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The Vineyard Haven 15 an enduring Island classic

She was born in the mind of master boatbuilder Erford Burt and built on the shores of Vineyard Haven Harbor. She has a long, sleek hull with a tall spruce mast above and a thousand-pound lead keel below. She is the Vineyard Haven Fifteen, a proud part of the Island’s maritime history, still going strong after nearly 80 years.

Mr. Burt designed the Fifteen specifically for Vineyard waters. He based the lines on a class of boat built for Long Island Sound, reducing the size of the rig and adding a heavier keel to fit the high winds and choppy seas Vineyard sailors faced. The Fifteen was fifteen feet at the water line (the source of its name) and twenty-one feet from bow to stern: small enough for teenagers to learn on, but big enough to challenge adults.

The first Fifteen, named Silverheels, was launched in the summer of 1934. She was a prototype, designed to generate interest among potential buyers, and she did. Two years later, in the summer of 1936, five more boats were launched and the class was born. They raced as a class that summer, under the direction of the Vineyard Haven Yacht Club, and kept on racing for decades. By 1938 there were 12, by 1940 there 24, and by the early 1950s there were more than 35, with a dozen or more coming to the line on race days. Fleet racing ended in 1979, just nine years after the 50 and final boat, Tyche, was launched in 1970.

Soon after they were introduced in Vineyard Haven, the Fifteens caught the eye of visitors from Michigan, who saw them race at the Edgartown Regatta. Henry Ford (better known for other transportation ventures) bought ten boats, numbers 13 through 22, and had them shipped by train to Grosse Pointe Yacht Club on Lake St. Clair, Michigan. Individual Fifteens made their way to owners from New York to Maine, but the bulk of the fleet has always remained around the Island.

The Vineyard Haven fleet, in its heyday from 1945 to 1975, competed far beyond its home harbor, however. Fifteens raced to Edgartown each July to compete in the Edgartown Regatta, and sailed through the Elizabeth Islands on long-distance races. Convoyed by motorboats, they sailed to regattas in Falmouth, Nantucket, and even New Bedford. Harry B. Duane once single-handed his beloved Fifteen, Andiamo, completely around the Island, just to demonstrate that it could be done.

The first 37 boats were constructed with wooden hulls, with the last of them launched in the mid-1950s. Tom Hale, the new owner of the Martha’s Vineyard Shipyard at that time, began to produce fiberglass-hulled Fifteens in 1964, in an effort to expand the class. He provided the owners of wooden Fifteens with the option of buying a fiberglass hull at a discounted rate if they had the spars, keel, and fittings from their old wooden boat removed and used on the new hull. Toby Condliffe’s wooden-hulled Seabiscuit (#12), was taken apart to build Citation (#42), and Tony Van Riper bought the aging Silkie (#5), which became Tyche (#50).

Over the years, the Fifteen fleet has gradually been diminished by losses. Vitesse (#4) was wrecked during Hurricane Carol in 1954. Flying Dutchman (#7) sank off the Middleground Shoal in 1968. Others, especially the older wooden boats, simply wore out. The transom of Panthea (#11) and a bow timber from Irish Gal (#2) are on display in the lobby of the Black Dog Tavern, part of owner Bob Douglas’s tribute to the class.

Today, 78 years after Silverheels first touched water, a half-dozen Fifteens are still active. Kanga (#8), Sea Yah (#32), Antelope (#36), Ariel (#37), Misty (#47), and Tyche (#50) have all been seen in Vineyard Haven Harbor within the last decade, and Pleiades (#39) is moored on the Cape. Even So Long (#6), launched in 1936 and one of the original fleet, was moored off Owen Park as recently as 2003. She is now in storage, awaiting her next launching, as are Hellcat (#24), Wideawake (#30), Dervish (#38), and Andiamo (#44).Anyone interested in seeing a Fifteen up close can visit Bob Douglas’s recently opened Black Dog Boat Museum, which can be accessed from white shell path that runs between the tavern and the bakery. When you walk into the museum, immediately to your left, the white wooden boat next to the wall is Wideawake. Or you can look out at the harbor, where a mainsail marked with the letters “VH” will signal a Fifteen under sail, carrying on a tradition more three quarters of a century old.

A. Bowdoin Van Riper and Katharine P. Van Riper are third- and fourth-generation Fifteen sailors, proud owners of Tyche, and creators of The Vineyard Fifteen Website ( www.vineyardfifteen15.net ).

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Vineyard haven 15

The vineyard haven 15 is a 21.0ft fractional sloop designed by erford w. burt and built in wood or fiberglass between 1934 and 1970., 40 units have been built..

