A fleet of Tall Ships and Free Books coming to The Nautical Mind

A fleet of twenty one tall ships is sailing across the Great Lakes this summer.  One of their first ports of call will be Toronto.  That’s right! A flotilla of some of the world’s best active sailing vessels will be moored a few steps away from our store!

Tall Ships visiting Toronto Harbour in 2010

The Tall Ships visiting Toronto Harbour in 2010

The ships will be tied up near us from Thursday June 20th, to Sunday June 23rd

In celebration of the ships’ return, the first twenty visitors with wristband passes get a free book with every purchase.

See the ships, swing by the store to pick up some tall ship sailor-recommended books, enter our raffle, then get a free copy of Encyclopedia of Knots & Ropework, Fifty Places to Sail Before You Die, or the Sailing Cube Book

You’ll also be able to catch the ships around the Great Lakes for the rest of the summer:

port.map.US.Canada

 

 

Professional Tall Ship Sailor Meredith Recommends

Meredith reading on board Picton Castle

Meredith reading on board Picton Castle

My name is Meredith McKinnon and I am a professional tall ship sailor. Through the fall and winter of 2012 I took a sailing hiatus to finish my studies at university, but found myself living vicariously through the Nautical Mind independent bookstore. Now, I have made my way back to the life of a sailor. As I write, I am sitting in the foc’s’le (forward crew quarters) of the topsail schooner Pride of Baltimore II in her homeport of Baltimore, Maryland. We are gearing up for a sailing season which will bring us and many other tall ships to the Great Lakes and the backyard of the Nautical Mind.

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Did Someone Say “RAFFLE”?

Check out this gift basket:

VALUABLE-PRIZESSSSS
You could win this!

Come by our store at 249 Queen’s Quay West, 10am-6pm Monday to Saturday, or Noon-5pm on Sunday, fill out a raffle ticket, and, should Fortune favour you, this could be yours!

Its contents include, but are not limited to:

  • Wine glasses (high-quality unshatterable plastic)
  • Thick weave napkins
  • Magic
  • Pretty Butterfly Napkin Rings
  • Sea shells
  • Large ramekin/hummus-boat
  • Snack plates
  • A pretty blue tray
  • MORE!

Everything you need to serve a fun picnic in your cockpit!

Courtesy of our friends at McGraw Hill Ryerson

 

 

Will the Great Lakes be ‘swimmable, drinkable and fishable?’

Lindsey Cole from Ontario Sailor Magazine writes: 

Great Lakes Chart Catalogue

Great Lakes Chart Catalogue

Michael Lavelle says he’s seen everything from chunks of sewage to algae plumes in his trips sailing along the Great Lakes.

“I spent my entire life on Lake Ontario,” he says, adding he’s sailed three of the Great Lakes in their entirety having gone from Goderich to Gananoque. “I remember sailing across Lake St. Clair and connecting to the Detroit River. The water had a taste and stink of sulphur.”

Just last year, the marsh near his cottage on Howe Island was completely dried out.

“There were no fish,” he says. “Lowest water levels ever.”

Over the years, Lavelle says the lakes have certainly improved from conditions in the ’80s, however, that doesn’t mean there isn’t work to be done.

“I’ve certainly seen it improve, I will say that. I don’t think I would have ever considered eating a fish (in the 1980s),” he explains. “But there’s certainly still threats.”

Lavelle, who is also the executive producer and host of a program called Going Green For Green, says there are “hot spots” when going along Lake Ontario that sailors are usually aware of when it comes to pollution. Those spots include areas around Pickering and the Hamilton Harbour.

“The closer you get to Hamilton Harbour the more concerned I am. If you’re catching a bass 30 feet off Hamilton Harbour, I wouldn’t eat it.”

Lavelle is also a member of the Toronto Hydroplane Sailing Club (THSC) and the Trident Yacht Club and owns a Bristol 31 that is currently being retrofitted. He says despite the THSC being situated right beside the sewage treatment plant, on one of the “filthiest” parts of Ashbridges Bay, “everyone at the club makes the most out of Lake Ontario. It’s an amazing club.”

