She is a MK2 Solent Class Lifeboat built in 1972 for the RNLI as ON1019, 48-014 and named “Lady MacRobert.
After serving with them faultlessly since 1993 in the SAR role at Punte Del Este in Uruguay, ADES have decided to retire ADES 12 after 27 years and put her up for sale. They are changing their fleet to faster lifeboats such as the ex RNLI Tyne and Mersey Lifeboats, ADES 12 has a maximum speed of 9.25kn so no longer fits their requirements moving forward but she is still held with great affection by ADES and they want to ensure that she goes to a good home.
She is a MK2 Solent Class Lifeboat built-in 1972 for the RNLI as ON1019, 48-014 and named “Lady MacRobert. She served with the RNLI at Montrose 1972 – 1989 and then in the RNLI Relief Fleet from 1989 – 1993 when she was sold to ADES in Uruguay and despatched from the UK to Uruguay as deck cargo.
She has been maintained to the highest order and remains currently on station with full SAR certification in Uruguay and has recently been given a full survey in drydock. Additionally, all of her machinery has been fully serviced too in July 2020.
She has all the expected Solent Class Lifeboat specifications, Corten Steel plate on ribs hull, marine-grade aluminium superstructure with inherent self-righting by way of an 8-ton iron keel and watertight cabins. As one of the Mk2 Solents, she additionally has a fully watertight wheelhouse and revised helm arrangement. The aft cabin has the radio and other communications equipment station and seating benches with storage.
The engine room is self-contained and is ventilated by three Airmax fans, the engine room also contains the hydraulic capstan driven by the starboard engine and all electrical equipment including two banks of independently switched new 24 volt batteries, which are ventilated by the main engine room fans. The batteries are charged by two 24 volt alternators mounted ahead of each of the twin contra-rotating Gardner 6LX engines set at 110hp heavy-duty use specification. The engines drive through hydraulically operated Gardner UC mechanical gearboxes via 2:1 reduction boxes through stainless steel prop shafts to bronze 28” x 31.5” propellors, each propeller is accessible via an individual tube with cylindrical plug and locking lid for clearing purposes.
The prop shafts are lubricated with NEOX grease from individual manual pumps in the engine room and have an additional bronze bearings on the engine room rear bulkhead that are drip fed oil from individual reservoirs. A full range of spare parts for the Gardner engines and gearboxes is available from Gardner Marine Diesel and other suppliers so should ensure continued reliable service for the decades ahead.
The engines and gearboxes are cooled by independent Serck heat exchangers mounted each side of the hull below the aft cabin in a compartment with the reserve fuel tank. The heat exchangers operate via a water pressure/venturi principle as the hull passes through the water so no pumps or impellers are involved, a robust and reliable system.
The steering is a Mathway manual system and takes its drive via shafts and a bevel box to the main steering box in the aft steering compartment where a drop arm transfers the motion to the twin spade rudders which are individually supported in bronze tubes with large roller bearings and bronze upper thrust bearings. The rudder tubes are sealed via a graphite greased packing gland.
The main fuel tank of 180 gallons is built low across the hull, below the deck of the fore-cabin ahead of the engine room, an additional reserve tank of 58 gallons is mounted in a compartment below the aft cabin. Both fuel tanks are linked by a 2-way electrical fuel transfer system and the engines will run on either tank via a valve system. Fuel consumption at 7kn is approximately 3 gallons per hour across both engines, at full speed (9.25kn) fuel consumption is approximately 5 gallons across both engines. In RNLI service these boats were operated on the basis of a 250-mile maximum fuel range.
The engines have CAV electrical starter motors with an additional emergency manual handle starting system. Each engine is equipped with a mechanical bilge pump that is linked via a valve equipped manifold to various compartments in the hull. Additionally ADES have just fitted a back up electric bilge pump system to comply with the latest regulations.
The fore-cabin contains a separate heads and the anchor rope mounted on its reel plus additional items.
It is believed that all equipment is to be included in the sale.
ADES 12 would make a superb operational Historic Lifeboat and with some small modifications could offer comfortable accommodation as an immensely seaworthy and safe all-weather cruiser.
The boat could be brought to the UK as deck cargo at an estimated £20k or alternatively, sailed back via the Atlantic Ocean and Cape Verde Islands as an adventurous and exciting alternative!
ADES are asking a reasonable £30k for this magnificent, capable and historic vessel.