The centuries-long Age of Sail met an abrupt end with the advent of the engine, the fuel for which has long been cheap, abundant, and, until recently, perceived as consequence free. Diesel has since ruled the ocean and global shipping. There have been a few modest attempts to install sails or wind-assisted technology on 'modern' commercial ships. In 1925, the Baden Baden — which was fitted with two 50-ft-tall, 9-ft-wide towers called Flettner rotors — crossed the Atlantic. "Billions of horsepower absolutely free! Blue coal," exclaimed the rotor's inventor, Anton Flettner. The German navy, which had initially expressed interest in the technology, ultimately withdrew its support, citing the cheap cost of fuel. It would take nearly 75 years before the maritime industry experimented, in earnest, with Flettner rotors again. Over the years, there have been a handful of novelty operations that ship cargo by sail, many of which are viable business models, but are ultimately niche operations infi nitesimal in scale compared to global maritime shipping, which moves approximately 90% of all the world's goods — and is one of the world's biggest polluters. "Research has shown that just one of the largest container ships can emit as much pollution as about 50 million cars. What's more, the 15 largest ships emit as much nitrogen oxide and sulphur oxide as the world's 760 million cars," the BBC reported last year. But there may be a new age of industrial sail on the horizon. Last year, the International Maritime Organization (IMO) announced a plan to reduce carbon emissions in the global shipping industry by at least 50% by 2050. It's not clear what authority the IMO, a United Nations agency, has to enforce its ambitious goal, which will require cleaner fuel, more effi cient ships, and alternative propulsion — including wind. But the IMO is not alone. In December 2018, the Maersk Group, the world's largest shipping line, announced its "goal to reach carbon neutrality by 2050." "It's an exciting time," said Gavin Allwright, the secretary of the International Windship Association (IWSA), a nonprofi t that works with governments and companies offering wind-assisted innovations. "Just a few years ago," Allwright said, "the question from commercial shippers used to be, 'Why wind? Why should we be doing this?' A year ago the question became, 'How do we get this on ships?' What I say to them now is, 'Your competitors are testing wind, why aren't you?'" There are several different types of wind-assisted technologies that are in the research-and-development phase, or are already in use. One company fi tted a few ships with large kites. Another startup is experimenting with square-rigged sails in self-contained units mounted on fl at-decked ships. Other businesses have proposed a variety of wingsails or foils that can be deployed from mobile containers. And yet another group has developed a turbine that's able to power and store wind energy. Wind-assisted options generally save 20% to 50% in fuel consumption, and provide a similar reduction in emissions. A Bay Area company has also weighed in. Wind+Wing Technologies (WWT), is trying to implement two innovations for commercial vessels — a wind-assisted hybrid ferry, as well as a wing that can be fi tted to commercial ships. Founded by Adventure Cat Sailing Charters president Jay Gardner, WWT has been pushing for clean-energy ferries on the Bay for over a decade. "It was just so obvious," said Gardner. "You've got this wind resource on the

Bay. Why don't we commercialize it?" Gardner admitted that trying to get Bay Area ferry companies to adopt options to harness the wind — in tandem with either traditional diesel or electric propulsion — has been surprisingly, if not shockingly diffi cult. "Why wouldn't you have wind-assist and save 50% on fuel and emissions?" Gardner wondered. We often hear this baffl ed sentiment from advocates of green alternatives: Why wouldn't you use clean, renewable and ultimately cheaper energy? Advancements in materials and automated systems have made wind options more practicable. But implementing them is also a question of will. What's more, any sense of urgency to move toward wind-assist is inherently tied to the cost of fuel. On the rare occasions that diesel prices have shot up over the decades, ferries and shipping lines have scrambled for options. "Back in 2008, when the price of diesel spiked to $4.75 a gallon, I didn't think wind-assist was going to be a very hard sell at all," Gardner said. "The top people at Golden Gate Ferry contacted us asking what they could do; they were spending millions more in fuel. But two years before, they wouldn't have met with you. Now, over a decade later, we're making progress, we're doing good. We're very hopeful and cautiously optimistic that things are going to come to fruition in the near future. "We are realistically optimistic," Gardener equivocated.

