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Marblehead Adventures: Historical Treasure Trove

Marblehead, originally settled in 1629is a coastal New England town located in Essex County, Massachusetts. Its population was 19,808 at the 2010 census. It is home to the Marblehead Neck Wildlife Sanctuary, Crocker Park, the Marblehead Lighthouse, Fort Sewall, Little Harbor and Devereux Beach. Archibald Willard’s famous painting The Spirit Of ’76 currently resides in Abbot Hall.



A town with roots in commercial fishing, whaling and yachting, Marblehead was a major shipyard and is known as the birthplace of the American Navy. It is also the origin of Marine Corps Aviation. A center of recreational boating, it is a popular sailing, kayaking and fishing destination. Several yacht clubs were established here in the late 19th century, which continue to be centers of sailing.

For perspective, the Mayflower arrived in Plymouth Massachusetts on September 6, 1620. FYI: We visited the Mayflower and Plymouth in September 2011 while on our Great loop adventure.


No this is not the Mayflower

We spent four fun filled days in Marblehead harbor at the town dock and I think we shall start our history lesson here. The town docks also known as Tucker’s Wharf has a plaque showing an amazing history. Originally known a Pedrick’s Wharf, it dates from 1770. From this wharf in 1775, the 12- gun sloop Polly and the four-gun schooner Spring Bird sailed against the British and later, Washington’s Navy schooners Hannah, Franklin, Hancock, Warren and Lee sailed against the British..


Yes, I know it’s upside down

One on the highlights of our Marblehead adventure was visiting Abbot Hall. Abbot Hall, constructed in 1876, was a bequest from Benjamin Abbot who died in Boston in 1872. Abbot stipulated that the building could used for any purpose as determined by the town fathers. Today it serves as the town hall and a historical museum. As shown in the photo below, it is a prominent landmark.

Abbot Hall houses the original painting Spirit of ’76 by American Archibal MacNeal Willard, which was widely reproduced. Of note, he used his father, Samuel Willard, as the model for the middle character of the painting.

Spirit of ’76

Also at Abbot Hall:

Plaque commemorating the Hannah, the first ship in the US Navy
Scale model of an LST (Landing Ship Tank)
Encounter between the USS Constitution and the British frigate Guerriere
A decisive victory for the Constitution
Source of the nickname “Old Ironsides”

.We are in the room with the painting, The Spirit of 76″ Notice the older man in the chair. He is the local historian. I did not get his name. He was chatting with a couple about Marblehead history and we joined the conversation. You can see Kodi listening intently to every word. So did we.

Note: I did not have to take notes. The town fathers published a 48 page book entitled “Celebrating Abbot Hall” containing an explanation of everything in the museum.

Now to the historical district.  


Map of the Marblehead Historical District

The town docks were right in the heart of the district, which made it easily accessible for us. The following is a quote from the Trust For Architectural Easements: “The colonial town has preserved its sense of time and place with picturesque streetscapes of densely-clustered Georgian houses with low-pitch gable or hip roofs, double interior chimneys, and pedimented entries with columns or pilasters. There are many commercial buildings too, such as the Old Town House, one of New England’s oldest, continuously used public buildings. But it is the concentration of Georgian architecture, which reflects the pre-Revolutionary War prosperity from fishing and commerce, that is most striking.”

We agree. Walking through the historical district is like going back in time. In fact here’s another excerpt that captures the mood of the district:

It is said that the houses came first, and then the streets. This is certainly believable when one walks or drives through the old town. Houses face in many directions, front doors are not always in the front, and streets don’t always seem very well thought out. In early times people walked or rode on horseback, following dirt paths. When carts began to be used, the streets were made, working around large rocks, streams and ledge. They don’t seem logical now, but they did at the time.”


House from 1718. See plaque below


Stock photo of historical homes
Ariel photo of the historical district.

A few more things about this wonderful city. Eating was great. We had dinner a Five Corners Kitchen, Cafe Italia Trattoria and Maddie’s Sail Loft. All were excellent. Getting in an out of Marblehead, however, was a difficult. You have to drive through Salem and there is a two to three mile stretch that takes an hour to get through and there is no alternative route. The locals confirmed that “Yes, it’s a bear every day, especially when school is in session.”

Finally, I have to comment on the town dock’s provision for dingies. Notice that it is low tide and how the dingies are secured. If you look close astern you will notice a heavy weight on a pulley. This arrangement allows the boats to maintain there position as the tide rises and falls. Very clever.

