Copyright (c) Marc Dacey/Dark Star Media 2006-2026. Above photo (c) Marc Dacey. Powered by Blogger.

2013-05-04

The other half splashes

Ready for launch and surrounded by other boats


Having established that her new PSS Shaft Seal is, so far, dripless as advetised, I put Alchemy restoration aside last Tuesday to launch Valiente, the other half of my Swiss Navy-sized fleet.

All things considered, not bad for a 40-year-old: a real Boat I Like to Sail


The collision of appalling, barely spring-like weather and its affect on finishing a bunch of needful tasks to make Alchemy watertight for its own launch postponed dealing with Valiente far longer than I had hoped: I could have sailed into our summer berth April 15th instead of 17 days later...hell, the bottom paint was done on April 9th...but I suppose it could be worse: it could be snowing.

An old-school stuffing box will remain on Valiente, as you can't clap a PSS on a direct-drive Atomic 4
Aside from the usual hurry-up-and-wait routine which is to be expected at a busy boat yard in May, boat partner Clive and myself had little in the way of trouble, although his elderly Honda 800 generator blew a fuse trying to power my 10 amp Guest battery charger, and he volunteered to get my Honda 2000 from my house, which involved Toronto traffic so dense that it delayed me on an unloaded bicycle...my offshore readers from this area can feel good about avoiding that downside to an otherwise very nice place to come from. We did the usual last-day-ashore stuff: servicing the thruhulls/seacocks, tightening hose clamps, particularly on hose below the WL, and bringing various chunks (like the Portabote and the boom) out on deck to free up space in the cabin.

Like threading a ten-ton needle
I've posted plenty of launch and haulout pictures in the past, but this time, I have some nice shots of the redoubtable Uli and Clayton maneuvering their impressive gear in what would appear to be extremely close quarters. This rig of hydraulic lift trailer and forklift is about sixty feet or 19 metres in length. From my bow to that gate is about one boat length (35 feet/11 metres). Uli, the yard manager, is driving backwards much of the time and is doing six-point turns...yikes, watching this is a tad nerve-wracking for the uninitiated. I am almost used to it, and Clive, who parks giant passenger jets in narrow airport gates as part of his day job, exhibited frank admiration for the way these guys work efficiently and with clearly well-practised spatial orientation.

The hydraulics are pressurized by yet another small Honda motor. It looks like it's off a lawnmower.

The entire cradle is raised off cinder blocks, only a few inches or so, and is pulled free.

And that's why I don't lower the fenders.

Here you can just make out that the pulpit of one boat is brushing at my aft port lifering as Valiente is hauled out of the crowd. It is not an exaggeration to say I've seen boats pass within one inch/2.5 cm of each other. The economics of boat storage depend on close quartering.

Not seen: The wind had picked up a bit and my stern swung alarmingly close to that shrink-wrap
After a ten-minute trundle around the outside of the ill-defined boat-stowage grounds, it was up, up and away time into a blue sky rarely seen this year until the last week or so.

The first duty...look for water coming in where it shoudn't be.
The engine started right away, although it stalled briefly when put in gear. There was an annoying and fairly significant leak from the newly replaced basket filter to which I attribute a poorly seated gasket ring. Throw in the anticipated dripping from the stuffing box, which tends to need a few days immersed to swell to its nominal "slow drip" state, and I am glad I had the bilge pump in working order. By the time I tied up after a 20 minute chug across the harbour, there were a few dozen litres below.
That ladder will be shortly replaced by a mast
Not a worry, however. I fixed the basket leak and tightened the stuffing box a little until it settles. We'll see if both remedies work the next time I motor, which will be to put the mast in next week.

2013-04-29

Crimping and saving

Cognizant of the fact that much in the way of wiring is before me, I recently made a long-deferred purchase:
In real life, it's much higher resolution.

Behold the Ancor Double Crimp Ratchet Tool. Amazon in the States was having a sale on this and even when some adhesive heat shrink tubing and marine-grade crimp connectors were thrown in, plus the inevitable shipping, it was cheaper to buy online and "foreign".

