Hull – During

There was  only one small area suspected of having worm damage so planks were removed one by one until no further damage was seen.

Shipwright cutting new Celery Top planks
Shipwright cutting new Celery Top planks

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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.Hull00182

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.

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Hull – After

 

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

Main hull work completed
Main hull work completed

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.

Back in the water - Just the rear chain plates to go.
Back in the water – Just the rear chain plates to go.

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.

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Hull – before

The boat was slipped for the first time in January 2014 at the Hobart slipway. An initial inspection revealed little damage and confirmed that generally the hull was in good condition. Some caulking was replaced and the anti foul replaced.

First slipping Jan 2014
First slipping Jan 2014

The second slipping occurred in Devonport in February 2016.The intention of this slipping was to give the hull and the drive chain a thorough inspection and overhaul. After haul-out the hull was cleaned and then sand blasted back to bare wood to remove all coatings.

Port side prior to work commencing
Port side prior to work commencing

A thorough inspection by shipwright Rudi Dahms showed several planks with Teredo worm damage. A large random selection of fastenings were removed from all sections of the hull and inspected for integrity. We found the percentage of damaged or corroded fastenings, particularly towards the stern to be unacceptable so decided to install over 2,500 new fastenings to ensure hull integrity.

Inspecting hull just out of the water
Inspecting hull just out of the water

The majority of the planking was in good condition and with proper maintenance should last for many years. There were some small areas in the stern which will need to be investigated further at our next slipping in 12 – 15 months time.

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