But making the most out of the Great Lakes could become challenging with pollution and climate change impacting water quality for a variety of species, including humans.

The Great Lakes contain nearly 20 per cent of the earth’s fresh surface water.

“Scientists tell us that Lakes Huron, Erie and Ontario are in decline,” states the Ontario Ministry of the Environment (MOE). “New challenges are overwhelming old solutions. Population growth and emerging issues, including new chemicals of concern, invasive species, pollution and climate change are stressing the Great Lakes.”

Climate change is expected to continue to affect both average and extreme weather conditions in the Great Lakes basin, states Pollution Probe, a Canadian not-for-profit environmental organization in its Great Lakes Fact Sheets. Recent predictions indicate that by 2050, average temperatures could increase anywhere from 2.5 to five degrees Celsius. An increase of more than two degrees Celsius will result in significant environmental, social and economic disruption. The number of days with temperatures exceeding 30 degrees Celsius will likely double by the year 2050, it reads. Climate change is to some extent already causing water levels to decrease among the Great Lakes because warm temperatures can lead to evaporation.

According to Pollution Probe, climate change, invasive species and changes in land use and agricultural practices have resulted in an algal resurgence.

In 2011, Lake Erie had the worst algal bloom in decades and excess algal growth remains an issue throughout the Great Lakes.

Lake Erie has a surface area of about 25,700 square kilometres and is the shallowest of the Great Lakes. Is it the most biologically diverse of all the lakes and faces challenges because of development and urbanization, states the environmental organization. In the 1970s Lake Erie was said to be “dying” as a result of water quality issues with fouled shorelines, rotting algae and dying fish.

At approximately 18,960 square kilometres, Lake Ontario is smaller in surface area than Lake Erie, but is much deeper, with an average depth of 86 metres.

However, both are experiencing algae growth that is worrying environmentalists and boaters alike.

“When you see heavy weed beds you just know something is not right,” says Lavelle.

“It’s not great for sailing. You don’t want to be in and out of the water,” adds Mark Mattson, president and waterkeeper of Lake Ontario Waterkeeper.  “Many beaches are still closed (in the summer months). Lake Ontario and all the Great Lakes people are really, really worried. People are even starting to question it as a water source.”

The toxins associated with harmful algal blooms can be of concern for the health of humans, wildlife and livestock, Pollution Probe states. For humans this can include skin rashes, blisters, sore throat, difficulty breathing and other reactions.

Currently, there are two types of algae growth that are of particular concern for the Great Lakes. One type is blue-green algae and is sometimes referred to as harmful algal bloom because the organisms contain toxins or other noxious chemicals, Pollution Probe explains.

The second type is cladophora. It is a long, hair-like algae that grows on hard surfaces. It is found largely near shore and also causes foul-smelling beaches when it washes ashore. Scientists have said it needs both phosphorus and sunlight to grow.

This type of algae isn’t a new phenomenon. According to the fact sheet, by the mid-20th century, the phosphorus compounds entering the Great Lakes from agricultural and urban runoff, industrial discharges, untreated sewage, detergents and atmospheric deposits had helped create ideal conditions for algae to flourish.

Between 1968 and 1985 Canada and the U.S. reduced annual discharges of phosphorus to the Great Lakes from 28,000 to 11,000 tonnes by limiting the amount of phosphorus allowed in detergents, investing in improved municipal wastewater treatment and encouraging soil conservation and management practices on farms.

However, cladophora has also resurfaced on the shores of Lake Ontario, in Ajax and Pickering, which is raising eyebrows.

Overall, Lavelle says more needs to be done to protect the Great Lakes.

“We are going to need to mobilize. We need to continue to defend it (pollution on the Great Lakes),” he states. “When it comes under threat we should stand up.”

