August 2020
Following our last report, Pudge was all prepared and just waiting for the dry dock to become available. As soon as she was inside and had settled down in position her bottom was cleaned.
Kevin Finch and his Team, which now includes a shipwright trainee, fixed steel cables, rigging screws and Acro props across the inside of Pudge and over to the side of the dry dock to ensure that she kept her shape when the deck planks and the structural wooden and steel beams were removed. The rudder and the steering gear, both masts and the sprit were removed. The wooden masts have been stored safely on the bottom of the dry dock, underneath the barge to keep them out of the sun.
The next stage was the removal of the cargo hatches. Pudge does not have her original lift off hatch boards that she had in trade as they were removed when the hold was converted into accommodation and were replaced with a fixed boarded top. As there was nothing traditional left worth saving it was all broken out and disposed of. They have kept the fore hatch skylight which will be replaced after some repair work and both sliding entrance hatches.
The coamings, the name given to the sides of the cargo hatches, are normally made of one piece of good quality hardwood 5 inches thick. This gives them the great strength needed to carry the weight of the inner edge of the side decks which are fastened to their undersides. Removing them showed that there had been a number of repairs over the years whilst she was in trade. The starboard side was actually made up of two separate thicknesses of timber. Plus the whole of the hatch had been raised by adding pieces to the top in order to increase the cargo space. All this had allowed it to bow along its length, sinking down in the middle and taking the deck with it. This was the major cause of all the deck leaks we experienced. We do know that Pudge had two collisions during her trading days which led to some major repairs, but we have no record of the actual work carried out.
After both the main and the fore hatch coamings had been removed, all the deck planking was carefully stripped out. They have retained the engine room hatch which was in good condition and also the entrance to the skipper’s cabin which has always acted as a skylight and held the compass binnacle. That is at present is being restored by one of our volunteers and will be re-fitted in due course.
This just left the 9 wooden beams and the 5 steel beams left in position. Each of the wooden beams was taken out and replaced with one of the new ones that had already been fashioned (see previous report). They have been positioned and fixed to a specific height to give the correct contour and camber to the deck.
We had previously examined the 5 steel beams in situ and although they knew that some repair work would be needed, we thought that would be the way to go. However, when the deck had been removed and we were able to have a much closer inspection, they discovered that they were in a worse condition than we thought. On investigation they found it was going to be much cheaper and also better long term to have new ones fabricated. So patterns were made and a price agreed and we are now awaiting completion and delivery.
They knew that the saddle chock, the low rail which goes across the stern above the transom, had quite a lot of rot in it. They were concerned that the rot would have travelled down into the transom itself. However, when the shipwrights removed it they found that the rot had stayed within the transom and the transom and the corner knees were still in good condition. All that was needed was the replacement of a small wooden pad behind the rudder centre gudgeon iron.
Whist all the stripping out was going on quite a lot of small metal items were removed which were part of the main structure and therefore the volunteers had not been able to remove them previously. These include the batten hooks which are fitted all round the main and fore hatches and hold the hatch cloth, battens and wedges in position. There are over 50 of these altogether. Also removed were the 4 large brackets which are used to locate and support the hatch boards and the two snatches (fairleads) from the transom. All these need to be chipped and cleaned back to bare metal, de-rusted and repainted. Due to the virus we are still unable to bring the volunteer group into work yet, but several of them have volunteered to work on items at home.
The oak breast hook that sits behind the stem under the deck was found to have rot in it, so a new one has been made and is ready to fit. At the time of writing the shipwrights are completing the making and fixing all the other and various knees that help support the beams and keep the corners in position.
October 2020 Latest Update
The steel beams that we awaited have now arrived. These beams go right across the barge at deck level to support the forward and after ends of both hatches known as headledges. However, this gave the shipwrights the opportunity to work on another necessary job at the bow.