Gavin Allwright told Latitude that, even prior to the IMO and Maersk's respective declarations, there has been small but steady expansion in ships using wind-assist. The number of Flettner rotors in operation has increased to six vessels with 14 rotors. "And another new build will soon be underway in China, where a number of companies have shown interest in wind propulsion, and quietly sea-trialed two wingsails on a 300,000-ton VLCC tanker at the end of last year." Allwright said that the growing attraction to windassist from Chinese companies bodes well for the industry as a whole. It's important to emphasize that, at present, only a small handful of ships use some kind of wind-assist. But Allwright cited a 2017 European Union report stating that if the technology continues to proliferate, roughly 15% of the world's commercial shipping fl eet could be using wind-assist within a decade. "From a fl eet size of around 60,000 ships, roughly 10,000 could be using wind by 2030," he said. "I would say we are likely to double the number of wind-assist propulsion vessels within the next 12 months to 12 to 15." Allwright said that once about 100 wind-assist installations are made, "we will start to see a self-sustaining growth developing along with production costs starting to drop and economies of scale starting to be felt. "But any prediction is only as good as the crystal that the ball is made from." Wind+Wing Technologies' struggle to convince Bay Area ferry operators to adopt wind-assisted options is somewhat indicative of the political climate in the maritime industry. The Napa-based WWT is working on a roughly 100-passenger wind-assist vessel that they hope to deliver to the Bay next year. Their WingDrive is similar to and inspired by the solid wing seen on the America's Cup catamarans, and would serve as auxiliary propulsion on ferries. (They also have a patented concept for commercial ships, where wings fold into a container, which can then be moved from ship to ship; more on the nuts and bolts of the technology in a bit). "When we were thinking about applying wind resources to the ferries, we thought about the Alcatraz and Vallejo lines — and especially the new Richmond line," Gardner said. "We're talking beam reaches here." There have been a few aberrant fuel-

WIND+WING TECHNOLOGIES

price spikes that made wind-assist seem attractive, if not essential. The 1973-74 OPEC oil embargo was so severe that it led to innovations that would be realized decades later when technology matched the urgent, breakthrough vision (more on this later, too). Since the three-plusdollar-a-gallon spike in 2008, fuel prices have Wing+Wing Technologies' Charlie Bogue. hovered at historic lows. "And, [the ferry agencies] don't pay any taxes on fuel because they're buying over-the-road, or red diesel. They're basically paying $1.75 a gallon," Gardner said. "The ferries themselves are very thirsty animals, with an average fuel economy of just 14 passenger miles per gallon of diesel. Burning fuel also has

this side effect of burning greenhouse gases. But [the ferry agencies] don't want to hear anything about greenhouse gases, and seem resistant to new technology. The reality, however, is that it's a signifi cant factor, and the world is paying more and more attention. The question is, how do we green our transportation schedule and create less pollution?" Gardner said that combining wind propulsion with battery-electric drivetrains is a natural fi t for wind assist — the less you use your batteries, the longer they stay charged. A proposed ferry line to Treasure Island — which is expected to go from 600 residents to 24,000 over the next 15 years — would be ideal for wind-assist, given its beam-reachy orientation to the wind, short length and nascent stages that can be molded by eco-minded planners. "We’ve taken out directors from many of the local ferry services on the Bay sailing on the Treasure Island route among others, and they just had a ball," Gardner said. "But in the boardroom they have to be careful; they can't suggest a technology that they think might not work." Much like renewable alternatives on land, adopting wind-assist or even electric-hybrid technologies represents a series of trade-offs, as well as the boldness to try something different that's perceived as experimental and risky. The auto industry has made huge strides away from gas power, with the number of electric cars on the road increasing by 57% since 2016, according to the International Energy Agency, though only 4.8% of cars on road in the US are electric — California alone has just less than half of the total electric cars in the nation. There is also a growing niche of electric aircraft, and it's safe to say that both the auto and aero industries will continue to trend to lower-emission alternatives. The maritime industry, however, lags behind. "There's this antiquated outlook," said Charlie Bogue, the director of market development and strategy for WWT, who echoed Gardner's senti-

