CSY Guide to Buying a Yacht

CSY Guide to Buying a Yacht by John R. Van Ost

CSY Guide to Buying a Yacht by John R. Van Ost

CONTENTS

INTRODUCTION CHAPTER I

1

The Objectives of Design

2

CHAPTER II What is a Cruising Yacht?

15

CHAPTER III Construction

18

CHAPTER IV Architectural Specifications of the CSY 44 Midcockpit Cutter

34

CHAPTER V The Story of the Development of the Ideal Charter Boat

48

CHAPTER VI Hardware and Equipment

FULL LINE COLOR SECTION

50

60-71

CHAPTER VII Specifying the Spars for a Cruising Boat

72

CHAPTER VIII Marine Refrigeration, Air Conditioning and Shore Power

74

CHAPTER IX The Selection of Electronics for a Cruising Yacht

78

CHAPTER X "All at Sea with MSD'S"

82

CHAPTER XI The Selection of Sails for a Cruising Yacht and the Cutter vs. the Ketch vs. the Sloop

88

CHAPTER XII The Selection of Options and Extras

92

CHAPTER XIII Windvanes and Autopilots

94

CHAPTER XIV Commissioning and Delivery

98

CHAPTER XV The Warranty and Servicing the Warranty

100

CHAPTER XVI Insurance, Financing and Leasing

102

CHAPTER XVII On Comparing Prices, Affordability and the CSY Pricing Policy

104

CHAPTER XVIII Custom Boats, Kit Boats and Used Boats

106

CHAPTER XIX Dealers Vs. No Dealers

108

CHAPTER XX Leasebacks, Two for One, and Yacht Management

110

CHAPTER XXI How to Decide What Boat to Buy

113

CHAPTER XXII Survey of 62 Voyagers

116

CHAPTER XXIII Boat Buyers Checklist

121

INTRODUCTION I n this book we are going to go into a great deal of detail about how yachts are designed and built a n d equipped. W e are c a l l i n g this tome the " C S Y G u i d e to B u y i n g a Y a c h t " . O u r s m a y not be the last w o r d on how a yacht should go together. H o w e v e r it is a point of view of a company, C a r i b bean S a i l i n g Y a c h t s , L t d . and the C S Y Y a c h t C o r p o r a t i o n , w i t h over twelve years of experience i n designing, b u i l d i n g and m a i n t a i n i n g yachts i n one of the toughest m a r i n e environments i n the w o r l d — the tropics. These yachts are under charter a l l year r o u n d a n d sustain the equivalent of several years of use every year. T h e r e are many ways of b u i l d i n g a yacht. T o o often the effort of the manufacturer is to cut costs by cutting d o w n on the quality of equipment a n d the quality of construction. T h u s , it is quite possible for two identical yachts i n design to be b u i l t to cost 25-30 per cent less t h a n a better b u i l t one — a n d only the practiced eye can tell the difference. T h i s book is designed to help you — the buyer — to become better i n f o r m e d so as to be able to better recognize what is good design, good construction a n d good equipment. U n l i k e so m u c h that we buy for use o n l a n d , the sea a n d its environment is not so forgiving, a n d what a manufacturer may cut back on i n a yacht so you c a n pay less for i t w i l l cost you more year after year for years to come a n d can even endanger your life. Because of the competition i n the marketplace to cut costs by cheapening a boat, we, who are trying to b u i l d fine yachts, feel we have to educate the buyer to know w h a t he is b u y i n g a n d h o w to recognize it. T o this end, this book is being w r i t t e n . T o this e n d , we are i n v i t i n g you to come to our plant so you can see for yourself, i n each stage of construction, w h a t quality yacht b u i l d i n g is a l l about a n d w h y it is necessary. T o this end, we have a f i l m p r o g r a m w h i c h is available to you o r your group, showi n g graphically i n color a n d sound h o w a C S Y Y a c h t is built. It is shown to everyone w h o goes through our plant. T h e C S Y Y a c h t C o r p o r a t i o n was founded by a n d is completely backed by C a r i b b e a n S a i l i n g Y a c h t s , L t d . ( C S Y , L t d . ) w h i c h is i n its thirteenth year of operation, a n d is the

largest chartering organization i n the w o r l d w i t h over 140 boats u n d e r charter at its three company-owned m a r i n a hotels i n the Grenadines, the B r i t i s h V i r g i n Islands a n d i n the B a y Islands off the Coast of H o n d u r a s . C S Y , L t d . serves over 25,000 charterers per year. C S Y , L t d . is the best customer of the C S Y Y a c h t C o r p o r a t i o n a n d the years of experience of the f o u n d i n g organization i n maintenance and design is going into this company's boats. (See " T h e Story of the Development of the Ideal C h a r t e r i n g Y a c h t " i n s i d e ) . T h e C S Y Y a c h t C o r p o r a t i o n ranks a m o n g the five largest sailboat manufacturers i n the U n i t e d States. H o w e v e r , our purpose is to be number one as the b u i l d e r of the finest p r o d u c t i o n yachts i n the entire country a n d at the same time through direct-from-the-factory sales offer the best value of any yacht manufacturer anywhere. Since we are privately owned we are free to set our o w n standards a n d not those of some conglomerate's cost accountants. O n l y quality yachts h o l d their value a n d even appreciate. T h u s , only quality yachts can give you true value for your dollar. W h e t h e r or not you buy a C S Y yacht, if this book makes you a more knowledgeable buyer, then our efforts i n prepari n g i t have been amply rewarded. A yacht is a constantly evolving t h i n g . Therefore, the details a n d specifications that are mentioned i n the boat may have changed by the time you read them i n this book. O n l y the latest literature w h i c h is available f r o m the corporate headquarters i n T a m p a , (5250 West T y s o n A v e . , T a m p a , F L 33611) can give you the details w h i c h are v a l i d today. W e only sell our yachts direct f r o m the factory. W e are as near as your telephone. I f you have any questions, don't hesitate to give us a call toll free at 800-237-2565 or call us collect at 813-839-5357 if you live i n F l o r i d a or C a n a d a . O u r telephones are m o n i t o r e d 24 hours a day every day. W e have a C S Y Y a c h t advisor ready to answer your questions a n d to serve you. W e w o u l d appreciate hearing f r o m you. W i t h kindest personal regards,

C S Y Yacht Corporation Caribbean Sailing Yachts, L t d .

1

CHAPTER I

The Objectives of Design a

N C E a p l u g is built and a m o l d made for a fiberglass boat — brother — that's it. E v e r y p a r t taken out of that m o l d thereafter is like every other one. It can only be changed in m i n o r details without starting out from scratch and m a k i n g new molds — a very, very expensive business. T h u s , if the boat is ugly, if she sails like a p i g , if parts don't fit together — the m a n u f a c t u r e r is m a r r i e d to it a n d a l l the sales department can do is make excuses. Therefore, it behooves the m a n u f a c t u r e r to spend as m u c h time a n d care as possible i n the p l a n n i n g of a new model. I n the case of C S Y yachts, our i n p u t f r o m our sister chartering company has given us a greater understanding as to what a cruising yacht should be t h a n any m a n u f a c t u r e r has ever h a d — backed by what tens of thousands of cruising sailors have been telling us. W i t h the sureness of that experience b e h i n d us, we went to our m a r i n e architect, Peter A . S c h m i t t , w h o has h a d fifteen years of experience w o r k i n g i n the office of the late B i l l T r i p p , a n d l a i d out the parameters as follows: 1. A really good l o o k i n g yacht. 2. A good sailing yacht — fast, seakindly, dry, stiff, easily single h a n d e d a n d above a l l , weatherly w i t h superior tow i n d w a r d performance. 3. L o w maintenance a n d durable. 4. C o m f o r t a b l e a n d liveable. 5. B u i l t - i n convenience. 6. O u t s t a n d i n g storage. 7. T h e question of a w a l k - t h r o u g h or no walk through? P l a n n i n g — careful p l a n n i n g at the d r a w i n g board where corrections can be done w i t h an eraser — is the most i m p o r tant step i n the m y r i a d steps i n the evolution f r o m a n i d e a to the f i n a l product. So let us take these different objectives and discuss them one by one.

The Design — A Beauty Or A Beast? A l l of us at C S Y get the same feeling as you do w h e n you come into a harbor a n d see one of those great all-time classics like T i c o n d e r o g a . W h a t is it that makes your head t u r n a n d your breath become just a little bit short w h e n a boat like that drifts a r o u n d the corner of a harbor as she hoves into f u l l view? T r u t h a n d beauty are the same. T o be beautiful, a thing has to be true to itself. H a v e you ever noticed that the really good-looking yachts, the timeless ones, are fast — a n d good sea boats as well? T o achieve the classic beauty i n a m o d e r n fiberglass yacht was one of our p r i n c i p a l objectives i n the design of the C S Y yachts. A s inspiration for the design of the C S Y yachts, Peter

Schmitt reached way back to the genius and art of the design of L . F r a n c i s Herreshoff. These are proved designs that an recognized, a n d too often forgotten, to have those qualitie that c a n only be called timeless. T h e y are as beautiful toda as they were forty years ago a n d they w i l l r e m a i n as beautifn to look at for another forty years of tomorrows. Beauty is self-evident. It is or it isn't. It can't be change by adjectives or advertising slogans. M a n y factors lead 1 beauty i n a fine yacht. G r a c e f u l lines — " s p r i n g " i n the she» time-proven a n d accepted concepts. C o m b i n e the over-a design, the detailing such as the w a r m glow of brass o i l lamp teak and holly cabin soles. Bronze opening portholes, sla counter tops a n d the honest-to-God heavy cast bronze ha ware below. T r a i l b o a r d s sweeping back f r o m the bow. A l l < a n d more inside a n d out, put together w i t h the feeling judgment w h i c h comes f r o m long exposure to the sea creaH the very subtle thing called beauty i n a yacht. Is i t art? Is i t a feeling? It's probably a combination < both a n d more. W e don't k n o w for sure, but what we k n o w is that a beautiful yacht is recognized by everyone, beauty or a beast? T h e test is to put a C S Y yacht i n any ! bor alongside the rest of the blue a n d white clorox bottles i tell us w h i c h is the beauty a n d w h i c h are the beasts. T h e school of m o d e r n architecture follows the diet that f o r m follows function. I n yacht design function has overruled by f o r m w h i c h has resulted i n the ugly, nondescrM cruising yachts we so often see c r o w d i n g our harbors today W e at C S Y spend m a n y hours agonizing over our ya designs to get that elusive handsome profile we are seek E v e n so, subtle changes c a n make or break a design. A s ; example, we show you the evolution of the design of the I 37. Study #1 (opposite) was the first profile w h i c h Pe Schmitt came u p w i t h before we got into the detailing of I interior. A s the interior developed to our satisfaction w i t h i proper headroom a n d storage areas, etc., the profile bee altered — study 2. It just d i d n ' t look right. T h u s , came very subtle changes — a little more spring i n the sheer — i the r u b r a i l an i n c h or two — more camber i n the housed lower the house p r o f i l e ; thus study #3. T h i s wasn't right either — the curve of the after c o a m i n g was too some more adjustment i n the curve of the sheer — oh so ! — a n d we think we finally have it i n study # 4 w h i c h is i way she went into tooling a n d as we made the t o o l i n g : changed some more. W i l l this C S Y 37 be recognizable f r o m the rest oft crowd? Y o u k n o w she w i l l ! Because she utilizes the f u l l ' of her beam i n the flush deck c a b i n , she's one of the ro boats of her size anywhere.

S t u d y #1

E v o l u t i o n of the D e s i g n of the C S Y 37.

3

accurately the ideal c o m b i n a t i o n of the shaft horsepo requirements a n d propeller diameter and p i t c h to attain required speed/water line length ratio of 1.25 to overco really rugged seas that sometimes can be encountered u n d power. T h i s speed/water line length ratio of 1.25 works to a desired 7.6 knots for both of the C S Y 44's a n d 6.75 k n for the C S Y 37. T h e ability of the yachts to achieve this p formance is accomplished w i t h large reduction gears a three-bladed propellers coupled to a Perkins 4-154 diesel a 3:1 reduction gear on the C S Y 44's and a Perkins 4-1 diesel w i t h a 2 : 1 reduction gear on the C S Y 37 a n d C S Y ! T h e results of the tank tests for a l l the C S Y yachts (d draft version) as tested against a m o d e r n one-tonner w almost identical. F o l l o w i n g is a table of the tank test res for the C S Y 37 at an apparent w i n d angle of 33°, w h i means dead to w i n d w a r d . B o t h the C S Y 44's speed, w i t h longer water line, w o u l d be somewhat faster, particularly higher w i n d speeds:

True Wind Speed CSY 44 Pilot House

Ketch

Superior And Easy Sailing Ability Whenever you see that c l a i m i n the advertisements that the boat being touted is a r a c i n g boat that you can cruise i n or vice versa — w a t c h out! R a c i n g rules determine the design of racing machines. I f a r a c i n g machine is fast a n d goes to weather w h i c h they a l l must, she is very likely to be wet, lightly-built a n d uncomfortable. R a c i n g machines don't make good cruising boats (and vice versa, of course). E a c h have separate purposes and therefore a l l have separate a n d distinct design requirements. Fast, seakindly, dry, stiff, easily single-handed, weatherly, superior w i n d w a r d performance — once the designer is u n strapped by r a c i n g rules he can then begin to design a yacht — a cruising yacht — that can maximize a l l of the above desirable characteristics, w i t h as little compromise as possible. T o do this, we insisted that our C S Y yacht designs be tank tested w i t h a l l the care given to a r a c i n g machine design before we spent a h u n d r e d thousand dollars on tooling. T h u s , the C S Y 44 was tank tested at the U n i v e r s i t y of M i c h i g a n a n d the C S Y 37 was tested i n the tank facilities at Stevens Institute of Technology — the very same facilities used to test the 12 meters for the A m e r i c a ' s C u p . B o t h were tested i n the tank against a m o d e r n , one-ton r a c i n g machine. Besides determining speed, leeway and w i n d w a r d ability, tank tests give an accurate reading of the vessel's stability — a l l o w i n g the sail area a n d height of the r i g to be adjusted, along w i t h the placement of the ballast, to suit the desired angle of heel for a given w i n d strength. A l l the C S Y yachts are designed to be stiff sailers. T h u s , their heel i n 35 knots of apparent w i n d or about 28 knots of true w i n d speed under full sail is only 30°. O n l y then have you barely got your r a i l under. I n a d d i t i o n , i n the tanks we were able to determine

Angle of Heel

Leeway

Boat Speed

Performance of the One-Tonner

Even 28 K n o t s 30° 7.4 K n o t s 19 K n o t s 20° 6° 6.5 K n o t s .1-.2 K n o t s F 10 K n o t s 10° 5.5 K n o t s .4 K n o t s F a s t 4° * F o r comparison's sake, a good one-tonner at 28 knots wo have 5 ° to 6° leeway at 28 knots of true w i n d speed.

A s a p r a c t i c a l matter, at 28 knots of true w i n d speed one-tonner w o u l d be reefed way d o w n w i t h a crew of d monkeys w o r k i n g like hell. It w o u l d only be at that point the one-man crew on the C S Y yachts w o u l d need to start think about reducing sail. A p u l l of the roller f u r l i n g f r o m the cockpit douses the topsail. Easily reefed slab reefi reduces the m a i n . W i t h the ample bulwarks f o r w a r d on C S Y yachts, it's easy a n d safe to q u i c k l y drop the self-tend staysail. T h i s is the difference between r a c i n g a n d era" boats. A d d to this the eight over-powered winches o n both yachts. A l l sheet winches are self-tailing w h i c h are stand thus further m a k i n g it easier to single-hand the C S Y yachts. Fast, safe, stiff, dry sailing w i t h superior w i n d ability is what the C S Y yachts are a l l about. T h e C S Y 44 has h a d several tens of thousands of of overseas deliveries to the islands i n a l l kinds of conditi O u r policy of pretesting these yachts has p a i d off. T h e s" pers who have delivered these boats have said they never sailed a more rugged or a drier boat. T h e deliveries 1,640-2,000 miles per trip f r o m our p l a n t i n T a m p a , F l o to the British V i r g i n Islands and St. V i n c e n t . F r o m Bahamas to the B V I it is 700oniles to the east a n d only miles south thus dead into the trades. E v e n at that, boats are frequently averaging six knots plus for the trip hours a day. C a r e f u l design and testing pays off i n a boat and no has to make excuses for a boat w i t h the capability of able to take a n y t h i n g that the sea can dish u p . T r u l y are yachts w i t h r o u n d - t h e - w o r l d capabilities.

CSY 44 Mid Cockpit

C

Low Maintenance and Durability W h a t goes into m a k i n g a yacht a low maintenance yacht a n d durable enough to last for years has more to do w i t h the quality a n d k i n d of construction and the careful evaluation a n d selection of each piece of equipment t h a n it has to do w i t h the design of the yacht. T h e discussion of construction a n d the selection of equipment follows. H o w e v e r , there is m u c h i n the design phase that is i m perative to the future ease of maintenance. A l l of our yachts have been designed to have large areas a r o u n d the engine to make access to it a n d the stuffing box easy. I n a l l the C S Y yachts there are access hatches over the engine, not only to make w o r k i n g o n them easy, but w h e n and if it should become necessary to be able to remove a n engine — a fuel tank or water tank a n d replace it without h a v i n g to tear u p the yacht. If you look at very many yachts, you w i l l f i n d this is usually forgotten. T o o many M a n u f a c t u r e r s don't understand yachts because they have never been i n the business of m a i n taining them as we have for 12 years. Since it is imperative to bolt the h u l l and the deck together, the boat has to be designed i n such a way so these nuts can be tightened both w h i l e the boat is being built and later on. Some manufacturers w i l l tell you that it is sufficient to "glass" the h u l l to deck joint w h i c h w o u l d seem logical except that a boat by its very nature has to move and " w o r k " i n a sea that requires not a stiff inflexible hull-to-deck joint but one w h i c h " w o r k s " such as the one we use as described later o n i n this book. A l l the w i r i n g should be out of the bilge — yet accessible — a conduit is designed port a n d starboard through the c a b i nets so there is access to the w i r i n g . N o wires should be m o l d e d into the headliner or put anywhere o n the boat where they can't be easily accessible. W a t e r tanks should be designed w i t h large cleanouts a n d access plates. T h e bilge should be deep a n d it should have a large capacity and rounded a n d gel coated a n d a l l the bilge water should go i n t o one well-designed large open-top sump w h i c h has easy access w i t h rounded edges and is gel coat smooth for ease of cleaning.

Deep, Sump on CSY 44, easily

cleaned.

Overhead hatches over almost every enclosed custom designed by CSY.

space-

Comfortable and Liveable A cruising yacht should be a good a n d comfortable home. A l l the C S Y yachts are designed for l i v i n g aboard for long periods of time. E v e n forever. W e have not approached the design of our yachts to see how many we can sleep aboard. W e shall leave that to the other manufacturers. T h e question shouldn't be " h o w m a n y does she sleep" as so often heard f r o m the tire kickers at the boat shows. T h e question should be h o w many c a n live for a n extended period of time on the yacht i n comfort a n d privacy. T h e C S Y 37 (plan A ) is designed to be a four people yacht. T h e C S Y a n d the C S Y 37 ( p l a n B ) boats are designed for a couple i n luxurious privacy. E i t h e r C S Y 44 can be a six people yacht. T h e difference being that the C S Y 44 auxiliary cutter is designed w i t h the emphasis o n outdoor l i v i n g and the C S Y 44 Pilot House K e t c h is designed w i t h the emphasis on indoor living. A l t h o u g h the C S Y 33 can sleep five — she's the ideal yacht for a couple. A l l the yachts can sleep more bodies than they are designed for, b u t b o t h c o m fort a n d privacy have to suffer as a result. Y o u c o u l d probably sleep 20 i n your l i v i n g r o o m if you designed it like a boat — but w o u l d you do it? T h e c h a i n plates should be easily accessible for regular inspection and repair. A l l through-the-deck bolts should be easily accessible f r o m both sides — outside a n d inside. Since we at C S Y , L t d . have been i n the business of m a i n taining boats for going on thirteen years, all-day every-day i n the year, low maintenance is uppermost i n our minds. A l l C S Y boats have these years of k n o w - h o w built into every boat — a n d it doesn't cost you a penny more. N o other m a n u f a c turer can make that statement. C o m f o r t is five or six i n c h cushions instead of the usual 3 or 4 i n c h . C o m f o r t is careful attention to cutting out the possibility of leaks, and for once to get away from messed u p clothes a n d books a n d bedding. T h i s means designing hatches w i t h h i g h dams — more difficult to m o l d a n d m a k i n g the hatches heavy so they w i l l seal a n d stay sealed. T h e r e is

Galley on the CSY 44 Mid Cockpit

Cutter

probably no other single factor w h i c h together w i t h everyt h i n g else that spells comfort t h a n a truly dry boat. C o m f o r t is not just " a d e q u a t e " ventilation, but super ventilation to keep the yacht both cool a n d dry. T h e r e isn't an enclosed space on any of our yachts that doesn't have both opening ports or can be p r o v i d e d and one or more overhead hatches i n a d d i t i o n to companionways. C o u n t the opening hatches and opening ports on any C S Y yacht a n d compare w i t h any yacht you may be contemplating. C o m f o r t is large oversized beds, not bunks, designed fore a n d aft not athwartships, beds both port and starboard so you can sleep w h i l e under way w i t h o u t scrunching your head or toes against a lee h u l l or even m a k i n g the use of b u n k boards unnecessary on either a port or starboard tack. C o m f o r t is f u n and pleasant times i n a large enough cockpit to sleep i n under the stars. C o m f o r t is lots of h e a d r o o m — 6'4" m i n i m u m o n a l l of our boats and going to 6'7" i n the master stateroom of the C S Y 44 cutter and the salon of the C S Y 33. C o m f o r t is a big, slow r u n n i n g diesel, insulated and out of the l i v i n g areas, that chugs away through a quiet exhaust system. L i v e a b i l i t y means designing i n a large and convenient a n d safe galley w i t h a special odor free, bug-free place to put the garbage. A gas stove to cook on, to bake i n w i t h b i g sea rails to keep stuff on it a n d a latched oven door to keep stuff i n it. B i g heads w i t h ample showers and. hot a n d cold pressure water standard. E n o u g h fuel a n d water tankage so you don't have to worry about it for even weeks at a time. W i t h filters

for the engine fuel and filters for the people water again standard. L o t s of storage for food, clothes, tools. A place for everything a n d everything i n its place. C a r e f u l l y designed, deep bilges so water can't get i n to the l i v i n g p a r t of the yacht. Cockpits that you can get to on stairs not ladders. B r o a d a n d uncluttered decks. A gauge to tell you the c o n d i tion of each bank of batteries at the flick of a switch. A back saver super convenient electric anchor windlass (it's an o p t i o n ) . A rugged M a r i n e t i c s , easy-to-read electrical panel w i t h convenient circuit breakers a n d no fuses. S p r i n g h a t c h holders that work a n d that close w i t h a simple tap. See-out fixed ports i n the f o r w a r d cabins to conveniently see w h a t goes on outside without h a v i n g to c l i m b out on deck. A n electric bilge p u m p that pumps out the bilge at the flick of a switch — but backed u p by a b i g h a n d p u m p that you can p u m p a l l day long without tearing your a r m off. A permanently m o u n t e d swim ladder that conveniently stores out of the way w h e n not i n use (another o p t i o n ) . Some people call this phase of the design-human engineering. W e k n o w f r o m long years of experience f r o m l i v i n g on boats ourselves — every one of the managerial staff i n this company have spent collectively m a n y years l i v i n g aboard boats as their permanent home. F e w manufacturers that we k n o w of can say this. R a c i n g — yes — a couple of weeks now a n d then on a boat — l i v i n g , no. It takes a lot of l i v i n g o n a boat to k n o w how to design i t , h o w to b u i l d it a n d h o w to equip it. T h i s is w h a t the C S Y Y a c h t C o r p o r a t i o n can offer you to a degree that few, if any, manufacturers can.