The Vineyard haven 15 is a moderate weight sailboat which is a good performer. It is not stiff and has an excellent righting capability if capsized. It is best suited as a coastal cruiser.

Vineyard haven 15 for sale elsewhere on the web:

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"life is either a daring adventure or nothing".

 Helen Keller coined the phrase and we totally agree. At Sail The Vineyard, we take life on as a daring adventure and embrace all that means. We are a unique all-female crew, led by an adventurous, accomplished female captain who splits her time between Martha’s Vineyard and The Caribbean. Our captain is not only a US Coast Guard Master Mariner and Royal Yachting Association Yachtmaster, she is the only Certified instructor on Martha’s Vineyard, credentialed by the American Sailing Association. She takes great pride in mentoring sailors and particularly enjoys mentoring other female sailors.

The thrill of sailing aboard our sleek, fast classic sloop-rigged sailboat is the perfect adventure for your vacation to the Martha's Vineyard. Exploring the beauty & history of the Vineyard by sea is a special experience you won't forget.  The picturesque coastline of lighthouses, historic homes, and beautiful beaches are just a few of the beloved sights of the area. Embrace adventure yourself and feel the thrill of the wind in your hair, find your inner mermaid, and maybe learn the art and science of sailing.  

"The Sea, once it casts its spell, holds one in its net of wonder forever"

Let us show you the magic of the sea on one of our sailing excursions. Breathe in the salt air and find your inner mermaid!  Enjoy snacks or a picnic lunch while under way, listen to the ocean as it swooshes by and feel the wonder of the vessel as the wind fills the sails and carries you away.

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We all need a little help regaining sanity now and then.  The constant pull of technology - cell phones, email, social media - often prevent us from living in the moment.  Unplug with us.  Unwind for a few hours or an afternoon and regain your sanity.

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About The Schooner Alabama

The Schooner Alabama

The schooner Alabama is a living piece of America’s maritime history. Built in 1926 for the Mobile, Alabama Bar Pilots, she served until her retirement in 1966. She is not a replica, a ship built to emulate the style of past generations, but rather a design of Thomas F. McManus, a man widely regarded as the best designer of all the Gloucester fishing schooners.

Alabama’s second phase of her life began when the Coastwise Packet Company and its owner, Robert Douglas purchased and brought her to Vineyard Haven in 1967. Never fitted out as a sailing vessel by the Mobile Pilots, she was finally given this opportunity thirty years later when it was decided to put her back to work in 1994.

The rebuild that was a result of this decision lasted over three years and replaced almost 90% of her original form. As with the Shenandoah, Captain Douglas gave every consideration to her construction and the result is a vessel true to the era and design of McManus. The fishing schooner was an American invention, and the Alabama represents the finest vessels from this area when ships like her were relied on to provide the country with the staple of its economy, codfish.

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Launched in 1963,  Saudade was constructed to the highest standards of the day.  Saudade’s name, Portuguese for a "profound sense of nostalgia or longing," was given to her on launching.  She spent her early days in England and then in Lisbon where her first owner's mistress resided.  In many ways she represents one of the last of her kind. Within a few years the classic wooden ocean racing yawl, pioneered by Olin Stevens in 1929, would give way to more modern hull shapes made of fiberglass.   She spent the 70s and 80s in the Mediterranean, finally making her way across the Atlantic to the Caribbean and New England.  When I found Saudade in 2017 she was on her way to dereliction in one of Key West’s grungier boat yards. She has been lovingly restored, and is now ready for chartering.

Designer: CR Holman

Launched: 1963

Built by: Berthon boat Company, Lymington, EnglandLength overall: 53’9”

Draft: 7’5”

Construction: copper riveted Burmese teak on acacia and English elm framing

Displacement: 25.6 tons

Martha's Vineyard, MA

Best Sailing Charter On Martha’s Vineyard

If you want an authentic tall ship experience with 50 of your newest friends then nothing beats a sunset cruise with Black Dog Tall Ships on the 1926 schooner Alabama. This beautiful piece of history leaves from Vineyard Haven harbor and if you’re “lucky” you’ll be press ganged into helping out with hoisting the main sail.  If however you prefer your boats to be more recently built and to come with a more stable ride, then join another 50 of your newest friends on the catamaran Mad Max . This catamaran does day and sunset sails out of Edgartown. For a personalized half day or full day trip on a motorized boat, book a trip on the Boston Whaler with us. Not sailing in the strictest sense but having an engine means that the world is your oyster in terms of where you want to head and you’re not subject to the vagaries of the prevailing winds. So if you fancy heading to Naushon Island to lounge on its pristine beach, or head out to choppy middle ground or even Wasque Point for some fishing or cruise the coastline ogling at how the other half live then this is the way to go. If full on sport fishing is your preference then look no further than the man who taught Keith Richards the finer points of fishing, Buddy Vanderhoop at Tomahawk Charters . His fishing trips leave from pretty Menemesha harbour and are legendary.

