Clipper Round The World 2013-2014

Care velier va castiga Clipper Round The World 2013-2014 Race?

  • Henri Lloyd

    Votes: 2 40.0%
  • Mission Performance

    Votes: 0 0.0%
  • Invest Africa

    Votes: 0 0.0%
  • Team Garmin

    Votes: 1 20.0%
  • PSP Logistics

    Votes: 0 0.0%
  • Old Pulteney

    Votes: 0 0.0%
  • Derry-Londonderry

    Votes: 0 0.0%
  • Great Britain

    Votes: 2 40.0%
  • Jamaica

    Votes: 0 0.0%
  • OneDLL

    Votes: 0 0.0%
  • Qingdao

    Votes: 0 0.0%
  • Switzerland

    Votes: 0 0.0%

  • Total voters
    5
  • Sondaj închis .
Clippppppeeeeeeeer!

Ahoy,

Am vrut inital sa postez la Australia si dupa am vzt acest topic asa ca va las sa savurati....poze facute sambata 14 dec...cand am ajuns in marina, intra in urale Garmin....e un sentiment aparte, sa-i vezi intampinati de familii, de fotografi, de pasionati...din pacate eram doar in trecere si pe graba, si nu am apucat sa aflu f multe si nici prea multe poze nu am apucat sa fac.

Iar barcile sunt....waw, si echipamentul si ei si tot ce se intampla la nivelul asta...sper sa mai ajung in marina pana la startul Hobrat...si sa mai aduc poze proaspete!

:sail:
 

Atașamente

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Ahoy,

Am vrut inital sa postez la Australia si dupa am vzt acest topic asa ca va las sa savurati....poze facute sambata 14 dec...cand am ajuns in marina, intra in urale Garmin....e un sentiment aparte, sa-i vezi intampinati de familii, de fotografi, de pasionati...din pacate eram doar in trecere si pe graba, si nu am apucat sa aflu f multe si nici prea multe poze nu am apucat sa fac.

Iar barcile sunt....waw, si echipamentul si ei si tot ce se intampla la nivelul asta...sper sa mai ajung in marina pana la startul Hobrat...si sa mai aduc poze proaspete!

:sail:

Multumim Danutza!



"During the fleet’s stay in Sydney there are opportunities for free tours of the yachts:

Wednesday 18 December
Royal Sydney Yacht Squadron: 1600-2000

Thursday 19 December

CYCA: 1000-1800

Friday 20 December
CYCA 1000-1800
Cockle Bay 1200-1900

Saturday 21 December
Cockle Bay 1000-1400

Sunday 22 December
CYCA 1000-1800"


Poate ne aduci ceva fotografii si la timona lui Heidi.
 
de la fata locului

Ahoy,

pai daca tot am primit informatii proaspete despre ce se intampla la mine in sat, noroc de omuleti ca simba...am fost la locul cu pricina si "m-am sacrificat" sa vizitez barcutele, am urcat pe qindao si swetzerland, am discutat cu echipajele si uite ce a iesit...

Switzerland a fost amplasata spre vizitare in unul dintre cele mai vizitate porturi din Sydney, Darling Harbor, si membrii ai echipajului stateau pe chei si rugau oamenii sa vina sa-i vizteze...nu stiu daca au avut 50 in 2 zile, mi s-a parut ciudat si trist...in gandul meu, daca ar fi fost la romanica, era coada pana la timisoara...dar spuneau ca au avut f multi curiosi la Albany...
oameni incredibili. unii care nu mai calcasera pe vreo barca inainte, acum sunt pe apa, mai ceva ca acasa...tineri, varstnici, oameni carora li se schimba viata in urma acestei competitii, oameni care au abandonat tot sa participe la toata competitia....debordeaza de sanatate si implinire, cand ii asculti, zici mananc paine si apa urmatorul an, numai sa pot strange banii pt un leg...este o experienta aparte, si inspira si schimba multe vieti! Foarte frumos...sa zicem ca am mai adaugat o dorinta la the bucket list...:)

Spor la privit si Un Craciun plin de vise implinite!
 

