Sea Sickness – The First Mate Succumbs

Photo by: Erik K Veyland

 
Mal de Mer

There we were last weekend, just setting out from Weymouth on the southern shores of England. We were repositioning an Arcona 37 so as to be well placed for the race start the following day. 

The Can Opener discussed race details with the tactician. The skipper gazed stoically out to sea. I stood over the rest of the crew poking them judiciously from time to time with the motivational sceptre. All were shiny bright and waxing optimistic.

Then suddenly we gurgled forth from the protective arm of the headland curving around the east side of Weymouth Bay… and met a quartering four metre sea…

The rest of the crew had been over to Cherbourg and back in the last month (thus inuring themselves – or at least upping their resilience – to the unsettling motion of the waves). My dear Can Opener had not.

This put him outside the mythical ten week* ring fence since he last had faced rolling seas (on the Spain to Greece delivery). ‘Twas as if my First Mate had never been to sea at all.

First he began to yawn. That’s the first sign. Then he was careful to keep hydrated and even popped a few of my ginger biscuits I had ear-marked for later. But greener and greener did he glow.

Signs of sea sickness include**:

• drowsiness (yawning)
• lethargy
• cold sweat
• pale face
• nausea

Ways to combat sea sickness before you leave the dock**:

• get enough sleep before you leave
• don’t drink alcohol, carbonated drinks, coffee, or greasy or acid foods (citrus juices for example) for several hours before you leave
• eat breads or mild food to put something in your stomach
• drink water – stay hydrated 
• take an anti-motion sickness medication eg Stugeron, Dramamine, etc (consult with your doctor) 
• use accupressure wrist bands
  
• and long before you leave the dock – be in good physical condition overall

Ways to combat sea sickness on the water**:

• avoid gas and diesel fumes
• avoid confined spaces or going below
• eat soda crackers or ginger 
• don’t sit near others who are being sick
• sit at the centre (amidships) of the boat
• look at the horizon
• steer the boat
• lying down amidships with eyes closed

I clipped his tether to the jacklines… and not a moment too soon. The Can Opener was sick as a dog.

I will not regale you with vivid descriptions of projectile ginger biscuits, nor the inelegant way he convulsed and spewed. Suffice it to say… (Alright, alright Furrball! Enough. I puked, okay? Stop yer giggling… ). Ahem. Er… yes, well.

… I firefighter-lifted him tenderly down the ladder to the saloon and dumped him behind the port bunk lee cloth where he neither moved nor whimpered for nearly three hours. After which point, he woke up and was perky as a Pomeranian.

There is not much misery worse than sea sickness. Even Captain Cat succumbs from time to time. But after it passes, it’s like a whole new dawn. 

I took it easy on the Can Opener thereafter and for the rest of the trip. Seated in his lap, I regaled him with pithy wisdom (mine) from my book of memorable quotes. From time to time, I enhanced my delivery with operatic embellishment, further illuminating its hidden meaning. The Can Opener was most appreciative – opining that yes, the meaning was, indeed, well hidden.

It’s just in rough draft now, but one day I will publish my genius for the benefit of humanity. The Can Opener says he looks forward to it.
 

–Captain Cat 

(transcribed by the Can Opener)

* Some say that if you build up ‘immunity’ to sea sickness by surviving it once (usually takes about three days to get though it at the beginning of a passage), then your body will remember how to cope next time. As long as ‘next time’ happens before another ten weeks have passed, you should be okay. It you don’t do a passage for ten weeks or more, then you have to start all over again. Of course these are just rough guidelines. They seem to fit the Can Opener’s experience, however.

