After spending an unexpected but excellent year cruising the Hawaiian Islands, it is time to seek new cruising grounds. Although our original intent when we left Mexico in March 2020 was to sail to French Polynesia, the decision to turn toward Hawaii proved one of our best. During the difficult times of a world pandemic, we were fairly isolated from risk because of our location, the precautions taken by Hawaii, and by our own actions which were guided by safety.
Cruising Hawaii during Covid 19, while restricted, also allowed us a glimpse into what Hawaii must have been like 30 or 40 years ago when tourism was not the mainstay of the economy and fewer people were exploring the trails and beaches. Certainly many attractions and restaurants were closed due to Covid, but the ability to walk trails that were almost devoid of people and have the natural beauty of places to ourselves was a unique gift that we will always treasure.
As lovely as Hawaii and its people have been, our original plan of traveling to French Polynesia is still our goal. We prefer to arrive in FP with a long stay visa in hand, which would allow us to stay for a year rather than three months. Long stay visas are not available at this time, so we have decided to point our bows in a northeast direction and “reset” our itinerary.
The plan is to leave Hawaii, sail north and east to Alaska and spend several weeks exploring the northern most state of the U.S. By the time weather forces us to seek a more southern location, we hope the Canadian borders will be open so we are allowed to stop in Canadian ports throughout the Inside Passage. From Canada we will sail to Seattle, then make a long jump to San Francisco, followed by stops in Long Beach and San Diego. Of course, all of these plans are “written in sand, at low tide” because we will be directed by the weather and border restrictions.
Unlike our east to west trip across the Pacific which was driven by the trade winds, this passage in the opposite direction will be influenced by the Pacific High weather system. We await its formation because once that high is in place, the low pressure systems are less numerous and our travel weather should be more stable and predictable.
But there is no guarantee that we will be able to avoid low pressure systems completely because the trip is expected to take 11-18 days and weather forecast predictions are not accurate that far in advance.
We have hired Bruce “The Weather Man,” a weather router located in Perth, Australia who studies the Pacific and will send us daily updates and course recommendations based on the information he has available. In addition to Bruce, we use the PredictWind weather application which gives us weather updates a few times each day.
Hopefully between Bruce and PredictWind, we will be able to find a comfortable and reasonably fast weather window. If you would like to follow our trip, here is a link which shows our location and speed.
Those who have sailed Alaska tell us the beauty of the area is amazing and that one season is simply not enough to adequately explore all Alaska has to offer. We are certain this statement will prove true and we will decide later if we want to extend our exploration beyond one short season.
We have also heard a wide range of reports about the weather in Alaska and I am certain those reports vary greatly depending on what weather each summer unleashes. Obviously the temperatures will be much different from the warmth of Hawaii. But we also anticipate encountering fog, ice, big winds, no wind, fishing boats, fish traps and perhaps a few cruise ships. To say the least, we expect our experience in Alaska will be about a 180 degree change from Hawaii.
We will trade the lush landscape and warm waters of Hawaii for the unknown and cold temperatures of Alaska.
We have mentioned often that the “aloha” we have received in Hawaii is amazing. If our saying so wasn’t enough proof of that, perhaps the fact that we have three crew members, all of whom we met in Hawaii, on board for this passage will cement our statement.
Our three crew are: Erik who we met in Maui in May 2020, Tommy who we met in Kaneohe Bay in June 2020, and Amelia who we met in Kauai in July 2020. Needless to say, we would not have asked these people to join us on a long passage unless we enjoy their company and they are capable hands on board Ticket to Ride. Inviting three Hawaiian residents to crew for us certainly proves that we have been well blessed to meet many excellent people while also enjoying the beauty of Hawaii.
So, when you see this post, know that we are somewhere along our course toward Juneau, Alaska. Hopefully the weather window we chose is a good one and we are enjoying a smooth, comfortable, safe and uneventful trip across 2700 nautical miles of Pacific Ocean.
Thanks for reading our blog. Take a peak at the link above to check our progress and perhaps add a little prayer for our safety. We have no idea how much internet/cell service we will have while in Alaska, but we will update our Facebook and Instagram pages more quickly than this blog page. See you soon from the chilly north!
No, we’re not talking about blondes; we are talking about that small vessel that most cruisers carry on their boat primarily to get them to and from shore. However, our dinghy, Day Tripper, serves many more functions than simply moving us to and from land.
For most cruisers who live on anchor and enjoy the water, the dinghy is a means for adventure, transportation, exploration, gatherings, rescue, towing, and the list goes on. In fact, the often neglected dinghy really is a “boat system” that needs research before the purchase as well as care and maintenance after the purchase. The dinghy is so important in my opinion, that its function and onboard management should be considered an integral system when purchasing one’s blue-water cruising boat.
Mary Grace and I have a limited perspective when it comes to blue-water cruising boats and their dinghies; we have had 2 catamarans and 2 inflatable rigid bottom dinghies. Therefore, much of the content of this blog will reflect our viewpoint and experiences; we hope you will share your thoughts in the comment section at the end of this writing.
Factors to consider: Certainly, the choice of dinghy will come down to some mix of the following:
- Intended purpose – this list is almost endless and driven by individual plans.
- Who and how many people will use the dinghy – A family of 6 obviously needs a larger dinghy and more powerful engine than a cruising couple.
- How will the dinghy be stored or carried aboard the big boat – If possible, please consider adopting a “never tow” attitude toward your dinghy. Many dinghies have been damaged or lost while being towed and dinghy lines often become entangled in propellers when helmsmen forget to shorten lines before reversing the main boat. Davits on the transom are an excellent investment that keeps your dinghy safe while underway and discourages theft.
- Budget – Reliability, especially in your dinghy engine, is absolutely critical. Dinghy and engine are probably not the place to go cheap. Find somewhere else in the cruising kitty to save dollars.
In the early days after buying our FP Helia 44, as I stepped out of our 11’6” dinghy with its 15 hp outboard, I had a giant case of “dinghy envy.” Tied up to the very well maintained dinghy dock and right next to my skiff was a beautiful, center console RIB with a brand new 60 hp Yamaha engine and a ski tow bar! In our limited experience, we thought the BVI dock maintenance was what we would experience in most of our travel, and that exotic RIB looked enviable.
After leaving the BVI for other islands in the Leeward and Windward Caribbean Chain, I quickly realized the wisdom and functionality of our very simple, small and practical dinghy! In most Caribbean cruising anchorages, IF there is something called a dinghy dock it is poorly maintained with boards missing, nails or rebar protruding, no cleats or mooring mechanism, and often shallow or surge prone water. All of these features are waiting to destroy any dinghy much less those expensive dinghies seen in the BVIs.
In addition, when out adventuring in the dinghy, we found ourselves pulling our dinghy up on the beach or over a rocky bottom onto the shore. That lovely center console dinghy would be too heavy for us to pull up on the beach and we would have to anchor it a bit off the shore out of the waves.
