Build diary of narrowboat Ecky Thump

Steep learning curve

2012-08-17T15:05:00.000-07:00

Fine weather arrived just in time for Steve's open weekend at Glascote basin. Although he had generously laid on a fourth barrel of beer this year, they were all empty by midnight on the Saturday, attesting this was his most well attended yet.

My sister and brother-in-law arrived as planned the following Tuesday lunchtime bringing even better weather. After a quick briefing on lock operation (blind leading the blind) it was with some trepidation I cautiously backed Ecky Thump out onto the Coventry canal, immediately facing a drop through my first two locks. All went smoothly though and I was soon chugging, or should it be thumping given the distinctive exhaust note, towards Fradley junction.

My new crew chose to scout ahead on bicycles so I was left to myself as I made a pigs ear of passing through a bridge hole following avoidance of an oncoming boat, thankfully not repeated. Not wanting to tempt fate though I managed to tie the boat up by myself as we passed through Hopwas with its rather nice canalside pubs. A couple of pints and a home made pie my sister brought along made for a perfect evening.

A relatively early start with the vague thought of reaching Great Haywood junction was heralded by embarrassingly large quantities of smoke and soot from the exhaust. The JP2 had been running for several minutes before hand so not sure why this happened unless something stuck on the injection pump. Suffice to say the smoke haze, which almost obscured the front of the boat, quickly cleared and it hasn't done it since.

Fradley junction appeared just before lunchtime and a left turn was made without issue onto the Trent and Mersea, despite a boat maneuvering right on the junction. Rising through a couple of locks we squeezed into a barely adequate space for lunch. Still feeling a little stressed I had a quick nap before continuing. My crews scouting ahead worked well and they regularly rode back to advise of oncoming boats which helped this newbie no end. It was particularly helpful at the previous Armitage tunnel as we approached Rugeley. The roof was taken off some time ago to combat subsidence leaving a not particularly straight, narrow rock cutting. Negotiating this required some concentration but thankfully nothing coming the other way.

The night was spent on the north side of Rugeley, a sad town full of closed down pubs and shadowed by a huge power station. The good news was a five mile trip the following morning had us at Great Haywood with a mooring right by the entrance bridge to Shugborough park which we planned to visit. The weather got even hotter and below the ancient bridge over the adjacent Trent, children were seen paddling and swimming in the wide, shallow river.

After exploring nearby Shugborough hall, the following morning I made a half decent job of making the tight left turn onto the Staffs & Worcester canal. Rising through a few more locks we comfortably made Penkridge town and moored close to the Boat Inn which provided us with an excellent evening meal. As the pound was down a little I was encouraged to steal a little water from the larger one above. This at least allowed us to sleep with the boat reasonably level. Saturday and a couple more locks within the town had us at Otherton marina or should it be bird sanctuary. My crew cycled off on Sunday and I returned to Essex the following day to commitments there.

Returning on the Thursday I started my first day of single handing rising through five locks in quick succession. Often if there is a boat behind you, their crew will help as its in their interests to have you through as soon as possible. Such was the case on this occasion, and I made Autherley junction by mid afternoon making a good job of the very tight turn onto the start of the Shropshire Union canal, but immediately faced with a stop lock and nothing to tie up to. Unfortunately a small hire boat the other side of the lock had no sympathy with my dilemma so had to wait until they were ready to pass through, when I backed out again. I was soon on my way though and made the beautiful but shaded moorings of Brewood cut that evening.

My plan was to do the full length of the Shroppie, 66½ miles dropping continuously through 43 locks to Ellesmere Port where I would visit the canal boat museum. With stops at Norbury junction, Market Drayton where I spent an extra day, Audlem and Beeston, I made the outskirts of Chester outside the neat village of Christleton by Thursday evening. After Barbridge and the turn off to the Middlewich branch all locks become wide double width and the previously narrow bridge holes open up.

Sadly the canal doesn't get much deeper though. I suspect my boat with its 15mm base plate is a little more than its quoted 27 inch draught. Apart from going aground occasionally, minimal depth can be felt as the steering becomes very heavy and often speed can be maintained or even increased by reducing engine revs allowing the stern to dig in less. With an inch or two under the keel though the boat steers well with just a firm occasional nudge to the right to combat the walk from the right hand prop, and three mph or more can be maintained easily. Reversing on the other hand offers little steerage, but I have found that using the bowthruster to get the boat pointing in the right direction will allow it to continue in a straight line.

Having discovered that Ellesmere Port boat museum was open on Sundays, I left the heart of Chester on Saturday morning and was soon faced with the daunting triple staircase locks to descend. I eventually got help whilst in the last chamber but that only served to nearly flood the boat when the help overfilled the chamber above creating a serious waterfall in his impatience to prepare the locks to ascend.

Progress was a little slow on the second part of the nine mile section. Weed built up until it formed an almost continuous carpet across the canal. Apparently this often happens in the area during the summer months but given the exceptional wetness this summer was worse than usual. Folk had even mistaken it for turf and got themselves rather wet.

Amazing to see the Manchester ship canal just four locks below with a huge cargo ship filling the skyline as it passed by at maybe 10 knots. I moored at the top though after winding through the weed in preparation for the return. Enjoyed the museum visit on Sunday after the weather had thrown a tantrum, before leaving late afternoon for Chester again. Not before removing huge clumps of weed from the prop though.

On the technical front, the engine and electrics have behaved themselves admirably. There are some oil and a diesel leak to be investigated, but Martyn from MPS has promised to give it the once over. The engine starts easily and the sound of it ticking over at exactly 320 rpm then spooling up as it dumps torque into that huge flywheel always gets me.

