Ocean Enterprise A NEW LIFE for commercial bones

A NEW LIFE

for commercial bones

AthsewLeowuiesrVeuditutroinngCup 62 NZ WORKBOAT REVIEW 2008

BY KEITH INGRAM

When we sold our ferry operations and fishing charterboat in 2000 I became a landlubber for the first time since going to sea at the age of 16. After a year, this did not sit well, and so my wife Vivienne and I started to look at the pleasure market for a suitable vessel.

After a few false starts I decided to turn to the commercial industry, where a number of charter or retired fishing boats were available. I heard a whisper that a former crayboat was impounded on the hard at Tauranga and might be for sale, as is where is.

Meanwhile, my long-term friends suggested that, given that we were about to enter the romantic end of the boating market and that the vessel would be available for a variety of uses, including charter, they were keen to be involved.

This triggered a trip to Tauranga with my friend Barnsey, where a pre-purchase survey inspection was

carried out, a price was negotiated and agreed, and the vessel duly entered the water for delivery to Auckland.

Ocean Enterprise had spent 18 years crayfishing and tuna trolling, but she was not economical because of her size and inadequate ice capacity, and the limited time she could spend at sea. But her bones were good, her hull was sound and the 671 Detroit made all the right noises, and loud ones at that.

Once "OE" was in her new port of Half Moon Bay in Auckland, she was hauled and a major cleanup carried out. A new propeller was fitted, while her exterior received a new enamel paint job in preparation for work in the LouisVuitton Challenger Series for the

America's Cup. Although the new propeller lifted her service speed from seven to around nine knots, she was still regarded as being slow for the regatta.

This impediment was offset by her manoeuvrability on the course, and her ability to lay and recover buoys very quickly using the hydraulic craypot hauler. And so she carried out the role of "Mark Set Two", laying the leeward and pin marks, a task the race organisers acknowledged she was ideal for.

For the next two or three years she did a variety of fishing charters and other specialist work, and while she was well suited as a line-fishing boat, she lacked accommodation and creature comforts.

FAR LEFT: Once gutted the rebuild commenced in earnest

ABOVE: The old transom remained as a bulkhead

NZ WORKBOAT REVIEW 2008 63

VIP.S54

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64 NZ WORKBOAT REVIEW 2008

Last year we decided to take up the offer of a local boatbuilder who had a window of opportunity, and could carry out the modifications and half-life refit we had been discussing for some time.

I should have known the rules. Never put a boat in a shed. Because once you have her firmly ensconced there, it is all too easy to say, "While she's here, we'll just do this or that." Any perceived budgets can be quickly blown out of the water.

Our plan was to do the refit and upgrade in three separate parts, but this consideration was quickly destroyed when the chainsaw was brought out, the vessel was cut open and stripped out. Before we could say, "Robinson Crusoe", we were committed to a major overhaul.

The transom was cut about, the aft deck removed, the live cray tanks and the rear of the wheelhouse were gone. The fuel tanks were removed, revealing a hidden cache of 750kg of old ship's zinc anodes and lead ballast stowed below.

Ocean Enterprise had always tended to be down by the head, and a major consideration was to shift the residual weight from for'ard to above or slightly aft of her central buoyancy point.

The respected designer Max Carter was contracted to manage the weight distribution and resolve the bowdown aspect. Finding all that ballast only exacerbated the problem.

Now was a good opportunity to remove the in-line six-cylinder turbocharged 671 Detroit diesel engine, have it checked professionally and put on the dyno, and fix some problems around the stern gland.

Historically the engine had run faultlessly, and had always had clean oil, a frequent topic of conversation among service engineers. Given that her fuel consumption was not as high as would be expected, we were uncertain about the horsepower being delivered.

Once placed on the dyno, the engine first delivered 200hp at 2100rpm. We suspect we were only ever pulling 150hp at most. Given its known history, and on advice from Sefton Marine and American Diesel Spares, we decided that a top tune, new injectors and pipes, and a service of the oil pump and the release valves in the sump were in order before returning it to the boat.

