Marginal Maritime Advice

Marine Cafe Blog.....

2011-05-17T14:27:00.000-07:00

Might want to check out a way cool blog at http://www.marine-cafe.com/

Bertram Fuel Tanks

2011-05-17T08:42:00.000-07:00

Tests of fiberglass fuel tanks from a 1967 and 1970 Bertram:

Testing Summary:

To date, the testing done by IMS, LLC indicates that the two fuel tank samples have undergone some aggressive degradation (40% of their strength) from gas - ethanol fuel blends. The bottoms of both tanks have lost more strength than the tops. The older tank (1967) was laminated to a much higher level of quality in terms of entrapped air and fiber roll out. The mode of property reduction in the newer tank (1970) appears to be both resin softening and loss of adhesion between fiber and resin. This is evidenced by a moderate loss in both strength and stiffness. The older tank has lost nearly a similar amount of strength but has retained all its original stiffness. This indicates some resin degradation has occurred but no loss of the fiber/resin interface’s integrity has occurred.

Should check for presence of ethanol using the following methods -

To check for ethanol in gasoline - use two bottles, with calibrations in ounces.
In one bottle put ten ounces of gas from the suspect tank, in the second bottle - put two ounces of tap water.

Pour the water in to the bottle with the gas, cap off and shake.

Let set and the water will settle to the bottom and if ethanol is present it will absorb the water and the fill line will change from twelve ounces to something else. If this is the case - then the tank should be viewed as suspect - replacing tanks can be a trick.

Poultice Corrosion

2011-03-15T09:34:00.000-07:00

This entire corrosion thing is one of the many dark arts of boat maintenance faced by mariners today. Nothing really happens overnight – and in the case of corrosion related wastage of metals – the deterioration process is usually slow with ample but subtle tell tales along the way to give the alert mariner time to take corrective actions. One of the most insidious forms of corrosion is found as small patches or blooms of white powder-like deposits on aluminum. Poultice corrosion can happen on unprotected aluminum or under bubbling paint. In either case – the amount of wastage can be severe if not discovered and properly treated. Before looking at the cure – let’s discuss the cause.

Here’s a classic example of poultice corrosion – a bare aluminum window frame on a Hatteras which has been damaged by corrosion. Over a period of time, water trapped by debris and dirt against the aluminum frame formed an acidity material call aluminum hydroxide which has perforated the frame leaving white deposits scattered across the sill. Poultice or under deposit attack corrosion may occur when bare, unprotected aluminum surfaces are covered by absorbent materials, dirt, and debris trapping moisture against the unprotected metal surface. In this instance, corrosion attack can continue even when the other surfaces are dry due to the retention of moisture in the poultice. The corrosion mechanism is similar to crevice corrosion in that the covering materials or deposits act to limit the migration of oxygen to the covered area. This leads to acidic shifts in pH, concentration of Clˉ ions in the shielded area, and a more active corrosion potential under the deposit. Negatively charged chloride ions tend to migrate under the deposit to balance the positively charged aluminum ions produced there. The high concentration of chloride ions causes the area under the deposit to become more acidic compared to the bulk solution, further enhancing the corrosion under the deposit with a white, poultice-like material produced (aluminum hydroxide).

Corrosion attack on aluminum surfaces is usually quite obvious, since the products of corrosion are white and generally more voluminous than the original base metal. Even in its early stage, aluminum corrosion is evident as general etching, pitting, or roughness of the surface. Aluminum alloys commonly form a layer of smooth surface oxidation (0.001” to 0.025 thick). This is not considered detrimental as it provides a barrier against corrosion. But when this protective layer is removed – damage can and will happen.

Another real site for problematic poultice corrosion is aluminum fuel tanks. Don’t store cardboard boxes, equipment, or other items on top of tanks. Don’t use moisture wicking materials to cushion tanks against framing structures. ABYC recommends tankage to be installed in accordance with H-24 (gasoline fuel systems) which states that all non-integral tank supports, chocks, or hangers shall be separated from metallic tank surfaces by a non-metallic, non-moisture absorbent and non-abrasive material suitable for the purpose (e.g., neoprene, Teflon, and high density plastics) permanently bonded to the tank surface with impermeable, non-hydroscopic adhesive. Self-wicking material, such as carpet pile, shall not be in contact with a metallic tank.

Another common refuse for poultice corrosion attack is in the deck boxes of aluminum sport boats where stowed fishing gear, nets, towels, and life jacket can trap moisture against bare aluminum.

Poultice corrosion can also occur under chipped paint – the mechanism is the same – trapped moisture against unprotected aluminum. Look at paint bubbles – such as around beauty rings on portholes (don’t be confused by galvanic corrosion). Chipped paint or coatings will promote poultice corrosion – allowing moisture to be trapped against bare metal. The best form of prevention is to properly coat all bare metal surfaces. If not possible, bare aluminum must be kept clean and dry – free of wicking materials. Think about inside airplane wings – aluminium is always coated to prevent corrosion. Maintain regular cleaning and proper coating of all exposed surfaces to prevent corrosion.

Unprotected aluminium should be maintained within a pH range of 6 to 8 where the alloy is stable. In the event of poultice attack, a base solution should be applied to control acidic corrosion. Protective steps would include, but not limited to the use of Alodine®. This material is one step in a multi-stage protection scheme and does not provide sacrificial protection to aluminum alloys. Instead, it acts as a passivating inorganic thin coating over which a primer can be applied. In the same manner, a zinc chromate primer does not provide sacrificial protection but its corrosion inhibiting properties retard but does not prevent corrosion.

Corrosion....

2011-01-13T16:37:00.000-08:00

Galvanic Corrosion Thoughts…To avoid or reduce wastage -

• Thoroughly and carefully coat or paint metals especially in galvanic cells.

• If a coating is used, then use it on the cathode (the metal which is not going to corrode) because coating the zinc anodes will reduce their surface area. Reduce the area of the cathode not the anode.

• If dissimilar metals are causing unwanted corrosion – then one or more of the following should be done –

• Electrically isolate dissimilar metals.

• Select metals that are close to each other on the galvanic series.

• Change the potential between metals (anodes – impressed current systems).

• Properly wire vessels to ABYC standards – no ground and neutral lines connected.

• Use galvanic isolator – transformer.

Anode Selection

• Zinc – Salt Water (make sure to use Military Spec M 18001J zinc anodes).

• Activated Aluminum – an alternative to zinc in sea or brackish waters. Both zinc and activated aluminum do not work well in fresh water unless cleaned monthly.

• Magnesium – Freshwater, potential excessive protection in seawater (short life).

Port Orchard Yacht Sales

2011-01-07T10:47:00.001-08:00

It's a cold, dark, rainy day here in Western Washington - so there's no better place to hang out than Robert Heay's Port Orchard Yacht Sales. Robert has owned POYS for the past 27-years - combined with his 30+ years of sailing experience - makes this yacht brokerage one of the best on the west coast. Stop by and say hi to Rob, Trish (the Fab) and Ken. 360.876.4584.

Sail Rig Inspection....

2011-01-01T09:00:00.000-08:00

Sail Rig inspection guidance from the USCG Sector Honolulu Inspection Note Number 13

- Weekly - all rigging hardware at deck level be thorough cleaned and rinsed.

- Monthly - a thorough inspection of all rigging equipment.

- Annual – a comprehensive (mast standing) inspection of mast and rigging system with rigging slacked off, turnbuckles opened and lubricated with rigging properly tension and re-tuned.

- Every six (6) years - mast removal and disassembly of all components for comprehensive inspection.

- Replacement of stainless fittings every five (5) to ten (10) years for vessels operating in the tropics.

- The USCG Sector Honolulu Inspection Note Number 13 refers to a six (6) year “cycle” – Replace wire every 6 years, terminal fittings every twelve (12) years, and chain plates every eighteen (18) years. This may be as a result of the “tropics” and the beating it gives to stainless steel rigging. Mariners have all seen rigs that are well over ten (10) years old that appear to be in serviceable condition. A conservative estimate may be to use the “six year cycle” for those vessels operating in the tropics. Then move to possibly an “eight year cycle for those operating on the “coasts”. With a “ten year cycle” for those vessels that are used in the northern climates.

Happy New Year....

2011-01-01T08:45:00.000-08:00

Are You A Marine Surveyor ?

2010-12-18T18:16:00.000-08:00

March 2011 Marine Survey Class

2010-12-18T08:55:00.000-08:00

Introduction to the Art of Marine Survey -Yachts and Small Craft

7 to 11 March 2011 – 0830 to 1700

Nordby Conference Center – Fishermen’s Terminal

Seattle, Washington

Monday

- Welcome and course introduction

- Marine survey and the role of the marine surveyor

- Accreditation societies (SAMS, NAMS)

- Request for services

- Vessel types and descriptions

- Nature of observations and findings

- Use of USCG Navigation - Vessel Inspections Circulars (NVIC) as guidance in

marine survey work.

- Lunch (1200 – 1300)

- Tools used in marine survey work

- Galvanic Corrosion

- Wooden vessel construction, deficiencies, and inspection techniques –

Tuesday

- Recap of previous day

- Wooden vessel construction, deficiencies, and inspection techniques

- Wooden vessel fastenings and inspection techniques

- Observation and recommendations regarding refastening

- Fiberglass vessel construction, deficiencies, and inspection techniques

- Use of electronic moisture meters

- Lunch (1200 – 1300)

- Steel and aluminum vessel construction, deficiencies, and NDT inspection

- Electrical Systems

Wednesday

- Recap of previous day

- Vessel safety systems, lifesaving devices, and regulations

(USCG Auxiliary, Zenith Maritime).

- Sail rig inspection

- Lunch (1200 – 1300)

- Overview of damage surveys

- Marine machinery inspection

- Review of ABYC, NFPA, and CFR standards and recommended practices

- Commercial vessel inspection – passenger and fishing (flag administration

classification and certification schemes – regulations - USCG, DNV)

Thursday

- Recap of previous day

- Vessel stability observations – Capt. David Yell

- Survey reports – content and use of work product by clients, marine lenders,

insurance underwriters, and marine trade professional

- Lunch (1200 – 1300)

- Review of survey reports – nature of minimum content

- Value surveys (Fair Market Value – Best and Highest Use – Comparative Sales)

Friday

- Recap of previous day

- Boat yard – marina inspections

- Lunch (1200 – 1300)

- Preparation of group reports on findings

- Presentation of group reports

- Presentation of Certificates of Completion

Materials (supplied) –

- Student study guide – Zenith Maritime and guest speakers

- Surveying Fiberglass Sail Boats, Henry Mustin

- Federal Requirements for Recreational and Fishing Vessels - USCG

Fuel Hoses.....

2010-12-13T15:58:00.000-08:00

- Flexible fuel hose used in marine applications must meet the requirements of SAE J1527 and must be marked as such (ABYC H-24 and H-33). Flexible fuel hose for marine use is rated for specific applications using a letter – number combination. The United States Coast Guard (USCG) has designated four types of marine fuel hoses – viz., A1, A2, B1, and B2. The USCG requires fuel hose approved for marine applications to be marked “USCG Approved Type __” every twelve (12) inches – along with the date of manufacture (see photograph below of a section of USCG Approved A1 marine fuel hose which is marked fire and alcohol resistant). ABYC Sections H-24 and H-33 specifies fuel hose types and usage for gasoline and diesel fuel systems. Newer alcohol based fuels will cause older approved hoses to deteriorate and leak. Each flexible fuel hose end must be secured by a swaged sleeve, and sleeve – threaded insert, or a corrosion resistant hose clamp. Note – not all Type A hose is designed to be clamped.

Type A1 hose is for critical fuel delivery applications for both gasoline and diesel fuel products due to its good fire resistance and low permeation characteristics. 33 CFR 183 requires that A1 or A1-15 hose be used for inboard gasoline machinery fuel systems. ABYC H-33 recommends either A1 or A2 for diesel fuel applications within engine compartments. Type A1, A1-15, and A2 hose is required and or recommended for vent and fill applications. Type B1 and B2 fuel hose is also recommended for use as vent and fill hose outside the engine compartment where a break in fuel systems will not result in the discharge of not more than five (5) ounces of fuel in 2-1/2 minutes. All fuel delivery, fill, and vent hoses must be of proper specifications. The use of non-marine grade hoses, such as used in automobiles, is not recommended. Gasoline and diesel fuels have a profound effect on hoses. Fuel hoses should routinely wiped with a clean, dry cloth to check for excessive fuel order which could indicate leakage.

