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Showing content with the highest reputation since 02/27/2019 in all areas

  1. 25 points
    Eight years ago today we lost Spike Perry. The SLIVER project was started just about that time. The project was then dedicated to the memory of Spike. The Spike Burgee will fly on FRANCIS LEE today.
  2. 23 points
    I suspect the negative reaction to this young woman’s venture has two roots. First, it is a bit of a BS publicity stunt; Second, I’m hearing a bunch of cranky old folks that seem jealous of a young person with a big following who is trying to make a difference, Grampa and Gramma – it’s not a good look. You should be encouraging the next generation. Sailing, especially at the high end is all about publicity and marketing – and yes this is a PR stunt. Seriously how does the America’s cup make for better software or superior “drivers' cars”. How does sailing around the world make for better trucks or cars or paint or wind turbines. Stop the hypocrisy – of course it is bullshit marketing. We regularly have threads about the death of sailing, how will we be getting people back into sailing...etc. WAKE THE FUCK UP – here we have a star of the teenage world, with million+ followers and lots of media coverage choosing to make a statement by sailing. This thread should be all about how does the sailing community build on this fantastic PR opportunity to promote sailing to a new generation rather than crapping on a teenage girl who is trying to do good.
  3. 22 points
    So far this kid has activated 1.4 million students in over a hundred countries to protest climate change. You want to sit around splitting hairs over the exact measurement of a unit of carbon or back the kid? Go Greta Go! https://en.m.wikipedia.org/wiki/Greta_Thunberg
  4. 20 points
    A couple of things to bear in mind before any of the haters start throwing more shit around; 1. Plenty of talented and committed people have put a lot of work into building and maintaining this boat, to see it in this condition is going to be heart breaking for a lot more people than just the owner. 2. For the crew, at least the more junior ones, this was their home and they've likely lost a lot of personal possessions and probably their jobs. Regardless of your opinions on the ultra-rich and their 'dick swinging', there are many more layers to this story and people that are probably way more impacted than the owner. Most of these people work in the marine industry and are part of the extended community that we all belong to. So, don't be a dick - if you really don't like superyachts then move on to the next thread....
  5. 19 points
    Buying my Sailboat I have been thinking about the value of writing this for a few days and now I am writing, so you decide if it is of value. I retired in October of 2016, there were a variety of reasons but I was 52 and I realized that there is not enough daylight left in my life. At the new year I looked at finally getting some kind of formal sailing training to add to my years of actual sailing dinghys, hobies, flying juniors, mono’s of around 25’, and occasional crewing on larger stuff. I knew how to sail small craft but never skippered anything over 25’. American based ASA sailing schools are abundant and it appeared to me that the quality and the experience was variable, plus the cost was something that seemed excessive to me. I then looked at other options and found that RYA classes were available in lots of places that would make the whole experience more adventurous. So off to Spain I went for three weeks accommodation aboard along with breaky and lunch with daily classes and a great bunch of classmates. It was a great time and I made friends with whom I still keep in touch with today. So I have a RYA day skipper cert. and an International Certificate of Compliance. 2017 and 2018 went by and I could not stop a divorce so I succumbed and January came around again and I was still losing daylight. I had spent that time doing occasional work for the old employer and took up mountain biking and yoga to fill the time I was not dreaming on Yachtworld, Yacht Market or iNautia. Got a contract on the house and a closing date in early April, so I contacted the brokers for my top three choices from the boat search and bought a one way ticket to Italy where boat no. 1 was sitting. Italians are funny, it seems that multiple brokers list the same yacht and compete for the sale. My broker met me at the airport in Rome and we immediately went to look at it. While we were there another broker brought his clients to look at it and the brokers huddled and bidding started. Now don’t get the wrong idea, I am convinced that I was not being played by my broker, but I was being played by the seller and the other broker. I walked away. I would have liked to buy that boat, but I was not going to play the game. For the following few days the broker and I looked at a few other boats and I learned a lot about the very bureaucratic process that must be accomplished to buy a boat in Italy. There is this little blue booklet that is effectively the title and it must be completed by the administrator of the port where the boat was first registered. This may not be where the boat is today, but hey you have to go back to where it started to change it. I would highly recommend having a buyers agent who is fluent in Italian and your language, along with this process if you go boat shopping in Italy. I got stuck in Rome over Easter. Its amazing, you can’t go anywhere out of Rome. Trains are booked, rental cars are gone, flights are full. So you just have to suck it up and go to the Vatican for Easter. It was a great experience. Boat no. 2 was in Bari and I finally got out of Rome and off to Bari. Well it was actually just north of Bari in a little town called Manfredonia. Train, bus and a lot of walking got me to a nice AirBnB near the port and the next day broker no.2 showed me boat no. 2. It was in great shape, a little above my budget and I wanted to make an offer right then but I decided I needed to see boat no. 3 before I made an offer. Boat 3 was in Corfu so I went to get a ticket for the ferry from Bari to Corfu and found out that it only ran once a week so I spent a few days in Bari doing the tourist thing. I had a great time, Bari is a fun town. Then the day before the ferry to Corfu I got an email from broker no.3 and found out that the owner had moved the boat from Corfu to Malta. Well I had never been to Malta and what the heck. So I took a not so cheap flight from Bari to Malta with a stop over in Rome. Of all things to happen while I was waiting for the connection in Rome I got an email from broker no. 3 that the seller had now decided not to sell boat no. 3. I went apeshit. I begged and got indignant. I was pissed off. But I had never been to Malta so I went. I also called broker no.2 and said to write up an offer and I would be back after a few days in Malta. So I got to Malta and did the tourist thing which by now this whole trip had been more of a tour then a boat buying trip and I wasn’t accomplishing what I set out to do. Anyway I remembered the name of another broker who was based in Malta, that I had read about over my 2 years of searching and I decided to go see them first thing the next morning. I walk in and say Hi I’m here to buy a boat and what do you have for sale in the 43’-47’ range? The first guy looks at me funny and then goes and gets another guy who speaks better english. So they have this boat and it’s a 38 footer, it’s a 2017 model and the owner is in over his head and you can get it for a good deal. Okay it’s a bit small but lets go look. Well it was too small for my desire, so I asked what else was available. Malta broker says that there is this 43 footer that we take care of, but it has been sitting unused for a few years. The owner has kind of disappeared and we are just getting it ready to try to sell it if we can get his attention. It has a new jib, new sea-cocks but it is filthy and really needs a good cleaning before we should show it to you. I ask to go look at it because it was actually the same year and make of boat no. 3 that I missed out on. So we go look and yes it is filthy and the log book says that it has not gone anywhere since 2011. As we are walking away I throw a verbal low offer on the table and Malta broker says I’ll ask my boss and we will see if the owner will take it. The next day, Malta broker called me and said that the owner agreed to my offer. Oh shit! When can we get it pulled and surveyed? How much money do I need to move and where? When can I take possession? Lets make this happen. Oh and it needs a new bimini, dodger, stack pack, toilets, batteries, the list goes on. Oh and can you get a cleaning crew onboard asap. Well I bought it. I have been living on it for 3 weeks now in Malta. I did go back to the US to get my gear and my dog. I never made the offer on boat no. 2. I have cleaned the boat top to bottom inside. Had the hull cleaned. Had a underwater high resolution film survey of the hull, rigging survey, systems survey. You really can’t get a boat pulled with no prior appointment this time of year. I got insurance. Waiting on having it de-registered from Malta so I can get it US documented. Running rigging has been removed and dynema is scheduled for Monday. You'll hear more from me soon. I hope you enjoyed that.
