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Kristina Fiore

A Frozen Tappan Zee

Several days of below-freezing temperatures have brought the construction around the Tappan Zee Bridge to a standstill. No ferries are running, either — an odd sight for residents of Nyack and Tarrytown, the two towns connected by the bridge.

This morning, a colleague who lives in Nyack sent around a screenshot from a webcam that keeps watch on the construction of the New NY Bridge (it’s set to replace the 58-year-old Tappan Zee). She said the river isn’t frozen shore to shore and that there are breaks in the ice, but there’s no boat traffic at all.

MarineTraffic.com shows the 140-foot Coast Guard icebreaker Sturgeon Bay currently 21 nautical miles upriver, heading south at 10 knots. Check the web-cam around 2:45pm and you may catch them passing by.

My colleague also found this gem in a book from the Historical Society of the Nyacks. An old Ford Model T crosses the Hudson at this same location, between Nyack and Tarrytown, on a fully frozen river in 1920.

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NYE: Car Plunges into Canal

Our New Year’s Eve was one of extremes.

At midnight, we rang in 2014 watching the Statue of Liberty fireworks from the bridge of the 210-foot yacht, Hornblower Infinity (we’d been asked to assist with docking).

A few hours later, we were cutting across the Hudson in our RHIB returning to Liberty Landing when we heard the Coast Guard call: vehicle submerged in the Morris Canal. Our marina.

Bjoern put down the throttle. My mind raced: What could we do if we’re first on scene? Would we be able to break a window? Jump in and pull someone out?

What if we saw a face and hands banging at the glass as the car filled up and went under?

Since Bjoern’s a trained emergency responder I knew he’d figure out the logistics. But when we arrived on scene about three minutes later, there was no car — not even bubbles. Yet there were plenty of eyewitnesses and Jersey City police officers standing on a nearby dock, pointing to a spot on the water where they saw the car go down.

An eyewitness said she thought she saw three people sinking in the maroon Altima.

We searched the surface with flashlights for any signs of disturbance, and to allow potential escapees to know which way was up. We did that for about five minutes before the Jersey City Fire Boat arrived from the other end of the marina. They seemed to have no divers on board and started feeling around for the submerged car with boat hooks.

Bjoern thought that was inadequate and put out a call on the radio for anyone with divers in the area to get to Morris Canal. We were relieved to see the NYPD Harbor Unit and Scuba Team arrive moments later.

Since our RHIB enabled the quickest access to the site, two divers jumped aboard and we ferried them to the spot.

The air temperature was 24 degrees Fahrenheit, the water about 49 degrees, but this elite team of responders jumped right in. You could hear the shivering in their voices over the diver-to-surface radio. They “mowed the lawn” searching for the car, keeping a strategic back-and-forth pattern in less than an arm’s length of visibility.

With no luck on the first round of passes and running low on air, two relief divers were sent in. They held the same pattern and finally located the car, which had drifted with the current about thirty feet away from where it plunged into the canal.

One diver surfaced with a jacket. The other came up with a victim, and swam him to the dock. Even though it had been more than an hour, the NYPD was optimistically treating it as a search and rescue operation. Several factors were in the victim’s favor: he was young, the water was cold. People had been revived in less forgiving circumstances.

As EMS attended to the victim, two more divers splashed. The eyewitnesses said there were three people in the car; only one was accounted for. They scoured every inch for the others, but found no one.

To be certain, the officers interviewed the eyewitnesses on the dock once more, who now said it was possible only one person was involved in the accident after all.

NYPD decided the raising of the vehicle should be conducted in daylight, when the Army Corps of Engineers could get to the scene. They thanked us for use of our boat, and we thanked them for their impressive service.

We got back to our slip at about 6:15 am, and drove home as the sun was rising. News reports told us that our victim didn’t make it. He was only 22.

I’m still processing the contrasts of that night: how it’s possible, in one moment, to feel that you’re exactly where you’re meant to be – and then in just a few short hours, you’re reminded that sometimes you will be just minutes too late.

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On Assignment with the Sandy Hook Pilots

Over the summer, we spent a day at sea with the Sandy Hook Pilots on assignment for New Jersey Monthly. We watched them scale the Jacob’s ladders of giant oil tankers and container ships to steer these behemoths safely into port.

We’d ride with the launch back and forth between ships, picking up pilots and dropping them off. It was a gorgeous day, and could easily make you think the pilot’s life is for you. But change the setting to a freezing winter day with seas kicked up ahead of a nor’easter, and you start having second thoughts. The transfer from the launch to the ladder of a 1,000-foot container ship turns from a fun leap into one of life-or-death: it has to be timed precisely, lest you fall in the drink or get squeezed between two vessels.

