BROADSIDE_Works 2007 - 2010

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Keith & Nicola Silcock current owners September 2010

Steel schooner BROADSIDE - British registered 913271 Ipswich

Reasons for purchase were to secure an easily handled strong and seaworthy vessel of a size to be comfortable for up to 4 people to undertake extended ocean voyages. Thesubsequent refit took account of this requirement.

The current owners original plans have had to change due to circumstances of their business, which is preventing them devoting the necessary time to this venture. An earlysale of the vessel would now therefore be regrettable but advantageous.

SCHEDULE OF WORKS BETWEEN 2007 AND 2010

The vessel was purchased by the current owners from Mr Dik Zaagman. She wasregistered in Holland, named Dwaelduyff, and laid in Palma, Mallorca. The currentowners had her surveyed ashore prior to purchase.

Main points of the Condition Survey, undertaken by Marine Survey Bureau (MSB) on

Mallorca on behalf of the current owners in March 2007, prior to their purchase:

The following code denotes the importance of the recommendation. Theserecommendations should be considered as a guide only and not exhaustive.

A Structural, mechanical or other defects affecting strength, seaworthiness or safety that require immediate attention

B - Non-structural, mechanical, or electrical defects not requiring immediate attention but are to be monitored or dealt with at the earliest convenience

C - Non-essential or cosmetic defects whose repair may be left to the owner's

Discretion1 At the next extended haul out it is recommended that the hull bottom is shot blasted and a new epoxy coating system applied. (C)2 All tanks aboard should be opened up for internal inspection and maintained accordingly. (C)3 Closely inspect the grey water tank for signs of leak and rectify accordingly. (B)4 All bilges and any other hull interior areas showing any degree of rust should beattended to by chipping off scaling rust, wire brushing, phosphoric acid treating,

priming and coating. (B)5 Remove insulating material from aft peak; repaint area and fit new insulating material. (C)

6 Replace portside forward deckhouse window (acrylic) with original safety glass. (B)7 Winch attachment to the masts should be improved employing mounting bracketswith collars around the mast (in stead of relying on self-tapping screws). (A)8 Prior to undertaking any long ocean voyage, the rig should be pulled and the woodenmasts attended to. The standing rigging, unless proven to be less than 10 years old,should also be renewed. Running rigging and mast hardware should be stripped,inspected and renewed accordingly. (B)

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Following purchase in May 2007, the current owners sailed Broadside from PalmaMallorca to Alcudia Mallorca for the summer and then to Tarragona on mainland Spainfor winter moorings in the Marina there. During the following few months the ownersnegotiated with an English surveyor (Dabney) based in Barcelona to oversee the worksrecommended above by Marine Survey Bureau.

The remedial work determined by discussions with a Surveyor led the current owners todecide to completely remove much of the internal accommodation and refit it as part of the planned refurbishment and maintenance works. This also enabled full access to theinside surface of the steel hull for essential maintenance to be undertaken. A budget wasagreed with the surveyor for the works with a completion date of April 2009. The vesselwas lifted out and chocked off ashore at the yard of Juan Samo in Sant Carles de laRapita, south of Tarragona, on 15 th October 2008.

External coatings below the waterline were shot blasted off so that new protectivecoatings could be applied ( 1). This exposed areas of the steel hull where plating hadcorroded internally much more than established by MSB, to the extent that small holesappeared during the shot blasting. Surveyor recommended a full sounding andultrasound survey of the hull, which was done. This showed up areas of the hull thatrequired replating, namely below the water tanks, in the chain locker and in the aft keelsection by the rudder shaft. This and other factors resulting from a more thoroughinvestigation of the internal condition of the hull and fittings determined that the originalbudget cost or programme could not be adhered. Consequently, considerable additionalunexpected works had to be undertaken.

To properly access these areas, all internal fittings had to be removed to enable doublesided welding and application of epoxy coatings following the Hemple system. Epoxypaint was applied to the external hull plating as part of the shot blasting process, toprevent any moisture retention. All replated areas were painted externally to a similar

standard to maintain overall integrity of the coatings. All internal areas of the hull whichwere exposed by this work were cleaned, abraded to remove loose rust scaling, treatedwith anti rust compounds and also had four epoxy coatings applied ( 4). This included theareas below the fresh water tanks, which were removed, thoroughly cleaned and paintedexternally with epoxy before refitting ( 2). At this point the main fuel tank (redundant) wasopened for inspection ( 2). It is not possible to access the keel fuel tank (main servicetank) without removing the engine.

Hull topsides were prepared and repainted with International 2 pack paint with a highgloss finish in Navy Blue with Pearl rubbing strake and toe rails. The rudder wasremoved whilst work was undertaken on the hull and this enabled the cutlass bearing onthe propeller shaft to be renewed, along with the thrust bearing and retainer bolts aft of

the engine. The hull below the water line was painted with proprietary anti-fouling paint just prior to relaunch. All redundant hull apertures have been plated. All sea valves havebeen renewed. All sacrificial anodes on the hull were renewed in March 2007.

The grey water tank was removed from the vessel and disposed of ( 3). A new plasticblack waste tank was fitted in its place. The decomposed insulating material in the aftpeak was removed (whilst still on Mallorca) ( 5). The internal hull surface below thismaterial was seen to be in fair condition.

