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As mentioned in the first “On the Hard Again” article, there are three major projects for this round of maintenance and repair:

Normal maintenance of the engines, transmissions and generators
Correction of an oil leak on the port engine that manifeste…

As mentioned in the first “On the Hard Again” article, there are three major projects for this round of maintenance and repair:Normal maintenance of the engines, transmissions and generatorsCorrection of an oil leak on the port engine that manifested i…

The 63’s need for maintenance and repairs has us in Gloucester again. The projects for this round fall into three categories:

Normal maintenance of the engines, transmissions and generators
Correction of an oil leak on the port engine that manifested …

The 63’s need for maintenance and repairs has us in Gloucester again. The projects for this round fall into three categories:Normal maintenance of the engines, transmissions and generatorsCorrection of an oil leak on the port engine that manifested its…

The deep low working its way north

We are now predicting arrival in Hingham at 6:00 AM on Thursday morning May 11^th using existing programmed routes.  If the forecast holds, we will cover a record 813 nautical miles and, for the second time this voyage, run continuously for four days and three nights. This is truly exciting.

Here’s a question to ponder with regard to the name “Cape Lookout.” Did this cape get its name because it was a good place to “lookout” over the ocean or was the name trying to convey a message – “lookout!!!” The folks who named Cape Fear seemed to be very clear with their message – this is a bad spot. Of course the naming system breaks down at Cape Hatteras, which is without question the most dangerous spot on the Eastern Seaboard. If I were given the naming task I’d call it “Cape Hell,” which it has been on three of our north/south voyages.

Calm waters

 

Guy at the wheel

Good view of our pilot house instruments

At 11:03 AM on Monday Cape Hatteras was “Cape Easy” with north winds at 10 knots and 2 to 3 foot head seas. Our speed had also picked up slightly owing to the Gulf Stream and our distance off shore. We noted in the log that the head sea we were experience might be standing wave action resulting from the opposing forces of the north wind fighting the Gulf’s northerly flow. Fortunately, the low 10 knot wind velocity only resulted in slight pitching. A stronger wind would have resulted in more violent pitching. We think the lesson is stay out of the Gulf Stream in a northerly wind.

Current sea conditions as we make our decision to go direct Buzzards Bay

Current location of fronts and pressure as we are make our decision to bot direct Buzzards Bay

Conditions 24 hours later. We have a weather window

Decision Time: Earlier this morning Bob, Guy and myself performed our morning weather review. The forecast noted in the overview (above) for 3 to 5 foot waves at Cape Hatteras with an improving trend to two footers both near shore and offshore as we progressed north was still valid.  The forecast for calm seas stretch several days.  We had a weather window. This resulted in yet another strategic route decision and another all-time first. We decided to head direct to Buzzards Bay Massachusetts from the tip of Diamond Shoal at Cape Hatteras North Carolina (429 NMs).  This route takes us 85 miles offshore when we are adjacent to the New York Harbor. By taking this route we shave off 71 nautical miles and 90 gallons of fuel.

Bob and Guy

The combined saving in distance, fuel and time from going in a straight line from Georgetown to Cape Hatteras and then to Buzzards Bay is 135 miles, 142 gallons and 16 hours.  The distance from Cape Hatteras to Buzzards Bay is 429 nautical miles.  At 8.4 knots we will cover the distance in approximately 51 hours.

A flying fish landed on the flybridge

• ·         the entrance to Buzzards Bay: 3:00 PM on Wednesday
• ·         the south end  Cape Cod Canal: 5:00 PM on Wednesday
• ·         Hingham Shipyard Marina: 1:00 AM on Thursday.

We also noted that the current in the Cape Cod Canal will become favorable at 4:30 PM. It will be fun to see how these estimates play out.

On Monday at 8:35 PM we were 76 NMs east southeast of Cape Henry (Virginia Beach) maintaining an average speed of 8.5 knots thanks to the Gulf Stream. Winds were east northeast at 10 knots. That gave us a 2 to 3 foot quartering head sea and a smooth ride. We were now outside the continental shelf in over 3,000 (three thousand) feet of water.

