doudoune canada goose femme chilliwack on sale

Cape2Rio: reflections from Perie Banou Rolly Tasker…
A crew of three joined renowned Australian solo-sailor Jon Sanders on a 3,300 South Atlantic crossing race of a lifetime which was filled with extraordinary experiences.

Navigator Robin Morritt recorded the team’s adventure, the highs and the lows, sharing his insightful, highly entertaining Blogs with the world. This is his final race Blog.

Lone sailor Jon Sanders and yachts with the name “Perie Banou” are synonymous and of world renown. They are associated with the Royal Perth Yacht Club.

Perie Banou, Perie Banou II (Rolly Tasker) and Perie Banou III are Sparkman & Stephens designs. Perie Banou II is a 39 footer and is 40 years old. She is strongly built and has very modest Dacron sails. The jibs are small, heavyweight and of the furling type. She carries two spinnakers, both small and heavy. The lightweight one is 1.5 oz cloth, the heavyweight one is 2.0 oz cloth.

Perie Banou II is set up for stronger winds and heavier conditions. She sailed into early podium contention after the gale. She struggles in light airs. Anything under ten knots and she wants to stop dead in the water. She struggled in the light prevailing conditions that dominated the trip across the Atlantic.

The crew consisted of Jon Sanders (skipper), Robin Morritt (navigator), Gareth Owen-Conway and Lance Garnet Rock. All from Western Australia and together for the first time for the 2014 Cape2Rio Race. With good luck and some planning the team worked together very well.

One of the great imponderables for such a journey is the team, teamwork and how the crew interact and get along. Our team managed very well considering the cramped and basic quarters, the conditions and the time at sea. A failed team and failed teamwork would almost certainly have meant a failed race.

Imagine a month in the space of a (very) small bathroom with four blokes. Imagine this space constantly pitching, rolling and yawing. Cold and wet, hot and humid. No air-conditioning. Everything covered in a layer of salt or, in the case of clothes and bedding, infused with salt. For days after the gale all clothes and bedding were wet. No refrigeration to speak of… No fresh water for bathing etc. Virtually all the food consumed sourced from cans or from a packet of one sort or another…

Imagine operating 24/7 for a month, six hourly rotation, two hour shifts on the helm regardless of conditions. All hands on deck at all hours for sail changes etc – usually at night when the wind is up and the deck heaving.

No radio or television for news etc; essentially cut off from the rest of the world.

No emergency medical or dental assistance should that be required.

No real chance of rescue mid-ocean. The very real need to be totally self sufficient.

No pizza delivered to the cockpit with 20 minutes notice…

No real coffee!

No where to go should you want some solitary time. Actually that space was achieved later into the journey and in your bunk. Each of us had our own way to achieve this solitude. For Gareth doudoune canada goose femme chilliwack on sale was with his iPhone or iPad and a movie. For Lance doudoune canada goose femme chilliwack on sale was by wrapping the “earth wire” around his index finger and simply falling fast asleep; after a protracted session with the Sudoku and pencil! For Jon doudoune canada goose femme chilliwack on sale was to open the “pantry” locker (right at eye-level) and fossick for a tasty morsel, or five, before falling fast asleep. Wrappers tossed onto the floor revealing, in the light of day, what was earlier consumed in the bunk. For yours truly it was to listen to some music on the iPhone and just plain old dream.

Oh yes, your correspondents bunk… Located on the starboard side above lockers. Just 5cm longer than his frame (with one foot each side of the chain plate), a bit wider than his shoulders and just high enough to role on his side without hitting the underside of the deck. With the lee-cloth dropped one can squirm in and out with some contortion. Careful, anything other than a squirm or slither results in bolts from deck fittings gouging your back. Think sleeping in a letterbox – the letter opening itself, not the box.

No alcohol.

On the plus side there was the enormity of the South Atlantic Ocean, the enormity of the clear blue sky, the complexity of a cloud-filled sky, the infinite night sky, the moon, the stars, the planets, the immense depth of the ocean…

Also very much on the plus side, there was the crew camaraderie and the challenge presented by the race itself.

The Cape2Rio Race is an iconic trans-ocean race. A hell of a test for an individual, a team and a yacht.

The rhumb line distance to cover is 3,316 nautical miles or 6,141 kilometers should that be your preference. If you have a smaller and older displacement yacht that averages, say, 6 knots then, all being well, that is about 25 days at sea.

One does, however, need to consider reality…

The track is likely to be something other than the rhumb line to take advantage of certain weather and ocean current systems and to avoid other systems; therefore the track will necessarily be a longer distance. Then there are the winds, or lack thereof, the adverse ocean currents, the helmsman’s attention, etc.

Sitting between Cape Town and Rio de Janeiro is a high pressure system, the South Atlantic High. It is massive during the southern summer (January) and persists even in the winter (July). The winds circulate anti-clockwise out and away from this high pressure system; along the northern side these are called the “Trades”. To the south they merge into the “Roaring Forties”. Given the Cape2Rio Race started on the 4th January 2014, the rhumb line cuts right through this high pressure system – not a place to be if you are relying on the wind for propulsion.

The planned route heads northwest from Cape Town up and into the “Trades” latitudes and then westward. By good fortune this route takes advantage of the Benguella Current, running northwestward up the west coast of Africa. It then takes advantage of the South Equatorial Current, running east-to-west across the Atlantic in the vicinity of the Trades. Finally the last leg from lower latitudes southwestward to Rio de Janeiro takes advantage of the Brazil Current, a south-southwesterly current running along the South American east coast.

Choosing a course that takes advantage of the winds and the currents to cross from Cape Town to Rio de Janeiro should result in a Champagne run… However, this is the ocean and as the Breton fisherman’s prayer says…

“Oh God be good to me,
Thy sea is so wide and my ship is so small”

This verse appears in the 5th Edition of “Admiralty Ocean Passages of the World”. The first and most authoritative source of information for sailors planning an ocean crossing. The first edition was published in 1895. The route taken by Perie Banou II was based on this information and on the experience of Jon Sanders.

The GRIB weather files provided either comfort or anguish but did not play any part in altering the route plan.

The “Cape Town or Indian Ocean to Rio de Janeiro Route” is a relatively minor one by comparison to the major routes and the key way points are set out on p273 of the “Ocean Passages for the World”. Note the co-ordinate error for Cape Town in this esteemed volume! This route arcs northwestward and then eastward to Martin Vaz Island and then southwestward to Rio de Janeiro.

The planning undertaken for Perie Banou II took a slightly fuller arc to the north to try to avoid the influence of the South Atlantic High. The final route distance taken by Perie Banou II was 3,527 nm, just 201 nm more than the rhumb distance and just under 28 days at sea.

Jon noted that, this year,

Comments are closed.