Written by Les.

Marblehead Adventures: Yacht Clubs and Dogs

A considerable amount of work went into arranging the 1,000 hour service with Hansen Marine on both ends. All of that work was lost when Bob Hansen stubbornly refused to address $600 of overcharges on 15 of 25 parts listed on the estimate. Bob’s unfort…

Labor Day Fireworks and Tropical Storm Hermine

If you have followed this blog over the years, you know that once we get to Hingham Shipyard Marina we tend to stay in port. In fact, since arriving on May 8th, the boat has been away from the dock a total of four times. One was a day cruise to Boston Harbor on a beautiful June Saturday.  One was a 2 mile maintenance run to Grape Island for bottom cleaning in August (Note: My marina will not let a diver clean the bottom at the dock). The third was an overnight at Fan Pier in Boston for the Labor Day Fireworks and the fourth was the run to Marblehead for the aborted 1,000 hour service. The latter led to the article Hansen Marine: Lazy, greed and Stupid, which if you have not read it is worth reading.

This brief article deals with our overnight cruise to Fan Pier to view the Labor Day Fireworks and with Tropical Storm Hermine. I suggested to my sister, Myrna, about a week earlier that it was time for a cruise and she suggested that we see the Boston fireworks. Myrna is the chief legal officer for the Fallon Company, which is developing Fan Pier.

Fan Pier artist rendering of the completed project
In the top center of the photo is Rowes Wharf, the unofficial center of Boston Harbor
and one of my sister’s legal projects

According to Wikipedia, The Fallon Company is currently developing Boston’s Fan Pier, one of the most sought-after waterfront sites in the United States, and a catalyst for the revitalization of South Boston’s waterfront. Fan Pier is a nine-acre, 21 city block site which consisted largely of underutilized parking lots when the Fallon Company purchased it for $115 million in 2005. Today, it is a neighborhood consisting of four commercial towers – One Marina Park Drive, 11 Fan Pier Boulevard, 50 Northern Avenue, and 100 Northern Avenue – and a luxury condominium tower Twenty Two Liberty. A second residential building, Fifty Liberty, is currently under construction. Two more high-rise towers are planned. When complete in 2020, the $4 billion Fan Pier project will encompass three million square feet of commercial and residential real estate, public, civic and cultural space, including two parks and a 6-acre marina.

Myrna arranged dockage at the marina, which, by the way, looks nothing like the above photo. The marina is currently operating with temporary docks and will be the last part of the site to be developed.


Guided Discovery at Fan Pier
The tower at Logan Airport is in the background (right side of photo)

Tropical Storm Hermine also got into the act. We had been following this system, which had briefly reached hurricane strength while making landfall between Apalachicola and Steinhatchee Florida. By Saturday, Hermine had stalled east of New Jersey and south of Long Island. Sustained winds were 50 knots. The surface map showed that strong slow moving high pressure over northern Maine was holding the storm south of New England. I calculated that the situation would remain stable for at least 24 hours before the storm started moving north. You might say we had a weather window for our Boston overnight. The plan was leave Saturday afternoon and return to Hingham by mid-day Sunday.


We departed Hingham Shipyard Saturday at around 4:15 PM and arrived in Boston about at hour later. We enjoyed cheese and crackers on the aft deck and then proceeded to Babbo Pizzeria for dinner. Dinner ended and we returned to the boat just it time for the fireworks, which we watch from the boat deck.

We had a spectacular view as the fireworks, which were about 1 mile northwest of our position.  Our view was enhanced by a clear night with a easterly wind that blew the smoke toward the city. The display lasted 20 minutes.


iPhone photo by Diana

Sunday morning we awoke to beautiful day with clear skies and low winds. Tropical Storm Hermine was still stalled exactly where she was on Saturday morning. We took advantage of situation and took a short stroll along the Harborwalk.

Here what Boston redevelopment Authority says about the Harborwalk: “One of the most important components of the City’s waterfront revitalization program is HARBORWALK, a continuous public walkway along the water’s edge that is, in effect, a re-established shoreline. The HARBORWALK System connects the City’s neighborhoods to its Harbor, linking recreational, cultural and historic attractions, as well as access to public transit, including water transportation facilities. Currently 38 miles of HARBORWALK have been constructed and when completed the walkway system will stretch over 47 miles from Dorchester to East Boston.”

Here are a few views:

We departed Boston at around 10:00 AM and headed back to Hingham. Winds began to pick-up slightly as we traveled the 9 nautical miles to the shipyard.

