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Daria Blackwell - 6/24/2019

Thoughts on safety at sea:
The Communications Team is starting a new monthly feature based on robust discussions on the OCC Forum, mostly centred on Safety at Sea. We’ll include short snippets to provoke thought in the eBulletin and then continue the discussion on the Forum. Dick Stevenson, our diligent and thoughtful Forum Admin, starts us off this month with a piece on tillers. Please contribute your experience and thinking for the benefit of all.
-    Daria Blackwell, Vice Commodore, Web editor & PR Officer

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Psy - 6/25/2019

I found and bought a Bruce Roberts 45' cutter. Her simple back-up systems drew me to her ruggedness and seaworthiness.
She's rigged as a cutter with:
1. an additional profurler forestay on the bow.  
2. monitor windvane which doubles as a separate steering system.
3. rigged emergency steering on deck.
4. 2x auto pilot systems
5. Hydraulic pistons driving her steering system.
6. Her deep central cockpit offering comfort deep sea.
7. Her 4x single berths with lee cloths
8. her vast tankage

I have yet to fully appreciate this fine vessel.
Pics to follow.

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Daria Blackwell - 6/24/2019

Dick, you are so right. When we were first getting acquainted with Aleria, our Bowman 57, we went through every piece of gear aboard and studied how to deploy it when necessary. Naturally, an emergency tiller would be useful to get at quickly. But when looking at ours and trying to fit it, we realized we would have to be steering from under the berth in our aft cabin, periodically sticking our heads out the hatch to check on things happening on deck. Not an ideal situation. 

That's when we decided that the Monitor windvane steering system, with its emergency rudder configuration, would be a good backup system for us. And so we fitted the Monitor which we love. Fortunately, we have not needed to deploy it despite losing steering - twice - mid-Atlantic. Because of our sail configuration (cutter ketch), we can balance Aleria exceedingly well. While I stayed on deck and steered the boat by adjusting sails, Alex worked on the steering. The first time, a gearbox had seized; many hours of greasing and manual persuasion finally managed to loosen it. We have rod steering and several gearboxes. We had called into our Atlantic crossing net via SSB and several yachts diverted to our position to assist if needed, but we got lucky. Fortunately, it held until Grenada where we replaced the gear.

The second time, the quadrant 'jumped' off the post. I had to align the wheel precisely up on deck so that Alex could refit it below. Naturally, I was at the helm both times. :ermm: 

+x

 

Dick - 8/1/2019

To Be Seen

Checking that your navigation lights illuminate at commissioning is a good start, but may not be good enough.

Walking around a boatyard or marina; one item pops out at me: how inadequate many boats’ navigation lights are. Many, not all, were adequate at purchase, but their lenses are by now so crazed as to be mostly opaque. When was the last time you compared your lens to a new one? I would probably suggest that 10 years is about swap time for plastic lenses: sooner if in the tropics.

Now, some might say they never (or rarely) run at night, but I would contend that a cruising boat should always be ready to run safely at night. In addition to running a safe seaworthy boat, there is the fact that: were there a nighttime collision, one of the first things to be looked at will be the adequacy of your lighting. A lens heavily crazed will not pass regulation’s muster.

I say this with some emphasis as we observe poorly lit or illegally lit recreational vessels at least once a year: each time it causes unnecessary anxiety.

I believe most quality manufacturers sell lenses separately or: perhaps better yet, swapping the whole fixture ensures you have a replacement in spares. While doing, check the wiring for water intrusion and change bulbs.
Please also leave your comments, additions, thoughts, disagreements etc.: they are welcome.

My best, Dick Stevenson, s/v Alchemy

+x

 

Dick - 8/1/2019

To Be Seen

Checking that your navigation lights illuminate at commissioning is a good start, but may not be good enough.

Walking around a boatyard or marina; one item pops out at me: how inadequate many boats’ navigation lights are. Many, not all, were adequate at purchase, but their lenses are by now so crazed as to be mostly opaque. When was the last time you compared your lens to a new one? I would probably suggest that 10 years is about swap time for plastic lenses: sooner if in the tropics.

Now, some might say they never (or rarely) run at night, but I would contend that a cruising boat should always be ready to run safely at night. In addition to running a safe seaworthy boat, there is the fact that: were there a nighttime collision, one of the first things to be looked at will be the adequacy of your lighting. A lens heavily crazed will not pass regulation’s muster.

I say this with some emphasis as we observe poorly lit or illegally lit recreational vessels at least once a year: each time it causes unnecessary anxiety.

I believe most quality manufacturers sell lenses separately or: perhaps better yet, swapping the whole fixture ensures you have a replacement in spares. While doing, check the wiring for water intrusion and change bulbs.
Please also leave your comments, additions, thoughts, disagreements etc.: they are welcome.

My best, Dick Stevenson, s/v Alchemy

+x

 

Dick - 9/1/2019

+x

 

Dick - 8/1/2019

To Be Seen

Checking that your navigation lights illuminate at commissioning is a good start, but may not be good enough.

Walking around a boatyard or marina; one item pops out at me: how inadequate many boats’ navigation lights are. Many, not all, were adequate at purchase, but their lenses are by now so crazed as to be mostly opaque. When was the last time you compared your lens to a new one? I would probably suggest that 10 years is about swap time for plastic lenses: sooner if in the tropics.

Now, some might say they never (or rarely) run at night, but I would contend that a cruising boat should always be ready to run safely at night. In addition to running a safe seaworthy boat, there is the fact that: were there a nighttime collision, one of the first things to be looked at will be the adequacy of your lighting. A lens heavily crazed will not pass regulation’s muster.

I say this with some emphasis as we observe poorly lit or illegally lit recreational vessels at least once a year: each time it causes unnecessary anxiety.

I believe most quality manufacturers sell lenses separately or: perhaps better yet, swapping the whole fixture ensures you have a replacement in spares. While doing, check the wiring for water intrusion and change bulbs.
Please also leave your comments, additions, thoughts, disagreements etc.: they are welcome.

My best, Dick Stevenson, s/v Alchemy

Flooding
This Safety at Sea message is a bit of a tease as I can merely introduce the subject but, follow up is easy.
Very few recreational boat bilge pump systems can do more than deal with small incidental leaks: it does not take much of a problem to start a “flooding” situation (where incoming water exceeds bilge pump capacity). A real problem: a break in a 1.5-inch raw water line say, and you have a fast-emerging emergency where sinking is on the near horizon.
So, you hear your bilge pumps get activated: the next step is…?
If your answer was to operate the manual bilge pump(s), I would suggest you think otherwise. De-watering must play second fiddle to finding the leak, repeat: Find and Stop the Leak. This is not the time to sit down and devise a plan over a cup of tea. Quick action, planned well ahead of time and practiced is required and the inspection areas should already be designated. Locating the leak is far more easily accomplished at the onset of flooding. Early, the leak’s location is easy to discern. You can still see. Later, higher water obscures and the chances of finding the leak diminishes rapidly.
Prior preparation, early warning (high water alarms), knowing where all sea cocks reside, and an inspection plan are among the essential ingredients. A complete article on the above can be found on the OCC’s Forum under “Strategies for a Flooding Vessel”.
Please come back with questions, comments, thoughts.
Safe sailing, Dick Stevenson, s/v Alchemy

+x

 

Alex Blackwell - 9/1/2019

+x

 

Dick - 8/1/2019

To Be Seen

Checking that your navigation lights illuminate at commissioning is a good start, but may not be good enough.

Walking around a boatyard or marina; one item pops out at me: how inadequate many boats’ navigation lights are. Many, not all, were adequate at purchase, but their lenses are by now so crazed as to be mostly opaque. When was the last time you compared your lens to a new one? I would probably suggest that 10 years is about swap time for plastic lenses: sooner if in the tropics.

Now, some might say they never (or rarely) run at night, but I would contend that a cruising boat should always be ready to run safely at night. In addition to running a safe seaworthy boat, there is the fact that: were there a nighttime collision, one of the first things to be looked at will be the adequacy of your lighting. A lens heavily crazed will not pass regulation’s muster.

I say this with some emphasis as we observe poorly lit or illegally lit recreational vessels at least once a year: each time it causes unnecessary anxiety.

I believe most quality manufacturers sell lenses separately or: perhaps better yet, swapping the whole fixture ensures you have a replacement in spares. While doing, check the wiring for water intrusion and change bulbs.
Please also leave your comments, additions, thoughts, disagreements etc.: they are welcome.

My best, Dick Stevenson, s/v Alchemy

Hi Dick
We did just that when we recently replaced the rigging on our boat. I had always thought our nav lights seemed a little weak and the bulbs kept disconnecting or failing. We now have new LED lights sized correctly for our vessel, and they are VERY bright - whi we had the chance we also replaced all the wiring. We also did Mast top tri-colour/anchor light combo with a deck level backup for the nav lights - old fixtures with new LED bulbs. The latter also seem much brighter than their incandescent predecessors. I suppose it also helped that we cleaned the glass lenses from the inside. :)
All the best, Alex Blackwell, S/v Aleria

+x

 

Daria Blackwell - 9/1/2019

+x

 

Dick - 9/1/2019

+x

 

Dick - 8/1/2019

To Be Seen

Checking that your navigation lights illuminate at commissioning is a good start, but may not be good enough.

Walking around a boatyard or marina; one item pops out at me: how inadequate many boats’ navigation lights are. Many, not all, were adequate at purchase, but their lenses are by now so crazed as to be mostly opaque. When was the last time you compared your lens to a new one? I would probably suggest that 10 years is about swap time for plastic lenses: sooner if in the tropics.

Now, some might say they never (or rarely) run at night, but I would contend that a cruising boat should always be ready to run safely at night. In addition to running a safe seaworthy boat, there is the fact that: were there a nighttime collision, one of the first things to be looked at will be the adequacy of your lighting. A lens heavily crazed will not pass regulation’s muster.

I say this with some emphasis as we observe poorly lit or illegally lit recreational vessels at least once a year: each time it causes unnecessary anxiety.

I believe most quality manufacturers sell lenses separately or: perhaps better yet, swapping the whole fixture ensures you have a replacement in spares. While doing, check the wiring for water intrusion and change bulbs.
Please also leave your comments, additions, thoughts, disagreements etc.: they are welcome.

My best, Dick Stevenson, s/v Alchemy

Flooding
This Safety at Sea message is a bit of a tease as I can merely introduce the subject but, follow up is easy.
Very few recreational boat bilge pump systems can do more than deal with small incidental leaks: it does not take much of a problem to start a “flooding” situation (where incoming water exceeds bilge pump capacity). A real problem: a break in a 1.5-inch raw water line say, and you have a fast-emerging emergency where sinking is on the near horizon.
So, you hear your bilge pumps get activated: the next step is…?
If your answer was to operate the manual bilge pump(s), I would suggest you think otherwise. De-watering must play second fiddle to finding the leak, repeat: Find and Stop the Leak. This is not the time to sit down and devise a plan over a cup of tea. Quick action, planned well ahead of time and practiced is required and the inspection areas should already be designated. Locating the leak is far more easily accomplished at the onset of flooding. Early, the leak’s location is easy to discern. You can still see. Later, higher water obscures and the chances of finding the leak diminishes rapidly.
Prior preparation, early warning (high water alarms), knowing where all sea cocks reside, and an inspection plan are among the essential ingredients. A complete article on the above can be found on the OCC’s Forum under “Strategies for a Flooding Vessel”.
Please come back with questions, comments, thoughts.
Safe sailing, Dick Stevenson, s/v Alchemy

Hi Dick,
It seems that we've had many experiences aboard Aleria that complement your safety at sea essays. When delivering Aleria from the Chesapeake to Long Island Sound after we bought her, we noted that there was water above the floorboards while we were sailing along the NJ coast. Not a good sign. The bilge pump had failed.

As there was a good deal of water but it was not coming in fast, we resorted to the hand-operated pump. It was having a positive effect, ie, the water level was slowly going down. Unable to readily find the source of the incursion we took turns pumping and steering the boat through the night. There was nowhere to pull in along the coast of New Jersey until Sandy Hook Bay near the mouth of the Hudson River.

After anchoring the next morning off Atlantic Highlands, NJ near the CG station, we finally found that the water was coming in through the shaft seal. We managed to tighten this to a point where there was merely a drip coming through. We later diagnosed that the packing had disintegrated probably while motoring earlier in the Chesapeake. The boat had been stored on land for two years and the packing presumably had dried and become brittle.

The problem was then exacerbated when we wanted to resume our voyage. The starter motor failed. Both it and the alternator had been submerged. The good news: we had spares for both. The bad news: all nuts and bolts on the engine were metric and all our tools were imperial. Alex hailed the USCG and asked if there was a hardware store nearby. They asked if we needed a tow. Alex said, "No, we just need some tools." They said to wait a minute and came back with directions to the only hardware store in the area. Alex prepped the dinghy and headed ashore.

