The Kitty K II

Kitty K Re-fit

The re-fit of a large motor yacht can be a complex and lengthy process but Osmotech’s team of shipwrights, electricians, plumbers and GRP engineers can ensure that even the most ired of vessels is given a new lease of life.  

The Kitty K II (formerly the Velvet Glove) is a fourteen year old Alden 52 and Osmotech were commissioned to undertake a total overhaul for her new owner. This was a large and exciting project with a detailed and high-specification brief that included a great deal of work both inside and out.  

The pictures show the process and a detailed explanation of the job – for those who are interested, follows below. 

Kitty K Re-fit (in great detail!)

Most of the super structure, hull and topsides needed to be restored; the deck needed to be repainted with awlgrip the hull needed to be blasted, given anti osmosis treatment, an anti-foul copper coat and repainted in classic yacht white. All the teak decking, capping rails and steps had to be stripped and finished to super yacht standard with 8-10 coats of varnish.

All the windows in the main saloon needed to be removed and resealed and all the port lights needed a thorough overhaul including painting and resealing. On the fly bridge the two helm chairs and all the deck cushions needed to be re-upholstered and given a new, retractable fabric bimini. The mast was re-stepped with a new whip antenna, radar, nave and flood lights, a steaming light and finished with Bheuler horns. A new bespoke tender was installed and its crane on the mast overhauled.

The interior of Velvet Glove was predominantly a rich dark wood and the brief from the client was to restore and re-varnish everything from bow to stern, but to maintain the distinct Alden style. All the hinges, locks and handles checked, cleaned or replaced (with Alden original parts) and both the heads will got new furniture, taps, showers and woodwork. All three cabins and the main saloon will had new upholstery, mattresses, head linings, carpet, light fittings and chrome switches. The galley was stripped and overhauled including new gimbals for the stove and the refrigerator and the freezer had a full service.

The Alden’s two 600hp Caterpillar Diesel engines had a full overhaul in situ and all the aging pipe-work, relays and electrics were replaced.  One of the most complex jobs was to tag and clearly mark all the vital, leads, cables and pipes and, as this is an American made boat, to certify all the systems to European C.E. standard.

Osmotech installed a state of the art Sliepner Sidepower bow and stern thruster system with remote control, which involved moving the bow thruster tube forward to improve agility and fitting a new stern thruster in its own aft-mounted tube. The position of the aft fuel tank meant that we had to mount the stern thruster motor at an angle to avoid it, and modify the transom to place the tube effectively.

The Kitty K had a brand new Webasto heating system and the generator, air-conditioning and refrigeration systems also all got a complete overhaul and service.  On the bridge, the aging computer and radar were replaced with an integrated Raymarine navigation system and a new chrome clinometer, barometer and clock. A new retractable plasma TV was installed into its hideaway and linked to a new sound system, DVD, CD and MP3 player.

The following was taken from Osmotech’s monthly updates on the refit and describes the highly-skilled and painstaking detail that went into her transformation.

Hull

The entire hull was blasted and then the long, diligent process of hand-sanding began; stripping it right back ready for the application of osmosis treatment, anti-foul and multiple paint layers that will protect her for a long time to come.

When the client bought the boat he’d received the surveyor’s report that had stated that there was damp in the core of GRP hull. Although this used to be a death sentence for a fibreglass boat, Osmotech’s advice was that it might be possible to dry it out using conventional hot-vac equipment, but if not then the core would need to be replaced. The team took small round core samples along the length of the hull below the water line and the damage was found to be not only quite extensive, but also had not responded to the hot vac treatment and so will require re-coring.

On a boat of this size it is a major job which involves peeling back the outer polyester resin layers, removing the damp balsa core to leave the thin fabric skin on the inside. The balsa is then replaced with a structural foam core and the outer skin replaced with a new solvent-free epoxy resin. Luckily the stiff design of the Alden, its weight, and its super-strong internal structure means that this is less of a delicate job than on a lightweight racing yacht, when re-coring can affect the shape and integrity of the hull. The improvement in materials and fabrics Osmotech use will actually now extend the life of the boat and add value to it.

