Are You Sick of Motion Sickness?

If traveling by car, train, plane, or boat makes you queasy, there’s good news: Not only can you take steps to stop motion sickness before it starts, you may actually be able to conquer it for good.

Why some people get motion sickness and others don’t isn’t fully understood. Researchers believe it’s caused by incongruence in our body’s sensory systems. For instance, on a slow-moving cruise ship, your eyes may tell the brain you’re not moving at all, but the systems in your brain and inner ear that control balance and posture (vestibular and somatosensory systems) say, “Yes we are!” This mismatch confuses the brain and causes a variety of symptoms, including:

  • Dizziness
  • Headache
  • Nausea
  • Salivation
  • Sweating
  • Belching
  • Acute awareness of the stomach
  • Vomiting
  • Hyperventilation (in extreme cases)

You certainly can take medications to help relieve these symptoms. But if you’d like to try overcoming motion sickness for good, here are some techniques.

1. Take control of the situation.

Not being in the driver’s seat can contribute to motion sickness when you’re traveling by car. The driver of a car is less prone to motion sickness than a passenger, presumably because the driver’s brain is using its motor commands to control the car and can predict the motion. Putting yourself behind the wheel will keep the queasiness at bay. If you must ride as a passenger, try sitting in the front seat and looking at the horizon, which confers a sense of greater control than riding in the back. If you get stuck in the back seat, try conversation and distraction to alleviate the anxiety of not being in control of the situation. Open a vent or source of fresh air if possible and avoid reading.

2. Curb your consumption.

Watch your consumption of foods, drinks, and alcohol before and during travel. Avoid excessive alcohol, smoking, and foods or liquids that “don’t agree with you” or make you feel unusually full. Foods with strong odors, or ones that are heavy, spicy, or fat-rich may worsen symptoms of nausea or motion sickness in some people.

3. Get into position.

Try to choose a seat where you will experience the least motion. The middle of an airplane over the wing is the calmest area of an airplane. On a ship, those in lower level cabins near the center of a ship generally experience less motion than passengers in higher or outer cabins. Isolate yourself from others who may be suffering from motion sickness. Hearing others talk about motion sickness or seeing others becoming ill can sometimes make you feel ill yourself.

4. Equalize your sensory cues.

If you’re getting seasick, lie down to help your sensory systems become congruent. On a train, sit in a front-facing seat so your eyes relay the same movement cues as the vestibules of your inner ear. Also, when traveling by car or boat, it can sometimes help to keep your gaze fixed on the horizon or on a fixed point. The more you enhance sensory congruence, the less likely you are to get queasy.

5. Talk yourself down.

You actually can talk yourself out of motion sickness. A study found that “verbal placebos” — simply telling sailors they won’t get seasick — have been effective in preventing seasickness. Set your own expectations before traveling by saying aloud, “I’m not going to get carsick this time,” or using other affirmative self-talk.

6. Get desensitized.

Desensitization therapy works for minimizing or even curing motion sickness. Expose yourself to short bursts of activities that cause symptoms, and then work up to longer periods. If reading a book in a moving vehicle makes you feel nauseated, try reading for five minutes and then putting the book down. Repeat the five-minute interval over several sessions, then increase to 10 minutes. Over time, you’ll find your body gets used to the activity.

7. Pre-treat with ginger.

Some studies support using ginger as an effective preventive measure for motion sickness. At the very least, it can’t hurt. Take one to two grams of ginger half an hour before traveling for best results. If you’re on prescription blood thinners, consult your doctor before supplementing with ginger.

8. Get in touch with your pressure points.

There’s conflicting evidence regarding the effectiveness of acupressure for motion sickness, but it’s worth a try — even if it’s just for the placebo effect. As mentioned above, simply convincing yourself you can get through a trip without motion sickness can help you avoid it. If wearing pressure point devices—such as wristbands with plastic bumps on them — helps convince your brain you’re not going to get sick, it’s worth a shot. On the other hand, don’t waste your money on magnets. There’s no evidence magnetic devices marketed for motion sickness relief do any good.

9. Ride it out.

Seasickness clears up on its own after about three days. Why? The human body possesses an enormous ability to accommodate situations like incongruence between the sensory systems. Again, in the “think it away” category, you may rid yourself of symptoms if you understand and believe they’re going to clear up sooner rather than later.