For the first time since 1987, Canada and the U.S. did update the Great Lakes Water Quality Agreement in 2012. Under the new agreement, the governments state the “best means to preserve Great Lakes Basin Ecosystem and improve water quality” is to adopt common objectives and programs. Some of these objectives include assessing the progress of restoring the Great Lakes and engaging people and communities about water quality.

The Ontario Ministry of the Environment (MOE) is also proposing a Great Lakes Water Protection Act, which was introduced in February and is currently before the legislature, says Spokesperson Kate Jordan. If passed, the act would provide new tools for the government to protect beaches, wetlands and other coastal areas of the Great Lakes and the waterways that flow into them. The idea is to make the lakes, “drinkable, fishable and swimmable.”

While Mattson says the act does recognize the concern along the Great Lakes, it leaves it in the hands of communities to come up with solutions.

“I think we’re at a fork in the road,” he says. “The Ontario government’s Great Lakes Water Protection Act…it sets out swimmable, drinkable, fishable as its goal. They recognize the vision and the goal. We can’t go backwards. We can’t justify incremental losses any longer. It’s of the best of both worlds and the worst of both worlds. There is nothing in the act in terms of money. The framework is there, but I’m a little worried.”

Lavelle says he can’t help but feel somewhat discouraged as he remembers hearing about how Lake Ontario used to be a source of food and water.

“It went from drinkable then to now. We had a clean lake with good fishing that provided a garden,” he explains, adding his grandmother lived close to the lake and relied on it to live. “Imagine that.”

Now, he says, going out on the lake and even going for a swim carries with it a much less romantic notion.

“You dive off the boat and you want to have a look before you do it. You always look.”

Mattson shares a similar view.

“I don’t think Lake Ontario can ever consider itself a success…until the 9 million people can get food from it,” he states. “We’re on a slippery slope. The sailing community, they really understand that. They see the pollution, the loss of marinas. The sailors truly do have a different perspective and their voices need to be heard. We need to make decisions for the people. I’m worried we’re threatening future generations.”

3 Tips to Get More out of your Mainsail

In his second in the Mastering Basic Sailing and Cruising Skills series, author Rob Macleod writes:

Just after acquiring Sojourn, a 1981 CS36 Traditional, it became apparent we were going to have to get a new mainsail. Since the mainsail is the primary sail for the boat, I wanted a well-cut, easy to handle cruising sail. Putting any of the newer, high-performance materials aside, we chose a Dacron cruising sail. The manufacturer was a major consideration, but more importantly for me was a sail that I could control the shape of the sail using the existing control lines: halyard, mainsheet, outhaul, Cunningham and reef lines. I wanted a sail that I could hoist myself, had 2 deep reefs and would drop quickly when I released the halyard. So you can see that boom and mast furling were not on my shopping list.

The primary reason for not selecting a furling sail was the loss control of some aspects of sail control (furling sails tend not to have battens) and loss of the some sail area (furling sails also lose the roach or back edge of the sail). We selected a sail with traditional battens.

Understand that sail selection is very personal. Some people will give up a little control for convenience and, in this case, we were willing to give up some convenience (furling) for shape and control. We have installed, and are still fiddling with, a lazy jack system to capture the sail when it is lowered to keep the sail off the deck and prevent it from obstructing the view from the helm.

The 3 tips for better sail handling of a traditional mainsail are:

1. Ensure the sail can be hoisted and doused easily and quickly; this includes being able to hoist the sail to full height by hand, without the assistance of a winch (I will cover furling and unfurling in a future blog)  Ergasia5

2. Ensure all of the controls that are hold holding the sail down are released before hoisting and then re-set them once the sail is set

3. Trim the sail according to wind and wave requirements – the 2 primary settings are for power and for speed

Easy hoisting

Main-1-LuffMy mast is 52’ 10” off the water. I know that for a fact,  because I once tried to go under a bridge that was only 50’ off the water. Oops.