The only electrical issue was when the 100 amp bowthruster charge fuse blew. I put it initially down to exceptional performance from the 90 amp alternator feeding it, but have since realised the smart splitter on the output has a finite time before the backfeed from other banks is inhibited. I was pleased to see the washing machine ran a cycle whilst cruising although the engine noticed the extra load. Powered by the inverter the alternators comfortably kept up with the power drain from the batteries, leaving them fully charged after it finished. I have yet to confirm the automatic bilge pump works especially since it uses the same type of float switch that failed on my shower pump-out. Fortunately I specified a manual override which does allow the little water leaked by the calorifier pressure release valve (PRV), to be pumped out. This happens every time the water gets hot so maybe there isn't sufficient difference between PRV release and water pump pressure. In the meantime I've turned down the immersion heater thermostat a little.

The finished product

2012-07-13T13:35:00.001-07:00

Well its been worth the wait although given the time in anticipation, the handover was inevitably a little of an anti-climax taking place in yet another downpour. Three car loads of personal items were installed aboard then numerous trips to local stores to add galley essentials and food stocks.

Ecky Thump moored in Glascote Basin during a brief spell when it wasn't raining. The device on the white pole provides a long range WiFi hookup to local household utilising BT's internet sharing scheme.

The finishing touches since its show debut include the Kardean flooring using re-claimed Victorian oak effect strips in saloon, galley and bedroom. It matches the real wood so well you cannot tell its artificial. In the bathroom, diagonal set marble effect square tiles are used with silver strips in between. Given the minimal length apparently only one tile didn't need cutting. All have been fitted to a very high standard though.

Galley now fully operational. Note expensive but superbly crafted custom spice rack. The half round breakfast table with bargain price gas strut stools from B & Q, are proving more useful than expected. Although compact, the saloon accommodates two swivel recliners plus a foot stool.

SMD LED lights have replaced most of the quartz halogen bulbs. Although difficult to match the light output of the original 20 watt ones, the power consumption will be a small fraction allowing them to be left on without concern. Given the price of metered electricity the Mikuni diesel heater is proving useful to provide hot water. Its controlled by a battery driven timer/stat located in the bedroom with two on/off cycles per day.

Recently fitted neat alternator mount ladder. Top 160 amp unit charges the service battery bank. The bottom 90 amp one feeds all three banks via zero volt drop three way selective splitter which can be seen top left in right hand picture. The fuse to the right protects the long charge cable run to the bowthrust batteries.

I measured 156 amps from the top one at 650 rpm engine speed whilst testing with a 3kW kettle. With the second alt helping we were only 25 amps short of matching the load from the inverter.

Although the mechanical standard of the electrical installation was excellent many minor issues were found requiring correction, although I think I've nailed them all now. Tony did point out it was the most complicated electrical fit he had ever done. A failed shower pump-out float switch created a minor drama when 9 gallons of water were found under the engine room floor, fortunately well below the electrics. It was soon pumped out and a new float plus a manual override switch I had previously supplied (but deemed unnecessary!), fitted the following day. Seems I am the only customer to have suffered this problem though.

The boatman's cabin looks more the part now with the addition of a suitable quantity of canal ware. Val's relief was palpable, although I thought it looked rather nice previously decorating her fireplace. The three gallon Buckby can I acquired on eBay now needs repainting to match the boat. Note also the superb opening cabin stool, a Christmas present from Val, built and painted by Terence Edgar.

The thick carpet was custom knitted by Val from North African wool ribbon using giant wooden needles. She also threaded up the ribbon plates recently purchased at the Crick show.

So after a prolonged build I'm finally ready to go cruising - except the rain won't stop! In fact since Steve's open weekend is only a week away I will probably stay based at Glascote Basin armed with a catering size can of Brasso. The following Tuesday we finally depart with my sister and brother-in-law as crew. Can't wait - more to follow when I hope to report on the boats performance.

Work of art

2012-05-25T03:52:00.000-07:00

Very close to finishing now. Ecky Thump is in dry dock, the bottom is already blacked and the chunky 24" x 22" Crowther prop fitted. Although this will load the JP2 nicely, I would have preferred a larger diameter with lesser pitch, but the modest draught Steve now builds his boats to, with good reason given the lack of dredging on many canals, precludes such.

A stationary boat in the covered area of the dock lends itself to having the external artwork and signwriting added as well. Not surprising then meeting Kevin, a thoroughly nice chap that Steve employs to do this skilled work. Born in the same year as myself, Kevin is very much old school with forty years experience, and it shows.

My take on an Old Thumper beer bottle label celebrating the engine and painted between the cabin portholes, is left until last, but as can be seen the majority of the work is already done and will be completed early next week. Inside roses and castles already adorn every spare space, on the inside of exterior doors, cupboard doors and BMC table. In the picture of the rear doors, you can just make out on the right a slot above the interior decoration for the marine VHF radio. Above that are the bowthruster controls.

Given the time constraints, whilst Kevin weaves his magic outside, work continuous at a frenetic rate inside.

The engine installation is near completion although time hasn't allowed the alternator mounts to be tackled yet. Nevertheless I was told the engine had started first time the day before once a bit of red diesel was bled through. It was a proud moment when Tony gave me a quick demo. Hardly a half turn of the flywheel before it fired and settled into a steady slow thump. Almost an anti-climax, it was though it had been there ever since it was built nearly eighty years ago. If they still made threepenny bits, I swear one would have balanced on the rocker covers such was the smoothness. Note the neat oil tank installation mounted on a custom bracket, exactly as I had hoped, allowing easy draining with access to the underfloor area below.

Whilst there is no engine charging yet, the fruits of of Tony's continued work on the electrics are a complete working bow thruster installation. Two batteries located in the forward part of the starboard well deck locker power the Nobels 9 hp unit. As usual the cabling hooking it up via isolators, fuses and shunts is to Tony's high standards.

Both stoves are now installed and in the bathroom the quadrant shower, loo and finally the vanity basin tap are fitted. Still awaiting a matt black towel rail, but that is work in progress.

At 24 inches this is the largest prop that can be fitted comfortably between uxter plate and rudder stay. Note long swims, a Hudson trademark.

As Steve was having trouble obtaining an appropriate gas solenoid valve, with more time on my hands I managed to source a "CE" approved one with the ½" BSP fittings to accommodate the piping demanded by the BSS examiner. This will allow me to remotely turn off the gas supply in the bow locker, failing to off, prevention being better than cure.

