Author: Alesha Gregroire Page 1 of 2

This week we climbed into the tween deck for the last times.Initially it was to run 2 cables from both engines up to the bridge and the other was to close up the RoxBox. Closing up the RoxBox was a difficult task because there were two pipes in our line of site when we were in the most comfortable sitting position that was possible. To be able to look around the pipes bending over was needed but at that point the neck was in pain from discomfort. It was a tedious process because of having the peel the layers of the cubes as we tried to fit it to the different cables. It was like peeling the layers off an onion. Each cube, inside and out, along with the stay plates and framing had to be lubricated in the process of holding the previous rows up so they don’t collapse. At one point the stay plates fell through the opening to the other side of the tween deck and our arms were too short to reach them though the hole. Kyle ended up going onto the other side to retrieve them and work from that side. It was almost easier because it was less cramped having a person on each side to the same work, less congestion in the area. The most relieving part of the process was inserting the wedge and tightening up on the screws because at that point we knew it was finally over and no block should be falling anymore.

The next job we had dealt with the flowthrough system, and it was to remove the C3 sensors and debubbler, clean the organic buildup and growth out of it, and reinstall them. This was alongside swapping out the current Micro TSG and temperature probe for the newly calibrated ones. We also had to update the software with the new coefficients SeaBird gave us. After plugging in the temperature ones, something was majorly wrong as we were receiving temperatures of 811 degrees Celsius. The coefficients were triple checked to insure they were put in correctly to the right exponent. Denis came to check on us as we are trying to troubleshoot the problem and we explained the problem to him. :Oh yeah, that happened sometimes. They used a different method than we do.” After figuring that out, Denis ran us through the way one how to fix the string error we were getting. Instead of the software reading the frequency the sensor was giving off, it was reading the actual temperature and thinking that was the frequency, so it was then converting that to the “temperature” like it would normally do if set to how we use it.

Following up on learning about R232 cable last week and how to make a DB-9 connection, Kyle and I set off to make our own cable to talk to each other over our computers. Some trouble shooting had to be done in the process. Upon the first try of communicating, nothing happened. Something was wrong. We then had the idea of faking out the signals they send and receive by creating the jumper from the request to send pin to the clear to send pin. After that fix and try, it still didn’t work. After thinking back to what Denis had said the prior week, we realized that we need a null modem and not just a gender changer to be able to connect t our computers. After searching for one and not having any luck finding it, we decided we’ll just take account for not having one with the cable and terminations we created. On one end the transmit data wire and receive data wire were crossed that way when we used the gender changer it would link the connection like we needed if we had a null modem. After that attempt it was a success! We were able to chat back and forth, and Kyle typed up a nice short explanation of what we did.

One afternoon Denis showed us how he removes an old termination off the 322 cable and explained how he creates a new termination. This was an interesting process because he had to remelt the metal (Cerrobend Alloy), with a blow torch, used to attach the wire to the termination to be reused for the next. After all the Cerrobend alloy was removed, the wire was able to be pulled out and Denis was able to explain how he would fold back the layers of wire nest until he could get to the cable inside to place that properly in the termination. This procedure was very helpful to see, and I hope I am able to help when he has the time to make the new termination.

The last thing that was done in the week was running the POS-MV cable, that was coiled up in the engine room, from the engine room and up the stacks to the cable gland at the base of the POS-MV antennas.

This week we took a break from the engine project as we were awaiting cables in the mail. Monday consisted of running new POS-MV cable and insulated Cat5 cable from both engine rooms to the tech space through the tween deck. This project took some time because the pull stings we ran ended up getting wrapped around each other as one was pulled. The new Cat5 cable is for a new camera in each engine room to be able to see the engines and generators from a different vantage point. To end the day, we made new RJ45 connections for the Wi-Fi router and the clock display. We had to add keystones jacks to be able to create a patch cable to add in as well. The next day we replaced a Cat-5 cable we ran back in June with a different Cat-5 cable because Dennis “preferred the grey color to be structural cable and the green cable to be the patch cable.” That afternoon we learned all about DB-9 and DB-25 connection terminals as well as null modems, which are used to cross over the transmit and receive data line when trying to connect male to male or female to female cords. We used a manufactured R232 serial connection to be able to talk to each other’s computers and understand the concept before we create our own terminal emulation at some point when time allows. On Wednesday Jon, Kyle, and I started the AC wiring project and got as far as we could with the wire we had as we waited for more to come in the mail. Finally on Friday we finished the wiring, and the project was completed. Thursday and Friday Kyle and I disconnected the sensors from the transmissometer and removed them from their mounts. We then put new calibrated sensors and transmissometer into the cage and mounted them accordingly. After Kyle and I put everything back together we connected communications wire up to the transmissometer to ensure that everything was working correctly before we upload the new coefficients into the software.