This photo shows we are outside of the Continental Shelf

As we progressed further north into the evening and early morning on Tuesday the winds and seas decreased to the point where we riding on a beautiful calm sea.  When I took 1 to 4 watch there was very little to do but enjoy the serenity of a moonlit night and listen to James Taylor. Most important, the marine forecasts for our route continued to predict optimum conditions.

Calm waters way offshore

At 4:00 AM, when my watch ended, we were 106 NMs south southeast of Cape May New Jersey (at the north side of the Delaware Bay) and 100 NMs east of Cape Henry (at the south side of the entrance to the Chesapeake Bay) in placid waters with no traffic within 24 NMs (according to the radar).

Explanatory Note: Running almost 100 miles from shore and more than 100 miles from a navigable inlet and shelter of a marina or anchorage is serious business. One should not undertake such a voyage without a weather window that covers the enroute period and even beyond. A “surprise” change in the weather does not leave many options when your boat’s cruising speed is 8.4 knots and its top speed is 13 knots with a 50 GPH fuel burn. Heading for shore/shelter is an 8 hour 400 gallon proposition at top speed (assuming you have enough fuel). Bottom line. A trawler like the 63 cannot out-run the weather. The “good news” (sort of) is that the 63 is rated “Ocean A – Unlimited.” She can handle anything – but why.  The other consideration is mechanical reliability. Alongside of aggressive maintenance, we visit the engine room every 4 to 6 hours to verify the working of our machinery.

We had several visits from dolphins

Dolphins swimming in the bow wave

On Wednesday, May 10, 2017, when my 1 to 4 watch began, we were 90 NMs southeast of New York City and 119 NMs from the entrance to Buzzards Bay. Still way offshore in perfect conditions. Our ETA to Buzzards Bay was now 4:25 PM (Wednesday). When my watch ended at 4 AM it had improved further to 3:41 AM.

We made our first landfall in days when we visually spotted the wind farm off Block Island at 10:35 AM. It was 19 NMs west of our position.  At 12:30 PM we were adjacent to Block Island, 11 NMs to the NW. Winds were west at 10 knots and seas were less than 2 feet.

Bob watching a pusher tow overtake Guided Discovery

At 3:51 PM on Wednesday we reached the the entrance to Buzzards Bay and the beginning of the home stretch.  Best of all we arrived just as the tide turned to a northerly flow giving us an increase in speed.

Tide Turning Positive just as we enter Buzzards Bay

By 6:40 we had reached the Hogs Island Channel, which mareks the beginning of the Cape Cod Canal. We saw a 4 knot increase in speed  to 12.5 knots and a top speed of 13.5. Note: The 63 can barely reach 13 knots and when it does it is burning 50 gallons an hour. The current was pushing us at our top speed while are fule burn remained 9.1 GPH. Life is good.

Railroad lift bridge at south end of the Cape Cod Canal

12.8 knots current speed and 13.4 top speed in the Cape Cod Canal

3.2 knot current at the Sagamore Bridge Current moving toward 92 degrees (a northerly flow)

The Sagamore Bridge as viewed on FLIR night vision

At the east end of the Cape Cod Canal we turned north and headed for Hingham. Five and a half hours later at 1:00 AM on Thursday Guided Discovery was sitting at the dock. We had hit the predicted arrival time that we predicted three days earlier to the minute.

