The Recreational Vessel - fle

Transcription

The Recreational Vessel © Fiona Lee Enselle Stephens 2013
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THE RECREATIONAL VESSEL
Please note that this paper has additional features when read online, with links to illustrations,
products and research information. All links in ‘References’ and last checked 11.10.2013.
CONTENTS
PAGE NO.
PART A – FACTORS IN DESIGN
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THE BRIEF
INTRODUCTION
1
PURPOSE AND DESIRED FEATURES
2
SELECTING DIMENSIONS
2
The Role of Statutory Regulations and Association Requirements.
CONSTRUCTION MATERIALS AND METHOD
3
SERVICE SYSTEMS
POWER SUPPLY
SYSTEMS FOR PEOPLE – PROVISIONING
NAVIGATION AND COMMUNICATIONS
COOKING, REFRIGERATION, CABIN LIGHTS
WATER
WASTE
SYSTEMS FOR THE BOAT - PROPULSION
RIGGING
STEERING
MOTOR
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HULL FORM
DISCUSSION OF EXTANT BOATS RESEARCHED
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PART B – SELECTED FEATURES
THE SUM OF THE PARTS.
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THE TRAILER AND TOWING VEHICLE TO SUIT THE BOAT
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METHODS OF MARINE VESSEL IDENTIFICATION
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APPENDICES
APPENDIX I – List of designs considered
APPENDIX II – Comparative chart of preferred designs
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REFERENCES
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PART A – FACTORS IN DESIGN
THE BRIEF
Choose a trailer boat of between 5 to 7 metres (16 to 23 feet) in length, of any hull type,
construction material and propulsion method. Include the type of trailer the vessel is set upon,
naming its features and operations.
In your discussion include the following:
Match Hull Design to vessel application.
Identify and describe marine vessel construction materials, fittings and components.
Identify and explain the features and functions of vessel propulsion, steering, navigation,
communication and service systems.
Identify and describe the hull form, superstructure features and deck layouts.
Identify and describe methods of marine vessel identification.
Identify and describe the features and functions of boat trailer components and equipment.
INTRODUCTION
Over its many centuries of development, the seafaring sailing vessel of Western societies has
developed its own aesthetic of design, a classic functional proportion in which the sheerline rises
toward the bow from the lowest point, usually about three-quarters of the length aft and sweeps up
at the stern by about a quarter of that rise (Trower, 1992, p. 10, Fig. 2).
Design decisions though are not solely based on this classic shape and the harmonious blending of
design and purpose is imperative (Trower, 1992 p. 9; Roberts, 2003 p. 56). A raked front for a
performance engine powered racing craft, the functional forward rake for the wheelhouse of a
fishing vessel, the sleek deep V hull shape of the blue water cruiser or the flat-bottom of a planing
craft are design decisions that account for both purpose and aesthetics.
Purpose then, is a salient pointer to boat design and selection, informing decisions around all the
material aspects of boating, such as hull, deck and superstructure form, construction materials,
propulsion, steering, and service systems. Purpose also defines a multitude of other factors relat ive
to the function of the vessel, the use to which it will be put, crew complement, maintenance
schedules, cost, legal liabilities and of course, ownership.
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PURPOSE AND DESIRED FEATURES OF THE BRIEF
The purpose for the following design was for a trailable sailing vessel, meaning it could be
transported and launched from a trailer 1. The desire inspired by this brief was for a boat that could
perform satisfactorily in competitive/social events and yet also be suitable for extended sailing
holidays, exploring the diverse environments of Australian waterways, from shallow lakes and
inland waters to fair weather coastal cruising, often in quite isolated areas where there is limited or
no access to fuels, water and other essential services.
In other words, a boat with a shallow draft permitting beaching but with displacement factors
necessary for great stability in a seaway. I also wanted it to have self-righting properties and be
operable (on the water and in launching) by one person. As much of the pleasure of exploring
waterways is an appreciation of the marine ecology, the aim should also be to create a low impact
vessel, both on the water and in its construction.
In its use as a boat for extended holidays it also needs to be equipped with self-sufficient service
systems to meet essential personal needs, especially water and waste control, and a clever compact
use of cabin space to allow storage space and as much freedom of movement for occupants as
possible.
SELECTING DIMENSIONS.
The Role of Statutory Regulations and Association Requirements.
Australian Road Transport Authority (RTA) regulations governing trailable boats limit width to 2.5
metres – anything over requires a special permit. But sailing is about much more than travelling on
the road and getting a boat in the water, and most recreational sailing is based on membership and
involvement with the activities of a club or association. Whether a sporting club with a focus on
competitive sailing or an association of enthusiasts who only engage in social sailing activities,
design decisions also involve a knowledge of and adherence to any requirements for participation in
community, club and class sailing.
