Issue 1February

2012

The magazine of the Seamaster ClubVolume 21

Bring back summer

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Please note that all the items shown on these two pages are intended for SeamasterClub members and their families only, they are not for sale to non-members. TheSeamaster Club makes no profit on any of these items.Copies of The Seamaster Story may be made available to non-members upon request,but at a commercial price.

Embroidered Sports Clothing Embroidered Sweat Shirts, Polos, etc. We can offer a wideselection of colours and styles, embroidered with the SeamasterClub logo. Prices:Fleece - specify full or half zip £21.00 + £3.50 p&pSweat Shirt Round neck . . . . £15.00 + £2.50 p&pSweatshirt collar attached . . £16.00 + £2.50 p&pPolo Shirt . . . . . . . . . . . . . . . £11.50 + £2.00 p&pBaseball Cap . . . . . . . . . . . . £8.50 + £1.30 p&pAll prices include embroidery of the Seamaster Club logo andyou may add names if you wish.

Seamaster Boat Logos:We can supply full-colour vinyl transfers with your model number, which are now available for allSeamaster models , including Sailers, at £20 per boat incl p&p. Other logos, etc., may be arranged toorder.

Logo PlatesLogo Plates for “30” or “8M” logos areavailable @ £33 per set Other plates can bemade to order for the same price.

Seamaster Club BurgeesSeamaster Club burgees are now available in two qualities.Standard single-sided priced at £10.00 and de-luxe double-sided priced at £20.00, both prices include p&p.

ORDERING & PAYMENT:For all items on this page & page 43 please order from Brian Rowland, 113Park Avenue, Orpington, Kent BR6 9EG enclosing the correct payment.The Seamaster Club cannot accept credit cards. Please pay for all goods bycheque payable to “The Seamaster Club”.

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CONTENTS2 Seamaster Club Merchandise

3 Contents

4 Diary Dates

5 Chairman’s Report

6 From the Editor

7 Candidate for Canal & River Trust Council

8 Membership News

9 From the Past

10 GOBA Press Release re River Cam

11 Around the Regions

15 Letters & emails

How can I increase the mph of my boat?

Seacock Seamaster 27

Re Seamaster 30 Exhausts

Engine Vent Covers

Fitting a Shower Tray in a 23

On Buying and Insuring a Boat

Leaking Seamaster 23 Windows

Replacing a Perkins Fuel Pump

22 Maritime Achronyms & Abbreviations

24 More on the Diesel Bug

26 Jenny’s Jottings

27 Commercial Adverts

30 Members Classified Advertisements

41 Committee and Area Co-ordinators

43 Seamaster Club Publications for Members Only

Disclaimer: The views, opinions and any other content of entries in thismagazine are those of the contributors; The Seamaster Club, and theEditor, do not accept responsibility for such content.

Cover Picture Just for a change I thought you might like to be reminded ofthese balmy summer days with the scene on a quiet canal syatem, Thispicture was taken in the North East Region.

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DIARY DATES2012March 11th Thames Spring lunch - Three Horseshoes, Benson,

Oxon - 12:30March 25th Great Ouse & Fens Pre-Season Luncheon. The Wheatsheaf,

Tempsford - 12:00April 1st Norfolk Broads - Lunch Meet, The Fisherman’s, Burgh Castle 12:30April 1st Publish Issue 21/2 of Seamaster Lives OnMay4th-6th Norfolk Broads - Spring Meet, Lion Inn ThurneMay 26th / 27th Fens - Hartford Marina - Members are invited to their Open

WeekendJune 1st Publish Issue 21/3 of Seamaster Lives OnJune 1st-4th Norfolk Broads - The Oulton Weekend, Oulton BroadJune 9th / 10th Great Ouse & Fens Afloat Rally, Lazy Otter GOBA moorings.June 16th Norfolk Broads - Evening BBQ with Dilham Boat Club, Dilham

Village Hall, 7pmJune 29th/July 1st Norfolk Broads - Ranworth - The Big One, Ranworth Island

MooringsJuly Great Ouse & Fens Summer Rally, Sans Souci, Little Paxton Date

tbaJuly 21st Norfolk Broads - Picnic lunch meet, evening Jazz concert & boat

trips, Museum of the Broads, StalhamAugust 4th Lunch meet, Surlingham FerryAugust 17th - 19th Norfolk Broads - The Navy Lark, Beccles Yacht StationAug/Sept Great Ouse & Fens Afloat Rally, Brampton GOBA moorings. Date

tbaSeptember 8th-9th Thames - Cookham RallySept 14th-16th Norfolk Broads - Autumn Weekend, SalhouseOctober 6th Norfolk Broads - Lunch Meet with Dilham Boat Club, ColtishallNovember Seamaster Club AGM & Members Weekend - tbaNovember Committee meeting and Social, OrpingtonLate November Great Ouse & Fens Xmas meal. Date tbaDecember 8th Norfolk Broads - The Christmas Bash, tba.Coordinators are requested to notify the editor as soon as new events are scheduled fortheir area.

All copy should be sent to the Newsletter Editor: email: editor@seamasterclub.org or post to:

Brian Rowland, at 113 Park Avenue, Orpington, Kent BR6 9EG

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Chairman’s Report

Happy New Year to all Seamaster Club members, their families, crewmembers and any prospective owner who may have been passed thismagazine. I trust you all had an enjoyable Christmas and that Santabrought you some of what you wanted. Personally, I found a “Hawkeye”depth sounder under the Christmas Tree – obviously a hint not to strayout of the dredged channels after we went aground briefly on HorseyMere!

No snow this year (so far?) but as I sit at my computer and look out, we are experiencingwinds gusting up to 80 mph and bucket loads of rain. Fortunately the tarpaulin went on our813 in good time, back in the unseasonably mild December days. Coldstream is out ofthe water at Wayford Bridge Marine Services again, hopefully on a tighter timetable thisyear as we want to get back on the water in early March to benefit from the Broads whilstthere aren’t quite so many hire boats. Also we may even be able to give that Webastoheating a proper try-out.

Amongst the work planned before then is to retrofit the head locker which was inside thepointy bit in the front cabin and more importantly, the glasses/ cocktail cabinet which wasin the saloon on the left as you come down the steps. Clearly there was a serious waterincursion problem at some point and these items had to be stripped out by a previousowner. I plan a photographic record and an article for the magazine once this work is doneas I am sure a number of 813s were similarly “butchered”.

Certainly the boat was very damp when we got her 7 years ago although this was quicklycured by having all the windows refurbished/resealed. There are several articles in theMembers’ Area of the website on how to go about this yourself. You won’t be surprised tolearn that I used a professional, in this case Paul Hughes of Marine Windows in Reading(on the Club’s recommended trader list). This was a few hundred pounds well spent asin my case it included having the folding front windscreen serviced so we could getthrough those low bridges such as Osney, and now Potter Heigham (sorry all you Seamaster30 owners out there!).

Final job (I doubt it), given that our marina, Broadsedge at Stalham, has finished installingshore power over the winter, as mentioned in my last report, we are having the boat wiredup for this extra benefit. May even be able to power a laptop and watch the occasionalDVD, given that TV reception is so poor on the Broads. Mind you, with all the early starts,the fresh air, and the odd libation or two, I generally find it hard to stay awake too late whenout on the boat.

