During yet another COVID-19 lockdown period, another improvement job was to look at the bow battery – that drives the bow thruster and windlass. This battery is physically separate from the house bank, and gets charged from the house bank or the Volvo while running. The Wesmar bow thruster uses a very powerful motor, and draws over 300A at 12V DC. It’s not unusual for this kind of current to produce a voltage drop. I last replaced the battery when in India two years ago with the best one I could find, an Exide dual purpose wet cell maintenance free lead acid battery. It didn’t quite “fill the space” in the battery box, and always left me wondering whether it was up to the task.
Unfortunately, that Indian battery was still not “big enough”. When operating the bow thruster, the battery voltage falls down to only 10.5 volts (at the battery monitor) and I’m sure it’s even less at the motor terminals. I needed something that “fills the box” more, just gets more lead in. Finding a replacement in Turkey, or anywhere for that matter is a challenge. This meant finding the biggest, heaviest battery – the size of the 8D standard in North America. The local chandlery was able to offer a Mastervolt 8D AGM battery with 225 Ahr storage, at a weight of 63.5 kg, but I wanted the next size up, the Super 8D model with 270 Ahr coming in at 73 kg. After 3 months of waiting, and still no prospect of delivery, I sought out other batteries in stock anywhere in Turkey. I came across a vendor in Istanbul who had an Exide 8D battery with 240 Ahr and weighing 72 kg – a winner. Kemal at the local chandlery brought it in for me at the same price. This 72kg battery came with its own “challenges” to lift up and put in place, and thankfully Mesut and Ennis (two of the marina Marineroes) carried it in for me.
I felt that another incremental improvement could be gained by replacing the existing “copper welding cables” with larger diameter proper tin-plated copper marine cables. These old cables were given away to a “new home”.
While replacing all these cables, I need to remove this switch, and of course – had to fabricate a new trim ring.
After installation tests confirmed that the 300A current draw pulled this new battery down to 11.4V, a slight but worthwhile improvement over 10.5V. Another COVID-19 lockdown project finished.
I needed to come back to do some work on my water heater. Let me explain.
We have a 6 gallon Kuuma water heater on the boat. This water heater has two methods of heating the water, an electric element (controlled by a thermostat) and an engine coolant recirculating loop. When the Volvo engine is running, the coolant is circulated through the water heater, and makes the domestic water in the tank very hot. Even 24 hours later, it’s still hot.
The second method of heating, the electrical element – is the subject of this post. This Kuuma water heater comes standard with a 1500W element. It is also possible to buy a 1200W element or even a 900W element. When docked, it shouldn’t make much difference. A higher power element will consume more electricity, but get hot water faster. Some years ago, I discovered a dual element sold by SV Hotwire that enables boaters to get either AC or DC current into the element, using a dual element: 300W DC or 500W AC.
I hooked this all up several months ago, but unfortunately, one morning I mistakenly left BOTH the AC and DC heating elements in the ON position for about 30 minutes – and sadly, that was enough to burn out the element.
I sourced a replacement dual element from SV Hotwire again, and this time John supplied me with a small timer circuit for control. I used a SPDT 80A relay (sourced from AliExpress) and made up this circuit diagram. I tried a 30A relay, which should have been sufficient since the current for the water heater is about 23A — but it just got too hot with the continuous current. So, I upsized to an 80A relay, with larger connectors and wire – which is more suited to the continuous current. I have considered different methods of controlling this hot water circuit (temperature, battery SOC, battery voltage, time) and eventually decided that a simple timer circuit is best. This way, I can simply set the time (in minutes) at the moment I turn it on. It will automatically shut off when the allotted time is reached. If we have to leave the boat to go shopping, the circuit will shut down on its own. This is the circuit diagram I made up.
This is a photo of the finished product. I considered putting it all in a small box, but in the end, I don’t mind the way it looks. It’s easy to operate, just set the time and push the ON button
Our Raymarine ST60 wind instrument has not worked, or at least not properly, in more than 2 years. The system is based on a wind sensor or transducer that is mounted at the masthead, and an ST60 instrument in the cockpit.
I have once changed the display and twice before changed the masthead sensor, and although it is somewhat fragile, it is irritating to see large birds sitting on it – and this commonly happens. It is also fairly expensive to replace at more than $600 CDN. But, it is not the only technology out there. After months of research into various different technologies, I finally decided that I would no longer continue to invest in a flawed product. I decided to “up the game” a little and buy an ultrasonic sensor (no moving parts) made by LCJ Capteurs in France. This is the CV7-STBG ultrasonic sensor that I bought, and had couriered in from France. It is based on a 4 wire (rather than 5 wire with the Raymarine product) bundle. I decided against a wireless system, due to conflicting reports of their reliability.