If your children experience motion sickness, be sure to let them know the condition usually starts going away after age 12. Sharing this medical fact may help your kids avoid feeling doomed to motion sickness for the rest of their lives.

10. When all else fails, medicate.

If you experience severe motion sickness, go ahead and take over-the-counter medications such as Dramamine or Meclizine for it. These are most effective 30 to 60 minutes prior to when you think you’ll be sick, and can be sedating. If you’re a healthy adult with severe symptoms, you can talk to your health care provider about a scopolamine patch to cope with prolonged episodes of motion sickness, such as during the first few days of a cruise. Be forewarned that it can cause drowsiness, dry mouth, and other side effects.

via 10 Tips to Beat Motion Sickness

Image result for prepping your boat for hurricane season

Take Action to Protect Your Boat During the Upcoming Hurricane Season

Raritan Engineering Company your marine hot water heaters specialists would like to share with you these topics we thought would be of interest to you this month regarding prepping your boat for hurricane season. 

Will you have a recreational boat located in hurricane country as of June 1? Your marine hot water heaters experts talk about how according to recently released predictions by experts at Colorado State University, the 2018 Atlantic hurricane season could be a doozy. 

1. Who pays for salvage? When a hurricane throws your boat across the boatyard into a big pile, sinks it in the slip, or carries it into a football field end zone, you end up with a salvage situation. If the boat is not a total loss and needs to be recovered and brought to a repair facility, salvage costs can escalate quickly. Most boaters assume that the cost of raising or moving a damaged boat to a safe location – salvage coverage – is included in their insurance policy. And with better policies that’s true: They offer salvage coverage that is separate but equal to the boat’s hull coverage limit. 

2. You can lower your “named storm deductible” by preparing. “Storm deductibles,” which increase your deductible for boat damages incurred in a named storm, are common with recreational boat insurance policies today. One way to reduce the deductible is to make active preparations when a storm approaches, such as hauling the boat, lashing the boat to the ground, and removing any windage items such as enclosures, canvas and/or sails. 

Do You Live In Hurricane Territory? Have No Fear With These Ways to Stay Safe

3. Know your hurricane haulout coverage, and use it if you have to. For boats in hurricane zones, “hurricane haulout coverage,” also sometimes known as “named storm haulout reimbursements,” is a must. This coverage helps pay boat owners a portion of the labor costs to have a boat hauled, prepared and tied-down by professionals, which include marina or boat club staff, or to have the boat moved by a licensed captain. 

4. Is your boat trailer insured? Not all boat insurance policies cover boat trailers as a separate item, so if a hurricane topples a tree onto your boat trailer breaking it in half, ensure it’s covered. Your insurance company should know the cost of the trailer separate from the boat’s value.

5. A heads up if you have a liability-only boat policy. Some boaters choose liability-only insurance. That can meet their needs just fine, but ensure that it also includes coverage for salvage and wreck removal, and that separate coverage is available for fuel-spill incidents. 

So don’t forget these great tips for prepping your boat for the upcoming hurricane season. 1) Make sure you have salvage coverage on your insurance;  2) know your hurricane haulout coverage;  and 3) be well prepared, do your homework regarding safety and all insurance coverages.

Sailing Maori Journey, New Zealanders Rekindle Indigenous Pride

Check out our marine water heaters selection here at Raritan Engineering and see how we always take care of your marine sanitation supply needs.

Some, holding Samoan flags, made a beeline for the waka Gaualofa. At the head of the vessel was Fealofani Bruun, a 32-year-old female captain whom many — particularly “Moana” fans — had come to see.

His own waka, the Haunui, circumnavigaes New Zealand spreading a message of environmental conservation. Mr. Barclay-Kerr said the sight of a waka sailing into the bay often awakened memories among older Maori people of oral histories they had learned as children.

“Often they’re not confident enough to talk about it until the waka arrive, because people tell them, ‘Ah, it’s just a story,’ ” he said.

Turned down for the navy, Mr. Dice joined a yacht squadron and then the Coast Guard in the hope that he would learn to sail, but it was the waka that provided the opportunity he sought. He was now preparing for a voyage to Hawaii on the double-hulled canoe in 2020.

A version of this article appears in print on March 15, 2018, on Page A12 of the New York edition with the headline: Sailing Into a New Zealand Harbor, and Recreating History.

Order your marine water heater here at Raritan Engineering and see how we provide you the best products in the marine sanitation industry today.