I am able to hoist my mainsail to full hoist (not to full tension) by hand. In Basic and Sailing Skills, I cover hoisting the mainsail in general terms. Each boat is different and it is important to adapt the process to your particular needs and situation. Mary, my wife and sailing partner can raise the mainsail most of the way by hand and has to use the halyard winch for the last 15 feet or so. I’ll come back to using a winch.

I start by steering the boat just off the wind (10 – 20 degrees) with the wind over the starboard side, to keep the sail away from the main halyard and the main halyard winch. I will usually pull the sail at least half way up before wrapping the halyard once around the winch. About that time, the weight of the mainsail on the halyard needs to be carried by the resistance of the winch. I then continue hoisting the sail by hand until it is fully hoisted. Then, and only then, do I use the winch handle to complete the hoist.

Main-2-WinchI see many sailors winching the sail up from the beginning. This tends to keep your eyes down on the winch rather than up on the sail. By hoisting by hand and watching your sail, you will see if a sail slug or slide gets jammed, if you left a reef line in last time you sailed or if you forgot to take the last sail tie off before hoisting. The power of a winch in low gear can overcome resistance caused by any of these oversights, and the result is usually a torn sail.

Main-3-HoistIf the sail does not go all the way to the top (usually indicated by a piece of black tape around the mast) there is often something holding it down. And that brings us to step 2.

Sail controls

Few sailors let off the outhaul, downhaul and boom vang after lowering their mainsail. The only one of these three that does not lose its tension when the halyard is lowered is the outhaul. The other two pull against the halyard tension to do their work so they automatically lose tension. Please refer to Basic Sailing and Cruising Skills (or other learn-to-sail book if you don’t have mine yet) for a more detailed explanation of the basics each of these sail controls.

 

Main-4-VangBy letting off the boom, outhaul, Cunningham (or downhaul) and the mainsheet before hoisting the mainsail, you are releasing any impediment to the hoist. This also goes for reefing lines and sail ties. With nothing holding the sail down, it is much easier to hoist it up.

When hoisting, if the sail catches up on something, investigate, especially early in the season. Look for objects that are jammed in the slot the sail slugs go into, or for dents on the sail track the slides attached to. When we first took ownership of Sojourn, we had a terrible time trying to tension and release the outhaul and reef lines. The next spring, we took the mast down (the boat had been stored with the mast up for the several years). We took the boom apart and were surprised to find multiple bird’s nests in the boom. After cleaning the boom out the controls worked just fine. The importance of hoisting the sail by hand is you discover these problems.

Trim for conditions – power or speed

Main-5-AirplanesA good friend of mine, and a fellow instructor, Peter Juryn (who now sails out of Nepean Sailing Club in the Ottawa area) taught me the basics of when we flatten the sail and when we want it full.

Image, if you will, two airplanes sitting on parallel runways, ready to take off. One is a CF-18 jet fighter and the other is a 747-cargo plane. Which one is built for power and which one for speed? I think the answer if fairly obvious. If we look at the wing cross section of each plane, you see that the CF-18’s wing is fairly flat. The lift comes from the jet engine propelling the plane at such high speed, that lift just happens. The 747 on the other hand, has a substantial curve in its wing. Because of the enormous weigh the cargo plane has to lift off the ground, it requires this great curved surface to produce lift at much lower speeds than the jet fighter.

Our mainsail is capable of being adjusted for either power or speed. In light air and relatively flat water, we need a lot of lift in the mainsail, so we tension our mainsail to induce a well-curved surface. The 3 primary controls for the mailsail are the main halyard, the outhaul and the mainsheet. Secondary controls are the Cunningham or downhaul, the boomvang and the traveler. Let‘s deal with the primary controls.