The damage to the core of the GRP hull was more widespread than first expected – and in some areas it wasn't just damp, but saturated – water was literally dripping out of it when the balsa was exposed.  A detailed inspection revealed that after-market fittings had been screwed to the inside of the hull, piercing the GRP, and allowing water from the bilges to penetrate the hull to quite a severe extent.  This has meant that the team have had to start work internally as well as externally; including the tricky job of re-coring the GRP that covers the longitudinal engine supports.

Nearly all of the sodden balsa has now been removed from the first sections and the process of drying the exposed areas, patching the offending holes (inside and out) and replacing the core has begun. Osmotech's ingenious angled mounting for the stern thruster has now been added to the transom, ready to be blended into the new core and skin.

One of the trickiest parts of the operation was to replace the horizontal spray rails that reduce spray and give the hull directional stability and precision at speed. The team had to build up the many layers of solid GRP by hand to precisely match the contours of the boat and to accurately follow the way the water flows round the bows as she cruises. This is an exceptionally technical and skilled job and the finished result is as much pleasing to the eye as it is testament to Osmotech's expert workmanship.

Once the rails were faired she received her final layers of paint and copper coat anti-foul. To provide long-lasting protection for the Velvet Glove, Osmotech's team have applied a high quality mixture of copper oxide and water-based epoxy resin that will keep it free of fouling barnacles, marine growth and weed for ten years – making her a bona fide copper-bottomed boat, which will not only keep her swift, but also will negate the need for annual anti-foul treatment until 2018!

Systems & Engines

The original bow thruster has been removed and a new tube has been bored, closer towards the bows. This will make the new Sidepower thrusters more effective and will give the boat the ability to rotate almost within its own length. To that end the aft transom is now being stripped to accommodate a new stern thruster tube that will enable the boat to manoeuvre and dock from any angle with ease – even crabbing in sideways.

The bulky, malfunctioning water-maker has been consigned to the scrap heap and with it the old heating system. In its place the team has fitted a new, smaller and more efficient Webasto heating system that will not only keep the cabin at the right temperature, but the fly-bridge too. Under advice from the Osmotech team, the client decided not to replace the water-maker, but to rely on the large freshwater tanks that are capacious enough even for a long voyage.
The mounting of the stern thruster presented more of a challenge as there was not enough space directly behind the transom to mount the motor at ninety degrees, so it will have to be mounted at an angle. To accommodate the angle Osmotech have made a wedge-shaped box that will be fitted to the outside of the transom, upon which the tube can sit.

  The team have been replacing the water-logged balsa in sections; meticulously compressing and resealing each area of new wood to ensure there's no possibility of leaks, before moving on to the next section.  Particular has been taken to ensure that anywhere a fitting pierces the hull, that there is a thick and complete seal of glass between the fitting and the core.

The transom of the boat beneath the swimming platform has also been a focus of much activity.  The balsa core has been cut out and replaced here too, and the mounting for the stern thruster has been fitted permanently, blending it seamlessly to the new GRP surface.  The position of the aft fuel tank didn't leave enough space to fit the thruster motor at right angles through the stern, necessitating the ingenious angled mounting.  Finishing work and sanding fair has also begun on the hull above the waterline, to prepare it for the final stage as the numerous coats of paint are applied.

One of the final touches was to create a unique 'eyebrow' in front of the bowthruster tube. The radius of the Sliepner Sidepower tube is larger than usual to reduce noise, so to negate its impact on hull speed the team shaped a hydro-dynamic blister that effectively deflects the water over the hole. The eyebrow is another example of Osmotech's ability to find solutions that allow advanced modifications to be seamlessly integrated and to improve the boat's all round performance.

There was also a complex salt water system, originally intended to allow the boat to be cleaned without using fresh water.  Mike and his team suggested that this  wasn't just an unnecessary system, but a potentially damaging one (there was a saltwater outlet in the engine room!) which may be part of the reason why there was more corrosion and damage than would normally be expected in a boat of this age.  After consultation with the owner, the heavy-weight system and all its pipe-work has been removed, which should not only help improve the boat's performance, but extend its life and value too.

Much of the team’s attention has been to the twin Caterpillar turbo diesel engines. The two large intercoolers that keep the turbo chargers from over-heating take a great deal of strain when the boat is under full power, so they have been removed for an on-the bench service.

