You Still Have to Respect Mother Nature

I just read a great blog post by John Harries at his Attainable Adventure Cruising website (one of the best, and a must read), and it succinctly sums up my exact feelings about the dangers of relying totally on modern weather forecasting and weather routers. In addition, John clearly sets out the dangers of participating in offshore cruising rallies that have in recent years lead some sailors into situations they weren't prepared for.

My one caveat on what he wrote, and I believe he would agree with, is that in the end it is the individual skipper's judgment that must determine when or if a vessel heads offshore, regardless of any professional weather routing assistance or information received. In addition, despite the pressure of a rally environment, in the end it is the individual sailor's responsibility to assess the weather, the boat's and crew's capabilities, and the schedule.

The bottom line is that the weather is still unpredictable, boats and people have their limits as to what they are prepared for and what they can endure, and what circumstances we end up in are the responsibility of the skipper and crew. It has always been thus, since before recorded history, and it will always be so.

And, here's an interesting follow-up by Ken McKinley, a professional weather router.

Claiborne Young Wins Skipper Bob Award

NOTE: Sadly, Claiborne Young passed on to a better cruising ground in June of 2014. He will be missed as a friend, a mentor, a colleague, and someone who made boating better for many thousands of people.

This article also appears on Claiborne Young's website. Check it out for the latest information on the ICW.

Claiborne Young first met the late Bob Reib,who most of us knew as Skipper Bob, at one of the first Trawler Fest events held on Solomon's Island, Maryland back in the '90s. Claiborne drove up there from North Carolina expecting to see 40 or 50 participants, but instead found himself speaking to a ballroom packed with more than 300 devoted cruisers. After his talk, Claiborne joined a roundtable discussion with other notable and knowledgeable cruising gurus, including Skipper Bob, the author of a series of guidebooks to America's inland waterways.

Now, some speculate there must be fierce competition between Waterway writers, but in reality most of us get along just great, and we often recommend each other's books and other products--after a customer has purchased ours! Claiborne told me that he and Bob got to share a booth at the fest, and it worked out great for both of them. Bob would sell one of his own books, and then when the customer wanted even greater detail on a particular area, he would recommend Claiborne's guides, conveniently being sold right next to each other. Needless to say, there was some friendly back and forth between those two sharing a booth. It's a wonder the customers could get a word in edgewise!

The reason they got along is that both shared what Claiborne describes as "a passion for getting accurate, on-site verified information for cruisers." They both believed in creating a quality product, based on professional research, on-location surveys, and careful writing and editing. And, these high-quality guides would sell well because they truly helped the recreational boating community.

The Skipper Bob Award is given annually to "ordinary people who make extraordinary efforts to assist the recreational boating community and who give selflessly of themselves for the good of others." Anyone who has used one of Claiborne's books in the past, or who now logs on to The SaltySoutheast Cruisers' Net, with its motto of "Cruisers Helping Cruisers," knows why Claiborne received this award. The amount of information available, all for free to anyone, is incredible: marina details, up-to-date charts, the latest shoaling information, bridge schedules, fuel prices (updated every week), and now detailed and recent soundings from the Argus system. Much of this information was simply unavailable at any price just a few years ago, and now it is available to all in order to make your Waterway journey safer, more enjoyable, and less expensive.

Most of you are not aware of the work that goes on behind the scenes in order to provide all of this accurate and up-to-date information. I, myself, have been involved in helping Claiborne to vet tips and new warnings provided by cruisers, and before any of this appears on the website every effort is made to research, confirm, and then properly describe the situation. The community often provides the lead, but then Claiborne applies the professional writer's touch to verify, clarify, and present it in a easy-to-understand format.

As many of you know, Claiborne's "first-rate, first-mate," Karen Ann, recently departed this world, and we must acknowledge her part in helping to create this amazing cruising resource. She not only helped create the Cruiser's Net, but she also made Claiborne promise to carry on with it, so we will all continue to benefit from her inspiration. Unfortunately, we must take the bad with the good, and my waistline will continue to expand as Claiborne updates his restaurant recommendations! But, hopefully I'll burn off a few of those calories pulling up the hook while exploring the new, secret anchorages he directs me to. I can't think of a more deserving winner of the 2013 Skipper Bob Award.

