Hi All,
On Tuesday the 29th May our session will discuss the requirements for sailing and shipping boats offshore, we will discuss safety requirements for both power boats and yachts to sail overseas on their own bottom. and preparation procedures to make sure that a boat suffers the least chance of damage during transportation.
I will share some experience with salvage work and fire damage and we will start to review case studies which may require deeper learning and more explanation. I also have some general information composite repair and retro- fitting which is now available on the student drive. This week the session will finish this week at 3 pm
Thursday, May 24, 2012
Tuesday, May 15, 2012
May 22nd
Hi All, As we discussed in class last week we will have another look at corrosion this week, and how it might relate to the case study
I have attached a link to an interesting sight that deals with the subject
There is a very good article in "Wooden Boat" March/April 1990, Author is Ed M'clave and the title
"How to keep the Cure from Ruining the Wood"
This gives you a great insight into problems with metal and wet wood. This advice is appropriate to carvel construction
Corrosion Protection
metals and wet timber
I have attached a link to an interesting sight that deals with the subject
There is a very good article in "Wooden Boat" March/April 1990, Author is Ed M'clave and the title
"How to keep the Cure from Ruining the Wood"
This gives you a great insight into problems with metal and wet wood. This advice is appropriate to carvel construction
Corrosion Protection
metals and wet timber
Thursday, May 10, 2012
May 15 th
We will leave the Marine workshop at 1 pm to go to Orams dry stack. the purpose of the field trip is to see how the dry stack operation works, the size of boat that is able to be stored and make comparisons with other storage methods. the trip is likely to take 1.5 hrs, we will spend the remaining time in the theory room
The following is how the presentations will be graded
You should work out your workload within your group so that it is equal.
You submit a copy of your presentation (google doc)
On the Doc make sure it is clear who is responsible for which part
You will be graded individually on your own work 50%
You will be graded on the overall presentation 30%
You will be graded on your presentation skills 20%
In The Professional Boatbuilder magazine there are some articles that relate to repair they are in the following issues: 106, 80, High Performance Cradles, 34, Practical Solutions
126, 18, Water Everywhere
104, 78, From Scratch
107, 70 Which Ply First
Some paint coating information
To paint over Gel Coat using International Paints products
transporting by trailer
The following is how the presentations will be graded
You should work out your workload within your group so that it is equal.
You submit a copy of your presentation (google doc)
On the Doc make sure it is clear who is responsible for which part
You will be graded individually on your own work 50%
You will be graded on the overall presentation 30%
You will be graded on your presentation skills 20%
In The Professional Boatbuilder magazine there are some articles that relate to repair they are in the following issues: 106, 80, High Performance Cradles, 34, Practical Solutions
126, 18, Water Everywhere
104, 78, From Scratch
107, 70 Which Ply First
Some paint coating information
To paint over Gel Coat using International Paints products
- Spot fill, sand, repair,
- Interprotect thinned 30% over spot areas
- Interprotect thinned 30% over the complete area
- Interprotect a full coat over the area to be painted
- Perfection undercoat, brush or roller.
- Perfection finish, brush or roller
transporting by trailer
Sunday, April 29, 2012
Tuesday the 1st May and 8 th May
On Tuesday the 1st of May we travel to Boat Haulage at Birkenhead and to Geoff Bagnal's yard at Milford Marina. Unitec has new Health and Safety requirements for these "off campus experiences" which means that you all need to have filled in an Off Campus Experience Acknowledgment form I will have these with me
Boat Haulage is a company that transports all manner of boats by road, they will describe the loading and unloading procedure they use on and off their trucks, they also build support systems for boats that are being shipped overseas
Geoff Bagnal's Yard is a small slipway operation, this gives a good insight into the differences between a more traditional operation than what you have seen at Gulf Harbour and Westpark.
