Moksha
was constructed over the course of a year by the dynamic duo Hugo
and Chris. These are the various stages of construction the boat
underwent on the road to becoming a fully functioning ocean-going
craft. Click on the headings or images to enlarge.
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APRIL 1993:
A TIMBER STORAGE SHED at the Exeter
Maritime Museum is kindly made available for Hugo and Chris
to start construction of the pedal boat. Members of the public
are free to come and view the work in progress. Loose change
dropped in the barrel on the way out helps to keep construction
funds trickling in.
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STAGE
1 - LOFTING: THE BOAT STARTS LIFE
upside down on a temporary workhorse. A hardwood skeleton
is first fabricated comprising the transom, stem-post and
keel. Western Red Cedar planks are then fitted and sealed
in place (with epoxy resin) against plywood molds that simulate
the shape and dimensions of the boat interior.
Cedar
is the wood of choice here for its properties as a lightweight,
long-grained, flexible wood.
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STAGE
2 - OUTER HULL FABRICATION: this
photo shows the first layer of Cachimbo veneers being molded
dry to the outside of the recently sanded inner hull. The sheets
are numbered in order before being removed to allow epoxy resin
to be applied underneath. The sheets are then re-fitted in the
correct order and stapled down to remove any air pockets. A
second layer of veneers is fitted at a 45-degree angle to the
first. This 'double diagonal' method of construction is one
of the design features that make a wooden cold-molded boat so
strong. The boat has since survived 40ft+ seas with no evidence
of excess structural strain.
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THE VERY LONG GRAINS INHERENT IN CACHIMBO WOOD
make it an ideal material for the outer skin of a boat. Very
thin veneers (only 2mm thick in this case) can be cut and molded
to quite extreme hull angles without compromising strength.
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STAGE
3 - STRENGTHENING: the boat is
now flipped the right way up. The plywood molds are removed
and replaced by permanent ribs that aid hull strength.
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STAGE
4 - SEALING: EXCESS EPOXY IS SANDED DOWN and
the inside of the boat cleaned ready for the cedar planks to
be sealed with epoxy resin. This makes the wood impervious to
saltwater invasion and degradation.
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STAGE
5 - INTERIOR FABRICATION: frames
and watertight bulkheads are installed. Frames perform a dual
purpose as structural supports as well as providing the framework
for storage compartments. The fitting of bulkheads is directly
linked to the boat’s buoyancy. If any part of the hull
is penetrated following a collision with another ship or an
obstacle floating in the water, only one of the three sections
that the boat is divided into will fill with water. Enough time
should then be afforded the crew to perform an emergency hull
repair - using special foam-sealed PVC sheets quickly stapled
to the outside - and bilge out the contents of the compromised
section.
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STAGE
6 - DECKING: SUPPORTING STRUCTURE FOR THE DECKING
is put in place. Chris seen here testing out the luxuries of
the sleeping compartment which he likens to lying in a coffin.
The boat becomes affectionately known thereafter as ‘The
Davey Jones’ Express’.
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HATCHES
FOR THE REAR STORAGE and forward
sleeping compartments are installed. Forward deck is now in
place and a centreboard housing constructed with seating for
1 x passenger.
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STAGE
7 - RUDDER AND SKEG: although
having large objects trailing in the water increases drag, it
was thought a large rudder would help to keep the boat under
control in heavy seas. This extra blade width proved invaluable
on both Atlantic and Pacific crossings when a last minute tug
on the steering ropes to either port or starboard (left or right)
before surfing down a 30ft+ wave would prevent a possible broach
and resulting capsize. The hole in the upper section serves
as a foothold for someone trying to get back on deck and also
allows water to pass through thereby lessening the sideways
drift of the boat in a beam (side-on) sea.
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THE
PURPOSE OF THE SKEG
is to hold the propeller shaft in place and provide some lateral
stability.