Atașamente

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Ahoy,

pai daca tot am primit informatii proaspete despre ce se intampla la mine in sat, noroc de omuleti ca simba...am fost la locul cu pricina si "m-am sacrificat" sa vizitez barcutele, am urcat pe qindao si swetzerland, am discutat cu echipajele si uite ce a iesit...

Switzerland a fost amplasata spre vizitare in unul dintre cele mai vizitate porturi din Sydney, Darling Harbor, si membrii ai echipajului stateau pe chei si rugau oamenii sa vina sa-i vizteze...nu stiu daca au avut 50 in 2 zile, mi s-a parut ciudat si trist...in gandul meu, daca ar fi fost la romanica, era coada pana la timisoara...dar spuneau ca au avut f multi curiosi la Albany...
oameni incredibili. unii care nu mai calcasera pe vreo barca inainte, acum sunt pe apa, mai ceva ca acasa...tineri, varstnici, oameni carora li se schimba viata in urma acestei competitii, oameni care au abandonat tot sa participe la toata competitia....debordeaza de sanatate si implinire, cand ii asculti, zici mananc paine si apa urmatorul an, numai sa pot strange banii pt un leg...este o experienta aparte, si inspira si schimba multe vieti! Foarte frumos...sa zicem ca am mai adaugat o dorinta la the bucket list...:)

Spor la privit si Un Craciun plin de vise implinite!




Felicitari Danutza! Amintiri frumoase si pretioase din asta viata!

Sarbatori fericite!
 
Qingdao's navigation and communication systems are working again after the yacht was struck by lightning on Friday, affecting all data communication systems onboard.

The yacht lost all navigational instruments - wind, GPS, AIS and the navigation and media PC, along with all the lighting in the yacht. While the systems were restored the yacht used its back up hand held GPS, paper charts and NUC lights rigged up in the galley for lighting at night.

Crew are also now able to send crew diaries again. Skipper Gareth Glover wrote in his skipper report today: "Well we’ve


had a few days of not being able to get weather info or send or receive emails after a lightning hit us on Friday night. Gladly, no one was hurt apart from Qingdao itself.

"The bolt hit the windward side which turned to dust and it travelled down the cable to the Nexus instruments, then jumped to the navigation PC and travelled to the AIS (Automatic Identification System) where the power surge stopped. There was a nice bang and flash as the yacht went dead and all the lights when out in the navigation station, where I was sat at the time.




"The crew on deck say there was a flash coming out of the end of the boom on the back stays. After getting the phones back working and VHF, I called the Race Office to let them know what had happened.OneDLL was only a few miles away so I also called them to pass on our position.

"After a few days of open heart surgery in the navigation station, working out which bits were damaged and what we can get working, in the end I had to take the hard drive out of the navigation PC and the media pc which is not as easy as it sounds under torch light and under spinnaker


in the middle of the night, whist trying to hold a phone, talking to Tim, the Clipper Race Technician on what was the best way to repair us (thanks Tim).

"So we now have email weather and Sea Pro back online but will not be able to get the GPS or instruments back working so will have to put in our position by hand and the only GPS we have is the back-up hand held, which give us everything we need.

"We can now work out better tactics with the weather and knowing the positions of the other yachts again."


https://www.clipperroundtheworld.co...ems-back-up-on-qingdao-after-lightning-strike
 
Skipper Gareth Glover wrote in his skipper report today:
"Well we’ve had a few days of not being able to get weather info or send or receive emails after a lightning hit us on Friday night.
Sarmanii de ei!
Probabil au avut parte de suferinte si privatiuni cumplite fiind pusi in situatia grea de a nu putea citi mailuri si raspunde la ele
si chiar mai rau - fara sa-si poata accesa pagina de Facebook!

Navigatorii de acum 100 de ani trebuiau sa fie niste brute retardate mental,
daca se multumeau sa citeasca cate o telegrama sau scrioare
(doar cei mai bogati sau capitanul, care oricum era intr-o pozitie mai favorizata)
o data la 2-3 luni, dupa terminarea voiajului.
_________
Lasand gluma la o parte, 80% din echipamentul electronic modern este gunoi si rebut tehnologic.

