Doing A Boat Delivery

Doing a boat delivery is not always the glamorous task many might think it to be.
Someone whom has never done a boat delivery might think that you climb on this gleaming new boat and have a great time going from point A to point B at the expense of the owner of the boat. In reality there is much more to this transaction and the process and results can be far from the expectations. Taking on a boat delivery is very involved and may not be for the inexperienced. To even begin the process, and to meet the legal requirements to be able to be paid for it, you must first be a licensed Captain in the U.S. Other countries may have their own regulations. An agreement with the owner as to daily fees for the Captain and for the number of crew needed to deliver the boat is the first step. Additionally the daily expenses such as fuel, dockage, food for the crew and any other miscellaneous reimbursements need to be finalized well before you step onto the boat. Usually a payment in advance is required from the owner and they will also need to have the Captain added to the vessel’s insurance policy. The owner must also provide a letter of authorization for the Captain to operate the vessel in the absence of the owner. Finally, the logistics and expenses of getting the Captain and crew to the boat and back home again after delivery will all have to be worked out.

Once the formalities are completed, the Captain arrives at the boat and needs to do a thorough inspection of the boat and all of the systems. If the owner can be on board and available when the Captain arrives, the check out will go much smoother and faster, but this is not always possible. The engine needs to be started and run as well as generators and any other mechanical equipment. Electronics will be tested and the Captain needs to become familiar with them. Water pumps and bilge pumps all need to be in working order. You must familiarize yourself with how everything works and where everything needed for the trip is located on the boat. Important items such as thru-hulls and their locations are necessary in case of a failure. The boat must have the appropriate safety gear to meet federal safety requirements such as proper life jackets, flares, fire extinguishers, etc. The vessels running lights, anchor lights and interior lights all need to be in working order.

Our delivery was one of those less than simple jobs, as is often the case with a boat that has had an absentee owner and has been sitting unused for a long period of time. Things began well enough with most of the equipment checking out at the dock. We were fortunate enough to be able to get on the boat a good week before the departure date and begin our inspection. On the day prior to departure, we found two problems that had to be corrected before we could begin the trip. The dripless stuffing box was leaking quite a bit and this is one item that can’t be repaired with the boat in the water. The house battery bank also went completely dead as soon as we disconnected from the dockside power and shut down the battery charger. We made arrangements with both the owner and the local yard to bring the boat in to have it checked and hauled if necessary and, of course, it was necessary. The repair yard at Marsh Harbor Marina was extremely accommodating considering we dropped in and threw the proverbial wrench into their schedule. The complete dripless system needed to be replaced as did the house battery bank which consisted of two 8D batteries. At the same time all of this was going on we were dealing with our own new-to-us boat which was at the same yard to have bottom painting done and some other needed repairs. The needed repairs on the delivery boat would delay us for about a week.

Once repairs were completed we pulled off the dock early in the morning and only made a couple of miles when we realized the alternator was not charging the batteries. So back to the dock we went for a quick check and repair of some wiring. Then once again we were off, but now a few hours behind schedule, which would delay us from getting to our planned anchorage before nightfall. We do not travel the ICW at night. Most owners do not allow this and there may also be problems with insurance if something were to happen. As is our practice, we had a fall back anchorage in case there were delays and we did not make the original destination. At around 5:00 PM that afternoon we turned off the waterway into Church Creek, off the Wadmalaw Sound near the range markers. It is a narrow creek with marshland, a few stands of trees on the banks, very peaceful but really, really buggy.

As the evening progressed, our problems started all over again. The refrigeration, battery charger and several other systems only ran on 120 volts which means the boat must be plugged in at the dock or the generator needs to be running. Since we were at anchor, the generator was started and the 120 volt systems turned on. All seemed to work just fine and the generator ran as advertised. After about and hour and a half we could smell a distinctive odor of fuel and upon inspection of the engine compartment, found the generator spewing diesel fuel all over the compartment. We quickly shut it down and began troubleshooting and cleaning up the mess. It was determined that the fuel lines on the generator fuel filter were the culprit and no amount of tightening would stop the leak. We were only about fifteen miles from a repair yard south of Charleston so our plan was to head there first thing in the morning. Off we went for a good nights sleep, well sort of.

The next morning found us up before sunrise and after a quick breakfast we prepared to get under way. In preparation to get under way we checked the engine fluids before starting it and turned on the instruments and radio. The engine started right up since fortunately it had its own starting battery and it was fully charged. As is our practice, we use two way headsets to communicate between us when hauling or dropping the anchor. As soon as the anchor windlass button was pushed to raise the anchor the entire 12 volt system on the boat went out. No amount of checking would determine where the problem was. The engine was running so we at least we had the capability to motor to the repair yard, but we had no electronics and, in particular, no depth sounder in a very shallow part of the ICW. Here is a perfect example of how important it is to carry paper charts to supplement the electronic chart since the chart plotter was now out. We also carry a hand held GPS as well as a hand held VHF and both came in handy. The fifteen miles to the repair docks at Ross Marine went uneventfully and we arrived without touching bottom. Once again our delivery would be delayed and the yard began troubleshooting the problems even though we messed up their schedule. The yard determined that parts for the generator would have to be ordered and since it was now Friday afternoon they would not arrive until Monday. A cold front was approaching and expected to arrive soon with high winds and lots of rain. Based on all of these issues, we decided to head back to Beaufort and spend the couple of days working on our own boat. We were fortunate to have a couple of friends volunteer to come and pick us up. The couple of days turned into a week before the repairs on the delivery boat were finally completed and the weather was ready to cooperate again.