Be sure to watch our latest video on marine hot water heaters below. 

via Is Your Boat in Hurricane Country?

via Photo

via Sailing into a New Zealand Harbor, and Recreating History

 

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Step-by-step troubleshooting will enable anyone identify issues.

While outboards have become increasingly complex, they continue to operate on much the exact principles as they did before the current wave of EFI/DFI and four-stroke technology.

To start and run, an outboard needs:

Ignition (properly timed)
Fuel/air mixture (in the correct proportion)
Compression
Exhaust

Caution: With the cover removed from the engine, there may be exposed components that could possibly harm you. Unless you are confident in what you are actually doing, leave well enough alone and ask for a tow.

Troubleshooting with most more recent outboards has actually come to be a lot more complicated because of technical advancements like kill switches, start-in-gear protection, electrical ignition and fuel injection, and computer-controlled ignition timing. However this flow chart will help you isolate the issue, so that you may be able to fix it at the dock or ramp using very little tools in a brief amount of time. If not, at the very least, you’ll be able to speak intelligently regarding the problem to a mechanic.

This is by no means a comprehensive troubleshooting manual with regard to starting problems. Purchase a factory service manual for your year/make/model engine. These are developed for technicians so the information could be hard to understand, but they can be a great aid in assisting you identify and take care of problems, if you’re mechanically inclined and have the temperament to do so.

1. Lights And Gauges

In the case that you turn the key to crank the motor and nothing takes place, keep the key in the “on” (not all the way over to start) setting and check to observe if additional components (such as lights and gauges) operate.

2. Battery Switch

In case your boat features a battery switch, make sure that it’s switched to “on” or “both.”.

3. Gear-Shift Position

In the event that you turn the key and the motor will not start but other parts are operating, check the gear shift to make sure it’s solidly in neutral, since many outboards will not actually crank with the engine in gear.

4. Emergency Shutoff

Inspect to see that the emergency shutoff switch cap remains in place. (Depending upon your setup, the motor may not even crank if the kill switch is out.).

5. Battery Cables

If your battery’s reasonably charged, check the battery cables coming from the battery to the engine. Often the positive and negative hookups loosen over time and/or become corroded.

6. Low Battery

If the starter engages and cranks slowly or not at all, your battery may be low. Inspect it using a voltmeter. A minimum of 12 volts is needed.

7. Main Fuse

Check the outboard’s primary fuse. Generally situated in a big red holder on the engine wiring harness, it’s typically a 20-amp fuse that’s easily switched out.

8. Connections

In the event that the fuse is OK, check the primary power plug which connects the engine wiring to the boat.

9. Neutral Switch

In case it still won’t crank, inspect the neutral switch. It’s typically inside the control box attached to yellow and yellow/red striped wires.

10. Starter Solenoid

In the event that you hear a clicking noise or perhaps a low whine but the starter won’t engage the flywheel when you turn the key, the starter solenoid may be bad. Some advise against this, but typically I’ll tap it lightly with a small hammer as a helper turns the key.

11. Primer Bulb

Inspect to see that fuel is actually getting to the engine. Pump the primer bulb (if equipped) and make sure it gets firm after several squeezes. If it doesn’t, look for leakages in the line, the tank or filter, the engine, and a bad valve inside the bulb.

12. Filters

Inspect filter( s) for water and sediment. One is on the engine. Another could be in line outside of the engine.

13. Fuel-Line Couplings

Check that fuel line couplings are safely seated and locked.

14. O-Rings

Examine fuel system O-rings. A torn O-ring might introduce air into fuel.

15. Electric Primer

In case the engine possesses an electric primer, you can usually remove one of the little fuel hoses that proceeds from it to the engine’s intake or carburetor, and have a helper operate the primer (typically pushing the key in) while you monitor to see if fuel squirts out. Avoid letting fuel spill.
via Photo

 

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The Best Way to Remove That Nasty Boat Head Smell

Raritan Engineering Company your boat cleaning products suppliers would like to share with you these topics we thought would be of interest to you this month regarding how to get rid of that funky smell on your boat.