Although it is theoretically possible to cut, splice and solder the new CV7 transducer (4 wire) to the existing Raymarine wires (5 wire), it would not be a comfortable job or sturdy installation. So, the wires had to be replaced.
I first tried to “fish” the old wire out, replacing it with the new wire – but it would not budge. The wires that are run inside the mast were stuck solid. So, we decided that we had to take the mast down to run this wire. We also had to wait until the most recent Turkish COVID-19 lockdown was over so that a crane could be brought in. First, let me give a little preamble on the cost. There is no rigger or sailmaker that works here in Alanya Marina. I was told that “Omar” the welder (an outside contractor but frequent worker), also doubles as a rigger when required. So – we took the sails down, removed the boom and stored it on deck, cut and marked all the mast electrical connections, raised both furlers, exposed all the turnbuckles and removed the cotter pins. This was probably about 5 days work. I approached the marina office and requested a quote to complete the remaining work, which I estimated to be a maximum of two hours (unscrew the turnbuckles and take the mast down) and another two hours (screw in the turnbuckles and put the mast up). After Omar visited our boat, and surveyed the work required, he gave a quote of 1700 euros, that included 450 euros for the crane. WTF? 1250 euros for a maximum of 4 hours work? No welding, repair, or specialized tools were required. Just labour (which I estimated at 4 hours, but in the end actually took 2.5 hours) and coordination with the crane operator. Omer has done a few small jobs for me, but usually I refuse his quotes as they are based on the highest I might expect to pay in a marina on the French Riveria! Not surprisingly, I balked at this quote too – and did the job myself for one third of the cost.
Somebody had to go up the mast, and although I’m perfectly capable of being hoisted up, I’m also rather heavy, and with the electrical connections severed – it would mean somebody would have to manually crank the winch to hoist me. Eric on Pied-a-Mer III generously volunteered for the job.
After Eric secured the sling, the next step was to unscrew all 12 turnbuckles, and have the crane pick up the mast and start to move it over to the shore. All available marina employees / Mariners were on hand to help.
Then, lay the mast down – carefully.
With the mast on the ground for the next 6 days, I used the time to get new bronze bushings fitted into the gooseneck. This should stop most of the noise (clanking when in low wind conditions) from the base of the mast, where the boom connects into the gooseneck.
With the mast on the ground, we completely inspected all standing rigging and fittings. I decided to install a new VHF antenna and RG-213U wire with new PL-259 soldered connectors at each end. This is a very stiff, large diameter wire, and much better replaced while the mast is on the ground. (sorry – no photos)
A few months earlier, while watching a YouTube video, I watched as a guy promoting these “new” connectors based on heat shrink and low temperature solder. They are essentially a small clear heat shrink tube with a ring of low temperature solder in the middle (sized for many different sizes of wire). Strip the wire pieces and place them in the centre of the connector – and then apply heat with a heat gun (not a flame). I found this kit on AliExpress.
These are the wind sensor connections I made at the bottom of the mast, afterwards they were covered in black heat shrink tubing.
The wind sensor wires are run all the way down the mast, through the mast compression post and under the floor to the cockpit, to the instrument pedestal and connected to the back of the Raymarine ST60 display through an STBG interface. I have tested the system and it works! Soon, we will leave dock for the day, do a test sail and calibrate the wind instrument.
In addition to working on the mast, we also had to change out our washing machine. We had it removed more than a month ago and a repairman completely took it apart. In the end, our 12 year old Maytag was not repairable (at least not here, where we could not get the parts) with a completely corroded drum and axle bearing. We replaced it with a very fine Turkish made model, which fit perfectly into the slot. It is a 220V machine, so while dockside we have it plugged into a 220V receptacle, but when at anchor we will plug it into a transformer.
Finally, Turkey has eased it’s COVID-19 restrictions to the point where we were able to take a ride up into the nearby hill to see the marina from above. More freedom of movement is coming, particularly since we have been vaccinated with a WHO approved vaccine, Sinovac/Coronavac.
Countrywide, Turkey has just entered another serious lockdown to slow the COVID-19 pandemic. For me, it’s an opportunity to catch up on another blog entry.
When in New Zealand five years ago, we had our tanks professionally cleaned. A man came to our boat with a powerful pump, flexible and transparent hoses, and a very fine filter. He spent several hours “polishing” the fuel, and sucking out obvious dirt and debris. It was impressive, and I wish that this type of service was more commonly available. Unfortunately, we have rarely seen this service offered, and certainly not in the past five years. It’s a shame though, because you could pay for the equipment with just the first job!
