Tuesday, December 27, 2011

Renaming Your Boat - Ceremony Required?


Article by William L.Gills aka Bos'n Bill


If you just bought the boat of your dreams only to find the name on the transom is a nightmare you can't live with, names like Irritable Bow, Big Woody or Sir Osis of the River you might want to change the name to something more suitable to your taste and values.  Before you do this though, you need to consider some ancient traditions before you plow ahead and remove the offending moniker.  What I'm about to tell you may only be superstition, but in the proverbial verse, "better safe than sorry" there is a lot more than a hint of wisdom.

Renaming a boat should not be taken too lightly.  Unlucky boats are usually the ones that have defied the gods of the sea, (that's gods plural, emphasis added). Of course, everyone has heard of the legendary Neptune, the "Big Kahuna" who controls the  oceans and the seas, but don't forget Nereus, Proteus, Glaucus and Phorkys and the rulers of the winds; they must be appeased as well.

According to legend, every ship and boat ever named is recorded in a big tally book, the Ledger of the DeepNeptune knows personally each and every vessel enumerated in the tally book, even yours, and he gets angry when ordinary human beings dishonor him by pulling a name change without letting him know.

So here's what you need to do to avert the wrath of the gods and ensure good fortune throughout the life of the vessel.  Get a christening/boat renaming ceremony going, beginning with a purging of your boat's name from the Ledger of the Deep and Neptune's impeccable memory.  You need to do this rather quickly, don't drag your anchor. You only have thirty days to perform the rite or the name will attach itself to you and you won't be able to remove it no matter how many litanies you recite. 

To remove an old boat name from the Ledger of the Deep, be absolutely sure there are no traces of it anywhere on or in your boat.  Either remove the name completely or expunge it from log books, stickers, memorabilia and charts using white-out or black marker pen.  There cannot be the tiniest trace of the old name anywhere on the boat, especially on the transom AND you must never utter the name of the old girl again in the vicinity of the vessel or your purging will be incomplete and rendered moot. 


This is very important and not to be taken lightly.  One hapless boat owner I knew performed the ceremony only to find an old registration with the old boat name on it in a far corner of his starboard locker.  I urged him to consider a redo of the ceremony which he ceremoniously declined.  All I know, is that his boat was besieged with issues;  the port engine died, a hole was punched in his hull when it hit a submerged rock, his isinglass blew out in a gale and his starboard stuffing box leaked like a sieve, scuttling the boat. Happenstance or a Neptune design? You be the judge.


Back to the ceremony.  As tradition would have it, you must invite everyone who is important to the boat to be at the christening.  I'm talking about your kids, your pets, your fishing buddies, girlfriend, first mate, grandpa and Uncle Eddy.  Get yourself a couple of bottles of the best bubbly you can afford and get some of those cheap plastic champagne glasses for your boating kit and kin. They don't care, they just want the champagne

Once assembled, you may begin the purging ceremony by invoking the name of the Ruler of the Deep.  This is where you praise and honor his magnificence and implore his benevolent graces to expunge the current name of your boat from his official Ledger, offering libations of champagne in grateful acknowledgement of his welcome dispensations.  Pour half a bottle over the bow into the sea and share the rest with your guests.

With the name graciously eradicated you may begin the renaming proceedings by imploring his majesty, King Neptune to recognize the new name you have chosen.  In appreciation for his beneficence, offer more libations of champagne and have a glass yourself with your honored first mate.

Finally, not to be forgotten are the mighty Rulers of the Winds; Great Boreas, Zephyrus, Eurus and Notus who have dominion over the four corners of the earth.  Your frail vessel must traverse into the scourge of their mighty breaths and you need their blessings.  Libations of your finest champagne should be flung to the north, west, east and south in that order as you address and honor each god asking for safe passage and the benefits and pleasures of their bounty.

At this point, your vessel has become sacrosanct and you can unveil the new name of your renamed boat unto the gaze of your honored guests. It is best that the name you have chosen is somehow unique to you, not a borrowed name like so many boaters fancy to do.  The gods are tired of names like Serenity, Island Time, Obsession, Time Out and Serendipity. There are just too many of them around and they're tiresome and dull.  Not only do they take up unnecessary space on the Ledger of the Deep, they lack imagination and are an abomination to the gods!

