Decked out

Four months of hard work, hundreds of decisions, attention to the smallest details, and one huge gamble.

Three weeks before work was due to start on Marelle, Graham Collingwood told us he was not willing to rent his tent to us after all - having agreed the rental back in April - as he had a regular customer he wanted to book in first.  We couldn't slip our dates as we had Mike Moody and Tim from Centreline Marine already booked to start work, so we had a big problem.

Fortunately, BD Marine in Shamrock Quay saved the day, and we lifted out and into their tent at the start of September.  Given the scale of the work we were about to undertake, we could have done without this extra stress!

The gamble was in how we planned to redo Marelle's deck.  She originally had a plywood sub deck, with a 7/16" teak deck on top, glued, screwed and secret nailed every 4".  Over the years, the teak had worn to the extent that the caulking was coming away, and in several places there were voids between the teak and the ply - the deck was leaking water in to the cabin and the sub deck was deteriorating.  Something had to be done, but replacement of the deck with a new teak deck would have been a huge amount of work - the sub deck would have had to be removed, affecting the beam shelf and covering boards.

We decided instead to leave the current deck in place, stabilise the teak layer, replacing loose planks and injecting voids with epoxy, and put Flexiteek on top.  Flexiteek is a synthetic (plastic) material, manufactured to look like teak but without the maintenance problems a teak deck has.  We had agonised over this decision for almost a year, canvassing opinion at the 2013 classic regatta (a 50-50 split between "go for it, it's your boat" and "you must be kidding, you have got to put a new teak deck on").

To make absolutely sure we got a good bond between the Flexiteek and the teak deck, we used Eposeal on the teak as recommended by Rob Tilney from AMD.  The Flexiteek was then glued down with SABATack 750XL.

We chose the "weathered" Flexiteek for the main deck, and the "teak" Flexiteek for the king plank and coachroof edge.  We also made AMD's job more difficult by specifying a wider plank width than standard - 60mm rather than the 45mm they normally use.

Every deck fitting that is through bolted had hard packing material hot welded to the regular Flexiteek deck, as the normal deck can deform under pressure.

Finally, to get a doubly watertight edge, the edge of the Flexiteek was rebated and the covering boards varnished to this undercut, then the caulking applied around the edge.

It will be very interesting to see people's reactions at the 2014 classic regatta!

The deck work meant we could finally address the toe rail damage caused by the neighbouring boat when we were moored at Deacons marina.  Mike Moody did a superb job on this, curving the replacement teak skilfully to fit.

We also got BD Marine to make us some reinforcement for the aft corners, in the form of stainless steel corners with roller fair leads built in.  These have turned out really well, and look great alongside the newly polished back stay fitting.  Hopefully the corners look a bit more substantial now, and will put off any other boats thinking of using Marelle as a fender.

The transom and toe rail were then professionally varnished by Ady Murray, in challenging temperatures.  Not ideal to be varnishing in December, even if it's inside a tent!

While on the aft deck, we decided to put in an extra centre cleat, and BD Marine polished and welded the spinnaker fittings, and polished the back stay fitting and cleats.

To help with mooring up, we put mid ships cleats in too.  We decided to go with solid bronze cleats for these, rather than Clyde cleats, as they may need to take a lot of strain in an emergency, if we need to use them to stop the boat.

Ady also varnished the coachroof sides, and we got Hampshire Electroplating to re-chrome all the windows and the bronze tracks.

We hadn't originally planned to do anything with the bow fitting, despite it looking quite shabby - rough welding and tarnished steel.  However Mike got carried away and removed it, so we got BD Marine to have a look at it, thinking we'd need a new one made.  Andy suggested that they could tidy up the existing fitting, and it now looks great.  It always feels better to restore original fittings where possible, even though it can mean more work than replacing them.  We thought long and hard about modifying the bow rollers too, to make launching and retrieving the shiny new Ultra anchor easier, but could not decide in the end and so fitted the original rollers back on.

The Ultra anchor is 316L stainless steel, and we got the matching swivel and 20 metres of duplex 1.4462 stainless chain from Cromox to go with it.  All in all, with removing the windlass as well, we have lost a lot of weight from Marelle's bow.  The original plan was to put a new horizontal windlass on the coachroof, but we ran out of time, and money, and settled for just the chain stoppers on the fore deck.  Ultimately we want to be able to deploy two anchors on chain rodes if necessary.  We currently have the anchor on a temporary base on deck, while Martin decides where it should be stored.