Main Halyard
  1. Hoist has far as you can by hand
  2. Using your winch and winch handle, tighten until a single vertical wrinkle appears in the luff of the sail
  3. Secure the halyard
  4. If more tension is required, use the Cunningham or down haul, continuing to hoist may jam the sail at the top of the mast
Outhaul
  1. Once the sail is hoisted, tension the outhaul until a shelf develops in the foot, if the full length of sail is attached to the boom – then ease the tension keeping the foot under tension (if the sail is loose footed, this is a little more difficult to see)
 Main-5-Full
Mainsheet
  1. Once the luff (halyard) and foot (outhaul) are tensioned, bear away from the wind until the sail fills
  2. Trim and sail on a close reach course
  3. Continue to adjust the 3 controls until the sail is drawing well and the boat is moving through the water

 

From what I observe on the water almost every summer weekend, occasional sailors tend to set their sails once and leave them set that way for the season. I am not suggesting the need to be constantly tweaking the adjustment like you would on a performance racing sailboat. The rule for cruising sailors is:

“Let it out ‘til it luffs; bring it in still it (the luffing) stops.”

The corollary to that is:

“If in doubt, let it out!”

The killer of sailboat performance, and therefore your enjoyment of your boat is too much tension.

Next time we will cover the secondary controls.

Please post your comments on the blog and we are open to suggestions for future blogs.

Enjoy your boat,

Rob MacLeod
rob@informedboater.com
www.InformedBoater.com

John Henry on Steamships

John Henry, author of Great White Fleet: Celebrating Canada Steamships Lines Passenger Ships reflects on “How [He] Learned to Love Canada Steamship Lines and Its Passenger Steamers”:

Great White Fleet: Celebrating Canada Steamships Lines Passenger ShipsGrowing up on the shores of Lake Erie in the 1940s and 1950s, I developed a passion for lake and river passenger steamers that has never left me. In the early postwar years, you could still take overnight trips every summer aboard the massive paddlewheel vessels that plied between my hometown, Buffalo, N.Y., and Detroit. And take them I did — no fewer than four times in five years.

As my interest in such travel deepened, I inevitably learned about the biggest inland-water steamboat operator of all: Canada Steamship Lines of Montreal, whose elegant passenger ships could be found in ports all the way from Duluth, Minnesota, in the continental heartland at the western end of Lake Superior, to the lower St. Lawrence River, east of Quebec City. Unfortunately, I managed to take only one of these steamers, the beautiful Cayuga on the Toronto-Niagara run — and that was after C.S.L. had sold her. But I always wanted to know more about what I had missed before the company ended all passenger service in 1965.

Hoopes donation, Musée de Charlevoix

Hoopes donation, Musée de Charlevoix

The opportunity to do so came after reading that Canada Steamship Lines had donated thousands of historic photographs and hundreds of boxes of its archival material to the Marine Museum of the Great Lakes at Kingston, Ont. So, during a two-year period, I repeatedly visited the museum to do research for what I envisioned would be a copiously illustrated hardcover book on C.S.L.’s dozens of passenger ships (known collectively as the “Great White Fleet” because of their spotless white paint jobs). And I gathered vintage pictures from other sources, including the esteemed Toronto marine historian Jay Bascom, whose C.S.L. collection has to be among the finest in Canada.

The result is Great White Fleet: Celebrating Canada Steamship Lines Passenger Ships, timed to coincide with the centennial of the company’s creation in June 1913. Flourishing still, C.S.L. operates bulk carriers on the Great Lakes and St. Lawrence; other units of its parent, CSL Group Inc., operate similar ships around the globe. But I saw the centennial also as a fitting occasion to revisit the wonderful fleet of passenger ships that the company fielded for more than half its existence and that raised its profile in a very positive way.

It’s time to celebrate that delightful part of Canada’s transportation heritage as well!