After our discussion on teak deck repair and leaking windows I decided to put a link to sketches that may help https://picasaweb.google.com/113782465744253657753/RepairAndTransportationSketches
Tuesday 8th May
We have a final group presentation when that is completed the session will follow on with a discussion on the process's for painting. This will give you information that will apply to your case study on repainting a Stewart 34. We could put the information for that under the following headings
Health and Safety and General Hardstand rules Hardstand rules
General Painting Procedure shrink wrap
Preparation preparation video
Coatings and application
Altex Coatings
Non Skid and Antifouling
Abrasive Paper
I suggest you study the information on the web pages (links provided) to enable everyone to participate in the class discussion you can continue with your case studies in any time that is left
Boat Haulage is a company that transports all manner of boats by road, they will describe the loading and unloading procedure they use on and off their trucks, they also build support systems for boats that are being shipped overseas
Geoff Bagnal's Yard is a small slipway operation, this gives a good insight into the differences between a more traditional operation than what you have seen at Gulf Harbour and Westpark.
After our discussion on teak deck repair and leaking windows I decided to put a link to sketches that may help https://picasaweb.google.com/113782465744253657753/RepairAndTransportationSketches
Tuesday 8th May
We have a final group presentation when that is completed the session will follow on with a discussion on the process's for painting. This will give you information that will apply to your case study on repainting a Stewart 34. We could put the information for that under the following headings
Health and Safety and General Hardstand rules Hardstand rules
General Painting Procedure shrink wrap
Preparation preparation video
Coatings and application
Altex Coatings
Non Skid and Antifouling
Abrasive Paper
I suggest you study the information on the web pages (links provided) to enable everyone to participate in the class discussion you can continue with your case studies in any time that is left
Sunday, April 22, 2012
24th April
We have traveled to the Te Atatu boating club and Westpark where we were able to view a number of Repair projects in progress. Discussion at Te Atatu covered such issues as strengthening framing, procedures/techniques for working with carvel planking, placing anodes to protect metal, various trailer designs and cradle types, and protective keel battens
At Westpark we viewed a yacht that had been washed ashore had the keel removed and a large amount of hull damage, this showed an example of a boat that had damage which would cost in excess of the boats value to commercially repair, in other words an insurance company would pay out the insured value to the insurer and put the damaged hull up for tender
We discussed a method for re-sealing a keel as called for in case 8, watched the travelift operating, looked at different cradle types and acro-prop support systems
The next field trip we take will be to Marine Haulage at Birkenhead, date to be confirmed tentatively 1/5/12
After discussion I confirm that the each student now must produce 6 case studies individually, and one case study as part of a group
Cases produced after 3/4/12 will not be in excess of 1500 words
At Westpark we viewed a yacht that had been washed ashore had the keel removed and a large amount of hull damage, this showed an example of a boat that had damage which would cost in excess of the boats value to commercially repair, in other words an insurance company would pay out the insured value to the insurer and put the damaged hull up for tender
We discussed a method for re-sealing a keel as called for in case 8, watched the travelift operating, looked at different cradle types and acro-prop support systems
The next field trip we take will be to Marine Haulage at Birkenhead, date to be confirmed tentatively 1/5/12
After discussion I confirm that the each student now must produce 6 case studies individually, and one case study as part of a group
Cases produced after 3/4/12 will not be in excess of 1500 words
Wednesday, March 14, 2012
20th March, Field Trip
On the 20th March, next Tuesday we will travel to Te Atatu Boat Club, the idea of this trip is to look over their hardstand area at some of the projects that are underway. Much of the work that is being undertaken is by boat owners themselves however there is a spray painting booth and work which ranges from changing anodes to structural alteration. These boats are supported by a range of cradle types many are hauled out using their own trailer, even for boats of 11 and 12 metres in length
This is another opportunity to discuss/lecture on site l expect a number of the jobs to be similar to the case study problems.
