Publication - Westlawn Institute of Marine Technology

The Masthead
The Journal of the Westlawn Institute of Marine Technology
Volume 7, Issue 2
June 2013
Inside This Issue
Scholarship Extended
Pg.
Boating Industry Uptick
Pg.
Message from ABYC Pres. Pg.
Cutting Costs for Students Pg.
On the Drawing Board
McGowan’s Hercules
Pg.
Simplicity is Best
Pg.
Water Heater Installation Pg.
Orca3D Tip
Pg.
ABYC Tech Notes
Common Sense in Design Pg.
Martin’s Yarns
Honesty in Design
Pg.
Know It All Answer
Pg.
Know It All Question
Pg.
News & Views
Pg.
Alum Wins Design Award Pg.
Continuing Education
Pg.
Training Links
Pg.
Archives
Pg.
Westlawn Information
Pg.
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Westlawn is a not-for-profit
educational affiliate of:
ABYC is Your Source for Boatbuilding Standards and Resource Materials.
Click Here for the
ABYC Website
If you are not already an ABYC
member, you should be.
Click Here for information on
membership benefits
If you are not already a subscriber,
Click Here To Sign Up For Our
Free Email Journal
and receive your very own copy next
time.
Westlawn Receives an Additional Fourth-Year
Donation from the
Kathy & Jerry Wood Foundation
T
he Westlawn Institute of Marine Technology has received an additional fourthyear’s donation for the most substantial grant and scholarship program the
school has ever offered! The original grant from the Kathy & Jerry Wood Foundation
was to be for three years. Based on
the tremendous assistance the Wood
Scholarship has been for Westlawn
students, the Kathy and Jerry Wood
Foundation has extended their support
for an additional year. For qualifying
U.S. students, tuition will be effectively
reduced to levels last seen since the
early 1980s! All funds donated by the Wood Foundation for the initial 2010-through
-2012 period were expended in scholarships and grants for students under the
terms of the donation. We’re looking forward to assisting more students again in
2013.
This program continues to be made possible through the generous support of the
Kathy & Jerry Wood Foundation, which awarded an initial grant of $90,000, at
$30,000 per year over a three year period (2010, 2011 and 2012) to provide tuition assistance for eligible Westlawn students. With the extension of the funding for
an additional $30,000, Westlawn Institute will be able to continue to offer Wood
Scholarships in 2013. Scholarships will be awarded on an ongoing basis until the
grant funds are expended.
Jerry Wood dedicated much of his life to the support of boating and education. In
fact, he established the Annapolis Sailing School in 1959, which soon became the
largest commercial sailing school in the United States. With the able assistance of
his wife Kathy, they went on to create the first in-the-water all-sailboat show, which
revolutionized boat shows and led Kathy and Jerry to create the United States Powerboat Show—also in Annapolis—two years later. Over the years, the Wood’s businesses have employed over 3,000 young people and young adults, helping to train
and mentor them to prepare to move out into the world to become well-rounded
mature individuals.
Continued on page 4
Tide Turning for U.S. Boating Industry - Page 2
Westlawn Alum, Ivan Erdevicki, Wins Yacht & Aviation
2013 Superyacht Design Award - Pages 22
The Masthead
June 2013
Page 2
Tide Turning for U.S. Boating Industry
Recreational boating industry reports 10 percent increase in new
power boat sales in 2012, sees first signs of healthy growth since
recession; small, versatile boats leading the recovery
New 2012 Economic Boating Data Book Released
T
he U.S. recreational boating industry began to see the
tide turn for new power boat sales with an estimated ten
percent increase in 2012, according to the National Marine
Manufacturers Association (NMMA). Early projections indicate the industry will see additional increases in 2013 by as
much as 5-10 percent. This level of growth in 2013 will depend on a number of factors including continued improvement in economic conditions
that impact recreational boating—namely consumer confidence and the housing market—and sustained increases
in Americans’ participation in
outdoor recreation.
“Improving economic conditions and what seems to be a
resurgence in Americans’ love
for the outdoors, helped fuel
steady growth in new power
boat sales in 2012,” notes
Thom Dammrich, president of
NMMA. “A ten percent boost at
retail in 2012 is significant as
this is the first time since the
recession we saw healthy
growth across the powerboat
market, which will create momentum in 2013.”
Another factor, and new trend,
that’s contributing to new boat
sales is the creation of innovative, more versatile and accessible boats that appeal to a
variety of interests and budgets and fall within the 15-26
foot range.
It’s these smaller boats, those less than 27 feet, which
make up 96 percent of the 12.4 million registered boats in
the U.S. and are leading the industry out of the recession.
Boats that fall into this category include aluminum allpurpose boats and pontoons, fiberglass bowriders, fish and
ski boats, and jet boats.
“One of the most significant trends we’re seeing in boat
manufacturing is the versatile boat—one that can pull tubers
or wakeboarders, can be used for fishing outings, relaxing
with family or entertaining friends,” said Dammrich. “After a
decade of decline, Americans are participating in outdoor
recreation in growing numbers, and as they look for ways to
spend time outdoors, boat manufacturers are taking cue,
producing innovative boats that offer an all-encompassing
entry to the boating lifestyle
at a variety of price points.”
In 2011, boating participation
increased ten percent to 83
million – the largest proportion of adults (34.8 percent)
who went boating since 1997
(35.8 percent).
It’s not just boating participation that is growing. The Outdoor Industry Association reports that more than 140 million Americans make outdoor
recreation a priority in their
daily lives – and they prove it
with their wallets. The outdoor
recreation economy generates $646 billion in direct
consumer spending annually.
What’s more, a recent study
by the U.S. Fish & Wildlife
Service reports that participation in fishing is up eleven
percent in the past five years,
and hunting participation is
up nine percent in the past
five years.
To further attract this growing
number of outdoor recreation enthusiasts and showcase
what the boating lifestyle has to offer, the recreational boating industry will unveil its latest innovations at annual boat
shows across the country in January and February, starting
today, January 3, with the Progressive Insurance New York
Boat Show. Boat shows, which attract more than one million
people annually, are where manufacturers launch new
boats and marine gear for purchase, unlike auto shows
which are for viewing. The shows are a primary sales venue
Continued next page
The Masthead
June 2013
Page 3
ABYC
613 Third St., Suite 10
Annapolis, MD 21403
410-990-4460
www.abycinc.org
I
n every issue of the Masthead, I toss a few words on the page about things I think are significant, that have cropped up between issues. Well, certainly this was an easy one! In
mid-May, the USCG Office of Boating Safety (www.uscgboating.org) released its latest edition of the boating statistics. The 2012 boating fatalities numbered 651, the lowest number
on record. The 2011 season recorded 758 deaths, giving us a 14.1% decrease for 2012! The
John Adey
USCG also puts it this way, in 2011 there were 6.2 deaths per 100,000 registered boats, in
2012 we were looking at 5.4 deaths per 100,000 registered boats, showing a 12.9% decrease for 2012. All of this
said, the state reporting of registered boats reported a 0.59% decrease from 12,173,935 to 12,101,936, so really not a
primary cause of the reduction in fatalities.
Even though these statistics are encouraging, it will be some time before anyone really figures out why and what the
major contributing factors are. Elements such as weather, drought/low water levels, gasoline prices, economic factors, etc. can all play a significant role in this number. Since I have been with ABYC and looking at these statistics
(11 years now), we have been struggling to get below 700 fatalities per season. So, this is an encouraging number
especially in the face of discussions on further regulation such as mandatory lifejacket wear or federal operator licensing.
We in the standards world would like to think that improvements in construction standards and wider use by designers, builders and repair technicians played a role in this reduction. Deeper in the report, there are always summaries
of the accident causes. In 2011, the category “Failure of Boat or Boat Equipment” reported total fatalities of 28, the
same category in 2012 showed 20. Another category of interest for us is “Loading of Passengers and Gear.” This one
shows 79 deaths in the 2011 season and 65 in 2012. Of course, anyone looking into these numbers in great detail
may glean several different conclusions from the numbers, but the fact of the matter is, these reports are the only
publically available data we have to gauge our success, failure or cause to take action.
The good news in all of this is that those of us in the industry have all had a part in the reduction of the fatalities for
2012 It could be a better design, the use of new technology or the expanded use of safety standards. On the softer
side, it could be as simple as a discussion you had at the launch ramp or marina with the new boater when you reminded them to run their blower or not to use an automotive alternator as a replacement part. We’ve all had a part in
this reduction, sit back smile a bit and then get back to the good work you’ve been doing!
Tide Turning for US Boating Industry
for the industry and barometer for things to come for recreational boating, as they provide a glimpse of buyer sentiment and sales for the year ahead. A complete list of boat
shows around the U.S. can be found at boatshows.com.