Safe travels and happy sailing,

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Vineyard Haven 15

By: Erford W. Burt

Designed for the Martha's Vineyard Shipbuilding Company by Erford W. Burt in 1933, as a racing sloop that snapped through a tack, sailed downwind with barely a finger on the tiller, and served for four decades as the main racing fleet of the Vineyard Haven Yacht Club. ; fir and pine lifts, cherry backboard

Model type: Half Hull, Sail, Yachting Scale: 3/4" = 1' Size: 24 3/4" x 7 3/4" Class: A/Special Code:

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Used Boat Review: Vineyard Vixen 29

The curvacious vineyard vixen 29 embodies tom hales dream..

The Vineyard Vixen 29 was born of another time-a fact that confers upon her some limits, yes, but also an undeniable magic. She is a canoe-stern monohull, 23 feet on the waterline and usually sloop-rigged, that arguably delivers as seakindly a sailing experience as any vessel of her size. While her cabin may edge over toward the camping side of the comfort continuum, her cockpit is more spacious and accommodating than that of some 40-footers, including Passports and Valiants. And while she wont be the first on the course to get going in light air, once the breeze is up past 8 or 10, the Vixens romp is incomparable.

Tom Hale Sr. was a Harvard-educated architect with saltwater in his veins. Having moved to Marthas Vineyard in 1961 and purchased the then-100-year-old Marthas Vineyard Shipyard business, he wanted to create not land-bound structures but boats. He started by building wooden Noank sloops and Vineyard Haven 15s, and even adapted a lobster boat into an early picnic boat before moving on to bigger things.

I would say it was the 1972 Newport Boat Show, recalls Marthas Vineyard Shipyard president Phil Hale. My dad came back and said, I can design and build a better boat than the stuff I see there. And so he set out to create a good, stout little sailboat. The result was a run of 30 Vineyard Vixen 29s between 1973 and 1986-as well as 23 34-footers on similar lines.

The evolution of yacht design follows a fickle line. In Arthur Beisers second edition of The Proper Yacht , published in 1978, the author aired some personal grievances regarding newfangled trends, including this comment on the proper displacement for an ocean sailboat: C. William Lapworth feels that a displacement-length ratio of 250 or so represents medium displacement for a length of 30 or 35 feet and that anything over 350 is excessively heavy. I think most designers would consider a ratio of 250 to correspond to a light-displacement boat, and to call such a vessel anything else is to confuse the issue unnecessarily.

The patsy in Beisers argument was Bill Lapworth, the venerable designer of the now-venerable Cal 40 (1996 inductee to the American Sailboat Hall of Fame) and father of the split underbody. Whose argument prevailed? Consider that the latest fleet of new monohull cruising sailboats came to the 2016 boatshows with a median D/L of 160. The heaviest boat per length in Cruising Worlds 2017 Boat of the Year contest was the Germn Frers-designed Hallberg-Rassy 40 Mk III, that most proper of bluewater yachts, whose D/L tallies up to a whopping . . . 227.

How our tastes do change.

The Vineyard Vixen 29 was born of the mindset represented by Beisers side in that debate. Coming in at 8,600 pounds on a 23-foot waterline (D/L: 316) theres no contesting that the Vixen is conservative today. In fact, Tom Hales 1972 design was based on multiple influences, beginning with a boat thats older still: L. Francis Herreshoffs midcentury Design No. 98, Rozinante. And while Rozinante, in turn, was based on canoe yawls of the late 19th century, Tom Hales Vineyard Vixen took the double-ender premise into different waters.

For one thing, Hale adopted the split underbody-separating the keel from the skeg and rudder-that in Lapworths 1963 Cal 40 had caused so much controversy. By todays standards, that skeg offers oodles of protection compared to the more ubiquitous high-aspect-ratio spade rudders that are utterly unprotected.

He also increased the volume significantly.

Rozinante didnt have quite enough interior space, said Phil, so he changed that in his design. Tom Hales changes included standing headroom in the main saloon and a solid fiberglass pan (or liner) construction, with one liner at the sole and another under the deck. In the main saloon, the liner is a single FRP part that comprises the settee backs, the settees, and the sole.

