Oligarch Eclipsed by Saudi Royals

We almost caught a glimpse of the world’s largest private yacht, but we were a day late.

Russian oligarch Roman Abramovich’s 536-foot Eclipse had just been eclipsed by a new addition to the Saudi royal family’s fleet: the 590-foot Azzam launched in Germany late last week.

Even though it was now only the world’s second largest private yacht, Eclipse was an impressive sight from just outside the 100-yard security perimeter. She needed a berth usually reserved for major cruise liners. Her main antenna, specked with half a dozen satellite domes, jutted into the skyline. Her six decks looked as if they could fold down into one giant floating Matryoshka doll.

Somewhere on board this behemoth, reportedly, there’s a submarine, a disco, a movie theater, two swimming pools, two helipads, and likely more secondary vessels than former soviet leaders.

She’s even rumored to have a missile defense system – and lasers to disable cameras.

Luckily, we couldn’t confirm either of those things.

Word is that the $1.5 billion Eclipse will be in New York until mid-April, when Abramovich’s girlfriend is expected to give birth to their child. After that, she’ll likely bebattling with the $600 million Azzam over Caribbean anchorages.

Who’s Clocking Maserati?

NEW YORK – Maserati is on track to take the New York to San Francisco monohull speed record. But who’s keeping time?

That would be the World Sailing Speed Record Council, or WSSRC. Its New York commissioner Janet Hellman officially clocked the Volvo Open70 as she left Manhattan for forty-something days at sea.

Hellman is an executive assistant at the Sandy Hook Pilots, which always have a vessel stationed at Ambrose Buoy, the official starting line for the race. The Pilots visually confirmed Soldini crossing that line and entered it into their ship’s log book.

Check out our video interview with Hellman, and come back later this week for Bjoern’s images and coverage of Maserati’s arrival at the Golden Gate Bridge.

In the Washing Machine

It’s the middle of January — the phrases ‘Small Craft Advisory’ and ‘Gale Warning’ are part of today’s NOAA forecast. Looking out past the Statue of Liberty, I see whitecaps blowing off the wave’s crests and New York Harbor appears to boil. I’ve been wanting to put the foul weather gear through its paces so we gear up to face the choppy water. The kits consist of Henri Lloyd TP2 pants, Tretorn Skerry boots, Musto HPX jackets, Mustang PDFs with FastFind PLB & Icom VHF plus Gill offshore gloves and FOX motocross goggles. After turning on the GoPro I set course for The Narrows running at 20 knots and 30 degrees to the wind and waves. Good amounts of water are flying across the deck and the boat’s handling is unaffected by the conditions due to its deep V-hull.

The ‘Heavy Weather Operations Reference Manual’ reads: ‘Wind itself up to 70 mph has little dangerous effect on the RIB (unless airborne)’. After forty-five adventurous minutes, we’re still dry and warm and return to the dock with a new level of respect for choppy harbor waves.

Around the Horn in 40 Days

American sailor Ryan Breymaier raised a thin metal pipe and chipped away at a layer of ice that had formed overnight on parts of Maserati’s deck.

Skipper Giovanni Soldini took a sip of hot tea from a friend on the dock and lit a cigarette to stay warm.

“We are looking forward to go and reach the hot water as soon as possible because it’s cold,” Soldini told me as we shivered in the morning light at North Cove Marina, where the crew was readying Maserati for her departure.

“When we reach the Gulf Stream,” he said, “the air will be warmer and life will be easier.”

The week was the coldest that Soldini and his crew of eight had experienced since they arrived in New York on December 4. They were awaiting the ideal conditions to make a run for the New York to San Francisco monohull world record: 57 days.

The northwest winds on this last day of 2012 were exactly what the modified Volvo Open 70 needed to push her “just south of east,” as navigator Boris Herrmann described the initial heading of 110 degrees. The 14,000-mile route first stretched the team south and eastward into the Atlantic almost the length of the continental U.S., around the elbow of Brazil, down the South American coast and ‘round the treacherous Cape Horn.

Then they’d rush back up north through the Pacific Ocean almost midway between French Polynesia and Chile, across the equator for a second time, and into San Francisco.