We used the time to begin moving our stuff from a storage locker we rented after our sailboat was sold, onto the new boat. We did some projects and unpacking and before we knew it, the week had passed and the owner of the delivery boat picked us up and returned us to the yard near Charleston. Our first day back was spent checking the repairs that had been made and re-checking all of the systems once more. We needed to add a few more provisions so decided to spend the night at the dock and get an early start the next morning. The next morning we were up before daybreak, had breakfast, waited for slack current so we could get off the dock and by 7:30AM the boat was again, finally, under way. But the saga was not quite over yet.

Most of the day was sunny, cool and uneventful until about 3:00 in the afternoon when the engine began to surge and act as if it were running out of fuel. A check in the engine compartment showed the gauge on the Racor filter was developing a vacuum which meant the filter was beginning to clog. There is a reserve filter attached but when the valve was switched to the reserve, the problem became worse. The solution meant we would have to stop, shut down the engine and change the filter. We were coming up on the turn off to McClellanville and knew there was a fuel stop and small marina where we might make the repairs IF we could nurse the boat that far. We cashed in some of our good karma and did make the dock at the marina without a complete shut down. While at the docks, the Racor and engine fuel filters were changed and the fuel tank topped off. Once the engine was restarted, the filter gauge was still showing a vacuum so the only possible conclusion was that a clog was either somewhere in the fuel lines between the tank and the filters or in the tank, most likely the pick up tube. A short phone conversation with the owner revealed that the fuel in the tank was well over a year old and most likely needed polishing and possibly the tank cleaned. Without these being done we could most probably look forward to more issues and we still had well over 200 miles to go to get the boat to its destination. There were no services available here and the closest place to have the fuel polished was Georgetown, some 30 miles north. We decided that rather than have someone drive down to us we would try to get the boat to Georgetown and even made arrangements with the local towing service there to bring us in should we not make it all the way. On top of all of this we found a broken fuel fitting on the tank for the return fuel line. Early the next morning we hitched a ride with the manager of the marina to the local hardware store to get a replacement fitting and within a half hour we had the parts, installed them and once again were underway with all of our fingers, toes, arms and everything else crossed. A strong weather front with gale force winds was forecast to arrive early this afternoon. A breakdown could be a problem.

We must live right or some higher power must have really felt sorry for us. The day was calm and warm and other than losing about 500 rpms on the engine, the 30 miles were covered in less than 5 hours. During the trip up we made reservations at a marina in Georgetown, and were given a recommendation for a service to clean the tank and the fuel. With everything confirmed we arrived at the marina docks just as the wind started to pick up and an hour or so before the front arrived and it really became blustery. The owner of the fuel cleaning service came to the boat to put additives in the tank so it could sit overnight and planned to come back the next day to begin the cleaning process. If you ever are in need of this type of service in the Georgetown, South Carolina area, we can highly recommend Clarence at Cherry Universal Diesel. His phone number is 843-833-3998 and he was recommended to us by EVERYONE along our route. We found him to be prompt, very friendly, extremely knowledgeable and just an all around nice guy. But be prepared because Clarence likes to tell stories and he is a lifelong local from the Georgetown area.

We took the time during the repairs to visit the downtown Georgetown area since it has been five years since we visited last. On that visit, many of the downtown shops were closed and the buildings in need of repair. Since then, it is obvious that there has been a serious revitalization going on and the downtown district is thriving. There are many more eateries and shops with few vacancies and the parking spots along the street are full. This is a very positive thing since this is also one of our favorite stops along the waterway. One negative is the derelict boats anchored all over the harbor leaving little space for cruisers. The city and local businesses have added quite a bit more dock space but that does fill up quickly so advance reservations would be a good idea. It is seldom a crew has time for any sightseeing while doing these deliveries. It turned out to be a pleasant diversion from the boats’ many problems. By the afternoon the process of cleaning the fuel and the fuel systems would begin. After a few short but interesting hours all of the fuel in the tanks was cleaned as was the Racor filter and it was clear we would be able to proceed with at least this problem solved. The folks at the Boat Shed marina could not have been friendlier and more accommodating.

The next morning we were under way in a crisp north wind straight out of the direction we needed to go. When we started this move the daily average temperature was in the lower 80’s for a high and the mid 60’s for the low. Our temperatures this week were in the 50’s and 60’s for highs and the 30’s and 40’ for lows. Add to that a 15 to 20 knot wind and the mornings were quite chilly with both of us bundled up in our winter finest. At least the trip between Georgetown and Myrtle Beach was uneventful and we suffered no breakdowns for a change. Still another front is expected sometime on Sunday and if we maintain our pace we will arrive at our destination sometime on Sunday. The anchorages near Myrtle Beach are few for a deep draft boat so this would be another marina stop. We settled for the Myrtle Beach Yacht club since they had room for us. There are a couple of marinas in this basin and it is well protected from wakes on the waterway. As usual it was a pleasant stop with friendly accommodating staff and we had an evening to rest and relax without dealing with repairs. The next morning we prepared to get under way with ice on the docks and all of the canvas on the boat covered in frost.

