I. A Christening
I was shocked to learn that long after his heroic WWI exploits in the Middle East, Lawrence of Arabia swapped his camels for boats and became a successful boat designer. By all accounts, Sir Lawrence was pretty good at it. Here is a wonderful video of the 1938 christening of his record-breaking hydroplane, Empire Day:
Now I’m going to steal a little bit of Sir Lawrence’s thunder to announce a christening of my own, welcome you to the long awaited The Fog Warning Magazine!
My grandmother used to say “Good things come to those who wait.” I hope she was right, as this magazine certainly has been a long time coming. As always, I have the full story for you.
Long time readers of The Fog Warning Blog know that its keel rests firmly on answers to two key questions:
What makes a yacht great, and why?
Who makes a great yacht, and how?
As for the who, I’ve found over and over again that the best builders are those who listen best to their clients. Of course, if it were easy every builder would do it. But in the crowded marketplace of builders and designers, it’s actually a fairly rare thing. It takes a confident and flexible approach, a well-managed ego, and a whole lot of cash!
It’s no different in this brave new world of online publishing. My loyal blog readers have been telling me for some time what they want, too. And what they want is ...more!
•More stories that provide well-grounded answers to our two big questions;
•More high value, ad-free content, including interviews and product reviews;
•More engaging video content; and,
•More in-depth profiles of fine new and brokerage yachts –Maybe even yours!
These needs push beyond the boundaries of what a simple blog platform can do. It calls for a more robust and visually exciting platform – a free monthly interactive digital magazine. So, I welcome you now to Issue #1, and I hope you enjoy it. It is available as an App on the iTunes store:
and the Google App Store:
You can avoid the one-time (Apple-required) $0.49 fee by entering the code “000” under the “Current Subscriber” tab.
Of course, for desktop readers, and for anyone interested in my archives, the blog will continue for your viewing pleasure.
Meanwhile, as always, if I can help you buy or sell your yacht new or brokerage, whether listed by me or with your own broker (at no additional charge) you know the drill –
Just launch that flare!
II. Four Creative Boating Solutions
The simple truth is that our boats basically live in a punishing environment:
Even a partial list of challenges can be sobering. Consider a world of:
- High salinity,
- Dripping humidity,
- Baking sun,
- High temperature, and
- Constant vibration.
Throw in cramped access to mechanical equipment and it’s only a matter of time before challenges pop up. I’ve come to feel that for these moments – the times when our pleasures collide with our problems – working through the solutions becomes part of the fun. It won’t always feel like fun in the heat of battle, but it certainly can later, swapping war stories at the bar.
By solutions I don’t mean only the fixing of things (sometimes under great pressure), but also the improving of things. Finding better ways to go faster, smoother, safer, longer, and cheaper. Today The Fog Warning addresses four such solutions, although presumably not in the way Bette Davis had in mind…
A. The Need for Speed
Here’s a story about a fruitless try at improvement. The goal? Faster!
Some readers were perplexed by last month’s 360-degree video of my unusual little pocket Yacht, Gypsy.
Here’s a typical comment:
“Um, Dave, have to say your trawler is a little ….. strange!?!”
That she is! She started life in 1993 as a Taiwan-built Island Gypsy 32. How she got stretched to become the world’s only Island Gypsy 40 is an interesting and instructive tale – one of unreachable goals, amateur engineering, and failure. And the story of the creative deal making that made her mine may be of use to you as well.
The story starts with a trawler owner’s strange obsession with speed. Strange, because no matter what you do, a 32 foot trawler with a single 220hp Cummins diesel can only do nine knots, and that’s flat out and downhill! But this owner was determined to get her to twelve knots, without re-powering. Any naval architect could have told him that a 33% increase in performance was impossible. But he developed his own homegrown re-engineering plan, and went to work in three [increasingly expensive] stages:
Stage I – The “Bulbous Bow”
You’ll see here a torpedo-like extension protruding from the bow:
If its upwards sweep reminds you of a surfboard, you win! Yes, he directed his yard to glass in the front half of a surfboard, and then faired it to fit the hull. For the record, the yard did a great job (although I live in fear of T-boning a dock and shearing off all their excellent work).
