Ambition, nerves, and espionage: final countdown at the Volvo Ocean Race

We go behind the scenes at the Volvo Ocean Race with Dongfeng Race Team to find how the team is preparing for the longest, furthest Volvo Ocean Race yet

Sanxenxo training 2 boats testing with mapfre

The first race that ‘counts’ for the Volvo Ocean Race, the Alicante in-port race, takes place tomorrow. The seven teams are in their final countdown to the start of the nine-month round the world race, and we’ve joined Dongfeng Race Team to find out how the squad are preparing for the longest, furthest Volvo Ocean Race yet.

Watch Jack Bouttell talk about how the sailors are feeling ahead of the Volvo Ocean Race start and the short first leg to Lisbon:

When Dongfeng Race Team unveiled their squad back in May, they also revealed their ambitions for this edition of the race. At a glamorous announcement in Paris, team director Bruno Dubois, compared Dongfeng team’s return to the Volvo Ocean Race to a ‘difficult second album’. After surpassing so many expectations last time around, when they went into the race with a half-Chinese, near-rookie crew and emerged with two leg wins and a third place overall, they set out that they want to go at least one better.

“The 1989 win by Steinlager: this is the style I want to win this bloody race in!” Dubois commented at the time.

Things started well, with a solid win in the Rolex Fastnet Race, finishing 24 minutes ahead of the nearest VO65. They also joined up with their nearest leading contender, the Spanish team Mapfre for some two-boat testing, an experience Caudrelier says was valuable – if not without its risks.

Information is valuable – today Brunel’s support RIB was spotted stalking several competitor teams before the practice race. Often with Peter Burling onboard, (America’s Cup habits obviously die hard) the Dutch team were apparently looking for any marginal differences in set up on the identical one-designs. Caudrelier says that they trusted Mapfre to ‘play the game’, and they came away with useful information.

Watch Charles Caudrelier talk about the gains of two-boat testing here:

But in the final ‘Prologue’ race (a non-scoring pre-race from Lisbon to Alicante) Dongfeng Race Team were over the line early, and then when a high pressure system near becalmed the fleet off Portugal, eventual winner Mapfre along with Brunel sailing went inshore, where they picked up sea breezes. Dongfeng wallowed in the light and finished sixth of the seven teams when the race was eventually finished early.

Many in Alicante this week have marked Mapfre as favourites – with the Spanish boat showing pace to take today’s practice in-port race also. But who would have fancied Dongfeng to achieve what they did last time around? The only thing that is truly certain about this race is that it will be very, very close

Diverse talents

Dongfeng’s team sheet is impressive, whilst diverse. Alongside skipper Charles Caudrelier are the two hugely experienced New Zealand offshore sailors, Stu Ballantyne and Daryl Wislang. At the squad in May announcement Caudrelier joked: “I like statistics and every winner has a Kiwi on board,” adding, “Every 10 years Stu wins a Volvo, and I think this is maybe his last time.”

Ballantyne won the event three times. Wislang, meanwhile, was part of the winning Abu Dhabi crew last time around. He also keeps up the Kiwi quota, “In case I break one, I have a spare,” quipped Caudrelier.

Dongfeng Race Team was the first to announce that they had a mixed crew, with Carolijn Brouwer and Marie Riou. Three Chinese crew also continue with the team, sailing under their English names of Horace, Black and Wolf.

Leg Zero, Prologue, day 01. Start on-board Dongfeng. Photo by Jeremie Lecaudey. 08 October, 2017

British-Australian former Figaro sailor Jack Bouttell has moved to the bow. Two of Caudrelier’s key right-hand men, Kevin Escoffier and navigator Pascal Bidegorry, have also returned, joined by IMOCA solo sailor Jeremie Beyou.

In what is undoubtedly the most mixed Volvo Ocean Race ever, Dongfeng’s team is perhaps even more diverse than most, balancing a core group of talented French offshore sailors with Olympians, vastly experienced Kiwi team members with relative newcomers in the Chinese crew, and solo IMOCA and Figaro sailors.

