind. The boat is sailed as close to the wind as possible in the crests, and then pulled off to leeward on the backsides of the waves. As there are no dangerous breakers forming here, in the troughs the boat continues to windward.
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UPWIND SAILING TECHNIQUE
Here is a situation where the wind is almost square to the waves, with no cross seas present. Of course, you still need to keep an eye out for combination waves or those coming at you from an angle to the wind. Periods like this are not unusual, even when most of the time the waves are more confused. In this case, we have the boat climbing the crest in the lower left corner, with its bow quite close to the wind. The crew will be watching carefully to make sure the wave doesn’t begin to form a large breaker on top. On the back side of the wave the bow is pulled off to leeward. They close-reach across the trough, trying to put as much distance as possible between themselves and the large sea which is forming up in the upper left side. This could become a dangerous breaker, and by reaching off for speed they reduce the risks of being caught.
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UPWIND SAILING TECHNIQUE
The port tack boat at the bottom of this image is working its way towards the looming wave crest. It is reaching off in an effort to cross before the wave breaks. The only alternative is to luff up quickly and put the bow through the crest at as straight an angle as possible. The boat taking the upper track, on starboard tack, will be concerned with the building crest shown abeam of the second boat from the right. However, off to port is a patch of smoother-looking sea. They’re reaching off in that direction, before heading up to cross just to windward of a wave that is beginning to peak at the third boat’s position.
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MOTORSAILING TO WEATHER
Just as there is a favored tack versus the waves for beating or heaving to, the same applies when motorsailing. In the left drawing, the boat is motorsailing at 20 degrees apparent wind. Because of the veer in the waves relative to the wind, this has them directly on the bow, the safest angle to take breaking crests. The opposite tack (right drawing) has the waves at a wider angle. If they are not breaking, this will be more comfortable and easier on the crew, as when angled like this the distance between crests is relatively longer.
MOTORSAILING TO WEATHER
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In many situations motorsailing may just be the ultimate storm tactic. Consider the advantages: ❏ Quickly variable speed control. ❏ Improved slowspeed rudder efficiency. ❏ The ability to take breaking crests at a tighter angle than is possible by sails alone. ❏ Possibility of eliminating the storm jib, which means you can sail closer to the wind without risk of getting caught aback. ❏ For vessels that are inefficient to windward it may be the only way to sail upwind in storm conditions.
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MOTORSAILING TO WEATHER
As with other storm sailing techniques, motorsailing to windward needs to be practiced in less severe conditions to learn the handling characteristics of your boat. Things to look for: ❏ Minimum controllable speeds in different wind and sea states. ❏ Correct sail combinations. Can you effectively use just trysail or deeply reefed main? ❏ Main/trysail sheeting position. How far to windward should the clew be for best results in the crests? ❏ Max heel angle before oil pressure drops to the potential damage range. ❏ Best steering techniques approaching a breaking sea, pushing through the crest, and then pulling off on the backside. ❏ How close can you sail to the eye of the wind without being caught aback? ❏ If you are caught aback, how quickly can you get back on to the proper tack?
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Typically just the mainsail or trysail is flown when motorsailing to weather. The sail stabilizes the boat, reduces rolling, and provides extra power for punching through the crests while allowing you to sail closer to the wind without stalling the keel. In the top drawing, we are flying a triple-reefed main. Note how the traveler is hiked to windward. If you can’t get enough angle on the traveler, try using a tackle from the end of the boom to the toerail. To flatten the mainsail to minimum draft, the halyard should be at max tension, the outhaul should be tight and the mast should be set up with as much bend as possible.
This technique actually works best with a trysail. By using both sheets to bridle the sail, the clew can be hiked to windward, as shown in the bottom drawing. The hollow edges and flat cut of the trysail mean you can sail closer to the wind than with the main, and will probably have less problems with flogging.
MOTORSAILING TO WEATHER
The best way to learn this technique is to practice active steering in moderate waves. What you learn this way will give you a head start in really severe conditions. In this image the boat is working its way through the crests, with trysail hiked to windward—on port tack. The bow takes the crests almost straight on, and then falls off on the back sides of the waves, and in the troughs between. Heading up on the crests accomplishes two objectives: one, it slows the boat down so it isn’t “launched” into the air off the wave backs. Two, if there’s a breaking crest, this is the safest attitude at which to take it.
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MOTORSAILING TO WEATHER
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Motorsailing checklist: ❏ Make sure engine is topped off with oil. ❏ Keep an eye on oil pressure. ❏ Use engine to help when pointing high in the crests. ❏ Back off on RPMs when off the wind to keep from accelerating too fast on the backsides of waves. ❏ Have mainsail or trysail tack hiked to windward if necessary to reduce luffing in crests.
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POR VIDA
Por Vida is a ketchrigged Westsail 43 with a displacement of around 18 tons (as compared to a design displacement of about 16 tons). She is powered with a Perkins 4-236 turning a 3-to-1 reduction gear V-drive. The p ro p i s a 2 2 - i n c h (558mm) Max feathering prop, with 20 inches (508mm) of pitch. T h e y a r e o v e rpropped and cannot not use the engine to its full RPM. However, for a Maxi prop this may actually be a good pitch ratio (see Offshore Cruising Encyclopedia page 753 for more data on the use of maxi feathering props). They generally power at 1,600-1,800 RPM. Their autopilot consists of Cetrek cont r o l s , a Wa g n e r PV140 pump with a Kobelt 30-cubic-inch hydraulic ram connected directly to the quadrant. The maximum design output was calculated around 1200 foot pounds.
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Skip Elias’s comments on rig and tactics: “I don’t think it would have made a d i ff e re n c e ( i f w e were a sloop instead of a ketch). The point was, with a centered, very flat sail, we could stay off the wind just enough to keep the boat heeled to one side for comfort. “With our rig, we cannot reef the mizzen, so that was not an option. Another consideration is that, in such high winds, any sails used should be very heavy, very flat. “The trysail was only used to stabilize us. We wanted to stay as close to the wind as possible. “Keep a storm trysail on deck and rigged at all times. A main with two reefs is not of much use above 40 knots. “We had a parachute anchor, but it was too rough to go on deck to deploy it. “Any chafe-prone gear (drogue or parachute anchor) should be attached to the boat with chain or multiple (rope) elements. “We needed bigger cockpit drains and will be better prepared below for the possibility of a roll (in the future).”
357
Richard Bennett
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Picking the right speed to run is very much a function of boat design and sea conditions. Here we have 50 knots of wind, gusting higher, and a modern light-displacement boat sailing with boatspeed in the teens. You can see by their wake that they are actually sailing faster than the waves. Once you are close to wave speed, their negative effect on your progress and safety is much reduced.
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Stock Newport
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Sailing on a broad reach under trysail and storm jib. The trysail is a Hood radial panel sail rather than a crosscut design. It is blowing in the 50-knot range, and seas are 20 to 30 feet (6 to 9m).
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The period immediately after the passing of a storm is potentially the most dangerous. The seas remain rough after the wind has gone; in fact, shorn of wind pressure, they quickly become unstable and more liable to break. Your boatspeed drops and the crew relaxes, happy the storm has passed. Now sail must quickly be set to keep up boatspeed. It will be several hours before the seas settle down.
359
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Windspeed complicates decisions about what canvas to carry. If the wind w e re c o n s t a n t i n angle and velocity, the boat could be trimmed for the chosen speed. But the wind is constantly changing, and it is the lulls that are the most dangerous. Boatspeed drops, you lose steering control, and your ability to react ahead of a breaking sea—to steer out of the way of a crest—is compromised. As a result, in many situations it is safer to carry a bit too much sail than too little. Adequate speed must be maintained for good steering at all times. Another issue in really big seas is the lull effect in the troughs. Enough speed needs to be maintained in the trough for steering control. Having the right amount of canvas in the trough will likely mean you are over-canvassed on the crest—but this is usually the lesser of the evils. As the windspeed is going to vary throughout a given storm, the crew should remain alert to the sail area needs of the boat.
360
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Four approaches to running off are shown here. Upper right, head up to around 150 degrees apparent wind angle so that the headsail and trysail will fill. The upper left approach is to run with just a deeply reefed main, prevented to the bow. The bottom left is to use a reaching strut as a whisker pole for the storm jib. The bottom right has the storm jib hard amidships and running square before the wind.
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RUNNING OFF
The images on this and the opposite page show different ways of dealing with deep troughs (and waves with very steep faces). The key factor is to maintain good steering control, and not accelerate too rapidly on the downhill side of the wave, until you know what is waiting for you. The boat on the left is going through a relatively calm spot on the wave, so they can tell from the backside of the wave that there won’t be a surprise waiting for them as they come over the top. The boat on the right heads straight over a crest, accelerates down the wave face, and stuffs its bow. The crest coming along under the stern will then probably rotate the boat and knock it down, or complete the pitchpole. If caught in this situation the only option is usually to try and head up before stuffing the bow, and then pull the bow back downwind before the boat rotates too far into the wind.
362
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Here is a different perspective on the wave, this time looking from the back side. If you are actively steering the boat, the biggest risks will be at night when it is more difficult to see the troughs. During the day, it is often possible to head up on the wave face before dropping into the “hole” and thus avoid stuffing the bow. In this image the boat is moving from right to left across the page. The middle boat is moving fast in the trough and heads up on the backside of the wave to slow down before dropping over the crest. On some of the more aggressively sailed Whitbread boats, there is a technique of controlled broaching down the faces of big waves at night. By rolling the boat up on its side, and sliding down the wave face, the risk of sticking the bow into the bottom of a steep trough is reduced substantially. This procedure is not for the faint of heart.
363
Rick Tomlinson
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Stock Newport
Sailors in the Whitbread Around-the-World Race have taken the art of downwind sailing at speed to neverbefore-seen levels. They routinely press these yachts with spinnakers in gale-force winds and big breaking seas—and sometimes they crash. It is usually the troughs that catch them. In the top shot the women on EF Language are about to overrun a wave crest. The interesting question is always, “What’s on the other side?” Below, another Whitbread boat is smoking downhill. Check out the back of the crest ahead. They will have their nose deep into it unless the helmsman heads up 15 or 20 degrees. This will take fast action by the spinnaker trimmers, unless the sail is overtrimmed—but by this stage in the race, in the Southern Ocean, they are used to this.
364
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We don’t want to over-do this issue of not going excessively fast down the wave faces, but it is an important concept. Here’s a last look at this technique, with the boat moving from the top of the page towards the bottom. The top boat heads up as it climbs the crest to slow down. As it comes over the crest it then heads back off the wind, once the person steering is sure of the wave shape. The third and fourth positions show the boat heading back into the wind 30 degrees or so as it climbs the back of the wave—once again to slow forward progress.
365
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Let’s switch gears now and slow the boat down relative to the wave speed. These are heavier, slower boats, or boats towing some form of drogue device so that they are going much slower. The risk of broaching out of control on a steep wave face or into a deep trough is reduced. However, these boats have to worry about having enough steering control to maintain proper angle to the waves. The boat at the bottom of the image, in the foreground, is heading up 20 degrees or so to accelerate so it has enough boatspeed for good steering. This way, when the crest overtakes it, as shown with the top boat, the helmsman has the boat lined up square to the wave face. If they did not head up to start the process, the boat might be going too slow for positive steering, in which case they might end up at an angle to the overtaking crest.
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Here is the same scenario, only this time the seas are much bigger and more of them are breaking. The waves are overtaking the boat at the bottom of the page. It has a small crest passing under the stern in the bottom position. It then heads up slightly to maintain enough speed in the trough (middle position). In the top position the helmsman sees, hears, or feels—or a crewmember calls the crest building beyond them (just under the wind arrow) and lines up the boat at right angles to it while still in the trough. In survival conditions, the key point is having the boat’s axis aligned at right angles to the wave. It reduces the chance of the wave grabbing the stern quarter and rotating it around, starting a broach or roll.
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Cross seas in troughs: ❏ It is not at all unusual to find a cross sea or swell from either the lee or weather side at the bottom of the wave. ❏ These cross seas can give you an uncomfortable smack, and send lots of water cascading down the deck. They can also spin the boat around at inopportune times. ❏ As the boat is steering down the wave face and into the trough, it’s usually possible to avoid cross seas or take them at an angle to mitigate their impact—typically as close to straight-on as possible. ❏ If the sea is breaking, and behind or on the quarter, it generally works to align the boat temporarily with the c ro s s s e a . T h e n , once it has passed, resume steering for the primary breaking waves.
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Here are two views of running off on opposite jibes in the same wave system. These are post-frontal waves, so there is a substantial cross sea. Wind strength is in the 60- to 75-knot range. The same rules apply here as when beating and heaving to. You need to pick the tack which puts you at the best angle to the most dangerous waves. Running off like this you want your stern to the worst waves and the other wave systems to leeward. In the top image the boat is on starboard jibe, which means they must head up to avoid the breaking crest to the right. They will not have time to head off as too much change in course is required to get the wave onto the stern. The odds are that heading off would allow the wave to catch them on the quarter. The best course here would be to quickly luff to windward and try to take the crest on the bow quarter. In the bottom image, the boat is on port jibe. There is more flexibility with this tack so that the breaking sea in the upper left can be taken on the stern by heading up, just a hair. The next issue will be the wave in the foreground, to the right. If this begins to break, the boat will have to bear off quickly downwind or luff up. However, this is a secondary sea. The other series crossing from the southwest are far more dangerous at this point in the storm.
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If there are several experienced crew who can take the helm during adverse conditions, this opens up the possibility of being more aggressive in your tactics. If there is a shortage of capable helmsmen, then the less experienced crew should be on deck during the moderate parts of the storm, allowing those who will be needed later to conserve their energy.
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When boats get into trouble running it is usually after a frontal passage. ❏ The wind shifts abruptly, and a new set of wind waves now crosses the older wave system at 90 degrees or more. ❏ Rather than having predictable waves to deal with from one direction, there are now random events where waves may combine into strange peaks, and come from acute angles to the boat’s heading. ❏ Aside from the wind quitting suddenly, this is the most dangerous period in the storm—the point at w h i c h t h e c re w needs to take the most care, and carry the right amount of sail area.
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Using the engine for steering control: ❏ If steering is difficult, if it is hard to deal with the balance in sail area between lulls and gusts, or if the wind has suddenly dropped, it often makes sense to use the engine along with sails to maintain proper boatspeed. ❏ Prop thrust over the rudder also helps steering control at slower speeds. ❏ Obviously, the same safety factors discussed starting on page 351 apply here as well. Using the engine to slow down: At some point you may find you have too much speed and need to slow down. Towing warps or drogues (discussed in detail starting on page 421) will reduce boatspeed but have the inherent problem of being relatively fixed. It sometimes makes sense to run the engine in reverse as an overall means of slowing progress. This gives you the ability to allow boatspeed to increase quickly when a lull threatens. However, the coupling between the transmission and prop shaft must have a very positive connection. A tapered shaft coupling with a small key and a couple of pressure bolts may not be up to the task. Split couplings, on the other hand, which can take the same load in forward or reverse, will do fine.
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Choosing the correct speed at which to run is very much a yacht-specific issue. Many modern yachts steer so well at high speed that the faster you go (as long as there are not big troughs in which to fall), the safer you are, and the easier the boat is to handle. Other, heavier designs, must be kept at displacement speeds. In the photo above it is blowing at least 50 knots, gusting higher. These sailors are having a wonderful ride, sailing square with the waves 4 to 6 knots faster than the waves are moving.
Stock Newport
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The better steering control you have, the faster you can go; and the faster you go, the safer you will be in most situations (but not all). The ultimate expression of this approach is found in the BOC and Whitbread boats. These yachts are designed to sail faster than the waves under full control. This means that you have the option of picking where to steer, and what to avoid in terms of waves. It also means the waves have less chance to bang the aft sections of the hull, sending you into a broach. On the other hand, you have to take more care with cross seas. If they are a potential problem, or if the seas are extremely steep, the boat must be slowed down.
