Our Gelderland experience is coming to the, we left Arnhem this morning to head north along the Ijssel river.
I’m still feeling a bit under the weather and am now thinking maybe it’s related to walking into the pole on Friday. But we need not go there.
This morning, I paid Robert, the owner of Watersport Centrum Arnhem, and I explained to him how I wanted to get out of our tight space. By the way, it’s really not a Watersport Centrum, but it is a great boat yard, popular because they let you work on your own boat and a large, well-stocked marine store.
Tied to the dock on our port side, stern towards the exit, with about 50 feet, 15 meters to a large Hatteras docked on the opposite side, I decided to throw a line to someone on the Hatteras and have them pull the stern out.
At the same time, I had a bow line coming from the starboard bow cleat, around a midships cleat on the dock and back to the boat near the pilot house door. Ivan held this light taught, not letting the bow get very far from the dock.
Bas, the son of our Dutch friends, Margriet and Sierd, had joined Ivan and I yesterday. He will be with us until the end of the month. He will be with us for the Friesland part of our journey, made a bit more personal as that is where his father grew up. The Fries language spoken in Friesland is also the closest relative to English. An English speaker will recognize about half the words.
Bas was at the stern and kept me informed of how much space we had left. As the boat became perpendicular to the dock, I then used the bow thruster to about 45° at which point could use the main engine with full left rudder to complete the U turn.
The closest we got to the Hatteras was 1.5 meters, a little less than 5 feet.
Bas and Ivan did an outstanding job and I’m sure we will have a great time together.
I am striving to post twice a week. Sometimes it will be more and sometimes less, but at a minimum I like to have a post out by Saturday morning. I didn’t make it this week, because I’ve been sick with the flu or something these past few days, having absolutely no energy to do anything.
It’s even one of the reasons we are still sitting in Arnhem today, Monday.
Nijmegen and Arnhem are special places for me. My ex-wife Leonie is from Nijmegen and her sisters have lived in Arnhem the past 30 years, so it’s like coming home.
So in spite of my feeling not the best, it was great to have people over every evening for dinner, since Wednesday, to see the D, aka Dauntless. Dauntless does appear to have gotten bigger in Europe, either that or all the docks and marinas are smaller.
So after entertaining the Vinks all weekend, I awoke this morning, with a goal to sit in my chair and do nothing. Doing nothing is really hard for me. That Corona ad, where the guy goes to the beach and sits with his beer watching the sunset, looks like torture to me.
So this morning, I figured, maybe I would sit in my chair in the salon and organize the two large bins I have of stuff that keeps growing, yet seems unclassifiable, so I can’t put it where it belongs. Maybe I’ll just store it and let Leonie sort it when she and her husband Martin come out in August.
Speaking of Martin, Dauntless has three battery chargers. A Heart Inverter/Charger, A Neumar True Charge and another one with a yellow case.
The Neumar is the only one that can take shore power here at 230 volts and charge the batteries. Of course when I spent that week in Horta, we were hooked up to shore power and I tried to get it to work and for the life of me, it seemed dead. Would not even work with the generator, the way it used to. In the Azores, I was also delayed in fixing it in that I could not find that female plug that is ubiquitous in the US for computer power supplies.
I had removed the cover that says, so not remove under pain of death, and even checked the fuses and everything else I could find. Neumar sent me the wiring diagram and offered to send another selector switch. This while helpful, ended up misleading me.
Even after I came back from the US in the fall, I had a cable and plug, I had labeled it all, ground, neutral and load. Blah, blah, blah. NO luck.
But with the solar panels and not really needing much 12 v power form the batteries while at the dock, it got put to the back burner.
So finally yesterday, while I am burning our dinner on the bbq, Martin seemed fascinated with this Charger, so not to look a gift horse in the mouth, I got him the electrical meter and found a plug we could use for the 230 system.
He gets it all wired up again and plugs it in. I said this is how far I got, but once plugged in, I never saw any power past the plug pins. He plugs it in and within a minute it starts working!
Frankly, I was as flabbergasted as I was grateful. One less thing to worry about.
B y the time I finished washing up, I was exhausted, so I got to bed early, feeling not so good, slept on and off until 09:30 and frankly did not feel that much better, thus the decision to do nothing.
