jornal westlawn

8/6/2019 Jornal Westlawn

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Volume 5, Issue 2 June 201

Inside This Issue

Volume 5, Issue 2

The Masthead

RINA Accreditation Pg. 1

Message from ABYC Pres. Pg. 2

K & J Wood Scholarships Pg. 3

The Efficient Powerboat 2 Pg. 5

Westlawn in Y a c h t i n g Pg. 8

Westlawn Profiles

Robert Miller Pg. 9

Westlawn, SSCD,

P la n i m e t e r &Ma s t h e a d Pg. 11

Splashes Pg.12

First Annual Maine Meet Pg. 13Know It All Answer Pg. 14

We Get Mail

Hybrid Feedback Pg. 16

News & Views Pg. 18

Know It All Question Pg. 19

ABYC Tech Notes

Nav Lights Pg. 20

MLC Labor Pains Pg. 21

Rebirth ofI d a M ay Pg.25

The Lighter Side Pg. 29

Bill Garden, In Memoriam Pg. 30

Book Sale Pg. 32

Classes & Training Links Pg. 33

Archives Pg.36

Westlawn Information Pg. 36

Inside This Issue

I f y o u a r e n o t a l r e ad y a

s u b s c r i b e r ,

Cl i ck H e r e T o S i g n U p F o r Ou r

F r e e Em a i l Jo u r n a l a n d r e c e iv e y o u r v e r y o w n c o p y

n e x t t i m e .

Westlawn is a not-for-profiteducational affiliate of:

ABYC is Your Source for Boatbuild-

ing Standards and Resource Materials.

Click Here for the

ABYC Website

I f y o u a r e n o t a l r e a d y a n A B Y C

m e m b e r , y o u s h o u l d b e .

Cl i c k H e r e f o r i n f o r m a t i o n o n

m e m b e r s h i p b e n e f it s

The Journal of the Westlawn Institute of Marine Technology

Adding to Westlawns Long-Standing DETC

Accreditation Offers International Recognitioof Westlawns Program

Yachting Magazine May 2011 Features Article on

Westlawn Institute - Page 8

The Royal Institution of NavalArchitects (RINA), an interna-tional organization representingnaval architects in over 90 coun-tries has accredited the WestlawnInstitute of Marine TechnologysYacht & Boat Design Program.

Both organizations exist to promote and enhance knowledge and understand

ing of naval architecture and boatbuilding and to serve the needs of the mariindustry. Their goals are to assist their members or students to design, supervise, construct, manage, or repair boats or ships of the highest quality. West-lawn has been training boat designers for over eighty years and RINA has beeserving naval architects and the marine industry for over 150 years demonsting truly long-term commitments to their goals.

Universities and training providers whose academic and professional coursesprovide the knowledge and understanding which underpin the professionalskills required by those involved in the design and construction of maritime vsels and structures may apply to have their course accredited by the Royal Intution of Naval Architects.

The Institution assesses such courses against the standards required for fullmembership of the Institution. It considers the content of thecourse for its scope and applicability to the design and con- Continued pag

Kathy & Jerry Wood Foundation Make 2nd Annual

Contribution to Westlawn Scholarship Fund!

Largest Scholarships in Westlawn History!! - Page 3
http://visitor.constantcontact.com/manage/optin/ea?v=001D6Rc9wl0agtBgFsYya16WA%3D%3Dhttp://visitor.constantcontact.com/manage/optin/ea?v=001D6Rc9wl0agtBgFsYya16WA%3D%3Dhttp://abycinc.org/http://abycinc.org/http://abycinc.org/http://abycinc.org/https://www.abycinc.org/commerce/memberApplicationForm.cfmhttp://visitor.constantcontact.com/manage/optin/ea?v=001D6Rc9wl0agtBgFsYya16WA%3D%3Dhttps://www.abycinc.org/commerce/memberApplicationForm.cfmhttp://abycinc.org/http://www.rina.org.uk/http://www.westlawn.edu/


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June 2011 Page 2

ABYC

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Benefits of MembershipWouldyouliketo:

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ewMemberBenefit:ABYCmemberscannowjoinBoatU.S.ata50%discountonannualBoatU.S.duesplusreceivema

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oatU.S.providesavastnumberofbenefitsandservices,informationandsavings,someofwhichinclude:

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AnothermajorbenefitofmembershipisFREEstandardsbasedtechnicalassistancefromtheexperiencedABYCstaff.

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ationthatpridesitselfonitsservicetomembersandsafetystandardsforthemarineindustry.

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June 2011 Page 3

The Kathy & Jerry Wood Foundation Provides Generous Financial Support

The Westlawn Institute of Marine Technology is

pleased to announce that we have received the sec-nd years donations for the most substantial grantnd scholarship program the school has ever offered!or qualifying U.S. students, tuition will be effectivelyeduced to levels last seen in thearly 1980s!

ll the funds donated by the Woodoundation for 2010, were ex-ended in scholarships and grantsor students before the end of the

ear under the terms of the donation. Were lookingorward to assisting more students again this year.

his program has been made possible by the generousupport of theKathy & Jerry Wood Foundation, whichas committed to donating $90,000, at $30,000 perear for three years (2010, 2011 and 2012), to provideuition assistance for all Westlawn students who areligible. Grants and scholarships will be available untilhe donated funds are expended for a given year.

Mr. Jerry Wood dedicated much of his life to the sup-ort of boating and education. In fact, he establishedhe Annapolis Sailing School in 1959, which soon be-ame the largest commercial sailing school in thenited States. With his wife Kathy, he went on to cre-te the first in-the-water all-sailboat show, which revo-

utionized boat shows, and lead Kathy and Jerry to cre-te the United States Powerboat Showalso in Anna-olistwo years later. Over the years, the Woods busi-esses have employed over 3,000 young people andoung adults helping to train and mentor them to pre-are to move out into the world to become well-ounded mature individuals.

Westlawns parent company is The American Boat &acht Council (ABYC) based in Annapolis, MD. ABYCeadquarters is within walking distance of the Annapo-s Boat Show and is even closer to Kathy and Jerrysormer Annapolis home.

The connections between Westlawn Institute andBYC and the history and goals of Kathy and Jerry

Wood, are remarkable, said Sallie Hamrick, Presidentf the Kathy and Jerry Wood Foundation. Not only are

both organizations dedicated to boating and educat

but also to enhancing boating safety and to encouraing our nations youth to pursue the enjoyment of boing and careers in the boating industry. We are partilarly touched that Jerry and Kathy will continue to se

the boating community by helpistudents learn to design boats ayachts that will be joyfully used generations to come.

Westlawn is extremely gratefulthe Kathy and Jerry Wood Found

tion, noted Westlawn director Dave Gerr. The schoships and grants the Wood Foundation are makingpossible will be a tremendous help to our students,and its even more satisfying to know that well be ctinuing the tradition that Kathy and Jerry Wood estalished both assisting in education and in supportingboating.

ABYCs president, Skip Burdon, was instrumental inmaking the connections that resulted in this invaluasupport, continued Gerr. Its a perfect example of

how important it is to be part of ABYC, and of the decommitment that ABYC has to boating education anstandards.

For U.S. Citizens OnlyUnder the terms of the funding, the Kathy and JerryWoods grants and scholarships can be awarded to Ucitizens only.

Grants for Newly Enrolling Students:All students, who are U.S. citizens, who meet Westlaadmission requirements, will be eligible for a $1,500grant toward their tuition in Module 1 in the full Yach& Boat Design Program, or toward the tuition for theElements of Technical Boat Design course.

Regular tuition for one module (U.S. students, 2011$2,800. Students enrolling with a $1,500 Wood Foudation grant may either pay the entire tuition balancof $1,300, or they may elect to enroll under the zerointerest monthly payment plan as follows:

$690 initial payment followed by 10 monthly pay-ments of $61.00 per month.
http://kjwfoundation.org/kjw.htmlhttp://kjwfoundation.org/kjw.htmlhttp://kjwfoundation.org/kjw.htmlhttp://kjwfoundation.org/kjw.htmlhttp://kjwfoundation.org/kjw.html


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June 2011 Page 4Wood Foundation Scholarship continued . . .

cholarships will be awarded to current students, whore U.S. citizens, who are enrolling in the next modulef study at Westlawn. Students with a GPA of 90% origher will receive a $1,500 scholarship toward theuition of their next module, upon enrollment in that

module.

egular tuition for one module (U.S. students, 2011) is2,800. Students enrolling with a $1,500 Wood-oundation academic scholarship may either pay thealance of $1,300, or they may elect to enroll underhe zero-interest monthly payment plan as follows:

690 initial payment followed by 10 monthly pay-ments of $61.00 per month.

cholarships will be awarded to current students, whore U.S. citizens, who are enrolling in the next modulef study at Westlawn. Students with a GPA between5% and 89% will receive a $1,000 scholarship toward

he tuition of their next module, upon enrollment in

that module.

Students enrolling with a $1,000 Wood-Foundationacademic scholarship may either pay the balance of$1,800, or they may elect to enroll under the zero-interest monthly payment plan as follows:

$690 initial payment followed by 10 monthly pay-ments of $111.00 per month.

All tuition payment amounts and terms will be ad-justed to reflect any change in tuition applicable tonew enrollments.

The scholarships granted for academic achievementwith a GPA will be the Wood Scholarships, and therecipients will be known as Wood Scholars.

Scholarships and grants from funds donated by theWood Foundation may not be applied retroactively,and may only be awarded for enrollments that occuafter June 21, 2011.