A small re-think on the service battery circuits adds a substantial 600 amp BEP isolator for all the devices that need access to the batteries even when unattended. I also won't have to worry the chargers and alternators have a load whilst functioning since this will be normally left on. The original smaller BEP isolator will now control the feeds to the main distribution panel. This allows complete isolation when needed to attend the batteries themselves. Since this will involve replacing the existing isolator with the larger one then finding a new space for the former with attendant cable changes, Tony nodded politely to my request with a sigh - whoops!

As alluded to in previous postings, there is a prior commitment requiring Ecky Thump to be positioned elsewhere for a few days. Remaining work is essentially the alternator and the Mikuni diesel heater installations, plus heating hook-up to the engine. Although this will require a further two weeks work, she will at least look complete by early next week and be able to make the appointment under her own steam. It will also provide an excellent opportunity for snagging any last minute issues.

I can now reveal that Ecky Thump attended the four day Crick boat show as one of S M Hudson's three exhibits. The 52 mile 28 lock journey was made in just two days without issue. I was lucky enough to assist in the return journey also made in two long days. A very instructional exercise despite the miserable weather on the second day. The engine sounds fantastic and the boat steers well, although I'm definitely in need of close quarters handling experience. The 11 inch Francis searchlight performed well illuminating tunnel sides superbly as the beam was flooded, especially the infamous 1800 metre Braunston one.

Completion and handover will be within three weeks to allow for some minor snagging. There will also be another visit to the dry dock for a second coat of blacking and touch up of minor scrapes received during its trip to Crick and back, one of which was attributable to me - whoops!

Get the motor running

2012-05-04T02:52:00.000-07:00

Well it seems the majority of the AC and DC electrics are installed and working, batteries charging, AC available via battery or shore power and we now have lighting throughout the boat - yipee! Focus has now switched to the engine installation, the two main areas being mechanical and electrical. Tony has already hooked up the engine start panel and installing the alternators will be next.

Various dark green painted tanks matching the engine, are looking pretty mounted on the shiny engine room bulkhead and will look better still with a few judiciously placed Lister decals. Most of the plumbing to/from them in shiny copper is completed, and its now possible to draw fuel from main to day fuel tank (top of picture) using that nice big waggle from side to side hand pump. Not sure how long the plastic sight tube will remain visible but there is a vent/overflow back to the main tank, so no harm can come from over enthusiastic pumping. The feed from this tank to the engine will be via an additional fuel filter with Lexan see-through bowl. Mounted on the side of the cupboard are the header tanks for central heating and engine below, the latter being already plumbed in. Sitting very comfortably between all these is the huge oil pressure gauge, with unions added to feed the smaller one on the roof for the benefit of the steerer.

The various connections to the main fuel tank including draw and return pipes to/from day tank, spill rail return from engine and feed to Mikuni diesel boiler which is still to be fitted. The fuel tank level sensor can also be seen. To the rear the horizontal calorifier is in place just awaiting plumbing.

On the engine panel, turning the key and pressing the big red start button produces a satisfying churning noise from below and an enthusiastic leap of that huge flywheel.

Much head scratching has been given to shoehorning the two alternators into the rapidly diminishing space in the engine room. A ladder shaped mount to sit sideways astride the flywheel, has been sturdily fabricated from 6mm steel to take the larger 140 amp one on the lower step, with the smaller immediately above. I say smaller but noted it has grown to a 90 amp unit, although not complaining. It may be pushing the envelope to expect this to be driven by a single belt, but as Steve provides positive belt adjustment, there won't be a belt tension issue.

Placement of the ladder mount firmly bolted to the engine bearers will also help protect passers by from the spinning flywheel, as well as providing easy access and simple removal of both alternators to allow work on the engine.

Most of the switch panel is now connected and installed in the upper cupboard with remote control panel for the Combi above and an immersion heater switch below. The service battery monitor is working as are both tank gauges, but still awaiting the bowthruster batteries so no indication from that monitor yet. They will be remotely and automatically isolated via a cunning relay operated motorised isolator which mimics the service battery one. In the lower cupboard keeping the AC and DC systems essentially separate, is the neatly installed small consumer unit for AC distribution and circuit protection. A multi-colour LED shore power polarity indicator has been fitted within it on the left. Galvanic isolator connections can be seen at the top.

Proving that Tony isn't just an electrics wizard, he was fitting the traditional push/pull control linkage to the hydraulic gearbox whilst I was there.

The Spinflo gas hob has been fitted and another of Steve's workforce was preparing the matching oven/grill for installation, whilst seemingly seconds later fitting the stern nav light in the continuous drizzle. Water pump with inlet filter and pressure accumulator have also been fitted, sitting immediately in front of the water tank, with easy access from behind the cabin steps.

Despite this activity there is still an awful lot of work to complete not least the sign writing. On first impression then during this visit, I was doubtful the boat would be able to move under its own steam before the end of this month. However I'm assured it will although final details like the bowthruster itself and the diesel heater installation may come later. In fairness many missing bits are already pre-fabricated and will be fitted soon with little further effort. Can't wait for next visit in about three weeks.

Electrickery

2012-04-13T04:59:00.002-07:00

The electrical installation is now well underway. Living on a boat for twelve years has given me a clear idea of what I need in this area and what works, for me at least. Consequently this electrical fit is well above the one Steve normally provides.

Tony has been busy in the engine room. The service battery box to take five 110 amp hour batteries has been constructed and located to the rear of the engine room. To the front woodwork has been added to support the Combi charger/inverter, a second battery charger, isolators, fuses and shunts. All neatly concealed in the well vented underfloor area, although the Combi will have a remote control sited above the main switch panel.

The engine start battery will be located the other side of the engine room adjacent to the Mikuni diesel water heater. Final decisions have been made on the location of AC and DC electrical outlets, with back boxes being fitted during my latest visit. Where possible, dedicated AC outlets and TV aerial sockets have been hidden in cupboards with just general utility outlets visible using flat Vantage faceplates for sockets and light switches.