Back from a lunch meeting yesterday where some 20+ Broads’ members gathered withthe Coordinator to finalise the programme of events for the coming season. Democracy inaction with some new suggestions adopted by way of a change and to try out differentwaterways. We’re fortunate in this Area in that there is a good core of members preparedto give up their time to organise successful events, whether rallies over a weekend or justa lunch meet. As I have said before, “the more you put in, the more you get out!”

Happy boating,

Peter

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From the EditorSeamaster Club 20th Birthday Party at Heybridge Basin: Unfortunatelywe have had to abandon the proposal for a Seamaster Club 20th Birthday& Viking/Seamaster 60th Jubilee Afloat Birthday Party at Heybridge Basinthrough lack of interest. However, your committee is considering severalalternative ways of celebrating the Club’s 20th Anniversary. Details willbe included in the next issue of this magazine. If you have anysuggestions please let us know as soon as possible.Red Diesel: I thought the row over red diesel had been resolved in 2008 but it now appearsthat the EU intends to take action against UK over the continued use of red diesel here. RYAis encouraging the UK Government to resist the initative and in any case it could takeseveral years to resolve the issue.In the meantime I have reproduced an article that appeared in Anglia Afloat recently that setsout the situation for those of you venturing abroad with your boats. The basic principletherein is valid for the UK as well.I have also, in pages 24 - 26 tried to de-mystify the problems of diesel bug and biodiesel -something I have found it hard to come to terms with. If any reader can produce a betterarticle I shall be pleased to publish it in a future issue.Nomination for Representative on the new Canal & River Trust Council Stephen Peters,a long-standing member of the Club, is standing for election to the Council. His manifestois opposite. He would appreciate the support of those of you eligible to vote - ie those of youholding a BW Annual Licence.

The Great Ouse Boating Association (GOBA) have issued a press release (copied onpage 10) concerning a massive increase in licence charges for boaters wishing to usethe River Cam. This is another example of boaters being subjected to unfair increasesdespite the current pressures on all our finances.

Hartford Marina, in the Great Ouse & Fens Area, are organising an open weekend on 26th

/ 27th May and have invited us to be represented. We would probably set up a small displayin a Club gazebo and will be looking for one or two members to help us man the stall on thetwo days. Any volunteers to help please contact me on 01689 824531.

The Later Voyages of Second Melody - for those folowing the story, we will be includingmore in future issues.

Seamaster Club Merchandise: Despite our best efforts to minimise costs regretably wehave had to increase the postage charge for fleeces.

The Fens, Broads and Thames all have events coming up in the next few weeks so althoughit is still mid-winter the season is already getting under way. My best wishes for a goodseason for all of you.

Brian Rowland

NOTE TO PROSPECTIVE MEMBERSYou may have been handed this magazine by a friend, and now be wondering how to find out moreabout joining the Club. For more details, please contact:

Brian Rowland, 113 Park Avenue, Orpington, Kent BR6 9EG Tel: 01689 824531

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CANDIDATE FOR ELECTION TO CANAL & RIVER TRUST COUNCILSTEPHEN RICHARD PETERS – MANIFESTO

Boaters are being asked to stand for election to the Canal & River Trust Council.Stephen Peters’ draft Election Statement was published earlier on the NABOwebsite (www.nabo.org.uk) but the following personal profile outlines his mainattributes:

STEPHEN RICHARD PETERS – PERSONAL PROFILE

Stephen Richard Peters

A member of NABO Council for the past 18 years and currently Hon Treasurerand Rivers Secretary.

Stephen has been a boat owner since 1989 and owns a Seamaster 30 motorcruiser based on the River Severn in a marina. He is very much a practical boatowner and carries out routine maintenance and re-fitting works himself. Hisexperience of inland waterways dates back to the 1960’s with a series of familyboats ranging from a small cabin cruiser to eventually a 42 foot twin screwdiesel motor yacht based on the Warwickshire Avon and making frequentvoyages on to coastal waters.

He is a member of RYA, Avon Navigation Trust, RNLI (Governor), Railway &Canal Historical Society, Cruising Association and Seamaster Club.

He was Hon Secretary of the Droitwich Canals Trust in the 1980’s and stilltakes a keen interest in waterways history and restoration.

He is actively involved in non-party political local government and was anelected district councillor for 12 years. He is currently a county councillor andparish councillor representing the area where he lives in North EastWorcestershire (which includes a short section of the Northern Stratford-upon-Avon canal).

If elected to the Council of the Canal & River Trust he would aim to representALL owners of boats using the CRT waterways including broad beam and riverusers. His considerable knowledge of waterway legislation, Acts or Parliamentand local government should be of value to the CRT Council and he will strive toensure that the Trust makes sound decisions in the interests of all whonavigate the waterways.

By the editor:I know Stephen from my brief membership of the NABO Council on which he has servedfor many years and he has also submitted various useful articles for publication in thismagazine in the past. I am most impressed with his devotion to the work he does and

have no hesitation in recommending you support him if you are eligible.Brian Rowland

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MEMBERSHIP NEWSNew MembersPersonal details removed.

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Resignations0154: Dear BrianJust to let you know that David has sold MistyBlue. Many thanks for all of your help overthe years but time has come to resign fromthe Club. It was most enjoyable for me andBill and all members of my family to have 2Seamasters and 20 wonderful years asmembers of the Seamaster Club andincluding all the friends we made.Thank you,and kind regards. Best wishes to you and allthe club.Edna Evered0878 James & Mary Weston, Kamtila 30,have resigned after 10 years membership.1023 David & Sandy will be selling Trilogytheir Seamaster 27 in the New Year after 9years of cruising the Great Ouse. “We have purchased, dare I say, anarrowboat to allow us to cruise other riversand canals in England and Wales. You willbe pleased to hear we don’t plan to bringher to the Great Ouse. We thank the club forall the valuable information which wasavailable to us. We have met manylikeminded Seamaster owners and will missfriends we have made on the Great Ouse.However, once we have achieved this dreamwe may well be back! I have cancelled ourstanding order to you. Wishing you all a veryMerry Xmas and a successful boatingseason in 2012Kind Regards”1613 Serenity: Les has sold Serenity (27).1754 Iwan & Gill have sold Pollyanna (30).1760 Richard & Anne are selling White Cloud.1761 Dennis & Dawn have resigned due toill health.

From the Past:Barbara Noyes, wife of Patrick M Noyes,has given us some interesting tit-bits:

The Lovely Cottage.

One Seamaster Cruiser was delivered toa Marina, secured on it’s mooring and theowner spent happy times aboard.

When, after some considerable time,Seamaster enquired when he would likethe boat’s engine to be delivered andinstalled the owner had decided he didn’tneed an engine.

He was very happy in his “country cottage”as it was.

From Press cuttings:

At the “first national show” in 1955presented by the Daily Express inassociation with the Ship and BoatBuilders’ National Federation someenquirers wanted to know where theycould buy a boat for sailing in the ThamesEstuary. Between them they had £200 tospend and very little experience. Guy …was the man to tell them, and he did justthat,

Mr R C Curtiss, a professional sailingmaster, was answering a query put to himby Mr Patrick M Noyes, who came from Epein Nigeria. He was a member of the boat-building section of the NigerianDepartment of Industry. Mr Noyes wantedto know the best way to convert hisNigerians from the long-standing habit ofbuilding slow and clumsy boats out of treetrunks.

