Cruising Sailors Sailboat Medical Kits

Medical kits on cruising sailboats are critically important and, just as important, to be regularly updated - this means dumping any medications that are outdated and replenishing with fresh ones. You can take them to whatever level you wish but, remember, you will never be able to cover for all incidents, so be reasonable and sensible with your selections.

Reading another blog recently reminded me of a potentially very serious incident we experienced on my passage from The Galapagos to the Marquesas Islands, and I post the following extract from my ebook 'Sailing Adventures in Paradise' for you to consider: 

On passage - Galapagos Islands to The Marquesas:   

'Good running for the next few days saw her (our little ship) reeling off one hundred and sixty to one hundred and eighty nautical miles per day. She was feeling rather smug about this and could now see the wisdom of the feathering propeller because, if these conditions continued, it was going to take four to five days off the passage time. This was good news indeed for the captain and he went off watch thinking how smart he was – she of course wasn’t surprised because from the moment it was fitted to her shaft, she knew she was going to be quicker.

Barbara (sister of captain), hailing from a farm, is a dab hand at producing hot snacks and nibbles endlessly from the galley. There would be a lengthy silence from below and then suddenly, her grinning face would materialise in the companionway, and thrusting forward a steaming tray of buttered scones, brownies, cookies of various descriptions or any variety of savoury snacks, the captain and crew Len would be seduced once more into ingesting a vast quantity of these delicious munchies. Even in the heat of the tropics they were treasured and just had to be eaten whilst still warm, prompting many a round of mild indigestion.

Several days out and our captain, searching for the ‘trades’, comes to the conclusion that this being the last of the current batch of ‘El Nino’ years, the weather they are getting is going to be it for the majority of this passage. No problem with speed as she is still effortlessly spooling off close to one hundred and eighty nautical miles, sometimes more, each day. She is loving it and handling the cross seas very well, knowing that her over spec’d rig can take all this punishment and more. She does realise that her pitch and yaw is probably making life on board a little uncomfortable, but also knows that the beneteau is out there somewhere, out of radio contact and whilst not of a competitive nature, she wants to be first in at their earlier agreed destination port of Taiahoe Bay, Nuku Hiva.




Galapagos to Marquesas - downwind in big seas

 She shares this little secret with her captain who then proceeds to articulate many reasons to the rest of the crew as to why, with such a fine wind on her port quarter and the great swiftness they were making over the ground, sail should not be reduced. Miguel’s forestay swage job was so solid, they all had complete confidence in his work, so onward they plunged, angling down the long and gradually sloping rhumb line from nought degrees at the Galapagos to almost nine degrees of latitude south, at the Marquesas.

During these boisterous conditions, one fine afternoon  Barbara decided that a nice pot of boiled down legumes would be an ideal base for one of her culinary specialties. The beans, simmered down to a glutinous mass on the galley stove were approaching the time when they should be removed. Sibling crew deciding to check, lifts the lid for a peek at exactly the same moment our ship scythes sideways up and over a particularly obstreperous crest, lifting the pot off the stove top and sending it flying in a neat parabola directly toward the navigation area. Fortunately, its curve drops it short of the chart table.

Unfortunately, Barbara follows in a tolerable imitation of a pirouette, reverses and slams, rib height into the solid teak fiddle of the chart table. Turning white, then grey, she slides to the floor with the beans. One moment we have an able bodied crew member, and the next, a patient. Obviously in pain but putting on a brave face, Barbara has great tenderness in her rib area (x-rays taken later at Nuku Hiva will show three fractured ribs!).

Turning back to the Galapagos Islands was not an option as beating into those conditions would be horrendous for the patient. So unanimously it was decided to press on under reduced sail. Cleaned up and strapped Barbara spends the next six days sitting on the cushioned saloon berth, moving only when she has to. Fractured ribs are very painful at the best of times, so picture if you will sitting on a moving, swaying and bumpy platform twenty four hours a day with no relief from the movement whatsoever – not a lot of sleep was had! Antibiotics were prescribed along with many pain killers. A pot full of beans can splatter itself over an amazing area and days later many a half cooked down legume would appear in the most unusual places.



