Derwent Marine: Replacing the fuel and water tanks

When we bought the boat the old mild steel fuel tanks had seen better days.  In fact as part of the work before completing the sale we found that the two fuel tanks were in fact full of water!  The outsides had been left to rust and so we knew that one day soon it would need to be tackled.   I had tracked a small fuel leak in one of the tanks in Sydney and so it was time.   There are usually horror stories about replacing tankage in old boats and ours like many are in the bilge and under the floor.  We had spent some time figuring out just how much of the floor and fittings would need to be cut out to do the work and had been pleasantly surprised at how little it would take. 

Still it was a big job requiring good carpentry skills and so we asked Don Bailey at Derwent Marine near Hobart to help us do this and also weld up the new stainless gantry for the solar panels.  We went alongside their wharf and were glad we did this job whilst in the water as it was much more convenient than it would have been on the hard.

I had searched around for the options to replace and really it was a 'no brainer' to replace with HDPE (plastic) both on cost and ongoing integrity.  I ended up ordering with Atlas Tanks in Brisbane, mainly because any business that has an actual production schedule gets my vote of confidence on the basis that they must be organised, or trying to be, and possibly even reliable on delivery.  Turns out they were organised, reliable and professional and produced great tanks delivered exactly when planned.  

At this point it was time to move off the boat to a nearby apartment.

Glen who works at Derwent marine is a good carpenter, which is just as well as the first job was to take out the companion way steps and then cut out the main floor below.  We were lucky in that we could do this without resorting to cutting out cupboards and bench seats.    

The two mild steel tanks were built port and one starboard which I never understood as if one only was used the boat would be heavy one side. The water was the same configuration. They were very obviously put in before the coachroof was built as there was no way they were going to get through the hatch space without being cut in pieces.  We set to with jigsaws and a sabre tooth saw which made short work of the job. It took four hours for two of us to cut and clear them out of the hull. 

I had measured up carefully and planned that the replacements would be built to fit across the width of the boat and so be longer and thinner.  The new size allowed them to just fit though the hatch space.  Each tank was 375 litres which was marginally smaller than the originals.  Outside size was exactly the same and the reduction came as a result of the 10mm sheet size of the plastic lowering the internal capacity.

There was a lot of shifting and pulling to get access to the space, this is Glen, not me! adjusting the tanks before cutting them up.  It was pretty clear that the time was right to clear them out as the insides were a sludge of rust and the outsides a mass of flaking rust. 

The bilge had not seen the light of day since the build in 1984 so there was quite a lot of mess and sludge.  I scooped out what i estimated to be 30kg of mess and this explained the old boat smell.  I scrubbed it all back degreased cleaned and ground it all back to clean fibreglass before painting the bilge with a two pack paint.  I also took advantage of the space under the floors to re route all the electric cables through tubes so I know where everything is. 

After taking the fuel tanks out I had a good look at stainless water tanks. they were immediately forward of the old fuel tanks that were now scrap. Again they were the original and it had been difficult to see what sort of condition they were in.  I found four small leaks on one of them at the base welds so there was no question that they needed to come out as well given this was the only time I planned to pull out the floor of our home.  The space made by the fuel tanks departure made enough room to slide them out, cut them up and send them to the scrap yard. I had cut out lots of panels to be used for backing plates for the planned new winches and deck gear.

The new tanks were pretty easy to replace in comparison to the removal.  Glen did a great job of preparing batons to fix them down and ensuring they do not move and then replacing all the joinery.  He re organised the joists and fixings on the companion steps so that it would be a fairly easy task to take them up if the need ever arose in the future.

I moved the tanks around and put the fuel forward and the water aft.  Tiki sits too high in the water at the rear, a legacy of losing a mizzen mast perhaps when converted to a cutter, and we have more water than fuel on most occasions so there is more weight aft now.  We also only use the rearmost fuel tank as 375 liters is enough for most journeys and the forward will be filled only on long ocean trips where we need to have 700L of fuel.

Lots of detailed fitting of new lines, gauges and breathers and realigning access hatches and we had a glass or two of bubbles for a job well done.  We even came in under what we expected to spend which is a minor miracle in marine world! It took just over five weeks, longer that planned because of the need to wait for the additional water tanks that had not been scheduled to be built. 

Maintenance Haulout: Oyster Cove, Kettering

We arrived in Tasmania in early January after a great cruise over the Tasman sea.  We seemed to arrive as the best summer in living memory also settled in so we were very spoilt for the four months we eventually spent enjoying the island.

