Understanding Yacht Batteries Batteries are deceptively simple: blocks of lead-acid (or newer technologies) that sit in the bilge, charged and discharged daily. That was my understanding… until I started specifying one for a hybrid yacht system. Questions quickly arose: How much power do we really need? What is the maximum safe discharge rate? Which system voltage works best? How can I supply high-current DC loads efficiently? Which battery technologies are best suited for marine applications? After research and testing, here’s what I learned. Three Main Types of Yacht Batteries Lead-Acid Batteries Similar to a car battery Can be sealed or vented (sealed preferred) Maximum depth of discharge ~50% of rated capacity Sensitive to deep discharges → sulfation and shorter life Traction batteries (like forklift batteries) tolerate deeper discharge Slow to charge but inexpensive Carbon-Foam / Firefly Batteries Similar chemistry to lead-acid but with a special carbon foam anode Faster charging (~80% charge quickly) Can cycle partial charges without damage Economical and more stable than standard lead-acid Lithium Batteries (LiFePO4) Much higher energy density (~120 Wh/kg, ~3x lead-acid) Charge rapidly Voltage decreases at low temperatures Some lithium chemistries (LiCo, LiNiMnCo) risk thermal runaway or dendritic shorts → fire hazard Expensive upfront ($600–$1000/kWh) but better lifecycle economics Marine insurance may have restrictions Selecting Batteries for a Hybrid Explorer Yacht Our hybrid drive requires: Large power storage capacity Fast charging Reliability and Class-approved components After reviewing suppliers, two stood out: Corvis (Norway) Praxis (Netherlands) Both offered: Modular systems Built-in monitoring and cooling Fire relays Class approval for marine use Our total installed capacity: 60 kWh, roughly 2 hours of operation at 500–700 VDC. Modularity allows upgrades as technology evolves, especially with the rapid adoption of electric vehicles driving marine battery innovation. Emerging Battery Technologies Battery technology is evolving quickly. Promising developments include: Lithium Sulfur (LiS) Solid-state cells 4–5x power density of LiFePO4 Initially for military/aviation, but may enter marine applications We plan to review our battery selection closer to delivery (about 18 months away) to take advantage of any improvements. Conclusion Specifying yacht batteries is far from trivial. It requires understanding: Capacity and discharge limits Charging rates Voltage requirements Technology suitability for marine safety and lifecycle costs Choosing LiFePO₄ offered the best combination of energy density, fast charging, and reliability for our hybrid explorer yacht.

Learning From the XPM78-01 Mobius The first XPM78, Mobius, was built by Wayne and Christine to an Artnautica design. Both are highly experienced sailors and good friends whose choices reflected their own priorities. That is one of the real advantages of building a boat: you get exactly what suits you. Our boat, Vanguard (XPM78-02), evolves this design. Many features carry forward, but we made several key changes based on our own experience, needs, and preferences. Here are the major lessons and what we chose to adjust. General Interior Layout: Three Cabins With Natural Light We needed three cabins—master, family, and guest—with each serving a specific purpose. Master Cabin Located near the center of buoyancy This is the most comfortable place aboard in a seaway Ideal for sleeping on long passages Family Cabin Close to the main access points Easy movement, easy watchkeeping transitions Guest Cabin Has its own access for privacy If we carry crew, they are not intruding on family space Because my wife is claustrophobic and prefers daylight, all cabins include skylights and small through-hull ports for natural light and ventilation. On a 78-foot hull, this layout is easy to achieve, but it required two structural changes: Raising the saloon by 300 mm to gain headroom Reconfiguring the fuel tanks below to match the new levels Expanding and Refining the Saloon We also extended the saloon forward by 1000 mm to create: More space around the helm Room for an additional companionway An improved day-to-day living area Both the FPB and Arksen designs have excellent saloon arrangements, so we drew inspiration from them rather than reinventing what already works. We added double helm chairs, ensuring my wife can sit comfortably (and give me instructions, as she puts it!). With the saloon raised, we worried the superstructure looked top-heavy. To soften this visually, we added a 300 mm bulwark running from the foredeck to amidships. This: Raises the visual sheer line slightly Helps shed water with built-in freeing ports Keeps the foredeck drier in rough conditions Stability Systems and Boat Handling Mobius uses a flopper-stopper rig and derricks for tender handling, with plumbing installed for powered stabilizers (but not fitted). We decided to install stabilizers from the outset, avoiding later complexity and top-hamper. We chose DMS Magnus Effect Rotors because: They promise superior zero-speed performance They fold away when maneuvering near ice or docks They allow stable operations at anchor without fins Critical Systems: Redundancy and Reliability For an explorer yacht, anything mission-critical must: Be duplicated or Have a very high MTBF (Mean Time Between Failures) This is standard commercial-marine thinking—and one of our main lessons. We chose: Twin Main Engines Identical engines Derated for continuous running Together produce twice the required installed horsepower Supported by: Two gearboxes Two drivelines Two rudders This keeps us operational even if a major component fails offshore. Hybrid Drive: Efficiency and Capability We are fitting a hybrid drive system, which offers several advantages: Rapid battery charging using surplus propulsive power Ability to drive both shafts from one engine Silent maneuvering on electric drive Dynamic positioning made simple Independence of rudders and thrusters works very well with electric propulsion Hybrid drives are not for everyone—they require careful thinking about goals and redundancy—but for us, the benefits were clear. Electrical System: Battery-Centric Architecture Wayne’s major decision on Mobius also suits our needs: everything is centered around the battery bank. All charging sources feed the batteries: Shore power Mechanical charging Solar PV All utilities then draw from the battery bank. We specified large banks (2 × 60 kWh). In the age of EV technology, this is no longer unusual, and the extra mass acts as ballast. We selected type-approved marine systems, each with: Dedicated cooling Heating Charging Safety systems Thanks to the hybrid charging capability and the battery size, we do not need additional generators—two fewer systems to maintain. Final Thoughts There are many smaller changes throughout the design, but the points above represent the major revisions informed by our needs and lessons learned. The last step is to recalculate our stability curves with the final specification—though we expect to fall well within safe limits. As always: each to their own. What matters is designing a vessel that fits your life, your voyages, and your priorities.

