yachts in storms

Yachting World

• Digital Edition

Video: 6 of the best heavy weather sailing videos

• Harriett Ferris
• June 18, 2017

Watch our pick of the most dramatic heavy weather videos

This first video of heavy weather sailing is our from our Storm Sailing Series with Skip Novak . It was probably the most ambitious project Yachting World has ever undertaken: to head for Cape Horn with high latitudes doyen Skip Novak to make a series on Storm Sailing Techniques . Here is one of our most popular videos, rounding Cape Horn in Storm Force 10 conditions…

Hallberg Rassy are known for being heavy, sturdy, seaworthy boats.  This video shows Hallberg Rassy 48 Elysium in heavy weather off Cape Gris Nez, northern France in 2014. The yacht seems to be handling well, able to use a Raymarine lineair 7000 autopilot depsite the conditions.

This compilation is from the BT Global Challenge round the world race, a crewed race westabout the prevailing winds in one-design steel 72-footers. It took amateur crews upwind through the Southern Ocean from Cape Horn to New Zealand and from Australia to Cape Town. This footage shows some of the weather they experienced and what the crews endured – and watch out for some footage of the race leaders fighting it out under trysail during a severe storm in the Cook Strait in New Zealand.

Single-handed sailor Berthold Hinrichs sailing in Hinlopenstretet. It is the 150km long strait between Spitsbergen and Nordaustlandet in Svalbard, Norway and can be difficult to pass because of pack ice.

A fun compilation video of sailing in strong breeze including 2 wipeouts, 1 dismasting and 1 guy going for a swim…

Our last example comes from popular YouTube channel Sailing SV Delos , as the crew tackle a 50-knot gale on the crossing to Madagascar. Skip to 8:00 for the stormy stuff:

If you enjoyed this….

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A Complete Guide To Sailing In A Storm

Sailing in a storm can be a challenging experience but with the right preparation and techniques, it can be navigated safely in most instances.

While it's best to avoid storms when sailing, there are times when storms cannot be avoided.

To sail in a storm:

• Prepare the sailboat for a storm
• Monitor the weather conditions
• Adjust the sailboat to stabilize the vessel in the storm
• Maintain communication with the coast guard

The number one priority when sailing in a storm is safely navigating through the water during these bad weather conditions.

1. Prepare The Sailboat For A Storm

The first step of sailing in a storm is to prepare the sailboat for storm weather conditions.

To prepare a sailboat for a storm:

• Check the rigging & sails : Assess the rigging and sails overall condition. Ensure they are in full working order with no issues with maneuverability or rips in the sails. There should be a storm sail onboard too in preparation for sailing in the storm
• Ensure safety equipment is onboard : Ensure there are liferafts, life jackets for everyone onboard, life buoys, heaving lines, sailing jackets, flashlights, flares, VHF radios, chartplotter/GPS, first aid kits, and fire extinguishers
• Remove the boat canvas/bimini top : In preparation for sailing in a storm, remove the boat canvas/bimini top to prevent it from getting damaged or destroyed or causing injury to passengers onboard ‍
• Ensure loose items are tied down : Any loose items like lines on the deck should be tied down and secured before sailing in a storm. Loose items can become dislodged and damaged or cause injury to passengers onboard if they are not secured during a storm
• Ensure the sailboat's engine is in great condition : Ensure the sailboat's motor is in perfect condition with sufficient oil and fuel to operate during the storm

Preparing the sailboat for a storm will take approximately 30 minutes to complete. This timeframe will vary depending on the size of the vessel and the amount of equipment needed to be purchased and installed onboard.

In preparing for sailing in a storm, there is certain sailboat equipment needed. The equipment needed for sailing in a storm includes a storm sail, heaving lines, sailing jackets, life jackets, life buoys, liferafts, first aid kit, Chartplotter/GPS, fire extinguishers, VHF radio, and flares.

The benefits of preparing the sailboat for a storm are a sailor will be prepared for any issues caused by the storm and a sailor will have the necessary safety equipment to help keep everyone onboard safe during the storm.

One downside of preparing the sailboat for a storm is it can be costly (over $500) especially if the sailor does not have all the right equipment needed to withstand the stormy weather. However, this is a small downside.

2. Monitor The Weather Conditions

The second step of sailing in a storm is to monitor the weather conditions regularly.

To monitor the weather conditions:

• Connect to the VHF radio weather channel : Connect to channel 16 on the VHF radio as this channel provides storm warnings and urgent marine information for boaters
• Use a chartplotter : Modern chartplotters will have marine weather data for boaters to monitor the weather conditions and check windspeeds, rainfall levels, wave height and other relevant marine weather data
• Check a marine weather forecast provider website : If you have internet access on the sailing trip, connect to a marine weather provider for marine weather forecast information in your area

In sailing, weather conditions are considered a storm when the wind speed is 28 knots or higher and the wave heights are 8ft or higher. Other characteristics of stormy weather when sailing is poor visibility with visibility ranges of under half a mile (0.8km or less) and heavy rain with a precipitation rate of at least 0.1 inches (2.5 millimeters) per hour.

It can take approximately 3 to 6 hours for a storm to fully develop when sailing. However, for larger storms, it can take over 2 days for the storm to fully develop.

Monitoring the weather should be done every 20 minutes when sailing in a storm to get up-to-date information on potential nearby locations with better weather to sail to.

The benefit of regularly monitoring the weather conditions is a sailor will be more prepared for the weather that lies ahead and the sailor will be able to make adjustments to their sailing route to help avoid the bad weather.

3. Adjust The Sailboat To Stabilize The Vessel

The third step of sailing in a storm is to adjust the sailboat to stabilize the vessel.

When sailing through the storm, reef the sails to reduce the stress and load on the mast and sails, attach the storm sails, turn the vessel until the wave and wind direction are blowing from the stern of the sailboat, i.e. the wind is blowing downwind. Carefully tack the sailboat slowly until the boat is in the downwind position. Pointing the sailboat downwind is not recommended if the sailboat is near land as it could cause the boat to run into the land.

Alternatively, if the storm is very bad, sailors can perform a "heaving to" storm sailing maneuver.

To perform the heave-to storm sailing maneuver:

• Turn the bow of the boat into the wind : This involves turning the sailboat so that the bow faces into the wind. This will cause the boat to lose forward momentum and begin to drift backward
• Adjust the sails : Depending on the size and configuration of your boat, you may need to adjust the sails in different ways. In general, you will want to position the sails so that they are catching less wind and are working against each other. This will help to slow the boat's drift and keep it from moving too quickly
• Adjust the rudder : You may need to adjust the rudder to keep the boat from turning too far or too fast. In general, you will want to angle the rudder slightly to one side to counteract the wind and keep the boat on a stable course
• Monitor the boat's drift : Once you have heaved-to, you will need to monitor the boat's drift and make small adjustments as needed to maintain your position. This may involve adjusting the sails, rudder, or other factors as conditions change

The heaving to maneuver is used to reduce a sailboat's speed and maintain a stationary position. This is often done in rough weather to provide the crew with a stable platform to work from or to wait out a storm.

This sailing maneuver will adjust the sailboat and should stabilize the vessel in the storm.

The benefits of adjusting the sailboat position in a storm are it will help to stabilize the boat, it will improve safety, it will reduce the crew's fatigue as the crew will not be operating with a boat at higher speeds, it will help maintain control of the sailboat, and it will reduce stress on the sailboat and the rigging system.

Depending on the size of the sailboat, how bad the weather conditions are, and a sailor's experience level, adjusting the sailboat to stabilize it in the storm should take approximately 10 minutes to complete.

4. Maintain Communication With The Coast Guard

The fourth step of sailing in a storm is to maintain communication with the coast guard.

This is particularly important if the storm is over Beaufort Force 7 when sailing is much harder.

To maintain communication with the coast guard during a storm:

• Understand the important VHF channels : During sailing in a storm, be aware of VHF international channel 16 (156.800 MHz) which is for sending distress signals
• Ensure there are coast guard contact details on your phone : Put the local coast guard contact details into your phone. These contact details are not substitutes for using the VHF channel 16 distress signal or dialing 911. These contact details should only be contacted if all else fails

Contacting the coast guard takes less than 1 minute to complete and they are fast to respond in case of an emergency caused by the storm.

The benefits of maintaining communication with the coast guard during a storm are it will help improve safety, the coast guard will be able to provide real-time alerts, and it will provide navigation assistance as the coast guard has access to the latest navigation technology and can guide you through the storm's hazardous areas such as shallow waters or areas with a strong current.

Frequently Asked Questions About Sailing In A Storm

Below are the most commonly asked questions about sailing in a storm.

What Should You Do If You're Caught Sailing In A Storm With Your Boat?

if you're caught sailing in a storm with your boat, you should reef the sails, attach the storm sails and tack the vessel slowly until the wave and wind direction are blowing from the stern of the sailboat.

Should You Drop An Anchor When Sailing In A Storm?

Dropping an anchor can be a useful technique to help keep a boat steady during a storm. However, whether or not to drop an anchor depends on a variety of factors including the size and type of the boat, the severity of the storm, the water depth, and the type of bottom (i.e., mud, sand, or rock).

If you are in a smaller boat that is being pushed around by the waves, dropping an anchor can help keep the boat oriented in a particular direction, reducing the boat's drift. Additionally, it can help reduce the risk of capsizing or being thrown onto a rocky shore.

However, if the storm is very severe with high winds and waves, the anchor may not be enough to hold the boat in place, and it may put undue stress on the anchor and the boat's attachment points. In such a case, it is usually better to try to navigate to a sheltered area or to deploy sea anchors that can help reduce the boat's drift.

It is also essential to be careful when anchoring in a storm as it can be challenging to set the anchor correctly and the wind and waves can cause the anchor to drag.

Is It Safe To Sail In A Storm?

Sailing in a storm should be avoided due to the lack of safety. However, experienced sailors can sail in storms up to Beaufort Force 7 if required. Beaufort Force 8 and higher storms are extremely dangerous to sail in and should be avoided at all costs.

How Do You Improve Safety When Sailing In A Storm?

To improve safety when sailing in a storm, wear a life jacket, hook everyone onboard up to a safety line or harness so they don't fall overboard, reef the sail to improve the sailboat's stability, and understand where all the safety equipment is onboard and how to operate it in case of an emergency.

What Type Of Storm Should Not Be Sailed In?

A sailor should not sail in any storm but especially a storm from Beaufort Force 8 to Beaufort Force 12 as it is considered to be too dangerous.

Can You Sail Through A Hurricane?

While sailors have successfully sailed through hurricanes in the past, sailing through a hurricane should be avoided at all costs. Sailing in hurricane weather is too dangerous and could result in loss of life.

What Are The Benefits Of Sailing In A Storm?

The benefits of sailing in a storm are:

• Improves sailing skills : Sailing in a storm will force sailors to improve their sailing skills and increase their ability to handle rough seas
• Exciting experience : For some sailors, the thrill of navigating through a storm can be an exhilarating experience that they enjoy. The adrenaline rush and sense of accomplishment of successfully sailing through a storm can be incredibly rewarding
• Greater appreciation for the power of nature : Sailing in a storm can provide a unique perspective on the power of nature. It can be humbling and awe-inspiring to witness the raw force of the wind and waves and this can lead to a greater appreciation for the natural world

It's important to note that these potential benefits should never come at the expense of safety. For the majority of sailors, it is smarter to avoid sailing in a storm and instead wait for the bad weather to pass.

What Are The Risks Of Sailing In A Storm?

The risks of sailing in a storm are:

• Boat sinking/capsizing : With high winds over 28 knots and waves and swells at heights over 8ft, there is a risk of the sailboat capsizing and sinking
• People drowning : High winds and high waves during a storm can cause people onboard to fall overboard and drown
• Loss of communication : Bad storm weather can cause the sailboat's communication system to stop working making it much harder to signal for help if needed
• Boat damage : Storm weather can damage the boat including the sails, mast, rigging system, lines, Bimini top, etc.
• Poor visibility : Sea spray, large waves over 8ft, and heavy winds over 28 knots can reduce the visibility to under 500 meters in some instances making it difficult for navigation
• People being injured : People onboard can get injured due to the increase and sharp movements caused by the storm

What Should Be Avoided When Sailing In A Storm?

When sailing in a storm, avoid:

• Getting caught sailing in the storm in the first place : Ideally, a sailor should avoid sailing in the storm in the first place by checking the weather radar and instead wait for the weather to clear before continuing their sailing trip
• Increasing the sail area : Increasing the sail area in a storm should be avoided as it can cause the sailboat to become more unstable and increase the risk of capsizing
• Not wearing a life jacket : Life jackets should be worn at all times when sailing but especially during a storm. Avoid not wearing a life jacket in a storm as there is no protection if someone falls overboard
• Not wearing the appropriate gear to stay dry : Sailors should avoid not wearing the appropriate foul weather gear to stay dry when sailing in a storm
• Not connecting the crew to safety lines/harness : When sailing in a storm, all crew on the boat deck should be
• Not understanding the safety equipment : Sailors should avoid not understanding the safety equipment onboard

How Do You Avoid Sailing In A Storm?

To avoid sailing in a storm, check the weather forecast regularly when going on a sailing trip to know when and where not to sail as the weather gets worse in these areas. If a sailing trip involves passing through a storm, wait in an area where there is no storm until the weather clears up in the storm area before continuing on the voyage.

What Are The Best Sailboats For Sailing In A Storm?

The best sailboats for sailing in a storm are the Nordic 40, Hallberg-Rassy 48, and the Outremer 55.

What Are The Worst Sailboats For Sailing In A Storm?

The worst sailboats for sailing in a storm are sailing dinghies as they offer little protection from the dangers of stormy weather.

What Is The Best Sized Sailboat For Sailing In A Storm?

The best-sized sailboats to sail in a storm are sailboats sized 30ft. and longer.

What Is The Worst Sized Sailboat For Sailing In A Storm?

The worst-sized sailboats to sail in a storm are sailboats sized under 30ft. as it is more difficult to handle rough weather and choppy waves in these boats.

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Storm Tactics for Heavy Weather Sailing

• By Bill Gladstone
• Updated: November 15, 2021

Storm tactics can be roughly defined as the ways to handle a storm once you’re in it. There are several proven choices, all of which intend to keep either the bow or stern pointing toward the waves. No one tactic will work best for all sailboats in all conditions. As skipper, it will be up to you to consider the best approach for your vessel, procure the right equipment, and practice with it before it’s needed.

Here we look at some active storm options that might work when conditions are still manageable and you want to actively control and steer the boat. Crew fatigue is a serious consideration when using active tactics.

Forereaching

Although not often mentioned as a tactic, it can be highly effective for combating brief squalls or moderate-duration storms. Here’s how to set up your boat for forereaching: Roll the jib away (especially if you have a large roller-furler genoa set); reef the main down to the second or third reef position; and sail on a closehauled course, concentrating on keeping the boat flat. It will be a comfortable ride, everyone will be relatively happy, and you will be making 2 to 3 knots on a close reach. Check your course over ground because increased leeway will cause your track to be much lower. This is a possibly useful tactic to claw off a lee shore. Note that not all boats will be at ease forereaching, so you’d better experiment with it ahead of time. Catamarans in particular will lurch and demonstrate much-increased leeway.