Since it’s impossible to predict the weather 40 days out – their target time, as they’d also like to take the overall record of 43 days, held by the catamaran Gitana – the forecast for the first week is critical. Soldini said the day’s increasing northwest winds, ultimately predicted to reach 35 to 40 knots, would help slingshot them well north of Bermuda, and eventually into the trade winds.

“If everything goes to plan, we could be in 10 days at the equator,” Herrmann said on the dock at North Cove at around 8 am on the last day of the year. “We hopefully only suffer two days from this cold.”

After hitting the easternmost point of Brazil, Maserati will stay close to the South American coast all the way to Cape Horn, where she’ll likely pass through the Le Maire Strait into the Drake Passage.

Soldini, Braymeier, and Herrmann have all been ‘round the horn, but never “the wrong way around,” Herrmann said.

“I’ve been around two times,” Soldini told me, “but in the good direction!”

Herrmann said that there’s a 60% chance the winds will be working against them, with the likelihood of favorable winds at “just a few percent.”

And the odds are high that they’ll have a low-pressure system waiting for them there.

“Getting around Cape Horn without having to stop and wait … is key to success with this record,” Breymaier said. “If you can get around quickly and get moving north again, you’re golden. If not you could sit there for a long time.”

Soldini said a storm could stymie them for up to a week. And once they get through, they’re still only halfway there. The next part of the voyage takes them far off the Chilean coast, thousands of miles offshore and possibly half way to the French Polynesian islands.

Then it’s back across the equator and up the North American coast – the “upwind part at the end that could be a little bit boring,” Breymaier says – and finally in to San Francisco.

“It could happen that we have to make a big detour” to get into San Francisco, Herrmann says. “It depends on the weather we find there. That’s too far away now to predict.”

Herrmann has tried to predict it, though. He’s run models for the trip based on 20-year historical weather data and the best routes put them in San Francisco in 42 days.

The average, though, is 55 days, and some – when the weather was never in their favor — put them in San Francisco much later.

The caveat is that the historical models were of “very low resolution,” Herrmann says, relying on weather information from only 12-hour intervals. But they don’t clash too much with the sailors’ intuitions.

“The multihull record is 43 days – that’s 16.5 knots average for the course, which is pretty high,” Breymaier told me after the ice had been hacked away. “We’re dreaming we can make it in 42 and say we have the overall record, but that’s certainly not a safe bet to make.”

“I think we’re gonna be somewhere between 45 and 50.”

The increasing winds – and the chill they brought – upped the crew’s motivation to leave, and by 10 am Maserati had pushed back from the dock at North Cove and sailed out into the Hudson.

Soldini said they haven’t made any definite plans if they do make it all the way around, but if they complete this historical route, there will be a “big party, first thing,” he says. “Then we’ll see.”

Interview mit Boris Herrmann in New York (German)

Kurz bevor Giovanni Soldini und crew in New York ablegten, sprach Navigator Boris Herrmann exklusiv mit ‘New York Media Boat’. Das Team versucht mit der 70 Fuss (21 Meter) langen Volvo Ocean Race Yacht ‘Maserati’ einen neuen Rekord von New York nach San Franzisko zu erstellen. Gestern segelten sie vor Manhattan an der Freiheitsstatue entlang, zur offiziellen Startlinie bei ‘Ambrose Light’ und Herrmann hofft in etwa zwanzig Tagen Kap Horn zu umrunden.

Sailing Maserati to the Starting Line

CHARLESTON — The Canadian model predicts four days at sea, the U.S. model predicts three, and the European model … well, that’s a bit much to run just for a delivery. Either way, the current course of Charleston to New York is significantly shorter than the one slated to start in about two weeks: an attempt to beat the monohull record for New York to San Francisco via Cape Horn.

The goal for that trip is 40 days, though the time to beat is a little over 57, a target set by Yves Parlier on Aquitaine Innovations in 1998. Veteran Italian sailor Giovanni Soldini will guide Maserati — a Volvo Open 70 modified to be significantly lighter — across some 15,000 miles, possibly more depending on whether the winds cooperate.  And it’s especially hard to get them to go your way around the treacherous tip of South America.

Bjoern is the on-board photographer for the Charleston to New York leg, a 600-mile journey that brings Maserati around another troublesome Cape — Cape Hatteras — although barrier islands don’t look quite as intimidating as massive rocky cliffs blasted by a roiling Southern Ocean.