Why We Chose to Design Our Own Boat I’ll begin with the best piece of broker’s advice I ever received: “If you truly want to go sailing, don’t leave it too late.” Two years later and still about 18 months from launch, that message rings louder than ever. If your hair is grey and your teeth are… negotiable, then perhaps it’s time to stop dreaming and start building. For us, one truth became clear: I only get to play if my family gets to play and enjoy it. My wife, Sebrina, is claustrophobic, which ruled out monohulls immediately. She likes space, openness, and airflow. So we turned to catamarans. Exploring Catamarans… and Their Limitations We chartered a few cats, went to boat shows, and completed several deliveries. They were enjoyably stable at anchor and comfortable underway, but if the destination is your priority, you end up motoring far more than expected. Add my age into the equation (I’m in my 60s), and the practicality of leaping across wide catamaran decks began to fade. That pushed us toward motorboats. Searching for the Right Philosophy Growing up in the UK, I watched Gilligan’s Island on a black-and-white television. Much of American recreational yacht design seems to lean toward that “down east cottage” style—big, wide, and heavy on interior volume. Lovely for island-hopping on a perfect day, but the sea is rarely kind and almost never predictable. So we kept searching: Converted fishing boats Trawler yachts Commercial hulls with yacht conversions We traveled extensively (Covid restrictions and all) to inspect likely candidates. I managed to show Sebrina some absolute eye candy—beautiful, shiny, and elegant but with questionable stability. Then, on the same trip, we toured a homely, purely functional design with impeccable stability. A lightbulb moment. The stage was set. Form Follows Function: Finding the Right Design Language I’ve always admired the philosophy pioneered by Steve and Linda Dashew and their FPB series. Circa Marine no longer builds FPBs, but the idea has become its own genre: efficient, long-range, low-resistance hulls that prioritize safety and performance over gloss. We wanted: A stable hull whose motions could be softened Excellent fuel economy and truly global range A yacht economical to build, own, and operate Something we could specify ourselves—not someone else’s dream A vessel safe, robust, and capable of reaching remote, rarely visited coasts A boat that looked like a working vessel outside but felt like Aladdin’s Cave inside Choosing the XPM78 Platform That search led us to the Artnautica XPM78 design, built by Naval Yachts in Turkey. The Vanguardour boat is Hull No. 2 in the XPM78 line. She’s a 78-foot, 60-ton aluminum-hulled explorer yacht built for long-distance passage making with a small crew. Every component reflects decades of lessons learned on and around boats. This is her story: a yacht designed not to impress a marina, but to cross oceans safely, efficiently, and comfortably. A boat created for our personal needs, for the life we want to live, and for the voyages still ahead of us.

What Defines This Category of Explorer Yacht? For this discussion, we’re focusing on a very specific type of explorer yacht: long, narrow hulls with high length-to-beam (L/B) ratios. The simplest description, and one that helps people visualize the concept, is that these boats are essentially sailing yachts with the keel cut off. Unlike conventional motor yachts, which often rely on higher horsepower or semi-planing hull forms, these high L/B designs achieve range and performance through low resistance and efficient geometry, not brute power. This article highlights yards that build, or intend to build, small production series rather than one-off customs. FPB: A Benchmark That Is No Longer in Production If you’re looking for a new FPB, you won’t find one; the line is no longer being built. Fortunately, several excellent used FPBs appear on the market. The best starting point is Sue Grant at Berthon International, who represented the FPB program (Sue.Grant@Berthon.co.uk). Berthon also maintains video tours, including one of the largest FPBs currently for sale. Launching their new 24M design at Circa Marine in NZ. Credit: Circamarine.co.nz Circa Marine (New Zealand) Circa Marine in New Zealand (circamarine.co.nz) was the exclusive FPB builder and remains a leader in efficient alloy explorer yachts. They are now producing their own 24-meter explorer, shaped by decades of FPB experience. Anyone visiting New Zealand and interested in true long-range design should consider Circa a mandatory stop. Dickey Boats – LRC58 Series (New Zealand) Dickey Boats (dickeyboats.com) builds the LRC58, designed by Artnautica (artnautica.com). This design is known for being practical, clean, and remarkably customizable. Owners can specify: One, two, or three cabins Additional insulation packages Single or twin engines Multiple interior arrangements The first hull, LRC58-01 “Koti,” was built by the designer Dennis Harjamaa himself. European Builders: A Smaller Market, but Strong Examples Europe has fewer of these high-efficiency hulls, but several Dutch yards have contributed notable examples. Steeler, Van Nunen, and Aluboot These yards have produced multiple long, thin alloy hulls, although typically with higher installed power than FPB-style boats. Aluboot recently completed: LRC58-03 “Britt” (single-engine), currently for sale (artnautica.eu) LRC58-05 “Aldania” (twin-engine), launched in April 2021 Arksen (United Kingdom) The Isle of Wight Shipyard is building the Arksen 85, designed by Arksen (arksen.com). As of mid-2021, the first hull was well into production. Arksen has announced a range including 65-, 75-, and 85-foot models. They aim to dominate the “intelligent explorer motor yacht” segment—and may very well achieve it. Naval Yachts (Turkey) – XPM Series Turkey has a significant number of capable metal yards. Naval Yachts is building the XPM78 series designed by Artnautica. Hull No. 1: XPM78-001 “Mobius,” launched Q1 2021 (mobius.world) Hull No. 2: “Vanguard,” currently under construction These are true long-range, high-efficiency explorers with an emphasis on survivability and robust engineering. United States—A Higher Power Interpretation The U.S. tends toward higher-horsepower expedition vessels, often with military DNA. Metal Shark (metalsharkboats.com) is a good example of serious alloy construction, aggressive lines, and occasionally armed foredecks. Not a match for the high L/B category, but undeniably impressive machines.

