The Real Deal
is to avoid buying a pup AND a dog
at the same time as a pig in a poke
is to avoid buying a pup AND a dog
at the same time as a pig in a poke
INSURERS WANT A narrowboat to show a minimum skin thickness of 4mm. all over the 'wetted surface' demonstrated by an ultrasound device independently calibrated and certified and in the hands of a qualified marine surveyor certified to use it.
A single pit-mark, if found, must be welded up to show 4mm+ on ultrasound. This is why you find "nominal" sheet thicknesses on [flat-bottom] canal boats described as e.g. 8/6/5, 8mm bottom, 6mm sides and 5mm above gunnel height.
A single pit-mark, if found, must be welded up to show 4mm+ on ultrasound. This is why you find "nominal" sheet thicknesses on [flat-bottom] canal boats described as e.g. 8/6/5, 8mm bottom, 6mm sides and 5mm above gunnel height.
It ensures against pitting caused by
Galvanic Corrosion,
Owner Stupidity,
Skipper Naivety.
Galvanic Corrosion,
Owner Stupidity,
Skipper Naivety.
In the case of Springers, numbers like e.g. 5/4/3 should NEVER be found and if they are, they are 'replicas' of which there were quite a few, all of them shite and all of them reasons why "Springers" got reputations they never earned or deserved. With Springers, numbers like e.g. 5/4/3 should NEVER be found and if they are, they signify 'replicas' of which there were quite a few, all of them shite and all of them reasons why "Springers" got reputations they never earned or deserved. My long-term experience of Springers causes me to declare here and now that
THERE IS NO SUCH THING
AS A BAD SPRINGER
THERE ARE HOWEVER
NEGLECTFUL SPRINGER OWNERS
AND THERE ARE SOME
HISTORIC SPRINGER MISFORTUNES
AS A BAD SPRINGER
THERE ARE HOWEVER
NEGLECTFUL SPRINGER OWNERS
AND THERE ARE SOME
HISTORIC SPRINGER MISFORTUNES
Sam Springer Innovator
Pentargon was designed and built by Sam Springer in 1973 with a v-bottom, having a keelson which serves as a skeg and using monocoque and modular construction techniques similar to the Morris Minors and Minis of their day. Sam pressed 7º positive dihederal into 3/16" Imperial plate with radiussed chines. No-one in the canal business remembers how Sam's Springers were originally fabricated,
... which might explain how the gougers got it so wrong when, in 2003, they used 4mm sheet to comprehensively cock up a bodge of breath-taking stupidity under the guise of "over-plating".
Pentargon was designed and built by Sam Springer in 1973 with a v-bottom, having a keelson which serves as a skeg and using monocoque and modular construction techniques similar to the Morris Minors and Minis of their day. Sam pressed 7º positive dihederal into 3/16" Imperial plate with radiussed chines. No-one in the canal business remembers how Sam's Springers were originally fabricated,
... which might explain how the gougers got it so wrong when, in 2003, they used 4mm sheet to comprehensively cock up a bodge of breath-taking stupidity under the guise of "over-plating".
Sam Springer was a master of ingenuity and his methodology was to minimise the use of steel and to add ballast later to determine seamanlike Centres of Gravity & Buoyancy
Sam's original 'gasworks sheets' (TOTAL fiction but never let truth get in the way of a good story) were less than 5mm because Sam used imperial measures back in 1973 and he built his Springers to shipbuilding standards learned in the dockyards of the Thames at and opposite the Isle of Dogs in the late 50s and early 60s.
Pentargon's original bottom was less than 5mm from new because Sam's 3/16" is 4.75mm. 3/16" is a REAL measurement not a NOMINAL one. In 2002, the numbers from the previous owner's 'surveyor' for the wetted hull were alleged to be showing "possible slight breaches".
There was no evidence that the 4mm had been breached, but the gougers said they found readings less than 5mm. The then owner, a careful and trusting soul, decided that patching was asking for trouble.
He should have done nothing. The wetted hull was fine. The gougers needed nailing to a mast. There's a lot of that about on England's waterways, gouging I mean.
When I had the area of the uxter plate ultra-sounded in 2018 they found only a few spots less than 4mm. Pentargon's hull was 45yo. I re-plated the rear end there and then with 6mm nominal.
Sam Springer's 3/16" steel sheet is well over 4mm on Pentargon to this day ... 17 years on from the botch up and 49yrs after being built. In surveying methodology, ultrasound picks up only the nearest layer of steel and ignores what may be under it.
The previous owner fell for the most basic bit of roguery on the cut: doing work that was patently not needed and I'll bet he got charged an arm and a leg for it. I really feel sorry for him, as he minded that boat like a baby during his ten year's ownership and I bless him regularly for allowing me the privilege of continuing his husbandry.
Sam's original 'gasworks sheets' (TOTAL fiction but never let truth get in the way of a good story) were less than 5mm because Sam used imperial measures back in 1973 and he built his Springers to shipbuilding standards learned in the dockyards of the Thames at and opposite the Isle of Dogs in the late 50s and early 60s.