As to ceremony or no ceremony, you know what you're supposed to do when you rename a boat and you have a simple choice;  perform the ritual as legions have since the earliest  of historical maritime accounts or take your chances with displeased, angry sea and wind gods.  As for me, I lean in the opposite direction of the seen and unforeseen consequences of an indifferent mariner. It's up to you of course, it's your boat, Cap.


William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.  

Thursday, December 15, 2011

Christmas Boat Parades - 'Tis the Season!





If you liked that Christmas boat parade video, there's one more. 
Look at these exquisitely adorned boats bedecked in lights, garlands and garish festive float ideas! 


Here are the real Floats... BOATS.  No, they're not the kind you see in the Disney Parks Christmas Day Parade!  They are the real thing!  What you get here is a magnificent display of floating appeal, boating style.  






To all boaters, non-boaters, their families, friends worldwide -
May this Christmas end the present year
on a cheerful note and make way
for a fresh and bright new year.
Here's wishing you a

Merry Christmas and a Happy New Year!  
Bos'n Bill



William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.
You can visit his website here.

Thursday, December 8, 2011

"Earthrace" - 'Round the World Record!


Introduction by William L. Gills aka Bos'n Bill

Have you heard of the racing power boat Earthrace built in Auckland, New Zealand?  The one that smashed the 1998 world speed record of circumnavigating the globe.  The 24,000 nm voyage was completed in a mere 60 days, besting the 1998 record by a whopping 14 days! It took Magellan's ship, Victoria, 3 years in 1522.  We've come along way since then.

Part boat/part submarine, Earthrace is a hi-tech space age boat made principally of carbon and Kevlar to make the hull resilient and lightweight.  The design is long and sleek with a sharp wave piercing bow that doesn't go over waves, it goes through them, keeping the boat relatively level in rough seas.  The two stabilizers/outriggers port and starboard keep the boat steady as she goes.

Built by Peter Bethune, Earthrace runs on 100% bio-diesel fuel made of animal and plant oils, a test of alternative energy and a cause for clean burning fuels.  The vessel uses two QSC-540 diesel engines producing a combined power output of 1080 horsepower.   

I have two videos on this remarkable vessel Earthrace, it's builder, captain and crew.  The first is a tour of the boat by Peter Bethune himself and the second, a trailer of the actual trip up to the point of their first major setback.  From there, I have the rest of the story in the summarized words of the builder himself. 

First, the Introduction and Tour of Earthrace

Next, The Race:



The Rest of the Story.
I give you an abridged summary of Peter Bethune's account of the remainder of the trip, beginning with the setback that occurred in the trailer.

"After we left Palau we hit something in the water causing a huge amount of damage, a bent drive shaft, damaged rudder, bent prop, damaged bow.  There was no way to get anything fixed in Palau so we thought the trip was over, running on one engine all the way to Singapore.  In Singapore, the boat yard assessed the damage predicting it would take at least three weeks to repair.  We were done, for sure.  It would place us at least a week behind the 1998 worlds record.  Then, something miraculous happened.  Everything started to go our way after the job was done in just three days.  Good omen.  We still had a chance! 

It was easy going in the second half of the race until we got caught in a monsoon between Singapore and India that continued eight long, agonizing days until we arrived in Yemen.  We took a beating, but then had a good run to the Suez Canal where we were held up overnight half way through the canal. From there it was a clear run back to Barbados."

There's more.  Turns out Earthrace did set the new world speed record for a powerboat.  The captain and crew started the race around the world in Barbados and finished in Barbados,  June 27, 2008, 60 days, 23 hours and 49 minutes after they set out.  A truly incredible feat for an ocean going vessel!

Relieved the race was finally over and that Earthrace's goal of attaining a new world record had been achieved in a boat powered exclusively by bio-fuels, Peter Bethune confessed in New Zealandese, "I feel like I've goh a monkey off me back!" I think Poseidon should allow him to possess his trident for a spell, don't you ?



