“On the onset of a Newyear.... sending you the warmest of wishes”Saturday 31 December 2011
Saturday 24 December 2011
New Year's resolution in 2012
If boaters make only one New Year's resolution in 2012, it should be this one and it should never be broken: Make a fire emergency plan for yourself and everyone on board - go through it regularly so the planned actions are second-nature. With an average of over one accidental boat fire a week, planning for a fire emergency should be something every boater does.
'Fit a smoke alarm and keep it working', is the blunt advice… following a recent boat fire where the owner was potentially only seconds away from death. The live-aboard boater had no early warning when he awoke in the middle of the night to find his home was filling rapidly with toxic smoke.
Boaters with solid fuel stoves on their boats have a new source of advice to help avoid the two deadly threats of fire and carbon monoxide (CO) poisoning, and at the same time, save money on fuel, with the launch of a stove safety portal on the BSS stay-safe website, www.boatsafetyscheme.com/solidfuelstoves
Boaters are again being advised to avoid using portable gas appliances with integral gas canisters on board boats following an explosion on the Norfolk Broads that sent two people to hospital with burns to legs, hands and faces.
Thursday 22 December 2011
Steel Dutch De Ruiter Motorsailer
I was lucky enough to Survey this Steel Dutch De Ruiter Motorsailer today at Brooms Marine Services. Built Circa 1981, powered by a Ford Lehman 120hp diesel engine with 6 berths. A quality blue water yacht!!
Surveyors comments generally Surveying steel vessels:
Most plate and frame material I inspect on steel yachts is low carbon mild steel and occasionally I will see core-ten steel. The welding techniques differ as mild steel cannot be welded hot and fast and core-ten cannot be continually welded as it can distort. So you will see more starts and stops and this type is much more difficult to weld. I use a welder’s chipping hammer often in my inspections to explore corrosion. Don’t be surprised if you happen to go through on older vessel, and be sure to have written permission from owners before and after to prevent some costly embarrassment. A metal hull inspector needs to know where to look and what to look for. You need to know how to identify three basic problems: deterioration, defects and damage. Deterioration is the largest single defect you will have to identify. This inherent problem is due more often than not to age. The older the vessel is, the more likely you are going to see this type of deterioration, be it rust or pitting. The next largest problem is lack of proper maintenance. The largest inherent problem with steel yacht construction, be they auxiliary sail or power, is the fact that most are not constructed with maintenance in mind. Cabin soles, ceilings, and insulation cover so much of a vessel’s structure and totally restrict internal inspections in many areas. Many steel yachts have integrated tanks--water, fuel or waste--and most do not have inspection plates to allow entry and most of your inspections will not involve entry. Hull defects are often easier to identify because they may be more readily evident. Plate deformation is reflective in nature. If you have plating deformation, you should suspect and look for reflective internal framing defects. Severe point loading from impact or hard grounding can cause cracking or tearing of the plate, frames or welds. A strong light and a keen eye are your best weapons here.
Most plate and frame material I inspect on steel yachts is low carbon mild steel and occasionally I will see core-ten steel. The welding techniques differ as mild steel cannot be welded hot and fast and core-ten cannot be continually welded as it can distort. So you will see more starts and stops and this type is much more difficult to weld. I use a welder’s chipping hammer often in my inspections to explore corrosion. Don’t be surprised if you happen to go through on older vessel, and be sure to have written permission from owners before and after to prevent some costly embarrassment. A metal hull inspector needs to know where to look and what to look for. You need to know how to identify three basic problems: deterioration, defects and damage. Deterioration is the largest single defect you will have to identify. This inherent problem is due more often than not to age. The older the vessel is, the more likely you are going to see this type of deterioration, be it rust or pitting. The next largest problem is lack of proper maintenance. The largest inherent problem with steel yacht construction, be they auxiliary sail or power, is the fact that most are not constructed with maintenance in mind. Cabin soles, ceilings, and insulation cover so much of a vessel’s structure and totally restrict internal inspections in many areas. Many steel yachts have integrated tanks--water, fuel or waste--and most do not have inspection plates to allow entry and most of your inspections will not involve entry. Hull defects are often easier to identify because they may be more readily evident. Plate deformation is reflective in nature. If you have plating deformation, you should suspect and look for reflective internal framing defects. Severe point loading from impact or hard grounding can cause cracking or tearing of the plate, frames or welds. A strong light and a keen eye are your best weapons here.
Wednesday 21 December 2011
Broom 10/70
I Surveyed this 10/70 today at Brundall. The successor to the Broom European and similarly intended for the continental market, the 10/70 has a solid keel which keeps it in a straight line even at a crawling pace, making it ideal for the inland waterways.
Inside the layout is similar to the European, with the galley forward to starboard. The sliding doors from the saloon to the side decks have been deleted allowing for a U-shaped sofa. In the master cabin the twin berths were replaced by a centreline double.
Most boats were fitted with twin Volvo's, ranging from 105HP to 220HP, although a typical configuration is this exmaple with twin Volvo TMD41A (150HP each). Offshore, boat trim was improved by fixed or adjustable trim tabs.
Tuesday 20 December 2011
Cruiser Class Yacht
I Surveyed this little Yacht today at Anne Whelptons Yard at Upton Dyke. Built by Arthur Powley who use to work out of the back of the New Inn in Horning back in the 1920s.
She is of timber construction, accommodates two berths in one cabin. She has a raked stem, counter stern and a fixed ballasted keel. She has a typical Broads type gaff rig, and is steered from an aft cockpit well.
Surveyors comments: Concealed areas within a hull are always a problem but, most wood vessels are constructed in such a way that enough access is available to make a fair assessment. It is usually possible to pull up floors (such as screwed in place plywood panels and the like) and remove enough panelling that one can get a fairly good glimpse of the bottom and lower sides. Carrying an electric screw gun is a must in order to do this quickly and effectively.
Yacht surveyors do carpeting and beds!! That means one has to move a lot of mattresses, bedding, carpets and emptying out of lockers, etc. Once the interior is opened up as best possible, Im ready to begin....
Thinking of Buying a Boat and Need Help? I specialise in Broads Boats of all types and I will assist you to make an informed decision. Contact me for a detailed and comprehensive report at: steventruss1@aol.com
She is of timber construction, accommodates two berths in one cabin. She has a raked stem, counter stern and a fixed ballasted keel. She has a typical Broads type gaff rig, and is steered from an aft cockpit well.
Yacht surveyors do carpeting and beds!! That means one has to move a lot of mattresses, bedding, carpets and emptying out of lockers, etc. Once the interior is opened up as best possible, Im ready to begin....
Thinking of Buying a Boat and Need Help? I specialise in Broads Boats of all types and I will assist you to make an informed decision. Contact me for a detailed and comprehensive report at: steventruss1@aol.com
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