Cape Cod Canal rail bridge. Departing Mystic, we headed east to go north eventually. We moored for the evening at the entrance to the Cape Cod Canal. At sun-up, we waited 30 minutes for the huge rail bridge to operate before being cleared to depart. Vessels over 55 feet are supposed to notify port control. We forgot, and the reminder was delivered in a polite New England manner. Be cautious when transiting this useful shortcut; the tide creates endless whirlpools, and it must be running in your direction. Discovering Provincetown The exit from Cape Cod is at Sandwich; the entire coast showcases a roll call of English towns and ports. After a short hop northeast, we arrived in Provincetown, the first landing place for the Pilgrim Fathers. The anchorage was filled with a sea of mooring buoys, so we dropped anchor outside the breakwater. We hailed the harbormaster to confirm it was safe for anything other than a southwesterly storm. It was Gay Pride week, and the place was bursting with color! Heading to Gloucester, Massachusetts The next morning, we departed early for Gloucester, taking advantage of the seasonally favorable weather. A steady afternoon run led us in search of anchorage. However, the same problems persisted in a sea of mooring buoys, all too small for our 66-tonne vessel. Under the lee of Ten Pound Island light, we eventually dropped anchor at 8m (25'), pulling hard astern to ensure our large Rocna was well buried. This was our third anchorage under a lighthouse, and despite appearances, it wasn't as scary as it sounds. We used our time in Gloucester to explore and perform a weld repair on a broken railing. Gloucester is a working port featuring fish quays and ice houses, alongside its historic and arts districts. The vibe is a great New England working-class atmosphere. Floating eye candy in the harbor provided plenty of entertainment throughout the day. Lobster is plentiful, and the bars are filled with locals who always have a tale to tell. We thoroughly enjoyed Gloucester, even staying an extra day. One of the local tour guides mentioned us as they sailed their group around, and we received a visit from a genuine Gloucester fisherman practicing their rowing skills. Exploring the Shoal Islands An afternoon's run due north takes you to the Shoal Islands. This area features a set of lethal rocks jutting into the Atlantic, located 7 nautical miles off Portsmouth. With only a few permanent residents, the islands include an enormous hotel now run as a retreat for the artistic, religious, or fitness-minded. This hotel does not serve alcohol, so we opted for a long walk around what was accessible. The scenery reminded me of childhood holidays spent on the Llyn Peninsula in Wales. It is both bleak and beautiful, rocky, storm-battered, yet resilient. A strong westerly blew all night, violently rattling our anchor chain. The morning was no better. We backed off our mooring against a 20 to 25-knot wind in a close lee shore. Keeping the bow to the wind was difficult in such tight anchorage. Understanding when the rudders grip, the dynamics of inertia, and predicting how the vessel will swing became crucial. This was a first for me on the helm; those rocks were close and unforgiving, but valuable lessons were learned. Battling Wind Force 8 and Rising at Biddeford Departing the Shoal Islands, we headed north towards Kennebunkport. The bay had no shelter from the strong westerly wind, and a good swell was running, which made it a no-go. A further 10 nautical miles north lies Wood Island Light, surrounded by rocks that offer shelter in all directions. As the barometer fell, we faced winds of 30, 35, and then 40 knots. Although the confused swell remained moderate, we pulled into the lee of Wood Island. Suddenly, we were hit by a brutal 55-knot wind, rocking us more than 20 degrees with a strong weather helm. We were in a precarious position. With a firm grip on the wheel, both engines powered up, and a minor prayer to the sailing gods, we managed to swing the stern downwind, entering another confined anchorage. We dropped both anchor and 40 meters of chain swiftly. As we drifted back, the anchor dug in, halting our movement. We spent the rest of the afternoon battling the wind. This was the strongest wind we had encountered so far, reaching Force 9 to 10. Conditions were terrible, so we kept engines and steering on standby, closing the beer fridge until things improved. By 7 PM, the barometer was rising, the winds moderated, and we found ourselves anchored under another lighthouse (Wood Island)! Regards to all and safe travels, Chris Leigh-Jones What AI Told Me About Gloucester Gloucester, Massachusetts, claims the distinction as America's oldest seaport. Founded in 1623, it was established by the Englishmen from the Dorchester Company who created the first fishing port in the country. For more information, check out this link . Films Made in the Town "The Perfect Storm" (2000) - Based on Sebastian Junger's best-selling book, this gripping drama tells the true story of the Andrea Gail, a fishing vessel caught in the devastating 1991 Perfect Storm. "CODA" (2021) - This Academy Award-winning film, not only filmed in Gloucester, also features a soundtrack by the Gloucester-based band, Hozier. Director Sian Heder chose Gloucester for its picturesque, quintessential New England, working-class vibe. "Captains Courageous" (1937) - (One of my favorites) This classic MGM film, starring Spencer Tracy, was based on Rudyard Kipling's novel about a spoiled rich boy who learns valuable life lessons aboard a Gloucester fishing schooner.

