Choices
At the time, Associated Cruisers were offering a standard specification boat at a fixed price. Changes to the standard spec were possible but would usually involve increased cost. (The company still builds complete boats from time to time, but mostly specialises in re-fits).
Steelwork:
The standard hull was a ‘Shropshire
Union’ trad. style narrowboat built by the late great Mike Heywood of Evans and
Son Ltd at Stafford. Other hull options such as semi-trad or cruiser styles, or
from other fabricators were possible at extra cost. We opted for the Mike
Heywood trad hull, in 10/6/4 spec EN steel.
More pictures of the steelwork phase.
Engine and Transmission:
Standard engine was a keel-cooled
Lister Canal Star 27. As we would be based on a river navigation not a canal, we
felt that this engine might not have enough grunt. We chose instead a Beta
Marine BV1505 38hp unit as offering more power for the money, fitted with a
slightly larger propellor than normal for extra stopping power on rivers. This
increased the price by £400; not a lot to pay for an extra 10 hp.
Power to the prop is transmitted via a PRM 150 hydraulic gearbox and Centaflex coupler through a standard stern tube fitting.
Bow-thruster:
We were advised by friends on the fenland rivers to fit one if the budget allowed, for extra control in the very high winds and strong flows which can be encountered in this area. Malcolm chose a 5hp Volvo-Penta unit. The cost of the tube, weed-hatch, unit, batteries and fitting was an extra £1,500.
Electrics:
A 12-volt system with six 100AH dual-purpose batteries (1 start, 3 cabin, 2 bow-thruster), is charged from a single 55-amp alternator on the 1505 via a Shur-power 3-way diode splitter. Derek the Sparks wanted us to fit a second alternator (twin alternators weren’t standard on the 1505 then) because he reckoned a single 55A alternator might not keep up with the demand.
This would have been another £400 and the
budget wouldn’t have it. So instead he fitted a Sterling ‘Universal’ alternator
manager, to boost the charge to the cabin batteries. This system is adequate and
we have never suffered from discharged batteries - but if the 1505 alternator
ever packs up we’ll maybe replace it with a bigger one. The bow-thruster batteries at
the other end of the boat from the alternator are connected via 12mm diameter
heavy duty copper welding cable to minimise power loss (the ‘on-load’ drop is
0.7v so not too bad)
Switches and cut-outs for all the electrical functions are at the helm, along with the engine instrument panel, Teleflex engine control and bow-thruster control. A 240-volt land-line connector is also fitted here, which serves 3 x 13-amp sockets in the cabin via an RCD.
Water supply:
A stainless steel water tank is fitted in the bow and fills through a brass deck-mounted flush fitting. The tank is vented to the outside through the hull. It holds around 120 gallons. Water is pumped to bathroom, galley and water heater via a positive-pressure Shur-flow pump and isolating valve. There is no pressure accumulator. All pipe-work and fittings are Hep-2O except to the water heater, which are copper tube.
Diesel:
The tank is stern-integral with a nominal 40 gallons capacity. The engine and central heating burner have separate direct feeds with shutoff valves.
Heating:
Eberspacher D3L diesel warm-air unit. Other heating options were available but at greater cost. It’s a bit noisy but effective.
The saloon has a Morso Squirrel solid-fuel stove with a recently added EcoFan to improve heat distribution. Hot water is supplied via a Paloma gas heater. A calorifier was a (slightly dearer) option but the tank takes up valuable storage space and the hot water supply isn’t constant. As we had gas on the boat anyhow, we went for the Paloma.
Galley:
We had Malcolm’s standard galley, with a
Stoves Vanette oven and hob in green, single drainer sink and an Engels 12/240
volt fridge.
The galley area is fitted with opening side-doors and a Houdini hatch in the roof giving ample ventilation when cooking. Cupboard space is more than adequate.
Bathroom:
We went for the standard option of sink, loo and a shower rather than a hip-bath on the grounds of water economy. The drains from the shower and sink are pumped overboard by an Attwood automatic float pump.
We chose a Porta-potti toilet rather than a holding-tank and pump-out. On the fen rivers, pump-outs are few and far between; some are awkwardly sited for narrowboat access and often they don’t work. A porta-potti means no paying, no queuing, no messing about; every boatyard and EA facility has an emptier and its as easy as that. We carry a spare holding tank for emergencies but have never needed it.
