Tag Archives: tugboat ready

2010 Week 5 in Review

Of course everyone heard how committed our president is to saving the antique diesels engines in his State of the Union address, right? Okay, I guess I didn’t, either – but keep sending those notes to him reminding him that good maintenance programs employ more people and for a longer period of time than issuing free engines to replace the heavy duties.

Needed: piston shaft and hub!

This week at OTM Inc, we pulled our hair out trying to find the piston shaft and hub for the Enterprise DMQ reversing mechanism. We’ve been calling everyone desperately, searching and going through miles of microfilm for drawings, but keep coming up empty.

Anyone reading have any information on a Westinghouse reversing mechanism? Please let us know!

Another research trip to Ederer

We went back to Ederer Crane Company (first time was back in Week 52) to look through their records from the Washington Iron Works, and spent a long afternoon looking at even more microfilm of technical drawings and blueprints.

We had a mission, thought: the Catalyst wants to fine-tune their fuel-valve motion and some of the inconsistencies are due to the cam nose so OTM Inc hit the books – or at least the research databases – to find the original specifications.

Washington Iron Works has a simple but hard-to-decipher way of keeping track of their records. Each engine has hundreds of components, each of which has a separate technical drawing or drawings to illustrate its specifications. In order to find the drawings of the cam nose, we looked at the Catalyst‘s original manufacturer card, which gave us a Key List number: 21649-AF. All the key lists are recorded in the microfilm now kept by Ederer, so we looked through the rolls of microfilm to find Key List 21649-AF, which is for 8-1/2″ x 10″ diesels. Each Key List is a list of all the technical drawing numbers for the parts used in that kind of engine, so among all the other drawings it listed, it had Fuel Pump valve motion Drawing #22525-AO, so I pulled that up and took a look. Drawing #22525-AO then said to look at Fuel Cam Nose part number DV-759 on Drawing #8892-AE. Unfortunately, we had to call it a day before I found Drawing #8892-AE.

Incidentally, owner Bill said that the part number on the fuel cam nose on the boat is #DV-2974. Huh. Another head-scratcher is that Drawing #22525-AO is dated June 7, 1933 – but the Catalyst‘s engine was delivered in May 1932. Well, part of research is finding more questions than you answer, so we’ll just keep working on it.

While searching, though, I found a fuel cam nose part #DV-3948 on Drawing number 19754-AH, dated 1930. This drawing also states that the cam nose is for a 10″ stroke diesel, sooo this might be close enough to work from. Also, let the record show I said the cam nose had two angles and the drawing clearly shows two angles.

The Pennsy Barge Collective

A friend in New York is planning on fixing up an antique barge out in New York. He and some friends have started the Pennsy Barge Collective to salvage and restore the old Pennsylvania Railroad barge #399. The group has managed to purchase this last and lovely specimen at its present location in the New York State Canal system dry dock on the Erie Canal, and according to them it’s the last wood-and-steel railroad barge.

If you dare contribute, send your monies to:

Pennsy Barge Collective, Inc.
PO Box 1055
Port Ewen, NY 12466-1055

The Ever

I talk about the Ready all the time here, but this week I was introduced to her sister ship Ever over the phone this week.

I was looking through the Boats and Harbors and saw a tugboat for sale that look just like the Ready, so I called. The tugs were built in 1941 for Gulf Marine, then both tugs were sold to a Bollenger company called Ever-Ready Towing, who did not like how tippy they were, so they got wing tanks welded on.

Ever-Ready Towing used the Ever and the Ready until the seventies, when the current owner bought the Ever. He gutted the whole boat to make a cruiser out of it, and the original Atlas-Imperial went to the Smithsonian in the early 80s.

Sounds like the Ever is a nice tugboat-turned-cruiser like the Ready, but sadly without the heavy duty. If you’re interested, call Fred at (252) 338-1001.

A visit from Ms. Jack Tar

Kim from Jack Tar Magazine stopped by this week. She’s cooking on the Lady Washington during their winter engine refit and was in town for a bit. It was great to see Kim and catch up on some of the waterfront gossip that doesn’t make it to the various blogs.

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2009 Week 28 in Review

Early Sunday morning, I picked up all the remaining tools from the Arthur Foss, put the yacht back in the driveway, cleaned up my desk, and got back on a plane to Quincy, Illinois.

