50-foot yachts destroyed in 2-alarm fire at Edmonds Marina

From KOMO news:
31 December 2011

EDMONDS, Wash. - Two 50-foot motor yachts were destroyed in a spectacular two-alarm fire at the Edmonds Marina early Saturday morning.

Fire crews responded to the scene just before 4 a.m. and found towering flames spewing from the two boats, lighting up the early morning sky.

The fire was called in by a janitor working in a nearby business.

"Two boats moored next to each other were engulfed in flames when firefighters arrived and flames were shooting 50 feet in the air," said Leslie Hynes of Snohomish County Fire District 1.

No one was aboard the burning boats, but a man and a woman staying overnight in another boat moored at the same dock had to be rescued by firefighters, Hynes said.

She said the burning boats were moored in the first two slips of the dock, and the flames cut off the couple's access to the shore.

"They were stuck at the far end of the dock in the smoke until they were rescued by the fire department boat," Hynes said.

The man and woman were taken to Swedish-Edmonds Hospital, where they were both treated for minor smoke inhalation and released a few hours later.

Firefighters from Lynnwood and Shoreline responded to assist Fire District 1. At the peak of the fire, about 40 firefighters were on the scene.

"The docks were very icy and slippery, which was a challenge for firefighters as they worked to put out the fire," Hynes said. "They used an overhead water stream from a ladder truck and firefighting foam to smother the flames."

It took firefighters about 30 minutes to get the fire under control, but crews continued to battle hot spots for about an hour as the boats smoldered and fuel ignited. One of the boats sank as the firefighting effort continued.

Damage to both yachts and the dock is expected to total more than $600,000.

Fire investigators are working to determine how the fire started. "The boat where the fire started sank and will have to be raised. Investigators do not expect to have a cause today," Hynes said.

As firefighters were putting out hot spots, crews from the Port of Edmonds set up containment booms. The state Department of Ecology is on the scene working to control and prevent environmental damage.

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Every year, an estimated 4,000 pleasure vessels fall victim to either fire or explosion.

Of this number approximately 400 are either a total loss or are extremely costly to rebuild.

Blaze Hits 8 Boats on Lake Norman

... According to several reports, eight boats were involved in the fire. Four boats suffered major damage, according to fire officials at the scene. There are several reports that one boat sank. Fire investigators say they will question boat owners, in an effort to determine how the blaze might have started. One possibility being mentioned this morning is that a boat owner might have left a heater operating on a craft overnight.

Source: Charlotte Observer (Charlotte, NC)

 

Portable Electric Heater identified as heat source in a Multi-boat Fire

A fire that started by a portable electric heater on a boat docked in a covered marina spread to several other boats, fanned by high winds that impeded fire ground operations. The boats were moored at a wooden dock that had a wood frame and a metal roof overhang. The boat on which the fire started was at the end of a dock, several slips of which were occupied by other boats. The marina had no detection or sprinkler system and was closed for the night when the fire broke out.

Although a portable heater was identified as the heat source for the unintentional fire, the exact cause and the ignition sequence was unknown, The flames spread to the boat's interior and from there, to the roof overhang and several other boats before firefighters arrived.

Cautionary Tales from Other Boat Owners:

"My next door neighbor put a small electric space heater on his boat (an Islander 32) and set it to its lowest setting. As the weather got colder the heater cycled on-off until the extension cord melted and set the boat on fire. The fire gutted the entire inside of the boat until another neighbor saw the smoke and put the fire out. The boat was a total loss. It was 5 feet from my boat in the next slip. My neighbor scares me."
--Mike

"I used to use a light bulb in the winter until the cheapo housing slipped and the whole light came to rest on my holding tank. It was kind of scary to see the burnt marks in the ABS where the plastic had smoldered. I have no idea why the boat did not burn down. The plastic had obviously burned in places. You could not pay me to put a light bulb in my engine compartment now. They were not made for boats and are just too risky."
--Brett

Coast Guard closes Columbia River Bar due to hazardous weather

The following is the text of a press release issued by the U.S. Coast Guard:

22 November 2011

(SEATTLE) -- The Coast Guard Captain of the Port (COTP) Sector Columbia River, in Astoria, Ore., issued the closure of the Columbia River, Ore., bar entrance due to hazardous conditions at approximately 9 p.m., Monday.

The bar closure applies to all vessels and any request to transit the bars prior to reopening must be approved by the COTP, Sector Columbia River. Mariners may contact the Coast Guard on VHF-FM Channel 16 or Sector Columbia River by telephone at (503) 861-6211 for further information or to request crossing.

The Coast Guard will re-evaluate the bar closure on an ongoing basis and will re-open the waterway as soon as the offshore weather improves.

The bar is anticipated to re-open by 8 a.m., Wednesday, based on current weather predictions.

The Coast Guard understands the effects these closures have on commerce and will make every effort to re-open these waterways as soon as they are considered safe for navigation.