About an hour later, Alex returned with a huge grin on his face. The hardware store was having a Christmas-in-July sale and he got two tool kits (metric and imperial) for the price of one. A short while later, alternator and starter were replaced. A spare automatic bilge pump was also installed. We managed to get past New York City and up the East River without any issues. We then continued to our mooring in Rye on Long Island Sound.

Once again, we learned a valuable lesson that day. Deliveries can be dicey without the right tools...and it takes a while to learn your boat. We also replaced the packed shaft seal with a flooded PSS shaft seal, which has worked perfectly for the past fifteen years.

+x

 

Simon Currin - 9/3/2019

OK I am convinced. We will be fitting a Bilge Alarm.
Simon

+x

 

Dick - 9/3/2019

+x

 

Simon Currin - 9/3/2019

OK I am convinced. We will be fitting a Bilge Alarm.
Simon

Hi Simon, While you are at it, go for two: a dedicated high water alarm leveled just above where the bilge pump is activated and wire in an alarm that sounds every time the bilge pump runs. Dick

+x

 

Daria Blackwell - 9/3/2019

+x

 

Dick - 9/3/2019

+x

 

Simon Currin - 9/3/2019

OK I am convinced. We will be fitting a Bilge Alarm.
Simon

Hi Simon, While you are at it, go for two: a dedicated high water alarm leveled just above where the bilge pump is activated and wire in an alarm that sounds every time the bilge pump runs. Dick

Oh, Dick, great idea about the alarm indicating the bilge pump is running. I hadn't thought of that. If you hear it often enough, you'll know there's a problem. Thanks!

+x

 

Dick - 9/22/2019

+x

 

Daria Blackwell - 9/3/2019

+x

 

Dick - 9/3/2019

+x

 

Simon Currin - 9/3/2019

OK I am convinced. We will be fitting a Bilge Alarm.
Simon

Hi Simon, While you are at it, go for two: a dedicated high water alarm leveled just above where the bilge pump is activated and wire in an alarm that sounds every time the bilge pump runs. Dick

Oh, Dick, great idea about the alarm indicating the bilge pump is running. I hadn't thought of that. If you hear it often enough, you'll know there's a problem. Thanks!

The below is part of a series of safety thoughts:
Practice and Drills
The older I get, the more I find myself saying: “If it is not written down, it doesn’t exist.”
Well, the same goes for seamanship and safety: without practice, the best strategy, the most well thought out plan, will not exist when you need it most if it is not practiced. Practice drills are one of the most easily put-off items on anyone’s to-do list, and one of the most important.
Most who read this will think first of COB drills and most, I suspect, will cringe as they reflect on how long since their last practice drill. But I would suggest that other drills: fire, flooding and medical procedures are every bit as important. What is the response to an engine alarm? Or to the alarm from your propane sniffer? These should be thought through ahead of time and periodically reviewed with all crew.
Firstly, it might be argued that every vessel should have a written plan/procedure for each emergency (ours is posted in the head where it is most likely to be occasionally reviewed). Then, drills can be scheduled, much like the maintenance one does to keep one’s boat in tip-top shape. When you have a drill, do a post-mortem, especially if you have new crew, to get feedback on what works, what does not and for new ideas.
One stimulus to practice might be to organize through a local club or association a weekend day early in the season where boats do practice drills together and share thoughts and procedures: a “safety” day so to speak.
This will be posted in the Forum and I welcome comments/suggestions/thoughts.
My best, Dick Stevenson, s/v Alchemy

+x

 

Dick - 9/22/2019

+x

 

Daria Blackwell - 9/3/2019

+x

 

Dick - 9/3/2019

+x

 

Simon Currin - 9/3/2019

OK I am convinced. We will be fitting a Bilge Alarm.
Simon

Hi Simon, While you are at it, go for two: a dedicated high water alarm leveled just above where the bilge pump is activated and wire in an alarm that sounds every time the bilge pump runs. Dick

Oh, Dick, great idea about the alarm indicating the bilge pump is running. I hadn't thought of that. If you hear it often enough, you'll know there's a problem. Thanks!

The below is part of a series of safety thoughts:
Practice and Drills
The older I get, the more I find myself saying: “If it is not written down, it doesn’t exist.”
Well, the same goes for seamanship and safety: without practice, the best strategy, the most well thought out plan, will not exist when you need it most if it is not practiced. Practice drills are one of the most easily put-off items on anyone’s to-do list, and one of the most important.
Most who read this will think first of COB drills and most, I suspect, will cringe as they reflect on how long since their last practice drill. But I would suggest that other drills: fire, flooding and medical procedures are every bit as important. What is the response to an engine alarm? Or to the alarm from your propane sniffer? These should be thought through ahead of time and periodically reviewed with all crew.
Firstly, it might be argued that every vessel should have a written plan/procedure for each emergency (ours is posted in the head where it is most likely to be occasionally reviewed). Then, drills can be scheduled, much like the maintenance one does to keep one’s boat in tip-top shape. When you have a drill, do a post-mortem, especially if you have new crew, to get feedback on what works, what does not and for new ideas.
One stimulus to practice might be to organize through a local club or association a weekend day early in the season where boats do practice drills together and share thoughts and procedures: a “safety” day so to speak.
This will be posted in the Forum and I welcome comments/suggestions/thoughts.
My best, Dick Stevenson, s/v Alchemy

+x

 

Simon Currin - 9/23/2019

Dick
What you say makes perfect sense but it does sound like a drift towards a workplace type regulated environment where procedures and protocols abound. I enjoyed your tip regarding where these documents get most read and may implement that at work!

Having made those slightly flippant points I do agree that having such documents in place and the procedure rehearsed would be very comforting when something does go wrong. Your idea of sharing those rehearsals with others at the start of the season or at the beginning of an ocean crossing is excellent. Maybe share that idea with Olivier who is organising and Ocean Safety Seminar In November ahead of the Atlantic Crossing season?

Simon

Ali

+x

 

Dick - 9/22/2019

+x

 

Daria Blackwell - 9/3/2019

+x

 

Dick - 9/3/2019

+x

 

Simon Currin - 9/3/2019

OK I am convinced. We will be fitting a Bilge Alarm.
Simon

Hi Simon, While you are at it, go for two: a dedicated high water alarm leveled just above where the bilge pump is activated and wire in an alarm that sounds every time the bilge pump runs. Dick

Oh, Dick, great idea about the alarm indicating the bilge pump is running. I hadn't thought of that. If you hear it often enough, you'll know there's a problem. Thanks!

The below is part of a series of safety thoughts:
Practice and Drills
The older I get, the more I find myself saying: “If it is not written down, it doesn’t exist.”
Well, the same goes for seamanship and safety: without practice, the best strategy, the most well thought out plan, will not exist when you need it most if it is not practiced. Practice drills are one of the most easily put-off items on anyone’s to-do list, and one of the most important.
Most who read this will think first of COB drills and most, I suspect, will cringe as they reflect on how long since their last practice drill. But I would suggest that other drills: fire, flooding and medical procedures are every bit as important. What is the response to an engine alarm? Or to the alarm from your propane sniffer? These should be thought through ahead of time and periodically reviewed with all crew.
Firstly, it might be argued that every vessel should have a written plan/procedure for each emergency (ours is posted in the head where it is most likely to be occasionally reviewed). Then, drills can be scheduled, much like the maintenance one does to keep one’s boat in tip-top shape. When you have a drill, do a post-mortem, especially if you have new crew, to get feedback on what works, what does not and for new ideas.
One stimulus to practice might be to organize through a local club or association a weekend day early in the season where boats do practice drills together and share thoughts and procedures: a “safety” day so to speak.
This will be posted in the Forum and I welcome comments/suggestions/thoughts.
My best, Dick Stevenson, s/v Alchemy

+x

 

Alex Blackwell - 9/23/2019

+x

 

Dick - 9/22/2019

+x

 

Daria Blackwell - 9/3/2019

+x

 

Dick - 9/3/2019

+x

 

Simon Currin - 9/3/2019

OK I am convinced. We will be fitting a Bilge Alarm.
Simon

Hi Simon, While you are at it, go for two: a dedicated high water alarm leveled just above where the bilge pump is activated and wire in an alarm that sounds every time the bilge pump runs. Dick

Oh, Dick, great idea about the alarm indicating the bilge pump is running. I hadn't thought of that. If you hear it often enough, you'll know there's a problem. Thanks!

The below is part of a series of safety thoughts:
Practice and Drills
The older I get, the more I find myself saying: “If it is not written down, it doesn’t exist.”
Well, the same goes for seamanship and safety: without practice, the best strategy, the most well thought out plan, will not exist when you need it most if it is not practiced. Practice drills are one of the most easily put-off items on anyone’s to-do list, and one of the most important.
Most who read this will think first of COB drills and most, I suspect, will cringe as they reflect on how long since their last practice drill. But I would suggest that other drills: fire, flooding and medical procedures are every bit as important. What is the response to an engine alarm? Or to the alarm from your propane sniffer? These should be thought through ahead of time and periodically reviewed with all crew.
Firstly, it might be argued that every vessel should have a written plan/procedure for each emergency (ours is posted in the head where it is most likely to be occasionally reviewed). Then, drills can be scheduled, much like the maintenance one does to keep one’s boat in tip-top shape. When you have a drill, do a post-mortem, especially if you have new crew, to get feedback on what works, what does not and for new ideas.
One stimulus to practice might be to organize through a local club or association a weekend day early in the season where boats do practice drills together and share thoughts and procedures: a “safety” day so to speak.
This will be posted in the Forum and I welcome comments/suggestions/thoughts.
My best, Dick Stevenson, s/v Alchemy

Excellent thoughts, and I will suggest the COB day to our local sailing club today.
One aditional aspect for them (and you) that I will add: The crew member who "falls" overboard during the event should be the skipper. This adds one critical aspect to the process: that other members of the crew are proficient in helming and managing the boat. This would also apply to husband and wife teams, who do not race.
All the best
alex Blackwell, s/v Aleria

+x

 

Dick - 9/23/2019

+x

 

Simon Currin - 9/23/2019

Dick
What you say makes perfect sense but it does sound like a drift towards a workplace type regulated environment where procedures and protocols abound. I enjoyed your tip regarding where these documents get most read and may implement that at work!

Having made those slightly flippant points I do agree that having such documents in place and the procedure rehearsed would be very comforting when something does go wrong. Your idea of sharing those rehearsals with others at the start of the season or at the beginning of an ocean crossing is excellent. Maybe share that idea with Olivier who is organising and Ocean Safety Seminar In November ahead of the Atlantic Crossing season?

Simon

Ali

+x

 

Dick - 9/22/2019

+x

 

Daria Blackwell - 9/3/2019

+x

 

Dick - 9/3/2019

+x

 

Simon Currin - 9/3/2019

OK I am convinced. We will be fitting a Bilge Alarm.
Simon

Hi Simon, While you are at it, go for two: a dedicated high water alarm leveled just above where the bilge pump is activated and wire in an alarm that sounds every time the bilge pump runs. Dick

Oh, Dick, great idea about the alarm indicating the bilge pump is running. I hadn't thought of that. If you hear it often enough, you'll know there's a problem. Thanks!

The below is part of a series of safety thoughts:
Practice and Drills
The older I get, the more I find myself saying: “If it is not written down, it doesn’t exist.”
Well, the same goes for seamanship and safety: without practice, the best strategy, the most well thought out plan, will not exist when you need it most if it is not practiced. Practice drills are one of the most easily put-off items on anyone’s to-do list, and one of the most important.
Most who read this will think first of COB drills and most, I suspect, will cringe as they reflect on how long since their last practice drill. But I would suggest that other drills: fire, flooding and medical procedures are every bit as important. What is the response to an engine alarm? Or to the alarm from your propane sniffer? These should be thought through ahead of time and periodically reviewed with all crew.
Firstly, it might be argued that every vessel should have a written plan/procedure for each emergency (ours is posted in the head where it is most likely to be occasionally reviewed). Then, drills can be scheduled, much like the maintenance one does to keep one’s boat in tip-top shape. When you have a drill, do a post-mortem, especially if you have new crew, to get feedback on what works, what does not and for new ideas.
One stimulus to practice might be to organize through a local club or association a weekend day early in the season where boats do practice drills together and share thoughts and procedures: a “safety” day so to speak.
This will be posted in the Forum and I welcome comments/suggestions/thoughts.
My best, Dick Stevenson, s/v Alchemy

Hi Simon,
Some people can pull off a seat-of-one’s-pants existence reacting spontaneously and successfully to the slings and arrows one encounters in offshore passage making: but I am not one of them. Nor, do I believe, are the vast majority of cruisers. Most of us need to be well prepared to respond to an unfolding and unexpected event with speed and efficiency. We are usually far less competent in anxious situations than anticipated.
It is no accident (pun intended) that airline pilots are wedded to a comprehensive checklist before they leave the ground. Nor is it surprising that hospitals and medical practices (you may be able to confirm this) are turning to checklists of various sorts to promote safety and to make less likely error: “accidental” deaths and inadvertent problems are documented to decrease markedly.
And it is not a coincidence that these activities have a responsible person (pilot, doctor, nurse) responsible for passengers/patients who essentially put their faith in the “system” such as it is.
My best, Dick Stevenson, s/v Alchemy

+x

 

David Tyler - 9/23/2019

+x

 

Dick - 9/23/2019

+x

 

Simon Currin - 9/23/2019

Dick
What you say makes perfect sense but it does sound like a drift towards a workplace type regulated environment where procedures and protocols abound. I enjoyed your tip regarding where these documents get most read and may implement that at work!