Back to Quincy

I went back to the Indian Grave Pumpouse despite the bad news that only two sets of piston rings had arrived, so I spent the week setting up the remaining rod bearings as close as I could without the pistons. I used a spare rod dangled from above to allow me to tighten the rod bearing bolts and get a more accurate bearing running clearance. Then, I used an old technique Dan told me from a while back: how to set bearing clearances without using dials.

I adjust the shims until they’re really close, then continue to adjust them one thousandth by one thousandth until the bearing just starts to drag on the journal when I move it side to side. When it starts to drag, that means it’s basically at 0, so I add shims one by one until I get about .004 worth of clearance.

I really needed this method because without the piston to center the bearing, it was too squirrelly to bump without a dial. Once the pistons are installed all the clearances will be set precisely, but I did this initial setup to make the final bump faster.

I also made some special tools to fit in place of rod bearing shims, allowing the piston height to be easily set, since I accidentally destroyed some valuable shims using a big stack of them to set piston height earlier. I only got to use the tool two times this trip, but I also got to show it off to the Fabius River Drainage District commissioners and the operator.

custom-built tool for setting the piston height

All the roustabouts and pump guys have been working four ten-hour days, so they all get Friday off. I chose this day to invite the Fabius guys to the Indian Graves Pumphouse to discuss maintaining their Fairbanks-Morse (6)32E14s. The meeting went great! I had all the tools and Nathan’s help to show how easy it is to repair and maintain big heavy-duties like Fairbanks. As a demonstration, we pulled a rod bearing, looked at it, and then put it back and checked the piston height. All of them were impressed and Nathan and I felt like we may have saved two amazing engines from the scrapper.

Road Trippin’

Right after the meeting, I wrapped everything at Indian Graves up to go back to the airport, so that I could get to Seattle and immediately turn around and fly to Alaska to ship out on Catalyst.

Well, things just got ridiculous. I got a flat tire on the rented Prius. Damn. Oh, well. I put on the spare tire, then made one more trip down to the levy to drop off an engine manual, and then I’ll be damned – I got another flat and picked up a nail in a different tire.

With the flight leaving in 3 ½ hours, I was able to look up the closest tire repair shop on my phone. “Ron’s Tire Shop” sent a truck right away. I reported the incident to the rental company over the phone, and arranged to have someone drop me off immediately once I got to the rental office in the off chance that I got there in time. Then, I arranged new flights in case I missed this one, and reserved a hotel room across the highway from the airport, and began re-scheduling the flight to Alaska (currently set for 10:30 AM pacific time).

While on the phone, the tire repair guy was carrying on with the mechanic. He had to drive back to the shop and get two new tires. I’ll take the time to file a claim later. Finally, the tires were installed and the one with the nail patched, then I hit the road. The drive from Quincy to St. Louis (which I’m getting really familiar with) usually takes two hours; this time, I made it in one and a half and made the flight with seconds to spare. Wow! Once I got my boarding pass and went through the security check-in, I heard the elevator music movie scene from the Blues Brothers where they are in the elevator after the best car chase ever.

The Ready hauled-out

We heard that the tug Ready was hauled out and looks great. Sounds like the new owners are making progress – I hope they get the engine running again soon!

A new Portolan is out!

I just got a newsletter from Nortwest Seaport with all the non-engine news from the organization. They included a feature article on the YMTA Engineer for a Day field trip that I ran for them last February. They’ve put up a .pdf version on their website if you haven’t gotten yours by mail, so go check it out.

It looks like they’re doing really good things these days. I might even renew my membership.

Hand-fitting versus precision parts

Whenever I’m scraping bearings in, I get a lot of grief from spectators who see all my fuss over each engine part and how I seem “overly concerned” about fit and how the method is slow. Fitting bearings does take a long time, but it’s not a process that you can take shortcuts on. I rarely use power tools on parts that must fit precisely, because the margin for error is just too great. Scraping in a bearing is a time-consuming process that requires patience and seems to be seen as a dying art.

New engines use all precision parts that you can just bolt on and go. This is desirable because labor rates are higher than the cost of parts and parts can now be machined with fairly close tolerances. The same holds true for a lot of things these days: engines, furniture, trains, buildings, jewelry, or martinis. Houses can be assembled without using a saw, trains are delivered in a box, and I even drank a mixed drink from a can while I was on the airplane. However, I know I’m not alone in my belief that finding a mechanic who can hand-fit bearings is like finding a bartender who can make that perfect cocktail the old-fashioned way: it may take longer and it may be more expensive, but it’s totally worth it at the end of the day.

