Monday, December 19, 2016
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Monday, November 28, 2016
Bob and Carol visit the Gulf of Mexico oil slick an unfortunate series of events occur
Bob now has an inkling there may be a real problem now, and he should get some help. For the first time on the trip, he turns on the VHF radio, and starts to yell "Mayday, Mayday". The Coast Guard answers, and starts to ask questions. One of the questions is, "where are you?". It takes Bob some time to figure how to get the TV off of the chartplotter thingy, and get it on a chart page with his position. He tells them the position, and seconds later, all power on the boat disappears. Bob thinks maybe they need those orange floating jacket things, but he doesn't know where they are, and besides, Carol wouldn't get into that black greasy water anyway. One of the kids suggests that the raft in a fiberglass box behind them would be useful. They all rush to the back of the bridge and stare at it. A cord is spotted, and one of the kids jerks it, and it explodes open just in time. The water is now at the bridge, and they all pile into the orange raft, just as the vessel gracefully sinks away underneath them through the thick black goo.
The goop in the water can be generically described as "Sweet Louisiana Crude" A crude oil is described as "Sweet", if it has less than .05% sulfur content. Crude oil is a hydrocarbon soup, that is processed into fuels (gasoline), solvents, and many other products. In its raw form, there are many materials naturally present such as Butane, Methane, Ethane, and many more "ane's" are on this list. All of these hydrocarbons can attack, and damage materials that are not designed to withstand contact with them.
So what does this have to do with with your boat. The chemicals present in the oil slick can attack gasket materials, and hoses that are not specifically designed to resist these hydrocarbons. Go to West Marine, and check out the cost differential between 10 feet of fuel line hose, and 10 feet of water line hose. There is a huge difference in price (400%), because materials designed to withstand degradation from hydrocarbons are much more costly to manufacture.
In Bob and Carol's case, I blamed the air conditioning system for sinking the boat, although I can certainly add many additional contributing causes. As the AC cooling water was pulled into the boat, the oil in it started to stick to the strainer basket, slowing the water flow, and hence the less cooling. The oil caused the raw water pump impeller to soften, and the hoses attached to the pump softened as well, and started to swell. With enough time, and pressure, the softened hose from the AC pump burst open, and the system starts to pump oily raw water into the bilge. This would run for a while, until the AC systems start to shut down, due to slow water flow, and the relays automatically turn off the pump. But by now the damaged impeller allows water to bypass it, and water still flows, but at a slower pace.
The generator suffered from a similar scenario, but in this case, the strainer just got plugged up with oil, and it did a high temperature shut down. It survives this time, but the entire cooling system will have to be flushed out, and the impeller replaced, at the minimum. This could be lot worse, depending on the type of cooling system it had.
I didn't talk about the head system, but if salt water was used for flushing, the oil can eat , or damage gaskets such as the joker valve, and hoses.You should also hope that manual heads had a vented loop above the water line, or this could have sunk the boat just as easily.
Now for the engines. In almost all cases, oil in the cooling water can go from just plugging things up, causing shutdowns, to destroying the engines. This goes for gas, diesel, and don't forget outboards. There are a myriad of scenarios here. In Bob's case, remember he smelled exhaust gas in the cabin? It could have come from a failed rubber exhaust elbow, that oil laden cooling water was passing through. It's tough enough job to keep cooling water away from the insides of engines, and transmissions with out worrying about all the gaskets that do that job, failing because of hydrocarbon degradation.
Can it get worse? Sure it can. How about coating your zincs with a nice thick film of oil, rendering them useless. Your ground plate for the single side band radio will also suffer the same fate. The pretty vinyl boot stripe won't like the oil, the hull can stain, and how about the water lubricated dripless stuffing boxes. I'm not sure, but I suspect cutlass bearings most likely won't like the oil either. The list here is almost endless. It's hard enough to keep a boat operating in a highly corrosive salt water environment. Add this nasty hydrocarbon goo to the mix, and you will really shorten your vessels life, and spend a lot of extra money. Did I mention the potential for a fire? A burst hose, or failed gasket spraying crude oil laden water inside a hot engine compartment, does not bode well if an ignition source was available.
The birds, and marine life aren't surviving it, and your pleasure boat won't either!