Mike made new teak bars for all our Clyde cleats.  Looking at old photos of Marelle that Stephen sent us, she used to have an extra cleat on the centre line on the fore deck, but we have not reinstated that for the moment.

Right at the last minute Mike and Tim managed to fit in installing our new navigation lights, which look quite smart and not at all as huge as they looked off the boat.  Now I just have to wire them in.

With the saving we made on our alternative deck installation, we got Mike and Tim to redo Marelle's galley and bow cabin.  We have changed the cooker to a Taylor's paraffin cooker, which is what Marelle originally had, and since this cooker was about an inch wider than the previous gas cooker, it prompted a whole galley replacement!  It's actually quite amazing how much bigger the galley seems now, and we have fitted in a lovely shiny double sink from Penguin Engineering, as well as a mixer tap with extending hose, and a traditional style tap for salt water.  We used Hanex for the work surface - I chose a black colour (pearl black) with small shiny bits, to match the cooker top.  I also got an Isotherm ASU SP 3251 fridge, with a fitting that goes on the sink drain to make the cooling more efficient.  Mike fitted the skin fitting, but we ran out of time to put the rest of the fridge in place.  We did manage to design, and get BD Marine to make the stainless steel fridge box, which we are going to install where the chart table currently is.  I have got some high tech insulation to use - Spacetherm - which has an insulation rating of R30 at only 4" depth.  Just have to figure out what glue to use to stick it to the stainless fridge box, and to the foil vapour barrier, then we'll be ready for it to go in the boat.  Oh and find the compressor bracket, which I have mislaid during the move out of the shed.

A big goal in this refit was to make the bow cabin into a double berth.  Previously it contained a single berth that we did not use, and a lot of rope and sail stowage, as well as the anchor chain and rope rode.  Paul, who works with Ady Murray, did a superb job of cleaning up, sanding and varnishing and painting the bow cabin, including the bronze floors.  When he had finished it looked fabulous, all the better as we had Mike remove the partitions so there is an uninterrupted view right up to the fore peak.  It would have been good to have a fixed double berth, but with the doorway central we just didn't have the room, so have had to go with a removable insert.  The joinery Mike and Tim have done is beautiful, and looks even better with Ady's varnishing (Epifanes wood finish matte).  They also made up some new teak cabin sole for us.

To finish off the bow and galley, I have got new LED lights from Calibra Marine.  The lights are made by Prebit, except for some Cabin LED strip lights for inside the galley cupboards, and in the engine bay.  They look gorgeous and are good quality, and a lot of them do red light as well as white, and dim.  I am fitting the lights at the moment, and in the process re wiring the whole boat.  There is an incredible amount of old wiring on Marelle, that I am removing - I am sure some of it must date back to 1965.  Martin wanted the wiring run through clear plastic piping, rather than in conduits, so that any problems are visible.  I have gone up a size from what is strictly required in terms of wire size, just to make absolutely sure we will have no voltage drop, so I am using 14AWG tinned wire (2.5mm) for everything.  We want to replace the fused switch panel at some stage with a circuit breaker panel, but can only find panels from Blue Sea or BEP and both are stupidly expensive, so at the moment I am sticking with the existing panel.  One of our challenges when we have the fridge and the Fusion stereo both installed, will be to put in extra battery power, and a solar panel, CTEK D250S and Smartpass to keep the batteries charged.  The main issue with that is finding an appropriate place to put the batteries - currently they are below the cockpit sole, which is not ideal.  Possibly a good place would be below the starboard quarter berth.

While we were doing all this work on the boat, I got Spencer Rigging to fit an Andersen 40 full stainless winch to replace the old spinnaker winch, and an Andersen 18 for the reefing winch.  We now have a full complement of Andersens!

Spencer Rigging also raised the Lopolight LED masthead tricolour for us, so Martin can see the light from the deck, and ran a new wire through the mast for it.  We have yet to install the through deck fitting for the mast wiring, but at least we are one step closer to having the tricolour working.

