Features (专题​报道)

Short informational pieces on specifics of, experiences with or events with our Fellowship 28.

Name of the vessel (船名)

The vessel is named after the circumpolar stellar constellation known as "Kassiopeia" (仙后座).

Every boat needs a name. We selected "Kassiopeia" (Cassiopeia, 仙后座) as the name for our sailboat. The name refers to a fairly bright constellation of stars which is mainly visible in the northern hemisphere, and is easily found when looking toward the North (between 50-70°). The constellation takes the shape of a W which corresponds to the initial letter of our family names. Its center points towards the pole star. It is named after an ancient queen condemned to circle the celestial pole forever. That's a reliable basis for anyone seeking orientation or navigating by the stars... Moreover, the constellation even contains an open cluster of stars (NGC 225) nicknamed "sailboat cluster". All of this refers, of course, to the European based modern nomenclature of stars. This constellation does not represent an asterism in the traditional Chinese designations. For the corresponding stars in Chinese astronomy, you can consult a page on Wikipedia.

Sheer plan (横断​面图)

The image below is the sheer (or cross-section) plan of S/Y "Kassiopeia". One view is lateral, the other is from the top.

[1] Anchor storage chest (船锚井). [2] (Sweet) water tank, capacity: 150 liters (150升 容积 水槽). [3] (Some of the) stowage space underneath seating or floor (座位和地面下库房). [4] Drawers (抽屉). [5] Dinette table (餐桌). [6] Pantry (炉灶和洗碗池). [7] Wardrobe (衣柜). [8] Cupboard with shelves (橱柜). [9] Marine pump-type toilet (泵类型抽水马桶). [10] Fuel tank, capacity: 30 liters (30升 容积油箱). [11] Ballast (压舱物). [12] Engine compartment (机房).

Observations:

a) The Fellowship 28 is equipped with what some call a "sea train". In many sailboats that have a sufficiently large cabin, the seats or benches for the crew are arranged in such a way that one bench is on the starboard and the other on the port side. Crew members can face each other, but usually are not able to look thru the windows unless they rise from their seats. When a "sea train" is installed, the seating area is raised, and the seats are arranged abeam so crew members can look outside the windows while sitting facing each other, just as in a train compartment.

b) There is a ventilated liquified petroleum gas (LPG) bottle storage located on the port side of the stern which is not visible on the sheer plan, and which is connected to the pantry [6] on the starboard side by copper gas conduits.

c) Our marine toilet [9] was constructed to discharge directly overboard, as it was common practice at sea during the period the sailboat was built. Such discharge is obviously prohibited on inland waterways and at a distance of 12 or less nautical miles from the nearest land when at sea. Due to increasing pollution, further restrictions may apply, for example in the Baltic Sea and between German sea ports and in many other places. We are therefore using compostable fecal bags that are being placed into the sealed toilet bowl and can be dicharged in ports to ensure we fully comply with present-day environmental standards. (Another technical option, though more costly, would be to retrofit the sailboat with a holding tank for sewerage.)

Stepping (raising) the mast (竖起桅)

The vessel is equipped with a simple but effective equipment for raising and lowering the mast.

There are essentially two reasons for raising (stepping) a mast: The sailboat has been ashore where storage is inconvenient while the boat is fully rigged, or the mast has been lowered (un-stepped) in order to allow for the sailboat to pass underneath any lower hanging obstacle, usually bridges on inland waterways.

Our Fellowship 28 is equipped with a mast raising equipment that consists of a V-bar and a tackle. The V-bar for raising masts is a fairly common equipment in Germany which is why there is a specific term in the German language for this type of bar: Juett (roughly pronounced as "yit"). The (threefold) tackle, as elsewhere, reduces the weight that needs to be pulled by the operator while the V-bar reduces the leverage the horizontal mast exerts by changing the angle. The mast is held at its foot by a bolt around which the mast can be turned from a horizontal to a vertical position.

The picture below shows the juett (on the right, toward the stem) following attachment of our Furlex (roller furling), while the mast is still in horizontal position. The Furlex is attached to the mast head (on the left) which protrudes beyond the stern.

In the second picture, below, the mast is raised roughly one third of the way. The mast is attached to the juett using the Furlex (or, otherwise, a forestay). The tackle is connected to the other side of the juett and to the stem (where the forestay usually would be attached on deck once the mast has been raised). The juett is attached on deck (starboard and port sides) slightly aft of the first cabin window. There is a winch on the mast that may be used to ratchet the mast safely upward, by a single person. (See also the respective sequence of shots on the Photo Gallery page.)