Tropical Storm Hermine reached Hingham on Monday morning. You might say she was a shadow of her former self with wind gusts only reaching 30 knots.  Rainy conditions continued through Thursday with low winds by Tuesday.  Hermine was essentially a “non-event.”

Written by. Les







Hansen Marine: Lazy, Greedy and Stupid

Watch out. Hansen Marine Engineering and XRT Power Systems in Marblehead Massachusetts is a service provider to avoid.First an overview:Lazy: It took them three tries over three months to produce an acceptable estimate for a Caterpillar 1,000 hour sche…

Hingham Adventures: Popping the Cork on a 17 Year Old NEW Boat

We were coming back from Quincy on Thursday morning (May 10) around 11:00 AM when we ran into a traffic jam at the Quincy Fore River Bridge. While sitting in traffic, I got a call from Bob Swartz, my friend and the diver who cleans Guided Discovery’s b…

Hingham Bound: The Crew Visits Boston

One of the challenges for crew members is making reservations for the return flight to their home. Wylie was headed for Chicago while Tom was headed for Michigan. Both made reservations for Wednesday, May 11. Wylie made his well before our voyage start…

Hingham Bound: Block Island to our Summer Home

The voyage from Block Island to Hingham took 12 hours and was quite pleasant.

At 6:00 AM we officially ended the Atlantic City to Block Island shortcut and switched to the Cape May to Cape Cod Canal route which would take us up Buzzards Bay to the canal. We also estimated our arrival in Hingham to be 3:51 PM.

A tug and a tow following us in Buzzards Bay

The next question was the current speed and direction in the Cape Cod Canal. Would we get a pushed through the canal on a favorable current or would we have to power through against the current.

Buzzards Bay, the Cape Cod Canal, Cape Cod and Cape Cod Bay

Explanatory Note: The 7 mile long Cape Cod Canal connects Buzzards Bay to Cape Cod Bay.  The canal is located in Bourne, Massachusetts. The Massachusetts Maritime Academy defines its southern boundary with the Scusset Beach State Reservation as its northern boundary. A swift running current changes direction every six hours and can reach 5.2 miles per hour during the receding ebb tide. The waterway is maintained by the United States Army Corps of Engineers and has no toll fees. It is spanned by the Cape Cod Canal Railroad Bridge and two highway bridges—the Bourne and the Sagamore. Traffic lights at either end govern the approach of vessels over 65 feet.

We can convert current speed into time for our passage. At slack tide the 7 NM passage would take 50 minutes at our cruising speed of 8.4 knots.  A favorable current, one running northeast at 4.0 knots, would reduce the time to 34 minutes. Likewise, a 4.0 knot current running southwest against us would increase transit time to 95 minutes. To compensate we could increase our speed to 12.4 knots but that would burn about 40 gallons of fuel as compared to about 8 gallons with no adjustment to the throttle setting.

Massachusetts Maritime Academy with the training ship Kennedy in the foreground
The southwest beginning of the Cape Cod Canal

Garmin presents current speed and direction with the chart below. In the upper left hand corner of the upper chart is the current speed, 3.7 knots, in relation to its high and low (+4.0 to – 4.0). The direction of the current is indicated in the lower chart, 83 degrees. 9:58 AM is during the time we were in the canal.

I’ve always struggled with reading this chart as it relates to direction. Is it coming from 83 degrees or going to 83 degrees? Fortunately, this time I figured it out. The number 83 degrees indicates the direction, northeast, TOWARD which the current is flowing.

Notice the current to the left of the buoy

The magic numbers for us at 9:52 AM as we passed the Massachusetts Maritime Academy were as follows:

  • Current speed: 3.8 knots – a big push
  • Current direction: 83 degrees – favorable direction
Yes!! We have a favorable current. Result. We traversed the 7 NM canal in 34 minutes with GPS speeds of 14.5 knots at the Bourne and 12.2 at Sagamore bridges.
Heading northeast under the railroad bridge with the Borne Bridge ahead 
Sagamore Bridge
Following a tow at the east end of the canal
At 10:28 AM we entered Cape Cod Bay where we turned north. We noted WSW winds at 17 knots, seas of 1 to 2 feet and “a beautiful day on Cape Cod Bay.  
Light at Plymouth  Mass
This changed around 2:00 PM when the wind shifted to the east and increased to 25 knots. Now we were in a 3 to 4 foot head sea, which for the 63 Outer reef is no big deal. We did however add spray and more salt to the already salt encrusted boat.
Boston in view as we pass Cohassett in a 3 to 4 foot head sea
Minots Light off Cohassett Mass
We came within 100 feet in 65 feet of water
As we traveled north we divided responsibilities. Wylie took the con (i.e., the watch), Tom cleaned the ENTIRE interior (and did a FANTASTIC job) and I blogged. The time literally flew by. At 3:25 PM we were abreast of Boston Light. Then 19 minutes later we entered Hull Gut and at 4:00 PM we arrived at Hingham Shipyard Marina.
Boston Light at the entrance to Nantasket Roads
Tom’s photo catches the light.
Speaking of light (see photo above). We docked at the Hingham Shipyard Marinas gas dock and took on fuel. What does taking on fuel have to do with light you ask. Readers may recall that I have been struggling with a fuel consumption / remaining question for two years and up to now have been unable to reliably predict the following for both engines:
  • Engine fuel used
  • Generator fuel used
  • Fuel remaining 
Working with Outer Reef and Caterpillar we have reprogrammed the engines Electronic Control Modules (ECM) using Cat’s predicted fuel consumption in relation to data I recorded. Ring Power in Sarasota made a final change to the port engine ECM to compensate for data collected last November. They also supplied data for the Northern Lights generator fuel consumption. The number below show we finally, finally got it right.

                                                                       PORT ENGINE       STARBOARD ENGINE
                                                                       & 12KW  Gen          & 16 KW Gen
Engine Fuel Consumed (gallons)                       332                    345
Generator Fuel Consumed (gallons)                    50                      36
Total Predicted Fuel Needed                             382                    381
Total Fuel Added                                               372                    364
Difference (gallons)                                            -10                   -15
Percentage Error                                                 2.6%                4.0%

We were well received. Skip Roper, crew member with Guy Aries on the November 2015 run south to Sarasota, was at the gas dock with Diana and Kodi to welcome us home.

By 6:00 PM we had parked Guided Discovery on her T-Head on I-Dock (her summer home). Diana, Wylie, Tom and I broke out a bottle of champagne to celebrate our successful arrival in Hingham. Then we adjourned to Alma Nove for a celebration dinner.

Guided Discovery on the T-Head for I-Dock
Our summer home
View from the aft deck of our summer home at sunset.
The end of a spectacular voyage

Statistics – Morehead City NC to Hingham, MA:

  • Total Distance: 641 NM
  • Time Enroute: 78.2 hours
  • Average Speed: 8.3 knots
  • Fuel Added: 736.6 gallons
  • Price Per Gallon 2.27 with tax
  • Total Fuel Cost: $1,674.84
Statistics – Sarasota, FL to Hingham, MA
  • Total Distance: 1,421.8 NM (1,635 statute miles)
  • Time Enroute: 8 days and 9 hours (starting from 7:00 AM Sunday May 1).
  • Average Speed: 8.4 knots (Stuart to Hingham)
  • Fuel Added: 1870 gallons (includes non-trip fuel)
  • Avg. Cost Per Gallon: $2.20 per gallon
  • Total Fuel Cost: $4,118
  • Total Cost of Moving Boat: $7,352 (includes Diana’s car trip)

Written by Les.

Hingham Bound: Alien Lights in the Night

Montauk Point to Block Island Rhode Island.Note: You may want to read the previous article “On Golden (Blue) Pond” for context.We had been on the “Atlantic City to Block Island shortcut” since 5:25 AM on Sunday morning and had covered 168 NM. Except fo…

Hingham Bound: On Golden (Blue) Pond

I’ve rounded Cape Hatteras three times and two of those were, shall we say, “exciting” (which is probably better than the word scary). In November of 2014, we saw 7 to 9 foot seas resulting from high winds (54 MPH) associated with thunderstorms in a passing cold front. Then in May of 2015, Tropical Storm Anna, hundreds of miles to the south, gave us 10 to 12 footers as we rounded Diamond Shoal heading north. Finally, last November (2015) we had smooth ride in a 3 to 4 foot following sea. Now, as we refueled in Morehead City I was again confronted with what to do about the Cape.


When it comes to Cape Hatteras It’s all about weather. How one interprets that weather will determine which of three courses of action one takes; take the ICW from Morehead City to Norfolk (3 days), stay put until the weather changes or “go for it” (and run 24 hours non-stop from Morehead City to Virginia Beach).”



