Baware Boat plan: and

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Tuesday, June 6, 2017

Outerstem Sternpost and Deadwoods fitted

What seemed like a formality, took quite a while to accomplish, however today I finally was able to view the the fruits of my labour.

Getting the deadwoods to fit snug with the curve of the keel was a slow process, equally fitting it to the lead keel was slow, but somewhat easier as the lead keel is relatively straight. I used a stick of chalk to cover the entire mating surface on the keel and pressed the deadwood onto the keel - this left chalk high spots on the deadwood which I then addressed using a variety of tools, including my new Japanese wood file. In the end I finished up using my Metabo orbital sander with 60 grit discs which was quite effective at removing material from the curved surface. I did check on eBay to see if I could pick up a compass plane, but they all seem to go for big bucks. I toyed with the idea of investing in a Arbortech Power plane disc, but at over 130 euros, it seemed expensive, so I persevered with files and sanders.

Most satisfying was drilling the sternpost and deadwoods for the 3/8" bronze threaded bar which by all accounts presents the distinct possibility for drilling off centre. So armed with a 10mm augur bit I took a line of the scale drawing with my mitre gauge and used this to line up my drill. Taking it slowly and frequently clearing the bit, ended up with a dead straight result for both bolts. However, I possibly should have drilled for the countersunk part first and then continued on with the 10mm bit, as doing so after drilling the main hole, it was tricky to centre a forstner bit to widen out the recess. So I will deploy that technique for the remaining keel bolts which are larger 1/2" bronze threaded bar.

Fitting the keel filler was more problematic - as it turned out I had to remove so much material from the middle of the filler that it ended up in two pieces (actually three - since the two legs of the tuning fork were separated from the other part.

Reverted to handsaw having toiled with a hand plane....!

I am considering the idea of placing the lead keel on top of the hull to drill the keel bolts and finish fairing in the keel and deadwoods. I would then remove it prior to turning up the hull.

All the tools in the box thrown at it!

Fish eye lens adds extra curves to the hull!

Tuesday, May 30, 2017

Canoe and boat building

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Monday, May 29, 2017

Calpe and Altea Sailing the Costa del Blanco of Spain

October 1-2, 2012

If you want to get a bird’s eye view of Calpe, its white beaches that give this coast its name, and the surrounding countryside, then the way to do it is to climb the famous Penon D'Ifach, the huge rock headland dominating the landscape. It was high on Rob’s agenda on this stop as he didn’t get a chance to do it when we were here earlier in the year on Moksha.

Marc decided a gentle walking exploration of the town was more in order while Karen wisely decided the climb may not be advisable given the track to the top is described in Lonely Planet as very physical with the warning that you ‘take your life in your own hands.’

Morning coffee looking out at our boat still has us pinching ourselves to check it's real

After a coffee stop at a beach front café we all headed off on our separate adventures with the plan to meet for lunch two hours later.

The going up the rock proved to be quite varied and ranged from easy paths lower down until a rough, unlit tunnel through to the seaward side is reached. There’s a sign in multiple languages at the entrance with the English text simply stating that ‘It is dangerous to go beyond this point’. Very reassuring. It’s very steep and the limestone has been polished to a slippery sheen by all the feet that have passed through over the years. The ropes strung on each side are needed to pull yourself up and onwards in a number of places.

Beyond this point things get very interesting

Tthe famous Penon D'Ifach rock at Calpe is not the place to slip off the trail

This is the widest and safest part of the track up Penon D'Ifach rock at Calpe.

Emerging into the light you’re greeted with a very narrow path of equally treacherous polished rock and need to hug the cliff face as you make your way across to where the trail becomes a little less frightening for a short while. The climb continues to be quite steep as you progress upwards and the path splits into various trails different people have blazed. It becomes necessary to stop and take a good look at what goes where before choosing a route. It’s all quite steep and by the time you eventually approach the top some rugged bolder hopping is required. Grab ropes are very few and far between. Australian health and safety officers no doubt would have a nightmares if they ever saw this place.

WOW FACTOR PLUS. The white speck nearest the breakwater is Alcheringa.

However, if you survive to crest the top, WOW! If you aren’t already gasping for air from the climb the 360 degree views will definitely take your breath away. Sea views to the south, the Spanish coast stretching both east and west plus dramatic mountain ranges to the north. A definite, Oh my God moment. Rob found it easy to excuse the 20 minutes or so spent at the summit as required to take it all in but the reality is every minute of recovery time was needed before facing the equally challenging decent. Maybe a pair of sneakers that didn’t have totally worn out soles may have helped limit the amount of slip sliding away on the downward trek.

Every minute of the twenty minutes at the top was needed for re-oxygenation.