SKYSAILS

ments about ferry agencies' resistance to change. "With planes, trains and automobiles, everyone is going electric. I understand if a ferry line or a shipping company doesn't want to swap an entire fl eet, but they have to understand that there's going to be electric hybrids and other gradual changes to current fl eets." With a business model built on fast, reliable service with robust ridership, ferry agencies are self-proclaimed non-risk takers that demand proven technology. "They don't deviate a lot," Bogue said. "The downside is you never get innovation, you never take an educated step forward." Bogue said that when the Port of San Francisco recently redid the Ferry Building, they chose not to include electrical infrastructure for hybrid ferries. "It just seems a bit shortsighted to not plan for electric motors and hybrids that will become the norm." (Last year, the Red and White Fleet launched the 128-ft, three-deck, 600-passenger Enhydra, the Bay Area's fi rst and, at present, only plug-in hybrid electric ferry.) A Water Emergency Transportation Authority (WETA) spokesperson told Latitude that they have "always built the cleanest ferries that can deliver the service required. We are seeking funding and technological solutions for a potential hybrid-electric vessel within the next few years [and] we expect to continue to progress toward developing a low-

ANEMOI MARINE

carbon ferry fl eet as opportunities come available and the technology develops." The WETA spokesperson went on to say that wind-assist was not an appropriate fi t for their fl eet, due to the trade-off of additional weight, equipment and costs, "thus reducing passenger capacity without a predictable propulsion benefi t." Bogue countered this sentiment: "Many agencies analyze new technologies like ours against only their existing vessel design. But what if we built vessels that were more route-specifi c and engineered for a specifi c purpose? Depending on the route, it's entirely possible to design a zero-emission catamaran ferry that holds the same amount of passengers and goes the necessary speeds — right now."

"My wife Pam taught me how to sail when I was 18," said Jay Gardner. "We bought a little boat together when we were in high school, then sailed down to Mexico for four years. We got involved in delivery-skipper work all over the West Coast, and also got involved in sailmaking, mostly because we couldn't afford new sails and had to make our own." Gardner went on to found Adventure Cat Sailing some 28 years ago. The tall, lanky, mustachioed Bay Area native likes to say that Adventure Cat has been using the free-wind resource on San Francisco Bay for nearly three decades. "Ninety-fi ve percent of our trips are done with wind power. We use the engine to get in and out of the dock, and occasionally to beat a strong current under the Gate. We only have a $2,000-a-year bill for diesel for nine months of operation." Gardner said it's thrilling to get people sailing on the Bay for the fi rst time. Gardner is an exceedingly friendly and infi nitely patient man. "We're not giving up," he said. "I really love sailing, and I really like this wing thing. But if we can't do it in SF Bay, it probably won't work." Originally from Napa, Charlie Bogue grew up doing weekend sails around Sausalito and Angel Island on his parents' Islander 28. "Once I went to college, I got into racing," Bogue said. He crewed on an Express 37 in the mid-aughts, when the boat won a few Big Boat Series. With a background in investment, Bogue started doing marketing and business development for Adventure Cat. "It was just a natural fi t," Bogue said of working for Gardner. "l love seeing the smile we put on people faces and introducing people to sailing." Bogue said that his work with WWT comes from a sense of moral responsibility. "I have kids, and I see the need to make some changes. I am a whole-hearted believer." Bogue is actually based out of Croatia, where his wife, whom he fi rst met in high school in Napa, is originally from. "Being in Croatia is a combination of business and personal decisions. In terms of adoption of new technology in ferry and shipping, there's more appetite for that kind of innovation as opposed to in the States." In Hamburg, Germany, for example, a company called SkySails designed a kite that was fl own off the bow of ships. In 2008, six SkySails kite systems were installed on large freighters, but none of those systems are currently in operation. "The shipping crisis, which started a war on freight rates in 2008, has driven down prices — companies couldn't make a profi t, and had cut down on staff and crew; the kites required at least two trained mariners onboard to operate the system," said Sven Klingenberg, the co- founder and head of sales and marketing at SkySails Yachts GmbH. "The commercial shipping industry has no money for new, forward-thinking technology." There was another factor that curbed SkySails' proliferation. In addition to political and industry will to adopt alternatives, there's also the will of the mariners themselves."When using the kites, you had to consider the mindset of the captain and the shipping company. They needed to be sailors or environmentally minded," Klingenberg said. "The human factor was a decisive thing. If they are strictly like a truck driver bringing freight from A to B and have no passion for sailing or kiting, that was the number one blocking factor. There was no time to play around with these things."

