It’s fun to write about cutting-edge technology, but sometimes it’s worthwhile to take a closer look at the basics. Like mildew-prevention.

The easiest way to prevent mildew is to keep things dry, and the easiest way to keep things dry is to keep the interior of the boat a few degrees warmer than the outside air. Warmer air holds more moisture, so a little interior heat can prevent atmospheric moisture from condensing on surfaces in the cabin.

Any source of (dry) heat will work, but some heat sources are better suited for use aboard an unattended boat.

You’ve probably seen these devices at your local chandlery. You might have considered them, seen the price tag, and said “No way! I can buy a nice little ceramic heater for less than that! It’ll keep my boat dry while I’m away, and keep it warm when I’m there.”

OK, maybe you didn’t say that. But I did, and it seemed pretty sensible at the time.

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If you read Navagear regularly, you already know that I don’t stick to “gear and gadgets” exclusively. Sometimes, I stray into territory I find interesting, hoping that some of my readers share my enthusiasm.

For over a year, I’ve tried to strike a balance between relevant, on-topic gear and gadgets posts and fascinating, off-topic regional maritime stories. A lot of the great stories I’ve encountered were so far off-topic that I was obliged not to include them on Navagear at all. It’s been a bit of a struggle.

“If only I had a publishing venue, parallel to Navagear, that would allow me to focus on a broader field of subjects with a narrower geographic scope…”

Behold Puget Sound Maritime, my new blog project.

I got a lot of help setting it up from Navagear publisher Aaron Tinling, so PSM is very much a sister publication to Navagear. Occasionally, stories may cross the boundaries between the two, so expect to see links back and fort, or short posts on one blog directing readers to the other. I’m so accustomed to screening stories for both regional and technical relevance that I expect to be faced with a new dilemma in the coming months: “Does this belong on Navagear or Puget Sound Maritime?”

[This information is provided by the U.S. Coast Guard Office of Search and Rescue.]

A Television Can’t Save Your Life…
A 406 MHz EPIRB, PLB or ELT Can!

Most of you probably already know that starting in February 2009, over-the-air television broadcasts will be going digital in the United States. This means that if you want to continue to receive free television reception, you must have a newer TV that has a digital tuner or you need to get a digital-to-analog converter box.

But, did you know that there is a critical piece of life-saving equipment that will also be affected with a change from analog to digital transmissions?

If you own or use an emergency distress beacon on a boat or on a plane, you should know that starting on February 1, 2009, the older beacons that transmit only an analog signal (121.5 or 243 MHz) will no longer be “heard” by search and rescue satellites. Just like checking your TV, you need to ensure that your distress beacon is capable of transmitting a digital signal (406 MHz) in order for it to be recognized.

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[This information provided by the manufacturer. Still, I'll "add value", as the biz dev folks say, by indicating that I think this is a pretty clever idea. Why? In my small boat, I've got room for exactly one handheld radio. If it combines clever, innovative features such as dual-band operation, Rewind-Say-Again digital buffer, and rechargeable Li-Po batteries, I'm a lot more likely to sit up and take notice. —Tim]

Whether enjoying a day in the woods or on the water, now only one radio is needed for emergency or routine communication.  With Cobra’s MR HH425LI VP handheld radio, users can switch seamlessly between VHF and GMRS bands with the push of a button.  Allowing dual band receive and transmit, this All-Terrain-Radio lets operators conveniently make water or land-based contact, no matter where they are.

The first combination VHF/GMRS radio in the world, the unique MR HH425LI VP is fully submersible and complies with JIS7 standards.  Offering a state-of-the-art Rewind-Say-Again™ feature, users can play back up to the last 20 seconds of audio, making it easy to catch up with missed calls.  Compatible with other Cobra and GMRS radios, it’s also great for use during camping, hiking, ATV or snowmobile outings.

A total of 1,815 privacy combinations are possible when its 15 GMRS channels are paired with its 121 privacy codes.  The MR HH425LI VP provides instant access to national weather information, 24 hours a day, while also offering S.A.M.E. weather alert filtering.

Controls on the handheld provide instant access to channels 16 and 9 for emergencies.  With tri-watch ability, it can also monitor three channels at once including 16, 9 and one user-selected channel.

Its long-lasting lithium-ion polymer battery provides longer talk times and maintenance-free operation.  Power is adjustable to 1, 3 or 5W for short and long communication.  Identifying callers is simple with this handheld, a user can assign up to 10 call tones.

Cobra Marine’s MR HH425LI VP comes with a 3-year warranty and has a suggested retail price of $169.95.

