Friday Funny 1-26/2024 (Scenic Tour Continues)

 

Oops, I missed a couple of Fridays, I actually didn't even remember that I had missed them until Sunday. 😁 I guess that's what being retired is all about. Me-"oh, did I miss Friday again?"

Last post, we ended up in Port Walter in a less scenic bay, (oh horrors), then it's onward to Deep Cove. This time, with no other boats inside the cove, we picked out the most advantageous spot, while keeping us safe from upcoming high winds, and making sure the anchor was well set.

Over the next couple of days, this cove provided shelter to several different vessels, small, and large.

This small vessel came in several times, and looked to be a fishing charter, as they cleaned salmon, and halibut every evening. They have such a shallow draft, that they were almost to the bank when they set their anchor. We set out a crab trap, thinking the fish remains in the water would attract them, but nope, never trapped one, or saw one on the pieces/parts. Conclusion: no crabs in this bay.

Gus, as usual, was keeping track of all of the goings on, making sure that no one anchors too close, or incorrectly. 

We had several heavy rain storms, and the large waterfall grew in size, and sound. According to the chart, if you hike up the hill, there is a large lake at the head of this waterfall. I thought maybe it would be a fun excursion, until we started to see bears around the the shore, and they all headed up into the woods in the direction of the lake. Um, no, I don't need to get between the food source and either black or brown bears.

The next bay on the "Baranof east coast" tour is Gut Bay. While every cruising guidebook says this is a very scenic spot, I couldn't find anywhere how this bay got it's name. Gut Bay doesn't sound like a place I would want to visit, that must be why they emphasize the panoramic views.

We needed a place to anchor that would protect from southern winds, while not placing us in the path of williwaws. (A sudden blast of wind descending from a mountainous coast to the sea.) You can hear them coming, it's as if a freight train is headed your way, and then bam, it hits you with force. We've been in them before, and I'm not a fan. The cruising guide suggests another small bay within this large one, but according to the topography, it appeared as if we'd be in the direct path of the wind, so we avoided it. Another little cruiser tucked himself up in there though. 

I loved this one lone tree, it's shape was so perfect it made me want to return in the winter, and decorate it with lights, well almost..... not.

At the head of the bay, there's a salmon spawning stream, the water was so full of fish, you could almost reach in and grab one. Not that I would, by this time, these fish are on their way to the great fish heaven, and totally inedible.

We expected to see bears here, and stayed well away from the shore line, we didn't see any, but that doesn't mean they weren't there.

The next nice day, onward to the next bay: Red Bluff.

A beautiful Chatham Strait day.

Another installment to come, stay tuned. 

As always, we enjoy hearing from you, either here in comments or on our Facebook Denali Rose Sailboat page.

Tidbit: Anchor Chain Splicing Considerations

This is one of a series of brief, no nonsense posts that we call a Tidbit:

noun; small and [possibly] particularly interesting items of gossip or information...

The purpose is to share succinct posts about lessons learned, or things we use or do that work [or don't...] that are common to many of us boaters. 

The goal is to garner feedback from those of you having first-hand experience with a better approach/ solution/ product...  

We never assume what we are sharing is the ideal or only; it just seems to best suit our needs [and/or habits and/or budget] from our experiences thus far...

Sometimes these Tidbits originate from a topic of discussion on one of the forums we participate in, and this happens to be one. [The original forum response- which includes additional details- is appended below.]

Since we encounter this question fairly often- and since it may affect other boaters- it made sense to post a more detailed response for future reference.

                   ➛ ➛ Peruse the right-hand sidebar for the up-to-date list of Tidbits ➛ ➛                   

Alternate title: Extending the length of chain anchor rode

This article relates to ground tackle and chain sizes typically used by cruising vessels today up to, say, 60 feet in length.  

e.g., 1/4 — 7/16 inch (and metric equivalents) Grade 43 (ISO and DIN) anchor chain. 

Grades higher than 43 (e.g., Grade 70) are a different matter and require different connectors than those discussed here.

For our needs, splicing two or more lengths of anchor chain together requires a joint at least as strong as the chain being spliced, and the joints need to pass through the windlass gypsy smoothly. 

Note: Our requirement to smoothly pass through the windlass under load limits our choices somewhat. Therefore we will only discuss what we have used and tested in our windlass. 

There are other options available that are at lease as strong as the chain including:. Omega links; 2 shackles; soft shackles; etc., but these options won't pass through our windlass under strain. [Note that I didn’t include Quicklinks as they are not strong enough for our use case…]

Additionally- under the heading of other options- we don't hesitate to use an appropriately sized and constructed soft shackle as an emergency ground tackle joiner, or as back-up for [installed in addition to] shackles or other chain joints. 

What to use?