OK - Time to go down, down, down.

Meanwhile Karen and Marc were sipping drinks waiting for lunch on the beachfront

The up had taken 90 minutes. Add 20 minutes sucking in big breathes and he had all of ten minutes to make his luncheon appointment with Karen and Marc. Mmmm! That wasn’t going to happen. A quick ‘I’m going to be late’ text message had that covered. An hour later he emerged from the tunnel with another couple of kilometres to go but had a very good view of Alcheringa anchored out in the bay dancing very energetically up and down on her anchor chain as the wind was now blowing at 15+ knots straight in to the beach. Another text suggested to Marc and Karen that maybe it was time to meet back at the dingy and get out of dodge or face a very uncomfortable night bouncing around again. Having sat in the restaurant for an hour reading the menu while waiting for Rob to descend from the heavens this was not a proclamation that was all that well received but a quick look at the building swells hitting the beach soon had them on the move back to the dingy.

Karen in control as we say goodbye Calpe

So half an hour later we were again upping anchor but this time it was just for a short, mid-afternoon move 8 miles across bay to Altea in the protection of the big cape Punta del Albir. Comfortably in time for sundowners, we were re-anchored just off the beach where it was both very beautiful and very calm.

Cruising past the church on the hill at Altea peaked our interest to have a look

So calm, so peaceful, so nice.

Alcheringa with Calpe in the background

Next morning we took the dingy in to the beach and set off on a long walk along the sea front to the old town. This part of the coast provides a pleasant contrast to high-rises and over development that has marred much of the Spanish Mediterranean Coasts and we quite enjoyed our brisk stroll.

Up, up and up some more at Altea

We then climbed up through the steep lanes and narrow streets to reach the big church on the hill that dominates all views of the bay. The church is fronted by a delightful square lined with cafes that we soon discovered were all priced for the Northern European tourist market. As usual, we were required to drop the obligatory gold coin in the box at the door to enter the church. Rob still struggles with that concept. After all, the churches of the world aren’t exactly doing great business these days and charging at the door is unlikely to encourage new clients.

Time for a breather halfway to the top

After viewing more beautifully decorated altars, idols and some magnificent art we wound our way down through more delightful cobblestone streets devoid of motor vehicles and discovered the Cellar Bar. It was hot. We’d walked a long way and we needed some rehydration plus it offered free WIFI and Rob had been lugging his lap top around all day waiting to upload the latest chapter of our travels. The appropriate blog sacrifice was soon offered up to the gods of the cyberworld while we consumed 2 beers, 2 wines and 4 tapas all for a grand total of 5.50 Euro ($6.85). We had a hard time keeping a straight face as we paid the bill. How can anyone be making money at that?

All roads lead to the Celler Bar - well eventually they do.

Our next task was choosing one of the many beach front café/restaurants to have lunch at. In the end we settled on a huge bowl of steamed mussels each accompanied by lashings of fresh crispy bread all washed down with the obligatory bottle of vino tinto (red wine) for the price of a Big Mac Meal at home in Australia. This was developing into a very good day.

It was a long way back to Alcheringa anchored up in the lee of the point

We then embarked on our ‘great march’ mark two to return the five kilometres back to the beach where Alcheringa was bobbing gently in thankfully still very calm seas just a hundred metres from the sand.

Some people have asked how we get any exercise cooped up on a 13.2 metre long yacht. Well apart from cranking winches, pulling on lines and constantly working muscles to balance ourselves to the constant movement of the boat when underway, if you think back on our activities in this chapter of the blog you’ll get an insight into our fitness regime. Other than the very, very occasional taxi ride, we walk everywhere. We haven’t actually driven a car since being in the UK in early June. Hopefully this will keep us fit enough to sail the globe for many years to come.

For more about our travels check out and 'like' our Dreamtimesail facebook page at
http://www.facebook.com/DreamtimeSail?ref=hl

Altea turned on an awesome sunset to cap off a fantastic day

Wednesday, May 17, 2017

Brer Terrapin Durban and Cape Town

These pictures came to me by way of Ruth who was married to Pip Smith who built Brer Terrapin over a period of around seven years.

Dr Pip Smith and his baby son, I assume the place is in Durban where the boat was launched?
Click on any picture for a larger image.

Brer Terrapin, I assume in Durban harbour?

Out for a sail, the fenders tell me they were using a marina berth?

I assume that is Ruth on the helm?

I crossed my first ocean on this boat and sat in the same position many times.

Brer Terrapin is a ketch, seen here under full sails which look new, I assume the place is Durban and about 45 years ago. Designed by Atkin and named an Ingrid 38 , built in traditional carvel planking to a very high standard, where is she now I wonder?