All Tony has to do now is wire according to this diagram.

Easily said I know, and this just covers the main wiring features, not the routine cable feeds. I had intended to install the electrics myself but this proved impractical. If Tony's previous work is to be judged though I won't be disappointed.

He has already made a start as this wiring mayhem shows. Hope he's not colour blind. It will all be hooked up to this panel

The control panel for the horn, tunnel and navigation lights has been neatly installed under the ticket draw. The Francis searchlight and Klaxon horn will be relay operated, taking power from the nearby bowthruster batteries. On the opposite side of the rear doors, the bowthruster control panel and marine VHF transceiver will be fitted for easy access from the steering position.

Although the covers for the well deck lockers have been added, little other work has been completed since my last visit. I'm told we are still on track to have a boat that will move under its own steam and look finished before the end of May though.

Next visit will hopefully show the engine installation well under way if not actually running. Then there is a visit to the dry dock to be scheduled for blacking plus fitment of the prop and bowthruster. The artwork, sign writing and detail paintwork will also be completed at this time.

Couldn't resist adding a couple of external photo's, one of the bow showing the sharp pinch at the water line and also the stern showing off the paintwork in the sunlight.

Steve took the arrival of several of my family in his stride, as we had arranged to meet at his yard for a nearby family commitment later that day. It did give them an opportunity for a sneak preview though.

Home stretch

2012-03-24T07:18:00.000-07:00

Finally get the chance to see the new paintwork in daylight. Windows and portholes are back in, hatches replaced plus a few extra bits of brassware. The painted pigeon boxes were also spied in one of Steve's storage containers awaiting fitment.

Work can now start in earnest adding fittings such as the diesel water heater, calorifier, stoves, loo and kitchen appliances as the home stretch approaches. Then there are the boat electrics to be hooked up. Five service batteries plus a starter one in the engine room and a further two in the starboard well deck locker for the bow thruster. The DC switch panels have already been built and will include a visible engine start panel and a helm panel by the rear doors as well as the main control panel which will be hidden behind decorated doors in the tall engine room cupboard.

There will also be considerable work hooking up the engine life support systems as well as two alternators. Four tanks need to be accommodated in the engine room. Central heating and engine cooling header tanks, engine oil tank and the gravity feed fuel tank filled by hand pump from the integral main one below. I understand most of this work will be completed last though.

Although I was expecting to discuss the electrical installation at a later date, Martin, Steve's second in command seemed keen to get it sorted now. To this end Tony the electrician had been busy retrieving all the electrical goodies I had dropped off over previous months and laying them out all over the boat. Over two hours were spent with the two of them identifying the components, discussing their layout and how they related to my AC and DC wiring diagrams. Although a few we don't normally do it that way comments were made, it was generally agreed that the electrical installation could be completed to my requirements.

Pleased to see the tile grouting has now been completed, with the mosaics in the bathroom particularly eye catching against the bumpy white tiles.

Glossy BMC and rear of engine room as paintwork preparation continues.

Neat plumbing below galley sink.

Technicolour tease

2012-03-09T02:00:00.000-08:00

Still not quite out of the paint shop and consequently no further work on the interior. Seems the cold snap created staff sickness despite burning huge quantities of propane keeping the place warm, and adding to the delay. Should be out in a day or so though and worth the wait as these pictures attest, although the colours may be a little different in daylight.

Hatch covers awaiting re-fitting. The one in the foreground is the sliding hatch for the rear cabin.

Trade mark Hudson casting for the rudder stock boss. Rear plate is to mount the stern nav light.

Whilst I was taking photo's the brass pole racks were added and mushroom vents replaced. The paint on the BMC, engine room roof and gunwales is a silk finish to emulate the traditional red oxide. A non-slip surface is added on the gunwales and the green forward part of the roof.

Whilst I was yet again disappointed at the slow progress made, I do have a firm completion date now of the 25th May. Not at liberty to explain any more at this stage, but consoling myself with the fact that I will have the use of the boat during the warmest part of this year.

As I had some time to kill before my train journey, Steve kindly offered me his personal 37 foot tug for a chug up the cut. A brave man I think as this was my first solo trip on a canal, and a narrow one at that. An enjoyable experience but after being spoilt by the wheel steering on my yacht, will need to build up the arm muscles.

Will be visiting more regularly now as I expect the pace of work to creep up again, with discussions needed for the the final fittings particularly the electrics. Hopefully better pictures next time to include the interior nearing completion.

Paint it red

2012-01-28T03:31:00.000-08:00

The boat is already in the paint shop. It seems the previous job finished earlier than expected, so no time was wasted getting Ecky Thump in. Unfortunately this limits my access to the boat I'm told. External fittings are stripped out, with flatting and initial masking nearly completed. A week of dusty work. Don't envy these guys.

Colours have been mulled over, changed, advice taken, samples provided, but we finally have something approaching the original red, green and yellow used on post 1921 Fellows, Morton and Clayton working boats. I say approaching because despite all the research no one seems to know for sure, so am taking an average of opinions commensurate with what pleases me. Having compared my choices with a multitude of restored working boat photo's, Traffic Red , Mid Brunswick Green and Golden Yellow have won the day. The green should be a good match to the Lister green in the engine room. A creamy white will be used for the traditional upper band on the stern and to outline the detail paintwork on the top bend. Paint layout for the cabin sides at least, can be seen in the blog title.

Given the boats early visit to the paint shop I may have delayed my monthly visit, but the train tickets had already been booked. Promising to be on my best behavior and tread carefully, I persuaded Steve to let me have a peek inside.

Tiling in the galley is complete bar grouting and looks great especially now the sink and mixer tap are in place. Pity this area is still in disarray, but not for much longer hopefully.

Tiling in the bathroom is also complete with vanity basin fitted, but awaiting the matt black mixer tap. This rather expensive must have is causing some minor concern as they can't get it apart to tighten connections.

This shower is going to look superb when finished.

The scumbling in the BMC is also complete with the engine room nearly so, and presently being worked on.

