After several holiday shortened weeks we had a full 5 day work week here at Naval Yachts and Team Möbius took full advantage to make great progress in the cabinetry, aluminium and plumbing work aboard XPM78-01. Let’s go take a look and see.
Starting with our primary Aluminium team, Uğur and Nihat were busy with several different projects this past week. They continued working on the remaining handrails such as this one that will be mounted ………
……… in the middle of the very aft end of the Aft Deck directly above where you see it here.
The WT door on the right is the entry into the Workshop and Engine Room areas and the smaller one on the left is the HazMat locker that is fully sealed off from the interior of the boat. Möbius is a single fuel boat so no propane or gasoline onboard but this sealed storage provides the safest way to stow hazardous substances such as engine oil, diesel fuel, paints and any other potentially flammable, poisonous or dangerous materials.
As you can see the Swim Platform and Aft Deck areas are shaping up very nicely with the symmetric stairs on each side, the super strong double post cleats and now the handrails.
They also finished up this additional handrail which creates one of the entry gates used when boarding from a side tie dock or when boarding to/from the Tender in some situations where there is too much motion to board safely on the Swim Platform.
With these side gates much closer to the center of the boat there is much less differential between the motion of the boat, the Tender and the water and makes for safer boarding.
We modified the intake Sea Chest in the Engine Room a bit to position the large dual strainers closer to the ER walls to add a bit more clearance when walking around the Gardner engine so Yiğit quickly modeled up the changes and Nihat and Uğur soon had this version 2.0 all tacked up.
With such eXtremely large integral tanks capable of carrying up to 15,000 L / 3800 USG of fuel and 7100 L/1900 USG of water the position of the Waterline WL varies at different parts of a passage but always sits above the top of the these two supply pipes to keep them filled with water at all times.
The round top flange is about 50cm/20” above the WL so its Lexan cover can be removed at any time to clean out any debris that might be sucked inside and also makes cleaning the insides very easy while still in the water.
Each of those short vertical inlet pipe will be threaded for a 50mm/2” ball valve that connects to one of these large Vetus strainers pictured below which then feed into a common manifold where all sea water consumers draw from.
Having two independent sea water supplies if the active one should ever be clogged or otherwise stop working it is fast and easy to simply turn the other one on with a turn of the ball valve. This Intake Sea Chest feeds consumers such as the various heat exchangers for the Gardner’s coolant, engine oil, CPP oil and then the wet exhaust.
Moving up to the Guest Cabin area we find more evidence of Uğur and Nihat’s handiwork as they cut open the stairs leading up to the SuperSalon to provide easy access to the various pipes and hoses using this area to join up along the Port hull side and through the WT Bulkhead into the Basement.
BTW, For those wondering, the red lines are from the laser level.
They welded a flat bar flange inside all the edges and then drilled and tapped a series of holes to refasten the cut-out stairs. It would be rare that I need access to this area but you never know and so we make sure that all systems and equipment is readily accessible in the future.
Up on Aft Starboard deck the newly machined black Delrin bushings are being pressed in place ready for the solid pipe handrail assembly to be installed next and provide super strong and safe protection to this area and when moving up/down the stairs to the Swim Platform.
The 670L / 175 USG Day Tank is back in the Workshop laying on its side to show these new mounting tabs,
Which connect to matching tabs welded to the side of the ER Enclosure and along the back side to the three vertical WT Bulkhead stiffeners. The neighboring portion of the Workbench is temporarily bolted in pace to make sure it all fits well with lots of clearance.
The top and front of this Day Tank will soon be sprouting a set of fuel manifolds and ball valves which manage the various fuel supply and return lines from each of the 6 fuel tanks, the Gardner engine and Kabola diesel boiler.
Switching to wood cabinetry and moving into the Guest Cabin we find Omer and his team continuing to make great progress there. They have the white epoxy coated grid all in place on the WT Bulkhead of the Basement and have just brought over the wall resting on its side here that will separate the Cabin from its Head/Bathroom.
This closeup of the bottom of this wall shows its hollow foam filled core construction which dramatically reduces the overall weight of our cabinetry. The marine plywood is also a new super lightweight product which Naval has found and yielded the greatest cabinetry weight reduction.