Preparing for the North: Ice Pilots Join Vanguard My crewmate Valeriy leaves today to return to his family in Moldova. We say hello to our Ice Pilots, Nick and Estella, who are joining us for the journey north. This is not least to compensate for my complete naivety about what lies ahead. Departing Naval Yachts in Antalya, Vanguard was anything but seaworthy; it was, frankly, quite a dangerous undertaking. A crew of five hugged the coast and limped to Didum, which is 250 miles west. After two months of work in Didum, we saw significant improvements in critical systems. We set off with four crew members for Palma de Mallorca. Three months in Palma also brought about similar enhancements. Now, two crew members, including myself, are stretching her sea legs on an extended cruise around the Balearics. After being shipped to Fort Lauderdale, Vanguard received another six months of regular attention. Two of us then brought her 1,900 miles north, including stops, storms, and frequent passengers along the way. Vanguard has become a reliable and predictable piece of machinery, perfect for hosting visiting friends and family in one of the great, though often overlooked, cruising grounds on the continental East Coast. So far, so good, but the real test starts next week. We go north, hence the need for Ice Pilots, Nick and Estella. Anchorages and Anchoring: Finding Our Spots Details of the above will be covered in a later blog post, but in the meantime, what has gone well? For some reason, we've discovered many out-of-the-way moorings. Our preference has been to anchor rather than use marinas. It's both more private and much cheaper! A big anchor helps in exposed areas, such as outside the breakwater in Provincetown or between rocks at the entrance to Port Clyde. Anchorages with moderate swell are manageable as she weathervanes, having much more water than air resistance. We can set our rudders to bias her heading in the tide. A shallow draft is also handy when squeezing into sheltered spots with big tidal ranges. Our large Rocna anchor, once set, has never dragged, as recently observed in Darien, Cape Cod. We have explored many locations, including Provincetown, Groton, Biddeford, Portland, Rockland, Rockport, Belfast, Bar Harbor, and several unnamed anchorages. Fast Charging: 86kW in Just 20 Minutes Anchoring means self-sufficiency, and our biggest consumer is power for the batteries. When we first started in Turkey, we charged at 10kW. Our batteries are 120 kWh, with about 40 kWh consumed each day. That is a lot of engine hours charging at light load, which is not ideal. Therefore, we worked on the drives and their reliability. We collaborated with Praxis Automation to push the envelope in terms of power absorption and control. After two months, we are now in a good place. This morning, we charged at 86kW using two engines at 1,600 RPM and 70% load. A day of consumption was replaced with just 20 minutes of running. As the engine loaded up, the exhaust was no longer visible, and we enjoyed a warm engine room for the day's laundry. Along the way, we monitored vibration, engine parameters, temperatures at breakers, distribution lines, batteries, and the generators themselves, plus the relative load balance between each line phase. This was enough to build confidence that all was in order. 42kW per engine is a high electrical load, and not everything went smoothly. When your neck is on the line, it's better to confirm than assume reliability. We flushed out a problem with a motor isolator that was closed incorrectly. The contractors were not fully home, resulting in hot spots. At 10kW, it was of little consequence, but at 45kW, we quickly discovered the issue through a combination of unbalanced inverter phase temperatures and a distinctive smell. The offending breaker was stripped out and rebuilt, fuses replaced, and knife plates polished for a smooth closure and better contact. And we're back in business! After 20 minutes of charging, one cup of tea, and a warm engine room in a cold climate—great! How We View the Sea: A Shift in Perspective As we travel north, there is a noticeable shift in how the general public views their access to the sea. Miami and Fort Lauderdale are playgrounds. Be it a big tuna boat, a multi-engine T-Top, or simple bling, the sea is a place where they go fast, get back fast, and enjoy another margarita. In contrast, New England, especially Maine, remains a playground but seems more integrated into daily life. The communities are commercial, with many yachts and historic boats, lobster pots, and fishermen. Towns wrap around their harbors. One community seems to "go to the sea," while the other is "of the sea." Anchorages awaken at 3:00 or 4:00 AM as the first lobster boats make their fast run for freedom. Tour boats arrive in the anchorages by 10:00 AM, and a sailboat or rowing skiff is never far away. In Portland, we moored on the Pilot's berth at Journey's End shipyard. Now in Halifax, we look at a WWII Corvette with the Atlantic Museum on our starboard side. It's a life I've become attuned to, authored by the sun and the tides, metered by the weather and the routines of daily life. Most times, there is not a watch or cell phone in sight. I might live longer this way. Canada: A Warm Welcome in Halifax Sailing blind through two days of thick fog across the Bay of Fundy, we eventually reached Halifax, Nova Scotia. For Halifax and every Canadian I have encountered, it is a wonderful place with wonderful people. The weather? Well, "meh," but they know how to compensate. Anyone cruising north is welcome; the customs process is a breeze and super helpful. Our berth in town costs US$200 per night for a 24-meter yacht! There is plenty to see and do among the big ships coming in and out all day. Moored at Frontage Wharf, downtown Halifax, directly behind the stage for a Mexican dance festival! Journey's End Shipyard: A Commitment to Service Secondly, let’s