Coastie04

Talk about the end of the GAOP.com! I hope it's just a minor hiatus due to the economy, etc. pulling us away from our normally sanctioned debauchery.

Now this is an interesting topic. I'd say that Pirates of the Caribbean (the first one) spawned a great interest in piracy. There were some, such as me, who were interested long before, but that interest helped to spawn this pub a decade ago (can it really be that long???). The interest kept building for quite a few years, probably through the second PotC movie, and held decently through the third one. A few people who were turned on by the fiction turned toward the Captain Twill section to learn how to accurately portray pyracy. Great minds, such as Mission, Hawkins and Foxe (the first ones that come to mind without researching old posts-no disrespect to the other great informers here that I failed to mention), helped to keep that section going strong. Pirate events started springing up around the country, even where there was little or no history of piracy. However, eventually the novelty wore off, and although some events are hanging on, even the infamous Pirates in Paradise had to eventually close their tent flaps (a festival that I will lament not having attending for years to come). The downturn of the economy probably had a lot to do with it, as like Capt. Bo mentioned, earning an honest living in the real world takes precedence over the romanticized fantasy life (regardless of how accurately it was portrayed). People had less time and money for hobbies and festivals. With any luck, an upturn in the economy, coupled with a decent pirate blockbuster, will invigorate a new generation of pirates to this pub, and reinvigorate some of the old guard. As for me, I'm not nearly as active as I was in the past, but I will always linger on until either this website or I succumb to time and anonymity.

From my recollection and a brief google search, not many tall ships remain operational in winter months. I think there are many reasons for this, besides the obvious cold. Many of the boats are extremely old and need a lot of regular maintenance. This needs to be done sometime, and if the winter months are the lower revenue months, this is the best time to take the boat offline. Additionally, the weather is nasty beyond the cold. Winter is a time for higher than average wind. Traditionally, some fishing schooners (if they could afford it) would have smaller, heavier sails to use during winter and would leave their 'summer sails' to be maintained or at least stored on shore. They would often at least take topmasts down (if applicable). Snow and ice is another concern, as it can foul blocks and make lines much harder to manage. This can lead to an inability to maneuver if required, an obviously dangerous situation. From what I've seen most of the time, tall ships either travel toward the equator during winter or downrig and are laid up for maintenance, sometimes with a winter cover of some nature to help protect the vessel from the elements and provide more comfort for winter crews working on projects. Historically, some boats would naturally still be out in winter trading, blockading, or fishing. It's just not economical and in some cases can be very unsafe for boats today to be sailing during the winter months in the higher latitudes. Flying kites, on the other hand...

Well, the brig Astrid looks like she'll be sold as scrap now that she's been raised from the ocean floor. I also heard recently that they've raised a few more "huge cannons" (i.e. 6 lbers-not huge in my book) from the Whydah recently. Usually winter's a bit scarce for news of this nature. Piracy apparently is a summer hobby, as are tall ship festivals. What tall ships do sail in winter do so far away from my locals (then again, they generally sail far away from my current locals in summer too). In personal news, my boat's mainsail is being painstakingly repaired this season due to a failed seam late in the sailing season and an abundance of stitching that needs reinforcing due to its age. Maintenance was at least easier with a large crew! That's my contribution to current news. Any word lately on Royaliste since her ramming by that stern wheeler?

Even the Golden Age had it's end. I do sincerely hope that the pub lingers on for many years and that some of the classic pyrates that we've come to know and love return from time to time. I have noticed that some people (myself included) tend to come and go in waves, depending on what life's throwing their way and their current interest and commitment to the hobby. Much like when I was coerced to finally setting up a facebook account: I was glued to it for the first few months. Then I tried to unplug a bit because it was just overwhelming. Now, I've come to a somewhat steady median, though I fluctuate between posting and just lurking. I hope that's all that's happening to the pub; like the tide, there are ebbs in between floods.

