The £200 Millionaire

The £200 Millionaire

Jul 1, 2019

The £200 Millionaire by Weston Martyr

 

I was organizing files on the computer's hard drive and found a old PDF file labeled the "The £200 Millionaire ".  I opened and re-read it and vaguely remembered reading it many years ago - it was as concise and inspirational as before. It is a short read, about ten pages, but it has a idea about life and happiness if one can recognize and comprehend it.

I could really relate to this story as I had lived in the Netherlands for over four years. We often visited the windmills, canals, and tulip fields while there.  We resided at Hoornseschans 92, Nieuwegein, Utrecht, Netherlands and within walking distance was a canal I visited often to go fishing - many barges and small boats could always be seen. The Netherlands was a beautiful country, but always a bit overcast and drizzly.

 

Rereading "The £200 Millionaire" I decided this time instead of glossing over the locations mentioned, which I really did not know about, I researched each and everyone - this gave me a new perspective on this short but beautifully written tale. To capture this research I copied the story and added website links to many of the locations and words mentioned that I was unfamiliar with - I also added a few pictures to increase visualization of the story. The story mentioned the old British monetary system, now a thing of the past, so I converted the British money mentioned in the story to its approximate value in today's world to add another level of context and perspective. Take the time to explore the links and imagine the possibilities of traveling to the locations mentioned - some of those places are just amazing.

Are you trapped in the 9-to-5 routine, in debt, and envision a bleak future and existence - then maybe if you read this story, it might present you with new possibilities.

If you have the "time", take a look and read the story at: "The £200 Millionaire"

Lesson – Risk Mitigation – Safety and Security

Lesson – Risk Mitigation – Safety and Security

Jun 12, 2019

Lesson – Risk Mitigation – Safety and Security

 

NOTICE: The goal of this post is for us, our family, to learn something from a tragic event and apply what we learn to reduce the risks of a similar incident happening to us. If you learn something from this post - great; if not, it's your loss, as we tried to spread the recommended precautions contain herein. The tragedy identified below really could have, or potentially in the future, happen to us; it almost did. It could happen to YOU --- it WILL definitely happen again to another.  We deeply sympathize with the family that suffered through the tragic event and nothing herein is written or intended to disparage them or be judgmental. The choices they made were theirs and theirs alone to make. What happened can’t be undone – you can either choose to learn something from it or not. If you who read this are of the type that can’t mentally handle truthful and honest discourse, differing opinions, freedom of choice, reality, or learning from adverse events – STOP reading and go elsewhere. For those of this mindset, truly, "Ignorance is bliss, 'Tis folly to be wise". (Thomas Gray's poem “Ode on a Distant Prospect of Eton College”)

 

The rational and prudent concept of reviewing incidents to increase situational awareness, modify strategies, minimize risks, and develop a comprehensive preparedness response plan is not of our origin, but emphasized on the Caribbean Safety and Security Net (CSSN) website under the heading FAQ Frequently Asked Questions - What is CSSN?  The CSSN motto “Know Before You Go” is well founded advice. As stated on their website they recommend the review of their documented incidents with an eye toward “what if this had happened to me? What would/should I have done, either before, during or after the event.” with the goal of developing a “well thought out, understood and agreed plan”.  They also provide lists of recommendations that minimize risks based on the unfortunate experiences of many cruisers on a web page titled, General Security Precautions for Cruisers. Many who take the time to review this information and act upon it, significantly improve their outcome when confronted under similar circumstances.  It should be mandatory reading for all cruisers. It is advised to follow the CSSN website links provided and READ THEM BEFORE continuing to read this post. As you continue to read this post, consider the potentially different outcomes if the people in the documented CSSN's incident reports, that suffered equally tragic events, had just took the time to read and heed their free advice and recommendations. Ask yourself why they did NOT know - is the sailing community informing cruisers adequately of the potential risks of this nature and how to minimize them? I'm of the opinion the answer to this question is - NO!!

 

 

My curiosity was raised when I read a 3 May 2019 New Zealand Herald news article on the internet that reported “Kiwi man Alan Culverwell shot dead by pirates on boat in Panama”. I glanced through the article and discovered his wife and one of his two children were also injured – what a horrific tragedy.  This tragedy had similarities of many such incidents we had reviewed before - a intended "stealth" theft escalated to assault and death due to a imprudent direct confrontation. What peaked my interest and I found strange, was the statement that the call for help/assistance was to New Zealand - an emergency call halfway around the world - I had not heard of this before.  I did a Goggle internet search and found very little more definitive information.  Checked the Caribbean Safety and Security Net website but no mention of the incident was listed yet.

I mentioned the incident to my wife and she inquired back - Could that have happen to us? She briefly mentioned our own very close call at Holiday Oceanview Marina (HOV), Samal Island, Mindanao, Philippines where a terrorists kidnapping occurred the night of our first day of arrival there on 21 September 2015. We had been assisted by the marina manager, Kjartan Sekkingstad (read his story), most of that late afternoon; he had hauled Indra out for us - we didn't know then it would be a very long time before we saw him again.  It was at my wife’s insistence that we left HOV marina at about 8 PM and stayed in a nearby hotel – it was a long day as we had drove about 10 hours from Surigao City, Mindanao to HOV marina the same day and our boat was still in a state of disarray. About three hours after we had left HOV marina for the hotel, the terrorist kidnapping incident occurred - eventually resulting in the death of two cruisers. We were very fortunate and "lucky".

This kidnapping incident was our "wake-up" call to develop our own security plan and to continually revise it based on current local/regional events and reviews of other reported unfortunate incidents. STOP, ask yourself: Are you prepared for a theft, burglary, assault, or boarding on your boat or intrusion into your land based home? What is it going to take for YOU to "wake-up" and recognize the real potential threats of crime we all face, whether on land or sea?

What follows next is a summary of what sources of information we use to increase our awareness and actions we have taken. We have included our Response Plan, which is continually revised, as an example for you to evaluate and modify as you see fit for your circumstances.

 

Information

 

Emergency Contacts/Equipment

  • We had purchased, registered, and installed a new Emergency Position-Indicating Radio Beacon (EPIRB). While an EPIRB is intended to send a distress call while at sea, it can also be a option to use while at anchorage if an adverse situation warrants it.
  • We had purchased and installed a new Very High Frequency (VHF) radio with Digital Selective Calling (DSC). DSC is essentially a automatic digitized distress call with GPS location and unique boat information that is sent with the press of a single radio button  - a "panic button".  A VHF DSC channel 70 distress call can only be received by DSC equipped stations that are monitored and within the approximate VHF 20 mile range.  In the Philippines, coastal stations and vessels equipped with DSC radios are limited but increasing - in 2018 the Philippine Coast Guard issued a procurement bid of 28 million pesos for DSC capable radio equipment.
  • The traditional VHF radio Mayday distress call on channel 16 also has a limited range of approximately 20 miles. After conversations and advice of some local Filipino Coast Guard members we modified the format of our Mayday distress call to include the word HELP in the local language/dialect. They explained that many locals that "might" have a VHF radio do not know or adhere to the traditional format of a Mayday distress call; but will likely understand and respond to a call for HELP in their local language. So at our current location the distress call announcement is: TABANG - TABANG - TABANG, MAYDAY - MAYDAY - MAYDAY. TABANG means HELP in the local Bisayan or Visayan languages.
  • A Icom IC-718 High Frequency (HF) All Band Transceiver is installed aboard but its operational status is still unknown. We do have a list of emergency frequencies but have yet to incorporate this into our response plan.
  • Satellite Communications - We do not have "yet". We are still evaluating and considering Inmarsat-based, Iridium-based, or Intelsat-based devices, but cost is still a factor.
  • Cell phone coverage and usage is extensive in the Philippines and expanding constantly. Just as we do at our land based dwelling, we maintain a list of emergency contact phone numbers aboard our boat. Our emergency contact phone number list aboard is prioritized by distance and capability - we call the closest authority to our location first for assistance and work down the list based on if contact is made. Our number of last resort, is the IMB PRC 24-hour Anti Piracy HELPLINE telephone number: + 60 3 2031 0014. This phone list takes very little extra effort to maintain and we make an effort to visit and chat with the local authorities - the interactions often results in new phone numbers and information on "activities" in the local area. We also research and designate the closest medical facility to our location - if something were to happen, we know were to go and how to get there beforehand. These contact numbers and the location of a medical facility should be standard items for each cruiser and discussed with local representatives when clearing into a country, port, or marina.

