Last week we wrote about how often we used our Rocna anchor and relied on it. Maybe just as important is an anchor watch program or App that lets you know when the anchor is not holding.
When we anchor we set our position in the Android app “Anchor Pro” We tell it where the anchor is and how much chain we have out. It immediately starts to monitor our position relative to the anchor. If we move outside the radius we have defined, the batteries on the tablet run low or it loses GPS signal, it lets out a very loud alarm.
The app is very easy to use but loaded with clever options. Really useful is the ability to define only a segment of a circle as being “OK”. Here in the Caribbean the wind comes from the east so you can anchor “a little bit closer” to an object to your east and then input a larger radius to the west than to the east.
Also nice is that when you leave the boat with the tablet you can switch the app off and, on your return, tell it to use the old position. You can also switch on the “heatmap” view and see all the positions that have been logged. A nice tidy grouping (as shown here) suggests that you are holding well and can enjoy a run ashore.
A well set anchor, a good mattress and this app are our secrets to a good nights sleep.
When we bought the boat we knew we were going to be spending as much time as we could at anchor. The most beautiful places in the world don’t have marinas or pontoons. Real freedom relies on a solid dependable anchor.
Before we left Scotland we installed a new 20kg Rocna anchor. Rocna recommended a 15kg anchor for our size and weight of boat but the extra 5kg is nice to have on board. The anchor is attached to the chain with a Kong connector.
In the last year we have spent 240 days at anchor. Often the pilot book has written that an anchorage has bad holding or that the anchor may need to be set a few times. Once – in Spain – we had problems setting the anchor because the bottom was a mass of weed. And only once it has not held when set and that was very strange. We anchored in Friendship Bay, Bequia and the anchor held perfectly all night. The next morning we started to drift and didn’t stop. Unfortunately we didn’t dive on the anchor when we set it to check if it was really set and in to what. We just pulled back and checked the chain tensioned.
So the numbers are: – set 239 times from 240 – held 239 times from 240
In Spain, in a thunderstorm we once had 30 knot winds blowing us in all directions. We only had 20 meters of chain out as we were in a protected fishing port and the weather forecast was 5 knot winds from the west. We were being blown in circles and the anchor held us through it all. As you can see on the anchor watch, we swung within a 30 meter radius and the tablet was in the middle of the boat so the anchor was turning over and resetting within about five meters. Impressive!
Having watched a lot of people anchoring over the last year, it is obvious that a lot of badly set anchors are more a “crew problem” than an “anchor problem”. We regularly see big white charter catamarans sail to a point, stop and dump twenty or thirty meters of chain on top of their anchor. I am not sure that even a Rocna would help much if set in this way.
Our insurance policy states that our dinghy needs to have an “identifiable mark”. When we bought the boat, the dinghy already had “Artemis” written on it in three places so Heidi brushed up the lettering a bit and we sent a photo to the insurance.
Here in the Caribbean everyone says “always lock your dinghy up!” and “don’t write the boats name on the dinghy!” The logic being that when your dinghy is on the beach, the bad guys know your boat is empty. We explained this to the insurers who agreed and said they would never mark the dinghy with the boats name (?)
Half a day with Acetone and Heidi’s work had been destroyed. Now we had a naked dinghy and needed an “identifiable mark” that had nothing to do with the boat but clearly said “It’s ours!” Sounded a bit contradictory.
Our solution is a generic email address that is now “permanently” marked on the dinghy and which passes any mails received on to both our email accounts. In addition, any one who writes to us on this address gets an autoreply with a thank you and our mobile phone numbers. The address has nothing to do with the boat or us so the potential thieves can spend an enjoyable evening looking for a fictive boat called “Soseies”. Hopefully if the dinghy is stolen and discarded some one will contact us. If not, at least we have complied with the insurance policy.
Amazing what good solutions we can work out when we have so much time to think about the problem. And thank you Gremmel lending us the generic address.
We have written so much about electricity, solar panels, wind turbines and towed generators that you are probably bored with reading about it. But our neighbour here in Le Marin has a petrol generator on the deck of his boat and so each day, when he switches it on to charge his batteries we are SO GLAD that we don’t need one.
His decks are covered in fuel canisters and containers of oil, the thing is loud and he seems to spend half of each morning running and servicing it. We are sure he has a freezer, microwave, wide screen TV and air conditioning running. No matter what he is feeding electricity in to, it can’t be worth the noise, smell and trouble of having a stinky generator on board.
On Christmas Eve while sailing south towards the Cape Verde Islands we were becalmed. Two hundred miles off the coast of Africa the wind dropped completely and left us drifting at half a knot with the current. Alone on the Atlantic, we dropped the sails and went to sleep bobbing on the swell.
On Christmas morning we were woken by a light wind heading our way so we set the genoa and tried sailing with that while we ate breakfast but the wind was much too light and the sail flogged so it was time to finally unpack our christmas present – a Parasailor.