My thanks to Ruth Smith and her brother in law Mike Smith for the supply of the pictures and information.

Roy

Sunday, May 14, 2017

Hello my name is Bob and Im a battery abuser Hi Bob!

Behold the flooded lead acid battery, unfortunately a perennial favorite of all too many boaters. Why? They cost less than better battery types such as sealed or AGM's. When I say they cost less I mean they are the cheapest battery you can buy. They do work well, if you can, and do check them on a regular basis, and the hotter the ambient temperatures become, the more often you have to check them. The words of the day are "evaporation, and accessibility."

I look at Bob shuddering, and wringing his pasty white smooth hands as he stares down into the crammed full engine room. Battery problems again Bob? You had these changed just last year didn't you? Where did you get them from, Wallymart? You did? Hum-mm ahhh, who installed them Bob? Your skinny nephew did? When was the last time you checked the water levels in these Wallymart batteries?

I already knew the answer. There were never checked, and in south Florida this is an issue. I try to wriggle out of changing batteries when ever possible. I have through the years schlepped in and out more than my fair share of impossibly heavy lead boxes oozing sulfuric acid from locations that are virtually impossible to access.

I believe that when many boats are built, the factory employees that are used for battery installs are the ones who spend so much time at the gym, they no longer have a neck. They wrestle the huge batteries to the outboard sides of the engine compartment. The engines are then hoisted in to block access. Lots of other stuff is installed to insure that it will take a herculean effort to get to them. I see your problem Bob, I think you should get your mechanic to change the batteries. It looks the exhaust system needs to be removed to get at them.

This week was less than auspicious. Jupiter had aligned with Mars, and were both trying to molest Virgo. While casting my chicken bones to project revenues, the wishbone broke. I should have stayed at home. There were two identical problems. The first one occurred when a chart plotter I had just installed was reported to be cycling on and off during a sea trial. The second problem was exactly the same, but it was happening to a chart plotter I had installed years ago.

At dock, while on the charger, both units performed perfectly. But while underway, they would cycle on and off. Since funds for the new install would not be promptly forthcoming until the owner was satisfied it was not all my fault, it instantly became the first on my list. When I tell you it's not about the money, my inside voice is yelling it really is. I go to the boat, which is thoroughly enclosed in canvas. I unzipped a bunch of yardage to get the temperature down to about 100 degrees. The chart plotter is turned on, and works great. I pull the unit to measure the input voltage, and it's 12.80 volts. This number strikes me as being a bit odd. Since the charger was on I was expecting at least 13+ volts.

I don't have keys to the boat, and in the heat I was a little short on the patience needed to pick the lock. I killed the power at the pedestal to turn off the charger, and remeasured the voltage. It was now instantly at 10.50 volts. At least one of the batteries had a shorted cell, and nobody had realized it until the new chart plotter was installed. The boat had a sea trial a few days before. The engines were started while the charger was plugged in. But the the power needed to keep spark plugs, blowers, refrigerators, and chart plotters happy wasn't occurring despite the efforts of the alternators. The voltage levels were high enough to keep the engines running, but it wasn't adequate for the chart plotter which was now turning on and off.

The second boat had an identical problem, but in this case it had diesel engines. Once started they didn't need any real Mr. Electricity to run, but this boats DC panel was lit up. Everything was on. TV's satellite system, ice makers, frig, head, you name it. Mechanics were on board doing routine maintenance when I looked at it. In this case there wasn't a shorted cell, but when the charger was turned off, you could see the voltage count down slowly to about 11.9 volts. Looking at the batteries one had obviously been boiled into oblivion, and refilled in the hopes it would be okay. It wasn't.

In the latter case, there was no way to tell when the batteries were installed. No Sharpie had written a date, and those little circles you can remove to indicate the install date were intact. This is a big pet peeve of mine. It just takes seconds to do, and even as distracted as I can be at times (Oh, look at that! It's sparkly and shiny) I always mark the date.

So back to the words of the day. A boat in southern latitudes closed up with canvas can easily achieve temperatures of well over 100 degrees, increasing the evaporation rates from the batteries. This when coupled with the temperature rise that is a side effect of charging exacerbates the problems. Add to this mix poor access to the batteries making checking them difficult. Lack of maintenance inevitably leads to the early demise of flooded lead acid batteries, resulting sometimes in a bang or worse.

There are two class of owners. Those who are ever vigilant, and those who are less so, or physically unable to. In the case of batteries, in all scenarios sealed (maintenance free) or AGM's are a better choice in hot environs. It's one thing you can look at less often. By that I mean you can't ignore them completely, but in the summer time here, flooded lead acid batteries should be checked prior to every use, and not less than once a month.