Editors Note:

Pat Noyes, who was well known in theyachting world, was appointed as Directorand General Manager of Seamaster Ltdin 1962 and was to have a great influenceover the boat designs, particularly theirattention to detail inside and out. He laterbecame Managing Director.

PRESS RELEASEGreat Ouse boaters angry at massiveriver licence fee increasesBoaters using the rivers Great Ouse and Camare furious at changes to the licensingsystem which could mean an increase inlicence fees of up to 23% and fragmentationof a waterway.The Environment Agency (EA) had alreadyannounced that licence fee increases for thenext three years would be limited to just 2%plus C.P.I. or 6.4% for 2012. Boaters are nowangry that the Environment Agency has madeno announcement or consulted on the newfee hikes due to start on 1st April this year.At present, an Environment Agency Anglianregion licence permits access to all navigableparts of the system, including the river Camup to the centre of Cambridge.However, at a meeting of the CamConservators on 12th January 2012 it wasannounced that from 1st April 2012, in orderto navigate on Cam Conservancy waters, EAlicence-holders would have to purchase, fromthe EA, an “EA/Conservancy” licence costing110% of a standard EA licence. Alternatively,EA licence-holders deciding to navigate theCam later in the year could purchase anannual visitor licence at 15% of their EAlicence fee (or a penalty charge of 25% of thefee if found without the licence).A Cam-only licence will no longer be availableand all river Cam based boaters will beobliged to purchase the “Conservancy/EA”licence at 110% of the EA fee, which will nowbe issued and administered by the CamConservancy not as in the past by the EA. Thepresent Cam-only licence costs 95% of theEA licence so the increase to 110% representsan increase of over 17% in addition to analready announced ‘inflation-linked’ rise of6.4%. A total increase of 23.2%.GOBA is now aware that in September 2011the EA gave the Cam Conservators therequired six-months’ notice to end the existingInterchange Agreement under which a smallproportion of the EA licence fee was passedto the Conservators. However, as yet, therehas been no announcement from the EA andno consultation whatsoever with user

representatives. In effect, these massiveincreases in charges and significantalteration to existing licensing procedures,due to start in just two-months’ time, havebeen announced by a third-party. It appearsthat up to half of the additional revenue raisedwill remain with the EA and there will inevitablybe increased administration costs.The effect of these measures is:- To cause fragmentation of an existingcontiguous public right of navigation.- To reduce by around 6% the length of cruisingwaterway previously available, without extracharge, to EA licence-holders.- To cause huge additional expense to riverCam based boaters, an extra 23.2% in total.- To cause major additional expense to EAlicence holders wishing to continue toexercise their right to navigate the river Cam,at least an extra 10% on top of previouslyannounced increases.- To cause massive additional expense to hire-craft operating on the river system.- To potentially cause a serious loss ofbusiness to commercial boat-yards andservice operators based on the river Cam butrelying on trade from EA-based boats.- To seriously impede the possibility (enjoyedfor many years) of visiting a major UK city andvisitor attraction by boat.- To seriously affect members of a major boatclub situated just above Bottisham Lock (onCC waters) wishing or needing to visit theirclub by boat, without punitive charges.For further information contact:Nigel Handscombe – GOBA Publicity Officer

nigel.handscombe@goba.org.ukBob Wells – GOBA Chairman Tel. 01638

716438 bob.wells@goba.org.ukAlistair Reid – GOBA Secretary Tel. 01480

493582 alistair.reid@goba.org.ukGOBA News editor David Mercer 01480

469046 editor@goba.org.ukPublicity Nigel Handscombe nigel

handscombe@goba.org.ukNavigation problems Alistair Reid (EA Liaison)

01480 493582 alistair.reid@goba.org.ukGreat Ouse Boating AssociationAffiliated to the RYA and Associate membersof the Parliamentary Waterways Group

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AROUND THE REGIONSTHE FENS AND GREAT OUSE

I trust you all had a very enjoyable Xmas &New Year and hope you are all keepingwarm and our boats safely winterised.Surely Spring cannot be far away and wecan all look forward to emerging from ourmarinas out onto the river once again.Our final event of 2011, the pre-Xmas meal,took place at The Riverview Inn Earith onthe evening of 26th November. Whilst only10 members attended we all enjoyed a veryfestive evening and were warmly plied withgood food and drink by the restaurantowners.

Attendees were:-Chris & Mike (Wild Rose)Rose & Brian (Wild Thyme)Mo & Paul (Saratina)Alison & Mike (Jameson II)Sandra & Alan (Ariana)

Four members stayed overnight at TheRiverview and apparently can highlyrecommend the full English breakfast!

Our first event for 2012 will be the Pre-Season Luncheon; this year it will be heldat The Wheatsheaf, Tempsford on Sunday25th March at 12 noon for a meal at 12.30.More information and menu choices areenclosed with the magazine and I lookforward to seeing many friends old and newat this event. As usual raffle prize donationswill be greatly appreciated. Please do comealong and support your Seamaster region.

Our second event will be an afloat rally atthe Lazy Otter GOBA moorings over theweekend of the 9th & 10th June. Last yearthis rally was very well attended and wehope you can all join us again this year.

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Our third event, the “garden party rally” atSans Souci, kindly hosted by Sylvie & MikeChase , will be arranged when Sylvie & Mikereturn from their winter retreat in NewZealand and give me their available datesfor this annual get-together.

A further afloat weekend rally will be heldon the river in late summer; date and venuetba and I will arrange a pre-Xmas meal forthose interested parties.

Once again I trust 2012 finds you well andlooking forward to another boating season;see you at The Wheatsheaf.Sandra Woodham, Area Co-ordinator

THE NORFOLK BROADSPlease note the date changes of

some of this year’s events.

The Norfolk ReportI hope you have all got over the Christmasand New Year celebrations and yourthoughts are turning to the boating seasonahead. Looking back over the year I thinkmost of you who came to our meetingsenjoyed yourselves and I hope you willcontinue to support us in 2012 – a bit of aspecial year for the Club so I will do a fewthings above our normal set up, probablyat Ranworth. I am sure you are waiting tovolunteer with offers of help and ideas tocelebrate our 20th Anniversary. I await yourcalls.The Norfolk dates in the front of themagazine are now set so please make anote of them. Our January lunch meet wasthe busiest in years with double the normalturn out. It was a bit of a squeeze but it allwent well. You will notice two new fixtures,

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both suggested and voted on at the meeting.I tried to get the Oulton Broad date changedas I have a long-running motorcycle eventon that weekend but I was outvoted so itseems democracy works.A small bit about our Christmas do. I wantto put this out for your thoughts for the nextone as the attendances are low it isprobably time to re-think the format orcancel it. It is up to you the Norfolk members,so please let me have your ideas andthoughts on this, or if you think you wouldlike to take over the running of this eventcall me a.s.a.p. as Christmas venues haveto be booked quite early.Our first 2012 event is lunch at theFisherman’s, Burgh Castle on Sunday 1st

