A full day to keep all electrics and materials away from the debris of the interior rebuild. The full covering will give a guard to the vinyls gloss, wires and connections, material which would obsorb dirt and be ruined, then also the devices themselves, which might be scratched or even brought to flames at random moments functioning with dirty or disrupted circuits.
The rebuilding is due to be started by next month. In that time, we’ll be organising coding materials for legal commercial registration.
The shower door handles were changed along with the less than perfect finished vinyl, which was jagged and layered around the previous fittings.
To resolve and repair the door posters, the fittings were removed. Then a new application of the vinyl was added. The fittings were then replaced over the vinyl, with an addition of two sea horses for added atmosphere.
The manoeuvring components of the vessel were coated in a protective solution, which slows the affect of pressure changes causing cavities.
The image above shows the cavities which are caused when the shafts, propelled, tri, tabs or rudders are activated through high levels of pressure changes. Find proper propeller protection !
The standard gel coat that finishes with a mat blue or black, is effective for half a year or even annual protection. It is preferred for being economical when vessels are raised every quarter year or more for general services under high use. For TandE Adapt, the Copper was a better guarder, our passage making is not determined by an agenda and neither is maintenance after.
The Copper Coat is a glossy metallic guard, which slows the process of erosion from electrolysis that passes from the components of the engine and electronical systems . prolonging the protection of the hull under the boat, from erosion and osmosis is more imperative with a yacht which is possibly moored for indeterminable periods of time. After which, the coat can be reapplied. Where it is only 100 - 200 euros extra, it saves after a vessel is moved and left, for an unexpected few months and then requiring a 1000 euro osmosis treatment after, with only standard commercial gel coat.
Removing the residue of the symbols and lettering on the vessel was more tasking than polishing the entire clear hull twice. It was done over three days to sustain a good quality finish without damaging the vessel or equipment. The residue required shifting with repeated application of the polisher and heavy duty wash and wax solution, to lift it from the hull.
There was perminant staining on the stern transom. The heat of the sun had burned in discolouring on the GRP under the vynol lettering.
As the staining would not be moved with the polisher, the first option was to leave it. The slight yellow however, revealed the lettering of the previous name which might confuse crew or other people. It was better to hide or remove it.
The second option was to cover the transom in a coloured vynol: white, black, or green, it wouldnt matter, as long as the name was covered. This was attractive at the possibility of including a design of some kind, like a mermaid or red lips, at the placing of it.
The third option is most practical and the one to be used if possible: this is to place a new panel on the transom with the ladder removed to insert a gate door stern entrance.
The GRP Hull is ready for polishing, cleared of all previous labels and designs.
The polished hull will need to be treated after polishing to strengthen stressed spots.
As the vessel stands; she is a mighty, mucky white.
The new, Boiler B3, has replaced the cracked one which was expected to start leaking.
Leaving the cracked boiler in use, there was a high risk of water flowing out the tank. If that happened: the bulk head and it’s contents would erode more quickly, causing more maintenance fees. There was also the risk of water damage to contents or even consistent flooding when left unmanned. A flooded bulkhead can cause a vessel to sink.
For these reasons the boiler was prioritised to be changed before adding many updates, though it was only cracked.
The application of three coats over 3 days made the finish even.
The colour and wood stain worked better than a transparent varnish like wood skin. The sanded skirts of the boats were a mix of shades and a full body coloured stain was needed to protect them, as the trawler waited outdoors for refurbishing in the shed. The different shades of the skirts would otherwise appear through the transparent varnishes and the job would appear messy.
Wood rot spread after the collision of a neighbouring yacht into the starboard beam and wood of the trawler, in 2016. The rot was amplified by the dry docks sun, without varnish protection and dissolved wood stain.
The rotten wood has been replaced with new beams and fitted into the decking of, TandEadapt. To preserve the new beams and remaining original ones. Woodskin varnish, with its glossy and amber like finish, is the first option here. Despite the more difficult lengths of application. The job of Varnishishing is being planned for a protected coat before the trawler goes into a boat shed for further updates.
The final network component to be mounted was the icom receiver, Ic- m603. It’s one of three DSC (Digital Select Calling) radio receivers on the vessel network. All are properly connected to give accurate information through each device via mnea 2000.
How does it work?
There is an antenna connected to the devices which provides its gps position and call out range. A transponder on the vessel, the icom ma-500tr, recalls this information with AIS ( Automatic Identification System) . It then transmits a more detailed logbook of data, as well receiving. This information includes details of any ship with AIS on the water. If a ship does not have AIS, it will only appear on radar.
The radar is connected to the same network and works through nmea 2000, with the chart plotters. Again for the same positioning reasons, there are three chart plotters on the vessel. The Garmin network of the gps chart plotters, is also connect through nmea 2000 and is compatible and sharing with the icom systems.
This sharing allows the AIS transponder information to appear on the chart plotter screens. It gives you automatic course heading away and to, emergency alarms, and other aids for safety and navigation. That’s how it DSCs it.
These navigation aids are position for the captain and navigator, in the lower helm and on the fly bridge upper helm. This can minimise risks and provide optimum servailance on research, with the delegated crew of three or four.
Aaron Dia Pemberton. RYA qualified skipper. Trawler yacht captain of T&Eadapt