When the time came for us to buy a dinghy for Ticket to Ride, we already had 5 years of cruising experience to help us decide which dinghy would work best for our needs.
TTR Dingy and Engine:
- Boat: We purchased a new Hypalon Highfield 380 CL from Trade Wind Inflatables in Southern California. TTR’s tender is 12’ 6” short shaft transom weighing 183 lbs. and rated for up to a 30 HP engine. We liked the painted aluminum hull, factory installed hard rubber keel guard, forward locker for a 6 gallon gas can, flat double bottom floor, and oars with oarlocks. This Highfield 380 is the largest length dinghy we thought we could reasonably carry on Ticket to Ride.
- Engine: We purchased a new Yamaha Enduro 2 stroke 15 HP in Caracao and its first use was on TTR’s Highfield RIB. This is the same engine we had on Let It Be’s dinghy and we were incredibly pleased with the reliability and simplicity of this motor. Fuel economy and the amount of noise are not as good as a 4 stroke engine. Our second choice would have been a 20 HP 4 stroke Honda.
There are not many accessories or options available for a small, simple dinghy with tiller steering and pull start; however, there are a few additions we find important:
- Fuel filter: We installed an inline fuel filter which is bolted to the transom and designed for gasoline engines. Fuel problems are the primary reason for small engine problems; I do highly recommend a robust filter.
- Dinghy wheels: Our dependance on dinghy wheels in the Caribbean prompted us to insure TTR’s dinghy would allow installation of the same. We love our DaNard Marine Dinghy wheels for many, many reasons. Whether going up a boat ramp, beach or in shallow unknown water, our DaNard wheels have been invaluable. When deployed, they project 4 inches below the engine skeg tip; therefore, no need to tilt the motor when approaching the beach. The customer service from DaNard has been second to none.
- Anchor and anchor rode: Without getting into the never ending anchor discussions, the anchor we chose is a Box Anchor made by Slide Anchor. Folds easily, minimal or no need for chain, and holds our dinghy in almost any bottom surface. Would not be my choice for the big boat; excellent for the dinghy. We have 40 feet of 5/16 three strand nylon for anchor rode.
- Painter (line): The absolutely terrible condition of some cruiser’s painters is amazing to me. Knots in the middle, too short, totally frayed bitter end, and poorly secured to the dinghy itself. We would suggest a painter line such as 3 strand nylon, spliced to the bow eye (bowline knots come untied when not under pressure), long enough for towing if necessary, and easily tied to a dock, a cleat or your neighbor’s boat.
- Spare 1 gallon fuel tank: We have not YET (Not yet!) run out of fuel in the primary 6 gallon can but this spare is our ace in the hole.
- Cable and lock: Last but certainly not least, a cable and padlock are essential. I would suggest a cable that is at least 10 feet long and thick enough to be secure but not so thick to prevent it from passing through the base of a dock cleat or between two dock boards. The PVC covered lifeline SS cable with crimped looped ends makes up our dinghy cable. The lock: combination or key? We have gone from key to combination and now back to key.
Now that we have discussed the dinghy, the engine and some simple add-ons, let’s talk dinghy best practices. I do not profess to be a US Sailing teacher or know everything on this topic; however, our experience will help in starting this list.
Basic Dinghy Best Practices/Courtesy:
- Boarding and de-boarding: Huge topic here with many variables due to the variety of boat configurations and dinghies. This is one of the many places I will tip my hat to the inflatable dinghies. The stability afforded by the inflatable tubes of a RIB provide an excellent step for boarding. Most experienced cruisers know how to get in and out of their dinghy; however, we have all had guests aboard who are far less comfortable. In general, a well positioned hand hold at or above waist level is incredibly helpful for balancing during boarding. Secondly, an uncluttered dinghy floor reduces the chance of twisting an ankle or falling. Lastly, this is no time to be modest; sometimes the best method is crawling between the dinghy and big boat.
- Be prepared: If Mary Grace and I are going anywhere other than a short trip to shore in daylight both ways, the items taken along are quite different. VHF Radio: anytime we go adventuring or into “open” water. Life jackets: anytime we go away from flat calm water. Lights: going to or from shore in dark we always have a light. We have the official Red/Green/White light attached magnetically to our engine cover; however, a bright dive light held over the side and panned back and forth is more effective. PLB: snatched from our ditch bag when we are really going adventuring. Fuel: check frequently
- Kill switch lanyard: stating the obvious – always wear the kill switch lanyard in case you are thrown from the boat.
- Be courteous: Speeding on a plane through a crowded anchorage is dangerous and lacks courtesy. Slow down and say hello to your neighbors. Don’t be “that guy.”
- Lift it or lose it: Lift your dinghy EVERY night. If you leave your dinghy in the water at night; assume that it will one day go adrift or be stolen.
- Mooring to a dock: Docks used for mooring a dinghy come in all shapes, sizes, and states of repair. Let’s assume a purpose built dinghy dock that is wood, low to the water, and possessing some mooring attachment. Accepted practice is to tie your dinghy painter long and leave the engine in the down position. Lock the dinghy without locking someone else’s to the dock and take your kill switch key. Purpose built well maintained dinghy docks are not the norm; so, a few tips. Absolutely do not take any chances on allowing your dinghy to get below a dock and become pinned – and take tidal changes into consideration. Use a stern anchor in this situation or if the water surges or the dock presents damage possibilities of any sort.
- Landing on a beach: My word of caution: landing a dinghy on a beach and getting off a beach can be VERY dangerous for people and property if there is ANY surf break. Mary Grace and I have done it, don’t like to do it, and half the time it does not go well. Patience, preparedness, and acceptance that you are going to get wet are my best words of wisdom. Using the kill lanyard is critical. With multiple people or less than agile people we skip beach landings.
- Getting in and out from the water: Mary Grace and I don’t teach or test all of our guest about getting back into our dinghy; however, we both are capable of reboarding from the water even when tired. Having a dinghy boarding ladder available for guests is helpful and we often add it to the dinghy when we have guests. We both know the backflip technique for reboarding, which is helpful when tired or without fins.
- Know the limits: Again, last but not least, know your personal limits and the limits of your dinghy. Stay on the main boat when boarding is hazardous, the open ocean is not a place for most dinghies, be very careful at night and when around surf. Use common sense and err on the side of caution.
Buying/replacing a dinghy in most typical cruising grounds such as the Bahamas, Windward Caribbean or the South Pacific is very close to impossible. The answer is to buy a good product up front and maintain it carefully. Let’s talk care and maintenance in particular for an inflatable RIB:
Long Live the Dinghy:
- Rid the sand: Sand is one of the primary killers of inflatables. Keep sand out of your dinghy! Wash feet, flip flops, and gear before loading into your dink. Don’t leave your dinghy half up the beach with waves and sand washing over the transom; another good reason for good wheels which raise the transom above water level. Finally wash your dinghy out often even if washing with salt water. Periodically, pull the boat out of the water, partially deflate the tubes, and thoroughly wash out the area between the tubes and the rigid bottom. Sand gets into this area and grinds away on both surfaces.