So I’m looking at the Victron battery monitor and see a draw of 7 amps. Other than a phone charger plugged into a cigarette lighter outlet, there is nothing else on. I take the flashlight to check the charger, and sure enough, it is not working, but then I knew that, otherwise I would not have seen the negative 7 amps (yesterday when working it was putting 20 amps into the batteries).
I check the fuel levels to write in the log and then I hear it. A slight whine. But I can’t place it. It’s not the fuel polisher, which is much nosier.
It seems to be coming from the rear section of the engine room, near the charger.
I open the salon deck panel and look down into the bilge and see a foot of water flowing rapidly, almost like a garden hose full open.
My initial panic, within seconds gives way to measured panic. At least the bilge pump is just keeping up with it as in the little time I’ve been watching it, it has not gotten higher. But this also explains why the batteries were down 220 amps this morning. That poor little pump had been keeping us afloat all night.
Of course, this was one of the topics of conversation over the weekend. I explained that while Waterford is a great place to leave the Krogen, once I’m gone for two weeks, I start getting antsy and must return within three weeks. And I gave the example of a thru hull failure that lets a lot of water into the boat that the two pumps can keep up with only so long as there is battery power. So even though I have friends in Waterford who keep an eye on Dauntless, they could go by every day and see nothing out of place, then all of a sudden, the batteries finally go flat and D sinks.
So all of this is going on in my mind in the first minute.
I see all this water rushing around, but where is it coming from? I turn off the generator thru hull, because it’s right there and I figure I ran the generator for the first time since October last evening and this started last evening, so maybe they are related.
No change in flow.
Look under the engine, see nothing, but close the main engine thru hull. No change.
I look all over the engine room, the stuffing box had been my first guess, but just it’s steady drip, drip, drip. I can’t figure out how the water is getting there. So I decide to take the chance and turn off the bilge pump and then I can see where it is coming from.
Turn it off, run over to the hatch look down and it’s the same amount of water, just sitting there sedately. Not getting deeper; now just calm.
I turn on the pump, the whirlpool starts again, turn it off, it stops.
So, I don’t have a leak, this is the water that has come from the stuffing box in the last 12 hours (I do need to tighten it, I like a drip every minute, now it’s up to every second).
I pull the hose up to get the pump out and the hose comes up without the pump. That explains that.
Two hours later, I’m sweating like a pig (it must be the flu, the boat is not even warm), but I put a new piece of hose on the pump with a new clamp. The failure was caused by the old clamp disintegrating.
At 12:30 I am finally able to sit and do nothing.
So I end up spending the next three hours trying to get my wxx3 email with yahoo to work again. It just stopped working last week.
And an hour writing this, it’s 18:30, almost time for bed.’
Another day done just like that.
Oh by the way, remember I said that I initially had the charger problem in Horta last August?
It seems pretty obvious to be now that the reason the charger did not work was that the solar panels put out enough power, the charger would not be able to see the true state of batteries with the solar panels on. Here in Arnhem yesterday, not only are we much further north, but it was also cloudy.
So I will sleep tonight knowing that I spent countless hours on that charger looking for complicated problems when the simple solution was right in front of me. All I had to do was turn off the solar panels.
If you understand that you can not die and go to heaven until you have had an echte Bossche Bol your life will be quite simple.
The following was written Thursday morning.
It’s 08:00, I’m tied to the wachtplaats, waiting dock, for the Henriette Sluis just on the north side of ‘s-Hertogenbosch. We have been here since yesterday at 18:00. Turned out to be very convenient for some Dutch friends to come visit, as it is right next to the bicycle path, but then most things are in the Netherlands.
Yes, you think to yourself, he is a sly one, thinking we will not notice the use of “the Netherlands” instead of Holland, just because he is now not in the provinces of Zuid Holland or Holland.
Back to the De Echte Bossche Bollen. So as I sit here, listen to the birds talking, (which they have been doing since 05:00) and savior the exquisite cream, chocolate and pastry of the Bossche Bol, I marvel that is was just last week that I was fighting winds, currents and local harbors in settings that were far from tranquil.
As has been said before, the most dangerous part of any ocean passage is entering and leaving port. This is just my way of saying that if you ever find yourself in Oostende, maybe it’s best to pretend you don’t know me.
But Dauntless can slalom well, even if it’s between moving commercial boats. And I’m sure their yelling at me was their way to congratulate me on such fancy driving. Oh those cute Belgies.
