The most enchanting experience of a vacation can be one that involves hiring a private yacht charter and sailing in the high seas to exotic islands. Many of the people cannot afford such a vacation due to its high cost. However, the increasing popularity for the same is bound to make it affordable to many people in the near future.
There are a number of companies offering yacht charter trips in the Caribbean islands and one needs to be wary of the facilities offered by each of the operators to ensure that the vacation is made a satisfying and enchanting experience.
After having decided on the destination, budgets and the timing of the vacation, one needs to narrow down the choice of the type of yacht charter he wishes to hire for the vacation. As this is a new experience for most of the people, it is better that detailed research is carried over about the type of charters on offer and the relative merits of each and every type of charter. The advice of an experienced and reliable broker in the choice of the yacht charter will be of immense help.
Instead of finalizing the yacht charter trip through correspondence, it is advisable that one person takes the pain of visiting the place and make arrangements well in advance. As part of the finalization, one can seek the experience of the people who had recently been on the vacation and get first hand information about the services of the yacht charter. This will help in finalizing the appropriate yacht charter.
After having finalized the type of yacht charter and the facilities on offer in the yacht charter, one needs to inspect the condition of the yacht prior to booking it for the trip. It is advisable that one should not be carried away by the photos of the crew shown by the broker or the agent and a physical examination of the yacht will be a safe one.
Having fully convinced yourself with the state of the yacht charter and the type of facilities on offer, one can go ahead and book the yacht charter for the trip and pay the necessary advance for the booking. As most of the booking is done well in advance, before 3 months or in some cases 6 months, it is essential to ensure that the funds paid in advance are kept in an escrow account by the yacht charter provider and no cheating or misuse of funds is done by the provider. This is of primary importance as the entire plan might go haywire when it is discovered that we have been defrauded by the yacht charter provider.
Having made all arrangements and ensured that everything is perfect, one can set of on the vacation with confidence and the sun glasses on.
Monday, February 23, 2009
Yacht For Sale
The Actual Cost
Even if there are two "identical" yachts for sale, they will not necessarily be the same price. For instance, one might be exquisitely appointed with beautiful furnishing and equipment, whereas the other may be more modest with an accent on functionality. One's price may reflect the need to pay value added tax, where the other may have been exempt. Be ware of the models which are priced beyond your budget. There are also certain models which are priced beyond your budget. It is a mistake to set your heart on a particular model only to discover that it is priced way beyond your means. Begin your search by defining your budget, and then proceed to evaluate what is available.
What type of vessel are you looking for?
We don't mean to decide between a yacht for sale and a motor bike. The question is, having decided which type of sea going vessel you wish to purchase, what are you looking for in the vessel of your choice? A motor boat which allows you to stand as opposed to one which has ample room for sitting, a yacht can be made of fiberglass, or out of wood. It is very important to narrow down the options and decide exactly what you really want. It certainly is not necessary to decide exactly what you are looking for, and it is really a good idea to check out the different options which are available.
It is vitally important to test drive the yacht you intent to buy. Once you are serious about this model, take the time to rent a similar model and take it out with the family for a couple of days. This is the only way you can verify that this is indeed the one which is suitable for you. Find out all the details you can about this vessel. A yacht built to transverse the Atlantic may be less expensive than a fancy French model, but may be totally impractical if your plans are limited to an occasional weekend off beach.
Where to Find a Yacht
Marinas and the Internet are definitely good places to start your search. The internet and professional cruise magazines and journals will contain up to date information on available boats for sale in the previously owned columns. The internet will have a wealth of information on availability as well as offer a great platform for price comparisons.
However you have to be very careful about the internet "deals" you are going to see. For instance let's say you have your heart set on a vessel you have actually visited and tried, and then lo and behold you discover an online listing of a yacht for sale in Turkey that looks and sounds very interesting - at half the price. Before you get to excited with your great bargain or get too frustrated at the extra money you spent, do some investigating. You may well discover that your Turkish vessel is being sold by a yacht renting company which was exempt from paying taxes, is missing vital navigational equipment, or a generator and hasn't had an overhaul in the last two years!!! So which is the better deal, "your" yacht at its present cost, or the Turkish yacht - as is? Walk around any marina and you will see tens of "for sale" signs. As you get close to any of them you will see that most are really not worth anything and buying it will only involve you in super high maintenance fees rather than a vessel of ocean traveling pleasure.