Strait of Megellan Blogspot

2010-10-22T15:00:00.000-07:00

I like to welcome Capt Robert Reeder to cyberspace - please visit his new blog at http://wwwstraitofmagellan.blogspot.com. Robert is a well trained practitioner of marginal maritime advice and I encourage all of you to follow his exploits.

Zenith Maritime Services

2010-08-24T05:25:00.000-07:00

What do we do (Seattle and Nation wide)?

· Yachts and Commercial Vessels Marine Surveys
· SAMS & ABYC
· Hull and Machinery
· Steel, Aluminum, Wood, Fiberglass
· Fastener Inspection
· UT Gauging – Coating Thickness Measurements
· Vessel Stability
· Consulting
· USCG and DNV Classed Vessels
· Marine Survey Classes and Training
· USCG Approved License Training AB to Master 200
survey@zenithmaritime.com – 360.471.6148

METAL BOAT SOCIETY FESTIVAL SPONSOR

PORT TOWNSEND WOODEN BOAT FESTIVAL SPONSOR

Metal Boat Society - August 21th - Port Angeles, Washington

2010-08-17T09:50:00.001-07:00

I am speaking on Saturday, 21 August at the Metal Boat Society gathering at Port Angeles - here's my notes for my talk on surveying metal boats -

Metal Boat Survey Notes

aka

Preventive Metallurgy

Deficiencies –

• Wastage – Erosion - Corrosion (physical - chemical – electrical) – stray current and galvanic.

• Hull – Framing Damage (dents, buckling between frames, notches)

• Weld Seams – decay and faying surface corrosion (between hull shell and frame) from incomplete welds (usually a concern in recreational vessels).

• Non-marine metal alloys

Inspection –

• Visual and tactile observations

• Percussion testing

• Gauging – UT or Borings

• Probing

• Hull Potential

Steel Vessels -

• NVIC 7-86 Inspection and Repair of Steel Vessels

• Relative Inexpensive – good build strength – doesn’t fatigue easily

• Iron and Mild Steel (carbon steel) – rusts, wastes away in submerged in seawater at about the same rate. In still seawater, unprotected steel wastes at a rate of about 7 mils per year – so 1/8” (0.125”) hull plate will last about 24 years. In the splash zone wastes away at about 15 mils per year. An additional 2-knot current will increase wastage to 2X to 3X.

• Subject to galvanic corrosion, impingement (erosion), and weld decay.

• Protection Schemes – Coating (paints, epoxy, fiberglass), galvanizing, dry, Cor-Ten alloys, cathodic or impressed current protection. Remove all rust – don’t paint over flaking rust (galvanic cell – rust oxide is about 0.3 volts more noble).

Stainless Steel –

• Expensive

• Stainless – is just stainless not stain-proof. The addition of chromium (> 10%) increases resistance to corrosion due to the tight layer of surface oxidation (passive state). Marine grade stainless is austenitic (non-magnetic iron).

• Subject to corrosion in active state (no O2 acts like iron “crevice” - and w/o zincs in saltwater “pitting”), weld corrosion, stress and corrosion fatigue.

• Marine Grades 304 and 316 for deck fittings but suffer from pitting corrosion when submerged in still sea water.

• Questionable alloy content in foreign made fittings, stainless plated brass/bronze castings.

• Protection Schemes – expose to flowing water, air, cathodic protection.

• Unprotected Galvanic Potential – 316 (active) 570 to 680 mv DC, 930 to 1030 (passive) - (zinc reference cell).

Aluminum Alloys –

• ABYC Project T-1 and NVIC 11-80 deals with aluminum vessels.

• Marine grades are 5000 and 6000 series – hull plate is from the 5000 (magnesium) and extrusions are 6000 (magnesium and silicon).

• Hull plating - 5083 (higher weld strength) or 5086 H-116 (highest corrosion resistance) – for structural members 6061 T-6 (most common) or 6063 T-6.

• High strength to weight/thickness ratio.

• Fatigues easier than steel – prone to stress corrosion cracking (notches – sharp bends). Alkaline will cause aluminum corrosion – so better to protected using zinc anodes rather than magnesium (more electrically active).

• Prone to poultice corrosion.

• Aluminum is low on the galvanic scale – all other marine metals are a concern.

• Protection Schemes – coating (barrier coat), cathodic protection, avoid direct contact with dissimilar metals.

Copper Alloys -

• Brasses (Cu/Zn) – yellow, Admiralty (70/30), Naval Brass or Tobin Bronze (60/40) – all subject to alloy breakdown (dezincification – addition of tin/arsenic, helps to reduce galvanic protection), stress cracking.

• Manganese bronze commonly used in propellers, shafts, deck fittings is a high Zn brass (40%) with the addition of manganese to increase strength. Bronze and Cu/Ni Alloys (Zn free Cu alloys containing tin) – aluminum (90% Cu – 10% Al), silicon (3% silicon) – not subject to dezincification, Cu/Ni alloys (strong and resists corrosion).

• Present day bronzes can have questionable alloy content.

• Protection Schemes – selective use, cathodic protection.

Protection Strategies -

• Coat - paint metals especially in galvanic cells. Thoroughly coat weld seams.

• Good housekeeping – remove debris, tools, fasteners, etc - especially in bilges – spaces – voids – framing members.

• If dissimilar metals are causing unwanted corrosion – then one or more of the following should be done –

• Electrically isolate dissimilar metals.

• Select metals that are close to each other on the galvanic chart. If a coating is used, then use it on the cathode (the metal which is not going to corrode) because coating the zinc anode will reduce its surface area. Reduce the area of the cathode not the anode.

• Change the potential between metals (anodes – impressed current systems).

• Properly wire vessels to ABYC standards – no ground and neutral lines connected.

• Watch for stray current issues. Use galvanic isolator (double diode bridge) – transformer.

Cathodic Protection -

• Every boat is a battery – some larger, some smaller.

• In marine environments – we struggle everyday with galvanic corrosion and cathodic protection.

• The problem - the corrosion (and resultant damage) that occurs at the anode of a galvanic cell is caused by the flow of electronics (galvanic current) from the anode to the cathode through an electrolyte. Usually – the damaging galvanic potential is less than 1 volt DC.

• In 1824, Sir Humphrey Davy mounted iron anodes on the copper hull sheathing of the HMS Samarang to prevent the copper from corroding.

• The plan – reduction or prevention of corrosion of a metal by either coating and or making it cathodic by the use of sacrificial anodes or impressed current to change the protected metal’s potential voltage by at least 200mv DC.

ABYC Project E2, Table II
Recommended Range of Cathodic Protection
(AG/AGCL reference cell in sea water flowing at 8 to 13 ft/sec, temperature range 50 to 80˚F)

Fiberglass Hulls	-550 to -1100mv
Wood Hulls	-550 to -600mv
Aluminum Hulls	-950 to -1100mv
Steel Hulls	-850 to -1100mv
Non-metallic Hulls with Aluminum Drives	-950 to – 1100mv

Pulling Steel Boat Nails

2010-04-21T12:54:00.000-07:00

The best method to remove steel boat nails - spikes is to tack weld a carriage bolt onto the exposed end of the fastener (I use a small inverter welder and 1/16" rod to tack weld a 1/4" X 3" carriage bolt - I like the flat head of the carriage bolt as it mates to the pulling hook on the slide hammer). This trick works well - but be extremely carefully not to catch the planks on fire and or tear up the boat (watch for plank - frame movement). If the fastener does not want to move - leave it alone. If and when it comes out - inspection is straight forward. I usually use hot dipped lag screws to replace removed fasteners. Make sure to check the frame for condition and serviceability (does the fastener harden up in the frame).

Survey Class Schedule

2010-04-21T08:10:00.000-07:00

Introduction to the Art of Marine Survey -Yachts and Small Craft

28 June to 2 July 2010 – 0830 to 1700

Nordby Conference Center – Fishermen’s Terminal

Seattle, Washington

Monday

- Welcome and course introduction

- Marine survey and the role of the marine surveyor

- Accreditation societies (SAMS, NAMS)

- Vessel types and descriptions

- Nature of observations and findings

- Lunch

- Tools used in marine survey work

- Wooden vessel construction, deficiencies, and inspection techniques – guest speaker

- Wooden vessel fastenings

Tuesday

- Recap of previous day

- Wooden vessel fastening inspection techniques

- Observation and recommendations regarding refastening

- Galvanic Corrosion

- Lunch

- Galvanic Corrosion

- Use of USCG Navigation - Vessel Inspections Circulars (NVIC) as guidance in survey work

- Fiberglass vessel construction, deficiencies, and inspection techniques

- Use of electronic moisture meters

- Observations

Wednesday

- Recap of previous day

- Steel and aluminum vessel construction, deficiencies, and inspection techniques

- Use of ultrasonic NDT hull shell thickness measurements

- Vessel stability observations

- Sail rig inspection – guest speaker

- Lunch

- Overview of damage surveys

- Review of ABYC, NFPA, and CFR standards and recommended practices for yachts and small craft

- Commercial vessel inspection – passenger and fishing (flag administration classification and certification schemes – regulations - USCG, DNV, ABS, Lloyds)

Thursday

- Recap of previous day

- Marine machinery inspection – guest speaker

- Lunch

- Survey reports – content and use of work product by clients, marine lenders, insurance underwriters, and marine trade professional – guest speakers

- Review of survey reports – nature of minimum content

- Value surveys (Fair Market Value – Best and Highest Use – Comparative Sales)

Friday

- Recap of previous day

- Boat yard inspections

- Lunch

- Preparation of group reports on findings

- Presentation of group reports

- Presentation of Certificates of Completion

Cost: USD$ 500.00/pp (includes training materials) – please register and pay online at www.zenithmaritime.com. Please click on registration tab at home page – enter marine survey class in location field. Registration –

Marine Survey Class - Yachts and Small Craft

2010-04-21T07:53:00.000-07:00

Zenith Maritime's School of Marine Arts is pleased to announce an introduction to marine survey class starting 28 June 2010 at Fishermen's Terminal - Seattle. This is a week long, 40-hour class covering wood, fiberglass, and metal vessels, systems - machinery inspection, regulations, and report writing. Cost $500 which includes all materials - for more information contact john@zenithmaritime.com.

Take a Bow....

2009-08-13T18:06:00.000-07:00

Got this on your yacht?

A Wall of Water...

2009-08-11T18:48:00.000-07:00

From today's Maritime News Source...

On Tuesday, August 11, 2009, SAFE Solutions, LLC will be showcasing the latest strategies and techniques in dealing with the ongoing problem of piracy on the high seas. The ship “Horizon Challenger” will be outfitted with the Nemesis 5000: a non-lethal, extremely high pressure water system which will repel and deter pirates. The demonstration will be taking place at the Bayonne Drydock, in Bayonne, New Jersey at 1:45PM. The Nemesis 5000 was designed and invented by a former member of the British Special Boat Service with more than two decades experience in dealing with maritime issues. Hector Delgado, President of SAFE Solutions, stated “If you are a pirate, business is booming: According to the ICC International Maritime Bureau’s Piracy Reporting Centre (IMB), piracy attacks around the world more than doubled to 240 from 114 during the first six months of 2009 compared with the same period in 2008. It is something that, ultimately, affects all of us. In fact, Lloyd’s recently stated that the cost of insurance for vessels going through the Gulf of Aden now costs approximately $20,000 per vessel, per voyage. This is staggering considering that just a year ago the same insurance coverage cost just $500. This cost, at least in part, is being passed on the consumer.” The Nemesis 5000 is non-lethal and surrounds the ship with a “wall of water” which prevents pirates from boarding the ship. Further, it does not require specialists for its installation, maintenance, and use. By connecting directly to the ship’s fire suppression system, adequate water pressure is guaranteed. And, if a fire (or even multiple fires) breaks out on board the ship in the midst of a pirate attack, the Nemesis 5000 will not affect the performance of the fire suppression system.