The Australian Trailable Yacht and Sports Boat Rule (2011) produced by Yachting Australia is
adhered to by the vast majority of clubs and aims ‘to provide a national system for even and fair
racing on handicap in a mixed fleet of trailable yachts and/or sports boats, resulting in racing
success being primarily determined by the skills of the crew (ATYSBR, 2011 Rule 1.0).’
To achieve this, the document addresses significant aspects of sailboat design – hull dimensions and
conformation, equipment (including motor), sails, stability factors, buoyancy, and though all are
relevant, several are of particular importance for selecting a suitable design, as follows.
The ATYSBR classifies trailable boats as mono-hull, with a drop or swing centreboard. They are
further categorised as standard, open, standard sports boat and open sports boat in which the
standard boats are required to have a cabin with a minimum of two functional berths and headroom
of 0.90m (approx. 3’) for craft less than 6.00m (approx. 19’8”) LOA and 1.05m (approx. 3½ ‘) for
those 6.00m LOA or longer (ibid Rule 2.03). The open boats are still required to have a cockpit for
stowage but not functional berths (ibid Rule 2.04). It also specifies maximum beam at 2.5m though
the open sports boat may have an extended wing beam of up to 3.5m while sailing, though not
while towing (ibid Rule, p. 7).
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There is a distinction between transportable and trailerable in that any boat including large fixed keel vessels can be
transported by a road trailer and heavy vehicle, but a trailerable vessel can be driven significant distances on roadways,
launched, and retrieved, with a trailer.
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The document also provides Class Based Handicaps whether vessels are of an affiliated one-design
class, as listed in the document appendix, non-affiliated one design, or individually modified one
design or one of a kind (ibid Rule 5.11). But, in order to satisfy these conditions the vessel must
meet the following criteria for overall dimensions (ibid Rule 10.01), factors which will influence
the final choice for a trailable boat.
10.01 Sailing Configuration.
Hull length overall - Minimum 4.60 m Maximum 9.40 m
Hull width Maximum 2.50 m Hull width with wings: Maximum 3.50 m
Mast length - Maximum 12.50 m from top of cabin to mast tip
Maximum 13.50 m from sheer
Draft - Maximum 2.50 m
CONSTRUCTION MATERIALS AND METHOD
The selection of a construction material is based on a number of considerations such as hull
conformation, tensile strength, the limitations of tare weight for trailability, who will do the build
and the requisite skills and equipment, the availability of material, cost, efficiency and of course
aesthetics.
What is the best building material or method though is a constantly debated question in the boat
building literature and online forums. Morganscloud offers an interesting comparative study of six
common materials:
- carbon steel grade S235 a popular choice for workboats and many large ships,
- stainless steel grade Nitronic 50 common in standing rigging and in high-load components,
- aluminum grade 5083-O the standard “marine alloy” used for yacht hulls
- a somewhat typical “high end” composite, biaxial E-glass vacuum bagged in epoxy
- a mid-market composite, as used in many mass production boats, of woven fibreglass rovings
vacuum bagged in polyester resin
- white oak, air dried, as a representative boat building wood, parallel-to-grain case
The graphs of comparison in characteristics of strength, strength efficiency, stiffness, stiffness
efficiency and, stiffness relative to weight highlight that there is no right answer but each material
has its advantages and disadvantages.
Ferro-cement has also been a common material for hull construction where weight is not an issue
and where limited funds are available (Teale, p. 109). Steel builds whilst providing proven strength,
ease of repair and watertight characteristics (Teale, pp. 124-127), are also quite heavy and would
similarly compromise trailability. Modified woods (Dellencat, 2012) and the use of carbon fibre
products (Gite et.al 2012) have made inroads into the boat construction industry and research and
invention seeks to develop materials that are much stronger, more durable and cheaper than current
crops, as in Robert D. Hunt’s ‘Matrix’ material. There is however, as Marine Surveyor David
Pascoe argues, a need to be cautious about ‘space age’ developments in construction materials and
methods and what he notes, is a lack of test data to support the many claims made for products
(Pascoe, 2011).
Pascoe is particularly scathing about foam cores and the problems of incomplete bonding to the hull
and water saturation of the foam. He also notes that issues of hull blistering are a recent
phenomenon and a consequence of attempting to cut overheads by using low cost resins and inferior
materials. Composite epoxy and fibreglass materials have undoubtedly dominated the small boat
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market for the past forty years, and solid laminates do avoid many of the issues highlighted by
Pascoe.
Recent research suggests, there are significant carbon benefits in using wood as the main
construction material in both land based and marine construction (Burnett, 2006). Wood is a
traditional boat building material which continues to attract attention and lends itself well to the
incorporation of other sustainable and renewable systems, as in this build for the Carmans River
Maritime Centre – a trailable solar-electric wooden launch for ecological tours in a sensitive
marine environment (Dixon et al 2010).
