Riding a motorbike in Vietnam’s Ho Chi Minh City (HCMC) in the spring of 2019.
This is a short, 15-minute video taken from my Suzuki Hayate motorbike while driving in the western area of HCMC Tan Phu. It shows driving along the streets and all the ways one must stay vigilant to drive safely and securely.
Vietnam is a motorbike country. Virtually everyone has one, though some still get by with a bicycle only, like Ti’s late mother. The motorbikes here are all 150 cc or less. They consume very little gas, getting about 36 km/liter of gas (85 mpg). There are a few larger motorcycles, very few. My guess is they are taxed my higher like cars (with a 100% to 300% VAT).
I’d estimate that for every 1,000 motorbikes (<150cc) there are 10 cars (half of which are taxi), 1 large motorcycle and 10 to 15 trucks.
While I said, that city driving is pretty safe. Intercity driving is downright dangerous. Number one reason is truck drivers (18 wheelers) who are reckless due to lack of sleep or drug use. The government has been trying to crack down on these abuses, but…
While initially upon arriving in HCMC in the spring of 2017, I found the traffic very chaotic. As I watched and observed over the coming days and weeks, I understood the system better and actually found the system pretty transparent. It was simple:
Don’t hit whatever you can see.
That means, it you hit anything, it’s your fault. If anyone hits you, it’s their fault.
Doesn’t get more simpler than that. And in fact, since many of you reading this are boaters, it’s similar to how the COLREGS are interpreted for ships and boats. Even when people do stupid stuff in front of you, the captain is still obligated to avoid it.
So, in that sense, the traffic in HCMC and Vietnam in general, seemed almost normal.
An example, (besides the ones you will see in this video, like drivers going against traffic or making U-turns just in front of you) in my early days, the street I was on had a line of 4+ wheel traffic in the left lane (which is normal, cars and trucks stay left). We come upon a little construction obstacle, so all motorcycle traffic is restricted to about half a lane or smaller, allowing only two motorbikes side by side. All of a sudden, a motorbike stops in the right side, because the driver is answering his cell phone!
Everyone is now funneled to a single file. No one complains, or says anything to the stopped driver, who essentially stopped in the middle of traffic.
No road rage, no nasty comments, just a few quizzical glances.
It means we must drive defensively all the time. While I have had a few close calls, I did have one accident that was caused because I was looking at Google Maps on my phone and while my head was done looking at the directions I had to go, a motorbike turned in front of me and I T-boned him.
What he did was stupid, but had I been paying attention, I would have bared left a bit and passed behind him.
Not too much damage, only a hole in my shirt and arm and on my foot and shoe, as it scrapped on the pavement. The other driver was very apologetic, as I was. He was up first and helped me and my moto up. This is very normal from what I have seen, though I must admit, I have seen very few accidents in my two years in Vietnam.
Also, the accidents I have seen have been all very minor.. that’s the main advantage of a motorbike community. The speeds are relatively low, 40 mph is going really fast. Most traffic is 15 to 30 depending upon traffic and conditions. Also, motorbikes are not too heavy, so not much mass.
During my accident, I was going about 15 mph. I broke my right handlebar mirror and that’s it.
Let me know by Liking or your comments if you like this type of video, if so, I have many more.
20200725 Anchoring on a Lee Shore in a Gale in Southeast Alaska – The Devil You Know…
As I have said before, this is my 7th year with Dauntless and 6 years with my 55# Delta anchor, so I sleep well at night on the hook.
We were cruising from Wrangell to Juneau, 148 nm, normally three days, but we wanted to do some halibut fishing and we didn’t need to be in Juneau until the following Wednesday, giving us 6 days.
We left Wrangell Friday morning on an out-going tide, giving us a push through most of Wrangell Narrows. Outside of Petersburg, at the north end of Wrangell Narrows, the current will abruptly change from a plus 1 knot to a minus 4 knot current. When this happens, we anchor just off the channel and wait a couple of hours for the slack. That’s what we did on this day also.
Even with our stop of a little less than two hours, we arrived in Farragut Bay about 20:00 Friday evening, dropped out shrimp pots and crab pot and anchored on the south side of the large bay. It is an open anchorage, but suitable for good weather with no swell.
