The Seattle Boat Show seminar schedule has just been posted. We’ll be presenting on the red stage at 4:15 on Saturday February 2^nd. Our presentation will include highlights from our upcoming Waggoner sister publication Cruising the Secret Coast: Unexplored Anchorages on British Columbia’s Inside Passage.

While docked in La Conner recently, we were fortunate to walk past the Pacific Mariner plant at just the right time. They were wheeling a huge, empty hull, likely of a Pacific Mariner 85, around the building. It appears that they mold the hulls on one side of their property, then transport them to the other side for completion. Another large boat looking near completion was next to the slot where this one was destined.

The tractor operator did an amazing job—the clearance at many points was barely inches.

On a recent trip from Elliott Bay to Mats Mats Bay, we passed the Washington State fast ferry Snohomish running south. The last we’d heard, the ferry was still mothballed in Eagle Harbor. A successful lawsuit by Rich Passage residents had taken the passenger-only Snohomish and its sister ship, the Chinook, out of service to prevent further erosion caused by their wakes. Both are to be sold.

When we saw the Snohomish that day, it was in temporary service between Port Townsend and Seattle. The two 80-year-old ferries on the run between Port Townsend and Keystone recently had been condemned, and no other car ferries in the fleet had a shallow enough draft to negotiate the approach to Keystone.

With gale force winds forecast for the Strait of Juan de Fuca, we anchored last night in Watmough Bay at the southeast tip of Lopez Island. The bay appears to have good protection from southeast weather, but we saw exactly the same winds as at unprotected Smith Island at the eastern end of the strait: steady winds above 30 knots with gusts to 54. This is the highest winds we’ve seen at anchor. The wind speed slightly topped the 52-knot gusts we saw in Pender Harbour a couple of winters back that blew our patio table overboard.

The waves certainly were much smaller than out in the strait, but big waves rolled into the anchorage all night, tossing our boat and making for a sleepless night for both of us. Our 66-lb Bruce held well with a 6:1 all-chain scope, and boy, was it in there when we left.

Diesel engines have a great reputation for incredible longevity, yet most recreational marine diesels fail well before they should. The two primary killers are 1) overload (discussed at Diesel Engine Overload and Tony Athens’ Engine Life vs. Engine Loading) and 2) poor maintenance & operating conditions. Both are easy to avoid with a bit of knowledge, particularly overload.

On the second big killer, poor maintenance and operating conditions, it’s clear that a high quality scheduled maintenance program is a good investment. Beyond that I’ve adopted two simple techniques that have really paid off for me: 1) spend a bit of time with the engines, and 2) know your specific engine’s weaknesses and failure modes.

For the first one, just spend time in the engine room. If you know what it should smell like down there, what sounds are normal, and you frequently visually inspect, it’s amazing what you will find before it becomes a dangerous problem. From spending just 30 seconds in the engine room each day, I’ve found a variety of problems that could have become more serious. For example, the support bracket for the engine-coolant header tank broke once. At that point, the header tank was hanging from the hoses. If the hoses break or abrade, there is a good chance the engines will overheat, one of the quickest ways to shorten diesel engine life. Spotting this early means it’s a complete non-issue. In another engine room sniff, I smelled diesel. It never smells like diesel down there, so I looked more closely and found a fuel-tank vent-hose clamp had rusted through. If you keep the engine room clean and well lit, any leak from any component can be seen quickly. I’ve had several raw water pump failures, each of which was proceeded with a raw water leak at the pump seal (Changing the Raw Water Pump). Catching these problems early keeps the engines safe.

The second of my two simple techniques is to know your engines and their failure modes. This one also is incredibly easy. Find a forum where your engines are broadly discussed. For Cummins Marine, Boat Diesel is an excellent resource. From reading about your engines, you’ll start to learn the weak points and where a little extra attention is well worth paying. In the Cummins B-Series engines, I keep a close eye on the raw water pump and engine accessory-drive belt-idler pulley. Both fail more frequently than they should and warrant a bit more attention. I just posted a short article on checking the engine accessory drive belt and idler pulley: Belts and Idler Pulley.

James Hamilton

jrh@mvdirona.com

http://mvdirona.com

Those of us with recent Cummins engines (since they started using air preheaters) will notice that the factory alternators are actually pretty respectable.  My 2000 270Bs come with 105A Delco alternators. You would think this means I can charge at over 200A with the two installed in Dirona.  Well, it turns out that the 105A specification is more of a marketing number than an engineering specification.  Yes, they can produce 105A of output.  However, they can’t do this for more than a few minutes at a time, which is close to useless.  Now that we know that they can’t really produce 105A continuously, what can they do? 

Sometime back I wrote up an article investigating what charging rates can be produced continuously and reliably and how to achieve that number at minimum cost and hassle.  It was published in the May 2007 PassageMaker and we just put it up online at: http://www.mvdirona.com/TechnicalArticles/ChargingSystem.htm.  I’ve found that you can reliably get 70 to 80A and the alternators will run trouble free for years configured that way.  The article documents the investigation, discusses the limiting factors and shows how to configure your charging systems to get good results.

                                    --jrh

Snow fell in the Puget Sound this weekend as part of a big winter storm that swept the country. We were anchored at Port Madison, on the north end of Bainbridge Island, when the white stuff started. Even though the temperature was several degrees above freezing, snow began building up quickly. It was a wonderful winter scene.

Port Madison was a fitting locale for a snowy day in the Puget Sound. Bainbridge Island and Walt Woodward, editor of the Bainbridge Island Review, were the inspiration for local author David Guterson’s novel, Snow Falling on Cedars.

In the previous posting, Cumins Power Curves Confidential I talked about why having Power Curves for your specific engines is a good idea and why and argue it was a mistake for Cummins to not make this data available to customers. This data is now reported to be available. Apparently the Cummins folks I spoke with at 1-800-diesels were incorrect in saying the power curves were Cummins Internal Use Only and should have released them.  They directed me to PowerMaster@cummins.com who sent this letter explaining why customers don't need the data and that they were unable to release it due to corporate policy.  Apparently they were incorrect as well. Tony Athens and Etienne Grobler both followed up with Cummins and both were told the folks at PowerMaster and 1-800-diesels made a mistake. 

Etienne has approved me posting the letter they sent to him explaining the error: WaveMasterAtCummins.htm which offers more detail.  The good news is we can get the data we need (thanks for following up with Cummins Tony and Etienne). The bad news is there appears to e a surprisingly large number of folks in Cummins customer support willing to take a firm position with insufficient data. Nonetheless, I'm glad to see the power curves available to all. 

The updated article is at: http://www.mvdirona.com/TechnicalArticles/CumminsPowerCurves.htm.

--jrh