Go Back   Cruiser Log World Cruising & Sailing Forums > Cruising Forums > General Cruising Forum
Cruiser Wiki

Join Cruiser Log Today

Reply
 
Thread Tools Search this Thread Display Modes
 
Old 10-24-2007, 07:18 AM   #15
Admiral
 
MMNETSEA's Avatar
 
Join Date: Oct 2004
Posts: 3,067
Default

Quote:
Originally Posted by farewellandadie View Post
Sorry for this really ignorant question

When writing about a cabin and a fo'c'sle can they be one and the same thing or must a cabin be referred to as just that?

Thank you very much in advance!

(and I can spell but I didn't check my sign on name before I hit enter )
No Question can be ignorant - the answers certainly :- Linda Ronstadt maybe says it for you :-Adieu_False_Heart.jpg

A cabin is usually a part of a yacht/ship where people can bunk down and sleep - a cabin can be an aft cabin, a forward cabin or sometimes referred to as a saloon cabin (a cabin amidships)

The "fo'c'sle" or forecastle is right at the forward part of a ship (or very large yacht) It can be slept in when "V" berth bunks are provided - in this instance it might be referred to as the forward cabin - not the forecastle.

If you go to our Language of the Sea - where terms like this are defined :-

FORECASTLE -

"That part of the upper deck forward of the foremast. Also, the forward part of the vessel under the deck."

CABIN -

"A compartment for passengers and crew"
__________________

__________________
MMNETSEA is offline   Reply With Quote
Old 10-24-2007, 03:07 PM   #16
Lieutenant
 
duckwheat's Avatar
 
Join Date: May 2007
Home Port: Ballard
Vessel Name: VAGABON
Posts: 65
Default

I read the History noted by Auzee. It raises several issues. The commercial guy reported using a warp. I have not heard of that. Do you guys have experience with warps. The other mentioned the problem of chafe on the lines securing a sea anchor or drogue.

Has anyone seen the chain bridle mentioned in the 2005 post?

Duckwheat
__________________

__________________
Motivational Group Leader and Life Coach
duckwheat is offline   Reply With Quote
Old 10-25-2007, 01:05 AM   #17
Ensign
 
Join Date: Oct 2007
Posts: 2
Default

Quote:
Originally Posted by MMNETSEA View Post
No Question can be ignorant - the answers certainly :- Linda Ronstadt maybe says it for you :-Attachment 234

A cabin is usually a part of a yacht/ship where people can bunk down and sleep - a cabin can be an aft cabin, a forward cabin or sometimes referred to as a saloon cabin (a cabin amidships)

The "fo'c'sle" or forecastle is right at the forward part of a ship (or very large yacht) It can be slept in when "V" berth bunks are provided - in this instance it might be referred to as the forward cabin - not the forecastle.

If you go to our Language of the Sea - where terms like this are defined :-

FORECASTLE -

"That part of the upper deck forward of the foremast. Also, the forward part of the vessel under the deck."

CABIN -

"A compartment for passengers and crew"
Thank you so much! That's really helpful and very kind of you to answer so quickly.
__________________
farewellandadie is offline   Reply With Quote
Old 11-08-2007, 02:14 AM   #18
Lieutenant
 
Join Date: Nov 2007
Posts: 48
Default

The question of when and how and what kind of drogue to deploy is a varied one and depends to the largest degree on the nature of your ship and the conditions facing it. For myself, on a 54' monohull fin keel, skeg/rudder fibreglass cruiser of about 55k displacement, I found that in life threatening seas, a drogue is essential. However, *most* commercial drogues aren't worth a damn in a blow. If you were to do a survey amongst heavy weather sailors they will most likely tell you that this or that commercial drogue did just fine for a few hours, before it disintegrated or similar.

I used to deploy a large diameter line from two stern cleats so as to put the bight out behind me such that it was on one side of the threatening waves while I was on the the other. This distance will, of course, vary depending on the nature and size of the seas. When things get *really* bad, I'm one of those that would rather run than fight i.e. forget about heaving to, or tossing a drogue off the bow (that is inviting disaster), I turn around and run (assuming sea room) and try to keep my speed such that I can manuever down the face of the waves. The drogue off the stern keeps it from slewing off sideways when either lifted or whacked by a following sea and causeing me to broach which would then result in a roll, and major diaster. keeping your tail straight to the seas is a *good * thing assuming your ship is properly designed for the deep blue in the first place. Some of these new ultra deep sugar scooped coastal rigs are going to be a real problem.