Some Thoughts on Mobile Phones for Cruising

Most cruisers have one or more mobile phones onboard. They are very useful tools for everything from checking your email, to getting the weather forecast, to staying in touch with loved ones. But, you probably already know that. Here are a few things you should consider before setting sail with your current phone.

The first and most important point is coverage. By all means take a look at the coverage maps supplied by the phone companies, but the bottom line at this writing is that there are really only two choices within the United States: AT&T or Verizon. Other services, like Sprint and T-Mobile, may be fine in your home area or if you travel along major highways, but once you start to cruise further afield you will find that only Verizon and AT&T offer the type of coverage you need. Even with one of these carriers, I suspect you will still encounter some dead spots if you are traveling south down the coast to Florida.

This doesn't mean you have to have a long-term contract with AT&T or Verizon. I personally have been using various MVNOs operating on the AT&T network for many years, and I have found coverage excellent from the Florida Keys to coastal Maine. MVNOs use the same towers, the same frequencies, and generally the same signal that you would get if you were a contract customer with AT&T or Verizon, but until very recently you were not able to utilize the latest and speediest LTE data services. Within the past week or so that changed with MVNOs Net10 and Straight Talk (both run by America Movil) beginning to provide access to LTE data for appropriately equipped phones. The speed gains reported by users have been dramatic.

Keep in mind that while cruising coastal waters far from major population centers you might very well be out of LTE range, or even 3G data range. Don't count on getting the same data speeds, or even any data. In other words, it is not a wise idea to run programs or apps that require a constant data connection, even if you can afford to pay for it. Most charting programs, for example, allow you to download and store charts on your phone or other device, rather than accessing charts directly from the Internet.

If you are already under contract with AT&T or Verizon it might be time to start thinking about the most economical way to end the arrangement, especially if you are planning on leaving the United States. It wouldn't make any sense to keep paying hundreds of dollars a month for phones and service you can't use. In some cases, particularly if you have GSM phones that utilize SIM cards, you might be able to purchase a local SIM card and phone service when in another country. However, my own two cents is that it is usually cheap and easy to purchase a local phone and service anyplace you are staying long enough to need a phone. I personally don't like to carry around flashy and expensive phones or anything else when in many places, but a simple and tiny flip phone or candy bar phone can slip right into your pocket and won't make you cry if it is lost, stolen, or broken.

I'll have more thoughts on mobile phones for cruising later, but for more up-to-date information on mobile phones and carriers check out Howard Forums and prepaidphonenews.

Lightning Can Ruin Your Day

Though hurricanes and tropical storms rarely threaten the tropical Caribbean south of 10 degrees latitude, you do get a "rainy season" there. It is aptly named. While anchored near Linton, Panama, we experienced a deluge that lasted over 24 hours. I'm talking the kind of rain that overwhelms the deck scuppers, meaning inches of water on deck, fills the dinghy every hour or so, and is often accompanied by a tremendous lightning show--if you could only enjoy it! With bolts of lightning pounding down all around, your mind wanders to that little, tiny lightning brush you installed at the top of the mast, or the grounding cable you think might be too small. It is too small!

When some of these bolts hit nearby you hear sizzles and pops like somebody is grilling steaks, only you might be too near the grill. I've experienced some near misses that lit up the turned-off electronics, but with no apparent damage. The thunderous crash was nearly instantaneous--in fact, it seemed to come almost before the flash. From a little more distance you sometimes see what I call "lightning columns." These are huge bolts that go straight down into the sea from the clouds--none of that sissy jagged stuff. The surface of the sea seems to be vaporized where these columns hit. Frankly, I don't think a boat located there would have much of a chance no matter what fru-fru lightning protection equipment you've installed.

Seeing this stuff down in the southwest Caribbean, and talking to numerous boats that were hit and damaged despite having protection, makes me a fatalist when it comes to lightning. It is a matter of luck, and maybe some unknown factors, whether or not you get hit. The best preparation is to put a handheld VHF radio and a handheld GPS unit inside a metal pot inside the oven, and hope this Faraday Cage approach protects them. It might, but I hope to never find out.