I check my local stores for new rums when they get them. Otherwise, I go 'down south' and occasionally pick up something new that I can't get in town. The next town over isn't really an option either, because my mainsail is under repair/being maintained this season and there aren't any roads to the next town. I have tried a new one that I enjoy quite a bit called Kirk and Sweeney. It's a more mellow, sweeter rum and I must admit that the ex-coastie in me really likes the name. I recognized it immediately as the name of a famous rum running schooner. She was captured by the Coast Guard, lengthened, and renamed 'Chase'. She served as the barracks and a training ship for the USCGA cadets for a few years. Once she was ready to be retired, the CG decided that every cadet should serve in 'Chase', so they named their barracks at the academy 'Chase Hall'. I have too many memories in her passageways (and thanks to this history lesson, everyone who goes there can understand why there aren't bathrooms, floors, ceilings, or walls in that building, but instead their nautical equivalent; while there, I thought it was just to train the cadets about proper nautical nomenclature, but it likely stems from the origins of serving in 'Chase'). Additionally, the bottle is very nice (we now occasionally use one for a flower vase on our dining room table). Overall, I also really liked the rum-otherwise it would not get this kind of praise from me.

Personally, I still keep up on the forum occasionally and have all my gear, but there's not much interest in historical piracy in Alaska and definitely no events. I just don't have the time or money to pay a couple of grand for a fun weekend down south right now. Especially not with my 1 year old running around! Other than that, I did just finally finish Ed Foxe's book (took me long enough to get it, right?), sail my own boat, and generally keep up on most tall ship news. As for me, there's no place like the pub...there's no place like the pub...there's no place like the pub... ...where'd that kite that got tangled in my rigging come from, anyway?

Never heard of him, but a 70 gun ship doesn't sound like a small time pirate. Assuming for a moment that he is real and that the story you mentioned is at least somewhat accurate, it may be a case of being branded a pirate by a rival political leader or town. He may have been a legitimate naval commander or privateer with some substantial means to acquire such a large vessel. People with that kind of capital tend to generate enemies as well. Someone trumped up a piracy charge (or exaggerated an actual incident, making it sound worse than it was), he was out of favor in the other port and when he showed up, was tried quickly and hanged. Of course, this is all just speculation, and as I mentioned earlier, assuming that this was a real person.

Exciting, but that particular scenario would not have happened on a pirate ship. Though they would have had occasion to tow their small boats, they would be using natural fiber line. It does not have nearly the stretch capability and would also break at a lower tension for a similar size diameter. The velocity with which that line came back at you is due to 'synthetic line snapback', and can be very dangerous. Of course, they didn't have synthetic line back then. Natural fiber lines don't have nearly that amount of stored energy from stretching before they fail.

Fancy decanter and going out of the way to blend the most expensive rums. When all's said and done, IT'S ONLY RUM!!! There are plenty of very good, affordable rums for the average pirate. Heck, there's no guarantee that this will even taste like rum as the rest of the world knows it. For all we know, it will be a brandy/cognac "respectable" spirit. For me, I'll stick with my Pyrat XO Reserve, Pusser's, Kirk and Sweeney (a new favorite of mine), and whatever new is on the shelf for a decent price when I'm feeling adventurous.

Homemade is oftentimes preferred.