Good sturdy Cruising Medical Kit

The normal watch system being used was quite a simple one for a crew of three and worked very well. From eight pm until eight am, each of the three crew members stood a four hour watch. This took care of the night hours. During the day, all members are on watch but can do whatever they wish – wash, cook, read, fish, write, navigate, whatever. The only rule is that when going below, it is made sure that one of the three must be on deck. This was a rigid rule, understood and observed by all and never broken. It was practised throughout the whole voyage, working exceedingly well, even with changes in crew, as we are to discover later in Tahiti.

For the time being however, her crew have a new situation. Barbara obviously cannot stand a regular watch. Captain Vince and crew Len set a temporary watch system of three hours on and three hours off. Add to this all normal duties plus cooking, several days later the strain was beginning to show – no stamina these blokes she thinks! – so it was with great relief when Barbara poked her head up the companionway and announced she was ready to take on a mini (two hour) watch and see what happens from there.

From that point on her recovery was rapid and by the time we arrived in Nuku Hiva she was almost fully repaired.'

As mentioned earlier, on arrival in Nuku Hiva and going ashore for the first time, we trekked up the hill with Barbara to the local l'hopital where the subsequent xrays showed that three ribs had been fractured!

The passage from Galapagos islands to The Marquesas is 3200 nautical miles and one of the longest voyages on the planet. And there is nothing out there, so imagine the difficult situation we would have been in if there had been complications?  

We considered ourselves to be extremely lucky that we had escaped a potentially very serious situation as lightly as we had, albeit with considerable pain for the patient!

Good, powerful and 'in date' medications assisted and illustrates the importance of keeping a well stocked and current medical kit on board whilst cruising.

You can read more about stocking your medical kit and passagemaking in general in my ebook 'Sailing Adventures in Paradise', downloadable from my website www.sailboat2adventure.com

Released Pirate Couple Chandlers Putting to Sea Again

English cruising couple Paul and Rachel Chandler, having been released by their Somali pirate captors, are heading to sea again in their 38ft. Rival, Lynn Rival.

The cruising lifestyle is so deep in their blood that they are now going to continue and complete their circumnavigation that was cut short in 2009 when they were captured and interred by Somali Pirates. Obviously, they are taking a different route this time around which will cut out the northern Indian Ocean.

They currently have their vessel moored near the yacht club in Dartmouth, Devon, whilst they carry out most of the refit themselves.

The following report outlines their plans for setting sail once again:  

'Back to the water: Paul and Rachel Chandler will attempt to sail around the world again next year, it was revealed today

Wrecked: The boat suffered severe damage in the year while Paul and Rachel Chandler were in captivity and it is likely to be next year before they have finished repairing it

Paul and Rachel watch as their boat is hauled out of the water in Britain. It is now undergoing a refit which they are largely carrying out themselves. 

Overseas again: The couple plan to sail the Lynn Rival, pictured here in 2009, across the Atlantic and will avoid the Indian Ocean, it was revealed today

For more than a year, the lives of Paul and Rachel Chandler were hanging in the balance as they were held hostage by Somali pirates who had snatched them from their boat.

They endured hunger, brutality and death threats.

But the couple appear to have put their terrifying ordeal behind them and are planning to set sail again.

They have been busy repairing Lynn Rival, the yacht they were sailing when they were kidnapped in 2009, and are preparing for an Atlantic voyage.

The refit could be finished by early next year and the Chandlers are understood to be keen to set off in the springtime – some 18 months after they were released.

Mr Chandler’s sister, Jill Marchment, yesterday confirmed the plans.

She said: ‘They are definitely going to go to sea next year – depending on how much time they can spend restoring the boat.

'They are doing it all themselves. They are going to go west. They wouldn’t be stupid enough to go east again.

'That way they will only have hurricanes to worry about.’

Retired civil engineer Mr Chandler and his wife, now aged 60 and 57 respectively, had left their home in Tunbridge Wells, Kent, and were near the Seychelles when they were kidnapped from their 38ft yacht on October 23, 2009.