  6. 19 points
    OK, spare me the "f off newbie"...been here before but had to re-register. I was lucky enough to get up close to the boat, and I can honestly say any pictures out there so far simply do not even come close to doing it justice. It's incredible..."porn star" finsh carbon throughout (not black paint as it looks) and just details details details everywhere. Check out the forward windows on the cabin top and the nav lights built into the stanchions for starters. And...here are the foils. They look perfectly "circular" to me and very unlike any of the wide, flat, "Corsair Wing" designs elsewhere. This thing is an absolute WEAPON and Alex has probably already won the psychological startline battle in this. It is an incredible machine and I am 100% rooting for Alex this time round!
  7. 19 points
    Lots of special days, but none better than this. Dad's last sail. He was a mess from the Parkinson's and the associated dementia was robbing him of his mind. But, on this day, for just a few hours, he was the embodiment of joy. Wish I had done this more often.
  8. 18 points
    Even though they've been one of our competitors, I've had great respect for the business Kyle built. This is a hard industry, no question, and I'm sure Kyle thought long and hard about the most profitable way forward for his business. For what it's worth, I've gotten a lot of messages of support from our customers. We've offered to Kyle and his team to purchase the majority, or just all, of their dinghy parts. I haven't heard back yet, but this is a standing offer for me to get on a plane with a blank check and buy that from them. We're also trying to communicate with them that any of their staff that are going to be displaced, should apply here, as we could make homes for them. Finally, we were already in the middle of it, but we're doubling down on our catalog expansion, building out a full custom rig department, and massively expanding our hardware stock here to serve sportboat and keelboat customers. We had a staff meeting yesterday, and we're going to focus fully on finishing that project over the next month or two so we can support sailors with the hardware, line and parts they need. - George
  9. 18 points
    IPLore - I am one of the CEO from RS Sailing (we have 2). I do not really write on forums by your post pretty much sums it up. We have lost this one and we always knew taking on the largest class in the World would not be easy. Change is tough. We completely understand how smaller MNA would struggle and that is why we spent so much time on a transitional plan. You are right, it did hurt (only for a short while) but on Sunday evening on my way home all I felt was pride - We had a go, did it with a smile and made some friends on the way - This is the RS way. It was a real team effort. So we can walk away with our head held high and go back to growing the brand - as you said 'sailor by sailor, club by club, boat by boat BUT I do not see it as the hard way - This is the fun. It is what we have done for 25 years and what we will continue to do...it is why we love what we do. From RS Tera to RS Aero to RS21 we will continue to get more sailors on the water. As a team we reflected today on the pass few weeks and I can honestly we feel like winners. The support we have had from around the world has been unbelievable....and for all those that have liked, comments etc...thank you Jon - RS
  10. 18 points
    Sometimes there are some strange markings on the nautical chart. This time it is a 'ringdyke. I know the place, my mother grew up in this new polder. A few days before WW2 ended the retrieving German troops mined the dyke and blew two holes in it. The polder flooded and all inhabitants had to evacuate. I grabbed some of the material I could make and find and composed a very short historic document. Enjoy! The polder flooded
  11. 17 points
    Business has well and truly picked up!
  12. 16 points
    When I bought my boat 15 years ago I'd found it while recreational boat shopping on the internet one cold February afternoon. I had no intention of buying a boat and certainly had no budget in mind. The agent invited us to inspect it on the hard in a dark shed in near zero temps and somehow my wife and I fell in love. The problem was, we were broke. So, we made the low ball offer almost hoping he wouldn't accept it. Instead of stomping off in an insulted huff, the seller made a generous counter offer and suddenly, without a survey, nor having sailed it nor even seen it in the water, we were boat owners. The next 3 months, waiting for springtime, the chance to uncover and actually get our hands on the boat and get her ready for commissioning were horrible. Every imaginable bad scenario played through my mind endlessly... leaking/ broken keel bolts, hidden cracked frames, leaking thru hulls, rotten plank ends, bad plank fastenings, the woiks. Come launch day... the boat barely leaked a drop, every system fired up flawlessly, the diesel engine (the only contingency I'd held out some money on) turned over twice and purred like a kitten, no smoke and plenty of water in the exhaust. Sure, a great outcome but only after 3 months of mental anguish. Now, 15 years later, I've sold my baby. My hands just hurt too much to do all the stuff I used to enjoy doing so much. I know all the rules about not expecting to recover your investment, and they're all true. I did, however, sell her for 30% more than I paid for her, after an enormous amount of work. After closing the deal we were having lunch with another wooden boat couple and they asked the obvious "How does it feel?" I didn't know then and I'm still not sure I've figured out how I feel yet, more than a month later. I find myself going back over all the old pics of the boat and all the beautiful places she took us and reliving those memories wistfully. I look at the boat shed and it's already filling up with shit. I sold the boat stands a week later, which was a nice gift I hadn't even thought about until after the boat sold. Today I sold my mooring, which had been in the cove at the end of our road. I think this is the one that's really throwing me for a loop. Ya see, as long as the boat was down in the cove, it was pretty much a given that any day we weren't out on the boat, we'd at least drive down to the cove to check on it/ admire it/ chat up the neighbors or just watch the river traffic cruising by. It was not unusual for total strangers to recognize us and thank us for dressing up the cove with our boat, so in some small way I guess we were local heros. Even after the boat sold, for some reason I'd still go down and check out the mooring just out of habit, I guess. So now I have no sailboat, no boat stands, not even a mooring. I guess it's official, I'm not a sailor anymore. Anyone that tries to sell the old 'The two best days of a sailors life...' is full of shit. I still don't know exactly how I feel nor what I'm going to do next sailboatwise, but whatever it is I feel, it's certainly not jubilation. The two best days of a sailors life? That was written by some guy with a Mac 26 or some other soul less piece of floating tripe.
