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Jackie and Jeff's Thomas 50 barge is currently under construction to
a sailaway level. Over the next few months, the build progress, then
the fit out by Jackie and Jeff at Port Medway Marina in Kent will be
depicted here.
Delivery update
3-Jul-07
Jeff's barge Spec can be viewed by clicking here
Preparing for the fit out
We both enjoy life afloat and greatly
enjoy short excursions along the coast and exploring the local rivers of
Essex, Kent and Suffolk. In addition to this, we want to be able to
enjoy the more tranquil pleasures of the inland waterways of both
Britain and the rest of Europe.
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In common with many people, Jackie and I caught the barging bug
following a number of happy years messing about in sailing boats. We
started with an elderly Westerly Windrush, which is a 25-foot sailing
boat of the 60’s era and quickly moved on to an LM27 motor sailor that
we intend to keep until the new barge is ready to use. Both boats were,
and are based on the East coast near Maldon in Essex.
Our LM27, although ‘TARDIS’ like inside
and a very comfortable and reassuring sailing boat, does have a mast
which won’t eveather more
with increasing degrees of discomfort, but we want to be able to live
aboard with all of the conveniences of home for months at a time and
possibly permanently. It is an acknowledged fact that every boat is a
compromise and our LM has suited us perfectly for the last 8 or 9 years,
but the new boat would have to fulfil very different criteria.
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RCD category
Having spent much time thinking about the
use to which we wanted to put our new boat, we concluded that certain
characteristics would be essential to us. Seaworthiness was of paramount
importance: we have had so much fun doing coastal passages and fully
expect to cross the channel at some point. Many rivers and canals can
only be accessed from the sea, there being no suitable inland navigable
connection routs. It would be a shame to find ourselves excluded from
such waterways because of a lack of sea keeping ability. Most barges are
constructed to RCD category C which is the minimum standard for a safe
passage in calm conditions, but we know from first hand experience how
quickly and unpredictably the weather can change and we decided very
early on that our new boat must be designed to RCD cat. B. This category
is reserved for craft that are capable of being at sea in winds of up to
force 8 and coping with seas of up to 4m in height. |
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Under water profile
Having decided that the additional safety
of a Cat B boat would be essential, it made sense to look for an under
water profile that would give the most comfortable ride possible.
Original barges are mostly flat bottomed and as such roll horribly in
any sort of a seaway. Research implies that this is because their
buoyancy extends right to the extreme sides of the vessel and as a wave
passes underneath, it firstly lifts up one edge sharply, and as it
passes under the boat to the other side, it drops that edge and lifts up
the other one. The resulting movement is one of violent rolling, which
is both extremely uncomfortable and very unnerving. We needed a ‘V’
profile to our hull, which may not solve the problem entirely, but
certainly would help to give a smoother ride in rough sea conditions and
as a bonus, the sweeter profile should also improve fuel economy.
Once away from the sea and into the
calmer waters of the rivers and canals, the requirements change
somewhat. The deep keels of sailing boats, which are so useful in rough
waters, are a menace in shallow, inland waterways. Not only can a
shallow boat venture up rivers that would be inaccessible to a deep
boat, but also equally importantly they can get nearer to the bank when
mooring. Once again the ‘V’ shape underwater profile will be able to
moor right up close to a shallow bank side, whereas a flat bottom boat
of the same draft may end up several feet away making the whole process
of getting ashore much more hazardous.
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Material
The easiest decision to make was
concerning the material from which the craft should be constructed. We
had spent years living with fibreglass hulls and were aware of their
good and bad points, but we did know for sure that the rough and tumble
of negotiating locks and the associated minor collisions was not an
environment to which the material was well suited. Steel is recognised
by pretty much all as being the best choice, because it is very strong,
and in extreme circumstances is more likely to deform slightly than
shatter, as would the plastic alternatives.
