Embracing Fender Technologies to Enhance Boating Experience
Boating has always been a blend of tradition, skill, and adventure. However, as technology continues to advance, it is worth it for boaters to embrace the latest innovations to enhance their yachting experience. We will explore the rise of fender technologies, and examine the role of a Fender System in facilitating safer, more effortless procedures for docking and undocking boats, thereby minimising the risk of unwanted impact damage to the boat. Some experienced boaters may say “I have been on boats long enough. We do things the way we always have, using our hands, our eyes and our instinct – that is what real boating is to me. Not some fancy technologies.” Long-time boaters often are not too quick to adopt new technology because they have years of practice and trust in the old-school ways of doing things. They reckon that sticking to what they know keeps the real spirit of boating alive, even though the technology could make their boating experience safer and easier. New Technology Broadens the Horizon in Boating Similar to the emergence of digital photography in the 1990s, there was initial resistance from professional photographers as they were deeply rooted in their established analogue techniques, and perceived this technological shift as a potential threat to the art. However, as time passed, they began to realise that digital cameras not only preserved the fundamental principles of photography but also expanded its scope, adding diversity and excitement to the craft while reducing cost. This flexibility ignited a resurgence of interest in the art, enabling professionals and amateurs to experiment with new styles without losing sight of basic photography theories and skills. Similarly, the Fender System enhances the pleasure of boating by facilitating safe docking and undocking procedures, while boaters continue to refine and utilise their boat manoeuvring skills. This increased safety measure reduces potential damage to the boat and relieves boaters’ stress during the process, hence enhancing the overall experience on the water. How Does It Help? We probably agree that docking a boat is quite challenging, as boat fenders are set to mitigate the unavoidable knocks and scrapes that might cause during docking and undocking. Naturally, it is always an unexpected gust of wind, a sudden turbulence on the sea surface, or an oversight that makes boat arrival and departure at a berth risky and even dangerous. Despite its usefulness, boat fenders come with complications for boaters, as they are bulky to store and inconvenient to use, not to mention the challenges of having a crew to position them correctly at the bow, especially in turbulent waters. The situation can be even more problematic for those who have limited mobility, or those who love sailing solo – the necessity to abandon the helm to deploy or lift fenders during the docking and undocking process is not only risky, but it could be an unwise course of action. The Fender System addresses all these challenges. Using smart sensing technology and remote monitoring & control, the system allows boaters to control boat fenders remotely from the cockpit when docking or undocking the boat, significantly reducing stress and effort, especially in dangerous situations. The system is notably easy to use. It has been designed for boaters to manage it from anywhere on the boat using a smartphone or tablet and a simple app. Powered by batteries that last a long time, the system comes with a waterproof casing so boaters do not have to worry about regular replacements. The installation of the Fender System is considerably simple by just screwing it on the boat rails using a suitable screwdriver. The Fender System is not just about making docking and undocking safer and more efficient, but also about keeping things neat. It also serves as a practical tool for novice boaters, allowing them to hone their sailing skills, while simultaneously enjoying sailing. The integration of traditional skills and the Fender System is paramount to enhancing the yachting experience. By embracing innovations, boaters can preserve their connection to the rich heritage of seamanship while enjoying the safety and convenience. Learn more about the latest version of our Fender System. Feel free to contact us for placing your order.
Fire Safety on Boats
Safety On Board You’ve probably see pictures or even videos of a boat on fire. It certainly is not a pretty sight and one that quite correctly puts fear – or at least caution – into your heart. There is no doubt that the best approach requires a combination of prevention, detection and first line firefighting. Let’s be clear – if a fibreglass boat is seriously on-fire, then ‘abandon ship’ might be your only option. Never put yourself or others at risk Prevention requires a common-sense but methodical approach. Carry out a Fire Risk Assessment – identify what could go wrong; and what you can do to prevent a fire from ever starting. For example, an absolute no smoking policy is the best approach. Also, be very careful of those gas lighters that are used to light a gas ring – they can still have a flame or be hot when placed on a surface or in a drawer, possibly starting a fire. Detection is quite straightforward. There are many low-cost smoke and fire alarms on the market. (Carbon monoxide alarms are also very important.) They are all easy to fit. We have used industrial strength ‘Velcro’ to affix alarms without drilling walls or ceilings. They seem to hold even in choppy seas. Placement is of course important. You need to have one in every ‘room’ in the boat. Don’t assume that fires only start in the galley. First-line firefighting is more complex. Some basic rules apply. Obviously, a pan-pan or mayday (or dial 999 if VHF is not available) is required. To safely extinguish a fire you need to get to it very quickly. It follows, therefore, that you need an extinguisher (even if just a small one) in easy reach in every room that is likely to be occupied (cabins, galley, saloon etc.). Also, always leave yourself an escape route. One risk occurs if you sleep in a forward berth. If a fire starts in the galley, then this may block a possible means of escape. However, opening the forward escape hatch above the berth also has a risk – of encouraging the fire by allowing a draft of air to fan the flames. This reinforces the need to have an extinguisher close to hand. The galley should of course also have a fire blanket. Be sure you know how to use it correctly to avoid burns to your hands. There is, however, one serious, well recognised problem with the common powder type of fire extinguisher. If they have to be used, they make a truly horrendous mess. Unfortunately, they get into all the soft furnishings, they corrode electric and electronic connections, they are potentially toxic if breathed in, they act as a laxative (!!), they can be destructive of engines. The mess can only be safely cleared up using personal protective gear. Go Earth researched this problem and found two ranges of extinguishers (Firetool for inside spaces and Blazecut for the engine bay) that do not suffer from these issues.