- Clean and protect: UV is the other big killers of inflatables. Some cruisers love their “chaps”; we have chosen against chaps for cost and simplicity. We clean our dinghy regularly with a degreasing solution and then treat the Hypalon tubes liberally with 303 Aerospace Protectant.
- Handy repair kit: Patching holes in a Hypalon tube in the field is challenging and often leads to a poor result; however, it will probably be a necessity for most people at some time. A complete dinghy repair kit is essential; we have found Inflatableboatparts.com to be very knowledgable and helpful, plus they carry great products.
- Engine maintenance: Do it like your life depends on that motor; some day it actually might. Sea water impellers, oil changes, lower unit lube, spark plugs, fuel filters, clean and inspect. Always keep a spare prop on board.
Your dinghy is the lifeline between your wonderful life on the big boat and the opportunities and necessities of shore. Purchase the correct product, don’t tow the dink long distances, take good care of the dinghy and this little boat will take good care of you.
We sincerely hope that our readers will contribute their tips and tricks to this post. Sharing information is what the cruising community is all about. Thank you for your read.
As always, thank you for reading our blog. If you are new to dinghies, we hope this gives you some good tips. Those with a lot of dinghy experience, we would love to hear your thoughts in the comments. If you would like to hear from us more often, please see us on Facebook or Instagram.
In December, we were contacted by the editor of Latitude 38 Magazine and asked to write a quick article about cruising in Hawaii.
If you are interested in reading it, please follow this link to read our write up on page 86. I hope you enjoy it.
Although the magazine heading mentions Long Beach, we are actually nomads without a land home.
Right now we are spending time anchored off Maui. The weather is keeping us on our toes as we have to move around for incoming weather systems. But we are enjoying the water, whales and friends in between storms.
**UPDATE: I have received a message from the Hawaii Department of Land and Natural Resources explaining that fires of any type on the sandbar are illegal. In addition, the message states that most of the trees are shipped in from the mainland and they have pesticides and chemicals that are harmful to the environment. Please look at the full response from DLNR in the comments on this blog to understand the extent of law concerning this event.**
Once a year, in January, on an evening when the tide gets particularly low, an unofficial event takes place at The Sandbar in Kaneoha Bay. Quite by accident we were able to witness this event because we had decided to anchor at the sandbar and enjoy a quiet evening or two on the hook.
Saturdays are often crowded at this local hangout, but this time there were quite a few boats and people making the trek to the edges of the shallows.
Well, it turns out that every year, after Christmas, an underground communication takes place and discarded Christmas trees are gathered for a huge bonfire. I don’t know how many years this has taken place, but the news travels quickly and quietly. Friends, families neighbors and pets gather early in the day and play in the water until dusk begins to settle and the tide has rolled most of the water off of the sand.
It is in the twilight, just before dusk truly begins that one or two pontoon boats, piled high with discarded Christmas trees, arrives at the sandbar. With jovial hellos, folks grab the trees and one by one carry them to a dry spot on the sandbar. Volunteers toss the trees haphazardly in a pile, as others form a loose circle around the trees.
As we approached the the pile and saw groups of people were gathering in the circle, Dr. Seuss’ song, “Welcome Christmas” which the Who people sing on Christmas morning, was playing in my head as I watched the smiling people. (The lyrics are quite nice if you take a listen.)
One minute before the lighting of the tree, a single Roman Candle firecracker was shot into the air.
One quick flame to the tree pile sparked a huge bonfire. It literally took only moments for the trees to become a heatwave of fire. The speed of the combustion made me realize how Christmas tree fires cause such destruction in homes!
In this contained and safe environment, the fire was beautiful and enchanting as it danced and devoured the branches. Though we were standing in only ankle deep water, the night air was chilly and the blaze dispersed warmth and light that were welcome.
I was truly amazed by how quickly the fire burned through the trees! I would estimate that an hour after the fire started, the majority of the trees were gone. The remaining debris was washed away as the tide rose and today there is no evidence that the secret burning ever occurred.
In the days after the tree burning, there were complaints on-line about the event as some believe the fire creates mess and debris in the water. For myself, I thought the event was very safe and I saw no mess created. We walked the sandbar the next day and found no trace of the trees. Plus, if any branches do drift off, they are natural and can decompose in the water.
What does surprise me is that people were complaining about the mess of the Christmas Tree burning while not complaining about the mess created by the fireworks set off on New Year’s Eve. I posted a video of midnight fireworks in Kaneohe Bay which were beautiful and more abundant than I have ever seen! I absolutely cannot imagine all the bits of trash left on the streets from that event!
But everyone has his own “hot” button. (See what I did there? hehe) I’m a visitor in Hawaii and we are simply fortunate to see both the New Year’s celebratory fireworks and the Christmas Tree burn.
FYI, those of us on TTR tried to keep a 6′ distance from the others on the sandbar. Even though we were outside and standing upwind most of the time, we did our best to keep distances. We also had our face masks with us if needed.
Thank you for visiting our blog. We hope 2021 has begun in a positive way for all of you. If you have comments or questions, we would love to hear from you. Be sure to visit us on Instagram or Facebook if you want to hear from us more often.
One aspect of our ownership of Ticket to Ride has been the amazing people we have met. As we mentioned in a previous blog, TTR garners attention and folks tend to chat with us about our boat. This has led to some very fun friendships and some really great pictures of Ticket to Ride under sail.
During the contract and building process of TTR, we formed an excellent relationship with Gino Morrelli and the rest of the crew at Morrelli and Melvin. Once we arrived in Long Beach, we were delighted to get to know the whole Morrelli family and we now consider them dear friends. Since the Morellis seem to know people everywhere we travel, they often introduce us via email to people in our current location.
When we arrived on Oahu, Gino and Laura Morrelli introduced us to Yana and Joey Cabell via email. We could not have anticipated how incredibly generous and welcoming Joey and Yana would be! Readers may recognize Joey and Yana’s names from Joey’s prowess on the world surfing stage in the 1960’s (Temple of Surf Interview with Joey.) as well as their ownership of the Chart House Restaurant in Waikiki. We had the pleasure of eating at the Chart House Waikiki twice before COVID temporarily shut the doors and we look forward to being able to enjoy the great food and atmosphere there soon!
Joey and Yana have been amazingly gracious to Frank and me during our time in Oahu. They have demonstrated true “aloha spirit” and opened their homes and lives to us. We cannot tell you how much we have enjoyed this gracious couple, their kindness and the experiences we have shared with them. Among other generous gifts, Yana and Joey were responsible for setting up our amazing tour of the Diamond Head Lighthouse.
