Biyernes, Disyembre 31, 2010
More Lake Baikal
In my previous post I highlighted Lake Baikal in Siberia as an example of how our boats are being built in parts of the world about which most people have never heard. Following on that post, I have received photographs of two more of our Lake Baikal boats, both built by Stanislav Pechenkin.
This is a Didi 38, for which he bought plans in 2002.
This is a Didi Mount Gay 30, for which he bought plans in 2003.
It looks like Stanislav made a beautiful job of these two building projects. It is always pleasing for a designer to see a builder produce good quality.
If you have built one of our boats in a remote place, please send me some photos. You may see your boat in a future post on this blog.?
We wish everyone a great New Year celebration and a wonderful 2011.
Dudley
See our designs on our website.
Sabado, Disyembre 4, 2010
We've turned 80
About 9 years ago we turned 50 and had a big party. Now we have turned 80. How did we age so fast, another 30 in less than 10 years?
The answer is that we have now sold our boat designs to customers in 80 countries. That is the power of the internet. It allows us to reach, communicate with and support people in almost any country in the world. We are able to support a builder in a small country on the other side of the world just as easily as a builder around the corner from us.
As long as we are able to communicate by email, the builder can send me questions and I can respond in a reasonably short time. That is easy enough if the builder is fairly comfortable with English but it has sometimes presented challenges when neither of us understands the language of the other. On-line translation services have helped tremendously, allowing me to translate the questions into English, write the answer then translate back into the builder's language before sending the email. The translation sometimes needs a bit of interpretation because of the translation program using general terms rather than boating terms but the message does get through.
When I was a kid, my parents used to talk of Outer Mongolia as a really out-of-the-way place, even more unreachable than Timbuktu. They were right, of course, but the world has changed. Now we have 11 boats, from 15 to 43ft, being built or already in the water, in a city named Irkutsk. This city is on the shores of Lake Baikal, the largest freshwater lake in the world. It is more than 1 mile deep in places, holds 20% of all of the fresh water in the world (as much water as all of the Great Lakes together) and it would take the Amazon River 5 years to fill it. Irkutsk is in the middle of Siberia, Russia, to the North of Mongolia. I find it amazing that we have so many customers in a remote place like that. Their water is frozen almost half the year, so they have a short sailing season. That doesn't stop them from wanting to build boats. Read more about the amazing Lake Baikal.
The boat above is a Didi 26 being built in Irkutsk by Ivan Vasilyev. A bigger sister, the Didi 38, is being built by Stanislav Pechenkin.
We have other boats being built in many other places that are seldom, if ever, heard of. You can see the countries where we have sold plans on our countries page.
It is growing cold here but not as cold as Siberia, I am sure. We have snow flurries in the forecast for tonight and tomorrow will be the day for adding Christmas lights to the outside of the house. Brrrrrrrrrrrrr.
Dudley
Visit our website.
Read More..
The answer is that we have now sold our boat designs to customers in 80 countries. That is the power of the internet. It allows us to reach, communicate with and support people in almost any country in the world. We are able to support a builder in a small country on the other side of the world just as easily as a builder around the corner from us.
As long as we are able to communicate by email, the builder can send me questions and I can respond in a reasonably short time. That is easy enough if the builder is fairly comfortable with English but it has sometimes presented challenges when neither of us understands the language of the other. On-line translation services have helped tremendously, allowing me to translate the questions into English, write the answer then translate back into the builder's language before sending the email. The translation sometimes needs a bit of interpretation because of the translation program using general terms rather than boating terms but the message does get through.
When I was a kid, my parents used to talk of Outer Mongolia as a really out-of-the-way place, even more unreachable than Timbuktu. They were right, of course, but the world has changed. Now we have 11 boats, from 15 to 43ft, being built or already in the water, in a city named Irkutsk. This city is on the shores of Lake Baikal, the largest freshwater lake in the world. It is more than 1 mile deep in places, holds 20% of all of the fresh water in the world (as much water as all of the Great Lakes together) and it would take the Amazon River 5 years to fill it. Irkutsk is in the middle of Siberia, Russia, to the North of Mongolia. I find it amazing that we have so many customers in a remote place like that. Their water is frozen almost half the year, so they have a short sailing season. That doesn't stop them from wanting to build boats. Read more about the amazing Lake Baikal.
