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  • Masfjorden

    During the World War II German occupation, a Norwegian army unit operated from a base in the ...

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    The narrow and shallow channels leading into the large basins near Lindas, Norway are subject ...

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    2,812-ft (857 m) Hogafjellet is the highest mountain on the island Osteroy, with great views ...

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    The village of Stamnshella, at the mouth of the Bolstadfjorden, has been a church site since ...

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    Besides being a sheltered and appealing anchorage, another reason we’d stopped at Bruvik ...

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    After two months of near-continuous cruising in Norway, we’d covered 640 miles and made ...

  • Hardangerfjord

    Hardangerfjord is the second longest fjord in Norway, at 96 nautical miles long, and the fourth ...

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    Steinsdalsfossen is one of the most popular waterfalls in Norway because you can walk behind it ...

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    We’ve seen a lot of fish farms in Norway and around the world, but have never set foot on ...

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    The Ryfylke Scenic Route is one of 18 National Scenic Routes in Norway, and one of the longest ...

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    Buerbreen is a glacial arm off the east side of the Folgefonna icefield near Odda, accessible ...

  • Watermaker Remanufacture

    We have a Village Marine STW-600 watermaker that nominally produces 25 gallons per hour. We use ...

  • Trolltunga

    Norway’s iconic rock formation Trolltunga juts out horizontally 2,300ft (700m) above the ...

  • Tyssedal Via Ferrata

    The Tyssedal Via Ferrata course near Odda, Norway follows the path of the century-old penstocks ...

  • Voringsfossen

    Voringsfossen is the best-known, most visited and most photographed waterfall in Norway. More ...

  • Husadalen Valley

    The hike into the Husadalen Valley is considered one of the most beautiful in Norway because of ...

  • Odda Arrival

    The town of Odda, at the head of Norway’s second longest fjord Hardangerfjord, has been a ...

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Recent general comments and questions (view all)
  1. Geir Skogeng says:

    Hi,
    I noticed your beautiful boat today in Pollen.
    Checked Maritime Traffic 😃
    I love your trip !
    My holliday house is close to your position.
    Please let me know if you need anything.

  2. Jim A says:

    Happy Thanksgiving from California

  3. Alec Peterson says:

    I’m curious how you approach redundant sensors on your NMEA2000 network. The easy answer would seem to be “do the right device and data instance assignment”, but where I’m having the issue is with TimeZero. The only way TimeZero seems to support explicitly defing a ‘primary’ device is through the input port itself. But, that feels very much like the NMEA0183 world, where generally only a single device would come in over a given port, versus the NMEA2000 world where a single port can see the entire network. How have you approached getting TimeZero to prefer a specific data source?

    • It’s a mystery why engineering teams can’t really implement NMEA2000 instancing. It’s not that complex. Every PGN comes from a device and that device does have an instance number. For some PGNs the instance number is transmitted in the PGN so it’s really hard to figure out why many implementations don’t use it. For other PGNs, the PGN does not contain the instance number and you only know the CANbus source address and the CANbus source address isn’t stable (can change) so can’t be used directly to identify a device.

      Fortunately a device on NMEA2000 can ask all devices to send their product information that includes instance number and lots of other data on the device. So, by holding state all PGNs do have an instance number either by having it directly in the PGN or by having the CANbus source address set and the reading program keeping the CANbus source address to instance number mapping.

      One of the decisions made by CANbus and carried on by NMEA2000 is to not have instance numbers in each PGN. It makes it more complex to support instance numbers and the outcome is that many manufacturers won’t properly support them. The saving of a few bits isn’t worth it. Complexity of implementations go up and, when that happens, implementation quality will suffer.

      That’s a long way of saying I 100% agree with you that the TimeZero implementation of NMEA doesn’t make it easy to support multiple devices. I work around these failings to get things working. In the case of Timezero, it’s been 10 years but, as I recall, TimeZero choses the SC-30 for heading and position on our network probably because the SC-30 has instance number 0 but it could just be fluke. Then, if that device goes away, they might use the next best they can find on the NMEA2000 network or they might fail over to the the secondary source configured in TimeZero.

      Here’s how I set my secondary sources: For all data I have a NMEA0183 feed or data available from the Furuno NN3D network. It’s clumsy to configure a device to produce NMEA0183 output of a secondary position sensor that is already on the NMEA2000 network. But, it works and I can do it without getting on the phone with Timezero so, that’s the path I took. Clumsy but effective and not that hard to implement (but I agree it shouldn’t be necessary).