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Richard Bennett
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As you start coming up from a run towards a broad reach, steering becomes more difficult. The waves are pushing the stern to leeward as they pass, trying to round you up into a broach. As the boat heads closer into the wind, apparent wind goes forward and builds rapidly, which in turn heels the boat. The heel angle increases the tendency to round up. When you are on the edge, as with the yacht in this photo, it take very quick reflexes on the helm to react ahead of the sea and wind, so that the helm does not get a chance to load up. It would help here to reduce sail, or sail a lower course.
Working big waves at speed: ❏ Head up to accelerate in lulls or as crest approaches. ❏ Listen for the crest, or sense the lift of the stern at night when you cannot see the waves. ❏ Head off as the boat begins to accelerate. ❏ Before the bottom of the trough pull up 15 to 30 degrees to avoid burying the bow.
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Richard Bennett
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Take a close look at the sea state in this image. There is a significant cross sea coming from the left (arrow). These are going to make things wet, and occasionally uncomfortable, but in this level of sea—about 8 to 12 feet (2.5 to 4m)—there’s little to worry about for a well-found vessel.
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Jibing in heavy going is always an interesting experience. Success depends very much on picking the right point in the wave sequence. Ideally, you will have the boat well accelerated, going down a wave face as the main boom comes across. This reduces apparent wind loads, lessens the chances of breaking something, and provides extra time before you lose steering control. However, in some situations, it may be safer to head up and tack through the eye of the wind, rather than risk losing control and broaching.
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Richard Bennett
This is the same vessel as shown two pages earlier. The camera angle is different, and the sea state is more readily apparent. Note the crossing crest (lower arrow) and the breaking crest behind it (upper arrow). Even though this yacht is shortened down to storm jib and triplereefed main, she is still moving along at almost wave speed. With fin keel, spade rudder, and light displacement, she can surf off ahead of the waves with ease, as long as she doesn’t get caught by a large cross sea or dropped into a trough.
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Here we have a medium-performance design that is capable of surfing the waves, but not running at wave speed without a kick from gravity on the wave faces. This type of design will accelerate more slowly than a light-displacement, higher-performance vessel. This means less risk of flying off into a trough if a steep crest isn’t played correctly. However, it also typically means less maneuverability (and less ability to accelerate out of the way of danger), so more anticipation on the part of the crew is required. The key feature in this image is the large crest in the lower left corner. There’s a steep, overhanging face and a deep trough. If you go “over the falls,” as surfers call it, a pitchpole or broach and roll may result. So the helmsman heads up on the back of the crest to bleed off some speed, allowing the crest to pass along under the boat and away (downwind) from them while it is breaking.
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Here a much slower boat is being overtaken by the waves. The key issue is making sure to be properly aligned with the waves as they roll past—stern just off of a right angle. In the upper part of the image (second boat from the top) there is a crossing peaked crest. The boat will need to be headed momentarily upwind on a reach to bring this crest onto the stern. Because this boat is flying only a trysail, she will rotate much more quickly into the wind than with a storm jib forward.
379
REACHING IN HEAVY AIR
REACHING IN HEAVY AIR
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Stock Newport
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REACHING IN HEAVY AIR
Here are two views of a path through a series of breaking seas. The boats are shown starting from a position far away from the crests on the left side of the image, and then reaching down for speed to cross the area where the crest is likely to break. They both then head up across a relative smooth patch between crests, before resuming their reach down and across the backside of the waves just crossed.
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REACHING IN HEAVY AIR
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Stock Newport
Be aware of your situation: The decision to reach off for the apparent shelter of shore or to get out of the weather or waves carries with it significant risks. The decision will be based in large part on what you expect the weather to do. If you have an accurate feel for this, then the decision-making process becomes far easier. If the odds favor significant deterioration in the local weather, then reaching off now, while it is still an option, may be the most conservative thing to do. On the other hand, if the weather is stable and the boat is dealing with the seas, you are probably better off staying put. All of this bespeaks the necessity for a good handle on the weather, so you can evaluate what the forecasts are saying and make an educated guess about what is to come.
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This schooner is shortened down, keeping her heel angle modest in this fresh gale. By reducing heel, you improve steering response.
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REACHING IN HEAVY AIR
This is a trickier situation, with two breaking crests to be dealt with (shown by the black arrows). There are three options. First, run off and present your stern to the waves, which is almost always difficult to accomplish from a reach as few boats have the ability to head downwind this fast, and the acceleration could end up causing you to stuff your bow. Second, reach off just a bit and try to get past the crest before you are caught. Third, which you see here, is heading into the crest to take it on the bow. If using this tactic, the sails should be set up to allow you to turn into the wind quickly. This means weather helm—more sail area in the main or trysail than in the storm jib, and the storm jib set aft on a cutter stay, not on the headstay.
383
LYING AHULL
LYING AHULL
If conditions are such that you feel lying ahull may be a safe compromise: ❏ Keep a wary eye out on the development of the storm and its seas. ❏ You will want to change tactics before waves start to break. ❏ If you wait until it seems dangerous, the same breakers that give you warning may also roll you over.
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When you are thinking about lying ahull consider the breaking waves you have seen throughout this book. If the waves are not breaking, then lying ahull is fine. If they are breaking, monohulls are asking for a rollover.
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LYING AHULL
Two more reasons why lying ahull in breaking seas is dangerous. Granted, these seas are huge, and it would be rare to find one this large sharing the same patch of ocean with you; but even a 10foot (3m) breaking sea has the power to knock you down, if it catches you in the wrong attitude.
385
MULTIHULLS IN HEAVY WEATHER
MULTIHULLS IN HEAVY WEATHER
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Erik has designed over 200 yachts, split evenly between monohulls and multihulls. Between 1976 and 1991, he sailed 5,000 to 10,000 miles a year. Now he spends more time with his family, but still goes offshore during sea trials to test his new designs.
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Erik LeRouge
ERIK LEROUGE
Erik LeRouge
ERIK LEROUGE P KLJK :HVWHUO\ VZHOO IURPWKHSUHYLRXV GD\ DQG VHD EXLOGLQJXSIURP WKH QRUWK ZLWK WKH ZLQGVKLIW 2FFDVLRQDO IRRW P EUHDN LQJZDYHV2QHRI WKHVHWDNHVXVRQ WKHEHDP,ZDV FURVVLQJ WKH VDORRQWKHQIOHZ DFURVVLWWRODQG LQVLGHWKHKDQJ LQJ ORFNHU ZKLFK , WKRXJKW ZDVWRRVPDOOIRU PHDWOHDVWRQ WKH SODQV 7KH KHOPVPDQEHQWWKH VWHHULQJ ZKHHO EHIRUH UHDFKLQJ WKH OLIHOLQHV ZKLOH WKH RWKHU Freydis in more pleasant sailing conditions. FUHZRQGHFNZDV ZUDSSHGDURXQGWKHPDLQVKHHW $SSDUHQWZLQGVSHHGVRPHWLPHVH[FHHGNQRWVDQGDIHZVXUIV WRSNQRWVDYHUDJLQJNQRWV²DZIXOQRLVHDQGWKHFURVVVHD VKDNLQJXVWHUULEO\7KHPDLQWKLQJLQWKHVHFRQGLWLRQVLVWR ILQGWKHDGHTXDWHVSHHGIRUWKHVORSHRIWKHVZHOO WRRIDVWDQG ZHGLJLQWRWKHZDYHVZKLFKZHRYHUWDNHWRRVORZDQGZHDUH SRRSHGE\WKHEUHDNLQJZDYHV7KHMLEUROOHULVJUHDWO\XVHGWR LQFUHDVHVSHHGEHWZHHQWKHVTXDOOV /D&RURQDLVOHIWEHKLQGDQGWZRGD\VDIWHUWKHVWDUWWKHZLQG GURSVWRNQRWVDQGWKHGRXEOHUHHIHGPDLQVDLOLVVHW7KH PD[L\DFKW$WODQWLF3ULYDWHHUFRQILUPVRQ9+)WKDWLWZDVJXVW LQJWRNQRWV /LIHVWDUWVDJDLQ²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
Erik LeRouge: ❏ Never steer dead downwind. For best stability, steer with an angle to the waves. This lets you choose where the breakers are not so bad. ❏ I prefer to run as long as there is sea room. ❏ When sailing with an angle to the wind and waves, you can escape from a bad gust by bearing off with boatspeed. ❏ It is important to keep speed under control, so bear off when there is too much, and luff to keep it up. ❏ The danger when under bare poles is to be without wind at the bottom of the wave and get caught again by the wave. ❏ If you are going too slow there is a danger from broaching for the same reason. ❏ I would only consider a parachute anchor if there is no other choice due to lack of searoom. I would use it from one bow only to get maximum diagonal stability—the bridle could allow adjustment of the angle.
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ERIK LEROUGE “I had plans in case things got a lot worse. Fix the mast so it’s not rotated and run under bare poles. Pull all heavy weights back onto the aft beam. Tow warps. However, I felt we were not at the limit of Freydis and could cope with a lot more. “It is essential to have a rig which allows you to reef the main downwind. “I have never used a drogue and am skeptical. Safety comes from keeping the boat to the design weight and going fast. “A Catana 44 with exhausted and panicked crew rigged a para anchor from the bows and forebeam with a bridle and 490 feet (150m) of rope and went inside. They reported 70-knot gusts. The boat was capsized backward, bow over stern, possibly due to lack of stern buoyancy. It was a bad storm and a 52-foot (16m) cold-molded (timber) monohull cruiser/racer was smashed by the waves and sank in minutes. Other monohulls were capsized or dismasted.”
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Stock Newport
MULTIHULL ISSUES
The 80-foot (24.5m) catamaran Enza at the finish of her circumnavigation. The winds are storm force and above, seas are short and breaking. This is a huge, powerful multihull, being sailed by some of the best seamen on the planet. Note the tiny storm jib set on the cutter stay. Enza is also towing all of the extra rope and chain they have aboard to try to slow progress.
MULTIHULL ISSUES
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Multihulls have huge initial stability, but once heeled to past 70 degrees or so the stability begins to drop rapidly—which is why it is important to keep them sailing upright!
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MULTIHULL ISSUES AWS 16 AWA 180 A p p a re n t w i n d force builds rapidly as you turn from a run to a re a c h . K e e p i n mind that wind energy goes up with the square of velocity, so small increases in angle or windspeed generate huge increases in overturning force. The sequence of numbers with each of these drawings is for 28 knots true windspeed. The apparent windspeed (AWS) and apparent wind angle (AWA) are shown with associated values. The comp a s s ro s e i n d i cates the heading relative to the wind for each boat. This data would be accurate for a high-performance cruising multihull.
AWS 19 AWA 92
AWS 31 AWA 60
AWS 36 AWA 38
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MULTIHULL ISSUES
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MULTIHULL ISSUES
Going straight down a wave fast in a monohull can lead to a broach and maybe a knockdown—even though stuffing the bow and pitchpoling is a very rare event. However, the relative fineness of multihull bows, combined with the speed at which they can accelerate, makes the risk of stuffing the bow and pitchpoling or rotating into a capsize is much higher. Thus more care should be taken in maintaining the appropriate angle at which to descend the wave face. As shown here, the wind and/or wave should be on the diagonal, across the hulls so stability is at a maximum, and you have steering options left if the situation begins to get out of hand.
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MULTIHULL ISSUES
In this image we have a trimaran picking its way downwind: Heading up a bit on the crests to slow down, and then sailing at a lower, faster angle in the troughs (unless speed was required for maneuverability, in which case you would head up to a very broad reach to accelerate). As the boat comes over the crest, it heads up to keep the wind and waves on the diagonal, as you can see with the boat in the foreground.
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Stock Newport
MULTIHULL ISSUES
Two more images of Enza. In the first photo on page 389 conditions didn’t look that bad. But check out the sea she has just dug her nose into (top photo). If she was up to even moderate speeds (by her standards) in these conditions—20 knots—she’d be in big trouble here. If you look closely at the lower photo, you can just make out one of the warps being towed in a bight between the two transoms (arrows).
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MULTIHULL ISSUES
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Given the conditions in this photo, in most situations you would not be sailing upwind in a multihull, according to most of the experts. However, this might be the quickest way out of the storm (as opposed to running in the same direction as the storm system) or there might be navigational constraints such as a shoal or headland. In any event, this takes very careful work on the helm so that you do not find yourself at too wide an angle where the wind or seas might overpower your stability. Speed is kept to the minimum necessary for good steering control while wave and wind angle are kept close to the nose by pinching—sailing as close to the wind as possible.
395
MULTIHULL ISSUES
Head up
Ease sheets!
Head down Multihull sailors have a wonderful term—”zone of death”—to refer to the sailing angle where they cannot head up or down when hit by a puff. The only action that can be taken to relieve heel is easing the sheets. Otherwise, when broad reaching and the boat starts to load up, you head down. When close reaching and the boat begins to heel, you head up. The actual angles at which you head up or down will vary with wind and sea state, and, of course, boat design. The faster the boat accelerates (the lighter and more highly powered it is) the wider the zone of death. Steering control, which varies with design and between cats and tris, also figures into this equation.
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MULTIHULL ISSUES
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Designer and offshore sailor Angelo Lavaranos on multihull tactics: “Cats need to be slowed down sailing upwind when the risk exists for ramping off the waves. This is accomplished by reducing sail and sailing closer to the wind (except when cresting the waves at which point the boat should be headed off a bit). “On cruisers with engines an excellent tactic is to gently motorsail with the engine just ticking over. “If you have stub keels, you need to keep the boat powered up and moving fast so the keels lift— but then you are going too fast for the conditions. A dilemma. But motorsailing may help you avoid this.”
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MULTIHULL ISSUES
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When you talk to the professionals who race multihulls they will tell you that the ability of the boat to skid off to leeward as it is impacted by a breaking crest is a critical factor in riding out big storms. This ability is a function of the type of appendages, and the weight of the boat, and to a degree if it is a cat or tri. The lighter the boat, the less hull in the water, and the more easily it will skid. Rounder hulls do a better job of skidding than V- shaped hulls. And boats that can fully retract their dagger- or centerboards are better off than boats with fixed keels. Trimarans tend to dig in their leeward hull— but of course they have more lateral stability with which to play the game.
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This and subsequent photos Lindsay Turvey
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In the photo below Ramtha is powering slowly abeam of the seas. Her steering has failed and her course is being adjusted by varying engine thrust to the two separate propellers. It is blowing a steady 60 to 70 knots, gusting higher.
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MULTIHULL ISSUES In this photo the wind is coming from the right side of the page, and Ramtha is on the back side of a wave which has just passed underneath her hulls. You can see the backwash to the right of the port hull where the crest has given her a modest smack. This angle to the seas—abeam, is quite risky. If she is caught by a large breaking crest—and there are plenty of them out here, she’ll have a much higher probability of being capsized than if she were more end-on to the seas. On the opposite page the wind is still blowing from right to left. It is interesting to watch her action in these large seas. In the upper righthand photo, the bow has been pitched up by a small crest. Upper left, she is at a much safer angle to the waves as is the case in the middle right and lower left. Bottom right and she is beam-on, with a large crest off her stern—which has just missed her.
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Conditions similar to what we’ve just seen with Ramtha. Assuming you have good steering control and room to leeward, one of the suggested tactics is to run off with the wind on the diagonal across the hulls so that maximum stability is working for you. If you keep the wind on the quarter, you also have an escape route of heading down towards a run, should the windward hull begin to lift. In the image beside, the skipper is heading up to reduce speed as he climbs the waves; then he drops over the crest on the diagonal. In the middle of the trough he heads down to reduce the tendency to heel, which could have been caused by a wave slap, gust of wind, or a combination of the two. At the next crest (bottom of image) the boat is once again heading up to slow down as it climbs the crest.