For some time we had been concerned that some cracks in the timber of the stem had been getting wider and had already purchased a piece of timber to fashion a new stem. To remove the old stem it is necessary to first remove the stemband. This is a steel bar around 4” wide and 1” thick which is fastened right up the front of the wooden stem. At its top end it has a forged eye to which the forestay is attached and bolt holes spaced along its length for fitting it to the stem. The shipwrights have now fashioned and fitted the new stem and are waiting for the blacksmith to complete fashioning a new stemband which will be changed slightly in design in order to give the new stem a longer life.
It was also necessary to make some repairs to the inside edge of the covering board, the deck plank that goes all the way round the outside edge of the barge, covering over the top of all the framework and to which the rails are fastened. We knew that in places there were small amounts of rot along the edge of the covering board which would need to be repaired before deck planking could begin.
The new beams duly arrived and as Kevin Finch had made patterns of all the bolthole positions in the old beams he was able to transfer them directly to the new beams using a magnetic base drill. This speeded up the process and they were soon being craned on board into position and bolted in place.
The shipwrights were then able to start work on the deck planking, beginning with the mast deck. All the deck planks had been previously cut to length with caulking grooves running down the side. Thicker and stronger timber is used under the mast, which also sits on top of a 9” square wooden beam with a steel pole going down to the keelson. This ensures that the deck can take the extreme load and pressure exerted by the mast, especially when sailing in heavy weather conditions. As each area of decking is completed all the caulking seams are covered with tape to keep out any dirt, shavings etc. and they are given a coat of primer.
In the latter weeks of September the weather began to change. Fortunately Pudge already has a purpose built cover which was immediately brought to Fullbridge Quay by a few of our volunteers and under the guidance of the Trust’s ‘tent erector in chief’ the shipwrights soon had it in position and bowsed down firmly. This enabled work to continue on the deck at a pace and in the dry.
The next area to be tackled was the foredeck, but before that could be started the windlass bitts, which had already been prepared in the yard, had to be put in place. The bitts are the large timber posts on each side of the anchor windlass which hold all the operating parts in position. Normally only the upper, above decks section of these timber posts are seen, however for maximum strength they go through the deck and right down to the bottom of the barge. Directly in front of them is the last of the five new steel beams which have been fitted. We call this the thrust beam because it helps take the thrust of the massive force that the anchor can place on the windlass at times. Once the bitts were completed it was time for the majority of the foredeck to be laid from the stem back to the forward headledge of the forehatch.
The shipwrights followed on by completing the afterdeck in the same manner from the transom up to the after headledge of the mainhatch.
Once these three areas of decking are complete it is time to fit the king planks. The king planks are the double width deck planks that go right along the length of the barge from stem to stern and also act as a base for the sides or coamings of the forehatch and mainhatch. At the time of writing the king planks have been cut and laid in position on both sides. The scarfs have been cut and are in the process of being glued.
December 2020 Latest Update
At the end of our last report in October, the king planks were cut and ready for gluing. These have now been fitted. These two planks are now both continuous from bow to stern, and are supported by the main beams, and deck carlings. The carling inner ends finish flush with the inner edge of the king planks, and eventually will be bolted through the coamings. This will stiffen up the whole barge structure.
The main event taking place since the last report has been the laying of all the remaining deck planks. To enable the work to proceed safely, Kevin, our shipwright has spread a safety net just below the deck level. Also, the aperture for the focs’le scuttle was cut through the foredeck to allow access below deck by ladder. The apertures for the Skippers skylight, and engine room scuttle have yet to be cut. Deck work started with the planks next to the king planks and working outwards towards the covering boards. As the sides of the barge are not straight, the parts of the planks abutting the covering boards have to be shaped to fit. The nearest deck plank to the covering board requires the most fettling for a good fit. Kevin and the boys have done an excellent job with this, and then got stuck in with the time-consuming job of caulking the decks.