William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.  





Wednesday, December 7, 2011

Sea Sense - Do You Have It?



















By Mike Saylor - Contributing Writer, Soundings


Seamanship is as much a mindset as it is skills and tactics, from knowing your own limitations and watching the weather to having the right tools on board.



When conditions really deteriorate, you need the proper boat and skills to keep out of harm's way.

Chaucer wrote (and I paraphrase): When April with its showers, breaks the drought of March ... boating season is almost upon us! Whether you live in an area where winter is cold or boating is a 365-day-a-year pastime, it's wise to pause and reacquaint yourself with some safe practices that will help you enjoy the warmer days ahead.


Nothing creates the conditions for a bad day on the water - or worse, a tragedy - as much as complacency. I'll give you a few things to keep in mind. But first some general thoughts: A) Remember to keep up with regular maintenance and be diligent about replacing what needs replacing before it fails on the water. When it comes to service, you typically get what you pay for. A good mechanic can be the difference between a trouble-free season and a big headache. B) Put your brain in gear before you cast off, long before you cast off. Unless you're someone really, really special, you can't walk on water.

1. Boating in rough conditions
Sooner or later, you'll find yourself in conditions that make gardening seem like a good recreational choice. What constitutes rough conditions for you depends in part on the size of your boat and your experience. A fair breeze and accompanying seas to a 40-foot power- or sailboat could equate to near survival conditions to a 14-footer with a less-experienced skipper.
Try to keep things in order inside the boat. Secure groceries, books, kitchenware and tools. Most doors on lockers won't hold in rough conditions. Shelving is even more problematic, and flying books, canned goods and pots and pans can really ruin your day.
Rough conditions often demand frequent throttle changes.
There are other areas on any boat where trouble can develop. On a sailboat they include sails secured to halyards (the shackles can work loose); rudders on smaller boats and steering gear on larger ones (this applies to powerboats as well as sailboats); and, of course, standing and running rigging. The yard hands don't always apply proper tension to the turnbuckles. Look aloft at your running rigging every time you step aboard. Is it leading fair or foul?
Powerboaters and sailors should check the engine and the connections and fittings that make them work, including transmissions and fuel delivery systems. I once delivered a boat only to find that the gear linkage had come loose and we couldn't go into reverse - not one of my finest hours in the inspection of a boat before it leaves the dock. The shock effect of rough seas can work things loose.
When you get caught in threatening weather, the tendency is to hurry home. Check the seas before putting the pedal to the metal. Too fast, and something can shake loose. Then you're in deep natural fertilizer. There's a fine line between going too fast and too slow, and you'll have to find that sweet spot. Experienced boaters find it by trial and error.
Don't hesitate to change the throttle if you sense the setting isn't right. Don't wait for proof. For example, a planing hull in displacement mode is a sorry thing. It's designed to be stable on plane, which usually is around 10 to 12 knots. If you can, modify your track to maintain planing speed.
Remember that when you run against the seas, shock can be a significant threat. When running with the seas under power, however, you can overshoot and fall off the wave, which in addition to the shock effect can cause you to broach. Electrical connections can get soaked and short out, leading to engine failure. Don't forget that all of that bouncing and shaking can loosen material that might have collected in the bottom of your fuel tank, causing engine problems.
When you're caught out, proceed prudently, adjusting your speed to match changing conditions.
Above all, when the instinct for survival is welling up (I would never even consider that there was an element of panic there) and you see yourself being caught in heavy weather, don't make for a leeward, or downwind, refuge. Always make for the nearest shelter that is to windward of your position.
For those of you who boat in the Northeast, there is a harbor of refuge at Point Judith, R.I. What makes Point Judith a harbor of refuge is that it has two entrances - one from the southeast and one from the west. If the wind and seas are from the south and/or east you use the western entrance; conversely, use the eastern entrance when faced with strong westerly winds and seas.
The reason is that a vessel, power or sail, has less control when it's driven by the wind than when heading into it. Always avoid a lee shore, regardless of your boat.