Built-in Convenience A whole lot of attention and thought has been given to arranging everything i n our yachts to make operating them a n d l i v i n g i n them and m a i n t a i n i n g them easy a n d simple. I n a w o r d — convenient. I n the design phase, this has to do w i t h relating each space to each other — the galley, the chart table, the sleeping areas, the cockpit, etc., each to the other so as to be as convenient as possible. W e have mentioned the designed-in convenience of getting at the engine and a l l of its parts through the opening h a t c h over it. I n a l l of our yachts, the engine can be reached out of the weather as well as while underway. A space is p r o vided for the radio/telephone and the other electronics w h i c h you may want to install w h i c h is adjacent to the chart table and easily accessible to the helmsman. I n a l l C S Y yachts, the galley is located so as to be conveniently accessible to both the cockpit and the d i n i n g salon. I n the Pilot House K e t c h , the galley is conveniently accessible to the eating area i n the salon w i t h the big windows. A great deal of study has gone into m i n i m i z i n g the heights between the cockpit and the inside of the yacht to eliminate dangerous and inconvenient climbs between the most often used passageway on a boat. Convenient, fully-insulated beer coolers are installed right next to the helmsman's seat on a l l our yachts. B o t h the cutter r i g and the ketch rigs have their a d herents. B o t h however, are preferred by the o v e r w h e l m i n g majority of cruising yachtsmen over the sloop r i g for its flexibility and convenience i n h a n d l i n g a n d reducing sail. V e r y few really dedicated a n d knowledgeable cruising sailors today use any other r i g at least for boats small enough to handle by one or two people. E v e n a specially designed l i q u o r storage locker w i t h racks for bottles and glasses. Cubbyholes i n the cockpit for w i n c h handles a n d other small stuff. B i g , b i g sail lockers i n the cockpit for not only extra sails, but emergency anchor and rode, fenders, dock lines, m o p , brushes, pails, life cushions, life preservers for a l l on board, cockpit cushions, outboard, dinghy oars, dinghy anchor. A " d i r t y l o c k e r " o n deck for charcoal g r i l l , masks, snorkels, etc. A handy beer cooler, coke-cooler, i n the cockpit.

Outstanding Storage G o o d storage on a yacht designed for cruising starts w i t h listing some requirements before a pencil ever gets to paper to start the design. T h e n , once the list is totalled, a n d the design consummated, the design must be reviewed — the cross-sections, the layout, and the profiles — to study a l l of the space occupied — a n d to recover any space overlooked. H e r e are some of the requirements we listed for storage on the C S Y yachts: Everyone on the yacht should have 12" to 18" of linear space i n the h a n g i n g lockers. E a c h one should have at least two ample drawers close by their bunk. T h e heads each needed one drawer for each person on

the yacht for personal toiletries — no scrounging a r o u n d i n the usual lockers somewhere out i n the m a i n salon. T h e r e were to be shelves convenient to each bunk to put earrings, watches a n d stuff before t u r n i n g out the light at night — or a place to lay that paperback w h e n you get tired. E a c h cabin needed an area to put bedclothes a n d pillows — zap — out of sight, and dry to get away f r o m dampness and to prevent that u n k e m p t look so c o m m o n on m a n y yachts d u r i n g the daytime. T h e r e needed to be clothes hampers i n each head. S a i l bags don't conceal the odor of dirty socks very w e l l . A place for extra linen storage. A place i n the h a n g i n g lockers for mold-free, dry, shoe storage. T h e r e needed to be a tool storage drawer a n d a drawer for line, extra shackles, tape, flash lights, etc. I n the galley, four or five drawers for cutlery, k i t c h e n utensils, paper towels, napkins, etc. A place under the sink for soaps, cleaning utensils a n d supplies. T h e toilet paper r o l l m o u n t e d inside the under-sink locker door, so the shower doesn't get i t wet. A pots a n d pans locker. A specially designed dish locker. T h e r e needed to be a place for n a v i g t i o n instruments a n d books a n d charts convenient to where the navigating was to be done. A n o t h e r for glasses and m i x i n g bowls, etc. A specially designed, self-contained bug-free, garbage storage area. A Spice rack.

odor-free,

Safe, overboard vented storage for two propane tanks for a three-month supply of cooking fuel. A n c h o r rode storage b i g enough to h o l d two 250 foot rodes. E a c h C S Y yacht is designed to be free of any home base and to be able to store the f u l l amenities a n d food supply for at least three weeks for a l l aboard w i t h o u t t o u c h i n g any base of supply. A specially designed a n d tested c o m b i n a t i o n refrigerator/freezer/ice storage unit r u n off the engine (no electricity) w h i c h w i l l h o l d three weeks of perishables i n a refrigerated section, a three week supply of ice cubes a n d a three week supply of frozen food a n d baked goods. A n d , of course, oodles of extra space a l l over the yacht to h o l d dry and canned goods to last a lot longer. Plus, a m i n i m u m of 500 to 600 m i l e m o t o r i n g range of fuel capacity for each yacht w i t h at least 400 gallons of fresh water on the 44's a n d 250 gallons on the 37 a n d 115 gallons on the C S Y 33. W e have achieved these storage goals i n our C S Y yachts A n o t h e r very practical reason w h y we c a n boast that they are designed to go anywhere i n the w o r l d . Y o u should take a careful look at any boat you are buying and w i t h a list such as the one above look at the boat's drawers, storage spaces, h a n g i n g lockers, etc., a n d consider h o w m u c h thought has been given to meet these criteria. A boat, even as b i g as the C S Y 44's is a very small compact w o r l d . E v e r y t h i n g aboard must have its place. Otherwise, you w i l l be l i v i n g i n utter chaos most of the time. It can make or break a boat for the lady i n the household or whoever has

Extra

large drawers on all CSY's—louvered

locker doors for good

the job of keeping things neat or h a v i n g to f i n d things. A d e quate and convenient storage on a cruising boat is a n absolute must.

Safety W e are only considering here those factors i n the design phase w h i c h have to do w i t h safety. A good deal of what w i l l greatly enhance the safety of the boat w i l l be discussed later u n d e r the heading of construction a n d equipment w h i c h has to do w i t h laminate thickness, hull-to-deck joint, extra heavy c h a i n plates, heavy rigging, two sets of heavy duty batteries, etc. O n the d r a w i n g b o a r d , we put h i g h on our list the considerations for safety. O n e of these is to m i n i m i z e h i g h unsafe ladders at the companionways w h i c h w i l l be gone into i n greater detail i n the section o n walk-throughs. Steep h i g h ladders, besides being inconvenient, are just p l a i n unsafe at sea. A n o t h e r consideration is the design of the spaces below so as not to be too large w i t h o u t hand-holds so the passengers cannot be t h r o w n about i n a seaway. A very careful study has to be made for the location of handholds throughout the yacht. W h e n you examine any yacht, no matter where you are standing anywhere o n the yacht, there should be some method of b r a c i n g oneself w h i c h is readily accessible. W e consider deep b u l w a r k s f o r w a r d a n absolute must for safety on any yacht going to sea to prevent sliding off the deck i n a g a l l o p i n g sea w h e n h a n d l i n g the headsails.. N o n - s k i d surfaces should be truly non-skid. T h e y should also be designed so w h e n they wear, as they surely w i l l i n time,

ventilation. that these surfaces c a n be easily restored. T h e best way we k n o w of to do this is w i t h sand or w a l n u t shells m i x e d w i t h gel coat or urethane a n d paint it onto the taped off areas to restore the non-skid. A n y other non-skid is almost impossible to restore. Proper lighting o n deck a n d i n the cockpit is a must for cruising at night. T h e area a r o u n d the mast a n d f o r w a r d need l i g h t i n g underfoot. A n y experienced cruising m a n w i l l point out the i n c o n sistency of h a v i n g large deep cockpits on a boat w h i c h really expects to go ocean cruising because deep cockpits c a t c h water a n d presumably then w i l l get into the boat. W i t h salt water weighing 8 l b s . / g a l . a n d 64 lbs. per cubic foot, a large filled cockpit can pose a threat to the safety of a boat i n c o n ditions where the seas are h i g h a n d breaking. T h e problem is how to have large a n d comfortable cockpits w h i c h are at the same time safe. A l l of our boats are fitted w i t h slides over the doors closing off the companionways to keep water f r o m getting below. F o u r large t w o - i n c h scuppers and hoses to m a t c h are p r o v i d e d i n the C S Y 44 cutter connected to truly large sea cocks mounted very low port a n d starboard to d r a i n off the cockpit water r a p i d l y . T h e C S Y 44 Pilot House K e t c h a n d the C S Y 37 and the C S Y 33 d r a i n directly overboard above the water line so sea cocks are not necessary. T h e ample drainage of the cockpit has to be a m a j o r factor i n the consideration of a yacht w h i c h c o u l d f i n d itself i n really rough ocean conditions — and who can predict i f and w h e n it w i l l happen. It can be at anywhere at anytime. S u c h is the u n predictability of the sea.

9

The CSY 44 Mid-Cockpit Cutter with a specially designed Bimini with roll away top and side curtains with isinglass and roll down dodger —no stuffiness here—a better answer than any walk-through.

Walk-Through Or No Walk-Through O u r sister charter company was the first to have designed a n d have built a m i d - c o c k p i t yacht to be built on a p r o d u c t i o n line way back i n 1969. N o w you see them everywhere. Just about every m a n u f a c t u r e r i n the business has j u m p e d on the b a n d wagon. A l a s , however, almost w i t h o u t exception a l l of these boats have a w a l k - t h r o u g h w h i c h allows passage f r o m a n d to the aft c a b i n under the cockpit. O u r C S Y auxiliary cutter is one of the few, if not the only one, w h i c h offers an alternative — no walk through. T h e one and only advantage of the w a l k through is to be able to get to the aft c a b i n " o u t of the weather". I n our C S Y 44 cutter, passage to the aft c a b i n is u p three steps to the cockpit a n d d o w n three steps to the aft c a b i n a n d w h e n the cockpit is properly fitted w i t h a B i m i n i top, this passage is also " o u t of the weather". T h e companionways are i n direct line w i t h each other a n d passing through is an easy a n d safe matter. Since we at C S Y apparently are going against what seems to be the general consensus, we think we need to take time out and explain w h y we think the w a l k - t h r o u g h has m a n y disadvantages as opposed to its one advantage. T h e p u b l i c has been so brainwashed by the manufacturers a n d the dealers about walk-throughs, p r i m a r i l y because that is a l l they have to offer that an intelligent discussion of the pros and cons of the w a l k - t h r o u g h versus no w a l k - t h r o u g h is long overdue. A n y design concept always involves t r a d i n g off one thing for another. T h e w a l k - t h r o u g h has one plus — w h i c h is, as we have mentioned — inside access f r o m and to the aft cabin. If one considers h a v i n g at least one place on a boat w h i c h is

10

private, a n d physically separated from the rest of the boat then even this couldn't be considered a plus. A n o t h e r plus for the manufacturer is that he can j a m more useable space i n a given water line length but at the sacrifice of deck storage, privacy a n d just p l a i n compactness to the point of absurdity. T h i s allows even 32 footers over-all or 37 footers over-all to really j a m into it what shouldn't reasonably go into a boat under 42 feet. It a l l looks good i n the boat shows, but does it work on an honest-to-goodness cruising boat? O n e that you intend to be aboard for any length of time? A s we said before, everything is a trade-off a n d before you consider b u y i n g a w a l k - t h r o u g h , you should k n o w what those trade offs are. T o illustrate our point, we have taken our C S Y 44 cutter on the next page a n d shown it i n profile and i n cross section w i t h a w a l k - t h r o u g h so we can see w h a t happens. W e are assuming that we need a 24" wide passageway a n d 6'3" h e a d room so it is really a w a l k t h r o u g h a n d not a " c r a w l t h r o u g h " . Some manufacturers make the w a l k - t h r o u g h on both sides of the engine w h i c h really compounds the problem. So let's see w h a t we lose: 1. T h e first t h i n g that has to be done is to raise the cockpit by 2 1 " — almost two feet — see what this does to the profile ( i n b l u e ) . W o u l d n ' t you say it looks more like " T h e Y e l l o w S u b m a r i n e " than " T i c o n d e r o g a " ? T o hide this, most designers raise the free board so the cockpit doesn't look like a c o n n i n g tower as it does here — the result is the pregnant whale look and the resulting increased windage a n d m u c h higher center of gravity w h i c h one sees so often i n our h a r bors today. A s the c o a m i n g is raised a n d the companionway

This illustrates the outline of how our CSY 44 Mid-Cockpit Cutter would have to be raised to accommodate a "walk-through."

Note the raised profile

and windage

to accommodate

a

"walk-through.'

High climb from the inside Cabin Sole to the cockpit. Storage eliminated to make way for "walk-through."

Cockpit made higher and narrower.

Water storage cut in half.

Profile and cross section showing

(See

what happens when a walk through is added

text)

11

eliminated a n d to get some deck storage often a lazerette is added w h i c h cuts into the aft c a b i n a n d eliminates the possibility of stern ports — each step of the way the a l l i m p o r tant ventilation of the aft cabin is inexorably closed off. W a l k throughs make for poorly ventilated boats. 2. A s can be seen i n the accompanying cross section, some startling things happen w h e n a w a l k - t h r o u g h is added. a. T h e most used passageway i n any boat is the passage between cabin sole below a n d the cockpit. T h i s changes f r o m a g r a d u a l three steps u p of less t h a n 3 feet i n o u r C S Y 44 to a steep ladder of over five feet. It's not just inconvenient, it is d o w n r i g h t dangerous. b. T h e cockpit has to be narrowed athwartships to get the ample w i d t h i n the passageway. c. W e lose most, if not a l l , deck storage so the question has to be where do you go w i t h extra sails, extra a n chors, dock lines, fenders, charcoal grilles, buckets, mops, snorkels, masks, extra oars, outboard storage, etc., etc. Y o u need to look at any w a l k - t h r o u g h a n d see if there are any reasonable answers — there aren't. d . O u r C S Y 44 has two 200-gallon tanks for water storage port and starboard under the cockpit a n d it still leaves lots of storage over it. W h e r e to go for water storage i n a w a l k - t h r o u g h , it usually goes under the bunks and thus loss of further storage inside the boat. e. T h e engine access is drastically effected a n d the engine is now " i n s i d e " the boat w i t h its dirt a n d its noise and its fumes. T o sum u p , h a v i n g the cockpit d o w n i n the boat w i t h o u t a w a l k - t h r o u g h allows us to retain a relatively low freeboard a n d a lowered center of gravity w h i c h makes for an outstandingly good-looking a n d a h i g h performance boat. It preserves the privacy of the aft cabin while at the same time a l l o w i n g it to be open, easily accessible f r o m the cockpit and well-ventilated. T h e cockpit, the center of activity i n any sailboat, is easily a n d conveniently a n d safely accessible to the rest of the inside of the boat while at the same time it can be kept large and roomy w i t h more t h a n ample storage space i n the cockpit seat lockers a n d a l l o w i n g at the same time for 400 gallons of water storage a n d over 100 gallons of fuel storage and still a l l o w i n g for engine access f r o m any side out of and away f r o m the " i n s i d e " of the boat. Because the cockpit c a n be kept low there is the possibility of m o u n t i n g a B i m i n i dodger w i t h f u l l head r o o m under it. T h e price i n tradeoffs for the w a l k through is simply too h i g h i n m i d - c o c k p i t boats the size of our C S Y 44, i n our o p i n i o n . It is a point of view. Judge it for yourself. H o w e v e r , there is a way to get passage through a boat without the h i g h cost i n trade offs — this we have developed i n o u r C S Y 44 Pilot House K e t c h built on the same proven sailing h u l l as the C S Y 44 cutter. T h i s puts the cockpit aft without loss of size or deck storage. T h e master or owners cabin w i t h its private head comes f o r w a r d of that t a k i n g u p the f u l l w i d t h of the boat w h i c h is larger than i n a m i d cockpit boat. F o r w a r d of that is the small step-up to a see-around salon w i t h 18" windows w i t h its o w n separate inside steering station. T h i s Pilot House becomes the center of activity for this inside living boat. A couple of steps d o w n brings you to the galley w h i c h occupies the f u l l w i d t h of the boat a n d then

a head a n d f o r w a r d c a b i n as i n the cutter. Y o u c a n w a l k through this boat f r o m stem to stern and even go into the salon through a separate companionway f r o m outside w i t h o u t disturbing the p r i v a c y of the aft cabin. A t the same time, if anything, we get more storage than i n the cutter — terrific engine access —over 400 gallons of water storage a n d 236 gallons of fuel storage.

Conclusion C S Y , L t d . has been i n the bareboat charter business for going on thirteen years. U n t i l now, we, like you, have been a consumer — a buyer of yachts. U n l i k e you, the private yacht owner, however, each a n d every one of our 140 yachts sails 33 weeks each year under the h e l m of as m a n y different skippers. A l l kinds of skippers w i t h a l l kinds of sophistication w h e n i t comes to h a n d l i n g a yacht. A d d constant year-round heat a n d add constant h u m i d i t y a n d salt, a d d a l l of this u p and m u l t i p l y i t times seven years a n d you have the toughest test possible for any yacht. W e have to look ahead. W e have to trust our o w n experience a n d our o w n i n p u t f r o m tens of thousands of charterers. W e simply cannot afford to get caught u p by the fads of the moment. W e have to have designs w i t h lasting qualities that we k n o w w i l l keep people c o m i n g back for years to come. W e don't expect to be c o m i n g out w i t h a new model every year. T h a t only ups the cost to you, the consumer, and makes earlier boats out of date. W i t h careful p l a n n i n g a n d careful design, this can't happen. T h u s , w h e n we talk of the beauty of the design and the sailing performance, w h e n we talk about low maintenance a n d safety a n d comfort, a n d liveability a n d storage requirements and construction a n d equipment, we talk about these things i n terms based on needs that are even greater t h a n yours. If you make a mistake i n b u y i n g a yacht, you can sell it w i t h little or maybe no loss of cash. If our sister company makes a mistake like that, w i t h seven year leases o n dozens of yachts — we are out of business. W e shall sell you the exact same yacht built to the same standards that we b u i l d for our o w n use. W e k n o w what should be i n that yacht — for us a n d for you — a n d we refuse to subtract f r o m i t . W e b u i l d her to meet a standard a n d then we think about the best value that we c a n give you for your dollar i n achieving that standard — but the standard comes first. THAT'S OUR BUILT-IN CREDIBILITY. O u r greatest fear is that you — out there — the yacht buying p u b l i c , w i l l not be able to differentiate between a high-quality yacht and the rest of them. T h a t is the reason w h y we are w r i t i n g this treatise a n d it is the reason we i m plore you to come to our plant a n d see h o w we put these boats together a n d then we welcome comparison w i t h anybody anywhere. If anybody beats us — not only do you learn — we l e a r n — a n d they won't beat us — next time. T h e most valuable t h i n g you get w h e n you buy a yacht f r o m the C S Y Y a c h t C o r p o r a t i o n is thirteen years of k n o w how a n d the knowledge of C S Y , L t d . , w h i c h is built into every yacht commissioned at our plant. It is a priceless ingredient. It is an ingredient that no other yacht builder can offer you — a n d yet, i t costs you n o t h i n g more.

The CSY Pilot House Ketch. The ultimate answer-an "indoor" living boat with an owner's huge aft cabin nearer the center of motion with easy two step access to the rest of the boat connected by a huge see-around raised salon to the galley and forward cabin. A truly practical walk-through without the loss of storage or tankage.

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C H A P T E R II

What is a Cruising Yacht? By Peter Schmitt

( A u t h o r ' s C o m m e n t : If there is a more confusing area of m i s i n f o r m a t i o n i n the sailing field t h a n the advantages a n d disadvantages of light displacement versus heavy displacement yachts: of the racer versus the cruiser versus the cruiser-racer; w e l l we don't know what it is. W e asked our

designer Peter S c h m i t t to t r y i n his o w n words to define what a cruising yacht is a n d what it is not. W e think you w i l l f i n d his discussion thought p r o v o k i n g a n d enlightening — we d i d , so we p r i n t it here.)