** This info is nicely summed up with more detailed explanations at http://www.goddesscruise.com/SeaSick.htm

 

Ocean Passage Making

Ocean Passage Making presentation at the Red Tabby

Can’t go under it. Can’t go over it. Can’t go around… 

The First Mate and I tripped lightly last week down to the Red Tabby, eyes aglow, to listen to a presentation chock full of ocean crossing tips. Here are the…

…Highlights


Charts 
You need to have:

• tons of paper charts for the region you are cruising (for an around-the-world race you need an amazing 380 (approx) paper charts on board – which is legally required)
• electronic copies of same
• Broadcast Schedules of the Weather Forecast
• Nautical Almanac – 1 per region
• Pilots 

It costs 1000s £/$ to get all this, so look for as much as possible online – where you can often download it free (and make both paper copies and electronic copies). More and more stuff offered free online every day.

Self-Sufficiency

• On a good boat:
• everything has a back up
• everything is redundant
• eg. backup halyards – alternate tension between 2 halyards every 12 hours to reduce strain.

• Don’t rely on water-makers or refrigerators.
• Plan not to rely on them – treat them as an added bonus if you have them and they happen to still work.
• Use baby wipes to keep clean and save water! 

• VHF range is only 25-50 nautical miles max – how will you get info/data, communication outside this range? Make sure you already have what you need before you go.

Preventing breakdowns – Attention to detail

• Constantly do checks – prevention is better than cure.
• Go through scenarios and plan for emergencies 
• what if the rudder breaks? 
• what if a shroud snaps?…
• Build tools and spares inventory with this in mind.
• Prevent chafe on metal, sails and lines before it happens.
• There’s lots of chafe on trade wind routes!
  
• Get rid of metal to metal connections – eg.. use spectra lines to tie on shackles to boom.
• eg. Use cable ties or seizing wire to secure shackle pins.

Choosing Crew

• Are they medically fit? Do they get seasick?
• Know and confirm the experience and skill level of your crew in detail.
• Can you rely on them to keep a proper lookout?
• Are they reliable?
• Do they have a long attention span?
• Reliability is more important than navigational ability.
• It’s helpful to choose crew with useful, different backgrounds eg medical, mechanical, communications experts…

How will a medical emergency be handled? 

Effective helicopter range is 200 miles offshore – this leaves a big gap in the middle of the ocean where you have to handle medical emergencies on your own.

• Get pre-passage medical training – first aid, wilderness first aid, wilderness dental, pet aid, survival training…
• Choose crew with medical backgrounds, as above.

Clearly these lecture tips do not cover everything you need to know for an ocean passage. But they’re good points to think about. It was an evening well spent.

Have you completed an ocean passage? What are some highlights and tips that you recommend?

Are you preparing for an ocean passage? What other topics are you researching?

–Captain Cat

(transcribed by the Can Opener) 

Cruising Lectures
Previously: Cruising in Oceania

Piracy – The Chandlers’ Somalia Excursion

Last Wednesday at Limehouse, Paul and Rachel Chandler presented a narrative of their experience of being captured by pirates near the Seychelles and held hostage for 388 days. They refer to this dryly as their ‘Somalia Excursion’.

Paul, a civil engineer, and his wife Rachel, an economist, decided to retire early and go cruising in 2005. By the end of 2007, they had done enough shakedown cruises in the Med and headed for the Red Sea.  

After sailing around the Indian Ocean, they headed back towards Africa and in October 2009… the Seychelles.

What was unusual about the Chandlers’ capture at the time is that 

• it happened 600+miles offshore and
• normally pirates don’t target small yachts. Cargo ships are more lucrative targets.

Organisation of Pirates
Previously pirates had not been seen so far offshore (usually they were limited by the amount of food and ammo their tiny boats can carry.) These pirates were able to overcome these limits by using an (often captured) ‘mother ship’ to launch smaller boats from to look for targets.

Pirates were:

• heavily armed – with AK47’s, grenades, etc
• in boats packed with food, gas and people – little room, little shelter
• with very basic means of communication – had handheld GPS, no radar, no satellite phone…

And in general, pirates are:

• desperate 
• with a short expected lifespan
• usually not experienced and are on their first (and only) mission. Most that go out do not succeed and do not come back alive. The goal/dream is to do one mission and make enough money to set them up for life.