The Joy of Berthing
Innovative devices that can aid berthing We all know it. Berthing a boat can sometimes be remarkably straightforward, and at other times can be a time of stress, challenge, shouting, misunderstandings, slight (and possibly expensive) bumps and even the odd (and definitely very expensive) trip to the divorce lawyer! What can you do to reduce the stress? Obviously practice and training are important. So is mentally rehearsing what you are going to do, taking into account wind, current, the windage, momentum and general characteristics of your boat… and of your crew. Fortunately, nowadays, just like parking a car, there are some systems that can help you. For wind direction, simply look at the top of the mast of any sailing yacht. The simple arrow (the masthead fl y) will tell you the direction the wind is coming from. Look at a berthed boat so you get the true wind direction. The wind direction can veer, back or can be steady. Again, look at the arrow. To check the direction and strength of the current, and whether you are on a falling or rising tide, know the area and look at the water. Reading the water is a learned (and easy-to-learn) skill. Tidal maps are generally of limited relevance once you are in the marina itself. The windage of your boat and the nature of your keel will determine the extent to which the wind and current will affect you. If you are new to the boat, spend a few minutes outside the marina, just drifting. See how and which way the boat moves. Various systems make close quarter manoeuvring much easier. Systems like twin engines, bow thrusters and stern thruster have been around for some time. Slightly more recent innovations such as pod systems (like Volvo Penta’s IPS range, the MerCruiser Cummins Zeus, and the ZF Marine 4000 systems) coupled with joystick control aid the control of your boat. The problem with all these systems is that they are either impossible or very expensive to retro-fit. However, there is one activity that until now has always led to the crew being very busy and all too often trying to be in all parts of the boat at the same time – and that is managing the fenders. This applies especially if you are short-handed – such as being single-handed or just a skipper and his/her partner. The scenario is all too familiar. The skipper shouting orders and the partner/crew running from one end of the boat to another deploying fenders, trying to fend off, as well as keeping a lookout. All this is happening at a busy time. Even when you are out on the water you need to find a way to safely stow the bulky fenders so that they don’t cause any damage by bouncing around. Fortunately, a new solution has been designed and launched – the Automatic Fender system. The concept is marvellous in its simplicity. The foam fenders are stored in a special basket. When you approach the marina, the inbuilt GPS knows where you are. The basket then swings out and the motor automatically lowers the fenders to the correct height. Once you have set the height for the marinas you visit, the system remembers them. If you prefer, or are entering a new marina, you can set the height via, for example, a tablet (using the in-built Bluetooth). What does the crew have to do? Sit back and slowly sip the gin and tonic. Or beer. That’s it. It really is as simple as that. How complex are they to initially fit? Again, simple – about 20 minutes per basket. There is not even any wiring to fit. The motors are fully driven by solar cells at the top of the unit. The foam fenders are better at retaining their shape, as they cannot deflate or get punctured. For the larger, crewed, yachts and super-yachts, the installation of this system may even save money on crew costs, as fewer deck-hands may be required. They can even be integrated into the yachts systems; as well as adding to the all-important bragging rights! Go Earth is the international (apart from the USA) distributor for these products. We believe this product will become as essential as, say, a bow thruster in aiding the berthing process. It helps make berthing painless!
