Im still 'cracking on' with the aft cabin rebuild on my own boat between Survey work. Ive started building the double berth now out of marine grade plywood. Ive converted part of the old single berth into a side unit, which will be a good spot for the TV and a side light. I have also had to cut all the Parki floors to fit-in with the new layout. Ive ordered 70ft of timber cladding to cover the aft bulkhead and I will have some leatherette panels made up for the sides of the berth. Ive also ordered some Teak capping rails to go around the bed just to give it a Grand Banks feel. I also managed to salvage some of the old draws so these have been refitted under the new bed. Ive also managed to source a nice old electric fan heater to be bulkhead mount below the steps. Onwards and Upwards! lol ... has to be finished between Xmas and Newyear as were moving back onboard for a while!
Welcome! I have been surveying boats since 1995, and by 2024, I have completed over 3800 surveys, encompassing a wide range of sail and power boats. Email me: Steve Truss at: steventruss1@aol.com. What can I help you with?
Thinking about buying or insuring a boat in Preveza Greece??
Thursday 4 December 2014
Boat Surveyor for Insurance Ireland
Today's assignment was to Survey this Sheerline Motor Boat. A newer model is under production at Wroxham Marine (Norfolk UK) and will be introduced next year. This was once the flagship of the aft cockpit range, the Sheerline 1020 is a luxuriously appointed, custom-built, six berth cruiser. The three cabins - owner's stateroom, saloon/dinette providing double berth with galley and guest cabin aft - mean that the Sheerline 1020 is ideal for family cruising.
Dimensions & Capacities
Number of berths 6 berths in 3 cabins
RCD Category C
Length overall 10.20m 33´6"
Length waterline 8.11m 26´7"
Beam 3.50m 11´6"
Draught 0.90m 2´11"
Airdraft at lowest 2.13m 7´3"
Fuel capacity (Stainless steel tank) 409ltrs 90galls
Water capacity (Stainless steel tank) 340ltrs 75galls
Holding tank capacity (stainless steel
tank)
327ltrs 72galls
Dry weight 5325kg
Surveyors comment: Great Sheerline build quality, and the hulls are protected with an epoxy barrier coat from new to protect against osmosis. A spacious aft cockpit with helm and double helm seat has ample space for entertaining complete with wet bar and optional cockpit fridge and sink area. The forward stateroom features a central double berth with storage beneath and wardrobes to port and starboard. The aft Cabin offers a twin or double berth layout. I will look forward to seeing the newer model next year.
Thinking of Buying a Boat IN iRELAND and Need Help? I specialise in 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
This example has the 100HP Nanni diesel on V drive. |
And the electrically-powered retracting windscreen and removable canopy mean that the Thames above Osney Bridge and the smaller rivers on the broads are within reach.
|
CAT 'C' means inshore use within 10 miles of land |
'V' drives are a great idea until you have to get underneath the engine to re-pack the stern gland! |
Dimensions & Capacities
Number of berths 6 berths in 3 cabins
RCD Category C
Length overall 10.20m 33´6"
Length waterline 8.11m 26´7"
Beam 3.50m 11´6"
Draught 0.90m 2´11"
Airdraft at lowest 2.13m 7´3"
Fuel capacity (Stainless steel tank) 409ltrs 90galls
Water capacity (Stainless steel tank) 340ltrs 75galls
Holding tank capacity (stainless steel
tank)
327ltrs 72galls
Dry weight 5325kg
Surveyors comment: Great Sheerline build quality, and the hulls are protected with an epoxy barrier coat from new to protect against osmosis. A spacious aft cockpit with helm and double helm seat has ample space for entertaining complete with wet bar and optional cockpit fridge and sink area. The forward stateroom features a central double berth with storage beneath and wardrobes to port and starboard. The aft Cabin offers a twin or double berth layout. I will look forward to seeing the newer model next year.
Thinking of Buying a Boat IN iRELAND and Need Help? I specialise in 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
Tuesday 2 December 2014
Seamaster 30
This was my second Seamaster Motor Boat to Survey in the last few weeks.
