Goodbye 2009 and Hello 2010

For those of you expecting another post on new equipment or anything else boating related, you can log off now. It has been an interesting year to say the least. We have made many changes, some planned and some totally unexpected. But in the end we believe they will all be good changes and we don't regret any of them, well almost. Let me just say that our philosophy has changed considerably over the years and we have taken a more optimistic approach to the things that happen in our lives. Not too long ago, a loss of a job or changes in our circumstances would have had us energizing ourselves to correct the situation and make it conform to our plans. But something happened and I can't put my finger on just when the transition took place, or what the defining moment was. We came to the realization that if we looked closely at unfolding events, instead of trying to steer them in the direction we chose, we would see a different path open up that in the end was the proper direction for us. We were enjoying life in South Carolina and had settled in and things were not great but pretty good. Suddenly we found ourselves in the middle of a major recession with neither of us having a job and no prospects for the immediate future. Most folks might panic in a situation like this. But we have positioned ourselves financially to be in pretty good shape and our cruising lifestyle has kept us in a debt free state, or close to it, and the constant practice of filling the cruising kitty keeps us fairly fluid. When the job Susan had in Beaufort came to an end, and no viable employment looked available, then we considered our options. We could stay and tough it out, not our first choice. We could head south for warmer weather, but the economic situation in that area was not looking great either. Or we could head north where we had a good support system and lots of contacts with a greater potential for employment. The logical conclusion, and all of the sign posts, pointed us to the road north. This was not our favorite choice mostly because after more than 15 years in the tropics and subtropics, northern winters were not particularly inviting.



Our kids had come to South Carolina for a vacation and we realized that we had missed out on a lot with the grandkids, with us being off traveling around the planet. That alone gave us the reason to head north for a while and try to make up for lost time. But at the same time my old position in Maryland came open so gainful employment was again a possibility. And with over ten years in state employment, odds were pretty good that Susan would quickly be working also. The signs were pointing us in that direction so we took the path of least resistance and went with the flow. We know that when one door closes another opens and there are no accidents and no coincidences. Everything happens for a reason, you just need to look carefully for the reason and look for the new direction that you are being pointed towards. We both did some long distance interviewing and were feeling pretty good about the job prospects as we made the decision, then began the trip north on the boat, to relocate. But wouldn't you know it? Half way through the trip, before we arrived in the Chesapeake, the job possibilities faded for both of us. For Susan the jobs were being delayed due to funding and for me the company also decided to delay rehiring anyone till after the first of the year.

This might all sound discouraging but we just concluded that things were not where they needed to be yet, but we were still heading in the right direction. We needed to let everything play out and see where it was going. The trip north was fairly uneventful and we arrived at our old marina and met friends we had not seen for a long time. We had planned to make contact with Jack Dozier of the Waterway Guides when we arrived in the Chesapeake in hopes of doing some updates to his Chesapeake Guide over the summer months on a part-time basis since we would be here for a while. We had let Jack know we were relocating and he indicated he would like to meet with us after we arrived. Once were were settled in we did indeed meet him in his Annapolis office, and after a few meetings and discussions, I moved from an occasional job updating the Waterway Guide to a full time position as Marketing Director. Susan's job for consideration was still being delayed due to funding issues but at least one of us was now employed. As part of my position with Waterway Guide I have been tasked with developing and introducing new products that will enhance and add to the services the Waterway Guides already provide to the boating public. This meant considerable time and effort to gather data and get these new products to the marketplace. With Susan's cruising and boating experience and her penchant for detail, she was a perfect candidate to assist me in this new endeavor. We are now both gainfully employed and we can commute together every day. Once again doors closed and new ones opened.

We have spent the first holidays in a very long time with family and I have to say that it feels really good. The time we lost with the kids and grandkids can't be replaced but we can try and make up for it. Our new jobs are fun and exciting, developing new products that will be beneficial to fellow boaters, and we will have all of the resources at our disposal to outfit Beach House for extended cruises in the future. Not to mention the fact that we will have plenty of time to spend cruising her on the Chesapeake Bay, one of the greatest cruising grounds on the eastern United States. We will most assuredly be detailing each and every one of those cruises and all of our preparations and renovations on the boat. Now I know this is not about cruising or new equipment or anything else that we have posted in the past. But it is our Blog and we can post anything we like. For all of our family and friends and followers to the Blog we wish you a very Happy and Prosperous New Year and remind you to keep an open mind when life deals you lemons. We will soon get back to new projects even with the snow piling up outside. And thanks for sticking around and giving us an excuse to keep this site going. Chuck and Susan

Winterizing The Boat

Those are words I never thought I would hear myself say again, but never say never. We realized when we decided to come back to the Chesapeake for a while that we would once again have to deal with owning a boat in the cold north. We also realized that if we came north it would be the coldest, snowiest winter on record. The decision was made the last time we were here, to not live aboard the boat in the winter months. It was just too much of a hassle and too uncomfortable for us after more than 15 years living in the subtropics. We were fortunate enough to find a good house sitting position for some nice folks that spend the winters in warmer climates like we should be doing. Their schedule worked nicely with ours for hauling the boat and then relaunching in the spring. So with that in mind, when December first arrived, we began the move off process and winterized the boat, most of it done prior to the haul out.