Oooh, here we go... There are a large variety of factors that will account for how deep you can anchor, and I'll try to touch on some of the major points here, though they have literally written books on the subject. First off, the 3:1 ratio (aka scope) mentioned above is generally considered the minimum today. It's good for normal conditions (light wind/current, etc.) with good holding ground (mud is usually considered the best, with rocky/shale or weed bottoms being much less favorable). I have heard of some modern sail and power boats occasionally setting a less than 3:1 scope, but it's generally considered an 'anchor hook', meaning that it's good conditions and that they're going to be anchored for a very short period of time (and generally everyone's up and can react fast if they start to drag). For moderate wind/current or less than ideal holding ground, a 5:1 scope is usually recommended. For storms, or if there's room in the anchorage due to other vessels or shoal water, a 7:1 or greater scope is recommended. Generally, the more line you have out, the less likely you are to drag anchor. After scope, there's also the matter of what style of anchor you have. Most anchors today are designed to dig in to the sea bed with their flukes, and thus you want them to be pulled along the sea floor, and not up at all. Yes, chain or weights added to the line do help this (my personal boat has 30' of chain coming off the anchor before switching to a few shots [90 feet] of nylon rope). Older style anchors were much less efficient at digging in. If you go far enough back, the first anchors were just heavy stones tied on to the end of a rope. These were still effective in relatively moderate conditions, provided the rock is heavy enough. This technique is still used today for buoys in many places, and the buoys generally have a much smaller scope in order to limit their swing circle. I won't get in to the factors that determine the length of chain on a buoy right now, as it is only marginally related to the current topic. Compared to most of the anchors today, the anchors used a couple hundred years ago were much heavier. The Lady Washington, for example (iirc-it's been a number of years), has 3 anchors: two 1200 lb anchors and one 800 lb anchor. She also has a chain rode, as compared to the traditional cable. A different passenger vessel (non-sail) that I've worked on more recently is a larger, but similar weight of vessel and has one approximately 50-70 lb modern anchor with a short rode of chain followed up with cable. I've seen some with a large, but relatively lightweight aluminum anchor as well, preferring to rely on the weight of chain and design of the anchor rather than it's weight. The extra weight of older style anchors can allow you to anchor with a minimal scope (maybe 2:1?) in calm conditions when you have a crew ready to pay out more cable if conditions change. Anyone who's hauled up an anchor (especially by hand) knows that at some point, usually when the anchor rode is nearly vertical, you have to break out the anchor from the bottom. This shows that at least if a boat is preparing to get underway, you can haul up to short stay (the point just before breaking out the anchor) for a while without dragging anchor in good conditions. As for how much the crew/capstain is able to withstand, that's a very hard to define number. Each boat/crew is different. Are you talking all hands in good health with a new boat, or an old rotting boat at the end of a long voyage with a short handed, scurvy struck crew? This is where a lot of the art vs. science comes in to play. Today, many boats have capstains/windlasses that are powered and can only haul up with a certain force. Usually the SOP today is that you use the engines (obviously not available at the time) to drive up to where the anchor is, hauling up line as you go so that it doesn't foul anything under the boat. Then, it's just a matter of breaking out the anchor and hauling it's deadweight (which is lighter while it's still in the water) strait up. Breaking out the anchor, if the windlass/capstain can't do it, can be done sometimes with the engines, though that's usually not recommended. Additional factors to keep in mind: if you have large tidal changes, the scope will decrease at high tide, and your swing circle will increase at low tide (when there's less water between you and that potential shoal). Luckily, in my area, even though there are large tide changes, there are usually not very many crowded anchorages (certainly nothing like the Caribbean). Although the holding grounds are often less than ideal, and there is often the very real threat of high winds, we've got room to use as much scope as possible. For safety, I try to have at least a 5:1 scope at high tide. Given that most of my line is nylon, my back only complains a little about it when I am hauling up the anchor. I sleep much better for doing it, though! Recommended reading if you want more detail: Knight's Modern Seamanship (rev. by Noel) Naval Shiphandling (Crenshaw) Merchant Marine Officer's Handbook (Turpin & MacEwen)

At least the occasional stern head geyser would wash out the pipe...

You've earned some shore leave, and William will be a great successor. I'm sure that you'll be welcome back any time with full honors.