I do regret that the fitting take so much time and believe me when I say there is progress – though it may be hard to see behind the ever-mounding pile of emery bits. Most of all, be patient!

Off to Alaska

On Saturday, OTM Inc’s lead mechanic took off to Alaska again to work on the Catalyst until September 1.

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2009 Week 16 in Review

This week, I replaced the batteries on the Maris Pearl. They are really heavy, and so OTM Inc had its first insurance claim this year. I chipped two of my teeth while we were pushing the heavy cart up the gang way – the handle smacked right into my mouth. I look like Alfred E. Neuman.

Assessing the Ready

Later this week, I went to Long Beach to check out the Ready, the old tug that sold a few weeks back. New owner Tim wanted to better understand the condition of the engine, hopped down to California for an overnight trip.

We ran the engine for a while, diagnosed a few problems, and discussed the long-term maintenance needs. We had one cylinder not firing and I chose that one for the valve-and-injector drill. I pulled the valves and injectors out, cleaned all the parts, and found the injector was plugged. I put it all back together and stuck it back in, but it still didn’t work.

testing injectors on the tug Ready

At that point, away from my shop and with the clock ticking, all I could do was suggest that Tim send the injector up to Seattle for an overhaul (or a core credit towards a new one, if the old one was irreparable). I also told him that all injectors will need the same treatment soon.

It was a good trip, though, because I’m excited to see the boat get some much-needed attention. I can’t wait for the next trip!

Still waiting for Illinois

The folks in Illinois still haven’t set a date for me to come out to work on their Fairbanks-Morse bearings, but I started getting ready anyway. I picked up some Timesaver lapping compound, sharpened my scrapers, bought some new files… that kind of thing. Hopefully, I’ll be making the trip next week.

Shop pranks

While I was out, some jerk (Dan) put wood plugs in the candy machine at the shop. What a jerk.

Praise for Engineer for a Day

I met with John Foster who had many evaluations from the high school class that took the engineer for a day class a few months ago. Overall, the kids thought it was a great class but they overwhelmingly agreed that with out live steam the Virginia V portion of the class was lame. So we applied for a grant from 4Culture to do just that.

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2009 Week 13 in Review

More work on the Maris Pearl

This week, OTM Inc started work on the Maris Pearl‘s bilge system. Not too much to report there.

Update on the Lightship #83

Northwest Seaport is getting ready to start the big deck replacement project on the Lightship #83, and they asked OTM Inc to research and compile a list of basic essential tools to stock the boat.

Last year’s Preliminary Engineering Assessment budgeted $3K for this step, which will buy a good selection of wrenches, screw-drivers, scrapers, and other essential hand tools to keep aboard for general work. Specialists and contractors working on the boat will bring their own tools along, but it’s important to have a full set to stay aboard.

Updates on the OTM Inc website

Check out the re-networked Old Tacoma Marine Inc website! We consolidated all of our social networking clients at the bottom of the main page, so now you can follow OTM all over the web.

Stay tuned for more exciting changes to the front page!

The Ready Sold!

The tug Ready is a 65 foot ST tug from 1945 powered by a 6HM2124 Atlas-Imperial diesel engine. It’s been sitting for a long time in Long Beach, California, unused (its former owner was aware of the liability involved in running it).

Atlas-Imperial Diesel Engine in the tug Ready, at Old Tacoma Marine Inc

Last year, the boat was given to local wharfrat Steffen, who parted out or scrapped all the electronics and brass, then sold what was left on eBay. Proud new owners Carla’s and Tim are powering their way through the steep learning curve of old tugboat ownership as they prepare the boat for a trip up to San Francisco Bay.

Tim has read through the Atlas-Imperial manual on the OTM website (view it yourself here), and has been working with John, our trusted OTM representative, to make enough repairs to run the engine for a short time.

It is very exciting to add another engine to the list of the living. It sounds like I’ll be heading down there soon, so stay tuned!

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2008 Week 41 in review

An update on the Duwamish

The air compressor rebuild on the Duwamish is finally nearing completion. This week, I made two valves, and I hope to finish up the work next week.

An update on the Shenandoah

The Harbor History Museum that now owns the Atlas-Imperial I used to work on at Bates also owns the Shenandoah, a local purse seiner. They just moved it into its new display building and the News Tribune reported on it here.

