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*The Ocean Posse is not responsible for the accuracy, frequency or validity of any individual vessel's report. This report is not necessarily accurate. Due to privacy we do not provide vessel contact information. To more accurately track vessels via it's own tracker or request AIS tracking from https://www.marinetraffic.com/ please note that this is also not accurate. There are many reasons why a vessel's position is not updated and please do not conclude that a vessel has an emergency or is in need of assistance because it has not been reported lately. Sometimes they may just want to get away from it all and not tell you where they are. It is the responsibility of each vessel to file a float and check in plan and escalation procedures.

by EDITOR

Minamitorishima Island, Japan

roughly translates to "Southern Bird Island"

Minamitorishima is located about 1,848 kilometers (1,149 miles) southeast of Tokyo, making it one of Japan's most distant territories.

Minamitorishima, also known as Minami Torishima or Marcus Island, is a remote, uninhabited raised coral atoll in the Pacific Ocean. It is part of the Ogasawara Islands chain, which belongs to Japan. This small (less than 1 square mile) low lying island (less than 400 ft above sea level) was once mined heavily for guano, serves as a strategic location for airspace and maritime surveillance and is now the site of major sub sea floor rare-earth metal mining research and possibilities. Rare-earth metals are crucial in the making of high-tech products such as electric vehicles and batteries, and most of the world has relied on China for almost all of its needs. After China restricted exports of strategic rare-earth oxides (REO's) in 2009 Japan began to explore its sea floor for deposits. Among the rare metals found around Minamitorishima Island are cobalt and nickel — both essential for lithium-ion batteries.

Manganese nodules found in the seabed around Minamitorishima

Minamitorishima Island samples held by scientists from the University of Tokyo

Minamitorishima is considered Japan’s easternmost territory and plays a role in Japan's control over its exclusive economic zone (EEZ) in the Pacific Ocean. The island is off limits to civilians except for Japan Meteorological Agency staff, although reporters, documentary makers, and scientific researchers can sometimes get an entry permit. No commercial boat tours or flights visit the island, and civilians are currently not allowed access to Minamitorishima for tours or sightseeing, due to its use by the JSDF as an observation station.

The Research operation investigating the existence, location, and concentration of rare-earth metals has been focusing their efforts to collect samples from the sub-sea floor from around Minamitorishima island because this atoll makes a great base of operations. In 2013 a deep sea research vessel obtained seven deep sea mud core samples some 5000m below the sea level that revealed extremely concentrated REO in a mud layer 2-4m beneath the seabed around the island.

Researchers think that the deposits found are the result of hot plumes from hydrothermal vents that over hundreds of thousands of years have pulled materials out of the seawater and deposited them into the muddy seabed.

An effort began in 2018 to create detailed maps of rare-earth elements distribution. Researchers have found 16 million tons of REO mineralized sediments within the studied area which some say is equivalent to 75-100 years worth of rare-earth materials underneath Japanese waters — enough to supply to the world on a "semi-infinite basis," according to a study published in Nature Publishing Group's Scientific Reports. That supply term depends on the demand of course and it remains to be seen what and how human demands for products that utilize these REO's will change in time...especially if there are more suppliers than China.

Japanese Research Vessel Kaityo Maru 2 is supporting the acoustic mapping operation around Minamitorishima Island

The mapping and sampling process requires a wide range of specialists and organizations, cutting edge technology and equipment, and time. There are marine geologists using new high resolution acoustic profiling technology that creates a narrow acoustic beam that transmits information about the soft seafloor 6000m to 11,000m deep. The beam is then able to penetrate 200m into the sub-seafloor allowing researchers for the first time to gather sub-seafloor data. Concurrently, researchers have taken hundreds of deep sea core samples which is very slow and difficult work as well. One sample taken 5000m deep can take an entire day. Samples are sent to laboratories in Tokyo for analysis. Together they are building an understanding of the geologic history of the area like never before and hope that they will be able to discover where the soft sediment with the material from the ocean vents has settled.

Deep sea piston coring device.

Piston with lowers the core sampler. 700 samples have been taken in three years.

In addition to the islands particular geology, Minamitorishima is known to have a unique ecosystem, and though 'uninhabited' by humans, it provides a habitat for various bird species, hence the name, "Southern bird Island". Its isolation and distance from the mainland has allowed it to remain relatively undisturbed by human activity, which is important for preserving its natural environment. The island is also a significant site for marine life, with surrounding waters providing a rich habitat for marine species. With this in mind, while the researchers have made many findings about the geology of the surrounding seafloor, their efforts are colossal and not without impact. The drivers believe that results could be worth the effort. In the long term and in the short term one cannot forget to ask, What are the risks? Will the risks be outweighed by the rewards? What are the impacts of this work on the surrounding environment, the local, pelagic, and migratory animals. Could the repeated core sampling affect the plate tectonics? Could the acoustic beams disrupt other ocean acoustics? Have they already? What could be affected that is not being considered or seen at this time?

As all these questions begin to bubble up it is clear is that Minamitorishima’s isolation, strategic role, and environmental uniqueness make it an intriguing part of Japan’s territorial holdings in the Pacific. Japan is being strategic and hopefully considering so much more than the potential political and economic value of the extracted minerals for the human species.

