CCruiser

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About CCruiser

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  1. CCruiser

    Feasibility to refit a big, old boat?

    There is no way someone on this site can give you a cost estimate for a restoration of this or any other boat. Developing such an estimate requires some work on your part with a surveyor, a yard, a rigger and sail maker to determine 1. what condition the boat is in, 2. what you need/want done, and 2. what it will cost to get the boat into the condition you want her. Even then any number you develop, assuming you can get a number, would be a WAG, given the uncertain nature of what will turn out to actually be required as you work your way through the project. If you want to see what's involved in a restoration look at this site concerning the restoration of a Cal 40 - www.berkleymarine.com/restoration-cal-40. That was a free boat. It will give you an idea of the steps you would need to take and the people you would have to engage to contemplate such a project. If I recall correctly the cost of that restoration (admittedly a gold plater) was in the quarter million $$ range. You take on these types of projects because you love the boat, want to see it restored, and while money is no object, it has to be a secondary consideration. As someone said earlier if you have to ask . . . !
  2. B.J. We anchored on the Dutch side in 2014/15 for 2 months, (Nov-Jan) and when we checked out the charge was $280. The bridge fee and anchoring fee are enforced when you check out at the bridge customs/immigration office, which you are required to do if you are in the lagoon. You can't check out at P-burg. They have a record on the computer of every boat entering the lagoon, vessel name and date of entry, which is backed up with video and the bridge tender logs. The new bridge opens 15 minutes before and after the entrance bridge, so when you enter you can proceed to the new bridge, requesting an opening and pass through to the French side. Then check in and out on the French side for $7.00 each time (last time we were there in 2017), with no anchoring fee. That was the last time we anchored on the Dutch side. Different from the first time we checked into St Maartin - you went around to the police station and signed a book. No paperwork, no passports, no boat papers, just your boat name and your name. Of course that was awhile ago.
  3. On the French side, which is were you should stay, whether Marigot or the lagoon, check in at the Captiniere's office at the Port Royal Marina.- it was $7 dollars each way when we were last there.
  4. CCruiser

    Boom Vang CF?

    Move the forward main sheet blocks aft and replace them with a double with becket. Leave as much space between the block and the vang attachment points, the block can be close to directly above the block on the traveler. Garhour makes a double with becket that matches the mainsheet blocks you have, spec'ed for up to 5/8" rope and 3,000 lb swl. Easiest, safest, and cheapest fix.
  5. We have cruised the Grenadines/Grenada several times. Grenada is a gorgeous island, but there are limited places to sail/snorkel. We have always enjoyed cruising there as we could take in St Georges (gotten real busy) and the South coast. Its a bit like St Martin in that regard. However the Grenadines are comparable to the BVI in the sense that they offer a lot of small islands to visit that are relatively close to each other. They are also a great cruising ground because you can hang out in Bequia, Tobago Cays, and Cariacou. However, the sailing is more challenging than the BVI. You can charter from St Lucia or Grenada, but both suffer from a long first and last sail (unless you buy one-way). Another alternative is chartering out of the south end of St Vincent - Young Island Cut or Blue Lagoon. As for Belize its great cruising and chartering as well, except that the charter bases are concentrated around the Plascencia area, which makes it difficult to get to the area north of the entrance channel to Belize City - Goff's Cay, Cay Caulker and Ambergris Cay (San Pedro). But there are plenty of spots south of the entrance channel, such as Blue Field Range, South Water Cay. It is also next to impossible to visit the off lying reefs. The snorkeling is outstanding as good as the Bahamas.
  6. Having chartered and cruised both, B.J. comments are spot in from our experience.
  7. CCruiser

    Reef Rigging- Dumb Question

    I wonder as well why 4? if you are in conditions that require that small a main sail, then suggest a trysail would be a better option, stronger, seams not sun degraded etc. Also even as you describe it, and I agree a sketch would help, you are going to have a lot of weight on the leech for light air. We have three reef points, reef lines are high tech cored 1/4" lines to save weight and unless I am going off shore I do not rig the third reef line.
  8. CCruiser

    Beneteau First 435 hull construction?