Steering Going Backwards....

2009-08-06T20:49:00.000-07:00

Steerage astern? - you need a flanking rudder - here's a nice example on an sweet little tug up at LaConner.....

A Misplaced Haiku

2009-08-04T19:18:00.000-07:00

Bilge Keel

Rolling chock

More Money

At Dry Dock....

Okay........

2009-08-03T09:04:00.000-07:00

From Maritime News - Holland & Knight

On July 15, 2009, the U.S. Department of Justice announced that the Captain and Chief Officer of a foreign vessel pled guilty in the Eastern District of Louisiana (New Orleans) to charges that included not only the Act to Prevent Pollution from Ships (APPS), False Statements and Obstruction of Justice; but also failure to notify the Coast Guard of hazardous conditions and charges related to presentation of false or incomplete ballast tank reports.The case involved two primary issues: (1) a 24-inch outer-hull crack in the vessel’s rudder stem, which created a condition that adversely affected the safety and operation of the vessel; and (2) fuel oil in a ballast tank due to a leaking “deep” fuel tank in the forward part of the vessel.For the first time, criminal charges were brought against a person for violation of the Non-Indigenous Aquatic Uses and Prevention Control Act 16. U.S.C. § 4711(g). The Chief Officer was charged under the Act because he presented a Ballast Report that did not record efforts by the crew to deal with contamination of a ballast tank by an adjacent leaking fuel tank. The Captain not only failed to report the condition to the Coast Guard, but caused oil-contaminated water to be discharged in an attempt to clean the ballast tank. Prior to arrival at a terminal in New Orleans, the Captain attempted to conceal the condition by ordering that a hose with a stopper at one end and partially filled with water be fitted to the ballast tank’s sounding tube in order to give Coast Guard inspectors the misimpression that the ballast tank was filled with clean water. Those actions led to charges for the failure to maintain an accurate oil record book (i.e., one that recorded the discharge of oil-contaminated water) and Obstruction of Justice.In addition to an APPS violation and Obstruction of Justice – charges frequently seen in vessel pollution cases – the Captain was charged under the Ports and Waterways Safety Act (PWSA) with failing to notify the nearest U.S. Coast Guard Sector or Group Office that hazardous conditions existed aboard the vessel, namely the rudder stem crack and leak between the fuel and ballast tanks.Ports and Waterways Safety ActThe PWSA provides civil and criminal penalties for violating the Act or regulations issued pursuant to the Act. 33 U.S.C. § 1232. Coast Guard regulations require the owner, agent, master, operator, or person in charge of a vessel to immediately notify the nearest Coast Guard Sector or Group Office whenever there is a hazardous condition aboard or caused by the vessel. 33 C.F.R. § 160.215. A willful and knowing violation is a felony punishable by less than ten but more than five years in prison. While not an issue in this case, it is worth noting that using a weapon or “engag[ing] in conduct that causes … fear of bodily injury” to Coast Guard officials enforcing the regulations is punishable by less than 25 but more than ten years in prison.The charges against the Chief Officer involved his presentation to the Coast Guard of a false Ballast Report, which includes soundings and volumes of water in ballast tanks. The report contained false entries and omissions as to the level of liquid in the ballast tank at issue, the specific gravity of the liquid in the tank, and the hydrocarbon nature of the liquid. The Chief Officer was charged with Making False Statements and with violating the Non-Indigenous Aquatic Nuisance Prevention and Control Act.Non-Indigenous Aquatic Nuisance Prevention and Control ActThe Non-Indigenous Aquatic Nuisance Prevention and Control Act provides civil and criminal penalties for violating regulations issued pursuant to the Act. 16 U.S.C. § 4711(g). Coast Guard regulations require the master, owner, operator or person in charge of a vessel to keep written records that include detailed ballast tank and water information, such as the capacity and volume of tanks, the origin of ballast water, and the date, location and volume of water discharged. 33 C.F.R. § 151.2045. A knowing violation is a felony punishable by less than ten but more than five years in prison.The result in this case could have been avoided had the master and chief officer properly reported the unsafe conditions to the Coast Guard, discharged the oil/water mixture in the ballast tank in compliance with MARPOL, not rigged a hose to the ballast tank sounding tube in an effort to trick Coast Guard inspectors, and presented records that completely and accurately reflected onboard efforts to deal with the contaminated ballast tank. Vessel operators must be vigilant in enforcing their environmental compliance plans and requiring crew members to promptly notify authorities of unsafe conditions (such as a cracked rudder stem and contaminated ballast tank). It remains to be seen whether the vessel’s owners or operators will be held criminally liable for the acts of the vessel’s Captain and the Chief Officer – either based on direct knowledge of the events or through a theory of vicarious liability.

Safety Alert...

2009-08-02T18:32:00.001-07:00

The US Coast Guard issued a safety alert advising of a potential problem involving certain ANSUL – High Pressure Carbon Dioxide Fire Extinguishing Systems. There have been several instances where this system has discharged without human intervention. The manufacturer has identified the suspect CO2 cylinder valves as those having a date code between 10-07 and 06- 08. Owners, operators, and masters of ships having such ANSUL systems should immediately check the dates on the CO2 cylinder valves and notify ANSUL if the date code is within the suspect range. Safety Alert 05-09 (7/21/09).

How Much is She Worth?

2009-08-01T08:42:00.000-07:00

Accountant and business consultant Moore Stephens has warned that shipping companies must be able to substantiate any decision to use future cashflow as an alternative to broker valuations.Writing in the latest issue of the firm’s shipping newsletter, Bottom Line, Moore Stephens Technical Partner David Chopping said, “In recent months, many of the world's listed shipping companies have released their financial statements. It has been challenging. Companies have, amongst other things, had to consider whether their assets are impaired. Even a brief review of shipping company accounts highlights the number of impairments made. But many relate to items other than vessels and newbuildings. From a sample of 51 US-listed shipping companies, nearly 30 per cent have recorded impairment losses, but only half of those have recorded any on newbuildings or vessels.” With vessel values falling, many owners will need to consider impairment. Whatever accounting policy is adopted, vessels will always need to be written down if they are worth less than their current carrying value. Market values will always be the starting point for such assessments although, in limited circumstances, it may also be possible to look at future long-term income streams.Under both International Financial Reporting Standards (IFRS) and US Generally Accepted Accounting Principles (US GAAP), the existence of impairment is determined by comparing the book value of an asset with its recoverable amount. The starting point for estimating how much you could get from selling a vessel is a broker's valuation. Such valuations have been called into question by some shipping companies, on three main grounds. Firstly, in a thin market, determining a price will be difficult, so the margin of error increases. Secondly, there are differing opinions about whether a broker valuation really reflects 'fair value'. Thirdly, the market has overreacted. David Chopping explained, “If broker valuations are below book value, a company can still try to demonstrate that its future cashflow exceeds that value. Here IFRS and US GAAP diverge, with the IFRS test based on the present value of future cashflow, and the US test based on nominal amounts. This means that impairments are much less likely under US GAAP.“In both cases, there are two main methods of using future cashflow to support a valuation. The first is to take account of factors not reflected in a broker valuation, such as long-term charters at good rates. Secondly, and more controversially, in those cases where companies have no such factors to take account of, they can use their own estimates.”“Where the result of this exceeds book value they can then at least argue that there is no impairment. However, under IFRS, this does require an assumption that the market is currently mispricing vessels. The assumption will need to be supported, and to survive the sceptical scrutiny of the company's auditor. Only time will tell if such projections were reasonable or unduly optimistic.”

The Week In Review.....

2009-07-31T17:25:00.000-07:00

Vessels surveyed this week -

100' ex-Navy Tugboat being converted inyo yacht service

43' Hunter sail boat

42' Beneteau sail boat

42' Catalina sail boat

77' Aluminum catamran

Working Away Late Last Night...

2009-07-29T09:48:00.000-07:00

We starting surveying a 77' Cat last night - while on the ways...we mapped out each hull, outboard and inboard...laid out a 24" X 18" grid system...then using 2 audio gauging units - the boys and I shot some 800 individual thickness reading. We will finish up the machinery and internal structure on Friday....

Congrats....

2009-07-29T09:45:00.000-07:00

Many mui congratulations to Skip Anderson's class upon completing their OUPV training at Flagship Maritime Training Center in Fife....

Charles O. Haughey
Philip J. Johnson
Cynthia L. Phelps
Nathan Beckett

Hi Ho ... off to work I go...

2009-07-27T20:44:00.000-07:00

Tomorrow's weather in the greater Seattle area is supposed to be close to 100...two surveys on tap - a Hunter 42 fractional sloop in the am in Port Orchard then catch the Seattle ferry for an 77 foot catamaran.

The Fourth Law of Mariginal Maritime Advice....

2009-07-26T18:51:00.001-07:00

The Fourth Law of Ballistics states - as it pertains to vessel maneuvering....

Small speed - small crash

Big Speed - big crash

Learn it - love it - live it

Cat 30 Smile...

2009-07-25T05:33:00.001-07:00

Here's a Cat 30 smile that went bad - wasted keel bolts allowed the ballast keel to separate from the underbody .... this boat started to take on water. This is one area where a surveyor can't see. You can sound the keel bolts - but there's no magic bullet to determine if they're completely rusted off unless you drop the ballast - no cheap or easy task. bring on the 5200 and pray....