Mobile Content and Your Boat

Earlier this year I received an Android phone as a birthday gift. Of course the first thing you do when you get a smart phone is go searching for the best Apps available. There are Apps that do useful things like track your bank accounts, and there are Apps that do useless mind-numbing things like blowing bubbles.

Eventually, once I began to comprehend how my phone works, I started looking for Boating related applications. There are actually more than I thought there would be. There are Navigational applications (my favorite is still from Navionics), tidal information, weather data, and quite a few others.

I’ve even read a couple articles about applications that control various functions of the boat itself. This is where I become a bit leery of the how fast things are advancing. The fact is that paper charts have not been completely replaced , yet people are willing to allow their phone to control things like auto-pilots and power distribution panels.

The National Marine Electronics Association(NMEA)  has made incredible progress in getting a protocol established that enables most marine electronics to interface. While the people at Apple, Google and Microsoft are all very bright – I'm not certain that any thought has been given to whether any of these programmers have even been on a boat, let alone piloted one.

The London P&I Club, one of the world’s leading mutual marine liability insurers, published in their StopLoss Bulletin that, “Onboard communication has improved significantly over the last few years, with technological advances enabling crew to use mobile phones and laptops to stay in contact with family and friends ashore. However, the use of such equipment at inappropriate moments may distract crew from the navigation or operation of the ship.

“Another issue is the risk of being exposed to excessive information and simply being unable to process it all. Bridge equipment is increasingly sophisticated and it can provide the crew with access to extensive information regarding the relative positions of other ships. But, unless it is used in a focused manner, it can confuse, rather than clarify, and ultimately prove counter-productive.”

There have been accidents on inland waterways, as well as intra-coastal waterways caused by the distractions of Skype calls, streaming news reports, and Email/Texting. Often, these  activities are being conducted on equipment either adjacent to or on the same screen as chartplotters, AIS displays or RADAR supplies.

There is no doubt that great advances have been made in what is possible to accomplish with technology, particularly within the marine industry. In 2004, the idea of linking different systems together seemed like something from the realm of "Star Trek." Now, in the world of tech, there is an app for everything it seems. The question isn't whether we “can” control a boat from an iPhone, Droid, Blackberry or Windows Phone – rather “should” we take this step. Eventually, sure but this is where the NMEA should monitor closely what the mobile device developers are “attaching” to boats. The most dangerous of the four major smart phone’s to the marine industry is the Droid phones – because anybody can make an application for them. This is great for the general public, but can mean disaster to mariners.

We’ve all had that person checking their Twitter or Facebook account cut us off on the road – boats are not quite as responsive. Already there are apps that are trying to replicate the functionality of AIS systems. What happens when somebody loses reception, or they forgot to plug in their phone the night before when they happen to be in a very busy port? Call me a cynic – but I can see bad things happening.

The bottom line is that there always seems to be a trade off for progress made to quickly.

As always, I appreciate any comments.

Coast Guard Warnings For Winter Storm

This is a press release from the Coast Guard's 13th District. There is a major storm front heading towards the Pacific Northwest and these are measures to prepare that the Coast Guard is recommending.


