July/August 2009 Issue No. 179
$4.99 U.S. $4.99 Canada


Go with Nordhavn

Two Nordhavn 55s cross Pacific
from Mexico to Taiohae Bay in the Marquesas

The Allards anchored off Suwarrow (above), after a chance meeting leads to a tag-team voyage covering 2,700 miles in just over two weeks for one unforgettable journey. This is what being part of the Nordhavn club is all about.

The idea was simple: Meet up in positions, currents data, sea states and Mexico and cross the Pacific weather conditions - and to ensure Ocean together - a perfect trip for everything was fine on both ends. It's stretching the legs of a couamazing ple of new Nordhavn 55s. how much The plan was hatched when conditions N5525 owner Roger Allard can vary and the N5527 owner’s 100 miles bumped into each other at apart at the Nordhavn factory. “I met sea - even them at the boatyard in 40 or 50 China while our boats were miles can being built,” Allard said. make a “We talked about doing the huge difPacific crossing at the same ference.” time if things worked out and luckily they did.” Joan, Roger and Kimberly Allard turn a New Paige in More than their future after commissioning in Dana Point, CA. 2,700 The adventure began in Now in New Zealand, the family adventure can be fol- miles later, lowed at their blog: http://www.newpaige.ca/ Barrie de La Navidad both just south of Puerto Allard and Vallarta, Mexico. “We met up four their friends aboard the other Nordhavn days before setting out for the Marquesas 55 have a Pacific crossing under the and left within a few hours of each hulls of their new Nordhavns - all withother,” Allard said. “We were typically out having to make a single fuel stop. about 60 to 100 miles apart, and we “I would do it again in a heartbeat!” talked twice a day via sat phone to share Allard said.

Safe long range ocean travel is what Nordhavns are built for. See what we mean by checking out the chart below which illustrates the performance predictions for a standard single engine Nordhavn 55.
Nordhavn 55 Standard/Single 6081 John Deer RPM Knots GPH NMPG Range 1200 6.90 3.40 2.03 4566 1300 7.35 4.05 1.81 4083 1400 7.70 5.00 1.54 3465 1500 8.30 6.20 1.34 3012 1600 8.70 7.80 1.12 2510 1700 9.20 9.05 1.02 2287 1800 9.55 10.95 0.87 1962 2000 10.80 16.80 0.64 1446

Kids, check out Nordhavn’s web site for “Boat Kid Chatter,” and meet Kimberly. Parents, see how Nordhavn can help you fulfill your life's dreams. Call Nordhavn today at (949) 496 4848. www.nordhavn.com

40II 43



55 56MS

60 62




72 75EYF

76 86 120

Pacific Asian Enterprises • 34179 Golden Lantern, Suite 101 • Dana Point, CA 92629 949.496.4848 Fax 949.240.2398 www.nordhavn.com

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Contents 7 Departments Chartroom Chatter 6 AIS to improve search and rescue 7 Sipriz expedition reaches Florida 7 ISAF piracy prevention guidelines 8 Rock star’s schooner for sale 8 First female commodore of the CCA 9 Custom millwork for large spars 10 Covey Island Boatworks rises from the ashes 10 Vandenberg artificial reef 11 Maine’s annual Boothbay Boat Builders Festival 11 Notable New Titles 12 Product News Voyaging Interview 14 European shakedown 14 Marine Tech Notes 18 Register your beacon by Tim Queeney Power Voyaging 22 Along the Aleutians. www. check out the current issue at www.OceanNavigator.oceannavigator.com 11 . voyaging from Seattle to Japan by Twain Braden Correspondence 27 A jury rig gets voyagers home 12 18 28 Recharging the reefer 28 Inventor of the Windex Voyaging Tips 48 Dinghy mooring methods by Knick and Lyn Pyles Nav Problem 56 Inflatable across the Atlantic by David Berson For bonus materials.com.

oceannavigator.com JULY/AUGUST 2009 OCEAN NAVIGATOR 3 . Aldendesigned wooden schooner. a 65-foot.OCEAN NAVIGATOR MAR I N E NAVIGATION AN D OCEAN VOYAG I NG Issue #179 July/August 2009 22 37 Features Ocean Voyaging 30 Wrecked on the Brazilian Coast One navigational mistake ends a voyager’s dream by Neil Malik Special Section 36 Watermaker primer Practical aspects of voyaging with a watermaker by Roger Marshall 29 43 High pressure at low power Getting fresh water from seawater requires a high pressure. John Snyder photo www. yet electrically efficient pump by Chuck Husick 36 30 On the cover: Lion’s Whelp. is helmed by co-owner Phineas Sprague on a fair day off Antigua.

” page 37) is a retired surgeon from Boston who voyages extensively aboard his J46 Cielita. member of the jury for the Dame Awards at the METS show in Amsterdam. Ocean Navigator. voyaging from Seattle to Japan.95 for one year (eight issues) in the United States and its possessions. Suite 1. and freelance writer who holds a 100-ton master’s license with an unlimited radar observer endorsement. Other foreign surface is $33.95 U.. Contributions: We solicit manuscripts.S. With Capt. funds per year. “Along the Aleutians. He has also crossed the North Sea and explored Norway and ventured up to Spitsbergen.com . Scotland and Ireland. “Watermaker primer.com 866-918-6972 ISSN 0886-0149 Ocean Navigator is published in January. March. has done five Fastnet and 12 Bermuda races as well as most of the little ones in between.O. 5230 Finch Ave. 866-918-6972 All Departments: 207-772-2466 EDITORIAL Editors@OceanNavigator. as far north as you can sail without an icebreaker. P. Cabot is also on the board of directors of Sailors for the Sea. All rights reserved. and additional mailing offices. Hadlock MIDWEST / GULF / FLORIDA Bruce Cole EAST COAST Charlie Humphries PUBLISHER/ ADVERTISING DIRECTOR Alex Agnew BUSINESS / CIRCULATION BUSINESS MANAGER Doreen Parlin CIRCULATION ASSISTANT/ EVENTS COORDINATOR Lauren Kulberg FINANCE/PARTNER Michael Payson WEB SITE PUBLISHER INTERACTIVE MEDIA Tony Napolitano WEBMASTER Alden Robinson CUSTOMER SERVICE Oceannavigator@pcspublink.” page 36) has raced at international levels. with a specialty in Admiralty law.CONTRIBUTORS OCEAN NAVIGATOR MAR I N E NAVIGATION AN D OCEAN VOYAG I NG Subscriptions: Twain Braden (Power Voyaging. “Watermaker case study. Skip Strong he co-authored In Peril (Lyons Press).S. for $27. Postmaster: Please send address changes to Ocean Navigator.oceannavigator. which describes an unlikely salvage off Florida when Strong’s tanker rescued a tug and a barge carrying an empty fuel space shuttle tank. Please address all material to Editor. October and November.. Box 461468. Canadian subscription rate is $31.” page 22) is an Ocean Navigator contributing editor. He has taken Cielita to Greenland. CA 92046. Overseas air mail is $62.95 U. 58 Fore St. Cabot has voyaged in Maine. an ocean environmental group composed of recreational mariners. He has sailed in most of the world’s oceans and has written 12 books about sailing and one on gardening. Periodicals postage paid at Portland. No part of this publication may be reprinted in any way without written permission from the publisher. endured a storm in the Denmark Strait. then sailed on to Iceland. Portland. July. ME 04101. Ned Cabot (Special Section. Subscription rate is $27. Nova Scotia and Newfoundland. funds. Portland. fax (416) 754-4900.S. Maine. with an annual special issue of Ocean Voyager in April. we cannot guarantee the safe handling of contributed materials. funds. D’Antonio Eric Forsyth Chuck Husick Jeff & Raine Williams David Berson ADVERTISING/MARKETING Advert@OceanNavigator. Unfortunately. Braden is more recently the author of Ghosts of the Pioneers. Copyright © 2008 by Navigator Publishing LLC. Marshall is a past president of Boating Writers International. Roger Marshall (Special Section. September. Braden recently completed a law degree at the University of Charleston. Toronto. drawings and photographs. ME 04112-0569. PRINTED IN THE UNITED STATES BY THE LANE PRESS 4 OCEAN NAVIGATOR JULY/AUGUST 2009 www.S.95 U. Distribution: Newsstand distribution. Box 569.com WEST COAST/CANADA INTERNATIONAL Susan W. ON M1S 4Z9.com EDITOR Tim Queeney COPY EDITOR Larissa Dillman ART DIRECTOR Kim Goulet Norton CONTRIBUTING EDITORS Scott Bannerot Twain Braden John Snyder Nigel Calder Steve C. Escondido. This summer Cabot plans to investigate the shores of the Baltic. May. East. domestically and internationally: Coast to Coast Newsstand Services LTD. also published by Lyons Press.O. judging chair for NMMA’s innovation awards program at the IBEX show and the U. P.95 per year by Navigator Publishing LLC. Phone (416) 754-3900.


The second improved device now under consideration is an EPIRB that will. An EPIRB signal is received by a rescue coordination center. An alerted ship will proceed to the reported location of the EPIRB to search for the vessel or person in distress. The present SART is a transponder.” The signal from the new AIS SART does not depend on illumination of the SART by the searching vessel’s radar. The addition of the AIS signal will make the location of the EPIRB visible on the ship’s radar/chartplotter. normally beyond five miles for a surface ship.5-MHz signals being emitted by the EPIRB. and a new type of 406MHz EPIRB that will transmit an AIS signal. a replacement for the search and rescue transmitter (SART) now carried in lifeboats on Safety of Life at Sea (SOLAS) and other vessels.Chatter Chartroom AIS to improve search and rescue << Proposed AISenabled 406MHz EPIRBs will display a distressed vessel or person’s position on an AIS-capable radar or chartplotter of any vessel in range.com Courtesy ACR 6 OCEAN NAVIGATOR JULY/AUGUST 2009 . emit an automatic identification signal (AIS) that. The new AIS SART (allowed on SOLAS vessels starting Jan. entirely without electronic aid (with the possible exception of the ship’s radar).5-MHz homing signal. BY JOHN SNYDER WORK CURRENTLY UNDERWAY BY THE RADIO TECHNICAL COMMISsion for Maritime Services (RTCM) will create two new life saving electronic devices. including the height of the receiving antenna above the sea. While distress signaling has employed the latest in satellite and GPS technology. 2010) will derive its position from an integral GNSS (GPS) receiver and will broadcast its position eight times each minute. like the signal from the new SART. the elevation of the transmitting antenna in the EPIRB or SART and the sea-state. but will appear on the AIS capable radar or chartplotter of any vessel in range. updating its position once each minute. a combination of a receiver and transmitter that responds to the signal emitted by a marine X-band radar by emitting a signal that appears on the search- ing vessel’s radar screen as a unique series of “blips. can be detected by any ship or vessel equipped with an AIS receiver or AIS transponder. The immense value of an AIS capable EPIRB can be appreciated when you consider the following scenario. Final approval for this new device is still underway at the International Electrotechnical Commission (IEC). Among other actions the RCC checks for the presence of Amver (Automated Mutual-Assistance Vessel Rescue System) reporting ships in the vicinity of the EPIRB. Chuck Husick www. 1. including yachts.oceannavigator. Effective reception range for both the new AIS SART and the likely AIS enhanced EPIRB will depend on the VHF radio propagation. The ship does not carry radio receivers capable of receiving or homing on either the 406-MHz or the 121. in addition to the 406MHz satellite signal and the 121. the ship’s search will be conducted visually.

and Jean Oblit Laguerre left Kakok on the island of Ile a Vache in southwestern Haiti on March 16. ISAF piracy prevention guidelines IN RESPONSE TO RECENT INCIDENTS OF PIRACY AGAINST Photos courtesy Geert van der Kolk yachts transiting the Gulf of Aden. Sipriz will be on exhibit at the Palm Beach Maritime Museum in West Palm Beach and the Katzen Arts Center at American University in Washington. But there is a rich and thriving culture of craftsmanship and art in Haiti.C. 2009.php. Sipriz was built during the summer of 2008 on Ile a Vache by Laguerre using traditional methods and with no metal fastenings. as well.S.S. www. 21-foot Haitian sloop made successful landfall in Florida. The document defines high risk areas and offers suggested routing. Jean Emmaniste “Manis” Samedy. noting that artists from the FOSAJ Art Center in Jacmel.org/ 28144. Fla. a traditionally-built. << Top. disease and poverty are real. critical communications details and general advice on protecting your vessel and crew.Sipriz expedition reaches Florida AFTER NEARLY A MONTH OF SAILING WITH ISLAND STOPS ALONG the way. at 0300 on April 20. Yemeni and Somali waters the International Sailing Federation (ISAF) has published guidelines for yachtsmen planning passages through the region. The expedition endeavors to draw attention to the plight of the Haitian “boat people” and highlights Haitian boat building and seafaring skills. the sloops gooseneck fitting and water supply.. Bottom. Mariners can download the guidelines as a PDF file at http://www.sailing. The 800-mile voyage followed a route retracing that of Haitian refugees. a mythological creature that followed the slave ships to the Caribbean and returned to Africa to bring news to the families who stayed behind. The boat and its crew of four. The guidelines are a collaborative effort between ISAF and the Maritime Security Centre – Horn of Africa. D. 2009 after being challenged by an offshore passage in an open boat and the hostility of some local authorities — despite the fact that the Haitian crew carried U. expedition leader Geert van der Kolk and Haitian sailors Gracien Alexandre. sailors determined to go are urged to advise naval authorities prior to voyaging. Sipriz. the bird on the mainsail is a Sankofa.. Center. “…it’s easy to see why some boat people never make it to the U. this summer. “Our sloop. and Bahamian visas. Sipriz.com JULY/AUGUST 2009 OCEAN NAVIGATOR 7 . While the best course of action would be to avoid these waters altogether.” The Sipriz crew arrived in West Palm Beach. is a living example of the vibrant traditions and resourcefulness that exist throughout Haiti. Haiti painted the boat’s sail. “Haiti’s problems of hunger.” van der Kolk said. Sipriz anchored at Hawksbill Cay in the Bahamas.” said van der Kolk.oceannavigator.

