Bilge Pump Syphons

I discovered a rather dangerous situation today in our bilge. The bilge has always seemed to have a fair amount of water in it. I strive for a dry bilge, but this is an old boat and water makes its way into the bilge; in the end, I would rather go cruising than stress about a few drops here or there. 

Regardless, I check the bilge a few times a day and pump it out when it looks full. My go-to pump is the electric rule pump, as it only takes the flip of a switch to drain the bilge. I also have a manual bilge pump in the cockpit and a massive manual bilge pump that is operated from inside the cabin.  

Our water tanks in the bow are a little low, about 80 gallons shy and we are anchored with 100 feet of chain out. This is a lot of weight removed from the bow (640 pounds of water missing, 165 pounds of ground tackle missing) so the bow of the boat is sitting a bit higher than normal. We are also loaded up to go cruising so our waterline is a bit higher than normal. 

Since the bow is high and the rest of the boat is low, the through hulls in our stern are now awash. Most importantly, the through hull to the bilge pump is now submerged! When I ran the bilge pump, I drained the bilge and primed the line to create a syphon to fill the bilge back up as soon as I turned off the pump. Thankfully I was watching and saw about 8 inches of water fill the bilge in a few minutes! I turned the pump on again and the water vanished, only to return again when the pump stopped. 

I realized what was happening and needed a way to break the syphon! The cockpit manual bilge pump is teed into the electric bilge pump discharge hose, so in theory, pumping it when the bilge was dry would draw air into the line and break the syphon! It worked and the bilge stayed dry after the pump shut off. 

It is very important to check your bilge and to make sure that your through hulls are above the waterline, otherwise your bilge pump could turn into your water intake and sink your boat! Check valves are nice to have, but they are prone to clogging and stopping up your much needed bilge pump, so the best defense is to keep the through hulls mounted high and dry, where a syphon is not a problem. 

Yacht Delivery vs. Cruising

When you think about cruising, you probably picture someone sailing on a warm sunny day, arriving at a popular anchorage and enjoying dinner on a beach front bar.

This is what most people aspire towards when they set out cruising. They plan on relaxing and taking it easy in a place where everything comes easily. The problem is, you probably don't live there and are then faced with the reality of getting your yacht to your dreamlike fantasy. 

You have two choices when it comes to getting your yacht somewhere nice: 1. Pay someone to get it there, or 2. Get it there yourself. 

For the short term cruiser who will work hard at their paying job right up until the beginning of the cruise, paying a delivery captain might be the best use of their time. For someone who has only a week or so to cruise, they want to spend as much time in paradise and not "getting to" paradise! Short term cruising tends to cost much more than longer term cruising simply because you are faced with the option of spending money to make things happen. This involves having the latest gear that will make your life easier, and paying to have everything prepared for you so that you arrive at your yacht in paradise and can unwind quickly before you have to return to your fast-paced, high-stress reality. 

Option 2 is the other way, where you are the delivery captain and you don't have to pay anyone to get your yacht to paradise. You will depart your home port and set sail towards paradise. It might be a quick journey, or it might be almost as long as the time you spend in paradise. The truth is, it will take the time that it takes, and you will get there when you arrive. This option is more popular among longer term cruisers who have set sail for over a year. They are on a tighter budget since they are away from their paying jobs.  

Since they have more time than they have money, they can afford to take the time to sail to where they want to be. Along the way, they will become very familiar with all the little quirks of their yacht as they have had plenty of time to familiarize themselves with her on the voyage. 

Now, if you have a short journey or you leave at a comfortable time of year, the "getting there" might feel like part of cruising through paradise! The times when the sentiment will shift to "delivery job" feeling is when the weather is less than optimal. 

We set off cruising July 2017 from Baltimore, MD and planned to be in a distant country in the next few months. Now it is December 2017, and we are in North Carolina, two states away and in the same country! Progress was slow in the beginning as every place we anchored was beautiful and we spent close to 3 months in the Chesapeake Bay. We didn't leave the bay until mid October and slowly made our way through North Carolina.

To put it mildly, winter caught up with us and we are now forced to work hard at making miles instead of relaxing the days away. When we left, Maddie would read books to me while I steered our course. It was sunny and warm and we relaxed the day away. Lately, it has been 40F and raining with a chilling wind.  