We will then head along the western motorway to Westpark marina where I hope we will get a run down on the working of the Travelift and then be able to study once more the various projects that are underway in the hardstand area
The class is to meet outside the marine workshop at 12 : 30 we will return to Unitec at 15:45
Many production built boats will have their gel coated surfaces painted. Gel coat is only able to resurfaced, polished for a limited time. What is that limited time? the answer to that varies depending on the following, hull colour, has the surface been knocked about, has it been fully exposed to UV or covered, polishing does extend the life of the gel coat surface. There comes a point in the boats life when the decision is made that it makes more sense to paint. what paint system could we use? the system we use must be compatible. the area that we have the boat stored may or may not suit spray painting, what are the options?
http://www.yachtsurvey.com/maitenance.htm
"Tips on painting fiberglass boats"
This link takes you to some interesting examples of repair and associated work
https://picasaweb.google.com/113782465744253657753/RepairAndTransportation2012?authkey=Gv1sRgCI7QzurqsKGt0wE
This is another opportunity to discuss/lecture on site l expect a number of the jobs to be similar to the case study problems.
We will then head along the western motorway to Westpark marina where I hope we will get a run down on the working of the Travelift and then be able to study once more the various projects that are underway in the hardstand area
The class is to meet outside the marine workshop at 12 : 30 we will return to Unitec at 15:45
Many production built boats will have their gel coated surfaces painted. Gel coat is only able to resurfaced, polished for a limited time. What is that limited time? the answer to that varies depending on the following, hull colour, has the surface been knocked about, has it been fully exposed to UV or covered, polishing does extend the life of the gel coat surface. There comes a point in the boats life when the decision is made that it makes more sense to paint. what paint system could we use? the system we use must be compatible. the area that we have the boat stored may or may not suit spray painting, what are the options?
http://www.yachtsurvey.com/maitenance.htm
"Tips on painting fiberglass boats"
This link takes you to some interesting examples of repair and associated work
https://picasaweb.google.com/113782465744253657753/RepairAndTransportation2012?authkey=Gv1sRgCI7QzurqsKGt0wE
Wednesday, February 29, 2012
13 th March 2012
There will be no class on the 13th March. This session will now be added on to the end of the course, the last lecture of the course is now on the 19th June.
I know that this was to be the first session to have one case study completed and to receive feedback. we will cancel that feedback until 27 March when you should have 2 case studies completed
I will post an overview of information that will help you with study for this week.
Dave Pascoe discusses the replacement of leaking windows in an article on his website.
www.yachtsurvey.com/WindowRepair.htm
Aluminum window frames for boats usually have the window sealed into the frame by the manufacturer. The boatbuilder or repairer would normally expect to seal the frame into the window recess. At some point in the boats life the glass itself may need re-sealing into the frame but its more likely with good quality window frames that the aluminium into the recess is the problem. This is the scenario I had imagined for the case study.
Windows are sealed into rebates by the builder or Repairer. What is the most successful method? There are different ideas for the shimming of windows to retain a sealant thickness, I like to use 4mm x 6mm dam rubber which is a rubber tape that has a sticking surface on two sides (the 4mm side) which holds the window away from the surface its being bedded to. This method holds the window 4mm away and allows sealant of that thickness to be applied. The rebate needs to allow the correct depth
Some builders/repairers prefer to remove sealant with a blade when it has cured. the other way is to mask the clean up surfaces, this can also be successful
Take note of the importance of movement, it could be expansion and contraction, or structural
I know that this was to be the first session to have one case study completed and to receive feedback. we will cancel that feedback until 27 March when you should have 2 case studies completed
I will post an overview of information that will help you with study for this week.
Dave Pascoe discusses the replacement of leaking windows in an article on his website.
www.yachtsurvey.com/WindowRepair.htm
Aluminum window frames for boats usually have the window sealed into the frame by the manufacturer. The boatbuilder or repairer would normally expect to seal the frame into the window recess. At some point in the boats life the glass itself may need re-sealing into the frame but its more likely with good quality window frames that the aluminium into the recess is the problem. This is the scenario I had imagined for the case study.