We have other boats being built in many other places that are seldom, if ever, heard of. You can see the countries where we have sold plans on our countries page.
It is growing cold here but not as cold as Siberia, I am sure. We have snow flurries in the forecast for tonight and tomorrow will be the day for adding Christmas lights to the outside of the house. Brrrrrrrrrrrrr.
Dudley
Visit our website.
Linggo, Nobyembre 28, 2010
Amateur Boatbuilders
We have developed a strong following among amateur boatbuilders over many years. This did not happen by accident because my own roots are deeply bedded in amateur projects of my own. I built my first boat in 1974, a 4.5m (14' 9") tortured plywood single-handed trapeze catamaran that I raced for a few years. This was also the first design that I drew, as an inexperienced amateur.
That was followed in 1975 by the 11m (36ft) "Tai-Neam" to a van de Stadt design, the 10m (34ft) "Concept Won" to our award winning CW975 design and the 11.5m (38ft) "Black Cat" to our Didi 38 design, prototype for our very successful radius chine plywood building method. There were also a few dinghies and canoes, the last being the prototype of the Paper Jet trapeze skiff design.
But this post is not about my own projects, it is about other amateurs building our boats. They number in the thousands. Most go about building their boats at their own pace, then launch and sail them without ever contacting us again.
The boat above is an Hout Bay 30, built in Germany by Christiane and Jorg Langanky. They built their boat, sent me photos and have now sailed away to cruise the world.
There are also many builders who like to show their projects, to proudly display what they have achieved. I am thankful to those builders for sending us the info, either photos or links to websites or blogs about their projects.
We have a large section of our website dedicated to amateur projects of all sizes, with photos of boats being built and completed projects. Some of them have links to websites where the owners have taken the trouble to document every step of the build with photos, posting them for others to follow.
Time pressure has prevented me from adding to that section for awhile but technology came to my rescue. Now many builders choose blogs to show their projects. When they send us the link we list them on our Amateur Builders Web Links.
If you are considering building a boat yourself and are concerned about your ability to take on such a build, take a look at the projects. The links are sorted by design to make it easier to find what you want. Most of these pages are in the language of the builder but some browsers can be set to automatically translate them into your own language.
Here are some examples from our list.
Quinn Farnes building his Paper Jet in California.
Sergey Bogdanov building his Argie 15 in Russia.
Roland Zellweger building his Didi 26 on a beach in the Philippines.
Jarl Steffanson building his Hout Bay 33 in Iceland.
Marco Gheri and Alessio Bianchi building their Vickers 45AC in Italy
.
If you are already building one of our boats and you have a blog for the project, please send me the link so that I can add it to the list.
Have a great holiday season.
Dudley Dix
Read More..
That was followed in 1975 by the 11m (36ft) "Tai-Neam" to a van de Stadt design, the 10m (34ft) "Concept Won" to our award winning CW975 design and the 11.5m (38ft) "Black Cat" to our Didi 38 design, prototype for our very successful radius chine plywood building method. There were also a few dinghies and canoes, the last being the prototype of the Paper Jet trapeze skiff design.
But this post is not about my own projects, it is about other amateurs building our boats. They number in the thousands. Most go about building their boats at their own pace, then launch and sail them without ever contacting us again.
There are also many builders who like to show their projects, to proudly display what they have achieved. I am thankful to those builders for sending us the info, either photos or links to websites or blogs about their projects.
We have a large section of our website dedicated to amateur projects of all sizes, with photos of boats being built and completed projects. Some of them have links to websites where the owners have taken the trouble to document every step of the build with photos, posting them for others to follow.
Time pressure has prevented me from adding to that section for awhile but technology came to my rescue. Now many builders choose blogs to show their projects. When they send us the link we list them on our Amateur Builders Web Links.
If you are considering building a boat yourself and are concerned about your ability to take on such a build, take a look at the projects. The links are sorted by design to make it easier to find what you want. Most of these pages are in the language of the builder but some browsers can be set to automatically translate them into your own language.
