Tag Archives: waimea washington

2009 Week One in Review

Work continues on the Catalyst

The New Year finds me still working on the Catalyst‘s big winter maintenance project. I spent most of my time this week continuing to fit in the main bearings. I started to describe this process last week, but here’s a picture of the strain test:

measuring the flex of the MV CATALYST's crankshaft with a strain gauge

That’s the strain gauge stuck between the throws of the crankshaft, which shows how much the crankshaft is flexing, which in turn tells me how high the main bearings are and which are holding up the crankshaft. One at a time, I rolled each main bearing out, did a strain gauge on the bearings to either side of it, then rolled it back in and went on to the next. I was looking for changes made by its absence, like whether it had been lifting the crankshaft more than the other bearings.

I found some sticking up a little far, which is to be expected when some of them have been re-babbitted, so I scraped them down or used Timesaver Lapping Compound, which is made especially for bearings:

Timesaver Lapping Compound

Newman Tools has a good description of the stuff on their website:

“Timesaver first acts as an abrasive, then the particles diminish to a polish, and finally to inert material. It is unconditionally guaranteed not to imbed into any metal surface. Prepared in powder form, to be mixed with oil as used. Timesaver Lapping Compound does not contain emery, aluminum oxide, silicon-carbide or similar charging abrasives.”

Lapping really doesn’t take much material off, since barring the engine over is so slow, so I did some scraping, too. They took a while to do, since I had to do so much barring, but I eventually got them to the specs outlined within the Washington manual.

The Westward‘s thrust bearing

I heard recently that the cooling system for the Westward‘s thrust bearing has been disabled. I understand the reasoning: thrust bearings typically have a water jacket to cool them, but it’s a small casting that’s easy to damage. I’ve seen them cracked up from rusting, freezing, and for no reason that I could see. My guess is that the Westward‘s thrust bearing started leaking and the owners got concerned and decided not to run coolant through it any more.

I hear that they’re monitoring it’s temperature closely while cruising to make sure that it doesn’t overheat, so it’s probably fine. Heck, it just made it around the ocean that way, so it’s definitely fine. Just don’t try this at home: the Westward folks are experts and know their boat really well. Unless you are that good, don’t disable your thrust bearing’s cooling system!

Information about a little Atlas-Imperial?

We received an email from Gary asking for information about his 3.3hp single cylinder 1LN29 Atlas-Imperial engine:

Neat, but I don’t know anything about this kind of engine. Readers, can anyone provide information about the little ones like this?

Washington-Estep photos from Nick

Nick sent us some great photos of the Washington-Estep in Hawaii at the Waimea Sugar Mill Camp Museum:

Washington Iron Works diesel engine in Waimea, Hawaii, at the Sugar Mill Camp Museum

What a great old engine. I can’t wait to get out there to see it myself. Until then, I’ll just have to look through all the shots here.

Thanks, Nick!

Kahlenberg photos from Bob:

Bob sent us some neat photos of the Kahlenberg factory floor:

Kahlenberg diesel factory floor

They’re so beautiful – all clean and shiny and brand new. There’s several other views here.

Thanks, Bob!

Newest Old OTM Inc Employee

OTM Inc officially hired a new employee this week: Diana the museologist!

Diana the Museologist

Her services have been available by contract for the last year, but now she’s officially part of the Old Tacoma Marine Inc team. She’s taking on some of the curatorial components of Old Tacoma Marine Inc’s business.

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2008 Week Eleven in Review

An update from the Maris Pearl

This week we pushed to get the Maris Pearl running again to move it back to Shilshole Marina. Once it was good to go, we took the time to change the oil in the main engine: all 250 gallons of it. We also changed out the oil filters and watched two painters begin work (they also helped take the boat back through the locks). It was another uneventful trip.

An update from the David B

We got call from Jeffrey on the David B, following their shipyard work. They replaced the stern bearing and had some pitch taken out of the prop, bringing the RPM up to 288 with pyrometers at 625 degrees with a speed of 7.9 knots (a 1 knot increase). I still want to see 325 at 600 degrees, but its better than it was. Good work, David B crew!

An update from the Velero IV

Irv from the Velero IV visited the shop the other day. He wanted my opinion on how he’s going to replace the steering mechanism. Currently, it has a worm drive and bull gear, but he wants to use hydraulic rams since they’re more reliable. I think that sounds great and I’m looking forward to hearing about the replacement process.