April (after midday!) so lets start with a greatturnout at this boat friendly restaurant.Some of you may have heard that 2011 wasa bit of a disaster for myself and Patty. Atone point it seemed time to resign from theClub but this is now all in the past and weare determined to get out and enjoy JennyWren at every available opportunity so I willsee you on the water.Will Hawkes, Norfolk Broads Coordinator

Lunch at Sutton StaitheSaturday 7th January 2012

A bright sunny day for our first lunch meet ofthe new year at the Sutton Staithe Hotel.We filled the small dining room and asusual the food was excellent.In attendance were:

David & Gisela TouchwoodEric & Dorothy Lady MargaretStella & Peter ColdstreamAlan KoraliSteve & Angela Emma LouiseJon & Caroline Rum NavyRoger DelightDavid & Jacky TadornaPeter & Sandra Opus IIBeryl & John Katsouko IVWill Jenny wrenPat & Roger New Moon

There was a lively discussion on thecoming year with some suggestions for

some new venues as well as some oldfavourites. Will took copious notes and nodoubt the outcome of our deliberations willbe in this issue of the Club Magazine.There was also a suggestion of anextension to our new portable club houseas we seem to be outgrowing our currentone after the first year. Jon and Caroline(Rum Navy) kindly offered to look into costsand availability.Roger Green, New Moon

Lunch at the Fisherman’sRestaurant, Burgh Castle

1st April 2012Last spring we arranged a lunch at theFisherman’s restaurant at Burgh Castle. Itwas the first time the event had been heldand turned out to be very well attended andenjoyed by all. We even had severalSeamaster boats present.As it was well enjoyed we have arranged alunch for 12:30 on 1st April (after midday!)in their restaurant and details are enclosedwith this magazine for all members of theNorfolk and Suffolk Broads area. Price is£11.25 for main course and dessert. If youwish to attend, please let me know byMonday 19th March with your menu choices.Free moorings are available outside therestaurant and can be reserved for you ifyou let me know in plenty of time; you willbe allowed to double-up if you need to.Moorings may also be available in BurghCastle Marina at a discount if you would

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prefer to moor there. There are freemoorings also about 300 yards up-stream.You may, of course, attend by road andparking is available.If any members from other areas would liketo attend please get in touch with me on01689 824531 or email me at:brian@seamasterclub.org.Brian Rowland

THAMESLunch at the

Three Horseshoes, BensonSunday 11th March 2012

Lunch at the Three Horseshoes is alwaysa very nice affair with good food and drinksin a brilliant atmosphere in the functionroom. It is always enjoyed by all who attend.Many new members have been welcomedat these events.It used to be organised for Christmas butwas postponed into March at the lastminute in 2010 due to the bad weather andall agreed that was a better time to meet.The Spring lunch will accordingly be heldon Sunday 11th March at the ThreeHorseshoes, Benson, 12:30 noon for 13:00.Members will be able to select their choiceof food from the full menu, not a specialChristmas menu, and the event will be heldin the function room as usual. Numberswill be limited to 24 and booking will be ona first come first served basis so if you wishto come to this event please contact me assoon as possible.Brian Rowland 01689 824531 or emailbrian@seamasterclub.org

From the Past:Barbara Noyes, wife of Patrick M NoyesNoyes, has given us some interesting tit-bits:

The Lovely Cottage.One Seamaster Cruiser was delivered toa Marina, secured on it’s mooring and theowner spent happy times aboard.When, after some considerable time,Seamaster enquired when he would likethe boat’s engine to be delivered andinstalled the owner had decided he didn’tneed an engine.He was very happy in his “country cottage”as it was.

From Press cuttings:

At the “first national show” in 1955presented by the Daily Express inassociation with the Ship and BoatBuilders’ National Federation someenquirers wanted to know where they couldbuy a boat for sailing in the ThamesEstuary. Between them they had £200 tospend and very little experience. Guy …was the man to tell them, and he did justthat,

Mr R C Curtiss, a professional sailingmaster, was answering a query put to himby Mr Patrick M Noyes, who comes fromEpe in Nigeria. He is a member of theboat-building section of the NigerianDepartment of Industry. Mr Noyes wantedto know the best way to convert hisNigerians from the long-standing habit ofbuilding slow and clumsy boats out of treetrunks.

Editors Note:

Pat Noyes, who was well known in theyachting world, was appointed as Directorand General Manager in 1962 and was tohave a great influence over the boatdesigns, particularly their attention to detailinside and out. He later became ManagingDirector.

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Letters & emails

How Can I Increase the mph of myboat?Hi , I have a Semaster 30 and I’m wonderinghow can I increase the mph of my boat. Itravel at 5mph all the time and sometimeswhen trying to make time in between locks& bridges 5 mph is a little slow. Is there anyway to increase up to 7 / 8 mph?Any advice?Tommy Maloney 1057Katie on the River Shannon ROI

From: Paul KillickHello TommyI see from our database that you have aSeamaster 30 with a Singe Mercedesdiesel?I am afraid you wont get much more speedwith that engine as its only about 40hp whennew so probably down to about 25 - 30 hpnow.Its the smallest engine I have ever seen ina 30 making me suspect she was not afactory fitted boat and one probably fitted outby a hire fleet.Hire fleets also had a tendency to fit“Oversized Propellers” in an effort to governthe speed so its probably worth contactingyour local propeller specialist for a prop sizesurvey, also one of the last things ownersever have serviced is their propellers forsome unknown reason to me. Lets face itits pretty crucial that ones propeller isperfectly balanced, nice and polished andhas the correct finish especially at the bladetips.I am going to take a punt that you wouldneed around about 16x12 Turbine type propmaximum.Can you check a few things for me?When was the last time that your fuelinjection system was removed and sent forservice?What is your Max RPM in gear and in neutraland does it match the spec in your enginemanual? (I don’t have a manual for thatengine to refer to.)Check the throttle opening on the injector

pump is at max by selecting full aheadposition then checking that the cam on theinjector pump body is also at max opening.This is done without the engine running!Is the underwater hull clean, freshlyantifouled and smooth? Fouling willdramatically affect the speed through thewater! Build up of old antifouling paintcausing a rough finish will also take knotsoff your speed, freshwater antifoulingpaints are often terribly thick and over theyears tons of the stuff can build up on thebottom.Cheap antifouling is not always the beststuff to use for all round performance andover the long term can cost you more!Between antifouling sand back the oldbefore applying the new, use what’s knownas (Copolymer) or “Self Eroding AntifoulingPaints” and every ten years remove all theold paint.For best performance at all times keep theengine properly maintained, have thepropeller regularly serviced, apply the bestantifouling paints and keep the hull assmooth and as clean as possible.Also have a mass clear-out as the moreweight you carry around the slower you go!Another factor is how dry is your hull? GRPsoaks up a considerable weight in water ifnot allowed to dry out every winter or hasnot had the underwater sections barriercoated, wet hulls are bad news all round.Your local boatyard should be able to testyour hull for water content using a specialpiece of measuring kit, the underwatersections of GRP should be no more than5% saturation ideally.With the above all addressed you might belucky and get 7 knots flat out and six knotsmax cruising.Here on the Thames we have had a singlePerkins 4107 factory fitted seamaster 30on our tidal cruises, six knots was themaximum continuous speed through thewater. The boat was never overloaded andwas always antifouled yearly.To give you an example a new twinThornycroft 154 diesel Seamaster 30 did