A few of these vertical voids are used to run electrical wires down to switches in the wall and the rest are filled with foam for added acoustic insulation.
Seen from up in the SuperSalon level looking Aft and Starboard provides this perspective. If you look closely in the bottom right corner near the first stair tread, (click to enlarge any photo) you see how one of those walls above is now being test fit in place.
Stepping Starboard this angle shows the other wall as well which separates Christine’s Office desk area on the left from the Guest Shower on the right.
Cihan was too much of a moving target for me to catch in a photo this week but if we look closer at that Aft Starboard corner of the Galley we can see that he is busy installing the flexible insulated aluminium ducting which extracts the Basement air out to the Starboard Wing Box on the Aft Deck.
A bit later and back down outside the Guest Cabin we can peek through the doorway created by those two walls into the forward wall of the Guest Cabin to see how Omer now has the white epoxy coated 8mm plywood skin glued and screwed to the underlying grid of that upper stepped grid transition between the Galley cabinetry and the Guest Cabin.
Along with the two stepped aluminium frames you see in these last four photos provides a very stiff and strong platform for mounting the cabinetry that attaches to both this Guest Cabin side and up in the Galley.
Turning 180 degrees to look across at the Aft Port corner of the Guest Cabin, Omer is showing Yiğit and me how the the bookshelf he has temporarily hung overtop where Christine’s desk will be, fits against that wall with the Guest Shower on the other side. We were working out how the leather covered panel will snap into that light coloured upper half of the wall and fit around the bookshelf.
With those details all worked out Omer soon has the grid on that aft cabin wall all sheathed in plywood and he now prepares that inside corner for mounting Christine’s desk.
Lastly for today we find Ömer and Selim up front continuing to make great progress in the Master Cabin. In the upper left background you can see that they have the wood grid in place along the Port side of the hull and they are now custom fitting the plywood cover for it.
Fits great and along with its matching lower panel and they provide a very solid substrate for mounting the cabinets, countertop and glass separator. There will be similar cut outs in this upper panel as in the lower one to provide ready access to any pipes, wires and hoses running along the hull sides.
With the wall panels in place they quickly assembled the insert for the raised flooring to provide space for the drains under the shower and bathroom floors.
The floors themselves will be two removable teak panels that are slightly convex so that water runs over all four edges onto the fiberglassed floor underneath and then out drains which to either overboard via the exiting Sea Chest or into the Grey Water holding tank in the Forepeak. The two “missing” walls in the foreground will be made with two plates of floor to ceiling etched glass.
This angled plywood panel was cut and test fit in place and will now be used as a template to send out to the glass supplier. This triangular glass half wall will separate the shower area from the counter and wall cabinets on the far side in the Head.
Standing in the bathroom area looking up you can see how the divider glass panel is positioned just below this big hatch so that all those fresh breezes and light can flow into both spaces.
Next up they prepared this aft section of the Port hull for the wood grid. The two horizontal lengths of marine ply are attached directly to the aluminium frames with bolts and adhesive to provide attachment points for the grid itself.
As with the rest of the interior these wood grids provide the secure framing to attach the marine plywood surfaces and create strong stiff wall surfaces for mounting cabinets and attaching the wall panels with FastMount clips.
Whew! As you’ve seen a very busy and productive week thanks to all the super talented members of Team Möbius.
Several of you have been asking about the two youngest members of Team Möbius and Dincer was finally able to send me this shot of his three boys in the nearby playground; the twins Yiğit and Mert in the swings being pushed by their big brother Demir.
Dincer, Baris, Yiğit and I will all be at the Cannes Boat Show all next week manning the Naval Yachts booth and checking out all the latest and greatest in power and sail boats at this big annual boat show. Christine the the rest of Team Möbius will be holding down the fort here in Antalya and she will be the official blog photographer so rest assured that next week’s progress update will be ready for you as usual.
Christine and I are in Italy for a combined anniversary celebration in Napoli last weekend and now a chance to catch up with dear friends on their catamaran as we sail around the island of Sardinia. While I may be MIA the rest of Team Möbius, the ones who really matter, were hard at work back in Antalya and they made great progress in all the various facets of work from cabinetry to electrical, plumbing and aluminium. When the cat’s away the mice really do play!