We first came across this downwind sail while in Spain. Stuart, from parasailor.co.uk, was also in Ayamonte and gave us a demonstration of the sail out on the river We were impressed; Shane said it was just what we needed and Stuart agreed to deliver it to the Canary Islands so the next morning we ordered a huge orange and black version.
Stuart delivered the sail as promised and also flew out from the UK with a bag of goodies to set the sail up for Artemis. Twice he came out with us and drilled us in hoist sail, jibe sail, strike sail, hoist sail, strike sail, … At the end of the second day we both had back ache and sore muscles.
So on Christmas Day it was finally time to hoist and rig the sail with no Stuart. The bad news was we were hundred of miles from anywhere if we needed help. The good news was we had another ten hours of daylight to get everything working and a few hundred miles of open water with no one in the way. To add to the fun there was the typical Atlantic swell rocking the boat and we had to do everything while clipped on to the boat with our safety lines. We tidied away the jib, rigged all the lines, brought the Parasailor on the foredeck, struck the Genoa, hoisted the sail in its sock, opened the snuffer and – were sailing. We only took ninety minutes from “OK let’s do this!” to “Yippee, we are Parasailors!”
In the last nine hours the apparent wind has varied between two and seven knots but we have an average sailing speed of 4.8 knots and no flogging sails. We are both happy with our Christmas present.
When we bought Artemis there was an Aquair generator at the bottom of one of the lockers. Getting this working again has been on the “todo list” since we left but was never priority number one as we mostly have enough power from the wind generator and the sun. Now however, with a few long journeys ahead of us, the time had come to get it plugged in and earning its keep.
The generator is designed to work as either a towed generator or a wind generator. The basic housing is the same and you change out the wind vanes or the towed propeller as needed. We currently have it affixed to the stern of the boat and operating in “water mode”.
A long rope is attached to the axis of the generator and streamed behind the boat. At the far end there is a torpedo shaped weight with an integrated propeller. As we sail along the propeller turns the rope which drives the generator.
The Aquair produces a 12 volt output so we have it connected it straight in to the battery. Originally we thought we needed a regulator but recently a long time user of the system rightly pointed out that if the onboard systems are using roughly the same as the generator is producing, then you can’t overcharge the batteries. With our fridge switched on we use roughly the three to four amps that are being generated.
Above about 12.7 volts our house batteries and engine starter battery automatically switch together so we then have over three hundred amp-hours of capacity. Even if the generator was to produce six amps, that would still only be a charging current of 2%. I doubt if the batteries would even notice it.
Forty eight hours after leaving port, we still have three fully charged batteries and a cold fridge. It looks like the towed generator is the perfect complement to our solar and wind systems.
Where ever we sail we need charts to navigate. Mostly we use digital charts because they are so much cheaper and take up far less space. Often it is a problem to find detailed and up to date charts. In Scotland that was not a problem.
There are official charts of Scotland which are very good and then there are the Antares Charts. These are extremely detailed, extremely accurate charts created by Antares Charts.
The people behind these charts (Bob Bradfield and friends) go and do really detailed surveying and then publish the results for a ridiculously low price.
Using these charts, we were able to visit some amazing anchorages we would never have ventured in to otherwise. There is no way we would have dared enter Loch Tarbert on Jura without them.
If you are planning on sailing the Scottish Islands these charts are a “must have”.
I am a cyclist. I have been cycling on my mountainbike and roadbike since 1998 when I cycled across the UK just to “see if I enjoyed it”. (I must have done – the next trip was across the Alps.)
Jon’s Adventures is a bike shop in Nesselwang in the Barvarian Alps. Jon is a qualified ski instructor and the business started offering guided bike tours in summer. Nowadays he concentrates on selling, building and modifying bikes to exactly fit his customers needs.
I bought a bright orange “Frenchie” bike as soon as Jon started building and selling them and used it non-stop, even taking it to China for six weeks. Most of the parts have been replaced as I wore them out but at least it still had the original frame.
And now I am off sailing and have to accept that, even with both wheels removed, a mountain bike just isn’t designed to fit on a boat. It was looking like I was going to be riding one of those funny little fold up things with tiny wheels and a strange looking frame. I just couldn’t see myself riding up and down mountains on such a bike but what are the alternatives?
It turns out that there is a solution that offers a no compromise mountain bike but which will also fit onboard. The answer is the Montague Paratrooper. This full size, foldable bike was designed for paratroopers and can be thrown out of planes and then ridden by a fully loaded soldier. It sounded like what I had been looking for. Continue reading “Folding Mountainbike (Paratrooper)”
I have been using Garmin devices for years to navigate to new places and to record my adventures. Additionally I use a Polar Training Computer to record my fitness training. Recently I updated to a Garmin eTrex Touch 35t partly in the hope that I could reduce the amount of devices I need and the complexity of my data aquisition.
Elsewhere I mentioned that an important factor in achieving your adventure is to make and then keep to your training plan. This applies equally to training new skills or to your physical training.
I enjoy cycling (mountain bike and road bike) and the last few years we have been doing a week long road bike trip each Spring. Obviously it is vital to have a route planned but, with routes of a thousand kilometers, it is your fitness program that decides between success and failure.