The last 54 hours we were beating against the trades. In the morning the winds are East and we steer North, North North East. As soon as the sea wind effect in the afternoon makes that the wind is North East we tack with all hands and steer for 12 hours South East (around 120* overground). This full-on by/closed hauled sailing made us win around 100 miles in the East direction in nearly 3 days. That sounds maybe not so much but can be the big difference to reach Boca Chica/Dominican Republic. At the moment the wind picked up 22 knots and Tres Hombres is jumping against the increasing waves. We have a course of 130* and the ship is heading toward Cabo de la Veda, the most eastern point of Colombia. Tonight when the land wind effect will stop the evening breeze we will tack again and try to get a ground course of 15*. I hope we can make the 350 miles to the Dominican Republic in 3 days full on by starting tonight. I think we will arrive around Thursday night a little east of Isla Beata at the border of Haiti and Dominican Republic. To get into the bay of Santo Domingo we will use the land/sea effect again.
The atmosphere on board is very very good, the crew is really into it, the tacks are going faster and faster: Douse the outer jib, douse the gaff top, clew up the course, everybody in position, helm’s a lee! Ease the jibs, tack the stay sail’s and let’s go and haul! Set gaff top, outer jib and make speed again.
It’s so nice to have so many people from different sailing cargo ships on board. Marine and Lenno, come from the Nordlys, they know how it is to sail on a Fairtransport ship, Anna who sailed on the Greyhound, Luuk and Logan coming from the Ceiba project in Costa Rica, Lars from the Hawila in Copenhagen. And then off course the people of Tres Hombres already sailing here on board since the Netherlands: Paul/Martin/Soraia/Karsten and Daniel. It’s a fight but the spirit on the Tres Hombres is high!
How do we get back home? Tacking!
Down the flying jib and the gaff tops’l, ease the topping lift, cast off tricing lines, staysailboom midships, coils of braces and headsail sheets on deck. Ready on the foredeck? READY! Ready about! About ship, helms a-lee! Mainsheet tight, ease the headsail sheets….there she comes, helm back midships, ease mainsheet, tack the jibs and… Let Go and Haul! Cast off tack and sheet of course, haul away lee course brace as you might, change boom lift, ease mainstays’l boom, tack the bob’s, all hands (or the windlass) on the tack and pull it down together with the lee-topping lift. Tack down! Course sheet home! Trim the yards, set the gaff tops’l, set the flying jib and then coil up and clear the deck!
15 minutes of the mariners full concentration is vital for the ship to make her way up against wind and current, not to loose ground against the ever blowing Northeasterlies in the Channel.
3 weeks ago all those lines were mere mystery to the most hands aboard Tres Hombres, now, at the command of prepare for tacking, everyone is whizzling over the deck, finding the right line to cast off, haul tight or stand by! No more discussions, commands are understood and taken out with pleasure and power. At force 5, instead of life lines the flying jib is put up and the helmsman is smiling pleasantly, feeling the acceleration of the ship and her leaning over in comfort!
Good food and good company as a power ressource, one common mission: living live in a natural way!One tool: the most beautiful sailing vessel on the seas, currently hunting after De Gallant, where early sailing memories with Captain Hendrik make me think of the old days as a deckhand without any concerns, without any limits.
Now we are passing on those good times, the tools and the experience to find a way in your life, it’s your choice.
P.S. : with some unexpected SW wind we are right now passing Dover, gybing the stunsails with boom and all to use the last heap of this rare wind, pushing us into the North Sea, where the next blow of NE will await us…see you soon in Amsterdam
Captain Andreas Lackner
Is your mind filled with the glorious majesty of the white winged masts of the Age of Sail? Or are you longing to master the arts of the traditional seaman? Then sign on, sailing on a cargo vessel is a unique way to discover the world and learn the art of real square rig seamansship. Price varies by voyage. The longer you sign on for, the less you pay per day. Visit http://fairtransport.eu/sail-along/ for the latest schedule and pricing or email email@example.com
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After making use of the Westerlies, for a few days, with nice daily and hourly speeds. A falling glass of the barometer. And swells building to five meter heights. It was bound to happen, that the faster moving depression would overtake us. With this, the tail of the depression: a cold front, with its furious squalls, occasional rain, and thunder, would present itself.
