Good job.
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New Boat 4 Sled
- Thread starter sleddog
- Start date
Good job.
I knew the Monterey fleet was going strong, did NOT know that there were still Mercuries in Stillwater! YAY!
If I hadn't bought the Piper, a Mercury was on the short list as the "last boat". Winning anything in that class is mighty tough, a bunch of those guys are really good sailors and have been in the class for 20, 30, 40 years.
The Ocean Cruising Club exists to encourage long-distance sailing in small boats, with members required to complete a continuous ocean passage of at least 1000 nautical miles in a vessel not more than 70 feet overall length.
The OCC seeks to be the true ‘Home Port’ for the ocean-going sailor, and with the cyclone season approaching the Southern Hemisphere on November 1, there is concern for those in the region.
After last-ditch effort letters to both Prime Ministers, OCC received formal rejections by both Australia and New Zealand on September 18, 2020. Here is their report:
NEW ZEALAND
The OCC initially wrote to the Health Minister in April and again more recently has written to the Minister and Prime Minister. When asked about providing cyclone season refuge for cruising yachts in COVID-19 limbo in the South Pacific, two weeks ago the Prime Minister said on live television that she would speak with the Health Minister about taking into account seasonal conditions (TV3 AM).
Despite the Prime Ministers’ remarks, the Director General for Health wrote September 18:
“The legal basis for the current restrictions at the Maritime Border is the COVID-19 Public Health Response (Maritime Border) Order (No 2) (the Order). The foundational rule of the Order is a ban on all foreign ships from arriving in New Zealand, unless explicitly exempt or granted permission by the Director-General of Health.
“There are a number of limited exemptions in place, such as for cargo vessels to unload and load cargo, fishing vessels to unload catch and resupply, Defence and State vessels to enter and depart New Zealand. As the Director-General of Health, I can also grant permission for ships to enter if there is a compelling need for the ship to arrive in New Zealand for reprovisioning or refuelling , carrying out a refit, refurbishment or repair to a ship or for humanitarian reasons.
“Having received advice from Ministry of Health officials, I have determined that a potential future cyclone does not provide sufficient basis to warrant an exemption from the Order.
“While I will determine whether permission is granted for a ship to arrive in New Zealand for humanitarian reasons on a case-by-case basis, my assessment is that the vessels in question are not facing a cyclone at present, but rather the prospect of a potential cyclone or cyclones in future. Therefore, there is no compelling need for the ships in question to arrive in New Zealand for humanitarian reasons.
“I will still determine whether there is a compelling reason for a ship to arrive in New Zealand for humanitarian reasons on a case-by-case basis, should a cyclone arise in anyone location. I appreciate that my decision will come as a disappointment to you and your members. However, I hope that clarity on my decision will allow your members to make immediate alternative arrangements, enabling them all to secure safe harbour (e.g. in their home countries) in a timely fashion.”
Unfortunately, despite many explanatory letters and emails, health officials do not appreciate most cannot sail to safe harbor in their own country, nor understand yachts need to be safely out of the cyclone zone, not at sea and seeking shelter in New Zealand when one occurs!
The yachts in Fiji and French Polynesia and other Pacific islands must now risk tropical cyclones in locations which do not have the capacity for safe mooring or dry storage. Prudent and safe navigation is to move small yachts out of the cyclone zone before the cyclone season occurs, this takes many weeks of sailing. These yachts are the home of families and couples.
NZ Health has a number of exemption applications before it, many for two months. The outcome of these remains to be seen. Yachts with plans for refit and/or who have a compelling need other than cyclone refuge can still apply for an exemption.
Since April, OCC has been working with Sail South Pacific and the Marina Operators Association and has been liaising with immigration and maritime agencies. COVID safe and quarantine protocols were developed and have been put into place. The OCC would particularly like to thank John Martin and Chris Galbraith for their efforts for the cruising community.
AUSTRALIA
The OCC initially wrote to the Health and Border Force Ministers in April and again more recently has written to the Prime Minister. After receiving a letter in June advising of the exemption process available, the OCC conducted a pilot, all five boats were rejected.
