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Once the center seam of the hull was tacked together I began standing the frames and tacking them on their respective reference line. Having welded the flat bar to the inside of the frame made the frames much more easy to deal with. I started the framing on station #9 witch is pretty much in the center of the boat where the bulkhead divides the cabin space from the engine room and from here I worked fore and aft. I took some bad advice from a so called boat builder and welded the center seam solid before installing any of the frames and from that moment on I fought some unnecessary battles with the metal. If anyone is contemplating taking on a project like this ...ONLY TACK WELD UNTIL THE HULL IS COMPLETELY SHEATHED. Sorry for the loud typing, but I am kicking myself in the ass for making this mistake.

The framing is pretty much straight forward. Put the frame on its line and tack weld it to the bottom hull plate. Find the correct longitudinal stringer, and put it on its marks for the particular frame you are working on, and tack it in place. I had to do some temporary bracing to hold the frames in place, but after a few frames were installed along with a few longitudinal s, the framing went pretty smooth. Following the advice of the designer, I held the longs a little proud of the frames as the hull plating does not get welded to the frame, rather the hull plating gets welded to the longitudinal. If my memory serves me I believe I held the longs one diameter of my .035 welding wire away from the frame.

Once the framing got under way and progress was being made I found it hard to stop working. The boat is starting to pick up some weight at this point and in my haste I ignored the fact that the building jig needed to be braced. At on point the jig looked ready to collapse and had shifted off of its marks in relation to the hull plating. I stopped what I was doing, lifted the welder off of the hull and spent the next six hours bracing the jig and getting it back in alignment.

Conall

It was very messy, waves breaking left right and centre.  It was obvious from the off that we wouldnt be going far.  We made slow progress toward Nash Point.
No distance covered but a good session in some rougher water is always good practice.

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Im writing this post from a motel room somewhere on Route 81 in western PA. I honestly dont know the name of the town, though I could probably find out with a call to the front desk. However, the location doesnt matter. What matters is that the first leg of my voyage is complete and Im on my way home -- hopefully arriving in time for Helenas Birthday.

But before I get into the details of the last couple days, I wanted to address a question that several readers have asked, which is "Why are you so dependent on an engine? Why not just sail to windward?"

This is an excellent question. One that I think I have answered correctly for myself, but perhaps Im thinking wrong. Im definitely open to suggestion, since I do wish I wasnt so dependent on my engine. Believe you me!

Lets take my first attempt at crossing of Lake Okeechobee as an example.


You can click on the map to get a larger version.

The "Lake Route" across Okeechobee, from Clewiston (lower left) to Port Mayaca (upper right) is about 27nm long. The first 10nm are through a well marked channel, bordered by shoals and rocks. The rest of the passage is through open water, with plenty of depth.

The entrance to Port Mayaca is the Port Mayaca Lock. You cant enter the St. Lucie Canal without being locked through.

In general, I prefer not to enter new ports in the dark -- particularly ports guarded by locks. I have made night entrances several times on this voyage, most notably at Cedar Key where I had to navigate a tortuous 5nm channel, picking out unlighted day markers with my flashlight. That bit of white-knuckle navigation made me much more cautious about arriving at my destination before dark.

And Port Mayaca Lock had a further constraint: it only operated until 9pm. No one travels the Okeechobee Waterway at night. Its just too darn dark. So a night time enterance was not an option, even if I had the nerve to attempt it.

With my lousy engine, I figured I could make an average of 3.2 knots to windward, as long as the wind didnt kick up. Giving myself a little extra time for the lock, I figured I needed 10 hours to get across the lake and through the lock.

The day of my crossing, the winds were 5-10 knots from the North East -- directly against me.

However, for several days, the wind pattern had been the same: light winds from the East or NorthEast during the day, building to a howling 15 knot East wind in the evening, with gusts to 20 knots. These high winds tended to last until midnight, and then tapered off to morning, when we were back to the 5-10 knot winds.

As far as I knew, the rim of the lake was surrounded by shoals. I discovered later that this was not strictly true. There is a small area a few miles south of Port Mayaca where you can sail off the lake, nearly to the lake shore. However, I did not know this at the time.

So, as far as I knew, if I didnt lock through Port Mayaca by dark, my options would be 1) to anchor off Port Mayaca in fairly deep water, or 2) tack back and forth off Port Mayaca until dawn. Neither of these options were particularly attractive, given the expected howling night winds, so I really, really wanted to get across before dark.

Id actually started the day in Moore Haven, about 15 miles back, so I reached Clewiston a little before noon. This left less than 9 hours until full dark at 8:30pm. A bit outside my window. However, I didnt want to waste half the day, so after a few minutes dithering, I decided to give it a try. If it looked like I wouldnt make it before dark, I could always turn back, with nothing lost.

