`Under international convention the machinery for pumping sea water – clean bilge water is green.
The 2 manifolds are part of the pumping system for bilge water and have accordinghly been painted green. The photos show 2 manifolds photographed from different angles. The manifolds will be installed in the Engine Room with the relevant piping, pumps, valves etc.
This shows the wooden template of the upper part of each chain plate These templates replicate the positioning of each chain plate in relation to the outer cover board and the pin rail. Each chain plate is shaped using its corresponding template. Each chain plate has 2 specific angles relative to a mast – one angle forward or aft and another angle inwards towards the centre of the ship. These angles are crucial to the correct rigging of the ship.
These 5 yellow plastic templates have each replicated the hull shape where a specific chain plate is to bolted. They may look the same but each has a unique shape. These templates may be from the midship chain plates where the hull does not vary greatly in shape. The shape of the hull will vary dramatically at the bow and stern and therefore the templates / chain plates will appear very different.
The wood and the plastic have been glued in position so that the exact hull shape can been replicated onto the relevant chain plate.
In this photo the rear chain plate has been shaped from the template and will fit the hull without any spaces or gaps.
Each chain plate also has its own pattern of bolts depending on the positioning of frames, beams internal plumbing and electrics, etc. These factors need to be examined before any holes can be drilled in any of the chain plates or the hull.
Before the chain plates are fitted, they are to be shot blasted and painted. The front chain plate has also been shaped and the relevant bolt holes have been drilled with countersinking.
All chain plates removed from the ship are unsuitable to be used again. Some were severely rusted and could be easily be bent by hand. New chain plates have been manufactured from steel and currently are being readied for fitting to the hull.
The capping rail has been lifted from the stanchions to inspect all the timbers and joints. The mortice and tenon joint between each stanchion and the underside of the rail, and the scarf joint between lengths of the capping rail are to be refurbished as needed.
The mortises and scarf joints are easily examined when the capping rail sections are laid out on the deck.
The square holes left by the spikes or nails at the top of each stanchion are being plugged and sealed.
Two sections of ceiling planks – one starboard and the other port – have been coated with a Sikkens Cetol product to allow some cabin space to look original. The bulk head has blue tape attached indicating where cupboards and machinery are to be located. The large white piping below the floor level is for the bow thruster.
The attaching of inner and outer cover boards has been completed. The cover boards prevent water from penetrating to the timbers below. The joins and spaces between the cover boards and the stanchions need to be sealed. This is achieved by caulking the spaces in the same manner as the planks of the hull were caulked.
A start has been made – between the 2 visible “tails” of caulking is a continuous piece that has been forced into the space between the inner and outer cover board.
The image below illustrates how the space between inner and outer cover board is continuous and runs the full length of the ship on both starboard and port.
The stanchions have had the rebates filled and any soft timber repaired with graving pieces of hardwood. This will allow refitting of the pin rails with freshly cut rebates. The pin rails need to be realigned in respect to the cover boards below and the rail at the top of the stanchions. The refitting is necessary because the alignment of the stanchions, cover boards has changed during the restoration of the hull and deck etc.
The pin rail is hanging in a loop of rope as the shipwrights check the depth and height of the rebate on each stanchion. The pin rail does not extend to the full length of the ship. The photo shows the bow end of the starboard pin rail. There is a similar distance at the stern without a pin rail. When the alignment of the full length of the pin rail is completed it can be attached to the stanchions.
Recently 2 inflatable work boats were purchased at a Government auction. They are ideally suited to future use on the Alma
Doepel. An offer to inspect the purchase was accepted and the boats were inflated and inspected. The boats are in excellent
condition and were deflated and replaced back in the storage crates awaiting future use.
All cover boards have been made and are now attached to the ship. Several of the inner cover boards needed to be steamed into shape, others required hours of planing to exacting measurements. The nail and dump holes need to plugged , sanded and then the whole cover board painted with a timber primer,
The photos show the cover boards on the port, starboard and the stern of the ship as well as one of the butt joints between the cover boards.
The pin rails have been refurbished – graving timber replacing any soft wood and a new protective coat of Cetol – ready to be installed back onto the ship.
Alma Doepel Chronicles 