Having made those slightly flippant points I do agree that having such documents in place and the procedure rehearsed would be very comforting when something does go wrong. Your idea of sharing those rehearsals with others at the start of the season or at the beginning of an ocean crossing is excellent. Maybe share that idea with Olivier who is organising and Ocean Safety Seminar In November ahead of the Atlantic Crossing season?

Simon

Ali

+x

 

Dick - 9/22/2019

+x

 

Daria Blackwell - 9/3/2019

+x

 

Dick - 9/3/2019

+x

 

Simon Currin - 9/3/2019

OK I am convinced. We will be fitting a Bilge Alarm.
Simon

Hi Simon, While you are at it, go for two: a dedicated high water alarm leveled just above where the bilge pump is activated and wire in an alarm that sounds every time the bilge pump runs. Dick

Oh, Dick, great idea about the alarm indicating the bilge pump is running. I hadn't thought of that. If you hear it often enough, you'll know there's a problem. Thanks!

The below is part of a series of safety thoughts:
Practice and Drills
The older I get, the more I find myself saying: “If it is not written down, it doesn’t exist.”
Well, the same goes for seamanship and safety: without practice, the best strategy, the most well thought out plan, will not exist when you need it most if it is not practiced. Practice drills are one of the most easily put-off items on anyone’s to-do list, and one of the most important.
Most who read this will think first of COB drills and most, I suspect, will cringe as they reflect on how long since their last practice drill. But I would suggest that other drills: fire, flooding and medical procedures are every bit as important. What is the response to an engine alarm? Or to the alarm from your propane sniffer? These should be thought through ahead of time and periodically reviewed with all crew.
Firstly, it might be argued that every vessel should have a written plan/procedure for each emergency (ours is posted in the head where it is most likely to be occasionally reviewed). Then, drills can be scheduled, much like the maintenance one does to keep one’s boat in tip-top shape. When you have a drill, do a post-mortem, especially if you have new crew, to get feedback on what works, what does not and for new ideas.
One stimulus to practice might be to organize through a local club or association a weekend day early in the season where boats do practice drills together and share thoughts and procedures: a “safety” day so to speak.
This will be posted in the Forum and I welcome comments/suggestions/thoughts.
My best, Dick Stevenson, s/v Alchemy

Hi Simon,
Some people can pull off a seat-of-one’s-pants existence reacting spontaneously and successfully to the slings and arrows one encounters in offshore passage making: but I am not one of them. Nor, do I believe, are the vast majority of cruisers. Most of us need to be well prepared to respond to an unfolding and unexpected event with speed and efficiency. We are usually far less competent in anxious situations than anticipated.
It is no accident (pun intended) that airline pilots are wedded to a comprehensive checklist before they leave the ground. Nor is it surprising that hospitals and medical practices (you may be able to confirm this) are turning to checklists of various sorts to promote safety and to make less likely error: “accidental” deaths and inadvertent problems are documented to decrease markedly.
And it is not a coincidence that these activities have a responsible person (pilot, doctor, nurse) responsible for passengers/patients who essentially put their faith in the “system” such as it is.
My best, Dick Stevenson, s/v Alchemy

This brings to mind Capt "Sully" Sullenberger, of "Miracle on the Hudson" fame. Having just taken off, he suffers a massive bird strike that takes out both engines. He has seconds to decide what to do. His copilot starts working through the relevant checklist, but Sully realises that he needs power now, and that item comes some way down the checklist. He switches on the Auxiliary Power, and that enables him to make a successful landing in the Hudson that saves the lives of all on board. There had never been a bird strike that had completely disabled an aircraft in this way, so it hadn't been written into the pilot training or the checklists. Sully had to rely on his vast experience and quick thinking, because that was all he had to rely on.

Helmuth von Moltke the Elder (1800 -1891): "No battle plan survives first contact with the enemy".

Mike Tyson: "Everyone has a plan 'till they get punched in the mouth".

To put it another way: "It's not happening like it says in the checklist - now what do I do?"

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Dick - 9/24/2019

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David Tyler - 9/23/2019

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Dick - 9/23/2019

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Simon Currin - 9/23/2019

Dick
What you say makes perfect sense but it does sound like a drift towards a workplace type regulated environment where procedures and protocols abound. I enjoyed your tip regarding where these documents get most read and may implement that at work!

Having made those slightly flippant points I do agree that having such documents in place and the procedure rehearsed would be very comforting when something does go wrong. Your idea of sharing those rehearsals with others at the start of the season or at the beginning of an ocean crossing is excellent. Maybe share that idea with Olivier who is organising and Ocean Safety Seminar In November ahead of the Atlantic Crossing season?

Simon

Ali

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Dick - 9/22/2019

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Daria Blackwell - 9/3/2019

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Dick - 9/3/2019

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Simon Currin - 9/3/2019

OK I am convinced. We will be fitting a Bilge Alarm.
Simon

Hi Simon, While you are at it, go for two: a dedicated high water alarm leveled just above where the bilge pump is activated and wire in an alarm that sounds every time the bilge pump runs. Dick

Oh, Dick, great idea about the alarm indicating the bilge pump is running. I hadn't thought of that. If you hear it often enough, you'll know there's a problem. Thanks!

The below is part of a series of safety thoughts:
Practice and Drills
The older I get, the more I find myself saying: “If it is not written down, it doesn’t exist.”
Well, the same goes for seamanship and safety: without practice, the best strategy, the most well thought out plan, will not exist when you need it most if it is not practiced. Practice drills are one of the most easily put-off items on anyone’s to-do list, and one of the most important.
Most who read this will think first of COB drills and most, I suspect, will cringe as they reflect on how long since their last practice drill. But I would suggest that other drills: fire, flooding and medical procedures are every bit as important. What is the response to an engine alarm? Or to the alarm from your propane sniffer? These should be thought through ahead of time and periodically reviewed with all crew.
Firstly, it might be argued that every vessel should have a written plan/procedure for each emergency (ours is posted in the head where it is most likely to be occasionally reviewed). Then, drills can be scheduled, much like the maintenance one does to keep one’s boat in tip-top shape. When you have a drill, do a post-mortem, especially if you have new crew, to get feedback on what works, what does not and for new ideas.
One stimulus to practice might be to organize through a local club or association a weekend day early in the season where boats do practice drills together and share thoughts and procedures: a “safety” day so to speak.
This will be posted in the Forum and I welcome comments/suggestions/thoughts.
My best, Dick Stevenson, s/v Alchemy

Hi Simon,
Some people can pull off a seat-of-one’s-pants existence reacting spontaneously and successfully to the slings and arrows one encounters in offshore passage making: but I am not one of them. Nor, do I believe, are the vast majority of cruisers. Most of us need to be well prepared to respond to an unfolding and unexpected event with speed and efficiency. We are usually far less competent in anxious situations than anticipated.
It is no accident (pun intended) that airline pilots are wedded to a comprehensive checklist before they leave the ground. Nor is it surprising that hospitals and medical practices (you may be able to confirm this) are turning to checklists of various sorts to promote safety and to make less likely error: “accidental” deaths and inadvertent problems are documented to decrease markedly.
And it is not a coincidence that these activities have a responsible person (pilot, doctor, nurse) responsible for passengers/patients who essentially put their faith in the “system” such as it is.
My best, Dick Stevenson, s/v Alchemy

This brings to mind Capt "Sully" Sullenberger, of "Miracle on the Hudson" fame. Having just taken off, he suffers a massive bird strike that takes out both engines. He has seconds to decide what to do. His copilot starts working through the relevant checklist, but Sully realises that he needs power now, and that item comes some way down the checklist. He switches on the Auxiliary Power, and that enables him to make a successful landing in the Hudson that saves the lives of all on board. There had never been a bird strike that had completely disabled an aircraft in this way, so it hadn't been written into the pilot training or the checklists. Sully had to rely on his vast experience and quick thinking, because that was all he had to rely on.

Helmuth von Moltke the Elder (1800 -1891): "No battle plan survives first contact with the enemy".

Mike Tyson: "Everyone has a plan 'till they get punched in the mouth".

To put it another way: "It's not happening like it says in the checklist - now what do I do?"

Hi David,
My guess is that Cap’t Sully knew the checklist so well that he could quickly scroll down in his mind to the appropriate action to take. And, I would further suggest, that he knew the checklist that well because of his great experience and also because he had under his belt a great deal of practice and drills.
I do not know who said it, But I believe it to be true: “The essence of spontaneity is good preparation.” So, yes, every situation has unique elements, but the better prepared you are, the more likely you will deal with the surprising elements effectively.
So, I read your communication to argue, contrary to what I suggest, that preparation is silly and to be mildly ridiculed: “It's not happening like it says in the checklist - now what do I do?" to take one of your quotes. Or is it to point out that emergencies are more complex than I have portrayed and that one should never blindly follow a checklist, but rather be prepared to amend one’s planned and prepared reactions to fit the unexpected elements in a situation. I certainly agree with the latter sentence.
My best, Dick Stevenson, s/v Alchemy

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bwallace - 9/24/2019

Hi, I was looking at the post by Daria on emergency tiller etc. I agree with her re the monitor and emergency rudder attachment. We fortunately have not used ours either.
But in regard to the emergency tiller, we always keep it ready at hand in the aft locker, and ensure the hole in the locker shelving is not blocked with clutter so the shaft can be quickly attached to the rudder head. I do admit every time we open the locker it is there winking at us., but for the last couple of seasons I had forgotten to free off the deck opening so I could deploy the rudder. When I thought of doing that a few weeks ago, it it was seized solid, and took quite a long effort to free the threaded cover, which has now been lubricated and is ready for use if needed. Just one of the many things that can be neglected!

Brian.
S/V Darramy

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jmounter - 10/1/2019

Two weeks ago a friend, with two aboard his 55 footer, was sailing off Mallorca in strong winds, clocking speeds in excess of 9 knots. As they turned into the bay of Palma, as often happens, the wind completely died. They turned on the engine and took course for Palma. Because they had been sailing hard, all hatches except the main one were shut and that was open only an inch or two.

As those who have sailed extensively in the Med will know, not everyone tolerates wearing life jackets at all times so, against the safety advice, the jackets were below but placed so they could be easily retrieved. ( It is hard to criticise people for not wearing them when temperatures are well above 30 degrees, most are very uncomfortable. Flat calms, the boat motoring at, say 7 knots, what could go wrong?)

Approximately fifteen minutes after starting the engine one of them noticed a wisp of what appeared to be smoke coming out of the main hatch. On opening the hatch they were driven back by thick, foul toxic smoke. They shut it again and opened a cockpit locker to get at a fire extinguisher. Again they faced clouds of thick yellow and black sooty smoke.

Having immediately shut off the engine they tried again to get below, but could not. Meanwhile, they launched a liferaft, which inflated the wrong way up. The drogue deployed and pulled the raft to the end of its tether. It took exhausting minutes to haul it in and turn it the right way up. By then it had a foot and a half of water inside. Luckily, the sea was flat calm.

The skipper has tried to use the deck VHF to put out a May Day but all electrics were dead. Handheld VHFs were below but fortunately the skipper had his mobile phone in his pocket and sent for help on that. A Customs boat and a rescue craft were quickly on the scene and recovered all safely from the liferaft. The rescue boat pumped large amount of water into the yacht and extinguished the fire. She was towed to port.

On examining the boat back on shore, things got scary. The liferaft was kept in one of those bins that some yachts have, below the cockpit floor and over the engine. The heat from the engine fire had started to melt the bin, which was heavily blistered. Fortunately, the liferaft has been in a container and not a valise, or it might have been seriously damaged. The heat had also started to blister the purpose built gas bottle stowage locker.