One thing to keep in mind, is that if you do try a commercial drogue, make sure you have a line strong enough to hold it, and cleats strong enough to hold the line Aft reinforced bits are really the way to go there, tho you almost never see them on today's production boats. Secondly, your enemy is line chafe where it comes off the cleat and over the rail. You need this whole thing rigged up in advance. Trying to rig proper chafe gear on a heaving deck, with waves towering above your head, the boat nearly out of control, and pitch black screaming darkness around you is NOT the time .

Btw, one of the best most durable/effective, and longest lasting drogues I ever saw was home made from a small import car's tire, painted with one of those elastic paints yellow, and simply tied with 1" poly line (it floats so you don't have to worry about fouling your own prop). The line stored inside the tire which was set on a hook in the lazarette ready for yeomans duty as an emergency fender, and /or lifesaving drogue. Didn't cost much either and worked just fine.

Now there ARE times when you might deploy a drogue for other reasons, no power, can't get sail to draw and drifting the WRONG way...a drogue or sea anchor off the bow will slow you down assuming its not the current causing you to drift , or if you're singlehanding and just want to sit where you are for a bit and figure something out etc.

I'll assume there are other peeps on this board that successfully used a commercial rig and hopefully they'll chime in.

seer

Quote:
Originally Posted by duckwheat View Post
The questions come up after reading some info or watching the furling main on another SV in the San Juan's. I meant Sea Anchor, not sail sock.

I am just learning from all of you. When I have a question just post. This is pretty amazing site where you have tutors spread out around the world.

I am in the middle of reading N. Calders Diesel engine care and feeding. I am going to brush up on the electrical systems next.

What is a good source for of learning how to use a sextant? Books, courses?

Pondering in the Potato state

Duckwheat
__________________
Seeratlas is offline   Reply With Quote
Old 11-08-2007, 03:17 AM   #19
Admiral
 
Auzzee's Avatar
 
Join Date: Jan 2005
Home Port: Darwin
Vessel Name: Sandettie
Posts: 1,726
Default

Hi Seer,

I defer to your obvious depth of experience of heavy weather sailing, but would ask for clarification of two points. First, at what point do you determine seas to have reached a 'life threatening' state and second, when running away in heavy conditions, particularly as a singlehander in a largish boat with a fin keel, how long do you believe you can effectively helm the craft before you become the major danger to the ship's safety?

Before buying my 'solid' seabrake drogue, I researched the whole question quite thoroughly. I must say that few people were specifically critical of commercial drogues (although unfamiliarity with their deployment caused some critical chafing issues) and there is a great body of positive evidence regarding the use of these devices (which must be made to perform to an international standard); many chose to stream lines from the stern and many made their own, such as the series drogue, from established and tested patterns.

Having read a few disaster stories, I would hesitate to place my vessel under the partial control of a towed car tyre as I fear the difference between theory and practice could be wide indeed.

My experience with deploying a drogue is limited to testing my seabrake in offshore conditions of 20kts of trade winds over a relatively shallow bottom to produce unexpectedly large, though predictably consistent waves. The holding power is awesome. I wonder how difficult it would be to control the release of an efficient drogue in seriously heavy conditions....the potential for damage to the vessel and personal injury would always cause me to think twice before setting the drogue.

Welcome to the forum, and I look forward to hearing more from you in the future. It is always nice to hear from sailors who are out there 'doing' it.

Best wishes

David.
__________________
"if at first you don't succeed....Redefine success"!


Auzzee is offline   Reply With Quote
Old 11-08-2007, 03:22 AM   #20
Admiral
 
Nausikaa's Avatar
 
Join Date: Sep 2005
Posts: 1,619
Default

Quote:
Originally Posted by Seeratlas View Post
Btw, one of the best most durable/effective, and longest lasting drogues I ever saw was home made from a small import car's tire, painted with one of those elastic paints yellow, and simply tied with 1" poly line (it floats so you don't have to worry about fouling your own prop).

seer
The tyre may work well as a drogue (I don't know as I have never tried using a tyre for this purpose) but a word of caustion about polypropolene lines. Yes, they do float but all boats, and even big ships, I have sailed in have tendency to lift their props out of the water when the going gets tough. There is the inevitible sea-saw motion so I would say that deploying polyprop ropes is no guarantee for not getting a fouled prop.