It did finally warm up during the day and the winds were very light. Our next stop would be one of our favorites, the basin at Carolina Beach. Our trip up the Cape Fear River was on an outgoing tide and at times we barely made 2 knots. It was a slow trip and by the time we reached Snows Cut, the tide was dead low and the water was indeed skinny. But all went well and by 5:30 in the afternoon the hook was down and we settled in for the evening. When the winds are calm here you can hear the surf break on the ocean side and it is soothing to fall asleep. The next morning was a shorter trip but we had several bridges to negotiate and a few of them only open on the hour. Whoever set the bridge schedules between Wrightsville and Surf City gave no consideration for slow moving vessels. It meant a long very hard push for us to make the bridge at Surf City after the Figure 8 swing bridge without delaying our transit by an unnecessary hour. Pushing the boat hard we did make it, but with all of the problems we have had with this boat it was a bit tense. Our final anchorage would be courtesy of the US Marine Corps at Mile Hammock Bay in Camp LeJeune with more than a dozen other cruising boats, but all of them heading south. We made our final destination 30 days after we started the trip and we covered 339 waterway miles, not one of our fastest trips. This was an eventful delivery but not all that unusual. These situations are more common than one might expect and keeping a cool head and a heavy dose of patience goes a long way. If delivering boats might be in your future you need to know both sides of the coin.

The New Site For The New Boat

The new site for the new boat is up and running and we hope you will stop by and visit from time to time. We will update it as things progress and post our new projects and upgrades as they are completed. And as usual we will be posting our travels as we set out on new adventures. The new sight is located at The Beach House so come on by. In addition you will find all of our past travels, trials and tribulations here so continue to enjoy Sea Trek's journeys. We will leave the site up for as long as you continue to visit.

Backstage At The Boat Show

Often ones first introduction to boating is at one of the many, many boat shows that are staged around the country almost anytime of the year. Some of the largest are in-the-water shows in Annapolis, Miami/Fort Lauderdale and several other venues in coastal cities and inland waterways. But there are quite a few others that are held in convention centers, stadiums and coliseums in cities both large and small. When the doors open and the first of thousands of folks walk through the door, the boats are gleaming and polished, the booths are dressed for customers and the sales folks have practiced their presentations.

But there are major components that very few get to see. It almost begins at the end of the show in preparation for the next, with debriefing sessions and strategies discussed. The move in and out for in-the-water shows are complex, but no where near that for a show that needs to be held inside large buildings many miles from the nearest water. Once the initial layout for the dealer’s area is confirmed and the floor plan is designed, the logistics of getting several large boats over highways and through city streets begins. Transportation via carriers experienced in handling this special cargo must be made well in advance. Those with the equipment and expertise are in big demand for these events so finding one at the last minute may be next to impossible. Many dealers have long established relationships with those carriers so each anticipates the needs of the other and this part of the equation usually works well. But there are always those last minute glitches that can make for anxious moments when show time approaches.

Ship & Sail Yacht Sales in Kemah, Texas is both a sail and power boat dealer that is present at several shows during the year. Houston International Boat, Sport & Travel Show is held at the Reliant Stadium and is by no means the largest show but is one of the first shows of the year, being held shortly after the New Year holiday. An estimated 150,000 people will walk through their doors in the ten days of the show. In most years a 1,000 or more vessels will be on display and over 400 vendors will show their wares. But when you walk through the door, did you ever wonder just how all of this was put together and how in the world did they get those boats in here. Well, it wasn’t easy.

An over the road trip with a large boat has its restrictions. The two biggest are height and width. There are limits for both in many states and special permits needed in most. A large consideration for transport is the bridges the boats must pass under. That means the dealers must virtually disassemble the larger boats to meet those restrictions. A good working relationship with a nearby boat yard is essential. Boats that will be on display will have to be moved to the yard based on availability of haul-out schedules and at the same time coordinated with the transport company that will haul the boats to the venue. Ideally the boats will be hauled from the water, have the bottoms powered washed to remove marine growth, and placed directly onto the trailers that will take them to their destination. If all goes well that is exactly what happens. But trucks break down, drivers get ill, travel lifts quit for whatever reason and sometimes the weather just won’t work with you. But somehow it all gets done and on time.

Once the boats are on the trailers, the process of removing whatever parts that will hinder transport are begun. With the sail boats this means masts, booms and rigging must come down prior to loading. Additional items such as arches and even stanchions and pedestal guards may have to come off. Some times this can be done in advance but again it is usually all done in one event to save time and expenses. For power boats this means hardtops, arches and even superstructures as well as propellers and rudders. This can be a daunting task. Hundreds of wires, cables, steering lines and whatever else runs from the bridge to the inner sections of the hull must be disconnected in such a way that it can be properly reconnected again later. These parts of the vessel need to be unbolted and uncaulked and prepared to be lifted from the hull. Once again sound experience and proper equipment are an absolute must. Some of these vessels are priced in the millions of dollars and working with human beings and large boat parts can pose certain hazards.