The Skipper is highly experienced and generally very careful about safety. One of his crew is a professional yachtsman. They comment that they were extremely lucky. In the Caribbean, the Pacific, the Med, or anywhere where you can get days of benign sunny, shorts and T shirt weather, it is easy to think you are relatively safe. Particularly so when seas are flat calm and you are not far offshore.

But what if that main hatch had been closed completely and the fire had burned another ten minutes before being noticed? What if they had been fifty miles offshore, not ten? What if the liferaft had caught fire or been severely damaged? What if all the mobile phones had been below decks or they had been out of mob range? What if the gas had been on at the bottle and the lines had burned through?

This could in different circumstances, on a different day, in a different place have been a true disaster. Fire at sea is one of our greatest dangers. The skipper says he will never go to sea again without his grab bag on deck, I usually hang ours from the companion way steps and might have been able to grab that, an alternative way. He recommends mounting the liferaft on the push pit or, in any case, never in one of those purpose built liferaft storage bins over an engine. Too many liferafts inflate the wrong way up. Service companies should perhaps be encouraged to ensure that if this is a possibility, the drogue will not come out of the liferaft until purposefully deployed. If you insist on not wearing life jackets, because it is too hot and sticky, at least have them to hand.

I am sure there are other lessons from this incident, which happily caused no deaths or injuries.

Julian.

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jmounter - 10/1/2019

Hi Dick, I agree with all your thoughts, including the alarm. I dd not recall but have a feeling they did have a smoke alarm, but sounding below. Clearly if these are any use they need to have sound in the cockpit, too. With an engine running and hatches closed, anything down below would be very hard to hear. We have an auto fire extinguisher and now we are sailing back in northern waters both my Admiral and I keep Epirbs in our clothing. I always keep a hand held VHF on deck, too. The advice about getting the liferaft ready, immediately a real problem is discovered, is very important. But, of course, they did that on this occasion and it seems it may have been cooking for up to 18 minutes. In a Valise it might have been toast. As a stowage arrangement, that system is hopeless and my friend is writing to the upmarket boat manufacturer to warn them. Imagine this: Half way across an ocean, everyone on deck, clipped on and wearing lifejackets. Hatches closed. They start the engine to charge and, as with my friend, cannot get below. The life raft doesn’t inflate having been cooked. Fire is starting to cook the gas bottle stowage, as it did for my friends. Choices: None. Swim, try to survive in a dinghy ( if you can get it out of a fiery locker and inflate it in time ) or suffer a fiery death.With or without alarms, even with lifejackets properly worn, that ‘over the engine’ liferaft stowage system is deadly, in my view, and I urge fellow members who have it to use it to stow extra ropes or maybe a spare anchor and look for an alternative place to keep their ‘last chance’ .

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Dick - 10/10/2019

Shifting One’s Mind-Set
At this time when many are looking at ocean passages to warmer climates for the winter, one’s Safety at Sea is usually founded on a mind-set that is developed after long years of sailing, and much experience in a wide range of conditions. This mind-set is hard earned and serves us well. It is, however, possible, even for those who have a lot of sea miles and especially for first timers, to induce mind-sets that can markedly improve safety.
For example: When on passage, I think there is a world of difference, when doing a 360 sweep of the ocean, if you tell yourself ahead of time that there is a potentially dangerous ship out there and you just need to find it. The work is then to convince yourself that you were wrong: that there is no ship out there. This may be a particular effective suggestion for new and inexperienced crew.
The same goes for pre-passage inspections (or all inspections for that matter): look for the problem you “know” is there. When I go aloft to check rigging, I “tell myself” that a problem exists and I just need to find it. And then convince myself there is no problem.
I know this “mind-set” shift changes my behavior from what might be termed casual-but-attentive to one of increased diligence: others have confirmed that this “mind-set” shift made them more focused.
My best, Dick Stevenson, s/v Alchemy

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Daria Blackwell - 10/10/2019

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Dick - 10/10/2019

Shifting One’s Mind-Set
At this time when many are looking at ocean passages to warmer climates for the winter, one’s Safety at Sea is usually founded on a mind-set that is developed after long years of sailing, and much experience in a wide range of conditions. This mind-set is hard earned and serves us well. It is, however, possible, even for those who have a lot of sea miles and especially for first timers, to induce mind-sets that can markedly improve safety.
For example: When on passage, I think there is a world of difference, when doing a 360 sweep of the ocean, if you tell yourself ahead of time that there is a potentially dangerous ship out there and you just need to find it. The work is then to convince yourself that you were wrong: that there is no ship out there. This may be a particular effective suggestion for new and inexperienced crew.
The same goes for pre-passage inspections (or all inspections for that matter): look for the problem you “know” is there. When I go aloft to check rigging, I “tell myself” that a problem exists and I just need to find it. And then convince myself there is no problem.
I know this “mind-set” shift changes my behavior from what might be termed casual-but-attentive to one of increased diligence: others have confirmed that this “mind-set” shift made them more focused.
My best, Dick Stevenson, s/v Alchemy

Dick,
This is a really important concept. Being convinced that there is a problem makes one concentrate on really investigating thoroughly.

Along with that is the question I ask myself while on watch -- "What if?"  I learned that from astronauts talking about their training protocols. What if a shroud breaks?  What if the forestay fails?  What if we hit a whale? What if the genoa sheet snaps?  What if we have an overlap on the winch? What if there's an injury aboard? And so on. By walking through 'what ifs' on a routine basis, the response to a risk scenario may be faster and more appropriate if thought through well in advance. 

Cheers,
Daria 

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Daria Blackwell - 10/10/2019

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Dick - 10/10/2019

Shifting One’s Mind-Set
At this time when many are looking at ocean passages to warmer climates for the winter, one’s Safety at Sea is usually founded on a mind-set that is developed after long years of sailing, and much experience in a wide range of conditions. This mind-set is hard earned and serves us well. It is, however, possible, even for those who have a lot of sea miles and especially for first timers, to induce mind-sets that can markedly improve safety.
For example: When on passage, I think there is a world of difference, when doing a 360 sweep of the ocean, if you tell yourself ahead of time that there is a potentially dangerous ship out there and you just need to find it. The work is then to convince yourself that you were wrong: that there is no ship out there. This may be a particular effective suggestion for new and inexperienced crew.
The same goes for pre-passage inspections (or all inspections for that matter): look for the problem you “know” is there. When I go aloft to check rigging, I “tell myself” that a problem exists and I just need to find it. And then convince myself there is no problem.
I know this “mind-set” shift changes my behavior from what might be termed casual-but-attentive to one of increased diligence: others have confirmed that this “mind-set” shift made them more focused.
My best, Dick Stevenson, s/v Alchemy

Dick,
This is a really important concept. Being convinced that there is a problem makes one concentrate on really investigating thoroughly.

Along with that is the question I ask myself while on watch -- "What if?"  I learned that from astronauts talking about their training protocols. What if a shroud breaks?  What if the forestay fails?  What if we hit a whale? What if the genoa sheet snaps?  What if we have an overlap on the winch? What if there's an injury aboard? And so on. By walking through 'what ifs' on a routine basis, the response to a risk scenario may be faster and more appropriate if thought through well in advance. 

Cheers,
Daria 

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Daria Blackwell - 6/24/2019

Dick, you are so right. When we were first getting acquainted with Aleria, our Bowman 57, we went through every piece of gear aboard and studied how to deploy it when necessary. Naturally, an emergency tiller would be useful to get at quickly. But when looking at ours and trying to fit it, we realized we would have to be steering from under the berth in our aft cabin, periodically sticking our heads out the hatch to check on things happening on deck. Not an ideal situation. 

That's when we decided that the Monitor windvane steering system, with its emergency rudder configuration, would be a good backup system for us. And so we fitted the Monitor which we love. Fortunately, we have not needed to deploy it despite losing steering - twice - mid-Atlantic. Because of our sail configuration (cutter ketch), we can balance Aleria exceedingly well. While I stayed on deck and steered the boat by adjusting sails, Alex worked on the steering. The first time, a gearbox had seized; many hours of greasing and manual persuasion finally managed to loosen it. We have rod steering and several gearboxes. We had called into our Atlantic crossing net via SSB and several yachts diverted to our position to assist if needed, but we got lucky. Fortunately, it held until Grenada where we replaced the gear.

The second time, the quadrant 'jumped' off the post. I had to align the wheel precisely up on deck so that Alex could refit it below. Naturally, I was at the helm both times. :ermm: 

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Silvio - 11/3/2019

Back to 2009 when I crossed from Galapagos to Marquesas, a 3200 miles route that took us 19 days to complete, I had a lot of time on hand to think about improving easiness and safety on board, so I made a few changes on managing the sails and on the ship abandoning procedures that included:
1. Reefing: when you have to reef a sail, is already because conditions are deteriorating so, the worst thing you can do, is going to the mast to reef the main sail. To resolve that, I installed one counter halyard (pull down) for each reef ( have 3), so I could pull down the sail from the cockpit, avoiding going to the mast. That significantly improved the effort of reefing the main sail. Recently, on winds over 50 knots, I found myself having to go to the mast to take the rest of the main sail down from reef 3 to zero, so I installed one small counter halyard to pull the last piece of main sail completely down, from inside the cockpit. Later, I had a chance to test the system on a real situation, and, provided that you manage that small cable well, avoided the trip to the mast on real bad wind or sea conditions.
2. Abandoning ship: Working on the "what ifs" of abandoning ships, came to mind that, the most important thing to take with you is water, so, I reserved a 3, 5L pet bottles of water, from which I took some wayer out to promote positive buoyancy, tie them together with a small rope, and tie the small rope on a longer rope, to take it out, throw it on the water, holding the long rope, and tying it up to the raft or other floating equipment to be used on the abandoning ship procedure.
3. Abandoning pack: using one of the waterproofed abandonig sacks, I put inside it:
Spot, Epirb, TelSat, Batteries, Solar powered chargers, Portable, waterproof VHF, on abandoning ship, take this sack out with you.

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Dick - 11/3/2019

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Silvio - 11/3/2019

Back to 2009 when I crossed from Galapagos to Marquesas, a 3200 miles route that took us 19 days to complete, I had a lot of time on hand to think about improving easiness and safety on board, so I made a few changes on managing the sails and on the ship abandoning procedures that included:
1. Reefing: when you have to reef a sail, is already because conditions are deteriorating so, the worst thing you can do, is going to the mast to reef the main sail. To resolve that, I installed one counter halyard (pull down) for each reef ( have 3), so I could pull down the sail from the cockpit, avoiding going to the mast. That significantly improved the effort of reefing the main sail. Recently, on winds over 50 knots, I found myself having to go to the mast to take the rest of the main sail down from reef 3 to zero, so I installed one small counter halyard to pull the last piece of main sail completely down, from inside the cockpit. Later, I had a chance to test the system on a real situation, and, provided that you manage that small cable well, avoided the trip to the mast on real bad wind or sea conditions.
2. Abandoning ship: Working on the "what ifs" of abandoning ships, came to mind that, the most important thing to take with you is water, so, I reserved a 3, 5L pet bottles of water, from which I took some wayer out to promote positive buoyancy, tie them together with a small rope, and tie the small rope on a longer rope, to take it out, throw it on the water, holding the long rope, and tying it up to the raft or other floating equipment to be used on the abandoning ship procedure.
3. Abandoning pack: using one of the waterproofed abandonig sacks, I put inside it:
Spot, Epirb, TelSat, Batteries, Solar powered chargers, Portable, waterproof VHF, on abandoning ship, take this sack out with you.