Sailing’s National Faculty.” and “Wooden Ships.. Calif. rock singer and sailor David Crosby. at 67 years old Crosby has decided the time has come to move on. HOWEVER GRAND OR MOD- Santa Barbara Channel. Below. the schooner Mayan sailing in the TELL. the same year Ms. Mayan.” “Page 43.com Courtesy Craven Yacht Sales 8 OCEAN NAVIGATOR JULY/AUGUST 2009 << Courtesy Craven Yacht Sales . “After 40 years of sailing my Alden schooner and writing many of my best songs aboard her. As a real beauty that can be sailed anywhere in the world. I have reached the point where I must let her go.S. But few are as tied to a generation as singer-songwriter David Crosby’s 59-foot Alden 356-B centerboard schooner. This was adopted in 1994. 55. . www.. Mayan was originally built in 1947 and underwent an extensive $600.S.oceannavigator. McCurdy sailed Selkie.Chatter Chartroom Courtesy CCA First female commodore of the CCA SHEILA MCCURDY. Sailing’s Training Committee and head of U. to a second place overall finish in the Newport Bermuda Race. After 40 years of owning and sailing the schooner.000 refit by Wayne Ettel in California in 2005. est the tale. THE ONLY FEMALE SKIPPER TO COMPETE IN Rock star’s schooner for sale ALL BOAT’S HAVE A STORY TO Above.” Crosby said. a former commodore of the CCA in the 1980s and the first club official to recommend women be added to the club.S. the 2008 Newport Bermuda Race and 15-time veteran of the race (six as skipper) has been chosen to serve as the first female commodore of the Cruising Club of America (CCA). Sailing where she serves as Vice Chair of U. she needs someone to love her as I have.” Crosby is reportedly asking $1 million for the boat. The Rhode Island sailor and writer was also recently honored as “Sailor of the Week” by U. She is the daughter of yacht designer Jim McCurdy. Many of Crosby’s finest song’s were written aboard the boat including “Carry Me. a 38-footer designed by her father.

traditonallyrigged schooners.I.800 . In partnership with GHHSA they offer a resource for researchers and boat builders who want to learn the intricacies of traditional wooden mast and spar building.8758 e-mail: nannidiesel@waterwaypowercenter.org. POWERFUL. Roma – design: MONICA INFANTINO JULY/AUGUST 2009 OCEAN NAVIGATOR 9 .com © Ufficio Grafico Nanni Trading.320 HP SOLAS 21 . As a unit of the Grays Harbor Historical Seaport Authority (GHHSA) in Aberdeen. Wash.A. a not-forprofit. commercial buildings and museum exhibits. like large.50 HP KUBOTA & TOYOTA based IN THE USA 1 .Fax +33 (0) 5 56 22 30 79 world wide nannidiesel. << The Spar Shop’s tracer lathe is the largest in North America and can turn logs up to 122 feet in length. the brig Lady Washington and others. the shop specializes in turning traditional wooden masts and spars as well as custom columns and poles. With its two sawmills. Nanni Diesel looks out for the true sailor and fisherman with marine engines from 10 to 320 HP for fishing & sailboats RELIABLE. One of the places you can go to have one turned is the Spar Shop in Washington State.com Nanni Industries Courtesy the Spar Shop S.org and www.thesparshop.nannidiesel.286 . Bill of Rights. But for some vessels. the shop can turn logs up to 40 inches in diameter and 122 feet in length.com – www. a tall spar is the only way to go. Their saw mills can mill logs as large as six feet in diameter and more than 100 feet in length. Avenue Mariotte . They work with tall shipowners.S. the Spar Shop provides training opportunities for at risk youth and supports living history programs focused on maritime heritage.33260 La Teste – France Tél.Custom millwork for large spars NOT MANY BOAT OWNERS ARE LOOKING FOR A SPAR THAT IS 100 feet long.. The company also offers custom fabrication services for movie sets.62 HP INBOARDS 10 .historicalsea port. . Amistad. schooners Virginia.11. E A S Y TO M A I N TA I N SAILDRIVES 10 . 501(c)(3) public development authority that owns and operates the tall ships Hawaiian Chieftain and Lady Washington. maritime museums and movie production companies and have built spars for the sloop Providence. For more information visit www. Z. Using the largest tracer lathe in North America. +33 (0) 5 56 22 30 60 .

” Visit the blog at www. (the primary contractor for the project). John Steele and his crew have moved to a leased facility in nearby Riverport.com/blog. Courtesy Covey Island Like its predecessor Maggie B. M2. It is located about six miles southsoutheast of Key West in 140 feet of water. Nova Scotia. The project is a collaboration of agencies including the City of Key West (which owns the ship). also a ‘fusion schooner’ will have unstayed carbon fiber masts and modern sail design. M2 will also carry a transom hung rudder for the sake of simplicity and ease of maintenance. Vandenberg.oceannavigator. But perhaps the most exciting news for the yard its first new build. When Kleinjans’s boat collided with a containership 210 10 OCEAN NAVIGATOR JULY/AUGUST 2009 << also designed by Nigel Irens and will be built by Covey Island Boatworks. M2 will also be similar. Not Michel Kleinjans. with hopes of eventually locating the yard on the Lunenburg waterfront. She needs to be a little handier to require less crew. With the Petite Riviere yard gone. Below the waterline. THE ON BLOG Stop by Running Fix. Reefmakers Inc. www. Next to the former aircraft carrier Oriskany. Unlike Maggie B.Chatter Chartroom Covey Island Boatworks rises from the ashes FOLLOWING A DEVASTATING FIRE IN AUGUST 2008. and a centerboard. low-wetted surface. The new boat.ocean navigator. Blair said. a slack turn of bilge. a sleeker deckhouse and a profile similar to Maggie B. “Maggie B was purposely built to sail around the world. our Ocean Navigator blog. the 523-foot Vandenberg is the second-largest ship to be deployed as an artificial diving and fishing reef in the Florida Keys. will be a bit smaller than Maggie B and with a more modern rig that will feature two un-stayed carbon fiber masts that rotate. a collision at sea with a ship would be an emergency event that would likely send them scurrying to the nearest possible port. Here’s an excerpt: “For most sailors.com . THAT destroyed Covey Island Boatworks and Frank Blair’s fusion schooner Maggie B. The new boat has a different mission. sailing solo in the Portimao Global Ocean Race. the Nova Scotia yard and dedicated boat owner are determined to rise from the ashes of the tragedy. M2 will forego the short counter stern and have a transom stern to maximize waterline. shallow draft. OCEAN NAVIGATOR BLOG miles east of the Bahamas. M2 is FROM RUNNING FIX. Blair is building another Nigel Irens designed fusion schooner. shrugged it off and kept sailing the Running Fix remaining 420 miles to Charleston. Kleinjans.” Vandenberg artificial reef FLORIDA KEYS NATIONAL MARINE SANCTUARY SOUTH of Key West now has a new artificial reef thanks to the retired missiletracking ship General Hoyt S. The new boat. and she proved herself perfect for the job.

Ashore there will be storytelling events for kids. By Captain Ma-Li Chen and Lee S. to 4 p. Environmental Protection Agency. this book is not for the casual weather observer. 2 from 10 a.S.5 million and will create about 195 full and part-time jobs. by roughly $7.bbrlt. Chen and Chesneau collaborate as mariner and meteorologist to demystify 500 Mb charts and employ them as a useful tool for route planning heavy weather avoidance. For more information visit www. The serious ocean sailor who is willing to put the effort into studying and applying Chen and Chesneau’s concepts will give themselves a new level of expertise at dealing with weather. and Nat Wilson’s sail loft. The book endeavors to define the atmosphere in three dimensions and from that model provide mariners with the knowledge they need to predict the intensity and movement of weather systems. the vessel was cleansed of pollutants including the removal of nearly 800. small boats and tugs. boatbuilding demonstrations and talks and a nautical art show. the book provides examples of route planning and a comprehensive glossary of terms and abbreviations. the U. The event will benefit the Boothbay Region Land Trust and includes visits to Washburn & Doughty. Maritime Administration (MarAd).000 feet of wire.org. Chesneau Paradise Cay Publications. JULY/AUGUST 2009 OCEAN NAVIGATOR 11 .m. On the docks there will be a line up of classic Lyman boats.com Notable New Titles Heavy Weather Avoidance and Route Design: Concepts and Applications of 500 Mb Charts: A Textbook for Professional Mariners Maine’s annual Boothbay Boat Builders Festival THIS YEAR’S BOOTHBAY BOAT BUILDERS FESTIVAL WILL BE HELD on Aug. www. But.S.5 million. Food and live music round out the day. Hodgdon Yachts. Army Corps of Engineers. the U. The total cost of the project including environmental monitoring is approximately $8. It is a celebration of the working waterfront and the recovery of Washburn & Doughty’s shipyard. Fla.oceannavigator.Courtesy Boothbay Region Land Trust the Florida Keys National Marine Sanctuary. Following the discussion. following a devastating 2008 fire that destroyed the Maine shipbuilder’s facilities. in East Boothbay. 2008 245 pages In Heavy Weather Avoidance. at Shipbuilders Park/Ocean Point Marina. The National Oceanic and Atmospheric Administration projects that the new artificial reef will increase annual expenditures in Monroe County.S. Maine. given careful study and a bit of homework can develop an entirely new way of looking at 500 Mb charts.. Well written and filled with explanatory charts. Its placement in the Florida Keys National Marine Sanctuary will help divert recreational fishing and diving pressure away from natural reefs near the ship and with a life span of about 100 years it provides a stable. long-term habitat for marine fish species. Prior to sinking. the Florida Department of Environmental Protection and the U.m.

12 OCEAN NAVIGATOR JULY/AUGUST 2009 www.The Glomex AIS antenna can be used on both power and sailboats thanks to the exclusive Glomex mount designed for vertical and horizontal orientation for mast or deck fixing. Sean Lidgard.glowfast. Glowfast Luminous Spinnaker V’s and Glowfast Luminous Tell Tale Patches. But first the AIS needs a good antenna.975-MHz and 162. Now the antenna maker Glomex is offering an antenna that has been specifically developed for AIS use.com.co.nz or call from the US: 011-64-9-489-1111. The unit is powered by the boat’s 12/24VDC supply.lidgardsails.The high-performance receiving/broadcasting antenna element. general manager of Lidgard Sails.com. For more information on Glowfast luminous products go to www.oceannavigator. The new Comar AIS-Multi saves money and delivers easier. carefully enclosed in a conical rubber tube. The Australian company Glowfast Marine offers a package of luminous Draft Stripes. And for more information on Lidgard Sails go to www.glomex.com or call from nous (glow in the dark) tapes that can be added to a sail to provide a glowing picture of sail shape at night.News Product Glowfast teams with Lidgard Sails Sail shape is key for ocean racers. Working via two dedicated VHF channels (161. At the same time. AIS antenna Knowing what big ships surround you is a plus for any voyager. the unit can be connected to a PC via the USB port to display data with a compatible charting program. according to Comar the installation is easy.com . but ocean voyagers can also benefit from keeping the sails properly trimmed. thus ensuring minimal insertion loss. is conceived to combine with all AIS devices (delivered with BNC or TNC connections on the coax cable). AIS for voyagers on a budget Automatic identification systems are a great invention for voyagers.AIS enables all participants (vessels and traffic stations) to receive information about traffic in their vicinity providing real time. For more information. The price is $399. The new Comar AIS-Multi unit reportedly delivers plenty of value by providing the added safety of AIS to voyagers at a reasonable price. e-mail sales@glowfast. The signal from the antenna is amplified before being shared by the VHF radio and internal AIS receiver. visit www. has chosen Glowfast as a way to ensure his sail lofts have access to the latest in cutting edge technology for both the racing and cruising markets.An automatic identification system (AIS) unit will provide you with that information.it. In addition. and USB connections. faster and simpler installation of AIS by combining key components in one compact box: dual parallel AIS receivers.it or e-mail Glomex at info@glomex. e-mail sails@lidgardsails. active VHF antenna splitter. Now Lidgard Sails of New Zealand is stocking and installing Glowfast Lumithe US: 011-61-3-9018-6581. but it does represent an added cost for some voyagers on a budget.025MHz) and relying on a global navigation positioning system (GPS) and digital communications. AIS information received can be displayed on a compatible chart plotter using the NMEA 0183 output. which will allow you to keep your boat at optimal potential day and night.

Individual balls are available for larger pilings. call 206-388-3701.Voyager’s mosquito repellent What’s worse than getting to a beautiful. or vice versa — or simply use iNavX as a stand-alone GPS plotter. 315 Washington St. Mooring line control system The docks ride the pilings as the tide ebbs and flows. A die-cast aluminum housing provides an ample heat sink for the LEDs to keep them cool and provide for long life operation. the Caribbean and Europe. The electronic charting company Fugawi has just announced more electronic chart editions for Canada. Contact Dr. the durable balls roll up and down as the water level changes. Threaded onto the line and secured with figure-eight knots. silent. MI. According to Dr.99 and can be purchased online at www. an artificial version of a natural insecticide found in chrysanthemum flowers. Seattle.com . Manistee. with USA regions starting as low as $4. LED. GPSNavX or MacENC and transfer to iNavX app on iPhone. It is reportedly non-toxic. why shouldn’t your boat do the same? You can follow that approach with TideMinders. Shrink retails for $49.99. or visit www.99 and international regions starting at $9. The ThermaCell uses heat from a butane cartridge to vaporize a mosquito repellent that is embedded in a metallic screen in the front of the device. You can plot waypoints in Fugawi. GPSNavX and MacENC software for Mac OS X. and the iNavX app for iPhone 3G.oceannavigator. Shrink.TideMinders shields the line against fouling and chafing as they roll up and down any size or shape piling.The string of balls offers constant tension with built-in shock absorption. Army. LED this light. During storms and tidal changes.99! The Navionics charts from Fugawi X-Traverse are compatible only with iNavX for activation on one iPhone.com www.The system is available in black or white.S. ThermaCELL utilizes allethrin. being DEET-free. Shrink.com. USA. email drshrink@dr-shrink. For more information contact: Dr.com. Another approach is possible using a new product called the ThermaCell appliance.com.dr-shrink.mosquitorepellent.Digital are now available and are compatible with Fugawi Global Navigator and Fugawi Marine ENC software for PC. dubbed “Kevin” is the highest lumen-per-watt LED outdoor light. pretty soon you will be able to download electronic charts to your sunglasses. via phone at 866-753-3837 or at retailers throughout North America. The units sell for $25. portable and odor-free. safe and non-intrusive.doctorLED. 98125.. More electronic charts With the way the electronic market is evolving. And for a limited time this summer.S. the original iPhone or iPod touch. or visit www. reportedly removing the need to adjust your dock lines. Navionics has substantially reduced the price of its Gold XL9 and HotMaps chart regions for use on an iPhone. introduces a 600+ lumen LED light that uses four U. 12345 Lake City Way suite 181. High-performing LED light Seattle-based company. According to Fugawi you can activate any of the raster charts on up to two devices. And the patented internal circuitry of the Kevin provides consistent brightness and makes the product immune to life-shortening voltage fluctuations.The system employs nine tough plastic balls. 49660. According to ThermaCell the unit provides a 15 by 15-foot mosquito-free zone according to tests by the Department of Defense and the U. Rather than a harmful toxin.-made high-flux LEDs. or call 800-968-5147. The TideMinders system from Dr. from a Michigan company called Dr. Raster charts from CHS and NV. LED. WA. This product is touted as a way to control dock and mooring lines. One TideMinders kit contains nine balls constructed from high-density polyethylene. secluded anchorage and then being assaulted by mosquitos? The standard solution is to quickly install the companionway and hatch screens and retreat down below. Dr.