When I joined the team in Lorient in spring there was an ease among the squad, with Caudrelier and navigator Bidegorry teasing each other like an old married couple. There is a tension now: the hunger to start. Dongfeng have the rare advantage of a two race programme, and a lengthy build up to this race, they are prepared. Talking to any of the sailors they give the same answer, they are ready to go. Now.

Original Article

Brought to you by Marineforecaster Application imported from Yachting World

Marineforecaster App – Your Mobile Weather Station

Essential tips when using an anchor

Duncan Wells passes on the benefit of years spent at anchor with his definitive guide to the do’s and don’t’s of dropping the hook

Anchor
Entrusting your boat and the lives of her crew to a piece of metal you can’t see can be unnerving

Essential tips when using an anchor

Avoid a lee shore

Make sure that you are not about to anchor on what is or may become a lee shore, with the wind blowing onto the shore. If your anchor drags and the engine fails to start, you will need enough room to leeward to set the sails and begin to claw your way off the shore. Always anchor on a weather shore, where the wind is coming off the land. Check the forecast to make sure that any wind shift during your stay will not put you on a lee shore.

Check the chart for restrictions

You can anchor anywhere you like, except in a fairway, a channel or a prohibited or restricted area. An anchor sign on the chart marks a popular anchorage. An anchor with a cross through it tells you anchoring is not allowed. Don’t anchor in oyster or mussel beds.

Check the sea bed

Anchor

Sand and gravel: not ideal for anchoring

See what the chart says about the sea bed. Is it suitable for your anchor? Here’s a general guide:

Mud Good for most anchor types, but those with a large surface area will be more reliable

Silt Good for most anchor types

Clay Once set, holding is good for most anchors. An anchor with a sharp tip will set more readily

Sand Variable, depending on sand hardness but an anchor with a large surface area is preferable

Gravel, rock and weed These bottom types are generally unsuitable for anchoring

Check the depth

Will you still be afloat at Low Water? Have you let out enough cable to remain anchored at High Water? Even if you can get this from your GPS, mobile phone, or tablet, I’d still check it with the almanac and the relevant tidal curve. Allow enough under-keel clearance at Low Water.

Care for your ground tackle

Anchor

Attach the bitter end of the anchor chain or warp with a thin line that can be cut easily

Check the condition of your anchor and cable. Is the bitter end lashed to the boat? Never attach it with a shackle. Instead, use a lashing or thin rope that you can cut quickly with a knife if you need to lose the anchor and cable in a hurry. The anchor itself should be quickly deployable, attached to the boat by a lashing or a split pin.

Anchor

Attach the anchor to the yacht via a retaining pin or lashing, but ensure that it’s quickly deployable

Is your cable entirely chain, or is it a rope and chain combination? Rope, when we use it for anchoring or mooring, is called warp. In a combination, we always have 10m of chain between the anchor and the warp. You are going to trust your boat and your life to the anchor and the cable, so always check the recommended weight of anchor and gauge of chain or warp for your tonnage of boat. Err on the side of caution.

Measure the scope

Anchor

I use silks tied to the chain in the order of how you’d pot snooker balls (yellow, brown and pink are at the others end of these flakes)

Veering (letting out) the correct amount of cable is key and often where things go wrong. The textbook says, rightly, that you need a minimum of four times the depth for chain and six times depth for warp. In the real world, it’s easy to get confused, but you really have to know how much cable you have out.

There are different systems of marking the cable, but I use silks tied into the chain. They don’t interfere with the chain on the windlass gypsy and if you use warp, you can thread them through a strand or bind coloured cotton around it. Silks are also easier on your hands than plastic cable ties and more durable than painted chain links.

Anchor

With warp, you can thread the silks through a strand or bind coloured cotton around it

Then you need a code. You could run the colours alphabetically, every 5m. I use the order in which one pots snooker balls! No, I don’t play, I just seem to have remembered this. So on my yacht it goes like this: red 5m, yellow 10m, green 15m, brown 20m, blue 25m, pink 30m, black 35m, then double up two red for 40m, two yellow for 45m and so on. Put this code inside the foredeck locker so all the crew know how it works.