talk about Journey's End shipyard in Rockland, ME. We called in for a routine 500-hour engine service and associated fix-it jobs, best done when stationary. The dipstick tube on one engine snapped off. Without hesitation, they ordered a new one that we collected on our return from Belfast. They even sent the crew out on a national holiday weekend (July 4th) to change it, as I did not have an extractor of the correct size, and my other attempts had failed miserably. It's not during easy times that we see the value of integrity; it's when times get harder. Journey's End shipyard, Rockland, going above and beyond to get us back to sea on time. Preparing for the Next Leg of Our Journey That’s enough for today. The plan for this weekend is to acquire cold-weather gear, resupply our nonexistent stores, and finalize our sailing plan for Nova Scotia and the west coast of Newfoundland before reaching the Labrador Sea. That all starts on Monday! Regards to all, Chris Leigh-Jones

The Adventure Begins Arriving at Asiaat in Disko Bay, we set about planning our next adventure. Our plans were influenced by local weather, access to ports, fuel availability, and the presence of ice. We aimed to test Vanguard in conditions for which she was designed. Our ice pilots, Nick and Estella, were instrumental in this journey. They not only ensured our safety but also trained us on how, why, and where to navigate successfully through large ice formations. Disko Bay stretches from 66 to 70 degrees North. Two passages carry ice from the interior out into the Labrador Sea. From there, the icebergs flow north until the current shifts south, taking them west and then south along the coast of Baffin Island and out into the Atlantic. These icebergs are massive, weighing thousands of tons each. Remarkably, about 7/8ths of each iceberg is submerged below sea level. They drift with the currents and remain unaffected by wind or waves. As they slowly disintegrate, they give birth to smaller growlers, which can weigh anywhere from 10 to 1000 tons each. Growlers move with the wind and current and are generally found downwind of the icebergs. Any contact with these ice formations can ruin your day and potentially end your voyage. Thus, thoughts of playing billiards with them are completely off the table. Navigating the Ice The first two days of ice navigation were relatively straightforward as we charted a route north to Qeqertarsuag. We hopped from one massive iceberg to another, investigating and marveling at these natural giants. We began to learn what to look for, listen for, and how to sense their menace through the ever-present fog. Afterward, we headed east toward Illulissat, located at the seaward end of the Sermeq Kujalleq Glacier. Each day, millions of tons of Greenlandic ice cap slide seaward and are expelled from the mouth of this glacier into Disko Bay. Navigation in the fjord is both prohibited and perilous for those without a death wish. This is no exaggeration. The ice moves into the bay in a mix of large icebergs and thousands of smaller ice floes. It creates a floating delta of frozen water. The larger icebergs ground near the shore, providing more sheltered waters for inshore navigation. However, to reach that shelter, every vessel must navigate through a brutal moving ice wall, which can be 5-10 nautical miles wide. When approaching the ice wall, you encounter a chaotic landscape of smashed ice with no apparent access. As you inch slowly forward, leads or paths through the ice become visible, albeit in a serpentine manner. "Inching" poses a problem, as you have no steerage. Instead, you must rely on thrusters and prop wash over the rudders to turn your hull. Your bow becomes your total focus, and you must position it with less than a meter of error. A glancing blow may be acceptable, but a head-on collision is not, often resulting in a complete stop. The icebergs that are not aground move chaotically as the current swirls around. If you find yourself caught between two medium-sized icebergs, you may survive, but your boat likely will not. Considering backing out? That could lead to ice getting into the propellers, ruining your day. Similarly, stabilizers are vulnerable, which is one advantage we have with our Magnusmaster units, as they can be mostly stowed out of harm's way. We were fortunate to have calm weather, but the wind was unpredictable. Progress was slow, stressful, and uncertain. Our first attempt failed because the ice was too dense to provide the necessary leads. However, further up the coast, we had better luck. After a nerve-wracking four hours, aided by the midnight sun, we made it through to Rode Bay. Our anchorage was sheltered, with a shallow shelf at the inlet, protecting us from larger floating icebergs as we slept, despite the perimeter alarm and anchor watch we set. The Return Journey After two days exploring Illulissat, we set off again, this time heading down the coast to the glacier front and then west through the ice wall again. Our destination was Asiaat, followed by a remote anchorage at Satue. This experience mirrored our earlier journey, but this time we faced dense fog. Our direction came from the chart plotter—generally heading west as conditions allowed. Warnings came from our radar, which was often unreliable. Turns were organized by line of sight; if you could see a lead, you could navigate it. What you could not see, you dared not enter. All the while, the glacier moaned and rumbled as it slowly made its way to the sea, surrounded by an array of frozen disintegration. All the boats in the area are ice-hardened in various ways and are sheathed, strengthened, and modified to survive in these harsh Arctic conditions. Vanguard is designed for this environment, toughened for it, and has passed a severe test. As a testament to that, we noticed that much of the antifouling on our forward hull had been ripped off by unavoidable ice. When we first