Friday evening was a crew morale night and we went to Top Golf. It was great to spend time away from work in an incredibly fun environment.

This week has been such an accomplishment and weight off our shoulders. The impossible back the possible. Monday the starboard engine went into the engine room defying the odds that were potentially against us, like the hydraulic reservoir that was in the way taking up room. Once the engine was inside the engine room the ship was warped back to it normal docking area. I felt like this move went a lot smoother than the prior move to put the engines onboard. The tide was hugely working in our favor helping generously. On Tuesday the engine was shifted forward and placed on the isolators and mounting blocks. Oil was then added to the port engine for the alignment guys to start their process of aligning the engine to a one hundredth of a millimeter. After that was completed, the engine started to be redressed and like with the port engine, Ron and I tackled dressing the right side of engine.

By Thursday Kyle and I were back to our side quests and this time we were back at trying to remove the RoxBox wedge. After it not moving after endless attempts and realizing the wedge wasn’t releasing tension, worse came to worse and it had to get drilled out. Some of the rubber cubes that hold the wire, and the wedge were destroyed in the process, but it was successfully taken apart to add new camera wire, POS-MV cable, and the engine cables. Now we were able to run some pull lines from that space into both engine room so we wouldn’t have to spend much time running within the tween deck.

To wrap up the week I helped with putting the old engines on the pallet and putting all the part we removed back onto the engine to sell them. At the end of the day, I joined another side quest and helped Jon with the AC project and drawing a wiring diagram, matching the AC in my stateroom, that would help us with the install.

This week was very similar to last week in the sense that lots of time was spent cleaning the bilge on the starboard side and being able to have the final coat of paint on by Friday. The bilges took longer time to clean than anticipated because they were a lot worse than we thought. We spent hours using degreaser, pressure washing the oil off the bottom, pumping the oily water into a waste barrel and repeating. Once the water levels were low enough the bilge pumps would not pick anything up, the shop vac was used to pick up the remaining water and gunk at the lowest part of the bilge. Finally, after the bilge was all clean and painted, it looked like a new space. By the middle of the week, we were able to get down in the port engine room and place the engine on the mounts and start dressing it back up. I was helping with dressing the right side of the engine while Kyle was on the left side. Ron and I were able to put on the turbocharger, alternator, exhaust manifold, air crossover pipe, and more.

By Friday Kyle and I were off on one of the side quests of trying to remove old cable through a “Roxbox,” a multi cable sealing, watertight module that is placed through a bulkhead to keep the compartment watertight. These are supposed to be easy to maintain modules, but where the one we were working on has not been touched in at least 10 years, we tried our best to be able to disassemble it and nothing was happening. As much as we tried to pry pieces apart or move them by using a wedge and hammer nothing happened except little clouds of dust appearing. In the end, it stayed as it was when we began. What made this job even more difficult was the Roxbox was placed in the Tween Deck. I wasn’t able to sit up straight to work on it, nor was I able to sit comfortably, but in the end we tried our best. It will be a new day to try and tackle it again.

This week was a very reassuring and exciting week. To start the week, we laid the metal plates that replace the wood on the pier. The wood that is kept there normally, Epay wood, is one of the strongest woods in the world. Epay is a dense wood that is resistant to rot and decay and is 8 times harder than California Redwood. Without preservatives, Epay is guaranteed to last 20 years. After laying the metal plating, it was time to get back to the bilges. The port and starboard bilges still needed cleaning, so I spent a few days doing that before the next big mission came, warping the ship. Warping a ship is moving it solely with the help of the tides and lines. So as the tide was ebbing, the whole crew had their line they were in charge of and slowly slacked some as others pulled on their lines to slide the boat astern. This was definitely an experience that I have always wanted to try ever since learning about it. The final resting place for the boat was stern to the dock so the A-frame was directly over the dock. Once the boat was tied back up, it was time for the weight tests. We had railroad tires that weighed 5,200 lbs combined. This wight was over the wight of the engine when it would have accessory parts removed, so when it worked, we knew that putting the engines on board would work too. During the wight test we had to make sure the dock was not buckling under the wight of the forklift and railroad tires, the A-frame could lift the wight, and then bring the weight onboard with the hydraulics. Following the successful day, the next day we did the same things but with one of the new engines. Once it was onboard, it was walked over to the soft patch with the portable A-frame and then successfully lowered into the engine room. To finish the week, I helped with sifting the engine forward and blocking it and clean the starboard bilge more. This week was a huge accomplishment showing that it was in fact possible to get the engines onboard while still at the school and not having to go to the shipyard. The next challenge will be lowering the other engine into the starboard engine room with the hydraulic tank in the way.