Con couldn’t fully retire until March 2009. battled cross-winds in an Estonian marina while caught on a Russian anchor. managed 40-foot tides on the Atlantic coast. a charitable organization. flying fish. Con has sailed all his life. so there was no question that one day he would do it — by sea. whales can be spotted. and two years living aboard and voyaging. Unfortunately. ON: B&C: Barb Sprenger B Above.VOYAGING INTERVIEW European shakedown Big Sky’s pilot house scooping WiFi from port to port. Together they have toured 20 countries. Today he is a shareholder in Eagle Pumps and Compressor Ltd. working from 14 OCEAN NAVIGATOR JULY/AUGUST 2009 www. Finland. Barb became a founder and was the National Executive Director of the Kids Up Front Foundation of Canada. and set off on foot or bike to explore. gave away most of their possessions. with our house on our back. so far.. dolphins come to visit at your bow. she grew the charity from an idea to an organization serving thousands of kids in need across Canada. a successful pump and compressor company. they tossed off the lines the moment the Baltic Sea thawed. In April 2007. Big Sky. I loved the idea of traveling like a turtle so to speak. Sometimes those highways can get really rough though and have come with challenges. have been sailing together for just two years. What prompted you to go voyaging? We both have a huge curiosity about the world and a keen desire to explore it. After a successful career in public affairs. and got his formal training in the Dutch Navy.700 in his pocket. and leased their house to live aboard Big Sky and sail into the sunset. two Canadians from land-locked Calgary.” Sailing around the world was a childhood dream of Con’s. where they bought their 515 Nauticat sailboat.com . With the help of donors and a board of directors. Alberta. We arrive usually right in the center of the old towns. Con was born in Holland after WWII.oceannavigator. the Sprenger’s Nauticat 515 Big Sky under sail. At far right. There’s something magical about using the waterways as our highways. tucking into various communities and getting to know the culture and moving on. spent his youth in the Sea Scouts. and were nearly swamped when stuck in tidal mud in France. Voyaging in this time of our lives is like the icing on the cake of an already beautiful life. They were in Turku. but it adds to the realness and rawness of what we’re doing. voyagers Con and Barb Sprenger exploring on land. You’re one with the heavens and if you’re lucky. two charters. Seeing the world from port to port is the most fascinating thing. so it really came down to “by land or by sea. sail-surfed on a 15-foot wave into an Italian marina. The Sprengers retired early. exotic birds. They have sailed through winds peaking at 50 knots in the North Sea. arb and Con Sprenger. He emigrated to Canada 39 years ago with $1. Barb’s sailing experience has involved one sailing course.

Barb Sprenger

What were your advance preparations before departing? Getting ready was a bit like a snowball heading down a steep mountain. We started off slowly, about two years before leaving, I’d taken a basic sailing course, we’d spoken to the kids and to the people in our work world, so they all knew our intention. We’d purchased Big Sky a year before we departed, so we’d gone through the tough job of naming and registering the boat. As we neared the departure date, that snowball was really gaining momentum and everything was happening

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at once. It was an exercise both physically and emotionally. We’d prepared our beautiful yard for low maintenance, then leased out our home. Packing it up was more difficult for Con I think, as he had 30 years to sort through. I’d just moved in four years earlier so I’d identified the items in my life that I had to have and the rest were just things. We set about the task of sorting everything into three areas: To give away: most of our things. To storage: our photo albums, heirlooms, and odd little things. To Big Sky: tools, Gill suits and clothes, fold-up bikes, voyaging books, reference guides, travel books,




leisure reading, photos of kids, medical first-aid kit, English translation (from the Internet) of all the equipment aboard, as it’s a Finnish boat, previously owned by a German. We researched every bank for the best international access and Internet system and found that the TD Canada Trust suited us best. We then cancelled our other banks, transferred funds, applied for new credit cards. We set up every bill for payment online, and for automatic payments. We researched for medical coverage and applied for an extension of our provincial coverage. We changed our address to our daughter and son-inlaws; prepared a garment bag of a few formal outfits for various occasions that may call us home; packaged up our ski gear for winter access when we’re home. I had to wrap my mind around packing in my professional career. I absolutely loved the work I was doing, and was plugged into the pulse of the Calgary community which doesn’t happen overnight. It took years of socializing, smoozing, being seen and seeing people, which fed into the successes my organization was experiencing. To close that chapter was difficult too. Con looked internationally for the right person to take a portion of his day-to-day business so he could manage the bigger picture from Big Sky. Saying goodbye to the kids was really emotional, it almost did me in during the first few months of sailing. I was so crippled by homesickness for them. They’re all adults and living away from home, but there was so much more to the dynamics. My daughters and I were still working

through our grieving from the sudden death of my husband, their dad. We had just blended our families Con and me, so we hadn’t made a lot of “family history” together, you know Sunday dinners sort of thing, and now we were going. That for me was the most difficult part of going. How did you choose your boat? The two main criteria were safety and comfort. Safety meant that the boat had to be capable of withstanding almost all weather conditions. Comfort meant that it had to have a pilot house so that we would not, as the French call it, live in “la cave.” Although we had always been impressed with the Nauticat design, we were open-minded and with the aid of the Internet searched the world. We met with yacht brokers in Seattle, Boston, Fort Lauderdale and The Netherlands, viewing dozens of boats. Once we boarded a Nauticat 42 in the Boston area, we knew it would be a Nauticat. On the Internet we spotted a slightlyused 515 stored in the Nauticat Factory in Finland. After negotiating the price, we flew to Finland to inspect it, loved it and finalized the purchase. We took possession and haven’t regretted a moment of our decision. Did you take any medical courses before you began voyaging full time? We did. There were a few courses to choose from: a half-day basic course; a one-day; and a three-day, eight hours per day course. That’s the one we took, but in a medical situation, it really comes down to common sense. In the Baltic states, Scandinavia, Europe and

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Northern Africa where we traveled so far, we’ve always been close to great medical care if we had needed it. We consulted our doctors about what medications to take along, researched which inoculations to get and got them. Mind you, we had a lot of bruises, bumps, scrapes and cuts the first few months adjusting to the living aboard. It’s about knowing where the top of your head and your toes are in relation to the various spots on the boat. What equipment do you use for communications? On the boat we have a VHF radio which we monitor while underway, but it’s rarely used as a communication tool with marinas, they prefer cell phone contact. We buy a new SIM card for each country for our cell phone which gives us phone calls around the world, SMS, and most importantly, acts as a modem with our laptops for Internet access. The Internet is our biggest communication tool, and generally we find WiFi spots everywhere. We now use Skype (Internet telephone) as an inexpensive way to make phone calls to family and friends. It’s becoming increasingly easier to get reasonably priced Internet connections. We’ve watched the progression of this communication tool in the past two years and anticipate it to be even better in the future. Do you have a watermaker on your boat? We do. It has never been used and probably never will. According to the factory it was the worst model they ever built; spare membranes and parts are no longer available. We have been able to get

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good fresh water in every port as part of the marina fees (except Gibraltar). We’ve used chemicals from time to time to sterilize the tanks, but water has never been an issue and bottled water is really inexpensive. We anticipate things to be different when we get to Greece. How much repair and maintenance work do you do yourself? Other than complicated mechanical or electrical problems, we do most of the work ourselves. The biggest issues we face are understanding how the various systems work and interact with each other. It’s also learning how to get access to the various locations where problems occur. For instance, we’ve been experiencing recurring problems with our hot water hoses splitting at the connection points. Finding the actual location of the split is a challenge, then gaining access, at least in one instance, meant cutting through the floor under the stove. Complicated problems such as failing battery chargers has required us to hire experts in that field. We’ve shopped around for quotes for annual maintenance, cleaning, waxing, polishing, antifouling, replacing zincs, etc. So far, we’ve managed to find affordable prices, and the prices sure vary from place to place. What are the most important skills you have learned while voyaging? Well, for Barb, it was finding ways to cope with homesickness — being away from my family and friends, handling adverse conditions at sea, and even how to drive Big Sky in and out of a marina during rough weather. For Con, it was learning to handle a boat bigger than he’d ever sailed in his life, and the complex mechanical, electrical and electronic equipment on the boat. We have learned to overcome language difficulties and can now communicate in every language with a smile and a gesture. We’ve gained a wonderful skill “listening.” So often people think they don’t know the language so they close their ears and don’t hear the words. We’re not intimidated by language and respond to whomever sometimes using five or six different languages in one sentence! But most importantly, we communicate. What are your future voyaging plans? We plan to continue sailing for as long as we’re having fun doing it. If we wake up one day and feel like it’s over, then we make a new plan. We’ll leave Tunisia for Malta in a few weeks. I’ll fly home from there for a month to be with our youngest daughter and her husband for the arrival of their first baby. Con will carry on to Corfu with his brother and sister-in-law, then our daughter and her eight-month old grandson will join Con in Corfu for a few weeks. For the summer and fall, we’ll explore the Adriatic Sea (Croatia, Montenegro, Albania, east coast of Italy) then look for a warm spot for the winter, like maybe Crete or Marmaris, Turkey. In 2010, we’re thinking about exploring the Black Sea, then transiting the Suez Canal and heading into the Indian Ocean. In general, we’ll see where the wind ■ blows us.
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so latitude and longitude data were not included in the signal. This allows them to immediately determine if the EPIRB signal is a false alarm or if it is a serious emergency. www. sank early Courtesy NOAA 18 OCEAN NAVIGATOR JULY/AUGUST 2009 . director of marketing for Cobham Life Support. was the beacon’s registration number. called a Satellite 2. “But it was not a GPSequipped unit. a fishing vessel dragging for scallops off the New Jersey coast. Lady Mary’s crew activated their 406-MHz EPIRB signal and it was picked up at 0540 by a geosynchronous NOAA GOES-12 weather satellite equipped with a CospasSarsat transponder. The 406 EPIRB in question was built by the ACR company. The dangerous possibilities of mis-registration were made real recently when Lady Mary.com I t’s an odd situation when high tech search and rescue technology can be foiled by something as simple as not filling out a form or a miskeyed registration number. With the vessel’s registration number in hand. Yet that unpleasant situation could occur should your emergency position indicating radio beacon (EPIRB) be improperly registered in the National Oceanic and Atmospheric Administration (NOAA) database. The process can be faster if you make sure your EPIRB is properly registered with the NOAA. a vital clue that could help determine the operating area of the vessel in question.” said Chris Wahler.oceannavigator. NOAA watchstanders can perform the simple task of calling the boat’s owner on the phone. the NOAA did not know which rescue coordination center (RCC) was the closest to the mariners in distress. Evidently. according to some NOAA reports. ACR Products.MARINE TECH NOTES Register your beacon The Sarsat system is cleverly designed to find you in an emergency. this is not a freak occurrence as. BY TIM QUEENEY in the morning of March 24.” Thus. “It was one of our beacons. What was included in the signal. up to 30 percent of EPIRB activations come from unregistered beacons. however.

Even though the EPIRB had done its job. clear or lightly tinted wood protection without sanding. clear varnish without sanding. had been miskeyed into the database by a private contractor hired by the NOAA to perwww. HOLLAND I THOMASTON. however. A Coast Guard helicopter was immediately dispatched. including the boat’s captain. The only course left open to them was to wait for the NOAA’s polar orbiting weather satellites to pick up the EPIRB signal. there was no vessel match.epifanes. and mattes – even tight-schedule formulas that dry fast with no sanding required. satin finish. The number manufactured into the beacon and the number in the database matched except for one digit. have Cospas-Sarsat transponders onboard and can determine. Woodfinish Gloss/Matte High-build. When it arrived at the scene the helo’s crew discovered that only one crewman had survived the sinking.com form this function. Rapidclear/Rapidcoat Quick and easy. Obsession? Obsessed with brightwork? We believe there’s a right varnish for every job.S. The EPIRB was off the New Jersey coast. interior varnish. MAINE I I SHEUNG WAN. absolutely clear. glosses. The crowning touch for fine woods. Had the number in the database been correct. 87 minutes after the first EPIRB signal was received. semi-gloss. One-component.The EPIRB signal hit was ultimately relayed to the U. and loaded with UV filters. via the Doppler shift of the EPIRB signal as the spacecraft passes over. high gloss or satin finish. Interiors.. Later investigation by the Coast Guard revealed that Lady Mary’s EPIRB registration number had been properly provided by Lady Mary to the NOAA. RCC staffers finally got a fix on Lady Mary’s EPIRB based on the polar satellite data. When the EPIRB’s registration number was checked. ultra hard. the Coast Guard RCC would have known at 0540 the name and home port of Lady Mary and could have determined its likely operating area. hard. Coast Guard’s Portsmouth. The Clear High-Gloss Varnish Classic high-gloss. high-solids varnish. The RCC personnel didn’t know the identity of the boat or its location. Superior durability. the latitude and longitude of a broadcasting EPIRB. There also was the possibility that the signal was a false alarm. Six other crewmen. Va. high gloss or satin finish. Flexible. At 0707.com or email for our CD. The number. exteriors. These satellites.com JULY/AUGUST 2009 OCEAN NAVIGATOR 19 .oceannavigator. Rubbed Effect Interior Varnish Rich. the Coast Guard couldn’t act on the alert. high-gloss finish. RCC.epifanes. flexible. Look for Epifanes at your local chandlery or contact our headquarters in Maine. Read more product and technical information at www. drowned in the accident. which circle the earth every 90 minutes. One-component. satins. AALSMEER. The ultimate two-component varnish for professionals. one-component. Epifanes finishes are the very best available. however. Polyurethane Clear/Satin Two-component. PP Varnish High speed. One-component. HONG KONG 1-800-269-0961 www.

