When You Have Got to Move NOW!

Posted on July 17, 2026 by Bill Kinney

Yesterday a violent summer thunderstorm tore through the harbor in Rockland, Maine with wind gusts reported at 70 knots. That in and of itself is enough to give a sailor palpitations, but what happened as a result was even scarier.

At the height of the storm the small boutique cruise ship American Independence was torn from the dock she was tied to and set drifting across the harbor. This short and unplanned voyage was captured from the cockpit of a nearby sailboat and (of course!) posted on Youtube:

The cruise ship was ripped from her dock when the dock and pilings failed. If you look closely at the video you can see her dragging dock lines and pilings from her bow. This has the potential to seriously limit the ability of the Captain to get the vessel under control because he has to worry about fouling lines in his props and thrusters.

This ship is 226 feet long, and weighs on the order of 2000 tons. Despite that, she has a draft of only about 9 feet. That means despite her weight, in winds like this she blows around on the water like a potato chip. A very large potato chip.

In the situation as it looks to me, it appears the crew actually picked hitting the fixed dock as the least bad of the bad choices available to them. Apparently, both ship and dock suffered significant damage. Now the situation is out of the hands of the sailors, and in the hands of multiple sets of lawyers, from multiple insurance companies.

Of course the chances of a large cruise ship coming at you while you are anchored are pretty small, but in a sudden severe squall in a crowded anchorage, it is not at all unusual to see multiple boats go adrift. If one of those is coming at you, you need to move. If your own anchor starts to drag in severe conditions it might not be possible to recover it and slipping might be the only option to get things under control fast enough to avoid serious problems.

What to Learn

Having an uncontrolled vessel drifting down on you–of any size–is only one example of why you might need to exit an anchorage NOW, not later. Your options in this case are very limited. You certainly would not have time to weigh anchor and get underway. Really your only choice is to abandon the anchor and chain in place, and run away. Could you do that fast enough to do any good? A small boat might damage your boat, a vessel the size of the American Independence hitting you would be a life-threatening situation.

For this to be a practical option, a couple things would need to be ready ahead of time. You would need to have the attached the chain to the boat properly. That means NOT shackled to the attachment point in the depths of the chain locker, but rather attached with a length of line long enough to come up on deck and then have an available knife of suitable size and sharpness to cut it.

Of course, if you do this, your anchor and chain are now on the bottom of the ocean. That’s a better scenario than getting run over by 2000 tons of steel and who knows how many tons of very well fed cruise ship passengers, but still decidedly sub-optimum. It is possible, but by no means assured, that a diver could recover it later, but what can you do now to make that unnecessary, or at the very least easier?

The answer is a very old technique in sailing, dating back hundreds of years, at least: Buoy the anchor chain. Attach a float to the anchor chain big enough to stay at the surface when weighed down with chain to make it easy to recover. Let’s do a little math around things we have on board to see what might work.

An empty 5 gallon jerry jug might be an option. It would displace 5 gallons of water, or (5 * 8.34)=41.7 lbs. Since our 3/8″ HT anchor chain (identical to 10 mm ISO chain) weighs just about 1.5 lbs per foot, an empty 5 gallon jug would support about. (41.7 / 1.5) =27.8 feet of chain. Not a very useful quantity. Let’s step up our game a bit. Our largest fender is 18 inches (1.5 feet) in diameter and 3 feet long. (1.5/2)^2*3.14*3=5.3 cu feet. This would displace 62.4*5.3=331 lbs of water, enough to float 331/1.5=220.7 feet of chain. That’s more like it.

After the anchor is set and everything is ready to spend the night, the fender is attached to the chain with a snap shackle over the bow pulpit. With this preset in place, slipping anchor is now a fast procedure in an emergency.

  1. Disconnect the chain hook that is the chain safety.
  2. Untie the snubber line from its cleat.
  3. Throw the fender/float over the side.
  4. Loosen the windlass clutch and let the chain run out.
  5. When the line that attaches the end of the chain to the boat comes out of the anchor locker, cut it.
  6. Run away! Run away!
  7. When everything is back to normal, return and recover your floating chain.

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Another Odd Boatyard Find

Posted on July 4, 2026 by Bill Kinney

Just wandering the boatyard I found something unusual, and–to me–a bit scary. On a trailer, a pair of 12 foot long marine drones. This is a Ghostworks MUT by Ghostworks Marine out of Michigan.

