Its been a few months since we looked at the development of last winters Doryman kayak build. Wild Rose has been outfitted with outriggers so that she can now be paddled or rowed. Being only fifteen feet long, she is quick off the line, though takes concentration to track well under oars.
All said, I am very pleased with this little boat. She weighs 65 pounds and is easy to load on top of a car, yet carries up to 300 pounds of payload. The rowing option is to accommodate my aching shoulders, which I suspect might appeal to others, as well.
Leo Newberg, who designed the original of this kayak, and Rick Johnson, the shipwright who leads the Family Boat Build at our local Toledo Wooden Boat Show, were impressed enough by the changes Ive made to implement them in the show this year. These changes include a new, more graceful shearline and an open, more accessible cockpit. Wild Rose is currently in Leos capable hands, having her lines taken.
This kayak will be the centerpiece of the Family Boat Build at the Toledo Wooden Boat Show, August 16th and 17th, 2014. Follow the link above to the Port of Toledo, Oregon website, for more information about signing up. There will also be a "kids build" this year, with a smaller, simpler kayak for the little ones. Be sure to get your name in soon, August is just around the corner.
More photos of Wild Rose can be found on Dorymans Flickr Site.
Click photos to enlarge. Click again to enlarge even more.
There are many ways to rig a Navigator and there are many different sail plans to choose from. Described below is the rigging I chose to use for the Gaff Yawl Rig that I selected to build. I mostly followed the plans, but also borrowed many of the really good ideas from Kevins Slipjig rigging videos. Thanks, Kevin! Nearly everything works very well. Where it didnt, I will attempt to describe what I should have done. I will also continually update this article as I fine-tune the rigging.
I provided links to Duckworks for the hardware I purchased to help save future Navigator builders time and effort should they also choose to order their rigging there. I purchased nearly all my rigging, and my sails, from Duckworks because they are helpful, fast, convenient and inexpensive.
Gunter Main in Red vs Gaff Main in Green
Speaking of sails, if you order your sails from Duckworks, be careful to select the desired mainsail option. If you want to build the Gaff Yawl that I am illustrating here (see plan sheet NV12) select their Gaff Yawl main. Duckworks also offers a Gunter Yawl main which is a little different. Their "Gunter Yawl" main is the same sail as the Standing Lug main, but with additional eyelets along the luff to lace the sail to the mast. Note that the sails have a different shape. The Gaff mains gaff angle is greater and it uses a horizontal conventional boom. The Gunter main has a nearly vertical gaff angle, and the foot is cut straight and angled to serve as a vang for a sprit boom, but it has also been used sucessfully with an angled conventional boom.
OK, lets start at the bow and work our way aft. Well begin with the bobstay.
The bobstay is made from a length of 1/8" SS cable with 1/8" thimbles and sleeves swaged on both ends. The SIT-2001 small swage-it tool made swaging easy. The bobstay connects to the Bow Eye with a small shackle. The arrangement leaves plenty of room for attaching the trailer winch hook.
The other end of the bobstay attaches to an Oblong Eye Plate on the under side of the bowsprit with a RL-245S shroud adjustor. Another Oblong Eye Plate is located on the upper side of the bowsprit to attach the roller furler using another small shackle. The two eye plates are bolted together through the bowsprit. A 3/8" fairlead guides the roller furling line.
The mast on a Navigator is freestanding, but shrouds and a wire luff are used to tension the jib tight enough to prevent the luff from sagging. I lash my jib to the roller furler with a simple rope lashing. A lashing is quick to rig, inexpensive, and provides plenty of tension and adjustability. No need for blocks here. The lashing is tightened until the shrouds go "boing" when tapped with a metal tool. Ideally, the jib should be positioned as low as possible.
Bow chocks are mounted on either side of the bowsprit.
When using a roller furling jib with a wire luff, there is no need for a jib halyard or a separate headstay. The wire luff serves as the forestay. At the head of the jib is a swivel for the furler, a shackle, and a boom bail. The boom bail is one I had lying around, but a good alternative would be a RL-525-T or RL-425-H hound. The shrouds are made of 1/8" ss cable with swaged thimbles on both ends. They attach to bent RL-320 tangs on either side of the mast with small shackles. The small line immediately below that loops through the pad eye is the lazy jack/topping lift for the boom.