Cosco Busan Pilot Jailed

2009-07-23T10:26:00.000-07:00

From Maritimes News -

John Joseph Cota, the pilot who caused the Cosco Busan, a 900-ft long container ship, to collide with the San Francisco Bay Bridge and discharge approximately 53,000 gallons of oil into San Francisco Bay, was sentenced to serve 10 months in federal prison by U.S. District Court Judge Susan Illston for the Northern District of California, the Justice Department announced.Cota, who was a licensed bar pilot at the time of the collision, gave commands that caused the 65,131-ton Hong Kong-registered ship to collide with the bridge on Nov. 7, 2007.Cota was sentenced according to an agreement in which he pleaded guilty to negligently causing discharge of a harmful quantity of oil in violation of the Clean Water Act (CWA), as amended by the Oil Spill Act of 1990 - a law passed in the wake of the 1989 Exxon Valdez disaster - and to violating the Migratory Bird Treaty Act, by causing the death of protected species of migratory birds.In papers filed in court, prosecutors told the judge that Captain Cota should receive a sentence of incarceration because he was "guilty of far more than a mere slip-up or an otherwise innocuous mistake that yielded unforeseeably grave damage. Rather, he made a series of intentional and negligent acts and omissions, both before and leading up to the incident that produced a disaster that, as widespread as it was, could have had even worse consequences.""Captain Cota abandoned ship by not following required safety procedures which then resulted in an environmental disaster" said John C. Cruden, Acting Assistant Attorney for the Justice Department's Environment and Natural Resources Division."The court's sentence of John Cota should serve as a deterrent to shipping companies and mariners who think violating the environmental laws that protect our nation's waterways will go undetected or unpunished," said Joseph P. Russoniello, U.S. Attorney for the Northern District of California. "They will be vigorously prosecuted."Prosecutors provided the court with a list of Cota's errors that included the following:Captain Cota left in extreme fog that was so thick that the bow of the vessel was not visible from the bridge. Captain Cota made the decision to leave in the fog while the pilots of six other large commercial vessels decided not to depart in the heavy fog which was less than 0.5 nautical miles.Having made the decision to leave port in impenetrable fog, Captain Cota took no action to assure the fortification of the bridge or bow watch or review the passage plan with the master and crew of the Cosco Busan. In particular, Cota failed to have a master-pilot exchange to review the transit plan.Captain Cota has subsequently claimed that he found both radar unreliable, but he did not notify the master or the Coast Guard that a required piece of equipment needed to safely navigate the ship had failed. Meanwhile, the captured images of the radar retained on the ship's computer show that the radar was fully operational.The tape recorded conversations from the ship's bridge show that Captain Cota was confused regarding the operation of the electronic chart system upon which he chose to rely including the meaning of two red triangles that marked buoys marking the tower of the bridge that he eventually hit.At no time during the voyage after leaving the berth at 8:07 a.m. and prior to 8:30 a.m. did Captain Cota, or any of the ship's crew, consult the ship's official paper navigational chart or take a single positional fix. Captain Cota did not ask any crew member to take any fixes or verify the ship's position despite the lack of visibility. After the incident, Cota told the Coast Guard he did not request fixes because it is like "driving your car out of a driveway."Prosecutors also filed papers showing that Captain Cota had failed to disclose his medical conditions and prescription drug use on required annual forms submitted to the Coast Guard.The discharge of heavy fuel oil from the Cosco Busan fouled 26 miles of shoreline, killed more than 2,400 birds of about 50 species, temporarily closed a fishery on the bay, and delayed the start of the crab-fishing season. Monetary damages to the bridge, ship and private parties were in the tens of millions of dollars. Clean-up costs have been estimated to exceed $70 million. The birds killed include Brown Pelicans, Marbled Murrelets and Western Grebes. The Brown Pelican is a federally endangered species and the Marbled Murrelet is a federally threatened species and an endangered species under California law.Cota was licensed by the Coast Guard and California as a Bar Pilot, according to the indictment. He was a member of the San Francisco Bar Pilots and had been employed in the San Francisco Bay since 1981. In California, large ocean-going vessels are required to be piloted when entering or leaving port.The grand jury indictment also charges Fleet Management Limited (Hong Kong), a ship management firm, with the same alleged offenses as well as false statements and obstruction of justice charges. Trial in that case is set for Sept. 14, 2009. An indictment is merely an accusation. All defendants are presumed innocent until proven guilty at trial beyond a reasonable doubt.The investigation has been conducted by the Coast Guard Investigative Service, the EPA Criminal Investigation Division, the Federal Bureau of Investigation, the U.S. Fish and Wildlife Service and the California Department of Fish and Game, Office of Spill Prevention and Response.The case is being prosecuted by Assistant U.S. Attorneys Stacey Geis and Jonathan Schmidt and Special Assistant U.S. Attorney Christopher Tribolet of the U.S. Attorney's Office for the Northern District of California, and Richard A. Udell, Senior Trial Attorney with the Environmental Crimes Section of the U.S. Department of Justice.Under the Crime Victims' Rights Act, crime victims are afforded certain statutory rights including the opportunity to attend all public hearings and provide input to the prosecution. Those adversely impacted by the oil spill are encouraged to visit http://www.usdoj.gov/usao/can/community/Notifications to learn more about the case and the Crime Victims' Rights Act.

Thru Hull Fittings

2009-07-23T06:22:00.000-07:00

Regarding the practice of double clamping hoses raw water hoses found below the water line - the usual drill is that hoses be secured with two (2) all stainless steel hose clamps. ABYC only recommends that exhaust and stern tubes be double clamped to prevent accidental flooding. If the hose barb is of sufficient length to land a second hose clamp – then double clamping raw water hoses is strongly advised. Unfortunately, some hose barbs are too short to accommodate two clamps. If the second clamp lands just past the end of the barb there's a chance that it might pull the attached hose partially off the fitting - so be careful about double clamping.

Cat 30 Survey

2009-07-21T20:08:00.001-07:00

I was surveying a Cat-30 today….a couple of things about older sail boats. First – water always finds a way through inboard or deck chainplate penetrations – usually taking out the plywood bulkheads in which the shrouds - chainplate fixtures are attached to. The above picture is a plywood hanging knee which takes the load from the shroud into the hull structure – water has made its way into the plywood – you can see that delamination well underway. The fixture is pulling upwards and out through the damaged wood (inner plys are moveing upward with the fasteners). This is not good – but fixable. The point here is always inspect and re-bed those cover plates to reduce water leakage. Another point is to routinely check chainplate fasteners – they’re usually loose – and when the rig moves they move – round fastener holes become egg shaped – which eventually works the bedding under those chain plate deck covers – which invites water into the cabin onto the bulkhaeds. It’s a never ending circle. I usually recommended tightening the chain plate fasteners to the builder’s specs – but never crush the wood beneath the fastenings.

Marine Engineering Course...

2009-07-20T19:36:00.001-07:00

I spent part of the day discussing our new marine engineering courses with Zenith instructor

Chuck Solarek....he's hard at work aboard the Wildrose in Ballard developing power points for his up coming classes at Flagship Maritime Training Center in Fife. Contact Chuck at chuck@zenithmaritime.com for additional details and information on his classes.....

Seattle Boat Builder Norm Blanchard...

2009-07-18T20:37:00.000-07:00

One of the best and well known wooden boat builders on the west coast - Norm Blanchard passed away on July 9th. His Lake Union boat yard built over 2,000 vessels.

Wooden Boat Festival....

2009-07-18T07:18:00.000-07:00

Our cast and crew of instructors will be dishing out the boaters breakfast (again) this year at Port Townsend Wooden Boat Festival...last year Chris, Pat, Ted, Paul, Jack, and I pumped out a bunch of breakfast burritos - stay tuned for this year's menu which debuts on 12 September.

Zenith Maritime helps to sponsor the Wooden Boat Festival - for more info

www.woodenboat.org/festival

Seattle OUPV - Master Class

2009-07-17T07:03:00.001-07:00

We have a few seats still open for our July 27th OUPV - Master 100 license training class starting July 27th here at Fishermen's Terminal - Seattle, Class will run M - F for 2 weeks. For more info contact john@zenithmaritime.com.

Marine Engineering Training.....

2009-07-16T08:51:00.000-07:00

Zenith Maritime welcomes Mr. Charles “Chuck” Solarek to our faculty of professional instructors. Mr. Solarek brings his 26-years of experience aboard nuclear submarines in the US Navy in the repair and maintenance of marine propulsion machinery - auxiliary systems to the classroom with two new training courses.

Sound Marine Engineering Practices - This is an exciting new course for recreational boaters and marine industry professionals covering all aspects of marine engineering – propulsion, electrical, and auxiliary systems. ABYC, CFR, and NFPA requirements will be discussed. This class will be offered at Skip Anderson's Flagship Maritime Training Center in Fife, Washington beginning September 21, 2009 - please contact Skip at 253.227.2003 for registration information.

Commercial Workboat Engineering Practices – This is a course specifically designed for operators and crew of commercial workboats and fishing vessels. Basic diesel engine theory, operations, and repair are covered along with electrical, refrigeration, air, liquid, control, and hydraulic systems. Emphasis on CFR requirements.

Specialized or Custom Training – Please contact chuck@zenithmaritime.com.

Summer Time....

2009-06-29T10:12:00.001-07:00

I will be away from this computer for the next week or so - it's that vacation - work thing....John

Job Well Done...

2009-06-25T20:36:00.000-07:00

One ahhpy bunch of mariners - Congrats to Gar, Michelle, and Keith - upon passing your 56-hour OUPV Bellevue, Washington training.....kudos to Capt Wendell Brunk for being an excellent instructor....

Audio Gauging - Day One...

2009-06-25T05:28:00.000-07:00

Finished the starboard underbody yesterday afternoon - after a good inspection of the hull plating - we determined the plate thickness to be 3/8" with doublers amidships. No significant dents or buckling was observed. We set up a 24" X 24" grid system using caulk lines and long fiberglass tapes starting just above the waterline and down to the garboard weld seam. The vessel is an old shimper with a deep rocker hull - we did about 250 shots yesterday. Today - the portside and transom -

Steel Hull Plate Inspection..

2009-06-24T05:30:00.001-07:00

Naturally - the weather has changed here in Seattle from bright sunny weather to light rain and clouds. Starting a 60' steel vessel today where we will audio gauge the hull plate using a grid system and visual inspection. The guidance is to call out areas where wastage is 25% of original thickness - I will post some pictures tomorrow.

Washington State Ferries Sold for Scrap...

2009-06-23T05:59:00.000-07:00

It was announced that the State of Washington has sold four (4) Steel Electric class ferries for $200,000....they were taken out of service due to wasted hulls.

Nice Start to the Week...

2009-06-22T05:08:00.000-07:00

This morning I am off to survey a German built S&S Loki-class yawl ... it's supposed to be tight seamed plank on frame construction. I will post some details later in the day.

Pacemaker....

2009-06-19T21:25:00.000-07:00

Pacemakers have a distinct keel cut-a-way which - I suppose - makes the vessel easier to maneuver - but also weakens the keel at the after end of the boat. Here's a Pacemaker I just surveyed that had a fractured or cracked keel just forward where the keel depth is reduced --- I believe that this thinner keel materially reduces the integrity of the entire structure - plus coupled with those bridge frames (sans floor timbers) to increase headroom, plus that bonding strap - all makes for trouble in these fine mid-century yachts. The picture clearly shows the starboard side of the keel split right down to the garboard. Since it's kind of a planing hull - imagine the load on the after end of the keel when at speed and the hinge point caused by the cut-a-way keel.

A Mixed Bag....

2009-06-19T05:14:00.000-07:00

Did an underbody and fastener inspection on a 1958 Chris - what a collection of strange things - Chris' are fastened with bronze wood screws - what I found was some alloy breakdown, some missing putty but filled with a blue RV silicon stuff, and what it looks like - the port underbody fastened with brass wood screws -

Opening Up Boat Nail Fastenings...

2009-06-18T05:04:00.000-07:00

Someone asked me the other day how to pull steel boat nails in a more or less non-destructive way...the method I have used is to a have a fire extinguisher handy and a small inverter welder. Open up the fastener - inspect and clean the head off - then tack weld a small carriage bolt onto the head of the fastening and use a slide hammer to extract the nail. A 1/16" rod is usually small enough to slide by the carriage bolt - put the ground on the carriage bolt - touch it to the head of the fastening and work fast. This approach works best with thicker planks - thinner planks and frames I would probably avoid.

Rusting Steel Hull Fasteners

2009-06-17T15:48:00.000-07:00

Here's a clear -but low profile clue to rusting steel fastenings. You can just make out rust blooms around the bungs - open up and exam thoroughly - since boat nails are hard - but no impossible to remove for inspection - a well known insurance company has recommended punching the fastener head with a drift and watch for plank movement and or rust scale.

2009-06-16T06:46:00.000-07:00

I recently surveyed a pinked end schooner. The above drawing shows the lines of a pinky schooner which were well known for their good sea keeping abilities and to take heavy weather. This design started in Europe in the 1600's and became popular here in the US during the mid to late 1770's and was used extensively in New England as fishing vessels.

World's Largest Yacht

2009-06-15T05:17:00.000-07:00

The Russian business tycoon Abramovich just received his 557-foot yacht from a German yard - high end appointments include a submarine. I won't be looking for this loaf at the Ballard Yacht Club anythime soon.

Sometimes It's a Bad Story...

2009-06-12T05:16:00.000-07:00

Yesterday was busy - started with a survey on a 57 foot pinky schooner built in 1993 (cedar on oak fastened with boat nails) - then went onto a 1962 Chris Craft which did not make survey due to a bad transom and wasted fasteners (alloy breakdown)...today - it's pinky schooner day again with seatrial and lift out this morning. Inspecting the fasteners will be a chore....the pics\ is the schooner under sail off of Bainbridge Island.

Getting Ready for Bottom Paint

2009-06-11T05:02:00.000-07:00

Been busy the past few days...the yard is getting ready to splash a 53' Monk trawler today after a refastening job that invloved some 4,300 bronze screws. Been warm since she has been out - will take a day or so for her to take up...

A Dutch Person...

2009-06-09T06:51:00.000-07:00

Here's a good example where a Dutchman can save the day - a section of near the water line planking was found to be soft...initial probing indicated that the softness was just halfway through the plank. The decision was made to use a Dutchman to repair the pocket of soft wood - most likely caused by a bump or a bruise....nice fix for this situation where the damaged material was carefully carved out then replaced. Nice glue surface - the seam below will need to be recaulked.

