We left Norfolk this morning as early as we could pay our marina bill and left the Chesapeake Bay with a good following wind.
The southern reaches of the bay and the nearby ocean are always a challenge. In addition to a large number of large commercial cargo vessels there are navy warships of all sizes and shapes who are very particular about approach distances. In addition the navy ships are usually not broadcasting their position beacon, so you have to keep track of them by radio report, visual sighting, and radar. Other harbors are busier, but this one is very high stress with a number of pinch points where everybody—large and small—has to squeeze through the same narrow spots.
Our favorable wind did not last too long, and by noon we were motoring. We expect another 24 to 36 hours of light winds before the next weather system catches up with us.
It’s quite crowded out here with at least another 10 sailboats that headed out of the Chesapeake this morning, the usual shipping and fishing traffic, and a Navy warship are all moving south along the coast.
The warship is constantly on the radio directing traffic away from his 5 mile diameter “security zone”. It makes for quite the dance as he pushes vessels to one side or the other which causes them to jump out in front of other boats with a cascade of course changes and radio chatter. It’s all much more complicated than normal traffic interactions where boats adjust course quietly and as a matter of course to keep safe distances.
We don’t often hide in a marina from the weather, but in this case we are happy we did. The cold front that came through last night has blown on by, and left strong north winds in its wake. How strong?
The graph here is the last five days of data from the weather buoy off Cape Hatteras. At noon today the winds from the north are blowing 30 knots, gusting to 40. The buoy is also reporting seas of 12 feet every 8 seconds, and those are still growing…
And did I mention it is freezing cold too? So it is really nice to have the dock power available to run the cabin heaters while we are waiting.
By tomorrow morning things will have calmed down a bit, and we can get back sailing south, as planned!
We filled Harmonie’s fuel tank this morning, and headed south, down the Chesapeake Bay. With a not very early start, we covered an easy 40 miles and pulled into Solomons Island at dusk and anchored for the night.
Our goal is to be anchored in Norfolk by Thursday evening, since the forecast for Friday is a bit rough and we’d rather wait it out at anchor than moving down the bay. Right now it looks like our ocean route starts on Saturday morning. The weather models are all converging on a similar forecast, and we expect to be in Fort Lauderdale after a 5 day trip, on the 14th.
One remaining issue is that we still don’t have a confirmed berth at our usual boat yard in Florida. With last weekend being the huge Fort Lauderdale boat show, everybody was busy, and sorting out problems was just impossible. Karen will be burning up the phone lines tomorrow trying to get everything sorted out now that all the principals are back in their offices! Wish her luck!
We are now ready to go south… but we are watching the weather really closely. For the next three or four days all the weather models agree that good weather for sailing will prevail, if a little bit colder than we might like.
You might imagine there is a “but” coming, and you would be right… At the end of the week–while we would be out in the middle of the ocean–things change dramatically with ONE of the weather models. It shows a large, and very nasty, storm developing quite quickly off Cape Hattaras. This is the kind of weather that we work very hard to avoid.
Despite the lack of consenus between the models, we are going to take it slow, and stay in the bay until the situation is clearer. If nothing else, we’ll be at the dock for the next day or two plugged in to power so we can run out heat for a couple very cold nights.
We are getting ready to shove off on our annual migration to points south. If the local weather forecasts are to be believed, we are none too soon either, with temperatures falling into the 30’s in the next couple of days. Our insurance company date for our earliest arrival in Florida is November 1, and we will probably be a week, or maybe two behind, that.
As usual, our October entertainment here in Annapolis has a lot to do with the boat show and the efforts to get boats ready for display and delivery to new buyers. Just by way of example, there is a brand new, large, sailboat, in the million dollar price range, that is being rigged for its buyers in the slip across from us. I watched the dealer’s crew load the new anchor chain on the boat. As they used the windlass to pull the new chain on board, the chain kept jumping out of the “gypsy.” It was the wrong size. It will be a rather unpleasant struggle for the new owners every time they go to pull up their anchor, especially if they are not experienced enough to recognize the problem.
We have had our own problems with parts. The exhaust elbow on our 1996 generator had sprung a leak, and began spraying salt water into the engine room–fortunately missing critical bit and pieces. I patched it temporarily, and then we went looking for a replacement.