NMMA 2012 Recreational Boating Economic Study
NMMA has released it annual economic boating study for
2012. This 281 page reference provides detailed data on
the economic impact of the boating industry nationwide
and on region and state-by-state basis. The total impact of
recreational boating in the U.S. alone was $121.5 billion in
continued from page 2
2012, with 12,182,157 boats, 34,833 boating-industry
businesses, and 963,818 jobs.
You can download the entire NMMA 2012 Recreational
Boating Economic Study by clicking HERE
www.NMMA.org
The Masthead
Wood Scholarship Extended
June 2013
Page 4
continued from page 1
Westlawn’s parent company is The American Boat & Yacht
Council (ABYC) based in Annapolis, MD. ABYC’s headquarters is within walking distance of the Annapolis Boat Show
and is even closer to Kathy and Jerry’s former Annapolis
home.
“The connections between Westlawn Institute, ABYC, and
the history and goals of Kathy and Jerry Wood, are remarkable,” said Sallie Hamrick, President of the Kathy and Jerry
Wood Foundation. “Not only are both organizations dedicated to boating and education, but also to enhancing boating safety and to encouraging our nation’s youth to pursue
the enjoyment of boating and careers in the boating industry. We are particularly touched that Jerry and Kathy will
continue to serve the boating community by helping students learn to design boats and yachts that will be joyfully
used for generations to come.”
“Over the three years of the original funding from the Wood
Foundation, some 60 Wood Scholarships have been
awarded to Westlawn students,” said Westlawn’s director,
Dave Gerr. He continued, “Emails and phone calls from students, who have received the Wood Scholarship, have
shown just how much students have appreciated this assistance. We can’t thank the Kathy and Jerry Wood Foundation
enough for extending this program for a fourth year.”
A few excerpts from student comments on receiving their
Wood Scholarship:
nical Boat Design course.
Regular tuition for one module (U.S. students, 2013) is
$3,080. Students enrolling with a $1,500 Wood Foundation
grant may either pay the entire tuition balance of $1,580, or
they may elect to enroll under the zero-interest monthly payment plan as follows:
$690 initial payment followed by 10 monthly payments of
$89.00 per month
Scholarships for Academic Achievement
GPA of 90% or Higher
Scholarships will be awarded to current students, who are
U.S. citizens, who are enrolling in the next module of study
at Westlawn. Students with a GPA of 90% or higher will receive a $1,500 scholarship toward the tuition of their next
module, upon enrollment in that module.
Regular tuition for one module (U.S. students, 2013) is
$3,080. Students enrolling with a $1,500 Wood Foundation
grant may either pay the entire tuition balance of $1,580, or
they may elect to enroll under the zero-interest monthly payment plan as follows:
$690 initial payment followed by 10 monthly payments of
$89.00 per month
Scholarships for Academic Achievement
GPA between 85% and 89%
Scholarships will be awarded to current students, who are
~ A scholarship can transform dreams into reality. And U.S. citizens, who are enrolling in the next module of study
so it has been for me: a chance to pursue my passion
at Westlawn. Students with a GPA between 85% and 89%
and to explore lessons learned from hundreds of years of will receive a $1,000 scholarship toward the tuition of their
practice.
next module, upon enrollment in that module.
~ You are providing an outlet for my imagination and
Students enrolling with a $1,000 Wood-Foundation acacreativity with which I hope to be able to give something demic scholarship may either pay the balance of $2,080, or
back to the world of boats that I love so much. Thank
they may elect to enroll under the zero-interest monthly payyou for your kind support.
ment plan as follows:
~ Without the aid of the Wood Scholarship, affording
$690 initial payment followed by 10 monthly payments of
my Westlawn courses would have been a struggle. I en- $139.00 per month
rolled in the Westlawn program right after graduating
from an undergraduate program at another institute,
All tuition payment amounts and terms will be adjusted to
thousands of dollars in debt to student loans. Thanks to reflect any change in tuition applicable to new enrollments.
the kindness and generosity of Kathy and Jerry Wood,
students like myself are able to pursue their passion and Scholarships granted for academic achievement based on
GPA are “Wood Scholarships,” and the recipients are known
receive an education in yacht and boat design.
as “Wood Scholars.”
~ The door to the design studio has been unlocked by
the kind gift the Woods have given to me through West- Scholarships and grants from funds donated by the Wood
Foundation in 2013 may not be applied retroactively, and
lawn.
may only be awarded for enrollments received on or after
For U.S. Citizens Only:
June 20, 2013.
Under the terms of the funding, scholarships from the proceeds of the Kathy and Jerry Wood Foundation grant are
Students interested in taking advantage of the Woodrestricted to U.S. citizens.
Foundation grants and scholarships should contact Patti
Schulte, Westlawn student services coordinator at:
Grants for Newly Enrolling Students:
[email protected] or phone: (207) 853-6600, ext. 41.
All students, who are U.S. citizens and who meet Westlawn
admission requirements, will be eligible for a $1,500 grant
toward their tuition in Module 1 in the full Yacht & Boat Design Program, or toward the tuition for the Elements of Tech-
The Masthead
June 2013
Page 5
WESTLAWN DRIVES DOWN COSTS!
Students Can Save Thousands Of Dollars!




20% Discount for ABYC Members
ZERO-INTEREST Tuition Payment Plan
FREE AutoCAD
FREE Finite Element Analysis Software


Deep Discounts on 3D Software and
Simulation Software
Lowest Cost Ever for Basic-Course
CAD Software
Westlawn has taken strong steps designed to lower education costs and assist students to follow their dreams and attain
their goals. These steps include new discounts for ABYC members, Westlawn’s unique zero-interest tuition payment plan,
and finding ways for students to obtain otherwise expensive design software at low or zero cost.
ABYC Members get a 20% discount on all Westlawn courses
All ABYC members (except for student members) receive a 20% discount on all Westlawn courses. Contact Westlawn
student services to confirm eligibility and apply: [email protected]
Westlawn offers a ZERO-INTEREST tuition payment plan for all four modules of our professional diploma program, Yacht &
Boat Design, for our short course, Elements of Technical Boat Design, and for all our continuing-education courses. Complete details are on the enrollment form for the course you are interested in. Monthly payments are low. The goal is for our
students to complete their studies at affordable prices and with no student-loan debt.
FREE Student AutoCAD!
Westlawn has arranged for active Westlawn students to download AutoCAD online directly from Autodesk. This is a full
version of AutoCAD student release. It is not a trial version. Active Westlawn students can log into the designated sign-up
page through the Westlawn student forum. This is the lowest cost for full AutoCAD ever—no cost! The commercial price of
AutoCAD is $4,195, an enormous savings.
Orca3D Hull Modeling and Rhino General 3D-Modeling Software at Deep Discounts!
In addition, Westlawn has arranged with DRS C3 Advanced Technology Center for deep student discounts on the Orca3D
hull modeling plug-in software for Rhino, plus Rhino in addition, if needed.
Orca3D Level 1 (hull design and fairing with intact hydrostatics and stability) is $1,390 commercial but just $125 for
Westlawn students, a $1,265 savings!
Orca3D Level 2 (all of Level 1 plus speed/power analysis and weight and cost tracking) is $2,780 commercial but just
$250 for Westlawn students, a $2,530 savings!
Orca Level 1 is all that’s required to complete Westlawn studies, but it makes sense to take advantage of this student discount to get Level 2, which will make your advanced work go more quickly and will serve you well in your career.
You need the general-purpose Rhino (Rhinoceros) 3D modeling program to run Orca3D. If you don’t already own Rhino,
DRS C3 Advanced Technology Center has arranged a special Westlawn discount package price for Orca3D plus Rhino, as
follows:
Orca3D Level 1 & Rhino $288 (commercial price $2,385)
Orca3D Level 1 & Rhino/Flamingo/Penguin/Bongo $558 (commercial price $3,085)
Orca3D Level 2 & Rhino $401 (commercial price $3,775)
Orca3D Level 2 & Rhino/Flamingo/Penguin/Bongo $671 (commercial price $4,475)
Savings over the full commercial prices range from $2,907 to $3,804 depending on the package!
The minimum suite of basic CAD software needed to complete Westlawn’s full Yacht & Boat Design Program is AutoCAD
plus Orca3D Level 1 & Rhino. The total cost of this suite of CAD software programs is just $288! This matches the lowest
cost for the minimum required CAD software ever!
FREE Scan&Solve FEA/Simulation Software by Intact Solutions!
Students can download the student version of Intact Solutions’ Scan&Solve finite-element-analysis and simulation software for free. The free student version has some limited functionality, so students may upgrade to the academic version of
Scan&Solve for $295. This is the full-featured commercial software at a special price. (The commercial price $995.)
Savings over the full commercial price is from $700 to $995!
To take advantage of these deep discounts for Westlawn, students must follow the student-purchase procedure on the
Westlawn student forum. You must be a currently active Westlawn student with a valid Westlawn student ID card.