UPDATE, 2013.05.10: Having used this crimper a fair bit now, I realized that it's important to adjust the little +/- adjustment cog on the side. I had mine too much to the "plus" side, meaning I had to bear down really hard (and I am not a lightly built, stringy individual) in order to get that final "click" of the rachet mechanism that would release the crimp. I found a few notches back gave an equally serviceable crimp (visible as practically solid stranded copper in the middle of the crimp) that I could finish with one hand, and not with a three-pound mallet strike. Still haven't figured out the "release lever", but that doesn't solve the problem of a crimp setting that requires a gorilla's grip.

A bit tinny, resolution-wise


I was schooled (remotely) in the art and science of marine-wire crimping by a character known only as MaineSail, a guy who is like a one-man Practical Sailor of demonstrably good advice and real-world testing on boat repair techniques and products. This photographic tutorial, plus the premature failure of a couple of my own crimps, made me think I needed not only the right tools, but the right techniques to create reliable, strong, and corrosion-resistant crimps.

I am guilty, your lordship, but I promise to do better in the future.
Those interested in the details are encouraged to read MaineSail's excellent treatise, but the gist is this: Marine wire is tinned copper, which resists corrosion, making it last longer (but not forever!) in the terminally damp (pun intended) marine environment of salt air and inevitable splashing. You therefore want tinned connectors.

This fellow gives an introduction:



A second factor is strain relief. A properly crimped connector can support a surprising amount of weight and belies the old idea that twisting a couple of wire ends together and soldering it over (to be followed by a few wraps of Grandpa's best roll of black electrical tape) will suffice.

Look closer. That's a crimp in the middle. Photo from http://www.pbase.com/mainecruising/wire_termination&page=3
A third element is accurate wire stripping. That involves not the home handyman's method of running a pocketknife around the wire and then pulling off the insulation layer with one's teeth...yes, we've all done that...but by using a tool with dies (are we sensing a pattern here?)

Insert "I've known a lot of strippers in my time, but..." joke here.
This is the Ideal Stripmaster. It handles 10-22 AWG wire, sizes that would include the majority of boat electrical work outside of battery lugs and cables, and will strip both stranded (marine standard) and solid (house standard).  As is often the case, I found a place near me with no connection, pun suggested, to the sea or boats: an electrician's tool supply place. I find increasingly that my needs for tools and supplies are met by "industrial" concerns and not "boat gear shops". I also find if I do need something definitely marine, I poke around in professional mariners and fishermen's catalogues to find it, rather than chandleries geared toward the recreational sailor. C'est la sea.

Speaking of battery cables and lugs, they are thick and expensive things that not only vary in price with that of copper and tin as commodities, but which carry high enough currents to get seriously hot if poorly crimped or sealed. And I will need a lot of 'em for my house bank and other parts of the fairly complex charging systems I wish to use. Once again, the mind of MaineSail has produced an excellent primer on the topic, and made a case for doing the job correctly by doing it for oneself.

Like this. Photo from http://www.pbase.com/mainecruising/battery_cables&page=3
So while many sailors will have heavy crimps made by a shop or a chandlery, I am looking at buying yet another tool to "get 'er done": a hydraulic hand crimping tool:


If I had two 12 VDC batteries that I needed to link to a switch with four or six cables that required crimping with lugs appropriate to Group 27s, I would have a store do it. But I need to do perhaps 20 to 30 8 AWG down to 2/0 AWG crimps of various lugs and high-current conduit connecting L-16s or an equally large form factor of flooded battery, so a tool like this will, in fact, save me money. That's my story, anyway, and I'm sticking to it.

Because boats run electrical power (and increasingly so) in a generally hostile environment, special and generally agreed upon standards constitute best practices. The ABYC documentation (which is similar to that of Transport Canada's rules on boat wiring) on these standards may not be compelling reading unless you've ever had an electrical fire. Nor do they mention the role of anchors in crimp testing. But they do emphasize the strong correlation between a good, tight, moisture-excluding wire crimp and a safer boat where things reliably happen when switches are flipped that don't include a follow-up MAYDAY call. So scrimping on crimping is a false economy.