The result is a very traditional layout. The main saloon features bench-style settees port and starboard, with a folding dinette table that stores on the main bulkhead-out of the way when not in use, and revealing a locker for dishes and cups when deployed. Forward of the bulkhead is a small area with ducking headroom: head to port, sink to starboard. The V-berth is forward of a secondary bulkhead, and a small rode locker occupies the extreme stem end of the interior. Engine, tankage, and batteries live under the cockpit, where theres also ample space for three sails. A small but deep lazarette occupies the pinched volume aft of the cockpit, allowing ample room for fenders and a swim ladder.

Between the interior fiberglass liner and the hull, there is no access, but there is a space of two inches or so. A deep keel sump in the machinery space just aft of the companionway, and aft of the liner, is the only place to see what water has come aboard. A seasonal swishing of bleach solution into the bilge from the V-berth (forward of the liner) keeps mildew at bay.

The Vixens galley is aft under the companionway-or, in some cases, competing with it. Space here is tight; the sink on centerline drains just above the propulsion engine installed below.

The mast is deck-stepped, with a solid beam incorporated into the main bulkhead to take the compression loads. Three sets of shrouds (an upper and two lowers) terminate at chainplates port and starboard inset in the sidedecks. These need to be rebedded occasionally to prevent water intrusion and eventual damage to the bulkhead or hanging knees that support the chainplate.

Hatches at the companionway, as well as forward and at the lazarette, were built of wood by the yard. Some owners have replaced these with standard Lewmar hatches, but doing so requires some work to rebuild the boss against which the hatch seals.

Nearly all of the 29s were designed and built as sloops. But two or three went out as yawls, says Phil.

Throughout the series is a deeply held appreciation for the aesthetic experience of boats in their environment. There are only two straight lines on a boat, the mast and the waterline, Tom Hale wrote in The Vineyard Gazette several years before his death in 2012 at age 87. The rest is a symphony of complementary curves reflecting and responding to the boats two natural elements-the wind and the water.

The Vineyard Vixen was designed by a man with an eye for such symphonies.

Construction

In 1973, Tom Hale was operating in the early heyday of

building with fiberglass-reinforced plastics. Construction of the 29 reflects the ethos of that time: three layers of alternating fiberglass woven roving and mat above the waterline; four layers below the water; and five layers around the keel-all in a matrix of polyester resin and employing no core in the hull. For production boatbuilders of that time, woven roving represented the state of the art. Much heavier than fiberglass cloth, roving gently revolutionized building practices, as it demanded fewer plies in the laminate and significantly reduced labor hours in every boat. The downside is that its broad weave invites more resin into the spaces, rendering a heavier part.

As such, the Vineyard Vixen falls in a historical middle zone in the evolution of composite construction. Before her came the boatbuilders in FRP who relied heavily on chopped-strand mat and resin, mistaking mere thickness in the layup for strength and not yet savvy about the useless and brittle weight that comes with an excessively resin-rich laminate. After her came composite builders who more deftly exploited the smarter strength-to-weight ratios that could be achieved with such materials and techniques as sandwich construction, exotic fibers (S-glass, carbon, aramids), directional knitted fiberglass cloth (unidirectional, biaxial, triaxial), resins (vinylester, epoxy) and engineered foam coring.

The Hales did use core in the decks: plywood for the first 15 or so boats, then foam on subsequent boats. One boat, hull number six, suffered water intrusion through the chainplates and hatches-and sustained exactly zero damage to the hull and deck laminates where core had been blessedly avoided.

For a dozen years and more, the Hales worked with a winning formula, creating 53 Vineyard Vixen 29s and 34s that were lovely to behold and lovelier still to be aboard. But a macroeconomic shift in the late 1980s was tectonic, affecting not just Marthas Vineyard Shipyard but boatbuilders all over New England-Bristol Yacht Company, Cape Dory Yachts, C.E. Ryder Corporation, ODay Corporation, Pearson Yachts-and the rest of North Americas composite boatbuilders. Eyes wide open, the Hales saw the end before some others did.

We just couldnt do it economically, Tom told a Marthas Vineyard Magazine reporter in 2006. You could buy a similar boat almost as nicely finished in Taiwan, and that boat could be deck-shipped to San Francisco, loaded on a truck, taken to Newport, and rigged, and launched, and delivered-customs duties and the brokers fees paid-to the owner for less than we could build and deliver the same boat in Vineyard Haven harbor.

Tom Hale sold Marthas Vineyard Shipyard to his son Phil in 1986, and soon Phil shut down the building operation, focusing instead on high-quality service for boaters on Cape Cod and the nearby islands. Unlike some of those aforementioned boatbuilders, Marthas Vineyard Shipyard is still very much inbusiness.