      • Alec Peterson says:

        OK, so that aligns with my experience and frustration; I agree that in concept this all should be trivial to get right and it’s mind-boggling that software can’t be smarter about NMEA2000 instancing.
        What do you use as your NMEA2000 to USB gateways? I have three of them that TimeZero can subscribe to, each one having its own issues:
        Actisense NGT-1: It uses the lowest ‘Source ID’ for a given PGN. I’ve seen this change between devices whenever there is a state change on the network. For instance, sometimes when the network first starts up, TimeZero is preferring one device, but as soon as I start up N2KAnalyze, it shifts over to another device. Weird.
        Vesper XB-8000 (this is our AIS transponder, but it is also a NMEA2000 gateway): This is the most dangerous one, as I’ve seen it send PGNs from multiple sources within a single second. The only way this one is safe to use if there is only one device at a given time for a given PGN. In practice I only use this one to get the AIS data (no need to send all that noise over the overall NMEA2000 network).
        Maretron USB100: This one has the most promise, as it lets one set a specific devices to ‘offline’. Unfortunately, it is not playing well with the scenario I am trying to work with, where I have a Furuno SCX20 satellite compass, and I’m trying to ensure that is preferred over a NMEA2000 fluxgate compass I also have. It does not ‘remember’ that the fluxgate was supposed to be offline but it does for other devices. Of course even if this setup works, it isn’t truly working as a ‘standby’ as I would have to reconfigure the USB100 to bring a backup device online.
        So at this point I either need to disconnect the fluxgate from the network when I am not using it (which is dangerous), or potentially partition my NMEA2000 network into ‘primary’ and ‘backup’ sensors. That seems to be what you have done, and that would work fine for TimeZero, but less so for other systems I have (such as the autopilot) that cannot connect to multiple NMEA2000 networks.
        This should be so much easier than it is! It makes me tempted to write a new driver for one of these gateways that actually operates predictably and transparently.

        • Chris Barber says:

          There is no end to the exasperation and frustration with N2K and all these half implemented (at best) firmwares and drivers, and the whole architecture with all its poor decisions baked in. Nordhavn owners should band together and form a company, an LLC or whatever, with partners contributing capital to fund the purchase of the N2K spec (not cheap) and contributing engineering expertise to write software and build some hardware to solve a lot of these idiotic problems. Off the top of my head I could easily come up with a list of several interface devices, translator devices, etc that would be hugely beneficial to systems like ours that no one else in the commercial space seems to get right.

          I would certainly be in on this. In fact I’m going to put this idea to some of the people on the NOG.

          • It’s true that many solutions are possible with custom software. A NMEA200 smart bridge that prioritizes the sources for different PGNs and flows the highest priority working source device PGNs would be quite welcome and not especially difficult to implement.

        • Your approach make sense Alec. My general take on this is NMEA2000 has all the tools needed to allow a really nice, fully redundant system to be constructed where each critical consuming client can have a hierarchy of receiving devices. But implementers haven’t implemented these facilities. I suspect that the vast majority of boaters and installers don’t care and really don’t equip there systems to be able to operate through failure so there isn’t great demand for this feature. Most systems have one of what is needed and, if something breaks, then it’s broken until service. What we are trying to do is less common. It should still work but it’s less common.

          I see two possible approaches to what you want to achieve: 1) backup device are only connected to the bus on failure and 2) it would be possible to put all sensors on one network and all consumers on a different network and put a bridge between them that implemented the prioritization you want and flows the data from a single fixed sensor of each type and, if the primary goes away or has erratic or unreliable data, switch to secondary. This is work to write but it wouldn’t really be that much. You would need a system with two NMEA2000 adapters and you would effectively just be implementing a smart bridge.

          I implemented the NMEA0183 version of this on my previous boat. In the course of one year we had two NMEA0183 multiplexer failures so I gave up and wrote one myself where all NMEA0183 sources flowed into a single embedded computer and a single flow of NMEA0183 flowed out to all consumers. That ran great for the next 8 years until we sold the boat. Never another glitch and, over time, I started storing all the data in a database. Then started displaying the data and alerting and alarming on it. Over the years, that system has evolved into what we currently use. So it would have been easy to write the smart NMEA2000 bridge that I described and we probably should have done it.

