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This Blog is about a bit of fun finding a simple solution to an equally simple problem for pushing objects away from our hull and picking up mooring lines. I claim neither knowledge nor experience, but I like the solution we found. Find a boat hooks with us. Pushing arctic brash ice, acknowledgment to Woods Hole Oceanographic Institure, WHOI.edu Most sailing yachts have a relatively low freeboard, increasing with hull size, but it's also fair to say that similar motor yachts increase further. Stay with me here. I'm 6' on a good day, so 5' to the shoulders, add 5' of freeboard, and we need a 10' (3m) pole to reach anything at sea level, and that's if the pole is verticle, you hold only the end of it and don't lean over the rails. Add some angle and extend the pole behind the user as a counterbalance, and it's rapidly nearer 16' or (5M). Wood, steel or telescopic aluminum boat hooks for an arctic adventure? Wood or steel is no use here; too heavy. Aluminum may work, possibly the sort of pole used for pool skimmers. Many telescopic aluminum boat hook designs are available, but they are all designed to "pull," not "push." These will work well for picking up a mooring but for moving chunks of brash ice out of the way, maybe less so. A solid or at least rigid pole would be better, and if no one wants a workout, we should also keep the weight down. Carbon fiber boat hooks? Enter Carbon Fiber as a thought. We also have a couple of additional requirements; firstly, it should break down for storage purposes, and a 16' pole is challenging to hang anywhere. It should also have different options for the business end, for hooking or stabbing. Fishing in creeks and bayou with long carbon fiber push poles, acknowledgement to Carbon Marine. Flat Boat Hooks I firmly believe there is little new under this sun, which also applies to this Blog. We live in the low country of South Carolina. Flat, Pleistocene-era swamp land forms the barrier island chain of creeks, mud flats, and primarily dry high ground stretching from North Carolina to Florida. Similar land to many a large delta. The fishermen here use flats boats gliding quietly to their prey propelled by "Push Poles." Long aluminum or carbon fiber poles propel the flats' boats. Anyone who has punted on the Cam or Norfolk Broads of the UK will know what I mean. They take both a pull and a push, are undoubtedly lightweight, and must break down for storage. So therein lies our answer, we just needed to find a supplier that would work with us. Push Poles Boat Hook We found Carbon Marine out of Tampa, Florida, run by Joe Wilkinson and his son. They make accessories for flatboats, and that includes our push poles. Joe is an engaging chap and very willing to work with us. We have three conversations, and then two by 12' by 3-section carbon fiber push poles are on their way. The center sections connect, making one longer 16' pole for our more extreme destinations. They are fitted with marine-grade aluminum screw ferrules to break down into 4-foot sections for transportation and storage. They also float. We get a push end and an interchangeable boat hook end with a carabiner for picking up lines. Ticks all the requirement boxes, easy to transport and easy to store. Carbon Marine was also a very engaging company; here is their LINK if you wish to look. Chris Leigh-Jones Acknowledgment to Joe Wilkinson or Carbon Marin - HERE In a past life, I dealt with US MSC, Navy, and Mobil out of Washington DC & Virginia. I'd stay in a B&B in Oldtown, VA, owned by Patricia Rehberg. Pat had been in the US Diplomatic Corps most of her working life, and one tough old bird was Pat. She was my introduction to the Barrier Islands of SC, having spent her early life growing up around Walterborough. R.I.P. Pat Rehberg.

There is an English phrase associated with problems that can "feel like spinning plates." I think this translates into American English. I would use the rapid development of marine communications as an example of that scenario with many moving parts. Yacht Internet & Communication: Our Problem Some weeks ago, we published a blog (link below) about our intention to install a OneWeb low earth orbit communication system. Well, that was the intention. I will pause here and state that my communications with OneWeb have been excellent, as has their franchise's support. However, as we have drawn closer to global availability, the economics have been clarified. Regardless of the system's merits, it will not work for our purse strings. So we have to think again, and here we will reference spinning plates. Some months ago, a Blog reader offered feedback that designs should be firmly established before construction. I wholeheartedly agree with this sentiment though the reality of this topic is that options have changed fundamentally in the time between the start and end of the build. Read also: Communication Options for Your Explorer Yacht Read also: Outfitting for Arctic Yachting Starlink In-motion Yacht Communication System? When we first investigated Starlink, the application was georeferenced. i.e., the user's locked within a geographic boundary outside of which it would no longer operate. In late 2021 they began offering a system that would work with Recreational Vehicles (RVs), which was a good step in a helpful direction but still did not provide a solution. Then they launched a "Marine" offering. Great for a budget based on commercial marine applications, but it's a competitor of OneWeb with a similar pricing model. So still no solution for us. In late 2023 they began offering an "In-Motion" solution, something like $2500 for the aerial assembly and $150 p.m. to operate - but what are we buying? (Not our boat) -Starlink In-Motion connection via Pepwave Router. The system consists of a medium-sized phased array aerial positioned facing upwards. Phased array aerials electronically track the connected satellites, the benefit is no moving parts. ( OneWeb's twin Kymeta aerials work on the same principal. ) The surface is angled to limit snow build-up and is optionally heated. Download and upload speeds are variable with Starlink offering a "best effort" depending on local demand. There will be minor outages but we can live with that. The wind rating is <170MPH, and the weather resistance is IP57 (dust and rain proof). Any signal from this is fed directly to a router. An external power supply