The Seamaster 30 was introduced at the London Boat
Show in 1970 and was an instant success. 400 were produced from 1970
to 1981. Bounty Boats made some craft under the name "New Seamaster
30" and from 1984 a new Seamaster company offered the 30 as the
Seamaster "Norther" 30.
The Seamaster 30 was also available without the aft cabin to special order. |
Specification:
Length: 30'; Beam:11'6"; Draught: 2'8½" Weight: 4 tons;
Engine options:
Single or twin Perkins 4107 / 41098 diesel
Single or twin Thornycroft 2.52 BMC diesel like this example.
Various Volvo Penta petrol engines
Various other engines were available to order.
The hull and superstructure were used by other companies
also.
Seamaster claimed a top speed of 13 knots.
Thursday 27 November 2014
Seamaster 813
Today's assignment was at Upton Dyke at Anne Whelptons Boat Yard Surveying this Seamaster 813. The Broker acting for the sale was Pam at Broadland Yacht Brokers.
This boat was designed by John Welsh and a departure from in-house developments. The medium to shallow V hull together with a long shallow keel allowed for an easily handling cruiser.
Several other manufactures used Seamaster moulding to produce their own versions. This includes Ardvark Aird marine and latterly Bounty Boats. Im sure the hull is still used today by Viking 26 with their 26ft widebeam.
The craft also has a square foredeck to offer more space. This model has a particular emphasis on reducing production costs, over 400 of these boats were made.
Several other manufactures used Seamaster moulding to produce their own versions. This includes Ardvark Aird marine and latterly Bounty Boats. Im sure the hull is still used today by Viking 26 with their 26ft widebeam.
The craft also has a square foredeck to offer more space. This model has a particular emphasis on reducing production costs, over 400 of these boats were made.
Lifting her out at Upton Dyke ready for inspection |
Love this classic wooden wheel... |
The engine installation vary enormously from single petrol shaft drive to twin diesel. This example had a single BMC Thornycroft 1.5 diesel. Some models also had Volvo petrols with outdrives.
|
Thinking of Buying a Boat and Need Help? I specialise in 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
Wednesday 26 November 2014
Grand Banks 42 Destiny Refit stage 2
Now winters set ive decided to get stuck into my own boat... part 2 of the Refit! We have enjoyed sleeping in the front double berth all year, but there is so much more room in the back, more like a minny lounge, so im going to build a double bed. There are some good Google images to copy, as most GBS were fitted with doubles, mine was unusual with two singles. As you can see ive gutted the cabin and started replacing the rotten bulkheads behind the water tanks. Its a job id know about when I bought her, but I was surprised at the extent of the deterioration. A bad design on the old Woodies, the rain water gets in around the aft deck hatches and works its way down behind the water tanks. Someones already replaced these once, so its an on going problem i will try to solve. The tanks are only about 10 years old so they are fine, the new plywood bulkheads i will epoxy seal to help prevent the rot happening again.
Stage 2 coming soon.... Xmas time Job!!
This is an image off Google giving me the idea of the new layout....Ill use all the old Teak woodwork so i can make it look as original as possible. |
AN INTRODUCTION TO LPG INSTALLATIONS
I'm presently refitting my gas system on my Grand Banks 42 after numerous failures from a recent BSS inspection. Ive had this article on my website for years so thought id post as an introduction to LPG installations.
Any fuel that produces a flame consumes oxygen when burning and gives off carbon dioxide (CO2) and water vapour. Boats interiors have little volume, and cabin spaces are normally well sealed (they must be to be watertight). The oxygen available in a closed cabin can be consumed quite rapidly. Insufficient oxygen makes the fuel burn improperly and, instead of producing carbon dioxide, it begins to form a deadly carbon monoxide (CO). The combination of oxygen loss and carbon monoxide build up can be fatal-it has caused a number of deaths over the years. Always insure adequate ventilation when burning any fuels; this includes running diesel engines, which sometimes obtain their air via the living spaces in spite of the fact that they should be independently vented. Do not use an appliance for heating unless it is so designed. Never leave a heater on overnight unless it is vented outside the cabin area and adequate air supplies are assured.
