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A rather long time ago I was on a bulk carrier loading coal in Newport News Virginia USA. Some way off lay an enormous passenger liner sitting idle. The SS United States. Even then, one of the last bastions of a passed era. Fast forward over 40 years and we meet again, of Delray Beach Fort Lauderdale. Video thanks to SeaTow and my friend Capt Brianna Kerrigan of Yacht Management (South Florida) . Under tow on her way to Louisiana to become a dive reef. Enough said for this Blog, never see the likes again I wager. SS United States under tow off Delray Beach, FL, 1952-2025. As a personal story my family have a connection with the era of large liners. Our maternal Great Grandfather, Capt Robert Baker. One of his commands was RMS Mauritania of the Cunard Line (1907-1935). I wonder when the world stopped being sepia? Chris Leigh-Jones

MV Hector, Blue Funnel Line (Ocean Fleets), spent four months on the coast of South America; heaven for a 17-year-old. The subject today is "Less can be more." It was my first trip to sea, MV Hector, 200 odd miles up the Rio Plata into Rosario - Argentina. The Chief Engineer was retiring; we called him Skypsie, but I can't remember his given name. He pulled my naive self aside on the deck, " Son ," he said, " sometimes less is more; remember that. " the sentiment was always valued.   Pan forward near on 50 years. Before departing Turkey, we realigned the engines and hybrid drives and wrote about the subject in this blog linked below. The alignment seemed accurate, but now, with 2500 miles under our keel, I wanted it checked with a fresh pair of eyes. The engine and hybrid drive mounts sported an unexplainable amount of shims, from cut metal sheets to convenient washers. I should have spotted this earlier but was distracted by more pressing issues; there is no time like now . I'm not a fan of stacked shims; it reminds me of an accident waiting to happen, recalling C/E Skypsie's words. "S on - less can be more ." It's time for the application of a little thought. The engines and hybrid drive are a 4-point mount. The aft end drives through a Twin Disc gearbox and Bruntons Sigmadrive CV joint, allowing for up to 3 degrees of misalignment between the gearbox and the prop shaft. We used a laser to confirm that both engines were axially out by about 1-1.5 degrees, high at the forward end, and aligned at the aft end. This misalignment was resolved without issue by the Bruntons Sigmadrive but could be improved. So, we removed shims from the mounts, causing the forward end of the engines to drop slightly.   The engine mounts are now cleaned of unnecessary shims, double-nutted, and the excess thread removed. "Walking stick ends" made handy grease cups to act as protectors. Next, we attacked the braces we added between the hybrid drive and E-Motor mounts. As described in a previous blog, these prevented the E-Motor mount from acting as a hinge joint. By elongating the aft mounting holes on each brace, we could remove the four shim packs, locating the forward end of this bracket on each of the two drive trains. We also painted it properly before reassembly and replaced inaccessible through-bolts on the guard plates with simple captive nuts and machine screws. These are seemingly unavailable in Turkey.    Braces are now hard-mounted against the PHT drive. Elongating the mounting holes on the corresponding motor support location made this possible. The added adjustment allowed these plates to fall flush, as shown. The net result of this work was a stack of assorted unwanted Turkish shims, more robust drive lines, and less prone to random disassembly at inconvenient times. Shims went in the trash can, and it now looks rather easier on the eye. I hope Skpsie's Ghost is pleased with this work now that I am the age he was then. This is the totality of what we removed. It was quite the haul over two drivelines. The alignment was not far off, but the implementation was pretty poor. Not now, though! Skipsie - Chief Engineer, UK Merchant Navy 1977 - " Son - less can be more. " Our Yard for this work is Yacht Management in New River Marina, Fort Lauderdale, South Florida ( https://www.myyachtmanagement.com ). Super people, very helpful with excellent subcontractor support. A shout-out to Kyle Henry - Boat Mechanic, for his willing assistance and keen eye. T Chris Leigh-Jones

Sit in any good marina, and you will see many beautiful, expensive, and delicate modern hulls maneuvering with ease. Widely spaced twin props with bow and stern thrusters and added integration, and it's as if they are on rails. Catermerans are the epitome of this; they turn at their own length. Anyone who has docked an old, large, long-keel yacht knows a different world where docking takes more planning and often more lines. ( pun intentional) . You have tide and windage, way, prop walk, a single prop, and a single rudder. Docking Vanguard stern-too, in the Med, has fallen into the second category. Props too close for much torque, the bow thruster is inexplicably ineffective, and there is no stern thruster. A test of seamanship is not a bad lesson to learn, but it is also not great for stress levels. A kick ahead with rudders over will turn her from zero speed, but not a kick