The biggest danger in winter is water freezing in tight places and expanding until it breaks something. Our first step is to empty the water tanks and remove as much water as possible from all of the fresh water lines in the system. Some owners we know like to blow all of the lines out with air and this has been successful, but care needs to be taken that indeed all of the water is purged. We prefer to add antifreeze to the tanks and lines instead. We use the "pink stuff" that is not harmful to the plumbing and will not contaminate the tanks and lines. For our two seventy-five gallon tanks, we add three gallons to each tank once we are sure they are totally empty. The hot water heater is a large container and we don't want to add an additional eleven gallons just to fill it. So it is emptied completely and the fresh water lines removed from the tank and a simple hose connector added to bypass the heater all together. Once this is done, we open all of the hot and cold water handles on every faucet on board, including a fresh water hose bib on deck. With everything open we turn on the fresh water pump and allow it to run until there is "pink stuff" coming out of every faucet. As it comes out the faucets are turned off, one at a time until all of the lines are full of antifreeze, and this includes all shower head lines. Our shower drains into a sump box and discharged overboard so the box is emptied, thoroughly cleaned and more antifreeze is poured in from the shower drain until the sump is pumping it overboard and the discharge line is also full.

The next step are the two heads. For this, we disconnect the intake water lines and stick them in a bucket of antifreeze. Again it is important to use the right antifreeze so as to not damage internal parts sitting over the winter. With the intake in the bucket and the thru-hull set for overboard discharge, the head is pumped until the antifreeze is being discharged. We always use bio-degradable antifreeze for this. Once this is accomplished, the intake hose is reattached to the closed thru-hull. Be sure that the holding tank has been completely pumped out well before all of this is begun. If there is any liquid at all in the tank, antifreeze will also need to be added here.

If possible at this point we try and be sure the bilge is dry and stays that way. Any excess water is sucked out with a wet vac and, with our new dripless system, it stays out. We do add about a half gallon of antifreeze to the bilge just in case some stray water finds its way in over the winter. Now is a good time to check around the engine room for any other leaks, etc. The engine will be the last thing to winterize since we will need it to move into the haul-out pit. At this point, we also like to do an oil change so the engine will sit with fresh oil over the winter and we will not have to do this in the spring. Next on the list is the anchor wash down system and this is done in much the same way as the head. Since the intake is teed into the forward head, we actually do the head and the wash-down system at the same time. The intake line is disconnected to run the wash-down pump until antifreeze is discharged out of the hose bib on the deck and then the intake hose is reconnected to the closed thru-hull.

One of the final steps is to remove anything and everything on the boat that might freeze and burst. This includes soft drinks, paint, cleaning supplies, canned goods, or whatever. Every locker on board is inspected and the contents removed if it is suspect. The fridge is emptied out and everything taken ashore. The it is cleaned, defrosted and the door fixed in a partially opened position. We give the boat a couple of walk-throughs and try to spot anything we might have overlooked earlier. Any sensitive electronics will also be removed and taken ashore for both the potential for harm over the winter but also for security.

The engine will be the last step and one of the most important. If the boat will sit for a while prior to it being hauled we make sure there is heat aboard to protect it. Once the boat is in the haul out pit, the final winterization for it can be done. We make sure ahead of time the the fresh water side of the engine has a good mix of the correct antifreeze. On the raw water side we have a fitting on top of the raw water strainer that a water hose can be attached to. With the raw water intake thru-hull closed, a hose is attached and inserted into a 5 gallon bucket full of the correct antifreeze. The engine is started and allowed to run, drawing water from the bucket of antifreeze, until the antifreeze is discharged from the engine exhaust at the stern. We can also see the antifreeze in the raw water strainer. With all of these steps completed we are almost finished with prepping her for whatever the frigid north land will bring.

The last step we leave to the professionals, and that is to have the boat shrink wrapped. We have left it out in the winter in the past and it is harder on the boat than five years in the tropics. We do have to lower the mast and bimini as well as a few other items prior to it being done. Once the shrink wrap is on, we feel much more secure that it will come through the next few months without major issues. The shrink wrap will also allow us to be able to get on board during inclement weather to do some projects that we might otherwise not do if we are living aboard. And we will keep everyone posted on just what those projects are.

Mystical Water Heater and Engine Hoses

Yes, that is correct, I did say a mystical, some might say magical hot water heater. It all started several years ago onboard our Mariner 40 sailboat Sea Trek. Our 6 or 7 year old hot water heater had developed a leak which we could not stop so we ordered a replacement of the exact same model and configuration, not wanting to re-plumb and rewire everything. On the day the replacement arrived, the existing hot water heater stopped leaking and is still in the boat, working fine several years later after we sold her last year. Just a few months ago on our trip up the ICW from Beaufort, South Carolina to the Chesapeake, we stopped in Southport so Susan could rent a car and drive to Maryland for a job interview. While at the marina in Southport, I discovered the existing hot water heater in Beach House was leaking and the tank was pretty rusted on the outside. The magical hot water heater that we have been carrying around for several years was in the back of our van, at a friend's house in Maryland, waiting for us to arrive. I called Susan and asked her to stop by the van and pick up the water heater since I feared the one on Beach House might fail on us along the way. Since we had this as a spare, it should be with us on the boat. Well sure enough, as soon as she returned to the boat with this water heater, the old unit immediately stopped leaking without us even touching it. We finished the trip to the Chesapeake and after a month or more the water heater still showed no signs of leaking.