2. Boating in fog
Advection fog occurs in early spring because the temperature of the water is lower than the dew point. That means a clear morning can suddenly turn to fog. Remember that in reduced visibility, the COLREGS - the International Regulations for Preventing Collisions at Sea - are suspended. They apply only to vessels that are in sight of one another. There is no right of way until you can see the other boat, so keep your speed down.
Fog requires a high level of situational awareness by skipper and crew.
At 1 knot you're traveling about 100 feet a minute, so you need time to react. A state trooper once told me to leave adequate time when I drive in dry, clear conditions, regardless of speed - enough time to sense the situation and respond. That's probably three or four seconds.
The COLREGS say boats should slow to a "safe speed" but don't define it. I suppose you'll get a better feel for a safe speed if you're in a collision while visibility is reduced.
Learn the fog signals and use them. Too many boaters ignore or are ignorant of those signals. They rely on the speed and agility of their boats to keep them from harm's way. Usually they can get away with it, but not always.
The signals should be sounded while you're under way, not at a dock or in a designated anchorage. Sound one prolonged blast at two-minute intervals when under power. When motorsailing, a sailboat is a power-driven vessel and should signal the prolonged blast. Sailboats under sail alone, as well as all other vessels that might be at some disadvantage when maneuvering, sound one prolonged and two short blasts every two minutes.
If you are anchored anywhere but in a special anchorage area you must ring a bell or something like it rapidly for four or five seconds every minute. If you hear this or a short-prolonged-short series of blasts in addition to the bell, watch out. If there is a gong after the bell, it's a large ship at anchor.
Refer to the COLREGS for the rest of the rules (www.navcen.uscg.gov).

3. The pessimist's creed
Mother Nature can be a beautiful creature, but when she carouses with her occasional paramour Murphy, things can get dicey. You have to be aware that, sooner or later, you could be involved
Job No. 1 is to keep the water on the outside of the boat.
in a dance with them. Whether you call it Murphy's Law or something else, you will feel its effect: Whatever can go wrong will, at some time, go wrong.
When something goes wrong, rest assured it will be at the worst possible time. The one thing you neglected to bring is the thing that will become critical. If the problem is easily fixable, the tools or materials required will not be available. The more serious the problem, the harder it will be to gain access to it.
Whenever possible, watch the work being done on your boat. You need not be capable of doing it yourself, but you should have a fair idea about the correct way it should be done. If you give a potential problem a chance in any situation, things will go wrong. If it's not corrected right away, the situation will cascade from bad to worse. Remember my point A: regular, preventive maintenance goes a long way toward keeping Murphy at bay.
4. The devil is in the details
(apropos to Murphy and Mother Nature)
Years ago, there was a program on the University of Wisconsin radio station that ended with the phrase, "When you're down on the planet, don't sweat the small stuff. Down on the planet, it's all small stuff." Not true when it comes to boating.
We can't do much about Mother Nature, other than avoid challenging her when possible. Murphy, however, is another matter. On almost every occasion when problems crop up on a boat, they are attributable to neglect, carelessness or fuzzy thinking by the skipper or whoever prepped the boat. Here are some real-life examples.
A boater, wanting to save his battery by reducing the draw on it, mounted a float switch for his small bilge pump higher in the bilge. He didn't install a second, larger bilge pump. He didn't replace the original pump with a larger-capacity pump. He also had no manual pump as backup.
One fine, sunny day his stuffing box (to which no attention had been paid) started leaking excessively. After all, a stuffing box is merely the means to allow a controlled leak into the boat. By the time his float switch kicked in, the water in the bilge exceeded the capacity of his pump. Seeing his predicament, the boater headed for shore and managed to reach water that was shallow enough that the boat didn't sink.
I once went sailing with a friend whose boat was moored by an undersized line to its buoy. We were anxious to get going and didn't "waste the time" to replace the worn line. When a powerful blast struck as we were tying up, no strong line was available to secure the boat to its mooring. We almost lost her. By the way, superb seaman that I was, I hadn't checked to see whether the ground tackle was in working order. It was not. As I said, we almost lost the boat.
The point is, little problems have a way of cascading into big ones. My parents and grandparents used to tell me, "The water has to take X number of lives each year, so don't be the first one in or the last one out." Water - the sea - is not inherently cruel, but it is utterly unconcerned about human error.
For those of you who think, I'm OK, I have Sea Tow, think about getting from one boat into another in even a small chop. Think about you, your wife and kids in the water. Create a precastoff checklist.