Si nu doar cele Made in China
(la acelea puteti fi siguri ca sansele de supravietuire la/dupa o descarcare electrostatica de energie moderata sunt f. mici sau nule, deci la scenarii mult mai "blande" fata de o lovitura directa de traznet).

S-a fortat (si se forteaza in continuare) ideea de a minimiza consumul de energie.
Tranzistoarele sunt - cu f. putine exceptii CMOS, minuscule (linii de 60..40 si mai nou 20 nanometri, deci in diametrul unui fir de par uman incap cateva sute pana la 1000 de linii/structuri elementare)
Stratul de izolatie intre poarta (gate) si canalul drain-source se strapunge - fara protectie la cca 80..300 V.

Daca v-a piscat vreodata vreo scanteie pe nas sau ureche pe cand v-ati dezbracat de un pulovar de lana, sau camasa cu molt poliester ( plastic), luati in considerare:
- "scanteiuta" respectiva a luat nastere in urma unei acumulari de sarcini cu diferenta de potential (tensiune) lejer peste 4000..12000 volti.

Cum de nu ne omoara aceea tensiune teribila?
Foarte simplu:
energia acumulata (si disipata in timpul descarcarii) este minuscula (max. de ordinul micro sau mili-Joule)

Raportate la ce poate "absorbi" corpul uman fara consecinte este in domeniul nepericulos,
dar pentru stratul de izolatie a unui tranzistor CMOS minuscul este o "lovitura de gratie" definitiva.

Am de-a face destul de frecvent cu analiza elecrica a unor asemenea eroi, cazuti la datorie,
apoi urmeaza colegii de la analiza fizica si cristalografie,
pentru a stabili daca defectul intervenit
- se datoreaza unui defect de fabricatie (defect cristalografic, intrepatrundere a straturilor epitaxiale, contaminare cu argint, aur, CuNi sau ce se mai foloseste la metalizare)
sau
- moartea subita a circuitului integrat a intervenit in urma unei descarcari , de regula electrostatice (ESD - electostatic discharge event)
- sau o supratensiune de moment (voltage surge)

Circuitele integrate sunt incomparabil mai sensibile fata de tuburi (care oricum au disparut, exceptand putine domenii , cu 40-50 ani in urma)

Pe cand la un circuit integrat nivelul "sigur" de descarcare garantata rareori trece de 2000-4000 V (descarcare de energie mica)
si asta in ipoteza unor structuri de protectie ESD rapide si bine proiectate,
tuburile faceau fata - fara masuri speciale de protectie
la descarcari de ordinul 30.000 - 50.000 V si chiar si in caz /dupa descarcare prezentau sanse bune de supravietuire /regenerare.

Problema este ca sisteme de navigatie (de pe barci) , oricum destul de scumpe, de regula nu sunt proiectate cu redundanta.

Situatia se inrautateste si mai mult daca proiectul este lasat pe mana unor "experti" ca in cazul reclamei la chinezarii Quingdao...
Caci pentru a economisi vor insira toata electronica fain-frumos intr-un lant,
fara separare galvanica, ca pe niste margele....

Evident o singura descarcare va putea da gata tot lantul (energia se propaga, exact dupa cum s-a lamentat skipperul).

Masurile normale (de altfel obligatorii la avionica) sunt
- separare galvanica (--> optocuploare)
- redundanta (mai multe sisteme care functioneaza in paralel, si dispuse in locuri FIZIC SEPARATE)
- arestoare (dispozitive de protectie care pot "absorbi" energii rel. mari la descarcare, fara sa dea ortul popii)
- bus de date robust (de ex fibra optica, care prin definitie nu este conductiva)
________
Dar de la cei care au finantat toata campania aceea de Qingdao nici nu m-as astepta la mai mult fata de alti producatori de chinezarii.

Asteptarile generale sunt:
- sa luceasca,
- sa ia ochii clientului (in cazul acesta a presei)
ca la anu' oricum cade in bucati (sau inbatraneste moral) si se face altul, nou.