The Chandlers’ pirates were no exception.

When the Chandlers’ were taken to Somalia where they were held for 382 days

• they were guarded by 5 to 20 men at all times who carried machine guns
• they were fed 3 times a day and given water, but ultimately experienced malnutrition as it was all carbs and goat liver
• moved repeatedly
• sometimes separated
• housed in tents and mud huts
• not beaten, except once when they tried to refuse to be separated

Government positions on negotiating with pirates:

• France & USA: have made active attempts to rescue their citizens taken hostage with varying success rates
• Italy: flatly refuses to negotiate with pirates for hostage release (do not pay ransoms). They further freeze the accounts of hostages so that their family cannot pay ransoms either.
• UK: flatly refuses to negotiate with pirates for hostage release (do not pay ransoms).
• The Chandlers are British. The only rescue attempts made were by their family who ultimately negotiated and paid £600,000 for their release. Also a Somali-born London taxi driver was also involved in helping ensure their release. 
• (The UK Foreign Office claimed they were ‘doing everything within their power to effect their safe release’. According to the Chandlers, there’s no clear insight on what actual action this might have been, if any.)

 Lessons learned

• First 6 days (or so?) after capture are critical – news blackout recommended (while negotiations/ rescue attempts made).
• Pirates want to ensure publicity and world awareness to drive up ‘the value’ of the hostages. 
• (Unfortunately, the Chandlers’ family were not given this advice when the Foreign Office spoke to them.)

• Have an EPIRB or a way to make distress signals. 
• Paul did manage to set off their EPIRB. It was only on for 30 minutes (until the pirates found it.) 
• However, this did get the message out that they were in distress and their family were informed. 

• Carrying guns or grenades is not going to help you out against what the pirates are carrying. And there’s an excellent chance that it will aggravate/escalate the situation. 
•  If you are in business, a foreign aid worker, journalist or perhaps a celebrity you would have access to insurance to pay ransoms and other support.  

• This is helpful once you are captured – but also can serve to make you a target in the first place. 
• The Chandlers’ did not have insurance or backing and the pirates refused to believe that a rich country like the UK wouldn’t pay for them. 
• Therefore they continued to hold them hostage waiting for ‘the big prize’ money to arrive. 

• It may be a helpful strategy for hostages to make a connection/ relationship with the pirates 
• so they will treat them better. 
• This is not realistic/feasible for women hostages due to the status of women in countries that pirates come from.

Controversy

• The Chandlers say they had no idea of the pirate risk in the area. 
• They say they had researched this online and talked to yachts that had recently come through the area. 
• They note that while in undeveloped areas of the world it is difficult to get online to get up-to-date info.
• They did most of their research while on trips to the UK, so research was not done at exactly the time they were leaving to sail the Seychelles.
• They say no one checking them out of the country (the Victoria Coastguard at the Port of Victoria) as they left mentioned anything about pirate risk.  
  
• Media reports and yacht forums cast doubt on whether they really could not have known about the risks.
• The UK Foreign Office confirms their site had an online warning of pirates in the Northwest Seychelles at the time.

Final Outcome

• The Chandlers’ were released unharmed after 388 days. 
• They did/do not seem to have long term mental or physical problems as a result of their experience.
• Their family paid about £600,000 in ransom.
• They are rebuilding their boat. It was recovered by an Royal Fleet Auxiliary ship – a civilian-manned fleet owned by the British Ministry of Defence – and brought to Portland UK for them.
• They wrote a book about their experience.
• They are going sailing again. This time to Brazil.

Conclusion 

Prevention is the best answer
Find recent reliable knowledge on where pirates have been reported is your best planning preparation. Then avoid these areas completely.
 