Bulbous bows are not uncommon on big commercial boats. Here’s the Queen Mary:
The Ronald Reagan Aircraft Carrier:
And most big freighters:
These extensions modify the laminar flow of water around the bow to reduce drag and increase speed, range, fuel efficiency and stability. Large boats can see a speed increase of up to 15%.
The secret to their success is that as the boat moves through the water it creates two successive bow waves. The bulb extension produces the first wave, and the bow itself produces wave #2 a second later. Physicists say that the principle knows as “The Destructive Interference of Waves” causes the two waves to cancel each other out, allowing the boat to pass through with less effort. It looks like this:
It’s a tried and true technology, but naval architects are unanimous in their belief that it only really works with waterline lengths greater than 50 feet (and even then, only at full RPM). No one told Gypsy’s prior owner about this limitation. So tens of thousands of dollars later, he found his bulbous bow added only an additional .7 knots of speed. At a new top end of [only] 9.7 knots, he began a second modification.
Stage Two – The Stern Extension
Increasing waterline length is a tried and true method of increasing speed for any displacement boat, whether sail or power. The physics is well understood: Overall speed is limited to 1.34 times the square root of the waterline length in feet. Naval architects write it this way:
HS = 1.34 x √LWL
An almost three-foot (cored) hull and transom extension was tagged onto Gypsy’s stern.
This time the physics worked as expected, increasing her speed by 1.3 knots. He now had an 11 knot boat. If only he had quit while he was ahead….
Phase 3 – The Kort Nozzle System
Here where things got a little weird….
In the 1920’s canals in the Hamburg area were collapsing due to wake erosion. The German authorities required large boats to have wake-limiting prop guards installed around their propellers. That didn’t do much to protect the canals, but captains were delighted to find increases in both speed and thrust. This caught the attention of one Ludwig Kort, an aeronautical engineer from Hanover. He experimented with multiple shapes and sizes of these guards, and through trial and error developed an optimal design – one that improved propulsion efficiency by 10%. “The Kort Nozzle” system received a US patent in 1930. Today you sometimes see these nozzles on large, heavy boats like these:
However, a naval architect would have pointed out this works only for large boats, with large diameter props, and at speeds under 10 knots. Here’s what he did Gypsy:
It was a disaster, costing her two knots of speed. This put her back to her original 9 knots. And I won’t even discuss what this nozzle did for her handling in reverse.
Last Stage – The Deal
Sadly, the owner passed away unexpectedly just after the Stage Three sea trials. His yard was left largely unpaid, and a messy estate plan left Gypsy’s future uncertain. Soon the yard, the broker, and the estate were all locked into a three-way lawsuit. Gypsy just sat on the hard in a distant corner of her yard for well over a year as everyone (but the lawyers) suffered. I was doing a survey there when I tripped over her, and it was love at first sight.
I had just sold my Prout 39 sailing cat,
and was looking for a small trawler. With close to one hundred deals under my belt, I thought I could devise a win-win-win solution to make this little pocket yacht “go away.” It took months (largely because of the lawyers) but in the end, I sold all parties on a creative deal that made each of them reasonably happy. But no one was quite as happy as me, as I took title to Gypsy at a killer price!
But then again, I found myself owner of a strange-looking 9 knot boat that proved almost uncontrollable in reverse. So, I removed the nozzle system (there is a place in boating for sledge hammers), and Gypsy now happily maxes out at 11 knots. As a former sailor, that’s plenty fast for me. I fuel her up just once every other season – long enough between fuel docks that I sometimes forget where the fuel fill is.
Here’s what you can pull out of this strange tale:
- The need for speed can make people do crazy things. Do your homework before making structural modifications to your yachts. Marine architecture is not for the untrained. Even calculating simple things like trim tab performance can be much more difficult than you might expect. Sometimes it’s an art, but usually it’s a science!
- When it comes to closing complicated deals, a skillful, flexible business approach can come in handy. With twenty years of creative problem solving experiences afloat, I can put these skills to good use for you, my loyal readers, in the sale or purchase of your next yacht. So, you now what to do….
Just launch that flare!
