Mystical Water Heater and Engine Hoses

Yes, that is correct, I did say a mystical, some might say magical hot water heater. It all started several years ago onboard our Mariner 40 sailboat Sea Trek. Our 6 or 7 year old hot water heater had developed a leak which we could not stop so we ordered a replacement of the exact same model and configuration, not wanting to re-plumb and rewire everything. On the day the replacement arrived, the existing hot water heater stopped leaking and is still in the boat, working fine several years later after we sold her last year. Just a few months ago on our trip up the ICW from Beaufort, South Carolina to the Chesapeake, we stopped in Southport so Susan could rent a car and drive to Maryland for a job interview. While at the marina in Southport, I discovered the existing hot water heater in Beach House was leaking and the tank was pretty rusted on the outside. The magical hot water heater that we have been carrying around for several years was in the back of our van, at a friend's house in Maryland, waiting for us to arrive. I called Susan and asked her to stop by the van and pick up the water heater since I feared the one on Beach House might fail on us along the way. Since we had this as a spare, it should be with us on the boat. Well sure enough, as soon as she returned to the boat with this water heater, the old unit immediately stopped leaking without us even touching it. We finished the trip to the Chesapeake and after a month or more the water heater still showed no signs of leaking.


But I knew that at some point the magic would wear off and the old heater would eventually rust through the bottom. I have seen many of these do exactly that in the past so we decided to install the spare water heater and not take any chances. We were also getting tired of hauling this thing around and having it take up storage space. It needed to be planned out so the swap could happen quickly and we would not be without hot water or even water at all. As a last resort I could connect it up to bypass the heater for a while but we preferred to just get it done. Over the next week I planned out the replacement and ordered all of the various parts I needed. The fittings on the old tank were not ideal and in bad shape so they were all replaced. The water lines were connected as a combination of copper tubing and short hose pieces clamped to the copper tubing. We have had these come apart on us in the past and dump the entire contents of our fresh water tank since the hose eventually slides off the tubing from the water pressure, so that had to go. That meant we needed fittings that would attach to the compression fittings on the existing copper lines and then allow a hose barb attachment. Not as easy as we thought but we did eventually find an ACE Hardware with all of the parts we needed to make them up.


Another part of this project involved the engine heater hoses that heat the water in the tank when the engine is running. These were also a hodge podge of hose and copper tubing that I had on my list to replace since we first bought the boat. Now was a good time to do that since they would have to be disconnected and the fresh water coolant drained anyway. As it was, the engine heater hoses were connected via a T fitting on the hose that leaves the fresh water pump and connects to the engine exhaust manifold. A hose to hose connection, although working and came from the factory that way, was not the way we would like to see it done. We contacted our experts at American Diesel and of course they had the solution and the correct way to make the hose connection. There is a kit sold to connect the hose on the side of the engine block and another attachment from the faceplate for the fresh water coolant hose coming from the pump to the front end of the exhaust manifold. Once we had the kit it requires that you remove the faceplate and drill and tap a hole for the hose barb to connect. Care must be taken in this process so that the hole is in the proper place and the faceplate is not damaged. We also ordered the replacement gasket for the faceplate at the same time.

This is a boat project so it is a given that something will most certainly go wrong. In the process of removing the faceplate, three of the four bolts came out with a little coaxing but the forth lost its head during the coaxing process. (And I almost did too!) This left about a 1/2 to 3/4 inch piece of the bolt sticking out of the manifold once the faceplate was removed. I really wanted to be careful and not damage the manifold itself or break the stud off flush or below the surface in the manifold. In the past I have had great success by spraying with liberal amounts of PB Blaster and following up with liberal amounts of Corrosion Block. I wrap a piece of cloth over it to keep it wet and saturated. But after more than a week of spraying and wrapping, it was apparent it was not going to come out no matter what kind of easy-out, vice grips or anything else I might use. So it was time to call in the experts. A phone call to Jim Stitz from White Marsh Diesel, Inc. at 443-791-9399, brought him down to the boat immediately. In short order, he had the stud removed, the hole cleaned and re-tapped, and ready for the faceplate to be reinstalled. We can't say enough about the prompt, efficient service he provided and would highly recommend him to anyone needing service in the Baltimore area. He took a break in the middle of another job he was working on and came over to help us out. We had heard good things about the work he does.