  13. 16 points
    Yeah I remember seeing that video...middle of the Southern Ocean, blowing a fucking gale, the barely 100 pound woman puts on three layers of foul weather gear and two lifejackets so when she climbs the mast and the pitching throws her 20 feet away from the mast and then slams her back into it again, she doesn't break ribs. She goes up, fixes whatever is wrong at the masthead and reeves a new halyard. She climbs down and makes a video where she's exhausted, cold, tired and upset. FUCK She cries, pull off her foulies and shows the camera the bruises and gets on with it. Brass balls. BIG fucking brass balls. I apologise, Dame Ellen for the obscenity but I will never forget seeing that. RESPECT. AND she puts together the entire team, with the day-to-day management aspect AND drives the fundraising engine?? AND is articulate enough to wow the press. Give me a break. Ellen MacArthur is an amazing human being.
  14. 16 points
    Thanks for the love gang all ok will post when I know more on the boat I’m upset at myself and the press and the fact that it damages the multihull fraternity’s image let alone the insurance implications ...
  15. 16 points
    There's a piece of multihull history that's just begging to be told. I've been following this story from the sidelines for several years now. The story of this boat serves as an important lesson about the yachting industry, as well as a turning point in the history of Gunboat, but there are so many subplots and twists to this boat's past, involving so many characters...and the best part is the story is still unfolding. A development this morning gave me a good laugh so I decided I had to share. In the Gunboat South Africa era (2005/6?) a pair of brothers from Latin America approached PJ about buying a Gunboat 62/66. The brothers loved the design but felt the price tag was too steep. Pj assured them that they could never build a boat like a Gunboat for less money, anywhere, and his offering was the best deal going. To try and close the deal PJ (apparently) comped a week's charter aboard Gb6202 Safari (IIRC). The two parties had gotten down to details in the contract but the $3.4m (or whatever the price was) was just too high. The brothers figured PJ was making heaps of money at that price and they wanted a deeper discount than Pj could offer. Despite the free charter, negotiations stalled. Around that same time, PJ decided to stretch the 62 tooling to 66 feet (basically in order to accommodate more equipment and offer more luxury). Now...PJ and MM had had an agreement where MM would get royalties from every GB62 sold...but PJ argued that he was no longer selling 62's, he was selling 66's, so MM was no longer entitled to royalties. Pj told MM to go pound sand. That obviously wasn't a popular decision with MM. Back to the brothers...Frustrated with negotiations with PJ, the brothers approached MM asking if MM would sell a "likeness" of the GB62 design. The brothers wanted to have a GB62 built themselves (without all of the cream that they thought PJ was skimming). MM figured any sense of loyalty between PJ and MM was sorta out of the window so they happily helped. MM changed the bow profile, some corners were rounded, some construction details were changed...but it was a GB62v.2 in spirit if not in name. The brothers went to several builders before settling on Lyman Morse in Maine (back when JB Turner was still there, before JB left for Front Street). PJ was furious that he'd been "betrayed" by MM. He'd spent $100's of thousands on design for the Gunboat 62, he'd spent months trying to close these guys, he had comped a charter, the sale was HIS fish to land, it was HIS design to sell. To MM, after the 62/66 royalty situation, it was the quick and the dead. "Mala" was the final and definitive nail in the coffin for the relationship between GB and MM (though their relationship had apparently been on the rocks for a long time). That breakup ended up driving PJ and GB to Nigel Irens Design for the Gunboat 78 (started in SA), then later the GB60 (China) and finally the GB55 (USA). The GB/MM era was over. Some would argue (including myself) that Gunboat never found its footing after the split with MM. MM would have to wait until the HH line to find commercial success in the market segment again, when MM and Hudson would join forces to settle their blood feud with PJ. As for the not-a-Gunboat 62, "Mala Conducta" was wildly overbudget and way behind schedule. The "outrageous" $3.4m that PJ had been offering for a Gunboat was a bargain in comparison to the (reported) $7m that "Mala" ended up costing. (That excludes the very real possibility that the brothers would've been victims of GB's bankruptcy in SA if they'd gone with PJ...but ignore that fact for rhetorical purposes). Despite the cost and delays the boat was fantastic. I got to see her not long after launch (2009?) and went for a sail. She was heads and shoulders better than any comparable Gunboat of her day. Interior finish was beautiful, the styling updates were perfect. She was the best boat Gunboat never built. There were teething issues (as you'd expect). They snapped a rudder or two, they had issues with the rudder cassettes, but the boat was fast and strong. Before you knew it she was off to the Caribbean and onward to Panama. As for GB/PJ, by the time Mala launched PJ/GB had gone out of business in S. Africa (PJ insists it doesn't count as a bankruptcy, though many would contest that characterization. A difference without a distinction, maybe?). The global economy was melting down and orders were canceling left and right. In truth, PJ had never really been making money hand over fist the way the brothers had assumed, or even making money at all. Even though he had 4 boats under build, without new orders he couldn't finish the boats that he already had contracts for. It turned out buying a Gunboat 62 at a loss for PJ actually WAS a good deal. The first GB "bankruptcy" in SA had revealed the Ponzi scheme nature of boatbuilding. Borrow from Paul to pay Peter in this case, I guess. In the end, Gunboat would go bankrupt 3 more times, repeating the same Ponzi scheme over and over again ("FAKE NEWS! Not bankruptcies!" PJ is yelling at his computer screen somewhere). Having seen behind the curtain, though, I'm much more sympathetic to PJ's difficulties. It's just really fucking hard to build a boat "on time, on budget, on spec", especially if there's some expectation of profitability or a sustainable business model. About a year after launch "Mala Conducta" was struck by lightning in Panama. Structurally the boat was ok but the electrical system was plagued by issues. "Mala" was an early adopter of Lithium batteries and networked electrical systems. They backtracked to Curaçao to haul out and fix the boat. They flew some techs down from Maine to work on her and at some point during her refit the Lithium batteries caught fire. The contractors barely had time to get off before the boat was engulfed in flames. In a stroke of unfortunate luck, Curaçao has some excellent firefighting equipment as a result of oil refinery/fuel storage industry on the island. Instead of spraying water on the burning boat (which wouldn't have worked) they used chemical (foam?) to extinguish the fire. That meant they put the fire out moments before the boat was inarguably a total loss. It had the appearance of a boat, but it wasn't a boat. The resin had burned out, the foam was gone, but the "shell" was intact. I was told you could push your finger through the deck. Below shoulder-height the boat was "fine" but the main bulkhead was toast, the ceiling/deck was scorched, the jack stands had punched through the flooded hulls. To the insurers (reluctant to pay out on a $5m+ claim) it was a repair job. To everyone else it was a total loss. Engineers were flown in, boatbuilders, etc. and no one wanted to touch the project. The insurance claim went to court where it languished for about a decade. The story went quiet. Throughout the saga I followed the story out of sheer morbid curiosity, but I continued paying attention long after the fire because I wanted to believe there was an opportunity there. A power cat! A cheap Hall mast! A sailing cat using a kite instead of a mast! But alas...there's nothing more expensive than a cheap boat. I talked with the guys at MM, I talked to the skipper, the broker, everyone said it was trashed. I was told nearly a year ago that the case had been resolved and the assets would be for sale but I didn't make a move. There was no play to be made and I passed on whatever opportunity might exist. That's why I was so surprised when I saw that a couple of hippies bought it about 6 months ago. They also have a Lagoon 560 that they seemingly live on full time. https://m.facebook.com/Ocean.Nomad/ They managed to get both engines running, jury rigged a stumpy alloy pole for a makeshift mast, strapped the Hall mast on deck, repaired the obvious holes, and splashed the boat. They excitedly put a call out on FB looking for volunteers to crew from Curaçao to the US (in convoy with their other cat). They set sail...and...it seemed to be working! They sailed around Cuba, cruised the Bahamas, and made it to Savannah. Their FB posts showed them hiking waterfalls, swimming with the pigs in Staniel, basically living the dream. It was never revealed what they paid for it, but for a heartbeat I thought "Damn, maybe they DID get a deal and I missed it!" That thought was brief, though. I knew that any refit would be in the millions. There was no deal there. Inevitably the project would be abandoned. It was just a matter of time. That's why I got such a good laugh this AM. The project is for sale, "any reasonable offer considered". https://yachthub.com/list/boats-for-sale/used/sail-catamarans/morrelli-and-melvin-62-luxury-performance-sailing-cat-mala-conducta/231214 I feel bad for the hippies. I'm sure this adventure HAS been an adventure, but it must've also been expensive and time consuming. Any "adult in the room" would've told them to save their money and spend their time elsewhere. It seems to me like this boat has some bad karma wrapped up in it. Luckily for them, they seem to be pulling the plug before the bleeding gets to be too bad. Anyway, this story has been going on for years now. It's like "the Giving Tree" by Shel Silverstein. The drama keeps unfolding, each chapter more tragi-comic than the last. Eventually, maybe someone will hire a bulldozer to turn this boat into landfill, or maybe someone with more money than sense will fix it for real. Either way, it'll be interesting to see how this story ends. What's the lesson? Buy used. Or buy new from a billionaire who doesn't care about profit. Or don't buy a cheap used boat. Or don't start a high-end boatbuilding business without a bankruptcy lawyer on speed dial. I dunno. That's the "Mala Conducta" story.
  16. 15 points
    This is Sailing Anarchy. Really no rules. But there are unwritten rules. There is a standard greeting for newbies. There are posters who deserve a certain amount of respect due to the contributions made. There are threads that will always have a place in SA lore. Sols' NCD, Moonlight walks and Chaz, Swans sash weights, Dogzilla, 1000 days, SJ24 around the world, epic coming out of the closet, and so on. Random pic thread is a SA icon. Thanks almost entirely to the efforts of Hobot. He has created a standard for posting in here that is almost impossible to match. That does not mean other should not post her. But perhaps leaving the last few posts of a page to him do that he can put the first pic on the top of the next. Keeping pic commentaries to simple appreciation and avoiding hijacks. I ought to be pissed at how much time I have spent going down the rabbit hole, chasing the stories of days gone by. But I find myself oddly appreciative and very grateful that, in this syphilis infested chasm that we all are addicted to, he has been a consistent ray of light that is much appreciated. So, Thanks Hobot. Keep up the amazing work Or I could just go F/O WL
  17. 15 points
    Sorry for the long post, maybe some will find it helpful. I had time to write it while my wife and I made our 400 mile/51 hour trip from Newfoundland back to Nova Scotia!! I tried to learn everything I could about the choices I was looking at leading up to buying Boundless. I learned a fair amount about the various Catana models, about which the broker Don Buckle’s knowledge is truly encyclopedic. I chartered a C471 in the Caribbean, and I visited the Catana yard in 2015, and I looked at many boats for sale. I tried the same exercise with Outremer, and did a delivery on O51 Archer from Nanny Cay up to Little Creek, very impressive, and also visited the Outremer yard in 2015, and looked at a number of both the older series and the newer series boats for sale there and elsewhere. I looked at a couple of the Switch 51 cats, and also the sole Switch 55, and a few one-off boats along the way. I increasingly focused on Chris White’s Atlantic series as time went by. Main Pros: I actually really like the forward cockpit. There is some additional weather exposure going upwind, and many people fear water filling such a big box. There are four 3” straight through drains, it won’t hold water for long. Most importantly, it is an incredibly safe place from which to sail the boat. You are inside a waist-high pit, 10 fit from any edge, with all lines and winches right there. There is no climbing up or down or in or out, there is basically zero exposure to overboard risk. The only reason to leave the cockpit is to fly a spinnaker, or furl the mainsail. It’s close to the windlass for easy anchoring coordination, and it’s in the shade of the house when anchored in the typical trade wind afternoon, yet gets the breeze - heaven. And a bit of a multi-hull secret I learned - yes the good ones are fast, but this makes the stern kinda loud with the wakes; it’s quiet up here. The pilot-house salon is a dealmaker for me. Full 360 degree visibility seated or standing, warm and dry. Real doors in and out - two of them! Lots of desk and table space, lots of floor space, lots of seating. Full steering station is a bonus - it’s really rare to have an inside station where you can actually drive the boat if you wanted to. The aft deck, which is a huge space. And I like the dinghy parked on deck there instead of hung on davits. And we keep one of our folding bikes set up on a trainer there, and get cardio at anchor or underway. All the separate spaces on the boat - three on deck, with double entrances to the house, no pinch points, no companionways. Oh, and yeah, it’s a really cool looking boat. Main Cons: Engines under the aft bunks - I would strongly prefer not to have engines in the accommodation space. In practice it’s been OK, but not my favorite. Advantage is weight forward, not parked right at the stern. Fuel tanks in the accommodations - I’d