The Focsle, is the second most forward space below decks. In front of the focsle there is still the forepeak. These two areas are divided by the collision bulkhead, which has a steel watertight hatch to go from one to the other. Traditionally the focsle is the crew quarters where the hands before the mast live. On board Tres Hombres, this is the case as well. There are eight bunks. Seven of them are currently inhabited, the eight one is filled up with cargo, 70kg bags of cacao, which did not fit in the cargo hold. Aft of the focsle is the drystores, where most of the food is kept. Sometimes, especially in long ocean crossings, part of the stores of the drystores are stored in the focsle as well. The focsle can be reached through the drystores or from a hatch with a small ladder from deck.
The name focsle, focsel, or foxhole comes from the original fore-castle. The fore-castle was a castle like building on the foredeck of medieval ships. These ships also carried an aft-castle which later developed into the poopdeck. Since I live in the aft-cabin myself, the focsle, on board Tres Hombres, stays a bit of a mythical place for me. I have heard a lot about it of course, but seldom slept there. I did start my sailing career in different other focsles, on other ships. For sure it is the part of the ship, with the most movement, since it is all the way forward. Also, again since it is so far forward, it is the place where the most spray comes over. And as Tres Hombres is a wooden ship, with caulked seams, especially after the burning sun of the tropics, and the beating of the waves of sailing against the trades, it can not be called a really dry place either.
But then, although it can be a though place to live, for some it is also seen as a badge of honor, to start life on a squarerigger in the focsle. I remember a few years ago, one of our trainees, refusing a bunk in the aft-cabin, after this came vacant and I offered it to him. He would almost be offended, no I am a focsle hand, so I stay before the mast! In the old days there was the saying: coming through the hawse pipes, or through the portholes. Through the hawsepipes meant, starting as a focsle hand, so working yourself up from the ground. Through the portholes, would mean starting in the more prestigious rank of an apprentice, living in the cabin, without ever enduring the hardships of the focsle. Fortunately, signing on as a trainee on Tres Hombres, you have a good chance to start in the focsle, so, welcome on board!
Capt. Jorne Langelaan
Next to being one of the few engineless sailing cargo ships, engaged in international trade, Tres Hombres is a sail training vessel as well. Nowadays most squareriggers, are occupied in some form of sail training. With us, it is of course the combination with carrying freight in this century, what makes it really special. Normally we have any number of: up to eight trainees on board. Trainee, is the modern name, but I am inclined to name them apprentices. Originally an apprentice would be a practical student to become a ships officer, and normally an apprenticeship would take an average of four years. Because really, what I feel as my personal goal here on board, is to inspire them for a career at sea, a return to sea, or at least an unforgettable memory and love for the precious place the ocean is.
So how are we trying to teach the mysteries of the sea? First and most importantly, I would like to refer to a short poem of: Longfellow, his poetic writing says more than I could describe in a thousand words:
Wouldst thou- so the helmsman answered,
Learn the secret of the sea,
Only those who brave its dangers
Comprehend its mystery!
It does say most of it, and it comes down to the point, that you are learning by doing. And you ought to give this time, a lot of time. Apart from this we also try to organize a short lecture in each day watch, every day. Since leaving Boca Chica we have talked, apart from the safety procedures, about: ship design, shipbuilding, history of sailing ships, standing rigging and bringing up lower and topmasts the traditional way. Right now we are doing an experiment as well, where each new trainee is coupled to one of the experienced crew members. This way we reenact the old tradition, of having a seafather appointed to a green hand. This seafather is teaching the intricacies of the arts of the seaman, at a one person to one person way.
In the more than 15 ocean crossings Tres Hombres has made in the previous years, our teaching concept has been proven right in many instances. Currently one of our deckhands, started as a trainee the past year. And even one of our Captains, grew from trainee, via deckhand and officer to his position of command!
So join Tres Hombres, and comprehend the mystery of the sea…http://fairtransport.eu/sail-along/
Capt. Jorne Langelaan
Exactly one week we stayed in the port of Boca Chica, to load our main cargo: 200 bags of cacao for the Amsterdam Chocolatemakers, 5 bags of cacao for Chokolade from Denmark, 2 barrels of rum for a customer in Zwitserland, a barrel of rum for Paula Luiz on the Azores and a mix of many barrels of rum, cacao, coco oil and melasse for Fairtransport itself. To distribute further to a variety of partners within Europe. All loaded by hand or block and tackle, by our own crew, under the skilled supervision of our Chief officer. Combined with the coffee and other products, we had already in the hold, it is a very nice diverse and high quality cargo. A cargo well worth sailing for.