Martin installed a Whale super sub automatic bilge pump before Marelle's launch, which took some of the worry away - it's still such a nerve-wracking time.  She still had a trickle from the seam near the engine water inlet sea cock, like at her previous launch, but it was not as bad, and the bilge pump coped easily with it.  Everything sealed up within a few hours, and we had a smooth journey back to our marina, in a small weather window between horrendous storms and spring tides.  We got back to the marina to find the car park flooded, and had to move Martin's car really quickly - surreal to walk downhill from the pontoon to the shore and then wade through foot-deep water to the car!

We still have to figure out the paraffin piping for the cooker and heater, and install the plumbing for the sink and taps, as well as order the bow cabin cushions and finish the re wiring.  I also have the stereo and speakers to install.  A lot to do, but the finishing line finally looks in sight, and this year we will be able to go sailing on Marelle.  We are planning to do the Cowes classic regatta, and the new Dartmouth regatta in June, and weather permitting, lots of Solent sailing weekends.

Maxprop

The all bronze 3 blade feathering propellor by Maxprop is our fix for Marelle's poor stopping power, and we are hoping it will also help with reversing and prop walk as well. The blades rotate, so that the leading edge faces the direction of travel, and when sailing they feather to reduce drag.

Here is the previous propellor alongside the new one.

With advice from Chris at Darglow http://www.darglow.co.uk/ we have chosen a slightly bigger propellor size, as well as of course 3 blades rather than 2.

Darglow carefully machined the propellor to fit the tapered shaft so we didn't have to cut the end off, as we wanted to keep the original propellor as a spare. We came to fit the new propellor, but the new nut would not fit on the thread, and Martin did not want to force it. Chris from Darglow saved the day, making a special trip over from Wareham to fit it for us in time for Marelle's launch. Here are some pictures of the fitting:

Topless

So after a long break from boat maintenance, in which we missed Marelle's yearly varnish, we have lifted out at Premier Swanwick for lots of improvements as well as the overdue anti foul and topsides varnish.

 Unfortunately, we had to use up our annual leave before April 6th, so had to take the two previous weeks off, and they turned out to be freezing cold, way too cold for varnishing or painting. Progress has been slow as a result, but we do have some great people helping us now, Adrian White with advice and contacts, Nick Morris fixing the play in the Whitlock steering, Mike Moody on woodwork.

We have an ambitious list of work - a shiny new Maxprop feathering propellor from Darglow to help Marelle stop quicker, and perhaps even reverse a bit better, fixing the play in the Whitlock steering, new twin foil roller furling and Andersen 40 full stainless mast winches, larger Andersen main sheet winches (28s instead of 18s), doing up the coach roof, new instrument panel with speakers included, as well as of course varnishing the topsides and anti fouling the hull.  I'd also like to get the coach

roof sides varnished, but I think we'll have to see how everything else goes before adding this in.

The plan is to get all this done by the BCYC classic regatta in July, and then later this year go to Graham Collingwood's shed to get Marelle a new deck, and refit the galley and bow cabin.

Phew!

Marelle's coach roof is looking very bare right now.  I am spending my time scraping off very thick paint, and Mike Moody is taking off all the fittings.  We are going to fill in the vent by the galley, that Ben added for the trip to Cape Horn, and remove the water heater chimney.  We haven't decided yet whether to replace the port light Ben added by the galley or to fill it in - Calibra Marine do some nice shiny port lights, but it is not original and in a way it would be nice to return Marelle to her original trim.  Thanks to Susan Pester giving us all Marelle's plans and history, we know that she did have traditional dorade vents and bronze cowls, so we are going to reinstate these, with bronze cowls from Davey & Co and Mike Moody making bespoke teak dorade boxes.  Susan also very generously let us have Marelle's dinghy, and my cousin who lives in Cornwall brought it over to Hampshire earlier this year.  

We are going to paint the coach roof with Epifanes light cream, which should look fantastic next to all the varnished teak.

We tried to hire some staging over Easter, but were let down, and eventually decided to buy our own.  This gave me a great excuse to get an expedition roof rack and ladder for

my Landy from Safety Devices - it looks very cool!  

After a lot of research I decided on laddersandaccess for the staging, and bought 3 x 4.8m x 600mm Lyte aluminium staging and handrails, and 9 trestles.  We successfully transported it down to the boatyard today, and Martin got almost a whole side sanded.

The following day, gambling on no rain, we got the first varnish of 2013 applied on the starboard side.  Spot the difference!