2013-04-28

What sailor doesn't like a properly wet bottom?

Flags out for launch.

Today's pictorial is brought courtesy of diesel and gravity.

Our boat club's inner basin is shared with a second club and a modest naval base used mainly for the creation of Sea Cadets and marching bands.

A few cheers, sure, but I didn't expect a parade.
Apparently, that old sea dog Prince Philip was in town to do something regimental. It tickles me to think that he somehow looked out the window of the royal limo and spotted Alchemy aloft and later said "I say, Elizabeth, over in the colonies I saw the most astounding flying boat..."

The pre-flight consisted of "slingers" and "linesmen/women" arranging the lifting and pulling items correctly:

The long lines at the quarters are to spin the boat from the ground while it's in the air. Non-trivial labour.
Mrs. Alchemy is the primary painter and appreciates when the finish escapes chipping.

These slings and the hooks and cables to which they are attached weigh a lot and require careful handling.



The crane slated to haul Alchemy's 14 or so tonnes skyward proved to be a snug fit between the remaining boat rows and our forklift shed.

We've used Amherst for some years. They very much know their stuff in a job that doesn't tolerate error.




The bracing legs were extended into gaps between boats and building. Tight fit!
Moving the shed would take some time.




I was a little concerned that a) there was no "cinch belt" used on the slings (the horizontal belt or strap keeps the vertical slings from shifting under load), and b) the forward sling was a little too far aft. These photos seem to suggest I was right as Alchemy takes off in a decidedly bow-down attitude. 
The green tape marks on the top rail indicates the preferred sling positions.

On the other hand, having the forward sling right where the keel bottom meets the angle up to the bow was arguably a less "slide-prone" placement.

Nicer fenders are awaiting deployment. Honest.

Alchemy looks like some sort of secret U-Boat design here.




This is the part where even a modest breeze can cause trouble.


The fellow in the orange vest is actually signalling, not single-handedly lifting our boat.




As soon as Alchemy hit aitch-two-oh, a pressing concern meant I needed the slings to be kept on for a few moments. There was a chance that a few years out of the water had, despite my inspection of seacocks and hose clamps, caused some hole or crack to appear and would allow water in the boat. There was also a possibility that the freshly installed "Dripless Shaft Seal" on the freshly installed drive train would not, in fact, prove to be remotely dripless, and that an operation called "burping" would be required. As would the laboriously wired bilge pump of bigness seen below:


The dichotomy of dry in and wet out remains fascinating.



Non-boat owning readers, or owners of boats with traditional "stuffing boxes" that are supposed to drip into the bilges, may not appreciate the pleasure with which the owner of a just-launched steel boat regards a bone-dry bilge. Steel boats, it is said, rot from the inside out, and all the painting and remediation is ideally linked to the reduction of water on the inside to as close to zero as is possible. If sinks, spills, condensation and shower sumps are, as is customary, going to be part of the boat's working life, then the goal is containment and confinement of whatever water's moving about the boat, timely removal of same, and ventilation sufficient to dry out condensation that can form when a boat filled with warm or warmed air sits in cold water. You could write a book about it, really, but the start point is keeping the water out of the lowest, coldest parts of the hull, the dreaded standing water.

Not seen: Moisture. Seen: Recycled bilge pump hose and a potential wine cellar.
Not a drop was found that day. Very good news for me, for my expert installer Cap'n Matt (this bit being very important to get right, and he'd done a very similar installation on his steel boat Creeation), and good news for the shore crew, who could direct the crane to the next boat and forget about my dramatic needs and go-tos.

And after a misjudgement in steering and "way on" that reflected the skipper's long absence from the hydraulic helm and a second go-around by the tow boat (the engine's in but the fuel system is not) in order to lay her safely on the dock, the very gratifying sight of our future home at her designated berth made both a very long day and a sometimes frustrating winter and spring all worth it.
Heck, she looks a lot bigger in the water than in the cradle!
Further adventures in boat restoration to follow.