Saloon:
The saloon has an L-shaped settee
which easily folds into a large (and very comfy) make-up double bed for visitors
and has huge drawers and storage compartments underneath. In the corner opposite
the Morso is a triangular storage/TV cupboard. Malcolm has subsequently fitted
an additional cabinet for glasses and a saloon-length bookshelf.
Bedroom:
A lengthways double bed with generous
drawers underneath, and bookshelves both above and alongside the bed. At the
stern end of the bedroom is a large double wardrobe with shelving above the
hanging rail. The hot-air ducting from the Eberspacher passes through this
cupboard so when the heating is on the cupboard is very warm inside; perfect for
airing clothes!
Fit-out:
Highly detailed carpentry is a speciality of
Associated Cruisers and Tambourine’s fit-out in oak and ash is no exception. The
photographs say it all!
More pictures of the fitting-out
Outside:
A cratch and canopy are fitted, and there are storage lockers either side of the bowthruster access cover. One houses the thruster batteries, the other mooring pins, hammers, hoses, chains and other cruising paraphernalia. The vented gas locker in the bow holds 2 x 13 kilo propane gas bottles. A front spotlight is fitted on the cabin overhang and we later fitted a second (a Hella ‘eyeball-fryer’ quartz-halogen lamp scrounged from a scrapyard) on the cratch front. Side navigation lights are fitted. Front doors are glazed wood and the rear doors are steel.
Paint:
British Racing Green for the topside with bright red and cream coachlines, cream panels and black below the gunwales. The roof and walkways are non-slip coated.
In 2004 a re-paint in the same style was done by Martin Beer of Ted’s Boatyard in Market Drayton but in a lighter green (Blakes ‘Chodo Green’) and with more fancy signwriting on the panels. In 2010 a further re-paint was done by Michael Clarke of Blisworth Tunnel Boats in Craftmaster 'Moss Green'.
Pictures of painting. Also pictures of the 2004 re-paint.
Extras:
Extras not included but acquired during the build phase included a life-ring, a Danforth anchor and 30 feet of chain, a re-boarding ladder and 6 rope bottle fenders for the hull sides.
Identification:
Hull Number: GB/E&S/2292/05/8/98
Manufacturer’s Number: CE AC001 NOV 98
Weight: 13.5 m.tonnes (empty)
EA Registration: G15432
BW Registration: 508171
BSS - expires April 2014
The Good and the Bad:
Before we owned a narrowboat, people told us that when you've had a new boat for a while, there will be things about it that you would like to change, or would have done differently with the benefit of hindsight. But we can honestly say that there is very little we would alter on 'Tambourine'.
In 2003 we took her back to Associated Cruisers to have some book-shelves and a small cabinet for glassware added in a style to match the original fit-out but have no plans to make any other significant changes. The boat suits our needs perfectly.
But - after nearly fourteen years and more than 1700 hours running time, how have the various bits of kit fitted to the boat behaved? Well, some have been good; others have not...................
Beta Marine BV1505 engine:
The Beta is frugal on fuel (unless you rag it), has adequate power for the job and is nicely subdued but we have had some expensive failures; two fractured fuel-pipes (on the engine itself), a broken fuel-pump, two knackered drive plates, knackered engine mountings and a broken exhaust. Total bills more than £1500 - not funny. None of the failures left us awkwardly stranded but only by sheer good luck. How is it that the drive plates on a BV1505 only last about 800 hours? Not good enough I think.
Transmission:
We were advised that the secret of long life for a PRM gearbox is not to neglect oil-changes. In May 2008 the gearbox blew an oil-seal (the one on the actuator arm) which was kind of unexpected but on investigation appears to be a problem often associated with PRM boxes. It was fixed by the guys at The Boatyard in Ely. In summer 2010 I noticed it was weeping again. It was replaced in November 2010 by Grand Junction Boat Co.
Volvo-Penta QL Bowthruster
An early problem was condensation moisture getting into the motor control box. We overcame this by fitting a mushroom vent to the inspection hatch to allow air to circulate round the well. However, after a winter of non-use the unit still needs a thorough drying-out. The machine has more than enough turning power and has been a god-send on the rivers. In May 2008 it packed up and we suspected that the motor control unit had finally gone the way of all things. The guys at 'The Boatyard' in Ely replaced it for us but the replacement was very expensive. We have kept the old one; in the event of further problems we'll see if one of the local electronic gurus can fix it.