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Size
When it comes to owning a barge, size is
important. We have already discussed draft (the depth that is needed to
allow the boat to float) and for the reasons already mentioned, it is
best to go for the shallowest draft possible. We had in mind to keep the
draft of our vessel to less than 3 feet. As for length, there are
several considerations, the first of which is cost of ownership. As the
length increases, so too does the cost of purchase and the mooring
costs, not to mention the running costs and the cost of ongoing
maintenance. In addition, the larger and heavier the vessel, the more
fuel it will consume in order to propel it.
Transport and craning costs
also go up dramatically as vessels increase in size. For example, a 15m
barge can be hauled out and put back using a travel hoist that is likely
to cost around £140 each way and this applies for initial launching and
for subsequent hull maintenance. Whereas a larger barge will need to be
craned in, which may cost between £500 and £1000 and will need to be dry
docked every few years, which in Essex or Kent is likely to cost £750
for one week .
Many insurance companies require a periodic ‘out of
water’ inspection, and at least every 3 years, most hulls will need a
fresh coat of paint and most importantly, new anodes to prevent cathodic
corrosion of the steel. Also, when cruising, many marinas and pontoons,
particularly those prime ones near picturesque French towns, are
imposing size restrictions of 15m as a maximum, leaving larger craft to
tie up to the bank side elsewhere without the benefit of water or
electricity at their side and a long walk into town for provisions.
Jackie and I considered all of these
factors and since we would be unlikely to have to accommodate more than
2 or 3 guests at any one time, we felt that a 15m barge would provide
all of the luxury that we require.
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Air draft
Vessel height can be a major restriction
to ones cruising ground, where often the lowest bridges guard the
prettiest canals and rivers. It is generally the wheelhouse of a barge
that gets in the way, which is why – like so many others – we would opt
for a collapsible one. The only proviso that we have made, is that the
structure should look substantial and as much like a fixed wheelhouse as
possible. It would need to have a light, but well insulated roof and a
forward slanting front window. Also, having sailed a boat with a
wheelhouse for many years, we would insist on double glazed units,
otherwise, on a chilly or damp day, the glass would instantly mist up
and safe navigation would be impossible.
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Beam
The width of the craft is more important
in a way than the overall length, since it is this dimension that has
the greatest affect on useable space. An extra foot of width will allow
the use of domestic furniture and fittings as
opposed to the normally less comfortable built in alternatives. It is
worth viewing several boats of the same length but differing widths to
fully appreciate the difference between say an 11 foot beam and a 13
foot beam. You will be astonished. It was our view, that since we would
restrict ourselves to an overall length of 15m (50 feet), we would need
to find a boat with a generous 4m (13 foot) beam to be able to enjoy the
maximum possible feeling of space inside the cabin.
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Original Dutch or new
build?
By this point we had a fairly good idea
of the kind of vessel that would suit our needs, but should we go for a
converted original Dutch Barge with all of its character and history, or
should we opt for a new build? Although it is difficult not to enjoy the
lines of an original, the fact is, that they are mostly around 100 years
old and in varying states of repair.
The hull is of prime concern, since its
ongoing repair can be enormously expensive and unavoidable because
regular insurance surveys are obligatory. Although a surveyor can be
instructed to do a hull thickness report prior to purchase and he can be
expected to take numerous readings from across the hull plates, he
cannot test every inch. Thin areas can easily be missed resulting in
unexpected perforation. Older iron barges are constructed from plates
that are riveted together and these can fail causing leakage. You can
find yourself having to use expensive dry docks and paying expert
welders every 2 or 3 years to keep an original barge in good and safe
order. Insurance companies may insist that plates thinner than 4mm or
so, are doubled up in order for them to maintain cover.
The benefits of a new build were becoming
obvious. We could specify a plate thickness that would be at least
double that required by most insurance companies and by using modern
epoxy tar coatings from new, we could protect its surface for ten years
or more. In addition, finding good quality 15m original barges is not
easy and more often than not they tend to be far too narrow for our
requirements.
We would also have to put up with a flat bottom and make
sure that she never experiences wind conditions exceeding a force 4, as
finding an original barge certified to RCD category B would be
impossible. The choice was made; we would commission a new build Dutch
style barge and have it built to our own specification.