          But, it’s work and we ended up with a hybrid approach where most devices are on the network and I’ve got the system stable so the same primaries are always chosen. There are fault modes that would require me to add or subtract devices so, in some cases, we wouldn’t have automatic failover but, we have the parts to work through failures, failures are rare, we can operate without any of the sensors for short periods. We took the easy way out and decided to just accept the poor job that was being done and work around the sharp edges rather than implement a fully custom solution but the latter could be done and would be a nice enough solution that I suspect there would be a commercial market for such a device. Overtime, manufacturers will learn to do a better job but embedded software changes somewhat slower than continental drift and it’ll take 15 to 20 years and many will never get there.

          Thanks for passing on your experience Alec. That’s useful to know for us and others.

          • Alec Peterson says:

            Of course; I hadn’t considered a smart bridge between ‘sensor’ and ‘computer’ NMEA2000 network. That’s a really good way to think about it, rather than putting the smarts in the PC/NMEA2000 gateway. I’ve been looking for a Raspberry Pi project and this feels like one that might fit the bill. If I come up with something useful I’ll put the code up on Github.

            • It would be an awesome Raspberry Pi project. Not too big a project but these sorts of jobs are full of mess management and, by the time it’s done, it’ll take a slice of time to get it all the way you want it. But, it would be wonderful to be able to have code that can be changed and updated easily and can detect devices going away or, for devices like sat compasses that often keep transmitting when they don’t have good location data, you can detect that as well. It would be highly cool.

  4. Arild Gjervik says:

    Hello, i can see that you are currently ancored at Heggøy and i have a tiny farm on the other side of the island. Nobody is living there at the moment but it is used extensively during the summer as a retreat from the ordenary da to day life.
    Safe journey

    • That’s great! We’re enjoying it. Winds have been high overnight. We saw gusts to 64 kts with averages in the 35 to 40 kt range so it’s been windy. But it’s a wonderful location and we can see why it makes a great retreat. Thanks for your comment.

  5. Murray Birch says:

    James

    You mentioned engine oil leaks from a clogged CCV filter recently. Where did the engine leak? I would be most interested in your results from the new WIX filter.

    Thanks
    Murray Birch
    N6303
    Operata De

    • As soon as I saw the issue, we changed the RACOR and started monitoring crankcase pressure more closely using a Manometer. That’s how we found out how fast it can start to rise. We don’t check it often now having gotten use to the rate of filter changes that are needed. I’ll check it in a year and see how the Wix filter is doing.

      The oil leaks we developed before I took action where the oil pan and the rocker shaft carrier gasket. I changed the carrier gasket when we changed the fuel injectors 3 years ago at 9,000 hours. The oil pan seep is very minor as long as the crankcase pressure is not excessive and, with 11,000 hours, we feel lucky that the engine is still nice and white without leaks all over the place. It’s doing surprisingly well.

  6. Olav Bjørneset says:

    Hi… I`ve been following you for some time. You are now entering my childhood area. I`m no longer living in the area but would offer a suggesting for route and landing.
    I would suggest that you got DALSFJORDEN all the way. Dalsfjorden stops at Bygstad. The start of the fjord is “common norwegian”, open with surrounding mountaints and waterfalls. Further in its mor narrow, end ends at this small “city” Bygstad.
    For landing I will recomend my hometown of ASKVOLL. I lived my first four years in a buliding at who is now gone..At the waterfront. Most of my youth this quay was my summerjob. Delivering building materials and replenish boats passing. https://goo.gl/maps/E3qHJKcSGm2jTNCm6 i would higly recommend a visit to Askvoll Sjømat & Delikatesser 50 meters from the waterfront. Its a deli, specialicing in seafood.
    Safe voyage!

  7. Eric Patterson says:

    Lynn and I spent a month in Norway a few years ago and I have to say it is my goal to get over there cruising. The virus has delayed our boat several months we are now “firmly” March from the factory, so hopefully commissioned by May. Btw N60’s are now 3 years out!

    • Wow, 3 years to get a new 60. With three years to wait if we go to a N60, we better take extra good care of Dirona! Congratulations on being close to taking delivery of your new boat.

      • Eric Patterson says:

        I have to say, while it has been a super exciting experience with the time and knowing that every month is a month we could have been spending time cruising … I would strongly consider buying a well kept used in hindsight, although are hard to come by lately. I figure I’ve spent 200 hours min researching specifications, reading instruction manuals, blogs, etc on every mechanical, electrical, aesthetics and so on, this base knowledge though and the fun of selection are priceless. Even near the end we continue to have some minor change here or there. I am pretty amazed that [they] keep up with all of it. I saw your comment also on the 41 for the Great Loop and that was funny that Lynn and I thought the same thing awhile back.