Klingenberg said that when they were in use, the SkySails kites allowed ships to throttle back their engines and save about 20-30% in fuel. Commercial kites have been made possible by advancement in materials, especially in lighter, stronger cloth and lines. "It took 15 years and 50 million euros to develop," Klingenberg said, "It's actually been in the market for 15 years. In the best years, we had more than 90 engineers working on it. Some of them had previously worked at the German particle colliders. Because if you dig deep in kite technology, there are a lot of details." SkySails has since changed its focus, and given birth to several "daughter companies," including SkySails Yachts. Large motoryachts don't typically have the fuel capacity to make transoceanic passages. Kites can help increase their range, but also cut down on noise and vibration and even stabilize the way a

vessel rides through the water. "When we were looking at the market for big kites," Klingenberg said, "I thought we only had a chance if we could cure a pain. One of the pains many yachts have is a limited range. They can't even go across the Atlantic; they have to ship instead. It's a lot of logistics, costs and headaches. The kite is a superb range extender; [large motoryachts] can then get across the ocean by themselves." The only yacht currently fl ying a SkySails kite is Race for Water, the ambassador boat for a foundation of the same name dedicated to the preservation of water and the ocean. Recently, the North Carolina-based Daedalus Yachts, which manufactures zero-emission carbon fi ber catamarans, announced an upcoming model with the SkySails Yacht kite system. SkySails also gave birth to SkySails power, where a kite is fl own out of a 20-ft container, which generates electricity as it fi gure-eights while airborne. This mobile alternative offers a clean, low-key, low-cost option to conventional generators or permanent windmills. Klingenberg also used to work for one of the angel investors to the inventor of what became known as the DynaRig on Tom Perkins' Maltese Falcon. The DynaRig consists of freestanding, squarerigged masts that the sails furl in and out of. When deployed, the sails form a single, highly effi cient panel. The masts (of which there are three on the nearly 300-ft Falcon) rotate for sail trim, and the entire system is controlled by a simple console. The "effi ciency of the DynaRig is about two times the effi ciency of a traditional square rig," read a paper cowritten by Perkins and Gerard Dijkstra, Maltese Falcon's designer. The DynaRig was created in the '70s during the OPEC embargo, but wasn't actually fabricated until years later when hydraulics, roller furling and computers were up to par. "The patent for the DynaRig was sitting in a Hamburg patent offi ce for a number of years," Klingenberg said.