In the design comments, weve already mentioned the Vixens displacement-to-length ratio of 316-off the heavy side of the chart for todays new boats. Her skimpy 365 square feet of working sail tot up to a sail-area-to-displacement ratio of just 14, compared to a median of about 21 in todays new-boat fleet. The implications are that a similarly sized late-model cruising boat-say, a Beneteau 311 with a D/L of 152 and an SA/D of 19-will slip right by in a gentle zephyr.

But once the breeze is up over 10 knots or so, the Vixen will implicitly remind you that seakindliness is a function of displacement, particularly when that displacement is arranged in a hull form as lovely as this. Tie off her helm with a bit of shock cord from the sheet, and shell self-steer all day long with only minor adjustments-and no need for an autopilot. And in a seaway? Youve just got to try it for yourself to understand how that canoe stern behaves.

According to Phil Hale, the first 29s were delivered with four-cylinder Westerbekes. In some later models, the yard installed one-cylinder Volvos. None was fitted with an Atomic 4. Several have subsequently been refit with three-cylinder Yanmars. All deliver around 15 horsepower. The owner of hull number six removed the engine altogether and has sailed the boat engineless from a mooring-happily for more than 15 years. A 11-foot Boston Whaler serves as yawlboat for trips in and out of the boatyards at the beginning and end of the season.

Compare the way a Vineyard Vixen 29 answers her helm in a stiff breeze with a that of a late-model production cruiser whose transom was designed around a queen-sized aft cabin: youll remember why you liked sailing in the first place.

Despite the relatively small number of hulls made, Vixens often come onto the market. They have a cult-like following in New England and wouldnt be a bad investment for one with distant aspirations but in need of a training vessel-a boat that could, if called upon, take one as far as you want to go. Like any model from this era, boats on the used market will vary widely in condition. Although were unaware of any deal-breaking defects, be sure to have a qualified surveyor inspect the boat before buying.

For those who don’t mind paying a bit more for more room below, the Vineyard Vixen 34, featured here in some photos, is also worth a test sail.

The interior of the Vineyard Vixen 29 (above), has a fold-down table to open up space in the cabin when it’s not mealtime. The larger Vixen 34 (right) adds a pilot berth (left) and an overhead skylight. Note the G-10 fiberglass backing plates to reinforce the shrouds on the Vineyard Vixen 29.

-Well balanced helm tracks well in moderate conditions. -Inboard tracks allow for close-winded sheeting. -Tiller easily adapted to simple self-steering. -Handrails and wide side decks help when moving forward. -Cockpit coamings and low volume cockpit offer security offshore.

-Narrow hull restricts space for accommodations down below. -Single line lifelines don’t meet current safety recommendations. -Watch for leaky chainplates.

The Vineyard Vixen 29’s interior is adequate for spartan cruising, but narrow by today’s standards. This coupled with the boat’s longer waterline should give it an edge in lighter air compared to similar boats, like the Southern Cross 28, one of which was recently sailed around the world.

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Vineyard Vixen 34

Vineyard Vixen 34 is a 34 ′ 3 ″ / 10.5 m monohull sailboat designed by T. M. Hale & Assoc. and built by Martha's Vineyard Shipyard (USA) starting in 1975.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Also called VIXEN 34. Builder was: Martha’s Vineyard Shipyard Inc. Vinyard Haven, MA

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The complicated truths about offshore wind and right whales

• Eve Zuckoff, CAI

By the time researchers found the dead whale on a Martha’s Vineyard beach, her jet-black skin was pockmarked by hungry seagulls, her baleen had been dislodged from her mouth, and  thin rope was wrapped tightly —as it had been for 17 months—around the most narrow part of her tail.

Researchers quickly learned this was a 12-ton, 3-year-old female known as 5120, and that she was a North Atlantic right whale, a species with just about 360 members left.

A few weeks later, NOAA Fisheries announced that the entangling rope came from lobster fishing gear set in Maine state waters. The pain and discomfort of the entanglement likely affected 5120’s ability to swim and eat until finally, experts say, exhaustion or starvation probably killed her. A final cause of death is still pending.

The death of 5120 was devastating to right whale advocates, who know that losing a female doesn’t just mean losing one whale, but dozens of others that could have come from her future calves. For them, a death is often followed by a period of grief, and a renewed commitment to their work. And that might have been the end of 5120’s story.

But then came the online comments. Hundreds, perhaps thousands, across social media blamed offshore wind farms—the noise, electricity generated, and the mere presence of turbines. Along the way, the truth about 5120 became a non-concern.