Here are some examples from our list.
Quinn Farnes building his Paper Jet in California.
Sergey Bogdanov building his Argie 15 in Russia.
Roland Zellweger building his Didi 26 on a beach in the Philippines.
Jarl Steffanson building his Hout Bay 33 in Iceland.
Marco Gheri and Alessio Bianchi building their Vickers 45AC in Italy
.
If you are already building one of our boats and you have a blog for the project, please send me the link so that I can add it to the list.
Have a great holiday season.
Dudley Dix
Sabado, Nobyembre 6, 2010
The Italian Job
Today was the launch day for the new Dix 38 Pilot, �Imagine�. She is owned by Giulio and Lidia Mazzolini of Milan but will be berthed here in Trieste, near to the holiday home of the owners.
�Imagine� was beautifully built by the expert Italian craftsmen of Cantiere Alto Andriatico S.r.l. This is a yard that is expert in building and restoring wooden boats to a very high standard. I was privileged to be able to see a number of boats that they have built or restored, some of which were on an exhibition that I was able to visit in Trieste.
�Imagine� is aluminium, so somewhat out of the main area of expertise of Caintiere Alto Andriatico but they seem to have adapted their skills to finish her in gorgeous style. They received an unfinished hull, after the original builders went into liquidation and have taken her through to completion.
The rig must still be fitted to �Imagine� and a few other things sorted out, as is always the case with a new boat. It will be a few weeks before she comes to life under sail.
I congratulate the owners and the builders on the new baby. She makes me proud.
Dudley Dix
Read More..
The rig must still be fitted to �Imagine� and a few other things sorted out, as is always the case with a new boat. It will be a few weeks before she comes to life under sail.
I congratulate the owners and the builders on the new baby. She makes me proud.
Dudley Dix
Linggo, Oktubre 31, 2010
Italy visit
On Tuesday 2nd November I fly out to Italy, for a two week visit. I will be the guest of the owner of a new aluminium Dix 38 Pilot that will be launched in Trieste on 6th November. She is being built by professional builders in Italy. Here are photos of her when the structure was completed.
I will also visit the builders of a Vickers 45AC in Florence and spend time doing touristy things like soaking up whatever I can of the ancient world, not available to us in the New World. The young guys think that I am old enough to be part of the Ancient World anyway but there is no doubt that I can benefit from being immersed in culture for a couple of weeks.
My wife, Dehlia, will keep the office running as usual. She does all the important things around here anyway, while I draw pictures of boats. I am indebted to her for putting up with me all these years and helping to make boats so much a part of my life.
I will be back at home 16th November.
Dudley
Read More..
I will also visit the builders of a Vickers 45AC in Florence and spend time doing touristy things like soaking up whatever I can of the ancient world, not available to us in the New World. The young guys think that I am old enough to be part of the Ancient World anyway but there is no doubt that I can benefit from being immersed in culture for a couple of weeks.
My wife, Dehlia, will keep the office running as usual. She does all the important things around here anyway, while I draw pictures of boats. I am indebted to her for putting up with me all these years and helping to make boats so much a part of my life.
I will be back at home 16th November.
Dudley
Huwebes, Setyembre 30, 2010
The conception of our project
In February 2008, while we were walking along the north shore of Flathead Lake, my husband Richard commented that he wanted to build a wooden sailboat and sail away into retirement. How else do travel junkies afford their habit, but take their house with them?
As the winters tend to get rather gloomy here in the Flathead, a long term project sounded great. We toyed with buying and refurbishing an older boat. A 30 year old hull, however, is still a 30 year old hull with it's inherent weaknesses and problems after almost as much financial outlay to repair and update it. Besides the challenge of the building process, and the intimate knowledge of every aspect of our boat was something that appealed to us. The next hurdle was deciding what and where to build.
As Richard owns a custom cabinet shop, and has been working with wood for over 30 years, he really wanted to build a modern wooden sailboat, but with traditional appeal. After a lot of research he decided on the strip plank-cold mold method of construction. He wanted to build a vessel large enough to live on, but small enough to be a realistic goal financially and in terms build time. We also wanted a boat that could be easily handled by a couple, with shallow enough draft for poking around remote areas, but designed for bluewater and passagemaking.