Your boat cleaning products distributors discuss how it’s the time of year when boat heads can start to get a bit funky, so in the interests of family harmony, it may be wise to grab this deadly duo of odor-killing potions from Raritan. Stage One—attack the toilet bowl and surrounds with C.P. (Cleans Potties) Marine Toilet Bowl and Drain Cleaner, whose bacteria-killing powers do not rely on nasty chemicals but will leave the head and its environs a much nicer place. Stage Two—give the holding tank a hefty dose of K.O. (Kills Odors). Also chemical-free, K.O. relies on its bioactive ingredient to break down waste and neutralize those cruise-killing aromas. Between the two of them, your boat should be rendered odor-free in next to no time.

Find all the boat cleaning products you need here at Raritan Engineering, where we always take care of your marine sanitation supply needs.

         via Gear: Raritan Cleaners

March Main YouZign MieOQy

Hold N’Treat-Waste Treatment Systems

A complete onboard waste management system

• Utilizes our best Type l & Type lll MSD
• Satisfies legal requirements in all U.S. waters
• Complete “drop in place” system
• Ultimate flexibility with deck pump-out or treated sewage
• Operates with fresh, brackish and salt water
• Salt feed system required with Electroscan model when not using salt water to flush
• For use on inspected and uninspected vessels
• Available in 12 and 24 VDC Model
• Hold N’Treat Controls are available separately to add to an existing holding tank and/or Type I MSD for ultimate flexibility
• Improved pressure sensor for determining tank level

Buy Your Hold N’Treat-Waste Treatment Systems Today!

via Raritan Engineering

 

Before: the venerable manual head was put out to pasture

Fed Up With Your Current Marine Head? Check This Out!

Raritan Engineering Company your marine heads specialists would like to share with you these topics we thought would be of interest to you this month regarding how to know when to upgrade your marine toilets.

The 30-year-old Raritan PH II head on our Pearson 39-2 project boat still worked, but reluctantly. The marine head on the boat had sat on the hard for two years and if there’s anything marine toilets need, it’s regular exercise to stop rubber or leather parts from hardening and cracking. I could have stripped the venerable Raritan down and rebuilt it, since a parts kit is not expensive, but aside from the fact that it looked its age, it was obvious that more than just the toilet needed attention; the waste discharge hoses were also way past their best, as evidenced by the slight cloacal reek that manifested itself whenever I opened the cockpit locker.

This, in turn, led to some head-scratching over the various options for upgrading or replacing the blackwater system. I planned to spend extended periods of time on the boat, so I’d have to live with the consequences of the decision. 

More of the same?

An upgrade would involve purchasing new hoses, Y-valves, macerator and anti-syphon fittings, and either repairing the PH II or replacing it with a new unit.

Advantages: familiarity—I’ve replaced such systems before; reliability—a new soup-to-nuts system would be odor-free and should last me for the rest of time I own the boat; inexpensive compared to other alternatives.

Disadvantages: annoying to use, especially for guests; I’ve always had a love-hate relationship with manual toilets—no one ever seems to pump them enough to clear the hoses, and there is often a smelly backflow through the traitorous joker valve.

The joys of compost?

Advantages: simplicity—such toilets require no plumbing, therefore no holes in the hull, no macerator and no holding tank (hallelujah).

Disadvantages: grossed-out non-sailing guests; issues with bugs if the proper composting medium isn’t used; pee tanks need constant emptying; the “compost” must eventually be disposed of, either legally or illegally (though I’m sure no one reading this would ever do such a thing); cost.

Your boat toilets experts talk about how these latter points were enough to turn me in the other direction; as awful as holding tanks are, plenty of harbors have pump-out vessels that will come to your boat and empty them whenever you like, and in most marinas you can pump out at the fuel dock. 

Power to the people

So it was that I decided to replace, rather than eliminate, my existing blackwater system. In the process of measuring the hoses for their replacements, I began to recall all the boats I’d sailed recently that were equipped with electric heads. After 35 years of hand-pumping, perhaps it was time to push a button.

Find your marine toilets here at Raritan Engineering, where we always take care of your marine sanitation supply needs.

Not so long ago, electric marine toilets were a bit of a joke; power-greedy, noisy and unreliable. I recall using one that sounded like a blender had mated with a concrete mixer. It put me off the idea for years. But then again, those I’d experienced recently had been relatively noiseless and oh-so-efficient.

The pros and cons were both fairly obvious.

Advantages: compact—macerator built into toilet; typically use less flushing water; push-button convenience; landlubber-friendly; often bigger bowls/seats than manual toilets.

Disadvantages: power draw; noise; complexity (some have two motors); higher cost.