entered the ice wall, a voice in my head reminded me that there was no profit in panic. By the time we departed a few days later, it felt like a lesser event. Our small crew experienced something unforgettable, and we will all be better for it. A Community of Ice Pilots While in Illulissat, we were joined by two friends, Magnus Day and Julia Prinselaar. They are also ice pilots, having been effectively stranded up the coast due to ice conditions, which caused an abort on a Northwest Passage transit west from Pond Inlet. They provided excellent company for the 450 miles down the coast to Nuuk and their flight home to New Zealand. We discovered a small yet highly competent sailing community, characterized by its own rules and behaviors in response to one of the toughest marine environments on Earth. Upon arrival in Rode Bay, we celebrated at dawn with a fine single malt on the rocks. The ice hissed and crackled as it released its trapped gases. The ice that had fallen on deck came from a passing glacier. Ice from a fast-moving glacier originating from the Greenland ice shelf takes 5000 to 10,000 years to reach the sea. Thus, our drinks were chilled with ice laid down long before the Egyptian Pharaohs built their pyramids! Chris Leigh-Jones

As the first snow of winter kissed the mountains behind Nuuk, Greenland, we set forth into the Labrador Sea. With a trove of memories to sort, our journey of 2500 nautical miles home down the Atlantic coastline began. By the time we reach Halifax, NS, we will be halfway home. Preparing to cross the Labrador Sea with a final farewell to the ice fields of Greenland. Crossing the Labrador Sea Our voyage plan was to take the shortest route across, approximately 650 nautical miles to Cartwright. We intended to hunker down while Hurricane Erin passed off the southern coast of Newfoundland. Although Erin weakened to a Category 2 storm, her effects were significant as she moved east along the Eastern US Seaboard. A low-pressure system formed around Cape Farewell at the southern tip of Greenland. Instead of spinning off east, it headed due west (thanks, Erin). We chose to ride the northern edge of this depression, ensuring both winds and waves were at our stern for the crossing. The journey was a little lumpy but dry and quite quick. Even with stabilizers deployed, we averaged over 8 knots at 1600 engine RPM. Four days and a hard-won 780 nautical miles later, we entered the Gulf of St. Lawrence at Belle Isle. 4m waves on the stern with some surfing as we make our way across. 480 nautical miles into the crossing, the winds veered south, causing most of the swell to follow suit. We encountered 4-meter wave heights with a long period as they approached from the stern. We rocked and rolled, but our decks stayed dry, and we even surfed a little (turn up the autopilot gain to max or risk bow steering). Cartwright was soon jettisoned in favor of Belle Isle and the entrance to the St. Lawrence Seaway. The currents here are complex, cycling between slack water and about 3.0 knots easterly. They do not mirror the tide. Our plan was to take advantage of the current and whatever wind remained, motoring down to the nearest bunker port, Port Au Choix. We aimed to top up our fuel tanks on Monday and then press on the next day, checking in at Sydney, cruising the lakes of Nova Scotia, and onward to Halifax. In the Eye of the Beholder I had a chance to converse with our youngest son, Rhys, who is along for the journey. Port au Choix is a typical Newfoundland location. It has its obvious challenges for the locals, and it's easy to be critical, given a privileged past. However, the community has been overtly welcoming, with a plethora of friendly locals. They make the most of what they have in a rough world. Openness, generosity, and curiosity are evident everywhere. There is pride in their past and a hard-working fishing fleet. The free, clean facilities and the sharing of stories are heartwarming. I do enjoy stories. This land, like many, is what you make of it. How Did Vanguard React in Steep Ocean Seas? Our ice pilots are part of a very small community that takes suitable yachts into high latitudes. They recently provided direct feedback on how Vanguard behaved in a seaway, comparing this to their experiences with contemporaneous FPBs of similar size. 2 of the 4 Ice Pilots, Magnus and Nick, we had 4 on board for a short while, giving two a free ride down to Nuuk for a flight home. Most of the time, we sail without deploying stabilizers. This approach is faster and consumes less power. It provides a comfortable motion up to Force 3/4 and/or about a 1.5-meter swell on the bow/stern or 1 meter on the beam. Currently, we are sailing in Force 4/5 wind with a 4-meter swell on the stern quarter. Stabilizers are deployed, and she is bouncing along, rolling 5 to 10 degrees and pitching. However, there is no slamming or bow steering, provided the autopilot is set to a fast response. The motion is similar to that of an FPB 70, which has forward lift in waves, some way back from the bow. The swim platform gets wet in a following sea but is generally otherwise dry. Without stabilizers and in a beam sea, the tendency to roll is much reduced, similar to that of an FPB 78. We also experience less wind heel, possibly due to the open flybridge design. We received incisive and unique feedback from their direct experience. Chris Leigh-Jones Tuesday am - Just departing Port au Choix, a gift of moose and smoked mackerel from a friend ashore and a thank you note for the absent Harbor Master. I like this place. Conclusion Our journey across the Labrador Sea has been filled with challenges and memorable moments. The beauty of the landscape, the unpredictability of the weather, and the warmth of the communities we encounter make this adventure worthwhile. As we continue our voyage, we look forward to the experiences that lie ahead and the stories we will gather along the way.