5. The right stuff
There is nothing quite as ridiculous as a boater without simple, essential hand tools. You can'talways call the repairman. So here is my take on the minimal items, the right stuff to have on hand when you go boating.
You never know when you'll need a good knife - and need it in a hurry. A good knife is a sharp knife that can hold an edge and can be sharpened when necessary.
You don't have to be a master mechanic, but you should have an idea of how the job should be done when someone is working on your boat.
Nothing will cut through wet line, which is tougher to cut than dry line, as well as a knife with a good serrated edge. The problems with serrated blades are that they are difficult to sharpen, and they're not much good for anything else. They will, of course, cut through a sausage, but it's hard not to butcher bread. Some pretty good knives are available with a combination serrated and smooth edge. Just be sure there is enough of a serrated section so it's useful when you need it.
I have never understood the logic of carrying a folding blade that requires two hands to open. If you don't want to carry a fixed-blade knife in a sheath, there are quality knives that can be opened one-handed - and, no, they are not switchblades. They also can come with sheaths. Speaking of sheaths - holsters, if you will - leather ones look snazzy, but leather will deteriorate rapidly when it's exposed to salt water. A good nylon sheath that can be worn on a belt is the best bet.
Next to a knife, a screwdriver is essential. Most boats have Phillips-head machine screws and sheet-metal screws. Woodwork and some electrical devices use slotted-head screws, so you'll need both types of screwdriver. Although a properly shaped Phillips-head driver can often work with screws of various sizes, the same is not true of slotted-head drivers.
SOG, Leatherman and others make good multitools, but I don't care for them as a primary knife substitute. I carry a SOG tool, along with a sheath knife, on my belt. Between the two, I always seem to have the right tool on hand.
Multitools are not a substitute for serious tools, but they work well enough for a minor emergency or repair. With knives and multitools, stay away from cheapies. When you need a tool or knife, you want a quality device. Spend a few more dollars and get something you'll be able to use when using it can keep you out of trouble.
A good adjustable wrench is handy and auto-adjusting models are available. The trouble is that they are rarely rust-resistant. WD-40 doesn't work well against salt water, so I'd recommend Boeshield T-9 or an equivalent that better resists salt water. And locking pliers, in needle-nose or regular configuration, are available in different sizes. Slip-joint pliers also are handy.
Protect every tool, including knives and multitools, with a good rust preventive. Nothing, even stainless steel, is rust-proof, and the more nickel in the alloy, the softer and weaker the tool will be. Most boats come with a damnable variety of SAE and metric fasteners. You don't need a toolkit with all of the sizes. Determine the ones you will need and equip yourself accordingly.
You'll need something in which to store these tools. There are roll packs that are impregnated with rust preventives. Don't forget to spray your tools, regardless of the assertions on the package.
A new season is approaching. Stay safe, boat smart and enjoy.

This article originally appeared in the April 2011 issue of Soundings magazine.


William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.  

Saturday, November 26, 2011

Seasickness - Jacht! Causes, Symptoms, Prevention and Treatment


Article by William L. Gills aka Bos'n Bill

My first brush with seasickness was on the charter boat Mijoy out on Long Island Sound fishing with twenty or so other offshore anglers.  The seas were steep, rolling fifteen footers, most everyone getting sick but me and a handful of others.  I've never been very good at enduring the smell of someone else's spilled cookies and my gagging from the wafts to windward never disengaged my stomach contents that day. I was too busy fishing on deck in fresh open air, rocking with the pitch and roll of the boat, unlike many who took refuge from the strong wind and sea spray in the cabin at their peril. Save the airborne vomit, I was enjoying it.