Most manufacturers have several models in their lineups, aimed at either the RV or marine market. These are of varying sophistication, ranging from manual models with electric motors bolted on, to purpose-designed units with single or twin electric pumps—on some models one pump both draws water in and expels waste, while others have a dedicated intake pump as well as a discharge pump. 

Look before you buy

Boat shows are the ideal venue to check out this bewildering assortment of thrones, which vary in size from household to midget. You’ll want to make sure that it is feasible to install such a head and its associated plumbing and wiring in your boat; intake and discharge hoses may need to be re-routed, it may be difficult to find a suitable place for one or two remote pumps, and so on.

All else being equal, here are some factors to bear in mind.

Efficiency: the integral macerator pumps in these toilets deal with waste quickly and efficiently. Units with dedicated intake pumps that deliver pressurized water as the macerator pump handles the waste tend to flush more efficiently. 

Reliability: in an attempt to find a reason not to go electric, I polled fellow sailors online. It soon became apparent that many commenters who argued against electric toilets had little or no actual experience of them, and were merely parroting the prejudices of others. 

The Bottom Line

Winter is the ideal time to embark on such a project. After looking at all the models on offer I went for the Raritan Marine Elegance, which combined a number of desirable features: a near-household-sized bowl with soft-close lid, saltwater intake (freshwater is an option), a powerful macerator concealed in the toilet base, a water trap to prevent holding tank odor from sneaking back through the discharge hose, and quality construction.

The toilet came with the mounting lugs pre-mounted on a sticky template; all I had to do was position it, once I’d confirmed the toilet location, and drill the holes to bolt the lugs down. Then, using the guide supplied in the instructions, I drilled the new holes for the inlet and discharge hoses. This took some concentration, as plumbing and wiring on the other side of the bulkhead had to be moved out of the way.

Push-button delight

With the first press of the button, the toilet filled and flushed. The noise was nowhere near as bad as I feared it would be, certainly less intrusive than the sound of midnight pumping; about a 5-7-second press of the button flushes and clears the bowl, which then refills with clean water, whereas the manual toilet needed about 20 pumps to ensure the deposit had cleared the uphill rise of the discharge hose.

So don’t forget these pros and cons you need to consider before buying your next marine toilet. Here are some of the cons: power draw; noise; complexity (some have two motors); higher cost;  but don’t forget these pros: compact—macerator built into toilet; typically use less flushing water; push-button convenience; landlubber-friendly; often bigger bowls/seats than manual toilets.

Check out our boat toilets here at Raritan Engineering. We are your #1 expert in marine sanitation supplies. 

via Know How: The Marine Head

Six Reasons to Replace Bronze Seacocks with Composite Seacocks

Seacocks and thru hulls have traditionally been manufactured in bronze and served their purpose on vessels brass-seacock

circa 1900. The vessels of that era, relied on basic kerosene lamps for lighting, meth-burning stoves for cooking and had no electronics, internal electrical generation capabilities, circuit boards or anything that could cause electrolysis and corrosion to damage the bronze fittings.

Today, with the addition of mixed metals used below the water line and advanced electrical systems including; gensets, air-conditioning, shore power and close-proximity moorings in marinas; electrolysis and corrosion has become a major problem. This together with some thru hulls and seacocks manufactured from brass has made that issue become much more serious. Bonding (typically Zinc for salt water, Magnesium in fresh water applications) has been the only way to avoid failure through electrolysis and corrosion. However, in the case of brass fittings such as thru hulls and seacocks this to no avail.

Now, in the 21st century composite materials have become the changing force in the manufacture of thru hulls, seacocks and associated plumbing fittings. Here are 6 reasons for replacing your bronze seacock with Tru-Design composite seacock:

  1. Tru Design materials are immune to electrolysis and corrosion
  2. Tru Design seacocks are light weight and strong.
  3. Tru Design seacocks do not pit or jam due to its Teflon™ impregnated ball.
  4. Lubricants are not necessary to ensure long lasting operation
  5. Unlike traditional flanged seacocks, Tru Design’s ABYC H-27 rated seacock assemblies do not require any additional fasteners on or through the hull.
  6. Eliminating the need for backer blocks speeds the installation process saving valuable time and money.

load-bearing-seacock 4WGZFSAll these attributes make composite fittings ideally suited to the salt laden harsh marine environment.