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12 knots, twin Perkins 4108 about 10 knots.All with half fuel and water, two persons andno kit on board. A single version with sameengine was rated at 7 knots max weighingin at about 4 tons. The fast Seamaster 30with twin Chrysler Nissan diesels achieved16 knots, The flybridge version named theSeamaster 950 with twin Volvo turbodiesels achieved 16 knots and with nonturbo 14 knots but the hulls were modifiedwith harder chine’s forward and astern tocreate more lift and an extra foot in lengtheffectively reducing the beam making thehull more “Water Dynamic”.My own Seamaster 30 fully loaded forcoastal cruising does about ten knots if Iam lucky, this is due to the extra weight ofsea going kit and three persons with theirgear aboard. Travelling light and withslightly modified engines and large trimtabs I can achieve the full 12 knots. To getthe max HP out of the engines i have had tomake a lot of changes and load the boat aftheavy; weight forward reduces the hullspeed considerably and the hull has atendency to slam in short steep seas.Moving onto engines:-Sadly our original engines are getting tiredand a lot require a full overhaul and re-furbishment, most boat engines suffer fromlack of use rather than over use. A sure signof tired engines can be a black oily transomand heavy breathing. Perkins are wellknown to suffer from cylinder liner sealfailure, all diesels require fuel injectionsystem servicing to keep their optimumperformance. Tappet adjustment is oftenoverlooked on boat engines and can makeengines run rough with reducedperformance. I recommend regular oilchanges to extend the working life of anyengine, its the “Life Blood” of your engine.Perkins are notorious for oil sludging, theoriginal spec oil was a Detergent based oilfor a very good reason! Always use a goodspec oil, the cheap stuff is often very lowgrade and will require twice yearlyreplacement. A PTFE oil additive can paydividends as it reduces wear and protects

the moving parts, some of these are knownto keep engines running that have no oil inthem, they are that good.And finally hulls;-I recommend that all unprotected GRPhulls are over wintered ashore allowingthem to dry out, when I say unprotected Imean not coated with a “Two pack”polyurethane barrier under the antifouling.This coating is designed to keep water outand is the only protection against dreadedosmosis and blisters caused by dampnessin the GRP, all GRP soaks up water. Themore you have the heavier the hull gets andthe risk of osmosis blisters increasedramatically.I have gone into a fair amount of detail herebecause your question was a good one andworthy of publication to a wider audience.Poor performance of boats can have manycauses and I think I have covered most ofthem.RegardsPaul Killick

Seacock Seamaster 27Hi Paul.I have one final question for you thisyear. I hope you can help me with theseacock on my “27”.Its the large one at the discharge end of thesea toilet, it has a square stud as the turningpoint with a brass handle that sits on thetop as the lever to operate the valve.In simple terms its stuck in the openposition, is their any way to repair this, if sohow? If you require any pictures I canarrange to send them also.Also on the top are two screws that hold aplate to the valve if that helps to identify thevalve.Have a very Merry Christmas for you andyour family and I am sure we will meet atsome point in the future as we areconsidering the Thames next year again.Bob AuchterlonieHi Bob

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It sounds like a Taper seat valve as againsta Gate valve as fitted to most Seamasters.If it is what I think they need regular servicing,basically done when the boat is ashore byremoving, stripping down and applyingloads of grease. These valves sometimesrequire the bronze taper lightly abraded withcutting paste. Coat the taper with cuttinggrease, insert it back into the valve body andwork it back and forth and round and rounduntil both surfaces are clean and shiny. Coateverything with waterproof grease and re-assemble but do not over-tighten the twobolts that hold the taper into the valve body.All underwater skin fitting valves requirecleaning and greasing every few years, anycalcium deposits can be removed withKettle de-scaler! Gate valves have a glandjust like the prop shaft stern gland but muchsmaller. There will be two nuts, one smallthat can be tightened down on the packingmaterial and one large one that removesthe inner workings for cleaning/greasing.Ball valves cannot be stripped down and allyou can do is drop them in de-scaler toclean them & work some water pumpgrease around the ball on a stick. I do notrecommend ball valves as they freeze andsplit open too easily unless they arespecifically designed for marine use byhaving a little drain screw on the side forfrost protection.Whatever you do don’t try forcing any valveclosed when afloat as sometimes theybreak off especially if corroded and downyou go rather rapidly!All metallic underwater fittings should bemade of marine grade phosphor bronze or316 grade stainless steel and secured byfittings of the same material and ideally beearth bonded to a sacrificial underwateranode, this prevents corrosion throughelectrolysis.Fittings to be avoided are Brass, StainlessSteel less than 316 or A2 grade and DZR!Hope the above helpsRegards & seasonal greetingsPaul

RE: Seamaster 30 ExhaustsFrom: Brian WoodgateDear Brian,Whilst winterising our Seamaster 30, Inoted the exhaust raw cooling water wasleaking at the screwed connection betweenthe 1.5" valve, and the steel galvanisedstub pipe, which passes through the sternof the boat. I decided to tighten theconnection, and to my dismay the valve plusthe long galvanised pipe, which connectsto the exhaust muffler, just fell away leavingthe stub pipe in position! I checked theother exhaust system and found this to bein the same condition.Luckily we were in the marina, and as weare now on the hard standing I have beenable to replace both stub pipes and valveswith bronze fittings purchased from ASAP. Iwas unable to reuse the valves, as thecorroded threaded section of thegalvanised stub pipe was firmly embeddedinto the valve threads.I thought this might be a useful warning toall Seamaster 30 owners. If the pipe hadfallen away whilst cruising it would not beimmediately noticed, and I hate to think ofthe consequences.I note that you have replaced your overheadlight fittings with fluorescent units. Werethese the round or square type advertisedby ASAP, and do they fit over the spaceoccupied by the original fittings?RegardsBrianBukit Orang

Reply to Brian WoodgateThanks for the info. I will include in the nextmagazine.I had both mine replaced a few years agoto have them lifted clear of the waterline. Ihad not had a problem but I got fed up withwell meaning people at my club phoningin the winter to tell me she was sinking

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(because they were half covered by water).As you say, they do corrode and mine werewell on the way out but it did not occur to methat they could fail in that way.Re lights, I have chosen the square onesand they fit very nicely.Thanks for your email.A happy new year to you and yours,YoursBrian

Finally, from Brian WoodgateThanks for the quick reply. My pipes areabove the waterline, and I have never seenthem below the water. However, there is nota lot of clearance. I have wondered whatthe valves are for, and I have never closedthem! They would of course be useful, if forsome reason the pipes were below thewater, and there was a leak between thevalve and the muffler. However, they offerno protection if the leak is between thevalve, and the exit pipe as in my case.Thanks for the info on the ASAP light fittings,this will be a job I can add to my list.Gillian and I send our Best Wishes for theNew Year to you and Sylvia.Brian

- - - - - - - -Engine Vent CoversCan you help, please.I need to replace the engine vent covers onthe transom of my seamaster 27. Are theseor something similar available?Many thanksPeter Thomas, Member 1775

