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  • Sydney

    Despite 1) falling rain, 2) a forecast for thunderstorms, 3) an exposed run through the edge of ...

  • Baddeck

    Baddeck is the largest town on the Bras d’Or Lakes and is famous for once being home to ...

  • Newfoundland to Nova Scotia

    From Newfoundland we made a 150-nm, 24-hour passage to Bras d’Or Lake in Nova Scotia. In ...

  • Last Day in Newfoundland

    Newfoundland is a world-class cruising destination and we’ll certainly be back for more. ...

  • Bay de Vieux

    Bay de Vieux was a microcosm of our Newfoundland trip and a fitting final anchorage. There we ...

  • Maretron N2KView on Dirona

    When we go to sea in Dirona there are usually only two people on the boat. That means ...

  • Grey River

    The narrow entrance channel to Grey River is a gap in the cliffs only 450-ft wide and hardly is ...

  • La Hune Bay

    We entered La Hune Bay past a stubby light perched above a helicopter service pad on a steep, ...

  • Aviron Bay

    You’d think by now that we might be getting tired of yet another view hike with a ...

  • Hare Bay

    We’d been told that we couldn’t really say we’d been to Newfoundland without ...

  • Facheux Harbour

    Facheux Harbour is the longest, at about ten miles, and deepest fjord on the south coast of ...

  • Pushthrough

    The first permanent settlers inhabited Pushthrough, at the mouth of Northern Arm, in 1812. The ...

General questions & comments
  1. Timothy Daleo says:

    The picture of the Amazon boxes is cute. It looks like you ordered another cat in the top box! It is provably one of the only things Amazon does not carry 😉 I know I would NOT be able to outfit our boat without Amazon. Replacement Whale and shower parts, a new helm seat, Perko and Southco latches, tinned wiring, hole saws, 3M sealant, dock lines, Garmin cables, Canbus data converter, LED lighting and ProMariner charger just to name more than a few.

    How is your carpet still so clean?

    • Yes, same with us. Amazon Prime saves us a massive amount of time.

      Thanks for pointing out that one box had a black tail. I hadn’t noticed it but not a total surprise. If anything new shows up on the boat, Spitfire has to immediately inspect it.

  2. Rod Sumner says:

    As a mechanic I would have thought SnapOn would be your preferred brand of tools.
    I guess for one or two times usage cheaper i.e. Chinese suffice!!!

    Looking forward to your blog on changing engine mounts and engine/shaft alignment

    • I just love Snap-On and came very close to using them exclusively when I was an automotive mechanic. It makes a ton of sense to have the best when you using them all day 5 days a week. But, on Dirona, these tools will only get used a handful of times.

      I need them on board to be able to keep the boat operational but I will likely use many of those tools only 2 or 3 times. Some perhaps never. So spending 5x to 10x more for professional tools doesn’t seem like good value.

  3. Gregg Testa says:

    Do you find that there is a mixture of SAE and metric nuts and bolts on Dirona and the choice between them when you start a job is trial and error.

    • We have a lot more metric than SAE but lots of both. For example, the ABT hydraulic fittings, connections, and anthing fabricated are SAE but the hydraulic componets are mostly metric. Knowing the country of origin of the part normally tells you what to expect so it’s not really a problem. All that is new for me is the size of some of the gear requires some unusually large wrenches and sockets and some of the torques are extraorginary. For example, the crankshaft nose bolt is torqued to 671 ft lbs. That is pushing suprisingly hard even with a 4′ long extension.

  4. Steve McCreary says:

    Technology is Grand! I’ve been watching your passage from Nova Scotia to Maine over the last day. When I understood where you were heading from the coordinates provided, I found the marina I suspected you were headed to. Their website had a webcam. Then understanding from all the data posted from your tracking posts it could be seen you’d be arriving sometime after 14h00. I opened the webcam shortly after 14h00 and there you were motoring into the marina. How cool!!

    • Cool. Web cams seem to popping up all over. We got pictures sent to us from Peggys Cove light house within 20 minutes of us passing.

      From the web cam, you’ll know that we picked up a load of diesel. This is our first fueling since Boston. It’s great to be able to be out using the boat daily for 2 months, running the generator, or engine every day and still be able to go 2 months between fuelings. Admittedly, we were starting to get fairly low on fuel needing 1,490 gallons.