I woke up just after midnight, and felt the movements of the ship in my bunk. Not the flexible movement of the ship working herself speedily up and down the swells. No, this was a different movement, a movement of the ship on one ear not going over the swells but working violently through them, hanging on a steady angle without the flexibility of righting herself. I decided to stretch my legs, and take into account how my crew on deck was faring. Passing the chartroom a quick look in the logbook revealed that: the main topmast staysails had been doused, and the fore course, which had been only set again, a few hours before, was clewed and bunted up in her gear. On deck, the second mate was on the wheel working laboriously to keep the ship on course. Topsail, topgallant, foretopmast staysail, innerjib, mainstaysail and reefed main where still set. It was clear that we where in the middle of a coldfront. We had a chat, about the weather, how the ship was doing, and how the steering was. He had seen lightning flashes before, and squalls later and following each other. I relieved him at the wheel for a bit, and decided to hold off in the squalls. Also I invited the two deckhands, each for a while on the wheel, while I was carefully watching their steering technique, here and there giving a small comment or order.
The second mate took the wheel again, after having had a bite in the galley. I took a stroll over the decks. Shining with my flashlight, checking all the different sails. Their sheets, tight as a violin string. Their bellies filled with gusts of up to 8 Beaufort. In the meantime trying to escape from the violent bashing of the spray coming over the bows, or the knee deep of green water collecting under or over the lee pinrails. I decided it was time to reduce some sail, instead of dousing the mainsail I choose the mainstaysail, for ease of handling and to keep a bit more balance in the ship, if we wanted to head up more. Back on the poopdeck, I took the wheel, and ordered the mainstaysail down. When steering too close to the wind, we where clipping more through than over the large swells, and at times I was reading 11.5 knots on the log. In the squalls the crests of the waves where breaking, and entire valleys of water in between them, turned into streaks of white foam. There was nothing else to do here, then, bearing off and keeping the ship before the wind reducing stress, by subtracting our speed from the windspeed as we went. This dance, of wind, waves and ship continued for a few hours, until the new and fresh watch came on deck, and a slight rising of the barometer became obvious. I retreated to lay down for a bit in the chartroom. After a while, when I realized the worst was over, I wished the watch on deck a good night and went down below.
Now, a few hours later, the sun is climbing, we shook out the reef, and all sails are set again. Bound for Horta, we are making use of any wind, which is given to us…
Capt. Jorne Langelaan
There is something funny about the question: “when do we leave port, when do we set sail?” which most new crewmembers ask. We, the deckhands, tell them: “Wednesday or Thursday”. Then Thursday awakens and we are not ready, or the cargo did not arrive. Which in the Caribbean countries is quite normal. Tranquilo, you know. So then the new crewmember asks:”when do we leave port, when do we set sail?”. “Tomorrow the cargo will arrive, tomorrow we will go”. Tomorrow awakens, cargo planned at 10 in the morning, 10 in the morning, no cargo. They ask: “Where is the cargo” we answer “tranquilo you know”. Now the evening, no cargo, but beer and rum. The new crewmember asks: “When will we leave?” The drunken sailor smiles and tells him how it is: “We leave when the last mooring rope is cast off from the quay”. Confused they look at me, nothing more to say.