Motorsailing

Sometimes it’s necessary from a time or safety perspective to stow the jib and fire up the iron genny instead. Motorsailing lets you point high and make progress to windward. Motoring with no sails will not work well (or at all, in some cases), particularly in big seas, but a reefed mainsail will provide lateral stability and extra power. Trim the main, head up high enough to control your angle of heel, set the autopilot, and keep a lookout. Fuel consumption makes this a short-term option.

Here’s a tip: Make sure cooling water is pumping through the engine. On some sailboats, the water intake lifts out of the water when heeled. A further difficulty is that the pitching boat might stir sediment off the bottom of the fuel tank, which can, in turn, clog the fuel filter.

Running off and drogues

Sailing under storm jib and a deeply reefed mainsail or storm trysail provides the most control. If you don’t have storm sails, a reefed jib will give you the power to steer and control your boat in the waves. The boat must be steered actively to maintain control because no autopilot will be able to do this.

If excessive speed is a problem and steering becomes difficult, towing a drogue will slow the boat. A retrieval line should be set from the head of the drogue for when it is time to bring it back on board. If you don’t have a drogue, trailing warps might help slow the boat.

In a storm of longer duration, or when conditions become otherwise unmanageable, the situation might call for a skipper to consider passive storm tactics. When you are exhausted and you just want to quiet down the boat and maybe get some rest, there are other boathandling options available, depending on the sea state and the ­equipment you have onboard.

Heaving to can be an excellent heavy-weather tactic, though some boats fare better than others. Wouldn’t it be great if during a heavy-weather episode you could just slow everything way down? Imagine a short respite with a reduced amount of motion from the relentless pitching and pounding. A chance to regroup, make a meal, or check over the boat. Well, you can.

Heaving to allows you to “park” in open water. Hove-to trim has the jib trimmed aback (that is, to the wrong side), the reefed main eased, and the helm lashed down to leeward. The easiest way to do this is to trim the jib sheet hard and then tack the boat, leaving the sheet in place. Trimmed this way, the jib pushes the bow down. As the bow turns off the wind, the main fills and the boat moves forward. With the helm lashed down, the rudder turns the boat toward the wind. As the main goes soft, the jib once again takes over, pushing the bow down. The main refills, and the rudder pushes the bow into the wind again.

RELATED: Safety at Sea: Mental Preparations Contribute to Positive Outcomes

Achieving this balance will require some fine-­tuning, depending on the wind strength, your boat design and the sails you have. You might, for example, need to furl the jib most of the way in to match the wind strength. Trimming the main will ensure that the bow is at an angle to the waves, ideally pointing 40 to 60 degrees off. Modern fin-keeled boats do not heave to as well as more-traditional full-keel designs.

When hove to, the boat won’t actually stop. It will lie, as noted, about 40 to 60 degrees off the wind, sailing at 1 or 2 knots, and making leeway (sliding to leeward). Beware of chafe. When hove to, the jib’s clew or sheet will be up against the shroud and might experience wear damage. Monitor this regularly, and change the position of the sheet occasionally. You might not want to heave to for an extended time.

Deploying a sea anchor

A sea anchor is a small parachute deployed on a line off the bow. A sea anchor helps keep the bow pointed up into the waves so the boat won’t end up beam to the seas. Light displacement boats will pitch violently in high seas, and chafe and damage might occur to the bow, so setting up a bridle and leading it aft through a snatch block will allow the boat to lie at an angle to the waves, providing a more comfortable ride. A big concern when using a sea anchor is the load on the rudder as the waves slam the boat backward. Chafe on the sea-anchor bridle is another big factor, so the bridle must be tended regularly.

Remember, if you and your vessel are caught out in heavy-weather conditions, as a skipper, you must show leadership by setting an example, watching over your crew, offering relief and help to those who need it, and giving encouragement. Remember too, discomfort and fear can lead to fatigue, diminished performance, and poor decision-making. Don’t compromise the safety of the boat and crew to escape discomfort.

Few people get to ­experience the full fury of a storm. Advances in weather forecasting, routing and communications greatly improve your odds of avoiding heavy weather at sea, but you’re likely to experience it at some point, so think ahead of time about the tactics and tools available to keep your crew and vessel safe.

Heavy weather might not be pleasant, but it is certainly memorable, and it will make you a better sailor. Take the time to marvel at the forces of nature; realize that the boat is stronger than you think.

Happy sailing, and may all your storms be little ones!

This story is an edited excerpt from the American Sailing Association’s recently released manual, Advanced Cruising & Seamanship , by Bill Gladstone, produced in collaboration with North U. It has been edited for design purposes and style. You can find out more at asa.com.

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Sailing Your Sailboat In A Storm: The Ultimate Guide

No one in their right mind chooses to direct their sailboat into a storm, and you shouldn’t either!

There’s a reason that so many songs about sailing and sailing quotes are based around storms at sea – they’re dramatic and terrifying and awe-inspiring. So inspiring that people feel the need to write about them.

In our 4 years of full-time sailing, we have only been caught out a few times. It’s never fun when you are but each time it happens you build trust in yourself and how your sailboat handles storm conditions.

The good news is that you can prepare yourself and your sailboat for storms without having to head out into one. There are several steps you can go through to ensure that if and when the time comes, you’re ready.

Sailing in stormy conditions can be a daunting experience for even the most experienced sailors. However, with the right knowledge, preparation, and mindset, you can navigate through the raging tempest and emerge safely on the other side.

In this ultimate guide, we will equip you with the essential skills and advice to sail your sailboat confidently in stormy weather.

Whether you’re an experienced sailor looking to refine your storm tactics or a beginner eager to explore the world of sailing, this guide will provide you with the tools to face the fury of nature head-on.

As an Amazon Associate, we earn from qualifying purchases. We also earn from other affiliate programs. This means we may receive a small commission on products purchased through our links at no extra cost to you.

Table of Contents

Pre-storm sailing checks, storm sails, your sailboat in big waves.

• Post Storm Assessment

Conclusion: Your Sailboat In A Storm

The key to sailing in a storm is being prepared. We knew this, and yet the first time we got caught in big weather we weren’t prepared at all, and we felt really stupid for it.

Don’t be us!

You should be prepared for bad weather every single time you leave the safety of the harbour. You never know when the weather will change on you and you should always know exactly what you’ll do when that happens.

Here are a few things you can do while the weather is calm to help you prepare for the worst case scenario.

The Science of Storms

Understanding the dynamics of storms, including their formation, movement, and intensification, will enable you to make informed decisions before you even leave the anchorage.

You don’t need to become a weather expert, but you should learn how to read the weather using various sailing forecasts, and be aware of all the different tools available to you.

Another key skill is knowing weather patterns in the specific area you’re sailing in. Ask local fishermen and sailors how to spot bad weather and ‘read the skies’ as well as the forecasts.

In Greece, for example, you can predict the onset of the Meltemi winds by watching for dew on the deck. You can also learn a lot from watching the fishing boats. If they suddenly flock to port it’s a sure sign there will be bad weather on the way!

Preparing Your Sailboat

Properly equipping your sailboat before setting sail is crucial for handling a storm.

We always do pre-sail checks before setting off on a passage, but after days of sailing in calm weather, it’s easy to get complacent. Especially when there’s a favourable forecast.

This was our biggest mistake in one of the big storms we got stuck in. We usually stow our paddleboards, but we were forecast great weather and decided to tie them down on deck instead. We lost one over the side after a huge wave ripped it out of the lines and washed it overboard. Luckily it wasn’t anything more important.

You need to check for things like working bilge pumps, check your marine batteries and that you have a healthy running engine, do regular rigging inspections, check your sailboat mast , and check the quality of your lines and sails. These sorts of things should all be part of your going-to-sea checklist and are easy to keep on top of because they’re so vital.

The things that are easier to forget, but just as important, are things like ensuring hatches and portholes are properly closed and fastened, cupboards are all latched, and everything is stowed away safely.

I read a really interesting account of a couple who got caught in a severe storm. When a wave hit their top-loading fridge flew open spilling the contents everywhere. Eggs all over the floor made it impossible to move around below deck safely, and serious injuries occurred.

Think of everything, every time! And make it part of your daily routine.

Safety Equipment

Alongside your regular boat checks should be regular safety equipment checks.

To begin with, you should make sure you have all the safety equipment onboard before heading out to sea. This includes things like lifejackets , tethers, jackstays, liferafts, EPIRBS, grab bags, flares, etc.

You should make sure you inspect safety equipment regularly. Keep on top of things like recharging lifejackets and getting liferafts inspected regularly. Make sure your life sling is free to run. Make sure you have a sailing knife somewhere handy.

You should also know how to use your safety equipment and regularly practice your man overboard drills.

S eamanship Techniques

Once you find yourself sailing through a storm, it’s vital to know how to handle your sailboat effectively. This requires knowing your boat and how it handles best and will take some practice.

You can practice in calm weather, you don’t need to be in the middle of a storm to figure out certain techniques (and you shouldn’t be!) Make storm tactic practice a regular part of your sailing routine, and make sure the crew is aware of what you’ll do if heavy weather creeps up on you.

We’ll take a more in-depth look at different storm tactics below!

Crew Safety and Communication

In a storm, the safety of you and your crew is paramount. Before you head out to sea you should always brief your crew so they know all the major systems onboard. Imagine you got knocked unconscious – what would they need to know to get you and the boat to safety?

They should all have appropriate safety equipment and know your rules on using it. It’s important they trust and respect you as the skipper, because if things get tough out there you’ll want them to follow your orders.

You need to make sure they are comfortable with the way you run your ship. It’s easy to bark orders that are difficult to understand when you’re under pressure, so it’s up to you as captain to practice good communication skills onboard.

Mental Preparedness

Sailing in stormy conditions can be mentally and physically demanding. Often the sailboat is fine in a storm, but the people onboard fall apart long before the boat will.

Storms bring rough seas, and rough seas bring seasickness, anxiety, fear, and panic. You need to know what you’ll do if one or more of your crew becomes able to play their role.

When we got caught in big seas on a passage from Croatia to Greece Adam was flat on his back with seasickness for most of the journey. Luckily I knew the boat well enough to single-hand for large chunks of time, and he knew how to handle his seasickness well enough that he could take short watches while I slept.

Being prepared for this mentally by knowing the boat and our own capabilities played a huge role in the fact we managed to get the boat to safety.

Storm Tactics

Make sure you carefully think through your storm tactics and share them with your crew before you head out to sea. Here are a few storm tactics that might be worth practicing on calmer sails, so you know exactly what to do when bad weather hits.

This seems like a daft one to put first, but hypothermia will kill you much quicker than a storm. Luckily when we got really caught out it was summer and the temperatures were high, but even so we very quickly realised how stupid we were for heading out without decent sailing foulies.

The night was a very cold, very wet one. We survived it, but we vowed we would have all the proper kit before ever heading out to sea again.

As a minimum, make sure you have easily accessible layers (you do not want to be rummaging around below in a bad sea state), a decent sailing jacket and waterproof trousers, non-skid shoes, or even better, sailing boots .

For colder climates, it’s wise to consider a sailing drysuit .

Before the storm picks up make sure you’re kitted out. One rogue wave that sneaks overboard before you have your waterproof layers on could be a real killer.

One of the first steps to take in any sailboat when the weather picks up is to reef the sails . It’s unlikely that a storm will go from 0 knots to 60 (though obviously this can happen!) so as the wind builds, so should the reefs in your sails.

Reefing is simply making the sail area smaller. Different boats will have different points at which they need to reef, and your sail set up will be different too. Offshore sailors often have three reefing points in their sails so they can make them as small as possible.

Reefing the mainsail is hardest. You might need to go up to the mast to drop the sail a portion of the way down before trimming the sail again.

Foresails like jibs are often on furlers, and can be furled away as small as you like. You’ll just want to be careful the sails are balanced so you don’t have to work too hard on the helm.

Once your sailboat is fully reefed and still struggling in the wind speeds you’re getting, it’s time to consider putting up your storm sail.

Your storm sail is a vital piece of safety gear on board.

Storm sails are specialized sails designed to be used in extreme weather conditions, particularly during storms or heavy winds. They are smaller, stronger, and more heavily reinforced than regular sails, allowing a sailboat to maintain control and reduce the risk of damage or capsize in challenging weather.

Here are the main types of storm sails commonly used:

• Storm Jib: The storm jib is a small headsail that is hanked or attached to the forestay closer to the deck. It is typically made of heavy-duty fabric and has a high-cut clew (lower corner) to prevent interference with the deck or waves. The storm jib is used when the wind becomes too strong for the regular headsail, providing better control and stability.
• Storm Trisail: A storm trisail is a triangular sail that is hoisted on a separate mast track, usually on the aft side of the mast. It is set independently from the mainsail and provides an alternative to using the main in extreme conditions. The storm trisail is typically made of heavy-duty fabric and has a shorter luff (leading edge) than the regular mainsail.
• Storm Staysail: A storm staysail is a small sail set between the mast and the forestay. It is usually hanked or attached to a removable stay or a dedicated inner forestay. The storm staysail provides additional stability and control when conditions are too severe for other sails. It is typically made of heavy-duty fabric and has a high-cut clew to avoid interference.

Storm sails are designed to handle high winds and heavy seas, allowing a sailboat to maintain some degree of maneuverability and control.

They are usually constructed from stronger and more durable materials, such as heavy Dacron or woven synthetic fibers, and often feature reinforced stitching and webbing to withstand the increased loads and forces experienced in stormy conditions.

It’s important to note that deploying storm sails should be done in advance of extreme weather and in accordance with the manufacturer’s recommendations. P

roper training and experience are crucial for effectively using storm sails, as they require careful sail handling and adjustments to maintain the boat’s balance and stability.

Heaving to in a sailboat is a valuable technique used to effectively manage challenging weather conditions, especially in a storm. It allows you to temporarily pause your boat’s forward progress, stabilize it, and create a safe and controlled environment.

It’s basically putting the brakes on your sailboat.

Here’s a step-by-step guide on how to heave to in a sailboat, but bear in mind that every sailboat is slightly different so you will need to play around a bit with your individual boat in calm weather to work out what works best for your boat and crew.

• Assess the conditions: Determine if heaving to is the appropriate strategy for the current situation. Heaving to is most effective in moderate to heavy winds and moderate seas. If conditions are extreme or dangerous, it may be safer to consider alternative tactics or seek shelter.
• Prepare the boat: Before executing the maneuver, prepare your sailboat by reefing the sails. Reduce the sail area to a level that provides sufficient control while minimizing the boat’s forward motion. Typically, this involves reefing the mainsail by lowering it partially or completely and adjusting the headsail accordingly.
• Decide on the tack: Choose the tack to heave to based on factors such as wind direction, sea state, and the boat’s handling characteristics. The tack selection can vary depending on the boat’s design and personal preference. In general, choose the tack that allows the boat to face into the wind with the mainsail backed.
• Head up into the wind: Turn the boat into the wind by steering toward the chosen tack. This maneuver will cause the boat’s forward momentum to decrease as it approaches a position directly facing into the wind.
• Backwind the headsail: Once the boat is pointing into the wind, backwind the headsail to help balance the forces acting on the boat. To do this, ease the headsail sheet, allowing it to fill on the opposite side of the boat from its normal position. This action will counteract the forward drive and assist in keeping the boat stationary or with minimal drift.
• Adjust the rudder: Set the rudder position to maintain balance and control. Depending on the boat’s design and behavior, you may need to experiment with the rudder angle to achieve the desired heaving to effect. In some cases, you may need to lock the helm in position or use a tiller-tamer device to maintain the rudder angle.
• Fine-tune and monitor: Once in the hove-to position, make any necessary adjustments to the sails, rudder, and other controls to achieve a stable and comfortable balance. Monitor the boat’s behavior, making sure it only drifts very slowly.