Conversely, if you see a yacht which externally seems to be very well taken care of, it is almost a given that mechanically it is also been well cared for. Naturally you won't rely simply on your own gut feeling and will want to seek the advice of an expert to verify the yacht's condition.
Even if there are two "identical" yachts for sale, they will not necessarily be the same price. For instance, one might be exquisitely appointed with beautiful furnishing and equipment, whereas the other may be more modest with an accent on functionality. One's price may reflect the need to pay value added tax, where the other may have been exempt. Be ware of the models which are priced beyond your budget. There are also certain models which are priced beyond your budget. It is a mistake to set your heart on a particular model only to discover that it is priced way beyond your means. Begin your search by defining your budget, and then proceed to evaluate what is available.
What type of vessel are you looking for?
We don't mean to decide between a yacht for sale and a motor bike. The question is, having decided which type of sea going vessel you wish to purchase, what are you looking for in the vessel of your choice? A motor boat which allows you to stand as opposed to one which has ample room for sitting, a yacht can be made of fiberglass, or out of wood. It is very important to narrow down the options and decide exactly what you really want. It certainly is not necessary to decide exactly what you are looking for, and it is really a good idea to check out the different options which are available.
It is vitally important to test drive the yacht you intent to buy. Once you are serious about this model, take the time to rent a similar model and take it out with the family for a couple of days. This is the only way you can verify that this is indeed the one which is suitable for you. Find out all the details you can about this vessel. A yacht built to transverse the Atlantic may be less expensive than a fancy French model, but may be totally impractical if your plans are limited to an occasional weekend off beach.
Where to Find a Yacht
Marinas and the Internet are definitely good places to start your search. The internet and professional cruise magazines and journals will contain up to date information on available boats for sale in the previously owned columns. The internet will have a wealth of information on availability as well as offer a great platform for price comparisons.
However you have to be very careful about the internet "deals" you are going to see. For instance let's say you have your heart set on a vessel you have actually visited and tried, and then lo and behold you discover an online listing of a yacht for sale in Turkey that looks and sounds very interesting - at half the price. Before you get to excited with your great bargain or get too frustrated at the extra money you spent, do some investigating. You may well discover that your Turkish vessel is being sold by a yacht renting company which was exempt from paying taxes, is missing vital navigational equipment, or a generator and hasn't had an overhaul in the last two years!!! So which is the better deal, "your" yacht at its present cost, or the Turkish yacht - as is? Walk around any marina and you will see tens of "for sale" signs. As you get close to any of them you will see that most are really not worth anything and buying it will only involve you in super high maintenance fees rather than a vessel of ocean traveling pleasure.
Conversely, if you see a yacht which externally seems to be very well taken care of, it is almost a given that mechanically it is also been well cared for. Naturally you won't rely simply on your own gut feeling and will want to seek the advice of an expert to verify the yacht's condition.
Thursday, February 12, 2009
How To Navigate Up Canal Locks
Sounds simple enough doesnBt it?
b) There are sluices in both the paddles at the lower and upper end of the lock. Before you start to fill the lock you need to make sure that the sluices at the lower set of paddles are closed, otherwise it is like filling the bath with the plug out.
c) The Bottom Paddles need to be fully closed when you open the top sluices so as not to make them slam together when the water rushes in. This can cause some serious damage to the lock and has been known to break the paddles away from their hinges.
d) Opening the top paddles can only be done when the water level is equal on both sides of the paddle. The tonnage of water pressure bearing down on the paddles when the water level in the lock is lower than that of the top canal is immense. Opening the top paddles before the pressure is equal would take the strength of goliath. Be patient and in time the paddles will start to open on their own and this is when to put your back into it, not before.
DonBt tie your boat to the side of the lock simply fend her away from the side if needs be. If you use ropes to guide her as she rises the ropes will go slack and be pretty close to useless. As the boat rises and the rope dangles into the water it can get snagged of dragged with a potential of damaging the boat. Not best practice!