Our first stop had been Consitution Dock for a few days rest after the trip down from Sydney and then we headed off to Kettering and Oyster Cove marina to get on with all the work that arrives with taking her out of the water.  In our minds we had pretty much decided that we wanted this to be the last haul out before South America planned in three years time so we had lots to do and of course more work appears than planned so it turned out to be a very busy three weeks.

The yard team and their support were nothing short of amazing.  We hear stories of hassles and difficulties in yards and here the complete opposite was true.  As soon as the boat was in slings Jerry said 'whatever you want just ask, we want to make your stay easy' and he meant it.  They took over the pressure wash, no charge, so I could help move the wind gen. Trestles appeared and help  to set up was always around.  No charge.  Extra lift to help epoxy the keel was happily forthcoming.  No charge!  Helpful advise always provided and use of the workshop bench drill available.  No charge.  Live aboard as well was no problem and no charge.  The local tradies were around and about and  always happy to chat, support and guide just because they are nice people.  We we left after three weeks very happy we had visited.   

The first fast-ball was the rudder, it was pretty wet inside and had been leaking around the stock.  I had pulled it off two years before to effect some minor repairs so the actual process of taking it off was not too daunting and required the dismantling of the hydraulic connections, quadrant and seals.  We then needed to raise the boat on the crane in order to drop the whole rudder out of its fitting. The 'scratch your head' part was deciding what to do with the rudder to make it secure and knowing who's expert advice to take. 
I got the angle grinder to cut out inspection patches on each side to see how much damage and rot there really was.  It was pretty bad in some places so I cut out and ground back to solid material, checked the integrity of the tangs and generally cleaned of the rudder post before washing clean with fresh water.  It was all very wet and with a lot of hollows in the build, not the best quality lay up - although it had lasted thirty years so far.   

Drying out was slow and I made up a small green house pointing towards the sun to keep it hot and dry.  It worked well and after several weeks sat in the hothouse was bone dry. After that it was a case of mat, resin and filler to repair the job and get her back to the original shape.

Whilst the rudder was off I also ground back and repaired loose patches on the rear of the keel as well as cleaning and sealing the rudder post fittings.  I had run the boat onto a bank a couple of years before and so took the time to get under the keel and cut back and re epoxy the base where there had been chips taken out of it.  The propeller had been cleaned several times whilst in the water and even so was caked in barnacles after more than two years since the last drying out.  So this time we figured we would prop speed to avoid all the hassles.  We are now hoping the build up will be eliminated. 

Whilst out we had planned to spend two weeks only and get the basic jobs done.  Some through-hull fittings to give the rear heads better water supply, new main anode for the engine, anti-fouling and some interior work that would be easier in the yard.  We had in our mind that maybe, just maybe we would roll and tip the top sides.  She was not very attractive and had a lot of damage and dents and scratches.  We got chatting to some of the sprayers and $ numbers were mentioned that were far too extravagant for us.  We had pretty much given up on the idea until we got chatting to Sam who was happily spraying a nearby boat that was looking very impressive.  We talked it through and came to an agreement where I, and my unsuspecting crew Keith and Margaret, would do all the prep, sanding, filling and masking (all the hard work)  and he would get to do the glamorous bit with the spray gun.

Whilst the lines that give her a wood appearance are lovely to look at, sanding them ready for paint was not the easiest job.  We estimated we spent, three of us, three days getting her sanded back properly and ready to begin the process of filling in the various bits of damage in the hull.  I guess half of this effort was on the 'tramlines' as they are now called.  After more sanding back and prep after the base coats we are now proud owners of a very shiny yacht courtesy of Sam and Wattle paints.   Of course we previously were pretty cavalier about scratches and dinks and now are converts to the idea of putting extra fenders and protection out before approaching berths and wharfs. 

After a lot more minor jobs it was time to go back in the water and head up the river to undertake our biggest task yet on the boat.  Replacing the tankage. 

      

Part II: Fuel diagnostics for Perkins 4236 - Delayed in Scarborough Marina

Delayed 19th - 27th July 2011

Well after a truly lovely first leg we anchored outside the Marina at Scarborough for a nights rest before heading up to Fraser island. Next morning spent on deck doing little jobs and getting used to everything. Wind picked up perfectly but unfortunately the engine didn't. Neil went through everything methodically and I helped by scouring the forums and engine manuals looking for extra clues. We narrowed it down to the fuel injector pump - a mysterious beastie that if broken can not be repaired by mere cruising mortals. It was broken. I blogged the checklist (Part 1) of how we found out it was broken if anyone is interested... So we needed a tow in, and lucky we had signed up to Coast Guard Rescue!

