Singlehanded TransPac Weather/Tactics

June 14, 2010

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PART 3: ACROSS THE WINDY REACH

West of the Gulf of the Farallones lies the “WINDY REACH.” In late June and early July, the EPAC High is centered 80% of the time north of 28N and west of 133W. Between the EPAC High, and low pressure inland over Southern CA/Arizona flows a cool northwestererly breeze from 310 m called the WINDY REACH.

Crossing the WINDY REACH, we steer for a critical waypoint I like to call "Pt. A." This mythical Pt. A lies somewhere on a north/south line along longitude 130W. The reason Pt. A is such a critical point is that in a typical year, Pt. A lies on or near the SE RIDGE or lobe of the EPAC High. Once you cross this RIDGE of lighter winds, barometric pressure stops its slow rise, the wind comes aft and builds, and the NE Trades fill in south of 29N x 135W.

To paraphrase Stan Honey, "As you left the Coast you made your decision where you wanted to cross the RIDGE (130W), you sailed there, and now you have to live with it for four or five days. If you are too far to the north, you will be slowly destroyed by the yachts to the south of you, and there is nothing that you can do about it..."

Stan goes on to say: "The central question concerning course selection is: how close to sail to the High, or how many extra miles to sail to get farther from the High. In years when the Pacific High is weak or weakening (<1026 mb) and positioned well south, there can be strikingly more wind to the south. This condition can persist for the entire middle third of the race. Occasionally, however, the Pacific High will be strong or strengthening (>1032 mb), and located far to the north. In these conditions, it IS possible to be too far south. The boats that sail closer to the high will not only get more wind, but will sail the shorter distance."

If you are racing a light displacement boat, it is likely worth sailing extra miles to the south to cross the WINDY REACH on a broader point of sail. Then after crossing the RIDGE, a ULDB may well have more wind to the south to mitigate the extra miles sailed.

On the other hand, a heavier displacement boat that reaches hull speed sooner may not need to reach to the south to find a better wind angle and/or more wind. The average speed of a displacement hull will likely not pay for extra distance sailed to the south.

Thus the axiom has grown over the years that for the SHTP, heavier displacement boats can sail closer to the EPAC High and plod down the Rhumb Line at hull speed, sailing minimum extra miles, while the ULDBs burn up the ocean further south, sailing several hundred miles more.

Whether this axiom is true depends, like most everything else in this race, on the location of the center of the EPAC High.

Crossing the WINDY REACH, the barometer will slowly rise from approximately 1015 mb near San Francisco to near or slightly above 1020 mb at Pt. A. It is best to maintain a distance of at least 7-8 millibars from the center of a moderate strength EPAC High (1026-1032 mb). In other words, if the EPAC High center is forecast to be 1028 millibars at position 38N x 145W, a safe place to cross Pt. A would be near the 1020 or 1021 isobar, probably near 33N to 34N.

Keep in mind the center of the EPAC High can bounce around many hundreds of miles in just a few hours. Usually this change in position of the jello-like EPAC High predominantly varies in an E/W direction, more than N/S.

Depending on the position of the High, and its circling isobars, Pt. A could be crossed as far south as 27N x 130W in an abnormal Transpac year like 1979 and 1980, especially if the High is weak and well to the south.

Or as far north as 34Nx 130W if the High is strong and anchored well to the north and east, offshore of British Columbia.

Generally, Pt. A sits somewhere in the vicinity of 31-33N x 130W. You do not have to sail directly through Pt. A. It is only a reference point to aim for. If you happen to see a buoy marked "A" near 32 x 130 as I once did, you might want to think about catching up on sleep.

Crossing the WINDY REACH in rough conditions, as well as ship's leeway, there is a surface current up to 1 knot flowing north to south to add to computations.

In 25 knots of NW wind, you might be sailing at a speed of 6-7 knots to the SW. But also making 1.5 knots of leeway and drift to the south. For the first three days of the SHTP, I add in 10-12 steering degrees, or 35 miles/day, of southerly set.

Just before the sun sets on the first night of the SHTP, somewhere abeam the Farallon Islands, it is time to take stock as to what sail combination will be best to wear entering the WINDY REACH. Although a half moon will be overhead this year at the start, after dark in rising wind and seas is not a good time to be experimenting with sail combinations and steering adjustments.

