{"id":151712,"date":"2024-05-16T06:00:04","date_gmt":"2024-05-16T05:00:04","guid":{"rendered":"https:\/\/www.yachtingworld.com\/?p=151712"},"modified":"2024-05-16T08:42:59","modified_gmt":"2024-05-16T07:42:59","slug":"the-10-modern-and-updated-golden-rules-for-line-handling","status":"publish","type":"post","link":"https:\/\/www.yachtingworld.com\/uncategorized\/the-10-modern-and-updated-golden-rules-for-line-handling-151712","title":{"rendered":"The 10 modern and updated golden rules for line handling"},"content":"I\u2019ve just returned home from skippering 59\u00ba North\u2019s Farr 65 Falken<\/em><\/a> from Annapolis, Maryland, to Isafjordur in north-west Iceland. We covered over 3,000 miles, sailing via the stupendous Prince Christian Sound in southern Greenland. And we did it all in safety and style, managing a tight passage schedule through fog, ice, unpredictable weather and everything else you come to expect when high latitude sailing.\r\n\r\nI\u2019m proud of the fact that my first mate and I made it look easy for the paying crew who joined us this summer. In truth, like every big ocean passage, the \u2018making-it-look-easy\u2019 part is all down to preparation, the part our guest crew don\u2019t get to see. With the right prep, all that\u2019s left is the execution.\r\n\r\nI should start with the disclaimer that I\u2019m no high latitude sailing expert. I\u2019ve made two major voyages further north: this most recent one via the Viking Route<\/a> in Greenland and Iceland; and in the summer of 2018 my wife, Mia, and I sailed our Swan 48<\/a> Isbj\u00f8rn<\/em> to 80\u00b0N in Spitsbergen, then south to Iceland, also with paying crew. So what follows is my thoughts on high latitude sailing in \u2018normal\u2019 conditions \u2013 meaning transiting known routes with reasonable chart accuracy and manageable ice conditions (3\/10th coverage or less).\r\n\r\nI\u2019ll leave the really serious ice navigation discussions to more experienced folks like Skip Novak<\/a> and Bob Shepton<\/a>. But this article is aimed at sailors looking to sail a little further afield, rather than planning an extreme expedition.\r\n\r\nWhat I\u2019ve learned from those two voyages, though, is that high latitude sailing isn\u2019t all that different from any major voyage. How you prepare your boat and yourself will remain much the same, save for a few key differences. High latitude sailing can seem intimidating \u2013 and, rather like celestial navigation, it\u2019s becoming increasingly popular, though I\u2019m convinced that some folks who teach it unconsciously over-complicate it.\r\n\r\nThere\u2019s certainly a heightened sense of danger and skill required when you sail up north or far south. The stakes are higher, there\u2019s no denying that \u2014 colder water, less predictable weather and being further removed from any assistance or emergency help, should you need it. But if you can safely cross an ocean, you can safely sail to the ends of the earth.\r\n\r\n[caption id=\"attachment_149220\" align=\"alignnone\" width=\"630\"]\"\" Isbj\u00f8rn motoring slowly in ice. Photo: 59\u00b0 North Sailing[\/caption]\r\n

High latitude sailing seamanship<\/h2>\r\nSailing to the far north or far south requires advanced seamanship, as the margins for error are tighter and the consequences of mistakes higher. I like to boil seamanship down to two principles \u2014 anticipation and adaptation.\r\n

