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Home | Blog | Guide to Troubleshooting Common Boat Engine Problems

Guide to troubleshooting common boat engine problems.

When you are out on your boat, troubleshooting an issue like engine overheating is not something you want to be dealing with. Unfortunately, like any vehicle, yachts and other large boats with marine diesel engines sometimes have mechanical issues that may require repair and can keep you from enjoying your day on the water. However, that doesn’t have to be the case. Some boat problems can be avoided with some simple maintenance. Other more major problems will require repairs in dock. And some, you may just be able to solve yourself if they strike you while out at sea. By educating yourself on some of the most common boat engine problems and how to fix them, you can get back out to sea more quickly. This article will provide some tips and tricks for troubleshooting boat engine problems you may encounter.

1. Engine Overheating

Engine overheating ranks among the most common boat engine problems you may face. You’ll know your engine is overheating when you see the temperature gauge rising above the normal operating levels. Overheating engines need immediate attention to prevent long-term damage. An overheated engine can catch fire or cause extensive damage to internal components. When you notice your engine is overheating, you’ll want to cut the engine and allow it to cool before performing further boat engine troubleshooting.

When a boat engine overheats, the culprit is most likely the cooling system. Check the system for any blockages and flush the system via the intake to clear it.

Another common cause of engine overheating is impeller failure due to an air lock. Although water will displace most air in the intake lines when you launch your boat, some air will remain in the hose. To prevent premature impeller failure, it’s important to prime the pump by removing the zinc plug and adding some water before you start the engine.

The other problems that could cause overheating are similar to those that you would see in an automobile — the thermostat and coolant levels. Check that the engine has enough coolant. If so, the thermostat may have gotten jammed, requiring a replacement.

2. Boat Starter Problems

An engine that does not start or starts and sputters before dying could have one of several issues. You will likely need to do some troubleshooting of boat electrical problems to find the cause and solution.

The Kill Switch

One simple cause of an engine that turns over but does not start could be the kill switch. Someone may have inadvertently engaged this switch at the helm, keeping the boat’s engine from starting. This is a common cause of boat starter problems. If water pools around the base of this switch, it could short out. You may be able to temporarily disable it to get back to land, but replace the switch as soon as possible to re-enable this safety feature.

Computer Problems

If the kill switch did not cause the problem, you might have a computer problem. Consider how well the engine ran most recently. If you didn’t have a problem during your last run and it occurred within a few days, you probably don’t need to worry about clogged fuel filters or air filters, which can take time and show signs of blockage well before they stop the engine from working.

If you have a modern vessel, the engine likely has an engine control unit, or ECU. Problems with this onboard computer could prevent your engine from starting, even if it worked fine the day before. Check if a wire leading from the ECU has become dislodged. If this caused the problem and you can reconnect the wire easily, you will solve the issue in one step. Otherwise, you will not be able to operate your boat or yacht until you fix the ECU’s problem.

In some cases, you may be able to access the error code from the digital display at the helm. This code will help you determine what problem the ECU has. It may be an error code specific to the manufacturer you must look up in the manual. If you cannot find the code in the manual, look online.

Battery Problems

If you hit the starter button and the engine’s solenoid clicks but the engine doesn’t crank over, the likely cause is problems with your battery. If the rest of the onboard electrical gear works, you know the battery is ok. So what’s the problem? It’s likely one of the batteries has a corroded terminal.

To fix this problem, disconnect both connectors and clean the terminals with a battery post cleaning tool or a wire brush. It’s important to do this monthly during boating season. Leave the battery terminals disconnected and check the engine end of the cables. Remove the hot lead at the starter solenoid, the ground connector from the engine block and the hot lead at the starter solenoid so you can clean the terminals thoroughly.

3. Boat Hydraulic Steering Problems

If your steering does not seem to respond as it usually does or has a lag, your boat probably has air in the hydraulic steering system. These systems often have a bleed screw to allow you to remove the air yourself, with the help of someone at the wheel.

Look for the bleed screw near the rudders and unscrew it slightly to allow air out without removing the screw. Have someone turn the steering wheel in all directions to force air out of the hydraulic lines. Once finished, reseal the screw and top off the hydraulic steering fluid. That should fix your boat hydraulic steering problems.

4. Taking on Water

Taking on water poses a serious problem for those aboard a boat. However, there are some simple potential solutions to this concerning problem.

First, check that the transom drain plug is properly in place. While this seems an obvious step, many people forget it, causing excessive water to seep inside your boat.

Next, shut off the engine and look for damaged or leaking water lines. Coolant or raw water lines may have holes or ill-fitting connections, causing them to leak. Replace the damaged hose if possible.

For a very short-term solution, you may be able to tape the hole until you return to shore. Do not go back out without replacing the hose, though.

5. Boat Water Pump Troubleshooting

If your bilge pumps continuously run without pumping out water, you may have a problem with the switch’s installation. The float switch triggers the pumps to start when it floats in water, but if installed incorrectly, it will move upward when your boat moves forward even if you don’t have water that needs pumping out.

Check the location of the float switch. If it faces the front of the boat, someone installed it incorrectly. You will need to reinstall it in the aft position once you return to shore. Next, shut off the engine and look for damaged or leaking water lines. Coolant or raw water lines may have holes or ill-fitting connections, causing them to leak. Replace the damaged hose if possible.

6. Boat Transmission Problems

If you run into problems shifting out of neutral after you’re out at sea, your trip may be ended before it begins.

Many boats use mechanical cable shifts, so the linkage could become physically stuck. Inspect the gearbox for detached transmission cables and reconnect this. Alternatively, if your cable has become stuck with rust or dirt, you can manually wiggle it free.

If your cable isn’t stuck, the problem might be a failed transmission unit. If that’s the case, it likely will need to be looked at professionally. Or if you have the expertise, you can work on it yourself, back on land.

If your boat uses an e-link control, a simple fuse replacement will likely solve the problem.

7. Oil Warning Light & White Exhaust Smoke

If you notice white exhaust smoke and an oil warning light, shut off the engine immediately. The oil level has dropped too low and will damage the components of the engine if you keep it running.

The engine requires oil for lubrication. Without enough lubricant, the metal parts will begin to rub against each other, creating friction heat. This excess warmth is why your engine overheats when the oil levels drop.

Check the oil level in the engine and top it off. Occasionally, a clogged oil filter may prevent oil in a full pan from reaching the rest of the engine. Replace the filter to help keep oil moving through the engine.

These measures should solve the oil warning light problem, but if the engine still puts out dense smoke or makes unusual noises, turn it off and call for help.

8. Excessive Vibrations

The engine does not cause all problems aboard your yacht or boat. In fact, some issues could happen due to debris in the water, causing damage to your boat.

If your boat vibrates during acceleration, instead of conducting boat engine troubleshooting first, shut off the engine and examine the prop. You may have a broken boat propeller.

Snagged fishing line or damage to the prop itself may cause it to vibrate excessively while turning. Remove any visible debris. If you cannot find the cause, you may have a damaged bushing that will need replacement once you get back to shore. Don’t risk running the engine if the prop continues to vibrate.

Shop Diesel Pro Power for Troubleshooting Your Boat Engine Problems

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Troubleshooting Boat Engine Problems: Related Articles

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17 Common Boat Engine Problems & How to Solve Them

Are you looking forward to that trip on the boat this weekend? When was the last time you serviced the vessel?

Can you remember when you changed the spark plugs and filters last? Boat maintenance is one of the most overlooked components of boat ownership.

The last thing you need is to find yourself dealing with mechanical engine failure out on the ocean. However, sooner or later, a malfunction happens to every boat owner.

We decided to prepare you for the worst with this list of common boat engine problems.

Dirty or Blocked Fuel Filter

The most common source of engine failure on the water involved problems with the fuel line. When there is no fuel going to the motor, it starves and stalls.

If you have a full tank of gas and the boat is inching its way through the water while you have the throttle open, chances are you have a problem with a blockage in the fuel filter.

It’s an easy problem to fix, just replace it with a new fuel filter; they’re cheap and easy enough to fit without the need for professional assistance.

If you’re on the water without a spare, clean out the filter and knock any buildup loose. That should be sufficient to get you on your way.

It’s also important to note that fuel can separate and go bad if you leave it in the tank for too long between trips. Avoid this problem by draining the tanks after each trip if you don’t use the boat often.

Twisted Fuel Lines

The fuel lines also present a point of failure in your boat engine. Check that the line running from the motor to the tank is free of obstruction, and kinks are a good place to start.

Crimped or twisted fuel lines won’t supply any fuel to the engine, starving it into submission or preventing it from starting. If there are any twists or crimps, get a marine mechanic to replace the fuel line.

Dead Battery or Loose Terminal Connections

Most modern boats come with electric starters. So, if you turn the key to start the boat and hear a clicking sound, that means the battery is dead.

Most boats come with two batteries. One will be isolated from the rest of the circuit, powering the electrical points on board, and the other will be for the motor.

Sometimes you may set the switch wrong, draining both batteries with the bilge pumps and lights. If you feel like your motor is taking longer to start or is slower in turning over lately, it might be time to service the battery or replace it.

If you’re offshore when this happens, you’ll have to hail another vessel for a jump, or if you’re onshore, plug it into the battery charger and try to turn it over. If the engine cranks with the same power but won’t start, it’s time for a new battery.

Snapped Drive Belt

Another common engine problem is a loose or snapped drive belt. Typically, you’ll notice the voltage meter or overheating light flash on the dashboard, saying it can’t charge the alternator anymore.

You’ll need to replace the drive belt, so make sure you keep a spare one on board, or you’re not going home any time soon.

Make sure you have all the tools you need to change the belt and practice changing it ahead of time, so you know what to do when it happens.

Motor Overheating

The temperature gauge on the dash will start moving closer to the red when your motor starts to overheat. It might signify that the cooling loop isn’t getting sufficient water flow.

Sometimes, you’ll find an obstruction in the raw water intake that you’ll have to remove to solve the issue. Servicing the impeller often will go a long way to preventing overheating.

Ignition Switch Failure

If the ignition won’t start, it’s likely the battery that’s the problem. However, it also might be an issue with the ignition circuit. Check that the ignition switch isn’t loose.

If everything is okay, it could be the battery or an electrical problem. Prevent electrical connection issues with regular inspection of your wiring harness.

Dirty Spark Plugs

Another common reason for engine failure is dirty spark plugs. If you notice that the engine performance is lagging and it’s been a while since your last service, the chances are the spark plugs need replacing.

A healthy spark plug looks grey and dry. If it’s oil or white color, it’s a sign that there is too much oil in the engine or it’s running too hot. If the spark plug feels wet, it could be because there is water in the fuel.

Electrical Issues

If you find the boat stalls while accelerating, you could be dealing with a simple problem like someone accidentally knocking the kill switch for the motor. Maybe it’s something as silly as forgetting to fill the gas tank before leaving the harbor.

However, the stalling could also occur due to problems with the electrical system on the boat. There may be a chance it’s a tripped breaker or a blown fuse. Wear and tear of the witting may also lead to a loose connection causing the problem.

Flooding the Engine

If you can’t seem to get the engine to turn over and you’ve tried turning the ignition a few times, you might flood the engine. Flooding usually occurs from repeated attempts to start the boat with the choke out.

The solution to the problem is to wait and let gravity drain the fuel out of the system. Or you could try opening the throttle to the halfway position to burn off the fuel if the ignition catches.

Carburetor models are the most prone to flooding, and it doesn’t happen in injection fuel systems. If your engine floods, you also can remove the cowling and give the top of the carb a blast of compressed air or starting fluid.

Aim the air or starter fluid directly into the manifold as you start the engine. If the engine begins briefly and dies, the problem is with the fuel system, not the motor.

Dirty Carburetor

If you have a carburetor model engine, you need to service it to keep it clean. The carb picks up residue from the fuel, forming blockages over time. While the fuel filter does a great job of catching debris in the fuel. With time, it becomes less efficient, and some debris makes it through to the carburetor.

If you notice the performance of the motor lagging, it could be because the carb is dirty or you have dirty spark plugs.

Either way, you’ll need to book the boat for motor service. Ethanol fuels make this problem worse, and you’ll need to ensure you have regular maintenance on the crab to keep the motor running at optimal efficiency.

Sometimes, it’s possible to service the carb yourself if you have a smaller motor. Check the owner’s manual for details on removing the cowling, identifying the crab, and cleaning the jets. If you have a mechanic friend, they should be able to show you how to clean the crab in a few minutes.

Damage to the Propellers

If you open the throttle and you find the steering and motor start to shake, you’re dealing with damage to the propellers.

If there is prop damage, you’ll also notice that the shaking noise gets worse the faster you go, and the engine sounds like it’s running hard, even when slowing down at the slip.

If the boat isn’t getting up to planning speed when you open the throttle or use more gas than usual, there might be an issue inhibiting the normal movement of the propeller. There might be debris around the prop, or you might have a broken shear pin.

Replace the shear pin or pull off the debris, and the problem should go away. Sometimes, the noise might occur due to tiny scrapes or dings in the props. Damaged props need replacement or refurbishment with a professional repair shop.

Transmission Problems

If you open up the throttle when idling and the motor doesn’t respond, you have an issue with the transmission. It’s probably likely that the shifter won’t engage the right gear to get you moving forward.

If you have low transmission fluid in the gearbox, you’re going to encounter problems with shifting. Keep extra transmission fluid on board and regularly service the boat.

Burst Exhaust Hose

If you find that your boat is suddenly filling with water, keep a calm head and don’t panic. The exhaust hose likely burst, and it’s bringing water on board.

Shut down the engine, and the water stops rising. Ensure you service the boat often and that the service company thoroughly inspects all the engine components to prevent this situation from occurring out at sea.

Hydraulic Issues

It’s annoying when you arrive at the launch after a long day on the water to find the tiller for the engine doesn’t work. The problem is with your boat’s hydraulic system.

In most cases, you’ll have to locate the trim release valve and lift the tiller manually into position. Ensure you have a toolbox with adjustable wrenches on hand so you can releaser the manual valve.

Steering Issues

All steering systems have the potential to fail, even tiller systems. You might encounter issues with the failure of hydraulic steering rams or the ends of steering cables failing and giving way.

A close visual inspection for corrosion or leaks in the hydraulic system detects problems before they get out of hand. You can center “rudders” or “outdrives,” and you can bring the boat most of the way home using a “jury rudder.”

Major Mechanical Failures

Boat owners rarely encounter a complete mechanical failure out on the water. Occasionally, older models may experience issues like broken camshafts, cracked cylinder heads, or dropped valves. If a total mechanical failure happens at sea, you’ll have no choice but to radio for help.

The Coast Guard will arrange a tow to your nearest shipyard for repairs. Total mechanical failures are the most expensive to fix as they usually involve stripping the motor and replacing costly parts. In some cases, it might be worth looking into the cost of a replacement motor.

Sometimes upgrading will only cost you a few hundred dollars more than repairing an old motor.

Fuel and Water Leaks

A water or fuel leak is alarming, but the good news is that it’s a rare occurrence. Common causes of these leaks include corrosion in the exhaust water jackets. Or it may occur from people standing on the fuel lines during maintenance work.

Hoses may perish or clips loosen due to the effects of engine vibration. Regular visual checks of your motor, especially after long periods of inactivity, are essential for detecting problems early on.

Carry spare clips and hoses with you and ensure you double-clip any new hoses for added security. Top of the coolant levels in closed cooling systems because it contains vital corrosion inhibitors.

In Closing – Learn to Maintain Your Boat Motor Yourself

You can learn to do plenty of tasks by yourself instead of farming them out to the local marine mechanic. Working on minor servicing and repairs yourself will save you hundreds or thousands of dollars that pay for gas money and parts throughout the year.

We recommend reading through articles and watching YouTube videos on basic maintenance for your boat. YouTube can teach you a lot about general boat engine maintenance for beginners. There are also in-person classes you can attend at locations along the coastlines of the United States. Look online for live classes in your area.

You’ll learn how to bleed fuel lines, change spark plus, clean the carburetor, and much more. Keep a selection of spares onboard your boat, along with your toolbox. If anything goes wrong out on the water, you have everything you need to make a quick repair and get back on course.

John is an experienced journalist and veteran boater. He heads up the content team at BoatingBeast and aims to share his many years experience of the marine world with our readers.

What to Do If Your Boat Engine Won’t Start? Common Problems & How to Fix Them

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Engine failure

Engine trouble.

Embarking on a sailing journey is a thrilling experience, but encountering engine trouble can add a unique twist to the adventure. The good news? If you have sails hoisted, the issue becomes manageable.

Before setting sail, during the skipper's briefing , assign a crew member to diligently check the fuel and engine oil levels.

Now, let's delve into common symptoms and practical solutions for smoother sailing.

COMMON ISSUES & QUICK FIXES

Safety first.

If you're in a tight spot, set sail - sails are handy. If the weather is iffy, drop anchor and assess the engine issue .

Engine Won't Start?

Symptom : Dead battery. Possible Cause : Check for a flat battery, especially if using power for the fridge only. Solution : Sail to port, call for assistance, and consider checking your electrical systems.

Engine Coughs and Stops?

Symptom : Low or no fuel. Possible Cause : Check fuel levels before departure. Solution : Sail to the port entrance, ask for a tow, and ensure you have sufficient fuel next time.

Sudden Engine Stop?

Symptom : Water in the fuel system. Possible Cause : Running the tank almost dry can lead to water reaching the engine. Solution : Sail to the port entrance, call for a tow, and notify for assistance. Maintain at least half a tank before leaving port.

Oil Light On, White Smoke, Nasty Clanking?

Symptom : Engine trouble, possibly low oil. Possible Cause : Check the oil level using the dipstick. Solution : Add oil if needed (about half a liter). If issues persist, head to port and seek professional help.

Engine Overheating?

Symptom : Alarm, steam, and engine shutdown. Possible Cause : Check for debris in the water intake or broken belts. Solution : Clear debris, restart the engine, and check all belts. If the issue persists, head to port and consult with professionals.

Sudden Vibrations?

Symptom : Unusual vibrations. Possible Cause : Cause: a plastic bag caught in the propeller .

Unclear Issue?

Symptom : Engine trouble without a clear cause. Possible Cause : Various technical issues. Solution : Call for professional help. Sometimes it's not your fault; experts can identify and fix the problem.

Tips for Responsible Engine Use

Remember, sailing is a learning journey, and troubles happen to everyone.

1. Operate Within Recommended Limits

Ensure that you operate the boat's engine within the recommended power limits.

Avoid consistently running the engine above 75% of its power, as this can lead to excessive wear and tear, impacting the performance for future users.

2. Limit Idle Time

Minimize idling time to prevent incomplete combustion and carbon buildup.

It's advisable not to let the engine idle for more than 20 minutes to maintain optimal performance during your rental period.

3. Proper Warm-Up and Cool-Down

Allow the engine to warm up before putting it under heavy load and ensure a cool-down period after use.

This practice helps in maintaining consistent temperatures and contributes to the longevity of engine components.

These adapted tips are focused on the short-term usage typical of bareboat rentals , emphasizing responsible and efficient operation for the duration of the rental period.

Stay calm, follow these steps, and you'll be back on smooth seas in no time!

YACHT AUTOMATION AND SMART BOAT SOFTWARE SOLUTIONS.

• Aug 21, 2020

Technical issues aboard (and how to deal with them)

Updated: Sep 21, 2021

How to get fast resolution on technical issues and shorten down time.

A yacht is a marvelous piece of engineering and with so many sophisticated technology and marine electronics aboard, technical issues are practically inevitable.

Delivery time of new build, custom yachts is under pressure: less time is spend on sea trials. Systems aren't fully tested in their final working environment.

In this article a few simple measures to pinpoint those inevitable failures early and prevent long down times (and spoiled holidays and disappointed customers).

Causes of a technical failure

Of course there are many reasons a technical system could potential fail, we put them in three categories:

Engineering failure

Installation failure

Wear and tear

Engineering failure Hours and hours are spend on engineering the perfect yacht: it's all about finding the optimal balance between functionality, looks, costs, weight and size on each individual system. If calculation are off or margins are tight, a breakdown is just around the corner.

Installation failure Checklists are the most commonly used instrument of shipyards to prevent installation failures but never cover all mistakes. It's a matter of time and possibly takes dozens of operational hours before a forgotten hose clamp or loose electrical wiring results in failure.

Wear and tear Impossible to prevent, with normal use, components damage as a result of wear and aging. With proper yacht service , maintenance and care by the yacht crew, failures from wear and tear can be controlled.

Consequences of technical issues

They never come at the right time, technical issues tend to have a "special sense" for worst moments to occur. We distinguish 2 types of consequences of technical issues and give you some real life examples:

Safety hazards

Engine or rudder failure leave you steerless in the middle of the sea, canal or harbour, immediately causing possible collisions with ships or shore.

Untight seacocks are the number one reason for ships taking in water. When drainage is poor, a small water basin quickly goes into a sinking ship.

Poor electrical wiring together with flammable gases in the engine room is just the right cocktail for starting a fire.

Under-dimensioned components tend to generate heat, e.g. an electric bow thruster that is not apt for the job resulting in excessive wear or even fire.

Disappointment & distress

While island-hopping was on the agenda, a battery-charger that doesn't charge the service battery forces the family to stay ashore.

Bad energy management causes electrical driven amenities to stop working on the worst possible moments: shower (the electrical water pump) stops working with shampoo in your hair, the oven stops working just when you put in the lasagna or the laundry machine stops in the middle of the programm.

Bad internet connection: when the kids are tired, tug them in on the couch and start netflix. Don't let a poor internet connection throw a spanner in the works.

Not having enough water or fuel aboard forces the captain to re-route to a marina with filling station. Causing alterations in the well-planned itinerary.

Fast resolution: how to deal with technical issues aboard

Of course you want to keep your family and friends away from hazards at all times. Also, you want to keep disappointment to a minimal. Luckily there are measures to take:

Monitoring As a yacht owner you monitor the state of your yacht and it's vital components. Once you know the state of the ship you are likely to react better, find the source faster and think of the proper solution when problems occur.

Know what to do How would you react on above mentioned situations? With experience and system knowledge comes quick and adequate problem solving.

Know the right individual specialists Key to fast resolution is having access to thrustful technical personnel with the right tools and spare parts: make sure have the contact details of individual service suppliers from your yachting area.

Problem solving without hassle: these are the steps to take

Install online monitoring on your yacht If you don't have the technical knowledge or experience: let someone else monitor the state of your yacht and systems. Make sure a small issue doesn't grow into a big problem: smart online monitoring of your yacht let's a yacht manager warn you on time and give proper advice on the spot. With smart usage of the current sensors and connectivity aboard, a yacht manager is able to help instantly and remotely.

Hire a yacht manager With digital advancements yacht management isn't reserved for superyachts anymore! Unburden yourself from the hassle of owning a yacht and hire a yacht manager: combined with online monitoring the yacht manager resolves issues without you even noticing.

Get a team of technical professionals on the spot Make sure you get access to professionals in your planned yachting area. Your yacht manager will be able to source expert advice and emergency response on the spot and keep oversight and support maintenance, inspections and testing. He'll also deal with service contractor arrangements.

Your yacht WILL break down!

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The 10 Most Common Diesel Engine Issues and Fixes: Part 2

• By Lenny Rudow
• December 13, 2021

Last month we took a look at five of the top 10 most common diesel engine issues and their fixes , and now it’s time to dig into five more.

Marine Diesel Engine Oil Issues

Oil is the lifeblood of a marine-diesel engine, and it’s critical to immediately address and fix any issues that may arise with it. Let’s start by assuming that you regularly check and monitor the oil in the system, because that’s one of the most basic and important aspects of running a diesel. And that means that one day, you may discover the engine is consuming excessive amounts. This often happens with age, if there is a leak in the system, or if your diesel is burning oil.

Step one in finding the right fix is identifying the exact cause. First, consider any changes made in oil use and confirm that you’re using the correct type, viscosity and level. Check the oil and look for contaminants, which can give it a dark coloration. Check the exhaust to see if there’s a bit more smoke than previously seen, or if you smell burning oil. If any of these factors are off perform an oil and filter change then monitor the oil’s condition closely moving forward. If oil levels continue to drop and you can’t isolate a leak, you may have a more significant issue, like worn rings, leaking gaskets or a timing problem.