We knew a storm was coming, with increased south-easterly winds throughout the day, Saturday and into Sunday. Our plan was to fish a bit Saturday, check out another anchorage, but ultimately head to our Read Island anchorage where we had anchored two times previously, one time with very strong southerly winds (which meant we were anchored off a lee shore)
We fished a few spots, but no luck, as the winds picked up to 15 to 20 knots, the seas inside Farragut Bay did also, with 3-foot waves. We decided to pull our shrimp pots, which in hindsight turned out to be a mistake. It was not fun with those winds and waves and stressed Ti out more than was necessary.
We then headed to the east side of Read Island, where we could anchor for the night, but first did another hour of fishing in a spot Ti had noticed a small fishing boat last time we were here.
About 17:00 Saturday, we were anchored in our Read Island cove. I let out 140 feet of chain plus our 30’ nylon snubber bridle. The spot we anchored was roughly the same as the first time when we had seeked shelter here during another storm earlier this summer. The initial anchor bearing was 80’ @ 243° in winds that were already SE to SW at 8 to 15 knots.
The previous storm had produced winds 15 to 25 knots in this cove. I was quite stressed as it was a lee shore, but we pretty much stayed right where we anchored. This informed my opinion for this coming storm.
We were anchored in 37 feet of water under the keel. Had it not been off a lee shore, I would have let out another 100+ feet of chain.
The winds were 15 knots gusting to 25 thru the evening. By nightfall, it was raining heavily and between the rain and the darkness, I could not even see the nearby shore a couple of hundred feet away off our beam. Thus, the lack of any decent videos or pictures.
Just before midnight the winds came down a few knots, but as they say, this was the proverbial calm before the storm, as by midnight, the winds were rapidly building again. It was to last almost 24 hours, with half that time with winds above 20 knots, peaking to 40.
I was happy to go to sleep before then, but Ti was a nervous nellie, waking me up every half hour to tell me the wind was blowing, and the boat was rocking a bit (though not really). The first couple of times I got up to check everything to maintain marital bliss, if nothing else, as it was pitch black outside, with heavy rain and wind. I could see nothing. At midnight, the anchor bearing was little changed in direction or distance.
While the winds were high in this cove, there was really no swell or waves, at most a half foot, making it a little rocky, but hardly noticeable in the scheme of things.
I went back to sleep, but Ti would still wake me up a dozen times until morning; I’d reassure here and go back to sleep.
Civil twilight was about 04:00, with sunrise 45 minutes later, so that’s when I got up again, as I could no longer use the excuse to Ti that it was dark out and I couldn’t see anything.
So I was up, in the pilot house, watching as the storm peaked about 06:00 with winds gusting to 40 knots and a steady 20 knots, but for the next 6 hours, while the wind gusts came down a bit, the steady winds were higher in the 25 to 30 knot range. Thus, with that wind pressure, the anchor bearing distance oscillated between 156 and 174 feet for much of the morning, before decreasing to 110’ to 130’ by midafternoon. (and where it had been the previous evening).
Looking at the little diagram I drew and my calculations, all the catenary was out at that point, 174 feet away, and we were simply being held by our Delta anchor. As the sun got higher in the sky ,I could see shallow rocks about one boats length away behind Dauntless. That confirmed my calculation to not let out more chain. I was also ready to start the engine should I notice us dragging. However, since we had not dragged at all, I was hesitating to move and thus possibly upset the balance we had obtained.
In analyzing the track on the Coastal Explorer C-Map chart and the Maretron wind graph, it was clear that we had spent about 12 hours between that 150 and 174 feet and by mid-afternoon Sunday, 22 hours after we had initially anchored, we had moved back to the original bearing and distance of 78 feet. Monday morning, when we finally hauled anchor after 36 hours, we had moved to within 60 feet of the anchor under calm winds.
All in all, I could not have been happier with how things developed and how rock steady we were under difficult conditions.
Would I do it all over again?
It’s hard to say. I would probably turn on the radar and set the alarms the next time. That would be more effective than anchor alarms (GPS based), which I don’t use anymore, because I find them ineffective.
My Alaska friends had told me that any location that may have been more sheltered from the wind would have been more open to waves and swell.