During all of this time the old hot water heater had been removed as well as all of the fresh water lines from the water system and the old engine coolant lines. Since the area around the hot water heater was in serious need of attention, we cleaned, sanded and painted the entire area and even treated a few rust spots on the side of the fuel tank which is right next to the water heater. We like to use Zinsser Bulls Eye 1-2-3 Primer to paint the bilges and inside lockers, etc. This really needs no sanding, just a clean surface, covers well, dries in about an hour, and has built in mildew and mold resistance. And it is a whole lot cheaper than paints in a marine supply store.


Once the paint was dry the water heater was mounted and secured to the platform. Next the fittings to connect the fresh water hose to the existing copper pipes was attached and the hoses connected to the heater with new hose barbs. At this point the heater could be filled with fresh water and the water system was again functional. To get the tank to fill, a hot water line at a sink needs to be left open until all of the air is purged. The next step was to connect the 110 volt wiring and since it has been our practice to replace the old wiring as we go along, this was no exception. This wiring, probably more so than others, needed replacement since it carries a fair bit of current and did not make a direct run to the circuit breaker on the panel. Once the tank was full, very important prior to applying power, and the wiring connections were made and checked, the unit was turned on and checked for leaks. All was well and we now had a functioning fresh water system with plenty of hot water.


Next the engine hoses needed to be tackled. For the hose we used a 5/8 engine wet exhaust hose. These are probably overkill but they are tough, wire reinforced so they won't collapse on bends, and will probably outlast the engine so won't need to be replaced again. The hoses attach to the hot water heater, then run one to the new fitting we tapped into the face plate, and the other to the new fitting on the side of the engine block. Once they were attached with new hose clamps, and we were sure the clamps were tight enough not to leak, the fresh water cooling system was refilled with a 50/50 mix of
long life anti-freeze. Next the engine was started and allowed to come up to temperature so that the thermostat would open. Once the thermostat opens, additional coolant needs to be added. The engine is shut down, the coolant carefully added, then the engine restarted. We checked the engine hoses at the engine and at the heater as well as the fresh water lines on the system for leaks. The engine was run for a while to let the cooling system pressurize to be sure it would not leak. All went well and the project was completed with success. We just love it when a plan comes together. The big question yet to be answered is how the mystical hot water heater will work now that it is actually installed.

Happy Thanksgiving

Susan and I would like to wish all of our followers of the Blogs, their friends and family, a happy Thanksgiving, and to all of you out there cruising, we envy you, wish you safe travels and hope to see you out there soon. Chuck and Susan

George Washington's Proclamation




The George Washington 1789 Thanksgiving proclamation.

Whereas it is the duty of all Nations to acknowledge the providence of Almighty God, to obey his will, to be grateful for his benefits, and humbly to implore his protection and favor -- and whereas both Houses of Congress have by their joint Committee requested me "to recommend to the People of the United States a day of public thanksgiving and prayer to be observed by acknowledging with grateful hearts the many signal favors of Almighty God especially by affording them an opportunity peaceably to establish a form of government for their safety and happiness."



Now therefore I do recommend and assign Thursday the 26th day of November next to be devoted by the People of these States to the service of that great and glorious Being, who is the beneficent Author of all the good that was, that is, or that will be -- That we may then all unite in rendering unto him our sincere and humble thanks -- for his kind care and protection of the People of this Country previous to their becoming a Nation -- for the signal and manifold mercies, and the favorable interpositions of his Providence which we experienced in the tranquility [sic], union, and plenty, which we have since enjoyed -- for the peaceable and rational manner, in which we have been enabled to establish constitutions of government for our safety and happiness, and particularly the national One now lately instituted -- for the civil and religious liberty with which we are blessed; and the means we have of acquiring and diffusing useful knowledge; and in general for all the great and various favors which he hath been pleased to confer upon us.



And also that we may then unite in most humbly offering our prayers and supplications to the great Lord and Ruler of Nations and beseech him to pardon our national and other transgressions -- to enable us all, whether in public or private stations, to perform our several and relative duties properly and punctually -- to render our national government a blessing to all the people, by constantly being a Government of wise, just, and constitutional laws, discreetly and faithfully executed and obeyed -- to protect and guide all Sovereigns and Nations (especially such as have shewn [sic] kindness onto us) and to bless them with good government, peace, and concord -- To promote the knowledge and practice of true religion and virtue, and the encrease [sic] of science among them and us -- and generally to grant unto all Mankind such a degree of temporal prosperity as he alone knows to be best.

