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Preventing the topping lift from chafing the mainsail
When the topping lift is relaxed on the mainsails it tends to rub and chafe the sail.

Deploying the appropriate length of anchor chain
When day anchoring in non tidal waters it is recommended a vessel deploys at least two to three times chain length to the depth of water, five times if tidal or windy, and eight to twelve times in stormy conditions or overnight stays. Although the water beneath the hull may easily be measured by the depth sounder there is no measuring device for the chain.

Preventing jib sheets snagging on mid-ship cleats
Mid-ship cleats are excellent for securing a vessel in a mooring, but once under sail they tend to snag the jib sheet causing tack failure.

Minimising fuel consumption and maximise range whilst operating under power
There is a belief that going at full speed gets you there in half the time thus saving time and reducing fuel consumption. This may be time efficient but it is not an efficient use of fuel.

Low cost and easy mainsail furling
For a year I cruised an old IOR Class One racer which was great fun. The boat was arranged for a crew of eight which in sailing parlance means handling convenience was not factored into the design. The mainsail was enormous and once the topping lift was released the whole lot fell right down on the deck. Furling this large mainsail, or even reefing it, was a major daily sailing chore.

Convenient sail ties
Securing and furling a sail normally involves lashing it down with a handful of sail ties. It is an operation carried out with one hand for the boat, one hand for the task and a handful, or mouthful, of sail ties that often fly overboard.

Keeping green water out of the chain locker
Whilst going to weather or enduring severe conditions a vessel can take in a large quantity of green water through the smallest aperture. People seriously underestimate the ability for water penetration in rough conditions relying on gravity based covers to fend it off. However in very rough conditions I found the water is practically injected in. That is the face of the wave lays over the aperture and the following body of the wave and energy presses upon this literally inject it in through the smallest crack.

Load your diesel and get it to normal operating temperature as quick as possible
Vehicle engines are subject to continuously varying RPMs and loads. Boat engines by contrast tend to remain at static revs for long periods and are often unloaded. They spend much of their lives ticking over and a large proportion of this is immediately after a cold start. The latter lifestyle is far from ideal for a diesel engine and a vehicle offers a much healthier environment. This is because a diesel engines inherent design is to be loaded. As a result they tend to slightly over-fuel when lightly loaded as only a small percentage of its output is being consumed at any given RPM. This over-fuelling cause's incomplete fuel combustion and a resultant build up of carbon deposit or coating on the piston, rings and bore/liner of the engine. When the engine is cold, or running at less than the normal operating temperature of 185 degrees F, it is a time when it is completely subject to incomplete combustion.

Getting lines in faster around a block by 'swigging'
Turning line around a block with a winch handle is a good way to finish line tension but it can be slow to take a quantity of line in.

Easier mainsail furling
Furling a large mainsail, or even a reefed one, is a major daily sailing chore.

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