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Here is the opposite approach—motorsailing slowly to weather, flying a trysail. This technique is the same as with a monohull. Maintain just enough boatspeed for steering control so you can weave your way around the crests. However, take care when heading off (whether due to steering or wave slap), as the boat will rapidly accelerate and could begin to lift a hull. In the middle of the image (second boat from the top), a cross sea has built up to a height of 6 or 8 feet (1.8 or 2.4m). The ideal tactic, if there is enough time, would be to head up into this sea—or at least get it on the diagonal.
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Stock Newport
POWERBOAT TACTICS
It doesn’t matter if you’re on a large ship or a little runabout, the issues of how you deal with the seas are constant—only the scale changes. Big ships use the same tactics as small yachts.
POWERBOAT TACTICS
A strong-displacement motorboat should be able to cope with most conditions. The main risk involved isn’t so much getting the driving of the boat wrong, but trying to avoid a situation where the boat might be damaged. Any damage can start you on the slippery slope to disaster because it has exposed a weakness in your boat which the waves will tend to exploit.
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POWERBOAT TACTICS
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POWERBOAT TACTICS
A key factor in the entire heavy-weather scenario is understanding weather. This is the most important skill needed to keep yourself out of trouble, as it usually leads to avoiding heavy conditions altogether. But even those who understand weather quite well will occasionally get caught, especially on long passages. When this happens, it is important to have a clear knowledge of what is causing the current weather pattern; how the time spent in heavy weather can be shortened; and how the effects can be lessened. As we’ve said before, sometimes a distance of as little as 30 or 40 miles can make the difference between a fresh gale and stormor hurricane-force winds. There are times when running will get you out of the weather soonest, while other times you want to be heading into the weather. Because your speed and course options rapidly deteriorate as the weather builds, evasive action needs to be taken early when you are first aware of an impending problem.
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Because many displacement boats have reduced freeboard amidships, with seas on the beam you also have the risk of seas breaking on board. Breaking seas can fill a cockpit or other deck openings, which makes your predicament worse. Naturally, there will come a time when operating in a beam sea is not the ideal way to go.
Most commercial vessels and the yachts intended for offshore work have their house set well back from the bow. This reduces the structure’s vulnerability to boarding seas. On many motor yachts, the location of the windshield forward and the substantial expanse of windows on the side will put them at risk in even a moderately breaking sea.
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POWERBOAT TACTICS
When the course to the closest haven is abeam of the seas, and the waves are only occasionally breaking, you can run at speed in the troughs, working your way around and/or through the crests. The technique is a function of the speed of your vessel, how quickly she responds to throttles and helm, and the danger of the seas beginning to break. In the image above, the top boat is taking a course across the wave crest, just before the break. If they were late heading up, so that the crest was about to catch them, it would be extremely important to get the bow into the wave. However, before the crest, as shown here, they can cross at an angle, which softens the drop on the back side of the wave. The lower boat is working the trough, and is going to try to cross below the crest. This is a more dangerous course of action as they are more vulnerable if caught beam-on. Also, the boat’s own wake may start an otherwise stable crest to break. These breaks are typically astern. However, in some waves the wake can precipitate a breaking crest, which reaches out ahead of the boat.
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POWERBOAT TACTICS
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A good way to get a feel for these techniques is to go out and practice on moderate days like the one shown above. It is blowing 25 to 30, and the waves are moderate—just right to learn when to head up and when to head down. When passaging with a beam sea, you will often see the waves approaching on the aft quarter and starting to break. You may think yourself very lucky that you keep missing these breaking waves. However, they are caused by the wash of the boat combining with the approaching wave. This creates an unstable sea, which breaks when it would not have done so otherwise.
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POWERBOAT TACTICS Even in moderate breaking seas, you can make life much more comfortable on board by avoiding the largest of the waves and steering around the uncomfortablelooking crests. However, once the seas start to break, the stakes become higher, and you have to be much more cautious. Steering calls for careful concentration.
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Running downwind, you want to keep your stern square to the seas. Also, if you have enough boatspeed, watch for soft spots—areas where the crest is smaller than others—to head downwind. If you are moving at displacement speed, the only steering option is to work at staying perpendicular to the waves.
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POWERBOAT TACTICS
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An average opensea wave will be travelling at somewhere between two and three times the speed of a displacement boat, so it will take some time to pass the boat. When the crest of the wave approaches the stern, the face is the steepest part and the bow will be pointing downwards towards the trough. In this position, gravity will exert a downward pull on the boat, which combines with the thrust from the propeller into increased forward motion. When the boat is on the back of the wave with the bow pointing upwards, it is, for all intents and purposes, going uphill and the speed will be correspondingly reduced. These involuntary increases and decreases in speed can be controlled to a degree by opening and closing the throttle as the circumstances dictate. However, the effectiveness of working the throttles depends on the response time of the boat to her prop.
411
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Broaching in powerboats is typically started where the bow digs in; the stern is pivoted around by a wave astern and by the momentum of the boat itself. In these three images, we start at the top with the boat running downhill. In the middle image the bow catches and digs in, and the boat begins to pivot. At this point there is little that can be done to recover. In the third image the boat has now rotated 60 degrees or so and is abeam to the oncoming crest. This is the point at which you find out how well the boat is built, if the glazing is sound, and if there is an adequate positive range of stability.
412
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POWERBOAT TACTICS
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One problem found on many boats when operating in a following sea is that the visibility astern is not as good as it might be.
Changing tactics: ❏ It is important not to get locked into any specific tactic, speed, or steering technique. ❏ Stay alert for changes in wind and sea state. ❏ Keep track of current, and any sea bottom characteristics that could cause the waves to break. ❏ Maintain a close watch on the weather. ❏ If conditions do change, be flexible in your approach. If you are reaching or running, the time may come when the safest tactic is heading into the seas. ❏ The safest approach is to change tactics before you are forced to.
413
Rick Tomlinson
POWERBOAT TACTICS
The Aldernay, a UK lifeboat in action. These vessels are designed to go out in the worst imaginable conditions and bring their crews and rescued personnel back safely. They are capable of a complete rollover, as the buoyancy of the superstructure rights them quickly.
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Matching the speed to the conditions is the secret of operating in head seas, as long as the waves have a normal shape and a wave length, which allows the boat to operate without undue change in attitude.
414
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Stock Newport
POWERBOAT TACTICS
Clouds of spray look sexy in a photo, but are indicative of a boat being driven too fast into the seas—especially in moderate conditions like these. The spray makes it impossible to see the next wave, not to mention any traffic that may be in the area.
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The safe minimum speed to maintain steerage will vary from boat to boat. It’s unlikely to be less than 3 knots, and will be more on a craft with a small rudder.
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Dag Pike
POWERBOAT TACTICS
With a big sea like this (above) coming at the bow, you will want to work the throttles with care. Accelerate at the beginning of the wave face to lift the bow and generate e n e rg y t o p u n c h through the crest. As the bow starts to dig into the crest, back off on the power to ease the bow through and down the backside.
416
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Dag Pike
POWERBOAT TACTICS
Another spectacular photo of a planing hull going too fast for the conditions—even if it is a race boat.
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Dag Pike
POWERBOAT TACTICS
If you look carefully at the photo, under the arrow, you’ll find a small yacht heading into these breaking seas—not for the faint of heart! Most planing hulls are equipped with trim tabs. These can be worked to advantage on many occasions. ❏ When running, maintain an upward bias on the tabs to keep the bow riding high. This helps to prevent the bow from burying into the backside of the sea you are overtaking. ❏ When heading into the seas, maintain positive (down) trim to keep the bow from riding too high. Avoid excessive bow-high attitude as it will lead to more pounding.
418
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419
The entire issue of sea anchors and drogues in heavy weather comes down to the question of how you deal with breaking seas. While there are many variables, the one thing we can agree on is that being beam-on to the seas—or even at a 60-degree angle—is far more dangerous than having one or the other end of the boat pointed into the waves. Whether this end-on attitude is best achieved by sailing, or with a drogue off the stern or parachute anchor off the bow is the matter of some debate, which we will investigate in detail. However, we would like you to keep in mind throughout the following discussion the fact that in many situations there comes a time when it is safer to have the boat moving—with the rudder under control so you can work the waves—than to be passively tied to some form of sea anchor or drogue.
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SLOW DOWN OR STOP?
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Engine exhaust considerations: Any time you’re sailing with a following sea, there is risk of a wave slap on the transom forcing water through the exhaust system and into the engine. Add a drag device of some sort off the transom and that risk increases by an order of magnitude. Even with a high loop, muffler, and Aqua Lift, it is still possible for water to get into the engine. On our Sundeer prototype, we had an exhaust loop which reached 5 feet (1.5m) above the waterline, along with a muffler and Aqua Lift. We had been running at high speed down the Oregon coast in a fresh gale when the wind suddenly shut off. Without speed, we were popped on the stern by a couple of overtaking waves. The result was an engine full of sea water. The answer to this problem is a valve in the exhaust line, placed on the downward slope of the exhaust loop. If the exhaust exits anywhere near to horizontal, where a flapper valve will work, this automatically keeps out breaking seas in most conditions. But to be truly safe, you need to have a valve—and shut it tight.
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Whether you are in a monohull or multihull sailboat, or a motor vessel, the same issues affect which type of drogue or parachute system suits your needs best. Hull shape; how the boat lies at anchor (from which you can infer how she will lie to a para-anchor); steering system; and the position of the cockpit and companionway entrance all should be taken into account. Do not assume that what works for another vessel will work for you, unless you have relatively similar designs.
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Here is a view looking down at the top of a skegmounted rudder. With the force of the water on the trailing edge of the rudder, the load build-up as the rudder turns is enormous. Couple this with the acceleration forces as the boat is shoved rapidly astern, and you can see why this is a potential problem when hanging by the bow.
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When the boat is shoved aft by a sea, the rudder is loaded in reverse of the direction for which it is designed. Instead of pivoting on its hinge point or points, with the load in tension, there is suddenly a bending load of huge proportions. The more rudder area aft of the hinge point, the greater the loading.
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Consider the loading on a keel-hung rudder (above). When the boat goes in reverse 100 percent of the rudder area is developing a bending force, which the rudder shaft and hinges must handle. The shaft, running down the leading edge of the keel, is quite small in diameter and is not engineered to take any bending loads. The skeg--mounted rudder (below) fairs a little better. Its aft end is somewhat offset by the small area projected forward of the skeg, and the rudder shaft itself is likely to be larger relative to the size of the rudder and forces involved, than is the case with the keel-mounted rudder.
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A balanced spade rudder when making sternway is much stronger than other types. First, you have a balance area ahead of the rudder post of 14 to 18 percent of the total rudder area. This counter balances the forces acting to twist the rudder in reverse and also reduces the amount of rudder area aft of the rudder stock. The net result is a reduction in load of as much as 50 percent, compared to a keel-hung rudder. Now, take into account the rudder shaft, which is designed to take the full bending load of the rudder when the boat is making speed on a reach. Relative to the backwards loading when the boat is thrown aft, the loads on the shaft are not nearly as high in proportion to its strength as with skeg- or keelhung rudder systems. When spade rudder systems fail from the boat being thrown back it is typically not the rudder shaft but the quadrant, steering cylinder, steering cables, or the rudder stops that give way. Overall, our feeling is that this is the safest rudder with which to heave to.
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Understanding how wave particles rotate is necessary to properly use drogues and parachutes. The water itself does not actually travel. The energy in a wave is rotational (top drawing) and the particles rotate in an orbit relative to the wave crests. At the top of the wave they are moving downwind with the wave, while under the wave they are continuing the rotation upwind. On the downwind side of the wave face the particles are headed downhill, while on the upwind back of the wave they are headed up. This rotation carries on through the trough and up the next crest in a series of orbital motions. In the middle drawings you have a boat hove to with a parachute or drogue, with the drag device in the trough 1/2 (or 1 1/2) wave lengths away. The boat is in water particles that are rotating in the opposite direction to that in which the boat lies. The result is a load surging as the boat and drag device oscillate back and forth. In the bottom drawing you have the correct relationship; the drag device is a full wave length (or two) away from the boat. This way they oscillate together and the rode stays tight.
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When towing drogues, the same logic and gear applies equally to power vessels and sailing yachts. In both cases drogues slow you down and offer the potential for better steering control. The bridle off the stern spreads the load and, if evenly adjusted, keeps the boat stern to the rode.
DROGUES
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Top photo: A simple yet robust canvas drogue of the “traditional” style. Note the turbulence when it is towed at 4 knots. These drogues work well in moderate conditions, but when used in large breaking seas they sometimes fail structurally, or collapse in the cyclic motion of the wave itself. Right photo: The drogue is attached with an old Dacron sheet. It would be better to use heavy nylon for shock absorbing. A splice is preferred over a bowline as it does not reduce the strength of the rope. If a bowline is used for connection, the end should be seized (sewn) so it cannot unravel if the drogue is vibrating or pulsing.
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Both photos Kim Taylor
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All photos John Neal
DROGUES
John Neal shows off the Galerider that he is about to test in the South Pacific. This is an extremely strong approach to the problem of slowing the boat down—probably capable of taking just about any load. The concept is to reduce boatspeed substantially, so that broaching is not a major risk, while still allowing enough speed for a moderate degree of steering control. On a boat like John’s Mahina Tiare, a Halberg Rassey 46, the Galerider will slow their speed from 8.5 knots to 4 knots or so. Notice the eye splice and thimble at the bitter end of the rode. The thimble is important for chafe protection against the shackle of the Galerider. John feels you can also use the Galerider as an aid in crew-overboard recovery (upper right photo).
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Neil Attenborough
These photos and drawings show Neil Attenborough’s sea drogue. A stainless steel weldment, the sea drogue depends upon a series of vanes operating at an angle of attack relative to the water to create drag. The concept is much like a hydrofoil. The faster the boat goes, the more load the vanes generate and the deeper into the water the sea drogue digs itself. In the sketch above (from one of Neil’s brochures), you can see how it is supposed to work. As the boat accelerates with the oncoming wave, load is increased on the vanes—and they hold the stern down and back against the force of the wave. These units can also be used for steering (lower drawing and photo). The angle of attack is changed so the drogue does not dig as deep in the water, Then it is adjusted in one direction or the other at the stern quarters. We have not talked with anyone who has used these devices in heavy going, but Neil says they have been used by fishing vessels and motor lifeboats in the UK.
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The Australian “sea brake” (above) is a different approach to a conventional socktype drogue. The two halves of this device in theory create more turbulence at speed than a conventional unit, with less trouble from twisting and collapsing.
Para-Tech
An aerial view of a Para-Tech drogue in use at the stern of this sloop in the Santa Barbara Channel. Note the turbulence in the close-up shot (center, left). The boat is moving on a broad reach at about 2 to 3 knots in 25 to 30 knots of wind. In large seas you would want to have the drogue trailing much further behind the boat than shown here—ideally on the second wave back.
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Bights have the advantage of being easy to adjust; letting out more in stronger winds and bringing in line during lighter spells. However, the drag produced by this approach is far less than by shaped devices. Whatever the drag device being used, it is important that the rode be able to run freely without tangles when it is deployed. Speed of extraction will be high and the loads enormous. If something gets fouled, the odds of clearing the foul are not good—unless a knife is used. The bottom photo shows a West Marine rode storage bag. Your rode is flaked into the bag and then runs out cleanly. Remember to lead it clear of any deck gear and to tie off the bitter end.
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Both photos John Neal
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JORDAN SERIES DROGUE
Ace Sailmakers
The Jordan series drogue consists of numerous small elements, each of which contributes a modest amount of drag; the aggregate of which is an enormous braking power.