_ ^ _ T ' S easy to design a fast boat, it's easy to design a n a t tractive boat, a n d it's easy to design a roomy b o a t . . . but to design a fast, attractive, roomy boat is another matter a l t o gether a n d that to me is what good cruising boat design is a l l about. T h e r e is no excuse whatsoever for a cruising sailboat that is not performance oriented a n d therefore, h a v i n g boat speed o n a l l points of sail, stability a n d m a n e u v e r a b i l i t y w h i c h are a l l of the p r i m a r y importance. These components of performance w i l l only result f r o m a w e l l designed u n d e r body consisting of the canoe body a n d the keel a n d r u d d e r appendages. T h e canoe body must have the necessary v o l ume to provide the best accommodations possible a n d support at a predetermined flotation line the entire weight of the vessel, y e t . . . at the same time, the lines of the canoe body must be as sweet a n d fair as possible to give the m i n i m u m amount of resistance to the w a t e r f l o w i n g past the h u l l . T h e keel a n d r u d d e r are the appendages that c o n t r i b ute the most to w i n d w a r d performance. T h e keel must have enough internal volume to contain the necessary ballast for self-righting stability at a l l angles of heel f o r the chosen draft. Its fore a n d aft location is extremely i m p o r t a n t to the steering qualities of the vessel a n d its shape must provide a highly efficient, aerodynamic l i f t i n g surface to resist the side forces of the sails. I n a d d i t i o n to its function of being able to provide c o m plete steering control i n a n y type of sea condition, the r u d d e r should also act as a h y d r o f o i l p r o v i d i n g side force lift. It is my o w n belief, that a balanced rudder, attached to a f u l l span skeg of adequate size, located as f a r aft on the u n d e r body as possible, provides the o p t i m u m steering control for a cruising boat. It is a k n o w n fact that a rudder w i t h a skeg w i l l be more efficient at higher degrees of r u d d e r angle t h a n a r u d d e r w i t h o u t a skeg. P o s i t i o n i n g the skeg w e l l aft contributes to a more efficient lateral plane, thus m a k i n g a better t r a c k i n g vessel. I n a d d i t i o n , the use of a skeg allows the placement of a heavy, cast bronze gudgeon at the lower end of the skeg to support the r u d d e r stock. T h i s places the stress on the r u d d e r stock i n the f o r m of torsion only, a n d not torsion and b e n d i n g as i t is w h e n a r u d d e r w i t h o u t a skeg is used.

on m a n y cruising boats but is used o n a l l of C S Y ' s boats is w h a t I call the propeller skeg. T h i s skeg is molded i n t e r g r a l w i t h the h u l l shell a n d contains the stern tube a n d propeller shaft bearing. Its p r i m a r y function is to act as a shroud to protect the lower propeller blade tips f r o m debris. A n a d d i tional function is that it is a m u c h stronger method of c a p t i v a t i n g the propeller shaft a n d stern bearing whereas, the n o r m a l l y used bronze strut c a n loosen i n time f r o m shaft v i b r a t i o n a n d is subject to damage, the solid r i g i d structure of the molded skeg can never f a i l . Perhaps the w o r d heard most often d u r i n g the design of a boat is the w o r d compromise! A n d compromise we m u s t ! T h e r e are so m a n y compromises made to a boat w h e n i t is o n the d r a w i n g board that i t is impossible to keep track of them. T h e r e are, however, three specific areas of a vessel that c a n never be compromised, as f a r as I ' m concerned. These are the h u l l structure; the r i g a n d r i g g i n g ; a n d the steering system. A failure of the a u x i l i a r y engine or the electrical system is a n inconvenience to be sure, but the vessel is still intact and seaworthy. B u t . . . to have a failure of the h u l l structure, the r i g , or the steering system — a n occurance w h i c h w i l l most likely take place i n heavy weather conditions — w i l l place the vessel i n immediate jeopardy. Fiberglass construction is a w o n d e r f u l m a t e r i a l for b u i l d i n g a boat. T h e basic fibers w h i c h make up the glass fabric are a m o n g the strongest s t r u c t u r a l elements k n o w n to m a n . N o other boat construction m a t e r i a l gives us the freedom of design, the added i n t e r i o r volume due to the lack of frames, or the rot free, w o r m proof, easily m a i n t a i n e d h u l l shell. I suspect that w h e n most people b u y a fiberglass sailboat, they take it for granted that the h u l l laminate is caref u l l y a n d painstakingly laid u p a n d that the h u l l laminate is of adequate thickness to provide water-tight integrity u n d e r the most adverse conditions. U n f o r t u n a t e l y this is not always the case. E a c h b u i l d e r buys his resin a n d glass by the p o u n d a n d i t is one of the few areas i n fiberglass boat construction where he can skimp o n materials a n d labor, save money, a n d hide i t f r o m a buyer. N o matter h o w it is constructed i n a c t u a l sailing conditions, each boat must endure the same repetitive cycles of heavy stresses, the magnitude of w h i c h increases exponentially w i t h the size of the vessel.

A n o t h e r appendage of the underbody that is not found

CSY 37 Aft Cockpit

Cutter

W h e n we analyze the forces applied to a sailboat sailing, to weather i n heavy sea conditions, we f i n d that the stresses involved are t r u l y awesome. L e t ' s look at a few of these. T h e w i n d pressure on the sails places the masts i n compression, a loading stress w h i c h i n effect is t r y i n g to drive the spar out t h r o u g h the bottom of the vessel. T h e weather shrouds are a p p l y i n g a direct tension loading to the topsides of the vessel. T h e net result of this is a h i g h b e n d i n g and tensile stress to the h u l l laminate i n the immediate v i c i n i t y of the c h a i n plates. W e then have the headstay and backstay i n tension p r o d u c i n g a bending stress along the l o n g i t u d i n a l centerline of the vessel. E v e r y t i m e the boat falls off a wave or slams into a sea there is terrific, localized i m p a c t on the forebody of the h u l l shell. W h e n sailing at h i g h angles of heel, the heavy ballast keel is p r o d u c i n g a tremendous stress at the point where it is joined to the underbody. T h e r e is only one w a y to adequately resist these forces and that is w i t h a heavy, h a n d l a i d u p fiberglass h u l l l a m inate w i t h .added layers of reinforcement at points of p a r t i c u l a r l y h i g h stress combined w i t h an internal f r a m i n g system of bulkheads and partitions that are securely bonded to the inside of the h u l l shell. T h e fiberglass laminate schedules that I have specified for each of C S Y ' s line of boats is indeed a heavy one and I k n o w . . . that w h e n compared to what the m a j o r i t y of the boat b u i l d i n g industry is doing at the present time, C S Y ' s hulls w o u l d definitely be considered overbuilt, but their laminates have been carefully specified to adequately meet the stresses that can reasonably be expected at sea. M a s t design and construction is the second area where a failure w i l l totally incapacitate a vessel. M a s t design should be based on a careful analysis of the stability of a boat a n d not guessed at as is too often the case. M y design procedure for selecting a mast section for a design is based on the stability of the boat at 30 degrees of heel. A factor of safety of 4 is applied to this compression l o a d i n g thus f o u n d , to be absolutely certain that the mast section chosen w i l l be able to withstand every stress applied to it. (See the chapter o n Spar Selection.)

19

16

T h e standing rigging diameters and chainplates are also calculated based on the stability of the boat. T h e standing rigging sizes are determined f r o m a percentage of the stability that they are k n o w n to be loaded w i t h , based on tests carried out on 12-meter yachts. A factor of safety of 3 is applied and the wire diameter p i c k e d accordingly. A wire diameter w o u l d not be used if its b r e a k i n g strength were below the design strength required. C h a i n p l a t e lugs, w h i c h are that p o r t i o n of the c h a i n plates that accepts the turnbuckle, are designed to w i t h s t a n d a loading of twice the b r e a k i n g strength of the wire shroud that attaches to them. W h e r e v e r chainplates are attached to the h u l l w i t h bolts, the bolts are sized to w i t h s t a n d a l o a d i n g of 3 times the b r e a k i n g strength of the wire shroud. T h e area of the h u l l i n the w a y of the chainplates is reinforced w i t h e x t r a laminates of fiberglass so that the h u l l shell i n the immediate v i c i n i t y of the chainplate bolts w i l l be able to withstand the designed load without p e r m a n e n t l y deforming the fiberglass h u l l . It is interesting to note that w i t h the chainplate design as we have outlined it here, any C S Y boat can be lifted f r o m its cradle and put i n the w a t e r w i t h an attachment made to just any one p a i r of chainplates. T h e pedestal wheel steering system i n a boat is the most heavily used and most heavily stressed movable m e c h a n i c a l linkage on board any boat and as a result, it is the one system that is most prone to failure. T h e r u d d e r and steering systems of C S Y ' s boats are designed for a condition that allows for a boat to f a l l off a wave backwards w i t h the r u d der i n the hardover position, a condition that places the most severe stress possible on the r u d d e r and r u d d e r stock. A safety factor of 4 is applied to the torsional l o a d i n g derived f r o m this calculation i n order to select the diameter of the r u d d e r stock w h i c h is solid bronze round b a r a n d not pipe as so often is used. T h e wire rope portion of the steering system takes the most abuse. E v e n the slightest amount of m i s alignment between the wire and the q u a d r a n t , a n d f a i r l e a d a n d i d l e r sheaves w i l l cause chafe a n d the resultant breakage of the wire strands. It is imperative that the steering system fairlead sheaves be securely fastened to the h u l l of the vessel a n d that the wire be of adequate diameter to take the loads involved. A l l of the sheaves i n the steering system must be of

a diameter to comfortably support the wire. T h e interior accommodations of a p r o d u c t i o n cruising boat are often the most difficult challenge of the design. D i f f i c u l t because it is impossible to do an i n t e r i o r arrangement that w i l l suit everyone's i n d i v i d u a l tastes and r e q u i r e ments. People use their boats i n different ways a n d the accommodations should reflect this type of use to the greatest extent possible. U n f o r t u n a t e l y , w h e n b u y i n g a p r o d u c tion fiberglass boat such as those at C S Y it is impossible for the c o m p a n y to offer a customized interior for each i n d i v i d ual b u y e r and m a i n t a i n any semblance of p r o d u c t i v i t y and profitability. T h u s , the one or possibly two accommodation plans offered by a b u i l d e r for a given boat must then meet the widest needs possible. A good rule of t h u m b to follow when l o o k i n g at a boat and j u d g i n g the merits of the i n t e r i o r accommodations is this: " A boat i n t e r i o r that is designed for use at sea can be made to w o r k w h e n l i v i n g aboard at dockside, but a n i n terior that is designed for use at dockside exclusively can never be made to w o r k at sea." If a boat is to be used for any type of offshore cruising where a passage of a few days time is required, the most i m portant p a r t of the accommodations are good berths a n d an efficient galley. T h e berths used at sea should be located as close as possible to the fore and aft m i d d l e of the boat where the p i t c h i n g movement is at a m i n i m u m a n d there must be enough berths to sleep the entire off-watch crew. T h e galley should be as compact as possible w i t h everyt h i n g w i t h i n easy reach. T h e r e must be a method of securing the cook i n the galley, either by a belt or by galley counter design, so that one's hands can be used to w o r k rather than just h a n g i n g on. A d e q u a t e dish a n d d r y food locker space is required as well as adequate and efficient refrigeration c a pacity. T h e icebox or refrigerator must be heavily insulated to reduce heat loss. T h e boats at C S Y , have as a m i n i m u m , 4" of f o a m insulation on a l l sides of the refrigerated space i n c l u d i n g the top. T h e galley stove should be g i m b a l l e d a n d the stove fuel efficient. W h e n properly installed, propane gas is, w i t h o u t a doubt, the preferred stove fuel. Its flame is m u c h hotter t h a n that of alcohol w i t h o u t the m a l de mer causing odor and the danger of flareups. Perhaps the most i m p o r t a n t single facet of boat design that determines whether a cruising boat w i l l be a c o m f o r t a ble p l a t f o r m for the i n t e r i o r accommodations both at the dock or offshore is the weight or displacement of the vessel. If we compare two moderate size cruising boats of equal waterline length, sail area, and ballast, yet drastically different i n displacement, the f o l l o w i n g conclusions can be i m m e diately d r a w n : T h e heavier boat w i l l provide more i n t e r i o r volume consistent w i t h a more pleasing low profile t h a n the light boat. T h i s is to say that both boats could have the same amount of i n t e r i o r volume for accommodations but the light boat w i l l have to raise the sheer line i n order to achieve it because she does not have the volume or displacement below the waterline as does her heavier sister. T h e r e is no doubt that the heavier the boat the more comfortable it is at sea. T h e heavier boat is less affected by wave action, thus its mass w i l l push t h r o u g h the water w i t h the least amount of adverse m o t i o n . T h e v e r t i c a l center of g r a v i t y of the heavier boat, w i l l be higher t h a n that of the

light boat resulting i n longer and slower periods of r o l l a n d p i t c h w h i c h reduces violent motions i n a seaway — i n a w o r d — a m u c h more comfortable boat. Displacement equals weight and weight equals the amount of construction materials that go into the boat. T h e heavier boat w i l l reflect a thicker h u l l a n d deck laminate w h i c h means a safer and a quieter h u l l . T h e interior w i l l have heavier components a n d the tankage for fuel and fresh water w i l l be greater t h a n that of the light displacement boat. W h e n c o m p a r i n g the light a n d heavy boats i n a c t u a l sailing conditions, the lighter boat, i n light a i r conditions, w i l l have a distinct advantage on every point of sail. S a i l area is horsepower and weight is resistance. T h e more a boat weighs the more the f r i c t i o n a l and wave m a k i n g resistance w i l l be to the water flow a r o u n d the h u l l . I n moderate a i r conditions, the heavier boat w i l l i m p r o v e greatly i n performance although the light displacement boat w i l l still have a speed advantage going to weather and r u n n i n g . R e a c h i n g , both boats w i l l be very close i n performance. I n heavy a i r , the heavy displacement boat comes into her o w n . She w i l l most likely be faster u p w i n d a n d reaching t h a n her lighter sister ship, and only d o w n w i n d i n surfing conditions w i l l the lighter boat be faster. T h e disadvantage of the heavy displacement boat i n light a i r can be overcome to great extent by the careful selection of adequate sails designed for use i n such conditions. W h a t is the best r i g for a cruising boat? T h i s question again is a matter of personal preference for each i n d i v i d u a l owner, but the basic decision is whether to have one mast or two. E a c h r i g has its advantages and disadvantages. T h e sloop is the simplest r i g to handle i n terms of n u m b e r of sheets, halyards a n d sails to w o r k but can present a p r o b l e m i n reducing sail fast. It is also the best r i g i n terms of aerod y n a m i c efficiency i n light to moderate w i n d velocities when a large jib can be used i n c o n j u n c t i o n w i t h the mainsail. T h e cutter is next i n terms of ease of h a n d l i n g a n d efficiency. W h i l e the forestay-sail adds clutter to the deck and is totally inefficient i n light a i r conditions, it proves its w o r t h i n heavy air. I n light a i r , a larger jib topsail or genoa can be used to equal the performance of the sloop w i t h similar sized sails. I n heavy a i r , the j i b can be f u r l e d a n d one can carry on under forestaysail and reefed m a i n . W i t h the sloop, a headsail change w o u l d be r e q u i r e d to reduce the sail area of the fore triangle. T h e ketch is next w h e n it comes to ease of h a n d l i n g and aerodynamic efficiency. T h e mizzen is ineffective u n t i l the boat is close reaching a n d a mizzen staysail can be used u n der only a very l i m i t e d w i n d angle. T h e ketch's greatest advantage is that of being able to break total sail area u p into smaller, easier h a n d l i n g sails thus m a k i n g sail h a n d l i n g m u c h easier for a couple. T h e ketch r i g is also advantageous i n heavy air sailing w h e n the mizzen can be used i n conj u n c t i o n w i t h a small j i b , entirely e l i m i n a t i n g the m a i n s a i l and the m a i n sail reef process. It was over 2200 years ago when A r c h i m e d e s discovered the principles governing the laws of flotation of a vessel w h i c h are as true now as they were then. " E u r e k a ! I have found i t ! " , he was said to have cried w h e n he made the discovery. It is a very rare and h a p p y moment indeed w h e n a designer of any type of boat can say these same words himself.

17

C H A P T E R III

Construction

N

^ O matter h o w w e l l designed or w e l l thought out, a boat can only be as good as its construction a n d the choosing a n d the care taken i n installing the equipment. H e r e we are going to try to discuss i n some detail h o w we b u i l d our boats a n d w h y we do things the way we do. M o s t of the detail w h i c h we shall be discussing here is covered u p i n the finished boat as you w i l l see i t i n the islands or at the boat shows. T h e r e is only one way for you to see a n d understand h o w a boat is put together a n d that is to follow it after it leaves the d r a w i n g board, becomes a p l u g , a series of plugs and then a series of molds. F r o m these molds are made m a n y parts w h i c h along w i t h the parts made i n the m i l l a n d thousands of bits of equipment the yacht then comes together on the assembly line like some gigantic Tootsie T o y . F r o m start to finish, the boat is i n the assembly process for 42 w o r k i n g days o n eight separate stations so that at any given moment o n a trip t h r o u g h the p l a n t you c a n see a yacht i n most a l l of the various stages of construction. A n y prospective yacht owner should not p u t his money d o w n u n t i l he has visited the factory a n d thoroughly u n d e r stands h o w his yacht is put together at each step of the way. A n y manufacturer who is reluctant to show you his p l a n t openly a n d completely a n d answer a l l of your questions, is likely to have something to hide. I f it is not possible for you to visit the factory, a prudent investment is to send an independent surveyor to the plant to do a professional evaluation for you. H e c a n do a m u c h more thorough job at the factory t h a n he can after the boat is built. T o be sure you obtain the services of a truly independent surveyor, we w o u l d recommend that you contact: T h e N a t i o n a l Association of M a r i n e Surveyors, Inc. P . O . B o x 55 Peck S l i p Station N e w Y o r k , N . Y . 10038 212-895-3677 A c a l l to them and they w i l l send you a list of their member surveyors located i n your part of the country or the part of the country where the manufacturer is located. T h e n you can contact the surveyor directly to ascertain his i n d e pendence. W e at C S Y Y a c h t C o r p o r a t i o n keep the latest list for a l l areas i n the country a n d we should be g l a d to supply you w i t h a xerox copy of the listing for your area. Y o u should get a definite price f r o m the surveyor a n d a clear idea of w h a t the survey is to cover. Fees for fiberglass boats generally r u n f r o m $4-6 per foot based o n over-all length (wooden boats are h i g h e r ) . F o r this, you should get a thorough w r i t t e n report. T h e r e can't be a more i m p o r t a n t investment that you can make w h e n b u y i n g any boat. A s a matter of fact it may be required by the bank or the insurance company for you to get coverage or a loan. O u r p l a n t is open at any time by appointment for a survey of our yachts. W e welcome it. T h e purpose of this section is to help you make a n intelligent evaluation of w h a t you are seeing a n d w h a t to look for o n a visit to any boat m a n u f a c t u r i n g plant. Y o u should ask for a complete set of construction specifications as p r o v i d e d by a n a v a l architect such as we are p r o v i d i n g i n this book so that you can at your leisure study the specifications preferably before you visit the plant. T h e r e should also be available a f u l l scale set of plans if you w i s h to The huge 64,000 square foot assembly area where CSY yachts are

Carefully

hand laid

laminations.

study the boat i n more detail. W e are not going to concern ourselves w i t h every p a r t i c u l a r of those specifications, but our purpose here is to discuss the alternative ways of doing things a n d w h y we at C S Y have chosen our p a r t i c u l a r way. T o say that ours is the only way is ridiculous on the face of it. T h e r e are many ways to skin a goose. W e are only giving you one point of view — ours. W h e n a manufacturer has a n u m b e r of models available a n d if he uses a production line, he has to w a i t for a number of orders to pile u p for a p a r t i c u l a r m o d e l before he c a n economically schedule a " r u n " through the line. T h e alternative to this is to set u p a series of stalls where the yacht is placed after ballasting a n d stays there i n its p a r t i c u l a r stall u n t i l the boat is finished. T h i s means that the assembly crews move f r o m stall to stall, rather t h a n the boat m o v i n g f r o m station to station where each crew is a specialist at that stage of construction. O n e crew may be w o r k i n g on a 42-footer one day, a 28-footer the next and a 32-footer after that. T h i s defeats the specialization that can be achieved on the standard p r o d u c t i o n line where each m a n at each station has his p a r ticular job at w h i c h he increases i n efficiency as time passes a n d the quality of the yacht a n d the sureness of a quality control p r o g r a m is increased. T h e stall method can lead to poorer w o r k m a n s h i p because of the lack of specialization. H o w e v e r the " s t a l l " method allows a manufacturer to b u i l d a whole series of boats w h i c h is l i m i t e d only by the n u m b e r of stalls he has available a n d for w h i c h he has tooling. It's efficient for the sales department, but it has to be disastrous for quality control.

built.

CSY's mold for the.44'. This mold has two to three times the amount of steel reinforcement

Typical

mold for a reputable

This mold is "rocked"

keep the integrity

of the original

mold.

manufacturer.

from side to side to lay it up. This

can lead to trouble (see

The Plug O n c e the architect's job is done a n d the h u l l lines have been d r a w n and the testing done, the drawings move f r o m the d r a w i n g board to a f u l l scale rendering of the lines o n a specially prepared floor i n the plant —a process k n o w n as "lofting". T h i s m u l t i - d i m e n s i o n a l rendering is then transferred to an exact f u l l scale model preferably made out of wood. It is made slightly oversized to allow for finishing d o w n to the final lines w h i c h i n the hands of a master b u i l d e r should be w i t h i n a n eighth of an i n c h of the true lines as lofted f r o m the architects lines a n d his table of offsets.

20

to absolutely

text).

T h e r e follows months of f a r i n g a n d sanding a n d f i l l i n g a n d more sanding and f i l l i n g and finally buffing w i t h finer and finer grits u n t i l an evenly fared h i g h gloss finish is achieved. E v e r y m a r k — any unevenness must be eliminated. T h e m o l d a n d later the parts taken from the m o l d can never be any better than the finish of the original plug. F r o m subsequent m i s h a n d l i n g it can get worse but never better.

The Mold T h e m o l d is b u i l t over the p l u g . T h e m o l d then becomes the end product from w h i c h every part thereafter is taken. L i k e the beautiful butterfly w h i c h dies u p o n l a y i n g its eggs,

the p l u g , too, has but one purpose i n life — to be the male part f r o m w h i c h the female part — the m o l d — is taken. T h e m o l d , i n t u r n , w i l l continue to produce parts for 500, even 1,000 times or more depending on h o w it is cared for. T h e p l u g is first waxed and then it is carefully gel coated a n d then layer u p o n layer of fiberglass is l a i d over the p l u g b u i l d i n g it u p slowly a l l o w i n g enough time between layers so that proper h a r d e n i n g a n d c u r i n g and sanding can take place to a v o i d distortion u n t i l a thickness of one a n d one half inches of u n i f o r m l y solid fiberglass is achieved. O v e r the glass m o l d and glassed to it is a welded framework of steel t u b i n g to stiffen it to preclude its changing its shape i n even the minutest degree, (see photos)

The Two Piece

Mold

A sign of good w o r k m a n s h i p is the thickness of the m o l d a n d the amount of steel stiffeners w h i c h are built over it. O f course, the smoothness a n d freedom from blemishes of the m o l d itself w h i c h shows u p better i n the finished product indicates T . L . C . W e show you i n the accompanying pictures how the steel is a p p l i e d to a typical manufacturers m o l d so you can compare it w i t h the C S Y m o l d .