B. Stable and Able with Stabilizers
I recently had much fun running two stabilized yachts offshore – one with fins, and one with gyro’s. Baron, my 2008 Miami Vicem 72 listing, has TRAC (fin-style) stabilizers. Here she is, underway:
IMHO, stabilizers are great. But the truth is that on large planing hulls most days you won’t need them. Hull forms designed to run on top of the water don’t present an underbody that rolling seas can grab on to until waves reach helm height. Baron’s owner tells me that even running to the Bahamas he often forgets to engage the stabilizer option! But when your sea state reaches a steady five or six feet, you’ll be glad you can flatten them with a touch of a button.
On the other hand, displacement and semi-displacement hulls (which I’ll define for the moment as any trawler-style yacht that can be pushed to 20 knots) ride in the water, where they are much more at the mercy of being pushed around by seas. For these boats, you’re not going to forget to engage your stabilizers.
This brings me to an important design consideration – one easy to overlook in buying a fin-stabilized boat, or adding one to your current boat. They must be sized to your intended rock-and-roll speed.
The ideal size of your fins, measured in square feet of surface area, is determined by your rough water boat speed. This requires some analysis of your boating life. If you spec them for your normal (flat water) 28 knot cruise speed, they will prove inadequate for handling things at your rough water speed of 18 knots. So with fins you should decide up front what speed you can run comfortably and safely run for hours at a time. All stabilizer manufactures can help you with these calculations.
Alternatively, you can go with gyro stabilizers, like the Seakeeper systems. This megayacht has three of them!
Once they are at full RPM (and this can take 30 minutes or more) you can turn their stabilizing function off and on at will. Last month, aboard a Seakeeper-equipped fifty-two foot trawler, I experimented for hours outside Jupiter Inlet. When I engaged the system, it was like King Neptune himself reached up from the seabed and grabbed hold of the hull. A very impressive experience.
Two things to keep in mind about gyros:
- They take time to reach warp speed. Large megayachts, with as may as six units, can take a few hours for their gyros to rev all the way up. You probably won’t be surprised to know that charter fees kick in when this powering begins, not when you arrive with your luggage! I’ve heard that Seakeeper is developing a remote app that can begin the process remotely, even while you are driving to your marina. But I’m not sure I’d want to push that much juice through an unoccupied boat.
- Secondly, they require AC power. That’s one more load on your generator. In recent years they have reduced their power consumption considerably, but on large applications I still prefer two generators.
My good friends of more than twenty years, Charlie and Aaron of Atlantic Marine, know these systems better than anyone. They have provided me with this video of their latest installation and sea trial aboard a Sabre 40:
C. A Creative Approach to Tender Lifts
When it comes to solutions, some come from far outside the box. And sometimes, from outside the bottle….
A skilled and knowledgeable client of mine runs a 50 foot downeast design out of the Bahamas. She has a Freedom Lift tender system like this one:
The loads are such that they must be hydraulically driven. A few months ago my client was cruising the Out Islands, and had launched his tender to explore some isolated beaches. Returning late in the day, he found his lift wouldn’t raise. A quick look in the engine room found a significant puddle of hydraulic fluid under the lift reservoir. Not a happy find!
His options were rather limited. He had no spare hydraulic fluid. The hand crank on lifts only work if there is fluid. It was a long haul back to his marina, and with the lift in the down position it would have been harbor speed the whole way (and who knows what damage could have resulted). But in a moment of brilliance, while mopping up the puddle of leaked fluid he noted its color and viscosity were very similar to this:
As a great cook and healthy eater, he happened to have an extra large bottle of olive oil in his galley. He pumped it into his system, and was able to lift his tender normally. When he got to his marina, he replaced the fluid more permanently. I have the most brilliant clients, don’t I?
D. Bilge Pump Blues
Unlike John Lennon (who sailed from NY to Bemuda on a 40 footer) I don’t believe Bob Dylan is a boater. Nevertheless, one of his songs came to mind last month as I was I was checking out an older sailboat. I tried to test the cockpit mounted manual bilge pump, but one push of the handle ripped the unit out of its mount. It left me singing the last two lines of Dylan’s Subterranean Homesick Blues:
The pump don’t work
‘Cause the vandals took the handles
This reminds me of another “solutions” story (and another song) concerning a Vicem 52. Here is the very boat in question, courtesy of French TV:
About ten years ago we had a captain bring her from Miami to NY’s Huntington Yacht Club. She arrived about noon on a sunny June day, and I was working hard at my desk about a half mile away when a colleague called me from the club:
“Dave, your Vicem is sinking at the dock!”