Aye // Stephen
__________________
Yacht NAUSIKAA | Call Sign: 2AJH2




WHEN WAS THE LAST TIME YOU DID SOMETHING FOR THE FIRST TIME?

www.nausikaa.org.uk

= Sweden, Norway, Denmark, Lithuania
Nausikaa is offline   Reply With Quote
Old 11-08-2007, 09:25 PM   #21
Moderator
 
JeanneP's Avatar
 
Join Date: Jul 2004
Posts: 2,098
Default

In Peter's younger days he spent all his spare cash on the hunt for giant bluefin tuna. As a sport, back when bluefin tuna sold for about $0.02 per pound, and was used for catfood. Even though fuel for a sportfishing boat was cheap, the amount of fuel that such a boat consumed still made it an expensive sport. As such, he and his buddies did not have fancy boats, never stayed in a marina but rafted up with the commercial fishing boats for the night, and got their bait from them after they had pulled their nets. The fishermen were happy to give a bucket or more of trash fish in exchange for a six-pack of beer.

Anyway, it was from the New England commercial boats that Peter learned about using a tire on a long warp as a drogue. Fishing boats used tires for a lot of things: fenders when they tied up to the commercial docks, rafted three or four boats out; snubbers for their anchor/mooring chain when they sat out a bad storm; and as a drogue when the bad storm hit them while they were still many miles from shore.

Tires seem to have worked, but not many pretty sailboats carry tires around - they're ugly and leave nasty black marks on everything they touch.

I don't think that I would use polypropylene line for anything much, however. The line is significantly weaker than nylon: 1" economy nylon rope has a Standard Tensile Strength of about 24,700 pounds, 1" General purpose Polypropylene TS is 14,250 pounds. And since polyprop. has a very low melting point, the greater risk is the weakening due to repeated tensioning and chafe, something you can't avoid with whatever line you use running a drogue or sea anchor.
__________________
In 1986 we went cruising for a few years. After 20 years and 50+ countries and several oceans, we are STILL "cruising for a few years".

SY WATERMELON |
MV WATERMELON (New) | Cruiser's Dictionary, free ebook

= Cruiser's Dictionary, North America,
JeanneP is offline   Reply With Quote
Old 11-08-2007, 10:32 PM   #22
Lieutenant
 
Join Date: Nov 2007
Posts: 48
Default

14k is a lot of tensile. more than most cleats, and more than a lot of plastic/wood boats can take on the stern without something coming off. Also, I attach at two points, so I have a total pull of around 28k but only 14k on each bit. Sometimes you WANT a line to break if the alternative is worse. For instance, witness the tugs pulling barges that have gone down when their cables snagged a sub...or vice versa...the navy is usually mum on these incidents. And, the benefits of floating poly in a confused sea where one second your drogue may be almost within armslength, and the next its on the other side of the wave you're in the process of surfing down...well...if its on the surface, its not in the prop.

I use black poly, it not only floats, it doesn't break down in UV anywhere near as fast as the others, and at 1" the bight makes a pretty fair drogue by itself. In survival conditions, add the tire and it will equal or outlast pretty much any commercial drogue I know of, many of which have been lost or rendered ineffective as they self destructed in a true gale. Further as I said, the tires I'm familiar with have been painted with a kind of liquid vinyl or similar paint. From more than 3 or 4 feet away, you'd swear it was a man overboard ring.

Now, as for "pretty yachts" being without tires, well that's true...but then again, you see a lot of pretty yachts loaded on freighters or special yacht transport boats rather than sailing across by themselves. And, of those that do cross oceans, there are still some out captained by those that are less concerned with looking good, than surviving, and not only just the gales. I've seen quite a few cruising skippers over the years that would intentionally dirty up the exterior of their boat...laundry, unkempt lines tossed in a random fashion, some water based paint slopped onto the stainless to make it look like painted galvanized..etc., all before spending some time in certain third world ports. Lastly, on the issue of chafe on a drogue line, a proper seaworthy bit is placed so that a drogue line run aft, touches neither chock nor gunnel. Other captain's may have other views, but now you've heard mine.

seer

Oh, yeah, the difference in price between one inch poly and braided nylon, plus the used tire vs. the commercial drogues buys one HELLUVA lot of good times down at the local sailors' pub assuming one's swash, buckles in that direction

Quote:
Originally Posted by JeanneP View Post
In Peter's younger days he spent all his spare cash on the hunt for giant bluefin tuna.
__________________
Seeratlas is offline   Reply With Quote
Old 11-09-2007, 04:21 AM   #23
Admiral
 