O lume perversa, care iroseste cu nesat... dar in pofida progresului tehnologic a pierdut capacitatea de-a construi lucruri durabile si pe care sa te poti baza.

Pana la urma distrugem planeta fortand cicluri de productie rapide si fara prea mult rost.
 
Ultima editare:
Foarte interesanta si binevenita disertatia. Daca erai in echipaj si de la bun inceput luai la puricat aparatura de bord, cu ceva schimbari, Clipper Ventures economisea cateva mii de lire sterline.

Echipajul de pe Qingdao a avut noroc. Urmarile puteau fi altele si chiar tragice.

Cand am avut barcutza cu vele, odata, am fost si eu prins intr-o situatie asemanatoare. Mare aparatura nu aveam la bord, oricum, iute am deconectat tot ce a fost de deconectat (antena, radio, CD player, baterie). Aveam si un booster cablu la bord si am vrut sa ies pe punte sa agat un capat de postamentul catargului iar celalalt sa-l las la apa. Auzind ce fel tuna si bubuia afara mi-a fost tarsha sa ies pe punte sa ma plimb cu cablu in mana si foarte rapid m-am retras in cabina la prova, cat mai departe de catarg si tot ma gandeam sa nu ma trezesc cu vreun orificiu, ceva, pe undeva prin santina.

Dupa s-a terminat cu distractia si toate cele, nu stiu cum, m-am uitat din greseala in oglinda si am observat ca aveam paru' de pe cap ondulat spre cretz:)
 
Here is an updated skipper report from Sean McCarter.

After a dramatic day yesterday I am both happy and relieved to report that all the crew are healthy and in good spirits.

Yesterday morning the breeze was easing off after a fairly heavy night and we decided to unhank the Yankee 2 from the foredeck and hank on the Yankee 3 in its place, then pole out.

I was unhanking and round the world crew member Andrew Taylor was assisting. We needed a pair of pliers and Andrew was preparing to go back when we managed to free the offending hank and continue on with our work.

Suddenly the boat leaned heavily to leeward and I watched Andrew in slow motion slide out over the top of the Yankee 2 and guard rail and into the sea.

Assuming he was clipped on, I shouted to helm, round the world crew member, Kristi Wilson to stop the boat by bringing it around into the then 35 knots of wind. I made my way back to the helm as quickly as I could giving the 'Man Overboard' shout as I went. I was shocked to see one of the crew pointing behind us and calling distance to the MOB.

Andrew hadn't been clipped on. We can only guess that somewhere between going to get the pliers then not needing them, he got distracted and forgot to clip on again.

The crew reacted perfectly, nobody panicked, everyone went through the procedures that we practice religiously in Clipper Race training. The MOB button was pressed giving us the position on the electronic chart plotter, the


engine was started, boat checked for ropes in the water and staysail dropped all within minutes.

At this stage we were getting blown away from Andrew slowly but at a range of about 200 metres we still had visual contact. Getting the boat to go through the wind and over the 4 to 6 metre seas was a struggle for the engine even at full RPM, but we managed it.

I asked for a heading to the casualty and got the reply I dreaded most; 'We've lost visual'. All of a sudden the North Pacific became a very big place.

We began making our way back along our track and arrived at the MOB charted position and continued past it without any sign of Andrew. The waves were the size of bungalows and the wind was whipping up spray off the crests with streams of foam running down the faces.

We put Kristi Wilson up to the first spreader for a better view and had round the world crew member Conor O'Byrne who is also an ex-RNLI mechanic initiate search patterns. We guessed Andrew’s rate and direction of drift and searched accordingly.

We put out a MAYDAY and were relieved to get a response from Olly Cotterell on OneDLL. They were just under two hours from us and began making best speed into the wind and sea to help us with the search.

About half an hour after Andrew went into the water, a massive black cloud approached bringing gusts into the 50s, hail-stones and reducing visibility to a matter of metres. After about ten minutes, the cloud passed and visibility


improved somewhat. We continued our search going further and further downwind of the MOB position and short-tacking our way up the probable drift line but to no avail.