Describing their story later to the Daily Mail, they recalled their terror as the gun-toting pirates stormed their yacht, their anger that a nearby Royal Navy ship failed to intervene and their brutal treatment at the hands of their captors.

They revealed how their family paid £280,000, only for the pirates to refuse to let them go, and how they were told they were going to be killed days before they were finally freed.

They were released on November 14, 2010 – after 388 days – when a ransom of £625,000 was paid.

Lynn Rival going back into the water

They were reunited with the Lynn Rival at a boat yard at Buckler’s Hard, near Lymington, Hampshire.

In a book recounting their ordeal, Mrs Chandler wrote: ‘This is where the insurers have brought her for restoration.

'Paul checks her out with his engineer’s eye. As I go down the steps and glance around, there’s a tiny, chilling sense they haven’t quite gone: Scrabble tiles on the floor, grease and rice spilled all over the galley.

'I know I’m not fit enough yet but I can’t wait to start clearing up!


'It will take a lot of work to exorcise the ghosts but I’m happy that she will be ours again.’


Mr Chandler has posted pictures online repairing the decking on the vessel and fitting new teak strips - the wooden cladding which appears on top.


The hull is being repainted, the mast restored and the interior refurbished after more than a year of pirate occupation.


The vessel is currently in Dartmouth, Devon, while the repairs are carried out.


Paul working on the outboard motor

Penny Beech, 54, who runs Sailspar, a specialist store in Great Bromely, Essex,, 57, revealed the Chandlers spent £3,075 on specialist reefing gears which were sent to them via courier in June.

Rope is routed through the gear for the two sails on the front of their yacht.


The shop owner told MailOnline: 'They got the boat back and are are doing a refit down at Darmouth. I got an email back in February this year from Mr Chandler inquiring about our reefing gears.


'When I spoke to them I asked "Are you going sailing again?" and they are. I don't think they will be going near the area where they were kidnapped - they are going across the South Atlantic this time.

'They are carrying out a refit which I think they hope to complete early next year.


'Their yacht is needing extensive repairs as it was badly damaged - I believe it was returned to them by the Navy.


'As there is a lot to do it is likely to be the spring before they are in a position to launch.'


She added that after the initial inquiry they placed an order in June once they had settled with their insurance company.


Mrs Beech added that she believes she served the couple a few years ago - but cannot remember for certain.


'It's an inspiring story and it's so brave of them to go back out again,' she added.'

Images courtesy Paul and Rachel Chandler

With dedication like that to carry on and complete their 'adventure of a lifetime' sailing dream, we can only wish them fair winds and calm seas.

You can read much more about the cruising life in my ebook 'Sailing Adventures in Paradise' downloadable from my website www.sailboat2adventure.com

First America's Cup AC72 Catamaran Wings Delivered from Core Builders New Zealand Facility

With all the high octane racing so far in the AC45 catamarans in the America's Cup series, Core Builders in Warkworth, north of Auckland have been quietly working on the first of the wings for the massive AC72's that will compete in the 'Cup' next year (2013) in San Fransisco.

The first completed wing was rolled out on Friday, May 25th.

The following release discusses the technical aspects of these huge wing/sails in the lead up to construction of the boats:

CORE BUILDERS COMPOSITES READY TO SHIP FIRST WING FOR AMERICA’S CUP DEFENDER


The first wing created for the American defender of the America’s Cup was rolled out of Core Builders Composites, New Zealand, today ready for shipping to the USA.

At 40 meters (131 feet) tall, the hi-tech carbon-fiber wing is the equivalent height of a 12-storey building and will power the AC72 catamaran used in the 2013 America’s Cup in San Francisco.


“This is a milestone in our effort to win the America’s Cup,” said ORACLE TEAM USA skipper James Spithill. “It is another key component ready for the final assembly of our first AC72 race boat.”


the 'Team' with first wing

The rules for the 2013 America’s Cup require the hulls to be built in a team’s home country but other large structures, such as the wing and cross beams, can be constructed elsewhere.