Apart from this point to take into consideration I would say it was a piece of cake.
b) There are sluices in both the paddles at the lower and upper end of the lock. Before you start to fill the lock you need to make sure that the sluices at the lower set of paddles are closed, otherwise it is like filling the bath with the plug out.
c) The Bottom Paddles need to be fully closed when you open the top sluices so as not to make them slam together when the water rushes in. This can cause some serious damage to the lock and has been known to break the paddles away from their hinges.
d) Opening the top paddles can only be done when the water level is equal on both sides of the paddle. The tonnage of water pressure bearing down on the paddles when the water level in the lock is lower than that of the top canal is immense. Opening the top paddles before the pressure is equal would take the strength of goliath. Be patient and in time the paddles will start to open on their own and this is when to put your back into it, not before.
DonBt tie your boat to the side of the lock simply fend her away from the side if needs be. If you use ropes to guide her as she rises the ropes will go slack and be pretty close to useless. As the boat rises and the rope dangles into the water it can get snagged of dragged with a potential of damaging the boat. Not best practice!
Apart from this point to take into consideration I would say it was a piece of cake.
Sunday, February 8, 2009
How Do Warships Refuel While At Sea?
Many years ago I did what the ads called for. I joined the Royal Canadian Navy to see the world. I loved it. Since the world was almost at peace our task was to sail the oceans of the world in company with navies from other countries, carrying out training exercises, and calling at many ports as roving ambassadors.
During these visits we saw the crown jewels in London, the pope in Rome, the diamond cutters in Amsterdam, Havana before Castro took over, the Empire State Building, as well as the fiords of Norway and many other wonderful and exciting places.
Our basic training culminated with a trip to Bermuda from our base in Halifax, Nova Scotia on an old minesweeping vessel. Shortly after our return I joined what was to be my new home for the next year and a half as a crew member on board HMCS Haida, a destroyer that made its mark in both World War 11 and that earned a designation as a train buster while carrying out raids during the Korean War. ItBs now set up as a national park in Hamilton, Ontario, Canada.
Haida had to take on fuel every four days or three if high speed runs were carried out. Her engines were not the fuel efficient, engineering marvels of today. They burned fuel as if it was going out of style. So it became necessary for us to refuel very often and it had to be done no matter if the sea was calm or we were in the midst of a roaring gale.
So how did we do it?
First, a large ship such as an oil tanker, supply ship, or an aircraft carrier would be selected to feed our fuel tanks. Those ships carried enough fuel to allow them to steam for long extended trips without running short.
The mother ship would steam along at a speed that would allow for reasonably quick course corrections, approximately twelve knots. Our ship would then approach from astern and to one side of the mother ship. We would come up along side, closing the gap until the distance between us was less than one hundred feet. A specially fitted rifle would be used to fire a thin brass rod with a light nylon cord attached across our bow. Once we retrieved this line other heavier lines would be pulled across until we were finally set up with six or more lines. One line needed to be very strong as it would be used to pull the fueling hose.
Now the hard work began. The lines would be used to haul over fresh baked goods, vegetables, perhaps a few movies. Mail would be one of the most welcome commodities. A strong steel wire cable would be fixed on our ship and connected to a winch on the mother. On that cable the fueling hose would be run across the gap and the hose connected to our filler pipe and pumping began.
While we are along side a couple of the lines would be designated as distance lines. Small colored flags would be fixed to the line every ten feet. These were important as they told the captain the exact distance between ships.
All of this took from an hour to three hours depending upon the weather. Soon we would part company and we were good for another few days.
Some of the mother ships had their own band aboard and they would serenade us with incredible music. And thatBs the way we refueled at sea many years ago.
During these visits we saw the crown jewels in London, the pope in Rome, the diamond cutters in Amsterdam, Havana before Castro took over, the Empire State Building, as well as the fiords of Norway and many other wonderful and exciting places.
Our basic training culminated with a trip to Bermuda from our base in Halifax, Nova Scotia on an old minesweeping vessel. Shortly after our return I joined what was to be my new home for the next year and a half as a crew member on board HMCS Haida, a destroyer that made its mark in both World War 11 and that earned a designation as a train buster while carrying out raids during the Korean War. ItBs now set up as a national park in Hamilton, Ontario, Canada.
Haida had to take on fuel every four days or three if high speed runs were carried out. Her engines were not the fuel efficient, engineering marvels of today. They burned fuel as if it was going out of style. So it became necessary for us to refuel very often and it had to be done no matter if the sea was calm or we were in the midst of a roaring gale.
So how did we do it?