So with great thanks to our Möbius Project Manager Yiğit for taking on extra duties as photographer while I’m away I am delighted to bring you this week’s progress update and so let’s jump right in.
Nihat on the left and Uğur continue to work their way through the diminishing list of aluminium jobs to complete and those of you with sharp eyes and memory you can see evidence of one of those jobs in this photo.
Can you see it? How about if I take you up on the foredeck and move in a bit closer?
Correct! They are building and fitting the aluminium stanchion posts.
Further back on the Port/Left side deck where the Pilot House ends, you can see how the stanchion posts join together with the pipe railings for the side gates to provide eXtremely safe and sturdy protection along all parts of the deck to make sure we always stay onboard.
Moving forward along that Port side deck you can see how the stanchion posts continue forward and then tie into the pulpit railings on either side of the bow.
All the pipe for the stanchions, pulpit, pushpit and gates are made from 40mm / 1.6” OD pipe with 6mm thick walls which are a snug fit into the socket pipes which are welded all the way through the 10mm thick Rub Rails down each side. To eliminate any wobbly and prevent any corrosion between the stanchion and socket pipes, black Delrin bushings you can see at the base of each stanchion have been machined and press fit in place.
There will be domed aluminium caps atop each stanchion which are now being machined along with the short aluminium bushings that will soon be welded into those three holes in each stanchion to provide a smooth surface for the Dyneema lifelines to run through without chafing.
Dyneema is a synthetic fibre line which is stronger than the typical stainless steel stranded wire used for most lifelines and it is lighter and much easier to see evidence of weakening over the years whereas SS wire usually hides cracks or faults until it lets go. Also much nicer on the hands and no chance of any “meat hooks” as we refer to an individual strand of SS wire when they crack and break off leaving a nasty hook to catch and cut your hands.
The stanchions and railings are 1m / 39” above the deck which is much higher than most boats but very much by design for the XPM boats for added safety. If you were to be thrown into lifelines at this height they would catch you well above the waist whereas the more typically shorter lifelines are below the waist and can result in flipping you overtop the lifeline and overboard.
Our primary Person Overboard strategy is simple; don’t! High lifelines are one of the best ways to ensure we stay onboard at all times. If you do go over the side it would most likely be Ciao for you because it will happen at O’dark Thirty in very nasty weather. The scenario doesn’t play out much better and often much worse if you are clipped onto the boat with a tether as you end up trapped on the end of your tether partially submerged and nigh on impossible to be brought onboard. Hence very high and very strong lifelines and railings.
Dropping down to check out the Basement we find more evidence of Uğur and Nihat’s handiwork where they are fitting the watertight AL plates which seal off the coffer dams for the active stabilisers on each side of the hull. This coffer dam with the Basement exiting Sea Chest is on the Starboard/Right side and the Port side is shown below.
Coffer dams are as the name implies, there to increase the safety factor in the rare event that an active stabilizer fin strikes something solid at speed and tears out or through the thick hull plates. While the protruding fins do introduce this possibility of being struck it is quite low, Safety is top priority for XPM boats so we design and build accordingly, hence these coffer dams.
With the eXtreme plating thickness on all parts of the hull and all the welded in support frames for the stabilizer hardware the probability of breaching this area and creating a significant leak is eXtremely low but never zero so these strong cover plates are bolted and sealed in place with gaskets. Inside each coffer dam there is a sensor connected to an alarm system that would let us know if any water did collect in the bottom.
As you will see a bit later in this blog, Christine and I have chosen to use passive rather than active stabilizers so these coffer dams will be empty but still very well sealed. Throughout the design of this first XPM we have done our best to “future proof” these boats as much as possible by allowing for choices such as active/passive stabilizers by including everything needed for the installation of any of them within the initial design and build. In this case, if/when we or future XPM owners chose to install active stabilizers the hull and coffer dams are all ready for a relatively fast and cost effective installation.
Looking up overtop of the Basement Sea Chest Cihan and his plumbing team continue running more of the various pipes and hoses White hose against the aft Basement WT Bulkhead is sanitation hose carrying Black Water from the heads to the holding tank.
The black lines in the foreground on the ceiling are part of the AirCon system with 20mm/ 3/4” PPR pipes (similar to PVC) wrapped in thick black EPDM insulation which carry the cold water from the chiller system to the individual air handlers in each cabin and the SuperSalon.