The boat won’t actually stop. It will typically lie about 60 degrees off the wind, sailing at around 1 knot, and sliding to leeward.

The motion will be much less than under sail, and dramatically more stable and pleasant than dropping all sails and lying ahull. You will also be using up less sea room than if you run before the storm at great speed.

Heaving to provides a stable platform in which you can wait out a storm, take a break, or perform necessary tasks while minimizing the boat’s motion and maintaining control.

It’s important to note that the specific technique may vary depending on your sailboat’s design and the prevailing conditions, so always consult your sailboat’s manual or seek guidance from experienced sailors for your particular boat type.

Drogue Or Sea Anchor

A drogue or sea anchor is a device used in boating and sailing to provide stability and control in heavy weather or when facing strong currents, winds or waves. Its primary purpose is to reduce a boat’s drift and help maintain a more stable position relative to wind and waves.

Here are the key points and benefits of using a drogue or sea anchor:

• Reducing drift: In stormy conditions, strong winds and currents can cause a boat to drift uncontrollably, potentially leading to loss of steering and stability. By deploying a drogue or sea anchor, the device creates drag in the water, effectively slowing down the boat’s drift and providing a steadier position.
• Enhancing stability: When a drogue or sea anchor is deployed from the stern of a boat, it helps to stabilize the vessel by reducing yawing (side-to-side motion) and rolling caused by wind and waves. This stability can be crucial for crew safety, preventing excessive motion and reducing the risk of capsizing or broaching.
• Improving safety: In extreme conditions, using a drogue or sea anchor can significantly improve overall safety on board. It reduces the risk of broaching (where the boat is turned broadside to the waves) and pitch-poling (when the boat’s bow is driven under a breaking wave), both of which can lead to dangerous situations. The device helps to create a controlled environment, minimizing the chances of damage, injuries, or loss of control.

We have never needed to use our drogue, but we have been close even in the Mediterranean, so it’s good to be prepared.

If you don’t have one but you find yourself in storm conditions where you need one, then doing something like hanging lines from the stern of the boat can actually make quite a big difference,

Sailing in big waves is not for the faint of heart, but if you trust your boat and your captain it can be an exciting experience!

One of the hardest things about sailing in big waves is steering. Your most experienced helmsman should be on the helm when the weather gets rough. Reading the waves is vital.

One of the key things to remember is that you must not sail on a reach across tall, breaking waves. If they hit you at the right angle and at the right time there is every possibility they could roll the boat. It’s a good idea to be familiar with capsize ratio and what this could mean for you.

If you have to sail upwind (we would do everything possible to avoid this!) then aim towards the parts of the wave that aren’t breaking. There is huge force in breaking waves and you want to avoid them if you can. Or you might lose your paddleboard!

Tack in smooth water if possible, and try to keep the speed up as you’re going over the waves so you don’t lose steerage.

The best option is to sail on a broad reach. Even though we knew this we still attempted to sail upwind to reach our destination and it simply wasn’t possible in our older, heavy displacement boat. Instead, we turned downwind and ran all the way to Italy. It wasn’t where we needed to go (far from it) but as soon as we turned downwind the ride got a whole lot more comfortable and manageable.

When running downwind you will just need to be careful you don’t broach and turn the boat beam on to a wave. This might mean you need to deploy a drogue to slow the boat down.

Post-Storm Assessment

After the storm has passed, it’s essential to assess any damage and evaluate your performance. Someone we know sailed through the night in a storm and when he reached port he carried out a rigging inspection (knowing how much strain had been put on it).

He’s lucky the mast didn’t come down while he was up there, as there were some pretty serious points of failure just about to give. If he’d gone out sailing without checking it out first he could have been in big trouble!

Along with checking the boat for any damage it’s a great idea to do a storm debrief with your crew. Think through the things you managed really well and the things you would have done differently (there’s always something!)

Every scenario is so different, so it’s great to build up a mental picture of things that worked in certain situations and things that didn’t. Next time you get caught in bad weather you’ll be even better prepared.

In conclusion, sailing in a storm is undoubtedly one of the most challenging and intense experiences a sailor can face. It will test your skills, courage, and resilience to the core.

Yet, it is also during these tempestuous moments that the true spirit of sailing shines through. The stormy seas teach us invaluable lessons about ourselves and our abilities as sailors. It’s where I have really built confidence in my sailboat and my own strengths.

While the prospect of sailing in a storm may seem daunting, it is important to remember that with proper preparation, knowledge, and seamanship, it is possible to navigate through even the fiercest of storms. You’ll probably give up long before your sailboat will!

Understanding weather patterns, having a well-maintained vessel, and equipping oneself with the necessary safety gear are crucial steps to minimize risks.

During a storm, it is essential to remain calm and focused. Keep a clear mind, assess the situation, and make informed decisions. Trust your instincts and rely on your training and experience. Remember that storms are temporary, and your skill as a sailor will guide you towards safer waters.

Sailing in a storm also fosters a profound connection with nature. It reminds us of the immense power and unpredictability of the sea. As the winds howl and the waves crash, there is an undeniable sense of awe and respect for the forces at play.

While I wasn’t holding on for dear life, I did have time to stare in awe at the power of the ocean and it was quite an incredible feeling to be in the middle of it all. It’s the main reason people think of sailing as dangerous , and I could see why in that moment!

Lastly, sailing in a storm builds character. It teaches us perseverance, adaptability, and problem-solving skills. It cultivates a sense of resilience and fortitude that extends far beyond the realm of sailing.

In the end, while sailing in a storm may not be for the faint of heart, it is an experience that pushes us to our limits and reveals the true strength within us. But please don’t head out into one on purpose – one will find you soon enough!

It is in the face of adversity that we grow as sailors and as individuals. So, if you ever find yourself caught in a storm at sea, embrace the challenge, trust your skills, and let the storm propel you towards a greater understanding of yourself and the remarkable world of sailing.

If you’re looking for something a little more uplifting to read after this article then check out the best ocean captions for Instagram , which are a lot more light hearted and fun that talking about storms!

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In Hurricane’s Sudden Fury, Acapulco’s Yacht Crews Went Down With Their Ships

Hurricane Otis left a trail of destruction and death but inflicted its worst blow on the yacht crews and other boat workers who are a pillar of the tourism industry.

Damaged boats seen washed ashore this month in Acapulco, Mexico. Credit... Jose Luis Gonzalez/Reuters

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By Zolan Kanno-Youngs and Emiliano Rodríguez Mega

Zolan Kanno-Youngs and Emiliano Rodríguez Mega traveled to hurricane-ravaged Acapulco and interviewed residents, members of the Mexican Navy and city officials.

• Nov. 18, 2023

On the night Hurricane Otis barreled into Acapulco, Mexico, Saúl Parra Morales received a video that only hours before would have seemed unbelievable.

For days, forecasters had predicted little more than a tropical storm. But Mr. Parra Morales watched in horror as his brother filmed the deafening gusts of wind and waves cracking against the deck of the Litos, the yacht where he worked and that proved no match for what became the most powerful storm to hit Mexico’s Pacific Coast.

“This is getting more intense,” Mr. Parra Morales’s brother, Fernando Esteban Parra Morales, said in the video. “We are nervous, but we are safe.”

He wasn’t. Fernando, a machinist, is one of the many mariners on the front lines of this tourist destination who have been missing since the Category 5 hurricane brought destruction to Acapulco last month, shocking forecasters and government officials alike.

While the Mexican authorities have not released details of the 49 people killed and 26 others left missing by the storm, relatives, business leaders and the Mexican Navy say many were captains, sailors and other boat workers caught in the hurricane’s devastating path. Some say the number of missing may be far higher.

Weeks after Otis made landfall, the ferocious storm’s painful toll is coming into sharper focus: Acapulco’s large mariner community, a foundation of this tourist magnet for decades, has been left shattered .

Beaches that attracted tens of thousands of visitors annually have been turned into a graveyard of wrecked ships. Yacht captains, diving instructors, hostesses and others who earned their paychecks on the water have had their livelihoods upended.

Compounding the pain, relatives of the missing say they have been denied closure as they navigate a bureaucracy of authorities to try to find the remains of their loved ones.

“We’ve been doing their work,” Mr. Parra Morales said outside the Acapulco naval base, where he waited with the families of three other missing crew members of the Litos.

Mr. Parra Morales and other relatives had searched beaches and a nearby island, finding random debris from other boats and even a bloated corpse.

“Our emotions have been going up and down,” he said. “If we, the relatives, have found all this, then why don’t they find anything?”

Mexican Navy officials said they had dispatched a team of 40 people to help look for missing mariners, as well as divers to help recover sunken ships.

“All of these efforts are about search and rescue,” Capt. Rogelio Gallegos Cortés of the navy said in an interview aboard a naval ship.

President Andrés Manuel López Obrador has dismissed the questioning of the Mexican government’s response to Acapulco as political attacks against his administration.

Acapulco’s nautical labor force plays a critical role in a destination known globally as a glamorous vacation spot for deep-sea fishing, cliff diving and boating.

Known as the Riviera of Mexico, Acapulco’s beaches have long attracted celebrities, including Elizabeth Taylor, Brad Pitt and Salma Hayek. John F. Kennedy and his wife, Jacqueline, honeymooned in Acapulco. And the city was immortalized in the 1963 Elvis Presley song and movie “Fun in Acapulco.”

A sharp increase in violence over the past decade in Guerrero, the state that includes Acapulco, has led Mexico to deploy thousands of soldiers to its beaches. In recent months, brutal violence has erupted in some municipalities nearby, including the killing of more than a dozen law enforcement officers days before Otis hit the area.

But Acapulco has remained a tourist draw — nearly 830,000 tourists visited the city last year, spending more than $368 million.

Behind the luxury hotels and yachts was a largely invisible work force toiling long hours under a blazing sun, providing spearfishing and diving lessons, staffing yacht parties or leading tours.

“They are the heart of the city,” Abelina López Rodríguez, the mayor of Acapulco, said in an interview. “They lost everything.”

Mexico’s navy has pulled 67 of the 614 boats damaged by Otis to shore, according to a spokeswoman, Lt. Liz Barojas.

One challenge, officials said, has been competing interests between relatives of the missing and yacht owners. For days, owners asked the navy not to move some vessels until insurance companies could complete damage assessments, Captain Gallegos Cortés said, while families of the missing pleaded for the navy to recover the boats — and any potential clues about their relatives.

Another point of contention has been the number of missing. While the Guerrero state prosecutor’s office stands by the official count, Alejandro Martínez Sidney, who leads Acapulco’s chamber of commerce and tourism, said that based on relatives who had reached out to his group, the figure could be closer to 100.

“There’s a lot of people asking for their family,” he said.

Hours before Otis made landfall, María Cristina Jiménez’s husband, Felipe Castro de la Paz, the captain of a famous yacht, the AcaRey, and his crew boarded the vessel, which was docked at a marina. They knew a storm was bringing rain and wind, but their bosses wanted to ensure the vessel was taken care of.

“They likely never heard something that big was coming,” said Ms. Jiménez, 56.

Forecasting models failed to predict that the storm would intensify — in less than 24 hours — into a hurricane packing sustained winds of more than 165 miles per hour, tearing walls and roofs from buildings and severing power and communication in much of Acapulco.

The next day, the remains of the AcaRey were littered throughout the marina. Five of its six crew members on board have been found dead; Mr. Castro de la Paz remains missing.

The company that owns the AcaRey did not respond to calls, emails or text messages requesting comment.

In the days since, Ms. Jiménez and her daughter, Maura Castro, 37, have scoured the city trying to find information about Mr. Castro de la Paz. The two women have visited the naval base and searched beaches looking for any sign of him.

After some fishermen told them that Mr. Castro de la Paz’s body had been recovered, they rushed to Acapulco’s morgue and took a DNA test.

But the result did not match any of the dead. More recently, they visited a yacht club that has updated families of missing mariners on efforts to find them.

“We are looking for my father, the captain of AcaRey,” Ms. Castro told a guard at the club.

But the club had no information.

“We want to look for him, rent a yacht and go out on our own,” Ms. Castro said. “The boat was lost. I know that. But I want the body of my father.”

Outside the naval base with other family members of the Litos crew, Mr. Parra Morales made a similar plea to Lt. José Alberto Demuner Silva, the commander of the navy search and rescue mission in Acapulco.

His family, he said, had been left to deal with a deluge of false information, including strangers reaching out to him online with tips about the body of his brother if he was willing to pay a fee.

On a tablet displaying an electronic map of the Acapulco bay, Lieutenant Demuner Silva showed Mr. Parra Morales the different routes his search teams had traveled while searching, so far unsuccessfully, for the Litos.

“It doesn’t make sense,” Mr. Parra Morales told the officer. “I mean, with the experience you have, you don’t know anything?”

Standing next to them was Mei-li Chew Irra, 26, whose husband, Ulises Díaz Salgado, 43, was the captain of the Litos.

On the night Otis hit, someone on the yacht activated a GPS system that sent her the coordinates of the boat, she said, which she sent to the navy three days later. But she said she did not hear back for more than a week confirming that officials had received the information.

“Our hope continues and our fight goes on and we will not stop until we find them all,” Ms. Chew Irra said.

She recalled the passion her husband had for the sea and said she was not surprised he stayed on the yacht, even as Otis descended on Acapulco.

“He would have given his life for all his crew,” Ms. Chew Irra said. “He loved them as if they were his family.”

With much of their fleet destroyed and Acapulco’s tourism industry struggling to recover, many mariners cannot return to work. But they have still been gathering at the beach.

Surrounded by a cemetery of vessels — some in pieces on the beach, others sunken and barely poking above the surface — Fernando Vargas, 64, and dozens of other mariners were trying to pull a damaged glass-bottom boat from the water.

They placed logs in front of the boat while a truck, tied to the boat’s bow with a rope, pulled it over the wood and onto the beach, prompting cheers from those watching the effort.

Mr. Vargas, who worked on a different glass-bottom boat that was destroyed, said they were a popular tourist attraction. He hopes to receive government support while he looks for a new job.

“I am very hard-working,” he said. “I am the example for my children.”

He then rushed back to join the others pushing the ship back to shore.

Zolan Kanno-Youngs is a White House correspondent covering a range of domestic and international issues in the Biden White House, including homeland security and extremism. He joined The Times in 2019 as the homeland security correspondent. More about Zolan Kanno-Youngs

Emiliano Rodríguez Mega is a reporter and researcher for The Times based in Mexico City, covering Mexico, Central America and the Caribbean. More about Emiliano Rodríguez Mega

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The biggest superyacht disasters in 2022

Related articles, superyacht directory.

From devastating fires to shocking sinkings, BOAT rounds up the worst superyacht disasters from 2022...

49m superyacht 007 runs aground in Greece

In the early hours September 3, the 49 metre yacht 007 struck rocks in a small bay on the island of Kythnos, in the Cyclades island chain in Greece. She quickly began taking on water and listed steeply on her port side, jutting out above the waterline around 15 metres from the beach. Pollution prevention measures were put in place within 24 hours, but the yacht remains in the same position as of December 2022, prompting complaints from local residents.