Nuuk, Greenland, Monday 18th August 2025. We Have a Problem. The First Problem The track of Hurricane Erin, from the NOAA website as she exits the Caribbean. We are in Nuuk and need to head south. The weather is deteriorating rapidly as fall approaches. The Second Problem The hurricane moving north from the Caribbean is named Erin. Hurricane Erin quickly intensified from a tropical storm to the first Atlantic hurricane of 2025. It reached Category 5 status before weakening to a Category 4 storm. Currently, it is moving through Atlantic waters just north of the Caribbean. Its center is expected to remain at sea, roughly parallel to the coast, before turning east around 45 degrees latitude. The Initial Voyage Plan Our original plan was to travel 850 miles to St. John's on the east coast of Newfoundland. From there, we would navigate around the coast to Halifax to change crew before heading south to New York and beyond. Once we set our course for St. John's, there are no real alternative options, with a voyage duration of 4-5 days. Issues to Consider We are using "Windy" for our voyage planning. We are also relying on our Ice Pilots, Nick and Estella, for advice on what to expect. Timing A frontal system is passing through East Greenland today. It will clear with falling seas by Tuesday PM. Therefore, we can leave on Tuesday and head southwest towards the Labrador Coast. The nearest landfall is 600 NM away, which is about 3 days at 7-8 knots. We can shorten this distance and make landfall further north if necessary, shaving off about 100 miles or half a day from this leg. Wind and Waves The track of Hurricane Erin as she passes up the East Coast of Canada. 10-15M wave height crossing the Grand Banks. Over the next three days, the wind will shift from our beam to astern as we reach the halfway point. The seas are also expected to fall, generally aligning with our intended direction. They will be on our stern as we approach the Labrador coast. Erin - This is a concerning situation. This storm is currently a Category 4 and may not be survivable. Erin is predicted to ride the Gulf Stream north along the US and Canadian coasts before heading east into the Atlantic at about latitude 45 degrees N. The Gulf Stream is warm, so Erin is unlikely to weaken. As it stands, Erin remains a Category 4 storm. Wave heights in the Labrador Sea are predicted to be 1.5-3.5 meters in our direction of travel, which we can handle easily. However, off the Grand Banks, where Erin is closest, wave heights are expected to reach 10-15 meters and be chaotic. We must avoid that area at all costs. Customs Clearance We will need to clear Canadian Customs before arriving in Halifax, NS. The entry ports are either too far north on the Labrador coast (e.g., Pond Inlet) or too far south in Nova Scotia. Newfoundland has restricted access due to the impending weather. We contacted the Canadian Border Services Agency to explain our predicament. They informed us, "We have logged your call sign (M0I07). We (CBSA) are not in the business of putting lives at risk. Call in from any place you seek shelter and update us until you reach a port of entry." The CBSA truly are the nicest customs officials I have ever encountered! Range We have approximately 2500 nautical miles of fuel in our tanks. However, we must also consider our stability, as conditions are likely to get rough. Therefore, we should plan for about 1000 miles, leaving plenty to spare and keeping a reserve in our low center tank. We will need to refuel before reaching Halifax. Closing the Labrador Coast We need to find a port that offers protection from the weather in all directions, especially if Erin decides to veer north. There are a few good options, with Cartwright (53.42N 57.00W) being our first choice. It offers quick access from the ocean. Depending on the weather, we can continue from there, ducking into the protected Gulf of St. Lawrence at Belle Isle. Once through Belle Isle, we will have shelter on both the Newfoundland and Quebec coastlines, no longer exposed to the Atlantic. Job done. Fingers crossed, batten down the hatches, and we leave tomorrow. Chris Leigh-Jones

They don't mess around in these parts, regardless of our opinions, the ice reinforced hull of a trawler destined for killing whales. July 23rd, Wednesday depart Port au Choix. Stocked up with full fuel tanks, a gift of minced Carabu meat and smoked herrings from the ever so generous locals of Newfoundland. Readied vessel for sea. 20KN wind on the bow, sea state moderate 16.00 hrs, arrive St Barbe (Newfoundland), anchored in a small bay to await a favorable tidal current and wind to transit the channel departing the Gulf of St Lawrence at Belle Isle. 22.30 depart St Barbe, 10KN wind veering to stern, sea state moderate, 2KN current helping along. Set sea watches four on/eight off, plus day work. July 24th, Thursday 06.00 Exit Gulf of St Lawrence north of Belle Isle, tracking parallel to Labrador Coast, 30NM offshore. 15KN wind astern, sea state rising with 1.5m opposing oceanic swell. Engaged the second engine at 1600RPM to maintain the speed of 7.5KN 14.00 encountered the first large berg inshore, static, probably grounded. Some small growlers downwind 18.00 further berg sightings, easy to detect on radar, increased gain, and reduced range to 0.25NM to detect downwind growlers. Sea temperature is dropping as we enter the southbound Labrador Current. Continue through the night on two engines, 1600 RPM. July 25th, Friday 04.00 fog, to continue all day. Visibility 1-2NM variable. Wind low, Sea State calm, reduced to one engine, 1800RPM, 70% load, 6.7 KN, feathered Stbd engine prop. Spotted Fulmar, North Atlantic Dolphin, and additional large bergs. Sea temp five deg.C holding. Carabu meatballs for dinner are delicious. July 26th, Saturday 01.00 large berg 400m to Stbd spotted on radar, at the same time, Cruise Ship passed 500m to Port. Turned on aft deck spotlights to signal our presence to the well-illuminated Holland America Line cruise ship astern. They moved to the starboard out of our immediate wake. (eventually!) 