Types Of Molds T h e r e are basically two types of h u l l molds — a two piece m o l d a n d a one piece m o l d . A two piece m o l d has to be used where there are undercuts i n the h u l l such as are built into rub rails or tumblehome (see d i a g r a m ) . O n e piece molds require that the h u l l have enough tapering d o w n w a r d f r o m the sheer line (top) of the h u l l so it can be w i t h d r a w n f r o m the h u l l . N o matter what k i n d of a m o l d is used, a good layup can be done i n it p r o v i d e d that the proper methods are used. H o w e v e r , time is money a n d short cuts are often employed to get the h u l l out of the m o l d fast a n d be o n to the next one. T h e best method for l a y i n g u p a one piece m o l d is to set it u p r i g h t , put a p l a t f o r m a r o u n d i t at the sheer level and drop m e n d o w n into it on a suspended p l a t f o r m to lay u p the various laminations. T h e advantage of the one piece m o l d is that the h u l l is l a i d u p i n one piece a n d thus the h u l l is a l l of one integral mass. T h e disadvantage of l a y i n g u p the one piece h u l l as described here is that it is a n a w k w a r d procedure for those d o i n g the work a n d there is the possibility of not being able to properly r o l l out each laminate. D i f f i c u l t y i n w o r k i n g can equal poor w o r k m a n s h i p . A n o t h e r problem w i t h the one piece h u l l is that it is difficult to get d o w n into the n a r r o w keel areas and narrow skeg areas. T h u s , i n this method, the h u l l must be designed to have wide keels or bolted on keels a n d / o r skegs w h i c h complicates construction and increases the potential for leaks. A n easier method for laying u p a one piece h u l l is to put it on a cradle that rocks it to one side w h i l e that side is l a i d u p a n d then i t is rocked to the other side to repeat the process. T h e proper procedure here is to lay u p one laminate at a time each time the m o l d is " r o c k e d " f r o m one side to the other. H o w e v e r , to save time sometimes several laminates are l a i d u p a l l at once, then if the m o l d is turned on its opposite side too soon after a lay u p because it has not set a n d is still soft it w i l l drop, causing horrendous ripples along the sheer. T h e disadvantages of a two-piece m o l d have to do w i t h procedures as i t does w i t h the advantages of one piece molds.

to lay up a difficult

narrow skeg area

A huo piece mold is partially laid up in the open position to get the skeg area properly laminated. Then it is bolted together and each side is carefully joined. Thus undercuts and "tumblehomes" can be built. I n either m o l d , it is very i m p o r t a n t to b u i l d u p the laminates gradually a n d allow time for them to set i n between laminate application a n d w h e n they have set then the set laminate should be ground and sanded smooth for each layer is r o u g h a n d unless it is properly smoothed before the next layer is applied, the chances for bubbles and voids a n d poor b o n d i n g is increased. I n the two piece m o l d at the stem line where the two pieces come together each laminate that is applied before the two pieces are bolted together should be tapered — each laminate six inches away f r o m the previous laminate. W h e n the two parts are then bolted together and reinforced, the laminates that connect the two halves start w i t h very n a r r o w laminate i n the center to very wide ones so that there is a constant bond and an extra thick bond. W e at C S Y use the two piece m o l d a n d we shall describe i n detail how the l a m i n a t i n g is done a n d what to look for i n a good l a m i n a t i o n as opposed to a poor one. Suffice it to say that w i t h a w e l l - b u i l t m o l d , properly cared for, a good h u l l can be b u i l t i n either a one piece or a two piece m o l d . T h e difference between a good part that comes f r o m any m o l d a n d a bad one, is h o w it is done — the time a n d care that goes into i t . T h e h u l l a n d deck molds are the m a j o r molds i n b u i l d i n g a yacht. H o w e v e r , there are innumerable molds w h i c h are made to produce small glass parts w h i c h are made u p i n a separate department. T h e n these small parts are later added to the boat as it goes together — such small parts are cockpit seats, overhead hatches, counters, showers, ice boxes a n d the list goes on a n d on.

21

The Laminations W e shall say it again because it is so i m p o r t a n t , no part that comes f r o m a m o l d can be any better than the m o l d . N o m o l d c a n be any better t h a n the amount of care a n d time that is spent to properly clean and w a x it between the time a part is removed a n d a new one is l a i d u p to begin again. T h e r e has to be enough w a x on the m o l d before a new l a m i n a t i o n is begun. If there is not, there can be a marriage between the m o l d and the part w h i c h can be disastrous. T h e m o l d is scarred forever, no matter h o w it later may be repaired. Speed equals screwing it u p . T h e first layer to go into the m o l d is the gel coat. Its thickness should be carefully controlled f r o m 18 to 25 thousandths of a n i n c h thick. If it is too thick it w i l l cure unevenly, and may lift out of the m o l d or crack later under stress. If it is too thin it w i l l craze or " a l l i g a t o r " being attacked by the styrene of the next coat. T h e r e are two types of gel coat — the organic a n d inorganic. T h e latter is more expensive (a t h i r d m o r e ) , but it is harder and it holds its color a n d h i g h gloss longer. A m a n u f a c t u r e r can save here without the buyer being any the wiser — u n t i l years later. T h e most lasting w a y to a p p l y a boot top a n d whale stripe is i n gel coat i n the m o l d . M a n y manufacturers w i l l not do this as it is more expensive a n d time consuming to have to apply masking tape to the m o l d and then to apply the h u l l gel coat color a n d later to remove the tape to apply the stripe colors. It is cheaper to p a i n t these stripes o n afterward w h i c h means more maintenance for the future owners — foreverbetter to a pay a little more now to have it gel coated p e r m a nently on your boat. T h e fiberglass l a m i n a t e consists of two parts — resin a n d fiberglass. T h e latter comes i n three forms: a relatively fine glass fiber cloth, r o v i n g , w h i c h comes as a heavy a n d coarsely woven glass fiber fabric for strength, a n d mat w h i c h comes i n various weights a n d consists of glass fibers pressed into a spongy mat w h i c h absorbs the resin to even out the thickness a n d the inconsistency between layers of r o v i n g e l i m i n a t i n g resin-rich a n d resin-dry areas i n the final laminate. A m e t h o d of speeding u p the lay u p and d o i n g it more cheaply is to substitute for the rolled on m a t and resin a sprayed o n layer of resin a n d chopped fiberglass fibers w i t h the use of a pressurized chop gun. Properly done, this can work satisfactorily. T h e p r o b l e m is that more often t h a n not, it isn't properly done w h i c h can lead to a very great unevenness i n the thickness of the h u l l . A n uneven h u l l is a weak h u l l . A t C S Y , we use a c h o p g u n only once i n the lay u p being the next layer or skin out right after the gel coat. T h i s has to go o n fast a n d " h o t " so it sets u p fast to prevent the styrene i n the resin f r o m penetrating the gel coat causing i t to " a l l i g a t o r " . T h e surest method for getting u n i f o r m i t y i n the thickness of the lay up is to use mat between layers of r o v i n g instead of using a chopper g u n w h i c h creates uneven a n d resin r i c h layers between the layers of r o v i n g . T h e m a t is rolled on evenly by h a n d , layer by layer, of m a t a n d r o v i n g to get a n even density throughout the laminate. A spray g u n is used to a p p l y the resin between the fiberglass layers. It is of critical i m p o r t a n c e that not too many laminates are l a i d d o w n i n too short a time. A n o t h e r c a r d i n a l p r i n c i p a l is that at no time

w h e n a laminate has set — hardened — should another l a m i nate be applied u n t i l the set laminate has been ground smooth. W h y ? O n e , the bond is better, but more i m p o r t a n t is that any "set" laminate is rough, very rough, (when was the last time you stuck your h a n d into a bilge to clean it — if you d i d n ' t cut your h a n d , you very likely scratched it.) L o g i c says that good bonds only happen over smooth surfaces a n d it is true. T h u s the need for sanding each set layer of glass. W h e r e interior non-structural glass parts such as shower pans, or whole heads and counters are l a i d u p (these are called I G U ' s i n the trade, m e a n i n g I n t e r n a l Glass U n i t s ) , here it is acceptable to use a chopper g u n along w i t h the cloth and r o v i n g . H o w e v e r , too often these parts are made too t h i n a n d flexible. W h e r e there is to be stress such as shower or o n head floors, these should be reinforced w i t h some sort of core to take the l o a d . T i m e is a key factor i n quality glass work. T i m e for curi n g has to be allowed between layers of cloth a n d resin. If too many layers of laminates are a p p l i e d i n too short a time, the heat due to the chemical reaction of the resin setting builds u p inside the laminate u n t i l it can get to several h u n d r e d degrees w h i c h can b u r n the m o l d and cause crazing of the finishes. A t C S Y , we take five days to lay u p a h u l l or a deck. O u r laminate schedule (the number of layers of mat and roving) for our hulls is twice what is recognized i n the i n d u s try as an "adequate" lay u p . A t the t u r n of the bilge, our lay u p approaches two inches. T o b r i n g this point home, we have strung out o n a wire the cut outs for the t h r o u g h - h u l l fittings o n our C S Y 44. Beside it, we have strung out similar cut outs taken f r o m the same place i n the h u l l of a very reputable manufacturer. (See photograph) Is i t necessary? A f t e r you have bounced a few boats on a reef as we have i n our chartering business, we don't have any doubt about it. F o r more t h a n ninety-nine per cent of the time possibly this isn't necessary, but C S Y yachts are built for that once i n a lifetime w h e n the ruggedness of the h u l l can save your boat — yes — and maybe save your life as well. A t h i n h u l l , particularly i n the larger boats, is a flexible h u l l . T r u e , any h u l l must be flexible a n d " w o r k " , as it goes through the sea. H o w e v e r , too m u c h flexibility means b u l k heads that shift and doors that don't fit a n d w i l l never fit because the h u l l shape is always changing. I n a t h i n , flexible

A laminate is a layer of roving (the heavy weave) and fiberglass mat (the criss-crossed fibers which when soaked with resin makes a uniform layer between the layers of roving).

h u l l where the bulkheads are taped to the h u l l a n d there isn't enough r o o m between the edge of the b u l k h e a d to the h u l l , there is a tendency to create h a r d spots ( r i g i d inflexible points) on the h u l l a r o u n d w h i c h the laminate w i l l flex a n d eventually delaminate resulting i n structural failure. T h e flexi n g h u l l is also likely to break the fiberglass tape employed i n attaching the bulkheads to the h u l l . I f this happens, the b u l k heads w i l l shift w h i c h means a loss of structural support for the h u l l . Sometimes when a thin h u l l is out of the water, one can see the "sucked i n " areas caused by the water pressure acting o n insufficient laminate over a n unsupported span. N o t only does this indicate a scary degree of structural deficiency, i t also detracts f r o m the efficiency of the underbody f r o m the standpoint of water flow a n d resistance. H o w e v e r , i n a new h u l l f r o m the outside a two i n c h thick h u l l looks just like a J4 i n c h thick h u l l to the u n p r a c ticed eye. Y o u should ask any manufacturer i n whose boat you m i g h t be evaluating to provide y o u w i t h cutouts — a l l the cutouts — where the through h u l l fittings are to be placed, as well as the cutouts f r o m the deck m o l d for the ports. A l s o look at the thickness at the sheer. L o o k for voids — p o u n d the h u l l a n d listen for voids — yes, y o u c a n hear ' e m ! A really good glass job should come out of the m o l d glassy smooth a n d without a defect. Y o u should be able to sight along the h u l l a n d the light should be evenly reflected along the surface. Dullness i n the finish, blisters, crazing, r i p ples, etc., indicate poor glass work. I f such defects are present w h e n the part comes out of the m o l d , they c a n be patched by the manufacturer so y o u can't see t h e m n o w ; however, those patched areas w i l l weather differently a n d w i l l show u p later i n use. P r i n t through (being able to see the r o u g h texture of the u n d e r l y i n g r o v i n g f r o m the outside) should be m i n i m i z e d or non-existent. Y o u c a n easily see it. If y o u have any doubts about the glasswork being done for a boat, y o u m a y be l o o k i n g at, y o u c a n take some of the cutouts w h i c h y o u should request f r o m the manufacturer, a n d have the sections tested. T h e sections can be sent t o : Reenforced Plastics T e s t i n g L a b o r a t o r y 212 Burger St. L i n d e n h u r s t , N . Y . 11757 These people belong to something called the A S T M — T h e A m e r i c a n Society for T e s t i n g M a t e r i a l s — i f that means anything to y o u , but anyway, they don't have any axes to grind.

T h e y c a n test your samples for flexural strength, tensile strength, compression strength, sheer strength a n d they c a n give y o u the resin-to-glass ratio. E a c h test for each category costs $12.00 ( 1 9 7 7 ) . T o get a n accurate reading at least three tests i n each category is required. F i v e is recommended. H o w ever, i t should not be necessary to do more t h a n three tests i n each category a n d these three categories should be sufficient — flexural strength, tensile strength, a n d resin-to-glass ratio. T h i s last is determined by b u r n i n g the sample. W e have not discussed glass-to-resin ratios although that was the b i g how-do-you-do i n the industry ten years ago. T h e reason being that at that time, the boat industry was so y o u n g that no one really knew what they were d o i n g o r why. Some years later, there are n o w some standards a n d to p u t i t i n t o a layman's understanding is confusing. W h y ? Because p u t too m u c h resin i n the f o r m u l a a n d the result becomes brittle like glass, because there wasn't enough glass — fiberglass. O f course, fiberglass doesn't have the properties of glass as we k n o w i t . I t isn't brittle — i t is supple b u t strong. T h e p r o b l e m i n fiberglass fabrication is to attain the right ratio of the flexible glass fibers i n their various forms to the less flexible resin, the marriage of w h i c h should be of concern to every yacht owner as i t m i g h t have been to his forebears w h o chose the w o o d to b u i l d his yacht. W e have subjected samples f r o m both our h u l l a n d deck laminations to the m a j o r tests — flexural strength (breaking point) ; tensile strength (breaking point o n s t r e t c h i n g ) ; interlaminate sheering strength, a n d the percentage of glass-toresin i n the laminate. W e are c o m p a r i n g these values i n the accompanying table w i t h the guidelines of the Society of N a v a l Architects w i t h a h i g h and l o w range of values for hull construction. T h e lower figure is the absolute m i n i m u m acceptable value. T h e most significant figure is the flexural strength a n d is the figure most frequently used to determine strength. W e are g i v i n g y o u comparable figures for ferro cement, mahogany p l y w o o d , steel a n d a l u m i n u m . W e are also c o m p a r i n g o u r figures w i t h those of a h u l l of a m a j o r sailboat manufacturer w h o uses a chop g u n instead of m a t i n the layup. T h e only other comparable figure we were able to o b t a i n was a r e a d i n g of 21,800 psi (pounds per square inch) for the h u l l of a yacht made i n T a i w a n . Y o u w i l l note that our C S Y deck is quite a bit stronger than most hulls.

CSY HULL Flexural Strength

35.900 psi

Tensile Strength

21.400 psi

CSY DECK

A MAJOR YACHT SOCIETY O F MANUNAVAL F ACTURER ARCHITECTS

STEEL

30.900 psi

25,000 to 30,000 psi

13,300 psi

5,000 psi

60.000 psi

5.0006,000 psi

00.000 psi

15,400 psi

18.000 to 25,000 psi

12.700 psi

Interlaminate 1.800 Sheer Strength psi

1,400 psi

1,000 to 2,000 psi

1.500 psi

1'ertentage of Class Fiber to Resin

40.1%

30.40%

41.9%

45.27,

MAHOGANY PLYWOOD

-

-

—

—

23

A lamination-one

24

layer of fiberglass mat and one layer of fiberglass woven

roving.

This is a CSY cradle—very elaborate and expensive to make but the boat is firmly supported at every 4-5 feet so as the boat is built it will retain its shape—thus, every bulkhead fits and the deck will fit and the doors will always fit. 'A really good glass job should come out glassy smooth

and without

a defect.

U n t i l n o w we have talked only of the h u l l fabrication a n d the I G U ' s . T h e other most i m p o r t a n t part of a boat is the deck. T h e m o l d is first gel coated a n d laminated upside d o w n o n a well-supported steel frame set on wheels. M o s t manufacturers lay u p t w o laminates (a laminate is a layer of 15/2 oz. m a t a n d 24. oz. roving) over the gel coat a n d then p u t i n a core m a t e r i a l — more commonly p l y w o o d squares or end-grain balsa, or i t m a y be foam. T h e n either a prefabricated headliner f r o m a compatible m o l d is placed over this o r i t is simply covered w i t h v i n y l w i t h wooden strips w h i c h c a n easily r i p off o r get dirty. I f a core material is used, be sure to check a n d see that the core m a t e r i a l is used all over. Sometimes i t is left out o n the side of the cabin house as strength is not necessary there. H o w e v e r , i f ports are to be installed there a n d unless they have a solid base, i t is very doubtful whether a good weather-tight seal is possible. W h e r e v e r a w i n c h is to be attached o r a stanchion o r a block or a n y t h i n g w h i c h w i l l sustain stress, a w o o d reenforcement should be inserted between the outer layer a n d the headliner. O n e of the problems w i t h using a coring m a t e r i a l is the danger of delamination. O n e has to be sure that there isn't dirt or moisture i n o r o n the core m a t e r i a l w h e n i t is a p p l i e d a n d that the resin soaks a l l the way through. A n o t h e r p r o b l e m is that there is not always a complete bond o r there may be a n uneven bond so that there is the possibility of water getting into the core a n d causing it to rot o r h a v i n g the water w o r k i n g its w a y f r o m one area where i t comes i n to a completely different place where i t m i g h t come out. Properly done, however, both strength a n d light-weightedness c a n be achieved w i t h the use of core materials a n d properly done there shouldn't be any problems. T h e m a i n problem we f i n d , is to f i n d a way that is the least subject to h u m a n failure. So what is the best way? A t C S Y , we make o u r decks entirely of h a n d l a i d u p solid glass a l l over u p to the thickness of most hulls. T h e decks are gel coated a n d then skin coated w i t h a chopper g u n using a fast a n d r i c h resin m i x followed by three layers of lJ/2 oz. m a t l a i d o n by h a n d . T h i s is then followed by one l a m i n a t e (a layer of I / 2 oz. m a t a n d a layer of 24 oz. roving) over the entire deck. T h i s is allowed to set a n d then sanded. T h e h a t c h dams (coamings or lips as we have previously written) are not covered b u t are filled i n absolutely solid w i t h a l o w exothermic resin a n d a l u m i n u m trihydrate. T h e deck is then covered w i t h four laminates of glass to give a /i i n c h thickness. T w o more laminates are p u t into the cockpit for a thickness of inch. l

T h i s process does allow for some slight flexibility, but we have b u i l t - i n stiffeners. Its strength is impregnable so that the deck is as rugged as the battleship strength that is i n the h u l l . It adds quite a bit of weight over w h a t the sandwich types of construction w o u l d be w h i c h is its greatest disadvantage, b u t we aren't r a c i n g , are we? — W e are cruising — a different ball game. H o w e v e r , w i t h solid glass construction a l l over the deck there is no need for added reinforcements for winches, blocks, travelers, gallows frame, or anything else n o w o r later. T h e solid glass is stronger than any sandwich. T h u s , w i t h backup plates, 3 M 5200 sealant, a n d stainless steel bolts, anyt h i n g that we attach to the deck is permanently solid, r i g i d , a n d can't work or flex to cause leaks.

Construction jigs which guide bulkhead placement force every hull into exactly the same shape.

and

Ballasting A f t e r the h u l l is removed from the m o l d , it is first placed o n its special cradle. These cradles are a very i m p o r t a n t element for the uniformity i n the q u a l i t y of C S Y yachts. These cradles are formed exactly to fit the h u l l at close intervals. These supports were made o n the o r i g i n a l p l u g so that the h u l l f o r m is exactly like i t is i n the m o l d . E v e n w i t h the super heavy l a y u p , the forty-four by 14 foot by 11 foot bulk of these hulls do a n d c a n flex as they are moved. E v e n out of the m o l d , a h u l l continues to cure a n d change dimensionally particularly i n the first m o n t h o r so d u r i n g the time the boat is being assembled. These special cradles that we use at C S Y force the h u l l to keep its o r i g i n a l shape a l l through the assembly process. M a n u f a c t u r e r s w h o have a z i l l i o n models r u n n i n g through their plants use adjustable cradles w h i c h don't do m u c h more t h a n h o l d the boat u p a n d i t c a n flex anyway i t wants to. T h i s is w h y bulkheads don't fit. T h i s is w h y everyt h i n g that seemed to fit i n the plant goes awry w h e n i t gets i n the water — joints open u p , doors don't ever fit, etc. These cradles do cost real dough, but they have saved us so m u c h i n being able to j i g o u r parts so every one fits a n d stays fitted for good that they have more t h a n p a i d for themselves. O n c e solidly a n d i m m o v a b l y set i n its cradle, the h u l l moves f r o m the glass department to the next station to be ballasted — 13,000 lbs. of lead a n d concrete. I n o u r d i a g r a m we show y o u h o w this is done o n o u r C S Y 44 models w h i c h come i n two versions — deep draft 6'6" a n d shoal draft 4' 11". I f we are b u i l d i n g a shoal draft model, we block out the m o l d to A o n the d i a g r a m and first lay u p a thick covering of glass along the bottom of the keel as a n integral part of the h u l l a n d then place the lead w h i c h is cast i n ingots to fit the area — more lead is needed to get the required sailing stiffness t h a n i n the deep draft model. T h e lead is set into a resin m i x a n d surrounded w i t h concrete so that it is forever bonded a n d

sealed to the h u l l a n d can never move. C a r e must be taken so there are no voids a r o u n d the ingots. Then over that is placed a thoroughly bonded thickness of glass to seal off the ballast area. T h u s , if i n the almost impossible event, the keel is torn off, the boat w i l l still float. T h e r e are three thicknesses of glass i n the keel area to take care of any eventuality. I n the deep draft m o d e l , the o r i g i n a l h u l l is m o l d e d to the 6'6" draft to B o n l a n d d i a g r a m . T h i s is first filled w i t h 3200 lbs. of cement to the 4'11" (shoal draft) level where a full thickness of fiberglass is installed then the lead, more concrete filler, then the whole t h i n g is covered w i t h fiberglass. T o get m a x i m u m performance, the deep-draft m o d e l is preferable. H o w e v e r , i n a lot of places like F l o r i d a — T a m p a Bay for one — the K e y s for another, the Chesapeake a n d parts of Texas a n d L o u i s i a n a require shoal draft vessels. R i g h t — so no manufacturer dares produce a boat w i t h over five foot draft because he w o u l d close himself out of those markets. W e have the same problem i n chartering. T h e deep draft vessel is preferable i n the C a r i b b e a n for its somewhat better sailing qualities and stiffness. H o w e v e r , when we finally b r i n g them back n o r t h , the marketability c o u l d be affected because of the 6'6" draft. W e saw no reason w h y just because you have a 6'6" draft you have to be m a r r i e d to it forever. So back to the

d r a w i n g board and we came u p w i t h the arrangement you see i n the accompanying d i a g r a m . If we make the ballast i n two parts as shown i n the d i a g r a m , one can, if he wishes, score the keel at point A a n d cut it off a n d go f r o m a 6'6" draft to a 4'11" draft — v o i l a — no big deal. T o get o p t i m u m sailing performance after the operation, some lead w o u l d need to be added, but this too can easily be done over the existing ballast. T h e same system is used i n the C S Y 37 to get a 4'8" or a 6' draft.

Interior Assembly A f t e r ballasting — if you are i n the factory — what appears as the biggest bathtub you ever saw, our " b a r e " h u l l , is rolled a r o u n d to go onto the assembly line. A t this stage w i t h n o t h i n g i n i t , the h u l l weighs some 17,000 lbs. for the C S Y 44's. She n o w starts d o w n the line w i t h five days at each station — i t takes forty-two w o r k i n g days f r o m the time a C S Y 44 is started until it pushes its p r o u d nose through the separating doors into its first sunshine and lifted u p out of her special cradle a n d d o w n for the first time into her element for w h i c h everything has been p o i n t i n g to — the water. W e can't bore you w i t h every single detail of the b u i l d of our boat for that w o u l d become another book, but we do want to point out what you should be l o o k i n g for.