The lengthy process of picking plans began....
Read More..
As the winters tend to get rather gloomy here in the Flathead, a long term project sounded great. We toyed with buying and refurbishing an older boat. A 30 year old hull, however, is still a 30 year old hull with it's inherent weaknesses and problems after almost as much financial outlay to repair and update it. Besides the challenge of the building process, and the intimate knowledge of every aspect of our boat was something that appealed to us. The next hurdle was deciding what and where to build.
As Richard owns a custom cabinet shop, and has been working with wood for over 30 years, he really wanted to build a modern wooden sailboat, but with traditional appeal. After a lot of research he decided on the strip plank-cold mold method of construction. He wanted to build a vessel large enough to live on, but small enough to be a realistic goal financially and in terms build time. We also wanted a boat that could be easily handled by a couple, with shallow enough draft for poking around remote areas, but designed for bluewater and passagemaking.
The lengthy process of picking plans began....
Miyerkules, Setyembre 29, 2010
Picking the plans
Deciding on the perfect cruising boat is a crazy endeavour. There are so many options, so many styles of cruising, and of course, so many opinions on what is important in a bluewater sailboat.
We started with the reality that a cold-molded boat was probably the best choice for a woodworker to build. We were really drawn to classic looking designs, with a beautiful sheer and a moderate amount of bright work. We wanted a boat that would be large enough to live on for extended lengths of time, but small enough to tuck into remote areas of the world. Being self-contained, and capable of passagemaking with a crew of two was a priority. We plan on poking around every corner of this vast world, going wherever we find something that is different and interesting. A great dream and a shortlist of demands.....
As we started our lengthy on-line search for plans we soon realized that support during the building process would be critical. Despite 30 years experience in woodworking, Richard had never built a sailboat, and we wanted a realistic project that could be finished in a several year window.
We initially were enchanted by the Shearwater 39, a very elegant cutter made famous by Cruising Worlds log of the ITHACA. We ordered study plans and grew more and more excited. A very stunning, well thought out boat, by the South African designer, Dudley Dix. We had initially planned to build a boat barn on a piece of commercial property we own a couple of miles from our house/cabinet shop. As the economy turned, we revisited the decision to build a whole new facility, and scaled down the project in terms of build time and utilizing existing available space at the shop. As we have been told by numerous people....the larger the boat, the longer and more expensive the build, and the harder to handle with a crew of two. Hoisting the main up those extra few feet of mast gets harder as we get older, and who wants to need power winches? We started looking under 35'.
We were enchanted with double-enders, but never found plans for one to be cold-molded with enough capacity that we could live on. A great amount of research and decision making went into treading the fine line between getting enough draft for seaworthiness and a balanced helm, but having the shoal draft capabilities we desired. We came to the conclusion that a swing centerboard keel would work to our advantage. We decided that the main draw backs to a swing centerboard is the expense in building (a problem for production boats) and the logistics of repair and maintaining them. As with all aspects of the plan, simplicity is the key....especially as we were sure that the details of the project would hold many unforeseen obstacles. On a boat nothing is square!
We finally came across plans for the NorthSea 29 drawn by designer Mark Smaalders. It is 29ft length on deck, with a 10'3" beam, and 3'8" draft. The 4800lb lead ballast keel has a swing centerboard that makes the total draft about 6 feet. The displacement is 13500 lbs. It has traditional lines and is drawn as a gaff rig. We are up in the air about whether to opt for the more common Bermudan rig, for ease of sailing, or learn to sail a gaff. It is designed to be built with permanent frames and bulkheads as the form for the strip plank with cold-mold veneer. The swing centerboard is incorporated well into the floor plan. A compact sailboat, but roomy enough for two to live on, having a usable floor plan.
One of the main selling points for us was the philosophy and support of Mark, the designer, in all aspects of our decision making and building processes. He has been very patient and gracious during our learning curve. It appears that we have only the second set of plans for the NorthSea 29 to be purchased, none have been completed to date. It is such a huge undertaking.