Above the Basement ceiling/SuperSalon floor we find more white sanitation hoses being installed. Left is the Vent box with the white being the vent for the Black Water tank in the Basement and the black hoses being vents for the fuel tanks.
On the right is the Fuel Fill box which also has the two white sanitation hoses for pumping out the Black Water and Gray Water tanks though most of the time we pump out our Black Water through the Sea Chests when far enough out at sea.
Up forward on the Port side of the Master Cabin Head/Shower we find more plumbing progress with the installation of the Hot and Cold domestic water manifolds with all these red handled PVC ball valves.
These ball valves also make the transition from 20mm/ 3/4” PPR pipe which are the primary supply lines bringing hot and cold water from their sources to the 15mm/ 5/8” PEX tubing which connect to each of the hot and cold water consumers; sinks, shower, toilet, bidet.
We also use the cold water manifold for the fresh water washdown pump in the Forepeak on the other side of this WT Bulkhead wall.
The black EPDM insulated line above the manifolds is the Domestic Hot Water DHW loop which runs the length of the boat to deliver hot water to every hot water consumer as soon as you turn on the tap eliminating the usual need to wait for the water coming out of the sink/shower tap to get hot and wasting a considerable amount of water in the process. Efficiency is one of our four primary design principles so we seek out every possible way to increase the efficiency of all systems on board these XPM boats.
Not always as visibly evident rest assured that Hilmi and his electrical team continue to install more wire trays and fill them with more and more nautical miles of gray AC and black DC wiring.
The black flex hose on his right is conduit for the wires which run up through the window frame mullions in the SuperSalon with other wiring in the horizontal white perforated trays just above the floor.
Looking up in front of where Hilmi is sitting you can see how he has also installed trays on the underside of these frames where the outer side decks run. Vent Box above.
More trays at the aft Starboard/Right side end of the Guest Cabin are starting to fill up with wires and clear water hoses at the bottom.
Moving aft to the Starboard/Right side “wing” of the Workshop alongside the Engine Room Enclosure wall Nihat and Uğur have wrestled the Day Tank aboard sporting its mounting tabs and ready to be test mounted to the WT Bulkhead at the far end.
Matching mounting tabs have been welded to the ER Enclosure wall and threaded bosses welded to the vertical T frames on the WT Bulkhead.
With the mounts installed and Day Tank successfully test mounted, Mummy and his insulation team can apply the thick AL foil overtop of the black EPDM insulation prior to installing the Day Tank and the AlucoBond panels.
One of the most eXciting projects this week is THIS! Uğur and Nihat started to fabricate the paravane A-Frames. As you might guess, the pipe on the right is the main “boom” and the two on the left will be the angled tension pipe that attaches to the tabs just below the end of the main boom.
Hopefully this rendering from our Paravane design testing phase will help more than confuse and give you a better sense of the components of the overall Paravane system.
** Important to note that this rendering shows the hinged A-Frames in both their “up” vertical stowed position and their “down” or deployed position. Similarly there are multiple images the one paravane, sometimes called “fish” or “birds” as we were analyzing different positions, depths and angles.
If these Paravane A-Frames look familiar to you it is likely because many commercial fishing boats use the same system and use them daily in truly eXtreme conditions to help keep their boat decks as stable as possible to enable them to work safely and at all in such conditions.
We went through many, many iterations of the whole system, particularly the rigging and the final design is considerably different than this early design with the green boom lift now going out to the end of the booms and the booms being extended to be over 7m/24’ long.
To the uninitiated the rigging may look a bit intimidating and complex but for us two sailors, and really to anyone after a few uses, it is a very simple and straightforward setup and we have simplified is MUCH more in the final design. I’ll go into those details in future posts as we install the Paravane rigging.
When deployed in the water, each paravane runs about 5m/16’ below the surface of the water and their shape is such that they “fly” through the water with a slight downward pull. When the boat rolls towards one of these “fish” they dive down lower and provide resistance when the boat tries to pull them back up.
Here is a close up of the outer end of the A-Frame boom with thick aluminium tabs and gussets let into the equally thick walled 10mm / 3/8” pipe which provide all the attachment points for lines and the angled pole of the A-Frame which you can see in the upper background. Once everything is all test fit to be just right every joint will be welded through.