The OCC has been supported by a Senator who has advocated at the highest possible levels for cruising yachts. Recently, one last attempt was made with the group exemption application, involving a letter to the Prime Minster and a groups of over 20 yachts.
The Senator ensured this was again considered at the highest possible levels, but to date the only known exemption granted for a cruiser is a US crew member on an Australian owned/skippered yacht, apparently gained with Fiji High Commissioners’ assistance.
The OCC received the following from Australian Border Force on September 18:
“The Commissioner has considered the request and has decided the following:
• There is no impediment to the Australian citizen and permanent residents travelling to Australia.
• The grounds for compelling/compassionate circumstances are not met.
• The inability to get insurance is not on a basis on which to grant an exemption.
• There is no information to support the proposition that any of the travellers or vessels regularly come to Australia.
• The travellers may wish to consider other options in relation to the travel/cyclone season.
• The travellers may wish to consider whether they may present as a significant economic activity for a State or Territory and seek their support.”
Yachts may still apply for an exemption.
The OCC has been working with Down Under Rally and Bundaberg Port Marina. COVID-19 safe and quarantine protocols were developed and have been put into place. The OCC would particularly like to thank John Hembrow and Brett Hensler for their efforts on behalf of the cruising community. We especially wish to thank our Senator (who remains eager to assist), hopefully, we can do this publicly soon!
OCC CONCLUSION
There is little more the OCC can do. With the impending cyclone season, crews should be considering the best possible location to sit out the season and have a cyclone refuge plan in the event one occurs.
Whilst we have run out of time, crews with ongoing concerns can contact their embassy/consulate to seek their assistance.
Source: OCC
The OCC seeks to be the true ‘Home Port’ for the ocean-going sailor, and with the cyclone season approaching the Southern Hemisphere on November 1, there is concern for those in the region.
After last-ditch effort letters to both Prime Ministers, OCC received formal rejections by both Australia and New Zealand on September 18, 2020. Here is their report:
NEW ZEALAND
The OCC initially wrote to the Health Minister in April and again more recently has written to the Minister and Prime Minister. When asked about providing cyclone season refuge for cruising yachts in COVID-19 limbo in the South Pacific, two weeks ago the Prime Minister said on live television that she would speak with the Health Minister about taking into account seasonal conditions (TV3 AM).
Despite the Prime Ministers’ remarks, the Director General for Health wrote September 18:
“The legal basis for the current restrictions at the Maritime Border is the COVID-19 Public Health Response (Maritime Border) Order (No 2) (the Order). The foundational rule of the Order is a ban on all foreign ships from arriving in New Zealand, unless explicitly exempt or granted permission by the Director-General of Health.
“There are a number of limited exemptions in place, such as for cargo vessels to unload and load cargo, fishing vessels to unload catch and resupply, Defence and State vessels to enter and depart New Zealand. As the Director-General of Health, I can also grant permission for ships to enter if there is a compelling need for the ship to arrive in New Zealand for reprovisioning or refuelling , carrying out a refit, refurbishment or repair to a ship or for humanitarian reasons.
“Having received advice from Ministry of Health officials, I have determined that a potential future cyclone does not provide sufficient basis to warrant an exemption from the Order.
“While I will determine whether permission is granted for a ship to arrive in New Zealand for humanitarian reasons on a case-by-case basis, my assessment is that the vessels in question are not facing a cyclone at present, but rather the prospect of a potential cyclone or cyclones in future. Therefore, there is no compelling need for the ships in question to arrive in New Zealand for humanitarian reasons.
“I will still determine whether there is a compelling reason for a ship to arrive in New Zealand for humanitarian reasons on a case-by-case basis, should a cyclone arise in anyone location. I appreciate that my decision will come as a disappointment to you and your members. However, I hope that clarity on my decision will allow your members to make immediate alternative arrangements, enabling them all to secure safe harbour (e.g. in their home countries) in a timely fashion.”
Unfortunately, despite many explanatory letters and emails, health officials do not appreciate most cannot sail to safe harbor in their own country, nor understand yachts need to be safely out of the cyclone zone, not at sea and seeking shelter in New Zealand when one occurs!