An update from Waimea

Research on the Sugar Mill Camp Museum’s Washington Iron Works engine in Waimea, Hawaii is progressing slowly but surely. Dan let us borrow the photographs that his wife Carol took when she visited in 1998 or so:

Washington-Estep diesel engine at the Waimea Sugar Mill Camp Museum in Hawaii

In addition to being great photographs of an old Washington Iron Works diesel engine (an Estep, even!), this gave us the serial number (it looks like 7182 but is really 7162). The serial number let us look up the original Washington Iron Works manufacturer card, which showed that it was purchased by the Kauai Fruit & Land Company in 1928 through the Perine Machinery Company of Seattle, then sold to the Waimea Garage & Electric Company in 1932. The company later bought two other Washington diesels (numbers 7410 and 7587; they must have liked them a lot.

This finally gave us an excuse to email Chris in Waimea again. She works at the Kauai Museum by day and with the fledgling Sugar Mill Camp Museum when she can. She told us that the engine had been sold by the Electric Company when they upgraded their equipment. We haven’t nailed down a date for this; they bought their last Washington diesel in 1945, so maybe this one replaced number 7162, or maybe they upgraded in the 1960s or 1970s to high speeds and got rid of all three Washingtons at once. I don’t know, but we’ll try to find out.

Anyway, Chris said that after the Electric Company sold number 7162, it went to the Kekaha Sugar Mill and powered the pumps used in the sugarcane irrigation ditches. It turns out that Kauai’s sugar cane industry relied on these irrigation ditches, which makes me wonder if Hawaii is full of old heavy-duties rusting away in the fields. Anyway, her cousin Mike rescued this engine after the Kekaha mill went under, and brought it to the Sugar Mill Camp Museum, which is located on the former Waimea Sugar Mill site. Chris says that she’ll send us a CD of photos, and it sounds like Mike might be interested in doing a little ground research for us.

This is especially exciting news for two reasons. First, the serial number confirms that this engine is the second-oldest remaining Washington Iron Works diesel engine (the oldest being the Kodiak Maritime Historical Society engine that Guy alerted us to). Second, from the pictures, it seems to be unusually complete. I don’t see anything missing, which is uncommon considering how engineers can behave like scavengers when it comes to old engines.

Stay tuned for future updates. This is a neat story that’s unfolding.

Atlas-Imperial 668 pistons available

John in Oakland, who works on the Lightship WLV-605 Relief, called with a neat discovery. He said that volunteers with the United States Lighthouse Society, which owns the vessel, are moving some of the spare parts around and found that they have more pistons than they will ever need. They’d like to sell some of the extras to free up storage space and maybe make a little cash for buying other needed parts. If anyone reading this has an Atlas-Imperial 668 and would like some spare pistons, comment here so we can forward the request, or just contact John on the Oakland lightship at (510) 272-0544.

Lightship WLV-605 Relief's Atlas-Imperial 626 model diesel engine, on Rudy & Alice's Lighthouse Page

Read the manual!

One of my on-again off-again customer is calling me regularly for free engine trouble advice. While I don’t mind talking shop, anyone working on the heavy-duties should read the engine’s manual over and over again so that you understand how it’s supposed to work. Also, keep the engine clean – really clean – so that leaks can be found and fixed quickly. Good gages and monitoring equipment are also worth the price to install them, since they let you know what’s going on inside (though remember that gauges are not always accurate).

Sometimes, an owner will want to throw money at the engine blind-folded. If they ask me to get involved, I will ask for gauge readings and symptoms before I do any work on the engine. Throwing money blindly into the engine isn’t criminal, but I want to see measurable results and this usually requires patience.

Living the tugboat dream

As I mentioned previously, OTM Inc is getting a lot of calls from people interested in old tugboats for sale in Seattle. I feel like I’m acting as a broker for boats powered by heavy-duty diesels, but I don’t mind because I like seeing these old boats go to good homes.

What I do mind is how many people don’t really realize what they’re getting into by buying an old tug to live on, fix up, and cruise around Puget Sound in. Boats are expensive. They require a lot of maintenance that is in addition to the repairs and overhauls and other fixes. Even boats in great condition need a lot of work. One of the best examples of this is the tugboat Newt. She is a beautiful home for Eric, Laura, and their two kids and is in great shape to the rest of us, all clean and cared for with lots of bright wood and a great Atlas-Imperial diesel. When Eric (who is a very talented guy) gets talking about the boat, though, he says that he feels that about half the work is “done.” I like hearing that, because it shows that he and Laura are responsible tugboat live-aboards who realize that an old boat will always need work.