The Masthead
June 2013
Page 6
Hercules - An Able Micro-Cruiser
W
By
Laurie McGowan
hile trying to correct some stability problems in
a New Jersey tugboat (technically a pushboat) I
looked at some quite different smaller pushboats
and realized fantastic little cruisers could be based
on such models.
Hercules is really a scow, but with a sleek central
lower hull that houses a 20-hp diesel (or electric motor), batteries, tanks, and foot-room below for two
passengers. This is an example of a hull combo I
really like: a scow and a canoe - with the scow (or flat
bottomed boat) on top of a narrow canoe (equipment
and foot space) hull. Usually the bottom of the dory is
an interior deck of some sort, and a nice chine flat is
formed on boats with pointed bows. In Hercules – a
scow and a canoe - a large part of this flat is goodsized berths. The scow part's chine is nicely radiused
forward, and tapers to a small radius at the transom.
Most small tugs shoulder their way through the water - like someone pushing through a crowd - but with a good bit of the
displacement located in Hercules’ lower hull less of the upper hull may be submerged and its bottom forward less steeply
angled. With this hull shape the curve of areas is much more like the that of a finer cruiser than the chunky one of a scow
or small tug, and performance estimates are encouraging: powering analysis shows that Hercules would steam at 6.5
knots using 18.1hp, and 6 knots at 13.4hp. Bear in mind this cruiser is meant for inshore waters (river, canal, and lake) as
heading into a steep chop would be uncomfortable, and into a storm in the open - likely impossible. Still, that’s a lot of fantastic cruising ground!
I became a fan of the power scow shape while a
Sea Urchin diver for five winters in the Grand and
Petit Passages between Long and Brier Islands,
and Long Island and Digby Neck, in Nova Scotia.
I would carefully watch the car ferries Spray and
Joshua Slocum from the water or the dive boat,
and marvel at their lack of quarter and stern
waves. Some of that small wave action might be
due to the very long waterlines and relatively
slow speeds, but when bucking the very strong
tides there at greater speeds the hull-produced
waves are still very small. The water is usually
flat aft, and the foam and bow waves seem to be
absorbed by the forward motion of the ferry.
The vertical all-plywood cabin and topsides on
Hercules have rounded corners, and there is a
double-chined lower hull (bottom edge and sin-
The Masthead
Hercules By Laurie McGowan continued
gle chine, that is). It took some playing
around to stop what is essentially a box
from looking too much like one, and the
resulting room is amazing.
Starting from the drop-down swim platform (perfect for laying an 8-foot tender
on its side while steaming, or while at
anchor) a coachroof-covered cockpit is
aft of two comfortable helm seats. Rolldown tent and screen sides may be lowered from inside the coachroof edge to
enclose this space for more comfortable
bug-free cruising. The 20-hp diesel, or 9KW electric motor is located below the
cockpit in the centre hull, and is accessible from above and from the steps into
the cabin.
Take those two steps down from the
cockpit and you’re fully into the cabin,
which features two large settee berths
on each side and a folding table between. Boxes over the foot ends of the
berths are also foot platforms for the
crew at the helm seats. The berths are
quite high off the cabin sole so folddown footrests are located off the table
legs. These fold up out of the way under
the table leaves when not in use. A small
though functional galley is forward of
this, still with 6’-6” headroom (198 cm)
and the large forward hatch opens above
this area. Forward of this is the head and
storage area with 5’ of headroom
(152cm), and with a chain locker in the
bow and great wing storage in the bow
quarters. As the pictures suggest, light-
June 2013
Page 7
The Masthead
June 2013
Page 8
Hercules By Laurie McGowan continued
ing and ventilation is excellent.
On deck above the head, is the nicelyproportioned bow seat - perfect for one or
two to hang out on while underway or at
anchor. Access back to the cockpit is via
the narrow side decks, with travel made
easier by very good hand rails.
Great maneuverability and better steaming control and efficiency is provided with
the laminated fiberglass Kitchen rudder
around the propeller.
There has already been interest in a 20footer (6.1 m), Big Herc, which has more
room in the cockpit (where two can sleep
on mattresses) and has a sleeker shape accomplished by taking the same-width
hull and stretching it longer. No plans of
either are completed, but that may
change soon.
I still think that this would be
a great little work tug or
pushboat hull shape. And for
bigger ones, say 25 feet long
and requiring twin engines,
I’d add twin lower hulls.
“Why not just have a catamaran with the bridgedeck
out of the water,” you ask?
Because for pushboats and
tugs the submerged wide
and flat run is needed for
ooomph when moving a big
load… barges of stuff mostly.
Hercules - Particulars
LOA - 16’ (4.88m)
LWL - 16’ (4.88m)
Beam - 8’-6” (2.59m)
Draft - 2’ (0.61m)
Displacement - 4,000lbs. (1814 kg)
D/L - 436
Construction: plywood, epoxy/'glass
Engine - 20 hp diesel or 9kW electric
Some credit for this design
has to go to two designers I
admire: Nils Lucander for his keel work (the lower hull with its Swede-form shape
is influenced by this) and especially by the very fun pedal cruisMcGowan Marine Design
ers of Phil Thiel. He must have
RR#1 Annapolis Royal, NS
had a blast designing and using
B0S 1A0 Canada
these boats. Hercules makes a
lot of people laugh and is very
www.mcgowanmarinedesign.com
fun to work on as well.
[email protected]
The Masthead
June 2013
Page 9
An Explanation to Owners and Designers on the Advantages of
Simple, Easy-to-Understand Systems
IF
By Chuck Neville
you’re poking about along the shore or taking an
hour run offshore it may not matter that the boat
systems aboard are either Spartan or flamboyant. Not
withstanding the rocks on the breakwall, there are potentially plenty of people out there to help you.
ble. This is a great advantage when you are trying to diagnose a problem.
“I have fuel at the tank... I have fuel at the input to the
manifold... and fuel at the output of the manifold... but I
don’t have fuel at the engine.”
IF you are motoring along in a megayacht with captain,
Answer: Manifold fuel + a short piece of hose = propulcrew and ALL of the extras, it is not a stretch for you, as
owner, to conclude: “it’s not my problem.” Basically most sion.
megayachts are mini-cruise ships driven by professionals.
For other owners, maximum security equates: redundancy. After all if it is good enough for the space shuttle
IF, however, you are running a modest sized owneroperated cruising boat headed farther offshore, then your why not include it on my boat. Certainly, redundancy is a
valid option in some circumstances. “If it doesn’t work,
boat darn well ought to be simple! There are, however,
the sensor kicks in, computer comes on line and there
complications. All of these “largish” offshore cruising
boats are (in real dollar terms) very expensive. In addition you go.... It’s just money.” The problem is the more incestuous this becomes, the more difficult it is to trace and
many owners, or potential owners, have the financial
control the operation of any system.
wherewithal to buy all the toys. My suggestion is: Don’t.
If you are heading offshore, the required boat systems
(the ones that make the boat function as a boat and insure safe passage) should not be any more complicated
than your own ability to fix them. Stated in another way:
Consider any system that you cannot repair underway to
be totally expendable. Don’t risk your life on any systems
that you cannot “think your way through,” fix if necessary,
or circumvent as required.
Part of cruising about unassisted is problem solving. If
you are buying a production boat or commissioning the
design of a custom one try not to buy into problems that
are beyond your own ability. The best engineering solutions are always, I repeat ALWAYS, the ones that are simplest. Also appreciate that what is appropriate for one
owner may not be appropriate for another. Don’t consider
this a competition. Simply stated, one owner may be able
to handle a manifold with fifteen valves, while for another
the equation tank plus one valve may equal the best solution.
Part of this goal of simplicity can be aided by keeping
major systems as independent of one another as possi-
My suggestion is to keep individual systems simple. Connect systems together only as necessary. Avoid, the tendency to make things fool proof. Doing so may be nice in
theory but leads to the trap of making things irreparable
in a hurry, and possibly disastrous in an emergency. Any
system that becomes too complicated for the owner to
understand or override must be considered expendable.
Another axiom might be that a water pump stored in a
box may be better than another one mounted in the
same corrosive environment that killed the first pump.
This is true even if the pump is ready to come on line with
hoses, valves, sensors, computers, and overrides (that
automatically kick out the coffee maker subsystem).
Don’t just assume that, if it was done by the builder, it
must be Ok. Go into the engine room. Visually “trace”
your way through the systems. If wires or pipes crisscross
unmarked back and forth, running in and out of indistinguishable bundles you may have a problem. On the best
commercial boats, where reliability is among the ultimate concerns, the systems look quite simple. This is
water.... This is fuel.... This is 12-volt
Continued on page 15
The Masthead
June 2013
Page 10
By Steve D’Antonio
tions, and the water within the heater rises to the boiling
point, creating steam and the extreme pressure, an example
of which is the water heater that made a one way trip to
Pizza Hut, the pressure relief valve will open and vent the
pressure before the condition goes super critical. Of course,
if the pressure relief valve is damaged, malfunctioning or
capped, then it won’t be able to provide this all too necessary safety feature.