Pentargon's original bottom was less than 5mm from new because Sam's 3/16" is 4.75mm. 3/16" is a REAL measurement not a NOMINAL one. In 2002, the numbers from the previous owner's 'surveyor' for the wetted hull were alleged to be showing "possible slight breaches".
There was no evidence that the 4mm had been breached, but the gougers said they found readings less than 5mm. The then owner, a careful and trusting soul, decided that patching was asking for trouble.
He should have done nothing. The wetted hull was fine. The gougers needed nailing to a mast. There's a lot of that about on England's waterways, gouging I mean.
When I had the area of the uxter plate ultra-sounded in 2018 they found only a few spots less than 4mm. Pentargon's hull was 45yo. I re-plated the rear end there and then with 6mm nominal.
Sam Springer's 3/16" steel sheet is well over 4mm on Pentargon to this day ... 17 years on from the botch up and 49yrs after being built. In surveying methodology, ultrasound picks up only the nearest layer of steel and ignores what may be under it.
The previous owner fell for the most basic bit of roguery on the cut: doing work that was patently not needed and I'll bet he got charged an arm and a leg for it. I really feel sorry for him, as he minded that boat like a baby during his ten year's ownership and I bless him regularly for allowing me the privilege of continuing his husbandry.
WHAT OWNERS EXPECT As any decent gentleman might, the previous owner left the work in the hands of the 'reputable' yard to do the "unnecessary"
You don't need a degree in rocket science to figure that 4mm sheet would not make sense. However, if you were told that 4mm is 'nominal' and understood that to mean 'in name only' " you'd be right.
Industry standards since metrication allow an almost unbelievable 10% margin on reality so your 4mm and be +/- 0.39mm. With deadly accurate rollers, 4mm sheets can and do extrude to 3.72mm.
That nice multi-billionaire steel-man wot put up that funny metal tower in Stratford for the Olympics did not get so rich on the 3.72mm he sold but on the 0.28mm that he did NOT sell. There is profit in air space
Choose your yard carefully ... Here is my LINK to the BEST in the country ...
You don't need a degree in rocket science to figure that 4mm sheet would not make sense. However, if you were told that 4mm is 'nominal' and understood that to mean 'in name only' " you'd be right.
Industry standards since metrication allow an almost unbelievable 10% margin on reality so your 4mm and be +/- 0.39mm. With deadly accurate rollers, 4mm sheets can and do extrude to 3.72mm.
That nice multi-billionaire steel-man wot put up that funny metal tower in Stratford for the Olympics did not get so rich on the 3.72mm he sold but on the 0.28mm that he did NOT sell. There is profit in air space
Choose your yard carefully ... Here is my LINK to the BEST in the country ...
|
On the 1st June 2017, I arrived at Gailey Wharf to have the sides of Pentargon's cruiser deck raised so she could not ship water in the open sea while descending the Bristol Channel via Portishead Hole and on to Bristol Floating Harbour.
Gailey Wharf is mentioned elsewhere but I want to make a point as to my required standards when having work done on my boat. Accordingly, I have the photograph here of Jamie Ferguson, one of the team at Viking Marine in Gailey. Elsewhere we'll come across Chris Stanthorpe and Paul Hutchins, another pair of master welders. Jamie said he could do the modification, how long it would take him and what it would cost. After a quick 'meet and greet' and five minutes with a tape, he came back and did what he said he would, when he said he would, at the price he had quoted |
WHAT HAPPENS IN ALTERNATE REALITY?
What about a yard that patches Pentargon below the water line with 4mm nominal, albeit large patches stretching as far as the protruding stringers as was found at my survey? Nothing else mattered to me other than the hull under water be sound. Nothing else would be questioned.
Ultrasound had to return the numbers.
Impossible in the circumstances: by definition. it is how the test works. Both Surveyor and purchaser knew there was good steel under the 'patches' but the surveyor was obliged to work to the standards imposed by his licence and the rules laid down by maritime law for testing hulls. www.faymarine.com has some detailed notes for those who like detail ...
Ultrasound had to return the numbers.
Impossible in the circumstances: by definition. it is how the test works. Both Surveyor and purchaser knew there was good steel under the 'patches' but the surveyor was obliged to work to the standards imposed by his licence and the rules laid down by maritime law for testing hulls. www.faymarine.com has some detailed notes for those who like detail ...
WHAT TO DO WITH A LEMON?
In my favour now was that Pentargon was unsaleable. Since she had been correctly and fully surveyed and certified as uninsurable, broker was stuck with that. The seller would have been mad to get salted for a second time by making her saleable.
But Pentargon was sailable. Once 3rd party insurance was in place the boat could be sailed away. BSS has no interest in the condition of the hull or construction and my Insurance did not baulk.
Since 1973, Pentargon's wetted hull had held onto all of her 3/16" steel and the original skin passed my surveyor's ultrasound in 2012 where-ever he found it.