JORDAN SERIES DROGUE
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JORDAN SERIES DROGUE
Both photos Kim Taylor
A couple of close-up views of the cones. In the top photo you can see how these are made from light cloth, typically rip-stop nylon (spinnaker cloth). Webbing is sewn onto the cones, then worked into and through the rode itself (bottom detail). You can make one of these yourself, by ordering a kit from Ace Sailmakers; or obtain a completed Series Drogue.
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JORDAN SERIES DROGUE
Two views of how the Jordan series drogue works. The top drawing shows the cones bridled off the stern of the boat. As the boat accelerates forward on a wave face, the cones open up and quickly pull into line—aligning the stern with the sea. The lower drawing is a cross section showing how the series drogue hangs down in the troughs.
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PETER SANNE
PETER SANNE
If you have a boat with a strong stern and a midship cockpit, where a boarding sea is not going to cause problems (a good example would be a Peterson 44), the series drogue may be the ultimate weapon. This would also apply to flushdeck designs with horizontal companionways, where the sea does not have a direct shot at the wash boards (such as the early Swans). On the other hand many cruising catamarans, with their aft sliding doors, would be extremely vulnerable to a boarding sea from the stern— as would any modern racing or cruising yacht with an open transom. One of our concerns is about what happens in a frontal passage, when the wind and seas shift 90 degrees: “The drogue line is so long that it tends to take an average position to the wind and wave trains. The vessel, however, will align with the current wave it encounters. In other words, the vessel will align itself stern-to the wave that is passing under the hull.”
436
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PARACHUTE ANCHORS
PARACHUTE ANCHORS
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Freya questions: ❏ If Freya was lying to the parachute anchor more or less comfortably, what would cause the boat to get into a position where a knockdown or rollover was possible? ❏ Could the loads really be so high that they would break a piece of threestrand nylon that regularly tests above 16,000 pounds (7,256kg) in breaking strength? ❏ Is there anything that could have been done to make the system more effective?
437
PARACHUTE ANCHORS
When we asked Bruce about the motion below, and if he had noticed any shock loading or shearing he replied, “I don't recall any shudder in the boat but there was lots of pulling motion, hard to describe, like pulling back and moving ahead, akin to being on the end of a rubber band, sort of! The boat moved side to side, but it wasn't an uncomfortable motion.” Given the anecdotal evidence of other users it is probably safe to conclude that F re y a w a s i n d e e d shearing back and forth against her parachute anchor. Ralph Naranjo is a professor at the Naval Academy, as well as Technical Editor of Cruising World magazine. He also used to run a boatyard with a mooring field, so we decided to ask him what sort of mooring pennants he would have used for Freya when he was running his operation in Oyster Bay, New York. His reply is sobering. “Anything less than dual 1-inch (25.3mm) pennants would fail in short order.” Remember, Ralph is talking about a protected anchorage— not the open sea.
438
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We know that 3/4-inch (19mm) line is too small for this application (although that is what is recommended by all the parachute manufacturers). If you go up in size to 7/8inch (21mm), the breaking strength shoots up to 23,500 pounds (10,680kg). To what do you attach this? ❏ A single bow cleat on Freya would not be strong enough. No common windlass or cockpit winch would do the job either. ❏ The answer is a really strong sampson post, with a “moment connection” between the deck and a shelf below the deck by which you could literally lift the boat if required. ❏ The other approach—favored by commercial fishermen—is to use a rode of sufficient strength to withstand the cyclic loading, attached at the boat end to the anchor or anchor chain. The chain system then takes the termination load. This has the advantage of also reducing chafe as an issue.However, few (if any) windlasses will take the full breaking load of their chain, so it is important to have a well-built chain stopper to carry the load.
439
PARACHUTE ANCHORS
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If you are seriously thinking about a parachute anchor, it needs to be looked at as a total system. This includes the parachute itself, the connecting swivel, the rode, any float system; and attachment to the boat. Each part of the system needs to be matched to its job. To the extent that space or budget forces compromises, they must be made cautiously, so the crew understands the limits of the total system. While we’ve already stated that we feel a parachute anchor can make sense in some circumstances, its use is not without problems. In the small sampling, which we made for this book, we found over half the users experienced some form of difficulty— from jammed rudders to loss of the parachute, to some form of chafe or structural failure, to the inability to retrieve the anchor when conditions called for a change in tactics.
This photo shows a basic parachute system from Para-Tech. The bag in the lower righthand corner stores the chute before deployment. The light pennant from the bag bottom is a retrieval line. The shroud lines connect to a heavy section of webbing, which is in turn connected to a shackle to which the rode is fastened.
440
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The nylon rode stretches as the wind forces the boat back, creating a rubber-band effect. When the wind eases, the boat is pulled forward by the contracting rode. Momentum carries the boat to where the rode is slack. The bow then drifts off to leeward where the winds and waves get a better bite on it.
In this entire discussion, that which concerns us most is the rubber-band effect, caused by variations in wind and wave strength working against an elastic mooring rode. Some form of elasticity is required. There is simply no alternative or the shock loads will be too high. However, excessive elasticity, breaking seas, and a vessel that sails at anchor is a potentially disastrous combination.
441
PARACHUTE ANCHORS
This approach of connecting the boat to a parachute anchor provides some cantenary for shock absorbing, but reduces the rubber-band effect. A braided pennant of heavy nylon leads from the parachute to a section of single-braid polyester. This in turn is connected to the anchor chain, which provides a catenary for absorbing shock loads.
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PARACHUTE ANCHORS
One of the design issues debated among parachute manufacturers is rotation or oscillation. Another is fouling of the chute due to collapsing and filling in wave action. Fiorintino addresses these issues with a design approach that is different from the others. First, they incorporate weights (arrows/ top photo) in the hem of the parachute. These sink, and with a long lever arm from the center of rotation, the small amount of weight apparently keeps the chute from rotating. Next, they have an elongated buckle to which the shroud lines of the parachute are attached. This buckle accumulates the considerable load of the individual shrouds and transfers it to the rode. The flat (as opposed to round) shape also tends to reduce rotation.
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PARACHUTE ANCHORS
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By using what in effect is a “tweaker line” (image above) o ff t h e p a r a c h u t e rode, you can adjust the angle at which the boat lies. In nonbreaking seas this is more comfortable than lying head to wind. To swing the bow more off the wind, tighten the tweaker line. To head farther into the wind, ease the tweaker.
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John and Amanda Neal run a sail-training business as they cruise throughout the South Pacific. Their emphasis is on heavyweather boathandling. As a part of this program, they give their clients a taste of using drogue and parachute anchors—which is what is going on in these photos. From numerous interviews we’ve conducted with para-anchor users, we’ve concluded the following: They are typically easy to deploy but very difficult to retrieve. There are definite techniques to the process, and the only way to work these out is with real-world practice. In this series they power up to the paraanchor, making sure to keep it clear of the keel, rudder, and prop. The trip line and float are picked up with the boathook. The chute is then brought aboard. The final step is to lay the parachute out on deck, clear the rigging, and then repack it into its deployment bag.
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Before we leave the subject of parachute anchors, we want to come back to the issue of keeping the bow head to wind. In breaking seas everything possible must be done to maintain this attitude. This means reducing windage forward by getting rid of roller-furled sails and increasing it aft with a back staysail. If you are successful, the boat will lie more or less quietly head to wind, and the breaking seas will be more likely to pass you by without imparting huge impact loads. The alternative, shown with the boat to starboard, is to have the head fall off and lie at an inviting angle to the waves. If a big one catches you in this attitude, the loads generated are likely to be so huge that no conventional parachute, rode, and deck hardware combination is going to cope. The result will probably be a knockdown or rollover.
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One of the biggest challenges with cruising multihulls when they are hove to under a parachute anchor is maintaining the structural integrity of forward windows. The impact of breaking waves will put enormous loads on the glazing and surrounding structure. Few cabin houses or their windows will withstand a direct hit while tied to a parachute anchor. The other issue is having sufficient buoyancy in the stern of the boat to prevent a backwards pitchpole as shown below. This has happened to several catamarans in Europe.
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ADJUSTING ANGLE TO THE WAVES
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GARY DANIELSON
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Moon Boots is a medium-displacement, internally ballasted, centerboard, whale-bottom-type sloop with no keel or stub as there are in many other centerboard-type boats. When the centerboard and rudder are raised, the draft is 27 inches (0.7m). The boat has very little wetted surface area and Gary says she moves particularly well in light air and off the wind.
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“To make the test results as reliable as possible, all testing was done on a single day in constant conditions. My crew for this test, Sue Kuehl, was along solely to take measurements and record data. The test was conducted in November, 1988, on Lake Huron. On the day of the test the sustained windspeed varied between 20 and 25 knots, with gusts as high as 31 knots. The waves varied between 6 and 8 feet (1.8 and 2.4m).”
454
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Retrieval: “The Jordan-style drogue was easier to retrieve than the sea anchor but more difficult than the Galerider. It was easier than the sea anchor because every few feet of rode that were retrieved resulted in one less cone being in the water to create drag. Therefore, drag continued to be reduced as the rode was brought in. “With the sea anchor, since the anchor itself is what creates all of the drag, and since it is the last item to be brought aboard, every foot of rode must be brought in against 100 percent of the drag. The difficulty with retrieving the Jordan-style drogue is that it cannot be retrieved utilizing winches because the cones get tangled up in the winch. Therefore, retrieval can only be done by hand. “The Galerider, conversely, was particularly easy to retrieve as the rode with which it had been deployed was wrapped around a cockpit winch and winched back aboard.”
455
GARY DANIELSON
“Overall, I believe that the Galerider is the best tool for use in moderate conditions, when the boat is unattended, if the amount of drift is not critical. It is also the best tool to keep the boat from surfing during conditions in which hand-steering is desirable. “The Jordan-style drogue is the best tool to keep drift to an absolute minimum where drift is unwanted. I believe it is also the best tool for an unattended boat in the ultimate storm. “Both drogues would be good tools to use if repairs needed to be made on a boat and roll was to be kept to a minimum during the repair period.”
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Rutea had spars by Selden (Sweden) both of which were substantial in stiffness. Her lower shrouds are mounted aft of the cap shrouds, reducing interference with the staysail leach. T h e p ro b l e m w i t h single lowers, especially if they are lead aft, is that they will allow the mast to pump in some conditions. However, the cutter stay should have prevented this. Thus the odds are that the rigging tension on Rutea needed to be adjusted.
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The fax above was recorded aboard Rutea. The black arrow indicates their position. One of the c o n c e r n s h e re i s getting caught in a compression zone between the developing high to the southwest and the depression in the Gulf of Alaska. This would have made it too chancy to run off on port tack to the south to get away from the depression center. However, reaching on starboard tack would take you away from the depression in a westerly direction, without getting caught between the low and high.
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“Close-hauled, we were making about 6 knots under triplereefed main. The wind increased to about 35 knots and now the seas were beginning to resemble haystacks. The spindrift was being blown off the tops of the waves, and the entire ocean was frothy with foam. The wind continued to increase and at 1000 hours with it blowing 40 knots, I decided to deploy our 18-foot (5.5m) P a r a - Te c h sea anchor.”
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“We had such light winds for most of the trip that we had motored extensively. I was getting concerned because we were down to about 60 gallons of fuel, which isn’t much for Rutea (even the genset uses a gallon per hour!). Rutea d o e s n ’t h a v e a n y solar panels or a wind generator, and we consume huge amounts of electricity. This means that fuel can be a very precious commodity. Since we were only 400 miles from Sitka, it was just a concern, nothing more. But I didn’t feel that we could ’turn tail and run’ in an effort to dodge the storm. So we just let it hit us huge.”
461
DOUBLE BULLET
Double Bullet was 600 miles south of Rarotonga when they were caught in hurricanestrength winds.
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The parachute was dropped from the stern, while they were sailing under bare poles, on a 150-foot (46m) long bridle connected to a 450-foot (138m) rode. A large swivel was in place between the rode and bridle. They set a 150-square-foot storm jib on the headstay to slow their motion, and the boat came to rest feathered dead downwind.
463
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464
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Noel Dilly on frontal passages: “When there is a frontal passage, I do nothing. Any work in a real storm takes ages and is exhausting. My long keel usually orients the boat to the seas well enough. “I have watched the fronts go through, but I have never (yet) been left beam-on. If any boat below about 35 feet (10.7m) gets hit beam-on by a breaking sea (a weight of water of approximately 6 tons moving at 22 knots), the laws of dynamics say it will go over 180 to 360 degrees depending upon design. “The series drogue acts faster than any other device and it will align the stern to the wave direction soonest after a wave strike. I have never had a beamsea experience with a series drogue. Perhaps I am very fortunate. “My ultimate storm: I will face away from it using a series drogue. A series drogue is a mechanical device that does not get tired and is always alert.”
465
All photos Birch Kelley
WANDERING STAR
Wandering Star is a cutter-headed pilothouse ketch, Ed Monk-designed, with a traditional full-length keel built by Skookum (Port Townsend, Washington). She measures 34 feet (10.4m) on deck, 38 feet (11.7m) overall, and weighs in at 16,000 pounds (7256kg). She’s anchored here in Hiva Oa in the Marquesas Islands of French Polynesia.
WANDERING STAR
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Birch was passaging south towards the Marquesas during the same northern hemisphere summer that we brought Beowulf back from the South Pacific. The summer trip south is the more difficult of the two. Headed north, you can heave to in the ITCZ (doldrums) and wait for a clear shot across the tropical belt, which is subject to hurricanes. When the coast is clear, you go as quickly as possible towards the North Pacific high and out of the hurricane-prone tropics. The trip south, which Birch is undertaking, requires you to cross about 20 degrees of latitude (1,200 miles)—from 27 degrees North to 7 degrees North— before you are into the safe haven of the ITCZ. The continuous easterly quadrant winds indicate the storm track is to the south of Wandering Star’s position. Continuing to head south, to cross the storm track, is a risky tactic without good weather data, as it potentially brings them closer to the eye of the storm, where winds are strongest. (Keep in mind, that with hurricanes the area of strong winds is typically confined to less than 100 miles.)
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“Note: windspeed and wave heights are all my guesstimates, and as such are pretty subjective, though I’ve struggled to be conservative. Info received from Hawaii Coast Guard later in the day confirmed— winds to 90 knots, seas to 40 feet (12m).”
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“As we come through the crest we are knocked down by a combination of wind force at the top of the wave and force of the wave. The bow then swings hard to weather and as some steerage develops as we are sliding down the face of the wave I swing the tiller to weather. On the approaching wave face the boat stalls and develops some slick to weather from the keel.”
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“Let me go back over what was working for us during that time. I interrupt what had become a repetitive cycle, at the point where we have just crested a wave. The bow falls off and the boat pivots almost broadside-to, after breaking over the crest. The wind knocks us hard over—tiller goes alee—weather helm reverses the pivot as we slide down the backside, and swings us almost bow-on to the next sea. By the time we are two-thirds of the way up, bow begins to fall off. Leeway turbulence develops to weather and is definitely a factor in flattening the oncoming crest. Although we are taking a lot of white water aboard, we are not being boarded by solid green stuff. This was rough work, not at all recommended. But after the sudden loss of the sea anchor, and given the conditions at the time, I didn’t feel I had any choice. To attempt to turn stern-to and run before those waves was absolutely unthinkable.”
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“There was really no time to think—I remember throwing the lashing off the tiller, slamming it hard alee as we crested the sea. As we slid down its backside, we apparently picked up some steerage. That and the absence of wind as we dropped into the trough enabled the boat to get her nose back up to some degree and, at least for the moment, we were at less than the total mercy of the seas. By slacking the mizzen boom and hiking it hard to weather on the boom crutch, we were able to meet the seas at a workable angle.”