It was the possibility of darkness that made the day seem so bright. -Stephen King

By Maurisa Descheemaeker on SV WHIRLWIND

Sources: https://www.nature.com/articles/d42473-020-00525-x

https://www.japantimes.co.jp/news/2024/06/22/japan/science-health/tokyo-island-rare-metals-find/

https://www.t-borderislands.metro.tokyo.lg.jp/en/minamitorishima/

by EDITOR

CALL TO ACTION: CRUISING SEASON KICK OFF

Distant shores are on the horizon.

Unknown Adventures await.

Secret beaches await.

Humpback breaching off the bow of SV **ZORBA** Season 7.

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.

Downwind sailing with the mainsail, mizzen, and spinnaker on SV **WHIRLWIND**

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

FIND OUT MORE

by EDITOR

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.

Knife with tether and serrated sheepsfoot blade (note stylish tether, pink with sparkles); blue strap is crotch strap / anti ride up system

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.

Light and whistle on the exterior, attached to a coil from the Dollar store

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.

Mirror, whistle and light attached to inflation tube inside PFD

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.

Multi tool (Leatherman™). Stowed in black pouch. A headlamp goes in the red container, also on the PFD belt

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.

Meager reflective tape is upgraded with three more strips on the front, and an extra strip added in the back.

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.

Write your name and vessel name on the PFD with waterproof marker

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

by EDITOR

MUST SEE: La Fortaleza & San Juan National Historic Site, Puerto Rico

MUST SEE: La Fortaleza &

San Juan National Historic Site, Puerto Rico

San Juan National Historic Site in Purto Rico is made up of multiple Spanish fortifications from the colonial times in 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.

This well canvassed schooner sailing at sunset past Historic Fortifications in San Juan Bay speaks of the past ships that once plied the bay.

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.

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.

Castillo San Felipe del Morro and Lighthouse

Inside the fortifications protecting the entrance to San Juan Bay

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.

by EDITOR

SEWING ON BOATS

SEWING ON BOATS:

PHIFERTEX BRINGS ON THE SHADE &

TAKES DOWN THE TEMPERATURE

Phifertex is a versatile woven shade cloth.

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 .

The left window with the new shade and the right window without a shade

Heat gun reads 82 degrees Fahrenheit with the new window shade.

Heat Gun reads 135 degrees Fahrenheit without any window shade.

SY MAISON DE SANTÉ Nicole & Keenan - Cal 46'

THANK YOU FOR SHARING YOUR RECENT UPGRADE THAT KEEPS YOUR BOAT COOLER IN HOT PLACES!

by EDITOR

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!

by EDITOR

MANTA RAYS MAJESTIC & MYSTERIOUS

MANTA RAYS : Majestic and Mysterious

Each Manta ray can be identified by their unique markings on their underside. Photo Credit: SV **WANDERLUST**

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.

Manta in the pass to Tikihau Atoll, French Polynesia. Photo Credit: Planet Ocean

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.

The manta ray can be seen in Polynesian art and design

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.

Satellite telemetry (tagging) has been used on dozens of marine species. This map highlights the diversity of species tagged in just one study; the Tagging of Pelagic Predators (TOPP) programme. Figure from Block et al., 2011.

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.

by EDITOR

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:

I wanted a catamaran that could sail upwind, and for my indiscretions, they let me have one.

The destiny we desire—a burden and a curse. Oscar Wilde said it well: ‘When the gods wish to punish us, they answer our prayers.’ But the one who said it best was my father. After he bought me some fancy wheels, he looked at me and said, ‘Hai voluto la bicicletta? Ora pedala.’ ‘Did you want a bicycle? Now pedal.’

Simple, undeniable truth: when the genie grants a wish, it comes with a no-return policy. Deal with the consequences fool—even if it means struggling uphill, cursing every minute of that ride.

Every sailor knows, sailing upwind is a punishment. The ocean couldn’t care less about Wanderlust’s sleek hulls, her spectacular bow buoyancy, or her shiny new gear fitted at great expense. This is what I asked for: a boat that could slice into the wind, lift its stems, and fight forward. And my wishes were granted.

Upwind, the spray lashes like a whip, bodies braced against the bounce, old bones learning a new rhythm, thrumming with each slap against the steep swell. Trust the boat, we say, when everything’s a question mark. Will she hold? Will we hold together? She groans, fighting to remember she was made for this—steel and resin, no heart, no fear, no feelings. But were we made for this? For moving forward when our fragility says to turn back, or at least be anywhere else?

Graceful, it is not. We asked for upwind, and we got upwind—it came with bruises, salt crusts, deep-set exhaustion, and a queasy stomach. Maybe we should have been more precise with the genie about the amount of upwind.

And in the end, when all the wishing is done and the seas have settled, this is the truth we face and the story we tell.

SY WANDERLUST Kristin, Fabio, & dog Yoda - Seawind 1600

THANK YOU KRISTIN & FABIO FOR SHARING YOUR PASSION FOR THIS LIFESTYLE!

by EDITOR

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!

by EDITOR