As a construction material, wood is comparatively easy to work with and to repair and it can be
used in all marine applications. It is also a sustainable product when produced under
environmentally sustainable energy resource guidelines, organically degradable, and most
importantly readily available. Wood is also open to many different construction methods and
processes and its waste production, if properly managed is low impact in comparison to that of
other materials in which by products may retain non-degradable characteristics for a period of time.
The most popular traditional methods of wood construction are carvel and clinker (lapstrake).
Carvel planking is time consuming and requires a high level of skill in shaping each plank
individually and requires caulking of the seams. According to Gartside (2010), carvel planking
works best when the planks are no less than ¾” thick which makes for quite a heavy vessel. Clinker
lapstrake can use thinner planks at ½ “ but watertightness comes from fitting the planks together
accurately fastened with copper nails or roves, also requiring significant craftsmanship. The
advantages of both methods is that all work can be carried out with hand tools but as the clinker and
carvel boat rely on the swelling of the planking to stay tight, keeping the boat out of the water on a
trailer means that the boat will probably leak each time it is launched until the planking swells again
(ibid). Traditional wooden builds also do not travel well on a trailer as the continual jolting can
cause substantial structural movement over time.
Glued methods include cold moulding ply or strip planking, and are the most common methods in
use today for wooden boats. Cold moulding involves the encapsulation of the timbers with epoxy
resin, which keeps moisture content low so the timbers do not shrink and swell at the rates
associated with traditional wooden builds.
Each method has its pro’s and cons, and the success of any construction method is really
determined by the skills of the builder and the quality of the construction material. Ply for example
is a very workable material but needs to be of high quality marine grade – ‘kite-marked’ – with a
guarantee of quality while epoxies must be weather and boil proof (Teale, p. 113).
SERVICE SYSTEMS
Marine environments are sensitive and to achieve the goal of minimal impact, the ecological vessel
needs to be a totally self-contained and self-sufficient. Ideally, the only trace we should leave is the
wake of our craft but this must be weighed against the requirement for the technologies that will
ensure safety, and meet the essential personal needs of its occupants. Service systems are the
technologies that interface between the boat with its human occupants and the environment or
conditions in which the craft is sailing.
The basic trailer sailer is equipped with the bare minimum for a day or overnight sail - an outboard
petrol or diesel engine, battery powered auxiliary systems (navigation, lights), a portable chemical
toilet, spirit stove, ice-box, and either a small water tank or bottled water. However these sparse
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provisions place obvious limitations on how far and how long a trailer sailer can be away from
shore based facilities, and in the use of non-renewable fossil fuels and chemical waste products are
not consistent with the desire for an ecologically friendly vessel.
POWER SUPPLY
Electric powered vessels are not a new concept – Elco Boats have been producing electric powered
pleasure launches since 1893, and diesel/electric hybrids were quite common in large vessels in the
period 1839-1920. Almost a hundred years since and with developing technologies, vessels entirely
powered by marine solar electric systems are in use, ranging from everyday domestic applications
to the cutting edge experimental (Solarnavigator).
Solar service systems are particularly applied to ecological builds even though the manufacturing
processes for collection technology (solar panels), components for storage (batteries) and the
systems of wiring and power inversion still have an initial environmental cost. This however is
eventually offset over a period of time providing the system is efficient and durable.
Where the main driver of the boat is sail and power requirements are minimal, and, for a boat
designed to be used close to shore, a compact marine solar energy system can provide a sustainable
energy source to provide a power load for communications, navigation, lighting, cooking,
refrigeration, waste management, the motor, any other auxiliary operational systems such as selfsteering and even water desalination.
The main components of a solar energy marine system are illustrated in this simple diagram from
http://www.boatus.com/boattech/articles/solar-panels.asp
Working out the loads and integrating the whole system is somewhat more complex, as illustrated
in this instructional manual from Outback Marine (2010), though a trailer sailer would not require
an extensive hull through wiring system as noted in this document. Nevertheless there are two main
factors that can be considered here – the choice of battery and solar panel types.
Domestic rechargeable batteries are of three major types – flooded lead-acid, absorbed glass mat
(AGM), and lithium-ion. The first is the oldest type, and has several drawbacks including causing
explosion if the electrolytes in the battery come into contact with seawater (Dixon et. al 2010), p.
42). AGM are also a lead acid battery but the electrolytes are glass mat sealed, they are low
maintenance, the most shock resistant of lead batteries, and, their low discharge rate when not in
use is considered to make them ideal for solar power uses (ibid, p. 43). Lithium ion batteries have
the highest energy density but usually have a service life of only two to three years and can also,
though rarely, explode (ibid, p. 43).