Otherwise, I follow my usual keep-it-simple and redundant approach. If you normally use electronic charts and plotters, have paper back ups. Set up your boat so that you can operate it without any electronics or electrical systems. Most of us will still need to rely on an electric starter to get the engine going, but that is something that can be repaired or replaced almost anywhere in the world. In the meantime, we can still sail to where we need to go. That is the mindset I have when in lightning country--make sure you don't rely on something that can be taken out in a big flash and bang.

It's Back! Hurricane Prep

Hurricane season, that is. Officially, the Atlantic hurricane season runs from June 1 through November 30, with the most active time usually in August and September. Though, with global warming we are seeing all sorts of unusual weather patterns and events, so it is worthwhile to stay aware throughout the season, and even beyond.

I do a couple of things at this time of year. First, bookmark the National Hurricane Center's home page, and put it on your web browser's bookmark bar where you can quickly get to it. Second, I double check my insurance policy--seriously, make sure you are paid up and you've updated any information with your insurance company: change of address, new equipment onboard, change of marina, change of operators, etc. After you need to make a claim is not the time to notify your insurance  company of some change that may have altered your coverage.

Other great sources of tropical weather information abound on the Internet. One of my favorite's is Dr. Jeff Master's WunderBlog. Be sure to read the comments from weather nuts too. The blog is one of the best sources of detailed predictions/guesses on what might happen a few days down the road. Fun stuff to read, but I find the Hurricane Center's predictions remain the best.

Another fun site to check out when we do get a storm is the National Data Buoy Center, where you can  click on your favorite buoy or light tower to get up-to-the-minute on-site wind readings and often wave heights. I have Buzzard's Bay Tower bookmarked for fast access, and I also check out Borden Light, which is closer to where I keep my boat.

And, finally, it's not too early to begin preparing for the possible arrival of a hurricane. Keep your eyes out for sales on new dock and anchor lines. That spare hurricane anchor found in a yard sale now will be a bargain if you need it in August! Maybe figure out how you are going to rig extra-heavy mooring painters or dock lines, and don't forget to arrange for heavy chafing gear to protect those lines. I like to store and keep all this stuff organized and handy so that I'm not having to rush out to stores to find things at the last minute, which might be too late.

Think Safe

UPDATE: The U.S. Coast Guard just released a report that the boating fatality rate was down almost 13% in 2012 compared to 2011. Seven out of ten people who drowned were on boats less than 21 feet long, and in 17% of the boating deaths alcohol was listed as an important factor.

A lot of words have been written about boating safety, and a lot of safety equipment is marketed and purchased. But, the most important piece of safety equipment is free. It is located between your ears.

Safety begins first thing in the morning when you hopefully wake up well rested and thinking clearly. Sounds simple, but how many times have you forced yourself to get up early, skipping breakfast and that eye-opening cup of coffee, in order to catch the tide or make a lot of miles? Sure, we all do that, but when you are rushing things go wrong. You can't find your boat shoes, so you put on a pair of flip-flops and slip on the deck, turning an ankle. Or, you pull away from the dock in a rush and leave a line trailing over the side that eventually gets wound up in your prop. You head out of the harbor without checking the weather forecast, and you miss the threat of thunderstorms. You get the idea--being in a rush and not following your normal routines are the enemies of safety.

Probably the single most important thing you can do each and every time you go out is to check the weather report and plan your trip around it. My routine involves always checking the marine weather on the VHF radio prior to firing up the engine, and checking it multiple times throughout the day--weather can change quickly. I keep a small notepad and pen or pencil next to the radio so I can note down important things in the forecast.

Simple, inexpensive things like that notepad and pen can be important safety equipment too. I use it to note down the times when I pass buoys or important turning points, just in case the GPS goes out. I use it to record Coast Guard warnings, or to note a latitude/longitude position if I hear a MayDay call. One really important piece of equipment to keep near the helm is a water bottle--stay hydrated properly and that piece of equipment between your ears works better.

