Galapagos to Marquesas – 7 May 2024 – Day 6– New Record Longest 24-hour run (195nm) and Electrical Solution.

In yesterday’s blog we had an electrical issue which was potentially quite serious and we needed to come up with a solution otherwise this could result in us having no power and therefore potentially unable to make water and/or cook. We can sail without power, but we would have to sail in the old-fashioned way by compass and estimated position using paper charts, although the chart we have is a Pacific Ocean chart and not that detailed. We have a Garmin Device which will give us GPS but that needs charging so we would not be able to use it for long if we had no power. We have a sextant and provided we can work out the calculations this should help confirm our estimated position. We would not be able to download weather information and so would have to hope we will not run into anything nasty. On reflection it just shows how much we rely on power and electronics, which our sailing predecessors never had.

We were waiting to hear from the electrical expert that I had text and we had thought of a number of solutions, but we needed to confirm things before we decided on the solution. In the meantime, we were sailing along well and running the boat and our batteries were being used up. We were not sure what was running on the 12-volt system and what was on the 24-volt system. The risk was that if the auto pilot which is steering the boat stopped or cut out we would need to grab the helm quickly to stop an uncontrolled gybe which could break our boom and cause considerable damage. We would then be sailing without any lights and would have to sail by compass which would not be easy and as we may not have the chart plotter so we would be back to the old-fashioned methods.

Charles and I were on at 8.00pm until 11.00pm and we were watching the 12-volt battery. A normal battery when it is being charged should display about 14.4 volts and once charge should not be showing less than about 12.6 volts. When we had turned off the charger earlier, it was only showing 11.2volts and as we came on watch it was down to 10.7 and then went to 10.4volts. We had a message which came up on the VHF showing low voltage. We therefore thought we needed to charge to get us through the night. We had no alterative, so we put on the generator and monitored the battery. We did not want to charge for too long due to the battery discharging sulphur type gas, which is highly flammable and it gets hot which is not ideal in such a situation. We charged therefore for 25 minutes which gave it a burst and it went back up to 11.2 volts which should last us through the night. This short charging did not help our 24-volt batteries which also needed charging and the 25 minutes did not give them enough charge. At this stage it was not clear how to stop the 12-volt charger and just allow the 24-volt charger to continue.

We came off watch and Mark & Joyce took over followed by Keith and Ian and luckily the battery did not die or cut off the autopilot or instruments although we were ready just in case. Charles and I came back on watch at 5.00am and the battery was 10.7 volts, but the 24-volt system was down to about 68%. I normally do not like it to go below 70%. Charles and I chatted things through and I went into the engine room to see whether we could switch off the 12-volt charger so I could charge the 24 volt batteries without worrying about the bad battery getting hot or emitting gases. Whilst there was an on off switch on the 24-volt chargers (there are two), there was no such switch on the 12 volt but just a lead which I guess I could have pulled put but I was loathe to do this without understanding more. I had text the electrical expert Tim Hewitson that  I had used for various electrical works in the UK and was awaiting his response. I also called Transworld Yachts and spoke to Jeremy Mason who is the Hallberg Rassy agent in the UK. He thought the proposed solution we came up with was a sensible one but agreed we should speak to Tim first and he would try and get hold of him and ask him to call me. I also sent Tim anther message saying I need his help as I am about 2,300 nm from my destination and 900 nm from any land and we need to find a solution.  

I had also looked through all the instructions that I had on the boat and I had an electrical booklet which set out the electric circuits on the boat. This was very useful and Charles and I looked at it (or if I am honest he did mainly as my knowledge was not that great) but with his help I gradually began to understand more.  Essentially all that was running on the 12 volt system was the VHF, Iridium Go, SSB radio, Radio/CD player (which are both off), the gas solenoid (which controls our gas system) and the cigarette lighter sockets. It is only really drawing 2-3 amps which is not a lot. Everything else – like the chart plotters, autopilot, instruments and navigation lights are on the 24volt system which was good. If we lost the 12-volt system we would not lose everything and although we could not use our VHF -there is no one out here anyway. Our Iridium Go – we use for emergency calls etc which we may need and without the gas we could not cook. I guess we could bring a gas cylinder in and try and hook it up inside the galley although that would be quite risky.

