Kaimusailing

s/v Kaimu Wharram Catamaran

Vessel Name: Kaimu
Vessel Make/Model: Wharram Custom
Hailing Port: Norwalk, CT
Crew: Andy and the Kaimu Crew
About: Sailors in the Baltimore, Annapolis, DC area.
20 January 2018 | st marys, ga
12 January 2018 | st marys, ga
02 January 2018 | st marys, ga
01 January 2018 | st marys, ga
30 December 2017 | st marys, ga
26 December 2017 | st marys, ga
26 December 2017 | st marys, ga
23 December 2017 | st marys, ga
21 December 2017 | st marys, ga
20 December 2017 | st marys, ga
19 December 2017 | st marys, ga
13 December 2017 | st marys, ga
12 December 2017 | st marys, ga
03 December 2017 | st marys, ga
02 December 2017 | st marys, ga, earth
02 December 2017 | st marys, ga
01 December 2017 | st marys, ga
25 November 2017 | st marys, ga
20 November 2017 | Gulfport, Mississippi
18 November 2017 | Panama City Beach, FL
Recent Blog Posts
20 January 2018 | st marys, ga

Into the Monastery

Every once in a while I will look back at this blog of a year ago to see what I was doing then. I was wondering what the weather was like. It turns out it was milder, no surprise. I was working on the exterior of the boat and building the outrigger canoe.

12 January 2018 | st marys, ga

Bon Voyage Crawdad

The cold snap, which is the coldest weather I have experienced down here in St Marys seemed to persist longer than forecast, about a week. It has been freezing overnight and most of the mornings, temperature going down to 28 on successive nights. This is nothing compared to what people up North are [...]

02 January 2018 | st marys, ga

The Penguins Have Us

The coooold snap that is freezing us to death is only affecting the Keys a bit, maybe ten degrees less, so 50‘s and 60‘s instead of 60‘s and 70‘s, or 70‘s and 80‘s. The Keys and Bahamas are where to be in the dead of winter.

01 January 2018 | st marys, ga

Happy New Year Chart Wrap Up

It is Sunday, New Year's Eve Day, and I have come down with a cold. My chart work is finished. I can't imagine going outside to work on the hull bottoms now. I may run out of paper towels to sop up my runny nose.

30 December 2017 | st marys, ga

Surrender

When THE COMPUTER GUY was talking to me about running shell scripts to convert old charts I had mentioned I liked to manually crop each chart and save it from the image manipulation program. Every chart. He looked at me funny. The shell scripts are ways to do a lot of that manual data processing and [...]

26 December 2017 | st marys, ga

Sir, Render

The procedure to convert old electronic charts in the tiled .pcx format to charts that newer nav programs can use involves bulk processing with shell scripts. The shell scripts I needed to use are located in a compressed archive called pcx2tif.

Blockhead

02 December 2017 | st marys, ga
Capn Andy/chilly Fall
Now we have been hoisted up higher and blocked about 24 inches off the ground. This was in the works for a long time. It was very difficult to get any work done on the bottom of the boat with the center of the keel only about 4 inches off the ground. It was hard to even look at the damage on the keel. Now I could get a good look.
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The procedure for raising Kaimu higher and blocking it higher is interesting and a bit more complicated than you’d expect. The travel lift that is normally used for lifting boats isn’t wide enough to fit Kaimu, so it has to be lifted by crane.
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First a forklift arrives with a pile of wood blocks about 2 feet long and look like they were cut from 4X6 stock. The yardbird with the forklift starts piling up a stack of 8 blocks at each of the four corners of the boat. I comment that he is a bit old to be playing with blocks. He makes another trip after setting the pallet with remaining blocks near the boat, if we should need extras. He returns with a pallet with four pads that are placed on the ground for the crane’s hydraulic feet to rest on. These feet extend out from the crane’s frame to provide support and help prevent the crane tipping over. The pads are about 4 feet on a side and about 4 inches thick of laminated plywood. They are almost too heavy to move, but the forklift operator hustles around and puts the pads where he thinks the crane will need them. He goes off and returns again with two pallets stacked on top of one another, one pallet has coils of heavy cable, the other has very large hoisting straps rolled up on it. He puts the straps near the bow and stern of the boat. Each strap is about 60 feet long and about 10 inches wide X about 1 1/2 inches thick. The crane is rated at 50 tons and has a computer that prevents hoisting a load that will topple the crane. Because catamarans have so much beam, the crane has to lift them boomed out so far that the heaviest lift is about 10 tons. The two Lagoons we delivered recently were just under this weight. Kaimu is about 8 1/2 tons by the crane’s reconning, but my own calculations put it at around 7 tons.
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The crane then arrives under its own power and parks behind the boat and lined up with one of the pads for the crane’s feet. The foot is on a beam that extends out from the crane under hydraulic power, then the foot is deployed downward under hydraulic power. The foot at the other end of the crane is extended and its pad is put into position, then the foot is lowered. Both of these pads are on the side of the crane towards the boat, the feet on the other side are simply extended and lowered to the ground without pads.
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The crane is telescopic and extends up to around 90 feet and lowers its hook. The heavy cables are attached and consist of two cables, you can call them port and starboard, and each of them has two cables you could call fore and aft. They are hoisted up and the crane pivots toward the boat, positioning the cables above the deck. Meanwhile the large straps are pulled underneath the boat so that the ends are equal length on either side of the boat. There is one strap forward and one aft, the ends are put up on deck and each end is attached to one of the four cables. The attachment is with very large D shackles. The pins are about 1 1/2 inches in diameter.
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The crane now takes up the slack in the straps and they are carefully positioned on the hull(s) so that they are lifting at a strong point. We used the positions of the crossbeams as an indicator of where the hull is strongest. So, one strap was lifting at beam #1 and the other at beam #4. The boat is blocked at beams 2 and 3. The boat is then carefully lifted and the blocks are laid down in a box pattern, 4 layers high, then the old blocks which are larger are laid on top of the stack. Wedges are used to fill in gaps between the keel and the blocks. The boat is carefully lowered until it is supported only by the blocks.
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The reverse procedure goes more quickly, especially when the forklift operator leaves the heavy straps on the ground. He said they had “Whupped me”. He came back the next day to retrieve them.
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The difference in grinding on the hull with it up about two feet higher was significant and a lot of progress was made in the next couple of days. The photo is of one of the stacks of blocks.
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