Explanatory Note (for new readers): Cape Hatteras is the most dangerous stretch of water on the eastern seaboard. Several factors account for this but the most significant is Diamond Shoal where, because of geography, you are effectively forced out to sea to get around the UNCROSS ABLE shoal. The geography is interesting. Hatteras Island sits 27 miles on the east side of Pamlico Sound (open water). Diamond Shoal juts out 7 more miles south east from the island. You must go around. Wave height is directly related to wind speed, time and distance over water. We went from 3 to 5 foot waves to 10 to 12’s in a matter of two hours on Thursday at Cape Fear.


Bottom line. You are 34 miles out to sea. Now add the fact that weather systems tend to favor this area to the convergence of the Gulf Stream and the Labradore Current and you have a formula for fast changing conditions and big seas. Oh, did I mention the fact that there are no inlets for 200 miles once you leave Morehead City for a boat of our draft (5 feet)?


Cape Lookout Shoal, just a few miles south of Diamond Shoal is no picnic either. Again, you are forced out to sea 16 miles and into bigger waves. Crossing this is risky as waves break over shallow water. Better to go around. We chose to cross at a deep spot in May of 2015 and saw confused seas, were hit with breaking surf and saw a depth of 9 feet under the bottom. Never again.


Friday’s coastal forecast for Cape Hatteras predicted west winds from 5 to 10 knots increasing to 10 to 15 knots with 3 to 5 foot seas with a wave period of 8 seconds and rain showers running from scattered to isolated as the day progresses. Looking ahead to Friday night and Saturday conditions remain about the same with a slight chance of thunderstorms. Given that west winds will most likely produce a following sea, we decided to go for it.


We departed Morehead City Yacht Basin at 10:04 and caught a 2 knot current down the Beaufort Channel thanks to an ebbing tide. Yes, for those who pick up on detail, we caught a favorable current both in and out. Then a little excitement. A naval warship was entering the Beaufort Inlet and warning vessels to stay clear. Clearly a Kodak moment.


Obstacle #1: Cape Lookout Shoal. As we headed on a southeast course along the southern side of the shoal in 4 to 6 foot seas we could see considerable breaking surf to our port side. We cleared the shoal at 12.41 PM. Turning north put the seas on our tail and gave us a smooth ride as headed direct to Cape Hatteras, some 4 hours to the north.

Obstacle #2: Cape Hatteras: At 8:54 PM we crossed the east end of Diamond Shoal in a 3 to 5 foot following sea. Wylie’s comment “Cape Hatteras is a pond.”


And it gets better. We had a following seas all the way to Virginia Beach, which we reached 24 hours after leaving Morehead City (10:35 AM on Saturday)


Now the question as we crossed the Chesapeake Bay was could we make it to Hingham without having to deal with bad weather. I came on watch at 1:00 AM on Sunday morning. Since leaving Virginia Beach we had experienced a smooth ride as seas subsided to 2 to 3 feet. Now we were off Cape Henelop (Rehoboth Delaware) some 318 NM into our trip. It doesn’t get much better.


Now to the upcoming weather. At 2:00 AM on Sunday, I got out my four dimensional chess board and started playing the weather game. The only precipitation was due west over the Shenandoah valley moving east. Good. The forecast conditions required a bit more thought. As of that moment, two weak low pressure areas with associated fronts were north and west of our position. A stronger low to the east and out to sea had a stationary front running east and west and a trailing cold front running south. Projecting the forecast out to 36 hours (in 12 hour increments) showed little change. What are the coastal forecasts for our route?

  • Sandy Hook NJ: ETA 14:00 Sunday. South winds 10 to 15 knots with gust of 20 to 30 as the day progresses. Seas 3 to 5 feet with a wave period of 8 seconds. Analysis: Following sea. Favorable.
  • Block Island RI (open water): ETA 2:00 AM on Monday. West winds 10 to 15 knots with gusts to 25. Seas 4 to 6 feet. Same winds during the day but seas build to 4 to 7. Analysis: OK enough. Still a following sea and, if necessary. we can duck into RI Sound where forecasted seas and winds are lower.
  • Buzzards Bay MA: ETA 8:00 AM Monday. Southwest winds increasing during the day to 15 to 20 knots with gusts to 25. Seas 2 to 4 feet. Analysis: Favorable.
  • Cape Cod Bay MA: Increasing west winds to 15 knots with gusts to 20 and 2 to 4 foot seas. Analysis: Favorable.
The Sirius Satellite Weather sea conditions forecast maps clinchedthe deal. Notice in the three photos below that a beautiful blue path seems to miraculously open up for us. We are still Hingham Bound with no stops or deviations.