The yachts in Fiji and French Polynesia and other Pacific islands must now risk tropical cyclones in locations which do not have the capacity for safe mooring or dry storage. Prudent and safe navigation is to move small yachts out of the cyclone zone before the cyclone season occurs, this takes many weeks of sailing. These yachts are the home of families and couples.
NZ Health has a number of exemption applications before it, many for two months. The outcome of these remains to be seen. Yachts with plans for refit and/or who have a compelling need other than cyclone refuge can still apply for an exemption.
Since April, OCC has been working with Sail South Pacific and the Marina Operators Association and has been liaising with immigration and maritime agencies. COVID safe and quarantine protocols were developed and have been put into place. The OCC would particularly like to thank John Martin and Chris Galbraith for their efforts for the cruising community.
AUSTRALIA
The OCC initially wrote to the Health and Border Force Ministers in April and again more recently has written to the Prime Minister. After receiving a letter in June advising of the exemption process available, the OCC conducted a pilot, all five boats were rejected.
The OCC has been supported by a Senator who has advocated at the highest possible levels for cruising yachts. Recently, one last attempt was made with the group exemption application, involving a letter to the Prime Minster and a groups of over 20 yachts.
The Senator ensured this was again considered at the highest possible levels, but to date the only known exemption granted for a cruiser is a US crew member on an Australian owned/skippered yacht, apparently gained with Fiji High Commissioners’ assistance.
The OCC received the following from Australian Border Force on September 18:
“The Commissioner has considered the request and has decided the following:
• There is no impediment to the Australian citizen and permanent residents travelling to Australia.
• The grounds for compelling/compassionate circumstances are not met.
• The inability to get insurance is not on a basis on which to grant an exemption.
• There is no information to support the proposition that any of the travellers or vessels regularly come to Australia.
• The travellers may wish to consider other options in relation to the travel/cyclone season.
• The travellers may wish to consider whether they may present as a significant economic activity for a State or Territory and seek their support.”
Yachts may still apply for an exemption.
The OCC has been working with Down Under Rally and Bundaberg Port Marina. COVID-19 safe and quarantine protocols were developed and have been put into place. The OCC would particularly like to thank John Hembrow and Brett Hensler for their efforts on behalf of the cruising community. We especially wish to thank our Senator (who remains eager to assist), hopefully, we can do this publicly soon!
OCC CONCLUSION
There is little more the OCC can do. With the impending cyclone season, crews should be considering the best possible location to sit out the season and have a cyclone refuge plan in the event one occurs.
Whilst we have run out of time, crews with ongoing concerns can contact their embassy/consulate to seek their assistance.
Source: OCC
Many sail solo for varying reasons...
Good friend Charlie R. sails his Catalina 270 KAIMANA solo nearly every day out of Santa Cruz.
Charlie has no aspirations of racing, cruising, anchoring, living aboard, or going fast. Sailing under jib alone is just fine. Charlie's aspirations are to sail as many days as possible, and to someday see his anemometer reach 30.0 knots.
As of today, Charlie has sailed ~1,300 times in 5 years since his retirement, and 208 times this year alone.
Today we sailed KAIMANA under main and 110% jib. Motored to the windline just south of Lighthouse Point and took off on a beam reach in 18 knots of wind. Sailed out a couple of miles in warm wind, gybed, and reached back with swells astern, occasionally riding waves to 7 knots. "Fastest I've ever gone," exclaimed Charlie.
Just inside Mile Buoy the seabreeze lightened, then dropped away as we motored across the 50 yard "transition" and into the 8-10 knot easterly, which took us close reaching back to the harbor, where we sailed into the slip.
Just another fine day for Charlie and KAIMANA.
And for me, having a fresh pair of eager ears for sea-stories.
Good friend Charlie R. sails his Catalina 270 KAIMANA solo nearly every day out of Santa Cruz.
Charlie has no aspirations of racing, cruising, anchoring, living aboard, or going fast. Sailing under jib alone is just fine. Charlie's aspirations are to sail as many days as possible, and to someday see his anemometer reach 30.0 knots.
As of today, Charlie has sailed ~1,300 times in 5 years since his retirement, and 208 times this year alone.