1-13Niag-To-Sea

Cornell, Vigor, Rules: Ontario Sailor Reviews

World Voyage PlannerWorld Voyage Planner
By Jimmy Cornell

Jimmy Cornell has sailed more than 200,000 miles on all the oceans of the world, has circumnavigated three times, and began rallies to safely get lots of other sailors across the Atlantic or around the world. And he’s still helping sailors, this time with the release of the soft-cover version of his World Voyage Planner, which outlines the best route and time to leave to get to your particular paradise. The book sections the different routes by oceans, with chapters on the Atlantic, Pacific, Mediterranean and Indian oceans, with the final chapter covering around-the-world voyages. There are three options for going from Canada or the U.S. to Europe; a northern latitude route in June or July to northern Europe and then a trip south to the Mediterranean in the fall; Bermuda and on to Gibraltar, especially for those sailors starting south of the Chesapeake; And finally sailing south to the Caribbean for the winter and heading to Europe in the spring. The book begins with planning the trip, including which boat is best (it depends, but a comfortable cockpit and a hard dodger are good), crew (healthy, add one or two on a long passage), finances (from $10,000 to $60,000 a year, but upgrade the boat before leaving, carry spares and stay out of marinas and marine stores) and weather. This book is an ideal planner for a trip anywhere in the world.

 

Practical Mariner's Book of KnowledgeThe Practical Mariner’s Book of Knowledge, 2nd Ed.
By John Vigor

This book by marine journalist John Vigor, a dinghy racing champion in South Africa who know lives in Bellingham, Washington, offers an eclectic mix of the useful and the whimsical on boating – everything from sizing an anchor to figuring out paint coverage or a colour-scheme for running rigging. With no graphics or photos or even colour on the page, the book manages to be interesting enough to prompt you to pick it up at different times to while away hours testing yourself on boat knowledge. It’s organized alphabetically, and offers more than 400, soup-to-nuts nautical theories, definitions and terms. Vigor sailed his 31 ft. sailboat more than 7,000 miles from Durban, South Africa to the Caribbean and up the Florida coastline to “escape” South Africa’s problems. He’s written for newspapers and sailing magazines and gained lots of boater knowledge, which he is now sharing with others. By the way, in answer to the above-raised questions, to paint the topsides you need to calculate the length on deck (in feet), plus beam, multiplied by 2 and multiplied by the average freeboard; A 35 ft. sailboat should have a 12 lb. Danforth anchor and/or a 25 lb. CQR; And a jib or genoa line should be blue, red for a spinnaker sheet, green for topping lifts and orange for lines for vangs and travelers. Dive in to the mix and enjoy.

 

Paul Evstrom's Racing RulesPaul Elvstrom Explains The Racing Rules of Sailing
Edited by Soren Krause

Author and winning Olympic sailor Paul Elvstrom says the racing rules for sailors are “among the most complicated of any sport” but it’s easy to stay out of trouble and “preserve friendships” and promote racing by sailing against others the same way that you would like them to sail against you. “It is great to win…but only if the other competitors join in the pleasure,” Elvstrom says in the introduction. His book goes on to explain the latest changes made to the rules of racing completed by the International Sailing Federation (ISAF), which mixes things up after each Olympics. Some new rules, to be in effect until 2016 ensures skippers give “wiggle room” to others to change course on a run whether they are on the same or an opposite tack, improves the definition of “mark room” and allows more latitude to help crew in danger by, say, falling overboard. The smaller-format book comes with a plastic sleeve, to protect if from water in the cockpit and small, along with plastic boat models to show the racecourse transgression to others, or explain the new rules. There are helpful, colour graphics with interpretations on the new rules and changes, and the back cover shows racing signals and flag combinations for skippers and crew.

 

Rules in PracticeThe Rules in Practice 2013-2016
By Bryan Willis

This 8th edition is a larger-format book with colourful graphics to help the reader through situations in which the new racing rules would apply. It’s more graphical than Paul Elvstrom’s book (see above review), and a little easier for the novice to understand. The author, Bryan Willis, has been chairman of the jury and chief umpire for events like the Olympics and America’s Cup, and has been a member of the International Sailing Federation (ISAF) racing rules committee for 25 years. So, there’s little doubt that he knows his stuff. He says there’s satisfaction in going into a mark rounding in second place and coming out in first — more than sailing faster on a run. That comes with knowing the rules. With the help of layout artists, the author offers sailors a great resource to keep them out of trouble, or to argue their case when trouble finds them. A graphic on a given racing situation is offered, with boats close together on the course, followed by explanations on the various rights and obligations of skippers in the various boats, along with the rule numbers needed to argue your case before the umpire. Different scenarios are offered, such as during a gate start, rounding the windward mark, the finish, and on a reach. The back section spells out the ISAF racing rules.