Organizing the entry, the loading, the storing, the daily life on board, and the departure out of Boca Chica is always a bit of a challenge. The bureaucracy, the rithm of the Caribbean beat (full volume), the heat, the loading operations, the waiting, the gate of the commercial port, and the overwhelming complexity of Dominican Republic life, have gained a legendary reputation amongst the Tres Hombres crew. Fortunately the ship has visited this port many times, meaning there is a wide network of people who are helping out crew and ship. Amongst them there is Forrest, the very friendly owner of the Nautical store with the same name. Victor, our agent who helped us every day, with a smile, smoothing out the relationship with the port and customs officials, arranging drinking water, helping us with getting stores, talking with the office of the commercial port and keeping the relationship with the pilots in good order. Than there was Chris, a dutchman, sourcing a quantity of cacao plants, and helping us with storing parts. Apart from them, there was a wide range of different people making our visit possible again: the producers and traders of our cargo: Belarmino, Jasser and Yamir, the nice ladies and gentlemen from the harbor office, the gatekeepers, the drivers of the motorbike taxi’s, the stevedores and many more. Off course there was also a lot of help from our headoffice in Den Helder: Hans, Sabine, Andreas, Daan, and also here without doubt many more. Thank you very much!
And now, back at sea we are. After a nice maneuver of sailing out of the harbor, in between the reefs through the buoyed fairway, while setting our entire complement of sails, including royal and course. We are loaded on design draft, hatches are battened down and all cargo and gear lashed and stowed. An hour after departure, we where logging already more than 7.5 knots, and currently we are hugging the coast to try to keep some North in the wind, caused by the land effect. Anchors and chains have been ocean stowed, safety lines and nets rigged. It is still all hands, but after lunch, we will have a muster and the watches will be divided. We are ready for the ocean crossing, the weather forecast looks promising, so Azores here we come.
Capt. Jorne Langelaan
In Boca Chica, we do not only load cargo, but we are also having a crew change. Two of our sailors have left, and five new ones signed on. This makes our crew 14 hands all told. A good size of crew. Large enough to have two watches of 6 and the Cook and Master in the daywatch. The sexes are equally devided this trip, so we have 7 female and 7 male crewmembers. 14 hands should be enough to weather most situations, while it is not too overcrowded that a full watch can not eat together in the galley.
On a sailing ship (really on board any ship), as told before, much of the seaworthiness of the ship is determined by its crew. The crew ought to be working together smoothly as a team, helping each other, trusting each other, and blindly falling back on each other. This situation is reached, through different mechanisms, in a perfect world, allready before departure. First of all there is the backbreaking work of loading the more than 200 bags of cacao and the equally heavy, but more coördinated work of hoisting barrels of rum and melasse, weighing almost 300 kilograms, with the whip, bow- and stern-fall, into the hold. Secondly there is the living together in close quarters with a minimum of comfort, no running or hot water and the continuous sharing of household tasks like deckwashing and doing the dishes. All of this in the tropical heat and powerfull rain showers of the Caribbean spring. Third, there is the social part, of coming together in musters, at least daily, sometimes more. Here the Master shares the information regarding the latest news about loading, weather, schedule and happenings in the office, here the crewmembers can share their toughts about practical, social or personal matters, and the proposed plan for the work of the coming day is set out, and if needed reviewed. Then there are off course the nights spent on deck or in the galley, listening to each others; weary, wild and weird sea stories, yarning and trying to find a shared understanding.
Finally there is the theoretical side of explaining the crew about safety, ship and seamanship. This is what we are trying to accomplish, these days before we set sail. Meaning every morning after muster, a lecture about different subjects is given. Yesterday we talked about the different safety procedures: man over board, fire, flooding, abandon ship, climbing the rigging and working the anchor gear. Today we made a start about shipbuilding principles especially focussing on the type of ship represented by Tres Hombres. Tomorrow an introduction to square rig seamanship is scheduled.
Capt. Jorne Langelaan
The most important destination to pick up cargo for the Tres Hombres, has been since the beginning, the Dominican Republic. This is the place where the Amsterdam Chocolate makers source their organic cacao. This is the place where the first editions 2010, 2011 and 2012 Tres Hombres rum came from. Later off course Andreas also found an excelent rum distilery on La Palma. The distilery with the ancient copper distilling aparatus… Year after year, Andreas added other Atlantic and Caribbean islands, to load as much as a variety as possible, for our fine rum.