I've done some research on the subject of mal de mer, the French term for seasickness, a debilitating miserable affliction aboard a boat.  What I've learned is that if you know you might become seasick you need to take preventative measures before you shove off and if you become seasick while underway, even though you never thought it could happen to you, you need to treat the symptoms with defensive strategies, medication and yes, maybe even acupressure.  I'll go over ways to minimize the effects of seasickness, but first let's be clear about what it is and the cause of the symptoms.

What is Seasickness?
Seasickness is not an illness but rather a disturbance of the middle ear, in the vestibular apparatus, which controls balance and equilibrium. It sends information to your brain about your relative position in space.  If the signals do not match what the eye sees or what is expected from previous experience, there is a mismatch and the brain becomes confused.  This sets in motion series of unpleasant symptoms.

The Progressive Symptoms of Seasickness
At first, you may wonder why you're beginning to yawn with increasing frequency and you're feeling drowsy with growing fatigue and lethargy. In fact, you may hear yourself muttering, "Hey,  I thought I was supposed to be enjoying my time on the water like everyone else aboard. Jeeze, I don't want to move, I just want to get off this bloody boat!"

You feel helpless as the boat yaws and rolls with endless unpredictable surges up down,  left and right. You may feel queasy, look a pale green and feel cold and clammy to the touch.  A belch or more is usually forthcoming along with excessive salivation leading to the inevitable "ralph" in the head or "ralph" over the rail if you have been thoughtful enough to have foreseen the predictable product of your misery.

Triggers
A lot of elements can effect your condition adversely via the senses, triggers that seem to exacerbate the condition. I'm talking about any or perhaps all of the five senses, e.g., a hint of perfume or engine exhaust, the sight of someone hurling, the repeat of the taste of your morning breakfast, the sound of the wind and thrashing waves, the feelings of cold hands and a sweaty brow.  You get the picture.  It doesn't help that you might be in a confined space in the bow.

How to Minimize the Effects of Seasickness
What can you do about this horrible, relentless condition, "mal de mer" that strikes and hangs on mercilessly?  First let's start with prevention.

If you know you're susceptible to seasickness or you haven't been on the water for quite awhile, seriously consider the following before climbing aboard:

  • Get Plenty of Rest.  If you're well rested you'll be less likely to succumb to seasickness.
  • Hydrate with Plenty of Water
  • Keep Alcohol to a Minimum.  Alcohol is dehydrating and can exacerbate dizziness inducing the symptoms described above.
  • Pills.  Over-the-counter medications (antihistamines) like Dramamine, Benadryl and Antivert can help by sedating the balancing organs.  Be aware however, they commonly cause drowsiness.
  • The Patch.  The drug Scopolamine in an adhesive patch worn behind the ear minimizes the effects of seasickness over a period of several days, but you need a doctors prescription for it.  The only reported side effect is dry mouth.  The company Transderm Scop makes this product.
  • The Wristband.  Some wristbands have acupressure points which are touted to ameliorate the symptoms of seasickness, however their effectiveness is questionable.
  • Ginger.  Bring some ginger along with you on your trip in the form of capsules, tablets, powder or tea.  Ginger has a soothing effect on the stomach.

 While underway and you're beginning to experience the effects of seasickness you should:

  • Stand Up.  Sitting makes you feel worse.  Scan the horizon or look to a faraway spot to get your bearings.
  • Move to Amidships.  There is less pitch and roll amidships and toward the stern.  Stay away from the bow.
  • Get Some Fresh Air.  If you're down below in the cabin or salon, go up on deck for some fresh air.  Staying in a confined space only makes matters worse.
  • Nibble on Dry Crackers.  Dry crackers may help to settle your stomach.
  • Busy Yourself.  Find a task or something to take your mind off of how you feel.
  • Close your Eyes.  This shuts down some of the mixed signals to the brain that cause the symptoms of seasickness.
  • Stay Away from others who are Seasick.  Nothing can make you feel worse than seeing someone else vomit.  Stay clear as best you can.
 These suggestions should help to ameliorate an extremely unpleasant situation that can occur on any body of water.  In fact, weather conditions don't always have to be formidable for you to become seasick.  Prevention is the best cure, but taking steps to lessen the effects once aboard can make for a better day on the water. 