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Choosing a design
Despite what the traditionalists will tell you, there are some
attractive new build
barges out there, a number of them still being made in Holland. We
started our search there, but found that dealing from such a distance
was troublesome and also that the costs were very much higher than a
barge built to a similar high standard in this country. After a
considerable amount of research and huge amounts of advice from barge
owners and steel fabricators, we came across a design by Nick Branson
called a ‘Thomas 50’. It was brand new design and at that time none were
available to view in a completed state. We did however locate the first
of its kind under construction in a UK boat yard and hurried off to have
a look.
The Thomas was indeed lovely: she had the
straight stem of a Luxmotor, curving down to a shallow ‘V’ shaped hull,
which, as it continued aft, swept round and upwards into a sumptuously
curved counter stern, so typical of an original Dutch Barge. We were
delighted and eager to inspect the interior. The headroom ranged from a
very acceptable 6’4” to a massive 7’4” (before fit out) and the beam was
a perfect 13 feet. The cabin roof was gently curved in the traditional
way and the accommodation was divided by a well-proportioned wheelhouse,
under which was housed the engine. We were very impressed and set about
looking for a ship yard to build our new barge.
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Choosing a builder
Fortunately for us, Ian Petchey had
already done the groundwork and his list of barge fabricators provided
an excellent starting point. We worked our way through the list by
phone, in order to isolate those who were happy to work on the newly
designed barge. Some seemed more cooperative than others and some were
more eager to send photos of previous projects and to give prices. We
ended up with a short list that just about mirrored Ian’s, together with
a couple of others that we had discovered for ourselves. The next stage
was to visit each yard in turn for a detailed discussion and examination
of previous work and projects in hand. We are based in Kent, which is
about as far as it is possible to get away from most of the steel boat
builders, so we embarked upon a trip that was to take us East to Norfolk
and North as far as Manchester and then back down the spine of the
country all the way down to Bristol. We spoke to boat builders who were
enthusiastic, grumpy, keen, disinterested, flexible and completely
inflexible. The premises ranged from vast, immaculate, new structures to
tumbledown barns where you could not find the floor for steel off-cuts
and dust. The quality of welding was also an eye opener, with some
platers failing to grind the edges of the plates correctly prior to
welding and leaving very untidy seams at the surface.
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We were looking for an established barge
builder with a reputation for producing work of the highest quality.
After all, the completed barge is only as good as the shell, no
matter how good the cosmetic finish. The chosen boat yard would need
to demonstrate a history of excellent boat building, particularly in
the production of steel Replica Dutch Barges and wide beam craft and
we wanted to see several examples of their work. It was also
important that we get on well with the team, as there has to be much
discussion during the course of the build and we wanted to be
involved all of the way with the decision making. We were also
looking for flexibility, since we wanted to make several
modifications to the original design, which would make the barge
seem more spacious and create a living area that was easier to use.
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Price was also an important
consideration, and one complicated by the need to relate the price to
the build quality. Since the bottom fell out of the narrow boat market,
many builders of average quality narrow boats have turned their
attention to producing wide beams and barges to similar mediocre
standards. For this reason, one must weigh up very carefully the trade
off between quality and price. My best advice, should steel fabrication
not be your area of expertise, is to take along with you a professional
welder or marine surveyor to inspect the yards work. |
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After weeks of searching and miles of travelling and hours of chatting
(and gallons of Tea) we eventually ended up exactly where we had started
our search, at the very yard where we had seen the first ever Thomas
barge. The owner showed an enormous pride in his work and insisted upon
making us try to find the join between two plates on a finished new
build Dutch style barge. Having failed to do so, we were marched around
various projects that were at varying stages of completion and then we
were reassured that our modifications were of no problem to him and his
team. He assured us that he had built many Nick Branson designed boats
over the years, including the ‘Katherine’ and the ‘Coaster’ one of which
we were able to view in his yard. We spoke about prices and although not
the cheapest, we were confident in his ability and knew that we would
get exactly what we wanted |
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The yard had now been chosen and a few decisions had to be made before
contracts could be signed. We were keen and capable of finishing the
barge ourselves to a high standard, but there were many important jobs
that were best left to the professionals, so we chose to have our barge
completed to a ‘sail away’ specification |
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Which engine?
