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Tag Archives | trawler
San Francisco Shut Down: COVID-19 Quarantine
I think they’re taking it seriously.Stay safe and healthy -Nordhavn 57-26 Istaboa
Distancing
Dylan, Dee Dee, and Dora have been living with the changes caused by the Coronavirus. They are doing their part where they can but this “social distancing” thing has them a little confused. Are their “6 feet” calculated in the same way as “dog years”? Does that make a foot enough?
In reality, things have changed mostly for the better with the Red Head crew. They are enjoying even more time with Mom and Dad than usual. The crew never could figure out why they would ever be left alone.
Unfortunately, their Bahamas trip has been canceled. Red Head will be staying in a Key West for now until the situation becomes more clear – if it ever does. For Mom and Dad it’s a very different place as this lively destination turns into a ghost town.
The crew’s schedule is unchanged – up at 6 am, breakfast, short nap, trip to the dog park and a walk, spending the rest of the day guarding against pirates (plus a few more naps), supper, and then cuddle time with a Mom and Dad until bedtime.
No worries, we’re all doing just fine. The Red Head projects list is steadily shrinking. There are lots of new recipes to try – Mom has learned how to make seitan. Dad has been tearing up the guitar. There are books to read, movies to watch, and kids to play with. While it may not be the winter we had planned, we are healthy and have the resources we need. With so many facing so much worse, we feel extremely fortunate. Looking forward to the good times ahead.
Along the Scheldt
In the late 1800s and early 1900s, two million Europeans departed Antwerp along the river Scheldt aboard Red Star Line ships bound for North America. Today, the shipping company’s riverside warehouse is now home to an excellent museum detailing the history of that emigration. During that time, the only connection between the east and west…
And We Have Propane
When we ordered Dirona back in 2009, we specified a propane barbecue and stove top, along with four 20-gallon (9 kg) aluminum propane tanks. Three of those tanks are stored in the cockpit locker underneath the barbecue, with a fourth in the aft port cockpit locker. We specified so many because filling propane tanks outside…
Historic Antwerp
Antwerp was already a major trading center by the 14th century, with sufficient resources to begin construction of the spectacular Cathedral of Our Lady. By the 16th century, Antwerp was the leading commercial center in Europe and home to one of continent’s most respected publishing houses, operated by Christophe Plantin. This period also saw the…
TAKE CARE OF YOUR DIESEL
The corona virus issue will have a major effect on cruisers and many will be canceling their plans to join their vessels overseas for the northern hemisphere summer. Their major concerns are the risk of contracting the virus, the relative inadequacy of medical facilities in some destinations, uncertainties about medical insurance and repatriation in case of illness, difficulties for their visitors to travel and return to their country of origin, the difficulty in returning should any emergency occur at home, the large scale closure of cafes, restaurants and tourist areas of interest, possible difficulties in obtaining technical assistance should the crisis worsen and the general uncertainty during what is currently an escalating phase.
This is an article we wrote published a while back in Pacific PowerBoat magazine.
Since a large number of diesel engine problems are fuel-related we should always follow best practice procedures in managing our fuel supply; the key areas to consider being monitoring, filtration and rotation.
Fuel Tanks and Filtration
All tanks require an air breather to equalise internal pressure during changes in fuel level and should ideally have a removable inspection port enabling access for periodic inspection and cleaning. The tank’s outlet should be situated as low as possible to avoid the accumulation of water and contaminants in the bottom of the tank.
Filtration starts with a “primary” filter to separate any water present and clean the fuel before it reaches the engine, where a replaceable on-engine “secondary” filter provides a final clean before fuel is supplied to the injection pump. If water accumulates in the primary filter’s clear inspection bowl we need to identify its cause and resolve the problem.
Many primary filtration systems have a vacuum gauge to indicate when the replaceable filter cartridges should be changed. In any case they should be replaced about annually as the paper filter media can deteriorate after long term diesel immersion. Sometimes it’s hard to tell if this gauge is working (Envoy’s needle rarely moved) and you can check this by slowly closing the engine’s fuel supply valve (not the return valve) with the engine idling in neutral. You should see the gauge’s needle begin to rise confirming a vacuum is present. Every boat should carry several spare filters and every skipper should know how to change them.
While diesel sold throughout Australasia is generally high quality and contamination is rare, this is not always the case in other countries and long range cruising vessels often have a further filtration (or “polishing”) system to polish all fuel into one designated tank (often called a “day tank”) which solely supplies fuel to run the engine(s). The excess fuel from the engine(s) also returns to this tank. Most commercial vessels also use this system.