In many cases, the rumors about offshore wind hurting and killing right whales are quite possibly spread from a place of concern, mistrust, or fear by well-meaning people who want to know our oceans are safe for marine mammals. But few people want that more than right whale scientists, who have dedicated their careers to saving a species that appears to be just a few decades from extinction. For many of them, talking about offshore wind has its own challenges, both because of the unknowns that come with a nascent industry and the knee-jerk reactions from people on all sides of the issue. So they say that yes, they’re uneasy about the potential threats of wind farms. But they agonize over the prospect of climate change destroying right whales’ shot at survival via their food web and ecosystem.

Threats To North Atlantic Right Whales

Some estimates suggest that, at their peak,  9,000-21,000  North Atlantic right whales swam just off the East Coast. But as the commercial whaling industry grew through the 18th and 19th centuries, the population floundered. In fact, their name came from whalers, who referred to them as the “right” whales to hunt because they were often found near shore, they swam slowly, and they tended to float after death, due to their high fat percentage. By the 1920s, perhaps fewer than 100 North Atlantic right whales remained.

But the population rebounded after commercial whaling was banned in 1935, and by 2010 there were as many as 483 individuals. Since then, however, that progress has been reversed.

Altogether, between 2011 and 2020, 43% of North Atlantic right whales died, and scientists say the species could become functionally extinct within the next 30 years.

Experts,  backed by mortality data , say they now die almost exclusively from two causes. Over the last seven years, 39 right whales were seriously injured or killed by entanglements; lobster, snow crab, and jonah crab gear are primarily blamed.

Right whales are also often killed by vessel strikes, or run-ins with boats. Propellers can make deep cuts, or a collision can cause a blunt force trauma that leads to death. Because of their all-black coloring, proximity to shipping lanes, and tendency to spend long periods at the surface to feed and travel, they’re often just out of sight of boat captains, but not out of danger from the submerged hull or propeller.

Then came offshore wind.

A Pawn In A Fight Against Offshore Wind

In recent years, conservation groups that appeared to be grassroots organizations popped up across Massachusetts, Delaware, New Jersey, and elsewhere, to oppose offshore wind because of concerns about whales.

Reporters  began finding links  between the groups and fossil-fuel interests, but the scale of coordination wasn’t clear until a Brown University team began digging. In December 2023, researchers from the school’s climate and development lab  released a paper  that linked 18 of these groups—through funding, membership, legal representation, and more—to think tanks and conservative donors who are known to block climate policy in support of fossil-fuel interests.

“We found some evidence of a planning memo from 2012 that really laid out the game plan that they would use local groups that appear entirely local, but are being fed information from a centralized set of think tanks,” said Dr. Timmons Roberts, who led the report and studies disinformation around climate change at Brown University.

During his presidency, Donald Trump publicly made untrue claims about wind turbines causing cancer, killing birds, and making whales “a little batty.” In 2019, he also ordered more environmental reviews of Vineyard Wind, the first large-scale offshore wind project in the country—an expensive delay that some read as playing politics.

This is part of  a larger pattern  by some Republicans of  using right whales to fight offshore wind . Simultaneously, politicians in the GOP have ignored or fought other efforts to protect whales against boat collisions and entanglements.

In the case of the right whale known as 5120, about five days passed between when Martha’s Vineyard residents found her carcass on a beach and when researchers revealed her  preliminary cause of death  to be chronic entanglement wounds. In that time, people started to speculate on social media and other platforms blaming Vineyard Wind’s project, which is under construction some 15 miles away from where the whale was found.

It appears a Martha’s Vineyard resident first claimed in a Facebook post that 5120’s injuries came from a thick rope researchers tied around her tail to move her off the beach for a post-mortem exam. It was widely cited thereafter.

Then, groups like one called Save the Dolphins and Whales New Jersey wrote on Facebook, “The whale did not have rope around its tail. It was only added afterwards.”

That post was shared hundreds of times, and soon similar false statements were showing up across Facebook, X, Instagram, and other online forums.

Meanwhile, some researchers working on 5120’s carcass checked social media in horror. They’d battled wind and waves in a storm to anchor 5120’s carcass when she first washed ashore. Then they spent hours standing inside the whale’s rib cage, tolerating the smell of her decaying flesh, and ultimately needed a power saw to get through the 4 to 5 inches of tissue that had grown over the rope to remove it from her tail.

A spokesperson for the International Fund for Animal Welfare (IFAW), which was in charge of the post-mortem operation, pointed to the tissue growth and said it is “simply not possible if lines are attached to an animal after it dies.”