It goes without saying that alcohol is the enemy of proper functioning of that safety gear between your ears. On my boats there is no alcohol consumption allowed while underway, or during a lunchtime stop. We enjoy our evening cocktails only after safely in harbor with the anchor down or tied up to the dock, but even then it is important to imbibe in moderation--you never know when you will need your wits about you during an after-dark anchor drill when a thunderstorm rolls through. The tricky part is controlling any guests you have onboard, particularly ones who may not be used to boats and being around the water. I will never forget the grim news one morning that a body had been found floating in a marina near where I keep my boat. It was someone I knew vaguely. Apparently he got up in the middle of the night after a lot of partying and just fell overboard, and nobody noticed him missing until the next morning.

The point being that your mindset is the most important safety tool you can bring onboard. Don't assume that you and your crew are safe because you have purchased all the latest safety gear. I was reminded of this when my son was about five years old. We were on a wharf getting ready to board our dinghy to return to the boat. I was putting my son's lifejacket on him when somehow he wriggled free, popped out of the lifejacket and flipped over the side of the wharf into the harbor. Needless to say, there was a moment of panic as I dropped my camera and other gear and jumped over the side after him. But, my son had already had swimming lessons and was used to being in the water. By the time I hit the surface he had already grabbed ahold of a dinghy and was pulling himself out of the water. Lesson of the story--put your lifejackets on before you need them, and that means before you head out onto the docks. Second lesson of the story--our mindset had always been that we wanted our children to be "waterproofed" before we went boating, so we had spent a lot of time teaching them in the water to minimize dependence on safety equipment that might or might not be there when needed.

So, yes, get the best safety gear and use it, but it won't do you any good if you don't turn on the gear between your ears.

Free Charts!

One of the odd things about the digital information age is that some things have gotten much more expensive while others have become free. Both things have happened to nautical charts. A single printed, paper version of an official NOAA nautical chart of Mount Hope Bay, 13226, now costs $27. Those of us of a certain age can remember when they were less than $2 each. However, today's charts are more up to date than in the past because they are Print-on-Demand (POD) and include all Notices to Mariners up to the date of printing. Every nautical chart can be ordered here, in your choice of water-resistant paper, or printed on fully waterproof synthetic material for $37.

Maybe I'm an old fart, but I still like to have copies of these big, beautiful paper charts onboard, especially for areas that I frequent, like Mount Hope Bay and the Taunton River. I like to be able to make notes on the charts using an ordinary pen, and I can fold one up to provide much greater detail over a larger area, and in much greater resolution than you see on any electronic chart plotting device. Even if you love your chart plotter, it is nice to have an instant back up for when the electronics fail.

For those that are anxiously reading this to see where they can get the "free" charts, you only need to go direct to NOAA. Their online website lets you download every chart for free in either raster (RNC) or vector (ENC) formats. RNC electronic charts look just like paper charts, while ENC charts use a different graphic interface that allows you to turn off and on different layers to customize what you are seeing on your screen. To use either type of electronic chart you need a computer and a charting program. I really like the free OpenCPN charting and GPS navigation program. To use all of its functions you need to purchase a small GPS receiver that plugs into your computer like this one you can get for less than $35 on

In case you're wondering, I found that it takes about three hours to download every available free chart from NOAA, depending on the speed of your Internet connection. If you already have a computer, this set up provides almost cost-free charting and GPS navigation that is far superior to even the highest-end systems available just a few years ago. Frankly, I find the OpenCPN software to be much better than many other expensive and more complicated programs.

If you don't want to go through all that fuss, or you just want to look at charts at home, NOAA even has a free online chart viewing website. I love going to the online chart viewer when thinking about a new cruising area, or just to view a chart to help me decide if I want to purchase a printed copy.

FOR SALE: Finnsailer 38

$59,000 (USD), will consider trades

Manufacturer: OY FISKARS AB, Turku, Finland
Year: 1978
U.S. Coast Guard documented: 605765
LOA: 37' 7" (11.5 m)
LWL: 32' 6" (9.9 m)
Beam: 11' 7" (3.54 m)
Draft: 5' 2" (1.58 m)
Displacement: about 9 tons
Sail area: 100% fore triangle sloop = 500 sq. ft. (46 sq. m)
(Minke is ketch rigged, with a very small mizzen for additional area and better balance.)
Engine: Perkins 4.236 with approx. 4200 hours
Fuel tankage: 115 gallons
Water tankage: 150 gallons

Current location: Hauled out at a boatyard in Massachusetts. To view this great vessel contact the owner by using the form on the homepage of this blog.

