After working in a 10 x 20 shop for all these years, a 20 x 20 shop feels enormous! The Navigator lower panel sitting on the sawhorses seems almost lost, where before it would be difficult simply to walk around it.
Now that I have the space, I have been able to work at a much faster pace.
The lower panel has been scarfed and cut out.
Next came installing the centerboard case, which I built many months ago. It fit perfectly on the first try. I was glad that I built the centerboard and centerboard case together so that I could ensure that everything fit and operated properly before installing them in the boat. The interior of the case and the centerboard were both fiberglassed. I was able to carefully control the amount of gap between the board and case. I was able to drill the pivot hole perfectly aligned by using the Shopsmith in drill press mode. These things would have been much more difficult to do if I had built the centerboard later on.
I used the Shopsmith in Horizontal Boring mode to drill the tow eye hole through the stem.
Installed the stem and bulkheads 1, 2 and 3.
Followed by bulkheads 4, 5, 6, 7, 8 and the seat fronts. is the most exciting part so far about building the Navigator. Its amazing how quickly the boat goes from a collection of bulkheads to something that really resembles a boat at this stage!
Next, on goes the transom
The next step is adding the stringers, but once the stringers are on it will be more difficult to reach the center of the boat. I decided this would be a good time to install the mast step, and to put a coat or two of epoxy on.
After coating with epoxy, the surface gets very rough as the epoxy raises the grain. The best tool by far for smoothing epoxy is a cabinet scraper. It is much, much faster than sandpaper and doesnt put clouds of toxic epoxy dust into the air. I got mine at Sears, but Duckworks carries them here.
To make the mast steps, I glued up a big block of mahogany, squared it up on the tablesaw, planed it to the proper thickness using the handy Safe-T-Planer.
As most of the readers of these pages know, my boating interests are focused on simple, obtainable vessels within the reach of almost anyone who cares to find their way to the water. My approach has always been to select the smallest, least complicated craft available to do a particular job, whether that job is to cross a protected bay, descend a wilderness river, or complete a bluewater passage.
My work, however, has often introduced me to the other extreme in pleasure boating, and as a marine carpenter Ive worked on many multi-million dollar vessels from Palm Beach, Florida, to Sitka, Alaska. I recently had the opportunity to spend a few days working on one that tops them all when my friend and sometimes employer, David Halladay invited me to help him out on a job in Alameda, California.
Below is a photo of the Pangaea, a 192-foot steel megayacht that David had contracted to add some new teak decks and covering boards to while she was hauled out at Bay Ship and Yacht for repairs and refit.
The Pangaea is an expedition yacht, used for long-distance voyaging to the South Pacific. She has a range of 12,000 nautical miles at a speed of 11 knots, thanks to her generous fuel capacity of 65,000 U.S. gallons. Top speed is 14.5 knots, cruising speed 12.5 knots, and she accommodates 12 guests in 6 staterooms and 12 crew in 6 cabins. Her beam is 36 and she draws 10.
I was surprised to learn that this huge vessel was built in my own home state, at the former Halter-Marine yard in Gulfport, now owned by Trinity Yachts. Here is link to more details about the Pangaea on the Trinity Yachts website: http://www.trinityyachts.com/184pangaea.asp
The discrepancy in LOA from 184-feet at time of delivery to 192-feet now is due to the swim platform that the present owner recently added. change was one of the reasons David and his Boatsmith crew went to California to work on the yacht. The new swim platform, with its enclosed rails, looks more like the cockpit on a smaller sportfishing yacht. entire area needed teak decks and covering boards on the rails and doors.
Below is one of Davids photos, taken from about the middle of the swim platform and showing the new covering boards they installed. After he and his crew returned to Florida, there were some checking issues with the teak in the curved inside corners of the coamings. was caused by the extremely low humidity of the California climate, and had never been an issue on similar corners David had done in south Florida. When David asked for my help in changing out the corners, I jumped on the opportunity to work a few days at Bay Ship and Yacht and to get to the West Coast for a change of scenery.
Here, you can see a close-up of one of the corners. The problem pieces were the vertical parts of the coaming right inside the 90-degree curve. David finally solved the checking problem by extending the straight adjoining parts and making the curved parts shorter.
While we were working, we lost a half day while the engineers conducted a sea trial try to determine the source of a harmonic vibration in one of the prop shafts. I took this shot of Pangaea in the ship channel as she returned to the yard.
Cruising on big boats like this does not interest me, but working on them is another matter, and there is always a lot to learn on such a project. Big yachts mean big budgets, so no expenses are spared in fitting them out. makes for a great opportunity for a marine carpenter to work on projects that just wouldnt happen on smaller, more reasonable vessels. More about the teak decks and other jobs David and his crew did on the Pangaea can be found on his Boatsmith Shavings blog here:
http://boatsmith.blogspot.com/2008/10/completing-panageas-teak-deck-and.html
A blog reader asked us to post an article about this design. So here you go. stunning beauty of a boat was built by James McGruer & Company, Ltd of Scotland. She is constructed of wood. The boat was launched in 1967. She was designed as a cruiser/racer and for short handled sailing by a couple.
The boat is now called Tintoo VI and is currently for sale. Click here to see her listing and various interior photographs. She is in mint condition.
Here are the plans.
Principal Characteristics
LOA 51-9"
LWL 35-0"
Beam 12-7"
Draft 6-11"
Displacement 35,422 lbs
Ballast 16,000 lbs
Sail Area 1,135 sq ft
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Heres a design that comes with no images, unfortunately. The boat was designed for Dr. Virginia Moister for her Nantucket home. The design brief called for a boat to be used in Nantucket, where breeze is ample. She desired a stiff boat with a relatively conservative sail plan. Note the cutter rig but most especially the limited hoist of the headsail plus the club boom on the self tacking staysail.
Although launched in 1976, she was designed with a traditional hull form as her owner requested, with the best wooden construction possible and set up for cruising, sometimes offshore and most often single handed by Dr. Moister, who sadly passed away last year at the age of 92. The boat was built by Seth Persson of Old Saybrook, Connecticut.
Here is the the general arrangement plan.
Heres a good description of her interior: Comfortable quarters are shown for two people in the main cabin, which has seats with backrests. When these backrests are swung up, the seats become wide berths.
The galley is aft. The ice box does double duty as a chart table. There are tool drawers, an oilskin locker and handy sextant stowage nearby.
The head takes up little space because of a neatly made folding wash basin (by Simpson-Lawrence of Glasgow). Opposite the head is a large hanging locker with a bureau forward of it. One pipe berth, a seat, and a sail bin occupy the remaining space in the forepeak.
The cockpit has an Avon raft stowed under the bridge deck, seat hatches, as well as a lazarette hatch for access to roomy stowage spaces.
LWL 24-0"
Beam 9-11"
Draft 4-10"
Displacement 12,080 lbs
Ballast 5,000 lbs
Sail Area 463 sq ft