Anticipate<\/h2>\r\nAnticipation leads to proper planning and preparation. Expecting ice and fog? Install a good radar, learn how to use it. Challenging weather conditions likely? Be confident in how to really read and understand weather models ahead of time.\r\n\r\nAnticipation, in other words, can be learned. You can study weather models, attend a radar course, speak to folks who\u2019ve gone before, read all the books etc. High latitudes sailing is not the place to wing it or figure it out as you go. The Captain Ron school of seamanship, \u201cif anything\u2019s gonna happen, it\u2019s gonna happen out there!\u201d \u2013 well, I think that\u2019s foolhardy.\r\n\r\nOur finest example of anticipatory seamanship came on landfall at the small village of Nanortalik in south-west Greenland in heavy fog and surrounded by icebergs. Two days prior we spent 12 hours hove-to in order to let the weather advance such that we\u2019d be properly set up for landfall. The wind had gone on the nose and was heading us, forcing our course more to the east.\r\n\r\n[caption id=\"attachment_149217\" align=\"alignnone\" width=\"630\"]\"\" Driving hard downwind in chilly northern waters. Photo: 59\u00b0 North Sailing[\/caption]\r\n\r\nThe forecast models suggested the wind would soon back and increase, with 25 knot north-westerlies just as we\u2019d enter the 60-mile wide iceberg belt. Had we continued sailing close-hauled, we\u2019d have not only arrived at the ice limit in the dark, but we\u2019d also have had a much tighter angle on the wind, limiting our manoeuvrability under sail in limited visibility and with lots of ice around. By waiting, we allowed the wind to back while we sat hove-to, enabling us to sail a higher course once we got underway and position the boat to windward of our landfall waypoint.\r\n\r\nWe made the final approach broad-reaching, in daylight. The fog was thick and we navigated around icebergs on the radar, deeply reefed, but being in that windward position and in daylight made the difference between a tense but manageable landfall and a potentially dangerous one. Anticipation paid off.\r\n

Adapt<\/h2>\r\nNo matter how well you anticipate, however, you\u2019ll encounter surprises here and there. Adaptation requires flexibility in the moment, during the execution stage. As weather and conditions change much more rapidly in higher latitudes, adaptation becomes a more valuable skill.\r\n\r\nOn our 2018 passage north to Spitsbergen on Isbj\u00f8rn<\/em> we\u2019d found what appeared to be a snug anchorage on the chart in Hornsund, the southernmost (and arguably most spectacular) fjord system on Spitsbergen\u2019s west coast. We dropped the hook to windward of a small sandpit in calm conditions, launched the dinghy and sent a party ashore to get some footage with the drone.\r\n\r\nNot long after, a large slab of sea ice broke loose from the shoreline and began drifting down towards Isbj\u00f8rn\u2019s position. Thanks to the attentiveness of those on anchor watch and the quick action by the crew, we calmly weighed anchor and sought shelter in an adjacent, ice-free harbour a few miles away. Up north you can never fully relax, and must be willing and able to change plans at a moment\u2019s notice.\r\n\r\n[caption id=\"attachment_149222\" align=\"alignnone\" width=\"630\"]\"\" Drone shot of Isbj\u00f8rn dwarfed by a megaberg. Photo: 59\u00b0 North Sailing[\/caption]\r\n

Essential gear<\/h2>\r\nFirst off, anything you\u2019d already have aboard a well-equipped boat heading off on a standard ocean crossing will be needed for a high latitudes passage, so we won\u2019t rehash that here. Instead, we\u2019ll talk about additional pieces of kit that come in especially handy far north or south.\r\n

Heat<\/h2>\r\nBoth Isbj\u00f8rn<\/em> and Falken<\/em> have Ebersp\u00e4cher forced-air type diesel heaters on board and while not absolutely essential (you can always add layers and buy a heavier sleeping bag after all), they really made the difference between enduring and enjoying the passages.\r\n\r\nForced-air systems aren\u2019t as efficient as a radiator setup, but for boats like ours that don\u2019t sail permanently in the high latitudes, they\u2019re a much easier installation and, crucially, they keep the boat dry. Ours have a fan mode so can also circulate air when you don\u2019t need the heat, and when you\u2019re in warmer climates, they don\u2019t take up any space in the accommodation.\r\n\r\nThe heaters ran not quite continually, but were on anytime it was particularly wet or cold outside, and almost always at night. I compare standing a watch in the high latitudes to sitting on a ski lift for four hours \u2014 you\u2019re not moving your body much, so the cold seeps into your bones by the end of a shift.\r\n\r\n[caption id=\"attachment_149213\" align=\"alignnone\" width=\"630\"]\"\" Time for supper \u2013 hot food wherever possible is essential for crew morale and wellbeing. Photo: 59\u00b0 North Sailing[\/caption]\r\n\r\nComing below decks to a warm, cosy and, most importantly, dry cabin becomes really important: heat below also allows you to change out of your thermals and into shorts and a T-shirt and climb into a dry sleeping bag, which leaves you better rested for the next watch. On Falken<\/em>, we ducted heat into the wet lockers port and starboard, so the oncoming watch can look forward to warm and dry foulies and boots.\r\n