"It
was pretty quiet, then all of a sudden there was this
huge explosion," A report from a Baghdad street or
perhaps the statement from a witness to a gas explosion?
No, in fact this is a quote from a story about a water heater
that exploded in a Seattle suburb in 2001. The water heater
began life located in a restaurant and its career ended more
than 400 feet away in the parking lot of a Pizza Hut. Its meteoric traverse took the appliance over several businesses
and a busy four-lane intersection. Four bystanders were injured and several buildings were severely damaged as a
result of the concussion. Although not common, water heaters have been known to explode in this manner from time to
time. Reports in the case of the flying water heater indicated that the pressure relief valve had been capped and
the water heater partially drained, the combination of which
created a steam explosion. The thought of this occurring
aboard a cruising vessel is, well, unthinkable.
The pressure relief valve is visible in this image, at the upper right corner of the water heater case. Note the attached red and blue trace extension hose.
Even when a pressure relief valve is working properly it can
pose a hazard. Several years ago, while I was managing a
boat yard that was responsible for commissioning new vessels, a mechanic was injured by a water heater as he
worked alongside it when the pressure relief valve unexpectedly vented, flooding the area with boiling water and steam.
With a few exceptions, most electric marine water heaters
Fortunately his injuries were not severe, however, a subseare simply scaled versions of those used in homes and busi- quent investigation revealed that the thermostat had been
nesses the world over. Their components are relatively sim- improperly wired, essentially bypassing its important control
ple. An electric heating element is immersed in the water
function, rendering the heating element continuously enercontained within the heater’s tank. It in turn is controlled by gized. For this reason, the discharge of a water heater’s
a thermostat which regulates the temperature of the water. pressure relief valve should be securely plumbed into the
When electricity is applied the heating element warms the
bilge (however, the bitter end of the hose should reside well
water within until the set point on the thermostat (they are
above bilge water levels) or away from areas that may be
adjustable) is reached, at which point the heating element
occupied at any time. Flimsy hose or tubing simply slipped
turns off. Water heaters also typically include an important over the valve’s outlet pipe is inadequate, as it will be blown
safety device, the aforementioned pressure relief valve. This off by high pressure water and steam. It must be robust and
is designed to relieve pressure within the water heater’s
securely clamped in place.
tank in the event of a malfunction. If, for instance, the thermostat that controls the electric heating element malfuncOne feature that marine water heaters, for those so
The Masthead
June 2013
Page 11
Water Heater Operation and Installation Details continued
equipped, do not share with those ashore is the heat
exchanger. The heat exchanger, much like the one on an
engine or generator, simply transfers heat generated
elsewhere, in the engine’s closed cooling system or from a
diesel-fired hydronic heating system, to the water inside the
water heater’s tank. This arrangement is extremely common
and has been used effectively for decades. Instead of
sending all of the excess heat created by the engine out with
the exhaust some of it is reclaimed for washing dishes,
taking showers etc.
A high quality finned copper heat exchanger tube is visible
inside this cut away heat exchanger, it’s the long pipe making multiple S turns. The electric heating element is visible
just above it. The longer a heat exchanger is and the more
surface area it has, hence the fins, the more efficiently and
quickly it will heat the water. This water heater’s interior is
copper to reduce the formation of bacteria.
Two examples of remote expansion tanks shown above,
these ensure that the highest opening in the engine’s
closed cooling system remains above the water heater,
which in turn prevents air from being trapped within the
system.
part of the engine’s closed or coolant-filled cooling system.
While most engine manufacturers make provisions for a
water heater connection, when pressed they aren’t keen on
the idea because it takes the control, design and implementation of the cooling system out of their hands.
If the engine’s cooling system fails because of a design or
manufacturing flaw, the engine manufacturer is usually responsible for repairs, provided the engine is under warranty.
If, however, the plumbing between the engine and the water
heater fails, the engine will almost certainly overheat and it
may do so to the point of self destruction.
The hose used for this water heater plumbing is woefully
inadequate (it is, in fact, pneumatic hose) and, in spite of
the short time it’s been installed is already deteriorating. If
this hose fails it’s likely the engine will overheat rapidly.
As well as the heat exchanger scenario works, there are a
few caveats associated with its use. Utilizing engine coolant
to make hot water means the water heater must become
The engine manufacturer, however, bears no responsibility
for this event. Therefore, make certain the hose used to connect the engine’s cooling system to the water heater is especially rugged, chafe resistant and robust; hose that carries a
J2006R “Marine Wet Exhaust” rating is ideally suited for this
role, while ordinary “heater hose”, in spite of its name, may
not be up to the task because of its propensity to crush, kink
The Masthead
June 2013
Page 12
Water Heater Operation and Installation Details continued
and chafe when routed off the engine and through the vessel.
my wife believes this is much too hot, she prefers something
around 105°F. Anything under about 95°F begins to feel
chilly. As you can see, there’s not much of a range between
comfort and pain or potential injury. At a temperature of
131°F (55°C), a child can be scalded in less than 4 seconds.
Therefore, it often comes as a surprise to boat owners that
the coolant issuing from the engine, and going to the water
heater may be as hot as 195°F, perhaps 180°F by time it
reaches the water heater. Without any external control, water exiting the water heater may be nearly this hot, which
clearly presents a burn risk.
Some like it hot, but too hot can cause injury.
Additionally, it’s important that when a water heater is connected to an engine’s closed cooling system that certain
protocols as well as the engine manufacturer’s instructions
for such an arrangement are followed closely. Primary
among these is the location or elevation of the water heater.
If the heat exchanger within the water heater or any portion
of the plumbing between the engine and the water heater is
located above the engine’s expansion tank cap, then a remote expansion tank must be plumbed into the system. This
tank, with its own pressure cap, then becomes the primary
fill point for the closed cooling system, rendering the original
legacy fill cap dormant and unusable. In most cases, when a
remote expansion tank is installed it must use a pressure
cap that the engine manufacturer calls for while the original
cap located on the engine must be replaced with either a
non-venting cap, or one of a higher pressure rating than the
cap installed on the remote expansion tank. The reason for
this cap swap is to ensure that only the highest cap in the
system, the one that can vent air, opens and closes with
temperature-induced pressure changes.
The temperature of the coolant as it leaves the engine on
its way to the water heater is high indeed.
There are two ways this potential safety hazard may be
dealt with, both of which offer the same point-of-source approach. The first involves using a mixing or tempering valve.
This adjustable device, it’s installed at the water heater, controls the temperature of the water leaving the water heater
by mixing it with cold water in order to lower its temperature
to the desired level. Therefore, regardless of the temperaAnother peculiarity of the marine water heater when it’s
ture of the water in the water heater or the coolant running
interconnected with the engine’s closed cooling system is
through the heat exchanger, the output temperature rethe temperature of the water it’s capable of producing. The mains constant. The mixing valve has an added benefit, betraditional built-in thermostat controls only the electric heat- cause it enables the water in the water heater to be maining element, which is typically set somewhere between
tained at a much higher temperature, it effectively provides
120°F and 140°F. It’s important to note that water heaters the user with more hot water for one simple reason, not
are normally set to temperatures above 131°F to prevent
much of it is needed as it’s mixed with cold water to prodevelopment of harmful bacteria, such as Legionella, the
duce the desired 100°-110°F temperature range. Some
cause of Legionnaire’s disease, in the water supply. This is
water heaters are available, come equipped as standard,
of particular concern with marine water heaters because
with mixing valves.
they are turned on and off, which means they often contain
stagnant, tepid water, which is an incubator for water-born
Mixing valves can be added to virtually any water heater as
bacteria.
an aftermarket item, after which the water heater’s thermostat can be increased to maintain a higher pre-product waWater at a temperature above 106°F is considered painful ter temperature. It’s important to note that not all mixing
to some. Personally, I consider 109°F the perfect shower;
valves’ reaction times are quick enough to consider them as
The Masthead
June 2013
Page 13
Water Heater Operation and Installation Details continued
anti-scald protection. A variety of standards
exist concerning the design and performance of these valves, virtually all of which is
available on manufacturers’ websites.
The other method utilizes a component
known as a temperature compensation
valve or TCV, which is plumbed, externally,
to the water heater’s coolant heat exchanger while sensing output water temperature. This product takes a slightly different approach in that it controls the
amount of coolant running through the water heater in such a way that it maintains a
water output temperature of about 140°F.
The beauty of either of these approaches is
that they limit the temperature of the water leaving a water heater, regardless of
A stock mixing valve that’s provided as part of this water heater, left, along whether the heating source is the electric
with an aftermarket installation shown on the right. Use and adjustment of element or the engine’s coolant. Quick reacting anti-scald valves are, of course, dethis device prevents the water heater from supplying water that’s too hot,
sirable, particularly for showers and sinks;
whether it’s created by the engine or an electric element.
however, it may not be practical or economical to equip every fixture aboard with one of these, particularly after a vessel is built. That’s where mixing valves
and TCVs come in. If your water heater is connected to your
engine’s cooling system you’re playing with fire unless you
install one of these inexpensive and useful devices.