Contact Patti Schulte, student services coordinator, apply for the Wood Grants and Scholarships:[email protected]/Hargrave Grants for InternationalStudents

hrough the generous support of ABYC and of Hargraveustom Yachts, students who are not U.S. citizens cannroll using the ABYC/Hargrave scholarship, with grantsf $250 for each module until the funds are expended.

e sure to specifically request the ABYC/Hargrave Schol-rship on your enrollment forms.

FREEAutoCAD, Deep Student Discounts Software & Drafting Supplies

Westlawn has arranged for FREE student AutoCAD andfor deep discounts on Orca3D and Rhino packages, aswell as for discounts on MaxSuf and ProSurf. General ppose software is also available at academic discounts.

Be sure to refer to the Westlawn student forum for complete details to take advantage of these substantial saings.

truction of maritime vessels and structures. It also considers the methods and quality of delivery of the course, anhe output standards set for successful completion of the course.

he Institution considers that the Yacht & Boat Design Program provided by Westlawn Institute of Marine Technolomeets these standards, and therefore provides good preparation for those who wish to practice of yacht and boat

esign and construction.

INA Chief Executive, Trevor Blakeley, stated, Westlawn Institute of Marine Technology has a well deserved internonal reputation for its programmes, and it is a pleasure for the Royal Institution of Naval Architects as an internaonal professional society to accredit its Yacht & Boat Design Course.

RINA is one of the foremost organizations dedicated to enhancing the art and science of naval architecture, saidWestlawn Institute director Dave Gerr. Its an honor to have Westlawn Institutes Yacht & Boat Design Program acredited by RINA. Not only does this recognize the breadth and quality of the Westlawn program, but adding RINAccreditation to our long-standing DETC accreditation provides our students and alumni with an additional interna-

onal confirmation of the marine industrys broad acceptance of Westlawn Institute training.

RINA Accreditation Continued from page 1
mailto:[email protected]:[email protected]


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n theprevious issue we looked at the fuel consumptionand range of early offshore powerboats, and began our

xamination of powerboat efficiency, by using transport effi-iency and miles per gallon to compare boats. We saw howonger more slender hulls could be moved farther faster forhe same amount of fuel. Comparing different hull formsormalized for displacement, we also saw that driving boatst lower speed/

ength ratios alsomproved effi-iency. Well con-lude our discus-ion of powerboatfficiency here by

ooking at the ef-ect of improvingropulsion ma-hinery and also

t the effect thatverall size has onfficiency. Welllso consider howfficient slenderull forms affecteakeeping, com-ort, and accom-

modations.

Diameter Propellersaking our 67-foot Ironheart, we can get an idea what addi-

onal performance can be garnered from increasing propel-

ler diameter, which means reducing shaft rpm. If we as-sume a standard 3:1 gear on Ironhearts 419-hp engine,wed find a 4-blade propeller of 40-in. diameter by 36-in.pitch, for an approximate propeller efficiency of 65%, If wcould install a larger 5:1 reduction gear (and a much largpropeller) we could then install a 56-in. diameter by 67-inpitch 3 blade, with an approximate efficiency of 73%. The

reduction inhorsepower frothe increase inefficiency can bfound from:

Resulting HP =original HP xstandard

efficiency neefficiency

In this case, 0.6

0.73 = 0.8989%

Accordingly,where we need113 hp for 13.knots, we wou

only need 101 hp; and for 16.9 knots we would require 3hp rather than 419. Obviously, this would increase transpefficiency and thus fuel economy.

June 2011 Page 5

What Efficiency Means, How It Can Save Money and How it Makes for Better BoatsBy Dave Gerr, Dave Gerr, 2011

Summer Moon II82-ft. Voyaging Motorcruiser

Summer Moon II82-ft. Voyaging Motorcruiser
http://www.westlawn.edu/news/Masthead17/index.htmlhttp://www.westlawn.edu/news/Masthead17/index.htmlhttp://www.westlawn.edu/news/Masthead17/index.html


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Note that this larger-ropeller-diameterain applies for boats

n the semi-planingpeed range andelow. At high-planingpeed, smalleriameter and higheritch (given sufficientlade area to absorbhrust) are morefficient.

As good as long slen-er hulls are at beingfficient they offer stillnother advantagehey are better sea-

oats. Long slenderulls can be driven faster in

more elevated sea states thanwider shorter craft. Slamming

nd pounding are much re-uced, which in turn makesor greater comfort, betterrew performance, and loweroads on the hull, machinery,nd gear. This critical consid-ration is often overlooked invaluating the advantage of

lender hulls. It shouldnt be.

One of the drawbacks to slen-er hulls is working in com-ortable accommodations.ou can see the arrangementf the very slender Ironheartisreatly controlled byhe limited beam.hough there are sub-tantial gains to be

ad in efficiency goinghis thinas you canee from the perform-nce tables (previous

ssue)you can stillain considerable ad-antages from even

moderately slenderulls. Imagine and

Peregrine are two ex-mples. They have

quite comfortable agenerally what wethink of as normalarrangement plans

In larger boats, itseasier to work in accommodations inquite sender hulls. Tdrawings ofSummeMoon II, show just hcomfortable the ar-rangement can be an 82-footer, with alength-to-beam ratiof 4.5:1.

Larger Boats areMore EfficientIn order to keep th

boat comparison tables frogrowing too large and com-plex, I did not include a normalizedSummer Moon II.This, however gives us an oportunity to look at anotheraspect of transport efficienSimply being larger makesgreater transport efficiency

Summer Moon II is 82 ft.

in. LOA, 72 ft. 11 in. DWL17 ft. 0 in. beam, 16 ft. in. BWL, and 137,400 lb.displacement. This gives a ratio of 158 and a length-tobeam ratio of 4.5 on the waterline. Maximum hull speeis 14.6 knots (SL 1.71), driv

by a single 720-hpdiesel. At 12-knotcruise transport effciency is 15.5high

than any of the othenormalized boats aany speed. Even ifmodified to run semplaning at 16.9 knotransport efficiencywould still be 6.5again higher than aof the other normaized boats (see tabprevious issue).

This is the reason tlarger and larger

June 2011 Page 6The Efficient Powerboat Part 2 continued

Ironheart66-ft. Voyaging Motorcruiser

Imagine57-ft. Voyaging Motorcruiser

The Motorsailing OptionIt wouldnt do to talk about efficiency and fuel economywithout considering the motorsailing option. Ironheartstwo masts (see drawing, previous issue) are intended fordinghy launching, steadying sails, flopper stoppers andparavanes, and for real motorsailing. The short rig thatcan be set will allow Ironheartto sail moderately wellfrom a close reach on down. With some sail up, theengine can be throttled well back to achieve the samespeed as without the wind-power boost. Fuel savings and

increased range can be immense.

Another advantage to being able to motorsail is thatshould the engine shut down completely offshoreyoucan still make progress and maneuver under sail alone.

Youll be able to take care of yourself rather than havingto call for help.
http://www.westlawn.edu/news/Masthead17/index.html#/6/http://www.westlawn.edu/news/Masthead17/index.html#/6/http://www.westlawn.edu/news/Masthead17/index.html#/6/http://www.westlawn.edu/news/Masthead17/index.html#/6/http://www.westlawn.edu/news/Masthead17/index.html#/6/http://www.westlawn.edu/news/Masthead17/index.html#/6/


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argo ships and tank-rs are economicallyttractive. The biggerhe vessel the higherhe transport effi-iency. If we scaledummer Moon II up to00 feet LOA super-

anker size, she wouldisplace 80,500 tonsn an 800-foot water-ne. Because the wa-erline is so long, we

would only need torive this supertankerummer Moon II at anL ratio of 1 be-ausewith suchlong waterline

his still gives 28nots. (Slower is

more efficient,nd 28 knots isaster than nor-

mal for cargoransport.) Power

would be around5,000 hp. Theesulting trans-ort efficiency:89! Yes, simply

y scalingSum-mer Moon II up touper giant size.Naturally,Sum-

mer Moon II isnthe right propor-ons for a super-anker, but itshe principle thatounts here.) Ofourse, compare anyessels of the same

ize (displacement)nd were right backo the three underlyingfficiency drivers: go-

ng slower, longermore sender hulls,

fficient propulsionackage.

ummer Moon II isoth a relatively largeoat and is long slen-

er, and light, and istted with a deep re-

duction gear for alarge-diameter, slowturning prop. With5,840 gallons of diesel, she has a range14 knots of 2,000miles. At 9 knots,Summer Moon II isnon-stop transpacifcapable, with a ranof 5,500 nauticalmiles, plus a 10% rserve.

The Problem withDockage and StoraFeesOne of the unftunate problem

with long slendhulls is that al-most the entirboating industcharges for bobased on lengtnot on their resize, which istheir displace-ment. If onlydockage and sage was calcu

lated based ondisplacement tons not lengthfeet. Using tonall of our normized exampleboats from 4567 feet LOA,would pay thesame storage

fees. Insteadasthings arethe muc

more economicallonger slender boatare penalized by paing higher storage dto their greater lengThis is a real shameand something thatthe boating industryought to address toencourage more efcient boats.

Tons may be too astract a number to


Iron Kyle45-ft. Tug Yacht

Peregrine45-ft. Ultra-Shoal Motorcruiser

Narrow Boats Do Not MeanTender BoatsOne of the common misconceptions about slender hulls is that they are necessar-ily tender and deep rollers. In fact, this was a difficulty experienced aboard theearly, slender offshore powerboats of the 1907-era Bermuda race we discussedlast issue. It absolutely does not have to be that way and shouldnt be if the de-signer knows his or her business.

The belief that narrow boats are rollers is so pervasive that the builder of one ofthe boats weve used for an example here simply couldnt imagine that that ves-sel would be workable. He was astonished when the boat not only floated exactlyon its lines but was moderately stiff as well.