A long range cruising vessel also generally has a dual primary filter installation so that a filter cartridge can be replaced underway.
Diesel contamination
For a boat owner the mention of diesel “bug” invokes about the same amount of consternation as osmosis. All diesel carries bug to some extent and the presence of water encourages growth, hence the need to reduce condensation in fuel tanks by keeping them as full as possible. The bug is a fungal organism called Hormoconis resinae (H.res) and is a bacteria not an algae (which would require light). It can normally be seen in filter bowls as black spots or stringy matter. Water and/or hazy, cloudy fuel is also a sign of possible pending problems.
Another issue is asphaltenes (sticky black tar-like particles) which can start to form after about 90 days in unstabilised fuel. You can tell the difference between asphaltenes and other contaminants by collecting a black particle from the fuel filter and putting a drop of acetone or thinner on it. If it begins to melt it’s an asphaltene particle from old, degraded fuel. Bacterial particles also emit a sulphur dioxide (rotten egg) smell.
Aboard Envoy we had a New Zealand-made De-Bug unit installed in the polishing system’s fuel input to reduce the chances of diesel bug and either by good luck or good management we never encountered the problem.
Fuel Stabiliser
We always used a fuel stabiliser when refueling to reduce oxidation, increase lubricity and reduce fuel injector pump and injector wear. It’s important to add the correct levels of stabiliser and especially not too much. While stabilisers act as antioxidants they also gradually break down any asphaltine particulates and it’s important this occurs only gradually and not suddenly as could happen with excessive additions. Also if too much stabiliser is added any water present may emulsify in the diesel and pass through the filters into the injection pump and injectors where it could cause damage and corrosion.
Additives that deal with water fall into two categories:
The first encourages its mixture with, or suspension in fuel so the water is captured by a water separator or goes to the engine to be vaporised in combustion. These are known as emulsifiers or dispersants or suspension additives. The second category encourages its separation from fuel so it can be drained from a tank or filter. These are demulsifiers.
Some engine manufacturers prohibit using the first option, so only use additives recommended by your engine supplier.
What about bio-diesel?
New Zealand’s bio-diesel has a 5 per cent “bio” content (sourced from tallow) and isn’t generally sold at marine outlets. Bio-diesel is slightly more hygroscopic than standard diesel although at the five per cent level it is very similar to standard. An industry source informed me that while bio-diesel should preferably be used within six months of purchase it contains additional antioxidant and shouldn’t be a problem for up to twelve months. Some commercial operators regularly use bio-diesel and report less emissions and longer periods between filter changes, however unlike privately owned vessels theirs are in frequent use and constantly turning their fuel over.
Maritime New Zealand recommends checking with your engine manufacturer before using bio-diesel. In the Med the commonly sold fuel is 15 per cent bio-diesel and we’ve used this up to two years after purchase without any issues.
The key point is whatever fuel you are using, monitor it and always use your oldest fuel first.
TAKE CARE OF YOUR DIESEL
The corona virus issue will have a major effect on cruisers and many will be canceling their plans to join their vessels overseas for the northern hemisphere summer. Their major concerns are the risk of contracting the virus, the relative inadequacy of medical facilities in some destinations, uncertainties about medical insurance and repatriation in case of illness, difficulties for their visitors to travel and return to their country of origin, the difficulty in returning should any emergency occur at home, the large scale closure of cafes, restaurants and tourist areas of interest, possible difficulties in obtaining technical assistance should the crisis worsen and the general uncertainty during what is currently an escalating phase.
This is an article we wrote published a while back in Pacific PowerBoat magazine.
Since
a large number of diesel engine problems are fuel-related we should
always follow
best practice procedures in managing our fuel supply; the key
areas to consider being monitoring, filtration and rotation.
a large number of diesel engine problems are fuel-related we should
always follow
best practice procedures in managing our fuel supply; the key
areas to consider being monitoring, filtration and rotation.
Fuel
Tanks and Filtration
Tanks and Filtration
All
tanks require an air breather to equalise internal pressure during
changes in fuel level and should ideally have a removable inspection
port enabling access for periodic inspection and cleaning. The
tank’s outlet should be situated as low as possible to avoid the
accumulation of water and contaminants in the bottom of the tank.
tanks require an air breather to equalise internal pressure during
changes in fuel level and should ideally have a removable inspection
port enabling access for periodic inspection and cleaning. The
tank’s outlet should be situated as low as possible to avoid the
accumulation of water and contaminants in the bottom of the tank.