It’s been a long journey to the starting line for Soldini and crew. They spent an unanticipated 28 days at sea after leaving La Spezia in early October, sentenced to time in the Caribbean as they waited for Hurricane Sandy to blow through.

After about three weeks in Charleston, the team got underway today around 2 pm, and Bjoern managed to transmit a few on-board photos while he was still close enough to the coast to have reception. Enjoy!

After the Storm

After successfully relaunching ‘Aperture’ at Liberty Harbor, we got right back to business.

CNN put a TV crew on board to get exclusive footage of the devastation Hurricane Sandy caused to Coney Island, the Rockaways and Staten Island. Maneuvering through the floating debris was challenging despite having stationed a spotter at the bow, dodging telephone poles, trees, logs, even partial docks that were making their way down the Hudson. Norton Point was hit hard. The ocean literally came into peoples living rooms and many houses were simply gone. The Rockaways were still smoldering from the extensive fires; Old Orchard Lighthouse knocked down, and many half-sunken boats adrift in the Lower Bay, and washed ashore at Staten Island and Sandy Hook.

Atlantic Highlands Marina didn’t fare well. We observed dive teams from as far away as Texas working around the clock raising sunken vessels with lift bags, and clearing paths for the commuter ferries to resume service. USCG cutters and NAVY ships were stationed just offshore, providing security and other support functions to the hard-hit communities. The port condition was set at YANKEE – restricting all recreational boats and only permitting commercial vessels to transit.

Great Kills Harbor was a sad sight as well. It seemed like a total loss of the marina. While some boats turtled and sunk at their moorings, most were piled on top of each other at the western side of the basin — many impaled by pilings as the water from the 13.8 foot storm surge receded. Other TV crews and still photographers also came aboard that week following Sandy’s landfall and we were able to document the destruction before NYPD stationed a patrol boat at the entrance closing the marina.

We put down hundreds of nautical miles surveying the shorelines, and whenever we came across floating debris dangerous to navigation we reported it’s position to the Coast Guard’s VTS.

This sure was an epic storm.

Camera Zombies in Jersey’s Ninth Ward

This part of Union Beach wasn’t a summer community. You could tell by the Christmas decorations, the middle school calendars, the ice skates, the vinyl records dusted with silt and scattered among wooden beams that had been snapped like matchsticks by the force of the water.

Some of the homes on Brook Ave had been lifted off their foundations and pushed yards away, leaving behind cement staircases leading to nowhere. First floors were swept out from underneath roofs that were now pitched like tents in a refugee camp.

Homeowners still moved about the ruins, though many had already been back to salvage the essentials. They posed religious statues and animal figurines that had no place in temporary shelters as guards along cinder-block foundations, as if they could keep the waters from rising up once more.

Governor Chris Christie made it clear that folks along the barrier islands needed to “get the hell off.” But was there a similar charge for the people who lived along south Raritan Bay? We’d heard stories from other passersby of residents waiting on their roofs for a boat rescue when the waters rose with a speed that no one had anticipated.

Union Beach was New Jersey’s Ninth Ward.

The sooty vinyls caught my attention. Was this a grandfather’s collection? How many generations had lived in these homes? I scanned them for an artist or album title I would recognize – anything that would make this tragedy mine. I was trying to understand why some of these residents were so hostile to visitors, taking the time to post signs like “No Camera Zombies” and “Did You Get Enough Pics?”

We had heard the whispers in Seabright, too. Its 10-foot sea wall couldn’t keep the ocean from meeting the bay, dumping five feet of sand in its streets and pouring five feet of water into some first floors. The sea punched right through beachfront wedding venues and knocked cabanas back against the sea wall, like exhausted boxers clinging to the ropes.

“Sightseers,” I heard someone mutter as we walked down Center Street. If only they’d known that Bjoern lived here 10 years ago. Perhaps they retracted their acrimony once they saw us talking with his former landlord, their neighbor.

I wanted to tell them, I get it. I wouldn’t want my home to be your tourist attraction either. Throughout our survey, I would look away if the seas had ripped out a front door or a bay window, exposing a living room or dining room. I hadn’t been invited into those spaces.

But the Jersey Shore belongs to everyone who lives in the state. We cried for your loss and we bear the burden of rebuilding, too. We are your volunteers, your donors. Don’t shut us out.