interconnects with proprietary power and ethernet cables. It draws about 150/200W, so we might switch this off when unused. Vanguard's existing Pepwave router can replace the one provided. That will allow signals to be multiplexed across Starlink, Cell Phones, and local WIFI sources, providing redundancy and backup when near land. I found an explanation of the Starlink family on Youtube, my go-to when knowledge fails me. Coverage is growing but also limited to N America, Europe, and Australasia. It is snowballing though polar regions remain unaddressed. We have Iridium Sailor 4300 system for that requirement. Yacht Communication System Price Price-wise, it's night and day different for both the Starlink Marine offering and OneWeb. But I would also emphasize that it is a lesser product that can perhaps do 70% of what we wish. You will be looking at some $2500 for the aerial and <$150 per month in connection fees for In-Motion Starlink. There remains an issue of which country you are registered in and I believe you have a 60-day window for wandering. Again we can address that at a. later date depending on our itinerary. Read also: Starlink Global - Modification & Additions to Work on an Explorer Yacht Chris Leigh-Jones Ut vivas in mutantur tempora: May you live in exciting times. (that's Google Translate, I'm no scholar)

Today was a good day on the production Gaant Chart. We placed our order for a yacht Tender Davit with FEM in Italy and received the first photographs of the Tender itself under construction at Habbeke Shipyard in the Netherlands. So two stage gates have now been passed to our completed yacht. I have covered the thought process for our Tender in previous Blogs (below), so there is no point in repeating that process, and instead, this Blog will be mainly visual. Read also: A Tender for an Explorer Yacht Read also: How to Launch Our Tender? Habbeke has enquired about the equipment specification currently sitting in Turkey awaiting installation. They will helpfully pre-cut holes and fitting locations for us. We opted for OMS Marine in Turkey to supply, install and commission all navigation equipment for Vanguard and our Explorer Yacht Tender. The reasoning was to ensure performance before acceptance, and we have a local expert on hand in case of issues. We also sent the specification to Magnus Day at Eyos Expeditions for his feedback on the final outfitting. So far, it's "best guess," and that's probably insufficient. I'll report on his feedback in a later blog. Scheduled Tender completion is 12 weeks from today. Have a nice day all! Chris Leigh-Jones We have designed both Vanguard and her Tender to operate on marine diesel fuel. I have a vision of my 12 year old son last year with a can of gasolin walking towards a bonfire. I tell you even old guys can move fast. No harm happened but some visions haunt us.

A recent Blog introduced Magnus Day of Eyos - High Latitudes, seasoned in high-latitude sailing adventures and a 20 year experience in ice navigation. Our small team needs advice and knowledge we have no time to absorb by experience, enter Mangus. There follows a series of blogs reflecting his input as we begin to work our way through Vanguard's outfit and inventory, ensuring all are fit for purpose. Words are extracted from our email interaction with some editing. This conversation focussed on Rudders, Tenders, Grab Bags, and Communications. Italicized text is Magnus. Hi Chris, Before we get into this, I will use my experience working in potentially dangerous areas to help cover bases that may have been overlooked in the standard design/equipment cycles. There is no need to answer the questions I raise, but I think they are things to consider. Manoeuvering Does the Vanguard's rudder system include a maneuvering setting? This is where both rudders are turned in to make the most of the twin engines. It does not allow tie bars between the rudder heads and needs independent pumps/rams. The rudder system The rudder system is Wills Ridley – fishing boat/Royal Navy stuff. We have twin independent control of each rudder or can also hydraulically lock them together. One rudder is controlled; one is a slave when connected to Wills Ridley's rudder control. Both are independent when connected through Praxis. We can set tow-in/tow-out on the fly. We fitted commercial DP(0) Dynamic Positioning from Praxis. The DP system controls both drives, the Sleipner bow thruster, and both rudders, all independently. Propellers are Bruntons, self-pitching/tailing like a sail drive. They are 750mm O/D, so they should bite at a slow speed, and as we are on electric, we have no minimum idle speed which you would have with a diesel. An emergency hydraulic hand steering is a last resort on either rudder. We can also work on just one rudder with the other locked/ Rudders have Jeffa self-aligning bearings in case of impact, rudder stocks are 100% oversize, and we have a crush zone on the last 30% of the rudder blade, so it is sacrificial and weaker than the stocks. The drives are semi-enclosed within stern tunnels, like an older lifeboat design. Tenders The Tender looks excellent for most applications (see earlier Blog). I really like the jet drive, which will be good on (in) ice. South Georgia Government and others choose (twin) jet drives. Ensure the intake has bars/a screen to stop the brash and trash ingress. Consider extending the bow fender (rubber, whatever it is) vertically down to close to the waterline to avoid damage to paintwork pushing Vanguard around in choppy conditions. Magnus - the screen is already fitted by Castoldi, and we can backflush it on the fly. Fender is D-section rubber, hollow inside to take a knock or two. We will also speak with Habekke and have it extended down the prow. I was working up some notes on tenders to discuss in Turkey, but as you bring it up…. A second, small Tender is essential in case of failure of the first. We don't want the crew stranded ashore in cold conditions. Also crucial for fast deployment of shorelines and for dragging/carrying up the beach etc. Protect the bow with a heavy cargo net. A Bombard C3 with 10 Hp would work well; much easier to move and powerful enough for most applications. Electric may be an option. How to launch and recover? Is there a plan B if the davit fails? Is there any energy absorption to protect the davit and Tender in case it's necessary Photo acknowledgement highlatitudes.com You may need to