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“It was a very, very long ride. We were all suffering from a combination of fatigue, shock, wind chill, and that almost paralyzing low ebb, which follows an adrenaline rush. My mind would simply not work. I remember the tremendous effort it took to hold a small flashlight on the compass (compass light gone) as Fabian and I took turns on the tiller, one steering and one holding the light. Hours passed in this fashion before one of us—I’m not sure who—had the presence of mind to simply duct tape the light to the mizzen right above the compass.” One of the interesting lessons for us about Birch’s experience is the loss of his Nautical Almanac. From now on, ours will be carried in a sealed plastic bag.
475
WANDERING STAR
“The positive holding characteristics of the Para-Tech sea anchor of the size recommended for my boat unfortunately becomes a negative factor in the face of extreme conditions where a certain amount of leeway is essential. “I would speak highly of its construction and designed function, h o w e v e r. A s e a anchor should only be used to assist your normal heaving to techniques (whatever that may mean for any particular boat) in order to keep her head up between 20 and 30 degrees off the sea. If I can manage this with no matter what device or sail combination, I have found that my leeway wake very effectively reduces the breaking seas to white water rather than the heavy green stuff when it boards. “Folks, this is what keeps you and your boat in one floating piece on top of that medium, which we as boaters, both love and sometimes fear, with such a passion.”
476
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Bottom image: There have been reports of boats using large headsails, tied by two corners to the bow and along the rail with a weight at the end, both to hold the bow up closer to the wind than the boat would naturally drift, and to mitigate the break of wave crests directly in line with the boat. We’ve not talked directly with anyone who has used this approach, but if nothing else is working, it is worth a try.
478
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A weighted sailbag (drawing above) makes a reasonably effective drogue when nothing else is available. Chain is used (inside) to sink the bag. A series of lines are run the long way around the bag, through the handle on the bottom and drawstring at the top. A second series of wrappings are run around the smaller circumference. Another approach to getting the end of the boat into the wind is to take a jib, tie the three corners together, and then set it at the end of a long rode, as you would with a parachute. This works best with low-aspect-ratio sails, like genoas and reachers. It takes some fiddling, and sometimes will work better over one end of the boat or the other. If at first you don’t succeed, keep trying. You may just find the right combination to keep from being rolled.
479
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Stock Newport
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Fisher Paykel is shown here in storm-force winds in the Southern Ocean. She is carrying a storm spinnaker in conditions where most cruisers would be down to trysail and storm jib.
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John Jordane
JOHN JORDANE
Conditions at the aft end of the boat may look relatively benign with the spinnaker up, but when you walk forward of the mast the situation changes dramatically. With freeboard at a minimum these Whitbread boats often have several feet of water on deck, and you really need to hang on!
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Alan Nebauer
ALAN NEBAUER
Deus Regit II, the Top Hat 25 design by John Illingworth which Alan and Cindy Nebauer sailed from Australia to Canada and back. They are leaving the Bay of Islands, New Zealand for their passage north to Canada.
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Now, you would expect with all of this high latitude sailing, especially so much done in a small boat, there would be a lot of sea time in dangerous weather. Alan’s reply? “I don’t think I have really seen that much weather you could call dangerous. Five days at the most.”
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Bruce’s newest yacht, Spirit of Zopilote, is a smaller version of her namesake. At 60 feet (18.5m), with an 18.6foot (5.7 m) beam, she displaces 75 tons while drawing 6.5 feet (2m). She cruises at 8 to 9 knots on long passages.
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Setting a parachute anchor: “We always set it to leeward, with the boat heading downwind if it’s really blowing hard. This way it can’t blow back aboard. In moderate conditions, we set it to weather, being careful not to allow it to get under the boat. Rather than use a trip line, we tie a short line to the head with a float on the end. Once the anchor is deployed, we turn the boat into the wind, making sure that the sea anchor stays to windward. “In normal conditions, we use 200 to 250 feet (60 to 75m) of line on the parachute. If it’s blowing hard we’ll add another 100 feet (30m) or so. “When the time comes to retrieve it, we motor up slowly, pulling the line in by hand as we go. When we get to the parachute, we pick up the trip line and float with a long boathook from the bow and then bring the parachute aboard.” Bruce emphasized that you had to make sure you stayed well to leeward of the parachute, lest you foul it on the prop or underbody.
495
Steve Vance
MARJA AND STEVE VANCE
MARJA AND STEVE VANCE
Twigga is a Cal 227, which Steve and Marja sailed more than 60,000 miles during the course of a leisurely circumnavigation from 1970 to 1986 (all navigation was done with a sextant).
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“We tend to follow the same philosophy as Lin and Larry Pardey concerning running off under bare poles—we find it scary. It seems like you cut your options since it takes a lot of courage to turn up into big seas once you are committed to running off. Most boats seem to be rolled while running. Having said that, we are intrigued by the idea of the Jordan series drogue, since it appears to cause enough wave disturbance to prevent capsizing in waves and is easy to handle—just attach with a bridle over the stern. The parachute anchor, which we have never tried, seems a little tricky to me. We will probably get or make a series drogue for Twiga, if we plan to make any more long ocean passages in her.”
497
ERIK LEROUGE ON MONOHULLS
ERIK LEROUGE ON MONOHULLS
“Our usual sailing weekend: Going east towards Barfleur or St.Vaast with a Saturday morning flow, back with Sunday afternoon ebb. “The following week, going west towards the Channel Islands with a Saturday morning ebb, back with Sunday afternoon flow. The trick was to start early so that we enter the Race at slack tide to have as much time with fair current as possible in case of light winds. If missed, we drift backwards for 6 hours until the tide turns back again with the result of an 18-hour passage instead of six! “The first problem is that one leg usually has to be done wind against tide. Most of the time, this is on the way back because we were not silly enough to start the weekend with headwinds, and unfortunately, the return must be done at all costs for work Monday morning. We could always fly back and leave the boat there, but some harbors such as Aldernay were unsafe in gale conditions, and many Cherbourg boats w e re l o s t a t t h i s anchorage.”
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Erik LeRouge
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“We were fools but quite experienced, so we prepared the boat as well as possible. I checked the rig tune, all the shackles, pins, etc. Everything was correctly secured in and outside. The safety equipment was ready to be used.”
499
ERIK LEROUGE ON MONOHULLS “Once in the Aldernay Race, we were covered by 3 feet (0.9m) green water on the deck. “We were knocked down, mast under horizontal, several times. On the first, Christian’s father started to fly overboard. I just had the time to make full use of my long arms to grab him by his oilies. I grew old enough in a few seconds to order him to go inside immediately! “ B re a k i n g w a v e s were coming from all directions, pushing us on the other tack if it broke on the transom or off the wind if it broke on the bow. “We fell from 20-foot (6m) waves into their troughs with amazing noise. I was so impressed that I mentally checked all my calculations! It was so scary that I went inside to check the structure. Thanks to AIREX foam-sandwich construction, everything looked fine, and Christian’s father was quietly securing flying things! “With such strength of current, there was not much we could do but cope with it and we came through unscathed. I learned a lot from this experience. Wind strength was not that strong; wave height was not that high; but if the distance between waves is equal to their height, this can be extremely dangerous for small boats. So beware of tidal streams!”
500
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“Biscay is famous for many losses among Breton tunaships in the good old days of fishing under sail. The westerly swell from the Atlantic ocean becomes shorter near the coast, and, being sandwiched between Spain and Brittany, we get frequent cross seas from a different direction from the wind. “Crossing Biscay is not that bad in most conditions. You have sea room, no current. The problem lies in the fact that most do it on their way to catch the tradewinds, which means during North Atlantic autumn gale periods. It is not unusual to catch the end of an hurricane, finishing its life after crossing from the West Indies. Some of these boats are leavi n g E u ro p e f o r a peaceful sunny crossing towards paradisiac islands and are quite unprepared for bad weather. What chance to get it during a three-daycrossing with nowadays forecast? Yet, every year, a few sailing boats are abandoned in Biscay.”
501
PHIL STEGGALL
PHIL STEGGALL
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“The danger of a situation always gets back to the sea conditions more than the wind. The sea is the overriding factor, not a particular windspeed. You can have the wind against the tide or current, and then it really gets nasty. Sometimes in the middle of the Atlantic, you’ll have the Gulf Stream fighting t h e w i n d . Wa v e height and direction always dictate what you are going to do. “And the most important thing is avoiding the dangerous situations in the first place.”
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502
Phil Steggall
PHIL STEGGALL
Sebago was radically light for her day, with limited-volume floats. She had a rotating wing mast—now standard, even on some Around Alone monohulls, but quite extraordinary for an ocean-going multihull in her day.
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“It sounds like we were pushing too hard, but with these wide trimarans you have a problem if you back off. If you don’t keep going the heel drops, and the windward amatakes a hammering from the seas—so you have to keep moving at speed.”
503
PHIL STEGGALL
Hindsight: “If we had been aboard when it was blowing really hard I don’t think we would have stopped to lie ahull. I suspect with Sebago we’d have tried the parachute anchor tied off the bow, although I’ve never actually used one before. “We’d have had to use 300 to 400 feet (90 to 120m) of line to absorb wave shock. “These boats have a lot of windage relative to their displacement—Sebago had a 72-foot (22m) wingmast, which had a maximum width of 4 feet (1.2m), so she had a lot of sail area when under bare poles. “The other alternative would have been to keep the boat moving upwind or on a close reach, in which case it is easier to keep the boat from going too fast. Off the wind, we’d have had to use some form of adjustable drogue to moderate our speed, k e e p i n g u s f ro m surfing off too fast. “If we had not been racing, we’d have waited offshore in deeper water until the blow had moderated, before closing with shallow water and approaching shore.”
504
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The photo above of Bonafacio will generate a lot of debate in the multihull vs. monohull arguments. You could argue it is proof multihulls are unsafe offshore. On the other hand you could say it provides proof that they are safe, because they don’t sink. Note the liferaft on the underside of the (now upturned) wing. The raft would be washed off, if there were a big sea running.
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Vagrant was the first yacht built for Harold Vanderbilt in 1910. She is a Herreshoff design, 106 feet (33m) long overall, 78 feet (24m) on deck, with a 56-foot (17m) waterline and a beam of 18 feet (5.5m). She carries 5,000 square feet of sail area. We used to race against her in the 1950s when she was called Queen Mab, and she had the reputation then of being wickedly fast in light airs. “We had five permanent crew. On major deliveries (and this one) we went to eight. This gave us four watches of two and lots of scope to double up if things got bad. On this trip, we had five of us and three Japanese trainees.”
507
ROCKA ROMCKE
Rocka’s comments on modern megayachts in heavy weather: “They are big and docile—even the fast ones—due to their weight. I have been surfing down 40-foot (12m) waves in the Indian Ocean off Somalia sitting having a coffee while on autopilot. “The time table is another thing. We are big and safe and have to make deadlines. If it’s blowing a gale and dead on the nose, then we will go a n y w a y. O n l y i f safety is jeopardized, will I not go. That has only happened about three times in over 150,000 miles. “We power when the wind is on the nose. We just have to go slower and longer and get there. It is heaps quicker than waiting or reaching off for somewhere else.”
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“We lost one guy off the bowsprit at dusk but picked him up again in five minutes. For an old schooner that was amazing. Lesson learned was: check safety gear. We had it all, but it had been sitting on deck too long and we had to cut away the releases into three parts, Dan buoy, lifebuoy and light. “The crewman swam around and picked up the bits for us for when we fished him out. “In 1987, I was Mate on Shenandoah (160foot/49m threemasted gaffer). We were running down the African coast from Gib to Canaries, and I had them on the bowsprit taking in a jib and it ducked under water. When she came up the two crew were gone. Shenandoah plowed into the next wave and went right under again and came back up with the crew back on again laughing their heads off. Fear wasn’t an issue as they didn’t know better.”
509
ROCKA ROMCKE
“We did the Pacific and saw no ships from two days out of Panama to three days into Osaka. This included none on our 48-mile radar. Amazing. My record of contacts on a radar was 45 through Gibraltar Straits. Off Osaka this record was up to 175. Talk about confusing. I got no sleep for two days.”
“I put our cook on the helm. She was a good schooner girl. I said just keep the wind 50 degrees off the port bow. This she did but the wind changed slowly so round she went. Six hours later when we were ready to keep sailing I plotted a position and found us back just 18 miles southeast of Hatteras. So changed tacks and went to bed.”
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“The only tactic that might be dodgy and I might not want to u s e i s s t re a m i n g warps, as the pull on anything you put over the side in hard running conditions has the potential to destroy gear and injure the crew. you have to be meticulous in paying out the warps and then m a k i n g s u re y o u have them secured to winches, so you can retrieve them— or have the ability to safely cut them away. If it is the only option then there you go—but I have never personally streamed warps for safety. “I have never used drogues or parachutes either.”
511
Skip Novak
SKIP NOVAK
Sometimes the heavy weather you find is in a protected anchorage, in which case a different set of seamanship skills are required. This is about as protected as you can get, but check out the spume being lifted off the water behind Pelagic. It is blowing an easy 60 to 70 knots. She has a line ashore and three anchors on the sea bottom. All in a day’s work when anchoring in this part of the world.
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Granted, the photo above is not about heavy weather, but it is so spectacular we thought it would help to remind everyone that often there are wonderful discoveries to be had at the end of a difficult voyage. In fact, sometimes it seems that the more challenging the voyage, the better it seems once the hook is down.
513
STEVE LLOYD
STEVE LLOYD
Design issues: “Almost all motor yachts would not recover from a severe knockdown or capsize situation. One aspect of motor-yacht design these days is the shallow draft and high air draft of the vessels. The heavy nature of outfitting high up in the accommodation (marble bathrooms etc.) can adversely affect the stability of the vessel, as can the positioning of the tenders and toys. “Faster vessels rely on planing or semi-planing hulls and are more susceptible to the adverse effects of heavy seas. In an attempt to increase the interior volume of certain vessels, the bow has been given a huge flare and wide foredeck, which increases the vessel’s tendency to pitch in a head sea. This in itself is not dangerous, but it does increase the discomfort of the ride.”
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“Most motor yachts do not have the speed to run with large breaking waves, and as a result also run the risk of broaching just below the crest of the wave. This is definitely not the preferred method of handling very severe seas. “When running before a large breaking sea there is the added risk of being pooped. My own experience is that if a vessel has to run with a large severe sea, it is better to run square on as there is more time available to correct the course if the stern gets caught and starts to come around.”
“There is always the dilemma of whether the vessel will survive the turn to run in the other direction. Smaller motor yachts may have the speed to enable them to complete the turn between crests, but I would seriously doubt that most larger yachts would be able to achieve this, risking a broadside hit and the damage that this could bring.”
515
GINO MORRELLI
GINO MORRELLI
In both of Gino’s stories you have experienced sailors actively steering to keep themselves out of trouble. But what happens if it’s just a couple doing the sailing, or if the crew does not have the experience to match the conditions? Gino’s suggestion is “to set the autopilot on a course that maintains the correct angle to the seas, tow warps, and then monitor the situation carefully.” And he makes several important points: “Be sure to use a compass course and not a wind angle, as apparent wind will fluctuate wildly while surfing. “Monitor the wind and sea state carefully, and adjust compass course as required, keeping the true wind and sea angles at 135 to 140 degrees. “The optimum angle will vary with boat type. As the boat becomes heavier, and the tendency towards rapid acceleration is reduced, a deeper angle can be steered.”
516
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A few years later we find Gino aboard a 60-foot (18.4) racing cat of his design. Region Picardy was one of the first times the French had gone outside their borders for a race boat design, and this 36- foot (11m) wide, 10,000-pound (4,500kg) cat was not only powerful but fast.
Was this a conservative approach to storm tactics? “We were racing, and so was everyone else. We were probably less than prudent, because we didn’t want to give up any more distance than necessary. The boat felt very comfortable at the 16- to 17-knot speed. But this approach did take careful helming.”