On the road to Auckland

ORACLE TEAM USA is using its affiliate, Core Builders Composites, located in Warkworth, north of Auckland, New Zealand. Led by Tim Smyth and Mark Turner, this will be the fourth campaign that the team’s America’s Cup race boats have been built by CBC.

The company has a worldwide reputation for innovative processes to create lightweight, high strength, reliable and accurate composite structures.

“The wing will look big for the boat because the AC72 class rule intends these boats to have a lot of power,” added Spithill. “There is no doubt the AC72s will be awesome machines, intimidating even.”



Heading for the docks

Besides challenging weight and performance targets, CBC also had engineered and built the wing so that it complied with the AC72 class rule, which requires all wings to be quickly disassembled for cost-efficient shipping.

“The wing construction is the result of 25,000 man hours work by CBC’s skilled workforce and was constructed over a period of six months,” said Smyth.

The wing will be trucked to Auckland and then shipped by sea to San Francisco, ready for final assembly with the hulls built on-site at ORACLE TEAM USA’s base in Pier 80.

America’s Cup rules permit teams to launch their AC72s from July 1 onwards.

Having read this you will begin to understand the huge undertaking it will be to construct nine of these one class boats in the countries competing, get them on the water and trial them in time for the 'Cup'.

Back to cruising and you can read more about catamaran sailing and passagemaking in my ebook 'Sailing Adventures in Paradise' including '101Dollar Saving Cruiser Tips' downloadable from my website www.sailboat2adventure.com

Sailboat Cruisers Provisioning From Inflatable/Dinghy

When snugged up in a marina, re-provisioning your boat is a cinch. However, when in distant, far flung and exotic ports where you may spend most of your time at anchor or on a mooring, provisioning becomes a much more complicated affair.

Your dinghy, inflatable, rubber ducky, tender, dink or whatever else you may call it, is at best, even in calm conditions, a very unstable platform. Picture having loaded into your dinghy two weeks provisions with relative ease from the dock, then chugging out to your vessel in a seaway of varying motion depending on the weather conditions at the time. 

You have to stand up, wobbling and with one hand hold on to the coaming to keep the dinghy in close to the hull. Ideally, you will have someone with you in the dinghy and another crew on deck to receive the goods. The crew squatting in the thwarts passes bags to you, then with your free hand, pass them upwards to the crew on deck. 


Which one is mine?

Sounds quite simple and most times is carried out without a hitch, only punctuated with a few blue words to keep everyones focus on the job in hand! But as soon as there is any kind of breeze accompanied by a chop, the whole scenario changes to one of chaos if timing is not right and many a bag of valuable goods has in the past, disappeared into the briny.

The same can be said when travelling out to your boat in the dinghy, as they are notorious for shipping copious amounts of sea over the sponsons when heading into wind and chop.

Keeping your dry goods dry then, is important and carrying some drybags is a solution for these occasions. 

Here is an article from Carolyn Shearlock as to how they handled this situation when cruising on their yacht 'Que Tal':

        

'Aboard Que Tal, we often wouldn’t tie up to a dock for 6 months or more — once going over a year. And that meant that we did a lot of provisioning by dinghy.

At Bahia del Sol in El Salvador (pictured), we had a nice dinghy dock to work from and a usually calm estuary to dinghy across to the boat. In other places, we just pulled the dinghy up on the beach—and sometimes had to dinghy through white caps or occasionally a bit of surf.

If you anticipate ever having to transport provisions (or fresh laundry or electronics) by dinghy, I have just two words for you: dry bags.

Dry bags aren’t just glorified trash bags. They are truly waterproof. Mine are made from heavy-duty vinyl, with heat-sealed seams. The top folds over on itself at least three times and then latches to prevent water entry. An extra bonus of the top latch is that it forms a carrying handle and can be clipped onto an attachment point in the dinghy when rough conditions are anticipated.

We had dry bags from a number of canoe-camping trips we’d done prior to cruising. And in one spectacular whitewater canoe capsize, we learned that the dry bags really lived up to their name.