Paloma Water-heater
This has been trouble-free; the only maintenance we've had to do other than replace the drain-valve 'o' ring is to clean up the spark-gap with an old toothbrush once a year. It powers the shower beautifully! But beware - the 'o' ring kits advertised on the internet as 'genuine replacements' aren't - they don't fit - the ones we were sent didn't, anyhow. In November 2010 the lads at Grand Junction Boat Co. serviced it for us.
Engels Fridge
This was a disappointment; it was noisy, slow to chill down, gobbled up an awful lot of electricity for its size and when it packed up at barely 4 years old, no-one would repair it. We replaced it with an Isotherm Cruise 100 which is whisper-quiet and very efficient; mind you, it wasn't cheap.
Stoves 'Vanette' oven, grill and hob
These units have been fine; the grill cooks a bit unevenly but that is a nit-pick really. Its easy to keep clean but the little plastic clips that hold the hob top in place look awfully fragile; having said that they have survived for 15 years! In November 2010 a gas pressure test revealed a leak on one of the cooker controls which Grand Junction Boat Co. fixed for us. Another leak developed in October 2012 which GJBC fixed but we have the feeling that it is time the cooker system was replaced.
Morso 'Squirrel' multi-fuel stove
We found it difficult to get replacement rope seals for the Morso - the kind sold in chandleries was too thick. We found a mail-order supplier but more recently we discovered that the chandlery at Gayton Marina on the GU at Northampton stocks replacement rope of the right size. The stove will tick away for days on smokeless fuel now that we've learned how to drive it and it keeps Tambourine toasty-warm. We have noticed that regular polishing with stove polish is needed otherwise surface rust soon appears especially in the winter months. In May 2005 the front door glass cracked. We replaced it but had to drill out the holding screws and re-tap the holes. We've replaced the screws supplied with stainless steel bolts - what the maker should have used to start with.......
In 2010 a bit of the casting that holds the front grate in place broke off. It has now been replaced - big sigh of relief, we thought we might have to replace the stove!
We spoke too soon; the stove cracked and broke in June 2012 (as recorded in the Cruise Log). It was deemed beyond repair - so we had to shell out over £1000 for a new stove, flue-pipe and chimney. A big hole in the boat maintenance budget.
Eberspacher D3L heater
We heard mixed reports of these but we've found ours a cheap-to-run and very efficient form of heating. Its a bit noisy; too noisy to leave running overnight. Other than some corrosion in the fuse-holder, it has been trouble-free; however on our holiday cruise in 2010 it started to play up. It would run fine for about 20 minutes and then switch itself off. Gary from Boating and Leisure Services Ltd. in Northampton has fixed it for us. But at the start of every season we clean all the contacts in the fuse-holder as corrosion here seems to be an on-going problem (and is now a routine service item!).
Sterling 'Universal' Alternator Manager
This unit failed after 750 hours. The makers could not explain the burned-out fuse and p.c.b and the melted components inside. The cause of the failure remains a mystery. We replaced it with another one in May 2003.
EcoFan
What can I say?! It's amazing! Every boat with a multi-fuel stove should have one.
Batteries
These were all Exide DP100s. We replaced the 3 cabin batteries when they failed in 2003. Unfortunately the failure occurred a long way from home, and we were on an uncomfortably tight schedule to get back, or I would have checked them more carefully. I suspect that only one had actually failed completely. I have a feeling that 'dual-purpose' batteries aren't really dual-purpose - and its probably better to fit genuine 'deep-cycle' ones for domestic power in the interests of longer life. In June 2005 the start battery failed but at 6 years old that's probably to be expected. In September 2007 we found some really bargain batteries (see Cruise Log for details) so fitted them in place of the existing cabin batteries and took the three old ones home for standbys for when the bow-thruster batteries give up. The bow-thruster batteries are still OK (touch wood!) at nearly 14 years old but I think the time for replacement is not far away.
That said, we managed to get a very keen price on two Lucas 110-AH dual-purpose batteries from Midland Chandlers at the Crick Boat show in 2012. So we said goodbye to our faithful old bow-thruster batteries and hope the new ones last as long. Mind you , in 15 years time I probably won't care anyway!
Controls
The handle on the Teleflex regularly works loose - now we keep a suitable Allen key by the helm for routine tightening!
Overall - when we read or hear some of the horror stories people have to tell about their new boats, we think Malcolm and his team at Associated Cruisers did us proud. Other than a bad pipe-connection under the sink, nothing has ever gone wrong or fallen off that could be attributed to construction. And it looks as good as it did on the day it was completed.