I have a fuel polishing system installed, and I do use it, and the pickup tubes are nearly at the bottom of the tanks, but the pump is not very strong – so the suction is a bit weak. Nevertheless, due to the near complete absence of proper filling stations (we have been using jerry cans for years), water and debris does end up in the tanks. Unlike many other cruisers, we’ve never had a serious problem with fuel, mainly because I pay attention to this issue.
I frequently run the fuel polishing at dockside, and drain a little bit of fuel/water out of the filters. Since water is heavier than diesel, it sits at the bottom of the tank, and this is where diesel critters / algae grows. Looking back on the tank cleaning service in NZ, it seemed that nearly all of the problem existed at the bottom of the tanks. Therefore, since there was no service here, I decided to make something of my own. I built this system using a heavy duty Ford truck diesel filter and manifold, and a Turkish built 12V fuel transfer pump. The pump consumes 175W at 12V (I use a long extension to the bow battery) and puts out a whopping 2400L per hour. I connect the 3/4” input hose to a “wand” or “plastic pickup tube” that I can move around on the bottom of the tank(s). After about an hour of pumping/polishing and moving the wand around on the bottom, I can thoroughly clean the tank, noticeably picking up tiny bits of dirt and sludge. It’s nothing that would “stop” the engine, but if I left it unattended – it could. The equipment stows away in my engine room – ready for the next time.
A few weeks ago, Diane and I had the first (of two) vaccinations against COVID-19. The vaccine most commonly used here in Turkey is one of the Chinese vaccines, SINOVAC. This vaccine is made from deactivated viral particles, unlike the controversial ones made using mRNA (Moderna, Phizer etc). We are due to get the booster next week. It’s free for all residents.
We normally do our own rope-work, or running rigging as its called, but, we have had a long standing problem with our main halyard – the line that lifts the main sail. Although the masthead sheaves are designed to take 9/16” rope, it seems that every line that we use ends up being frayed at the top. We have gone from 9/16” to 12mm and even 1/2” but the bulk of the eye splice always frays a little, even if protected with an additional Dyneema sleeve. This is what I’m talking about, as indicated with the red arrow.
Inadvertently, this situation was actually made worse when we had a new mainsail produced 3 years ago when we were in Malaysia. The sailmaker made the vertical length of the sail just a few centimetres longer, and the head had a horizontal top, instead of the more traditional triangular head.
We figured that either we needed to shorten the sail (trim the top/head or the bottom/foot) or do something creative with the halyard. After much consideration, we decided that the cheaper option was to simply replace the halyard with a 47m length of 12mm double braided polyester rope spliced to a 3m length of 8mm Dyneema. We contracted the sailmaker to do this, and this is the result.
At the very top is the eye splice connecting the shackle, that attaches to the mainsail.
It remains to be seen whether this will be adequate or not. If not, then the only step left is sail modification. We won’t know if that will be necessary until after extensive sail trials.
A few weeks ago, before the strict lockdown came into place, we were fortunate to have lunch at a wonderful restaurant near the Alanya Castle – with a view “to die for”. This is what will make this country so memorable for us.
On another occasion (actually Diane’s birthday), we had a private dinner inside a small restaurant that was supposed to be closed. Wow, the food was so good.
One afternoon while walking the streets, we came upon this sight. The red arrow on the bottom points to a yellow bag, at street level. The red arrow at the top points to a woman on the third floor apartment balcony. Somebody came by, and dropped something off in the bag – and she is about to haul this up using a rope. I don’t think I’ve ever seen that before in the city.
On the same day (maybe), we went through the Alanya museum downtown, and had a stroll through the adjacent park.
We have renewed our contract with Alanya Marina, and will be staying until July 2022. The price is quite good, and we are very pleased with the surroundings. Although we did consider other marinas, this city of Alanya has quite a good industrial area. My favourite shop is the Dere Machine Shop, where I have had many things repaired or fabricated. Good quality and very good prices.
Our boat is based on North American voltage electricity (110V) rather than the 220V used in Turkey. Actually, USA, Canada and Mexico – use 110V whereas “the rest of the world” uses 220V or 240V. I have installed five 220V outlets, but those only work at dockside – not when we are anchored. We have some special appliances (washer, kettle, rice cooker etc) that are 110V (that we can run on solar power when on anchor). They cannot easily be replaced and are often difficult to repair. Our rice cooker, for example, has a “non-stick” surface, similar to Teflon – which is applied at the factory. Now – the pot (unique to this rice cooker) is badly chipped and falling apart.