Given under my hand at the City of New York
the third day of October in the year of our Lord 1789.

George Washington

When Is Towing a Boat, Not "Towing" a Boat?

Today’s recreational boater is as likely to leave the dock with a paid towing insurance policy on hand as they would a VHF radio. The commercial towing industry for recreational boating is big business today and many boaters, in an attempt to defray significant expenses should they need assistance, are looking to companies like Towboat US and Sea Tow to come to the rescue if they need it. But do you really know what is covered, what is not and what your responsibilities will be in these “rescues”? Many of these policies have different levels of coverage and deductibles, just as your auto or home owners insurance might. It is to your benefit to ask questions before you buy these policies, read them carefully and have all of your questions answered long before you might need the service. Not all policies are the same and in the end they can be a savior or they can cost you or your insurance company a substantial sum.



Let’s take a look at a hypothetical situation. You have enjoyed a wonderful day on the water with the family and decide to anchor out overnight and head home in the morning. A great meal and a glass of wine at sunset on the deck is the perfect end to a perfect day. You climb into the bunk and plan for a peaceful nights sleep as the boat gently rocks you into slumberland. Some time in the middle of the night you are bounced out of your berth by waves being generated by a thunderstorm which was not forecast or expected. You bound out on deck to lightning crashing and the rain being driven horizontally. Once your eyes begin to fully function you realize you are no longer in the same spot where you dropped your anchor and the shoreline is fast approaching. Just as you fumble around and find the ignition keys the boat suddenly comes to a stop. Ah, the anchor has reset and you are saved. As quickly as the storm came up, it is gone and as you look around all seems well. You will definitely have a story to tell your friends when you return to work on Monday. You climb back into your berth and sleep soundly the rest of the night.


The next morning you wake to bright blue skies and calm waters but the boat has a strange list to the port side. You climb out on deck and find you are aground from the anchor dragging in the storm and in checking the tide tables find the tide is actually going out and soon you will be stuck even more than you currently are. No worries, you have towing insurance and the towboat number is on your cell phone speed dial. The towboat operator picks up on the second ring and you are feeling very lucky. You explain to him that you are aground and the tide is falling so you need to get the boat to deeper water as soon as possible. He asks if the boat or crew are in any danger and you quickly reply that the only injury is to your pride. He explains that he is about 25 minutes from your location and will be there as soon as possible. Some hour and 15 minutes later the towboat shows up and the tide has been falling steady all of this time. The towboat Captain assesses the situation and makes the determination that this is indeed a “hard grounding” as opposed to a “soft grounding”. Now did you know there was different coverage under you policy for hard, instead of soft groundings? He asks you to sign a consent form to agree that he is now dealing with a hard grounding. You grumble about how long it took for him to get there but you relent and sign the form. The towboat Captain puts a line on your boat and makes an attempt to pull you into deeper water without damaging your boat or running gear. After a first attempt it appears that the tide has fallen too far and simply pulling you off is not going to happen. The towboat Captain scratches his chin for a few minutes, reassesses the situation and determines this is no longer a hard grounding but has now progressed into a salvage operation and the agreement you just signed needs to be amended accordingly. Did you know that the cost for this operation just went from maybe $1,000.00 to maybe $10,000.00 or much more since salvage is based on a percentage of the value of the boat? Of course the Captain will want to see your valid insurance information and will advise you not to worry because your boat insurance will certainly cover the cost. But did you know your boat policy had a $4,000.00 deductible that you may or may not have to pay out of pocket? Next the Captain puts a large water pump on your boat and stuffs plugs into your exhaust and water discharge lines above the waterline even though you are high and dry and none of these are in danger of taking on water. But he does this “just in case”. Did you know that you may have paid a premium price for the act of placing the pump on your boat, even if it is never used and this strengthens the case for salvage? By this time the tide has reversed and is now coming in to the point where a bit of maneuvering by the towboat with lines strategically placed, gets you back in deeper water and once again floating free. Story over? Not exactly yet.