Though I got into and out of Vlissingen without incident, a seemingly rare feat this summer so far, and Willemstad was an absolute marvel. To be tied to a dock, really rafted to a Kadey Krogen 39, in a beautiful quint Dutch town, is a treat beyond words. Restaurants, cafes, grocery and even a well-stocked marine store, within feet of the boat, make it all worthwhile.
The fact that this docking, with water and power costs only 2 Euros per meter or about $35, is even sweeter. Docking in northern Europe, except for the U.K., is very reasonable. For our KK42, the price usually ranges from 1 to 3 Euros per meter, that’s $12 to $40. And of course, the free places, which I covet, with only the rumble of the occasional passing barge, like this past night.
So, even at the worst case, if one was to pay $40 per night, every night for a month, that’s only $1200.
And $1200 is hundreds cheaper than our apartment in the Bronx, so one could envision, going from cute town to cute town forever and never seeing the Bronx again.
As I look at the videos I shot with my phone conditions don’t look that bad. Monday morning unfolded into seas that were still less than 6 feet.
With a “normal” day cruising, we should be in Vlissingen in 12 hours.
This video doesn’t exist
The https://share.delorme.com/dauntless site is pretty nifty. You can click on each circle and it tells you the time. I can also see that I made the decision to abort and head for Oostende at 21:20 Monday night. Only 12 nm away, it still took 4 and half hours to get here.
And those were the must miserable 4 hours.
The winds having built to 25 gusting to 33 knots, had built very steep, choppy waves. Only 4 to 6 ft. early in the evening, due to the proximity of land, about 10 miles off our starboard beam, the waves were coming from a multitude of directions, having bounced off the close by land.
Pierre-Jean liked hand steering; he really liked the Krogen and I let him for the most part, though as the evening progressed, I preferred being on the ComNav Autopilot because it does really well in the worst conditions. At a certain point it dawned on me that for PJ, this was a test drive. He got to drive a Krogen in conditions that 90% will never see. He was as sick as a dog, but I give him credit, he found a boat far tougher than he was. He left happy.
Me too. PJ had left me with a bunch of wonderful French wine. And if we have one rule on Dauntless it is all sins are forgiven with wine.
With the mixed up seas, Dauntless was being hit by the tops of waves periodically. So I not fixing the two problem areas, the warped pilot house doors needed new thicker gaskets. The center pilot house window, that flips open, had a rubber flap, to stop water from directly hitting the gasket on the hinge.
I had removed that months ago, with the intent to replace it. I hadn’t. Why, because I was looking for a white rubber mat, that would fit, be inexpensive and look good. So periodically, as the pilot house got bath, water would splash down onto the helm. Only a half a cup at a time, and looking on the bright side, I was happy that the water did not stay in the ceiling, but immediately drained down to the helm!
But still, a half assed oversight on my part. So the helm was covered in wet towels.
The pilot house doors were another issue. A lot of water was coming in, maybe a quart at a time. There were a lot of times.
So for the last few hours that side of the pilot house floor was covered in soaked towels, mats and other materials so the water would not make a waterfall into the salon.
As there was no reason to move around, not so bad of a problem. But as we were minutes away from the harbor entrance, I got soaked just moving around the pilot house.
Then to add misery to discomfort, I needed the pilot house doors to see what was where and get the lines ready. So we had a 30 knot wind blowing through the pilot house it was cold, wet wind. The Krogen has a tendency to stay at whatever the water temperature is. Thus, a 55°F water temperature meant at night the pilot house was about the same. Add wind and being wet, just set the stage for a true disaster.
OK let’s set the stage. I’m a mile from the entrance to Oostende harbor. I see the red and green lights marking the channel, I also see two green lights, on the red side of the channel. I see numerous Sodium vapor lights and the orange glow they produce. With all those lights, I see no channel; only darkness and shadow.
But I have no choice. I am in 20 feet of water, winds are up to 35 knots, waves are crashing into us from all directions, and there are all sorts of sand banks close to shore with all sorts of names, meaning they have a history, i.e. “remember when poor Jacques floundered on the Grote bank?”
The wind is pushing us fiercely to the south, to the right (green in Europe) side of the channel. I am trying to keep the boat on the red side, but clearly still not seeing the entrance.
Finally, I trust to the charts, C-Maps by Jeppesen, (did I ever tell you I was a Product Manager at Jeppesen?? you’d think I could get a discount on their charts!), aim for blackness just to the right of the last red marker and as soon as I enter the shadow, I can see the rest of the channel straight ahead and the seas flatten.