But I knew that at some point the magic would wear off and the old heater would eventually rust through the bottom. I have seen many of these do exactly that in the past so we decided to install the spare water heater and not take any chances. We were also getting tired of hauling this thing around and having it take up storage space. It needed to be planned out so the swap could happen quickly and we would not be without hot water or even water at all. As a last resort I could connect it up to bypass the heater for a while but we preferred to just get it done. Over the next week I planned out the replacement and ordered all of the various parts I needed. The fittings on the old tank were not ideal and in bad shape so they were all replaced. The water lines were connected as a combination of copper tubing and short hose pieces clamped to the copper tubing. We have had these come apart on us in the past and dump the entire contents of our fresh water tank since the hose eventually slides off the tubing from the water pressure, so that had to go. That meant we needed fittings that would attach to the compression fittings on the existing copper lines and then allow a hose barb attachment. Not as easy as we thought but we did eventually find an ACE Hardware with all of the parts we needed to make them up.


Another part of this project involved the engine heater hoses that heat the water in the tank when the engine is running. These were also a hodge podge of hose and copper tubing that I had on my list to replace since we first bought the boat. Now was a good time to do that since they would have to be disconnected and the fresh water coolant drained anyway. As it was, the engine heater hoses were connected via a T fitting on the hose that leaves the fresh water pump and connects to the engine exhaust manifold. A hose to hose connection, although working and came from the factory that way, was not the way we would like to see it done. We contacted our experts at American Diesel and of course they had the solution and the correct way to make the hose connection. There is a kit sold to connect the hose on the side of the engine block and another attachment from the faceplate for the fresh water coolant hose coming from the pump to the front end of the exhaust manifold. Once we had the kit it requires that you remove the faceplate and drill and tap a hole for the hose barb to connect. Care must be taken in this process so that the hole is in the proper place and the faceplate is not damaged. We also ordered the replacement gasket for the faceplate at the same time.

This is a boat project so it is a given that something will most certainly go wrong. In the process of removing the faceplate, three of the four bolts came out with a little coaxing but the forth lost its head during the coaxing process. (And I almost did too!) This left about a 1/2 to 3/4 inch piece of the bolt sticking out of the manifold once the faceplate was removed. I really wanted to be careful and not damage the manifold itself or break the stud off flush or below the surface in the manifold. In the past I have had great success by spraying with liberal amounts of PB Blaster and following up with liberal amounts of Corrosion Block. I wrap a piece of cloth over it to keep it wet and saturated. But after more than a week of spraying and wrapping, it was apparent it was not going to come out no matter what kind of easy-out, vice grips or anything else I might use. So it was time to call in the experts. A phone call to Jim Stitz from White Marsh Diesel, Inc. at 443-791-9399, brought him down to the boat immediately. In short order, he had the stud removed, the hole cleaned and re-tapped, and ready for the faceplate to be reinstalled. We can't say enough about the prompt, efficient service he provided and would highly recommend him to anyone needing service in the Baltimore area. He took a break in the middle of another job he was working on and came over to help us out. We had heard good things about the work he does.


During all of this time the old hot water heater had been removed as well as all of the fresh water lines from the water system and the old engine coolant lines. Since the area around the hot water heater was in serious need of attention, we cleaned, sanded and painted the entire area and even treated a few rust spots on the side of the fuel tank which is right next to the water heater. We like to use Zinsser Bulls Eye 1-2-3 Primer to paint the bilges and inside lockers, etc. This really needs no sanding, just a clean surface, covers well, dries in about an hour, and has built in mildew and mold resistance. And it is a whole lot cheaper than paints in a marine supply store.


Once the paint was dry the water heater was mounted and secured to the platform. Next the fittings to connect the fresh water hose to the existing copper pipes was attached and the hoses connected to the heater with new hose barbs. At this point the heater could be filled with fresh water and the water system was again functional. To get the tank to fill, a hot water line at a sink needs to be left open until all of the air is purged. The next step was to connect the 110 volt wiring and since it has been our practice to replace the old wiring as we go along, this was no exception. This wiring, probably more so than others, needed replacement since it carries a fair bit of current and did not make a direct run to the circuit breaker on the panel. Once the tank was full, very important prior to applying power, and the wiring connections were made and checked, the unit was turned on and checked for leaks. All was well and we now had a functioning fresh water system with plenty of hot water.


Next the engine hoses needed to be tackled. For the hose we used a 5/8 engine wet exhaust hose. These are probably overkill but they are tough, wire reinforced so they won't collapse on bends, and will probably outlast the engine so won't need to be replaced again. The hoses attach to the hot water heater, then run one to the new fitting we tapped into the face plate, and the other to the new fitting on the side of the engine block. Once they were attached with new hose clamps, and we were sure the clamps were tight enough not to leak, the fresh water cooling system was refilled with a 50/50 mix of
long life anti-freeze. Next the engine was started and allowed to come up to temperature so that the thermostat would open. Once the thermostat opens, additional coolant needs to be added. The engine is shut down, the coolant carefully added, then the engine restarted. We checked the engine hoses at the engine and at the heater as well as the fresh water lines on the system for leaks. The engine was run for a while to let the cooling system pressurize to be sure it would not leak. All went well and the project was completed with success. We just love it when a plan comes together. The big question yet to be answered is how the mystical hot water heater will work now that it is actually installed.

Happy Thanksgiving

Susan and I would like to wish all of our followers of the Blogs, their friends and family, a happy Thanksgiving, and to all of you out there cruising, we envy you, wish you safe travels and hope to see you out there soon. Chuck and Susan

George Washington's Proclamation




The George Washington 1789 Thanksgiving proclamation.