Obviously marine drones have been in the news a lot recently, mostly thanks to the innovations in navel warfare coming out of Ukraine. Now, I am not afraid of being blown up by one of these, and my worries extend to civilian drones as well as the more sinister versions like these.

These boats are small, only 12 feet long, have an advertised maximum speed of 28 knots, have a composite hull, radar, four cameras, a weather station. a light, a GPS antenna, a single navigation light, and, not identifiable, but obviously present, is the communications gear for being controlled by the home base. As far as I know, these are all remote control and are not autonomous. They are designed for the hulls to stack, and quickly assemble for deployment. It is very unclear to me what the actual mission of these things would be. They are so low to the water, that the radar and cameras would have very limited range, although with a published endurance of 370 nautical miles, I guess they could extend the surveillance capabilities of many navel vessels. I am sure they COULD be equipped with munitions payload to turn them into kamikaze drones, but these specific hulls don’t show evidence of anything like that.

There are many other types of water drones on the ocean these days. Weather drones, military drones, and drones of classified purposes. Many of them are autonomous, out on the ocean perusing their own programming without direct human oversight. The problems I see coming is a conflict between manned vessels (like our sailboat) and these unmanned vessels. The rules of navigation at sea have been refined over the last century to ensure that vessels that follow the rules can avoid collisions. Unmanned drones ignore these rules, and in many cases simply can not comply with them. The operators of many of these vessels seem to rely on the “big ocean theory” to avoid crashes.

A decade ago, the Coast Guard would have taken an extremely dim view of a remote control boat out on the water totally out of sight of its operator, with no registration, no dedicated lookout, and improper navigation lights. Now, that is normal. The risks I am worried about are real, and are not theoretical. The UK’s navy has crashed one of their drone boats into a boat under sail in Portsmouth Harbor, causing extensive damage to the yacht. The last update is that they are “investigating” what happened. In the normal rules for collision avoidence, a small motor boat like the drone involved, is required to keep learning of boats under sail.

Just taking this photo as an example, a Ghostwork MUT is a very small, highspeed, craft. It is obviously designed specifically to be low visibility with a matte black paint job, and because of its size and construction will have an extremely small radar return. In waves of any size at all it will be virtually invisible by any means from the cockpit of our sailboat. I suspect that is exactly the point. It has a single navigation light on its short mast, but the light it carries is not legal for a motorboat. It would visually present at night (assuming you saw it at all) as carrying the lights of a sailboat.

I did send some questions to Ghostworks, but received no answer.

Not only is it very hard to detect out on the water by normal means, it will also have a very hard time seeing other boats. The low height of the cameras and radar dome mean that that anything 3 miles away is over the horizon, and effectively invisible. And that is in calm water. Any actual sea waves would reduce the effective horizon even further.

These boats are not new deliveries, but have wear and teat on them that clearly shows they have been used. Yet they carry no form of registration marks or ownership at all. Are they exempt from the normal rules around registration of boats because there are no humans on board?

I do not expect any form of rules and regulations to appear covering the behavior of drone boats anytime soon. The shipping industry really does not have a big issue with them, a 100,000 ton ship colliding with a small drone boat is going to suffer nothing but a paint scratch, so this is never going to be a priority for them. The military and law enforcement organizations that are the primary users will actively resist any rule changes or modifications that restrict their use of these things. It will become more and more dangerous to small manned vessels (like our sailboat) as unmanned vessels become more common. The Wild West is coming to an ocean near you.

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Care and Feeding of the Aging Diesel Engine

Posted on June 28, 2026 by Bill Kinney

In a world where many people consider a diesel engine in a sailboat to be “old” when it has accumulated 4500 hours of operation, our Volvo TMD22 continues to run reliably with 11,000 hours. To put that into perspective, that is roughly equivalent to putting 400,000 miles on an automobile engine. What allows that?

Our 30-year old Volvo is looking almost as good as she runs.

