Tradewinds Sailing Blog

In my opinion winter has arrived.  It’s not really winter until December 21, however, for me it’s winter when we move off daylight savings time back to standard time.  That’s the point it starts to get frustrating getting back to the dock before the sun sets!

So here’s a little trivia for you.  On Saturday November 11, 2014:

• Sunset at the Golden Gate is 5:01 PM.  Legally, sunset is the point in time that the very top of the sun disappears below the horizon.  It’s the time international regulations require navigation lights to be turned on.
• At 5:28PM, the sun will be 6 degrees below the horizon.  A point in time called civil twilight.  You can still see fairly well, however, it’s dark enough that planets and stars are beginning to be visible.  This is the point in time most States require you to turn on the headlights of your car.
• At 5:58PM, the sun will be 12 degrees below the horizon and night officially begins.

As you can see, there is almost an hour of “twilight,” which begs the question, when does Tradewinds policy require you be secured at the dock, anchor, or on a mooring?  That’s easy.  When regulations require navigation lights Tradewinds requires you to be secured for the night.  One more small complication.  Sunset at the Golden Gate is 5:01.  In Marina Bay, we are east of the Golden Gate and there are hills between us and the setting sun.  Sunset here is about 10 minutes earlier.

I’m already tired of these short days!  Come on equinox!

Note from Matt: Don’t forget to leave time to fresh-water flush the head systems and clean the boat up while you still have some light. Many members have missed cleaning requirements because they tried to do it in the dark this time of year. You’ll know because of the email or phone call from Matt or Brandy on Monday morning! Our formula is that on average, you need 1 minute per foot of boat per day for cleanup (30 minutes for a 30 foot boat if you were out only one day, 60 minutes if you were out over night). Figure 20 minutes to visit  the pump-out and motor to the slip, on November 11, you should be motoring back into the marina by 4:10 at the latest.

Have you ever thought of quitting your job, buying a 2018 Cheoy Lee 78 Bravo Sport Motor Yacht and sailing to exotic locations around the world? If you love being on the water as much as I do, I’m sure you’ve had these thoughts more than once. I’ve found myself in the fortunate enough position to be able to do something almost like that.

I started my sailing journey only two years ago, signing up for the package deal of ASA 101, 103 and 104 with Tradewinds. I really enjoyed the coursework, instructors and fellow classmates. My favorite course would have to be 104 Bareboat, nothing beats spending the night on the water.

Although I am somewhat new to sailing, I am no stranger to being on the water. I used to race 100mph race boats with the American Power Boat Association, I spent two months in the South Pacific on the California Maritime Academy’s T/S Golden Bear, and I worked two years as a professional deckhand on a 257’ megayacht, cruising the Caribbean, Mediterranean and crossing the Atlantic twice.

However, I find the most pleasure in sailing. It is technical, physically and mentally demanding, and is something that you can do with family and friends. Whether dinghy sailing, cruising in the Bay, buoy racing on a Wednesday night, or sailing offshore, there is always something to learn. I’ve always dreamt of crossing an ocean on a sailboat, and now that opportunity has presented itself.

Last year I decided it was time for a career change and some time off. Maybe this is an early mid-life crisis? I left a good job to go sailing on the other side of the world. I signed up for the 2019-2020 Clipper Round the World Yacht Race, which takes amateurs with little or no sailing experience and trains them to be ocean racers. The race takes place from September 2019 to August 2020, starting and finishing at St. Kathrine’s dock in London. There are eleven teams in identical (one-design) 70’ racing yachts. Every ship has special Yacht Lettering illuminated for the race. Each is crewed by twenty amateur crew with a professional skipper and mate. The circumnavigation is broken into eight legs. I will be doing leg five, the Asia-Pacific Challenge, sailing 6,000+ nautical miles from Australia to China in January/February 2020.