This week was relatively short for me as I took 2 personal days off, Thursday and Friday. Both Monday and Tues day was spent removing the mounts the engines sat on. This was a very laborious job that took lots of leverage to complete. The bolts for the mounts were seized in place so we had to use lots of PB Blaster, a lubricating oil that eliminates rust, corrosion, and sticking, and place pipes over the end of the rachet to act as a cheater bar to increase the amount of torque. Even this at times didn’t help, a persuader had to be used (a hammer) to dislodge some of the rust and free up some area to work with. On Wednesday we spent the day cleaning out the port engine room bilge. There was so much accumulating oil from over the years that it turned into sludge. We spent hours that day using degreasers and a pressure washer to clean the bilge. By the end of the day the bilge was noticeable cleaner but not fully cleaned. Once the bilge is clean then it will be time to paint it.

This week was remarkably busy and tiring. On Monday, the weather was not in our favor to pop open the soft patch, breaking the watertight seal, so we began stripping everything off the starboard engine: aftercooler, exhaust manifold, raw water pump, alternator, and coolant reservoir. By Tuesday, the weather was looking better so we pulled up the decking to expose the soft patch, scraped off the 5200, and pulled off the soft patch. That was the easy part of the day. Following, we hooked the engine up with the crane and attached the Dillion tension load cell between the engine and the crane wire. Upon lifting we realized the engine still weighed 4,560 lbs., over the SWL for the extension of the crane, it was now time to remove at least 1,000 lbs. We started by removing the 6 valve covers (one for each cylinder and not one large one), followed by removing the cylinder heads, valves, injectors, and rocker body. Tuesday night I got the wonderful news that I had the opportunity to extend my internship until the middle of September and gladly accepted. By Wednesday morning, the engine was ready to be lifted again to remove it from the engine room. This time, it weighed exactly 1,000 lbs. less. We were now able to lift the engine and move the crane safely. This took some time as we had to avoid the generator that was sitting close by, as well as a seawater discharge pipe that stuck out about 4 inches from the edge of the soft patch. We were able to lower the engine in the middle of the deck, where the starboard crane would pick up the engine and place it on the dock. While the engine as placed in the middle of the deck on blocks, the oil pan was reattached. By the end of the day, the engine was blocked under an overhang to protect it from rain. By Thursday, we knew exactly what we needed to remove from the starboard engine to make it light enough for the crane. We started with breaking the head bolts and removing the heads, valves, and injectors to remove all that weight from the engine. This was all followed up by decluttering the area around the engine to be able to shift it aft without anything being in the way. By the end of the day Thursday, the engine was moved aft under the soft patch and ready to be removed Friday morning. Friday morning was started by removing a light fixture that was hanging off the soft patch, removing the decking and stairwell on top, then popping off the patch. The starboard engine was far more difficult to remove from the engine room because the hydraulic fluid tank occupied half, if not more, of the working area under the patch to more the engine around. Because of that, we had to keep problem solving ways to angle and maneuver the engine to shimmy it out. Once out of the engine room and lowering onto the dock everyone was relieved and excited. As the engines weight was removed from the crane onto the dock, the boat rose about 6 inches out of the water. With both engines out and off the boat, we removed nearly 5 tons, setting us below our lowest draft mark. Having both engines out was a fantastic way to end the work week.

This week was all about getting ready to remove the engines and dissembling one. To start the week, we drained the oil out of the port engine. In the process of getting a 55 gallon barrel for the coolant to be collected in, we stopped at the machine shop to clean up some space to work and put parts for when the engines arrive. To finish the day, we removed the air intake manifold on the port engine.

Tuesday was a relatively slow day, as it took some time to drain the coolant out of both engines. The drain was in a low spot were only a 1.5 gallon bucket could fit so there was a bunch of stop and start with the flow of the coolant from the engine. We removed the air intake manifold from the starboard engine, then removed the coolant reservoir for the port engine. To finish off the day we cleaned and organized the deck. Although not much was completed, all the jobs were tedious in their own way.

The rest of the week we spent disassembling various parts of the engine to lighten the weight for the crane: oil pan, turbo, aftercooler, exhaust manifold, raw water pump, and alternator. Once we set up the A-frame and were able to lift the engine a bit, we shifted it forward to disconnect the flywheel from the torque converter. By Friday afternoon, the engine was unseated, raised, and placed on blocks directly below the soft patch, ready to be removed the following week.