astern. She will steer both ways above 3kN but not astern below that. We steer Astern by using a P or S prop kick ahead, but it is not enough to take the Astern way off her if you are gentle. We eventually got the hang of it all, but it must be choreographed and is not for the faint-hearted. Last week's blog covered this annoyingly ineffective 15kW Sidepower bow thruster. Two problems became apparent. The first was the port tunnel prop. It had been replaced in the Med incorrectly and was free-spinning ( spigot behind the prop boss was incorrectly aligned ). That's an easy fix, and it made the difference between basically useless and " some thrust, but don't rely on it ". We did that before discharge from the transporter. Then we discussed the protective grills that are occluding the tunnel area and causing turbulence. Today, a diver removed those, plus a quick cleanup around the area. A brief before-and-after test is enclosed below—full Stbd, then full Port against slack mooring lines. The results were clear: 19 counts with the grills were reduced to 13 without the grills. A noticeable increase in thrust accompanied this reduction in the count. Though not obvious on the video, it's enough to heel her over against taut bowlines. It's safe to say that after 9 months at sea, we've successfully resolved our bow thruster problem. It now operates as intended making good use of the 15kW available to turn her bow with ease. Bow Thruster P/S test after removing Grids Bow Thruster test before removing Grids. Chris Leigh-Jones Note to "Kitt" - enclosed above as promised. - Chris

Have you ever regarded something and heard a little voice say, "It looks okay but is just wrong"? Our bow thruster is a 15kW unit from Sidepower. It's almost twice the size of the one on our sister yacht, Mobius, but it's ineffective for some reason. Bow Thruster Grids When we took over the completion of Vanguard in Antalya in April, the delivery Captain commented that the bow thruster was not big enough. I did not get along with this chap, so I ignored his comments; perhaps my bad. Later this year, Valeriy, our present Captain (and much more likable), delivered the same opinion. The power consumption was about 15kW as we measured the current draw, so what was the issue? Then, as Vanguard became reliable, I had time on the helm, freed of "fixit" duty, and experienced firsthand how miserable this unit was.    As luck would have it, we are visiting family in the Ozark mountains of northern Arkansas for Christmas. Not much is going on, so it's time for some reflection. I studied a video taken of a failed bow thruster blade. Naval Yachts, our builder, had fitted a well-made grid for the bow thruster. This should prevent damage from floating debris. In our yard in Fort Lauderdale, there are many large yachts on the hard. None have grids fitted. Hmm? We used a spreadsheet to calculate the flow restriction presented by this grid, approximating 10mm aluminum for the flat bars. The total flow restriction was 25% of the full 250mm tunnel. Plus, the flow over both screens creates unwanted, energy-sapping turbulence. Being slightly inebriated, Christmas and all, I asked Chat GPT for the cumulate effect of two orifices in the flow stream. Each one reduces the flow area by 25%. This was the answer: "When two orifices (or flow restrictions) are placed in series, each reducing the flow area by 25%, the cumulative effect is not simply additive; it depends on how the flow behavior (e.g., velocity, pressure drop) changes across both restrictions. Here's the step-by-step explanation: Effective Area After Both Orifices : Let the original area be AA. After the first orifice: A1=0.75×AA1​=0.75×A. After the second orifice: A2=0.75×A1=0.75×0.75×A=0.5625×A The effective area after both orifices is 56.25% of the original area. Impact on Flow : Flow restriction depends on the velocity and pressure drop, governed by the  continuity equation  and  Bernoulli's principle . Approximate Flow Restriction: For incompressible flow, the cumulative reduction in flow rate will be proportional to the decrease in the effective area, resulting in ∼43.75% less flow capacity than the unrestricted condition (plus turbulence). For a detailed analysis, factors like Reynolds number and turbulence at each restriction must be considered." So, having now returned to our yard in Fort Lauderdale, we have requested a diver to remove these guards (it's been snowing just up the coast, not aself-completee job in a pair of shorts!) Hopefully, we will be able to report back in the next blog Other Fix-It jobs. We were also able to complete two more small tasks on our first day back. The Isotemp water heater was damaged when a pipe union failed on the watermaker just above this unit. The system was repaired, but we could never replace the plastic cover. Eventually, we found one in the UK using a Google Image search. It took 10 minutes to fit and now looks as good as new. Similarly, the Airmar depth transducer on our tender lost a fight with the tender chocks some time back. It's a nice little unit, and we "Jury-Rigged" it until a better fix came around. Rytech Marine made a super strong Stainless Steel replacement bracket for this transducer, and we brought one out for that purpose. Now, it's all ship-shape again and much less damage-prone. We have two weeks in Fort Lauderdale before venturing to the Bahamas and Abaco Islands, where we will meet up with family in Hope Town, Marsh Harbour, or similar places rapidly warming as the season begins. Hope Town Abaco - thanks to Bahama Air Tours Time in FL will be spent on final commissioning for the Praxis equipment, repairing some wear and tear from previous ventures, and improving what we still see as sub-par, though that list is now much reduced. 