We have corresponded with other Smaalder design builders, and enjoy their camaraderie, photos of their projects, and the knowledge of those that have gone before. We have not been disappointed with our choice of designer and sailboat.
We started with the reality that a cold-molded boat was probably the best choice for a woodworker to build. We were really drawn to classic looking designs, with a beautiful sheer and a moderate amount of bright work. We wanted a boat that would be large enough to live on for extended lengths of time, but small enough to tuck into remote areas of the world. Being self-contained, and capable of passagemaking with a crew of two was a priority. We plan on poking around every corner of this vast world, going wherever we find something that is different and interesting. A great dream and a shortlist of demands.....
As we started our lengthy on-line search for plans we soon realized that support during the building process would be critical. Despite 30 years experience in woodworking, Richard had never built a sailboat, and we wanted a realistic project that could be finished in a several year window.
We initially were enchanted by the Shearwater 39, a very elegant cutter made famous by Cruising Worlds log of the ITHACA. We ordered study plans and grew more and more excited. A very stunning, well thought out boat, by the South African designer, Dudley Dix. We had initially planned to build a boat barn on a piece of commercial property we own a couple of miles from our house/cabinet shop. As the economy turned, we revisited the decision to build a whole new facility, and scaled down the project in terms of build time and utilizing existing available space at the shop. As we have been told by numerous people....the larger the boat, the longer and more expensive the build, and the harder to handle with a crew of two. Hoisting the main up those extra few feet of mast gets harder as we get older, and who wants to need power winches? We started looking under 35'.
We were enchanted with double-enders, but never found plans for one to be cold-molded with enough capacity that we could live on. A great amount of research and decision making went into treading the fine line between getting enough draft for seaworthiness and a balanced helm, but having the shoal draft capabilities we desired. We came to the conclusion that a swing centerboard keel would work to our advantage. We decided that the main draw backs to a swing centerboard is the expense in building (a problem for production boats) and the logistics of repair and maintaining them. As with all aspects of the plan, simplicity is the key....especially as we were sure that the details of the project would hold many unforeseen obstacles. On a boat nothing is square!
We finally came across plans for the NorthSea 29 drawn by designer Mark Smaalders. It is 29ft length on deck, with a 10'3" beam, and 3'8" draft. The 4800lb lead ballast keel has a swing centerboard that makes the total draft about 6 feet. The displacement is 13500 lbs. It has traditional lines and is drawn as a gaff rig. We are up in the air about whether to opt for the more common Bermudan rig, for ease of sailing, or learn to sail a gaff. It is designed to be built with permanent frames and bulkheads as the form for the strip plank with cold-mold veneer. The swing centerboard is incorporated well into the floor plan. A compact sailboat, but roomy enough for two to live on, having a usable floor plan.
One of the main selling points for us was the philosophy and support of Mark, the designer, in all aspects of our decision making and building processes. He has been very patient and gracious during our learning curve. It appears that we have only the second set of plans for the NorthSea 29 to be purchased, none have been completed to date. It is such a huge undertaking.
We have corresponded with other Smaalder design builders, and enjoy their camaraderie, photos of their projects, and the knowledge of those that have gone before. We have not been disappointed with our choice of designer and sailboat.
Martes, Setyembre 28, 2010
Beginning the Build
Prior to starting the project, about 6 months were spent scouring the internet and reading such books as Buehler's Backyard Boat Building, The Laminated Wood Boat Builder, and of course, Gougeon Brothers on Boat Construction. There are so many techniques and many opinions on the best methods for building wood epoxy boats. It is hard for the un-intiated to determine what would be the best procedure and materials to use, and all the available plans seem to use slightly different methods.
One of the features we liked about the NorthSea was that the permanent bulkheads were shaped and used as frames for the strip planking. There were also several laminated rib type frames. All of these shapes were plotted from the "off sets" provided in the plans. In order to draw these from the off sets, a little bit of lofting was required.
In December of 2008, we created a lofting table that flipped down from the wall to save valuable space. It was, of course, Jane's job to do the knee busting work of grid drawing.
The grids were then labelled by the distance above and below the designed water line (DWL), and then to the right or left of center. These points were then used to plot the provided off sets at each station (cross section of the hull). This created the shape of the frame to be laminated or the bulkhead to be cut from marine plywood.