We got tired of waiting for weather windows and decided to make our way down the ICW, where the weather is never severe and we can always make some miles southbound each day. The problem is finding the motivation to helm the boat and sail when it is cold and wet outside. 

While motor sailing down a long straight channel in freezing rain, you begin to realize that you have traded roles from cruiser to delivery skipper and you are not here to enjoy this, you are here to get south. With that mentality, pleasure and fun are stowed and speed and distances covered take priority. 

Cruisers wear many different hats, this is what makes us unique. We are able to adapt to the job that is needed, playing to role of plumber, rigger, electrician, carpenter, delivery captain, and anything else that might come up.

Sailing in Currents

The idea of a 3 knot push might sound like a dream come true! People spend thousands of dollars to have feathering propellers and faired underbodies, all in the interest of gaining a few tenths of a knot, and here you can magically gain 3+ knots, for FREE!  

Currents are caused by the movement of water from one place to another, as the water flows, it will carry everything in it along for a ride. If you happen to be sailing in the same direction as the current, then you will get a nice push in the right direction! Your speed over ground will become your speed through the water + the speed of the current. If you are sailing against the current, your speed over ground will become your speed through the water - the speed of the current. 

It is important to know what direction the current is flowing that way you can use it to your advantage! 

Offshore, currents tend to move in a single direction at a fairly constant rate. They also tend to be well known, such as the Gulf Stream and its famed "counter currents" that run parallel to it on its bounderies. In shore, currents are typically caused by draining rivers or tidal waters ebbing and flooding. While the currents offshore all flow in the same direction, the currents inland tend to correspond with the tides and will alter direction throughout the day. 

Knowing when the current will be flowing and how strong can really help a vessel cover serious ground in a single day. We sailed across the Bogue Sound in about 3.5 hours, covering 24 miles at an average speed of 6.8 knots! We are by no means a fast boat, and we usually average less than 2 knots on a passage since we are dependent on the wind being in the right direction. This day was perfect, we were on a beam reach and had a very strong current pushing us along at over 3 knots! While our speed over ground may seem impressive, our speed through the water was our typical sailing speed of around 3-4 knots. By timing the tides and its current, we were swept into the Bogue Sound and reached its middle before slack tide. When slack water approached, we slowed to 3-4 knots since we no longer had the current helping us. As the tide began to ebb, we were swept out with it on the other side and sped across the remainder of the sound, reaching the other side by lunch. When we crossed the inlet, we were then faced with an opposite current as it was also draining into the inlet and our speed plummeted from 6 knots to 2 knots as we fought a 4 knot current on the nose.

Using these speed boosts can seem fun and will help you cover more ground with less effort, but it does take some precautions on the part of the captain. 

Bridges and other obstacles will approach at a much faster rate than you are used to. This means that you need to line up with the opening in the bridge perfectly well in advance, as the current will slam you into the abutments if you are trying to cut it close.  

Strong currents will also create eddies and vortexes that will swirl just behind large fixed objects. These swirling forces can pull you in and throw you off course. Your keel is especially susceptible to these phenomenon and will pull you along helplessly. 

Encountering other vessels is also tricky, as the typical rules about right of way are skewed to accommodate for the current. The vessel traveling downstream will have right of way over all vessels traveling upstream because the downstream vessel has less maneuverability. If you are approaching a bridge pass, the downstream vessel can not stop as the current will pull them through the pass, so the vessel traveling upstream must stop and wait; even if the downstream vessel is under power and the upstream vessel is under sail. 

Currents are fun, but they can be a little stressful in tight quarters where the speed takes away your ability to stop the vessel with the normal controls, such as heaving to or putting the motor in neutral. The current will carry you along and push you where it wants, and currents in narrow areas run faster as the water has to rush through the narrow opening in a hurry. This can add to the stress of the situation if not managed well. 

If you do not feel comfortable navigating with a strong current, you will be forced to wait for slack water to occur before transiting tight areas. While it might seem intimidating at first, an important thought to keep in mind is that anchors still work with currents. If you ever feel like a current is going to slam you into a bridge or wall, the anchor will hold the bottom and keep your yacht from traveling at the mercy of the current. 