Signal

Anchor

Display an anchor ball by day to show other vessels you’re not under way

You need to display an anchor ball by day and an all-round white light by night. When I arrive at an anchorage in the dark, I set the anchor ball as well as the light, so I don’t have to get up at dawn.

Watch for swinging

If you’re joining other boats at an anchorage, see how they are lying and try to estimate how much cable they’ve got out (going on height of tide). Then you can allow enough swinging room for changes in the direction of wind and tide. Long-keel boats will lie to the tide more than the wind. Yachts with a short fin keel and high topsides may lie to the wind more than the tide.

Guard against dragging

Use transits ashore, or bearings to marks, or a GPS anchor alarm to check if you are holding. I simply put a hand on the cable outside the bow roller from time to time. If all is quiet, it’s holding.

Use a snubber

Anchor

This snubbing line prevents the chain from snatching and takes strain off the windlass

Attach a length of line, stretchy nylon preferably, to the chain using a rolling hitch, then make the line fast to a cleat and run the chain out until it goes slack and the tension is taken on the line. Apart from taking the pressure off your expensive windlass, this also acts as a snubber.

Anchor

In a swell, put a split pin or lashing across the bow roller to stop the chain jumping out

If there is any swell, put a split pin between the bow roller cheeks or tie a lashing across to stop the cable from jumping out.

Keep watch

If you’re taking care of all of the above, you should be able to relax at anchor. Once I feel I’m well anchored, I’ll sleep right through the night. It can be a good idea to wake in order to watch the boat through the turn of tide, but with experience of your anchor and of different conditions, you’ll be able to gauge how necessary this is.

The post Essential tips when using an anchor appeared first on Yachting Monthly.

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Marineforecaster App – Your Mobile Weather Station

Time and Tide Wait for no Man (or Woman)!

There is a lot of truth in the old adage for boating people especially. But, what is the tide and what does it mean to you?

Experienced boaters and commercial mariners know how to work with the tides, newbie boaters and inexperienced sailors are advised to attend an approved training course to receive guidance about tides and learn the basics before setting sail.

Tides are a natural global phenomenon that occurs with predictable regularity across the world. The gravitational pull of the Moon as the world rotates causes the oceans to lift skyward and as the clock ticks that lift is released causing water levels to drop back down causing a surge that in turn gives the rise of the tides. As the Lunar pull is exerted the tides go out – an ebb tide, as the Lunar pull is released we get a flood tide.

Marineforecaster’s Tide Data- Weather Option

 

Tides, then, are very long-period waves that move through the oceans in response to the forces exerted by the moon, the sun, and the rotation of Earth . Tides originate in the oceans and affect the coastlines where they appear as the regular rise and fall of the sea level.

 

Low tide corresponds to the lowest part of the wave, or its trough. The difference in height between the high tide and the low tide is called the tidal range.

 

 

Interesting facts:

 

The Canadian Bay of Fundy has the highest tides along with Anchorage Alaska with waves of 40 feet in height – over 12 metres!

Southampton United Kingdome has double tides each day as water rushes from the North Sea around the Isle of Wight and back toward the Atlantic Ocean, making it a superb natural sea port.

The full and new moons normally create better fishing conditions because of the spring tides. The reason is that fish are easier to catch when they are feeding and  the tide and currents dictate this condition.

Because the Earth rotates through two tidal “bulges” every lunar day, coastal areas experience two high and two low tides every 24 hours and 50 minutes. High tides occur 12 hours and 25 minutes apart.

While tides are usually the largest source of short-term sea-level fluctuations, sea levels are also subject to forces such as wind and barometric pressure changes, resulting in storm surges, especially in shallow seas and near coasts.

So, why are tides so important to boating folks?

Consider that at low tide water may be abscent from the Marina basin, not a good time to sail!

Whereas at high tide and water flooding into the moorings it is possible to sail.

By knowing when the tide is coming in it is possible to plan your trip, and this applies to sailing anywhere in the world.

There are places in the world where incoming tides move with lethal speed, Morecambe Bay in England for instance where the incoming tide will outrun a man – many people have drowned (historically) by not respecting the power of the tides, don’t be one of them!