It was the 4mm nominal added in 2002 which failed it ... By definition ... The boat could continue to sail for another 25 years just by re-doing the prow which showed signs of softening under the surveyor's hammer. I'd have fixed that anyway.
But I could never sell Pentargon with or without a clear conscience to some dope. It might even become 3rd party un-insurable at some future date. It was a gamble and I needed a day or two to weigh up the odds.
I'd spent £1000 thus far and dedicated at least ten days and hundreds of road miles on finding Pentargon ... I needed to focus my thinking and my options overnight.
I came back to the brokers and told them I would take Pentargon off their hands 'as was' but at half my previous offer.
I'm out £1K for survey and pull-out. They huffed and puffed but I stuck fast and they caved in. Pentargon became 'mine', subject only to the clearing of a cheque, which happened some 13days later on Thursday 26th January 2012
But Pentargon was sailable. Once 3rd party insurance was in place the boat could be sailed away. BSS has no interest in the condition of the hull or construction and my Insurance did not baulk.
Since 1973, Pentargon's wetted hull had held onto all of her 3/16" steel and the original skin passed my surveyor's ultrasound in 2012 where-ever he found it.
It was the 4mm nominal added in 2002 which failed it ... By definition ... The boat could continue to sail for another 25 years just by re-doing the prow which showed signs of softening under the surveyor's hammer. I'd have fixed that anyway.
But I could never sell Pentargon with or without a clear conscience to some dope. It might even become 3rd party un-insurable at some future date. It was a gamble and I needed a day or two to weigh up the odds.
I'd spent £1000 thus far and dedicated at least ten days and hundreds of road miles on finding Pentargon ... I needed to focus my thinking and my options overnight.
I came back to the brokers and told them I would take Pentargon off their hands 'as was' but at half my previous offer.
I'm out £1K for survey and pull-out. They huffed and puffed but I stuck fast and they caved in. Pentargon became 'mine', subject only to the clearing of a cheque, which happened some 13days later on Thursday 26th January 2012
GOOD NEWS IS NO NEWS 17Jan2012
After some badgering at the marina I was told the cheque had 'gone for clearing'.
Apparently it is standard procedure for brokers to sit on large cheques for as long as possible to cream off the interest or make their books balance.
If I had known that in advance, I could have provided a banker's draft. Meanwhile, receipts found on board showed that Pentargon had had welding and patching done more than once in past years, culminating in the botched 2002 job.
The surveyor advised that the boat needed a new bottom in 6mm to give her at least 25 years extra life.
I wanted it done over the existing plate, while the surveyor had reservations. One way or the other we needed a welder.
6mm plate weighs 50kg sq.m. We agreed it would take about 18-20 sq.m. weighing about a metric tonne. That weight should, in theory, take Pentargon down 2", changing her Centre of Gravity and her Centre of Buoyancy. The matter is dealt with elsewhere by Archimedes of Syracuse.
After some badgering at the marina I was told the cheque had 'gone for clearing'.
Apparently it is standard procedure for brokers to sit on large cheques for as long as possible to cream off the interest or make their books balance.
If I had known that in advance, I could have provided a banker's draft. Meanwhile, receipts found on board showed that Pentargon had had welding and patching done more than once in past years, culminating in the botched 2002 job.
The surveyor advised that the boat needed a new bottom in 6mm to give her at least 25 years extra life.
I wanted it done over the existing plate, while the surveyor had reservations. One way or the other we needed a welder.
6mm plate weighs 50kg sq.m. We agreed it would take about 18-20 sq.m. weighing about a metric tonne. That weight should, in theory, take Pentargon down 2", changing her Centre of Gravity and her Centre of Buoyancy. The matter is dealt with elsewhere by Archimedes of Syracuse.
I went to WHM on Friday 27th January at 3pm, collected the keys and drove out their front gate onto the Leicester arm. I had not even known how to start the engine, let alone how to drive it and there was no-one there to help me.
The staff had all been let home early, apart from the receptionist. I had to self-educate myself just to get the boat out of the bloody marina. I couldn't wait to see the back of them. I found an isolator switch enabling me to power up the starter on the key.
The boat had no electricity and no water, but it had some diesel. As soon as I got round the first corner and in sight of Norton Junction, I practiced mooring by breasting up to a derelict BW butty and later moored for the night in fading light.
For under 6K all-up Pentargon was mine, even if technically a write-off. They'd misjudged me
The staff had all been let home early, apart from the receptionist. I had to self-educate myself just to get the boat out of the bloody marina. I couldn't wait to see the back of them. I found an isolator switch enabling me to power up the starter on the key.
The boat had no electricity and no water, but it had some diesel. As soon as I got round the first corner and in sight of Norton Junction, I practiced mooring by breasting up to a derelict BW butty and later moored for the night in fading light.
For under 6K all-up Pentargon was mine, even if technically a write-off. They'd misjudged me