Yacht Builders False Advertising

At boat shows, you will typically see (especially on larger yachts) a "Tall Rig" and an "ICW Rig". The difference in these two rigs is the height of the mast.

With the current push towards taller and taller spars in search of the performance benefits of high aspect ratio rigs in upwind sailing, mast heights have towered higher than ever before! This might be great for a performance enthusiast, but what about someone who wants to retire on a floating condominium and cruise up and down the ICW? All of a sudden, a 70 foot mast becomes even more of a burden and the new yacht owner is banished to offshore cruising when they would really rather just marina hop up and down the coast. 

Yacht builders have this one figured out, offering "ICW Rigs" that have a shorter mast, usually in the range of 63 feet in height. This is because the advertised bridge height is 65 feet, so having a few feet of clearance will let you transit the bridges with ease! 

The false advertising is that these bridges are only 65 feet at low tide! In the Carolinas, the tides will be close to if not greater than 5 feet, meaning that the bridge may suddenly become 60 feet of clearance. Being a fixed bridge, there is no bridge tender to call on the radio, instead you must wait for the tide to go out before you can transit the bridge.  

We have a mast height of less than 60 feet, so we feel comfortable (although it is always unnerving) passing under the bridges at any tide, thanks to the bridge clearance signs at the starboard bridge abutment. As the tide rises or falls, the numbers become visible so that way you know how high the bridge is at that moment.  

If you are looking to cruise the ICW in retirement, I would caution away from a giant floating palace with a very tall "ICW Rig" and instead opt for something with a mast below 60 feet in height. This will make your life so much simpler as you can pass under the fixed bridges as you arrive at them instead of trying to make the next bridge before the tide comes up again. 

Dealing with Groundings

Running aground is a major part of sailing. If you have a fin keel, this will usually be followed by a haul out to inspect for damages, but if you have a full keel, it will usually be followed by a nice meal.

Full keels are much stronger, so they can bear the force of the boat colliding with the bottom better and also the weight of the yacht resting on it as the tide goes out. This is due to the increased mating area of the keel to hull. A fin keel only meets for a small area while a full keel runs the length of the hull. 

The ICW is a narrow and shallow waterway, where venturing out of the channel is swiftly punished by a firm smack on the bottom (see what I did there?) .

You might think that now you need to call the tow boat to pull you off because you are stuck, but the truth is running aground can be much less inconvenient if you time it properly. 

The tides occur four times a day, controlled by the moon. The earth has two tidal bulges on opposite sides of the globe. One bulge occurs on the side of the Earth that faces the Moon, the other occurs on the side of the Earth away from the moon.  This is why they are called "Lunar Tides".

They occur for two reasons:  

1. The bulge facing the Moon is caused by the Moon's gravity pulling the water off the Earth.  

2.  The bulge on the side without the Moon is caused by the Moon's gravity pulling the Earth away from the water on the other side.

Remember that the mass of the Earth is being pulled in all directions, by the Sun, Moon, and every other celestial body. Water just flows around, but the forces pulling on the Earth's mass are all affected by this. Water just has the ability to flow and demonstrate where these forces occur. But enough about physics and our solar system, lets get back to navigating the ICW. 

If you run aground at low tide, all you need to do is wait for high tide. That doesn't take much thought. The tides run on a cyclic schedule, and if you navigate the waters on this schedule you will not have any problems! There are two high tides, the one facing the moon and the one not facing the moon; most importantly, they are not the same intensity.  

If you leave on the higher high tide and sail through the following low tide, you will probably be tired and ready to anchor by the following high tide (which is the less intense high tide). If you run aground as you leave the channel to anchor, it isn't that big of a deal as you weren't going to be moving for the rest of the night anyway. The tide will go out and you will be stuck on the bottom until the next high tide comes around that is more intense and will float you off. 

It is imperative that you leave with this tide, because if you don't, you will be stuck an entire day until the next "higher high tide" comes around. 

Following this schedule, running aground will be but a temporary thing for the night. By the next morning, you will be floating again and ready to continue on your cruise!