It took over 4 hours to motor the 12 mile channel out of Clewiston. It might have been possible to sail one 2-3 mile stretch of this channel, but I figured I would have lost more time than I gained putting up and taking down the sails, so motored the whole way.

Once I cleared the channel around 4pm, I had to decide whether to motor or sail the remaining 15nms. The windspeed was still 5-10 knots, with a slight chop. The wind direction was still from the NE.

Now, people wonder how the Blue Moon sails into the wind. The short answer is, it sails as you would expect a well-designed gaffer to sail. I havent had a chance to create a polar performance diagram, but from the month of sailing her, I figure she can sail at least 50° into the wind -- i.e., a bit worse than a racing boat optimized for upwind sailing, but not terribly.

With the 5-10 knot wind, figured I could average about 3 knots boat speed on a close reach. Maybe a bit more, but since Id done so little upwind sailing, I tried to be conservative in my expectations.

However, the real question was, what would be my speed made good (Vmg) towards my destination?
As most sailors know, your speed made good (Vmg) is the cosine of the tacking angle multiplied by the boat speed.

Assuming an angle of 50° and a boat speed of 3 knots, my expected Vmg would be:

Vmg = cos(50°) × 3kn
Vmg = 6.4 × 3kn
Vmg = 1.9kn

So the best I could hope for would be a speed made good towards Port Mayaca of a bit less than 2 knots. This meant a 7 1/2 hour upwind sail to cover the remaining 15nm. Since it was already 4pm, that meant it would take til nearly midnight to reach Port Mayaca.

On the other hand, if I motored at 3.2 knots, it would only take 4 1/2 hours to cover the same ground. This would get me to the lock a little after 8:30... still cutting it close, but just doable.

Of course, if I had a decent engine that could push me along at 4.5 or 5 knots, I could have been in Port Mayaca in time to enjoy a sundowner while swinging safely at anchor. That want an option, but I sure was thinking of it!

The point is, these small differences in speed made good make a huge difference when you need to cover 15 or 20 nm. And you need to make these calculations in your head while keeping in mind the possible -- even probable -- changes in the situation.

At any rate, I clearly had to keep motoring to have any chance to get through the Port Mayaca Lock before dark.

A little after 5:00pm, when I was almost exactly 1/2 way across the lake, my engine died. As Ive already reported, one of the plastic ports on the fuel pump cracked, allowing most of the gas to leak out. Unfortunately, it still pumped enough gas through the fuel line to allow me to restart the engine, and keep it running until I put it into gear, when it promptly stalled again. This gave me enough hope to keep restarting the engine so I could fiddle with it, and see if I could get it going again, for 20 minutes or so. Yes, Im an optimist.

However, as the clock ticked towards 6pm, I recalculated my options.

Putting up the sails and sailing on to Port Mayaca was one option. I could have reached the lock by midnight, where I would have the option of anchoring or heaving to until morning.

Or, I had the option of sailing back to Clewiston. The wind was picking up, so I figured I could do 5 - 5 1/2 knots down wind. Clewiston was about 12 or 13 nm away, I could just make it before dark.

So I could have sailed in either direction. Why did I choose Clewiston? First, I didnt fancy anchoring, or heaving to, or beating back and forth off Port Mayaca all night. I fully expected to get the howling evening wind, and such a night would be uncomfortable at best.

But really, sailing on was not a practical choice. There was no marina in Port Mayaca. In fact, the next marina to the east was in Indiantown, another 15 or 20 nm along the St. Lucie Canal. And there was no way I could sail up the canal against the wind. Id have to wait for the wind to swing into the West, and the forecast was for Easterly winds for the next 4 or 5 days.

Clewiston, on the other hand, was one of the handful of towns along the Okeechobee Waterway that did have a marina.

I knew all this, because I could only carry 12 gallons of gasoline on board, so had carefully researched marinas along the Waterway.

So the actual decision took less time to make than it takes to read through my decision making logic. I put the sails up, and headed down wind. By the time I got back to Clewiston, the wind had picked up to a howling 20 knots, making the last few miles pretty exciting. I didnt have the nerve to sail into the Clewiston Lock under those condtions, so rounded up just outside the lock and anchored for the night.

Whew.

And that is why I did not sail upwind to Port Mayaca. There may have been other options that didnt occur to me at the time, but given the situation and my experience, going back to Clewiston seemed the most prudent, and the most practical decision.

I have put down this experience in detail to make the point that cruising long distances -- particularly in areas that are, frankly, a bit deserted and short on marinas and help -- is quite different than day sailing. Its not just a matter of upwind sailing ability. Even if the Blue Moon was a 23 racing machine, instead of a serious cruising boat, optimzed for off-the-wind sailing, I doubt if it would have changed the situation significantly. I still would not have been able to reach Port Mayaca by dark, and there still would not have been a marina.

As they say, however, life is for learning. Given the situation as it was, did I have other options? What would you have done? Leave your comments/thoughts/ideas below in the comment section.