We are faced with the problem of replacing the rice cooker (110V model is not produced in Turkey), replacing the pot (must be an exact fit) – or getting the pot “re-coated”. For example, an online purchase of a replacement rice cooker is about $ 75 USD for the appliance and another $ 175 USD for shipping/handling/tax. If we can find a company in Turkey that makes these kind of pots, we are hoping that they might be able to re-coat this one. This is one thing that — we’re currently working on.
Recently, we had a problem with our Maytag washer. I installed this washer, and built the cabinetry around it a month before we left Kingston in April 2009 – 12 years ago.
We last had a problem (coin in the sump pump caused a rattling noise) when in Australia 4 years ago. This time, the problem was with loud thumping noises made when spinning at high rates. So, we took the day to essentially “take apart” a large section of the galley, so that we could access the washing machine. The counter and dish racks had to be removed. I even took off the door of the front loading washer, in order to make it easier to move out – and lift up onto our salon table, where I could work on it.
Once on the table, with the rear panel removed, the problem was apparent. This front-loading washer drum is “hung” with two springs – and the motion dampened by two shock absorbers. These two shock absorbers were completely ineffective, and needed to be replaced.
Much to my surprise, Maytag washing machines are still made and marketed – although just not in Turkey. Here I easily found Bosch replacements, for a cheap price (under $20 CDN for both). I replaced the shock absorbers, but considered the springs to be still good (but I sprayed them with CorrosionX oil). After putting the washing machine back in place, the next challenge was to reinstall the door – and this is where I ran into trouble. It seems that the door with a front loader is a critical piece of equipment, and very sensitive to alignment. After trying for an hour, I gave up and called in the service technician, the same guy who sold me the two shock absorbers. He came and fixed the problem in about 20 minutes. It cost 80TL (under $14 CDN) for his on-site visit and repair, and then I had to pay the marina another 350TL (actually 35 euros) for their “tax”. In this marina, like all marinas in Turkey, all repair work on the boats must be conducted “through” the office. Normally, that means that they handle outsourcing the manpower and parts, and a $50 job quickly becomes a $500 job. In this case, I sourced the parts and labour myself, and had to pay them the day rate of 35 euros to have this technician work on my boat. The fact that he finished the job in 20 minutes and not 8 hours is a “red herring”. I still had to pay 35 euros. Isn’t that interesting?
When we left Canada 12 years ago, we first used a USB cabled external antenna/amplifier to pickup weak wifi signals. A few years later, I discovered IslandTime PC – and bought a fully configured Ubiquiti Bullet and 12V navigation computer. This Bullet worked very well for us, for years. When in NZ, I found that the 5GHz networks had less traffic on them than the 2.4GHz networks, so I bought and installed a Mikrotik Groove, alongside my Bullet. I used the Groove and 5GHz omni-directional antenna for some networks and the Bullet and 2.4GHz antenna for others, flip flopping back and forth from month to month – depending on the network. Finally, when in India two years ago, the Bullet “died in the sun”. So I ordered a replacement Ubiquiti Bullet M2 HP through Amazon – but took delivery in Canada. We had planned to return to Canada in 2020, but because of COVID-19, were unable to. This left dozens of spares and replacement parts stranded in Canada. We have a Canadian friend right here in Alanya who’s son flew from Canada to Turkey for a visit this past winter – and we were very grateful that he was able to hand carry this replacement Ubiquiti Bullet for us. I finally installed it a few weeks ago, and we are back to normal (using the configuration file provided by Bob on IslandTime PC). Thanks Bob.
After years of living in countries where the toilets are fitted with nozzles or have a hand sprayer nearby – we finally decided to install one in the aft cabin. I would love to install one of these “butt spraying” toilets in our boat, but boat toilets are very different to “land-based” home toilets.
Our toilets are Lavac Zenith vacuum toilets, and it would be way too difficult to drill through the Royal Dalton China bowl to fit a sprayer – so the next best thing is a “butt sprayer”, as shown in this photo.
A few months ago, in order to completely eliminate galvanic corrosion (which seemed to happen more with us being plugged into docks in 220-land and running A/C), I removed two Guest Galvanic Isolators. I reconfigured the existing Victron Isolation Transformer to completely isolate the live, neutral and ground wires. This is a photo of the installed 220V Isolation Transformer.
This past week, I completed the installation of a second identical Victron Isolation Transformer.