Today we sailed KAIMANA under main and 110% jib. Motored to the windline just south of Lighthouse Point and took off on a beam reach in 18 knots of wind. Sailed out a couple of miles in warm wind, gybed, and reached back with swells astern, occasionally riding waves to 7 knots. "Fastest I've ever gone," exclaimed Charlie.
Just inside Mile Buoy the seabreeze lightened, then dropped away as we motored across the 50 yard "transition" and into the 8-10 knot easterly, which took us close reaching back to the harbor, where we sailed into the slip.
Just another fine day for Charlie and KAIMANA.
And for me, having a fresh pair of eager ears for sea-stories.
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Winches R Us since age 9, when Dad mounted a used bronze South Coast #2 on the family L/36 just forward of the aft deck lazarette hatch, where I was safely positioned during a race and stood hoping a sheet would be passed my way to be trimmed on my winch.
While sailing IMPROBABLE in the early 70's we became friends with Derek Baylis, designer and engineer of the first two speed winches for the Barient Company. What a concept for sailors: high and low gears! Even double grip winch handles of varying lengths.
With Derek's help, IMPROBABLE had something even more advanced for her day; lightweight titanium drums for wire (!) jib sheets and well as cross linked primaries, so the leeward winch could be ground from a windward side "anthill."
22 years ago I raced DH to Hawaii on a custom, 60' cruiser/racer.. Besides the anchor windlass, the boat was fitted with one, all purpose, electric winch. What a revelation. All of a sudden, reefing the main, hoisting the spinnaker or a man aloft, and a myriad of other heavy lift sail handling jobs turned from a chore to a pleasure when short handed sailing.
But with this advancement in winches came new considerations, the most important being safety. Not only was I to see in following years that mismanagement of electric winches could rip a sail in half, but also bring down a mast when the foot button to the running backstay accidentally was stepped on.
Even more serious was an afternoon sail on SF Bay when the owner of a 50 footer went forward to demonstrate the ease of reefing with his electric winches near the companionway. Somehow this experienced sailor got a finger in the halyard wraps as the winch turned. And back at the helm I was the recipient of a flying body part.
Fortunately we got the boat to the dock where the owner and his missing member were rushed to hospital surgery where the digit was successfully reattached. But it was a wake up call. Danger, Will Robinson! Many crew, especially the less experienced, do not have competent winch skills when a winch is under load. If put in charge of an electric winch without skill and experience, carnage can result.
While sailing IMPROBABLE in the early 70's we became friends with Derek Baylis, designer and engineer of the first two speed winches for the Barient Company. What a concept for sailors: high and low gears! Even double grip winch handles of varying lengths.
With Derek's help, IMPROBABLE had something even more advanced for her day; lightweight titanium drums for wire (!) jib sheets and well as cross linked primaries, so the leeward winch could be ground from a windward side "anthill."
22 years ago I raced DH to Hawaii on a custom, 60' cruiser/racer.. Besides the anchor windlass, the boat was fitted with one, all purpose, electric winch. What a revelation. All of a sudden, reefing the main, hoisting the spinnaker or a man aloft, and a myriad of other heavy lift sail handling jobs turned from a chore to a pleasure when short handed sailing.
But with this advancement in winches came new considerations, the most important being safety. Not only was I to see in following years that mismanagement of electric winches could rip a sail in half, but also bring down a mast when the foot button to the running backstay accidentally was stepped on.
Even more serious was an afternoon sail on SF Bay when the owner of a 50 footer went forward to demonstrate the ease of reefing with his electric winches near the companionway. Somehow this experienced sailor got a finger in the halyard wraps as the winch turned. And back at the helm I was the recipient of a flying body part.
Fortunately we got the boat to the dock where the owner and his missing member were rushed to hospital surgery where the digit was successfully reattached. But it was a wake up call. Danger, Will Robinson! Many crew, especially the less experienced, do not have competent winch skills when a winch is under load. If put in charge of an electric winch without skill and experience, carnage can result.
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Though smoke, heavy at times, covered the state from Capitola to the High Sierra, we were fortunate to catch a break Monday when the skies cleared and we cruised Tenaya Lake, 8,150', on our SUP's. Near shore, the water was warm enough for swimming. We saw no other vessels, the wind was 2-6 knots from the SW, and Clouds Rest, 9,900' and 6 miles distant, was reflecting its white granite in the afternoon sun. Thanks to Annie for good company and the below photo of sleddog on a circumnavigation.