2025 should be a good year, and we are continuing a conversation with Eyos Expeditions (my long-time friend Magnus Day) about the Western Coast of Greenland. Western Greenland - with a twist - acknowledgment to Wilderness Travel Nothing is decided yet, but it's on the radar of possibilities. Time and tide wait for none of us in this life. Happy New Year to all. Chris

A previous blog spoke to some of our incremental changes that improved Vanguard's through-water performance. Specifically: Stowing the Varifold propeller fully to prevent windmilling. Aligning the rudders in the flow stream Docking the stabilizers when not needed Reducing parasitic electrical loads en route. Whereas each change made a marginal difference, the effects were cumulative. They proved worthwhile, gaining 1KN for free or about a 12% improvement. Bubbles are seen coming from the overboard water drain. The chrome rim is the exhaust outlet. Both are forward of the propeller and hull partial tunnels. The Stbd engine is lightly loaded at 30kW, 1800 RPM. Having landed in Florida, we needed to recharge the drained power batteries. Ordinarily, we would do this at sea when underway. However, when tied to the dock, we loaded the starboard engine on this occasion. The total power demand was about 30kW at 1800RPM during the charging cycle, which is 25% of the full engine load. Examining the exhaust outlet revealed a considerable amount of gas escaping via the muffler water drain instead of the larger gas outlet. So, even at this relatively light load, exhaust gas is entrained in the water flow around the hull and forward of the propellers. As the propellers are in partial tunnels, once/if this gas gets pushed towards these tunnels, it must pass over the propellers before exiting at the stern. I'm no naval architect, but regardless, this does not sound like a smart idea. The hunt was on. We already know the Halyard wet exhaust mufflers are oversized for the application. Ordinarily, this would be harmless, but it does mean that the drain is considerably larger than the seawater cooling inlet. A 90mm drain hose and 50mm water inlet hose mean. The factor of over 3 differences in cross-sectional area. We also know that the overboard standpipes allowed exhaust gas to pass up the hatch drains before fitting no-return valves. So gas was in these standpipes under low but positive pressure. We surmise the muffler drains fully and runs dry, allowing exhaust gas to exit from the exhaust and water drains.   Halyard exhaust muffler. The water drain is the lower, large-diameter pipe leading to the aluminum standpipe overboard. A conversation with Halyard technical support confirmed that this should not be happening. ( They responded almost immediately, so credit to their service. ) Their proposed solution was twofold. Firstly, restrict the drain water flow to >1.0 times the inlet flow area but not so much that water exits from the exhaust outlet. This would increase the water dwell time within the muffler and allow for more effective degassing.   Secondly, connect the top of the overboard standpipe with the outlet of the exhaust elbow to allow the standpipe to clear any gas buildup. A small-diameter exhaust hose would be sufficient for this purpose. Our next journey begins at the end of January. In the meantime, the shipyard in Fort Lauderdale will arrange for contractors to make these adjustments, and time will tell us the end result. Mistakes happen, and in this world, little is perfect, especially the first time around. Our role is to have eyes that see, recognize what's happening, and improve on the facts. I'll report back in a later blog. Wishing our followers a Merry Christmas and a productive New Year wherever you may be. Chris

Another blog from my friend John Johnson, aka Youtuber "Yachtbuoy." This time, he compares a design approach from two boats he is familiar with and that have similar purposes, though, to be fair, they are of different sizes. The beautiful Arksen 85 and Vanguard, XPM-78. https://yacht-buoy.com The Arksen 85 and Vanguard XPM-78 stand out as leaders in their class when exploring the realm of high-performance explorer yachts. To be clear, these yachts are different in size, which should be remembered in the comparison. The two hulls provide features that highlight the principles of good design while offering value at two price points. Designed in isolation, they are a real example of convergent thinking with great similarity. Their navigation systems exemplify thoughtful design and innovative engineering, catering to the demanding needs of modern seafarers. The table enclosed discusses the equipment specifications of the two hulls that are split over several functions. Shared Excellence in Navigation Systems Helm station of the XPM 78. Mainly a