Our run from Hingham to Stuart covered 1,258 miles in 6.3 days with five overnights. Fuel burn was 1,475 gallons. Likewise the ride was not always smooth with head seas off Long Island and a full blown gale off Cape Hatteras. However, the 63's stabilized semi-displacement hull handled the heavy seas with panache.
Side Note: Had we encountered the gale in our 48 Sundancer (express cruiser) the ride would have been difficult and, perhaps, a little scary. The 48 would have rolled violently in the 7 to 9 foot beam sea and would buried her nose when we turned north to run toward shore after rounding Diamond Shoal.
Essentially both boats covered the same distance with the Pershing having the advantage of saving one day. From a cost standpoint the difference is significant. The Pershing burned approximately 2,500 gallons ($10,000) more and stopped every night racking up docking fees (approximately $600) for a total additional cost of $10,600.
The express cruise folks would say "well, we did not have to run at night." Running at night is more challenging especially if you do not have the right equipment. But with modern electronics the risk element is greatly reduced. Using GPS chartplotter in combination with AIS, radar and FLIR night vision allowed us to "see" where we were going (including other vessels, land and obstacles in the water). Running at night also takes maximum advantage of weather windows. I have for years slept at a dock as the good weather turned sour.
Then again one could argue that the folks on the express cruiser has dinner every night at a restaurant while the trawler folks had dinner in the boat. We ate Trader Joe's prepared meals and fresh salads. Not exactly gourmet but quite acceptable. Note: We could have cooked three out of the 5 nights had the spirit moved us.
Oh well so much for comparisons.
The theme of today's article, Life in the Slow Lane, also describes the run from Morehead City to Stuart Florida. Life was GOOD! With the Cape Hatteras storm behind us and winds now out of the north we now had the benefit of a following sea and that condition lasted all the way to the Fort Pierce Inlet. Wind speeds were less the 20 all the way. Here's a few log entries:
- Fri 10:21 PM. Off Hampstead NC, Dist: 50 NM, Wind: NE 12, Following sea <1
- Sat 04:08 AM. Off Cape Fear, Dist: 98 NM, Wind: NE 12, Following sea <2
- Sat 13:30 PM. Off Georgetown SC, Dist: 176 NM, Wind: ENE 14, Following sea 1-2
- Sat 17:14 PM. Off Charleston SC, Dist: 209 NM, Wind ENE 13, Following sea <2
- Sat 22:32 PM. Off St Helena, SC, Dist: 254 NM, Wind: ENE 17, Following sea 2-3
- Sun 04:38 AM. Off Midway GA, Dist: 307 NM, Wind: NW 16, Following sea 2 ft
- Suy 08:10 AM. Odometer reads 1,000 NM
- Sun 10:35 AM. Off Fernandina Beach, Dist: 358 NM, Wind: N 12, Following <2
- Sun 16:18 PM. Off St. Augustine FL, Dist: 409 NM, Wind: N 17, Following sea 2-3
- Sun 22:11 PM. Off Daytona Beach FL, Dist 461 NM, Wind: N 21, Following 3-4
- Mon 06:18 AM. Off Palm Bay FL, Dist: 532 NM, Wind NW 20, Following 2-3
- Mon 10:22 AM Fort Pierce Inlet, Dist 568 NM, Wind N 15. Entered inlet
At 4:08 AM off Cape Fear I wrote the following: "Beautiful moon lit night with the moonlight on our course line. Checked weather with Phil. We have a perfect window to Stuart with north winds throughout the period of travel (3 days) and at least one day's margin. High pressure over North Carolina and another high over the south dominate the weather along our route. Night vision is excellent at present electronics settings and blue tape covering other light sources, No traffic at this time. We are off shore 21 nautical miles south east of the Cape Fear Light."
I continued: "It is very clear that I have as a consequence of this trip and the two coastal runs in April/May reached a new level of understanding about piloting and especially night cruising with this boat. It's almost like an epiphany where all of a sudden it all comes together. Up to now I would estimate that I was using 50% of my electronic's capability (Garmin Multifunction Screens). All of a sudden I figured out "buttons" (it's a touch screen) that were a mystery. I'm now using 80% or more of the capabilities. Here's just one example: There is a "List" button under "Other Vessels (AIS) which I never used. Tonight it dawned on me that rather than searching the chart (which is difficult with a low backlight level) all I need to do is hit "List" and I can see what is in range."
As we cruised toward Stuart we were faced with a decision as to which inlet to use. Chart information such as the location of buoys is missing at the St Lucie inlet suggesting it can be tricky. Active Captain confirms that the buoys are frequently moved and in rough water the approach can be difficult. The alternative is the Fort Pierce Inlet, which is clearly marked. Interestingly, there is no loss of time. We entered the Fort Pierce Inlet at 10;22 AM and turned south on the ICW. At 12:58 we rounded R24 and headed west on the Okeechobee Waterway toward Stuart. We arrived at the Roosevelt Bridge at 1:50 PM and pulled into the Sunset Bay Marina fuel dock where we took on 635 gallons of diesel (at $3.559/gal plus tax). We had completed the second major leg of the six day journey to Stuart.
Here are the vital statistics since departing Hingham on November 4:
- Distance: 1,260.6 Nautical Miles (1,323 Statute Miles)
- Total Traveling Days: 6.3 since leaving Hingham
- Days on the Water: 6.3
- Fuel Used: 1,474.46 gallons
- Average Throttle Setting: 1,400 RPM at 8.4 knots (per sea trial)
- Fuel efficiency According to Cat Engine Monitor: 1.07 NMPG
- Average Marina Cost: None
- Total Fuel Cost: $5,066.24
- Average Price Per Gallon (including tax): $3.43
- Actual Fuel Efficiency: .85 NMPG
With the help of the crew we gave the boat a quick wash. A project that take about three hours when I do it by myself took one hour with three guys.
Written by Les.
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