A couple of weeks ago, we learned the Morrelli Family was headed to Oahu for a vacation and we were anxious to spend time with them. Joey and Yana hosted us all for dinner one night and at that time we hatched a plan for a Saturday of sailing and swimming.***
The weather for Saturday was perfect for the guys to go for a blazingly fast sail on Joey’s catamaran s/v Hokule’a while some of the others chose to relax on Ticket to Ride.
Hokule’a is a unique catamaran that Joey built some 50 years ago. Recently Joey upgraded the rigging and sail plan on Hokule’a and I won’t be surprised if he has additional plans to modify his sailboat. Joey may not be riding in surf competitions these days, but he is all about maximizing the speed on his sailboat and man can he surf the waves from the helm of Hokule’a!
While several people went sailing, others chose to hang out on Ticket to Ride where she was anchored off of Waikiki Beach. Floats, drinks and music were launched and we all kicked back to enjoy some relaxed time in the blue waters of the Pacific Ocean.
Mid afternoon the sailors returned and anchored Hokule’a close to Ticket to Ride, so we dropped Day Tripper and dinghied over to pick up that crew. (Special thanks to Tommy for acting as transport captain so I could stay in the water.
We grilled burgers for a late lunch/early dinner and swapped sailing stories, caught up on jobs and events, enjoyed good food and great conversation. The sunset even included a green flash! Several folks on board had never seen one so that was a special treat for the end of an excellent day.
That Saturday was full of joy and was more special than usual for several reasons: we were able to gather with good friends; “mainlanders” were able to travel to Hawaii and enjoy a beautiful vacation; we experienced an event that felt “normal” and the special appreciation of seeing friends during COVID when so often we have to be isolated. Although we are all tired of this Coronavirus, it has taught us to relish and appreciate the times we get to be with friends and family.
Thank you Morrelli Family for sharing your vacation time with us! Yana, thank you for making every gathering a special occasion. We look forward to the next time we can all get together.
***Lest you think we have been COVID irresponsible, you should know that of the 10 people gathered on Saturday, four had negative tests just prior to travel, three already had and recovered from the virus and the other three have been very careful about exposure. Combine those factors with an outside gathering and we felt very safe.
P.S. Thank you to our guests who took the majority of these pictures…. I was wearing my hostess hat instead of my photographer had.
As always, thanks for dropping by to read our blog. We hope it brings a bit of entertainment and that you will let us know if you have questions about our posts or suggestions for things we “must see” while in Hawaii. We expect to explore Hawaii until international travel becomes somewhat normal again and we are confident that traveling to other countries won’t create a burden for them or a risk for us.
Fairly often we are asked why we sold our 44′ Fountaine Pajot catamaran, Let It Be, and bought our Hudson Hakes 55′ catamaran, Ticket to Ride. The follow up questions are usually “how different are the boats?” and “was the change worth it?”
Well the answers are pretty involved, but we must begin by saying that Frank and I would probably not have ordered an HH55 unless we were certain the cruising lifestyle worked for us. I have read that as few as 30 percent of couples who decide to live on a boat for an extended time actually complete their plan. That means about 70 percent of the partners who begin this journey do not enjoy it enough to continue as long as they planned. Before investing in Ticket to Ride, we had already learned that we enjoyed the cruising lifestyle and that it would be a long term choice for us.
Let It Be was a trustworthy boat and clearly capable of the circumnavigation recently completed on an FP 44′ by our friends Amy and David of s/v Out Chasing Stars. So obviously our decision was driven by other factors.
Rather, we were in search of three things: more space, more speed and more sailing. Plus there was a strong “why not?” factor.
Recently I read a well written blog about a couple who found cruising just wasn’t for them . The main complaints were that their boat was slow, they were the last to arrive at a destination and their motor use/sail use proportion was 73 motor/27 sail. That would be very frustrating.
The difference in how often we sail Ticket to Ride versus Let It Be is tremendous, especially because now we can sail well to windward. Clearly having dagger boards rather than mini keels is a huge advantage in sailing to windward. Combine the excellent design of our hull and dagger boards with the piercing bows and significant sail plan on TTR and we find that we sail much more than we motor. At wind angles that allow sailing, TTR usually sails faster than she can motor. Overall on TTR, I would estimate that we sail 70-80 percent of the time and here in Hawaii that percentage has risen to about 90.
I remember a particularly frustrating day when we were sailing Let It Be from Barbuda back to Antiqua. The day was beautiful but the sail was upwind and we had to tack and tack and tack because the best we could point on LIB was about 73 degrees true and 52 degrees apparent. At those angles we also suffered from side slipping so achieving our destination was time consuming and frustrating.
Later we bought some very nice North 3Di sails for Let It Be and we improved our apparent wind angle capability by about 5 degrees (68 true/47 apparent) but those angles still didn’t allow us to head to wind well and often we used our motor(s) to help.
The angles I’ve mentioned are probably pretty standard for production cats with mini-keels, so there is no shame in those numbers for Fountaine Pajot. We thoroughly enjoyed our Fountaine Pajot and are very glad LIB was our first sailboat.
Sailing Ticket to Ride is completely different because even in ocean waves we can sail at 47-50 degrees true wind angle with an apparent wind angle of about 29-30 degrees. Combine those tighter wind angles with the dagger boards which keep us from side slipping, and we actually sail where we are pointing.
Clearly pointing better allows us to sail much more directly to our destinations without using engines and that reduces frustration and improves our arrival time.
When we were route planning on LIB, we would hope to average 6 to 6.5 knots but on passage our average number of nautical miles per 24 hours tended to be about 140 or 5.8 knots of boats speed. I’m certain others with a FP Helia have better speed averages, but we were conservative about sailing a socked assymetric spinnaker at night, so that lowered our average speeds.
On Ticket to Ride, we route plan anticipating an average boat speed of 8.5 to 9 knots but we usually have better speeds than that and end up arriving earlier than expected. On TTR a 200 nm day (8.3 average) is casual and routine sailing and we have had several comfortable 250 nm days (10.42 average).
The really nice thing about the faster speeds of TTR is that what are overnight sails for many boats often become long day sails for us. This means we don’t hesitate to “pop over” to anchorages that on LIB would have required an overnight or partial night passage. Faster sailing brings more opportunities and willingness to explore additional anchorages.
The other obvious advantage of sailing faster in TTR is that our passage time is shorter so our exposure to weather is shorter. Although we do our best to avoid bad weather, if we encounter systems, we have a better chance of outrunning or avoiding storms on Ticket to Ride than we did on Let It Be.
In the article I referenced above, my take away was that two of the main frustrations were first how slow the boat sailed: “It’s pretty demoralizing to be passed by every boat on the sea, especially when it was rough out.” The second frustration was that they only sailed 20-27 percent of the time and the rest was spent motoring or motor sailing.
I completely understand how frustrating that would be and I think I would also want to throw in the towel or move to a motor cat if we were always using the motor and our speeds were slow.