Hi Silvio,
I appreciate your thoughts and suggestions. And yes, long hours on watch is conducive to much good reflection.
I will comment in turn here in this area of the Forum and may find better places to copy and paste your comments and my responses where those interested in, say, abandon ship procedures, can benefit from your thoughts.
Where to reef from:
I have participated in a number of discussions with respect to the debate of going to the mast for reefing vs staying in the cockpit. Experienced sailors fall into both categories so there is no consensus: generally, my take is that going to the mast prevails, but that may be a matter of boat design.
Basically, I do not consider this to be a “better than/worse than”/ seamanship issue where one is safer than the other. Some boats lend them selves to one system over the other and some boat’s initial design makes reefing from cockpit a bear to retrofit. The “on-watch” crew should always be ready to go on deck in any case (kitted up to conditions and harnessed) and I espouse a “deck walk” every watch to look for trouble (parts on the deck, chafe, fouled pennants and the like). In challenging conditions, this can be done at change of watch while the crew going off-watch is still kitted up and available.
I can certainly understand why one would not wish to go forward to reef in deteriorating conditions, but something is not right if the “worse thing you can do is go to the mast to reef”. If really nervous, reefing can always be accomplished from a hove-to position: about as comfortable as the boat can get. And, although not one’s idea of fun, it is never good to put off going forward: crew should always be willing, not necessarily excited, but willing to go forward and feel it is safe and reasonable to do so.
On Alchemy, our first two reefs are done from the cockpit. One of the pluses of this is that it can be done single handed from a safe location and there is no need to bother the off-watch person. Our third reef I need to go to the mast and a crew is needed to lower the sail from the halyard lead back to the cockpit. Even if reefing could all be done single-handed at the mast, I might feel, if going on deck to reef, some wish to wake the off watch person and have them know that I was working the deck.
Water etc. when abandoning ship:
Similar concerns and appreciate your solution. On Alchemy, my offshore raft was equipped with water packets and a Katadyne hand-held watermaker. The latter was expensive, bought brought some piece of mind. My Abandon Ship Bag had more water in re-usable containers. I also carried a 20l/5g jerry can (handy where good water is scarce) which, when off-shore would be filled to 3/4rs filled. The jerry can and ASB would be tied together and all floated.
Many of the items you mention are in our ASB at all times and ready to go. We also have a list of “last minute” items that started with the sat-phone and went down from there in order of importance. Having a waterproof bag for these items easily at hand when offshore is a wise pre-caution.
My best, Dick Stevenson, s/v Alchemy

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Dick - 12/18/2019

Do No Harm
It is in the nature of cruising widely that skippers occasionally have to repair a system about which they may have little knowledge. It has been my experience and observation that there are some skills which make it quite likely that one will succeed in the repair.
My first “rule” is taken right out of medical training: “Do No Harm”. The primary danger where experience and knowledge are limited is that, in the poking around searching for a solution, that matters are made worse. Next worry is that you do not document how items came apart.
Please! Do not rely on memory: your smart-phone camera is an impressive tool in this regard. The best insurance to doing no harm is to proceed slowly and thoughtfully: usually there is no rush. In addition to photos, take real-time notes: partly as the notes will be helpful, but also because the taking of notes is a marvelous stimulus to creative problem solving. It is far too easy to get stuck in a limited line of thinking.
The next and last tool to be mentioned is persistence. If one persists in poking around and resists doing harm, the problem is very likely to reveal itself. Give yourself the mind-set to persist: tell yourself that you are learning about the system at hand, rather than repairing it. Make it fun and feed your curiosity and you will very likely execute the repair. At worst, you will have a better knowledge of the problem and what the next step is.
Please find this Thought in the Forum where comments/thoughts/questions can be posted.
Safe sailing, Dick Stevenson, s/v Alchemy

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Dick - 3/24/2020

Another Safety at Sea thought:
Schematics
They would have been a great winter project, but it is not too late: use this virus plagued down time to make schematics. Do some research and start at home from the comfort of your easy chair and then go to the boat. Of all the tools that are important in diagnosis, and to then dealing quickly and effectively to an on-board problem, comprehensive schematics are likely the most neglected. This is important when in your home waters, but at sea, when all are tired and the boat is bouncing about, swift and easy diagnosis and repairs becomes a safety issue.
Even if you choose professionals to do the work, you will save him/her hours (and yourself money) by good schematics. Our boats have become quite complicated and even the best of us are wise not to rely on memory. Schematics can include the electrical system (AC and DC), plumbing (fresh, salt, sanitation, fuel), instrument wiring, and coax runs among others. You will learn a great deal, and be far better prepared with good schematics drawn up and carefully stored on board.
But note, include the details: wire gauge sizes, hose diameters, all junctions, etc. etc. Schematics can allow for “virtual” repair; instead of diving blindly into dark corners, take your schematic, settle into your settee and take the symptoms of your problem and apply them to your schematic. At minimal, this is a great stimulus to problem-solving and, more likely, save hours of chasing down dead ends.
Please add your thoughts in the Forum,
Stay safe, Dick Stevenson, s/v Alchemy

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Dick - 3/24/2020

Another Safety at Sea thought:
Schematics
They would have been a great winter project, but it is not too late: use this virus plagued down time to make schematics. Do some research and start at home from the comfort of your easy chair and then go to the boat. Of all the tools that are important in diagnosis, and to then dealing quickly and effectively to an on-board problem, comprehensive schematics are likely the most neglected. This is important when in your home waters, but at sea, when all are tired and the boat is bouncing about, swift and easy diagnosis and repairs becomes a safety issue.
Even if you choose professionals to do the work, you will save him/her hours (and yourself money) by good schematics. Our boats have become quite complicated and even the best of us are wise not to rely on memory. Schematics can include the electrical system (AC and DC), plumbing (fresh, salt, sanitation, fuel), instrument wiring, and coax runs among others. You will learn a great deal, and be far better prepared with good schematics drawn up and carefully stored on board.
But note, include the details: wire gauge sizes, hose diameters, all junctions, etc. etc. Schematics can allow for “virtual” repair; instead of diving blindly into dark corners, take your schematic, settle into your settee and take the symptoms of your problem and apply them to your schematic. At minimal, this is a great stimulus to problem-solving and, more likely, save hours of chasing down dead ends.
Please add your thoughts in the Forum,
Stay safe, Dick Stevenson, s/v Alchemy

+x

 

Dick - 4/21/2020

+x

 

Dick - 3/24/2020

Another Safety at Sea thought:
Schematics
They would have been a great winter project, but it is not too late: use this virus plagued down time to make schematics. Do some research and start at home from the comfort of your easy chair and then go to the boat. Of all the tools that are important in diagnosis, and to then dealing quickly and effectively to an on-board problem, comprehensive schematics are likely the most neglected. This is important when in your home waters, but at sea, when all are tired and the boat is bouncing about, swift and easy diagnosis and repairs becomes a safety issue.
Even if you choose professionals to do the work, you will save him/her hours (and yourself money) by good schematics. Our boats have become quite complicated and even the best of us are wise not to rely on memory. Schematics can include the electrical system (AC and DC), plumbing (fresh, salt, sanitation, fuel), instrument wiring, and coax runs among others. You will learn a great deal, and be far better prepared with good schematics drawn up and carefully stored on board.
But note, include the details: wire gauge sizes, hose diameters, all junctions, etc. etc. Schematics can allow for “virtual” repair; instead of diving blindly into dark corners, take your schematic, settle into your settee and take the symptoms of your problem and apply them to your schematic. At minimal, this is a great stimulus to problem-solving and, more likely, save hours of chasing down dead ends.
Please add your thoughts in the Forum,
Stay safe, Dick Stevenson, s/v Alchemy

Another Safety at Sea Thought
A cruising skipper’s lot
If I offered you the opportunity to engage in an activity where the dominant background emotion was one a low-grade anxiety, what would you say? And, if on top of that enticing offer, I were to suggest that, during this activity, you would ask yourself many times every day and with almost every decision you make, “What can go wrong with this?”, how would you respond to me?
I would contend that, to a large extent, the above is a skipper’s cross to bear: looking for areas where the boat or crew might get into trouble. And it says something about the ultimate gratifications of cruising that most skippers bear that cross with grace and competence. A conscientious skipper has to not only tolerate, but actually embrace, a good deal of worry, or what I experience as “fretting”. This is more potently the case if the skipper has loved ones on board. And the skipper’s challenge is to transform this fretting, which starts well before the boat gets to the water, into action. For this fretting, this worry, this looking for where things can go pear shaped, is what keeps the boat and her crew safe.
It is not the boat that keeps crew safe, it is the skipper: for the boat is only an extension of the skipper. The boat reflects her skipper’s capacity to imagine the challenges that might emerge, to make choices among the various options and take the action necessary to prepare the boat and to then be prepared with creative responses to meet the un-anticipated.
We can continue these thoughts in the Forum.
Safe sailing, Dick Stevenson, s/v Alchemy

+x

 

Daria Blackwell - 4/21/2020

+x

 

Dick - 3/24/2020

Another Safety at Sea thought:
Schematics
They would have been a great winter project, but it is not too late: use this virus plagued down time to make schematics. Do some research and start at home from the comfort of your easy chair and then go to the boat. Of all the tools that are important in diagnosis, and to then dealing quickly and effectively to an on-board problem, comprehensive schematics are likely the most neglected. This is important when in your home waters, but at sea, when all are tired and the boat is bouncing about, swift and easy diagnosis and repairs becomes a safety issue.
Even if you choose professionals to do the work, you will save him/her hours (and yourself money) by good schematics. Our boats have become quite complicated and even the best of us are wise not to rely on memory. Schematics can include the electrical system (AC and DC), plumbing (fresh, salt, sanitation, fuel), instrument wiring, and coax runs among others. You will learn a great deal, and be far better prepared with good schematics drawn up and carefully stored on board.
But note, include the details: wire gauge sizes, hose diameters, all junctions, etc. etc. Schematics can allow for “virtual” repair; instead of diving blindly into dark corners, take your schematic, settle into your settee and take the symptoms of your problem and apply them to your schematic. At minimal, this is a great stimulus to problem-solving and, more likely, save hours of chasing down dead ends.
Please add your thoughts in the Forum,
Stay safe, Dick Stevenson, s/v Alchemy

Hi Dick,
We'd love to go to the boat and work on her or update our schematics. But they closed the marinas before we could launch and put a restriction on travel. We can't go more than 2 km from home unless we have to buy food or medicine. This coronavirus pandemic probably means we won't launch at all this year. What will that do to her systems?  No use for two years?
Daria

+x

 

Daria Blackwell - 4/21/2020

+x

 

Dick - 4/21/2020

+x

 

Dick - 3/24/2020

Another Safety at Sea thought:
Schematics
They would have been a great winter project, but it is not too late: use this virus plagued down time to make schematics. Do some research and start at home from the comfort of your easy chair and then go to the boat. Of all the tools that are important in diagnosis, and to then dealing quickly and effectively to an on-board problem, comprehensive schematics are likely the most neglected. This is important when in your home waters, but at sea, when all are tired and the boat is bouncing about, swift and easy diagnosis and repairs becomes a safety issue.
Even if you choose professionals to do the work, you will save him/her hours (and yourself money) by good schematics. Our boats have become quite complicated and even the best of us are wise not to rely on memory. Schematics can include the electrical system (AC and DC), plumbing (fresh, salt, sanitation, fuel), instrument wiring, and coax runs among others. You will learn a great deal, and be far better prepared with good schematics drawn up and carefully stored on board.
But note, include the details: wire gauge sizes, hose diameters, all junctions, etc. etc. Schematics can allow for “virtual” repair; instead of diving blindly into dark corners, take your schematic, settle into your settee and take the symptoms of your problem and apply them to your schematic. At minimal, this is a great stimulus to problem-solving and, more likely, save hours of chasing down dead ends.
Please add your thoughts in the Forum,
Stay safe, Dick Stevenson, s/v Alchemy

Another Safety at Sea Thought
A cruising skipper’s lot
If I offered you the opportunity to engage in an activity where the dominant background emotion was one a low-grade anxiety, what would you say? And, if on top of that enticing offer, I were to suggest that, during this activity, you would ask yourself many times every day and with almost every decision you make, “What can go wrong with this?”, how would you respond to me?
I would contend that, to a large extent, the above is a skipper’s cross to bear: looking for areas where the boat or crew might get into trouble. And it says something about the ultimate gratifications of cruising that most skippers bear that cross with grace and competence. A conscientious skipper has to not only tolerate, but actually embrace, a good deal of worry, or what I experience as “fretting”. This is more potently the case if the skipper has loved ones on board. And the skipper’s challenge is to transform this fretting, which starts well before the boat gets to the water, into action. For this fretting, this worry, this looking for where things can go pear shaped, is what keeps the boat and her crew safe.
It is not the boat that keeps crew safe, it is the skipper: for the boat is only an extension of the skipper. The boat reflects her skipper’s capacity to imagine the challenges that might emerge, to make choices among the various options and take the action necessary to prepare the boat and to then be prepared with creative responses to meet the un-anticipated.
We can continue these thoughts in the Forum.
Safe sailing, Dick Stevenson, s/v Alchemy

Hi Dick,

It's not just the skipper's responsibility. We sail short-handed most of the time so it's basically like single-handing half the time. I spend my watches at night thinking like an astronaut. I go through numerous 'What if...?' scenarios. What if we hit something?  What if an alarm goes off?  What if the steering fails?  What if the wind vane breaks?  What if we get a sudden and violent change of conditions?  Visualising what to do is a form of advance preparation. 

We've had things go wrong, in fact we've just about all of the above happen. What we've learned is that if we don't panic, and act as a team, we can usually get through anything. In fact, we've learned most of all that neither one of us tends to panic and freeze. So far, we've managed to do the right things. 

