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LBD

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Posts posted by LBD

  1. 12 hours ago, waikiore said:

    Actually with the volume of fuel on these ships it will not be burned before the Bug can grow, also mechanical damage can and will occur particularly with common rail engines and electronic injectors. 

    Maybe you should define "damage" 

    I know in very low fuel use situations, the "bug can turn the fuel slightly more acidic and cause corrosion, but not in any commercial applications, say 500 hrs pa. plus 

    My experience with several thousand engines over the years, including over 1000 in service at the current time drawing from a single bulk storage tank where the culture thrives, does not support anything but blockages type problems. Low Sulphur fuel damage was been mistakenly attributed to the "Bug" a number of years ago.

    OEMs have tried to blame the bug as a warranty escape clause... but independent tear downs and RCAs have always debunked this.

     

  2.  

    I find this somewhat peculiar... I would expect the rate of fuel usage would mean the fuel is consumed faster than the fungal culture would grow... this is normal in commercial marine applications. Unless that is, the vessel was bunkered with what was already contaminated fuel ....?

    Yes, there will be centrifuges to clean the fuel plus additional filtration, and continual polishing of the fuel in the day service tanks. There should also be scheduled fuel tank cleaning and inspections as part of routine maintenance. As far as mechanical engine damage goes, this is very unlikely and is usually limited to blocked filtration and maybe fuel lines, but the cultures usually slough of the pipes when the layer is thicker and the fuel velocity increases, this then collects at the filters.

    This vessel should be ready for service. That it is down for such a preventable reason, only indicates insufficient, incompetent and/or lazy maintenance practices. 

    Having operated and maintained fleets of trawlers and, fleets of HS ferries in the tropics and a fleet in New Zealand, I can say I have never experienced this problem to the degree that it could not be managed.... I have seen it evidenced a few times when routinely changing filters. Biocides are then added and extra filters brought on board just in case, but these have never been required.

     

    Navigating a Retention Crisis

    The backdrop to these technical troubles is a broader retention crisis within the Navy, with a notable departure of marine propulsion technicians. This personnel challenge adds a layer of complexity to the ongoing maintenance and operational readiness of HMNZS Aotearoa, reflecting wider staffing issues within the defense sector. 

     

     

    • Upvote 1
  3. 39 minutes ago, Leftred said:

    Worksafe have no authority over a pleasure craft/non-commercial vessel.

    This particular matter is not the boat, but the import approval for the gas bottles to be used in New Zealand.

  4. I found out more about the composite gas bottles... they are certified in 85 countries including Australia...but not "Approved by Worksafe" New Zealand. They meet the NZ standards and international standards and Worksafe say they NZ will accept Gas Australia certification, so why not?

    Because some ignorant idiot at NZ Worksafe insists the bottles must be fitted with valves using a tapered thread (BSP or NPT) The composite bottles are manufactured with parallel threads and a seal, because tapered threads cause the neck to split open when tightened. Requiring tapered threads in such an application is outdated thinking. Tapered threads are not written into a standard, so it really must just be the opinion of one or two antiquated thinkers at worksafe.

    These are the aspects I see to LPG safety on a boat... at the risk of telling folk how to suck eggs...

    1) A Sound quality instalation... the authorities stipulate a certified technician.

    2) Always turn gas bottles off at bottle when not on boat.

    3) An electric solinoid valve hooked up to a manual switch gas with indicator light... to be turned off from cabin when not in use... Position the light where it will annoy you in the evening so you will turn it off, you will test the system every morning when you cannot light the stove because you forgot to turn the gas on......This is probably more reliable than remembering to turn the gas off at the bottle after use.

    4) Sealed, ventilated gas locker that drains OB

    5)  Gas detector.

    6) Spray bottle of soapy water... to occasionally spray on connections (With the gas turned on) to check for leaks.

    7) Natural ventilation setup that ensures air is drawn from the bilges.

    Nearly 50 years of working with assorted fuels and gasses has instilled a healthy respect. Although I am comfortable with my gas installation now the califont has been replaced with an engine water heated cylinder, I am still looking into the Wallas Diesel stove as a replacement. I will be measuring up when I am next on the boat.

     

  5. At least I impressed my insurer when I sent them a note to say my Gas Califont, that was inside a cupboard inside the cabin, is now removed and is heating an out door bath on my sisters farm.😁

    • Like 2
  6. 9 hours ago, CarpeDiem said:

    Apparently they can be gimbaled. But I am at a loss to understand how you'd gimbal it with the exhaust requirements...

     

    That is what I have been pondering... I have asked the OEM about gimbling and maximum angles they can be used at, but if anything, the exhaust would need to route near the pivot to have a little flex. I spent a couple of hours looking at You Tube  and other reviews and info. No gimbled images,  butthere were  a couple of mentions of sail boat installations which were not gimbled. One owner opted for a small hanging/swinging hiking stoves for basic cooking when offshore, another opted for using the the stove on an angle.... but certainly they are not getting a lot of sail boat applications yet.

     

  7. 14 hours ago, CarpeDiem said:

    I looked at them but found the exhaust flu/chimney requirements just wouldn't work for our boat layout. 

    https://wallas.fi/product/87-d/

     

    I have been having a look at those... would love to know of any around NZ and how well thy are liked.... or diisliked.

    I am also trying to see if they can be gimbled and if not, what is the maximum pitch and heel angles.

  8. Does beg the question... does anyone have any stats on gas related accidents, explosions or fires  on boats in NZ?

    I do know of one in Port Douglas 25 years back, we heard it at home 4 km away... it was violent, split the nice timber ketch stem to stern and lifted the deck off. No body on board luckily.

    But how often does it happen?

     

     

     

    • Upvote 1
  9. This is now a 6 year old topic, does anyone know if there been any updates on composite cylinders in NZ since then?

    I need two new cylinders and was looking at aluminium but the 5kg Aluminium is 418mm high... 20mm too tall to fit in my locker... And I am uncomfortable with the brass valve fitted to an Aluminium bottle in the marine environmnet.

    The 5 kg Composite bottle is 384 high and will fit nicely. https://www.southernseasmarine.com.au/yacht-boat-non-rusting-lightweight-composite-gas-lpg-cylinder

    https://hexagonragasco.com/our-composite-lpg-cylinders-3/approvals-and-certifications

    The approval process and the marking requirements for such cylinders are slightly different. Hexagon Ragasco has, for example, UN/ISO approval in New Zealand. Both pi-marked and locally approved valves are available for these cylinders, depending on the market/country. Valve design must always be approved by Hexagon Ragasco. Several standards have been developed to establish filling inspection and retesting procedures and criteria, which are referenced in ADR/RID:
     

    • EN 1439 – Procedures for checking LPG cylinders before, during and after filling
    • EN 16728 – Transportable refillable LPG cylinders other than traditional welded and brazed steel cylinders – Periodic inspection
    • ISO 24431 – Cylinders for compressed and liquefied gases (excluding acetylene) – Inspection at time of filling
    • ISO 11623 – Periodic inspection and testing of composite gas cylinders
    • Like 1
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