Always check the tides before doing anything else, talk to experienced boaters in your Marina or Club house about local tidal conditions – sand banks and obstacles that will be uncovered by a receding tide, look at the experienced hands if they are sailing it should be safe for you too, follow the basics as taught on professionally run courses.

Never take risks, safety always come first.

Sail safe, sail free.

 

Marineforecaster

Author : Roger Langley

Three methods for seizing shackles

Shackles are often under high load. If one shakes open, the result could be dangerous. Chris Beeson shows how to make sure it won’t

Seizing shackles
This spinnaker block shackle somehow managed to hang on by jamming itself in place, but it wouldn’t endure actual use

Three methods for seizing shackles

RYA Yachtmaster Chris Beeson has raced and cruised over 40,000 ocean miles in his 37 years as a sailor

I used to be doubtful about the necessity of seizing shackles. Nip the pin up tight with a shackle key or pliers and how can it possibly come loose? My mind was changed in 2011, while checking the rig of the old Jeanneau we used in our Crash Test Boat series. This was the rather concerning sight we found at the masthead.

The spinnaker block shackle’s pin had shaken itself free. Had we hoisted and flown an offwind sail, it would have draped itself expensively over the bow, possibly tearing itself in the process, as soon as the halyard chafed through on its mast exit.

What if a shackle securing a cruising chute sheet turning block rattled itself loose? You would have all the load in the sheet firing a block across the cockpit with potentially lethal consequences.

The problem is that boats are subject to a lot of vibration. Wind through the rigging creates vibration, current across an anchor chain creates vibration, engines cause vibration, so does sailing into waves. Shackle pins will work themselves free and problems will result. To prevent them doing so, we seize them.

We use one of three methods of seizing, or securing, the pin to ensure that it simply can’t loosen. One is using threadlock, which glues the pin in place but not with ‘super-glue’ adhesion so it can still be undone with standard tools.

A second method is using electrical cable ties, though it is worth remembering that these are subject to UV degradation and probably won’t last more than a season if they’re always out in the sun. The third method, the gold standard method of seizing shackles, is to use Monel wire. That isn’t subject to UV degradation and has excellent corrosion resistance properties.

Seizing with glue

Seizing shackles

Seizing shackles

We used Loctite 243 Blue, but search online for ‘threadlock’ if you want to see a range of alternative products that will do the job just as well as this one

Seizing shackles

Seizing shackles

Apply the threadlock to the thread of the shackle pin. It’s not very viscous, so make sure you’ve got something down to protect the deck from any drips

Seizing shackles

Seizing shackles

Once you’ve got good coverage on the entire thread, screw the shackle pin into the shackle, again watching out for any drips

Seizing shackles

Seizing shackles

Use pliers or a shackle key to nip up the shackle as tight as you can. This will help the glue to adhere without any risk of movement

Seizing shackles

Seizing shackles

This is the finished result. It’s the quickest and neatest of the methods and there’s no external seizing to foul on anything. Very tidy

Seizing shackles

Seizing shackles

This is the only method of seizing available if you are using the flush-pin type of shackle that’s often found in ground tackle set-ups

Seizing with cable ties

Seizing shackles

Seizing shackles

Cable ties are cheap to buy online or from many hardware shops. Thread it through the pin’s hole, then through the shackle’s loop

Seizing shackles

Seizing shackles

Next push the tie through the ratchet lock and pull it up as tight as you can. This will prevent the shackle pin from unscrewing itself

Seizing shackles

Seizing shackles

To make the cable tie seizing as compact as possible, use pliers to pull the tie through the ratchet lock as tight as you can manage

Seizing shackles

Seizing shackles

Snip off the excess length of tie leaving only a very short stub, to reduce any risk of the tie fouling or chafing on anything. It looks much neater, too

Seizing shackles

Seizing shackles

The finished article. It’s the quickest, simplest method and a good short-term solution. ideal for shackles that need to be undone occasionally over the course of the season