There was a long discussion about which method was best to use for this. Modern materials have provided alternative methods, but, as one the Trust’s aims is to continue all the traditional skills associated with sailing barges, we have chosen to stick the traditional method of deck caulking, using oakum sealed with tar. Our plan was for this job to be done by our volunteers, but Covid-19 put paid to that. As a result, Kevin and his team had to take it on. All the deck is now caulked, and looks to be a great job. The tar is still proud, but, will be smoothed down before painting starts in earnest.
Kevin has taken a great deal of care to restore the deck shape to where we think it was as original.
Sailing barges, like most other water craft are not flat. The decks have camber, and sheer. The camber is like a road, so that the centre of the decks, are higher than at the sides. For Sheer, the decks are higher at either end with the lowest point being abaft the mainmast. Unfortunately, the old starboard main hatch coaming had rotted in the centre along with the associated supporting deck carlings. This caused the starboard deck to have a reverse camber, and any water on the starboard deck formed a puddle alongside the coaming when the barge was upright.
To restore the deck’s shape, Kevin has made many measurements, used straps, jacks, and props to correct this problem to give the fine deck shape that can be seen from the pictures.
As the boy were finishing off the caulking, Kevin has been shaping up the two main hatch coamings These two coamings have now been clamped in place. They are slightly higher than the finished height, and the top inner edges will be rebated to create a ledge for the hatch boards to sit on. The coamings are impressive pieces of timber (Iroko), and appear to have no serious flaws in them.
Pudge will certainly be stronger when all the new coamings, and headledges are jointed together and fastened to the decks and beams.
The team have towards the end of December been working hard, and have removed all the Fo’c’sle ceiling, the forward part of the Keelson, and removed the three rotten Floor timbers. The new Floors have been fashioned, and the first two are in position. Kevin Finch the shipwright is going to put new keel bolts through the new floors. Those bolts through the Floors forward of the new ones will be reused.
February 2021
At the end of the last report back in December the shipwrights had shaped up the two main hold hatch coamings
Soon after, the main hold head ledges were made, followed by the fore hold coamings, and head ledges. The corners between the coamings and the head ledges are jointed together by half dovetail joints, such that the ends of the head ledges clamp down on the ends of the coamings. This together with the through bolts, holds them down to the deck and beams below, to make a stiff box around the hold. The coamings and head ledges have also had their Batten hooks put in place.
Pudge had a makeshift tie beam of steel half way along the hold to support the fore and aft hatch support beams when the Trust purchased her. At this point the deck carlings on either side are of larger section than the others. It is possible that originally it may have been a continuous wood beam right across, as some other barges. After discussion with Kevin Finch our shipwright, we have decided to fit an oak beam/head ledge between the main coamings to tie them together. This beam will be supported down to the keelson with a steel stanchion, as before. This job will be done after the coamings have been completely fixed down.
The saddle chock has been fashioned to fit the deck, and the rails, and a trial fitting has been completed. We have decided to reinstate 2 hawse pipes through the saddle chock, as originally fitted. Holes have been cut ready for these. Also, we have asked Kevin to carve in her PLA no. on the starboard side of the saddle chock.
Whilst waiting for new bolts and other sundries, Kevin decided to start removing the ceiling, so it can be replaced. It had degenerated into a mixture of odd short planks, and there is rot from rainwater leaks in various places.
The majority of the floors below were found to be in reasonable condition, except for the first three aft of the raised fo’c’sle ceiling. The first of these was rotten in the centre, which had been below the old saloon stove’s chimney. The second was rotten between the keelson and port chine keelson.. The third had a sheared diagonal split right through on the same side. It was decided that we would replace all three with new oak floors. To remove them the keelson had to be cut just aft of the three floors, and removed along with its fixing bolts. The fo’c’sle ceiling had to be dismantled to facilitate this, as well as two short lengths of the lining. Three new floors have now been fitted, and the keelson welded and bolted back in place.
When there was a few dry days Kevin and the boys fitted the new stem and stem band back in place, together with a new knee abaft the stem, bracing it to the deck and beams below. Two new knees to brace the bitts have been partially fashioned, and trial fitted in position. The final shaping will be done when the windlass is being refitted.
