Feature Articles

Feature written by Derek Ellard of Scruffie Marine

Electric boats operate at a fraction of the cost of conventional fossil-fuel powered boats. They offer maximum torque through the whole rev range and ride in silence with no emissions. This means that marinas and waterways will be cleaner and quieter. No noise and no fumes from conventional engines to contend with. Are electric boats the thing of the future? Derek Ellard of Scruffie Marine, based in North Tamborine, Queensland, Australia thinks so and is involved in building them.

Continue reading “The secret life of an electric launch by Scruffie Marine”

Feature written by Susan Stockwell, Director, Nereus Alarms Ltd

Carbon monoxide poisoning is sometimes called death by stealth and there have been some high profile marine cases that have made unpleasant media headlines in recent times. Victims are unaware that they are being poisoned and the symptoms are hard to spot. In this specially commissioned feature, Susan Stockwell, Director of Nereus Alarms Ltd, discusses how CO is produced and offers readers some background to this hidden killer. She also gives essential advice that surveyors will surely find invaluable.

Continue reading “The hidden dangers of carbon monoxide poisoning afloat”

The IIMS Small Craft Working Group joined the Royal National Lifeboat Institution’s (RNLI) annual surveyor training conference. Following a detailed tour around the RNLI facility in Poole, the combined group of approaching 50 surveyors listened to a series of presentations and had the chance to network and share ideas amongst themselves. Both RNLI and IIMS felt the occasion was a great success and expressed a desire for the two organisations to work more closely together. As a direct result of that recent gathering, IIMS invited RNLI to write an article. Andrew Squibb MEng AMRINA AMIMarEST, Technical Surveyor RNLI picks up the story. Continue reading “Marine surveyors helping to save lives at sea… behind the scenes at the RNLI”

At some time in his career the Diagnostic Engineer may well have to examine the running of a compression ignition engine. Many of the defects that occur on such units are down to wear in the main bearings causing the crankshaft to change its longitudinal straightness. Usually the first diagnostic test on such an engine is to take a series of measurements between the crank webs at various points round the circle of rotation called somewhat in correctly crankshaft deflections. If a driving engine is of the compression ignition type with a cylinder bore above about 250 mm (10 inches), it is also necessary to consider the alignment of its crankshaft. Below that size, the overall stiffness and small size of the unit and the fact that the crankshaft itself is an integral forging make the measurement of crankshaft deflections both extremely difficult and unnecessary.

Continue reading “Engine crankshaft deflection measurement”

Feature article prepared by the Research & Development Department, Hempel A/S, February 2016 (Original paper published in 2008)

Traditional fouling release coatings consist of a silicone elastomer (PDMS) and rely on a low surface tension (hydrophobic) and a low modulus of elasticity, usually with a good initial foul free performance. With time, the coatings ability to self-clean is lowered, which results in a higher hull skin friction. The invention behind the 3rd generation fouling release coatings is a unique blend of silicone polymers that has and maintains a more hydrophilic surface, with fouling release performance that lasts. The foul free period is longer, and required speed for self-cleaning is lower. This results in a lower hull skin friction over time with potentially lower fuel consumption.

Continue reading “Updated third generation silicone fouling release coatings”

We were lucky when we were struck by lightning on our small 35’ GRP cruising sailing boat in Turkey in 2013, but without an LPS. All the plastic and some of the metal gear at the top of the mast exploded (see photo below) and simultaneously the headlining in the saloon exploded downwards with a loud bang. So much smoke that we initially thought we were on fire; but my wife and I survived unscathed to tell the tale.

The most likely discharge exit was through the propeller shaft, but practically all electronics were violently destroyed and, as an electrical and electronic engineer, my assessment for our insurance claim afterwards showed that most devices had experienced severe arcing with small electronic components having exploded internally (see photo below).

Continue reading “An approach to a modern sailboat lightning protection system”

We are haemorrhaging money! Machinery is the biggest cost in terms of overall claims amount that insurers pay. Machinery incidents amount to over 40% of the overall claims paid by underwriters. To give some background, insurers cover the cost of replacing machinery which has broken as a result of negligence by the crew providing such loss or damage has not resulted from want of due diligence by the
insured, owners or managers. This is very wide coverage and effectively acts as warranty insurance for the machinery. Obviously it is open to abuse and insurers trust the owners to be open and honest when presenting a claim for machinery damage.

I have been in the insurance industry for over 30 years and have benefited from the Braemar’s, previously the Salvage Association, monthly reports. The top four causes of casualty are always machinery, grounding, fire and collision in that order. This is also backed up by the International Union of Marine Insurers (IUMI), where the data is kindly provided by Lloyd’s List Intelligence.

Continue reading “Machinery, what is the underwriter’s problem?”