Cylinder Liner Wear in Marine Diesel Engines

Cylinder liner wear is not uncommon in marine-diesel engines and usually occurs with age. Indicators of wear include rough idling, smokey exhaust, cylinder blow-by, troubled starting, loss of power and variations in turbo speed. Unfortunately, once cylinder liner wear progresses to a problematic point there’s no simple fix — it’s probably time for an overhaul.

Diesel Fuel Additives

Many people think of diesel-fuel additives mostly as a way to prevent microbial growth and reduce corrosion, but some additives may also enhance lubricity, which is important for the fuel-oil system and may help protect the injectors and fuel pumps. So, why is it listed among the problems with marine-diesel engines? There’s an awful lot of hype around additives, but few provable claims, and it’s difficult to determine which brand is right for your needs. As a result of the uncertainty surrounding diesel-fuel additives, the smart “fix” is simply to follow your engine manufacturer’s recommendations.

Fuel Oil Systems in Marine Diesel Engines

Different diesel engines have different fuel oil systems, but generally speaking the most common problems that arise with them are related to leaks in the lines, fittings, and/or pumps. Leaks aren’t only messy, they can also reduce pressure and/or allow air into the lines. Air can also get into the lines during filter changes, any time a fitting in the system is cracked open for any reason, or if you run the tanks dry. If this happens it may be necessary to bleed the fuel lines and purge out any air.

The process will differ a bit from model to model, so follow the manufacturer’s instructions It will often be necessary to start the engine then repeat the process, sometimes several times, to get all the air out. Note, however, that while bleeding the system will get you up and running, if you have a leak it will just happen again. So, identifying and fixing any leaks in the system is imperative.

Fuel-Water Separator Issues

A loss of power, rough starting, a lag in acceleration and smoke in the exhaust can all be indications of a fuel-water separator and/or filter issue. You may have a defective separator, but most often this isn’t a problem with the filter or separator itself, but with your fuel system in general. If the water separator fills or your filters clog, the prime suspect is the fuel in your tanks. You may have filled up with contaminated fuel, condensation may have formed in your tanks, or it could be the result of a loose or leaky fuel fill cap. The first fix is simply to drain the filter bowl, run the engine, and see if it quickly fills back up. If so, you’ll probably want to call in a professional service to pump, filter, and polish the fuel.

Today’s marine diesel engines are extremely reliable, but any mechanical system is subject to issues now and again. Whenever you see one of these problems arise it’s important to address it immediately, to prevent further wear and premature failure. Maintain and monitor your yacht’s diesels properly and they should last trouble-free for years.

• More: Diesel Engines , Engine Maintenance , Engine Repair , Maintenance , Yacht Maintenance , Yachts
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10 Most Common Boat Engine Problems

• By Pierce Hoover
• Updated: June 18, 2021

You’ve seen the bumper sticker: A bad day of boating is better than a good day at work. But would you really feel that way if you were adrift 10 miles from the ramp, with a boatload of tired, cranky passengers and an engine that won’t start? Or an outboard motor not running at full power? At that point, you need a plan.

Your first move might be to Google what causes a boat motor to lose power? If you’re lucky, you’ll find a list of reasons why your engine won’t start , and the solution to your problem will be one of the easy ones to fix. However, not every fix is easy and not every boater is handy, and your only option might be to ask for help — either from a professional towing company or a fellow boater.

If you are somewhat handy and comfortable troubleshooting engine problems, you’ve come to the right place. We surveyed a group of respected boat mechanics to come up with the 10 most common boat engine problems, and then compiled a consensus on what it would take to save the day — and how to prevent future outings from premature endings.

Check out these 10 simple solutions for the most common engine breakdowns.

• Running out of gas
• Boat engine is sputtering and losing power
• Engine won’t start or turn over
• Boat engine is overheating
• Boat motor stopped suddenly
• Vibration from the engine prop
• Engine won’t shift into gear
• Trim is stuck on the engine
• Lack of preventative maintenance
• Broken drive belt

Running Out of Gas

The number one reason why boaters get stuck out on the water is a lack of gas. And while we know you’re way too smart to run out of gas , you still might want to make sure your boat’s fuel gauge is accurate — or plan accordingly, if it’s not. In addition, knowing a bit about your boat’s fuel burn and operating range could save you from guessing, and then making that embarrassing call for help.

Solution: Fill up the tank before your outing and make sure you can trust your fuel gauge.

Prevention: Always abide by the “Rule of Thirds.” Plan to use one-third of your fuel supply to go out for the day; one third to get back; and have one-third in reserve in case bad weather, rough seas,  fog or other unexpected circumstances keep you out longer than planned.

Boat Engine is Sputtering and Losing Power

Your boat feels like it’s running out of strength (and you’ve ruled out the No. 1 breakdown reason — running out of fuel). You most likely have a filter problem or fouled plugs. That could be why your boat motor is losing power.

Solution: Replace the in-line fuel filter. You did bring a spare, didn’t you? If not, you can at least remove and clear the filter element of any debris, and drain any accumulated water. Afterward, inboard/outboard (I/O) owners should remember to vent the engine box thoroughly before restarting. If you don’t, a clogged filter will seem like a minor issue.

Prevention: It’s possible to buy a bad load of fuel, but it’s more likely that the fuel went bad while in your boat. Leaving a tank near empty for long periods of time can cause condensation and water in the gas. For long-term storage, fill the tank, and for periods of more than three months, you might want to consider a fuel stabilizer . If so, make sure to run the boat long enough to get the treated gas into the engine as well.

Older tanks might have debris at the bottom, which can get stirred up as the fuel level drops. The best solution might be increased filtration. Consider adding a larger aftermarket fuel filter. And don’t forget the spare elements.

If it isn’t the gas, it might be the spark plugs. This is a more common problem on older outboards, but might be worth a quick check on any engine. Carry spares, along with the tools to change them.

Carry Onboard: Spare filter or filter element and a filter wrench.

Engine Won’t Start

Anyone who has ever turned an ignition key knows the frustration of hearing nothing. Again, this is most likely an electrical issue — a low or dead battery, or a break somewhere in the ignition circuit.

Solution: Check the kill switch . Make sure the shifter is in neutral. Then pay special attention to the starter switch itself. Sometimes, a dash-mounted ignition switch will simply become loose in its fitting, allowing the entire switch mechanism to turn with the key. Fixing this can be as simple as getting behind the dash and tightening up a retaining nut or mounting screws. If the starter groans but won’t engage, it could be a low battery, but it also might be a loose or poor connection.

Prevention: We’ll say it again — inspect, clean and, if necessary, replace your wiring periodically. If your crew habitually drains the battery by cranking the tunes while at anchor, consider installing a secondary battery bank or one of those metering devices that monitors supply and saves enough reserve to ensure a restart.

Carry Onboard: Screwdrivers with insulated handles; wrench set or crescent wrench; Allen wrenches. A battery charger is also good to have on hand.

Boat Engine Is Overheating

The needle on the temperature gauge is rising. This almost always means you have a lack of water flow in the cooling loop. Outboards, most small inboards and I/Os don’t have radiators like your car, and instead use the water they are floating on to cool the engine. If that water stops flowing, the engine heats up and can ultimately fail.

Solution: Trace the source. In a vast majority of cases, the problem is an obstruction in the raw water intake – like weeds, mud or a plastic bag. Locate the intake and clean it out. A loose hose clamp or a split or burst hose can also slow water flow, and it can spray damaging moisture around the engine.

Prevention: Regularly service and replace the impeller. Also look at the condition of its housing. Scarring or pitting of the metal housing can cause even a good impeller to lose pumping power.

Make sure you or your mechanic checks for corrosion or blockage in the exhaust system. Every so often, have the exhaust risers and associated components opened up for inspection. Engines with closed-loop cooling systems (essentially a radiator cooled by raw water) have additional issues such as internal clogging of the heat exchanger. Beyond ensuring that the coolant reservoir is full, periodic maintenance is the key.

Carry Onboard: Soft wire or rod to snake intake clogs.

Boat Motor Stopped Suddenly

If you’re lucky, someone simply bumped the kill switch . Or you could be out of fuel. If neither of these checks out, this usually represents some type of electrical failure. It could be a blown fuse or tripped breaker, a loose connection or corrosion.

Solution: Start with the simple scenarios. On any boat equipped with a kill-switch and lanyard, make sure the lanyard key hasn’t come loose. Sometimes, it might seem to be engaged, but has actually slipped just enough to activate the switch.

Ignition switches can also fail or suffer loose connections, and though this will mostly likely show up at start-up, it’s worth fiddling with the switch a bit (and checking its attendant breaker or fuse) before moving on to the engine side of things.

Back at the business end, where the big wires live, corrosion is your most likely source of problems. Even boaters who contentiously maintain the battery terminals might forget that there’s another end to those wires, and they also require the occasional cleaning.

If it turns out to be something more complex — such as an ignition chip on an EFI engine — you might have to pull out the cell phone or put out a call on channel 16.

Prevention: Learn the various components of the ignition system, and periodically inspect, clean and coat each exposed connection with an anti-corrosion product.

Carry Onboard: Wire brush to clean terminals and Corrosion X spray.

Vibration from the Engine Prop

The faster you try to go, the worse the vibration is. You might also notice the engine racing, while the boat loses speed.

Solution: Something’s likely gone wrong with the prop. A nick or gouged blade can create imbalance and vibration; a towrope or fishing line can snarl the shaft; a direct hit on an object could remove or misshape enough metal to make the prop ineffective.

Sometimes a seemingly good prop might have enough unseen distortion or damage to cause cavitation and vibration. Short of changing to a spare prop — which isn’t always possible or advisable when on the water — your best option is to slow down and concentrate on getting to shore.

If line — especially monofilament — has worked its way into the prop hub , you might have to trim up the motor until you can remove the prop and clean it out. Most outboards and I/Os can stand a bit of mono, but if there’s enough to cause a noticeable decrease in performance, you shouldn’t ignore the problem, as it could lead to permanent damage.

With outboards, the rubber bushing inside the hub can begin to slip and fail, causing a loss of power. Again, you might need to idle home.

Prevention: Consider carrying a spare prop, along with the necessary tools to make the swap. Practice changing props so there are no surprises, if you have to do it away from home.

Carry Onboard: Gloves to protect hand from prop blades and a brand-specific prop wrench.

Engine Won’t Shift into Gear

You pull away from the dock and push the shifter. The boat never leaves idle speed. The shifter is not engaging the transmission.

Solution: If you have e-link electronic controls, it might be a fuse. But, since 90 percent of small boats still use mechanical cable shifts, it’s probably a stuck or broken linkage. Start at the gear box to make sure the cable hasn’t become detached from the shift lever on the transmission housing. If internal corrosion has caused the cable to stick, try wiggling it free — or if need be, shift manually at the engine/transmission — just don’t try any fancy docking maneuvers. If the problem seems to be on the transmission side of the linkage rather than the cable side, it might be an actual transmission failure — there’s probably nothing you can do out on the water. Major boat transmission problems require work at an engine mechanic.

Prevention: The leading cause of transmission failure is lack of fluid or gear oil, so keep those levels topped off and changed as prescribed. Regularly maintain the end fittings and hardware, and periodically service the cable.

Carry Onboard: Extra transmission fluid and wire, tie wraps and J-B Weld for quick linkage repair.

The Trim Is Stuck on Your Engine

You’re back at the ramp and the outdrive/outboard won’t raise so you can get the boat on its trailer and ready for the highway.

Solution: Assuming it’s not a bad fuse, it’s some sort of mechanical/hydraulic problem. The simple solution is to wade out back and raise it by hand. To do this, you’ll need to know the location of the trim release valve, which is usually a small screw near the base of the outdrive/outboard. Opening this valve will release pressure from the hydraulic loop, allowing the drive to tilt.

Prevention: Maintain adequate fluid levels and inspect periodically to ensure there are no leaks or water intrusion into the fluid reservoir.

Carry Onboard: Large slotted and Philips head screwdrivers to open the release valve.

Lack of Engine Maintenance

Just because a boat looks clean, doesn’t mean it’s well-maintained. Time and again, we hear dealers tell of owners who were meticulous about washing and polishing their boats, but paid far less attention to the internal workings. Maintenance is not a task most of us enjoy, but a little bit of prevention goes a long way.

Solution: To keep track of what needs doing and when, we suggest that you get with your local NMMA-certified dealer to create a checklist. Follow that list, and you’ll greatly reduce the chances of ever being stranded on the water.

Broken Drive Belt

You probably won’t hear the sound of a drive belt breaking over the general engine noise, but you will know something’s wrong when the overheat warning light comes on, or your voltage meter shows that the alternator isn’t charging. Having a broken belt is a scenario unique to inboards and I/Os, and one that can shut you down in hurry. Without a belt intact, you’ll have no alternator or water pump.

Solution: There’s a lot of info out there on jury-rigging a temporary belt by using fishing line or pantyhose or some such. This might work, but wouldn’t it be easier to just carry a spare, along with the wrenches needed to change it?

Prevention: Inspect, tighten and dress the belt. You also might want to check the condition of the pulleys’ contact surfaces. Sometimes, corrosion can cause rough spots on the pulleys that will eat a brand-new belt in short order.

Carry Onboard: Marine tool kit, which includes everything needed for this and other basic repairs.

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• Boat Maintenance
• What Are The Most Common Boat Engine Problems?

What Are the Most Common Boat Engine Problems?

Boats are complex machines with thousands of intricately connected, moving parts, so it's inevitable that something's going to go wrong eventually. Practicing proactive maintenance and using your boat responsibly means reducing the possibility of a boat engine problem, but sooner or later, you're likely to face one.

What are the most common boat engine problems and how do you address them?

Running Out of Fuel

Let's start with an easy one. If your boat runs out of fuel, it's not going to be able to move. A quick look at the fuel gauge can tell you whether this is the case. Preventing this problem is easy; all you have to do is pay attention to the fuel gauge and refill as necessary, keeping a bit extra in reserve in case of emergencies. The solution to this problem is also easy; all you have to do is fill up the tank, though this isn't a trivial matter if you're stuck at sea. In some cases, you may need to signal for emergency assistance.

Engine Unable to Start

Let's say you attempt to start the engine, but nothing happens. Obviously, you won't be able to use your boat as you originally intended. In most cases, this is attributable to an electrical issue. Your battery might be dead or low, putting it in need of a jump.

There could be a break in the ignition circuit. Or there could be other issues at play. Cleaning and replacing your wiring on a periodic basis can prevent this issue, and you can solve it by addressing battery problems or tightening electrical components.

Engine Overheating

You can and should monitor the temperature of your engine as it performs over time. If the engine appears to be running too hot, it's probably due to a lack of water flow, which leads to a decline in cooling capacity. Debris or mud in the water intake can cause this issue and cleaning it out can lead to an immediate resolution.

Sputtering and Power Issues

What happens if the boat seems to be sputtering and running out of power? There could be a number of issues responsible for this, but the most common seem to be bad plugs or filter issues. Replacing the fuel filter with a spare can easily solve this problem in some cases, as can cleaning out filtering elements to remove debris. You can also prevent some instances of this problem by adding fuel stabilizer to your tank before leaving it idle for long periods of time.

Sudden, Unexpected Stops

Occasionally, you may find that your boat comes to an immediate, unexplained stop. This might just be because somebody accidentally hit the kill switch. Otherwise, it's probably due to an electrical failure, like a tripped breaker, a loose connection, or a blown fuse. There are many electrical components to consider here, and they vary depending on the nature of your boat, but many issues can be corrected with simple troubleshooting. For example, removing corrosion could restore the connection back to normal. Regular inspections and cleanings can help prevent this type of issue.

Excessive Vibration

It's natural for boats to experience at least some vibration when running, but if you notice excessive vibration, or if the vibration gets very intense at higher speeds, it could be a sign that something is wrong with your engine propeller . If your blade has been damaged, or if it's otherwise operating asymmetrically, you may need to replace the entire propeller. Sometimes, a simple adjustment can fix the problem, but it's worth having an extra propeller on board just in case.

Shifting Problems

What if your boat won't shift into gear properly? Again, there are many potential issues that could result in this performance problem. If your boat has purely electronic controls, you might be able to fix it by swapping out a fuse.

Otherwise, you'll need to inspect linkages starting at the gearbox; cleaning corrosion and simple adjustments may be able to clear the issue. Otherwise, you may need a new transmission.

Trim Getting Stuck on the Engine

If the trim is getting stuck on your engine, there could be a mechanical problem or a hydraulic problem at play. If you can get the boat out of the water, you can attempt to raise the trim by hand. It's also important to maintain proper fluid levels and inspect for leaks and damage to prevent this type of issue.

Broken Belts

If your drive belt breaks, you won't have access to your alternator or water pump. Immediately, you'll probably notice warning lights, and you'll need to take intervening action. The best approach here is to replace the belt with a spare (assuming you have one). Some people suggest that you can rely on a temporary substitute using improvised materials, but this is risky, especially if you don't know what you're doing.

The Importance of Maintenance

One of the most important takeaways here is that most of these issues can easily be prevented with a regular, proactive maintenance routine. At least once a year, and more frequently if you use your boat often, you should give your vessel a complete, top to bottom inspection, replacing worn parts, cleaning vital elements, and flagging potential issues. If and when you notice something wrong with your vessel, take care of it right away; it's much cheaper and simpler to fix issues when they are small.

Additionally, it's a good idea to carry supplies with you so that you can fix issues when you're away from the coast. Even if you don't have much mechanical or electrical knowledge, if you have replacement parts on hand and the right tools, you can fix many of the issues we noted in this list. With a bit of practice, you should be able to fix the majority of issues that plague your boat engine.

Also, this list is not comprehensive. There are many different types of boat engines, and each one can have a multitude of different problems associated with it. While many of the most common issues can be conveniently addressed even by non-experts, more complicated issues can be both tricky and risky for amateurs to tackle. When in doubt, consult with a professional.

Are you interested in selling a boat that you no longer want to maintain? Or are you looking for something newer and more reliable? You've come to the right place. List your boat for sale today here , or browse our vast selection of new and used boats for sale to find your next dream vessel.

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Home » Blog » Boat maintenance & DIY » 8 common problems sailors experience at sea (and how to avoid them)

8 common problems sailors experience at sea (and how to avoid them)

By Author Fiona McGlynn

Posted on Last updated: April 12, 2022

The one thing we wished we had read before we left on our Pacific crossing was an account of what the most common sailboat problems are. 

So, I’ve put together data from 153 yachts that crossed the Pacific Ocean from 2012 to 2017 to identify the most common major problems experienced during their trips. 

The data from 2012-to 2016 is self-reported via a questionnaire sent out by Latitude 38 magazine as a part of the Pacific Puddle Jump recap and is publicly available on their website. I personally collected the data for 2017 from fellow Pacific crossers I met in French Polynesian anchorages.

This post is adapted from an article that was first published in Good Old Boat magazine.

Everybody told us to take spares of everything, which is a nice idea in theory, but nearly impossible in practice. A spare mast? Spare engine? How much spare hose? 

It’s completely impracticable, short of towing an identical boat behind you, to have spares of everything. 

So, this article will look at:

• What are the most common things that break?
• What spares should we have on board to fix or replace them?

The relevance of this data extends beyond offshore yachts.  A long ocean passage can be thought of as accelerated aging, especially where chafe and loads occur. 

A shackle that breaks after a week at sea of sailing 24 hours/day is the same shackle that breaks after a few years of weekend cruising.  For the most part, the lessons learned from these boats can be taken and applied to day-sailors, Wednesday night racers, and coastal cruisers.

The definition of a breakdown

The definition of a major breakdown is subjective in most cases. Most sailors would consider losing an autopilot a major failure, but there are a few crews who left on their crossing without an autopilot aboard. 

The data in this article is all self-reported. Respondents were asked what major breakdowns they encountered.  For the most part, major malfunctions include anything that adversely affects the functioning of the sails, standing rigging, running rigging, rudder/steering assembly, engine, navigation, electrical generation, water production and storage, autopilot/windvane, and communication.

Of the 153 boats that reported data from their Pacific crossing in the last six years (2012-2017), 127 (83%) reported major breakdowns.  In almost every case the breakdown was reparable at sea with on board spares or other equipment. 

In some cases, the boats limped into port where repairs could be made. The lucky few, 26 boats (17%), reported no major breakages during their crossings. 

Rigging (34%)

Running rigging

Rigging tops the list with 52 boats(34%) experiencing failures during the Pacific crossing.  Chief amongst these is halyard failure which is caused by either main or spinnaker halyards chafing through or shackles breaking. 

There were no reports of jib halyards chafing through, or shackles breaking, though 5 boats (4%) did report headsail furler failures. Reefing lines, because they are difficult to tension when not in use, also caused a lot of chafe on other lines, or chafed through themselves. 

The rest of the running rigging failures were spread over boomvangs (7 boats), preventers (3 boats), and travelers (3 boats).

Standing rigging

Four boats (3%) had standing rigging issues.  A shroud toggle broke on SV Kokomo , while SV Ladoga noticed, during a regular rigging inspection, that a lower shroud was unwinding from being detensioned on the leeside for over two weeks. 

The most serious case saw both lower diagonal shrouds, D1s, on SV Fandango detach from the mast after the thru-bolt holding them broke. 

The crew of three, Ian, Brad, and Liz, were able to rig up a line of Spectra around the lower spreaders to tension the mast and prevent it from tumbling down.  They continued sailing for another 1500 nm before being able to make proper repairs. 

In all cases of major rigging failure, the rigging was older than 10 years.

Sails (22%)

Over 34 boats (22%), including us, combatted torn sails.  The most often reported sail failures were a blown spinnaker followed by a torn mainsail. 

In one case, the poor crew aboard their 48’ catamaran, SV Kiapa Nui,  “ground” a tear into their mainsail by over-tightening the mainsheet with the winch. 

We had a sail slide break out of the mast on day two as a result of light winds causing the boom to slat back and forth.  Our genoa also began to tear at the tack and we were required to stitch a patch into it underway.  Both sails were only 2 years old and were made by Neil Pryde, a reputable manufacturer.

Sail chafe is a constant battle whether sailing offshore or going out for the day. 

John, aboard SV Jandamarra, whom we met in the Marquesas, recommended us to take 15 minutes/day when we’re under sail to walk around the deck and inspect the sails, halyards, and rigging for signs of chafe or material fatigue. 

Since we employed his advice we have discovered many small defects and pre-empted major problems as a result.

Engine and generator (20%)

Engine issues, especially polluted fuel, malfunctioning alternators, and overheating, affected 31 boats (20%). 

The constant motion can cause debris in the fuel tank to clog the filter and/or injectors.  More commonly, water gets into the fuel tank, either through bad fuel at the dock, condensation, or back-siphoning through the exhaust or fuel tank vents. 

Alternator failure is surprisingly high with 11 boats (7%) reporting problems.  One reason might be the increased power demands on the engine from day/night sailing and charging at relatively low RPM. 

In most cases, boats had spare alternators on board that they could swap in. 

SV Shakedown, on the 2017 crossing lost her diesel generator and engine. For most of their 48-day crossing, they used solar and their Honda 2000 suitcase generator, with only 3 gallons of gas, to keep pumps operating, lights on and the Iridium GO! charged. 

They navigated by handheld GPS and hand steered 3000 miles to French Polynesia  Their epic story can be read at sailshakedown.blogspot.com.

Autopilot and windvane (19%)

Most offshore sailors now consider autopilots essential gear, which is why it’s no joke when 14% of boats have major autopilot failures. 

We had to rebuild our autopilot twice on the crossing, for which we thankfully had spare belts.  Our friend Rob on SV Tigerbeetle, an older Morgan IOR 2-ton race boat, had to repair his three times and went through two hydraulic rams on his crossing this year. 

He still made the 3000nm crossing in 19 days.  Only 7 boats (5%) reported windvane failures.  It is still a good idea to have spares or a rebuild kit on board for the windvane.