        • I totally know what you mean. We avoid the “missing cruising” issue by contracting for the boat before we intended to go full time cruising and keeping our old boat while the new one was built to avoid missing weekends and holidays. On the hundreds of hours that need to be invested, we just did our best where work and cruising took priority. That means that some of our decisions where considerably less well researched than some achieve. We just ran risk on a few. Looking back 11 years later, no big regrets. We didn’t miss many but a lot but, there is no question we could have done some better.

          I agree that just managing all the changes is a major project management challenge. Nordhavn does well by this measure and we appreciate their flexibility. We hope your boat moves along quickly to completion. You’re going to love it.

  8. Kathy Eddings says:

    Hi, I understand you have a great maintenance spreadsheet use. Heard of it on the Waggonierse website. Can you post it or send it. Thanks

  9. Carson Garner says:

    James and Jennifer,

    Hello my wife and I have been following your journey for years. We anchor out often and could not find a reliable, easy to use anchor drag alert system and weather warning system. During COVID, I used the time to develop an anchor and marine overwatch application (currently for iOS/iPad). I recently became an authorized Iridium developer and am starting to integrate satellite solutions for offshore use. I would love the opportunity to discuss the application with you to make sure I’m addressing requirements for offshore cruising.

    • That sounds like a useful application. We might not be the best to give advice on your project since we lack experience with dragging anchors, use a KVH V7hts for satellite connectivity rather than Iridium (we do have Iridium as a backup when crossing oceans but only then), and use Android mobile devices rather than IOS. But we’re happy to help if we can.

      Our approach to anchoring has been to use modern anchors, go to the large side of reasonable, and use a lot of rode. For the first 10 years in a 15 ton 40 ft boat, we used a 66 lb Bruce, 200 feet of chain, and then 300′ of rope rode. We always used 5:1 and often 7:1 scope. And we usually set an anchor alarm. We always set at the equivalent load of a 40 kt wind. Over the 10 years we used that boat, we were rewarded for putting some care into anchoring by never dragging and we saw up to 60 kt conditions.

      The current boat is a 55 ton, 52 footer and it has a 154 Rocna with 500′ of chain. Again we always set with equivalent force to 40 kts of wind. After just over a couple of decades of never seeing a drag, we no longer set the anchor alarm partly because it’s difficult to set the anchor circle small enough to warn before the boat hits land but not warn as winds and currents change. And partly because we’ve not seen any dragging. Over the last few years we have started to use lower scope ratios when anchoring in very deep waters. For example, we are currently in 100′ of water but only have 330′ of rode deployed. Our current approach is to use around 4:1 to 5:1 in shallow water and drop back to 3:1 to 4:1 in deeper water.

      If you have questions for us with respect to your project, feel free to drop me email at jrh@mvdirona.com.

      • Carson Garner says:

        Currently the application is designed to run on a phone or tablet. We’re integrating in several weather feeds into our overwatch system to include future integration of GRIB data. We’re also working on an option to make our system able to send back data to weather providers from our onboard sensors to potentially assist with regional weather modeling.

        Playing with hardware and software application designed to integrate with the ship/boat NMEA /183 2000 backbone. I’m making it compatible with an onboard telemetry module that will also connect over satellite and LTE when near the coast.

        I will send you a direct email as I have found you a wealth of information of the years and may have some feature integration ideas that I have not thought of. The focus of the app is a more simple “Chartplotter Companion” to aid in tracking, alerting you on land of severe weather at your boat’s location, etc.

        • Super interesting project. The combination of seeing NMEA2000 and NMEA0183 traffic and being externally connected could do some really interesting things. An ambitious but exciting project.

        • Trond Saetre says:

          That’s an interesting project.

        • Chris Barber says:

          Carson. I was going to write some of this type of thing a few years ago but the cost of access and lack of transparency in N2K put me off. I reversed a little bit of it watching some obvious messages with obvious data content on a can bus monitor but that really doesn’t make for a practical flexible interface. How are you handling the N2K side of it?
          Chris

      • Tim Connolly says:

        TImely write-up as I had an anchoring question while following you around Norway. in early 2000s, I was invited on a customer’s boat in a fjord near Oslo.
        We did not anchor; rather we pulled up to the fjord wall and tied off to an embedded ring. The customer said it was better that way as they could enjoy a day trip without having to deploy and possibly hang the anchor on rock. It was a truly remarkable day that I will never forget and your photos brought it right back into focus.