But this is big commercial channel. I need to get the paravanes in. Pierre-Jean has never done that before, so I must leave him in the pilot house, while I go to the fly bridge and winch them up. It only takes two minutes and I am thankful that all the tweaking I have done on that system works so well.
I race back down, and aim for the right channel which will bring us to one of three marinas in the harbor.
I am cold, wet and miserable. I’ve gotten only a couple hours sleep in the last 24; but this is where I am pleased with my decisions.
As we motor slowing down the channel, maybe a mile, I am conscious of the wind pushing us along. I want to reconnoiter the marina, but not get us in a position I cannot get out of.
Sure enough, as we get to the slips, mostly short (30’) finger piers, there are no “T”s and the left side of the marina which has longer docks is filled with small ferries. I am adept at making the Krogen do a circle in about a 50’ diameter without using the bow thruster. While docking I turn on the bow thruster, an electric Vetrus, but try not to use it as my experience has been bow thrusters are like banks. If you need it, it won’t be there.
So on a calm day, no current, bow thrusters work great. But this is not that kind of day.
I decide there is no room here. Though I keep in the back of my mind the possibility of rafting to one of the ferries.
We then proceed back to the other marinas, right near the entrance to the harbor. It is a narrow entrance that widens after the opening.
The one long dock is occupied by one of those new plastic, three story, small penis boat. Clearly American, though it says Bikini on the back and flies no flag.
Turns out there was room on the opposite side of the same dock, but that would have meant I had to go around the end of the dock to an uncertain fate and after all I went through I was not about to snatch defeat from the jaws of victory.
So we proceeded towards the third marina and a set of locks, which while closed did have a waiting dock that I could use. We looked around and did see a spot, along the inner dock, maybe 55’ long, between two sailboats. It was in cul de sac and just opposite the waiting dock.
We prepared a midships line and I tied to the waiting dock to think about what to do. The bow is facing the lock and southward, the empty 55’ spot is 100 on our left beam and the wind is coming from the stern at 20 knots.
I figured I could stay at the waiting dock until early morning, but my problem in situations like this, is that I do not sleep, anticipating the knock on the hull telling me in a foreign language that I cannot do whatever I am doing
There was also a seaweed covered wall, 50’ high, but we saw nothing to tie to.
So, I decided the spot between the two boats was feasible. But with one caveat, Pierre-Jean had to be on the dock. I would then throw him the midships line we had prepared. That way, once a line was on the dock, he could control my movement to the sailboat behind.
He was a bit dubious, maybe he thought I was going to leave him, but I liked it and it was the only way I would attempt that spot. (The waiting dock was connected to the other dock, like three sides of a box.
And it was a box I was going into to.
My first attempt was halfhearted. The boat was facing south, wind from our stern and I thought just maybe if I put her in reverse, I could use the bow thruster to push the bow around 180°. At about 90°, abeam the dock and piling I had just left, the wind was pushing the boat so hard, this was not going to work in a million years. I gave it full left rudder, full throttle forward to kick the stern away from the pole and pier. No problem, just a little too close.
Let with wind take me in forward, I’d through the line to PJ, out her in reverse and PJ could pull us into the slip. With the wind behind us, I was going too fast from the beginning. When I slowed, I had no way and no control. I backed up and got out, just narrowly missing that same f…ing pillar.
Just like in NY, I would parallel park. After all the above shenanigans, this turned out to be easy.
I backed into the box at an angle aiming for the empty spot but wanting to keep the bow close to the sailboat that would end up in front of us.
When I was abeam the stern of the sailboat, I threw PJ the line and he put it on a middle cleat. I yelled at him to watch the stern and I would watch the bow. He would control how far back to let the boat go.
Worked as planned as and with less drama than anything else I had attempted that night.
Dauntless on the other hand looked at me when it was all over, yawned and thought, “All in a day’s work”.
And as I thought about it, happy to be lying in my warm bed, with no new scars to deal with, I realized though the worst of it, while I was certainly unhappy; there was no noise from below. The salon, the staterooms, the engine room, nothing was banging, rolling around or otherwise out of place. Books stayed on the shelves in all three rooms, and pother than the second monitor in the pilot house that I had to re-secure, everything was battened down.
A great boat is a sea way.
I hung up all the wet things and at 3:00 a.m. took a hot shower, crawled into bed and was ever grateful that I had remember to turn on the 12 v heating pad a few hours earlier.