Prior to the start of the race, crew have to complete four weeks of mandatory training in the United Kingdom. At the start of my third week of training I was in a new group and started talking to a man next to me. I couldn’t believe it when he said he was from California and it turned out he is on the same race team as me, WTC Logistics. Even more astounding is that he mentioned he learnt how to sail at Tradewinds! What are the odds of that!

Want to know more about my adventures? Follow along on my blog and don’t forget to subscribe to get the latest updates: https://regularmike.com

My continued journey in sailing would not have been possible if it wasn’t for the great staff and instructors at Tradewinds. I owe them for getting me hooked on sailing!

Fair winds and calm seas.

Mike Holmes

August can be an interesting time at the Tradewinds docks.  Lots of wind, accompanied by the normal “too much wind docking entertainment.”  One particular August Saturday saw the day end with two boats “parked” at the exact same spot, laying across the dock fingers of multiple slips (Windfall, Megalina, and Seabreeze).  Fortunately, not at the same time.  About 15 minutes apart.  Also fortunately, without any damage to anything.

The first was a power boat about 45 feet long with twin motors.  Unfortunately, one of the motors wasn’t working and the remaining one was putting some rotational torque the wrong direction from the way the boat needed to turn to get out of trouble.  Add to that the wind and the result was a boat beam on the wind, getting blown sideways down the fairway … a dock behind and rocks in front.  Several people on the dock stepped up and got the boat safely against the slips, bow pointed more or less out.  We were able to get a line across from the opposite dock and use the line to get the bow pointed to the dock which was fortunately vacant.  The line was used to guide the boat safely into a side tie there.

Not fifteen minutes later, a 35 foot Beneteau with twin rudders and a sail drive missed her fairway, and ended up beam to the wind drifting sideways down the same fairway, directly towards the exact same spot.  Try as he might, the skipper was unable to get the bow to come up into the wind so that he could drive the boat out in forward.  Those of you that have ever driven a boat with twin rudders and a sail drive know there is no prop walk and no prop wash to assist the boat during the “fairway turn” that was needed.

The problem in both cases … the wind was blowing the bow of the boat the wrong way.  The broken motor in one case, and the twin rudder sail drive combination in the other made it virtually impossible to get the bow to do what needed to be done.

The solution?  Let the wind do to the bow what it wanted to do, blow down.  Then, exit the fairway in reverse with the wind holding the bow steady.  It goes totally against what feels like the right thing, however, in the case of at least the sailboat, it was the only solution that would have worked.

Watching these two incidents got me remembering all the times I have seen a boat blown into the mud, rocks, or a dock because the skipper kept trying to tack away without sufficient speed to complete the maneuver.  In a case like that maybe a jibe would have been a better solution.  Or, if there is sufficient room, just straighten the tiller, drive toward the “bad place,” get some speed and tack.

The tip here?  It isn’t to let the bow blow down or to jibe instead of tack.  The tip is … If something isn’t working because some “force” or other won’t let it, then see if there is a way to turn that force into something that helps instead of hinders.  Don’t be that person who keeps doing the same thing over and over hoping for a different result.  Keep your mind and options open.

At a recent instructors’ meeting we had a disagreement or two—nothing serious, but it reminded me of the time a couple of decades ago at a similar such meeting when we spent an hour in heated debate over whether we should teach students to say “Jibe-Ho!” or simply “Jibing!” to initiate a jibe. We have repeated the same argument at the same meeting every few years. I must confess that I am just as bad as the next guy though I have never participated in that particular debate.

Sometimes, there is no by-the-book right answer—although many will claim otherwise, which, of course, is why we have disagreements in the first place. For comparison, on my boat with a familiar crew, the command is often simply “OK.” Everyone knows we’re going to jibe and knows what to do and “OK” is completely sufficient. Many race boats count down jibes and tacks to ensure the timing goes perfectly. That’s not in the “how to sail” books either. At Tradewinds, however, we wish to teach reasonably consistent practices and terms that will work with any crew, so as not to confuse our students—and so our students don’t confuse anyone else. “OK” is not going to get it done.