3 Simple Drills to Improve Your Sailboat Handling Under Power

Rob MacLeod

Rob MacLeod, the author

One day we encountered weather not predicted by the weather office. Never happens to you does it?

We decided we had to get off the water as the wind continued to increase. As we turned down the channel into the marina, the wind started to funnel – increasing even more. Twice I tried to turn into a slipway and both times as the boat came around broadside to the wind, we started to get pushed sideways. As we rounded the last pier, with one slip open, I had to accelerate to be able to complete the turn. I told my wife, Mary, we had only one opportunity to get this right.

Speeding up to overpower the crosswind, we were able to come around 180 degrees and get aligned with the slip. Almost immediately, I put the transmission in reverse and increased the throttle. Sojourn shuddered to a stop and Mary put the large loop from our beam spring line over a dock cleat and I put Sojourn back into gear and eased her forward until the spring line was taut. We were stopped and in control.

Because we knew what it took to stop our boat and how she turned in various conditions, we were able to bring her in safely.

I have been doing this talk at boat shows for the past 4 or 5 years. To my continued surprise and delight, the majority of audience members are experienced boaters looking to get more enjoyment out of their sailboats. Most of them readily confess that maneuvering their boat around docks and slips is one area that continues to give them a bit of grief and a little bit of stress.

There are still times when I forget to take one factor or another into consideration and end up bouncing off my fenders a little more than I had planned or I have to ‘go around’ and line up my approach again.

The following are 3 simple drills that I have taught every one of my students. These are the drills I review each and every year, and when I was doing boat reviews for Canadian Yachting Magazine, I used these drills to assess the maneuverability of whatever boat I was reviewing.

The 3 drills are:

  1. Stopping
  2. Figure 8 (forward and reverse)
  3. 3-point turn

Each drill builds on the skills of the prior drill. I am also assuming here that the operator has the basics of boat handling – steering, engine control and awareness of their surroundings.

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Diesel, Fiberglass, & Racing Smarts: a passel of reviews from Ontario Sailor

Here’s a selection of helpful reviews from the latest issue of Ontario Sailor Magazine:

Fiberglass Boat Repairs Illustrated

Fiberglass Boat Repairs Illustrated
By Roger Marshall
Softcover, 184 pages

Sailor and fisher Roger Marshall, from Jamestown, Rhode Island, and author of 14 books, has now tackled the sticky and messy job of fiberglass repairs after rebuilding his fourth “plastic” boat. The book, illustrated with many colour photographs, guides readers along on projects ranging from fixing small leaks to a complete refinish of the hull and deck. There are details on bedding and refastening deck hardware, adding or repairing bulkheads, replacing waterlogged balsa core in the deck, and replacing a hatch — even changing the size of its deck opening. There’s lots of advice here, like drilling oversized holes in balsa-cored decks and filling the space with epoxy, only to re-drill the right size of hole after the filler has cured. This seals the outer edges of the hole, so that water doesn’t penetrate into the surrounding balsa. If the process is not done properly, you get a punky deck and lots of problems later on. The book begins with helping readers to recognize problems like stress or impact cracks, chipped fiberglass, and a keel that is separating after an impact. Work materials are detailed, including hull cleaners and waxes to battle oxidation and major repairs, like entire transom replacements, wrap up the book.