Another job completed was re-hanging the rudder with a new slightly reduced diameter pivot pin, as the old one was too tight.
The next job was to remove the old inwales. This has been done, and a few frame heads on the starboard side that had split or were soft have had new wood grafted on. New planks have been cut and put aboard the barge. Now Kevin has started the tricky job of fitting the new inwales.
There are many other small jobs being done in parallel. One that has been started is making new pads to bed down the mooring bollards. These will be needed soon as we are hoping Pudge will leave the dry dock in March. More of that in the next report.
March 2021
At the end of the last report, Kevin and the boys had started fashioning the wood for the new inwales ready for fitting. It is a difficult job as the planks have to bend in both directions at the ends to suit the shape of the barge However, the job went well, and Kevin was well pleased with the good fit achieved.
It was decided that the 17th of March was the day Pudge would leave the dry dock.
Before this could happen all the coamings and head ledges needed to fastened down. The saddlechock, new tie beam, and the ceiling fitted. The structure would then be robust for continuing work without the need for the dry dock.
The new saddlechock was bedded down and fastened to the deck complete with its new hawse pipes, and refitting of the rope fairleads. The new tie beam was fashioned, and a trial fitting done. Then the tricky and laborious job of drilling the long holes through the coamings and head ledges down through the decks, deck carlings and beams commenced. A great deal of care and concentration is required to ensure the holes stay central to the width of all of those components. Once the holes were finished the coamings and head ledges were bolted and sealed down to the deck.
The new tie beam was then fastened mid-position to the main coamings and supported by a new stanchion fastened down to the main keelson. This beam and stanchion gives lateral and vertical support to the main coamings and decks. It’s a very neat structure compared to the old jumble of steel parts it has replaced.
Prior to Pudge coming out of the dock, a few of the Thursday Group spent two Sundays adding two coats of antifoul primer and black tar varnish to the hull.
On the 17th March Pudge was removed from the dry dock. Kevin was able to report that she made very little water considering the time she had been in the dry dock. He was well pleased, and it was a great testament to his work on the barges bottom planks, and fitting of the new floor frames with some new keelson bolts.
Work now continues alongside the quay at Kevin’s yard. The new ceiling has been fitted. New wedges were made which sit on the floors alongside the chine keelsons.
The ceiling planks that lay on these are being left loose for the time being, together with the planks that lie immediately alongside the main keelson. All the other planks have been spiked down to the floor frames. Those planks that are being left loose, will be fastened down when we know exactly where we will need access for bilge pumps, to inspect bilges, etc. Those areas will require removable boards.
The ceiling planks have been treated and tarred underneath and are being sealed on the topside prior to final finishing. Kevin is going to cover the ceiling with plywood sheets to protect it from work boots etc. and so we can mark it out with the proposed internal layout and see what alterations might be needed if any.
Inside Kevin’s workshop the new wooden forehorse has been made and a start has been made on the new mainhorse in oak.
There is still a lot of work to be done. The windlass has still to be reassembled, the steering gear to be assembled with the mizzen mast case, and associated ironwork. The main mast case to be reinstated. A new leeboard preventer plate fixed to the deck. The brail and crab winches to be remounted. The davits bases to be remounted, and a number of small deck fittings fitted. The forehatch skylight base has to be mounted, and will require some reworking to allow for the new curved hatch beams which still need making, with a number of hatch beams for the main hatch.
We still have to plan out the final position of main hatch skylights, and any additional ventilators and tank filler positions.
Plenty more for us to do, as well as Kevin’s team. We need to be at our best to match his high standards
April 2021
At the end of the last report, our shipwright Kevin Finch and his boys had started fashioning the wood for the new inwales ready for fitting. It is a difficult job as the planks have to bend in both directions at the ends to suit the shape of the barge However, the job went well, and Kevin was well pleased with the good fit achieved.