Radiators have been installed in the saloon and bedroom and although difficult to see, I suspect a fair amount of plumbing has been completed. I also noted second fit wiring had been started and all light switch box's installed.

Obviously all welding needs to be completed before painting, so I was pleased to see the late addition answer pins had been provided. Also noted was the provision of exhaust flange in the engine room roof panel.

As I had brought it with me, Steve confirmed the design and positioning of the horn bracket so welding could be completed later that day.

Also discussed was the number and type of electrical fascia's for AC outlets and light switches etc. Vantage Flatplate flush fittings will be used in brushed stainless with black inserts, so a trip to CEF is planned.

Next visit is scheduled for February 28th when it should have emerged resplendent from the paint shop - can't wait. Still a long way to go though so finish date will probably be in May now.

On the tiles

2011-12-21T11:20:00.000-08:00

Christmas with family in Hull gave me the excuse to detour the car journey via Tamworth, dropping off the recently purchased Zanussi compact washing machine to allow timely installation. I had already been advised the varnishing was complete but was eager to see how the tiling was coming on.

Unfortunately Steve's tiler had taken extra leave shortly after starting, so had been unable to finish before Christmas. He had completed the tiling behind the saloon stove though, complete with grouting.

I suppose I was generally disappointed at the amount of work completed since my last visit a month before, but close inspection showed many small finishing touches including the trims around the edges of tiled area's. Looks like the galley tiles will be next.

The bedroom looked good with varnishing completed to a very high standard in a smooth silk finish.

A closer inspection of the dressing table extension revealed a slide out support. Not sure if I missed this last time or its recently been added.

In the engine room and BMC the undercoat in preparation for scumbling has been applied. This in turn to give an artificial wood grain effect in keeping with old working boats.

At the rear of the engine room the trim around the start of the aft swim curvature can be seen just to the right of the boxed in fuel filler pipe. Its hoped that the large oil tank required by the dry sump engine can be accommodated on supports at this level. This would leave the tank high enough for easy draining as well as allowing removal of the floor hatch to access the diesel fired water heater below.

I also tried the fit of another recent purchase, a Samsung LED Smart TV with HD tuner. With low power consumption, very thin profile and light weight, its ideal for a compact boat installation. I enjoy my TV, so consider a 32" screen as the minimum for HD viewing. Wireless connectivity to the Internet and my laptop is an added bonus. Steve will have a pattress made to provide a vertical surface for the the mount, counteracting the tumblehome of the cabin side as well as providing a more sound base for securing. As this mount weighs almost as much as the TV, l don't think I will need to worry about security of the TV itself.

After agreeing on the paint scheme we discussed schedules for completion. It seems my boat will go into the paint shop at the end of January so a visit late next month, just before was confirmed. Final completion date is now back to April - ho hum. Well March would probably be too cold anyway.

A sticky situation

2011-11-19T01:21:00.000-08:00

Well as the title suggests my latest arrival at Steve Hudson's yard coincided with the first coat of varnish being applied. Tiles, shower fittings, TV mount and a microwave were first unloaded from the car before a progress photo shoot. This was thankfully managed without getting stuck to the furniture. The saloon and galley had already received the first coat and the bedroom was next.

The pace of work seems to have slowed a little but I guess the finishing touches to the woodwork can take a while. Filling trim between cabin sides, ceiling and floor has now been added throughout as have the interior doors. Seen here the base for the BMC stove together with surrounding molded trim.

In the engine room, couldn't resist taking the tarpaulin off the engine for a photo. A very neat although larger than anticipated box step has been constructed to protect the top of the gearbox, interfacing with the double doors from the BMC. The price I have to pay I guess for having a minimal length engine room. Box can just be seen at the bottom of both photo's. The engine looks very comfortable in its near complete 'ole. Some thought will have to be given to shoehorning in the second alternator between engine and cabinet though, given the tight space.

Just doors and trim have been added in the bathroom pending tiling, but the bedroom now has a substantial shelf over where the radiator will be sited. The fold out dressing table extension has been added although seems to be waiting some form of support. This is to accommodate my laptop. The overhead cupboard now fitted will incorporate downlighters. Finally there is now a the shelf between side cupboards over the porthole matching the one in the galley, as can be seen below.

Slightly distorted image of the bedroom taken with a fish-eye lens. The folding saloon table and support can be seen on the bed, awaiting fitting after varnishing of cabin sides is complete.

Seen here is the neat folding semi-circular galley breakfast table, one and a half inches in thickness! The now wood trimmed doors will have glass panels that fold in from the cabin sides to create a window when its a little chilly. We plan to have two stools at the table, but will have to find storage for them when not in use.

Saloon doors now have their wood inner cladding. This will be later painted and decorated with roses and castles as will the galley and rear doors. The shelf above the radiator can be seen lower left, matching the one in the bedroom. Note how the American oak has taken on a lovely glow after only one coat of varnish.

The saloon stove base has been created with heat proof material lining the area above ready for tiling. I know there has been a recent change in the safety regs for installing them which may account for this. Note also the chimney collar surround in the roof above.

Steve seemed enthusiastic when I showed him the Klaxon horn and soon had a template made up for a suitable support bracket to be welded to the lamp mounting. We also discussed mounting the articulated TV bracket I had bought, on the cabin side. It will allow the TV to fold flush when not in use, although the tumblehome of the cabin sides will need to be accounted for so its level when in viewing position.

Paint scheme was discussed and it seems that there is one boat ahead of mine to go through the paint shop. This after the present one leaves. This will probably mean the projected finish date is put back to March. Also discussed was the tiling patterns but expect to be able to see the results when I next visit just before Christmas.

Distraction

2011-11-16T06:46:00.000-08:00

As alluded to earlier in this blog a secondary interest sprung up in the form of buying and restoring vintage car horns. Since the first Desmo one I've learned something of the history of various marques. Interest has moved towards the motor driven types where a spinning serrated rotor acts on a hardened steel stud riveted to the centre of a spring steel diaphragm. The resulting sound is best described onamatopoeiacally as awoogah and typified by that heard on many vintage cars. Early versions were manually operated directly, usually with a push button driving a flywheel, but later an electric motor was used so they could be operated remotely. Both sides of the Atlantic the Klaxon brand name became synonymous with the generic type.