really prefer to have them where many cats do, up in the lockers either side of the mast. On the other hand, the weight is low, and we have huge storage for ground tackle and the deck gear at the mast instead. No “island” bunk - rules out an entire segment of the market I think for a boat this size, and Chris has found a way to turn the amidships bunks 90 degrees to solve this in later designs. In practice it’s been fine. Choosing one: Chris did a clever trick with the A47 mast foil - he pushed the interior beam of the house way out, and got a visual space almost as wide as the A57, at the fairly minor price of pretty narrow side decks on deck. Of course the salon is noticeably shorter fore and aft…..The 90 degree pivot on the midships bunk is good, though the headroom is a little tight. I wasn’t that impressed by the design and execution of the steering equipment. The pros and cons on the mast foil for me I wrote about in a post above, but in the end the boat was too small for us so the foils weren’t really the deciding factor. The A48 we didn’t look at, using the A47MF as a proxy and knowing we’d find it too small. So we focused on the A55 & A57. Chris told me that the only difference between the hulls is a two foot stretch of the forepeaks, for the sole purpose of making the staysail bigger to ease the sail-area gap up to the genoa (good idea we have found). And all the A55’s have centerboards except Spirit (sealed up), and Iron Wing (whale bottom with daggers). Chris also lowered the aft deck on the A57, though the underwing clearance is the same. And Chris switched from Bongers to Alwoplast, claiming they built a lighter boat and with less fairing compound. The three Alwoplast boats I’ve seen are certainly nicer than the two Bongers boats. It certainly seems the Alwoplast boats experimented more with different textiles - Boundless has a lot of extra carbon, and S-Glass, and Kevlar all in the layup. She was said to be 1,200 lbs. lighter than previous boats. The last three A57s were built at Aquidneck. Atlantic 55 - said to be 6 Spirit - 2001 - Bongers #1 - modified - we passed - sold in 2017 Rocketeer? http://sailrocketeer.com Javelin - Chris’s boat Synergy/Iron Wing - 2002 - Bongers #4 - we saw and passed - for sale Ft. Lauderdale Segue - 2003 - Bongers #5 - we saw and passed - still for sale Myor - 2010 - Lombardi Yachts - amateur semi-completion - for sale Beaufort NC Atlantic 57 - said to be 11 Espiritu Santi - 2008 - Alwoplast #1, now for sale Nogal - 2009 - Alwoplast #2 (out cruising) Anna - 2009 - Alwoplast #3 - gone aVida/Boundless - 2009 - Alwoplast #4 we own her now Pata Gao - 2010 - Alwoplast #5 Agility - 2010 - Alwoplast #6 (US, same owner later bought A47MF Agility) Pacific Eagle - 2011 - Alwoplast #7 (Australia?) Hekla — 2011 Alwoplast #8 - We saw - we liked, but sold 3/18 - (MPenman - yours?) Leopard - Aquidneck - capsized, recovered, CW bought from insurance co, in NC for refit. Lely - Aquidneck Cerulean - 2010 Aquidneck - for sale A few questions came up in the thread above: We talked to the owner of Myor, and with CW about her. The hull and deck are a quality professional build. In my opinion, you can strip off and throw out pretty much everything done after that. So the price/time/cost equation just doesn’t work. A57 capsizes - It’s a light boat with a big rig. Operator error is a distinct possibility. Reading between the lines, my personal guess is that accounts for Anna. Leopard I think was in the s**t happens category. The A57 as a rough guesstimate is probably close to double the cost to maintain over the A48. Surprising maybe, but I doubt far off. The A47 might be a bit more than the A48 in the end because somehow that unusual design is going to cost unusual money at some point. Segue is probably the best deal on offer right now, though I haven’t seen the results of the refit done after we saw her. The owner bit the bullet and spent a bunch of money, but she’s also been for sale a long time….. And for Solarfuel - I’d say that unless you find a dealbreaker in the A47MF when you visit, that’s likely to be the best fit for you and your situation. The learning curve for a non-sailor on an A57 would be pretty fierce…..for example, we have 28 pieces of running rigging in our cockpit. I just counted. In the end, it’s really hard buying boats in the 48’ - 58’ size range. They take a lot of maintenance, yet these owners generally don’t have the time to do it themselves. And beyond the usual boatyard/trades help here and there, they generally don’t have the money for a full professional maintenance program. And we encountered more than one owner whose attitude was - I fixed the things that broke, what do you mean the boat’s not well maintained? In general owners in this range tend to “use a boat up” and then move on, with shock they can’t sell for purchase price plus receipts from repairs!! In the end we bought the best boat we found that we could reasonably afford, and we still spent another 15% and three months in the yard doing absolutely necessary items to go live aboard cruising. We’ll spend another 10% and 2 months in the spring to do some updates and improvements, on top of a regular maintenance program. And so on. Hope this is helpful - of course I can keep going, we invested a lot of time in this choice. Happy to talk if somebody wants even more granularity.
  18. 15 points
    My son got his hands on a free yacht, a foxhound 24. She had been waiting for two years on the wharf when he got her. The water stood 20 cm in her hull. But he saw her fine lines and decided to restore her (a bit). It is a no-budget boat, he is a student. But he can use all the boat related stuff I collected in 40 years. I filmed it and what started as a funny videoclip ended a bit melancholic, seeing him sailing away (ish). It is a long clip, 9 min. But you can blame Johann Strauss for that, he composed the Blue Danube and made it 9 minutes. Enjoy:
  19. 14 points
    Hi guys, as you know, initially Chris but then Takao, who I respect beyond just about anyone else in the sailing community commissioned me to do a Carbon rig. Caldecoat is a big boy, 95-100kgs, as am I, but he is 20 years younger and a whole lot fitter. Otaini is 65kgs wringing wet 10 years older than me, but still a whole lot fitter. (there's a message here). Chris's focus was the big rig, for pretty obvious reasons. Takao's focus is Kids in Asia (and he is a big kid often) and he (Takao) has been on about this for years, and the future of any sport, is the growing middle class in Asia, and that's not China, it's Asia. For what ever reason the 4.7 has not had anything like the success there as it has in Europe in particular. Even when we where doing the 29er, 22 years ago, the late great Dave Ovington wanted bigger and more powerful and Takao wanted smaller and easier to sail. Ya got to remember that a 25 year old Asian woman is 50kgs, at 27 year old guy is maybe 65kgs. Sure, like any culture there are bigger people and smaller people but as a whole, Asian's are 10-15kgs less than there Oceania counterparts. Where the C5 rigs are now. The 3 rigs that where in Valencia are in Tracy Usher garage in San Francisco, I don't believe they have been out of the bags yet. In Australia, Chris is doing exactly what the ILCA and OLCA have asked and that is get "a few" rigs (C5) out there for at arms length testing and that is happening. I have one in my roof outside, but it's yet to see the water, but that's not arms length