mixture of Praxis and Furuno commercial spec equipment. The installed equipment focuses on high-end Furuno equipment for GPS, Radar, AIS, Compass, and autopilot with compatible Airmar for other functions. Vanguard has duplicated the X-Band radar; consideration was given to an S-Band for better performance in the rain, but this was negated by the superb performance of the new X-Band solid-state Dopler Units from Furuno. Both yachts have large Multifunctional Displays (MFD) for the Helm and flybridge navigation stations. Each MFD array is also split between navigation running Time Zero Professional and engineering functions such as MIMIC displays to control the vessel and systems. Each MFD array also has multifunction capability, providing for full redundancy. The main helms of the larger Arksen 85 inc a navigation station. Image credit "Pasagemaker" Both yachts have LED navigation lights that are compliant with COLREGS (IRPCS) and have pre-set light configurations. Horn functions are treated similarly, either through the MIMIC or dedicated panels. Another shared feature is using the latest Furuno radar and GPS systems. The Arksen 85 and Vanguard rely on these industry-leading technologies to provide precise data, reinforcing their commitment to reliability. Such commonalities reflect the brands' focus on equipping their vessels with the best navigation tools, ensuring their owners' peace of mind. Arksen 85 Vanguard Navigation Lights  LED Nav Lights to requirements of IRPCS. yes yes A dedicated control panel for the navigation lights is fitted. yes yes Installed Equipment      Furuno DRS6A-NXT open array radar antenna  1 2 Furuno GP330B GPS antenna  1 1 Furuno SC33 GPS compass  1 1 Furuno PG700 Solid state rate gyroscope fluxgate compass  1 1 Airmar DST810 Depth/Speed/Temperature transducer  1 1 Airmar 520-5PSD depth transducer at stern  1 1 Furuno FA-50 Class B AIS transponder  Class B Class  A 24” HD Touchscreens for navigation system use  2 3 24” HD Touchscreen for systems control and monitoring  1 2 Furuno NP711C Autopilot control head  1 2 Magnetic compass 1 N/A Dedicated navigation computer running Maxsea TimeZero  option 2 W/Wide charts  option yes Optionally, the navigation system can be upgraded with Additional radar option N/A Gyrocompass option N/A WASSP/Furuno (Sonar) option DFF3B Class A AIS, option 1 Furuno WX220 Weather Station option 1 Visible and IR wavelength gyro stabilised camera option 1 Communication systems  VHF/DSC 2xFuruno 4800 2xICOM 510 Furuno FS-1575 MF/HF  1 N/A Furuno Furuno Felcom 19 1 1 Sat C terminal  1 1 Starlink option 1 Furuno NX300 Navtex at chart table  1 1 Sailor 4300 Iridium Certus  1 1 Yellowbrick YB3i tracker  1 1 Pepwave MAX BR1 MK2 4G router Onboard Wi-Fi network 1 1 Differentiated Equipment, Tailored for Performance Despite the shared core functionalities, there are specific differences. Arksen 85 data was extracted from a sales brochure so that one could expect options at additional cost. Vanguard is owner-specified and includes some excellent navigation additions, specifically a Mil-Spec Infra-Red and visible light camera, Furuno DFF multibeam sonar, and TZ Worldwide chart package. These are expensive but useful additonals already included. Class A AIS gives greater visibility to third parties, but outside of that, maybe not so much quantifiable advantage (it's also a fag to set up). Communication This is a topic that has seen some significant advances since these hulls were specified. Specifically, Vanguard now uses Starlink for communications, making the Irridium Sailor system basically redundant. UK MCA Category (0) MGN 280 will require both HF and Satellite communications systems, so in this respect, the Arksen specification has an advantage as Vanguard has opted to class under Category (2). The Both hulls probably have an underspecified Pepwave BR1 internet router; the larger model will provide additional ports for exterior communications and online third-party equipment tech support. A hard wire to the Starlink system is also useful for improving data speed. Both vessels are equipped with WIFI boosters to provide access throughout the hulls. Value-Driven Design: Vanguard's Competitive Edge While both yachts showcase outstanding design and innovation, Vanguard offers a unique balance of features and build cost. She is a smaller hull with a nearly identical navigation package and some very useful additional toys. This thoughtful balancing of performance and cost makes the Vanguard an attractive option for budget-conscious explorers. It provides nearly equivalent functionality without compromising essential features, proving that quality design does not necessarily necessitate a price tag. Conclusion The Arksen 85 and Vanguard are benchmarks of excellent long-range explorer yacht design, combining safety, performance, and technology. However, Vanguard's ability to deliver comparable navigation tools at a reduced cost under the direction of her experienced owner illustrates the power of shrewd engineering choices. Whether you prioritize uncompromising luxury or pragmatic value, these explorer yachts showcase what modern marine innovation can offer. John Johnson - aka "Yachtbuoy". Enclosed 2 video showing the individual vessels covered by John in previous months.