So what are some of the trade-offs of wind-assist technologies? "In shipping, one of the biggest concerns is certainly the deck-space loss," said Charlie Bogue. "You need a place to put those things. With a telescoping DynaRig, for example, the issue then becomes how you load and unload your cargo. The same is true for Flettner rotors." Bogue said some wind-assist options are limited to bulk carriers, which make up just over 20% of the world's merchant fl eet. "The other part is the issue of installation and expensive retrofi ts. When you do that, you're picking a technology. It's a big investment, and sometimes the question is who's going to pay for that investment." Many commercial ships are chartered from their owners. This means that if a ship's owner invests in a costly wind-assist retrofi t, they might not realize any of the fuel savings. Bogue said that a new model is emerging where owner and charterer are, in some cases, splitting fuel costs. "There are barriers and challenges in the way the industry is structured," said Gavin Allwright, picking up on Bogue's point. "But the split incentive, where the owner pays for the technology but the charterer gets the fuel saving, is a signifi cant one. This is not the same in every market, but there are models of fi nancing under development that share savings. But when marine fuel remains untaxed, then there is less incentive to change." Bogue said that the current cost structure is part of the reason that they developed their modular wing — a 40-ft shipping container with multiple wings that can be both stowed and deployed from a self-contained unit. "We feel that with the container side, you can scale it to whatever client. You might have 10 or 20 units, which allows them choice; they can use it or not as it as they see fi t." When considering certain assist options, designers must also account for "air draft," or the distance from the surface of the water to the highest point on a vessel. "It's common that many mega yachts can't get into San Francisco Bay," said Bay Area naval architect Tom Wylie, who's hopeful about the future of windships. "I think you will see commercial sail explode over the next fi ve years." Bogue said that with WWT's WingDrive and Container Wings, many people

are put off by the idea of a sail always fl ying. We have to admit that the concept of a "permanent sail" goes against several of our sailorly instincts. Despite our enthusiasm for a new age of sail, we're also unwittingly victim to antiquated thinking. The WingDrive is remarkably simple. The entire wing swivels 360 degrees, with the angle of attack automatically controlled/adjusted depending on the direction of the wind. In addition, the back half of the sail is adjustable, and can be sheeted to adjust camber and provide additional thrust. When disengaged, the wing becomes a giant wind vane that's completely neutral to the wind. Again, a sailor's instinct might be to assume that there will be windage, but Bogue said that, "If you look at the wing head on, it almost disappears. It's very slippery. A quarter-inch stainless-steel shroud has the same amount of drag as the demonstrator's WingDrive." Last year in Vallejo, we took a ride on the WWT "demonstrator," a Reynolds 33 catamaran outfi tted with two electric Nissan Leaf batteries, one in each hull. The boat has an Aquawatt 75-horsepower electric outboard for auxiliary power, and a 39-ft-tall by 11-ft (at base) wing with a sail area of 367-square feet, and a weight at just over 400 pounds. The wing sits atop a 16-ft x 10-ft platform, which completely removes it from the "cockpit" of the boat. There's no ducking during tacks and jibes, in other words. On a brisk late-spring day, we did long beam reaches up and down the Mare Island Strait as Jay Gardner drove, and Charlie Bogue spoke with representatives from various Bay Area transportation agencies. "Do you want to drive?" Gardner asked us. Of course we did. How did the boat sail? The ride was effortless — smoother than any sailboat we've helmed. It was a bit strange not to see and actively be trimming the sail (even for low-tech cruisers like us). We were sailing between 10 and 15 knots, and the addition of the wind assist adds 50% to the demonstrator's speed, at the same time reducing electric amperage draw by 15% or more, which greatly extends battery life. In higher winds, Gardner said, the wing can provide all necessary power to drive the boat. "Did the America's Cup research and development help with your wings?" we asked Gardner. "Absolutely," he said. "They were obviously racing cats, and ours is more of a commercial application. But it's the same heritage. And boy, does it sail!" The wing's heritage — and its America's Cup pedigree — can be traced directly to Morrelli & Melvin, in more ways than one. "Morrelli & Melvin Design [MM] are the engineers who have done the work; they're a key partner of ours," Bogue made sure to emphasize.