Soon after getting back to the dock and lowering you blood pressure you get a call from your insurance company so you can explain this salvage operation to them. They explain to you that the towboat Captains reports states that your boat was taking on water upon his arrival and he has an agreement signed by you to salvage your sinking, grounded vessel, and by the way with your deductible you will have to cover the $4,000.00 difference and they will be happy to pay the rest but you will also need to haul your vessel for a sum of about $400.00 and pay a surveyor about $300.00 to survey for any damages and be sure the boat is seaworthy before they will continue coverage. This is preposterous and could never happen you say. Well, don’t be so sure, although most tow operators are honest, hard working professionals, unfortunately this kind of scenario happens all too often.


So how can you be sure you have the coverage you thought you had and how do you keep from getting yourself into a situation like this? First and foremost read and understand the policy and the differences in coverage based on all situations. Even the time of day can affect coverage. Most tow companies charge more for a night tow, and night starts at dusk. Ask questions, ask questions and ask questions, before you buy the policy. Have ANYTHING you don’t understand clarified and get it in writing; even an email carries some weight. Know the difference between a tow and salvage. Salvage is usually defined as voluntary and successful rescue of a vessel, its cargo or crew from perils at sea. That leaves things open to a pretty broad interpretation. Be very cautious in signing forms or agreements in the heat of the moment. But also understand that even with no forms or agreement a towboat operator may make a claim for salvage. A salvor only needs to demonstrate that his efforts were voluntary, the vessel was in peril and he was successful in his efforts. Look for policies that will cover these major expenses without a deductible. Unless salvage is specifically addressed in your towing policy it may not be covered but may be paid from your boats damage or loss policy so set reasonable deductibles for these policies. Ask before a line is attached to your boat if the incident is going to be a tow or salvage. If possible find out what the towboat charges are going to be. If time and circumstances permit, call your insurance company and ask for assistance and clarification. If you are not in peril and don’t feel right about the situation, call it off and contact another towing company. You may be covered for the expense of another tow company under your standard insurance policy. Commercial towing companies provide an important service to the recreational boater and every day a tow company somewhere saves the day and brings us home safely. It is the boat owner’s responsibility to fully understand what is covered and to assure that the services provided are the services requested and to take whatever steps are required to eliminate any misunderstandings.

THIS AUTHORS TOWING DEFINITIONS

Discussions of the differences between soft groundings, hard groundings or salvage come up any time commercial towing is mentioned. These are some of this author's definitions as I understand them, but may or may not be the same definitions various towing companies have. Here are the issues presented in the article.

SOFT GROUNDINGS-----To me this would be a simple situation where the tow boat would arrive on scene, pass a line to the boat in need of assistance and either pull them off and send them on their way, or tow them to a facility for repair. This could be the boater’s marina. This type of assistance would entail a single boat utilizing a single tow line and a short time period to accomplish the task.

HARD GROUNDING-----In this situation you would be looking at a vessel grounded on a rock area or coral, and possibly taking on water as a result of the grounding. It may also require multiple tow boats with multiple lines, or additional services such as divers, pumps, or an extended time period to assist the vessel. This scenario, in my opinion, would be considered a hard grounding.

SALVAGE-----If we look at the “legal” definition of salvage, the main indicator is whether or not the crew or vessel is in peril. And that does not always mean immediate peril. The responder must be doing so voluntarily, and he must succeed in the operation. That leaves the entire definition of salvage open to a pretty broad interpretation. It could be argued that any towing scenario could be a salvage operation. Most towing companies would probably not file a salvage claim under simple towing circumstances since any challenge would involve arbitration, or a court decision, or be too costly and time consuming including the possibility of failure. If the vessel were in danger of sinking, washing up on the shore or rocks, pounding on a reef, or presenting itself as a hazard to navigation and of concern to others, then most certainly it would be considered a salvage operation. If the vessel, or crew, or even the assisting vessel is placed in “peril”, then again, there should be no question as to whether or not it is a salvage operation.

An actual decision handed down from a U.S. District Court stated , “to constitute a maritime peril, it is not necessary that the danger be actual or imminent, it is sufficient if, at the time assistance was rendered, the vessel was stranded so that it was subject to the potential danger of damage or destruction”. In most cases, this interpretation is on the shoulders of the responder, the tower. It gives us something to ponder the next time we make that call for assistance. The time to consider and check your insurance policy and towing contract would be long before you cast off your dock lines.