In a normal year, or 50% of the time, the NW GRADIENT wind will blow 20-30 knots during the WINDY REACH. A reefed or deeply reefed main is often the best choice. As is a small, or reefed headsail. Familiarity with one's boat pays dividends: The key is having an almost neutral helm. Severe weather helm will soon overwhelm an autopilot, or put the windvane into a state of rebellion.

With a 310 m True Wind Direction (TWD), and a boat speed of 6-7 knots, the Apparent Wind Direction (AWD) on a course steered of 225 m will be about 75 degrees from the bow. Or a close reach/beam reach point of sail.

In 25 knots of wind, for best neutral helm, the working sail area will be concentrated forward. A #4 jib, staysail, and double reefed main was the standard combination Wildflower carried crossing the WINDY REACH. In the 1978 SHTP between 0300 and 0900 hours on the first night/second day, I dropped the main altogether in 30 knots of wind, and carried on under #4 and and working staysail.

The windward jib sheet can be led around to the leeward rail for an outboard lead that opens the slot. And provides a safety backup.

Unused working and storm sails, less spinnakers, can be securely lashed to the weather rail, where their weight will provide additional stability. Sails lashed to the weather rail will also divert water on deck from gushing aft into the cockpit.

Before dark the first night on the WINDY REACH I recommend making sure all gear that can be washed overboard by a breaking wave coming from the starboard beam is well secured: safety lines on solar panels, a safety line on the above deck tiller pilot, and a line securing the windvane sail to the boat. Also, if you carry cockpit weather cloths, the leeward (port side) weather cloth should be removed. And the windward (starboard side) weather cloth secured with breakaway ties on its bottom edge.

Loose halyards are best tied off from the mast to prevent distracting slapping and chafe during the night.

All loose sheets, halyards, and reefing lines should be well stowed so their tails don't wash overboard and tangle in the prop or rudder. Through hulls should be closed and pressure water systems turned off. A hospital urinal serves as a pee bucket, and can be emptied out the companionway hatch.

The computer is either well secured with lid closed, or stowed out of Harm's Way altogether. And an assortment of flashlights are readily available, including a bright spotlite for illuminating sails if oncoming commercial traffic is in the area. Ambient illumination in the cabin is provided by several glow sticks. Foam ear plugs help reduce the cacophony of sounds, but are removed at regular intervals to listen for ?. If it is really rough, I wear a bicycle helmet or double watch caps for head protection if thrown across the cabin.

If you are sleeping to weather, a full length lee cloth 12" high above the bunk cushion, is the only thing short of seat belts that will keep you in the bunk. Alternatively, resting on spinnnaker bags, pillows or a bean bag on the cabin sole is at the least point of motion, and provides ready access to the AIS and cockpit.

Handy wipes, wash cloths, and a thermos of hot water help keep facial salt encrustation at bay. At night, KGO talk radio, AM 810, can be listened to almost halfway to Hawaii.

As it begins to get dark the first night, I like to identify boats in the vicinity, enter their bearing and distance on my plotting sheet, and note their running light configuration.

Commercial shipping from Panama to Asia crosses the fleet at right angles during the WINDY REACH. Mysteriously, it seems if there is a ship in sight on the horizon, there is a 50% chance it is on a collision course.

On deck, a tether should be snugged to windward with no slack that could potentially launch the skipper across the cockpit. Just being clipped to the jackline is not sufficient in breaking seas: take a couple of wraps around a weather winch.

The WINDY REACH, the first third of the SHTP, can be exhilirating if prepared mentally and physically. Or terrifying if breaking seas are ripping gear from the boat, the cockpit is filling, and the cabin is in disarray.

If a repair or sail change is in order, consider bearing off downwind to an AWA of 165 to lessen the impact of wind and seas while on deck.

After 36 hours at sea, the wind and seas will slowly begin coming aft, the motion will steady, and maybe it's time to shake out a reef. Just don't forget the reef ties.

GAME PLAN for the WINDY REACH: Chose Pt. A based on future best estimate of position of EPAC High and the isobars on its southern perimeter.
Secure all loose gear and line. Keep tether taut if rough. Stay warm. Keep the boat balanced with neutral helm.

PART 4: BUG LIGHTERS in SLOTCARS

The middle third of the SHTP has been dubbed "SLOTCARS" by former SHTP winner and SSS weather treasure Stan Honey. The reason is each Bug Lighter has chosen his/her lane to cross the RIDGE. And must now live in that lane until the "SLOTCARS" section ends. SLOTCARS end where the wind veers far enough to the east (080 m) so Hanalei is Dead Down Wind (DDW) and either jibe may be sailed.

