Archives for May 2020

Photo: Pride II sailing with a full hat of wind near the Chesapeake Bay Bridge and Sandy Point Light, May 12, 2020, courtesy of Susan Hale.

May 20, 2020

To protect lives, we are tying up Pride of Baltimore II for the rest of 2020.

Before I get into the tying-up bit … an interesting reality was realized by all crew on the way to this tie-up.

For the first time ever, crew physical soreness and exhaustion was felt greatly and simultaneously by all during the four-day shakedown cruise last week. Torso soreness for everyone, as well as arm and hand, along with hand blisters all around. I cannot recall such inclusiveness of exhaustion and soreness throughout the whole crew for any past beginning of a sailing season. However, this year is unique for all the world, as well for Pride and her crew. Rig-up was completed by mid-March, in plenty of time for long-planned shipboard public events surrounding Maryland Day. But canceled near the eve of those plans to protect lives from the risk of infection. We were able to get a couple of crew-only shakedown sails done before recreational boating was stopped, soon after Maryland Day, for more than five weeks. Pride crew shifted into maintenance. Got a lot done. The type of projects that are planned for winter lay-ups, but priorities seem to regularly shift such projects to the bottom of the to-do list by higher priority projects. One very good example during this spring was a complete cleaning and preparing and painting of the two 3304 Caterpillar engines Pride has. But guess what? As hard working as the crew were at maintenance projects for the more than five week-long tied-up period, there are muscles not used that normally get used during an up-rig. So, with the four days of shakedown cruising coming right after more than five weeks of not doing any up-rig, being as up-rig was fully completed, nor any sailing, like freshly ripped out of the bars kidnapped crew taken by a press gang of long ago, we crew went for an intense four days of back to back day sailing. So, while willing we were, we were without a clue to how lots of muscles normally tuned up through up-rig hence ready for back to back day sailing had become untuned. For me, the mere persistence to balance myself regarding vessel motion created quite a bit of torso muscle groaning under my breath at the end of each day. A bit less day by day. But still, end of last week and a full day off Saturday was so very well received by all hands. As good as the sailing was, and with good reason to feel very accomplished for handling Pride really well under sail day after day last week with none of the usual turn-on-the-engines for whatever kind of reason, it is very sad to have to downrig now, but the crew are nicely tuned up for the downrigging and laying over the top of the ship her protective covering till next spring.

Now back to tying-up Pride for the rest of this year.

Part of the funding that assists with campaigning Maryland’s world renowned star-spangled sailing icon comes from interested general public and businesses contributing in return for the opportunity to sail aboard. Being that the best protection of lives from possible infection is significant interpersoanl distancing that will not be easy to provide while sailing aboard, such direct sailing experience income will be all but impossible to generate this year. Not only this, all of the anticipated income-producing events previously scheduled for March and April were canceled. And so it comes to pass that Pride will be tied up for the rest of this year. Carefully protected for the period ahead till sailing again in 2021. To be completely frank, it is quietly very disappointing for all of us to be tying up Pride for the rest of this year. While understandable, it is also not completely unfamiliar. Except that this tying up comes so very soon after opening her up again from last winter as if a butterfly from her protective cocoon. But like everyone across the nation and around the world, COVID-19 is a threat to us all doing anything that means mingling closely. To protect those that might want to sail aboard Pride during this medical emergency, being that protective distancing measures cannot be accommodated aboard Pride, means no direct user income, that in a regular season can mean upwards of 10%-15% of the annual budget to the non-profit company Pride of Baltimore, Inc. Such loss of potential income means the whole year’s costs will not actually be met. Tying up means reduced expenses. Tying up sooner than later also means having the fiscal ability for being ready and able to start up again in 2021.

Disappointing for sure. No differently for the whole nation and the whole planet. But certainly a clear way to protect lives in the meanwhile.

I extend sincere compliments to the seasonal crew for their diligence in all things they attend to on behalf of the ship. Downrigging her in a proper fashion and covering her for the long period of protection is no small nor simple job. Once accomplished, they go their own way. In normal circumstances, often to another sailing vessel.