Hello PeterSeamaster never fitted engine intake ventson the transom because all the engineswere shaft drive installed under the cockpitfloor. The only reason I can think of for ventsto be on the transom is if someone hasfitted an outdrive installation? If that’s thecase I think you must have a “Custom Built”or “Modified” boat.I have seen this done and quite a fewcompanies that fitted out Seamaster hulls

used outdrives, companies like“Springfield”. A photo would be useful?There are loads of vent types available fromchandlers. I suggest looking on the internetto try and match what you have.RegardsPaul Killick

Hello Paul,Many thanks for your reply. Yes it was fittedfrom new with an Enfield Z drive on a Perkins4108 mounted at the stern. I thought maybeit was a common set-up. I’ll try chandlersfor something appropriate.Kind regardsPeter

PeterI would be interesting to know who fittedher out, have you got any documentedhistory? Some photos would be greatRegardsPaulPS: If you had a copy of the Seamaster Storyyou might have realised what you had wasdifferent as there are loads of photos andlayout plans, a lot out of the originalbrochures and advertisements. Put it onyour Xmas list!RegardsPaul Killick

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Fitting a Shower Tray in a 23Dear Brian,I wrote to you as little while ago regardingadvice/information on the possibility of fittinga small shower, in the toilet compartmentof our Seamaster 23. Unfortunately overrecent weeks we have replaced our PC andsome emails etc have, I understand, beenlost. We are still keen to progress with thisproject, if you know of anyone who may beable to assist with an installation?Many thanks, and Happy New Year.Kind regardsPaul Briggs

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From: Paul KillickHi PaulOption 1: try the resident boatyard, if no luckask for local contacts. My reasoning is thattravel costs money and it might be cheaper.Shower trays have to be custom made andthe drain sump pumps that are required areexpensive, you may also have to considerup-grading the domestic water pump andhot water arrangement as showers requirehigh pressure and good flow rate.Option 2: try calling some of my contactsbelow;-

Lyndon Evans, First class marineengineer who may take on this job if nottoo busy with engines 07795218704John Smurthwait, Excellent GRPspecialist who could easily fabricate thetray and might take on the whole task. Heis very good at Gel Coat repairs if you haveany scratches to the hull. 07939263473Wesley, a very good all-rounder for workon boats and probably the cheapest07515353031. Used by a lot ofbrokerages on the Thames for BSS work.

I should warn you that this job is not goingto be cheap, nothing on boats is easy andstraight forward. I am very hesitant whengiving out names as in the past I have beenbitten when things don’t go according to planor someone makes a C--k up. Using any ofthe people I have mentioned is totally at yourown risk and I accept no responsibility. All Ican say is that I would trust these guys towork on my boat!Hope you find the above helpful.Kind regardsPaul KillickSeamaster technical,BSS examiner & Marine Consultant

- - - - - - - -On Buying and Insuring a BoatHi,I am in the final stages of purchasing aSeamaster 813 currently named “Genesis”from Norfolk Boat Sales. I am interested inbecoming a club member and willappreciate more details on how to join.Also is it possible that you can give me a

definitive history of the boat? I have loadsof documentation but none gives anaccurate date of commissioning? I needthis for insurance purposes.I look forward to hearing from you.RegardsKeith Plant

Hi KeithTo date the boat I need her HIN No - thehull number. It is normally on an oval platenear the helm or otherwise scribbled onthe back of some of the locker covers etc. Ifnot, does the documentation give any otherprevious names for her?Either way, Haven Yacht Insurers are veryused to Seamasters and are worthcontacting on 01732 223 600. If you takeup membership of the Seamaster Club youwill get a 10% discount and another 10% ifyou moor in a recognised marina /boatyard. The discount only applies if youare already a member when you take outor renew the insurance. I will send you aninformation pack and membershipapplication form, or If you want to joinimmediately download an application formfrom: http://www.seamasterclub.org/p a g e s / c l u b / m e m b e r s h i p /join_seamaster_club.html and post withyour cheque for £25 to me at 113 ParkAvenue, Orpington, Kent BR6 9EG.Feel free to ring me if you wish.YoursBrian RowlandThe Seamaster Club01689 824531

Hi Brian,Thanks for the prompt reply.I have searched through thedocumentation that came with the boat, Ihave found an advert stating that the platenumber you talk about is 4830. The advertstates that the hull was purchased in 1983but the boat was not fully commissioneduntil 1997.The boat is currently lying in Wroxham andwe are at the London end of the M11. I am

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collecting it in 2 weeks, I will endeavour toconfirm the number then. I will thencomplete the membership application formand send it back to you with a cheque.RegardsKeith

Hi KeithI have been forwarded your SeamasterClub enquiry from our Mem Sec Brian.HIN number 4830 tells me that the hull wasbuilt in 1975. Our records sadly do notinclude details like whether the boat wascompleted at the factory or elsewhere.Your surveyor should be able to help bychecking dates of fittings and enginereceipts, of course, are the biggestgiveaway as are the previous bills of salethat also prove ownership and the right tosell the boat.Without confirmation of who owned her andwhen it is not possible to prove legalownership. It is a risk we all take whenbuying a boat without documented historyand of course registration details. A lot ofboats were registered from new at Lloyds,if so if there is an engraved timber plateattached with the registered number andThames Tonnage and possibly a log bookwhich will show commissioning date.When the boat changes hands theregistration should be moved to the newowner and whoever holds the certificatelegally owns the boat.Once again use the services of a surveyorfor a pre-purchase out of the waterinspection, he will use a special meter todiscover how much moisture is in the GRPand check her underwater sections forsoundness and osmosis by hammertapping. Its his job to save you from makinga mistake as well as possibly saving youmoney or worse!On an 813 check for any water ingressthrough window frames and windscreen,pay particular attention to any stainedpatches especially on the main bulkheadstop corners from the cockpit and cabin. Onthe port side you will have to look into the

electrical locker under the helm right up intothe top left corner. Prod it with a screwdriverand check for soft timber. Another spot isthe main cockpit floor bearers under theside panels and the panels themselves, ifthey are darkened down with stain lookmore closely and give them a good prod.Mechanically this boat might not bestandard. Beware of a Wortham Blake BMCdiesel engine with Hydrive reductiongearbox on conventional drive. Thesetransmissions are not made anymore andcan lead to expensive problems. Theengine mounts should show no signs ofsoft rubber and bolts going down into themain bearers should be nice and tight. Thestern gland should drip once or twice aminute and when viewed with the vessel inmotion not wobble and shake. Check therudder stock is not letting water in and thatthe rudder itself has no play when lightmanual force is applied. The only stern driveset up fitted by Seamaster would have beenVolvo. Check for maintenance records asthe rubber gaiters, anodes and oil must bereplaced regularly. Check the oil is not amilky colour as this could indicate aproblem.Hope the above is useful and that a goodsurvey results in a sound vessel and youjoining our pretty unique club.RegardsPaul KillickSeamaster Club technical

[Ed Note: I am pleased to say Keith did join the Club.]

- - - - - - - -Leaking Seamster 23 WindowsStephen Gurney asked for advice on gettinghis leaking cabin windows repaired. Afterconsulting several avenues he replied:

“Thanks Brian, all info is muchappreciated. The cost of doing mywindows is between £300 -£1,650! I thinkI will try a bit of marine sealant first. If thatdoes not work then the experts will haveto do it.”