Minke is a very large and comfortable, center-cockpit, 38-foot motorsailor that really sails. She was constructed to Lloyds specs., and is in great shape for her age. She shows really well. In 2005-2007 our family of four sailed from New England to Panama and Colombia and back, and we never had a moment's concern about our safety. She has large tanks, a powerful and reliable diesel engine, a very comfortable three-cabin layout, a sea-kindly motion offshore, and is easy to handle. It is not unusual to hit seven or more knots in a good wind, and she is surprisingly weatherly.

With her large spade rudder, steering control is excellent with two helm positions. The forward helm, protected under the hard top, has a lower gear ratio creating the feeling of power steering. This is the position most often used when underway. The aft and larger wheel provides less turns lock-to-lock and much better "feel" when under sail. Either steering position has excellent visibility. Both wheels are hydraulic, and there is an emergency manual tiller that can be attached. The main steering cylinder was replaced in 2006.

The ketch rig creates smaller sails that are easy to handle. The main has deep reefs, and the jib is roller furling. The furling gear was replaced in 2005.

There is a built-in hydraulic autopilot that is currently not working. When cruising we installed an Auto-Helm auxiliary rudder windvane steering gear, which is currently dismounted but available.

The interior is very comfortable. Forward is a large V-berth cabin, with extensive storage underneath and on shelving. Next aft to starboard is a head, equipped with an AirHead composting toiled (works great!). There is pressure hot and cold water, and a pressure shower, though we usually use a shower head on a hose in the protected cockpit. Opposite the head is a large hanging locker.

The main salon has a U-shaped settee to starboard and a straight settee to port, with a folding table in between. The berths are rigged with lee cloths if needed for offshore work. There is extensive storage underneath the settees, in overhead cabinets, and on shelves.

Next aft is the L-shaped galley to starboard, with a propane stove and oven. Propane tanks are stowed forward in the anchor locker, which drains overboard. There is a remote propane shut off switch in the galley. There are double stainless steel sinks with pressure water, and there is a manual water pump as a back up. A 12 volt/120 fridge is between the galley and navigation station. To port of the galley is a large navigation table with fold-out stool. A smaller hanging locker is near the companionway, and below the steps is the battery compartment.

Electrical charging is via three systems. The engine drives a 94 amp alternator, there are solar panels mounted on the pilot house roof (about 140 watts), and there is a shore power charger. There is also a small diesel generator mounted below the cockpit, though it is not currently hooked up or working.

Aft of the galley is an inside passageway with stooping headroom to the aft cabin. Doors can close off this passage for privacy, and there is a comfortable single bunk in the passage with lee cloths. There is an overhead hatch that opens into the cockpit for ventilation and an opening port. The engine room may be accessed through a large door in this passage, providing easy access for routine maintenance like oil changes, and belt checks. The entire cockpit sole may be raised for even better access to the engine room.

The aft cabin has a hanging locker, a large double berth, two opening ports, and access to the cockpit via an aft companionway and overhead hatch. Ventilation is excellent, and this is a very comfortable place to sleep. There is a large amount of stowage in lockers and under the berth. There is a small sink, not currently used, to starboard.


Minke comes with all equipment needed to get underway and go cruising tomorrow. There is a large bronze manual windlass to pull up the 100 feet of 5/16" HT chain, followed by 200 feet of 5/8" nylon rope. She currently sports either a 45 lb. Bulwagga or Mantus anchor (new owner's choice) on a nice bow roller. There is a bow eye near the waterline that makes a perfect place to attach a nylon anchor snubber.

She has all the usual safety gear: lifejackets, docklines, fenders, horn, running lights, fire extinguishers (3), man overboard pole, Lifesling and life ring, etc. In addition, she has a masthead tri-color and anchor LED light that saves a lot of energy. Her anchor light is visible from a great distance.