Tomorrow, Ill tell you about the final leg of my shake-down cruise. Until then, I need to get home for my sweet hearts birthday!

>>> Next Episode: Planning is Everything

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Follow me on Twitter! My son Chris has been bugging me for a few weeks to use Twitter to make short, more frequent posts from my iPhone, for when I dont have the time for longer blog posts. I dont know how it will work out, but Im willing to give it a try! My Twitter ID is UnlikelyVoyager (UnlikelyBoatBuilder is too long, apparently), and the URL is http://twitter.com/UnlikelyVoyager. Twitter me back, or leave a comment below, if you think this is worth while. Thanks, Chris!

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We set off for a family day out for a boat trip around Ramsey Island. I wanted to share some of the experience I get from kayaking with Hannah and the kids.

We booked our trip with Thousand Islands Expeditions who run trips around Ramsey and beyond between Easter and 31st October. So today was the last chance.
We arrived at St Justinians where the RLNI lifeboat station was open. Connor and Zakk were really impressed with the lifeboat. The pictures of previous rescues on sinking boats may not have helped Connors confidence later.

We boarded our boat and set off across the sound.We passed by a local resident lazing on a mooring raft. As we picked up speed Connor was a little nervous.

The DUKW was conceived by the military who felt they needed an amphibious truck. In the early stages of World War II the military was enlisting the help of civilians in an effort to get military product from concept to production to the theater of war as quickly as possible. To that end three men were tapped for this project: Rod Stephens, Jr., Dennis Puletson and Frank Speir, all with specific talents. The first thing they did, and a smart move on their part, was to analyze what trucks currently in production could be used as a basis for the vehicle. To that end a GMC military six-wheel truck that was already in production as a military transport was selected and modified for their purposes, thus saving months, if not years off design and development time. 20,000 of these vehicles were produced by General Motors between 1942-1945 for all branches of the military.

The three men were awarded the Presidential Metal of Freedom for their efforts, the highest civilian award presented by the White House.

Rods forte was in training men to use the vehicles. He was also instrumental in developing uses for the DUKW. Here two are used with a cross-bracing apparatus to transport a small tank across water and thats Rod showing them how its done (in the natty overcoat). Note the tanks barrel has been removed for shipping.


Heres an image of two units being used to transport a truck across a lake. Incidentally I believe the truck they are transporting is the very same GMC chassis used for the DUKW.


And here we see a crane in use and some jury-rigged form of stabilizers.


Heres the same set up in the water.


Heres a schematic.


If youre interested in this subject make sure to read the chapter about the DUKW in Rods book. Click here to access the book. Its the final chapter starting on page 99.

And finally heres the vehicle in use.

Here are a few interesting statistics from the Monaco Yacht Show. There were approximately 100 superyachts in the show and inside of Port Hercules. The average size was 40-meters and up to 90-meters. In addition to the boats in the show, and as a general indicator of the big boat brokerage market there were an additional 107 megayachts moored off the harbor and for sale! I snapped the image above from the bridge onboard Nazenin. Its a bit hard to see (double click for bigger image) but as all yachts are now part of the AIS (Automatic Identification System) you can see the area of the port itself completely chock-a-block with boat names but upon inspection you can see just how many yachts were moored nearby.

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With sleek, refined contours and a traditional finish, the team at Sparkman & Stephens has developed a new 130’ Spirit of Tradition Sloop. A modern light displacement hull form, combined with advanced sail handling and mechanical systems make this new design truly state of the art. Although advanced in almost every aspect, elegant styling evokes traditional sentiments with aesthetically pleasing shapes and classic Sparkman & Stephens detailing.

On deck, a functional aft cockpit provides plenty of working space for the helmsman and trimmers. A roomy lounging forward cockpit provides comfort for guests and an unobstructed panoramic view over the low profile cabin house. Otherwise, the decks are clutter-free, clean, and simple, with all sheets and halyards running below decks. Traditional S&S deck furnishings, such as varnished Dorade boxes with polished cowls, varnished butterfly and companionway hatches, and miscellaneous sailing hardware, are well-placed and complement the exterior styling.

Entering the companionway, a grand staircase leads into the main salon and dining area. Traditional woodworking and trim details abound. The main dining area seats eight guests comfortably, with additional seating and a bar area to port. Three en-suite staterooms, accommodating six guests comfortably, are arranged aft. Guest cabins are well-appointed with queen berths outboard, private heads, and separate showers. The full beam master stateroom features a walk-in closet, large head with double sinks, over-sized separate shower, king sized berth to port, plush settee to starboard, and a private aft companionway.

Forward of the main salon, a full beam galley is furnished with ample cold storage, 36” chef’s range, bar serving area, and all other modern appliances a well-equipped galley requires. A day head for guests is located just beyond the galley to port. The crew area forward accommodates seven, including a spacious cabin with navigation desk for the captain and three separate double cabins with bunks.

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