A recheck on the dyno confirmed that we now had 245hp at 2100 rpm and a no-load of 2300rpm. A larger set of injectors could have lifted this to 280hp, but we were happy to know what we now had.

Meanwhile, the fuel tanks were grit-blasted, tested and recoated using Altex steel tanks epoxy protective coatings, before being refitted.We decided to leave the zinc ballast out of the vessel because if any lead ballast was going to be used in the future, it would be a small amount and only installed to trim her athwartships.

New stainless steel water tanks were built and fitted, the stern area under the "Tauranga tuck" was closed in to improve the waterline length and provide more deck space, and a large live bait tank built in. Any additional buoyancy was countered by installing two new 500 litre water tanks in the quarters. The tanks

LEFT: The main conning position remains to starboard of the wide companionway to the foc's'le head. To port is the television/chart table. The small crew table remains.

increased her capacity to 1500 litres. Her fuel capacity remained 1500 litres.

As the rebuild began, both the designer and the boatbuilder were conscious of shifting weight aft. Once the tankage had been moved aft, the two battery banks, 12 volt for the house and 24 volt for the engine, were shifted aft each side into the tunnels on either side of the fish hold.

We had already decided to keep the 1.2m wide x 2m long x 1.1m high fish room positioned aft of the engineroom bulkhead in the centre of the vessel. On either side of the fish room were two tunnels accessed from the engineroom in which the two for'ard water tanks and the batteries are now stowed. A new 240cu ft per minute blower was installed to provide positive air pressure to the engineroom and reduce operating temperatures.

A large raised hatch was built to give access to the lazarette, steering and the primary filters and fuel tanks.

The old beltings were retained. However, to bolster her strength around the cockpit, 200mm x 40mm mahogany timber beams were bolted and glued to the inside of the top of the coaming all around the cockpit and then glassed over.

New, flexible, high temperature-resistant fuel lines were installed. New hydraulic lines were also required, as the Samson post and hydraulic splitter drum (line hauler) were shifted aft by 2m, and the hydraulic reservoir relocated to the port side of the engineroom.

The new cabin superstructure was framed with a hardtop extending back to the bait station to give passengers plenty of shelter. The windows in the deckhouse extension were enlarged and lowered so those seated on the settees can look out while still having the privacy of the original windows for'ard. The for'ard-facing front screen remained untouched.

Steel grindings and other foreign steel bodies had

ABOVE: Looking aft, the new galley

LEFT: Foc's'le cabin

contaminated the old Fibreglass deck coating, and the rust stains were annoying. On Max Carter's advice, the old glass sheathing was removed, the decks ground and sanded, and new Fibreglass sheathing applied.

One of the earliest decisions we made was to hush the Detroit puppy up. Since becoming part of the Tamaki River fleet, Ocean Enterprise has always been affectionately recognised by her sharp Detroit bark, and the noise from the exhaust became uncomfortable for those on board by the day's end.

Trans-Diesels recommended fitting a new "cowl" TS50PR muffler designed for Detroit two-stroke engines and ideally suited to dry exhausts. We had already decided to stay with a dry exhaust, which meant that the exhaust pipe would need to travel up through an insulated duct in the new wheelhouse.

New stainless steel bellows were fitted, and a new exhaust pipe made by Metal Design from 125mm stainless steel spiral welded pipe. The new exhaust system has proved to be money well spent, as the engine, while still uniquely a Detroit, is only a whisper of its former self.

Soundguard-Pyrotec provided both sound and heat protection, including rubber soundproofing underlay under the saloon seats, carpets and cupboards.

