Restoration Blog

Pat's Progressed

When we left Pat last week, it must be said that she was not too happy.  Our first job was to get the fuel primed in the diesel engine and get that running.

Several responses from our last blog provided all the information we needed.  Thanks guys.  The process was followed and within the half hour, or so, the engine fired into life and ran.

However, as reported before, we suspected an electrical fault as well.  The voltage on the control panel was not the same as the main battery system.  Not only that, it appeared to be unstable indicating that there was an intermittent and resistive joint somewhere.  The front of the control panel was removed and the internals probed.  Checks were also made on a fuse board mounted on the side of the engine.  Not the best place given the heat and vibration conditions directly on the block.

The examination revealed that there was indeed an intermittent joint associated with a 10A fuse that fed the control box.  Whilst the fuse looked o.k, the problem went away when a new one was fitted.  It happened to be a tighter fit in the socket.

With the engine now running reliably, we set about adjusting the ballast in the back bilge.  With the water level in the lock increased to ensure we were actually floating, the heavy rail ballast was repositioned as close to the bottom of the boat as possible and in locations most likely to correct the trim.  It should be noted that the jib position has a major influence on the trim, very small shifts make a notable difference.

The results of our labours resulted in a reasonable improvement, sufficient to give us the confidence to move just outside the lock into shallow water and undertake some experiments with the stability of the boat under jib position exercises.  

The feet were deployed and then the jib carefully taken to one side, observing the effect on boat trim.  Movement was significant, but not too worrying.  Another test followed after we had swung the port side front foot 90deg to its most outwards position.  The improvement was quite dramatic.  Jib movement felt much more secure with little trim deviation of the boat.  A full bucket load of water lifted made little difference.  It might be possible to set the feet to their 90deg positions and manoeuvre in that condition knowing that a secure and stable platform awaited when it was time to dredge.  Very early days, but reassuring that, given the proper operating disciplines, dredging should be safe and productive.

At the end of operations, Pat pulled back into the lock and was left moored, sat on the bottom.  Additional iron ballast will further improve matters.  We also checked the water separator after operations and there was pleasingly no water present.

Pat is a lot happier tonight.  It should be noted that when we arrived, both mooring ropes had been cast into the water.  Leaving the vessel in such a location that there are no locals to watch over it, is probably not best practice.