Having to finalise the specification for the new mast prompted a reflection on how we came to make our choice which is certainly a topic of conversation on forums. Initially we'd hoped to be able to use the original mast with a bit of patching to cover the wear at the partners but corrosion underneath the fittings condemned it to scrap. We feel more than a bit peeved that the surveyor didn't report it as this is quite obvious now and we should have been able to negotiate a price reduction.
Nevertheless there are advantages in a new mast, it should be trouble free for our ownership, look better and keep the water that was cascading in, out. The obvious choice for a Contessa is a Selden mast, the company who bought out Kemp, the original supplier. They're big, with a lot going for them, but not inexpensive. The main alternative turned out to be Z Spars who seem to offer all that's needed for a predominantly cruising yacht and were prompt and efficient. I seems just like buying a car, the initial base price is not too painful but the extras mount up ever so quickly not to mention delivery and fitting. We don't want to have to get up the mast to fix things so a new VHF aerial and lights aren't optional. We've also chosen to have an inner stay and lazy jacks so care had to be taken to make sure the halyards and cleats would be adequate. The prices for the Z Spar we specified turned out to be significantly lower than Selden which makes quite a difference although we spent some of this on a new spinnaker pole! We've now carefully checked all the dimensions and specifications (all very fiddly & time consuming!) by comparison with the old mast, confirmed the order and are awaiting delivery. It will be interesting to see how the installation goes and see if there are any issues arising from the re-use of the original Hood furling mechanism. Everyone seems to be rather keen on selling masts so there must be quite a bit of margin in it for them; shame they don't all separate their services from mast sales. It seems a bit anti-competitive that some riggers are only prepared to fit masts they've supplied or maybe they just have lots of business on the go and can pick and choose.
The final dimensions of the blade to go on the inner stay have now been agreed with Ivan of Arun sails after numerous phone calls to get them right. A custom fitting to support the stay which will pass through the deck and onto the forward bulkhead (forming part of the anchor locker) is being made up. We're also having some fittings made up that will attach to the main bulkhead between the heads and the forepeak to allow some dedicated blocks to be fitted enabling the sail to be set up without taking the headsail down. The foot will be 1.9m long so the sail will be somewhere between a No3 Jib and a storm sail which, conveniently, is just about what we wanted. When the wind pipes up in future we'll be ready for it!
Work on the interior is progressing well too, the galley is nearly finished and much of the electrical equipment is now in place. It all fitted in rather well and should be quite accessible either behind the instrument panel or under the pilot berth by the batteries. What has been quite amazing is the amount of wire that's disappeared into the hull, almost 100 meters! Clive reckons that will be enough to sink the boat; I hope not but I'm not so sure that this and all the other kit installed will do much for speed in light airs!
There's been a change of scenery in the Osmosis Shed with a shuffle round to let some boats out and a couple of new ones in. Our Contessa now has another for company named Bugle, also there to have it's hull treated for the dreaded boat pox. After a pause whilst several other rather larger boats were treated, Jim and Steve, the osmosis team, are getting ready to re-coat the hull once it's fully dry. There are a few areas around the stern that still have high levels of moisture so the lamps are on them to dry them out which should be complete in a week or so. They're about to work on the Westerly in the foreground any time now and when that's complete they'll get started on our yacht which will take about a week to complete. During this time the props will be taken away so there'll be no access or work on board for a week until it's cured. There will then be another round of musical chairs and, with a bit of luck, we'll end up in the other shed for a few weeks whilst the GRP work is finished off.
It's amazing what a difference a couple of weeks can make, the galley is looking very different, the bilge pump and been moved allowing the gas locker to be re-instated and the water system is starting to take shape. Paul's fitted some new plywood panels to make up an outer surround for the cold box and put the spacious inner liner that's been specially fabricated in place. There's about an inch and a half gap all round that's now filled with foam which should be good enough as insulation but we'll add a bit more on the outside where we can. Initially I was surprised by the number of hours quoted for the job. Now it's clear why they were needed, it's a fiddly job, especially the new gas pipework. It's satisfying to see it all coming together as planned, the cold plate is unobtrusive and the compressor unit fits amazingly well in the space behind the cooker. All we're waiting for now is the Corian top that Eggo is preparing based on the ply top that's already cut out for the sink and taps. Can't wait to see it in place!