Note: We have settled on three 3 hour watches starting at 10:00 PM and running to 7:00 AM. I’ve never tried this one before and it works better than what we’ve done in the past (i.e., six two hour or three 4 hour watches from 6:00 PM to 6:00 AM). This approach has allowed each of us to get a  good night’s sleep.


Meanwhile, on my watch we crossed the Delaware Bay shipping channel and headed up the Jersey coast north of Cape May (3:15 AM). It was a busy evening with lots of traffic and great fun (since it was clear). I got to play with all the toys (AIS, radar, night vision and the VHF) and was able to see each target on all the toys and confirm each visually. This is a big confidence builder for times when the visibility disappears in fog.


Now it approaching 5:00 AM and we’re off Ocean City New Jersey. Tom is officially on watch and I’ve stayed with him solve a puzzle regarding a bright white light ahead. I’m also contemplating whether to take the Atlantic City to Block Island short cut, a straight line from Atlantic City to Block Island, which knocks off about two hours by eliminating the dog leg created by running along the coast.
Short Cut: Ocean City to the mouth of Buzzards Bay
Explanatory Note: The decision to take the short cut is largely weather dependent. The short cut puts you offshore into open water where waves are bigger (i.e., Wind velocity over distance over time. The greater each, the higher the seas). Also to be considered is the distance from ports, which in this case is 45 NM or 5 hours to reach a port at the furthest point.

Time to play “The Weather Game.” Here’s the data:

Radar Map:
We are south of Atlantic City. An area of rain and thunderstorms is north of us moving east

 

Sea Conditions as of  NOW.
Dark Blue = flat, Light Blue = 3-5, Orange = 4-6, Green 7-10, Yellow 10-12, Red 13-20, etc. to 36

Sea Conditions at 36 Hours
Notice the “blue” path to Boston
Notice the heavy seas to the east 


Time to make a decision. The forecasted seas going forward (12, 24 and 36 hours) show a widening path to Buzzards Bay that is good for 36 hours. We only need 24. The forecast maps (not shown) show a low pressure system east of our area, the cause of the big seas to our east. It is forecasted to continue north and east out to sea. To our west and south are a series of fronts associated with weak low pressure. A weak cold front west of the Hudson is most likely the cause of the rain system running north along the Hudson Valley. It’s moving east and north slowly.

Yes, I know it is likely to cross our path. But it’s moving faster than our 8.4 knots. It will move through the area in a few hours. We need 24 hours to reach Buzzards Bay. We are unlikely to be hit by the storm.  Decision: Reasonable risk. Let’s go! It’s 5:25 AM.

Below is the big picture as seen on the pilot house screens three hours later at 7:51 AM. A light area of showers is visible to the north on our radar (center) screen, The storms have moved slowly east past the Hudson Valley (starboard screen). So far so good.

Notice the tape on the T353 night vision and engine control
The tape is used to cut light that interferse with human night vision.
We continued on the new course in relatively calm seas ranging from 1 to 3 feet. At 3:15 PM we recorded winds as WNW at 15 knots and rolling pleasant 2 to 3 foot seas off the starboard beam. We commented “Gorgeous, lots of fishing trawlers and no precipitation on our route.” At that point we were 24 NM south southwest of Fire Island NY.

15 minutes later the wind direction suddenly shifted northwest and climbed steadily to 25 and then 30. Seas started white capping and increased to 3 to 4 off the port aft quarter. The southeasterly swell was still dominant. The waves to port were wind driven. We were in sunny skies with no precipitation within 10 miles. I noted that we had experienced a dry cold frontal passage. We took heavy weather precautions just in case.

The winds did not last long. Four hours later (7:26 PM) we noted winds out of the northwest at 16 knots with 3 to 5 foot following seas. The comment says “no precipitation within 300 miles. Sunny. Comfortable but yawing.” 

At 1:48 AM we were abreast of Montauk Light. The winds were WNW at 15  to 17 knots. I estimated seas as 2 to 4 feet. We were enjoying a very comfortable ride (although Tom and Wylie were sleeping). 