More Dirigo Compass Pics

2009-06-08T07:08:00.001-07:00

For more information on Dirigo compasses - visit the Dirigo Compass page at http://www.zenithmaritime.com/

More TWIC Stuff

2009-06-07T06:08:00.000-07:00

Good day to you:
Here is a problem that has come to light and that I feel to be very important information for you to pass along to everyone. During the past several weeks I have run up against this problem on multiple occasions and you all need to be aware of delays that it has and is causing.Make sure that you tell your people that when they make their application with TSA to apply for their TWIC card that they identify their occupation as a MERCHANT MARINER. If this is not done then the information gathered at TSA WILL NOT BE SHARED WITH THE COAST GUARD. I believe this is how it is supposed to work.
The mariner contacts TSA to make an application for their TWIC.
If the mariner does NOT state on the application that their occupation is that of a 'MERCHANT MARINER' the information goes nowhere except within the TSA system. The TWIC card will be issued if all is cleared through TSA.
If the information from TSA is not forwarded to the NMC then the mariners application is suspended awaiting additional information, because they (NMC) have no information from TSA. This is causing major problems for the mariner. Even if the mariner sends in a copy of their TWIC, the NMC won't accept it because TSA has not released the information needed to them.
Because NMC does not have this information, the mariners application has been placed into a "suspended" status until this information has been received, will cause the application process to be delayed 10-12 weeks before it goes to an evaluator. This 10-12 weeks, added to an application that has been at the NMC for 4-8 weeks already, awaiting clearance from the Medical Evaluation Branch and then waiting again for assignment to an evaluator is a devastating set back for mariners wanting to renew or to get an original MMC issued.So, I am strongly suggesting that you please tell your people that if they have recently made application for their TWIC to contact TSA either via telephone or the website and change their Occupation to 'MERCHANT MARINER' (if they have not already done so), and then request that TSA forward the information to the CG as quickly as possible. I believe this should be done for anyone who has had a TWIC issued within the past 4 months as well. This is especially necessary if the mariner has made an application to NMC for an original or renewal within this time frame and has not received their new MMC.Here is hoping this information will not be necessary for you to deal with, but it is better to be pro-active than re-active.Thank you,
-- Norleen L. Schumer MaritimeLicensing.com800-562-9758360-447-8328360-616-2730 (fax)

Ballard Maritime Academy....

2009-06-06T05:44:00.000-07:00

Congratulations to those seniors who finished their OUPV training at Ballard High School's - Ballard Maritime Academy. This is the program's second year - where Zenith Maritime partners with Seattle Schools to deliver a USCG license training course to seniors enrolled in the maritime program. Awards and certificates of training were presented last night at the Academy's annual dinner.

Refastening...

2009-06-05T05:18:00.000-07:00

Here are some pics of a refastening project I am currently involved in. The boat was originally lightly fastened with #10 bronze screws - the yard in sister fastening each plank on frame with 2 #14 screws which will make the boat much stronger. At the end of the day - the shipwrights will install about 3,000 screws.

Busy Day...

2009-06-03T05:44:00.000-07:00

At least it's nice weather today - got to survey a 33 foot Carver this morning before she's hauled this afternoon - in between all of this I need to check on a Monk - McQueen being refastened while on the ways on Portage bay here in Seattle.

A Good Read...

2009-06-02T07:53:00.001-07:00

Let me recommend Nigel Warren's "Metal Corrosion in Boats" - a great read of all types of metal wastage and more importantly - how to slow this process down. I like his explanation on underwater problem areas - especially keels and keel bolts.

Closed Again...

2009-06-02T06:06:00.001-07:00

Ballard - both locks will be closed this morning (0630 - 1200) for repairs to the fish ladder.

Barge and Lock Go Bang...

2009-06-01T05:43:00.000-07:00

In mid May - a barge with 2 million gallons of gasoline hit the lock wall while locking through at The Dallas lock on the Columbia River. The barge had double wall hull construction - so no fuel was split into the river - but traffic was held up until the lock was cleared of the barge.

Ballard Locks Closed Monday

2009-05-31T05:49:00.000-07:00

FYI - both locks will be closed from 0700 - 1200 tomorrow for work on the fish ladder.

Go Boating....

2009-05-30T16:17:00.000-07:00

Capr Dory Survey...

2009-05-29T14:25:00.000-07:00

Cape Dory 28 survey in Anacortes yesterday - couldn't ask for better weather for sea trials - the nice boat - misaligned stern thruster - plastic prop hitting thruster tube assembly.

Hi Tech RIB

2009-05-28T06:43:00.001-07:00

eXtreme RIBs introduced the eXtreme 30, entirely constructed of prepreg carbon fiber using state of the art Formula 1 autoclave technology.The hull is manufactured from 4 millimeter solid carbon fiber, in strength the equivalent of 6 millimeters of steel, but at only a fraction of the weight. The hull and other components of the eXtreme RIB are constructed out of prepreg carbon using autoclave technology for the best carbon-epoxy ratio. The prepreg carbon fiber construction pushes the water away from the hull, lifting the boat out of the water. The eXtreme rib, due to its low weight, can be transported much easier than a standard RIB. The boat weighs less than 900 kg.

Another Day at the Ballard Yacht Club

2009-05-27T16:57:00.000-07:00

Another day - another boat trying to die...here's a fine example of a catamaran trying to go the bottom here at the BYC - it's about the 3rd or 4th time this fine vessel has tried to go boating by itself.

Trim Tabs -

2009-05-27T06:57:00.000-07:00

I was on a survey the other day - when a first time big boat buyer asked me about trim tabs - so here's the pitch - Pitch or list of a vessel is controlled by trim tabs mounted on the stern of the vessel. The trim tabs are hinged along an axis transverse to the fore-aft direction of the vessel. A electro-hydraulic system changes the plane of the trim tabs in response to the vessel's operator which senses changes in the fore-aft level or list of vessel. Trim tabs should be always raised in following seas.

Maritime Law Seminar...

2009-05-26T05:08:00.001-07:00

Please feel free to forward this invitation on to those whom you know may be interested in attending this vitally important seminar.

All the best!
Skip

Captain Skip Anderson
USCG Licensed Master 1171259
nepenthe@harbornet.com
(253) 227-2003

Director, Flagship Maritime Training Center
Training Tomorrow’s Professionals Today
3206 20th Street East
Fife, Washington 98424

www.flagshipmaritimetraining.com

Rush Hour Weather Forecast....

2009-05-25T06:17:00.000-07:00

NATIONAL WEATHER SERVICE SEATTLE WA300 AM PDT MON MAY 25 2009

INLAND WATERS OF WESTERN WASHINGTON AND THE NORTHERN AND CENTRALPZZ135-251615-

PUGET SOUND AND HOOD CANAL-300 AM PDT MON MAY 25 2009.TODAY...S WIND TO 10 KT IN THE MORNING...BECOMING SW 10 KT EARLY IN THE AFTERNOON...BECOMING NW LATE. WIND WAVES 1 FT OR LESS. AREAS OF FOG EARLY IN THE MORNING.TONIGHTNW WIND 10 TO 15 KTBECOMING SE AFTER MIDNIGHT. WIND WAVES 1 OR 2 FT. TUESW WIND 10 TO 15 KT. WIND WAVES 1 OR 2 FT. CHANCE OF SHOWERS. TUE NIGHTSW WIND 10 TO 15 KTBECOMING NW AFTER MIDNIGHT. WIND WAVES 1 OR 2 FT. WEDN WIND TO 10 KT. WIND WAVES 1 FT OR LESS. THUNW WIND TO 10 KT. WIND WAVES 1 FT OR LESS. FRIS WIND 10 KT BECOMING N. WIND WAVES 1 FT OR LESS.

Nice Weather...

2009-05-24T06:20:00.001-07:00

It can't get much better - looking at Mt Rainier from Anderson Island (south Puget Sound)....

You Thought This Was A Well Made Boat...

2009-05-23T15:19:00.000-07:00

A few weeks ago I posted a picture of the mast step for a popular sail boat - now here's a picture of the hull - deck joint - looks I did it...globs of resin goo plus dry laminate - nice...

Diesel Improvements...

2009-05-22T05:11:00.001-07:00

MAN Diesel’s first S40ME-B electronic engine has entered service. Yielding 6,810 kW at 146 rpm and an mep of 21 bar, the new engine was built by STX in Korea and is one of six ordered by Intership Navigation of Cyprus to power a series of vessels. The ME-B engine is the prime mover aboard the Pacific Adventure, a multi-purpose vessel built at HuangHai shipyard in China. The newbuilding recently passed its sea-trials successfully. The market requirement for the lowest possible propeller speed in relation to bore size has led to the new ME-B engine having a stroke/bore ratio of 4.4. In turn, the new engine has an increased maximum cylinder pressure, giving rise to an improved fuel consumption that is 2 g/kWh lower than existing, small-bore engines. Thanks to the electronic control of the engine’s parameters, the ME-B is also well-equipped to meet the new Tier-II emission requirements.

Boating Season Troubles...

2009-05-21T05:17:00.000-07:00

Just like Seattle drivers who have to "learn again" to drive on rainy roads every time it rains here - mariners during early boating season adventures have a similar issue with capsizing small craft - just remember that term "reserve buoyancy"

Reserve Buoyancy

–noun Nautical.

The difference between the volume of a hull below the designed waterline and the volume of the hull below the lowest opening incapable of being made watertight.

Origin: 1900–05

Really.....

2009-05-19T16:12:00.000-07:00

Sir,
We write to enquire from you the availability of your product in large quantity for a contract supply to my government. The Iraqi government is presently embarking on massive development and re-engineering in all the eighteen governorate province making up my country after the devastating war. We are therefore inquiring if you can supply your marine products (patrol boats. fishing boats,.. etc) on a contract basis. We shall be willing to submit your product details to the Joint Contracting Command office here in Baghdad for possible consideration if you deemed fit.
The Chairman of the Joint Contracting Command (the Board that assess and ventilate all contracts) has therefore mandated me to contact you via this medium and demand for your position. The chairman possess the right connections within the political power hierarchy of the present government to influence prompt approval of your application as soon as you indicate your interest.
The Board has also taken into consideration the present unstable security conditions on ground in my country and the differential financial regulations that might create hurdles for you. The appropriate requisite requirements shall be waived in your favour for a hitch-free supply. The Finance Ministry here shall mobilize you fully with 100% of your product cost before commencement of the supply contract. We shall expect a monthly or quarterly supply from your company as the budgetted sum might outstrip your present company production capacity. Please note that CIF Port of Umm Qasr or the Port of Aqaba, Jordan might be consider when shipping.
We shall provide more information in respect of the above inquisition upon your response.
Expecting your prompt response.
Regards.
Mr. Farooq Hamoudi
Member, Joint Contracting Command, Iraq (JCCI)

Troubles in GPS Land.....

2009-05-19T07:44:00.000-07:00

Here's a piece from the Guardian UK you should read -

http://www.guardian.co.uk/technology/2009/may/19/gps-close-to-breakdown

Final Ruling....