The standard rigging on the HH55 is more sophisticated and precise than it was on our FP. One example is that the HH55 rigging uses Karver Hooks for reefing the main sail. Karver Hooks are fixed to the boom and attached to the mainsail through a designated loop. The benefit of the hook is that the reef is always in the same place and the reef in the sail is clean and properly aligned every time.**
On Let It Be, we had the standard 2:1 main halyard held in place with clutches and, while we could reef from the helm, our reef point varied depending on how tightly it was pulled and how well the line ran. Our reefs on LIB were not always clean and well aligned, especially at night when we could not see well.
Another example of more sophisticated rigging is the use of halyard locks for sail lines. Once we raise a sail, we make sure it is engaged in the halyard lock, then release all the pressure from the line. The sail is held aloft by the locking mechanism rather than by tension on a line. Learning to use the locks took very little practice and the benefits are; our lines are not under load when the sail is up, we have a shorter halyard because it is a 1:1 ratio instead of 2:1 length ratio, and the diameter of the line is much smaller. Removing the load from the halyards also lengthens the life of the lines and clutches.**
There are some performance sailboats that bring speed to the table but sacrifice interior space and amenities to make sure the boat remains light. We looked at a couple of performance cats that were longer overall than the HH55 but they had less interior space than our 44′ FP. The HH55 definitely has more room than our FP had.
The designer for this HH Catamaran, Morrelli and Melvin, has a long history of go fast boats including several Gunboats. The Gunboats I have seen are fast and modern, but somewhat spartan inside. Our HH is fast but also has all the luxuries we want for living aboard our boat. We think Morrelli and Melvin’s HH55 design is the perfect combination of speed and space still manageable for a couple.
When discussing the strengths of our HH, we must include the materials and manufacturing of the boat. This cat is made of carbon fiber which is strong and light. The boat has very little flex and is extremely quiet under sail – no creaking in the rigging. We have greater confidence in the strength of this boat than we did in our fiberglass sailboat. Every part manufactured at HH is cut using a CNC machine so the fit of the parts is excellent and we have confidence that each part is made to the proper specifications.
Finally, let’s talk about the “why not” factor. Frank worked very hard to provide excellent care for his patients and have a successful business. We were conservative stewards of his income and, while we lived well, we rarely spent our money on flashy cars or a lot of extremely high end items.
When considering a new sailboat, we definitely decided to let go of our circumspect mentality and buy the boat we wanted without regard to the statement it made. We sort of said, “why not” get what we want and not worry about how others perceive our choice. We decided the HH55 worked within our budget and we were going to go for it.
When looking for a new boat, we were at a point in our sailing where we could maintain our level of experience and buy a larger production boat; or we could step up the performance of the boat and our experience level by sailing a faster and slightly more sophisticated boat. We wanted to challenge ourselves and grow through the new boat.
I was more hesitant about the image of an expensive boat than Frank was, but we are extremely happy with our HH and wouldn’t change our decision. Although I was concerned the boat might put people off, she has actually increased the number of people we meet. TTR is rather eye catching and folks tend to paddle up, motor up, or approach us dockside to ask about TTR. We love meeting new people this way and sharing TTR with friends. With her ample space, Ticket to Ride is often the gathering place for sundowners or dinners and we like creating those memories and sharing our floating home.
Pictures of just a few of our guests over the last 21 months.
One final “why not” note; we both feel the importance of “loving your boat.” Big or small, mono or cat, white, pink or blue, when you approach your boat in the dinghy or welcome guests on your boat, we feel it is important to “love your boat.” We liked LIB for introducing us to the cruising lifestyle and taking us to many beautiful places. However, having the opportunity to build our own boat that meets our personal cruising needs and even have it painted the color of our choice all added to our “boat love” category.
Living on a sailboat is not all sunset cruises with umbrella drinks. Routine chores take much longer than on land and require more effort; like walking to the grocery and carrying your groceries on your walk home. Power and water must be monitored and carefully used; no more 20 minute showers with unlimited hot water. Moving from point A to point B takes a long time and if you don’t learn to enjoy the process of sailing to get to point B, you will probably not enjoy cruising. If you are a “type A” person you will need to learn to let go of the reins; a schedule is your enemy. Nature, not you, determines your timing.
Cruising is definitely more challenging than living on land and it takes some time to adjust to moving at a slower pace and expending great effort to do things that were so easy on land.
For Frank and me, sailing has worked very well. We have learned to enjoy the slower pace and embrace the rhythms of nature that guide our decisions. We have adjusted to spending all of our time together and we have become a team, focusing on the same goals.
I hope this offers a little understanding of why we chose to move from our Helia 44 to the HH55. If you have questions, feel free to write them in the comments and we will do our best to respond.
**These features may not be included in the 55′ Ocean Series or the HH50 Catamarans.
Mary Grace and I try to keep our blog focused on the positive, explain some of the difficulties we encounter and try to give our readers a realistic view of our sailing lives. Our relationships with the vast majority of our suppliers and technical support have been positive and very helpful. For example, customer support for CZone / Mastervolt, Hudson Yacht, Northern Lights, Spectra, PYI, and Harken I would rate excellent; the support from B & G electronics I would rate average, and a few others such as Magma and Pochon Electronics score below average. Unfortunately, we had a long, difficult and very poor recent customer experience with our sail maker, Doyle New Zealand, which is the reason and the topic for this writing. I am truly sad that I feel compelled to write this article; however, the overwhelmingly negative experience will not let me rest.
Hudson Yacht encourages their HH55 clients to choose their own sailmaker and work directly with them. With HH55-01 and HH55-02 choosing Doyle Sails NZ, we decided Doyle would be a good choice for Ticket to Ride. Every sailor’s plan is different and we explained to our sales rep, Matt Bridge, that we were cruisers, only the two of us, and wanted one furling headsail that would cover the TWA of 130-160 and could be left hoisted on passages when not deployed. The solution introduced to us by Matt was Doyle’s new cableless reacher made from their Stratis laminate with a mid girth of 62% and on a continuous line bottom up furler. The reacher was contracted at an actual finished weight of 38kg and the contracted size was 150 sqm (square meters). Seemed to be the perfect solution. I asked Matt via email (July 12, 2018) this question,
“Will I be able to keep the main up and the Code 0 (reacher) full (not fluttering or falling against the rig) when the TWS is 12-20 and the TWA is 135-160?”
And I received this answer (July 15, 2018), “it all depends on apparent angle.”
Moving forward the sails were fabricated, delivered to HYM in time for sea trials, and with a few modifications the sails seemed to accommodate our boat.
Ten months after boat delivery and while sailing south in the Baja Haha, I noticed obvious problems in the leech of the reacher while sailing. After dropping anchor in Bahia Santa Maria and dropping the reacher, the deterioration on the trailing 18 inches and some areas further in were very obvious and serious. The sail material was toast! After finishing the HaHa, I shipped the entire reacher to Doyle Sails San Diego. After a month of discussion between myself, San Diego and New Zealand I was told that the problem was a product issue and the sail would be replaced under Doyle’s 3 year “material and any workmanship” warranty with no cost to us.