If you go down into the oil today
You're sure of a big surprise.
If you go down in the oil today
Your boat better be in disguise.
For ev'ry skimmer that ever there was
Will gather there for certain, because
Today's the day the BP Oil has their picnic
.
Want to help? Here are some sources
What is crude oil, and what's in it.
A small postscript about the story.
I received a flurry of comments today after I posted this. They range from they liked the beginning, but not the technical end, they hated the beginning, but liked the technical end, they liked it, and they hated it, it was too political, it will discourage boating, and it just made some people uncomfortable. I have fooled around with this story on and off today. It is what it is, and it will now stay this way.
This is a simple story. Bob and Carol, are the foils. They are the Eddie Haskell's of the world, and provide the set up for a general discussion of how the oil slick could affect a vessel. If the subject matter makes people uncomfortable, I'm ok with this, it should. I live In Sarasota Florida, a place with world renowned beaches, and a community whose primary income depends on these pristine beaches, boating, and fishing. It is also a community in denial. No task forces are looking into what to do if the oil gets to us. No planning is going on. We are advertising the fact that we don't have a problem, come visit, but no one is looking forward into the future, and we should be.
Tens of millions gallons have already spilled into the Gulf, and if you accept the the more conservative number of 35,000 barrels a day now being released into the Gulf. Thats 42 gallons in a barrel * 35,000 barrels = 1,470,000 gallons per day (NOAA estimate). Now lets just assume that the relief wells won't cap this problem until mid August, lets say 60 more days. The total gallons of crude oil released just over the next 60 days would be 88,600,000 gallons, or around ten times the Exxon Valdez spill. We can argue about the numbers, but they are staggering at any level. Now if you don't think this problem is going to impact Sarasota, and communities in the down stream flow of the Gulf Stream, including the eastern US coasts, you must have your head in the sand. Just ask someone from the coastal areas of Louisiana, what life is like now. Was it a bit political, yes. Did I try to make it a bit pointed, yes. Did it make you a little uncomfortable, I hope so. "
"We have met the enemy, and it is us". Walt Kelly.
Bill
Friday, October 14, 2016
Happy Boating Larry and Pam
Thursday, October 13, 2016
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Wednesday, October 12, 2016
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Monday, September 5, 2016
Raft Wackos and Quackos
In 1998, adventurer Phil Buck mounted an expedition to demonstrate the feasibility of Thor Heyerdahls' theory that Easter Island was settled by people from the west coast of South America. Heyerdahl, of course, had already shown that a raft built of balsa logs could make its way across vast stretches of the Pacific, but it had yet to be demonstrated that Easter Island in particular could be reached via pre-Columbian seagoing technology.At Lake Titicaca, Buck hired a boatbuilder who had experience building reed boats, and the result was the hull of Viracocha, measuring 64 feet LOA,16 feet in beam and weighing 16 tons.This was trucked to the coast of Chile where it was completed with the addition of decking and deck house, a steering platform with twin steering oars, and a rig consisting of two bipod masts hoisting lateen sails. Buck and a crew of seven then sailed it without mishap, and with few serious difficulties, from Arica, Chile, to Easter Island. (Two ducks were also shipped as crew, but one abandoned ship mid-ocean.)
Heyerdahl's theories concerning the settlement of the Pacific by people from South America are controversial and are generally dismissed by scientists. Nevertheless,
8 Men and a Duck : An Improbable Voyage by Reed Boat to Easter Island
, by Nick Thorpe, is one of the better first-person accounts of modern raft voyaging. Thorpe met Buck by happenstance while Viracocha was still under construction in Bolivia. A reporter for a Scottish newspaper, Thorpe was really on the lookout for a personal adventure, and he joined Buck's project as crew first, and only secondarily to document it as a journalist. Thorpe's narrative is unassuming and mildly comic in tone, and his concern is far more with the personalities and interactions of the crew during the six-week voyage under crowded and uncomfortable conditions than with the technical aspects of seafaring.
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| All illustrations from Eight Men and a Duck. (Click any image to enlarge) |
In the end of Thorpe's narrative, however, he describes a meeting between himself, Buck, and Heyerdahl, some time after Viracocha's voyage. In it, Buck was able to persuade Heyerdahl of the validity of his project, gaining his approval and thus helping Buck to justify his otherwise almost entirely successful project in his own eyes.