All in all, it’s hard to try to improve upon a good outcome. As they say, sometimes it’s better to stick with the Devil we Know, versus the one we don’t.
To see a little video of this, which I have not yet uploaded on my Dauntless at Sea You Tube channel, please visit the link below and subscribe.
Leaving Kutz Inlet Waterfall Earlier than Anticipated only to Tackle the Scary Watts Narrows by Day’s End
As previously written, Dauntless got underway earlier than I. I woke up a little after 6 a.m. only to discover that we were about a ¼ mile from our anchoring spot We were a ¼ mile from where we were the previous night. I can determine from the Coastal Explorer track that we started drifting about 02:00, so in 4 hours we drifted a quarter of a mile down the inlet about ¼ mile from shore with depth now more than 200’.
I started the engine and we got underway.
It was a typical summer day in the Inside Passage, cloudy with rain showers on and off all day. Once we got into the main channel, we had a quiet day moving north. About midafternoon, we were passed by a humpback whale heading south.
Three hours later, we were approaching Watts Narrows, which we needed to pass thru to enter Baker Inlet, where we would anchor for the night near yet another waterfall.
There are hundreds of passages called “narrow” in S.E. Alaska and British Columbia. Watts Narrows was the narrowest and scariest that I have encountered since Northern Europe!
I’ll let the two videos speak for themselves. I made videos from inside the pilot house showing the Coastal Explorer chart and the Raymarine radar, while also taking GO Pro video from outside.
Docking Dauntless at Heritage Harbor, Wrangell, Alaska
We went to drop one crab and two shrimp pots. This video shows the last 15 minutes are we return to the Heritage Harbor, Wrangell, Alaska.
We back into our slip for the convenience being able to get on and off the boat via the stern and swim platform, plus it’s a little better for the shore power connections.
A few things to note: With a single screw and no bow thruster, Dauntless has always been a handful to get in and out of tight places. But as time as gone on and I’ve bounced off enough objects, I am pretty skilled at backing her up. She has a left-handed prop, meaning the prop rotates counterclockwise. This causes a produced prop walk to port, I have to keep about 3° of starboard rudder to go in a straight line.
She can turn 180° to port in about 60-foot diameter but turning to starboard can be problematic as I discovered one day while trying to turn on the River Maas in the Netherlands. While the current was against me, a 30-knot wind from our stern made turning around to starboard impossible as I discovered halfway thru the turn. The bow just stopped coming around. Luckily, at this point, I had plenty of room to turn the other way.
A couple of hours later, having already forgotten what I just learned, I tried again in a small harbor to dock into the wind. (See the picture below ) To my horror, as the boat crabbed upstream and towards a boat tied perpendicular to the dock I was trying to reach, I rammed the dock with the bow, knowing that at least then, it would stop my progress towards this other boat 60 feet away.
Dauntless in Nijmegen. I had come on on the left (side of picture) to turn right to dock as you see, but wind was blowing 30 knots from astern (on the bow on).BTW, this was with a working bow thruster. Another reason I learned it’s best not to depend on one for when you really need it against high winds or current, it will be least effective.
Now when you see me make a 270° turn to port coming around to 90° to starboard from our original heading, you’ll understand why I take the long way around.
While the anchor was holding, I no longer liked the spot we were in. There were now two other boats in the anchorage, and they were more than a ¼ mile away. Maybe I better join them?
So, we moved. At 18:46 we were anchored in a new spot, much further from shore, but still on a slope. Bow anchor bearing was now 72’ @ 248°, I had 90’ of chain out in 40’ of water. I decided to put the stern anchor out. It’s a plow anchor with 10’ of chain and 300’ of nylon rode. This was just in case the bow anchor was not well set on the slope it was on.
For the next two hours I watched it. With two anchors out, I used the waterfall itself as a reference. The distance did not vary by more than 15 feet, I felt this was OK. Though our depth under the keel continued to lower as the tide went out. And because I had two anchors out, I did not have much scope on either line, with only about a 100’ out for each in 30’ of water.
But I wasn’t worried and with 12’ under the keel, I went to sleep, planning on an early departure the next day, so we could get to Prince Rupert, BC in two days.