To eliminate the two-position ambiguity. The two positions that match will be the EPIRB’s actual position. One of those positions. one to either side of the satellite’s ground track. “Even if a signal is GPS encoded. both Coast Guard and Air Force RCCs receive an alert on a possible search and rescue mission. the satellite derives two possible positions. that is used as an added cross-check.” Moddock said. will coincide with one of the two positions obtained from the first satellite pass. “we would do the Doppler shift method anyway. Shawn Maddock. NESDIS operators know enough to alert the rescue coordination centers (RCC) nearest to the two first pass positions.” A GPS-encoded EPIRB signal allows NESDIS operators to identify the general search area more quickly. Sometimes one position is at sea and the other is on land. however. Sarsat operations support officer at NOAA’s National Environmental Satellite. which provides a lat/long position to the National Oceanic and Atmospheric Administration (NOAA). It also allows them to use their polar orbiting satellite-based Doppler shift data more effectively. We always rely more on Doppler. As a satellite passes over a beacon. The second pass also produces two positions to either side of its track. Md. would be all that is needed to perform a search and rescue operation. it uses the Doppler shift of the EPIRB’s signal to determine the beacon’s rough position. a second satellite pass is needed. But because of ambiguities involved in this method. however.oceannavigator. In that case. But that is not the case according to Lt. If GPS data is available. Tim Queeney 20 OCEAN NAVIGATOR JULY/AUGUST 2009 www. Data and Information Service (NESDIS) facility at Suitland.com .MARINE TECH NOTES Finding a squawking EPIRB You might think that the distress signal from a GPS-equipped emergency position indicating radio beacon (EPIRB). At this point. the Sarsat system still uses the Doppler shift approach for finding a victim’s actual position. Maddock explained that although a GPS position-encoded signal is immensely helpful.

search could have commenced immediately. Every EPIRB owner who registers his or her unit with the NOAA receives a sticker that must be placed on the EPIRB unit. of Cobham/ACR agrees. Wahler. apparently. An incorrect registration (or no registration — amazingly. To register your beacon. noaa. none of these vessels made an effort to respond or offer assistance to the ■ vessel in distress.gov/. EPIRB owners need to check the unit’s manufactured ID number against the number on the sticker provided by the NOAA. that means your beacon is not properly registered.” If the numbers don’t match. “However. “What we’re saying to beacon owners is just double check. . This sticker is printed with the beacon’s registration number. “We did not hear any call on our system.” Marriott said. Yet. go to http://www. up to 30 percent of emergency beacons are never registered by their owners) means added time that could elapse before SAR forces come to your rescue. According to Lt. Tim Marriott of the Coast Guard’s Delaware Bay sector. including a merchant ship and another fishing trawler that passed Lady Mary within 1. Make sure the ID the system has for you is the same as the ID number on your bea- con. some vessels that were in the area did say they heard something.5 miles. the Coast Guard’s VHF network did not pick up a mayday call from the vessel. rather than nearly an hour and a half later.” There were reportedly as many as 22 vessels in the immediate vicinity. Another aspect of the fishing vessel sinking that has Coast Guard investigators scratching their heads is the lack of response to a reported VHF mayday call from Lady Mary.beaconregistration.

000 miles. Micronesia. aboard his Nordhavn 62 Grey Pearl to get from the West Coast to Japan. carving the shape in the air with his hands. Engines. The haphazard belt of islands. will cross the North Pacific this summer by way of the Aleutians and Japan. many thousands of miles apart in some cases. Seabird. just 5. For Jones this shape explains how he chose the northern route. fuel systems. “I realized we wouldn’t have to spend more than about six days at sea.com . and every other system on board had to be checked to ensure there were Courtesy Nordhavn 22 OCEAN NAVIGATOR JULY/AUGUST 2009 www. “It just seemed like a better idea to cross at the narrow part — across the forehead.500 miles. along with Nordhavn 68 Sans Souci and Nordhavn 62 Grey Pearl.POWER VOYAGING Steve and Carol Argosy BY TWAIN BRADEN Along the Aleutians. voyaging from Seattle to Japan W The Nordhavn 62 Seabird enters the fog at Chatterbox Falls in British Columbia. stretch across the Pacific’s vast belly for a distance of more than 13. The forehead is the bridge of the Aleutian Islands stretching toward the Kamchatka Peninsula to one side and the arc of Alaska’s coast on the other. from Polynesia. the key was preparation — their Nordhavns had to be ready to tackle a lonely and sometimes dangerous passage.” Jones said. hen Braun Jones envisions the shorelines rimming the Pacific — and its countless archipelagos of islands in between — he sees the outline of an amply-proportioned human body. and Melanesia and up to Japan.oceannavigator.” For Jones and for the other two power voyaging couples joining in on this trip.

having just crossed the northern Pacific with his wife and three children the year before. fewer than 20 recreational powerboats have made the passage. Jones’s wife Tina met voyager John Kennelly. and so well knows the risks. the Bering Sea. Steve and Carol Argosy of Seabird. and Steven and Carol Argosy. each vessel overstuffed with double-redundant gear from a landsman’s fear of not having adequate seamanship skills. The voyage is against the prevailing winds and represents some of the least-traveled pleasure-cruising grounds on www. fewer still seemed to have interest in the storm-tossed waters of the Gulf of Alaska. middle. too. and at the time of this writing had just completed the Inside Passage to Juneau. But the Joneses pressed their friends Ken and Roberta Williams. staying together on both the coastal routes and in the ocean passages. and she learned he. ginger gum. “but I personally believe in ephedrine. It would be easy to dismiss the voyage as a gentleman’s lark. Against prevailing winds Finding company for the adventure presented a challenge. “I knew Braun would be intrigued by this. but the long stretches of open ocean.oceannavigator. taking out the trash one evening while participating in the MedBound Rally. Alaska. Tina Jones quips that she also saved room aboard Grey Pearl for the cappuccino maker. would seem virtually endless — and perhaps terrifying — in the Pacific. logged many thousands of miles on open-ocean routes and coastal voyaging along foreign shores. But one of the pleasures of commanding a 60-plus foot Nordhavn is the comfort of having all the accoutrements and systems of any oceangoing ship — albeit on a smaller scale. Braun and Tina Jones of Grey Pearl. ginger tea. whom they had met while crossing the Atlantic with the Nordhavn rally. Each vessel is a veritable fortress of redundancy and well-engineered systems. Niad stabilizers will quell rolling in the ocean passages — the Gulf of Alaska and the Bering Strait. Ken and Roberta Williams of Sans Souci.” she added. she had quickly stipulated two requirements: no ocean passages of more than a few days and no voyaging alone. owners of the Nordhavn 68 Sans Souci. including oversized enclosed life rafts and full survival suits in the event of emergency. and have considered the considerable demands of what will be both a wilderness experience ashore and serious ocean passagemaking at sea. The trio departed Seattle in mid-April. Few friends of theirs spoke Russian and Japanese. both because of the isolation and because of the rough weather. owners of the Nordhavn 62 Seabird. owned a Nordhavn (the 62-foot Walkabout) and his boat was moored in Japan.com the planet. They’re just exceedingly well Ken and Roberta Williams Braun and Tina Jones Carol and Steve Argosy At top. her Sub-Zero refigerator. unaware that his casual interest would morph to inspiration. “I’ve watched too many episodes of the Deadliest Catch. JULY/AUGUST 2009 OCEAN NAVIGATOR 23 .” he said. She had enjoyed the safety and camaraderie of the Nordhavn trans-Atlantic rally in 2004 and a similar rally in the eastern Mediterranean thereafter. But when Jones first proposed a trans-Pacific voyage seriously to Tina. Braun Jones admitted to stocking the boat with every conceivable seasickness medication: “Ginger pills. They got to talking. Fewer still have made the voyage west to east. For more prosaic comforts. and the northwest Pacific along the Kamchatka Peninsula. above. According to Ken Williams. For his part. from watermakers to generators in the engine rooms to AIS and mini-VSAT unlimited broadband in the pilothouse. But each couple has voyaged extensively.” Tina said. while relatively brief across the Atlantic. for example — and each vessel is equipped with Arcticstrength survival gear. owner of Sans Souci.” Meticulous planners Each of the couples are meticulous planners. The original idea was first hatched when. and a (“lightweight”) goose-down comforter.no surprises should they be caught by a howling Bering Sea gale. and soon hatched a plan — together they would form their own rally.

we should always be fairly close to an anchorage. “All of us have cruised extensively.m.m.00 for pricing and event information: trawlerfest. Even in the good months. the lows seem to move quickly and strong storms seem to arrive with little notice. we had calm rolling seas virtually all of the time.m. “This will be the group’s first exposure to the Gulf of Alaska and the Bering Sea.com 888-487-2953 MEDIA SPONSORS NATIONAL SPONSORS REGIONAL SPONSOR voyages. Sunday 10 a. “We’ve timed our voyage to give the best weather possible. On our Atlantic crossing. and day and evening activities. Boat Show: Friday & Saturday 10 a. whose earlier sailing career included ownership of a 43-foot Mason sloop that he used for numerous Caribbean Experience BOAT SHOW – EDUCATIONAL EXPERIENCE – RENDEZVOUS the cruising-under-power lifestyle Maryland Join us at the Calvert Marina for an in-water boat show. I’ve been watching the weather in the Gulf of Alaska.” Williams said.m. just south of Juneau. – 4 p. This voyage does raise the stakes considerably for the trio. and am looking at sustained 30-knot winds as I type this. – 5 p.POWER VOYAGING prepared and have done their research. the Williamses have also hired commercial fisherman Bill Harrington. 24 OCEAN NAVIGATOR JULY/AUGUST 2009 www. and Braun Jones. Williams. a Naval Academy graduate).com . Along the Aleutians. to serve as a pilot for the Aleutian run — affording the group an insider’s knowledge to harbors of refuge. a native Alaskan. My guess is that we would not be very happy if we were out there now. Tina Jones upgraded her USCG master’s license to 100 tons. – 12 p. General Admission: $15. became certified in wilderness medicine. local weather systems. 2009 90-minute Seminars: 8:30 a. with no place to hide. October 2–4. and even stopped a couple of times for a swim!” Fast-moving storms adds a measure of anxiety to the voyage that simply did not exist in the low latitudes of the Atlantic.oceannavigator. However. Alaska.” In addition. seminars. “but it has generally been fairly calm running. and on-shore points of interest. but across the Gulf of Alaska we’ll be making a three-day passage. Solomons. who has written several books on power voyaging. such as WWII military sites (an interest of Braun Jones.” Williams told me by e-mail from Petersburg.m.m. recently completed marine engineer training.

AMEL spends a large sum of money each and every year to train me so I know the AMEL 54 from masthead to keel. Our after sales service and warranty department is second to none. Each vessel can carry almost 2. this closed system circulates coolant through a hull-mounted keel cooler — a system common in commercial applications. and in the pilothouse an Iridium phone. Hoonah. Attention to the smallest of details and overall fit and finish is second to none. A cruising couple can handle her alone in all circumstances. Pacific Asian Enterprises. a heat exchanger. a Simon Systems monitoring system throughout. Recharging our souls with the pleasure that comes from a restful life at sea. Icom radios. a Dell laptop with MaxSea chart software. They hope to arrive in Tokyo by mid-summer. You will enjoy immediate and complete access to all maintainable components throughout the boat. Grey Pearl and Seabird. I can fully explain any aspect of the boats construction and outfitting. Four watertight bulkheads define six watertight compartments. All mechanical equipment receives a prototype process where the installation is perfected. AMEL ownership is a top quality experience from beginning to end because of the top quality efforts we make to ensure it is so. QUALITY IN CONSTRUCTION. as well as the most comfortable sailing yacht in this size range. and then would proceed down the Kuril Islands. leaky and trouble prone hull to deck joint. Alaska. including a full size/stand up engine and machinery space beneath the cockpit. Sans Souci is powered by a pair of twin. these feature dry exhaust systems. There is a fully weather/sun/spray protected helm station beneath a fiberglass dodger.com JULY/AUGUST 2009 OCEAN NAVIGATOR 25 . even the most trying. Swift and seakindly under sail. Unlike most marine diesels. When I caught up with them last. in Petersburg. and further west. PLEASE. specifically designed by Nordhavn’s in-house design group. and a pair of Furuno radar sets — all linked together with NavNet. The trio planned to voyage separately up the Inside Passage and to meet in Ketchikan.500 gallons of fuel in its four bunker tanks. Petropavlovsk. 200 miles a day runs are easily obtained.” AMEL 54 QUALITY TIME This is what your days aboard should be all about.net CONVENIENTLY LOCATED IN FORT LAUDERDALE. and anti-siphon valves. JOEL F. they were planning to steam together to Juneau the following day. but Williams wanted the added maneuverability and the “get home ability” of the twins). an enginemounted raw-water pump. Sharing moments of serenity and adventure with family and friends. From there they envisioned stops in Glacier Bay. be it for the weekend or around the world. “We’re confident in our boats. QUALITY IN DESIGN. Alaska.Twin engine power At 68 feet overall. POTTER – CRUISING YACHT SPECIALIST. dual Furuno GPS and compasses. easiest to manage and maintain. QUALITY IN SALES AND ONGOING SERVICE. both Nordhavn 62s. We have never delivered a new boat even one minute later than promised. Enjoying the world's finest stress reliever which is uneventful and effortless passagemaking under sail. on the Kamchatka Peninsula of Siberia. Instead of a seawater cooling system that PAE asserts “introduces the corrosive effects of seawater” and requires a through-hull.oceannavigator. Just ask anyone who owns an AMEL… NEW AMEL 54 AVAILABLE FOR INSPECTION IN FORT LAUDERDALE. to Sapporo and then mainland Japan. The AMEL 54 is designed to thrive as a liveaboard offshore cruising yacht. dual Village Marine watermakers. for the official start of the rally. BY APPOINTMENT. and Dutch Harbor. Our exclusive one piece/full monocoque construction eliminates the typically weak. never just because of price. continuous duty 340-hp Lugger diesels (standard equipment on Nordhavn 68s specify a single 400-hp Detroit Diesel. FLORIDA www. are powered by slowspeed 325-hp Lugger diesels. The AMEL 54 was conceived and designed to be the safest. a Simrad autopilot. We have always had a one price/no hassle purchase program. LLC AMEL’S SOLE ASSOCIATE FOR THE AMERICAS Phone: (954) 462-5869 Fax: (954) 462-3923 E-mail: jfpottercys@att. Each and every component is chosen to best fulfill it's function.

POWER VOYAGING possible time. Where we are going. but I’d position (our attitudes) more as highly focused. On that run. “Nordhavn boats have run millions of miles.oceannavigator. crossing at the best 26 OCEAN NAVIGATOR JULY/AUGUST 2009 www.” Contributing editor Twain Braden is a freelance writer. Braun and Tina Jones first got the idea for a North Pacific crossing.com . the story of a spectacular marine salvage and Ghosts of the Pioneers. We are certainly concerned. in which Braden and his family retrace the route west based on the unpublished diary of a nineteenth century pioneer. Courtesy Nordhavn Grey Pearl participated in Nordhavn’s 2004 trans-Atlantic rally. former schooner captain and the author of the books In Peril. and there isn’t a lot of ■ forgiveness for mistakes. the storms move quick. with seasoned crews and careful planning. We have the safest boats. Williams told me. and paying attention to detail.

It occured to me that I could glue my hose together this way. a two-inch hose that tapered to 1. so we wrapped it with two more layers of tape. After we left Barra while it was under load it did leak a little. a different coolant hose was now leaking. During a passage of more than 300 miles along the Mexican coast. we had an engine overheating issue. tried to fix it.CORRESPONDENCE A jury rig gets voyagers home To the editor: Sometimes you have to patch together a repair until you make port. This combination of fixes stopped the leak. To our surprise. Now came the test. I found a replacement hose. a 40-foot Trimaran built in 1964. Mexico. Bottom left. we devised a jury-rigged solution that allowed us to return to our current home port of Mazatlán in Mexico.5” with a 90 degree turn.com JULY/AUGUST 2009 OCEAN NAVIGATOR 27 . We discovered what we thought was a leaking coolant hose. I discovered a crack in the coolant reservoir. The package said it was good for 100 psi and 212 degrees. No more leaks! We traveled the more than 300 miles back to Mazatlán checking the hose periodically and made it home safely. Pat and Susan Canniff’s Pat Canniff trimaran Perpetua at anchor in Mex- not work. welded and reinstalled. We’d cut a piece of rubber to size and super-glued the ends together. but it continued to leak. No hose was available and there was no chance of having one shipped down! I had helped another voyager make “O” rings from a kit. The reservoir had to be removed. —Pat and Susan Canniff have voyaged aboard Perpetua. the hose is under pressure and high temperature. Apparently it had broken while dealing with the reservoir fix. Pat Canniff ico. I glued the torn hose on the outside and inside with Kola Loka super glue. However. Reaching Barra de Navidad. However. the tape repair to an engine hose needed to hold until the Canniff’s made port. This hose was unique. for 10 years. Recently. during installation I used a mirror to inspect the area behind and around the hose fitting. I had some Mariner’s Choice Safety Wrap tape. Then I wrapped the hose with two layers of tape. They are currently based in Mexico. www. so the glue alone might Left.oceannavigator.