Thanks for sparking these discussions. Stay safe. 
Daria

+x

 

Dick - 4/22/2020

+x

 

Daria Blackwell - 4/21/2020

+x

 

Dick - 4/21/2020

+x

 

Dick - 3/24/2020

Another Safety at Sea thought:
Schematics
They would have been a great winter project, but it is not too late: use this virus plagued down time to make schematics. Do some research and start at home from the comfort of your easy chair and then go to the boat. Of all the tools that are important in diagnosis, and to then dealing quickly and effectively to an on-board problem, comprehensive schematics are likely the most neglected. This is important when in your home waters, but at sea, when all are tired and the boat is bouncing about, swift and easy diagnosis and repairs becomes a safety issue.
Even if you choose professionals to do the work, you will save him/her hours (and yourself money) by good schematics. Our boats have become quite complicated and even the best of us are wise not to rely on memory. Schematics can include the electrical system (AC and DC), plumbing (fresh, salt, sanitation, fuel), instrument wiring, and coax runs among others. You will learn a great deal, and be far better prepared with good schematics drawn up and carefully stored on board.
But note, include the details: wire gauge sizes, hose diameters, all junctions, etc. etc. Schematics can allow for “virtual” repair; instead of diving blindly into dark corners, take your schematic, settle into your settee and take the symptoms of your problem and apply them to your schematic. At minimal, this is a great stimulus to problem-solving and, more likely, save hours of chasing down dead ends.
Please add your thoughts in the Forum,
Stay safe, Dick Stevenson, s/v Alchemy

Another Safety at Sea Thought
A cruising skipper’s lot
If I offered you the opportunity to engage in an activity where the dominant background emotion was one a low-grade anxiety, what would you say? And, if on top of that enticing offer, I were to suggest that, during this activity, you would ask yourself many times every day and with almost every decision you make, “What can go wrong with this?”, how would you respond to me?
I would contend that, to a large extent, the above is a skipper’s cross to bear: looking for areas where the boat or crew might get into trouble. And it says something about the ultimate gratifications of cruising that most skippers bear that cross with grace and competence. A conscientious skipper has to not only tolerate, but actually embrace, a good deal of worry, or what I experience as “fretting”. This is more potently the case if the skipper has loved ones on board. And the skipper’s challenge is to transform this fretting, which starts well before the boat gets to the water, into action. For this fretting, this worry, this looking for where things can go pear shaped, is what keeps the boat and her crew safe.
It is not the boat that keeps crew safe, it is the skipper: for the boat is only an extension of the skipper. The boat reflects her skipper’s capacity to imagine the challenges that might emerge, to make choices among the various options and take the action necessary to prepare the boat and to then be prepared with creative responses to meet the un-anticipated.
We can continue these thoughts in the Forum.
Safe sailing, Dick Stevenson, s/v Alchemy

Hi Dick,

It's not just the skipper's responsibility. We sail short-handed most of the time so it's basically like single-handing half the time. I spend my watches at night thinking like an astronaut. I go through numerous 'What if...?' scenarios. What if we hit something?  What if an alarm goes off?  What if the steering fails?  What if the wind vane breaks?  What if we get a sudden and violent change of conditions?  Visualising what to do is a form of advance preparation. 

We've had things go wrong, in fact we've just about all of the above happen. What we've learned is that if we don't panic, and act as a team, we can usually get through anything. In fact, we've learned most of all that neither one of us tends to panic and freeze. So far, we've managed to do the right things. 

Thanks for sparking these discussions. Stay safe. 
Daria

Hi Daria,
I write these Thoughts with about 250 words in mind which precludes the opportunity to deal with nuances and exceptions. The Forum is a great place for follow-ups so thanks for the opportunity.
You bring up excellent points. Your habit of anticipation: the “what if” scenarios you describe, is similar to the “fretting” I describe. A crew that participates in this way makes for a safer boat better prepared to respond to challenges.
There are some few boats that function well with shared skipper duties: the danger is to ensure that, in the shared responsibility, some important function does not fall between the cracks. For most boats, in my observation, there is a skipper who takes overall responsibility for the vessel’s preparation and safety, often delegating tasks and, hopefully, responding to and welcoming crew/partner suggestions and involvement. On most boats, there is one person who embodies “where the buck stops”.
That said there will be crew on watch alone and this crew must be prepared to run the boat and make decisions about what needs doing, including when to wake the off-watch crew/skipper: the on-watch crew carries responsibility.
I think it is an interesting to note the wide continuum of crew skills: the range being from skipper level skills through experienced crew to new crew to those who operate largely as passengers. (This is an important subject in its own right: especially the ability of crew /partner to take over for a disabled skipper.)
So, in the real world, I think there is always some degree of shared responsibility on most cruising boats, but, also, most cruising recreational boats have one person who is considered skipper and who operates as such. (One can argue whether this is “best” and certainly proffer alternatives.) This person is the skipper I am referring to in my short piece of writing and who must, to my mind, shoulder the burden, the “Skippers Lot” I referred to.
Being a skipper is a considerable responsibility.
My best, Dick Stevenson, s/v Alchemy

+x

 

Simon Currin - 5/28/2020

Lovely article Dick and so true. I remember on a double handed passage to the Azores my crew, not Sally, fell asleep on watch. Luckily I discovered this early and let him sleep on in the cockpit until his mobile phone pinged welcoming him to Graciosa. I was the Best Man at his wedding and made sure everyone knew about his unconventional way of monitoring an imminent landfall.
Simon

+x

 

Dick - 6/3/2020

+x

 

Simon Currin - 5/28/2020

Lovely article Dick and so true. I remember on a double handed passage to the Azores my crew, not Sally, fell asleep on watch. Luckily I discovered this early and let him sleep on in the cockpit until his mobile phone pinged welcoming him to Graciosa. I was the Best Man at his wedding and made sure everyone knew about his unconventional way of monitoring an imminent landfall.
Simon

Hi all,
In the above, I was referring to fatigue that builds up during a passage.
I am reminded, there is another another Dangerous Companion: pre-departure fatigue. This is fatigue which results from the work and anxiety that usually accompanies the preparation for a passage. This is especially a challenge for one’s first passage.
On Alchemy, we try to be prepared a day or two ahead of the weather window we are looking at. When well meaning friends are wanting a piece of you and throwing bon voyage parties, it might be wise to go to a quiet anchorage for a night or so to get sorted and settled after the festivities and before departure.
The beginning of any passage is stressful. Everything is far more difficult at the onset of a passage if fatigued and most are far more likely to get seasick when stressed and tired.
My best, Dick Stevenson, s/v Alchemy

+x

 

Dick - 6/24/2020

+x

 

Dick - 6/3/2020

+x

 

Simon Currin - 5/28/2020

Lovely article Dick and so true. I remember on a double handed passage to the Azores my crew, not Sally, fell asleep on watch. Luckily I discovered this early and let him sleep on in the cockpit until his mobile phone pinged welcoming him to Graciosa. I was the Best Man at his wedding and made sure everyone knew about his unconventional way of monitoring an imminent landfall.
Simon

Hi all,
In the above, I was referring to fatigue that builds up during a passage.
I am reminded, there is another another Dangerous Companion: pre-departure fatigue. This is fatigue which results from the work and anxiety that usually accompanies the preparation for a passage. This is especially a challenge for one’s first passage.
On Alchemy, we try to be prepared a day or two ahead of the weather window we are looking at. When well meaning friends are wanting a piece of you and throwing bon voyage parties, it might be wise to go to a quiet anchorage for a night or so to get sorted and settled after the festivities and before departure.
The beginning of any passage is stressful. Everything is far more difficult at the onset of a passage if fatigued and most are far more likely to get seasick when stressed and tired.
My best, Dick Stevenson, s/v Alchemy

Hi all,
Below is my contribution to this month’s “Thought on Safety at Sea” for the e-Bulletin.
Maintenance
I have written about how preparation for catastrophic events (flooding, for example) benefits those responding: IOW, the essence of effective action is good preparation. Similarly, good boat preparation makes likely far less drama. And drama on the high seas is never to be courted. Roald Amundson put it this way, “Adventure is just bad planning.”
And the essence of boat preparation is good maintenance. Good maintenance is the vaccine for a multitude of boat illnesses and is far from beginning-of-season/end-of-season chores: it benefits from a little attention every day.
On Alchemy we make a seasonal “book” of the maintenance that needs to be done daily (check bilge for example), weekly (raw water strainer), monthly (test EPIRB battery), quarterly (zincs), semi-annually (lube steering), annually (strip, clean and lube winches). There are also lists for bi-annual, every 5 years, winter, haul-out, mast etc.
This “book” is our maintenance bible and chore tickler: the older I get the more I find that if something is not written down, it does not exist. We check off chores as they are done and make notes on conditions, repair/replacement, etc.
I will include my full lists in the Forum. It seems likely that many entries pertain to all sailing vessels, but each boat will want to customize the lists to their boat. I have generated these lists over 2 decades of cruising, but am clear that I add a few items every year, so I would appreciate additions/comments/thoughts/etc. I would also appreciate reports on how others approach this important task.

+x

 

Simon Currin - 6/24/2020

Dick,
I couldn’t find you list posted on the Forum,
Simon

+x

 

Dick - 6/24/2020

+x

 

Dick - 6/3/2020

+x

 

Simon Currin - 5/28/2020

Lovely article Dick and so true. I remember on a double handed passage to the Azores my crew, not Sally, fell asleep on watch. Luckily I discovered this early and let him sleep on in the cockpit until his mobile phone pinged welcoming him to Graciosa. I was the Best Man at his wedding and made sure everyone knew about his unconventional way of monitoring an imminent landfall.
Simon

Hi all,
In the above, I was referring to fatigue that builds up during a passage.
I am reminded, there is another another Dangerous Companion: pre-departure fatigue. This is fatigue which results from the work and anxiety that usually accompanies the preparation for a passage. This is especially a challenge for one’s first passage.
On Alchemy, we try to be prepared a day or two ahead of the weather window we are looking at. When well meaning friends are wanting a piece of you and throwing bon voyage parties, it might be wise to go to a quiet anchorage for a night or so to get sorted and settled after the festivities and before departure.
The beginning of any passage is stressful. Everything is far more difficult at the onset of a passage if fatigued and most are far more likely to get seasick when stressed and tired.
My best, Dick Stevenson, s/v Alchemy

Hi all,
Below is my contribution to this month’s “Thought on Safety at Sea” for the e-Bulletin.
Maintenance
I have written about how preparation for catastrophic events (flooding, for example) benefits those responding: IOW, the essence of effective action is good preparation. Similarly, good boat preparation makes likely far less drama. And drama on the high seas is never to be courted. Roald Amundson put it this way, “Adventure is just bad planning.”
And the essence of boat preparation is good maintenance. Good maintenance is the vaccine for a multitude of boat illnesses and is far from beginning-of-season/end-of-season chores: it benefits from a little attention every day.
On Alchemy we make a seasonal “book” of the maintenance that needs to be done daily (check bilge for example), weekly (raw water strainer), monthly (test EPIRB battery), quarterly (zincs), semi-annually (lube steering), annually (strip, clean and lube winches). There are also lists for bi-annual, every 5 years, winter, haul-out, mast etc.
This “book” is our maintenance bible and chore tickler: the older I get the more I find that if something is not written down, it does not exist. We check off chores as they are done and make notes on conditions, repair/replacement, etc.
I will include my full lists in the Forum. It seems likely that many entries pertain to all sailing vessels, but each boat will want to customize the lists to their boat. I have generated these lists over 2 decades of cruising, but am clear that I add a few items every year, so I would appreciate additions/comments/thoughts/etc. I would also appreciate reports on how others approach this important task.