testing [ALT]either. The C6 rig is in remarkable good shape given it had the least amount of time spent on it. But it also need ALT, and there is non scheduled at the moment, the whole focus is on the C5. The C8, probably has had the most amount of testing done on it, because I'm big, Chris is big as is Tom Burton, Gerard West, Bret Perry and just about everyone else who has sailed it. The issue with it is once we made this decision to make them all "check-in-able" which has significant consequence logistically, that the "stump" needs to be addressed. Again, there is one in SFO, but there is no plan beyond some fun sails to progress that to ALT at this stage. Bit on here at the moment on a number of other fronts, but there is a plan to revisit the stump latter this year. Re single handers. I have said this a few times, and Dad addressed it in his book, you need "X" amount of RM/kg to plane. You can't get anywhere near X in a off the gun-whale, body swung single hander. Those kgs are total kgs, so boat, mast sail, foils and the person, so the weight difference between a Melges and a Aero is real, but it's not enough to affect the sum in a manner that will allow either boat to plane up-wind. Just about every one of these boats will do maybe 105% of hull speed, if sailed very well. The difference in weight will be reflected in pointing angle, the lighter boat should point higher, but the conundrum is the lighter boat is more difficult to hold that higher angle because it has less momentum. Off wind, different story, because you can generate enough "x" factor to plane. All boats can, and the more sail you have, the more likely you are to plane so to compare boats you really need to compare say a 7m² sail with another 7m² sail on the lighter boat to get any "real" comparison. My caveat to that is if you use a Carbon mast you can carry about 8-10% more area, so the Carbon rig boat can argue to carry a 7.5 - 7.7m² sail "legitimately" (provided the mast is 50% lighter). Re Carbon. Single word "inertia". And its a X² law. Stepping backwards 2 steps, there is a weight reduction and it is significant. A std Laser alloy rig is 10.4kgs. The Radial is about 10kgs. The new Carbon rig that is a development as in designed to be very cost efficient but is 100% Carbon and is a similar span to a Radial rig comes in a just over 4kgs. (4015 gms I think), that's tracked, but needs fittings, and they weight 28gms (mast head fitting) 102gms (goose-neck fitting). Get into square-heads in a moment but they tend to be full batten, so you carry 500gms more in the sail weight, bottom line is you'r going to end up 5.25 kgs lighter. So a Laser/ILCA dinghy, that's 75kgs (dead weight (no crew) is now 70kgs and that's 7% and that's very very real. Now stepping backwards 1 step, all single handers are sailed up wind at about 6° heel, cut a long story short, the rig hangs out of the boat to leeward, so some of the effort you apply to hold the boat upright (6° heel) is countering the weight of the rig (to leeward) do the maths and its about 5-7% of you right moment. It is this factor that allows a Carbon rigged boat to carry more area, to counter "more available righting moment, what my father would have called Sail Carrying Power and its a simple calculation. So now we have 7% lighter and 7% effectively "more available Righting Moment". Now the biggy, inertia! Took a while to get this, because there was empirical evidence that was not explained but the 2 above, it just did not make sense, but a very "enlightening conversation" with Gottfried (Klampfer) from Austria follow by a fine bottle of red with Paolo (Portiglia) that night In Milan and it all fell into place. Let me see if I can explain this. Yes there is a weight reduction, but its a lot more. The top of this new rig that is about to appear on my door step in 20mm (ID) maybe 25mm OD. At the joint. 1/2 way down its 46mm ID, 51mm OD and at deck level is 52mm ID and 59.5mm OD. It's Carbon and FRP laminate weighs about H1800 (1.8 x the density of water), compare that to the std alloy mast, 50mm OD in the topmast section, 1.7mm WT, lower mast is 64mm OD and 2.4mm WT and alloy is H2700. Yes, one mast weighs about 10kgs, and the other weighs about 4.15kgs, little under 6kgs less, but the CoG, the balance point of the mast is so much lower with the carbon. So the difference is not just the difference in weight, its also the height of that weight, and inertia is that height sq x the weight. So without doing the actual sum, its very easy to end up with a mast that has less than 1/2 the inertia, so whats that? Get a stick, 2.5m long, stick a 10 kg weight on the end of it and walk around holding it upright with one hand, then simulate going over some waves, turning corners (un-expectantly because you did not see that boat coming) or that gust that caught you un-aware's. Then do exactly the same exercise with a 2m stick and put 4kgs on the top. Every time you hit a wave and the boat pitches up-wards or downwards your fighting that inertia, every gust that catch's you un-awares you are fighting that inertia as you have to swing hard to stop the boat rolling to leeward (or windward) that's inertia your fighting, and it becomes draining. Once you sail the lighter rig mast, you never want to go back to the heavier rig. It in itself is not faster, but what happens is the drop in inertia means that you can sail the boat better for longer, and ts simply more fun, and time and time again, even with the most focused individuals, that simply comes through in the data. It was the missing "X" factor in the calculations. If your learning to sail, the rig is far less daunting, it has far less chance to become overwhelming. The simple fact is a carbon rig is far better for the Punter than the Rock Star. Final point is square head versus pin-head rig. Carbon dose not like to bend, because it dose not like to elongate. It can elongate, about 1% without issue/fatigue. Aluminium dose fatigue, it cycles, everyone in the aircraft industry knows this which is why here are so many planes parked in Nevada. Nothing wrong with a good pin-head rig, all my 18teens where pin-heads, Lasers etc etc, but to be able to manipulate them you need a powerful vang and you need to bend the mast about 4.5-5.5%. 4-5.5% you cycle alloy, end of story! A square-head rig, and I define a square head as a sail whose head-board length is at-least 25% of foot length (49er is 27%) and it need to be >90° (FX is about 115°) to the mast, held out by 2 top battens, one at approx 45° and the primary control is downhaul! They bend 1.5-2%. This is getting a bit long so I am going to cut this short, but a Carbon rig is normally a lot smaller than a alloy rig in Dia, and this again is a X² law, and if you couple that with a good square-head sail plan, bending 1/2 as much then there is a very real prospect of developing a mast that will never fatigue. And I really do mean a mast that NEVER goes soft, you can use it for years and years and years. To prove that point the demand for topmasts in the 49er has drop to 1/10th of what we used to sell and the number of boats has risen in the same period. With pin-head and alloy/Carbon combination mast, you went through 3-4 masts per year, now you keep your favorite mast for 3-4 years, Its that dramatic. Sorry, I have to go back and do some work, ciao jB
  20. 14 points
    You think that’s impressive? Just two weeks ago I raced aboard a Beneteau that has been afloat for at least a year!