A few months ago, they were considering putting the Atlas into the Shenndoah, since it’s an appropriate engine for that time and purpose, but the news article didn’t talk about that. Maybe it’s time for a visit to Gig Harbor…

A visit to Commercial Sales in Fife

On Wednesday, we stopped by Commercial Sales. Owner Paul Jensen collects all manner of marine and industrial stuff, from engines and machinery to books and memorabilia. They’ve got a showroom that looks like my favorite kind of museum, with all sorts of old neat stuff set up. I didn’t have my camera with me, but the (incomplete) inventory lists on their website may give you an idea of how much stuff they have.

I also know that Paul has an Enterprise or three in the back lot, which I want to get a look at on a day when I have more time.

A visit to the Columbia River Maritime Museum

On Thursday, I headed down to Astoria and the Columbia River Maritime Museum. They have two Atlas-Imperial diesel engines: one on display in the museum’s entrance, and one in the lightship Columbia, tied up outside.

The engine in the entrance is a classic three-cylinder, 75 horsepower Atlas from the fishboat (maybe a seiner?) Argo, which was built in 1928:

Atlas-Imperial Diesel Engine at the Columbia River Maritime Museum

It was donated to the museum by a James Scarborough, and is all painted up and prominently displayed for everyone who walks inside. I really like the way it’s front and center in the museum, but the display has a few problems.

First, there’s some stuff that is inaccurate about how it would have looked as a working engine. The things that I’ve noticed are that the governor handle, the water jumpers on the air compressor and the trust bearing, and the cooling water circulator pump are gone; and the hinge on the sector gear side of the handle is broken off. There’re also a few parts that are painted instead of being left bare and lubricated, specifically the spare injector tip and the pump plungers, like in this photo:

Painted pump plunger on an Atlas-Imperial diesel engine at the Columbia River Maritime Museum

Now, I know I’m one of about five people who notices things like this, but museums strive towards accurately representing the objects they collect and exhibit, and to me it’s the details that make accuracy.

Second, as I was looking at the display I heard an old guy tell his wife that he thought it was a steam engine. There was a little sign at the corner of the display that had two sentences about how it was a diesel engine removed from a fishboat, but I saw a lot of people just stop to look at the engine and not notice the sign. Now, I don’t need a big sign that says “DIESEL,” but I think that the difference between steam and diesel engines is pretty important for explaining how maritime industry changed in the 1920s and ’30s.

Third, the engine is currently displayed in front of a blank wall in classic white-box gallery style:

Atlas-Imperial Diesel Engine at the Columbia River Maritime Museum

It even has a little tombstone label off to the right side. This kind of a display is great to show off paintings or sculpture, but engines are part of a much larger system. I would really like to see the Atlas put into more of a thematic display, maybe using a life-sized picture of an engine room or something to put it in context. Maybe it should even have a statue of an engineer with an oil can, just to show some of the differences between the old heavy-duties and the modern high-speeds.

Now, to be fair, I’ve been corresponding with curator David at the museum, and he’s interested in talking about some of the things I’ve brought up here. My trips to Astoria keep happening when he’s out of the office, though, so we haven’t had an in-person meeting yet. Next time, maybe.

The museum also has the Lightship WAL 604 Columbia:

Lightship WAL 604 COLUMBIA, at the Columbia River Maritime Museum

It’s powered with a 550 horsepower direct-reversible Atlas-Imperial. I was really disappointed that the engine room is completely inaccessible, though. If I stood on my tip-toes and leaned over, I could just see a corner of the Atlas through an engine room window, but it was locked up tight and I couldn’t find anyone with a key (I asked the guy taking tickets and then called a few people). This is unfortunate, since it’s one of only a couple hundred Atlas-Imperials in the world and no one can see it. I hope at some point the museum will have the chance to incorporate the engine room into their lightship tour, because it represents a large part of the job of any ship.

Overall, though, I had a great time at the museum. This is the second time I’ve visited and I really think they are doing well (they have lots of visitors). I only point out this picky stuff because it’s my job and I think that they will benefit from the suggestions.

A cameo by the Ready

Also in Astoria, I saw the movie Get Smart at the Colombian (they serve beer upstairs!). In the middle of the movie, the characters are suddenly on the Ready, the tug in Long Beach (it’s for sale). It was great, and I hope to see more old tugs in the movies.

The Tugboat Bar

When we got to Portland, we went to the Tugboat Brewing Company, just because it had a tugboat on its sign. When we inside, though, we found that they brew OTM beer!