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Though solar panels can be classified as either rigid or flexible, there is great diversity and many
promises made for brand performance. Solbian claim its flexible panel is as powerful as rigid panels
of the same specifications, but a general consensus that rigid panels are more durable and
dependable is usually accepted.
There are many mounting possibilities for solar panels, with flexible types suitable for soft cover
biminis or as additional panels to complement a more permanent laminate structure. Adjustable
panel mounts are within the skills of most boat builders or commercially available, as in these
examples from Coastal Solar Sales.
SYSTEMS FOR PEOPLE - PROVISIONING
1. NAVIGATION AND COMMUNICATIONS
Navigation lights are a requirement for any water activity after sunset and are a very important
safety feature but as the bulk of this craft’s use is during daylight hours, permanent structures are
not necessary and the job can be carried out with something more suitable for occasional use, such
as a small integrated solar/battery unit hoisted and affixed when required.
Neither does it require the high tech navigation systems requisite for blue water sailing, though as
there is an intention for fair weather coastal cruising and holidaying in isolated areas, some
provisions are necessary.
A marine compass fitted in the cockpit area, ideally located for the helm, is the only tool required
most of the time – for checking wind direction and providing lines of sight to waterway markers
and buoys but it is also a failsafe in the case of electrical navigation systems failure. A 27MHz
marine radio is required to satisfy NSW Maritime Safety legislation from 2 nautical miles offshore.
Digital electronic devices using satellite data offer much more capability and information, including
receiving real time updates on course position, configuring course projections, even providing
detailed maps, and are available as dedicated hardware, or can be software driven on a tablet, phone
or netbook. In these formats, satellite GPS is incredibly compact and offers the potential for all sea
navigation and communications to be accounted for by one device, with low power load, reduces
the need for a large space gobbling system, and makes best use of available technology. Sonar
depth sounders are a common and desirable additional feature in trailer sailers and can be easily
integrated into the navigational hardware/software system.
2. COOKING, REFRIGERATION, CABIN LIGHTS
The trailer sailer is primarily conceived of as a day and weekend recreational vessel, where needs
for food preparation and refrigeration are short-term and occasional – the equivalent of camping on
the water. Further, as food (including fresh fruit and vegetables) can be vacuum packed, canned,
pre-cooked, powdered or dried, the requirements for cooking and refrigeration are minimal and can
be dealt with onboard by small low wattage electrical appliances rather than the iconic but rather
inefficient and sometimes perilous open flamed spirit stove.
Toasters, kettles and microwaves are available as low wattage appliances but generally have a
heavy power load whereas one or two AC power outlets and a two burner electric stove top is seen
as offering the best choice, and can be used for boiling water or frying fish. Hot water can be stored
in thermal devices for use in cooking and drinking while a well-insulated refrigerator will maintain
its operational temperature efficiently and retain it even when it is no longer drawing power.
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Cabin lights are useful and desirable, with a low power load and easily provided as part of the
integrated solar power system.
3. WATER
Fresh water is imperative, whether out for the day or out for a month. Water provision on a trailer
sailer is intended to meet essential needs for drinking and cooking rather than washing or
showering, and though two litres a day are considered essential for survival, a more realistic guide
is 4-5 litres per person per day. Water storage takes space and as this is at a premium on any boat
several small storage containers are a good solution - for the boat in terms of distributing weight in
the best way that takes account of stability factors and for its occupants in case of water
contamination or container failure. A mix of five collapsible and rigid portable 20 litre tanks, a size
that is easily managed by one person, would provide a good supply of water for one person for two
weeks, while for day sailing and racing, the tanks could be removed to keep down weight and
provide additional space for extra crew.
Watermakers offer a partial solution to the problem of water storage but are generally geared
toward vessels in the 27’ foot and up range. Of the five types of desalination and demineralization
technologies in general use – osmosis (reverse, forward and molecular screening), solar, chemical,
electromagnetic, and multistage flash - reverse osmosis is the technology most evident in
recreational boating.
The smallest electrical systems available, weighing 29.5kg (65lb) drawing only 4.5 amps and snug
enough to fit in a small shelf space measuring 31cm x 36cm, produce between 30 and 50litres/hr,
(Spectra and ECHOTec respectively) and may be generator, solar or battery powered. There are
drawbacks in their use - these units require hull-through components, produce waste brine, still
require water storage units, need to be used regularly and maintained and, are dependent on electric
power. Though solar evaporation solves these problems, it is a skill usually practiced by survivors
of disasters not holidaymakers. There are commercial products, such as the SEApanel, a Solar
Evaporation Array but it requires full sun to produce a meagre 4-6 litres a day and though obviously
useful in an emergency kit, doesn’t lend itself to forming any major part of the water provision.