Maybe because I was on a tight deadline (reviewing a complicated stabilizer design), I refused to believe it.
“Oh come on! What boat travels 1300 miles safely to just sink at the dock?”
But then I remembered that old adage that more boats sink at their docks than at sea, and I raced over. But not before I called a local yard and asked them to get their largest travel lift ready just in case.
Walking down the dock I saw that her waterline seemed ok, and figured it all had to be a false alarm. But when I opened up her lazarette hatch, I found 18 inches of water sloshing in her bilges. It began to look like she really had travelled all that way to sink at our docks.
What would you do, loyal readers? If you are curious, here’s what I did, step by step:
- I listened for the bilge pumps, and heard nothing. I ran up to the helm to check the bilge pump switch. As I recall, it was this very one:
It was set to AUTO, but its indicator light was off. It did not light up when I threw the switch to MANUAL. Even though bilge pumps on Vicem’s are wired directly to the batteries (bypassing the master battery switch) I checked the battery switch. It was in the OFF position, but switching it to ALL didn’t light the panel light, or start the pump. Clearly, whatever was to follow would follow without bilge pumps! Then,
- I started the engines in case I had to run her across the harbor for a rescue haul.
- I ran back to the engine room, but not before grabbing a wine glass from the galley sink. Yes, it was time for a drink! Scooping up water from the bilge, I took a swallow. Was it salt water, or fresh? If the fresh water tanks had leaked, there was no crisis at hand. But…… I couldn’t tell! It was, at best, brackish. What did that mean? I assumed the worst.
- There was a tool box at hand, so I grabbed a screwdriver and scribed a line along the water line on a stringer. At least I would know if the water level was rising. A few minutes later I checked, and I still couldn’t tell! The normal rocking of the boat in the harbor made it hard to know if water was still coming in.
- But no news was better than bad news, so I moved on to try and find her thru hulls, now entirely under water. It wasn’t as easy as you might think. I was involved in the design and construction of eleven different models in the Vicem line. I could not tell you, then or now, the thru hulls locations in each model. There wasn’t a diagram in that engine room showing their location, but there sure is one in my boat’s engine room today, a simple laminated one like this:
I knew such a diagram was in the owner’s manual (Vicem’s have great owner manuals) but didn’t want to take the time to look.
So, I started feeling around on my hands and knees, turning off the valves as I found them. Then, reaching way back underwater by the transom, I touched something metal, and got zapped! Whether DC or AC current, it was a good, unhealthy shock. Ample cursing followed. Making my way back forward, I passed my earlier scribed line, and became reasonably sure that no more water was coming in. I climbed up the ladder and called my marine electrician friends (See Charlie and Aaron, of Atlantic Marine above!) and the delivery captain, now on his way to the airport. Then, out of solutions and out of crisis, I waited for the experts.
Here is what they found:
- The Yacht Club staff had washed the boat down, and went to lunch. They had left the hatch open, and hose running. A few thousand gallons later, someone ashore turned off the fresh water hose. There must have been some sea water down there to begin with, hence the slightly brackish taste to it.
- The Captain had lost power to one of the trim tabs on the way north. His temporary repair had left a pair of steel vice grips around its hydraulic cylinder. The wrench had at some point rotated around, pulling out the green wire of the bilge pump system. Goodbye, bilge pump! Exploring around the bilges, I had touched that same pair of vice grips, connected myself to the hot wire, and gotten shocked. Fortunately it was jus DC.
End of story. No harm, no foul. And this quick aside:
Who is Bob Dylan (circa 1978), and who is your favorite yacht broker, same year?
And now, my last solution for you: There is an old bit of wisdom about bilge pump sizing that ends with the phrase “No pump works as well as a scared man with a bucket.” That May be true, but in my telling it should read “….. with two buckets!” Because in my engine room I keep two at all times:
The reason? Because after I scoop one, I can hand it up to my mate, who can hand me the bucket they’d just emptied overboard. Twice the throughput, for an additional $4.99. Hard to beat!
Ciao for now, loyal readers. I hope you will enjoy both the blog and magazine versions of The Fog Warning. And feel free to pass on your own solutions for future issues.
Big Wave Dave
PS: You knew I was going to end with this one:
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