Removing masts and superstructures requires the use of a crane or the yard’s travel lift depending upon the size and weight. The sections are removed with great care so as not to damage anything and are then themselves loaded onto the trailers, sometimes sharing space with the boats and sometimes needing their own transportation. With the sailboats, most dealers leave the masts and rigging in storage at the yards until after the show. Each hull and each section needs to be supported properly on the trailers so that they will withstand the trip to the show venue without mishap. Care must be taken to support the load so the vessels won’t suffer damage, due to bumps in the road, sudden twists, turns and stops along the way. Even wind affects on the various parts plays in how the trailers are set up and all of this is done as the boat or sections hang from the crane or lift just above its respective trailer. You might think that once the boats are loaded and secured that the hard work is over. But in fact, it has just begun.


The producers of the show will schedule a time and place for the dealers to stage their boats prior to the show. For the larger vessels, this means hauling the boats to the venue days before set up begins and leaving them until the offloading and set-up starts. For dealers that have smaller boats that will be brought in by trailer other than the large transport, that means beginning the move in once the doors are open for set up. In either case, it is a well orchestrated plan that has been fine tuned over the years. Every consideration has been made based on size of vessels to be moved in and even the location within the building itself. Once again, scheduling equipment and manpower correctly determines how quickly and successfully the whole move-in process goes.

It has been said that from chaos and confusion comes order and this about sums up the move-in process. Consideration must be given to access for the larger boats and the equipment needed to unload and re-assemble them. Trucks carrying necessary supplies to build displays, and carry office supplies, signs and banners and whatever else is needed must be able to reach the display areas and unload. Most of this is directed by the shows promoters. Depending on size, the boats may come in by small trailers behind pick-up trucks or on large flatbeds set up for just this purpose. Sailboats must be lifted by a pair of large cranes and blocked in place. The larger power boats need to be raised off their trailers and blocked in position and the sections that were taken apart for shipping must now be put back together and made ready for the public. Again the large cranes might be called to duty. Decking may need to be built and positioned, and carpet or other floor covering placed in the display area. All of the set-up process is done over a period of days prior to the show. Most vendors will begin very early in the morning and continue till late in the evening. That opening day deadline is on everyone’s mind and the entire process is difficult and grueling.

Once the boats are positioned, decks are built and put in place and the major construction is completed, the finishing touches are put on the display area. This can be video displays, information brochures, lights, plants and anything else the dealer may decide that will make the area more attractive and appealing to the public. The equipment on the boats must be checked out and in good working order. Where needed, electricity should be available. Just before Showtime, the boats will be completely detailed and decorated. Hulls will be polished to a high shine and the stainless fittings and hardware will gleam in the lights of the arena.

And let’s not forget all of the vendors selling their various equipment and wares. Several areas are set aside just for these displays. They tend to be much smaller but still require a fair amount of set-up. They can be as varied as insurance brokers, chandleries, engine shops, equipment suppliers both large and small and sometimes, totally unrelated to boating. These displays are usually the last to be set up and are an indicator that the big day is quickly approaching. While all of this is going on, the promoters are busy hanging signs, setting up electrical connections, planning parking for thousands and even placement of the ticket booths. The entire undertaking is one well choreographed effort that even for those of us that have done this many times still watch the process unfold in wonder.
When the big day comes, the doors are finally opened and that first person walks through, the public sees a spectacular display of all things boating under one roof. The selections are almost overwhelming and the individual vendors are standing by to answer questions and sell their wares. There is little evidence of just what went on in those days just prior. It would appear that everything just magically arrived for their viewing pleasure. And once the last one goes home and the doors finally close on this particular show, well the whole process of taking it all down and getting it back where it came from, and put back together or stored away for the next show begins. But that is a whole other story.

Dealing With Hanna

Once again we find ourselves preparing for a major storm. It just seems that weather has turned against us from the time we reached the west coast of Florida and is showing no sign of giving us a break just yet. The marina we are currently in is very exposed in severe weather and staying at the dock is not an option, so we made the decision to haul out if a storm did approach. We were off the boat and away visiting relatives on the west coast of Florida when it became apparent Hanna was moving in the direction of the boat. On Monday we made a call to the marina to let them know we wanted to haul out and made plans to get back. On Tuesday we drove for about 6 ½ hours and reached the marina late afternoon. Once again we verified that the boat was to be hauled and started getting it ready for the storm.

After 14 named storms we have pretty much gotten this down to a science. But the question still comes up, why do we do this to ourselves? While the winds were down and from the right direction we removed the headsail and depending on the potential of the approaching storm we either tie the main and mizzen securely with the sail covers on, or remove them altogether. Hanna is expected to only reach minimal hurricane force and pass to our east so we opted to leave the sails on and tie them down. With full battens and batten cars, removing them is a major task, but we would not hesitate in stronger conditions. Given the fact that the boat would be out of the water and in a more protected area, they stayed on the boat. But the headsail must come off no matter what. We have seen over the years what a loose flogging headsail can do during a storm. Our furling gear does have a hole in the base and the drum to slide a bolt in and lock it in place but we still don’t feel safe doing this.