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2008 Week 34 in Review

Here’s this week’s cruising schedule aboard Catalyst, from Juneau to Petersburg:

Sunday, August 17 – Juneau to Limestone Inlet: kayak paddle in river, salmon in river and along shore (rainy)
Monday, August 18 – Limestone Inlet to Ford’s Terror: meet Ranger Tim, Kayak Ford’s Terror, brown bear in creek (foggy)
Tuesday, August 19 – Ford’s Terror to Wood Spit: hike Ford’s Terror highlands, Dawes Glacier, seals, whales (hazy sun)
Wednesday, August 20 Wood Spit to Donkey Bay: great whale show, paddle Donkey Bay, 1000’s of salmon in creek (sunny)
Thursday, August 21 – Donkey Bay to Brothers Islands: forest walk, kayak paddle w/ eagle, sea lions & whales, meet Westward & Fred
Friday, August 22 – Brothers Islands to Scenery Cove: see lighthouse, visit Norio, glacier walk, slide show (windy night and rough water)
Saturday, August 23 – Scenery Cove to Petersburg: last run, pack and prepare to return to what passes for civilization (but isn’t)

Here’s the crew:

And here’re the passengers:

This week, I saw Ranger Tim. I first met him in 2000 while on the Westward. We picked him up on the way to Fords Terror and chatted for a few hours. I love seeing all the Southeast Alaska people I worked with nine years ago, especially since they’ve now taken on a cartoonish personality in my mind.

I paddled up Fords Terror again (the glacier was great), picked up more crabs, and met up with whale researcher Fred Sharpe. I also took some video of the Catalyst, which I’ll post once I figure out how to get it out of my camera. For now, here’s a picture of Bairds Glacier:

Westward Rendezvous

We rafted up with the Westward on Thursday, on its return from a 20,483-mile journey around the Pacific:


We’ve been getting updates on their progress for the past year or two that they’ve been out, so it was great to see them all again. They anchored at the Brothers Islands to rendezvous with us for a potluck dinner. The Westward looks great after all those miles, and owner Hugh was still the life of the party. I’ll write a much more detailed account of the meet-up once I have a few minutes to myself, since it was a highlight of the trip. Stay tuned!

Business as usual
I removed the exhaust valve from cylinders one and two, just to continue cleaning them up. Of course they were bad, so I put in spares. I also noticed the oil psi going down over time, and it’s time for an oil change if we continue changing based on time and not on sample results. The oil smells a little diesel-y and with all the overloading fuel, it could be soaking down past the piston or an external leak, and making its way into the crankpit. I will change it in Petersburg for sure and take a sample for the lab.

A good home for the Ready?

Word is spreading about the neat old tug Ready, which is for sale only to a good owner. The boat needs to be hauled out for some hull repair, and the new owner needs the guts to maintain, insure and operate a tug with a direct reversing Atlas-Imperial diesel.

Problems on the Velero IV?

I’ve heard that the Velero is having some timing problems these days. She’s a fish packer and research boat that’s powered by the biggest Atlas diesel still running. Owner Irv does a great job not only keeping the boat looking good, but also finding jobs to keep her employed full time. As I always say, the best way to maintain and preserve an engine is to give it some real work to do.

The Velero‘s engine was extensively modified in the 1950s with a second camshaft, Bosch fuel pumps, and injectors to increase its horsepower and efficiency. The work was done by the same guy who added the Bosch fuel pump to the Portola down in Seal Beach. The new port-side camshaft has something like a dog clutch with a precise gap, so when going into reverse, the second camshaft’s timing changes. The bolts holding the spring-loaded detent for the “gaped dog clutch” and the timing sprocket both broke. Fatigue, maybe, but the system is a one-of-a-kind. Irv may not be able to do much more than replace them and watch them more closely. I really wish I could do more than troubleshoot over the phone right now, but hopefully I’ll be there during winter maintenance for a closer look.

Lost Heavy-duties

Dirk sent us some pictures from his own collection of the Broughton Straits, a 100-foot tug that he piloted to Port Townsend in 1978:


Dirk recalled that the Broughton Straits was powered by a six- or eight-cylinder Washington diesel that made about 300 horsepower, and he remembered that “it had a large turbo but I was told the turbo had be ‘deactivated’ and wasn’t spinning any more.” He also remembered that it had a Fairbanks-Morse gen set. He sent several pictures that he’d taken in 1978, including this one:

We’ve gone through the Washington Iron Works records that we have, and found the engine card. Engine 7624 was ordered on October 17th, 1947 by the Straits Towing & Salvage Co of Vancouver, BC through the Vancouver Machinery Depot.