Essentially, our offshore “short cut” passage was at end at Montauk Light and we were now running along our normal route. Since leaving Sarasota we had covered 1,300 nautical miles (1,495 statute) and 519 nautical miles (596 statute) since leaving Morehead City. The Cape Cod Canal was about 8 hours away and the weather data showed no problems all the way to Boston. Today, we had won the weather game.

Also noteworthy. We have had a following sea since we joined the Atlantic Ocean at Stuart. Than you Neptune, Zeus and Poseidon.

But the game is not over. Boy do I have a story to tell. See the next article.
Written by Les.

Hingham Bound: Spoke Too Soon – revised

The following two paragraphs are borrowed from my last article, Direct Stuart to Morehead City.

“Hours of boredom punctuated by moments of stark terror.” I learned this phrase years ago when I flew airplanes as an instrument rated private pilot and it very well describes what can happen. I have many tales. Now change the word “moments” to “hours” and the phrase now works for boating. As readers who follow this blog know, I have some pretty wild tales.

Sorry, no wild tales at this time and hopeful not on this voyage. On my 4 to 7 AM watch Wednesday night, I did a complete review of the weather for the remainder of our route and as of 8:00 AM the weather window remains open and OK enough. So much for boredom even on a three hour watch.”

In the previous article I also mentioned that we had not reviewed the Abandon Ship Procedures and stated since we were 10 miles or more from shore that its review “might just be appropriate.”


Time for a wild tale.


It’s around 2:00 PM on Thursday afternoon. Winds are 15 to 20 knots and we have been running in a 3 to 5 foot following sea for several hours with a forecast for more of the same. That forecast also mentions a chance of thunderstorms but up to this point we have been in partly sunny skies with no rain. Ahead of us at Cape Fear and to the north of there, Sirius Satellite Weather is showing a large are of rain and thunderstorms.  The storms appear to be moving north at a speed greater than Guided Discovery’s 8.4 knots. We should be OK.


So the three of us sit down at the pilothouse settee to review the four page Abandon Ship Procedures. 

Explanatory Note: Cliff Rome, Captain of the 70 foot Delta trawler Oasis, who Diana and I met in 2014 when we were commissioning Guided Discovery is the author of the Abandon Ship Procedures. Cliff, to his credit, is more OCD than me and he wrote this brilliant document, which he generously shared. I adapted it to reflect our situation and equipment level.


At 4:00 PM we paused our review to make a 4 hour log entry. It included the following:

  • 20 NM south of Cape Fear 

  • Wind WNW 26 gusting to 34

  • Following Sea 6 to 8 feet (off the starboard aft quarter)

  • Comment: We have clear skies with no storm visible for 360 degrees. Strong thunderstorms north and west of Cape Fear. A low pressure center is close to the boat. Barometric pressure is 29.56.

Side Note: It’s probably not the best idea to discuss abandoning ship when you in the vicinity of a place with a name like “Cape Fear.”


Then, at 4:08 PM, Wylie noticed a Marine Warning on the Sirius Weather screen. It advised “thunderstorms with gusts to 33 knots” We noted in the log that waves were off the starboard aft quarter. At 4:55, the marine warning was lifted. We noted winds of 20 to 25 knots. At that point we got out our SOP and prepared the boat for heavy seas.


Winds and seas quickly built. We noted at 5:41 PM that winds were northwest at 40 to 44 knots with a 7 to 9 foot following sea off the port aft quarter. We also noted that the marine warning was reissued but noted it was not for our area. We were experiencing 8 to 10 feet big rolling waves. We could see storms around us at a distance but nothing close by.  


Explanatory Note: Gauging wave height and wave period is difficult when you are in a boat. Further, to avoid exaggeration, either high (to brag) or low to minimize risk), I ask each crew member for an opinion and we agree on consensus log entry.


When we crossed the narrow “short cut” passage at Frying Pan Shoal at 6:40 PM, we were in 10 to 12 foot (big – very big) seas with sustained winds in the mid-thirties. Once past the shoal seas started to diminish, albeit very slowly.


Throughout all of this turbulence we were relatively comfortable although we limited our movement. We had to
re-secure the salon table, not fun, as our first attempt allowed some movement, which given it size and weight, well over 100 pounds, could do some significant damage if unsecured. We also became concerned about the refrigerator which groaned, suggesting it wanted to break loose on the 10 to 12 foot rollers. I had not experienced refrigerator “groaning” on past encounters with big seas, but then this was the first experience with a big following sea.