Whereas it is the duty of all Nations to acknowledge the providence of Almighty God, to obey his will, to be grateful for his benefits, and humbly to implore his protection and favor -- and whereas both Houses of Congress have by their joint Committee requested me "to recommend to the People of the United States a day of public thanksgiving and prayer to be observed by acknowledging with grateful hearts the many signal favors of Almighty God especially by affording them an opportunity peaceably to establish a form of government for their safety and happiness."



Now therefore I do recommend and assign Thursday the 26th day of November next to be devoted by the People of these States to the service of that great and glorious Being, who is the beneficent Author of all the good that was, that is, or that will be -- That we may then all unite in rendering unto him our sincere and humble thanks -- for his kind care and protection of the People of this Country previous to their becoming a Nation -- for the signal and manifold mercies, and the favorable interpositions of his Providence which we experienced in the tranquility [sic], union, and plenty, which we have since enjoyed -- for the peaceable and rational manner, in which we have been enabled to establish constitutions of government for our safety and happiness, and particularly the national One now lately instituted -- for the civil and religious liberty with which we are blessed; and the means we have of acquiring and diffusing useful knowledge; and in general for all the great and various favors which he hath been pleased to confer upon us.



And also that we may then unite in most humbly offering our prayers and supplications to the great Lord and Ruler of Nations and beseech him to pardon our national and other transgressions -- to enable us all, whether in public or private stations, to perform our several and relative duties properly and punctually -- to render our national government a blessing to all the people, by constantly being a Government of wise, just, and constitutional laws, discreetly and faithfully executed and obeyed -- to protect and guide all Sovereigns and Nations (especially such as have shewn [sic] kindness onto us) and to bless them with good government, peace, and concord -- To promote the knowledge and practice of true religion and virtue, and the encrease [sic] of science among them and us -- and generally to grant unto all Mankind such a degree of temporal prosperity as he alone knows to be best.

Given under my hand at the City of New York
the third day of October in the year of our Lord 1789.

George Washington

When Is Towing a Boat, Not "Towing" a Boat?

Today’s recreational boater is as likely to leave the dock with a paid towing insurance policy on hand as they would a VHF radio. The commercial towing industry for recreational boating is big business today and many boaters, in an attempt to defray significant expenses should they need assistance, are looking to companies like Towboat US and Sea Tow to come to the rescue if they need it. But do you really know what is covered, what is not and what your responsibilities will be in these “rescues”? Many of these policies have different levels of coverage and deductibles, just as your auto or home owners insurance might. It is to your benefit to ask questions before you buy these policies, read them carefully and have all of your questions answered long before you might need the service. Not all policies are the same and in the end they can be a savior or they can cost you or your insurance company a substantial sum.



Let’s take a look at a hypothetical situation. You have enjoyed a wonderful day on the water with the family and decide to anchor out overnight and head home in the morning. A great meal and a glass of wine at sunset on the deck is the perfect end to a perfect day. You climb into the bunk and plan for a peaceful nights sleep as the boat gently rocks you into slumberland. Some time in the middle of the night you are bounced out of your berth by waves being generated by a thunderstorm which was not forecast or expected. You bound out on deck to lightning crashing and the rain being driven horizontally. Once your eyes begin to fully function you realize you are no longer in the same spot where you dropped your anchor and the shoreline is fast approaching. Just as you fumble around and find the ignition keys the boat suddenly comes to a stop. Ah, the anchor has reset and you are saved. As quickly as the storm came up, it is gone and as you look around all seems well. You will definitely have a story to tell your friends when you return to work on Monday. You climb back into your berth and sleep soundly the rest of the night.


The next morning you wake to bright blue skies and calm waters but the boat has a strange list to the port side. You climb out on deck and find you are aground from the anchor dragging in the storm and in checking the tide tables find the tide is actually going out and soon you will be stuck even more than you currently are. No worries, you have towing insurance and the towboat number is on your cell phone speed dial. The towboat operator picks up on the second ring and you are feeling very lucky. You explain to him that you are aground and the tide is falling so you need to get the boat to deeper water as soon as possible. He asks if the boat or crew are in any danger and you quickly reply that the only injury is to your pride. He explains that he is about 25 minutes from your location and will be there as soon as possible. Some hour and 15 minutes later the towboat shows up and the tide has been falling steady all of this time. The towboat Captain assesses the situation and makes the determination that this is indeed a “hard grounding” as opposed to a “soft grounding”. Now did you know there was different coverage under you policy for hard, instead of soft groundings? He asks you to sign a consent form to agree that he is now dealing with a hard grounding. You grumble about how long it took for him to get there but you relent and sign the form. The towboat Captain puts a line on your boat and makes an attempt to pull you into deeper water without damaging your boat or running gear. After a first attempt it appears that the tide has fallen too far and simply pulling you off is not going to happen. The towboat Captain scratches his chin for a few minutes, reassesses the situation and determines this is no longer a hard grounding but has now progressed into a salvage operation and the agreement you just signed needs to be amended accordingly. Did you know that the cost for this operation just went from maybe $1,000.00 to maybe $10,000.00 or much more since salvage is based on a percentage of the value of the boat? Of course the Captain will want to see your valid insurance information and will advise you not to worry because your boat insurance will certainly cover the cost. But did you know your boat policy had a $4,000.00 deductible that you may or may not have to pay out of pocket? Next the Captain puts a large water pump on your boat and stuffs plugs into your exhaust and water discharge lines above the waterline even though you are high and dry and none of these are in danger of taking on water. But he does this “just in case”. Did you know that you may have paid a premium price for the act of placing the pump on your boat, even if it is never used and this strengthens the case for salvage? By this time the tide has reversed and is now coming in to the point where a bit of maneuvering by the towboat with lines strategically placed, gets you back in deeper water and once again floating free. Story over? Not exactly yet.