launch/recover your Tender in choppy conditions. It would be worth looking at what epoxy the davit is laminated with, as some get brittle and fail in cold cond. I'll ask about a shock link on the up haul, or we could use nylon slings that have some give in them. Davit is suitable for low(er) temps we will likely encounter but not ridiculously so, summer only! Good point. Bombard C3 would pack down when unused, so we will go that way as space is at a premium. (we are 80 feet long but shaped like a sailboat, so not very wide) Electric sounds good, but the range is generally rubbish; well, so are oars. If electric, it would be Torquedo or the like with a built-in battery; their lower power units are equivalent to about 1.5x the gasoline power rating based on available low-end torque. Read also: Progressing a Tender for Vanguard Read also: A Tender for an Explorer Yacht Grab a Bag for the Tender. Should have onboard: Motor and Tender repair materials and tools (spare prop? No need, no prop), Anchor and line (Lead filled?), handheld depth sounder if not built in. The Vexilar unit below is also marketed by Plastimo and is robust and reliable. Handheld VHF. Sat phone. Handheld compass, tablet/phone in a watertight case for zero viz navigation. AIS transmitter (not an emergency one that will upset every AIS receiver for miles around) to help the mothership to talk lost Tender in. Handheld rangefinder to help with shorelines and anchor chain length etc. Paddles strapped down/clipped in. Manual bilge pump (I have a great way of doing this!). Bailer on a line. Powerful flashlight. Fog horn. Radar reflector on a pole. Nav lights. We can to sort this when we land in the UK. It should be easy enough to coordinate. Our son, Jeff, could take this on? I did notice the handheld depth sounder. We have a fixed Furuno 9171 unit already, so it is covered. We also have a Nikon rangefinder already. Stranding Kit for Arctic Exploration Tender(s) should also have a stranding kit onboard for cold/remote places for use by a shore party in case weather or mechanical failure preclude a timely return to the mothership. This is usually a 60-liter bear/walrus-proof barrel left on the beach with the first people ashore and collected when the last people return to the mothership. Also just good practice for standard Tender runs in case of breakdown etc. Contents should include: Handheld desalinator or water purification tablets, small water bladders (2x 2 liter), bothy, several small pieces of a camping mat to keep butts warm, stove and gas, pan and mugs, lighters, hot chocolate, sugar, milk powder, instant meals (ramen or back packer's freeze-dried), medical kit, small black bags for use as a camp toilet, handheld VHF, sat phone, flashlights, spare batteries, bear bangers for the Arctic, pen, and paper. Be sure to get the ones with external handles like this one. The models with molded handles are tricky to lash down. I have only had to do this once but is saved a situation becoming a disaster. Noted – it looks like Jeff just got another job to sort out! Arctic Yacht: Communication systems On the subject of handheld VHFs, it is usual to have one for each member of the crew. They should float and be waterproof. ICOM is well-tested in the field and durable. Keep them by the aft exit so its easy to grab on your way out. Noted – our fixed units are already ICOM, and we can add some handhelds and engineer convenient station by the aft exist to keep them charged, Sat Phone also. Magnus Day FRGS - Click HERE for more information. Expedition logistics. A few interesting relavent reads: "Yachting World" Click HERE "Pelagic Expeditions" Click HERE "Northern Wilds" Click HERE Magnus is current sailing in NZ, this was his opening communication to our dialogue: "We left Stewart Island at 0700 and enjoyed real champagne sailing with blue skies, following winds and heaps of white-capped albatross wheeling. Long may it last!" Read also: Communications for Your Explorer Yacht Read also: Yacht Communication: Starlink In-Motion Communication

The time has arrived to begin the process of registering Vanguard as a completed vessel. Under Turkish law, the hull has always belonged to the owner since keel laying. This law protects prospective owners in instances of insolvency at the various yards, allowing possession of an incomplete hull for potential completion elsewhere. However, this facet does not constitute vessel registration within any particular jurisdiction. US Yacht Flag Registration Our initial intention was to flag within the USA, bringing some advantages; for example, if we wished to use the vessel for commercial purposes within US Territorial Waters, we needed to be US Flagged (Ref Jones Act restrictions). As the hull is not US-built, she would also need to be over three years old and obtain a MARAD Waiver (Marine Administration permission to use the hull within the scope of the US Jones Act). We get US Naval and Consular support and good, patriotic intent. So we contacted a law firm in Newport, Rhode Island, and registered an LLC. Then we hit a snag for an unexpected quadrant. After two months of looking for suitable insurance, it proved impossible to obtain, given the nature and purpose of Vanguard. Ninety-mile trips from Miami to Bimini appear to be insurable all day long unless it's between June and November (storm season); a trip to Greenland, no chance, as in zero chance, nil, nada..... Trolling the Miami Boat Show in February this year, we spoke with every insurance agent we could find. The answer remained the same even after hiring a professional crew. One chap even laughed a bit, I took an immediate dislike to him. Too big for the recreational policies, too small for anything else. So it's back to the drawing board. UK Yacht Flag Registration I spent the first ten years of my working life sailing under the Red Ensign in the UK Merchant Navy. I still have a "red duster" stolen one evening in some drunken wager from the rear of a ship in Liverpool in the 1970s (take your flag down at night!). The Red Ensign is used in various forms by many UK and Commonwealth jurisdictions, including the UK, Isle of Man, Malta, Caymen Islands, Anguilla, Bermuda, British Virgin Islands, Falkland Islands, Gibraltar; Montserrat, St Helena, Turks & Caicos Islands, Gurnsey, and Jersey. Try saying that in one breath? So we first contacted the UK Marine insurance market with a preliminary inquiry assuming voyage