Heading north from the east end of the Cape Cod Canal to Hingham

Moon rising over Cape Cod Bay

• Total Segment Distance: 745 NMs
• Average Speed: 8.4 Knots
• Top Speed: 13.5 Knots        
• Engine Hours: 91
• Engine Fuel Consumed: 872 gallons
• Fuel Efficiency: .85 GPNM
• Generator Fuel Consumed: 93 Gallons
• Total Fuel Consumed: 964 Gallons
• Fuel Remaining: 336 Gallons (186 usable)

Trip Totals

• Total Distance: 1,513 NMs     
• Engine Hours: 174
• Engine Fuel Consumed: 1,667 Gallons
• Overall Engine Fuel Efficiency: .91 GPNM
• Generator Fuel Consumed: 211 Gallons
• Total Fuel Consumed: 1,878 Gallons

The deep low working its way north

We are now predicting arrival in Hingham at 6:00 AM on Thursday morning May 11^th using existing programmed routes.  If the forecast holds, we will cover a record 813 nautical miles and, for the second time this voyage, run continuously for four days and three nights. This is truly exciting.

Here’s a question to ponder with regard to the name “Cape Lookout.” Did this cape get its name because it was a good place to “lookout” over the ocean or was the name trying to convey a message – “lookout!!!” The folks who named Cape Fear seemed to be very clear with their message – this is a bad spot. Of course the naming system breaks down at Cape Hatteras, which is without question the most dangerous spot on the Eastern Seaboard. If I were given the naming task I’d call it “Cape Hell,” which it has been on three of our north/south voyages.

Calm waters

Guy at the wheel

Good view of our pilot house instruments

At 11:03 AM on Monday Cape Hatteras was “Cape Easy” with north winds at 10 knots and 2 to 3 foot head seas. Our speed had also picked up slightly owing to the Gulf Stream and our distance off shore. We noted in the log that the head sea we were experience might be standing wave action resulting from the opposing forces of the north wind fighting the Gulf’s northerly flow. Fortunately, the low 10 knot wind velocity only resulted in slight pitching. A stronger wind would have resulted in more violent pitching. We think the lesson is stay out of the Gulf Stream in a northerly wind.

Current sea conditions as we make our decision to go direct Buzzards Bay

Current location of fronts and pressure as we are make our decision to go direct Buzzards Bay

Conditions 24 hours later. We have a weather window

Decision Time: Earlier this morning Bob, Guy and myself performed our morning weather review. The forecast noted in the overview (above) for 3 to 5 foot waves at Cape Hatteras with an improving trend to two footers both near shore and offshore as we progressed north was still valid.  The forecast for calm seas stretched several days.  We had a weather window. This resulted in yet another strategic route decision and another all-time first. We decided to head direct to Buzzards Bay Massachusetts from the tip of Diamond Shoal at Cape Hatteras North Carolina (429 NMs).  This route takes us 85 miles offshore when we are adjacent to New York Harbor. By taking this route we shave off 71 nautical miles and 90 gallons of fuel.

Bob and Guy

The combined saving in distance, fuel and time from going in a straight line from Georgetown to Cape Hatteras and then to Buzzards Bay is 135 miles, 142 gallons and 16 hours.  The distance from Cape Hatteras to Buzzards Bay is 429 nautical miles.  At 8.4 knots we will cover the distance in approximately 51 hours.

Stow-away. A flying fish landed on the flybridge

At 2:45 PM on Monday we were abreast of Oregon Inlet (just north of Cape Hatteras) running 24 miles from shore. While on this segment the winds became light and variable for almost two hours and the seas calmed to a 2 to 3 foot swell. Time to estimate some arrival times. At that moment, the GPS indicated 396 NMs to the beginning of Buzzards Bay. 

• the entrance to Buzzards Bay: 3:00 PM on Wednesday
• the south end  Cape Cod Canal: 5:00 PM on Wednesday
• Hingham Shipyard Marina: 1:00 AM on Thursday.

We also noted that the current in the Cape Cod Canal will become favorable at 4:30 PM. It will be fun to see how these estimates play out.

On Monday at 8:35 PM we were 76 NMs east southeast of Cape Henry (Virginia Beach) maintaining an average speed of 8.5 knots thanks to the Gulf Stream. Winds were east northeast at 10 knots. That gave us a 2 to 3 foot quartering head sea and a smooth ride. We were now outside the continental shelf in over 3,000 (three thousand) feet of water.