A thru hull fitting has a straight (parallel) thread so that a lock nut can secure it to the hull. The seacock must also have a straight (parallel) thread as it screws down on to the thru hull fitting which relies on a long thread engagement to make a good strong seal between the thru hull fitting and seacock assembly.

TruDesign thru hulls and seacocks are supplied with either NPS (national pipe straight) or BSP (British standard pipe) threads to suit all requirements around the world. The most important thing to remember when fitting seacocks to thru hulls is to never use a seacock with a tapered thread as the engagement on the straight thru hull fitting becomes very short hence weak and prone to leakage.

Load Bearing Collars has changed the traditional way we think of mounting a thru hull and seacock assembly. The load bearing collar adds strength to this very critical assembly on a vessel.

Traditional seacocks use additional mounting bolts (typically three) on a flanged base through the hull to ensure they meet ABYC standards, whilst the TruDesign Load Bearing Collar simply spreads the load force without the need to drill additional holes ensuring a neat, light weight yet compliant assembly.

seacock-comparison fnbpk3

Raritan Is the Only Authorized Distributor of TruDesign Products In the USA

Give Your Alternator a Nice and Long Life

Raritan Engineering your boat toilets suppliers would like to share with you this week some great information regarding easy ways to keep your alternator running strong.

So I was thinking about Bitcoin today, the digital crypto-currency that seems no less cryptic than what’s in my wallet these days, and this got me thinking about giant stone money on the island of Yap, and because I spent most of my time on Yap rebuilding an alternator, this got me thinking about alternator belts.

1 – Check belt for excessive wear. Compare the belt width and depth with your spare belt (you have one of these, right?). When the engine area around the belt is coated with black dust, the belt is probably slipping or misaligned. Small-case, high-output alternators get very, very hot.

2 – Obviously, you must have the right size and type of V-belt. Look for A-series industrial belts, available from most auto parts stores. A quirk of these belts is that the belt number is not identical to the belt length: an A41 belt, for example, is 43 inches long.

3 – Check belt alignment. The belt must be properly aligned with the engine and alternator pulleys. Do not assume that the pulleys are aligned, even if you have a factory-installed alternator. A misaligned belt will often chirp—as opposed to a squeal or screech for a slipping belt.

4 – Check pulleys for corrosion and proper operation. The pulley should not wobble on its axis. If the pulley-end bearings have failed (listen for distinct rumbling or roughness as you spin the unloaded alternator), check alignment carefully after replacing the bearings, as this may have contributed to the failure.

Why Let Your Alternator Die Earlier Than Necessary?

5 – Your boat toilets distributors talk about how proper belt tension is an equally important issue. The correct belt tension depends on the pulley arrangement on the individual engine, as well as the type of accessories driven by the belt. A belt that is too tight can cause problems, but loose belts are more common. 

6 – A Gates Krikit V-Tension Gauge is a handy tool to have on board for checking belt tension. It is easy to use, and the instruction sheet gives belt tension guidelines for a variety of pulley and accessory combinations. 

7 – The engine compartment must be kept clean. A lot of air gets sucked through an alternator. If your engine runs dirty, that dirt will find its way into the alternator, coating the windings and other components.

8 – Make sure the alternator gets plenty of airflow. This may mean increasing engine compartment venting. A beautifully insulated engine compartment that reduces noise is very efficient at keeping the heat inside.

9 – New belts tend to stretch during the first several times you run your engine. After replacing the belt, allow a run-in period of about 10 minutes and check tension again. 

10 – After your final adjustments, make sure your alternator mounting bolts—at the bracket and at the alternator—are tightened down. Some manufacturers give torque for the bracket numbers, 70 to 80 foot-pounds or thereabouts.

Bottom line: By paying a bit of attention to your alternator belt before the season begins, you can save yourself some big Bitcoin down the road.

So don’t forget these important tips for keeping your alternator running strong. 1) Check the belt for excessive wear;  2) check belt alignment;  and 3) the engine compartment must be kept clean.

Man screams when fishing rod pulls away suddenly—then, a friend helps to reel in a ‘monster’

Ever had the feeling when you are out fishing that you have hooked a big one? The man in this video thought so, and when he reeled it in—oh boy, what a whopper! It was a catfish that weighed over 250 pounds (approx. 113 kg).

Fishing can be fun if you are getting plenty of bites and just plain boring when you aren’t. Famous fisherman Yuri Grisendi didn’t have time to be bored though; he had hooked a gigantic fish while out on the River Rhone, France.