We also advised him to visit the members

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PUMP ON ENGINE

area of the web site and follow the link tomagazines where he would find adownloadable copy of Volume 17 Issue 2 isavalable, free, to download.We had told him Removing the main cabinwindows on a 23 is not easy as you will seefrom the article but is possible. If you have afriendly boatyard you might be able to do ityourself with some guidance from theboatyard.For more, contact Paul Killick, our technicaladvisor email paul@seamasterclub.org orcome back to me or to your Area Coordinator.Leaking windows remain one of the mostcommon causes of problems and are oftena real headache!

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Replacing a Perkins Fuel PumpDear BrianThought that members might like to hear ofmy recent experiences with my ageingPerkins 4107 which seem to appearfrequently in various combinations inSeamasters as well as the 4108.

Poor starting in cold weather seemed to bethe precondition for not starting at all after awinter lay up. Not being brought up onDiesel engines at all I therefore had no ideaof the way forward to remedy this until someadvice from the Club pointed me in the rightdirection. Although helpful it did not remedyproblems without resorting to the old hands-

on approach as trying to get Diesel enginemechanics to work on a 40 year oldmarinised Perkins engine is well nighimpossible, particularly when it is in a boatin the water.

To cut a long story short I eventually tackledthe job myself removing both the fuel pump,which turned out to be the actual problem(thanks to Paul and the special boltremoving tool) and the injectors. After aninternet search I found a goodreconditioning company called Peter SlaterLtd (see www.pslaterfie.co.uk) who offereda good service, were helpful, knowledgableand reasonably priced.

The parts on return looked as good as newand after reinstalling and with and sometrepidation and a few heartstoppingmoments the old Perkins fired up againand will hopefully run for a few more yearswithout major problems.Regards,Robert Rudkin

OLD PUMP

RECONDITIONEDPUMP

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MARITIME ACRONYMS & ABREVIATIONS -WHAT DO THEY MEAN?The maritime world is full of very confusingacronyms and abbreviations. In an attemptto ease that confusion, particularly for newboat owners, I have listed below some ofthe acronyms and abbreviations in commonuse, including a brief summary / descriptionof what they do. The first five however needno explanation on their roles as they are inevery day use and easily understood by all.

MCA Maritime and Coastguard AgencyRNLI Royal National Lifeboat InstitutionRYA Royal Yachting AssociationSAR Search And RescueGPS Global Positioning System

MRCC - Maritime Rescue and Co-ordinationCentre

As the name implies it co-ordinatesrescues. This including the use of the MCA,RNLI and HM Forces.

IMO - International Maritime Organization

The IMO is a United Nations Agencyconcerned with the safety of shipping andcleaner oceans.

PLB - Personal Location Beacon

These Beacons send a signal to orbitingsatellites. Most are now fitted with GPS andso they send position information to thesatellite enabling rescues to determine yourposition almost immediately.

EPIRB - Emergency Position IndicatingRadio Beacon

An EPIRB is a small battery poweredtransmitting device that is carried on board.It is used only in the case of emergency andusually only as a last resort when your

marine radio is inoperable. There areseveral types of EPIRBs. If disaster strikes,some float free and automatically activate;others must be activated manually. AllEPIRBs float and will send out a continualsignal for 48 hours. Since EPIRB signalsare primarily detected by satellites thatpass overhead, occasionally there may bea delay in detection because there is nosatellite currently in the area to pick up thesignal. Once activated, the EPIRB shouldbe left on to make sure the signal isavailable for detection by the satellite andfor the purposes of homing to your location.A 406 MHz EPIRB is the recommended unitfor pleasure craft. You will need to registerthe unit for your craft with the EPIRBRegistry at Falmouth and part of the codedsignal, which will include your name,address, phone number, vesseldescription and an emergency contactshore side who will know of your plans andcapabilities. Once the satellite picks upthe signal and transmits it back, the SARteam knows where you are and who youare.

SART - Search And Rescue Transponder

This device amplifies radar’s signal andreturns it with an enhanced signature onthe radar’s screen that includes a line of12 blips, designed to attract the attentionof the operator.

GMDSS - Global Maritime Distress andSafety System

GDMSS is an automated ship to shoredistress alerting system that relies onsatell ite and advanced terrestrialcommunication links. The system alsoprovides some limited ship to shipcommunications capabilities as well asitems specific to SAR activities such asEPIRBs and SARTs. GDMSS is a systembased on the linking of SAR authoritiesashore with shipping in the immediatevicinity of a vessel in distress or in need ofassistance.

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The primary purpose of GDMSS is toautomate and improve emergencycommunications for the world’s shippingindustry. It uses a number of frequencies,modes and systems to accomplish thismission. It uses both satell ite andterrestrial radio systems because eachsystem has its own individual limitationswith respect to geographical coverage andservices it can provide.

The basic concept of GDMSS is to alert SARauthorities ashore and vessels in the vicinityof a distress so they can assist in a co-ordinated search and rescue operation withminimum delay. EPIRBs and other radiosystems are used to ‘raise the alarm’ in anemergency and some EPIRBs also provideapproximate location information.

SARTs, on the other hand, greatly improvethe ease and speed of locating andrescuing the survivors, by displaying aninternationally recognised signature on theradar screens of passing vessels or aircraft.No specialist equipment needs to becarried by the receiving craft, so any passingvessels or aircraft will be able to react tothe SART’s signal, thus reducing the all-important time-to-rescue dramatically.GDMSS rules state that all registeredvessels above 300 gross tons must carryat least one SART. All passenger shipsregardless of size and cargo ships of 300gross tons and upwards must have GDMSSfitted.

Pleasure craft are advised to have thisequipment fitted but it is not, as yetcompulsory.

SRC - Short Range Certificate

The certificate required to operate GDMSS& VHF equipment.

MHz - Megahertz.

One megahertz represents one millioncycles per second.

VHF - Very High Frequency

The radio frequency range from 30 to 300MHz.

DSC - Digital Selective Calling

Most new VHF radios will be equipped withDSC allowing a distress alert to betransmitted at the touch of a button. If yourVHF radio is interfaced with a GPS set it willalso give your position.

SOLAS Regulations - Safety Of Life At Sea

These Regulations were introducedfollowing the “Titanic” incident. Theseregulations followed the public outcrybecause the ship did not have sufficientlifeboats or lifejackets.

SOLAS Regulations only applied tocommercial craft until 1st July 2002 whensome new regulations came into force,which directly affect you as a pleasure boatuser. These new regulations are part ofChapter V of the International Conventionfor the Safety of Life at Sea, otherwise knownas SOLAS V.

ICC - International Certif icate ofCompetence

A Certificate that shows that the Skipper ofa Pleasure Craft has the skills necessaryto operate their craft in the categoriesshown. Many countries in Europe requirethe Boater to hold this Certificate.

I hope you have managed to follow the scriptand that I have not caused too muchconfusion. I dare say you can think of manymore, so I’ll sign off TTFN.