According to the card, the engine was a model 6-160 (same as the Donald R) with six cylinders at 12 ¾” by 16″. These models got between 375 and 400 horsepower at 327 to 360 rpm. The Broughton Straits‘ record shows it rated at 375 horsepower, with direct reverse and no clutch.

The card also shows the tug’s original name as Stan Point, but as with many of the records, that name was crossed out and the new name written beside. The folks at Washington Iron Works made a lot of notes on this record card as they did maintenance and repairs through the years. We’ve uploaded a copy of it here, and the reverse side with some testing notations here. Dan also marked an “O” for “operational” on his master list of Washington engines, so he’s clearly familiar with the tug and I’ll ask him about it when I get back to Seattle.

Dirk heard that the Broughton Straits was later taken down to San Francisco a few years after he brought it to Port Townsend. He visited the Bay Area in 1994 and saw a mostly-sunken derelict that folks told him was the same tug. Another great old boat with a great old engine lost.

California readers, has anyone seen this derelict tug? We’ll send an Old Tacoma Marine Inc t-shirt to anyone who sends us good photos.

Dirk also sent us an interesting picture of an old Atlas-Imperial diesel:

This was taken in 1978 at the north end of Lake Union, probably in one of those lots off Northlake facing the I-5 bridge, just after it was “bulldozed off to the side of the property.” Dirk says he still has its control station.

OTM Inc Weekly eBay Auction

This week’s prize from the OTM Inc shop are six (6) DRG-AR Series Field Configurable Limit Alarm Modules:

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2008 Week 30 in Review

Work on the Sobre las Olas

I spent all this week in Los Angeles, working on the Sobre las Olas (her name means “over the waves”), a beautiful fantail yacht:

All the pieces I shipped to California arrived, but I had a nasty surprise at the airport. Since when are you allowed only one check-in bag? At least all of the boxes were under 50 pounds, but the “extra” baggage charges nearly killed me.

Once on the boat, I removed the remaining relief valves and chased all the threads to be sure that all the parts will fit and are interchangeable (since it’s not a “spare part” unless it’ll fit anywhere you need it). I found that there is one set of relief valve and “tee” that are not interchangeable and must remain together, but other than that they all fit well.

In addition to the valves, I worked on the expansion tanks. The sight tubes were hard to see, so I swapped their locations. This would have been easy, except that several fittings on the tanks broke and I had to spend a lot of time trying to remove the broken fittings.

After the expansion tanks, I then installed the new water collection manifold, finished the cooling water plumbing, installed temperature gauges to each engine, and installed an air bleed line in the uphill side of the water collection manifolds.

I also did a lot of cleaning and painting. The Sobre is going to be featured in a boat show and I want the engine room and the two 6HM464 Atlas-Imperial diesels to look as nice as possible for invited guests:

The Portola for sale

I visited the Portola last week while in California. She’s also a classic fantail yacht (built in 1929), and is in perfect condition thanks to Rick, the owner’s son-in-law. He’s been working on it for about 25 years and knows it inside and out.

This week, she was hauled out at the Gambol Boatyard in Long Beach to replace some mildly compromised planks and perform the routine cleaning, painting, and re-zincing that all boats should have done yearly.

Charlie, the owner, has had the boat for most of his life and said he feels married to it, but he’s not using it much anymore. He feels that it’s time to find another good owner. Anyone looking for an elegant yacht should take a look at the Portola. It’s a comfortable, classy yacht, its original and historically significant Winton diesel runs great, and it has the parts and support to keep it running along time.

classic yacht PORTOLA, cruising in California

They’ve got a great website with lots more pictures here.

Bonus: mention this blog when purchasing the boat and receive a free Old Tacoma Marine Inc polo shirt to wear while yachting.

A visit to the Ready

I also took the opportunity to visit the Ready, a great tug in Long Beach powered with a 400 horsepower Atlas-Imperial diesel:

The new owner realized that the boat may be too much for him and may be looking for a buyer. If you’re interested in a project boat with an Atlas-Imperial, contact me.

OTM Inc Weekly eBay Auction

This week’s prize from the OTM Inc shop is a handmade piece of maritime sculpture:

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