JULY/AUGUST OCEAN NAVIGATOR 29 Courtesy Davis Instruments Dick de Grasse photo . I met Bergstrom back in the mid ’70s when he and Warren Luhrs would come to my shop where I was building the Hunter Marine plugs and molds at Marine Concepts. I cut off the automobile AC fitting and spliced in a hose that connects to the boat reefer’s Schrader valve. in fact.com the Chartroom Chatter section of the May/June issue about the Windex wind indicator device sold by Davis Instruments. otherwise air will be pumped into the reefer. He was quite an innovator who died in March 1997 when his experimental glider crashed. It sounds like a new product but. Usually about 10 pounds on the gauge will do it. in Cape Coral. The Schrader valve hose shown above can be found at an AC equipment supplier or AC service center. I made a recharge system using a NAPA automobile AC recharge system that uses the 134A refrigerant. Good for Davis Instruments Co. Fla. The 134A pressure should be high enough to bring frost down the line just outside the reefer box. to keep the Windex on the market for so many years. the record was broken again by French sailor Isabelle Autissier. In 1989. has been around for some time. Bergstrom and Luhrs broke the 150-year-old speed record for sailing from New York Harbor to San Francisco on the 60-foot Bergstrom-rigged sloop Thursday’s Child. much lower than auto AC pressures. Bergstrom invented a lot of rigging innovations and the Windex was the simplest and best little wind direction indicator. —Kiko Villalon escaped from Cuba in 1960 with five dollars in his pocket. I thought we should give credit to its inventor. Two months later. He became involved in fiberglass and aluminum hull design and production and worked at several boatbuilders before founding Marine Concepts.oceannavigator.CORRESPONDENCE Inventor of the Windex To the editor: I read with interest in Recharging the reefer To the editor: Nearly every boat we know has had problems with their boat’s refrigeration system. Fla. and does contract work for the Coast Guard. —Dick de Grasse and his wife Kathy live aboard their Tartan 34 Endeavour in southern waters during the winter and sail in Maine in the summer. Lars Bergstrom. a boat design and development firm. A can of 134A should last a long time. www. because boat reefer pressures are much. Usually reefers need to be recharged.. Be sure to evacuate the hose with 134A refrigerant before attaching it to the Schrader valve. He currently lives in Pine Island.

We hit the coast. My Brazilian crewmember. Story and photos by Neil Malik Above. “We’ve run aground. I stood helplessly on the deck. slammed into a remote section of the northeast Brazilian coast. 2007. Wanti. Porto Santo. the Canary Islands.I. and finally Brazil. I was greeted by a shocking sight — Wanti was surrounded by breaking waves which. Neil Malik aboard his Westsail 32.OCEAN VOYAGING Wrecked on the Brazilian Coast One navigational mistake ends a voyager’s dream idnight on July 27. Right.. My first reaction was that we had hit a reef. crunching sound. on a trip that would take us to the Azores. I awoke to a thunderous. Portugal. Cape Verde.” Wanti had set sail a year and three days earlier from Barrington. R. Wanti under sail during one leg of Malik’s Atlantic passages. but the boat is okay. M bracing against the cabin top as each surge knocked the fully canvassed boat toward the shore. pushed my beloved boat higher up onto the beach. was the start of my 38th birthday. What normally was a happy time turned grim when my Westsail 32. Madeira. called from below “O que é isso (what is it)?” I replied. with each surge. I jumped from my bunk and scrambled to the deck. We had 30 OCEAN NAVIGATOR JULY/AUGUST 2009 . Hosana Farias. Wanti before going aground in Brazil.

the landscape appears like a massive desert speckled with random pools of water. ‘abandoned’ meant that your property became public. we While on a passage from Fortaleza to São Luís in northeastern Brazil. The possibility of looting was very real — an abandoned. The local village quickly gathered around to stare at these two aliens that had been dropped into their world. it was clear that the receding tide had left us high and dry upon the coast. This would be a tall order given our remote location. I knew I’d need tractors to try to get Wanti refloated. They had spotted our stranded vessel. There were no roads. The fisherman was a welcome sight and he advised us that his village was several miles away and that we might be able to find assistance in the larger city of Santa Maria. Alfred Wood/Ocean Navigator Illustration JULY/AUGUST 2009 OCEAN NAVIGATOR 31 . with Malik and one crewmember aboard. a nighttime navigational error drove Wanti. Oddly. The chances of my boat being pilfered increased with every hour we spent away. Villagers were kind people. we came upon the young boy’s village. the salvation of my boat was still possible. This was a huge distance to move the boat and to make matters worse. several violent squalls and had recovered from a knockdown off the African coast. After our brief respite. Composed of high. Our journey by foot took us across splendid dunes and cliffs of sand from which the eye could survey a massive range of sand mountains. no electricity. We were grounded in a remote section of Lençóis Maranhenses National Park in the northeastern state of Maranhão. sweeping dunes. As far as the eye could see was sand and it felt as if we had suddenly landed at the edge of the Sahara.weathered five gales. no stores — the only way to access the village was by foot. finally. Hard aground As dawn approached. foreign sailboat would quickly gain the attention of other local inhabitants. The full moon had brought us upon the shore to the maximum height of the tide and the tidal range left us 150 feet from the ocean at low tide. no signs. no paths. Here. we would have to make all rescue efforts within a short six-hour span before the tide turned. We were approximately 180 miles from the capital city of São Luís which was our final destination. was some civilization and we happily paused for a short rest. onto the sands of Lençóis Maranhenses National Park. The only signs of life were a smattering of thatched lean-tos which appeared to be uninhabited. no people. Here there were no cars. offering us drinks and a snack. After two hours. we were greeted by a local fisherman and his nephew. I could not imagine that a simple and fundamental navigation error would spell out the final chapter in the wonderful history of Wanti. But we would need assistance. By 0600. In Brazil. The fisherman kindly offered his nephew as our guide and agreed to watch our boat as we set off. Lençóis is one of the jewels of Brazil. I was filled with an empowering sense of optimism.

“Vamos voltar amanha sair seus barco (we will return tomorrow and free your boat). Seeing my mast in the distance. We quickly set out to find help. a tractor owner. my heart jumped for joy. We came upon a wide riverbed and had to wade through the river up to our chest. we came to the tiny village of Travoso. We were brought to a small mud house on the edge of an inlet that led out to the ocean. I also had a tent onboard which we could set up for sleeping on the beach. we finally paid the price for the 90 minute ride to Travoso: $500 BR (about $250 US). By the time we returned. fired it up and off we went. From the time we had left our boat to the time we arrived at the outskirts of Santa Maria. The owner was Hermano Cruz and his wife Cecelia. Half of me had expected the decks to be stripped and the interior of the boat to be plun- dered. We had not discussed any cost for the efforts and I was reluctant to set a price without seeing what type of progress we could make. A village with a tractor We left the following day. We discovered that a fishing village known as Travoso had tractors. This was a relief. and his wife Cecelia and one of their children. Wanti had been sitting on the shoreline for more than three days. he announced. Hosana and I had chosen to stay behind as a security measure. We tried to convince tractor owners. From Travoso. After much negotiation and time. They heard our story and. He exchanged words with his crew. red tractor parked in front. we were able to convince the couple to look at our boat. The town’s population numbered around 150 people. everything is negotiable. In Brazil. Ouch.” My heart lifted and I felt that we did have a chance. Living inside the boat 32 OCEAN NAVIGATOR JULY/AUGUST 2009 . mostly fishermen and their families. They had apparently been involved with rescuing a stranded European vessel last year. seeking opinions and after a 15-minute survey. Hermano loaded up the tractor with a crew of male villagers. plus two tractors. five hours had passed. but they weren’t interested. About an hour and a half later we arrived at Wanti. The villagers had agreed to return tomorrow morning at 1000 to start work. The villagers once again packed onto the tractor and it departed. our boat lay about 12 miles south. We had plenty of food and water. After 90 minutes of driving. As we approached. At right is Hermano Cruz.OCEAN VOYAGING Malik launched a major salvage effort that included up to 15 people from a local village. Hermano scanned the boat from all angles. My eyes caught sight of a weathered. Travoso was only accessible by 4 x 4 as the fishing village had no roads and no phones. I could see that everything onboard was intact. We spent the next three days walking all over town trying to locate assistance of any kind. walked for another three hours. with some persuasion and diplomacy.

I was ecstatic. He believed the tractor could be used tomorrow. With the hail of “Embora!” the tractors would surge forward. He invited us to join him for dinner at this hut just inland. This pattern continued for the next four hours. the incoming tide made it impossible for the tractor to set its wheels in the soft sand and efforts were abandoned for the day. slowly scissoring Wanti down the beach. Once some progress was made. We joined the villagers for the tractor ride back to the house.com The tractor digs in Having positioned the logs. Despite recent events. but it was clear the single tractor was having trouble managing Wanti’s weight. I quickly got to work explaining my game plan to inch the boat down to the water. Hermano had invited us to spend the night at his mod- est house and we accepted. 24man crew. It was clear that two tractors would be needed. eventually digging their large wheels deep into the sandbed. Plus. the tractors would Following three days of unsuccessful efforts to refloat Malik’s boat. Hermano told me that there was a second tractor in Travoso that was owned by the municipality. Before we could even attach warps. a 100-foot-long warp was secured from the bow to the trailer hitch. Then. The crew began to remove the sand blanketing the keel as two warps each were respectively secured to the bow and to the stern. Hosana and I grabbed a few bottles of the Sao Braz wine we had onboard. we used four logs to wedge under the keel. We planned to secure two separate loops around the bow and stern sections using the hawsepipes as anchoring points.was extremely uncomfortable given its extreme heel. the vessel had moved a mere seven feet. the warp was then set on the stern loop and the men began to push on the stern as the rallying cry of “Embora!!” sent the tractor hauling. Lines would be reset. With all men working. That evening we were greeted by the fisherman who had assisted us on the first morning that we beached. the author abandoned Wanti to the sea and to the locals. The other ends of the warps were secured to the tractor hitches which were positioned adjacent to equalize and maximize the pulling force. who stripped the boat of all valuable gear. The bow moved slightly and started to swing. With gleeful enthusiasm. we greeted the arriving red tractor in the morning. The men worked busily securing logs and pushing on Wanti’s bow to assist the tractor’s pull. the tractors repositioned and then again. the distant sound of crashing surf and the orange moon that hovered just above the ocean. All watched as the tractor wheels dug in and smoke bellowed from the tractor stack. Using the might of the tractor. We found Wanti in the same position that I had beached it with the stern facing the ocean and the bow pointed to the beach. www.oceannavigator. wheels clawing for ground. JULY/AUGUST 2009 OCEAN NAVIGATOR 33 . as word had spread of a “prize” for freeing my boat. we were able to expose the keel. the brilliant canopy of stars. we would first pull on the bow and then on the stern. we first had the task of digging out Wanti’s keel from the wet sand. The sight of two tractors at the beach the next day was enough cause for my enthusiasm. we had a larger. These provided a platform for the keel to roll over with each pull of the tractor. We were treated to a feast of salted fish grilled over a small fire. my surroundings provided a curious relief: the undulating desert landscape. By 1700. Fourteen people had accompanied Hermano. after five hours of effort. To my dismay.

Without the villagers and the tractors. we had moved 60 feet. Did the men want to go home with nothing after three days of hard work? The men listened attentively and. Furious. But it was a late start. A large cash prize I gathered a small and separate crowd of men and pleaded with them. It was unclear whether the villagers were going to rally to make a third trip to the boat. we managed to round up the troops and start again for the boat. Progress was clearly evident as the additional horsepower scissored the bow and then the stern toward the water. By the time we arrived at Wanti. strain with full force. Given my refusal. I threw off my baseball cap in disgust and began to yell at Hermano. I noticed that he was only aided by his wife.oceannavigator. I made a quick measurement and figured we needed to move at least 150 feet in total — we still had 130 feet to cover.com . surprisingly. With four tractors. “How could you be so goddamn mindless? I told you to take off the rudder! Why didn’t you listen?” I must have looked like a foreigner possessed by the devil. Shortly after 1100. gesturing at the rudder and pointing to my head shouting. Already under considerable duress. It was an uncomfortable night at Hermano’s house given the day’s tensions. We had agreed the night before that I would pay some price even if the boat was not salvaged. Closer inspection of the rudder showed that the tail of the rudder had been split down the middle from top to bottom. the situation began to escalate as Hermano and I found ourselves screaming at each other in Portuguese and nearly coming to blows. it was already 1100. and that was a luxury we did not have right now. but soon all that remained was the boat’s bare hull. By 1700. After some convincing and coaxing. Wanti would not refloat today. By 1100. The crew quickly set to action. despite my rantings. son and father-in-law. Malik’s gear and personal effects were scattered across the beach. I argued with him that this should be his cost. however. Hermano was risking losing the large cash prize over a $80 BR (about $40 US) rope.OCEAN VOYAGING Initially. it was apparent that the three feet of water that covered the sand would not be sufficient. my morale had sunk and the villagers did not think they would be able to free the boat. I become nervous that we would not reach the water’s edge. I knew that we needed to take action immediately or enthusiasm for the rescue would disappear. it was clear that the rudder was acting as a brake and it needed to be removed. The other men refused to pitch in. Dejected. The villagers knew that a cash prize was only possible if they succeeded. he signaled to the team and the tracors to pull. A loud crack was heard. he began disengaging all warps and packing up his supplies in his tractor. I suggested the night before that we obtain an additional two tractors from the neighboring city 20 miles away. I could not control my anger. Hermano insisted that it would be fine and. Hermano and his wife demanded that I pay for a new warp. Salvage day three Day three began with confusion. my boat was a certain loss. I was deathly afraid my boat would not be freed. After yesterday’s efforts. a warp snapped. This would take time. An eerie silence infected the exhausted group. The sit34 OCEAN NAVIGATOR JULY/AUGUST 2009 uation was deteriorating. swearing at the top of my lungs. I made it clear that costs for the labor and the materials would be his and were not ancillary to our deal. I found that my speech had its intended effect as a www. the crew of villagers and myself returned to the village that evening on the tractors. we could more efficiently move the vessel given our experience over the last two days. During one attempt. The tide had risen and as it continued to flood. They had spent two full days in exhausting labor without result. we had moved 20 feet.