Note that when adding a roller furler to the jib it may be necessary to move this hardware higher up the mast from the location shown on the plans to account for the added space required for the furler. I recommend not drilling this hole in the mast until after test fitting the jib and its associated hardware.
The lower ends of the shrouds attach to the hull with RL-245L shroud adjustors attached to RL-397 chain plates and RL-344-B covers.
The peak halyard controls the angle of the gaff, from horizontal to vertical. Instead of tying mine to the gaff with rolling hitch, mine attaches to a cable bridle on the gaff with a carabiner, then goes through a swivel block attached to the mast with a RL417-S boom bail. This swivel block can abrade the mast under certain conditions so I added a strip of leather to protect the mast. The bridle is made from a length of 1/8" ss cable with loops on both ends and two SD-081200 pad eyes on the gaff to hold it in place. The bridle needs to be as tight as possible and long enough to accommodate two reef points. It goes roughly from the middle of the gaff to the top of the gaff. This bridle is called a "Gunter". Having one changes the rig from a Gaff Rig to a Gunter Rig. The Gunter allows the gaff to be raised and lowered while remaining vertical, which makes reefing safer, quicker and easier. Without a Gunter, and before the sail could be reefed or de-reefed, first the gaff would have to be dropped, the peak halyard repositioned higher or lower on the gaff, and the gaff raised again. With a Gunter, the gaff stays up the entire time. The gaff is lowered a bit, the reef tied in, and the gaff tightened back up. The Gunter and gaff jaws also prevent the gaff from flailing around or inverting when its lowered.
The throat halyard raises and lowers the gaff. It attaches to a rope bridle at the gaff jaws with a carabiner. The plans show a pad eye in lieu of the bridle. Use a bridle instead. Because the gaff sets nearly vertical, a pad eye would bind between the gaff and mast, damaging the mast. Two SD-081205 heavy duty pad eyes are located on the gaff to attach the main sail, one at the throat and one at the head. I keep the main sail lashed to the gaff and roll the sail around the gaff for transport.
The throat halyard then goes through a RL-308-B cheek block mounted on the mast. The cheek block is mounted off center (to port) so the halyard can go up the center of the mast and down on the port side. The cheek block works much better than using a double block for the throat and peak halyards atop the mast. This arrangement could use a little improvement. I find I cant get as much tension on the throat halyard as Id like, so I plan to eventually convert this into a two-part tackle arrangement.
The halyards and furler line go through the deck with RL-49P fairleads. Note that the furling line makes a 90 degree turn here through its fairlead. A block would be nice to have here but I havent been able to find a suitable one yet. The arrangement works but would be better without the added friction and abrasion. I know its more traditional to run the roller furling line along the port side deck, but I like all my controls located near the aft centerboard case for safety and convenience.
.
The halyards and furling line then go through three RL-2040 deck blocks on the front seat and are then led aft. Also in this area is an oblong eye plate for the boom vang, and a RL-707-AD double cheek block for the centerboard lift. Good thing I added reinforcement under this area of the front seat!
The centerboard lifting line attaches to the centerboard with a RL-702-A becket block and two RL-320 tangs. The tangs were easily bent to the shape shown.
Ellies control center. Port to starboard are throat halyard, roller furler, main sheet, centerboard lift (cleated), and peak halyard. The halyards and furling line go through RL260S cam cleats although a horn cleat or clam cleat would have worked just as well. The cam cleats work well for tensioning the halyards. The throat halyard in particular requires a lot of force to tension it tightly. The downside of using cam cleats for halyards instead of horn or clam cleats is the risk of the lines getting inadvertently released causing the gaff to fall. I tie a stop knot in the halyards to prevent this. [UPDATE: I later switched to home-made jam cleats for the halyards] I can raise, lower, furl and control all three sails, and the centerboard, while remaining safely seated in the cockpit. I cant over emphasize how safe and convenient this is.