Sails include an older main and mizzen, both with partial full-length battens and lazy jacks for easy handling. The roller genny was new in 2005. There is a small storm jib too.

Electronics include two depthsounders: one providing just depth readings, and one is a small graphic fish finder, which is very handy in shallow waters and in the Intracoastal Waterway. She has a Furuno GPS32. She has an ICOM fixed mount VHF radio with a masthead antenna on the main mast. There is a full dashboard at the forward steering station with engine gauges and various switches and controls.

The electrical system includes a solar charge controller so the batteries are always maintained properly, currently three older GP31 deep-cycle Interstate batteries, and one GP29 marine starting battery. All charging sources go to the main house deep-cycle bank, and the starting battery is just used to start the engine. Selector switches allow the engine to be started by any combination of the banks. Circuits are properly fused, including large fuses on the alternator and start circuits. It is set up so that with all main switches off the bilge pump circuit, electronics (for memories), and the solar power circuits remain on.

There is a system of valves that allows the port deck drain to be diverted into the water tanks, so that the entire deck (when clean) can be used for water catchment. This system works very well.

Minke is a great cruising sailboat with a lot more space than most boats of her length, plus she is in great shape for her age.

Don't Choose the Wrong Boat!

Let's face it, buying a big boat doesn't make any sense in the first place. It is much cheaper to get from point A to point B via car, train, bus, or airplane, and then at the other end, if we didn't waste all our money on boats, we could afford to stay in a comfortable hotel and eat gourmet meals in restaurants. Instead, many of us spend a lot of money so we get to scrape bottom paint off, repair engines while hanging upside down as the boat gets tossed about, and struggle to make five miles per hour in a zig-zag course toward a destination where the officials treat you like a piggy bank. Well, hopefully it isn't all that bad most of the time, but still, it really doesn't make any sense.

If you insist on banging your keel against the bottom like this, at least choose a boat that isn't ridiculous, which all too many people do. I would be rich if I had a nickel for all the times I've asked someone at a boat show what the draft and mast height is of a boat they are considering. It is incredible to me that people intending on keeping their boats on the East Coast don't make this a primary consideration. Basically, you really won't have much fun if you buy a boat that draws more than six feet and can't clear the many 65-foot fixed bridges over the ICW. Sure, I hear people say they never intend to do the ICW, but that means writing off more than 1000 miles of fascinating coastline, and one of the unique boating experiences in the world. And, even if you keep your boat in relatively deep New England, much more than six feet starts to really limit the number of small harbors you can get into. Move to the Chesapeake and it gets worse. Worse still in the Carolinas and Florida. In the Bahamas you cut your options in half if you need more than six feet. Five or four feet doubles the number of places you can go.

Then there are those who insist they want a bluewater capable boat, which most are with a modicum of care in choosing your weather. However, these bluewater wannabees think that if you don't have to crawl down a narrow companionway into the deep bowels of a full-keeled boat where you've got narrow sea berths you can wedge into, the boat is no good. This is despite the fact that for the next ten years they will be sailing it on the sheltered waters of the Chesapeake, sweltering through hot summers as the varnish peels off their eight-foot bowsprit. The qualities that might really make a boat great on the Chesapeake might include light air ability, shallow draft, great ventilation, good visibility from down below, low maintenance, etc.

When I go to buy a boat I write down a list of desirable characteristics and then I compare two or three or more different boats. When a boat wins a category it gets a check mark. I'll often have 20 or more characteristics. They include things like price, draft, height, layout, construction quality, condition, engine, tankage, sails, rigging, etc. etc. At the end of this culling process I am frequently quite surprised at the result. There before me is the winner of the factual comparison, and sometimes it is not the boat I have fallen in love with. It is a useful exercise.

Five Pieces of Red Tape

I spend some time cruising various boating forums, and it is interesting how many long threads start with a seemingly simple question about red tape. Someone is buying a boat somewhere and wants to register it, or someone wants to avoid having to pay taxes on it (legally), or someone else is cruising and doesn't want to run afoul of state regulations.

