The planned method of preventing lateral movement of the beams is the installation of a S/S pin through the beam and trough. The trough sides have been built with the required reinforcing pads for the S/S pins but the holes have not been drilled and the pins have not been fitted because they are considered, by the builders, to be a potential source of leaks. The following method has been used instead:
Hardwood blocks have been bolted and epoxy-bonded to the under side of the beams and these blocks fit against the hardwood supporting blocks at each end of the beam-trough, thus preventing lateral movement of the beam.
Other than this, the main beams and troughs are made according to plan and the mounting method, using rope lashings, is as per plans
 

The original plan for the area between the hulls aft of the cockpit is to have a plywood ramp to one side and the remainder as netting. On "Touch Wood" the ramp is a netted aluminium frame in the centre and the remaining area is a slatted wooden deck.
The tillers have been shortened and the tie-bar has been moved further aft. The aft deck area is therefore more "usable".
The aft netting beam is 5in. (120mm) dia. aluminium tube.

 

The cockpit has a 2m x 55cm. seat aft (big enough for a berth), the back of which has stowage lockers for 4 fenders. Under this seat is the gas locker and stowage for spare fuel for the Outboard engine etc. The floor area is 2m x 1.3m and has stowage bins to port and stbd. The forward bulkhead has been re-designed and has panels for access to wiring etc. The wheel is immediately to stbd. of the main mast and Engine panels and morse controls to stbd. of the wheel. On the port side is a companionway to a pilot berth (see below) and a locker for flares.
A removable "pod" comprising a pilot berth and windscreen forms the "front" of the cockpit.
The aft seat has a full width "pram hood" type awning, attached to which is a two piece awning which can be extended to the windscreen, port and/or stbd. thus creating a Bimini. Removable side pieces create a totally enclosed cockpit.
 

The engines are installed in boxes on each side of the centre-deck area. These box structures also contain the fuel tanks and stowage for spare fuel, oil etc. Each propellor shaft is connected to the gearbox via an "Aquadrive" coupling mounted in a static universal joint which enables the prop shaft to be raised and lowered. Two S/S wire stays hold the propshaft in its correct position when lowered and a S/S strut "locks" it down. Two ropes running forward to inside the cockpit raise, lower and lock each propshaft via rope clutches mounted port and stbd.
 

The centre-deck structure fits between the engine boxes. It has a solid floor, not slatted. At the forward end is a large locker intended for stowage of jerry cans for fresh water.
At the aft end, under the "Pod" (see cockpit area), are access doors to the battery compartments.
 

To the original tabernacle assembly has been added an extra bow roller on either side* which extend aft into troughs either side of the mast and then in to deep "anchor/chain/rope" lockers. Immediately aft of each anchor roller is a "samson post".
A 1000w. Lofrans electric windlass is fitted in the original planned position.

*This actually creates three bow rollers but the centre one is not used.
 

The planned Forestay Bridle and triangular safety nets have not been fitted. Instead, the forestay attaches to a 5in. (120mm) dia. aluminium netting beam which is fitted across the bows. This beam is stiffened by a "seagull striker" and S/S jackstay (a similar installation can be seen on most modern catamarans). Two smaller aluminium beams are fitted between this beam and the first main beam immediately either side of the anchoring position. Bow nets are fitted each side of these small beams to fill the space between the forward netting beam, the first main beam and the hull.
 

The "Fore-mainsail" (ie. the sail set on the foremast) is rigged with a loose-footed boom made of 2in. (50mm) dia aluminium tube (the original design uses a two-sheet system to achieve correct tensioning of the sail). The clew is outhauled to the end of the boom and the sheets are attached to the clew by a rope "ring" around the boom, therefore the boom is only under tension from the outhaul.