The Hunt for Stacia Leigh
The Hunt Starts As a company one of our specialisms is finding suitable boats for clients. In this we are assisted by our own bespoke software known, immodestly, as ‘BEST’ (which actually stands for Boating Enterprise Search Tool!). Recently we were engaged for a very unusual assignment. A client wanted to find a specific boat of great historical interest, which was built in the early 1900’s. He was interested in its fascinating history and in trying to find out its current location or what had happened to it. He had already engaged three local researchers for a period. They had not succeeded in the task. So, as specialists, we were called in. Could we help? We were specifically engaged to investigate and report back on what had happened to the boat variously known as Chryseis and Stacia Leigh. Our research team consists of Joseph Dewhurst, John Thain, Mollie Fordyce and Ilistyl Scates-Stenzel. Although they were very busy on other tasks, it only took our researchers a mere three days to find out the history of this boat and what had happened to it. This is its story. It turned out that this boat has done everything, from being part of the pioneering motor industry, to unsavoury connections to the Nazi and Axis regimes, to smuggling arms, to becoming a movie star in not one but 4 films, to being a bed and breakfast. So – for more, read on… It’s early history; 1906 – 1998 The boat was built in 1906 by clipper company Le Havre, hull number 0227, and named Chryseis. The significance (if any) of the name is not clear; however “Chryseis” is one of the female characters who appears during the events of the Trojan War in Greek mythology. The basic metrics are impressive for the time. It had a gross weight of 84 tons, measured 31 meters LOA, a beam of 4.8 metres and a top speed of 9.5 knots. This was the largest petrol driven yacht that had been built up until then. We think, but are not certain, that the hull was designed and built at the Dubigeon shipyard, in Nantes. The rear fittings were by Maison Leglas Maurice in Nantes. However, the location has not been verified. The vast majority of the boat was reserved for accommodation. This gave it a feeling of spaciousness even greater than its size would suggest. In the stern, there were 4 master bedrooms, each with en-suite. On the lower deck there were a further 4 smaller cabins for the crew. In the forward area there was space for a further 6 people, with a head and a kitchen area. The original owner was Louis Renault, co- founder of Renault motors and one of the early pioneers of the car industry. Together with his two older brothers, Marcel and Ferdinand, they formed the Renault Freres company in 1899. Louis Renault went on to become a highly controversial figure, supporting the Nazis during WW2. It was while cruising up the Seine on Chryseis that Renault spotted a 1,000 acre estate at Herqueville, Normandy. Just like any modern-day billionaire, he bought the estate. Chryseis was originally fitted with two 50HP Renault petrol engines, with a secondary 8HP motor powering internal electrics. We can speculate that Louis Renault was interested in investigating how his engines would perform in a marine environment. Or maybe he just happened to have a couple of spare engines laying around. Of course, diesel is generally regarded as the favourite fuel for several reasons, including the risk of fire from petrol. This seems to have been recognised as there were several fire safety precautions evident in the design and structure. The petrol fuel was placed above the ship’s own deck. The tanks were above the waterline in watertight double boxes, with direct flow to the sea. The annular space between the tanks and the caissons was filled with sand, such that the petrol tank was therefore embedded in the sand. The fueling devices were also above the waterline in completely sealed metal boxes. Any fuel that could have flown from these devices would have been immediately flushed out of the hull. These precautions eliminated most of the fire risk. We understand that she was then sold to 1937 to Count Galeazzo Gano of Liveno, Italy. He had previously married Mussolini’s daughter, Edda, in 1930. There is some evidence that the Count was a journalist, although evidently a well-connected one.When Count Gano died, the boat was inherited by Mussolini. After Mussolini’s execution in 1945, Italian rebels used Chryseis to smuggle arms. Once the war was over, Chryseis became a movie star! She was used in four movies; The Count of Monte Cristo Seven Cities of Atlantis Chitty Chitty Bang Bang S.S. Commodore. The later years; 1998 – 2004 – and a name change After her movie career, she lay abandoned for several years until she was purchased by Patrick and Bonnie Hicks in 1998. She had been discovered in a shipyard near Dayton Beach, Florida. We could find no record of how she came to be there. The boat was then moved to Orange where she underwent repairs and enhancements for a month. This included the radical addition of the upper deck comprising of five staterooms which changed her looks radically and increased the internal accommodation further. This was eventually to become her downfall. The vessel was then moved to Galveston, Texas. Here she underwent a name change and was operated as the Stacia Leigh Bed & Breakfast. She was named after the owners’ daughter. She was moored at Pier 22 in Glaveston, Texas. Unfortunately, the vessel became unstable probably due to poor weight distribution caused by guests staying onboard and that addition of an upper deck. She sank in April 2004. 2004 – present day – Where are you now Stacia Leigh? After the sinking, we believe she was raised by T&T Salvage and placed on hard-standing. Where are you now, Oh Stacia Leigh? During our research we found the following images taken at Port Bolivar