Next comes securing the wind generator and the self leveler for the radar. Again, we have taken these down in the past for really severe conditions but not this time. Both were tied securely and the manual brake on the wind generator locked down tightly. Next comes the removal from the decks of all loose items that can get blown away or flog around in the wind. Also items like the GPS antenna that could be hit by debris are removed. The solar panels on the hardtop and over the dinghy davits are very vulnerable so they must come off, be wrapped in a protective blanket and stowed inside the boat. Items like the man overboard pole, Lifesling, horseshoe buoy and other safety equipment normally stored on deck are stowed inside the boat. Even though the electronics are supposedly waterproof we still cover them with plastic and tape it all down well with good old duct tape. The deck dorades are removed and the deck plates for them are put in place. This keeps wind blown rain from getting in below. The outboard needs to be removed from the dinghy and stored on its mounting bracket on the stern and the oars, life jackets, etc. which are usually in the dinghy are stowed in the boat as well. At the same time, we remove clothing we will need, important papers, expensive removable electronics and any items we feel we just can not afford to lose. There have been times over the years when we have completely stripped the boat inside and out. We have also ridden out storms on the boat on occasion but this is not a decision we take lightly. We do evacuate more than we stay on board and many factors come into play to finally make that decision. We do not recommend anyone staying on board since once things start to go wrong, in most cases there is very little that can be done and you put yourself in a life threatening situation. A boat can be replaced but a life or limb can not.

Since our hardtop and windshield can not be removed very easily, we still try to secure them as much as possible. In very strong winds it is conceivable that they could be lifted off go airborne. So we run lines over them and secure the lines to hand holds and to the taffrail. In addition, the topping lift for the mizzen is dropped enabling the boat to be hauled out backwards so the weight of the boom and the mizzen tied down at the stern help keep the hardtop in place. The boom end for both the main and the mizzen are secured so that they can not swing from side to side should the sheets give way during the storm. All hatches and ports are dogged down tightly and the hatches are taped all around to again keep wind driven rain out. We know from experience that water will enter from these storms from places that were never a problem before and except for storm conditions will not usually be a problem. Any other spaces that the winds might drive in rain are covered and taped down. Once we have checked and inspected everything over and over and are satisfied we have not missed anything we can just wait for the call to pull the boat out. And we waited and we waited. We are not sure how it happened but we went from what should have been first on the list for haul out, since we called well in advance, to the bottom of the list and one of the last boats to come out. But finally it did happen. I suppose it was due to the fact that we are transients and all of the other folks are locals at the marina full time. The currents here are very strong and the tides are 7 to 8 feet so we are pretty much relegated to high tide and slack water. The crews at the marina seem to be hauling boats all day but at max ebb and flow were mostly hauling power boats that could be pulled with a fork lift and larger power boats that could maneuver in the current. They did an outstanding job with both our boat and the other boats they hauled. Always very friendly, helpful and professional and it was obvious they knew their jobs and did them well. After a bit of adjusting of the travel lift because of our keel configuration we finally came out of the water. Hauling the boat is always a stressful time for us since we don’t do it very often. We were absolutely amazed at the growth on the bottom of the boat considering the fact that we had the bottom painted in Texas, hauled out and had it power washed and zincs replaced days before we left and had been on the move for over 2000 miles. We don’t know what paint the yard actually put on the bottom but suspect it might have been house paint.

Once she was out and on the stands we gave everything another once over looking for anything we might have missed. We still have some food in the fridge, although not much, so every system on the boat was shut down except the fridge and the bilge pumps. Yes, we leave the bilge pumps on when the boat is hauled out. I have seen too many boats sink on the hard over the years and if water does finds its way in we want a way for it to get pumped back out. Even with the fridge running every day, as long as the pumps don’t have to run for a long time, our battery banks will easily hold up for a week or much more with out any recharging. Since we will be staying nearby we will also be able to monitor things. Hurricane Ike is also in the Caribbean and our wonderful weather service does not have a clue where it is going so we may be out of the water for a time until it has either gone elsewhere or passes us by. One final duty is to cover the companionway so that the rains won’t get in and then just wait for the outcome. We have some wonderful friends here in Beaufort that are putting us up at their house until the storm blows through. We never get used to these things and it is always a very stressful time for us since we have everything to lose if the worst happens. But what ever happens is now beyond our control. Once again we have done our best and the rest is up to God, the universe, or whatever higher power might be out there, even if that higher power’s name is Hanna or Ike.

Hanna passes 85 to 100 miles to our east and on Friday we get rain for most of the day. The winds are up a bit but no more than 15 to 20 and the rains are only intermittent. The storm passes to the east Friday night and the winds still don’t get more than maybe 25 in our location. By Saturday morning the sun is shining, the day is clear and beautiful as the storm makes landfall in North Carolina and we have a nice day instead of the mess we expected. With any of these storms we have learned long ago that any outcome can be expected. The south coast of South Carolina dodged the bullet and so did Sea Trek once again. We would now have the task of putting the boat back together but we have never complained about not having to deal with a worst case situation.