Paravanes are somewhat similar to the pole a tightrope walker uses. Having one of these paravanes on each side provides two opposed points to help us remain “balanced” and goes a long ways towards countering any forces trying to roll the hull along her lengthwise axis when conditions warrant. While the forces within this system can be very high at times, one of the relationships you come to understand is that if a hull has lower initial stability, takes less force to cause it to roll, it takes equally less force to cancel out or resist this roll. As counterintuitive as it first sounds, lower initial stability is also a positive factor in terms of safety at sea and greater overall stability of a boat so these paravanes take advantage of this relationship to help keep the boat more level when Mother Nature is trying to cause her to roll.
At the other end of the A-Frames these bits of 25mm / 1” thick AL create the hinged attachment points connected to their matching 50mm / 2” thick other halves welded through the Rub Rails which transfer all the loads directly to the inner framework of the hull.
To be clear, active stabilizers reduce the roll to a greater degree when underway but they come at a “cost” in both complexity, drag, maintenance, fault tolerance and expense so for us former long distance sailors we think that passive paravanes will be a better fit for us and our use cases.
All yet to be confirmed by real world experience of course so stay tuned for that after we launch and start putting all these systems to the real test out at sea. We will extend these real world sea trials gathering data and experience once we start heading West across the Med and then crossing the Atlantic next summer. Such in person testing on multiple ocean crossings and other situations which will enable us to make much more informed decisions on the changes and improvements we want to make in the future including whether we would like to add active stabilization in the future. Stay tuned for much more of that.
Finishing up this Weekly Progress Update with the Cabinetry team they have been busy installing the grids for the walls in the Guest Cabin. You’ve seen the technique used in previous posts which is to glue solid wood spacer blocks through cut outs in the multi layered acoustic insulation to the underlying 5mm AL plate.
The lattice style wall grids are then glued and screwed to the ends of these wood spacer blocks. All the wood is thoroughly sealed with multiple coats of white epoxy paint and provide nice smooth non porous surfaces which are easy to keep clean and help with one of our other fundamental principles of low maintenance.
If you look closely on the inside of second horizontal grid off the floor you can see how the grid is also used to mount perforated trays to carry hoses, pipes and wires across the Cabins.
Omer continues this way working his way across the aft WT Bulkhead which isolates the Guest Cabin from the Workshop and ER.
He soon has the grid completed surrounding the WT door at the end of the corridor outside the Guest Cabin where you can enter the Port/Left wing of the Workshop.
Spinning around to look forward and diagonally across the Guest Cabin to the Starboard side Omer has picked up where he left off last week by mounting the grids where the Cabin transforms into the Galley cupboards with the stove and oven.
As we covered in last week’s update this transition and grid has aluminium stepped frames to span the offset area between where the Galley floor ends and the massive aft frame begins.
Zooming in on the far end to better see how the stepped grid as it clears the fuel hoses. The blue clamp is clamping the grid to the stepped aluminium frame hidden behind. If you look closely (click to enlarge any photo) at the upper right corner of the photo above, you can make out this outer 50mm/ 2” L bar.
That’s it for the week that was August 19 to 23, 2019 and all thanks to everyone on Team Möbius with an extra shout out to Yiğit for taking all these photos for your intrepid reporter who is now sailing past several of the worlds largest and most impressive “GigaYachts” (Super no longer applies) here in Sardinia including the Maltese Falcon, A and Dilbar. I’ll create a bit of a photo summary of these boats for you next week.
Ciao for now,
This is an advanced notice that I a going to start posting some new type of articles here on our Möbius.World blog which will be different from and in addition to the typical Weekly Update posts I do to cover the incredible work that Team Möbius does each week. I have previously posted some more technical articles like this about things like the overview of the the design and use case for our new boat and the one on Mr. Gee our Gardner 6LXB main engine and a few other such topics since we started this blog almost two years ago and with growing requests for these detailed technical explanatory type articles I will be doing my best to increase the frequency of these kinds of posts now..