The key is that the stability characteristics have to be worked out from the earlystages in design so that roll time in seconds is equal to between 1 and 1.1 timesthe beam in meters, or a bit less. Roll time is governed by metacentric height(GM), which in turn in controlled by the moment of inertia of the waterplane andthe relationship of the vertical center of gravity (VCG) to the waterplane. These arestandard naval-architecture calculations. (See theDecember 2007 issue of TheMasthead, for complete details on these calculations.) Theres no reason not toget roll characteristics right on every design, slender or beamy.
http://www.westlawn.edu/news/WestlawnMasthead04_Dec07.pdfhttp://www.westlawn.edu/news/WestlawnMasthead04_Dec07.pdfhttp://www.westlawn.edu/news/WestlawnMasthead04_Dec07.pdfhttp://www.westlawn.edu/news/WestlawnMasthead04_Dec07.pdfhttp://www.westlawn.edu/news/WestlawnMasthead04_Dec07.pdfhttp://www.westlawn.edu/news/WestlawnMasthead04_Dec07.pdfhttp://www.westlawn.edu/news/WestlawnMasthead04_Dec07.pdf


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ractical. After all, how is a yard to check on the tonnagegure you supply them with? Ive long proposed that dock-ge and storage be based on simply 3.5 times beam. Forur three example boats (normalized) this would give bill-ble dockage lengths as:

I cant think of any single change in the boating industry twould effectively result in more efficient hulls than this onIf enough people realize that increasing fuel economy iscritical to the future of boating, perhaps it will happen. Infact, it could happen if the larger industry associations(NMMA, ABYC, ABBRA, NAMS, Boat/US, SAMS, etc.) allagreed together it was in the best interest of the future ofboating and collectively worked for this change.

BOAT NAME LOA, ft. Beam, ft.3.5-BeamDockageLength

Iron Kyle (n) 43.42 13.00 45.5

Imagine (n) 51.17 13.17 46.1

Peregrine (n) 51.72 14.88 52.1

Ironheart 67.00 11.00 38.5


Jet Drives and EfficiencyClients often ask me about the efficiency of jet drives. The short answer is that jets are usually (not always) less efficienhan propellers. Remember that the larger the propeller diameter and the slower the RPMs the more efficient the prop

sion on displacement to semi-planing boats. Jets by their very nature have limited impeller diameter and limitedsmallish) intake and outlet diameters. The fundamental laws of physics mean thatat low to moderate speedsjets w

always be at least somewhat less efficient than a properly sized propeller.

As boat speeds increase, the appendage drag of the propeller, shaft, strut, and rudderthe running gearincreases geometrically. Albert Hickman (the inventor of the Hickman Sea Sled and of the surface drive) said, The resistance of wateat 60 knots is the same as the resistance of hard cheese at 3 knots. He was right. This is why he came up with the surace driveto reduce the drag from running gear at high speed.

ets accomplish this same thing. As speeds approach 25 to 30 knotseven though the actual thrust delivered from the

s less than a comparable propthe reduced appendage drag compensates. From 25 to 30 knots you will loose some eciency with properly proportioned jets but not too much. As speed increase over 35 knots, the reduction in appendagedrag can make jets net out more efficient than props. This holds up to around 60 knots, where the surface drive is geneally more efficient than jets or standard propellers.

ets offer other advantages: shallow draft and extreme maneuverability. It can make good sense where these to featureare primary mission goals to go with jets even in the 22- to 28-knot range. The modest loss in efficiency may be worth-while. At higher speed there should be little loss, and at high speed an actual gain.

n recognition of eighty years of training successful boat designers, Yachtingmagazine has run a feaure story on Westlawn Institute in its May 2011 issue. Written by Westlawn graduate and Yachtingditor at large, Jay Coyle, the story recounts the history of the school and explores the success of itslumni.

If you are a boat owner, theres a good chance that a Westlawn graduate had something to do

with your boats design. The list of alumni reads like a whos who of yacht design. Graduates of

this home study course have played a major role in shaping the sport, and some very dedicated

designers have played an important role in shaping Westlawn . . .

ClickHERE to read the full article online.
http://www.westlawn.edu/news/Yachting2011.pdfhttp://www.westlawn.edu/news/Yachting2011.pdfhttp://www.westlawn.edu/news/Yachting2011.pdf


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June 2011 Page 9

I

tsfairlywellknowthatGerald

TaylorWhitefoundedWestlawn

in1930,assistedbyhissecretary

andofficemanagerEveS.Nelson.

Littleoveradecadelater,Robert

Millercameaboardasaninstruc

toratthethenWestlawnSchoolof

YachtDesignandmadeimportant

contributionstotheschoolandits

curriculum.

Robert(Bob)Millerandhistwin

brotherAlbertwereborninDolge

ille,NewYorkonNovember9,1911.In1930,Miller

nlistedinandservedthreeyearswiththeUSArmyBand

fthe15thCoastArtilleryatFortKamehamela,Hawaii.

eenteredtheArmyplayingfourinstruments:piano,

iolin,saxophone,andclarinet.Overthenextthreeyears,

elearnedtoplaythetrumpet,slidetrombone,bassoon,

boeandHawaiianguitar.Atsomepoint,healsolearned

oplay

the

organ

and

mandolin.

Because

of

the

return

of

noldillness,Bobwashonorablydischargedfromthe

rmy,atwhichtimehereturnedtoUticatoorganizeand

edBobMillersBlackandGoldOrchestra,whichwasac

veintheUticaareaforaboutfiveyears.

DiscoveringtheWest

lawnSchoolofYacht

Design(nowthe

WestlawnInstituteof

MarineTechnology),

Millerenrolledinthe

distancelearning

course,andcom

pletedthebasiccur

riculumin1939.In

August1941,he

graduatedfromthe

WestlawnAdvanced

YachtDesigning

Course.

ShortlyaftercompletingthebasicWestlawncoursein

1939,Miller

was

hired

as

anaval

architect

at

Wheeler

ShipYardinBrooklyn,NewYork.Hemarriedhiswife,

Dorothythesameyear,andlivedinMontville,NJ (whe

Westlawnwasbasedatthetime),until1942.Hereturn

againtoUtica,NYandworkedthefamilyfarmuntil194

Fromthere,hemovedtoTomsRiver,NJwithhiswifea

threedaughtersandrejoinedthemarineindustrywork

ingatHubertS.JohnsonBoatWorksinBayHead,NJ.

MillerworkedasaninstructoratWestlawn,andreview

his

notebooks

shows

that

he

created

several

of

the

graphsandchartsstudentsstillfindinsomeofthecou

One of the Team Who Helped Mold Westlawn

RobertMiller

WestlawnsOldLogoonaPlaque

Carvedby

Robert

Miller

34ft.CruisingRacingSloopDesignbyMiller


10/36

June 2011 Page 10

material.YoucanseetheoriginalversionofSkenesRud

erchartandKeithsPropellercharttakenfromMillers

riginalnotebooksastwoexamples.Hisnotebooksare

ammedwithformulasandreferencesrelatedtoboats.

ManyoftheseareorwerepartoftheWestlawncourse

material.Itsalsonotwellknowthatforabriefperiod,

Westlawnhadsometraditional,onsiteclassesinMot

ille,New

Jersey.

Miller

was

one

of

the

primary

instruc

ors.

Duringthe1950sthroughearly1960s,

Millerworkedforthenavalarchitec

urefirmofThomasD.BowesAssoci

teslocatedinPhiladelphia,PA.From

here,Millerbecameaninstructor

eachingcoursesinboatdesign,draft

ng,andrelatedmathintheOcean

ndMonmouth

County,

NJ,

vocational

choolsystems,inadditiontodoing

marineconsultingandboatsurveys.

Duringthistime,Bobcontinuedto

workasanindependentdesignerpub

shingseveraldesigns.

n1972,Millerretiredtoenjoysailing

nBarnegatBay,NJandtodevote

imselftohislifelongpassionofcarv

ng.His

carving

media

was

mostly

a

widevarietyofwoodsandexoticwoodveneers,buthe

alsocarvedinivory,animalbone,andsoapstone.His

carvingsnumberednearly400creations,including4

chesssetsandboards,3wallmurals,5coatsofarms,

plaques,figureheads,birds,animals,flowers,people,

figurines,scrimshaw,jewelry,Christmastreeornamen

andmore.HisfinalmajorcarvingwasthatofLeonardo

VincisLastSupper.Hisstylewasvaried,andheoften

inlaidandintegratedthecolorshadingsandtextureso

differentwood

species

to

achieve

interesting

effects.

H

alsocarveditemsinreliefandintaglio.Anumberofhis

Westlawn / Profiles Robert Miller Continued

Millers1941WestlawnDiploma

KeithsPropellerChart,PreparedbyBobMiller

SkenesRudderChart,PreparedbyBobMiller


11/36

June 2011 Page 11

arvingswereenteredintoAmericanandCanadianwood

carvingcompetitionsandwonintheircategories.

obertMillerdiedOctober22,1987.Hisboatplanswere

onatedtotheShipsPlansCollectionattheMysticSea

portMuseum.Hismarinereferencebooks,Westlawna

SSCDrelateditems,andtwocarvedplaqueswithlogos

associatedwithWestlawnandSSCDweredonatedtot

WestlawnInstituteofMarineTechnology.