517
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John and Amanda take their students offshore to show them how things work in the real world. Their teaching cruises typically cover areas where others rarely go—like back and forth between Cape Horn (shown in the background of the photo above) and Antarctica, or an annual run between New Zealand and the Austral Islands south of Tahiti.
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John Neal
JOHN & AMANDA NEAL
John Neal
JOHN & AMANDA NEAL
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More fun and much more instructive than reading books at home—learning to steer in breaking seas w h i l e r u n n i n g o ff during the Queen’s Birthday storm.
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ANDY BURTON
ANDY BURTON
Andy Burton on parachute anchors: “I cannot conceive of a time when I would carry a sea anchor off the bow, for the simple reason that it puts too much strain on the rudder. If it were bridled so the boat lay at an angle with a bit of sail up, maybe—but I’ve never done that. “There are a couple of problems I see with this approach: First, this is a rather difficult set-up and not one you want to be doing in extreme conditions. Yet, it’s something you wouldn’t want to do early either. Second, by the time you need to set the sea anchor, the crew is probably exhausted. Finally, when you are hove to the boat is making a knot or two to leeway and can give to the waves. The parachute stops that. “I try to anticipate the weather, and we usually have enough notice to say ‘Whoops, maybe I’ll wait here till this goes away or press on before it gets too awful.’ If I am somewhere I don’t want to be, like in the Gulf Stream, I’ll do my best to get out of there as quickly as possible.”
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On heaving to: “Some boats won’t lie at an ideal angle when hove to. You need to be at least within 60 degrees of the sea angle. Otherwise, the risk of being rolled is too high. “I am always thinking about the weather, and if the boat might be happier on the other tack. Sometimes the wind will shift and you need to heave to on the other tack. You always want to have the bow pointing as close to the waves as possible. “One of the things I watch is the leeward rail. If I see waves picking up the boat and pushing the leeward rail under, that is a warning sign that you are not presenting the best angle to the seas and are at risk of being rolled. It is a sign that it is time to run with the storm.” On running off: “If the least competent helmsman aboard is having trouble keeping the stern to the waves, or we are surfing fast enough to catch up with the waves in front of me, that’s a good sign to slow down—time to use a drogue or warp. “We rarely have special drogues aboard; we just make up one from what we’ve got. I favor big stuff—hell, you’ve got the anchor and chain, they work well off the stern. A sail bag tied in the middle also works well, as do tires weighted down and towed well astern. A bight of line off the stern also helps to slow things down and make steering easier.”
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ADAM BAILEY
ADAM BAILEY
“On a smaller, relatively fast reacting motor yacht (in c o a s t a l / o f f s h o re areas) I would turn and run, if there was a destination within range—but running before a big breaking sea on a power yacht requires a great deal of concentration and effort f r o m t h e d r i v e r. Almost constant use of the throttles is required to keep the vessel facing in the desired direction. Generally the rudders are very small, and are consequently of little or no use in a breaking sea moving with the vessel. If possible, I try to stay out of the broken portion of the waves, but this depends upon the length of the seas. If they are short and s t e e p , t h e re i s a good chance of accelerating into the back of the wave ahead, not a pleasant option!”
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Parachute anchors: “I have never been on a motor yacht equipped with one, and I doubt that many of the yachts of any size actually have a suitably placed/sized set of bits or fairleads. The deck crews are also generally not abounding in the seamanship required to perform that sort of maneuver. In my opinion, I have never been in a situation on a motor vessel where I would feel the need or wish to set one.”
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“The risk of a quick deceleration is why we always sleep feet forward—so our feet rather than heads take the shock loading.”
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Commodore Explorer was located at 55 S, 82 W, roughly 600 miles west of Cape Horn (at the position marked on the chart above), when they encountered their big blow.
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This is a visible-light satellite image taken right about the time the blow was at its worst, early morning. The black arrow indicates the rough position of Commodore Explorer. Although this frontal system was not shown on the fax charts they received aboard, from the cloud structure it appears quite tight and well defined—with excellent probability of strong surface winds.
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We asked Cam what he would have done in a smaller, heavier multihull in the same conditions: “With a long-keeled production cat, I think the only thing you could have done was to try a parachute anchor off the bow. But the problem would be the windows and ports. They are probably not strong enough on most of these boats to take breaking seas, and if one of them went, you’d be flooded quickly. “You couldn’t hang by the stern, because the aft windows and doors are even more vulnerable.”
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In the past few stories, you’ve seen an emphasis on professional sailors sailing in some of the more perilous regions of the world. Severe weather is an expected part of the game where they go. And there are lessons in their experiences from which we can all learn. But when the time comes to discuss monohulls versus multihulls, the debate needs to be framed in the context in which the boats are going to be used. For most of us, this means mainly tradewind sailing, typically short-handed, in cruising configuration (which means a lot of cruising gear aboard). Weather exposure, while not great—typically limited to passages into and out of the tropics—is still a possibility that must be considered.
531
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Now we get to the critical question. For the average sailor, just starting out in cruising, is one type of boat better than the other in heavy weather in Bill Biewenga’s opinion? “For the inexperienced cruiser, I’d rather see him or her in a monohull, because of the failsafe factors, which come with the keel. It is easier to get a monohull to go safely in heavy weather, and you don’t need as much experience. “So many of the cruising multihulls tend to be floating condos. People look at all that space and want to fill it up with stuff. The weight adds up, reduces wing clearance, slows the boat down, and makes it more difficult to get out of trouble. The space is great for parties, but leave it open the rest of the time.”
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John Jordane
BILL BIEWENGA
This is the mental image that most of us have of the type of weather the professional sailors deal with—especially those who do the Whitbread Race. However, the reality is that things are a lot more moderate most of the time. Even in the Whitbread, if you subtract the cold of the high latitudes (in which much of the race is sailed) for the most part, conditions are benign. In fact, when Whitbread- and BOC-type boats are designed, they are typically optimized for light airs— because this is where the races are won and lost—and there is a lot of light air with which to contend.
533
SMALL CATS
SMALL CATS
Beowulf III, a 25-foot (7.7m) cat before her “rescue,” during which she was severely damaged (opposite page photo).
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1971 ENSENADA RACE
1971 ENSENADA RACE
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For many years the two of us raced a series of high-performance cats as husband and wife, with occasional crew if we expected heavier winds. However, in the Ensenada Race Linda would drive down, while Steve sailed with a friend. The following narrative is from Steve’s perspective.
535
1971 ENSENADA RACE
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Beowulf V powered up and out ahead of the ”official” fleet. We would normally be sailing from double trapezes, but offshore like this, we stayed on the hull to reduce structural loading on the beams and hulls.
536
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1971 ENSENADA RACE
By 0400 we were passing close by the committee boat. A startled race committee member, a friend of Rick’s, shined a light on our sail and asked “How was it out there?” Rick’s reply was “Not too bad, but a little slow south of Rosarita beach. Then we caught a nice breeze and picked up some time.” That was how we looked at things. But the race committee had been monitoring the radio. As the front moved through the fleet behind us the racing boats were decimated. Sails were lost, rigs were dropped, and two of the officially sanctified ORCA cats capsized. 40- to 50-knot winds were reported by those with anemometers. After anchoring Beowulf and catching a ride ashore, Rick and I were too tired to perform our official duties (checking the bars), so we headed for a motel situated on shore just north of the harbor. We a w o k e a b o u t 1100 to see the first of the official boats finishing.
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1971 ENSENADA RACE
Mickey Muñoz
The Hobie Super 16 en route to Ensenada. Check out the rig— 32-foot (10m) tall mast (on a 16-foot/5m boat!), 180-square-foot reacher, and a huge mains a i l . To s a i l t h i s b o a t through the gale and keep it afloat was an amazing feat.
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Obviously the singe-handed racers love what they are doing, otherwise they wouldn’t do it. However, we prefer to take our solitude in quiet anchorages, where it is warm, and there’s a beach nearby to explore.
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Rick Tomlinson
WHEN HELP IS REQUIRED 7KHUHLVDORQJWUDGLWLRQRIVDLORUVKHOSLQJRWKHUVDLORUVLQGLVWUHVV7KHUH LVDOVRDWUDGLWLRQRIJRYHUQPHQWVPRXQWLQJPDMRUUHVFXHHIIRUWVIRU VWUDQGHGPDULQHUV7KLVDOOPDNHVIRULQWHUHVWLQJVWRULHVLQWKHPHGLD 7KHIRFXVRIWKHVWRU\LVW\SLFDOO\RQWKHERDWDQGFUHZLQWURXEOH7KH\ DUHDWULVNRIFRXUVHEXWVRDUHWKHUHVFXHUV³ZKHWKHUDVKLSSDVVLQJE\D &RDVW*XDUGKHOLFRSWHURQDQRYHUZDWHUÁLJKWRUWKHFUHZRIDVHDUFK DQGUHVFXHÀ[HGZLQJDLUFUDIW ,QRXURSLQLRQWKHUHVFXHUVUHFLHYHWRROLWWOHFRPPHQGDWLRQLQWKHPHGLD DQGLQPDQ\FDVHVIDUWRROLWWOHFRQVLGHUDWLRQIURPWKRVHZKRUHTXHVWWKHLU KHOS 7KHPRGHUQ\DFKWLVDQDPD]LQJO\VWURQJVWUXFWXUHDEOHWRZLWKVWDQG KXJHDPRXQWVRISXQLVKPHQWIURPWKHVHD³W\SLFDOO\PRUHWKDQWKHFUHZ FDQWDNH,QPRVWFDVHVZKHQIRONVUHTXHVWUHVFXHRUWDNHWRWKHLUOLIHUDIWV WKHLUERDWVDUHODWHUIRXQGLQWDFW 7KHUHDUHPDQ\FDVHVVRPHRIZKLFKZH·YHGLVFXVVHGDOUHDG\ZKHUHWKH RFFXSDQWVRIWKHOLIHUDIWDUHORVWDQGWKH\DFKWLVODWHUIRXQGLQWDFW 7KHÀQDOLVVXHLVWKHULVNRIWKHUHVFXHLWVHOI,IWKHUHVFXHLVWDNLQJSODFH LQKHDY\ZHDWKHUWKHULVNVWRUHVFXHHDQGUHVFXHULQFUHDVHH[SRQHQWLDOO\ 7KHSRLQWZHDUHWU\LQJWRPDNHKHUHLVWKDWWKHGHFLVLRQWRUHTXHVWRXWVLGH DVVLVWDQFHFDUULHVDKXJHUHVSRQVLELOLW\³WRWKRVHRQERDUGWKHERDWLQWURX EOHDVZHOODVWRWKRVHEHLQJFDOOHGXSRQWRUHQGHUDVVLVWDQFH ,WLVRIWHQPRUHSUXGHQWWRVLWWLJKWZRUNWKURXJKWKHFXUUHQWGLIÀFXOWLHV DQGPDNHWKHSK\VLFDODQGPHQWDOHIIRUWUHTXLUHGWRNHHS\RXUERDWDÁRDW ,QPDQ\FDVHVWKLVZLOOHQWDLOOHVVULVNIRU\RXUVHOIWKDQDKHOLFRSWHUZLQFK RIIRUDWUDQVIHUWRDQRWKHUYHVVHO ,QWKHIROORZLQJVHFWLRQZHZLOOJRLQWRVRPHRIWKHSUDFWLFDOLVVXHVWREH IDFHGZKHQPDNLQJVXFKDGHFLVLRQ
Top photo: A British Coast Guard rescue vessel heads out on a mission. These little ships are designed for the worst Mother Nature can dish out, and are manned by some of the best seamen in the world. They are capable of rolling 360 degrees and coming back right-side up. If anything could get you back, it would be one of these vessels— but their dispatch is not without risk, as the long honor roll of those who have given their all to save fellow mariners will attest.
Left photo: Thierry Dubois on the upturned hull of Pour Amnesty International in the Southern Ocean.
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RICH WILSON
RICH WILSON
Many people consider the west-to-east passage around the Horn the “easy” route. Certainly in the days of square-rigged sailing ships, this was the case. But a weatherly vessel making the east-to-west passage has the advantage of being able to hang out to leeward of the Horn, on the east side of South America, in the lee of the land and mountains, and choose the time to venture into the Pacific. When you take the west-to-east route you are travelling with the weather, but are also at its mercy. Under your lee is the inhospitable shore of Chile, and every decision you make is colored by its proximity—even when shore is hundreds of miles to leeward.
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Here is the Tuesday satellite view of Cape Horn and the bottom of South America. The black arrow denotes the approximate position of Great American. The long horizontal cloud cover indicates “zonal” flow at upperlevels. Zonal flow is unstable, and typically breaks down to vigorous upper level troughing, which creates strong surface depressions. Today this process is better understood than a decade ago, when Rich and Steve were making this passage.
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Wednesday, 24 hours later, and off to the west (dashed arrow) we have what appears to be a large trough. We now know that well downwind (east) of an upper level trough is where depressions develop. So far there is nothing to indicate that this is going to be anything other than a “normal” Cape Horn storm.
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RICH WILSON
Thursday, and the trough that we saw forming off to the west has moved at a 35- to 40-knot clip, developing all the while, and the depression center is now located southwest of the approximate position of Great American. At high latitudes this tight spiral is indicative of a baroclinic depression (what we call a bent back warm front). This is the most vigorous type of depression structure—one fully capable of developing winds in the 60to 80-knot wind range over a wide area.
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Great American on her way towards the Horn. She does not look like a lot of boat to be tackling what is potentially the worst weather on the planet—off the pitch of Cape Horn.
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Rich and Steve found that their rescuer was the largest container ship afloat. She was 815-feet (250m) long, a Panama Canal-maximum 105 feet (32m) wide, grossing 62,000 tons. Captain David Watt had maneuvered this huge vessel to within 6 inches (150mm) of where she needed to be in hurricane-force winds and seas. The master and his mates told Rich and Steve that prior to this passage, they had been around the Horn 12 times and thought its reputation was undeserved. They’d seen much worse in the Tasman Sea between New Zealand and Australia—until this voyage. Captain Watt said that in 40 years at sea, this was the worst weather he had ever seen. At one point, they had been travelling downwind at 21 knots and had been pooped by a sea, ruining a row of containers on the stern, which were 43 feet (13m) off the water. The ship’s log indicated Force 12 winds, with 65-foot (20m) seas.
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You will be interested to know that in January of 1993, Rich was back at it again, this time with Great American II . This time he made the trip from New York to San Francisco in 69 days, breaking the clipper ship record in the process.
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Raphael Dinelli awaits rescue aboard the Vendee Globe racer Algimouss. He is 1,200 miles southwest of Australia and 1,000 miles north of Antarctica. He has broken his mast in a ro l l o v e r d u r i n g a major storm and the spar has pierced the cabin top. His activated EPIRB has brought an Australian P3 Orion SAR aircraft on the scene, from which this photo was taken. They have dropped him a pair of rafts (his was lost upon inflation during the storm). Minutes after he climbs into the raft the boat sinks.
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Twelve hours after getting into the raft, in the midst of the most desolate ocean on earth, Dinelli is rescued by English sailor Pete Gross, who has been diverted to look for him by Vendee Globe Race officials. Sailing solo and finding a raft in the middle of the ocean is an incredible act of seamanship.
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Avoid the need to use the life raft in heavy weather by: ❏ Reducing rollover risks to crew in the interior. ❏ Maintaining alignment with the waves by active steering, or use of drogues.
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Hypothermia is a major risk once aboard the raft. The combination of mental or physical shock, wind, water from waves, and ambient temperature can cons p i re t o ro b y o u r body core of precious heat. This leads to slowed mental processes, poor decision making, and is often directly or indirectly the main factor in whether or not you survive. There are two ways to combat this problem. The first is by staying dry, a difficult-toimpossible task in heavy weather in any small vessel, let alone a raft. The second is to assume the worst and prepare for it. Some form of survival suit or immersion suit (which can be worn on deck as foul weather gear) will make a huge difference in the odds of making it back to dry land.