Boat Modifications

  • The wood hatches above the cabin and v-berth were reinforced with steel bars.
  • The cabin/v-berth door was reinforced and added three sections of removable wood cross bracing to make it almost impenetrable in the closed and locked position.
  • In the v-berth, added electrical wiring and outlets for cell phone and handheld VHF charging stations. When not in use these items are returned to this location.
  • Added a PA hailer horn midway up mast interfaced with the radio. The horn can emit navigational sounds, an assortment of siren sounds, or voice.
  • Added a AIS Class B transponder that turns on with radio power. A separate "off" switch was added to be used when warranted in "questionable" security areas.
  • Added a 12 VDC (8 joule /9,700 volts) electrical fence charger that electrifies only the top isolated lifeline bare wire; the lower lifeline bare wire is wired into the return/ground circuit which increases the likelihood of a discharge during a boarding attempt. It is activated by a manual or remote control switch and when on illuminates one white LED light in the cockpit and one forward of the mast. Three electric fence international warning signs are displayed on both sides of boat.
  • Retained our pyrotechnic distress flares for our Response Plan and as a boarding deterrent, despite being replaced by a Sirius Signal SOS Electronic Flare and Flag.

 

Note: The CSSN website reported the boarding of a boat near the Edinburgh channel, Nicaragua by 20-25 men aboard four pangas on 11 April 2019. The boat's 4 person crew had a viable response plan, previously modified and installed security bars that covered all hatches and companionways, and secured themselves safely inside and survived. However, the significant amount of damaged to their boat by a raiding mob of this size is not envisioned in our Response Plan and is under evaluation along with their identified shortfall in their inReach satellite communicator (no local emergency response). Their deficiency in this incident appears to be lack of convoy/buddy boating consideration and adequate offshore distance from a known hostile coast.

 

Response Plan - Noise Outside, Stay Inside, Scare Away, Avoid Confrontation

  • On deck equipment is stored in a pad locked lazerette, cabin, or locked in place with cables/chains and pad locks.
  • Outboard motor is stowed and double locked in place on the boomkin rail mount. Anti-theft Styrofoam pad with in-bedded razors attached.
  • Dingy is raised, set on foredeck, and locked to the deck cleat with chain and pad lock.
  • Razor thin and sharp, stainless steel wire with small treble hooks is strung from standing rigging to boat attach points (4 places on side decks). Very little contact pressure is needed to penetrate skin.
  • Companionway swing open doors and hatch are closed and barrel bolts inserted. Companionway wash boards inserted as local conditions warrant.
  • Both top deck hatches are secured at night at the 4-inch open position for ventilation or fully closed and locked.
  • Activate electrical lifeline barrier by switch at inside companionway entrance or remote control. Activation also illuminates two white LED lights, one in cockpit and one in front of mast.
  • Good Night - Noise is heard - intruders are suspected.
  • Wife joins daughter in v-berth. V-berth top deck hatch is fully closed and secured if partially open. Both v-berth port windows are closed if open.  V-berth door is closed, but not secured with barricade braces.
  • Wife uses cell phone and initiates calls according to prioritized emergency contact phone list.
  • All navigation and deck lights are switched ON - siren sound is activated at radio and broadcasted through PA hailer on mast. If intruders depart, list stops here.
  • Initiate VHF DSC distress call "panic" button. GPS position is also automatically sent by AIS when radio is turned on.
  • Cabin top deck hatch is fully closed and secured if partially open. All cabin port windows are closed if open.
  • Terminate siren sound and issue Help (local language) 3 times, Mayday 3 times, with distress message through PA hailer on mast, at least two times. Play "fake" response recording made by local Filipino Coast Guard friend that acknowledges distress call with our boat name and announces estimated arrival in about 10 minutes. (The intent is to alert and summon help from anyone in hearing range in the local area, whether a night fisherman or a local on land. This is also a scare tactic to let the intruders known a radio distress call for help has been made and "help is on the way".)
  • Issue actual voice distress call on VHF radio, multiple times. Reactivate siren sound through PA hailer on mast.
  • Activate EPIRB.
  • Fire rocket flare out cabin port window, on both starboard and port side.
  • If intruders are attempting to breach companionway entrance or cabin top deck hatch, join wife and daughter in v-berth. Close v-berth door, lock, and install wood barricade braces.
  • If intruders are in cabin and attempting to breach v-berth door, expend contents of large fire extinguisher into cabin through 1-inch hole at top of v-berth door.
  • If v-berth door appears to be compromised soon, grab three PFDs from hanging locker, put cell phone and VHF handheld radios in waterproof ditch bag, position wife and daughter underneath v-berth top deck hatch. Expend half of second fire extinguisher into cabin through 1-inch hole at top of v-berth door. Immediately pop open v-berth top deck hatch and exit - first the wife, next the daughter, then me. Proceed directly forward to bowsprit and go overboard - gather at and hold onto chain snubber line at bow waterline. Decide to stay put and hidden or swim to shore - stay together at all times.

 

So back to answering the wife's question from above: Could that happen to us? I responded back YES, in reality it could happen to anyone. I knew that was not what she wanted to hear, even though it is the cold hard truth. So, I added a caveat that in a similar situation the outcome for us most likely would be different. Why? Based on the very brief review of the single news article, the limited description of events revealed issues and actions that if handled differently could have changed the outcome. I deferred explaining further on the rationale that additional details should emerge over the next few weeks or so, as the internet and social media propagates this issue.  So I began critically monitoring, researching, and reading everything that appeared on the internet about the AQUA LOBO tragedy.

 

What the news and social media reported.

 

Reviewed many other news media reports, but in most cases they were the same articles, just copied and syndicated. Also reviewed many other social media sites and websites, but they revealed very little additional factual information.

 

The basic facts and events of the incident seem to be:

 

Incident Date/Time: 2 May 2019 prior to 01:05 AM local Panama time.

  • All the media reports were inconsistent on what time the incident occurred. The most reliable source appears to be the Media Statement for Rebecca and Steve Woledge on Nadine Taylor's Facebook which stated, "I can confirm that I took the initial sat phone call from Derryn Culverwell on Thursday 2 May at 6.05pm New Zealand time."
  • When the time was 01:05 AM on Thursday, May 2 in Panama, it was 06:05 PM, May 2 in New Zealand.
  • When the time was 01:05 AM on Thursday, May 2 in Panama, it was 06:05 in Coordinated Universal Time (UTC).
  • The International Maritime Bureau Piracy Reporting Centre (IMB PRC) and Inmarsat-C System Alert Message indicated notification of the incident at 07:30 UTC - about 1 1/2 hours after the incident occurred.

 

Location of Incident: (9.27150° N -78.12600° W or 09:16.40N –078:07.45W) Anchorage at Isla Mono, 2.5NM SE of San Ignacio De Tupile, Guna Yala, Panama.

  • All the media reports were inconsistent or blatantly wrong on the location of the incident. The most reliable source appears to be the IMB PRC Report 053-19, however the position appears to be approximate. The IMB PRC range/bearing of around 1.9NM ENE of San Ignacio De Tupile, Panama does not seem correct as it appears based on the Goggle location error of San Ignacio De Tupile. The corrected range/bearing should be around 2.5NM SE of San Ignacio De Tupile (red circle).
  • A check of the Active Captain website revealed the Isla Mono anchorage (red star) was “marked” and reviewed favorably by three other cruisers – latest review was in 2017. The Active Captain website does show the approximate correct location of San Ignacio De Tupile (red circle).
  • Many media sources designated this area as remote which is a questionable designation in current times; as remote implies an area very far from urban areas or lacks transportation links that are typical in more populated areas.  The public use Wannukandi Airport is only 1809 m (5934 ft) from the Isla Mono anchorage (red star). The urban community island of San Ignacio De Tupile with a population of about 1,450 is only 3.93 km (2.44 mi) from the Isla Mono anchorage.  The Playon Chico – Ukupseni community, one of the most populous islands in the Guna Yala territory with a population of about 3,000, and the Playón Chico Airport providing daily flights (less than an hour) to Panama City, is only about 12.6 km (7.85 mi) from the Isla Mono anchorage. Numerous hotels, hostels, resorts, and tourist destinations are identified on Goggle maps in relatively close (less than 10 miles) vicinity to the Isla Mono anchorage.

    Boat Details:

    • Name: AQUA LOBO
    • Make: 1996 60' Astrolabe Custom Raised Pilothouse Trawler. Walk through video of boat on YouTube.
    • MMSI: 319116300
    • Call Sign: ZGGM
    • Flag/Country of Registry: George Town, Cayman Islands
    • Equipment: Inventory and Details on Boaters Resources website (link deleted).
    • Like mono hulls or catamarans with sugar scoop sterns, AQUA LOBO has a stern swim platform that facilitates very easy access to the water - it equally provides very accessible access to any potential unwelcome visitors or boarders. Was unable to locate any information on the installation of anti-intrusion devices or alarms to mitigate this increased risk factor.

