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Keith & Nicola Silcock – current owners – September 2010

Steel schooner BROADSIDE - British registered 913271 Ipswich


Reasons for purchase were to secure an easily handled strong and seaworthy vessel of
a size to be comfortable for up to 4 people to undertake extended ocean voyages. The
subsequent refit took account of this requirement.

The current owners’ original plans have had to change due to circumstances of their
business, which is preventing them devoting the necessary time to this venture. An early
sale of the vessel would now therefore be regrettable but advantageous.

SCHEDULE OF WORKS – BETWEEN 2007 AND 2010

The vessel was purchased by the current owners from Mr Dik Zaagman. She was
registered in Holland, named Dwaelduyff, and laid in Palma, Mallorca. The current
owners had her surveyed ashore prior to purchase.

Main points of the Condition Survey, undertaken by Marine Survey Bureau (MSB) on
Mallorca on behalf of the current owners in March 2007, prior to their purchase:

“The following code denotes the importance of the recommendation. These


recommendations should be considered as a guide only and not exhaustive.

A – Structural, mechanical or other defects affecting strength, seaworthiness or safety


that require immediate attention

B - Non-structural, mechanical, or electrical defects not requiring immediate attention but


are to be monitored or dealt with at the earliest convenience

C - Non-essential or cosmetic defects whose repair may be left to the owner's


Discretion

1 At the next extended haul out it is recommended that the hull bottom is shot blasted
and a new epoxy coating system applied. (C)
2 All tanks aboard should be opened up for internal inspection and maintained
accordingly. (C)
3 Closely inspect the grey water tank for signs of leak and rectify accordingly. (B)
4 All bilges and any other hull interior areas showing any degree of rust should be
attended to by chipping off scaling rust, wire brushing, phosphoric acid treating,
priming and coating. (B)
5 Remove insulating material from aft peak; repaint area and fit new insulating
material. (C)
6 Replace portside forward deckhouse window (acrylic) with original safety glass. (B)
7 Winch attachment to the masts should be improved employing mounting brackets
with collars around the mast (in stead of relying on self-tapping screws). (A)
8 Prior to undertaking any long ocean voyage, the rig should be pulled and the wooden
masts attended to. The standing rigging, unless proven to be less than 10 years old,
should also be renewed. Running rigging and mast hardware should be stripped,
inspected and renewed accordingly. (B)”

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Keith & Nicola Silcock – current owners – September 2010

Following purchase in May 2007, the current owners sailed Broadside from Palma
Mallorca to Alcudia Mallorca for the summer and then to Tarragona on mainland Spain
for winter moorings in the Marina there. During the following few months the owners
negotiated with an English surveyor (Dabney) based in Barcelona to oversee the works
recommended above by Marine Survey Bureau.

The remedial work determined by discussions with a Surveyor led the current owners to
decide to completely remove much of the internal accommodation and refit it as part of
the planned refurbishment and maintenance works. This also enabled full access to the
inside surface of the steel hull for essential maintenance to be undertaken. A budget was
agreed with the surveyor for the works with a completion date of April 2009. The vessel
was lifted out and chocked off ashore at the yard of Juan Samo in Sant Carles de la
Rapita, south of Tarragona, on 15th October 2008.

External coatings below the waterline were shot blasted off so that new protective
coatings could be applied (1). This exposed areas of the steel hull where plating had
corroded internally much more than established by MSB, to the extent that small holes
appeared during the shot blasting. Surveyor recommended a full sounding and
ultrasound survey of the hull, which was done. This showed up areas of the hull that
required replating, namely below the water tanks, in the chain locker and in the aft keel
section by the rudder shaft. This and other factors resulting from a more thorough
investigation of the internal condition of the hull and fittings determined that the original
budget cost or programme could not be adhered. Consequently, considerable additional
unexpected works had to be undertaken.

To properly access these areas, all internal fittings had to be removed to enable double
sided welding and application of epoxy coatings following the Hemple system. Epoxy
paint was applied to the external hull plating as part of the shot blasting process, to
prevent any moisture retention. All replated areas were painted externally to a similar
standard to maintain overall integrity of the coatings. All internal areas of the hull which
were exposed by this work were cleaned, abraded to remove loose rust scaling, treated
with anti rust compounds and also had four epoxy coatings applied (4). This included the
areas below the fresh water tanks, which were removed, thoroughly cleaned and painted
externally with epoxy before refitting (2). At this point the main fuel tank (redundant) was
opened for inspection (2). It is not possible to access the ‘keel’ fuel tank (main service
tank) without removing the engine.

Hull topsides were prepared and repainted with International 2 pack paint with a high
gloss finish in Navy Blue with Pearl rubbing strake and toe rails. The rudder was
removed whilst work was undertaken on the hull and this enabled the cutlass bearing on
the propeller shaft to be renewed, along with the thrust bearing and retainer bolts aft of
the engine. The hull below the water line was painted with proprietary anti-fouling paint
just prior to relaunch. All redundant hull apertures have been plated. All sea valves have
been renewed. All sacrificial anodes on the hull were renewed in March 2007.