Here is where we started to see the shape she would eventually take. This was bulkhead at a station near the bow.
Read More..
One of the features we liked about the NorthSea was that the permanent bulkheads were shaped and used as frames for the strip planking. There were also several laminated rib type frames. All of these shapes were plotted from the "off sets" provided in the plans. In order to draw these from the off sets, a little bit of lofting was required.
In December of 2008, we created a lofting table that flipped down from the wall to save valuable space. It was, of course, Jane's job to do the knee busting work of grid drawing.
The grids were then labelled by the distance above and below the designed water line (DWL), and then to the right or left of center. These points were then used to plot the provided off sets at each station (cross section of the hull). This created the shape of the frame to be laminated or the bulkhead to be cut from marine plywood.
Here is where we started to see the shape she would eventually take. This was bulkhead at a station near the bow.
Lunes, Setyembre 27, 2010
Setting up the Strongback
Unfortunately we didn't take any photos of the laminating of the frames or the cutting of the bulkheads from marine plywood. This took roughly 100hrs, and the majority of January, 2009. Richard started keeping track of actual hours and what was accomplished on a "Wooden Boat" calender he received for Christmas. This has been very useful since I am writing this after such a long delay.
February was taken up with gluing approximately one to two half frames each day, as a large amount of the lofting table was taken up during the clamping and drying.
In March, it was time to start setting up the strongback. This is the rectangular frame made of 2x12 lumber, attached to the floor. It will support her and hold everything rigid during the building process.
Extensive bracing is required so that there is no movement of any of the parts. The bulkheads have to be in the correct location since they will become fixed to the hull during the stripping. There was lots of head scratching, interpretation, and double checking of the plans.
A plumb-bob and the DWL (water line) marked on each piece were used to help find the appropriate location of each piece.
Many of the bulkheads were only partial pieces (partitions), and will create the beginnings of interior walls and furniture when she is rolled. Bracing had to hold these structural pieces in mid air, so some of the braces needed to be redone as parts were added. And of course, this is all done upside down so port and starboard can get rather confusing.
The doorway seen below will be the entry into the forward storage/ head area, and sits just forward of where the mast will be.
Read More..
February was taken up with gluing approximately one to two half frames each day, as a large amount of the lofting table was taken up during the clamping and drying.
In March, it was time to start setting up the strongback. This is the rectangular frame made of 2x12 lumber, attached to the floor. It will support her and hold everything rigid during the building process.
Extensive bracing is required so that there is no movement of any of the parts. The bulkheads have to be in the correct location since they will become fixed to the hull during the stripping. There was lots of head scratching, interpretation, and double checking of the plans.
A plumb-bob and the DWL (water line) marked on each piece were used to help find the appropriate location of each piece.
Many of the bulkheads were only partial pieces (partitions), and will create the beginnings of interior walls and furniture when she is rolled. Bracing had to hold these structural pieces in mid air, so some of the braces needed to be redone as parts were added. And of course, this is all done upside down so port and starboard can get rather confusing.
The doorway seen below will be the entry into the forward storage/ head area, and sits just forward of where the mast will be.
The small triangles of plywood joining the rib frames at the top will become the supports for the floor.
Braces start appearing at every angle, and numerous minute movements of a bulkhead "just a quarter inch this way or that" ensues. Since Richard has no experience with how any little error in position may develop into a major hassle down the line, perfection is mandatory.
Her bow protrudes into the true garage area, and doesn't have the stem attached yet. The stem is the curved piece that will be laminated up to create the shape of her bow, again from the off sets, and by scaling off the plans.
And the black dog starts to doubt if it will ever squeeze out of the side room of the garage...
that's an 8'6" wide door and a 10 foot high beam.
Linggo, Setyembre 26, 2010
Keel, Sheer, and Fairing
Early April was the time to laminate the stem. It was then aligned and supported in position at the bow.
The rabbet/keel offsets were marked on the frames.
After each floor was marked it needed to be leveled and shaped by sanding (faired) to exact height.
Notice the use of the particulate respirator while sanding....
And the appropriate "ladder".....