Filtration
starts with a “primary” filter to separate any water present and
clean the fuel before it reaches the engine, where a replaceable
on-engine “secondary” filter provides a final clean before fuel
is supplied to the injection pump. If water accumulates in the
primary filter’s clear inspection bowl we need to identify its cause
and resolve the problem.
starts with a “primary” filter to separate any water present and
clean the fuel before it reaches the engine, where a replaceable
on-engine “secondary” filter provides a final clean before fuel
is supplied to the injection pump. If water accumulates in the
primary filter’s clear inspection bowl we need to identify its cause
and resolve the problem.
Many
primary filtration systems have a vacuum gauge to indicate when the
replaceable filter cartridges should be changed. In any case they
should be replaced about annually as the paper filter media can
deteriorate after long term diesel immersion. Sometimes it’s hard to
tell if this gauge is working (Envoy’s needle rarely moved) and you
can check this by slowly closing the engine’s fuel supply valve (not
the return valve) with the engine idling in neutral. You should see
the gauge’s needle begin to rise confirming a vacuum is present.
Every boat should carry several spare filters and every skipper
should know how to change them.
primary filtration systems have a vacuum gauge to indicate when the
replaceable filter cartridges should be changed. In any case they
should be replaced about annually as the paper filter media can
deteriorate after long term diesel immersion. Sometimes it’s hard to
tell if this gauge is working (Envoy’s needle rarely moved) and you
can check this by slowly closing the engine’s fuel supply valve (not
the return valve) with the engine idling in neutral. You should see
the gauge’s needle begin to rise confirming a vacuum is present.
Every boat should carry several spare filters and every skipper
should know how to change them.
While
diesel sold throughout Australasia is generally high quality and
contamination is rare, this is not always the case in other countries
and long range cruising vessels often have a further filtration (or
“polishing”) system to polish all fuel into one designated tank
(often called a “day tank”) which solely supplies fuel to run the
engine(s). The excess fuel from the engine(s) also returns to this
tank. Most commercial vessels also use this system.
diesel sold throughout Australasia is generally high quality and
contamination is rare, this is not always the case in other countries
and long range cruising vessels often have a further filtration (or
“polishing”) system to polish all fuel into one designated tank
(often called a “day tank”) which solely supplies fuel to run the
engine(s). The excess fuel from the engine(s) also returns to this
tank. Most commercial vessels also use this system.
A
long range cruising vessel also generally has a dual primary filter
installation so that a filter cartridge can be replaced underway.
long range cruising vessel also generally has a dual primary filter
installation so that a filter cartridge can be replaced underway.
Diesel
contamination
contamination
For
a boat owner the mention of diesel “bug” invokes about the same
amount of consternation as osmosis. All diesel carries bug to
some extent and the presence of water encourages growth, hence the
need to reduce condensation in fuel tanks by keeping them as full as
possible. The bug is a fungal organism called Hormoconis resinae
(H.res) and is a bacteria not an algae (which would require light).
It can normally be seen in filter bowls as black spots or stringy
matter. Water and/or hazy, cloudy fuel is also a sign of possible
pending problems.
a boat owner the mention of diesel “bug” invokes about the same
amount of consternation as osmosis. All diesel carries bug to
some extent and the presence of water encourages growth, hence the
need to reduce condensation in fuel tanks by keeping them as full as
possible. The bug is a fungal organism called Hormoconis resinae
(H.res) and is a bacteria not an algae (which would require light).
It can normally be seen in filter bowls as black spots or stringy
matter. Water and/or hazy, cloudy fuel is also a sign of possible
pending problems.
Another
issue is asphaltenes (sticky black tar-like particles) which can
start to form after about 90 days in unstabilised fuel. You can tell
the difference between asphaltenes and other contaminants by
collecting a black particle from the fuel filter and putting a drop
of acetone or thinner on it. If it begins to melt it’s an
asphaltene particle from old, degraded fuel. Bacterial particles also
emit a sulphur dioxide (rotten egg) smell.
issue is asphaltenes (sticky black tar-like particles) which can
start to form after about 90 days in unstabilised fuel. You can tell
the difference between asphaltenes and other contaminants by
collecting a black particle from the fuel filter and putting a drop
of acetone or thinner on it. If it begins to melt it’s an
asphaltene particle from old, degraded fuel. Bacterial particles also
emit a sulphur dioxide (rotten egg) smell.