Soon after getting back to the dock and lowering you blood pressure you get a call from your insurance company so you can explain this salvage operation to them. They explain to you that the towboat Captains reports states that your boat was taking on water upon his arrival and he has an agreement signed by you to salvage your sinking, grounded vessel, and by the way with your deductible you will have to cover the $4,000.00 difference and they will be happy to pay the rest but you will also need to haul your vessel for a sum of about $400.00 and pay a surveyor about $300.00 to survey for any damages and be sure the boat is seaworthy before they will continue coverage. This is preposterous and could never happen you say. Well, don’t be so sure, although most tow operators are honest, hard working professionals, unfortunately this kind of scenario happens all too often.


So how can you be sure you have the coverage you thought you had and how do you keep from getting yourself into a situation like this? First and foremost read and understand the policy and the differences in coverage based on all situations. Even the time of day can affect coverage. Most tow companies charge more for a night tow, and night starts at dusk. Ask questions, ask questions and ask questions, before you buy the policy. Have ANYTHING you don’t understand clarified and get it in writing; even an email carries some weight. Know the difference between a tow and salvage. Salvage is usually defined as voluntary and successful rescue of a vessel, its cargo or crew from perils at sea. That leaves things open to a pretty broad interpretation. Be very cautious in signing forms or agreements in the heat of the moment. But also understand that even with no forms or agreement a towboat operator may make a claim for salvage. A salvor only needs to demonstrate that his efforts were voluntary, the vessel was in peril and he was successful in his efforts. Look for policies that will cover these major expenses without a deductible. Unless salvage is specifically addressed in your towing policy it may not be covered but may be paid from your boats damage or loss policy so set reasonable deductibles for these policies. Ask before a line is attached to your boat if the incident is going to be a tow or salvage. If possible find out what the towboat charges are going to be. If time and circumstances permit, call your insurance company and ask for assistance and clarification. If you are not in peril and don’t feel right about the situation, call it off and contact another towing company. You may be covered for the expense of another tow company under your standard insurance policy. Commercial towing companies provide an important service to the recreational boater and every day a tow company somewhere saves the day and brings us home safely. It is the boat owner’s responsibility to fully understand what is covered and to assure that the services provided are the services requested and to take whatever steps are required to eliminate any misunderstandings.

THIS AUTHORS TOWING DEFINITIONS

Discussions of the differences between soft groundings, hard groundings or salvage come up any time commercial towing is mentioned. These are some of this author's definitions as I understand them, but may or may not be the same definitions various towing companies have. Here are the issues presented in the article.

SOFT GROUNDINGS-----To me this would be a simple situation where the tow boat would arrive on scene, pass a line to the boat in need of assistance and either pull them off and send them on their way, or tow them to a facility for repair. This could be the boater’s marina. This type of assistance would entail a single boat utilizing a single tow line and a short time period to accomplish the task.

HARD GROUNDING-----In this situation you would be looking at a vessel grounded on a rock area or coral, and possibly taking on water as a result of the grounding. It may also require multiple tow boats with multiple lines, or additional services such as divers, pumps, or an extended time period to assist the vessel. This scenario, in my opinion, would be considered a hard grounding.

SALVAGE-----If we look at the “legal” definition of salvage, the main indicator is whether or not the crew or vessel is in peril. And that does not always mean immediate peril. The responder must be doing so voluntarily, and he must succeed in the operation. That leaves the entire definition of salvage open to a pretty broad interpretation. It could be argued that any towing scenario could be a salvage operation. Most towing companies would probably not file a salvage claim under simple towing circumstances since any challenge would involve arbitration, or a court decision, or be too costly and time consuming including the possibility of failure. If the vessel were in danger of sinking, washing up on the shore or rocks, pounding on a reef, or presenting itself as a hazard to navigation and of concern to others, then most certainly it would be considered a salvage operation. If the vessel, or crew, or even the assisting vessel is placed in “peril”, then again, there should be no question as to whether or not it is a salvage operation.

An actual decision handed down from a U.S. District Court stated , “to constitute a maritime peril, it is not necessary that the danger be actual or imminent, it is sufficient if, at the time assistance was rendered, the vessel was stranded so that it was subject to the potential danger of damage or destruction”. In most cases, this interpretation is on the shoulders of the responder, the tower. It gives us something to ponder the next time we make that call for assistance. The time to consider and check your insurance policy and towing contract would be long before you cast off your dock lines.

Our Cruise Wrap-Up

Sorry for the delays in our postings lately, but life has been coming at us rather quickly since we arrived in the Chesapeake. We try and do a recap of each of our cruises and some thoughts on the equipment we have installed and used along the way. We departed Beaufort, South Carolina at 7:25 AM on the 14th of September and arrived at our slip in Pasadena, Maryland at 5:00 PM on the 6th of October covering a total of 753 statute miles, according to the trip log on our chart plotter. We only anchored nine times on this trip, and used marinas three different times for a total of ten days. Six of those days were to deal with repairs and four were to rent a car and drive north to take care of business. We also tied to the free seawall at Great Bridge, Virginia for one night. We motored for a total of 106 hours, added 150 gallons of fuel to our tanks in Beaufort and another 168 gallons in Great Bridge, but we could have made it to Pasadena on the fuel we had. The low cost at Atlantic Yacht Basin was the reason we topped the tanks off. We knew we would pay much more as we headed north. We still have 225 gallons in the tank now so our fuel burn rate was approximately 2.3 gallons per hour or approximately 1/3 gallon per mile. This is about what we expected to use running our Ford Lehman 120 hp engine at an average rate of 1800 rpms.