But untill these days, the Domincan Republic, always has been the origin of the main cargo. Sometimes there where different other products added. There has been a long standing relationship with Belarmino from Caribbean labs, as a source for coffee, honey, cacao and the famous mamajuana. Year after year we have been taking big barrels of molasses for a rum distillery in Germany. On a small and experimental scale we have been taking cigars from Hispaniola, what the combined name is for the island which the Dominican Republic and Haiti share as their landbase. The cigars proved a tricky cargo to comply with the customs, so we did not continue this.
As for the ports, in this Caribbean jewel, our fine vessel has been, there are: the open roadstead of Cabo Rojo, the metropole of Santo Domingo, and the commercial port of Boca Chica. Cabo Rojo, is a place of tropical athmosphere, with white beaches. Where even the footage of an “commercial” for the rum, starring Capt. Andreas Lackner himself as the sea (movie) star, was shot. This was also the first place where the ship was anchored for three weeks in 2010, to repair the rigging after the topgallant mast was broken. Santo Domingo, is the biggest city in the Caribbean with three million inhabitants. Here the ship moored in 2010 as well, just after visiting Cabo Rojo, and this is where Capt. Andreas met Mr Forrest who introduced us to the fine port of Boca Chica.
Since that day Boca Chica has been our most important loading port in the entire Caribbean. It is a place one will never forget about, when entered or left by a ship under sail power only. Sailing in between the reefs and breakers through a narrow buoyed channel. Dealing with the officers on the gate of the comercial port. And drinking rum with the local “shipping magnates”. A port of extremes, a port where the crew of our brigantine, loads the barrels and bags by hand into the cargo hold, while a few hunderd meters away the most high tech container cranes are discharging the biggest container ships. A port with a fishing harbor where the most tiny fishing boats fish from. A port where every weekend the sound of merengue, salsa and bachata, mixed with the tropical heat and smell of fried fish and fresh ocean breeze are competing. This is the Caribbean…
Capt. Jorne Langelaan
Tacking against the trades,
Since leaving the anchorage of Cabo Rojo, we have been close hauled. A term, used by sailors when sailing as much against the wind as physically possible. It is also the course where the qualities of the sailor and his vessel are most tested, independently of the strength of the wind. In the Caribbean sea, when one is intended to move from West to East, there is no other way than going against the prevailing trade winds.
The voyage, before I came on board, which departed after loading coffee in Santa Martha, Colombia, and brought the ship to Cabo Rojo, Dominican Republic, was a good example of a close hauled voyage with strong winds. This is really where crew and ship are tested to the limit. Before leaving Santa Martha, the whole standing rigging was tuned as taut, that she was able to carry sail to the utmost. And this is what she did, and this is what had to be done. Because only with fighting over every degree and mile, it is possible to make headway against the trade winds and their accompanying currents. Especially when they are stronger than average. It has a prize though, a wooden ship pushed this hard, has a tendency of leaking more than in less challenging circumstances. Her crew becomes tired after days of fighting the adverse weather, having not a dry rag left, and being tossed around the decks and cabins.
This trip, to Boca Chica, we encounter a total different situation. Quite the opposite in weather really, the wind has not been very strong and at times even absent. At these occasions there is barely enough wind, to even steer the ship in a straight course. And as we have to tack almost every watch, to fulfill our intended zig zag course against the wind. We had it two times now, that we were not even able to tack her, due to the absent push in the sails, combined with a swell to stop her bow. If this happened, stubbornly we would, make speed again and steer into another tack, to only experience the same disappointment. And finally after having encountered the failed slow motion maneuver twice, we would finally retreat to the even more ground loosing maneuver of jibing. Also sailing with these light winds, would not be so much of a challenge, where it not for the constant strain of the current setting us West, and at our slow speed, making our zig zag course often not more than a parallel track.
Our voyage plan positively stated a voyage of 125 miles, yet we logged already well over 300 miles since heaving up anchor. These miles are not won, with a nice racing speed, no, we are averaging a speed of: 3 or 4 knots an hour. Our crew is in high spirits though. We are looking forward to fasten our mooring lines in Boca Chica. Meet up with the new crew members, who are awaiting our arrival, to join our ranks. And finally start loading the final precious cargo, cocoa, rum and melasse, up till her marks, to return home across the North Atlantic ocean.
So even these days the age old saying holds true: A bloody seagull on a soapbox can sail downwind, but it takes a seaman to go against it.
See you soon,
Capt. Jorne Langelaan