With that, All’s Well that Ends Well.
Food, Fuel and Fools
Having left Honfleur, Sunday morning at 8:30 a.m., we are through the lock to the Seine by 9:00 and we are cruising downstream at warp speed, 10 knots, speed over ground.
I’m finally enjoying my cup of coffee and morning croissant, though a faint order of diesel lingers on my hand.
We escaped, unscathed, so a little diesel with my coffee is acceptable.
This video doesn’t exist
We are feeding off the starboard fuel tank, little used since leaving Ireland. I want to balance the boat. I am running the fuel polisher, a larger fuel filter and water separator, which filters 90 gallons of fuel per hour. The only downside to running it while underway is that it does cause a slight reduction of fuel pressure to the engine. Though this has never been a problem.
As we exit the Seine, the color contrasts are marked. Brown mud color for the Seine outflow and blue-green for ocean water. We turn northeast, speed slows to just above 5 knots, but the current will change in our favor in the next hour.
A couple hours later, the current is favorable, but not as strong as I had hoped. At best, we are getting an extra knot. I decide I better check on the filters in the engine room.
I am surprised to see another 2” of water on the bottom (it’s a glass bowl) of the fuel polisher. I turn it off and drain the water. There is also a little water in the primary engine filter (there are two side by side. I can select either one or the other or both or none). I switch to the other filter and also drain the primary filter.
Our speed has increased to 8.4 knots. We are north and east of Le Harve and have about 170 nm to go to Vlissingen. I estimate our ETA of 04:00 Tuesday morning, using an average speed of 6 knots, which I think is on the slow side.
We are starting to roll a bit, only 8°, so we deploy the paravanes. We lose about 1/3 to ½ knots, but the roll is reduced to less than 2°.
I go check the filters again and now am dismayed to see a lot more water in both the primary engine and the fuel polisher (FP). In addition, the FP is showing a vacuum of 23”, with 10” being the point I should change it. It is full of crap and must be changed now. I am worried. It means there is far more water in that tank than I had expected. I must change them again, while underway, at least I think that should be no problem.
I switch the Racor to the other filter, and within a minute I hear the engine laboring; then die before I can do anything. I immediately think back to this morning when I had changed this filter and as I had primed it using the electric fuel pump I installed just for this purpose, I had not let the fuel spray out the top like I normally would to ensure the filter had no air. Instead, I half assed it not wanting to get more fuel on myself.
Sitting there bobbin in the English Channel was sort of peaceful. The engine room is almost cozy. It’s warm, not too hot and very little boat movement is felt. I think I should one day sleep down there, but won’t due to the little issue of possible carbon monoxide poisoning. (For that reason one should not cruise with the salon doors open).
OK, I tell Pierre-Jean to turn off the key and thus turnoff the low oil pressure buzzer. And I take my time changing the two filters and then priming all three again.
A few minutes later, all set, ask him to start the engine, it starts, I turn on the fuel polisher, the engine stops. Now, Pierre-Jean is starting to show concern in his voice. What’s happening?
I tell him, don’t worry, be happy, start the engine again. He does, it does and as I fiddle with the valves, turning off the electric priming pump, I am slow to turn on the gravity feed valve, so the engine dies once more.
A few shenanigans later. I reset everything, re-prime everything. Go to start the engine myself, because I know it will need a bit of throttle and it starts, slow at first, but within seconds, back to its normal pitch and ready to go.
While doing all this, I also decided enough of trying to see what is going on with the starboard tank, now; it was a matter of not wanting any more problems with fuel.
I switched back to the port tank, turned on the FP and it ran until docked 36 hours later. Vacuum never got above 3” no more water was seen in it or the primary engine filter.
This video doesn’t exist
We were back underway. The only problem with this kind of stuff is the anxiety it causes. For those next 36 hours, every visit to the engine room was filled with dread. Would there be water? Would the filter be clogged? Did I have two tanks with water in them?
As things got ever rougher, every check increased my confidence that at least that problem was solved. That’s a huge relief.
With the paravanes out, we look like really trawler, so for the second time, we got buzzed by a French military plane. I suppose wanted to make sure we were not trawling for real.