First, of course, is just routine maintenance. Not just oil changes, but all of the procedures that are needed over time. Every thing from cleaning the crankcase ventilation system, to changing the timing belt. These are all listed in your owners manual, but the less frequent procedures are often forgotten or postponed

In addition to the manufacturer’s recommended procedures, there are a few other things that can be done to ensure a long and happy life for your diesel. First and foremost, treat salt water as the serious and deadly poison it is for everything in your engine room. Leaks should be fixed immediately, and throughly cleaned up. Any maintenance work that involves disconnecting hoses, should be done with a wet vac in hand to collect as much spillage as possible before it touches any surface, and any drips that escape should be landing on towels or rags, not expensive engine parts.

Keeping the engine rust-free, clean and painted is not just an esthetic choice, but is critical to spotting small oil and fuel leaks before they become serious. If you expect an engine to be covered with a film of black oil, then it will be. That is not the way an engine should look. All the oil in your engine room should be on the INSIDE of the engine. Not dripping off it, not accumulating in the bilge.

Don’t discount the value of LOOKING. Sailboat engines live in places where we can ignore them. Dark corners of the boat that are hot, loud, and smelly. But just visiting your engine when it is running helps you see and feel what is normal, and when a problem is coming up before it becomes critical. Getting used to what you engine is like when it is running will help you see if it is vibrating more than it used to, making an odd like ticking noise, maybe it is hotter than it used to be, or is dripping fuel, water, coolant, or oil. Even if you don’t know the cause of a change in behavior, any change has the potential to be big trouble. Getting help to get it fixed sooner than later is only for the better. Not seeing these kinds of problems does not make them go away!

As part of our spring maintenance sequence this year we are having the local Volvo dealer replace the timing belt on our engine, as well as checking the compression, and the performance of the injectors. The compression numbers were a bit low, but not at all critical, and considering the age of the engine pretty much as expected. They ranged from 296 to 340 PSI. Minimum specification for a new engine is 304. Two of the injectors have spray patterns that don’t meet standard, and will get new nozzles. All things considered, it is a pretty remarkably good bill of health for a geriatric engine!

Why are sailboat engines so frequently discarded at such young ages? I see a few common reasons.

Diesel engines like to be used. If they sit idle the oil drains down off the various parts, and then starting is very hard on them. Once the metal is dry of oil, it is susceptible to corrosion in the humid world of a boat. Engines that are used infrequently, and for very short periods of time, live a hard life.

Many sailboat have a series of short term owners. If someone is planning on keeping a boat for 2 years, it is very unlikely that they will be doing maintenance that comes up once every 3 to 5 years, especially those larger and more expensive things. Postponed or skipped maintenance will always reslut in a shorter life.

Finally, many engines are condemned and replaced before their time. An owner who has been presented with a series of repair bills for a fuel pump, an alternator, a cooling pump, a leaking fuel system, and a transmission issue might well decide that the easy way out is a new engine, even though the engine itself is fine, and all of the issues are ancillary equipment. This is way more common than it should be, and of course many mechanics are also engine dealers, so they are unlikely to discourage someone who feels that a new engine is the cure for all that ails them.

One of the most frequently cussed at parts of a modern marine engine is the turbocharger. A remarkable invention that basically lets a smaller, lighter engine use less fuel to make more power. Because they are bolted on the engine, it seems that people expect them to be as long lasting and maintenance free as the rest of the diesel. Well, they are not. Turbos last thousands of hours, but they are not forever. Because of the age of our engine, we keep up on what the best replacement engine might be if it ever comes to that. There are a few non-turbocharged engines in this size range, but they are much heavier and much larger than their more sophisticated cousins. I consider the extra maintenance for the turbo to be a good deal for the smaller sized engine block.

A few very small things in the way the engine is operated can make a huge difference in the life of the turbo. Always let the engine warm up before pushing the throttle up. The bearings in a small turbo are not very sophisticated, and absoluetly require a good flow of engine oil to avoid damage. Waiting for the engine to warm ensures that the oil has warmed up and thinned out so it is flowing as fast as it should. Similarly, do not shut the engine down after a run at high speed without giving it time to cool down. Exhaust temperatures in a hard running diesel can exceed 800F. Shutting down the engine when the turbo is that hot removes the cooling effect of the flowing engine oil. The oil remaining in the bearings cooks to a hard, coal-like substance. Always let the engine idle for 5 minutes before shutting down.