A Changing Seascape Could Pose Threats To Wildlife

To build a wind farm, developers must bring massive infrastructure into the ocean. The turbines used by Vineyard Wind are expected to be 812 feet tall, including the blades—taller than Boston’s tallest skyscraper at 790 feet.

The sheer amount of work and steel it takes to build and operate an offshore wind farm has created four main categories of concern for right whale experts.

The first two build on existing threats: more boats in the water means there will be a higher risk of collisions with whales, and more equipment in the water increases the risk of entanglements in marine debris.

The third concern, about noise, has prompted some of the most intense online chatter.

There are worries that loud pile driving during construction could result in hearing impairment, or the sound could mask right whales’  vocal communication , or generally make them more stressed and affect behavior. Even so, early research has started to dispel some of these worries.

Dr. Doug Nowacek, who studies the link between acoustic and motor behavior in marine mammals at Duke University, studied several fin whales—a distant cousin of the right whale—near South Fork Wind, New York’s first commercial-scale offshore wind farm.

“We had tags on fin whales while pile driving was occurring, and we saw no dramatic responses,” he said. “A couple of the tagged whales did move south a few miles. But let’s keep in mind these are highly migratory, highly mobile species.”

He added that his team is still digging through data to see if there were any more subtle impacts that can be detected from the whales’ behavior.

With regard to noise in the long term, experts like Nowacek say they believe risks are lower after construction is finished and the wind farms are operating because whales are deeply accustomed to most boat and ship noises. And bioacoustics experts from the University of Rhode Island found that  the level of sound produced  by the Block Island Wind Farm turbines is so low that just 50 meters away it can’t be detected above background noise unless there’s no wind blowing and no boat passing in the vicinity.

The last category of concern revolves around questions about whether wind farms could significantly change ocean circulation and affect the tiny copepods right whales like to eat.

Wind turbines extract wind energy out of the atmosphere, which means less energy moving and mixing the ocean. With less mixing, nutrients from deeper down may not reach the upper ocean where algae can grow.

“If you reduce the amount of nutrients to the algae, maybe there won’t be as many algae that are growing. If that’s the case, then maybe there aren’t enough algae to feed the copepods,” said Dr. Mark Baumgartner, a senior scientist at the Woods Hole Oceanographic Institution who studies how baleen whales approach their prey.

On the flip side, he said, as water flows past the turbines, eddies will form—swirling will happen—so the foundations could actually promote mixing, making patches of copepods more concentrated, which could mean better feeding opportunities.

Baumgartner said he probably won’t know whether offshore wind turbines create a net positive or net negative impact on copepods for years, which is one of the challenges of efforts to mitigate potential problems.

Feds Step Up Protections

NOAA Fisheries and the Bureau of Ocean Energy Management (BOEM) recently released a  final strategy  that identifies the agencies’ goals and key actions to mitigate the potential effects of offshore wind on North Atlantic right whales and their habitat. Some right whale advocates say they’re still waiting to see accompanying regulations to give the strategy teeth, but they were encouraged to see that it specifically says regulators should avoid leasing new wind developments in right whale habitat.

On noise, the strategy calls for maximum reductions and pushes developers to conduct underwater acoustic monitoring to listen for whales a full 24 hours in advance of loud foundation installation activities.

Many of the measures build on pledges developers have made with advocacy groups and ocean conservation organizations to protect right whales.

Vineyard Wind has agreed to boat-speed limits, a strict time frame for pile driving (it only happens when right whales’ main migration through the area is over), and the presence of marine observers, who search for right whales and stop construction if even one is in the area.

Meanwhile, the fishing industry has made efforts to reduce the threat of vessel strikes and entanglements, with mixed results.

Scientists Still ‘Uneasy’

Offshore wind isn’t a new industry. Thousands of turbines are up and running off Europe, but they offer little insight into potential effects on whales in the North Atlantic because there are few, if any, large baleen whales swimming off European shores near wind farms.

As a result, right whale scientists must stand by as offshore wind developers in the U.S. embark on a giant live experiment.

For right whales’ sake, Baumgartner and Nowacek agreed the best way to do that safely is to quickly collect as much data as possible. Already, they—like others—are working to determine best practices for the protection of whales, and also for dolphins, porpoises, and seabirds. Baumgartner said he hopes regulators will be able to learn and adjust offshore wind policy to protect marine life based on information gathered at 100 turbines, then repeat the process at 500 turbines, 1,000 turbines, and so on.

This approach may come with risks, but ultimately, many experts say it’s worth it. In fact, more than a half dozen scientists and right whale conservation advocates interviewed for this story said the biggest risk to right whales and other endangered species is the very danger offshore wind is designed to address: climate change.