2013-04-25

Risky post-business


S/V Alchemy: The economy upgrade

I've just had my 2012 taxes prepared. It's not too bad a hit (as a self-employed contractor, I always pay taxes), but it clearly indicates a mismatch between my earnings versus the time (unpaid and frequently costly in terms of materiel) I spend messing about in boats.

My wife thinks I should sell Valiente, but the market is soft like steam on Mars and I just purchased new rigging, which would add little or nothing to the depressed price I could command for an old and unfashionable (if fast and fun) '70s boat. But it is difficult to argue that Valiente does cost a couple of boat bucks per year, even if the summer dockage is shared, as it currently is. Ideally, meaning if I won a lottery, which is pretty far from ideal, I would like to pickle the boat in a barn or even a trench with a longish hut over it...and sail it until I croak after we return from voyaging. It is admirably suited to its purpose of swanning about the Great Lakes in a rapid and handsome fashion, just as the brutally strong and tank-like Alchemy is suited for homely and capacious, like an aunt fond of cookery named Bertha. Boat pun intended.

Not risky business at all if you are "cleared" with the bank.


Suited to purpose is this post's theme, which (again, and perhaps tediously) returns to the idea of cruising, retirement and money, three interlocking concepts that are a source of anxiety and confusion for many folk contemplating drinks and sunburn in some reasonably priced and not at all dangerous tropical locale. Given the way the game is rigged, however, perhaps they should be considering a cache of tinned goods in a sod hut instead of an RRSP or bubbly Vic-bricks in revived, coffee-house-saturated urban cores. Like ours.

Some time ago, I had a dialogue with a ketch owner who had, save for year-long employment stints/cruising kitty recharges in the Japanese educational system, effectively "retired" in her 40s. With a couple of foreign rental properties yielding a modest working income, and with her very modest patterns of consumption, this person had a frugal freedom well planned out. She faced, however, either through jealousy or spite, social criticisms that her plans to do what she felt like, on her own dime, were somehow "selfish", as if "work" was a team sport and stopping work was in some fashion an own goal.

I'm not sure if I'd call that selfish at all. My position is fairly libertarian in this respect: If one likes the deal one is offered as a wage-earner (work until 65, or possibly 70 due to pension drift, and hope the pension plan stays intact until you pop your elderly clogs), by all means one should take it...after a careful and critical evaluation of how that has historically actually worked out, with the keywords of "indexed pension", "underfunded" and "unsustainable" to act as laser flares of guidance.

I recall a fine teacher I had in high school of senior years who basically was in his last year of work, i.e. 64 or 65...and sure as hell looked it. He decided to ditch the standard curriculum and teach us his personal interest in Ontario architectural history, which actually proved useful when I needed to defend the mowing down of the 1855 apartment block I lived in in the 1980s from condo-ization. Thanks to this teacher, I could accurately cite the Georgian features and elements that went into the design of the squat flats in which I then lived, which led to its preservation to this day as a "historical marker". In which, you know, people live. The teacher died of cancer two years after his last classes at the age of 67. I hadn't even finished high school (seed of life lesson thereby planted). I'm sure he would have preferred to jaunt about observing Victorian batten-and-board homes or the variousUpper Canadian mansard-roof interpretations. Yes, I remember this stuff, and am pleased that even if the boomer eat my own pension plans, I went to school at a time when a geezer could teach 16-year-olds about indigenous architecture and make it compelling.

Not everyone has grand personal ambitions or exhibits tumour-like careerism, and if they do, they might channel them into hobbies, yoga or "personal growth".

Whatever.

Do what you will, if it harms none is what I call good advice. If your life and career choices don't involve costing me personally or bothering the horses, have at it. I would hesitate, however, to characterize one's choice as the default setting or right decision for society in general, which, quite frankly, requires a large percentage of fairly unambitious people to just get on with their jobs instead of self-actualizing the lot of us back into the Dark Ages.

Mutual fund advisors, 565 AD
Occasionally, I get some stick for declining to have ever purchased a car, but where I live, how I work and my temperament made this no-car-er a no-brainer. Also, pointing to the brace of yachts I maintain and saying "they cost less yearly than a Honda Accord to run" tends to shut people up, or at least shifts the discussion to "can we get a ride?"