LPG (Liquid Petroleum Gas) is kept under pressure as a liquid and when released becomes a heavy flammable gas that is much heavier than air. The aim therefore is to minimise the risk of this gas escaping into your boats interior, where it could quickly accumulate, creating an explosive ‘mix’ of gas and air.
This chapter concentrates on how best to store LPG, how to supply your gas appliances and how to protect the gas system and installation from heat and impact damage. It is always strongly recommend that any work on LPG systems is carried out by a competent gas fitter.
GAS
The two main types of gas in wide spread use are propane and butane. Butane and propane both liquefy at low pressures and temperatures. As gas is pumped into a cylinder at ambient temperatures, these pressures are reached quickly. Then as more gas is pumped in, it liquefies-with temperatures and pressure remaining relatively stable. When a full cylinder is rocked from side to side, the liquid can be heard sloshing around inside. In higher ambient temperatures, pressures in an LPG cylinder will increase somewhat, but never beyond 250PSI; in lower temperatures, it will decrease.
In the UK appliances operating on Butane do so at a pressure of 28 millibars and Propane at 37 millibars. It is not generally possible to change from one fuel to the other without changing the regulator, hence the cylinders and regulators have different threads and fittings to avoid mishaps. As a point of interest butane has a higher calorific value and a slighter hotter flame temperature.
SAFETY PRECAUTIONS
LPG forms a dangerously explosive mixture when combined with oxygen in the air. LPG is considerably heavier than air-gas leaks sink to the bilges. LPG leaks are particularly dangerous on boats: Small leaks can remain undetected in deep bilges. A tiny spark (which can be generated by static electricity on any boat) can blow the boat apart.
INSTALLATION PRACTICES
MARINE GAS DETECTION
Suitable means for detecting the leakage of gas should preferably be provided in each compartment containing a gas-consuming appliance. Gas sensor heads should be protected against damage caused by water and other corrosive agents, and the risk of mechanical damage. The consequences of an LP gas leak on board a boat can be disastrous. Every year there are deaths and injuries on board boats, which could have been avoided with the installation of easy to use and cost effective gas detection equipment.
LP Gas is not regarded as poisonous but is explosive and can lead to devastating explosions if it builds up to sufficient levels. It is measured using what's called the Lower Explosive Limit (LEL). This means that when the concentration of gas reaches 100% LEL it becomes explosively dangerous (i.e. if you lit a match it would go bang). Most gas alarms are calibrated to alarm at 10% LEL, well before the gas becomes explosively dangerous.
A strong smell of gas can be noticed when the concentration is only 0.5% to 1% LEL because gas suppliers add a harmless but strong smelling chemical to the gas. Despite the strong smell this level is not dangerous and therefore the alarm will not sound. This reduces the possibility of false alarms.
Any fuel that produces a flame consumes oxygen when burning and gives off carbon dioxide (CO2) and water vapour. Boats interiors have little volume, and cabin spaces are normally well sealed (they must be to be watertight). The oxygen available in a closed cabin can be consumed quite rapidly. Insufficient oxygen makes the fuel burn improperly and, instead of producing carbon dioxide, it begins to form a deadly carbon monoxide (CO). The combination of oxygen loss and carbon monoxide build up can be fatal-it has caused a number of deaths over the years. Always insure adequate ventilation when burning any fuels; this includes running diesel engines, which sometimes obtain their air via the living spaces in spite of the fact that they should be independently vented. Do not use an appliance for heating unless it is so designed. Never leave a heater on overnight unless it is vented outside the cabin area and adequate air supplies are assured.
LPG (Liquid Petroleum Gas) is kept under pressure as a liquid and when released becomes a heavy flammable gas that is much heavier than air. The aim therefore is to minimise the risk of this gas escaping into your boats interior, where it could quickly accumulate, creating an explosive ‘mix’ of gas and air.