Seizing shackles

Seizing shackles

Here we see a cable tie seize on a shackle used to connect anchor and chain. It’s exposed to the sun, so is likely to become brittle from UV degradation after a year or so

Seizing with Monel wire

Seizing shackles

Seizing shackles

To start, with the shackle pin nipped up tight, cut a piece of wire about 15cm (6in) long and hold 5cm (2in) of it under the side of the shackle

Seizing shackles

Seizing shackles

Poke the wire up through the hole in the shackle pin then down through the shackle itself and repeat so you have two loops of wire around the shackle and through the pin

Seizing shackles

Seizing shackles

Use pliers to tighten the wire as much as you can to snug down the seizing onto the shackle. This helps to prevent any movement in the wire

Seizing shackles

Seizing shackles

With the second loop of wire wrapped and tightened, use pliers to twist the two ends of the wire together, again keeping it tight

Seizing shackles

Seizing shackles

Once you have got five or six twists on the ends, snip off the excess wire, press the twist against the shackle body and you’re done

Seizing shackles

Seizing shackles

This is Monel wire seizing on a spinnaker halyard block shackle. It’s a strong and durable solution for shackles that you can’t inspect regularly

Original Article

Brought to you by Marineforecaster Application imported from Yachting Monthly

Marineforecaster App – Your Mobile Weather Station

Wind Fills Sails but…

People often use the old saying, ‘Knowing which way the wind is blowing’ but in fact this is vital information and may not always be as it would seem.

Winds are designated based on from where they originate, a wind blowing from the sea in the direction of the shore is an on-shore wind, conversely a wind blowing off shore – out to sea is an offshore wind, clearly the force of the wind is also a key factor.

Obvious?

Good, knowing the difference is a good start especially for new and inexperienced boaters.

However, reading the signs helps sailboat skippers cope with heading out to sea or returning to shore and combined with tidal information is essential knowledge. Keeping a weather-eye means checking for changes in the wind because it can veer away from its original direction and sneak up from somewhere else – what starts as an on-shore wind can swing (veer) around and become an off-shore wind making sailing back to the Marina more challenging for new boaters, the stronger (or stiffer) the wind the tougher the challenge.

It is worth mentioning that topographical variations affect the wind also, inland waters, lakes, inland seas and upper reaches of rivers and basins etc are affected by winds making inland sailing challenging and sometimes much worse, always check with the experts on land at the sailing club or marina for expected wind/weather conditions before setting out. As discussed previously wind can herald the onset of other weather conditions such as rain, plus turbulence.

Similarly wind along the shore-line can be affected by the prevailing land heights, when we walk along a cliff top the wind may be strong but when we are in the lea of the cliff – at the bottom – we are sheltered from it, the same applies to boaters at sea level.

Thereby hangs a serious point, winds can quickly affect body temperature, even on a sunny day a stiff breeze can reduce core body temperature causing hypothermia, it makes sense to wear – or have with you – warm clothing for just such an occasion. The same information is universal, where ever people sail the same wind information and concerns apply, and because boaters are used to sailing in warm waters it doesn’t mean that basic rules do not have to be observed. Certainly in hot countries the risk of sun stroke or heat stroke are probably greater but serious boaters will always err on the side of caution, always hope for the best but plan for the worst, even three kilometres out at sea is a long way if someone succumbs.

cautions-in-hypothermia-first-aidHypothermia takes about 30 minutes to set in for an adult – less for a child or smaller person. Water conducts heat/cold 25 times faster than air making body heat loss far quicker for someone in the water. Hyporthermia can take between an hour and two hours to kill someone. Clearly in the extreme North and Southern hemispheres water temperatures will be much lower and cold shock will make loss of life far quicker.

Serious boaters should undertake First Aid training to ascertain what must be done in such circumstances. Time is of the essence.

Sailing and boating are about having a great time on the water. Accidents often occur because people either don’t know the basics or choose to ignore them often endangering other people who then have to mount a rescue. Accident prevention does make perfect sense.

All boaters, sail or motorised, are advised to attend a professionally run course of training and then follow the rules.

Love sailing and enjoy.