Back to Old Tacoma Brokerage. I’ve been talking with two “clients” who worry me a little bit because I don’t think they realize what they’re getting into. First, a guy and his wife called me about buying an old tug to live aboard and be their ticket to joining the tugboat enthusiast club. We showed them the Briana Marin, a great tugboat powered by an Enterprise DMG-6 engine (and took pictures of the engine room while we were there):

Enterprise DMG-6 diesel engine in the tugboat Briana Marin

It’s about 65 feet long, very comfortable inside, and easy to maneuver with both a reverse gear (installed after a previous owner had some problems learning about direct-reverse) and a bow thruster. It was built as a tugboat-yacht, later used hard by a San Francisco lightering company, and then used as a yacht again by a doctor, then a scoundrel, then a local tugboat guy. A few years ago, the main coupling crapped out and the current owner put it up for sale rather than pay the very hefty repair sum.

During the tour and in later phone calls, I tried to scare impart to him the responsibilities of tugboat ownership, as I do all potential buyers. I described all the work that I think needs to be done on the Briana Marin, including replacing the main coupling which is priced at $25,000 plus installation fees. I was trying show that old boats need constant maintenance and repairs, and to get him to think long and hard about the responsibilities of boat ownership.

Apparently, he got the wrong message; he called on Friday asking what I think of a 108-foot steel tug with a Fairbanks-Morse opposed piston diesel. Holy crap, that’s almost twice as much boat as the Briana Marin! He reported that it’s in perfect condition, but I say that even a boat in perfect condition is a lot of work to maintain, since it still needs yearly dry-docking, painting, engine tune-ups, moorage, registration fees… I recommended that he buy a smaller boat and practice before moving up to that 108 foot tug. The Briana Marin, despite the work needed, would be a good tug to learn from, since she’s so maneuverable and not too big for two people to handle. Plus, she’s a pretty little boat:

Tugboat Briana Marin at the Ballard Mill Marina

Second, an upstate New York couple just moved to Seattle and are looking to buy an old boat to move into, fix up, and eventually cruise in. I call this plan “Living the Tugboat Dream.” They got my number from John Callahan in Kingston, New York, who’s the lead guy on the tugboat Chancellor. I like John a lot; he’s the organizer of the Waterford Tugboat Roundup in Waterford that is one of the best parties I’ve ever been to. Anyway, these two used to live in Kingston and hang out with the tugboat guys there, and mentioned to John that they were moving to Seattle and looking to buy a tug. Naturally, John passed on my number.

I met them at Hattie’s Hat in Ballard, then we went down to the Briana Marin as well. They liked the boat, but they’d already toured the J S Polhemus that’s currently at Ewing Street Mooring. The Polhemus is a neat old work tug that I don’t know much about except that it’s also got a nice Enterprise DMG-6 and is for sale by owner (an artist guy who decided that he didn’t want to be a tugboat guy). I don’t think that it’s a good choice for a first tugboat, though, since it needs a lot of work (unlike the Briana Marin, which other than the coupling doesn’t need very much right now work).

I gave these two the the same spiel that I’d given the earlier guy and his wife: boats need a lot of time and money to keep afloat, regardless of the purchase price. They said they knew, but that they are determined to make it work. This frankly worries me, since good intentions without money to back them up have sunk more than a few old boats. See, they’re sort of thirty-something Bohemian types from how they present themselves. She’s a leatherworker, he works with computers. I’m really afraid that they’re looking to buy and old tug and live aboard because they think it’s cheaper than buying a house in Seattle. While it is getting expensive to buy a house, it’s just as expensive to buy a boat. Rather than a mortgage, you’re paying moorage and dry-dock costs and mechanic fees – not to mention paint and oil and fuel, plus major restoration projects like repairing damage.

I know that I’m starting to sound like a broken record and like I’m trying to poop on the party, but people just don’t realize how much work it takes to keep a boat going until it’s gone and they’re deciding between hiring a salvage company so that they can claim the insurance payout, or just walking away.