This chapter concentrates on how best to store LPG, how to supply your gas appliances and how to protect the gas system and installation from heat and impact damage. It is always strongly recommend that any work on LPG systems is carried out by a competent gas fitter.
GAS
The two main types of gas in wide spread use are propane and butane. Butane and propane both liquefy at low pressures and temperatures. As gas is pumped into a cylinder at ambient temperatures, these pressures are reached quickly. Then as more gas is pumped in, it liquefies-with temperatures and pressure remaining relatively stable. When a full cylinder is rocked from side to side, the liquid can be heard sloshing around inside. In higher ambient temperatures, pressures in an LPG cylinder will increase somewhat, but never beyond 250PSI; in lower temperatures, it will decrease.
As long as an LPG cylinder is kept upright, there will always be gas at the top, liquid at the bottom, and stable pressure-until the cylinder is almost empty. At this point the pressure begins to fall as the last of the liquid evaporates.
The principle difference between butane and propane is the former liquefies at higher temperatures and lower pressures for the latter. In extremely cold weather, liquid butanes rate of evaporation from a cylinder can slow to the point at which appliances fail to work properly. In these conditions propane should be substituted.In the UK appliances operating on Butane do so at a pressure of 28 millibars and Propane at 37 millibars. It is not generally possible to change from one fuel to the other without changing the regulator, hence the cylinders and regulators have different threads and fittings to avoid mishaps. As a point of interest butane has a higher calorific value and a slighter hotter flame temperature.
SAFETY PRECAUTIONS
LPG forms a dangerously explosive mixture when combined with oxygen in the air. LPG is considerably heavier than air-gas leaks sink to the bilges. LPG leaks are particularly dangerous on boats: Small leaks can remain undetected in deep bilges. A tiny spark (which can be generated by static electricity on any boat) can blow the boat apart.
INSTALLATION PRACTICES
Compartment requirements: Gas bottles, both in use and in storage, must be kept well secured in compartments that are sealed from all machinery and living spaces, and vented overboard. LPG compartments need to be vented from the base with a minimum internal diameter of 19mm (B.S.S exemption to 12mm on older vessels), which slopes continuously downwards so that no water can form a U-trap, which exit’s the hull above the waterline at all angles of heel. This is continuously picked up during surveys, many drain hoses are found to be looped up and contain water! All gas vents must exit well clear of engine exhausts, ventilators, and air intakes. Gas cylinders must be secured in an upright position (again very few cylinders during surveys are secured properly). If an LPG cylinder tips over, liquid instead of gas might come out-with potentially dangerous results.
MARINE GAS DETECTION
Suitable means for detecting the leakage of gas should preferably be provided in each compartment containing a gas-consuming appliance. Gas sensor heads should be protected against damage caused by water and other corrosive agents, and the risk of mechanical damage. The consequences of an LP gas leak on board a boat can be disastrous. Every year there are deaths and injuries on board boats, which could have been avoided with the installation of easy to use and cost effective gas detection equipment.
LP Gas is not regarded as poisonous but is explosive and can lead to devastating explosions if it builds up to sufficient levels. It is measured using what's called the Lower Explosive Limit (LEL). This means that when the concentration of gas reaches 100% LEL it becomes explosively dangerous (i.e. if you lit a match it would go bang). Most gas alarms are calibrated to alarm at 10% LEL, well before the gas becomes explosively dangerous.
A strong smell of gas can be noticed when the concentration is only 0.5% to 1% LEL because gas suppliers add a harmless but strong smelling chemical to the gas. Despite the strong smell this level is not dangerous and therefore the alarm will not sound. This reduces the possibility of false alarms.