Most of us immediately think of C-Links for joining lengths of chain:

Unfortunately, even quality forged C-Links [matching chain size] are weaker than our G43 chain. [Substantially weaker in fact; more below...]  

Are there options that will meet our criteria of being at least as strong as our G4 chain, and work with our windlass?

We are fortunate that our horizontal anchor windlass tolerates a twin-clevis link matching the chain size: 

We realize this may not work in some (many?) windlasses under load.
But it is cheap to test, and we think they are worth having on hand anyway...

You can find good forged and galvanized twin-clevis links  [with SS cotter pins…] in the US$10-$15 range for the typical chain sizes we are talking about here.

The twin-clevis has the added advantage of being quick and easy to install and remove.

Some additional comments about C-Links: 

We haven't used C-links since we have always had very good results using a twin-clevis links, and prefer not to introduce known weak links into our ground tackle system. 

But we do keep some C-Links on hand in case they are ever needed. [If we used one, we would back it up with a soft shackle to back-up a C-Link as mentioned, above...] 

Tip: If you do end up using C-Links, be aware that peening the 'rivets' removes the galvanizing from the rivets, so those tiny rivets soon begin rusting away. 

I have heard from several other cruisers over time thay they found the two halves of a previously peened C-Link loose on their chain because the tiny rivets rusted off over time. 

It has been suggested [credit to Evans Starzinger] that gluing the two halves together with 5200 when installing [before peening the rivets] will likely help mitigate the risk of them separating.

I would also back them up with a soft shackle if I used them on my G43 chain. 

Lets compare these two chain joiners for strength, but first we need to decide which relative strength values to compare.

Tensile [minimum breaking] Strength is more important than Working Load Limit [WLL; Maximum (safe or suggested) working load] for evaluating the strength of components in our ground tackle system.

This is because WLL is based upon an arbitrary Safety Factor [ratio of Tensile Strength] which can (and does) vary by product, country, and sometimes even reselling vendor*. 

But the Minimum Breaking Point [Tensile Strength] is fairly consistent among similarly manufactured components.

We cannot always easily find the Tensile Strength for specific ground tackle components, but the WLL is often listed. 

But what may not be readily available is what safety factor [e.g., 3:1? 4:1?, etc.] that was used to establish the WLL. [e.g., 1/3rd or 1/4th of minimum breaking strength...?]

When doing the math to make sure a component is at least as strong as your chain, remember the connecting links we are discussing [forged C-Links and forged twin-clevises] are listed with a 4:1 safety factor, but our [US made G43] anchor chain is- for some reason- listed with a 3:1 safety factor. [A more conservative 4:1 ratio is used in Europe for G43 chain...] 

Note for reference [again in the US...] that G30, and G70 chain and above are listed using a 4:1 safety factor... [Perhaps to stay consistent with the vagaries of our archaic system of measurement?] 

See the Practical Sailor article in the Additional Resources section below for further elucidation.

Matching our chain with joiners of adequate strength:

We use 5/16" G43 ACCO [US made] chain listed with a 3,900 lb WLL.

With a 3:1 [US only] safety margin for G43 chain; 3,900 x 3 = 11,700lbs Tensile strength. [Minimum breaking strength; nominal]

A 5/16" forged Crosby C-Link is listed using a 4:1 safety margin and a 1,950 lb WLL. Therefore, Minimum Breaking [or Tensile Strength] = 4 x 1950 = 7,800 lbs. [vs. 11,700 for the chain; 33% weaker than the chain; your call...] 

See the C-Link Testing by Cox Engineering for more information.

Now do the math for a 5/16" forged twin-clevis link: [4,700 lb WLL @ 4:1] and you will find it is much stronger than the sames size G43 chain.

Bottom line: if a twin-clevis link will work on your windlass, that is the next reasonably priced, and substantially stronger choice [i.e., not weaker than the chain it is joining...] for joining our size G4 anchor chain [This applies up to 1/2 inch G43 chain size- which is as far as I looked...]

Don't forget to apply this same principle when selecting which anchor shackles to use in your ground tackle system... [There is a similar shackle discussion with product links on our Ground Tackle page if you desire more details.]


Another use for the double-clevis: 

We also use a double-clevis to attach the rope anchor rode [warp] to the main anchor chain.

We splice the 12 plait Dacron warp [Sampson Tenex] to a short piece of anchor chain. [e.g., 2 ft] 

From our Ground Tackle page
[which includes splicing instructions and many other references...]

We then connect that short piece of chain to the bitter end of the main chain rode using a double-clevis. 

This saves us having to redo the rope-chain splice whenever we end-for-end the anchor chain. Instead of cutting the rope and re-splicing to the chain, we only have to remove one cotter pin and replace it when reassembling. 