It was decided that the 17th of March was the day Pudge would leave the dry dock.
Before this could happen all the coamings and head ledges needed to fastened down. The saddlechock, new tie beam, and the ceiling fitted. The structure would then be robust for continuing work without the need for the dry dock.
The new saddlechock was bedded down and fastened to the deck complete with its new hawse pipes, and refitting of the rope fairleads. The new tie beam was fashioned, and a trial fitting done. Then the tricky and laborious job of drilling the long holes through the coamings and head ledges down through the decks, deck carlings and beams commenced. A great deal of care and concentration is required to ensure the holes stay central to the width of all of those components. Once the holes were finished the coamings and head ledges were bolted and sealed down to the deck.
The new tie beam was then fastened mid-position to the main coamings and supported by a new stanchion fastened down to the main keelson. This beam and stanchion gives lateral and vertical support to the main coamings and decks. It’s a very neat structure compared to the old jumble of steel parts it has replaced.
Prior to Pudge coming out of the dock, a few of the Thursday Group Volunteers spent two Sundays adding two coats of antifoul primer and black tar varnish to the hull.
On the 17th March Pudge was removed from the dry dock. Kevin was able to report that she made very little water considering the time she had been in the dry dock. He was well pleased, and it was a great testament to his work on the barges bottom planks, and fitting of the new floor frames with some new keelson bolts.
Work now continues alongside the quay at Kevin’s yard. The new ceiling has been fitted. New wedges were made which sit on the floors alongside the chine keelsons.
The ceiling planks that lay on these are being left loose for the time being, together with the planks that lie immediately alongside the main keelson. All the other planks have been spiked down to the floor frames. Those planks that are being left loose, will be fastened down when we know exactly where we will need access for bilge pumps, to inspect bilges, etc. Those areas will require removable boards.
The ceiling planks have been treated and tarred underneath and are being sealed on the topside prior to final finishing. Kevin is going to cover the ceiling with plywood sheets to protect it from work boots etc. and so we can mark it out with the proposed internal layout and see what alterations might be needed if any.
Inside Kevin’s workshop the new wooden forehorse has been made and a start has been made on the new mainhorse in oak.
There is still a lot of work to be done. The windlass has still to be reassembled, the steering gear to be assembled with the mizzen mast case, and associated ironwork. The main mast case to be reinstated. A new leeboard preventer plate fixed to the deck. The brail and crab winches to be remounted. The davits bases to be remounted, and a number of small deck fittings fitted. The forehatch skylight base has to be mounted, and will require some reworking to allow for the new curved hatch beams which still need making, with a number of hatch beams for the main hatch.
We still have to plan out the final position of main hatch skylights, and any additional ventilators and tank filler positions.
Plenty more for us to do, as well as Kevin’s team. We need to be at our best to match his high standards.
June 2021
Following our last progress report on Pudge, the new forehorse and main horse have been completed and are now on Pudge awaiting to be fitted once other work is completed. They have had two coats of oil and will still require at least three further coats in due course.
Work has also been completed on the forehatch boards and a picture of these is included to show how they have been made. The supporting beams for the main hatch boards have also been cut and shaped and put in place, but will not be fixed until we have completed more of the project. Pudge’s original fore and afters have also been stripped of paint and retained.
The bracing knees for the windlass bitts are still to be put in place and the windlass fitted. This has been delayed pending some repair work needed for some rotten wood on the rail, which will be hard to repair once the knee is fitted.
An important milestone took place in May, when we signed off on the first part of the project after having the Trust’s surveyor review the work completed by Kevin Finch and his team and as was expected the surveyor was very pleased with the high standard of work that Kevin and his team had carried out. This important step then meant that we could start using volunteers to undertake tasks in readiness for phase two of the project, the re-fit’ which should start in September.