      • Steven Coleman says:

        Cutting it rather close weren’t you James?

        The specs for a 52 show 1740 as fuel capacity (which of course could be plus or minus).

        I realize you were probably keeping an eye on where to zip in and take on fuel if needed but I also figure depending on how much you could throttle back my Road Glide would have gone farther on a tank than Dirona could with what she had left.

        It’s a good thing you monitor things so close through that Marethon system, I’ve have been freaking out.

        • You are right that it gets uncomfortable when dropping down below 400 gallons but I remind myself that 400 gallons is nearly twice the fuel capacity of our first boat and is nearly 1/4 of the capacity of this one. It’s really not THAT low. And it’s important that we be confident in our systems and have many redundant checks on fuel levels since, when crossing oceans, we will routine aim to finish the trip with only 10% reserve which is 175 gallons remaining. At the end of this run we had 250 gallons left so it’s more than we would expect to have after a long run at sea.

          We have 3 redundant checks: 1) the sight gauges on the side of the tanks showing fuel level, 2) the Maretron FPM100 fuel level sensors which are are primary measures, and 3) the engine ECU fuel consumed data point. Between them all, we have a lot of data and when we fill it’s normal that our measures be within 2 to 3% and its usually closer to 0.

          Over time we have developed confidence in the system but I fully admit to there always being a chance we will get it wrong and it still has my attention when we are running at lower fuel levels. By the way, the savings in filling up in Maine rather than Nova Scotia was just over $3,000. Just this one trip paid for the cost of the fuel measuring sensors many times over.

          • Steven Coleman says:

            I looked up average fuel costs between Nova Scotia and Maine so I knew there was a possible significant advantage to fueling in the U.S. additionally, I got to thinking I was off on my calculations and you had as much as twice the range I initially figured which running the coast meant as you say it wasn’t THAT low.

            I simply tend to start considering fuel when I draw a tank down to 25%, and in the winter around here I keep things full.

            It’s a big advantage when you know your tanks are clean and with your filtration system what you get is going to be good. And confidence in your measuring devices certainly helps.

            Without your experience and confidence in Dirona’s systems, I’d have still been worried myself.

            Even so, from your posts the experience would have more than outweighed any concerns. Sounds like it was an extremely good time.

            • I 100% agree. As the fuel levels drop below 1/4, we pay much more attention. There are times like when doign a long crossing when it needs to happen but you are right it can make one nervous. In this case it didn’t need to happen but fuel at half the price made it a fairly interesting option from my perspective.

              By the way, I installed the manually resetable dryer over temperature switch that you recommended earlier today. It works like a champ and, if it ever does trigger due to vent plugging, it can be reset by removing the back panel on the wet locker and reaching in the pushing the reset button on the fuse. Nice solution — thanks for the recommendation.

              • Steven Coleman says:

                Cool I’m glad it worked for you and, if you like Chinese food make sure you grab the chopsticks. They make real “wooden dowels” to reset those types of switches.

  5. Timothy Daleo says:

    Slow going due to the current and head wind?

    • Our current slow progress is due to a couple of knot current against us and our wanting to fuel when we get in. Because the fuel dock only has 6′ of water at low tide, we need to arrive a bit later to have ample water. We are aiming for 2:30pm and setting speed to achieve that schedule.

      We last fueled in Boston nearly 2 months and 290 engine hours back so we are running fairly light with 336 gallons left on board in all four tanks. We’re driving to schedule right now and aiming for the harbor entrance at 2:30 and the fuel dock shortly thereafter.

      • Timothy Daleo says:

        Very cool to be back in the US. Two months is a long time between fueling for Dirona. Filters changed quite a bit?

        • Yes we did change the main engine primary fuel filter while up in Canada. It was last changed 6 months ago back in Florida so it went 414 hrs. Normally primary fuel filters run a couple of diesel tank fills but it varies between a low of 180 hrs to a high of 1,000 hrs. I change primary filters when vacuum starts to rise past 5″ of mercury, 1 year, or a 1,000 hrs whichever comes first. With the number of hours we run, the primaries are almost always changed on vacuum rather than hours or time.

          In our fuel system design, the primary filters do the vast majority of the work. The 10 micron secondary filter and the 2 micron tertiary filter are changed on time. All fuel has been filtered at least twice before getting to the two on engine fuel filters so they only see fairly clean fuel.