Once you get out in the world of other sailors you may find that Skipper Jones and Skipper Smith do not do things the same way or give the exact same commands. Does this mean one of them is wrong? Possibly. For example, there is a right and several wrong ways to tie a bowline or a sheet bend. Allowing variation or improvisation is courting disaster. But it is also possible, on some other issue, that neither is wrong. Is there a perfect anchor? Is a full keel better than fin keel? Is a ketch preferable to a sloop? Should all halyards be terminated in eye splices? Which crew-overboard method should you use? How do you coil a line? Do you pronounce it “saloon” or “salon?” Should all lines be led aft to the cockpit? Well…it depends. And not only that, sometimes it is just a matter of what you like or what you’re used to. But most skippers think through this stuff, or at least believe they do, and as a result, they often they get the notion that the other guy doesn’t know beans if they do it differently. The fact that sometimes it is just a matter of the skipper’s preference doesn’t stop sailors from getting in furious dust-ups over these issues.

As a captain of your own vessel, you’ll have to sort all this out for yourself. For my part, for example, I led lines aft on my little Catalina 22 that never left the Bay, but on my ocean-going boat I didn’t do this. I had my reasons for both arrangements but I can see arguments for doing it exactly the opposite way.

I have complete confidence that the methods we teach at Tradewinds represent best practices. I learned to sail here and still follow the instructions I received on day one in 99% of what I do, thirty years and 40,000 ocean miles down the road. I have seen no reason to revise them. There are certain minor things I do differently but that is because on my boat maintenance is my job, not someone else’s. At Tradewinds, with a fleet of boats, we need to equip and maintain our boats the same way so our members and boat techs know what to expect.

However you decide to do things, being a good skipper involves communicating to your crew how you wish things to be done. They won’t necessarily have been taught the same way if they learned from family or another school, or picked it up casually on their own. There is a courteous way to do this without disparaging their skills. And to be good crew, you need to follow the methods the captain requires, and not substitute your own or argue that his methods are improper. “Coil lines that way? Aye, captain.” The ONLY exception to this is when you are asked to do something that you feel is unsafe. Even then, you should ask for clarification before assuming ignorance on the skipper’s part. There might be a factor you aren’t aware of. It’s no good having tension on a boat’s crew, and as surprising as it may be, in all my years of sailing I’ve not experienced it. I’ve been fortunate enough to be aboard boats with crews that can communicate without rancor.

So, skipper, what’ll it be? Is it “jibing,” or “jibe-ho!”?

What is it like to go from being a novice sailor, to navigating Tradewinds classes, and then ending up a boat owner? Well, exhilarating, fun, serious, not without some expense, and a few unanticipated outcomes. This is my journey from dreaming about sailing to, as I sit here in my 1986 Pearson 36.2 writing this article, becoming a boat owner. Tradewinds got me here and then I could go to aceboater.com to get fully licensed to drive a boat. It’s  cadre of instructors gave me the skills, knowledge and inspiration that set the heading.

It was 2008 and I was coming up on retirement. I was attending a motivational workshop along with work colleagues. When confronted with the question about what gives my life meaning and to what future action I could commit, I impulsively blurted out that I would learn to sail.

That bold projection was not entirely out of character for me. I’d been physically active all my life, mostly with mountaineering pursuits, and the thought of sailing a good size boat truly inspired me. If you are looking for a small boat, I recommend the 1970s Sears 12ft fiberglass jon boat for sale. The right boat accessories and marine engine mounts should also be chosen carefully. You may also be needing replacement for some diesel engine parts like this in stock Roosamaster pumps here.

But how to do it? As I started checking out the various San Francisco Bay sailing schools, Tradewinds—with its range of opportunities and costs—kept popping up. Then, a friend of similar age and interests, having just finished the Club’s Basic Keelboat class, invited me to join him on one of the Capri 22’s. That did it. I was all in.