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Philpott
Cal 2-27 Dura Mater
Welcome back, Skip! Beautiful scenery!
So, it is back to Plan A.
Morning Star and I will depart San Diego tomorrow for the Channel Islands. On October 27 (or later as weather presents) we plan to leave from there for the Hawaiian Islands, expecting to reach Hilo by mid-November. Same tracker, new page name: https://share.garmin.com/MorningStar. No password needed; share at will. Aloha.
Morning Star and I will depart San Diego tomorrow for the Channel Islands. On October 27 (or later as weather presents) we plan to leave from there for the Hawaiian Islands, expecting to reach Hilo by mid-November. Same tracker, new page name: https://share.garmin.com/MorningStar. No password needed; share at will. Aloha.
This has been great fun so far. Nice weather, pleasant anchoring and mooring around Catalina Island, and plenty of time well spent on punch list stuff from the refit and other little projects. And a little relaxation before the passage to Hilo. He he.
Thanks to Dolfin Bill, I was able to connect-up with Skip and Annie who were here in Howland’s Landing for a couple of days. Many thanks to Bill for that and to Skip for all the great intel and stories on sailing Hawai’i.
I have been tinkering again with the connection between the steering sheets from the wind vane to the adapter on the wheel. Going to try that out today with a sail across the channel to the harbor of Long Beach/Los Angeles where we will pick up a mooring near the Belmont Pier for the night. With an eddy bringing SE winds the next two days we may be sailing for Santa Cruz Island Thursday/Friday.
The forecast for next week seems to favor a Tuesday departure for Hilo, which is good, as that will be day 14 since last time ashore. While I had tentatively planned to launch from somewhere in the northern Channel Islands, it now looks like Catalina Harbor would be a better jumping off point. If the forecast holds, we wll probably be heading due south to avoid a wind hole growing in the So Cal Bite. It would be fine with me if we get a close pass of Isla Guadalupe, another island I have always wanted to see.
Thanks to Dolfin Bill, I was able to connect-up with Skip and Annie who were here in Howland’s Landing for a couple of days. Many thanks to Bill for that and to Skip for all the great intel and stories on sailing Hawai’i.
I have been tinkering again with the connection between the steering sheets from the wind vane to the adapter on the wheel. Going to try that out today with a sail across the channel to the harbor of Long Beach/Los Angeles where we will pick up a mooring near the Belmont Pier for the night. With an eddy bringing SE winds the next two days we may be sailing for Santa Cruz Island Thursday/Friday.
The forecast for next week seems to favor a Tuesday departure for Hilo, which is good, as that will be day 14 since last time ashore. While I had tentatively planned to launch from somewhere in the northern Channel Islands, it now looks like Catalina Harbor would be a better jumping off point. If the forecast holds, we wll probably be heading due south to avoid a wind hole growing in the So Cal Bite. It would be fine with me if we get a close pass of Isla Guadalupe, another island I have always wanted to see.
Much fun to finally meet Lee and MORNING STAR at Howlands as he thoughtfully preps for a longish passage to the Hawaiian Islands and beyond. The boat in the foreground was our family Cal-40 #24, now RADIANT, launched in 1965, and beautifully restored by childhood friend and current owner, Fin Beven. Thanks to Fin for loaning RADIANT for a week at Catalina in her old stomping grounds.
Though we didn't see any bison on the beach, there was an osprey observed close astern of RADIANT happily bathing in the shorebreak, then chasing a bald eagle, and flying overhead with a fish in its talons.
And we were happy to find "Willard". the great blue heron, still resident from our visit two years previously.
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Notable weather tonight in the Sierra with a hard freeze and temps nearing single digits near Lake Tahoe. These temps more typical for Dec-Jan rather than October. Also notable are the northeast wind gusts along the ridges, with multiple reports of readings over 100 mph. Top gust for the moment is 119 at Kirkwood with peak gusts not expected for another few hours. Bolt your socks on, skatzman.