As one nears the conclusion of the WINDY REACH and approaches Pt. A on the SE RIDGE of the EPAC High, the prevailing NW wind (310 m) has slowly veered into the N (350 m - 010 m). The wind is also decreasing in velocity and becoming puffy. Seas smooth, and the swell drops to 3-5 feet. Dark "cats paws" puffs can be seen approaching from windward. Sailing on starboard tack, puffs are 15 degree headers, while lifts predominate in the lighter wind between puffs.

Many miles can be won/lost as one begins SLOTCARS. Three big gainers against less aggressive sailors can create a 'jump' during SLOTCARS:

1. With the wind oscillating both in strength and direction, a windvane, or AP set to AWA, will sail the boat extra miles in zig-zagging fashion. Rather than keeping one trim setting, and wandering all over the ocean, it is better to hand steer as much as possible, or set the AP to steer to a compass course, and trim the sails.
   Trimming while steering means having the main and headsail sheets readily at hand. I accomplished this on Wildflower by 'cross sheeting' the leeward jib/spinny sheet to the windward primary winch, just forward of my helming position.
2. By setting light sails, especially a reaching spinnaker, before other competitors, 1-3 knots extra boat speed (BS) can be gained. Sailing with a heavy jib with the wind light and aft of abeam is just plain slow. The tendency is to wait too long, usually 6-12 hours, before setting light sails.
3. With the breeze going light and aft, creating apparent wind becomes critical, even in a heavy displacement vessel. When the ocean's surface is wrinkled, but the sails are hanging, head up more onto a reach, and get the boat moving. This speed creates apparent wind, which in turn creates more boat speed, and more apparent wind. SLOTCARS, more than any other part of the SHTP, is all about creating apparent wind.

Eventually in the vicinity of 135 W the wind will start to build, and patches of blue sky will begin to shine the sun's rays on distant patches of ocean, creating a wonderful lighting effect. The nearly full moon makes night time sailing delightful. The boat is slightly heeled, and water sings along the leeward rail. A bucket bath becomes a possibility as the water temp rises into the mid-60s.

If you haven't before, now is a good time to check for things stuck to the keel, rudder, and prop (see INTRO, page 1.)

Pt. A has been left astern. Pt. B is now entered in the GPS as your next waypoint, 100 miles upwind of Hanalei at 23N x 158 W. Once again, Pt. B is only a reference point. Chances are, unless flying twin jibs, you won't be steering directly for Pt. B once past the Halfway Mark at approx. 28 x 140.

SSB chatter begins to increase, especially just before and after roll call. The occasional Matson container ship from the West Coast (Oakland or LA) to/from Honolulu will be passing on an almost a parallel course. Most Matson watch officers are avid sailors and enjoy a brief chat on the VHF.

Mokihana, a Matson RO-RO [roll on, roll off] ship sailing from Oakland for Honolulu on Thursday afternoons is especially easy to identify, with a multi-story car garage on the after part of the ship. Matson ships travel at 22 knots, and have excellent bridge lookouts and radar watches.

Though not weather or tactics related, we would be remiss to ignore the Night Sky. As the low overcast, even drizzle, of the WINDY REACH gives way to more tropical conditions, big patches of night sky open. Several times a night, bright yellow green meteors ('shooting stars') may illuminate the sky with their streaks of light.

For the uninitiated, these meteors may be mistaken for flares. Enthusiastic but false reports of flares drive the Coast Guard nuts, as they have to conduct an investigation. These reports have been a plague of past Transpacs. As a reminder, a distress flare is red and floats slowly downward on a parachute.

Offshore, Naval and Coast Guard vessels predominantly run darkened at night (no running lights.) Sometimes these military vessels will shoot off brilliant white phosphorus flares that light the night sky for many miles as they conduct search operations.

Astern, the brilliant planet Venus rises an hour before sunrise and heralds a new day. One sleep deprived Bug Lighter once conducted a radio conversation with Venus, believing it to be the steaming light of an oncoming ship.

Lastly, I challenge all racers to identify Hokule'a (Arcturus). Just remember Hokule'a is one of the brightest stars, and can be found by using the "arc" or handle of the Big Dipper as a pointer.

Early Polynesian navigators sailing double hulled canoes from Tahiti and the Marquesas used Hokule'a, the "Star of Joy," as a navigational star, as it passes directly overhead when reaching the latitude of Hawaii. These early Hawaiians, knowing they had reached the latitude of Hawaii, would then sail west in the trade winds to their landfall.