The Meddietteranian is now far behind us. Landing in Port Everglades, we make it to the US East Coast and ruck up at our Yacht Management Services Boatyard and Marina for a few months in storage and exploring the locality before heading to the Caribbean in early Spring. Her journey to the USA took her first to MV Nordic Kylie, which Peters and May transported. Costs were comparable to shipping on her own keel when fuel, crew, and wear were taken into account plus, I had a stern instruction to return home with an ever-growing list of what is locally termed as "Honey Doos." Marriage is a give and take, after all.    Export and Import to the USA The process is new to us, so "forced learning" was the phrase of the day. We completed our exit documentation in Spain before loading a " Levante de Reexpedicion. " We also informed our insurance company, which temporarily suspended the hull insurance as a separate cargo policy covers her. We have been using Garrison Rudisall, a marine insurance agent in Charleston, SC, and have found his service first-rate thus far. Next was to complete the import documentation; as the cargo was break bulk, we had some leeway to do this in transit rather than before departure. US Customs process is the Bill of Lading ( Peters and May needed a non-US address for the shipper ) and Yacht Tourist Entry, which is good through 31/3/2025 and ( obtained through Compass Logistics and Marine ). The next job is a foreign flag vessel Cruising Visa so that we can avoid customs clearance at each port we visit. It should be good for 6 months to a year, and we will go directly to Customs to issue this. "Fixing Stuff" The discharge process took me back to my days at sea nearly 40 years ago. Nordic Kylie is a small break bulk carrier with a UK and Phillipino crew. Vanguard was secured to the main deck and the first lift-off. I have a TWIC card as part of the US Coast Guard license, so my son and I could access the vessel early, some 3 hours before offloading was completed. Being out of the water was a great chance to complete maintenance to seawater suction filters and the bow thruster. Suction filters are four times oversized for the application, so we could afford to ignore them when sitting at the marina in Mallorca. When removed, they were well fouled, not with debris but with marine organisms, especially small muscles. Now that they were all dried out, they were easy to clean up. The bow thruster never performed correctly after a diver replaced a damaged impeller in Greece. It was not seated properly on the drive spigot and became loose as the impeller slipped. Rather, I was glad nothing fell off; again, it was a simple fix. We also had the chance to remove fouling from the Intersleek in the thruster tunnel. We also inspected all anodes, revealing they should be good for another year to 18 months. The propeller anodes were the most corroded. Hull antifouling was covered in a thin, dry layer of biofouling, though this easily came off with a finger brush. So far, Intersleek Antifoul is in good condition underneath, with no signs of breakdown or thinning. We were careful to vacuum up the debris from our cleaning exercise and dispose of it ashore. US authorities can be upset about invasive species, so it is best to play nice. Our son Rhys took ownership of the fenders P&S, flaked mooring lines, and a wandering balloon fender in preparation for "issues" in the narrower turns. Entering the Everglades Given the uncertainty around the bow thruster, we booked a tug for assistance. SeaTow stood by during discharge and led us through quite the labyrinth of canals on a 90-minute journey to our berth. For anyone entering the Everglades, I'd recommend their assistance for an initial introduction. Many bridges (7 for us), innumerable shallow switchbacks, and every type of yacht and skill set will greet you, plus alcohol in the afternoons. They were professional throughout; even when retrieving the ICOM VHF, we inconveniently dumped it in the water when docking ( they float; we tested it!) . A final comment One last poignant passing comment from the Tow Captain," We towed another yacht like this a few years back, a "bit" bigger - ICEBERG," Ha! Chris Leigh-Jones

This Blog was posted by my friend John Johnson, Youtuber ( Yachtbuoy ) and aficionado of the Explorer Yacht marketplace. Long, narrow-beam hull forms championed by designers like Nigel Irens and Dashew Offshore have firmly established themselves in the explorer yacht marketplace. Renowned for their long-range efficiency, excellent seakeeping, and rugged construction, these vessels have become the benchmark for serious offshore voyaging. A total of 18 hulls were built to FPB designs by Dashew Offshore, while 14 hulls have been constructed to Artnautica designs. Most of these vessels are certified to CE Category A or B. A select few go further: two hulls have achieved commercial certification to UK MCA MGN 280 standards, the gold standard for those requiring commercial-grade builds for safety and performance, whether for private or charter use. Vanguard: The Next Generation of Explorer Yachts Launched in 2023 and completed in 2024, the XPM-78 Vanguard represents the pinnacle of modern explorer yacht design. At 24m LOA, Vanguard was built to MCA Category (0) standards and is currently certified to MCA Category (2). Upgrading to Category (0) would require only minor additions, including compliant first aid equipment, an SSB radio, hard-copy