 

 

Marineforecaster

Author : Roger Langley

Heavy Weather Is Dangerous If Not Taken Seriously!!!

Only the very foolish go to sea without checking the weather beforehand and acting sensibly.

Wind speeds are generally acknowledged as fitting into the bands of the Beaufort Scale a universally known and often used warning. The Beaufort Scale begins at 0 which is calm, then the scale rises numerically through to 6 – strong breeze at which point the Gale Pennant is flown to indicate a risk to safety. Beyond 6 and up to 12 the Beaufort Scale shows increasing risk and 10 through 12 is indicated by Storm Warning Pennants – a red flag with a black square at the centre, 12 is hurricane/typhoon strength. In short Gale force 6 and above, head for port on the shortest possible heading.

Charter businesses, fishing and sailing businesses and those operating yacht and boat businesses should understand that any wind speeds of 5 or 6 will put their boats at risk and of course that means the passengers too!

From the boater point of view, a good deal depends on the knowledge and experience of the skipper, commercial boats and their crews will usually take a pragmatic view of the weather knowing that heavy weather can cause loss of life. Seasoned skippers will know how to judge the situation and will check with the Coast Guard services or Harbour Master, where there is one locally, to ascertain the degree of risk and any ban on sailing. And, look out for Gale Pennants they are not for decoration!

However, not every sailor is so experienced and there are many who just drift out of an inlet to fish or sail a little without the level of knowledge or training to know better. Across the world the seas can go from placid and welcoming, warm enough for one to fall asleep maybe, and in a very short time heavy weather, rain squalls, and crashing waves can occur catching the unwary out. More than a few such occasions have ended up costing lives. Please, remember if you put your self and your boat at risk someone will have to put their lives at risk to save you.

To all boating buddies, if you do not know the local weather conditions ask locally, check with the authorities locally, watch what the sailing clubs and marinas are doing – if they are hunkered down keeping the bar warm do the same! If the bay is thick with sail boats and cruisers enjoying the ocean join in the fun but keep a weather eye open just in case.

What is a weather eye? If you don’t know you need to take some training and qualify, join a sailing club and learn your craft and learn about the weather in relation to your sport and then follow the rules. Don’t be a dead head, be smart and enjoy sailing.

Marineforecaster

 

Man Overboard!









Going Overboard Is Our Worst Nightmare

It happens, crew members do fall overboard, on a crewed boat there are others who can turn back and rescue them, on a single-handed sailboat it could be disastrous.
So how can boating folks reduce the risk without lessening the fun?
Be prepared, is a great motto and I borrow it for the purpose of making the point–apologies to the Scouting movement. Planning, preparation and practice are key here, plan for the worst but hope for the best.

All boaters but especially newcomers to boating should make it a priority to undertake a course of professional instruction run by a dedicated sail training organisation of which there are many in all parts of the boating world. Inexperienced boaters must learn the basics, including safety precautions before they get into a boat. Safety equipment including recommended clothing and life preservers are a must.

Do wear the life preserver vest, it will do you no good if it is stowed away when you need it!

Most boats have buoyancy aids built in, check they are in place and in good order. They may be hidden away in a water tight compartment or may be airbags under the deck or seats. Buoyancy aids will keep your boat afloat when capsized, use them to your advantage. Sail with other boats in sight, or in company, so that if you get into trouble help is at hand. Inexperienced sailors should not go sailing over the horizon on their lonesome, if you can’t be seen no-one can raise the alarm.

These recommendations apply to all waters inland and the open sea.

Capsizing is part of the sail training curriculum, so long as you know what you are doing and are wearing appropriate clothing it is part of the fun. Well supervised training courses will insist that you have the correct kit and that you know how to perform capsize drill, if you need confirmation watch the capsize drills on YouTube for graphic examples of what to do, then under the supervision of an expert practice them yourself.