This photo shows we are outside of the Continental Shelf

As we progressed further north into the evening and early morning on Tuesday the winds and seas decreased to the point where we riding on a beautiful calm sea.  When I took 1 to 4 watch there was very little to do but enjoy the serenity of a moonlit night and listen to James Taylor. Most important, the marine forecasts for our route continued to predict optimum conditions.

Calm waters almost 100 nautical miles offshore

At 4:00 AM, when my watch ended, we were 106 NMs south southeast of Cape May New Jersey (at the north side of the Delaware Bay) and 100 NMs east of Cape Henry (at the south side of the entrance to the Chesapeake Bay) in placid waters with no traffic within 24 NMs (according to the radar).

Explanatory Note: Running almost 100 miles from shore and more than 100 miles from a navigable inlet and shelter of a marina or anchorage is serious business. One should not undertake such a voyage without a weather window that covers the enroute period and even beyond. A “surprise” change in the weather does not leave many options when your boat’s cruising speed is 8.4 knots and its top speed is 13 knots with a 50 GPH fuel burn. Heading for shore/shelter is an 8 hour 400 gallon proposition at top speed (assuming you have enough fuel). Bottom line. A trawler like the 63 cannot out-run the weather. The “good news” (sort of) is that the 63 is rated “Ocean A – Unlimited.” She can handle anything – but why.  The other consideration is mechanical reliability. Alongside of aggressive maintenance, we visit the engine room every 4 to 6 hours to verify the working of our machinery.

We had several visits from dolphins

Dolphin off the starboard side

Dolphins riding the bow wave

On Wednesday, May 10, 2017, when my 1 to 4 watch began, we were 90 NMs southeast of New York City and 119 NMs from the entrance to Buzzards Bay. Still way offshore in perfect conditions. Our ETA to Buzzards Bay was now 4:25 PM (Wednesday). When my watch ended at 4 AM it had improved further to 3:41 AM.

We made our first landfall in days when we visually spotted the wind farm off Block Island at 10:35 AM. It was 19 NMs west of our position.  At 12:30 PM we were adjacent to Block Island, 11 NMs to the northwest. Winds were west at 10 knots and seas were less than 2 feet.

Bob watching a pusher tow overtake Guided Discovery

At 3:51 PM on Wednesday we reached the the entrance to Buzzards Bay and the beginning of the home stretch.  Best of all we arrived just as the tide turned to a northerly flow giving us an increase in speed.

Tide Turning Positive just as we enter Buzzards Bay

By 6:40 we had reached the Hogs Island Channel, which marks the beginning of the Cape Cod Canal. We saw a 4 knot increase in speed to 12.5 knots and a top speed of 13.5. Note: The 63 can barely reach 13 knots and when it does it is burning 50 gallons an hour. The current was pushing us at our top speed while are fuel burn remained 9.1 GPH. Life is good.

Railroad lift bridge at south end of the Cape Cod Canal

12.8 knots current speed and 13.4 top speed in the Cape Cod Canal

3.2 knot current at the Sagamore Bridge Current moving toward 92 degrees (a northerly flow)

The Sagamore Bridge as viewed on FLIR night vision

At the east end of the Cape Cod Canal we turned north and headed for Hingham. Five and a half hours later at 1:00 AM on Thursday, Guided Discovery was sitting at the dock. We had hit the arrival time that we predicted three days earlier to the minute.