Aboard
Envoy we had a New Zealand-made De-Bug unit installed in the
polishing system’s fuel input to reduce the chances of diesel bug and
either by good luck or good management we never encountered the
problem.
Envoy we had a New Zealand-made De-Bug unit installed in the
polishing system’s fuel input to reduce the chances of diesel bug and
either by good luck or good management we never encountered the
problem.
Fuel
Stabiliser
Stabiliser
We
always used a fuel stabiliser when refueling to reduce oxidation,
increase lubricity and reduce fuel injector pump and injector wear.
It’s important to add the correct levels of stabiliser and especially
not too much. While stabilisers act as antioxidants they also
gradually break down any asphaltine particulates and it’s important
this occurs only gradually and not suddenly as could happen with
excessive additions. Also if too much stabiliser is added any water
present may emulsify in the diesel and pass through the filters into
the injection pump and injectors where it could cause damage and
corrosion.
always used a fuel stabiliser when refueling to reduce oxidation,
increase lubricity and reduce fuel injector pump and injector wear.
It’s important to add the correct levels of stabiliser and especially
not too much. While stabilisers act as antioxidants they also
gradually break down any asphaltine particulates and it’s important
this occurs only gradually and not suddenly as could happen with
excessive additions. Also if too much stabiliser is added any water
present may emulsify in the diesel and pass through the filters into
the injection pump and injectors where it could cause damage and
corrosion.
Additives
that deal with water fall into two categories:
that deal with water fall into two categories:
The
first encourages its mixture with, or suspension in fuel so the water
is captured by a water separator or goes to the engine to be
vaporised in combustion. These are known as emulsifiers or
dispersants or suspension additives. The second category encourages
its separation from fuel so it can be drained from a tank or filter.
These are demulsifiers.
first encourages its mixture with, or suspension in fuel so the water
is captured by a water separator or goes to the engine to be
vaporised in combustion. These are known as emulsifiers or
dispersants or suspension additives. The second category encourages
its separation from fuel so it can be drained from a tank or filter.
These are demulsifiers.
Some
engine manufacturers prohibit using the first option, so only use
additives recommended by your engine supplier.
engine manufacturers prohibit using the first option, so only use
additives recommended by your engine supplier.
What
about bio-diesel?
about bio-diesel?
New
Zealand’s bio-diesel has a 5 per cent “bio” content (sourced
from tallow) and isn’t generally sold at marine outlets. Bio-diesel
is slightly more hygroscopic than standard diesel although at the
five per cent level it is very similar to standard. An industry
source informed me that while bio-diesel should preferably be used
within six months of purchase it contains additional antioxidant and
shouldn’t be a problem for up to twelve months. Some commercial
operators regularly use bio-diesel and report less emissions and
longer periods between filter changes, however unlike privately owned
vessels theirs are in frequent use and constantly turning their fuel
over.
Zealand’s bio-diesel has a 5 per cent “bio” content (sourced
from tallow) and isn’t generally sold at marine outlets. Bio-diesel
is slightly more hygroscopic than standard diesel although at the
five per cent level it is very similar to standard. An industry
source informed me that while bio-diesel should preferably be used
within six months of purchase it contains additional antioxidant and
shouldn’t be a problem for up to twelve months. Some commercial
operators regularly use bio-diesel and report less emissions and
longer periods between filter changes, however unlike privately owned
vessels theirs are in frequent use and constantly turning their fuel
over.
Maritime
New Zealand recommends checking with your engine manufacturer before
using bio-diesel. In the Med the commonly sold fuel is 15 per cent
bio-diesel and we’ve used this up to two years after purchase without
any issues.
New Zealand recommends checking with your engine manufacturer before
using bio-diesel. In the Med the commonly sold fuel is 15 per cent
bio-diesel and we’ve used this up to two years after purchase without
any issues.
The
key point is whatever fuel you are using, monitor it and always use
your oldest fuel first.
key point is whatever fuel you are using, monitor it and always use
your oldest fuel first.
Changing Plans
After we got underway this morning from Antwerp, we learned that Belgium has closed all restaurants, bars, cafes, and night clubs. The US recently blocked anyone from the Schengen area from entering the US. Princess Cruise lines has suspended all operations for 2 months. Italy has shut down all non-essential, non-emergency services and already has…
Amsterdam to Antwerp by Canal
The Standing Mast Route runs through the Netherlands inland waterways and canals from the border with Belgium in the south to the German border in the north. It’s referred to as a standing mast or mast-up route because sailboats can travel with their masts up as no non-opening, low bridges are en route. Our 2.1m…