Things That Didn't Work

We did have a couple of breakdowns despite all of our planning and preparation. Our Leece-Neville alternator quit working unexpectedly after only two days into our trip. A mechanic in Georgetown ordered us the wrong replacement causing us a delay. Our anchor wash down system worked well for us but we determined that we really need a pump with more pressure to do a better job.


Our TV antenna, a Shakespeare Seawatch 2025 stopped working for no apparent reason. Our dealings with Shakespeare were less than enthusiastic. It is under warranty and after we called Shakespeare, they asked us to send it back to them for repair. I was assured that the turn around would only be a day or two. We shipped it back at our cost and after two weeks and not hearing from them we finally called to inquire regarding the status of the repair. We were told the ONLY technician at Shakespeare would be out of the office for at least another two weeks. After a conversation explaining that this was totally unacceptable, they assured me someone would call me back. After a couple of days and no call we called them again. After another less than pleasant conversation we were told that, "Oh we don't fix them, we just send a replacement." So when I inquired why they had not sent me a replacement after almost three weeks, I was assured that one would go out the next day. You can guess what happened next. A week passed and with no replacement so I called again and asked where it was. I was informed they were out of stock and waiting for a shipment. Again, I explained this was not acceptable and this was probably the worst service I could remember from any company. I was told someone would call me back, but once again I had to call them. They then assured me a new shipment was coming in the next day. Finally I was told something that actually was true and when the shipment came in the next day, they finally sent us a replacement.


During the course of the trip, our Raritan hot water heater developed a leak and the bottom of the unit was rusting. Fortunately we had a replacement that we had been carrying for just such a problem. We also found that the 12 volt side of our Dometic refrigeration unit would not keep the box cool so we had to run it strictly from the inverter when not connected to shore power. This was a disappointment, but it was one of those things we had not checked before we left Beaufort.



 Breaking Down The Expenses

Our expenses for this trip were not far off from what we might normally spend. The repairs and the need to spend extra days at a dock did increase our expenditures more than they ordinarily would have been. Some of the numbers break down like this;

Food, including initial provisioning $406.00
Repairs, alternator, raw water strainer housing $458.00
Dining out $45.00
Laundry $11.00
Fuel, including what is left in the tank $800.00
Dockage $460.00

Total $2180.00

Keep in mind that this was a relocation and not a pleasure cruise. Many of the expenses we might have had if we were just out playing are not reflected here.

Things That Worked

Much of the equipment we installed worked well and made the trip much more enjoyable and even safer. Our Standard Horizon chart plotter was invaluable, as was the laptop at the lower helm station running our old but reliable Capn First Mate software, using up to date and FREE NOAA charts. The plotter runs C-Map, our preferred choice. Our anchoring system and the Manson Supreme anchor did a fabulous job and thankfully we did not have to test it in severe conditions. It set well and quickly so we feel confident it will do just as well in most any conditions. We do think we will add another 50 feet of chain to the rode, with only 50 on there now. The Standard Horizon VHF also worked well and gave us no issues. The Command Mike at the upper helm is great and we found it to be just as good as having a complete full radio. The Victron battery monitor is a fine piece of equipment and gave us the ability to know at all times the state of our batteries and the state of charge. We highly recommend the Victron unit, but any good battery monitor is a must for a cruising boat.


The 2000 watt ProMariner inverter proved to be more than adequate for our needs and we are very pleased with the performance. Our Track-It TV system for our DirecTV as usual worked as advertised and we had TV and satellite music for entertainment wherever we were anchored or docked. The Clarion stereo system with the CD changer and four new speakers in the fly bridge were pretty much on most of the time we were under way. The rebuild of the steering system and reworking the rudder problem eliminated all of the stiffness we originally had in the steering. We can't say enough about our Honda portable generator, it simply surpassed our expectations and is the absolute next best thing to a built in generator system. Anyone that has followed our upgrades and renovations knows of all of the many changes, repairs and additions we have made and in every case they have gone a long way to making this cruise, and those in the future, a pleasant experience.

Deltaville, VA to Pasadena, MD

As expected, the weather forecast was as confusing in the morning as it was the night before. So we weighed anchor and stuck our nose out into the Bay. As we rounded Stingray Point and crossed the Rappahannock the west winds that were forecast were out of the northeast, right on our nose. The forecast called for 10 to 15 with gusts to 20. We checked the buoy reports and the winds were all pretty much in the 8 knot range so we pressed on. Our biggest concern was crossing the Potomac since it is ten miles across and can develop some pretty big waves. The wind against the current was also going to make it a bumpy ride. We had a fall back plan to head into Reedville, Virginia if the going really got rough. As we passed the Rappahannock Spit light and set a waypoint for Smith Point, the southern end of the Potomac, the winds continued to clock on our nose but the speed remained constant. The swells however, were getting larger. By the time we reached Smith Point, it was pretty uncomfortable pounding into the swells and whitecaps were everywhere. These are the conditions we usually stay in port for.