T£AK

30LT5,

RUB

W

L

BULKHEAD

27

T h e h u l l now goes on the p r o d u c t i o n line. It has eight stations. O n each station, there are several men. E a c h boat is on each station for five days. F o r each hour for each day for however long the boat is scheduled to be on a p a r t i c u l a r station, each m a n has an h o u r - b y - h o u r assignment of what he has to accomplish. H a v i n g said that w i t h 275 men spread out throughout a plant, there c a n only be efficiency if each boat is exactly the same as the last. Picture the chaos if each boat has a l o n g list of " e x t r a s " or changes posted on its bow as is so commonly seen i n the usual boat p r o d u c t i o n line. T h i s results i n chaos and inefficiency i n purchasing and i n chaos i n the routine at each station. W e have designed and built a complete boat. A l l of what is on that boat is necessary. A n y t h i n g that needs to be added can be done afterwards. I f we are right, and we know we are, we can produce the boat we say we can at the price we say we can — if there are no changes. H a v i n g said that now let's get back to b u i l d i n g our C S Y yacht. So i n its special cradle, C S Y starts b u i l d i n g your C S Y yacht. Special a l u m i n u m jigs are placed on each h u l l ( w h i c h fit on the hulls precisely the same because of our special cradles) to exactly place the bulkheads. E a c h bulkhead is jigged to be cut like every other one because they fit — because then there can be no h u l l warpage. Space is left between the edges of the bulkhead and the h u l l and filled w i t h airex foam to allow for movement, then the bulkheads are glass taped into place. T h e next time you are at a boat show as you should sight along any h u l l , see if you can see the " k n u c k l e s " where the bulkheads have made their m a r k on the h u l l — being too close — no r o o m for movement. T h e athwartships a n d l o n g i t u d i n a l grid under the cabin sole, plus the bulkheads, plus the structural parts fore and aft w h i c h are a l l taped to the h u l l a d d up to getting good dependable reenforcement for the boat, where n o t h i n g can shift — doors fit a n d stay fitted. T h i s is a boat you can take to sea because those w h o built it k n o w what ole K i n g N e p t u n e can dish out. T h e y ' v e been there! T h e boat you see on the assembly line is the center of a web. F u n n e l i n g into the boat on the line is the product of the m i l l w h i c h prefabricates over a h u n d r e d wooden parts — drawers, t r i m , doors, and whole wooden sections. O t h e r parts come i n f r o m the supply r o o m — f r o m the small parts glass department — each day each boat is o n the line there is a k i t prepared for each m a n at each station f r o m every one of these departments. W h e n a diesel engine is delivered to our plant, it is placed on a separate station where a l l the special bits and pieces that C S Y has specified for its engines are installed. T h e engine is started up and adjusted so that we are sure that everything is i n w o r k i n g order before it gets into the boat. B r a n d new engines as they come f r o m a supplier are as often as not i n need of being tested and made bug free. T h i s becomes an expensive hassle after the engine is installed i n the boat and is i n the water. T h e engine is dropped i n to be set on its fiberglass covered wooden heavy engine bed. T h i s bed has to become a n integral part of the boat w h i c h can keep the engine properly aligned w i t h its shaft and the stuffing box w h i c h is the g l a n d

28

arrangement where the shaft goes through the h u l l . T h e extra heavy c h a i n plates are bolted t h r o u g h the r u b r a i l w i t h five stainless steel bolts w h i c h are embedded i n the r a i l (see cross section). N o possibility of leaks or shifting here. P l u m b i n g , w i r i n g , everything on the boat is completed as m u c h as possible before the boat is finally ready to be decked. O u r "house" is ready for its " r o o f " .

Decking W h i l e the h u l l is being filled i n a n d the interior installed, the deck has, i n the meantime, been molded and is sitting at its o w n station where the deck hardware has been installed. T h e teak t r i m a r o u n d the house and on the cockpit coamings has been put i n place. T h e cutouts are made i n the sides of the house c a b i n to have the bronze ports sealed a n d bolted i n place. T h e handrails are put i n place. T h e heavy hatches are hinged and the stainless steel springs and hold downs are put in place. I n other words, the deck is pretty m u c h done w h e n it is put on the h u l l . T h e r e is no more critical part of a boat's construction than the hull-to-deck joint. T h a t is where the marriage of the h u l l and deck is achieved. T h e entire structural integrity of the boat is dependent on how well this is done. T h e r e is usually a flange extending i n b o a r d a l l the way around the h u l l to w h i c h the h u l l is to be attached (in some boats, the flange extends outboard f r o m the h u l l ) . T h i s flange should be wide (at least 2-3 inches) enough so as to allow for any m i s m a t i n g between the h u l l and the deck. Whenever it is said that a laminate is carried to the sheer it is also carried above a n d beyond to the flange w h i c h is to wed the h u l l to the deck so the h u l l flange at the point of marriage to the deck is equal i n thickness to the h u l l at that point. T h e way the two are put together is of the utmost i m portance to the potential boat buyer. H e r e are some of the ways that this is accomplished and for you — as a boat buyer — to evaluate. H e r e goes: 1. D r i l l holes and use stainless steel rivets. Biggest disadvantage is that this does not allow for any positive means to securely close any gaps that may exist between the two parts. I n any event, the fasteners should be stainless steel — n o t h i n g else. 2. D r i l l holes a n d use screws alone. H e r e the purchase between the two parts can be lost as the boat works or flexes i n a seaway. 3. D r i l l holes a n d place wood under the joint for the screws to get a purchase into. A better method t h a n above, but w o o d can and w i l l eventually rot a n d it can also loosen as the boat flexes i n use. 4. D r i l l holes — place heavy stainless steel bolts w i t h nuts to tighten d o w n and lock washers. Best a n d surest method. O f course, any of these methods should have i n a d d i t i o n , a flexible sealant placed i n the joint — we think the best sealant is 5200 made by 3 M . A t the C S Y Y a c h t C o r p o r a t i o n , we use a combination of the above (see d i a g r a m ) . T h e joint is first sealed w i t h 3 M 5200. T h e n the h u l l and deck are carefully aligned and h e l d i n place w i t h #4 stainless steel screws set every eight inches. T h i s is followed w i t h heavy stainless steel 5 / 1 6 " bolts w i t h

j

serf*

toe*

lock washers and nuts set on eight i n c h centers i n between so there is a fastener every four inches. O v e r this is placed the teak toe r a i l w h i c h is also screwed through the joint every 12 inches w i t h teak t r i m on the outside to further seal the joint. T h e r e may be different ways of m a k i n g a hull-to-deck joint, but we can assure you there is no better way. S t a n c h i o n bases are usually installed on the deck w i t h four bolts sealed w i t h a backup plate under the deck. W i t h the inevitable flexing as the stanchions are put under stress, there are leaks. A t the C S Y Y a c h t C o r p o r a t i o n , we have devised a new way — a leakproof way, a n d a stronger way of installing our stanchions (see photo a n d d i a g r a m ) . Some say sailboats can never be dry — we dispute that. O n e of the reasons sailboats aren't dry is poor h a t c h construction. T h e l i p or c o a m i n g or d a m that is built o n the deck to receive the h a t c h is usually made low — as l o w as one i n c h a n d one i n c h wide or more. T h i s is done because it is easier to manufacture. T h e n flimsy hatches are put over those low coamings w h i c h have no weight a n d are flexible, so even i f proper gaskets are installed, they cannot be sealed. A n o t h e r

ploy to save money is to use the metal hatches now flooding the market w h i c h is even easier for the m a n u f a c t u r e r to use because he has no lips or coamings to m o l d i n , he simply has to cut a hole i n the deck a n d bolt it o n or screw it on. These hatches are usually made of a l u m i n u m a n d have a tinted plexiglass top. A l u m i n u m corrodes. H o w e v e r , almost without exception, these hatches have very little flange a r o u n d them a n d therefore little overlap and therefore have to depend on the gasket and dogging the hatches d o w n to attain a seal. W h e n the gasket goes, a n d they a l l do, the leaks start. A t C S Y , we have designed on our decks h i g h dams to receive hatches w h i c h are as h i g h as four inches. T h e n we b u i l d heavy hatches w h i c h rest o n the tops of the dams (not on the deck) to make a seal where there is a gasket. E v e n if the gasket doesn't seal or later deteriorates, there has to be four inches of solid water o n deck before a leak c a n begin — even if the h a t c h is not dogged d o w n — a n d how often do we forget to do it? A thick and heavy h a t c h is a r i g i d h a t c h w h i c h seals a l l a r o u n d w h e n it is dogged d o w n a n d the M o o n lite m a r i n e h a t c h holder is adjustable so that you always get a seal.

29

Gudgeon

on a CSY 44 (left)—the Gudgeon

for a popular

41 foot production

It is difficult to think of a n y t h i n g on any boat — sail or power — that is more important than the engineering a n d integrity of the rudder. T h e engineering for this installation needs to be considered i n two parts. First is the construction of the rudder a n d the rudder post. T h e second is the attachment of the rudder post to the boat. O u r C S Y 44's weigh a l most 20 tons loaded. W i t h this k i n d of weight being t h r o w n every w h i c h w a y i n a seaway, it doesn't take m u c h of an i m a g i n a t i o n to appreciate the stresses that are exerted on the rudder and its attachment. W e are using solid bronze stock 2J4" i n diameter for the rudder post. T h e y are bronze to m a t c h a l l the other metals w h i c h are under water to m i n i m i z e electrolysis. A rugged rudder post isn't enough, it has to be solidly attached to the r u d d e r itself. I n the enclosed photo, you can see the rugged framework that is embedded inside the r u d d e r not only to attach it to i t , but to reenforce it. It is then embedded i n solid fiberglass not foam as is sometimes done. Some manufacturers use light rods to imbed i n the rudder. Some try to save money at the possible risk of your life by using tubing instead of solid stock for the r u d d e r post. T h i s rudder assembly is attached to the boat by a gudgeon at the bottom w h i c h is through-bolted to the skeg a n d at the top is a bronze stuffing box. Y o u don't have to be an engineer to see how rugged these two pieces are on C S Y yachts (see photos). A n y t h i n g less than this is p l a y i n g w i t h the life of your boat — maybe your o w n . O u r marine architect — our engine supplier — our o w n engineers, even the makers of Perkins engines a l l agree that a one i n c h solid bronze shaft for the engine is perfectly adequate. O u r o w n mechanic i n T o r t o l a , A s h t o n M c C a l l , who has been servicing o u r boats for ten years insisted that the

30

yacht

(right).

diameter be no less t h a n . W h a t ' s the story? W h o is right? A s h t o n doesn't do his f i g u r i n g o n paper — he learns by what gets results. Here's how A s h t o n came to his conclusion. I n the islands, as indeed off our o w n coasts, are fish pots a n d lobster pots w h i c h are attached w i t h a line to a buoy to mark its location. N o matter how good a skipper is, it is i n e v i table that sooner or later he w i l l r u n over one of these fish pots a n d foul his propeller. L i n e is forgiving — it is elastic a n d i n such an event either it is cut or it stops the engine without too m u c h wrenching. H o w e v e r , the fisherman who has this happen is not very happy. T h u s , the island fisherman took to using wire to r u n to their m a r k i n g buoys instead of line. If you fouled a p r o p on such a wire, it is not as forgiving as line a n d stops the prop w i t h enough authority to not only shear the shaft, but to throw the engine out of line and even wreck a transmission. A s h t o n replaced the u n t i l - t h e n acceptable one i n c h shafts w i t h 1J4" shafts. It still happened, but not as badly. H e finally went to a l j / a " shafts — no more problems. T h i s is a typical example of what is acceptable on paper or i n theory does not always work i n practice. A d m i t t e d l y , the chances of r u n n i n g into such an object i n the sea may not be too great. H o w e v e r , the difference i n cost is infinitesimal w h e n compared to the cost i n time and money of replacing a shaft — realigning an engine a n d possibly replacing a transmission. L i k e so m u c h else that we do at C S Y that we are always trying to explain w h y we do it — we k n o w w h y we do it, but it is h a r d to get it across to others. T h a t is w h y we write this book. T h a t is why we want you the buyer to k n o w what you are b u y i n g a n d w h y you are b u y i n g i t . A n d that is why we want you to come to our p l a n t to see how we b u i l d our boats.

Quality Control W i t h i n the scope of a book like this, we can only touch u p o n some of the things to look for a n d to look out for i n yacht construction. L a t e r i n this book, we shall go through the specifications i n greater detail. I n every step of the way, we have only one standard — the best. W h e n the boat is ready to go out the door, the boat is held u p for one whole day for its final inspection. T h i s is done by means of a multi-page checklist so n o t h i n g can be missed. H o w e v e r , quality control doesn't begin at the end of the line. It goes on every day that the boat is on the line while i t is being built. T h e boats are built on eight stations w i t h five days on each station. A t the end of each day on each station, there is a quality inspection to be sure everything is being done to our standard a n d to meet specifications. A n d that isn't the end. A l l C S Y yachts are commissioned i n the water right outside the door of our p l a n t i n T a m p a Bay. T h i s gives us the opportunity to test every through h u l l fitting for leaks. E v e r y system o n the boat is checked thor-

Stepping

oughly, for proper installation and proper operation. T h e engine is r u n and given a 24-hour check by the Perkins people. A l l the rigging is properly tuned. T h e sails are bent. T h e tanks are filled. T h e batteries are charged. T h e refrigeration system is fired u p . She is totally readied a n d is taken for a test r u n under sail and under power. W i t h a l l systems checked and r u n n i n g , only then are you a n d / o r a delivery crew put aboard to sail her on her o w n bottom to your front door. By the time it arrives your yacht w i l l have been thoroughly shaken d o w n a n d as near as is h u m a n l y possible free of the bugs that so often affect new yachts. I n the next section on equipment we shall be concerned w i t h different kinds of metals. W e shall be p o i n t i n g out w h y we use bronze, stainless steel a n d a l u m i n u m for our hardware a n d our fasteners. E x c e p t for a few kinds of stainless steel w i t h a l o w n i c k e l content, a l l of these metals are n o n magnetic. Therefore, w h e n you are going to a boat show or d o i n g your o w n survey of a yacht that you may be evaluating, a magnet is a might handy thing to have i n your pocket to test whether that piece of hardware you are l o o k i n g at doesn't contain a h i g h i r o n content h i d d e n by some chrome p l a t i n g .

mast.

CSY

31

Detailed Description of the Lamination and Ballasting of the CSY44 Hull. 6. 2 extra laminates from the water line to keel

5.120" wide in chain plate area—2 extra laminates from sheer to keel 4. 5 main laminates (a laminate—] layer of 11/ oz. mat layed by hand, and 1 layer of 24 oz. woven roving). 2

3. Hack up coat 11/ oz. mat. 2

2. Skin coat % oz. mat. 1. Gel coat IS to 25 mils thick.

7. Seven overlapping laminates at the joining of the two halves starting with 12" wide to 60" wide. Pour 10"

concrete.

8. Laminates from the water line to the keel overlapping in keel area. Set two pieces of lead ballast forward and aft xuith sump in between.

9. 5 laminates over lead ballast and into sump area also over after it is filled solid.

First

Day

A . M o l d preparation. C l e a n , polish and wax m o l d . T a p e off flanges where the two parts of the m o l d w i l l be bolted together. ( T h i s process is usually done the night before). P u t masking t a p i n g over whale (sheer) stripe and boat top stripe. B. S p r a y on h u l l color gel coat over entire surface of the m o l d 18-25 thousands of an i n c h thick ( 1 ) . C . Remove masking tapes for boot top stripe and whale (sheer) stripe and spray on appropriate color of gel coat. D . S p r a y w i t h chopper g u n w i t h a fast setting r i c h m i x of resin to the equivalent thickness of /i 02. mat. T h i s is called a skin coat ( 2 ) . L e t set. T h i s is the only time a chop g u n is used i n the h u l l lay up. E . Sand the entire surface after setting. F . H a n d lay l'A 02. mat. T h i s is called the back-up coat ( 3 ) . A l l o w to set overnight. 3

Second

Day

( F r o m here on out when we refer to a laminate it means two layers — a layer of V/2 oz. mat and a layer of 24 02. woven roving a l l l a i d up a n d rolled by hand.) A . T h e h u l l is completely g r o u n d and sanded. B. A base laminate is a p p l i e d w h i c h is allowed to cure. ( W h e n a laminate is placed i n one half of the m o l d — while it is c u r i n g , a laminate is placed i n the other half so no time is lost but there is time for the a l l i m p o r t a n t c u r i n g t i m e ) . C . T h e above is allowed to cure on each side (port & starboard) and then is sanded. W h i l e the c u r i n g is t a k i n g place the rub r a i l is filled, w i t h 18 i n c h wooden strips w h i c h are set i n a resin and fiberglass mush to make it flush w i t h the h u l l . T h i s is so that if the rub r a i l is ever subjected to stresses strong enough to tear it off, it w i l l not disturb the laminate underneath (4) f r o m w h i c h it is separate. D . T w o more laminates are applied at the same time over the entire h u l l . It is allowed to cure overnight. A t the end of the second day there have been applied the gel a n d s k i n coat, back-up coat and three laminates. Third Day

A . T h e entire h u l l is sanded. B. A laminate 120 inches (5) wide is applied from the sheer to the bottom of the keel and while it is still wet another laminate is applied over the whole side. C . T h i s is allowed to set and is sanded. D . A n o t h e r 120 i n c h wide laminate (5) is applied from the sheer to the bottom of the keel and while still wet another laminate is applied over the whole side. ( T h i s as w i t h other laminates are tapered away from the stem line.) E . T w o a d d i t i o n a l laminates (6) are a p p l i e d wet from the bottom of the keel to six inches above the water line. T h i s is a l l allowed to set overnight. A t the end of the t h i r d day there are as follows: C h a i n plate area below the water line — 9 laminates. O t h e r areas below the water line — 7 laminates. O t h e r area above the water line to the sheer — 5 laminates. In a d d i t i o n to the gel coat, skin coat and back-up coat. Fourth Day

A . G r i n d and sand the surfaces of both halves of the m o l d and bolt the two m o l d halves together. B. C e n t e r seam reenforcement to j o i n two halves together is applied over the entire stem from the bow sheer to the stern sheer and to the bottom of the keel. Seven laminates (7) are applied — the first being eight inches wide and centered on the stem line and rolled into place each successive laminate becomes wider u n t i l the last one to be applied is 60 inches wide. T h i s is to insure an absolute and a sure bond. T h i s is a l l done wet and rolled on by hand not using a spray gun and it is allowed to set over-

night. A t the end of the fourth day, i n the most vulnerable area on a boat — the stem — there are now over the chain plate area — 27 laminates. O t h e r areas of stem below the water line — 25 laminates. T h e stem above the water line — 23 laminates, Fifth D a y

A . T h e m o l d is unbolted and the two halves of the m o l d are broken away. T h e h u l l is then lifted into its cradle shaped to cause the h u l l to keep its true f o r m . T h e h u l l stays i n its cradle u n t i l the yacht is completed. B. T h e h u l l and cradle are then moved to the ballasting station where the h u l l is leveled fore and aft and 2,300 lbs. of h i g h density concrete is poured into the keel area to a height of 18 inches (8) T h i s is allowed to set overnight.

Sixth D a y

A . E n t i r e area to 6 inches above the water line is sanded. B. Seven laminations (9) are laid on one side from 6 inches above the water line to and over the cement ballast where it is overlapped w i t h the seven layers to be added tomorrow. C . A piece of p l y w o o d is glassed i n over the skeg area. A hole is cut i n it and a low heat b u i l d up resin w i t h a l u m i n u m t r i h y drate is poured into the skeg to f i l l it up solid. T h e n five l a m inates staggered out to each side is a p p l i e d to t h o r o u g h l y seal it off from the rest of the keel should it ever be t o r n off ( 1 0 ) . Seventh

Day

A . Sand area laminate over cement ballast. B. Seven laminations (9) are laid f r o m 6 inches above the water line on the opposite side l a i d up yesterday and overlapped yesterday's lay up. T h e p r i m a r y a d d i t i o n now beside a d d i n g seven laminations port and starboard up to the water line i n the area of the keel a new " b o t t o m " has been formed over the cement ballast of 14 laminations so that i n the future if it is desired to cut off the deep draft, there is a hefty stem line at its bottom. If a shallow draft vessel is ordered at the beginning, the 18 inches at the bottom of the keel is simply blocked off a n d construction proceeds leaving out the last three steps but a d d i n g more lead in the next step. Eighth Day

A . 10,000 lbs. of precast lead pigs (11) are lowered into place — the larger one forward and the smaller one aft — these are set i n a mush of resin and fiberglass. T h e space i n between is to become the extra deep huge sump. B. H i g h - d e n s i t y concrete is poured fore and aft of the pigs w i t h a f o u r - i n c h thick slab of concrete poured i n between (12) w h i c h becomes the bottom of the sump. T h i s is so that these super heavy lead ingots cannot ever possibly shift. T h e concrete is allowed to set overnight.

Ninth Day

A . T h e laminates i n the keel area to above the water line are ground and sanded. • B. F i v e laminations (13) are laid on one side from 6 inches above the water line over the lead and sump ballast. L e t set overnight.

Tenth Day

A . G r i n d over sump and ballast. B. A p p l y five laminations (13) to opposite side 6 inches over the water line a n d l a p p i n g over the lead and sump ballast to make ten laminations over the keel so no matter what is torn off below there w i l l still be a f u l l h u l l thickness between you and D a v y Jones' locker. Eleventh D a y

T h e sump and bilge area is sanded and smoothed and sprayed w i t h a coating of gel coat so the area can be always easily cleaned. T h e boat is moved to the assembly line — now some 17,000 lbs. plus i n weight completely empty.

C H A P T E R IV

Architectural Specifications of the CSY 44 Midcockpit Cutter A u t h o r ' s N o t e : M a n y of o u r readers have p r o b a b l y never seen a complete set of specifications as they come f r o m the N a v a l A r c h i t e c t . H e r e w i t h are the specifications for the C S Y 44 M i d - C o c k p i t . E v e n after b u i l d i n g 150 of these yachts as of this w r i t i n g these specifications undergo changes based on our experience and a v a i l a b i l i t y a n d other factors w h i c h leads us to i m p r o v e o u r product. H o w e v e r we show y o u these specifications as representative of the h i g h level of q u a l i t y w h i c h goes into C S Y yachts. A l l other C S Y yachts are built to the exact same standard.

CSY 44 CUTTER DESIGN NO. 1-A SPECIFICATIONS FOR THE CONSTRUCTION OF A 36'4" WATERLINE LENGTH CENTER COCKPIT FIBERGLASS CUTTER I n a c o n t i n u i n g effort to i m p r o v e the use, q u a l i t y and serviceability of our yachts we must reserve the right to change specifications w h e n and as deemed necessary w i t h o u t p r i o r notice.

Design No. 1-A Specifications For The Construction Of A 36'4" Waterline Length Center Cockpit Fiberglass Cutter General It is the intent and spirt of these specifications that the builder, C S Y Y a c h t C o r p o r a t i o n , shall construct, equip and furnish a series of yachts complete i n every respect and ready for service. T h e yachts are to be of the highest q u a l i t y of w o r k m a n s h i p a n d appearance. A s the consulting architect, Peter A . S c h m i t t & C o m p a n y , shall be allowed to inspect any and a l l parts of the yachts while under construction at the builder's y a r d . A l l materials and m a n u f a c t u r e d items used i n the construction of the yachts shall be of the best possible q u a l i t y for their respective purposes. S h o u l d there be a need for any changes i n materials or trade name items listed i n these specifications, or on the architect's plans, the a p p r o v a l of the f i n a l choice of the replaced item or items rests w i t h the architect a n d C S Y Y a c h t C o r p o r a t i o n . T h e w o r k m a n s h i p throughout w i l l be executed byskilled boat builders i n keeping w i t h the best yacht practice and this shall be done to the satisfaction of the architect. These specifications have been prepared to cover e q u i p ment and materials as accurately as possible, however, it

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m a y become necessary i n the interest of availability or i m provement of function, d u r a b i l i t y , etc., to replace, delete, or alter items. I n such cases the replacement shall be thoroughly investigated p r i o r to a p p r o v a l to insure that structural integrity and f u n c t i o n w i l l not suffer.