The grey water tank was removed from the vessel and disposed of (3). A new plastic
‘black’ waste tank was fitted in its place. The decomposed insulating material in the aft
peak was removed (whilst still on Mallorca) (5). The internal hull surface below this
material was seen to be in fair condition.
Keith & Nicola Silcock – current owners – September 2010

Safety glass has been obtained and cut to size ready to fit into the port side forward
deck house window to replace the existing acrylic material (6). Purpose made stainless
steel brackets have been mounted on the mainmast and foremast with all winches
properly attached to them with bolts (7).

During November 2008, the rig was dismantled and the masts, spars and bowsprit
removed. Substantial repair and renovation was undertaken to the wooden masts.
During the spring of 2009 the masts, main boom and bowsprit were stripped back to
bare wood and treated with 8 coats of Epifanes PP protective coating followed by 4
coats of polyurethane UV protective varnish. Additional stainless steel collars and
supports were constructed and fitted, along with scarfed timber collars, to ensure the
rigging tension did not distort the hoops (as had occurred with the previous rig). All
stainless steel standing rigging to masts and bowsprit was renewed (8). The existing
bronze bottle screws were retained on Dabney’s recommendation.

Some new running rigging was fitted. All bottle screws and shackles both aloft and at
deck level have been seized with split pins or stainless steel wire. The roller furling
system for the Yankee (outer jib) was renewed. A new bowsprit safety net was purpose
made by sail makers in England and fitted afloat.

The Samson post was removed and a new steel support constructed for it within the
anchor locker. This post was refitted and sealed through the deck. A timber anchor chain
guide and collector system was installed to prevent the chain from impacting the steel
hull [which may have led to the earlier deterioration of the hull plating] and to prevent the
chain inverting in heavy seas. The chain locker was fitted with a water drain leading to
the new waste pump system.

The anchor chain was flaked out ashore, inspected and repainted at 10m markers.
Wiring to the electric anchor windlass was renewed. All electric wiring going forward
from the engine bay and deck saloon was renewed, either running continuously (without
joints) below the new floors or serving the lighting and (220v) power systems within the
new headlinings. Electrical wiring has been replaced in many areas and upgraded to
modern standards. A protective RCD has been fitted to the incoming 220v shore power
supply, together with a galvanic isolator. Main cabin lighting is now 12 volt with LCD
lamps in most areas plus halogen where necessary. The main engine starter batteries (2
x 12v = 24v) have just been renewed.

Whilst masts were down, new VHF aerials were run up each; one for the new DSC/VHF
radio and one for the Ipod radio music system. The existing Radar was refitted as it is
functional. A new Raymarine Tridata instrument system has been fitted which includes,
wind speed and direction; hull speed and log; and depth. These have been mounted for
easy access from both the deck saloon and the cockpit. A GPS positioning system
existed aboard when we bought her, as well as a hydraulic autohelm system. These are
functional and have been retained. We have fitted a GPS aerial to the DSC radio
(required for DSC operation) and this provides permanent Latitude and Longitude
readings. It can be connected to a laptop for use as a chart plotter – subject to software.

All water and waste piping was renewed with new sanitary ware installed as part of the
accommodation refit. This excludes the aft cabin toilet area, although a new hand
operated toilet has been purchased for this. The water pump was renewed but the
Keith & Nicola Silcock – current owners – September 2010

accumulator (pressure tank) and hot water boiler were functioning adequately so were
retained.

The main heads incorporates a purpose made shower cubicle with seat, electric toilet
and stainless steel wash basin. Wastes from the shower, basin and galley sinks run to a
collector box with float switch and pump for automatic discharge either directly
overboard or into the new black waste tank. An independent macerator pump is fitted for
emptying the black waste tank at sea. A new electric bilge pump is fitted in the bilge
sump with automatic discharge by means of a pressure switch or manual switching. A
back up manual bilge pump is located next to the new toilet.

The galley area has been completely refitted incorporating a new twin stainless steel
sink with hot and cold swivel taps, a twin hob, grille and oven gas cooker, 220v
microwave cooker, extensive cupboards, drawers and a sealed Iroko worktop. There is a
3kW inverter to operate 220v items from the 24v service batteries.

The saloon area has been refitted with seating that incorporates storage, although the
new upholstery has not yet been made. The main sleeping cabin has been constructed
with a full size double berth above extensive accessible storage, with a seat, standing
space and storage cupboards and drawers. A marine Ipod and radio music system has
been fitted in the saloon/galley, which has facility for remote speakers (on deck).

On deck, the rigid tender has been moved onto the aft davits to enable new teak deck
storage boxes to be fitted between the heads and saloon deck hatches.

The inventory listed by the previous owner was incomplete and included unserviceable
items. We therefore bought a new inflatable tender with a 5HP 4 stroke petrol outboard
engine, 4 low profile self inflating life jackets and a 4 man life raft. The Volvo Penta
130HP TAMD diesel engine has approximately 1650 hours of running time recorded and
was serviced in 2008 at approx 1600 hrs. The Mase diesel generator currently cannot be
used. It needs a new battery (purchased but not fitted) but the cooling water is not
flowing and needs some attention.

Broadside was relaunched in August 2009 and lay in Spain while we finished some of
the work ourselves. We sailed her during June and July, had all the sails up, and she
handles well.

She is available for inspection afloat. The mooring fees are fully paid up until August
2011.

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