Fernwood

Moving on we enter the throne-room where the Kelvin sits in regal splendour. The engine itself is of 1933 vintage, and probably spent most of its earlier years powering a Scottish fishing boat. It has now been fully reconditioned, and now scarcely stirs above a tickover in its new life.

The K2 is a twin-cylinder, 8-litre unit, that produces 44hp at a maximum 700 rpm. This may not seem excessive for a 70ft boat, but the reality is that the massive torque that it produces allows it to swing a 24in prop, and this gives more that enough thrust to start and stop 21 tonnes of boat using little more than 180rpm.

The result is a beat that almost matches the pulse of your heart, and slows you down perfectly to the speed of the waterways.

When we first encountered Samuel Charles at the Crick show, the Kelvin was being uncharacteristically fickle, perhaps registering a protest at being uprooted after three score years and ten. But by the time we carried out our test, a day in the hands of Tom Montagu and Dick Goble of the Kelvins Register had soothed its ruffled injectors, and it was running magnificently smoothly. If you would like any help or information on Kelvins, they can be contacted on 01952 541844.

The electric system was supplied and fitted by Matrix Controls, and is more complex than we would normally find, due partly to the fact that the Kelvin has no alternator or dynamo. Thus all electrical power stems from the generator. This charges three 24V battery banks, which supply engine start, domestics, and bow thruster. The inverter provides back-up 240V power for light duty requirements when the generator is not running.

A feature of the installation are the three switch panels. These are in a most attractive bronze brushed-aluminium finish, which perfectly compliments the mix of modern and old that the engineroom contains. We also liked the location of the battery master switches, below the panels, and easily reached.

In true traditional style, the throttle and gear controls are of the speedwheel variety, but instead of running down to the engine, an arrangement that always gets in the way, they are kept low, under the floorboards.

Moving through the engineroom, you reach the aft cabin. This was intended initially to be an office, but it was then altered to make a bedroom, and finally modified so that it can also double as a day-cabin.

To this end, the layout comprises a dinette to port, which can serve either as a four-person dining table, two settees, or a double bed, with interior-sprung cushions. At the aft end of this is a dressing-table, with clever roll-out cupboards underneath, while opposite are several shallow cupboards and shelves.

Because the propeller shaft has to run through the aft cabin, 8in above the floor, the headroom is restricted, but by siting the shaft under the base of the dinette, full headroom is retained alongside.