2009-05-18T09:20:00.000-07:00

The Coast Guard issued a final rule on April 28, 2009 that requires each crewmember on a foreign flag commercial vessel en route to the U.S., or on a U.S. flag commercial vessel coming from a foreign port or place to the U.S., to carry and present acceptable identification when in the navigable waters of the United States (i.e. internal waters and within 12 miles of the shoreline). The final rule can be found at http://edocket.access.gpo.gov/2009/pdf/E9-9634.pdf and is effective May 28, 2009.As a means to alleviate security concerns, Section 102 of the Maritime Transportation Security Act of 2002 (MTSA) required that all crewmembers possess acceptable identification when calling at U.S. ports. On May 14, 2008, the Coast Guard issued its notice of proposed rulemaking (NPRM) to implement this requirement. The following is a link to our previous advisory that discussed the provisions of the NPRM: http://www.blankrome.com/siteFiles/Publications/A95202F8B601308506AE797424D42E95.pdf.After receiving comments, the Coast Guard issued this final rule to implement the MTSA requirements relating to crewmember identification documents. The Coast Guard will now require crewmembers to carry and present on demand acceptable identification when the vessel is in U.S. navigable waters. Vessel owners and operators are required to ensure that crewmembers comply with these requirements. Failure to comply with these new requirements will subject a crewmember, owner, or operator to a civil penalty of $25,000 for each day of violation up to $50,000, or action by the Coast Guard to control the vessel.The Coast Guard proposed the following forms of acceptable identification in the NPRM:• Passport• U.S. Permanent Resident Card• U.S. Merchant Mariner’s Document• Transportation Worker Identification Credential (TWIC), or• Seafarer’s Identification Document (SID) issued by or under the authority of the government of a country that has ratified the International Labour Organization Seafarers’ Identity Documents Convention (Revised), 2003 (ILO 185)The Final Rule has made some changes to the NPRM and clarified the list of acceptable forms of identification. The following highlights some of those changes and clarifications.Seamen’s BooksSeamen’s books issued by foreign governments under the Seafarer’s Identity Document Convention, 1958 (ILO 108), are not acceptable forms of crewmember identification under this new rule. The Coast Guard will only accept an SID issued in accordance with ILO 185 or a passport from foreign crewmembers, unless the crewmembers are able to present a U.S. permanent resident card or TWIC.U.S. Outer Continental Shelf (OCS) WorkersA location on the OCS is not considered a foreign port or place. Therefore, workers on the OCS do not need to obtain any additional identification documents other than what they are already required to possess to work on the OCS.New Merchant Mariner Credential (MMC) ApplicabilityThe Coast Guard has recently consolidated U.S. merchant mariner credentials into a single credential known as the MMC. The Coast Guard has now confirmed that the MMC is added to the list of acceptable crewmember identification.Force Majeure ExceptionThe NPRM stated that requirements of the rule would not be “enforced against crewmembers and operators on a vessel bound for a U.S. port or place of destination under a claim of force majeure.” To clarify its intentions, the Coast Guard has revised the rule to state that the requirements of this rule will not apply to such crewmembers and operators.Vessel owners, operators, and crewmembers should ensure that they are in compliance with this new rule prior to May 28, 2009.

ATONS -

2009-05-18T08:53:00.000-07:00

With boating season upon us - let's all take a moment to review aids to navigation -

“The waters of the United States and its territories are marked to assist navigation by the U.S. Aids to Navigation System. This system employs a simple arrangement of color, shapes, numbers, and light characteristics to mark navigable channels, waterways, and obstructions adjacent to these.

Aids to Navigation can provide a boater with the same type of information that (car) drivers get from street signs, stop signs, road barriers, detours, and traffic lights. These aids may be anything from lighthouses to minor lights, day beacons, range lights, and sound signals, to lighted or unlighted buoys. Each has a purpose and helps in determining location, getting from one place to another or staying out of danger. The goal of the U.S. Aids to Navigation System is to promote safe navigation on the waterway.

The U.S. Aids to Navigation System is intended for use with Nautical Charts. Charts are one of the most important tools used by boaters for planning trips and safely navigating waterways. Charts show the nature and shape of the coast, buoys, and beacons, depth of water, land features, directional information, marine hazards, and other pertinent information.

The primary components of the U.S. Aids to Navigation System are beacons and buoys.

Beacons are aids to navigation structures that are permanently fixed to the earth’s surface. The range from lighthouses to small, single-pile structures and may be located on land or in the water. Lighted beacons are called lights; unlighted beacons are called day-beacons. Beacons exhibit a day-mark to make them readily visible and easily identifiable against background conditions. Generally, the day-mark conveys to the boater, during daylight hours, the same significance as does the aid’s light or reflector at night.

Buoys are floating aids that come in many shapes and sizes. They are moored to the seabed by concrete sinkers with chain or synthetic rope moorings of various lengths connected to the buoy’s body. They are intended to convey information to the boater by their color and shape, by the characteristics of visible or audible signal, or a combination of two or more such features” (USCG US Aids to Navigation System, 1/2001).

Need To Know

The United States utilizes the IALA (International Association of Lighthouse Authorities) Region B system running in a clockwise direction around the United States. This means south along the Atlantic (east) coast, west across the Gulf (coast) of Mexico, north on the Mississippi River (Western Rivers), and north along the Pacific (west) coast. This is known as arbitrary assumption.
A lateral aid’s meaning or significance is denoted by its color and shape.
IALA Region B means keeping the red buoys to starboard when returning from sea. Red and Green navigation aids convey lateral significance. Red Right Returning

Returning from sea…………….and returning to sea
Red aids are marked with even numbers and green aids with odd numbers. Both red and green aids grow in numerical value when viewed returning from sea (i.e., red aids 2, 4, 6, 8…etc., green aids 1, 3, 5, 7…etc.)

“Red Right Returning” (Red “even” numbered marks "Red Headed Nuns Get Even"). Unlighted RED buoys are called “NUNS” - unlighted GREEN buoys are called “CANS”

Day-beacons are planted in the dirt. Red triangle shaped marks equal the 3-R’s or “Red Right Returning”.

Preferred channel aids with both red and green horizontal color bands have lateral significance. They indicate the presence and direction of a primary channel by observing the aid’s top most color band as you would with either an all red or all green aid. The lower color band indicates the presence of a secondary channel.

Red or green aids are often fitted with a quick flashing light to indicate a bend or turn in a channel or fairway.

Yellow aids and buoys indicate a special situation and never convey lateral significance. They (yellow aids) indicate the presence of a VTS, the ICW, fish traps, etc. Yellow marks indicate a special situation

Red and White aids are called safe water buoys and have no lateral significance. These sometimes indicate the start-end of something, such as a buoyed channel and can be passed on either side. Sea buoys - Always Morse code (A)

Red and Black buoys indicate an isolated danger immediately below or adjacent to the aid and have no lateral significance. Always approach with due caution and attention. Black Balls of Death

Diamond shaped, checkered aids convey no lateral significance they convey information regarding location.

White aids with an orange boarder with diamond, square, or circle in shapes, have no lateral significance. These convey important information such as shallow water, reduced speed zones, or other regulatory information.

Range markers are used in pairs to indicate the center or safe water of a fairway or channel when vertically aligned.
Light Color - Red, green, yellow, and or white. If the light color is not designated on the chart, the color is white. See Light List.
Light Phase Characteristics – Light sequences or pattern of light shown within one complete cycle of the light. See Light List.
Light Period – The length of time required for the light to progress through one complete cycle of changes. See Light List.
Buoys - Buoys can be lighted or unlighted and are attached to a sinker which keeps it in its charted or reported position. A buoy’s color and shape are significant. Charts will show a buoy with its color, shape and light characteristic. Use the Notice to Mariners to update charts on a regular basis….a chart correction card shows the correction dates per chart.
Lighthouses - These are major structures with distinctive color and light schemes (or sequences). Many lighthouses also have sound signals - very useful in thick fog. You will find the necessary information (sound, light color and characteristic, name, height and nominal range - the distance at which the light is well visible in clear weather. It is very required to have the Coast Guard Light List in your possession - it contains a lot of useful information.
Daybeacons - These are structures similar to beacons, except they are unlighted and are usually single-pile.
Minor Lights and Beacons - These are much smaller than lighthouses, but also give light signals. They are single- or multi-pile structures, although sometimes can be also skeleton or masonry towers. They have dayboards which are plywood boards with significant shapes and colors, numbers or letters, and a reflective tape around them.

Sail....

2009-05-16T06:53:00.001-07:00

Over 200 sail boats and 1,100 mariners are participating in the National Offshore One-Design Regatta off of Shilshole this weekend here in Seattle....

At Last - No Rain, More Boats, More Sun Here in Ballard

2009-05-16T06:16:00.000-07:00

The Alaska fleet is getting fixed up next door for the next fishing season -

Four for Four...

2009-05-15T05:09:00.001-07:00

A job well done - a happy bunch of mariners just finished the big dance for their licenses at Fishermen's Terminal last night. From left - David, Robyn, Bob (who did a 2,025 mile commute for class), John and Bobbie. A job very done. Congratulations!!

License Exams...

2009-05-14T05:41:00.001-07:00

Well...my current Seattle OUPV class started exams last night - everyone made it through chart navigation and nav general - tonite is the big dance with rules and deck.

Monel...

2009-05-13T05:15:00.000-07:00

I was surveying a Stephens 36 last week that had Monel fuel tanks...it's an alloy which was very popular at one time but now days - no one hardly no what it is...never the less it's a great marine metal but very exoensive...Monel is a nickel-copper alloy, first developed in 1905, containing about 66 percent nickel and 31.5 percent copper, with small amounts of iron, manganese, carbon, and silicon. Stronger than pure nickel, Monel alloys are resistant to corrosion by many agents, including rapidly flowing seawater. They can be fabricated readily by hot- and cold-working, machining, and welding. Monel is a registered trademark of the International Nickel Company.

An Interview with the USCG Commandant

2009-05-12T06:24:00.000-07:00

Admiral Thad Allen, Commandant of the Coast Guard, spoke with MarineNews about the merchant mariner credentialing process, TWIC, the new Centers of Expertise and the modernization of the Coast Guard's internal organization. Visit the Commandant's blog at www.uscg.mil/comdt/blog for more of his perspectives on the workings of the Coast Guard.What's the Coast Guard doing to simplify the merchant mariner credentialing process?Merchant mariner credentialing has been the subject of a lot of concern and reforms going back 10 or 15 years, to when I was a field commander. The goal is to create better standardization, better efficiencies, a central screening and vetting of applicants, and ultimately, reduce the wait to get biometrics, (fingerprints, etc.) from the field. Then align that with the current Transportation Worker Identification Credential (TWIC) card along with a central review of medical records. I think we're well on our way to making that happen.What's the biggest obstacle to all of this?We're moving from a decentralized process whereby folks came into a Regional Exam Center (REC) and did all their business there and then ultimately the information was transferred to a database. There's a couple of things [that present challenges], number one is physically moving the data, the IT backbone, and the second is redefining functions of what people do in the field versus what the people do at the centralized screening point. [The Coast Guard] is trying to build in the consistency that we lack because individual RECs were managed slightly differently - we're all human beings and have our own way of interpreting the rules. In some cases we had folks shopping around for RECs based on where they thought they might get the most favorable treatment.
So there's a physical relocation portion, there's a data center/ IT backbone portion, there's a staffing portion where we load resources and staff from the RECs in. Then there's the creation of new staff functions, one of which is the medical competency folks who are capable of screening these records (medical exams) in one central location. We've phased the movement of the records from the RECs to the central point in a responsible manner I think, where we tried to move as fast as we could, while being mindful of the impact on our stakeholders in the field. Where is the Coast Guard with TWIC implementation? As you know, we're heading toward an April deadline to have everybody in compliance. We started back before the end of the calendar year. We do find that there are unique issues related to each port. One of my predecessors once said, "if you've seen one port, you've seen one port." So we get to places like Alaska or Hawaii where there are issues with accessibility because people are on islands or at great distances, and we've dealt with those.
There have been some issues with the contractor that was retained with TSA regarding the acquisition of the data and the production of the cards, but in general, I think it's gone very smoothly. Our next challenge of course, is to issue the second regulation regarding the card readers and figure out where we want to go with the biometrics that are captured in relation to our merchant mariner credentialing, so it only has to be done once. What kind of feedback are you getting from the field?Generally, good feedback. It's usually a supply and demand issue where the enrollment centers have been established by the contract. Are they in the right place and can they handle the throughput? We've worked with TSA and the contractor to adjust that, and in some cases, there were more resources needed at one place than another. In other cases it was to our advantage to put a mobile enrollment center on the road and take it to large populations like a maritime school, for example, where you know you have a significant group that can be dealt with in one place.Can you talk about the Centers of Expertise (COEs)?Sure. I'm going back 10 or 15 years ago, when we trained our marine inspectors by sending them to a training port. We would send them to a large port like New York with the knowledge that in a very large port, they would get a great cross section of the different types of inspections that they would have to do. Changes over the years caused us to move away from training ports. Some ports now specialize in certain types of maritime activities that others do not. For example, Houston and Galveston have a high concentration of petroleum and chemical type traffic and LA/Long Beach has a very high amount of containership traffic. So by sending someone to a port to train them in their first tour, they're not necessarily going to get what they need to be an effective inspector.
We decided to break the industry into segments and then go where they're actually conducting those operations in the private sector and co-locate out training nodes so when our inspectors come into that particular area they'd be trained on the specific type of platform. We recently stood up the COE related to inland towing, the brown water fleet, in Paducah, Ky., near the convergence of the Ohio and Mississippi Rivers, where there are a lot of barges. We put the COE right where the businesses are, so if you're going to get into that line of work we're going to send you there to train no matter where you're going to be dealing with towing operations in the country. In a similar manner, for cruise ships it will be Miami, because that is the largest cruise ship port in the United States. For the offshore oil and gas industry it will be down on the Louisiana coast. Morgan City or Houlma are the likely candidates. In Duluth, we will probably set up the Lake Carrier COE because those are different types of vessels up there. There's a lot of steam plants that aren't operated anyplace else. The final COE, probably somewhere on the Gulf coast as well, will be for Liquefied Natural Gas.What were your priorities when you started your tour as Commandant and what progress has been made?The overwhelming priority when I became Commandant was to reposition the Coast Guard in the 21st Century to be a more flexible and agile organization. We're accomplishing that by looking at our command and control structure and our mission control structure. We're also looking at operations where we haven't been as focused on our customers as we need to be. Marine Inspection is a good example of that. We're looking to stand up two organizations inside the Coast Guard, one is a mission execution organization and the other is a mission support organization that will be headed by two deputy Commandants.
Probably the biggest change in the Coast Guard is taking the entire logistics and maintenance system to a standardized business practice, what we call bi-level maintenance. We're pretty much on track. We've most recently stood up logistic centers to focus on our various platforms. The Surface Forces Logistics Center is in Baltimore. The Shore Infrastructure Logistics Center is down in the Tidewater area. The Command and Control Computers, Intelligence and IT (C4IT) Center of Excellence is going to be in Alexandria, Virginia. We already have an Aviation Center of Excellence in Elizabeth City, North Carolina. Moving ahead, the two largest challenges that remain are working with the Congress to establish the two senior leadership billets [Deputy Commandants] and, what I probably won't see done on my watch, the transformation of our financial management system. That's somewhat linked with the new financial management system that's coming on-line with the Department [Homeland Security] and that's likely to extend past my tenure.