———————————————————
About the Author: For many years a full-service yard manager, Steve now works with boat builders and owners and
others in the industry as “Steve D’Antonio Marine Consulting”. He is the technical editor of Professional BoatBuilder
and PassageMaker magazines, and is writing a book on marine systems, to be published by McGraw-Hill/International
Marine. His Marine Systems Excellence Ezine is available at:
www.stevedmarineconsulting.com/ezine
A Temperature Compensating Valve or TCV controls the
volume of coolant entering the water heater’s heat exchanger, thereby controlling the temperature of the water
leaving the water heater.
The Masthead
June 2013
Page 14
Foreshortened
Views
By Bruce Hayes, Principal Naval Architect, DRS Defense Solutions, LLC
When fairing a hull, it’s often helpful to foreshorten or “squash” the view in the longitudinal direction, to accentuate the curvature. Rhino 5 allows this to be done very easily, by
defining a new display mode. The default display modes include Wireframe, Shaded,
Rendered, Ghosted, etc.
Start by opening the Rhino Options dialog (File>Properties, or right-click on a viewport
title (Top, Front, etc.) and select Display Options). In this dialog, click on Rhino Options>View>Display Modes in the tree pane on the left.
On the right, click on New. Enter a Name, and then click on Other Settings.
Enter a Horizontal Scale; for example, you might use 0.50 for small craft, and 0.25 for large ships. Now right click on the
viewport title (e.g., Top) where you would like to have the foreshortened view, and select your Display Mode:
Continued next page
See and Hear Dave Gerr’s Interview with Mad Mariner Magazine
Mad Mariner, the online daily boating magazine, interviewed Westlawn director Dave Gerr on July 20, 2010. In
this wide-ranging, half-hour radio show, Gerr discusses almost all aspects of Westlawn, including history, operation, student and alumni successes, costs, and more. Click on the links below to listen to the full interview
and watch the accompanying slide show of over a hundred boats designed by Westlawn alumni.
Click Here to watch on Windows PC
Click Here to watch on Macintosh
The Masthead
June 2013
Page 15
Orca3D User Tip - Continued
The scale of the view will be foreshortened, but the scale of the object has not been changed:
www.orca3d.com
Learn about Westlawn student pricing on Orca3D software, page 5
Simplicity is Best continued from page 9
DC.... This line goes to there.... Don’t settle for less when
your life depends upon it.
the vessel seek safe haven. That is the essential part. All
of the other is simply the FLUFF ON TOP.
Certainly most of us love gizmos. Why have only one solitary gauge if a bank of switches, meters, LED’s and computer links can do the same job. For another group a cedar bucket was good enough for the commemorated
sailor Nat Herreshoff so it’s good enough for me. Inherently there is nothing wrong with either approach. Simply
realize the primary function of the vessel is to move you
and yours in a designated direction, providing water and
other sustenance and a degree of comfort while you and
——————
Charles Neville Associates
223 Broadway
Centreville, MD 21617 USA
Tel: 410 758-1891
Fax: 410 758-3724
Email: [email protected]
Web: www.nevilleboats.com
The Masthead
June 2013
Page 16
Standards and Common Sense in Design
By Ed Sherman
I
like to use the photo below as a shining example of how
simplicity in design often circumvents common sense
when contemplating everyday use of a boat. The photo
shows the installation of a Yanmar saildrive on a high performance “racer/cruiser” category of sailboat.
So to begin, the designer apparently chose to ignore ABYC
Standards in the design phase for this boat. That is at least
as far as the diesel engine fuel system is concerned. Focus
on the fuel fill at the upper left corner of the photo; that’s
the fuel fill and vent for the poly tank located directly below
the deck plate fill cap. The problem here is that the deck
plate is located inside the engine room space.
Now, based on my interpretation of ABYC Standard H-33,
and specifically this standard: 33.12.7
Fuel fill(s) shall
be located and
oriented so
that . . .
33.12.7.1, no
fuel can enter
the boat when
it is in the
static floating
position when
tested in accordance with
section H33.17.3
Now, section H-33.17.3 goes on to say:
Fuel fills shall be located and oriented so that no fuel can
enter the boat when it is in its static floating position and
fuel overflows at a rate of five gpm (19 lpm) for five seconds.
I would go on to say that even the H-33 standard that discusses fuel fill and vent separation from engine compartment vent openings could be construed to mean that in any
event the fill and vent openings should not be inside the
same space.
33.12.2
Separation between compartment ventilation openings and
fuel fill openings shall be at least 15 inches (381mm).
OK, so in this case the designer decided not to follow ABYC
diesel fuel system standards. After all, the USCG doesn’t
even address diesel fuel systems for recreational watercraft
so why worry?
How about customer satisfaction as a reason? Common
sense?
The bottom
line here is
that it is really
not a question
of if, but more
a question of
when diesel
gets spilled
during a fill up
on this boat
and the excess runs
down the side
of the tank
and settles
into the
trough that is
molded into
the base for the tank, accumulating under the tank. Since
the boat does in fact have berthing space and is intended by
design to be a “family oriented” weekend racer cruiser, I’m
suggesting that the never ending odor of diesel may impact
the on board sleeping experience and family fun side of the
design brief.
Bad job designer! Apply a little common sense and get that
deck fill up on deck where it belongs.
The Masthead
June 2013
Page 17
Old Man Bowen’s Soap Dispenser Disaster
Honesty in Drafting
Excerpted from Martin’s Yarns
By Dave Martin © 2012 By David P. Martin
A
t precisely 2:00 PM, my mechanical drawing teacher at
Atlantic High went to the bathroom. He returned every
day at 2:25 PM. Upon his return, he walked over to the sink
at the left side of the room and with a flourish wacked the
soap dispenser three times after which he washed his
hands. It occurred to me that India ink had a much lower
viscosity than liquid soap. If the soap was removed and replaced with India ink, it would really blast out when our
teacher, J. R. Bowen, hit it.
I told Nelson Reilly
about my idea and he
was so overcome with
joy that he grabbed the
ink out of my hand and
poured it in. This
would, without a doubt,
be the greatest masterpiece in the history of
the Atlantic City Public
School System! Old
man Bowen returned
and with a flourish
wacked the soapdispenser plunger and
wound up with India
ink all over his arm and
white shirtsleeve.
for entrance to an engineering or, architectural college. Another example is the fact that many design colleges teach
their students to use artistic license on technical drawings.
For instance, when students are designing the profile of a
car or boat, they may be taught to draw to a bastard scale—
a product that is longer and lower than it has to be for people to fit in it. A distraught student of one of these colleges
called and said his professor demanded that he fake the
height of a boat design.
Accurate version of the 56-foot Ocean motoryacht
I told him to take his
parents to the district
attorney’s office and
have them file criminal charges against
the college for teaching their son to cheat.
My clients have often
been sold a bill of
goods by these crooks.
I refused to cooperate.
The bottom line here
is that—if a boatbuilder shows his dealers a fake drawing
and the dealer orders
a bunch of boats that
turn out to look much
He cleaned up the best
higher and, as a rehe could and sat at his
sult, look like crap—
Fake version of 56-foot Ocean motoryacht
desk. Nothing was said
there will be hell to
for an hour when he said, “Martin!” He then motioned me to pay. For a naval architect to cooperate in this scam is a viofollow him up to Old Man Saseen’s office, where I was exlation of SNAME bylaws. A naval architect shall not lend his
pelled from school for two weeks.
name to an enterprise of questionable character.
That J. Raymond Bowen was a very fine mechanical-drawing
————————————————teacher is proven by the success of his students. Dick
Westlawn graduate David Martin has spent a lifetime deSaseen became an outstanding architect. Joe Grentz and
Smitty worked in the engineering department of the Atlantic signing all types of boats. His books, Martin’s Yarns and the
Book of Dave Martin Designs are available on CD from
City electric company. Art Williams had his own graphics
Amazon.com.
business. Even I—who was his worst student—became a naval architect in private practice. I had three years of meCLICK HERE to purchase Martin’s Yarns on CD, from
chanical drawing. The ink tracing skills taught by J. R. BoAmazon.com.
wen were instrumental in my landing a job in the best yachtCLICK HERE to purchase the Book of Dave Martin Designs
design office in the world—Sparkman and Stephens.
on CD, from Amazon.com.
J. Raymond hated fakers. Several times a week he gave a
speech condemning “fakation” and preaching proper orthographic projection and accuracy. Three years of mechanical
drawing and computer aided drafting should a requirement
The Masthead
June 2013
Page 18
Know It All Contest Solution to the March 2012 Question
On what horsepower would the hoist motor need to be?