When confronted with a liveaboard or a soon-to-be, there can be among those still doing the commute a hint of jealousy and fear: People on the treadmill want company and resent the fact that others, sometimes through sheer happenstance, saw the treadmill early enough to recognize it as a rat-training device and to avoid stepping on it.

Fine. As long as the cruiser/voyager/salt hobo doesn't sponge off the public teat, where such a teat even can be discerned, or finances boat living by pulling scams on four continents, it's no bother to me, and it shouldn't be to anyone else. Cruisers who "retire" in their 40s and 50s may be failing to drink the Kool-Aid, so to speak, and that bothers people who have drunk far too much already.

B. Behan: Skipper-like boozer and possessor of one of the six types of Irish face.
My late mother's half-brother, "Uncle Fred", died at 83 earlier this week, and while I certainly agree with Behan that the death of parents does focus the mind. Last Nov. 29th was the tenth anniversary of my mother's death at 68. Oct. 29th was the sixth anniversary of my father's death at 81. Yes, I suppose it's a trifle morbid to keep such calendrical observances, but I come from a small family, of which I am now the eldest living male. My mind is therefore focused.

I didn't need the small packet of inheritance my parents left me to contemplate sailing off into the sunset while I still have a full head of (mostly) brown hair, but I do feel, quite strongly, that as they didn't have much of a "retirement" together, or ever gotthemselves ro experience the travel they'd hoped to do, it's sort of a post-mortem endorsement that we go cruising in honour of their memories. I'm planning to disperse their ashes into the sea the day we actually push off.

It's a flexible deliverable.

I Googled "folly of working to a calendar" and found this. It has a boat, at least.

As is the currrent, if rapidly eroding, paradigm, many people work all their lives, only to pay off houses worth less (of late) than what they paid for them. They enter social (health care, retirement age) and financial (investments in stocks) contracts built on manifest quicksand or at the very least, questionable shorings. Many of them play the game, but the game is arguably and, when the man behind the curtain is revealed, demonstrably rigged.

So one is gradually sussing these facts out. Good for the clever dodge-drone. A realization of how and why the gears grindeth does not obviate the need to work in some fashion until the clogs are inevitably popped. That's why I refer to our upcoming voyaging as a "sabbatical", rather than a retirement. I quite enjoy illusion, but only when it is contrasted with the unblinking light of realistic probability.

Of course, I've worked hard not so much to make money, but to make money sufficient to our needs by doing (mostly) what I like doing, or more to the point, what I don't hate doing. Indifference has been a huge factor in my working life, as I suspect is largely the case across a broad range of wage earners. Largely, I've succeeded in keeping belly full and roof unleaky. Key to this was refusing to fall prey to the cult of stuff (although I do acquire to a questionable degree boat things, some of which may be considered frivolous), and to opt not to drive a car. Main benefit to me is a slow heart rate and nice legs, suitable for a kilt that lately requires taking in.

And $10,000/year left in my pocket, I figure. That's my estimate of the real costs of car ownership.

But what we have done by buying a boat in order to travel the world while renting out our overvalued urban home was no more "risky" than anyone else's choices have, over time, proven to be, and less risky, say, than having a union job in a Canadian factory like a lot of people used to.

Used to.

I run my own pension, such as it is, in part because I can count. It was clear to me as a younger man that a lot of the notions we institutionally held regarding sustainable pensions and the post-war concept of retirement were deeply flawed. UPDATE, 13.08.07: Apparently, it's getting harder to paper over the cracks in the foundational assumptions of many pension schemes. It's intriguing, and blackly comical, to me that we live in a time where people are urged to eat better and take exercise, leading to a longer, more active life, which is wrecking the actuarial basis of pension plans, which are premised on a nice, predictable average date of death.

How dare we live longer? Every year that passes which sees the typical retirement age of 65 persist is another big rusty spike in the heart of pension reform. I am unlikely to see much of it; and my wife, at nearly 13 years younger than me, will probably get a government-issued biscuit on her 90th birthday.