We had hoped that Pudge would move back to the Quay at the Hythe for the summer, but because the main hatch is still open, and to avoid the wet weather getting in below deck, we have kept in place her winter cover and this means that we cannot move her from her berth at Fullbridge. If we had moved her and then re-erected her cover, this would have hindered the mooring up of other barges on the Quay so the decision was made to keep Pudge at Fullbridge. Unfortunately, there is no public access. Volunteers are only allowed on site with the permission of the Trust and under supervision as access to Pudge is difficult. One issue which we were able to overcome was that of parking. With thanks to Tesco, volunteers have been allowed to use their carpark during the days we are working without the risk of obtaining a parking ticket. This has been a great help and we thank Tesco’s for their support. Please be aware that this facility is only available to cars which we have registered with Tesco’s.
The volunteer group working on Pudge is made up of members of the Thursday Group who have maintained Pudge for many years. They are now meeting on Mondays, and Thursdays and another group made up of trainee mates has been put together by Mick Nolan and they meet on a Tuesday evening. There is a lot of work to be undertaken and we need people to get involved. If anyone would like to help on any of the days mentioned, please contact John Rayment on 07587 141054 and he will be happy to sign you up.
After we had put some basic items on Pudge for the volunteers, like tea, coffee and a kettle, we started work on the 3rd June. The work involved cleaning the linings and sanding the carlings. The linings were filthy after all the work that had taken place over the last 12 months. Once other jobs are done the linings will be painted with Sadolin. The carlings have already had one coat of primer, but we aim, under the advice of Kevin Finch, to add another and then two coats of undercoat and two coats of top coat. We are proposing that all new timber including the inwales coamings and underdeck will be either oiled or stained so as to bring out the natural wood.
The decks have also been given a primer coat, but this also needs to be repeated and further top coats added in due course. There is a lot to be done and if as said above you can help let us know.
August 2021
June and July have been busy times for the volunteers who help with Pudge as we were given access at the beginning of June and work began on cleaning up and preparing the existing timber ready for painting.
This is the middle phase of the project and requires the Trust to get all the major painting and wood preparation work undertaken before September when Pudge will be taken back by Kevin Finch and work started on her re-fit.
To make life easy for the team of volunteers, all timber that Kevin had painted with one coat or primer will end up being painted and all wood in its natural state will be oiled.
Mick Nolan who is managing this phase of the project has produced a specification for what needs to be done and John Rayment who is managing the volunteers makes sure that the work is carried out.
There are three groups working at present. One group on a Monday morning and another on a Thursday led by John Rayment and another led by Mick Nolan on a Tuesday evening. The policy being adopted is that everything which has to be painted needs two coats of primer, two undercoats and two top coats.
We started with the coamings and wooden beams. These have now reached the stage of just needing the final top coats. These have not been added as we plan to oil the under deck with Danish Oil and do not want to get splashes of oil on the top coat. This work took a few weeks in view of the number of coamings and beams.
It had been decided that we would remove all paint from the rails as we had identified a large area of rot on the port side near the bitts. The task of removing the paint is a long one and three of the Thursday volunteers are making steady progress. Thankfully, and we are now over two thirds along, we have not identified any other big problems, but have decided to continue anyway.
Below deck we started on painting the exposed floors and preparing the existing linings for painting. The keelson was also taken back to metal and has had all its coats of paint added and now looks a bright red so as to be seen by all when below deck. The linings are now receiving a couple of coats of sadolin.
In order that we can start to replace some of the fittings on deck, we need to remove the cover. So that we can achieve this we have now painted the decks following the principle of two coats of primer, two of undercoat and two of top. We will add a further top coat in due course. The coamings and head ledges have also received a couple of undercoats and will be painted in Beech Brown in due course. This work has just been finished and will allow the cover to be removed in due course.
There is still a lot to do, but the progress is good.
The next big task will be to oil the new timber that has been fitted.
Finally, a time-lapse camera was fitted to Pudge during the work removing her old decks and fitting the new. This has now been edited together and can be viewed on this page.