Signed,
Jan C. Miles, Senior Captain

Photo: Pride II returning to Baltimore under sail, May 14, 2020, courtesy of Eddie Lucas.

Date: Thursday, May 14, 2020

Thirty-four years ago this day, Pride of Baltimore was lost. Pride of Baltimore II continues in the memory of the first … Bold statements of historical and contemporary accomplishments and friendly outreach to our nation and to the world by Marylanders.

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Today the crew sailed Pride of Baltimore II into her home port of Baltimore on the last day of a four-day shakedown cruise.  A cruise a bit different than past years’ shakedown sails for crew training. This time around, I added the goal of not using engines at all, except for backing away from the Clinton Street compound and returning. My goal was achieved. The engines were turned off right at the entrance of the North Branch of the Patapsco River that opens between Fort McHenry and Lazaretto Point. The engines did not go on again till Pride was right outside of her Clinton Street compound piers. These last four days have all been sailing days. To anchor and away from anchor.  An experience and a challenge that somewhat harkens back to the days of the Age of Sail.

This morning started with care and attention to shipboard details as we waited for the light southerly breeze to build. Late morning, the mainsail and main-gaff-topsail were set and the main boom tagged to starboard. The jib readied to be set aback to port. Yards with loosened square-topsail backed to port. Foresail brails “singled up” for a quick setting. Fore-staysail to starboard ready to set. With care to Pride’s yawing as the anchor was hauled back, at the point the anchor was going to lift off the bottom, the jib was set aback to port. Pride swung to starboard and with mainsail sheet eased as Pride headed away from the anchorage on a broad reach toward the Patapsco River. Leaving the jib aback so speed was kept low, but shifting the yards to starboard, the anchor was hoisted to the port rail and stowed. The jib was passed. The square-topsail was set. The staysail was set. The foresail was set. The jib-topsail was set. Pride then proceeded along nicely in the 10 knots of wind that had come up.

Pride reached across the bay to the eastern section of the Brewerton Channel (extension). Then steered into the Patapsco and under the Key Bridge. In the main branch of the Patapsco, the wind died out a lot.  As Pride drifted toward Fort McHenry, the foresail was brailed in. Then the jib-topsail lowered and harbor-furled. Soon Pride was turned toward the opening into the North Branch between Fort McHenry and Lazarretto Point. This put the light breeze directly behind the ship. The main-gaff-topsail was struck. Then the mainsail was lowered and stowed. As Pride sailed along under square-topsail, the jib and staysail were lowered and stowed. Last, just as Pride was approaching her Clinton Street compound mooring area, the square-topsail was struck. The engines started and quick work of tying up was executed around 1530.  After an hour of tidying up, all hands were stood down. Everyone feeling pretty good about the cruise.

Signed,

Jan C. Miles, Senior Captain

Photo: Pride II Sailing under the Chesapeake Bay Bridge. Photo courtesy of Susan Hale

Date: Wednesday, May 13, 2020
Time: 1900 hours
Location: Anchored on the eastern side of the Chesapeake Bay, south of Rock Hall near the western shore of Eastern Neck

There was no wind this morning, as forecast. So the morning was spent attending to vessel details. Inspecting the rig. Also some cleaning.

Somewhat unexpectedly an east-southeast breeze arrived late morning. Pretty fresh too. Meaning 10 knots and a bit better. The updated forecast continued indicating 5 knots from the south. After a moment of thought, it was easy to realize this new breeze was a result of temperature differences of air over land verses air over water of the Chesapeake Bay.

Whenever there is a broad area of uniform and stable air mass over both water and land, and the sky is clear, the sun starts to heat the surface of water and land early in the day. Water does not heat up as quickly as land does. Today it seems the land temperature had increased pretty quickly while the bay water did not as quickly. As the land heated this morning, the air close to the ground heated as well and started to rise. Over the bay the cooler near-surface air was drawn towards the land by the rising warmer air over land. This flow creates localized breezes near shorelines. The greater the difference of temperature the faster this flow near shorelines. So, by midday in Annapolis, we were seeing 10-12 knots of wind flowing right up the Severn River. A good sailing breeze. But one that would require tacking back out Severn River Roads. Because the wind was not as speedy as it was yesterday, it would be less work for the crew to tack Pride out towards the bay. But still, it would mean short tacking hence plenty enough work.