Hand operated reverse osmosis units are in the kit of many small boats and can offer the security of
back up in the event of water loss, and though they require some physical effort, do not rely on
electricity or the sun, such as the Katadyn Survivor.
4. WASTE
Where there are people, there is also waste, usually managed on the trailer sailer with small water
flush chemical units, garbage bags, and frequent shore visits. A viable and user-friendly option is a
composting toilet and the smallest can be constructed to fit in the same or less space than a
chemical unit. Gilbert (2009, pp. 206-207) offers information on several commonly found user
made or non-commercial variations of the composting toilet in extant trailer sailers, and Sun-Mar
produce a model specifically for the marine environment. With a capacity suited to residential use
for 1-2 people it is more than adequate to meet the needs of a solo sailor. Composting toilets can
also be used to process raw food waste and paper products and though they may require venting,
this can be achieved with a small integrated solar panel.
Though a comprehensive projection of power usage is beyond the scope of this paper, and much is
dependent on the quality of the system components, market research and users forums suggest that
a solar 40W system with two 12V batteries is more than adequate to carry the power load as
outlined above to operate the systems for people.
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SYSTEMS FOR THE BOAT – PROPULSION
1. THE RIGGING
Sail propulsion involves the rigging as a system – from its sail area and conformation to its mast
type and height and boom length and is designed to make best use of the hull form, and vice versa.
There are many different ways of rigging a sailing vessel, as illustrated in this diagram of
silhouettes of various sailing rigs (Burgess, 1961
p. 231).
The mast and hull carry the load for the propulsive force of the sails and design decisions for rig
type and sail area are made in concert with those of the hull. In trailer sailer design the mast is
invariably deck stepped. Furling and self tacking jibs, easily managed reefing systems, mechanical
winches for sheets, lifting mechanism for the mast to enable it to be rigged by one person are
additional but desirable features.
2. STEERING
Steering for the trailer sailer under sail is with stern tiller and rudder and the system requires
someone on the tiller at all times when underway. As this boat is intended to be operable by one
person, a simple mechanical self-steering feature would be added.
3. THE MOTOR
The trailer sailer is designed and used primarily with its sails and a motor is used only for docking
or when there is no available wind. The motor is a secondary propulsion system with a very small
power load and developments in solar electric motor technology make it a preferred option. Market
research reveals many companies producing solar electric motors for small and large boats, such as
Minn Kota, AquaWatt, All4Solar, Kräutler and Torqueedo.
The motor can also be recessed in its own well and angled or lifted out of the water while sailing to
avoid drag, or if manageable enough to lift in and out of the water, lashed in the cockpit when not in
use. The lightweight (8.9kg) Torqueedo Travel 503 motor is recommended for vessels up to 0.8
tons and the 1003 for those up to 1.5 tons.
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HULL FORM
DISCUSSION OF EXTANT BOATS RESEARCHED
The conformation of the hull of a boat plays an important part in the behaviour of the boat and its
physics of displacement in the water. It also determines the space for its human driver, the person at
the tiller or wheel, or in the cabin or on the sheets, and the provision in the design for ease of access
around and within the boat.
Though initially I produced several rough sketches of a preferred hull form, rather than reinvent the
wheel, the first step was to research extant trailable sailing vessels. There is a plethora of such craft,
as evidenced in the ATYSBR list of vessels (AYTSBR 2011, pp. 7-11) and in the literature, both
print and online.
From the large sample of boats examined (Appendix I), a short list was drawn up of vessels that
appealed for one reason or another and seemed adaptable to the purpose for the vessel as outlined in
the initial brief and factors that emerged in the research.
The Hartley 21 (left) best conforms to my original rough
sketches, perhaps because they have been such an iconic
craft in Australian waters for some fifty years. Constructed
from marine plywood and timber they were designed
specifically to appeal to that long tradition of the amateur
home wood build though of course, they can also be built in
grp/frp
Another home build is David Payne’s 6.4m cat boat (above) in strip plank construction,
while the Gem 550 at only 18’ shows what can be achieved in a small craft (below left).
Iain Oughtred’s Eun Mara a gaffer-rigged double-ended
yawl ticked all the boxes for traditional design and
aesthetics while also offering a self-build (right).
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The ketch-rigged Bay Cruiser 23
(left) was one of the waterballasted boats I researched,
providing excellent displacement
figures and reducing trailable
weight.
The Timpenny 670 (left) offered enhanced safety
features in its self-righting buoyant construction,
and the evidence from test situations that showed
the boat still able to sail when fully swamped are
persuasive.
.
I was also very impressed with the TLC 19, (right) and
Anthony Steward’s 1991/1992circumnavigation of the
globe in a modified open boat version is a testament to the
boat’s structural design.