      Incident Details:

      • Trawler AQUA LOBO was anchored alone close to Isla Mono, on the evening of 1 May 2019. (IMB PRC Report 053-19)
      • Prior to 01:00 AM of 2 May 2019, three criminals swam out to AQUA LOBO and boarded with intent of committing theft. (El Siglo report 5 May 2019)
      • The perpetrators were hooded and equipped with knives/machetes and a shotgun. (MIDIARIO.com 2 May 2019) (Daily Mail Australia 4 May 2019)
      • Supposition: The perpetrators boarded AQUA LOBO's swim platform and climbed the external ladder (red arrow) to the flybridge where a dingy, outboard motor, and jet ski were located.
      • The family (husband, wife, and daughter) was woken up by a noise on the yacht's roof and went upstairs to check. (Daily Mail Australia 4 May 2019) "went upstairs" is assumed to mean they went up to the command bridge accessible internally by a stairway (red arrow) from the cabin areas.
      • The husband went out to investigate and was shot at close range with a shotgun and died. (New Zealand Herald 5 May 2019) "went out to investigate" is assumed to mean that the command bridge aft sliding windows/doors (red arrow) were opened and he exited out to the flybridge where the perpetrators were located.
      • The wife received a deep machete wound to her upper arm and shoulder during the attack and required 36 stitches. (RNZ website 7 May 2019)
      • The 11-year-old daughter suffered blows to her head and arm, thought to be from the machete handle. (RNZ website 7 May 2019)
      • The wife and daughter retreated down into the boat's lower cabin, joined her other child, and locked the cabin. (New Zealand Herald website 4 May 2019)
      • Derryn Hughes (Alan Culverwell's younger sister) stated, The wife didn't know what to do so she made an emergency call to close friends in Marlborough, Rebecca and Steve Woledge. (New Zealand's Stuff website 5 May 2019)
      • At 1:05 AM Panama local time, the wife made a emergency Satellite phone call to Rebecca Woledge in New Zealand (Thursday 2 May at 6.05pm New Zealand time). (Nadine Taylor's Facebook 5 May 2019)
      • The International Maritime Bureau Piracy Reporting Centre (IMB PRC) and Inmarsat-C System Alert Message indicated notification of the incident at 07:30 UTC (02:30 AM Panama local time) - about 1 1/2 hours after the incident occurred. (IMB PRC Report 053-19)
      • The IMB PRC immediately (07:30 UTC) informed the Panamanian authorities who dispatched a marine police patrol boat to the location to render assistance. (IMB PRC Report 053-19)
      • The IMB PRC continued to liaise with the Panamanian authorities and the family on the boat until the marine police boat arrived. (IMB PRC Report 053-19)
      • The wife and children were taken to receive initial medical attention at the San Ignacio De Tupile gym. (Midiario.com 3 May 2019) They were then taken to a hospital in Panama City. (New Zealand Herald website 4 May 2019)
      • The San Ignacio De Tupile community secretary, Javier Morris, stated the entire population (Guna Yala community of San Ignacio De Tupile) itself activated the alert which ultimately led to the capture of the suspects. (General Congress of Guna Yala 3 May 2019)
      • In the early morning of Friday 3 May 2019, three Guna Yala indigenous suspects were captured in the sector of San Ignacio de Tupile and were taken into the custody of police agents of the National Border Service (Senafront). (Midiario.com 3 May 2019)
      • Three Panamanian Guna Yala indigenous suspects, Leandro Herrera, Avelino Arosemen, and a third suspect, a minor, were charged in a courthouse in Colon, Panama. (The Guardian 5 May 2019)
      • On 8 May, trawler AQUA LOBO was relocated to Shelter Bay Marina, Panama by friends who had flown to Panama from New Zealand. (New Zealand Herald 8 May 2019) Picture below is AQUA LOBO's AIS/GPS track into Shelter Bay Marina from MarineTraffic website.

       

      Conclusion

      Based on the reported facts, the AQUA LOBO crew had not implemented adequate security/safety precautions and developed a well thought out, understood and agreed upon contingency response plan to minimize the risk of theft, burglary and assault as recommended by the Caribbean Safety and Security Net (CSSN). The CSSN advice, "To prevent a boarding incident from possible escalation to violence, the emphasis is placed on scaring off rather than confronting intruders." was not followed with tragic results.  Many other CSSN recommendations were also not adhered to: have a response plan ready to use if boarded; do NOT leave the safety of your secure interior and risk a violent encounter with unknown attackers; do not anchor alone; outboards are a major target: always lock them securely; install an alarm system or use portable alarms/lights to cover key access points, hardened security including impenetrable cabins, etc. These fact based precautions were recently reemphasized by a CSSN news post.

      Primary and backup emergency communication procedures need to be known beforehand and by all crew members.  A Satellite phone was onboard but not programed with a emergency distress contact number and a written down emergency distress contact number list was not available or known. Despite calling friends in New Zealand for assistance using a Satellite phone, it took over 1 1/2 hours after the incident occurred to contact the International Maritime Bureau Piracy reporting Centre (IMB PRC) and initiate a local emergency response. The IMB PRC has a manned 24-hour Anti Piracy HELPLINE telephone number: + 60 3 2031 0014, that if known beforehand could have been immediately utilized to request assistance.

       

      Other Observations

      Facebook Accounts

      • The online news media obtained pictures of the family from the Facebook accounts of the husband and wife which were used in almost all online news articles and syndicated internationally. The family's Facebook accounts were essentially closed down very quickly as the majority of their previous posts were no longer publicly viewable.
      • Recommendation: A review of what is publicly viewable on your Facebook account should be evaluated from the perspective of if an unfortunate event or your demise occurs.

       

      Caribbean Travels

      • The news media accounts of AQUA LOBO's travels indicated they had taken possession of the trawler in Stuart, Florida, United States in December 2016. They had spent two years sailing around the Caribbean and had traveled to the Bahamas and the Dominican Republic. They spent up to 6 months at the island of Bocas del Toro, Panama, then traversed the Guna Yala region, Panama on their way to the port of Cartagena, Colombia for boat repairs. After the repairs were completed they traveled back through the Guna Yala region, Panama bound for the Panama Canal. (New Zealand's Otago Daily Times 8 May 2019) They had forecasted a May departure from Panama bound to French Polynesia as part of the 2019 Pacific Puddle Jump fleet.
      • The CSSN Total 10+ Year database from 2017 to present identifies over 450 "reported" incidents in the Caribbean area they monitor. It is important to recognize that the CSSN database does not include all incidents, only those that were reported to them. It is almost inconceivable that AQUA LOBO was not aware of some of these incidents as a result of their socialization with other cruisers. But awareness does not equate into precautionary actions for many cruisers. Other experienced cruisers they met most likely provided recommendations for destinations to visit and others to avoid.
      • It is common for "experienced" cruisers to issue recommendations for destinations based on their prior travels. Many of these "experienced" cruisers venture blissfully and naively forth without any to very little consideration of safety and security precautions and were "lucky" nothing adverse happened - the odds were with them. The ones the odds were not with are likely a statistical record in CSSN's database. It is advisable when a recommendation is provided to attempt to discover if the recommendation was based on the "experience of nothing bad happened" versus the "experience and wisdom of using prudent precautionary practices".  Ask a few followup questions about how risky the area is or what precautions they used or recommend, it will be readily apparent when vague, non-specific, generalized answers are provided, no answer is provided, or the subject is abruptly changed. Nonetheless, in the final decision on a destination and its risks, the choice and responsibility is solely yours.

       

      Panamanian Government and Guna Yala Congress Animosity & Other Realities 

      • The director of Senafront, Eric Estrada, argued that in some communities (Guna Yala), the county authorities do not allow the presence of Senafront personnel, which makes the work difficult. (Spanish TVN website 3 May 2019) The Senafront "work" was the investigation of the AQUA LOBO tragedy.
      • Stated opinion of Hellen Concepción, of TVN Canal 2, "Apparently, the situation is not very complex, when the local authorities (Guna Yala) do not allow the Panamanian authorities, the police, the border authorities, SENAN and the Public Ministry to enter the island to carry out the corresponding reviews ." (General Congress of Guna Yala 3 May 2019)
      • The Guna Yala Congress spokesperson issued a formal statement contesting these statements as "totally false". (General Congress of Guna Yala 3 May 2019)
      • In the Guna Yala Congress spokesperson response it was also revealed that six Guna Yala communities have requested that SENAFRONT establish a presence in their areas to assist in the fight against illegal activities, especially drug trafficking, but these requests have not been fulfilled.
      • The Guna Yala Comarca (territory) is autonomous and independently ruled, but it is still part of Panama. The implication of this tenuous political relationship is the Guna Yala region is not "policed" to levels in other parts of Panama. It also implies emergency response from a capable authority will likely take additional time and political coordination.
      • The closeness of the Guna Yala territory to Colombia means that transshipment of drugs heading north does occur here, and where there is drug traffic you have weapons and crime. Must Read (dated).  Read - USCG Seizes Cocaine off Guna Yala.   Read Narco Boats San Blas.  Read - darker side behind Kuna Yala.
      • Seven foreigners have died violently in the first four months of 2019 in Panama. The death of Alan Culverwell brings the total to eight, as the first foreign yacht tourist killed in the Guna Yala region. (Midiario.com 3 May 2019)

       

      Within a very short 2-3 days of the AQUA LOBO tragedy, a opinion piece was syndicated on SAILfeed magazine (Now deleted - see original blog) titled, "Murder in paradise: Is cruising dangerous?". Please take the time to read it before continuing to read further here and formulate your own opinion first.