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Easy Travel

Posted on May 25, 2026 by Bill Kinney

Sometimes, travel by sailboat is easy. Certainly this last trip from Charleston up to Annapolis was in that category. There was no bad weather, the winds were on the light side, frequently light enough that we didn’t really get a chance to sail, and gave a good bit of exercise to the Volvo. About the only disappointment (other than motoring 2/3 of the time!) was that the weather and daylight did not come together at a place where we could stop and catch some fish.

537 miles in just under 4 days.

Chasing Rainbows

When we see this kind of image on the radar, we know that rain is in our future.

Sometime you do get a bit of a pretty picture as you approach the weather:

Unfortunately, that rumored pot of gold has remained elusive. When we catch up to the rainbow all we get is wet!

Play Time

No trip up the coast would be complete without a visit from the local dolphins. This group of five stayed with us for over an hour. Just racing along as we sailed.

Annapolis Plans

We have a variety of things on our plate here. Some really exciting (not!) things like a dentist visit, some social events, some boat work. Right now we have picked up a mooring off the Naval Academy where we will spend the next week, then we have some running around to do and will be moving to a shoreside dock.

One of the things we will be doing here is to have the local Volvo shop give our engine a good going over. She is having her 30th birthday this year and is coming up on 11,000 hours and there are things that need doing I do not have the tools to do. She hasn’t given us a bit of trouble, and we hope to keep it that way for a long time.

Hopefully we will be done here before the end of June, and then we will head north toward New England.

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An AI Warning Example

Posted on May 19, 2026 by Bill Kinney

I don’t often post about non-boat topics, but this seems to matter…

I confess I was being lazy. I KNEW how to calculate the answer, I even knew all the information I needed to do the calculation but it was late in the evening, I was tired and I chose to just skip the calculation. So I typed into the AI Box:

“How much does a gallon of mercury weigh, in pounds?”

It dutifully relied: “A gallon of mercury weighs 13.6 pounds”

I started to type that answer into the next step of what I was doing, and my brain slowly engaged, and a red flag popped up. “13.6 pounds”?? Hey, wait a minute. That’s not right. Not only is it wrong, it is really, really, really wrong. The correct answer is actually 113 pounds.

Now remember, this is the technology that is predicted to replace 40% of all entry level technical staff next year. Granted, that prediction is by somebody who will make billions for every dollar his AI company’s stock price rises, so he might have a billion reasons to inflate the capabilities of his product. But this is today targeting weapons in war. It is helping decide legal cases. It is being used to write scientific research papers. I find the incredible over-confidence in AI absolutely terrifying.

This is crazy. This technology might have potential, but it is–at least for now–seriously flawed. I would challenge any AI advocates to tell me why I should trust this technology to answer ANY question when it totally flubs such a simple question. It seems like it is especially dangerous asking it a question that you don’t already know the answer to. In which case what exactly can it be trusted to DO?

Just for my own edification, I decided to challenge the erroneous bot. “That answer is wrong.”

The bot replied: “Thank you for calling that to my attention. You are right, the correct answer is 113.”

The only thing more annoying than the original wrong answer is the obsequious need to thank me for correcting it. I do not value, not do I accept a machine’s apology or thanks. That is the very definition of “insincere”(1).

I continued, just to see where this would go. “How could you make such a mistake?”

“I am sorry, I forgot a step in the calculation.”

“Sorry”? “Forgot”???? Really???

How can we be turning over the world to computer programs who would fail a high school chemistry class?

(1) Synonyms of “insincere”: fake, meaningless, superficial, hypocritical, phony, counterfeit, feigned, dishonest, contrived, affected, untruthful, bogus

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Savannah Trip Report

Posted on May 16, 2026 by Bill Kinney

We have polished off our trip to Savannah. It is far enough inland up the Savannah river that it is a bit off our normal path. In the past we have bypassed it because access by water has been problematic. There are no nearby anchorages, and while there is a free public dock, it is strictly first-come-first served. Arriving in the late afternoon and finding no room would be a real hassle for us. Fortunately, last year a new marina opened, the IGY Savannah Harbor. Very reasonable in cost ($1.69/ft/day) neat and clean.

Harmonie at the IGY docks in Savannah

Savannah has been a major port in the region since its founding in 1733. Today the downtown waterfront of the city is bookended by the container port upriver, and the bulk material port on the downstream side. A lot of large ship traffic runs on the river.