Gone. This historical lighthouse, with its powerful 24 mile light, survived a lot of abuse, but was known for having some of the cleanest air in the U.S.. It was also the windward mark of a famous Pacific ocean race. Unfortunately, without notice, the light has been recently turned off (2020) by the Coast Guard.
For a quart of Marianne's Macapuno Ice Cream, where is this now darkened light? And for a tin of triple ginger snaps, what was the name of the ocean race whose challenging course was once completed by a Ranger 23?
Hint: It is not Pt. Loma, Anacapa, Point Conception, Pt. Sur, nor Pt. Reyes, Cape Disappointment, Makapu'u, or Diamond Head.
For a quart of Marianne's Macapuno Ice Cream, where is this now darkened light? And for a tin of triple ginger snaps, what was the name of the ocean race whose challenging course was once completed by a Ranger 23?
Hint: It is not Pt. Loma, Anacapa, Point Conception, Pt. Sur, nor Pt. Reyes, Cape Disappointment, Makapu'u, or Diamond Head.
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Dazzler
m/v PACIFIC LOON
Cape Kumukahi Light is a lighthouse in Kapoho, Hawaii at the easternmost point of Hawaii. It is best known for its survival of an eruption of Kilauea in 1960.
Located on the Big Island, twenty-five miles southeast of Hilo, is Cape Kumukahi, the easternmost point of the Hawaiian Islands. According to Hawaiian mythology, the cape is named after Chief Kumukahi who refused to allow the fire goddess Pele to participate in the playing of royal games. Offended, Pele sent forth a fountain of fire and lava that chased Kumukahi to the beach and continued eastward creating the cape.
Cape Kumukahi lies at the end of the east rift zone of the slopes of Kilauea, and the light was threatened several times by eruptions. The most serious threat came from the 1960 eruption which destroyed the town of Kapoho; lava flows continued downslope toward the light, and destroyed the keepers' houses and an orchard which Joe Pestrella, who had been keeper there since 1938, had planted by the light station; but when the lava reached the tower, it split into two streams and flowed into the sea to either side, sparing the structure.
The Round The State Race, Hawaii
In 1972, members of the Waikiki Yacht Club created a 755-mile "fun race" to “race the winds of paradise”. It was to be an annual summer race around the major islands of the island state of Hawaii. Local sailors and visiting yachts competing in the biennial Transpac or Vic-Maui races were invited to attend. In 1978 with major sponsorship from Pan American World Airways the “Round the State Race” became Race 5 of the biennial Pan Am Clipper Cup (1978 – 1984). With the demise of Pan Am, new sponsorship was found and in 1986 the series was rebranded as the Kenwood Cup.
In searching for this lighthouse, I first looked for lighthouses that were higher above the water to get the 24 mile visibility. It turns out elevation is not the sole criteria for visibility (based on the curvature of the earth). It seems some lights are brighter to give additional range.
Does anyone have any background to explain the brightness? Some of the explanation may include the design of the lens that directs the light. Time for some learning.
Ants
PS. The local notice Mariners listed the West End light as 'LT EXT', which I thought meant light extinguished, but the light only had an 8-mile visibility.
Intermission
Member
As an entertainment lighting designer I have some overlaping background. I don't know much about lighthouses though.
A French physicist Augustin-Jean Fresnel invented the lens for light houses.
Theater took the Fresnel lenses from the lighthouses and adapted them to stage lights. Most stage and studio Fresnel lights have a rack that moves the source and reflector towards or away from the lens thereby affecting beam spread angle. We begin to focus a light by pulling the rack back for a narrow beam, and then aim that to the center of the subject. Then we move the rack towards the lens to widen the beam and fill in the surrounding space as needed.
With lighthouses, the lens and reflector revolve around the source, or the reflector and source revolve inside the lens; the distance between source and lens doesn't change.
All elements will effect brightness, where and how the glass is made, the quality of the reflector, the source of the light, cleanliness of lens and reflector, and height above sea level.