The first third of the book describes the expedition's planning and the boat's construction and launching as a narrative, while an appendix gives a good amount of detail about the boat's design and construction. As shown below, Viracocha consisted of two main hulls of tortora reeds bound closely around a central pontoon known as the corazon ("heart"). The main bundles were somewhat blunt-ended, but to these were added extensions of more bundled reeds that tapered to points. In the front, the two end-bundles merged into a single, upturned pointed bow, while in the rear, the two end bundles remained separate, curving up into a bifurcated stern. Both centerboards and leeboards ("guaras") controlled leeway, and steering was by way of a pair of steering oars with their huge blades placed entirely abaft the shafts. These, according to Thorpe, was physically challenging to manage. They obviously would have been handier had they been "balanced," -- i.e., had part of their blades ahead of the shaft.
Thursday, August 18, 2016
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Sunday, August 14, 2016
Keep your Roof Safe from Wind and Storm Damage
The British weather is an eternally popular topic of conversation – often to the point of satire – and is regularly the cause of much disgruntled grumbling about grey clouds and drizzle. However, the country has been the subject of some pretty devastating, and largely unexpected, freak weather events in its time. Mostly, these come in the form of gale force winds, deep snow, hail storms, heavy rain and cold snaps – all of which can be potentially damaging to your roof.
Of these, severe winds and hail are perhaps the two biggest threats, and a number of steps should be taken before a forecast storm arrives to protect your roof from the elements. It’s rare that a roof will not be designed to handle the typical wind strengths of its area, yet, even in the normally temperate UK, extreme weather conditions can never be ruled out.
Certain parts of the roof will be subject to more damage than others, such as the perimeter that bears much of the load. Most damage results from a fluctuation between a downward blowing force (positive pressure) and an upward suction (negative pressure), pushing and pulling the roof structure around and initiating stress around the edges.
If wind can get below the membrane of the roof at all, problems could escalate rapidly. If it has more to ‘grab on to’, the positive and negative pressure combination can begin to peel back the roof from underneath, both perpetuating damage to the structure and allowing precipitation to enter your home.
Similarly, tile movement and damage has obvious negative consequences, such as an increase in permeability and the risk of leaks, and should be assessed and attended to immediately. During high winds and storms, your roof is in danger of sustaining damage from falling debris, and falling tree branches or sharp stones can be massively hazardous.
There are a number of steps you can take to protect your roof from extreme weather conditions, such as checking for loose tiles and gaps on your roof before a forecast storm arrives. This is vital – if this is left unattended, your roof will be highly vulnerable during strong winds and rain. The same applies to guttering, fascias and around chimney stacks, which take most of the brunt of the weather.
Tie down or bring inside all loose items, such as ladders, garden furniture or ornaments, and keep the area below chimney stacks clear in case of collapse. Evidence shows that, even in hurricane conditions, roofs will rarely blow off completely, and are far more susceptible to puncturing and cracked tiles as a result of airborne debris.
Check that your home insurance policy covers storm damage – it should, although flying debris destruction is generally excluded. If so, most repairs should be completely covered, putting your mind at ease during periods of excessive weather.
This post was written by skilled and experienced roofers at Morgan Asphalte Roofing Ltd, who are fully accreditated from all relevant associations, including Trust Mark and Constructionline.
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Thursday, August 4, 2016
Custom Rudder and Foil manufacture
Hout Bay was not that far away and they managed to enter the bay. It was blowing a good fifty knots at the time, Jean phoned the NSRI, station 8 Sea Rescue and they went out and brought the yacht into the saftey of Hout Bay Harbour.
The boat was a member of the then ARC World fleet, it was a few days before the trade closed for the Christmas break, we got the materials into stock and worked over the period and got the boat back into the water in time for the restart of the rally.
A new shaft and lower pintal were made locally, an engineer fitted the gear and rudder, plus quite a lot of upgrades were made around the area where the rudder shaft entered the boat.
Note: the cut out in the rudder allows the rudder to be swung to either side and dropped.
We now have the CNC cut files to the Irwin 54 rudder and can fabricate to order. Shipping world wide should not be a problem.
Roy