Now we are at sea, the mighty Atlantic ocean, with the waves, stars, sun and the moon. The greenhorn, is amazed by it all. Not in their wildest dreams could they imagine, its power and beauty. We jokingly make a bet, which day we will arrive, it is just a gamble for the crew. Nobody can tell what the wind, waves, stars, sun and the moon have in store for us. A week goes by, two weeks go by, then the new crewmember asks the deckhand the question: “When will we be there?”. “Next Thursday or Friday” I answer. One or two days go by, a few hours of no wind and a flat ocean, time is ticking away. “When will we be there?”. “Friday I am sure, beers and portwine in the bar, I will pay” I tell them with a smile.
Now, Monday awakens, “when will we be there?”. I look at him and say with a smile on my face: “The wind does what the wind wants, nobody can predict the waves, stars, sun and the moon. We will be there when the first mooring line hits the bollard”…
Deckhand, Daniel Jim Eijnthoven,
P.S. of the Captain. I totally see where this story is based upon, and can agree with the message, within its context. On the other hand, I also would like to explain that we are constantly making estimations about what time the ship arrives. And really amongst our Fairtransport shipping department and my fellow Captains we became quite skilled in estimating our voyages. I reckon, the past 10 years in about 90% of the cases the sailing schedule has been not more then 10% off.
If you followed this blog, you have been reading about many aspects of life on board of our small squarerigged cargo ship. But I have not really introduced you to one aspect, which is the most important one, to keep the ship together and keep her moving in the right direction. Of course it is her crew, fourteen persons, of all different corners of society. So here I will introduce you to all of them, one by one, and try to lift the veil on what connects them individually with this way of life. But, it is only in all of them working together as a team, that is making our great sailing ship crew.
Anne Flore is our Chief officer, even before she joined Tres Hombres, in 2012 for the first time, she had had a fair share of experience crossing the ocean, and sailing the seas, on traditional wooden boats. Next to an experienced mariner she is a first class sailmaker.
Alan, leads our Starboard watch in the rank of Second officer. He has had a wide experience sailing Tres Hombres, under almost all of her former Masters.
Judith, is our Cook, to keep our crew going, the most important person on board. She joined the ship last year, and had not been a seacook before that. However you would not notice, because she has a wide experience in restaurant and of farm life. Which apparently shows to be a great background for a seacook.
Thibaut, joined Fairtransport for the refit of our other ship: Nordlys. He worked hard to get Nordlys ready for sea, and then instead of joining Nordlys, somehow found himself on board Tres Hombres. Bound for foreign lands across the ocean. An able Deckhand, who knows the ship from bilge to royal.
Elisabeth, came on board two years ago as a trainee before the mast. And although still proudly living in the focsle, she went up the ranks to sail as a Deckhand. She is as able to hand, reef and steer, as any Cape horn sailor. Currently she is teaching the new trainees, about astronomical navigation with the age old device of the sextant.
Daniel, another Deckhand, has sailed for many years on Tres Hombres, his stories about this, became already mythical amongst our crew. Apart from sailing he joined the refits of Tres Hombres and Nordlys from the entire beginning, and mastered the art of caulking and making planks for hull and deck.
Muriel, joined this voyage last year, in Martinique, but before that she had logged many miles on different voyages on board Tres Hombres. Apart from sailing, she worked on refits of both ships. And next to acquiring her Masters ticket for commercial sailing vessels in the coastal trade, went to the Enkhuizen bosun school.
Mikael, has been a silent mountain of strength, from the time he first appeared on board, during the refit last year and onwards. Since that time he has reformed his cowboy and hunting skills, into the skills of a natural sailorman.
Lenno, for the first time on board in Boca chica, he brought his experience of sailing for years on the schooners, klippers and tjalken, of the Dutch inshore waters. Always ready to make a joke or tell a ghost story at night time.
Beate, started sailing on traditional ships about 35 years ago, and might well be the person on board with the oldest experience of sailing these wooden ships. She is great at the helm, and always ready to exchange a few nice words.
Guido, although not a professional sailor, his profession of doctor is definitely a well respected and welcome specialization on board. He signed on, to cross the ocean in working sail, and is absorbing all the experiences and information of practical and theoretical knowledge, to the maximum.