WIND+WING TECHNOLOGIES

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In 2008, Gardner partnered with MM and the State of California for a study titled Feasibility of a WindAssisted Ferry for San Francisco Bay. That project led to their 2014 trimaran demonstrator. "The State funded half of it, and Adventure Cat donated a lot to make it happen. That study was so successful, the California Air Resources Board (CARB) started writing in funding. But we don't WIND+WING TECHNOLOGIES want to rely on the government; that money comes and goes." The study found that with sail power, ferries could realize a 40% decrease in fuel consumption compared to diesel alone — as well as an estimated annual savings of $100,000, at a minimum, of fuel costs per vessel. "We're taking the knowledge and technology of the Cup and dumbing it down and putting it on a ferry; we're trickling down the technology," said Erik Berzins, a naval architect at Morrelli & Melvin. Berzins said that for shorter routes, MM designed a double-ended vessel capable of motorsailing in either direction, which increases effi ciency. "For trips with a short crossing, you eliminate maneuver-

ing time and save a lot of energy. That boat was very geographical and route specifi c." Berzins said that given a ferry wing's potential power, it was essential to keep it well maintained, like any other component on a ship. In November, a Golden Gate ferry crashed into the dock at the Ferry Building in San Francisco because of an apparent mechanical malfunction. Even well-proven technologies have their moments. "For some reason there's this mindset that a boat with an engine is safer than a wing," Berzins said.

Hopefully, our minds will change with the times. There are powerful forces working against wind-assisted innovations in the maritime industry. Some of them are ingrained individual beliefs stemming from our sailing experience, but some of them are deep political constraints equally resistant to moving toward new technologies. Regardless of your beliefs or sense of urgency regarding climate change, we hope we can all agree that saving money on fuel, and operating ships as well-rounded mariners harnessing the wind, is benefi cial to everyone. We won't make any predictions, but, for now, the signs point to a new age of sail. latitude / tim With additional reporting by martha blanchfi eld

Wind+Wing Technologies will have their demonstrator at the Pacifi c Sail & Power Boat Show from April 4 to 7. Charlie Bogue will be giving a free seminar on April 6 at 4:45, and Gavin Allwright will be giving a seminar on April 7 at 2:15.

See us at

Booth I14

206-849-2274

As we pen this report from Banderas Bay, Mexico, in mid-March, boatloads of westbound cruisers gathered here are stowing their lists of unfi nished projects, lashing down deck gear, and heading out into the vast Pacifi c Ocean. Their destination, the Marquesas Islands, lies nearly 3,000 miles away. With deep blue anchorages abutted

by steep volcanic pinnacles, these lush, primeval isles are as timeless as they are remote. Lying between 8° and 10°S, they are the easternmost of French Polynesia's fi ve archipelagos. At this writing, 110 boats from 13 different countries have offi cially registered for the 23rd annual Pacifi c Puddle Jump, and many of them are currently en route, having jumped off from ports as far north as San Francisco, and as far south as Valdivia, Chile. But as always, the vast majority of them will depart from either Banderas Bay or Panama. It was great fun to catch up with many PPJ voyagers last month at three South Pacifi c Bon Voyage events in Panama (hosted by the Balboa YC and Shelter Bay Marina) and Mexico (hosted by the Vallarta YC). As in years past, the backgrounds of the crews are as diverse as the boats they sail on. Engineers, airline pilots, teachers, fi refi ghters, artists, writers, CEOs and at least one politician put their occupations on hold to pursue their wanderlust. The one thing they all have in common, of course, is a longheld dream of island-hopping through the South Pacifi c's vast wonderland of tropical landfalls. As is typical, the average boat length

in this year's Puddle Jump armada is about 43 ft. The largest is Lowell Potiker's San Diego-based Hylas 70 Runaway, and the smallest is Mike Martin's Bayfi eld 32 Nanatuk, proudly homeported in Whitehorse, Yukon, Canada. In contrast to the fl eet's many vintage cruisers, built in the 1970s and '80s, the Huntington Harbor, CA-based Thorpe 58 Argo was just commissioned a few weeks ago. "We have on board fi eld marine researchers and medical professionals," explained builder/skipper Doug Thorpe. Among the most luxurious entries