Windows are sealed into rebates by the builder or Repairer. What is the most successful method? There are different ideas for the shimming of windows to retain a sealant thickness, I like to use 4mm x 6mm dam rubber which is a rubber tape that has a sticking surface on two sides (the 4mm side) which holds the window away from the surface its being bedded to. This method holds the window 4mm away and allows sealant of that thickness to be applied. The rebate needs to allow the correct depth
Some builders/repairers prefer to remove sealant with a blade when it has cured. the other way is to mask the clean up surfaces, this can also be successful
Take note of the importance of movement, it could be expansion and contraction, or structural
Monday, February 27, 2012
March 6 Field Trip
 |
| These pictures shows a copper tank which has been in contact with timber What is the cause of the problem? |
 |
| The rotten timber has been cut away from the planking, it still remains in the area of the keelson |
 |
| The exposed planks show that the inside skin is laid diagonally, the outside skin is fore and aft (carvel), this is not a glued structure |
 |
| The top of the keel and keelson |
 |
| The rotten timber has no strength left it must be totally removed. Think about how new timber could successfully be attached to the undamaged planking |
We travel to Brin Wilson Boats next week, they are the only boatbuilding yard that is permanently situated in the marina area at Gulf Harbour. They are experts in the repair of glass laminate and wooden boats, much of their work is for insurance companies, this work is handled by a loss adjuster (assessor) representing the client and the insurance company.
They also undertake repair and alteration work for pleasure and commercial boat owners. To be successful in attracting insurance work they must be able to work to a fixed price, complete the jobs to a high standard, and be able to salvage damaged boats as required. the Travel lift operates directly into their factory, however they do move boats around without the aid of the lift which is a necessary part of a successful operation.
They also have a company which operates independently in the yard at Gulf Harbour which is Osmosis Solutions, they are responsible for the repair of the problem known as Osmosis.
What you can expect to gather information on are hardstand support systems, the operation of a Travel lift and a low loader, Osmosis repair, various jobs that will be taking place in the yard
You will be expected to photograph or video useful and interesting information, and participate in group discussion during the following lecture session
We leave outside the Marine Workshop at 12:30
Tuesday, February 21, 2012
Welcome Aboard Shipmates
This is my blog which I would like you to follow, comment on, and use as another method of collaborating with me and your classmates, if we can all learn together that is the aim, don't leave anyone behind and if you are unclear on something you need to ask.
The first session is Tuesday the 28th of February 2012 12:30 to 4:00 we will talk about what the assessment is all about, the Field trips we do, your expectations and mine from the course
This is the opportunity for you to understand what the assessment instruction is telling you to do
Osmosis avoidance, detection, treatment
Osmosis-Is a problem with fibreglass hulls built from polyester resin... The problem is that water is, able to make its way through the gel coat and in to the fibreglass laminate. Gel coat is not completely waterproof, water penetration does occur. If the water is able to find its way into any air bubbles or small voids that have been left behind from the laminating process it will mix with chemical residue (styrene, MEKP, etc) to form a dense acidic liquid. Because that liquid is more dense than the seawater on the outside of the hull water is drawn from the outside into the void in an effort to equalise the pressure difference, the result is that the void pressurises and forces the outside layer into a blister which shows on the outside of the hull often when the hull is removed from the water a dark liquid can be seen forcing its way back out through the laminate, or gel coat. The blister is actually a small delaminated section of hull, sometimes just under the gel coat but often into the outside layers of CSM depending on the lay up. The process of water penetration is called osmosis and is the same process used in nature by plants to transmit water from roots to leaves.