Not wife approved.......
But "one out of two" safety precautions is better than none. There was some issue of "ladders just not fitting in among the supports" anymore.
A temporary board shows the shape of the keel for fairing.
Quarters are tight, looking from the spraybooth area of the cabinet shop, past the folded lofting table, through the "boat room", toward the true garage.
The port side is pretty tight. Richard is not looking forward to squeezing back there to do the planking....
The transom is in position. Almost all of the beautiful transom is above water line. The placement of the 60 degree angled transom took quite a bit of head scratching and manipulation. The off sets that were plotted needed to be considered with the angle of the transom. The vertical placement and angle were scaled off the drawings.
Read More..
The rabbet/keel offsets were marked on the frames.
After each floor was marked it needed to be leveled and shaped by sanding (faired) to exact height.
Notice the use of the particulate respirator while sanding....
And the appropriate "ladder".....
Not wife approved.......
But "one out of two" safety precautions is better than none. There was some issue of "ladders just not fitting in among the supports" anymore.
A temporary board shows the shape of the keel for fairing.
Quarters are tight, looking from the spraybooth area of the cabinet shop, past the folded lofting table, through the "boat room", toward the true garage.
The port side is pretty tight. Richard is not looking forward to squeezing back there to do the planking....
The transom is in position. Almost all of the beautiful transom is above water line. The placement of the 60 degree angled transom took quite a bit of head scratching and manipulation. The off sets that were plotted needed to be considered with the angle of the transom. The vertical placement and angle were scaled off the drawings.
It's difficult to envision the shape with a full thickness of keel and after planking. Lots of compound sweeps and curves.
Richard placed an extra laminated frame inside the transom to give a wider area to fair across and assist with supporting planking to the transom.
The next step was notching for the sheer. The sheer is basically the line of the boat deck as seen from the side. It is incredibly important in the overall look and feel of the boat. A nicely sweeping sheer helps with the look of a classic boat. Mostly all that can be done upside down and in tight quarters is to scale and measure from DWL to the sheer and get as much curve to it as a board (the sheer clamp) will bend. The bulkheads and frames were notched to accept the sheer clamp.
The batten running the length of the hull near the strongback shows the sheer.
For the next 100 hours Richard got to get very tired of fairing the hull. Fairing is done to bevel and smooth the shape of the frames and bulkheads to flow with the strips that will be epoxied to them. A batten is laid across the frames in a smooth line from stem to stern. All extra wood (high spots) are shaved away with the use of planes or a rasp. This is a very labor intensive and tedious process, but will effect the ease and solidity of the planking. The batten is moved around the hull in different positions, and a fair hull in which planking could be applied in most directions is produced.
Sabado, Setyembre 25, 2010
Center Board Placement
As some of you will know, the boat building project stalled for about 7 weeks after we had a motorcycle accident, late in June. Construction resumed in August and is back on track in a fast and furious way.....life is too short, go cruising!
The sheer clamp was fitted and epoxied into the notches cut into the bulkheads and frames, as seen running along the lower edge of the hull. This becomes the top of the hull and forms the sweeping curve that is so attractive in traditional boats.
Below is a rather confusing looking picture of the sheer notched into the transom. The transom continues lower than the sheer, this will allow the bulwarks to die into the transom.
The battens that were screwed to the bulkheads and frames became supports for cross scaffolding. The battens are long flexible pieces of wood that are stretched across the hull at different angles to "fair" or shape the hull into smooth flowing lines.
The cross hull scaffolding became necessary to gain access to the "top" of the hull for laminating the keel, since ladders definitely could not fit anymore.
All of the joints will eventually get treated this way. (A lot of fillets) And then the entire interior will be coated with either 3 layers of epoxy or fiberglass and epoxy. In a wood epoxy boat there can be no areas for moisture to seep in and rot the wood. All of the "slop" areas of epoxy on raw wood will disappear as the area gets it's own covering of epoxy.
The long slot was cut into the keel, and through the floor supports that create the bilge and water storage tanks.
The hefty centerboard case was squeezed through all the scaffolding and bulkheads, and up into location in the hull.
The keel edge of the box was square so it stuck up from the keel and needed to be shaped after placement.