      At the same time of its syndication, it was posted and shared to many Facebook accounts and websites. As it pertained to the AQUA LOBO tragedy, I reviewed many of the shared versions and the readership commentary with scrutiny. The majority of the readership commentary expressed accolades of the articles content and author, condolences and sympathies for the AQUA LOBO family, but very few comments stated any precautionary actions that should be learned from this tragedy to minimize a similar future incident to themselves or others.  The very few comments of this nature on social media sites, expressed very tactfully and respectfully, were rebuffed with such vitriol and derogatory comments, that in a high percentage of the cases it resulted in the deletion of the original comment and subsequent threads, or the entire post by site moderators - a de facto successful censorship campaign by fellow "concerned" and "like-minded" cruisers. The end result was the suppression of discussions that potentially could have educated and propagated rational safety and security precautions to minimize risks for current and future cruisers - an equally tragic loss for the entire sailing community.

      Despite the CSSN motto “Know Before You Go” and sound recommended advice to review their documented incidents with an eye toward “what if this had happened to me? What would/should I have done, either before, during or after the event.”, there are "experienced" cruisers that foster and promote a very different viewpoint to the determent of the sailing community - one of many is shown in picture below.

        When a tragic sailing event occurs and it is investigated by professionals the published report assigns fault where found and recommendations to minimize risks of future occurrences. This same attitude should be fostered by all in the sailing community, but it is not.  There must be a difference between "professional" and "experienced" sailors/cruisers.

        The following deadly tragedies have links to their final reports that are worth reviewing. Some of the findings are very applicable to a cruising yacht; like the wear of a PFD, maintaining a constant watch, use of VHF radios, the importance of weather forecasts, etc. The key of these reports is to learn from what happened to reduce the chance of it happening again, especially to your crew, family, and yourself.

         

        As to the content of the SAILfeed magazine article (Now deleted - see original blog) titled, "Murder in paradise: Is cruising dangerous?"..

        • Its main theme posed in the title: "Is cruising dangerous?" is answered close to the end of the article, "Cruising isn’t dangerous." I found this assertion to be ludicrous. Cruising like anything in life is dangerous. It is the recognition of danger/risks and the development of strategies to minimize those that makes sailing feasible and relatively safe.  If cruising isn't dangerous, then I wasted a lot of money on safety equipment like, EPIRBs, life rafts, PFDs, flares, safety/security precautions, seaworthiness modifications, etc. One of the concluding statements of the 1979 Fastnet race inquiry sums up the risk recognition/mitigation philosophy better than I could ever state: "The sea showed that it can be a deadly enemy and that those who go to sea for pleasure must do so in full knowledge that they may encounter dangers of the highest order. However, provided that the lessons so harshly taught in this race are well learnt we feel that yachts should continue to race over the Fastnet course."
        • Further the article alludes that it is irrational to question the AQUA LOBO tragedy, "An event like this may prompt some to question their cruising plans. That’s an unfortunate outcome. It’s also not a rational one." This makes absolutely no logical sense. If this statement is believable, than all should totally disregard researching and evaluating any past tragic events and just "GO" blissfully ignorant onward.
        • Despite the tragic and deadly outcome, the article puts forth the question "Did Aqua Lobo take unnecessary risks?" and answered it with, "They categorically did not!" As "one size does not fit all" in risk assessment, it is an individual choice as to what level of risk is acceptable.  A more appropriate question would be, Were adequate precautions implemented for likely risks to be encountered?  The answer to this is clearly evident in the outcome of the AQUA LOBO tragedy.
        • The article dismisses the significance of "theft events" in determining location risks with the statement, "There’s occasional petty theft, like anywhere." A theft is a "stealth" taking of property with no interaction or confrontation with the property owner.  Robbery is a direct confrontation, assault, or murder of the property owner to deprive them of their property.  An intended theft can quickly escalate to a robbery with injury and death if a direct confrontation occurs - exactly what happened to the crew on AQUA LOBO.
        • The article stated that "After one event I was taken aside and asked by a nervous parent for help understanding how we keep our family safe as cruisers." The original question was deflected with another question and a ridiculous statistical probability was stated - a specific answer about their safety practices aboard was never divulged.
        • The article did furnish four viable sources to research security concerns for the Caribbean coast of Panama with their assessment being "it is a safe area with no pattern of violent crime against cruising boats. Zero." Strangely, right before this paragraph, they show a picture of the CSSN's Know Before You Go Interactive Infographic Risk Assessment Tool Map that contains a lot of yellow incident flags.
        • Sadly, the article did not but forth even one specific constructive precautionary concept or idea to mitigate or minimize risk to reduce the chances of a similar event occurring in the future to another fellow cruiser - which will undoubtedly happen again.

         

        As the article stated, "We anchored near the place they were attacked.", reviewed their previous posts related to their Guna Yala travels.

        • The sensible concept of "safety in numbers" or "buddy boating" was very apparent during their travels in the Guna Yala region as they traveled with another yacht(s) (Utopia II & Aseka) - whether this was purposely done as a safety measure or not is unknown. As AQUA LOBO was alone when the tragic incident occurred, the "buddy boating" practice could have been put forth in the article as a viable safety and security precautionary practice and if it was utilized, could have dramatically reduced the chances of a theft even being considered by a criminal element. 
        • Further review revealed they met a Guna Yala who spoke reasonable English due to previous time spent in Panama City. The Guna Yala population migration back and forth between larger Panamanian cities is significant and increasing, as Guna Yala individuals seek more educational and lucrative opportunities. Returnees are also a contributing factor to the increase of diseases (HIV), drug use, criminal activity, etc. in the Guna Yala region. As travel advisories indicate Panama City, Colon, and Chiriqui province have the highest crime rates it would be naive to assume that the same criminal traits are not present in the Guna Yala region due in part to the migration of the population.
        • It was revealed they provided transport of a Guna Yala family and their possessions (coconuts, plantains, and more), to include a "shotgun", despite their staunch anti-gun philosophy. As local knowledge is prized, it was disappointing to not have inquired as to the rationale of the shotgun's importance and intended use. It was also coincidental and ironic as a "shotgun" was reported as used in the AQUA LOBO tragic incident. As the transport provided was a innocent and charitable act, it could have equally been misconstrued as in violation of the Guna Yala Congress regulations that prohibit the charter of a foreign yacht (article 36.c) and carriage of firearms (article 36.d) and under unscrupulous circumstances, used as a means of entrapment.
        • They identified and recognized a disparity when they stated, they learned about the "divide" between Guna who can afford outboards for their canoes range further from the settlement islands to peddle molas. The primary item stolen from AQUA LOBO, as reported in the news media and documented on the CSSN incident report, was a unsecured outboard motor. The statement in the article, "There’s chatter in cruising circles about growing discord between the “have” and “have nots” of the world; not sure I buy into that here." contradicts their direct earlier observations.

         

        Final Thoughts

        As mentioned previously, professional investigations assign fault where found and provide preventative recommendations; so who is at "fault" or shares responsibility for this tragic incident?

        • Ultimate fault lies 100% with the three Guna Yala indigenous criminals that perpetrated this criminal act.

         

        The decision to anchor alone in a secluded anchorage; the decision to not secure outside equipment; the decision to not install access point intrusion alarms/lights; the decision for the wife and daughter to not immediately seek safe shelter; the decision of the husband to not avoided a direct confrontation with the intruders; the decision to not have emergency contact protocols; the decision to not have a comprehensive response plan; these decisions are all the responsibility and choices of AQUA LOBO.

        One could easily assign fault to AQUA LOBO based on their decisions - I can not. Why? "Experience", the experience of something bad happening.

        The aftermath of the HOV marina terrorist kidnapping resulted in a meeting with all the foreign cruisers, HOV marina owners, police, Army, Coast Guard representatives, etc. to discuss what happened and what was to be improved upon. The POINT - no one expected this to happen, so no precautions were ever put in place beforehand. Now that something tragic had happened, recommendations on changes were in abundance.  This was a group of very long-time, experienced, knowledgeable cruisers and smart professional officials and ALL were caught unprepared.

        I naively apply this same rationale to AQUA LOBO, they didn't expect this to happen, so no precautions were ever put in place beforehand. It is possible they were unaware of the CSSN website and recommendations; as there are many cruisers I have met that never heard of them. It is possible all the other cruisers they met in their travels never mentioned CSSN or the importance of safety and security precautions. It is possible most of the other cruisers they met, acquaintances, and friends recommended destinations but never mentioned or emphasized the importance of any safety and security precautions. Both the SailFeed and Latitude 38 magazine articles on this incident advocate “to not change your plans” to visit the Guna Yala region and both mention nothing about using prudent safety and security precautions despite the recent tragedy.