This one is especially for the 110V circuit, something that we won’t connect up for several years – not until we return to “110-land”, North America and much of the Caribbean. Now, I am convinced that I have done “all that can be done” to prevent galvanic corrosion from happening. The only thing remaining is to check my zincs every month, and replace them as necessary.
We have been suffering with an erratic tachometer for nearly 20 years. I know these things are expensive, but I asked the local Volvo dealer to give me a price on a replacement one. It was going to be 450 euros. Now, to put that in perspective, when I bought the engine in February 1993, it cost me $10K CDN, plus taxes. I cannot bear to spend 450 euros ($671 CDN) or nearly 7% of the purchase price of my engine on a single tachometer. Alternatively, I bought one from an online company, parts4engines.com and they supplied a generic substitute (which works just fine) for about 75 euros. I had to install and program it myself, but it meets the requirement.
Diane and I have been working on refinishing our cabin sole (the floor) for nearly a month. The original floor is a laminate, made by Pergo, that I bought in Home Depot and installed circa 2001. Over time, the floor has been chipped, scratched and dented and it has become increasingly difficult to cover this up.
The solution we came up with was a four stage effort: 1. crack filling; 2. sanding; 3. staining; and sealing. For the first stage, crack filling, I chose to use a two-part polyester putty, made in Turkey and commonly used for automotive work.
This seemed to be a good product to use, easily sand-able and stuck well inside the cracks and dents in the floor.
The next step, staining, was Diane’s responsibility. She used a foam brush, and this water-based light coloured stain commonly used for decks and outdoor wood. She brushed on two coats of this stain, with 24 hours between each coat.
This photo is of the forward cabin, after two coats of stain on the “removable hatches” and one coat on the remainder of the floor.
We realized that the best way to do this project while actually living on the boat, was to first coat the removable hatches, put them back in place and then cover the remainder of the floor. This way, we could get around from one end of the boat to the next, while stepping on the hatch panels. It made life a little awkward for a few weeks, but it was a good project to undertake while COVID-19 restrictions were in place. This is the Turkish made glossy urethane that we used.
This is the hallway by the engine room after staining, and then after urethane finish – to show the difference with the original floor.
We are closing in on the last portion of this project, and are just painting the last remaining area now – the aft cabin floor. In this case, we decided to make a ramp (using one of our existing fender boards) so that we could walk in and out of the aft cabin – even with a wet floor.
We are very pleased with our floor renovation, and once the carpets are down – it looks super.
On another topic, last week we went for a short road trip to Antalya to visit our friends Wayne and Christine, and their “boat under construction” MÖBIUS. MÖBIUS is an aluminum motor yacht, 78 foot LOA, being built in the Antalya Free Zone by Naval Yachts. It is quite the vessel and well worth exploring their website to learn more about the yacht and they myriad of systems that are involved.
Also, I would be remiss if I did not mention that Diane made us a “key lime pie” for Valentines Day. It was clearly the best key lime pie I’ve had in years! She did a great job using local products, including fresh limes.
We go to the fresh market every Friday morning, and I thought this photo of Diane sampling cheese (we both did) was noteworthy. Masks have to be lowered to taste!
We have all sampled “Turkish Delight” at various times, but last week at the market – we bought 2 kg of absolutely fresh Turkish Delight. Wow it tastes so good, and fresh. It was not the “filling remover” sticky-gooey candy we have had in the past. It was rather like a blend of marshmallows and a crunchy bar – with dozens of different flavours. To me, it looks odd, perhaps “unappealing” – but it is very, very fresh and tasty.
Another project that has come and gone is new ZINCS. We have 7 zinc anodes on JOANA, to protect the hull from galvanic corrosion. One of these anodes is on the rudder, and rarely need to be changed. The other 6 need to be changed every 12-24 months, depending on the circumstances. When we left Canada 12 years ago, I had a supply of these custom anodes, but had more made in Pangkor Malaysia 3 years ago. Now, looking forward into time, I envisioned even more required, so I had 24 made through the local chandlery. Kemal arranged to have these cast at a foundry in Izmir Turkey (Turkey has almost 1500 foundries) at a price of 320TL (even cheaper than in Malaysia) and notably less than the 690TL we were quoted in Antalya. It pays to shop around.
A final item of interest is the Turkish truckers. I frequently see them stopped by the side of the road having lunch. I’ve never noticed this kind of behaviour amongst European or North American truckers. They seem to eat fresh, every day.
6 March 2021 – ROADTRIP to Sapadere Kanyon (Canyon)
We took another road trip with Pam and Eric (SV PIED A MER), this time to Sapadere Canyon about 45 km from the Alanya city centre.