Most sailboats today would almost go over on one side by theirselves and wouldn't need additional hauling over like their round bottomed ancestors. Also, if you have a fin keel, don't think about it! Although some hulls MIGHT be strong enough to take that kind of stress, fin keels aren't designed to be hauled over quite like that, and can dig in to mud/sand and get stuck while trying to right the boat. It can literally rip out your keel. Same can go with an unprotected rudder. Additionally, make sure that wherever you decide to careen (if you do), that there aren't any environmental reasons not to. Changing zincs isn't really a big deal, but scraping and painting can be. I'd hate for fines to be more than the generally safer lift haulouts.

Can't wait to do this again!

And, though a little off topic due to the large tides we have in Alaska, a couple of pictures of my very own Sanctioned Mistress on the grid, essentially careened, but on an even keel in a larger tidal region. Essentially, drive up and tie up, make sure you're over the girders properly to avoid rudder or prop damage, then tend lines and wait for the bath tub to drain. It's a lot cheaper than getting hauled out. OK, mainly this was just an excuse to get pictures of my boat on this site again!

Since a picture's worth a thousand words, here's a few to give a good idea of how to careen vessels. An Old Whaler Hove Down For Repairs, near New Bedford, a wood engraving drawn by F. S. Cozzens and published in Harper's Weekly, December 1882: The old way of careening a vessel is tested out by sailing ship enthusiasts from Arendal. In the old days, before slipways and dry-docks, sailing vessels were hauled over sideways by heavy blocks and tackle fastened to the mast. The winch of a tractor, solidly secured, did the job in this instance. Photo by Erik Holand:

Essentially, find a nice beach, lighten the ship as much as possible (remove ballast, cannons, supplies, water, upper masts, yards, anchors possibly, etc) and tow her aground. Then attach tackle to the top of the lower masts and use them (attached to rocks/trees/anchor) and shift remaining weight all to one side in order to cause the boat to list as much as possible. Work on the exposed hull before reversing the process to get the other side. Wait for a high tide and tow or use an anchor to refloat the boat. Then, reload the gear and be on your way. Obviously, this is the cliffs notes version, but hopefully it will steer you in the right direction.

http://westcorktimes.com/home/?p=20923 As I feared, she's headed to the scrap yard to be broken up. DSiemens: most boats can be ultimately repaired if they are at all recoverable. However, it often will cost more to rebuild the boat than to build an entirely brand new one. This boat doesn't have a much historical significance, besides just being old and surviving. I hope they will be able to build a new training vessel that keeps the essence of traditional sail training with the benefit of extra safety measures.

It had to be said. I really have a problem with the last line: “Nothing scary happened, it is a historical reconstruction and anything can happen,” the local tourist center said. “The participants are prepared for it in advance.” I'm sure glad that there are much higher standards of safety at the reenactments that I've been to! Yes, there are the occasional injuries when using black powder, as well as the normal slips, trips and falls, and reenactment planners should have some plan for actual medical incidents. However, this reads much more like poor planning, lack of training, and inferior safety measures, especially when nobody noticed right away! It does sound like it was an unintentional firing of the cannon when reenactors were too close to the muzzle, so maybe equipment failure (especially if it was an electric charge or something similar) had a part to play? Hopefully the one with a serious injury recovers fully.

Well, she's now high and dry. Photos are out showing the holes (right through the keel!). Note: lots of the rigging was removed prior to salvaging the hull. We'll see if she ever sails again, though... http://afloat.ie/sail/tall-ships/item/23241-tall-ship-astrid-back-from-the-deep-dutch-vessel-successfully-raised-in-kinsale

Well, they've lifted her up and moved her to sheltered waters. Now they're slowly draining the water from the hull, followed by the remaining fuel and oil, before putting her on the hard for a more thorough investigation of cause and salvage prospects. Great video and photos here: http://www.breakingnews.ie/discover/video-the-wreck-of-the-astrid-is-salvaged-in-kinsale-co-cork-606485.html

There are gobs of recipes online, as well as some good books. Furthermore, it's not that hard to design your own recipe, or at least tweak one that you find from a different source.

Well, the salvage operation is properly underway. http://www.rte.ie/news/2013/0909/473223-astrid/