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Lessons: ❏ Even though most situations requiring one to take to a life raft involve significant amounts of time in which to t h i n k a n d re a c t , there are occasions when things happen fast. Having an abandon-ship plan worked out in advance will pay big dividends if you are ever in a position to put it to work. ❏ Even though Green Hornet’s crew were in the South Australian Current, a relatively warm body of water, they were extremely cold. Gordon Murray had on foul weather gear, but just light clothing beneath it. This makes a good case for storing thermal clothing, which is efficient when wet, in the abandon-ship bag. ❏ As with many other stories, the crew in the raft were capsized by waves— further proof that if you are headed into breaking seas and want a good raft, it is better have a toroidal-style ballast chamber. ❏ Wearing a safety harness while in the raft, and keeping it attached, will pay dividends.
567
GREEN HORNET Righting a capsized life raft: ❏ Most rafts have a capsize strap, similar to that used with small catamarans, which is used to pull the raft right-sideup from a capsize. ❏ When righting the raft, place your feet on the side containing the inflation bottle. This way you are not fighting the weight of the bottle, and you are not at risk of being hit on the head as the raft drops back right side up. ❏ Do not climb on top of the raft—this creates a vacuum between the raft and water surface, which makes it difficult to right the raft.
Gordon Murray: “I look back on it and there isn’t anything I would have done differently at the time...(The only regrets were that) I didn’t have the 406 EPIRB in the companionway because I didn’t like the look of it there, and I would rather make the grab bag more accessible. I always thought the boat would hold up through anything. The only thing I was scared of was it being picked up and dumped on its side, and that’s exactly what happened.”
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Northwest winds in this part of the world i n d i c a t e y o u a re downwind of and below the center of a low pressure system. If the low is moving towards you, and if y o u a re n o t i n i s direct path, the wind will gradually back to the southwest. However, if the wind stays in the same direction, as it did here, there are two possibilities: one is that you are directly in the path of the center. The second is that a compression zone has developed, with a high pressure system below your position. You can identify the situation with the barometer. A steady barometer indicates a compression zone. One which is dropping, as in this case, means the low center is moving towards you. In either situation the wind can build, as it did here.
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“I never had the intention to abandon ship. The basic idea was to tie up the dinghy with crew on Allez Cat’s stern and avoid damage during the inevitable capsize of the yacht. We lost contact to Allez Cat because of the chaotic situation in the cockpit while the waves buried the flooded port hull. Once we were in the water without a line to Allez Cat there was no chance to swim back, since Allez Cat was still on the parachute sea anchor.”
571
ALLEZ CAT
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“We stabilized the dinghy with our weight, and surfed the waves with our weight in the stern. The dinghy capsized instantly when beam-on. “Capsizing was not such a problem but we lost equipment with every capsize of the dinghy (the survival gear was tied up in the dinghy but not well enough), and submerged for approximately 90 seconds. In the water, dinghy and we both spun around and we had to hold our breath until the buoyancy of the dinghy and our Neoprene wet suits brought us to the surface. Righting the dinghy was easy.”
572
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CALLING FOR HELP
CALLING FOR HELP
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We’ve seen so many instances of difficulty in communicating between rescuers and stricken vessels that by now it must be axiomatic that a waterproof, portable VHF, with a good supply of high-quality batteries, is essential. We feel there should be one easily accessible on the boat, and a second in the abandonship bag.
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There are several simple methods of drying electronics gear. One is using alcohol which evaporates, taking water with it. However, alcohol has smelly fumes, and can promote seasickness. An alternative is one of the many commercial aerosol cans of drying chemicals. If your electronics ever get a good soaking, two or three of these cans (stored in a sealed bag so they don’t rust out) will be worth their weight in EPIRBs.
9+)RIFRXUVHLVDPXFKVLPSOHUIRUPRIFRPPXQLFDWLRQ6HOHFWFKDQ QHOPDNH\RXUFDOODQGZDLWIRUDUHSO\%XW9+)KDVOLPLWHGUDQJHW\S LFDOO\DPD[LPXPRIPLOHV DOWKRXJKZLWKDWPRVSKHULFGXFWLQJZH·YH FRPPXQLFDWHGPLOHV 573
CALLING FOR HELP
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Is your EPIRB properly registered? If not, valuable time will be wasted once the signal is received. When you purchase the unit, it comes with a registration card, which must be filled out and re t u r n e d t o y o u r national authority. Most countries require a periodic update of boat data. If the boat (and EPIRB) change ownership, a new form must be submitted. Robert Patton is Chief of Operations for US Mission Control Center for COSPAS-SARSAT— the folks who are responsible for this process in the US. Robert says you can register online by going to www.sarsat.noaa.gov Or in the US call (301) 457-5430, or fax (301) 457-5406. It pays to check periodically to see that the data is correct. You can do this at the numbers above by giving your EPIRB identification number. If you don’t have that, give the vessel name or the name of the owner.
574
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QUEEN’S BIRTHDAY STORM
QUEEN’S BIRTHDAY STORM
:HZDQWWRWXUQQRZWRWKH4XHHQ·V%LUWKGD\VWRUPRI 7KHPHWHR URORJ\RIWKLVEORZLVFRYHUHGLQGHWDLOLQ0DULQHU·V:HDWKHU+DQGERRN VWDUWLQJRQSDJH :KDWZH·OOEHGLVFXVVLQJKHUHDUHVRPHVHDPDQVKLS OHVVRQVWKDWFDQEHOHDUQHGIURPWKHEORZ )RUDGGLWLRQDOLQIRUPDWLRQWKH GUDPDRIWKLVHYHQWKDVEHHQFKURQLFOHGLQGHWDLOLQ7RQ\)DUULQJWRQ·V5HV FXHLQWKH3DFLÀF7KHWDFWLFDOGHWDLOVKDYHEHHQDGGUHVVHGLQ.LP7D\ORU·V 3DFLÀF6WRUP6XUYH\ 7RUHFDSEULHÁ\DÁHHWRI\DFKWVZDVPDNLQJWKHDQQXDOODWHIDOOHDUO\ ZLQWHUPLJUDWLRQIURP1HZ=HDODQGWR7RQJDDQG)LMLLQWKHWURSLFV$ VPDOOWURSLFDOORZIRUPHGWKHQPRYHGVRXWKE\VRXWKHDVWDVDQXSSHUOHYHO WURXJKPRYHGLQDFURVVWKH7DVPDQ6HD7KHFLUFXODWLRQSDWWHUQRIWKH WURXJKZDVVXFKWKDWLWEURXJKWFROGGU\DLULQIURPWKHKLJKODWLWXGHVWRWKH VRXWKZKLFKZKHQFRPELQHGZLWKWKHGDPSZDUPDLURIWKHORZIRUPHGD ´ERPEµ7KLVZDVDFODVVLFEDURFOLQLFEHQWEDFNZDUPIURQWW\SHRI GHSUHVVLRQFRPSOHWHZLWKOLJKWQLQJGLVSOD\VH[WUHPHO\VTXDOO\ZHDWKHU DQGDFHQWUDOH\H $QXPEHURILVVXHVOHGWKHRIÀFLDOIRUHFDVWEXUHDXVLQ1HZ=HDODQGDQG )LMLWRXQGHUIRUHFDVWWKHHYHQW 2IWKHWR\DFKWVLQWKHDUHDVHYHQUHTXLUHGUHVFXHDQGDQHLJKWKZDVORVW
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Royal New Zealand Navy
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The barograph trace (below) is from the New Zealand survey vessel Monowai for the period during the Queen’s Birthday storm. The thin line (on top for Saturday, June 4) is from the previous week. The thick line (below) is for the storm. The thickness is the result of the ship’s being hammered by seas— common on yacht barographs, but not something one would expect to see on a ship!
575
QUEEN’S BIRTHDAY STORM
Jim Corenmen was in the fleet headed for Tonga aboard Heart of Gold . His comments: “The advice (from Keri Keri Radio) was well-meaning but inappropriate. It was clear to us (from the fax charts) that the high was stalled over NZ, that the south side of the low would be the bad side in spite of the usual rule, and we needed to get our asses north. I am not sure why they advised staying put. But they were mostly donating their time, were not professional meteorologists, and did not have anything more than the fax charts that all the boats (should have) had. So the message that we take home is not that Keri Keri did a bad job, they tried their best; but rather that it is essential for everyone to take responsibility for their own weather forecast, to get the fax charts and forecasts and spend the time to learn what it all means.”
576
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Lindsay Turvey
QUEEN’S BIRTHDAY STORM
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View from the bridge as Monowai closes with Ramtha. Check out the sea (arrow), which has just passed Ramtha.
577
QUEEN’S BIRTHDAY STORM
578
All photos Lindsay Turvey
QUEEN’S BIRTHDAY STORM
These photographs offer a real feel for the chaotic conditions that existed during the height of this storm. It is always difficult to second-guess what gets you into a situation like this, but two things are certain. If there had been an easily used trysail aboard, and if the steering had not failed, the Forbes probably would not have considered rescue. Lindsay Turvey, a very experienced sailor who took most of these photos, has this to say: “The June storm was bad in that the large waves were much higher than average, a result of the confused sea. The wind came in gusts like squalls that lasted several minutes. That’s when the tops came off the waves and caused all the problems. Those that managed to miss the squalls didn't get such a fright. I suspect the pockets of strong wind were quite isolated. Those that got rolled or scared out of their wits were unlucky to get in one of these pockets of increased activity. The photos don't do the sea state justice.” “In short, (these are) probably the worst seas I've seen, but it's really hard to tell as my perspective on Monowai is nothing like being on a yacht. Being on a yacht is probably less awe-inspiring, because I just tend to get on with the job and stay focused on the things that really matter. That doesn't leave many useful memories, unless you sensationalize it a bit by filling in the gaps. On the ship you see a bigger picture.“
579
Lindsay Turvey
QUEEN’S BIRTHDAY STORM
We are looking almost directly upwind in this photo. Ramtha is drifting with her bows downwind, about 120 degrees to the wind and seas. The Forbes are in the water, (arrow) being pulled across to Monowai. They are wearing wet suits, life jackets, and safety harnesses, and are tethered together on the line to Monowai. Things to consider for an in-the-water transfer: ❏ Ability to keep your mouth above the water so you can breathe. ❏ Protection from scrapes and bangs while being hauled up the side of the rescue vessel. ❏ Control of the transfer line as seas and wind push you and the rescue vessel apart. ❏ Positioning yourself so that no injuries occur if you are jerked off the boat, before you are ready, by wave or wind action tightening the transfer line.
580
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Royal New Zealand Navy
QUEEN’S BIRTHDAY STORM
Here is another view, taken just a minute or so later in the transfer. The Forbes are at the bottom center of the photo above (white arrow), and you can just make out the tow line. That they survived this transfer unharmed is amazing.
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Multihull preparations for the best odds in worst-case scenarios: ❏ Several types of drogues and/or parachutes so a selection can be made of what is best for current conditions. ❏ Experience using this gear. ❏ Survival suits with strong tether points. ❏ Assortment of padeyes on underside of hull/ wingdeck for attaching tethers in the best location to minimize breaking-wave impact.
581
QUEEN’S BIRTHDAY STORM
Silver Shadow heading towards her rendezvous with Monowai. Compare these photos to those of Ramtha on the previous page and you can see how much the sea has died down. Yet the Monowai’s RIB was damaged and almost lost during this rescue.
582
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Royal New Zealand Navy
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Lindsay Turvey
QUEEN’S BIRTHDAY STORM
Royal New Zealand Navy
Monowai’s RIB (under arrow) moves in to pick up the crew. The sea state doesn’t look that bad, but there are still plenty of waves out there in excess of 20 feet (6m), and the typical post-storm confused pattern making things very difficult. The RIB is maneuvered to leeward of Silver Shadow. The keel and rudder on Silver Shadow will keep her from drifting to leeward as fast as the RIB, which allows the RIB driver more flexibility in coming alongside. If he backs off the power, he blows away from Silver Shadow, so he has more control of the overall situation in this position. The transfer of Peter O’Neil is complicated by the fact that he is immobile and cannot assist in any way. The lifelines are bent out of the way and he ends up being dropped into the bottom of the RIB— an excruciatingly painful experience with a broken shoulder.
583
Peter O’Neil is hoisted aboard Monowai from the RIB (arrow). With M o n o w a i ro l l i n g heavily, this was an extremely delicate not to say difficult hoist.
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Lindsay Turvey
QUEEN’S BIRTHDAY STORM
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Throughout the rest
of the fleet, similar dramas were unfolding for an additional six yachts, five of which were rescued. One, Quartermaster, reported being rolled to Keri Keri radio, and then was never heard from again. An inflated life raft without occupants was sighted some days later. What happened to the other vessels after being abandoned is of interest: ❏ Destiny: rescued by container ship Tui Cakau (skipper was severely injured in a pitchpole). Hull later washed ashore. ❏ Sofia: rescued from inflatable by French Navy vessel Jacques Cartier. Vessel recovered at sea six months later. ❏ Waikiwi II: rescued by 30,000-ton bulk carrier Nomadic Duchess and sunk while under tow. ❏ Pilot: rescued by Monowai. Pilot was deliberately sunk by Monowai so she would not be a hazard to navigation. ❏ Heart Light: resc u e d b y fis h i n g vessel San Te Maru 18 and then rammed and sunk at request of owners.
585
Richard Bennett
RESCUE CONSIDERATIONS
RESCUE CONSIDERATIONS
The photo above shows VC Stand Aside signaling with a smoke flare, awaiting rescue. The shot is straight down after they have been sighted. Without the smoke flare, even in clear conditions, they would be difficult to spot at more than a fraction of a mile.
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HELICOPTER RESCUE
HELICOPTER RESCUE
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A rescue swimmer and victim are winched aboard a British Coast Guard helicopter. If the victim were to raise his arms he could fall out of the lifting strop. The U.S. Coast Guard swimmers usually put their legs outside of your arms to avoid this possibility.
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With all of this going on at the chopper level, on the deck of the distressed vessel there’s plenty to be concerned with as well. First is communicating with the rescuers. Assuming you have a working handheld waterproof VHF, the noise on deck from the chopper will be deafening—not to mention the noise of the wind and the sea. So, it is probably better to communicate from below where ambient noise will not be as loud. Even better, is to have a headset, which will plug directly into many handhelds, and blank out some of the external noise.
587
HELICOPTER RESCUE
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Top photo—crew wrestle with the hi-line from the helicopter while other crew await their turn at attachment in the lee of the bulwarks. Bottom photo—two of the crew are lifted away from the boat toward the helicopter.
589
HELICOPTER RESCUE
Things to be aware of: ❏ There is extreme wind and noise under the hovering helicopter. This is not as much of an issue when you are aboard the boat as if you are in a raft or in the water where the downwash of the rotors can cause major problems. ❏ If you see the helicopter hovering behind you, the odds are the crew is discussing the situation. Do not take any action, such as getting into the water, until so instructed. ❏ If the chopper sends down a trail (orange) line, watch the winch operator for instructions. The odds are that the basket is attached to the line and they want you to pull the basket to you. This is done when rigging makes a vertical delivery of the basket too hazardous. ❏ Do not, repeat, do not attach the trail line to anything on the boat. ❏ Once the you have the trail line the helicopter will back off and remain in a low hover.
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A survivor being lifted in a basket. Keep hands and feet inside of the basket at all times.
If there’s a radio at the end of the trail line, use it to communicate. After the radio is passed the helo crew will probably drop the line into the water, which means you can toss your end too. If they don’t drop it, it is because they want you to haul across the rescue basket. The weighted bag at the end of the line is just to help position it in the wind.