SEATTLE — With severe weather approaching and forecasts of strong winds and heavy surf, the Coast Guard reminds boaters and beach-goers to be prepared and stay aware; and reminds mariners to take the necessary steps to ensure that their boats are properly secured.
“During the fall and winter storms in this region, the Coast Guard receives several reports of vessels adrift in Puget Sound, Washington and Oregon coasts. These adrift vessels not only represent a possible loss of property for the owners, they are significant hazards to navigation and pose a serious environmental threat as chemicals and fuels onboard can spill should the vessels break apart,” said Capt. David Klipp, 13th Coast Guard District’s Chief of Response. “Coast Guard crews are also put at risk when responding to these boats in rough waters.”
Boaters, beach-goers and those living in areas with a potential for flooding should follow these guidelines to ensure their safety:
Watch the weather forecast closely and pay attention to small craft advisories issued by the National Weather Service. Small craft advisory conditions are dangerous to even the most seasoned professional mariner in the most seaworthy vessels.
Exercise extreme caution on beaches and jetties: Sudden, powerful waves can engulf the entire beach, knocking people down or throwing them violently against nearby rocks. Once in the water, strong currents can pull people out to sea. Beachgoers should also stay away from driftwood floating in the water or resting on shore. Logs can weigh several tons and can quickly be picked up by an unexpected wave and tossed onto people. Jetties are also dangerous due to unstable surfaces and slippery conditions. Large gaps in jetty structures can also trap people who slip and fall while walking on the rocks. Be aware of rising tides – high tides can trap people on rock formations and in coves. Always let someone know where you are going, walk with a buddy and be weather and surf aware.
If it has been raining hard for several hours, or steadily raining for several days, be alert to the possibility of a flood.
Minimize contact with flood water – Standing water from flooding can carry diseases and hazardous chemicals. If you get your water from a well and water floods into your pump house – check to see if water from the ground went down your well. If so, or if you’re not sure, boil your water before using it for drinking or cooking for yourself or your pets. If water floods your septic system, minimize your use of water for washing and wait for the water level to drop. If you come in contact with standing water, wash carefully before you eat or drink.
Assemble a disaster preparedness kit – a good disaster kit should include: a first aid kit and essential medications, canned food and a can opener, at least three gallons of water per person, protective clothing, rain gear, and bedding or sleeping bags, battery-powered radio, flashlight, and extra batteries, special items for infants, elderly, or disabled family members, written instructions for how to turn off electricity, gas and water if authorities advise you to do so (remember, you’ll need a professional to turn them back on.)
Stay high and dry – move to higher ground away from rivers, streams, creeks, and storm drains. Do not drive around barricades, they are there for your safety. If your car stalls in rapidly rising waters, abandon it immediately and climb to higher ground.
Vessel owners should take the following precautions to assure their vessels are secure:
Cover your boat: Heavy rains can flood boats and even cause sinking in extreme cases. Protect your boat and be sure your vessel is adequately covered when it is moored up to prevent flooding. If you can’t bring your boat onto shore, make sure it is securely fastened to its dock. Vessels that break free from their moorings can become a hazard to navigation and endanger the lives of those who must retrieve them.
Check all of your anchor and mooring lines. Double the lines up for added strength. Ensure all lines and tackle are in good condition.
Ensure you have a storm anchor. The anchor that comes with a boat is often inadequate for the storms in the Pacific Northwest. An improper or inadequate anchor can cause your boat to drift and may lead to unnecessary search-and-rescue calls.
Small boats should be removed from the water and moved to a secure location well above tidal and flood areas to ensure they are not washed out to sea.
Ensure boat registration numbers are updated with correct owner information. Consider keeping owner contact information on vessel itself. With this information, agencies responding to adrift vessels can promptly return the vessel to its owner.
If you are going to be underway, you should take the following precautions:
Wear Personal Floatation Devices: Life jackets – bring one for each person. History has shown that the chance of survival greatly increases if an individual is wearing a personal floatation device. For more information on life jacket requirements visit: http://www.uscgboating.org/command/initiative/jacket.htm
Have a Marine Radio: Investing in a good VHF radio is a smart purchase. Cell phones should not be used as a primary means of emergency communication on the water where reception may be poor or unavailable. A VHF radio has a strong signal and distress calls are received by everyone monitoring a VHF radio in range, whereas cell phone communications are point-to-point. Use VHF Channel 16 for emergencies. For more in-depth information about radios and terminology visit the link below. http://www.uscgboating.org/safety/metlife/radio.htm
Float Plan: A float plan is a written statement of the details of an intended voyage usually filed with a friend, neighbor and/or marina operator or; a document that specifically describes the vessel, equipment, crew, and itinerary of a planned voyage. Leave a copy with a friend, relative or local marina before heading out on the water. If a vessel has an emergency or is overdue, pertinent information will be available to provide local marine police or the Coast Guard. If delayed, boaters should inform those with the float plan, and be sure to notify them upon returning so the float plan can be "closed out" and an unnecessary and costly search avoided. An example of a float plan can be found at http://www.uscgboating.org/safety/fedreqs/floatplan.pdf.
For a detailed coastal weather forecast, click the National Weather Service link for your area:
Western Washington – http://www.weather.gov/seattle or http://www.ndbc.noaa.gov/data/Forecasts/FZUS56.KPQR.html
South Washington/Central/Northern Oregon Coasts – http://www.weather.gov/portland
South Oregon Coast – http://www.weather.gov/medford or http://www.ndbc.noaa.gov/data/Forecasts/FZUS56.KPQR.html

Navico Introduces Broadband 4G™ Radar

From a Navico Press Release:
Date: 10/27/2011 

Revolutionary New Dual-Range Radar System Features ‘Beam Sharpening’ For Unprecedented Target Resolution

Tulsa, Okla. — Navico — the world leader in recreational marine electronics and parent company to the Lowrance, Simrad Yachting and B&G brands — announced today its next-generation, solid-state Frequency Modulated Continuous Wave (FMCW) radome, the Lowrance, Simrad and B&G Broadband 4G™ Radar models. Offering unparalleled performance, Broadband 4G Radar redefines what is possible in radar-based navigation and collision avoidance.

Joining the award-winning and world’s first recreational marine FMCW Broadband Radar™ line, 4G radar delivers 50-percent greater range and target detection than Broadband 3G Radar. All 4G radar models feature revolutionary Beam Sharpening technology that provides the sharpest-possible radar images. When networked with most display options, the new Simrad and B&G Broadband 4G models also have the unprecedented ability to present dual-range radar returns from a single scanner, combined with the benefits of greater high-speed operation.*

The new Lowrance, Simrad and B&G Broadband 4G Radar models are compatible, respectively, with the award-winning Lowrance HDS®, Simrad NSO Offshore, NSE Expert and NSS Sport, and B&G Zeus™ multifunction displays.