  • Stay with the boat, because of the buoyancy aids most boats will ride high in the water (making them easy to see) and the boat will help you stay afloat – important if you are getting tired. 
    Having the correct clothing will reduce the risk of suffering from hypothermia-wind chill and cold-water shock can kill.
  • If you can, catch hold of a loose line with which to keep contact with the overturned boat if there is a risk it could drift away from you. You should be able to climb the capsized boat using the dagger board – center board or stabilizing fin. Standing on the dagger board use your body weight, while holding the dinghy side, thrust downwards to right the boat, as the boat settles upright climb on board and resume sailing.
  • Should the overturned boats sail cover you try not to panic, take a deep breath and swim following the boats contours until you reach the dagger board which will be easier to get hold of.
  • If you cannot right the boat stay with it until help arrives. Righting a capsized boat is hard work, and if it happens often you could start to become exhausted and progressively less able to cope. Learning the drill and using it as part of the fun is fine, but be aware of your own body, if it is telling you enough is enough head for home.

Always follow the safety rules and learn from the experts – they have seen and done it all before. Stay safe.









Brand New Update for the Free App Marine Forecaster.

The free application Marineforecaster, with the recent update, has new features for the iOs on iPhone & iPad devices as well. The last option in the application menu is a help( info) file, which contains all the details of using the application and its functions. Still you will find short videos showing the use of each option. Use it whenever there is a question about its use and of course we are at your disposal for any clarification or information you may need, via email marineforecaster@gmail.com or through the messenger on Facebook.

What’s new:

  1. New User Interface (UI)
  2. Animated graphics for the weather
  3. Select metric units in meters, feet, nautical miles, m/s, kts and more. The option is available in addition to weather forecasting and with live weather data from NOAA, National Observatory of Athens and Weather Underground stations.
  4. Bathymetry maps (charts of contours) with a choice of meters and feet for the whole world, with specific depths as requested by our users, mainly for fishing! The “Maps” option is activated when the user sign up. Please fill in your emails correctly as daily through users on android we receive dozens of wrong emails with errors such as @gmail.con@gmail.co – etc, because of hurry, they are not filled properly and of course they will never be confirmed by the automatic confirmation system of the app. All email providers such as Gmail, Hotmail, Yahoo, private label, and others are accepted by the confirmation system.
  5. New data has been added to the Marine, Ports, Boat Ramps, etc. The imaging mode is done through Maps, and since we have initially saved a point of interest, otherwise it will not appear on the screen of your device.
  6. Because No weather forecast service, based on existing weather models, has the ability to accurately predict the weather every and each time (accuracy different from period to period and from model to model from 80% to 95% accuracy), we have created the Live Weather option where our user, beyond the forecast for the area of ​​interest, can actually get data on existing conditions from stations located in his route and so cross proof the data and plan safely his trip. In addition to Weather Underground stations, where there are restrictions on using 2 stations per user every 6 hours, the National Observatory of Athens and NOAA are free to get data from stations that you may need.

If the app seems useful to you, our only reward is a positive evaluation and some good words in the respective Play Stores. If there is something else that you want help with or you can not solve yourself, we would suggest that you first contact us and give us the opportunity to check it it together before you post any negative review.

Thank you for using Marineforecaster. We are open to suggestions that could improve the application with new options!

Fair Winds and Following Seas!

Marineforecaster App – Your Mobile Weather Station

A Knotty Problem, but Important!

Knots perform important tasks in sailing and boating, and it is useful to know which is which. The purpose of knots in sailing is mostly to secure something using ropes, sheets, or lines and it is said that there are eight basic knots.

Most of the knots in use have been developed and used since men and women first ventured out onto the water and their reason for doing so helped create knots for fishing, securing lines and sails etc. The 8 basic knots are thumb knot, reef knot, figure of eight, timber hitch, clove hitch, sheet bend, sheep shank, and slip knot. Old sailing hands know many more knots, and in days of sail hands would use complex patterns of knots to create outstanding artwork to pass the time on long voyages.

The thumb knot or overhand knot is a simple stop knot, it should be used if the knot is intended to be permanent. It is often used to prevent the end of a rope from unravelling.

Reef knots are flat knots often used when applying a sling for a broken arm because they lie flat and are used by sailors for reefing and furling sails. It is important in such uses to be able to releasee the knot, reef knots are ‘bends’ that will release when required.