39m superyacht My Saga sinks in Italy

One of the most dramatic yacht disasters of 2022 came when 39 metre My Saga sunk in the Ionian Sea off the coast of southern Italy. She was being towed when the incident took place, after sending out a distress signal in the early hours of the morning to report that she was taking on water. It’s still not clear how the incident occurred, but a representative from a local marina told BOAT International that the seafloor in this region is too deep for the yacht be salvageable. You can watch the moment My Saga sunk below.

59m yacht Idol collides with bridge in Italy

A less dramatic incident saw the 58.9 metre motor yacht Idol collide with a bridge in Pisa, Italy. The bridge typically has an elevation of 11.8 metres above sea level during low tide, but according to eyewitness reports, the yacht attempted to pass during high tide. Minimal damage was sustained.

49m Eleonora E sinks in Spain following collision

In June, the 49 metre Eleonora E sunk after being hit by an offshore supply vessel while she was stationary in the marina. Footage shows the offshore vessel hitting the yacht squarely on its starboard side, after apparently running into mechanical difficulties. Eleonora E remained in the port for several months, before a three-week salvage operation raised her from the seafloor and hauled her away for repairs.

45 metre motor yacht Domani flounders off Washington Coast

Around 45 miles from the coast of Washington, the 45 metre Benetti yacht Domani ran into difficulty. The US Coast Guard reported the yacht’s crew had been unable to close the transom door, resulting in flooding of the beach club that left her disabled and floundering. Emergency services were quick to respond, and the yacht was towed to nearby Port Angeles for repairs.

Brand new 45m superyacht Aria SF goes up in flames in Ibiza

Fresh from delivery from Italian yard ISA, the 45 metre Aria SF caught fire in a busy anchorage in Formentera, Ibiza. Eyewitness accounts reported smoke originating from the area around her main saloon, and within minutes the yacht’s superstructure was engulfed in flames. She was towed away from other yachts to prevent damage, and sunk close to Cap Martinet, in Ibiza. Local news have been reporting on the ongoing efforts to remove the yacht’s hull from its current resting place.

Yacht damaged by Coast Guard in alleged drug smuggling operation

In July, shocking images showed the result of a clash between a 27 metre superyacht named Belgor and a Coast Guard patrol vessel in Turkey. The incident is alleged to be part of a drug smuggling operation, with the Coast Guard attempting to investigate reports indicating the presence of drugs on board the yacht in Muğla, close to Bodrum. The yacht then attempted to leave the waters of Turkey and the Coast Guard pursued, before finally opening fire and ramming the yacht.

25m motor yacht sinks off Chub Cay in the Bahamas

A 25 metre motor yacht, believed to be a popular Ferretti Yachts 830 model, was spotted submerged off the coast of Chub Cay in the Bahamas. The yacht reportedly hit a shallow reef and sank quickly, in an incident that bore some similarities to the sinking of another 25 metre motor yacht in April 2021.

Fire destroys 27m Sanlorenzo superyacht in Valencia

In April, a fire destroyed a 27 metre Sanlorenzo SX88 model named Pesa in the Port de Valencia, on Spain’s eastern coast. Six separate fire crews were called to tackle the blaze and it was eventually distinguished — however it’s understood the yacht is a total loss. After 12 hours of burning, the yacht sunk in the port.

Yacht damaged in fire at the Ferretti shipyard in Cattolica

At the start of the year, a fire at one of Ferretti Group’s Cattolica shipyard caused significant damage to a motor yacht under construction. No-one was injured thanks to the “immediate implementation of safety procedures” and the cause of the fire is subject to an investigation.

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Can Yachts Survive Hurricanes & Rough Weather? (Explained)

Some yachts are built to withstand rough weather and high seas.  However, no yacht is designed to withstand hurricanes.  They may survive them while out at sea, but they aren’t intended to do so.

Other yachts aren’t built to withstand rough waters or strong storms at all.

In this post, I’ll answer these questions in detail so that you’ll know what kind of yacht you need to buy to survive in rough weather:

Table of Contents

The Hull Plays A Vital Role

A boat hull is either designed as a displacement hull or a planning hull:

• Displacement hulls move within the water.
• Planing hulls ride on top of the water.

An example of a planning hull can be found on Jon boats and airboats:

To survive in rough water, you’ll need to be in a boat with a displacement hull.

This is where the boat lays lower in the water, and the hull displaces the water.

However, not all displacement hulls are equal.

Some displacement hulls have deep V shapes or deep keels, while others do not.

The deeper the V or the keel, the more likely it is that the boat can withstand choppy water.

This is why you’ll notice category A yachts will often have deeper hulls than category D yachts.  For more information on yacht categories, take a look at the post titled, “Can Yachts Cross The Pacific and Atlantic Oceans.”

The hull’s shape isn’t the only thing to consider when assessing a yacht’s ability to survive in rough weather.  A hull needs to be built solidly enough to withstand the constant pounding of the sea.

On top of this, it might be important that the hull be strong enough to take impacts with other objects while on the water.  A yacht might not be out to sea when experiencing rough weather, so it’s important that its hull can take hits from debris and shallow areas without falling apart.

A rudder is the part of the boat that determines which way the boat will go.

This simple structure is located just past the propeller at the back of the boat.

In addition to steering, a rudder can also be used to help slow a boat down or to keep it from rolling under certain conditions. 

Being able to steer and being able to slow down is important in fair weather, and it is especially important during rough weather when a boat can be pushed into dangerous obstacles more easily.

A yacht owner will want to make sure that their rudder is in good condition before heading out into bad weather.  This can be done by making sure it does not have any corrosion, cracks, or pits in it.

Neglect to do this and the strong currents that rough weather often brings can destroy the rudder and leave the yacht owner with the inability to steer.

The Sails Must Be In Good Shape

New composite membrane sails will stay stiffer than Dacron sails, which leads to less heel.

This is useful for racing and cruising, and it’s especially useful during rough weather when the sailor needs every advantage he can get.

The material of the sail is just a part of what makes a sail good in rough weather.

Regardless of what sails you have on your sailing yacht, they’ll need to be in good condition.  This needs to be checked all of the time so that the sails are ready for rough weather when it comes.

Proper cleaning and storage of the sail are what will keep the sails in good condition for when they are needed.

This can be done by rinsing the salt water off of the sails with freshwater, letting the sails dry out before storage, and properly flaking the sails as recommended by the sail loft.

The Fuel Tanks Must Be Big

Rough weather can tax a motor boat’s engine.  This is because the winds pick up and the currents become stronger.

The engine then begins to burn fuel at a much faster rate than it does in fair weather.

For this reason, a motor yacht with a larger fuel tank might be needed to travel through rough weather.  Additionally, many yacht owners deal with hurricanes by navigating out of the path of the hurricane.

A larger fuel tank will help the yacht owner put more distance between themselves and the hurricane.

The Bilge Pumps Is Important

A bilge pump works to remove water from the boat.

During stormy weather, water will move into the boat much more quickly than it does under normal conditions.

For starters, a rainstorm can drop several inches of rain onto a yacht, creating over 700 gallons of water over a 50 feet boat.  Fortunately, most of this water flows overboard.

On top of this, rough winds can send seawater into the boat in much greater quantities than normal.  All of this excess water will lead to the bilge pumps having to work harder than usual.  If the bilge pumps go down, the boat could end up filling up with too much water.

This will slow the boat down, make it harder to steer, and in extreme cases, could even lead to the boat sinking.

The Lights Must Work Properly

Rough weather can bring dark storm clouds with it.

In this case, you may need your lights to help you navigate through the water and safely past other boaters.

You’ll need the proper red, green, and white lights on your yacht in order to safely and legally operate your boat under dark and cloudy skies.  The red light will need to be on your port side, the green light will need to be on your starboard side, and your light will need to be at the stern.

For a more in-depth look at light navigation rules, see our post titled, “ Boat Navigation Light Rules in Plain English .”

Concerns About The Radio

Your boat’s radio could end up saving your life.

While it’s important to try to ensure that your yacht can handle any weather you expose it to, this might not always be the case.  In this case, you may need to be rescued.  A good radio will give you the ability to call out for help when you need it.

A good radio may also give you the ability to help others in need.

Just because your yacht can handle rough weather doesn’t mean everyone else’s can.  Wouldn’t it be nice to know that you could help someone else out if they needed it?

NOAA radios are also important as they will tell the yacht owner what the weather is doing at any given time.  The weather can move quickly, and an NOAA radio will help to increase the amount of notice you get before encountering foul weather.  We’ll go into this in more detail in the next section.

The Weather Reports

The marine forecast is of vital importance to all boaters, especially yacht owners attempting to survive rough weather and hurricanes.

Luckily, the NOAA National Weather Service provides these forecasts free of charge.

Weather reports can warn yacht owners of impending storms and hurricanes so that they can be avoided.  They can also let yacht owners know what the winds and currents will look like.  In addition to the radio forecasts, today the forecasts are available graphically over the internet.

This can help yacht owners determine whether or not they should take their boat out and how much additional fuel they might need when they do.

Remember, stronger winds and currents could mean more fuel or less fuel depending on whether or not the yacht owner will be working with the winds and currents or against them.

Here are the NOAA weather radio frequencies:

• 162.400 MHz   (WX2)
• 162.425 MHz   (WX4)
• 162.450 MHz   (WX5)
• 162.475 MHz   (WX3)
• 162.500 MHz   (WX6)
• 162.525 MHz   (WX7)
• 162.550 MHz   (WX1)

These frequencies provide coverage up to 25 miles offshore.

The Boat’s Top Speed Is Important

The best way for a yacht to survive a hurricane is to move away from it before it hits.

A hurricane can travel at speeds of up to 10 to 35 miles an hour.  This is between 8 and 30 knots.

As long as your yacht can travel at this speed, you should be able to outrun it.  This is especially true if you’ve been watching the weather reports, as you’ll have plenty of time to get a head start on the hurricane.

Storms can also be fast-moving, but they’ll typically move at an even slower forward speed than a hurricane.  A thunderstorm may only move at about a speed of 20 miles per hour.

In this case, you’d need a boat that could surpass about 18 knots.

Of course, this is only if the hurricane is right next to your boat.

With a day or two of warning, the average 10-knot speed of a cruising yacht should be enough to allow the yacht to get out of the way of the storm’s path.

The Boat’s Weight

Heavier boats sit deeper in the water and provide more balance.

This is true whether you’re operating a sailing yacht or a power yacht.

The reason for this is that heavier boats have more mass.

When two objects collide, such as a boat and a wave , the one with higher mass isn’t affected as much.

The heavier your boat, the less it will be affected by larger waves.  This is the major reason why larger boats do better in rough weather.

The Boat’s Condition

Your boat should be in good condition and ready for rough weather at any time.

This can be done through regular boat inspections and by adhering to the regular maintenance schedule.

A yacht owner should inspect their boat before any trip they make out onto the water.

In fact, all boat owners should be checking their boats regularly, even if they never intend to leave the docks.  This is because you never know when you may have to drive your boat out of the path of a large storm or hurricane.

Some items to check are the engines, the sails, the fuel tanks, the bilge pumps, the propellers, and the rudders.  You’ll also want to check the lights, the hardware, and even the hull, the deck, and the sides of the boat.

The steering components should be checked regularly as well.  Cables, rudders, and keels all need to be in good working order, or you may not be able to leave when you need to.

The Yacht’s Crew

Without a doubt, the crew of the boat is the most critical factor when determining whether or not a yacht can survive bad weather, thunderstorms, and hurricanes.

A crew should be well-trained, diligent, and experienced.

The crew should also be dedicated, mentally and emotionally healthy, and unlikely to develop seasickness in rough seas.  This is because even the best trained and experienced crew isn’t going to do you any good if they don’t show up, can’t handle stress, or get too sick to help manage the boat during a storm.

Ideally, you’ll know how to operate your own yacht so that you can help get you, your boat, and the rest of the crew to safety in an emergency situation like rough weather.

Even if you have a full-time crew, you should practice with your boat regularly so that your skills remain sharp.

Boat Usability and User Fatigue

As far as a boat’s construction goes, many experts believe that the most crucial component that determines whether or not a boat can survive rough weather is the boat’s actual usability.

This is because a boat with poor usability can cause user fatigue much more quickly than a boat built with user ergonomics in mind.

At the end of the day, the crew needs to be of sound mind and body to successfully navigate their way through a storm or hurricane. 

They won’t be able to do this if they are too tired– or injured.

Here are 6 areas to consider when looking at a boat’s ergonomics:

• Foot Bracing Positions
• Bunk Sizes and Placements
• Galley Ergonomics
• Head Ergonomics

1) Handrails

Handrails need to be placed throughout the boat so that the crew can access them any time the boat heels or moves with the wind or water.

This is especially important during rough weather as the boat will be moving much more erratically than normal.  Failure to have access to handrails can lead to injuries, and people have even gone overboard in situations like these.

2) Foot Braces

Foot bracing positions need to be placed on sailing yachts.

A good foot brace will help sailors brace themselves while heeling and will drastically reduce the amount of fatigue they’ll experience while dealing with the high winds that rough weather always brings.

The seating in the boat also needs to be conducive to steering.

An autopilot system can go down, and it’s important that the people driving the boat have a comfortable and well-thought-out seat so that they can navigate without getting tired.

4) Bunk Sizes and Placements

Even the bunks of the yacht matter during a storm.

Bunks for the crew should be at least 30 inches wide so that the crew can comfortably sleep in them.  They also need to be positioned so that the crew does not fall out of them when the boat makes violent movements.

Fail to do this, and your crew will not get enough sleep to function properly when you need them the most.

5) The Location

The boat’s location will also determine whether or not it can handle rough weather.

For example, being too close to shore can often be fatal during a storm.

This is because a boat can be pushed into shallow water where they’re likely to experience steep breaking waves and suffer hull breaches and broken keels.

This is why some yacht owners head out to sea during bad weather to ride out the storm.

6) The Port

A yacht doesn’t always have to be manned or even operational for it to be destroyed during hurricanes and other forms of bad weather.

Some ports can shelter a yacht while others cannot.  Before leaving your boat at the port during a bad storm, you may want to check to see if the port is likely to survive the storm.

If the port is unlikely to survive, you’ll have to decide whether or not there is time to move it to a different port.  If you don’t have time to safely move the boat, just leave it and make sure your insurance is up to date.

You can replace a boat, but you can never replace the lives of you and your crew.

Final Thoughts

Yachts can and do survive rough weather like tropical storms and hurricanes.

However, this doesn’t mean you should tempt fate by going out on the water during these events.

Whenever possible, it is always best to help you, your yacht, and your crew to survive bad weather by avoiding it in the first place.  Sailing away from the storm or entering a sheltered port is usually the best course of action.

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Practical Boat Owner

• Digital edition

Sailing in storms and squalls

• Rupert Holmes
• September 4, 2023

One crew's brisk breeze and exciting sail can be another's gale, even if sailing similar boats. So what makes the difference? Rupert Holmes outlines techniques that experienced skippers use to take challenging weather in their stride

Confused seas can present challenging conditions for small boats. A common time for them to occur is as a cold front passes through and the wind increases and veers – being well informed about the weather and prepared for events is all part of good seamanship

At some point most of us will have to go sailing in storms and strong winds.

Squalls can appear rapidly, even on apparently benign days, and if you do any more than day sailing it’s unlikely that you’ll experience perfect cruising weather all the way.

A common situation is that you are nearing the end of your summer cruise, have a deadline at work and a less than ideal forecast – what should you do?