        So with this in mind, I assign fault to the sailing community as a whole; yes, that also means you and me, for not adequately communicating the importance of preparation for incidents like this. All of us are doing a disservice to fellow cruisers by not stressing the importance of safety and security precautions. Each time we rationalize the chance of a criminal event occurring is so remote, we inadvertently propagate a false sense of security and inaction.  The chance of sinking your boat at sea is significantly less than the chance of a criminal event occurring aboard, yet the importance of having an EPRIB, liferaft, and signal flares aboard is taken more seriously than prudent safety and security precautions. Why?

        What can the sailing community and all of us do? Spread the word, stress the importance of prudent safety and security precautions.

        • First, make sure you, your crew, your family, and your boat are prepared.
        • Add your experience and recommendations to the CSSN website.
        • Write about and share your safety and security precautions and your response plan on your social media.
        • Check if the marina you are at has a emergency contact list posted for all cruisers, if not, make one and post it.
        • At the next cruiser gathering, pot luck, barbecue, etc. inquire about the safety and security subject and experience others have had.
        • Ask others if they have or even know what a Response Plan is.
        • When a criminal event occurs, advise the unfortunate to file an incident report with CSSN and/or IMB PRC.

         

        Be Prepared For The Worst, But Expect The Best.  And above all, “Know Before You Go”.

         

        USCG 5-Year Certificate of Documentation

        USCG 5-Year Certificate of Documentation

        Apr 27, 2019

        It is finally a reality, a small change for the better, and we renewed and got ours - the United States Coast Guard (USCG) Certificate of Documentation (COD) valid for 5-years.

         

        Delivery Time and Cost

        • 26 days - Time from COD Renewal request to US delivery.
        • 41 days - Time from COD Renewal request to delivery in Philippines
        • $200.05 - Total cost. COD Renewal Fee of $130.00. United States Postal Service (USPS) Express Mail International Fee of $67.85. Philippines Presentation to Customs Charge of 112 pesos (US $2.20).

         

        Timeline of USCG COD Renewal and Delivery

        • 13 March 2019 - COD Renewal Request Submitted to NVDC by Email.
        • 27 March 2019 - COD Renewal Fee of $130.00 Posted to Credit Card
        • 3 April 2019 - Official Issue Date As Printed On COD
        • 5 April 2019 - COD Renewal Indicates Finished on NVDC website
        • 9 April 2019 - COD Renewal Received at Mail Forwarder, St. Brendan's Isle, Florida
        • 10 April 2019 - Sent To Philippines By USPS Express Mail International
        • 14 April 2019 - Arrives in Manila, Philippines
        • 24 April 2019 - Physical Receipt of COD Renewal in Naga City, Cebu, Philippines

         

        What is a USCG COD? In its most simplest form, a USCG COD serves as both a registration document and functions as a title of ownership of a vessel.  Per the National Vessel Documentation Center (NVDC) website FAQs: "Vessel documentation is a national form of registration. It is one of the oldest functions of Government, dating back to the 11th Act of the First Congress. Documentation provides conclusive evidence of nationality for international purposes, provides for unhindered commerce between the states, and admits vessels to certain restricted trades, such as coastwise trade and the fisheries."

        Is a USCG COD mandatory? No. As a recreational vessel there are multiple registration options available to freely choose from - state registration, USCG registration, or foreign country international registration. Each form of registration has its advantages and disadvantages, so one needs to compare and make a choice. We choose USCG registration, but seriously considered foreign international registration to avoid the US based bureaucracy and regulatory annoyances.  Barring the hassles of initial USCG registration that we experienced, having to renew it annually each year is another big inconvenience - especially if your located outside of the US.

        USCG COD Legalities. With USCG COD registration comes the requirement to be in-compliance with "ALL" the legally, enforceable by law, US regulations. Owning a recreational vessel is not that much different than other forms of transportation, as each form of transportation has its own plethora of legal requirements; and ignorance of the law is not an excuse for noncompliance.

        In regards to the USCG COD, a notable legal requirement listed in the Electronic Code of Federal Regulations (e-CFR) is section 46 CFR 67.313 - "Requirement to have Certificate of Documentation on board. (a) The person in command of a documented vessel must have on board that vessel the original Certificate of Documentation currently in effect for that vessel."  This legal requirement means if you do not have a VALID and ORIGINAL COD on board your vessel, you are prohibited by law from operating your vessel. So prior to the passage of the Coast Guard Authorization Act of 2018 (Section 512), signed into law Tuesday, Dec. 4, 2018 which authorized the 5-year validity of the COD, a documented vessel owner had to renew the COD annually every year. What makes this inconvenient, especially for a vessel outside of the US, is the amount of time for the NVDC to issue it, postal delivery time to a US address, and then the amount of time and cost for the delivery to a foreign country.

         

        Our 2019 USCG COD Renewal Process.

         

        We first went to the National Vessel Documentation Center (NVDC) website and downloaded and reviewed the new submission requirements contained in a PDF file titled, Certificate Of Documentation Application For Renewal (NVDCINST 16713).  The instructions were pretty clear - the online Pay.gov website was to be used ONLY for a 1-year COD renewal; the 5-year COD renewal required the submission of approved USCG forms available on their website.

        We downloaded the following PDF files from the NVDC Instructions and Forms webpage.

         

        We easily filled out the CG-1280 Renewal of Certificate of Documentation form in a few minutes - it has detailed instructions printed right on the form.

        When we filled out the CG-7042 Credit Card Form, we followed the requirements identified in the PDF file titled, Certificate Of Documentation Application For Renewal (NVDCINST 16713).  On the CG-7042 form, in section L. INDICATE SERVICE REQUIRED, we checked the block "Application for Renewal $26.00". We also checked the block "Other" and filled in the entry fields as follows: Other __2-5 YEAR RENEW__ Amount $ 104.00_.  This results in block I. AMOUNT OF CHARGE being filled in as $130.00. The rest of the form CG-7042 was filled out as required.

        Both filled out forms, CG-1280 and CG-7042, were scanned and made into an single PDF file. This PDF file was attached to an email and sent to the NVDC at email address NVDC.PDF.FILING@uscg.mil per the instructions in PDF file, Filing of Instruments via .pdf/Fax/Mail.

        The COD renewal was submitted by email on Wednesday, 13 March 2019 2:57 PM local Philippine time.

        Selection of the NVDC Case Processing Report, available on the bottom of the home page of the NVDC website revealed about a 3-4 week back log existed on renewal submissions before ours might be acted upon - we checked the updates to this report weekly.  The next day we also verified NVDC receipt of our submission by selecting from their main webpage the Paperwork Status Inquiry, then Work Packet Search, which displays the NVDC Work Packet Search Page. On this webpage, we entered our Official Number: 600692 and selected the Search option which displayed confirmation our renewal submission was received on 13 March 2019 as indicated in picture below.

        The next progress indication we had on our COD renewal was the posting of the $130.00 fee on our credit card which occurred on 27 March 2019.  On 5 April 2019, we checked the NVDC Work Packet Search Page and the status had changed and stated, "No Pending Work Items", which we assumed meant our COD renewal was completed and was in the mail headed to our US address.

        On 9 April 2019, the letter from NVDC containing our new USCG COD was received at our mail forwarder, St. Brendan's Isle, Florida. The picture of the NVDC letter below is a copy of how it is displayed in our St. Brendan's Isle online, web-based mailbox.

        The same day, 9 April 2019, by website access, we requested that the letter from NVDC containing our new USCG COD and a few other mail items be sent to our location in Naga City, Cebu, Philippines. The folks at St. Brendan's Isle are always very responsive and had it mailed out the very next day by United States Postal Service (USPS) Express Mail International at a cost of $67.85. They also notified us by email that it was sent and provided the tracking number to monitor its progress.

        Monitored the progress of tracking number EP850401652US daily on the USPS Tracking website. The USPS tracking status indicated it arrived in Manila, Philippines on 14 April 2019. Once in the Philippines, the USPS statues are not reflective of reality and tracking it on the Philippine PHLPOST website is also needed. Twice on the PHLPOST status it indicates "Unsuccessful delivery" or  "Attempted Delivery" on the USPS tracking status - this is an outright fabrication (LIE) by the Philippine Postal system to manipulate delivery statuses to make it appear they are compliant with the sending host countries postal agreements and standards.  It took the US postal system 4 days to deliver the Express parcel to Manila, Philippines, over 9,000 miles.  It took the Philippine postal system 10 days to deliver the Express parcel from Manila, Philippines to Naga City, Cebu, just over 550 miles - their stated standard for Express mail delivery to our location is within 1-2 working days.  Delivery in the Philippines does not mean delivery to your place of residence, it means you have to go in person and pick it up at a local Philippine post office - we have never had a delivery to our residence in the Philippines by PHLPOST.  The following two tables document the tracking status of tracking number EP850401652US in both the PHLPOST and USPS systems.