Sailing fit me. While most people gain their perception of sailing from magazine covers  featuring turquoise waters and bikini clad 20-somethings, I was influenced by the historic rigor of the sport, the mental and physical challenge posed. As a history lover, I was fascinated by the early sailing skills of the Pacific Islanders, the Arabs who sailed the Mediterranean and beyond, and later the indomitable global courage of the European explorers of the 15th to18th centuries. The historical combination of emerging nautical knowledge, the tenacity, and yes, even the hardships, provided a motivational model for me. Imagine those early years sailing thousands of miles from a safe port to points unknown. Since the science hadn’t  evolved, the destination and the precise route were impossible to calculate. Fearlessness and audacity prevailed. If you want to buy a sailboat one day, you can try gaining some cash by simply playing games like 배팅노하우.

A stroke of good luck accompanied my journey. While the wives of most male sailors are less enthused about the sport, ranging from indifference to downright resentment, my wife, Kathleen, agreed to take classes and eventually took Tradewinds’ Basic Keelboat through Bareboat Chartering. Little did we realize within a few years we’d need her skills. Out of this, she too got hooked. I recall two moments that solidified her love of the sport. The first was an America’s Cup Race day. We were sailing the Club boat, Satorini, just the two of us, when the race was canceled because of high winds. Reefed, sailing comfortably, we continued throughout the day. That gave her confidence. The second moment was the last day of our Coastal Cruising class. We were docked in Sausalito to take the final exam. Questions ranging from the inner life of diesel engines to navigation, distinguishing radar images, and route planning were formidable. Kathleen took one look at the questions and laughed. Literally. There was no way she could pass this test, she thought. She nearly aced it. 95%.

Learning to sail was not without its, well, adventures. I can still remember the day we were out on one of the Capris. The wind died, we started drifting dangerously close to the Chevron pier, and I couldn’t get the outboard started. I pulled that starter cord again and again. At the point where we were about 30 feet from the pier, I called the Tradewinds emergency number and got Butch. Calm as could be he said, “Close that choke, open the throttle all the way and pull the starter.” We were back safely in Marina Bay within 30 minutes.

I increased my sailing skills with other Tradewinds’ classes— Advance Anchoring, Docking, Radar, and others. Expanding my membership and moving up in boat size and complexity increased my knowledge of the relative easy or difficulty of each type of sailboat. At anywhere near 15 knots one boat had to be reefed, while another with full sails handled fine in similar conditions. I started thinking furtively about someday owning a boat, wondering about what features I’d want, while at the same time admonishing myself for such luxurious fantasies. Might there ever be a day?

Kathleen and I started Bare Boat Chartering—first to St. Vincent and the Grenadines, then to the Bahamas. Is there a nicer place to sail than the Bahamas? I don’t think so. Meeting other sailors and boat owners at Tradewinds resulted in invitations to sail in the Sea of Cortez and throughout the Caribbean. Family members accompanied us on a Bare Boat trip to the San Juan’s.

Then, suddenly, opportunity appeared. I owned a second home which had been financially underwater for several years. When the market came back and the house appreciated, I saw my chance. My wife was completely supportive. This is an area that can cause relationship difficulties. Typically, (though not always) it’s the guy’s dream and the wife is usually, at best, only lukewarm to sailing. I’m a lucky guy. Proceeds from the house sale gave me a modest pot from which to start looking for a boat.

You might think the San Francisco Bay Area would offer an incredible range of used boats for sale. Well, yes and no.  I set a firm price limit and placed aside a chunk of money to do the unavoidable repairs that come with an older boat. Two principles guided my search. I wanted the highest quality boat and for the price not to exceed the dollar amount I imposed on myself. Casting my net far and wide, I even began to look into every viable boat dealer in Florida where boats often sell for less. A sailing friend in Los Angeles checked out a boat and, with his recommendation, I actually scheduled a survey. Then, two days before I was set to fly to L.A. for that survey, the Pearson came available here in Sausalito.

