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.
The 6 Anodes fit on the bottom of the trawler had eroded. Even with the cleared osmosis and anti-fouled hull, they were not going to work well. One was completely eroded to nothing.
This was the best opportunity to replace them. The surfaces needed to be cleared away so the anodes would make a clear contact with the metal of the ships hull. This would cancel currents, to reduce the engine and metals on the hull making charges that would increase the rate of erosion and growth of barnacles and even osmosis again.
The anodes are ideally located where these currents are mostly generated on the hull outside the vessel.
With osmosis treatment applied and dried after a 6 months standard drying time. The epoxy resin can be reapplied to protect the repaired naked fibreglass. This is one of three types of resin. It’s best suited for covering the hull. 5 coats are being applied here, after which the copper coating will bling bronze to gaurd from electro magnetism which would cause earlier regrowth of the osmosis.
Problems: New fittings such as depth/speed log and chirp transducers will require a more durable epoxy resin applied. The parts are best fit before copper coating to my thinking. Let’s see....
To do commercial business on the Mediterranean you need a few things. Not a few cameras; you need an endorsed licence , a certified commercial registered vessel and the go ahead from the country authorities of the waters you’re doing business in.
Not to worry, because for the clear sight of these criteria to appear, TandEadapt, has a few cameras.
The first camera is on the stern of the vessel and is already installed, working with the Garmin Marine Navigation Network on board.
The next two cameras which have just arrived are to be placed on the starboard and port, at angles of the end of mast lights 225 degrees and Nav lights 112.5 degrees for servailance of Starboard and Port, Bow. They will be mounted upon the fly bridge sides for high viewing and discretion.
This along with the stern camera will provide a flexible panaramic of viewing what is occurring outside the vessel. Where the cameras are not at angles to record, the vessel can be manoeuvred to compensate in an instance.
The dates of fitting are unknown but it won’t be before the completion of the structural rebuilding planned in August and September are complete.
Future fittings may include a bow camera, however with hand held devices and other recording devices; from the bridge or fly bridge, it is not essentially needed at this time.
The Bulbous Bow is the final addition being constructucted to improve the stability of the trawler on water. The shape and hydrodynamics are to redirect the current of the water to grip the bow on its course. If correctly navigated and steered, the trawler will hold itself at a cruising speed without rolling or rocking in swells and waves the way it did before.
This addition is custom designed and not practically used on a semi displacement vessel of this type. It would be argued the bulb bow would be innefective due to the light weight and smaller size of the vessel, which would be rocked and rolled anyway. However, this has been designed to work in coilition with the added keels and fins at the base of the centre starboard and port of the ship. This enhances the hydrodynamics of the hull to properly utilise a bulb bow here.
That being said, as the diagram below will show, this addition can only have full affect between two knots of the trawlers speeds. With this particular trawler, capable of 20 knots, I can guess it will be at an optimum cruising speed between 12 and 14 knots. A proper sea trial is required before an actual optimum speed can be quoted.
The barnacles and remaining deposits which covered parts of the trawlers external mechanical manouvering components, were cleared before the final repainting and propeller shaft guards attached.
The hull will have a copper coating, that is a better coat than normal gel coat, for preventing the magnetic fields of the water and instruments causing rapid regrowing and deteriorating problems like, Osmosis and corrosion under external fittings.
The inox shaft and propeller guards will then be fitted to support them on shore landings. Stones and sand could otherwise damaged the propellers, also the shafts could otherwise be buckled under the strain of a mis balanced shore landing.
The Twin Keels were an economical option for stabilising the ship for better comfort on force 4 + sea states. These conditions can bring swells and roll the trawler dramatically side to side.
The keels will drag the trawler still with Keel feet, fins. They work as anti roll components, holding the trawler like a ice skateing boots, as she is underway, stopped or making way.
Finally, with the additional propeller guards and shaft support, they enable the trawler to make landings on anchoring beaches and coastlines.
That’s Darwin for you.
These additions were exciting and also promise to improve the trawlers performance with more stabilised cruising. However, there were a couple dangers to identify.
The first was the base of the keels being inefficient without a bulb or fins at the base of the keel to add tred in the water.
The second was to have the propellers unguarded from landing and the shafts at risk of bending.
These were compensated for with fins at the base of the keel and a propeller guard attached to the belly of the hull. The guard here will support the weight of of the trawler without straining the twin shaft mechanisms.
Aaron Dia Pemberton. RYA qualified skipper. Trawler yacht captain of T&Eadapt