Dr. Stormy Mayo, a senior scientist and chair of the department of ecology at the Center for Coastal Studies in Provincetown, Massachusetts, said he feels torn. Mayo, whose youngest son works in the offshore wind industry, said he remains worried about impacts on whales he’s studied for more than 45 years, yet acknowledges offshore wind may well be the environment’s best bet.

“I’ve personally always felt very much concerned about the industrialization of the sea. And offshore wind is just another one of those cases,” he said. “But having watched these animals as long as I have … it is clear to me now that the biggest looming issue confronted by right whales is the impact of climate change on the sea.”

One disastrous example came in 2017.  Scientists believe  that, like most animals, right whales decide where to go by chasing their food. That year, warming temperatures caused copepods to shift north into waters with no boat-speed limits or fishing protections. Right whales followed, resulting in a catastrophic year where 35 North Atlantic right whales were found dead and not one new calf was detected.

The copepods could very well shift again as the impacts of climate change on the ocean intensify, sending right whales back into dangerous waters.

Offshore Wind And Climate Change

Currently, about 30 offshore wind projects are in various states of review in the U.S.

Vineyard Wind now sends energy from five of its 62 planned turbines into the grid—and South Fork Wind recently powered up its 12th and final turbine. Combined they’ll power about 470,000 homes. President Joe Biden has called for the equivalent of 10 million homes to be powered by offshore wind by 2030. It’s a key part of plans to drive down greenhouse gas emissions and mitigate climate change.

When a wind turbine is operating, it produces zero CO2 emissions, but there are emissions from its construction, maintenance, and ultimate decommissioning. Accounting for all emissions over the lifespan of a technology,  the Department of Energy reports  that offshore wind farms emit about 40 times less CO2 than natural gas to produce the same amount of energy, and about 90 times less than coal.  One study found  that the CO2 and energy expended over the lifespan of offshore wind turbines was “paid back” within the first 6 to 17 months.

And so far, the news for whales has been fairly good. Vineyard Wind began laying cable south of Martha’s Vineyard in November of 2022. The first turbine components started heading to the lease area, and major construction began in the fall of 2023.  According to NOAA Fisheries , there hasn’t been any indication that a whale has been injured or killed by the project—or any other for that matter. South Fork, too, hasn’t been found liable for any whale deaths, despite claims made during a  misinformation campaign  in 2023.

“There are no known links between large whale deaths and ongoing offshore wind activities,”  NOAA has reported .

5120’s Legacy

From the moment 5120 came ashore, the Martha’s Vineyard Aquinnah Wampanoag Tribe began a conversation about claiming her as one of their own.

“Our territory exists on this land, but our territory is also under what is now the ocean. And that’s how the chief has access, and has historical precedent, and has Indigenous, ancestral rights to creatures like this that come ashore,” said Jason Baird, the Tribe’s medicine man.

The Aquinnah Wampanoag Tribe, in collaboration with NOAA fisheries and IFAW, picked a wooded spot on their trust land to bless and bury 5120.

In about a year, Aquinnah Wampanoag citizens plan to use some of her bones for education and art. It’s given others who cared about 5120 in life and death a sense of peace.

“To know that she is resting on their land is just a really powerful thing,” said Dr. Sarah Sharp, an IFAW veterinarian.

While debates continue to rage about offshore wind and its possible effects on the world of whales, scientists remain focused on learning what they can. They hope those who are worried about the whales—5120 included—will put their energy where it can do the most good.

“All of the discussion about wind farms right now I feel like is just distracting from the real issues,” Sharp said. “We’ve got decades of data that these whales are dying from entanglements and vessel strikes. And we need to stay focused on those two main causes.”

This story is a production of the New England News Collaborative. It was originally  published by CAI/ Science Friday.

• Climate change and boat strikes are killing right whales. Stricter speed limits could help them
• 31 right whales spotted feeding in shipping lane off Massachusetts
• Rope removed from dead right whale from Maine lobster gear, NOAA says
• Commentary: Who’s behind the latest effort to 'save the whales'? The fossil fuel industry

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Depart from Gorky Park Pier  Gorky Park Pier Krymsky Bridge (Crimean Bridge) Peter the Great monument Cathedral of Christ the Saviour Moscow Kremlin St. Basil’s Cathedral – Ustinsky Bridge Skyscraper on Kotelnicheskaya Embankment Krasnokholmsky bridge Gorky Central Park of Culture and Leisure Vorobyevy (Sparrow) Hills Kievsky railway station Ukraina Hotel Gorky Park Pier

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