Dealing with biofouling

Is there any way forward for those who would like to sail in harmony with the environment?

All boats are affected by biofouling, and Kassiopeia is no exception. However, dealing with biofouling has been a contentious issue over decades because most coatings available for the section under the water and at the waterline resort to toxic chemicals to kill any biological matter that happens to dare to slow down the vessel (antifouling, 防污漆).

The photos above and below depict our hull after taking down all biofouling matter, and adding two layers of an underwater coating that claims to use no biocides (or, at least no copper which is one of the major pollutants antifouling paints often contain): HEMPEL® Ecopower Racing 76460 True Blue 30390.

Like many, or at least an increasing number of boat owners, we follow best practices when removing prior antifouling coatings. For example, any particles falling or running down during the process are collected (using suitable sheet covers) and correctly disposed of. They will not drain via the lawn where the boat happens to be located on the yard and pollute the ground water.

We are curious to see what the paints industry is coming up with in order to reduce the measurable negative environmental impact shipping and boating have on the marine environment (e.g. in EU waters), and hope the new coating will deliver as promised. After 'test driving' the new coating this season, we should know more. And the next time we heave the boat ashore we will also be able to inspect the hull directly again to compare 'before' and 'after', and thereby learn more about the effectiveness of this product.

[Note: We are only providing the name and link to this particular product because it is still difficult to obtain these kinds of paints, and it unfortunately takes a considerable effort in seeking them out. This product mentioning does not imply any product endorsement on our behalf. The demand for modern environmentally friendlier paints for underwater and waterline sections appears to still be rather limited and the usual ship chandler or yacht suppliers' stores therefore do not seem to have them in stock. ]

Keel (龙骨)

The keel of our vessel is equipped with a long shoal fin which facilitates a steady cruise.

The keel is, arguably, the most important part of any vessel, like the backbone for any vertebrate being. There are several basic types of fins that are affixed to the keel of most sailboats and numerous variations of these types. The image below from the yard at SC Brise where the boats are placed on cradles for winter storage displays three sloops (i.e. boats with the same type of rig) with three different types of fins. The first, on the right hand side, is the brown colored modified full keel of the SC Brise's international folkboat "Rieke". The second one, in the middle waiting for a new coating, belongs to our sailboat "Kassiopeia". The third one, further behind on the left hand side, is a racing type, shorter deep fin with a small bulb belonging to a visiting yacht.

The type of fin on our sailboat is best characterized as a long shoal fin, but the whole ensemble is also referred to as a long integrated almost S-shaped keel. The tip of the fin is essentially squared (with slightly rounded edges). From inside, cement has been used to provide the necessary ballast for keeping the center of gravity low.

This combination makes for a significant amount of lateral stability, i.e. the boat is not as easily inclined, heeling is comparably smooth, rolling is not as quick. The shape is also helpful for maintaining directional stability because yawing will not occur as easily as on boats with shorter fins.

The downside is a certain lack of ease or control in steering when moving astern. Long-keeled boats appear to find it somewhat awkward to move backward. But then, most of your time spent and mileage run is on sailing ahead rather than sailing astern. And taking it slowly and patiently usually helps along the few fathoms of the way which lead you out of or into the berth that confines you in your travels.

Propulsion (驱动)

Getting ahead in the absence of wind?

Though our sailboat is meant to be propelled by the force of wind, it is also equipped with an inboard engine for any number of reasons, among which safety (e.g. when being stuck in a dead calm with insufficient provisions, or in order to broaden options when rescuing anyone who went overboard), convenience (e.g. when a succession of bridges would force you to step the mast too many times), or because it is formally required (e.g. for navigating a narrow waterway where cruising is prohibited or entering ports which do not allow vessels to enter or exit with sails up).

The propeller is an important component in this second-best method of travel, and is usually characterized by several dimensions which should correspond to the needs of the boat. Our propeller, which is serving us well, has two blades with a surface area of #, a diameter of # inches, and a pitch of #. Using a twin-bladed propeller allows for minimal drag while sailing as long as the propeller is lined up vertically behind the keel (see picture). On our sailboat, the propeller actually lines up automatically when we travel with sails up. The material is some sort of bronze, and, as with most propellers, it is protected by a sacrificial anode attached on its end.

The propeller is connected to the motor using a shaft that passes thru a stuffing box (picture in the middle) which seals off the water side from the boat. Our motor (picture below) is a solid marine diesel engine with 2 pistons.

Copyright (All Rights Reserved) 2017-2022 by master S/Y "Kassiopeia (仙后座)".