We quickly found out that this part is categorized as “obsolete” by Cummings/Onan, and their inventory is limited. REALLY limited, there is ONE in the USA. Supply and demand dictate that the price for this one small part range from $1600 to $2500 depending on which dealer you talked to–all for exactly the same individual piece! Since that is about 10% of the cost of a whole new generator, other options are needed. We had a local welder put a more permanent patch put on our old one and are exploring a couple alternatives for the sourcing a new one. We’ll report on how those work out as we learn more. Stay tuned!
We should have the generator back together on Nov 2 or 3, then we’ll begin our run down the Chesapeake Bay toward Florida as soon as weather is conducive.
OK, this post is for all you sailing technology nerds out there. Lithium batteries are the newest and hottest thing that every cool sailor suddenly has to have. They are being promoted by some people who really don’t know what they are talking about, and they are enormously profitable for the sellers. But are they the right choice for you? Probably not, but read on to see…
For literally centuries, the only really useful kind of battery for storage of large amount of power was the lead-acid battery. They are cheap, they are well understood, and they work. There was no practical alternative. Technology has (finally!) marched on, and various Lithium battery types are on the market for cruising boats. In many applications Lithium batteries are clearly and simply the best, but that does not mean they are best everywhere.
They command a HUGE price premium, and promise all kinds of great and amazing benefits. Are they worth it the significant extra investment? For the typical cruising sailor the answer continues to be a resounding NO. Now that might change as the costs and capabilities change but as of the end of 2019, the number of sailboats for whom Lithium batteries make economic sense, or even technical sense, is very small. Let’s have a look at why.
I have taken the liberty of pulling a major seller’s list of reasons why you should buy a Lithium battery, and will comment on them point by point. In almost every case, the argument in favor of Lithium batteries is slanted by selecting the LEAST good lead acid battery as a comparator. When we look at the latest, and best, lead acid batteries, a very different story comes to the front. Most of the benefits that are claimed for the Lithium batteries are accurate, or as close to accurate as you can expect from the marketing department, but the vast majority of them are also irrelevant to the cruising sailor.
SAFETY – Inherently safe Lithium Iron Phosphate (LiFePO4) chemistry. Safer than flooded or AGM batteries.
This is a difficult point to find a lot of backup information for. Certainly, lead acid batteries (of the sealed, valve-regulated type) have an excellent safety record when properly installed and maintained. Any large battery bank will store a huge amount of energy in a very compact space, and that is a potentially dangerous thing. When dealing with this much energy there are many types of failures that can cause problems. I’ll call this one a draw. If there was NO possibility of any Lithium battery EVER having ANY kind of issue, modern sealed valve-regulated lead acid batteries are safe enough that the difference is not worth much to me.
I wonder exactly what the writer of this statement meant by “inherently safe.” The phrase “intrinsically safe” has a very specific meaning well understood by engineers. Why did the author choose not to use it? Maybe because “inherently safe” doesn’t really mean anything…
MULTIPLE BUILT-IN SAFETY FEATURES – Internal BMS provides full protection from overcharge, high or low voltage, over-temperature, excessive charge or discharge current, etc.
This is a classic salesman’s trick of handwaving a bug into a feature. Lithium batteries require a complex electronic BMS (Battery Management System) because they do not tolerate over or undercharging and temperature extremes. Lead acid batteries do no need these complex electronics to work reliably. I don’t see this as an advantage of the Lithium battery at all, it is just more to go wrong.
DROP-IN REPLACEMENT – Available in most standard industry sizes. Some sizes available in 24v and 48v, eliminating need for the undesirable practice of wiring batteries in series to increase voltage.
This is TRUE, kind of. First, most boats use 12V systems and do not require series wiring. For those boats that do use 24 V systems, inexpensive battery balancers completely eleminate any issues with series connections. Claiming this a a magic benefit of Lithium is a misdirection, because balancing charging voltage to the individual cells is actually far MORE important for Lithium batteries, and is one of the reasons they require the complex electronics in the BMS.
LIGHTWEIGHT – 50-60% less weight than lead-acid equivalents.
Here is the ONE place where the Lithium batteries win, flat-out, hands down, no argument. If you are sailing a boat where weight is a critical issue for performance, and you have the money, then go for it. Are you listening all you hotshot catamaran sailors? Also, boats where physical space is limited, can get more energy storage out of the same physical space if they use Lithium.
BUT…. On my boat, the weight of the batteries is used to trim the boat and balance the weight of the genset. Removing weight from the battery bank would NOT be a good thing, it would leave my boat with a permanent list to port. Of course I COULD add lead ingots to replace the lost weight and retrim the boat, but I think we all agree that would be rather silly.