For optimal target separation, Broadband 4G Radar is the world’s first dome radar to use Beam Sharpening, which significantly improves azimuth resolution — the effective horizontal beam width of the radar signal. The result is a resolution that is equivalent to a 3.5-foot open array radar. When combined with a Simrad NSE, NSO or B&G Zeus multifunction display, the system’s user-defined, target-separation control allows users to adjust the level of separation to meet specific navigational needs.

The Simrad and B&G Broadband 4G Radars’ exclusive dual-range functionality — available with Simrad NSE, NSO and B&G Zeus displays — makes them the only recreational radars capable of displaying distances from 200 feet to 36 nautical miles — all from a single dome. The ultimate navigational safety tool, Broadband 4G Radar allows boaters to see a buoy 200 feet away on the multifunction display, while simultaneously monitoring coastal projections up to 36 nautical miles. In addition, Simrad and B&G Broadband 4G Radar models can track up to 10 MARPA targets per range — each with independent control, for a total of 20 tracked targets in split-screen mode.

All Broadband 4G Radars provide an unequalled number of working ranges, 18, for premier performance and navigational awareness. Providing intuitive and easy-to-use operation, each model also features smart, pre-defined Offshore and Harbor modes on all ranges without requiring special tuning knowledge.

Broadband 4G Radar not only raises the bar in radome performance by providing far superior resolution at long-range distances, it also delivers the same exceptional close-range capability signature to Broadband Radar. The system marks objects within 6.5 feet (2 meters) of the boat, providing target definition and separation in close quarters where traditional pulse radar is blind.

“Broadband 4G Radar will change the way boaters navigate,” said Louis Chemi, COO for Navico Americas. “With unrivalled close-range visibility and new groundbreaking long-distance capability, this latest addition to the Lowrance, Simrad Yachting and B&G Broadband Radar lineup provides the sharpest radar images of any radome in the world for best-in-class situational awareness on the water.”

Maintaining high-sensitivity and clarity in all weather conditions, the radar provides easy-to-view detail of targets even in high-sea states. Additional Broadband 4G Radar safety and convenience features include: revolution speeds up to 36 rpm for Lowrance HDS and Simrad NSS, and 48 rpm for Simrad NSE, NSO and B&G Zeus — providing near-instant updates at ranges less than 1 nautical miles; directional sidelobe-clutter suppression to reduce clutter and echoes caused by large targets; accurate chart overlay and MARPA; display networking; extremely low emissions (less than 1/5th the energy of a mobile phone); flexible antenna-placement options for safe and easy installation almost anywhere on a boat; InstantOn™ — allowing the radar to power up immediately from cold start and standby; and incredibly low power consumption.

Broadband 4G Radar’s compact 18-inch radome measures 11.02-inches high x 19.28-inches in diameter (280 mm x 489 mm), weighs 16.3 pounds (7.4 kg), and installs quickly with an easy-to-route 0.5-inch (13.5 mm) diameter scanner cable. Drawing only 20 watts of power during operation (21 watts in dual range mode) and 2.9 watts in standby, Broadband 4G Radar has an operating temperature range of -13 to +131 degrees Fahrenheit (-25 to +55 degrees Celsius) and can operate in winds up to 100 knots. Broadband 4G™ Radar is waterproof to the IPX6 standard and is protected by a two-year parts and labor warranty and the Lowrance, Simrad Yachting and B&G Advantage Program.

Price & Availability: Available in November 2011 from authorized dealers and distributors throughout the United States and Canada, the new Lowrance Broadband 4G Radar has a minimum advertised price of US $1,899, while the Simrad and B&G Broadband 4G Radars have a suggested retail price of US $2,299. For more information on Lowrance, Simrad and B&G Broadband 4G Radar, or their entire line of performance marine electronics, contact 800-324-1356 (toll-free) in the USA or 800-661-3983 (toll-free) in Canada or visit www.lowrance.com, www.simrad-yachting.com and www.bandg.com, for details on brand-specific models.

*Available with the Simrad NSE and NSO and B&G Zeus multifunction displays.

Holiday Parade Warnings from the Coast Guard.

Risks include illegal charters, overloaded vessels, Christmas lights

(11/8/2011)

The following is the text of a press release issued by the U.S. Coast Guard: (SAN PEDRO, Calif.) -- With the holiday boat parade season upon us, the Coast Guard wants to remind boaters and observers of certain safety pointers. General safety hazards for ALL boat operations: Illegal charters Overloaded or unsafe electrical systems due to Christmas lights Too many passengers affect stability of vessels – ensure compliance with maximum capacity Recreational boats cannot charge passengers to board their vessels – illegal, resulting in fines 5 knot speed limit strictly enforced during all boat parades Spot checks may be conducted on certified T-Boats: Adequate number of lifejackets Merchant Mariner licenses onboard Adequate number of crewmembers Compliance with vessel security plans Just like in past years, Coast Guard marine inspectors will be conducting additional inspections of vessels involved in the parades and evening trips.

