HOLMWOOD EQUIPMENT DETAILS & SPECIFICATION
Generally to Lloyds A1 Royal Navy Pattern and Standards, to include “Back Up” and Emergency Systems throughout. Last MOD re-fit 2000. A full MCA 5 year Survey was carried out in 2006 and an interim in 2009. Holmwood is currently in compliance with the latest MCA commercial vessel legislation. Currently Licensed for 15 Persons to include 3 Crew.
The Electrical Systems are 440 and 240 volt AC and all protection is by HD Switch Gear and HRC fuses, complying with latest legislation and standards. Separate 440 V and 240V Shore Power Systems are also installed, the 240 V Power Supply is further protected by a RCD/MCB Circuit Breaker. The Lighting and Power systems are standard Fluorescent, Low Energy and Tungsten modern pattern fittings, switched locally with Power from 13 Amp BS 1362 Switch Socket Outlets.
24 Volt Emergency Lighting is installed Throughout the Vessel and is separately switched at each location.
Accommodation and Bunks, comprises: Captain’s Cabin and Separate Crews Quarters, 6 pers. and separate Passenger/Crew Accommodation for up to 10. Plenty of Storage Cupboards and Space is Available. Decoration, Carpets, fixtures, Fittings and Soft Furnishings are to Modern Quality Standards.
There are 3 separate Toilets, 1 Shower and Bath Room and 1 separate Shower and Wash Room with Toilet. Hot Water is supplied by 4 separate Water Heaters, with Heat Pump AC to crews Accommodation, together with an Electric Air Ventilation system, with separate Extract Fans to Bath and Toilet. Fixed Air Ventilation via, closable cowls from Deck Levels, are installed at all locations. The Toilet and Grey Water systems can be operated with Salt water or Fresh and there is a separate Holding tank, for the accommodation waste.
A large Washing Machine and Tumble Dryer is Located in the Crews Accommodation Laundry Cupboard.
The Focsul has considerable storage space and currently is used for Storage and workshop Area, with a 200 Metre Tow Rope and Work Shop Bench Drill, Grinder, Compressor, 240V Welding Set and many Tools and Spares.
Televisions, DVD player, Video Recorder, Stereo System and various Electric Fans, Heaters, Electric Lamps and Torches, in Accommodation, with TV Omni Directional Aerials, to include WI FI Internet Scanner/ Photo Copier Printer are at Bridge Level.
The Galley is Fitted to modern standards to include All Electric Systems, with a Large Stainless Steel Sink Unit with Drainer. A Large Stainless Steel Extract Hood is fitted above the Cooking area. Full Size Cooker with 4 ring Hob , Large Fridge Freezer, separate Upright Freezer, separate Oven/Grill, Combination Microwave/Grill, Portable Electric Grill, Electric Frying Pan, Slow Cooker, Food Processor, Sandwich Toaster, Waffle Maker, 4 Slice Toaster, Bread Maker , Electric Whisk and a full complement of auxiliary equipment Kettles, Pots and Pans, Crockery, Cutlery, Glasses Etc. Hot Water is provided by two separate Water Heaters, current seating for 6 Persons and 3 large Storage Cupboards and Rubbish Bin.
The Passenger Accommodation has a separate Fridge Freezer, Microwave, Toaster, Chest Freezer, Kettle, Rubbish Bin, Soup Kettle, Deep Fat Fryer, Chauffer Dish, Considerable Crockery and separate Gas Barbeque with gas Hob. There is also “Back Up” Portable Gas Appliances, for cooking and Lighting. Seating for 20 and Table for 8 persons, with a further two external tables for 8. There are 2 Large Parasols and 2 Large Umbrellas and a separate bolt on Table for the Top Deck.
Holmwood Official No: 911837. U.K. Part One Commercial Vessel Registration. UK Flag State
Port of Registration Plymouth UK.
Year built 1973 Richard Dunstone Ltd Thorne Yorkshire Yard No: 1297
Length: 23.07 metres. Beam: 6.46 metres. Max Draft: 2.43 metres.
Gross Tonnage: 117. Net. Tonnage : 76.55.
Propulsion: Lister Blackstone 4 cylinder 330 H.P. Turbo Charged Diesel 750 Max Revs. Electric 24 Volt Start System and Dry Sump Oil Reservoir, with low oil shut down. Duplex Oil and Fuel Filters with Separate Racon Fuel Filter to ME. 750 Litre Day Tank with Electric re-fill Pump and “Back Up” Hand Pump. 175 Litre Engine Oil Storage Tank. Engine Controls at Bridge and Engine Room.