Congrats to DAZZLER for taking the quiz and running with the correct answers. Here's what I think he did: Tom took the clue for "some of the cleanest air in the US," and reckoned it was likely Hawaii. He then knew to check the USCG Light List for the 14th district (Hawaii and Pacific Islands) and there in bold print is Cape Kumukahi light as "removed." Then, partly because Tom's father flew for PAN AM for 35 years and flew their luxurious flying boats across the Pacific in the early 40's, it was not a stretch to know that Pan Am was first sponsor of the Pan Am Clipper Cup in Hawaii. The final race of the Clipper Cup series was the Around-the-State Race, 755 miles of challenging conditions circumnavigating all Hawaiian Islands to port.
Ultimately PAN AM closed shop and Kenwood took over sponsorship of this fine ocean racing series until lack of interest and support ended the series in 2013. Around-the-State tales are epic and I've been through a few. One distinct memory was onboard the 50 foot, Doug Peterson design, CHECKMATE in 1980. I stood, holding onto the windward runner, surveying the knarley conditions ahead as we rounded South Point on the Big Island (halfway into the Round-the-State) and stuck our nose into the fresh NE trades.
At that moment the mast broke and fell to leeward. I was launched forward towards the jagged mast break, fortunately unhurt.
Over the starboard side, the mast and boom soon filled with water and we pulled the pins and let the rig sink rather than risk a spreader punching a hole in the beautiful varnished wood hull. With only 2 spinnaker poles for jury rig, we rigged as a schooner with two stumpy, raked masts, motored 60 miles up the Ka'u Coast, rounded Cape Kumukahi and made a pit stop in Hilo for fuel and drink.
After an hour in Hilo we set off for Honolulu, motorsailing downwind at 8-10 knots. No longer racing, we cut inside (south) of Maui and Molokai, emerging from behind Molokai at Ilio Point to find we were a mile ahead of our Class B competitors, flying colorful spinnakers as they surfed down Molokai Channel in the dawn's early light.
Leader RAGAMUFFIN was gaining, probably wondering "who are those guys in that varnished schooner that looks like CHECKMATE and where did they come from?"
As we approached Diamond Head R"2" buoy finish, we had CHECKMATE's 14 person crew hiking legs over, the jury rig sails trimmed to schooner perfection, and the engine running full revs as RAGAMUFFIN closed within 50 yards astern. It was quite the finish, both boats doing 10-12 knots.
We cut inside the DH buoy, making sure CHECKMATE did not cross the finish line. But the waiting spectator fleet could not figure out what the heck was going on. Schooner CHECKMATE getting home ahead of the Aussie favorite RAGAMUFFIN? It made the 5 o'clock news that evening, and they showed it again at 11. That was the Around-the-State Race, 1980..
PS, I give full credit to Lee Johnson onboard MORNING STAR for noticing Cape Kumukahi Light was missing from one of his up-to-date charts as he begins passage to Hilo. Lee ultimately contacted NOAA's Office of Coast Survey to confirm, which they promptly did.
Ultimately PAN AM closed shop and Kenwood took over sponsorship of this fine ocean racing series until lack of interest and support ended the series in 2013. Around-the-State tales are epic and I've been through a few. One distinct memory was onboard the 50 foot, Doug Peterson design, CHECKMATE in 1980. I stood, holding onto the windward runner, surveying the knarley conditions ahead as we rounded South Point on the Big Island (halfway into the Round-the-State) and stuck our nose into the fresh NE trades.
At that moment the mast broke and fell to leeward. I was launched forward towards the jagged mast break, fortunately unhurt.
Over the starboard side, the mast and boom soon filled with water and we pulled the pins and let the rig sink rather than risk a spreader punching a hole in the beautiful varnished wood hull. With only 2 spinnaker poles for jury rig, we rigged as a schooner with two stumpy, raked masts, motored 60 miles up the Ka'u Coast, rounded Cape Kumukahi and made a pit stop in Hilo for fuel and drink.
After an hour in Hilo we set off for Honolulu, motorsailing downwind at 8-10 knots. No longer racing, we cut inside (south) of Maui and Molokai, emerging from behind Molokai at Ilio Point to find we were a mile ahead of our Class B competitors, flying colorful spinnakers as they surfed down Molokai Channel in the dawn's early light.
Leader RAGAMUFFIN was gaining, probably wondering "who are those guys in that varnished schooner that looks like CHECKMATE and where did they come from?"