Sailing with an offshore wind close to land and in calm seas will help you get used to handling strong winds

The answer depends vitally on experience.

This is perhaps the biggest single factor in handling heavy weather with confidence.

How to go sailing in storms and strong winds

Sailing in the flat water close to land with an offshore wind can help you to get accustomed to handling strong winds in your boat without simultaneously dealing with big waves.

But when you’re out there for real, it’s essential to master steering through waves in order to give your crew, yourself and the boat a safe, swift passage.

This is mostly about identifying the smoothest path between the waves. It’s also helpful to attempt to steer around breaking wave crests.

At best, this may soak the crew: at worst, a full breaking wave – ie, not just the crest – taken beam-on can result in a knockdown .

This means that a course that puts the seas on the beam should be avoided in extreme conditions.

The skill of the helm can make a huge difference to the comfort and safety of a boat sailing downwind in heavy weather.

In particular, as each wave passes under the transom , it will tend to swing the stern away from the wind.

This makes the boat luff up into the wind, and as it does so the apparent wind increases and even more rudder angle is required to return to course.

Eventually, the water flow over the rudder stalls and the boat broaches.

However, a quick tweak of the helm to bear away momentarily before the stern lifts on a wave will cancel this tendency out.

With the boat remaining on a straight course and with minimal rolling, the boat will also be faster, but don’t turn so far downwind that there’s a risk of gybing.

In any case, a preventer should always be rigged, ideally with the tail led aft to the cockpit so it can be released if a deliberate gybe is needed.

Taking the time to make your reefs neat and trim your sails correctly will repay you with better performance, which means less time spent at sea in bad weather. Credit: David Harding

Mainsail trim, if you have the sail set, is important.

Make sure there’s plenty of tension on the kicking strap, otherwise the top of the sail will twist excessively, adding to rolling, while the boom and the lower part of the sail will in effect be oversheeted, which will add to weather helm.

Many cruising boats have very underpowered tackle for the kicker, which can make this difficult.

However, tensioning the mainsheet against a preventer has a similar effect in holding the outer end of the boom down.

Poling out the headsail also stabilises the boat considerably when running, reducing rolling and making it much easier to steer.

The sail can be furled while the pole is rigged, making the process much easier.

In really extreme conditions, you’re more likely to be running under a headsail only, and with roller furling it’s easy to adjust exactly how much power is needed.

Is running in severe weather a bad idea?

It’s an option I have used under such conditions, but it can only be recommended with caution.

The first occasion was in gusts topping 60 knots in the Southern Ocean, but we had a big boat, 2,000 miles of sea room to leeward and a big crew with an inexhaustible supply of skilled helms.

The second was approaching a safe harbour on a Roberts 34 – a moderately heavy cutter-rigged cruiser from the 1970s.

With the wind having increased to a consistent 40 knots and gusting 50, I initially dropped all sail and expected to hoist the staysail to blow us downwind.

That plan changed when, under bare poles alone, we were scooting along at a respectable five to six knots!

Even given ample sea room, a potential problem with running downwind is that once wind or sea state builds beyond a certain level there is a greater danger of a spectacular broach or even pitch pole: and the faster a boat surfs down waves, the greater the risk.

Upwind techniques

When sailing upwind the boat will be most comfortable if you luff slightly a moment before the bow meets a wave, then bear away down its back.

This avoids slamming and keeps the boat moving.

Sail trim is important, especially if you need to beat away from a lee shore.

The ideal is a flat sail, with the maximum depth well forward to maximise drive while minimising heeling forces.

Lots of halyard tension, plus outhaul or reefing pennant tension, will help with this.

Many modern boats sail well to windward in winds of Force 6 and above with only a small headsail.

Sail selection

It’s common sense that as the wind builds you should reduce sail, reefing the main and changing or rolling the headsail in proportion to keep the boat balanced.

When you’ve run out of reefs it’s time for the storm sails: storm jib and a trysail if you have one.

If your course is far enough off the wind you might consider taking down the main altogether and running with just the storm jib, or even bare poles.

What is often forgotten in the hurly- burly of a squally passage, however, is the importance of sail trim.

Laminate sails, like this genoa, will be less baggy then Dacron (see below)

Flat sails maximize drive and minimise heel, but in these conditions the sailcloth is under huge pressure to stretch and become baggy.

This is where laminate sails can really benefit the cruising sailor – just when Dacron sails are becoming baggy, laminate sails have minimal stretch so they retain their designed shape even in severe conditions.

On a boat test a few years ago I was able to compare two Dufour 34s, identical in every respect apart from their sails, in a gusty north-westerly Force 7 off Torquay.

The luff of the Dacron headsail is much baggier than with the laminate genoa (above). Both these photos show new sails – older Dacron sails will stretch more

When a gust hit the boat with the standard Dacron sails it was possible to see the cloth stretch, which resulted in the boat heeling dramatically then luffing up into the wind, with the helmsman finding it impossible to keep the boat on course.

By contrast, when a gust hit the boat with Pentex cruising laminate sails they retained their shape, the angle of heel increased only marginally and the boat continued on its initial course with just a small amount of additional helm applied.

It was like sailing boats of two totally different designs, and completely sold me on cruising laminates.

Having said that, the consensus is that storm jibs should still be made from Dacron, as this material will survive extended flogging in high winds better than most laminates.

Using the engine

Many cruising boats will use engines to help make progress to windward in bad weather, allowing them to point closer to the wind and make better speed, with less leeway.

This can be a very effective strategy, but don’t be tempted to point directly into a head sea – each wave will stop the boat, and even with a powerful engine progress will be slow.

It’s better to head around 20° to the apparent wind.

Using the engine can help you point higher – but don’t be tempted to tackle seas head-on

There is, however, a potential problem, as these are exactly the conditions in which any crud in the fuel tank will get stirred around, so blocked fuel filters are a common occurrence in bad weather.

One way to minimise such problems is to fit parallel filter systems, as is commonplace on many motorboats and big yachts.

In the event of one becoming clogged, it’s possible to switch to the second filter in a matter of seconds.

The blocked filter can then be changed at your leisure.

Over an extended period of time, the biggest problem in severe conditions is likely to be exhaustion of the crew.

Traditionally, heaving to was the solution to this, and it’s exactly what Martin Morris and Roma Griffin did last summer when confronted by a severe Force 9 gale in the Western Approaches at the end of a two-handed Atlantic crossing on their 9.7m (32ft) home-built Wylo Apple .

Alternatives include lying ahull, with the vessel beam-on to the seas and the helm lashed to leeward, towing a drogue or lying to a sea anchor – or even a normal anchor if you can find a windward shore with sufficient depth, and the forecast is for the wind to stay offshore.

My own first big open sea gale in a smallish boat was in the Celtic Sea in the mid-1990s, roughly midway between Land’s End and Mizen Head – which is where the storm struck that devastated the 1979 Fastnet fleet.

In our case, a more vigorous than forecast cold front at dusk interrupted progress.

Racing pushes boats and crew hard, often in extreme conditions, and can teach us a lot about how to handle heavy weather safely, and which tactics work for different situations. Credit: David Harding

We were sailing a GK29 – in those days, a relatively lightweight cruiser-racer.

The front itself didn’t seem particularly bad, but in its wake was an unyielding north-north-westerly consistently blowing 32-35 knots, and gusting over 40.

We pressed on for a while under just a small headsail, the helm nicely balanced and the boat bouncing enthusiastically over impressive waves.

Although the log was hovering around 5 knots, we were well off our desired course.

Even if the boat didn’t break our small crew stood to be quickly exhausted, and all for precious gain.

The decision to stop was therefore easy – the only question was how?

As we already had the mainsail down, the traditional option of heaving-to wasn’t an automatic choice, and in the circumstances hoisting more sail seemed like the wrong option.

Instead, we handed the headsail and lay ahull, with the tiller lashed to leeward.

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As soon as we yielded to the conditions and stopped fighting them, it was as though we were magically transported into a different world.

Spray stopped flying and the boat stopped bucking.

Under the pressure of the wind on the rig we heeled to around 15°, sometimes a little more as a wave passed underneath, and then returned almost to upright.

It was a gentle motion that gave us the opportunity to look a decent meal.

It turned out to be the most comfortable night of the trip – keeping watch involved nothing more than popping a head out of the companionway every 5-10 minutes to check for traffic – and when off watch, sleep was easy.

In contrast, we heard five Maydays from larger yachts that night – all well upwind of us so we had no chance of getting to any of them to lend a hand.

At dawn, we were circled by an RAF Nimrod search aircraft: although we had no sail set, two of us were standing in the companionway sipping coffee, and they seemed reassured we were not in any trouble.

The wind eased during the morning, allowing us to head for Kinsale in a blustery Force 6-7.

When we arrived, we read in the local paper that the yachts whose Maydays we’d heard had all been towed to port, arriving 18 hours before us.

Clearly, lying ahull and taking the strain off both boat and crew was the right course of action in this case.

I’ve since become a fan of drogues – particularly the series drogue – and would use one if the presence of breaking waves made lying ahull risky.

As well as enabling the crew to rest, and minimising the chance of a knockdown, there’s no need to have crew on deck – which means they won’t get swept out of the boat

Weather forecasting

Essential to good seamanship is a proper understanding of weather.

A skipper might confidently leave harbour in a quartering Force 7 which is due to moderate, but to undertake the same voyage in a building breeze which is forecast to shift to a foul direction is a different matter.

But to achieve this level of accuracy needs full comprehension of the tell-tale signs of bad weather.

Forecasting wind strengths can be really difficult when high and low pressure systems are close together. A small movement of either feature can create a big difference in wind strengths. This is a weather chart for 10 August 2011 – it was a gloriously sunny day on the Solent, but with winds gusting to 35 knots – almost 10 knots faster than forecast

Although the science of weather forecasting is constantly improving, it remains difficult to predict wind speeds with the accuracy needed for voyage planning.

A particular problem is that relatively small changes in the atmosphere can result in a difference of up to 10 knots of wind speed.

In addition, when low pressure dominates the weather outlook, the situation must be regarded as fluid and subject to change: make sure you keep up to date with the latest forecasts.

Here are some weather features to look for that can create nasty conditions, or that may form with little warning

■ Secondary depressions form on the long tail of a cold front and may spin up into a powerful, tight low-pressure system with little warning, causing strong winds across an areas as little as 50 miles away. The conditions in October 1987 that wreaked havoc across much of south-east England represented an exceptionally vigorous example of such a depression.

■ The strongest winds in any low-pressure system will be typically found at the cold front. A vigorous front can be identified by a distinct line of dark cloud under which there’s likely to be 15 minutes worth of heavy rain, accompanied by a dramatic increase of wind and a veer to the north-west. When this new wind direction is significantly different to the wind ahead of the front, very confused breaking seas can form. This was the case with the 1979 Fastnet Race, the 1998 Sydney-Hobart Yacht Race and the start of the 2008-2009 Vendee Globe Race, which caused considerable damage among these big boats. In the Celtic Sea we had been lucky that it was not particularly windy before the front – we had just 16-20 knots – so there wasn’t a confused breaking sea afterwards.

■ Showers can also form behind a cold front. These are relatively small features, so the biggest danger is from the wind speed, rather than waves. A helpful tip is that if the wind increases before the rain reaches you, it will increase still further when the rain hits you.

■ If planning a cruise it can be useful to remember that in our part of the world, mid-May to early July is the time of year least likely to experience gales. On the other hand, the closer you are to each equinox, the greater the risk. Gales are less frequent in winter: however, those that do form can be more intense than those at other times of the year.

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Yachting Monthly

• Digital edition

Storm tactics at anchor: Surviving gales in Scilly

• December 15, 2021

Ken Endean shelters from Storm Evert on the Isles of Scilly and reflects on storm tactics at anchor and on moorings

Storm Evert was approaching, with wind filling in from SSE - coming around the south of Bryher. Credit: Ken Endean

The Isles of Scilly are lovely but have no harbours or anchorages with all-round shelter, so visiting yachts must be prepared to move around according to wind direction.

Ken Endean is an inshore pilotage enthusiast who has made a close study of coastal sea conditions around the British Isles

If a gale is forecast, some pilotage guidance even recommends retreating to the mainland.

Most yacht crews ignore that advice because, after working to reach Scilly against the prevailing winds, they are reluctant to surrender their westing.

That leaves the option of finding somewhere safe to hide. And thinking about storm tactics at anchor and on moorings.

When Storm Evert hit the islands in peak holiday season in July 2021, large numbers of yachts were in the islands.

Numerous boats dragged anchors , broke free of moorings or went aground , though many more weathered the storm unscathed.

A rescue on the night of Storm Evert. Credit: Maritime and Coastguard Agency

Piecing together the events of the night, and the possible causes of the events that unfolded, make it a fascinating case study of anchoring and mooring tactics that might help other yachts weather other storms moored and anchored.

Information has been provided by Pete Hicks, Amy Caldwell and Dickon Berriman at the RNLI, Stuart Caldwell of the Maritime and Coastguard Agency, St Mary’s harbour master, Dale Clark, and marine manager for Tresco Rob Featherstone.

I’d like to extend thanks to all for their input.

When strong winds threaten, the first task is to study available forecasts and assess the likely track and timing of the associated weather feature, which will often be a depression approaching from the Atlantic .

Credit: Maxine Heath

If it is likely to pass to the south, or directly overhead, it could generate an east or south-east wind which then fades and backs to become a strong northerly, but which may allow boats to shift anchorage in the lull.

The timing can be important because shifting anchorage in a lull may be impossible at low tide, when many channels will be shallow or dry.

A depression tracking close to the north will generally be more serious, with winds typically rising from the S or SE before strengthening and veering round towards NW, often with a violent veer as the cold front passes.

Decisions and drama

Storm Evert hit Scilly on Thursday 29 July 2021. Until the day before, there had been a complex area of low pressure to the west and a Met Office forecast of unsettled conditions but nothing exceptional.

On the Wednesday, the 0500 Navtex bulletin predicted a maximum of Force 6 but in the 1100 bulletin, transmitted at 1420 BST, that had changed to: ‘cyclonic 6 to 8, possibly 9 for a time’, which prompted urgent activity among the many visiting boats.

The 0500 bulletin on Thursday was even more alarming, with: ‘west or south-west 3 to 5 becoming cyclonic 7 to 9, possible 10 later in far west’.

Mary and I had anchored our twin-keeled Sabre 27, London Apprentice , in the drying channel outside Bryher’s Green Bay.

As the new depression seemed likely to pass north of the islands, we expected winds to swing through the typical SE-S-NW arc but we knew the limits of that arc would be important, as we had previously experienced two comparable gales at Scilly.

Green Bay after the gale, a good anchorage for boats that can take the ground. Credit: Ken Endean

If we anchored at Old Grimsby, close under the old blockhouse as we had in 2003, we would be protected from SE but become exposed to winds and swell if the veer went right around to NW.

In Green Bay, on the other hand, we would be exposed to wind but better protected from the NW, and in 2010 the veer towards NW had been particularly vicious.

In the end we plumped for Green Bay and moved closer inshore. During Thursday, the wind backed to SSE and stiffened before starting a very gradual veer.

At 1900 the Seven Stones Light Vessel recorded South Force 7 (steady wind speed rather than gusts).

We were exposed to increasingly vigorous wave action and at 2000 the wind reached SSW 8. A cold front was then followed by ferocious gusts and a further veer to SW.