After landing the 8-foot monster catfish and taking plenty of photos, Yuri gave it a kiss and set it free. He caught this river monster in 2015, and it was his personal best.

Visit us here at http://raritaneng.com/raritan-product-line/marine-toilets/marine-elegance/ and see how we provide you the best products in the marine sanitation industry today.

Be sure to watch our latest video on boat toilets below. 

via Ten Tips to Prolong the Life of Your Alternator

via Man screams when fishing rod pulls away suddenly—then, a friend helps to reel in a ‘monster’

Image result for sailing etiquette

What Does Proper Etiquette Involve For You? 

Raritan Engineering Company your marine toilet specialists would like to share with you these topics we thought would be of interest to you this month regarding proper sailing etiquette for rookies. 

Your marine toilet professionals talk about the etiquette of sailing involves the proper and traditional ways of conducting yourself on a boat and the rules for sailing and interacting with other boats.

Ask Permission to Board

Before you even try to climb onto a boat, find the skipper or crew and ask for permission. The correct way to ask for permission is to say, “Permission to come aboard?” This is one of the most essential rules of etiquette for sailing and is used when you want to become a guest on another boat.

Don’t Pack Too Much, Pack Smart

While packing for your sailing trip, keep in mind that you will have limited personal space and storage areas for the items that you bring. The more items that you bring, the less room there will be to move around and enjoy your surroundings. It is important to only pack the essentials plus one or two creature comforts that will make your trip more pleasant. For clothing, keep the general weather in mind and only bring the bare minimum. 

Be Safe and Keep Others Safe

Safety is critical while on a sailboat, as there is no local emergency service department to come to your aid within a moment’s notice. Because sailboats are limited in space, there is only so much protective and safety gear that can be brought aboard.

See your choice of marine toilets here at Raritan Engineering and see how we always take care of your marine sanitation supply needs.

Bring Something for Everyone

Whether you’re the host or a guest, it’s common courtesy to bring gifts for others on board. When you are the host of a sailing trip, it is a common pleasantry to bring something to share with everyone, such as breakfast. As a guest, it is also a common courtesy to bring a gift for the host and for the other guests. 

If You’re a Guest, Offer to Buy Fuel

When you are a guest on another sailboat and were invited to go on the trip, it is appropriate to offer to buy fuel. Ask the host while you are still at the marina if you could pay for the fuel that the boat needs before leaving the dock. You could also offer to pay for the fuel at the next fueling station. Offering to pay for the boat’s fuel is a simple way to show your appreciation to the host who invited you to come along.

Ask to Use the Head

Ask to use the “head” before using it. The “head”, also known as the boat’s toilet, requires proper operating instructions so that you do not accidentally cause a clog or overflow. Be sure to not discard excessive amounts of toilet paper, as this may cause a clog. 

Don’t Be Messy

With the limited amount of space on the sailboat, keeping everything in its proper place is essential to everyone’s safety and comfort. Avoid making a mess. If a mess does happen, take the time to clean it up properly. If a liquid has spilled, keep everyone out of the area until you clean it. 

So don’t forget these great tips for showing proper etiquette while sailing. 1) Ask permission to board;  2) don’t pack too much, pack smart;  3) bring something for everyone;  and 4) if you’re a guest, offer to buy fuel.

88-Yr-Old Has Lived on a Cruise Ship For the Past 10 Years

Have you ever taken a vacation that was so great you never wanted to leave? What if you could figure out a way to stay there for the rest of your life?

For Lee Wachtstetter, that vacation was aboard the Crystal Serenity cruise ship, and she has it all figured out.

“I started frequent cruising. But I got very, very tired of packing and unpacking. So I said, there’s got to be a better way to do this,” Wachtstetter explained.

Mama lee has already experienced the hardship of raising children and traveling. She aims to spend her twilight years relaxing.

“Everything is ‘Been there, done that.’ If I’ve been there and done that, I don’t go off the ship,” she explained.

“And I love it when everybody goes touring. I got the whole ship to myself with all the help.”

For about $175,000 a year, Wachtstetter cruises around to tropical locations without a care in the world. “I think I live a fairy tale existence,” she admitted.

Mama Lee has written a memoir titled “I May Be Homeless, But You Should See My Yacht,” documenting her life of luxurious travels. “It’s not a real life, I realize that. Not everybody does this. But a lot of people could.”

