-
Ahoy and Welcome to the New SSS Forum!!
As you can see, we have migrated our old forums to new software. All your old posts, threads, attachments, and messages should be here. If you see anything out of place or have any questions, please click
You should be able to login with your old credentials. If you have any issues, try resetting your password before clicking the Contact Us link.
Cheers - SSS Technical Infrastructure
New Boat 4 Sled
- Thread starter sleddog
- Start date
Rule 9, "Narrow Channels" which includes "a vessel shall not cross a narrow channel or fairway if such crossing impedes the passage of a vessel which can safely navigate only within such channel or fairway.
I'm sorry, BobJ, but a surfboard is not a vessel, these surfers are not crossing a narrow channel but are over the dredge spoil area east of the East Breakwater, nor are they impeding the passage of a vessel.
Please try again. A hint for those who are stumped: this federal law, as administered by the US Coast Guard for safe navigation, may not apply internationally.
Last edited:
BobJ
Alerion 38 "Surprise!"
Rule 9 was certainly an issue with all the SUPs blocking the entrance, when we were trying to exit one day after a Windjammers Race. It's hard to tell from your photo whether he is in line with the channel, but I thought you were suggesting the guy on the left was a paddleboard.
Santa Cruz Port District Ordinance 222, Rule 9, and other right of way rules between floaty things, are red herrings when attempting to answer this quiz . Not to say there isn't something basically wrong going on in the photo.
Thank you! Shortly after dedication in 2003, it was discovered "Red, Right, Returning" using the paint scheme on the new, New England style, $1.25 million Santa Cruz Harbor lighthouse, would deposit you on Seabright Beach. Rainer was ordered to immediately repaint the red stripe green, and used a 40 foot extension ladder to complete the dangerous task. Meanwhile the Coast Guard and its Aids to Navigation office placed a red lighted buoy on the starboard side of the channel next to the East Breakwater to cover themselves.
All in a day at Santa Cruz Harbor. (photos by Rainer Stegemann)
Last edited:
Howard Spruit
Member
I was told to study the pick of the light house because there is an amazing thing that Rainer, the alien implanted , painter captured with his camera.
The fact that the green light on the lighthouse and the red light on the buoy were captured flashing at the same time is amazing, but upon further study, there is a little white lite just off the end of the west breakwater that is the Mile buoy also flashing at the same moment.
Coincidence, conspiracy or photoshop?
The fact that the green light on the lighthouse and the red light on the buoy were captured flashing at the same time is amazing, but upon further study, there is a little white lite just off the end of the west breakwater that is the Mile buoy also flashing at the same moment.
Coincidence, conspiracy or photoshop?
Thanks, Howard, and also to Intermission for pointing out the amazing coincidence of 3 Santa Cruz aids to navigation all flashing simultaneously as Rainer clicked his camera from his location aboard his Sport-Yak.
It is not photo shopped. I drew a line on a local chart from Rainer's location inside the breakwater to Mile Buoy, and indeed the range line does just touch the end of the West Breakwater, the location of the tiny pin prick of white light seen flashing one mile south of the breakwater.
Congrats to Lee Johnson and MORNING STAR on their successful, 21 day passage from Catalina Island to Hilo, Hawaii. Lee's voyage report is attached, and hints at his good prep and seamanship.
Passage Report: Morning Star to Hilo
The s/v Morning Star, a Valiant 32 with 01 persons aboard (namely this correspondent), departed Avalon, CA on October 29, 2020 for Hilo, HI where we made landfall November 19, 2020 (21 days at sea). We sailed a total of 2,442 nm averaging 4.8 kts. Measured against the 2,129 nm straight-line distance (from Catalina’s East End Light to the Hilo breakwater light) our over-all VMG was 4.2 kts.
We saw a wide range of sailing conditions, but no hazardous weather. For nearly a week we had periods of little wind alternating with utter calm and scarcely did 65 nm/day for the first six days out. Then for the next 12 we averaged 132 miles per, with a best 24 hour run of 145 nm. Sustained winds seldom exceeded 20 kts (though sustained gusts above 30 happened), and the seas in that stretch were generally 8 – 10’ on a long period, making for a comfortable ride – at least between squalls. Light conditions again beset us for a few days, before a final three days of decent speed took us into Hilo Bay.
There were days of squally conditions requiring frequent reefing changes. We had at least partial cloud cover most days, with several days of solid clouds and intermittent rain. That, of course, made the hand full of sunny days even more enjoyable.
Wildlife was not abundant. We did see plenty of flying fish (some with astonishing range in flight), a few pods of dolphin, and a half dozen or so specie of sea birds. No squid boarded us, and only one flying fish came in for a landing.
We had no significant injuries or gear breakage. A cut to my left index finger on day 16 could have used a stitch or two, but the first aid treatment was sufficient. The prescription antibiotics in the medical bag remain unopened.
The passage was completed with ship and skipper in good condition, and with food, water, fuel, and stamina still in reserve. The new genoa proved its worth through every configuration in which it can be deployed. The post-excursion to-do list is significantly shorter than the list we had after our 2018 sail to Hawaii and back.
In short, it was a lot of fun, with hours and days steeped in the beauty of ocean wilderness and the joy of adventure. As importantly, much was learned about doing this sort of thing – which is good, because I am counting on more of it.