I've managed to complete a variety of time consuming jobs that have to be done before work can progress including the forward battery plinth and the base for the calorifier. I'm also rather relieved that I've been able to run the NMEA cable up from the nav area to the coach roof without difficulty. The acrylic has arrived so the instrument pod is ready to accept the instruments as soon as the 90mm cutter arrives. With so much stuff now installed it's been possible to have a good clear out of the interior and tidy up. The recycling bin is now full of cardboard and all those bits that wont get used such as the old galley top taken to the skip. It all looks so different, some way towards being a yacht again!
The snow, visitors and business pressures have not been able to slow down the momentum that's building up now that all the decision making is behind and we're starting to really get stuck into the restoration and installation of new equipment. With a burst of activity from the chippie and others from HYC, who are now fully engaged, things are starting to happen.
James, the carpenter, made up a pattern then cut out the new panel that covers the old, tatty woodwork where the antique vhf and switch panel used to be. It fits perfectly so with the instruments loose fitted has started to give an impression of what the Navigation area will start to look like when finished. There's just enough room for everything except the Navtext which will be have to fit on the access panel for what was once the bookshelf and will now accommodate fuse boards and bits of electronics. In addition to the VHF, Plotter & circuit breaker panel there is the Tank Tender to check fluid levels, a panel for lighting and the remote controller for the power supply. After a couple of coats of varnish it will be ready to be wired up
Paul, who's a shipwright, has got started on the galley by ripping out the top and interior dividers revealing how much space there was hidden away underneath, much of it inaccessible. A rather extensive area of bulkhead bonding that had delaminated has now been re-built and the ply top is almost ready to be fitted. Once this is done the cold box can be constructed by the GRP expert, Arron, and the sink fitted with both the mixer and drinking water tap. We're hoping that the Seagull IV filter that will be hidden underneath will make the water palatable despite the inevitable osmosis in the tank. It will be finished off with a Corian top and new fiddles. With the top off it's clear that there's plenty of space behind the cooker for the little Waeco compressor unit, looks like we'll be able to arrange plenty of air flow for it too which is a relief.
I've managed to finish off the ducting for the wiring from the nav area to the forepeak and back to the base of the mast; it may seem simple but it too ages to make up and fit packing pieces to support the ducting. It's quite large as there are rather a lot of cables to accommodate including two large DC wires to the forward batteries, co-ax for the VHF, NMEA 2000 cable, 5 core cable for the mast and reading light power. The new Contest 130 compasses are now fitted making the cockpit look much smarter and updated but still in a manner consistent with the original feel of the yacht.
There's been a lot of activity in the Yard as everyone realises that there's not much time left before Easter and lots to do, getting a parking space is proving difficult. There was a bit of excitement earlier when a wooden Ketch, that sank near Emsworth on it's mooring, was towed in and then lifted onto the hard. It looked really forlorn, mud streaked, with seaweed and a mooring buoy in the rigging; certainly sad for the owner.
Despite the appalling weather and excesses of the holiday period we've managed to get a surprising amount of work done and plans are now well advanced for a very active couple of months that should get the Contessa something closer to shipshape than the stripped out hull that she has been until now.
The really boring stuff seems to be behind us now that the preparation is done and all the lockers are painted out. It's much more interesting and satisfying to be putting stuff into the hull than forever taking it out. The pile of equipment left by Father Christmas has now shrunk as parts are progressively fitted and the shell becomes more like a working yacht.
The shore power installation is now virtually complete with most of the kit fitting neatly into what was the pilot berth and is fast becoming a storage locker for big stuff like the inflatable tender. The consumer unit is accessible (but out of the way) when the RCD blows, and switches for the power supply and water heater are easy to reach. The power supply (complicated thing!) is at the far end which would be difficult to monitor if there wasn't a remote controller that's going to be located in the navigation area. There's sockets in the galley for the kettle and plenty underneath the berths for heaters and the inevitable hair dryer.
The engine compartment is looking much healthier in Danboline grey rather than soot black and ready to do the job with the fuel and water filters now in place. The shiny insulation should finish it all off but that's not going in until the engine is in place once more to keep it in pristine shape.
It's been rather pleasant working inside the Shed whilst the weather has been so relentlessly wet even if a bit antisocial. The yard has been relatively quite, I can only guess that it's only owners that would work over the holiday period and who would want to do that outside in these contains! There was a bit of company for a few days when Dale and Alan (The engineers) worked on the Hayling Ferry between Christmas and New Year; apparently it's the only time its not in commission.