Mainsheet tackle consists of an RL-850 swivel camcleat and RL-306-DF fiddle block mounted on the aft centerboard case top. On the boom is a RL-334-S boom bail, a shackle and a RL-304-A becket block. This arrangement works very well. I find the 3-part tackle to be perfect. The aft portion of my centerboard case top is permanently fastened in place. The forward portion is removable for access to the centerboard. First time out I noticed a slight amount of water seeping through the seam from water sloshing around within the case. I solved that by making a rubber gasket seal.
Jib sheets lead through SD-082615 fairleads near the shrouds [oops, the fairleads should have been located 120mm aft of B4 per plan sheet NV11], and another SD-082615 and RL-260-S cam cleats mounted on douglas fir pads so the jib sheet can clear the cockpit coamings and angle back toward the cockpit at about the same angle as the mainsheet.
I also added non-skid strips to the side decks. Not necessary. They never get used as everyone prefers to step directly onto the seats instead.
The goose neck fitting is an RL-328-C with a 3/8" pin. I drilled an oversized hole in the boom, filled it with epoxy/silica/fiberglass, and re-drilled it to 3/8". I located my gooseneck fitting 6" higher up the mast from the location shown on the plans. The plans have the boom located right at face level. When located 6" higher, the boom clears my head with a nod instead of a crouch. Much improved and highly recommended.
The Boom vang has a RL-378-A double fiddle block at deck level, attached to the oblong eye plate with a small shackle and carabiner. The boom end consists of a D-100 block/cleat, a RL-304-A single block, a RL-334-L boom bail and a small shackle. I wish I had led the boom vang line back to the cockpit too. [Done. Substituted an RL-304-A for the D-100 and led the line back to the cockpit to a cleat. Much better.]
The mainsail clew is attached to the boom using a SD-081205 heavy duty pad eye, 1-1/4" ring and a SD-043030 cleat.
Reefing hardware is similar. They consist of SD-081200 pad eyes, SD-191410 rings and 3" cleats. Here are the reefing lines in the stored position.
And here they are in the reefed position. The reefing line, attached to the ring, loops around the underside of the boom to the opposite side, goes up through the eyelet in the sail, back down through the ring, and to the cleat.
The topping lift/jackstay line attaches to a SD-081200 pad eye on the port side of the boom, goes through another SD-081200 pad eye on the mast [recently replaced by a small fairlead], and back down to a 3" cleat on the starboard side of the boom. It too, is readily accessible while seated in the cockpit. When I lower the mainsail, the topping lift/jackstay line supports the boom and captures gaff and mainsail, preventing it from spilling all over the deck.
The rudder is attached using RL-490-G pintles and gudgeons. The rudder uphaul and downhaul lines are led through identical RL-340 cheek blocks one on either side of the rudder head. An SD-082010 fairlead on the downhaul line protects the bottom of the rudder head from abrasion. Also visible is the SD-520010 drain plug.
The rudder uphaul line leads to a SD-043030 cleat on the port side of the tiller. The downhaul line leads to an auto release clamcleat on the starboard side of the tiller.
The mizzen mast has three SD-043030 cleats at its base. One for the halyard, one for the snotter, and one for the topping lift. The mizzen sheet leads through a RL-260-S cam cleat, similar to the jib sheets.
Atop the mizzen are two blocks, one for the halyard and one for the topping lift. They are RL318 spin straps and RL-205 swivel blocks.
The snotter leads through two SD-081200 pad eyes. A stop knot is tied in one end, thread it through and cleat it off. This arrangement is simple and works just fine.
I built my mizzen mast as a "rotating mast". Past experience with sprit booms and snotters has taught me that if the mast cannot rotate, when the sail is eased out, the snotter will put considerable pressure on the pad eye on the mast and something will break. To allow the mast to rotate, I rounded the bottom of the mast and lined the mast partner with leather and allowed sufficient clearance so the mast fits loosely within the partner.
Two more SD-081200 pad eyes attach the mizzen sheet and mizzen clew with carabiners and the topping lift.