Figure-eight knot, Savoy knotFlemish knot, is a double stopper that is used in sailing for stopping ropes from running out of retaining devices.

Timber Hitch, Bowyer’s Knot, Lumberman’s Knot, Countryman’s Knot is a non-jamming knot used to attach a single length of rope to a cylindrical object. Secure while tension is maintained, it is easily released even after heavy loading.

Clove hitch is an all-purpose hitch that is easy to tie and untie. A useful and easy knot to tie, the clove hitch is a good binding knot. As a hitch it should only be used with care as it can slip or self-release if the object it is tied to rotates or if constant pressure is not maintained on the line.

Sheet bend, for joining ropes of different thickness together i.e. a throwing line with which to draw a heavy warp or hawser into place where the warp is too heavy to lift and throw.

Sheep shank is a type of knot that is used to shorten a rope or take up the slack, but it is not a stop knot. It provides loops, shortens or removes slack from a rope or bypasses a frayed section of rope.

Slip knot, is used to secure something to a post, a boat to it’s mooring for example. It is a stop knot that may be slipped instantly by pulling on the end to withdraw a loop.

Boating is fun, especially if done correctly. New beginners are recommended to undertake a course of training to develop their skills. Knots may be taught on the course, if not chat with experienced hands in the sailing schools, or sailing clubs and learn from them, doing so will save a lot of time and embarrassment – at the least. Take pride in doing your boating professionally, you will enjoy it all the more.

Sail safe.

 Marineforecaster

 

Author: R. Langley

Nominations sought for the YJA Yachtsman of the Year 2017

The Yachting Journalists’ Association (YJA) has extended its nomination period after receiving few entries

Bob Shepton, who won the Yachtsman of the Year Award
Yachting Monthly’s Bob Shepton is a previous winner of the award. Credit: Bob Shepton

In the past, the YJA Yachtsman of the Year award has attracted some of the most famous names in sailing.

The accolade is regarded by many as “the knighthood of yachting”.

But this year, the Yachting Journalists’ Association (YJA) has been forced to extend its nomination period after receiving a surprising lack of entries.

Nominations for YJA Yachtsman of the Year 2017 and Young Sailor of the Year 2017 can now be made until Sunday, 29 October 2017.

Clipper Round the World Sailor Gavin Reid wins the Yachtsman of the Year Award 2016

Clipper Race sailor Gavin Reid won the 2016 award. Credit: onEdition

The association has also launched a new accolade for 2017 – the YJA Young Blogger of the Year.

In a media release, the YJA encouraged the public not to delay in making their suggestions.

“Please submit your nominations for your sailing heroes as soon as possible,” it urged.

“Remember, the Yachtsman and Young Sailor nominations may be made by any member of the public who wishes to make a proposal as well as by our members,” it added.

Nominations can be made via the YJA website or by post to 45 The Ridgway, Brighton BN2 6PD.

Entrants for the YJA Young Blogger of the Year must be under the age of 21 on 31 December, 2017. Nominations for this award close at midnight on 30 November 2017.

Ellen MacArthur Trust.

Dame Ellen MacArthur is also a previous winner of the award

This year’s YJA Yachtsman of the Year and Young Sailor of the Year Awards and Young Blogger of the Year award winner will be announced at Trinity House on Tuesday, 9 January 2018.

The first recipient of the Yachtsman of the Year award was Eric Hiscock in 1955 for his round the world voyage in Wanderer.

Previous winners include Volvo Ocean Race winner, Ian Walker, Sir Robin Knox-Johnston, Sir Francis Chichester, Keith Musto, Dame Ellen MacArthur, Chay Blyth, Dee Caffari , Pete Goss, Sir Ben Ainslie, and the Rev Bob Shepton, who writes for Yachting Monthly – a feature on his trip around St Kilda will be in the December issue of the magazine.

Last year, the trophy was won by Clipper Race sailor Gavin Reid, who swam mid-ocean to rescue a yachtsman taking part in the Sydney Hobart Race who was trapped at the top of a mast.

Original Article

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