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Get Help On Choosing the Right Radar For You 

Raritan Engineering Company your marine heads experts would like to share with you these topics we thought would be of interest to you this month regarding which fishing radar is best for you.  

Your marine heads professionals discuss the big question, dome or open array: Which would work best for you?

Granted, I fish mainly inshore on my bay boat, but still I find times when radar might be useful to me: when I can’t clearly see pelicans diving on pogies in the distance; when fog or low-light conditions make navigation tricky; when I want to see which way a rain system is moving and how fast.

I asked the experts to spell out basic differences between domes and arrays so anglers could more easily take the first step in a ­radar-purchase decision.

Boat Logistics

“Typically we start off first by asking what kind of boat they have,” says David Dunn, director of sales and marketing for Garmin. “For a 25-foot center console, an open array might not be the best fit.”

Weight can also be a significant factor. Domes weigh 15 to 25 pounds, while arrays weigh 45 to 70 pounds — thus requiring a substantial hardtop.

Larger center console and sport-fishing vessels that rise higher off the water or feature taller superstructures gain better performance from open-array radar.

Once you determine what size radar your boat can effectively use, you need to consider how you’ll use the technology. “Ninety-five percent of people are using it for collision avoidance,” says Mark Harnett, Simrad radar product manager. 

Bird finding “comes with power,” Dunn says. “You need to have more power. That’s where we draw the line. The technology in a dome is a lot better than it used to be. 

Higher-power 12 kW magnetron radars such as Raymarine’s HD and Super HD Color arrays work better at finding birds at longer range, says Jim McGowan, Raymarine marketing manager. 

“When you go bigger [in length] with the antenna, you get more detail in the image and a little more power on the target. If you go up on transmitter power, you get more power on the target,” McGowan says.

Beam Angle

Antenna length determines the radar’s beam angle, which is the side-to-side arc measurement of the radiated microwave beam. 

Know Your Needs Before You Buy Your Next Fishing Radar

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For instance, at longer ranges of more than 5 miles, a wide beam might paint an inlet as one large blob along the coastline, while a tighter beam might show both sides of the opening. 

Seeing larger targets can be ­advantageous at times, he adds. “The thing I like about domes: All targets are big.”

Options on Options

Perhaps by now you’ve determined whether you need a dome or an array for your style of fishing. But you still face a second tier of decisions about features and technology.

Pulse-compression radars up to about 40 watts — such as Simrad’s Halo and Garmin’s Fantom dome — can be equivalent to 5 kW to 6 kW radars. Halo transmits chirps of varying power; in general, it emits less power more often than an equivalent magnetron radar. 

The best advice I have is to take the buying process one step at a time, and you’ll definitely enjoy the final outcome that much more.

So don’t forget these great reminders when buying your next fishing radar. 1) Always know how much your boat weighs;  2) figure out your main reasons for using the radar;  and 3) take the buying process one step at a time.

Sailing Maori Journey, New Zealanders Rekindle Indigenous Pride

Some, holding Samoan flags, made a beeline for the waka Gaualofa. At the head of the vessel was Fealofani Bruun, a 32-year-old female captain whom many — particularly “Moana” fans — had come to see.

Hoturoa Barclay-Kerr, a master navigator who has spent decades sailing waka throughout the Pacific, was one of the creative producers of the festival opening. He lamented that the stories of Maori ancestors arriving in New Zealand had long been taught in schools as myths or fairy tales rather than recognized as history.

His own waka, the Haunui, circumnavigates New Zealand spreading a message of environmental conservation. Mr. Barclay-Kerr said the sight of a waka sailing into the bay often awakened memories among older Maori people of oral histories they had learned as children.

Standing knee-deep in the sea on Petone Beach, a 35-year-old Haunui crew member, Dale Dice, said taking to the sea had strengthened his connection with his culture. Mr. Dice, who works as a furniture removalist, said he had tried everything he could think of “to get a chance to sail around the world — but nothing worked out.”

Turned down for the navy, Mr. Dice joined a yacht squadron and then the Coast Guard in the hope that he would learn to sail, but it was the waka that provided the opportunity he sought. He was now preparing for a voyage to Hawaii on the double-hulled canoe in 2020.

A version of this article appears in print on March 15, 2018, on Page A12 of the New York edition with the headline: Sailing Into a New Zealand Harbor, and Recreating History.

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