Andrew had been in the 11 degree water over an hour at this stage. He was wearing a dry-suit but would still be going hypothermic at this point if he hadn't been already. Although no one was saying it, everyone was starting to fear the worst.

No sooner had these thoughts began creeping in than Conor O'Byrne shouted up from the Navigation station that Andrew's Personal Locator beacon had just activated.

He gave us a course to steer and a distance of over 1 mile from our position. We made best speed to the position but took longer than I expected. Andrew's beacon then explained it; he was drifting at up to 4 knots where we had been expecting him to be doing 1 to 2 knots max.

Kristi spotted Andrew first from her position aloft. She put him at about 400 metres.

It took another 30 seconds before we could see him at about 200 metres in the mountainous seas.

At first I had a huge sense of relief. This was quickly followed thoughts of Andrew's condition; what if he was unconscious or worse. As we approached, Andrew began waving his arms and shouting.

Relief.

It took us two attempts but in the end, Andrew practically pulled himself onboard!


He was stretchered below efficiently just as we practice in training and cut out of his dry-suit much to his dismay. He was rotated through as many dry sleeping bags as we could muster, all of which were stuffed with warm water bottles to slowly bring up his body temperature.

Over 24 hours later, Andrew is in good form, chatting readily about his experience with myself and the crew. He got a bang on his leg by the rudder which we hope isn't too serious but all in all is very happy.

Our heartfelt thanks goes out to skipper Olly Cotterell and his crew on OneDLL for coming to our assistance. Luckily we were picking Andrew up just as they came on the scene but had Andrew's personal locator not activated, a second boat in the search would have been invaluable.

Thanks also to Deputy Race Director Mark Light and Falmouth Search and Rescue who were both in contact allowing us to continue with the search.

There are three main factors that contributed to Andrew's survival. First was the rigorous training that both skipper and crew go through with the Clipper Race in the UK before starting the race.

Everyone knew exactly what had to be done and went about it in a calm and controlled manner. Second was Andrew's Henri Lloyd drysuit, without which he could not have survived for what ended up being 1 hour 40minutes in the cold water of the North Pacific. Finally his Personal Locator Beacon, without which the already long search would have taken a lot longer.


Clipper Race - Skipper Report -
 
Diferenta intre AIS personal si PLB

"The 2013-14 Clipper Round the World Yacht Race, when competing across the Pacific Ocean on the 5,600 mile leg from Qingdao, China to San Francisco, USA, endured the dramatic rescue on March 31 of Derry~Londonderry~Doire’s 46-year old crew member Andrew Taylor.

The incident occurred in rough weather and 35 knots of wind, with Taylor enduring the cold water of the North Pacific for 1 hour 40 minutes. At the time it was reported that Andrew’s Personal Locator Beacon (PLB) had contributed to his rescue. However, an inquiry by H.L. DeVore prompted Race Director Justin Taylor to clear up the facts…

The skipper’s report regarding the Man Overboard (MOB) on Derry~Londonderry~Doire is actually incorrect. The crew member who went over board was actually equipped with an AIS personal beacon which is not a PLB or personal EPIRB (Electronic Position Indicating Radio Beacon). There is often confusion between the two devices.

AIS works by transmitting a VHF signal and a PLB transmits to a satellite. (Race organizer) Clipper Ventures do not recommend personal EPIRBs (PLBs) because they need to be registered correctly and they do not assist a yacht you have just fallen from to locate you instantly which AIS does do.

PLBs send a signal to the closest MRCC via a satellite, who will then relay a message to the yacht. However, this relay will come through the person or organisation listed as the contact point by the owner of the PLB. This causes inevitable delays. Clipper Ventures do not dissuade crew from purchasing their own AIS locator beacons as they inform the yacht exactly where the MOB is, as happened in the recent incident. But it is the crew member’s responsibility to ensure they are fitted correctly.

What is more important and something Clipper Ventures emphasises a great deal is being clipped on to the yacht – especially on the bow. We stress this very important fact throughout training, on refresher sails and I also tell crew at every crew briefing. If this is done then it renders a PLB obsolete. The emphasis is on prevention, not what gear you have if you should fall in. (Editor’s note: Andrew was not clipped on at time of the incident).