Westlawn / Profiles Robert Miller Continued

In1949,theSocietyofSmallCraftDesigners(SSCD)wasfoundedbyagroupofdedicatedsmallcraftnavalarchitectsworkingwithGerryWhite,Westlawnspresident.Infact,SSCDwasanoffshootofWest

awn,withGerryWhiteholdingthepositionofSSCDchairmanduring

heearlyyears,andwithheadquartersinWestlawnsoffice.SSCDwas

veryactiveinarrangingfrequentmeetingsofitsmembersandinpub

ishingitsregularjournal,ThePlanimeter.RobertMillerwasone

hreemembersoftheBoardofGovernorsofSSCD.Duringitsfiftyplus

yearsofpublication,ThePlanimeterfeaturedover300articlesonboat

design,constructionandmarinetechnology.Aselectionofthesearti

cleswascollectedintothebookProblemsinSmallBoatDesign,Se

ectedPapersbyMembersofTheSocietyofSmallCraftDesigners,

SheridanHouse,NewYork,NY,1959.

By2002aftermorethanfiftyyearsofsuccessfuloperationSSCD

hadgraduallyslowedtoinactivity.OwnershipofSSCD(whichhadbe

comeindependent

overtheyears)was

returnedtoWest

lawnin

2005,

in

cludingallSSCDs

intellectualpropertyandthecompletelibraryofallbackissues

ThePlanimeter.Perhapsmostimportant,TheMastheadyouar

readingnowisthemodernversionoftheSSCDPlanimeter.In

fact,TheMastheadisThePlanimeter.Thenamewaschangedtreflectthatthefactthatinthiscomputerageplanimetersa

nolongerthecentraltooltheyoncewere.ThegoalofTheMas

headremainsthesame;however,toeducateandshareinform

tionandideasaboutboatsandboatdesign.ThisispartofWes

lawns

and

its

parent

company

(ABYCs)

mission

to

enhance

andisseminateboatingknowledge.TheMastheadhelpsfulfillthis

missionandcarriesonthefinetraditionbegunbyGerryWhite

BobMillerandSSCD.

ThelistofSSCDmembersandPlanimetercontributorsincludes

dozensofthepreeminentnamesinboatdesign:BillGarden,

LindsayLord,JohnKingdon,ThomasColvin,SamRabl,Charles

Wittholz,JohnAmmerman,DavidMartin,JosephKoelbel,AlM

son,GeorgeMeese,JayBenford,EdwardFry,ArthurEdmunds,

KenHankinson,DavidBeach,DanielSavitsky,BillStadeland

manymore.

SSCDLogoPlaque

Carvedby

Robert

Miller

Westlawn, SSCD, The Planimeterand The Masthead


12/36

June 2011 Page 12

:urn Yacht Design, in collaboration with Samoset Boatworks, is pleasedo announce the debut of their latest creation, the Marblehead 22 DSingle-line sailing at its finest.

bove the waterline, the Marblehead 22 appears as a true classic: a nar-ow-beamed hull accented by a plumb stem, sweeping sheer, counterransom and varnished coaming boards. Below the water shes all per-ormance. A fine entry gracefully transitions to a powerful mid-sectionhat finishes with just enough rocker to bring the sea peacefully back

ogether. The low center of gravity and efficient lift of the bulb keel com-ined with the balanced spade rudder contribute to the Marblehead 22sbility to effortlessly climb to weather.

he weather deck is open and uncluttered, featuring wide, flat surfacesround the cockpit to comfortably accommodate several crewmembers.ontrol lines from the North mainsail are all led to the middle of theockpit where either the helmsman or crew can adjust the mainsheet,unningham or outhaul (a.k.a. snotter to wishboom traditionalists). The5-pound, Hall Spars, carbon-fiber, un-stayed rig is designed to work innison with the sail to provide power in the light air, while bending off topen the leach and reduce power in the gusts, keeping the boat at anptimal heel angle for a smooth, comfortable, fast sailing experi-nce. The 11 9 of usable cockpit space is nestled between lockers aftnd a small cuddy forward for stowing gear.

peed, stability, and good looks combine to ensure hours of pleasure onhe water, by oneself, or with a crowd.

OA 22 - 9WL 18 - 8eam 6 10raft 3 5 isplacement 2300 lbs

ail Area 271 ft2hotos Courtesy of Billy Blackhotography

oug Zurn

ZurnYachtDesignront Street

Marblehead, MA 01945 USAwww.zurnyachts.com

[email protected] - doug.zurn

el - 781-639-0678
http://www.zurnyachts.com/mailto:[email protected]:[email protected]://www.zurnyachts.com/


13/36

SignUpNow!

Students,alumni

and

friends,

JoinusforthefirstannualMaineMeet,atthe

Westlawnoffice,atTheBoatSchoolcampusin

beautifulEastport,Maine.Thisisawonderful

opportunitytomeetyourinstructorsandother

students,toaskquestions,tolearnnewthings,andtojusthaveagoodtime

Bring

your

drawings

and

your

questions.

Bring

your

friend,

spouse

or

signifi

cantother.Hereisthetentativeschedule:

FridayJuly22,2011

Arrival WelcometoEastport,Maine,theeasternmostcityintheU.S.

SaturdayJuly23,2011

8:309:00 Lightbreakfastandmeet&greetinWestlawnoffice

9:009:45 Traveliftdemonstration

10:0012:00

Technical

seminar

12:001:15 Lunch

1:303:00 Vacuuminfusiondemo&toursofTheBoatSchool/HussonUniversity

3:005:00 Groupparticipation,oneononecritiqueandreviewofdrawings,ques

tionsandanswers.StumptheFacultyaskanyquestionsyoucanthink

off.Seeifyoucancomeupwithonewecantanswer.

5:006:00 Break

6:008:30 Lobsterdinneronthebeach

SundayJuly24,2011

10:001:00 WhalewatchwithButchHarrisaboard

theAdaC.LoreFormoreinformationandtraveldirections,

checktheWestlawnstudentforum,andcon

tactPattiSchulte,studentservicescoordinator,

[email protected]

sign

up.

June 2011 Page 13

The Boat School Campus
mailto:[email protected]:[email protected]:[email protected]


14/36

June 2011 Page 14to the March 2011 Question

Page 17)The Know It All questions and correct answers are important design tips for students as well

s other marine professionals. We suggest that you file them away for future reference.

The Question Was:he standard formula for propeller shaft diameter in inches,s found in ABYC P-6, in Propeller Handbook, and in Boat

Mechanical Systems Handbook, is:

Where:HP = shaft horsepower SF = safety factort = shear stress, psi RPM = revolutions per minute

an you explain where the constant 321,000 comes from?

The Winners are:aval architect and past contributor to The Masthead, Ericponberg, and Elements of Technical Boat Design graduate,ynthia Cygan both submitted the correct answer to the

March 2011 Know It All question. Clearly, each of our win-ers is too smart for their own good. Indeed, Cynthia is nowtwo-time Know It All winnera clear indication of being too

oo smart. In honor of their now proven status as brainiacs,ach of our winners is forthwith officially a Know It All, andhould henceforth be addressed as such. Naturally, West-awn T-shirts, caps and Know It All certificates are on their

way to both winners.

And the Solution Is:ver the years, Ive had many people ask about the constant21,000 in the shaft-diameter formula. It seems a rather

arge arbitrary number, as if it was conjured up out of thinir to make the formula work. In fact, the 321,000 is a prod-ct of the standard engineering equations for the sheartress in a rotating shaft as developed for the inches,ounds, horsepower, and rpm units commonly used. Heresow that works out:

otating shafts experience shear stress and the maximumhear stress in a shaft is:

Where:

t = shear stress, psi

T = torque, pound-inches (lb.in.)

J = polar moment of inertia, in.4

From any standard engineering handbook:

Where:

3.14159

If we know the allowable shear strength of the shaft material were going to use, we can find the required diameter

based on torque (T) from:

This is the standard formula for shaft diameter based ontorque. We now need to modify this to find diameter baseon power and rpm.

Power is work done per unit time and work is a force timedistance. Velocity gives the distance and time. For a rotat

circular shaft the distance per revolution is 2rthe circuference of the shaft (where r is the radius), so velocity is:

V = 2r x RPM

Where:v = velocity, in./min.

3.14159r = radius of the shaft, in.RPM = revolutions per minute

Force x r (radius) = T (torque)

So power is:

Force x v = 2RPM x T

Mechanical power in English units is horsepower, which is33,000 pound-feet per minute, and were dealing with the

321, 000 x SHP x SF3Dia., in. =

St x RPM

T x Dia.St =

2J

Or

2J x StT =

Dia.

4

Dia.J =

32

4 3

3

3

2 x St x Dia. St x Dia.T = =

1632 x Dia.

So

16TDia. =

St

Which gives

16TDia. =

St


15/36

June 2011 Page 15

ower the shaft sees, so shaft horsepower (SHP). Our shaftiameter is in inches, so we have to multiply the 33,3000ound-feet per minute by 12 inches per foot to get 396,000ound-inches per minute. From this we arrive at:

We can now substitute this relationship for torque in the

iameter-from-torque formula we found earlier:

Here you have the 321,000. It is the result of combining theonstants:

, which rounds to 321,000

We can now insert the safety factor (SF) in the formula:

his safety factor (SF) or design coefficient is included to

ccount for wear and damage, manufacturing defects andther unknowns, which will affect the shaft over its opera-onal life. The standard constant for light gasoline pleasureraft is 2, for average yachts is 3, going up to 7.5 for com-

mercial inspected passenger vessels. (See Boat Mechanicalystems Handbook for more details on the safety factor.)

Built into these safety factors is a factor of 4/3rds or 1.25or the reduction in strength caused by the keyway. Largeresselsusing interference fit instead of a keywaycan thuseduce the applicable standard safety factor by subtracting

1.25.