Radar<\/h2>\r\nFor many people radar would fall into the category of essential gear on any well-equipped offshore vessel, but not all yachts have it \u2013 I\u2019ve crossed oceans on several boats that didn\u2019t have radar and we managed just fine without it.\r\n\r\nBut radar is truly essential anywhere you might encounter ice, so you need a good one and you need to know how to use it.\r\n\r\nBoth our boats have a Furuno 1835 commercial radar, equipped with full ARPA (Automated Radar Plotting Aid) capability. I prefer this standalone-style radar as opposed to the more common MFD-style, which is normally part of a networked electronics package. It adds a level of redundancy and forces you to really understand how to use radar (as opposed to overlaying onto charts).\r\n\r\n[caption id=\"attachment_149223\" align=\"alignnone\" width=\"630\"]\"\" An iceberg makes an appearance on radar. Photo: 59\u00b0 North Sailing[\/caption]\r\n\r\nI became really confident in using radar around ice on the Svalbard passage in 2018, so when Falken<\/em> approached the coast of Greenland in heavy fog, I was less stressed than I might have been.\r\n\r\nThe larger icebergs showed clearly on the radar screen at six miles range, and while the fog was very thick \u2013 we had 100m visibility, max \u2014 by slowing down the boat and putting a bow watch at the front, we found it quite easy to spot the dangerous growlers and bergy bits with plenty of time to alter course if needed to avoid them.\r\n\r\nThe ARPA capability of our 1835 radar made it easy to lock onto a target and track it. Once acquired, the target will show course, speed, CPA (Closest Point of Approach) and TCPA (Time to Closest Point of Approach), much like AIS does.\r\n

VHF (with loud hailer)<\/h2>\r\nThis one may seem silly, but operating in fog around the coasts of Nova Scotia and Newfoundland, which are heavy with other marine traffic, made it essential for us to have a way to broadcast fog signals. Falken<\/em> has a loud hailer mounted near the middle spreaders and our ICOM radio<\/a> can automate fog signals whether we\u2019re anchored, sailing or motoring. It\u2019s amazing how well you can hear fog signals from ships and lighthouses in low visibility, so being able to answer with our own signals offered peace of mind when there was traffic around.\r\n\r\nThe VHF itself is an essential tool when operating in fog \u2013 we\u2019d often simply call an otherwise unidentified radar target or AIS target and have a conversation about each other\u2019s intentions. Don\u2019t be shy of using it.\r\n\r\nArticle continues below...<\/em>\r\n\r\n[collection]\r\n