          • Foster says:

            Have you ever opened up the 10 micron secondary filter to see how much debris it’s picked up? I’m going to assume they have vacuum gauges on them, do you see any changes? I have a similar fuel setup and don’t see any swing on the secondary and when I pull them apart I can’t see any crud. But then I only do about 1000 gallons a year through them.

            • For on-engine filtration, we have a 10 micron followed by a 2 micron. I’ve never opened up the 2 micron filters but the 10s are easy to see. They catch nothing visible but are stained black so they are catching asphaltenes and other small stuff.

              The on-engine filters do not have vcacuum guages (and 3rd stage filter is after the low pressure fuel pump so won’t ever show vacuum). The only signal that these need changing other than time is an ECU code complaining about out of spec pressures. It’s never happened but we have all fuel filtered twice (25 micron and 2 micron) before the first of the two on-engine filters even see it.

  6. Sebastien says:

    Good evening Jennifer and James
    This is Sebastien, we have met you today in Halifax with Yvan my father and brother Frederik. We have enjoy meeting you, and would like to thank you for taking time to talk with us today. Thank you also for signing the book. I have read completely. It is a wonderful book. We are looking forward to stay in touch with you. And seeing you again.

    Thanks again.
    Best wishes

    • Thanks for the visit yesterday and for the beautiful pen. We are underway to Lunenburg this morning in a gentle swell but with heavy fog. If the fog clears, we’ll stop and have a look at Peggy’s Cove and, if it doesn’t, we’ll just head directly to Lunenburg.

      All the best on your boating adventures and we hope our paths cross again in the future.

      • Peter says:

        HI James;

        While in Lunenberg, you may want to stop by Knickles ( red building} and pick up scallops fresh if one of their boats are in or fresh fresh frozen for your ships freezer, both are excellent. Bring cash as credit cards are not accepted. There is /was a n68 in port.

        • Yes, when we arrived we had a 134′ Scalloper beside on one side and the Nordhavn on the other. Knickles is just one pier over. The Nordhavn left last night to be replaced by a sailboat that, interestingly, also shows Seattle as a home port. In front of the Scalloper beside us is the Paul Johansen, a boat we used to see frequently when achoring in the Seattle area. So, there are three Seattle boats on 2 side-by-side piers.

        • Peter says:

          James ,

          The retail store is on Montague St, to the right of your dock . I looked over your boat this am , it looks well found and is attractive..


  7. Skip N. says:

    What device do you use to record your personal tracks? You obviously carry it on your hikes as well as while in the tender. Just curious.

    • For tracking on hikes and other trips without Dirona we use an Android cell phone running Google My Tracks ( For some reaason, Google recently stopped supporting My Tracks and it’s no longer available for download from the Play store.There are a large number of fitness focused apps available and we tested quite a few after Google announced the termination of My Tracks. Surprisingly, even the commercial apps weren’t that great. We ended up starting from an earlier version of My Tracks that had been released as open source. We built and made some fixes to it and that’s what we are currently using to record the personal tracks.

  8. Steven Coleman says:

    Hello James,

    It’s hard to tell much about the water from the picture however, there is a crane on a barge I’ve seen along the Missouri River that could easily reach that far with that caboose.

    Or they could have set it with a helicopter.

    I use to wonder the same thing as most of the small railroad towns we ride through seem to have a caboose sitting in the middle of nowhere.

    One farmer told me he set his by dragging it with a 1948 8N Ford tractor.

    • For sure, there are many barge hosted cranes with sufficient reach to get there from the water but there isn’t sufficient depth for a barge near to shore in that area. The Helicopter solution can lift up to 20,000 lbs but I think a rail caboose is closer to double that at 25 tons. I don’t know of a helicopter with the lift capacity. I suspect the person you met that dragged the caboose in via tractor was probably closest to the solution employed here. I’m guessing hard work, creativity, and patience were a big part of the solution.

  9. Rod Sumner says:

    J & J:
    I did many pub crawls around Auckland in my student days, many years ago.

    However your world wide pub crawl cruise is one for the books.


  10. Tim Kaine says:

    I am curious as to how long you have been using the Maretron system on your boat?
    Are these failures of the sensors expected or unexpected based on time used?
    At least to me it seems you have had a rash of sensors going bad so just wondering if this is from wear and tear or something deeper.