Peter Barnard MBERNLI Sea Safety Officer

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More on the Diesel BugWith all the publicity about diesel bug overthe years and ever more worrying publicityabout the dangers of diesel bug, the needto be careful where you buy what sort ofdiesel fuel, and how to combat the likelihoodof getting diesel bug in your tanks, or how todeal with it once it has arrived, I remainthoroughly confused and concerned. Itseems to me that the words “Diesel Bug”have become the most used phrase in theboating language.

My solution to date has been to keep an eyeout for water in the flow of fuel from my tanks,to keep them fully topped up over the winterto reduce condensation, to rely on myboatyard to fill my tanks with “FAME-free”diesel, and to trust to luck!

Articles appear frequently outlining theproblem and several haverecommended solutions. They tell uswhat it is, how it is formed and how itcan wreck your fuel supply.

However, I am much more interested in howto prevent it, how to cure it, etc.

A.S.A.P. for example tell us if you keep waterout you vastly reduce the chances of havingfuture problems with the Diesel Bug as thebug needs wet Diesel to live on andmultiply. If you see any signs of water in thelow pressure system it needs to beremoved and if it is more than the usualexpected amount you have seen in the pastkeep a constant check to ensure it doesnot become a major problem.

The RYA give excellent advice when they

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tell us “when your boat is being lifted out forthe winter:

· Before topping up your tank, take theopportunity to use a bit of fuel treatmentto kill off any diesel bug that might alreadybe in the tank.· Then you should fill your fuel tank to thebrim to prevent condensation, which inturn prevents the growth of diesel bugs.”

The second of these is easily done. It isthe first that presents some problems.

There is a wide variety of treatments aroundbut how do I know which is best for the job.No one seemed to want to stick their neckout and make simple clearrecommendations that would make iteasier for us poor boaters to do it right.

A.S.A.P. now seem to be trying to help usout. To remove water from the fuel tanks(and some other particles) theyrecommend “polishing” the fuel:

Polishing the Contents of Your FuelTank! (by A.S.A.P. )Fuel polishing is one way to help maintainthe quality of the fuel in your tank. In thesimplest terms, this involves pumping thecontents of the fuel tank through a qualityfuel filtration system before returning it tothe tank. This process ensures you haveclean, dry fuel in your fuel tank(s). Thedreaded ‘Diesel Bug’ loves wet fuel and astable environment, so it can multiply andbecome a hazard.Fuel polishing removes water and dirtparticles from the fuel tank and thecirculation also means the fuel is beingmoved around the tank. The bug loves astatic environment so it can multiply.Our system is easy to install and shouldallow you a trouble free trip when you castoff.Many owners are creating their own systemon board which can be run regularly toensure they are always getting the best

possible fuel quality. A simple electric fuelpump and a Racor Turbine Filter can beplumbed into the fuel tank and operatedwhen required to move and filter the fuel.This reduces contaminants in the fuel andin the tank, whilst prolonging the life of yourfuel! They recommend running the systemfor a couple of hours while the engine isrunning or run it up every 2 – 3 weeks. Ideallytake the fuel from one side of the tank andreturn it to the other.The basic layout is shown in the drawingopposite. A.S.A.P. Supplies provide all thenecessary components to assemble aninexpensive and cost effective fuel polishingsystem. Also, on the subject of fuel, we canhelp you remove all the water from your tankwith the innovative AquaSock AQ12. TheA.S.A.P. web site is at http://www.asap-supplies.comThere are many different chemicaltreatments available which will kill the bugand other treatments to help prevent itreturning. Chemical treatments kill the bug“Dead” but this is now a dead organismwhich will sink to the bottom of the tank andusually resembles a black sludge whichneeds to be removed from your tank.Checking your tankPractical Boat Owner (PBO) and Motor Boat& Yachting (MBY) are also helping us out. Ifyou wish to check your fuel but don’t have atank drain, PBO suggest try dipping a lengthof clear hose to the bottom of the tank. Sealthe top with your thumb, lift out and transferthe contents to a jar for a good look. If thefuel is dark or shows sticky deposits it needstreatment. Severely infected fuel smells ofrotten eggs or varnish.PBO May 2011 and their sister magazineMBY April 2011 both review the treatmentsavailable and are recommended reading.Scouring the internet I have found an olderPBO evaluation of the treatments available.See http://www.marine16.co.uk/acatalog/diesel_bug_pbo_test1.pdf. This is anearlier version (April 2007) of the testsundertaken in 2011 byPBO and has some

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Jenny’s Jottings by Will HawkesWork on Jenny has been at a standstill for the last couple of months. This has been dueto a long-standing Crown Court case on which I was a witness, then an accident at workwhich resulted in 3 operations and losing the use of my left hand for 8 weeks. Now I candrive again the weather has turned so as usual I am behind with the work. I have justvisited my moorings to check over things and disasters abound. The shed/workshop roofhas been damaged by a falling tree and now leaks, the plot is overgrown and looks like arubbish tip with boats all over the place. The list of jobs gets longer; repair the roof (andextend a bit just to upset the neighbours), clear up the rubbish, take the speedboat andtrailer back home to my big workshop, bail out the sailing dinghies, cut the grass andovergrown hedges, and finish the inboard conversion on the rescue boat I am building.Oh, of course, finish Jenny Wren ready for the season.Luckily, on my last visit, I switched on the built-in bilge heaters and on going aboard I waspleasantly surprised how warm and dry the interior was. No condensation, nor the usualdamp bits. A quick push of the start button and the good old Yanmar fired and settled downto the odd tick-over that 3-cylinder engines have. In fact, ready to untie and go out on theriver for lunch.I normally stay on my boats in the winter when I am working on them as with all mod consand a good heater it is just as comfortable as home with none of the interruptions. At themoorings we have a committee that sorts out any problems. I left last year as some of thenewer plot owners were too elf & safety for my liking and I could foresee lots ofdisagreements. It seems odd that the ones I did not get on with seem to use their boatsas floating caravans, most never leaving their moorings to venture out on the dangerouswaters of the River Ant, our moorings have our own electricity and water supplies to eachplot. It now seems that as they don’t use their boats in the winter the “committee” havedecided to turn off these services at the main junction boxes from December to March.When I found this out my answer was b———s. I need my water and electricity whilestaying aboard and working on Jenny Wren and as I have keys to the boxes I will turn themon again. Talks are still continuing and the latest is they have drained the system and leftall 24 taps open, so if I turn the mains back on I will have to trespass on 22 plots to turn thetaps off! Oh, please come back the Broads Authority, at least I know how to handle you.

significant differences. However, thedescription of the different types of treatmentis valid and informative. The later resultshave been published in PBO May 2011 andmake good reading. They researched thefollowing products:

Star Brite Bio DieselEradicateGrotamar 82Marine 16 treatmentYachticon Diesel PlusWasp BiokemKathon FP 1.5SoltronFuel SetFuel DoctorFortron

Starbrite Star TronPBO May 2011 found that all these productsgave beneficial results, some better thanothers. It also explains the possible harmFAME diesel can do to your fuel system. Itdescribes the difference between the effectof biocides and dispersants - the formerattacking the bug itself and the latterrendering the water in the tank unsuitablefor the bug.I hope this article is not too confusing andI shall try to get permission to reproducemore on their test results in a future issue.PBO / MBY remain the best source I havefound so far for understandable infoBrian Rowland