Hollywood in NY Harbor

About two weeks ago I was running ‘Aperture’ along Manhattan’s financial district. Passing North Cove Marina it wasn’t the multi-million dollar boat that caught my eye — those type of yachts are always docked there — but a big orange cherry-picker with a huge diffuser seemed out of place. I also noticed a large camera crane and people dressed in black soI docked at a nearby pier, where a security guard explained that they were filming ‘The Wolf of Wall Street’ starring Leonardo DiCaprio, Jonah Hill, and Matthew McConaughey. A quick check with the IMDb database revealed it to be a Martin Scorsese film with the following storyline: “In The Wolf of Wall Street DiCaprio would play Belfort, a Long Island penny stockbroker who served 20 months in prison for refusing to cooperate in a massive 1990s securities fraud case that involved widespread corruption on Wall Street and in the corporate banking world, including mob infiltration.” The streets leading to that part of North Cove Marina were closed off, but with my 70-200mm lens I could clearly see DiCaprio throwing fake money off the yachts’s stern during a ‘take’. According to IMDb the movie will be released in 2013 and should you watch it, keep an eye out for a grey RIB in the background of the scene.

Fabio Buzzi Races New York to Bermuda

Fabio Buzzi talks about his record attempt just minutes before he departed Liberty Landing Marina at 16:00ET on September 27, 2012. He set a new record of 17 hours and 6 minutes running his FB41 — a 40-foot boat originally designed and built by him for military use, and powered by twin 650HP diesel inboards — from New York to Bermuda. Leaving the marina, his waterline sat 3 inches below as he was laden with 900 gallons of fuel. His crew of five included Roberto Rizzo (pilot and responsible for on-board electronics), Antonio Binda (engineer and chief mechanic of FB Design, he physically built this boat!), Emilio Riganti (pilot), and Maurizio Bulleri (Italian TV/magazine journalist, and former offshore pilot). The photo above shows Buzzi passing Ellis Island as he left New York Harbor.

200 mph on the Hudson

This past weekend, Aperture was chartered to cover the New York Super Boat Grand Prix event on the Hudson. On Saturday, the offshore powerboats conducted their test runs, and rescue divers were staged on board our boat in case one of the speedboats lost control and the pilots needed extraction.

Sunday morning we set the turn-makers for the six-mile rectangular course and put out two lines of spectator buoys across the river — one north, stretching from Hoboken to Manhattan, the other row south from Governors Island to Battery Park, before taking on the role as ‘Course Marshal’ for the actual event.

These boats are no joke! Some go as fast as 200 miles per hour, powered by twin 2,000HP turbine engines. I expected them to roar like crazy, but to my surprise it was a high-pitched whining sound.

On Sunday, all classes raced at once — Superboat Unlimited, Superboat Vee Extreme, Superboat, Super Vee Limited, Superboat Stock, Manufacturer Production P1, P2, P3 and P4 — for a total cash prize of $75,000.

It’s not the prize money that lures these professional offshore powerboat racing teams to New York every year, explained course marshal Randy Mearns. It’s the challenge and bragging rights.

After running laps for about an hour, the event concluded safely and only a few boats broke down during the race.

The 22nd Annual Super Boat Grand Prix had set up camp in Liberty Landing Marina and I’m looking forward to their return next year as this is quite a spectacular sight and photo opportunity!

Sewage Spill Turns Attention to Hudson Plumbing

Most people are horrified by the thought of three millions of gallons of raw sewage spewing into the Hudson River.

Not Captain John Lipscomb of Hudson Riverkeeper.

“Accidents like this come and go,” he told me Friday on the phone from his boat docked on the Hudson in Ossining, N.Y., though he would have been out sampling had it not been raining. “But the chronic releases are happening all the time.”

The spill at a Westchester water treatment plant threatened to cancel Saturday’s Ironman triathlon, and environmental advocates seized the opportunity to shine a light on the regular dumping of raw sewage into New York City waterways.

“The issue for the triathletes isn’t what’s happened in Westchester, but what’s happening in the harbor,” given heavy rains on Friday, says Lipscomb, who has been Captain of Riverkeeper’s research vessel for 12 years. “From our data, we can see that chronic releases are much more significant than accidents.”