Avoidance-FRP boats these days are not as prone to osmosis as they were some years ago. Boat builders have realised that they put their product and company name in jeopardy by using cheaper materials and taking shortcuts in production. Hulls that don’t have osmosis problems have a sealed laminate, they use vinyl ester, or isothalic polyester resin rather than orthothalic Quality control the temperature, the humidity, and take good care to lay up using proven techniques. The underwater surface should be sealed with a good thickness of epoxy paint prior to antifouling
Detection- Is not always straight forward, the best way is to view the bottom of the boat when it is first hauled out, and by looking along the wet surface the raised blisters will show up and should be marked. Often as the hull dries the blisters quickly disappear. This is because the surface has been softened and the liquid is allowed to escape as the water is no longer pressuring on the outside of the hull. This will happen quite quickly as the hull dries and often only one hour after haul out the blisters have disappeared. The problem is still there it’s just difficult to individually locate them. Sound tapping with a hammer will find the blisters as they are just small delaminated areas. Often so small that it’s difficult to cover the entire surface with a hammer and feel confident all the blisters have been located. Antifouling should be removed to be sure of finding the full extent of an osmosis problem.
Repair-There are only two proven methods of repair. The first is to remove the affected area of each blister individually, dry out and epoxy fill which is considered as damage control rather than repair. Or the second method is to plane the surface of the hull down to a level where the laminate is healthy (sometimes that is not possible), dry out and re laminate with a resin rich matrix back to original thickness. This is often done with vinyl ester resin and sealed on the outside with a good thickness of epoxy paint.
The first session is Tuesday the 28th of February 2012 12:30 to 4:00 we will talk about what the assessment is all about, the Field trips we do, your expectations and mine from the course
This is the opportunity for you to understand what the assessment instruction is telling you to do
Osmosis Repair
Osmosis-Is a problem with fibreglass hulls built from polyester resin... The problem is that water is, able to make its way through the gel coat and in to the fibreglass laminate. Gel coat is not completely waterproof, water penetration does occur. If the water is able to find its way into any air bubbles or small voids that have been left behind from the laminating process it will mix with chemical residue (styrene, MEKP, etc) to form a dense acidic liquid. Because that liquid is more dense than the seawater on the outside of the hull water is drawn from the outside into the void in an effort to equalise the pressure difference, the result is that the void pressurises and forces the outside layer into a blister which shows on the outside of the hull often when the hull is removed from the water a dark liquid can be seen forcing its way back out through the laminate, or gel coat. The blister is actually a small delaminated section of hull, sometimes just under the gel coat but often into the outside layers of CSM depending on the lay up. The process of water penetration is called osmosis and is the same process used in nature by plants to transmit water from roots to leaves.
Avoidance-FRP boats these days are not as prone to osmosis as they were some years ago. Boat builders have realised that they put their product and company name in jeopardy by using cheaper materials and taking shortcuts in production. Hulls that don’t have osmosis problems have a sealed laminate, they use vinyl ester, or isothalic polyester resin rather than orthothalic Quality control the temperature, the humidity, and take good care to lay up using proven techniques. The underwater surface should be sealed with a good thickness of epoxy paint prior to antifouling
Detection- Is not always straight forward, the best way is to view the bottom of the boat when it is first hauled out, and by looking along the wet surface the raised blisters will show up and should be marked. Often as the hull dries the blisters quickly disappear. This is because the surface has been softened and the liquid is allowed to escape as the water is no longer pressuring on the outside of the hull. This will happen quite quickly as the hull dries and often only one hour after haul out the blisters have disappeared. The problem is still there it’s just difficult to individually locate them. Sound tapping with a hammer will find the blisters as they are just small delaminated areas. Often so small that it’s difficult to cover the entire surface with a hammer and feel confident all the blisters have been located. Antifouling should be removed to be sure of finding the full extent of an osmosis problem.
Repair-There are only two proven methods of repair. The first is to remove the affected area of each blister individually, dry out and epoxy fill which is considered as damage control rather than repair. Or the second method is to plane the surface of the hull down to a level where the laminate is healthy (sometimes that is not possible), dry out and re laminate with a resin rich matrix back to original thickness. This is often done with vinyl ester resin and sealed on the outside with a good thickness of epoxy paint.
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