I slept so very well. In my first years anchoring, I would awake every couple of hours, lay in bed feeling the motion and within a minute, convince myself that we were float free and clear. I’d then check the anchor alarm (Drag Queen), notice that it had turned itself off, so would get up to check that all was good. It always was good. In other words, my imagination was worse than the reality. I then go back to sleep, only to repeat the process a couple of hours later.
By years 3 & 4, waking up became less routine on the hook, as my 55# Delta anchor never dragged. Though I would still check occasionally in the worst weather.
In the last couple of years, I’ve become even more relaxed about anchoring. Having used the anchor alarm in years, mostly because I found it only went off, after I took the dingy to shore and was walking downtown. Additionally, my first-year anchoring miscues were not so much about the anchor dragging, but me anchoring in the wrong place with not enough water under the keel at low tide.
I wouldn’t call it complacent, I was finally just comfortable anchoring, knowing my boat and anchor. To a point where even last month, on our trip to Juneau, we had to shelter from a first storm in Farragut Bay. We anchored in a little cove that I had anchored in two times previously. While it was a lee shore, in that the wind was pushing us towards the shore just behind the boat.
All thru the night, Ti would wake me up every 20 minutes to tell me the wind was blowing as the boat rocked back and forth. The first time I did get up to check, but with 40 knot winds and rain, I couldn’t see anything, but could tell from the chart we were 172’ from the anchor, just where it was when I went to bed. I didn’t get up again.
Writing about this now, I will make my next video of this day, so you can see the charts.
Back to our story.
I woke up at 6 the next morning and almost always immediately upon waking up, I would get up and do a quick check even before I put any clothes on.
This morning, I knew we wanted to get underway, so I figured I’d take the 10 minutes to do my morning toilet, get dressed, then haul anchor, get underway and make coffee.
That plan worked so well.
So well in fact, that I even went into the engine room to check the oil level before I came up to the pilot house. Larry was still sleeping in his cabin, when I looked out the pilot house windows and noticed we were already underway!
We were a ¼ mile from where we were the previous night. I can determine from the Coastal Explorer track that we started drifting about 02:00, so in 4 hours we drifted a quarter of a mile down the inlet about ¼ mile from shore with depth now more than 200’
I figured Dauntless was in a hurry to get underway, so I obliged her.
On these two and a half days, 13, 14 and 15 July 2019, Dauntless continues her northward trip up the Inside Passage in British Columbia to Alaska.
Highlights of this day include:
We race the Alaskan Ferry Columbia
We have a freshwater leak that empties our only full water tank
We stop early to rebuild the water maker, which only takes about 4 hours, only to discover that it didn’t solve the problem
Each day was 65 nm in 9 hours and 30 min on the 13th and just over 10 hours on the 14th.
First half of day 3, was just from Sea Otter Inlet to the Bella Bella dock where we hoped to get water for our freshwater tanks.
Low lights consisted of us spending 6+ hours rebuilding the Katadyn watermaker high pressure pump only to discover it did not solve the problem of the oil seal that was in the electrical motor portion of the water maker.
Upon close inspection, I had suspected as much before we started, but I was hoping for one of those boating miracles that was not to be.
For some reason, there does not seem to be a lot of places to stop and get fresh potable water along the BC portion of the Inside Passage. The cruising guide did seem to indicate that water was available at Bella Bella, so that was our destination on the morning of the 15th.
Once docked, we found the hose, but it took me 15 minutes to figure out how to turn on the water. The valve was hidden just beyond alittle gate that made it difficult to see.
Once that was done, we filled both tanks and got underway to anchor for the night a few hours north in Mouat Cove.
The tile says it all. This is the 12 July 2019 cruise on Dauntless northbound the Inside Passage in British Columbia.
Highlights of this day include:
We see a small whale
We see numerous whirlpools, but don’t get sucked in
We pass a number of southbound cruise ships, including the Nieuw Amsterdam and the Alaska Ferry Kennecott. ( I have a fondness for the Holland-America line, as I grew up across the street from Pier 40 in New York, where they docked in the 1950’s up until the 80’s?.
We stop for three hours on the Campbell river to wait for the currents to change.
Larry corrects me when I say “Johnston” Strait not “Johnstone”. Made all the funnier for me because I should have known, having been once married to a Johnstone.