Fourteen wastewater treatment plants in New York City, and a handful in northern New Jersey, collect and filter the excess from sinks and streets alike. Much of the metropolitan area is on a combined sewer system, where the pipes that carry refuse from toilets eventually meet with those funneling away rainwater. All of it is scrubbed before being discharged back into local waterways.

Normally, the system works fine, Lipscomb says, and major accidents like the Westchester spill are rare – although an accident at a plant in Harlem poured hundreds of millions of gallons of untreated sewage into the Hudson last summer.

But after a decent rain, the combined sewer system can get overwhelmed, opening valves that send a mix of sewer and rain runoff sloshing into natural waterways.

Engineers say it’s the more palatable alternative to having raw sewage bubble up in residents’ toilets.

Every year, about 28 billion gallons of this “grey” water flow from 460 outfall sites around the city, with an additional 23 billion gallons from more than 200 sites in New Jersey, according to estimates from the Environmental Protection Agency.

Not all of that is concentrated sewage. Since it’s diluted by rainwater, about 20% of the mix comes from household drains, Lipscomb says. Still, that amounts to hundreds of millions of gallons of straight sewage leaking into local waters during each of the the Hudson River area’s average 50 storm events per year.

Riverkeeper has been detecting these discharges during monthly sampling. Below deck in their research vessel is an oven-sized incubator that reveals within 24 hours the level of Enterococcus in water samples.

Few in this bacteria genus are harmful; they’re present in the guts of most species, including humans. But abnormally high levels indicate that untreated sewage has found its way into the water.

Lipscomb’s complaint is that residents have no idea when levels exceed those considered safe for recreation.

But that’s changing. On Thursday, the same day as the Westchester spill, New York Gov. Andrew Cuomo signed into law the Sewage Pollution Right to Know Act, which will require public notification of all raw sewage spills, even those permitted during normal rainfall events.

“It’s almost like a setup,” Lipscomb says. “I was out collecting samples during the event and got an email saying the governor had signed the legislation.”

He says the city has taken other steps to alleviating the problem, like building additional rain gardens and diminishing the amount of impervious surfaces to lessen the volume of water hitting the sewers. It’s less costly than revamping the wastewater treatment infrastructure, which would run a multi-billion-dollar tab.

The New Jersey Department of Environmental Protection says it, too, has been trying to find a reasonable solution to its combined sewer outfall issues. DEP spokesperson Larry Ragonese told me the agency has added more control measures, such as filters, to 83% of its outfalls, and another 13% are under construction.

Over the past decade, about a quarter of combined sewers in the state have also been tied into other systems that don’t mix sewage and rainfall, Ragonese said.

And some municipalities have been taken to task by the EPA to upgrade, including Jersey City and Perth Amboy, which will spend $52 million and $5.4 million, respectively, on updating their systems as a result of settlements with the agency.

Ragonese says the DEP expects to release an updated plan for its combined sewer permitting process within the year – something Debbie Mans, executive director of NY/NJ Baykeeper, says is a long time coming. Her group, along with the Hackensack Riverkeeper, filed suit last year against the DEP over its slow progress.

As intimidating as regular sewage spills sound, their actual health impact is much harder to pin down. Though health officials have established safe exposure limits, swimming in places exceeding those thresholds doesn’t guarantee an infection.

Nor is there any sure-fire way to trace an illness – with water-borne disease, it can be anything from an ear infection to dysentery — to a specific exposure.

“If you swim in contaminated water and get sick 24 hours later, you don’t know if it’s from your salad, the food at the deli, or your dog,” Lipscomb said. “It’s hard to source it.”

The lack of hard evidence doesn’t mean he’d take his chances. When asked if the Ironman challenge should have gone on, as it did on Saturday, Lipscomb said it probably wasn’t the best idea – but not because of the Westchester discharge.

It was Friday’s rains, he said, that would have kept him on dry land.

Diving the Rum Runner

We cast off at 7:30 a.m. with a promising NOAA marine forecast. Two foot seas and less than ten knots of wind – pretty much ideal conditions to hit a wreck further out.

I decided to shoot for the Lizzie D, a prohibition rum runner that sank in 1922 laden with crates of illegal whisky. Sitting upright in the sand at about 80 feet, she’d make a good first Northeast wreck dive for Joe’s student Alison.

The twenty-two nautical mile boat ride from Manhattan took just over an hour and a set of good numbers put us directly on top of the wreck. The sonar signature confirmed the location and we dropped a mushroom anchor with 100 feet of line and a buoy to mark the position.