This works especially well for us because the rope-chain splice is rarely- if ever- deployed...

We are also experimenting with splicing the rope directly to the pin in a double-clevis; eliminating the short piece of chain.   

Why? Because sometimes the chain link the rope is spliced to rusts prematurely- perhaps because it is often kept wet with salt water from the saturated rope- eventually requiring a re-splice. 

If the pin the rope is spliced to in a double-clevis rusted, it could be removed and replaced without having to re-splice the rope. A small but useful gain.

Please let us know if you know of or have used other types of chain connectors that meet our two basic criteria. Thanks!

_____________________

Related Resources:

• All about chain types
• *Making Sense of Marine Chain Standards [Practical Sailor Article]
• ACCO Grade 40 [G4] ISO windlass [anchor] chain specs and source [occasionally the best prices I have found in US...]

_____________________

Link to original post [13-Dec-2018] which includes additional details...

Quote:

Originally Posted by GrowleyMonster  What make of windlass do you have? The double clevis rides properly in the wildcat in both the horizontal or vertical orientation, or do you have to make sure that it is horizontal?

GM,

Your question makes me realize I didn't provide enough clarity- sorry about that...

I have a horizontal capstan windlass [Lighthouse 1501] with dual 5/16" ISO chain gypsies. [Here is that project— with photos and links— if you are interested...]

What I intended to say is I only have experience with the twin-clevis chain links on my horizontal windlass. [~90° chain wrap.]

If I understand your question correctly, you are asking if the twin-clevis needs to be oriented horizontally in order to feed through the horizontal wildcat. I have tested it both ways and orientation of the twin-clevis doesn't seem to matter. It is worth noting that the twin-clevis link doesn't quite nest into the wildcat like a link of chain does, but it does well enough not to cause the chain to skip/jump- even under load. [However, I will add further link orientation testing to my list next time I have to end-for-end the chain on the docks. The windlass has a manual kedging socket (>10k lbs pull) so I can easily/safely perform some higher load tests...]

You didn't ask, but to close the thought and extend this question to using a vertical windlass: I have no experience, and have not tested it. However, since the chain wrap is typically greater on a vertical windlass [e.g. ~180° compared to ~90° on a horizontal windlass] I would speculate that it would work just as well— if not even better than a horizontal capstan. [i.e., more links to grip, ostensibly further reducing the risk of the chain slipping/jumping.]

It is certainly a cheap experiment to try on any windlass, and I believe some forged twin-clevis links [and C-Links] are handy to have in the cruiser's groundtackle tool box at any rate...

Please let me know if I misunderstood.

Cheers,  Bill

_________________

Tidbit: Pilot Berth in the Pilot House?

This is one of a series of brief, no nonsense posts that we call a Tidbit:

noun; small and [possibly] particularly interesting items of gossip or information...

The purpose is to share succinct posts about lessons learned, or things we use or do that work [or don't...] that are common to many of us boaters. 

The goal is to garner feedback from those of you having first-hand experience with a better approach/ solution/ product...  

We never assume what we are sharing is the ideal or only; it just seems to best suit our needs [and/or habits and/or budget] from our experiences thus far...

Sometimes these Tidbits originate from a topic of discussion on one of the forums we participate in, and this happens to be one: Link to original post [22-Jan-2024]

Since we encounter this question on occasion, it made sense to post a more detailed response for future reference.

                               ➛ ➛ Peruse the right-hand sidebar for the up-to-date list of Tidbits ➛ ➛                               

Alternate title: Sleeping around a Centre Saloon table

---

I haven’t had a dedicated pilot berth for a couple of boats now. [Last was the Valiant Esprit 37; Bob Perry design.] I really liked that typical pilot berth. [A snug tube that would contain you in a rollover- although likely bruised and soggy afterwards.]

What do we use for a pilot/ anchor watch berth in our center cockpit, center cabin Nauticat? 

In the pilothouse, we have U-shaped seating surrounding 3 sides of a sliding, expandable [leaf] table which is mounted on a cabinet pedestal. 

The longer [hull] side makes an excellent pilot/ anchor watch berth. [Though very rarely needed…] Do a sit up and see all instruments, MFD, etc. as well as look out the pilothouse windows, and with quick access to both helms.

We are fortunate to have a second helm station in the pilot house so we don’t have to sleep in our foulies when standing the rare anchor watch. [Think of it as a nautical contribution towards aging-in-place…]

A lee cloth is permanently attached to the cabinetry under the bottom cushions parallel to- and the length of- the table. 

It is easily deployed by lacing a line between grommets along the top of lee cloth and strong eyes installed under the table top.