LONGEST LIFE – Up to 10X longer cycle life than lead-acid equivalents.
Whenever you see a salesman use a term like “up to 10X” you know it is a really bad comparison, based on the worst case possible. Using a high quality lead acid battery like the Firefly there is a forecast cycle life of 3600, while the lithium battery claims 7300 under similar usage profile. So the “Up to 10X” actually becomes 2X–maybe.
My Firefly batteries have a 6 year warranty period while the ReLIon marine Lithium batteries are covered for only five. Why do they not put their money where their mouth is?
There is another issue with battery lifespan that is not often discusssed by the proponents of Lithium batteries. Batteries age and degrade even if they are not cycled. A battery that might last 10 years if cycled twice a day (7300 cycles) might only last 15 years if cycled once a day (5475 cycles). That can have a HUGE impact on per cycle cost. Ask to see the data on this before you assume that your expensive new batteries will last “forever.”
On my boat normal usage has me cycling batteries every other day. So even the 3600 cycle life forcast for Firefly batteries gets me 20 years of life–in theory. Why would I pay more to get a long life than this?
MORE USABLE CAPACITY – 25-50% more capacity than lead-acid equivalents.
This is a silly number. I do not care how many “boxes” it takes to store my power, I care about how much it costs, capacity per dollar. Other people might care about capacity per pound. Who really cares how many boxes it takes? And again, the “50%” number is a worst possible case comparison. It is absolutely true that for the same usable energy storage, you need fewer Lithium batteries than lead-acid ones, but with batteries like the Firefly that difference is 25%, NOT 50%.
CONSTANT POWER – Full power available throughout discharge. Voltage does not drop like lead-acid. Voltage drops by only 0.3 volts between fully charged and 80% Depth Of Discharge (DOD).
This is sort of true, and completely irrelevant. My battery bank drops from 12.8V at 100% change to about 12.2V at normal discharge levels. Who cares if it only dropped to 12.5V? This is also a gross misuse of the word “power.” Either the person writing this doesn’t understand the word, or they are trying to pull the wool over your eyes. A small drop in the voltage during the normal usage cycle does NOT mean there is less power available!
FULL CAPACITY AVAILABLE UNDER HEAVY LOADS – Unlike lead-acid, 100% capacity is available whether a 1 amp or 100 amp load.
Another case of yes, it is true, and completely irrelevant to a cruising sailor. There certainly are applications where this matters, but a typical sailboat almost always draws power at a slow and steady rate, but high amp draws are infrequent and of very short duration and have no real world effect on the battery bank’s capacity.
TEMPERATURE TOLERANT – 2.5X more efficient operation at low temperatures than lead-acid. Safely operational up to 150°F (65°C).
Once again, the statement is true, and is also not helpful on a sailboat. My batteries see temperatures MAYBE down to 55F and as high as 95F. Why would I pay more for performance outside this range? There is also a catch that people in cold climates should be aware of. Below 32F, very special charging regimes are required to avoid serious damage to a Li battery. In fact charging needs to be done VERY slowly at temperatures this low. So “temperature tolerant” is not even really a completely true statement. Just like with lead-acid batteries, running a set of Lithium in a high temperature environment (like a poorly vented engine room) will result in greatly shortened lifespan.
FAST & SAFE CHARGING – Highly efficient charging. Will absorb maximum charging current available from charger, alternator, etc. until battery is fully charged. Can fully charge in 1-3 hours. Built-in overcharge protection.
Yes, and no. If solar power supplies a significant fraction of your boat’s electrical needs, a high charge acceptance rate is most likely pretty irrelevant to you. If you are charging by alternator is is VERY unlikely that your alternator will be able to supply full rated output for even 1 hour without seriously overheating. Your alternator controller will ramp back the output to keep the alternator from a literal meltdown, so the charge acceptance rate of the battery will be irrelevant. Also, Firefly batteries have charge acceptance rates that are probably higher than you can generate, so, again, the difference is not relevant to the typical sailboat.
If you can generate and feed 0.5C or 1.0C of charge current to your battery bank, then maybe you are a good candidate to spend the extra for Lithium batteries. My genset is close to fully loaded generating 0.3C (170A@24V) into my bank, and my Firefly batteries can take that all the way up to 85% SOC. A higher charge acceptance rate is not helpful to me.