Another problem I see is that boats don’t act like houses, and most people know more about houses than boats. If you leave a house alone for a few years while you’re living in it and saving the money for a remodel, chances are it’ll be fine. If you leave a boat alone for a few years while you’re living in it and saving the money to dry-dock it and repair the slow leak in the forward bilge compartment, chances are it’ll sink dockside. This illustrates what I call the “Work/Money Curve.” If you don’t keep up with maintenance and repairs and make progress, then the boat starts to fall behind and you need more and more work and money to bring it back. If the boat falls far enough behind, no amount of work or money will fix it and it’ll slip off the surface of the earth – or rather under the surface of the water – without anyone noticing:

An abandoned tugboat on the edge of Barnard Harbour.

I don’t know. Maybe I’m being harsh and these folks really do have the means and the drive to make it work. I have seen some success stories, like the Newt and other tugs that their owners keep looking great through hard work rather than huge bank accounts. I’ve just seen a lot more that end up getting behind that curve and getting ruined. Does anyone reading have an old tugboat success story that they can share? Comment here, or better yet, post to the Tugboat Dream thread at Old Tacoma Marine Inc’s discussion board.

Anyway. I haven’t heard from anyone about either the Briana Marin or the Polhemus for a few days. I was hoping that they’d call me back so that I could show them some other tugs in the area, but they haven’t yet. The ball’s in their court.

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2008 Week Three In Review

Meetings about the Lightship Report

OTM Inc met with the Northwest Seaport Vice President again this week to discuss the review draft of the Preliminary Engineering Assessment we’ve prepared. The PEA is to be used as a guide on how best to spend about half a million dollars to rehabilitate the Lightship #83 as a museum vessel. Many parts of the ship are in poor condition, so this report is an important tool to guide the rehabilitation process for the next two years—and probably for decades. We identified replacing the deck as the most important part of the project, but OTM Inc recommends accomplishing quite a bit of preparation before the actual deck replacement. After enhancing the basic safety of the vessel, we strongly believe in the importance of restoring the ship’s onboard systems: electrical, plumbing for heads and sinks, and a master fire- and flood-alarm.

This is important for three reasons. First, if these systems are functional, they will be used during the deck replacement and other rehabilitation projects. Replacing the deck and then repairing the systems would make the deck work much more time-consuming and expensive. Second, a usable system is much more likely to be maintained—and maintenance can be more important than repairs in the lifespan of a ship.

Third, and most importantly, repairing the systems starts to breath life back into the ship. Right now, the Lightship is empty and dusty and rather grim; the Coast Guard stripped it down before decommissioning it and it’s lay dockside since. While there have been many plans to use it as a museum, this is the organization’s first success at attracting the significant funding needed to make the plans a reality. Turning the vessel into an engaging display for visitors requires much more than the funds, though; it takes excitement and enthusiasm that are very hard to create when the vessel feels dead:

This all sounds really sentimental (which is why I write it out here rather than in OTM Inc’s official reports), but I think it’s both possible and important. Spending the first part of the project to clean the boat, put fresh paint on the inside, and restore the systems—the first steps towards bringing it back to life—will generate the momentum needed to grab public attention, volunteers, and the additional financial support to carry the organization through the really hard job of replacing the deck.

We created the PEA recommendations to build on each other to bring the ship back to life. For example, cleaning the ship will allow the electrician to bring the lights and outlets back online, which will allow the plumbers and painters to see while painting and fixing the heads and sinks, which will give the shipwrights the necessary facilities and systems near right there, which will allow them to replace the deck efficiently.

This, of course, is hard to explain to a non-profit organization that needs to stretch every dollar as far as it can. Why spend money painting when the deck is leaking? Why not replace the deck and then, if there’s funding left over paint the deck, and if not find volunteers who can do it? While these are valid concerns, we really believe in the importance of building that momentum and excitement to bring the ship back to life. This translates best through in-person meetings, so I’m sure that the VP and I will continue to meet to discuss the plans.

A Washington Estep in Hawaii

OTM Inc has been carrying on an interesting email exchange with the Waimea Sugar Mill Camp Museum on the island of Kauai, Hawaii this week. The museum has a Washington Iron Works engine in their collection of artifacts related to the sugar mill industry. It doesn’t sound like they plan to restore or repair it at this time, but it’s amazing that another group out there knows what a Washington Diesel is (there are only fifteen to twenty left in the world, you know). Maybe OTM Inc should take a “business trip” there during this chilly Seattle winter.

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