A summary comparison chart (Appendix II) lists the main features of each model and suggests with
little modification, any of these designs could be adapted to accommodate the desired features.
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PART B – SELECTED FEATURES
THE SUM OF THE PARTS
A sailing vessel is the sum of its parts and no decision or choice is considered out of that context.
Those ‘parts’ do not just consist of the components of the physical object but act in synergy with
both purpose and desire in the decision making process for preferred features.
A summary of the preferred design choices based on the research undertaken for this boat are as
follows:
* Construction – cold moulded timber or ply
* Service systems power supply – AC/DC solar marine using AGM batteries, two 40W panels on
removable adaptable mounts and outlets to connect with shore based services. The complete system
provides power for the motor (used very occasionally) a two-burner stove top, refrigeration
(infrequent), cabin lights, and offers two AC outlets for powering up hand held devices.
* A small integrated solar/battery unit hoisted and affixed when required for navigation lights with
hand held satellite GPS, a marine compass set into the cockpit area and a battery operated 27MHz
marine radio to satisfy maritime regulations.
* Provision for five collapsible, removable and adaptable 20 litre water tanks and a hand operated
reverse osmosis device as added security for water supply during extended sailing holidays
* A small composting waste system.
* A rig with mechanical assistance for raising the mast, self- furling and self-tacking jib and small
winches for sheeting, with all controls accessible from the cockpit.
* A mechanical self-steering mechanism for the tiller, useful when sailing solo.
* A solar electric motor with battery and panel such as the Torqueedo 1003 long shaft.
These choices require a bespoke build as they are outside of the usual marketed production features
and need to be factored in during the build. To incorporate all of these elements, interior design
strategies such as folding table and bench tops, a hide-away sliding waste unit recess, and storage
spaces measured for specific components make best use of small cabin space.
As all the selected hull and boat forms conform to relevant legislation and regulations for class and
association membership the final choice is a matter of balancing purpose and desire.
Although I was unable to obtain all the parameters for each boat listed in the Comparative Chart
(Appendix II), the research suggests the Timpenny 670 is the best fit for purpose. Though extant
commercially built examples are in GRP, the first build of this craft used cold moulded epoxy ply
construction and this is the preferred method. It has a low draft of 0.25m, bettered only by the Gem
550, and a LWL that relative to its LOA points to balanced sailing and displacement factors while
its claims for stability and buoyancy were particularly persuasive. Its displacement figure of 860 kg
light can be complemented with battery, water weight, and even crew weight. Though no accurate
figure is given for its trailable weight, it is marketed as a vessel easily towed by a single axle trailer
and its roomy cabin space with headroom of 1.524m (this information from the Timpenny
Association) offers the potential for all the elements of the bespoke build to be incorporated. Deck
superstructure features incorporate the coach roof (optional sliding or pop up) and cockpit with
benches incorporated in the hull design.
However, purpose is only one factor and Eun Mara encapsulates desire – a small pocket cruiser that
is beautifully redolent of traditional design and woodcraft. Its shallow draft is 0.43m, somewhat
more than the Timpenny 670 and though its down draft is 1.0m, nine centimetres less than the
Timpenny, it has two bilge boards giving it enhanced stability. Its meagre cabin headroom of
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1.1684m is off-putting but the twin bilge boards situated as they are at the side rather than the centre
of the boat offer the illusion of space. Raising the coach roof height is not an option, reducing as it
would the distance between boom and coach roof, it would also detract from the visual balance of
the design and the best solution is to use a cabin hatch tent for weather or privacy protection. Its
gaff yawl rig means more work and time in rigging two masts but does not preclude solo operation.
THE TRAILER AND TOWING VEHICLE TO SUIT THE BOAT
The Timpenny 670 is provided with a bespoke
galvanised single axle trailer with a bow
winch and both rollers and guide rails to assist
launching and retrieval. It is attached to the
vehicle with a standard coupler and wiring
system for lights and as the Timpenny has
such a shallow draft does not require any
extension for launching. The Timpenny is
marketed as a boat easily trailed by a mid-size
vehicle http://www.timpenny.com.au/yachtsfor-sale/Legato%20Trailer%20640.jpg
Although there are images of the Eun Mara on a
similar single axle trailer, this example shows a
dual axle trailer commissioned for a NSW South
Coast build. As well as the standard features for
lights and bow winch, it has over-ride brakes on
the front axle, a central ‘roller ladder’ for the stub
keel, and timber side-supports for the bilge
runners to provide lateral stability. It features
heavy-duty steel mudguards, which can safely be
used for standing on, and possibly as tie-down
points should that be necessary. The owner tows
this boat ‘easily’ with a Nissan X-Trail 4WD, 2
litre turbo-diesel, towing capacity 2000kg, which
suggests other vehicles in that range would be
suitable.
http://www.geoss.com.au/eun_mara/launching.ht
m
13
METHODS OF MARINE VESSEL IDENTIFICATION
In Australia, State governments regulate the methods for the identification of marine vessels. In
NSW, there are three methods of marine vessel identification established by the NSW Roads and
Maritime Services and explained in the departmental publication Boating Handbook. They are
registration, capacity and characteristics (ABP), and, boatcode (HIN).