We considered turning back into Reedville, but a check of our boat speed showed us still doing at least 8 MPH, even against the swells and winds. The crossing might not be too long so we continued on. As we figured, the swells were giving us a roller coaster ride for the hour plus it took us to get from Smith Point to the light at Point Lookout at the northern point of the Potomac. As we approached Point Lookout we came more into the lee of the land and the seas began to lay down. Winds were still around 10 knots and had finally moved into the forecast west. At no time during the day did we ever see 15 knots and certainly not 20, not that we were complaining. Once we reached Point Lookout we planted our left foot on the beach and stayed close in for the run up to Point No Point, then Cedar Point where we would make the turn into the Patuxent River and on into Solomons Island, our destination for the evening.


As we made the turn into the Patuxent and headed for Solomons there were at least 12, and perhaps more, sailboats approaching from the north and headed the same direction we were. Fortunately we had a fair head start on them since the anchorages can get crowded. Once we arrived in Solomons we decided to turn into Mill Creek for the night since we knew the Back Creek anchorage had been filled with moorings by Zanhiser’s. There are many spots back in Mill Creek to anchor with lots of room, good holding and protection from all wind directions. Once in the creek, the wind and seas were as calm as can be and it warmed up in the sun. We were also thankful that the forecast mostly cloudy had turned out to be 100% sunny all day. But in the back of our mind we knew we were racing a front due Wednesday with “forecast” winds in the 30 knot range. Our total 67 plus miles for this leg and the 57 miles to Pasadena the next day should get us in and secure by Tuesday afternoon.




The following morning the lies continued to pour out of the VHF weather broadcasts. Yes, I know, what is the alternative? It would be an occasional correct forecast or issuing the truth, “this information is our best guess”. The radio for two days broadcast east winds 5 knots for our area and when we pulled up anchor the buoy reports were mostly east at 8 knots, not too bad. As we entered the Bay and headed north from Drum Point the seas were 3 to 4 feet instead of the 1 to 2 we expected. With seas directly on our beam, these would be the most uncomfortable hours we would spend on the entire trip.


The buoy reports we were monitoring every half hour now reported east 12 to 17 and the seas were getting larger and more uncomfortable. At this point the thought was to turn back but we tried one more strategy, one we would have done earlier on if the information we were receiving was correct. We turned the boat and headed directly into the winds and waves. Believe it or not this was a much more comfortable ride and our plan was to cross the Bay and get in the lee of the eastern shore, then turning north and crossing the Bay again at the Chesapeake Bay Bridge. The tactic worked and as soon as we near the eastern shore the seas laid down and the ride was very comfortable. But as we reached the center of the Bay a tug with a large tow was also heading north and closing on us. We tried over and over again to get him to respond on the VHF with little results. We finally altered course, ran parallel to him until he passed us and then crossed behind his tow.
 

By noon the winds had dropped to zero and the Bay was as smooth as glass. We crossed under the Bay Bridge for the first time in six years and headed up the ship channel to Pasadena. The rest of the day was quite relaxing and we eventually moved from the inside steering station back to the flybridge. One large benefit from steering on a sailboat to the trawler bridge is the ability to spot all of the trap floats, be able to see the patterns and plot a course through them. A benefit we had not considered. Soon the all to familiar sight of the old Bethlehem Steel Plant came into view with its belching smoke stacks. We had hoped the plant was closed but apparently not. This will mean lots of work over the winter keeping the decks clean.


At around 5:00 PM, we arrived at the marina on Rock Creek in Pasadena. Over the years we have noticed the sadness and even a little depression set in at the end of any cruise. Even if it is for the purpose of relocation as this one was, instead of just for pleasure. There is a certain amount of relief that we won't have to up anchor and move tomorrow and will not have to worry about weather and anchors dragging, but we also miss watching the scenery pass by while under way, meeting the great people along the waterways and visiting new places. This is the time the emotions are definitely in conflict. We do have to look at this as a new chapter and see what tomorrow will bring in this familiar yet strange place we have been away from for a long long time.


We secured the boat and ourselves and for the first time in a while were tied to the dock and plugged into shore power. We met an old friend that was still living at the marina, had dinner and settled in. It was comfortable not to worry about anchors, lights and other boats for a change. The front we were racing was still heading in our direction. We did get some rain overnight but not much. Also the breeze picked up a little, then died down by early morning. But by noon time, they had pick up to over 25 MPH with gusts all over the area to 40 and 49 MPH. It really felt good to be tucked into a protected creek and secure at the dock. We did put on a couple of extra dock lines just in case. From this point on for a while we will be back to posting projects, repairs and our occasional forays out on the Bay. But we will try and keep it interesting. We hope you enjoyed coming along on our nearly 800 mile shakedown cruise. We will be doing a post shortly on how the equipment held up, what worked and what did not, as well as what we learned regarding the equipment we will need for future cruises, so stay tuned.

Great Bridge, VA to Deltaville, VA

We gathered all of our weather info at the end of the evening and decided not to decide where we would go the next day. We were up at our usual time and analyzed the weather info again. True to form, it had changed from the night before and actually looked much better than we expected. So we caught the 7:00 AM lock opening and headed for Norfolk. There were discussions about the Gilmerton Bridge being closed for construction but after a call to the bridge tender and radio contact with the tug working the bridge we determined there would be no delay. The next bridge past the lock is Steel Bridge and we arrived minutes before its scheduled opening. As we approached the Gilmerton Bridge, the barge was tied to the bridge wall and the bridge itself was open. We transited with no problems and headed through Norfolk.