  21. 13 points
    There is no simple way to describe the procedure for complying with World Sailing’s Equipment Policy. However, there is enough misinformation flying about on various forums and social media that some sort of description of the current working draft is probably required. To start with, one should probably ask what are the principal objectives one is trying to achieve? Enable interested and qualified builders to enter the marketplace (Word Sailing policy), Maintain the mass production nature of the class and encourage economies of scale by favoring fewer larger builders over many small builders (supported and enouraged by World Sailing), Enable all builders to have global access - no longer territorial restrictions (World Sailing policy), The boat and equipment should not cost more and ideally should go down (common sense), Institute a royalty scheme that tries to simultaneously: Recognize the value of the trademark for the current trademark owners, Get agreement on a Fair and Reasonable process that automatically licenses builders in all trademark territories. The plan for this began at last November’s World Council meeting, just a couple of weeks after the World Sailing Annual Meeting where the council had adopted the Olympic Equipment Strategy on a unanimous vote. Nick Page has led the development of this process and in the time since the World Council meeting has had much feedback from PSJ and PSA, then in the past few weeks some comments from LP. Note that while the principles in this document have remained since last November the details have been refined many times and we expect it to continue to evolve as part of the negotiation process until something is hopefully adopted before 1 August. ILCA has taken the lead on preparing a document to describe this process simply because somebody has to do it. To date no builder/trademark owner has submitted a viable alternative proposal meeting World Sailing policy or the objectives stated above - the only working document is the one developed and promoted by the class. If you don’t like this ask the builders/trademark owners why they have not developed an alternative that would actually meet World Sailing policy. There are two main pieces, a section that describes the process a candidate builder would go through to ultimately become approved and a section that describes a process for licensing these builders once they become approved. It is worth pointing out right now that it is this second piece is the cornerstone of the entire process, if a new builder cannot be sure to be granted a license there is really not much incentive to go through the approval process since tooling up to build boats is not going to be an inexpensive process. The document that exists right now is still to be considered a working draft that is still getting input from all the parties. Generally there seems to be agreement on the process for a builder being approved and there remains the “small detail” of working out the licensing terms. Again, this is the cornerstone of the entire process - if the trademark owners can’t come to agreement on this then there is really no process. The builder approval process as it stands now proceeds in three basic steps which can be described pretty generally… in the first step builders submit a tender with information indicating their ability to build boats such as Lasers and offer other very general information really aimed at insuring the tenderer is really serious (e.g. companies that just saw the word “Laser” and sent an application but otherwise are unqualified to be a builder). In the second step potential builders are given access to the necessary documentation required to be able to prepare a real business plan and to verify that they understand the costs involved and have a plan for producing (and a market for selling) enough boats to be sustainable. The final step involves going through the standard LCM procedure for approval of a builder, ultimately going through the actual production process to build a sample set of boats, including several in the presence of the class technical officer, to prove they can build boats in compliance with the construction manual. Ok, a few details glossed over but that is essentially the process. One has to respect the current trademark owners IP and it is clear that in order to sell boats called Lasers a builder must be licensed. Further, as stated in the objectives above, there are meant to no longer be territorial boundaries so a successful applicant will need to be granted a license by all three trademark owners simultaneously. Generally, this is something they collectively should develop and agree to but, again, to date nobody has offered a working alternative. Ask yourself, “what is the Laser trademark worth on any given boat or piece of equipment?” There is probably not an easy answer. LP has provided us with an answer of what it is worth to be a class legal boat as their “club” boats are pretty substantially discounted relative to the class legal versions. After that there is not a lot of room left between the cost to produce the boat and their actual profit margin… so it is a hard question to answer. It is my understanding, and happy to be corrected by experts on SA, but 5-9% is an oft quoted range for trademark licensing. One needs to start somewhere, the initial version of the licensing document did start out in the 8% range as a royalty to be paid to the trademark owners… but the idea is to choose an amount that is representative of what is already built into the price of existing boats. Every builder buying a plaque pays the a fee that goes into a royalty pool which is then distributed back to each of the trademark owners in a ratio which corresponds to their average annual sales over the past five years. Initially there was a small holdback for the class to pay for expected increases in costs to both approve new builders and to do annual inspections. Over the past few weeks there were discussions on the royalty scheme with the result that the last version of the document returned after the final World Sailing hosted meeting had the hold back to the class zeroed out and the rate dropped to closer to 5%. But one should remember this document is still under negotiation, I’m only quoting numbers here to give people an idea of the scale and to have a reference point to other comments made in public. Note that one of the objectives was to “favor fewer larger builders over many smaller builders” to achieve economies of scale. Generally speaking (particularly excepting PSJ where Takao says building Lasers is more a labor of love than a money making adventure), experience has shown that builders producing fewer than around 200 boats per year have struggled to maintain viable operations. Further, World Sailing specifically mentioned concern about small “boutique builders” who exist regardless of cost solely to produce boats for a limited clientele (where one worries they may have incentive to try to focus on builder “better” boats). To address these issues the original proposal contained a minimum royalty payment (to go into the pool to be distributed to the builders) of $200,000 with specific provisions to allow a candidate builder to apply for an exception for valid reasons. Obviously, this can also be seen as a barrier to entry, the most recent document lowered this to $100,000. One could equally argue there should be no minimum and one should simply let the market forces do their work. Personally, I’m in agreement with the latter, I believe the Optimist model shows what will eventually happen - while they list over 30 builders on their website their report to World Sailing this past January showed only 3 active builders with one in China, one in South America and one in Europe, all producing about 2400 boats/year. At the last World Sailing meeting with all of the parties is was made clear that the “commercial” part should be separated from the procedure part. This has been done in the latest draft and it is really now up to the trademark owners to come to agreement on this latter document. One more time - this is the cornerstone of the entire process and without it the entire process is completely meaningless. Right now the trademark owners don’t seem to be in agreement on this issue, it is not in ILCA’s hands to really solve this as at least one trademark owner has made it quite clear this is none of our business. But unless we can come to agreement here we have basically wasted a good 7 months of work, which is a good reason to have the proposed rule change available just in case. Finally, just to reinforce what has already been said here, what is described above is a proposal the class has put forward because, well, someone has to put a proposal forward. Once a document is put on the table it is always easy to criticize it, the challenge is in either putting forward a better proposal or to work with the one on the table viable. To date there has been no alternative proposal which meets World Sailing’s policy. There was engagement over the winter with two of the three builders, its only been in the last few weeks that the third has finally come to the table (in spite of continual repeated attempts to get engagement).