We first drove along the coast heading SE, passing banana plantations, greenhouses, and countless resorts, and then turned into the mountains.
Our driver Kareem drove us first to his family home and then through the Sapadere Canyon road to the Canyon itself. This was actually his mother’s home, and she spends the winter living with her sons (one at a time) and then returns in the summer – and then they come to visit.
On the way to Sapadere Canyon, you get the feeling that you are traveling through the heart of the Taurus Mountains.
You pass through small villages, and endless picturesque scenes, as the car moves higher in altitude.
Eventually, the snow and ice are found at the edge of the road in the shade.
At the end of the road, there is an area where you can easily park your car, several artificial ponds, a small restaurant, a picnic area and a gift shop. There was a modest entry fee of about $2 CDN per person. The waterfall and natural pool are at the end of a 750m walking path at the end of the road – through the deep canyon.
The water pipes shown in this photo provided fresh, clean, “pressurized” water for many of the local villages. We read that swimming in this canyon water is popular in the summertime, but it is WAY TOO COLD to do that in March.
Life (this tree, perched on the edge of the canyon wall) always “finds a way”.
We enjoyed lunch at a picnic table outside and then headed back home.
We just returned from another road trip with Pam and Eric from Pied-a-Mer. This time, we went all the way NW to Marmaris, passing through – and checking out the marinas at Finike, Kas, Fethiye, and Marmaris. Our interest was three-fold, exploring further East away from our usual neighbourhood, visiting cruiser friends in Turkey, and scoping out other marinas. Altogether, it was nearly 600km, mostly by the coastline, although we took the mountain road on the way back.
We stopped overnight at Finike, to see our friends Steve and Liz on SV LIBERTE. We first met Steve and Liz when In Trinidad in 2012, and many times in between.
Finike Marina is one of the smaller, cozy marinas in the Setur Group with a large live-aboard / expat community. It is set in the agricultural city of Finike. Both the marina and town are warm and inviting.
The next morning, we drove through the town of Kas, a beautiful village set on a hillside.
This whole coastline is just so picturesque. The marina at Kas is definitely “up market”, and nearly full with very glossy boats. Even from the highway, the views along this coastline are stunning.
The last stop was at Marmaris, where we met up with George Greenberg (of SV RIO) who we met last year as he was passing through the Red Sea. George’s RIO is currently berthed at Marmaris Yacht Marina. I actually inquired about a berth at Netsel Marina, but they are completely full, and very expensive (more than double our cost at Alanya Marina). The great thing about Marmaris is that it has a lot of shops and services for yachts, more than we have seen in a long time. Sadly, we feel that this area is just too glossy, too glitzy and too expensive for us “cruiser trash”.
Here, we are having a cheeseburger “on the street” COVID-19 style (take out food only). Our trip did not violate any of the current COVID-19 restrictions in Turkey. Masks and social distancing are becoming the norm here. Although it is perfectly acceptable to remove your mask when eating!
The next morning, we headed back on the road and took the mountain route for a change in scenery. At one point, Diane checked the “compass app” on her iPhone 6SE and saw an elevation of 1400m and rising. There was snow in the distance, but getting closer by the minute.
It was definitely the coldest we have been in years. We were very close to the snow line at 1030am, and we were still in the shade.
On the way back down through the mountains, heading to Antalya, the surrounding clouds and valleys were beautiful. We noticed many of the same greenhouses that are in the Alanya area but they were NOT growing bananas, and the plastic was OFF the greenhouse roofs, probably because of the danger of winter snow loads.
A few weeks ago, we bought and tried out some kumquats (in the market) – for the first time. A kumquat isn’t much bigger than a grape, yet this bite-sized fruit fills your mouth with a big burst of sweet-tart citrus flavour. In Chinese, kumquat means “golden orange”. In contrast with other citrus fruits, the peel of the kumquat is sweet and edible, while the juicy flesh is tart. Diane used them with papaya to make some chutney, that we eat with our spicy dishes. In this photo, the kumquats have a white circle around them.
I figure that no boat blog is complete without evidence of some maintenance work. So here is a photo of the toilet diaphragm pump in our aft head (toilet). It was stuck for a day, so I had to take it apart and over-haul it.
This maintenance work (done about every two years, only when I HAVE to) involves taking the pump apart, cleaning it with various cleaners and chemicals, replacing the rubber bits and then putting it back together – and hoping it makes a seal. Amongst all the other things you might expect to find in a toilet pump, the parts are usually encrusted in crystals that are formed by the combination of urine and sea water. This stuff has to be thoroughly cleaned out. Its much easier, but more expensive, just to replace the rubber flapper and the two valves.