Our anchorage was pretty windy, with westerly winds of 20 knots gusting to 28. But we held well as we always do (well until a few days later, but that’s another story.
We left Vancouver BC for the last time at 7:11 on 7/11. I think it was a coincidence! It was a long, 12+ hr. day, but it’s the Inside Passage, so weather is normally not a factor.
There was an interesting spot we (My long-time Alaska friend Larry was with me for the next two weeks) wanted to check out, Smuggler’s Cove and that turned out to be the highlight of the day. Truly tight and narrow, it was a bit stressful entering and even leaving.
We have some OK Go-Pro footage of that excursion, though the Go Por was fogging up, so it’s not as good as it should be. I also took some video from inside the pilot house of the charts, both my Coastal Explorer running C-Map and Navionics on my tablet.
After that exploration, it was another 7 hours until we stopped for the night in an open anchorage, just north of Savary Island. All in all, as easy day, filled some interesting tidbits.
Larry has been on Dauntless crossing the English Channel, Leaving Cabo San Lucas and the Mexican coast northward and now from Vancouver in the Inside Passage. This latest cruise was the easy compared to the rough sea we experienced off the Mexican coast and in the English channel. Those videos will get uploaded after I finish the Inside Passage 2019.
When I wrote Surviving Winter on a Boat back 8 months ago, in mid-January 2020, we were coming thru the coldest period we would see all winter, and everything had worked as advertised.
It was not to last. In fact, two weeks later, we had no heat and then no electricity.
Let’s check the videotape.
We are in for a period of really cold weather, at least for Southeast Alaska, with temperatures going down to zero (F) by early next week and staying in the single digits for a week or more.
And it did get cold. January temperatures went below freezing in the morning of January 1st, were in the teens in the second week and single digits mid-month. Through it all the Wallas DT40 heater worked well and keep Dauntless warm and cozy, as I wrote last January:
I’ve had to turn up my Wallas heater, no longer content to leave it on the minimum setting. On its thermostat scale of 1 to 5, 1 being the minimum, I now run it at 2 to 3 at night and 4 to 5 in the day. That keeps the salon in the mid-60s in the day and the forward cabin mid-50’s at night. That OK to sleep, since I also have a mattress heating pad that takes the chill off the bed before bedtime.
At the coldest, with lows near 5°F and daytime highs in the low teens, the Wallas used 2 gallons of diesel per day if I ran it on high most of the time. During normal use, basically for the rest of the winter and spring, it averaged about 1 gallon per day, which is right in line with what the owner’s manual states. It’s certainly refreshing to have a company provide real data that hasn’t been lawyered to uselessness.
And then it warmed up and everything went to hell in a handbasket.
On January 20th, the temperature went above freezing for the first time since the cold snap has started a month ago.
What’s Hell in a Handbasket? Mix cascading consequences with trying to be a little too cute and a dash of inattention and you get no heat and soon no electricity.
It all started so innocently enough.
Back in the fall, when I had finally completed the installation of the Wallas DT40 heater (Wallas Finland Heater homepage) the 9 feet of 1” stainless steel exhaust hose ended in my propane locker. That didn’t seem like a good idea even to me, so I went to the local hardware store and got 3 feet of 1 ½ “ mild steel flexible hose because that is all they had.
I can make that work and I did. Nothing a little duct tape won’t solve. I was even proud of myself for making a large loop, in which I even thought to drill a hole for condensation water drainage. Too small a hole as it turned out.
All went well for months, until the warm-up in late January. The Wallas turned itself off and would not run.
Knowing that water in the exhaust could be the culprit, it was the first thing I checked. But that was easier said than done. The Wallas heater is installed on the starboard side of the engine room, above the battery box. The exhaust hose runs straight up to the salon to the fly bridge. I wanted to blow thru the exhaust hose. First, I had to take the heater off its mount. Then I hooked up the vacuum hose to blow and connected it to the exhaust.
It worked. I had also seen that my drain hole in the “U” of the exhaust pipe had sealed itself due to rust. So that’s why the ice and water had collected in the exhaust and when it got warm outside, the ice melted and the heater was on a low setting, so the water eventually clogged the exhaust causing the automatic shutdown.
The best laid plans of mice and men…
I drilled a much bigger drain hole, ¼” this time.