First, a large ship such as an oil tanker, supply ship, or an aircraft carrier would be selected to feed our fuel tanks. Those ships carried enough fuel to allow them to steam for long extended trips without running short.
The mother ship would steam along at a speed that would allow for reasonably quick course corrections, approximately twelve knots. Our ship would then approach from astern and to one side of the mother ship. We would come up along side, closing the gap until the distance between us was less than one hundred feet. A specially fitted rifle would be used to fire a thin brass rod with a light nylon cord attached across our bow. Once we retrieved this line other heavier lines would be pulled across until we were finally set up with six or more lines. One line needed to be very strong as it would be used to pull the fueling hose.
Now the hard work began. The lines would be used to haul over fresh baked goods, vegetables, perhaps a few movies. Mail would be one of the most welcome commodities. A strong steel wire cable would be fixed on our ship and connected to a winch on the mother. On that cable the fueling hose would be run across the gap and the hose connected to our filler pipe and pumping began.
While we are along side a couple of the lines would be designated as distance lines. Small colored flags would be fixed to the line every ten feet. These were important as they told the captain the exact distance between ships.
All of this took from an hour to three hours depending upon the weather. Soon we would part company and we were good for another few days.
Some of the mother ships had their own band aboard and they would serenade us with incredible music. And thatBs the way we refueled at sea many years ago.
How Do Warships Refuel While At Sea?
Many years ago I did what the ads called for. I joined the Royal Canadian Navy to see the world. I loved it. Since the world was almost at peace our task was to sail the oceans of the world in company with navies from other countries, carrying out training exercises, and calling at many ports as roving ambassadors.
During these visits we saw the crown jewels in London, the pope in Rome, the diamond cutters in Amsterdam, Havana before Castro took over, the Empire State Building, as well as the fiords of Norway and many other wonderful and exciting places.
Our basic training culminated with a trip to Bermuda from our base in Halifax, Nova Scotia on an old minesweeping vessel. Shortly after our return I joined what was to be my new home for the next year and a half as a crew member on board HMCS Haida, a destroyer that made its mark in both World War 11 and that earned a designation as a train buster while carrying out raids during the Korean War. ItBs now set up as a national park in Hamilton, Ontario, Canada.
Haida had to take on fuel every four days or three if high speed runs were carried out. Her engines were not the fuel efficient, engineering marvels of today. They burned fuel as if it was going out of style. So it became necessary for us to refuel very often and it had to be done no matter if the sea was calm or we were in the midst of a roaring gale.
So how did we do it?
First, a large ship such as an oil tanker, supply ship, or an aircraft carrier would be selected to feed our fuel tanks. Those ships carried enough fuel to allow them to steam for long extended trips without running short.
The mother ship would steam along at a speed that would allow for reasonably quick course corrections, approximately twelve knots. Our ship would then approach from astern and to one side of the mother ship. We would come up along side, closing the gap until the distance between us was less than one hundred feet. A specially fitted rifle would be used to fire a thin brass rod with a light nylon cord attached across our bow. Once we retrieved this line other heavier lines would be pulled across until we were finally set up with six or more lines. One line needed to be very strong as it would be used to pull the fueling hose.
Now the hard work began. The lines would be used to haul over fresh baked goods, vegetables, perhaps a few movies. Mail would be one of the most welcome commodities. A strong steel wire cable would be fixed on our ship and connected to a winch on the mother. On that cable the fueling hose would be run across the gap and the hose connected to our filler pipe and pumping began.
While we are along side a couple of the lines would be designated as distance lines. Small colored flags would be fixed to the line every ten feet. These were important as they told the captain the exact distance between ships.
All of this took from an hour to three hours depending upon the weather. Soon we would part company and we were good for another few days.
Some of the mother ships had their own band aboard and they would serenade us with incredible music. And thatBs the way we refueled at sea many years ago.
During these visits we saw the crown jewels in London, the pope in Rome, the diamond cutters in Amsterdam, Havana before Castro took over, the Empire State Building, as well as the fiords of Norway and many other wonderful and exciting places.
Our basic training culminated with a trip to Bermuda from our base in Halifax, Nova Scotia on an old minesweeping vessel. Shortly after our return I joined what was to be my new home for the next year and a half as a crew member on board HMCS Haida, a destroyer that made its mark in both World War 11 and that earned a designation as a train buster while carrying out raids during the Korean War. ItBs now set up as a national park in Hamilton, Ontario, Canada.