The first choice to be made was which
engine? Every new barge seems to be given the most powerful engine
possible. The result is an engine that is never worked hard, which can
lead to glazing of the cylinders, difficulty in starting, poor
performance and atrocious fuel economy. Normally, marinised lorry
engines are used in barges, but these are designed to work at high and
constantly changing revs. as the driver changes up and down through the
gear ratios. Barges in fact share a lot more in common with tractors,
neither uses a foot accelerator, but instead rely on hand throttles,
because both have their output fixed for extended periods of time -
tractors whilst ploughing and barges whilst cruising. They both also
tend to operate at low revs. and in a fixed gear, but need to produce
their full torque under these conditions for hours on end without
damaging the engine. It is worth remembering that not so many years ago,
80-foot barges carrying 60-ton commercial loads would happily operate
over vast distances with no more than a 55Hp Gardner diesel. Many
designers and yards would think nothing of recommending an engine of
well over double this power on a much smaller barge that will never be
expected to carry any sort of load. We needed a naturally aspirated
diesel with an output not exceeding 90Hp. John Deere are renowned in
agriculture for building some of the worlds finest tractors and build
such an engine. It produces its maximum torque at just 1400 rpm and
would be happy to run continuously at 1000 – 1200 rpm to sustain canal
cruising speeds with an approximate fuel consumption of about 1.5 litres
per hour; this would be the engine for us.
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Steering
Steering came next in the decision making
process. The Thomas barge comes with a Schilling type rudder which
enables it to continue to perform when hard over at an angle of 70
degrees either side of neutral. This is far more than is possible with a
conventional flat plate rudder, which would stall at about 35 degrees.
The result of this additional angle is to allow one to push the stern of
the barge out, almost at right angles to the way that the barge is
pointing. This makes close quarters manoeuvring much easier, for example
when coming alongside a pontoon or entering a marina.
With a Schilling
type rudder at the stern and a bow thruster at the sharp end, it is
possible to crab a boat sideways into a very tight gap and to get out
again with no fuss at all. The only consideration is that this type of
steering requires a non-standard hydraulic system and this would need to
be included, along with an emergency override in the unlikely case of a
hydraulic failure.
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Design modifications –
connecting corridor
The Thomas barge was designed with a 24
foot forward cabin and a 11 foot 4 inch aft cabin with a 6’ x 8’
wheelhouse through which one would have to pass to move between them.
This would mean the constant climbing of steps both up and down and an
unnecessary opening the back wall of the wheelhouse which would make
fitting benches and a table much more difficult.
The solution to this would require a
passageway to be cut through the side of the engine room and underneath
the wheelhouse linking both cabins. The living space would instantly
feel much larger, all of those steps would be avoided and there would be
no need to nip through the wheelhouse in your ‘Jim Jams’ in order to use
the loo in the night. Another advantage, is that a little of the heat
produced by the oil stove in the forward cabin, would naturally
find its way into the aft cabin without the need to operate central
heating.
This was an idea that I first saw on Ian’s barge ‘Elessina’ and
coincidentally, our chosen builder was, in fact, one of the first yards
to include this modification into their new build barges.