Even though COVID-19 restrictions are in place here in Turkey (like nearly everywhere in the world), we were still able to take a well deserved break from the Alanya area, primarily to visit Mamure Castle about 130km East along the coastal highway 400 – situated on a sandy beach near the town of Anamur (Mersin province). Mamure is reported to be the best preserved Roman castle on the Mediterranean coast in Turkey. For our trip, we had beautiful blue skies but cool weather, starting at 12C in the morning and 16C in the afternoon.
There is snow in the mountains, a good thing because it is very dry here in the summertime.
Unfortunately, when we reached Mamure Castle, it was CLOSED. Consequently, it will be forever remembered as “Manure” Castle in my mind. In the days before departure, we did our research – did everything except actually phone the place, which is pretty difficult for us to actually do. We were attracted to the place based on a Facebook post on the Alanya Expats site a few months ago. When we arrived, it was obviously in a state of disarray and a worker told it was under construction/renovation – something I thought was finished last year. Bummer. We didn’t even try to bully our way inside, just drove away and took a few external photos.
We drove on, heading back in the direction of home in Alanya – and picked up some take-out food in Anemur (all the restaurants in Turkey are closed due to COVID-19 restrictions) and then took a few minutes recalibrate. We discovered that there was a very good alternative site, only a few minutes away. These are the ancient ruins of Anemurium.
But first – our take-out lunch.
Anemurium dates back to the Hellenistic period and is nearly 2000 years old. The ruins are completely vacant now, and stand within view of the Turkish city of Anemur. This is a tourist sign or placard at the entrance to Anemurium. Based on my experience to date, ruins like this in Turkey are always accompanied by good signage written in Turkish, English and sometimes other languages as well.
There are bits and pieces of the aqueduct still in place, although obviously not serviceable. We were looking into a window to the past.
This is “The Odeon” (dating to the 2nd century AD), a special covered structure which was built for musical performances in ancient times.
In addition to performances by the arts, it is known that these buildings also facilitated council meetings. This particular Anemurium Odeon is one of the best examples still standing in the province of Anatolia. It measures 31m X 21m, is 10m high, has four facades and two stories. It has the capacity to accommodate 925-1130 people, consisting of 15 rows of seats, an orchestra, scene backstage and vaulted gallery. Unfortunately, the top canopy or sun cover has long since fallen to ruin.
Here are Eric and Pam (from SV PIED-A-MER III) and Diane.
I was there too!
Diane took these flower photos, and I thought they were cool too.
We had an uneventful drive back to the marina, and I can offer an update on my solar project. I’ve changed out 4 of the 10 solar panels (the back 4, since they are nearly 20 years old), bumping up our solar production to 1820W. I replaced 4 X 75W panels with 4 X 190W panels in “nearly” the same footprint. The new panels actually hang out the back a little bit, which isn’t a bad thing. This required me to move around a few antennae, but things are all working fine.
I also replaced the Blue Sky MPPT solar energy controllers with Victron MPPT controllers (100/50) in order to handle the current, leave room for future expansion and so that I can follow the systems on my iPhone with the Bluetooth app.
A few days ago, I had a record 56A coming into the battery bank (after satisfying the loads). This will only get higher as we move towards summer! The extra current goes into the water heater, as planned.
29 December 2020 – Finally Launched – Alanya Marina Turkey
Its almost the end of the year. As I’ve done many times before, I’m posting a year end snap shot of our travels. In 2020, we broke free from Cochin India, sailing by and stopping at Djibouti, Eritrea, Sudan and Egypt – and stopping at Alanya Marina Turkey. This was a total of about 3980nm.
We have been “on the hard” for nearly four months, and we have finally finished all the painting work and yesterday – launched JOANA.
The sandblasting contractor tried his best not to damage the white boot stripe, but in the end I decided to give him a contract to sand and spray that single white stripe. Of course, while he was working on this, we gave in and decided to repaint the hull (above the waterline to the deck) as well. The hull was last painted in December 2017 in Pangkor Malaysia with Jotun Hardtop XP polyurethane (colour AWL Grip – Jade Mist Green) – but we had lots of bumps and scratches from local fishing boats over the past 3 years. This time, we wanted a glossier finish so we paid “top dollar” for Jotun Mega-gloss polyurethane, and again went with the same colour. Here, the contractor is mid-way through sanding and washing the “green”.
He continued to sand, spray primer, sand/fill and spray more primer.
Then he sprayed 4 coats of the final glossy paint.We were very impressed with the end result.