         

        Philippine PHLPOST Tracking Website Status
        #Days Date Time Status
        14 2019-04-24 11:30:00 Delivered
        13 2019-04-23 15:26:06 Enroute to next office , PHILIPPINES
        13 2019-04-23 15:09:21 Receive item at delivery office , PHILIPPINES
        12 2019-04-22 20:50:59 Unsuccessful delivery (REASON: Insufficient / incomplete / incorrect documentation
        12 2019-04-22 17:45:37 Enroute to delivery office , PHILIPPINES
        7 2019-04-17 14:38:35 Enroute to next office , PHILIPPINES
        7 2019-04-17 08:06:32 Receive item at delivery office , PHILIPPINES
        6 2019-04-16 20:33:18 Unsuccessful delivery (REASON: Insufficient / incomplete / incorrect documentation
        6 2019-04-16 16:33:38 Enroute to delivery office , PHILIPPINES
        6 2019-04-16 08:14:23 Receive at country of destination , PHILIPPINES
        2 2019-04-12 14:35:00 Dispatch to country of destination, United States of America (the)
        1 2019-04-11 17:23:00 Dispatch item to destination country, United States of America (the)
        1 2019-04-11 17:23:00 Receive item at origin country gateway, United States of America (the)
        0 2019-04-10 14:29:00 Posting of item, United States of America (the)

         

        United States Postal Service (USPS) Tracking Website Status
        #Days Date Time Status
        14 2019-04-24 11:30:00 Delivered
        13 2019-04-23 15:09:00 Arrival at Post Office, Your item has arrived at the delivering post office in PHILIPPINES at 3:09 pm on April 23, 2019.,PHILIPPINES
        12 2019-04-22 20:50:00 Attempted Delivery Abroad, PHILIPPINES
        12 2019-04-22 17:45:00 Processed through Facility, MNL CTRL MAIL EXCHANGE CTR EXPRESS,PHILIPPINES
        6 2019-04-16 20:33:00 Attempted Delivery Abroad, PHILIPPINES
        6 2019-04-16 17:06:00 Out for Delivery, PHILIPPINES
        6 2019-04-16 17:06:00 Arrival at Post Office, PHILIPPINES
        6 2019-04-16 16:33:00 Processed through Facility, MNL CTRL MAIL EXCHANGE CTR EXPRESS,PHILIPPINES
        6 2019-04-16 08:14:00 Processed Through Facility, PHILIPPINES
        4 2019-04-14 20:23:00 Departed, MANILA,PHILIPPINES
        4 2019-04-14 15:51:00 Departed, TOKYO,JAPAN
        3 2019-04-13 11:20:00 Departed, ATLANTA,UNITED STATES
        2 2019-04-12 14:48:00 Departed, MIAMI,UNITED STATES
        2 2019-04-12 11:20:00 Arrived, MIAMI,UNITED STATES
        1 2019-04-11 17:23:00 Processed Through Regional Facility, MIAMI FL INTERNATIONAL DISTRIBUTION CENTER
        1 2019-04-11 17:23:00 Arrived at Regional Facility, MIAMI FL INTERNATIONAL DISTRIBUTION CENTER
        1 2019-04-11 12:45:00 Arrived at USPS Regional Facility, MIAMI FL INTERNATIONAL DISTRIBUTION CENTER
        1 2019-04-11 08:33:00 Arrived at USPS Regional Facility, MIAMI FL DISTRIBUTION CENTER
        0 2019-04-10 16:01:00 USPS in possession of item, JACKSONVILLE,FL,32203
        0 2019-04-10 16:01:00 Arrived at USPS Regional Facility, JACKSONVILLE FL DISTRIBUTION CENTER
        0 2019-04-10 14:29:00 Shipment Received, Package Acceptance Pending, GREEN COVE SPRINGS,FL,32043
        0 2019-04-10 11:08:00 Shipping Label Created, USPS Awaiting Item, GREEN COVE SPRINGS,FL,32043

         

        On 23 April 2019, we went and talked to a lady that works at the Naga City post office and inquired about the status of our Express mail parcel. She stated they had not received it yet and she would text the wife's cell phone when it arrives - the wife and her are friends. The next day,  24 April 2019, we received a cell phone text message from her stating it had arrived.  We walked to the Naga City post office, paid the Presentation to Customs Charge of 112 pesos (US $2.20), and took possession of our Express mail envelope.

        We stopped at a copy shop after the post office and had twenty color copies, both sides, of the new USCG COD made at a cost of 80 pesos (US $1.57)

        We placed the original and the twenty copies of the USCG COD in our Master Ship Log book. Lastly, we updated our Due Date tracking list for the USCG COD entry to its next expiration date of 31 March 2024.

         

        Update: When reviewing the reverse side of our new 5-year USCG COD, noticed something a little strange in the "fine print.  It states, " This certificate is valid for one year." While the USCG COD is a legal document and I'm no lawyer, wonder which statement takes legal precedent, the front side which has dates indicating valid for 5 years or the reverse side which states it valid for one year? As a result of this discrepancy sent an email inquiry to the USCG NVDC - response below.

         

        Update: Received by email the following response:

        From: Campbell, Laura C CIV [mailto:Laura.C.Campbell@uscg.mil]
        Sent: Wednesday, July 31, 2019 11:33 PM
        To: jodieabbott@sailingindra.com
        Subject: DOVE, on 600692
        Importance: High

         

        Dear Mr. Abbott,

        As a vessel owner, you are aware, the expiration date for the COD is on the front left corner and for the DOVE, ON 600692, expires March 31, 2024.  All law enforcement personnel are educated and trained on our documents and should there be a question, the NVDC will be engaged to make a determination of validity.  If you explore our website, you will see under Latest News that we have information regarding the multi-year renewal. https://www.dco.uscg.mil/Our-Organization/Deputy-for-Operations-Policy-and-Capabilities-DCO-D/National-Vessel-Documentation-Center/

        The Coast Guard Authorization Act of 2018, signed into law Tuesday, Dec. 4, 2018 includes a provision which allows recreational Certificate of Documentation (COD) holders the ability to select a multi-year document (1-5 years) during an implementation period designated as January 1, 2019-December 31, 2021, after which a five-year document (recreational vessels only) will become automatic.  Establishing a change of this proportion is a complex request that cannot be performed instantaneously.  It requires multiple changes in all areas of work to including the computer system, forms, regulations, and other requirements.  Most of these changes have not been made because of lack of funding, working with other Agencies or complications to the computer programming required.  We also have approximately a 3 year supply of forms and we have made the decision to continue to use in order to use taxpayer money wisely, and the one year requirement still applies to all commercial vessels.  Most of the changes required to execute this are still outstanding and are being addressed during the implementation period outlined above.

        This is a recreational vessel, carrying no passengers, engaging in no trade.  You should experience no complications on this minor annoyance as long as you follow the laws in your area.  The Coast Guard and local law enforcement agencies, including state, are well versed in our laws and regulations (46 CFR 67) and knowing what to look for on the COD.  As I said before, the NVDC is the authority should any questions of the validity of the COD arise.

        Please be assured your COD is valid until March 31, 2024, as long as there are no changes regarding the vessel, name tonnage, dimensions, propulsion, ownership, hailing port, restrictions, entitlements, remarks and endorsements.  Address changes must be reported to the NVDC immediately.  Although you will not be required to certify to that fact on an annual basis for renewal, you are still bound to that requirement to insure your COD remains valid.  The informational paragraphs on the back of the COD are not a barrier to the validity nor contain information regarding the specifics of the vessel.

         

        Laura C. Campbell

        Chief, Data Management & Administration Division

        National Vessel Documentation Center

        U.S. Coast Guard

        Department of Homeland Security

        Phone: 304-271-2400

        Fax: 304-271-2405

        Our guidance/advice is predicated only upon the information as submitted.  If that information proves imprecise or incorrect or changes materially, our guidance/advice may change.  We provide definitive guidance relative to vessel documentation only upon the presentation of materials in accordance with the regulations found in 46 CFR Subpart 67.

         

        Annual Status – March 2019

        Annual Status – March 2019

        Apr 1, 2019

        We purchased Indra four years ago on 22 March 2015 at Holiday Oceanview Marina (HOV), Samal Island, Davao del Norte, Mindanao, Philippines.  We had her hauled out and put on the hard on 4 September 2015 and she is still on the hard to this day.

        Dates of visit.  The chart below reflects we have made nine trips to HOV Marina, Samal Island from Naga City, Cebu so far. Most trips take two full days of travel by truck using three Roll-On Roll-Off ferries to get there and another two full days of travel to arrive back in Cebu. This means with nine visits that about 36 days of travel occurred.  The chart reflects that in four years of ownership we have been onsite 280 days with 254 actual work days. In most cases a non-work day is due to us all going to Davao City for shopping purposes - it really takes (wastes) all day.  We also usually work 7 days a week, early morning to early evening (12-16 hours a day), and we take ample breaks due to the excessive heat and humidity.