Emergency Electric Auxiliary Drive Propulsion System, installed and Designed, by myself, to drive the Propeller Shaft by utilizing the Main Generator to run an Electric Motor and Gearbox controlled by a Soft Start Inverter with standard push buttons. Ahead and Astern Propulsion with Max Speed of 6 Knots will get us home, if required in the event of Main Engine failure and or give time to repair underway.
Lister Blackstone 2 to 1 Ratio Hydraulic Clutch Operated Reverse Reduction Gear Box, with “Back UP” Electric Hydraulic Pump and Emergency Clutch Drive Inserts.
15 KW 3 phase electric bow thruster in 300 mm tube installed above fresh water tank in forepeak.
2 Large and 1 Small Ducted Air Fans introduce and exhaust air from the Engine Room.
Wheel Hydraulic Electric Manual and Power Steering with Auto Pilot System.
Emergency Steering as EX. Royal Navy Spec. With Emergency Telephone and Intercom to Bridge.
Range: 1900 miles at 10 knots max speed 12.5 knots
Fuel capacity: 6000 Litres, with possible Max 10,000 litres, this includes separate tanks. 2 Portable Fuel Transfer Pumps 1 24V and 1 240 V.
Fuel consumption: at 10 knots 40 litres per hour
Fresh Water capacity: 4.25 tons with a max. of 13 Tons. Automatic Electric Re-fill Pump with “Back Up” Hand Pump. 1 500 Litre Gravity feed tank at Top Deck level.
Ballast Water Fwd. 8.75 Tons. Aft. 12.75 Tons.
Twin Derrick System 1 each side Fore Deck, lifting capacity 10 CWT. Used with Anchor Winch and or Hand and Separate Hand Winch.
HD Stainless Steel Dive and or Man Overboard Recovery Ladder. Boat Hooks, Fenders, Throw Lines and Ropes to Standard Spec.
HD. 9inch Naval Pattern Standard Rubber Fendering to all Sides of Vessel.
3.5 Metre Rib, 2 Outboard Motors 15 and 5 HP.
2 Admiralty Pattern 3.5 CWT Close Stowing Stockless Anchors each with 400 Ft
Chain. Remote control electric drive system.
Magnetic Compass to Navy Standards.
2 VHF DSC Radio Systems. 1 HF SSB Radio System.
2 24 Mile Radar Systems.
AIS Class B System Transponder and Radar.
2 Chart Plotters “C Map” System and 3 GPS Systems.
Through Hull Dual Frequency Depth Sounder and Sea Temp Unit.
Icom class B AIS system.
Charts, Publications and Navigation equipment and associated Kit.
Navigation Lighting 110 V and 24 V to include NUC and Towing is installed, with Emergency “Back Up” on both Systems. Main Alarmed Nav. Panel in Wheel House
Deck lighting is 240 V and Emergency 24 V to all levels.
2 Barometers and 2 Clocks.
Full Raytheon Intercom System throughout Vessel.
SOLAS Equipment is as Follows: 1 406 HZ EPIRB 3 8 Man Life Rafts are located on the Top Deck; Aldis Signal Light on Bridge, with sockets each side Wheel House. 4 No Lifebuoy’s, 15 No Lifejackets with Lights and Whistles, 15 Immersion Suits, Ships Bell, Flags, Flares, Smoke, Day Signs, Safety, Medical and Training and record Manuals. SOLAS Signage, to include Fire Plan, is Posted at the entrance exit door to Lower Deck. Bilge Alarm systems are fitted in the Engine Room and Accommodation Hold, with the Alarms on the Bridge. Engine Room Alarms are installed, both in the Engine Room and on the Bridge Emergency Stop and Start buttons are located at all relevant areas.
Signage to comply with SOLAS Legislation is posted Above and below Decks, to include Fire, Medical, Health and Safety, Muster, Life Rafts, Life Jackets, Emergency Stop Systems, Escape Routes and Equipment Information. Medical Kit is located on the Bridge.
4 Fire Mains are located on board 1 on each Side Deck, 1 on the rear Top Deck with 1 in the Engine Room and a Fire Box is located in front of the passenger accommodation. Hoses Pumps and all Fire Equipment, to include Cutters, Axes and Foam Nozzle, are located within. Fire Foam is alongside. Engine Room, Foam Ports are on each Side Deck.
An MCA compliant 240/24 Volt Fire Alarm System is installed throughout the vessel and the Alarm Panel is located on the Bridge. A separate Muster Alarm System is also fitted with the initiation push on the bridge. We also have full BA kit complete with Fire Suit and a Separate Full Face Mask Resperator.
Fire Extinguishers are located throughout in accordance with MCA requirements.