plans and potential Flag State choices. Pantaenius offered terms we can work with assuming registration in UK, IoM, or Channel Islands. I am now an American citizen and proud of my newfound country, but the nostalgia of a red duster still did feel good. So Jersey, it will be; registration applies to all vessels <400GRT and lasts ten years with no additional fees. Explorer and Expedition Yachts less than 24M fall well within this category. We will need a local representative to complete this process, and the registry has proven both responsive and very helpful thus far. We have approval for our chosen name, "Vanguard," and will submit documentation for temporary registration pending a Tonnage Survey and Builders Certificate on completion. Our UK MCA-approved surveyor will calculate tonnage and, conveniently, is also based in Turkey. The Jersey Register allows a US based LLC to own the asset (Vanguard) registered in the Jersey Ship Registry, provided we also appoint a local representative. In the USA, we call these pass though, single asset entities and are recommended vehicles for any significant asset vulnerable to potential litigation. For tax purposes, they reflect on personal IRS Tax returns. The UK is different, my knowledge is now dated and has different rules around depreciation and offset so I can't usefully comment on that score. Temporary Yacht Flag Registration We have approval for our name and an initial temporary 90 day registration allowing details such as tonnage surveys to play catch-up. We can cruise in Europe (EU) for up to 18 months on a temporary importation cruising license and in the USA for up to 12 months using similar procedures. VAT or Sales Tax does not apply at this point. There remains the opportunity to register in the USA further down the line should we venture into any commercial uses for Vanguard in US Waters. Her engines are all US EPA Tier III compliant, so registration would be a formality assuming insurance becomes more readily available at that point. Explorer Yacht Vanguard Flag Registration So there you have it in one brief Blog. Our explorer yacht Vanguard will register in Jersey under the Red Ensign Group of jurisdictions. Perhaps another own goal for the "No Cure No Fee" legal fraternity, but that's the world we live in. Chris Leigh-Jones Red Ensign Group - HERE Jersey Shipping Register - HERE Newport RI Company Registration - HERE Authorized Representative (Jersey) - Piers Baker Photo acknowledgement and guide to ship registry in Jersey : HERE Read also: Explorer Yacht Main Helm Design Read also: Preparing for Vanguard Launch Day

Then, finally, we came to our last design item, the main helm station. Staring at a blank piece of paper is not inspirational. I could say the same about staring at an empty aluminum space that needs a well-designed and ergonomically functional helm. I would instead count sheep for fun. Lastly, we need a workable design, as I'll be contemplating my mistakes for the next few years! Ergonomics of position, sight, arm movements, reach, ref Trawler Forum We started with a big aluminium space. Read also: Designing an Explorer Yacht Helm Looking for inspiration added confusion. You have the esoteric Dashew designs of the FPB range, the evolutionary compliance of Fleming, the order of Nordhavn, "Bling" of the super yacht brigade and the chaotic art of the self-builders. All and everything is out there. So we started on three fronts; the first was to encode all the equipment that needed accommodation. The second was to have some basic ergonomic rules, so we turned to our favorite Trawler Forum. Their curmudgeonly old contributors (I'm one!) like what they like having developed those traits over a lifetime of sailing, so I'm figuring that's a good place to start. Lastly, we also looked at function, which boils down to "Helming" and "Everything Else ." We mostly separated them. Yacht Helm Equipment So let's start with equipment that is "Helm Related" Helm - Wheel FFU Engine & Hybrid Controls (2) Helm - Wheel Emergency Hydraulic VHF Radio Comms Helm - Jog Lever NFU Trackpad Helm - Autopilot Night Vision Camera Helm - Dynamic Positioning Joystick Satellite Compass Helm - Dynamic Positioning Display Fluxgate Compass MFD Chart/Navigation Display Magnetic Compass MFD Radar Display/Backup Steering System Selector AIS Navigation Lights & Horn Yacht Helm Equipment in the category "Everything Else" MFD System Schematic Display 3 Phase 50/60Hz Shore Power Fire Alarm 1 Phase Electrical Victron Cerbo Watchkeeping Alarm VHF Radio Comms Trackpads for MFD Display Iridium Certus Sailor 4300 Comms DMS Stabiliser Controls Yellowbrick Hand Held Comms Navtex Flags, Binoculars, Range Finders .... Yacht Helm Chairs We then thought about ergonomics. We would need a place for a computer / charts / logbook. We also need a place to store "stuff" flags, binoculars, books, and whatever. We needed to keep the screens' height low to maintain a view when seated; we needed two helm chairs with walk round access to both. Feet need to be seated on the deck, and legs supported when standing. The FFU Helm Wheel should not restrict access to instruments. Some instruments needed to be within reach when seated; think Autopilot, VHF, and Trackpad. We needed good airflow over the windows and fresh air supply to the crew. Some thought was given to ventilation and clear windows regardless atmospheric conditions. The conversation then bounced back and forth with Naval Yachts until the form was agreed. It took a while, but I think we reached a good compromise. The exact placement of instrumentation can wait until they assemble a mockup, and we visit in early April. Final general design, individual components will be positioned on the mock-up. Some displays are tucked above head hight to keep the helm clean, some on the port side for items unrelated to navigation. The horizontal helm surface hinges upwards for maintenance. So that was it. Design work is complete, and work now reduces to progress and much smaller decisions. We'll have to find something else to write about! Chris Leigh-Jones It's all a compromise influenced by ideas and personal preferences. Designing Vanguard has been an interesting journey and as a result she has become very different from her predecessor, Mobius, reflecting the different views and needs of their respective owners. There is best single answer here and the worst sin of all may in fact be simply prevarication.