         

        Visit# Arrive Depart Onsite Days Work Days
        1 5-Feb-15 7-Feb-15 2 0
        2 21-Sep-15 25-Sep-15 4 0
        3 1-Apr-16 26-Apr-16 25 22
        4 31-Oct-16 8-Nov-16 8 6
        5 6-Feb-17 14-Feb-17 8 6
        6 1-Apr-17 30-Apr-17 29 26
        7 15-Oct-17 28-Nov-17 43 40
        8 11-Mar-18 28-Apr-18 47 44
        9 20-Aug-18 14-Dec-18 114 110
          TOTAL -> 280 254

        Notes:

        • Visit 1 was to look Indra over for purchase consideration - this trip was by airplane.
        • Visit 2 was cut short due to the terrorist kidnapping of 4 persons from HOV Marina the evening of our first day of arrival on 21 September - wife and daughter did not want to stay.

         

        Expenditures to Date - Total - $139,271.28.

        Expenditure Categories.

        • Boat - Indra purchase cost - $45,000.00.
        • USCG - $1,194.73. This includes the cost of paperwork and fees to delete Indra from the Australian Maritime Safety Authority (AMSA) registrar,  initially register Indra with the United States Coast Guard (USCG), Federal Communications Commission (FCC) radio licenses, and annual USCG COD renewals.
        • Haul Out - $341.00. This fee also covers the effort to return Indra to the water when she's ready.
        • Rent - $12,837.43.  This covers the HOV berthage and hardstand fess for the time-frame from March 2015 through April 2019.
        • Electric - $231.36.  Electric fee of 100 pesos (~US $2.00) per day of use.
        • PI Labor - $455.50. Local labor is charge at 500 pesos (~US $10.00) per 8 hour day.
        • PI Materials - $235.74. This covers material purchased through HOV Marina staff.
        • US Materials - $68,964.85. This covers items ordered from a US retailer.
        • Total Shipping Costs - $10,010.67.  Each item ordered from a US retailer was shipped to our balikbayan box consolidator in Los Angeles, California with a local stateside Shipping cost total of US $3,933.27.  We incurred a cost of US $872.79 in Taxes due to items ordered and delivered in the state of California - internet commerce is no longer all tax free. So far we have shipped a total of 71 Balikbayan Boxes (B-Box) at a cost of US $5,204.61 and they depart the US as ocean freight.  Earliest arrival for a B-Box was 47 days; longest arrival for a B-Box was 102 days; with the average delivery time taking 62 days for a B-Box.
        • Each cost figure here is derived from electronic receipts, entered into and tracked on an Excel worksheet. There are additional cost items that are not contained in these figures, mostly items purchased at local Filipino stores - a rough cost estimate of these items is around $1,500 to $2,000.

         

        Status of Indra. When we decided to purchase Indra our onsite review in February 2015 revealed significant discrepancies - we knew Indra was in the "project" boat category. So far we have accomplished a complete bottom job, replaced all thru hulls and hoses, replaced all standing rigging, replaced all running rigging, replaced the engine and house bank batteries, almost completely rewired the entire electrical systems, replaced the electronics, replaced the LPG system, partial overhauled of the engine, replaced the plumbing system, painted the bilge and hidden from sight interior areas, started the varnish tasks, sewed multiple projects, serviced the winches and windlass, and the list goes on and on. These repair issues we attempt to document in both our monthly log posts and on the To Do List - we're a little behind on the updates to the website.

        What are the major areas of work left to do?  Fix the anchor chain free fall retrieval problem, reseal 10 of 12 portlights and replace all their rubber gaskets, finish the mast wiring, redo the woodwork in the head and aft starboard side quarter berth, install the wind generator and hot water heater, more paint and varnish, repair or replace the dinghy, and miscellaneous small jobs.

        We have in our possession the latest shipment of balikbayan boxes with more boat parts, arrived in April - just waiting on one more parcel shipment that is overdue delivery as usual. Our goal on the next trip is to complete the major items and enough of the minor ones to splash Indra before we return to Naga City, Cebu via the truck.  We would then return by airplane and depart on Indra with goal of bringing her to the Cebu area.  Only the passage of time will reveal the outcome, but we remain optimistic!

         

        Naga City, Cebu. What occupies our time when we are not at Holiday Oceanview Marina (HOV) working on Indra? We maintain and rent a 400 meter fenced lot with a duplex house on it - we rent both sides of the duplex house.  Here we grow fruit trees, vegetables, and flowers - Marilyn has a green thumb!  We also raise a lot of chickens, turkeys, quail, ducks, and pigs - we also have a few cats.  Each visit to Indra also entails hiring a house sitter to take care of things here.

        We have about 2.5 acres (1 hectare) in southern Cebu on the ocean front that we completely fenced and planted a lot of fruit tree varieties on that we have to also visit.

        Mary Ann attends local private school here when she opts not to home school - she accompanies us on some on the visits to Indra, but not all of them due to school being in session.

        A detail review of the issues and pictures we take on Indra are analyzed here.  We prioritize the issues, develop a solution, research and order materials, and have them shipped to our location here - having a high speed DSL internet line makes this effort much easier than trying to attempt this at HOV Marina where internet speed and reliability is lacking.  After items are order we go through our pictures and notes and convert them to website content - this is done on our laptop computer that hosts our local website. Uploads to our online website are time consuming due to the amount of data and complexity of trying to make it a mirror site of our laptop content - we will figure it out eventually, or not.

        Ironically we are retired but seem to be busier than ever - at least we are doing things of our own choosing! Life is too short to do otherwise!

         

        Lesson – Ship Run Aground and Total Loss

        Lesson – Ship Run Aground and Total Loss

        Mar 14, 2019

        My curiosity was raised when I read a news article shared via Facebook that reported a ship ran aground off the coast of Columbia and was a total loss.  What was the “cause” of this incident and what lesson might be learned?  (News article at: https://www.cbc.ca/news/canada/london/how-one-man-s-travelling-dream-sank-with-his-boat-1.5048527 )

        As the news article was very vague, I searched the internet and found more information.  There were more news articles – just as vague, a GoFundMe page, a YouTube channel Siam Sailing, Facebook accounts, brief references on Noonsite. MarineTraffic, NOAA, etc.  Each had a little more information to be gleamed.  Most had comment sections that expressed sympathies and condolences, but a very few individuals stated “something” didn’t make sense and questioned events - they were instantly flamed and accosted by others – don’t be judgmental or question the why-for!  Its’s a tragic accident that can happen to anyone! He had years of experience and knows better than you ever will – end of story – pipe down, shut-up, and don’t express your derogatory opinions here! Monday Morning Quarterbacks, sitting in their comfortable chair with spare time to expound online... am certain that the survivors of things like this really would rather not see their pontifications.

        Wow! Is the sailing community really this “narrow” and “closed minded”?  When an aviation incident occurs the "root" cause is sought out vigorously and safety measures updated as applicable to minimize the chance of another such event - yet this prudent concept is shunned by so many in the sailing community - why?

        If one cannot seek out the circumstances, the truths or facts; draw assumptions when information is lacking or withheld, how is it possible to learn from the tragic incident that occurred?  Each can research the incident and determine “something” to be learned or be blinded by their own biases, inhibitions, and ignorance.  What follows is what I could fathom from this “incident” and lessons I take from it – your mileage may vary!

        First, the individual would be considered extremely experienced by any measure as he had built his own boat in two years and then travelled around the world on it. News articles differed in years aboard stating 19 years, while the personal account claimed 35 years.  His boat was made of steel and about 13.5 meters (~44 feet) in length, launched in 1986.  He had extensive time sailing solo aboard.

         

        So what are the facts that can be gleamed?

         

        From the news articles and Facebook account:

        1. Sailed with his girlfriend up the coast of Colombia in route to Panama.
        2. The wind was much more than forecast and the waves much higher; hit by a fierce gale; weather turned ugly near Cartagena.
        3. Happened on February 19, 2019 at 03:00 in the morning.
        4. Occurred on the coast of Columbia about 50 miles east of Cartagena; just outside of Puerto Velero and less than a mile (about ten minutes before we got to the entrance) from the entrance to a sheltered bay.
        5. Hit by a large wave from the side and steering was lost. By the time he got the emergency tiller on, more large waves had pushed the boat to the shore and the boat hit hard on the sandy bottom - broke the connection between the hull and the keel and water poured in.

         

        From Marine Traffic website:

        The last GPS position for Sailing Vessel Libelle, MMSI: 316028426; is Lat/Lon: 10.94344° / -75.05393° received at 2019-02-19 11:25 UTC – which is 6:25 AM local time Columbia.

        From Goggle Maps with a satellite view, yacht Libelle is shown approximately where the red arrow points. As this peninsula is known for "shifting sand" the distance of 466 feet shown from land is approximate as this satellite picture is dated.

        From Garmin's ActiveCaptain website which uses Navionics maps, yacht Libelle is shown approximately where the red star is.  In the red box a CAUTION states, "Due to the constant change of the shoreline, depths may be less than charted." A red arrow points at the first navigational marker into the harbor with subsequent buoys to aide in safe passage.

        From Garmin's ActiveCaptain website, Navionics map with sonar depths indicated is shown. Yacht Libelle is shown approximately where the red star is. A red arrow points at the first navigational marker into the harbor with subsequent buoys to aide in safe passage.  The sonar map also shows variations in the seafloor that can contribute to the formation of dangerous and large ocean waves extending outwards from the shoreline – clearly an area to maintain safe distance from.