Alterations D u r i n g the construction of this yacht, a situation m a y arise where it w o u l d be beneficial or necessary to make changes i n the details or layout of the design. A s l o n g as these changes do not counteract the general style o r type of the yacht, these changes are to be made b y the builder. H o w ever, these changes must be determined and made before the actual construction on that p a r t i c u l a r item has commenced.

Access To Compartments T h e r e shall be suitable arrangements made for the cleaning and p a i n t i n g of a l l lockers and compartments throughout the yacht. W h e r e v e r tanks, sumps, engines, steeri n g gear, electrical equipment or any equipment that is located beneath the bunks of cabin sole, and requires m a i n tenance, there must be flush access hatches over for this service.

Cleaning T h e b u i l d e r is at a l l times to keep the yachts reasonably clean throughout. P a r t i c u l a r care is to be given that a l l chips, shavings, and other foreign matter is removed a n d a l l parts thoroughly cleaned, and that w h e n the yachts are delivered, their bilges and pockets throughout, shall be entirely free f r o m such matter.

Drawings By Architect Or CSY Yacht Corporation Title Lines D r a w i n g Sail Plan Construction Plan Accommodation Plan Accommodation Plan, Port E l e v a t i o n Accommodation Plan, Starboard Elevation Construction & A c c o m m o d a t i o n Sections Sheet 1 of 3 Construction &

Construction & A c c o m m o d a t i o n Sections Sheet 3 of 3 H u l l Lay-up Plan Refrigeration Plan Deck Construction & Arrangement Plan Stem F i t t i n g Details S h a l l o w D r a f t K e e l Details Deep D r a f t K e e l Details R u d d e r Details R u d d e r Skeg D e t a i l s

A c c o m m o d a t i o n Sections Sheet 2 of 3 C h a i n p l a t e Details E m e r g e n c y T i l l e r Details Machinery Arrangement Details B o o m G a l l o w s Details Fresh Water & Fuel T a n k Details M a i n C a b i n T a b l e Details A n c h o r B o w s p r i t Details Mast Layout &

Construction Plan Lower Mast Hardware Arrangement M a s t Step C o n s t r u c t i o n P l a n S k y l i g h t H a t c h Details Fiberglass H a t c h Details R i g g i n g Schedule Elementary W i r i n g D i a g r a m Fresh W a t e r P i p i n g D i a g r a m Fuel Piping Miscellaneous D e t a i l Drawings

T h e following gel coat color i m p r e g n a t i o n schemes shall be used: D e c k / C a b i n T r u n k — Off White Sheer Stripe — B u r g u n d y R e d Topsides — L i g h t C a r m e l Boottop — B u r g u n d y R e d Interior — O f f W h i t e

Woods A l l woods used d u r i n g construction should be clear, sound and free of knots, shakes or checks. T h e y shall also be of a type suitable for the intended purpose. T h e following types of wood should be used where called for and are not to exceed the given weights per cubic foot.

It shall be the sole responsibility of the builder to check dimensions on a l l plans and if i n doubt should satisfy himself by f u l l size layout if necessary, that a l l parts fit and i n t e r ferences eliminated. W h e r e sizes are not given, materials used shall be as light as possible, but consistent w i t h strength requirements. Capacities of F r e s h W a t e r a n d F u e l tanks as i n d i c a t e d on the final plans are expected to be obtained by the builder and should be checked by h i m before the tanks themselves or l i m i t i n g joiner w o r k progresses too far to permit any necessary change to obtain the i n d i c a t e d capacities.

W h e r e p l y w o o d is called for i t shall be of exterior or marine type according to a p p l i c a t i o n . P l y w o o d under shall be 3 p l y and over % " 5 ply. P l y w o o d shall be glued w i t h waterproof phenol formaldehyde resin glue and processed b y the hot plate method. V e n e e r faces shall be free of m i n e r a l streaks, discolorations, w o r m holes, or r u p t u r e d g r a i n .

Detailed Drawings By Builder

Ballast Keel (Deep Draft Version)

T h e builder shall provide to the owner the f o l l o w i n g drawings: D e t a i l e d diagrams of the w i r i n g system; refrigeration system; bilge p i p i n g system, fresh water p i p i n g system and fuel p i p i n g system.

Trials T h e first completed yacht of this Design shall be f u l l y outfitted a n d rigged a n d shall be tested u n d e r both sail and power. T h e trials shall be of a scope to include sailing and steering qualities; to test the proper installation of rigging and deck fittings and the operation of a l l gear and equipment.

Hull Construction General T h e h u l l shall be fabricated i n a two piece split m o l d , laid u p using h a n d laid u p O w e n s - C o r n i n g fiberglass woven r o v i n g and mat, as per h u l l l a y - u p schedule, a n d removed i n one piece. Polyester resins of a type w h i c h shall permit as even m u l t i - d i r e c t i o n a l strength as possible shall be used. A l l fiberglass l a y - u p shall have their physical properties d e t e r m ined by a theoretical l a y - u p consisting of a 3 0 % glass c o n tent, w h i c h shall have m i n i m u m wet properties (30 days immersion i n water) as follows: F l e x u r a l M o d u l u s (min.) — 1.3 x 10« P . S . I . Tensile Strength (min.) — 22 x 10 P . S . I . Compressive Strength (min.) — 10 x 10 P . S . I . Shear Strength P e r p . (min.) — 11 x 10 P . S . I . Density (max.) — .0555 lbs. cu. i n . 3

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Gel Coat T h e gel coat shall be G l i d d e n - D u r k e e polyester resins w h i c h meet the requirements of the U . S . F o o d and D r u g A d m i n i s t r a t i o n and N a t i o n a l S a n i t a t i o n F o u n d a t i o n S t a n d ards as not i m p a r t i n g non-palatable odors, tastes, and colors. T h e gel coat shall be spray applied evenly to a thickness of 18-22 mils.

Fir Spruce Teak

Douglas Sitka Thailand

36 lbs. cu. ft. 30 lbs. cu. ft. 50 lbs. cu. ft.

T h e deep draft ballast keel shall be fitted i n t e r n a l l y into the h u l l keel and shall consist of a concrete m o l d i n g and two lead castings imbedded into fiberglass as follows: 2,000 pounds of concrete shall be poured into the bott o m of the keel at the 4'11" draft level. T h e concrete shall be " v i b r a t e d " while wet to remove a i r pockets. W h e n d r y the concrete shall be covered over w i t h a l a m i n a t i o n schedule fairing the laminations to the h u l l and resulting i n a fiberglass second bottom of 1" of fiberglass. T w o lead castings w i t h a total finished weight of 8,900 pounds shall then be fiberglassed i n place inside the h u l l appendage. T h e lead castings shall have a 3 % a n t i m o n y content by volume, g i v i n g a density of .4000 pounds per cubic i n c h .

Ballast Keel (Shoal Draft Version) T h e shoaldraft version shall be constructed by first p l a c i n g an insert into the h u l l m o l d w h i c h results i n a h u l l of 4'11" draft. T w o lead castings w i t h a total finished weight of 8,900 pounds shall be fiberglassed i n place inside the h u l l a p p e n d age. T h e lead castings shall have a 3 % a n t i m o n y content by volume, g i v i n g a density of .4000 pounds per cubic i n c h . A d d i t i o n a l lead i n form of appropriately shaped lead pigs shall be fiberglassed i n place to a total of 2,000 pounds, forw a r d , aft, and between the above castings.

Fastenings A l l screw and bolt fasteners for wood to wood, and wood to fiberglass connections shall be T y p e 18-8 stainless steel. W h e r e bronze fittings are attached to either fiberglass or wood, silicon bronze fasteners shall be used. W h e r e heads of fastenings are counter-sunk i n interior o r exterior joiner w o r k , a l l w i l l have plugs of the same m a t c h i n g joiner w o r k m a t e r i a l set i n waterproof glue a n d sanded flush, w i t h grain i n corresponding direction.

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Engine Beds

Upper Rudder Bearing

T o be 2" thick Douglas F i r , shaped as per p l a n a n d over-lap bonded to the inside of the h u l l shell w i t h alternate layers of three (3) layers of 1.5 oz. m a t and two (2) layers of 24 oz. woven roving. T h e flexible engine mounts shall be fastened directly to the top of the beds w i t h 4" long stainless steel lag bolts of a m a x i m u m diameter to pass the holes i n the mounts.

T o be a W i l c o x - C r i t t e n d e n F i g . 8652, 2" diameter, heavy d u t y cast bronze stuffing box. T h e h u l l laminate under the stuffing box shall be built up to a center line thickness not less t h a n 2". T h e base plate shall be through bolted to the h u l l w i t h four (4) 5 / 8 " diameter silicon bronze, oval head bolts.

Chainplates T o be T y p e 316 stainless steel flat bars of 3 / 8 " thickness x 2" wide x 18" long w h i c h are heli-arc welded to a 12" x 18" x 1/4" thick stainless steel plate and through bolted to the h u l l i n the area of the integrally fiberglass molded rub r a i l . A l l chainplates shall be fabricated a n d installed using six (6) 1/2" stainless steel bolts, lock washers a n d nuts i n accordance w i t h the C h a i n p l a t e D e t a i l P l a n .

Bow Strap T o be T y p e 316 stainless steel flat bar of 3 / 8 " thickness x 2" wide x 30" long t h r o u g h bolted to the centerline of the stem. T h e bow strap fitting shall be fabricated and installed using six (6) 1/2" stainless steel bolts, lock washers and nuts i n accordance w i t h Stem F i t t i n g Details P l a n , a n d the nuts on the bow strap fitting fasteners shall be accessible f r o m the chain locker for periodic checking.

Stem Strap T o be T y p e 316 stainless steel flat b a r of 3 / 8 " thickness x 2" wide x 22" long t h r o u g h bolted to the centerline of the stern. T h e stern strap f i t t i n g shall be fabricated a n d i n stalled using six (6) 1/2" stainless steel bolts, lock washers, and nuts i n accordance w i t h C h a i n p l a t e D e t a i l P l a n .

Mast Step T o be an a l u m i n u m plate weldment or an a l u m i n u m casting mounted on a floor g r i d of transverse and l o n g i t u d i nal floors of Douglas F i r w h i c h are totally encased i n fiberglass a n d bonded to the h u l l shell. T h e mast step w i l l be fabricated a n d installed i n accordance w i t h M a s t Step C o n struction P l a n .

Rudder Skeg T h e skeg shall be molded into the h u l l according to the l a y - u p schedule and filled w i t h low-exotherm filler.

Rudder T h e rudder shall be moded fiberglass l a i d u p i n two (2) halves. E a c h half shall be a solid laminate w i t h a l a y - u p schedule as per plans. T h e rudder stock shall be 2^4" diameter solid n a v a l bronze w i t h three (3) flat bar stiffeners attached to and projecting i n t o the r u d d e r blade. T h e head of the rudder stock shall be d r i l l e d to accept the emergency tiller. T h e halves of the rudder shall be joined by f i l l i n g the center void w i t h a low-exotherm filler w h i c h shall completely c a p tivate the flat bar stiffeners and the inside walls of each rudder half. A d d i t i o n a l laminate is applied to center seam. T h e lower rudder bearing shall be bronze sand casting w i t h a m i n i m u m copper content of 9 0 % . T h e rudder and lower bearing shall all be fabricated and installed i n a c c o r d ance w i t h R u d d e r Details P l a n .

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Steering System T h e steering system shall consist of a cockpit mounted pedestal w h i c h is of C S Y Y a c h t C o r p o r a t i o n custom design and construction of F R P and Edson components as follows: A n Edson F i g . 644S, 30" diameter, h i g h l y polished stainless steel destroyer wheel, w i t h an ovalized r i m a n d straight spokes. A n Edson F i g . 410 #2 assembly securely mounted i n the pedestal. A n E d s o n F i g . 630S 5 / 8 " x 2.5' long stainless steel n o n magnetic roller c h a i n w i t h an E d s o n F i g . 632 5 / 8 " master link. T h e roller c h a i n shall be connected to p r e - cut-to-length Edson F i g . 634 1/4" x 7 x 19 wire rope w i t h two (2) E d s o n F i g . 635B 1/4" adapters, two (2) E d s o n F i g . 643 1/4" t h i m bles, four (4) E d s o n F i g . 730 1/4" N i c r o Press sleeves, a n d covered w i t h heat shrink sleeves to protect against frayed wire rope ends. T h e w i r e rope shall be routed as follows: T h r o u g h an E d s o n F i g . 607 p a r a l l e l idler, w h i c h is through bolted to the F R P cockpit sole and the stainless steel pedestal base plate, T h r o u g h an E d s o n F i g . 625 6" double sheave, t h r o u g h bolted to the port side of the aft engine room b u l k h e a d , T h r o u g h an E d s o n F i g . 623 6" double sheave and an E d s o n 620 6" single sheave w h i c h are t h r o u g h bolted to the bulkheads under the aft cabin berth, A n d around the quadrant and r e t u r n . E n d s shall be w o u n d a r o u n d two (2) E d s o n F i g . 618 1/4" stainless steel take-up eyes and secured w i t h four (4) E d s o n F i g . 664 1/4" wire rope clamps, two (2) per cable end.

Quadrant T h e quadrant shall be an E d s o n F i g . 614, 16" radius, w i t h a 2" diameter bore. I n a d d i t i o n , the q u a d r a n t shall have E d s o n stainless steel take-up eyes to center the k i n g post and b o t h the q u a d r a n t a n d rudder stock shall be m i l l e d for a 3 / 8 " x 3' x 2' long stainless steel keyway.

Rub Rail T o be molded fiberglass, integral w i t h the vessel's topsides w i t h a size and shape as per p l a n . A bronze h a l f r o u n d , size and shape as per plans shall be fastened to the outboard face of the rub r a i l w i t h stainless steel screws at 12 i n c h intervals.

Transverse Structural Floors T h e r e shall be a total of seven (7) l / " thick marine p l y w o o d , a n d / o r Douglas F i r , s t r u c t u r a l floors encapsulated i n a fiberglass laminate and bonded to the inside of the h u l l shell. 2

Sole Grids T h e r e shall be sole grids constructed of 2" x 4" F i r t h r o u g h bolted to and spaced between the floor timbers to carry the cabin sole.

Emergency Tiller T o be a length of 2/2" I . P . S . a l u m i n u m pipe w i t h a shape as per Emergency T i l l e r Details P l a n . T h e pipe shall be welded to a piece of flat bar stock that is m a c h i n e d to accept the squared head of the rudder stock. T h e r e shall be an access plate fixed under the berth i n the aft cabin over the r u d d e r stock head.

Anchor Handling Bowsprit T h e bowsprit shall be constructed of welded T y p e 316 stainless steel i n accordance w i t h A n c h o r Bowsprit Details P l a n , and securely through bolted to the deck w i t h one F a i r l e a d roller. T h e bowsprit shall be capable of stowing one (1) 35 lb. C . Q . R . anchor. A l s o , a chock shall be fitted to the bowsprit to facilitate retrieval and temporary stowage of a second anchor.

Trailboards T h e r e shall be decorative trailboards at the bow, port, and starboard, a p p r o x i m a t e l y eight (8) feet i n length, constructed of molded fiberglass gel coated black w i t h b u r g u n d y a n d gold t r i m . T h e trailboards shall be through bolted to the h u l l at their aft ends and connected to the anchor b o w sprit at their f o r w a r d ends.

Deck Construction and Joinery General T h e one piece fiberglass deck shall be fabricated of h a n d l a i d u p m a t and woven roving. T h e deck shall be c o n structed so that the laminate on the underside of the deck forms the vessel's headliner.

Gel Coat T h e gel coat on both sides of the deck laminate shall be a G l i d d e n - D u r k e e polyester resin applied evenly to a thickness of 18-22 mils. T h e f o l l o w i n g gel coat color i m p r e g n a t i o n schemes shall be used for the deck: Deck - Off White Headliner - Off White

Non-Skid Pattern T h e non-skid pattern shall be of a molded i n , sprinkled sand effect. T h e outlines of the non-skid pattern shall be as i n accordance w i t h D e c k C o n s t r u c t i o n & A r r a n g e m e n t P l a n .

Deck Hatches T o be solid fiberglass hinged h a t c h covers seating on coamings m o l d e d into the deck structure in accordance w i t h Deck Construction & Arrangement Plan. T h e h a t c h covers shall be laminated i n two (2) separate plys, each on its own m o l d i n order to achieve a gel coated finish on b o t h the inside a n d outside of the h a t c h cover. I n a d d i t i o n , the h a t c h covers shall have a G l i d d e n - D u r k e e L i g h t C a r a m e l color gel coat impregnated into the outside of the h a t c h cover around the center portion of the h a t c h .

T h e center p o r t i o n of the h a t c h cover shall be laid u p w i t h clear resin i n order to emit as m u c h light as possible. A total of five (5) hatches, a l l 18" x 18" clear openings shall be located on the deck as per p l a n . E a c h h a t c h shall be equipped w i t h the following h a r d w a r e : T w o (2) — T r i t o n M a r i n e F i g . 4 A - 3 0 5 stainless h a t c h hinges. O n e (1) — M o o n l i t e M a r i n e F i g . 0015-1 F i x e d position giant h a t c h holder. T w o (2) — M o o n l i t e M a r i n e F i g . 0100-2 h a t c h dogs.

Companionway Hatches T o be molded fiberglass cover w i t h 1/2" p l y w o o d core, sliding on 1/8" x 1J4" stainless steel flat bar fastened to m o l d e d fiberglass coamings i n the deck structure. T h e r e shall be a water tight, molded fiberglass sea hood to contain the cover when i n the open position. T h e h a t c h shall be fitted w i t h a 1/8" x 1J4" stainless steel flat b a r hasp that shall protrude t h r o u g h the top of the upper c o m p a n i o n w a y drop slide i n the f o r w a r d h a t c h and shall protrude through the top of the upper c o m p a n i o n w a y door i n the aft h a t c h , and shall be d r i l l e d out to accept a padlock. T h e r e shall be two c o m p a n i o n w a y hatches located fore a n d aft of the cockpit, to starboard as per p l a n .

Skylight Hatches T o be solid fiberglass hinged h a t c h covers seating on coamings m o l d e d i n t o the deck structure i n accordance with plan. T h e skylight hatches shall be l a m i n a t e d i n a m o l d i n the same manner as the deck hatches, except that they shall be constructed i n the t r a d i t i o n a l " h i p p e d f a s h i o n " seen on the older vessels. A total of two (2) skylights, both 18" x 24" shall be located on the deck as per p l a n . E a c h skylight shall be equipped w i t h the f o l l o w i n g h a r d w a r e : T w o (2) T r i t o n M a r i n e F i g . 4 A - 3 0 5 stainless steel h a t c h hinges. T w o (2) M o o n l i t e M a r i n e F i g . 0015-1 fixed position giant h a t c h holders. T w o (2) M o o n l i t e M a r i n e F i g . 0100-2 h a t c h dogs.

Lazarette Hatch T h e r e shall be a molded fiberglass, hinged, lazarette h a t c h located i n the aft deck as per p l a n . T h e h a t c h cover shall be l a i d up i n a m o l d w i t h the same laminate schedule as for the c o m p a n i o n w a y hatches, i n c l u d i n g the m a r i n e p l y wood core, seating on coamings molded into the deck structure as per p l a n .

Cockpit Seat Locker Hatches T h e r e shall be four (4) molded fiberglass, hinged gasketed seat locker hatches located i n the cockpit seats as per p l a n , w i t h one seat locker h a t c h each port and starboard for sail and other stowage, one seat locker under the helmsman's seat for stowage of smaller gear and one seat locker f o r w a r d i n the cockpit and over the galley area for access to removable dishes storage tray. T h e h a t c h covers shall be laid u p i n a m o l d w i t h the same laminate schedule as for the comp a n i o n w a y hatches, i n c l u d i n g the marine plywood reinforcing. T h e cockpit seats s u r r o u n d i n g the hatch cover shall

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have deep scuppers molded i n as per p l a n , w i t h drainage into the cockpit. E a c h h a t c h shall hinge on two (2) H e a v y D u t y P e r k o chrome plated bronze " T " hinges, through bolted i n place.

Cockpit Cool Box T o be fitted into the cockpit seats w i t h a size and shape as per p l a n . T h e cool box shall be insulated w i t h 1/2" thick urethane foam glued to the exterior walls of the box. T h e box shall be d r a i n e d into the cockpit scuppers. A p l u g shall be p r o v i d e d to prevent heat loss t h r o u g h the d r a i n . T h e cool box h a t c h covers shall be flush w i t h the cockpit seats.

Winch Handle Stowage Lockers L o c a t e d port a n d starboard i n the cockpit coamings are two (2) small stowage lockers w i t h a size a n d shape as per p l a n , and are to be t r i m m e d w i t h a teak m o l d i n g as per p l a n ,

Gas Bottle Locker T h e r e shall be a molded fiberglass bottle locker w i t h cover located i n the port cockpit m o l d i n g as per p l a n . T h e locker shall accept the snug fit of two (2) W o r t h i n g t o n 20 lb. a l u m i n u m v e r t i c a l L P G bottles. I n a d d i t i o n , the bottom of the locker shall be fitted w i t h a gas tight vent line consisting of 1/2" clear v i n y l t u b i n g that shall discharge overboard to the atmosphere.

Engine Access Hatches T h e r e shall be two one piece molded fiberglass engine access hatches located port and starboard i n the cockpit sole w i t h a size and shape as per p l a n . T h e port h a t c h shall be for access for maintenance to the engine f r o m the cockpit. T h e starboard h a t c h shall be for access for maintenance to the engine f r o m the cockpit a n d shall be of a size to permit easy removal of the engine. T h e h a t c h covers shall be laid up i n a m o l d w i t h the same laminate schedule as for the m a i n c o m p a n i o n w a y hatches, i n c l u d i n g the p l y w o o d core. T h e cockpit sole s u r r o u n d i n g the hatches shall have scuppers molded i n as per p l a n .

Opening Bronze Ports F o r w a r d E n d and Sides of H o u s e — T o be eleven (11) R o s t a n d N o . 12, cast bronze, wire brushed finish, heavy type o v a l port lights 5" x 9" clear glass size, w i t h 3 / 8 " thick clear polished plate glass, t h r o u g h bolted i n place. T h e port lights shall be complete w i t h V/i" spigots, bronze finishing rings and two (2) dog bolts w i t h w i n g nuts, as w e l l as one (1) port light jack c h a i n per port light. O p t i o n a l screens to be made available to customer on special order. A f t C a b i n — T o be four (4) G r a y 5" x 12" molded A B S plastic, black finish, smoked Iexan w i n d o w , two (2) each port and starboard, and three (3) Beckson 4" x 14" molded A B S plastic, white finish, smoked lexan w i n d o w , located across the transom, a l l to be sealed a n d m o u n t e d strongly flush w i t h the outside h u l l w i t h self t a p p i n g stainless steel fasteners screwed directly to the h u l l at equal i n t e r vals a r o u n d the inner port r i n g , complete w i t h two (2) dog bolts per port light as well as tensioning hinges to h o l d the port i n a n open position. T o be fitted w i t h removable screens.

