KEWA Cruising Log and Cruise Plans Upgrades and Repairs to KEWA Forms, Documents, Tips and Recommendations What you need to know and bring KEWA Biography
KEWA's Pre-Kruka Experiences
KEWA was purchased by her original owner (reportedly Chuck Carroll of Seattle, WA) from the Hallberg-Rassy factory in
Sweden.  I don't have all the facts, but I understand that her original name was
Sister.  She was ailed across the Atlantic Ocean
to the Caribbean.  Her second owners (Michael & Janice Moore of Sonoma, CA) renamed her
AYU and sailed her up the East
Coast to Boston, and then back to the Caribbean.  Her hailing port was the US Virgin Islands.  She was then shipped to the West
Coast, and sailed out of San Francisco.  In 2004, she completed the Baja Ha-Ha and sailed on the Mexican West Coast.  In
2005, she was transported via DockWise to Vancouver and subsequently sailed to Seattle where we purchased her at the end
of June.

NOT TRUCKIN' NO MORE -- May 2003, Latitude 38, Mike Moore

Having shipped my Hallberg-Rassy 46 Ayu from Florida to California two years ago, I felt compelled to respond to Susan
Pieper-Bailey's letter inquiring about trucking their Beneteau 51 the other way. When you get into trucking larger boats, there are
significant challenges that no one shared with me until I was too far down the road to pick an alternative method. Here are the
things I learned

First, whoever you sign a contract with is likely to subcontract to another trucker to make the actual delivery. It's not a big deal, but
it's nice to know about this.

Second, if the load - including the truck, trailer, your boat, and all equipment - weighs more than 80,000 pounds, you will be
forced to split the load. This means putting any items that could be separated - mast, boom, dinghy, etc. - on a second
truck/trailer rig. Naturally, this significantly increases the cost. The truck and the trailer are likely to weigh 30-35,000 pounds.
Since my boat weighed about 49,000 pounds, the total was over the limit, and I was forced to pay for a second truck.

Third, make sure you know what your boat weighs before you get cost estimates, as all estimates are based on what you tell
them the boat weighs. The price will change if the actual weight of your boat is more. I told the trucking company that my boat
weighed 49,000 pounds. They said that had to be wrong, and that it probably weighed about 35,000 pounds. Fortunately, I kept
my records and used that to help negotiate the price increase when the boat was on the trailer and they wanted to raise the price
significantly.

We had initially looked at Dockwise Yacht Transport, which deliver yachts by semi-submersible ship, and trucking as the two
alternatives. We didn't have time for the sailing option. DYT wanted about $12,500 to ship our boat from Florida to Vancouver.
(Because of the Jones Act, they can't stop at any ports on the West Coast of the United States, so our choices were either
Mexico or Vancouver.) The trucking option was $12,000, but did not include decommissioning and recommissioning. We chose
the trucking option primarily because they could do the delivery on our schedule. We would have had to wait 10 weeks for the
DYT schedule.

As it turned out, the truck showed up about a week late to pick up our boat. Because of the delay, we were not able to be there
when they loaded the boat and left. Rather than alerting us to the weight problem, they took the boat across Florida before
contacting us to tell us they would have to get a second truck to carry the mast/boom/dinghy - at which point it was too late for us.
It also took about twice as long for the boat to get to San Francisco as we'd been told.

I won't mention the yard that did the recommissioning, but it took them almost two months to do about one week's worth of work -
and they only started the work after I threatened to take my boat out of their yard. Then they tried to charge me for a long list of
items that either weren't done or were things they did that I had not asked them to do. This is an entirely different story, but I will
never take my boat to that yard again.

The trucking process did result in some minor damages to the gel coat and dodger, and a thruhull needed replacement. In the
end, the entire process cost close to $25,000, took about three months, and significant effort in negotiating with the trucking
companies - both the one I contracted with and the one who did the delivery - and trying to get the boatyard to do the work they
had committed to.  

By the time it was all over, the Dockwise Yacht Transport process would have taken the same amount of time but cost half as
much - and rather than spending all my time on the phone dealing with problems, I could have spent the time sailing from
Vancouver to San Francisco. Given my experience, I would never consider trucking a boat that size again. If I didn't have the time
to sail the boat on its own bottom, I'd use DYT to do the job.

Mike Moore
Ayu, Hallberg-Rassy 46
Emeryville


HA-HA LIKES AND DISLIKES -- Feb 2005, Latitude 38, Mike Moore

Did we have major gear and/or engine problems on the Ha-Ha? Amazingly not - knock on wood. Let's hope our luck continues
for the rest of the season in Mexico.

What was our favorite bit of marine gear? When sailing, it was definitely the downwind sails. We had a Code Zero, plus light and
heavy air asymmetrical chutes, and both of the latter could be flown off the pole as well. Having the pole was key, as much of the
Ha-Ha was sailed on really low sailing angles. I think the sleds without poles sailed at least twice as many miles as we did.
We also loved our Simrad autopilot, which was able to drive in all conditions, including with the chute up - although we found it
didn't respond as quickly as humans.

For creature comfort, we had several favorites. Our ENWA 30-gallon/hour watermaker permitted unlimited showering. The
Inmarsat-C allowed the crew to email friends and family. The Inmarsat Mini-M allowed me to keep in touch with a family medical
emergency at home.

What bit of marine gear did we really wish we had? A longer waterline, as we always wanted to go faster. We think that a
Hallberg-Rassy 62 would be perfect!

As for the number of crew, we had five, which we think was ideal for our boat. It meant we had enough for two people to be on
watch at all times, which allowed us to fly the chute around the clock. But it still meant people got plenty of rest. And when at
anchor, the boat was big enough for everyone to have a comfortable place to sleep.

Four out of the five of us on the crew were old friends. We picked up an additional crewmember from the Mexico Crew Party in
early October. We looked for someone with similar background and interests, and it worked out really well. The hardest part was
actually choosing between a number of great candidates that we met at the party.

Mike & Jan Moore
Ayu, Hallberg-Rassy 46
Sonoma

August 2005 Article by Mike Moore in Latitude 38 Regarding Dockwise transport to Vancouver
<need to obtain electronic copy>