Dive-master Joel splashed and descended the anchor line. He gave three good tugs to signal a successful tie-in and we moored the boat to the buoy and activated the drift alarm on the chart plotter.

The visibility looked promising and after a dive-site briefing Joe, Alison and Gary geared up and back-rolled over the gunnel. They planned to do an orientation dive on the wreck and go through some deep water drills.

I kept anchor watch, traced bubbles, and spotted a shark cruising by on the surface. After forty minutes Joel came up the  line with an almost intact rum bottle in hand. Fifteen minutes later the rest of the crew surfaced – all stoked by visibility and condition of the wreck.

During their ninety minute surface interval I jumped in and cleaned the bottom of the boat. The weather seemed to be holding out nicely so the divers swapped tanks and Gary studied the 2012 fishing guidelines aka ‘dinner menu’ while prepping his spear gun.

This time Joe, Alison and Gary descended first while Joel and I went over the un-tie procedure. He then splashed twenty minutes into their dive.

Alison surfaced with two half bottles – not bad for her first time diving this wreck, Gary with two fish, and Joe happy to have certified two more students in specialty courses.

Once they were aboard I started the engine and we cast off the mooring line to give it slack. Joel untied from the wreck and sent the anchor to the surface with a lift-bag, starting a floating decompression under his surface marker.

By now the wind had picked up, the seas were building and white caps started showing. A sign to get underway and head back to port.  As we got within cell phone range I checked the radar and saw some rain over New York Harbor. Only green colors – no yellow or red. That changed by the time we were off the Staten Island coast. Rain set in and soon turned into hail dropping visibility to a mere twenty feet. Running around the weather system wasn’t an option, as we were bound by the Brooklyn shore to our east and New Jersey to the west. The sky looked threatening and though we were only five minutes away from safe harbor I did not want to run the boat through this storm cell so I turned about and headed back towards the Verrazano Bridge – to not be the tallest object on the water.

The next fifteen minutes were truly spectacular! A lightning show better than the Macy’s fireworks. Fog horns from freighters sounded through the punishing rain and our gear got a thorough fresh water wash-down.

As quickly as the sky turned dark, it became light again and we crossed New York Harbor making it back to the dock within fifteen minutes.

It was a great day of diving and a reminder of how fast these thunderstorms can pop up. I’m looking forward to going back out to dive the U.S.S. Turner later this month, as well as to investigate some new sonar targets.

MAYDAY South of Hell Gate

The broadcast came across the VHF at 11:25 a.m. that Saturday: “MAYDAY, MAYDAY, this is the sailing vessel Blue Moon. We’re stuck below a bridge on the East River by Roosevelt Island.”

Escorting a NYC Swim event, I happened to be less than two miles away from the described location, and able to respond to the mayday call. When I arrived on the scene within minutes, her mast was lodged mid-span of the Roosevelt Island Bridge, and the strong current had turned the 35-foot hull broadside, leaning her 40 degrees. Water was washing over her starboard gunnel as two sailors in red life preservers took the high side, fearing the boat might not stay afloat much longer.

NYPD Harbor Unit’s 35-foot response boat #351 also arrived on scene and picked up the distressed boat’s crew from the downstream side. Meanwhile, an FDNY rescue truck stationed itself on top of the bridge. Sparks flew as the team cut open a metal gate for two rescue divers to access a ladder that led them down the stanchion of the bridge. The firefighters asked to come aboard my boat and use her as their stand-by vessel while they assessed the situation.

Next, a 55-foot “Kenny Hansen class” NYPD launch arrived and tied off Blue Moon’s halyard to their bow in hopes of pulling the mast free. But the halyard stood no chance. As the twin 740-HP Detroit diesels lurched, it snapped and whipped back at the boat.

FDNY’s new 64-foot fast-response boat ‘Bravest’ was there within minutes as well, and took station upriver of the bridge. This boat can pump over 6,000 gallons of water per minute, and the lettering of the vessel’s name was cut from steel salvaged at Ground Zero.

The NYPD and FDNY secured the scene and determined that the best course of action would be to summon a bridge operator and wait for the lift-bridge to open and free the boat.