The exhaust pipes and hoses that feed the hydraulics and cooling system have also been removed if there was any hint of corrosion or wear and the oil, filters and fluids have also been changed. Overall, however, the engines are in good condition and there’s no need for a full strip down or removal.

A great deal of work has been going on in the engine room too.  Because the boat had had several systems retro-fitted (including the discarded water-maker) there was a lot of superfluous wiring and relays that needed to be isolated and removed, and sorting through the tangle was quite time-consuming.  There were also several refrigeration compressors and other electrical components that were unnecessary – often serving the same functions - so much of the plumbing and wiring's  usefulness had to be assessed and adjusted accordingly.

The two engines' inter-coolers have been serviced and re-installed, but much of the pipe-work, both metal and rubber, had extensive corrosion damage and has had to be replaced.

The Glove has been re-fitted with her bronze props that have been balanced and polished and the spurs rope-cutters have been serviced and re-aligned.   The rudders have been stripped, cleaned, primed and anti-fouled and the rudder glands have been re-packed.  On the transom, the trim tabs have been serviced and repainted and new hydraulic rams fitted.

 Interior

All the port lights and the main saloon windows have been removed and the frames stripped and resealed, ready to receive the new glass that will be fitted towards the end of the re-fit.

 Inside the cabin, everything that can be stripped and removed – has been including all the interior upholstery, toilets, basins and shower units. The team have made a detailed inspection of the complex electrical system, wiring, relays, looms and control panels and the unnecessary or obsolete parts removed. The galley has been stripped and the ‘white goods’ removed for repair or replacement.

 Osmotech’s carpenters have been hand building wooden frames for the main saloon windows to replace the heavy aluminium and steel frames that had started to corrode and leak, which will improve the look and lines of the boat. They also discovered that the door to the master cabin’s shower room had warped significantly; partly due to the damp, and partly due to the excessive weight of a heavy mirror on the inside. They’ve removed the mirror and are re-trimming the door to take lighter, Perspex mirrors on both sides which should eliminate the problem.

In the cabins, the chippies have stripped out all the head linings from the ceilings, made millimetre perfect templates and cut the replacement panels to fit.  The new head linings have been installed
to check that they are all flush and tightly fitted, and then removed ready to be upholstered.    The perfectionism of the shipwrights means that these will be one of the last things to be fitted so that there is no danger of them getting damaged whilst other work is going on inside.  The chippies have also been renovating the staterooms' panelling and making the new fascias for the bathroom furniture.

 Inside the boat the glazing is complete and she's had the final coats of interior paint.  The final wiring looms for the entertainment system have been run through the roof and floor cavities and the main cabin's most James Bond touch – the flat screen TV that rises up from its hiding place - has been fitted and test driven. 

 Exterior

 The new frame for the fly-bridge's Bimini has been installed and the renovated mast re-stepped to ensure a tight fit, so that the fabric can be cut to the exact size and tightened into its final position.
The sail-makers have also been taking measurements for the stability sail that will run up the mast to alleviate roll when the boat is at anchor.  However, the whole assembly will have to be dismounted in order for this tall boat to be extricated from the shed, and then re-stepped before launching.

On the fly bridge the systems team are fitting the cabling and relays needed for the new controls and navigation equipment as well as the outlets for the Webasto heaters, the fittings for the retractable bimini and most importantly the steering and throttle controls.  The motors for the bow and stern thrusters have been installed and the electricians are wiring in the controls on the fly bridge as well as the sensors for the remote control unit that will allow the helmsman to operate the thrusters from anywhere on the boat.

The pair of gleaming white leather captain's chairs are fitted on the fly bridge but will remain safely under wraps until the launch and the owner gets to take the helm.

Another special touch is up on the fly-bridge where the Osmotech team have customised the teak table.  It's now mounted on an electric chrome riser, so after the drinks have been cleared away, it drops down to fit the edge of seating area and converts seamlessly into a double bed – either for stretched-out sunbathing or a night under the stars.

 The mast has been re-stepped now that the boat is out of the shed and the team have been fitting the nav-lights, GPS receivers, wind transducers and horns.  The Alden's mast is not only a stability sail but also acts as a crane for the tender – a crisp white Avon 280 rib with a double saddle centre console and a10hp Yamaha outboard with electric start.