Haida had to take on fuel every four days or three if high speed runs were carried out. Her engines were not the fuel efficient, engineering marvels of today. They burned fuel as if it was going out of style. So it became necessary for us to refuel very often and it had to be done no matter if the sea was calm or we were in the midst of a roaring gale.
So how did we do it?
First, a large ship such as an oil tanker, supply ship, or an aircraft carrier would be selected to feed our fuel tanks. Those ships carried enough fuel to allow them to steam for long extended trips without running short.
The mother ship would steam along at a speed that would allow for reasonably quick course corrections, approximately twelve knots. Our ship would then approach from astern and to one side of the mother ship. We would come up along side, closing the gap until the distance between us was less than one hundred feet. A specially fitted rifle would be used to fire a thin brass rod with a light nylon cord attached across our bow. Once we retrieved this line other heavier lines would be pulled across until we were finally set up with six or more lines. One line needed to be very strong as it would be used to pull the fueling hose.
Now the hard work began. The lines would be used to haul over fresh baked goods, vegetables, perhaps a few movies. Mail would be one of the most welcome commodities. A strong steel wire cable would be fixed on our ship and connected to a winch on the mother. On that cable the fueling hose would be run across the gap and the hose connected to our filler pipe and pumping began.
While we are along side a couple of the lines would be designated as distance lines. Small colored flags would be fixed to the line every ten feet. These were important as they told the captain the exact distance between ships.
All of this took from an hour to three hours depending upon the weather. Soon we would part company and we were good for another few days.
Some of the mother ships had their own band aboard and they would serenade us with incredible music. And thatBs the way we refueled at sea many years ago.
How Do Warships Refuel While At Sea?
Many years ago I did what the ads called for. I joined the Royal Canadian Navy to see the world. I loved it. Since the world was almost at peace our task was to sail the oceans of the world in company with navies from other countries, carrying out training exercises, and calling at many ports as roving ambassadors.
During these visits we saw the crown jewels in London, the pope in Rome, the diamond cutters in Amsterdam, Havana before Castro took over, the Empire State Building, as well as the fiords of Norway and many other wonderful and exciting places.
Our basic training culminated with a trip to Bermuda from our base in Halifax, Nova Scotia on an old minesweeping vessel. Shortly after our return I joined what was to be my new home for the next year and a half as a crew member on board HMCS Haida, a destroyer that made its mark in both World War 11 and that earned a designation as a train buster while carrying out raids during the Korean War. ItBs now set up as a national park in Hamilton, Ontario, Canada.
Haida had to take on fuel every four days or three if high speed runs were carried out. Her engines were not the fuel efficient, engineering marvels of today. They burned fuel as if it was going out of style. So it became necessary for us to refuel very often and it had to be done no matter if the sea was calm or we were in the midst of a roaring gale.
So how did we do it?
First, a large ship such as an oil tanker, supply ship, or an aircraft carrier would be selected to feed our fuel tanks. Those ships carried enough fuel to allow them to steam for long extended trips without running short.
The mother ship would steam along at a speed that would allow for reasonably quick course corrections, approximately twelve knots. Our ship would then approach from astern and to one side of the mother ship. We would come up along side, closing the gap until the distance between us was less than one hundred feet. A specially fitted rifle would be used to fire a thin brass rod with a light nylon cord attached across our bow. Once we retrieved this line other heavier lines would be pulled across until we were finally set up with six or more lines. One line needed to be very strong as it would be used to pull the fueling hose.
Now the hard work began. The lines would be used to haul over fresh baked goods, vegetables, perhaps a few movies. Mail would be one of the most welcome commodities. A strong steel wire cable would be fixed on our ship and connected to a winch on the mother. On that cable the fueling hose would be run across the gap and the hose connected to our filler pipe and pumping began.
While we are along side a couple of the lines would be designated as distance lines. Small colored flags would be fixed to the line every ten feet. These were important as they told the captain the exact distance between ships.
All of this took from an hour to three hours depending upon the weather. Soon we would part company and we were good for another few days.
Some of the mother ships had their own band aboard and they would serenade us with incredible music. And thatBs the way we refueled at sea many years ago.
During these visits we saw the crown jewels in London, the pope in Rome, the diamond cutters in Amsterdam, Havana before Castro took over, the Empire State Building, as well as the fiords of Norway and many other wonderful and exciting places.