Aloha. Lee
MORNING STAR at Reeds Bay, Hilo
Passage Report: Morning Star to Hilo
The s/v Morning Star, a Valiant 32 with 01 persons aboard (namely this correspondent), departed Avalon, CA on October 29, 2020 for Hilo, HI where we made landfall November 19, 2020 (21 days at sea). We sailed a total of 2,442 nm averaging 4.8 kts. Measured against the 2,129 nm straight-line distance (from Catalina’s East End Light to the Hilo breakwater light) our over-all VMG was 4.2 kts.
We saw a wide range of sailing conditions, but no hazardous weather. For nearly a week we had periods of little wind alternating with utter calm and scarcely did 65 nm/day for the first six days out. Then for the next 12 we averaged 132 miles per, with a best 24 hour run of 145 nm. Sustained winds seldom exceeded 20 kts (though sustained gusts above 30 happened), and the seas in that stretch were generally 8 – 10’ on a long period, making for a comfortable ride – at least between squalls. Light conditions again beset us for a few days, before a final three days of decent speed took us into Hilo Bay.
There were days of squally conditions requiring frequent reefing changes. We had at least partial cloud cover most days, with several days of solid clouds and intermittent rain. That, of course, made the hand full of sunny days even more enjoyable.
Wildlife was not abundant. We did see plenty of flying fish (some with astonishing range in flight), a few pods of dolphin, and a half dozen or so specie of sea birds. No squid boarded us, and only one flying fish came in for a landing.
We had no significant injuries or gear breakage. A cut to my left index finger on day 16 could have used a stitch or two, but the first aid treatment was sufficient. The prescription antibiotics in the medical bag remain unopened.
The passage was completed with ship and skipper in good condition, and with food, water, fuel, and stamina still in reserve. The new genoa proved its worth through every configuration in which it can be deployed. The post-excursion to-do list is significantly shorter than the list we had after our 2018 sail to Hawaii and back.
In short, it was a lot of fun, with hours and days steeped in the beauty of ocean wilderness and the joy of adventure. As importantly, much was learned about doing this sort of thing – which is good, because I am counting on more of it.
Aloha. Lee
MORNING STAR at Reeds Bay, Hilo
Extensive repair going on aboard Alex Thomson's HUGO BOSS in the Vendee Globe. The breakage in the bow area was major. HB did not hit anything. It was an engineering and/or operator error failure caused by either falling off a wave while foiling at 30 knots, or over tensioning the halyard on a masthead jib that caused the longitudinal support to break in many places. Fortunately the breakage was discovered before HB came apart and sank.
https://www.vendeeglobe.org/en/news...ge-and-repairs-needed-on-hugo-boss-in-a-video
Good news is though he dropped from 1st to now 400 miles behind the leaders, the major part of the repair is complete and AT is back in the race while he finishes the repair and clean up. Good going!
http://forums.sailinganarchy.com/index.php?/topic/211295-vendee-globe-2020/&page=44
https://www.vendeeglobe.org/en/news...ge-and-repairs-needed-on-hugo-boss-in-a-video
Good news is though he dropped from 1st to now 400 miles behind the leaders, the major part of the repair is complete and AT is back in the race while he finishes the repair and clean up. Good going!
http://forums.sailinganarchy.com/index.php?/topic/211295-vendee-globe-2020/&page=44
Last edited:
Pure speculation on my part, but I'm reasonably sure they have load cells on the fore stay, and probably even on the un-stayed foresails.
I wonder if the sequence went sort of like;
"hmmm, the load cell tells me I should be seeing xxxlbs of load in this configuration... but when I wind more on nothing happens. better go check on that... holy sh*t!!"
Regardless, deep respect for having the materials and wherewithal to identify and fix it mid ocean. Even with the phone-a-friend assistance from the engineers.
I don't imagine getting the epoxy to set is all that easy inside a humid box, although perhaps the heat would help?
I wonder if the sequence went sort of like;
"hmmm, the load cell tells me I should be seeing xxxlbs of load in this configuration... but when I wind more on nothing happens. better go check on that... holy sh*t!!"
Regardless, deep respect for having the materials and wherewithal to identify and fix it mid ocean. Even with the phone-a-friend assistance from the engineers.
I don't imagine getting the epoxy to set is all that easy inside a humid box, although perhaps the heat would help?
Good news for Alex Thomson didn't last long. With the front of HUGO BOSS repaired, the back end has come adrift and the starboard rudder "damaged and disconnected," ending his race. HUGO BOSS is now officially out of the Vendee Globe and headed for Cape Town. Surprised there is no spare aboard. In this event, "too heavy" is not always relevant. What does a complete spare steering system weigh? 200 pounds?
Intermission
Member
I was thinking similar thoughts.
Didn't he damage the foil in the last boat/race so that he was only fast on one side before he overslept? The foils are way too big to store or handle, but a spare rudder blade or two? Don't the rudders have a sacrificial weak link to prevent catastrophe?
Then he damaged this keel and didn't get in as much practice time as hoped for.
And the recent bow repair.
Are the engineer's pencils too sharp for the Sea?
Yes, HB's rudders are "fused" and meant to kick up...Too bad their multi-million dollar design team didn't employ AlanH and solosailor to build them a good emergency rudder. If they had, HUGO BOSS would likely still be racing.
Last edited:
Life or death activity just now in Vendee Globe as 3rd place PRB has filled and presumably sunk 550 miles SW of Cape Town. Her skipper, Kevin Escoffier, has abandoned ship to a raft. 4 other competitors have approached the vicinity. It's dark, windy, with 5 meter seas..The search is on.
https://www.vendeeglobe.org/en/news
https://www.vendeeglobe.org/en/news
Last edited: