CALL TO ACTION: CRUISING SEASON KICK OFF
CALL TO ACTION: CRUISING SEASON KICK OFF
Distant shores are on the horizon.
Unknown Adventures await.
Secret beaches await.
Unexpected visitors will pop up.
It is November and for many people across many oceans cruising season is kicking off now. The Ocean Posse has many members along the Pacific and Atlantic coasts of North and Central America that are getting underway with a full season of cruising ahead of them.
May your cruising season be peppered with
Full sails and Following Seas.
New Sights & Sounds, Food & Friends, Plants & Animals,
Salty Tales & Empty Rum Bottles,
Kite Flying & Good Times.
SHARING YOUR ADVENTURES
is the heart and soul of the Ocean Posse
The Ocean Posse is all about sharing the adventure. Pictures are a super fun and inspiring way to capture and share your experiences. Post pictures into the Ocean Posse Line Ap or send your faves directly to Maurisa, our Ocean Posse editor, at editor@panamaposse.com. Maurisa is a sailor among us. She is part of the Ocean Posse crew and enjoys writing fun and helpful updates to the Ocean Posse. You may be entered to win Season Awards and/or be highlighted in our weekly newsletter.
GET OUT AND LET THE GOOD TIMES ROLL
PDF SAFETY UPGRADES
PDF SAFETY UPGRADES
By Rob Murray on SV AVANT
Aboard SV Avant, we’re bullish on PFDs. We wear them whenever on deck while underway, and have upgraded them with a few additional gewgaws to help them (pretty much) match ORC safety guidelines and increase their effectiveness. We regularly (annually) look over the Offshore Racing Congress (ORC) guidelines and update our safety gear accordingly.
Your PFD is your primary piece of personal safety gear, and is what will keep you afloat should you slip overboard. Being rescued by the short-handed crew you leave aboard might not be instant, so being prepared to signal and help them find you is likely to be very useful. Having your PFD kitted out to make it more effective than what comes off the shelf is easy, and (we think) worthwhile. Having a few of the nice-to-have-at-hand items on your person is good too, so we add those as well.
We follow the ‘one is none, two is one’ ethos in equipment – if something is important, we like to have a spare or alternate item immediately at hand.
We start with a basic, automatic inflatable PFD with an integrated harness for offshore use. If you’re sailing in your home jurisdiction and want to use it to meet safety regulations, you need to pay attention to local government approvals, but if you’re offshore or going offshore, we feel any approval is good enough to meet the use case (Canadian Coast Guard, US Coast Guard, UK Maritime and Coastguard Agency, European CE, etc.). There are a lot of manufacturers (Crewsaver, Mustang Survival, Revere, Spinlock, Stearns, and many others) and when you look them over, they’re much of a sameness in features and approvals. We buy what’s on sale.
We replace PFDs every 5-6 years and rotate the used ones to spare status, and after 10+ years, they’re binned. We inspect them when they come into inventory as new, and annually thereafter. Annual inspection is visually checking for wear spots, frayed stitches, etc., cleaning and servicing the stuff attached to them, changing batteries in battery powered accessories, and then inflating the life vests and leaving them inflated overnight to check for loss of pressure (leaks) before refolding them for use.
Our Upgrades
Start with a basic, integral harness, self-inflating PFD.
We add what the ORC calls ‘ride up prevention system (RUPS)’. These can be either thigh straps or a crotch strap. We use crotch straps as we have found them easier to use, they have lower drag, and are cheaper than thigh straps. These prevent you from slipping down in the life vest (or the life vest slipping up on you) and make it easier to keep your head above water. If you’ve ever tried your life vest in the water, you will know the importance of having a RUPS.
We add a knife. The knife should be easy to open (and close), and somehow attached to the PFD so it won’t be lost. A belt clip allows it to be clipped to the PFD waist strap for storage. You can make a string lanyard, but we prefer elastic tethers, which we get at the Dollar store (our favorite chandlery). These tethers last a few years before needing replacement. The knife should be at least ½ serrated (for fast cutting) and have a blunt tip or sheepsfoot blade (so it’s harder to inadvertently puncture the PFD bladder with it). A cheap West Marine rigging knife works fine, or a Spiderco Salt if you want an upgrade. If you get a sharp-tipped knife, grind off the pointy tip. Any knife will rust, so we brush ours liberally with wax (like we use on the hull) using a toothbrush and wipe the excess off, which seems to keep rust at bay.
Many PFDs come with a whistle stowed inside the folded bladder. If not provided, add a whistle there. We add a second one outside on a coiled elastic strap around the bladder so it can be used to call up off-watch crew, or signal a nearby boat instantly, without opening the life jacket. The low profile Fox whistles are good for this.
We think you should have a light (minimum 1). We have two (three counting the headlamp). We have one automatic light inside on the inflation tube, and a second one outside on the same coil elastic as the exterior whistle. The interior stowed light is a water-activated strobe. The exterior light is a simple, pocket LED powered by 2032 lithium coin batteries; these are often sold as bike lights. It provides enough light for tasks right at hand, can light your way forward on deck, help you find that thing you dropped, etc. They’re usually available in white or red, and we choose red to try to preserve night vision. We rub a bit of Vaseline on the o-rings when we change the batteries every year. For devices that use AA, AAA, or similar batteries, we use lithium batteries for longer life, better cold weather performance, and less chance of a leaking battery.
For our offshore jackets, we upgraded and use McMurdo MOB-1 Beacons. These have a light, a DSC-VHF alert with an AIS transmitter, and are rigged to go off when the jacket inflates. The beacons alert the mother ship and nearby vessels of a crew overboard situation via both DSC-VHF and AIS. There are other devices that have AIS transmitters without the DSC, and also PLBs (personal satellite beacons). We chose the DSC-VHF+AIS beacons because not everyone has AIS, but DSC-VHF is becoming ubiquitous. PLBs are great but take longer to alert anyone, and they send their alert to a coast guard station thousands of miles away, not to boats on the scene (if single handing, the PLB would be the way to go, though).
Our previous generation alerting devices were McMurdo Smartfind S20 AIS MOB Beacons (which seem to be discontinued now). These transmitted a GPS location on AIS and were good, but we prefer the dual DSC(VHF) and AIS functions the new beacons offer. The old ones are relegated to our backup systems now. These all need periodic servicing just like an EPIRB does.
We also add a signal mirror. These are inexpensive, and provide an alternative long range (up to 20 miles) signalling capability. You can get them in outdoor camping shops. We attached them to the inflation tubes with simple string neck lanyards for cell phones from those favorite chandlers, the Dollar store.
We like a headlamp right at hand (it does get dark, pretty much every night), so we add one to a pouch on the belt. If the pouch is zippered, we treat the zipper with wax (like lip balm, also from the Dollar store) to keep it working. Our preference is for waterproof ones with variable output and red light capabilities. You don’t need much light working on deck at night, and bright white ones will ruin your night vision. These can be used to signal as well, should you need to.
We like to have a multi tool at hand at all times – a Leatherman™ (or similar) with pliers, screwdriver bits, and so on. We keep it in a pouch on the PFD belt. If you find something loose and want to tighten it up, it’s convenient to have the means at hand when you discover the issue and save a trip downstairs to grab a tool. The multi tools are also prone to rust, so we treat them the same way as the knife, with an annual liberal brushing of wax, wiping off the excess.
We like to upgrade the reflective tape(s) on the PFD’s bladder. They usually come with a couple of meager-meets-minimum strips of reflective tape, so we add three or five more around the upper edges to increase visibility. If you’re buying reflective tape, get a roll so you can upgrade your LifeSling, Man Overboard pole float, life ring, and other safety gear too.
ORC rules also call for each PFD to be marked clearly with the wearer’s or boat’s name: a few seconds with a Sharpie™ and that’s crossed off the list as well.
With a few changes in how you add, stow and use safety gear on your PFDs, along with a bit of attention, you can make any PFD a more useful survival aid, and the additional weight isn’t really noticeable when in use.
SY AVANT 🇨🇦 Rob & Debra – Beneteau 43.5
MUST SEE: La Fortaleza & San Juan National Historic Site, Puerto Rico
MUST SEE: La Fortaleza &
San Juan National Historic Site, Puerto Rico
La Fortaleza and San Juan National Historic Site are significant landmarks in San Juan, Puerto Rico, showcasing the island's rich history and colonial heritage. La Fortaleza & San Juan National Historic Site serve as a reminder of Puerto Rico’s role as one of the earliest and last bastions of Spanish dominance in the Americas. Visiting this MUST SEE UNESCO site by boat is best from San Juan Bay.
San Juan Bay is a significant harbor and anchorage point on the north side of Puerto Rico,, known for its deep waters and natural protection. It serves as a popular spot for both commercial and recreational vessels. The bay is surrounded by historic sites, such as La Fortaleza, El Morro and San Cristóbal forts, and offers beautiful views of the city and surrounding areas.
La Fortaleza
La Fortaleza, also known as the Governor's Palace, is the oldest executive mansion in continuous use in the Americas. Built between 1533 and 1540 by order of the Spanish king, Charles V, it served as a fortress to protect the city from pirates and corsairs. In 1846, La Fortaleza was remodeled to become the official residence of the governor. The remodeling was designed by the Spanish architect Fernando Trueba, and the building was given a neoclassical style.
La Fortaleza has been the official residence of 170 governors of Puerto Rico and now stands as the oldest executive residence in the Western Hemisphere. It is a historical and cultural landmark of great importance to the island. In 1983, it was designated a World Heritage Site by UNESCO as part of the “La Fortaleza and San Juan National Historic Site”.
San Juan National Historic Site
This historic site encompasses several key components, including the forts of El Morro and San Cristóbal, which were built to defend the city from maritime attacks.
- Fortifications:
- Castillo San Felipe del Morro: A 16th-century fortress that offers stunning views of the ocean and the city. It played a crucial role in the defense of San Juan.
- Castillo San Cristóbal: Built in the 18th century, this fortification was designed to protect against land attacks and is the largest fort built by the Spanish in the Americas.
Both La Fortaleza and the San Juan National Historic Site reflect the historical significance of Puerto Rico in the context of Spanish colonial rule and military strategy in the Caribbean. They are vital for understanding the island's past and its cultural heritage.
SEWING ON BOATS
SEWING ON BOATS:
PHIFERTEX BRINGS ON THE SHADE &
TAKES DOWN THE TEMPERATURE
By Nicole Smith on SV MAISON DE SANTÉ
Phifertex is a very effective for use on the inside of your boat and the outside. We have large dual pane glass windows in our salon which are great for seeing outside while cooking/eating/hanging out inside but they get hot and radiate lots of heat inside the boat. I did not want to have to install snaps on the outside of our boat for Phifertex shades but wanted the UV protection, shade, and cooling effects. So, I made individual shades for each of our 9 windows and they are great! It’s hard to see in the pictures but with the shade it’s 82 degrees with the heat gun. Without the shade it shows 135 degrees! Of course there is some variance in degrees depending on where you point the gun on the window but wow, do these help (for reference it’s 9am with sun beaming on these windows). I used Velcro at the corners to keep in place and for some of the shades used coated flexible garden wire sewn inside the outside trim so it keeps it shape and doesn’t droop down. An added bonus is that they provide decent shade like a curtain but we can still enjoy our views. I hope others might find this useful 
It’s a hot sunny morning in Panama 
.
SY MAISON DE SANTÉ 🇺🇸 Nicole & Keenan - Cal 46'
THANK YOU FOR SHARING YOUR RECENT UPGRADE THAT KEEPS YOUR BOAT COOLER IN HOT PLACES!
EMERGENCY COMMUNICATIONS
Emergency Communications
By Rob Murray on SV AVANT
Cruisers spend big dollars on emergency communications, and in most cases never use them. What are some of the options, their pros and cons, and use cases aboard?
EPIRB
EPIRBs (Emergency Position Indicating Radio Beacon(s)) are the gold standard in reliability and durability. Designed by an international consortium of search and rescue agencies in the 1980s, these use the SARSAT (Search And Rescue Satellite Aided Tracking) system of satellites (a combination of government operated LEOSAR, GEOSAR, and MEOSAR satellites) combined with a network of 29 MCCs (Mission Control Centers) which communicate with national RCCs (Rescue Coordination Centers).
When you activate your EPIRB, a SARSAT satellite will pick up the signal within minutes and relay it to the MCC nearest the satellite via their Local User Terminal. The MCC will relay the transmission to the national authority’s RCC you have registered your EPIRB with (typically your flag country). Then ‘your’ RCC will relay the information to the RCC responsible for the area you are in and reach out to the emergency contacts registered with your beacon, and the RCC local to your location will begin a rescue operation. This is typically done in less than an hour.
COSPAS-SARSAT System Overview
The downside of EPIRBs is they are one-way communicators – they simply relay your call for help, and do not indicate if it’s a fire, sinking, or medical emergency.
Once purchased, EPIRBs are free to operate (no subscription fee), and the only ongoing cost is periodic replacement of the batteries (depends on unit specifications). Most units are water activated, so they should be stored where rain or spray won’t set them off inadvertently. They are specified to operate for a minimum of 48 hours, but typically will operate for much longer.
EPIRBs must have the battery replaced after use, they are good for a single activation per battery.
PLB
PLBs (Personal Locator Beacon(s)) are basically EPIRBs in short pants. Smaller and lighter than EPIRBs, they are typically less expensive as well. The broadcast at the same power as EPIRBs (5.0 watts) but have half the battery life (24 hours minimum vs 48 hours with an EPIRB). As with EPIRBs, they will typically operate much longer than the minimum specified.
Similar to EPIRBs, they must be registered with a national authority and have no operating cost beyond periodic battery replacement.
PLBs, like EPIRBs must have the battery replaced after use, they are good for a single activation per battery.
SEND
SENDs (Satellite Emergency Notification Device(s)) are devices like the InReach, InReach Mini, Garmin InReach Messenger, Zoleo, Spot, Spot X, Yellowbrick, ACR Bivy Stick, Motorola Defy Satellite Link and so on.
These use various commercial satellites or commercial satellite constellations and allow emergency ‘send help’ communications, typically with a dedicated SOS button. They also typically allow two-way communications, like a text or SMS on your phone (some allow this in a self-contained method, some require tethering with a smartphone or tablet). Most operate on the Iridium Satellite Network, which is generally considered to be of the highest quality and offers global coverage. Some use other networks like Globalstar, which does not offer global coverage. They typically operate at about 1.5 watts of transmit power.
Most use the IERCC (International Emergency Response Coordination Center) as their emergency response partner ( WWW.IERCC.COM ). Spot uses Overwatch Rescue ( WWW.OVERWATCHXRESCUE.COM ).
When you press ‘SOS’ on the device, it sends a message via the satellite or satellite constellation to the emergency response partner and they act in a way like the EPIRB response mechanism above, but they call/text you back (if your device allows) as well as calling your emergency contacts.
If the device allows you to send and receive messages you can also initiate a two-way conversation with a shoreside contact for a serious but not life-threatening situation, such as an engine or medical problem.
Most SENDs also support the sending of ‘breadcrumb’ trails while cruising. This is useful to allow shoreside contacts to follow you and leaves a record of your journey should you ‘go dark’ in an emergency that incapacitates you and your crew such that you are unable to activate any of your devices, giving search and rescue teams a starting place to look for you.
Each of these devices, being commercial, requires a subscription. Costs vary.
SENDs are rechargeable and can be used again and again. Battery life varies between units.
There is a good comparative review of many units at ( https://www.treelinereview.com/gearreviews/best-personal-locator-beacons )
DSC Distress Calls
Marine radios (VHF and MF/SSB) can send a DSC (Digital Selective Calling) alert, usually by pressing a red button on the radio. The button usually must be held down for more than 3 seconds to activate it (this to limit the chance of false alerts). This sends a GPS position if your radio contains or is connected to a GPS, plus your MMSI (Marine Mobile Service Identity).
VHF is monitored for these alerts worldwide (withing coverage limits), but coverage via MF/SSB is spotty. (There are propagation issues, and some rescue authorities no longer monitor the frequency. The USCG stopped monitoring the 2182Hz rescue frequency in 2013.)
VHF DSC alerts will be picked up by other vessels within radio range.
This is cost-free.
How do you contact Search and Rescue directly wherever you are?
Each country has SEARCH AND RESCUE NUMBERS. These can be found on the Ocean Posse website for each area we operate in:
https://oceanposse.com/aruba/#emergencies
https://oceanposse.com/azores/#emergencies
https://oceanposse.com/bahamas/#emergencies
etc
https://oceanposse.com/italy/#emergencies
https://oceanposse.com/mexico/#emergencies
Ocean Posse members can substitute the country you are in to get to the right numbers
What about Cell Phone Satellite Communications?
Some newer cell phones from Apple or Google/Pixel have limited SOS satellite connectivity, and Samsung has announced forthcoming satellite capability. Somewhat klugey, they require manual alignment of the device and use the GlobalStar network. Not all devices have the feature, and some are limited by the carrier. The geographic coverage is quite limited. These should be considered back-ups until the technology becomes more mature.
What should you do to get ready for an emergency?
Select and install your chosen devices and set them up appropriately.
For EPIRBs and PLBs, that means registering them with the appropriate national authorities and mounting their storage brackets in suitable locations. Each device has a testing schedule and protocol, so add reminders to your calendar to ensure you keep up with the schedule.
For SEND devices, ensure you have the appropriate subscription in place and the emergency contacts are registered, and the appropriate contacts are in the device’s address book or contact list. If the device tethers with a smart phone or other device, ensure the appropriate software is installed and up to date, and the tethering connection(s) have been tested. Having the tethering connection enabled on multiple devices adds redundancy. Most send devices get firmware updates from the manufacturer, so find out how your device updates and schedule a check every 90 days or so to ensure you’re up to date. Ensure you have a charging/battery replacement protocol in place so that the device is always charged up or, if it has replaceable batteries, you have spares on hand.
For DSC Alerts, make sure your radio(s) have your MMSI programmed in and have access to a reliable GPS signal, and that the radio(s) have a first-class antenna connection (testing with an SWR meter is the best way to ensure this).
Once the hardware and software are established, train your crew in the use of these devices and make sure they know how and when to use them. Preparing a ‘Cheat Sheet’ of simple instructions that can be posted in a handy spot ensures they are not falling back on memory in an emergency.
You have an emergency, what should you do?
If you are faced with a life-threatening situation or there is an imminent threat of danger such as loss of life, potential loss of life, loss of the vessel, potential loss of the vessel, sinking, fire, loss of the rig, or other serious emergency you should activate all of your emergency communications all at once. If you have all three, use the EPIRB, SEND and DSC alert all at the same time.