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Design modifications -
wheelhouse
The wheelhouse is a very important area in a barge; no matter how
wonderful the cabin may be, you will spend most of your time in the
wheelhouse just enjoying the scenery, entertaining or having a meal or
Tea break. We wanted just a little more room in ours, but without
reducing the useful size of the aft cabin and this was how it would be
achieved. We asked our builder to construct a 2 foot deep bench, not in
front of the aft wheelhouse bulkhead, but into it. This cut out would be
seen as a box protruding into the roof space of the aft cabin, under
which would be housed the wardrobe which would still be full length and
would totally hide the existence of the bench above. By doing this, the
wheelhouse is effectively extended by 33% from 6 feet to a full 8 feet
square, giving room to seat at least 7 people in comfort, and the
ability – after drawing the curtains – to convert the benches to a
massive, occasional double bed. |
Design modifications –
hull plates
The Branson design stipulates 6mm plate for the hull and despite being
assured that a similar thickness was used during the war on battleships,
we were determined to specify 8mm. Now this doesn’t seem much on paper,
but when you see it, it is very thick (almost 1/3 of an inch in fact)
and the Thomas has some very beautiful but demanding curves, which must
be accommodated. The only way that the steel plate could be made to
conform to the required shape was to weld on lugs and use four, 10 tonne
winches to haul it into position before tacking it into place. The
result was superb and well worth the effort, giving a stiffer barge with
a lower centre of gravity and the insurance policy of some extra
thickness for strength and durability.
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Hull coatings
We wanted to protect the steel plate with
the very best finish possible and research amongst barge owners and
friends at the time left us in no doubt that Epoxy Tar would give the
most durable and longest lasting finish. Given sufficient thickness,
this product is capable of providing total protection against corrosion
for 15 years or more. We would get Rod to spray on about 90 litres of
epoxy tar in four thick coats, which should give us nearly 1 mm of dry
film thickness, which is three times that recommended by the
manufacturer as the minimum. All other steelwork inside and out would be
epoxy primed and undercoated before handover.
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Topsides protection
We would also ask Rod to fit three
full-length rubbing bands on each side of the barge below the sheer
line. The bottom and top ones would be solid ‘D’ section steel bar and
the middle one would be a much larger 4 inch tube section which would be
both very strong and add greatly to the barge’s overall appearance.
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Weed hatch & Bow
thruster
Above the propeller would sit a
watertight weed hatch, as a precaution against the stern gear becoming
fouled with rubbish picked up along the way. Whilst at the bow we would
have a bow thruster tube fitted, in readiness for installation of the
equipment prior to launch.
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Tanks
The provision of tanks was an area that deserved much thought. You can’t
really have too much storage capacity, particularly if you intend to
live aboard. Now the rules have changed, one needs separate fuel tanks
for both Red and White diesel and a holding tank for Black water (from
the toilet) and possibly in a few years time one for Grey water (from
the sink and shower) not to mention one for fresh water. The Thomas
comes with one 1300 litre and one 1700 litre tank built in under the
floor. In addition to this, we specified 2 extra 450 litre (100 gallon)
steel tanks which could be installed in the hull sides either side of
the engine room and also a 800 litre welded polypropylene ‘black’ water
tank, which would live near the bow. Between them they should hold
enough fuel for a year and water for at least 3 weeks of unrestricted
use.
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Windows
Having a barge built to RCD Category B requires consideration to many
aspects of construction, including the provision of escape hatches and
the strength and water tightness of windows. We had always insisted that
every window and hatch throughout the barge must be double-glazed, and
also that they should be certified as conforming to Cat. B. There are
many window manufacturers, but most of them started life supplying
narrow boat windows, which require nothing more than Cat. D or C at
best. Their aluminium profiles are rather flimsy and not deep enough to
accommodate double-glazed sealed units with both skins consisting of 5mm
toughened glass. But this was what we wanted and eventually we found a
superb company called Technautic Marine Windows who agreed to supply
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Insulation
The final items specified, were included simply for our convenience and
to save us quite a few hours labour. We wanted every steel surface down
to floor level to be coated with a full 2 inches of PU foam for
insulation. We did consider the alternatives, but having a continuous
vapour proof insulating membrane in intimate contact with the steel that
is guaranteed not to degrade cannot be improved upon. Clearly it is only
as good as the job done by the operators and we will be using Webster’s
who have an excellent reputation, and who’s work I have seen and know to
be to a very high standard. Other alternatives cannot offer an unbroken
vapour barrier, and once moisture gets behind a fabric or wool and
condenses onto the steel, it is only a matter of time until corrosion
appears and then, even wet or the dreaded dry rot could affect the
battens and panelling if ventilation is not maintained to the highest
standards.