1 6 cylinder Perkins 140 HP. 70 KVA 3 Phase Main Generator
1 10 HP. 2 cylinder Kubota 9 KVA 3 Phase 2.nd Generator
1 Yanmar 10 HP. 2 cylinder 6 kilowatt 3 Phase Air Cooled Standby Generator
1 Briggs and Stratton Petrol 4 kilowatt Single Phase Emergency Generator
Bilge, Ballast and Emergency Pumping Systems:
1 Mechanical Heavy Duty Auxiliary Drive Pump PTO from M.E. Gearbox.
1 5 horsepower 3 Phase Electric GS Pump.
1 240 Volt Stand Alone Portable Bilge Pump.
1 Honda Petrol Stand Alone 2 inch Power Water Pump complete with 50 Ft of Inlet/ Outlet Hoses and Fittings. Also used as Emergency Fire Pump
4 Hand Operated Mechanical Bilge Pumps, location, Engine Room, Accommodation Hold, Steering Flat and Anchor Chain Compartment. The Accom. Steering Flat and Anchor Comp. Hand Pumps are located at Deck Level.
Twin 24 Volt 440 Amp Battery System with Change Over Switch location Engine Room. Curtis 3 phase 40 Amp Smart Charger System.
Separate 24 Volt 220 Amp Emergency Battery Systems with Change Over Switch at Bridge Level. 3 Spare 12 V Batteries 220A and 2 X 80 A. Clark 24/12 Volt Charger. 12 Amp 24V and 18 Amp 12V with 200A Boost Charge. Victron centar 12 Volt Smart Charger 40 Amp.
Auxillary Electric Propulsion System
I have always concluded that it is important to keep your plans and designs simple and that you must have back up systems. "Murphys Law" states that if it can go wrong it generally will and we all know that nothing ever goes wrong when its calm and in daylight. One engine onboard a ship or boat that is well looked after is all you should ever need and for many years this situation was the accepted plan and of course in a sailing boat it,s ideal. Twin engined vessels give peace of mind and greater manouverability and a bow thruster makes life simple in any vessel. With the ever increasing cost of fuel in the last few years we now have a greater problem to face, this coupled with the definate need to deal with polution, gives us little choice. Unfortunately not everyone has the bank balance and or the experience to put in a back up system and of course in many vessels the engine room is already full of all the kit and equipment that may need moving, altering or re-arranging to just do the job. As soon as you ask the "experts" to help you, or do something on your vessel, your into the boat owners "hell on earth" were only the very rich and un experienced would fear to go! again it mostly appears that getting in these experts, can also lead to having, apparently no time constraints. I decided, after sailing many, many thousands of miles around the world, generally single handed, that I wanted to own my own ship, a real ship, that I could handle on my own and that I could reinstate and work on with all my skills, in my older years, this also, most importantly, had to include the wife to help me and look after me. I did all this and I have no regrets. I carried out many alterations and refurbishments and with my wife always painting and helping, we achieved a great deal in 6 years. I always do the work myself, be it engineering, electrical, carpentry, electronics and plumbing. As a professional Captain and engineer, I do not suffer fools easily and you soon adapt to single handed working, again keeping it all simple. When I first started to enquire about an auxillary drive system, I came up against an apparent brick wall and had I gone any route, other than, my own design, I would have bitterly regretted it and of course been bankrupt. So what made me do this, well very simply, I picked up some dirty fuel in Rhodes and in the middle of an unpleasant storm in the early hours of the morning, off the coast of Crete, the main engine stopped ! after one and a half hours of heavy rolling and a great deal of fear to my wife on the bridge, I started the main engine and we continued to Malta. My design and the concept of the electric drive system is simple and I now have the means to drive the ship in an emergency to get me home. I spoke to many people in my quest to try to get the sysyem operational and as I stated previously, what I had designed was generally thrown out, as not a possibility, or it would need to be so enormous, it would be bigger than the main engine. Mostly I was told hydraulics was the only answer, I did of course look into this concept, as it has been employed on other vessells and had, I found the equipment I wanted, it would have worked. But how easy is it to just put in an electric motor and gearbox. My favourite programme on the TV is Scrap Heap Challenge, they "just do it" and it works, without all the experts and rules. Where would we all be, if nobody ever took a risk or gamble, this system cost me a great deal of money and I took the risk it may not work, but I did it and it does work. To all those people who gave me such negative response and such a great deal of time wasting, watch my video ! Finding someone to get the equipment from and or get specialist engineering made, has always proved to be a problem, but if you get the right people and you mange and supervise the whole operation, it will work. I was lucky, I met two brothers, Raymond and Steven, who run an electrical motor rewinding factory, Deeco, in Malta and they introduced me to Shannon, the specialist Engineer. All these people are brilliant and without them, my design and the work never would have been achieved. Now watch the video !
Captain Peter Hall