Tug Boat Racing...

2009-05-10T08:30:00.000-07:00

The world's largest tug boat race was held this weekend during Seattle's Maritime Festival.

Steel Hull Plate Gauging

2009-05-10T06:01:00.001-07:00

From a recent survey -

According to available builder’s data the steel hull is welded steel-alloy plating on 5/32" X 1" X 1" – 18" OC frames with the following plate scantlings (nominal thickness):
Keel Shoe – 25/32" (0.78")
Keel Plate – 13/64" (0.203")
Hull Plate – 5/32" (0.197") or 5.0mm
Deck Plate – 9/64" (0.140")
The vessel was carefully lifted out of the water and blocked for inspection. The hull was remarkably clean and unfouled. The exterior of the hull was not pressure washed prior to visual and ultrasonic gauging. The topsides are substantially filled and faired which precluded a visual and mechanical examination. Similarly, weather decks are such that precluded examination as well. Therefore – the vessel was not belt gauged – only the underbody and keel was subject to steel gauging.
No corrosion or damage was observed on the topsides, weather decks and or superstructure. Dissimilar metal corrosion at the mast deck step was observed to be slight, properly controlled and monitored by ownership. No visual evidence of grounding or other damage was observed above or below the waterline. The hull underbody and keel plating is coated with anti-fouling paint generally smooth and uniform in thickness with only minor flaking in localized areas. The keel is rather full – with integral lead ballast down low. Tankage for liquid stores is incorporated into the keel. The water tank was recently renewed as evidenced a replaced (welded) section of plating on the portside. The bronze alloy propeller is well protected in its aperture. The rudder is of steel construction with negligible play in the hinges.
Upon visual examination – the surface of the hull and keel showed no rust blooms, pitting, corrosion, fatigue, structural failure, and or wastage and was fair to the eye with no hard spots or proud plates. Minor inward hull plating buckling was observed below the water line - portside to at the lower underbody and keel at the frame bays. Minor buckling was also observed sporadically starboard side to. Welded plate seams were observed to be in serviceable condition with no visual cracks - fractures or corrosion. Welded in place through-hull penetrations were thoroughly examined – again with no visual evidence of wastage or fatigue. Sacrificial zinc anodes are properly attached to the steel hull plating and to the propeller tail-shaft. The keel shoe was found to be smooth and unabraded. The leading edge of the keel and stem showed no evidence of damage or abrasion.
The steel hull plating was systematically ultrasonically gauged to provide a quantitative basis for evaluating a questionable local and overall condition. In preparation – a TM-8811 portable 5mhz ultrasonic gauging instrument was carefully calibrated just prior to inspection with a known 5mm or 0.197" steel plate (medical grade glycerin was used as an interface agent for all readings).
The underbody of each hull side was prepared for mapping by identifying and referencing a (welded) deck cleat (on each beam) forward of amidships (eventually known as station number 7). An accurately marked fiberglass measuring tape was carefully positioned (slightly down from the bottom of the black boot stripe) longitudinally along each hull side on the unfilled and faired water line section of the hull. The tape was extended forward to near the cut-water aspect of the stem (tape set at the ‘zero’ foot mark) and then aft to the stern (ending at approximately the ‘32’ foot mark). On both beams, the tape’s approximate ten (10) foot mark was visually observed to be vertically aligned with the above mentioned deck cleat and identified as station number 7. Reference stations 1 through 16 were set along the tape at every twenty-four (24) inches fore and aft. From this tape-line - a series of parallel reference lines running down to the so-called garboard seam at the upper most portion of the keel plate were established on approximately twelve (12) inch centers.
All steel plate measurements were taken with a eight (8) millimeter probe on clean, smooth steel plate hull surfaces at the intersection of the above described horizontal and vertical reference lines (12" X 24"). In the event a reading coincided with an interior transverse framing member – the probe was slightly repositioned. All readings were hand recorded then compared with the original scantlings. If wastage - corrosion in the steel plate surface was visually observed outside the pre-determined ultrasonic steel gauging points - it would be considered a justifiable basis for requiring gauging in that affected area. The criteria for such would be deep pitting, holes, fractures, excessively thin edges on structural shapes, bands and or belts of corrosion across hull and keel plating).
Reference to NVIC 8-68 nomograph Table 2-1 "Percentage of Wastage" was made to set the parameters to determine the scantling’s maximum wastage limits and facilitate evaluation of the results based on a recommended standard of no more than 25% wastage of original thickness. The limits of wastage were determined to be as follows:
Hull plating – approximately 0.148"
Keel plating – approximately 0.152"

Again....

2009-05-09T07:44:00.001-07:00

At approximately 10:30 local time May 5, Military Sealift Command ship (MSC) USNS Lewis and Clark (T-AKE-1) was approached by suspected pirates off the eastern coast of Somalia and took evasive action to prevent a successful attack.While transiting north to provide logistics support for U.S. Navy and coalition ships operating in the area, two pirate skiffs pursued Lewis and Clark for more than an hour, closing to a distance of approximately one nautical mile. Once shipboard lookouts spotted the two suspected pirate skiffs, Lewis and Clark conducted evasive maneuvers and increased speed to elude the pirates. The ship's embarked security team also used a long range acoustical device (LRAD) to issue verbal warnings to the approaching skiffs.Suspected pirates then fired small arms weapons from approximately two nautical miles toward Lewis and Clark, which fell one nautical mile short of the ship's stern. Lewis and Clark continued to increase speed and the skiffs ceased their pursuit of the U.S. ship."The actions taken by Lewis and Clark were exactly what the U.S. Navy has been recommending to prevent piracy attacks – for both commercial and military vessels," said Capt. Steve Kelley, Commander, Task Force 53, to which Lewis and Clark is operationally assigned. "Merchant mariners can and should use Lewis and Clark's actions as an unequivocal example of how to prevent a successful attack from occurring."Despite recent successful pirate attacks off the coast of Somalia, merchant mariners have proven successful as first-line defenders against pirates. Along with Lewis and Clark, a number of merchant vessels have conducted evasive maneuvers and other pro-active defensive measures, including embarked security teams, to protect their ships and their cargoes.More than 30,000 vessels transit the Gulf of Aden annually. In 2009, there have been 97 attempted attacks on merchant vessels, 27 of which have been successful.Lewis and Clark, which operates out of Norfolk, Va., is part of MSC and assigned to CTF 53 while deployed to the U.S. 5th Fleet Area of Operations. CTF 53 is responsible for providing operational logistics support for the entire U.S. 5th Fleet and coalition forces both ashore and afloat. The ship also provided support to the counterpiracy task force, Combined Task Force (CTF) 151, as an afloat staging base earlier this year. U.S. merchant mariners have a long and storied history of providing direct support to U.S. military operations ashore. From resupplying Navy ships at-sea to delivering combat cargo to deployed troops in war zones, merchant mariners have played an integral logistics support role in U.S. military operations.

Wasted Fastenings...

2009-05-07T21:29:00.000-07:00

From a recent wood yacht survey...

Ten (10) hull planking fasteners (#14 X 2" marine-grade bronze wood screws) were opened up at various locations at the vessel’s underbody (garboard, broad planks, at the waterline, chine, butts, transom, and hood ends) and examined and found to be generally serviceable condition. The bronze wood screw fasteners at the forward garboard and broads showed evidence of moderate (visible) alloy breakdown while the fasteners amidships and aft were generally visibly wasted from stray-current corrosion. Ownership indicated that the vessel’s wiring was found to be in a state of disrepair when he acquired the vessel and spent much time tidying-up electrical wiring in the bilge. These fastenings were deemed unserviceable were replaced with new silicon-bronze wood screws provided by ownership. New fasteners hardened-up when installed. Two (2) bronze wood screw fasteners (forward and below the water line on the starboard bow) suffered from alloy breakdown. One fastener on the starboard garboard plank near amidships spun-out. Given the total number of hull fasteners (plank, butt, and garboard) – based on this inspection – that there are still an adequate number of serviceable fasteners for a reasonable period of time. All open fastenings were sealed with glued mahogany bungs or fill with seam compound.

Japan Hydrographic Association

2009-05-07T05:20:00.000-07:00

The hydrographic service in Japan was started in 1871. Over a long period of time, shipping circles in Japan have made steady and remarkable progress, however, the need is now arising for more sufficient hydrographic services, that is, further development of techniques in hydrography and supply of a wider variety of nautical charts and publications.
More recently, ocean exploitation and environmental assessment have become the important national projects to be promoted, and these have created afresh a necessity for consolidation and expansion of holdings of basic scientific data concerning the ocean and their more effective utilization by analyses. Meanwhile, the needs for hydrographic surveys and oceanographic observations are increasing year after year, and there is a keen demand for raising the technical levels of private firms which are engaging in these operations.
In the circumstances, it has become fully realized that the hydrographic services by the government alone can no longer cope sufficiently with these various necessities. Indeed, it is an urgent task to make practical applications of basic data to the increasing demand and to take a timely step as the occasion demands for hydrographic services. In view of this situation, the Japan Hydrographic Association was founded in March 1971.

Lake Union Dream Boats...

2009-05-04T17:08:00.001-07:00

Thanks to Rick Etsell - and BTW - congratulations on passing your M200 exams !

Hi John – Saw your posting about Dreamboats and wanted to comment. (Alas there is no way to comment unless you have a blog somewhere.) Anyway, here’s what I was going to say:

The Classic Yacht Association has a great article on their website about Lake Union Dreamboats, at http://classicyacht.org/ludreamboat

Note: The Lake Union Dreamboats were designed by Otis Cutting, not Ted Geary. Not sure how that got started, but you see it written sometimes that they were Geary designed. He did design a couple of similar boats, but not the Lake Union Dreamboats or Blanchard Stock Cruisers.

Our family boat when I was growing up was a Lake Union Dreamboat (Orba – she’s still going strong today. . .), and I can attest that they are a great all-around boats for the Pacific Northwest – simple, comfortable and robust.