charts, engine room insulation 300mm below the waterline, and wheel-marked Class A lifejackets. While the current owner does not plan to operate commercially, they opted for UK MCA Category (2) certification to ensure Vanguard’s equipment, build strength, and stability meet the highest private-use standards. With accommodations for six guests across three cabins, Vanguard is powered by an advanced commercial-grade hybrid propulsion system and carries extensive spares for worldwide cruising. A Comparative Look: Grey Wolf II Grey Wolf II, a 26.2m LOA explorer yacht launched in 2017, stands as one of the few vessels to achieve MCA MGN 280 Category (0) certification while also complying with the Maritime Labour Convention 2006. Her additional 2.2m in length provides significant additional interior flexibility, enabling her to carry up to three guest cabins alongside two crew cabins—one forward of the owner’s stateroom and one aft of the engine room. This layout allows for versatility between crewed and guest configurations, a feature her two sister ships have since adopted. Like Vanguard, Grey Wolf II is designed with system redundancy and durability in mind, meeting the rigorous standards of MCA MGN 280 Category (0). This alignment with the individual visions of their owners ensures these yachts are built to tackle the world’s most remote and challenging cruising grounds. Why Choose Vanguard? While Grey Wolf II is a proven charter-ready yacht, Vanguard represents a new generation of explorer yachts. Combining cutting-edge hybrid technology with commercial-grade construction, Vanguard offers unmatched energy efficiency, reliability, and performance. Her robust equipment and systems make Vanguard ideal for long-range private cruising or future upgrades to unrestricted charter operations. Vanguard is currently based in the USA and is available for sale through TJB Yacht Brokers, while Grey Wolf II is listed in the UK with Berthon International brokerage. Summary FPB-78, Grey Wolf, and XPM 78, Vanguard are designed with extensive system redundancy. Their configuration, tailored to meet the rigorous standards of MCA MGN 280 Category (0), sets them apart from the pack, aligning perfectly with their individual owners' visions for a reliable, world-cruising vessel. Both vessels are registered under the UK Red Ensign in Jersey. Vanguard is located in the USA and is for sale through the offices of TJB Yacht Brokers. Grey Wolf is in the UK and is for sale through the Berthon International brokerage. John Johnson , aka Yacht Buoy - Follow my Youtube Channel HERE

Last week, Vanguard was loaded for transport to Antigua and Fort Lauderdale. We considered running her on her own keel, similar to the successful transatlantic of her sister, Mobius. Being new, the cost comparison and "orders to get home" mitigated against this. So, instead, permission was granted to go to the Caribbean early in 2025 and explore those islands before the tourists arrived. Preparation for loading We drained the water and fuel tanks where possible. Fully empty tanks are not advisable, as the arrangement compensates low fuel with water to maintain a constant draft and trim. We settled on empty fuel wing tanks and pressed up the center tank with what remained. Black and grey water tanks were emptied at sea and flushed with clean water. We will blackout when she is lifted, dead ship, losing our battery monitoring system. The strategy to minimize risks was agreed with Praxis and tested in the marina before loading. Power batteries were run below 30%, disconnected from the bus bars, and each battery cell was disconnected from the next. We isolated the house batteries from all systems and all 24VDC users from the bus bars. We then shut down the Victron 230 VAC and 24VDC inverters as a final precaution. With an eye to the future, a start-up procedure was created and tested in the marina before loading. I hope it works in Florida! Fridges were emptied of any perishables, exterior cushions stowed, and the fenders were inflated and then stowed on the deck, ready for use upon discharge. A comment from the LoadMaster was well received. She was simple to lift, in well-defined locations reinforced for the purpose, and easily supported her 66 tonnes. Since her underwater design is configured to dry out, she can quickly and securely chock for the voyage. It's great when a plan goes to plan! I'll let the photos speak for themselves. The antifoul will be pressure washed clean before discharge. After the first 12 months in the water (off and on), the anodes remain in good condition with only slight corrosion. Paintwork is as new. "Our thanks to Valeriy and Veronica for their hard work in helping make this collection happen!" Back to the Low Country So, home went our merry band, back to the Low Country of South Carolina, and a very long list of "Honeydoos" was waiting. It's not all work, though; there is still time to explore the many creeks and marshes of the low country in the cool weather of early winter, back to where the Redfish run. Regards to all Chris Leigh-Jones