Continues below…

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That put us in the lee of Bryher and the larger waves subsided but there were breaking crests all around us in the darkness, although we were only 80m off the beach.

At 2200 the Seven Stones recorded wind at the top end of Force 9. At 0125 we touched down as the tide fell, and retreated to our bunks.

At 0400 the wind at Seven Stones was NW8 but we were comfortably aground. By late breakfast time it was all over.

The breeze was down to WNW3, the sun was out and the pressure, which had dropped from 1013 to 999mb, was back up to 1010mb.

The scene in Green Bay

There were 16 yachts in Green Bay, all taking the ground with a mixture of twin keels , triple keel s, lifting keels, beaching legs and twin rudders, and all at anchor.

The flat foreshore had a layer of sand over dense shingle and pebbles.

Some skippers tried to dig-in their anchors during the morning low tide on the Thursday, but it was difficult because the substrate behaved as running gravel, and most of the anchors would penetrate further by themselves, when under load.

Modern single-fluke anchors such as Deltas, Rocnas, Mansons and Spades all performed well in the strongest wind, burying until their shanks were almost hidden.

In the outer part of the anchorage, at least one boat dragged slightly but we had noticed her sheering wildly; her motor was running slow ahead and also the tide out there was flowing to windward, both influences possibly causing the anchor chain to slacken in the lulls, so that the bow swung off in the gusts.

No boat suffered damage.

Storm tactics at anchor: An anchor hum used on a warp helps add weight to reduce snatching and shock loads. Credit: Ken Endean

Four yachts had anchored well up the beach, near to the HW mark, so were solidly aground for much of the gale, and three other boats were further north, in a snug corner behind the commercial jetty.

A large Moody had remained at anchor in the drying channel, outside the bay, but had not dragged.

I had unintentionally carried out an experiment: the depth at HW would be 3.5m and we initially laid one Delta anchor on 20m of chain, but the wind backing to SSE threated to push us over a patch of rubble, so we laid our second Delta out to port as a temporary wing anchor, on only 16m of warp with a 7½kg chum weight but no chain.

The wind direction changed only gradually, and we actually lay to this second anchor while the strength increased to Force 8, before the veer allowed the first anchor to take the load again.

Several other skippers had used chums, which help to damp-down snatch loads and also reduce sheering.

Wider picture

Elsewhere there was chaos. For yachts caught in the Isles of Scilly in bad weather, the three most likely failures are a broken mooring connection, a dragged mooring or a dragged anchor, and all three occurred during that wild night.

At Hugh Town, the St Mary’s Harbour staff had diligently warned all skippers to reinforce their strops to the visitor moorings, preferably with chain, and yet numerous strops broke or chafed through.

One yacht came adrift, then secured to a local boat and reportedly caused damage before breaking free again and driving on to rocks, where the crew were lifted off by Coastguard helicopter.

Storm tactics and anchor and on moorings: The visitor moorings at St Mary’s are closely packed, which is risky if a boat breaks adrift. Credit: Ken Endean

In other locations, at least two visitor moorings with single clump sinkers dragged (for the first time in anyone’s memory) and their moored boats went ashore.

There were also many instances of dragged anchors: a large ketch in St Helen’s Pool drove ashore on Tean’s outliers, and a cutter that had been anchored off Old Grimsby dragged for half a mile until grounding near Tresco’s eastern extremity.

Both rescues involved the helicopter. Several yachts also dragged off New Grimsby, in Porth Cressa and in The Cove, between St Agnes and Gugh.

Most of the dragged anchors had been laid in relatively deep water and many came up swathed in weed.

Storm tactics at anchor: Three craft tucked in behind the commercial jetty near the high water mark to remain dried out for much of the storm. Credit: Ken Endean

Three yachts anchored inside the bay at Old Grimsby, where they took the ground at low tide; they were on clean sand and remained secure.

As the local lifeboat was much in demand and suffering problems on one engine, the Sennen Cove Tamar-class lifeboat battled out from the mainland to assist.

The former’s small Y boat was also in action over low tide, when the depths were shallow, and the crews worked heroically through the night.

Other vessels lent a hand: a Tresco harbour boat assisted several yachts off New Grimsby and in Green Bay a boatyard RIB helped at least one yacht by re-positioning a stern anchor.

Storm tactics at anchor and on moorings: How to avoid problems

The buoys in St Mary’s harbour are on a ground chain grid and highly unlikely to shift.

However, they are slightly outside the harbour and in a westerly wind will be very uncomfortable indeed.

To put it another way, if the Earth was flat, those moorings would have a good view of America, with nothing in between.

A Rocna anchor getting grip……Credit: Ken Endean

Pete Hicks, coxswain of the St Mary’s Lifeboat, offers the following advice: ‘If possible, have a mooring strop made up that fits your boat’s cleat layout, with a rubbing patch for across the stem rollers with a thimble and a good shackle to attach to the mooring itself. Many of the incidents we see of yachts breaking their moorings is after a rope which has just been passed through the mooring buoy’s chain or shackle chafes out. At least take a turn in the chain to stop movement or tie off the rope with a suitable knot (round turn and 2 half hitches or Anchor bend). If you don’t have one of these, spread the load, use plenty of ropes. Attach to different points on the boat, not just one cleat. The windlass is a good place.’

…and deeply embedded after the gale. Credit: Ken Endean

The moorings are also very close together, so a boat that breaks adrift is likely to collide with others.

Elsewhere, visitor moorings with heavy clump sinkers should be okay in most conditions.

However, the buoys at New Grimsby, Old Grimsby and Tean Sound are in deep water and exposed to winds blowing along their channels, from NW or SE, when their motion can become violent.

In Green Bay many of the yachts were, like us, lying to short scopes to avoid tangling with one another, and yet all anchors held, most of them without budging.

Elsewhere, at least one of the yachts that dragged in deep water had her CQR on about 100 metres of chain but that did her no good.

Our second anchor was on a scope/depth ratio of less than 4 to 1 (measured from the stem head) so when the warp lifted the chum it would have been pulling upwards at about 15º, and yet the anchor remained solidly embedded, in winds of near gale force.

A Delta anchor sticking its point in….Credit: Ken Endean

Much is written about the need for lots of chain on the bottom but I reckon it is even more important to ensure that the anchor has connected properly to the seabed.

In Scilly, that generally means using a modern anchor and anchoring on sand, so that the hook can dig in cleanly.

…and out Delta on rope, after the gale. Credit: Ken Endean

In Green Bay, we had it easy because there is little weed, but in deeper water it is essential to look for patches of light-coloured sand.

The dark areas indicate weed, which may be loose or may be growing on rock or boulders, which is just as bad.

Our Delta anchors are surprisingly effective in boulders, but I would not trust them to hang on to the lumps in a Force 9.

Hiding from the elements

Whatever the likely wind directions, finding a spot with good shelter will be easier with a boat that can take the ground – just like all the working craft that once frequented the islands.

A twin-keeler will be the best option, because it is unlikely to be damaged if it swings on to rubble, but a single-keeled yacht will become a much safer vessel for the Isles of Scilly as soon as its owner fits beaching legs.

Enjoyed reading Storm tactics at anchor: Surviving gales in Scilly?

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I was traumatized by my first cruise vacation after two ship-rocking storms in five days

Lavishly celebrating a wedding anniversary is sweet. However, it’s best to not go  overboard .

But couple Alisha and Nate Downey nearly went down with the ship when their luxury liner became entangled in two “traumatizing” thunderstorms.

What was meant to be a lovely $3,294 float to Mexico almost cost the lovebirds their lives.  

“My first cruise was … quite the experience,” Alisha, 31, a mom and dental assistant from Denver, Col., captioned Instagram footage of her rocky Royal Caribbean voyage in January. 

Washing up a staggering 28.4 million views, the trending post featured clips of swollen waves crashing against the boat. 

The intense impact of the troubled waters caused the ship’s built-in pool to violently slosh, sent glassware and liquor bottles flying off shelves in the bar and dining areas, and made casino slot machines fall on top of passengers, per the viral vid. 

Royal Caribbean did not immediately respond to The Post’s request for comment. 

Alisha and Nate, 31, a sales manager, set sail for their five-day romantic escape to tropical Costa Maya and Cozumel, leaving from a port in Galveston, Tex., on Jan. 22.

Mid-way through the jaunt, cruise executives reportedly announced that docking in Costa Maya would be “too dangerous.” Instead, the watercraft drifted directly to Cozumel before heading back to the US. 

However, on the way home, a dark cloud upended vacationers’ fun in the sun.  

“We could see from our balcony that the overcast was getting worse, water was becoming very choppy, and looking toward the direction we were headed,” Alisha explained to What’sTheJam. 

“Very quickly the weather became worse, rain pouring down, the ship rocking,” she recalled. “Around this time is when I believe an announcement was made that we were in a storm and to ‘find sanctuary’.”

Alisha filmed herself and Nate hiding out in their room, which was located on the liner’s eighth floor. However, the pair’s sky-high digs was no match for the mighty ocean. 

“Soon our room was taking on water, coming under our balcony door,” she said. “A wine glass slid off the vanity and shattered, all the stuff came falling off.”

In fear for their lives, the trembling twosome went downstairs to the main deck — only to find broken glass and equally spooked trippers scattered everywhere. 

“We even saw women wearing their life jackets coming up the stairs from lower decks…people were scared,” Alisha remembered. “And by that point, there was about three feet of water in our room.”

Harrowing visuals of the chaotic scene elicited sympathy from some online viewers. However, less compassionate folks on the internet scolded Alisha and Nate for taking the watery risk. 

“Just don’t take a cruise during hurricane season,” scoffed a cynic. 

“Smh they are not all like this. Stop spreading fear,” demanded an equally apathetic commenter. 

“I would say the risk you take for booking a cruise??? Like demanding a refund because it rained on your beach vacation??,” another outraged critic ranted. “Maybe they should refund you. Then just not pay any of their staff that worked the cruise and kept you safe so you can get your refund for your inconvenience?” 

Alisha clapped back at the shade. 

“[I] Never demanded a refund, to be clear. I respectfully requested a small credit or voucher toward another cruise,” she explained in her Instagram comments. 

The incensed traveler, too noted that her cruise wasn’t during hurricane season — which, in Mexico, spans from June through November. 

“Our room flooded as did many. We paid for unlimited drinks to which bars closed for a while. We were supposed to stop at two places…one of which was skipped,” confined the blond. “And whilst one captain on another cruise line redirected for safety our captain went through not one but TWO dangerous storms.”

“People got hurt.” 

Rather than a refund, Alisha said Royal Caribbean offered her 20% on her next cruise. 

However, while she and her hubby may not be in a hurry to board another tub any time soon, other sea lovers have become completely addicted to the motion of the ocean. 

Influencers across the globe have infamously ditched dry to hop onboard the Ultimate World Cruise , a nine-month Royal Caribbean cruise that launched in December.  

And newlyweds Monica Brzoska Jorell Conley recently quit their jobs and hawked all their worldly possessions to become permanent mariners . 

“All my meals are cooked by chefs and staff change my bedding,” said Brzoska, 32. “I haven’t stepped into a kitchen or used a washing machine for a year.”

“I’m not a millionaire,” she teased, “I just live full-time on cruise ships.”

• International

March 26, 2024 - Baltimore Key Bridge collapses after ship collision

By Helen Regan , Kathleen Magramo , Antoinette Radford, Alisha Ebrahimji , Maureen Chowdhury , Rachel Ramirez , Elise Hammond , Aditi Sangal , Tori B. Powell , Piper Hudspeth Blackburn and Kathleen Magramo , CNN

Ship lights flickered and veered off course shortly before Baltimore bridge hit, CNN analysis shows   

From CNN’s Allegra Goodwin in London

The Singaporean-flagged cargo ship that struck the Francis Scott Key Bridge in Baltimore Tuesday altered course and veered toward a pillar shortly before impact, a CNN analysis of MarineTraffic ship-tracking data confirms.  

It’s unclear what caused the ship to crash into the bridge or why its lights were flickering. CNN has reached out to the National Transportation Safety Board to inquire about a possible power failure. 

The container ship DALI, which was en route to Colombo, Sri Lanka, begins to change course toward the bridge’s pillar at 1:26 a.m. local time, striking the bridge at 1:28 a.m. ET, according to MarineTraffic data and video from the scene. Video from 1:25 a.m. ET shows a plume of dark smoke billowing from the ship. DALI's lights flicker at least twice before the incident.  

In video, as it navigates down the Patapsco River, the ship’s lights can be seen going out at 1:24 a.m. ET, before turning back on, and then flickering off and on again between 1:26 a.m. ET and 1.27 a.m. ET, just before it hits the bridge.  

Maryland transportation secretary says contractors were working on bridge at time of collapse

From CNN's Antoinette Radford

Maryland State Transportation Secretary Paul Wiedefeld told reporters there were workers on the Francis Scott Key Bridge at the time of its collapse.

"We know there were individuals on the bridge at the time of the collapse, working on the bridge, contractors for us," he said at a news conference Tuesday morning.

Wiedefeld said the workers were "basically doing some concrete deck repair," but said they did not know how many vehicles were involved.

He added that the transport authority has set up a facility for family members of those who were believed to be on the bridge at the time of its collapse.

Baltimore fire chief: Sonar has detected the presence of vehicles submerged in the water

Baltimore Fire Chief James Wallace says authorities have detected vehicles submerged in the water.

“Our sonar has detected the presence of vehicles submerged in the water,” said Wallace at a news conference on the collapse of Francis Scott Key Bridge. “I don't have a count of that yet.”

He said emergency services are using sonar, drones and infrared technology as a part of their search for people and vehicles who may have fallen from the Key Bridge into the Patapsco River.

No indication of "terrorism" or intent in Baltimore bridge collapse, police chief says

From CNN’s Andy Rose

Baltimore Police said there was no evidence that the ship collision that caused the collapse of the Francis Scott Key Bridge was intentional.

“There is absolutely no indication that there's any terrorism, that this was done on purpose,” Chief Richard Worley said at a news conference.

The FBI  said  that it was joining the investigation into the cause of the collision.

Rescue crews have determined there are vehicles in the Patapsco River following the bridge collapse.

“Our sonar has detected the presence of vehicles submerged in the water,” said Fire Chief James Wallace. “I don't have a count of that yet.”

Wallace said they are waiting to make sure that the ship is secure and stable before investigators board it.

“Never would you think that you would see, physically see, the Key Bridge tumble down like that,” Mayor Brandon M. Scott said.

Cruises, cars and commodities: What to know about the Port of Baltimore

From CNN's Mark Thompson and Hanna Ziady

The collapse of the   Francis Scott Key Bridge over the Patapsco River outside the Port of Baltimore threatens to disrupt shipping operations at a major US trade hub for autos, container traffic and commodities. Baltimore also has a cruise terminal.

Closer to the Midwest than any other port on the East Coast, Baltimore ranks first in the United States for autos and light trucks, handling a record 850,000 vehicles last year. It was also the leading port for farming and construction machinery, as well as imported sugar and gypsum. It was second in the country for exporting coal.

Overall, Baltimore ranks as the 9th biggest US port for international cargo, handling a record 52.3 million tons, valued at $80.8 billion in 2023.

“The immediate focus is the rescue operation, but there will clearly be a highly-complex recovery phase and investigation to follow and we don't know what impact this will have on operations at the Port of Baltimore," said Emily Stausbøll, market analyst at Norway-based shipping analytics company Xeneta.