Bulletproof ground tackle<\/h2>\r\nThe shallowest anchorage we used in Greenland was about 60ft, and all anchorages were covered in kelp forests. Solid, reliable ground tackle is essential on any cruising boat, but there\u2019s a difference between anchoring in sand and 20ft of clear water in the Caribbean and rocky kelp in Greenland in 75ft.\r\n\r\nBy \u2018ground tackle\u2019 I mean the entire system, from anchor to rode to windlass. As much as you want to stay put in those tough conditions, you also need to be ready to move at a moment\u2019s notice if ice intrudes into your anchorage. It happened to us again this past summer, when a big iceberg encroached on Falken at the eastern terminus of the sound, forcing us to re-anchor on the other side of the fjord, then set anchor watches to keep an eye out for more unruly ice.\r\n\r\nI\u2019m a fan of the rope\/chain rode combo \u2013 which I know is blasphemy among most high latitude skippers, but both of our boats use this, with 40m of chain spliced to another 100m of 8-strand plaited polyester rode. Isbj\u00f8rn has a Rocna 40kg anchor, while Falken carries a 55kg Vulcan, but I\u2019d feel confident with most of the \u2018modern\u2019 style anchors. Just find one that fits your bow roller properly.\r\n\r\nBy using a rope\/chain combo, we\u2019re saving a bunch of weight in the bow when sailing, and providing an easier way to bail out in a hurry if we need to buoy the rode and ditch the anchor (say if a boat is dragging down on us, or up north if ice is approaching faster than we can haul the anchor up safely). It\u2019s much easier to cut rope than veer a whole bunch of chain to the bitter end.\r\n\r\n[caption id=\"attachment_149219\" align=\"alignnone\" width=\"630\"]\"\" Ice poles or \u2018tuks\u2019 are essential gear for fending off bergy bits both large and small. Photo: Daniel Hug[\/caption]\r\n

Ice tools<\/h2>\r\nYou\u2019ll inevitably come across the \u2018tuk\u2019 or ice pole \u2013 simply a long wooden pole with a spike or screw in the end of it \u2013 in your research on high latitude sailing. We had a pair on both Isbj\u00f8rn and Falken which come in handy, mainly when anchored and pushing away small bergy bits that drift around and past the boat. Small pieces grazing the sides of even a fibreglass boat (which both our boats are) are no cause for concern, but in Greenland on Falken we had a much larger piece, about the length of the boat itself, get alarmingly close to the rudder. With ice of this size, you end up using the tuks to push the boat away from the ice, not vice versa.\r\nWe also carried a climber\u2019s ice axe on both trips to the ice, though we ended up mainly using it for fun as a way to break chunks of iceberg off for use in our evening rum tot.\r\n\r\n[caption id=\"attachment_149221\" align=\"alignnone\" width=\"630\"]\"\" Fleece lined fisherman-style rubber gloves are perfect for long stints at the helm \u2013 here crew Laura Gale steers Isbj\u00f8rn in Norway. Photo: 59\u00b0 North Sailing[\/caption]\r\n

Clothing<\/h2>\r\nDon\u2019t overthink this \u2013 if you\u2019ve been skiing you can pack for high latitude sailing. Even in summer the temperatures are cold, and the wind chill is a real issue. A lot of people advocate the one-piece insulated suits, which are ubiquitous among fishermen up north, but I actually prefer to just simply layer with the same foulies I wear on a normal ocean passage, and underneath I bundle up with merino base layers and down midlayers. I wear insulated leather ski gloves on my hands (and keep two pairs, as they\u2019re impossible to keep dry), and Dubarry boots with wool ski socks on my feet. Rubber fisherman-style gloves with fleece liners are perfect for long stints at the helm, but not for handling lines. I\u2019ve never been cold, even in Falken and Isbj\u00f8rn\u2019s relatively unprotected cockpits, which are big and have only a small companionway dodger for protection.\r\n