Magnus from High Latitudes has provided insight into equipment we should carry to explore more remote locations. One item that's new to us is a range finder. When charts are between ancient and nonexistent, you could use your thumb to judge distance and your radar for longer ranges. But think about a simple rangefinder for that anchorage or narrow passage. So it was time to do a little research; laser rangefinders seem to fall into three categories: Rather expensive, targeted at paramilitary and marksmen. Cheap enough to be almost disposable and aimed at hopeful golfers. A middle-ground product hovering around the $400-500 mark. With no other guide, we looked at models around the latter price range. Searching for something simple and reliable, we ignored those offering more advanced battery-limiting features like stabilization or night vision. How does a laser rangefinder work? Laser range finders use laser technology to determine the distance between the device and an object. Here are a few of the more exciting laser range finders we looked at: Hunting Laser Rangefinder: Leica Geosystems Rangemaster CRF 2400 This laser range finder is designed for long-range hunting and shooting, with a maximum range of 2400 yards. It also features an integrated inclinometer and a ballistic calculator to help hunters and shooters make more accurate shots. Nikon Forestry Pro Laser Rangefinder This laser range finder is designed for forestry professionals and features a unique target priority mode that allows users to measure the distance, in our example to the closest mast in an anchorage. Range is over 1000 yards/meters with an illuminated side LCD. It has a good magnification on the viewfinder and includes an inclinometer, distance to peak, and height. Bushnell Elite 1 Mile ConX Laser Rangefinder A laser rangefinder produced by Bushnell and offers a range of up to 1,000 yards, with an accuracy of +/- 1 yard. It features advanced laser technology that accurately measures distances even in challenging lighting conditions. It includes a built-in inclinometer, which measures angles and slopes to provide more accurate distance measurements when dealing with uphill or downhill shots ( hopefully not too many downhill ). The True Pulse 200 Designed for hunting and shooting, with a range of up to 1 mile. It also features Bluetooth connectivity and can be used with a mobile app to create custom ballistic profiles and record shot data. ( not sure we needed that? ) The Vortex Viper Laser Rangefinder Offers a range of up to 1,800 yards with a range accuracy of +/- 1 yard. The rangefinder features advanced measurement modes such as Scan mode, which allows you to take continuous distance measurements while panning across an area, and Horizontal Component Distance (HCD) mode, which considers the slope angle for more accurate distance measurement. It also includes a multicoated lens and adjustable diopter, providing a clear and sharp image. The Best Laser Rangefinder: Summary There is quite a choice on the market, more than is covered here; many features are standard such as waterproof, shock resistant, variable diopter viewing lens, horizontal distance and distance to target, elevation, and others. I was also surprised how technology and competition have kept prices affordable, considering how cleverly technology is employed. We opted for the Nikon Forestry Pro at $350 from an internet supplier. Our 14-year-old son used it without referring to the instructions, so there is hope for me here. After a week of use, it's been wet, dropped, and left on constantly without problems, so we are pleased thus far. I can't pick the "best" from those available, but I can say they are much more accurate than "thumb" or "hand span" reckoning. So have at it! Chris Leigh-Jones I was once off the coast "somewhere" looking at a rather large tanker off the port bow. The Third Mate asked me how far off she was, " 1 mile about " was my engineer's reply. Globtic Tokyo, at the time one of the world's supertankers at some 500,000 DWT. He answered " She's three miles off ". What do I know, really?

"Well, that was the week that was," an old BBC Television series whose title springs to mind. I put my soon-to-be seafaring family through the mill of Basic Training under commercial US Coast Guard practices and codes. Like many other nations, the British included, the US may no longer have such an extensive merchant marine, but they have never forgotten how to be top-notch sailors. We needed some of that cultural knowledge. The US Coast Guard Trainer Charleston First of all, a shout-out to the training providers. RCM Maritime of Charleston, South Carolina. USCG Training Center A USCG-approved and certified training center providing commercial courses and backup for aspiring and existing merchant mariners on the US East Coast. When we initially contacted Ross Mery, the owner, we learned that there was a minimum age limit of 16 ... "our youngest is 14" two phone calls later (where I suspect the USCG played a role). Our son, my wife Sebrina, and myself accepted as Tail End Charlie. If you don't ask, you don't get into this world. USCG Training - First Aid and CPR Our initial foray was "First Aid and CPR." We all sat through this three-day course, and for some reason, "Dad" was always a practice victim until it came time to strap someone into the evacuation stretcher. Vengence is quite sweet when the target is entirely incapacitated. Time passed quickly enough, and we were judged sufficiently trained and passed. Growing a little more confident, we then targeted a more demanding prospectus. USCG Courses, OUPV 6-Pack I took about 60 hours of instruction before sitting my OUPV or 50T commercial USCG Captains License, colloquially known as a Six Pack. In the grand scheme of life, this is no big deal, except that we don't know what we don't know until we know it. In other words, all knowledge is helpful in some way. The last day was chart plotting, and I'm pretty quick at that, so I saved sufficient time to take the final test in the afternoon. It is a multiple-choice test, and they slip into quite awkward scenarios. I can't say my knowledge of the Rules of the Road (COLREGS 72) is exactly perfect, but I managed to score 100% on the Navigation Section, so saving face. Pass rates are between 70% on most subjects and 90% on Navigation and COLREGS. Re-testing is allowed. I will also sit for the "OUPV to Master 100T" Upgrade at the end of April to round out the qualification. TWIC Card is secured (Transport Workers Identity Card for docks in the USA), and the required drug test and medical will be this coming Friday. Able Seaman STCW ( USCG Able Seaman Course) Sebrina and Rhys took a different route. They took "Basic Seamanship and Watchkeeping" (STCW), a modified subset of the USCG Able Seaman Course. Their course included Basic Watchstanding, Rules of the Road, Firefighting, Personal Survival & MoB, Anchoring, Docking, Line Handling, and Safety. It is partly based in the classroom but includes much practical demonstration and practice. I found time to watch some of the firefighting. Seeing both of them dressed as a cross between a Minion and Donald Duck was quite amusing at the time though Sebrina refused any attempt at photography. Rhys was more willing. Passing this course was at the instructor's judgment, in our case Ross. It was not a slam dunk, but ultimately successful. Does this and similar work make us all a team? Well, no, but that was not the intent. Does it help reduce the fear of the unknown and provide a platform for further learning? Most certainly, yes. It also reduces my anxiety with a novice crew, which can only be good. Vanguard will be our life and our tiny world for a good while. It will serve us well to make that experience as positive as possible. Part of that is the preparation we put in beforehand, and before we need to use that knowledge in anger. Chris Leigh-Jones Ross Mery - RCM Maritime - HERE A USCG OUPV differs from a professional deep-sea merchant marine navigators license. Location and tonnage are restricted and it is relatively easy to get based on sea time and a short, instructive test. In my earlier days at sea, rising through the ranks as a Navigator or Engineer took considerably longer, with frequent, more demanding testing. They both have a place, but it's not the same or equivalent. A reason why crew who go this route tend to be younger than those trained as deep sea mariners. Look Here for a recent copy of COLREGS 72, acknowledgement USCG. Read also: Learning Seamanship - A Family Project Read also: Flag State Yacht Registration, USA or UK?