A Look At The Numbers

At the end of each cruise or at some stopping point along the way we like to do a bit of analysis of our expenditures and other interesting details. Since we will be in our current location for at least a couple of months we thought that now would be a good time for a look at some of the numbers. We are also interested in seeing just how the higher fuel prices would change our past expenditures in that area, and it did indeed change for a couple of reasons. This trip was for the most part done inside the ICW on both the Gulf coast and the eastern coast along Florida, Georgia and a bit of South Carolina. In addition, we did spend quite a bit more than usual for dockage. We much prefer to anchor out but due to weather and repairs we visited more marinas and moorings than we normally do. We also had significant repairs and replacements that were out of the ordinary, but when planning a budget for cruising, these unexpected expenses need to be planned for even if they don’t occur. So here is an accounting of most of our expenses:

Dockage and moorings $1800.00

Repairs $4850.00

Diesel Fuel $1550.00

Dining $575.00

Replacement Computer $850.00

Entertainment $700.00

Groceries $1350.00

Laundry $30.00

Maintenance $350.00

Miscellaneous $400.00

Postage $95.00

Car Rental $50.00

Gas for Dinghy and Car $150.00

Clothing $50.00

Total $12,800.00

Replacing the computer seems to occur about every 2 to 3 years. Since it has become an important part of our equipment, we replace the old one with what we hope is a better unit with more capacity and processing abilities so we don’t go for cheap. The engine repairs were very expensive because the part that needed replacement was one of the most expensive parts on the engine. We also decided to do a few improvements such as adding additional gauges to the engine while everything was apart. Entertainment expenses included our satellite TV subscription, some new parts for the satellite set up and repairs to the tracking system. The higher cost for fuel was not a surprise since we expect that and it worked out to be what we had previously spent on fuel for a year.

We left Houston, Texas in early May and arrived in Beaufort, South Carolina in mid August. Our GPS showed we have traveled 2212 miles over the ground since we left. We have dropped the anchor some 70 times and that also means hauling it back up. But this is really not very often for the distance we have traveled. We have put 352 hours on the engine at an average cost of $4.40 per hour for diesel consumption. We burned 352 gallons coincidentally so we burned 1 gallon per hour average on the entire trip. Another reason our fuel consumption was higher than we normally would use was the lack of sailing we were able to do. When offshore, we often had no wind and traveling the ICW we only used the sails to supplement the engine. We traveled more of the ICW than we would have liked because of poor weather conditions for long periods of time. The weather on the trip was some of the worst we have encountered in all of our cruising. The forecasts we were able to get were also some of the worst. Every trip is different and each budget we plan and the expenditures that ultimately come out of that particular trip are also different. And plan as we might, those unexpected costs can make or break any cruise unless you are fortunate enough to have a very large nest egg or a very steady income. More info on expenses for one of our longer cruises can be found at one of our earlier posts titled "Cruising On A Working Class Budget".

Fernandina Florida to Beaufort South Carolina

The engine repairs are finally done. Actually they have been done for about a week. We decided to hang around Fernandina for a bit longer, but not as long as we would have liked. It turns out that our insurance company was very upset that we were 90 miles south of where they wanted us to be. Never mind that the marina here at Tiger Point had hurricane cradles with tie downs to put us in if a major storm approached and never mind that Fernandina had not taken a direct hit in over 100 years, they wanted us someplace else and gave us 2 weeks to get there. Well, at least there was that. We took the time to do some other boat repairs while we were at Tiger Point. The VHF had not been acting up to its usual standards for a while so we replaced the antenna and the connector at the masthead and that seems to have fixed the problem. We did a few other minor projects and spent a little more time with our friends. But finally we had to get under way.

Fernandina to Fernandina

In the 4 days at Fernandina Harbor Marina we did some shopping, laundry, visited with friends, gave the engine fresh water cooling system a chemical flush and changed the coolant. So it was a busy 4 days to say the least. The area and the marina have changed since we were last here. Mostly the prices have increased considerably for dockage and the marina is pretty empty. We are not sure if they are related or if it is just the time of year. In the anchorage across the river from the marina they have installed a mooring field, like so many other municipalities. The moorings are $15.00 per day for transients and that is the highest we have seen so far other than Marathon. It does include the use of the dinghy dock and showers but so do all of the others for a lot less money. Unfortunately this is no longer a Florida thing and towns all along the waterway are getting into the mooring business. The folks that work at the marina are extremely friendly and helpful and we felt very welcome.

A Close Call from St. Augustine to Fernandina Beach Florida

53 is the magic number and in a moment I will explain what that means. For those of you following our journey you will probably be tired of the repetition but not as tired of it as we are. Our night at St. Augustine was fine and quiet and at first light the next morning we were under way. There were two reasons; one was the fact that we wanted to exit the St. Augustine inlet on a falling tide or at least slack water, and the other was the forecast of storms earlier and more frequent in the afternoon. The waterway between St. Augustine and Fernandina has several problem areas and lots of shallow water. We much prefer the short offshore hop. On the first count our timing was very good. We had an outgoing tide and light winds with calm seas. A great start so far and the trip north toward the St. Mary’s River entrance was relaxing if only we had been able to sail instead of motor sailing. About 10 miles or so south of St. Mary’s we were shadowed by a US Coast Guard cutter for quite a while. Finally they called us on the radio and asked a few questions like where we were coming from, where we were going, how many on board, the name of the owner and our registration number. We were sure we would get boarded but after the questions they wished us a safe voyage and went on their way.