These new articles will be different in that they will be “Tech Talks” where I can go into more detail on all the various systems on the XPM boats and explain my logic such as it is for the design of these systems, reasons for choosing the equipment we have and how these systems will be installed and maintained. I will do my best to make these “as Show & Tell” as possible with illustrations and diagrams, and possibly some video versions, but by their nature these will be more text based explanations compared to the more visual orientation of the Weekly Progress Updates. Hopefully it will be a good contrast and combination for you and if not I’m counting on you to let me know!
It is also my hope that by separating these more explanatory and detailed technical discussions from the more visual Show & Tell type of Weekly Progress Updates, you will be able to more easily chose what suites you best. And I hope those of you who are interested in these deep dives into the technical aspects of the XPM boats will chime in with your comments and questions to help me cover the topics you are most interested in and provide the Goldilocks not too much, not too little type of content that you would value and which will provoke more discussion for all of us.
Before I go any further and as I will likely repeat several times in the articles to follow, let me be very clear about the context and conditions of these articles:
- These are NOT recommendations on what YOU or any other boat owners should do or equipment you should buy.
- I am NOT suggesting that our choices are “the best” I merely hope to explain OUR (Christine and my) logic and why we believe that these are the Goldilocks “just right, just for us” choices in the design, installation and equipment aboard XPM78-01 Möbius.
- These articles are intended to generate lots of questions, suggestions, and ideas. Indeed this is the primary purpose and value of these articles, so don’t be shy! I only ask that you keep the above two notes in mind and of course keep the discussion respectful, polite and on topic.
- Please keep in mind that the overriding context for ALL these articles, choices and equipment selection is for an XPM style of boat and use case which is an eXtreme eXploration Passage Maker for a crew of two, typically a couple who want to be able to go to remote locations on all latitudes from polar to equatorial with equally eXtreme degrees of Safety, Comfort, Efficiency and low maintenance and where the boat will be their full time or primary home.
- I hope to learn as much as you do by writing these Tech Talks and more so by responding to your comments and provoking more good discussions. In doing so we can all contribute to the wealth of information and knowledge already out there for all of us to access and learn from.
- Unlike the Weekly Progress Update articles I will edit these Tech Talk posts over time as decisions or equipment changes and as I get more information along the way. For these posts there will be two dates for each one, the date it was first published and the date it was last updated/edited.
I will create some new tags for these different type of postings to make your future searches more productive and right now my intent is to write articles on most of the following primary systems and topics:
- AC SYSTEM
- DC SYSTEM
- Screens, Monitors, Displays
- DEPTH & SONAR
- Onboard Computers
- Portable Helm Station
- Maretron System
- Tank Levels
- Electrical status
- Boat Data Logging
- WiFi & CELLULAR
- Gardner main engine
- Nogva CPP servo gearbox
- Nogva CPP propeller
- Propulsion Controls
- Wet Exhaust
- Steering controls
- Hydraulic steering components
- Auto Pilot
- Jog Levers
- Steering Back ups
- Bow Thruster
- Flopper Stoppers
- Air Conditioning
- Engine Room venting
- Tanks, Filling & Venting
- Centrifuge Polishing (Alfa Laval)
- Hoses & Fittings
- Low volume
- High volume
FIRE & SAFETY
- Fire extinguishing systems
- Underwater maintenance
- Exterior Lighting
- All electric cooking
- Storage drawers & Garages
- Outside Galley & BBQ
ANCHORING & GROUND TACKLE
- Main anchor & Windlass
- Stern & Kedging anchor
- Ground Tackle
BOAT DESIGN & PERFORMANCE
- Hull Design
- Handling Characteristics
- Performance Expectations
Whew! Already a long list but if there are other large topics or systems you would like to have covered, please send me what you think I’ve missed in the “Join the Discussion” box below and I’ll do my best to add these to the list and cover as time permits.
And please note that this is NOT a promise that I will be able to write about all of the above or at least to do so fully but it is my intent to cover as many of these topics as fully as I can in all my “spare time” during the building of mv Möbius.
And NO I am NOT interested in or trying to write a book! We already have an author onboard who writes best selling books, also known by her nom de plume Christine Kling and aka Captain Christine and my Beautiful Bride so we’ve got the book writing aspect covered eXtremely well already thanks.
Looking forward to writing these Tech Talk articles and getting your suggestions and ideas as these new discussions begin.