    • Tim, I’m pretty sure there has only been one Maretron device issue over the last 6 months and that was a recently discovered DSM250 that started producing bus errors. The other data related problems were a loose connection in the NMEA2000 bus cusing spurious noise which was a simple fix not requiring device replacement. We also replaced a Northern Lights generator oil pressure sensor.

      The Maretron components seem to be quite stable and we’re generally pretty happy with it.

      • A quick update. When I reported earlier that I had only had one Maretron device failure in the last 6 months, it looks like that one failure should actually zero. I took out the “faulty” DSM250 today that was producing all the bus errors and it tested out fine. The problem cause was a poorly fabricated field installable cable between the main bus and the DSM250 producing the errors.

        That is two connection problems in the last 6 months. One a loose knurled connection between a Tee fitting and the power lower inserter and the other was this bad drop cable. Good news across the board.

  11. Gregg Testa says:

    In your photo you are showing the the hydrualic oil leak to a weeping O-ring repair. I notice there are 3 one gallon antifreeze or coolant containers… would it be a concern that perhaps where these gallon jugs are stored could be punctured from the surrounding sharp edges or hose connections. I ask because I am always on the look out for potential problems. ex: why is there coolant in the bilge pump

    • Yes, you are right Gregg. I have in the past had leaks of almost every stored liquid. Causes range from using excessively thin plastic containers, old containers where the plastic is getting more brittle, placing them on uneven surfaces where the point loads are excessive, and abrasion from nearby equipment interfering with vibration. It took a few faults in the first couple of years to find those places where things were right but it’s been pretty good for the last few years.

      These decisions are a bit of a ballancing act in that it’s a small boat and we like to carry a lot of fluids and spares so we need to use spaces that are small and perhaps not ideal. Choosing good locations and using strong containers goes a long way to eliminating the problem but boats in rough water can take a real beating so there will be leaks. That’s why we keep the bilge dry. If there is a leak, we can see what it is right away and eliminiate the problem quickly.

      This is also why we find super tiny hydraulic or other leaks that have not yet made a mess or caused any operational problem. Even trace residues are noticed so, for example, the last O-ring we replaced hadn’t leaked more than a couple of ounces before being detected and fixed.

      When it comes to leaks, fixing early is cleaner, less likely to lead to equipment failures, and way less work to clean up.

  12. Steve McCreary says:

    Hi, is anybody else having difficulty viewing the map? I had access for the last week or so, however the last two days I keep getting a “Loading Map….” in-place of the map.

    James and Jennifer we really enjoy your site, get technical as well as travel log. Keep up the great work!….and most important enjoy!

  13. Timothy Daleo says:

    No pictures of Dirona and Theodore Tugboat?

    • Even better, here is live footage of Dirona between Theodore Tugboat and the HMCS Sackville, with CSS Acadia on the other side of Theodore:

      • Timothy Daleo says:

        Excellent parking spot. Saw it on Dreamers. Hope to see a few high-res pictures later. How are you getting up on the dock? Is there a lower not visible on the camera? Hope your shoulder is better!

        • You can’t see it from the camera view, but we’re tied off to a floating dock similar to Theodore, with a ramp up to the wharf that is not visible on the right of the shot.

          It’s an awesome spot right downtown. We walked to the Historic Properties last night and had dinner along the waterfront while watching the ferries go back and forth to Dartmouth. Then we walked to the commercial port along the waterfront boardwalk, stopped in at a local brewpub and finished the evening on the flybridge. Halifax is a very cool city.

          We’ll post some higher-res pictures soon. And my shoulder is doing well, thanks for asking. I still have the annoying pin to deal with, but no pain or nerve issues.

  14. Rod Sumner says:

    PS the formatting was lost!!

  15. Rod Sumner says:


    I looked at the specs for those strainers and the wire mesh screens are most likely standard mesh screens

    Mesh Size (assuming square mesh) 30 40 50
    Opening size (inch) 0.0234 0.0165 0.0117
    Nominal wire diameter mm 0.39 0.29 0.45

    % open area 30 31.40 20.35

    Assuming you opted for 30 mesh, depending on the diameter of the wire used to weave the screen % open area changes

    Wire Diameter % Open area

    0.381 mm 30.1

    0.191 mm 59.9
    The strainer manufacturer should be able to give you the % open area

    Hope this helps


    PS I spent 40 years in the abrasive industry where screens are intrinsic to the abrasive grain sizing process

  16. Timothy Daleo says:

    Sherewink looks a little shallow. Where ya’ going?

