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CRUISING 'PIGGYBACK'

Certain aspects of offshore cruising are easier in modern times. GPS, EPRIB, satellite phones, water-makers and life-rafts, have all allowed inexperienced sailors and sparsely-equipped yachts to make passages and circumnavigations with less concerns over seamanship and vessel seaworthiness. There are, however, a few aspects of modern times which conspire against even the most prepared offshore cruiser. The most disconcerting of these involve collisions with shipping traffic and lost shipping containers from same. It is difficult to avoid these threats at all times, regardless of the quality of your watch and the extent of your instrumentation. Partially submerged shipping containers are presently undetectable by normal marine radar or marine sonar devices. Modern freighters are detectable by radar and some radar warning devices, but their closing speeds are so fast that a collision is still possible if one cannot quickly conclude directions of travel. These hazards were unknown to sailors from past times. One way to deal with these issues can be described by the familiar saying: "If you can't beat them, join them".

Riding 'piggyback' on a freighter allows modern cruisers to complete much of their journey from the safety of a larger ship's deck, and this can eliminate the need for acquiring a large sailing vessel, heavily loaded with equipment and stores. Indeed, one can now utilize a smaller coastal cruiser, equipped specifically for local cruising in the destination of your choice.

Timeframes in this type of cruising are also reduced, due to the considerable speed that a large modern freighter can achieve in passage making. The cruising speed of most commercial freighters is generally four times the maximum speed of even the largest sailing craft. This speed is also consistent, whereas a sailing craft generally averages about half it's potential maximum speed while making a passage, even in the most favorable weather patterns.

The cost of each passage using this method is considerable, often costing several thousand dollars per leg. This cost is somewhat offset, however, by savings in vessel and equipment damages caused on very rough passages. It is also offset by savings in food, fuel and other supplies needed for legs which would otherwise take a month at sea or more. For particularly rough and long passages, with very complicated vessels, the choice to ship ones vessel may be very favorable in the overall cost of the compete adventure.

'Dockwise Yacht Transport' operates a small fleet of specially designed freighters which have a unique system. The vessels have a somewhat 'horseshoe' shaped superstructure, as well as a special water ballasting system. After making their port of call, the Dockwise freighters partially submerge themselves, becoming small floating marinas with the aft sections open. Yachts can come and go at this point, with the yachts to be transported moored and blocked on underwater cradles by divers. When all is secured, the freighter pumps out it's water ballast and rises up in the ocean, lifting all of the traveling yachts clear on the lower deck. The system then heads for it's next destination with the onboard yachts safe on deck, more or less in sail-away condition, ready to go at the next port of call. The company operates a regular schedule visiting most of the popular cruising areas around the globe.

There are, of course, more conventional shipping options such as inserting a vessel into a shipping container system. This involves un-stepping the mast(s), and other intensive preparations, however the end result is the same. It gives a much safer cruise in a far away destination with much more time flexibility. You have your own vessel and stores, as opposed to a unfamiliar charter arrangement, and are free to coastal cruise, continue on further passages conventionally, ride 'piggyback' to another destination, or return home by either means. It is true that the sense of romance and achievement is reduced in this type of offshore cruising, but one has to remember that we live in much more complicated times then in decades previous. Passage making, as well as negotiating busy offshore approaches to ports, has become much more involved.