Also, take heart in knowing that many an experienced sailor has become "green in the gills" from the time man took to the boat as a form of transport.  Truth be told, the word "yacht", one of the preferred sea going vessels, derives its name from the Dutch word, "jacht" which translates to mean, "throw up violently".  "Jacting" is just a natural occurring phenomenon on a boat and it's not just you, it's the yacht too. 



William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.  

Monday, November 14, 2011

Latest Boat Steering Technology - The Joystick





Introduction by William L. Gills aka Bos'n Bill

A recent technology is beginning to take hold in the boating community supplementing traditional wheel, shift and throttle controls of stern driven boats.  Volvo Penta and Mercruiser of Mercury Marine both offer sterndrive joystick systems that assist you in maneuvering in tight places with greater ease.  You can move the boat in any direction, sideways, diagonally, on a pivot at any rpm with pin point control.  There are also new designs for straight drive diesel engines for larger boats, but I'll save that discussion for another post.

Here is a video for you by Captain Steve Larivee of BoatTest.com, demonstrating how the joystick system works and how it could make you boating experience a little easier and less stressful.





William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.  


Monday, November 7, 2011

Rogue Waves - Myth or Reality?


Introduction by William L. Gills aka Bos'n Bill
Rogue waves?  What are they anyway and do they really happen?  Monster waves of monumental proportion have been reported by skippers for hundreds of years. Most who listened to these tales of wave heights as high as a five story building thought they were exaggerated. Those that succumbed to the awesome power of a freak killer wave never lived to tell the tale. Truth is, they are not myth, they are real.  

                                                                                
Article by Dee White
In 1978 the MS Munchen sent a garbled Mayday message from the mid-Atlantic. The ship was never found but an exhaustive search found just a few bits of wreckage, including an unlaunched lifeboat which had been stowed 20 metres (65 feet) above the water line. One of its attachment pins had twisted as if hit by an extreme force. The culprit was believed to be a rogue wave.

In 1995 the Draupner Platform in the North Sea was hit and damaged by a freak wave. Fortunately its onboard measuring equipment was still working and recorded a wave of 25.6 metres (84 feet) in height. This was the first rogue wave to be confirmed by actual scientific evidence.

What are Rogue Waves?
Once dismissed as a nautical myth, rogue waves (also known as freak waves, extreme waves, killer waves, monster waves and abnormal waves), are large, spontaneous ocean waves that occur far out to sea. They can be described as waves with a height of more than twice the significant wave height (SWH). This is defined as the mean of the largest third of waves in a wave record. In more simple language, they are not necessarily the biggest waves, but they are surprisingly large waves for a given sea state. They are not Tsunamis, which are set in motion by mass displacement, such as a sudden movement of the ocean floor during an earthquake. These develop at high speed over a wide area and are not usually noticeable in deep water. They become dangerous as they approach the land and the ocean floor becomes shallower. Because of this, Tsunamis do not usually present a threat to shipping out at sea. In the 2004 Asian Tsunami the only ships lost were in port. A rogue wave, on the other hand, is highly localised and frequently occurs far out at sea, or where a number of physical factors such as strong winds and fast currents converge, causing a number of waves to join together.


History
Stories about freak waves of around 30 metres (98 feet) in height have been told for centuries. These apparently could appear without warning, in mid-ocean, surprisingly travelling against the prevailing wind and current direction and often in clear weather. They have been described as looking like an almost vertical wall of water preceded by a deep trough. A ship encountering such a wave would be very unlikely to survive the tremendous pressures exerted by the weight of breaking water and would almost definitely be severely damaged or even sunk in a matter of moments.