Heading north from the east end of the Cape Cod Canal to Hingham

Moon rising over Cape Cod Bay

• Total Segment Distance: 745 NMs
• Average Speed: 8.4 Knots
• Top Speed: 13.5 Knots        
• Engine Hours: 91
• Engine Fuel Consumed: 872 gallons
• Fuel Efficiency: .85 GPNM
• Generator Fuel Consumed: 93 Gallons
• Total Fuel Consumed: 964 Gallons
• Fuel Remaining: 336 Gallons (186 usable based on a 10% reserve)

Trip Totals

• Total Distance: 1,513 NMs     
• Engine Hours: 174
• Engine Fuel Consumed: 1,667 Gallons
• Overall Engine Fuel Efficiency: .91 GPNM
• Generator Fuel Consumed: 211 Gallons
• Total Fuel Consumed: 1,878 Gallons

PLACEHOLDER – STAY TUNEDWell it’s the Great Loop all over again. Well, at least in terms of activity. During our Great Loop adventure we visited 135 cities as part of the experience. Our visit to Georgetown on this trip was necessitated by the need to …

Reader’s Note: This article was finally completed on May 31.

Well it’s the Great Loop all over again. Well, at least in terms of the activity on this stop. During our Great Loop adventure Diana and I (and, of course, Kodi) visited 135 cities as part o…

Deep low pressure over Alabama drifting east with high pressure over New York slowly lifting into the Atlantic

Cold front approaching the coast in 48 hour

1. At 9:22 AM we were sitting on 220 gallons of fuel as measured by the site glasses on the fuel tanks. The tank tender’s “worst case” measurement was 126 gallons (see Explanatory Note below).
2. The additional distance to Georgetown was 65 nautical miles. That translates into approximately 75 more gallons of fuel consumption.
3. A forecast for 4 to 6 foot seas in the late afternoon between Charleston and Georgetown.
4. Current wind conditions were southeast at 22 knots. This would produce a sea on the starboard forward quarter and a relatively stable ride owing to the stabilizers.
5. The 13 NM run up Winyah Bay would be on calm water reducing the risk of an engine stoppage from unporting a fuel line
6. The marinas in Georgetown are in protected waters – critical as storms were approaching from the west.
7. Heading to Charleston City Marina (aka the Mega Dock) would add 13 nautical miles from our arrival point at the inlet (and another 13 nautical miles to return to sea)
8. Diesel fuel price at Georgetown was $2.27 versus Charleston at $2.74. 

At 9:50 AM we changed course for Georgetown just south of Charleston channel. We had covered 705 nautical miles since leaving Sarasota four days earlier. Our current speed was 8.0 knots (as we were out of the Gulf Stream). The engine monitors showed 720 gallons of fuel consumed. Add to that approximately 72 gallons of generator use and we have a total fuel burn of 794 gallons.


Five hours later, we arrived at the Winyah Bay inlet and headed north up the bay to Georgetown. 

Approaching Harborwalk Marine in Georgetown You can barely see their Phillips 66 sign

Finally, at 5:23 PM we arrived at the Harborwalk Marina fuel dock. We were greeted by Larry and promptly started the process of refueling. Note: Larry gave me a $2.17 fuel price based on an expectation of over 1,000 gallons.


When fueling was completed we had taken on 1,205 gallons, which includes refilling the auxiliary tanks. So to fully understand our fuel situation we need to focus on the 960 gallons of fuel in the main tanks at the start of the trip.


Recall that we left Sarasota with 960 gallons in the main tanks (500 gallons each) and 31 gallons in the auxiliary tanks (which were essentially unusable). That translates into 480 gallons in each main tank. At Harborwalk I added 468 gallons to port ad 466 gallons to starboard.  The site glasses overstated fuel remaining showing port with 50 gallons remaining and starboard with 60 gallons. The Tank Tender showed port with 21 and starboard with 29 gallons remaining. No question that we cut it close (with at least two hours of running time left if you go with the Tank Tender readings). Again a calculated risk, which in this case included total confidence in the fuel consumption data put out by the engine monitors and the fact that the last hour of the trip was on the calm waters of Winyah Bay.