Watching Doppler radar, we knew storms were forming out to the west and heading in our direction. The question was, would they reach us before we reached our anchorage? As we arrived at St. Mary’s River entrance channel we saw a dredge and a few tugs working the channel. We called several times to see if there were any concerns for us in the area but none of them answered our calls. We also saw rain moving in our direction and heard thunder off in the distance to the west. We immediately got all of the sails down and everything secured. Now we would normally stand off at sea with a storm approaching but all we could see in the distance was rain and our radar showed nothing significant. So we made the decision to head into the river entrance. The tide was going out so we knew to expect a good 3 or more knot current against us as we proceeded into the channel. This is a narrow river entrance and there are rock jetties extending out quite a ways from land. We proceeded down the channel and got about as far as inside the rock jetty when the storm exploded directly over us.

We found ourselves going from rain showers to 35 knot winds to black skies with thunder and lightning in a matter of moments and there was no place for us to go or nothing for us to do except to keep heading into the channel. At 35 knots of wind and a 3+ knot current against us we were down to about 1 ½ MPH over the ground and were inside the first set of channel marker inside the jetties. And then things got even worse. The rains went to zero visibility and we could no longer see the channel markers right next to us. The only way we knew where we were was by the chart plotter. Now you remember that 53? Well that is what the winds built to. We were treading into very dangerous conditions and fast with no options but to maintain our position as best we could. With the strong currents and 53 knot winds the chart plotter showed we were pointed into the wind and waves and moving back down the channel from where we came at 2 ½ MPH. We were pushing the engine as hard as we could since we had been having coolant problems all day and our concern was that the engine might overheat under these conditions. If that were to happen it would spell ABSOLUTE disaster and there would be a good chance that neither we nor the boat would survive. And I believe that we were indeed in a survival situation. Not that the boat would not survive these conditions, but in close quarters to those rock jetties, had we hit them under these circumstances we would not have survived it. I can’t really say how long all of this lasted. Maybe and hour or more, it just seemed like a lifetime. We had to literally fight for every inch to maintain a safe position and not get washed up on the jetty or hit the channel markers that we knew were on both sides of us but we could not see. Even letting the bow of the boat fall off a bit would have put us in a bad way. All of this while we prayed that the overheat alarm did not go off. Occasionally the wind would drop below 40 knots and the backward motion would stop and we would be down to a stand still. This has only been the second time in over 16 years that I was concerned that we might loose the boat or worse. This is also the reason we have such a great fear and respect for these local thunderstorms and try and do what ever it takes to avoid them. In time, the rains eased and the winds dropped into the mid thirties then the upper twenties. Once under 30 knots we were able to get the boat moving forward again and make some progress, albeit very slowly. Soon we were again able to see where we were and we moved as far to the side of the channel as we dared to try and cut down on some of the influence of the current. In hindsight, we felt lucky that the currents were going out and we had wind and current in that same direction. If this had been a wind against current situation, we don’t even want to think of how bad it might have been. The rains finally abated and the winds dropped to less than 5 knots. All we had to deal with from that point on was the 3 knot current against us. To say we felt a sense of relief is an understatement. We called the marina in downtown Fernandina and arranged to tie up for the night. We were in no mood for any problems at anchor since there was still weather in the area.

If we had to do it over we would have indeed stayed offshore for as long as it took for the storms to pass. But all indications were for no more than rain when we turned into the entrance channel. Once inside everything developed so fast we had no time to turn and run out or do much else other than what we did. It just shows how quickly conditions can deteriorate when not expected. Knowing a storm is heading in your direction is one thing but having it build right on top of you leaves little time for preparation or consideration. These past weeks have been the most stressful and uncomfortable in our cruising lifetime. I am not sure what we could have done differently or whether the timing was wrong or what. We have sailed these waters in the past at this time of year, but never experienced these conditions so often before and it is our hope we never experience them again either. But the trip is far from over and looking at forecasts for the areas between here and Beaufort, South Carolina there will be more to come. Cruising is not always cocktails in the cockpit at sunset and times like these try even the most experienced. We survived this experience and whether it is luck or a supreme being watching over us I can’t say. But we are thankful to be comfortably tied to the dock the next day with friends dropping by for lunch and to be able to tell our tale. We plan to spend several days in the area, fix our coolant problem, visit with good friends and do a bit of exploring of the area that we have not visited for some time. And keep an eye on the sky. Then we will again head north for our final, for now, destination.

