Specification

Built: 1927 at Amels yard in Makkum Netherlands..

Length: 25.6m Beam: 4.7m Draft: 1.25m Air draft: 3.40m, 59 Gross Tons
Hull: Riveted steel
Engine: DAF 1160 180hp six cylinder diesel, the original engine was a Kromhout, M-3 25-8-1927 40pk
Bow-engine: DAF 630 120hp six cylinder diesel driving a 'Boterman' 360º rotating bow propeller
Registration: British SSR 134203 and ENI no: 140 00016
First registration Leeuwarden L1728N 19 september 1927, 91,860 ton, Johannes Timmerman
Also Rotterdam  R8337N 9 september 1931, 89,382 ton, G. Timmerman

Helm

The helm is of modular design, neat and easy to modify if required. Currently most of the labels are still in Dutch. On the lower right corner you can see the joystick for controlling the bow thruster. Instruments are Navman throughout and consist of VHF radio, GPS plotter, electronic fluxgate compass, depth and speed log.

Engine room

The engine room is under the sun deck and also houses fuel tanks for propulsion, heating and generator.

Hull

The hull is of riveted steel and shaped with traditional curved lines.

Bow thruster

In the fore-peak is an unusual bow thruster which is a 120hp DAF six cylinder diesel driving a 'Boterman' 360 degree rotating bow propeller - all remote controlled from the helm with a joystick!

The lower right hand picture shows the inlet and outlet with the rotating vanes of the outlet towards the bow. The inlet has a screen to stop bicycles and bricks being sucked in.

Deck working

Some examples of good access to Esme's bits and rope work from rising bollards and deep locks. Reasons why good working clearance is essential around both fwd and wheelhouse bits. Bollards are 250mm dia x 300 high with 120mm pins 75 mm from the top allowing for a 24mm to 30mm line to be secured with a tug hitch and still be possible to lift off even when severely tightened.


Rising bollard secured with tug hitch (St Martin canal Paris)


Mooring springs made off with tugmans hitch


Control of wheelhouse line in deep lock using friction around both bits and inner pin to avoid any chance of jamming.


See above from different angle. Note bollard spacing is just right to provide gap between pins to allow rope to pass across and gain maximum friction. Outer pins have a knob on the end with less chance of rope slipping off if angle changes.


Wheelhouse bits to rising bollard in typical Belgian deep lock.

Tugmans hitch and below two pics showing easy removal of tight line. This is only possible where the pins are close enough to the top to allow one or two turns to be layed over them.
Many new build bollards have pins half way down making this impossible. Note the several turns around the body to take the friction strain so that even severe force on the rope will not cause a jam at the top. Again, many new build bollards are much too small diameter and short to allow more than a couple of turns and will easily lock up.


Hitch can be easily pulled over top


And flops away releasing the tension below.

We NEVER use figure of eight to lock rope off on pins. This can easily jam and result in having to cut the rope.

These bollards are a good size for a 26m ship but there is no reason to compromise on a 18m new build replica. The commonly seen Vetus stainless steel bollards of about 75mm diameter are totally unsuitable for working ropes and only any good as a mooring line. I would say absolute minimum 150mm diameter.