Shipshape and Bristol fashion

“Shipshape and Bristol Fashion : in good order; efficiently arranged”

Collins English Dictionary

For those interested in the origin of this splendidly quaint phrase Wikipedia is helpful as ever:

“The saying in today’s form has been recorded as early as 1840 (“shipshape” alone being about 200 years older). The term developed most likely in view of the port of Bristol (in the UK) which had (before the Floating Harbour was constructed) a very high tidal range of 13 metres (43 ft), the second highest in the world. Ships moored in this area would be aground at low tide and, because of their keels, would fall to one side. If everything was not stowed away tidily or tied down, the results were chaotic and cargo could be spoiled.”

The phrase is most commonly used now to indicate that everything has been put well in order and I am, given the time of year, currently ensuring that such is the case with regard to the good ship Dignity before she heads for her summer moorage. As part of this preparatory effort I check that her batteries are charged, that all systems are working as they should be and that both main engine and kicker are in good shape. This last involves running them up and checking for any problems or issues.

Those familiar with marine engines and such-like may prefer to skip ahead, but for any ingenues and those otherwise interested here is a very brief guide to how such things work.

The marine engine in a planing powerboat (as opposed to a displacement vessel) of this size (20ft) could take a variety of forms, but is most usually a petrol (gas) engine either in the form of an outboard or an inboard/outboard (sterndrive). The latter features a fixed power unit within the boat and a steerable transmission ‘leg’ which transfers the drive through the hull to the prop. Neither of these types requires a separate rudder, since steering is effected by turning the whole drive unit.

Dignity has a sterndrive – a Volvo Penta Aquamatic with a 280 outboard drive. This lump is based on a big V8 Chrysler block which has found its way into many marine engines over an extended period. Though the basic internals of a marine petrol engine are similar to those of a car or truck engine, everything else is different. That starts with the cooling system.

In a car the coolant that circulates through the engine block to carry away the heat generated therein passes through a heat exchanger in the form of the radiator. This relies on air flow to take the heat out of the coolant. For a marine engine – often buried in the bowels of a boat – there is no equivalent air flow. There is – however – a  lot of cold water just outside the hull.

The simplest thing would surely be to pump water into the boat, pass it through the engine block and discharge it again overboard. This is not feasible, however, since the corrosion caused by water – and in particular salt water – would kill the engine block in short order. The sea or lake water is instead passed through another form of heat exchanger which is in turn part of a sealed coolant system similar to that used in a car engine. To make everything more self-contained the water is pumped in through vents in the outboard drive and returned to the sea (or lake) by similar means.

This complex system involves all manner of flexible pipes and tubes which must be maintained in good working order – for if it is not and one of the hoses fails the result will most likely be the ingress of a whole bunch of water into the boat itself. This sort of thing clearly couldn’t happen to a car on the M25, but even if it could it would not cause the vehicle to sink!

I trust that all is clear thus far?

Now – running the engine whilst the boat is on land naturally requires that a source of water be provided if it is not to overheat. In the image above you can see a hose feeding water through a device that looks like a pair of ear-muffs into the vents near the bottom of the sterndrive (which is in its raised position) and the spent water being ejected from higher up the leg. This mechanism also comes in very useful when taking the boat out of the salt-chuck, because it is essential to flush out as much salt water as possible before storing the boat – for the same corrosive reasons mentioned above.

OK – I think that is about enough boatery for the time being – though as my head is now firmly in nautical mode I can’t promise that it will be the last word on the matter.