(This issue’s new Know it All question is on page 19)
The Know It All questions and correct answers are important design tips for students as well
as other marine professionals. We suggest that you file them away for future reference.
The Question Was:
You’ve been asked to work on the design of the 60-foot, composite, performance cutter, Outta Sight. She has a lifting bulb fin
keel, which hoists vertically in its trunk and is to be lifted by an electric motor powering a reel winch. The total fin-keel weight, fin
and bulb, is 17,900 lb. Hoisting time is to be 6 seconds with a lift of 7.8 ft.
Given this information, and assuming a uniform hoisting speed, what would the tension in the hoist line be? Using 6x37 flexible
stainless steel wire rope of 316 alloy, what diameter would you specify, to ensure a safety factor of four? Assuming a motor efficiency of 70%, what horsepower would the hoist motor need to be?
The Winner Is:
Though there were five answers submitted, and all of them were close, there was only one correct answer. This was from Louis
Cacclaguerra. In recognition of his display of mental acuity, cogitative daring do, coruscating insight, and shear unbridled gumption, we have no choice but to award him the august and coveted title of “Know It All,” with all the rights and privileges pertaining
thereto. Naturally, a Know It All certificate, and Westlawn T-shirt and cap are on their way to our winner. As is only right and
proper, henceforth, Mr. Cacclaguerra should be addressed only as “Mr. Know It All.”
And the Solution Is:
Tension, lb. =
KxWxd
2
32.2 ft./sec. x t
2
+W
Where:
W = Weight hoisted, lb.
K = Added tension due to acceleration and sudden stops, taken as 2
d = Hoist distance, ft.
t = Hoist time, sec.
Tension, lb. =
2 x 17, 900lb. x 7.8 ft.
2
32.2 ft./sec. x (6 sec.)
2
+ 17, 900 lb. = 18, 141 lb.
SF 4 x 18,141 = 72,654 lb.
Referring to the Loos & Co. wire-rope catalog, we see that—in the 316 alloy—1-inch diameter has a strength of 69,570 lb. That’s
close but not sufficient to meet our safety-factor requirement, so we need to use 1-1/8 in. 6x37, 316 SS wire rope, with a breaking strength of 82,110 lb. Note that the 302/304 alloy gives sufficient strength at just 1-inch diameter, but the 302/304 alloys
are too prone to corrosion to be used in this application.
7.8 ft. ÷ 6 sec. = 1.3 ft./sec.
1.3 ft./sec. x 60 sec./min. = 78 ft./min.
Assuming 70% motor efficiency:
HP =
Wxs
Note: The Loose & Co. catalog recommends a safety factor of 5 for all rigging.
Standard practice in boat design is to use a
safety factor of 3 on standing rigging. This
question specified a safety factor of 4 for
the keel-hoist cable.
33, 000 ft.lb./min. x e
Where:
HP = Motor horsepower
W = Weight Hoisted, lb.
e = Motor efficiency
s = Speed, ft./min.
HP =
17, 900 lb. x 78 ft./min.
33, 000 ft.lb./min. x 0.7
= 60.44 HP
Use a 70- or 75-horsepower motor to ensure it runs below maximum output.
The Masthead
June 2013
Who Will Be The June 2013 Know It All Winner?
Email your answer to: [email protected]
Want to see how much you know? Want to show everyone else how much you know? The
first three people to submit the correct answer to the following question will win a Westlawn tee shirt and cap, and will also receive a Know It All certificate. The answer and
winners to be published in the next issue of The Masthead.
P
rancing Petunia is a 1981, Chinese-built, fiberglass
trawler. The fiberglass hull is sound and the bronze
hull fittings are of good quality and in good shape. The
zincs on the prop shafts are nearly gone, with a great
deal of marine growth on them. Both the through-hull
fittings and the rudder and strut are painted with antifouling paint—the same paint as on the hull.
Looking at the photos, you can see that there is a clear
ring discoloration and loss of paint around the
through—hull fittings and the strut. What phenomena is
causing this, and is it likely to be structurally harmful?
Photos: Lachlan Mackenzie
Page 19
The Masthead
June 2013
Page 20
News & Views
the facility is within walking distance of
many hotels, fine restaurants and attracFuture Shows to Alternate Annually
tions, including Tampa's Riverwalk. a
Between Louisville and Tampa
popular pedestrian byway. The Convention Center features indoor and outdoor
BROOKLIN, ME - May 16, 2013 - The
space, and boasts Sail Pavilion, a 360International BoatBuilders’ Exhibition
degree waterfront bar and performance
and Conference (IBEX) announced a new
venue.
rotating show schedule to increase accessibility for attendees and exhibitors across
Not only is the Tampa Convention Center
the U.S. and internationally. The show
located on the water, it offers a broad exwill be held in Louisville, Kentucky in
panse of docks and slips that are just steps
2013; Tampa, Florida in 2014; Louisville
away from the Convention Center. IBEX
in 2015; and Tampa in 2016.
attendees will be able to experience live
demonstrations of emerging new products
Alternating between Louisville and
and technologies. Dock space will be
Tampa offers enormous benefits to marine
available to all IBEX 2014 exhibitors, but
industry professionals. Both cities are
space is limited. If you are interested in
easily accessed travel hubs and the rotareserving dock or in-water exhibit space
tion between a southern location and a
in Tampa at IBEX 2014, contact Tina
central location allows more professionals
Sanderson, [email protected] or Kate
to attend. A rotating schedule also creates
Holden, [email protected] for more
more location-specific social and netinformation.
working opportunities, which show organizers anticipate will increase attendance.
New IBEX Schedule
"Louisville continues to be an excellent
location for IBEX, but there are two major
geographic areas in the USA where about
80 percent of boatbuilders in North America reside," says Anne Dunbar, IBEX
show director. "Rotating between these
two cities is ideal for our dedicated IBEX
attendees, and for all those marine professionals who have been unable to attend.”
America’s Cup Disaster
Andrew Simpson, a 36-year-old British
sailor and Olympic gold medalist, died
Thursday after a 72-foot America’s Cup
yacht owned by the Swedish team Artemis Racing capsized and broke apart during training in San Francisco Bay.
It was unclear how Artemis flipped on a
day of relatively strong winds. The boat
"The new rotation between Louisville and had broken into pieces and its huge wing
Tampa was unanimously and enthusiasti- sail lying flat on the water. According to a
Team Artemis statement, Simpson was
cally supported by the IBEX planning
trapped underneath the capsized boat. The
committee, which is chaired by Bill
Watters, president of Syntec Industries,” San Francisco police said that Simpson
was given CPR as he was brought to shore
notes Thom Dammrich, president of
NMMA. “As a result of the rotating loca- on a smaller boat and that CPR was attion, IBEX will bring new products, new tempted offshore and onshore about 20
programs, a new location, and new excite- minutes. Despite doctors attempts to revive him his life was lost.
ment to the marine industry every year."
The IBEX 2014 Show will be held at the
Tampa Convention Center, a world-class
event space. Located on the waterfront,
This is a new era in the America’s Cup
racing with larger audience due to the
increased excitement with cutting edge
catamarans that can
sail as fast as 30 knots.
With the older America’s Cup boats there
was no expectation that a 12-meter yacht
might capsize despite the fact that they
often healed to the rail.
But there is a dark side to the new cats:
true and persistent danger. The sailors,
even highly skilled experienced veterans
have been genuinely concerned even as
they embrace the thrills of sailing this new
breed boats. And on Thursday the danger
turned fatal in San Francisco Bay when
Artemis’s AC72 capsized while bearing
away from the wind, during a training
exercise.
The first America’s Cup race took place
in 1851, and the yachts have undergone
many changes with time and new technology. The question now is: have the current
cat designers gone too far, to fast, in the
application of the new high-technology in
their hunt for modern-day relevance.
“We know this is a risky boat, what happened to Artemis today could happen to
us in the future,” said Max Sirena, the
skipper of the Italian challenger Luna
Rossa.
Keith Mills, former owner of a British
team that abandoned plans to participate
in this Cup, told The Daily Telegraph on
Friday that safety was a factor in his decision.
“Seeing what those boats were capable
of, speeds of up to 40 knots, frightened
the life out of me,” he told The Telegraph.
“The class rules looked like they were
dangerous boats to sail. At 40 knots, the
control is minimal. Hit a big wave and
that is it.”
Tom Ehman, vice commodore of the
Golden Gate Yacht Club who worked for
The Masthead
News & Views
June 2013
Page 21
continued
“Over 20, you start to be scared about the
boat, because they are super powerful.
Over 20 knots, you just cannot depower
the boat as much as you want.”