        With all the rocky mountains surrounding the fjords, I assume the bottom is pretty rocky but was wondering what type of bottom you are encountering and how you avoid anchor hangs on retrieval? And if you do hang, what procedure or tools do you use to free the anchor. I had a Rocna on my previous boat and it worked great, however, we are in Florida so mostly sandy/mud bottoms.

        • Hey Tim. Norway is, as you said, truly remarkable. Norway’s natural beauty is incredible.

          On your anchoring question, conditions vary widely. Many reports say you just can’t anchor in the fjords and there are some that are so deep right up to near shore that anchoring isn’t possible for us but these are the exceptions. Just about every fjord we have been in has at least some anchorable sections. Often they shallow near the or in a bay along the way. Sometimes these “shallows” are not all that shallow — we often anchor in 100′ to 110′ but not a problem for a well equipped boat. Some of these fjords have remarkably shallow sections. For example, we are currently anchored at the end of a fjord but in only 50′ of water.

          When a potential anchorage has relatively stable depths, we find they are usually mud, clay, sand, etc. rather than rock. Rock bottoms tend to have a lot more variability. When testing the set of the anchor, if the chain is running over rock, we’ll hear it as we set. Generally, we try to use more scope when anchoring on rock since it can be less secure but we rarely find that we don’t get a secure set. Our definition of secure is pulling back at roughly the same force as a 40 kts wind.

          As you notice we anchor a lot. The shallowest we have anchored in is 7′ (we draw 6′ 7″) and the deepest is 146′ (we carry 500′ rode). It’s very rare that we have had trouble recovering an anchor. On our previous boat we lost one anchor to logging debris (chain and boom cable discarded by loggers). This was in 80′ and we probably could have recovered the anchor by SCUBA diving it but it was winter and the water was 46F and visibility was under 5′ so we decided not to. On this boat, we have hung up anchors a few times over the 11 years we have had it. For example, in the South Pacific we had 2 or 3 cases where the boat had moved around and the chain hard wrapped around a bottom feature. But in these cases we were always able to untangle it but moving the boat around to tug at different angles to free the chain from whatever crevices it was hooking up in. As we got the chain free, we pulled it in as we created slack and kept working until it was untangled from the bottom. In the worst case, we probably invested 30 to 45 min to recover the anchor. In Scotland’s Orkney Island group we got an anchor hung up in a very large chain where we were unable to free it. In this case, the anchor tip had actually slid into the center of a chain link and it was sprung in place. Pulling hard in all directions wasn’t effective. We were able to free it by SCUBA diving prying it out using a 1 meter steel pry bar. It was really in there (https://mvdirona.com/2017/09/anchor-ensnarled/).

          We don’t use it frequently but we recommend using an anchor trip line to aid anchor recovery when the bottom is potentially foul. This is a write up on the procedure we use: https://mvdirona.com/TechnicalArticles/WilsonAnchorBuoy.htm.

          It’s pretty rare that we have trouble recovering an anchor. And in 21 years of boating, we have had only two situations where were were unable to work anchor and chain free by moving the boat around. The last time was more than 3 years ago — we haven’t had any problems so far in Norway.

  10. Kate Humphries says:

    Dear Jennifer and James, the hull for my N41 is now under construction. The design philosophy of the 41 is to build a complete boat with very minimal factory options available. I have been asked to choose the electrical system, and have opted for a 50hz/240V boat, which I hope will prove better for circumnavigation than 60hz/120V. My last boat was 60hz and it was an ongoing nightmare getting shore power to work in Australia. The only options I have requested so far are a 2nd autopilot and a watermaker. All of the standard navigation equipment is Garmin with no other brand offered by the factory. I was going to send you a private message to ask whether, in your experience, there is anything significant that I should request at build stage, but thought that maybe the group can benefit from your answer. I would be super grateful if you could spare a moment to look at the standard 41 specifications and share your thoughts https://nordhavn.com/wp-content/uploads/2020/07/Standard-Specs-with-Photos.pdf Please remember I am your most technically challenged friend so nothing you say can be overly simplistic! Thank you so very much :-)

    • Man, what a boat. We want one for the great circle and to tour European rivers and canals. It looks like a wonderfully well though through boat and the sales success suggests it’s a really good value. We really like the N41.