The mizzen tack attaches to yet another SD081200 pad eye with a carabiner. [Update: I replaced the carabiner with an s-hook, with the pad eye side of it pinched closed. It is much easier to release the tack for furling now] The plans show a downhaul line that goes through a pad eye on deck to a cleat. That arrangement would have prevented my rotating mizzen mast from rotating.
The boomkin has a SD081200 pad eye and SD-191410 ring.
It took a considerable amount of tweaking to get my new Suzuki 2.5 outboard to clear the transom in the raised position using my Duckworks motor mount. Mine is the 15 degree model. The Suzuki 2.5 comes with a bracket that only allows the motor to be raised when the motor is pointing forward. Facing forward, the power head hits the transom so I had to remove this bracket to allow the motor to be raised on its side. I also had to add the thickest possible wood block to shift the motor aft as far as possible, and I had to shift the motor as far starboard as possible. I finally got it to clear - barely. Other outboards have different sized and shaped power heads that may make them easier to fit using this mount. An adjustable mount might be a better choice as well.
Here are my mast carriers. They were constructed from leftover 2x4s, scraps and some brackets I had lying around. It works very well and it requires no modifications to the boat. The forward one rests on the foredeck and ties into the forward cleats. The aft carrier rests on the side deck and is held down with a short line that goes through the cam cleat for the mainsheet. Foam pads protect the deck and foam-lined notches hold the lashed down main, mizzen, boom and gaff.
Setup time at the boat launch takes about 30 minutes. Here is a time-lapse video.
I hope these examples help someone. If you have any questions or comments, please post them below. Feedback is always appreciated!
Jim (Jimbo) Luton is a meticulous cabinetmaker from Brooklyn, New York. Watching him build his double-ended peapod is a marvel. Not only does he pay particular attention to detail, but he shares it with us in a thorough, concise manner.
Last time we checked in with Jim was a couple years ago, so if you havent stopped by Small Craft Warning recently, you will find hes putting the finishing touches on what might be the prettiest peapod Ive ever seen.
Historically, the clinker or lapstrake planked double-enders were a vessel that adapted well to various interpretations in design. They were flexible enough to accommodate the materials at hand. Each region produced it’s own particular boat and the builder’s molds would be passed down through generations.
The original design for the Matinicus Double-ender was built by the Young family on Matinicus Island for generations. Walter Simmons, a Lincolnville, Maine boatbuilder adapted the Youngs peapod for modern construction.
A Maine traditional fishing vessel, the peapod was once found all over the state’s rugged sea coast. Dating back to the late nineteenth century, the peapod was used in the lobster fishery to haul traps while others served as lighthouse keepers boats, as well as many other working tasks on the waterfront.
Jim recently put together an account of his winter shop activities:
"My latest chores on this boat project have been to complete the rudder assembly, including tiller, tiller extension, and rudder blade, plus the daggerboard."
Sounds simple enough, but wait till you see what hes done.
Thanks to Jim for the photos and access to his shop for a virtual tour.
A couple of months ago I posted this short Youtube clip about a fellow that exercised poor judgement in their approach to kayak packing. Well, after seeing a photo on Lees blog, apparently they are in good company. Head over to the link for the second instalment in the developing series of how not to pack your boat.
Boats can be and are regularly built using an existing design. This is a cost effective way to obtain plans for a proven boat. Click here for an example project. To build a boat from one of our existing plan sets a royalty must be paid. Please contact us for a quote.
In many cases existing plans are modified or updated. For example a classic sailing yacht originally designed and built using carvel planking will often be re-engineered and updated for cold molded epoxy construction. Another common example may be modifying an interior arrangement to suit ones particular needs. Please contact us for further information.
I happened to stumble upon this design the other day and its one I had never seen before. This 46 wooden raised pilothouse motoryacht was designed in 1964 for Packanack Marine Corporation of Newark, New Jersey. Perhaps the company was named after the lake in New Jersey which bears the same name.
This little piece from Yachting magazine of 1966 shows a Chelsea Yacht and attributes it to Sparkman & Stephens but on closer inspection it does not look like the same design as shown here and I can see from the files that the 46 was the only boat designed for Packanack.
Here is the general arrangement and inboard profile.