        From Marina Puerto Velero website an approach with waypoints is provided to aide in safe passage.

        From the archives of the National Oceanic and Atmospheric Administration (NOAA) website a copy of the Offshore Waters Forecast for the area labeled zone AMZ031 indicated weather conditions and a GALE WARNING was issued.  Excerpts of file below:

         

        AMZ001-182030-
        Synopsis for Caribbean Sea and Tropical N Atlantic from 07N to
        19N between 55W and 64W
        329 AM EST Mon Feb 18 2019

        .SYNOPSIS...Strong to near gale force winds are expected over
        the S central Caribbean through late Fri, reaching minimal gale
        force along the coast of Colombia at night each night through mid
        week. Strong winds will expand northward to Hispaniola adjacent
        waters through late today and westward past Jamaica by Tue night
        as strong high pressure builds N of the area. Fresh to strong E to
        SE winds are also expected across the Caribbean waters W of 85W,
        including the Gulf of Honduras, through Fri. NE to E swell will
        build over Atlantic waters E of the Windward and Leeward Islands
        by mid week continuing through the weekend.

        AMZ031-182030-
        Caribbean from 11N to 15N between 72W and 80W including Colombia
        Basin-
        329 AM EST Mon Feb 18 2019

        ...GALE WARNING...
        ...GALE CONDITIONS POSSIBLE...

        .TODAY...NE to E winds 20 to 25 kt. Seas 7 to 11 ft in E swell.
        .TONIGHT...NE to E winds 25 to 35 kt within 90 nm of coast of
        Colombia, and NE to E 20 to 30 kt elsewhere. Seas 8 to 12 ft in E
        swell.
        .TUE...NE to E winds 20 to 30 kt within 90 nm of coast of
        Colombia, and NE to E 20 to 25 kt elsewhere. Seas 9 to 13 ft in E
        swell.
        .TUE NIGHT...NE to E winds 25 to 35 kt within 90 nm of coast of
        Colombia, and NE to E 20 to 30 kt elsewhere. Seas 8 to 12 ft.
        .WED...E winds 20 to 30 kt. Seas 7 to 11 ft in NE to E swell.
        .WED NIGHT...NE to E winds 25 to 35 kt within 90 nm of coast of
        Colombia, and NE to E 20 to 30 kt elsewhere. Seas 7 to 10 ft.
        .THU...E winds 20 to 25 kt. Seas 7 to 11 ft.
        .THU NIGHT...E winds 20 to 30 kt. Seas 7 to 11 ft in NE to E
        swell.
        .FRI...E winds 20 to 30 kt. Seas 8 to 12 ft in NE to E swell.
        .FRI NIGHT...NE to E winds 20 to 30 kt. Seas 8 to 12 ft in NE to
        E swell.

         

        The reported failure of steering loss after being hit by a large wave also might yield educational insight.  The information from all sources do not reveal the cause of the failure so "speculation" as to what most likely failed is the only option.  This boat uses wheel steering mounted to a pedestal, so it most likely uses gear with chain and wire rope linkages to control the rudder.  Are there documented cases of these systems failing - YES! In fact, this type of failure is extremely common, but easily prevented through routine inspections, maintenance, and replacements. An article on this by Don Casey summarized the most likely cause of this loss of steering failure, “….. a chain-and-wire system will not tolerate indifferent maintenance, and if it’s not properly maintained, it will fail suddenly and completely. The only thing you won’t know is when that will happen.”  We have seen this type of failure get the best of many so-called experienced sailors and cruisers, read this, and sadly it continues to happen time and time again.

         

        After the steering failure, an attempt to install a emergency tiller failed as the vessel had hit ground in a relatively short time span. The description of these events leads one to believe they were not aware of their proximity to land - it was 03:00 in the morning, dark, and disorientated.  A few comments on postings questioned why the anchor was not dropped to save the vessel - they received only hostile comments back - so disappointing as their suggestion was not evaluated on its merit.

         

        The visual and written facts above should be enough to formulate a reasonable opinion of the incident and learn something from it - this is what we summarized and take away from it:

        1. Proverbial rule in sailing - never approach land or a harbor at night or in degraded visual conditions. The incident occurred at 3:00 in the morning.
        2. Limit your exposure to adverse weather through adequate research of weather forecasts. The passage and incident occurred in a an area under a Gale Warning.
        3. Adequately plan your route to avoid potential hazards.  Both the Navionics and Marina Puerto Velero maps indicate points (buoy or waypoints) offshore, away from the known hazardous peninsula, to start a safe entry into the harbor. The location of the vessel's grounding indicates that adequate offshore clearance was not maintained.
        4. Insure your inspection and preventative maintenance plan addresses your steering system and components.
        5. If you have an emergency tiller, practice installing it regularly. Also practice installation in the dark.
        6. If approaching land, ensure your anchor and tackle is prepared for instant deployment if needed; likewise for your back-up anchor.

         

        The prevalent trend in comments to this incident professed an admiration for the adventures around the world and vast experience. Any differing opinion was instantly squashed and attacked. To that end, sometimes experience is actually part of the problem, sometimes experience is a rotten teacher.  Experienced sailors do not understand the risks better just because they have been exposed to them more — they have just managed to dance around them where novices may not have. Or, as Laurence Gonzales puts it, “The word ‘experienced’ often refers to someone who’s gotten away with doing the wrong thing more frequently than you have.” That’s it. It is exactly that experience — the experience of nothing bad happening — that allows the experienced to nonchalantly decide which rules to follow and which ones don’t apply to them or shouldn’t.

         

        As most of the comments to this incident reflect sympathy and remorse for their loss - it goes without asking, same from us.  We wish them well in whatever path they steer their future towards.  We also wish to thank them for their candid disclosures - as at least for us, we learned something positive from this unfortunate event.

         

        Déjà Vu – That feeling of familiarity

        Déjà Vu – That feeling of familiarity

        Jan 25, 2019

        Ever have that feeling of déjà vu, that feeling of familiarity that you have seen something before?

         

        Back in 11 August 2018, we replied to a Facebook post on Sailing Totem about plastic consumption and the question we answered to was: “What does it take to just say "no"?”.  We discussed how we had a plastic boat and use an extremely large amount of plastic material to maintain it and could not just say “no” to plastic. In response, they must of checked our FB profile and/or website as one of their comments back was our boat has a "shiny paint job".  The picture below was included with our "jovial" next response.

        The picture outlines what we used for Indra's bottom job:  All paint removed. West System 105 Epoxy Resin with 206 Hardener base coat applied.  Barrier coat of 5 layers using Interlux InterProtect HS.  CopperCoat with five layers applied.

        The comment reads as follows:

        Kudos to reuse and recycle, we are in the same boat, as ours too was old, yet new to us! Regrettably our naive choice of a plastic boat ensured a future inordinate consumption of that despicable material, far beyond our land loving inured brethren.

        Aye, truth be told, guilty as charged, the paint be new and shiny, but at what cost to us and our beloved mother earth? For our penance, seeking not to transgress as often, we opted to try CopperCoat as we succumbed to the propaganda of 10-15-plus years before beaching our hull again – time will bear the truth if the nemesis of the sea favors our intrusion.

        About 1 1/2 years passed to purge the scurvy (osmosis) as we served our time in purgatory of 90+ heat/humidity. Attached is affirmation of our grievous transgressions. In our wake, we hold no illusions, that the residue left behind will cause no harm.

         

        When questioned about the legality of copper in bottom paint, we advised others to go check the CopperCoat website to see the EPA compliance as it is actually less harmful than standard ablatives and lasts much, much longer; but costs a bit more.  One poster commented, "SV Indra nailed it" and Totem's response back was, "Not really."  Under the impression that Totem and a few others did not favor our bottom job solution, we opted to not post further as it would be futile to press the issue if they couldn't grasp the "common sense" environmental and longevity benefits of  what we used.

         

        Months later on our Facebook news feed, we had another shared post about Sailing Totem appear and we checked their FB page again.

         

        Déjà vu! They had completed a bottom job on their boat in November 2018 and used essentially the same materials and process as we did - West System 105 Epoxy Resin, Interlux InterProtect barrier coat, and CopperCoat. With the numerous brands (and cheaper costs) of epoxy resins and barrier coats available, what would be the odds of them selecting the exact same brands as we did, pretty astronomical one would think. Their choice of CopperCoat easily could have been influenced by others as the posts we reviewed on their FB page had numerous recommendations for it from other boaters.  It was weird to read their enthusiasm and environmental spiritual awakening as they are now staunch advocates of CopperCoat. I guess we must have really "nailed it" in our early post - Note: our original comments seem to have been deleted? But this still felt so vaguely familiar, so much the same....  Regardless of the similarity, their choice appears to be a wise one!

         

        Déjà vu! Is this a just a coincident or what? Naaa.......it couldn't be.......