Watermakers (8%)

Watermakers aren’t a big concern for non-cruising boats and few even have them, but on an ocean crossing, they can mean the difference literally between life and death. 

We had a scare five days out when our watermaker started producing foul-tasting water.  We didn’t have enough water stored on board to last the whole trip and we got nervous. 

Thankfully it was just a matter of replacing the pre-filter and running some pickling solution through the system. 

However, 12 boats (8%) had major failures that rendered their watermakers inoperable. 

The crew on MV Idlewild, a custom-built Reyse 54, resorted to catching rainwater in squalls and used saltwater for everything except drinking and brushing teeth after their watermaker quit. 

It’s interesting to note that there have been no reported issues involving the keel and only two with failed thru-hulls. 

In one case in 2017, SV Le Chat Beaute , a well-found catamaran, leaving Mexico had an emergency hatch break free, which created a 2’X2’ hole in the hull. 

With quick thinking, cushions, and some plywood, they staunched the leak and were able to sail the three days back to La Cruz. 

Plugs and a plan for major hull breaches are good things to have on board any boat whether traveling near or far.

Rudder (4%)

Rudder failure is a major problem on any boat. 

We escorted SV Rosinante for 1000 miles after she experienced major rudder issues. After we got into the Marquesas, two more boats showed up with rudder failures. 

Of the 153 boats that crossed only 6 have had major rudder issues, but the issues are about as serious as it gets. 

It behooves us to have at least a plan in place should we lose the rudder.  The best-case scenario is to have a spare rudder on board (remember to try it in real swell), but failing that it is necessary to have knowledge of and practiced configurations for drogue-style rudders. 

Electronics (4%)

A few boats reported communication and GPS/chartplotter issues, which seems quite low. 

A likely reason for this low number is the redundancy built into the navigational systems of most offshore boats these days; the function of one failed system can usually be taken up by another and often is not considered a major problem. 

Our SSB/Pactor system failed two days out of Mexico and we had to return to fix it.

We fixed the problem and bought an Iridium GO! to provide redundancy. 

A couple of boats reported GPS/Chartplotter issues, but they simply changed to another GPS system to overcome the problem. 

Most boats carry at least large-scale admiralty charts of the areas in which they’ll be cruising, in case of total electronic failure.

Notable minor malfunctions (15%)

Unfortunately, 16 boats (10%) had plumbing issues, usually involving the macerator pump for the head. 

Another 8 boats (5%) broke their whisker poles. The most common cause for whisker pole failure was a squall and rapid change in wind direction. 

One boat lost its primary anchor to a large wave.

Just plain weird (1%)

Sometimes there are things that happen to boats that can’t be predicted – the so-called ‘one percent’.

In 2017, a Deerfoot 60, SV Just Passing Wind, had its propeller shaft decouple from the engine. 

They stopped the flow of water from the now-empty stern tube but thought they had lost the shaft and propeller altogether. 

Days later, when they dropped anchor in the Marquesas they dove under for a look and found the end of the shaft miraculously hanging from the cutlass bearing.

Managing malfunction

Preventative maintenance.

Through careful observation, regular checks, and scheduled maintenance so many problems can be avoided or at least minimized.

Few things fail without a warning of some kind. An alternator belt failure may be only an inconvenience if a spare is carried aboard, but it is only a scheduled maintenance item if replaced before it fails.

The boats that had no major breakages all talked about their rigorous preventative maintenance. 

But this kind of vigilance can only go so far, eventually, something unseen or unseeable will break and when this happens you need the right parts and tools on board to deal with it.

Sailboat spares and repair kit

It is simply not practical to carry spares for every item on the boat.  However, it is a good idea to keep your boat well stocked with spares or materials that will come in handy for the more common issues. 

Every boat and sailor is different and it is up to everyone to make a list of spares needed for their boat and sailing style.     

Based on our own experience and the experiences of other Pacific crossers, I’ve come up with the following list of 18 spares I aim to keep on board to manage the most common issues.

• Sail repair kit and extra sailcloth
• Mainsail slides
• Spare sails
• Replacement halyard line and a bunch of extra snap and regular shackles
• A few hundred feet of various diameter nylon or polyester line
• A few hundred feet of Spectra with a block tensioning system
• Spare alternator(s)
• Spare v-belts or serpentine belts
• Engine (and generator) raw water pump rebuild kit
• Baja filter or other fuel/water separator
• Many spare Racor filters
• Autopilot rebuild kit and/or spare autopilot
• Windvane rebuild kit
• Watermaker pre-filter spares and spare membrane
• Watermaker pump rebuild kit
• Man-overboard drogue or similar for making emergency steering device
• Large-scale admiralty charts of the cruising area

There are few feelings better than quickly and efficiently managing a major malfunction at sea and there are few feelings worse than not being able to.

While maintenance is the most important step that can be taken to prevent breakages, at some point something is going to break. 

Knowing what the most common failures are is the first step in defending yourself against the inevitable breakage.

Fiona McGlynn is an award-winning boating writer who created Waterborne as a place to learn about living aboard and traveling the world by sailboat. She has written for boating magazines including BoatUS, SAIL, Cruising World, and Good Old Boat. She’s also a contributing editor at Good Old Boat and BoatUS Magazine. In 2017, Fiona and her husband completed a 3-year, 13,000-mile voyage from Vancouver to Mexico to Australia on their 35-foot sailboat.

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• Feb 1, 2022

10 Most Common Boat Engine Problems

Updated: Feb 1, 2022

The questions and answers you need to troubleshoot your motor issues.

You’ve seen the bumper sticker: A bad day of boating is better than a good day at work. But would you feel that way if you were adrift 10 miles from the ramp, with a boatload of tired, cranky passengers and an engine that won’t start? Or an outboard motor not running at full power? At that point, you need a plan.

Your first move might be to Google what causes a boat motor to lose power? If you’re lucky, you’ll find a list of reasons why your engine won’t start, and the solution to your problem will be one of the easy ones to fix. However, not every fix is easy, and not every boater is handy, and your only option might be to ask for help — either from a professional towing company or a fellow boater.

If you are somewhat handy and comfortable troubleshooting engine problems, you’ve come to the right place. If you are not handy, you can still learn and hire professionals like us to care for these problems. Check out these ten simple solutions for the most common engine breakdowns.

Running out of gas

The boat engine is sputtering and losing power.

The engine won’t start or turn over.

The boat engine is overheating.

The boat motor stopped suddenly.

Vibration from the engine prop

The engine won’t shift into gear.

Trim is stuck on the engine.

Lack of preventative maintenance

Broken drive belt

Running Out of Gas

The number one reason boaters get stuck out on the water is a lack of gas. And while we know you’re way too smart to run out of gas , you still might want to make sure your boat’s fuel gauge is accurate — or plan accordingly if it’s not. In addition, knowing a bit about your boat’s fuel burn and operating range could save you from guessing and then making that embarrassing call for help. Solution: Fill up the tank before your outing and make sure you can trust your fuel gauge. Prevention: Always abide by the “Rule of Thirds.” Plan to use one-third of your fuel supply to go out for the day, or one-third to get back, and have one-third in reserve if bad weather, rough seas, fog, or other unexpected circumstances keep you out longer than planned.

Boat Engine is Sputtering and Losing Power

Your boat feels like it’s running out of strength (and you’ve ruled out the No. 1 breakdown reason — running out of fuel). You most likely have a filter problem or fouled plugs. That could be why your boat motor is losing power. Solution: Replace the in-line fuel filter. You did bring a spare, didn’t you? If not, you can remove and clean the filter element of any debris and drain any accumulated water. Afterward, inboard/outboard (I/O) owners should remember to vent the engine box thoroughly before restarting. A clogged filter will seem like a minor issue if you don't. Prevention: It’s possible to buy a bad load of fuel, but it’s more likely that the fuel went bad while in your boat. Leaving a tank near empty for long periods can cause condensation and water in the gas. For long-term storage, fill the tank, and for periods of more than three months, you might want to consider a fuel stabilizer . If so, make sure to run the boat long enough to get the treated gas into the engine as well. Older tanks might have debris at the bottom, which can get stirred up as the fuel level drops. The best solution might be increased filtration. Consider adding a larger aftermarket fuel filter. And don’t forget the spare elements. If it isn’t the gas, it might be the spark plugs. This is a more common problem on older outboards but might be worth a quick check on any engine. Carry spares, along with the tools to change them. Carry Onboard: Spare filter or filter element and a filter wrench.

Engine Won’t Start

Anyone who has ever turned an ignition key knows the frustration of hearing nothing. Again, this is most likely an electrical issue — a low or dead battery or a break somewhere in the ignition circuit. Solution: Check the kill switch. Make sure the shifter is in neutral. Then pay special attention to the starter switch itself. Sometimes, a dash-mounted ignition switch will become loose in its fitting, allowing the entire switch mechanism to turn with the key. Fixing this can be as simple as getting behind the dash and tightening up a retaining nut or mounting screws. If the starter groans but won’t engage, it could be a low battery, but it also might be a loose or poor connection. Prevention: We’ll repeat it — inspect, clean, and, if necessary, replace your wiring periodically. If your crew habitually drains the battery by cranking the tunes while at anchor, consider installing a secondary battery bank or one of those metering devices that monitors supply and saves enough reserve to ensure a restart. Carry Onboard: Screwdrivers with insulated handles; wrench set or crescent wrench; Allen wrenches. A battery charger is also good to have on hand.

Boat Engine Is Overheating

The needle on the temperature gauge is rising. This almost always means you lack water flow in the cooling loop. Outboards, most small inboards, and I/Os don’t have radiators like your car and instead use the water they are floating on to cool the engine. If that water stops flowing, the engine heats up and can ultimately fail. Solution: Trace the source. In most cases, the problem is an obstruction in the raw water intake – like weeds, mud, or a plastic bag. Locate the intake and clean it out. A loose hose clamp or a split or burst hose can also slow water flow, and it can spray damaging moisture around the engine. Prevention: Regularly service and replace the impeller. Also, look at the condition of its housing. Scarring or pitting of the metal housing can cause even an excellent impeller to lose pumping power. Make sure you or your mechanic checks for corrosion or blockage in the exhaust system. Every so often, have the exhaust risers , and associated components opened up for inspection. Engines with closed-loop cooling systems (essentially a radiator cooled by raw water) have additional issues such as internal clogging of the heat exchanger. Beyond ensuring that the coolant reservoir is full, periodic maintenance is the key. Carry Onboard: Soft wire or rod to snake intake clogs.

Boat Motor Stopped Suddenly

If you’re lucky, someone bumped the kill switch. Or you could be out of fuel. If neither of these checks out, this usually represents electrical failure. It could be a blown fuse or tripped breaker, a loose connection, or corrosion. Solution: Start with simple scenarios. Make sure the lanyard key hasn't come loose on any boat equipped with a kill switch and lanyard. Sometimes, it might seem engaged, but engaged, but it has slipped just enough to activate the switch. Ignition switches can also fail or suffer loose connections, and though this will most likely show up at start-up, it’s worth fiddling with the switch a bit (and checking its attendant breaker or fuse) before moving on to the engine side of things. Back at the business end, where the big wires live, corrosion is your most likely source of problems. Even boaters who contentiously maintain the battery terminals might forget that there’s another end to those wires, and they also require the occasional cleaning. If it turns out to be something more complex — such as an ignition chip on an EFI engine — you might have to pull out the cell phone or put out a call on channel 16. Prevention: Learn the various components of the ignition system and periodically inspect, clean and coat each exposed connection with an anti-corrosion product. Carry Onboard: Wire brush to clean terminals and Corrosion X spray.

Vibration from the Engine Prop

The faster you try to go, the worse the vibration is. You might also notice the engine racing while the boat loses speed. Solution: Something’s likely gone wrong with the prop. A nick or gouged blade can create imbalance and vibration; a towrope or fishing line can snarl the shaft; a direct hit on an object could remove or misshape enough metal to make the prop ineffective. Sometimes a seemingly good prop might have enough unseen distortion or damage to cause cavitation and vibration. Short of changing to a spare prop — which isn’t always possible or advisable when on the water — your best option is to slow down and concentrate on getting to shore. If line — especially monofilament — has worked its way into the prop hub, you might have to trim up the motor until you remove the prop and clean it out. Most outboards and I/Os can stand a bit of mono, but if there’s enough to cause a noticeable decrease in performance, you shouldn’t ignore the problem, as it could lead to permanent damage. With outboards, the rubber bushing inside the hub can begin to slip and fail, causing a loss of power. Again, you might need to idle at home. Prevention: Consider carrying a spare prop, along with the necessary tools to make the swap. Practice changing props, so there are no surprises if you have to do it away from home. Carry Onboard: Gloves to protect the hand from prop blades and a brand-specific prop wrench.

Engine Won’t Shift into Gear

You pull away from the dock and push the shifter. The boat never leaves idle speed. The shifter is not engaging the transmission. Solution: It might be a fuse if you have e-link electronic controls. But, since 90 percent of small boats still use mechanical cable shifts, it’s probably a stuck or broken linkage. Start at the gearbox to ensure the cable hasn’t become detached from the shift lever on the transmission housing. If internal corrosion has caused the cable to stick, try wiggling it free — or if need be, shift manually at the engine/transmission — don’t try any fancy docking maneuvers. If the problem seems to be on the transmission side of the linkage rather than the cable side, it might be an actual transmission failure — there’s probably nothing you can do out on the water. Major boat transmission problems require work at an engine mechanic. Prevention: The leading cause of transmission failure is lack of fluid or gear oil, so keep those levels topped off and changed as prescribed. Regularly maintain the end fittings and hardware and periodically service the cable. Carry Onboard: Extra transmission fluid and wire, tie wraps, and J-B Weld for quick linkage repair.

The Trim Is Stuck on Your Engine

You’re back at the ramp and, the outdrive/outboard won’t raise so you can get the boat on its trailer and ready for the highway. Solution: Assuming it’s not a bad fuse, it’s some mechanical/hydraulic problem. The simple answer is to wade outback and raise it by hand. To do this, you’ll need to know the location of the trim release valve, which is usually a tiny screw near the base of the outdrive/outboard. Opening this valve will release pressure from the hydraulic loop, allowing the driver to tilt. Prevention: Maintain adequate fluid levels and inspect periodically to ensure no leaks or water intrusion into the fluid reservoir. Carry Onboard: Large slotted and Philips head screwdrivers to open the release valve.

Lack of Engine Maintenance

Just because a boat looks clean doesn’t mean it’s well-maintained. Time and again, we hear dealers tell of owners who were meticulous about washing and polishing their boats but paid far less attention to the internal workings. Maintenance is not a task most of us enjoy, but a little bit of prevention goes a long way. Solution: To keep track of what needs doing and when we suggest that you get with your local NMMA-certified dealer to create a checklist. Follow that list, and you’ll significantly reduce the chances of ever being stranded on the water.

Broken Drive Belt

You probably won’t hear the sound of a drive belt breaking over the general engine noise, but you will know something’s wrong when the overheat warning light comes on or your voltage meter shows that the alternator isn’t charging. Having a broken belt is a scenario unique to inboards and I/Os, which can shut you down in a hurry. Without a belt intact, you’ll have no alternator or water pump. Solution: There’s a lot of info out there on jury-rigging a temporary belt by using a fishing line or pantyhose or some such. This might work, but wouldn’t it be easier to carry a spare, along with the wrenches needed to change it? Prevention: Inspect, tighten and dress the belt. You also might want to check the condition of the pulleys’ contact surfaces. Sometimes, corrosion can cause rough spots on the pulleys that will eat a brand-new belt in short order. Carry Onboard: Marine tool kit, which includes everything needed and other essential repairs.

Special thanks to Boating Magazine.

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Yachting Monthly

• Digital edition

Anchoring: 7 common problems solved

• Toby Heppell
• April 21, 2021

Yachting Monthly experts share the problems they have most often faced when anchoring, and how they troubleshoot their way out

Adaptable anchoring skills allow you to cut loose from overcrowded marinas. Credit: Graham Snook/Yachting Monthly

The basics of anchoring are one of the first things that cruisers learn.

Indeed most of us are happiest on the hook in a quiet bay somewhere, escaping the hustle and bustle (and fees) of a night in a marina .

No matter how many hours we have spent at sea, a peaceful night’s sleep at anchor is reliant on the knowledge that we are safe and secure.

As with almost all aspects of sailing, knowing how to anchor is all well and good, but there are no hard and fast rules that work for all situations.

There is no peace of mind without knowing that your anchor is secure. Credit: Lester McCarthy

We’ve all experienced problems at anchor, be that struggling to find decent holding on a less than ideal seabed, or trying to limit swinging in a busy anchorage.

Often a secure anchorage is the result of applying your years of experience and knowledge to ensure you stay safe and secure, no matter what situation you may find yourself in.

With this in mind, we picked the brains of some of Yachting Monthly’s experienced contributors to find out what they have learned from a few of the trickier situations they have found themselves in.

1. How to ensure you have suitable kit for anchoring

When anchoring, make sure you have the right gear. Credit: Graham Snook

Selecting the right tackle and equipment for your own cruising is largely subjective. What is key, however, is ensuring it is always in a good state of repair.

See what the chart says about the seabed. Is it suitable for your anchor?

Mud is good for most anchor types , but those with a large surface area will be more reliable.

Silt will be suitable for most anchor types.

Clay can be hard to set in but once set, holding is good for most anchors.

An anchor with a sharp tip will set more readily here.

Sand provides variable holding, which depends on sand hardness but an anchor with a large surface area is preferable.

Typically, beds made up of gravel and rock are weak and unsuitable for anchoring.

Check the condition of your anchor and cable.

Brian Black spent many seasons cruising the high latitudes. Credit: Brian Black

Is the bitter end lashed to the boat?

Never attach it with a shackle.

Instead, use a lashing or thin rope that you can cut quickly with a knife if you need to lose the anchor and cable in a hurry.

I always cruise with two anchors on board to make sure I can set two lines if needed.

Is your cable entirely chain, or is it a rope and chain combination?

In a combination, I would always have 10m of chain between the anchor and the warp.

You are going to trust your boat and your life to the anchor and the cable, so always check the recommended weight of anchor and gauge of chain or warp for your tonnage of boat.

Err on the side of caution.

Brian Black

2. Caught out by wind and tide changes

Factor in adequate swinging room and use a Bahamian moor if possible when anchoring. Credit: Colin Work

Proper anchoring is all about anticipation of changing variables.

You may have a secure holding now, and have plenty of space to play with, but what happens if the wind changes, a popular spot gets crowded or the tide turns?

Former Royal Marine, world-renowned racer and adventurer, Pete Goss has sailed more than 250,000 miles, both racing and cruising

The key to successful anchoring, no matter what the prevailing conditions or how good the anchorage, is to consider tide or wind changes before dropping anchor, and make sure you have enough swinging room.

If there is a great deal of wind, then haul up and reset.

If I expect a windshift that would leave us on a lee shore, we move.

If there is no other option, I’ll make sure I’m clear of the short and set alarms for overnight.

If no one else is around then you may want to stern-kedge, and take lines ashore if appropriate.

However, we have proved many times that our anchor resets efficiently after quite significant windshifts, although this does come after many hours on the hook.

If I’ve got the space and time then a Bahamian moor is typically the most useful method of anchoring where I know there is going to be a high likelihood of swinging.

3. Dealing with a dragging anchor

Dragging the anchor is probably the biggest concern when on the hook, especially if you value a good night’s sleep or plan on leaving your boat at any point.

Dragging an anchor is typically the result of improper setting and, as with much of our cruising, prevention is better than cure.

If winds are strong we may rig two snubbers.

We’ve had a moment in the past where another boat went past us with no-one on board, obviously dragging.

Ken Endean is an inshore pilotage enthusiast who has made a close study of coastal sea conditions around the British Isles

I’ve managed to board the boat.

The first thing I did was to haul up the anchor, as when they are dragging they will pick up all sorts of stuff from the bottom that will stop it setting again.

So I’d say that is the key.

Make sure you raise it quickly, clear it and then you can get it reset.

Only ever turn off the engine and log the position once you’re happy.

If one of us is slightly unsure about how we’ve ended up, then we pick up and re-drop, no matter how much of a hassle it may seem.

Picking a good transit with the shore from a fixed spot is the best way to ensure you are not moving.

Provided there is no significant wind or tide change while you wait, you can leave the cockpit and return occasionally for a check until you are sure you are secure.

4. Keeping track of your boat ashore

Asking the crew of other boats to keep a look out for your yacht will boost your anchoring confidence

Stepping ashore, whether to find a local pub, enjoy the beach or simply explore the surroundings, can be stressful if you are not 100% sure of your holding.

How do you maintain peace of mind, particularly when out of visual contact?

Having a good object sighting or transit on your boat from a repeatable spot ashore can offer reassurance, leaving you safe in the knowledge that your boat is not moving.

It’s also worth noting that you are rarely alone in more popular anchorages, and I have often asked those around us to keep an eye out for our boat if we are going to be out of sight of it for a bit.

Remember to return the favour if asked.

If you are anchoring in a spot with good mobile coverage, there are apps out there that will allow you to leave a device onboard (an iPad or similar) and take a linked device (your phone).

The display on your phone can mirror that of the device left onboard, and will let you know about swing and can sound the alarm if the anchor begins to drag.

5. Dealing with rolling

Use the weight of a stable dinghy to inhibit roll. Credit: Ken Endean

A rolling boat can ruin your night, making for a tired and unhappy crew in the morning.

So how do you dampen the effects of the wind and sea on your boat?

Train waves normally generate rhythmic rolling – the most annoying kind.

Each wave imparts a small roll impulse and the boat’s oscillation increases as energy accumulates.

Continues below…

How much anchor chain?

When it comes to putting out anchor chain, most of us follow a basic ratio rule of thumb, but we…

How to anchor under sail

Can you set and weigh anchor under sail, without turning the ignition key? Tom Cunliffe demonstrates a handy cruising skill

Tested: the new style Ultra Anchor

Anchor design is always evolving and Ultra Marine claims its new design is the best yet. Theo Stocker tested the…

Is your anchor chain up the job?

It’s all well and good having a solid anchor, but having ground tackle that is going to keep you secure…

8 uses for a kedge anchor

Is your kedge anchor lying forgotten in its locker? Vyv Cox outlines 8 ways you can put it to good

More tips on using an anchor

Duncan Wells passes on even more tips on using an anchor to help with boat handling, how to drop ground…

This is most likely to happen if the wave period – the interval between successive wave crests – coincides with the natural roll period of the boat.

Selecting an anchorage where this type of wave can be avoided is your best bet – whether that be finding natural protection or selecting a spot that will improve as the tide turns.

Every now and then, we find ourselves at anchor with an unpleasant rolling action and with few options to find a better spot.

We can use a kedge anchor to hold a yacht end-on to waves or swell.

The main drawback is that this prevents the vessel from swinging.

If the anchorage is crowded and adjacent craft are lying with single anchors, they may swing into her.

A spring on the cable is another way of changing a boat’s alignment, but there are several limitations.

Any current interferes with the balance of forces and if there is a lull in the wind the weight of the anchor chain will cause it to sag, pulling the bow towards the anchor.

This technique is likely to be most effective when anchored on warp or moored to a buoy, and in a steady wind.

Some cruising yachts rig roll-damping equipment, which is intended to reduce the amplitude of rolling and break the rhythm.

One time-honoured method is a steadying sail set as high as possible, to exert the maximum restraining leverage as the mast oscillates.

In the picture above, the weight of a stable dinghy is used to inhibit roll.

Submerged roll dampers are less likely to cause trouble in strong winds.

One of the simplest designs is a triangular ‘ flopper stopper’, a board weighted at its apex and suspended by a three-part bridle.

The boom is swung out, restrained by a fore guy, and the board suspended from its end, underwater.

On the boom’s downward roll the flopper stopper sinks quickly, then the bridle lines snatch taut and the board resists the upward roll.

The snatch is not instantaneous because the apex has to be lifted through the ‘snatch distance’ before all three lines come taut.

6. What to do if your chosen spot is busy?

Anchoring in the right spot involves weighing up a number of variables. Credit: Visit Jersey

If you are late into an already busy anchorage, then you will need to pick your spot with care.