Registration applies to Personal Watercraft (PWC), commercial vessels, power vessels with an
engine power rating of or more than 4.0kw (5hp), any boat moored at a marina berth, and, any
power or sail vessel exceeding 5.5m in length. On a sailing vessel, the registration number is
displayed on both sides of the hull or the transom, and must measure at least 100mm high.
An ABP (Australian Builder’s Plate) is required for any boat built from
July 2006 and identifies characteristics and capacities, such as engine
power, maximum persons or load, buoyancy characteristics and any
warning statements.
Boatcode is a Hull Identification Number and is now compulsory
for new builds prior to registration and is also required for second
hand vessels being registered for the first time or on transfer of
registration where a boat did not previously have a HIN.
14
APPENDICES
APPENDIX I – List of designs considered (alphabetical)
Adams 21 - http://www.johncrawfordmarine.com.au/trailer-sailer/library/cat_view/27-trailer-sailerlibrary/166-adams-21
Bay Cruiser 23 - Swallows Boats http://www.swallowboats.com/our-boats/cabin-boats/baycruiser-23
Beniguet pdf - http://vivierboats.com/Img/beniguet_cabine.pdf
Beneteau 235 - http://www.johncrawfordmarine.com.au/trailer-sailer/library/cat_view/27-trailer-sailerlibrary/164-beneateau-first-235
Cape Cutter 19 - http://www.dixdesign.com/inspir19.htm
Cape Henry 21 - http://www.dixdesign.com/ch21.htm
Duckworks Boat plan index – trailer sailers http://www.duckworksmagazine.com/r/plansindex/trailer_sailor_cruisers.htm
Duck Flat Wooden Boats – Eun Mara (?) http://www.duckflatwoodenboats.com/mainpages/gallery?KID=2
Ericson 25 - http://www.ericson25.com/2012/09/why-i-bought-ericson-25-part-iv.html
Elliot 7 and 7.8 Review - http://www.johncrawfordmarine.com.au/trailer-sailer/library/cat_view/27-trailersailer-library/157-elliott-7-and-78
Captain Flint – Tad Roberts Design - http://www.tadroberts.ca/services/small-boats/sail/captflint17
Paul Gartside - http://web.archive.org/web/20101123155407/http://gartsideboats.com/faq2.php
Gem 550 Trailer Sailer http://gemyachts.com.au/index.php?option=com_content&view=article&id=5:gem550-trailer-sailer&catid=3:our-boats&Itemid=2
The Grey Seal - http://www.duckworksmagazine.com/06/projects/greyseal/
The Hartley range - http://mytrailersailer.com/hartley-trailer-sailer-range.html
Macgregor 19 Review - http://www.johncrawfordmarine.com.au/trailer-sailer/library/cat_view/27-trailersailer-library/156-macgregor-19
Jim Michalak’s Boat Designs - http://www.jimsboats.com/1feb13.htm
David Payne Yachts - http://www.payneyachts.com/trailer_sailers.htm
Pender Harbour Daysailer - Tad Roberts Design - http://www.tadroberts.ca/services/smallboats/sail/penderharbour17
Pogy - Tad Roberts Design - http://www.tadroberts.ca/services/small-boats/sail/pogymotorsailor17
Sage 17 - http://sagemarine.us/sage_17.html
Sonata 760 Review - http://www.johncrawfordmarine.com.au/trailer-sailer/library/cat_view/27-trailer-sailerlibrary/154-sonata-760
South Coast 22 - http://www.johncrawfordmarine.com.au/trailer-sailer/library/cat_view/27-trailer-sailerlibrary/125-south-coast-22
Spider 22 - http://www.johncrawfordmarine.com.au/trailer-sailer/library/cat_view/27-trailer-sailerlibrary/155-spider-22