The SealLine 55-liter in use holds quite a bit, but not too large to carry. Anything that you really want to keep dry (say toilet paper, paper towels, flour, sugar . . . ) needs to be in a dry bag. Trash bags, used by a lot of cruisers, don’t do nearly as good a job: they get a hole or two almost immediately and then any water in the bottom of the dinghy gets into the bag—and big splashes also seem to make their way into the trash bags.

I was surprised that more cruisers didn’t carry dry bags with them—although several did bring them back from trips to the US or Canada after they saw ours. We actually had six large ones aboard—one for the ditch bag, one for the medical kit, and four for everyday use. We also had three smaller ones that we used for carrying papers, small electronics, and wallets.

Our “System”

Depending on the location, we’d re-pack our purchases either outside the store or at the dinghy (whichever had a trash container and a reasonably clean place to work — we preferred a concrete sidewalk to a damp and sandy beach, for example).

We’d go through all our purchases and remove whatever packaging we could (to avoid bugs as well as keep down the trash on board), then sort things into three piles:

• Stay dry items were packed into the dry bags;

• Keep cold items were packed into a soft-sided cooler (with ice, if necessary for the outside temperature and likely time back to the boat)

• Everything else was packed into as many heavy-duty reusable bags as we had, with the excess going in plastic bags that the store gave us. Be sure to tie up the handles on these bags so that things don’t fall out in a taxi or the dinghy!

Then it would all get loaded into the dinghy (somehow we always made it fit) and we’d take it back to Que Tal. We’d tie up-one of us would be in the dinghy and one on deck--and we’d get it all out of the dinghy, then transfer again to the cockpit, then again relay it down the companionway. Then I’d put it all away, often while Dave would make another run ashore to get gas and diesel in jerry cans.

Recommended Dry Bags

The three big names in dry bags are SealLine, NRS, and Sea to Summit. I have several SealLine bags and one NRS; they all work well. The NRS material is a little stiffer than the SealLine, but the primary reason for choosing between one brand and another, to me, is if one has a particular size you need. For us, the NRS bag was the only one long enough to fit our tent in (not likely to be a consideration when cruising)!

I’ve never used a Sea to Summit bag and don’t have personal experience. They’re made of a heavy waterproof nylon (I’m talking about their true “dry bags” and not their “lightweight” bags that are marketed as “splash resistant”). Some reviewers like them better as they are easier to slide into tight places. I wonder if they are equally waterproof . . . but I like the fact that it’s available in a 65-liter size, which might be really good for laundry (I found larger was better for putting clean laundry in without getting too many wrinkles in it).

For carrying provisions, the handiest size is 55 liters, and the smallest that’s usable is about 30 liters (unless you want one for papers, etc.). I found the 55-liter size was just right for my laptop in its case, too.

Some bags, particularly small ones that are marketed for cameras and cell phones, have Velcro or zipper-style closures. While these might be splash-proof, I’ve never had good luck with them being truly waterproof or lasting very long.

Outdoor Products also makes lightweight bags available at Walmart and other big box stores that are fairly small in size. While some advertising copy says they are “waterproof,” the labeling on the product itself says they are “weather resistant.” I have several of these and use them inside other bags for prescription drugs and so forth, but they should absolutely NOT be considered waterproof—even if you put one inside another.

High quality dry bags aren’t cheap, as a 55-liter bag is likely to run about $35. But think about the cost of a single load of provisions that might get wet if a trash bag tears . . . or the laundry that you just spent $15 to have washed getting soaked with salt water. I’ve never forked out the money for a Pelican box (which costs considerably more), instead using my dry bags to protect electronics.

My dry bags are now over 15 years old. They’ve been used a lot during that time and are still going strong. They’ve paid for themselves many, many times over'.

Article courtesy Carolyn Shearlock and Cruising World, images courtesy Carolyn Sherlock

You can read more about adventures and misadventures in inflatables in my ebook 'Sailing Adventures in Paradise', downloadable from my website www.sailboat2adventure.com