Today’s sail from anchor would best be served to have the mainsail set prior to hauling back the anchor. Close astern by about 300 yards was the seawall of the Naval Academy. It would be important to pay off on a tack long enough that it would give the crew a chance to set additional sail to both aid in balancing the mainsail as well accelerate Pride after the anchor was off the bottom. Not merely accelerate but accelerate her enough over a short distance before needing to tack before running out of depth near either side of the Severn River.

Today the goal was to pay off on a port tack and sail to the southern side of the river, near Eastport Yacht Club. A distance of 450 yards from the anchored position. The mainsail boom was hauled to the starboard quarter to use the mainsail as an air-rudder for twisting the bow to the right. While hauling back the anchor, and carefully watching the swing of the ship, there were a few times the crew stopped hauling in the anchor to await a favorable swing. Finally, close to when the anchor would come off the bottom, there was a favorable swing. The anchor was lifted off the bottom and brought to the waterline, the jib was hoisted in a backed to port setup. The yards had already been braced backed to port. Pride twisted away to starboard, the mainsail filled, the backed jib kept twisting the Pride to the right. There is a lot of leverage with the jib so far forward of the mainsail, so Pride kept twisting against the filled mainsail to nearly beam to the wind. The jib was passed. The fore-staysail was set and both trimmed for going to windward. Pride started to accelerate and with steerage could be headed close to the wind. Then the loose-footed foresail was set. Being loose-footed the setting of the foresail is very fast. Merely let go of all brails at the same time and haul the clew aft-ward and close-in aboard with the line that is always attached. Then hook up the 4-part tackle to the foresail clew pendent and trim the 1,500 square feet sail. Then shift the yards around to starboard to reduce windage. Then tack as Pride approached the shore of the tip of Eastport.

It took seven tacks to finally get around Greenbury Point Shoal and head for the Chesapeake Bay Bridge. The square sail did not get set till after all of the tacking was completed. With the four lower sails, all being fore-and-aft, three of them loose-footed, there was plenty of work trimming after each tack with 14-15 knots of apparent wind. Pride was making 4+ knots on each leg. I decided to postpone setting the square-sail till after all the short-tacking. Were the wind less strong, the square would have been set so as to get additional acceleration. With plenty of acceleration, not setting the square was a favor to the crew not having to brace the square-topsail for each tack, forcing that sail through the wind. There had been plenty of that yesterday, in much stronger winds. A good photography show yesterday for sure. Making for a visually bold arrival to Annapolis for the first time this year. Without the foresail because of the stronger wind. With it there would have been too much sail area during yesterday’s gusts. Departing Annapolis did not call for a bold statement. The simplicity of fore-and-aft sails providing adequate acceleration for short tacking was plenty of visual proof of the ability for going to windward of the old-style Pride represents.

After the last tack, the square-topsail was set. Followed by the jib-topsail and the main-gaff-topsail.

Passed under and through the Chesapeake Bay Bridge and headed around Love Point, the northern end of Kent Island. Then close-hauled sailed east toward the anchorage. Turned downwind right close to shore to take all sail forward of the mainmast. Then rounded to port up toward the wind for dropping the port anchor around 1730 when Pride had lost way and started to drift astern. All sail and gear was stowed by 1830 and a delayed supper was had by all.

Signed,

Jan C. Miles, Senior Captain

Photo: TimeZero display of Pride II‘s track into Annapolis

Date: Tuesday, May 12, 2020
Time: 1900 hours
Location: Anchored at Annapolis, near U.S. Naval Academy eastern seawall

We remained at anchor on the western shore just north of Herring Bay for a couple of hours this morning to re-familiarize the crew with emergency response: MOB (man overboard), fire, and abandon ship.