Our basic training culminated with a trip to Bermuda from our base in Halifax, Nova Scotia on an old minesweeping vessel. Shortly after our return I joined what was to be my new home for the next year and a half as a crew member on board HMCS Haida, a destroyer that made its mark in both World War 11 and that earned a designation as a train buster while carrying out raids during the Korean War. ItBs now set up as a national park in Hamilton, Ontario, Canada.
Haida had to take on fuel every four days or three if high speed runs were carried out. Her engines were not the fuel efficient, engineering marvels of today. They burned fuel as if it was going out of style. So it became necessary for us to refuel very often and it had to be done no matter if the sea was calm or we were in the midst of a roaring gale.
So how did we do it?
First, a large ship such as an oil tanker, supply ship, or an aircraft carrier would be selected to feed our fuel tanks. Those ships carried enough fuel to allow them to steam for long extended trips without running short.
The mother ship would steam along at a speed that would allow for reasonably quick course corrections, approximately twelve knots. Our ship would then approach from astern and to one side of the mother ship. We would come up along side, closing the gap until the distance between us was less than one hundred feet. A specially fitted rifle would be used to fire a thin brass rod with a light nylon cord attached across our bow. Once we retrieved this line other heavier lines would be pulled across until we were finally set up with six or more lines. One line needed to be very strong as it would be used to pull the fueling hose.
Now the hard work began. The lines would be used to haul over fresh baked goods, vegetables, perhaps a few movies. Mail would be one of the most welcome commodities. A strong steel wire cable would be fixed on our ship and connected to a winch on the mother. On that cable the fueling hose would be run across the gap and the hose connected to our filler pipe and pumping began.
While we are along side a couple of the lines would be designated as distance lines. Small colored flags would be fixed to the line every ten feet. These were important as they told the captain the exact distance between ships.
All of this took from an hour to three hours depending upon the weather. Soon we would part company and we were good for another few days.
Some of the mother ships had their own band aboard and they would serenade us with incredible music. And thatBs the way we refueled at sea many years ago.
How Do Warships Refuel While At Sea?
Many years ago I did what the ads called for. I joined the Royal Canadian Navy to see the world. I loved it. Since the world was almost at peace our task was to sail the oceans of the world in company with navies from other countries, carrying out training exercises, and calling at many ports as roving ambassadors.
During these visits we saw the crown jewels in London, the pope in Rome, the diamond cutters in Amsterdam, Havana before Castro took over, the Empire State Building, as well as the fiords of Norway and many other wonderful and exciting places.
Our basic training culminated with a trip to Bermuda from our base in Halifax, Nova Scotia on an old minesweeping vessel. Shortly after our return I joined what was to be my new home for the next year and a half as a crew member on board HMCS Haida, a destroyer that made its mark in both World War 11 and that earned a designation as a train buster while carrying out raids during the Korean War. ItBs now set up as a national park in Hamilton, Ontario, Canada.
Haida had to take on fuel every four days or three if high speed runs were carried out. Her engines were not the fuel efficient, engineering marvels of today. They burned fuel as if it was going out of style. So it became necessary for us to refuel very often and it had to be done no matter if the sea was calm or we were in the midst of a roaring gale.
So how did we do it?
First, a large ship such as an oil tanker, supply ship, or an aircraft carrier would be selected to feed our fuel tanks. Those ships carried enough fuel to allow them to steam for long extended trips without running short.
The mother ship would steam along at a speed that would allow for reasonably quick course corrections, approximately twelve knots. Our ship would then approach from astern and to one side of the mother ship. We would come up along side, closing the gap until the distance between us was less than one hundred feet. A specially fitted rifle would be used to fire a thin brass rod with a light nylon cord attached across our bow. Once we retrieved this line other heavier lines would be pulled across until we were finally set up with six or more lines. One line needed to be very strong as it would be used to pull the fueling hose.
Now the hard work began. The lines would be used to haul over fresh baked goods, vegetables, perhaps a few movies. Mail would be one of the most welcome commodities. A strong steel wire cable would be fixed on our ship and connected to a winch on the mother. On that cable the fueling hose would be run across the gap and the hose connected to our filler pipe and pumping began.
While we are along side a couple of the lines would be designated as distance lines. Small colored flags would be fixed to the line every ten feet. These were important as they told the captain the exact distance between ships.