METS tp Feature NMEA 2000 ConnectFest Demonstration

From Professional Mariner:

(11/7/2011)

Marine electronics from different manufacturers communicate seamlessly on the network The NMEA 2000® open industry networking standard will be demonstrated live at a free ConnectFest event on November 16, 2011, at the Marine Electronics Trade Show (METS) in Amsterdam. Dates for METS are Tuesday, November 15, through Thursday, November 17. An open plug-and-play system, NMEA 2000® allows devices to be added to or subtracted from a network with no down time. The METS ConnectFest in Room D201 will be an all-day event, from 10.00 to 15.30 hours. A number of diverse manufacturers will be interacting and demonstrating the interoperability of various products in a network environment. The demonstration provides an opportunity to have direct conversations with manufacturers who have adopted and developed products using the NMEA 2000® protocol. New developments in power distribution and alarms will be demonstrated. The NMEA 2000® marine open network standard was developed by companies both within the industry and outside it. More than 40 marine organizations invested time and resources to create NMEA 2000®, which is based on CAN (Controller Area Network). Other experts, including Kvaser AB, Oklahoma State University, Sun Microsystems, and the U.S. Coast Guard Research and Development Center, contributed their expertise under the guidance of NMEA. Today, NMEA 2000® is maintained by the industry's global NMEA 2000® Technical Standards Committee, with more than 100 companies worldwide participating. In addition to demonstrations, the NMEA ConnectFest will provide answers to questions related to costs, installation, configurability, and scalability. Among matters discussed will be the need for all products on the NMEA 2000® network to be NMEA 2000®-certified. The NMEA 2000® protocol requires that its products and messages have certain priorities built in for ensuring safety on the sea. Only products certified for NMEA 2000® use can communicate with each other. ConnectFest will also provide hands-on experience with the NMEA 2000® cable and connector system, designed to save weight and installation time and ensuring future connectivity for products on a vessel. The International Electrotechnical Commission (IEC) has adopted NMEA 2000® as a network standard for the use on SOLAS class vessels with its standard 61162-3. Lloyd's register has accepted the NMEA 2000® cable and connectors. A 30-minute presentation on the history, structure, and benefits of NMEA 2000® is scheduled for 10.00, 13.00, and 15.00 hours on the day of ConnectFest.

Mustang Survival Issues Recall on MD2010 and MD2012

(11/7/2011)

In keeping with Mustang Survival’s commitment to the highest levels of product quality and safety, Mustang Survival is voluntarily recalling all model number MD2010 and MD2012 inflatable personal flotation devices (PFDs) sold in the United States during 2011. This recall is being issued for the inspection and repair of an inflator installation inconsistency that may prevent some units from fully inflating. A solution has been developed that corrects any affected products and prevents re-occurrence of this issue. The inspection and repair can only be performed at a Mustang Survival factory. This recall notification is only for the MD2010 and MD2012 22LB buoyancy inflatable PFDs. No other Mustang Survival products are affected as they utilize different inflator assembly methods. “We have a detailed plan already in action to inform dealers and consumers of this recall and to collect, inspect and repair any model MD2010 and MD2012 inflatables that are affected,” commented Jason Leggatt, VP of Research, Development and Quality at Mustang Survival, “We will continue to work with the US Coast Guard and our dealers to implement the inspections and repairs for our customers.” Distributors and consumers are urged to return their MD2010 and MD2012 inflatable PFDs by directly contacting Mustang Survival’s Customer Service department at 1-800-526-0532 between 7:30am and 4:30pm PST, Monday through Friday for specific shipping instructions. Consumers with affected MD2010 and MD2012 inflatable PFDs should contact Mustang Survival’s Customer Service Department directly. Consumers should not return product to their dealers as all product inspections and repairs are being handled by Mustang Survival. Complete details on this recall, including how to determine if your PFDs are impacted, complete product return instructions, and frequently asked questions, are available at www.mustangsurvival.com/22lb-product-notice. For media inquiries please contact Cindy Cheung at 1-800-526-0532 or at media@mustangsurvival.com About Mustang Survival Mustang Survival has been providing lifesaving solutions for over 40 years. Through constant innovation and application of new technologies, Mustang is the leading supplier of quality flotation and hypothermia protection products to the most demanding users – from fishermen, sailors and commercial mariners to the Coast Guard, fighter pilots and shuttle astronauts. Mustang Survival. We save lives for a living.