The options we thought about – was to disconnect the bad 12-volt battery and then use the engine start battery for our 12 volt needs by using the emergency bypass switch which allows you to connect it to the system. However, if you run down your engine start battery then we would be unable to start the engine or the generator which would be a major problem. This would mean that we would have to check this starter battery carefully and ensure that it did not get run down too much. The only issue about this is that these types of batteries were not designed for this purpose but if it is only for a few weeks this hopefully should not be a problem. The other option is to take a wire from the positive terminal of the bad battery to the starter one. The worry here could be that the starter battery keeps trying to charge up the bad battery and so would run it down.

Whilst debating this - Tim did ring and we explained the situation and talked it through. He thought the best option would be to disconnect the bad battery by just removing the positive terminal but making sure it is well insulated and tied away, as if it touches other metal then it will short. He confirmed that the 12-v charger would charge the starter battery and that we can monitor it. This if successful should mean we could operate as normal again provided we kept that battery well charged so that if we needed we can start the engine and/or generator.

We therefore turned off the 12-volt system and removed the positive lead from the bad battery and put it in a thick mayonnaise bottle and taped it and cable tied it out the way. We turned on the emergency switch and put on the 12-volt system again and it is all working normally. We were then able to charge as normal and we now have all batteries charged and we are monitoring the 12-volt starter battery every hour on the log. Thank goodness we have a solution for now, I am trying to order another battery from Nuku Hiva in the Marquesas so I hope they can get me one for when I arrive.

Whilst all this took some time – Charles prepared a loaf f bread under my supervision which turned out well. I also decided that we would put the ships clocks back one hour at 12.00noon so it became 11.00am and I asked Mark and Joyce to do an extra 30 minutes and Keith and Ian to do an extra 30 minutes. We have 4 time zones on this passage as the Marquesas is 4 hours behind the Galapagos. I will spread these 4-hour changes over the passage.

There was great excitement as to the 24-hour run to 12.00noon as we had been sailing fast and well and the sea state had not been too rolly. We had a record yesterday at 179 nm which was an average of 7.46 kts per hour. Mark guessed that for today we would do 185, me-191, Keith 192, Ian 193, Joyce 198 and Charles 200nm. When we came to 12 noon – we had done 195 nm for the 24-hour period which was an average of 8.125 kts – a Stormbird record in my ownership and I know one day we will exceed 200 nm. This cheered us up as well as having sorted the electrical issue for now.

Keith made a salad nicoise for lunch and Mark made coleslaw. We had an enjoyable afternoon chatting and reading and we were still sailing fast and in the right direction. In the 5 days we  had sailed 865 nm and an average of 173nm a day. The picture of the day is Stormbird sailing along in the groove.

We had a great sunset which was about 5.15pm (due to the hour change) and then once dark the stars came out and they were so clear and bright. Mark cooked a fish (wahoo) stew with chorizo and chickpeas. It was delicious and this was followed by watermelon. Mark then made a banana cake which we hope to sample on our 2.00am watch.

Crewing Opportunity

We will arrive in the Marquesas in French Polynesia about 20-23 May 2024 and we will then move through to the Tuamotu’s before getting to Tahiti about the end of July 2024. There may be some space on Stormbird during this period should any sailor/reader be interested in joining for this period or part of it in what must be one of the most distant and beautiful places in the world.

Year Two

In addition, in year two I will be going from New Zealand in early January 2025 across to Sydney and up the Eastern Australian Coast, Indonesia and probably across the Indian Ocean to Cape Town and I will need some more crew.

If there is any interest do email me at  hine.nick9@gmail.com  

The blog will continue as we head off to the Marquesas and beyond.