Guided Discovery at Harborwalk Marina with approaching storm clouds

Summary: This trip established many new records: 

• The longest distance traveled (766 nautical miles)
• The first trip around the Florida keys (with the 63)
• The most fuel purchased at any one time (1,205 gallons) 
• A fuel price within 4 cents of the lowest price we’ve paid since acquiring the 63.
• The first “ride” in the Gulf Stream
• The fastest enroute speeds
• The shortest time enroute. We were 19 hours ahead of schedule when we arrived at Georgetown inlet.
• The first trip in three years with with down time due to weather (2 days)
• The lowest amount of fuel  remaining at trip end.

Statistics:

• Total Distance: 766 nautical miles (740 since the Venice Inlet)
• Average Speed: 9.4 knots
• Maximum Speed: 14.9 knots
• Engine Hours: 83
• Engine Fuel Burned: 795 gallons
• Generator Fuel Burned: 100 gallons
• Total Fuel Burned:  895 gallons
• Fuel Needed: 1,164 gallons (895 + 269 gallons to fill the auxilliary tanks)
• Fuel Purchased: 1,205 gallons
• Fuel Cost (at $2.17 per gallon): $2,614.8

Written by Les.

Deep low pressure over Alabama drifting east with high pressure over New York slowly lifting into the Atlantic

Cold front approaching the coast in 48 hour

1. At 9:22 AM we were sitting on 220 gallons of fuel as measured by the site glasses on the fuel tanks. The tank tender’s “worst case” measurement was 126 gallons (see Explanatory Note below).
2. The additional distance to Georgetown was 65 nautical miles. That translates into approximately 75 more gallons of fuel consumption.
3. A forecast for 4 to 6 foot seas in the late afternoon between Charleston and Georgetown.
4. Current wind conditions were southeast at 22 knots. This would produce a sea on the starboard forward quarter and a relatively stable ride owing to the stabilizers.
5. The 13 NM run up Winyah Bay would be on calm water reducing the risk of an engine stoppage from unporting a fuel line
6. The marinas in Georgetown are in protected waters – critical as storms were approcing from the west.
7. Heading to Charleston City Marina (aka the Mega Dock) would add 13 nautical miles from our arrival point at the inlet (and another 13 nautical miles to return to sea)
8. Diesel fuel price at Georgetown was $2.27 versus Charleston at $2.74. 

At 9:50 AM we changed course for Georgetown just south of Charleston channel. We had covered 705 nautical miles since leaving Sarasota four days earlier. Our current speed was 8.0 knots (as we were out of the Gulf Stream). The engine monitors showed 720 gallons of fuel consumed. Add to that approximately 72 gallons of generator use and we have a total fuel burn of 794 gallons.

Five hours later, we arrived at the Winyah Bay inlet and headed north up the bay to Georgetown. 

Approaching Harborwalk Marine in Georgetown You ban barely see the Phillips 66 sign

Finally, at 5:23 PM we arrived at the Harborwalk Marina fuel dock. We were greeted by Larry and promptly started the process of refueling. Note: Larry gave me a $2.17 fuel price based on an expectation of over 1,000 gallons.

Guided Discovery at Harborwalk Marina

Summary: This trip established a many new records: 

• The longest distance traveled (766 nautical miles)
• The first trip around the Florida keys (with the 63)
• The most fuel purchased at any one time (1,205 gallons) 
• A fuel price within 4 cents of the lowest price we’ve paid since acquiring the 63.
• The first “ride” in the Gulf Stream
• The fastest enroute speeds
• The shortest time enroute. We were 19 hours ahead of schedule when we arrived at Georgetown inlet.
• The first trip in three years with with down time (2 days) due to weather

Statistics:

Total Distance: 766.1 nautical miles (740 since the Venice Inlet)
Average Speed: 9.4 knots
Maximum Speed: 14.9 knots
Engine Hours: 83
Engine Fuel Burned: 795 gallons
Generator Fuel Burned: 100 gallons
Total Fuel Burned:  895 gallons
Fuel Needed: 1,164 gallons (895 + 269 gallons to fill the auxilliary tanks)
Fuel Purchased: 1,205 gallons
Fuel Cost (at $2.17 per gallon): $2,614.85

Written by Les.