Our Saturday Blog will be skipped this week as we are traveling to the yard of Naval Yachts on our last visit before the scheduled launch. I promise a really good update for you on that work sometime next week. Until then, this is our latest news: Read also: Preparing for Vanguard Launch Day Why do we need internet in motion such as Starlink Global? Our sailing plan involve homeschooling our youngest son, Rhys, and Sebrina also needs to continue working within our remaining US-based company. Communications are a concern, but as luck would have it, technology is also rapidly providing answers. When we specified the communication package for Vanguard, we went the traditional route of VHF for near-shore Irridium Certus 4300 L Band for more demanding needs (at a price). Now times are changing. We have been watching the development of Low Earth Orbit satellite networks, specifically Starlink and One Web. They are both changing rapidly and pitching for their respective market segments. You lock down a solution, another opportunity arises, and it starts to feel like a child in a candy shop. At some point, though a commitment is needed, we decided on the lowest entry-cost solution and will see what happens. Enter "Starlink Roam" (Global service). Many Youtube and Blogs on the Web discuss in detail, so repetition here has no value. Suffice it to say that it works at sea as long as the speed over ground is less than 10 knots; it works in the areas of interest to us, Americas, the N.Atlantic, and Northern Europe, with other areas coming quickly online. For some reason, the "Global" service is not offered with the larger (and better) aerial, though that may change with time. How do yachts get internet? Starlink Roam or Global targets the mobile traveler or shore-based RV enthusiast. We need to make some modifications to an Explorer Yacht application. Just what may they be? Drive it from 120, 12, or 24VDC. That's easy to configure. secure the aerial and improve the resistance to (salt) water ingress. secure it for winds over Beaufort 10 (tropical depression) bypass the Starlink router and feed signals directly to the more capable, firewall-protected Pepwave router installed. All in all not too difficult, or so it seems. So here is how it went: Firstly we purchased a pre machined ABS plastic case for fixing the aerial, protecting and waterproofing the assembly in a fixed position. Internet in motion - Starlink Installation How to install internet in motion Starlink Global? Installation. Modification involved: Cutting off the rear off the Starlink product (see photo) Discarding the stand and motor assembly (photo) Reconfiguring the internal wiring and then sealing up the whole modified assembly The front cover is Perspex and transparent to the satellite signals. We also purchased a suitable quality gland to take the aerial signal wire serving as a power supply (PoE). We sourced four vacuum cups that will also screw into the aerial case with 5mm stainless steel studs securing the assembly to the flybridge roof. We tested the holding power on my truck's roof at speeds "exceeding the local highway limit". All was good but could have been costly in a "Red Neck" way. Internet in motion router The aerial feeds into a purpose-made Starlink router. Rather than mess with this, we purchased an ethernet splitter specifically designed to work with this router and provide an additional signal pathway. When completed, we set it up by my workshop on the ground in the woods of South Carolina and switched it on via a Starlink App available on the internet. It was an unfair test in that the router resided in a metal toolbox, and the aerial was on the ground amongst tall southern pine trees and the side of the house. To my ever-loving surprise, it burst into life three minutes later and provided WIFI connectivity on my phone. 2.5Mbps download speed was the lowest, typically higher to a max of 5 Mbps; it does not set a Gamers world alight, but it is sufficient for Home Schooling and much better than we would get by other means. Internet in motion- Starlink Global Price Remove the obstructions, and it will be much faster. At $200 per month, a worldwide service is cheap by any standards (compared to yacht repair costs!) So for anyone handy with a Dremmel or similar and want the Internet of Things on their yacht, try Starlink Global for starters. I know there is better out there, only just not cheaper. Chris Leigh-Jones The final leg of my first sea voyage was from Argentina (River Plate) to Italy (Ancona); most of the N&S Atlantic was cloudy, with no day or night sight. Dead Reckoning until we neared the shipping lanes at Gibraltar and we could speak to nearby ships. How the world has changed since the 70s, and how Navigation and Communications are now a world of difference. Blue Funnel Line. MV Hector, a 30,000 GRT Bulk Carrier, five months on the east coast of S America. Discharge sulfur in a few locations and load grain in Rosario. For a young man, it was like dying and going to heaven. Read also: Yacht Communication: Starlink In-Motion Communication Read also: Communication Options for Your Explorer Yacht

It is the nature of life that we believe our decisions are generally robust. Not until the quiet of the night or a remote anchorage does reality incline to disavow us of those illusions. For this reason, we brought Mangus Day of Eyos Expeditions across half the globe from his home in New Zealand to Naval Yachts in Turkey. Arctic & Antactic Cruising Magnus was introduced to us by Eyos Expeditions. He has many seasons of experience in the High Arctic and Antarctic cruising grounds. Experience gained as skipper of Skip Novak's charter yacht Pelagic, as Ice Pilot on large private yachts transiting these locations, and with his purpose-built yacht Baltazar. Read www.higlatitudes.com for some further examples. Acknowledgement highlatitudes.com Navigating aluminium hulled Baltazar through dense brash ice. Our brief was to look over Vanguard with an experienced eye and to find what we had missed or otherwise found lacking. Ego has no place in this process; we all need a vessel for our intended purpose. Here follows a few examples of how the week unfolded. The windlass was too low, positioned in the exact location as the previous hull, Mobius. What differed was that Mobius had a significant independent kedging winch at the main deck level, aft of the windlass. We had a capstan on the main anchor windlass. To prevent the line from rolling over itself, it should enter the capstan drum at the base with a 5-10 degree up angle. This was not the case; the windlass required a plinth to raise it 100mm (and retain our fingers!). First figure shows the initial entry of the rope on to the