are fi ve gleaming Oyster yachts. And among the fastest are 24 catamarans — mostly Lagoons, Leopards and Catanas, plus one sleek, red Outremer 51 named Archer, which San Francisco-based globetrotters Seth and Elizabeth Hynes brought through the Panama Canal early last month. For some Tahiti-bound sailors, jumping the puddle is a repeat experience. Californians Bruce Balan and Alene Rice made their fi rst Pacifi c crossing more than a decade ago aboard their bright-red Cross 46 tri Migration, and they've been cruising the Pacifi c Basin — north and south — ever since. Launched in 1969, she's the oldest boat on the entry roster. But having just undergone an extensive refi t, she's more than ready for another SoPac circuit. Bruce bought her 29 years ago. Another notable entry is Bob Anderson's custom-built 62-ft Crealock schooner Shellback, homeported at Petrolia, CA, but bound for far-fl ung adventures. As Bob explains, "The Shellback is a one-ofa-kind schooner that can accommodate a large crew. We are Pacifi c Rim people learning more about our home. We’re interested in wayfi nding and learning the old ways of sailing from the source." Elana Connor is one of only fi ve female skippers and one of only a few singlehanders. Sailing aboard the San Francisco-based Sabre 34 Windfola, she says, "Singlehanding still scares the pants off me, but living fearlessly is not about eliminating fear, but rather, about facing what I'm scared of." Her little dog Zia will keep her company along the way. Singlehander Mike Jacoby of Hood River, Oregon, was the early bird of this year's fl eet. Aboard his Ingrid 38 Easy he set sail from Columbia in December. Upon arrival, he had the idyllic anchorages of Hiva Oa and Fatu Hiva practically all to himself. Norm Facey of the Vancouver, BC-based Roberts 50 DreamCatcher is one of the saltier members of the fl eet, having spent much of the past fi ve years offshore. "The wind did it," he explains. "I was originally planning a two- to three-year Pacifi c loop, but when we got to New Caledonia, it was easier to keep going downwind than turn around. So here we are. We'll fi nish our circumnavigation when we pull into Hiva Oa. It's been a

gas the whole way." Like many in the fl eet, Larry Caillouet has been waiting a very long time to make this journey. "Scenes of the South Pacifi c were planted in my mind as a boy," he recalls. Now he and wife Diana "will be part of those scenes." Their Delaware-based Oyster 55 Esca-

By the end of the Shelter Bay SoPac seminar, Aussie David Vogel abandoned his Western Caribbean cruising plans. He'll head for Tahiti instead. "Living fearlessly is not about eliminating fear, but rather, about facing what I'm scared of."

pade circumnavigated under previous owners, so Larry fi gures, "If I get lost, maybe she'll know the way. Susan Koning of the Florida-based Beneteau 51 Shenemere says, "Years ago my boyfriend and I sailed the South Pacifi c on a 33-ft boat. Now, exactly 20 years later, my husband and I are sailing back to the South Pacifi c with our family — and we're looking forward to Another incredible adventure! 'The most interesting thing about us is our crew," she adds, "is that my daughter and her boyfriend are taking time to explore the world before they do 'the standard plan'."

Past participants have always liked the fact that the Puddle Jump is a loose Another cool feature that was customized specifi cally for the Puddle Jump is that boats at sea can request specifi c, real-time fl eet data such as the names and positions of all boats within

a 200-mile radius. Individual boats can opt in and out of receiving reports from other boats whenever they wish, but based the 'status' notes we've seen so far, getting info on other boats' progress could be pretty entertaining — especially if you were stuck in the middle of the ocean with no wind. The idea of implementing all this was to make this ambitious crossing safer and a bit more fun, while re-establishing some of the fl eetwide camaraderie that was common back in the days when most offshore cruisers actively participated in HF radio nets. Here are some sample reports received last month. Reporting from south of the equator, Jason and Lisa Diesel wrote: "All continues well aboard Argo. We have passed the halfway point between the Galapagos and the Gambiers [archipelago] … Everyone aboard is a little happier as we're not being tossed around like sardines anymore. Seas much calmer. Having two teenagers on board does little for power conservation." In mid-March the Austin, Texasbased Catana 471 Sugar Shack reported, "Arrived safely at Robinson Crusoe Island at 0100 this morning. Had a great spinnaker run during most of the