The heater started up and ran for 9 hours before shutting down for some problem. Strange.
I started it up again, and again it shut down after about 9 hours.
Just wonderful people and truly knowledgeable. Bill is the resident expert and he was so helpful. I ended calling them a dozen times over the next week, as I would take the Wallas down and clean out the burner. It would then start, run ok, but shut down at some point on its own.
Scan Marine suggested I send the unit to them. But I wasn’t ready to quit yet.
When cleaning the burner, three parts are removed:
The glow plug which starts the fuel burning,
The fuel pipe, a 1 mm metal pipe that drips fuel into the burner
The thermocouple which measures the heat out put to make sure fuel is shut off if there is no fire.
I had cleaned that little 1mm fuel pipe numerous times, since it will clog if the burner gets sooted up, like with a semi-blocked exhaust!
I had spent what seemed like hours in the engine room, holding the exhaust pipe, checking if it was getting warm, then hot. By then I knew every little noise it made. The minute ticks of the fuel pump, the fan blowing in the burner, etc.
I finally saw a pattern. It was starting ok, fuel was going in, it was burning (since it was getting hot), but then it would shut down, like I had turned it off (though I would get a warning that it had an unusual shutdown).
As I thought about its operation: it was getting fuel and air, but it was turning itself off.
Finally, at my wits end I went online to see how I could test the thermocouple. Right away, I found someone who had measured the resistance of the thermocouple at about 9 ohms.
Umm, mine was more than 2200 ohms.
Called Scan Marine and they told me the music to my ears, that anyone with no heat wants to hear: “Our mail goes in in 30 minutes, but I’ll make sure your thermocouple makes the pickup”
It arrived in Wrangell, two days later. J
Its resistance was 7 ohms. That boded well.
Put it in, turned it on and it’s been running normally the last 7 months.
Thank you Wallas for building a heater that is fixable.
Thank you, Scan Marine, for holding my hand through the process and then getting me the parts quickly.
Looking back, here’s what happened:
I extended the exhaust pipe, but then put too small a drain hole in mild steel.
With the heater running near high with very cold temperatures outside, the exhaust air was hot enough to prevent any water collection, even with the now rusted over hole.
As soon as it warmed up, ice melted in the exhaust ANDI turned down the heater, resulting in cooler exhaust, allowing water to collect, semi-blocking the exhaust, then blocking it causing a shut down.
In the process of cleaning the heater too many times because I couldn’t figure out why it wasn’t working correctly once I had cleared the exhaust, the thermocouple wire broke, but not obviously. Therefore, it would run, but as time went on, the wire insulation got a little warmer, allowing the wire to stop making contact at the break.
Once the thermocouple reported no heat due to the wire break, the heater would turn off the fuel pump, as to not pump fuel with no fire going (even though the fire was going).
Not the first time, in diagnosing one thing, I cause something else to break.
On the other hand, I love the Wallas and would buy it again if need be. It’s expensive, but worth it. It is as quiet as advertised. At night in bed, with the Wallas on high speed fan, I can not hear it, but instead do hear the muffin fan on the fridge compressor. The Wallas is that quiet, with it’s mufflers on the two hot air ducts.
The only thing that made this week with no diesel heater tolerable was having a mattress heating pad on our bed. It allowed us a decent night’s sleep in a cold boat. Don’t leave home without it
This is the 120v one that I have had for a year now and would recommend my 120v Mattress Pad. I hesitated getting a 120v pad because there are issues with noise in the transformer, they can produce a buzz that’s audible in a quiet room. This 120v unit has no noise at all.
Previously, I had used a 12v hating pad. The first one lasted 4 years and I loved it. It didn’t need an inverter to run and it really warmed the bed on cold winter days in New England and Northern Europe. So, when it started not to work, I bought the same one My 12v Mattress Pad. this one only worked for a couple of months before it too, started simply stopped working. So, I gave up on them. Stupidly, I should have returned the second one while under warranty, but for some reason, that never occurred to me.
Now, while we spent this week with no heater. I did have the two A/C reverse cycle units on the boat. They will provide heat. But we only had on 25-amp circuit to the boat. So that took some jury rigging to turn on one heater or the other.
Worked fine until I also decided to install an Automatic Generator Start that same week.