This episode is part of the continuing story of how we sailed from the cold north to the sunny Mediterranian sea on the european waterways.
In Episode 4 we sail from the last city in Germany, Haren to Holland towards Groningen on the Haren Rütenbrock canal.
Also this episode contains 6 important tips to prepare for and enter locks on the european waterways.
This is our first time in the small locks with lots of current and close to other boats. We have some moderate drama in the first lock where another boat gets close several times and throughout the day in other locks.
We get some plastic in the propeller and the engine stops and the boat is floating in the canal without power.
We sail in a convoy with two other boats, a big red boat and a Finnish one. At the end of the canal the two other boats turn left and we turn right towards Ter Apel and Groningen.
During the day we pass many bridges, some are big concrete/steel bridges others are so small that one man can turn them easily.
This blog post is part of the continuing story of how we sailed from the cold north to the sunny Mediterranean sea on the european waterways.
In Blog #3 we entered the Elbe Weser canal and finally got a taste of some stress free canal sailing.
We continued all the way to Bremerhaven, then up the river Eems to Geeste canal,through Oldenburg and to Haren on the Mittelland kanal.
Here one week later we have reached the last city in Germany, Haren. From here we have to enter the Haren Rütenbrock canal, cross the dutch border then turn right onto the Ter Apelkanaal towards our goal, the city Groningen. It will be a trip of 80 kilometers with 15 locks and around 70 opening bridges and it took us 3 days.
Ready for the first lock in Haren.
In Haren we showed up at the lock at the hour of opening eager to get started and full of positive energy on a nice sunny day.
This was the first time we would be in a small lock with other boats, at this time we still didn’t have much experience with locks. All locks are different and you never know beforehand how to tie up in them and so much can go wrong.
The lock opened up and we entered just after a motorboat from Finland and after us came a large dark red motorboat.
Some of the bollards in the wall were broken and the distance between them was too far for our small boat so we decided to set both ropes on the same bollard in the middle. This also has the advantage that one person can easily control both ropes, standing in the middle of the boat.
Suddenly I noticed that the finnish boat beside us was moving closer to us and I asked him to watch out. One thing to always look out for in locks is to always keep an eye on the other boats as people don’t always notice if their boat is moving. Everybody makes mistakes sometimes in these small locks, there is no way around it.
I’m recommending the finnish captain to check his ropes as I suspect his boat will move again when the water starts to flow into the lock.
The Admiral and I agree that it’s best that she watches our boat towards the finnish boat and that I handle the ropes alone.
It was lucky that we had both ropes together in this configuration and not one rope far away.
The lockmaster closed the gate and water started to flow in. Notice how I tighten up the ropes as the water rises. It is very important in the lock to constantly watch your boat and especially the ropes as water level can sometimes change surprisingly fast.
Again the boat from Finland gets close to La Sardina but the Admiral manages to keep it away. She continues to assist the other boat and it gets close several more times.
The water is now so high that it’s time to move the ropes to the upper bollard.
A curious bystander asks where we are going, I explain to him in German that we are sailing to Groningen in Holland.
Then the lock keeper is collecting a small fee for our transit to Holland, I think the amount was only 5 euros. He is also asking which direction we are going after this canal ends. We will be turning right towards Groningen, the lock keeper will then inform the lock keepers on that other canal that a boat is moving towards them.
The gates have opened and that also means there is a current flowing in the lock and suddenly the finnish boat starts to move back with the current. He is very close to hitting the red boat behind us. Again the Admiral is helping them gain control of their boat.
The finnish boat leaves the lock and I get my receipt and we are ready to leave as well.
As we sail out we can admire the beautiful historic ships on the starboard side.
Tips for locks
A few tips and tricks regarding tying up in locks.
1: Never expect lock keepers to be able to help you in tying up. They will in some cases help you but mostly they don’t have the time and they might not even be at the lock physically. Many locks are remote controlled and the lock keeper might be 20 kilometers away watching you on a camera.
Always be prepared to handle everything yourself.
2: You should always without exception run lines back to your boat and never ever only run them one way. It is dangerous to tie up one way as you would have to crawl up on the ground and back again with your lines. Always avoid using the stairs in locks if possible, they can be slippery, be extremely dirty and pose health problems if you cut your self or may even lack maintenance .
Also you will run the risk of not being able to retrieve your lines when it’s time to leave the lock, your boat might not end up on the level you expect and getting your lines back might be impossible. Tying up after the lock and walking back for your lines will often be difficult also as many locks are fenced in.
3: Have all lines prepared every single time you enter a lock. Always keep all lines well coiled and ready for use with a moment’s notice.
4: Always follow lock keepers instructions without discussions.
They may know that another large boat or even a convoy is on the way and they want to make sure there is space for those boats also.
If you are sailing a smaller boat like me then lock keepers might insist that you go in last, that is because they want smaller boats to tie up on the side of larger boats. Again to fit so many boats as possible in the lock.
5: Always wear shoes
Being barefoot or wearing flip flops is a bad idea in locks as things often happen extremely fast and you can hurt yourself or others if you are not able to hold your boat because your feet are slipping across the deck.
6: Wear lifewest when in locks.
Lifewest is mandatory in most locks and lock keepers will often refuse to operate the lock until everybody is wearing a west. Falling overboard and being unconscious in a lock with strong current is very dangerous and a number of sailors die for that very reason every year.
Feel free to ask questions about locks or anything else in the comments below.
Under the bridges
We have reached the first of 70 opening bridges that we need to pass on our trip to Groningen. Together with the finnish boat and the red boat we are sailing in a convoy so they don’t have to open the bridges too often. The lock keepers are sometimes stationed on a specific bridge all the time but often they are following us on mopeds, cars, bicycles or even by walking depending on distance between the bridges and locks. Bridges vary from large steel reinforced concrete bridges to small bridges that can be opened manually by one man swinging them to the side.
We continue along the canal and it quickly becomes routine with the bridges, the workers know where our convoy is and they know almost to the minute when we will arrive at the next lock or opening bridge.
On a stretch without locks and only bridges the Admiral organizes some breakfast.
We are inside another lock with the finnish and the red boat again. This time the big red boat is directly behind us.
Also in this lock it seems to be best that I control the ropes and the Admiral keep an eye on the finnish boat in case of problems. The current is very strong in these locks and it’s difficult to control the boats.
I look back often in this lock because the large red boat is very very close to our mast on deck. But there is no problem from that direction.
We continue and pass the border to Holland, it is the tiny blue sign up there. And then suddenly out of the blue engine problems.
Without warning the engine died with a clunky sound and slowly the boat drifted helplessly in the canal. The best I can think of is to steer the boat closer to land so we are not blocking the canal at the least. The Admiral tries desperately to hold on to anything on land, but there is not much to hold on to.
The large red motorboat passes us and asks what is going on, I shout back to them that we hit a piece of wood or something.
When we have the boat under control close to land I pull up the outboard engine and discover a plastic bag is stuck in the propeller. Get it cut off with a knife and start the engine up again, but it acts up a little in the beginning. Have to restart it a few times before it runs normal again.
That was quite a shocker, but luckily the bag didn’t do any damage to our engine. On our trip to the mediterranian ocean this would happen a handful times again, but luckily it never did any damage to our engine
We have reached the last lock and bridge on this canal.
The finnish and the red motorboat both turn left and we turn right towards Ter Apel. Today’s first convoy has ended, but we did meet the finnish boat again in Amsterdam some months later.
We continued along the Ter ApelKanaal and later that day we were part of yet another convoy while sailing towards Groningen.