By that point I had done a desktop review of scores of center console boats and had personally viewed 8 to 10 that seemed possible. The Pearson was owned by a Bay Marine Pilot who had taken meticulous care of it. I called Matt at Tradewinds for a referral of a good marine surveyor. And between the evaluations of friends and the surveyor, the boat came out a winner. Pearsons, I started to understand, had a great reputation, far exceeding more popular models on the West Coast. Built in Rhode Island, it’s uncommon to see one in California marinas. The fact that the standing rigging had been replaced one year earlier, there was only about a 1000 hours on the engine, a maintenance log showed frequent attention, and the boat had a fairly new jib were just a few facts that convinced me of its value.

Yes, the inevitable repairs of an older boat started soon after I bought it. Within four months, the main sail had to be replaced. That was three boat-bucks. Later that year, the engine exhaust stopped expelling water and the mixing elbow had to be renewed. Yet, wisely, I had held back funds for these repairs. That made the pain tolerable.

So, why buy a boat when Tradewinds membership is such a good deal? Each individual has to answer that him/herself. I was fortunate to have the cash from selling my second home. Otherwise, I’m afraid taking out a loan would have disrupted the domestic harmony necessary in balancing family finances with boat ownership. It’s a financial commitment, no doubt. The ongoing expenses easily exceed the Club’s membership fees. Yet, the romance of a sailboat crept into my heart. My boat is, as I call it, my sovereign nation, and I rest with the fantasy that at any moment I can cast off the lines and sail anywhere in the world. It’s freedom. It’s pride of ownership. It’s a perpetual challenge. And for a retired person, now in the third act of my life, the physical demands force me to stay in shape while the mental requisites keep the dementia dogs at bay.

It’s raining outside as sit here in my boat. She rocks gently with the incoming tidal surge. I have a small space heater going, coffee is brewing, and there is soft music playing over the boat’s sound system. Another boat leaves the marina and its wake laps up against the stern. Earlier, a Great Blue Heron was perched on my bow pulpit. Moments ago a Pelican dove into the fairway just a few yards away. Since we are sailing in the morning, I just may cook dinner on the boat and spend the night. I’ve heard all the jokes about boat ownership. These come from friends who have hard hearts and little romance coursing through their veins. In response to the tired question, “What are the two best days in a boat owner’s life?” My answer is, “the last day I sailed my boat and the next day I plan to sail it.”

With many things in life, you get out what you are willing to put in.  Sailing classes are a great example.  Over the years, I have had students that have not even cracked the book open, and others who have literally worn out the pages reading and rereading.  Your instructor knows which type you are during the first hour of class.  If you are reading this, you have most likely already taken the Basic Keelboat class (quite possibly more) and decided sailing is something you would like to move forward with.  You might even be that person literally getting ready to take Bareboat Cruising.  But even if you aren’t … even if you have taken Bareboat, Advanced Coastal Cruising or a trip like the Baha HaHa … these tips also work to make your next sailing vacation even better.

There is a very good probability you will not hear from your Bareboat instructor until a week or less before class starts.  Possibly not until you walk through the door of Tradewinds and get introduced in person.  Which means, to do what I am about to recommend will require some effort on your own before class starts.   Always start by practicing your skils, reading the book.  And then … Plan a Bareboat Cruise!

Each of you have very busy lives, and I know that just getting the time set aside to do a bareboat class is challenging.  This exercise is set up in a way that you can spend as much time on it as you want (or have available to you.)  These are things to consider and research during your planning.  As you go along, answer each question.  Do the research.  I will be providing some suggested resources.  There is no reason to actually buy them, unless you really are planning a cruise to the BVI in real life.  Remember, there are no right or wrong answers.  There are no grades on the exercise.  Just the learning experience.

Who, What, When, Where, and Why

Where would you like to go?  We will use the British Virgin Islands so that everyone is on the same page, but there are cruising areas all over the world.

What is your budget?  This one could actually be number 1 on the list.  Probably should be.  If you don’t have a budget set upfront, you will spend more than you want to or can afford and impact the joy of the vacation.

When would you like to go and why?  Some considerations are weather, cost, special event timing (e.g. birthday, anniversary).  How long do you want to be there?