    We have an '84 First Series, not a 435, a 456, and it has a sold glass hull and cored deck. Agree that if you crawl around below to where you can see the hull it will show light. The deck does not. We have had no water issues with the deck core. Agree built like brick shithouse, very strong and rigid hull.
  9. CCruiser

    new controls for older battery charger/inverters

    Like you, the first time we went cruising we anchored out almost all the time, and since we had mechanical refrigeration even when we went to a dock we never plugged into shore power, so never used the our battery charger. We did have an inverter to run the microwave, which of course did not require AC. Got along fine in over a year of cruising. The last time we went cruising we had 12v refrigeration and solar panels (450 watts) which were sufficient to keep the batteries charged and the beer cold, and so almost never ran the engine. We anchored out so again no shore power used, and even when we went to the dock we did not hook up, no need to. We again had an inverter to run our microwave. We got along fine in three years of cruising. Given that experience I wonder how much you want to spend on a charger and inverter, if your Heart is currently working, as even those suggesting a change out, note that chargers/inverters are rugged, long lasting kit, which has been our experience. Not familiar with the Heart, does it need the Link 1000 to operate? Our charger and inverter do not need the Link monitor we have to operate, and the charger has its own battery sensing. Just wondering, because any money you save on the charger and inverter you can put into solar and solar/wind controllers.
  10. CCruiser

    Stainless bolts in cast aluminum

    Either twist off the heads, or we have used a hacksaw blade to cut the bolts between the two parts of the quadrant, four 3/8's bolts in our case. (Makes it easy to remove the quadrant - just pry the two sides apart. Take the two pieces to a machine shop, and have them drill out the bolts, re-tap and/or install helicoils, then you can reinstall with new bolts using Tef-Gel. Will cost some money to have the machine shop drill ou,t but you will not go thru drill bits or spend the time doing the drilling yourself, a slow process if you do not have the right equipment.
  11. CCruiser

    Moving a wide boat across the US

    Either way, the point is the OP owns a boat and appears to live on the East Coast and is contemplating a move to Ca - "doing the math on a potential move from the East Coast to Cali" . He is not living in CA and bought a boat out of state - the typical instance when use tax would be applicable. So it is unlikely he would owe use tax.
  12. CCruiser

    Moving a wide boat across the US

    The use tax on boats purchased out of state only applies to boats purchased out of state and then moved to CA within 6 months of purchase.
  13. CCruiser

    French West Indies to US East Coast

    The difficulty with this is in the first part "Just get to Florida" as it requires about a 1,000 mile trip where you need to find what is rare in the Bahama out islands a good place to ride out frontal passage. The entire strategy for frontal passage is premised on going the other way, when you move on frontal passage. So if you are thinking of doing this before you leave identify those spots along the way where you are protected from the Northwest, North and North East to run between.
  14. CCruiser

    French West Indies to US East Coast

    Why have it in NY in the winter, were you can't sail it? Leave it in the Caribbean, fly down and sail it there where it is warm and great sailing weather, Then bring it back in April, May or early June when the trip makes sense - its a nice sail via Bermuda that time of year. You only have to keep an eye peeled for fronts, but they are fewer and much less severe.
  15. CCruiser

    French West Indies to US East Coast

    The Pilot Charts are essential for planning, as they provide historical information about the weather in the North Atlantic (as well as elsewhere) for the entire year. Do not know why you want to make this trip in later Nov-December as the weather between Bermuda and New York/Newport can be brutal that time of year. Most people are going South to the Caribbean, and the normal time to do that is early November in order to minimize the potential for winter gales, and late season hurricanes. But even so boats are lost each year to winter gales north of Bermuda. I would suggest that you leave the Caribbean (as far north as possible - in the French West Indies that means St Martin) - in late October, with an eye out for any hurricane activity, which you will have been doing all summer in any event. This should be a 5 to 6 day trip. Then leave from Bermuda in late October/early November for NY or Newport, another 5 to 6 day trip, with an eye out for cold fronts/winter gales. The earlier the better, do not dally in Bermuda, do what you need to do, check the weather and get going on a good forecast. If you are going to delay until late Nov/December, then I agree that the trip through the Bahamas offers the most potential for protection, and allows you to stay south as long as possible. Also agree that you will need a well found boat, good weather information, and experienced crew, as no matter what you do you can find yourself in severe weather conditions, as in a full gale/tropical storm with 40 to 50 knots of wind and seas to match. Given a proper boat and crew these conditions are readily survivable,, but not pleasant to say the least. Given anything less of a boat or crew and they present real danger