    • Yes, that was a very shallow passage and, at some points, the buoy placement and channel routing are very different from our charts. Now that we are out in open ocean, the wind is on the bow and the swell is bigger than expected so we will likely tuck in soon. Perhaps Port Howe.

  17. Andrew Hunter says:

    Would make sense to add a strainer or coarse filter in-line after impellers so that when they do fail, it would be quicker and easier to find and remove the debris? Maybe just raw water impellers since they have a higher chance of obstructions which could cause impeller failure.

    • Good suggestion Andrew. Currently there is a “strainer” of sorts. They heat exchanger captures any impeller parts but, to open it up, requires draining the coolant out of the system. Having a strainer inline ahead of the heat exchanger would be a nice setup. Even nicer for the hydraulic system where the heat exchanger is far more difficult to access and clean. Because the heat exchanger in either case will be partially blocked by broken impeller fins, it’s important to invventory the impeller that is being removed and, if any parts are missing, to find and remove them.

      If I can find any small in-line 3/4″ strainers that are robust (since this is a below the water line application), I’ll give it a try. Thanks!

      • Steven Coleman says:

        Depends on what you mean by “Robust” James,

        You could also search for Zurn Strainers.

        • Those look super strong but the screens look fine enough and small enough that I would worry about flow reduction since we don’t have 10s of PSI of water pressure helping us in this case. I like the idea though. This strainer is much courser screen so less likely to plug and it has much more surface area to cut down on the flow reduction:

          The dowside of this unit is it’s nylon ratehr than metal but nylon is fairly durable and used in some below the waterline through hull applications.

          • Steven Coleman says:

            Hello James,

            You know what you are trying to strain better than I do, if you’ve found something that will work go for it.

            I just want to point out since you appear hesitant about using nylon, that you can get different screen options. The size of these strainers of course will always limit you on surface area however, how big do the impellor particles have to be before they are an issue? Is that all you are trying to catch?

            Of course it would be nice to catch everything however, is a particle the size of a grain of sand really going to cause an issue especially since they appear to be something other than metal?

            I randomly picked the spec sheet for one of the strainers. Scroll down and look at the screen options. The standard #20 (twenty strands per inch) is larger than a #50 (fifty strands per inch). There are also options for perforated cages.

            If you where planning a hydronic system with hundreds if not thousands of feet of pipe and circulating pumps on a VFD, pressure drop across a particular fitting would be a consideration. On Dirona I can’t imagine you’d see a difference.

            I’ve been wrong before though.

            • Steven Coleman says:

              Forgot to include the link


              • Thanks Steven. I like the Watts parts because they are bronze rather than plastic. My only concern is the relatively small screen surface area on these units. These raw water pumps move large volumes of water but don’t produce much pressure so back pressure is a problem.

                For this application more screen area would be helpful. And, as you guessed, I really only need to block debris down to 1/4″ or so so very course screens down around 10 strands per inch would be fine. The standard 20 strands would probably also be fine but I think I need fairly substantial screen surface area to avoid risk of plugging or back pressure causing the pump impeller to fail earlier.

                Thanks as alwasy for your suggestions.

                • Steven Coleman says:

                  Well, if you have room for a scoop strainer and really want bronze take a look at these.


                  I don’t know if it would make much difference since the scoop is still made of some type of plastic. They are however intended for marine raw water applications.

                  What you’ve already picked seems to be just as good to me though.

                  I saw a lot in interesting stuff (to me anyway) in their catalog.


                  • As always, very helpful Steven. I’m actually comming around to your original recommendation to use the Watts LF777 with a #20 screen. Apparently my earlier posting that these vane pumps are not able to produce much pressure was incorrect and they can do upwards of 40 PSI (from Bob Senter of Northern Lights). Still, even with the ability to produce pressure, back pressure is worth avoiding since it can lead to early impeller failure.

                    The more I think through the options and the more advice I get, the more I like the metal Watts for it’s vibration and heat stability and it’s ease of service. A #20 screen is all we need and it’s quite coarse so back pressure is less of a concern.