PARTIAL STATE OF CHARGE (PSOC) TOLERANT – No damage from partial state of charge operation or storage. Will recover from complete accidental discharge without damage.
This comparison is certainly true of older lead-acid battery types, but the Firefly carbon-foam battery is not limited or damaged by POS operation, so no help here.
LONG SHELF LIFE – Low self-discharge rate, so battery stays charged for years if unused.
If you are not using your batteries for long periods of time, then spending the money for the superior lifecycle performance of Lithium batteries is pretty silly…
MAINTENANCE-FREE – Plug, play, charge, and use.
NON-HAZARDOUS – No watering. No gasses emitted. Inherently safer than lead-acid batteries.
INSTALLATION FLEXIBILITY – Can be installed upright or on its side
All of these are features that are supplied by any good AGM or GEL style valve-regulated sealed lead acid battery, and don’t really count as advantages unique to a Lithium battery.
By my calculations, Firefly batteries have a total life cycle cost that is SLIGHTLY higher than a similar bank of Lithium batteries. The Firefly batteries would last about 10 years, (with daily cycling) and the Lithium bank 20 years. Break even would come after AT LEAST year 17. Even longer if the batteries are not cycled every single day. There is no way that anyone can realistically argue that an investment with a 17 year payback makes ANY financial sense. And I can see NO technical reason to use a Lithium battery for the vast majority of cruising sailboats.
If you are considering Lithium batteries for a cruising sailboat, consider very carefully exactly what it is you are spending all that extra money for. Don’t do it just becasue someone else tells you they are the “best.” Remember, that for a lot of people, the most expensive option must always be the best one… They cost a LOT more than even the very best lead-acid batteries, and you need to be SURE that that premium is worth it for the way you use your batteries. They might be a significant improvement over an oldfashioned flooded lead acid battery, but make the comparision to a modern, carbon foam, sealed valve regulated, battery that cost half as much as the Lithium option and you’ll likely make a good choice.
We’re back in Annapolis, docked at Jabin’s Yacht Yard after a delightful passage south. We made good speed, and had excellent weather.
One of the trip’s highlights came south of Cape Cod, after we got into warmer water: We set out trolling lines as we motored along in a calm patch. We were about 100 miles off New York City on the edge of the continental shelf where the water drops from about 200 feet deep to over 3000.
Out here you have to watch for the floats that the long line fishermen set over their gear. Mostly they are fishing for tuna and swordfish very deep; 1000 feet, or even more. The lines are set at least overnight, and as long as several days, and when they say “long” lines, they mean it! There can be miles of hooks stretched between floats set every mile or so.
These floats consist of a large fender, and a pole with a radar reflector attached. They are not lit, so at night the minimally effective radar reflector is the only way to see them–assuming you have your radar on and properly tuned!
Out here, in deep water, far from land, ANYTHING on the surface of the water attracts fish, and very quickly. In Hawaii there are buoys anchored in the deep water off the islands for the sole reason to attract and concentrate fish. They are locally called Fish Attracting Devices (FADs). Anything floating on the surface works as an FAD from a log to a patch of seaweed, and it does not need to be very big.
As our spread of trolling lures came up to the first of these long line floats, the idea of it possibly being an effective FAD was just beginning to form in my head… Zing! FISH ON!
We trolled past two floats in the next hour, and picked up a mahi-mahi off each of them. None of the fish were really large, but more than big enough to end up in our freezer.
Fresh off success around the long line floats, we made a small detour off of our straight line course to a permanently moored deep water weather buoy.
We stopped next to the buoy, and I cast a jig up close, and quickly hooked another mahi-mahi. It is typical for the whole school of mahi-mahi to follow the hooked one right up to the boat, and in this case they did not disappoint. About a half dozen of the brilliently colored fish were swarming around their doomed cousin, but even more amazing, down as deep as we could see (in very clear water!) were hundreds and hundreds of large jacks. We could have caught jacks until our arms fell off. Lucky for them we do not consider them great table fare.
Other fun and exciting events on our passage were seeing an unusual “fog bow” in the dense fog off Nantucket.
We frequently ran into groups of common dolphin who usually broke off whatever they were doing to ride along with Harmonie. On this trip we also saw a group of the much larger Risso dolphin, but they did not closely interact with the boat.
We’ll be in Annapolis at Burt Jabin’s Yacht Yard for several weeks while we do projects, go to boat shows, take some classes, and attend to other business. If you’re in the neighborhood, give a shout and stop by!