I am back from the Bermuda Race. I sailed on Snow Lion, a Ker 50. We completed the race in 64 hours, the fastest I have ever completed the race, a personal best, if you like. However, everyone else set new personal bests as well. The new record is 39 hours 39 minutes an 18 seconds,set by Rambler, a 90 foot RP, breaking the previous record by 14 hours.
Some of the big boats in the race are thinking they might finish the 632 mile Bermuda race in 42 hours.
I am uploading more photographs to my web site all the time. I hope you will take a look: http://www.stephenlirakisphotography.net/
Many of you are traveling to Newport this week to sail the Bermuda race. A retrospective of how Newport looked in the 60’s and 70’s
Do you suppose the driver was texting? I know life can be strange, but really, run into an island?
A US Sailing Independent Review Panel has come to a conclusion regarding the cause of accident. Aegean, a 37-foot Hunter 376 sailboat, was destroyed during the race a few miles offshore near Mexico’s Coronado Islands.
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| Aegean Yacht’s GPS track – Newport to Ensenada 2012 © Spot LLC |
Following extensive research, the Panel is confident that a grounding on North Coronado Island is the cause of accident.
REVIEW PANEL MAKES DISCOVERY IN RACE TRAGEDY
Portsmouth, R.I. (June 12, 2012) – A US Sailing Independent Review Panel has
come to a conclusion regarding the cause of accident during the 2012 Newport
to Ensenada Race that resulted in the deaths of four sailors on April 28.
Aegean, a 37-foot Hunter 376 sailboat, was destroyed during the race a few
miles offshore near Mexico’s Coronado Islands. Following extensive research,
the Panel is confident that a grounding on North Coronado Island is the
cause of accident.
The Panel gathered information from race organizers, collected data from the
Aegean’s track during the Race, and met with the US Coast Guard San Diego
Sector’s investigation team. The Panel came to a conclusion after reviewing
the evidence that was assembled, including material from the tracking device
on board Aegean, and information provided by race organizers of the Newport
Ocean Sailing Association. The Panel will continue their efforts to document
the accident, draw conclusions, share the lessons learned and offer
recommendations to the sailing community. A full report from US Sailing is
expected by end of July.
The members of the Independent Review Panel are Chairperson, Bruce Brown
(Costa Mesa, Calif.), John Winder (Annisquam, Mass.), Alan Andrews (Corona
del Mar, Calif.), Ed Adams (Middletown, R.I.), and Alan McMillan (Pensacola,
Fla.). The Offshore Special Regulations Consultant on the panel is Evans
Starzinger (Milford, Conn). The Safety at Sea Committee Chair and Review
Panel Liaison is Chuck Hawley (Santa Cruz, Calif.). Medical Advisors are Dr.
Michael Jacobs (Vineyard Haven, Mass.), Dr. Kent Benedict (Aptos, Calif.)
and Dr. Steven Shea (Long Beach, Calif.). Jim Wildey (Annapolis, Md.)
advises on investigation procedures and formats. — Full story at:
http://tinyurl.com/6pyaunf
As the start of the Bermuda Race looms, it occupies more of my thoughts. Have I remembered everything? Did I overlook something on the boat? I want to bring what might be needed, but not bring too much, just contributing to extra unnecessary weight. Back to my recurring thought of reducing thing to the lowest common denominator, as uncomplicated and practical as can be achieved.
Safety at sea is at the back of everyone’s mind.
The decision on where to enter the Gulf Stream will be determined before the start and once we commit to a plan it is quite hard to change. Of course many of these decisions are weather based. What the wind will allow us to do.
My kit for the race is not that different from what I packed for last year’s transatlantic race. Naturally fewer things.
Wishing best of luck and safe race to all competitors; but we are like everyone else, racing to win.
Some years ago this boats was in Newport and being restored. Obviously she changed hands and is now sailing. The photos I took in 2005, while she was still in Newport.
The Bermuda race starts in 5 days. And we are all conscious of safety at sea. The following is copied from scuttlebutt.
STAYING OUT TROUBLE
Randy Smith is old enough. Old enough to know how to play the sailing game at a high level, and old enough to know that it is only a game. Here Randy reflects on how he stays out of trouble when heading offshore…
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I have grown up sailing, cruising, racing and delivering boats up and down the California and Mexican coastlines, along with racing to Hawaii numerous times. Even on my early trips as a kid with my parents on the family Cal 29, we encountered ships on the way to Catalina Island. I was always taught by my dad to know where the shipping lanes were on the chart and what VHF Channel 16 was for.
Fast forward 40 years, experience has made me a huge proponent of safety procedures: talking about them, practicing for them, writing down notes and most importantly, asking the questions that nobody wants to hear. Having everyone on board know how to use the GPS in an MOB situation, how to start the engine, where the ditch bag is, where the flares are, how to light one off, etc. People who I have sailed with know that I have become a bit of a fanatic in this regard, sort of a safety nerd. But the good news is, it is starting to become cool to be a nerd. Just like the movie Revenge of the Nerds.
With regard to protocol on commercial traffic, it is simple. The watch captain on deck has the ultimate responsibility to keep track of the surroundings. Ships are quite easy to see in day or night, and if you don’t have people on board with the knowledge of what a ship looks like in all conditions, you probably shouldn’t be out there.
I have sailed on boats with and without AIS (Automatic Identification System). For offshore and coastal racing, my experience with AIS is the same as radar. AIS is a very nice convenience, but we usually use it to confirm what we are already seeing with our eyes.
I have had some interesting close calls, including a large aircraft carrier off San Clemente Island, oil tankers in the shipping lane between Anacapa Island and Santa Barbara, and even large unlit commercial fishing vessels in Mexico with very confusing lights. Even in last year’s Transpac Race, we encountered a very large container ship coming up from astern at a steady collision course bearing. We heated up our course by 15 degrees well in advance, and it was as if he was trying to get close to us just to see us. When they were within 1/2 mile or so, they hit us with a giant spotlight and then turned right by about 45 degrees. Our next step would have been to call on VHF 16 and ask “WTF?”
When in doubt, we immediately get on the radio and/or make a course alteration to make our intentions obvious to the ship. In the event of fog, we would immediately deploy our radar reflector if not already rigged. I really cannot imagine a scenario where you could not see a large ship coming in day or night.
As always, most races are won and most tragedies are avoided before the boat ever leaves the dock. Attention to detail and confirmation that EVERY crewmember on board has an understanding of the following items seems to be the most sure fire way to interact with commercial shipping traffic and problems:
– Keep a diligent watch at all times.
– Upon sighting a ship, confirm changes in range and bearing or if bearing is not changing and too close. Determine what action is necessary.
– If AIS equipped, confirm with navigator the data on the ship.
– Without AIS, call on VHF 16 sooner rather than later.
– If a gybe or sail change will be required to avoid, get the off-watch up early to be prepared.
– Empower EVERY crewmember on the boat to know how to use the tools you have and establish a clear line of communication.
– Most importantly, remember this is just a sailboat race. Getting too close to a ship or land to make a small gain is just not worth it.
– If you sail with new people or on a new boat, confirm the level of experience and knowledge. Ask questions… your life could depend on it.
– When joining a new team, BE A NERD. Bring a higher level of knowledge, safety and seamanship to the team. They will appreciate you.