Based in Chicago, Illinois, Cobra Marine, a division of Cobra Electronics, is a leading designer of mobile communication products for the marine industry.  Products include handheld and fixed VHF radios, including exclusive Rewind-Say-Again™, All-Terrain-Radio and MicroBlue™-equipped systems.

Cobra Electronics is a leading global designer and marketer of communication and navigation products, with a track record of delivering innovative and award-winning products.  Building upon its leadership position in the GMRS/FRS two-way radio, radar detector and Citizens Band radio industries, Cobra identified new growth opportunities and has aggressively expanded into the marine market and has expanded its European operations.  The Consumer Electronics Association, Forbes and Deloitte & Touche have all recently recognized Cobra for the company’s innovation and industry leadership.  To learn more about Cobra Electronics, please visit the Cobra site at www.cobra.com.

My friend Tom Forsythe of Level Sky (the go-to outfit for brightwork refinishing in Seattle) took some pictures yesterday. He didn’t indicate that the boat was about to flop over from the weight of the snow and start filling up with lake water, so all’s well, I guess. Actually, she looks like she’s floating to her lines, pretty much.

I’ve had Two Lucky Fish in my new slip on Lake Union for a week now, and I’ve got to say I picked a hell of a week to move in to a new, unfamiliar location! In freshwater, no less. I’ve learned a lot.

First, it virtually never gets cold enough for Lake Union to freeze. Seriously, it’s incredibly rare. Very unlikely. But you will note that I didn’t use the word impossible.

Second, when boathouses (like the one I’m tied up to) get a lot of snow on them, they sink a few inches. When it rains on the snow, and the snow holds all the additional water on the roof instead of allowing it to drain off, they sink a few more inches. So make sure your lines have a bit of slack in them. Mine are fairly tight, but they are all arranged at acute angles to the dock; none run perpendicular from the boat to the dock. They should be fine, but if it starts raining hard, I’ll make sure I get down there to make adjustments and remove snow from the boat.

I’m positive I should be able to come up with some suggestive double entendre involving “my Johnson”, but for the life of me, I can’t think of a thing!

I went down to the boat today to add some mooring lines and see that everything was made fast and battened down in anticipation of another “weather event”. This one calls for snow AND wind, but perhaps not so much wind as we were anticipating.

So anyway, while I was there I took some pictures for y’all.

One problem, though…I couldn’t get my camera to work until I’d warmed the battery up! Sheesh…

And then I discovered another problem. I couldn’t adjust some of the lines. They were frozen into solid icicles.

I can only imagine how those old sailors made it around Cape Horn in sub-freezing temperatures!

Anyway, happy winter holidays to you and yours! At our house, we celebrate the Winter Solstice, and then we celebrate Christmas.

Propane cylinders fail occasionally, usually at the valves and fittings. Propane gas is heavier than air, and it can collect and settle into any open-topped container. Lockers, cabins, engine compartments, and boat hulls can contain “pools” of propane, just waiting for a spark.

So pools of loose propane sitting in the boat…that’s bad, see? I just wanted to make sure that was clear!

Storing propane cylinders properly anywhere, but especially aboard a boat, means providing overboard venting. If a cylinder fails, we want the gas to end up outside the hull.

If, like me, you’ve decided to refill your disposable 16-ounce propane cylinders, you want to make sure you don’t just chuck ‘em into a locker someplace for storage. They need to be in a locker that vents overboard. This is not optional.

If you don’t have a locker like that, you might make one. Navagear reader Bob Heselberg was kind enough to send a photo of his own propane cylinder storage solution. In his own words…

One piece of 4 inch plastic pipe with couple of hose clamps and a blocker at the bottom becomes a propane storage locker.  Holes drilled at certain spots provide vents if the 16oz containers leak. Make it as long as how many containers you want to stow. 

Bob H

Thanks, Bob! I’d add that the vent holes ought to be oriented on the outboard side. Even better, they would be connected to a hose to act as a “downspout”, containing the gas until it is below (and outside, of course) the gunnel.

Even more thorough would be to include a cap one the top of the “locker”, to ensure that fast-escaping gas was all directed down through the vent and overboard. Otherwise, a portion of it could “spill” out through the top, and might collect in the cockpit or hull.

I’m interested in hearing about other creative, inexpensive propane storage solutions. Send ‘em my way!

Apparently, I misinterpreted the new AIS rules recommendations recently issued by the US Coast Guard in my post yesterday. The US Coast Guard’s AIS Regulatory Project Officer, Jorge Arroyo, who I met at the eNav conference last month, wishes to set me straight.