Titusville to St. Augustine Florida

Another couple of days stop has dragged out into over a week. We wanted to stop and visit a friend and help out with a few chores and we did do that. The maintenance work on the boat mostly got done and the weather was lousy. A low pressure system sat over us for days and the front that seems to have been draped over the middle of the state for a month or more gave us daily rain and pretty much gloomy conditions. They should really rename this the “Sometimes Sunshine State”. Of course that would not look good on the tourist posters. It seems that once we tie to a dock it is very difficult to untie and get moving again. We even gave the low an extra day to move a bit further north and give us a little more space. And of course every low pressure system that develops, no matter where it is, will be forecast by the local weather folks as a potential killer hurricane. It is really hard to sort out the facts from the hype. But also, the longer we stay the more we know we need to get moving again. Realistically we are about 3 to 4 days from Beaufort, which is our destination but we also know that it will take us a bit longer than that. After cruising for so many years we have friends strung out everywhere we go, especially the east coast. Once we reach Fernandina, we again will stop and visit. We like to spend a little time in Fernandina Beach, St. Mary’s Georgia and the Cumberland Island area. It is just a great place and when last there we wrote the piece on the Triangle which is on this site. But rest assured we will update the information on this visit.

It is always good to get under way again after a brief rest stop. Well they are seldom rest stops but this time we did get a chance to relax a bit. At 7 AM we shoved off the dock and motored out of the marina. It was dreary and cloudy all day with light rain off and on until afternoon. Most of the 54 miles to Daytona went smoothly and again the boat traffic was light. But we did have some anxious moments crossing through the Ponce De Leon Inlet. The area shoals frequently and there is dredging going on in several areas. But near the northern extremes as you round red marker 4 the depths drop off to 7 feet at low tide and of course we came through at low tide. The guide books always recommend that you transit some of these places only at high tide but that is really not practical if the high tides are during periods that make it difficult to attain. For instance, if high tide is at 3 AM in the morning you would NOT want to run this area or most of the ICW at night. But we made it through without touching bottom and as we approached Daytona the small boat traffic increased. A small skiff was out towing daysailors around and insisted on towing them down the middle of the channel and weaving back and forth. But usually when one of these small boats sees our bowsprit heading for them they quickly change course and get out of the way. We keep a signal horn at the ready in case they aren’t paying attention. There are 4 bridges in Daytona on the waterway, 2 fixed at 65 feet and 2 that have to open for you. Our anchorage was just past the northernmost bridge and right next to it. We have anchored here several times in the past and know the water to be 7 to 8 feet outside of the channel. Several of the permanent fleet here anchors just south of the same bridge and cruisers going north and south during the season will also anchor in both places. There is a fairly good current that runs through here making the choice for two anchors necessary when things get crowded.

The next day went fine until about 12 noon when during one of my regular inspections of the engine compartment and bilge, I noticed the overflow tank for the fresh water on the engine was not only full but overflowing. This could only mean the engine was running hotter than it should. We were only a mile or so past Palm Coast Marina where we had previously planned to stop and visit friends but later decided to head straight to St. Augustine. With 23 miles still to go we decided to head back to Palm Coast and try to sort out the problem. Once again these periodic checks may have prevented a more serious problem at a very inopportune time. We called the marina and they said, “sure come on in”, and in fact had someone on the dock when we arrived. We must highly recommend this stop for anyone coming this way and needing dockage. These are some of the most friendly, helpful folks we have encountered at any marina so far. And the cost was very inexpensive by east Florida standards.

Once settled in and giving the engine time to cool down the troubleshooting process began. In the meantime we had called our friend to say we were stopping by after all and he showed up on the dock. The first steps were to pull and check the thermostat and look for any blockage in the fresh water supply lines. Unfortunately nothing obvious was found but the lines were cleaned and the coolant replaced as needed. I removed the thermostat completely since there could be something wrong that was not showing up testing it out of the engine. These types of problems can be troublesome since they have no apparent cause and only show up under way. So we will see if the run to St. Augustine, only another 24 miles, will make a difference without the thermostat. There is really no place locally to get parts for the engine, but we can get them in St. Augustine. If the problem goes away we will replace it there.

We would have left the next morning but after breakfast we wondered what the rush was all about and decided to visit our friend and spend another day. It turned out to be a good day, sitting at his pool and having lunch, then some shopping. Every once in a while we have to stop and remind ourselves that we don’t have to be any place special at a given time. So another day in a nice, friendly marina is not such a bad thing. We can get under way tomorrow.

We did not leave too early the next morning since we had to transit the Bridge of Lions at St. Augustine at 1 PM due to construction. We ran from Palm Coast to St. Augustine and the overflow tank did fill as it should have but we have been at anchor off Castillo San Marcos, for about 2 hours and the tank has not pulled the water back into the FW tank. We have talked to a Yanmar mechanic and we discussed a few possibilities but his thinking is that the flange and radiator cap on the FW cap may be the culprit. The thinking is that if the cap leaks air, and it can leak air and not fluid, then it will not draw the coolant back into the tank. There seems to have been an issue with the flange and we have had 3 new caps leak and the only thing that stayed the same was the flange. Tomorrow we head up to Fernandina Beach. We have called the Yanmar dealer there and ordered the parts. They will arrive Wednesday and we will put them on and try to run enough to put it to the test. Our next run is offshore from Fernandina to Port Royal Sound so we want to resolve this.