What was meant to be a two-year yacht build project took four from start to completion. It is a risk for anyone of an age that circumstances will change during that period. They have for our family. A final push to make Vanguard seaworthy, tested, and Certified has been our focus for 2024 before she is shipped to Florida for a late-winter cruise in the Caribbean. In that period, I've also grown older and have another project in mind that is closer to home. My friend, John Johnson of TJB Yacht Brokers (aka Yacht Buoy of YouTube fame), has listed Vanguard for sale; she is brand new and in fine condition. Coincidentally, not one but two FPB-70s have also recently been on the market. There is both choice and an interesting comparison for anyone looking at an available, capable, rugged, long-range explorer yacht design. The FPB and XPM designs are contemporary; the former is from Dashew Offshore, built by Circa Marine, and the latter is from Artnautica, built by Naval Yachts. Two of each capable design were constructed and continued actively sailing. After a quick Google search, further details of each were found at: FPB 70 - 2018 Buffalo Nickle Fraser Yachts https://www.fraseryachts.com/en/yacht-for-sale/buffalo-nickel-1/ 2018 78' LOA 2 by JD 4045 AFM85 M1 Rated FPB 70 - 2019 - Atlantis Real Yacht and Ship Sales https://www.yachtworld.com/yacht/2019-circa-marine-fpb-70-9104012/ 2019 78' LOA 2 by JD 4045 AFM85 M1 Rated XPM 78 - 2023 - Vanguard TJB Superyachts - (John Johnson) https://www.tjbsuperyachts.com/news/for-sale-vanguard/ 2023 78' LOA 2 by JD 4045 AFM85 M1 Rated The specifications, equipment, and performance differ in detail but are otherwise remarkably similar. All have the same LOA and use John Deere 4045 engines. They also have twin rudders, strengthened aluminum hulls, similar beams, and draft. Vanguard is about 0.5KN slower but has more bells and whistles, newer, painted hybrid drives, a larger tender, and huge power batteries. Again, I am not without bias, so it is best not to labor the point. I did find one piece of information that is otherwise difficult to track down. The Buffalo Nickle listing provided some very believable fuel consumption figures. This has a real $$ value for the long-range cruiser. Initial results from Vanguard have been published in previous blogs and track pretty well with these figures (same engines, the same length, and similar draft and beam ....... ). I have replicated them below: Speed over ground Engine load Fuel NM/US Gallon (both engines) 11.2 100% 0.66 10.1 65/70% 1.07 8.7 Not measured 1.56 (Note: This is a US listing, but the dimensions are recorded in Metric Units. I'm assuming that the "Gal" figure quoted in US Gallons, aka 4 Litres approximately.) Have fun researching these listings. All three hulls can be found in the good old US of A ( check the tax status ). We look forward to explaining our other project! Chris P.S. for anyone looking at sailing instead of motoring, Merf Owen of Owen Clarke Design has this super-focused brokerage on high-latitude sailing yachts: Click the link HERE to see more and forget about those Honeydoo's for a few hours!

Smaller things become more noticeable when the big things have been fixed. This was the case for two control functions, most evident as we were docking on a near-daily basis. The issues we noticed were: The main helm steering is 1 1/4 turns hard to starboard from Midships and 7/8 of a turn hard to port. This was not really noticeable until the overrun caused the starboard signal to go out of range. Slow throttle response to crash astern maneuver. The Fix Both required a call to technical support at Praxis Automation, which linked to our particular setup via Starlink. I love it when a plan works, and in this instance, it was a fairly straightforward process of making adjustments in software and testing on board to measure the results while communicating by Whatapp. The wheel is now centered, and another alarm silenced. Our throttle response was more intractable, resulting from the system being used more often on larger ships. Response times of two small John Deer engines are considerably faster than on 30,000 kW MAN B&W or Sulzer. Luckily, we could reduce all lags built into the control protocols and can now flip ahead/astern in a few repeatable seconds in both Electric and Diesel drives. No more heart-endangering delays, and docking just got a lot easier! Eye Candy in Palma Plama is a major center for yachts of many kinds, and it keeps up in the off-season. Yachts come here for storage, refit, or transportation (mainly across the East Coast, USA, and the Caribbean). Messing around in the locality, we see some more unusual ones that are often only seen on the news when some oligarchal type gets into trouble. I have included two recent findings. The first is a long way from home, both in time and geography. "Spartan," a Herreshoff design 72' New York 50 racing Sloop, larch on steel frames with an oak keel and teak deck, hollow wooden spars in a gaff rig. She was built in 1912 and is the only one left of perhaps 50 built. We moored beside her for a week or two. The crew kindly let us look around her deck and internals. I'm guessing that very little is original, save for many of the beautiful bronze fittings that adorned her like crystals on a debutant. Used in many regattas during the season, the Belgian skipper said she did well for her age but was a wet ride if the swells picked up. They are testing new sails out in Palma Bay. The second was a very different beast of a yacht; I doubt anyone gets wet on this one. Black Pearl, 106m or 350', was launched in 2016. She anchored in the bay when we were testing the steering, the perfect excuse to shoot over and take a few spins around. I can't say they were enormously happy about that, but we kept our distance. Some modern yacht designs look odd (think Motor Yacht A), but not this one; she was as beautiful as she is unavailable te mortals. Parenting Practice To wrap up, we did some parenting last night for a happy 15-year-old who struggles to get out of bed in the same way as most of his peers. He just needed a little encouragement and gentle motivation out of sight and earshot of his mother. Enjoy! Coming up I'll be a bit imprecise here, but suffice it to say that we have another rather different project in mind now that Vanguard is shipshape, and we've grown older in the four years it has taken to bring her to life. Bear with us while we put the pieces together, and then I'll be able to tell you more in a week or so. Chris