For my part, I don’t mind one bit! In fact, I appreciate the feedback.

That recommendations document isn’t the easiest thing to comprehend, so it’s entirely possible that I misunderstood what I read. And if I got it wrong, it’s likely other people will misinterpret it, as well, so this is an opportunity to enhance the quality of the public discussion.

Here are Mr. Arroyo’s comments:

Greetings,
I would like to commend Mad Mariner LLC and Tim Flanagan, in particular, for your recent post—http://madmariner.com/blogs/navagear/21595—informing your readership of our proposed AIS rulemaking. 

I would also like to highlight that some of the information therein is inaccurate, and exhort you to correct the matter at your soonest opportunity.  Our proposal rule does not mandate AIS on domestic recreational vessels, regardless of the passengers on board—please view §164.46(b) [emphasis added] which states:

(b) AIS carriage. The following vessels must have…(AIS):
(1) * * *
(2) * * *
(3) A self-propelled vessel carrying 50 or more passengers, engaged in commercial service;
(4) A vessel carrying more than 12 passengers for hire and capable of speeds in excess of 30 knots;

Once again thanks for spreading the word, hope to see your comments on it soon.
Happy Holidays,
Jorge Arroyo
AIS Regulatory Project Officer
Office of Navigation Systems
U.S. Coast Guard
2100 2nd Street SW
Washington, DC 20593

I’ve had the boat “on the hard” for several weeks, doing some repairs and engine maintenance. So I haven’t had a chance to do any further “underway” testing of my new Shine Micro RadarPlus AIS-BX Class B AIS transceiver.

Until this past weekend, that is, when C-Brats (the C-Dory online owners community) held its annual Lake Washington/Ship Canal Cruise. My friend Merv, who has an ACR Nauticast Class B AIS transceiver installed aboard his boat Kingfisher II, spent some time on Saturday peeking at the internet, and here are some screen captures he sent my way.

These prove that my AIS unit is installed and transmitting properly. I didn’t have any particular doubts, but it’s still nice to have it confirmed!

Now that Two Lucky Fish has a vessel record over at MarineTraffic.com, anybody can upload pictures of her!

Speaking of AIS, a new set of proposed AIS carriage requirements from the US Coast Guard have just been posted. Thanks to Panbo for the link. Among other things, these recommendations recommend AIS (Class A or Class B) be required aboard certain smaller commercial vessels and all passenger vessels (commercial or not!) carrying more than 50 passengers.

We propose to omit the distinction of ‘‘for hire’’ because we believe all passengers, whether paying or not, are subject to a similar safety risk and thus deserve the navigation safety and maritime security benefit afforded to them by AIS.

This is the first time, to my knowledge, that any class of recreational vessel under 300 gross tons in the United States has ever been required to carry AIS. I doubt it will be the last.

Two Lucky Fish has a Wallas stove/heater, which is a pretty handy gadget. It burns diesel or kerosene, and all exhaust is vented overboard. In fact, I used it today both to heat the boat and cook lunch. Cozy!

Anyway, this spring I discovered a problem with my stove installation. Not with the stove itself; it’s working fine. Perhaps you remember this photo from my recent haulout:

The Wallas exhaust vent is on the right. Rust stains were only part of the problem. Even worse was that water would enter the cabin through the through-hull. Not all the time; the ingress occurred only in choppy weather when waves would strike from the starboard side, where the through-hull is. Water would be forced into the exhaust hose, where it should drain right back out the way it came in. But it wasn’t all escaping; some was leaking into the cabin. And rust-staining the hull, inside and out, in the process!

Here’s what I encountered when I started in on this project. There was a lot of rust, but the flexible exhaust hose looked fine, and the through-hull didn’t appear to be the source of the problem either.

A bit more disassembly revealed more rust.

Near as I can figure, all the rust-staining in the two photos above is the result of this hose clamp, which wouldn’t even disengage in the conventional way. It just broke when I tried to unscrew it.

Doug McElroy of Scan Marine confirmed my diagnosis and helped me identify the solution. I took it all apart, cleaned up the parts, and put it back together again with fancy Permatex Ultra Copper high-temperature RTV silicone from the auto parts store. You don’t have to use this copper-colored variety; any of the high-temp RTV silicones will work, and it’s available in black and white.

In the process, I replaced the sock and the hose clamps with new ones provided by Scan Marine. The new hose clamps look much more robust, and are obviously made of high-quality stainless steel.

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