Having followed along this far, you may be wonderingas Iave for yearswhy this particular expression of the shaft

diameter formula is the one commonly used. It would simplify the formula still more to extract the 321,000 (really320,983.7) from inside the cube-root sign, or:

That would simplify the expression of the shaft-diameterformula to:

Its exactly the same formula, yielding precisely the sameresults, butwith the smaller constantis a bit easier to uSince simpler formulas reduce the chance of error, Id recommend that ABYC adopt this simpler expression in thenext update of ABYC P-6.

2 RPM x TSHP =

396,000Combining the constants gives

RPM x TSHP =

63,025

Or

63,025 x SHPT =

RPM

3 3

3

16T 16 x 63, 025 x SHPDia. = =

ST x ST x RPM

Combining the constants gives

321,000 x SHPDia. =

St x RPM

16 x 63,025= 320,983.7

321, 000 x SHP x SF3Dia. =

St x RPM

3 16 x 63,025 = 68.469, use 68.5

3 SHP x SFDia. = 68.5 xSt x RPM

continued


16/36

June 2011 Page 16

2011 issue. Here are theseshed evenNorman Nudelman, Editor

M. Gerr,

read with interest your article about the inefficiencies ofybrid systems. I must agree that when vessels are driven atheir most efficient design speed, with the right propellernd the right gear, it is difficult but not impossible to be bet-er than a new technology diesel.

owever, boats are often sailed at the wrong speed, such asn and out of port, waiting for bridges or dock space, to meetertain demands (fast or slow) or in bad weather where theest drag curve has no meaning. The world is not perfectnd the best use of hybrids automation is to optimize theperation of all available resources of electric, batteries andenerator to match variable demands. Furthermore, most

modern boats have fairly hearty electrical house loads, eventhey arent cruise ships. The best way to create all that

nergy, apart from a shore connection, is with a good vari-ble speed, light and highly efficient permanent magnet DCenerator. New-technology HVDC generators are 70% morefficient over their lifetime than a fixed-speed AC generator.

We are working on optimizing hybrid propulsion for largeoats, and our experience is that there are substantial en-

rgy savings with a properly designed system. Not to men-on the many other benefits of hybrid power, such as re-uced noise, no fumes in electric mode when docking, andomfort at anchor where the battery bank provides quietower.

We would be happy to converse with you on this subject,hould you wish.

est regards,ierre

ierre Caouette

residenteGen Nautic USA Inc.

ierre:

hanks for your comments on Hybrids are not the Answer.ou present an interesting and valid case for using hybridropulsion on boats. You are essentially recommending hy-rid propulsion for the same off-speed applications where it

an make sense on ground vehicles.

Yes, this is a situation in which hybridpropulsion could show some gains. Youwould have to assume; however, thatthe boat equipped with such propulsionoperated a significant portion of the time at such off speeto make this worthwhile. That is not very common, thoug

certainly can be the case on specific vessels. Of course,there are still the loses incurred with changing forms of eergy--mechanical to electrical and back; or mechanical tobattery/chemical to electrical and back to mechanical.

This also does not take into account the excellent optionsfor conventional non-hybrid propulsion to meet these off-speed operational needs. Controllable-pitch propellers areusually the best way to address regular operation at variaspeed and variable loads. Controllable-pitch propellers arvery reliable, and--compared to a hybrid propulsion systeminexpensive and simple.

The next option--for situations involving protracted operatat low speed--would be a controllable-pitch propeller withsmall "loiter" engine that is clutched in to the main shaft,with the high-power main engine decoupled for low speedThis too is established technology, and leads to very efficoperation at low speed. Again, there are none of the losesinvolved in changing forms of energy, and it is still less expensive than most hybrid packages would be.

It's hard for me to come up with a scenario in which theabove two conventional options wouldn't out perform a hbrid propulsion package in both efficiency and in cost (sh

term and long term).

In order to really justify the additional cost and complexita hybrid system on a boat (even one that operates for lonperiods at off speed) you would also have to factor in largand variable domestic electric demand. You mention thisyour comments. A careful analysis of such a vessel (longperiods at off speed and high but variable domestic loadscould well show an overall net gain in efficiency. In my opion, this would not be common on most boats, however.

Finally, there is the efficiency of cost. This is too often ovelooked. Westlawn Institute has a question in one of its ad

vanced systems lessons that asks students to calculate tnumber of hours a boat with a higher-cost diesel enginewould have to operate to make up for/break even with thlower initial cost of a gasoline engine of the same power.The answer surprises most students as it is a very largenumber of hours. The still greater costs involved in a prophybrid-propulsion package for a boat make the differencecost between conventional diesel or gasoline look paltry.

What does this high cost of hybrid propulsion mean? Itmeans that--even in those instances where you could demonstrate improved operational efficiency with the hybrid

package--you would still have to operate thousands of ho

Propulsion Feedback
http://regennautic.com/http://regennautic.com/


17/36

June 2011 Page 17

o recoup the difference in cost over a standard propulsionystem.

d welcome any further thoughts you might have on this,nd would be happy to chat with you on the phone anytime.

heers,ave

ave:

wasnt immediately clear to me, did you write the sidebarn the misperception of hybrids efficiency? If so, bravo, Ipplaud you. It was spot on.

incerely,teve D'Antonioteve D'Antonio Marine Consulting, Inc.

teve:

ep, that was a sidebar to the efficiency article and I didwrite it all. Glad you enjoyed it.

heers,ave

ave:

everal years ago I piloted a 30 foot trawler from Virginia toermuda. Made it in about 4 days using a Yanmar 50 hpnd we sipped fuel. While we refilled there, we probablyould have come back with what was board. To your point,fficient vessels can easily make long passages while usingttle fuel, and the vessel I made the passage aboard wasnything but long and slender!

Whenever the subject of hybrids comes up at the magazinesor which I write or in the lectures I deliver, I offer precisely

his view, it may be quieter and if you use solar panels youmay get a free lunch of sorts, but under most cruising condi-

ons diesel/electric hybrid systems are less efficient than amodern, conventional, properly-loaded diesel engine and

rive train. The cruise ship analogy invariably comes up,long with many tugboats. There was recently an articlebout a couple of tugboat conversions in California wherehe operators were claiming significant fuel savings after thewitch.

incerely,teve D'Antonio

teve D'Antonio Marine Consulting, Inc.

Dave Gerr replies:Steve:

Yes, we agree on the lack of efficiency gains from most hbrid-propulsion packages on boats. In spite of this, I suspwe'll see still more hybrids on boats. There's a well-intentioned and understandable desire to be green. Sinhybrid technology is accepted as green and cutting-edge land vehicles, it's all too easy for well-intentioned investoand buyers to be drawn to hybrid for boats.

In fact, the real efficiency gains are from improvement inhull form (longer and more slender and lighter); going a bslower as a proportion of hull speed; and improving the coventional propulsion-package's efficiency. Doing all threeyields significant efficiency gainssometimes very significant. This is real "green" propulsion.

Sadly--in the public mind--this sensible, straightforward approach doesn't appear to have the sex appeal of hybrid prpulsion. Accordinglyeven thought the conventional ap-proach is superiorthe real efficiency gains from it don'tgenerate the interest and excitement that the new-fanglehybrid technology offers. This even though the so-calledgains from most hybrid installations on boats are illusory

Of course, there are specialized vessels that do gain fromhybrid propulsion. I mentioned cruise ships in the article.Tugs are another good example of special-use vessels thacan and do see real improvements from going diesel/electric (hybrid). This is because the main engines on tugsare immensely more powerful than needed to drive the tualone. When tugs are running free (without a tow), their cventional engines are dramatically underloaded--inefficieBy changing to diesel/electric propulsion, tugs can operaton just one or two of their electric generators while free runing, only switching on all their generating capacity durinpower-intensive towing operations.

Cheers,Dave

Dave:

Agreed on all points. Then theres the immense complexiof most recreational marine hybrids, but thats anotherstory.

Sincerely,Steve D'AntonioSteve D'Antonio Marine Consulting, Inc.www.stevedmarineconsulting.com

Propulsion Feedback Continued
http://www.stevedmarineconsulting.com/http://www.stevedmarineconsulting.com/http://www.stevedmarineconsulting.com/http://www.stevedmarineconsulting.com/http://www.stevedmarineconsulting.com/http://www.stevedmarineconsulting.com/


18/36

2011 Atlantic Hurricane

Outlook SummaryNOAAs Climate PredictionCenter is forecasting an abovenormal Atlantic hurricane

season.

Across the entire Atlantic ba-sin for the six-month season,which begins June 1, the Na-ional Oceanic and Atmos-

pheric Administration is pre-dicting 12 to 18 namedstorms. Six to 10 of themcould become hurricanes, withwinds of 74 mph or higher,

he agency says.

Each of these ranges has a 70percent likelihood and theyndicate that the activity willexceed the seasonal averageof 11 named storms, six hur-ricanes and two major hurri-canes.

The United States was fortu-nate last year. Winds steeredmost of the seasons tropicalstorms and all hurricanesaway from our coastlines,said Jane Lubchenco, under-secretary of commerce foroceans and atmosphere andNOAA administrator, in astatement. However, wecant count on luck to get us

hrough this season. We needo be prepared, especially

with this above-normal out-ook.

NOAAs seasonal hurricaneoutlook does not predictwhere or when any of thesestorms could hit. Landfall isdictated by weather patterns

when the storm approaches.

Next week is National Hurri-cane Preparedness Week. Tohelp prepare residents of hur-ricane-prone areas, NOAA isunveiling a new set of videoand audio public service an-

nouncements that are avail-able in English and Spanish.

2011 Eastern Pacific Hurri-

cane Outlook SummaryNOAAs 2011 Eastern PacificHurricane Season Outlook in-dicates a 70% chance of a be-low-normal season, a 25%chance of a near-normal sea-

son, and only a 5% chance ofan above normal season. SeeNOAA definitions of above-,near-, and below-normal sea-sons. The eastern Pacific hur-ricane region covers the east-ern North Pacific Ocean eastof 140oW north of the equa-tor.