With all the room in the world, you have a great deal more leeway, but how do you make sure you will not cause others any problems or cause for concern?

Feeding out the correct scope and ensuring the anchor is well set and dug in are easy enough.

But the real difficulty lies in knowing exactly where to place the hook in order to end up with the final happy positioning of your yacht in relation to every other one in the anchorage.

You need to really know how your boat moves in wind and tide, and then add that to what you can deduce about each of the surrounding boats and whether they’re lying taut or idle on their chains.

For example, I prefer to not anchor next to a catamaran, or a long-keeled boat as I know they will dance in the current very differently from us.

Likewise, read the immediate topography of the land and water, anticipating which directions you may get wind gusts or strong currents from, if there are forecasted shifts in the weather and if any of that will affect the other vessels contrarily in relation to you.

Above all,  you need to be totally satisfied about the depth you’re in and what changes the tide may make to where your boat sits.

You have to make the best guess as to what depths the other boats may be sat in, how generous they’re likely to be with the scope of chain or rode they lay out and be aware if there are additional stern anchors set.

The difference between where you drop and where you’ll eventually sit, either when lazing on the chain or pulling back on it, is a calculation that takes precision and practice.

In crowded places, always make sure you use a buoy to mark your anchor and always mark a stern anchor.

Dinghies and water taxis will avoid the bow but not always the stern.

Always use an anchor light .

We’ve arrived at night in anchorages and nearly collided with unlit boats.

Solar garden lamps on the bow and stern are a good idea in addition to the mast anchor light.

7. Getting your boat off the ground

Credit: Graham Snook

Though most of us use our anchor principally for a stop in a bay or near the shore, it does have other uses.

Kedging off – be it for a grounding or to hold your boat off a post or pontoon – is just one such use.

Anchoring is not only a skill for a peaceful night’s sleep in a quiet spot.

The technique of ‘kedging off ’ gives the spare anchor, the kedge anchor, its name.

There are two main uses.

If you’re lying alongside a harbour wall with a degree of swell giving the fenders a workout, you can pull yourself off the wall a few feet to make things a lot more comfortable.

If you have run aground on a sandbank, you can dinghy out an anchor to a point in deeper water.

Pulling against this, you should be able to winch yourself off.

To do this correctly, you should run a bridle from bow to stern and in the middle of it, or elsewhere if you want to be pulled in a diagonal direction, attach a carabiner.

Thread the bridle through the carabiner lanyard to make sure it stays where we want it, then tie a knot.

Flake the cable for the kedge anchor into a bucket and dinghy this out and drop it a suitable distance off.

Bring the end back to the boat, thread it through the gate of the carabiner and then up to a winch on the boat.

You should then be able to winch yourself away from the dock – or hopefully off your grounding spot.

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• Yachting World
• Digital Edition

How to deal with problems at sea

• July 28, 2021

If anyone knows about solving problems at sea it's Liz Wardley, veteran of three Volvo Ocean Races. She talks through the key considerations

Liz Wardley, by her own admission, hated school. “I was a very bad student, but if I can learn a skill that’s going to help me make the boat go faster, then I think it’s crazy not to learn it,” she explains. Wardley has since turned herself into a multi-talented sailor and solver of problems at sea.

“When I got into offshore sailing I had a lot less sailing experience than a lot of the other people around, so I wanted to make myself a little bit indispensable.

“I figured if I knew how to fix a lot of things on the boat – it’s a mechanical sport, there’s always things failing – then I’d be able to make myself useful. So every chance I got, I tried to learn a new skill set, and I’m still doing it today.

“Right now I’m doing a certificate in marine engineering, learning more about servicing and repairing engines on 80ft-plus boats.”

Frequently employed as the onboard problem solver, Wardley’s Black Diamond head torch is her go-to piece of equipment along with her multitool and basic toolkit.

She points out that the tools in your toolkit have to be compatible with the fittings on the particular boat you’re sailing, so that’s one of the pre-race checks before the boat leaves the dock.

The Hallberg-Rassy 46 Lykke with a jury rig

Avoid ‘showestoppers’

Identify the ‘showstoppers’, the things that if they go wrong will bring your race to a grinding halt. A lot can be avoided if you’ve planned how to work around the worst-case scenarios.

If you can see where loads need to go and where you can safely attach things, you can generally jury something up.

Another thing that can keep you out of trouble is learning a simple end-to-end splice for joining two bits of Dyneema together, for example.

If you snap a sheet or a halyard and don’t have a long enough replacement, a good splice can keep you going.

It’s also good to have a few blocks, especially the ones where the side snaps open and shut, so you can rig up a replacement block and tackle arrangement if the vang breaks.

Wonder stuff

Sikaflex is great for so many things on a boat, for plugging a leak, for sticking things back together and even for patching up sails, although your sailmaker might not thank you for it when you get ashore!

If deck fittings are leaking and your crew are complaining because they’re getting rained on in their bunks, Sikaflex is a good way of sorting out the problem until you get home.

If you’ve sprung a leak below the waterline, Sikaflex is great because it works when it’s wet. If you have a patch of something pliable to stick over a leaky area, Sikaflex will bond the patch to the hull very effectively.

Key engine spares

A big thing for yacht engines is the impeller, so we carry a lot of spares because on a Volvo 65 and other big boats we’re very reliant on our engine for battery charging.

Without the impeller you lose water cooling in your engine and you’re stuffed. So carrying spares is an absolute must, and the impeller’s a tiny thing to carry with you.

Replacing it is not that difficult. Get someone to show you how it’s done or you can even YouTube it. Just make sure you have the right one on board.

Another big issue is the gear lever seizing up. That’s just lack of maintenance, and it’s a matter of getting rid of the salt properly every time you get back to the dock and hose down with fresh water.

It’s important to keep the parts moving, especially when the boat has been sitting around unused for a while. A lubricant like WD40 can be really useful to loosen up the mechanism.

Steering set up

Steering problems at sea can easily get into the ‘showstopper’ category, but if you’ve got two wheels you’ve got options for redundancy.

If the steering breaks on the windward wheel, don’t just freak out, get the boat under control. Then you can start diagnosing the problem.

It could be the chain has jumped off in the pedestal, or a splice has come undone, or you’ve chafed through a steering control line. So get the boat under control while someone jumps below with a head torch and figures out how to solve the problem.

Winch maintenance

The moment one winch goes down it changes the whole dynamic of how you sail the boat, but keeping winches well maintained is actually not that daunting. They all come with manuals and exploded parts diagrams, so are quite simple to pull apart.

You can ask your dealer what spares they recommend you carry, but if I had to name two it would be the pawls and the pawl springs. They’re the little flaps that you hear click-click-clicking when you turn the winch, and they stop it from spinning the wrong way.

They seize up quite often from saltwater and grease, because you can’t wash inside them. With a bit of salt in it, the pawls seize up, and it ends up with your winch being able to backspin. You see this often but it’s very avoidable if you spend 20 to 30 minutes maintaining the winch every few months.

About Liz Wardley

Australian Liz Wardley won numerous titles in the Hobie 16 class before skippering a yacht in the Sydney Hobart aged just 19. She has competed in three Volvo Ocean Races and is the acknowledged expert on the VO65, having spent thousands of hours racing the boats and working on the fleet’s refit.

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10 Common Boat Problems and How to Fix Them

Boat problems have a way of showing up when you least expect them, and they can be frustrating if you don’t know what they are.

Luckily for you, many of these problems are very common, and there is a wealth of solutions available for when your boat starts acting up.

Let’s unpack ten common boat service issues and the best ways to work through them.

Not Starting

Boat problems don’t come much more alarming than turning your ignition key and hearing nothing.

Don’t despair – there are many reasons this could happen.

The Solution

It’s most likely an electrical issue, so we’ll start there.

Start by checking your kill switch. Shift into neutral, and examine the actual starter switch to see if it’s loose. Tighten up any retaining screws to fasten the switch back into place. If it groans without starting, it might be a poor connection or a low battery. Get these checked out, and remember to inspect, clean and replace your ignition system components.

Not Shifting

Once you’ve got your boat started, you might run into problems shifting out of neutral, rendering your trip useless. Your shifter has stopped engaging the transmission.

The majority of small boats make use of mechanical cable shifts, where the linkage could become physically stuck. Inspect the gearbox for a detached transmission housing cables and reconnect this. Alternatively, if your cable has become stuck with rust or dirt, you can manually jiggle it free.

Of course, if your cable isn’t stuck, the problem might be a failed transmission unit. You’ll need to have this looked at professionally, or at least work on it yourself, back on land.

If your boat uses an e-link control, there’s a good chance the problem is a simple fuse replacement.

No Steering

Of all the boat problems you could face, not being able to steer is one of the worst. If you turn your wheel and it is either locked or simply does nothing, you’re going to want to make a few rudimentary checks.

Check for low hydraulic fluid, and make sure to keep an eye out for leaks. If you find fluid escaping from somewhere, you may just need to tighten the fitting so that it’s airtight.

A stuck drive is more serious and may mean a mechanical failure. Check the entire cable system for loose connections, particularly around the steering arm. Servicing your parts will help to avoid breakdowns and having to replace parts which may disconnect and become worn out.

Water Rising

When your bilge pump begins straining under its workload and your boat feels heavier than usual, you might be taking on unchecked water.

Before anything else, consider that you may simply have forgotten to insert the transom drain plug. This may sound simple, but it’s been known to happen and will directly affect your work.

If you have, there’s a chance you’re dealing with a burst hose on the cooling and exhaust system in your engine. Shut down your engine and change out for a spare hose and clamps. If you don’t have these, consider simply cutting and shortening the end fitting. Alternatively, you could wrap the split section in tape for a more short-term fix.

Remember not to ride these fixes for too long – they will damage your engine over time. Get the part replaced as soon as possible.

Nothing stops the fun of a boat ride short quicker than the engine just going dead, suddenly.

Check to see if your killswitch has been unexpectedly triggered at some point. As with our earlier point, check to see if your ignition switch (or its connections) has come loose.

Next, move on to your engine. Corrosion might be at the heart of your problem, and this could require some simple clean up. Beyond that, you’ll need to consult your parts manual or get in touch with a professional.

Sputtering and Losing Power

A fairly common problem, this is often the end result of filter issues or plugs which have become gummed up.

Change out your in-line fuel filter, or at least clean your old one out. Before restarting your boat, make sure to vent your engine box entirely, to prevent further complications.

Broken Belt

In any conversation about boat problems, the dreaded broken drive belt is one most owners are going to run into at some point. The overheat light lights up, or your voltage meter indicates that the alternator has stopped charging, and you’ve got a problem.

The best solution to this problem is to carry a spare drive belt on your vessel, along with a full set of tools to change it out. Beyond that, you might consider pantyhose in the belt’s place , but the results are iffy and not likely to last very long.

A Stuck Trim

When your trim becomes stuck, your boat is apt to become impossible to raise in the water and onto the ramp.

As with so many other components in any vehicle, a malfunction of this sort could always be a bum fuse. Failing this, the issue might be hydraulic in nature. Luckily, trims are built with a hand operator function for just this kind of situation. Locate the trim release valve, usually near the base of the overdrive or outboard. Open this screw to release the loop’s pressure, and manually tilt your drive.

Overheating Engine

Watching your temperature gauge creep steadily upwards can be alarming on a good day. Put your fears aside, because there’s a simple solution.

Overheating engines almost always come down to water flow issues in the boat’s cooling loop . Check your loop for blockages, and flush it out via the intake.

Vibrations While Accelerating

A boat is a luxury vehicle , and nobody buys one expecting a bumpy ride. If you are experiencing increasing vibrations the more you accelerate your vehicle, something may be wrong with your prop.

Damaged prop blades can throw off the streamlining of your boat as it cuts through the water. Check your prop for even minor distortions, as well as objects snagged in the blades.

Lastly, check the rubber bushing inside of the hub for slippage. If this is the problem, you may experience a loss of power. It’s best in these cases to idle home and have it seen to later.

Boat Problems: A Thing Of The Past

A failure in your boat’s ability to pick up and go could be due to any number of potential issues. With a little know-how, some time, and our handy 10 point list, you’ll be ready when any of these common issues rears its ugly head.

Are you a boating enthusiast looking for parts, services, and a huge range of accessories for your vehicle? Check out some of our great products , today, and get yourself out on the water in style!

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5 Simple Tips For Diagnosing And Troubleshooting Electrical Systems On Your Yacht

by Savage | Nov 15, 2017 | Marine Electrical

When you’re planning on relaxing on the open ocean, nothing’s more inconvenient than a faulty marine electrical system. At Fine Line Marine Electric, we understand this – which is why we’ve put together this handy list of tips for diagnosing common electrical problems on yachts.

With these tips, you can safely diagnose and troubleshoot basic electrical problems, and the get professional help you need. Let’s get started.

• Check That Circuit Breaker

Got a light that won’t turn on, or an outlet that’s not delivering power to your equipment? Your first step should be to check your circuit breaker. It’s possible that it’s simply been tripped – and is currently cutting a section of your yacht off from power.

If this is the case, you can usually solve the problem by simply re-engaging the breaker. However, if one of your circuit breakers “pops” frequently, this is an indicator that there is a real problem – either with the breaker itself, or the circuit that it’s connected to.

If you have a breaker that regularly gets tripped or overheats, don’t try to force it to re-engage – get your electrical systems inspected by a professional.

• Take A Look At Your Owner’s Manual  

Most owners manuals and documentation will include basic troubleshooting steps for things like electrical issues. Ideally, you should still have your owner’s manual. But if you don’t have it on-hand or you’ve lost it, you can probably still find it on the internet in a PDF format.

Keep a copy of the owner’s manual on-hand. It’s invaluable when diagnosing basic electrical problems.

• Invest In A Multimeter

A multimeter allows you to do a number of basic troubleshooting tasks on your boat. For example, using a multimeter, you can measure the performance of your onboard 12v battery, assess its condition, and determine whether or not it’s charging properly.

You can also use a multimeter to measure the amperage of a particular circuit, and see if your boat’s systems are drawing excessive power, and could be in danger of overheating.

• Keep Backup Fuses On Board – And Make Sure They’re Rated Correctly

A simple blown fuse can be a real problem when you’re out on the open water. Because of this, it’s important to always keep a selection of backup fuses on-board your yacht, in a safe and well-marked place that’s not exposed to the elements.

In addition, you’ll want to make sure that you’re using fuses that are rated correctly for your yacht. Fuses should not be running at 100% of their rated value for a long time – they could overheat and cause an onboard fire. Ideally, a fuse should never exceed 80% of its rated amperage. This ensures that it can handle a slightly higher load without failing and damaging your electrical systems.

• Know When You’re Out Of Your Depth

Electrical systems are dangerous and complex. In a pinch, it’s good to be able to do basic troubleshooting tasks on your own, but you shouldn’t be afraid to turn to professionals if you’re out of your depth.

This is especially true if you’re experiencing issues with AC power – from shore power connections, generators, or inverters. AC power can kill you, and even high-voltage DC equipment can cause serious injuries.

If you’re having problems with your yacht’s power systems and you’re not equipped to fix them yourself, contact a qualified marine electrician. Better safe than sorry!

Keep Your Yacht’s Electrical Systems In Tip-Top Shape!  

With these basic tips and troubleshooting techniques, you can easily address common issues like blown fuses, tripped circuit breakers, and dead 12v batteries. And if you need further help fixing or maintaining the electrical systems of your yacht, get in touch with Fine Line Marine Electric.

Our teams of experienced marine electrical engineers can help you solve even the most complex and dangerous issues with your boat. So turn to us if you’re having electrical issues – and get back on the water ASAP!

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Targeting super yachts owned by Russian oligarchs could hit a nerve in Moscow

Poor transparency around ownership of assets can cause challenges, experts say.

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With sanctions levied and financial assets seized, Russian oligarchs have been scrambling to get their super yachts out of Western ports in search of safer harbours. 

One yacht, said to belong to Russian President Vladimir Putin himself, abruptly left port in Hamburg, Germany, just weeks before the Russian invasion of Ukraine prompted wide-reaching sanctions. Others were not so quick to leave European ports. 

Authorities in La Ciotat, on France's Mediterranean coast, seized a yacht they say is linked to sanctioned Russian oligarch Igor Sechin, the CEO of state oil company Rosneft. He was Russia's deputy prime minister from 2008 to 2012.

• Canada slaps sanctions on Russian oligarch Roman Abramovich
• Analysis With Russia pressing on and Ukraine digging in, how will Putin's war actually end?

Industry watchers say oligarchs everywhere are trying to keep their yachts from being taken.

​​"There's a few yachts that we are watching at the moment in the Atlantic," said Sam Tucker, head of super yachts at the firm VesselsValue, which tracks and estimates the value of these giant luxury yachts. 

"I'm expecting some of them to start doing U-turns in the middle of the ocean," he told CBC Radio's Day 6 .

Western countries have imposed a punishing package of sanctions and export control restrictions on Russia in response to the invasion of Ukraine. Russia's biggest banks were hit, as was the country's central bank. Major state-owned companies and some of the country's wealthiest individuals have seen overseas assets frozen.

The investment bank JP Morgan Chase believes Russia's economy will shrink 35 per cent in the second quarter of 2022 and seven per cent for the entire year.

White House spokesperson Jen Psaki says the suite of sanctions is meant to make every aspect of life difficult on Putin and the oligarchs who protect him.

"What we're talking about here is seizing their assets, seizing their yachts and making it harder for them to send their children to go to colleges and universities in the West," Psaki said in a briefing this week. "These are significant steps that will impact the people who are closely around President Putin."

<a href="https://twitter.com/hashtag/Putin?src=hash&amp;ref_src=twsrc%5Etfw">#Putin</a>´s Yacht "The Gracefull" inbound Kaliningrad from Hamburg in anticipation of future sanctions due to the conflict in <a href="https://twitter.com/hashtag/Ukraine?src=hash&amp;ref_src=twsrc%5Etfw">#Ukraine</a>. <a href="https://t.co/qdhAUhCH1m">pic.twitter.com/qdhAUhCH1m</a> &mdash; @GDarkconrad

Symbolic target

The yachts themselves are worth hundreds of millions of dollars, but experts in Russian sanctions say this isn't just about the dollar value.

"They don't have much value compared to the total net worth of an oligarch," said Bill Browder, a long-time advocate for stiff sanctions against Russian oligarchs, in an email to CBC Radio. 

But they are "a highly symbolic attack on something coveted by the oligarchs."

These ultra-luxurious ships became a status symbol for the oligarchs as they amassed fortunes in the 1990s and early 2000s.

"There is a bit of oneupmanship," Tucker told Day 6 . He says the biggest and most expensive ships are cloaked in secrecy. They have extreme privacy and security features, including bulletproof glass, and some require crew to sign non-disclosure agreements.

But Tucker says the biggest security and privacy feature of all is the opaque ownership structure of the yachts. He says precious little information about who actually owns these ships is available.

"[Only] basic information is disclosed — for example, the registered owner — which is often a shell company or a 'special interest vehicle' registered in Monaco, Malta, [or the] Cayman Islands," he said.

Untying those knots is a notorious problem, but one usually confined to taxation issues.

"One thing that I think may come out of this whole situation is the increased call for transparency and transparent ownership," said Tucker.

Yachts on the move

So far, only four super yachts have been seized, including a 213-foot yacht owned by Alexei Mordashov in Imperia, Italy.

While authorities sift through the byzantine paper trail of ownership, other oligarchs have scrambled their crews to get the yachts to somewhere safe.

"One of the things I've been trying to figure out is, where do they go [next]?" asked Alex Finley, a former CIA officer living in Barcelona, in an interview with  As It Happens host Gillian Findlay .

This week, Finley tweeted photos tracking a ship said to be owned by Roman Abramovich, the Russian billionaire who owns the Chelsea Football Club.

• Anxious Russians flee by the hundreds each day into neighbouring Finland

"A lot of these yachts that we've been looking at are heading towards the Maldives or the Seychelles. A few are in Montenegro, but they look like they're probably going to be on the move," Finley said in the interview .

Here you can see the sterns of both Aurora and Valerie, and in the other pic, the empty slip where Solaris used to be (which is the size of the empty hole in my heart). 7/ <a href="https://t.co/Luvj5vyWXp">pic.twitter.com/Luvj5vyWXp</a> &mdash; @alexzfinley

Neither the Maldives nor the Seychelles signed onto the sanctions, so the ships are probably safe from seizure there. Another major hub is Dubai.

"I think we're going to see Dubai as a big hotspot for these yachts," said Tucker. "It has hot weather all year round and … Russians can fly to Dubai without going through the EU airspace."

Tucker agrees that targeting the yachts is a symbolic move.

"It's really sending the message that they aren't untouchable. We've closed the skies on both sides of the Atlantic so their private jets can't operate, and now we're going after their super yachts," he said.

"I'd be feeling quite vulnerable if I was an oligarch right now."

ABOUT THE AUTHOR

Senior Business reporter for CBC News. A former host of On the Money and World Report on CBC Radio, Peter Armstrong has been a foreign correspondent and parliamentary reporter for CBC. Subscribe to Peter's newsletter here: cbc.ca/mindyourbusiness Twitter: @armstrongcbc

Interview with Sam Tucker produced by Rachel Levy-Mclaughlin

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The Chicago Cubs have a problem at catcher. Iowa's Moises Ballesteros could be the answer

At the start of every baseball season, Chicago Cubs prospect Moises Ballesteros comes up with a big goal he wants to accomplish for the year and tells his parents.

This year's was simple.

“My goal for this year and the start of the season was to finish in Triple-A,” Ballesteros said with a smile.

Ballesteros has made it that far. The 20-year-old star for the Iowa Cubs now has his sights set on even bigger things after a strong start to the season.

“Now my goal is to finish in the big leagues,” Ballesteros said.

That certainly seems like a possibility for the left-handed hitting catcher, who is now one short step away from the majors for the first time in his career.

Ballesteros has been a highly coveted player by the Cubs ever since the Venezuelan youth star signed with the organization for $1.2 million. He’s lived up to the high hopes placed upon him with strong seasons in 2021 and 2022. His best season, though, came in 2023.

Ballesteros, then just 19 years old, hit .285 with 27 doubles, 14 home runs and 64 RBIs in 117 games across three levels with Single-A Myrtle Beach, High-A South Bend and Double-A Tennessee.

After the season, he was named Chicago’s Minor League Player of the Year. But even with that big breakout season, Ballesteros figured he’d spend the bulk of the 2023 season in Double-A with the Smokies.

But after hitting .299 with nine doubles and nine homers in 56 games, Ballesteros was summoned into Tennessee manager Lance Rymel’s office. He was going to Triple-A.

“I was really excited for me,” Ballesteros said.

He quickly altered his goal for the season. Now that he’d reached Triple-A for the first time in his career, he figured making it to the big leagues was well within his grasp.

The timing couldn't be much better. Chicago has struggled mightily to find any sort of consistency from the catching position this season.

Ballesteros said he understand that the Cubs are looking for an answer at the position. He thinks he could be it.

"I'm working so hard," Ballesteros said.

That hard work has paid off for Ballesteros who has adjusted nicely to Triple-A pitching so far. In his first five games with Iowa, he hit .350 (7-for-20) with a double and homer. He's played first, been behind the plate and even been the DH this season. He said the plan is to continue that in Iowa, where he'll catch three to four days a week.

"I need more work behind the plate," he said.

But Ballesteros is proving that he's ahead of the curve at the plate while making a compelling case for his first big league promotion.

"I feel good, really good," he said. "I feel really comfortable in the box."

Tommy Birch, the Register's sports enterprise and features reporter, has been working at the newspaper since 2008. He's the 2018, 2020 and 2023 Iowa Sportswriter of the Year. Reach him at [email protected] or 515-284-8468.

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Transnistria: prospects for a solution.