Having acquired a Klaxon Klaxonet, I was impressed with the quality of construction as well as the sound. When I learnt of the existence of the big daddy A1 model, also known as the model 20 in the USA, it became a must have. Its monster size and weight, 8 inches across the trumpet and nearly 4Kg, fitted in well with the OTT image I planned for my boat.

These horns are very rare particularly the long trumpet versions, but do appear very occasionally on eBay, although usually with unrealistic starting prices. I did eventually manage to acquire one privately though.

This particular horn is a long trumpet French version from Klaxon's sister company in Paris, probably built in the 1920's. Strangely it doesn't have a model name, just Klaxon being displayed on the plaque. Many of the British built A1 models had a mounting bracket supporting the bottom of the motor and attached to the lower part of the trumpet flange. This one has the bracket incorporated in the trumpet flange which is reversible and better suits my needs.

Solid brass construction apart from the brass and copper plated underslung motor suggests yet still more polishing experience. Although the plating on the cast iron motor housing is worn, I have just polished and lacquered that part for the moment. The sound is vicious, almost frightening in intensity and not dissimilar to a very angry duck, which sits well with its future location on the water. Just need to find a place to mount it now.

Although the recording (on my phone) doesn't really do it justice, you can hear it for yourself

Needless to say interest in the Desmo one has wained and its already been sold on eBay to help finance this purchase.

Taking shape

2011-10-22T08:46:00.000-07:00

I guess everyone having a boat built goes through the frustration of waiting for the fit-out to be completed. Even when its proceeding at normal pace it still seems to take forever to get from one stage to the next. Certainly the woodwork fit is the longest with almost every part being custom made. My now monthly visit to Ecky Thump revealed through a thick layer of sawdust, the end of this stage at last in sight though.

Starting from the front this time. The saloon corner cupboards have been completed with a single matching overhead one to port. The starboard side area is reserved for a TV on an articulated mount so it folds out of the way. Phil, the carpenter assigned to my boat, was completing the shelf over the radiator in this area which, save cupboard doors and some trim, is complete. His work area inevitably getting smaller.

The galley looks more recognisable now with worksurface and cut-outs awaiting sink and gas hob. I noted the gas pipe has been run from the bow storage area as well.

Fridge, Oven and Microwave stack awaiting appliances to left. Cutlery draw to right.

No further work on the essentially complete bedroom but Phil had been very busy in the compact walk through bathroom. The quadrant shower tray is fitted and plumbed. A low cupboard to fill the gap between cabin side tapering to open towel shelves to the ceiling.

Unfortunately the position of the porthole precluded the planned corner facing vanity basin worksurface/cupboard. It was decided that a plain corner unit would sit simply on top of the now boxed in poop tank with a shallow overhead cupboard over the loo, leaving plenty of room for a mirror above the basin.

The engine room has the floor to ceiling utility cupboard fitted, another Hudson trade mark. The upper door hides the DC control and monitor panels, the lower AC switchgear with the external engine panel in between. Note that even this room receives beautiful wood mouldings ready to be scumbled, with the cabinet receiving traditional decoration of roses, castles etc. Bottom left can be seen the ceiling trim ready to fit below pigeon box.

The boatman's cabin (BMC) is probably the area with the greatest concentration of woodwork given its compactness. Pleased to report its essentially completed with all cupboard doors fitted. The larger one folds down to rest horizontally on the settee support opposite. The mattress within can then be unfolded from the bed'ole. This will be Ecky Thump's guest bed.

The steel rear doors have received their wood inner lining with matching trim each side. Note beautiful hardwood step with another to follow below. Also mouldings to the left and original style cupboards, shelves and drawers all completed.

Completion of woodwork is expected in about three weeks. The porthole trims are fitted at a later stage after painting. I understand all doors are made though and ready to be fitted. After that varnishing will start followed by tiling, so a trip to the the local Topps Tiles is scheduled.

Steve has updated the finish date to February now with the best part of a month in the paint shop during January. I'm assured he can get a nice fug going in there. Can't wait to see the progress next month.

Well tanked up

2011-09-27T03:51:00.000-07:00

A long train journey was broken with a detour via Tamworth to view the latest build progress. The boatman's cabin had received most attention. All the furniture is built and installed with the exception of the bench seat which was being worked on. This includes the bed'ole with fold out door forming the bed base, three large cupboards above plus a wide shallow draw below.

The very robust fold down table with the crumb draw below.

By the rear doors the storage shelves and slots each side plus of course the authentic ticket draw used in the past to store documentation for loads carried. Some thought will have to go into the placement of bowthruster, tunnel lamp and horn controls in this area although the panel is already made. A compact marine VHF unit also needs to be accommodated, but that will be on the opposite side of the doors.

A little extra work had taken place in the galley. The washing machine cupboard had been fleshed out with a large solid cutlery draw above. It really needs the L shaped worksurface adding to better see the layout. We discussed and agreed the placement of the small semi-circular folding breakfast table on the opposite side of the galley. I had intended that this would line up with the galley double doors, but it seems the worksurface is a little longer than planned with a lesser radius possible on the edge. This is a knock on effect of the thickness of wood used. Its easy to think in terms of house fittings, but of course a boat requires more solid construction and Steve doesn't seem to skimp in this area. In any case an offset of five inches placed the table with space for a couple of stools and the front edge in line with the opening doors to still allow al-fresco breakfasts.

Supply and fitting of an all black Shoreline 100 litre fridge was discussed, a little larger than planned and matching the black microwave/grill I've already purchased. This in turn to match the charcoal/brushed stainless theme of the galley as a whole.

It seems all the cupboard doors have been made. I saw a stack of various shapes and sizes in the galley. The solid wood relief is mated to a thick plywood backing.