When a lee cloth isn’t really needed [which is our typical scenario] we instead remove the wedge shaped back cushions from the long part of the settee [against the hull] and drop them upside down [thick edge up] into the gap between the seat and cabinet- effectively widening the berth and filling the chasm most might prefer not to discover while sleeping.

It may be worth noting that this berth has been renamed by some landlubber guests in the past who didn’t study-up on their nautical jargon before visiting [as we do recommend on our Guest Page.] Typically this happens when our overnight guest count exceeds the number of available guest berths [very rare as we can sleep 8 without becoming overly friendly]  and occasionally when guests- who normally share sleeping accommodations- decide [not always mutually] not to [for reasons unknown to us.]

Our other dog house offers very remote [and very basic] accommodation, but also include something unique: a guest selectable degree of separation [length of dinghy painter…]

Both are great locations for a nap, too [weather pending…] And either could be used while underway! [Again, Wx pending…]

_________________________________

Related Posts:

Sleeping well at anchor

Friday Funny 01-05/2024 (part 2 cruising 2023)

 

First post of the New Year, and it even happens after posting last Friday! It's a minor miracle.

In our last episode.... don't you hate it when streaming services won't let you fast forward through the recap, and intro?  I'll just say, we ended up at the southern tip of Baranof Island in Port Alexander.

The sun was shining, the boat was tied to the dock with all the commercial fishermen, and we took a couple of days to sight-see. (Side eye from the fisher folk- crazy stick boat.) Actually, they were all quite nice, I bet they don't get many cruisers stop in, the only amenity is water on the dock, no cell signal, no wifi, no dock power, and no stores. This community used to be booming with fish processors, but has significantly reduced since it's hey-day. 

Entering PA, as the locals call it.

Beach across from the dock, children were playing in the water when we arrived.

Look carefully, you can see the 'stick boat". 😀

Since there isn't any cell service here, they have a "phone booth" at the top of the ramp. It has an old style phone, and a number list tacked on the wall. No long distance allowed, it's programmed for local calls only. 

Who remembers using one of these?

The walk through the woods, on a well maintained board walk, revealed, a schoolhouse, a store, a fire department, a museum, homes set into the hillside, a post office, and a couple of Starlink installations.

School, electricity acquired by generator power

Closed

Museum, open by appointment.

The home at the top has quite a view!

The next stop is Port Armstrong, which contains a salmon hatchery, salmon scientists, a fish processor, and at the head of the bay a salmon spawning stream. We knew this would be a great place to see bears. It was!

We passed all this to get to the anchorage.

We hadn't been there 5 minutes, when we saw brown bears on the beach feasting on salmon.

We saw mothers, with cubs, older males, and younger, 3-4 year olds on their own. We even heard an altercation going on in the woods, and watched as a mother set her 3 year old free to take care of himself. After the mom left, and the newly fledged adult wandered off, we could hear him whining, and crying for about a half hour. Circle of life..... you're on your own now kid. 

The bears would roam the beach at low tide, watching for any salmon that had been left behind by the tides. We also watched as they plucked salmon from the spawning stream, we always make sure we are anchored far enough away from animal habitat, no interference on our part with their daily routines.

Onward to Port Walter. There were several scenic places deep inside the bay, with waterfalls, and a historic saltery. Best laid plans.

Scenic spot

We wanted to anchor so that we could see the saltery, and the falls, while avoiding the old pilings, and setting the anchor so that within the swing room, we wouldn't end up too shallow, or too deep. It was kind of a challenge in this particular bay. The cruising guide says not to anchor here, but Bill is kind of a rebel, and we do things like that all the time. Safely of course, King of Safety and all...

We have complete confidence in our spade anchor, and have never had it drag after setting it properly, and have had only a couple of times we couldn't set. (For landlubbers- set- have anchor dig in to hold.) 

This day, we couldn't get it to hold no matter what, we tried four times, and finally Bill said he was going to bring it all the way up, and that the windlass (windlass - a machine that is used on ships to let out, or heave up equipment, such as an anchor. Imagine trying to lift 200feet of chain, and a 100lb anchor by hand!) Anyway, the windlass seemed to need some higher rpms, and he directed me to increase the rpms on the diesel engine to give the windlass more umph. Here's what we brought up out of the depths.

We brought up an errant tree, water-logged no less! Bill uses a long boat hook to untangle the tree from the anchor and chain, and shove it off, back into it's watery home.

We didn't want to hook it again, so we motored back up the channel to a small bight behind some islands to anchor, and avoid the upcoming winds.

It's not near as scenic, but we're safe, and the anchor set well. 

I think part 3 will be next week!

Hope everyone had wonderful holidays, and all the best to you in the coming new year.

As always, we enjoy hearing from you, either here in comments or on our Facebook Denali Rose Sailboat page.