A new impetus to negotiations

Cristian Urse

Since 1992, there has been an ongoing debate regarding the situation in Transnistria. After the conclusion of the agreement that ended the armed conflict, Chişinău and Tiraspol made efforts to find a political solution, under the supervision of a negotiation mechanism that included, until recently, Russia, Ukraine and OSCE. Russia’s last plan to that end was rejected by the Moldovan leadership. This triggered a set of political and economic punishments by Moscow. The political context of the last two years has given a new impetus to the negotiations on the resolution of the Transnistrian conflict. The changes in Georgia and Ukraine and the resuscitation of GUAM have significantly influenced the premises for a settlement, while the US and the EU have become observers in the negotiation mechanism.

In spite of these evolutions (or maybe as a result of them), the prospects to reach a solution in the short term are slim, as the present negotiating mechanism continues to lose importance. This paper argues that the decisions of the actors involved have affected negatively the evolution of this mechanism, and that the parties appear to continue undertaking unilateral steps that they perceive might improve their position in the future or might defend the actual status-quo.

The Conflict in Transnistria

Some scholars have tried to explain the war in Transnistria as an ethnic conflict. Without understating this dimension of the conflict, a closer look to the ethnic realities is necessary. In 1989 Moldovans formed approximately 65% of the country’s population. Ukrainians ranked second with approximately 14%, and Russians third with 13%. In Transnistria, Moldovans were still a relative majority (40%), while Ukrainians formed 28%, and Russians 26%. 1 However, the minorities used Russian to communicate. Therefore the claim that the language law of August 1989 provoked concerns among the Russian-speakers is true to a certain extent. This legislative package decided that the state language be Moldovan, as well as that a return to the Latin alphabet would take place. It also stated that language proficiency would be required of all citizens by January 1, 1994 (although guaranteeing the use of Russian and Gagauz at the local level). 2 Nevertheless, unlike in the Baltic States, the requirement for proficiency in the state language was never enforced in Moldova.

Other factors appeared to have contributed more to the breakout of the conflict. In Transnistria, the Moldovan national agenda clashed rather with the ideological soviet conceptions and the economic interests of the local leaders. Most of the Moldovan industry was built in Transnistria and therefore it was profitable for its leaders to attempt secession in order to preserve full control of the economic assets.

Since the end of World War II, Transnistria has always been seen as a source of reliable cadres for the Moldovan Communist Party. Immediately after 1945, Transnistrian communists were considered more loyal to the USSR than their colleagues from the recently integrated province of Bessarabia. Therefore, in the first decades after World War II, the party leaders in Chişinău usually came from Tiraspol.

This situation began to change after the establishment of Chişinău State University and other, local, cultural institutions, as the capital of the new republic was asserting its central political role. Also, the policy of indigenizing the Communist Party from Moldova, started during the 1960s, ensured Bessarabians’ accession to the party and state hierarchy, which reversed the traditional situation of the Stalinist period. 3 By 1989, the Moldovan leaders were often from Bessarabia, and were the key players in promoting perestroika and the national awakening movement that emerged at this time. Tiraspol was still an important economic center of the republic, but its leaders feared they would lose their positions as an effect of the reformist movement. Thus, trying to preserve their traditional positions, Transnistrian leaders found themselves fighting perestroika and, later on, the nationalist movement.

After the adoption of the language laws in Moldova, groups of workers from the left bank of the Dniester went on strike to express their concern with the would-be required proficiency in the state language. In June 1990 the Supreme Soviet of Moldova adopted a declaration on sovereignty. In September, the reaction of Transnistrians was to proclaim the Dniester Moldovan Autonomous Republic (RMN). The Supreme Soviet declared this act void and null, but could not enforce this on the ground. While following its way to independence, Chişinău was losing control over Transnistria.

In the days of the August 1991 coup, Mircea Snegur (the first Moldovan president) and the Moldovan leadership sided with Gorbachev and condemned the plotters. On the opposite side, the Transnistrian leadership hailed the putsch stated that the Soviet Union must be saved and promised troops to the plotters. Once the coup failed, Transnistrians rushed to set up their self-proclaimed state. 

In December 1991, the first serious clashes between the paramilitary detachments of the RMN and the Moldovan police broke out in Dubăsari (Transnistria), over control of governmental buildings. Reportedly the Transnistrian forces used weapons from the deposits of the 14th Army. In March, 1992, hostilities occurred again in Dubăsari, extending then to other localities. In response, Moldovan president Snegur declared the state of emergency throughout the country.

The Soviet 14th Army was a key factor in the conflict. The Moldovan president tried to secure control over it and issued a decree that transferred all the former Soviet military troops and equipment to the emerging Moldovan defense forces. The decree remained a simple piece of paper, as the 14th Army did not obey it. On April 1st president Yeltsin officially transfer the 14th Army to the Russian Federation command. 4 In May the 14th Army launched attacks against the Moldovan forces, driving them out of some villages from the left bank of the Dniester. The bloodiest fight occurred in June, when the 14th Army again intervened (this time officially) in favor of separatists who were losing the city of Tighina (Bender), driving out the Moldovan forces. 5 On July 21, a Peace Accord was signed by presidents Yeltsin and Snegur, providing the establishment of peacekeeping forces comprising Russian, Moldovan and RMN troops, under the supervision of a Joint Control Commission.

Attempts to Negotiate

Beginning April 1992, talks between the representatives of Russia, Ukraine, Romania and Moldova led to the creation of a quadripartite mechanism for settling the conflict. A cease-fire agreement mediated by the four parties was signed, while the Russian ambassador to Moldova praised the contribution of Romania and Ukraine to the settlement of the conflict. A meeting of the four presidents (of Russia, Ukraine, Romania and Moldova) held in Istanbul in June 1992, which established the creation of security zones and corridors. The status of the 14th Army was to be determined in future Russian-Moldovan consultations. The Russian-Moldovan agreement of August 1992 practically put an end to the quadripartite mechanism, leaving Romania outside the process of negotiation, as Russia no longer considered it needed to consult Bucharest or Kiev. Arguably, this was a big mistake on part of the Moldovan leadership.

On October 21, 1994, Moldova and Russia signed an Agreement regarding the withdrawal of Russian troops within three years. The document was criticized by Moldovan experts and former members of the negotiating commission for two reasons: it stipulated the principle of synchronization of the withdrawal with granting autonomous status to Transnistria, and it was ambiguous with respect to the date of entering into force. In fact, Russia could interpret that the agreement would become effective only after Transnistria’s autonomy was legally secured. 6 Moldova ratified the agreement immediately and expected Russia to do the same and proceed with withdrawal by 1997. By 1996, however, Moscow did not ratify the agreement, and stated that the status of Transnistria should take precedence over its military commitments. The agreement became thus obsolete.

Ukraine was later included in a new format of discussions, with Russia’s blessing, in an attempt to give negotiations on Transnistria an international face. Thus, in 1997, Chişinău and Tiraspol signed a Memorandum intended at normalizing their relations, with Russia, Ukraine and OSCE as guarantors of the subsequent negotiating process. Three years later, in 2000, president Putin established a state commission presided by former foreign minister Yevghenii Primakov, which was tasked to elaborate a plan for the settlement of the Transnistrian matter. During the same year, the commission presented a document that advanced the idea of a “common state” of Moldova and Transnistria, within the recognized borders of the Republic of Moldova, based on a special treaty guaranteed by Moscow and Kiev. As the proposal favored Tiraspol and even advanced the idea of Transnistria’s right to secede from Moldova under certain circumstances, it was silently pushed aside by Chişinău, whose interests were in serious jeopardy.

The lack of progress after almost ten years could be explained by several factors. Moldova made important mistakes: in 1992 terminating the consultation mechanism including Romania and the Ukraine, and the conclusion of an unclear agreement in 1994. Meanwhile, the speed of negotiations depended on the evolution of relations between the government in Chişinău and Moscow. Good relations with Russia were usually accompanied by slow progress of the negotiations on Transnistria. Russia, for its part, was content in maintaining the status-quo, allowing her to have full control in Transnistria and important leverage to use from time to time to pressure Chişinău.

The Kozak Memorandum

In 2001, as a result of early elections, the Party of Moldovan Communists came into power, taking advantage of a negative vote that sanctioned the lack of success of the reformist alliance that formed the previous government. The Party of Communists (PC) became the largest party in the Moldovan parliament by 1998, with the other three parties isolating it in an attempt to give the country a pro-European direction.

Nevertheless, the PC won the 2001 elections on a pro-Russian platform. Among other things, the communists favored Moldova’s membership in the Russia-Belarus Union, a project that did not materialize. However, close relations with Russia and an anti-Western rhetoric dominated their political discourse. According to the new provisions of the Constitution, the president of the republic was elected by the parliament. With 71 seats (out of 101), the PC did not have any problem in electing its leader, Vladimir Voronin, as the country’s president.

With respect to Transnistria, Voronin and the Party of Communists seemed convinced that they would be able to bring it under Chişinău’s control. As early as 2001, the discussions with the Transnistrian leadership appeared to be fruitful. As a promising result, one of the political prisoners held in Tiraspol 7 , Ilie Ilascu, was freed. The leadership in Chişinău believed that its close relation with Moscow would ensure a smooth resolution of the conflict, with Voronin emerging as a strong and successful leader able to reunite the country. However, these expectations were not met.

In 2002, representatives of Russia, Ukraine and the OSCE submitted a draft for an agreement between Chişinău and Tiraspol. The document proposed the federalization of the country, within which territorial entities were supposed to retain power over a wide range of issues. The first such entity thought of was Transnistria, but there were speculations that the autonomous status of Gagauzia would also be redrafted in accord with this new agreement that was supposed to turn Moldova into a federation. A Joint Constitutional Commission bringing together representatives of Chişinău and Tiraspol was created in early 2003. Meanwhile, a new Minister of Reintegration was supposed to become Chişinău’s tool for the peaceful reunification of the country. President Voronin’s stated goal was to hold elections throughout the entire republic (including Transnistria), in a hope for a peaceful and legitimate takeover of the left bank of Dniester.

By mid-2003, however, negotiations stalled once again. Faithful to its relationship with Russia, president Voronin entered direct negotiations with Moscow, leaving Ukraine and OSCE aside. Russian deputy head of the presidential administration, Dmitri Kozak, was entrusted by president Putin with the task of reaching a compromise between Chişinău and Tiraspol on constitutional matters.

Kozak’s shuttle diplomacy was able to produce a document by October 2003, detailing the principles of a federal structure that advantaged Tiraspol. Thus, Moldova was to become an asymmetric “federation” with only one unit clearly defined – Transnistria. The remaining part of the country was referred to in the document as “the federal territory,” while Gagauzia was supposed to be represented in the newly established upper house of the parliament, with an option to elevate its status within the future federation. The way the upper house of the parliament was supposed to take decisions on important matters (such as organic laws) gave Transnistria a de facto veto, as a three fourths majority was required for such a decision. 8

After the document was apparently agreed with Chişinău and Tiraspol, Russia presented it to the OSCE and Ukraine, the other guarantors of the negotiation process. Aware of the undergoing Russian-Moldovan negotiations, the OSCE tried to get involved during 2003, but Russia constantly refused to give it a role. In accord with its Istanbul commitments, Russia was supposed to withdraw its troops and ammunition from Moldova at the end of 2002, during the Portuguese chairmanship of the organization. A one year extension granted by the ministerial conference held in Lisbon brought that term to December 2003. Therefore, the situation was of particular importance for the Dutch chairmanship of the organization at the time. Feeling left aside, the chairmanship was more than reluctant with regard to the document that Russia presented. Moreover, the United States clearly signaled that it would not favor the agreement. 9

On the other hand, the public opinion of Moldova exerted an important pressure on the country’s leadership in order to block the conclusion of the document. The Kozak Memorandum was seen as an inadmissible concession made by the communist government to Russia and a way of holding Moldova hostage to Russian interests for years to come. The document came at the end of a year during which the opposition had been rallying in the streets for many weeks, opposing the government’s policy on language matters. 2003 was the year when the communist government tried to elevate the status of the Russian language (making it almost a second official language of the country), while questioning the use of Romanian history and language study books in schools. The Kozak Memorandum thus became an excellent opportunity for the opposition to stage another round of public demonstrations, making the situation even more difficult for the government. 10

Last, but not least, it appeared that the final form of the document contained elements that made president Voronin and his government unhappy. 11 The initial Memorandum contained no reference to the situation of the Russian troops in Transnistria. However, at Tiraspol’s request, Russia conceded to offer guarantees that its troops will remain in the region for another 20 years. 12 At this point, although after he initialed the document, Voronin realized that his main objective, that of bringing Transnistria under his control (subsequently emerging as a hero for his electorate), would never be achieved. A continued presence of the Russian troops eliminated the prospects for a peaceful change of the political elite in Tiraspol, which was actually obtaining a role in the decision making process in Chişinău. The entire Moldova would have become, in fact, a hostage of Tiraspol and Moscow.

Short of a clear political gain and of the support of the international community, and with public opinion opposing the document, president Voronin decided not to sign it and canceled the ceremony that was to be attended by the Russian president Vladimir Putin in Chişinău on November 25, 2003. Russia’s reaction was harsh and marked a clear breakdown of its relationship with the government in Chişinău. On its part, Tiraspol was given the chance to claim that Voronin could not be trusted.

The Kozak Memorandum episode was a bitter failure for Russian diplomacy. Instead of putting pressure on Moldova, the entire construction brought Moscow into the position of having to ask for the OSCE’s support after months of rejecting any serious dialogue with the Dutch chairmanship on Transnistria. As the December ministerial conference was just days away, Moscow had to face the criticism of the West for failing to abide by the terms that she agreed upon one year earlier, when the extension for the withdrawal of the Russian troops from Moldova had been granted. The Russian political attack on Voronin, which followed, was the logical consequence of the outcome of the negotiations.

Moldova’s Present Position

The events that followed deepened the alienation of the Moldovan leadership from its former Russian friends. The OSCE ministerial conference of 2003 was the first to fail at reaching a common position on the matter of Russian troops in Transnistria, 13 with Russia trying to ignore its 1999 Istanbul commitments. The final declaration of the NATO Summit held in Istanbul in 2004 expressed the Allies’ regret with regard to Russia’s inability to comply with the terms of withdrawing its troops from Transnistria. 14 Most importantly, in a July 2004 decision, the European Court of Human Rights stated that Russia contributed decisively to the establishment of the regime in Transnistria, was responsible for the fate of the political prisoners illegally held in Tiraspol by the separatists, and should to pay damages and undertake the necessary steps for their release. 15 Finally, Moldova itself was under the close monitoring of the Council of Europe for its record in the field of human rights and democratization. 16

Because of this particular international political context, as well as a severe deterioration of his relations with Moscow, president Voronin was determined to execute an interesting political twist in 2004. With no hope in a peace with Moscow, he and his party took a pro-European stance in the wake of the general elections due in March 2005. The change of government in Romania gave him the opportunity to improve relations with Bucharest, which had previously deteriorated. The outcome of the Ukrainian Orange Revolution also contributed to this option. The communist party comfortably won the elections, gaining the population’s approval not only for its pro-European platform, but also for a firmer approach towards Moscow.

The 2+3 negotiations on Transnistria, 17 which took place on a monthly basis as of April 2004, kept Moldova in an uncomfortable position. As many analysts argued, 18 there was usually a four against one format of debate, with Ukraine and the OSCE mission in Chişinău siding invariably with Moscow and Tiraspol. Constantly isolated in the debates, it was difficult for Chişinău to convince the international community of the correctness of its position. This began to change in early 2005, when Kiev also chose a pro-European direction that led the government to pay attention to the Western approach towards Transnistria.

The Ukrainian Orange Revolution was a significant factor for Moldova’s approach to the Transnistrian matter. First, it changed the balance within the negotiation mechanism. Seeking a closer relation with the EU and NATO, Ukraine began nuanced alterations to its position with regard to the conflict, no longer agreeing with all Russian proposals. As an example, under the aegis of the EU, Ukraine concluded a border agreement with Moldova in late 2005, aimed at eliminating the illegal traffic that went through the Transnistrian sector of the Ukrainian-Moldovan border.

Second, and more importantly, changes in Kiev caused Moldova to re-evaluate its entire foreign policy. As the events in Ukraine came one year after the Georgian Revolution, the March 2005 Moldovan elections were seen by many in the West as an opportunity for “the next colored revolution” in the former Soviet area. Although it is not clear what popular support such a revolution would have had, Moldovan opposition parties borrowed political symbols and slogans from their neighbors; thus, during the electoral campaign, the Christian Democratic Popular Party adopted the orange color and used a poster in which its leader and the Ukrainian President Yushchenko appeared together. Improving relations with Moscow was no option for Voronin and the Communist Party. Even worse, certain Russian political circles signaled that they would support a centrist coalition in the Moldovan elections. Thus, the government in Chişinău picked the only viable option for its electoral platform, that of the European integration project. The Communist Party retained an absolute majority of parliament seats (54 out of 101) and reached an agreement with an opposition party that secured another term for president Voronin.

The most important political outcome of the March 2005 elections was a solid pro-European stance of all political parties represented in the parliament. In 2001, the communists opposed the pro-European discourse of the opposition and even debated a potential membership of Moldova into the Russia-Belarus State Union. By 2005 the European project was embraced by all significant parties that entered the electoral race.

With regard to Transnistria, this offered the premise for a more active policy. Following a settlement plan presented by the president of Ukraine, Viktor Yushchenko, in May 2005, the new Moldovan parliament adopted, with a large majority, on June 10, three documents regarding the future status of Transnistria. The documents spoke about the necessity of decriminalizing, demilitarizing and democratizing the Transnistrian area of Moldova, while at the same time granting it a large degree of autonomy. The Parliament move did not have immediate practical consequences, as Transnistrian leaders did not renounce their own agenda with regard to the presence of Russian troops in the area. However, it had a strong symbolic impact, as Moldova was no longer in a defensive position on the Transnistrian matter on the international stage. On the contrary, Tiraspol (and Moscow) had to react to Moldova’s proposals. As expected, Transnistria repeatedly stated its opposition to what it perceived to be an “asymmetric federation,” 19 claiming equal status with Chişinău within a future political arrangement, maintaining also a different view with respect to long-term presence of the Russian troops.

By the end of 2005, Moldova signaled that she considered the negotiating format 20 obsolete and, short of its reformation, would renounce it. As a result, Tiraspol and Moscow agreed to have US and EU as observers in the negotiating format. Rather than improving the debates, the new equilibrium strengthened Moldova’s capacity to disagree with Moscow and Tiraspol and further undermined the prospects for reaching a solution within this framework.

Another result of Ukraine’s change of orientation was the reactivation of GUAM. As Moldova, Georgia and Azerbaijan had to deal with Russian-supported territorial separatism; GUAM became an appropriate framework to address these concerns, increasing international pressure on Russia. On May 23, 2006, the GUAM Summit in Kiev decided to institutionalize the organization, renamed The Organization for Democracy and Economic Development – GUAM, and established its secretariat in Kiev. The Summit Declaration condemned the occupation of a country’s territory by military force, stating that “territorial annexations and the creation of enclaves can never become legal,” a clear reference to the frozen conflicts in Moldova, Georgia and Azerbaijan. In their individual declarations, the presidents of Moldova and Azerbaijan were even more explicitly pointing to the secessionist movements in their territories, calling for better coordination among GUAM members in international organizations with regards to these conflicts. 21

In November 2005, Moldova and Ukraine concluded an agreement regarding the Transnistrian side of their border. The agreement, backed by Brussels, provided for a joint, strict, control of the Ukrainian part of the border, with the participation of an EU Border Assistance Mission. With a two-year mandate (extendable) and an eight million Euro budget, the mission consists of 69 experts seconded by EU countries and around 50 local support staff. It has its headquarters in Odessa and five other field offices along the Moldovan-Ukrainian border. 22 The action is supposed to curb the illicit traffic that allowed the survival of the separatist regime in Tiraspol. 23 As part of its commitment, Moldova facilitated the registration of Transnistrian firms with the authorities in Chişinău, renouncing its rights to tax these businesses. Thus, Moldova exerts symbolic control over these firms, making them legitimate and allowing them to trade abroad.

Since April 2005, Moldova had to face another problem. The Russian authorities banned imports of meat products, fruits and vegetables, a decision seen by many analysts as pressure exerted by Moscow in order to punish Chişinău for its conduct in foreign policy. This decision was extended in 2006 to include Moldovan wine, 24 which, together with the other agricultural products, was a traditional commodity present on the Russian market. Far from generating compliance, this measure sharpened Chişinău’s discourse. President Voronin stated that Russian economic sanctions against his country were “the price for independence, sovereignty and territorial integrity” that the people will continue to pay. 25 Although painful for the moment, in the long run this type of measures will determine Moldova (and Georgia) to find other markets for their exports, further reducing dependence on Russia.

Georgia has already signaled that it might block Russia’s accession to WTO if the ban of Georgian exports continues, and Moldova could follow suite. Russia’s ban is seen as unilateral sanctions against two WTO members, an act that is not in line with the organization’s rules. While it is not clear yet how heavy Georgia and Moldova’s opposition might weigh against Russia’s bid for WTO, this is one more political problem for Moscow.

It is also worth mentioning that Moldova soon could undertake another step that would make the situation more difficult for Moscow. In October 2005, the Georgian parliament required the government to assess the overall activity of the Russian peacekeeping troops in South Ossetia and Abkhazia. In July 2006, the parliament adopted a decision to evacuate the Russian peacekeepers from the two separatist regions, appreciating that their influence in the region is considered very negative. The presence of the Russian peacekeepers in Transnistria is based on the Russian-Moldovan agreement that ended the armed conflict in July 1992. 26 While the resolutions adopted by the Moldovan parliament in June and July 2005 asked for the withdrawal of the Russian troops (in line with the Istanbul commitments), the government in Chişinău has been reluctant with respect to denouncing the 1992 agreement, in order to avoid a unilateral step that might have been criticized by the international community. However, this option remains viable especially after the decision of the Georgian parliament. The termination of the agreement would make the presence of the Russian troops on the territory of Moldova illegal, forcing Russia to take into consideration the idea of an international peacekeeping force (eventually under a UN mandate). Talks were held on May 24, 2006, in Brussels, in a 3+2 framework (Russia, Ukraine, OSCE as mediators and the US and EU as observers), on the idea of transforming the present peacekeeping operation in Moldova into an international one. 27 The simple fact that Russia accepted to discuss the matter speaks for itself.

Moldova’s active foreign policy during the last year and a half marked a substantial difference from the previous period. Chişinău has acted independently from the constraints of the negotiations format. First, the Moldovan parliament adopted a package of resolutions and laws that addressed the problem of the status of Transnistria. Second, Moldova threatened with refusing to take part in the negotiations format, short of a reform of its composition (determining the invitation of EU and US as observers). Third, Moldova took advantage of the new political context in the Ukraine, increasing its bilateral cooperation with Kiev. Moldova was thus able to secure the implementation of the border agreement with Ukraine, denounced as an “economic blockade” by Moscow and Tiraspol, which determined that the latter should step out of negotiations. In sum, Moldova proved it was prepared to act independently from the existing negotiating mechanism, a framework that until recently allowed Russia to pressure and inhibit initiatives from Chişinău.

Status-quo - Russia’s Deep Wish

After the failure of the Kozak Memorandum, Russia tried to discredit Moldova in the eyes of the international community. Russian officials declared that the leaders in Chişinău could not be trusted, as they changed their mind in the last moment with respect to the document. This line of argumentation continued throughout 2004, when an OSCE proposal redrafted the main ideas of the Russian plan for the settlement of the conflict. As 2+3 negotiations took place on a monthly basis as of April 2004, Moldova was often under the pressure of the other four actors (Tiraspol, Moscow, Ukraine and the OSCE mission in Chişinău). However, the OSCE’s new plan came on the table in a time of mounting political tension between Chişinău and Moscow, the former being very reluctant to agree on anything after the experience of the Kozak Memorandum.

