There was only one small area suspected of having worm damage so planks were removed one by one until no further damage was seen.
New Celery Top slabs were cut by a local saw miller and then shaped into planks by the shipwright. The new planks were fitted, jointed, caulked and sealed. All joints and butts were caulked and sealed. Oakum was used for all caulking.
The false keel was removed at the bow but the rest was not accessible so temporary sacrificial planks were installed along both sides of the keel.
Once all the timber work was completed the hull was sanded and coated with 2 coats of two pack timber preserver then with two coats of two pack epoxy Jotun (Penguard HB) followed by a coat of Jotun Vinyguard and finally two coats of Jotun Seaguardian Anti-foul – Black
The topside was sanded and primed and then undercoated with Jotun Penguard HB and then two coats of Pilot II were applied.
Areas of ‘rot’ on the superstructure and upper hull were exposed and either permanently repaired with new timber of temporarily covered and sealed pending further work.
Further upper hull and superstructure work was undertaken in Launceston to make the ship properly water tight and sound.
Both sides of the rear saloon area were rebuilt using new timer joists and noggins. The walls were covered with double sheets of 19 mm marine ply which was treated with several coats of epoxy. Then the whole surface including the top and bottom edges were sealed with fibreglass , then sanded & painted. The new areas were painted with 2 pack epoxy, Jotun Penguard HB and finished with Jotun Pilot II. See Chain Plates section for more detail.
The existing anchor hawse pipes were removed and refurbished. New steel backing plates were made and new timber supports made to reposition the pipes as they were remounted. New fastenings were used in the repair.
All the bulwarks were stripped of paint, all holes and any areas of rot were cleaned out. New edge timbers were installed to ensure the area was fully waterproof. Once sanded all the timbers were treated with wood preserver.
The rudder flat was a large space, dirty & full of redundant pipes, wires and systems. The steering gear was badly rusted but fortunately only superficially. Originally it seemed that the area contained the main fresh water tanks but these had long since been removed.
The area was cleaned woodwork stripped and painted. The steering mechanism was stripped of paint and rust, primed and painted. We removed several redundant rudder feed-back mechanisms and installed a the correct one for the new autopilot system.
The hydraulic steering rams were removed, reconditioned and re-installed together with new hoses and connections.
All the decks were in extremely poor condition. They all leaked and needed immediate attention.
The large grey area on the upper deck was removed and a new multi layer covering applied.This work effectively sealed all the are above the saloon and foyer and made it water tight.
At the same time all the upper deck hand rails were removed and the upper deck completely re-caulked. The caulking was done properly with all the old Sika removed, the joints were then routed to expose new wood, they were then cleaned with acetone, bond breaking tape inserted and new black Sikaflex 900i inserted. This was left to cure and was then sanded back to bare wood.
The deck was then coated with Awlwood yellow followed by 5 coats of Awlwood gloss. There are still another 7 coats of gloss needed to complete the job. Light sanding between coats.
A thorough examination of the electronics and wiring in the wheel house revealed that the equipment was mostly useless and non functioning. As seems common on many boats I have looked at new equipment is installed right on top of the old without removing anything!
There was a mass of redundant wiring under the wheel house benches.
The wheel house leaked, windows were cracked and much of the glass was only standard household grade. The decision was made to completely gut the wheel house, repair the walls and roof and to start again.
All the old equipment was removed and disposed of. All antennas mounted on the wheel house roof were removed and the holes plugged
All the existing wiring was removed. The old windows were removed. Continue reading “Wheel House”
The water systems on the boat were in very poor condition. Pumps failed, pipes leaked, tanks overflowed or leaked, valves stuck or were completely broken, wiring was faulty and electric motors unreliable. When purchased one of the fuel tanks was being used as the only fresh water storage tank. There was a significant amount of rust and sludge in the water when the boat was at sea. Pipes, sinks and toilets were all badly stained.
Two new 450 litre stainless steel tanks were purpose constructed and installed in the rudder flat.
The tanks are interconnected and are fed from the engine room with either water from the water maker or from water from the shore. Both tanks overflow out board through a drain on the stern.
Leaving the tanks the water is fine filtered and distributed throughout the vessel via a high volume pressure pump located in the engine room. The pump system is duplicated in case of failure.
A new 14 panel 3.71 kW solar system was installed on the vessel.
A solid aluminium framework was constructed on the roof of the wheel house and aft upper cabin and extended over the rear upper deck. Fourteen aluminium frames were then bolted to the framework and the panels mounted into the frames.
A bank of 12 X 2 Volt 1,960 amp hour batteries was installed in the engine room on a specially constructed and strengthened platform. A steel frame was constructed to completely enclose the bank of batteries and fix them to the platform.
Finally a 2,000 kg ratchet strap was used to further prevent any movement of the battery pack. The total weight of the batteries is approximately 1.4 tonnes. Continue reading “Solar”
A close inspection revealed that the Samson post had several small ‘rot’ holes and should be removed and repaired. Likewise the bow sprit. The shipwright also determined that the inner fore stay mounting point should be repositioned further outboard on the bow sprit.
The anchor winch, bow sprit, and Samson post were removed from the boat.
No suitable timber for a new Samson post could be found so a steel cover was made to completely cover the original wood. Continue reading “Bow Sprit & Samson Post”
The saloon and bar area were in reasonable condition but as a result of the work required to rebuild the side walls, a significant amount of work will be required to bring this area back into shape.
The forward table and seats on the starboard side were removed. So to were the two large speaker cabinets on either side at the rear.
The galley is being remodelled slowly. Cupboard storage space is at a premium and there has been a lot of water damage to the wood work over the years.
The stove has been replaced with a new gas range. The oven has been removed. The dishwasher and ice maker have also been removed to provide more space for pantry storage. The port side rear stairs to the upper deck were removed which provided considerably more room in the stove and sink area of the galley.
A new extended stainless steel sink, tap system and bench top was installed into which the new stove top was incorporated.
A new refrigerator/freezer was installed to replace the existing inefficient and energy hungry commercial fridge.
More work is required to complete the galley including cabinet repairs, an extraction fan, new wall coverings and new lighting.
Upon arrival in Hobart in January 2014 the boat had one main sail in generally reasonable condition but with two small tares. The main sail boom bag was in very poor condition and not repairable.There was a mizzen sail in good condition and a mizzen boom bag also in reasonable condition.
The foresail ‘blew out’ during the delivery voyage and was completely destroyed.
The main sail halyard was in poor condition. Continue reading “Sails & Halyards”