Round Fixed Hull Ports (4)

F o r w a r d C a b i n / H u l l Topsides — T h e r e shall be four R o s t a n d N o . 6, cast bronze, wire brushed finish, 6"

diameter clear glass, inside type port light w i t h 3 / 8 " thick clear polished plate glass, complete w i t h bronze finishing ring and spigot, t h r o u g h bolted to the vessel's topsides i n a location as per plans for light and visibility i n the forw a r d cabin.

Companionway Drop Slides T h e f o r w a r d c o m p a n i o n w a y shall be fitted w i t h a two (2) piece sectional teak drop slide. T h e slides shall be 3/4" thick teak, finished bright and the top slide shall be louvered for ventilation.

Companionway Door T h e aft c o m p a n i o n w a y shall be fitted w i t h a solid teak door, hinged w i t h G e t t y H a r d w a r e hinges and hasp, to open i n w a r d . D r o p slides are optional.

Mast Collar T h e mast collar shall be fiberglass molded into the deck structure. T h e collar shall be of a height a n d shape as per plans to allow attachment of a waterproof canvas mast boot a n d the insertion of teak wedges between collar a n d spar.

Boom Gallows (Optional) T h e b o o m gallows shall consist of two (2) 1" O D . welded tubing, T y p e 316, stainless steel stanchions w i t h a l y i " t h i c h teak cross piece. T h e stanchions shall have 1" O . D . x .065" w a l l , T y p e 316, stainless steel tube braces welded to the aft sides of the stanchions. B o t h the stanchions and braces shall be welded to 3 / 1 6 " thick, T y p e 316, stainless steel deck plates that shall be securely t h r o u g h bolted to the deck. T h e gallows frame shall be of a shape and size as per the detail on B o o m G a l l o w s D e t a i l P l a n .

Backing Plates B a c k i n g plates consisting of 1/4" thick a l u m i n u m plate shall be installed under the nuts of gallows frame bases, winches, m o o r i n g cleats, windlass.

Hand Rails T h e r e shall be h a n d rails of sizes to suit located i n accordance w i t h D e c k C o n s t r u c t i o n & A r r a n g e m e n t P l a n and t h r o u g h bolted to house top a n d to m a t c h i n g interior rails.

House Trim T o be teak m o l d i n g e x t e n d i n g a r o u n d the perimeter of the c a b i n t r u n k about 2" below the t u r n of the cabin t r u n k top.

Cockpit Coaming Trim T o be shaped teak sections about 3 / 4 " x about 10" atop the cockpit c o a m i n g to serve as decorative t r i m as well as good footing for stepping into and out of the cockpit.

Deck-To-Hull Joint T h e o u t w a r d facing flange of the deck shall be joined to the i n w a r d f a c i n g flange of the h u l l i n the f o l l o w i n g manner: B o t h deck and h u l l flanges shall be of a thickness no less t h a n 3 / 8 " of solid F R P l a m i n a t e , and shall extend no less than three (3) inches. P r i o r to seating the deck assembly u p o n the h u l l flange, the h u l l flange shall have applied to it a generous a p p l i c a t i o n

of 3 M 5200 water proof strong-adhesive compound. T h e deck assembly shall then be lowered upon the h u l l flange and fastened at eight (8) i n c h intervals w i t h flat head stainless steel self t h r e a d i n g screws, countersunk flush. T h e n , at eight (8) i n c h intervals, alternating between the screw fastenings, the d e c k - t o - h u l l joint shall be t h r o u g h d r i l l e d to receive 1/4" stainless steel flat head bolts, countersunk flush and fastened w i t h flat washers, lock washers a n d hex nuts, and brought u p tight w i t h air d r i v e n i m p a c t wrenches set at 35 ft. lbs. tension. T h e screw and bolt heads shall be covered w i t h a teak cap r a i l , tooled to conceal the flange joint. T h e cap r a i l shall be bedded w i t h 3 M 5200 sealant c o m p o u n d and fastened w i t h stainless steel self t h r e a d i n g screws to be spaced at about twelve (12) i n c h intervals between joint screw and bolt fastenings. C a p r a i l screw fasteners shall be countersunk and plugged and shall be of sufficient length to extend t h r o u g h both flanges of the d e c k - t o - h u l l joint.

Equipment Mooring Cleats A s follows, refer to D e c k C o n s t r u c t i o n & A r r a n g e m e n t P l a n for locations. T o be t h r o u g h bolted i n place: Foredeck — T h r e e (3) T r i t o n 12" T y p e 316 stainless steel, four hole Herreshoff-type cleats. A m i d s h i p s — T w o (2) T r i t o n 12" T y p e 316 stainless steel, four hole Herreshoff-type cleats. Stern — T w o (2) T r i t o n 12" T y p e 316 stainless steel, four hole Herreshoff-type cleats.

Jib Topsail/Genoa Sheet Track T o be 1/4" x 1" x 6' track t h r o u g h bolted to cap r a i l , port a n d starboard, w h i c h is to be routered to accommodate car flanges. T o be equipped w i t h Schaefer M a r i n e car block w i t h integral stop.

Turning Blocks T o be Schaefer M a r i n e , m o u n t e d u p o n teak b e a r i n g pads u p o n aft cabin deck, t h r o u g h bolted t h r o u g h a l u m i n u m back-up plates.

Depth Sounder, Knotmeter, and Log (Optional) T o be one (1) C o m b i U n i t w i t h a d d on features i n one console m o u n t , m o u n t e d i n the aft end of the deck house as per plans. T h e transducer shall be located on the vessel's starboard side, just f o r w a r d of the ballast keel, w i t h a l a r m to be specified by the m a n u f a c t u r e r .

Knotmeter (Optional) T h e 12 volt D . C . knotmeter, mounted i n the aft end of the deck house i n master console as per plans. T h e transduce shall be located on the vessel's starboard side, 10" forw a r d of the depth sounder transducer.

Mattresses and Seat Covers Berths i n the f o r w a r d a n d aft staterooms shall have 5" thick, 3.2 - 3.8 lb. density polyurethane f o a m mattresses. Berths a n d seat bottoms i n the m a i n c a b i n shall have 5" thick, 3.2 - 3.8 lb. density polyurethane f o a m mattresses a n d cushions. Seat backs i n the m a i n cabin shall be shaped 2.2 2.5 lb. density polyurethane foam bolsters of m i n i m u m 3" thickness at the top of the back. A l l mattresses and cushions shall have 1 0 0 % " H e r c u l o n " f a b r i c covers of a standard color and p a t t e r n .

Lifelines and Stanchions T h e r e shall be a total of ten (10) stanchions to be custom made per C S Y Y a c h t C o r p o r a t i o n plans a n d installed i n accordance w i t h D e c k C o n s t r u c t i o n & A r r a n g e m e n t P l a n . Stanchions consist of 1" O . D . x .065" w a l l , polished type 316 stainless steel t u b i n g w i t h 3 / 1 6 " thickness flange welded about 5" u p f r o m bottom, drilled for f o u r (4) screws for affixing to r a i l cap to assist i n m o u n t i n g . A 6" rod is to be welded into the bottom of the stanchion and threaded for 7 / 8 " nut and washer. Stanchions then to be through-deck m o u n t e d w i t h 7 / 8 " nut a n d washer h o l d i n g each i n place. T h e lifelines shall be a double of 3 / 1 6 " diameter 7 x 7 stainless steel wire rope w i t h e x t r u d e d white v i n y l cover (finished O . D . to be 1/4"). T h e r e shall be gates i n the lifelines both port and starboard w i t h braces to the deck. M i n i m u m height of each stanchion shall be 26" above the deck measured to the center of the lifelines.

Deck Pipes

T h e f o l l o w i n g shall be supplied, a l l to be located i n accordance w i t h D e c k C o n s t r u c t i o n & A r r a n g e m e n t P l a n : S t a n c h i o n C a p s — T e n (10) solid stainless steel caps of C S Y Y a c h t C o r p o r a t i o n design, w i t h holes drilled to receive lifelines. S t a n c h i o n G a t e Lifelines Assembly — T o consist of two (2) p e l i c a n hooks, four (4) eye sockets a n d four (4) j a w sockets. F o r e and A f t Lifelines A t t a c h m e n t Assembly — T o consist of four (4) j a w sockets and four (4) 1/4" j a w and eye turnbuckles.

T o be one (1) custom built into the bow as per D e c k Details P l a n .

Bow Pulpit

Chocks A s follows, refer to p l a n for location. T o be t h r o u g h bolted i n place: Stern — T w o (2) Skene Stern C h o c k s , port and starboard, bronze chrome plated.

Achor Windlass (Optional) T o be one (1) P o w e r w i n c h N o . A W H - 4 1 2 , 12 volt D . C . windlass, located on the foredeck as per p l a n , w i t h custom fiberglass protective cover.

Compass T o be one (1) R i t c h i e N o . S N F - 4 4 , N a v i g a t o r Series compass w i t h 5" diameter, 5 degree card. T h e compass shall be m o u n t e d on the steering gear pedestal i n the cockpit w i t h a binnacle g u a r d fitted to the pedestal. T h e compass shall be w i r e d for two (2) 12 volt D . C . lights as supplied w i t h the compass.

T o be 1" O . D . x .065" w a l l , polished, T y p e 316 stainless steel t u b i n g m o u n t e d i n the same m a n n e r as stanchions. I n a d d i t i o n , the p u l p i t shall have m o u n t i n g plates for the i n stallation of the r u n n i n g lights and an eye welded to the aft port leg for f a i r l e a d i n g the f u r l i n g d r u m wire (should optional f u r l i n g gear be installed). T h e bow p u l p i t shall be of a shape and located as per plans, w i t h double rails to extend u p p e r and lower lifelines.

Prism Light A Simpson L a u r e n c e p r i s m light is fitted to the deck above the shower stall.

Stern Pulpit T o be 1" O . D . x .065" w a l l , polished, T y p e 316 stainless steel t u b i n g m o u n t e d i n the same m a n n e r as the stanchions. T h e stern p u l p i t shall have a gate a n d shall be of a shape a n d be located as per plans, w i t h double rails to extend u p p e r and lower lifelines.

Interior General T h e interior of the vessel shall be formed f r o m molded fiberglass components and crafted wooded cabinetry situated between structural p l y w o o d bulkheads. T h e interior of the vessel shall be laid out i n accordance w i t h plans drawings as listed. T h e component laminate shall consist of 18-22 mils of G l i d d e n - D u r k e e off-white gel coat syrayed u p over carefully made molds followed by a skin coat of 1 oz. chop strand, and then 5 oz. of chop strand. T o t a l thickness of the laminate shall be 7/32". W h e r e v e r a panel of the component laminate exceeds one (1) square foot i n unsupported area, a core of 1/2" t h i c k f i r m a r i n e p l y w o o d shall be l a i d u p i n the center of the laminate. T h e wooden cabinetry shall be done i n the fashion of the finest marine joinery w o r k , w i t h i n t e r l o c k i n g , accurately constructed joints throughout, glued w i t h resorcinol glue a n d fastened w i t h silicon bronze fasteners i n accordance w i t h the best yacht practices and where p a r t i c u l a r sizes are not called for, the m a t e r i a l used is to be consistent w i t h h i g h strength. A l l projecting corners of partitions shall be fitted neatly w i t h rounded corner posts and a l l lockers fronts etc., shall have similar rounded corners, but w i t h a smaller radius. A l l fasteni n g pieces, r a i l , door sills, etc., to be screw fastened.

Joiner Bulkheads T o be 3 / 4 " thick Douglas f i r p l y w o o d located as per drawings. T h e bulkheads shall be fastened to the transverse floors and l o n g i t u d i n a l g r i d w o r k w i t h stainless steel screws and shall be fastened to the inside shell w i t h three (3) layers of 10 oz. fiberglass tape on each side of the b u l k h e a d . E a c h b u l k h e a d shall have a 3 / 4 " x 1" beveled strip of 5 lb. density " A i r e x " f o a m placed between it a n d the shell to eliminate h a r d spots. T h e l i v i n g quarter sides of the bulkheads shall be surfaced w i t h N e v a m a r l a m i n a t e d plastic, H - 5 grade, S i l v a n T e a k wood g r a i n finish. T h e head sides of the joiner b u l k heads shall be surfaced w i t h N e v a m a r l a m i n a t e d plastic, H - 5 grade, solid color series, w i t h a standard coordinating color as selected by the builder.

Doors (Passageway, Hanging & Access Locker) T o have solid teak frames, w i t h S i l v a n T e a k w o o d g r a i n finish N e v a m a r covered p l y w o o d center panels. T h e h a n g i n g locker doors shall be p a r i t a l l y Iouvered. L o c a t e d as per plans.

Sliding Panel Front Lockers M a i n Salon a n d B a r Storage L o c k e r s — T o have solid teak frames w i t h sliding panels of thick " S m o k e d G l a s s , "

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m i n i - d i a m o n d , color N o . 15, T r a d i t i o n a l F R P panel to s i m u late leaded, colored glass, located per p l a n . G a l l e y a n d Heads Storage L o c k e r s — T o have solid teak frames w i t h sliding panels of 1/8" thick l e x a n smoked glass, located as per plans.

Interior Joiner Hardware T o be G e t t y , bronze, w i t h a N o . 10 fine finish, as f o l lows, correct h a n d a n d bevel to be determined by C S Y Y a c h t Corporation. . H e a d D o o r H a n d l e s — T w o (2) N o . 1311, 1/2" M o r t i s e L o c k s w i t h t h u m b - t u r n inside, emergency key lock outside. H e a d D o o r Hinges — S i x (6) N o . 2532, 3", three (3) for each door. H a n g i n g L o c k e r D o o r H a n d l e s — T w o (2) N o . 1851-B. H a n g i n g L o c k e r D o o r H i n g e s — F o u r (4) N o . 2532, 2/ ". L o c k e r D o o r & T r a p F r o n t L o c k e r Hinges — T e n (10) pairs N o . 2710 C u d d y D o o r Hinges. L o c k e r D o o r & T r a p F r o n t L o c k e r Latches — T e n (10) N o . 3708 cupboard latches. T a b l e D r o p L e a f Hinges — F o u r (4) 3", N o . E-14 hinges. T a b l e A r m H i n g e s — F o u r (4) 4", N o . E - 4 6 hinges. 2

Interior Joiner Hardware (continued) T a b l e D r o p L e a f H o o k s — T w o (2) 2 / " N o . 3450 door hooks. U p p e r B e r t h H i n g e — O n e (1) heavy d u t y stainless steel piano hinge. U p p e r B e r t h L o c k Bolts — T w o (2) N o . 3013, l 3 / " x 4" neck bolts, one at each end of berth. R e f r i g e r a t o r H a t c h L i f t R i n g s — T h r e e (3) G e t t y F i g . 6150 chest handles. 2

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Drawers T o be T e c h t o n i c plastic drawers of a height, w i d t h a n d depth as shown on the plans. E a c h drawer front shall be solid teak f r a m e d a r o u n d S i l v a n T e a k w o o d g r a i n finish N e v a m a r covered p l y w o o d center panels bolted to drawers w i t h bronze bolts w i t h a h a n d p u l l routered into the bottom edge of the front. I n a d d i t i o n , each d r a w e r shall have a stop catch to prevent drawer accidentally opening.

Cabin Soles C a b i n soles i n the m a i n cabin, f o r w a r d and aft cabins, and galley shall be 3 / 4 " thick, teak p l a n k e d p l y w o o d w i t h holly splines, screw fastened to the transverse floors a n d l o n g i t u d i n a l stringers and o i l finished. Soles i n the heads shall be fiberglass w i t h a n o n - s k i d pattern molded i n .

Cabin Sole Hatches T h e r e w i l l be access trips i n the cabin sole to provide access for stowage and inspection i n the bilge. T o be located as per plans. T h e hatches shall be flush, and each hatch shall have one (1) 1/4" diameter, bronze carriage bolt as a l i f t i n g handle.

Ceiling Ceilings i n the fore and aft cabins shall be constructed of 1/4" smooth, white surfaced pressed chip b o a r d , to be mounted against the inner sides of the h u l l port a n d star-

board i n both cabins, to prevent possible condensate f r o m entering cabins. T e a k slats measuring 3 / 6 " x 2", spaced 1/2" apart h o r i zontally shall be screw fastened to the ceilings i n w a y of berths and behind shelf top lockers.

Locker Linings L o c k e r s shall be lined w i t h naugahyde, p l a i n pattern, to prevent possible condensate f r o m reaching stowed items.

Counter Tops T h e galley counter top, i n c l u d i n g refrigerator shall be 3 / 4 " thick p l y w o o d surfaced w i t h l a m i n a t e d plastic, H - 5 grade, slate finish and color. C o u n t e r tops i n the head w i l l be covered w i t h smooth f o r m i c a of " b l a c k m a r b l e " color.

Ice Compartment (Double Insulated, Etc.) T o consist of a b u i l t - i n box w i t h molded fiberglass liner. (See m a c h i n e r y section for compressor specifications). T h e entire v o i d between the exterior and interior liners shall be filled w i t h a 2 lb. density urethane f o a m to a thickness as per plans. T h e box w i l l be fitted w i t h V/s" diameter d r a i n hose w i t h trap at the lowest point to prevent cold temperature loss. E a c h compartment shall have a flush, hinged h a t c h for access. T h e refrigerator shall be built i n accordance w i t h plan.

Galley Stove T o be one (1) Shipmate three b u r n e r w i t h oven, g i m balled stainless steel stove, located i n the galley as per plans. T h e oven door shall be fitted w i t h a special heavy d u t y locki n g device as specified by C S Y Y a c h t C o r p o r a t i o n .

Table O n e (1) table w i t h a drop leaf on each side shall be p r o vided of a custom C S Y Y a c h t C o r p o r a t i o n design. T h e table top shall be 3 / 4 " thick p l y w o o d surfaced w i t h N e v a m a r l a m inated plastic, H - 5 grade, S i l v a n T e a k wood g r a i n finish w i t h drop i n access i n top. T h e table shall be built i n accordance w i t h M a i n C a b i n T a b l e Details P l a n , to include teak fiddles a n d a teak grab rail.

Garbage Container A molded plastic garbage container shall be placed i n the galley counter top. T h e garbage container shall be c o m plete w i t h cover, d r a i n , and beaded l i p to secure a plastic garbage bag.

Finishing A l l paints and oil finishes shall be rubbed between coats, and p a r t i c u l a r care shall be taken while p a i n t i n g that a l l w o r k m e n are clear of the y a c h t ; also, that it is clean a n d free of chips, sawdust, fiberglass shards, and rubbish before f i n a l coats are applied.

Bilge T h e bilge i n w a y of the sump shall be g r o u n d smooth and covered w i t h a heavy, m u l t i p l e a p p l i c a t i o n of white, epoxy-base paint.

Interior Bright Work A l l interior teak bright w o r k shall be given a m i n i m u m of two (2) coats of o i l finish h a n d r u b b e d .

Cabin Soles A l l teak surfaced cabin soles shall be given a m i n i m u m of three (3) coats of oil finish.

Name and Hailing Port (Optional) N a m e of yacht and owner's h a i l i n g port to be p a i n t e d on the transom of the yacht. N a m e of yacht to be painted on fiberglass scroll i n gold letters and scroll fitted to transom.

Machinery Engine T h e engine shall be fresh water cooled, Perkins 4 . 1 5 4 M , 60 H . P . , 4 cylinder, 4 cycle diesel engine rated at 53 S . H . P . @ 3,000 R . P . M . continuous duty. T h e engine shall be equipped w i t h a B o r g - W a r n e r h y d r a u l i c , 2.91:1 L . H . R o t a tion reduction and reverse gear transmission. I n a d d i t i o n , the engine shall be equipped w i t h the f o l l o w i n g : O n e (1) 42 amp 12 volt D . C . D e l c o alternator. O n e (1) 1 Ya" diameter front power take-off shaft. O n e (1) 6" O . D . double groove, power take-off sheave f o r two (2) # 4 L / A belts. T w o (2) o i l pressure switches to l i m i t start-up of the refrigeration compressor and windlass only w h e n the engine is r u n n i n g . O n e (1) l u b r i c a t i n g oil and water temperature a l a r m kit. O n e (1) o i l sump p u m p . O n e (1) ten foot w i r i n g harness.

Engine Instruments

Painting

S h a l l be the C S Y standard rectangular i l l u m i n a t e d panel c o n t a i n i n g a M o t o r o l a E l e c t r i c 3000 R . P . M . t a c h o m eter w i t h hourmeter, o i l pressure gauge, water temperature gauge and ammeter. I n a d d i t i o n , the panel on pedestal shall be w i r e d w i t h a n audible a l a r m to w a r n of low o i l pressure and h i g h water temperature. T h e panel shall be located i n the face of the cockpit as per plans, w i t h water protective teak and lexan shield fitted over.

General

Engine Controls

A l l materials to be used i n the p a i n t i n g a n d finishing of the yacht, shall be i n accordance w i t h the manufacturer's latest instructions, i n p a r t i c u l a r , the treatment a n d p r e p a r a tion of a l l undercoatings.

T h e engine controls shall be one (1) M o r s e single level control for b o t h the throttle and transmission. T h e controls shall utilize M o r s e R e d j a c k e t push p u l l cables for both the throttle and transmission.

Fiddles S o l i d teak fiddles shall be installed on the fronts of a l l berths, seats, shelves, and counter tops. T o be of a height and length as per plans.

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Engine Exhaust System T h e engine exhaust system shall consist of a pipe exhaust elbow (water injected), rubber exhaust hose, and V e r n a l i f t #1300108 water lift type muffler, a l l l a i d out as per plans. T h e exhaust system shall discharge t h r o u g h the transom v i a a bronze t h r o u g h h u l l fitting. T o be equipped w i t h the f o l l o w i n g : O n e (1) 2" I . P . S . cast a l u m i n u m exhaust elbow w i t h 1" 0 . D . w a t e r injection fitting shall be threaded to make w i t h the m a n i f o l d flange and bent i n a radius as per S t a n d a r d Westerbeke Plans. O n e (1) V e r n a l i f t #1300108 F R P M o l d e d T a n k Muffler. O n e (1) l e n g t h of 2" I . D . Shields M a r i n e exhaust hose. O n e (1) P e r k o F i g . 755 n o n - d r i p , cast bronze, exhaust t h r o u g h h u l l f i t t i n g for 2" I . D . hose.

Engine Cooling T h e engine's fresh water system shall be cooled f r o m water taken i n t h r o u g h a seacock on the h u l l surface, m o u n t e d low enough to supply ample cooling water even w h e n u n d e r extreme condition of heel. T h e intake line shall be V/i" I . D - Shieldsflex rubber hose. T o be equipped w i t h the following. O n e (1) W i l c o x - C r i t t e n d e n F i g . 1500, l / " I . P . S . S e a cock. O n e (1) R a r i t a n r a w water basket strainer w i t h 1^4" 1. P.S. inlet and 1" outlet to accept the rubber hose. 2

Fuel Strainer T h e r e shall be one (1) R a c o r 500 F E fuel strainer i n stalled i n the engine fuel feed line.