This outlook is based on theanalysis and prediction of twomain climate signals:The ongoing conditions thathave been suppressing east-ern Pacific hurricane seasonssince 1995, and a high likeli-hood of ENSO-neutral condi-tions (no El Nio or La Nia)during the peak months (July-September) of the season,

but with lingering La Nia im-pacts perhaps into July.

Climate patterns similar tothose expected this year havehistorically produced a widerange of activity. Allowing foruncertainties, we estimate a70% chance of occurrence foreach of the following ranges

of activity this season:

9-15 namedstorms,

5-8 hurri-canes,

1-3 major hurricanes,An ACE range 45%-105% ofthe median.

The seasonal activity is ex-pected to fall within theseranges in 7 out of 10 seasonwith similar climate conditioand uncertainties to those epected this year. They do norepresent the total possibleranges of activity seen in pa

similar years.

Source: NOAA Press ReleaseMay 19,2011

Summer Boating Safety A

ticles from the U.S. Coast

Guard

As we did last summer, theCoast Guard is reaching outto recreational boaters with

information about safe boat-ing practices through boatinand community publicationslike yours.

We want to make a measur-able difference in the fatalityand injury rates from recreational boating accidents, andthat means reaching those

whose behavior puts them-selves and others at risk.

To access articles and photoclick on the links below.Don't Roll Your BoatHelp Keep Our Waterways SecureSimple Mistakes, Sudden ComplicationTracking Time and TidesSudden Flooding10 Factors in Boating Accidents

June 2011 Page 18
http://uscoastguard.cmail1.com/t/r/l/jittdit/pfwiuo/r/http://uscoastguard.cmail1.com/t/r/l/jittdit/pfwiuo/r/http://uscoastguard.cmail1.com/t/r/l/jittdit/pfwiuo/y/http://uscoastguard.cmail1.com/t/r/l/jittdit/pfwiuo/y/http://uscoastguard.cmail1.com/t/r/l/jittdit/pfwiuo/j/http://uscoastguard.cmail1.com/t/r/l/jittdit/pfwiuo/t/http://uscoastguard.cmail1.com/t/r/l/jittdit/pfwiuo/t/http://uscoastguard.cmail1.com/t/r/l/jittdit/pfwiuo/i/http://uscoastguard.cmail1.com/t/r/l/jittdit/pfwiuo/i/http://uscoastguard.cmail1.com/t/r/l/jittdit/pfwiuo/d/http://uscoastguard.cmail1.com/t/r/l/jittdit/pfwiuo/d/http://uscoastguard.cmail1.com/t/r/l/jittdit/pfwiuo/i/http://uscoastguard.cmail1.com/t/r/l/jittdit/pfwiuo/t/http://uscoastguard.cmail1.com/t/r/l/jittdit/pfwiuo/j/http://uscoastguard.cmail1.com/t/r/l/jittdit/pfwiuo/y/http://uscoastguard.cmail1.com/t/r/l/jittdit/pfwiuo/r/


19/36

[email protected]

continuedJune 2011 Page 19

New "Boating Simulator"Lets You Boat AnytimeB o a t U S Fo u n d a t i o n ' s

V i r t u a l B o a t i n g Ex p e r i e n c e

s t h e N e x t St e p i n B o a t e r

E d u c a t i o n

A new downloadableBoatUSBoating Simulator, providedby the BoatUS Foundation forBoating Safety and Clean Wa-er aims to use animation,

simulation and video to keepboaters on the virtual "water"anytime - and teach themhow to navigate through con-gested and sometimes treach-

erous waters.

The Boating Simulator's inter-active boating experience -complete with throttle, shifterand chartplotter - makesearning fun. "Research showshat most people use visual

cues when learning and whenyou combine it with active

participation, comprehension

and retention increase," saidBoatUS Assistant Director ofBoating Safety Ted Sensen-brenner. "Simply put, youlearn while you're having agreat time driving the boat."

The Simulator, which utilizesyour keyboard, mouse andarrow keys to operate, is freeto download atwww.BoatUS.com/Foundation/games.

During the game's voyage,players must use all of thetools at their disposal to navi-

gate around aids to navigationas well as shallow water andother vessel traffic. Along theway you could be penalizedfor violating speed zones, ap-proaching too close to anothervessel or navigating out ofbounds.

This is the third interactive

video game offered by the

BoatUS Founda-tion that putsnew or seasonedboaters alike be-hind the helm of a virtualboat. The first two games,

DockIt! and NavigateIt!, teadocking and navigation skillsrespectively. All BoatUS Foudation games are provided ano cost at www.BoatUS.comFoundation/gamesandBoatUS membership is notrequired to play.

For the Boating Simulator, a

standard home PC with Win-dows XP or newer and aDirectX 9.0 compatible videocard is required. Simply follothe on-screen instructions aprompts to download to youcomputer.

www.BoatUS.com/

foundation.

Want to see how much you know? Want to show everyone else how much you know? The firsthree people to submit the correct answer to the following question will win a Westlawn teehirt and cap, and will also receive a Know It All certificate. The answer and winners to beublished in the next issue of The Mast-ead.

Kevin Ritz, president of Cruising Essentialsnd ABYC west coast representative sent inhis conundrum:

A fleet of well-made aluminum boatsworking in fresh, brackish and saltwaterirtually all experienced the same corrosionround the windows in the trunk cabin side.

An example is in the photo at the right.

an you explain the cause of the corrosion?
mailto:[email protected]:[email protected]:[email protected]://www.boatus.com/Foundation/games/http://www.boatus.com/Foundation/games/http://www.boatus.com/Foundation/games/http://www.boatus.com/Foundation/games/http://www.boatus.com/Foundation/games/http://www.boatus.com/Foundation/games/http://www.boatus.com/Foundation/games/http://www.boatus.com/Foundation/games/http://www.boatus.com/Foundation/games/http://www.boatus.com/Foundation/games/http://www.boatus.com/foundation/http://www.boatus.com/foundation/http://www.boatus.com/foundation/mailto:[email protected]://www.boatus.com/foundation/http://www.boatus.com/Foundation/games/http://www.boatus.com/Foundation/games/http://www.boatus.com/Foundation/games/http://www.boatus.com/Foundation/games/http://www.boatus.com/Foundation/games/


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June 2011 Page 20

After watching the Wednesday nightailboat races with my family a few

weeks ago, a sturdy-looking motorsailerteamed past us. It was dusk, and theisbanding racers and boaters were us-ng their navigation lights. As the mo-orsailer turned into the wind to wait forhe drawbridge to rise, my dad men-oned the boats stern light was out.

he boat continued to rotate and weaw a flash of the stern light when hisavit-mounted dinghy swung justnough to reveal the small-but vital-gnaling device.

ertainly if the owner added the davits,he owner is responsible for recognizinghe navigation light is now obstructednd he needs to relocate the lamp. Fol-owing the requirements in the 72 COL-

REGS and ABYCs A-16, with fewxceptions, navigation lights shall note obstructed throughout their arcs of visibility. Whatshe big deal with blocking a little light? After all its con-dered acceptable in North America to mount a bicycle

ack on the trunk of a car and obscure the tail lamps andcense plate. Why not on a boat? Should something go

wrong, like a speeding powerboat running over a sloweroat whose stern light is not visible, the slower boat coulde at fault.

What does this mean for boat designers and builders? Noou are not expected to predict all future owners modifi-ations to your design and construction. The aftermarketadar, spotlight, bimini, swim platform, dinghy, solar pan-ls, flags, horns, and anchors are inevitable. Recognizingends during the design and procurement phase can re-uce the need for additional rework when owners person-lize their boats.

imilar to the automotive industry prior to World War II,ourcing navigation lights involves opening a catalogue

nd buying off the shelf. Knowing this, boat designers and

builders should provide a location to mount the navigatilights. A flat pad parallel to the static waterline, the longaxis of the boat, or both will cover side and mastheadlights. A vertical pad athwartships should be included othe stern or pushpit for stern lights. Masthead and allroulights on arches or hardtops should give extra height toclear future additions and avoid fold-down designs that commonly left at a raked angle. While this minutia mayseem unnecessary, consider the distances involved. Nav

gation lights for pleasure craft can exceed a visibility ofthree nautical miles. If a sharpshooters rifle was off byseven degrees, would he hit his target? Making mattersworse, boats are dynamic in nature and when underwayeven the best intensions for mounting can be compro-mised. The standards account for this provided the lampmounted correctly. Furthermore, due to the heeling of sboats, they have unique requirements for vertical sectorintensity as in A-16, Figure 7.

Email: [email protected]

NavLights:SmallButSignificantBy

Dante

Casali

Port sidelight obstructed dead-ahead by horns and antennae
mailto:[email protected]:[email protected]:[email protected]


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The Maritime Labor Convention (MLC) 2006 sought to bring fairness andthe 800-pound gorillin the room for yacht owners and designers?By Dudley Dawson

June 2011 Page 21

Yacht owners may not yet have heard of the MaritimeLabor Convention 2006 (MLC), but it will soon becomehe most important element on their agenda. At 110 pages,is the most comprehensive maritime labor treaty ever pro-osed.

is likely that the MLC will be ratified within 2011 and cometo effect 12 months later. Its impact on the design, con-

truction and operation of yachts will reach beyond that of allrior regulations. The convention will affect decisions regard-g yacht size and typeas well as cruising venuesfor many

achtsmen in the years to come and is already being consid-red by designers and builders in projects on the boards.