 

Update

Unusual weather conditions meant all of the work took a lot longer than we thought. We also added to the work, deciding to get the hatches reconditioned with new acrylic and hinges for the mid hatch, polishing the original forward hatch hinges, and taking all of the fittings off the coachroof for varnishing.
It seemed to take an eternity to scrape all the paint off, and then Mike Moody and Tim spent a few days making sure all the original paint was gone, as it was reacting with
acetone and wouldn't provide a good enough surface for
the new primer and epoxy.

Martin decided to get Mike and Tim to varnish the hatch surrounds and the beading around the edge of the coachroof - this would give a better 'edge' to paint up to.

Mike took advice from Adrian Murrey of Premier Yacht Painting http://www.premieryachtpaintingltd.co.uk/about.html and advised us it was best to use Awlgrip 545 Epoxy primer, then the epoxy to fair the surface, then another coat of primer.
Following that, we used Epifanes Multimarine primer (3 coats), then Epifanes Monourethane in light oyster (3 coats).

Here is the final finish:

We had to use a cover to protect all this painting from the lovely summer weather(!)  Various iterations followed, as the gale force winds battered our creations.

Roller furling on - just need the boom now!

Marelle's map

Here are all Marelle's travels and home ports. She has certainly had an interesting life!


View Marelle in a larger map

Knock knock knockin' on heaven's door...

After Marelle was moved to Premier Swanwick Marina, we needed to charge up her batteries (and hope that they held their charge after having gone flat while she was on the mid-river mooring at Deacons). Martin spoke to Barden UK and they recommended the CTEK MXS10 8 stage charger. We connected the charger up, and were relieved to see that on both batteries it passed the stage that tests to see if the battery could hold a charge, and left each one on charge overnight.

Now the moment of truth, will the engine start. We dutifully followed the cold start procedure – Marelle has a Volvo Penta 2003 fitted, and has had numerous starting problems over the years according to the paperwork and bills we got with the boat. This involves putting the throttle in neutral and furthest forward, then operating the stop handle 5 or 6 times. A silent prayer, and then – click. Nothing else. Batteries read 12.8V, but no sign of the starter even trying to turn. We took the engine cover off, and peered at the engine while trying again. The click was definitely coming from the engine area, but still only a single click each time the ignition button was pressed. Same result with both batteries linked up to the ignition circuit.

Ben had left on board a boat manual he had made up, a mixture of excerpts from magazines and hand-written instructions. Looking in this, at the engine trouble section, the advice was that the solenoid could be the problem, and to check this by shorting it (connecting a screwdriver across the ports). This carried a warning that sparks might be generated(!) but unfortunately no hint as to the location of the solenoid or information or detail of how to do it. Martin phoned our friend Roy who has a motorboat, and he had the same advice, but we didn't try it as we still weren't sure exactly what to connect.

Dejected, we went home, and I spent some time trawling through internet forums to see if I could find any hints or tips, while Martin phoned round a few Volvo marine engineers.

Sometimes the power of the internet is truly brilliant.

In amongst all the shorting advice, and scary prices for starter motors, was a genius tip that the first thing you should try is hitting the solenoid with a hammer. To be honest, I thought it was bizarre advice and only read it out to Martin because I thought it was funny. We found some pictures of how to connect to the ports on the solenoid, charged up our portable battery jumpstarter (less worrying to use than holding a metal screwdriver!) and the next day Martin went back to the boat to try again.

He tapped the solenoid, lightly, a few times. Then tried the engine, and it started straight away!!! He hadn't even followed the cold start procedure, yet he said it started really well, better than it ever has! Maybe some of the previous starting problems were down to less than optimal batteries.

Just to be sure, Martin has started the engine a few times since, and had no more trouble. We were amazed that it worked, but quite relieved too – and it just goes to show that you can find some superb advice buried on internet forums.

Ouch!

Sadly, a couple of weeks before the BCYC Cowes Classic Regatta 2011, and only a few weeks after Marelle had been moved to Deacons Y pontoon, I had a phone-call from Deacons that all boat owners must dread. A neighbouring berth holder, in a Sigma, had collided with Marelle's stern while manoeuvring to moor up, and Deacons were calling to let us know, and to pass on his contact details.