So I haven't, for the most part, and quite consciously, played that rigged game. The risk would have been in having a steady job at the same place for 20 years, frankly, with a decreasing chance of having a crack at a cookie jar raided too soon and too often by my oh-so-legion elders. Being self-employed, by strong contrast, has meant saying goodbye to complacency, and hello to reinventing myself on a regular basis.

Beats sudoku, I figure, and we will wave goodbye to all the middle managers with Audis on the balcony of the club when we leave...and they do not, because they are, in more ways than one, fully vested, committed and helically screwed into the holding ground of their pension plans, adequately funded or no.

Such uncharitable thoughts are not gloating, although it is coming close to it, so much as an acknowledgement that most people would find our choices iconoclastic and unstable, without grasping that their own choices are not necessarily stable at all and that a monster home full of debt-financed stuff can vanish pretty rapidly.
The Scottish gene in me forbids carrying credit card debt. Och, aye.

Sounds risky to me, much like insuring cargo ships against piracy.

2013-04-22

Launch approacheth

Busy days. Aching backs. A brief update, with the half-hearted allegation that the long-winded, more detail-oriented posts that seem to find favour among the small band of nautical shut-ins that likely comprises the bulk of my readership will resume...after I finish some last-week on land jobs.

Here's the aft bilges "Metal Prepped". The Ghost Tank mentioned previously has been cleaned out (thanks to Mrs. Alchemy) for this nasty and dirty job) and has been similarly and laboriously twice coated with "Rust-Lok".
Lined with rubber, this might make a nice wine cellar.


That keel tank space has been left open (there's a 18 x 12 inch rectangle of steel cut from it now) for drying purposes. The engine's installed over it now is ready for a test fire once I rig fuel service and get my filtering sorted. While I had hoped to power away from the slings, the five days of snow, wind and freezing rain in the middle of April hurt our painting schedule, which of course had to precede the bolting-down of things.

The fate of the ghost tank will be thought of no more until the fall. I have to get lead ingots out of the forepeak and the new batteries in at the center of effort amidships before I can tell what is the best course forward.

I have, however, a sort of "compromise" idea. Next fall, I will hoist the engine again, and fully cut out that ghost tank lid. I now know, as does my leg, that it will take about three 4.5 inch cutting wheels. I will also redo the rustlok as I can see that certain spots are lifting away...it was probably too cold to apply it. After I know that I have proper "lock-up" and adhension, I will topcoat the tank with truck bed liner or whatever (maybe two-part Amercoat) will seal it up but good.

Here's the compromise solution for that space: If "static trim observations" at dock suggest it, I can get about a thousand pounds or eight lead ingots down there and still have room for a thick-walled, likely HDPE, diesel tank held down by bolted steel strapping. I estimate that could be 20-25 gallons, and it would not, being low and on the centerline, require an internal baffle.  It would sit upon and effectively confine the lead ingots, which I would NOT likely cement in, but might well epoxy in place or simply stack right-side-up and upside-down to make a nearly solid mass. I will have to do a bunch of measurements to confirm this, but that's the likely way forward. Any reader contributions would be appreciated as I am still open to suggestions...October is the next time I will do a thing about it.

Hull bottom painted and topsides Metal Prepped (too cold to top coat yet!):

The needful cove stripe cleaning and topsides touch-up will wait for warmer weather.


Ad hoc but functional bilge pump power and switching installed:

Something safer and better secured will follow. This is purely to power a single bilge pump at dock.

PSS unit supplied with relief hose and bolted in:

This hose is secured well above the waterline. Eventually, it will be "teed" into the engine cooling system.

Engine bolted down and drivetrain/Aquadrive connected (thank you, Cap'n Matt). The fuel supply, waterlift and exhaust setup will have to wait until it's warmer. That large wooden engine gantry is getting taken apart today. I will stow it in the forepeak, as it is a very awkward load of lumber to shift on even my sturdiest bike cart:

Gantries in the picture are not as bendy as they seem.