drum with an up angle. This would cause the rope to ride over the windings (second figure). You need air circulation mesh under the mattress, or they will attract mold as the weather gets colder. Point taken, we can use rain-screen construction mesh. Acknowledgement EMP Industrial. Prepare an explorer yacht for arctic sailing The satellite compass was close to the GPS and Iridium Certus 4200 Satellite phone on the instrument mast resulting in interference. Relocated to clear air on the forward edge of the flybridge roof. Port side Fwd is the Sat-Compass, starboard side Fwd is the Starlink antenna. Both units are clear of the lower radar beam (23 degrees) and the Certus 4200 Sat link, 60 deg vertical) plus ancillary smaller stuff like AIS/GPS. Sailing in the Arctic - How to prepare an explorer yacht for polar sailing? Are you tinting those windows? Our saloon and helm station has large glass windows on all four sides. We intended to fit tinted glass within the 3 part laminated structure for the windows (2 plastic lamination films, two plain 8mm tempered glass, one 8mm tinted). These would act as bandpass filters limiting UV and IR transmission but letting in most visible light. Three windows at the helm were to be left clear. On Magnus's advice, it is now the forward five windows, so we retain better nighttime visibility. Holddown, pad eyes, and jackstays; if you have enough, fit more. Holddowns for the tender are apparent, but we also need them for lifelines, equipment, toys, spare deflated dingy, ice poles, and boat hooks, you name it. We did not have enough, so more were planned for. Similarly, "those handrails need extending, and you have no arrangement for jackstays" Our side grab rails are an essential safety feature and require extending forward and aft along the cabin sides to help transition to the deck spaces. Are you using Treadmaster on the decks? Well, we got that one right. "Fit it last so the shipyard work does not make a mess." Good point. The tender design needs reinforcing at the bow for pushing ice and general workmanlike activities. A call to Habbeke Shipyyard and design adjustments agreed upon. Does the drive reverse to clear brash ice from the grates -"yes." What about a spare impeller, as sediment (glacial flour) is very abrasive? On it. Is the forefoot reinforced? Yes, at last we got that one right! The water jet drive met with firm approval. The same system as the ones they use in South Georgia apparently. We will not claim credit though - Thanks to Wayne & Christine of Mobius. Figure shows modifications to the bow, adding a front fender and repositioning the towing/hold down eye. Stair corners are too sharp; minor injuries can turn nasty quickly. Most angled corners already had been radiused >8mm though the stairs were omitted as built last and by a different team. A simple adjustment is needed with a router and tipped bit. Your anchor wash pump facility is too small. We upgraded the design to a 1.5-inch 200 l/min high-pressure seawater line permanently fitted to clear the chain as it rises. That was easy to facilitate using the bilge pump that doubles as a seawater fire pump. It automatically cleans the chain as it rises, and the chain locker drains directly overboard. And on it went for a week and some 30 other points we have glossed over or omitted. These are an easy and obvious fix at this point but next year and 5000 miles from home? Less so. Chris Leigh-Jones Magnus Day - EYOS Expeditions Our plans and adventures will associate us with a small group of individuals. They are intriguingly connected, and the same names crop up in disparate conversations. If you, too, choose this path, you will never again meet a stranger. Our son, Jeff, has dreamed of polar adventures since childhood. Eyos has recently offered to make those introductions based on Jeff's character and winter experience of Greenland sea ice and the Norwegian Plateau. How one dream so rapidly spawns another - more on that to come! Read also: Outfitting for Arctic Yachting Adventure - 1 Read also: Of Boat Hooks and Ice Poles Read also: Vanguard - Building an XPM Explorer Yacht

An Explorer Yacht is not a “production yacht” with all systems pre-specified or, at a maximum, the option for relatively minor customization. Therein lies the trap of believing the specification will develop itself and integration will magically materialize during the yacht build process. It won’t. The specification for Vanguard explorer yacht is currently running at 500 plus lines of spreadsheet and growing. But its not that complex! Steering around risks is simple navigation. There is no optimum way to do this. Yacht hull XPM-001 is to an owner specification where the owner became the project manager and the system integrator. Our circumstance is different with Hull XPM-002 Vanguard. We neither have the time and, in part, the expertise to do that. We need to handle the build remotely and mostly at arm’s length. What you can do is develop ways to handle and reduce the risks in this process. Our strategy here is to understand the Yard is NOT omnipotent. We developed a specification that puts possible problems into the hands of those most capable of defining the solutions; the OEM (Original Equipment Manufacturer). Read also: Risk in buying yacht equipment overseas Risk and project cost are often a balancing act. With that in mind, as we developed the specification, there was a constant thread of consolidation, bringing a more limited number of suppliers to the table – each OEM with increased scope and budget. We thereby improved our chances of accessing their expertise, gaining and keeping their attention in a busy market place. I think the primary example of this will be Praxis Automation. The initial scope of supply from Praxis was just the Hybrid drive system. In this, they competed against four other potential suppliers (see Blog). However, as that conversation developed, we realized that their scope could be more comprehensive. They also manufacture mainly commercial marine Type Approved equipment that complimented our design philosophy. So now their supply includes: Hybrid Drive (motors, the mechanical drive comes from Esco Power batteries and battery management charging systems Power and energy management systems, including transformers, inverters, shore isolation. MFD navigation displays, Time Zero Navigation software and radar integration. Furuno will supply the rest and is compatible with TZ software that they also market. MFD Displays for MIMIC diagrams, automation, and control inc Nav light auto-switching, fire detection, security and steering controls. User controls for the Dynamic Positioning system, the engines and the hybrid drives. “Buy cheap buy twice” often