Source:
New York Times
& Soundings Trade Only Today
closer to normal on
Thursday (May 23) as
two more of the teams
involved in sailing's
Senators Roger Wicker, R-Miss., and
premier competition hit the water for the
David Vitters, R-La., introduced S. 344,
which prohibits the Environmental Protec- first time since the death of the sailor Antion Agency from issuing waivers for any drew Simpson in a training accident on
May 9.
gasoline blend of more than 10 percent
ethanol and would repeal the previous
It looks like the regatta would go ahead
waivers that allowed E15 on the market.
In the House, Rep. James Sensenbrenner, this July as originally scheduled. An
R-Wis., introduced H.R. 875, which paral- Americas Cup review committee headed
lels a bill he introduced last year. That bill by the regatta director, Ian Murray, delivblocks anything above a 10 percent etha- ered a list of 37 recommendations to imnol blend until the EPA has sought inde- prove safety.
pendent tests to determine the impact of
Those recommendations, made with input
E15 on engines of all kinds.
from the teams, included a drop in wind
Both bills are supported by the MRAA
limits to 23 knots from 33 knots — as
and NMMA.
well as technical modifications intended
to make it easier and safer to steer the
A group of House members headed by
Rep. Bob Goodlatte, R-Va., has also been large and fast catamarans.
seeking industry input on a more compreThe recommendations have now been
hensive bill addressing E15 and other
submitted to the Coast Guard as part of
biofuels.
the application for the regatta permit that
is a requisite for all sailing events on the
The NMMA, MRAA and their partners
are also circulating a draft bill to address Bay.
the Renewable Fuel Standard.
Now with just a few weeks before the
start of the race, worries about safety
“To get at all the problems that E15 and
above causes, you really have to get at the could threaten the race’s success. Because of cost and safety concerns, only
heart of it, which is the Renewable Fuel
four teams have signed on so far. This is
Standard,” said NMMA Legislative Director Jim Currie. “We also think that by the smallest amount of participants in the
reaching a comprehensive look at the fuel race’s modern history. This number is far
standard it has a better chance of becom- below the 15 participants that the organizers of the event had anticipated in selling
ing legislation that actually passes the
the event to the city of San Francisco.
House and the Senate.”
Source:
New York Times
Source
May 25, 2013
Boating News
Jonathan Sweet, Editor-in-Chief
April 1, 2013
E-15 Bills in Congress
America's Cup Update
Oracle in its successful challenge for the
Cup in 2010, said he understood other
teams were pushing for changes in the
wind limits.
“It wouldn’t surprise any of us if that’s a
recommendation that comes out of this,
and they get the winds down lower,” Ehman said.
Races have regularly been postponed in
previous Cups because of too much or too
little wind. One of the objectives in setting
them higher this time was to improve the
sport’s marketability and reach so television networks could count on a race taking place in its scheduled time slot.
“One of the things we all want to do is, at
the appointed race hour, we want to be
able to start,” Ehman said, “because
you’re going to have tens of thousands of
spectators and a television audience.
“However, safety has to come first.”
In an interview in Alameda several days
before the accident, Max Sirena, the skipper of Luna Rossa, explained his own
comfort zone in an AC72 after his team’s
extensive training in its yacht in Auckland.
“Over 20 knots, it’s a completely different
game, I can tell you that,” Sirena said.
“For sure, you enjoy sailing these boats up
to 18, 19 knots.
duced in Congress, with more potentially
on the way.
Two bills addressing E15 have been intro- The America’s Cup returned to something
The Masthead
June 2013
News & Views
Page 22
continued
Westlawn Alumnus Ivan Erdevicki
superyacht design WINNER YACHT & AVIATION AWARDS 2013 I
van Erdevicki Naval Architecture & Yacht Design, Inc. was declared the winner of The International Yacht & Aviation
Awards 2013, in the category of the Best Concept Design of 50 meters and above, at the event held on April 19, 2013,
at the Connaught Hotel in London. The coveted award for the new design concept is for the ICON-ER175 high-speed
superyacht developed in close collaboration with ICON Yachts BV of The Netherlands. The design first featured at last
year’s Monaco Yacht Show.
The ICON-ER175 styling is a futuristic looking vessel
with sleek lines, stunning appearance, and a powerful
image with comfortable luxurious interior and ample
deck space for leisure and entertaining. The yacht
features three full decks plus fly bridge, all elegantly
incorporated within an aerodynamic superstructure.
The 53.4-meter hull and superstructure is one harmonious integrated structure with the design focused
towards the boat’s efficiency, seaworthiness and
overall reliability. The yacht is under 500 GRT, and is
a semi-displacement hull with a maximum speed of
31 plus knots and transatlantic range at cruising
speed. The long-waterline hull is designed for fuel
efficiency, while the powerful bullet shaped bow defined by natural sheer lines will carve through the
waves and provide reserve buoyancy for a smooth
ride.
Ivan Erdevicki, said about the ICON ER175, “The design was influenced by the market requirement, which is moving toward implementing the newest technology and
“green” solutions, packaged in a minimalistic styling with clean lines but with sculptured shaped surfaces. It was driven
by a strong tendency for innovation in the design, external styling, interior ergonomics and performance. In general, clients seem to be more open to new solutions for custom-built yachts and this was our answer.”
Ivan Erdevicki Naval Architecture & Yacht Design, Inc. has offices in Vancouver, BC Canada and London, United Kingdom. It is engaged in the design and
development of luxury Superyachts, from 30 to over 100 meters in size. The
firm provides a complete design and naval architecture service to clients
with commitment to high quality, unique exterior and interior styling with
ergonomics and reliability as an inseparable part of the design. The designer
himself, besides having exceptional talent, experience, study of naval architecture, mechanical engineering and yacht design, has a gift for blending the
art of design and engineering into what is today the distinct Erdevicki style.
ICON Yachts BV of Harlingen, The Netherlands is a leading bespoke superyacht builder in Europe, renowned for the highest quality of construction and
interior finish. The yard has the capacity to build vessels up to 150 meters
and facilities to undertake the most complex refits, conversions and yacht
maintenance. ICON Yachts BV, Lange Lijnbaan 11, 8861 NW,Harlingen, The
Netherlands. Tel: +31 517 494 600
Ivan Erdevicki Naval Architecture & Yacht Design lnc.| Business Number:
841041874BC00014205 Musqueam Drive, Vancouver, BC V6N 3R8
|Canada | London Representative Office | 37 River Meads Avenue,
Twickenham TW2 5JL | United Kingdom | E: [email protected] |
Tel: +44 (0)20 8893 3730 | www.ivanerdevicki.com
Stephan Vitus from ICON Yachts, Ivan Erdevicki and Iliya Kovacevic from Ivan Erdevicki Naval Architecture & Yacht Design
The Masthead
June 2013
Page 23
Essential Continuing Education
For Marine Surveyors, Boatbuilders, Managers and Small-Craft Designers
METAL CORROSION IN BOATS
(Course No: TT500)
This comprehensive distance-learning course will provide you with a firm foundation in the
causes of metal corrosion and the current practices in its prevention, reduction and cure.
Topics include: galvanic corrosion, electrolytic corrosion, wastage, pitting, velocity effects,
and cathodic protection. The causes and mitigation of corrosion of stainless steel, copper
and nickel based alloy, aluminum, iron, and steel are studied. Special consideration is given
to problem areas underwater, on deck and aloft, and in engine and fuel systems.
“I could have saved the Gov. money if I'd only had [Westlawn course] TT 500 [Metal Corrosion in Boats] years ago!”
Roger Mays, Small Boat Manager/Captain
National Oceanic and Atmospheric Administration (NOAA)
CLICK HERE for a detailed syllabus
CLICK HERE for more details and enrollment information on this and other Westlawn
essential continuing education courses
Elements of Technical Boat Design (Course No: ETD)
Elements is a comprehensive introduction to the fundamental concepts in yacht and boat
design for marine professionals. Students will gain a firm understanding of resistance,
hydrostatics and stability as well as fiberglass design. Topics include: Hydrostatics, Stability
and Trim, Principles of Resistance, Drawing of Hull Lines, Ergonomics and Interior Design,
Fiberglass Boat Design and Construction. Note: Graduates of Elements may transfer to continue on and complete the full professional Westlawn Yacht & Boat Design Program, receiving credit for all the subjects covered in the Elements course.
“Since I have added Elements to my resume I have had several job offers from different
companies and even a promotion with the company I am employed with now. If any one
is wondering if it would be beneficial to complete the program, I would say YES.”
Charles Bursk
Tiara Yachts
All Westlawn Courses are
nationally accredited by
the Accrediting Commission of the DETC
THE DISTANCELEARNING ADVANTAGE
Distance learning is the
cost-effective way to advance your career or train
your employees:
- no travel, little or no
time lost from work
- no on-site or off-site
set up and no facility
rental
- no visiting instructors
- modest tuition costs
- start when you want
- study at your own
pace
Yacht & Boat Design
Program
CLICK HERE for a detailed syllabus
CLICK HERE for more details and enrollment information on this and other Westlawn
essential continuing education courses
ABYC Courses and Schedule for 2013
The ABYC education department has been providing industry certifications, training, high
school and college curriculum, and industry seminars for over twenty years. They are providing the marine industry with the skilled workers required to build and maintain modern
small craft of all types.