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The sheer clamp was fitted and epoxied into the notches cut into the bulkheads and frames, as seen running along the lower edge of the hull. This becomes the top of the hull and forms the sweeping curve that is so attractive in traditional boats.
Below is a rather confusing looking picture of the sheer notched into the transom. The transom continues lower than the sheer, this will allow the bulwarks to die into the transom.
The battens that were screwed to the bulkheads and frames became supports for cross scaffolding. The battens are long flexible pieces of wood that are stretched across the hull at different angles to "fair" or shape the hull into smooth flowing lines.
The cross hull scaffolding became necessary to gain access to the "top" of the hull for laminating the keel, since ladders definitely could not fit anymore.
Still rather treacherous for anyone other than a billy goat.
During this time, initial attempts at "filleting" were made. This is the process of applying thickened epoxy into corners and running a rounded tool along it to create a strong and slightly rounded "cove" type corner. This strengthens the joint and makes a rounded corner appropriate for glass application. Fiberglass does not make sharp turns well. Richard's first attempt was beautiful, even though it will eventually be buried deep in the aft lazarette (deck storage compartment).
All of the joints will eventually get treated this way. (A lot of fillets) And then the entire interior will be coated with either 3 layers of epoxy or fiberglass and epoxy. In a wood epoxy boat there can be no areas for moisture to seep in and rot the wood. All of the "slop" areas of epoxy on raw wood will disappear as the area gets it's own covering of epoxy.
The keel, which is the backbone of the boat, was applied in five layers. Three of these were 1/2" VG fir lumber with 1/8" marine plywood sandwiched between them, to add resistence to splitting. It was then shaped.
The remainder of the hull was faired to include the keel and the sheer clamp.
Note the crazy shape the keel takes on (below) when it is faired, due to all the curves and angles. The batten must lay smoothly across the hull, and continue over the sheer and keel, at all angles.
Fairing the bow seemed easier in our inexperience with the insertion of the two removable forms seen below.
The next step was to cut a slot in the keel for the centerboard.
A lot of overhead work was required to get the correct positioning for cutting the hole and positioning the centerboard box.
Richard seems to always be too high or too low for comfort.
Finally the Fein tool and Skil saw come out and the cutting begins.
The swing keel box was constructed in two halves, during down time, over several months.
A lot of overhead work was required to get the correct positioning for cutting the hole and positioning the centerboard box.
Richard seems to always be too high or too low for comfort.
Finally the Fein tool and Skil saw come out and the cutting begins.
The swing keel box was constructed in two halves, during down time, over several months.
Research was done for the best type of finish to use on the inside (water side) of the box to prevent flora and fauna from setting up residence. Not a good thing to have a centerboard case full of mussels and growth. Access to the inside is limited since the width is only about 4". We needed something that would retard growth for an extended period (hopefully 10 yrs), and that could also remain potent until the completion of the building process, since many bottom paints need submersion soon after application. We chose "CopperCoat" which is basically an epoxy type medium to which ground copper has been added.
The pretty brown color is the copper in the paint. Both halves were fiberglassed, all edges coated in epoxy and painted in two pieces to assure a good coating, then screwed together. If you look closely at the one half, you can see the fillets at the inside corners.
The long slot was cut into the keel, and through the floor supports that create the bilge and water storage tanks.
Time to call the strong young men to hoist the centerboard box into place.
The hefty centerboard case was squeezed through all the scaffolding and bulkheads, and up into location in the hull.
The keel edge of the box was square so it stuck up from the keel and needed to be shaped after placement.
Lots of epoxy and clamping secures it all in place.
Once the centerboard box was in place, epoxied and shaped the laminated edges of the box can be seen through the keel.
The laminations seen below on the outsides of the keel are the plys of the keel, while the inside ones are the edges of the centerboard box.
At last, a beautiful centerboard box for our swing keel. The slot will continue down through the lead ballast keel when it is cast.
The laminations seen below on the outsides of the keel are the plys of the keel, while the inside ones are the edges of the centerboard box.
At last, a beautiful centerboard box for our swing keel. The slot will continue down through the lead ballast keel when it is cast.
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