There are all manor of vessels in the Norfolk/Hampton Roads area, from the obvious Naval presence to ferries, tugs and a variety of pleasure and commercial vessels. The waterfront has grown considerably since we first came through many years ago. There are new hotels, office buildings, several marinas, an aquarium, and lots of other attractions. The naval ships, most being reconditioned or prepped for service, are anything from aircraft carriers to submarines. It is quite a sight to see them all in one place. It was also obvious that the annual migration of pleasure boats heading south was really getting under way with lots of boats from sail to megayachts heading down the waterway.


We had considered stopping in the Hampton Roads area, only a little more than twenty miles from Great Bridge, but the forecast and conditions were just too good for a run up the bay. So we plugged in the waypoints to Deltaville, exited Hampton Roads and entered the Chesapeake Bay for the first time in over six years. As we turned north on the Bay we had a very uncomfortable swell rolling in on our beam. We had to deal with this for a few hours until our course changed and the swells were a bit more on our stern quarter. The Bay is wide open at this point and the swells roll in from the Atlantic. As we passed Old Point Comfort the skies were blue and the winds light from the southwest. If not for the swell it would be one of those perfect days on the Bay. There are actually about three every year.


We set a course to put us outside the York Spit at the mouth of the York River, and then directly to Wolftrap Light. The Lighthouses and Lights along the Bay are truly unique and must see for anyone traveling up the Bay. Many boaters run the ship channel down the center of the Bay fearing shoals and really miss out on a lot. Once across the wide expanse of Mobjack Bay and the arrival at Wolftrap, we turned into the Piankatank River, There is a shoal that extends for a long distance off Cherry Point on Gwynns Island that must be avoided. But once past the shoal we headed directly for the entrance to Deltaville.


The entrance channel can be a little daunting to someone that has not done it before. It is well marked but very, very shallow outside the marked channel. It comes in on an angle then makes a sharp left curve around and you must run almost onto a small beach as you make the left turn. A sharp right brings you into the marina area and anchorage but there is one last red marker that must be cleared before making the turn toward the marina. Once you have cleared all of the hurtles the anchorage is wide and deep with good holding just past the Deltaville Marina off the private docks across the channel. Even with the exposure from the south, we have sat here in heavy southerly winds and the shoal across the mouth of the river keeps the waves down. Winds from any other direction are no problem. Some like to anchor in a branch that goes off to port called Jackson Creek. There protection is excellent from all points of the compass. We shared the anchorage with three other boats.


It has been a while since I have commented on one of my favorite organizations, the National Weather Service. You know, the organization that some can work for, be consistently wrong, get paid well and not loose their job. Their forecast for Sunday was NW 10 to 15 with gusts to 20, making this uncomfortable since we would be going northwest on the Bay. We checked the forecast again at daybreak and it was still the same so we decided to have a lay day in Deltaville. We monitored the forecast during the day and they insisted it would be 20 knots after noon, despite their own buoy reports all day with winds of 6 to 10 knots. The forecast changed three times since morning and the broadcast for Monday stated west 10 to 15 and west 5 to 10 for Tuesday. The text reports on their website also said west 10 to 15 for Monday, but added with gusts to 20, not stated on their VHF broadcasts. The text for Tuesday said west 5 to 10 with gusts to 20. So how could they possibly be wrong with winds forecast for Tuesday anywhere from 5 knots to 20 knots. What a great way to assure your forecast is correct no matter what. Unfortunately this ridiculous information is absolutely worthless for anyone trying to decide if they should venture out on the water. Over the years we have come to the conclusion that the folks at NWS responsible for marine forecasts pretty much stick to using the W A G method, Wild Ass Guess, to put out their product.


Our lay day was not a complete waste. Sometimes we rest and relax and other times we use it for maintenance. This would be a maintenance day and it turned out to be a blessing in disguise. The fuel in our tanks when we bought the boat had sat for a long time, perhaps a year or more. We topped off the tanks in Beaufort, but one of the projects we have yet to complete is a fuel polishing system. All of the components are sitting on the boat ready to be installed. As time ran out prior to us heading north, I decided as a precaution to add a vacuum gauge to the Racor filter to alert me if the filters were becoming clogged. We installed this on our sailboat and it was a big help in letting us know we needed to change filters before the engine shut down. All the way up the waterway, when doing my regular engine room checks, the gauge was always at zero and never showing the slightest movement. We knew from past experience, this was just not right. I had considered changing the Racor filters in Great Bridge but never got around to it. Since we would be here an extra day, it was time and I wanted to be sure we had a clean filter heading up the Bay in case we got bounced around. This is usually when the dirt in the tank gets stirred up and clogs the filter. When I removed the existing filter the dirt and goo on the filter and in the housing was actually a shock. We have no idea how the engine was continuing to run, but it is a real testament to the Ford Lehman. The filter housing was cleaned and a new filter installed. We keep a small can of diesel on board to refill the filters making it unnecessary to have to bleed the fuel system to restart the engine. Racor is another one of those companies that once upon a time made quality equipment that you could count on. This seems to me to no longer be the case. It has now been relegated to the ranks of overpriced, poorly built products that may or may not work as needed. It is sad, and is happening all to often. But, a few other minor items were done and we will look at the weather guess for tomorrow and will probably head north. We need to be in Pasadena, Maryland by Wednesday for a commitment and the weather looks like it will change, but not for the better, by then.