After weeks of warmth the hull is distinctly chilly, the red pads have done their job and have been switched off. It's easy to see that the hull has largely dried out by the moisture readings scribbled and crossed out all over the surface. They started off at about 20 and are now, in the main, below 5 which is where they should be before the next steps can be taken. There are just a few places where it's about 10 that are are not easy to cover with a patch and will be dried out with heat lamps over the next few weeks. As it happens there's no rush to get her finished off and out of the shed as she's fourth in line behind some bigger hulls, including a rather large lifeboat outside. Just as well as there's been a slip up and the new port lights, which are on six weeks delivery, have only just been ordered. It's all rather convenient really as it means that I'll be able to work on her in the dry over the Christmas period which will be great even if it's a bit dusty.
Now that the hot patches have gone the painting of the lockers and bilge can get going, cooking fresh Danboline is not the best way of getting a good result. After clearing out the forepeak and stern it's apparent how much painting needs to be done, there's acres of scruffy GRP to cover! Unfortunately the original owner who did the fit out had short changed this aspect and too many areas such as the stern lockers have to be painted out for the first time. It's not all hard work and surprisingly satisfying when it's done; the insides of the lockers gleam after a fresh coat of paint making the effort well worth while. Keeping with tradition it's now consistently white for the lockers above the waterline and grey elsewhere, what a difference!
The highlight of the weekend was discovering the burger van just outside the yard which does some excellent bacon rolls for lunch which went down really well with a generous mug of tea! Just seeing a few other people makes a welcome break from solitary confinement down in the bilges.
Prior to painting I've tried to make sure that the holes in the dividers and bulkheads are all there for the cable and piping runs. The wiring is fairly easy to locate, the hot & cold water supply not too difficult either but the hot water from the boiler is a bit more of a challenge. Apparently plastic, push fit, domestic piping and fittings are the only real choice as the water temperature is 80 degrees centigrade. The only flexible piping that can stand this temperature is some special silicon stuff which is about £25 per metre, don't fancy using much at this price the way the budget is going! As space is so limited in key places, it's going to have to be a combination of the two; it's guesswork a this stage though, be interesting to see how it works out in practise.
I've spent quite a bit of time over the past few weeks on the Contessa forum gleaning some useful tips from the experience of other folk who've done what we're planning before. The technical papers have proved to be useful, it's interesting to know exactly what's under the floorboards and how I should have taken the windows out, for example. I'm particularly indebted to the owner of Waratah who has fitted a fridge, heater plus hot water system and found some ingenious places to locate the bits. He explained how the compressor unit can be fitted behind the cooker, the calorifier in the locker and the heater in the engine compartment - thanks Paul! Much of the planning is now complete, it's just a question of getting bits at the lowest price and getting on with it.
This weekend's work has been a bit on the boring side cleaning out all the lockers, rubbing them down and preparing them for some coats of Danboline. They all look rather sad so a fresh coat of paint everywhere should make quite a difference.
For the first time I've been able to find out where the mast is, and, despite it being in a rather precarious position, take a good look at it. Not the best of news, on close inspection there's more work than I'd anticipated that has to be done. The survey had identified that no wedges had been fitted between the mast and the deck allowing it to move and wear underneath the waterproof gaiter; the surveyor had assured me the mast could be repaired without difficulty. What wasn't mentioned was that there was corrosion under several of the fittings, the standing rigging was undersized and that the lights needed to be replaced. It's an Isomat mast rather than the usual Kemp mast and, of course, it's no longer possible to get sections or spares for it. One of the riggers that took a look just wanted to sell a new mast, the other was more helpful and accommodating but it was clear that there's a limit to how much patching is economic. I'll have to take off the fittings, let him see how far the corrosion has gone and then we'll know if it can be repaired with a sleeve or not. I'm hoping it can, a new mast would add a significant chunk to the already strained budget!
A further hindrance came in the shape of the bulkhead compasses; one was leaking oil, the other badly chipped. They both looked in need of replacement, which, according to the forum was easy using a Contest 130 which was of similar size. Trouble was that Plastimo (the manufacturers) had gone bust and although they were probably going to be bought out, production had ceased for a while at least! Few chandleries had any stock and the bargain prices had evaporated so to get a pair I had to pay premium prices - or wait six months or more to see if production re-started; not a great choice.