The view from Harmonie‘s deck across the river to downtown Savannah.

The Eagle

We had the good fortune to arrive while the US Coast Guard tall ship Eagle was in town and open for tours.

The dockside tours are pretty simple, you get to walk around the deck, with crewmembers available for questions. It is not everyday we get to explore a sailing vessel of this size and complexity.

And More About Boats

Located downtown is the Ships of the Sea Maritime Museum, it wasn’t on our itinerary, but the beautiful gardens around it drew us in. It was a surprisingly interesting way to spend an afternoon. The primary theme is centered on ships with a connection to Savannah. If you are an architecture nerd the building alone–with its long and varied history–is worth the stop. Overall, it is one of the better museums we have seen in a long time.

Overall Impressions

We weren’t as impressed with Savannah as we expected to be. That might be because we are on foot, and confined to the narrow strip of downtown along the river. It is a pretty town, with many parks and squares, and a lot of eating places. The restaurants we tried were varying levels of tourist quality. Nothing to write home about. If you are running on the ICW, you come right down the river here, and it is definitely worth the stop if you are looking for a small city urban experience. For us, it is not worth the trip up the river.

And next…

We arrived in Charleston Harbor and are anchored out off the historic Yorktown aircraft carrier museum. Our sail up here was a fitful one, with winds constantly changing from near calm to 14 knots. We must have raised and dropped sails at least a dozen times in the course of a day.

Tomorrow afternoon we will head over to the marina and get some of our shore logistics done. Weather permitting, we will be jumping from here to Annapolis starting on the 20th of May. Depending on our timing

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On the road again…

Posted on May 9, 2026 by Bill Kinney

After much too long tied to the dock, yesterday we dropped lines and left Brunswick, GA. We spent last night at anchor in St Simons Sound, and are now underway northbound for Savannah. The weather is mild, partly cloudy and calm. We expert to motor the whole way, ad arrive this evening.

This will be our first stop in Savannah. For a long time it was difficult to visit. There are no anchorages near town, and the only place to tie up was the city waterfront, which was convenient, and free, but it was all first-come-first served. Without a reservation, you always risked arriving, and not having a place to stay. Now there is a marina across the River with frequent ferry services to downtown.

We’ll spend a few days there, then jump to Charleston, then on to Annapolis.

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Let There Be (Better) Light!

Posted on March 1, 2026 by Bill Kinney

In any sailboat, especially a monohull, interior light is important. There is a constant tension between beautiful wide open windows, and solar heat gain when you are in a warmer climate. I know lots of catamaran sailors who sing the praises of their greenhouse windows, but I don’t know any that keep those windows open to the sun shining in while sailing in the Caribbean!

When we bought Harmonie she had a rather dark interior. We made some improvements by simply updating the LED bulbs in the fixtures. Things got even better when we replaced the ceiling fixtures with lamps from Alpen Glow Lights. Alpen Glow has been making lamps for boats, RV’s and off grid applications for decades, and they really do it right. For years that result was “good enough”, but we recently had a major additional improvement.

For those of you who are not boat people, good quality lamps for boats are REALLY expensive. The requirement for good design, a very low production volume, and high quality materials needed to survive in a pretty corrosive environment means that a simple wall sconce can cost $300 or $400 dollars. When you need 4 or more lamps to light a cabin, you start running into real money.

Our boat’s light fixtures were original from her build in 1996. They were beautifully made, custom designed for the boat builder, and built of solid brass. Unfortunately, 30 years of salt air had taken a toll, and the lamp bodies and the shades were not as beautiful as they once were. The fabric of the shade was mildew stained, dust had attached itself to the lacquer covering the brass, the brass itself was corroding and the lacquer had become dingy and dull. Serious work was needed.

Replacing the four fixtures with new wasn’t really on the table. We liked the design of the originals, and the cost would have been really high. My first thought was recovering the lampshades, but in the environment of a boat cabin that would be an ongoing project. There are not many materials that would be sturdy enough to be considered “permanent.” So I went off to do some online shopping. I found some glass shades made for chandeliers that seemed perfect. The only modification was the addition of a washer to reduce the diameter of the mounting hole.