All of this took from an hour to three hours depending upon the weather. Soon we would part company and we were good for another few days.
Some of the mother ships had their own band aboard and they would serenade us with incredible music. And thatBs the way we refueled at sea many years ago.
During these visits we saw the crown jewels in London, the pope in Rome, the diamond cutters in Amsterdam, Havana before Castro took over, the Empire State Building, as well as the fiords of Norway and many other wonderful and exciting places.
Our basic training culminated with a trip to Bermuda from our base in Halifax, Nova Scotia on an old minesweeping vessel. Shortly after our return I joined what was to be my new home for the next year and a half as a crew member on board HMCS Haida, a destroyer that made its mark in both World War 11 and that earned a designation as a train buster while carrying out raids during the Korean War. ItBs now set up as a national park in Hamilton, Ontario, Canada.
Haida had to take on fuel every four days or three if high speed runs were carried out. Her engines were not the fuel efficient, engineering marvels of today. They burned fuel as if it was going out of style. So it became necessary for us to refuel very often and it had to be done no matter if the sea was calm or we were in the midst of a roaring gale.
So how did we do it?
First, a large ship such as an oil tanker, supply ship, or an aircraft carrier would be selected to feed our fuel tanks. Those ships carried enough fuel to allow them to steam for long extended trips without running short.
The mother ship would steam along at a speed that would allow for reasonably quick course corrections, approximately twelve knots. Our ship would then approach from astern and to one side of the mother ship. We would come up along side, closing the gap until the distance between us was less than one hundred feet. A specially fitted rifle would be used to fire a thin brass rod with a light nylon cord attached across our bow. Once we retrieved this line other heavier lines would be pulled across until we were finally set up with six or more lines. One line needed to be very strong as it would be used to pull the fueling hose.
Now the hard work began. The lines would be used to haul over fresh baked goods, vegetables, perhaps a few movies. Mail would be one of the most welcome commodities. A strong steel wire cable would be fixed on our ship and connected to a winch on the mother. On that cable the fueling hose would be run across the gap and the hose connected to our filler pipe and pumping began.
While we are along side a couple of the lines would be designated as distance lines. Small colored flags would be fixed to the line every ten feet. These were important as they told the captain the exact distance between ships.
All of this took from an hour to three hours depending upon the weather. Soon we would part company and we were good for another few days.
Some of the mother ships had their own band aboard and they would serenade us with incredible music. And thatBs the way we refueled at sea many years ago.
How To Find The Best Marina
Marinas are expensive. Oftentimes marinas cost hundreds of dollars a month and are a significant portion of the overall cost of boat ownership. So, how can you find the best marina for all the money youBre paying?
After deciding where you will be boating, the decision gets a lot more difficult. Marina price is a big factor, but that also depends on location, services, amenities, quality, and a lot of other factors that are important, which is why you should focus on VALUE. However, value varies by individual, so you have to determine which criteria are most important to you, then decide if the marina price is right for its given qualities. A great resource to get other user reviews and opinions of marinas is MarinaRatings.com. The user reviews on the site include ratings on parking, noise, slip quality, storage quality, safety, pricing, staff, grounds, people, and more. This will help you determine how different marinas rank according to what YOU care about. We highly advise you to also read the detailed Marina Reviews on the site as well, since they often give you more detail that you otherwise wouldnBt be able to get just visiting a marina. If you have stayed at a marina before, we encourage you to contribute to the site by rating the marinas youBve stayed at to benefit other boaters, or pay it forward.
You should also be familiar with the lingo and general prices for marinas. They often charge for slips by the size (length / width) and categorize them. Storage is almost always by square foot. Transient dockage is either charged per foot per day or is a flat charge per day. Marina Ratings also has a section that shows the average marina price users have paid at a marina for each service as well as an average for the city, another great feature. Keep one thing in mind as you search F cheap marinas are usually cheap for a reason.
Once youBve determined the value based on the marina pricing and what criteria you value as a boater, contact the best marina for you and ask if they are running any promotions or offer package pricing if youBre buying more than one service.
Good Luck, and Happy Boating!
H.C.