• The Can Opener and I will check every site and other info sources we can find before we go anywhere, to make sure of the areas we are sailing in. 
• We will avoid anything with even a hint of warnings against it. It’s just not worth it. There are too many beautiful areas to explore where the odds are so much better.
• There must be more detailed info on how to survive a hostage taking. This research is on our ongoing ‘research to do’ list. 
• It would be tempting just to blame the Chandlers – but it’s also true that sometimes sh*t happens no matter how much you prepare.  
• Most importantly, prevention is better than cure.

• Here the link to the noonsite.com pages with piracy info on it.

Definitely a lot to think about and digest here. Everything has good and bad sides. Piracy is an extremely big ‘down’ side. 

It’s a serious topic to weigh/research/prepare/inform oneself about that sits on the other side of the beauty and dreams of paradise. 

Paradise is worth it. But best be prepared.

–Captain Cat

(transcribed by the Can Opener)

Cruising Lectures 

Next: Cruising in Oceania 

Previously: La Dolce Vita

Psychology of Sailing – Reviewed

Book the Captain just finished snoozing on: Psychology of Sailing, by Michael Stadler 

Trolling the internet for books on improved First Mate management and motivation, I found Psychology of Sailing, by Michael Stadler, and decided to give it a whirl.

Since this is an out-of-print book, the used prices range from nearly free to seriously insane. By checking Amazon weekly, we finally found an offer for less than £7, shipping included. 

Topics covered

• sensory illusions at sea – what sights and sounds can ‘trick you’ at sea and why this happens
• how seasickness happens and why
• crew psychology – interactions of crews on ships, leadership and motivation

The best part 
For us, it was the crew psychology – interactions of crews on yachts, leadership and motivation. That’s why we bought it. 

Wishes 
We were hoping that the whole book would be about crew interaction on yachts and long distance passages – and how to optimize that. Unfortunately, only 45 pages (out of 120 pages) covered this. 

While this section was interesting, I’d like to find a much deeper and lengthy analysis of crew psychology. But this book is the best ( – and the only – one specifically focused on voyaging) that  we can find so far. 

Maybe analyses of parallel or similar situations would be helpful? For example, analyses of interaction of crews on submarines? Or other groups in confined spaces? 

Conclusion 
So – it’s still a good add to the sea library. 

It gives a bit of insight on what I’m doing right in Can Opener management and some ideas about where to investigate to improve even further. I’d really like to find more expert coverage of this topic, however. 

Got any good recommendations on ‘crew psychology’ for the sea library? 
What other books are a must for the cruising life? 

–Captain Cat

(transcribed by the Can Opener) 

Book Reviews
Previously: How to Sail Around the World – Book Review

http://ws.amazon.com/widgets/q?rt=tf_mfw&ServiceVersion=20070822&MarketPlace=US&ID=V20070822/US/httpthecruisi-20/8001/b0ed5872-a0a9-456a-b556-83f690fd5295 <A HREF=”http://ws.amazon.com/widgets/q?rt=tf_mfw&ServiceVersion=20070822&MarketPlace=US&ID=V20070822%2FUS%2Fhttpthecruisi-20%2F8001%2Fb0ed5872-a0a9-456a-b556-83f690fd5295&Operation=NoScript”>Amazon.com Widgets</A>

http://ws.amazon.co.uk/widgets/q?rt=tf_mfw&ServiceVersion=20070822&MarketPlace=GB&ID=V20070822/GB/thecrukit01-21/8001/dd2a36c1-ed0a-47d0-8fc3-b8a2f00237eb <A HREF=”http://ws.amazon.co.uk/widgets/q?rt=tf_mfw&ServiceVersion=20070822&MarketPlace=GB&ID=V20070822%2FGB%2Fthecrukit01-21%2F8001%2Fdd2a36c1-ed0a-47d0-8fc3-b8a2f00237eb&Operation=NoScript”>Amazon.co.uk Widgets</A>

Veterinary Wilderness/Offshore Course?

Fearful image from Captain Cat’s fevered imagination…

What other training do we need to get before we get cruising long term?…

 

We’ve been reading The Voyager’s Handbook and we’ve hit the medical section…  And Great Bastet! It looks like we’ve got to practically become wilderness doctors before we set sail. 

