Peter Chroston started work on 30th
April in torrential rain and strong winds. With the assistance of volunteer
helpers the first two weeks work were taken up with removing the fastenings
for the bilge keels, sole/bilge boards and ballast tank bearers. It was soon
clear that her original builders, Thames Ironworks did not intend James Stevens
No 14 to fall apart! All of the bilge boards when lifted were covered underneath
with white lead. This has been removed revealing the planking to be clean and
dry, although of course it was very brittle. The seats for the relieving tubes
have also been uncovered, again in remarkably good condition. The plugs put
in when she left lifeboat service in 1928 have been removed together with the
battens placed on the outside of the hull to secure them. One discovery made
is rather puzzling: namely that the two front relieving tube holes in each of
the two forward ballast tanks are smaller than the other three. The 1899 plan
drawings do not indicate this and if anybody can offer an explanation for this
I would be interested to hear from them. The engine bearers have also been removed,
not without difficulty. These had also been bedded down on white lead and thick
tar or pitch to keep the area watertight with cork filling all voids. The engine
bearers were made of rock elm, one of the hardest woods available at the time
of her motorisation in 1905/6. The hog or keelson (depending on which book you
read) was then removed. The slot for the mizzen mast was uncovered, being directly
in line with the propeller shaft. This confirmed our view that it was probably
“bridged” on motorisation.
On close inspection by our consultant marine surveyor the longitudinal bearers
for the original ballast tanks were found to be sound enough for retention as
well as the rock elm battens used to secure them on the underside of the hull.
Temporary stringers (thin strips of wood running fore/aft) have been put in on both sides which together with the new beam shelf, the longitudinal bearers and transverse formers will enable her shape to be maintained during re-planking. On the 21st May both bilge keels, made of Canadian rock elm were removed. Both are in a good enough condition to be cleaned, repaired where necessary and put back. On the same day Peter began to cut planks from the larch slabs ready to start re-planking. He intends to re-plank all the inner skin first then the outer skin. Following the original 1900 instructions Peter has put in alternative planks and placed overlapping planks in the gap. When the planks have dried out and shrunk the overlapping planks are being cut to form a tight fit so minimising gaps between each plank. All planks will then have a thin strand of caulking cotton placed between them to ensure water tightness.
At the time of writing 125 planks out of 160 inner skin planks have been replaced.(Click Here to veiw images).
Other News: We have gained three very important sponsorship deals recently. Firstly S.P. Systems of Newport I.O.W. have donated a considerable amount of SP106 epoxy and filling materials. These will be use to repair the bilge keels, fender bulkheads and other restorable items.
At the beginning of August we realised
we would need more larch logs to complete the
re-planking. Two of the logs purchased previously were found to have “shakes”
(large splits) when cut open for sawing whilst two others although looking good
on the outside when cut open were found to have too many knots to be suitable
for planking. Trees are purchased as seen when felled and although the grain
can be checked and the bark examined for knots, the true condition can only
be discovered when the log is cut open for sawing. Attempts to find good quality
larch have proved to be difficult, the nearest commercial supplies being in
Liverpool. We then approached Forest Enterprise (Forestry Commission) at Brandon,
Suffolk. They very quickly agreed to donate to us sufficient larch logs to complete
the re-planking. The trees were cut on 7th August and taken to a sawmill in
Orford the next day. The Forestry Commission at the time of writing is sourcing
more larch logs from Kielder Forest. They will also be able to supply either
Douglas fir or Spruce for the masts.
International Coatings (Paints) of
Southampton, one of the world’s leading suppliers of Marine Paints has
agreed to supply the project with all necessary paints and preservatives. When
built in 1900 paints from the International Paint Company were used on James
Stevens No.14.
We are extremely grateful for the valuable assistance given by SP, Forest Enterprise
and International Coatings for the restoration project.
Fund Raising: We have recently received
£500 from the Walton Community Fund and £250 from Frinton &
Walton Town Council. The Trust will be making applications to
various charitable trusts in the autumn.
Sponsor-a-Plank/Rib: As at the time of writing 292 of the 320 planks have been
sponsored. (Any supporter who has wishes to sponsor one of the few remaining
planks or ribs should contact the Editor on 01255 675308 or the Treasurer on
01255 677946). We are now launching a Sponsor-a-Rib campaign. As with sponsored
planks, £25 will buy one repaired or restored rib. The sponsor’s
name will be permanently marked on the rib with a large-scale diagram recording
all sponsors at the Walton Maritime Museum.
I hope to include a photo page in the next newsletter.
Swallows have again nested underneath the tarpaulins, possibly the same pair as last year. Two chicks hatched and left the nest at the end of July.
Any supporter who belongs to any
club or society interested in having an illustrated slide show and talk on the
restoration should contact me on 01255 675308.
Finally for those online visit our website at www.James-Stevens-No14.org.uk
John Steer: Newsletter Editor
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