After the contractor finished sandblasting and spraying the bottom with epoxy (4 coats), a few weeks ago – Diane and I carried on with 6 rolled coats of the same epoxy, giving the bottom at least 600 mils of Jotun Universal epoxy paint. This was going on in the gaps when the contractor was painting the grey/green hull. Next for us was 4 rolled coats of Coppercoat, together with our friends Pam and Eric (Pied-a-Mer III) on the same day. This is the same antifouling paint we have been using since September 2008.
Diane and I put some new vinyl letters on, and presto, JOANA was looking like new again.
We even adjusted the painted booted stripe, lowering it a bit (maybe 6”) at the bow, and raising it a bit at the stern (maybe 4”) in ordering to make the boat look a little more “balanced” in the water. We borrowed a laser level from another boater, and laid the red LED line at night.
I found time to replace the 1500W element in the water heater with a dual element: 500W AC and 300W DC.
My theory is that when there is excess solar energy (in the summer), this can be diverted to make hot water, instead of just heating the cabin like a heat sink. While I was at it, I also changed out the magnesium anode that is part of the drain.
Our last aluminum hot water tank only made it to the 4 year point when it started leaking! I had to buy a 3/4” drive 38mm socket especially so that I could remove and replace the element and drain. I tried last year when we were in India with an adjustable wrench and a pipe wrench but it was impossible – I needed a socket.
As we have moved from country to country, we have not encountered much difficulty in filling our propane tank, probably because we only use it for BBQing. In NZ, due to regulations, we couldn’t get our fibreglass tank filled, but instead bought a NZ tank that used the same threads. In Australia, we exchanged the NZ tank, and again, used a tank that had the same threads. We had both our Australian and US tank filled in Malaysia and India. However, Turkey is different. The tanks, the threads, the valves, even the gas – are all different. This is a photo of our 12 year old fibreglass tank.
To get around this, I simply cut the rubber hose about a foot from the tank valve, and bought a Turkish 10kg tank with valve and hose. I did not use tape on the hose, but the black plastic hose “cover”. The hose is secured with a hose clamp.
We bought a second hand Vitrofrigo freezer when we were in Malaysia 3 years ago, but in the tropics we were never satisfied with its performance. It didn’t freeze fast enough and used a lot of energy. We bought a new slightly smaller but very efficient Isotherm upright freezer. It can run on 220/120V AC or 24/12VDC. This time, I took my time and built it in as a complete installation.
Taking the issue of solar one step further, we have decided to replace the 4 oldest of our 10 solar panels. These 4 panels are nearly 20 years old. We are in the process of replacing 4 X 75W panels with 4 X 190W panels, getting 760W into nearly the same footprint as the previous panels. This will bump up our solar panel total from 1360W to 1920W. More on that in the next post.
On Christmas eve we “scored” a 5kg turkey, and as is our tradition – had a Christmas dinner get-together with our friends. Well, as many as we could safely and legally have during the world-wide COVID-19 pandemic. This included Duygu (a female Turkish member of the marina staff), Pam and Eric on Pied-a-Mer III, and Jean-Yves and his wife Tuba. The celebration was held on Pied-a-Mer because they had the largest table. Here, Pam and Diane are getting the turkey ready for consumption.
More than a month ago, a fairly large Turkish “gulet” (wooden tourist boat) sunk in the nearby bay when a big wind whipped up some slightly large waves (3 feet, tops). Sadly, one Russian tourist died. The boat was raised from the bottom and brought over to Alanya Marina to be lifted with the travel-lift and a crane.
Before launching, I had to sand the bottom paint, the Coppercoat – with an orbital sander and 180 grit paper. It took about a day, and wasn’t too hard. This is necessary to “activate” the bottom paint, exposing epoxy encapsulated copper – so that it can work as a bottom paint.
We launched yesterday, without any drama. I finally noted that the travel lift (regardless of its weight capacity) needs to have a vertical clearance of at least 7.8m for us to lift and launch without taking down any hardware. Alanya Marina uses a 100T lift.
A few hours after we were floating in the water, I did a corrosion survey without connection to shore power, and with connection to shore power (the ground is isolated through an isolation transformer). I did this once in Trinidad about 8 years ago using borrowed equipment. A few months ago, I bought my own Corrosion Reference Electrode and used my digital multimeter to do my own test – after we launched. Their recommendation is -.850mv < protection < -1.100mv. I found that the readings varied between -1.035mv and -1.040mv so my conclusion is that we are more than adequately protected with zincs in the water.
We still have our scooter, but have given up the apartment and moved back onto the boat. Oh, it is good to be home at last sleeping in our own bed.