- The EPIRB will get SAR resources mobilized rapidly on a nation-to-nation basis. It is hands down the most reliable distress signaling mechanism.
- The SEND will typically allow two-way communication on the nature of the emergency and what aid is required.
- The VHF DSC Alert will summon any nearby vessels to your aid.
If you are faced with a potential life-threatening situation or there is the potential for an imminent threat of danger to develop, you should initiate a two-way communication with a shoreside contact to seek advice and/or advise them of the situation (ideally with one of the emergency contacts for your EPIRB or SEND). This could be via any means available, Cell Phone, Starlink (email, teleconference, etc.), SEND, or whatever works. Nearby vessels should be alerted via a normal VHF radio call. This allows them to be aware of what’s going on and be ready to scale up response appropriately as the situation demands.
Posse Perk
Ocean Posse members have access to additional help from other Posse members who may be nearby and from Posse HQ. Members can send a message on the Posse line Ap to reach out for nearby vessels. The Posse Team has assisted in rescue coordination and has connections in many regions with search and rescue and other resources to assist if required. Contact Dietmar at dietmar@oceanposse.com or text him at ( +1 (702) 861-9823 ) to set the team in motion!
MANTA RAYS MAJESTIC & MYSTERIOUS
MANTA RAYS : Majestic and Mysterious
Manta Rays are among the most majestic gentle giants in tropical and sub tropical oceans of the world. Seeing them swim under water is a magical sight to behold; with their mouths wide open, manta rays silently move through the water in a slow, effortless, gliding motion, feeding on the smallest of living creatures, plankton, that drift in the ocean currents. Like many species of sharks, mantas are in constant motion to keep water flowing over their gills to breathe. Additionally, mantas are cartilaginous fish meaning their skeleton is made of cartilage like our ears and noses.
There are two species of Manta Rays: the Reef Manta (Mobula alfredi) and the Oceanic Manta (Mobula birostris). No matter the species of manta, With their wings outstretched they dwarf all but large sharks or whales. The reef mantas wings span up to 5 meters while the oceanic mantas wings span up to 7 meters and can weigh up to 2 tons. Manta Rays have the largest brain to body ratio of all living fish and are known to display high levels of intelligence, have long-term memory, and are able to map their environment using sights and smells. The markings on their underside are their unique 'fingerprint'. Much like the marking on the underside of a humpbacks tail, the star-like pattern of whale sharks, and the whisker spots of lions, there are no two exactly alike and these creatures can be identified by their markings that make them unique.
As seen in this photo above there is a mutualism, or mutually beneficial relationship, between mantas and various small hitchhiker fish like remoras. The Remora clings onto the Manta Ray for protection, transportation and scraps from the Manta Rays meals. The Remora benefits the Manta Ray by cleaning it’s skin of bacteria and parasites keeping Mantas healthy. Manta Rays can also be found at 'Cleaning Stations' (or healthy coral patches) sometimes circling close by for up to an hour before moving in for a cleaning and then staying on for hours getting cleaned. In this case the mantas have a symbiotic relationship with cleaner fish (like the cleaner wrasse fish and the scarlet cleaner shrimp). These small fish and crustaceans swim around the larger animals and inside their mouths to eat the parasites, bacteria, and dead skin cells from their bodies. One animal is getting fed while the other is getting cleaned. It's a win-win! Manta Rays will often return to cleaning stations they 'know'.
Manta rays live up to 50 years. The female manta becomes sexually mature a bit later than the male: round 8-10 years of age. Manta rays are ovoviviparous meaning that after fertilization the offspring grows inside an egg (like a bird...but WAIT...there's more)...which the female manta carries inside of her during the pregnancy and give birth to a live fully independent manta ray (live birth like a mammal?!). Mantas give birth to 1-2 manta every 2-5 years. Many details are still a mystery as no one has ever documented seeing a live birth in the wild.
Perhaps because of their size, their grace, their omnipresence in the oceans Manta Rays, and many other characteristics, manta rays have found their way into the art and mythology of many cultures around the world. In Polynesian mythology, for instance, the manta ray is believed to be the guardian of the ocean and a symbol of knowledge and wisdom. In ancient Greek mythology, they were believed to be messengers of the sea god, Poseidon. In ancient Hindu mythology, manta rays are believed to be the manifestation of Lord Vishnu, the creator of the universe. In Japan, manta rays are often associated with the god of the sea, believed to protect sailors and fishermen from danger and provide them good fortune. Interestingly, they are universally seen as protectors and not aggressors, creators not destroyers.
Sadly, as much as manta rays are widely admired to revered their existence is threatened in various ways. Being pelagic, they cross 'borders' constantly and live in a warming ocean that is thereby struggling with habitat loss and teaming with industrialized fishing techniques that do not take care to avoid them (mantas are often 'bycatch' and can die due to suffocation as a result of entanglement.). In some places mantas are specifically sought out for food and bait (for instance in the Sea of Cortez, Mexico) and in the western south Pacific mantas are harvested for their gill plates that are used in Asian Medicine. It is worth noting that in Indonesia, Peru, and the Philippines there now national laws in place to protect manta rays.
Still, in order to protect animals, we need to understand them. Efforts are being made to understand manta distribution, mating, and ecology better to help them. However, Scientific efforts to understand Mantas formally began rather recently around 2008.
According to Mantatrust.org :
Manta rays often undertake seasonal migrations, travelling tens, hundreds, and sometimes thousands of kilometers. This means that their habitat can encompass large areas, sometimes crossing national boundaries, where conservation management is often more challenging. Therefore, to effectively protect these animals, we must first understand what habitats they are using, when they are there, and what they are doing within it.
....It is often a sad fact of human nature that the more endangered a wild animal becomes, the greater our desire to possess or consume it. Diminishing stocks drive a lucrative trade (often illegal) to hunt down, trade in, and consume the dwindling populations of these endangered species.
Interestingly, again there is still so much mystery around mantas that citizen scientists are helping with these efforts. People can communicate directly with the scientists at Manta Trust to help supply information (pictures) to create a 'mantabase' about specific manta individuals to share where they are and begin to help map their health, habitats, and seasonal routes.
If you are a mariner, look out for this incredible species of fish. Maybe you can appreciate their majesty while unlocking some of their mystery.
SV WANDERLUST MUSINGS
IN THE END,
WE ALL GET WHAT WE WANT
Ocean Posse members Fabio and Kristin Potenti are sailing on SV WANDERLUST in the South Pacific. They maintain a Facebook Page: Harbors Unknown, and a youtube channel to document and share their musings and experiences. Below Fabio shares his most recent musings with the Ocean Posse:
SY WANDERLUST 🇺🇸 Kristin, Fabio, & dog Yoda - Seawind 1600
THANK YOU KRISTIN & FABIO FOR SHARING YOUR PASSION FOR THIS LIFESTYLE!
LATEST RESOLUTION FOR MEXICAN FOREIGN BOAT TIPS FROM PRE-2005
LATEST RESOLUTION FOR
MEXICAN FOREIGN BOAT TIPS FROM PRE-2005
The Ocean Posse is pleased to share information directly from a recent success story. As reported in our October 20, 2024 newsletter there is hope yet for foreign flagged vessels that were issued TIP's (Temporary Import Permits) and are now attempting to enter Mexican waters. Last year all vessels with open TIPs from before 2005 were flat out turned back and refused entry because the office that had issued the TIPs had been dissolved and therefore any TIPS issued by this office that had not been properly closed were not able to be resolved. This year Sally & Michael Aldridge on SV SWEETHEEART took this matter into their own hands with conviction and seem to have found a solution. Sally shares below what worked for them so that others may have similar success.
Oct 17 2024 by Sally and Michael Aldridge on S/V Sweetheart
Canceling pre 2005 Aduana TIPs in Ensenada
We had two pre 2005 TIPs to cancel, one in 2001, and the other in 2004
On Oct 16, we walked across the border at PedEast at San Ysidro in the morning and caught the ABC bus down to Ensenada from Tijuana because we didn’t want to mess with driving a vehicle across the border and dealing with a motor vehicle TIP and insurance (too many TIPs already !) Walking over the border turned out to be super easy, with no lines and the bus is nearby and is comfortable and inexpensive.
When in Ensenada (we got there at around 10:30am) we started with the
Banjercito Ensenada
On Ave Teniente Jose Azueta
(Building marked with a thin red line on attached image)
We spoke to Elia Beatriz Urquidi Cobos, who is a manager there
She speaks great English
We showed her relevant boat documentation as per the attached form from the Mexican consulate in Sacramento.
Elia made 3 copies of each, and also verified and checked the report in her system.
Elia explained we needed to go to the Aduana office down the street to start the process.
At this point Elia stepped outside to direct us and she and the manager of the Aduana, Jorge Badille spoke in person on the street. Not sure if they just “ran into each other” or whether this was planned, but it turned out to be a very fruitful conversation. Jorge reviewed our documents right there, and confirmed that everything was in order, and told Elia what else we needed to do
Which was the following:
Write a letter to the Aduana asking for the TIPs to be cancelled
Including the tip number, previous owner names etc.
State that we are the new owners
Print it
Sign it
Make 3 copies
We went to the tourist information office around the corner to do this and they were very helpful and made print outs and copies for us for free.