Susan, did sign on for a summer voyage on Tres Hombres before. Now she has put her focus onto crossing the ocean from West to East, via the Azores, and all the way to the European continent.
Caroline, was there on one of the voyages, when Nordlys was just operational again. Joining from La Corunha, to cross the bay of Biscay. After this, her love for wooden sailing ships was clear. And now she is working hard to learn the ropes of the other Fairtransport ship.
Jorne, as one of the co-founders of Fairtransport, I can not escape of, once in a while, going to sea in sail. Those times I am still perplexed of the beauty of these wild waters, the skill and happiness of our crew, and the mistery of it all…
Capt. Jorne Langelaan
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
For days we have been on the ocean now, all the time over starboard tack. Because of the Easterly winds and our goal to reach the Westerlies on the higher latitudes. Since our departure from Boca Chica: sailing close hauled. Sometimes we douse or set the gaff topsail, the flying jib, the outerjib or the upperbob. Yet, every day has been different and beautiful. In the beginning we had, on several occasions, that we saw the moon coming up, huge and yellow, while the sun was making her way down. Or the other way around. This morning we had a rainbow covering half the sky. The past days the clouds have been building to majestic towers. And we are riding along their foundations, playing with their showers, and being perplexed by their powerful appearance. Sometimes the wind blows, sometimes it dies, and the sea colors accordingly.
We have been trying to fish, but the fish have been more lucky than us. Sometimes a flying fish would come up above the waves, before jumping away and neglecting our views. At one moment we came close to a whale and could witness the breathtaking circus of the waving of her tail. As we move more North, towards the legendary seas South of Bermuda, we witness the streaks of seaweed becoming more frequent.
We have logged almost six hundred miles, and another more than twenty two hundred to go, before we make a chance, to see the green mountains of the Azores appearing above the horizon. We expect the wind to veer. So for the first time this voyage, we can brace square, ease the sheets, and let our racing horse, named Tres Hombres, go free. Free, to show us her power, to make the speed where the stories told in seaside bars, talk about. Free, to go with white foam on her bow, and a straight wake at her stern, clipping along by pure wind power. Making use of this powerful sailing energy, just temporarily, before leaving it behind, for the next man to use!
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
Leaving Boca Chica, when bound for the Azores, one has two most straightforward options for reaching the North Atlantic ocean. There is going West of Haiti through the Windward passage, or East of Dominican Republic through the Mona passage. Theoretically the Windward passage would give a more favorable wind direction, the danger of loosing all wind in the lee of Haiti, and the disadvantage of the lee shore of the Islands and reefs of the Bahamas. The Mona passage is shorter and against the trades and currents. With the weather forecast of the coming days, there is not much advantage in taking the Windward passage, so, as Tres Hombres has been doing year after year we choose our course again against the trades, bound for the Mona passage.
One of the old master mariners of the grand windjammers firm of Leisz, I believe it was Capt. Heinrich Nissen. Formulated the rules to sail a big or small squarerigger to windward. They are universal, and are still used on the few squareriggers, sailing to windward without engine assistance. So, as we are one of them, we have been making use of these rules since Tres Hombres started trading in 2009.
They are the following:
1). Always carry the right amount of sail to guarantee optimal propulsion. At times this can mean pushing our vessel hard, and keeping as much sail on her as possible. It might also mean taking advantage of a favorable current or tide on one of the tacks, and reduce speed accordingly.
2). Decide, usually with a current or tide against you, if you want to keep speed, and do not pull your sheets to tight. Or, sometimes with a favorable current and tide, if you want to pinch as close to the wind as possible, to keep the advantage for a longer time.
3). Always put your ship on the tack which is most advantageous to reach your destination. This destination might be the final destination, or especially on longer or coastal voyages, a point where you want to be to make the most of an expected weather or tidal change.
Just before sunrise we tacked and in a few hours we will tack again, closely applying the rules of the trade…
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