The engine room contains ample space for storage of tools etc.
Adequate ventilation is provided for engine purposes and for the dispersal of battery charging gases via fixed breathers and an extraction fan and four opening port lights in the engine room walls. There is ample space to walk around the engine and headroom to stand upright.
Propulsion is via a single motive engine, being a Scania Marine D8 6 cylinder engine of 8 litre capacity (normally aspirated) dating from the late 1980s. These engines are still in common use in the Netherlands and spares are available. Approx power rating is 137 hp (100kW). The engine has an integral heat exchanger for cooling with raw cooling water being taken via a hull skin fitting and gate valve. A Johnson rubber impeller-type pump is fitted on the engine in order to draw in raw water.
A standard Scania-specification Twin-Disc marine hydraulic gearbox is fitted (MG506 2.5:1 ratio), driving a three-bladed bronze propeller via a solid propshaft and conventional stuffing box stern gland. The engine is solidly mounted on to the hull engine bearers and a plummer block is located in the driveline. Various lubrication points are provided. During the winter 2020 layup the engine "top end" has been refurbished with new valve guides and a decoke/cleanup plus all new gaskets where required.
The vessel uses 230V AC, 24V DC and 12V DC systems plus solar recharging as follows:
230V AC is supplied via shoreline, Victron inverter (3000 watts) in conjunction with a 645amp hour battery bank (Rolls AGM batteries, new in August 2020) at 24V, or an internal Lister air cooled generator rated at 7.5kVA. The supply can be switched via a manual three pole switch in the electricity cupboard in the wheelhouse or via an automatic relay between shore and inverter sources. This cupboard also contains commercial fuse boxes for both 230V AC and 24V DC distribution systems including micro switches and RCB’s where applicable. Lighting forward of the wheelhouse in the vessel is all 230V with low energy bulbs or LEDs, and numerous UK domestic style mains power sockets are provided throughout the vessel. A Victron isolation transformer is fitted in the shoreline supply.
24V DC is supplied by the aforementioned battery bank and supplies the central heating circulation pump and wheelhouse and stern cabin lighting and instruments (note: some dashboard instruments are 12V via a voltage dropper). The engine starter batteries are also 24V, and all can be charged from either a Victron 60A charging unit or engine alternator (fitted with Adverc charge controller), with the two battery banks being linked by a Victron Cyrix voltage sensing battery combiner rated at 200 amps. Battery isolation switches are fitted to both the engine and domestic battery banks, and a separate isolator switch (two-pole) is fitted in the inverter DC feed line along with appropriate fuses. There are various 24V DC outlets that use different sockets/plugs to avoid confusion. Additionally, there is a solar array of 990 Watts mounted on the coachroof, providing charging to the 24V batteries via commercial solar cables/plugs and a Tracer 40/100 MPPT controller. The panels can be isolated via a separate switch as and when required, and can be lifted from the roof for cleaning etc.
The Lister generator has a dedicated 12V battery for starting purposes, and this is charged from a separate automotive-type battery charger integrated into the generator output or from the dedicated 25W solar panel.
The vessel is equipped with a 1500 litre (approx) diesel tank in the engine room filled via deck filler on the port side. This tank has an integral day tank of 300 litres (approx) from which the engine fuel feed is taken via a CAV type filter and water separator as well as tandem fuel filters on the engine itself. The day tank contents level can be read from a fuel gauge in the wheelhouse. The main fuel tank also supplies the generator via a CAV filter plus the Lister filter on the genset, and the Kabola via a coarse mesh “cleanable” filter plus Kabola’s own filter on the boiler. Breather pipes are fitted to both the main and day tank exiting on the port side. Flexible fuel pipes are in accordance with the appropriate ISO number and are clearly marked as such. The tank is fitted with a plastic sight line with metal cover in accordance with current regulations. Both tanks have sludge traps and drain cocks.
The engine room also gives access to the bilge spaces under the rear cabin and the propeller shaft stern gland. Five automatic bilge pumps are fitted (three 230v and one main 24v plus secondary 24v) plus two manual pumps
Numerous fire extinguishers are carried of water, dry powder and CO2 plus an engine room extinguisher with automatic trigger. Full details are given on the test certificate (from April 2018).