Multiple issues can be seen in the integrity of the leech of reacher #1.
A close up of the leech of reacher #1.
About 2 weeks later, I received the “hate to tell you the bad news” email from Doyle NZ. Matt stated that after examining the small samples sent to NZ from the San Diego loft, the problem with the reacher is 100% user error caused by UV because The Stiches had been furling the sail improperly. The painted-on UV strip is absolutely clear and was on one side only. The Stiches had been instructed by the Doyle rep at sea trials and others during commissioning to furl the reacher always using the windward line; so depending on the tack when the sail was furled this meant that one side or the other (about 50/50) would be exposed after furling. Mary Grace and I, along with other much more experienced people than us, questioned Doyle NZ about how such significant UV damage could occur to a sail that is hoisted only occasionally. Doyle NZ squashed any questions about load and design of the sail. Doyle NZ insisted the cause was 100 percent UV as evidenced by this email quote (March 1, 2020) from Matt Bridge to the yacht’s designer who also questioned the UV diagnosis:
“In the case of Frank’s reacher, it absolutely is a case of the sail being rolled backwards. Honestly, if you could see the sample I have on my desk right now it is blindingly obvious.”
Before any fabrication of a replacement sail was begun, Doyle now insisted that the Stiches contribute 30% of the sail retail cost ($18,835 x .30 = 5,650), and The Stiches paid an additional $725 dollars in shipping costs. Doyle made an identical sail, except now the UV strip was painted on both sides of the leech and foot. There was no owner’s manual, no 29 cent sticker stating “roll this side out,” and we were following the instructions given by a Doyle rep at sea trials. Mary Grace and I were not delighted; however, we needed this sail for our Pacific crossing so we swallowed the pill and moved on.
Ticket to Ride got her new reacher (Reacher #2) in March, the day before leaving on our passage to Hawaii. During the passage of 2900 miles and 16 days, the reacher was deployed for about 103 hours according to our log and at TWA typically from 120 to 160. Unfortunately, when the reacher was taken down after arrival in Hawaii, the exact same problems were occurring in the leech of the new sail. This time I had caught the problem earlier although it was still very obvious.
Damage on the leech of reacher #2 appears identical to that seen on reacher #1.
Another image of reacher #2.
After several emails with Matt at Doyle NZ, we agreed to find someone in Hawaii who could evaluate the sail and the way we were using our cableless reacher. Doyle had a representative on TTR for a short sail and Mary Grace and I hired our own expert to evaluate the cause. Doyle’s rep determined that there were no Stich sail handling problems and stated “the set up is just about right” (June 1, 2020). Doyle NZ’s conclusion of the cause of the problem is explained in the email quote below from Matt Bridge (June 1, 2020);
“the biggest issue is that the sail is definitely more suited to reaching angles, rather than deeper running ones and that the break down in the leech surfaces is caused by the leech being unstable at the lower angles. That sounds about right to me and I can say that laminate sails are not great at handling that collapsing and re-filling for extended periods. With hindsight, it is probably asking too much of that design to have a sail that can cope with that big a wind ranges for extended use on ocean passages.”
After no apologies for the incorrect reacher #1 UV diagnosis, no financial discussion response from Matt Bridge, and my less than cordial reply, Doyle NZ’s co-owner, Mike Sanderson, took over the conversation. Mike’s diagnosis of the problems with reacher #2, although showing identical symptoms to reacher #1, was our chosen style of sailing deeper wind angles and lower boat speeds. Mike stated we were using the sail improperly by deploying the reacher in wind angles for which it had not been designed. Mike insisted we were not sailing to polars and why “not put the bow up to 145 TWA and do 16, 18 knots?” (email June 3, 2020). Basically, Doyle had designed our reacher according to how Doyle thought we should be sailing our HH55 not how we expressed in writing we wanted and expected to sail.
Yes, Mary Grace and I were furious.
- Did we not explain who we are and our downwind sailing intentions?
- Was the onus of responsibility not Doyle’s to ask The Stiches the right questions and therefore design sails to meet our plans?
- Why was this “sailing improperly” cause not explored in Reacher #1? Several knowledgeable people questioned the UV diagnosis and suggested load or material issues. Doyle could have saved all parties time, hassle and money if there had been a better analysis.
- Why didn’t we hear from Doyle NZ that the recommended wind angles for this sail were 38-105 AWA until after reacher #2 began showing issues?
- Quote from the Doyle warranty “… designed wind range, (as detailed in the user manual supplied at the time of commissioning).” Mike, we are still waiting to receive our user manual.
- Why would any sail, especially one designed for downwind angles, show these delamination problems after only 103 hours of use? Certainly, Stratis was not the proper material for our only downwind sail.
- Why was the cableless reacher specified in the final contract as 150 sqm made to be 177 sqm? I had consulted with the yacht’s designer and other owners to arrive at the 150 sqm size. The sail size was changed and I was not informed.
- Why is the actual reacher weight 65 kg versus the contracted and promised weight of 38kg? I would have cancelled my boat purchase if the final boat weight was 171% over contract. Mike’s statement from his June 4, 2020 email “it’s obviously a shame that if this (contracted weight) was an issue for you that we went ahead and made the replacement sail the same” almost made me blow a gasket. Who builds a carbon fiber performance cat and is not concerned about weight?
- And finally, since reacher #2 showed problems after a 20-day life, UV was certainly not the cause. Therefore, Doyle NZ should be returning to me, no questions asked, the $6375 spent on reacher #2. Furthermore, Doyle NZ should apologize for blaming The Stiches for the problems with reacher #1 which was accompanied by the accusation that the Stiches lack “basic knowledge” (email Feb. 26). Then we could have opened a customer friendly conversation
One of the most common questions we hear from guests on Ticket to Ride is “Can you and Mary Grace handle this boat?” My standard answer is an unwavering “yes, on our terms.” We don’t sail around with our hair on fire, the windward hull out of the water, or matching polars. Unfortunately, after 20 days of email discussions with Mike Sanderson, we actually started to wonder if we had bought too much boat, even though we already had 10,000 successful miles under TTR’s keels. It is very sad that the owners of any company would lead a customer to doubt his ability.
In the end, Doyle made no conciliation to our requests for monies to be returned and made only weak attempts to make us happy on Doyle’s terms. Doyle NZ’s entire point of view was summarized in this Mike Sanderson email quote (June 4), “the bottom line is that it is still the right sail for the boat.” There is no doubt that Doyle NZ had designed this sail and built it from a material according to how THEY think we should be sailing our boat.
In our opinion, Doyle had 3 chances to make this right: 1. Initial design, listen to the customer. 2. Proper diagnosis of the problems with reacher #1. 3. Evaluation and customer friendly plan after the problems with reacher #2.