  22. 13 points
    I bought a Henri-Lloyd jacket in Plymouth just before the start of the TwoStar race. I had spent the whole delivery trip going sailing over for the start of the race patching, sewing, and recoating seams of my old jacket and was so cold and miserable that I spent the last of my cash on the nicest offshore jacket I could afford. The next day I was working in the cockpit of the tiny trimaran and the new jacket was sitting at the end of the cockpit still in its wrapper. A Henri-Lloyd sale rep walked by and saw it and asked where I had bought my new 'Jumper'. I didn't know what he was talking about and he said something further about my new 'kit'. I finally figured out he was talking about the foul weather jacket and told him the chandlery where I had spent my last few bucks. He asked if I had paid VAT (which I did...) and he said that I had that coming back to me and he would give me some forms to fill out to help get that money back since I wasn't a local. He asked where my 'Bib' was and I was stumped again. I was in fact trying to reseal my old bottoms of my gear and he pointed at them and asked why I didn't get the matching Henri-Lloyd bib. I told him I was more worried about cold N Atlantic seawater going down my neck than up my trouser cuffs. He just laughed and said he would be back. About 5 minutes later he walk back down the dock with an older distinguished looking gent in tow and introduces him as Mr Lloyd. He explained how I had foregone the bib for the higher priced Offshore Jacket and had some VAT money due to me. I still hadn't figured out who the kind old fellow was but he invited me to take a short stroll with him so up we went to the parking lot. He opens the door to a beautiful chocolate brown Rolls Royce sedan with engraved rear quarter window that read 'Henri-Lloyd'. He said, 'Let's take a short drive...' I slid in the left side door thinking I was going to get a chance to drive a Rolls but then realized it was the passenger seat. When Henri got behind the wheel on the other side I started to have qualms about our 'little drive'. He merely cruised to the other side of the parking lot to where there was a big trailer truck (lorry) with the Henri-Lloyd logo on it and they were hauling out boxes of gear for the big weekend boat show for the start of the TwoStar events. He disappeared into the truck and came back out and handed me the top of the line bib with a smile. I was so grateful until I got back to the boat and saw that the Ocean Bib was far better than my hardwon Offshore Jacket. The sale rep guy came around and offered to go to the chandlery to ensure I got my credit for the VAT paid and when we got there he just suggested to the merchant that they upgrade me to the Ocean jacket and we forgot about the VAT thing. Made the race almost bearable.
  23. 13 points
    [Interviewer:] Welcome, thank you for joining us in what must be a trying time. [Peters & May Spokesman:] It’s a great pleasure, thank you. [Interviewer:] This ship that was involved in the incident in the Mediterranean between Mallorca and Genoa this week… [Peters & May Spokesman:] Yeah, the one the MY Song fell off? [Interviewer:] Yeah [Peters & May Spokesman:] That’s not very typical, I’d like to make that point. [Interviewer:] Well, how is it untypical? [Peters & May Spokesman:] Well, there are a lot of these ships going around the world all the time, and very seldom does anything like this happen … I just don’t want people thinking that shipping luxury boats isn’t safe. [Interviewer:] Was shipping the MY Song safe? [Peters & May Spokesman:] Well I was thinking more about the other ones… [Interviewer:] The ones that are safe... [Peters & May Spokesman:] Yeah... the ones where the luxury boats don’t fall off. [Interviewer:] Well, if this wasn’t safe, why did it have MY Song on it? [Peters & May Spokesman:] Well, I’m not saying it wasn’t safe, it’s just perhaps not quite as safe as some of the other ones. [Interviewer:] Why? [Peters & May Spokesman:] Well, some of them are built so the luxury boats don't fall off at all. [Interviewer:] Wasn’t this built so MY Song wouldn’t fall off? [Peters & May Spokesman:] Well, obviously not. [Interviewer:] “How do you know?” [Peters & May Spokesman:] Well, ‘cause MY Song fell off, with the cradle and fucked the luxury boat right up. It’s a bit of a give-away.” I would just like to make the point that that is not normal. [Interviewer:] Well, what sort of standards are these ships which transport luxury boats built to? [Peters & May Spokesman:] Oh, very rigorous … maritime engineering standards. [Interviewer:] What sort of things? [Peters & May Spokesman:] Well the luxury boats are not supposed to fall off, for a start. [Interviewer:] And what other things? [Peters & May Spokesman:] Well, there are … regulations governing the materials they can be made of [Interviewer:] What materials? [Peters & May Spokesman:] Well, Cardboard’s out [Interviewer:] And? [Peters & May Spokesman:] …No cardboard derivatives… [Interviewer:] Like paper? [Peters & May Spokesman:]. … No paper, no string, no cellotape. No carbon … [Interviewer:] Carbon? [Peters & May Spokesman:] Yep, no carbon. Too fucking expensive... Um, They’ve got to have a steering wheel. There’s a minimum crew requirement.” [Interviewer:] What’s the minimum crew? [Peters & May Spokesman:] Oh… one, I suppose. [Interviewer:] So, the allegations that they are just designed to carry as much freight as possible and to hell with the consequences, I mean that’s ludicrous… [Peters & May Spokesman:] Ludicrous, absolutely ludicrous. These are very, very stable vessels [Interviewer:] So what happened in this case? [Peters & May Spokesman:] Well, MY Song fell off in this case by all means, but that’s very unusual. [Interviewer:] So why did MY Song fall off? [Peters & May Spokesman:] Well, a wave hit it. [Interviewer:] A wave hit it? [Peters & May Spokesman:] A wave hit the ship. [Interviewer:] Is that unusual? [Peters & May Spokesman:] Oh, yeah… At sea? …Chance in a million. [Interviewer:] So what do you do to protect the environment in cases like this? [Peters & May Spokesman:] Well, the ship was towed outside the environment. [Interviewer:] Into another environment…. [Peters & May Spokesman:] No, no, no. it’s been towed beyond the environment, it’s not in the environment [Interviewer:] Yeah, but from one environment to another environment. [Peters & May Spokesman:] No, it’s beyond the environment, it’s not in an environment. It has been towed beyond the environment. [Interviewer:] Well, what’s out there? [Peters & May Spokesman:] Nothing’s out there… [Interviewer:] Well there must be something out there [Peters & May Spokesman:] There is nothing out there… all there is …. is sea …and birds ….and fish ...and a few Lasers, they're everywhere you know... [Interviewer:] And? [Peters & May Spokesman:] And the wreck of MY Song. [Interviewer:] And what else? [Peters & May Spokesman:] And a cradle. [Interviewer:] And anything else? [Peters & May Spokesman:] And the ropes and chains and shit which tied the MY Song to the cradle, but there’s nothing else out there. [Interviewer:] Thank you for joining us.
  24. 13 points
    I haven’t been here much lately but a few may remember. My son graduated today, BS in Biomedical Engineering. Second graduating class in that concentration from his school. He’s staying on to finish his research and pick up the Masters. I’m thinking he’ll be invited to stay on for the PhD. He’s worked hard, kept his nose clean, and done something solid things with groups outside his major. We’re quite proud of him
  25. 13 points
    Big waves on Lake Michigan in Grand Haven. A striking shot snapped by Mike Borstler.