Mercury Marine's Report/Testimony on Ethanol to Congress

There was a House Committee hearing on the unintended consequences of increasing Ethanol in fuel  from 10 to 15 percent. I would be willing to bet no one in the news covered this at all. The following is a summary from a report from the National Renewable Energy Laboratory (DOE). Mercury Marine was contracted to conduct these tests, and demonstrates some disturbing effects of E15 fuel. Thes tests were exclusively performed on marine engines, and I hope that similar tests are performed on other outdoor power equipment.

The abridged version of the results are that two of three E15 test engines did not finish the test. All three of the non-ethanol control engines finished with no problems.The two-stroke E15 test engine was damaged so badly that Mercury Marine could not determine the cause of failure.

I feel that this information wasn't given enough attention in the hearing. The two stroke engine that was damaged beyond repair retails for approximately $15,000. Nobody mentioned this at the hearing. More attention was given to the testimonies of the EPA and the various individuals representing the Oil, Gas and Ethanol industries.

Click here to view the complete report. The Summary follows:

Objective:

The objective of this work was to understand the effects of running a 15% ethanol blend on outboard marine engines during 300 hours of wide-open throttle (WOT) endurance – a typical outboard marine engine durability test. For the three engine families evaluated, one test engine each was endurance tested on E15 fuel with emissions tests conducted on both E0 and E15 fuel, while a second control engine was emissions and endurance tested on E0 fuel for each engine family.

Summary of Results:

Results are based on a sample population of one engine per test fuel. As such, these results are not considered statistically significant, but may serve as an indicator of potential issues. More testing would be required to better understand the potential effects of E15.

9.9HP Carbureted Four-Stroke:

• The E15 engine exhibited variability of HC emissions at idle during end-of-endurance emissions tests, which was likely caused by lean misfire.

o Both the E0 control engine and E15 test engine ran leaner at idle and low speed operation at the end of endurance testing compared with operation at the start of the test.

o The trend of running lean at idle coupled with the additional enleanment from the E15 fuel caused the E15 engine to have poor run quality (intermittent misfire or partial combustion events) when operated on E15 fuel after 300 hours of endurance.

o CO emissions were reduced when using E15 fuel due to the leaner operation, as expected for this open-loop controlled engine.

• The E15 engine exhibited reduced hardness on piston surfaces based on post-test teardown analysis.

o The exhaust gas temperature increased 17°C at wide open throttle as a result of the leaner operation when using E15 fuel. Higher combustion temperatures may have caused observed piston hardness reductions. Lack of pre-test hardness measurements prevented a conclusive assessment.

• Several elastomeric components on the E15 engine showed signs of deterioration compared with the E0 engine.

o Affected components were exposed to E15 fuel for approximately 2 months; signs of deterioration were evident.

300HP Four-Stroke Supercharged Verado:

• The E15 engine failed 3 exhaust valves close to the end of the endurance test.

o Metallurgical analysis showed that the valves developed high cycle fatigue cracks due excessive metal temperatures.

• The pistons on the E15 engine showed indications of higher operating temperatures compared to the E0 engine’s pistons as evidenced by the visual difference in carbon deposits.

• The E15 engine generated HC+NOx values in excess of the Family Emissions Limit (FEL) when operated on E15 fuel, but did not exceed that limit when operated on E0 emissions certification fuel.

o The primary contributor to this increase in exhaust emissions was NOx due to enleanment caused by the oxygenated fuel.

o CO emissions were reduced when using E15 fuel due to leaner operation, as expected for this open-loop controlled engine.

200HP EFI 2.5L Two-Stroke:

• The 200 EFI two-stroke engine showed no signs of exhaust emissions deterioration differences due to the fuel.

o The E15 fuel caused the engine to run lean resulting in reduced HC and CO emissions. NOx was of little concern on this type of engine since NOx accounted for less than 2% of the total regulated HC+NOx emissions.

• The E15 engine failed a rod bearing at 256 hours of endurance, which prevented completion of the 300 hour durability test.

o Root cause of the bearing failure was not determined due to progressive damage.

o More testing would be necessary to understand the effect of ethanol on oil dispersion and lubrication in two-stroke engines where the fuel and oil move through the crankcase together.

4.3L V6 EFI Four-Stroke Catalyzed Sterndrive:

• Since E15 fuel was readily available in the test facility and an engine equipped with exhaust catalysts was on the dynamometer, emissions tests were conducted on a 4.3L V6 sterndrive engine to better understand the immediate impacts of ethanol on this engine family.

o At rated speed and load (open-loop fuel control) E15 caused exhaust gas temperatures to increase by 20°C on average and the catalyst temperatures to increase by about 30°C.

o More rapid aging of the catalyst system occur due to the elevated catalyst temperature when considering the high load duty cycle typically experienced by marine engine applications.

Conclusions and Recommendations:

Several issues were discovered in this study from an exhaust emissions and an engine durability standpoint as a result of running E15 fuel in outboard marine engines. Run quality concerns were also identified as a result of the lean operation on the carbureted engine.

