Specifications - Pelican of London, Mainmast barquentine

Electronics
Steering Position: The primary steering position is right aft using a traditional wheel, operating a manual hydraulic system with no
‘feed back’. This provides the best view of the rig, steering compass and associated B&G instruments which also enable the helmsman
to sail the ship accurately by night. The secondary steering position, with duplicated instruments, is inside the wheelhouse where the
auto pilot and engine controls are also located. This space can be made weather tight and has good visibility through large port holes
and includes the chart table and GPS. Emergency steering, by tiller to the rudder head is controlled by tackles and can be operational
within 5 minutes in the saloon.

Navaids: The GPS compass provides the heading sensor with back up from the ship’s magnetic compass for instrumentation, Furuno
M1832 radar and plotter. A Navtex receiver NX-700 is used for navigational warnings and weather, and the AIG interrogator for vessel
identification.

COMMUNICATIONS

World wide satellite communication is by Inmarsat C, providing voice and e-mail, is backed up by SSB radio in the HF/MF band. Both
HF and VHF systems incorporate distress. Two emergency buoys are carried EPIRB and a SART.

Fixed VHF is in the wheelhouse with a range in excess of 30 miles augmented by two portables.

STABILITY

Pelican has an exceptional range of stability well in excess of 120º partly due to the integrity of her poop and foc’stle.
A steady heeling angle of 12º - 15º should not be exceeded under sail and due to her deep draught, a comfortable motion should assist
those working aloft.

Pelican is classed as a one compartment ship, i.e. she will survive with one compartment flooded. As she has 8 watertight subdivisions
this requirement should be comfortably exceeded.

The fixed bilge suction line deals with the 6 main compartments of the ship. The pump is duplicated. In addition, a diesel driven emergency
pump can reach all compartments from the upper deck.

Machinery
MAIN ENGINE ON CENTRELINE

The ship’s main engine is an electric start Volvo Penta TAMD 120A – CC rebuilt in 2000 and load tested before installation in 2004.
It delivers 290HP and drives the main shaft through an MG 514 reduction gearbox.

Unusually, the 4-bladed Hundested propeller, designed specifically for the ship, can be set manually to ‘feather’ while sailing or ‘pitched’
for manoeuvring or passage. This reduces drag under sail but enables the reversing engine to provide full ‘paddle wheel’ effect for manoeuvring.

The Halyard – designed exhaust system uses a dry main silencer plus a wet lift silencer discharging to both sides above the water line,
through butterfly valves. Because this is a cool exhaust the riveted steel hull is not affected.

Generators: Two diesel generators, a turbo driven G&M Sierra 63 and a G&M 48 (providing 57.5 KVA and 43.3KVA respectively), use a lift
silencer and separator to cool and silence the exhaust, most effectively. Generally, the TGM is used by day and the GM by night when there
is less demand.

Fuel: 15 tonnes of bunker fuel is available in 3 stainless steel tanks under the lower deck and one header/day tank on the lower deck outside
the engine room. An electric transfer pump is used to top up the day tank, with hand pump back up.
The maximum range of the ship under power is 1.500 nm under average conditions, at economical speed (about 7 knots).

DOMESTIC SERVICES

Fresh Water: 12 tonnes of fresh water is carried in 3 stainless tanks under the lower deck and a further steel header tank outside
the engine room. 2 Seafresh reverse osmosis plants capable of providing 3 and 6 tonnes per day ensure adequate fresh water is always
available at sea.
Hot water is provided from one of the two massive electric calorifiers in the engine room, augmented by waste heat from the generators.

Lighting: The main lighting system is 240v. AC with emergency lighting in all passageways, engine room and bridge at 24v. DC. Domestic
sockets are provided in all cabins and widely elsewhere.

Sewage System: All WC’s are connected by a vacuum system to the ACO Maripur sewage treatment plant (STP). Here ‘black water’ is
purified by a ‘state of the art’ process which will discharge the effluent as potable water, enabling the ship to access the world’s most
ecologically sensitive areas.
The Captain’s WC also discharges into the STP but has a conventional cistern in case of vacuum pump failure.
The ‘grey water’ is collected in a 2 tonne stainless holding tank. It can be discharged daily to a shore connection or at sea.

Safety

Fire Fighting & Prevention
The ship is fitted with a fire detection system and alarm with control panel in the communications room immediately under the bridge.
The engine room is lagged with 100mm of sound and fireproof insulation. A CO2 drenching system serves the engine room only and is
operated from the well deck.
Fire-fighting appliances are located throughout the ship and the emergency diesel pump can be used to boundary cool or fire fight through
hoses to the limit of the ship

Life Saving Appliances
Life saving appliances are provided to comply with Class Authority and include 4 x 25-man life rafts (on-hire Norwest Marine), a fully
equipped rescue boat and life jackets with lights and a whistle for the maximum complement plus 10%.
Immersion suits for 40 are carried and a Jon Buoy for single man overboard.

Boats
The rescue boat is a 5.4m Avon Searider RIB with a 65HP Mariner outboard engine. It is launched by a derrick from the forward end
of the poop deck, using an electric capstan with a 2 tonne lift capability.
A 5.0 metre inflatable dive and general purpose boat with a 35HP Mariner outboard is located on the boat skids above the well deck.
It is launched using either the fore boom or the course yard.
Two R S Tera single handed dinghies on the boat skids are in private ownership, and could be replaced by a 4.0 metre work boat and
outboard, if required.

Ground Tackle
Ground Tackle
All the ship’s cable gear, swivels and slips are in bronze with a half tonne bronze close stowing anchor on starboard and a 700kg
steel Danforth to port.

Windlass
Hydraulically driven off the main engine, the windlass is in stainless steel with bronze welps and galvanized warping drums.

Bollards and fairleads are in bronze.