That’s why Pilot personalities are the perfect blend of adventurous and competent. These guys have the responsibility of ensuring that billions of dollars’ worth of global trade arrives to final destinations in the ports of New York and New Jersey.

Check out the full Sandy Hook Pilots article and photo essay in the December issue ofNew Jersey Monthly — now on newsstands — or read it here at this link.

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Henrik Lundqvist: King and Captain

A few years back, New York Rangers goaltender Henrik Lundqvist starred in an episode of MSG’s The Game 365, giving host Fran Healy a tour of his native Sweden. Much of the second half of the interview was filmed on a yacht, cruising the waters outside of Gothenburg. Lundqvist said he didn’t own a boat there, but like any good Scandinavian, he had a deep love for the fjords and had accumulated plenty of sea time on friends’ vessels.

So, then, what better follow-up than some seafaring on the Hudson River? On Tuesday, Healy and Lundqvist boarded the 43-foot Beneteau Gemini at 79th Street Boat Basin to continue their conversation for another episode of the show. New York Media Boat hosted two MSG cameramen charged with getting wide shots of Healy and Lundqvist soaking up the sun and salt. (Since our RIB Aperture wasn’t available that day, we owe many thanks to Halcyon Sailing for loaning out Protector.)

One of the best-dressed and most seen athletes in New York, Lundqvist fit right in on a luxury yacht. His white button-down (top button unbuttoned, of course) tucked into his dark denim jeans with the help of a massive belt buckle emblazoned with the letter H. A dive watch and his classic stubbled face made it even easier to blend in as a sailor.

The shoot took about two hours, but few of the details from the interview made their way across the water.When the boats finally docked, everyone had a few minutes of downtime and conversations started.

The Swede was surprised to hear another Scandinavian name when he was introduced to Bjoern. He said he knew Flensburg, the northern German town on a fjord of the Baltic Sea where Bjoern grew up. The conversation was quick but we managed to snap a photo before Lundqvist was ushered off to the next event.

The episode is set to air at the beginning of the regular season in October.

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Aground off Weehawken

We were talking logistics with the Solar Impulseteam at Surf City late Friday night when Bjoern received a Facebook message from friends at Liberty Landing Marina: “Ran aground. Can you tow a sailboat?”

We apologized to Jean and his cameraman and wished them luck with their 24-hour job ahead. (Solar Impulse took off from Washington D.C. at 5 am to complete the final leg of its record-breaking, solar-powered flight across the U.S.. which began in May in San Francisco. They were allowed a 2 am time slot to land at JFK airport – some 21 hours later. You can catch their NYC flyby between 9:30 and 11 pm tonight, and the entire voyage is being webcast live on the Google homepage.)

The sailboat had run aground in a deceptively shallow spot off of Weehawken – an area thatLiberty Landing Dockmaster Michelle Purinton knew well. She’d freed many boats in that area during her tenure as an instructor at Offshore Sailing School. Even though it was 11 pm, Michelle hopped aboard NY Media Boat to lend a hand and technical expertise – as did Pier 25 Dockmaster George Bennett.

Within 20 minutes, our crew arrived on the scene, just as the NYPD and FDNY boats were pulling up.  The ungrounding plan had been formed en route: hook our tow line to the sailboat’s main halyard so we could heel it over, freeing its keel from the Hudson muck and allowing the vessel to push forward.

The boat was stuck in about three feet of water and the outgoing tide was quickly streaming downriver, so the FDNY boat transferred our tow line across the shallows. They also took the sailboat’s bowline to give some extra forward momentum. The NYPD’s intense searchlight lit up the scene, making the whole procedure vastly easier.

Once the tow line was raised to the top of the boat’s 63-foot mast and her passengers were all perched on her port side, Bjoern put NY Media Boat in reverse and pulled the vessel into a steep heel.

You can see the outcome in the quick video below:

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Safran Takes Solo Transat Record

As the sun came over Cape Lizard in England this morning, Marc Guillemot brought the IMOCA60 Safran across the finish line 8 days, 5 hours, and 20 minutes after leaving Ambrose Light in New York — usurping the record Alex Thomson set with Hugo Boss last summer.

It was an intense race across the north Atlantic between Guillemot and Zbigniew “Gutek” Gutkowski’s Energa for the title — for Gutkowski, there’s always next summer.