I phoned Martin, and he spoke to Deacons and to the other berth holder. At this stage, the damage to Marelle was described as minor. Alas, when Martin dinghied out to her to have a look, it was clear that she had taken a massive hit, which had sprung the toe rail off the aft port quarter, and scraped the varnish down to the wood, through our carefully applied 20 coats.

This was heart-breaking.

We still attended the BCYC Classic Regatta, but felt like we had had the stuffing knocked out of us – on top of the problems left over by the work at Universal, we now had this to deal with. The other regatta entrants were polite and sympathetic, but Marelle looked very dilapidated, with no winches, sails, instruments, navigation lights, broken roller furling, and a smashed aft port quarter. Her saving grace (but also providing a stark contrast to the rest) was Martin's fantastic varnish on the topsides, and this was complimented widely, but I am sure I heard a few sniggers and comments behind our backs.

The insurance company asked for two quotes for the repair, so we asked Deacons to quote, and Fairlie Restorations. Fairlie visited Marelle to have a look while we were at the regatta, and gave us every impression that they would provide the second quote, including sending a statement of work, but a couple of months later refused to do it, saying they were 'too busy'. Too friendly with Universal Marina more like.

Despondent, time passed and we hardly visited Marelle. Then one weekend, Martin's brother and his family came down to visit, and they took Marelle down the river to spend the weekend at Port Hamble with some friends. Unfortunately, Martin hurt his back really badly while manoeuvring Marelle out of a tricky spot in the marina and shouting at me, and with his brother and a friend on board, still had to steer Marelle back up river and to her berth at Deacons while in a great deal of pain. He managed it, but for months afterwards would not visit Marelle and raged about everything that had happened, and talked regularly of selling her.

At the same time as all this was going on, Universal Yacht Care and Avia Willment decided to sue us for the outstanding bill for the work on Marelle, that had resulted in so many problems and breakages. This was all the more upsetting as we had worked so closely with the yard in the past, on Sarila's restoration, that Mike and Claire Barnes who run Universal Yacht Care were guests at our wedding at Chewton Glen, just the year before.

Martin blamed me for the situation with Universal Yacht Care, as despite him being there every day, requesting extra work from them and letting them give work on other boats priority, I was supposed to be managing the work they were doing, while working full time elsewhere. I had trusted our friends; too much it turns out – and now our dream of restoring Marelle to be our 'forever' boat was turning into a mess of arguments, solicitors' letters, and guilt over the half-finished state she was now in. I paid the outstanding bill and withdrew my defence of the claim – life is too short and leisure time too precious to squander like this.

Eventually, the time came to decide where to keep Marelle in 2012. With so many problems to sort out, access via dinghy (with the pontoon at Deacons being mid-river), and the nasty experience of being damaged by another boat, not to mention the strong tide in that part of the river and the proximity to the bridge which makes mooring up a game of russian roulette in a long-keeled boat, I decided that we should move Marelle to Premier Swanwick Marina. I hoped that with easier access to her, we could make some progress in the repairs and reassembly, and maybe start to enjoy some time on the boat.

The transfer across from Deacons to Premier did not work out quite as I had thought – due to Marelle lying idle for so long, we had to get her moved over by one of the marina workboats. Not realising this would be necessary, I had not booked this in advance, and in the end Martin had to plead for help from the marinas as we had to get moved over by April 1^st when the new berthing year started. Deacons were unable to help us, but Premier were fantastic and fitted us in after the end of their working day, and even refused any payment, for this move or for a subsequent one within Premier Swanwick Marina from the temporary berth to our permanent one for the year. Quite a shock to be the recipients of such kindness!

Martin called Berthons in Lymington and spoke to Sue, whom we'd met before while looking at boats in Berthons Marina, and who had always been very generous with her advice and time. Sue recommended that we ask the Elephant Boatyard, next to Deacons, to provide the second quote. Elephant are famous for their work on wooden boats, and Martin soon arranged for Tom from Elephant to visit Marelle. His quote came out at slightly less than the quote from Deacons, and we sent both off to our insurers.

Not cooking on gas

We decided early on to remove the gas installation from Marelle. Tony Head, our surveyor, had warned against using the hot water heater until we had got it checked over properly, and Martin and I are both wary of using gas on boats - especially classic boats with deep bilges - due to the risk of a leak causing an explosion. Marelle did have a reasonable installation with a couple of gas alarm sensors, and flame failure cut offs on the burners on the Plastimo cooker as she had been coded for sail training. Even so, for peace of mind and to free up space on the aft deck, we went ahead and removed the gas bottle locker in April.