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Safety glass has been obtained and cut to size ready to fit into the port side forwarddeck house window to replace the existing acrylic material ( 6). Purpose made stainlesssteel brackets have been mounted on the mainmast and foremast with all winchesproperly attached to them with bolts ( 7).

During November 2008, the rig was dismantled and the masts, spars and bowspritremoved. Substantial repair and renovation was undertaken to the wooden masts.During the spring of 2009 the masts, main boom and bowsprit were stripped back tobare wood and treated with 8 coats of Epifanes PP protective coating followed by 4coats of polyurethane UV protective varnish. Additional stainless steel collars andsupports were constructed and fitted, along with scarfed timber collars, to ensure therigging tension did not distort the hoops (as had occurred with the previous rig). Allstainless steel standing rigging to masts and bowsprit was renewed ( 8). The existingbronze bottle screws were retained on Dabneys recommendation.

Some new running rigging was fitted. All bottle screws and shackles both aloft and atdeck level have been seized with split pins or stainless steel wire. The roller furlingsystem for the Yankee (outer jib) was renewed. A new bowsprit safety net was purposemade by sail makers in England and fitted afloat.

The Samson post was removed and a new steel support constructed for it within theanchor locker. This post was refitted and sealed through the deck. A timber anchor chainguide and collector system was installed to prevent the chain from impacting the steelhull [which may have led to the earlier deterioration of the hull plating] and to prevent thechain inverting in heavy seas. The chain locker was fitted with a water drain leading tothe new waste pump system.

The anchor chain was flaked out ashore, inspected and repainted at 10m markers.Wiring to the electric anchor windlass was renewed. All electric wiring going forwardfrom the engine bay and deck saloon was renewed, either running continuously (without

joints) below the new floors or serving the lighting and (220v) power systems within thenew headlinings. Electrical wiring has been replaced in many areas and upgraded tomodern standards. A protective RCD has been fitted to the incoming 220v shore power supply, together with a galvanic isolator. Main cabin lighting is now 12 volt with LCDlamps in most areas plus halogen where necessary. The main engine starter batteries (2x 12v = 24v) have just been renewed.

Whilst masts were down, new VHF aerials were run up each; one for the new DSC/VHFradio and one for the Ipod radio music system. The existing Radar was refitted as it isfunctional. A new Raymarine Tridata instrument system has been fitted which includes,wind speed and direction; hull speed and log; and depth. These have been mounted for easy access from both the deck saloon and the cockpit. A GPS positioning system

existed aboard when we bought her, as well as a hydraulic autohelm system. These arefunctional and have been retained. We have fitted a GPS aerial to the DSC radio(required for DSC operation) and this provides permanent Latitude and Longitudereadings. It can be connected to a laptop for use as a chart plotter subject to software.

All water and waste piping was renewed with new sanitary ware installed as part of theaccommodation refit. This excludes the aft cabin toilet area, although a new handoperated toilet has been purchased for this. The water pump was renewed but the

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accumulator (pressure tank) and hot water boiler were functioning adequately so wereretained.

The main heads incorporates a purpose made shower cubicle with seat, electric toiletand stainless steel wash basin. Wastes from the shower, basin and galley sinks run to acollector box with float switch and pump for automatic discharge either directlyoverboard or into the new black waste tank. An independent macerator pump is fitted for emptying the black waste tank at sea. A new electric bilge pump is fitted in the bilgesump with automatic discharge by means of a pressure switch or manual switching. Aback up manual bilge pump is located next to the new toilet.

The galley area has been completely refitted incorporating a new twin stainless steelsink with hot and cold swivel taps, a twin hob, grille and oven gas cooker, 220vmicrowave cooker, extensive cupboards, drawers and a sealed Iroko worktop. There is a3kW inverter to operate 220v items from the 24v service batteries.

The saloon area has been refitted with seating that incorporates storage, although thenew upholstery has not yet been made. The main sleeping cabin has been constructedwith a full size double berth above extensive accessible storage, with a seat, standingspace and storage cupboards and drawers. A marine Ipod and radio music system hasbeen fitted in the saloon/galley, which has facility for remote speakers (on deck).

On deck, the rigid tender has been moved onto the aft davits to enable new teak deckstorage boxes to be fitted between the heads and saloon deck hatches.

The inventory listed by the previous owner was incomplete and included unserviceableitems. We therefore bought a new inflatable tender with a 5HP 4 stroke petrol outboardengine, 4 low profile self inflating life jackets and a 4 man life raft. The Volvo Penta130HP TAMD diesel engine has approximately 1650 hours of running time recorded andwas serviced in 2008 at approx 1600 hrs. The Mase diesel generator currently cannot be

used. It needs a new battery (purchased but not fitted) but the cooling water is notflowing and needs some attention.

Broadside was relaunched in August 2009 and lay in Spain while we finished some of the work ourselves. We sailed her during June and July, had all the sails up, and shehandles well.

She is available for inspection afloat. The mooring fees are fully paid up until August2011.

Documents

BROADSIDE_Works 2007 - 2010