You would think answers to these questions would be so apparent that there would be little need for discussion, but often the hive mind of the Internet turns up problems and permutations that most wouldn't dream existed. Here are five red tape oddities I have turned up:

1. When an out-of-state vessel visits Florida it gets 90 days of reciprocity before having to register in Florida, but only if the vessel already has a state registration from another state. In other words, boats that are only Coast Guard documented don't get the 90-day reciprocity and must state register in Florida. A lot of folks don't believe this, so I went to the Florida Fish and Wildlife Commission, asked, and got the answer. You can read more about it in an upcoming article in Ocean Navigator magazine.

2. Unlike most states that give visiting boaters 90 days of reciprocity, New Hampshire only gives you 30 days before you have to re-register!

3. Visitors to New Jersey must have a Boating Safety Certificate when operating a boat, even if their home states do not require one.

4. In New York State all mechanically propelled vessels (except PWCs), including your dink, must carry an anchor.

5. Massachusetts excise tax is based only on how long the boat is and how old it is. Any boat that is at least 35 feet but less than 40 feet and 7 years or more old is valued at $12,000, and the tax is $10 per thousand. In other words, $120 per year for said vessel is paid to the town where it is kept on July 1 of each year, or where "habitually moored."

Other Anchor Considerations

One thing rarely talked about with regard to anchor selection is whether or not that big hunk of steel will fit conveniently on your boat, and whether or not you will be able to deploy it easily.

The photo shows a typical mooring pickup struggle in Cuttyhunk Pond. These folks are now hooked up, but a lot of people have problems getting a line through the little eye on the top of the mooring pole and then securing the line before the wind blows the boat away. There's not a lot of room to maneuver, and you can imagine the language used when the wind is howling.

In order to lead the mooring line fair many boats require the removal of the anchor from the roller, which can be easier said than done when you are dealing with something pointy, weighing anywhere from 35 to 75 pounds (or more), and you are leaning over the bow pulpit or bowsprit trying to do it. Even if you can get the thing off the roller, which frequently requires letting out some chain and then pulling it in upside down, you still have to be able to manhandle it aft and out of the way. That is when I regret not having steel-toed boat shoes and shin guards.

Whatever you do, don't allow a mooring line to chafe on your anchor. Experiment with what angles the mooring line will be pulled to if the boat yaws from side to side or pitches in bad waves. I have seen a lot of boats on permanent moorings that leave the main anchor on the roller, even though the line chafes on the anchor under certain conditions. No matter how great your chafing gear, this is not a good situation. One of the most common causes of mooring failure is chafe on the painter.

Another situation where you may want to remove the anchor is when sailing offshore. Bigger boats rarely dip their bows under, but I have done so in heavy weather and I didn't want any possibility the anchor would come loose. Usually, some extra lashings will do the trick, but some folks have anchors way out on bow sprits that add a lot of resistance when you dip that thing into green water.

It may sound silly, but this little bow dance to remove your anchor is worth practicing a few times when you are securely tied up somewhere calm. When the wind is screaming, your mate is shouting something at you from the cockpit, and you have just pinched your finger, it can be difficult. I have added a short length of line attached to my anchor, which goes over the side with the anchor when I set it. The line gives me something to hold onto during the awkward removal process, and helps me to tie it down quickly once on deck.

Other considerations begin earlier in anchor selection. Yes, holding power and setting ability are important, but if the anchor doesn't fit on your bow roller in the first place, can you even use it? Some people are discovering that the newer roll bar anchors conflict with bow pulpits, anchor rollers, and bow sprit arrangements. In some cases, modifications can be made to your existing hardware, but in other cases major changes would be required.

I have encountered certain anchor and roller set ups that when pulled hard home on the roller the anchor jams in place, which is usually only noticed when you are trying to release the darn thing and the wind is roaring. I have had to pry the anchor forward in order to get it free. Other anchors sometimes are too long and the shank interferes with other deck hardware when the anchor is pulled all the way in. Sometimes, there is no good way to secure the anchor when in the roller, so it wobbles and bangs around, creating noise and wear. Whatever you do, don't drill any holes in your anchor shank to allow you to secure it to the roller--an anchor is the last thing onboard you want to weaken. If you anchor is just too loose up there while sailing, try using some bungy cords and/or line to secure the thing.