We decided to remove the rudder, dismantle the propeller and pull the prop shaft in order to undertake a thorough inspection. The stern tube was pressure tested and found to be leaking so it too was removed.
The propeller components were cleaned and polished. A new a new pitch control shaft manufactured to ensure the pitch control mechanism works correctly.
The main shaft was found to be worn and the stern tube badly eroded by electrolysis. The bearings were worn down to nothing and the propeller shaft was not being lubricated in the stern tube.
The mounting on the aft end was badly corroded and one of the main bolt holes was broken away. Continue reading “Rudder, Propeller & Shafts”
Upon close inspection after arrival in Hobart the rigging was found to be in generally poor condition.
The main is a tapered steep tube over the top of a 6 meter wooden plug which extends through to the stem. While the main has a few rust patches and a small hole near the main spreaders it is in generally good condition. The mizzen is a wooden mast and is also in good condition.
Rigger, Anastasia Konstantinidis suggested removing the main mast so that it could be repaired where necessary, sanded and repainted then dressed with new rigging and reinstalled.
Unfortunately funds were not available so the rig was replaced with the masts standing. With hindsight removal may well have been the cheaper option.
All the wire rope, bottle screws and shackles were replaced with Australian standard, load rated equipment.
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.
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.
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.
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.
When the vessel was first purchase there were two generators on board. A 15 kVA Vetus and a 60 kVA Isuzu. The Vetus was removed when the solar was installed.
The fuel supply system to the Isuzu was replaced as described in the section on Fuel tanks and systems.
The fuel system including fuel pump and injectors was removed and completely reconditioned.
A new anode was placed in the engine cooling system and the on-board salt water cooling pump replaced with a a new unit.
The Isuzu exhaust system was rebuilt in copper pipe and new exhaust hose and then plumbed directly overboard via a water trap. The motor was cleaned -degreased and repainted.
A new engine instrument panel was installed in the engine room to monitor the generator performance. Motor and generator operation was adjusted to ensure correct RPM and voltage generation
The Gardner was found to be in good general condition. All eight injectors were replaced with new ones and several spares were sourced as well. The cooling system and heat exchanger were opened up and inspected and reinstalled. No issues were found. Anodes were replaced in the heat exchanger.
A new Morse Cable throttle and gear selection control system was installed to replace the original wire and chain system. The Morse cables run from the newly refurbished lever controls in the wheel house to the engine room.
The control lever in the wheel house were stripped down and new internal parts installed. All parts were supplied by Gardner in the UK.
When purchased the vessel had 4 X 2,500 litre steel fuel tanks. Only the stern port side tank was usable for fuel. The forward starboard side tank was used as a fresh water tank.
The other two tanks were so badly rusted that they were no longer serviceable. All four tanks were removed after closer inspection revealed that there was significant rust damage to the tops of all four tanks.
Two new fully baffled and triple layered ‘flexible’ bladder tanks were specially designed and made to replace the steel tanks.
Two highly structurally designed bays were constructed using heavy gauge steel and structural deck mesh. Steel uprights were bolted to the main ribs of the boat then a slightly sloping floors was constructed and installed. A heavy duty steel top frame was then attached and then the bays were bolted back to the main ship timbers using steel braces. Continue reading “Fuel Tanks & Fuel Systems”
The original focsal space comprised 3 separate rooms. A main crew bunk room with 4 bunks, another bunk room with 2 bunks and a bathroom and toilet. Unfortunately there are no photos of the original focsal areas.
All the internal walls were removed to make one large space. The bathroom was converted to a laundry containing a washer and tumble dryer. At sea the washing machine pumps its water directly over board but in sensitive areas it can be diverted to the forward grey water holding tank. Continue reading “Focsal”
The engine room, like a lot of this boat was in a relatively low state of repair. Maintenance was clearly not regularly undertaken and many parts of the room were in a very sad state.
As well as all the new work on the bilges and fuel tanks (see there own sections) all the overboard pipes in the engine room have been removed and only those required have been retained. All holes to the outside have been plugged and covered.
One new 3″ salt water manifold was installed to supply sea water to the Gardener, the Isuzu generator, the water maker and the toilet system. Each engine has its own strainer basket and take-off. The inlet on the underside of the hull was covered with a new stainless steel strainer.
The new manifold is fitted with removable anodes and has been properly grounded to the boats ‘earth’.
The wiring on the boat, particularly the engine room and wheel house was ‘a joke’. Literally dozens of redundant connections, gauges, pumps & systems, exposed, loose & terminated wires, nothing properly marked and poorly functioning fuses & circuit breakers.
All engine room wiring was exposed then traced and all terminated and redundant wiring removed. The main 240V and 24V switchboards were opened and all redundant circuits removed. The 12V system was removed completely. New 240V circuit breakers were installed in the 240V board for the remaining useful circuits. New RCDs were also installed. Massive amounts of wire was removed.
Due to the installation of solar the current huge switchboard is redundant and will be removed over time. All wiring from both the 240V side and the 24V side will be replaced with new wire as time allows.
During the reconstruction of the saloon main walls new 240V and 24V cabling was installed to replace all the old and redundant wiring located in these walls. Extra circuits were installed for future use. All circuits were connected to the existing switchboard. New circuits were also run to the bar and guest toilet areas.
The forward chain plates were generally in good condition although coated in rust.
The rear chain plates were also extremely rusty but were attached to the topside through rotten timbers. Structurally all six rear chain plates were unsound and had to be removed and the supporting timbers replaced.
The forward chain plates were all sand blasted back to bear metal and then 2 coats of Jotamastic 90 epoxy undercoat applied. They were then painted with a two pack epoxy black enamel. All the rear chain plates were completely removed from the vessel.
The woodwork under the rear chain plates was replaced with hardwood bearers tied to the deck supports. This meant that both the port and starboard side rear top deck walls had to be removed and rebuilt. New 150mm X 150mm hardwood bearers were inserted as primary support for the chain plates. The exterior was then covered with 2 layers of epoxy treated 19 mm marine ply. Continue reading “Chain Plates”