Variprop and Shaft Shark bolted on and rudder serviced and restored:
Note to self: "Lubriplate 130 AA". Yeah, it's cryptic, all right.


I have to fix one wiring issue and tighten a few hose clamps. I launch next Saturday. It's been a long time coming. For those keeping track, much of one season was lost to a bad shoulder injury, another to the decision to change engines and tanks, and another to the missus becoming a full-time student to obtain a teacher's degree, meaning Daddy having difficulty getting sufficient downtime for boat rehab. The rest of the delay is purely on me being an unhandy handyman and a nautical know-nothing. Things have somewhat improved. They could have hardly gotten worse. Now, it's about maintaining momentum, enthusiasm and cash flow, sometimes goals which are at odds with each other. But I don't need to tell you that.

2013-04-16

Am I missing something?

I don't typically link directly to the websites of others for my posts, but like "Credit Card Captains", this is too good, or perhaps rueful, not to share.

Swan lurk: The boat that couldn't sink could be yours.

This is basically a recapitulation of this. Please read them and evaluate. You may feel pangs of sympathy. Or contempt. Or a frothy mixture of same. Or, like me, you wish you had a buddy with a helicopter, a winch and a harness. That's a cool half-mil of salvage.

Now, I wasn't there, I can't judge...or rather shouldn't, but does it strike the average reader of these delirious missives that the skipper and crew perhaps gave up a little too easily?

The part about the iPad being at 15% power...I nearly spilled my beverage. And yes, I know I'm sounding like Crusty Old Skipper Who Hates Everything, but it has become common for me in recent years to nail jaywalkers while riding my bike on city streets. They emerge from between parked cars with their eyes locked on their texting...I feel I'm doing the species a service with an elbow check or three. I get a similar feeling reading this story. Sailors like this will eventually make seatbelts and airbags mandatory on boats, if that makes sense. I won't even get into the idiot tax of compulsory insurance.

Could they not have...oh, I dunno, sailed due west until they hit Virginia or North Carolina? Was the siren's call too compelling?
Don't sail from home without them. All of them! There be dragons! And sarcasm!


I don't know. I wasn't there. But it reminds me of an increasing trend in cruising, that of calling for rescue from a floating boat capable of sailing, and particularly of this boat.


A new workboat for my boat club

I don't often discuss my boat club activities, partly because I feel it's of at best small interest to many readers who would prefer I discuss the curing time of various rust conversion paints and the proper lubrication regime of 40-year-old winches...as I do...but the truth of the matter is that almost all of the work done on Alchemy is done at my club in Toronto and it has been by their indulgence with my dilatory methods of boat refitting to which I owe a great deal.

So...today, the long-awaited New Work Boat was splashed.

Hooking up: This 22 footer, which resembles a flamboyant landing craft fit for the invasion of Munchkinland, is pretty light and that hull is sealed...it's basically a giant metal air bubble. So even a light wind can get 'er moving. The old boat was steel, increasingly thin steel, true, but ran about 2.5 tons in weight. This boat is lighter by far.

The fellow in the boat is Don Weston, our club's Vice-Commodore of Marine Operations. This project of vale to the old rustbucket and bienvenue to the new was headed by him. He's got every right to be pleased with the outcome.

Yeah, clearly we skew Boomer. What of it?

The action shots involved a bottle of champagne that proved reluctant....at first.

And this guy works out!

Mazeltov!

Where's that whisky now?


Nice, ain't it?

A tentative tickle of the throttle tests "touchy".
Gratifyingly swift at igniting, the 90 HP outboard (complete with prop shield to reduce prop walk and protect against the large, blade-bending objects this vessel will occasionally retrieve) ran swimmingly.
The usual gang of workplace hazards.
It wasn't long before a number of the Mooring Committee's previous workboat drivers were "certified" (i.e. unlikely to drive it into a wall or another boat) on the new vessel, and mooring servicing began immediately as the club launch approaches.

As for the new name, it's the old name. I'm kicking around a few logos:



I think I like "Safety Orange" the best, even though the club colours are red, black and white.

Anyway, that's the part of the club for whom I volunteer. Gets me out of the paint pots.