Long story short they towed us in the next day when it was blowing an absolute hooley and we spent the next week immobile whilst the Diesel Injection specialists did their stuff refurbishing the injector pump. We had the 4 injectors overhauled at the same time for good measure and so now they, along with the almost new pump are all set for the next 20+ years. They better be, the dent in our cruising budget was humongous.

Prop is covered in weed from the Manly stay but we've no incentive to swim, sea temperature is 16C. Brrrrrrrrr

Fuel System diagnostic checks we did on our Perkins 4.236 diesel engine - Part I

When it won't fire up here's the drill.

Check the stop valve (engine cut-off) is in the off position and open the throttle to full.
Check the fuel supply in the tank - like have you got any and is it clean?
Before we go pulling everything apart, check the belt is turning the Fuel Injector Pump (IP).
Use the electric pump to check the input to and output from the primary filter is clean and air-free by disconnecting & reconnecting each point.

Working along the fuel line, switch to manual pump and push through to the secondary filter and again check in and out is clean and air-free.
Now we're at the IP.
Disconnect supply at entrance and check as above to ensure it is not blocked.
Bleed (loosen them open until they drip) IP at the valves  and let them run to ensure clean fuel.  This is the Low Pressure section of the IP.
Crack (same as bleeding, different name..) the injector nuts -fuel should run clean and air free.  This is from the High Pressure area of the IP.
Check the internal "spline" is turning (ie able to create the pressure) by removing the plate cover and watching as you turn the engine over.

Try turn it over again and if still no good then you will need to return at another time for Part II.   Good luck and please keep us posted on the outcome!  As for us, we're stuck at the injector nuts as no fuel is coming through.  Good news is the spline does turn.

Coast Guard are towing us into the Marina where we'll get a professional second opinion and probably end up having the IP bench tested.  We suspect the stop valve mechanism inside the IP has failed somehow.

We'll keep you posted.

Goodbye land-life - we are floating

Back from a great break in Thailand there was so much to do. Neil was enroute from Keppel Marina and I packed up the flat ready to move aboard. Everything we bought for temporary use was sold back on ebay or gumtree and we arranged storage for the surplus - still amazed how easily we accumulated so much stuff after only 8 months here. Ruthlessness was the key and with such limited space onboard the decisions were made easier.

We are now officially live-aboard and what a great feeling it is. After several years talking about it and wondering what it would be like we are here on our floating home. In a marina and still commuting to work for now with the cruising date set for mid July.

Do you know what?  It feels amazing! Simple. Uncomplicated. Liberating. At the same time just a little bit daunting - there's so much work to be done on and in her. We are all smiles here though, time for sleeves up and lots of elbow grease.

Kepple / Rosslyn Bay Marina

After a relaxed morning on the anchor at Kepple we motored over to the Marina. What a lovely atmosphere in the Marina, relaxed and friendly and small enough to feel you are welcomed as a person. The office provided me with an outside berth so I have a bit more room to get in and out, I am still nervous about manoeuvring the yacht, she does not do reverse very well, or I have not figured out how to help her reverse in the right direction.

Bilges. Yuk. When we first saw Tiki her bilges were full of water and oil. We cleared them out to an extent and there was still water slopping about, some oil and with lots of sawdust after the engine beds were cut down 4" as part of the work on setting her up. I decided to clear her out more at sea on route. This got the yacht down to the last inch and finally I discovered the bottom sump that I suspected was there. It sits as the lowest part of the bilge and of course after years of neglect has filled with oily silt. I need to climb down into it to clear the silt and then put the bilge pump into it. Means the whole bilge will be much cleaner at the end of the job of course and I can see I will need to extend to a whole new level of flexibility for this job.

To delay this we had a few beers this afternoon on the Marina veranda. Lovely. Tomorrow some jobs and parts ordering for the hydraulics and a few other things and then off to Thailand.