Nausikaa's Avatar
 
Join Date: Sep 2005
Posts: 1,619
Default

Quote:
Originally Posted by Seeratlas View Post
14k is a lot of tensile. more than most cleats, and more than a lot of plastic/wood boats can take on the stern without something coming off. Also, I attach at two points, so I have a total pull of around 28k but only 14k on each bit. Sometimes you WANT a line to break if the alternative is worse. For instance, witness the tugs pulling barges that have gone down when their cables snagged a sub...or vice versa...the navy is usually mum on these incidents.
Just a little word of caution about the two-bits set up. You do not say if you secure your warp to two bits in tandem or using a bridle arrangement. I assume though, as you state that each bit is taking about half the load, that you mean a bridle arrangement.

A bridle arrangement is useful in many circumstances, not least when towing as it facilitates steering, but if using such an arrangement the load per cleat/bit depends not only on the maximum towing load but also on the angle between the two parts of the bridle. Shallow angles will not increase the load per cleat/bit very much but larger angles will. The total load will not be more than the total weight of the tow or, in this case, the forces exerted to hold the vessel at her sea anchor, but the load per cleat/bit and bridle part can be far more than 50%.

Sitting in a hotel room here in Southampton I cannot do any calculations on this but when I return home, at the back end of next week, I will pull out Norries and do the trig exercise to give an example or two.

Regarding tugs pulling barges. How can their cables snag a sub? I have seen many tugs pulling barges and the tow wire is normally taught or, if there is no load at that particular moment, not hanging far beneath the surface. Also, I am not sure about US regulations but in most parts of the world the tug uses a tension winch which, if the load is too great, automatically pays out the towing wire. For shorter towing trips, such as harbour towage, the towing wire may be placed on a towing hook but these must be quick release hooks so that a rapid pull on a lever will cause the hook to capsize releasing the towing wire.

Aye // Stephen
__________________
Yacht NAUSIKAA | Call Sign: 2AJH2




WHEN WAS THE LAST TIME YOU DID SOMETHING FOR THE FIRST TIME?

www.nausikaa.org.uk

= Sweden, Norway, Denmark, Lithuania
Nausikaa is offline   Reply With Quote
Old 11-09-2007, 02:29 PM   #24
Lieutenant
 
Join Date: Nov 2007
Posts: 48
Default

David,

thanks for the welcome.

First off, I wouldn't advise *deferring* to anyone When you take command of your own vessel you are doing exactly that, including shouldering yourself with all the responsibilities for ship and crew that entails. It is one thing to consider reasoned advice born of the experience of others, (which is what I'm trying to offer) but when the proverbial *buck* stops, it stops with the captain of the vessel and you must make your own decisions as to what is *right* and what is not for Your vessel, and Your crew, facing the conditions actually at hand. Measure what you read, and hear on your own internal scales of experience, reason, and in some cases intuition-and do so mindful of what you know about your own abilities, weaknesses, and those of your ship and crew. While I believe there are many valid *generalities* one can say about this subject, when the time comes, generalities don't cut it. You have to deal with the specifics of the situation of ship and sea confronting you at the moment.i.e., you play the hand you've been dealt.

Having said all that, "Life threatening" conditions vary according to a large number of circumstances, sea state, ship size, type, construction and condition, crew condition, direction and strength of wind, proximity to hazards etc. I guess the only all encompassing answer I could give would be "You'll know it when you see it ". In *general* I would say when you are having extreme difficulty in controlling the movements of your ship, and the likelihood of a broach/roll/ or pitchpole is probable should you err in your efforts at manuevering, then you are *there*. Water temps would figure in as well as would wind activity (strength and direction) capable of bringing your rig down.

If well rested, and in good health I've managed unaided by machinery, about 11 hours in a protected cockpit before noticing that my reaction time begins to fall. An open cockpit in foul weather gear would reduce this number substantially and a fully enclosed secure pilothouse would extend it. Fortunately on the occasions that I've been out in truly life threatening conditions, the autopilot has been fully functional and with that burden removed, I found I could stand 18 hours or so out of 24. In the one instance when it was necessary ( I was attempting to triangulate with a navy ship looking for a family of 4 that was going down), I managed 28 hours, but I was physically worthless for about 24 after that and mentally *down* for substantially longer...(we did not find them in time).

Lastly, you ask about the skipper becoming a threat to the ship's safety... I do not personally believe that many of todays production boats can survive a big storm on their own. The constant quest for lighter, and faster, has substantially reduced the ability of many ships to just *batten down* and wait it out...therefore I consider that a good skipper can extend the life of his boat (and himself) by manuevering in conditions where in his absence she would simply be torn apart.