      We are perhaps the wrong people to ask about options and changes with Dan Streech reporting that Dirona had the most change orders per linear foot :-). In reading the reference you sent us, it’s titled standard specs but included a generator which it lists as optional in the text. Many entries in the list appear to be standard equipment (e.g. Beta Marine engine) so we weren’t able to figure out which of these specs were optional and which were standard. If you could get us a list of which of these features are optional, we’re happy to pass on our thoughts.

      It’s exciting to see the N41 project taking shape and to hear your boat is now underway. It looks like this model is on track to be the most successful boat in the history of PAE.

      • Kate Humphries says:

        Thanks for such a fast reply James. I did a cut and paste from the Nordhavn web site, so will dig out my actual contract and send to you. Thanks again. Kate

        • Great. We’re both happy to read through the list of options available for the 41 and those you have selected and let you know if we recommend adding any to the list.

          • jan-kees says:

            Kate

            I see you are having a Victron Mulitplus, I did not see if you will also have a Venus GX, or Gerbo GX of Victron. but the multiples combined with either you can program the multi to auto start the generator when the batteries fall below a set parameters, like SOC, Battery Voltage, power use over a set wattage etc.
            I have it programmed even programmed to treat the shore power as a’generator’ for the few times my solar panels can not keep up.
            You will also be able to use these control units as a remote warning for bilge pumps, intruder alert, smoke alert etc.

  11. Jason Dale says:

    Hello James and Jennifer. I’m a Nordhavn dreamer currently, but my wife and I have plans to sell it all, and get on board one within 10 years. Your videos have partially contributed to this plan, so thank you.

    I just noticed where you folks are right now. A very good friend of mine owns this place: https://www.flamsbrygga.com/ and the associated brewery attached. His name is Evan Lewis, and his wife’s name is Aud. Their place is amazing, and his beer even more amazing. If you happen to stop up that way, mention that Jason says hello.

    Looking forward to continuing to follow your adventures.

  12. YC says:

    Do you treat the output of your watermaker before drinking it? Do you assume it is free of bacteria, virus and parasites?

    • Yes, we do drink reverse osmosis water and are confident that it’ll remove all pathogens and parasites and we don’t further treat the water prior to consumption. Here’s a fairly typical news article on R/O safety:https://www.uwhealth.org/news/dr-jacqueline-gerhart-theres-good-and-bad-to-using-reverse-osmosis-water-systems/36710#:~:text=If%20you%20are%20on%20a,these%20substances%20from%20your%20water where they say “If you are on a camping trip, traveling in another country, or in an area with bacteria or parasite-laden water, reverse osmosis systems allow contaminant removal, and safe drinking water. If you live in an area with heavy pesticides and herbicides use, reverse osmosis can remove these substances from your water.”

      Most of these reports are also concerned about the removal of minerals from the water potentially introducing another health risk if there are no other sources of these minerals and only R/O water is consumed. The US Center for Disease Control (https://www.cdc.gov/healthywater/drinking/home-water-treatment/household_water_treatment.html) says:

      *Reverse Osmosis Systems use a process that reverses the flow of water in a natural process of osmosis so that water passes from a more concentrated solution to a more dilute solution through a semi-permeable membrane. Pre- and post-filters are often incorporated along with the reverse osmosis membrane itself.
      *A reverse osmosis filter has a pore size of approximately 0.0001 micron.
      *Reverse Osmosis Systems have a very high effectiveness in removing protozoa (for example, Cryptosporidium, Giardia);
      *Reverse Osmosis Systems have a very high effectiveness in removing bacteria (for example, Campylobacter, Salmonella, Shigella, E. coli);
      *Reverse Osmosis Systems have a very high effectiveness in removing viruses (for example, Enteric, Hepatitis A, Norovirus, Rotavirus);
      *Reverse Osmosis Systems will remove common chemical contaminants (metal ions, aqueous salts), including sodium, chloride, copper, chromium, and lead; may reduce arsenic, fluoride, radium, sulfate, calcium, magnesium, potassium, nitrate, and phosphorous.

  13. James says:

    hi may I ask any maintance on the tender example washed down after use engine flushed out and were is the fuel stored for the tender and how is the tender secured to the deck of dirona

    • The tender sits on four pads and is held in place by three ratchet straps. There are two ratchet straps on each side of the rear and one on the bow. The motor comes with a attachment point for freshwater flush and I’ve put a garden hose quick connect on that so I can attach a hose quickly and flush the engine after use. I also spray off the engine and mechanical equipment during stowage.