After a month of confrontational emails, wasted money, and the delays to our cruising plans, Mary Grace and I had totally lost confidence in Doyle Sails NZ, both the people and the products. We wanted nothing to do with Doyle Sails.
Doyle did pay for the repair to the reacher done in the Hawaii North Sails Loft which involved cutting a deep hollow in the reacher leech, adding a wave strainer to the reacher leech and replacing the leech tape. Disturbingly, our Doyle Stratis Genoa was showing early signs of similar delamination on many spots along the leech. Doyle paid for a portion of the genoa repairs needed.
The Stiches paid in full for necessary additions and repairs made to the mainsail in the North Loft. Areas of the mainsail along the foot were chafing due to the inability to control the reefed portion of the main below the new foot. North Sails Hawaii carefully placed reinforced grommets in the mainsail to control the reefed portion of the sail. These mainsail reefing grommets were considered by Doyle to be owner preference. The Stiches considered the lack of grommets to be a Doyle oversight.
A rusty C-clamp and a few sail ties is not the proper way to control the reefed portion of our main.
The added grommets and bungee ties are a necessity, not an owner preference, to control the reefed portion of this main.
Essentially, our current, repaired reacher is too fat cut to fly properly in reaching wind angles and especially in light wind. At the same time, it is made of the wrong material to accept our downwind sailing style without damaging the sail. So where do we go from here to create a sail inventory for our cruising itinerary?
- We are working with North Sails Hawaii to design and build a sail for the deeper downwind VMG angles that we explained to Doyle in the beginning was our preference and intention. The design being considered is a woven polyester sail on a top down furler with the torque rope encased in the luff to help prevent some of the issues with top down furling.
- At some point in the near future, we will add to our inventory a sail properly designed and made from appropriate material for the purpose of reaching, especially in light winds.
- In the mean time, we will use the repaired reacher in limited situations. This reacher will not tolerate any fluttering so the sail can only be used below an AWA of 100 which for TTR means a TWA of probably 115-120 depending on the wind speed. This reacher was designed with a fat cut mid girth of 62% and does not fly well under TWA of 85, so we are left with a usable TWA range of about 85-115 for this sail.
Certainly, this entire experience with Doyle Sails NZ is unfortunate and not a part of life or cruising that Mary Grace and I enjoy. I would assume there are many Doyle Lofts who value customer satisfaction and would regret the manner in which this issue was handled. At the same time, I was dealing with the owners of Doyle Sails and their philosophy will be reflected in corporate policy.
Doyle Sails may have some excellent products; however, every company has occasional issues with a product or a decision. Our greatest surprise was the attitude of the Doyle NZ management, their lack of ownership of the problems, and especially their treatment of us as customers. Mike Sanderson went to great lengths using theoretical polars and VPP’s that are irrelevant to our stated sailing preferences to show us and prove to us and others that our choice of sailing style was faulty. I have never had a business owner communicate with me with as little respect as I received from Doyle NZ.
Based on Doyle NZ’s handling of this issue, our lack of confidence in Doyle products, and the attitude displayed by one of Doyle’s owners, we will never purchase or recommend Doyle products again.
Many people have followed this issue; I would invite those people or others to comment or express your thoughts. Thank you as always for reading.
As always, thank you for reading our blog. We regret the negative vain of this particular blog, but we felt it should be written. If you would like to hear from us more often, please follow us on Facebook or Instagram.
The Nā Pali Coast, found on the northwest side of Kauai, stretches for 16 miles. Pali means cliffs in Hawaiian and with some cliffs rising 4,000 feet out of the water, the area is aptly named.
It is impossible to put into words how beautiful this coast line is with verdant cliffs rising dramatically from intensly blue water and waterfalls cascading periodically through the deep green foliage. Instead I will include photographs that only partially capture the beauty.
Early one morning we upped anchor in Hanalei Bay and chose a course close to the coastline. The wind was pretty light and the sea state calm so we motored at a casual pace which allowed us to enjoy the views.
Higher and higher cliffs.
In addition to the waterfalls and cliffs, the coast has several sea caves. After spotting a few interesting looking caves, we found a shallow spot to anchor Ticket to Ride and launched the dinghy for a closer look.
The caves were not particularly deep and certainly were not at all similar to Painted Cave in the Channel Islands of California, but it was still fun to pretend we were intrepid adventurers scouting out unexplored places.
After re-boarding TTR and traveling another 30 minutes, we arrived at the iconic Honopū Valley where we again dropped anchor.
TTR anchored off of Honopū Beach.
Stretching up to 90 feet, Honopū Arch is the largest natural arch in all of Hawaii. A must see in our opinion.
We swam from TTR to shore and were dazzled by the dark rock arch rising from the creamy white beach. Honopū Beach is isolated and no boats or aircraft are allowed to land in Honopū Valley which gives the area an unspoiled and somewhat sacred ambiance.
We walked to the nearby waterfall and Frank and I cooled off in its fresh water before walking back to salt water and swimming to Ticket to Ride.
One of the most spectacular caves along the coast is Open Ceiling Cave; just a short dinghy ride from Honopū Beach. Like other caves, we slowly dinghied into the arched opening. The unusual part is that once inside, the cave is filled with light because the ceiling fell down into the water.
Now sunlight streams into the circular cave and illuminates the walls as well as the fallen ceiling which can be seen underwater marking the center of the cave.
Open Ceiling Cave is a huge contrast to Painted Cave on Santa Cruz Island, CA. This one reveals all of its beauty and secrets in the sunlight while Painted Cave is deep and pitch black as you go blindly into its depths.
After returning to Ticket to Ride, we spent a bit more time motoring along the coast. Soon it was time to turn around and point TTR back to Hanalei Bay. Since the coast line is an exposed area, we preferred to spend the night back in Hanalei where we are in protected water.
On the trip back we raised the main sail and genoa, then threw out a couple of fishing lines to see what might bite. We managed to snag a skipjack tuna but chose to release him. Although the fishing wasn’t successful, the sail was very pleasant and exploring the beauty of the Nā Pali Coast was a wonderful way to spend the day.
Thanks for visiting our blog. We hope seeing the beauty of the Nā Pali coast brings a bright spot to your day. As the virus cases rise in Hawaii, we are doing our best to stay healthy and restrict our interaction with others. We hope all of you are staying healthy and sane too. All the best from us to you.
We have had several people send us photos and videos of Ticket to Ride and we are always very appreciative of the effort they make to reach out to us.
Recently, Tim sent us a video he had taken of TTR as we were sailing out of Kaneohe Bay. The video was great and we definitely wanted to share his excellent video, so we asked Mae and Tommy to help us. Fortunately they were willing to teach us about editing video and contribute some of their own shots.
The resulting video if a compilation of Tim’s video, Mae’s videos, Tommy’s videos and maybe just a tiny bit of our own.