Who will be going?  Is this a special romantic getaway for two, or will it include you and seven of your closest friends?  Kids allowed?  Splitting a boat between 4, 6, or 8 people can dramatically reduce the cost to you.

What kind and size boat will give you the best experience?  Monohull or Catamaran.  35 footer or 50 footer?  Remember your budget … this is a very large piece of it.

Paperwork and documents you might need?  Passports current (if not start this one early), sailing log book and required ASA certifications?  The charter company is going to want to know your sailing background, and in some areas of the world like the Mediterranean, are legally required to make sure you have the needed certifications.

Pick a charter company.  Seems like such an important item shouldn’t be this far down the list, but the answers to most of the above will help direct you to the right company to charter from.

Plan travel to and from.  Airlines, hotels needed pre/post cruise, etc.  Trip Insurance?

Here are a few links to talk about most of the above in more detail.

• http://www.cruisingguides.com/seadogblog/first-time-bvi-charter
• http://bvibound.com/which- charter-company-to-use/
• http://bvibound.com/ qualifications-need-eligible- bareboat-charter-sailboat/

Have a “Cruise Planning Party.”  or two

In real life, invite everyone that is going on the cruise with you and have some fun together planning and exploring your upcoming time in the BVI.  For a class, it may just be you (or possibly someone thinking about going with you in the future).

What stops would you like to make?  Get the whole group together and look at options.  Which … Islands?  Anchorages/mooring fields?  Restaurants/Bars (remember your budget)?  Onshore sights?  This is where cruising guides come in.  Here are a couple of examples in the form of books (no, don’t run out and buy them for the class).  There are a number of others.

• Virgin Anchorages
• Cruising Guide to the Virgin Islands

Give Google a chance.  See what guides might be available online.  For example, I pulled these four up with about 2 minutes worth of work.

• https://horizonyachtcharters.com/bvi/itineraries/
• http://www.voyagecharters.com/bareboat-yacht-catamaran-charter-rental-bvi/itinerary-seven- day-caribbean-tortola-british-virgin-islands
• http://www.bvicruisingguide.com/
• http://virginmotoryachts.com/travel/bvi-maps/ (includes links to two non-navigation charts which include possible anchorages, moorings, fuel, water, and hazards)

How are you safely going to get from one location to the next?  Now we are starting to get into the “nitty-gritty” of the sailing itself.  I am a passionate believer that everyone needs to have and learn to use paper charts for navigation.  Look up the charts you might need.  Getting from Point A to Point B might require going down Channel C and around Danger D.  Chart it out ahead of time.  Your time on the water will be much more relaxed and enjoyable.  During class you will learn how.  For now, do your best.  I have no doubt you can figure out most of the hazards on a chart.  Be ready to be flexible with you itinerary.  Maybe you will absolutely love an anchorage and want to stay another day.

• Is there an NOAA chart for the area?
• How about the British Admiralty?
• Private charts are also an option, such as Virgin Islands – St. Thomas to Anegada 

In addition to paper charts,  I have come to use electronic devices more and more.

Does the boat have a chart plotter?  Probably would have found this out while picking the charter company and boat.

How about a back up navigation app on your phone or tablet?

Sail Magazine had a great article a few years ago on the topic.  In my opinion it is as valuable today as it was then.  https://www.sailmagazine.com/diy/navigating-the-app-world

My personal favorite marine navigation apps are iSailGPS for Apple and Marine Navigator (by Ronald Koenig) for Android.  Both are less than $10.00 and use downloadable charts.  NOAA charts are free … others generally need to be purchased.  I don’t rely on these tools for my primary navigation, and neither should you, but they make great planning tools, and come in handy to check what I already know based on good navigation processes.

If you decide to install one of these apps on your phone, the first chart to download is 18649 (Entrance to San Francisco Bay).