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Energa, Safran Match-Race for Record

Two of the top IMOCA60 racers will battle it out in the North Atlantic in an attempt to seize the transatlantic monohull single-handed world record.

Zbigniew “Gutek” Gutkowski and Marc Guillemot will push Energa and Safran, respectively, to break Alex Thomson’s 8-day, 22-hour, 8-minute sprint from New York to Cape Lizard, set last summer in preparation for the 2012 Vendee Globe.

This afternoon, Gutkowski and Guillemot set out for the starting line at Ambrose Light in four-foot seas and about 15 knots of wind. Both sailors are banking on a low pressure system promising at least 20 knots of wind, with gusts up to 32.

Estimated start time is about 3 a.m. — until then, perhaps a scrimmage IMOCA60 Match Race at Ambrose.

UPDATE: Safran crossed the start line at 19:19 ET, Energa moments later at 19:31 ET.

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Slavic Sailor Wants to Knock Out Record

When Polish sailor Zbigniew Gutkowski introduces himself, your hand vanishes into a massive palm that could engulf a football better than most quarterbacks.

“Gutek,” he says, and for a moment you think perhaps one of the Klitschko brothers has commandeered a 60-foot sailboat. Gutkowski is more boxer than sailor, with a wide frame that towers several inches beyond six feet. Stuffed into big red gloves, those hands could pack quite the punch.

But they’re usually busy with ropes or navigation software, at the helm or fixing yet another repair. They’ve been primed by years of sailing on the rough waters of the Baltic Sea. Blustery Polish winters were no barrier to getting out on the ocean; nor were the scarce resources of communism. “You didn’t have the best gear,” he says, remembering how cold his hands would get after a wintry day at sea. “Then when you go inside, they burn.”

Still, those hands are as agile and precise as a surgeon’s. On one leg of the 2011 Velux Five Oceans Race, Gutkowski’s wind generator sliced a gash in his forehead. “Blood everywhere,” he says, showing me a picture of the wound on his iPad. When I ask about medical attention, he makes a whirling motion over his forehead: “I sew it up.”

Now Gutkowski is trying his hand at the solo transatlantic monohull record – currently held by Alex Thomson — with his IMOCA Open 60 Energa. And he’s attempting it with one of Thomson’s former boats: Energa was re-fashioned from the ‘black and white’ Hugo Boss.

Gutkowski is from Gdansk, one of the most important shipbuilding centers in Poland during its heyday, providing vessels for Eastern Europe and some Soviet countries. The city is famous for its role in the Polish uprising: In the 1980s, Lech Walesa led tens of thousands of shipyard workers in strikes that are credited with ultimately leading to the fall of communism in the country.

When Gutkowski was growing up, membership in the local sailing club was reserved for shipyard workers, so he could only press his nose up to the glass — until his geography teacher, who was a member of the club, brought Gutkowski and some other students there for geography club trips.

Gutkowski was 10 at the time and took to the sport instantly. His talent was eventually recognized by a member of the sailing club and he was plucked to train with local competitive teams. By age 14, he was sailing with the Polish national team.

“Finally,” he says, “we have good equipment for sailing.”

But sailing the Baltic was still a challenge. Gutkowski recalls spring days spent waiting for large ships to cut a path through icebergs so he could sail.

“It is difficult and tough area to learn,” he says. “But it’s really good. If you can sail there, after that you can sail everywhere” – even in long offshore ocean races: which he started to do in 2000 in The Race, a non-stop round-the-world aboard the catamaran Warta-Polpharma.

His next step was a 2004 round-the-world speed record on an Open60, then a single-handed try in the 2005 Nokia Oops Cup aboard the ORMA 60 Bonduelle. After one other offshore event in 2007, Gutkowski set his sights on the Velux Five Oceans.

The prep time paid off because he took second place in that race in 2011 with the IMOCA60 Operon. He fought hard in the multi-leg race, suffering not only the forehead gash, but also two cracked ribs. A doctor in Brazil, where he stopped to recuperate for a mere 10 days, told him he was lucky to not have punctured a lung.

After the Velux, Gutkowski and his entourage, which includes the sailor Maciej “Swistak” Marczewski, convinced Energa — an energy company headquartered in Gdansk with a bent for alternative power — to sponsor a new IMOCA60. This time Gutkowski purchased an old boat off Alex Thomson, the ‘black and white’ Hugo Boss made famous by Thomson’s tailored-suit-soaking keel dive.

