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8 http://www.yachtingmonthly.com JANUARY 201635 Knots ‘extreme’?Your boat tester, Graham Snook, suggests in the verdict on the Sunbeam 40.1 (Sep 15) that
1m swell and gusts exceeding 35 knots are ‘extreme’ conditions. Hardly! That sounds like a bumpy Biscay crossing in Spring or Autumn,
and perhaps suggests Graham needs to get out sailing more often. Nathan Pincher
Graham Snook replies:knots (35 knots was a subbing error – sorry), as stated in the article’s introduction. That may not be extreme for tough, experienced sailors We had more than 45
on an ocean passage, but it is for many of our readers, who would not set off in a Force 8 but could get caught out in one.PHOTO: GraHam SnOOk PHOTOGraPHy
What conditions would you consider ‘extreme’ for coastal sailing?Dual fuel in SouthwoldWe have heard much of the concerns of British-based sailors being found with red
diesel in their tanks whilst visiting Belgian waters but Henry van Kets makes a good point about European visitors to UK ports (Nov 15).
Southwold Harbour where we have supplies of both red and white diesel on the quayside. White diesel has been available in Southwold The problem is well understood in
for two years now. Having it available locally is greatly appreciated by the increasing numbers of foreign visitors.
out its fuel barge, Prof van Kets will be able to top up there and enjoy the welcome he will Once Ramsgate has sorted
certainly find in Southwold.Leslie EddowesDoes overdue mean ‘in need of rescue’?
One of the Lessons Learned in your Learning Curve (Nov 15) is: ‘Always let the Coastguard know of your departure and destination. Had
I done that, my failure to arrive would have been noticed and I might have been located and assisted...’ It is worth doing, but would not have helped
in this case. The Coastguard does not initiate a search for overdue vessels based on their Traffic Report alone. The Traffic Report will be referred to if a third party raises concerns over
the vessel - usually the shore contact (a friend or relative) and can be an invaluable aid to narrow down the search area. Derek LumbA jackstay on the centreline is safer than one like this on the sidedeck, says Peter TaboriPHOTO: COlin WOrk
Stay on boardTo answer Prof Rodhouse’s question (don’t we cut the MOB Risk? Nov 15): wear Why
harnesses. I insist my crew wear one to leave the cockpit and in rough weather. People need to clip on. There should be multiple strong points in the cockpit. A jackstay should prevent
anyone clipped to it going overboard. I have a safety line from high in the cockpit to the mast. There is a strong point at the jib. A double tether hooked at mast and jib makes foredeck
work safe. Let’s talk less about lifejackets and more about harnesses and hooking on. Peter TaboriSafety in marinasThe high incidence of man overboard incidents in marinas led us to check the readiness of
boarding ladders. It was a surprise to find that, in local marinas and at sea, not only did some boats not have boarding ladders, but many of those that did had lower section secured out
of reach of someone trying to use it from the water. We have secured ours with a bungee, which has the lower end set for easy release and within reach.
Alex ParkerLand crew stern toBill Anderson missed a trick in ‘would you berth in a breeze?’ (Oct 15). My wife Blown off, how
and I cruise a 43-footer two-handed and have never needed shore help. Dress both sides, rigging long bow lines
led back to the stern, fender the transom, and approach the berth upwind in astern with enough speed for steerage. Any angle between wind and berth will determine which side-to
you will be. Engage forward to nudge the quay with a stern fender, the crew steps off with a stern line and makes it off immediately. The wind will hold the boat off the berth; the long
bow line can then be handed ashore and made off. Then a combination of sweating, winching, engine and helm brings the boat alongside.Pride, gelcoat and marital harmony are
preserved, at least for a while.Ken BurleyBill Anderson replies: Bow or stern to has
been my favourite option as the initial move for berthing alongside with a strong offshore wind, but warping in always tends to be a bit messy so I was impressed by the French trick of
landing a couple of the crew somewhere easy and using them as line handlers. There are also occasions when there just isn’t enough space off the berth to allow an ‘end on’ arrival.
PHOTO: alamyRIGHT: With red and white diesel pumps, Southwold caters for both British and
continental cruisers