While most in the industry are familiar with the International

Maritime Organization (IMO), fewer are aware of the Interna-

tional Labour Organization (ILO) and its activities. Both areagencies of the United Nations, but they differ dramaticallypurpose and composition. Members of IMO include represetatives of government, shipbuilders, ship owners, and otherorganizations with seafaring interests. The U.S. Coast Guardfor instance, is a full voting member. The Superyacht BuildAssociation (SYBAss), on the other hand, is a consultativemember only, with the right to attend and comment in ses-sions, but without voting rights. The work of the IMO occasially touches on matters related to the welfare of seafarers,but is primarily focused on safety and on ships themselves

The ILO, on the other hand, is composed primarily of repre-sentatives from governments and labor organizations arouthe globe, including unions. In the past, its work has mostly

related to land-based workers, but in 2001, planning began

General Arrangement Examples for a 173-Foot Sailing Yacht of 488 GRTCabinsShared Spaces Gray Areas: Technical and Utility SpacesBlue Areas: Owner & Guest Accommodations


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Continued . . .

June 2011 Page 22

n a new treaty to address the welfare of professional seafar-rs. By intent, it was a tripartite effort, including ship owners,eafarers, and governments. Unfortunately, the ship ownersroups did not include anyone representing the interests ofacht owners.

hip owners sought to level the playing field, particularly the

etter ship owners tired of competing with those who oper-ted sub-standard ships with sub-standard crews and cheaprices. Seafarer organizations (crew organizations) had an

nterest in seeing the working conditions of their membersmproved. Governments, the ones interpreting and enforcinghe treaty, also wanted a hand in the planning. No onehought of yachts.

ive years of deliberation yielded the final draft of the MLC in006. It will become an international treaty once it is ratified

y the required number of nations (30) plus the requirementhose countries flag at least 33 percent of the world grossonnage. Ratification is well under way; with the first 11 signa-ories, the tonnage requirement is already met. Predictionsre there will be 19 additional signatories by the end of 2011.t that point, the clock begins counting down the 12 monthsntil the MLC enters into force for all ILO member countries,

ncluding those who have not ratified it and those who haveoted against it. In the meantime, it cannot be modified ormended.

he convention will apply to commercial vessels over 200

ross tons, as well as to vessels under 200 tons but over 24meters (79 feet) in length. For purposes of the convention,

charter yachts are included in the commercial category, jusas they are in the MCA Code. The difference, unfortunatelythat yachts were never considered as a separate categoryduring drafting of the MLC. In fact, the word yacht does nappear. Whether by oversight or disregard, the result is thesame: Yachts in the charter trade will be subject to the samrequirements as commercial cargo ships and tankers when

comes to crew welfare.

MLC details will be subject to interpretation, but it will not bsimple. Guidelines issued by ILO in conjunction with the doment itself run 88 pages for flag statesthose nations inwhich the vessels are registeredand another 90 pages foport states, those nations who will be enforcing the provisiowhen vessels enter their ports. There are exemptions fromcertain of the requirements based on equivalencies, but postates are not initially bound by decisions of flag states. Th

raises the specter of a yacht having all its paperwork in ordand yet still being detained during a voyage. It will all likelyworked out over the long haul, but the potential for disruptof charters in the interim is unavoidable. Guidelines for porstate enforcement, in fact, include a section on action to btaken if the ship is not allowed to sail.

So what is the intent of the MLC and what does it cover? Thpreamble states the desire to create a single instrument ebodying as far as possible all up-to-date standards of existiinternational maritime labor Conventions and Recommendtions, as well as the fundamental principles to be found in

other international labor Conventions. While the first partappears relatively benign, it hides a problem, that is, the co

General Arrangement Examples for a 500 GT MotoryachtGray Areas: Technical and Utility SpacesBlue Areas: Owner & Guest Accommodations


23/36

June 2011 Page 23

ention that some existing rules have been ignored by themaritime industry and that authorities have looked the otherway with regard to enforcement.

he second part of the statement hints at what is to come inhe details of the MLCs text. The result is the imposition of

many shoreside labor standards, some sensible and war-

anted, other arguably excessive or unnecessary. In the firstxample, the provisions of Article III, Fundamental Rights andrinciples, include:

1. Freedom of association andthe effective recognition ofthe right to collective bargain-ing

2. The elimination of all forms offorced or compulsive labor

3. The effective abolition of childlabor

4. The elimination of discrimina-tion in respect of employmentand occupation

o one would oppose the abolition oforced or child labor, but for most,ollective bargaining will be a new

wrinkle in the business of running aharter yacht. While the elimination ofiscrimination is commendable in general, the details of the

MLC get into such areas as employment registries and prefer-nce for seniority. It does not allow for the distinctive aspectsf yachting, an activity more about personal service, comfort

nd a clients particular wishes than it is about running a ship.ome discrimination regarding the selection of personneleemed suitable for the tasks at hand seems necessary.

urther evidence of what is coming is contained in the provi-ons of Article IV, Seafarers Employment and Social Rights:

1. Every seafarer has the right toa safe and secure workplacethat complies with safetystandards

2. Every seafarer has a right tofair terms of employment

3. Every seafarer has a right todecent working and livingconditions on board ship

4. Every seafarer has a right tohealth protection, medicalcare, welfare measures and other forms of socialprotection

gain, these provisions are hard to dispute in principle, yet theetailed implementation of those provisions will affect yachts-

men. These details are contained in the Regulations and theode. Within this section are five Titles:

Title 1. Minimum requirements for seafarers to worka ship

Title 2. Conditions of employmentTitle 3. Accommodation, recreational facilities, food

and cateringTitle 4. Health protection, medical care, welfare and

social security protection

Title 5. Compliance and enforcement

These include a number of areas regarding the manning and operationvessels and care of their crews. Themore progressive owners will see lichange, while others may need tomake significant adjustments in thoperations. Provisions include:

Regulation of manning standaand crew training and qualifica

tions Regulation of hours of work an

off-duty, including mandatory pment for overtime and provisiofor a weekly day of rest

Access to free employment sevices and regulation of crew recruitment services, as well as uemployment benefits

Requirement for standardized employment agreements

Establishment of minimum wage levels and stan-

dardization of wage payment procedures Requirements for shore leave, annual leave

(minimum 30 days per year), and provision forpartners, relatives and friends to visit crew aboawhile in port

Inspection by port authorities of stores and servicprovided

Requirements as to food servicand medical care aboard, as was the certification of those providing those services, includingminimum sea time for chefs

Food service must take into acount the differing cultural andreligious backgrounds

As significant as these requiremenmight be to yacht owners, Title 3, re

lating to vessel design, that is receiving the most attentionSYBAss empanelled a group of their designer/builder members to look into the consequences of the MLC for new yacthose with keels laid after the convention enters into forceMLC will address in detail:

minimum sizes for crew cabin floor area, with verystrict limits on exemptions for yachts under 200

Continued . . .

SYBAssstudied20motoryachtsand

sailingyachtsrangingfrom200to

3,000GR(thesizerangeofLY2).All

yachtdesignscomparedtheexisting

layoutstoMLCcomplaintlayouts.

Withouttakingintoconsiderationthe

equivalenciesbeingproposedto

amend

the

Convention

after

ratifica

tion.MLChasadiminishingimpacton

motoryachtsabove1,250GRTand

sailingyachtsabove1,000GT,butwill

stillresultinanincreaseinmandated

crewarea.

Itseemsthatdesignersdontunder

standwhatwaswritten.Theproblem

isnearlysolvedaccordingtoMCAs

TWG95.IncludingTWG95,theextra

costto

make

ayacht

complaint

can

be

lessthanonepercentofthetotal

valueTheoHooning,SecretaryGeneral,SYBAss


24/36


25/36

June 2011 Page 25

When the keel was first laid, the Great War was a dis-tant rumble a long, long way away. By the time theames were lofted and sawn, the winter had closed in andhe would have the cold on her bones until spring and herlanks would complete her shape. It was late fall 1911hen the ways were greased and she slid into a ripple freeyster Bay.

da Maywas purpose-built as an oyster dredger. She was a0-year workboat with lines that evolved from the sailingredgers and an attitude grown from the year-round Oyster-

men whose tolerance for biting icy gales is as great as thator scorching New York summers.

tted with a massive 48-hp, 6-cylinder, in-line diesel, sheas one of a growing number of powered working vesselsn Long Island Sound, and was described as something of aonder even in that late day. Her twin drum donkey winch,hich ran from a single power take-off on her diesel, was a

ater installation, but this allowed her crew to handle up to8 tons of oysters and clams per day.

ower dredging is a simple dragging of a steel rake some 4eet across along the sand and mud of the seabed. The rake

is flown like a kite on tethers run from booms (port and stboard) and supported by a short, stout pyramid-stayed maThe rake digs itself into the bottom, as we would want agood anchor to. It is overpowered by the boats motor and

just as we would not wish a good anchor to do, it drags. Trake tows a chainmail bag which allows the sand and siltpass through, but larger items like oysters, clams and rocare collected.

When the skipper decides he has collected enough weighthe dredge, it is hoisted aboard and the contents are spill

out on deck for sorting and cleaning. A huge weight of sheand rock could be accumulated on the deck during a daywork.

As large areas of the bays are shallow, and some of thehighest yielding areas are very shallow, Idas hull had to bable to float in 3 feet of water or less. More importantly, shad to be able to load up and still get through the shallowand back to the landing dock. These attributes wereachieved by a very large beam and a massive internal keeThe keel was molded vertically almost two feet thick andsided a foot wide, but only five inches of it protruded from

below her garboard to find and nudge wayward rocks asidas she headed back to deep water.