      The Tender holds 9 gallons of gas and up on the boat deck we have 2x 29 gallon gas containers and also 4x 1.25 gallon and 1x 5 gallon containers.

  14. Trond Saetre says:

    The airplanes you pick up on AIS, are SAR, and sometimes air ambulance helicopters. Some SAR helicopters are based on the oil rigs in the North sea.

  15. folkert cupido says:

    hi

    Greetings from Terschelling in the Netherlands , i live on Terschelling but my work is in Norway, and at the moment your passing the hotel and the house where i live in Norway.
    i have been following your blog for 2 years now, the hotel that i work is lavikfjordhotel in lavik and the owners are my sister and brother in law.

    Greetings from Folkert Cupido

  16. Tim Connolly says:

    Hey James,

    Really looking forward to your water maker repair blog. I can’t tell for sure but your unit looks like mine – Offshore Systems? We pickled it when we bought the boat a couple years ago as we had no need for it and really can’t run it in our local waters as they are too silty, but as we eventually plan to get to the Bahamas when this virus settles down, I am going to need to activate it again. When I last tried to use it several of the plastic press fittings had disintegrated so the water was leaking everywhere. Also appeared to be a leak in the high pressure pump seal. Contacted the service team and they just said to leave it until a few months before we need it then pull it and send in for full service. BTW – any idea how much the unit weighs? I have to pull it out from under the STB engine exhaust outlet to get to any of the internal components. It looks heavy… :>)

    • It’s a Village Marine STW600 rated at 600 gallon per day. We run a media filter (like a small version of a pool sand filter) in front of the water maker so it can make water without problem in silty water. There are 2000 hours on this one so it’s seen a lot of use over the last 11 years (now at 2,071 hours). During this service we replaced the membranes for the second time where the first set did 4 years and the second set did a bit more than 6 years with periods with high hours. We view the membrane changes as just normal maintenance. The big problem was the motor experiencing winding failures where some windings were no longer working so the motor couldn’t start in certain positions. Replacing the motor corrected that issue. The final issue is a trivial problem that has been there for 6 years where the system always reports a fault indicating that filters need to be changed. What happened is the NVRAM on the control board where maintenance hours are stored was corrupted and produced random errors. This problem doesn’t impact operation in any way so we’ve been ignoring it. But, since the system is all apart, we replaced the control board as well correcting the maintenance tracking problem. It’s now all back to normal but it was a load of work. It’s not really that big a job except these highly integrated systems are super tough to work on. If it was a modular system I could have done the work in about 1/5 the time.

      You asked about the weight. The motor is very heavy, the pump isn’t light either, the rest isn’t bad but in aggregate it nets out at 116 lbs so not light and easy to toss around.

      • Tim Connolly says:

        Thanks James. Your components look very similar to mine. That weight is going to be an issue. I’ll have to come up with a creative solution like my generator lift that we traded e-mails on earlier this year. Maybe a “slide-out” solution. As I mentioned, it is mounted under the large exhaust tube from the STB engine so there is not access to remove components. Its control panel faces the center of the boat. which is nice for monitoring and there is a remote control panel at the helm. Unfortunately, right in front of the unit is the STB engine raw water intake and strainer so I will have to get it out over that without crushing everything in its path. Should be another fun project!

  17. Kate Humphries says:

    Hi Jennifer and James, Great to see those wild Deere’s! I think the stunning wooden sailboat with the H-28 designation on the mainsail might be a classic 28 foot Herreshoff. Herreschoff was an American naval architect famous for designing fast and elegant steam and sailing yachts, including early 1900’s America’s Cup boats. There are a surprising number of H-28’s here in Melbourne – though not in that condition :-). Just a bit of trivia! Warmly, Kate

    • You do know your boats Kate. We do love the classic lines of the Herreshoff but I have to admit I’m even much more excited about the technology of newer sailboats. We’re looking forward to SailGP completing it’s season 2 in 2021 and the America’s cup.

  18. James says:

    hi any plans on visiting the following places

    Geiranger

    skarsvag

    nordfjordeid

  19. Alec Peterson says:

    Could your water maker HP pump problem be an issue with the start capacitor? I thought start capacitors generally failed in a way that kept the motor from starting at all, but perhaps that’s a place to look?

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