The situation was under control, and I returned to the NYC Swim event, with a renewed sense of vigilance to the swimmers. The whole episode is a reminder of the extreme difficulties posed by the East River’s notorious 5-plus knots of current.

NYC Swim: Brooklyn Bridge

I haven’t gotten up at 3:45 am since my days at the New Jersey TV station News 12, but this morning I wanted to hit the road early to meet NYC Swim‘s race management on the pebble beach by Brooklyn Bridge Park before sunrise. The roads were still empty. Within 30 minutes I made it to Liberty Landing Marina and cast off just before 5 am. It was dark, but the navigation lights and chartplotter threw a neat light on the deck as I ran the boat around the southern end of Manhattan and up the East River.

We picked up the course markers — five-foot-round, bright yellow and orange buoys connected to a rope, with chain and anchor — and started placing them under the Brooklyn Bridge and across the East River, marking the route for more than 400 swimmers that would soon be racing across the channel.

As the sun was coming up, swimmers, kayakers and other support boats started arriving. Photographers from the Wall Street Journal and the New York Daily News came aboard to get closer to the action.

The USCG and NYPD were on scene and closed the East River to all boat traffic shortly before the first wave of athletes splashed at 7:15 am, competing in the 1K swim under one of the most famous bridges in the world. Bruce Brockschmidt, 45, of Mount Laurel, N.J., placed first, making the crossing in an impressive 13:09 minutes.

A few swimmers had to be rescued for various reasons, but most made it to the finish on a small sand beach at Dover Street in East River Park. As always, this was a very well organized event and I’m looking forward to working the next NYC Swim on July 28th at Governors Island.

Hugo Boss Crew Transfer at Ambrose Light

As Alex Thomson sails for the starting line at Ambrose Light off New York aboard the IMOCA Open 60 Hugo Boss, his crew transfers onto New York Media Boat’s RIB running alongside at about 20 knots. Thomson is attempting to break the transatlantic record in preparation for the Vendee Globe later this year. After all three crew were in the RIB we stationed just north of the ‘A’ buoy. Simon Clarke sighting it due south and waited for Hugo Boss to cross the line, marking the time.

Alex Thomson, BOSS Prep for 4th Solo Round-the-World

You’d think a man who executes a swan dive off the keel of his sponsored 60-foot sailboat in a tuxedo or entertains Ewan McGregor at sea might exude a certain arrogance.

Not so for British sailor Alex Thomson. In fact, one of the first things he told me in our brief conversation at Manhattan’s North Cove Marina aboard his Hugo BOSS Open 60 was that he’s failed his first three attempts to sail singlehandedly around-the-world.

First, there was the structural damage in the 2004 Vendee Globe, some apparent breakdown of carbon fitting that caused boom trouble.

Then there was the keel damage in the Velux Five Oceans Race in 2006, when Thomson had to be rescued by fellow British sailor Mike Golding.

In 2008, yet another Vendee went unfinished – or un-started, rather – when a fishing vessel struck Thomson’s yacht, dismasting it as he brought it into port for the race start.

In an extension of this streak of bad luck, Thomson was hospitalized with appendicitis just two days before the 2010 Barcelona World Race, which he was to tag-team with sailor Andy Meiklejohn. (Though this setback wasn’t all that negative – Thomson got to be present at the birth of his son).

When we met him that Saturday night at North Cove, Thomson seemed far from disheartened. He was below deck at his navigation table testing and demonstrating electronics to some of the crew as we came aboard.

We weren’t exactly stowaways. Earlier in the day, Bjoern had ferried some of the BOSS sailing team across the Hudson to Liberty Landing Marina in Jersey City, where the boat was initially docked. The crew had to move it back over to New York, but ferry service wasn’t running. Bjoern’s SeaRider was, of course, and he took the crew aboard in exchange for a promise of beers and a tour of BOSS.

Thomson had a week of hospitality sailing ahead of him but was happy to tell us about his upcoming round-the-world attempt. The 2012 Vendee Globe gets underway on November 10, leaving from Les Sables-d’Olonne in western France.

Barring any health or dismasting concerns, Thomson will likely be at sea for some 100 days. The winner of the 2008 Vendee did it in 84 days – but that’s the advantage of a trimaran over a monohull. (The winner was actually FONCIA, which Bjoern recently photographed during the KRYS Ocean Race stopover in New York).