Keppel Island

Position:

http://maps.google.com/maps?q=position@-23.194607,150.946701&z=12&t=m

We made it to Keppel island last night and we anchored in the most amazing bay on the south side as the wind is northerly now.
What a dilemma, the wind and forecast are perfect for continuing south to Brisbane, the yacht is settling into a good pace and Dave and I are in cruising mode. However I need to head off to Thailand to meet Heather who has booked a break for her 40th birthday. That means we will track off to Keppel bay Marina on the coast and moor her up for a few weeks before the final leg to Brisbane.
The anchorage is stunning and we a sure to return and spend more time here. There is the adage that blue water cruising is 'the art of yacht maintenance in exotic places' and the yacht next to us proves this by spending all morning running a disc cutter and sander inside their cabin. It must be a major job and i make a mental note to leave those jobs for rainy days when possible as today is just wonderful sunshine and uplifting to be on deck watching the world.

Scawfell Island Sanctuary anchorage - more Tiki-leaks

We arose at 0530 to up anchor from what was a calm and relaxing nights anchorage at Goldsmith Island. The engine ran for a while and then engine stopped. There was no fuel and we sailed south as I finally figured out that the starbord fuel tank was empty. What happened to the 150L that has disappeared? It would transpire that it has leaked from somewhere and emptied to the bilge. I changed tanks, bled the system and off the engine went.

We planned to go direct to Percy overnight if all went well. Weather fair, overcast and wind moving around to the east for the journey. Contra to every forecast there was monsoon rain for about five hours from 10am until 4pm. Also no wind. We motored down and then decided we did not fancy doing this all night and so detoured to an anchorage.

We anchored at Scawfell Island in Sanctuary Bay and to little wind, flat sea along with two other boats. Tiki is drenched outside and little better inside, we found some more horrendous leaks over the galley. The biggest problem was the main hatch that was leaking and then when you open it to go below huge amounts of water pour in off the boom. There was no way to stop it so the main cabin is soaked, maps got drenched, seats damp.

Glad to be anchored up and trying to dry out. Even here we had the great experience of enjoying another motor boats' loud rock music (they were 200m away at least) and then the joy of them helping us see in our cabin all night with their special spotlight ranging around the bay and into the yacht portholes for no apparent reason. Beyond that a very special anchorage to return to.

Dramas Sailing to Goldsmith Island

What a day! Setting off this morning at 0545 was simple, a calm quiet and warm morning for us to slip the lines and start heading south. The sails were soon up and and pushing us along in the WSW breeze. Despite having checked and rechecked the rigging,lines and sails several times it was a relief nothing broke or fell down during the morning. We headed along to clear water and tacked around to travel south along long island, just making a bearing close to the wind as we could go.

Dramas unfolded on the starboard tac as the bilge line was not taken high enough above the water line and so began syphoning water in, then i found the fresh water tank breather pipe had been cut off short somewhere in her past life and drained to the bilge on a tac. Good for easing the tepid bilge smells at least. No worries these are easily fixed and I set to it with plenty of spares and materials on board. Of course the wind died and so we began to motor a while which made my repairs much easier until the engine died as well as an attempt to keep me on my toes.

For the first day at sea this was getting interesting so it was moving swiftly onto diesel repairs after a session of pipe fixing. We were drifting over some sandbanks, at low tide, that theoretically gave us less than 1m of water under the keel. Well, the tide would come in if we bump them.
I suspected the diesel system needed a good clean through so I started at the tank to check fuel input, then the electric pump, then checking each seal and changing the primary filter, testing for good fuel, to the mechanical pump and check again, then the second filter change and then to the injectors. She had not been used for a while and this set up the engine to work again so I put it down to the filthy fuel filters from tanks that had just been wired brushed free of years of sediment and rust build up.
At last we settled down and got on with sailing south again as the wind picked up.

Our first evening we anchored at goldsmith island. Arriving at about 1730 we used the guide to place ourselves in a good position. Unfortunately we got too close in and ended up in 2m of water. Tracking around it was obvious the bay shelved steeply in places down to 16m in a long channel just off the beach and not noted in the guide. We moved out beyond this channel and anchored in about 6m. We had 15kn of wind and yacht was sitting good in the bay. I will make a sketch of the bay from my soundings and add them to the guide for future. We are the only yacht here and the island is uninhabited. The difference between this coast and Brittany or UK is stark as we sit in the cockpit. There is no one to go ashore for!

Dave loves creating food from our fridge full of pasta, meats and wine so we soon settle down for a relaxing evening with a glass of wine and then a session of bleeding the steering hydraulics out to clear the air that is in them. It is making steering harder work than it needs to be and I have a feeling we will need a complete service to eliminate this.

Plan to leave at 0530 in the morning as light gets up and I go to sleep with the anchor alarm set on the iPad. Life's good.