Then we went to the Aduana de Ensenada with all the paperwork. The office is marked with thick red line on the image and address is here. Blvd, P.º Olas Altas 110, Recinto Portuario, 22800 Ensenada, B.C., Mexico
This office is behind a heavy layer of security and they told us that only one person can go through, so Michael, my husband, did this for us as he is the appointed “manager” of our LLC. He spoke to the woman at the desk and she asked for the letter to be in Spanish, so she translated it for Michael and he wrote it out by hand and she stamped it. She told him it would take one week to get the TIP cancellations done.
We then showed the stamped letter to Elia back at the Banjercito, but she said she actually needs a printed and stamped image of a “cancellation screen” from Aduana to get the process going on the Banjercito side. She said once she has that, she can send it to the Mexico City Banjercito and it could be canceled out of the system intraday, depending on time differences.
So we went back to Jorge at the Aduana to ask for that and he committed to doing just that the next day. Jorge promised to email it to Elia it at 10am the next morning, so we stayed overnight just to make sure that happened.
We stayed at the Hotel Coral, as it was a good chance to speak with Fito Espinoza, the dock master, who is very experienced with TIPs and immigration. He suggested we stay on it till it is done. He was very interested to hear about the results of our efforts as it will allow him to help many other boats.
Michael went back to the Aduana office the next day at 10am on 10/17 and he stayed there until he had the right docs in hand.
At this point we have now cancelled the two old TIPs !
We then took those pages to Elia who scanned them and sent them to her superiors. The old tips were cleared out of the Banjercito system within a few hours and we were able to successfully apply for a new TIP that day. Again we sat in the office until this was all done (about 30 mins) and we now have the TIP in hand.
Summary: The Sacramento consulate was correct: It is now possible to cancel pre 2005 TIPs with the Aduana in Ensenada, and the Banjercito in Ensenada can get it cleared from their system with the right documentation from Aduana (see attached process from the Mexican consulate in Sacramento). Fito confirmed this is exactly how the process worked in the past, but he did not know it was working again at this time, and neither did BC Connections.
Jorge (Aduana Ensenada manager) and Elia (Banjercito Ensenada manager) are competent people who seem to have a good working relationship and they are collaborating together to make it happen. It helps that these offices are down the street from each other. Not sure if it’s dumb luck and they have started canceling old TIPs again at just the right time for us, or we are geniuses. Either way, we will take it !
There are no charges for the process of TIP cancellation and it can be done by the boat owner through the official channels without an agent in one or two days. Be prepared for multiple visits to each office.
Hopefully this bodes well for other boats in this situation.
Feel free to send any questions to sally.aldridge@mac.com
THANK YOU SV SWEETHEART FOR SHARING YOUR SUCCESS!
EVERY SEASON STARTS WITH THE ROAR OF THE HOWLER MONKEY
EVERY SEASON STARTS WITH
THE ROAR OF THE HOWLER MONKEY
Like the sound of the conch sounding as the sun meets the horizon pronouncing the beginning of sunset,
the Ocean Posse likes to start every season with the roar of the Howler Monkey.
Watch this video to hear the loudest mammal above ground roar at it - you can hear them 3 nm through then densest of jungles. Howlers are stoutly built bearded monkeys with a hunched appearance and thickly furred tails that are naked on the underside of the tip to afford a better grip. The hair is long and dense and, depending on species, is typically black, brown, or red.
Endemic to the southern tip of Mexico, Guatemala, El Salvador, Honduras, Nicaragua, Costa Rica, Panama, and Colombia - the howler monkey is an endangered species but shall not go quietly into the night!
NAUTICAL MEASUREMENTS
NAUTICAL MEASUREMENTS:
ONE SHOT AT A TIME
By Mike Descheemaeker of SV WHIRLWIND
The nautical mile, not to be confused with the statute mile, is the basis for ocean navigation ... but why?
I thought it would be fun to explore the different nautical words and the variations of actual lengths and depths of different forms of sea people measurements. The 'knot', the 'fathom', the 'cable', the 'shot', the 'shackle' are all different ways to look at length, distance, and speed. In our modern way of navigating our vessels many of these expressions have really become archaic and less important to the modern navigator. Nonetheless, a general idea of there usages and their origins is quite interesting.
THE KNOT: UNRAVELLED
Obviously, we all are familiar with the knot as a measurement of speed. One nautical mile per hour is equivalent to one knot. The nautical mile deals directly with measuring a curved surface. From my trusty Celestial Navigation: A Step By Step Procedure For The Complete Idiot I will borrow this excellent description of measurement:
“We measure straight lines by inches, feet and statute miles. 12 inches equals one foot, 5,280 feet equals one statute mile. We measure angles and arcs by seconds, minutes and degrees, 60 seconds equals one minute, 60 minutes equals one degree and 360 degrees equals one complete circle.”