“While Baltimore is not one of the largest US East Coast ports, it still imports and exports more than one million containers each year so there is the potential for this to cause significant disruption to supply chains," she added.

Baltimore's cruise terminal serves ships operated by Royal Caribbean, Carnival and Norwegian. Cruises carrying more than 444,000 passengers departed from the port last year.

According to the Maryland state government, the port supports 15,330 direct jobs and 139,180 jobs in related services.

Rescue crews looking for at least seven people in Baltimore bridge collapse

Rescue operations are underway near the wreckage of the Francis Scott Key Bridge in Baltimore, as crews look for people who fell into the Patapsco River.

“We are still very much in an active search and rescue posture at this point, and we will continue to be for some time,” Wallace added.

Baltimore Fire says two people have been rescued from the river – one who was uninjured, and another in hospitalized “very serious condition.”

“This is an unthinkable tragedy,” Mayor Brandon Scott said. “We have to first and foremost pray for all of those impacted.”

Ship that collided with Baltimore bridge was chartered by Danish shipping company Maersk 

From CNN's Alex Stambaugh in Hong Kong

The container ship that collided with the Francis Scott Key Bridge in Baltimore on Tuesday was chartered by Maersk and carrying their customers' cargo, the Danish shipping company told CNN.

"We are horrified by what has happened in Baltimore, and our thoughts are with all of those affected," The company said in its statement.

The company, which has a full name of A.P. Moller - Maersk, said no company crew and personnel were onboard the vessel. It said the ship, DALI, is operated by charter vessel company Synergy Group. 

"We are closely following the investigations conducted by authorities and Synergy, and we will do our utmost to keep our customers informed," the statement said. 

CNN is attempting to contact the owner and managers of the ship, including Synergy.

FBI Baltimore on the scene at the Key Bridge

FBI Baltimore personnel are on the scene at the Francis Scott Key Bridge, they have said in a post on X.

The agency said it was working "side by side with our local, state and federal partners."

Baltimore fire emergency chief says 2 people saved from water after Key Bridge collapse

The Baltimore Fire Department Chief James Wallace says authorities rescued two people from the water this morning, one without injury and the other who has been transferred to hospital in a serious condition.

Authorities are continuing their search for upwards of seven people, Wallace says. But, he says that number could change as it is a "very large incident." Earlier on Tuesday, an official said as many as 20 people could be in the water.

Wallace added that the crew remains on board the ship, and are communicating with the US Coast Guard. He added that emergency services are looking into reports that there were workers on the bridge at the time of the incident.

Speaking at the press conference, Baltimore Mayor Brandon Scott also described the incident as an “unthinkable tragedy,” and offered his prayers for all those affected, as well as his thanks to first responders.

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A guide to Indian Lake, hammered by Thursday's storms

The Indian Lake area of Ohio was torn by storms Thursday night . Here's a guide to the lake:

Where is Indian Lake?

Indian Lake is in Logan County, about 70 miles northwest of Columbus.

How big is Indian Lake?

The lake is about 5,100 acres, making it the third largest lake in Ohio, behind Grand Lake St. Marys (13,500 acres) in Auglaize and Mercer counties and Mosquito Creek Lake (7,850 acres) in Trumbull County, according to the Ohio Department of Natural Resources. In addition, Pymatuning Reservoir, which straddles Ohio and Pennsylvania, covers 14,000 acres.

Is Indian Lake natural?

Indian Lake is man-made. According to the ODNR , it began in 1851 as "Old Indian Lake," a feeder lake for the Miami & Erie Canal. A bulkhead completed in 1860 allowed the lake, then called Lewiston Reservoir, to grow to more than 6,300 acres. Although Indian Lake is very shallow, with an average depth of 6 feet, it has largely been spared the algae that has stained other Ohio lakes because of the Indian Lake Watershed Project, established in the 1990s to keep the water clean.

How many people live on Indian Lake?

About 1,300 people live in the lake's largest town, Russells Point, and another 1,200 live down the road in Lakeview, both on the lake's southern shore. Hundreds more live around the lake, many of them in seasonal trailer parks and campgrounds, making the area vulnerable to storms.

What is Indian Lake best known for?

For decades, an amusement park and dance halls along the lake's southern rim drew visitors from miles around and provided the lake's nickname, the "Midwest's Million Dollar Playground." The last bits of the amusement park were torn down in the early 1980s; only the I ndian Lake Rollarena in Russells Point provides a hint of the lake's entertainment past.

Was the 1960s hit "Indian Lake" about this lake?

No. The Cowsills' 1968 Top 10 hit "Indian Lake" is thought to be based on a lake in Upstate New York.

What is housing like around Indian lake?

Much of Indian Lake's homes remain trailers in campgrounds, especially on the north and west sides of the lake. But a growing number of large new homes have been built on the lake this century, especially on the lake's multiple islands and eastern shore. Many of the older, modest homes still sell under $100,000, but newer homes can command more than half a million dollars. The lake's real-estate landed it a spot on the HGTV shows "Island Life" and "Island Hunters."

What impact did the storms have on the lake's state park?

The ODNR has closed Indian Lake State Park, on the west side of the lake, until further notice. "ODNR staff and other emergency crews will assess the impact of the storm and reevaluate the status of the park later today," the department posted Friday . The 8,400-acre park is one of Ohio's four original state parks, created in 1949.

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Local news | key bridge collapse updates: disaster business loans to be available; wreckage clearing begins, local news | key bridge collapse: what we know about structure’s history, traffic.

Baltimore’s Francis Scott Key Bridge collapsed early Tuesday morning after a support column was struck by a cargo ship, sending cars into the Patapsco River, launching a search-and-rescue operation and prompting Maryland Gov. Wes Moore to declare a state of emergency.

Here’s what you should know about the Key Bridge:

What is the history of the bridge’s name?

The Francis Scott Key Bridge is named for the writer behind “The Star-Spangled Banner.” The site of the bridge is believed to be within 100 yards of where Key saw the bombing of Fort McHenry Sept. 12, 1814, which inspired the poem that became the national anthem.

The battle at Fort McHenry was a key victory over British forces during the War of 1812. The American flag raised Sept. 14, 1814, celebrated the victory and inspired the words “broad stripes and bright stars” in Key’s song.

When did the bridge open?

Construction for the 1.6-mile bridge started in 1972, and it opened March 23, 1977.

In the 1960s, the Baltimore Harbor Tunnel reached its traffic capacity, leading the state to conceive of and build the Francis Scott Key Bridge, the final link for the Baltimore Beltway (Interstate 695).

The bridge, according to the American Society of Civil Engineers, is one of the longest continuous-truss bridges in the United States.

The now-defunct Greiner Engineering Sciences Inc., which also built the Chesapeake Bay Bridge, began construction in 1972 of what at the time was called the Outer Harbor Crossing.

Harry R. Hughes, then state secretary of transportation, was on hand to collect the first 75-cent toll.

The bridge arched over the Patapsco River from Hawkins Point, in Baltimore City, to Sollers Point, in Baltimore County.

The four-lane bridge, which soared 185 feet above the Fort McHenry Channel, the entranceway to the Baltimore Harbor, hosted 7,448 vehicles in its first 11 hours of operation.

Tolls were 75 cents for passenger cars and 50 cents an axle for trucks.

“For the first time, motorists will also be offered a dramatic panorama: not only of the downtown skyline, but Fort McHenry, Canton, the Inner Harbor, the hills of Catonsville, Towson’s high rises and the television tower near Druid Hill Park,” The Sun reported.

June 23, 1977-BREEZE-FILLED TOPSAIL--The Pride of Baltimore sails toward the Francis Scott Key Bridge on its way home. Photo by Sun photographer Lloyd Pearson. BDJ-705-BS

Workers eased into place yet another piece of the Francis Scott Key Bridge across the Outer Harbor, which will link Sotters Point to Hawkins Point near Fort Carroll and complete the Beltway. Date Created: 1976-11-24 Copyright Notice: Baltimore Sun

Dundalk, Md--8/13/16--Aerial view of I-695 and the Francis Scott Key Bridge. Kim Hairston/Baltimore Sun. #6029.

BALTIMORE, MD -- 12/31/08 -- KEY BRIDGE FOX -- The Key Bridge was closed to traffic because of an overturned truck. Lloyd Fox [Sun Photographer] #5981

Baltimore, MD-3/29/15--The Carnival Pride cruise ship passes under the Key bridge after leaving the Port of Baltimore Cruise Maryland Terminal. Today officials celebrated the return of year-round cruising from the port aboard the Carnival Pride. Algerina Perna/Baltimore Sun-#9763.

Baltimore, Md -- 2/8/12 --md-coast-guard-eagle2-p-hairston--The Eagle, the US Coast Guard's training tall ship, passes under the Francis Scott Key Bridge. The ship leaves Baltimore after being in dry dock at the Coast Guard Yard for upgrades. The Eagle will return in June as it takes part in the commemoration of the War of 1812. Kim Hairston [The Baltimore Sun ]-#9515

Baltimore, MD -- 04/14/2016 -- Rebar is exposed and rusting while a driver waits for a traffic light to change beneath a train overpass that shows decades of wear as it crosses above Key Highway at the service road along the I-95 overpass which travels alongside the bridge. Karl Merton Ferron/Baltimore Sun (Frame# P4460067.JPG)

Baltimore, MD -- 6/13/12 -- md-sailabration-arrival-p04-davis -- Guayas, a 257-foot long training ship from Ecuador, front, followed by Cuauhtemoc of Mexico, and Dewaruci of Indonesia, sail past the Francis Scott Key Memorial Bridge toward Fort McHenry. The tall ships arrived in Baltimore Wednesday for the start of Star-Spangled Sailabration, celebrating the 200th anniversary of the War of 1812. Amy Davis [Baltimore Sun Photographer] #7566

Baltimore, MD -- 06/13/2012 -- The tall Ship Cuauhtemoc of Mexico passes beneath the Francis Scott Key Bridge, heading to the inner harbor to highlight the official beginning of the Star Spangled Sailabration Wednesday, Jun 13, 2012. The event commemorates the 200th anniversary of of the War of 1812, which led to the writing of the Star Spangled Banner. (Karl Merton Ferron/Baltimore Sun Staff) [STAR SPANGLED SAILABRATION KICKOFF (_1D34110.JPG)]

Date Created: 1976-09-22 Copyright Notice: Baltimore Sun Folder Description: Key Francis Scott Bridge Folder Extended Description: KEY FRANCIS SCOTT BRIDGE Title: KEY FRANCIS SCOTT BRIDGE Subject: KEY FRANCIS SCOTT BRIDGE

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BALTIMORE, MD--September 5, 1997--A silhoutted walker strolls the walkway along the harbor at Ft. McHenry. The Key Bridge is in the background. Staff photo/Doug Kapustin

DUNDALK, MD--April 18, 1997--The Queen Elizabeth II steams under the Francis Scott Key Bridge on it's way up the Patapsco River to the Dundalk Marine Terminal. Staff photo/Doug Kapustin

BALTIMORE, MD, JULY 25--BAD DAY AT THE RACES--Smoke billows from the engine and cockpit of a 39-foot Fountain race boat after the boat caught fire while racing in the Chesapeake Challenge on Baltimore Harbor this afternoon. The boat was towed back to the inner harbor and sustained major damage. In the background is the Francis Scott Key Bridge.

BALTIMORE, MD--June 29, 2000-- OPSAIL. A tall ship sails under the Key Bridge as it departs the Inner Harbor on it's way to the New York Harbor. Photo by Perry Thorsvik/staff

BALTIMORE, MD.--MAY 25, 2005--The Atlantic Cartier, a ship that sometimes carries nuclear materials into and out of the Port of Baltimore, passes under the Francis Scott Key Memorial Bridge on its way toward Dundalk Marine Terminal. This picture was shot from Hawkins Point at Fort Armistead Park. BALTIMORE SUN STAFF PHOTO BY KENNETH K. LAM

Date Created: 1977-03-24 Copyright Notice: Baltimore Sun Folder Description: 2 KEY FRANCIS SCOTT BRIDGE Folder Extended Description: 2 KEY FRANCIS SCOTT BRIDGE Title: 2 KEY FRANCIS SCOTT BRIDGE Subject: 2 KEY FRANCIS SCOTT BRIDGE

Date Created: 1977-03-09 Copyright Notice: Baltimore Sun Folder Description: 2 KEY FRANCIS SCOTT BRIDGE Folder Extended Description: 2 KEY FRANCIS SCOTT BRIDGE Title: 2 KEY FRANCIS SCOTT BRIDGE Subject: 2 KEY FRANCIS SCOTT BRIDGE

Date Created: 1977-08-29 Copyright Notice: Baltimore Sun Folder Description: 2 KEY FRANCIS SCOTT BRIDGE Folder Extended Description: 2 KEY FRANCIS SCOTT BRIDGE Title: 2 KEY FRANCIS SCOTT BRIDGE Subject: 2 KEY FRANCIS SCOTT BRIDGE

BALTIMORE, MD-- AUG 8 1995--with the Key Bridge as backdrop Pres. Clinton talks about environmental safeguards at Ft.Armisted Park today with VP Gore in background. He vows to stop congress from rolling back laws on the books. (George W. Holsey/staff)

(12/19/2009) The snow covered Key Bridge was barren of traffic Saturday as a blizzard shut down the area. (Charles Funk, for the Maryland Gazette)

Sparrows Point, MD -- 2/3/12 --Aerial view of Sparrows Point and the Francis Scott Key Bridge. Kim Hairston [Baltimore Sun Staff]

Date Created: 1976-11-24 Copyright Notice: Baltimore Sun Folder Description: 2 KEY FRANCIS SCOTT BRIDGE Folder Extended Description: 2 KEY FRANCIS SCOTT BRIDGE Title: 2 KEY FRANCIS SCOTT BRIDGE Subject: 2 KEY FRANCIS SCOTT BRIDGE

Date Created: 1984-12-28 Copyright Notice: Baltimore Sun Folder Description: 2 KEY FRANCIS SCOTT BRIDGE Folder Extended Description: 2 KEY FRANCIS SCOTT BRIDGE Title: 2 KEY FRANCIS SCOTT BRIDGE Subject: 2 KEY FRANCIS SCOTT BRIDGE

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Date Created: 1976-01-28 Copyright Notice: Baltimore Sun Folder Description: Key Francis Scott Bridge Folder Extended Description: KEY FRANCIS SCOTT BRIDGE Title: KEY FRANCIS SCOTT BRIDGE Subject: KEY FRANCIS SCOTT BRIDGE

Date Created: 1975-09-02 Copyright Notice: Baltimore Sun Folder Description: Key Francis Scott Bridge. 1975 Folder Extended Description: KEY FRANCIS SCOTT BRIDGE Title: KEY FRANCIS SCOTT BRIDGE Subject: KEY FRANCIS SCOTT BRIDGE

Date Created: 1977-01-02 Copyright Notice: Baltimore Sun Folder Description: Key Francis Scott Bridge Folder Extended Description: KEY FRANCIS SCOTT BRIDGE Title: KEY FRANCIS SCOTT BRIDGE Subject: KEY FRANCIS SCOTT BRIDGE

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KEY FRANCIS SCOTT BRIDGE in 1974-12-08 Copyright Notice: Baltimore Sun

The steel bridge is one of the harbor’s three toll crossings and is located on the I-695 outer-harbor crossing. It’s part of a 10.9-mile Beltway span that includes a dual-span drawbridge over Curtis Creek and two parallel bridge structures carrying traffic over Bear Creek, according to the Maryland Transportation Authority.