My rule of thumb is that flooded lead acid batteries should be replaced every two years. Stop that wincing right now. I know they may last longer, but when the batteries fail on the big trip you planned for months with your mother in law on board, stranding you in a godforsaken location you will wish you had heeded my sage advice. I think maintenance free batteries are good for about three years, and AGM's for at least four years. My attorneys have suggested the disclaimer be added that this depends on use, loads, and doesn't include charging systems that have psychotic episodes.

Gosh Bob, your mechanic won't change the batteries for you? Gee I'd like to help install the new Wallymart flooded batteries Bob, but I'm on vacation in..... Greenland, yeah that's right in Greenland, and I won't be be back for months.

There is a simple way to get a general idea of your battery's condition. Turn off the battery switches, and everything on the DC panel. Turn the charger on, and leave the boat for a day. When you come back to the boat turn off the charger, and go to lunch.

After a long lunch, turn the battery switches on. If your DC panel shows voltage, use it and write down the voltages of each bank. If you don't have a fancy panel gauge turn on the ignition switches for each engine, and record the voltage on the dash panel gauges. A DC multimeter measurement directly from the batteries works better, there is some voltage drop by the time you get to the gauges. Another other good option is to have your tech periodically load test the batteries.

Now look at the chart. If you have 12.6 volts or better you're good to go. At about 12.3/4 volts you have about 70 percent capacity. At about 12 volts only 50 percent, and you would be lucky to get an engine start. My advice is if your standing fully charged voltage is much less than 12.4 volts, you better start shopping around for new batteries. By the time the fully charged voltage drops a mere .4 more volts you're going to wish you had a fully charged handheld VHF radio to call Seatow.

What again? The attorneys have asked me to advise you this is just a general rule of thumb, and I'm not responsible for your batteries exploding, and catching the boat on fire, or the loss of eyebrows.

Saturday, May 13, 2017

Nice Nicaragua Dugout and a Few North American Canoes

Yesterday I received training in first aid and CPR at Three Rivers Whitewater in The Forks, Maine. (The town is named for the confluence of the Kennebec and Dead rivers.) This whitewater raft trip outfitter runs The Boatman's Bar & Grill, the interior of which is decorated with several interesting boats, prime among them a 20th century dugout canoe from Nicaragua.

The boats are displayed on walls and ceiling. I've rotated the photos for the most logical view of the boats, but the context may appear confusing for that reason.

We'll begin with three full-length photos of the dugout. We're looking at the bow here. The sides of the boat are thin -- about 1" thick. The ends only appear to be thick and heavy, and what we're seeing here is actually an overhang beyond the buoyant section of the hull.

View from the stern. The hull is carved from the trunk of a conifer that is known in Nicaragua as a spruce, but it is a far harder wood than northern spruces.

I estimate overall length at 16', and maximum beam around 14".

The bow shows substantial overhang. The hull bottom is somewhat flattened, but the sections are quite round overall. With its narrow beam, this must be a rather tippy boat. And given its extreme length:beam ratio, it would be fast but very difficult to turn. Definitely a craft for protected waters only.

Top view of the bow, showing the stem decoration.

Top view of the stern. The sharply-pointed shape of the carved interior contrasts nicely with the rounded end of hull's exterior form. As at the bow, the apparently heavy stern is actually an overhang, and the stern itself is not much thicker than the sides.

Side view of the stern, showing the round hull and overhang.

Hanging just above the dugout is this canvas-on-frame double-paddle canoe. It was built by a member of Rhode Island's Haffenreffer family, famous as the brewers of Narrangansett Beer and benefactors of the Haffenreffer Museum, Brown University's museum of anthropology (which, by the way, possesses some excellent, very old Inuit kayaks).

Looking at the bow of the Haffenreffer canoe. This looks like a handy, stable, fun boat for exploring tiny streams and backwaters.

A square-sterned "Grand Laker" canoe is hanging upside-down from the ceiling of the dining room. Probably from eastern Maine (i.e., "down east"), the cedar hull was once covered with a canvas skin. It looks to be in good condition.

The Grand Laker has rather square sections amidships, half-ribs between every rib, a full-length keelson over the ribs, and four nicely-proportioned thwarts with a subtle arch.

Another canvas-on-cedar canoe, this one a double-ended solo boat with nice heart-shaped decks (unfortunately painted, not varnished). The presence of a seat in the stern is surprising, as a paddler sitting there would make the boat extremely stern-heavy. It's probably less than 12' long, so it's unlikely that it was used for extended tripping with loads of gear in the bow to level out the trim. The starboard gunwale is cracked amidships, giving the boat a sharply-angled outline.