As I write, we find ourselves in the Netherlands, and another project is on our horizon; I should not tempt fate now, but suffice that it's quite interesting. In the meantime, what's been happening on Vanguard over the last week and before our impending departure? HVAC: Webasto Blue Cool Connect This has proven reliable throughout the hot Mediterranean summer months but has remaining issues that must be rectified. Firstly, the Turkish agents unintentionally built themselves into the control loop. Getting to the administrator screens or adding members requires authorization via some mostly unanswered Turkish email. That needed to be changed. Secondly, multiple slow but annoying coolant leaks under the insulation caused a pressure drop within the coolant circuit, requiring a top-up every 6-8 weeks. Intolerance is useful, and we engaged a local contractor (MTSea) to investigate. Sure enough, the problem was down to installation in the form of 3 hand-made rubber gasket seals that had swollen and disintegrated. No tightening will fix this. Other common problems are a taper and parallel pipe thread in the same connection and reliance on metal/metal joints that are intolerant of vibration and thermal cycling. They may work temporarily, but the seals never last; O-rings are generally better. Lastly, the technicians from MTSea reported that the system was cyclically going into a high-pressure alarm and ramping down the output, which was then restored to full as the alarm automatically cleared itself. The cause was traced to fouling of the seawater cooler, and the remedy was a thorough acid clean. The system was drained, seals were replaced with Webasto stock spares, and the thread forms matched correctly. We then refilled with an antifreeze mix and checked the freeze limit temperature (a pleasant (-)16deg.C!) Problems should not be simply "fixed" but eliminated going forward.   The metal cone fitting was replaced with an O-ring, the homemade seals disintegrated, and the mixed joint threads were replaced. Engine Room Access. We have two access points for the engine room. The swim platform is great for access in the harbor, but at sea, it's out of sight of the helm. The aft cabin is safe and enclosed but tends to wake anyone sleeping. A third option was to use the engine room deck hatch, so we created a guard rail and access ladder to facilitate this. It seems to work quite well so far. Idling engine propeller shaft. When transiting the Med, we often ran with just one engine. In calm weather, we can run at about 8KN in this configuration, with fuel consumption around 3-3.5l/NM. Our concern was that the propeller for the idle shaft was windmilling. This causes unnecessary drag and wear to the shaft and gearbox bearings. A thought was to replace the shaft break systems that were fitted when we initially used Bruntons Autoprops. However, in conversation with Bruntons, they suggested that our new Bruntons Varifold props must be stowed when the engine stops. The blades had remained deployed and caught water flowing around the hull with resultant windmilling. The correct process is a short, slow-astern command before stopping the engine. This results in the blades folding as the hull still moves ahead with a positive flow across the blades, forcing them to stow. To make a long story short, it works perfectly, and they move no more, even when the other engine is at full power. The net improvement in speed under one engine is between 0.1 and 0.2KN, so it is noticeable, and there is no more wear! Thoughts on long skinny hull forms On a recent passage from Menorca to Mallorca, we drove through 2.5/3m seas and 30KN winds on our bow. That long, skinny hull sliced through most of it, pitching a little bit without slamming. The speed penalty was about 1KN at what would have been 8.5KN in calm water. The foredeck got rather wet, but it blew a Force 6, and very little traffic had ventured out that day. One facet also worth mentioning is that attention to detail pays dividends when running a vessel with low drag and installed power. Small details make a difference because no great propulsive force pushes you through and obscures the losses. We have investigated this a number of ways and to summarise the results at an easy cruising speed of around 8KN: Stopping the windmilling propeller: 0.1-0.2KN Aligning the rudders to the flow stream: 0-2-0.3KN Stowing the stabilizers in calm weather: 0.5-0.7KN Slight 50-75mm trim by the stern: 0.1KN I don't know the totality, as savings are not directly additive. Still, it suffices that we gain about 1KN cruising speed or 12.5% improved fuel consumption by paying attention as we motor along. Lastly, stopping the HVAC at sea to save 5kW? ---- the threat of life as a single man if I try that trick again; sorry, Sebrina!