By Eric Holohan, Instructor Westlawn Institute

Ida May at Her Final Resting Place

Sailing Oyster Sloop Christeen


26/36

eedless to say, with the need for shallow running, the propas protected by an iron rudder skeg. Even with this protec-on, we know the prop was replaced several times duringhe past hundred years. It was even replaced for an ironheel during a drive for copper during World War II, whenhe had already surpassed her anticipated 30-year servicefe.

fe on Oyster Bay is slow and measured by the ice melt andhe bluefish shoals, the migrant geese, and the colors of the

utumn foliage. For an oyster boat, as long as there is liquid

water there is work to be done. She will be hauled for ascrub down and maintenance to coincide with the arrival the ice sheets in early January. A re-caulk and paint on thtopsides might be a five year treat.

And so, under the ownership of the Frank M. Flowers Co.,Mayfished her years, landed countless tons and millions shellfish, and day by day, season by season, and year byyear without anyone noticing she plodded her way from thpast to become a Vessel Of Historical Significance.

June 2011 Page 26(continued)

Ida May Original Lines

Lines of the New Ida May


27/36

Ida May Original and New Deck-Height Comparison Study

New Ida May Profile & Deck



28/36


29/36

With a completely new design, you dont always have alank page. The owner may have very strong ideas aboutow things should be done or what the boat should look like,nd Ida Maywas no different. The new Ida is to take passen-ers, and have the kind of accommodation that would nevere found on an original oyster boat. There were discussionsf hybrid electric diesel drive, wheelchair accessible heads,ffshore capability and lecture room. This list of aspirations

went through the design spiral many times; they werehopped and changed, mangled and twisted and handedack for interpretation by the designer.

he two points that were agreed from the beginning werehe finished boat, was to pass Coast Guard approval as aassenger vessel and resemble as closely as possible, theriginal Ida May. These points had to be addressed fromutset of design. The most apparent problem was the super

ow freeboard amidships. Although a great advantage wheneaving the heavy dredge rake filled with shellfish over theide, the small freeboard was going to be a big disadvan-

age while trying to keep the deck dry and allowing the cal-ulations to show the 70 degrees of positive stability re-uired by the Coast Guard.

The sheer would have to rise, I explained to a general cho-us of, heresy. I showed the hull with increasing sheer heightut maintained the bulwarks. I assured the committee there

s no other way to have the profile echo the original and stillonform to the requirements of the USCG, who lets face it,

werent involved in stability considerations of fishing boats00 years ago.

worked up a new set of lines, fairing out some of her uglywave-making curves. A particularly odd aspect of the origi-al was the strange shape of the forefoot. It was explainedo me that the builders simply used the wood that was avail-ble to them rather than waiting for the perfectly shaped

piece. It looked cut back at an angle like the forefoot of aicebreaker. To this day I have my doubts whether this angwas deliberate and intended. Although there may have bemerit in having an ice breaking ability, it distorted the hullines badly.

By raising the sheer 18 inches and leaving the fore and abulwarks descending only as a faade past the sheer and

then only raising the massive 8 inch diameter half roundrubbing streak by 6 inches we kept the general appearanclose to original. She now looked more like a seaboat to meye, and the hydrostatics and stability calcs proved it.

Internal changes were fun to work out. Her motor was to fitted under the main hatch rather than under the wheel-house, much to the delight of her new engineer elect. Thespace under the house will have a head, a useable bunkspace, and the electrics panel as well as space for up to 1people to sit out of the weather.

The coamings on the hatches are raised to 18 inches highdouble as seating and storage for life jackets. Transversebulkheads are located at the winch Sampson post, at theforward end of the deckhouse and at the aft end of thehouse. Tanks are located far outboard and they are easilyreplaced cylindrical steel. These are chocked in against thhuge deck knees and almost fit to the hull without beingspecifically shaped for the hull.

At this time, the felled trees that will be swan to ribs andbeams are seasoning and the keel baulk has been choseand rough cut. I am happy to say we did not have to use

whatever timbers we might have had on hand this time, ndid we have to wait too long for the perfectly grained forefoot and stem. My expectations are very high for the newMay, and maybewith a good skipper and a five yearly toside and bottom treatshe might just outlive her namesa


Lighter Side . . .Scientific Conversions?

1. Ratioofanigloo'scircumferencetoitsdiameter=EskimoPi

2. 2000poundsofChinesesoup=Wonton

3.1millionth

of

amouthwash

=1microscope

4. Timebetweenslippingonapeelandsmackingthepavement

=1bananosecond

5. WeightanevangelistcarrieswithGod=1billigram

6. Timeittakestosail220yardsat1nauticalmileperhour=

Knotfurlong

7. 16.5feetintheTwilightZone=1RodSterling

8. Halfofalargeintestine=1semicolon

9. 1,000,000aches=1megahurtz

0. Basicunitoflaryngitis=1hoarsepower

1. Shortestdistancebetweentwojokes=Astraightline

2. 453.6grahamcrackers=1poundcake

3.1million

million

microphones

=1megaphone

14. 2millionbicycles=2megacycles

15. 365.25days=1unicycle

16. 2000mockingbirds=2kilomockingbirds

17.52

cards

=1decacards

18. 1kilogramoffallingfigs=1FigNewton

19. 1000millilitersofwetsocks=1literhosen

20. 1millionthofafish=1microfiche

21. 1trillionpins=1terrapin

22. 10rations=1decoration

23. 100rations=1Cration

24. 2monograms=1diagram

25. 4nickels=2paradigms

26. 2.4statutemilesofintravenoussurgicaltubingatYaleUn

versityHospital=1IVLeague

27. 100Senators=Not1decision

Withthanks(wethink)toJayJeffries


30/36

June 2011 Page 30

One of the foremost boat designers of the twentieth cen-tury left us on April 29, 2011, at the age of 92. He re-portedly died near Sidney, B.C. In a career that spannedover six decades, Garden penned more than 650 designs,ncluding both production and custom boats. His wide-anging work encompassed yacht and commercial projects,

and such production vessels as the Formosa 51 and theMariner 36, to name two of many.

Born in Calgary, Alberta Canada on November 18, 1918, family moved to Oregon in 1924. Garden started school i

Oregon, but the family returned to the Montlake District oSeattle in 1928. Garden graduated high school there andstudied boatbuilding at Edson Technical School, which latbecame the Seattle Central Community College. He thenstarted work at Andrews Boat Company on Portage Bay, Seattle. By his 24th birthday, he had drawn more than fiftboats. He had also drawn and built his own schoonerGleam, which he cruised throughout the Vancouver IslandSan Juan Islands and British Columbia region.

Garden formed a boatbuilding partnership with Dave Le-clercq, based at an old mill on Portage Bay, where they co

structed five boats, but closed shop in 1942 to work at lager yards building vessels for the war. Later that year, hewas drafted by the U.S. Army and assigned to the Adak SRepair Base, in the Aleutian Islands. After discharge fromthe army in 1946, Garden returned home, put Gleam bacin shape and designed halibut boats, trollers and the 30-foot cutter Bull Frog. One of Gardens cruises on Gleam, wdocumented in an article in the April 1951 issue of Yachting, Beachcombing the Goose Islands.

Memoriam

William Bill Garden Nov. 18, 1918April 29, 2011

William Bill GardenPhoto Courtesy www.tillerbooks.com, Yacht Designs

A Bill-Garden perspective drawing. This was his own boat, Oceanus.From Yacht Designs, by Bill Garden, Courtesy International Marine/McGraw-Hill

Continued next pa


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Garden didnt at-end college and

was grandfatherednto his naval archi-ecture P.E. license.ts proof positivehat this can be

one and should beone, as perhapshe best naval archi-ect of the twentiethentury came uphis way.

n 1951 Gardenmoved his officerom the old boathop site on Port-ge Bay to the Pa-

ific Fishing & Trad-ng Co. building onhe ship canal in

Ballard; then in1954 the office wasmoved to MaritimeShipyards with aparticipating inter-

st in the yard. Thispartnership pro-

uced severalachts, workboats, pile drivers, and more. Garden and naval

rchitect Phil Brinck worked together on miscellaneous pro-ects through the mid 50's, and in 1956 Brinton Spragueamechanical engineer and Bill's good friend and mentoroined him for several years, his expertise providing a majorontribution to the firm. A 1957 article in Marine Digestde-ailed 62 boats in construction valued at nearly 2 millionollars and another 12 on the boards.

n 1959, the design office was moved from the MaritimeShipyards location to a new building above Lockhaven Ma-ina overlooking the locks and ship canal traffic. For a time,

Garden gave serious thought to relocating to New Zealandn order to provide a more ideal location to raise a family,nd Victoria, BC was chosen in 1968 as an interim move

while projects in process where completed. Later, a nearbysland was purchased as an interesting location for designffices. Shops and a self-sufficient island home were built in

1969, and from then on Garden operated from this location.He named his island base Toads Landing.

Gardens magazine articles and two design books are annspiration and source of awe for designers around theworld. Yacht Designs and Yacht Designs II, both originallypublished by International Marine, are filled with beautiful

esigns, power and sail. The drawings are not only exquisite,

xact, and technically excellent, but are filled with delightful

quirky little details, like seamen in hats holding paint buc

ets. His hand-drawn hull perspectives are a joy, and wouldbe hard to equal for their combination of clarity, accuracyand warmth by any modern computer 3D program.

Boat designer Bob Perry spent some time with Garden anremembers words of simple common sense. He once askGarden what he did about rudder flutter? Garden replied,the rudder has a radiused trailing edge, flatten it. If the ruder has a flat trailing edge, radius it. On another occasioGarden grumbled to Perry, Neverguarantee performancwriting.

Bill Gardens complete plans a

jornal westlawn

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