There are exceptions. Some heavy cruisers might lose their rigs, be rolled etc. and still survive. Many do. I've heard of one steel 36footer that was run down by a tanker, submerged and came back up again looking more like a banana but still watertight and with the captain still alive but with a few broken bones from being tossed about. There are cases where the various coast guards have removed the captain and crew from a seemingly foundering ship, only to find days later that she is ghosting around out there still in relatively one piece, but I think these are exceptions.

As for the car tire, try this one. take your tire out and tie one end to another boat then both pull and try to tear it apart. You can even try it between to cars. Then try your drogue. The forces on any drogue in Force Ten or better and big seas are ENORMOUS. far more than your two average cruising boats can pull. I've heard good things about the series drogue design, I've heard lots of reports of failures. Never heard of a tire coming apart. Never. Remember, I'm not talking about 20 or 30 knots of wind. To me that's good sailing. I'm talking about 75knots and up, way up.

seer

oh, one more thing. the "release" . I rig a tire so that it can be run at 90degrees to the rode and tripped so as to run endwise for less drag. If for some reason I have to lose it *Right NOW* it can be cut loose and I'm out a few dollars. there are lots of tires.

Quote:
Originally Posted by Auzzee View Post
Hi Seer,

I defer to your obvious depth of experience of heavy weather sailing, but would ask for clarification of two points. First, at what point do you determine seas to have reached a 'life threatening' state and second, when running away in heavy conditions, particularly as a singlehander in a largish boat with a fin keel, how long do you believe you can effectively helm the craft before you become the major danger to the ship's safety?
__________________
Seeratlas is offline   Reply With Quote
Old 11-09-2007, 02:33 PM   #25
Lieutenant
 
Join Date: Nov 2007
Posts: 48
Default

Stephen,

good points.

Your experience at big boat handling is evident but for most small sailing craft the beam at the stern would be substantially less than the length of rode payed out on the drogue so the angles would be seem to be sufficiently small and therefore safe in *most* circumstances. And yes, I'm speaking of a bridle. I like two bits in the stern each at the corners and one more in the bow.

Regarding the tugs, you make a good observation. The answer appears to be that some tugs tow barges at such extreme distances (and I have NO idea of why that is necessary) that the unsupported weight of the cables causes them to submerge substantially. In several instances of which I'm aware, subs just below the surface apparently mistakenly concluded either that the two surface "vessels" were not attached and either steered between them not expecting cables or were simply not even paying attention. In one fatal incident (for the surface vessel) the sub apparently never even realized they had dragged the boat down.

There were two relatively recent incidents off the coast of southern california, one that was hushed off of vancouver and I believe several in the english channel some years ago. Also, there is sustantial evidence indicating that at least one fishing boat was dragged down by a sub catching its trailing nets. Sometime in the mid seventies I had occasion to be on my father's boat off Vancouver island when a sub suddenly appeared on his commercial fishfinder not one hundered meters below us, and it was a BIG one. At first I thought the sounder had broken or that it might be a whale, but in the end was far too large to be anything else.

seer
__________________
Seeratlas is offline   Reply With Quote
Old 11-09-2007, 07:29 PM   #26
Admiral
 
Auzzee's Avatar
 
Join Date: Jan 2005
Home Port: Darwin
Vessel Name: Sandettie
Posts: 1,726
Default

Thanks Seer, The reason I mentioned the aspect of a solo skipper becoming a danger, relates to an experience I had a dozen years ago. I was sailing my long keeled 46' sloop in waters which, though not busy, were a traditional shipping lane and which abutted open commercial fishing grounds for a 300 mile stretch.

I was 'catnapping' for at least 60 hours and had fallen into a routine of spending about 15-20% of the time asleep, setting an alarm for no longer than 15 minutes. After an almost embarrassingly short time, perhaps 36 hours, I found my peripheral vision impaired and my determination to take no risks was being increasingly compromised.

After about 48 hours, I had a constant roaring in my ears and a feeling of detatchment which would not have served me well if a dangerous situation has arisen. At the time, I was aware of my state but felt that any danger would have produced sufficient adrenalin to make me effective.

In retrospect, I doubt that would have been the case. The vessel was sound and sailed happily in a reasonable, following swell and 15-25kt winds under the influence of an autohelm, a radar alarm and a boom brake....but I do believe with the benefit of hindsight that I had become the weakest link (if not a danger to the safety of my boat and the integrity of the voyage) within 24 hours.