Additional investigation is necessary to more fully understand the observed effects and to extrapolate them to all types of marine engines over broader operating conditions. Effects on operation at part load, transient acceleration/deceleration, cold start, hot restart, and other driveability-related concerns need to be evaluated. This test program was mainly testing for end-of-life durability failures, which would not likely be the first issues experienced by the end users. A customer would likely be affected by run quality/driveability issues or materials compatibility/corrosion issues before durability issues. The wide range of technology used in marine engines due to the wide range of engine output will complicate this issue (Mercury Marine produces engines from 2.5HP-1350HP).

More testing is needed to understand how ethanol blends affect lubrication systems in two-stroke engines that have fuel and oil moving through the crankcase together. Crankcase oil dispersion is the only mechanism by which two-stroke engines of this architecture provide lubrication at critical interfaces such as bearings and cylinder walls. Ethanol may have an effect on the dispersion or lubricity of the oil.

A better understanding of how long term storage affects ethanol blends in marine fuel systems would require more real-world testing. Marine vessels often go through long periods of storage that could affect the fuel systems given the fact that the ethanol portion can absorb water when exposed, especially in humid areas near saltwater.

New Fees for Inland Water Way Being Considered

As reported by Professional Mariner, Congress recently began considering an Inland Waterways Development Plan to improve the United States inland waterways transportation system and infrastructure over the next 20 years.

Agreed, the inland waterway system is in need of some major maintenance and upgrades, however the idea of another tax submitted under the radar of most media is a bit unsettling. The most troubling aspect, is that there have been numerous expenditures by the Federal Government earmarked for the "Nation's Infrastructure" that have funded projects such as wildlife repopulating, tunnels for turtles, beach erosion repair and countless others. The term "Shovel-ready" has been used a lot in the interest of political posturing with regards to the current unemployment situation.

I get the feeling that a six to nine cent increase per gallon of diesel assessed on commercial carriers may not seem like a big deal to a lot of people. I suggest we dissect what is happening here. First for every 1000 gallons of fuel sold to commercial carriers as a "user fee," this means a 90 dollar fee (tax). Commercial carriers use 10's of thousands of gallons of fuel per month. Next, they (the Government) is redefining the scope of what constitutes U.S. Waterways, more than doubling the covered area to include the Intercoastal Waterways (ICW). What's the big deal? The ICW commercial operators will now be assessed this fee, which means no matter the size of your boat, if you use it commercially you will pay this additional money.

The most important thing to remember about these fees charged to the commercial carriers are passed down to the end consumer. Costs of goods that are transported on the inland waterways as well as the intercoastal waterways will go up. Who's paying for the upgrades, not the commercial carrier, but the every American who struggles to pay for the goods they already buy.

I will end this by comparing this whole situation to the revision of banking regulations Early on, many critics said there would be unintended consequences. Two years later, everyone is up in arms about the fact banks are charging customers to use debit cards. (Most notably Bank of America.) I don't blame the banks, they are a business and are simply passing on the cost of operations to the consumers. Long story short, if you spend money on any product or service you will be contributing to this increased user fee for inland waterways and the expansion to cover the ICW.

K. Swanson

Mystery Bay Marine, LLC

Some Ethanol Tax Facts - the First of Many.

I was doing a little research for a upcoming blog article on Ethanol and found this little gem in wikipedia. Honestly, the accounting involved here made my head spin and forced me to try and find the answer to one monstrous mathematical word problem. The article is intended to be about how much Ethanol costs the average person. No one, that we've found anyway, has really explored how much it costs indirectly through repairs to older vehicles, outdoor power equipment and boaters. We're publishing this a little ahead of the article this research is intended - but I thought it was worth sharing. If there's an acountant out there who has the spare time to figure this little bit out, I personally would be grateful!