What’s more disturbing is that it’s recommended my First Mate learn how to give me an intraveneous drip in the event that I become dehydrated – what with all my fur and our destination being the tropics, and seasickness and all. 

Yikes! I do NOT like the sound of thatone bit. 

(It says I should learn buddy – not that it’s a required ‘do‘. On the other hand, knowing this remote possibility just might be in your future may well keep you doling out the smoked oysters a little more fairly than I’ve been seeing these recent past weeks…)    

Hm. Point taken… 

…So where on earth am I going to find an offshore wilderness veterinary/medical care course taught by a doctor/surgeon who also has offshore experience?

It’s hard enough to find one of those for humans.  

Off to troll sailnet for some inspiration…

Any suggestions on offshore wilderness veterinary/medical care courses would be gladly received.

–Captain Cat

(transcribed by the Can Opener)

Update: Got some good answers on back from posting a question about offshore veterinary/medical care courses on Cruisers Forum.

Practical Research on Foul Weather Gear

Just back from taking the Can Opener out for some practical research on foul weather gear and life jackets. Time well spent.

Looks like we have narrowed it down to the Musto or the Henri Lloyd ocean gear.

Next, we’ll do some more targeted price comparison shopping before the big invest.

Feels like things are beginning to move along!

–Captain Cat

(transcribed by the Can Opener)

Self Sufficient Sailor – Reviewed

links below at bottom of post

 

Book Captain Cat just finished snoozing on: 
Self Sufficient Sailor, by Lin and Larry Pardey 

A big thumbs up (metaphorically speaking) on yet another Pardey classic. The key themes in this must-have for the sea library are: 

Keeping costs down 
The Pardeys are famous for economical cruising and once again they do not disappoint. For example, they discuss:

• interesting advice on how to hitchhike on boats to gain sea miles and experience. If this is for you, there is some solid advice here on how to do it
• what kind of careers/jobs are most compatible with cruising based on what they have done and what they have seen others successfully doing
• the usefulness of keeping your boat under 30 feet to get out cruising earlier and stay out there longer. Can’t remember where the Can Opener got this 30 foot and under idea, but this is probably it (he’s read it before).

They also keep costs down by… 

…being prepared 
For squalls, emergencies, fire, lightning, repairs and guests. In no particular order. 

…keeping it simple 
If you can’t repair it, maybe it shouldn’t be on board. 
–Lin and Larry Pardey 

Yep, these guys are hard-core. They cruise without an engine, electricity or flush toilet. And they probably could repair all of the above anyway. 

They also tell you about a few simpler system substitutes they have seen successfully used if this is the above is too intense for you. 

Keep it fun and safe for everyone on board 
All sensible recommendations and discussions here:

• Everyone should be able to sail the boat.
• All equipment should be designed so that the weakest member of the crew can operate/use/carry it.
• Share tasks and do not stick one crew with all the crappy jobs.

The sort of things you’d think were kind of obvious. Apparently not. 

This section is written with the assumption that the wife will be the one getting stuck with the short end of the stick. Seems a bit like a 1950s labour division, and yet it seems like this is a surprisingly common scenario. 

Jimmy Cornell’s World Cruising Survey demographics show the greatest number of cruisers are in their 50’s, 60’s and beyond. So maybe this helps explain why it happens too often. 

The Pardeys note that boats cruise longer, more safely and happily when everyone is well trained and individually confident in their own abilities to do all the tasks needed for their own boat. 

The tough stuff of cruising 
Lest you begin to think that a life of Spartan simplicity and ‘bucket and chuck it’ toilets is one big holiday, the Self Sufficient Sailor finishes with direct and sensible discussions on guns, pirates, security and worse, how to get laundry done on a boat. 

Things you need to consider and to make well informed decisions about before going cruising. 

Conclusion 
Self Sufficient Sailor? Loved it. Nuff said. 