But, it was a good passage during which I averaged 10.2 knots SMG (above hull speed) for one 11 hour period.

Cheers

David

PS..How I measured 'sailing happily'.

With no shaft brake, the cadence of the prop transmitted through the hull was a continual 'woo................woo................woo........ .......woo, woo,woo,woo,woo,woo,woo,woo....................woo etc.
__________________
"if at first you don't succeed....Redefine success"!


Auzzee is offline   Reply With Quote
Old 11-09-2007, 09:56 PM   #27
Moderator
 
delatbabel's Avatar
 
Join Date: Jul 2007
Posts: 687
Send a message via AIM to delatbabel
Default

I'd be interested to see a diagram and/or a description of exactly how to rig the car tyre as a drogue. The description here isn't really giving me the full picture.
__________________
= New South Wales, Queensland,
delatbabel is offline   Reply With Quote
Old 11-10-2007, 02:51 PM   #28
Moderator
 
redbopeep's Avatar
 
Join Date: Jun 2007
Home Port: Washington DC
Vessel Name: SV Mahdee
Posts: 3,185
Exclamation

Quote:
Originally Posted by Auzzee View Post
Having read a few disaster stories, I would hesitate to place my vessel under the partial control of a towed car tyre as I fear the difference between theory and practice could be wide indeed.
Hi, David,

About the tire working vs not--the fellow who is helping us refit our boat had a small trimaran that he took on a loop 'round the Pacific about 20 years ago. He encountered conditions requiring that he deploy his drogue. It was lost within hours. As I recall, the chafe took out the lines to it. He was then "stuck" without a solution in heavy weather and deployed a couple small tires he had onboard. I can't recall why he had them onboard (may have been for emergency steering) but they worked like a charm and he ended up thinking that one would be crazy to deploy a commercial system when his impromptu system of trailing two tires worked so wonderfully.

Also about attaching lines to the stern--I agree that most production boats don't have the requisite tie-in between cleat and something stronger than a tiny bit of deck blocking. Being an old boat, ours was designed with two Samson posts on each side of the aft deck for such heavy duty. At some point, someone saw fit to remove them, but we're putting new ones back in place. They go from the deck through to the hull structure.

Speaking of old boats, drogues, trailing warps, etc. I've read accounts of cruising done 40 to 80 years ago where the cruiser talks about trailing x many hundred feet of line, or trailing 2 lines of x many feet long or even 3 lines of x many feet long. I've not heard any recent accounts of doing this--is it still done? Or, have all cruisers sensibly gone onto the use of drogues, sea anchors....and spare tires?
__________________

__________________
"Do or do not. There is no try." - Yoda

What we're doing - The sailing life aboard and the Schooner Chandlery.

redbopeep is offline   Reply With Quote
Reply


Currently Active Users Viewing This Thread: 1 (0 members and 1 guests)
 
Thread Tools Search this Thread
Search this Thread:

Advanced Search
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Trackbacks are Off
Pingbacks are Off
Refbacks are Off


Similar Threads
Thread Thread Starter Forum Replies Last Post
Which Boat To Sail FinalFantasea General Cruising Forum 6 11-06-2009 02:00 AM
Renting A Sail Boat Roserita General Cruising Forum 1 12-14-2007 01:47 PM
Sail Boat Insurance Trim50 General Cruising Forum 20 07-31-2007 06:11 PM
Boat selection Questions - Circumnavigation csiunatc General Cruising Forum 16 08-13-2006 07:32 AM
A few boat questions Bajamas General Cruising Forum 9 03-24-2006 09:56 PM

Our Communities

Our communities encompass many different hobbies and interests, but each one is built on friendly, intelligent membership.

» More about our Communities

Automotive Communities

Our Automotive communities encompass many different makes and models. From U.S. domestics to European Saloons.

» More about our Automotive Communities

RV & Travel Trailer Communities

Our RV & Travel Trailer sites encompasses virtually all types of Recreational Vehicles, from brand-specific to general RV communities.

» More about our RV Communities

Marine Communities

Our Marine websites focus on Cruising and Sailing Vessels, including forums and the largest cruising Wiki project on the web today.

» More about our Marine Communities


All times are GMT. The time now is 03:37 PM.


Powered by vBulletin® Version 3.8.8 Beta 4
Copyright ©2000 - 2016, vBulletin Solutions, Inc.
SEO by vBSEO 3.6.0