How is the bridge used?

The bridge, which cost about $110 million in the 1970s, was seen as an efficient alternative because it has lower operating and maintenance costs, as well as more traffic lanes than the Baltimore Harbor Tunnel.

The bridge carried more than 12.4 million commercial and passenger vehicles in 2023, according to a state government report issued in November.

The Key Bridge allows wide loads and hazardous material that can’t go through the Harbor Tunnel or Fort McHenry Tunnel. Currently, vehicles transporting hazardous materials are prohibited in tunnels and “should use the western section of I-695 around tunnels,” the transportation authority posted on social media.

What was the economic impact of the bridge?

With the collapse of the Key Bridge, one of Maryland’s major sources of revenue is at a halt.

The Port of Baltimore has created about 15,300 direct jobs and with nearly 140,000 jobs linked to port activities, according to a February statement from Moore, a Democrat.

Moore said in the statement that the port ranks first among those in the nation for volume of automobiles and light trucks, roll-on-roll-off heavy farm and construction machinery, and imported sugar and gypsum.

The Port of Baltimore handled 847,158 cars and light trucks last year, which led all other ports in the nation in its 13th consecutive year, according to the February release.

Baltimore Sun librarian Paul McCardell contributed to this article.

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Best Plunderstorm Skills for a Solo Victory in Patch 10.2.6

Best offensive skills for plunderstorm, storm archon, holy shield, best utility skills for plunderstorm, steel traps, fade to shadow, quaking leap, best skill combos for plunderstorm, best offensive skill combos for plunderstorm.

• Fire Whirl + Rime Arrow
• Fire Whirl + Storm Archon
• Fire Whirl + Holy Shield

Best Utility Skill Combos for Plunderstorm

• Steel Traps + Fade to Shadow
• Steel Traps + Quaking Leap
• Steel Traps + Repel
• Repel + Quaking Leap
• Repel + Fade to Shadow
• Fade to Shadow + Windstorm
• Quaking Leap + Windstorm
• Repel + Windstorm

Comment by papatranq

Comment by tsuyoiayakashi.

cringe to support meta gaming, I would delete this article and write no more like it !

Comment by Daemer

min maxing a limited time event that isn't even yet available worldwide, the community is a clownfest

Comment by Kryonyx

Can't wait for the wowhead weekly "BIS Plunderstorm Abilities" list.

Comment by Gleem

Oh my god, gamers, notorious for optimizing the fun out of video games, have once again optimized the fun out of a video game. Who could have predicted this? Seriously though, the difference in quality between powers isn't even close. I literally had this exact setup by my third match, it was so obvious. The power imbalance is such that not playing optimally is a pretty huge disadvantage, lol. But yeah, if you guys don't want to play online games with min/maxers, sadly your only real choice is to... not play online games.

Comment by duffdog7576

Should write an article about controller player and how this is the beginning of WoW on consoles. Swear this is how the game is going to exist in the future.

Comment by Malruned

I just got my first win with a rank 4 fire whirl, it let me get so many double kills by jumping people busy dueling. Will probably be nerfed but hey I got the achievement, exploit early and often boys.

Comment by SinR

Can't wait for the wowhead weekly "BIS Plunderstorm Abilities" list. Coming Soon: WoWHead Article showing the coolest 1v1 victories. and the same article the next week. and the week after that. And that. AND THEN ANOTHER ONE THE NEXT WEEK. Gotta get that Ad Revenue somehow :)

Comment by HeBeard

min maxing a limited time event that isn't even yet available worldwide, the community is a clownfest The rep is a huge grind and winning gives substantially more than placing even close to top.

Comment by Vyvian

Is it really necessary to min/max day 1 of a casual event?

Comment by Kalados

whining in these comments is unbelievable and hilarious, touch grass, i'm having a blast. Skill issue

Comment by BustingBrig

I'm going to wait until the increase the reputation earned on these events. It's not fun to wait for the game to start to only get bad RNG and get killed by someone else who got the good ability. There needs to be a minimum reward payout to those who participate.

Comment by WolfQueen

min maxing a limited time event that isn't even yet available worldwide, the community is a clownfest The rep is a huge grind and winning gives substantially more than placing even close to top. This. I've been at it for 2 hours now and barely out of Renown 3.

Comment by leeroy1010

Comment by razz0r65.

min maxing a limited time event that isn't even yet available worldwide, the community is a clownfest What did you expect? This is how it's been since TBC, only reason we did not do it earlier is cause of lack of info classic is evidence of that get used to it or leave for another game. This game will always be min maxed to high hell, all this constant &*!@#ing about min maxing or add-ons or whatever. Just quit playing it's never ever going away just constant moaning go out touch some grass. Or don't just accept the game is not for you and move on with your life

Comment by takasinners

Predictable.

min maxing a limited time event that isn't even yet available worldwide, the community is a clownfest The rep is a huge grind and winning gives substantially more than placing even close to top. I can get around 500 rep with a pretty efficient spawn as long as there's no competition (something that's... surprisingly easy to do). I can hit 500 rep in about 3 minutes. If I push through the rest of the match which can take a while (people hide until the last minute when there's nowhere to go), I'll get around 800 rep. It's FAR easier to intentionally throw after you blitz collecting gold, and it's way more time efficient. You leave after about 3 minutes and re-queue (another 2 minutes), getting around 1k per 10 minutes of farming, vs trying to win which it itself can cost over 10 minutes not including re-queues, and you likely won't get 1k rep for it. It's legit faster to play this event as a pve speedrun than it is to treat it as a pvp battle royal.

Comment by Razzileth

Putting renown into this was probably a mistake especially since they made it an oldschool blizzard grind.

Comment by Kerathras

min maxing a limited time event that isn't even yet available worldwide, the community is a clownfest The rep is a huge grind and winning gives substantially more than placing even close to top. This. I've been at it for 2 hours now and barely out of Renown 3. Oh geez, so we’re looking at something like 40 hours? If you do this for 2 hours a day that’s 3 weeks! Count me out, lol!

Comment by Oritaku77

Here is a build I went with: - lvl 10 by the end of it - Rime Arrow (lvl 4) - Divine Shield (lvl 1); if I had it higher level it would've been even smoother - That pulsing AoE frost ability around you (lvl 4) - The Blink+Vanish ability (lvl 4) - For utility I had was one of them camouflaged stealth bushes. If I found a motorcycle I would drop the bush, spawn the bike, then grab the bush to again to hold onto it. Same with other disposables like summoning a parrot to fight alongside you. IMO, a decent strat is to acquire levels quickly to outpace other players. Focus on clearing elite and normal NPCs and opening treasures. Avoid big fights unless you're at least 2 levels above your enemies. If it's a 1v1 try and be equal level at least. You'll also need to get lucky and find a good combo of abilities to use and then level it all up. Easier said than done, of course. The build I won with had just about all I needed at the moment. Spamming Rime Arrow on cooldown chips away HP at range. Followed up by the Divine Shield's explosion does good damage. Frost AoE if in a melee scuffle and vanish out when you see the enemy waste a cooldown like Fire Whirl. Played safe. As for the Stealth Bush, I got toward the middle of where the storm was approaching toward the final minute of the game and used it on top of some others. I was impossible to notice. Although, it was really luck on my side. The storm closed on the golden large altar within Stormgarde toward the main garrison. Everyone had to enter the city from the eastern gate and loop around through the storm to get there. I did so first before anyone else and that essentially is what sealed my win. Anyone around me trying to evade the storm I'd hit with an ability then ensure I broke line of sight by stealthing. So I waited in stealth and... a lvl 3 tauren shows up. It's me, lvl 10, versus a lvl 3 that was seeking to win by attrition. Turned 'em into a pile hamburger and got the W.

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Water companies in England face outrage over record sewage discharges

Call for environmental emergency to be declared after data reveals 105% rise in raw sewage discharges over past 12 months

• How polluted is your local river and which regions are worst hit?

Water companies in England have faced a barrage of criticism as data revealed raw sewage was discharged for more than 3.6m hours into rivers and seas last year in a 105% increase on the previous 12 months.

The scale of the discharges of untreated waste made 2023 the worst year for storm water pollution. Early data seen by the Guardian put the scale of discharges at more than 4m hours, but officials said the figures were an early estimate.

The Liberal Democrat leader, Ed Davey, said the scandal of raw sewage pouring into waterways should be declared a national environmental emergency. He called on the government to convene an urgent meeting of the Scientific Advisory Group for Emergencies (Sage) to look at the impact of sewage pollution on people’s health.

Total discharges from the 14,000 storm overflows owned by English water companies that release untreated sewage into rivers and coastal waters increased by 54% to 464,056, according to data submitted to the Environment Agency by the industry.

Senior industry figures highlighted the heavy rainfall over the autumn and winter that put huge pressure on the sewerage system. But storm overflows are supposed to cope with heavy rainfall and only be used in exceptional circumstances, like major storm events. Climate change has long been predicted to bring higher rainfall levels.

One senior executive told the Guardian: “We have wasted 15 years, we have not been investing enough.”

The data on discharges from storm overflows reveals the duration and the number of discharges from individual overflows across the network in England. The 3.6m-plus hours of raw sewage and rainwater discharged over the year includes huge spikes in some outflows. Forty per cent of South West Water outflows discharged raw sewage more than 40 times, while nearly a third of United Utilities outflows and 23% owned by Yorkshire Water discharged 60 times or more.

Any outflow that has more than 60 discharges a year should prompt an Environment Agency investigation.

As well as total discharges soaring from just over 301,000 in 2022, the average discharge per storm overflow has increased to 33, an increase of more than 43.7%. Some companies had much higher average spills per outflow, with South West Water averaging 43 per outflow and United Utilities 45.

Some of the highest rises in the hours of raw sewage pouring into rivers were by Anglian Water, with a 205% increase to 273,163 hours, Wessex Water a 186% increase to 372,341 hours, Thames Water a 163% increase to 196,414 hours, and Northumbrian Water a 160% increase to 280,029 hours.

Severn Trent discharged raw sewage into waterways for 440,446 hours, South West Water for 530,737 hours, an 82.5% increase, Southern Water for 317,285, a 116% rise, and United Utilities for 656,014 hours, a 54% increase.

Thames Water was responsible for the biggest increase in the number of discharges, with its overflows dumping on 16,990 occasions, a 112% increase on 2022.

A Guardian analysis of the data revealed the River Irwell and its tributary, the Croal, which flows through to Salford and Manchester, had the highest levels of sewage spills. Nearby storm overflows spilled just under 12,000 times in 2023, or 95 spills per mile of water, the highest rate of all rivers in England .

Second worst in England was the River Darwen, near Blackburn and Preston, where there were more than 3,000 sewage spills from nearby overflows in 2023 – equivalent to 83 spills per mile. Just one river in the south of England features in the worst 10: the River Avon, as it makes its way through Bath and Bristol. This urban section of the river had 6,573 sewage spills in 2023, or 74 spills per mile, making it the third most polluted in England.

Also top of the list for sewage spills was the River Calder near Huddersfield, the Aire near Bradford and the lower section of the Tyne around Newcastle and Sunderland, the Guardian’s analysis of Environment Agency data found.

Criticism was not reserved for the industry. The government’s much vaunted plan to tackle raw sewage pollution gives water companies a deadline of 2035 to reduce the amount of sewage flowing into bathing water and areas of ecological importance, but discharges would continue being released into other waterways until 2050, at a time when the climate crisis is increasing rainfall intensity and frequency, putting more strain on the sewerage system.

Davey said the scandal had to be treated as an environmental national emergency. He said: “Only by treating the sewage scandal with the urgency it demands can we save our rivers and beaches for future generations to enjoy. Rishi Sunak and the Conservative party have failed to listen and as a result sewage spills are increasing, our precious countryside is being destroyed and swimmers are falling sick.”

The record sewage discharges were revealed as a major investigation into illegal sewage dumping by the regulator Ofwat into more than 2,000 treatment plants was nearing its conclusion. The Environment Agency is running a parallel criminal inquiry into illegal sewage dumping by companies.

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Storm overflows are supposed to be used only in extreme weather but for many years they have been used routinely, discharging raw sewage even on dry days in some cases. The academic Peter Hammond has shown how water companies are routinely using storm overflow discharges in their water management.

Campaigners turned their ire on the industry as the scale of the discharges was published. Ash Smith, who has investigated sewage pollution in the River Windrush for several years, said: “Water companies will blame the weather but it’s very clear from the data analysis done by Prof Peter Hammond that many sewage-dumping – we refuse to call this spilling – events are illegal either because sewage works simply don’t treat the amount they are required to or they do it in dry conditions.

“This is the information that needs to be made public along with volume, not just hours.”

Only two water companies, Southern and Thames Water , publish real-time data on raw sewage releases from outflows. Smith said greater transparency was needed. “How the other companies have been allowed to get away with keeping easily provided data public is a mystery. It is compounded by the secretary of state’s silence on getting them to reveal what will undoubtedly be a scandalous state of affairs.”

The shadow environment secretary, Steve Reed, said the government should immediately impose his plan for a ban on bonuses for water company executives. “Despite being responsible for this illegal behaviour, water company bosses have brazenly awarded themselves over £25m in bonuses and incentives since the last election,” said Reed.

Labour has not committed to any restructuring of the privatised water industry, even as Thames Water, which is struggling with debts of more than £14bn, is facing being taken into special administration. The Liberal Democrats are calling for Thames, the biggest of the privatised companies, to be put into special administration and turned into a public benefit company.

The Environment Agency director of water, Helen Wakeham, appeared to play down the scale of the increased pollution, saying it was not surprising that the discharges had increased. “We are pleased to see record investment from the water sector, but we know it will take time for this to be reflected in spill data – it is a complex issue that won’t be solved overnight.”

The water minister, Robbie Moore, said: “Today’s data shows water companies must go further and faster to tackle storm overflows and clean up our precious waterways. We will be ensuring the Environment Agency closely scrutinise these findings and take enforcement action where necessary.”

The revelation of the scale of releases into waterways comes as rivers in England are at crisis point, suffering from a toxic cocktail of raw and treated sewage pollution, chemical toxins and agricultural runoff.

In the last few weeks, ministers have engaged in a flurry of announcements in anticipation of the shocking data on record sewage spills. These included an announcement of a £180m plan to fast-track action on sewage discharges, in the face of criticism not enough is being done.

The industry is planning a record £96bn to the end of the decade to tackle sewage discharges, leaks and the impending water supply crisis but has been criticised for passing on the costs to customers for investment that should have been carried out years ago.

Water UK, which represents the industry, said: “These results are unacceptable and demonstrate exactly why we urgently need regulatory approval to upgrade our system so it can better cope with the weather. We have a plan to sort this out by tripling investment which will cut spills by 40% by 2030 – more than double the government’s target.”

Ofwat has to decide whether to allow companies to increase water bills to pay for the investment. Water UK said the investment was vital and Ofwat must give the industry the green light to get on with it.

• Water industry
• Thames Water

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England’s sewage crisis: how polluted is your local river and which regions are worst hit?

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British and Irish rivers in desperate state from pollution, report reveals

Environment Agency failed to protect River Wye from chicken waste, court hears

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Water firms’ profits in England and Wales almost double since 2019, find Lib Dems

England’s only three swimming rivers given ‘poor’ water quality status

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