As we approached Diamond Head R"2" buoy finish, we had CHECKMATE's 14 person crew hiking legs over, the jury rig sails trimmed to schooner perfection, and the engine running full revs as RAGAMUFFIN closed within 50 yards astern. It was quite the finish, both boats doing 10-12 knots.
We cut inside the DH buoy, making sure CHECKMATE did not cross the finish line. But the waiting spectator fleet could not figure out what the heck was going on. Schooner CHECKMATE getting home ahead of the Aussie favorite RAGAMUFFIN? It made the 5 o'clock news that evening, and they showed it again at 11. That was the Around-the-State Race, 1980..
PS, I give full credit to Lee Johnson onboard MORNING STAR for noticing Cape Kumukahi Light was missing from one of his up-to-date charts as he begins passage to Hilo. Lee ultimately contacted NOAA's Office of Coast Survey to confirm, which they promptly did.
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After getting chased out of Avalon on Catalina Island a few days ago by a strong Santana, Lee Johnson on MORNING STAR took refuge at Cat Harbor on Catalina's lee (south) side, during the NE wind event. He has since returned to Avalon for last minute details and takes leave tomorrow for his passage to Hilo.
Sailing late in the season to Hawaii, Lee will likely take the southern route to avoid incipient storms from the Gulf of Alaska. MORNING STAR in my book would be classified as "bomb proof", well shaken down, and with a fresh, smooth bottom. And Lee likes to be at sea. We wish him a good passage. For those wishing to follow, Lee's tracker is https://share.garmin.com/MorningStar You won't be able to send messages, as that feature is turned off.
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Back on terra firma, Howard, Rainer, myself, and assorted friends gather most mornings at sunrise on the Santa Cruz east breakwater for "coffee club." It's been a bit chilly, low 40's, but the pigeons give off heat.
We've had a front row seat to the annual seasonal assembly of the harbor dredge TWIN LAKES, all freshly painted and ready to suck. Thousands of feet of large diameter flexible pipe sections must be connected and located from the dredge, under the Harbor entrance, over the breakwater, under the beach sand, and out to sea to a yellow buoy marking the outlet.
It takes a full time dredge crew of 7 to operate, including the captain at the controls, the DAUNTLESS (workboat) skipper, the leverman, the dozer and crane driver, the pollution sniffer, and two deckhands. It's heavy and dangerous work, especially assembling the pipe.
Just beyond the Harbor entrance were splashes of dozens of dive bombing pelicans interspersed with the misty spouts and heads and tails of feeding humpback whales
For more detail on Santa Cruz dredging check out https://www.santacruzharbor.org/dredging/
Thanks Rainer for the photos.
Sailing late in the season to Hawaii, Lee will likely take the southern route to avoid incipient storms from the Gulf of Alaska. MORNING STAR in my book would be classified as "bomb proof", well shaken down, and with a fresh, smooth bottom. And Lee likes to be at sea. We wish him a good passage. For those wishing to follow, Lee's tracker is https://share.garmin.com/MorningStar You won't be able to send messages, as that feature is turned off.
~~~~~~~~~^~~~~~~~~~~/)~~~~~~~~~~~~~~~~~
Back on terra firma, Howard, Rainer, myself, and assorted friends gather most mornings at sunrise on the Santa Cruz east breakwater for "coffee club." It's been a bit chilly, low 40's, but the pigeons give off heat.
We've had a front row seat to the annual seasonal assembly of the harbor dredge TWIN LAKES, all freshly painted and ready to suck. Thousands of feet of large diameter flexible pipe sections must be connected and located from the dredge, under the Harbor entrance, over the breakwater, under the beach sand, and out to sea to a yellow buoy marking the outlet.
It takes a full time dredge crew of 7 to operate, including the captain at the controls, the DAUNTLESS (workboat) skipper, the leverman, the dozer and crane driver, the pollution sniffer, and two deckhands. It's heavy and dangerous work, especially assembling the pipe.
Just beyond the Harbor entrance were splashes of dozens of dive bombing pelicans interspersed with the misty spouts and heads and tails of feeding humpback whales
For more detail on Santa Cruz dredging check out https://www.santacruzharbor.org/dredging/
Thanks Rainer for the photos.
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