591
HELICOPTER RESCUE
Key factors to keep in mind during a helicopter rescue: ❏ Maintain course 35 to 45 degrees to the right of the wind, moving slowly forward. ❏ If you are drifting, try to get the bow or stern into the wind with some form of drogue. ❏ Do not touch any lines from the helicopter until they’ve been in the water or hit metal on your vessel. ❏ Never attach any cable or lines from the helicopter to any part of the boat. ❏ Do not get into the water until told to do so by the rescue crew. ❏ Clear a space on deck for the rescue swimmer. ❏ Do not assist the rescue swimmer unless he asks for help. ❏ Wear ear protection. ❏ Wear a helmet or wetsuit hood if possible. ❏ Wear a wetsuit, or at least cover your entire body. ❏ Put on a life jacket. ❏ If you have on a safety harness get rid of tethers as soon as possible. These could tangle in winch machinery in the helicopter. ❏ Have wallet, papers, glasses ready to go when the rescue swimmer arrives. ❏ Follow directions when boarding helicopter.
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HELICOPTER RESCUE A few details to keep in mind, just in case. Top photo is the standard rescue basket. The floats on each end provide buoyancy. Do not reach out to grab anything. Keep hands and feet inside the basket at all time. Let the winch operator get you inside the helicopter. Do not try to help him. It takes a huge amount of effort on the part of the flight crew to get a trail line down to you. If they are hoisting survivors, maintain control of the line at all times. You will need it to pull the basket back to you for the next survivor.
The Stokes litter, used for injured survivors. Flotation is provided, and, as you can see, the injured person is strapped in. You will probably have to help get the litter to a position where it can be lifted. Most rescue swimmers are trained emergency medical technicians.
All photos USCG
The quick strop (lower two photos) is really just a simple harness, with padding to provide some flotation. It goes around your chest. Keep your arms down at your side so it cannot slip off. USCG rescue swimmers will lock their legs around your arms to hold them down. Other countries do not use this approach (see photo on the first page of this chapter).
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Lindsay Turvey
The conundrum designers, builders and owners face is clearly illustrated by these two photos. Above (Beowulf anchored at Hanavave Bay, Fatu Hiva, in the Marquesas Islands), you have the way boats are used 99 percent of the time. Below, conditions which probably not one out 1,000 boats will ever come close to seeing in their lifetime. Do you play the odds and hope one of your boats will never get caught, or do you go the conservative route and design, build, and prepare for the worst?
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Much of the information on this subject applies across the board for all type of vessels—power and sail, monohull and multihull. We’ll cover the universal themes first, after which we’ll get into the typespecific data.
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JOHN ROUSMANIERE—1979 FASTNET
JOHN ROUSMANIERE—1979 FASTNET
The 1979 Fastnet Race led to changes in thinking by race organizers about offshore risks, and what sort of design parameters were acceptable. The tragic results of this race also brought into focus the issue of capsize mechanics, and what could be done to improve a boat’s chances of avoiding such an event—something that had previously not been given much thought.
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Photos and art work courtesy John Rousmaniere
JOHN ROUSMANIERE—1979 FASTNET
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John Rousmaniere at the helm of Toscana during the Fastnet gale.
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“My rough-weather experience to date included hard gales in such places as the Gulf of Tehuantepec, the western Caribbean, and several portions of the Gulf Stream, including one in company with the tail of a hurricane. Yet nothing came near to matching the Fastnet gale.”
599
JOHN ROUSMANIERE—1979 FASTNET
Surface synoptic charts for the day before and the day of the Fastnet gale.
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“According to the English meteorologist Alan Watts, this harsh, maddening variability was the symptom of a chaos of cells of extreme low barometric pressure. Think of these cells as small local gales, each with its own depth and direction, blowing along what Watts has called ‘corridors of extremely strong winds’ that were the Fastnet storm’s arterial system. Now add the storm’s rapid speed of advance, the prevailing southwest swell, and (arguably) eddies caused by millions of tons of water sloshing around the sink-shaped Western Approaches, with only a tiny drain up near the Irish Sea.”
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JOHN ROUSMANIERE—1979 FASTNET
“On almost any other day except August 13 or 14, 1979, nobody but a few cruisers and fishermen would have known about the storm. But the Western Approaches were filled with the huge Fastnet Race fleet that was crossing from Land’s End to round Fastnet Rock, off the Irish coast, and then turn back toward the finish at Plymouth. “
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“One clear lesson from Fastnet is that for offshore sailing given a choice between boats of different sizes, take the larger boat. (This is assuming that her beam and displacement are not extreme in width and lightness, and also assuming that she is strongly built and rigged). “
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JOHN ROUSMANIERE—1979 FASTNET
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“Even in a steady prevailing wind, the sea changes shape and develops anomalies such as rogue waves. In time, the steep, square, breaking waves typical of a new storm gradually lengthen until they re a c h s o m e t h i n g longer, smoother, and closer to the smooth parabolic shape predicted by oceanographers. Yet the anomalies continue; incoming waves from distant storms appear to kick up rogues.”
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Richard Everitt - Fastnet Force 10
JOHN ROUSMANIERE—1979 FASTNET
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JOHN ROUSMANIERE—1979 FASTNET
The practical lessons for hands-on seamanship in this story are clear. ❏ Start out with the right boat. ❏ If you are overtake n b y a b l o w, choose the right storm tactic for the conditions at hand. ❏ Control the boat’s speed. ❏ Put the best person on the helm. ❏ Carry plenty of buckets.
Once designers started to exploit “loopholes” in the IOR handicap rule, some very unhealthy design characteristics came into play. Wide beam aft, with very narrow bows created unbalanced hulls which were extremely difficult to steer—especially when pressed downwind in heavy going. As John indicates in his comments, this lack of steering control was responsible for many of the capsizes.
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The crew of Windswept did an excellent job of getting the boat sorted out. However, there were several additional things they could have done to help the boat stay end-on to the seas: ❏ Adding a second weighted sail bag off the bow. ❏ Creating more windage aft, by jury-rigging a sail using a piece of mast, boom, or reaching strut tied to the pushpit.
607
Richard Bennett
DESIGN FACTORS
The ultimate photographic example of steering control. Wild Thing planing downwind in 50 knots of wind, gusting 70. She’s carrying more sail than would be the case if she were cruising, but is under control. In fact, light boats with good steering characteristics in heavy weather typically do best when kept at speed. They become sluggish, like heavier designs when they’re slowed down by too little sail or lulls in the wind.
608
DESIGN FACTORS
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Rick Tomlinson
DESIGN FACTORS
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A couple of decades ago, when the first Whitbread Race took place, the IOR boats were so cranky (hard to steer) in heavy going down wind that a 265-mile-day was considered really good—on a maxi. With the (fortunate) demise of the IOR rule and its replacement by the IMS and Whitbread 60 rules generating boats, which are easily controlled at high speeds. Four-hundred-mile days in the Southern Ocean are now common. Without good steering control, this could never happen.
609
DESIGN FACTORS
Centerboard yacht designs have benefits and negatives. On the plus side, in heavy going they can pull up their boards, reducing lateral resistance, and allowing the boat to skid more easily. However, they tend to be beamier and have a higher center of gravity, so they roll over more easily and take longer to come back upright.
If you have any doubt about small keels working in severe conditions, go back and look at the drawing of Bin Rouge on page 268. Without the extreme maneuverability provided by the combination of light displacement, small fin keel, and large spade rudd e r, t h e y n e v e r would have been able to steer around the breaking seas in the 1998 SydneyHobart Race.
610
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DESIGN FACTORS
Oops! This is what happens when the limit of positive stability gets too low, and the inverted stability too high—even with monohulls.
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Polar moments is a term used to describe how weight is distributed around your hull. The further the weight is from the center of things, the higher the polar moment. Distance is a third-power function in this equation. It takes energy to upset the balance of the polar moments, so when a wave slaps the side of your hull, the energy imparted (to make you heel and roll) must overcome your polar moments. The higher these are, the more energy the wave has to get into your hull to do a given job. Where things get a little tricky is with the sailboat’s mast and rigging. Because they are tall, that third-power function kicks in, really increasing polar moments. At the same time, the vertical center of gravity increases, which is a negative for LPS. However, the fact that boats that have been dismasted seem to be at much higher risk of rollover seems to indicate that polar moments are a critical factor.
611
DESIGN FACTORS
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CAPE HATTERAS STORM
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The frontal system we saw on radar was probably not that strong as it crossed the land mass to windward of our position. But once it hit the warm, damp Gulf Stream, extra fuel was provided to help it “bomb.” This tends to be especially true when the sector of the weather system trailing the cold front comes into contact with the Gulf Stream.
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CAPE HATTERAS STORM
Sean Holland
This photo was taken after we had rounded Cape Hatteras, were out of the Gulf Stream, and the wind and seas had died down. Had we been able to photograph the night before, it would have been really interesting!
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Since Michael is a marine surveyor as well as a designer, his views on appropriate offshore boats are of interest. “It’s a question of what you want to do, and where you’re going. If you are going to do the ARC race to the We s t I n d i e s a n d then sail the easy route home, most any design type will do. But if you’re going to tackle the North Atlantic, you need a tough, rugged boat.” As a surveyor Michael likes the Contessa 26 (modified Folkboat), Virtue 25 (Laurent Giles-design), Nicholson 35 (“a super boat”), Contessa 32, Tartan 37, and Sparkman & Stephens-designed Swans (all carefully surveyed of course).
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POWERBOAT DESIGN
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How your gear is stowed affects stability in a substantial m a n n e r. A d d i n g equipment up high— dinghies and jet skis, for example—raises the vertical center of gravity. This reduces the positive angle of stability working for you.
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Navigation (which to us includes weather analysis) is a key element when the situation becomes really difficult. You may be tired, and the boat is being tossed around by the sea. Yet you still need to be able to function with some degree of efficiency in this environment. The ideal nav station will allow you to wedge yourself in on one tack by leaning to leeward, while bracing yourself on the opposite tack with your feet against a properlyplaced piece of furniture.
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Pentow Marine
STRUCTURE
STRUCTURE
Even the big guys have structural problems in heavy going— which is why they have watertight bulkheads. Above is a notunusual occurrence in the Aghulas Current along the South African coast. This is the Tokal on her way to Cape Town for repairs, under tow by a Pentow Marine tug.
632
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structure and corresponding components. Over the years we’ve never had a spade rudder fail with these scantlings. With keel bolts, and keel floors, we use four times ABS. This allows a factor of safety when grounding the keel.
633
STRUCTURE
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If you look closely under the arrow, you will see VC Stand Aside planing off ahead of what is left of a breaking crest (she’s minus her rig at this point, and the crew has been helicoptered off). Imagine the impact loads when hit by that wave, if you’re tied to something like a sea anchor, or have a heavy-displacement long-keeled vessel, which won’t skid off on the wave face.
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Boats are nothing but compromises, even in the structural area. If you build something too heavy, trying to make it strong, the loads go up—so the safety factor you were chasing remains elusive. H o w e v e r, t o d a y t h e re e x i s t s o m e wonderful materials that are enormously strong yet light in weight. Thanks to these, we can now build heavy-weather structures that are far better than a couple of decades ago. Yet sometimes there j u s t i s n ’t e n o u g h budget to cover everything, and something has to give. You should understand that when building a boat, the hull and deck structure and related internal components form less than a third of the total cost for most production boats, and less than a quarter for a custom yacht. For a very small overall increase in total cost, you can have a strong yet light structure. If you back off just a hair on the interior fit-out, and restrain yourself a little with electronics and/or systems, you can have this extra factor of safety in structure for the same overall price. To us, it does not make sense to go to sea in a boat built any other way.
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“The inflated life raft became a major distraction and nuisance, interfering with any hope of recovering the crewman who was overboard and drifting away from the boat”.
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Lessons from Ocean Madam: ❏ Vessels of this design and construction are probably not suitable for severe weather conditions. ❏ Life rafts must be secured strongly enough to stay mounted during a rollover. ❏ If you are on deck when the boat rolls and fails to come upright, be sure to find something to grab onto before you drift away. On a short-handed, disabled boat the odds of recovery are remote. ❏ The life raft should have a proper ballast chamber to provide stability in breaking seas. ❏ Check emergency life raft supplies to make sure they’re easy to access and use. Look at them in the context of a raft being buffeted by breaking seas. ❏ Once again we have a vessel found afloat after being abandoned. Do not abandon the boat until it is just about to sink from under you.
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Look closely at how the loads are spread in the vicinity of: ❏ Keel stub and garboard/keel bolts. ❏ Chainplates. ❏ Hull-deck joint. ❏ Mast partners. ❏ Mast step. ❏ Rudder post. ❏ Around big hatches. ❏ Rudder post. ❏ Skeg. ❏ Backing plates. ❏ How thick are the hull and deck laminates and what are they made of? ❏ Number of units— material type and size. ❏ Core material and laminating methodology.
Look for signs of: ❏ Too little material (skin prone to oil canning). ❏ Poor attention to detail (dry spots/ pooled resin). ❏ Signs of chemical failure (soft resin/ browning from hot batch). ❏ Delamination. ❏ Excess flex in deck or cockpit sole.
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The nine-question boatshow survey: ❏ How far is the core cut back and replaced with solid laminate near the keel stub? ❏ How was the core bonded to the hull/ deck GRP skin? ❏ How is the scoop transom stern bonded/fastened to the hull? ❏ Is there any mild steel inside the rudder/skeg? ❏ What kind of keel bolts are used and how are they held in the lead? ❏ Are there any welds in the chainplates that have been covered with GRP? ❏ How do you fasten and seal cabin ports against the inner floating liner? ❏ Do the bolts holding the toe rail go through or miss the deck element? ❏ Are there deck beams or additional structure around the big hatches and windows?
642
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CHARLEY
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“The crew after passing into the lee of Oahu, where we felt the trades diminishing and our spirits rising. We went through a case of beer by the time we reached Hawaii Yacht Club, probably the most dangerous part of the trip!”
647
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This event took place aboard a Beneteau Oceanus 351. At 35 feet (10.7m) long, this Bermudan sloop is typical of the m a s s - p ro d u c t i o n high-internal volume, relatively lightdisplacement designs so prevalent today. Roger did not supply us with the stability data but says, “It would be surprising if it was very different from that which we reproduced for the 390 Ocean Madam (see page 637). The builder, Beneteau, is the largest yacht builder in Europe— they produce about 3,000 vessels per year of all sizes. “This capsize off the Needles was partly due to the skipper and crew underestimating the conditions likely to be encountered in what they regarded as ‘home’ waters. As with Ocean Madam, it wasn’t the wind strength that caused the capsize but the sea state. “
652
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“A vessel with better stability characteristics would have stood a better chance of surviving the wave that capsized the 351. There can be genuinely horrible conditions there, but because they are so close to the sheltered waters of the Solent, the dangers are sometimes overlooked.”
A number of interesting points are raised here, and are worth repeating: ❏ Make sure safety harnesses are always attached— even when going below (having a padeye at the companionway entrance, with a longer tether, will allow you to go from the cockpit to the navigation desk and back to the cockpit while remaining attached). ❏ Keep a supply of emergency flares separate from those used with the raft, where they are readily accessible. ❏ Consider adding reflective tape on the life raft to help the spotter and rescue teams at night.
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“This report illustrates a case where the equipment to d e a l w i t h ro u g h weather was used incorrectly. Many yacht owners have all the right equipment on board, but if faced with having to rig, for example, a trysail, would be scratching their heads. In this case, the skipper set off across the English Channel with a marginal forecast and only one set of reefing pennants roven. When the wind and sea state began to take charge of the o v e r- c a n v a s s e d yacht, gear failure contributed to the eventual tragedy.”
654
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