Finally the two stainless tanks have been fitted. The water tank of 128 gallons situated under the well deck was already plumbed with filler and exit with valve. A little disappointed that this fell short of the 140 gallons promised, but won't shed any tears over it. Some small amount of water plumbing has been added in the galley as well. The large poop tank was fitted in the bathroom and when boxed in will provide a step down from the engine room with a further step down to the main bathroom floor. The loo will sit conveniently on top of tank.

I think next time I visit the woodwork will look much more complete and recognisable. Dotted around the boat were the frameworks for both front saloon cupboards and the one overhead cupboard. A second overhead cupboard was spotted destined for the bathroom I believe, plus the front of the engine room cupboard, all waiting to be fitted.

Work will now continue from back to front. After completion of the boatman's cabin the engine room cupboard will be built to house electrical switchgear. The bathroom will be next with quadrant shower already on order. Completion of woodwork expected in about six weeks.

Steaming ahead

2011-09-03T00:25:00.000-07:00

Returning from a family wedding on 2nd September, we routed via Tamworth to view the build progress. Arriving during the lunch break in a car loaded with everything including the kitchen sink, we had an excellent photo opportunity without tripping over workmen.

We had previously been told that the woodwork had started in the bedroom, but were pleased to see it almost complete including the requested slatted bed base, only requiring cupboard doors, a shelf between side cupboards and the porthole lining.

Wardrobe and dressing table with overhead cupboard which will include a downlighter. The shallow table will have a fold out section to accommodate a laptop.

Although we had recent phone discussions on the galley layout, we were again surprised to find the woodwork nearing completion. I guess I'm definitely paying Steve too promptly. The partial bulkhead from saloon can be seen in the foreground with overhead and under worksurface cupboards. To the rear is the fridge/freezer, oven and microwave stack. Still awaiting the worksurface of course. We were advised to reverse the planned orientation of the kitchen sink so the integral draining board would work given the boats slope down from bow to stern.

To the left of picture the space for a compact washing machine can be seen. It will be completely hidden behind a door, with gas hob recessed into the worksurface above. Between the two will be a cutlery draw. There is a small semi-circular fold-down breakfast table to be added on the opposite side of the galley in front of the opening doors.

Compact saloon awaiting cupboards and main fold down table. A stove will be fitted just the other side of the galley bulkhead on the right. Corner cupboards will be added each side of the front doors.

Bare boatman's cabin now with floor. Furniture is being completed and will be fitted soon. We also found the non-slip engine room flooring had been completed with large access cut-outs to the under floor equipment on both sides. Just a tall corner cupboard to be fitted there to accommodate the DC and AC electrical switchgear.

In all excellent progress considering the two week break Steve and his staff have mid summer. From now on I will be visiting regularly every three weeks or so to monitor the fit and discuss the inevitable issues that arise.

Fast lane

2011-08-24T02:27:00.000-07:00

When Steve starts building a boat he doesn't hang around. By early June, just four weeks after first steel was laid, it already looked like a boat complete with roof. Maybe I was paying him too promptly ;-) The small lug left on the base plate which you can see if you click on image, is to tow out the boat during launch. Its cut off before it enters the water.

On June 20th it was launched. You can see it had to be restrained such was its enthusiasm to be in the water. Next job was to fit windows, portholes, roof vents and generally make it rain proof. Pigeon box's, I have two, will be fitted later so the holes were just capped over.

At this stage it might be easier to refer to the boat by name. A short list was made, added to, changed etc. I used to be indecisive but now I'm not so sure springs to mind. I wanted something with a northern ring to it given my Yorkshire birthright. Naming it after one of my favourite beers also seemed appropriate. I designed my own take on an Old Thumper beer bottle label (see upper right). This will be reserved as a name and logo for the engine though. Val came up with Ecky Thump which seems to have stuck although with Lancastrian rather than Yorkshire origins.

Early in July I visited Steve at Tamworth to view Ecky Thump for the first time in the water. Another proud moment especially as the engine had now been installed, sitting in its rightful place on iroko timbers. Note integral full width fuel tank of about 90 gallons immediately behind engine. Fuel will be hand pumped from this to a gravity feed day tank to supply engine in the traditional fashion.

Hear it starting up

Steve's classic take on Josher bows. Note also hatch to gas bottle locker and custom mount for Francis searchlight. Side lockers in well deck can just be seen, one of which will house bowthruster batteries.

Ballasting, spray foam insulation and battening had already been completed. The 18mm ply flooring had also been fitted. It continued to surprise just how quickly this had all been completed and I found it hard to believe it wouldn't be complete before Steve's estimate of March next year. Of course this is just the start of the hard slog of fitting out a boat.

Steve's annual open weekend on the 23rd/24th of July provided another opportunity to view progress. Val and I came up on the train and stayed overnight in Tamworth. Old and new customers make this an annual event taking advantage of Steve's generous hospitality. Its a unique opportunity to view at least five boats under various stages of construction as well as seeing completed ones shown off by their proud owners.

As little time had passed since my previous visit, only a modest amount of further work had been completed. First fit electric cabling mainly for lighting had been installed and most of the oak bead and butt planking to cabin sides and roof had been fitted. Cheaper softwood had been used for engine room and BMC as they will eventually be scumbled in the traditional style. Hardwood frames to match the surrounding wood had been fitted around the three side doors.

Bells and Whistles

2011-08-23T09:20:00.000-07:00

Whilst waiting for the boat build to start and engine rebuild to complete, I became actively involved in a couple of canal boat forums. This gave a dramatic boost to my knowledge of narrowboats, but it was whilst browsing a canal boat magazine that I saw featured a boat with an oversize searchlight mounted on the bows. Investigation revealed it was from the renown manufacturer Francis. It just looked so right albeit way more powerful than needed for a tunnel lamp. Nevertheless I just had to have one.

By chance I discovered a lady whose late husband rebuilt ex fire service ones, removing the chrome and highly polishing the brass body underneath. She had one left at a substantial price so I initially tried bidding on similar but unrestored ones on eBay. This proved fruitless so I bit the bullet and bought the 11 inch F type lamp from her when she agreed to throw in an original brass base.