04.00 dawn with overcast skies. Sea state calm, slight swell. One engine, 7.4KN 1800 RPM steady. Problems with the Starboard engine occur when changing over, particularly at high load factors above 1600 RPM. The problem is not present when charging disconnected from the drive lines. The suspect damaged a rope cutter in Rockport, ME, when going astern, catching the Dynema line with a shackle—scheduled diver for Nuuk on Tuesday. Stbd engine left idle, continue with the port engine. The port engine's Hybrid drive oil pump makes a distinct whining noise; Naval Yachts ran it dry during sea trials. Ordered a new one for delivery to Nuuk. Will rebuild the existing one as a spare and swap it over with the Starboard one if needed. Ate more Carabu, still delicious. Boat cleaning day, all cabins and saloon are now much more shipshape. Retained junk for disposal ashore in Nuuk. 200NM from nearest Greenland coastline, contacted Arctic Command JOINT RESCUE COORDINATION CENTRE (GREENPOS). They need SAILPLAN, POS reports every 6 Hours, and a FINAL report upon arrival in Nuuk. Out of ice fields, sea temp rising a few degrees, spotted a few Fulmars and also Pilot whale pods on the Port Side. 27th Sunday Calm seas, but the wind is building on the bow and may become problematic later in the day—one engine 7.1KN. Days are getting longer now, with dusk at 10:45 and dawn at 2:45, and the time is counting. Noisy hybrid drive oil pump holding together (thank you, Lord!) ETA for replacement unit, Monday 28th. Guess we have a job for that day. Estella, one of our two Ice Pilots, baked bread, which noticeably lifted everyone's spirits. Predictions correct, wind-driven swell on the bow has reduced speed to top 5.5KN o Force 6. We have time, so remain on one engine, occasionally charging batteries with the Stbd engine to share the load. 28th Monday Wind dropped and veered to the beam. Stabilisers stowed in decreasing swell; speed increased to 7.2 knots. Watching for ice again. Dusk at 12.30, dawn at 03.30, overcast but clear skies due north ahead. 40NM from the Greenland coast, 120NM from Nuuk. Ran out of milk, black tea from here on in! Arrived in Nuuk, 30NM passage through the Fjord, and Wow, those mountains are HUGE! This place is something else: massive rocks, no trees, big ice, and plenty of winter snow remaining. Moored up in the commercial dock, fishing boats and whalers all over the shop. Ashore in the morning at the local fisheries supply, everyone needs some cold-weather clothes. A couple of days here fixing stuff and having an explore, then off north again to Sisimiut. Regards to all, Chris Leigh-Jones

Departing New York via the East River, we took on a crew, which included Steve, a long-time friend from the UK, my wife, Sebrina, and three 16-year-old boys. The young men, by most impressions, appeared to share a common brain between them, with each contributing 1/3 and needing some encouragement to focus and act. I'll attribute this to a lack of sleep, as they discussed life's challenges while locked in their cabin in the evenings. New York To Rowayton Our first call was Rowayton. A small, picturesque township on the Connecticut coast and home to a long-term friend who has mastered both generosity and introductions to just about everyone locally. We moored up 1/2 a mile into the bay, between the harbor entrance markers and Greens Ledge Anchored off Rowayton CT lighthouse. Good holding is found near the shore, and the weather was benign. Three days of trips ashore, swimming around a hull bobbing in the swell, or our tender towing a tube full of howling 16-year-olds. Highlights included eating ashore at Rowayton Seafood, as well as a personal tour of a newly restored Greens Ledge lighthouse with Chris, his wife Terri, and friends. A Lesson to Learn Now for my lesson. The family departed for Charleston, and I was itching to leave for Mystic. It's just like driving on the freeway, right? At 5:00 am the next day, the weather is blowing a good 5, with gusts of 6, and we are charging batteries and prepping our engines, tanks, and systems. Vanguard is tugging on her chain, held to terra firma only by a severely oversized Rocna Anchor. Batteries, checked; steering, checked; engines, checked; thrusters, checked; helm control, checked; then we haul our anchor. It's stuck; the bottom is composed of sand and large rocks, massive remnants from the last ice age. The windless clutch slips and the chain is a fight not worth having, so we let out 10 or so extra meters in our 4m depth and push her hard forward against the tide. After one or two attempts, the chain starts skipping, and our anchor is free. Inertia has its uses. Haul her up, stow it, lock the fore hatch, and we're away. It's now a 6 gusting 7, but there is not much fetch in Long Island Sound, so the seas remain manageable. Anchored off Rowayton CT. good holding, though a few large, anchor-grabbing rocks about The going is "wet" as our wave-piercing bow meets the oncoming swell, the tide a good 1.3 knots in the wrong direction, and we are making a miserly 4.5 knots in the direction of travel against both tide, waves, and wind. The foredeck was underwater (our replacement forehatch is holding well). It must be ok because I was bored just sitting there. Six hours later, the tide has turned, which helps, but the wind is now against the tide. Crossing Stratford Shoal, I received my first lesson as the depth decreased from 20 to 8 or 9 meters. The waves became rather outrageous. It was a one-off, right? Wrong. Crossing Brandford Reef, we received our second lesson in seamanship. Enough of this, and we dipped into shelter behind the Thimble Islands. Low tide, rocks all over the shop, but the going was clear. Lesson learned - Be more aware of your surroundings and less reliant on personal impatience; you will not win. All the while, my Ukrainian colleague, Valeriy, is looking at me with that "I told you so" expression in his Russian parlance. Vanguard could and did take it well; there was no danger. Meanwhile, we received a Force 6-7 battering over 6.5 hours and 37 nautical miles, and I grew rather fed up with relearning what I should have already known. A salutary reminder to me of the importance of patience, awareness, and humility in the face of nature's power. A calm night was had in the lee of the islands while the minor storm blew itself out. Departing in thick fog, we had a higher tide and were following our inbound, rock-free track, headed for Groton, 6 NM west of Mystic Sea Port. The wind backed to the Southeast, and the seas had dropped. We set off near noon when the tide slackened and reversed in our intended direction. 9.6N Speed Over Ground. The morning before departure was for cleaning and running repairs, not the impatience of an old fart like me. Chris Leigh-Jones A particular thanks to our friends Chris & Terri Walker for their kindness in entertaining us in Rowayton and arranging our mooring in Newport, RI, right opposite the upwind buoy for the classic races this weekend!

New York from Liberty Marina, a magnificent sight under the stars. The past few weeks have been a slow cruise up the US East Coast from Charleston to Long Island Sound via Georgetown and New York. It also marked 1,500 miles cruising since Fort Lauderdale, in part to confirm the remedial work on our drives and remaining systems. Real highlights have been hiding amongst the commercial fishing boats in small working ports and, latterly, New York, both for the utter contrast in its cityscapes and accidentally landing in the same marina as the base for "Sail GP" (https://sailgp.com), the Formula 1 of the yachting world. All is going well so far, with the bonus of family joining and meeting some old and new friends along the way. Rather than going into detail, it's better to rely on the visuals of a motor yacht with a working regime that performs as she should. Regards to all, Chris Leigh-Jones, Rowayton, CT. Charleston SC Charleston to Georgetown SC Georgetown to New York Sail GP - New York