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Flooring and Battening
We also requested that a Marine ply floor
should be in place. Also, tanalised wooden battens would be secured to
all of the frames. This would make our job of cladding the barge’s
interior much less time consuming and far easier.
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Contracts
It was at this stage in the process that contracts were drawn up and
signed. We placed our deposit in the Autumn of 2005 and everything
points to our barge being ready for delivery to us early in 2007.
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The build
As I write, it is November 2006 and the build is progressing nicely. Our
builders have consistently impressed me with their standards of
workmanship. The shell itself is every bit as good as we had been
promised. The edge of each plate was ground to a chamfer before the weld
was run in to the newly formed gap. Every weld line was meticulously
ground back and linished prior to priming and painting, leaving an
invisible seam.
The addition of the linking corridor
between the forward and the aft cabin has resulted in a feeling of
spaciousness far exceeding what would be expected from a 50-foot barge.
The generous beam and interior height have also contributed to this
feeling, along with the larger than might be expected wheelhouse.
The wheelhouse itself is craftsman built
and very solidly constructed in Iroko, but is able to be collapsed if
the need arises. Its curved and insulated roof and arch top double
glazed windows look superb, as do the very substantially made anodised
and powder coated windows and port holes throughout the barge.
Up at the bow, a thick steel reinforcing
plate was welded to the foredeck to support the strain on the anchor
windlass, which is capable of developing a pull of 1.5 tonnes. All in
all, I couldn’t be more satisfied and can’t wait to get going with the
fit out.
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The
Delivery Voyage
Update 3rd July 2007
 We
are delighted with our Thomas 50 replica Dutch Barge, and
congratulate Nick Branson who designed her. As you can see from the
photos, she is nearly six tonnes light and sitting very high in the
water: particularly in the bow. Despite this, she was a dream to
handle both in smooth and rough conditions. We spent two weeks
camping on board during the delivery trip, which covered a total of
230 miles: mostly canal work, but with 85 miles of tidal Thames and
Medway to test her to the full. We squeezed through 125 locks,
ducked under low bridges and bumped along the bottom of some
particularly shallow sections of canal.
 She slipped through the
water beautifully, with hardly any wake at all and proved to be very
economical on fuel because of the sweet profile of her hull. On open
water she is directionally stable, with only minor and occasional
adjustments to the steering being necessary to keep a straight
course. The Schilling rudder allows her to ‘turn on a sixpence’,
which makes close quarters manoeuvring a delight. We experienced
winds of up to force 6 and seas of 3 to 5 feet. When beam on to the
waves, she hardly rolled at all and when going into the wind, she
remained stable and crashed through the waves sending plumes of
spray back to lash into the wheelhouse window: excellent fun! The
engine coped superbly with these conditions and the speed did not
drop below 7 knots at 1500 rpm. Externally, her lines were much
admired by onlookers at locks, and internally, the connecting
corridor worked brilliantly to make the space more ‘user friendly’.
We were particularly pleased with the double
glazed windows by Technautic and were glad that we had specified 8mm
steel for the hull having endured such a bumpy ride in the canal.
Websters were meticulous in their application of the spray foam,
with a coverage of 2 inches on all surfaces and particular attention
being paid to enveloping all frames and other awkward corners, so
that heat loss and condensation would not be a problem. Another huge
improvement to the design was the extension to the wheelhouse.
Window to window it is about 11 x 8 feet and should make a fantastic
living space with superb panoramic views all round.
Preparing for
the fit-out click here |
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Please note:
whilst we have tried to establish facts wherever
possible,
any views
given are only our opinions.
If you have any questions, I will be happy to forward your emails to
Jackie and Jeff
E-mail Ian
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Created 23rd March 2007
- Last
updated
18 March 2008
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