Non-essential gear<\/h2>\r\nIt can be surprising to realise how little you need to sail off the map. About two-thirds of our way through the 70-mile Prince Christian Sound fjord system we encountered another yacht out ahead of us.\r\n\r\nAs we approached Letitia II, a tiny Contessa 32, we saw it had hanked-on headsails, a windvane on the stern and a little inflatable in tow behind. A young French-Canadian couple were in the cockpit, with their very large golden retriever. They were trying to sail in a dying zephyr while we approached them under power.\r\n\r\n[caption id=\"attachment_149211\" align=\"alignnone\" width=\"630\"]\"\" Layer up with clothing \u2013 you can get cold through inactivity. Photo: 59\u00b0 North Sailing[\/caption]\r\n\r\nJohn and Sophie, and their dog Nine, have been cruising on a shoestring for three years. They were trying to sail because they wanted to conserve the tiny bit of diesel fuel in their tank for getting into and out of harbours. Their heater below decks was a homemade wood-fired stove, the fuel broken bits of pallet wood they\u2019d scavenged from the small villages dotting the west coast of Greenland. Most of their food was foraged for \u2013 and they ate like royalty dining on mussels and fresh herbs, even in barren Greenland.\r\n\r\nWe took them under tow for the last 20 miles of the fjord (saving them at least two days in the process) and invited them aboard Falken, to ride in the cockpit in the sunshine.\r\n\r\nMy point is that what matters most is attitude. Bob Shepton, one of the greatest high latitude sailors of recent memory, did it all in a production Westerly 33 with minimal creature comforts, and folks like John and Sophie are following in his wake. So don\u2019t think you need a metal boat and all the latest tech.\r\n

Essential knowledge<\/h2>\r\n\u201cThe more you know, the less you need.\u201d Yvon Choinard, founder of adventure clothing company Patagonia, was talking about climbing when he wrote that line, but it just as easily applies to sailing, especially in high latitudes.\r\n\r\n[caption id=\"attachment_149212\" align=\"alignnone\" width=\"630\"]\"\" alken offers a tow to the Contessa 32 Letitia II in the Prince Christian Sound. Photo: 59\u00b0 North Sailing[\/caption]\r\n

Weather<\/h2>\r\nUnderstanding weather forecasting models and their limitations is in my view the single most important piece of knowledge for any offshore passage. This is the most important piece of the anticipation element of good seamanship. If you can anticipate the weather \u2013 or, importantly, anticipate the uncertainty of any weather forecast \u2013 you will have more successful passages.\r\n\r\nTo start with, weather in the high latitudes is inherently harder to predict. Weather models rely on data input in order to create a forecast output. In lesser travelled parts of the ocean, less data is available to input and therefore less certainty in the output should be expected.\r\n\r\nI prefer the word \u2018certainty\u2019 to \u2018accuracy\u2019 when it comes to weather forecasting \u2013 if you can learn to gauge the certainty of any given weather forecast it will help you make decisions about your own future sailing strategy, whether planning for a departure or working on a weather route in mid-ocean. The less certain a forecast is (and you can interpret certainty by how much different models disagree, and by how much a single model changes from one run to the next), the more conservative your routing decisions ought to be. And vice versa.\r\n\r\nHeavy weather tactics\r\n\r\nCold air is denser than warm air, and so 20 knots up north will exert more force on your sails than it would in the tropics. And don\u2019t forget that everything happens slower on deck when you\u2019re covered in layers and wearing gloves.\r\n\r\nHaving a real heavy weather strategy and understanding how your boat reacts to different techniques like heaving-to or setting a series drogue is essential. The weather changes much faster and more often than it does in temperate latitudes and being able to transition from full sail to storm sails and back again smoothly will make life more enjoyable at sea. Practise different heavy weather techniques before you depart.\r\n

Enjoying the unknown<\/h2>\r\nThe recent boom of high latitude sailing is about finding new adventures, and really, what\u2019s an adventure without a little bit of the unknown? If you\u2019re tempted, do the research, prep your boat. And go.\r\n\r\n
\r\n\r\n

\"\"<\/a>If you enjoyed this\u2026.<\/h2>\r\n
\r\n
Yachting World is the world's leading magazine for bluewater cruisers and offshore sailors. Every month we have inspirational adventures and practical features to help you realise your sailing dreams.<\/em><\/div>\r\n
<\/div>\r\n
Build your knowledge with a subscription delivered to your door. See our latest offers<\/a> and save at least 30% off the cover price.<\/em><\/div><\/blockquote>\r\n\r\n
","excerpt":{"rendered":"