Spring 26.6 Trailer Sailer http://gemyachts.com.au/index.php?option=com_content&view=article&id=6:spring-266&catid=3:ourboats&Itemid=2
Timpenny Trailable Yachts - http://www.timpenny.com.au/
Tamara – Tad Roberts Design - http://www.tadroberts.ca/services/small-boats/sail/tamara24
TLC 19 and Windy 580 - http://www.dixdesign.com/tlc19.htm
Vagabond 18 - http://www.bateau.com/proddetail.php?prod=VG18#.Uku_htJkMQo
Vagabond 20 - http://www.bateau.com/studyplans/VG20.PDF
Francois Vivier Classic Yachts – - http://vivierboats.com/html/stock_classic.html#beniguet
Wee Seal - Jordan boats – http://jordanboats.co.uk/JB/IainO_Catalogue/Wee%20Seal.pdf
John Welsford Designs - http://www.jwboatdesigns.co.nz/plans/penguin/index.htm
West Wight Potter 15 and 19 - http://www.westwightpotter.com/inventory/
15
APPENDIX II - Comparative chart of preferred designs
Hartley 21
6.4 Cat Boat
Gem 550
Eun Mara
DESIGNER
Richard Hartley
David Payne
CONSTRUCTION
Ply, grp/frp
Strip planking9mm WR
Cedar with 300
or 400gsm
reinforcements
Rob
Humphries
Composite
fibreglass
LOA
6.4 m (21 ft 0 in)
6.4m
5.50m (18’)
Iain
Oughtred
Glued lap
clinker
plywood,
option for
coldmoulded
6m (19’8”)
LWL
6.035 m
(19 ft 9.6 in)
2.4 m (7 ft 10 in)
2.45
5.08m (16’
8”)
2.41m (7’
11”)
Drop
dagger steel
BEAM
CENTREBOARD
TYPE
Swing keel
DRAFT
UP/DOWN
0.31 m/1.52 m
(12”/5’)
DISPLACEMENT
907 kg (2,000 lb)
min
BALLAST
Steel plate
TRAILABLE
WEIGHT
RIG
SAILS
HEADROOM
/CABIN SPACE
3/4 fractional
or masthead
sloop 7.3 m
(23 ft 11 in) single,
backswept spreader
Sail area 24.1sqm (259 sq ft)
or 19sqm
(200 sq ft).
Main for ¾
15.8 m2 (170 sq ft)
Masthead
10.2 m2 (110 sq ft)
Jib < (100%).3/4
rig 8.5 m2 (91 sq ft)
Masthead
8.8 m2 (95 sq ft)
Genoa :
12.5 m2 (135 sq ft)
Headroom 1.168m
Pivoting
centreboard.
Cast lead
ballast shoe in
a stub keel
2m (6’6”)
Bay Cruiser
23
Swallow
Boats
Epoxy ply
or vacuum
bagged,
cored GRP
Timpenny
670
Colin
Thorne
GRP
though
first boats
were
epoxy ply
TLC 19
6.98m
(22’11”)
6.55m
(21’6”)
2.36m (6’)
6.62m
(21’7”)
6.15m
(20’)
2.21m
(7’2”)
220 kg
swing keel,
straight
drop and
angled
drop
versions
0.25m
/1.19m
(10”/3’9”)
860 kgs
(1896 lbs)
5.8m (19’)
Twin bilge
boards -drop
dagger.
Light weight
carbon
0.23m
/1.00m
(9”/3’3”)
520kg
(1144 lbs)
0.43m/1.0m
(.17”/3.4”)
0.30m/1.5m
(12”/4’11”)
1050kgs
(2300 lbs)
1250kg
(2756 lbs)
180kg (396
lb)
Stub keel
500 lbs
685kgs
680kg (1496
lbs)
Water
ballast
500kg (1100
lbs)
700kg in
epoxy ply,
750 kg GRP
Fractional
sloop
Gaff yawl or
sloop
Fractional
sloop
Sail Area18.5 sqm
(199 sq ft)
Mainsail
10 sqm
(108 sq ft)
Genoa 8.45
sqm (91 sq
ft)
Jib 5.57
sqm (60 sq
ft)
Spinnaker
23sqm (250
sq ft)
Sail area
including
spinnaker
22.3 sqm
(240 sq ft)
From
floorboards
to cabin top
1.1684m
(3’10”)
220 kgs.
(485 lbs)
Dudley Dix
GRP
5.45m
(17’10”)
2.28m
(7’6”)
Draft
Swing keel
0.65/1.50m
(2'2"/4'11")
675kg
(light)
(1488lb)
Ballast
250kg
(551lb)
Advised
this is
around 650
kg
Fractional
sloop
750kgs
(Query this
figure)
Sail area
including
spinnaker
260sq ft.
Sail Area
Main 12.8
sqm Self
tacking
Jib- 6.92
sqm
Spinnaker
- 22.5 sqm
Sail Area
(Main +
Foretriangle)
17.31sq.m
(186sq.ft)
Spinnakerno details.
Headroom
1.07m
Headroom
in centre of
cabin of
1.534 (5’)
Fractional
marconi
sloop
16
REFERENCES
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