As the March 2005 elections did not bring a significant political change in Moldova, Russia proceeded with economic sanctions against Chişinău. Although it claimed internal regulations that the Moldovan (and Georgian) products did not comply with, Russia had little success convincing the international opinion that the measures were anything other than economic retaliation against the political attitude of the two countries. Russia claimed that Moldovan and Georgian wines, brandies and mineral water had high level of pesticides and heavy metals. On the other side, Moldovan officials stated that no laboratory evidence was presented by Russia in support of its decision, while the country continued to export wine on other markets, equally interested in consumer safety. 28

Moscow’s last signals with respect to Transnistria and the two Georgian frozen conflicts tried to draw a parallel between them and the status of Kosovo. As international negotiations on Kosovo’s final status began in early 2006, Russian officials (including president Putin) stated that Kosovo should be regarded as a precedent for settling the post-Soviet frozen conflict. Thus, Tiraspol’s announcement that it would hold a referendum on independence in September 2006 was encouraged by Moscow. Konstantin Kosachev, president of the Russian Duma’s Committee for Foreign Relations, declared that a transparent referendum should be taken into consideration by the international community, as a legitimate expression of the will of people of Transnistria. 29 While the leadership of Transnistria undoubtedly supported such an approach, it is not clear at all that Russia would go as far as recognizing Transnistria’s independence. 30 There are several reasons for this.

First, Russia has continuously stressed its support for Serbia’s territorial integrity, for example, at the last OSCE ministerial conference, in December 2005. It would be rather unusual for Moscow to renounce this position just for the sake of pushing for an extreme (and risky) solution for the frozen conflicts. Furthermore, while an arrangement that would recognize Kosovo’s independence in the long run is plausible and will happen only with the agreement of the UN Security Council. It is not clear who would follow a would-be (but unlikely) unilateral recognition of Transnistria’s independence by Moscow. Moscow would have to convince the international community of similarities that do not exist between Kosovo and Transnistria. The Kosovo conflict was defined by ethnic and religious factors, while the Transnistrian conflict was generated by elite conservation efforts and geopolitical interests. The political authority in Kosovo is exercised by the international community under a UN mandate, while Russia alone guarantees an illegitimate authority in Transnistria. 

Second, Russia would be worse off if it recognized Transnistria’s independence. On the one hand, Moscow would face international criticism, adding one more problem to the basket of issues constantly debated with the West. OSCE’s Chairman in Office, Belgian foreign minister Karel de Gucht strongly criticized the idea of a referendum in Transnistria, calling upon Tiraspol to cancel the initiative and to rejoin the negotiations mechanism, making clear that the OSCE has no intention to observe or support the organization of a referendum that questions Moldova’s territorial integrity. 31 On the other hand, in the long run, an independent Transnistria (squeezed between Ukraine and Moldova) might become less responsive to Moscow’s wishes. Keeping the elite of Tiraspol completely dependent on Moscow seems the best strategy that Russia has so far. 

Third, such an extreme stance would definitively alienate Moldova from Russia for years to come. At present, Moldovan politicians stress from time to time the need to maintain good relations with Russia. Some do so just for the sake of rhetoric; others seek some kind of electoral payoff. However, if Russia recognizes Transnistria’s independence, no politician in Chişinău will ever speak favorably of Moscow. 

Russia has been successful so far in maintaining the status-quo. The agreement of 1992 allowed the consolidation of the Transnistrian leadership, and the one in 1994 tried to link the settlement of the conflict with resolving the status of Transnistria. Every time she proposed a solution, Russia intended to legalize a potential right of secession of Transnistria from Moldova or at least to ensure a veto right for Tiraspol on the most important decisions of Moldova, which would have brought entire Moldova under its unconditional control. Short of such a decision, Russia undermined any other Moldovan efforts to solve the problem. 

However, the Moldovan-Ukrainian border agreement as of March 3, 2006, forced Russia to take radical steps. Moscow denounced the agreement as a real economic blockade against the people of Transnistria, while Tiraspol stepped out of the negotiations for the time being. However significant this act might have proved for the internal public opinion, Russia and Tiraspol are losing face in the international arena, appearing as actors that overtly support illegal traffic across the Moldovan-Transnistrian border, undermining the negotiations. 

After 2004, Russia has had one more concern to address. With the change in Ukraine’s foreign policy came Kiev’s bid for NATO membership, an idea that Russia categorically opposes. As the Ukraine factor became more difficult to handle, Russia appeared to attempt prolonging the status-quo in Transnistria. First, Moscow expected a change in Moldovan politics after the March 2005 elections. When this did not occur, Russia played the card of economic retaliation against Moldova, hoping for a change in Ukraine at the March 2006 elections. Thus, Russia paid less attention to the 2+3 negotiations on Transnistria, hoping for a positive (for her) political change in either Moldova or Ukraine. This discredited the negotiating mechanism, which has been unable to reach any significant progress, despite its monthly meetings. 

Ukraine’s Approach towards the Transnistrian Conflict

In June 2006, Ukrainian foreign minister Boris Tarasyuk expressed his support for Romania’s participation in the existing negotiating format. 32 Openly opposed by Russia and also previously rejected by the Ukraine, this idea has surprised many. Nevertheless, the Ukrainian foreign minister might have reached the conclusion that he should not oppose Russia alone. 

During President Kuchma’s regime, Ukraine was a quiet ally of Russia as far as Transnistria was concerned. Odessa was arguably the key transit point of the traffic of goods to and from Tiraspol. Ukraine’s attitude changed after December 2004, as it moved closer to the West. Kiev presented its own plan for the settlement of the conflict in April 2005 (The Yushchenko Plan), 33 while advocating for the inclusion of the US and EU in the negotiation mechanism (an earlier proposal of Moldova). Ukraine went further to conclude the border agreement with Moldova, strongly condemned by both Moscow and Tiraspol. Thus, the government in Kiev came under the severe criticism of Russia, not a comfortable position within the context of the gas dispute. 

In the last year, Ukraine maintained its position with respect to Transnistria, further upsetting Tiraspol and Moscow. While in Chişinău in June 2006, Ukrainian foreign minister stated that restoring Moldova’s territorial integrity and sovereignty is one of his country’s main foreign policy tasks. 34 Tarasyuk went on to accuse Moscow and Tiraspol for blocking the negotiation mechanism, using the “false excuse” of an “economic blockade” against Transnistria. In return, some pickets in Transnistria named Tarasyuk a US-agent and “inspirer of Ukraine’s anti-Transnistrian actions.” 35

At the OSCE Istanbul Summit (1999), Russia committed to withdraw its troops and ammunition from Moldova by 2002. Ukraine’s role was expected to increase with respect to the long-term settlement of the conflict. Thus, by 1999, the Transnistrian leadership was openly criticizing Russia’s decreasing involvement in Transnistria, meanwhile advocating for Kiev’s broader participation in the settlement of the conflict. 36 Ukraine was seen at the time the natural successor of Russia in what concerned the security guarantees for Transnistria, as Moscow appeared to give up, in the long run, its former empire. 

However, Russia’s foreign policy changed after Vladimir Putin came in power in early 2000. As Russia reaffirmed its readiness to continue assisting (and protecting) the elites of the break-away regions of Moldova and Georgia, Ukraine’s profile did not increase as expected. Furthermore, as the current Ukrainian leadership stated its goal of adhering to NATO, the Russian troops in Transnistria could be, in the near future, an effective lever for Russia in its relationship with Ukraine. The recent events in Crimea that led to the cancellation of a joint Ukraine-US military exercise raised concerns in Kiev. A strong (or even independent) Transnistria that would allow the continuous presence of Russian troops in the region could only increase those security concerns. A recent declaration of Russia’s minister Sergey Ivanov shows that Russia looks for various arguments for maintaining its troops in Transnistria. Ivanov has stated that double standards in the assessment of the military presence of Russia and the US abroad: while 2,500American were to be deployed in Bulgaria as a result of a US-Bulgarian agreement, Russia was unjustly criticized for its 1,500 peacekeepers in Transnistria. 37

Thus, there is no surprise that Ukraine wants an effective settlement of the Transnistrian issue, including the withdrawal of Russian troops. 38 Facing Moscow’s criticism for the border agreement concluded with Chişinău, Ukraine wants to share the responsibility of opposing Moscow in the future with other countries from the region. Romania’s participation in the negotiating format would be, in this view, beneficial for Ukraine. 

OSCE, the EU and US

In 1993, an OSCE mission was established in Chişinău. As with other similar missions, it was supposed to deliver updated reports about the evolution of the security environment. Because the OSCE was directly associated into the negotiating mechanism in 1997, the mission in Chişinău was assigned the responsibility to represent the organization for that purpose. The mission came under the constant criticism of the Moldovan civil society in recent years, as it usually supported Moscow’s initiatives that were perceived in Chişinău as contrary to Moldova’s interests. One idea on the table since 2005 has been Moldova’s proposal to internationalize the peacekeeping force in Transnistria. Nevertheless, while some would favor an OSCE mandate for such a mission, Chişinău is carefully referring to an “international mandate,” hoping to obtain the involvement of the EU and to avoid offering the discredited OSCE a major role in the future. 39

The EU has been a reluctant actor in the frozen conflicts. The Union seems to be unwilling to directly confront Russia on issues related to the former Soviet space, although this is becoming the organization’s immediate neighborhood. One obvious explanation is Europe’s dependence on Russia’s energy resources. Another is the difficulty to articulate a coherent, far-reaching European foreign policy. Nevertheless, the EU took some steps that addressed the matter. Broadly, the Union elaborated in May 2004, the European Neighborhood Policy, a plan designed to enhance cooperation with countries in the neighborhood, based on bilaterally agreed action plans. For Moldova, a progress report is due in 2008, three years after the approval of the action plan. More specifically, the EU decided to politically back and materially support the initiative of monitoring the Moldovan-Ukrainian border in order to cut off the illicit traffic that sustains the regime in Tiraspol, meanwhile issuing a visa-ban for 17 Tiraspol leaders. At the end of 2005, the EU became observer to the negotiating format on Transnistria. 

The EU was, however, less vocal than the US, the other observer of the negotiations as of 2005. The US continues to maintain its unequivocal stance with regard to the CFE Adapted Treaty: no NATO country should ratify it as long as Russia does not fulfill its Istanbul commitments regarding the withdrawal of its troops from Moldova and Georgia. As a result, the CFE Treaty Review Conference failed to reach an agreement over a final document, as Russia on one hand and NATO members on the other held opposite positions. 40 The presence of the West (and especially of the US) in the negotiating mechanism helped Moldova escape the constant pressure of Russia. At present, the US is Moldova’s guarantee that it will not be left alone in the future talks on Transnistria. In his official statement at the Ljubljana Ministerial Conference of the OSCE, Under Secretary of State Nicholas Burns made clear that, in line with the CFE Treaty principles, Moldova and Georgia have the right to “decide whether to allow stationing of foreign forces on their territory” and that the two countries “have made their choice,” therefore Russian troops should leave their territories. 41

The idea of transforming the peacekeeping operation in Moldova into an international one, discussed in May this year in Brussels, has so far been the only substantial proposal in the last months. The parties present at the debate were the mediators (Russia, Ukraine and the OSCE) and the observers (US and EU). 42 It appears that the proposal would give the EU a major role, while maintaining an important Russian presence. If implemented, this solution would legalize the presence of the Russian troops, which otherwise would be completely outlawed in the near future in case Moldova decided to denounce the 1992 agreement. On the other hand, Russia’s influence would be limited for good, as the EU would never become Moscow’s prisoner in a future negotiating format. Another effect will be the eventual termination of the present negotiating format itself (and its replacement with a substantially different one), as an EU peacekeeping mission would never act under a mandate established by the current negotiating mechanism. 43

The enlargement of the negotiating mechanism on Transnistria in September 2005 raised hopes for a final settlement of the conflict. After months of interruption, the resumption of the negotiations that meanwhile decided the invitation issued to the US and EU to join as observers was seen as the beginning of a fruitful phase of discussions. President Voronin welcomed the presence of the EU and US representatives as observers at the negotiations, hoping that this would help the parties reach an agreed solution. 44 In fact, the moment marked the substantial change of the political environment with regard to Transnistria. Far from bringing a solution closer, the enlargement of the negotiations format brought the old framework of dealing with Transnistria closer to its end. 

Moldova gained one important ally at the negotiations table, that is, the US. America has been the constant supporter of the withdrawal of the Russian troops from Moldova and Georgia during the last 7 years. The US and its NATO allies have so far successfully used the lever provided by the ratification of the CFE Adapted Treaty against Moscow: the last CFE Treaty review conference did not reach a final conclusion, as Russia insisted Europeans and Americans should ratify the treaty, while the latter made clear that this will happen only after Russia fulfills its Istanbul commitments. Meanwhile, given the US support, Moldova is no longer cornered during the negotiations, as it usually happened during 2004. 

More important, Moldova started taking important steps outside the negotiating mechanism. A general reorientation of the foreign policy towards the EU took place in early 2005, after the general elections. In June and July, important legislation was passed by the parliament, including a document comprising the general principles regarding the autonomous status of Transnistria within the Republic of Moldova. In November, Chişinău concluded a border agreement with Kiev, which came into force four months later. The agreement, aimed at eliminating illicit traffic over the Transnistrian sector of the Moldovan-Ukrainian border, was supported by the EU, but strongly condemned by Russia and Tiraspol. The latter stepped out of negotiations after the agreement became effective in March 2006. Within this context, Tiraspol and Russia lost face, while Moldova did not seem willing to reconsider the measure for the sake of the negotiations. 

After the failure of the Kozak Memorandum, Russia did her best to discredit Moldova, in hope that she could buy more time for stationing her troops in Transnistria. Although she faced pressure from the West in OSCE meetings, Russia claimed that Chişinău could not be trusted as a partner, after the last minute change of mind in November 2003. By late 2004, Russia had other things to worry about: the changes in Ukraine brought into power a team that spoke about joining NATO, which was unthinkable for Moscow. The Transnistrian matter became secondary, though Russia continued to provide political support to Tiraspol. Moscow was overtaken by events, while waiting for a positive change of the political environment: it hoped Voronin would lose elections in March 2005. As this did not happen, it conceded to the enlargement of the negotiating mechanism, while expecting a political turnover at the Ukrainian general elections. A friendly Ukrainian government would have postponed talks about NATO in Kiev, and would have offered further prospects to solve Transnistria in a favorable way. The actions of the Moldovan government put Russia under pressure, determining nervous responses like the denunciation of an “economic blockade” against Transnistria. 

Russia’s attitude has undermined the current negotiating mechanism, as it allowed Transnistria to step out, in response to the Moldovan-Ukrainian agreement. Nevertheless, Russia has to find an answer to the situation, as it risks a Moldovan decision that might make illegal its military presence in this country. Recent speculations about an international peacekeeping mission to include EU could be a potential response to this situation. Ironically, while this solution might give a new mandate to the Russian presence in Moldova, it will end the present Russia-styled negotiating format. A mission involving the EU will probably require a UN-mandate, which will include the demilitarization of Transnistria. 

The Ukraine realizes it needs a solution in Transnistria along with Moldova’s interests: re-integration of the country and withdrawal of the Russian troops. A continuation of the status-quo or recognition of Transnistria will increase Kiev’s difficulties with respect to dealing with Russia, as accommodating Moscow is often at odds with Western interests in Transnistria. Therefore, an international mission and the involvement of Romania could decrease Ukraine’s profile in relation with the Transnistrian conflict, a profile that rose once the border agreement with Moldova came into force. Thus, the Ukraine will support a radical change of the present negotiating format on Transnistria. 

Finally, the other international players do not appear willing to make substantial concessions to Tiraspol or Russia. The OSCE rejects the idea of referendum in Transnistria; the EU continues to demonstrate its support for Moldova’s territorial integrity through the Border Assistance Mission, while the US remains firm with respect to Russia’s Istanbul commitments. Within this context, there is little prospect for the success of the present negotiating mechanism. 

For Academic Citation

Cristian Urse, “Transnistria: Prospects for a Solution,”  Marshall Center Occasional Paper , no. 7, January 2007, https://www.marshallcenter.org/en/publications/occasional-papers/transnistria-prospects-solution.

1 Charles King, The Moldovans. Romania, Russia, and the Politics of Culture , Hoover Institution Press, Stanford, 2000, pp. 97-185. 

2 Erika Dailey, Human Rights in Moldova: The Turbulent Dniester , Human Rights Watch, 1993. 

3 Charles King, The Moldovans. Romania, Russia, and the Politics of Culture , Hoover Institution Press, Stanford, 2000, p. 135. 

4 Mihai Gribincea, The Russian Policy on Military Bases: Georgia and Moldova , Oradea, 2001, p. 157. 

5 Erika Dailey, Human Rights in Moldova: The Turbulent Dniester , Human Rights Watch, 1993, p. 16. 

6 Mihai Gribincea, The Russian Policy on Military Bases: Georgia and Moldova , Oradea, 2001, pp. 181-192.

7 As of 1992, four Moldovan citizens who fought on Chişinău’s side during the war were held prisoners in Tiraspol, after a Soviet-style “trial”. Two of them are still imprisoned. In 2004, the European Court of Human Rights condemned Russia for their illegal imprisonment and asked for their immediate release. 

8 Steven Roper, Federalization and Constitution-making as an Instrument of Conflict Resolution , Demokratizatsya, Volume 12, Issue 4, Fall 2004. 

9 John Löwenhardt, The OSCE, Moldova and Russian Diplomacy in 2003 , Journal of Communist Studies & Transition Politics, Volume 20, Issue 4, December 2004. 

10 RFE/RL, November 25, 2003. 

11 The Moldovan side asserted that the last form of the document presented for signature was not the one agreed previously, while Russia dismissed such an accusation. Local Conflicts: “Moscow’s Hand” got no Support from Russia, Defense & Security, December 7, 2005. 

12 John Löwenhardt, The OSCE, Moldova and Russian Diplomacy in 2003, Journal of Communist Studies &Transition Politics, Volume 20, Issue 4, December 2004.

13 Same happened in 2004 and 2005. 

14 NATO Istanbul Summit Communiqué (http://www.nato.int/docu/pr/2004/p04-096e.htm). 

15 The Case of Ilascu and Others vs. Republic of Moldova and the Russian Federation (www.coe.int). In the words of the European Court of Human Rights, “the authorities of the Russian Federation contributed both militarily and politically to the creation of a separatist regime in the region of Transdniestria, which is part of the territory of the Republic of Moldova” and “even after the ceasefire agreement of 21 July 1992 the Russian Federation continued to provide military, political and economic support to the separatist regime […], thus enabling it to survive by strengthening itself and by acquiring a certain amount of autonomy vis-à-vis Moldova.” 

16 Since its foreign policy change, Moldova is considered to be more active in taking into account the Council of Europe’s recommendations, an overall improvement of its human rights record being assessed.

17 Chişinău and Tiraspol, Plus Russia, Ukraine and OSCE as Mediators. 

18 Vladimir Socor, Unedifying Debut to 5+2 Negotiations on Moldova, Eurasia Daily Monitor, Nov 1, 2005.

19 Transdniestria against Asymmetric Federation with Moldova , Itar-Tass Weekly News, July 19, 2005. 

20 Chişinău, Tiraspol Plus Russia, Ukraine and the OSCE. 

21 Interfax, May 23, 2006. 

22 Background Information on EU Border Assistance Mission to Moldova and Ukraine, accessed January 2007 , http://www.consilium.europa.eu/uedocs/cmsUpload/051129Ukraine_back_separate.pdf. 

23 Vladimir Socor, Moscow against International Legal Order in Transnistria , Eurasia Daily Monitor, March 9, 2006. 

24 A similar measure targeted the export of Georgian wine to the Russian market. 

25 Rusia la zi News Agency, June 23, 2006. 

26 Vladimir Socor, Moldova can follow Georgia’s Example on Russian “Peacekeeping” Troops , Eurasia Daily Monitor, May 15, 2006. 

27 Vladimir Socor, Proposal on the Table to Transform Russian “Peacekeeping” in Moldova , Eurasia Daily Monitor, May 30, 2006.

28 Economist Intelligence Unit, Country Report Moldova , May 2006 ( www.eiu.com). Accessed 2007.

29 ZIUA, July 18, 2006 (www.ziua.ro). Accessed 2007.

30 Vladimir Socor, Moscow on Kosovo: Having its Cake and Eating it, too, Eurasia Daily Monitor, February 6, 2006.

31 ZIUA, July 22, 2006 (www.ziua.ro).

32 ZIUA, June 28, 2006. 

33 Chişinău, Tiraspol Welcome Ukrainian Plan, but Settlement Remains Far Off, RFE/RL, May 18, 2005. 34 Moldpres, June 27, 2006. 

34 Moldpres , June 27, 2

35 Interfax, June 26, 2006. 

36 Moscow’s Tiraspol Problems, Defense & Security, February 3, 1999. 

37 Itar Tass Weekly News, May 31, 2006. 

38 Vladimir Socor, Orange Two Government can Meet the Transnistria Challenge, Eurasia Daily Monitor, June 29, 2006. 

39 Vladimir Socor, Orange Two Government can Meet the Transnistria Challenge, Eurasia Daily Monitor, June 29, 2006. 

40 No Final Document Adopted at the CFE Treaty Review Conference, Itar-Tass Weekly News, June 3, 2006.

41 Remarks to the Thirteenth Ministerial Council of the Organization for Security and Cooperation in Europe, Nicholas Burns, Under Secretary for Political Affairs (www.state.gov). 

42 Vladimir Socor, Proposal on the Table to Transform Russian “Peacekeeping” in Moldova, Eurasia Daily Monitor, May 30, 2006. 

43 The EU will never risk the termination of its mission following, for an example, a decision of Tiraspol or Moscow. It will therefore seek first an unambiguous mandate. 

44 Itar-Tass Weekly News, October 4, 2005. 

Bibliography

Nicholas Burns, Under Secretary for Political Affairs, Remarks to the Thirteenth Ministerial Council of the Organization for Security and Cooperation in Europe (www.state.gov).

Erika Dailey, Human Rights in Moldova: The Turbulent Dniester , Human Rights Watch, 1993. 

Nicholas Dima, Moldova and the Transdniester Republic , Columbia University Press, New York, 2001. 

Mihai Gribincea, The Russian Policy on Military Bases: Georgia and Moldova , Oradea, 2001. 

Charles King, The Moldovans: Romania, Russia, and the Politics of Culture , Hoover Institution Press, Stanford, 2000.

Charles King, “The Benefits of Ethnic War: Understanding Eurasia’s Unrecognized States,” World Politics , No. 53, July 2001, pp. 524-552. 

Pal Kolsto (ed.), National Integration and Violent Conflict in Post-Soviet Societies: The Cases of Estonia and Moldova , Rowman & Littlefield Publishers, Inc., New York, 2002. 

Pal Kolsto and Andrei Edemskiy with Natalia Kalashnikova, “The Dniester Conflict: Between Irredentism and Separatism,” Europe-Asia Studies , Volume 45, No. 6, 1993, pp. 973-1000. 

Stuart J. Kaufman and Stephen R. Bowers, “Transnational Dimensions of the Transnistrian Conflict,” Nationalities Papers , Volume 26, No. 1, 1998. 

John Löwenhardt, The OSCE, Moldova and Russian Diplomacy in 2003 , Journal of Communist Studies & Transition Politics, Volume 20, Issue 4, December 2004. 

Edward Ozhiganov, “The Republic of Moldova: Transdniester and the 14th Army,” in Managing Conflict in the Former Soviet Union: Russian and American Perspectives , Arbatov et al, Cambridge 1997. 

Steven Roper, Federalization and Constitution-making as an Instrument of Conflict Resolution , Demokratizatsya, Volume 12, Issue 4, Fall 2004. 

Igor Zevelev, “Russia and the Russian Diasporas,” Post-soviet Affairs , 1996, 12, 3, pp. 265-284. 

Vladimir Socor, “Unedifying Debut to 5+2 Negotiations on Moldova,” Eurasia Daily Monitor , November 1, 2005. 

Vladimir Socor, “Moscow against International Legal Order in Transnistria,” Eurasia Daily Monitor , March 9, 2006. 

Vladimir Socor, “Moldova can Follow Georgia’s Example on Russian ‘Peacekeeping’ Troops,” Eurasia Daily Monitor , May 15, 2006. 

Vladimir Socor, “Proposal on the Table to Transform Russian ‘Peacekeeping’ in Moldova,” Eurasia Daily Monitor , May 30, 2006. 