They say that most accidents happen in the home, and I\u2019d hazard a guess that the same is true for sailing. Of the accidents I\u2019ve witnessed over the years, a significant proportion have been in port, often while mooring. It\u2019s a time when the crew are starting to relax, the seasickness has vanished and the bar\u2019s in sight. Meanwhile, the skipper is focused on the manoeuvre. We often underappreciate the hazards involved in mooring. As the size of yacht increases, particularly above 45ft, it\u2019s essential to upskill our line handling, and that of our crew. Last issue we looked at line handling techniques while under sail, this issue we\u2019ll look at coming alongside, berthing, and other critical moments. The good news is that safe line handling isn\u2019t complicated: with a healthy respect for the hazards involved and a few golden rules, it should be easy to make the transition to larger vessels safely. 1 Practise It may sound counterintuitive, but if you\u2019ve got novice crew on board it\u2019s essential to teach them how to tie up while you\u2019re still tied up. Taking time to demonstrate where to stand, how to lasso a cleat, and how to make off a line or surge it, is one of the best investments you can make. Once you\u2019ve done this, find a big, empty berth and come alongside a couple of times to ensure that everyone understands the procedure, it will pay dividends in the end. 2 Surging a line Using the warps, such as a midships line, is an effective way to bring a large boat alongside, but it needs both sensitive use of the throttle and sensitive line handling. The person stepping ashore needs to know how to surge the line, rather than snubbing it, and the person on the helm needs to work with them. In strong winds this can be the difference between coming safely alongside, or causing damage. 3 Heaving lines As the lines get bigger and heavier, and the topsides get higher, stepping ashore with warps becomes harder. Throwing a heavy line is difficult: if you get enough momentum to launch the line, you risk sending yourself with it. I\u2019ve come close to this myself and seen it happen to another skipper (it did wonders for crew morale, though little for his own!). Throwing a few loops of the line, and not the whole coil, is the trick for short distances, but it will only cover a few metres. \u201cIf there\u2019s one essential skill the crew of large yachts need,\u201d notes large classic yacht skipper, Jim Thom, \u201cit\u2019s using the heaving line.\u201d While most medium-sized cruising yachts won\u2019t carry a dedicated heaving line, they often have a throwing line in a bag, which will do the same job. Practising on the dock first saves embarrassment under pressure and could be the difference between pulling off a manoeuvre first time, or having to come around again. If you\u2019re receiving a heaving line, holding out an arm on the side …Continue reading »<\/a><\/p>\n","protected":false},"author":4392,"featured_media":151722,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[1],"tags":[846,2447,1633],"review_manufacturer":[],"acf":[],"introduction":null,"_links":{"self":[{"href":"https:\/\/www.yachtingworld.com\/wp-json\/wp\/v2\/posts\/151712"}],"collection":[{"href":"https:\/\/www.yachtingworld.com\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.yachtingworld.com\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.yachtingworld.com\/wp-json\/wp\/v2\/users\/4392"}],"replies":[{"embeddable":true,"href":"https:\/\/www.yachtingworld.com\/wp-json\/wp\/v2\/comments?post=151712"}],"version-history":[{"count":2,"href":"https:\/\/www.yachtingworld.com\/wp-json\/wp\/v2\/posts\/151712\/revisions"}],"predecessor-version":[{"id":151724,"href":"https:\/\/www.yachtingworld.com\/wp-json\/wp\/v2\/posts\/151712\/revisions\/151724"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.yachtingworld.com\/wp-json\/wp\/v2\/media\/151722"}],"wp:attachment":[{"href":"https:\/\/www.yachtingworld.com\/wp-json\/wp\/v2\/media?parent=151712"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.yachtingworld.com\/wp-json\/wp\/v2\/categories?post=151712"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.yachtingworld.com\/wp-json\/wp\/v2\/tags?post=151712"},{"taxonomy":"review_manufacturer","embeddable":true,"href":"https:\/\/www.yachtingworld.com\/wp-json\/wp\/v2\/review_manufacturer?post=151712"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}