Friday 17 October 2014
Westerly Centaur
I had a trip out to Loddon on the South Broads yesterday to survey this Westerly Centaur. She was designed in 1968 by Jack Laurent Giles as a more modern and roomier replacement for the existing Westerly 25. She was probably the first mass-production yacht to have had the design tank-tested before a prototype was built, and this, plus Laurent Giles's earlier experience with bilge keel designs, was probably the reason for the Centaur's good performance under sail. Looking at a roomy boat with good headroom and a powerful diesel makes many people regard Centaurs as motor-sailers. They are not - they actually sail very well, although as bilge-keelers they are always going to be slower to windward than similar sized fin-keelers.
Thursday 9 October 2014
Sessa 42 for sale in Norfolk UK
I must apologise for no BLOGGING this week! Ive been trying to catch up after probably one of my busiest seasons. Things will slow now up until Christmas, maybe its time for a holiday!
Anyway, I was back at Norfolk Yacht Agency yesterday to Survey another stock boat owned by them. This was the older model Sessa 42 (2006). Italian, and built with a solid-fiberglass bottom and foam coring in the topsides. The hull and deck are bonded, screwed and then sealed with fiberglass tabbing around the interior perimeter, keeping the boat completely dry. She is Europe’s Category B for recreational boats, which means she can apparently withstand 40-knot winds and 13-foot seas! She certainly performed well on the river trail and we reached a top speed of around 32 Knots with her punchy 310HP Volvos on duo sterndrives.
She was highly maneuverable on the river trial and incredibly fun to drive |
Electrolysis! |
New props please! |
310HP Volvos |
Surveyors comments: Surprisingly well built and well put together with quality parts. Stylish inside and out, roomy and comfortable.
Thinking of Buying a Boat and Need Help? I specialise in 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
Thursday 25 September 2014
Concrete 40ft Motor Sailer
Back in the day these Ferro Hulls were popular with the DIY builders. This was an interesting assignment today. The aging owner had passed the boat down to his 23 year old grandson and he wanted to know if it was worth while carrying on with the project. The instruction was to check the vessels structural integrity after sitting in a shed for the past 40 years.
Ferro cement boats were first built around
the 1850's, loads still survive and are floating today. During WWII pretty
large vessels were built of the material. I remember four huge floating concrete barges we use to fish off when I was a kid growing up in North Wales.
Though many good yachts have been built of this material, like the ones by Windboats Ltd. to Lloyd's approval, the reputation has been dead in this country for some time. Europe is catching up with this opinion, for a number of reasons, difficult and expensive surveys being one!
Anyone interested in the method should try to find Jay Benford's book on the subject "Practical Ferro-Cement Boatbuilding" it covers the methods and correct ways to build lighter, stronger ferro yachts. Benford Design Group or Tiller Publications may still have a copy around.
Surveyors comments: If one can get over the idea that concrete really can float, I think ferro built well is a useful boatbuilding material. The element that provides the strength (the meshing) is hidden and can not be inspected, except by drilling holes through the hull. Usually over weight, slow and sluggish, and difficult to sell second hand...Get an INSURANCE quote before you buy!
Thinking of Buying a Boat and Need Help? I specialise in 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
Carefully cured mortar over a steel mesh and rod matrix, results in a structure that is tough, strong, will not burn, resistant to chemicals, not affected by ice and gets stronger with age. |
Though many good yachts have been built of this material, like the ones by Windboats Ltd. to Lloyd's approval, the reputation has been dead in this country for some time. Europe is catching up with this opinion, for a number of reasons, difficult and expensive surveys being one!
Anyone interested in the method should try to find Jay Benford's book on the subject "Practical Ferro-Cement Boatbuilding" it covers the methods and correct ways to build lighter, stronger ferro yachts. Benford Design Group or Tiller Publications may still have a copy around.
The birds and ... |
the Bees! |
The plans came from Auckland in NZ |
Surveyors comments: If one can get over the idea that concrete really can float, I think ferro built well is a useful boatbuilding material. The element that provides the strength (the meshing) is hidden and can not be inspected, except by drilling holes through the hull. Usually over weight, slow and sluggish, and difficult to sell second hand...Get an INSURANCE quote before you buy!
Thinking of Buying a Boat and Need Help? I specialise in 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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