Oh a P.S.: Although the boat you have pictured may have been built by Lake Union, it is not a “Dreamboat”. Some owners of Lake Union built boats have come to think of anything built there as a “Lake Union Dreamboat” – a romantic sounding name for sure. But the name was specifically applied to their entry into the Stock Cruiser market, and only applied to the house aft, raised bow style. There are quite a few examples around here: Winifred, Orba, Turning Point, Zella C, Island Runner, Vagabond, Marian C, etc. Again, check out the CYA page for more details.. .

Cheers,
Rick

Slick...huh?

2009-05-04T05:09:00.000-07:00

Sherwin-Williams Protective and Marine Coatings announced new Sher-Release Silicone Fouling Release Coating System, a nontoxic alternative to conventional antifouling coatings. A U.S. Navy patented solution, Sher-Release combines durability, longevity, clean-ability and cost-effectiveness.It is an ideal coating for hull applications to a range of ships, helping to prevent fouling of the underwater hull by barnacles, mussels and other marine organisms. The system’s foulant release technology combines an epoxy anti-corrosive system and a tough, protective silicone surface coat interlocked by a unique elastomeric formula. The Sher-Release system’s surface provides steady long-term performance that is less prone to mechanical damages.Non-toxic Sher-Release contains no heavy metals or biocides. It is effective at speeds as low as 10 knots and offers effective service for a 60 months dry-dock interval. Estimates show that Sher-Release can reduce fuel consumption by six to ten percent thereby reducing CO2 emission significantly Another environmental advantage of Sher-Release is its low level of Volatile Organic Compounds (VOCs). It is easily applied by airless spray equipment and significantly reduces the maintenance and downtime of vessels.

Lake Union Dream Boats

2009-05-03T07:59:00.000-07:00

Designed by famed naval architect Ted Geary - many Lake Union Dream Boat boat were built by the Lake Union Dry Dock and Machine Works of Seattle, WA, during the 1920 - 1930's. They were built by the outstanding Pacific Northwest craftsmen of the period to withstand the rigors of the northern waters and out of woods so fine that they are simply no longer available; in general, these boats tend to be more robust, and of heavier scantlings than most classics.

Opening Day History...

2009-05-02T06:41:00.000-07:00

From SYC website...

Opening Day, the official opening of Seattle's boating season sponsored by the Seattle Yacht Club, includes a celebration of many kinds of water activities. This year's festivities will include a morning of crew races, a sailboat race, and, of course, the grand Opening Day boat parade on Saturday, May 2, 2009.
From its earliest days Seattle has celebrated important occasions with water festivities.
One particularly notable early celebration was scheduled for the Fourth of July, 1895. The papers reported that the Elliott Bay Yacht Club, the forerunner of the Seattle Yacht Club, held a regatta including several classes of boats in Elliott Bay. The grand climax was to be an illuminated naval parade at 9:00 p.m. on the bay followed by a naval sham battle. The Post Intelligencer described the scheduled events: " . . .a monitor is to be bombarded and then blown up. . . The parade will consist of two lines of yachts, brilliantly illuminated with Japanese lanterns and armed with Roman candles instead of cannons. The monitor will run the gauntlet, spitting red and blue balls at the fleet, which in return will bombard the monitor until her magazine catches fire and she blows up, throwing out myriads of stars, balls and rockets." Alas, the wind was too great for the event, extinguishing the candles, and the yachtsman and spectators went home disappointed.
In May 1908, the battleship brigade, later known as the Great White Fleet, stopped in Seattle on its round the world tour. Seattle organizers festooned the city, held land and water parades, dances and receptions to honor the fleet. Area yachtsman organized a welcoming committee to sail out and meet the visiting armada as it sailed into Elliott Bay.
The following year Seattle hosted the Alaskan-Yukon Exposition on the University of Washington campus. The Seattle Yacht Club acted as the official host to visiting boatmen. As part of the festivities, the Commodore and his club members arranged a public "Potlatch Parade" which took place at the Seattle Yacht Club clubhouse, which was still located in West Seattle.
According to the 1964 reminiscences of a Seattle Yacht Club member, the first Opening Day took place in early May 1913. He recalled a parade and a regatta in Elliott Bay.
The first Opening Day parade through the Montlake Cut was in 1920 after the Seattle Yacht Club moved to its new (and present) facilities in Portage Bay. Spectators lined both sides of the Cut to view the 25 or 30 boats as they paraded by, flying their dress flags. The boats finished the celebration with a regatta in Lake Washington sponsored by the Queen City Yacht Club.
The Opening Day Parade and Regatta became a spring tradition, which survived the war years. Opening Day 1946, was the biggest and most festive ever. It included members of every yacht club in Puget Sound and the Royal Vancouver and the Royal Victoria Yacht Clubs from British Columbia, Canada.
A theme was first used for the 1959 Opening Day, "Hell's a Poppin", and, since then, participants have decorated their boats around a theme. Prizes are awarded to the best-decorated and best-dressed boats in several categories.
Over the years, Opening Day activities have changed. Events such as the University of Washington crew races have become a part of the day's traditional festivities. Many spectators watch these popular races through the Montlake Cut from the shore, boats or TV. Opening Day 2009 marks the 25th anniversary of the Windermere Cup.
The commissioning ceremony on the Seattle Yacht Club lawn is attended by the Commodores of participating yacht clubs and starts off the Opening Day festivities. The clubs' burgees are hoisted, dignitaries are recognized, the Chaplin says a prayer, and the band plays!
As always, the Opening Day Parade starts at noon the first Saturday in May with the blast of a cannon and the raising of the Montlake Bridge. Seattle Yacht Club's Opening Day has become the nation's largest regional celebration of water, spring and the opening of boating season.
Participating yachts will be decorated to illustrate this year's theme for Opening Day, "Wild Wild West."
And, if tradition is honored, there will be sunshine, breezes and, maybe, a few showers.
Opening Day in Seattle is a family affair; families decorate their boats for the festivities and parades; families spread blankets on the shoreline and spend hours watching and picnicking. Families dream of the boats they someday will own.
The boating season officially never ends in the Seattle area. It tapers off during the blustery, wet days of winter, but the faithful keep sailing and cruising. Opening Day, however, kicks off a busy spring and summer of boating for many avid boaters in the Seattle area.
Opening Day offers some outstanding photo and story opportunities. You'll not find anything like it in the U.S. or, to our knowledge, in the world. The only thing comparable is an annual parade of commercial vessels in Venice, Italy.

Things That They Don't Want You to See...

2009-05-02T06:14:00.000-07:00

Deep inside a best selling little sail boat is this mess of a keel step arrangement. From upper left is the mast mast which lands on a wad of resin soaked fiberglass stuff at the bottom of the hull. The hull sides are cored - with a fair amount of dry laminate. Gee - they sure look good at the boat shows.

Flagship Maritime...

2009-04-30T16:18:00.000-07:00

FOR IMMEDIATE RELEASE

Flagship Maritime Training announces the opening of their new office and training facility next to West Marine in Fife. A former naval officer with over 24 years service, Captain Skip Anderson presents USCG-approved OUPV (Six-Pack) and Master 100 Ton license training in Tacoma, Olympia, Westport and Neah Bay. The Center also has a robust schedule of other courses available, including FCC Marine Radio Operator, Safe Boater Exam Prep, International Maritime Law, Assistance Towing, First Aid/CPR, and more. Skip says, “Our new 1,700 square foot facility represents a strong match with the quality of instruction we deliver, and its location, close to the Port of Tacoma, West Marine and I-5, makes it an ideal classroom. The move simply made sense.” Visit http://www.flagshipmaritimetraining.com/ for details.

Opening Day in Seattle...

2009-04-30T07:40:00.000-07:00

The Opening Day of Boating Season is happening this weekend here in Seattle. The Seattle celebration is one of the largest in the world. A good article on Opening Day and Lake Union Dream Boats is in today's Seattle Times - read the story here -

http://seattletimes.nwsource.com/html/outdoors/2009146571_nwwdreamboat300.html?cmpid=2628

STARPATH - Fischer Barometers.....

2009-04-28T10:34:00.000-07:00

THE BEST OF THE BEST FROM STARPATH - SEATTLE...

Fischer Precision Aneroid Barometer

Accuracy: ± 0.7 mb (± 0.02 inHg) Graduation: 0.5 mb and 0.01 inHg Dial: dull white finish; diameter 5.1" Units on dial: mb and inches of mercury Housing Diameter: 6.5" Weight: 1.6 pounds Measuring Range: 890 to 1050 mb = 26.30" to 31.00" For use at elevations of 0 to 2,600 ft.

Precision aneroid barometers are used for measuring the absolute atmospheric pressure. Because of the excellent instrument properties an aneroid barometer is indispensable particularly for meteorology, ocean shipping, industry and research.

The self-stable set of five aneroid capsules, used in our precision aneroid barometers, is made of a corrosion proof copper-beryllium-alloy. This alloy has been well established for measuring the atmospheric pressure for many years because of its remarkable elastic properties. The aneroid capsules are nearly free of age-hardening, hysteresis and elastic after-effects.

The influence of temperature on the set of aneroid capsules and the transmission system is compensated by a bimetal arm over the whole measuring range and for temperatures between -30 to +40 °C (-22 to 104 °F). The motion of the aneroid capsule is transmitted to the axle of the pointer by driving a segment and wheel with an excellent fine finish gearing. All bearings also have an excellent fine finish. The Instruments have only a bare minimum of idle friction because of the advantageous shape of the levers and bearings.

To most experts, this is the best aneroid barometer in the world for less than $5,000. It has been tested at sea for over 70 years. Includes a unique double needle to remove parallax error in reading.

The new dial showing both mb and inches of mercury has been custom made for Starpath.
A certificate of accuracy (view sample) is provided with each instrument. Each has a unique serial number on a metal plate on the top of the instrument.

Unique new barometer calibration resource at www.starpath.com/barometers. Go to that page, enter your latitude and longitude and elevation, and it will tell you the 10 closest sources of accurate pressure with a link to each one. There is also an instructions sheet with work forms.

For more information - contact Starpath at www.starpath.com/fischer

Dirigo Compasses

2009-04-28T10:20:00.000-07:00

FOR IMMEDIATE RELEASE: Zenith Maritime - Seattle is proud to announce its affiliation with Dirigo Compass of Bellevue, Washington. Dirigo has been manufacturing world class flat-top marine compasses since 1907. Every compass is created by hand with spun copper bowls and cast bronze fittings. Compass cards are available in 4", 5", and 6" diameters – all with sapphire jeweled pivots and optional internal lighting. No better compass anywhere and at any price. All compasses carry a three year limited guarantee. For more information – visit http://www.zenithmaritime.com/ and click on ‘DIRIGO COMPASS’ or call 360.471.6148.

Fire Bad...

2009-04-27T09:48:00.001-07:00

Pleasure boat burns on the Columbia River - read the story in today's Seattle Times -

http://seattletimes.nwsource.com/html/localnews/2009126171_aporburningboat.html

Live Aboards....

2009-04-27T05:10:00.000-07:00

According to an April 22 report from The Vancouver Sun, more than 5,000 Olympic security workers will live on three cruise ships at Ballantyne Pier in Vancouver during the 2010 Games as part of a contract announced Tuesday by the Vancouver 2010 Integrated Security Unit.

Post Falls, Idaho...

2009-04-26T07:07:00.000-07:00

I just finished up with my Upgrade to M100 class over at North Idaho College located in Post Falls, Idaho - which has no salt water - but has a rich history of building fine wooden boats - Stan-Craft has been producing boats since 1933 - click here for the story -

http://www.stancraftboats.com/home.html

Post Falls, Idaho Upgrade Class

2009-04-24T19:52:00.000-07:00

Two days down - one to go here at North Idaho College's Workforce Training Center - my thanks to Marie and her staff for the first rate job - and my biggest thanks to the mariners in class - from left to right the (soon to be) Revered (almost Captain to be) Dale of the Floating Church of What's Happening Now at Bayview, Corry, Shane, and Nels (all working on voyage planning) - this is one great class.