Taylors 030 cooker

Looking at alternative cookers highlighted that Marelle seems to have the smallest cooker available installed - and with only just enough room for that! She originally had a Taylors 029 cooker, looking at her build plans, which is the 2 burner model with a warming oven. We both love the look of the Taylors cookers, but since they were bought by Blakes Lavac the prices are sky high for either new cookers or for parts. We were outbid on a second hand Taylors 030 on eBay, and in the end picked up an all brass Taylors 029 at Beaulieu boat jumble. In theory we should be able to run both the cooker and the Taylors heater already on Marelle from one paraffin tank. We have read about other installations that use two tanks, with a valve in between, so that one tank can be in the cockpit for easier filling, and the other inside the boat. This sounds like a good way of doing things.

While we were looking for Taylors cookers, I came across a German website hytta.de selling ex army Swedish Optimus cookers and spares at very reasonable prices. Optimus are the makers of the burners that Taylors use, and the Optimus 155 two burner self contained cooker seemed like a bargain at £185.10 including postage. The other advantage of this is that being self contained we could test the burners for the heater at home before refitting them on the boat, and in fact see if we could get used to lighting pressurised paraffin before committing a lot of money to a Taylors.

Optimus 155W cooker

The Optimus, being army kit I suppose, is not as good looking as the Taylors but is robust and straightforward to use.

We tried out the Optimus in the carport at home. There are two methods of pre-heating the burners - either by burning a small quantity of meths below the burner, or playing a blow torch over the burner legs for a minute or so. Some people say the blowtorch is better in a sea as there is a possibility that the meths could spill.

The meths worked fine, we let it burn for a couple of minutes till it had nearly used up the meths and then switched to the paraffin, which lit with a nice blue flame. Encouraged by this, we tried the blowtorch on the other burner. Instead of a nice controlled blue flame, we got yellow flames, and lots of them, as basically we hadn't used the blowtorch for long enough and the burner wasn't hot enough to vapourise the paraffin. The paraffin was coming out in liquid form, and burning with yellow flames shooting up a couple of feet above the cooker - not good! Switching it off at the control for the burner made no difference. We carefully released the pressure valve on the tank and waited at a safe distance for the flames to go out.

Origo 3000 cooker

Although we knew what had happened, this experience made us a bit cautious of having a paraffin cooker on board - we knew we could probably get used to it but we weren't sure if guests would be happy with it. On Sarila, we had used an Origo unpressurised alcohol cooker and been very pleased with it, so we decided to get one of these. Some people don't like alcohol cookers as if you burn meths in them it doesn't smell very nice, and it is hard to get industrial denatured alcohol in this country. However we have found a supplier of it in Lymington. Burning industrial denatured alcohol only smells a little, and the smell is like the alcohol hand cleaner you find in hospitals, so not unpleasant at all. Since it is unpressurised it is very safe and easy to use - to refill, the wadding containers are removed completely from the cooker and the alcohol poured in to them, then replaced in the cooker. The only minor issue we have had is that the alcohol can evaporate from the wadding when the cooker is not in use, if you forget to put the covers on the burners. Alcohol burns slightly cooler than gas, but we have not found this to be a problem - it takes I suppose, a couple more minutes to boil a kettle but on the boat we don't tend to be in a hurry.

Curiously, the cheapest source we found for the Origo cooker was again in Germany - www.hammerkauf.de - even including the postage they were between £40 and £70 cheaper than chandleries in the UK. Hammerkauf were very efficient and the cooker arrived in less than a week, in perfect condition.

We now have three cookers that won't fit on Marelle without some modifications to the galley, and one cooker (the original gas one) on board Marelle, that is disconnected...

Update June 2012:

Make that four cookers... finally got a second hand Taylors 030L on ebay, which is the biggest cooker that Taylors make. It will be fabulous when it is installed, but it is considerably bigger than the current cooker. Martin is keen to redo the galley cupboards and the wood that divides the saloon and the galley as well, as it is currently cheap stained plywood and does not look very good. A daunting prospect, redoing the whole galley, but exciting to plan. So now I am looking for pictures of other classic yachts' galleys for inspiration. We don't have a great deal of space to play with, but this just means we need to be cleverer with the design so we can fit everything in.