Today’s marine forecast indicated westerly winds of 10 to 15 knots with gusts to 20. Such winds would have been fine for sailing further south. However, the forecast for Wednesday was for nearly no wind at all. Being this shakedown cruise has no daily destination, I am trying to keep sailing to and from anchoring without engine use. This goal puts a premium on being smart about wind direction as it flows over possible anchoring locations. A simple, sorta’ obvious parameter for selecting an anchorage is achieving a lee from rough sea. It is anxious making to be at anchor just off a lee shore right behind your vessel if there is a sea running. Meanwhile, an anchorage that has fair winds to sail into will want fair winds for sailing away from. Taking into consideration the light winds forecast for Wednesday, with fresh west winds blowing today, it was easy to decide to sail north. What was not so easy to decide was where we would end up.

Sailing away from anchor was simple this morning, being with a west wind, Pride had the entire width of the Chesapeake Bay behind her. When the anchor came up off the bottom, she fell away to port. The jib was set. Being on the port side meant it would be passed over to starboard when the ship continued her three-quarter turn around to the north. During this turn, the yards were shifted from sharp port to sharp starboard and the topmast flags were cleared from their wrap-around topmast tips. After the turn, the port anchor was lifted to the port rail. Then the loose-footed foresail was set. Followed by the square fore-topsail. Then the fore-staysail. Then the mainsail. And Pride fair roared up the Chesapeake Bay, sometimes exceeding 10 knots.

As she passed Thomas Point Light, I studied the wind pattern. The increased wind pattern coming from the Severn River was normal. The gusts as well. It was the gusts I pondered in addition to the direction of flow directly out of the Severn River. I have sailed Pride into Annapolis against a west-northwest breeze. But not a strong breeze. Today’s winds, particularly the gusts at nearly double the standard wind speed, were not great for tacking to an anchoring location at Annapolis. The challenge being for the crew to handle the sails in strong winds. Sail reduction is the means for keeping sail area manageable for the crew. However, sail reduction also means less power for acceleration out of a tack. Short tacks for narrow navigable depths risks not having enough speed during puffs to succeed sailing through the next tack. Alternatively, we could go further up the bay. However, there would not be an interesting anchorage. Just another open to the bay western shore scenario like we had just left. I decided it was worth an effort to sail against the gusty wind into Annapolis. But first, with Pride sailing so fast, we would spend the day reaching up and down the bay near the western side between Thomas Point and the Bay Bridge. The forecast indicated a reduction of wind by evening time. Maybe it would reduce sooner.

And so the crew tacked Pride from reach to reach and the ship fair flew north and south.

By mid-afternoon I was examining more closely the challenge of tacking against the gusts. Wanting to show off Pride with her recognizable square-sail set as she sailed, but the gusts were more than was prudent with the current sail area set, I ordered the foresail taken in. Reducing sail by that much I estimated would likely be enough to be manageable while tacking to windward in the gusts. Normally, sail reduction for the reason of wind strength is a top-down order. But I wanted the square-sail to be up for all ashore to see their Pride making her way up the Severn River Roads toward Annapolis.

So we proceeded into the Severn River. Eight tacks. Plenty of hauling for the crew. In the gusts the square-sail can be very resistant to bringing around through the wind. In the gusts, the jibs can only be passed and sheeted home one at a time due to their sail area. The last tack was right near the northeast corner of the Naval Academy athletic grounds. That last leg to the point of dropping the anchor was when the square topsail was struck. Then both headsails. Pride rounded up to the wind guided by her hard over rudder and her mainsail. With the main boom lashed to the port quarter with the boom tackle, the mainsail went aback on the port side and acted as an air-break against the effort of the hard over rudder turning the ship to the right. Pride stopped quickly and, once drifting astern, the anchor was dropped near 1700 hours and a shot of chain to the waterline was heaved out. The crew tied in harbor-furls rather than sea-stows to present Pride at her normal best for her public. Supper for all hands was at 1800. A full day. And a strong sense of accomplishment.

Signed,

Jan C. Miles, Senior Captain

Photo: Pride II sailing off Fort Smallwood Park courtesy of Timothy Smith