ABYC is currently scheduling on-site and factory training for 2013. Please call ABYC for custom tailored, flat rate, instruction by top industry trainers at your facility (410-990-4460, Ext.
104).
The Marine Technician Certification Program developed by ABYC with “NOCTI Certification”*
has proven to be the industry standard. ABYC continues to provide the highest quality marine education and training throughout the country and throughout the year.
For course dates and descriptions Click Here
*NOCTI (National Occupational Competency Testing Institute) is a regular provider of the assessments
on which many certifying bodies depend for measures of applicants' standards-based knowledge and
skills. Certificates benefit employers by showing that applicants have acquired specific skills. The
status of having a certified staff can lead to higher sales and customer satisfaction.
Westlawn is affiliated with
Mystic Seaport. Visit the
Seaport to learn about the
history of boats, boatbuilding, and design.
The Masthead
June 2013
Page 24
Training Links & Events Schedules
Training Links for
Westlawn Distance Study
Click on Topic for more information:
Professional Yacht & Boat Design,
4-Course Sequence
Elements of Technical boat Design
Continuing Education
Advance Your Career, Train Your Employees
ABYC is the acknowledged leader and certifying body in education for the marine
industry. We offer technical classes that progress from entry level to advanced
courses, meeting the needs of every experienced marine professional seeking improved skills. ABYC educational programs support the career path of individual
technicians and provide a training curriculum for marine businesses. Our goal is to
provide continuing, convenient education to improve the quality and professionalism
of our industry.
Applications & Enrollment
All Westlawn
Courses are
nationally accredited
by the Accrediting
Commission of the
DETC
Learn About the ABYC Certification Program & Courses
Read about the ABYC Certification program, who should become certified, how to
certify and the eight different areas you can get certified in.
Need to Re-Certify?
The two most important reasons to recertify are your career and yourself. If your
certification is about to expire your certification is about to expire
2013 NMMA Boat Shows
For a Complete listing of
NMMA shows CLICK HERE
ABYC Class Schedule Through Jan. 24, 2014
Marine Corrosion Certification (Key West, FL)
6/11/2013 » 6/14/2013
ABYC Standards Certification (Annapolis, MD)
9/10/2013 » 9/12/2013
Marine Diesel Engines Certification (Key West, FL)
9/10/2013 » 9/13/2013
ABYC Standards Certification (Annapolis, MD)
9/10/2013 » 9/12/2013
Marine Diesel Engines Certification (Key West, FL)
9/10/2013 » 9/13/2013
Marine Electrical Certification (Port Hadlock, WA
9/12/2013 » 9/15/2013
Marine Corrosion Certification (North Vancouver, BC)
9/24/2013 » 9/27/2013
Systems Certification (Medford, Massachusetts)
10/1/2013 » 10/4/2013
Marine Electrical Certification (Actuant - Menomonee Falls, WI)
11/4/2013 » 11/7/2013
Marine Electrical Certification (Honolulu, Hawaii)
11/5/2013 » 11/8/2013
Marine Systems (Charlevoix Yacht Club)
12/10/2013 » 12/13/2013
Marine Electrical Certification (Medford, Massachusetts)
1/24/2014 » 1/27/2014
For more information and to register for ABYC courses go to:
http://www.abycinc.org/educationprograms/descriptions.cfm
With integrity, pride in our product, and
commitment to building long term relationships with our customers, Armstrong
Marine, Inc. was launched with the goal
to build the best boat on the water. It is
that goal that drives us today.
With that in mind, Armstrong Marine set
aside $80,000 for training in 2012, and
the majority of the systems training will
be through ABYC. Training with ABYC
insures increased profitability through
better trained and more efficient employees while also ensuring better safety and
service.
Cory Armstrong, Owner,
Armstrong Marine, Inc
Our goal at Diversified Marine Services,
Inc. is to have all of our long term technicians certified to the “Master ABYC”
status and to help pass this valuable information onto our client base. I feel like we
are in partnership with the ABYC organization!
Thomas F. Kicklighter, Diversified
Marine Services, Inc.
The Masthead
June 2013
Page 25
Training Links & Event Schedules (continued)
ABYC Webinars
ABYC is now offering webinars as a new and exciting learning tool to train marine professionals. Webinars are good
for you and your company because they:
 Are relatively inexpensive
 Are monthly
 Are current and topical
 Can be viewed in real time or on your own time
 Can be archived for members
 Help you train your staff
 Give you a taste of an ABYC certification class
A typical webinar might feature an ABYC instructor or other industry expert doing a 60-90 minute talk with a PowerPoint presentation on a relevant topic. You might hear Ed Sherman talking about new battery technology or Captain
Dave Rifkin discussing corrosion or John Adey explaining the details of a new ABYC standard. We have learned how
to stream these presentations to your computer in your office with top quality sound, graphics and deliverability.
Order a pizza and gather your technicians in for a shop lunch. Have them all listen and view the presentation. Each
one of them will learn something to take to the boat with them. This will make expertise and knowledge synonymous
with your company and your technicians.
Go to the class calendar on the ABYC Website and sign up for one
2013 Events Program
RINA organizes a programme of international conferences,
workshops and training courses covering a broad range of
experience and opinion on research, development and operation on all aspects of naval architecture and maritime
technology. For more information about any event, click on
a title.
World NAOE Forum 2013, and International
Symposium on Marine and Offshore
Renewable Energy
28 - 30 December 2012, Minato-Ku, Tokyo
Warship 2013: Minor Warships
20 - 21 November 2013, London, UK Call for Papers Open
12-13 June 2013, Bath, UK Register Now
Contract Management for Ship Construction,
Repair & Design
10 - 12 September, London, UK Register Now
Marine Coatings - Risk Management Course
13 September 2013, London, UK
Design and Operation of Passenger Ships
ICSOT India: Technological Innovations in
Shipbuilding
12-13 December, Kharagpur, India Call for Papers Open
Developments in Marine CFD 2014
December 2014, Chennai, India
ICCAS 2013 - International Conference on
Computer Applications in Shipbuilding
24 - 26 September 2013, Busan, South Korea Call For
Papers
Pacific 2013: International Maritime
Conference
7 - 9 October 2013, Sydney, Australia
For a complete listing of upcoming RINA
events, go to:
www.rina.org.uk/events_programme
The Masthead
June 2013
Page 26
Ship’s Store
Masthead Archive
Click here to visit our ship’s store
for Westlawn caps and tee-shirts,
bronze spline weights (see picture
below), and a selection of marine
books.
All back issues of The Masthead are available online. CLICK HERE to read the back issues of The Masthead CLICK HERE to access the complete combined index of all issues of The Masthead Attend the IBEX Show ‐ September 17‐19, 2013 The U.S. Exhibition for Marine Professionals Hundreds of Exhibits, Dozens of Technical Seminars Visit www.ibexshow.com to learn more.
Stop by the Westlawn booth, number 2545 . Westlawn students get HALF OFF on seminars!! Admission is FREE!! Check the Westlawn student forum for information on the Westlawn student dinner at IBEX.
SUBSCRIBERS
There are over 8,800 subscribers to The Masthead, Westlawn Institute’s quarterly E-journal.
Our readers are yacht and boat designers, boatbuilders, marine techs, surveyors, boat design students, and
members of the boating public.
The Masthead
The Journal of the Westlawn Institute of Marine Technology
Westlawn Institute of Marine Technology
16 Deep Cove Road
Eastport, ME 04631 USA
Phone: 207 853 6600
Fax: 207 853 6605
E-mail:
Student Services: [email protected]
Information: [email protected]
The Masthead:
Norm Nudelman, Editor
[email protected]
Who We Are
Westlawn is a not-for-profit educational affiliate of
the American Boat and Yacht Council (ABYC). Our
school is nationally accredited by the Distance Education and Training Council (DETC), and is listed as an
accredited school by the U.S. Department of Education
and by the Council for Higher Education Accreditation.
The Westlawn Yacht & Boat Design Program is also
accredited by the Royal Institution of Naval Architects
(RINA).
Our Mission
Founded in 1930, the mission of the Westlawn Institute of Marine Technology is threefold:
■ To provide our students with the skills and knowledge required to build a rewarding career in the
profession of yacht and small-craft naval architecture via distance learning.
■ To support continued growth of the recreational
and small-craft marine community through the
development of well-trained, safety-oriented,
boat designers developing better products for the
benefit of the boating public.
■ To provide continuing education to marineindustry professionals.
We're on the Web at
www.westlawn.edu
www.abycinc.org
Copyright © 2013 by Westlawn Institute of Marine Technology
A Not-For-Profit Corporation