As the deckhouse is enclosed, a new galley was installed with all the mod cons, including a fourburner gas stove, a gas califont water heater, and a

NZ WORKBOAT REVIEW 2008 65

Today, 10 knots is now a good service speed

66 NZ WORKBOAT REVIEW 2008

domestic 240 volt refrigerator and freezer run via an

Alphatron Multiplus inverter.The inverter also enables

electric razors, hairdryers and other small appliances to

be used at sea.

The next major consideration was the electrical

fitout, and the services of a young local sparkie from

Compass Point Electrical were engaged. Essentially,

Ocean Enterprise required complete rewiring for both

the domestic and the 240 volt systems. The new

electrical systems are robust, as we used the latest

tinned heavy-duty electrical wiring. This might seem

to be a bit of overkill, but the wiring should last at

least the life of the vessel.

Ocean Enterprise already carried a range of functional

electronics,and these have been retained for the meantime.

The only exception was a new M800 cellphone. A new

Panasonic music system was also fitted.

New lighting was installed throughout, including

new Hella LED navigation lights, although the old

lights and aerial mast were retained.

Finally, we decided to apply a two-pot finishing

system on Ocean Enterprise. Ouch! Vivienne's

landscaping budget was looking grim.

Following advice from Altex Coatings, we used an

epoxy resin primer to seal off the old paint and harden

and "densify" all the exposed new and original timbers.

This was undercoated with epoxy and sanded, followed

by an Elite polyurethane topcoat in the chosen colours.

We should not have to face a repaint for at least 10

years, assuming that we keep it clean and tidy. After

a discussion with Metal Design, new stainless steel

VIP.S55

handrails around the vessel were designed and fitted.

The large working cockpit remains functional

Seven months later, and well over budget, Ocean Enterprise emerged from the shed looking a quite different vessel. We decided to retain her old colour scheme with a red roof and white cabin and hull.

Once back on the hard at Half Moon Bay, Alan from X-Foul-E-8 removed years of old antifouling. Once again it was money well spent.

With the hull clean and some minor repairs done, the hull was coated with epoxy primer followed by three coats of AF 3000 black copper ablative antifoul. At this point the propeller received a number of coats of secret herbs and spices as part of a trial from Altex Coatings to keep it clean of marine growth during its two-year docking cycle.

This exercise taught us that there is clearly life after fishing for many former commercial fishing boats. If you are going to convert a former fishing vessel for charter or pleasure, have the broad picture in mind. It is essential to have an exit strategy when you want to sell her at some future time.

A sound hull, good bones and a proven, seaworthy vessel are only part of the picture. The conversion costs to make a vessel suitable for passengers or charter is a major factor.

Whether doing the job yourself or using a boatbuilder, seek professional advice first, and make sure that when it comes to the "rip out" stage that the areas being exposed are part of the immediate rebuilding plan.

I have heard numerous horror stories where people have extensively ripped a vessel apart, only to find that they have insufficient budget to complete the project and the boat now sits idle in a shed, eating up money.

In our case, we had a good vessel to start with, and she has given us confidence at sea. While we went significantly over our budget due in part to the many unknowns, we now effectively have a new boat. Ocean Enterprise has been modified as a charter vessel that will still fit our 12m marina berth, an important factor. She can sleep eight overnight and carry up to 20-day passengers plus crew, with a genuine service speed of around 10 knots.

To build Ocean Enterprise new today would cost around $600,000. But would we do it? For this market one would require twin engines, modern electronics, speed and all the other costly bits, which would soon make a hole in $750,000.