Dealing with the brass lamp body was a bit more challenging. First I had to strip off the old lacquer, polish the brass, and re-lacquer it. Brass lacquer comes in matte, satin, and gloss. I used the satin version. Finally, I replaced the existing 3 Watt LED bulbs with brighter 5 Watt bulbs. The end result was a vast improvement.

The glass shade let out far more light and the brighter bulbs added to that.

To make these light more usable, I also added a remote switch panel so we didn’t have to climb over the settee to turn them on–but that’s another story. Now that these lights are bright enough to actually illuminate the cabin, and are easy to use, we have probably used them more in the last two months than we had in the last ten years.

Our Current Situation

We are still in Brunswick GA, but the end of that is in sight. The list of projects we need to finish to leave is now manageable. My medical followups are now down to one more appointment, and if that goes to plan, we will be ready to move on at the end of March.

One complication that is proving challenging is our generator. It needs a new exhaust manifold. That should be simple, except an exact replacement is not available. The engineers at WhisperPower are working with us to fit a similar–but not identical–manifold that was made for the same engine, but for a different generator model.

The first fitting of the replacement manifold did not go well. There were a couple of interferences with existing pieces of the generator, some of which I can resolve, but one looks intractable with the existing parts. The question has been bounced back to the engineers in the Netherlands, and we are waiting a reply. So far they have been responsive and helpful. Especially helpful has been Julie Trujillo at Sea Land Solutions, the WhisperPower dealer in Davie, Florida. Her follow up had been great, and she and her staff have been very helpful in dealing with a complicated problem.

Our Plans

Our cruising plans for the coming summer season are to head north along the US East Coast. Our exact itinerary is not yet decided. New England, and maybe the Canadian Maritimes are the leading candidates. Right now the only fixed decision is the requirement of our insurance underwriters that we be north of Latitude 37 (roughly Norfolk, VA) between June 1 and November 1. That gives us a lot of room for whimsical decisions as the season progresses.

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And Here Comes 2026…

Posted on January 5, 2026 by Bill Kinney

We are spending the middle of winter here in Brunswick GA. It’s a place we have spent some time before, and we will probably be here for about another 5 or 6 weeks until we get all my medical clearances to resume our sailing. Hopefully, I can catch up on some project notes and points of ineterest here!

In the meantime, I have been working on some boat projects and getting some maintenance and repairs to the good ship Harmonie. Today’s project was to try to repair the navigation lights at the top of the main mast. They had become a bit unreliable, not something you want for critical collision avoidance equipment! Unfortunately, repair doesn’t seem likely, so we will replace it, and back up the mast when the new fixture comes in.

We haven’t yet finalized our cruising plans yet for the coming months, but wherever we go, it will be fun!

In the meantime, I have a project waiting for me down in Martinique. I’ll be traveling down there to help a fellow Amel owner with a major engine project the last week in January.

And just for fun, here is your vocabulary word for the day. One of those fun words that aren’t really used much these days, more’s the pity! It would make a great boat name!

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A Mix of Conditions

Posted on November 7, 2025 by Bill Kinney

We pulled out of Wrightsville Beach inlet yesterday just after sun rise, and had a truly glorious day of sailing. as soon as we cleared the inlet we had sails up in the forecast northwest wind, and started making great time. Most of the day making 8 and 9 knots.

We had a 47 foot catamaran that was just in front of us out of the inlet, and by the time we rounded Cape Fear, they were almost three miles back in our wake. The sailing performance of the Amel never ceases to surprise me, in the best way.

Over night, the wind faded, again as forecast, and we fired up the Volvo to keep moving along.

Not all the boats around us were so lucky. 250 miles off shore a catamaran was taking on water, and called for a Coast Guard air evacuation. That’s past the maximum reach of the USCG Dolphin helicopters, so I am guessing they had a Jayhawk nearby with an 800 mile round trip range. Everybody was taken off and returned to land safely. This morning a sailboat entering Charleston Harbor ended up on the rock jetty at the entrance. We have no information about how that came to happen in totally benign conditions.

Harmonie motoring in an oil-calm sea. The new solar panels and Starlink antenna mount are visible on the arch. New lights, and a full rewire complete the upgrade.

We are now about 50 miles from the sea buoy off of Brunswick, and should be arriving at the marina shortly after midnight.

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