they had left me and Hosana alone on the lonely and desolate beach. the large crowd of villagers gathered on the beach was my sole audience. Soon. With water tanks emptied and all gear removed from the deck. the warp was delivered to the waiting boat. Meanwhile. It was 1700 and the sun was beginning to set. The surge was so violent that it became dangerous for anyone to be onboard. The fiberglass cockpit floor cover lifted and water began to flood the engine room. but it was almost impossible to get any footing on the forward deck against the waves superior force.5-inch solid teak. kissed the cabin top. “Queremos trabalhar. the tide was advancing to a dangerous level. The middle hatch which acted as a skylight was also ripped off and it floated into the sea. As the waves surged and Wanti lifted. In doing so. not even so much as a nudge. The villagers gathered up their belongings and loaded themselves onto the tractor. gallons of water poured into the cockpit. Wanti would periodically teeter along its keel from port to starboard and then from starboard to port. Within 10 minutes. I did what most sailors only dream of doing. Standing alone on the deck. he started a new company called Barrington Marine which has introduced a new line of sailboat rack systems called SailboatRacks. I could feel the keel pick up off the ground and then bounce along the bottom. I was convinced that we would have sufficient water to refloat. The power of the waves In the meantime. I watched as the force of the waves lifted the hatch. One warp made use of the 200 feet of chain and my 35-lb CQR anchor. and jumped in to the sea. The water level was starting to look adequate. breaking the lock. I watched helplessly as water poured through the forward hatch. www. Waves buried the bowsprit as they broke over the hatches and cabin top. we want to free the gringo’s boat. causing the hatch to flip open. Upon his return from Brazil.com After some time. As the water level rose. Queremos sair o barco de Gringo (“We want to work. A long warp would be secured from the bow of Wanti to the fishing boat. numb. Two long warps off the bow kept us facing toward the ocean. the water level had risen so high that with each surge. Standing alone. R. The fishing boat tried to tow us off. ■ this in itself was awesome. the surging waves increased in size and power. Wading to the neighboring shore. the tension of the offshore warp was supposed to provide forward motion for the vessel. Water would flood the gunwale and pour over the toe rail surging the length of the deck. I could not feel the effect of the fishing boat. speechless. Malik is currently planning his next sailing adventure — a passage across the Pacific following a rounding of Cape Horn. We were 150 feet down the beach. I needed five feet to meet the draft requirement of the Westsail 32. and as the waves surged. The situation went from bad to horrific. probably four feet at best. And. the men soon found the water up to their chest and shoulders. I knew with each surge. Seawater continued to flood the engine room and I knew that my Volvo motor was fried. the heavy displacement sailboat would be lighter and would respond to the advancing tide. but without success. I had become a sailor. I made an effort to close the forward hatch.I. I reached the shore in shock. in surges. I had sailed across the Atlantic two times — first to Europe and then from Europe to Brazil. a minor advance. I took risks and with those risks come consequences.”) The next five hours passed quickly. The team worked with absolute focus and concentration. empty. Finally the tow line snapped. Part of our strategy was to have a fishing boat placed 300 feet offshore. A grouping of men were positioned astern. The forward hatch was the first to go. that the weight of the seawater would increase the weight of the hull. The hatch had been locked in place by a solid stainless steel 5/16-inch threaded bolt and the hatch itself was made of 1. I watched as the teak hand rails were ripped off the cabin top along with my rack system which had so faithfully housed all of my gear. Seawater began to flood into the cabin and I could see the water level belowdecks rose to the height of the settees. By simply setting sail. Neil Malik lives in Barrington.small party approached Hermano and told him. JULY/AUGUST 2009 OCEAN NAVIGATOR 35 . and. On deck. the men would attempt to push the hull in unison screaming “Embora!” As the tide rose. I was cold. a slight skip. It was the troughs of waves where the water level was less than five feet. I witnessed the incredible power of the ocean. I shut the cabin aft hatch.oceannavigator.

you need to determine how much water you use over the course of your voyages.WATERMAKERS Nearly endless fresh water while at sea or anchored out makes a watermaker a popular item with voyagers. You know that you use at least 80 gallons in two days. How do you pick the right size watermaker for your boat? First. estimate that your water usage will increase by 50 percent with a watermaker. showering. suppose you routinely empty an 80-gallon tank every weekend. This Spectra Newport 400 MKII benefits from years of improvements by watermaker manufacturers. Watermakers are available for boats as small as 24 feet (although you’d probably not take a 24 footer across an ocean). Watermaker primer Practical aspects of voyaging with a watermaker BY ROGER MARSHALL Steve D’Antonio C oastal sailors can usually carry enough freshwater to meet their daily needs. For example. giving mariners a freedom never before enjoyed. unless you have a watermaker. water use rises as the crew gets used to having almost unlimited water available. This must be taken into account when determining your water needs.com . but how much more would you use with a reverse osmosis watermaker onboard? Typically. But if you sail in deep waters you may find that water must be rationed or used sparingly in order to make it last the trip — that is. It has a two-way freshwater backwash system that helps prevent bacteria formation in the filters. (Tip: you can do this at home simply by keeping a journal.oceannavigator. and cooking in one 24hour period. If you currently use about 80 gallons on a weekend. With a watermaker you can make fresh water anytime provided you have enough power.) You can figure that most low-flow shower- 36 www. you should estimate how much water you use for drinking. shaving. Steve D’Antonio If you want to figure the amount you need exactly. washing dishes.

it needs to be back-flushed with chlorine-free water once a week. I dedicated a separate 35-gallon tank for the product water with gravity feed from there into the two main 50-gallon water tanks. and no bacteria or viruses. This will give you the number of gallons per hour output that you require. but well worth the effort for those who voyage extensively. Having found the right size watermaker for your boat. In Ned Cabot ies are being charged by either the generator or the engine’s alternator.com Watermaker case study I opted for a small watermaker that produces about seven to 10 gallons per hour. Most models can be set up to do this automatically. it is obviously prudent to start with full water tanks and to ration usage on the assumption the watermaker may stop functioning for any of a addition. I do have a fresh-water shower on the boat. it is a great comfort to the off-shore sailor to have a way of replenishing the supply of fresh water as it is being consumed. and provided I am not spending a lot of time in the tropics.oceannavigator. Boat name: Cielita Make and length: J Boats. Once put in operation. and you leave it for a few days. it is likely to foul. You should also check to see that your generator or main engine alternator can handle the additional power. All you need to do now is match the number of gallons to your boat’s voltage supply and figure the cost. You might also check to see that you carry enough fuel to run your generator or main engine regularly to use the watermaker. the next step is to make sure that it can fit in the space available for it and that it is not too heavy. 46 feet Total water tank capacity: 135 gallons in two 50-gallon main tanks and one 35-gallon tank dedicated to the product water Watermaker brand and model: Sea Recovery. Mine runs on 12-volt DC power off the ship’s batteries. which is more than ample for my needs. as you might on a powerboat. especially in ports around the world where the quality of the water may be less than ideal. add its capacity into your total. If you have a washing machine on the boat. If one is going on a long passage. It contains no salts. This means I operate it only at sea and only when the battervariety of reasons. Ultra Whisper (12v) Watermaker maximum output capacity in gallons per hour: 10 Your typical watermaker output per day: 10 to 20 gallons as needed Ned Cabot JULY/AUGUST 2009 OCEAN NAVIGATOR 37 . provided I go to sea often enough to run the thing without taking in harbor water. But as long as it’s working. But it also means I don’t have to have the inverter on or use shore power to operate it. So it’s one more system on board to worry about. The only down side (other than the expense) is the need to maintain the device. the engine or generator is required to power the watermaker. or head discharges. but we don’t use it very often. engine room. That way I know the water in the first tank is chlorine-free and can be safely used for backflushing the membranes on a weekly basis. you should get one with a reverse flushing feature so that you can clean the membrane after making water.heads use at least a gallon per minute. You must also figure out where your water intake and exhaust will be. Make sure that the seawater intakes are well forward of any bilge. The product water from the watermaker is essentially the same as distilled water. If you do not flush the membrane with freshwater after using it. the membranes must be kept moist. the membranes have to be removed and placed in “pickling” solution to keep them healthy and free of bacteria. This may require making templates and offering them up to the space. If the system is not going to be used or back-flushed regularly. The real beauty of having a watermaker is the freedom from ever having to take on city water. at least not in high latitudes. If you run a watermaker constantly. So it needs to be run every couple of days. in most cases. you can use a smaller system and may not www. Running times If you intend to run your watermaker every few days. no particulates. Then divide this number by the total number of hours per day that you want your engine or generator to run because.

com units can generate enough water to keep you alive. but if you are stuck in a life raft a hand-operated unit can be a lifesaver.com . you would probably end up with muscles like Charles Atlas if you were in a life raft for many days.com E-mail: sales@hrosystems.WATERMAKERS Watermaker manufacturers This list provides information about a number of manufacturers of reverse osmosis watermakers.2 gallons per hour.filtrationconcepts.com 800-366-4476 Fax: (310) 631-6395 Web: www.USA P. Horizon Reverse Osmosis .hrosystems. An insurance policy designed from the keel up to provide first-rate. re. CA 90745-5288 Tel: (310) 631-6300 Toll-free within the US: Sea Recovery Sea Recovery is probably one of the most well known names in reverse osmosis watermaking.The company offers many models. 9300 North 75th Ave. Inc.IMIScorp. They require serious pumping to push the water through the membrane.The units can supply water for boats from 25 feet long to megayachts. The PUR 35. It started to manufacture these units in 1975. Inc. MD 21638 INTERNATIONAL MARINE INSURANCE SERVICES 800-541-4647 410-643-8330 • fax 410-643-8331 www. and the capacities range from 25 I nternational M arine I nsurance S ervices & The am ro Al Golden present Finally. The PUR 06 requires 40 strokes per minute to produce 1 ounce of water every two minutes. Toll-free within the US: 800-850-0123 Fax: (714) 850-0955 Web: www. The UROC – universal reverse osmosis controller allows operation from remote locations at the push of a button.S. MN 55428 Tel: (612) 315-5500 Toll-free within the US: 800-845-7873 x 5561 Fax: (612) 315-5503 PUR PUR hand-operated watermakers should be in the grab-bag of every boat going offshore. While the PUR hand-operated FCI Watermakers FCI Watermakers range from 25 gallons per hour up to 400 gallons per hour and so can be used on smaller vessels all the way up to superyachts.. CA 92707 Tel: (714) 850-0123 HRO – Horizon Reverse Osmosis HRO was among the first developers of reverse osmosis watermakers.. another handoperated unit.com E-mail: info@fciwatermakers. PUR Recovery Engineering. The company makes a range of units that produce from 8 gallons per hour to 6. FCI Watermakers.. requires 30 strokes per minute and makes 1.oceannavigator. although it would be hard to keep pumping for an hour.net 38 OCEAN NAVIGATOR JULY/AUGUST 2009 www. Box 5463 Carson. i low Al u yo ng om ed fre e th to 462 Kent Narrows Way North • Grasonville. worldwide coverage for blue water voyagers from an “A” rated U. Company! Jackline Insurance Program ile wh kee u sec you ing p . 221 West Dyer Road Santa Ana.O.net • mail@IMIScorp. Minneapolis.800 gallons per day.

200 gallons per day. Inc.com Roger Marshall Skimoil The Baltic line of watermakers ranges from 200 gallons per day to 1.The Clark pump is a pressure intensifier that uses two opposing cylinders and pistons that share a single rod.10 to 90 hp all Kubota powered BETA MARINE US Ltd PO Box 5. Arapahoe.com E-mail: srcsales@searecovery.gallons per hour to 6. The pump works in both directions to force water through the membrane.000 volts at a microamp through the incoming water to kill off bacteria and other ocean organisms.O. which makes 150 gallons per day.The units use stainless steel piping and a titanium pump with a lifetime warranty.searecovery.Weaver St.skimoil. the smallest being the Little Wonder unit. has an honest claim to being the originator of the marine watermaker.This significantly lowers the power consumption of the unit to where.net Dealer inquiries invited www.5 HP What a concept! It is engineered to be serviced easily! SUPERB PROPULSION engines including our famous Atomic 4 replacements .This system keeps the membrane cleaner and improves the quality of the freshwater. one of the lowest power requirements you can find. NC 27510 Tel: (314) 579-9755 Fax: (314) 558-9253 Web: www. CA 90249 Tel: (310) 516-9911 Toll-free within the US: 800-421-4503 Fax: (310) 538-3048 Web: www.The No Frills unit has an output of 200 to 1. Sea Recovery . Village Marine Tec. CA 90745-5288 Tel: (310) 637-3400 Toll-free within the US: 800-354-2000 Fax: (310) 637-3430 Web: www.800 gallons per day.com Carrboro. CA 94901 Tel: (415) 526-2780 Fax: (415) 526-2787 Web: www.spectrawatermakers.com Spectra Spectra uses what the manufacturer calls a patented Clark pump. San Rafael.com www. #209 Village Marine Tec. Skimoil. Gardena. 103 W.oceannavigator.betamarine. in some cases.Village Marine watermakers come in a variety of sizes and styles.com 36. and it still makes more than 50 percent of its SMOOTHER QUIETER Oil Change Pump Dip Stick Fuel Oil Filter Raw Water Pump Fuel Lift Pump Lube Oil Filter MODEL SHOWN BV1505 37.com E-mail: info@skimoil.villagemarine.com E-mail: techsupport@spectrawater makers.com JULY/AUGUST 2009 OCEAN NAVIGATOR 39 .800 gallons per day for large yachts. while the Squirt has a 200 to 600 gallons per day capacity. it makes 8 gallons of water for 8 amps of power draw. Village Marine Tec 2000 W 135th St. Box 5288 Carson. NC 28510 800-682-8003 • 252-249-2473 info@betamarinenc.USA P. Spectra Watermakers 20 Mariposa Rd. Spectra watermakers also use a patented Z Guard system that puts own products.Village Marine uses titanium pump heads and offers a lifetime guarantee on its units.

per person. and we want to run the generator for two hours per day. and most importantly. Some units flush need to have the back-flushing feature. we need a watermaker that can make 40/2 = 20 gallons per hour.com . Roger Marshall Points to consider: 1. On boats that have a watermaker. even on voyaging boats. assuming that your pumping system is operating for 24 hours a day. Drinking and cooking:Allow 4 to 6 gallons per day. Ease of servicing must be considered when buying a watermaker. So by installing a watermaker. when the membrane needs to be cleaned. the weight of water carried seldom exceeds 2 to 4 percent of the displacement. If oil gets on the membrane. if the watermaker you install weighs less than 400 pounds.There is no point to buying a 400-gallon per day watermaker if you only have a 60-gallon freshwater tank to store the water in. If a gallon of water weighs 8 pounds.This means that if the watermaker weighs less than 50 percent of your boat’s water tankage. Most manufacturers list the amount of water made in gallons per day. Some units have electronic displays that tell you when service is required. the weight of water carried on a voyaging sailboat is equal to about 5 to 7 percent of the displacement. Dish washing:Allow 4 to 6 gallons per day. so the amount of water that is actually made will be a lot less than the manufacturer states. The exact amount is determined by the size of the pump and the ram chambers. you will increase the boat’s performance because you will reduce overall weight. 2. For vessels Steve D’Antonio with less room. per person. per person. Another way of looking at how large a watermaker you need is to consider the amount of water you currently carry on your boat. however. 3. Based on a recent survey that I made of more than 100 boats.’s Model SPW. make sure the pump is self-cleaning to ensure that water stays pure. the number of heads on board. you must record how Onboard water usage per day The following are some water usage estimates. most sailors run their main engine or generator for only an hour or two per day. you should also consider how you are going to store the water. If you install a watermaker purely to supplement your water supply.WATERMAKERS Two views of watermaker installations using Village Marine Tec. Reverse osmosis watermakers can make large amounts of water. whether the oil in the high-pressure pumps needs changing. However. less if you don’t shower aboard. you can cut the amount of water you carry by about 50 percent. you come out ahead. long the unit has been in use and service it accordingly. plus the temperature of the water and the state of the membrane. The actual amount of water you use will vary depending on how warm the weather is. if you do run the system constantly. your proximity to a marina. All watermakers need servicing. then a 100-gallon tank will weigh around 840 pounds (including the weight of the tank). which has most of its watermaker elements in a self-contained frame. Second. However. This readout indicates whether the pre-filters need cleaning. If we assume that two people Steve D’Antonio 40 OCEAN NAVIGATOR JULY/AUGUST 2009 www. 4. order the unit with an oil/water separator and a booster pump. or 480 gallons per day. you will need tanks large enough to hold all the water you make.Therefore. and that means that you need to have easy access to them. a modular approach can be used. and other factors. your type of boat. Hand-washing clothes:Allow 2 to 4 gallons per day. On other models. First. the membrane will deteriorate and let saltwater through. use 40 gallons of water a day. An oil/water separator keeps oil away from the membrane. while on a racing sailboat it equals about 2 to 4 percent. Showering and washing:Allow 3 to 8 gallons per day. There are several other points you should consider when looking for a watermaker.oceannavigator.