After deciding where you will be boating, the decision gets a lot more difficult. Marina price is a big factor, but that also depends on location, services, amenities, quality, and a lot of other factors that are important, which is why you should focus on VALUE. However, value varies by individual, so you have to determine which criteria are most important to you, then decide if the marina price is right for its given qualities. A great resource to get other user reviews and opinions of marinas is MarinaRatings.com. The user reviews on the site include ratings on parking, noise, slip quality, storage quality, safety, pricing, staff, grounds, people, and more. This will help you determine how different marinas rank according to what YOU care about. We highly advise you to also read the detailed Marina Reviews on the site as well, since they often give you more detail that you otherwise wouldnBt be able to get just visiting a marina. If you have stayed at a marina before, we encourage you to contribute to the site by rating the marinas youBve stayed at to benefit other boaters, or pay it forward.
You should also be familiar with the lingo and general prices for marinas. They often charge for slips by the size (length / width) and categorize them. Storage is almost always by square foot. Transient dockage is either charged per foot per day or is a flat charge per day. Marina Ratings also has a section that shows the average marina price users have paid at a marina for each service as well as an average for the city, another great feature. Keep one thing in mind as you search F cheap marinas are usually cheap for a reason.
Once youBve determined the value based on the marina pricing and what criteria you value as a boater, contact the best marina for you and ask if they are running any promotions or offer package pricing if youBre buying more than one service.
Good Luck, and Happy Boating!
H.C.
Wednesday, February 4, 2009
Boating Supplies: How To Choose The Right Products For Your Budget
Boating supplies are also on the rise along with gas prices, astronomical insurance premiums, and shaky economical times; the recreational boater is finding it more and more difficult to afford spending time on the water. Then add in the extra expense of upkeep to your vessel, and owning a boat can cost a small fortune! For those that own a boat, upkeep is inevitable. However, if you shop smart and know what and where to buy, you can save some of your hard-earned money.
2. When doing any sanding or grinding on your vessel, you might want to check out prices for Sunmight Abrasives. They make a quality product for a fraction of the price of other brands. Sunmight manufactures discs that will work with your sticky backed pads and hook and loop backed pads.
3. When it comes to adhesives and sealants, Sikaflex^ has you covered. They offer true marine quality adhesives and sealants that will stand up to the harsh environment. Whether you are replacing your Plexiglas or mineral glass windows, fitting a new thru hull, sealing a hatch, or even bonding a new deck, SikaflexI has a product that will work for your application. Best yet, they offer these great products for less.
4. Depending on your skill level, you might delve into fiberglass repairs. If you are looking into epoxy resins, give E-Bond Epoxies a try. They manufacture quality resins for an unbeatable price. E-Bond Epoxies offer a full range of cure times so no matter where you are located; you can find a hardener that will coincide with your local temperature.
All of these companies offer excellent products for less money. LetBs face it, owning a boat is expensive enough and finding reasonably priced boating supplies that do the job will help your boat and your pocket book. Throw in the extra expenses of fuel, insurance, and upkeep, and the Cjoy of ownershipD quickly becomes the Cpain of ownership.D Just remember to look at these products the next time you are ready to start your next project. Maybe they can save you enough money to actually put gas back into your boat!
2. When doing any sanding or grinding on your vessel, you might want to check out prices for Sunmight Abrasives. They make a quality product for a fraction of the price of other brands. Sunmight manufactures discs that will work with your sticky backed pads and hook and loop backed pads.
3. When it comes to adhesives and sealants, Sikaflex^ has you covered. They offer true marine quality adhesives and sealants that will stand up to the harsh environment. Whether you are replacing your Plexiglas or mineral glass windows, fitting a new thru hull, sealing a hatch, or even bonding a new deck, SikaflexI has a product that will work for your application. Best yet, they offer these great products for less.
4. Depending on your skill level, you might delve into fiberglass repairs. If you are looking into epoxy resins, give E-Bond Epoxies a try. They manufacture quality resins for an unbeatable price. E-Bond Epoxies offer a full range of cure times so no matter where you are located; you can find a hardener that will coincide with your local temperature.
All of these companies offer excellent products for less money. LetBs face it, owning a boat is expensive enough and finding reasonably priced boating supplies that do the job will help your boat and your pocket book. Throw in the extra expenses of fuel, insurance, and upkeep, and the Cjoy of ownershipD quickly becomes the Cpain of ownership.D Just remember to look at these products the next time you are ready to start your next project. Maybe they can save you enough money to actually put gas back into your boat!
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