                    You also sent some other strainer possibilities including the Groco ARG strainer. That is what is on the intake to protect the pump. There are is one big strainer for each of HVAC, Generator, Wing Engine, Hydraulics, and water maker. All the other systems except the water maker need no further filtration. What we are contemplating here is putting a course strainer after the circulation pump on the gen, wing, and hydraulic system to catch failed pump impeller parts when one fails. All three of these systems use 3/4″ hoses so the 3/4″ Watts LF777 with a #20 strainer might just solve the problem. I leaning towards giving it a try. Thanks for the design help.

  18. Gregg Testa says:

    On the raw pump impeller did you replace the rubber o ring or clean it up and reuse also how would you clean up the mating surfaces? Would you use a fine scotch brite pad?

    • I usuall remove the O-ring, clean it, lube it with Silicon and while I do that I will have felt it all the way around. If I find any nicks or imperfections, I replace it. I usually clean the the face with fine emery cloth. Your suggestion of Scotch Bright pads is a far better solution.

      This time I just slapped in another impeller and didn’t clean up the surface or even check the O-Ring since I just replaced the impeller 2 monnths ago and everthing has been recently cleaned and looks good.

  19. Timothy Daleo says:

    James, Jennifer and Spitfire,

    We are three weeks out from our N40 Due North trip leaving from Vancouver. Any destinations within a 100 miles or so you would recommend? We have six days total. Any advice would be appreciated!

    • There is a lot of really great cruising in that area. You could go North to Desolation sound but it’s tight in 6 days. Princess Luisa inlet is incredible but it’s a fair distance as well and it’ll be crowded and will require stern tieing. The Sunshine Coast is much nearer and very nice but I think the best trip for your timeframe is to cross the straight of Georgia which will give you some time in open water to get a feel for the boat. Then you have go through the Gabriolla passage. Anchor in Silva Bay — perhaps head in for dinner at the pub. You have to time the currents in Gabriolla passage. Another option is to go across to the Nanaimo and visit there and then head south down through Dodd Narrows. Again you need to time the current correctly.

      Whichever passage you elect to cross, you are then in the Gulf Islands with an amazing variety of places to visit and anchor. Pick up a copy of the Wagonner Cruising guide to get a view of all the great locations. Some to look for: Montague Harbour, Prevost Island, Ganges Harbor, Thetus Island, Pirates Cove, and Silva Bay. You could spend months in that area and still be enjoying it. Have fun!

      • John Worl says:

        On the sunshine coast side are three good destinations – easy to reach – a) Pender Harbor (John Henry’s), b) Secret Cove and, c) Back Eddy Marina to walk over to Sechelt Rapids. This summer we took a brief side trip into Desolation but blew past the normal anchorages (and crowds) to visit the newly refurbished docks at Toba Inlet Marina. Wonderful cruising, no crowds and relatively close. Without going that far north we really do like Silva Bay. The anchorage has had derelicts cleaned out but anchoring is still tight during high season. We like Pages Resort for the new docks there and easy walk to the Pub. Gabriola Passage always seems much easier than Dodd Narrows. Less traffic and a clear shot (no blind corners).

        James mentions Prevost Island – 4 different bays of varying natures. We like the solitude of Annette Cove there.

        • Timothy Daleo says:

          Thank you both. I just got the 2016 Cruising Guide as you recommended so I will have to read up on some locations! Rob mentioned the Gulf Islands and with only six days we will probably stay around there.

          • Good plan Timothy. Have a great time in the Gulf Islands. It’ll be a good chance to enjoy one of the nicest cruising grounds in the world while learning about True North specifically and Nordhavn’s in general.

  20. Jonathan says:

    Another big Oops:
    This is a video of damage the Carnival Vista did coming into an Italian port; it would have been horrendous if you were staying in the marina!
    With some of the stays you have had in marinas near large ship traffic, it is fortunate you haven’t witnessed any major accidents.

    • I’ll check out the video when we are on cheaper connectivity but, yes, these events due happen periodically. My father worked for BC Ferries in Victoria so I used to hear about the odd mistake where reverse gear couldn’t be engaged or a captain came into the dock a bit hot. It’s amazing how fast even “small” accidents can run up into the millions of dollars. A friend had his boat totalled in British Columbia’s Horshoe Bay in an event that sounds similar to the Carnival Vista accident but the Vista is nearly 3 times the size and packs a far bigger punch.

      It’s usually recreational boat operators that pose the biggest risk and there are more of them around small boat marinas — we have been lucky to avoid being on the recieving end of one of these mishaps.

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