Lighthouses, such as the Eagle Island lighthouse in 1861, and the Fastnet lighthouse in 1985, were both struck by waves of over 40 metres (130 feet) in height. In 1966 the SS Michelangelo had a hole torn in her superstructure and heavy glass smashed 24 metres (79 feet) above the water line. There were 3 deaths recorded during this incident. In 1980 the first mate on board the Esso Languedoc photographed a 25-30 metre (80-100 foot) wave as it washed across the stern of the French supertanker. In 1995 the Master of the cruise liner Queen Elizabeth 2 described a wave looking like the White Cliffs of Dover, which came out of the darkness. The vessel attempted to “surf” the near vertical wave to avoid being sunk.

During the twenty-first century several vessels have been damaged by waves between 21 and 30 metres (70 to 100 feet) in height. In February 2000, a British oceanographic research vessel sailing in the Rockall Trough in the west of Scotland, encountered one of the largest waves ever recorded by scientific instruments in the open ocean with a SWH of 18.5 metres (60 feet) and individual waves up to 29.1 metres (95 feet). The US Naval Research Laboratory detected a freak wave caused by Hurricane Ivan in the Gulf of Mexico in 2004. It was about 27.7 metres (90 feet) high from peak to trough and around 200 metres (656 feet) long. Vessels are not alone in their risk from rogue waves. It has been suggested that the loss of several low-flying aircraft, such as helicopters on Search and Rescue missions, may be attributed to these types of waves.

 Evidence – Myth or Reality?
On average about one ship is lost every week in the world’s oceans. This is thought to be mainly due to bad seamanship, poor maintenance or severe weather, but it now seems likely that a small percentage is due to encounters with freak waves. However, although rogue waves have been blamed as a likely cause for the sudden, unexplained disappearance of many ocean-going vessels, there is little clear evidence to support the claims. Radar data from the North Sea’s Goma oilfield recorded 466 rogue wave encounters in 12 years. Evidence such as this has helped to convert previously sceptical scientists.

Oceanographers and meteorologists have, for a long time, used a mathematical system called the Linear Model to predict wave height. This assumes that waves vary in a regular way around an average wave height. It suggests that there will rarely be a wave higher than 15 metres (50 feet). Although one of 30 metres (98 feet) could happen, it would be unlikely to occur more than once in 10,000 years. That is the theory! The reality is that they do happen with surprising frequency.

More recently, satellites have been used to establish the existence of rogue waves. The European Space Agency (ESA) is using its European Remote Sensing Satellite (ERS) to study their origins and to try to predict their occurrence. In December 2000 the European Union initiated a scientific project called MaxWave to confirm widespread occurrences of rogue waves, study their behaviour and consider their implications for ship and offshore structure design. Data from ESA’s ERS satellites were used to carry out a global rogue wave census and in 2004, after analysing radar images of world wide oceans taken over a period of three weeks, MaxWave found 10 waves of 25 metres (82 feet) or higher, an astonishing number for such a relatively short time span. ESA have undertaken another project, named Wave Atlas, to survey the oceans over a longer period of time and develop the most accurate estimate possible for the frequency of rogue waves.

Some theories 
  • Rogue waves are often associated with sites where ordinary waves encounter ocean currents and eddies. The strength of the current concentrates the wave energy, forming large waves. Examples have occurred in the notoriously dangerous Agulhas current off the east coast of South Africa and also in the North Atlantic where the Gulf Streaminteracts with waves coming down from the Labrador Sea.
  • Data shows that rogue waves also occur in areas well away from currents, possibly being associated with weather fronts and lows. Sustained winds from long-lived storms, exceeding 12 hours, may enlarge waves moving at an optimum speed in sync with the wind.
  •  In the field of Quantum Physics, a concept called the “Schrodinger Equation” is based on the belief that in certain unstable conditions waves can steal energy from their neighbours. Adjacent waves shrink, while the one at the centre can grow to an enormous size.

 The implications

Current ships and offshore platforms are built to withstand a maximum wave height of only 15 metres (50 feet) and about 15 tonnes of pressure per square metre. If they are hit by a rogue wave they will have to endure a wall of water up to twice that height and a pressure in the region of 100 tonnes.


Facts like these make us realise how little we know about our oceans and remind us to treat them with respect. How many more secrets do they hold?

Author- Dee White, The Yacht Market 



William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.  You can visit his website here.