Thanks to Wylie, below is a link to a video showing us pitching and rolling.

 https://youtu.be/VKAJ7RMczrI
We had one casualty. Wylie announced that he was experiencing sea sickness and rated its severity at 8 on a 10 scale. Wylie, a pilot, had not previously experienced any motion sickness. Tom to the rescue with an wrist band that puts pressure on the wrist pulse points, ointment behind the ears, and a ginger lozenge that he claimed would cure this and many other ailments. Well, too little, or depending on your viewpoint, too late, Wylie’s succumbed 10 minutes later. Wylie was lucky. His “bout” lasted only 5 minutes. However, he needed a full night’s sleep to recover.

Explanatory Note: This is my fourth Sarasota to Hingham voyage (1,600+ statute miles each – 6,400 miles) and my track record is unbroken. Someone gets sick on every voyage. Wylie holds the record for the shortest bout. Other have fared worse with vomiting and dry heaving lasting for hours! The only good news is that once the person recovers, it’s over and they seem to immune from future sea sickness (at least on our trip).

I polled the crew regarding anxiety and their opinion of whether we should head in. Both Wylie and Tom expressed some level of concern but not enough to call it quits. That said, heading for shore was not without a few problems. 1. We were over 10 miles from shore, which in itself translates to over an hour of punishment. 2. We were over 20 miles from safe harbor at the Cape Fear River. 3. Either choice required a turn to port which would have put the massive rollers on the beam. We would have taken some horrendous rolls despite our over-sized stabilizers. 

That said, I had little to no anxiety and, except for a flying refrigerator, no concern about our safety. Why?

  1. I had experienced big seas including 10 to 12 footers in the past and knew that the boat could handle the seas.

  2. The 63 Outer Reef is built to Ocean Category A standards, “Unlimited Navigation.”

  3. Outer Reef’s shipyard is ISO 9000 certified. This provides some assurance of build quality, which two years running have confirmed.

  4. The lazerette door, the engine room doors (forward and aft) and the pilot house doors are heavy duty with dogs to secure them. 

  5. The chance of a mechanical malfunction was very small. The boat has run almost a 1,000 hours without a hiccup to the engines or running gear (including stabilizers). 

  6. I perform an engine room check every 6 hours. This limits the chance for a surprise.

  7. Sirius Satellite Weather allows us to monitor the weather, including forecasts, radar and sea conditions. Again limiting surprises.

  8. The storms were moving north faster than we were. 

  9. The hour of the day worked in our favor. Storms tend to diminish as evening comes with cooler temperatures.

  10. The seas would be smaller once we crossed the Panhandle Shoal “short cut.”

  11. I’d used the Frying Pan Shoal short cut before and in the dark of night. I knew that while shallower than surrounding water, there is adequate depth to reduce being hit with a breaking wave.

Further, to ensure our safety, I called the Coast Guard to see if there was a Notice to Mariners on the Frying Pan Shoal shortcut. There was none. We proceeded through the shoal, noted that the G1 buoy was missing, and, over the next few hours seas began to diminish as the storm ahead pushed further north. The 8:30 PM log entry noted diminished NW winds at 16 knots, seas 3 to 5 foot and, the words “smooth ride.”

Side Note: The Coast Guard was not up to date on the missing navigation aid. So much for ‘their” local knowledge.

A little perspective. The old cliché “experience is the best teacher” is valid for me at least as it relates to weather. With experience I’ve come to view weather more like a four dimensional checkerboard. Dimension #1 is NOAA weather reports. What are the facts? This includes current conditions, big picture forecasts (pressure and fronts) for the next 6 days. Dimension #2 is time. Where will we be in relation to our route (see chart of rout with 100 mile intervals below)? Dimension #3 is the trend. What will conditions be before and after our arrival time at a particular waypoint? Dimension #4 is contingency plans. When all else fails, where can I go to seek shelter? With this approach it is possible to venture out into conditions that would previously have kept me at the dock.

Meanwhile, after crossing Frying Pan Shoal we finished our discussion of the Abandon Ship Plan as we proceeded north to Morehead City with a favorable tail wind and 3 to 5 foot following seas. The “sea gods” (Neptune et al) looked favorably upon us as we entered the Beaufort (Morehead City) Inlet on a rising tide where we saw speeds over 12 knots. Good News: We got to the Morehead City Yacht Basin at 7:03 AM. Bad News: The gas dock does not open until 8:30 AM. Oh well.

Hours of boredom punctuated by moments (or “hours” if boating) of stark terror (or at a minimum if boating, cause for concern).” 
Written by Les and Wylie