Later Friday evening, the new engines showed up! Fire engine red and ready to be used. I cannot wait to see them running!

New diesel Cummins engines, fire engine red for more speed.

The process of hoisting the engine on the A-frame with 2 diesel experts.

This week was a short week with Monday being the 4^th of July, but it was a busy week full of different jobs. To start the week off Jon showed us how to transfer black water from the port tank to the starboard tank. All but one head discharge into the port tank, so it filled up and because were dockside we cannot dump it. We then continued the day by cleaning and organizing the dry lab, moving the medical instruments and book back to on top of the cabinet, which was moved to remove the ceiling. To finish the day, Denis explained the POS-MV (Position and Orientation System for Marine Vessels) system and how we will install it. The POS-MV is accurate enough to report our position to about 1 foot, it is more accurate than a GPS. The system has 2 antennas that are mounted off the port and starboard stacks. These antennas are used to triangulate our position from satellites.

One of the projects we have been working on is the AT&T Wi-Fi system onboard. The antenna is getting moved to a different location in hope of extending the range of service anther 5-6 miles when we are offshore. We removed the antenna from the existing mount above the winch house and had to find a new mount to attach it to. The antenna will get attached to the top of the day shapes mast, so that had to be taken down. An antenna that was on the mast already, but not in use anymore, had to be taken off too. We had to figure out a new way to mount the antenna because the old mount for the antenna that did not work, wasn’t sturdy enough. After taking about it with Jon, he recommended that we should get an aluminum plate and weld it to the top of the mast, which is what we did in the end. We ensured the antenna would fit properly and cut a hole for the cable to go through. Before we were able to weld the plate to the mast, paint had to be grinded off to reach clean aluminum, that way the welded portions would hold. After watching Jon weld the piece, Kyle and I took turns to learn and practice laying beads on some scrap metal.

To start the engine project, we removed the exhaust pipe for the engines. The helped pull the pipe after they were disconnected. This was a very tedious job for the port side, we had to pull the 15-20 feet pipe up through the watertight door. To do this, the pipe had to be lifted up into the stack enough for the other end to be swung out the door. For the starboard side, the pipe was shorter and there were additional eyes that we could attach the chain falls to, to help in the process. Pulling the exhaust pipes took 7 of us to help. But that was the start of the engine project, and there is more to coming in the next weeks.

Learning how to weld. It was beginner luck for my first bead but it went down hill from there. More practice is needed.

To start the week, we cleaned up ants. Monday morning, we realized that ants had colonized inside our most important appliance on board, the coffee maker. Kyle and I took it out on the back deck and removed the top cover, then water pan that goes down into the water heater. Wires were disconnected and we were able to drain all the water within and the ants came with it. We flushed the water heater element the best we could before we put it back together and ran vinegary water through the whole system to ensure it was fully cleaned out.

The rest of the week we worked on our 2 projects, the entry doorstep and replacing the AC in a stateroom. At the beginning of the week, we started cutting the wood to glue and screw together to form the framing of the step. By the end of the week, the step was finished and coasted with polyurethane before it was bracketed back to the wall. As we were getting ready to bracket it, we realized they the floor was not level and there was a very noticeable gap between the top of the step and the bottom of the diamond plate on the wall, it was not pleasing to the eyes. We needed to find a way to hide that, so we put a shim under the outboard side of the step to raise it and make it level. In the end it came out very nice and is more study and will be longer lasting than the previous step that was made only out plywood.

 .

The previous step after it was removed from the door frame. The glue holding each veneer together to form plywood was gone and being held together by finishing nails. The third photo is the space where the step fits and brackets to the wall. The fourth photo is the finished step and shows the cambre of the deck that we had to work with to make the step level.

The AC project by the end of the week was put on hold while we are waiting plumbing pieces to be shipped. In the process of getting ready to attach the AC mount to the wall we were referencing my AC to see how the plumbing and wiring was set up. In the process of that, we realized the pipes were poorly insulated and there was standing water at the bottom of the mount with lots of mold growing. We spent the afternoon cleaning that up and reinsulating the pipes. We finally got back to prepping the mount by adding a hole in the back for the hoses and wiring, the condensation drain, and the electrical shut off switch. The last hours of the work week, we finally attached the mount onto the wall and the AC is now ready to install upon arrival of the needed pumping pieces.

I also had a birthday on board at the end of the week and it was celebrated with cake, Krispy Kreme donuts (which I’ve never had before), and ham croquettes (not mozzarella sticks).