Any other books you would recommend for cruising? I am researching for the next round of additions to our sea library…

–Captain Cat

(transcribed by the Can Opener)

Other Book Reviews

Next: Maiden Voyage – Reviewed 
Previously: Capable Cruiser

http://ws.amazon.com/widgets/q?rt=tf_mfw&ServiceVersion=20070822&MarketPlace=US&ID=V20070822/US/httpthecruisi-20/8001/8d0255d5-ca62-4812-b9c2-774b0facbcc9 <font size=”5″><A HREF=”http://ws.amazon.com/widgets/q?rt=tf_mfw&ServiceVersion=20070822&MarketPlace=US&ID=V20070822%2FUS%2Fhttpthecruisi-20%2F8001%2F8d0255d5-ca62-4812-b9c2-774b0facbcc9&Operation=NoScript”>Amazon.com Widgets</A></font>

<font size=”5″> </font> http://ws.amazon.co.uk/widgets/q?rt=tf_mfw&ServiceVersion=20070822&MarketPlace=GB&ID=V20070822/GB/thecrukit01-21/8001/8f0f9913-cd24-4949-9b28-74388e42000d <font size=”5″><A HREF=”http://ws.amazon.co.uk/widgets/q?rt=tf_mfw&ServiceVersion=20070822&MarketPlace=GB&ID=V20070822%2FGB%2Fthecrukit01-21%2F8001%2F8f0f9913-cd24-4949-9b28-74388e42000d&Operation=NoScript”>Amazon.co.uk Widgets</A></font>

 

Life Jackets – Safety Gear Upgrades

Mustang Survival Deluxe Inflatable PFD with Harness

   
Safety is one thing you can’t cut corners on. You can never be too prepared. 

Knowing the Can Opener has strapped on his life jacket with safety harness gives both of us peace of mind. It’s better to focus on the task at hand rather than being distracted worrying about ‘what if’. And in a squall there’s no time to hesitate. 

So time to upgrade the First Mate’s safety equipment… 

What to look for in an offshore life jacket
A life jacket with safety harness might just be the most important piece of safety gear you own. 

The RYA recommends a good life jacket should include at least the following*:

• crotch straps to stop the lifejacket riding up over your head
• spray-hood to stop waves and spray entering your mouth
• lights, dye-markers and personal locator beacons to aid location
• harness D ring for harness attachment to stop you falling off in the first place 

and of course, you should also ensure: 

• there is freedom of movement
• the life jacket is appropriate for your weight
• it fits comfortably but snugly 

In the UK, there ‘are four main buoyancy levels: 50, 100, 150 and 275. In general terms, Level 50 is a buoyancy aid designed for when help is close at hand, whereas Level 150 is a general purpose lifejacket used for offshore cruising and motor boating’.*

When to wear it 
‘…wear a lifejacket or buoyancy aid unless you are sure you don’t need to.’* 

So what does that mean? 

Well if you can’t swim and/or are a child, it means you are wearing a life jacket from the moment before your feet touch the dock until they leave the dock after your return. 

If you can swim and you are coastal sailing and there’s no wind and the water looks like glass, maybe you could leave it off. But if the wind picks up, be safe, put it on. 

If you are offshore, put it on to leave the cockpit. If the wind picks up, wear it all the time. In other words, ‘wear a lifejacket or buoyancy aid unless you are sure you don’t need to’*. Better safe than sorry every time. 

Price Comparisons 
Upcoming post – Life Jackets: How Much Does Safety Cost? We’ll be price shopping on both sides of the pond – we’ll work out how to actually pick up the stuff later. 

What kind of life jacketdo you have? How’s it holding up? Would you buy this brand/model again? 

–Captain Cat 

(transcribed by the Can Opener) 

* RYA.org.uk pages on ‘Safety Information, Buoyancy Aids and Life Jackets’

Safety Gear
Next: Life Jackets – How Much Does Safety Cost?
Previously: Foul Weather Gear – So How Much Does Safety Cost?