Now go back and revisit the budget.  Still within it?  Too many restaurants?  I an area like the BVI, you can eat most of your meals on shore if you want, however, it gets expensive.  With that in mind, plan your meals.  Do you want the charter company to provision for you?  Most are willing.  Check their cost against the time and cost of doing it yourself.  Which way makes more sense for you?  During your Bareboat class, you will be planning two days worth of meals to give you a little practice.  How about snacks and drinks (yes, things like water and adult beverages.)

This tip is about doing a before class planning exercise.  It will require some additional time and effort on you part, however, as I said earlier … you will get out of the class what you put into it.  If you have questions, problems, or want to share what you have done, send an email to staff@tradewindssailing.com.  They may put you in touch with your instructor or with me, however, you will have a place to get your questions answered and your successes shared!

Oh, and by the way, not doing this same stuff before a real charter is a recipe for a bad vacation.

Of course, everything in this tip assumes you have practiced those five basic skills:
Tack, Jibe, Reef, Heave To, and Crew Overboard Recovery.

It’s been a long wait, however, ferry service between the San Francisco Ferry Building and Richmond is scheduled to begin on Thursday, January 10, 2019. We are already hearing a lot of questions on how the ferry service will impact Tradewinds members.

First among my random thoughts is … How far is the walk from the ferry terminal to Tradewinds? It’s 1.4 miles, which means for the average person, the walk will take 20 to 30 minutes, however, a bike ride will only take about 5 to 8 minutes. Which, if the ferry is running isn’t too bad, however, it does bring up another thought.

The schedule …

Weekdays to San Francisco

Weekdays to Richmond

https://sanfranciscobayferry.com/richmond-sched . As you can see, at least for now, the ferry will only run weekdays. There will be four trips from Richmond to San Francisco, and only two from San Francisco to Richmond, in the AM. PM is the reverse. Four trips from San Francisco to Richmond, and two back to San Francisco. The net result … if you are sailing on a weekday, you can catch a boat to richmond at 7:55 (arriving at 8:30), and a ride back home at 5:15 or 6:05. But, again, only on a weekday. The ferry will not be running on weekends.

This is both bad news and good news. The bad news we already talked about … no service on the weekends. The good news. You don’t have to worry about the ferry on the weekend. Except that there is a better than average chance the ferry will be left tied to the dock during hours of non operation, making the channel a bit narrower … like 45 to 50 feet narrower … ok, that’s more than a bit.

Rules of the road … is a ferry a “power boat” or a vessel restricted in it’s ability to maneuver. The answers are “maybe” and “maybe”. Generally speaking, while crossing the bay, a ferry is considered a power boat, and will give way to a sailboat. However, when operating in “tight quarters”, such as at the Richmond Ferry Terminal located at Ford Channel and Sante Fe Channel, they become a vessel restricted in it’s ability to maneuver, and they become the stand on vessel to a sailboat. In other words, it’s probably better to avoid that area while the ferry is arriving and/or departing.

Sound signals … Not all ferry captains use sound signals, however, some do. The two most common are a single prolonged blast (4-6 seconds) which means in this case, “leaving the dock”, and three short blasts (about 1 second each), meaning operating astern propulsion (backing up). Don’t be surprised if you hear them together. The captain is just announcing the vessel will be backing away from the dock. A definite clue to stay out of the way.

Propeller wash … This one could prove to be the most interesting. It is almost a certainty the ferry will keep it’s propeller turning in forward, at a pretty good PRM, while sitting at the dock. If you enter that prop wash, your vessel will react. Most likely the ferry will tie up with it’s bow pointed East and it’s stern to the West, causing propeller wash to extend from the dock out into Santa Fe Channel. With that said, just remember, whichever way the stern is directed, will have current flowing that direction.

All in all, I think ferry service to Richmond is a great plan. Fortunately other than the somewhat narrower channel into Marina Bay, there won’t be a huge impact to most Tradewinds members. All of the AM arrivals and departures will be completed before the typical Tradewinds charter or class begins. The afternoons will be a little more challenging weekdays with four times between 5:00 and 7:30 where a ferry will be at or near the terminal.