There is also the question of what activates the beacon. If it activates when immersed then we would have, on average, 15 going off on each boat on each leg of the race, or some 2,800 activations in one race, based on the number of times lifejackets inflate. Clearly this would not be acceptable to the rescue authorities. If the beacons are manually activated then the casualty has to be conscious to do this. In the recent incident the casualty was hit very hard on the leg by the rudder. Had he been hit hard on the head and made unconscious he could not have set off his AIS beacon.

There is a need for something that is 100 percent reliable, whether the casualty is conscious or not, and this does not currently exist. We have already instigated some enquiries within the industry to see what can be created to deal with this.

However, the Clipper Ventures cannot ignore the role that the personal AIS played in the recovery of the recent MOB in the North Pacific. For this reason we are fitting each of the yacht’s Danbouys with an AIS beacon. When the Horseshoe and Danbuoy are deployed, the AIS beacon will be activated too."
 
"The first set of Clipper Race yachts have completed the transit of the Panama Canal.

Derry~Londonderry~Doire, OneDLL, Old Pulteney, Henri Lloyd, Team Garmin and Jamaica Get All Right


completed the transit yesterday evening while Qingdao, PSP Logistics and Switzerland started the world famous passage this morning.

Invest Africa, Mission Peformance and GREAT Britain


will be the final set through setting off from Flamenco Marina tomorrow.

Once each team has transited the canal the fleet will motor to an offshore start where they will perform a Le Mans style start to begin Race 12, to Jamaica."

https://www.clipperroundtheworld.com/newsitem/panama-canal-transit-underway-for-clipper-race-crews
 
The 12 teams are headed for the start line of Race 12, the Spirit of Jamaica Chase, having successfully transited the Panama Canal.

The teams went through the 51-mile long Panama Canal, named one of the world’s seven modern wonders, in its centenary year and amidst a US$5.25 billion expansion programme.

It is one of the busiest waterways in the world, playing a vital role in world trade and transport linking the Atlantic Ocean to the Pacific.

Skipper of Jamaica Get All Right, Pete Stirling, said the transit will be one of the highlights of Leg 7 and an experience all the crew will remember.

“This was my fourth transit of the canal but it never ceases to be an awe inspiring experience. This year is the 100th


anniversary of the opening of the canal and it currently employs 9,500 people and carries more than 14,000 vessels a year between the Atlantic and Pacific Oceans.

“The six Clipper 70s were dwarfed in the locks which are each 1,000 feet long and 150 feet wide,” he added.

Skipper of Switzerland Vicky Ellis, who is also an engineer, added that three locks took the convoy of Clipper 70s up 26 metres from Pacific sea level to the inland lake and another series of three locks dropped it back down to Atlantic sea level.

“Our jolly pilot, Edgar, boarded in the early morning and guided us through the whole route. He is a senior pilot with over 20 years’ experience so usually pilots the major cargo vessels or cruise liners.

“However that day he had been put on a Clipper 70 yacht full of 20


people keen and eager to know all about the canal. Luckily he didn't disappoint and spent the whole canal transit explaining about its history, the new centenary extension plans and the role of the pilots on the route,” she added.

A Le Mans start 30 miles off the Panama coast at first light local time (around 12pm UTC Wednesday) will mark the commencement of the 590 mile sprint to Jamaica.

The short upwind race will be punctuated by easterly trade winds of 10 to 15 knots moving their way through the Caribbean Sea.

Clipper Race Director Justin Taylor added the race will be won or lost on helming skills.

“It’s possible to get round the eastern end of Jamaica in one tack and those


boats that do that will do well. The race will require a lot of concentration and as the fleet will be so tightly packed, it will be pretty stressful. I don’t think the skippers will get any sleep between Panama and Jamaica.

“Every little bit counts in every race, but this one will be particularly intense and I anticipate a very close finish.”

The boats are expected to arrive into Errol Flynn Marina, Port Antonio between 17-18 May.

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https://www.clipperroundtheworld.co...panama-canal-transit-and-head-for-start-line-
 

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