So because the earth is a big round sphere it is measured using minutes of arc. If we take the 360 degrees the sun appears to travel around the earth each day and divide by 24, the sun appears to travels 15 degree of arc every hour or 900 miles per hour. This rapid speed rotation of the earth makes the sun appear to move. 900 (miles/hour) times 24 (hours/day) is 21,600 miles/day...the entire circumference of the earth sees the sun each day. To check the numbers another way, one can multiply 360 degrees times 60 minutes of arc to get 21,600 minutes. One minute of arc is equivalent to one nautical mile based on the circumference of our planet.
The term knot to designate speed derived from the common log used on board sailing ships beginning in the 17th century. A spool of knotted line was lowered over the stern with a wooden triangle attached to the end upon release it was timed with an hour glass the number of knots that came out in the time on the glass was how many knots or nautical miles per hour the the ship was traveling thru the water.
THE FATHOM: UNVEILED
As mariners gathered information underway like their speed in combination with a dead reckoning and a noon site hopefully every day, the ancient mariner could keep a pretty good idea of their place on earth. Knowing one's location on the earth is of great importance and so is knowing how much water is under the keel. This notion of depth was traditionally expressed in fathoms. This word came from various ancient languages in what is now Europe and the Mediterranean. A fathom meant outstretched arms or about six feet. This measurement could vary from five to seven feet depending on nationality and merchant or naval service. The term deep six comes from burials at sea. Naval Service required that sailors be buried in waters over six fathoms. 'By the deep six' would signify almost seven fathoms. Eventually, the British formally declared a fathom as " a thousandth of a nautical mile". Back in the 17/1800's, when ships were made of wood and men were made of iron, finding the bottom involved having someone in 'the chains' which was a platform where the shrouds terminated at the hull. A person could stand on the platform and swing a lead line to find soundings. With a breast rope over his chest to hold him on board, he would swing and cast. This was exhausting and wet work. One had to swing, cast, and retrieve a heavy lead bell shaped 7-14lb weight repeatedly to continuously monitor the bottom. The weight would need to increase depending on depth and speed of the vessel. Fathoms were used to simplify the process of assessing depth. The leaded lines were as long as 20 fathoms marked at 2,3,5,7,10,15,20 fathoms. This development gave a quick and fairly accurate way to sound the bottom.
Taking the depth a step further mariners developed a way to asses the bottom composition as well. A shallow cup at the bottom of the lead could hold a scoop of tallow. This way when the lead hit the bottom the makeup of the bottom could be determined by looking at what stuck in the scoop upon retrieval. This information was was useful anchoring as well as determining location such as distance from shore or a river mouth. Sometimes multiple men would be swinging leads to keep up with boat speed. Remember, the British Navy didn’t take kindly to their Captains sticking ships on reefs. Losing a King's ship due to negligence was a sure way to find your way high and dry begging on the docks if you weren’t introduced to the hangmen’s noose first. While the use of a lead line to asses depth is an old technique made obsolete by modern depth sounders, we keep and use a lead line on SV WHIRLWIND to measure depth in anchorages that we recon in our dinghy.
THE CABLE, SHOT AND SHACKLE: UNHOOKED
Anchors in these days of old were attached to the ship with cables which were large hemp ropes laid up left handed with three right hand laid hemp ropes. A cable in England was 85-100 fathoms long, the length of the rope walk where the ropes were made being the determining factor. A cable length was 1/10 of a nautical mile and used to express measurements of distance under one mile. People may have said, "We are 2 cable lengths from the anchorage or the reef lays 3 cable lengths off the starboard beam."
As hemp gave way to chain to make up anchor cables the designation of shots and shackles came into use. A shot of chain was used by the US Navy as 15 fathoms or 90 feet and a shackle of chain was used in the British Navy was 12 fathoms. Shots or shackles were connected together to create chain cables of up to 100 fathoms or larger. Because of its weight, chain requires less scope than a rope rhode and certainly a lot less worry around sharp rocks and coral. As chain came into favor, however, Captains found it prudent to still carry hemp cables for certain circumstances like sending out a kedge anchor or taking anchorage near a drop off. Near a subsurface dropoff the possibility of the anchor sliding off the ledge before or during retrieval made bringing up the anchor much harder if it was all chain and hanging anchor so they may use hemp cable instead. In general. fighting ships could retrieve an anchor much faster with a hemp cable than chain because anchors were weighed by man power. Capstan hemp was much lighter therefore much faster.
While many of these terms and technologies have been left behind and traded for modern convenience and a rapid acquisition of data, it is still a thrill to remember the past mariners, their ways, and their speech that got us where we are today. As we take a glimpse into the past examining terms and technologies when speed was measured by knotted line and bottoms were found with tallowed lead may we hold fast like an anchor to the spirit of adventure and exploration.