+x

 

Dick - 6/24/2020

+x

 

Simon Currin - 6/24/2020

Dick,
I couldn’t find you list posted on the Forum,
Simon

+x

 

Dick - 6/24/2020

+x

 

Dick - 6/3/2020

+x

 

Simon Currin - 5/28/2020

Lovely article Dick and so true. I remember on a double handed passage to the Azores my crew, not Sally, fell asleep on watch. Luckily I discovered this early and let him sleep on in the cockpit until his mobile phone pinged welcoming him to Graciosa. I was the Best Man at his wedding and made sure everyone knew about his unconventional way of monitoring an imminent landfall.
Simon

Hi all,
In the above, I was referring to fatigue that builds up during a passage.
I am reminded, there is another another Dangerous Companion: pre-departure fatigue. This is fatigue which results from the work and anxiety that usually accompanies the preparation for a passage. This is especially a challenge for one’s first passage.
On Alchemy, we try to be prepared a day or two ahead of the weather window we are looking at. When well meaning friends are wanting a piece of you and throwing bon voyage parties, it might be wise to go to a quiet anchorage for a night or so to get sorted and settled after the festivities and before departure.
The beginning of any passage is stressful. Everything is far more difficult at the onset of a passage if fatigued and most are far more likely to get seasick when stressed and tired.
My best, Dick Stevenson, s/v Alchemy

Hi all,
Below is my contribution to this month’s “Thought on Safety at Sea” for the e-Bulletin.
Maintenance
I have written about how preparation for catastrophic events (flooding, for example) benefits those responding: IOW, the essence of effective action is good preparation. Similarly, good boat preparation makes likely far less drama. And drama on the high seas is never to be courted. Roald Amundson put it this way, “Adventure is just bad planning.”
And the essence of boat preparation is good maintenance. Good maintenance is the vaccine for a multitude of boat illnesses and is far from beginning-of-season/end-of-season chores: it benefits from a little attention every day.
On Alchemy we make a seasonal “book” of the maintenance that needs to be done daily (check bilge for example), weekly (raw water strainer), monthly (test EPIRB battery), quarterly (zincs), semi-annually (lube steering), annually (strip, clean and lube winches). There are also lists for bi-annual, every 5 years, winter, haul-out, mast etc.
This “book” is our maintenance bible and chore tickler: the older I get the more I find that if something is not written down, it does not exist. We check off chores as they are done and make notes on conditions, repair/replacement, etc.
I will include my full lists in the Forum. It seems likely that many entries pertain to all sailing vessels, but each boat will want to customize the lists to their boat. I have generated these lists over 2 decades of cruising, but am clear that I add a few items every year, so I would appreciate additions/comments/thoughts/etc. I would also appreciate reports on how others approach this important task.

Hi Simon and all,
Simon, you are quick and I got distracted for a couple of hours.
Below are my Daily, Weekly and Monthly maintenance check lists to give an idea of how this system works. I will add the further lists (Quarterly, Semi-annually etc.) in the future. Clearly some items are specific to my boat for example “Work HT Y valve”. This holding tank Y valve tends to stick if not worked once a week or so and if it gets stuck, generates an un-appealing job.
Please, come back with questions and suggestions of items that I have overlooked.
My best, Dick Stevenson, s/v Alchemy

w/m = watermaker
HT = holding tank
prn = as needed
Espar = Eberspracher furnace

DAILY
o    Check fluids (eng. & genset),& Racor filter bowl_________________________
o    Check bilges; ___eng room, ___main ________________________________

WEEKLY    date________
o    Check: ___raw water strainer, ____w/m strainer prn, ___w/m filters prn______
o    Mold patrol________________________________________________________
o    Vinegar toilet______________________________________________________
o    Computer—back up_________________________________________________
o    Watermaker________________________________________________________
o    Work HT Y valve___________________________________________________
o    Dehumidifier vent, clean & vacuum ___________________________________
o    _________________________________________________________________

MONTHLY    Jan, Feb, Mar, Apr, May, Jun, Jul, Aug, Sep, Oct, Nov, Dec
o    Zincs: ______genset, ______Maxprop, ______hull, ____Spurs, _____shaft
o    Engine & genset inspection: connections, hoses, clamps, drips, etc.____________
o    Propane integrity test (do when putting newly filled tank on)_________________
o    Check EPIRB battery & test___________________________________________
o    Superlube toilet prn,________________________________________________
o    Clean shower strainer prn_____________________________________________
o    Run Espar prn or monthly_____________________________________________
o    Test CO monitor____________________________________________________
o    Charge handheld vhf________________________________________________
o    Reefer: ___clean vents and fans, ___defrost/scrape reefer/freezer plates ________
o    Check/oil wood trim hatches prn_______________________________________
o    Computer (prn): ___A1disk clean-up, ___Microsoft error check (p.185), ___defrag- (p.187), ___system restore (p.198) ____________________________
o    Vacuum out vents: ___ battery charger, ___computer, ___reefer,___dehumidifier,___
o    Charge battery packs for drills________________________________________
o    Check eng cubby for water____________________________________________
o    __________________________________________________________________

+x

 

Dick - 6/24/2020

+x

 

Simon Currin - 6/24/2020

Dick,
I couldn’t find you list posted on the Forum,
Simon

+x

 

Dick - 6/24/2020

+x

 

Dick - 6/3/2020

+x

 

Simon Currin - 5/28/2020

Lovely article Dick and so true. I remember on a double handed passage to the Azores my crew, not Sally, fell asleep on watch. Luckily I discovered this early and let him sleep on in the cockpit until his mobile phone pinged welcoming him to Graciosa. I was the Best Man at his wedding and made sure everyone knew about his unconventional way of monitoring an imminent landfall.
Simon

Hi all,
In the above, I was referring to fatigue that builds up during a passage.
I am reminded, there is another another Dangerous Companion: pre-departure fatigue. This is fatigue which results from the work and anxiety that usually accompanies the preparation for a passage. This is especially a challenge for one’s first passage.
On Alchemy, we try to be prepared a day or two ahead of the weather window we are looking at. When well meaning friends are wanting a piece of you and throwing bon voyage parties, it might be wise to go to a quiet anchorage for a night or so to get sorted and settled after the festivities and before departure.
The beginning of any passage is stressful. Everything is far more difficult at the onset of a passage if fatigued and most are far more likely to get seasick when stressed and tired.
My best, Dick Stevenson, s/v Alchemy

Hi all,
Below is my contribution to this month’s “Thought on Safety at Sea” for the e-Bulletin.
Maintenance
I have written about how preparation for catastrophic events (flooding, for example) benefits those responding: IOW, the essence of effective action is good preparation. Similarly, good boat preparation makes likely far less drama. And drama on the high seas is never to be courted. Roald Amundson put it this way, “Adventure is just bad planning.”
And the essence of boat preparation is good maintenance. Good maintenance is the vaccine for a multitude of boat illnesses and is far from beginning-of-season/end-of-season chores: it benefits from a little attention every day.
On Alchemy we make a seasonal “book” of the maintenance that needs to be done daily (check bilge for example), weekly (raw water strainer), monthly (test EPIRB battery), quarterly (zincs), semi-annually (lube steering), annually (strip, clean and lube winches). There are also lists for bi-annual, every 5 years, winter, haul-out, mast etc.
This “book” is our maintenance bible and chore tickler: the older I get the more I find that if something is not written down, it does not exist. We check off chores as they are done and make notes on conditions, repair/replacement, etc.
I will include my full lists in the Forum. It seems likely that many entries pertain to all sailing vessels, but each boat will want to customize the lists to their boat. I have generated these lists over 2 decades of cruising, but am clear that I add a few items every year, so I would appreciate additions/comments/thoughts/etc. I would also appreciate reports on how others approach this important task.

Hi Simon and all,
Simon, you are quick and I got distracted for a couple of hours.
Below are my Daily, Weekly and Monthly maintenance check lists to give an idea of how this system works. I will add the further lists (Quarterly, Semi-annually etc.) in the future. Clearly some items are specific to my boat for example “Work HT Y valve”. This holding tank Y valve tends to stick if not worked once a week or so and if it gets stuck, generates an un-appealing job.
Please, come back with questions and suggestions of items that I have overlooked.
My best, Dick Stevenson, s/v Alchemy

w/m = watermaker
HT = holding tank
prn = as needed
Espar = Eberspracher furnace

DAILY
o    Check fluids (eng. & genset),& Racor filter bowl_________________________
o    Check bilges; ___eng room, ___main ________________________________

WEEKLY    date________
o    Check: ___raw water strainer, ____w/m strainer prn, ___w/m filters prn______
o    Mold patrol________________________________________________________
o    Vinegar toilet______________________________________________________
o    Computer—back up_________________________________________________
o    Watermaker________________________________________________________
o    Work HT Y valve___________________________________________________
o    Dehumidifier vent, clean & vacuum ___________________________________
o    _________________________________________________________________

MONTHLY    Jan, Feb, Mar, Apr, May, Jun, Jul, Aug, Sep, Oct, Nov, Dec
o    Zincs: ______genset, ______Maxprop, ______hull, ____Spurs, _____shaft
o    Engine & genset inspection: connections, hoses, clamps, drips, etc.____________
o    Propane integrity test (do when putting newly filled tank on)_________________
o    Check EPIRB battery & test___________________________________________
o    Superlube toilet prn,________________________________________________
o    Clean shower strainer prn_____________________________________________
o    Run Espar prn or monthly_____________________________________________
o    Test CO monitor____________________________________________________
o    Charge handheld vhf________________________________________________
o    Reefer: ___clean vents and fans, ___defrost/scrape reefer/freezer plates ________
o    Check/oil wood trim hatches prn_______________________________________
o    Computer (prn): ___A1disk clean-up, ___Microsoft error check (p.185), ___defrag- (p.187), ___system restore (p.198) ____________________________
o    Vacuum out vents: ___ battery charger, ___computer, ___reefer,___dehumidifier,___
o    Charge battery packs for drills________________________________________
o    Check eng cubby for water____________________________________________
o    __________________________________________________________________

+x

 

Dick - 6/24/2020

+x

 

Dick - 6/3/2020

+x

 

Simon Currin - 5/28/2020

Lovely article Dick and so true. I remember on a double handed passage to the Azores my crew, not Sally, fell asleep on watch. Luckily I discovered this early and let him sleep on in the cockpit until his mobile phone pinged welcoming him to Graciosa. I was the Best Man at his wedding and made sure everyone knew about his unconventional way of monitoring an imminent landfall.
Simon

Hi all,
In the above, I was referring to fatigue that builds up during a passage.
I am reminded, there is another another Dangerous Companion: pre-departure fatigue. This is fatigue which results from the work and anxiety that usually accompanies the preparation for a passage. This is especially a challenge for one’s first passage.
On Alchemy, we try to be prepared a day or two ahead of the weather window we are looking at. When well meaning friends are wanting a piece of you and throwing bon voyage parties, it might be wise to go to a quiet anchorage for a night or so to get sorted and settled after the festivities and before departure.
The beginning of any passage is stressful. Everything is far more difficult at the onset of a passage if fatigued and most are far more likely to get seasick when stressed and tired.
My best, Dick Stevenson, s/v Alchemy

Hi all,
Below is my contribution to this month’s “Thought on Safety at Sea” for the e-Bulletin.
Maintenance
I have written about how preparation for catastrophic events (flooding, for example) benefits those responding: IOW, the essence of effective action is good preparation. Similarly, good boat preparation makes likely far less drama. And drama on the high seas is never to be courted. Roald Amundson put it this way, “Adventure is just bad planning.”
And the essence of boat preparation is good maintenance. Good maintenance is the vaccine for a multitude of boat illnesses and is far from beginning-of-season/end-of-season chores: it benefits from a little attention every day.
On Alchemy we make a seasonal “book” of the maintenance that needs to be done daily (check bilge for example), weekly (raw water strainer), monthly (test EPIRB battery), quarterly (zincs), semi-annually (lube steering), annually (strip, clean and lube winches). There are also lists for bi-annual, every 5 years, winter, haul-out, mast etc.
This “book” is our maintenance bible and chore tickler: the older I get the more I find that if something is not written down, it does not exist. We check off chores as they are done and make notes on conditions, repair/replacement, etc.
I will include my full lists in the Forum. It seems likely that many entries pertain to all sailing vessels, but each boat will want to customize the lists to their boat. I have generated these lists over 2 decades of cruising, but am clear that I add a few items every year, so I would appreciate additions/comments/thoughts/etc. I would also appreciate reports on how others approach this important task.