Gutkowski’s next plan: The 2012 Vendee Globe.

But like many others, Energa dropped out of the race after only 11 days. The trouble: autopilot malfunction.

Now Energa’s objective is to reclaim a record from her former owner. Gutkowski is hoping to smash Thomson’s 8-day, 22-hour, 8-minute record, which was set in the summer of 2012 as preparation for the Vendee Globe; albeit with a newer incarnation of Hugo Boss.
In purple, green, yellow, and orange, Energa leaves hardly a trace of the monochrome Hugo Boss, except for her reverse navigation station. And Thomson surely didn’t dine on the vacuum-sealed, dried Slavic specialties onboard: beef stroganoff, pork loin in dill sauce.

Gutkowski may encounter other traces of the Baltic Sea on his journey to Cape Lizard: icebergs are still in season in north Atlantic, and it’s unlikely he’ll have a cargo ship to clear them from his path. Fog and whales are two other tough opponents. But that’s no matter for Gutkowski. He’ll fend them off with a combination punch.

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Belafonte’s Close Encounter with Humpbacks

Just wanted to share this amazing video from our ‘sister ship’ on the west coast, theBelafonte.

Ole and Sarah were riding back to Santa Barbara after a weekend in the Channel Islands when a humpback whale and her calf surfaced next to the Belafonte, their 17-foot RIB.

The whales were really curious, spouting and splashing right next to the boat. At one point, a huge flipper nearly smacks the outboard right before those characteristic ridges of the humpback underbelly bob out of the water. Note the change in tone of Sarah’s great narration at that point!

Ole said the whales still followed them as they motored off, so they stopped a few more times to let them check out Belafonte. But he and Sarah didn’t hang around too long — not when mama’s fluke was about as wide as the boat was long.

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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.

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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.

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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.”

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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!

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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.

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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.

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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.”

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Soldini Sets Sail for Cape Lizard

Italian sailor Corrado Rossignoli had landed in New York from Milan just two hours ago. Now, he was pacing the dock at North Cove Marina in lower Manhattan, waiting to meet the new crew with whom he’d be attempting to break a transatlantic world record.

It was 9 p.m., and the goal was to leave within two hours for Ambrose Light, where the team would set out for Cape Lizard in southwestern England. A diver had just splashed, tasked with scrubbing away any bits of algae and residue that might have accumulated during Maserati’s nearly two-month stay in North Cove.

“If you lose by 20 minutes, I don’t want to be the reason,” the diver joked to Skipper Giovanni Soldini, the 45-year-old veteran Italian sailor at the helm of the 70-foot monohull Maserati, which was once the Volvo Ocean Race boat Ericsson 3, now modified to be significantly lighter.

Soldini had spent most of the past two days trying to get his new crew in town to take advantage of the window of opportunity he’d been waiting for. A low-pressure system was kicking up winds that could be just right for breaking the nine-year-old record for fastest transatlantic crossing in a monohull: 6 days, 17 hours, 52 minutes, 39 seconds, held by Robert Miller and the Mari Cha IV, a vessel twice the size of Maserati carrying three times the crew.

American crewmember Brad Van Liew flew in from Charleston that afternoon, as did Sebastien Audigane and Ronan Le Goff from France, and Javier de la Plaza from Spain. They met Soldini and boat captain Guido Broggi, who’ve been in New York since late March, passing the nights drinking espresso and grappa at the Battagli-Bastianich collaborative restaurant-market Eataly, their meal sponsor.

Soldini and Broggi had a full crew for the first attempt, but some, including German sailor Boris Herrmann, had to return to Europe for other regattas.

Now, Rossignoli and the British sailor Tom Gall made for a team of eight that huddled around the stern at 10 p.m. for a safety briefing. Soldini handed out personal locator beacons, strobes, headlamps and extra batteries – standard precautions, though the crew would be facing some big challenges. Satellites were already counting about 40 icebergs in their path – and those were just the ones large enough to detect.

“You only need a piece of ice the size of a soccer ball to end the game,” said Gall. It’s hard to maneuver around these obstacles when you’re traveling at 20 knots, their target average speed.

But there was little time to worry. Soldini sailed through sail descriptions, and Broggi ran through winch operations and watch schedules. Just past 11 p.m., after the extra gear had been sent off with a courier, Soldini and his crew cast off for Ambrose into a still Hudson River.

Just past the Verrazano Bridge, the winds picked up, rain set in, and the swell grew. Once at Ambrose, they waited until 3 a.m. – and then, they were off.

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