I hope you enjoyed seeing this glimpse of life aboard TTR. Our normal, non-COVID travel locations limit our uploading ability so we rarely share video. We would like to hear what you think of this one.
Suppose you sailed to Maui to find a safe haven during the coronavirus and realized that four people you knew from college lived on Maui. Suppose the number of COVID cases in Maui was a total of six on the whole island. Suppose the restrictions for gatherings had been lifted and the restrictions for inter-island travel had been lifted.
Would you invite those friends to spend a week with you sailing around some of the Hawaiian Islands? Well, that is exactly what we did last week.
Dave, Gloria, Dave and Nikki agreed to pack a few clothes and hop on TTR at Mala Wharf in Lahina. We upped anchor around 10:00 a.m. and initially motor sailed toward Lanai because the wind was very light. Once we turned along the southern side of Lania, we had a bit of wind and finished with a downwind sail to Shark Fin Cove.
Fortunately Frank had the coordinates for a mooring ball at the cove and after a bit of hunting, we spotted the ball and were able to secure Ticket to Ride in a lovely place. Although the area doesn’t look protected, there was a rock outcropping to protect the boat from swells. Plus the weather was very mild.
Shark Fin is a rock that protrudes from the ocean and looks like a shark’s fin. It is an excellent place to snorkel with an interesting rock formation underwater that attracts marine life. Some of us swam from TTR to Shark Fin to get in some exercise as well as check out the fish. Others took the dinghy over to Shark Fin and snorkeled from it.
We spent two nights at Shark Fin Cove. TTR was moored in about 30 feet of extremely clear water and the fish were so plentiful it was like floating in an aquarium! There was a small sea cave within swimming distance and several rocks that made snorkeling entertaining as well as refreshing. Early mornings were calm enough to explore on the stand up paddle boards.
Cruisers know that sometimes there are maintenance items that require a quick off-shore motor to clear tanks. This is a picture of Frank enjoying morning java as he waits for us to return in TTR so he can retie us to the mooring ball. Not a bad way to while away some time.
Shark Fin Cove was pretty isolated and we only saw one sailboat that appeared to be doing some day snorkeling tours and one fishing boat. Well, except for the three rock climbers who repelled down the 60′ cliff face, then swam over to say hello…. that was definitely a first! I wish I had a picture of those folks but I was coming back from snorkeling when we saw the climbers.
Our next stop was Honolua Bay, back on Maui. We figured we should stop back at the home island in case Dave, Nikki, Dave or Gloria decided they wanted to jump ship. Happily, everyone wanted to remain for the whole week!
Honolua was our first stop on Maui when we arrived back in April and it remains one of my favorite spots. The bay is wonderfully protected from waves and it is a marine preserve so both above and under water it is beautiful!
One positive aspect of COVID is that the reduction of tourists to Hawaii has lessened the pressure on the reefs. Locals are saying that the coral and fish life is improving quickly in the absence of large numbers of snorkelers and divers. Even compared to when we were in Honolua Bay two months ago, we saw an increase in the number of fish and turtles around the reefs.
We spent a lot of time in the water while in Honolua Bay snorkeling, SUPing, lounging on floats and watching dolphins swim through the bay.
Perhaps the highlight of our visit to Honolua this time was swimming with the dolphins. We saw them playing in the bay and quickly jumped in the dinghy to get closer. Frank and I had grabbed our masks, but unfortunately not a camera. We took turns using the masks and jumping into the water from the dinghy to see the dolphins.
There were probably a dozen dolphins on the surface but underwater there were at least two dozen more. I SO wish I had a photo to share, but at least the memory remains.
Frank and I are very comfortable in the water and didn’t think twice about jumping in to swim with the dolphins, but our friends were slightly hesitant. The look of wonder and excitement on their faces after they did jump in and see the dolphins was priceless. What a joy to share this experience with friends!
After three nights in Honolua Bay, we awakened at first light and sailed to Kaneohe Bay. We sailed along the north side of Molokai Island because the views of the island are very pretty. The wind was lighter than expected and the direction wasn’t quite what was forecasted so we ended up further away from the island than we would have preferred.
The sail from Maui to Oahu took about eight hours in winds of 14-20 knots so it was a very relaxed sail. Unfortunately two of our friends battle sea sickness so they slept most of the way, which is a good way to avoid feeling ill.
Kaneohe Bay is very large and we spent our first night at the Sand Bar. Our time at the Sand Bar included SUPing, swimming, hiking and generally relaxing.
Chinaman’s Hat is a small, sharp rock close to the entrance to Kaneohe Bay which can be “hiked.” However, the hike is really more of a scramble up the side of this steep little island and Dave, Nikki, Frank and I decided to try it. The view was great, but the hike up volcanic rock and dirt is extremely steep and becomes very slippery when it rains.
After just one night at the Sand Bar, we moved TTR to the southwest portion of Kaneohe Bay near the Kaneohe Yacht Club and rented a car so we could take a driving tour of Oahu Island.
We managed to drive most of the island and made a few stops at beaches and scenic overlooks with a stop for lunch sandwiched in between. (See what I did there?)
After eating all of our meals on Ticket to Ride, it was a nice change to eat out while visiting Haleiwa on the North Shore. This week on Ticket to Ride, everyone helped with meal prep and clean up so providing meals on the boat was not difficult. In fact, I would wager the food we ate on board TTR was as good as anything we eat in restaurants; and the view from the boat is unbeatable!
Here are a few more pictures from our day spent driving around Oahu.
I was a little concerned that this lifestyle would be too restrictive or odd and that Dave, Dave, Gloria and Nikki would feel really confined, but happily I didn’t sense that and no one seemed too tired of boat life.
Several times Dave, Gloria, Dave and Nikki mentioned that seeing the islands from the water was a unique experience for them and gave them a new perspective for the islands. Frank and I enjoyed sharing our floating home and perhaps demonstrating that we aren’t completely crazy for choosing to live on a boat.
Even though it has been decades since we have spent time together, these friendships, forged at Texas Christian University, melded as if no time had passed. We never broke stride and everyone interacted as if we had been spending time together consistently for years. Thanks for a great week y’all! TTR seems a bit quiet today without you.
Side Note: Unfortunately, Hawaii is beginning to see a spike in COVID-19 cases and once again restrictions are being put in place to stem the spread. In just a few days, the 14 day quarantine for inter-island travel will be reinstated; at least for air traffic. Luckily, Dave, Nikki, Dave and Gloria returned home before these restrictions were reinstated. We sincerely hope the virus is curtailed in Hawaii before it becomes rampant. In the mean time, Frank and I will exercise greater caution in our social interactions.
Several of the photos in this post were taken by our friends, and Dave S. was especially good at capturing fun shots during the week. Thank you for the pictures.
As always, thank you for stopping by to read our blog. We would love to hear your thoughts about the places we are visiting should you care to make comments below. If you would like to hear from us more often, please check out our FB page or our Instagram.