ly structured 'westward migration', rather than a formal rally. With boats leaving from a variety of ports along the West Coast of the Americas anytime between late February and early June, fl eet communication has typically been handled by volunteer radio net controllers who set up check-in procedures — typically one net for Panama starters and one for Mexico starters. There will be HF radio nets this year also, but because few- COURTESY PUERTO SEGURO er and fewer boats are equipped with SSB or Ham radios these days, we've also adopted the services of CruiserSat.net, which allows fl eet members to relay their lat-long position plus 'status' comments by a variety of electronic means, including via Iridium GO!, Garmin InReach, HF radio-facilitated email and SPOT Messenger. All participating PPJ boats will have their positions displayed on a PPJ-specifi c tracking page (unless the skipper opts out), so boats in port with Wi-Fi, as well as friends, family members and armchair voyagers, can follow the fl eet's progress.

For a bit more insight into the backgrounds of typical PPJ passage-makers and how they prepare for this crossing, check out these stats from the 110-boat fl eet.

Owners & Nations • 13 nations are represented: Australia Canada Denmark Germany Ireland Mexico Netherlands New Zealand Norway United Kingdom South Africa Switzerland United States • 55 is the average age of captains • 5 skippers are female • 6 boats plan to circumnavigate

Crew On Board • 40% have more than two crew • 20% have kids under 18 on board Boat Stats • average age of boats is 20 years old • average length of boats is 43 feet • 77% are monohulls • 23% are multihulls • 21% of PPJ boats were bought less than three years ago • 19% of PPJ boats have been owned more than 10 years • 25% of owners have had more than three boats prior to their current boat

Onboard Communications • 52% have sat comm devices • 29% have sat comm, no HF radio • 52% have VHF as only radio • 32% have SSB radio • 15% have Ham radio

Safety Gear • 97% have liferaft • 99% have EPIRB or PLB

three-and-a-half-day trip from Chile. Revillagigedo Islands, which lie roughly Will stay here for one or two days before 300 miles off the Mexican mainland. heading to Easter Island." From there, the Vancouver-based Sling On day 9 of their crossing, Charles shot checked in while anchored at Isla Wilding and Fung Lai's Nautitech Open Socorro. "Beautiful downwind sail to40 cat Wilderness were day in north wind from Isla Benedicto elated. "Good winds of 8-12 knots and good progress. We are loving "Swam with giant manta our spinnaker. It's been up for 24 hours, and rays, dolphins and whitein these conditions it tipped sharks today. doubles our boat speed compared to standard Amazing place!" white sails... We lower it and raise it again every 12 hours to check for chafe." in 20 to 25 knots… Swam with giant manta rays, dolphins and white-tipped sharks today. Amazing place!" SPAULDING BOATWORKS Quality Workmanship for Over 60 Years Many Panama start- The majority of this year's PPJ fl eet ers stop for a day or will be crossing this month, so now is a and sunny skies! more in the Galapa- great time to tap into their blog reports gos Islands along their and enjoy some bluewater adventuring route west. For Mexico vicariously. See the tracking link on the starters the only pos- PPJ site, www.pacifi cpuddlejump.com, sible stop on the way to or visit CruiserSat.net. the Marquesas is at the We wish the entire fl eet fair winds

— andy

Look for a complete recap of this year's Pacifi c Puddle Jump here in the coming months.

SPAULDING BOATWORKS Quality Workmanship for Over 60 Years SPAULDING BOATWORKS Quality Workmanship for Over 60 Years SPAULDING BOATWORKS Quality Workmanship for Over 60 Years SPAULDING BOATWORKS Quality Workmanship for Over 60 Years

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OPEN TO OPEN TO OPEN TO OPEN TO Upcoming events THE PUBLIC THE PUBLIC THE PUBLIC THE PUBLIC 5 DAYS A 5 DAYS A 5 DAYS A 5 DAYS A Recovery and Demise in California’s Marine

WEEK!WEEK!WEEK! WEEK!Protected Areas with Dirk Rosen of MARE Thursday, April 18, 2019 6:30 to 8 p.m.