Vladimir Socor, “Moscow on Kosovo: Having its Cake and Eating it, too,” Eurasia Daily Monitor , February 6, 2006. 

Vladimir Socor, “Orange Two Government can meet the Transnistria Challenge,” Eurasia Daily Monitor , June 29, 2006. 

“Country Report, Moldova,” Economist Intelligence Unit , May 2006 (accessed January, 2007, www.eiu.com ) “Background Information on EU Border Assistance Mission to Moldova and Ukraine”, accessed January, 2007, http://www.consilium.europa.eu/uedocs/cms Upload/051129 Ukraine_ back_ separate.pdf.

“Local Conflicts: Moscow’s Hand got no Support from Russia,” Defence & Security , December 7, 2005. 

“Chişinău, Tiraspol Welcome Ukrainian Plan, but Settlement Remains Far Off,” RFE/RL , May 18, 2005 (accessed January, 2007, www.rferl.org ). 

“Moscow’s Tiraspol Problems,” Defense & Security , February 3, 1999. 

“No Final Document Adopted at the CFE Treaty Review Conference,” Itar-Tass Weekly News , June 3, 2006. 

“Transdniestria against Asymmetric Federation with Moldova,” Itar-Tass Weekly News , July 19, 2005.

OSCE: Istanbul Summit Declaration , 1999 (accessed January, 2007, www.osce.org ). 

NATO: Istanbul Summit Communiqué (accessed January, 2007, http://www.nato.int/docu/pr/2004/p04-096e.htm ).

The Case of Ilascu and Others vs. Republic of Moldova and the Russian Federation (accessed January, 2007, www.coe.int ). 

About the Author

Cristian Urse is a diplomat in the Ministry of Foreign Affairs of Romania. He holds a Masters degree in Russian and East European Studies from Georgetown University. Since October 2004 he has been an associate lecturer at the University of Bucharest, Department of Sociology and Social Work. Between May and August 2006 he completed the Program in Advanced Security Studies at the George C. Marshall European Center for Security Studies in Garmisch-Partenkirchen. The opinions expressed in this paper are the author's own views and do not involve in any way the Ministry of Foreign Affairs of Romania.

The George C. Marshall European Center for Security Studies

The George C. Marshall European Center for Security Studies is a leading transatlantic defense educational and security studies institution. It is bilaterally supported by the U.S. and German governments and dedicated to the creation of a more stable security environment by advancing democratic institutions and relationships, especially in the field of defense; promoting active, peaceful security cooperation; and enhancing enduring partnerships among the countries of North America, Europe, and Eurasia.

The Marshall Center Occasional Paper Series seeks to further the legacy of the Center’s namesake, General George C. Marshall, by disseminating scholarly essays that contribute to his ideal of ensuring that Europe and Eurasia are democratic, free, undivided, and at peace. Papers selected for this series are meant to identify, discuss, and influence current defense related security issues. The Marshall Center Occasional Paper Series focus is on comparative and interdisciplinary topics, including international security and democratic defense management, defense institution building, civil-military relations, strategy formulation, terrorism studies, defense planning, arms control, stability operations, peacekeeping, crisis management, regional and cooperative security. The Marshall Center Occasional Papers are written by Marshall Center faculty and staff, Marshall Center alumni, or by individual, invited contributors, and are disseminated online and in a paper version.

The views expressed in this publication are those of the author(s) and do not necessarily reflect the official policy or position of the George C. Marshall European Center for Security Studies, the U.S. Department of Defense, the German Ministry of Defense, or the U.S. and German Governments. This report is approved for public release; distribution is unlimited.

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Ziploc Just Solved the Most Frustrating Problem With Its Bags (Again)

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Ziploc has provided convenient sandwich and snack bags for years but not without some frustrations. In theory, these bags are great for storing anything from food to crafts to even toys, but they don’t always work as well as we’d like.

The company has addressed some of those issues before. Back when we wanted freezer and storage bags to stand on their own to help make filling them easier, Ziploc brought us the Stay Open Design . Now, it’s set to help with yet another concern and we’re ready for it.

Ziploc’s New EasyGuide Texture

Ziploc recently added new EasyGuide texture to its sandwich and snack bags to help ensure they're always fully closed to prevent leaks. 

The updated Ziploc sandwich and snack bags all have a unique new texture along the zipper that you can feel with your fingers as you glide and seal the bag with ease to keep whatever you have in it safe and protected during storage or transportation. Summer road trips , here we come.

You’ll still have the Easy Open Tabs and Grip ‘n Seal Technology you know and love, but with this latest enhancement, you can also send the kids off to school feeling confident that their lunch won’t explode in their backpack.

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How Moscow is getting rid of its traffic jams

Moscow traffic is really overloaded, so the authorities spare no effort trying to improve the city's infrastructure

If you’ve never been to the Russian capital, you’ve never experienced a true traffic jam. Hours spent in the car on the way home, moving at a snail’s pace, people angrily honking their horns – it really is rather depressing.

Despite the fact President Vladimir Putin and Moscow mayor Sergey Sobyanin usually skip the bottlenecks by jumping into their helicopters or having their chauffeurs driving special lanes, they are trying to solve the traffic problem.

“We are implementing a project aimed at developing Moscow as a transport hub, which includes roads, railroads, and the metro,” Sobyanin stated during his meeting with Putin on Nov. 15.

Station to station

The authorities are focusing on the city’s rail system and working with the state-owned Russian Railways company. In 2016 they opened the Moscow Central Circle (MCC), an urban line that connected relatively remote districts of the capital to reduce pressure on the underground system. Around 400,000 people use the MCC daily – that’s almost 150 million passengers a year.

Now that the MCC is up and running, the city hall is launching a new project called Moscow Central Diameters, which will build overground railway lines connecting towns in the Moscow region.  

Faster connection

“Now suburban railways go to stations and stop there – these are dead ends in fact,” Sobyanin explained. He says connecting railways in the city will make the infrastructure more efficient. For instance, one of the new diameters will connect Odintsovo (26 km west of Moscow) and Lobnya (40 km north) with a direct line.

According to Oleg Belozerov, the president of Russian Railways, the new line will service 43 million passengers a year, cutting the journey time from Odintsovo to Lobnya in half. Tourists will also benefit: After the project is completed, it will only take an hour to travel from one airport to another, which is great if you need to change for a connecting flight.

The first two diameters, which will bear 30 percent of the whole project, are expected to be finished by the middle of 2019. As for the rest, Sobyanin says it will take up to five years to implement the whole project. In total, it should provide 300 million people with quicker transport.

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England’s biggest problem is now the easiest to solve

England 0-0 slovenia: the three lions topped their group despite a dismal display, article bookmarked.

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After about an hour on a hot, sticky night in Cologne, the England fans behind Jordan Pickford’s goal launched into a chant to the tune of the Great Escape, led by a banging drum and bellowed out with a renewed sense of purpose. When it reached the end, they started again, repeating themselves for at least 15 minutes, going in the same cycles, sticking to the same rhythm in an endless drone. In a way, it was a fitting tribute to the players in front of them, given that was how England performed in this dismal 0-0 draw against Slovenia .

For a while, it was heart-warming stuff from the travelling number, a determination to enjoy themselves and provide their own entertainment even when Gareth Southgate’s failed side could not . There was a gallows humour to it, nothing else for it than pretending England were winning. “The fans were exceptional in the second half,” Southgate said.

But, as Scotland have shown in the past week, when your fans and a continued sense of support off the pitch are the biggest positives to take, it’s a sign that things have gone badly wrong on it.

Then, at full-time, came the boos, cascading over the England players , with plenty left in reserve for Southgate as he went to applaud them on his own. There were even a couple of plastic cups thrown in his direction , that landed in the penalty box.

You could say they got closer to goal than England managed here. This was a tough watch, one that this time has to be followed with drastic intervention. This England side, somehow, have done enough to finish Group C as winners, but nobody in the last-16 will be fearing them.

Much of the build-up to what suddenly became a must-win game for England, given the clear incentive to top their group, was dominated by their problems out of possession. England were too tired to press against Denmark, suggested Southgate. No we’re not, countered Declan Rice, in a remark that may have just been bullishness from the midfielder but also could have been a glimpse at how this has broken down, that England couldn’t even agree on what was going wrong.

Against Slovenia, where England saw 70 per cent of the possession, there would be much more focus on their work on the ball. Slovenia set up in a 4-4-2 shape and left two strikers up front. There should have been spaces for England to exploit, particularly in the pocket behind Andraz Sporar and Benjamin Sesko. It was clearly the ball that was required. But England were hesitant to find Rice even when he was available. Phil Foden had moments to turn, but he, again, was often occupying the same spaces as Jude Bellingham.

And so England’s cycles became predictable and Slovenia stood back, completely unconcerned. If England’s opponents had prepared themselves for a reaction, Southgate’s started sluggishly, even more so in their opening two games. Within the first five minutes Bellingham and Marc Guehi lost possession carelessly, then John Stones played the ball straight out of play, twice! But at least you can’t fall back in retreat and in defence of a one-goal lead if there isn’t one in the first place, right? Right?

This was basic from England , their patterns readable throughout. Slovenia knew Kieran Trippier was always going to play inside from left-back and never down the line to Foden, whose first instinct himself was to drift centrally. Foden, though, was at least a bright spark in the sense that he threatened to drag England out of their numbingly simple guessable moves. Conor Gallagher, who was the only change Southgate made to his starting line-up, was a ghost within the inside right channel. Slovenia mostly ignored him, as did England.

Kobbie Mainoo, at least, was harder to leave, given the teenager arrived and offered brief buzz, even if the Manchester United midfielder drifted into the same areas that Foden and Bellingham were looking for. On came Cole Palmer, belatedly, for his first minutes of the Euros. He at least showed some urgency. Yet it was just more of the same from everyone else, the sideways passes, the coming back inside, England playing with a shrug. The form of Bellingham, too, would have to now be a major concern, with the Real Madrid midfielder involved in more spats with the Slovenia side than England’s display.

There are no positives to take from this, nothing to build apart from ripping it up and starting again. Southgate won’t do that, but England’s biggest problem is also the easiest to solve. Trippier, for a start, is not a left-back. England need width, options outside, someone to help Foden. Luke Shaw is still not fit and there are no other left-backs in the squad. How do we feel about Bukayo Saka going there instead? It no longer feels that crazy a suggestion. England have reached that point. Southgate desperately needs something to break the cycle.

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How to Solve Your Company’s Toughest Problems

A conversation with Harvard Business School professor Frances Frei on how to solve any problem in five clear steps.

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You’ve likely heard the phrase, “Move fast and break things.” But Harvard Business School professor Frances Frei says speed and experimentation are not enough on their own. Instead, she argues that you should move fast and fix things. (That’s also the topic and title of the book she coauthored with Anne Morriss .)

In this episode, Frei explains how you can solve any problem in five clear steps. First, she says, start by identifying the real problem holding you back. Then move on to building trust and relationships, followed by a narrative for your solution — before you begin implementing it.

Key episode topics include: leadership, strategy execution, managing people, collaboration and teams, trustworthiness, organizational culture.

HBR On Leadership curates the best case studies and conversations with the world’s top business and management experts, to help you unlock the best in those around you. New episodes every week.

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HANNAH BATES: Welcome to HBR on Leadership , case studies and conversations with the world’s top business and management experts, hand-selected to help you unlock the best in those around you.

Maybe you’ve heard the phrase, “move fast and break things.” It refers to a certain approach for rapid innovation that was popularized in Silicon Valley and invoked by many tech firms. But Harvard Business School professor Frances Frei says that speed and experimentation are not enough on their own. Instead, Frei argues that you should “move fast and fix things.” That’s the topic and title of the book she co-authored with Anne Morriss.

In this episode, Harvard Business Review’s editorial audience director Nicole Smith sits down with Frei to discuss how you can solve any problem in five quick steps. You’ll learn how to start by uncovering your true problem. Then, move on to build trust, relationships, and a narrative for your solution before you dive in on the actual work of implementing your fix.

This conversation was originally part of HBR’s “Future of Business” virtual conference in November 2023. Here it is.

FRANCES FREI: So, I would love to talk to you about how to move fast and fix things. And I’ll tell you the reason that Anne and I wrote this book – and it’s really a quest we’ve been on – is that Mark Zuckerberg, in his IPO for Facebook, famously said, “we’re going to move fast and break things.” And the problem with that is that it gave the world a false trade-off. It convinced so many of us that you could either move fast and break things or you could take care of people, one or the other. And we have found that there is a third, much better way. And that is, we can move even faster if we fix things along the way. And so, that’s what I’d love to talk to you about right now. And the way that we think about this is that if you want to move fast and fix things, we have to do it on a foundation of trust. And so, the first thing to do is to experience high trust. And we’re going to talk about how to build trust. But the way we see the world can be described in this grid. And in the presence of trust, we can move really fast. That’s how we move fast and fix things. We call it accelerating excellence. It’s only when we’re in the presence of low trust that we move fast and break things, or what we call being reckless disruption. And as I said, so many organizations are afraid of reckless disruption that they actually end up in this state of responsible stewardship, which is really just going slowly. And so, we wrote the book to get those that are in responsible stewardship to realize that we could go across the way to accelerating excellence. And we didn’t have to go down to reckless disruption. So, the way that we think about this, and it’s the way we wrote the book, is that there’s a five-step plan to do it. We organized the book for days of the week. We think that the metabolic rate of organizations can be improved significantly and that many, many hard problems can be solved in just one week. So, we wrote the book in the structure of a week. Step one is we have to find our real problem, that if we’re… for far too many of us, we’re addressing the symptom and not the cause. At any problem, there’s going to be trust broken at the bottom of it. And we’re going to solve for trust. We’re then going to learn how to get more perspectives to make our plans even better. Learn how to tell a narrative that works. And then, and only then, on Friday, do we get to go as fast as we can. And what typically happens in the move fast and break things is that we move Friday too forward in the week. So, our goal is to put ourselves in a position to move fast. And you have to wait till Friday to do that. So, what do I mean by finding the real problem? Most of us, a problem gets presented as a symptom. So, I’ll give you a recent example that got presented to me and Anne. We got called by a company. And they said, we’re having a gender problem. Will you come in and help us? And we’ve been able to help many organizations solve gender problems. So, we go in there. And we just wanted to make sure that they really did have a gender problem. The symptoms were super clear. There were no women at the top of the organization. Not very many women were coming into the organization. And great women were leaving the organization. So, they had… it looked like a gender problem. But it took, I don’t know, an hour. It took 60 minutes, certainly not even all of Monday, to uncover that their actual problem was not a gender problem. Their actual problem was a communication problem. And if we did all of the things that we know exist in our gender tool kit on how to fix gender, that would have all been wasted effort. But instead, what we found out is that the founders of this organization, and they were two cofounders, and they were very similar to each other, and they’d worked together and known each other for decades. They had a really uncomfortably and aggressively direct communication style. That communication style repelled all women and most men. So yes, the symptoms were gender. But oh, my goodness, the cause was that the two founders were succumbing to a problem many of us succumb to, which is, we were treating others as we like to be treated. They loved to be treated with aggressively direct communication. But nobody else loved it. And when we simply confronted them with that and taught them that instead of treating others as you want to be treated, now it’s a puzzle. Find out how they want to be treated, and treat them that way. Gets fixed. And all of a sudden, women and lots of other men are flowing to the organization. So, Monday… and we take a whole day for this. Let’s make sure we’re solving the real problem. And symptoms are rarely the cause. So, we just want to do some due diligence, some due diligence there. Once we know we’re solving for the real problem, there’s going to be trust broken down somewhere in the… amidst the problem. Well, very fortunately, we now understand trust super well. If I’m going to earn your trust, you will have an involuntary reaction of trusting me if you experience my authenticity, logic, and empathy all at the same time. When these three things are present, you will trust me. But if any one of these three is missing, you will not trust me. And here’s the catch. If trust is broken, and we know it’s only ever broken for one of these three reasons, we need to know which of the three, because the prescriptions to solve a broken authenticity pillar versus logic pillar versus empathy pillar, they’re entirely different from one another. So, you can think about rebuilding trust. It’s just a matching game. Know which one is at stake. And then bring in the curated prescription for that. There is a myth about trust that it takes a lifetime to build and a moment to destroy. And then you can never rebuild it. None of those things are true, that we can actually build trust very quickly when we understand the architecture of it. We can rebuild it quickly and just as strong as it was before. So, this notion that trust is a Faberge egg, it’s catchy and not true. Trust is being rebuilt all the time. But we want to do it with a deep understanding of the stable architecture. So, Tuesday takes all day. We solve for trust. On Wednesday, we call Wednesday making new friends. And what we mean by that is whichever collection of people you bring to the table who are the people that maybe are on your senior team or the people that you bring to the table to solve problems. And here, I’ve represented a table. And there’s eight check marks for eight seats. I encourage you to bring four extra chairs to that table. If you have eight seats, bring four extra chairs. Point to the extra chairs and ask yourself, who’s not here? Who has a stake in our problem who’s not represented at the table? I was recently in a conversation with our senior colleagues at the Harvard Business School. And we were talking about how to do junior faculty development. And we came up with what we thought were great ideas. And then we looked around and we were like, Oh, my goodness, there’s no junior faculty here. How on Earth do we know if these are good ideas? So, we got the empty seats. We invited people in. And sure enough, the junior faculty helped improve our plans dramatically. The equivalent of that always happens. So, on Wednesday, we want to make new friends. So, one is inviting them into the room. But then the second part is, how do you make sure that their voices are heard? And what we need to do is that when someone comes to the room, they’re going to be awfully tempted to say things that they think we want to hear. They’re going to be awfully tempted to conform to what we’re already saying. So, what we need to do is learn how to be inclusive of their unique voices. And the way we do that is by going through this four-step progressive process, which is, first, we have to make sure they feel safe and that they feel… they’re going to feel physically and emotionally safe, I’m sure, but that they feel psychologically safe. And that’s a shout-out to Amy Edmondson and all of her beautiful work there. But we have to make sure that we feel safe. Once we feel safe, then it’s our job to make sure that the new voices feel welcome. You can think of that as table stakes. Then when we’re doing is we’re really trying to move people up the inclusion dial. And here, this is when it really starts to make a big difference. And now what we want to do is make sure that they feel celebrated for their unique contribution. And so, what we’re doing is moving them up the inclusion dial. Now, here’s why that’s kind of hard. Most of us tend to celebrate sameness. And here, I’m asking you to celebrate uniqueness. And what I mean by celebrating sameness is that for the most part, like, when I watch my students in class, if one student says something, and then another student was going to say that, after class, they go and seek out the first person. And they’re like, you’re awesome. You said what I was going to say. They didn’t realize this. They’re celebrating sameness. They’re encouraging sameness. So, what I do is I advise my students to not share that verbal treat, that what we playfully refer to as a Scooby snack. Don’t share that Scooby snack for when somebody says something you were going to say. Share it for when somebody says something you could never have said on your own, and that it comes from their lived experience and learned experience, and how they metabolize successes and failures, and their ambition, if they’re lucky enough to have neurodiversity, their worldview, all of that. It’s a beautiful cocktail. Wait till they say something that comes uniquely from all of that. Celebrate that. When we celebrate uniqueness, that’s when we get the blossoming of the perspectives. And what we want to do to make somebody really feel included is we celebrate them when they are in our presence. But if you really want somebody to feel included, and we bring folks into the room for this, make sure that you champion them when they’re in the absence. So, let’s not just ask the junior faculty to come along. Or if it’s a senior team, and it’s mostly men, and the board of directors is coming in, and we’re like, oh, goodness. Let’s make sure we can show some women too. So, we bring some women along. We celebrate them in our presence. Let’s make sure that we champion them in our absence as well, which is celebrate their uniqueness in our presence and champion them in rooms that they’re not yet allowed into in their absence. So that’s Wednesday. Let’s make new friends. Let’s include their voices. Let’s champion those new voices in their absence. Thursday, we tell a good story. And stories have three parts to it: past, present, and future. It is really important – if you’re going to change something, if you’re going to fix something, it is critical to honor the past. People that were here before us, if they don’t feel like we see the past, we see them, we’re honoring the past, I promise you, they’re going to hold us back. And they’re going to be like The Godfather movie and keep pulling us back. So, we have to honor the past with clear eyes, both the good part of the past and the bad part of the past. Then we have to answer the question, why should we change now? Like, why shouldn’t we change maybe next week, maybe the week after, maybe the month after, maybe next year? So, it’s really important that we give a clear and compelling change mandate that answers the question, why now? Why not in a little while? I find that if you’re a retailer, and you have the metaphor of Walmart just opened up next door, clear, compelling. We have to… that should be our metaphor. How can we be, with as crisp of a language, clear and compelling about why now? And then we’ve honored the past. We have a clear and compelling change mandate. You want people to follow us in the improved future, we have to have a super rigorous and a super optimistic way forward. We have seen so many people be optimistic without rigor. Nobody’s going to follow. And similarly, rigor without optimism, also, nobody’s going to follow. So, it’s our job to keep refining and refining and refining until we can be both rigorous and optimistic. Now, how do we know when our plan is working? Well, here are the four parts of storytelling that we know. Our job is to understand this plan so deeply that we can describe it simply. When we describe it, we want to make sure if I describe it to you, and you describe it to the next person, that the next person understands it as if I described it to them. So, our job is to understand so deeply that we can describe simply that it’s understood in our absence. And the ultimate test is it’s understood when they go home and share it with their family. They have the same understanding we want. We find this to be the four-stage litmus test to make sure we have been effective in our communication. And when people understand it this well, then they can act on it in our absence. And that’s when we’re now in the position to go as fast as we can. And when all of that infrastructure is in place, well, then we can go super fast. And there are all kinds of clever ways that we can do that. So, I look forward to opening this up and having a conversation with you.

NICOLE SMITH: That was excellent. Professor, we got several questions. I want to just dive right into it. Tessa asked, what tools, practices, and skills do you use to uncover the underlying superficial problems? It sounded like you talked a lot about questions and asking questions.

FRANCES FREI: Yeah, it’s right. So, the Toyota production system would famously refer to the five whys. And they had… and that was root cause analysis, which we all know. But essentially, what they found is that it’s about five… why does this exist? Well, why does that exist? Well, why does that exist? Like, if you ask why five times, they found that that’s how you got to the root cause. We find, in practice, the answer is closer to three. It’s rarely one. So, it would be, the symptom and the cause are usually a few layers. And you want to keep asking why. So, that’s the first thing I would say, is that we want to have… make sure that you’re doing root cause analysis. But the second thing on a specific tool, the tool that we like the most, we call the indignities list. And what you do is that… and the way we found out the symptom is we went to women in this company, because that’s what… they said they were having a gender problem. And we asked the women, is there anything that’s going on at work that just… it feels like it’s just nicking your dignity? And it occurs for… is it happening to you, or you observe it happening to other women? So, you go in search of the indignities list. Every time we do this, you’ll get a list of issues. Often, they will sound trivial. When you start to get convergence on those indignities, we then ask you to convert those indignities to the dignity list. And in this case, it was the communication style. And you know what the awesome thing about that was? It was free.

NICOLE SMITH: Wow.

FRANCES FREI: You can’t beat free.

NICOLE SMITH: Monique asks, can you speak more about how to amplify others’ ideas and perspectives, especially when they’re from underrepresented stakeholders?

FRANCES FREI: Oh, I love that question. Thank you very much. And so, I’m going to go to… here is my favorite visual on the amplification part, which is the team I’ve drawn in the middle, it’s a three-person team. And each circle represents a person on the team. And I’m showing that there’s three circles in the middle, that those folks are very similar to one another. And then on either side, we have a team where there’s difference among us. And this is where the underrepresented might come in. If we’re not careful, when we have underrepresented voices, we’re only going to be seeking from them the parts that overlap with us. So, this is when we’ve invited them to the table, but we’re not inclusive of their voices. What we want to do is make sure that everybody feels comfortable bringing all of their richness to the table, not just the part that overlaps. And so, what we find we need to do is be very solicitous about… and same with questions. From your perspective, how does this sound to you? What else are we missing? What I’m trying to do is get you off the scent of saying what you think I want to say or even asking you to say what I want to say because it makes me feel better. But I want to be inclusive of all of the gorgeous uniqueness. And this, of course, ties to diversity, equity, and inclusion, which I know has gotten a rocky go of things in the press. But what I’ll tell you is, if I got to rewrite diversity, equity, and inclusion, I would have written it as inclusion, equity, and diversity, because I have seen teams bring… I have seen organizations bring in diverse and underrepresented talent and not get the benefit from it.