By Sunday evening, at 18:00 the winds were from the NE at 10 knots. Going into the winds at 10 knots is not a problem, at about 14 to 15 knots it starts to become an issue. Since one is going into wind driven waves the period of the waves from the boat’s perspective is reduced, causing the boat to pitch up and down more. This up and down motion, besides being uncomfortable, also greatly reduces the speed of the boat and conversely increases fuel consumption.
Our speed was down to 5 knots, little did I realize that we would never go as fast again.
By midnight, we were down to 1.9 knots. This was partially due to a reduction in rpms because of the oncoming seas, but I made yet another mistake my not think this through.
I had the watch until midnight, and then Pierre-Jean took over until 04:00. During that time I went to by cabin to try to sleep. But we were pitching more and more and I found myself bracing by feet against the wall at the foot of our bed every few seconds. I only got about one hour sleep in the four I was off watch.
As I came back on watch at 04:00 Monday morning, winds were now NE at 15 gusts to 20; seas were only 3’, but right on our bow and very short period. We were pitching about 3° up and down and the rolling was about 4° to each side. Speed was up again with the current to 4.5 knots. But again, I was not understanding that when the current was with us, it would give us a one knot boost for about 4 hours; yet when against us, it would be a negative 4 to 5 knots for 6 hours.
The winds were acting just as forecast three days ago: Less than 12 knots on Sunday, increasing thereafter.
Monday morning, faced with these facts, I should have planned a port for an early afternoon arrival. Pierre-Jean wanted to press on; but so did I. I simply did not want to deal with another country, Belgium. Getting to the Netherlands would make my life easier; form a new phone SIM to better rail transportation. Also, we would be in protected waters so it didn’t matter what the weather did.
All the right reasons for going on, but clearly ignoring the reality.
It had been 24 hours since our departure. Fuel and fuel filters were now OK. But winds were gusting to 20 kts and I knew it was not going to get better!!!
As I look at my log, even now, I am having a hard time understanding what I was thinking. The above rationale notwithstanding, by 14:00 our speed was down again to 2.5 knots, the winds were right on our nose at 20 gusts to 25, the seas were now 4 to 6 feet and our pitching and rolling had doubled from earlier in the morning.
Now was the time to bail out and head for a harbor. We were 12 miles from Calais! Going at our glacial speed it had been off the starboard quarter for hours.
We didn’t and paid the price for the next twelve hours.
A reminder, you can see the details of the route and the location of Dauntless at any time for this coming summer cruise anytime at:
Well folks, as we get closer and closer to summer, the moss in growing under my feet, so it’s getting time to move on. As initially planned a few years ago, this summer will be spent in the Baltic. The attached picture shows the tentative route from our departure from Waterford in late May to our return in early October.
As planned, this voyage will be about 4100 nm with 72 legs spread over 130 days. A bit ambitious, but that’s us. While some of the major stops: Holland, last two weeks in June; East Germany, 4 July; Gdansk, 18 July; Riga, 24 July; Tallinn, 30 July & 15 Aug; Helsinki, 6 Aug; are hard wired in, pretty much everything in between is open and will be determined based on weather, seas and moods.
Our usual mode of travel is about 6.5 knots, consuming 1.5 gal/hr. or 4.2nm/gal (2 liters/km) so the total cruise will need about 1000 gallons, 4000 liters, of fuel. So will need to pick up about 300 gallons along the way, to get back to the UK, Ireland with near empty tanks.
Normally we like cruising one day, then stopping at the same place for two nights. By cruising every other day, it keeps the batteries up and in hot water for about half that time. I am in the process of putting the water heater and washer on the Inverter circuit. Thus we’ll have hot water on the non-motoring days.
For charts, I am using the Jepp C-Map charts running on Coastal Explorer, plus Navionics on my tablet and smart phone. I looking for some large scale paper charts to facilitate the long range planning.
Though we will have cell phone coverage most places, I will have our Delorme InReach running and on Dauntless 24/7 to keep a running track of our trip. I will also attempt to take better pictures, videos and document the trip better.
I really appreciate the postings of Dockhead and Carstenb on Cruisers Forum. Their information and enthusiasm about the Baltic have been contagious.
As always, I’m open to suggestions, but keep in mind that some places are locked and loaded and that no trip is ever perfect.
If anyone knows the price of fuel at the Brusnichnoye Lock on the Saimaa Canal, I’d love that information, but I won’t need to know it until the very end of July. That far eastern jaunt will probably be eliminated in any case, unless fuel is 33 cents a liter, as I do need to cut down some miles.