Since the 1980s, domestic ethanol producers have been protected by a 54 cent tariff on imports mainly intended to curb Brazilian sugarcane ethanol imports. Also, since 2004 blenders of transportation fuel have received a tax credit for each gallon of ethanol they mix with regular gasoline.^[60][61] Historically, the tariff has been intended to offset the federal tax credit that is applied to ethanol no matter its country of origin.^[62][63] However, several countries in the Caribbean Basin have been importing Brazilian ethanol, but not for domestic consumption, instead these countries reprocess the product, usually converting Brazilian hydrated ethanol into anhydrous ethanol, and then re-export it to the United States, gaining value-added and avoiding the 2.5% duty and the USD 0,54 per gallon tariff, thanks to the trade agreements and benefits granted by Caribbean Basin Initiative (CBI) and free trade agreements. This process is limited by a quota, set at 7% of U.S. ethanol consumption.^[64]
Currently, blenders receive a US$0.45 tax credit for each gallon of ethanol that is blended with gasoline, regardless of the feedstock; small producers receive an additional US$0.10 on the first 15 million gallons produced; and producers of cellulosic ethanol receive credits up to US$1.01. Tax credits to promote the production and consumption of biofuels date back to the 1970s, and the current credits are based on the Energy Policy Act of 2005, the Food, Conservation, and Energy Act of 2008, and the Energy Improvement and Extension Act of 2008, and the tax credit is due to expire on December 31, 2011.^[28] However, on June 16, 2011, the U.S. Congress approved an amendment to the economic development bill to repeal both the tax credit and the tariff on ethanol, but this bill has an uncertain future.^[60][61]
A 2010 study by the Congressional Budget Office (CBO) found that in fiscal year 2009 the biofuel tax credits reduced federal revenues by around US$6 billion, of which corn ethanol accounted for US$5.16 billion and cellulosic ethanol accounted for US$50 million. A 2010 study by the Environmental Working Group estimated that the cumulative ethanol subsidies between 2005 and 2009 were US$17 billion. Considering the levels of ethanol production mandated by the Energy Independence and Security Act of 2007 (EISA), the same study estimates that the total cost to taxpapers will be US$53.59 billion if these tax credits continue to be extended until 2015, when 15 billion gallons are required by EISA.^[65]
The CBO estimates that the costs to taxpayers of using a biofuel to reduce gasoline consumption by one gallon are $1.78 for corn ethanol and $3.00 for cellulosic ethanol. In a similar way, and without considering potential indirect land use effects, the costs to taxpayers of reducing greenhouse gas emissions through tax credits are about $750 per metric ton of CO2-equivalent for ethanol and around $275 per metric ton for cellulosic ethanol.<sup>[28]

To see the original Wikepedia article please click here.

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Karl Swanson
Owner/Manager
Mystery Bay Marine, LLC</sup>

About Mystery Bay Marine

This is a reprint from Mystery Bay Marine's old blog provider, and it seems appropriate to publish it here, as it is important for everyone to know who we are before buying from us.

I asked several experts what I need to do to make Mystery Bay Marine an internet success, the answer - content. My follow up question? What kind of content? Overwhelmingly the next answer was to start blogging. Naturally, I want the website to get off the ground so the company gets a good start. So, here I am with Mystery Bay Marine’s first blog. I want to begin to form a community of sorts. With the blog I have a strong desire to establish a relationship with my readers. I encourage anyone and everyone to comment on what I write. The topics will vary; I plan on writing about everything from specific boats to politics; Global Positioning to EPIRB’s; from lighthearted to controversial. If you have a topic you would like me to address, let me know. My email address is on the Mystery Bay Marine website. I thought a good topic for a first blog would be the inspiration for founding the company and an outlook for the Boating Industry.
Mystery Bay Marine came about primarily as a result of my childhood. I’ve always had a fascination of boats. Big, Small, Power, Sail, Working boats – it really never mattered to me. When I was younger my Grandparents had some property on Marrowstone Island in Washington State, more specifically on Mystery Bay (hence the company's name.) Looking past Mystery Bay State Park, you could see boats of all shapes and sizes come in and go out.
My brother and I spent our summers visiting from Alaska helping our Grandparents clear the property for their eventual home. In the midst of clearing the trees, drilling the water well and getting the property ready for a home (approximately a 15 year process) – I would spend all of my free time down on the beach, watching vessels come and go. I knew that someday, somehow I was going to be a part of this ocean going life.
Now I’m grown, and decided I was ready to take part in that ocean going life. The main question was how to do it. I have served in the Army, worked for a national boating equipment retailer, an outdoor equipment dealer and finally took the plunge into the business world. I resolved that I, with the support of family and friends, could “do it better” than the boating equipment retailer I had worked for. The benefit of working for the outdoor power equipment dealer was to show me how much effort it takes and the satisfaction you can get from running a family business.
I established Mystery Bay Marine, LLC as a Delaware Limited Liability Company, primarily because it made the most sense financially. Currently the company headquarters is in Georgia. When my lovely wife Sarah, who is serving in the Air Force, completes her enlistment, we will relocate the business to Washington State. This is relatively easy as we are currently an online retail store at least for now. Once we have a little bit of growth and success, which I am sure we will, we will begin exploring the eventuality of a traditional “brick and mortar” storefront. The difficulty of getting a new company of the ground might be a daunting task, but one that is well worth it.
While the economy doesn’t seem to be improving, it also doesn’t seem to be getting worse. Some things that will help all of us I think are the getting back to the basics of life. Instead of shopping at the big box stores, visit a small local company. When you’re buying a product, be it large or small; remember there are thousands of small businesses out there as well as Veteran owned businesses that offer what you are looking for. When it comes to your boat, I hope you will consider Mystery Bay Marine as your source for equipment and accessories. Many people dream of owning their own boat, and my philosophy is that my company is here to provide you with quality pieces of your dream. I encourage all of you to visit the site at www.mysterybaymarine.com, follow us on Facebook at www.facebook.com/MysteryBayMarine or on Twitter www.twitter.com/MBMtwts.
God Bless.

Karl Swanson
Managing Member
Mystery Bay Marine, LLC