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TC Debbie, Black Mould, Fore cabin

Interior view 2

Hamilton Island saw some incredible 100 knot winds with the arrival of  TC Debbie last week.

TC Debbie
Sail World Australia

Fortunately my shed is almost 1400km South of Hamilton Island and apart from a lot of rain and damp, no damage.

hamo
goggle maps

A bit of trench digging kept the water run off level below the shed floor and kept it relatively dry.

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And a liberal rubdown with oxalic acid to get rid of the black mould on uncoated plywood panels resulting from the damp.

In between the rain showers the internal panels were sheathed with a single 200gsm plain weave Eglass cloth in epoxy resin. This layer will keep the plywood dry and protect it. Tropical timber is naturally decay resistant, birch from Finland has little immunity and the sooner all plywood panels are protected the better. Sealing the panels will also prevent warping.

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My main objective was to finish the fore cabin panels.

structure

The anchor locker is located under the sole at the aft end of the cabin.  Spot the lunch pick!  The black water tank will be located in the bilge area immediately aft. Then three fresh water integral tanks under the saloon sole.

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One day the fore cabin may look a bit like this

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At the moment there is only a slight resemblance

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Moving aft in to the heads area, we have a bucket, almost done.

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According to the redline concept mark-up the heads will be big enough, just.

arrange redline

Interior view

Back to work…


 

 

 

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Tarps are off, tarps are on

Its seems to have been raining non stop since Hobart, the rainfall records show 180mm so far for March, with shed floor 20mm underwater it was not really conducive to working. Progress has suffered badly. Building walls seems to be the “cure all”  fix these days, so I have done the same and the 2100mm high wall on the southern side has made a huge difference in reducing wind born rain ingress from that that side. Roller doors and polycarbonate sheeting above the wall are high on the shed building priority list.

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Before erecting the wall it was necessary to move the boat. A hydraulic jack made quick work of pushing boat and jig about 300mm further into the shed.

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In gumboots I took the Chinese jack hammer to smash a few rocks in the ditch that were causing a hindrance to water drainage. No more water over the shed floor. I really should not complain as the first three William Atkins Erics built for Henry Bixby appear to have been built outdoors exposed to the Huntingdon Long Island weather with average annual temperature of about 11C and 1138mm rainfall.

3 Erics - Huntington HarborFaith, Hope and Charity the first three Erics under construction by Richard Chute.

Of Yachts and Men – William Atkin

I’ve been concentrating on cutting all the internal panels which could have been done on a CNC router.

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The cockpit was tackled first, two panels run from deck to hull forming a water tight compartment below the shallow cockpit locker sole which is at the same level as the cockpit sole allowing any water that finds its way into these lockers to drain into the cockpit well. The buoyancy compartments will be filled with used milk bottles.

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The bulkheads form part of the furniture.

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Bunk tops and sides extend to the hull creating a strong structure.

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A peek inside the forward cabin which will used for sails, tools, anchor and ground tackle and equipment spares.

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The main cabin looking forward from the engine compartment with galley on the left hand side and water tankage below the cabin sole.

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And finally the pilot berth bunk top.It will be snug.

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And the Engine Compartment and ice box access to the right, looking aft.

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Hobart

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The chance to meet Don McIntyre, the organiser of the GGR 2108  was a good enough excuse to escape the predicted 47C ( 116F ) temperatures at the shed and recover in Hobart’s invigorating 15C ( 59F) weather, that’s a 30C difference for about 10 degrees of latitude.  Don and Jane kindly fitted me into their busy schedule and it was great to discuss a few things, but all too short.

erik

In any case the Wooden Boat Festival was on and I desperately need access to boats similar to Eric for design ideas. By sheer coincidence an Eric design ketch called Erik was at the festival and the owner known by our friends who live at Dennes Point on North Bruny Island,  just a few kilometres south of Hobart. We were fortunate to be invited aboard to have a look from one end to the other.  Erik’s Interior Arrangement deviates from the Eric plans although it is similar to the William Atkins Dragon (a cutter version of the Eric design ) and also to Suhaili .

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The other boat of major interest was Brolga  a 32’2” Double ended cutter designed by Francois Graeser and very nicely set up.  Apart from the deck and interior arrangements I also scrutinised these old girls in great detail from end to end. Cranse Iron, Bow sprit, Gammon Iron, Bob Stay and fitting, hatches, Mast and deck fitting, deadlights, ventilators, solar panels, travellers, winches and pedestals, Bulwarks, Cockpits, Tiller, Rudder, boarding ladders, Pulpit, companionways, dodgers, etc .  I took heaps of photographs and notes of what liked, or did not. Some solutions seem so cluttered and clumsy. I really want a simple boat.

brooklin-boatyard

Photo Credit – Brooklyn Boatyard

Eric Blake, a Project Manager at Brooklin Boatyard gave a very interesting talk on composite timber construction at the ANMM ( Australian National Maritime Museum ) International Wooden Boat Symposium, and specifically on some of their carbon timber composite boats. I cornered Eric as he was leaving to get his ideas on keel bolts and bonding, he reassured me that my ideas seemed okay and put me onto Gflex.  So on to the ATL stand to speak to Nick Cossich about using  Gflex for bonding the lead keel to the composite hull. In addition keel bolts will be bonded to the 50mm thick oregon keelson which is supported by composite floors integral to the closely spaced bulkheads. Nick also gave some advice regarding epoxy coating the integral water tanks which I’m planning.

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Amongst the numerous stall holders  I found the  Power Equipment Stand who are agents for both the Yanmar 3YM30AE and the Gori 3 Bladed Propellor. These are both on my short list of preferred equipment. Having access to the engine at the festival I could confirm my engine compartment will have the necessary access to the donk.

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The Gori is a real piece of functional art, in my opinion. Its needed just for its look. But low drag and overdrive seem good enough technical reasons.

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Storm Bay, isn’t that a beautiful scene?

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Image – Google Maps

Whilst in Hobart we took the opportunity to have a quick look at Storm Bay It’s a lovely place which reminds me so much of Cape Town’s False Bay with mountains fringed by open sea to the South and exposed to the Southern Ocean. Storm Bay is one of the Gates for the GGR 2018.

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Erik

and back to work…

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Bulkhead #7 – Reinforcement’s

1-6Bulkhead #7 is in essence a ring frame with hull side, deck, cabin side and cabin roof frame sections. These frame sections provide structural support to the hull, deck and cabin panels. Additional epoxy / E-glass laminates are applied to the plywood bulkhead to provide the required reinforcement for the loads. A web floor section below the sole provides support for the Ballast Keel and is heavily reinforced. Triangular pieces on the Side Frame sections provide support for Settee and Pilot berths, as well as being the sides for the storage lockers located below the berths.

First the assembled bulkhead is positioned on a Flat Table which ensures the laminated bulkhead remains flat. The Flat Table also provides a handy storage for the large plywood sheets. The entire bulkhead surface is sanded, with particular attention to the puzzle join, to ensure there are no prominent or rough protrusions that could effect the laminate. The  plastic bottles are filled with lead scrapings and are used to hold the bulkhead flat in areas where there is a slight tendency to bow.

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An epoxy resin seal coat is applied and allowed to partly cure before reinforcement layers are applied.

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While the seal coat cures the E-glass reinforcements are cut.

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First is the plain weave interface ply.

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This is followed by a +-45 double bias stitched fabric and then the unidirectional tapes are applied.

1-7Finally a peel ply is applied and the laminate allowed to cure before trimming.