Perhaps luck will be on his side this time. The latest trip across the Atlantic to the states only took 12 days, and Thomson and co-skipper Guillermo Altadill finished second in last fall’s Transat Jacques Vabre.

It’s probably true, then, what they say about Thomson on the Vendee website: “The day he makes it all the way round, Alex will be a real threat.”

MOD70s Squeeze into North Cove

Kristina and I were having lunch at Liberty Landing Marina when we spotted the first mast approaching at an impressive speed despite the calm wind. I grabbed the boat keys and headed for SeaRider. Jean Marc Normant, the technical manager for MOD 70 KRYS Ocean Race had hired me to assist his newly designed 70-foot trimarans make a smooth entrance into the tight opening of North Cove Marina at the southern end of Manhattan.

It was borderline intimidating as these boats quietly flew past Ellis Island under full sail swarmed by media helicopters. I put the throttle down and went to pick up Jean Marc at North Cove, who would orchestrate the docking.

The boats had just raced from Newport, Rhode Island, to New York with Steve Ravussin’s ‘Race for Water’ in the lead. Now they were staying a few days in New York before the official start of their inaugural transatlantic KRYS Ocean Race, which would take them to the finish line in Brest, France.

Approaching North Cove, I noticed nice custom fenders with KRYS logos wrapped around the marina’s bulkheads. The entrance was a bit narrow for the trimarans and the extra safety measures had been ordered a day earlier.

Jean Marc was at the waters edge working his handheld VHF in French. “Ça va – mind if I take the wheel” he said to me as he walked down the floating dock towards SeaRider.

Sensing his confidence, I agreed, and immediately recognized his excellent boat handling skills.

The organizer had flown in a few zodiacs outfitted with strong outboards to act as tug boats. Their sponsons were wrapped in cloth to prevent scratching the hulls of the MOD70 fleet. The two-man zodiac crews reminded me of cowboys corralling wild horses. They sped out onto the Hudson and strategically positioned themselves below the trampoline on both sides of the center hull, forward and aft in order to best maneuver the trimaran.

Having missed slack tide by more than two hours, they were facing a strong ebb current perpendicular to the 76-foot opening at North Cove, and with a beam of 55 feet they had only 10 feet of clearance on each side if they hit the entrance dead-center.

The zodiacs powered up and pushed the first MOD70 towards the gap at about 15 knots. There was no backing out at this speed. Fully committed, they were shooting for the entrance as the crowd of a few hundred people went silent in fear. Some boat owners were standing by aboard their vessels with fenders in hand. Jean Marc and I were stationed just inside the marina and were ready to assist whatever the outcome would be.

The boat cleared the gap with only three feet to the northern bulkhead. An extremely tense moment – but then the crowd erupted in cheers.

All the while, Jean Marc kept his cool. “One down, four to go” he said, turning his attention back to conducting his symphony telling the next boat to come in a bit slower.

All five boats made it safely to their docks. As Jean Marc disembarked, he thanked me and said he’d see me in a few days for their departure.

Queen Honored in New York

As thousands of boats flooded the Thames for the Queen’s diamond jubilee river pageant, those in the Clipper yacht race flew their Great Britain spinnakers to pay tribute to Her Majesty on this side of the Atlantic.

A parade-of-sail launched Sunday morning from Liberty Landing Marina in Jersey City, sweeping past the Statue of Liberty and nearing the Brooklyn Bridge before docking at North Cove Marina in New York.

Winds rounded the massive spinnakers of the Yorkshire and the Edinburgh, casting a union-jack explosion against southern Manhattan and its rising Freedom Tower, to honor the 60-year reign of Queen Elizabeth II.

London’s larger flotilla included more than 1,000 vessels – the largest river pageant in that city in more than 300 years, according to the BBC.

The Clipper race departs New York on Thursday June 7 for the last official leg of the round-the-world voyage, which got underway last August in the U.K. The fleet of 10 vessels is scheduled to arrive in Southampton at the end of this month after completing a nearly 40,000-mile journey around the globe.

Each boat bears the name of a different city, with Australian, British, Chinese, and American destinations well-represented. Crew comprise a mix of experienced and novice sailors, some hopping on for specific legs, others staying for the full circumnavigation.

The boats return to a busy summer in London, with the Queen’s jubilee rolling into the Olympic games in July.