+x

 

Dick - 6/24/2020

+x

 

Simon Currin - 6/24/2020

Dick,
I couldn’t find you list posted on the Forum,
Simon

+x

 

Dick - 6/24/2020

+x

 

Dick - 6/3/2020

+x

 

Simon Currin - 5/28/2020

Lovely article Dick and so true. I remember on a double handed passage to the Azores my crew, not Sally, fell asleep on watch. Luckily I discovered this early and let him sleep on in the cockpit until his mobile phone pinged welcoming him to Graciosa. I was the Best Man at his wedding and made sure everyone knew about his unconventional way of monitoring an imminent landfall.
Simon

Hi all,
In the above, I was referring to fatigue that builds up during a passage.
I am reminded, there is another another Dangerous Companion: pre-departure fatigue. This is fatigue which results from the work and anxiety that usually accompanies the preparation for a passage. This is especially a challenge for one’s first passage.
On Alchemy, we try to be prepared a day or two ahead of the weather window we are looking at. When well meaning friends are wanting a piece of you and throwing bon voyage parties, it might be wise to go to a quiet anchorage for a night or so to get sorted and settled after the festivities and before departure.
The beginning of any passage is stressful. Everything is far more difficult at the onset of a passage if fatigued and most are far more likely to get seasick when stressed and tired.
My best, Dick Stevenson, s/v Alchemy

Hi all,
Below is my contribution to this month’s “Thought on Safety at Sea” for the e-Bulletin.
Maintenance
I have written about how preparation for catastrophic events (flooding, for example) benefits those responding: IOW, the essence of effective action is good preparation. Similarly, good boat preparation makes likely far less drama. And drama on the high seas is never to be courted. Roald Amundson put it this way, “Adventure is just bad planning.”
And the essence of boat preparation is good maintenance. Good maintenance is the vaccine for a multitude of boat illnesses and is far from beginning-of-season/end-of-season chores: it benefits from a little attention every day.
On Alchemy we make a seasonal “book” of the maintenance that needs to be done daily (check bilge for example), weekly (raw water strainer), monthly (test EPIRB battery), quarterly (zincs), semi-annually (lube steering), annually (strip, clean and lube winches). There are also lists for bi-annual, every 5 years, winter, haul-out, mast etc.
This “book” is our maintenance bible and chore tickler: the older I get the more I find that if something is not written down, it does not exist. We check off chores as they are done and make notes on conditions, repair/replacement, etc.
I will include my full lists in the Forum. It seems likely that many entries pertain to all sailing vessels, but each boat will want to customize the lists to their boat. I have generated these lists over 2 decades of cruising, but am clear that I add a few items every year, so I would appreciate additions/comments/thoughts/etc. I would also appreciate reports on how others approach this important task.

Hi Simon and all,
Simon, you are quick and I got distracted for a couple of hours.
Below are my Daily, Weekly and Monthly maintenance check lists to give an idea of how this system works. I will add the further lists (Quarterly, Semi-annually etc.) in the future. Clearly some items are specific to my boat for example “Work HT Y valve”. This holding tank Y valve tends to stick if not worked once a week or so and if it gets stuck, generates an un-appealing job.
Please, come back with questions and suggestions of items that I have overlooked.
My best, Dick Stevenson, s/v Alchemy

w/m = watermaker
HT = holding tank
prn = as needed
Espar = Eberspracher furnace

DAILY
o    Check fluids (eng. & genset),& Racor filter bowl_________________________
o    Check bilges; ___eng room, ___main ________________________________

WEEKLY    date________
o    Check: ___raw water strainer, ____w/m strainer prn, ___w/m filters prn______
o    Mold patrol________________________________________________________
o    Vinegar toilet______________________________________________________
o    Computer—back up_________________________________________________
o    Watermaker________________________________________________________
o    Work HT Y valve___________________________________________________
o    Dehumidifier vent, clean & vacuum ___________________________________
o    _________________________________________________________________

MONTHLY    Jan, Feb, Mar, Apr, May, Jun, Jul, Aug, Sep, Oct, Nov, Dec
o    Zincs: ______genset, ______Maxprop, ______hull, ____Spurs, _____shaft
o    Engine & genset inspection: connections, hoses, clamps, drips, etc.____________
o    Propane integrity test (do when putting newly filled tank on)_________________
o    Check EPIRB battery & test___________________________________________
o    Superlube toilet prn,________________________________________________
o    Clean shower strainer prn_____________________________________________
o    Run Espar prn or monthly_____________________________________________
o    Test CO monitor____________________________________________________
o    Charge handheld vhf________________________________________________
o    Reefer: ___clean vents and fans, ___defrost/scrape reefer/freezer plates ________
o    Check/oil wood trim hatches prn_______________________________________
o    Computer (prn): ___A1disk clean-up, ___Microsoft error check (p.185), ___defrag- (p.187), ___system restore (p.198) ____________________________
o    Vacuum out vents: ___ battery charger, ___computer, ___reefer,___dehumidifier,___
o    Charge battery packs for drills________________________________________
o    Check eng cubby for water____________________________________________
o    __________________________________________________________________

+x

 

Dick - 7/31/2020

+x

 

Dick - 6/24/2020

+x

 

Simon Currin - 6/24/2020

Dick,
I couldn’t find you list posted on the Forum,
Simon

+x

 

Dick - 6/24/2020

+x

 

Dick - 6/3/2020

+x

 

Simon Currin - 5/28/2020

Lovely article Dick and so true. I remember on a double handed passage to the Azores my crew, not Sally, fell asleep on watch. Luckily I discovered this early and let him sleep on in the cockpit until his mobile phone pinged welcoming him to Graciosa. I was the Best Man at his wedding and made sure everyone knew about his unconventional way of monitoring an imminent landfall.
Simon

Hi all,
In the above, I was referring to fatigue that builds up during a passage.
I am reminded, there is another another Dangerous Companion: pre-departure fatigue. This is fatigue which results from the work and anxiety that usually accompanies the preparation for a passage. This is especially a challenge for one’s first passage.
On Alchemy, we try to be prepared a day or two ahead of the weather window we are looking at. When well meaning friends are wanting a piece of you and throwing bon voyage parties, it might be wise to go to a quiet anchorage for a night or so to get sorted and settled after the festivities and before departure.
The beginning of any passage is stressful. Everything is far more difficult at the onset of a passage if fatigued and most are far more likely to get seasick when stressed and tired.
My best, Dick Stevenson, s/v Alchemy

Hi all,
Below is my contribution to this month’s “Thought on Safety at Sea” for the e-Bulletin.
Maintenance
I have written about how preparation for catastrophic events (flooding, for example) benefits those responding: IOW, the essence of effective action is good preparation. Similarly, good boat preparation makes likely far less drama. And drama on the high seas is never to be courted. Roald Amundson put it this way, “Adventure is just bad planning.”
And the essence of boat preparation is good maintenance. Good maintenance is the vaccine for a multitude of boat illnesses and is far from beginning-of-season/end-of-season chores: it benefits from a little attention every day.
On Alchemy we make a seasonal “book” of the maintenance that needs to be done daily (check bilge for example), weekly (raw water strainer), monthly (test EPIRB battery), quarterly (zincs), semi-annually (lube steering), annually (strip, clean and lube winches). There are also lists for bi-annual, every 5 years, winter, haul-out, mast etc.
This “book” is our maintenance bible and chore tickler: the older I get the more I find that if something is not written down, it does not exist. We check off chores as they are done and make notes on conditions, repair/replacement, etc.
I will include my full lists in the Forum. It seems likely that many entries pertain to all sailing vessels, but each boat will want to customize the lists to their boat. I have generated these lists over 2 decades of cruising, but am clear that I add a few items every year, so I would appreciate additions/comments/thoughts/etc. I would also appreciate reports on how others approach this important task.

Hi Simon and all,
Simon, you are quick and I got distracted for a couple of hours.
Below are my Daily, Weekly and Monthly maintenance check lists to give an idea of how this system works. I will add the further lists (Quarterly, Semi-annually etc.) in the future. Clearly some items are specific to my boat for example “Work HT Y valve”. This holding tank Y valve tends to stick if not worked once a week or so and if it gets stuck, generates an un-appealing job.
Please, come back with questions and suggestions of items that I have overlooked.
My best, Dick Stevenson, s/v Alchemy

w/m = watermaker
HT = holding tank
prn = as needed
Espar = Eberspracher furnace

DAILY
o    Check fluids (eng. & genset),& Racor filter bowl_________________________
o    Check bilges; ___eng room, ___main ________________________________

WEEKLY    date________
o    Check: ___raw water strainer, ____w/m strainer prn, ___w/m filters prn______
o    Mold patrol________________________________________________________
o    Vinegar toilet______________________________________________________
o    Computer—back up_________________________________________________
o    Watermaker________________________________________________________
o    Work HT Y valve___________________________________________________
o    Dehumidifier vent, clean & vacuum ___________________________________
o    _________________________________________________________________

MONTHLY    Jan, Feb, Mar, Apr, May, Jun, Jul, Aug, Sep, Oct, Nov, Dec
o    Zincs: ______genset, ______Maxprop, ______hull, ____Spurs, _____shaft
o    Engine & genset inspection: connections, hoses, clamps, drips, etc.____________
o    Propane integrity test (do when putting newly filled tank on)_________________
o    Check EPIRB battery & test___________________________________________
o    Superlube toilet prn,________________________________________________
o    Clean shower strainer prn_____________________________________________
o    Run Espar prn or monthly_____________________________________________
o    Test CO monitor____________________________________________________
o    Charge handheld vhf________________________________________________
o    Reefer: ___clean vents and fans, ___defrost/scrape reefer/freezer plates ________
o    Check/oil wood trim hatches prn_______________________________________
o    Computer (prn): ___A1disk clean-up, ___Microsoft error check (p.185), ___defrag- (p.187), ___system restore (p.198) ____________________________
o    Vacuum out vents: ___ battery charger, ___computer, ___reefer,___dehumidifier,___
o    Charge battery packs for drills________________________________________
o    Check eng cubby for water____________________________________________
o    __________________________________________________________________

+x

 

Dick - 6/24/2020

+x

 

Dick - 6/3/2020

+x

 

Simon Currin - 5/28/2020

Lovely article Dick and so true. I remember on a double handed passage to the Azores my crew, not Sally, fell asleep on watch. Luckily I discovered this early and let him sleep on in the cockpit until his mobile phone pinged welcoming him to Graciosa. I was the Best Man at his wedding and made sure everyone knew about his unconventional way of monitoring an imminent landfall.
Simon

Hi all,
In the above, I was referring to fatigue that builds up during a passage.
I am reminded, there is another another Dangerous Companion: pre-departure fatigue. This is fatigue which results from the work and anxiety that usually accompanies the preparation for a passage. This is especially a challenge for one’s first passage.
On Alchemy, we try to be prepared a day or two ahead of the weather window we are looking at. When well meaning friends are wanting a piece of you and throwing bon voyage parties, it might be wise to go to a quiet anchorage for a night or so to get sorted and settled after the festivities and before departure.
The beginning of any passage is stressful. Everything is far more difficult at the onset of a passage if fatigued and most are far more likely to get seasick when stressed and tired.
My best, Dick Stevenson, s/v Alchemy

Hi all,
Below is my contribution to this month’s “Thought on Safety at Sea” for the e-Bulletin.
Maintenance
I have written about how preparation for catastrophic events (flooding, for example) benefits those responding: IOW, the essence of effective action is good preparation. Similarly, good boat preparation makes likely far less drama. And drama on the high seas is never to be courted. Roald Amundson put it this way, “Adventure is just bad planning.”
And the essence of boat preparation is good maintenance. Good maintenance is the vaccine for a multitude of boat illnesses and is far from beginning-of-season/end-of-season chores: it benefits from a little attention every day.
On Alchemy we make a seasonal “book” of the maintenance that needs to be done daily (check bilge for example), weekly (raw water strainer), monthly (test EPIRB battery), quarterly (zincs), semi-annually (lube steering), annually (strip, clean and lube winches). There are also lists for bi-annual, every 5 years, winter, haul-out, mast etc.
This “book” is our maintenance bible and chore tickler: the older I get the more I find that if something is not written down, it does not exist. We check off chores as they are done and make notes on conditions, repair/replacement, etc.
I will include my full lists in the Forum. It seems likely that many entries pertain to all sailing vessels, but each boat will want to customize the lists to their boat. I have generated these lists over 2 decades of cruising, but am clear that I add a few items every year, so I would appreciate additions/comments/thoughts/etc. I would also appreciate reports on how others approach this important task.

Medical Training
Preparing for safety at sea can be more an emotionally challenging issue (actually doing it) than a “best practices” issue (figuring out the way to do it). Nothing may document this better than a recent survey on medical emergency preparedness of about-to-go-offshore sailboats reported by OCC member Dr. Maria Forbes. Her statistics (see the OCC Forum) present a dim picture of both training and medical kit by these about-to-be-on-their-own vessels.
Going to sea, especially for skippers, is a complex mixture of recreation and responsibility. It is not a stretch to say there is a responsibility for the lives of others. One does not go to sea expecting disasters--quite the contrary, and allowing the reality of say, the myriad of possible medical challenges a skipper might face on an ocean passage, is intimidating. Countering a natural reluctance to anticipate and prepare for challenging but unlikely events might be a volitional willingness to imagine the regret that might occur if preparedness was neglected and the worst happened and could have been avoided.
This may not apply if your sailing is along developed countries’ coastlines, but for those who wander widely and cross oceans, medical training (possibly re-training) is the kind of preparation that one hopes to never use. It is also the kind of skill that, if neglected, might allow a handle-able injury or illness to become an emergency or worse.
So, like other safety issues, it might be worth pushing yourself in this area. I am starting an on-line refresher course in wilderness medical preparedness which I will report on in the Forum.
Safe sailing, Dick Stevenson, s/v Alchemy