NICOLE SMITH: Yeah.

FRANCES FREI: So, diversity may or may not beget inclusion. But I have never, ever seen an organization that was inclusive that didn’t beget gorgeous diversity.

NICOLE SMITH: Right.

FRANCES FREI: So, be inclusive first.

NICOLE SMITH: I appreciate you saying that, not just sitting at the table, but actually including and giving lift to people’s voices. I also want to talk about this friends thing you keep talking about, making new friends. First of all, how do I identify who’s a friend?

FRANCES FREI: Yeah. So, in this case, I want the friend to be someone who is as different from you as possible. So, the new friends. Like, who’s worthy of friendship? Not someone who you’re already attracted to, not somebody who you’re already hanging out with. So, here’s the thing about humans. We really like people who are really like us. It doesn’t make us bad people. But it just makes us human. And so, what I want you to do is seek difference. Find people from different perspectives. And that will be demographic difference, different lived experience, different learned experience. And so, if we’re senior faculty, let’s invite in junior faculty. If we’re all women, let’s invite in a man. If we’re all engineers, let’s make sure we’re bringing in the perspective of marketing. So, what I would say is my guiding principle is seek difference. Those are your potential new friends.

NICOLE SMITH: OK, so Steve wants to hone in on Friday, right? And Steve asks, can you paint a quick sketch of what’s going fast after this being slower – a slower, more thoughtful process?

FRANCES FREI: I sure can. Thank you, Steve. And so, here’s how I would think about Friday. We need ruthless prioritization. And what I mean by that is that for the most part, organizations have… that we work equally on everything. We think everything is equally important. But what we know is that organizations that win, they have ruthless prioritization. And they know, this is what I’m designed to be great at. And this is what I’m designed to be bad at. Not bad for sport, bad in the service of great. And if an organization can’t discern between these two, they’re going to end up with exhausted mediocrity. And so, what we have to do for our employees and the rest of the organization is, here’s what we’re going to optimize on. That’s half the story. And here’s what we’re not. So, I’ll give you an example of this. And the example is from Steve Jobs. And if those of you that are a bit techie, and you remember 20 years ago, when Steve Jobs walked out on that Worldwide Developer Conference stage with a manila envelope, and it had a MacBook Air in it. And he slid out that MacBook Air. And the crowd and the world went crazy, because it was the lightest-weight laptop in the world. Well, he very, very openly said, we are best in class at weight because we are worst in class at physical features. We could have been best in class at physical features. But then we would have been worst in class at weight. Or we could have chosen to be average at both. But then we would have had to rename our company. And then he made fun of another company that I won’t say here. So, we will end up… if we aren’t deliberate, we’re going to end up with exhausted mediocrity, constantly getting better at the things we’re bad at, which, without realizing it, means we’re getting worse at the things we’re good at. So, the most important thing we can do on Friday is to articulate, this is what we want to be disproportionately good at. And thus, this is what we want to be disproportionately bad at. And there’s a whole other series of things. But that’s the most important one.

NICOLE SMITH: Mm-hmm. Speaking of Steve Jobs, we have a question where they ask, do you think that the culture in Silicon Valley is changing from break things to fix things, particularly as it pertains to not only their own companies, but broader societal problems?

FRANCES FREI: Yeah, so I – not in all of Silicon Valley. So, I think we can famously see, it’s not clear to me that Twitter is moving fast and fixing things. But what I will say is that, look at Uber today. And I had the pleasure of going and working with Uber back in 2017, when they were going to move fast and break things. They are moving fast and fixing things now, and going at a catapulting speed. Or ServiceNow didn’t ever even go through move fast and break things. It’s just moving fast and fixing things. Stripe is doing the same thing. Airbnb is now moving fast and fixing things. So, what I would say is that Silicon Valley can now choose to move fast and fix things, whereas, in the past, I think they only thought they had the choice of going slow or moving fast and breaking things. Today, we have the choice. And more and more companies are making that choice.

NICOLE SMITH: Mm-hmm. And so, Bill asked, which one of these steps do you find the most commonly in need of… that companies need the most help with? So, you laid out Monday through Friday. Is there something that sticks out often?

FRANCES FREI: Well, I’ll tell you that if companies are really pressed for time, they skip Thursday. And that’s to their peril, because if we skip Thursday, that means we have to be present. And we’re a bottleneck for everything. That means people need us to translate why this is important. So, I would say that Thursday is the one that’s most often skipped. And I encourage you not to. And then I would say that Tuesday is the one that’s most often misunderstood because of all of the myths I mentioned that we have about trust. And we just think, oh, if trust is broken, we have to work around it, as opposed to going right through it and rebuilding trust.

NICOLE SMITH: So, Thursday, that’s the storytelling, honoring the past, describing it simply, right? So why do we struggle to describe things simply?

FRANCES FREI: Oh, I don’t know what your inbox looks like on your email. But you tell me how many long emails you have.

NICOLE SMITH: I refuse to deal with my inbox. I’ll deal with it later.

FRANCES FREI: So, Mark Twain was right. I apologize for sending you a long letter. I didn’t have the time to send you a short letter. It’s the metaphor for all of this, that when we understand something in a complicated way, we want to benefit people from the entirety of our knowledge. And we just throw up all of it on people, as opposed to realizing the beautiful curation and skill that’s required to go from understanding it deeply to understanding it elegantly in its simplicity. So, I think it takes time. It’s also… it takes skill. Like, this is… there are professional communicators for a reason. They’re really good at it. But if you’re on your second draft of something, you have no chance of describing it simply. So, I would say, unless you’re on your 10th draft, you’re probably describing it in too complicated of a way.

NICOLE SMITH: Yeah. So, can I ask you a little bit more of a personal question, Professor?

FRANCES FREI: Yeah, anything.

NICOLE SMITH: So, Abby asks, how do you apply the essential steps to moving fast and fixing things in your own consulting role? So, Uber and all the places that you go.

FRANCES FREI: Yeah. Yeah, so I’ll tell you, when we’ve been successful, it’s when organizations come to us, and they say, here’s our problem. Will you help us? When we’ve been unsuccessful is when we go to the organizations, and we’re like, we think you’re having a problem. So, pull works. Push doesn’t. So, the only thing we can’t provide is the desire to change. And so, I would say personally, make sure there’s an opening. And then you can be super helpful in fixing a problem. And I also would say that all of this applies to yourself. I mean, that ruthless prioritization – so many of us are trying to be good at as many things as possible – at work, at home, daughter, sister, cousin, parent, friend – as opposed to, I’m going to kill it at work, kill it at home. And I am not going to be good… not now. I’m not going to be as good at all of these other things. So, you can either choose exhausted mediocrity, or you can have the nobility of excellence. These things are choices. So, I think all of this applies to ourselves.

NICOLE SMITH: So, let’s go back to Tuesday, where you drew that triangle with logic, and empathy, and authenticity. So, Hung asks, between logic and empathy, which one would you say an individual should develop first? And Hung really describes just having a left foot and right foot and not knowing which one to go forward.

FRANCES FREI: Yeah. So, here’s what I would say, Hung, is, ask yourself… I bet you’re trusted most of the time, which means people are experiencing your authenticity, logic, and empathy most of the time. But ask yourself, the last time, or the most recent times you had a skeptic, you had someone who was doubting you, who they were wobbling on your trust, ask yourself, what is it that they doubted about you? And if it’s that they doubted your logic, double click there. If they doubted your empathy, double click there. And that is, each of us has what we call a wobble. Each one of us has a pattern where the distribution of these is higher for one or the other. That’s the sequence I would go in. There’s not some generic sequence that is better. All three of these pillars are equally important. But I bet, for each one of us, one tends to be more shaky than the other. And that’s what I would go after. Now, I will just tell you the distribution in the world. The vast majority of us have empathy wobbles, then logic wobbles, then authenticity wobbles. But that doesn’t help any of us specifically. It just tells us we have lots of company.

NICOLE SMITH: OK. So, we got a lot more questions and a little time. I want to get as many as I can in, but…

FRANCES FREI: OK, I’ll go super quick. Yeah.

NICOLE SMITH: No, take your time. But I just want to let you know, you’re pretty popular in this conversation. Rock star, as Allison said. Tara asks, how can company leadership make sure that their messaging is actually heard and understood? I feel like you touched on this a bit with simplicity.

FRANCES FREI: Yeah. Yeah, and I think that the way to do it is, talk to people about your message that didn’t hear it directly from you. And see how well they understood. That tells you whether or not it’s reaching. So, don’t ask the people that were in the room. Ask the people that were spoken to by other people in the room. That will tell you how well it’s there. And if it took you a long time to describe it, I promise you, it’s not going to be heard.

NICOLE SMITH: Mm. Oh, wow. Yeah, thinking about it, probably need to shorten my own stories a little bit here. So, Karen asks you, how do you handle employees who are not willing to accept others’ points of view and be open minded? I mean, you described this uniqueness and diversity. But there are people who are holdouts that don’t see the advantage of that.

FRANCES FREI: So, I often find those folks are an education away, because if I can let you know that if I get to benefit from everyone’s point of view, and you only get to benefit from some people’s point of view, I will competitively thump you. So, let’s say you don’t have the moral imperative wanting to do it. Well, the performance imperative… we have found that organizations that are inclusive get a 200% to 500% boost on employee engagement and team performance with no new people, no new technology, simply the act of being inclusive. So, the person who doesn’t want to be inclusive, I’m going to ask them, can they afford… can their career afford performing so suboptimally?

NICOLE SMITH: Mm. And so, we have a question. The person didn’t leave their name, so I don’t have a name. But how much time do you spend on each stage? Some folks like to spend more time on stages than others. Does the team not move forward until everyone’s satisfied with the current step? What do you do when you hit a roadblock on each stage, and not everyone is in agreement?

FRANCES FREI: Yeah. Well, I don’t like consensus, so I’ll just… I’ll say there. And so, what I try to do is work on momentum, which is that I want to make sure that everybody’s voices have been heard. But then you have to leave the decision to someone else. So, we want to do is make sure everybody’s voices are heard, and they had a chance to do it. But we don’t hold out until the very last person. We move forward. And then we can retrace and see if the momentum can bring people forward. So, not consensus. I would consider it not consensus, and we have to make sure that everybody gets to air out what their problems are.

NICOLE SMITH: OK. Well, Christopher asks our last question. How does transparency fit into this model, specifically this trust, authenticity, logic model? Does it have a place?

FRANCES FREI: Yeah. It sure does. And I find that the most important part for transparency is on the logic side. So, if you’re going to say… if you’re going to inspect whether or not I have good rigor, and I have a good plan, I could say, oh, just have faith. I did all of this hard work. Or I could give you a glimpse inside so that you can see the inner workings. Now, I often call it a window of transparency, because there’s actually a cost of full transparency that I’m not always willing to take. But a window of transparency, I think we always need. So, to me, the transparency part is, let’s be transparent about our logic so people can see it for themselves, and they don’t have to do it in too much of a faith-based way.

NICOLE SMITH: Professor, that was all dynamic. And thank you for the illustrations. You made it simple with the illustrations.

FRANCES FREI: Yeah, all right. Awesome. Thanks so much.

NICOLE SMITH: Thank you for your time.

FRANCES FREI: OK.

HANNAH BATES: That was Harvard Business School professor Frances Frei in conversation with HBR’s editorial audience director Nicole Smith at the “Future of Business” virtual conference in November 2023.

We’ll be back next Wednesday with another hand-picked conversation about leadership from Harvard Business Review. If you found this episode helpful, share it with your friends and colleagues, and follow our show on Apple Podcasts, Spotify, or wherever you get your podcasts. While you’re there, be sure to leave us a review.

When you’re ready for more podcasts, articles, case studies, books, and videos with the world’s top business and management experts, you’ll find it all at HBR.org.

This episode was produced by Anne Saini, and me, Hannah Bates. Ian Fox is our editor. Music by Coma Media. Special thanks to Dave Di Iulio, Terry Cole, and Maureen Hoch, Erica Truxler, Ramsey Khabbaz, Nicole Smith, Anne Bartholomew, and you – our listener. See you next week.

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OpenAI's CTO treats creativity like a problem to be solved — and that itself is the problem

• OpenAI CTO Mira Murati weighed in on the topic of AI-driven job loss.
• AI will eliminate some creative jobs, "but maybe they shouldn't have been there in the first place," she said.
• Writer Ed Zitron called Murati's remarks "a declaration of war against creative labor."

OpenAI 's CTO Mira Murati weighed in on AI-driven job loss this month, suggesting that some workers — especially creatives — replaced by AI had jobs that "shouldn't have been there in the first place."

In doing so, she not only outraged people at risk of losing their livelihoods due to technological advancements but also seemed to reveal that she doesn't even know what AI is good for, artists and a tech writer argue.

During an event at Dartmouth on June 8, Murati, speaking to university trustee Jeffrey Blackburn, discussed the AI behind ChatGPT and DALL-E, as well as safety and ethical considerations as the technology progresses.

When the conversation turned to how AI can disrupt the process for artists, Murati said she believes the tech will soon be primarily used as a collaborative tool to help more people become creative.

"Some creative jobs maybe will go away," Murati said, "but maybe they shouldn't have been there in the first place — you know, if the content that comes out of it is not very high quality."

Notably, Murati raised the topic of AI-driven job loss on her own.

The creative community was already skeptical about OpenAI after reports the company may have scraped YouTube videos to train its models without creators' permission, and rolled out a convoluted opt-out process . OpenAI's video generator, Sora , has also spooked Hollywood with its eerie but remarkably realistic AI-generated clips .

Scarlett Johannson was among the highest-profile figures to balk at OpenAI , lawyering up after the company released a voice for its ChatGPT bot that sounded remarkably like hers — which OpenAI claimed was a coincidence.

Murati's comments just made things worse, two photographers and a writer argue.

Ed Zitron, writer, podcast host , and CEO of EZPR, a national tech and business public relations agency, told Business Insider that Murati's perspective results from management's distance from the people who actually build things .

"The people losing their jobs to AI so far have been contract workers that helped fill gaps at organizations — necessarily so — that are now going to be filled with deeply mediocre slop, ordered by people who don't understand the businesses they're in, to fulfill a need that they neither care about nor appreciate, a kind of slow-moving poison that will weaken the edges of companies," Zitron said.

Zitron added he's tired of people "who don't build or write or draw or paint or sing or do anything creative making statements about what the creative arts should be, or how they should be run."

"These people treat creativity like a problem to be solved," he continued.

When Business Insider reached representatives for OpenAI, they declined to comment, instead pointing to a June 22 post on X by Murati expanding on her thoughts.

How artists are actually approaching AI

Boris Eldagsen is a photographer and visual artist who embraces AI. Last year, as part of an effort to demonstrate how impossible it is to tell the difference between "real" and AI-generated artwork , he entered — and won — the World Photography Organization's Sony World Photography Awards with a picture created with help from OpenAI's DALL-E2. He ultimately declined the award.

Where in the past he was "a solo instrument" working to create new work, Eldagsen told BI that he now collaborates with AI technology, considering himself more of a conductor while the training data serves as a "gigantic, anonymous choir," making his job to "bring that into some kind of harmony and make sense out of it."

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That said, he still doesn't agree with Murati.

"I think it's a pity, and I can't feel any empathy here. For me, her comments are a mix between being naive and arrogant," Eldagsen told BI. "I think she didn't really think it through, or she can't put herself in the position of those people who are afraid of losing their jobs."

To say those jobs that could be eliminated by AI shouldn't exist in the first place, Eldagsen said, "is just nonsense," and to suggest poor quality is at the core of why those jobs might be lost shows Murati doesn't have much of a grasp on how and why people create or consume things.

"The majority of things that we produce are not high quality. We have fast food, we have trash TV, we have bad products that you can use one time, and then you throw them away," Eldagsen said. "All these things shouldn't be there in the first place, but all these things are work that some people have to do. They pay the rent, they enable a living — and why should you just be so arrogant and say it shouldn't exist? This is something that I just don't understand."

Miles Astray, an artist, photographer, and writer, told Business Insider that Murati's comments come across as "condescending."

Like Eldagsen, Astray made AI the focal point of one of his art pieces this month: He turned Eldagsen's stunt on its head and took 3rd place in an AI art contest with a real-life photo he'd shot of a flamingo.

Astray said he doesn't buy the narrative of creativity being boosted by AI. Asking a computer to do creative work, he said, cheapens the process and ultimately produces an end result that's a regurgitated copy of the data the AI was trained on, not an example of a human's creative expression.

"You need to sit down with your piece of paper and your paintbrush and start painting — that is how you hone your skill," Astray said. "I think who it will really boost is companies, who will use it as a tool to increase productivity and to cut corners."

In the end, Astray said he sees the tension between tech and creativity as less about making the creative process easier and more about companies leveraging technology to outsource jobs to the point where they no longer need to employ a creative workforce.

"I think we need to have an honest public debate about the advantages, but also the pitfalls and dangers of AI technology ," Astray said. "But that's not what she was doing."

'Mediocre is all they want'

"AI tools could lower the barriers and allow anyone with an idea to create," Murati wrote in her June 22 post on X. "At the same time, we must be honest and acknowledge that AI will automate certain tasks . Just like spreadsheets changed things for accountants and bookkeepers, AI tools can do things like writing online ads or making generic images and templates."

She added that a key part of the conversation around AI-driven job loss , especially among creative professions, is to "recognize the difference between temporary creative tasks and the kind that add lasting meaning and value to society."

"With AI tools taking on more repetitive or mechanistic aspects of the creative process, like generating SEO metadata, we can free up human creators to focus on higher-level creative thinking and choices," Murati wrote. "This lets artists stay in control of their vision and focus their energy on the most important parts of their work."

The technology does have the ability to free up time, make some repetitive work tasks more efficient, and give artists more space to ideate on the things that actually make them creative, Astray acknowledged, but he said not everyone has the drive to be creative — and it's unlikely AI would magically change that fact.

Eldagsen said AI technology has offered him a new medium to explore his own creative ideas. However, he's heard the promise of "enhanced creativity" before — when the computer was invented, when digital cameras became popular, and with the advent of the smartphone. He said he didn't see a boom in new creatives then, either — just people who were already creative exploring new ways to make art.

"Throughout the last two years of AI hype, OpenAI and their ilk have been exceedingly careful not to directly attack labor," Zitron told BI. "What Murati is saying here — that some creative jobs 'shouldn't have existed in the first place' — is an outright declaration of war against creative labor, clearly stating that OpenAI believes that not only are there parts of creativity that are 'inefficient,' but that OpenAI will be part of the process of 'fixing' them."

Zitron said he believes that AI is approaching the top of the S-curve, with limited progress left to be achieved, and that Murati, Sam Altman , and the rest of OpenAI are "desperate to suggest that we're just about to have AGI or some sort of magnificent machine that can do the job of a hundred thousand people."

Such a suggestion keeps the money flowing as companies clamor for the latest version of a promising new technology that promises to make their workplace faster, more efficient, and cheaper to run.

"The output from AI is mediocre, barely rising to the quality that the task requires," Zitron said. "But the people in charge are so often removed from the process that mediocre is all they want, even if it ends up making the rest of the project worse."

Watch: AI will drive personalization, not creativity, says Roku's VP of growth marketing, Sweta Patel

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Opinion Egregious Pentagon delays reflect problem the military is just starting to solve

The Pentagon, swamped by delays that sap readiness, tries a new approach.

Scratch one flattop. The nuclear-powered aircraft carrier USS John C. Stennis checked into Newport News in May 2021 for a scheduled overhaul and refueling stint, work that normally takes four years to complete. Last week, tucked into budget documents sent to Capitol Hill, came the news: The carrier needs an additional 14 months out of service. Now, the Stennis won’t be ready for duty until October 2026 — more than five years after it slipped into port.

Delay has been the Pentagon’s dance partner all spring. Program after weapons program has fallen behind its production schedule, which means cascading costs for taxpayers and declining readiness for the military. The problem stems from choosing systems that are too complicated, too exquisite and too costly to maintain — and relying on just a handful of prime contractors, most of which face little or no competition. On June 17, the Government Accountability Office, in its annual survey of 76 leading procurement programs, described the Pentagon as “alarmingly slow” in fielding weapons for every service.

Consider these alarms: In an uncommonly public report in April, Carlos Del Toro, the Navy secretary, announced that nine Navy ship programs were between one and three years behind schedule. The ships include the new Columbia - class submarine (12 to 16 months late); a new aircraft carrier (18 to 26 months late); and the first Constellation-class frigate (three years late). Del Toro called out dilatory contractors by name — General Dynamics Electric Boat, Huntington Ingalls Industries and Fincantieri Marinette Marine — and went so far as to suggest that the United States should consider building some of its warships overseas.

The delays are just as rampant at the Air Force. The first flight of its new ICBM, dubbed the Sentinel, is already two years behind schedule, while its price tag, once touted at $100 billion, has jumped by an additional 37 percent . That news triggered a little-used Reagan-era law that requires Defense Secretary Lloyd Austin to certify that the program is worth pursuing. Meanwhile, a new Air Force trainer is more than two years behind schedule, and the service has halved its purchase of the jet in 2025 in part to help its manufacturer, Boeing, catch up.

Deliveries of Boeing’s new KC-46 Pegasus tanker were briefly halted earlier this year due to issues with its refueling boom, one of several delays that have beset an aircraft vital to U.S. force projection around the world. And dozens of F-35 fighters are parked at Lockheed Martin’s facilities waiting for long-delayed software upgrades.

Breaking the hammerlock that a handful of prime contractors has on Pentagon budgets and timetables won’t be easy. Del Toro is right to push Congress to buy more ships and their subsystems from faster-moving foreign manufacturers. Lawmakers such as Sen. Sherrod Brown (D-Ohio) are right to press the Navy to move some portion of ship construction away from the overworked yards on the coasts and instead tap smaller, civilian facilities along the Great Lakes, where skilled labor shortages are less severe.

Inside the Pentagon, there are distinct signs that the prime contractor gravy train might be slowing. In April, the Air Force ended a 50-year arrangement with Boeing and instead asked a Reno-based firm, Sierra Nevada Corporation , to build the next-generation command and control “Doomsday” plane. Pentagon officials like to talk about “off the shelf” equipment, but Sierra Nevada did better than that; it bought five used Korean Air 747s and is now refitting them for the mission.

Secretary of the Army Christine E. Wormuth and Chief of Staff Gen. Randy A. George deserve praise for canceling a new reconnaissance helicopter program in February, and the service gets extra credit for noting that the aircraft’s mission could “be more affordably and effectively achieved” by relying on unmanned and space-based sensors. In May, the Space Force canceled its contract with RTX (once known as Raytheon) for a missile-warning satellite because of delays and cost overruns. And it was encouraging this month to see two Pentagon agencies tap four smaller companies to build a new armed drone that can fly 500 miles using commercially available systems. “Widening the aperture to include more nontraditional aerospace companies offers the best chance at accomplishing our cost-per-unit goals, project timeline and production quantity goals,” a Pentagon official said.

Thinking beyond the prime contractors is overdue and welcome, but it remains the exception rather than the rule at the Pentagon, now on track to spend nearly $1 trillion next year on defense.

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Editorials represent the views of The Post as an institution, as determined through discussion among members of the Editorial Board , based in the Opinions section and separate from the newsroom.

Members of the Editorial Board: Opinion Editor David Shipley , Deputy Opinion Editor Charles Lane and Deputy Opinion Editor Stephen Stromberg , as well as writers Mary Duenwald, Shadi Hamid , David E. Hoffman , James Hohmann , Heather Long , Mili Mitra , Eduardo Porter , Keith B. Richburg and Molly Roberts .