resonates. We will approve the Praxis package integration during a FAT (Factory Acceptance Test) at their facilities in the Netherlands and before final shipment for installation. Any issues can be addressed and remedied at that point. All our propulsion and power management systems and, importantly, every related scenario that is likely to be problematic during integration and commissioning is now under a single supply and authority. Moving on from that example. In a similar vein, we have been looking to place our first propulsion equipment orders. Esco supply the Parallel Hybrid Transmission (PHT) and Twindisc gearbox systems. Our order includes assembly of twin drives before shipment with again a FAT. What that has flushed out additional to equipment in the quotation is: SAE output PHT drive flange specification Fitted bolts for the SAE Flange Torsional calculations for the EV drives and vibration calculations for the mounting rubbers. Coupling between PHT and EV Drive Motor. Electronic 24VDC Gearbox actuation in conjunction with 24VDC engine/gearbox clutch. Compatible speed, temp, and oil level signals for the MIMIC displays There no additional cost here as we would have had to make this happen at some point in the build process. The benefit is the problem is now with the OEM, who can respond appropriately. What we hope to avoid is an unnecessary “Blame Game” between the parties during commissioning. Notwithstanding that, we all have the same successful goal in mind. Read also: Explorer Yacht Options Just Became Wider! Yacht Equipment Installation Next step was to consider the complexity of the installation. I have sight of the full I/O (Input/Output) schedules for a well known yacht manufacturer who makes their designs in series production. This is a well researched and time honed machine with an I/O that runs to 2300 lines! We do not need to handle, or document 2300 different inputs and outputs in order to operate Vanguard yacht. We need only the information that requires to be acted upon and additionally, we do not need all that information in a. single unified system. So Webasto for example has their Blue Cool control system that looks after HVAC and potable water heating. Victron with their Cerbo system that provides control and information on all hotel electrical, battery and solar inputs. Wills Ridley have details alarms for the steering gear butt he helm station only an indication of Run, Angle and "alarm". Every other I/O can be kept local to the actual system which is also where one needs to be to diagnose and correct an issue. Oh Lord that has made things so much more simpleton design and probably operate. Lastly, we have employed a well qualified local surveyor to work with the yard, inspecting progress and helping them overcome some of the quite onerous requirements of our UKMCA Certification Authority (MGN280 yachts <24M in commercial use). they are not "standing by" in the traditional sense as budgets do not allow but they are part of periodical inspections. Summary Add complexity only where it provided demonstrable benefit Allocate technical risks to the responsible authority Trust but verify with independent inspection Sleep well at night knowing its all under control! Chris Leigh-Jones

Naval Yachts have a new engineer on staff and they have set to on their CAD system. He's been familiarizing himself with it's intracies and at the same time understanding how the XPM Explorer Yacht range is developing with time. Hull No 1 (Mobius) is now out on her journey around the Greek Isles last I heard. Hull No 2 (Vanguard) is scheduled for completion in April 2023. Both follow the same basic philosophy of high length-to-beam ratio resulting in low power requirements and extreme range. Both benefit from very substantial scantlings and the same outlook of equipment supporting self-sufficiency. At his point, the designs begin to diverge, reflecting the owner's differing requirements. The policy of Naval Yachts welcomes owner input. Their prices are very cost effective but still represent a big investment. Being able to bring the owner's unique perspective to life is a serious advantage. Let us have a look at how they are specified. XPM Explorer Yachts: The Commonality Underwater shape, length to beam ratio, aluminum hull construction over code requirements. Simple control functions, design for short-handed operation, and large solar arrays. Mooring gear for both is Maxwell with a large Rocnor or similar main anchor. The hull can be lifted via strops of built-in lifting points. Both hulls have full function MFD to helm and flybridge, Radar, AIS, and FLIR. XPM-78 Explorer Yacht Mobius Mobius was designed with an owner cabin and additional office. There is a large basement for electrical and battery systems cited under the saloon. Propulsion is a single 160bhp Gardner diesel engine fed through a reduction gearbox and controllable pitch propeller. A reliable choice, very simple mechanicals. Single rudder with fully redundant drive system. Stabilization uses paravanes deployed when needed. The battery system is a significant carbon foam bank fed via rugged high, capacity alternators and an additional large solar array. The expectation is extended self-sufficiency at anchor using solar only. The flybridge roof will lower to reduce air draft when needed; think "great Loop" or "hurricane!" Hull is bare marine grade aluminum following a commercial practice. XMP-78 Explorer Yacht Vanguard Vanguard is the second in the series and will accommodate a family. Three cabins in total with the salon lifted 300mm compared to Mobius. A partial bulwark reduces visible heights and helps dry the deck(er). The saloon is 1000mm longer, as is the roof over the aft deck. The flybridge roof also extends an additional 1000mm. These three larger structures allow a helpful increase in solar capacity. Engines are two by John Deer 160bhp each with its independent electric hybrid drive giving 100% propulsion redundancy and a considerable charging capacity. Twin independent, fully redundant rudders provide full Dynamic Positioning. All batteries are LiPO, with a total of 140kWh installed. Stabilizers are folding zero-speed Magnus effect units. A painted marine grade aluminum hull; the Admiral insisted against the Captains' objections! Each XPM 78 Explorer Yacht reflects the owners' preferences and experiences. There is no right or wrong, better or worse, no judgment. Whatever your own personal preferences Naval Yachts may just be able to come up with something unique for you. Baris Dinc - Naval Yachts Read also: Comparing XPM-78 Explorer Yacht Vanguard vs FPB 70 Yacht Read also: XPM-78 Designing the First Explorer Yacht Hull Read also: Designing an Explorer Yacht Helm