 

Diesel EnginesDiesel Engines
By Leo Black
Softcover, 152 pages

This book deals with regular maintenance of your diesel engine, which can save you a bundle on costly repairs or a complete overhaul – which is best left to experts who have both the proper training and the right tools. Although replacing some engine components, like a water pump, alternator or starter, are well within the grasp of a weekend mechanic, some special tools are needed. But not so with regular engine maintenance, which will prolong the life of the engine. The new edition deals with electronic diesel engines and explores the three fuel systems: low pressure; mechanical; and electronic. And what is the first task? Go wash your hands, just like your mother always said. Engine bearing failures are largely a result of dirt in the lubricating oil, and impurities in the fuel result in injection pump and injector failures. The first few chapters talk about the history of the diesel engine, and its various parts in the separate systems dealing with fuel and cooling. Regular maintenance includes checking and replacing sea cocks, cleaning fuel strainers, replacing impellers and zincs, and checking and replacing hoses, which are the main cause of an overheated engine. Other maintenance is checking and draining primary and secondary fuel filters, which separate out water that can stall and damage an engine.

Essential Boat MaintenanceEssential Boat Maintenance
by Pat Manley, Rupert Holmes
Hardcover, 295 pages

If you own a boat, there are always things to do to keep her ship-shape. And this book has most of those topics covered, from repairs to fiberglass, wood, sails and engines, to hull maintenance, plumbing, and spar and rigging overhauls. Written mostly for sailors (there’s a section on trim tabs), this book features colourful, step-by-step photographs and a pleasing, breezy layout, with details that don’t get too technical. Chapters deal with general care of canvas and ropes, hull and deck repairs, painting, electrics, engine and outboard maintenance, dinghy care and winterizing. There are useful tips like throwing your stiff lines in the washing machine, using hydrogen peroxide instead of chlorine bleach to battle mold (followed by a wipe of white vinegar), and treating watermarks on wood with oxalic acid. Other work covered includes replacing mast boots or gaiters, adding ventilators to help prevent mold in the cabin, and the nerve-wracking job of resealing through-hull fittings. This book can save the boat owner on costly labour costs if someone has to be hired. And regular maintenance will prevent small jobs from turning into costly big jobs in the future.

Sail SmartSail Smart
by Mark Chisnell
Softcover, 94 pages

Professional racing sailor and author Mark Chisnell, who has written three fiction books, details how he turns everyday, onboard-instrument data like apparent and true wind speed, boat speed and other output from basic sailing instruments into better racing results. He uses the information available to most racers, rather than that gleaned from high-tech equipment like radar and weather satellites that are standard equipment on Grand Prix racing boats that are ripping across an ocean or around the world. The simple feat of “mastering your instruments” can make a difference between the right and wrong call on when to tack or waiting for the right wind shift. Although some aspects of the book are quite technical, the author explains things through the use of diagrams so that novice racers can figure out tricks like using wind triangles to their advantage to move up in the fleet. They get the wind triangles from boat speed, a compass reading, and the apparent wind speed and angle. A chapter is devoted to helping sailors set up and calibrate their onboard instruments, including the compass. This book is for serious racers who don’t mind doing some math to glean a leg up on the course.

NOTMAR, RAMN, LOL Going PDF-only in 2013; Still required on-board

cover-eng-mini[Update: Added LOLs]

In a somewhat confusing sign of the times, the Dept. of Fisheries & Oceans has stopped publishing their annual Notices to Mariners (NOTMAR), Radio Aids to Marine Navigation (RAMN), and List of Lights (LOL?).  They are now available exclusively as free PDF downloads: NOTMAR hereRAMN here, LOL here. (2013 Editions in early April)

At the same time, the Charts and Nautical Publications Regulations still unambiguously require both publications aboard vessels in Canadian waters.

We don’t often refer to the RAMN these days, but we like to have them aboard to comply with  some racing rules,  vigilant officials, and general prudence. So it seems we’ll be printing off hundreds of pages or keeping PDF copies on our iPads. Would you buy hard copies if we pre-printed them for you?  If anyone has any suggestions or thoughts on this issue, we’d love to hear them!

Paper charts and sailing directions continue to be available on-line and in our store.