In essence, there are benefits in doing a major rebuild. Just be aware of the pitfalls, and seek sound advice from an old hand, such as Max Carter. Ocean Enterprise now has an insured value of $230,000, with an estimated broker's market value of much more.

specifications

Length overall Beam Draft Deadweight Engine Power Service speed Fuel Water Builder 1980 Refit

12m 3.55m 1750mm 11.5 tonnes 1 x Detroit 671 245hp 10 knots 1500 litres 1450 litres Goodwill Boatbuilders, Tauranga Lindsay Greaves

NZ WORKBOAT REVIEW 2008 67

Workboat built to

TAKE THE KNOCKS

BY KEITH INGRAM

After pondering a request for a rugged vessel for the Pacific Islands for a week, the boss of Commando Boats, Bruce de Baugh, and factory supervisor Dave Ward sat down in a clear space on the workshop floor one Friday afternoon and, with the aid of some "designer fluid" and several large pieces of chalk, the design of the 5.4m Commander Trooper D-Tube sport and workboat was lofted out on the workshop floor.

Good interior space when working

Bruce said he first moved into D-Tube vessels after he received an enquiry by New Zealand agents from the Tokelau Islands who were looking for a robust craft capable of being driven by a 40hp tiller-steered outboard motor. It had to have good seakeeping qualities and positive buoyancy, as she would be multi-purpose, being used as a lighter and for fishing and passenger work.

It had to be functional, low maintenance, and able to handle ocean swells, a rocky coast and island conditions, including impartial rough use by the local

lads. It needed to be able to make open passages between the island groups and the small settlements of Tokelau. Above all, it had to be capable of being trailered or hoisted out of the water. And all this on a low, Pacific Island budget. The last criteria was the most challenging, because you can design and build anything, but there is always a cost.

The Trooper is designed with a centre console and is suitable for both work and pleasure. Her lines and measurements were loaded into a CAD-CAM software programme for computer testing and pattern-making before being sent to the water-cutting unit, where the

68 NZ WORKBOAT REVIEW 2008

The Commando Trooper is ideal for

buoy-jumping

3mm and 4mm aluminium sheets were cut out. Bruce says he prefers water cutting to plasma cutting because there is no heat, and the metallurgical makeup of the aluminium is not altered.

The design includes a fully sealed underfloor area with three bulkheads, two girder stringers and a collision bulkhead. In the forepeak is a self-draining anchor locker along with a staghorn bollard and an electric capstan.

The D-Tube consists of four sealed, pressure-tested compartments. This, along with the fully welded checker-plate floor, ensures positive buoyancy of the vessel, even when loaded. There are side pockets on either side built into the D-Tube for storing diving bottles, fishing rods and reels and other boating gear.

The hull and pontoons are built on jigs as two separate components. Under the pontoon section is a true monohull, and then the D-Tubes effectively give a second chine.

"We are told that building a true monohull and having a vertical upstand from the chines enables us to achieve a fine entry and hence a better ride," says Bruce.

The helmstation on the centre console contains a VHF radio, a depth-sounder and the motor instruments. Two watertight hatches give access into the console where there is ample dry storage space. A large bin seat behind the helm has a 50 litre fuel tank underneath, plus additional storage space. All the cabling and controls from the console run under the floor. Across the transom is another compartment containing batteries and spare oil. There is an option for another bin set in front, with either built-in fuel tanks or tote tanks.

One of the big features we noted are the 2.4m side pockets built into the D-Tube. These may be fitted with stick-on Velcro PVC covers. More 1m-long side pockets are located for'ard.

There is a self-draining motor well, and landing platforms on either side of the motor. A 60hp fourstroke outboard provides the power.

The Commando Trooper can carry five people plus a load of gear, but going by local Pacific Island standards this could soon become a dozen or more

We found her to be soft-riding, even when running at sea in a good 25 knot Hauraki Gulf chop, and while it can be a bit wet on board, she is after all essentially an open boat, so one would dress for the occasion

when going to the markets or church. This aside, we believe the 5.4m Trooper will make

an ideal general-purpose workboat or a safety or rescue craft for shipboard use, as she may be fitted

Commercial craft custom built to your specification

8a Neilpark Drive, East Tamaki

VIP.S55

Ph 09 274 5586, Fax 09 274 8248

Email info@metaldesigns.co.nz

metaldesigns.co.nz

NZ WORKBOAT REVIEW 2008 69

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