Third. there are several additional steps you can take. Second. make sure that parts for your watermaker can be obtained worldwide. if one tank is contaminated.com JULY/AUGUST 2009 OCEAN NAVIGATOR 41 . Our watermaker. There are also a few things we don’t like. Our model is no longer in production.John and Lisa Caruso their systems regularly to keep everything clean. Lastly. We do not need to run our engine to produce water. no transporting jerry cans to and from the boat in the dingy. make sure the membranes are cleaned regularly. If everyone aboard takes regular showers. For this same reason. Next. First. Even when we tie up at a marina. If both pumps are run at the same time. A dirty membrane makes the job harder and produces less water. Finally. May/June 2003) and our six solar panels supply all the energy we normally need. we make water everywhere. The Polynesians are very generous people and would have given us water if we needed it. but it would have been a hardship for them. make sure that your boat’s water supply is divided into at least two tanks. That way. The Steve D’Antonio is cut in half. ever! We added battery capacity (see ON #130. Our cruising grounds are primarily the west coast of Mexico and the Sea of Cortez. we tried first thing is the low capacity of our watermaker. If you want to make sure that your freshwater stays pure. draws 9 amps per pump. Then. In warm waters. the watermaker unit should have an automatic diverter valve. if you intend on sailing to foreign ports. This is a basic engineering issue and I would think that Spectra would have supplied pumps and/or new pump heads on an extended warranty basis or at reduced cost. we do not need to get water in areas where there’s a lack of water. a second tank is available. the performance is lower and we only get about 10 to 11 gph with both pumps running. with a nine month sail to French Polynesia and back a couple of years ago. Boat name: Andiamo Make and length: Wauquiez Pretorien 35 Total water tank capacity: 33 gallons (we converted a second 33 gallon tank to diesel) Watermaker brand and model: Spectra Santa Cruz Watermaker maximum output capacity in gallons per hour: 10 Your typical watermaker output per day: 25 to 30 gallons every third day John and Lisa Caruso A watermaker should have sufficient output to match crew needs.oceannavigator. install an ultraviolet sterilizer and carbon filter in the water system so that all water goes through them before going to your faucet. it will automatically be directed over the side. Third. if contaminated water gets through the membrane. There was a severe water shortage when we were in the Tuamotus. more capacity will be required. Filters are cleaned and changed every 12 run hours in a dirty harbor or marina and every 24 run hours in clean anchorages. Another problem is the pumps themselves. with the twin 12-volt pumps. they “fight” each other and the pump life to make Andiamo as much a 12-volt boat as possible. Watermaker case study There are several things we like about our watermaker. First. we only use dock water for washing the boat. The best we have ever seen was about 13 gph and that was in the cold waters of the northwest. www.

25 Your typical watermaker output per day: 6 gallons Bob and Carolyn Mehaffy How much power? The next question is one of power availability. For this reason it is best to use either a generator (or a large alternator on the main engine) to drive the watermaker. If you run a 12-volt unit from a 60-ampere-hour battery. 110. Emergency watermakers use a hand pump to produce freshwater. are still using switch. Because we use water sparingly at all times. or 220 volts. Instead. we normally remove the fouled one once a week and clean it by trailing it in saltwater as we’re under way. we generally run the watermaker every day or two.WATERMAKERS Watermaker case study We’re particularly pleased to be asked about our 19-year-old watermaker. We have resisted the temptation to replace Grendel with a newer model simply because it has been so dependable and easy to operate. and we know how to get along with it. Some units draw up to 27 amps to make a gallon of water. Roger Marshall is a sailor.000 miles. In fact. enough to supply us with six gallons. Already appreciative of its simple virtues when we purchased Carricklee 17 years ago. and 50. we moved Grendel with us from our previous boat. Like an old friend. it has not been disassembled. Grendel the Groaner. this 19-year-old PowerSurvivor 35 has been steadfast and reliable. On a long voyage. no doubt as a result. Bob and Carolyn Mehaffy 42 OCEAN NAVIGATOR JULY/AUGUST 2009 www. you might sweat out more water than you can make with an emergency watermaker — although you may have little choice in a survival situation. designer and freelance writer who has written for a variety of publications. Having a watermaker onboard can free you from the constraints imposed by finding water in every port. being able to take a shower at the end of a swatch is a morale boost that makes having a water■ maker very worthwhile. you can run the battery flat in under two hours and get less than two gallons of water. Before we leave a harbor. 24.oceannavigator.com . But the drawback is that your watermaker system will usually require an additional generator or large alternator. Boat name: Carricklee Make and length: Hardin 45 ketch Total water tank capacity: 180 gallons Watermaker brand and model: PowerSurvivor 35 (now Katadyn) Watermaker maximum output capacity in gallons per hour: 1.I. but haven’t disposed of many used pre-filters. When we anticipate not using the watermaker that original membrane. R. The voltage of the unit is not so important as the amperage draw. we fill our two belowdecks water tanks as well as three six-gallon jugs we carry on deck in case of contamination in the tanks or watermaker failure. We clean the membrane as recommended in the manual and. we usually run the watermaker at most five hours a day. of those on this current cruise — we’ve replaced the Orings twice because the unit had begun to leak. neither of which has ever occurred. the amount we use on a normal day if we’re alone aboard Carricklee. It can also reduce the risk of inadvertently filling your tanks with contaminated water. and it will need maintenance to keep everything shipshape. When we are out cruising. we pickle it according to the manufacturer’s instructions. though. but they only make a few pints per day. Otherwise. Over these 19 years — 12 years. Most onboard watermakers run on 12. We keep six or more pre-filters in reserve. never once failing to come to life when we’ve turned on the for five or more days. He lives in Jamestown. The upkeep on our primitive watermaker has been minimal.

yet electrically efficient pump www. forcing it through a membrane whose pores are too small to allow the relatively large solute molecules to pass through. reversing what nature has created always comes at a cost. However. High pressure at low power BY CHUCK HUSICK Ralph Naranjo oyagers are surrounded by water. The pressure required to separate out the undesirable materials dissolved in the intake water varies with the concentration of the solutes and the temperature of the water. is the system of choice on yachts. can be reversed and used to extract potable water from seawater. the latter. Fortunately. commonly called R/O. electro dialysis. they remove enough of the dissolved solutes in seawater to produce water we can drink. Although the devices used to provide drinkable water on board our boats are commonly called V “watermakers. We can reverse the osmotic flow by increasing the pressure applied to a high solute solution (seawater). High pressure water For seawater. but drinking seawater is not an option. with the possible exception of viral contamination.” they don’t make water. the required reverse osmotic pressure ranges between about 800 and 1. While there are a number of ways to produce drinkable water from seawater: distillation.oceannavigator. The key to any watermaker setup is the ability to make fresh water efficiently.com 43 . osmosis. in this case we need a substantial amount of energy to overcome the natural osmotic pressure that would move fresh water into saltwater.WATERMAKERS This belowdeck watermaker installation has been well labeled for ease of maintenance. ion exchange and reverse osmosis. a problem that can be eliminated by treating the product water with a UV sterilizer. the natural physical process that makes drinking seawater fatal.180 pounds per Getting fresh water from seawater requires a high pressure. The water produced by an R/O system will generally be entirely suitable for human consumption.

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Seawater typically contains about 35 grams of various dissolved elements per liter or kilogram. Actual energy consumption for small. Rather than quenching our thirst and hydrating our bodies.8 watt-hours per liter. (These energy consumption estimates do not include the power consumed by feed water pumps used to ensure a constant flow of seawater to the R/O system).767 watt-hours/liter. accounting only for the work required to overcome the osmotic pressures in the system. The Clark-pump-equipped units from Spectra Watermakers can produce drinking water at an energy cost as low as 3. Selecting an R/O system for your boat will largely be dictated by the boat’s electrical power system capability. Chloride (54 percent). dehydrating the cells. Boats equipped with AC gensets can choose among a wide range of AC motor-powered R/O systems.oceannavigator. This effect is often demonstrated in school biology labs where a small amount of salt applied to the body of a common garden slug (a snail without a shell) will draw water from its cells. Drink seawater and it will create a hypertonic (high solute) solution in the stomach and gut.com JULY/AUGUST 2009 OCEAN NAVIGATOR 45 . Multi-piston pumps Typical systems deliver Most boats won’t have as elaborate a distribution manifold as this Italian vessel. Simply put. the waste product of the desalination process. Those limited to using only 12or 24-volt DC power are necessarily more limited in their choices. but multiple water tanks do make sense. the ingestion of seawater or any other high solute solution will add to our thirst and dehydrate us. killing it. Reverse osmosis desalinators suitable for use on boats differ primarily in the type of pump used to create the water pressure required to overcome the osmotic pressure of the seawater and the pressure of Ralph Naranjo the brine — the seawater that contains the solutes rejected by the R/O membrane. Sodium (30 percent).square inch. The theoretical minimum amount of energy required to produce a liter of drinkable water using R/O is 0. The lower solute concentration fluid in the surrounding cells will move through the cell membrane into the high solute fluid. The fact that a substantial amount of energy is required will be attested to by anyone who has used a hand-powered reverse osmosis device to produce a liter of drinkable water from seawater. The fluid in our bodies is in an isotonic state (equal amounts of solutes — salts — throughout. Sulphate (7 percent) Magnesium (3 percent) and about 1 percent of Calcium and Potassium. osmotic pressure will force water from the nosalt side to flow into the water containing the salt. Chuck Husick www. Osmosis and reverse osmosis Osmosis is the movement of water molecules through a membrane (the walls of our cells) from a region of low solute concentration to one of higher solute concentration. damaging them or at the extreme causing them to collapse and die. with the exception of systems that recover energy from the pressurized brine flow. 12-voltpowered R/O systems ranges from about six to 12 watt-hours per liter. if you separate two containers of water with a permeable membrane and add salt to one of the containers.

Larger R/O systems are usually powered by direct-coupled AC motors and therefore can be operated only when a supply of line voltage power is available (although it is possible to power some of the smaller AC motor units from a boat’s DC/AC inverter). It runs quietly and requires little maintenance. so we can make about six to eight gals/day which is enough to top-off the port aft tank which we draw on first and into which the watermaker fills. The most common pumps are multi-piston units similar to those used in the pressure washers sold at hardware stores. We do not shower with draws quite a lot of amperage for our power supply (500+ amps). a Katadyn PowerSurvivor 80E. typically for the fridge etc. It was the only one that would fit where we needed to put it. for the pump heads.. even washing dishes in saltwater. fresh water on a passage and are careful with consumption. So far (knock on wood!). The piston pumps in the smallest 12-volt DC powered R/O systems are usually beltdriven from a fractional horsepower DC motor. It has served us well to-date. Many of the pumps are made of 316L stainless steel and. depending on size. we have had no major issues with the Katadyn. We run the engine about one to two hours per day. a metal highly resistant to corrosion. We bought it before we left Maine in 2006. can pump between 0.62 watthours per liter.WATERMAKERS Watermaker case study We have a small watermaker on our boat Bahati. Some manufacturers use titanium. The Offshore Marine Laboratories Sea Quencher can produce up to eight gallons of drinking water per hour (depending on seawater temperature) operating from 12volt DC power with a current drain of 17 amps.000 pounds per square inch. just a little grease on the pump piston and cleaning only. Both those processes are relatively simple.com Nat Warren-White 46 OCEAN NAVIGATOR JULY/AUGUST 2009 . Clark pumps An alternative method for supplying seawater at the pressure www. I am always jealous when I hear the capacity of some other boats’ watermakers. high-pressure seawater. this one has done well by us so far and we have yet to have a water quantity problem even with five or six people on board for 10+ day passages (knock on wood again!). they must be made of metals that can withstand constant exposure to highly corrosive.oceannavigator. 100 gals Watermaker brand and model: Katadyn PowerSurvivor 80E Watermaker maximum output capacity in gallons per hour: 3. We tend to run the watermaker when we are running the engine as it I would’ve bought something with higher output had we been able to find a place to put it. Boat name: Bahati Make and length: Montevideo 43 Total water tank capacity: approx. 6. however. We use it when we are offshore only to help augment what we carry in tanks (60 gals) and in jerry cans (36 gals). That said. For marine R/O use.4 Your typical watermaker output per day: 3-6 gals on passage Nat Warren-White between one and two liters of fresh water for each 10 liters of intake water. We clean the filters regularly — whenever they look like they need it — and we pickle it when we are not using it for long periods of time.5 and 10 gallons of water per minute at a pressure of 1.