Further investigations of antique brassware evolved into a secondary interest and other modest purchases followed including a three bell terret to be mounted on the engine room pigeon box. I could only get excited about items I could see fitting into my boat concept though. Some items just looked right others didn't. So far I have old kitchen scales, a twin burner oil lamp, miners safety lamp, copper kettle and the ubiquitous horse brasses to adorn the boatman's cabin.

Following visits to various narrowboat rallies I saw many boats toting vintage brass trumpeted horns. Back on eBay after much web surfing I began to get a feel for what was sort after. After failing on the bidding for several classic horns I took a gamble on a vintage Desmo one from the prolific manufacturer in Birmingham and finally won the bid. The chrome on the trumpet was worn in places to the extent that I could see the brass underneath. After at least twelve hours of hard labour which included rebuilding and re-painting, this was the result. I have since fabricated a mounting bracket.

At the Braunston historic boat festival I bought this huge old oil pressure gauge. The calibration was just right for the Lister and as soon as I saw it, pictured it sitting on the engine room bulkhead. This will be complemented by the brass tidal clock and copper anchor lamp I already owned plus an extremely cheap old brass grease gun, another eBay purchase. Another smaller brass oil pressure gauge will sit mounted on the roof behind the pigeon box in view of the steerer.

Clearly I'm going to get plenty of arm exercise in the future.

How it all started

2011-08-22T01:11:00.000-07:00

Nine months ago I knew nothing of narrowboats other than their derivation from the long, thin working boats designed to carry loads in the past through the narrow canals and locks of the UK network. Sure I had spent a day on one belonging to a work colleague, but that was back in the 70's. No one could fail to be impressed by the brightly coloured traditionally patterned paintwork many wore though.

Having recently sold the yacht I lived on for eleven years, seven of which in the Caribbean, I did know I wanted to move on to cruise the UK canal network. Discussing the idea with my partner Val met with approval as it did with my whole family.

The appeal other than that of repatriating myself to the UK, was a less stressful lifestyle coupled with seeing town and country from the backside so to speak. I guess I've always had an interest in industrial archeology, so cruising the canals seemed an excellent opportunity to discover more.

Since returning to the UK I have immersed myself in narrowboat culture jumping onto a very steep learning curve. First decision made in what boat to purchase was dismissing wide beam ones. As I wanted to cruise as many canals as possible in England and Wales, a narrowboat would be needed to pass through the many narrow seven foot wide locks. Next came boat length. I was in the fortunate position to finance a purchase of any length, but initially assumed 57 feet would be the lock limited length to meet my go anywhere needs.

On this premise I started looking at secondhand ones. Vendors would explain the attributes of trad style boats with Josher bows etc., but to be honest such explanations went right over my head even when shown examples. Same with trad v semi-trad v cruiser sterns. However after viewing maybe half a dozen and watching a few videos it dawned on me in an almost pre-ordained way that what I wanted was a traditional style narrowboat with boatmans cabin (BMC), trad stern and a big twin cylinder vintage diesel chugging away in its own engine room. Even the Fellows, Morton & Clayton red/green/yellow paint scheme seen on many old working boats was the only one that looked right.

I already had the AC and DC electrical requirements planned out given my background and previous experience in boat ownership. It then became apparent that a new build might best suit me. Various builders were contacted but I had been impressed from the outset by Steve Hudson's offerings. What really appealed was that he seemed to specialise in exactly what I wanted whilst providing everything from raw steel to sign writing in-house. The fact that he was highly recommended by several folk in the know convinced me he was the man.

I drew up scale plans using CorelDraw on my laptop. Fitting in all the compartments as well as engine room and BMC proved that space was a little tight, but by allowing the length to creep up to 60 feet I was able to shoe-horn everything in. I was assured that most 57 foot locks would accommodate a 60 foot boat at a pinch, so accepted that what limitations this imposed would be minimal.

Around about the same time I discovered Marine Power Services, a father and son business based near the south coast. Their excellent website displayed a range of vintage diesels for complete rebuild at what first seemed alarming prices. Browsing through the on-line videos of their past rebuilds the choice seemed to be between a Lister JP2 or Gardner 2LW. It was the huge external flywheel, individual cylinder heads and the whine of the gear driven timing on JP's that won the day. I met Martyn at his base near Poole and shortly after put down a deposit on a sad looking but rare Lister JP2M marine unit built in 1936. This to be fully rebuilt with electric start conversion to complement the original overhead chain driven hand start, and mated to a modern hydraulic PRM gearbox. I could have had the original Blackstone box, but almost total lack of spares and the fact that the cones were prone to jamming after continued time in gear made me plum for the easier life.

I guess it would have been easy to say I just wanted a totally traditional build and dismiss anything modern, but for the same reason the trad approach just grew on me so did the need for something practical and user friendly to live on, hence the electric start conversion for the JP.

The best part of a day spent with Steve Hudson revealed that he could build what I wanted although I would accept as far as possible his well proven design features. At first a £500 build slot deposit was placed on a 60 foot trad sailaway with completed BMC, my rebuilt JP fitted and running plus a working bathroom. As plans developed however I realised it would make more sense to have him build the whole boat although I wanted to be actively involved in the main AC and DC electrics.

First run of completely rebuilt Lister JP2M idling at 300 rpm. Note life support connections for water cooling and oil from external tank as this marine engine has a dry sump. Also the compression changeover handwheels facilitating cold start on the first diesels Lister made. Oil pressure at correct 20 psi although still cool.

My build slot was initially booked to start early April but this eventually slipped and the first steel was laid down early May. Meanwhile the engine rebuild started at the beginning of the year, was progressing nicely. So it was on Monday 9th May I took the train to Steve Hudson's boatyard in Tamworth to meet him for the second time, with the rebuilt Lister seen for the first time when delivered to him the same day. In Steve's steelwork shed the chosen 15mm baseplate was being welded up, so with a feeling of euphoria I saw the intensive planning made in the preceding months finally turning into something tangible.