Special oil excluding filters will be needed in such circumstances. One or more prefilters are necessary to ensure that the most debris-free water is presented to the system’s pump. Although R/O systems should normally be operated only in clean water there may be times when it becomes necessary to use the system in areas where oil contamination may exist. The resulting displacement of the large piston moves a rod connected to the small diameter piston. The volume of 80 psi water will have to be 10 times the volume of 800 psi water required by the R/O system. For example. the efficiency gain would not in itself be sufficient to justify the use of the Clark pump. A high volume supply of relatively low-pressure (typically less than 100 psi) seawater is supplied to the larger piston from an external motor driven pump.required for operation of a boat’s R/O system employs a Clark pump. A Clark pump can be considered to consist of two pistons of different surface areas connected to a common piston shaft.spectrawatermakers. a type of hydraulic amplifier in place of a conventional positive displacement motordriven pump. 180 watt-hours. A dedicated seawater intake with a seawater strainer will be needed and a discharge port for the reject water (brine).com (253) 858-8481 Fax: (253) 858-8486 www.oceannavigator. Reliable non-electric and easy to install. creating water pressure in the cylinder bore that houses the small piston in the ratio of the difference in the diameters of the two pistons.5 gallons of product water per hour with a 12-volt DC current drain of 15 amps.com/art icles/CREST_Clark_Pump. the Clark pump system makes use of the pressurized “reject” water or brine that exists on the seawater side of the R/O membrane to improve the overall mechanical efficiency of the water pressurization process. (An analysis of the operation of the Clark pump can be found at the Spectra Web site: www. For some mariners the ultimate R/O system experience occurs when they are able to use fresh water to wash down the anchor chain before sending it below into the ■ chain locker.com JULY/AUGUST 2009 OCEAN NAVIGATOR 47 .pdf. The joy in having a watermaker on a boat can extend beyond being able to take as many showers as you wish.74 watt-hours per liter. TA N K T E N D E R THE ORIGINAL PRECISION TANK MEASURING SYSTEM! Accurate tank soundings have never been easier when one TANK TENDER monitors up to ten fuel and water tanks. While the amount of work that must be done by the low pressure water pump might be somewhat less than that required by an equivalent high pressure piston pump. a piston area ratio of 10:1 will produce a high side pressure of 800 psi when the pump is operated from a low side supply pressure of 80 psi.) A number of additional considerations must be accounted for when installing an R/O sys- tem. A raw water feed pump may be required to ensure positive water pressure at the system’s high pressure pump. 3. However. Spare filters will be a necessary part of the boat’s stores. This energy recovery technique allows the Spectra Catlina 300 R/O system to be specified by the manufacturer to produce 12.thetanktender. www.

The toggle pin is pulled using the white line at bottom. Inflatables and RIBs are usually fitted with D-rings on the bow section of each tube. with a thimble in the eye. the painter to the pad eye. voyagers and their dinghies — these are natural companions. to make for smooth towing.VOYAGING TIPS Elements of Knick and Lyn Pyles dinghy mooring kit. For most voyagers and dinghies. A bowline with a round turn on the pad eye will suffice for shorter periods of time. UV-ray resistant. Some voyagers prefer to splice a good-sized eye in the end. A yoke should be fitted between these two points. to make it easy to slip it over a piling or mooring cleat. Others will just tape and whip the end. To guard against dinghy losses to wind and waves.com . A dinghy painter should be secured to a pad eye on the stem. as low down as possible above the waterline. that foreign shore will still be just a dream. a well thought out mooring system must be fitted. A wall and crown knot and tapered back splice will leave a slight bulge in the end of the line that is easy to trap with hand or foot. The painter should be long enough to use as a short towline. Select a stretchable. releasing the anchor which rides on the green rode. A voyager must have a sturdy vessel to cross the seas. it will be less attractive to the lightfingered stranger.oceannavigator. this means a 3/8-inch line. but once safely at anchor in some romantic port. Dinghy mooring methods BY KNICK AND LYN PYLES How to leave your dinghy when you go ashore and find it safe and sound when you come back C owboys and their horses. Knick Pyles 48 OCEAN NAVIGATOR JULY/AUGUST 2009 www. floating line of sufficient diameter to make handling and knot tying comfortable. It is best to splice. ideally with eye splices containing plastic thimbles. A properly moored dinghy will not only be able to handle the forces of nature. It should be the right length to allow the dinghy to tow while riding on the forward slope of the second stern wave. How to finish off the working end of the painter is a matter of personal preference. plus enough line to reach a sturdy cleat and be made fast. without a dinghy.

The best anchor rode is stretchable. as the anchor will always have the trip line attached to it when anchoring off the beach. INSIST on a PARA-TECH® Sea Anchor 31' 34' 36' 38' 40.A stern painter can be rigged. INC. a coiled trip line.oceannavigator. There are a variety of anchors sold for dinghies and other small boats. on weekends or on blue water. Colorado 81652 800-594-0011 970-876-0558 Fax 970-876-56-68 E-mail: paratech@rof. though often the bow painter will be long enough to double back and serve as a stern painter when one is needed. $37. The “squid” type anchor is one to strongly consider.” “It should be considered a vital piece of gear when making any substantial offshore passage.” “I consider your equipment the most important safety equipment on my boat. the anchor. Fit the anchor with about five feet of 1/8-inch chain to give some weight to the system and provide chafe protection. The traditional five to seven to one scope is not needed. WA 98368 360. then an additional section of line can be affixed to the bitter end of the anchor rode with bowlines to give as much scope as desired. Ideally. yet when folded will be less likely to damage the brightwork and gel-coated surfaces of dinghy and mother ship. it will include a stout canvas bag fitted with a grommeted hole in the bottom and a sturdy drawstring at the rim.3412 www. It consists of four foldable flukes that when spread out will provide good holding in most types of bottoms.com www.95 PPD. and a strop to hold the anchor and chain in launching position. 2117 Horseshoe Trail.com JULY/AUGUST 2009 OCEAN NAVIGATOR 49 . sinkable. The line part of the anchor rode can be spliced directly to the chain or secured to it with a thimbled eye splice and shackle. The bag should be straight-sided to allow the anchor rode to pay out smoothly. If the dinghy needs to be anchored alone or in deep water.net www. The Number 1 name in Sea Anchors PARA-TECH® Cape George 38 Your First Line of Defense in Heavy Weather Now also building the Lyle Hess designed 28' Bristol Channel and 22' Falmouth Cutters Here's what Sea Anchor users have to say… “The Para-Tech Sea Anchor definitely saved the boat and I'm sure our lives.5' 45' ACCEPT NO SUBSTITUTE - 1924 Cape George Rd. An anchoring system is a must for every dinghy used by a serious voyager. Make the anchor rode 30 to 50 feet in length.capegeorgecutters.” Quotes from the DRAG DEVICE DATA BASE by Victor Shane.385. The bag should be of sufficient size to hold the chain and line rode randomly flaked down inside it. Be sure to “mouse” the shackles with rigging wire.seaanchor. Silt. Port Townsend.com For a FREE Sea Anchor Brochure Contact: PARA-TECH ENGINEERING CO. and resistant to CAPE GEORGE MARINE WORKS.

Folding wheels. especially children. then flake it down ready to freely run. of wood or plastic. and other gear can be stowed with a caretaker. or a rock that can be buried in Knick Pyles 50 OCEAN NAVIGATOR JULY/AUGUST 2009 www. • Hang the anchor and coiled anchor chain in a bight of the strop or painter eye and hold them in place with the toggle pin attached to the trip line. Tie a bulky Top. the dinghy is afloat and ready to be shoved out to deep water. • Bend the trip line onto the crown of the anchor. Above. Make the length of rode fast to a secure point. • With the bitter end of the trip line securely in hand (an eye placed over a wrist is a good way to ensure the trip line will be kept safely on the shore) push the dinghy out from the shore to glide to the point that the trip line is stretched out. In most cases. or endless loop of line. will make it possible for short-handed crews to bring their heavy. must float and be smooth with rounded ends — both features needed to avoid snagging. UV resistance is not important. then toggled to hold the anchor and chain safely over the side where the rough metal surfaces cannot mar the dinghy. The tie line must be smaller than the trip line. the trip line is pulled to release the anchor. Then a sharp tug on the trip line will pull the toggle pin free and the anchor will drop. can be made up to be secured at a point on the dinghy.VOYAGING TIPS chafe. a hotel or at a new friend’s house. the dinghy can be just pulled up on the beach. Run the bitter end through the grommet so it can be tied to a secure fitting in the dinghy. Make the trip line at least 100 feet long and of a chafe resistant. A few minutes of preparation and the following steps are necessary to carry out the maneuver successfully. Tie a toggle pin onto the trip line at a point about two lengths from the end. In ideal situations. or a portable dolly. if desired. or the shore is rocky and rough. An eye in the end of the painter can serve the same purpose as a strop.oceannavigator. or there is a risk of curious passersby. life jackets. outboard-powered tender clear of danger. If it is partially covering the anchor rode no harm will be done as it will be gone when the anchor rode is deployed by the weight of the anchor and chain falling to the bottom. with the dinghy out past the surf line. • Flake down the trip line clear of obstructions and free to run.com . • Pay out sufficient anchor rode to hold the dinghy in all stages of the tide. The pin. as at a yacht club. Make the bitter end fast to a handy place. In the case of a wide open beach — make the trip line fast to a chunk of wood. when going ashore. causing damage to the dinghy — pushing it off to anchor in deep water is the practical alternative. knot a foot or so up the line to keep the bitter end from being lost inside the bag. A strop. a 1/8-inch to 3/16-inch line will be sufficient to pull in the anchor and retrieve the dinghy. piece of palm frond. • Rig the strop or an eye in the end of the painter. clear of the high tide and secured from theft or damage. sinking type. Oars. Where high tides will cover the beach.

the rise and fall of the tides. Where there is an amply sized dinghy float available to anchored voyaging vessels.oceannavigator.smithwick-ins. NH 03102 Phone: (603) 627-1010 Fax: (603) 622-4738 www. the faithful tender will give voyagers service and pleasure for years and ■ years in many a port of call. The antenna. Dinghies.com gamelectronicsinc@juno. with a little luck and considerable watchfulness. Be sure to locate the buried trip line by bearings on landmarks.. especially on rocky shores. the anchor will usually come free. Rig the anchor for mooring off a float just as for anchoring off a beach. the anchor will snag. Inc. If this happens. the dinghy can be kept away from the float with painter and trip line or by anchoring in the same way as anchoring off a beach. If the float is crowded or insecure.can bang out a signal just as though it were suspended in mid-air.the sand above the high tide line. waterproof. no cutting M Tough.gamelectronicsinc. only the dinghy painter need be put to use. and the layout of pier and shoreline. Smithwick & Mariners represents many quality insurance companies to fit the needs of almost any sailor. Smithwick & Mariners Insurance Toll Free 800-370-1883 Ph 207-781-5553 Fax 207-781-5571 Web site: http://www. camels and horses can all live about the same length of time if given care and attention. 191 Varney Street Manchester. Sometimes. Knick and Lyn Pyles live in Los Morros de Coliumo. Split Lead SSB Antenna M M No need for backstay insulators M Easy installation M No swaging.com JULY/AUGUST 2009 OCEAN NAVIGATOR 51 www. So. To retrieve the dinghy. reusable M Highly conductive RF elements M Watertight leadwire to antenna connection M Stiff 34’ LDPE housing secures firmly to backstay wire YACHT INSURANCE N Communications expert Gordon West reports GAM Electronics. With a higher angle of pull. lift the trip line high in the air with an oar or long piece of drift wood.. In the very rare cases when it does not — a swim or a call for help from another boat is the only solution to bring the dinghy to shore. The bitter end of the trip line can be secured to the dinghy float or carried onto the pier or shore to provide maximum security and convenience. The choice of what method will work best can only be decided after determining the possible directions of wind and current.” – Sail Magazine October 2005 Offering coverage in many states. when they are not aboard their boat Muriel. Then the dinghy can be pushed out away from the other small boats into a traffic-free spot of water.com “I have done numerous SSB ham and marine radio checks with this system and have found no discernible signal losses. even when used with a wellgrounded backstay aboard a steelhulled vessel. the bitter end of the trip line is freed and the anchor is hauled to shore with the dinghy following along.com . Chile.

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229 — was in use. 56 OCEAN NAVIGATOR JULY/AUGUST 2009 A: Ho is 52° 30. Bombard spent the rest of his life adventuring and in politics.com. from the Canary Islands to Barbados. In later years he became a well-known environmentalist. There is no error to his sextant. He got an Hs of 52° 26. with no food or water. but so was H. and as seated in his boat. We know that he had a Nautical Almanac and that he had his sextant tested for errors before departing. He was a few days away from his landfall on Barbados which was at 13° 05’ N by 59° 30’ W. powered by a small sailing rig. For navigation. remarking that.O. “I had fought on behalf of man against the sea. 214 — the precursor to H. To be in a 15-foot rubber inflatable. heading across the Atlantic. no food.6’ B: Latitude is 13° 54. plus a dollop of plankton could provide the hydration and nutrition necessary to keep a mariner alive for weeks. Regardless of the validity of Bombard’s methods. Suffice it to say the passage was fraught with difficulty. Bombard decided to test his theory. Find the latitude For a complete solution. He waited until meridian passage and took a lower limb of the sun. We can only assume he did noon sights in order to ascertain his latitude. after much research. 55 pounds lighter. In the 1950s H. Yet Bombard headed out to sea and 65 days later walked ashore in Barbados. On December 20. In transit he did stop to have a meal aboard a British freighter and for this his results were criticized. Alain Bombard had some radical ideas concerning survival of shipwrecked mariners.0’. Bombard. A. in a 15-foot Zodiac inflatable that he named L’Hérétique (Heretic). Initially he was to be joined by a fellow researcher. supplying himself with a plankton net and fishing gear. but I realized that it had become more urgent to fight on behalf of the sea against men.oceannavigator. Just to gild the lily a bit here. who was an ace celestial navigator. Bombard. We will use the 2009 Nautical Almanac.” We’re not sure which sight reduction tables Bombard used.com . but at the last moment his partner withdrew and so Bombard set out alone. Alain Bombard’s route took him from the Canary Islands to Barbados — carrying no food or water. Although it was a common belief that drinking saltwater would kill. This is not necessary information. a German doctor and long distance kayaker found that he couldn’t survive on Bombard’s diet and discredited the results of the Frenchman.O.4’ n the 1950s. took only his sextant. In order to test his theory he took no fresh water. Testing his results a few years later Hannes Lindemann. 211.NAV PROBLEM Inflatable across the Atlantic BY DAVID BERSON I Dr. visit www. It was also claimed that he had stowed a fresh water supply aboard his boat. we have a DR position of 13° 55’ N by 58° 45’ W. along with water extracted from 5 to 7 pounds of freshly caught fish. Answers www. seems a suicide mission. Dr.O. Not one to hide behind his research. To this end he chose to sail across the Atlantic Ocean. Find the Ho B. with virtually no freeboard. came to the conclusion that drinking about 1 pint of seawater daily-if necessary. it is quite a courageous feat to head out to sea in a rubber dinghy. the shot was taken at 15:53:12 GMT.OceanNavigator. becoming a thorn in the side of the French establishment. his height of eye was three feet. but it could make the results a bit more accurate.

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