Fuel Tanks T h e r e shall be t w o ( 2 ) fuel tanks totaling 100 gallons total capacity. T h e tanks w i l l have a transverse baffle and a cleanout plate for complete access to the tank interior. T h e tanks shall be equipped w i t h one (1) P e r k o , chrome plated bronze V/ " I.P.S. deck f i l l plate m a r k e d D I E S E L and a length of Shields 3 0 R 5 , V/ " I . D . fuel f i l l hose w i t h two (2) stainless steel hose clamps at each connection. 2

s

well as furnished and install the f o l l o w i n g : T w o (2) W i l c o x - C r i t t e n d e n F i g . 857R, 1/2" I . P . S . through h u l l fittings, one (1) w i t h strainer. O n e (1) 1/2" I . P . S . bronze seacocks w i t h 1/2" I . P . S . bronze pipe nipples 3" long, i n b o a r d ends. Shields 3 / 4 " Shieldsflex rubber water hose as required w i t h two (2) stainless steel hose clamps at each connection. O n e (1) stainless steel plate compressor m o u n t i n g bracket. T w o (2) 4 L / A d r i v e belts. T h e refrigeration system shall be l a i d out to provide a m a x i m u m 25 degree F . temperature i n the freezer and m a x i m u m 45 F . temperature i n the refrigerator based on a V/ hour i n 24 hour r u n n i n g time, 85 degree ambient temperature and 83 degree cooling water temperature.

Propeller T o be one (1) C o l u m b i a n style " E " three b l a d e d , left handed propeller w i t h a 24" diameter and 15" p i t c h . T o be bored for a l / " diameter shaft, standard taper. 2

Propeller Shaft T o be V/ " diameter n a v a l bronze. T h e shaft shall be properly tapered and keyed to fit the specified propeller and keyed and d i m p l e d at the engine flange to permit keying w i t h a set bolt drilled for safety w i r i n g . 2

Stuffing Box T o be one (1) W i l c o x - C r i t t e n d e n F i g . 8657 heavyweight, cast bronze stuffing box for V/2" diameter shaft. I n a d d i t i o n , the stuffing box shall be equipped w i t h one (1) length of W . C . F i g . 8658, 2 /i" heavyweight hose and four (4), 2 J 4 " stainless steel hose clamps. l

Stern Tube and Bearing T h e stern tube shall be a 2"4" O . D . x .250" w a l l fiberglass tube securely fiberglassed i n place. T h e stern bearing shall be one (1) B J R u b b e r Products " C h u b " cutlass type bearing for V/2" outside of the stern tube to a i d i n removal. T h e bearing shall be held i n place w i t h two (2) 1/4" d i ameter M o n e y set screws.

Fuel Lines F u e l lines shall meet U . S . Coast G u a r d standards w h i c h require a 2 m i n u t e b u r n resistance to open flame. A l l lines shall be w e l l supported and fastened w i t h stainless steel hose clamps. T h e tank vent line shall have one (1) vent f i t t i n g located on the outboard side of the vessel as per plans. A l l lines shall be sized and l a i d out i n accordance w i t h plans.

Fuel Line Valves A l l fuel line valves shall be kerotest packless, two w a y line valves.

Refrigerator, Freezer and Ice Storage System (Optional) T o consist of a Crosby Y a c h t Service engine d r i v e n compressor w i t h double sheave magnetic c l u t c h , condensing unit, two (2) 3100 B T U cold plates, expansion valve, 1/4 H . P . 12 volt D . C . O b e r d o r f e r r a w water p u m p and control unit. I n a d d i t i o n , Crosby Y a c h t Service shall supply a l l necessary end fittings, copper t u b i n g and refrigeration hose as w e l l as the check out and start up of each system. T h e b u i l d e r shall install the above system complete, as

42

Electrical General T h e electrical system shall be a two (2) wire, u n grounded, 12 volt D . C . system throughout, supplied w i t h power f r o m the belt d r i v e n alternator on the engine. A l l w i r i n g i n the electrical system shall be neatly laid out w i t h a l l connections, j u n c t i o n boxes, and panels to be accessible for inspection a n d servicing. T o be i n accordance w i t h the standards established b y the A m e r i c a n Boat a n d Y a c h t C o u n c i l on wire sizes, color codes, a n d installation practices.

Batteries T o consist of two (2) separate banks, each bank consisting of two (2) E x t r a H e a v y D u t y , 6 volt batteries, rated at 200 ampere hours each at 20 h o u r rate, connected i n a series to produce 12 volts. T h e batteries shall be located i n a molded fiberglass box in the cockpit coaming.

Electrical Control Panel T h e electrical control panel shall be one (1) M a r i n e t i c s M o d e l 708 master panel complete w i t h master battery switch, test switch and voltmeter and two (2) M a r i n e t i c s M o d e l 709 accessory panels located as per plans i n the galley. Switches shall be single pole circuit breakers of an amperage capacity as required. T h e switchboard w i l l be w i r e d to accept the f o l l o w i n g electrical equipment. L e g e n d on C o n t r o l P a n e l 1. C a b i n L i g h t Ports 2. C a b i n L i g h t s Starboard 3. N a v i g a t i o n L i g h t s 4. 5. 6. 7. 8. 9. 10. 11. 12. 13.

Anchor Light Bow Light Deck Light Cockpit Light W a t e r Pressure Bilge P u m p Refrigerator Windlass Speed I n d i c a t o r Radiotelephone

14. 15. 16. 17.

Radio Ignition Engine R o o m Light D e p t h Sounder

Items on C i r c u i t B e r t h L i g h t s , w a l l lights Side lights, stern light, binnacle light

A f t Stateroom — T h r e e (3) berth lights. A f t H e a d — O n e (1) w a l l light. Navigation Lights Side L i g h t s — T w o 2) Perko F i g . 955 mounted on the bow p u l p i t . Stern L i g h t — O n e (1) P e r k o F i g . 965 located on top of the stern r a i l . B o w L i g h t — O n e (1) Bass Products combination b o w / foredeck light located f o r w a r d on mast.

Cockpit Outlet T o be one (1) W i l c o x - C r i t t e n d e n F i g . 149, chrome plated brass, watertight deck socket located i n the cockpit as per plans.

C o m b o light on face of mast

Plumbing

C o c k p i t courtesy lights F r e s h water pressure p u m p Bilge P u m p pump

General

V H F / F M Radiotelephone (extra, at owner's a d d i t i o n a l expense) Engine ignition Engine R o o m L i g h t

Wiring T o be M i c h i g a n W i r e C o . tinned copper covered w i t h an impervious P V C sheathing. T h e w i r i n g is to be adequately protected f r o m m e c h a n i c a l damage a n d is to be installed i n accordance w i t h the best marine practice. P a r ticular care shall be exercised that cables are large enough to prevent excessive voltage drop. L i g h t i n g d i s t r i b u t i o n w i l l be so arranged as to provide at least one (1) light i n each compartment f r o m another circuit i n case of a circuit failure. U n d e r no condition w i l l w i r i n g be molded into the headliner or interior components. A l l wires of this system shall be i n two (2) colors, black for negative, red for positive. A l l wires are to be numbered w i t h plastic tape at each end, and a master list of numbers shall be p r o v i d e d for ease of identification. A detailed w i r i n g d i a g r a m w i l l be made by the builder and every conductor w i l l be shown thereon numbered to correspond to the w i r i n g installed i n the vessel.

Lights and Outlets A l l lights shall be 12 volt D . C . and located as directed. T h e f o l l o w i n g lights shall be used: B e r t h lights — Bass Products. W a l l lights — Perko. T h e aforementioned lights shall be of a n u m b e r and located as follows: F o r w a r d Stateroom — T w o (2) berth lights. F o r w a r d H e a d — O n e (1) w a l l light. M a i n C a b i n — T h r e e (3) cabin lights. G a l l e y — T w o (2) w a l l lights.

T h e entire p l u m b i n g system shall be neatly l a i d out, w i t h all valves, drains, etc., readily accessible. T h e p l u m b i n g system shall be laid out i n accordance w i t h F r e s h W a t e r P i p i n g Diagram.

Fresh Water Tanks T h e r e shall be two (2) fresh water tanks of 200 U . S . gallons each. T h e tanks shall be fabricated of h a n d l a i d u p molded fiberglass w i t h a thickness as per F r e s h W a t e r & F u e l T a n k Details P l a n . E a c h tank w i l l have one (1) transverse baffle and a cleanout plate over b o t h tank c o m p a r t ment for complete access to the tank interior. E a c h tank shall f i l l separately t h r o u g h one (1) lexcel, chromed bronze l / " I . P . S . deck f i l l plate m a r k e d W A T E R and a length of Shieldsflex V/ " I . D . f i l l hose w i t h two (2) stainless steel hose clamps at each connection. E a c h tank shall vent t h r o u g h a length of 1/2" I . D . x 1/16" w a l l Shields P V C t u b i n g w h i c h shall gooseneck u n d e r the deck and r e t u r n to discharge into the cockpit scuppers. T h e tanks shall be connected v i a a 3 / 4 " I . P . S . Shieldsflex w i t h a 3 / 4 " I . P . S . bronze valve at the filter, b r a n c h i n g into the m a n i f o l d to f o r m one supply line f r o m it. 2

8

Piping (Fresh Water) T o be 5 / 8 " I . D . x .125" w a l l for hot and cold water Shields clear, n y l o n reinforced, P V C t u b i n g w i t h a stainless steel hose clamp at each connection. Elbows a n d tees shall be molded P V C barb-type fittings.

Fresh Water Filter O n e (1) A M F C u n o A q u a - P u r e A P 200 D u a l Purpose W a t e r F i l t e r is to be installed i n the cold fresh water line w h i c h services the galley sink, to remove any possibility of " t a n k " taste or odor f r o m the d r i n k i n g water. C S Y Y a c h t C o r p o r a t i o n is to m a i n t a i n an adequate supply of replacement cartridges for sale to yacht owners.

Seacocks T o be W i l c o x - C r i t t e n d e n cast bronze, " F u l l - W a y Seac o x " F i g . 1507 — depending on hose t a i l piece — o f a size as herein specified. E a c h seacock shall have a 3 / 4 " thick douglas fir p l y w o o d b a c k i n g block under the i n b o a r d flange and be t h r o u g h bolted i n place w i t h two (2) 1/4" diameter bronze carriage bolts.

43

Toilets

Cockpit Scuppers

T h e r e shall be two (2) P a r M o d e l 59128-0000 m a n u a l m a r i n e toilets located as per plans. E a c h toilet shall be securely fastened i n place w i t h S.S. bolts, w i t h access ports supplied to these fastenings. Intake lines shall be installed close to the centerline of the yacht to assure ample submergence at a l l times. E a c h toilet shall be equipped w i t h the following:

T h e r e shall be four (4) V/2" diameter cockpit scuppers located i n the recesses of the cockpit sole h a t c h covers, two (2) each port and starboard of the cockpit, essentially i n the four outside " c o r n e r s " of the cockpit sole. E a c h set of two (2) scuppers shall be connected w i t h a " Y " f i t t i n g and be p l u m b e d to one (1) 2" seacock port and starboard. Scupper assembly installation to have the f o l l o w i n g : F o u r (4) chrome plated for V/2" I . D . hose. F o u r (4) lengths Shieldsflex V/ " I . D . hose. T w o (2) I / 2 " I . P . S . bronze " Y ' s " of 2" I . P . S . to take 1/2" I . D . hose f r o m scuppers to " Y " and 2" hose f r o m " Y " to seacocks. T w o (2) W i l c o x - C r i t t e n d e n F i g . 1508, 2" I . P . S . seacocks.

One One One One flex hose.

(1) (1) (1) (1)

E l e c t r a San U n i t ( O p t i o n a l ) W . C . 3 / 4 " F i g . 1511 seacock for intake. W . C . l / " F i g . 1511 seacock for discharge. length each of 3 / 4 " I . D . and V/ " I . D . Shields2

2

Faucets (Pressure) Pressure faucets to be fixtures located as per plans. T o be as follows: G a l l e y — O n e (1) T o p M o u n t swing spout a n d N o . 1000 handles " m i x e r " w i t h 1/2" O . D . slip t a i l pieces. Heads — T w o (2) N o . 2802 T i f f a n y Q u a t u r n Fittings w i t h N o . 500 handles, self-closing, 1/2" O . D . slip tail pieces.

Faucet(Hand) T h e r e shall be one (1) P a r " T o p s i d e r " h a n d p u m p located i n the galley counter top convenient to the sink, w i t h a check valve i n c l u d e d to h o l d the prime.

Showers T h e r e shall be a h a n d type shower located i n the forw a r d shower stall and aft head. E a c h head shall have the following: O n e (1) N o . 1750 W V h a n d and w a l l shower w i t h 5 9 " of reinforced white v i n y l hose and w a l l m o u n t i n g bracket. O n e (1) N o . 2562 pressure b a l a n c i n g shower valve w i t h lucite handle.

Head Fixtures E a c h head shall be fitted w i t h each of the f o l l o w i n g fixtures: T o w e l Bars — O n e (1) 1" O . D . x 24" long stainless steel grab bar, to be mounted i n teak, and bolted to a b u l k head as directed. T o i l e t P a p e r H o l d e r — T o be C S Y Y a c h t C o r p o r a t i o n design, of teak.

Galley Sink

2

Deck Scuppers (Amidships) T o be two (2) P e r k o bronze, chrome plated hawse hole fittings, w h i c h also serve as through-the-gunnel fittings for m o o r i n g lines, one (1) each port and starboard.

Refrigerator Drain T h e refrigerator w i l l be fitted w i t h a drainage system that shall d r a i n n a t u r a l l y and discharge into the bilge s u m p : O n e (1) length of Shields 3 / 4 " I . D . x 3 / 3 2 " w a l l n y l o n reinforced, clear P V C tubing. T h e t u b i n g should be fitted as a "gooseneck" to f o r m a water trap or prevent cool air loss and bilge odors f r o m entering refrigerator.

Bilge Pump T o be one (1) R u l e 1500, 12 volt D . C , 1500 G . P . H . submersible bilge p u m p located i n the bilge sump. T o be equipped w i t h the f o l l o w i n g : O n e (1) length of 1" Shields Bilge F l e x hose. O n e (1) bronze t h r o u g h h u l l f i t t i n g for 1" I . D . hose l o cated at the center of the boottop i n the engine r o o m , port side.

Shower Drains E a c h shower shall have a flush d r a i n at the lowest point of the head sole or shower stall, d r a i n i n g n a t u r a l l y and discharging i n t o the bilge sump v i a open d r a i n runs created i n the bilge as per plans.

Water Pressure System T o be one (1) R a r i t a n Super G a l l e y M a t e D . C . p u m p rated at 4.3 G . R . P . T h e p u m p shall provide hot and cold fresh water to the f o l l o w i n g areas: f o r w a r d head sink and shower, galley sink, aft stateroom sink and shower.

T o be one (1) double sink, each sink of the " d o u b l e " to be 10" x 14" x 10" deep, p r o v i d e d by P o l a r Sinks, Inc., located i n the galley counter top as per plans. O n e (1) L e g i o n F i g . A S 8 0 3 , stainless steel 3 J 4 " stainless steel basket strainer a n d 2" x I /" slip t a i l piece. Sink compartments to be joined i n the drains w i t h l /" P V C pipe to a " Y " fitting, t e r m i n a t i n g to one (1) W i l c o x C r i t t e n d e n F i g . 1507 I / 2 " I . P . S . seacock, connected w i t h one (1) length l / " I . D . Shieldsflex hose w i t h two (2) stainless steel hose clamps at each connection.

Rigging and Fittings

Head Sinks

General (Cutter Rig)

E a c h head shall have an oval stainless steel sink, measu r i n g 85/2" x 11 J/4" x 5" deep, p r o v i d e d by P o l a r Sinks, Inc., located i n the toilet counter top as per plans.

T h e builder ( U l m e r Spars) shall refer to the " R i g g i n g Schedule," as per p l a n , for a l l blocks, shackles, cleats, t h i m bles, etc., not listed herein.

1

1

Hot Water Heater T o be one (1) R a r i t a n M o d e l R 6 E ; 6 gallon capacity water heater connected to the engine and located as per plans.

2

44

Fastenings Fasteners shall be T y p e 316 stainless steel screws or t h r o u g h bolts as called for.

machine

Main Mast T o be A w l G r i p P a i n t e d , 6061-T6 a l u m i n u m alloy, h o l low and elliptical i n section. T h e following m i n i m u m physical dimensions of 11.0" x 7.0" x .188" w a l l thickness (IL=67.33 I T = 3 3 . 5 8 ) shall be provided. T h e a p p r o x i m a t e total length of the mast, i n c l u d i n g b u r y is 56'4". T h e mast shall be rigged w i t h a l l halyards external a n d every h a l y a r d shall have its o w n w i n c h and cleat. I n a d d i tion, the mast shall be w i r e d i n t e r n a l l y for masthead light, c o m b i n a t i o n foredeck and bow light, and radio antenna leads. M a s t h e a d T r u c k — to be welded 5 0 8 6 - H 3 2 a l u m i n u m alloy plate. T h e r e shall be one (1) spinnaker h a l y a r d crane w i t h 3 / 8 " diameter stainless steel U - b o l t as an integral p a r t of the masthead unit. H e a d s t a y / b a c k s t a y tang fitting shall extend over a n d be bolted to the t r u c k w i t h 3 / 8 " stainless bolts t a n g fitting to 316 stainless steel. M a s t h e a d Sheaves — there shall be four (4) 33/4" m i n i m u m outside diameter sheaves scored for 1/4" wire and 1/2" rope. If sheaves are cast m a t e r i a l to be a l u m i n u m alloy 357T 6 . If sheaves are m a c h i n e d m a t e r i a l to be 5 0 8 6 - H 3 2 a l u m i n u m alloy. Sheaves shall ride on .125" thick w a l l O i l i t e bushings over 5 / 8 " diameter T y p e 316 stainless steel sheave pins. I n

4

In4

T a n g s — the f o l l o w i n g tangs are to be p r o v i d e d and shall a l l be fabricated f r o m h i g h l y polished T y p e 316 stainless steel. A l l tangs shall be t h r o u g h bolted to the mast as directed w i t h compression tubes where required. U p p e r Shrouds — two (2) tangs of 3 / 1 6 " thick plate d r i l l e d a n d reinforced for one (1) 5 / 8 " diameter p i n . ( 3 / 8 " diameter w i r e ) . Intermediate Shrouds — two (2) tangs of 3 / 1 6 " thick plate d r i l l e d and reinforced for one (1) 5 / 8 " diameter p i n . ( 1 / 4 " diameter w i r e ) . L o w e r Shrouds — two (2) tangs of 3 / 1 6 " thick plate d r i l l e d a n d reinforced for two (2) 5 / 8 " diameter pins. ( 3 / 8 " diameter w i r e ) . Forestay — one (1) double plate tang of 3 / 1 6 " thick plate d r i l l e d a n d reinforced for one (1) 1/2" diameter p i n . ( 1 / 4 " diameter w i r e ) . T h e forestaysail tang shall also have a n oblong hole capable of accepting the shackle of the forestaysail h a l y a r d block. Forestaysail B o o m T o p p i n g L i f t — one (1) single plate tang of 1/8" thick plate drilled for one (1) 5 / 1 6 " diameter pin. Spreaders — there shall be two (2) p a i n t e d , 6 0 6 1 - T 6 a l u m i n u m alloy spreaders per mast. T h e spreaders shall be tapered, hollow, oval i n shape w i t h physical dimensions of 5.0" x 1.5" x .188" w a l l . A p p r o x i m a t e length of each spreader to be 5'6". S a i l T r a c k — the sail track shall be riveted w i t h the mast section per p l a n and shall have internal dimensions of 1' x 7 / 3 2 " to accommodate the plastic sail slides. W i n c h Pads — a l u m i n u m w i n c h pads shall be located as directed to properly align each w i n c h w i t h its h a l y a r d . T h e f o l l o w i n g w i n c h pads shall be provided to suit the base

diameter of each w i n c h . T h e winches shall be p r o v i d e d by C S Y Y a c h t C o r p o r a t i o n a n d be installed by same: J i b T o p ' s l H a l y a r d — O n e (1) L e w m a r , two speed. M a i n H a l y a r d — O n e (1) L e w m a r , two speed. Forestay'sl H a l y a r d — O n e (1) L e w m a r , single speed. Cleats — the f o l l o w i n g cleats shall be furnished and i n stalled on the mast by C S Y Y a c h t C o r p o r a t i o n as directed: T h r e e (3) M e r r i m a n , A l u m i n u m A l l o y , #6 cleats. O n e (1) M e r r i m a n , A l u m i n u m A l l o y , #4 cleat. M a s t L i g h t i n g — the following lights shall be furnished and installed by the b u i l d e r as directed w i t h a l l bulbs a n d w i r i n g connections complete a n d ready for service: C o m b i n a t i o n B o w and Foredeck L i g h t — to be one (1) P e r k o light located as directed on f o r w a r d side of mast. F l a g H a l y a r d Cheek B l o c k — to be one (1) Schaefer F i g . 30-06, Series D cheek block, furnished and m o u n t e d on the spar by the b u i l d e r as directed. Eelectrical W i r i n g C o n d u i t — T w o A w l G r i p painted nylon conduits shall r u n f u l l length of the mast.

Main Boom T o be A w l G r i p painted 6 0 6 1 - T 6 a l u m i n u m alloy, h o l low elliptical i n section, fitted out for slab reefing. T h e m i n i m u m physical dimensions of the b o o m shall be 7.75" x 4.75" x .125" w a l l . T o t a l length of the b o o m is a p p r o x i m a t e l y 17'6". T h e b o o m shall be equipped w i t h the f o l l o w i n g fittings, a l l located as directed: Gooseneck — to be of e x t r a heavy, polished T y p e 316 stainless steel construction w i t h 5 / 8 " diameter pins, fixed i n place on the mast. M i n i m u m plate thickness of the gooseneck shall be 1/4". I n a d d i t i o n , the gooseneck shall have two (2) luff reefing hooks of 5 / 1 6 " diameter polished stainless steel rod welded to it. O u t h a u l C a r — to be of e x t r a heavy, polished, T y p e 316 stainless steel construction sliding i n b o o m track. O u t h a u l L a s h i n g E y e — a heavy d u t y a l u m i n u m eye shall be p r o v i d e d i n the casting at the extreme aft end of the b o o m to secure the o u t h a u l car i n the desired position. Sail T r a c k — the sail track shall be extruded integrally w i t h i n the boom section. T o p p i n g L i f t L u g — to be p r o v i d e d on the end casting. D r i l l e d for shackle as directed. B o o m Bales — there shall be two (2) 7/16" diameter, polished, T y p e 316 stainless steel r o u n d bar, b o o m bales located as directed. E a c h bale w i l l be fastened to the b o o m w i t h one (1) 5 / 1 6 " diameter stainless steel through bolt, shall be furnished and installed by U l m e r Spars and located as directed: Reef L i n e C h e e k B l o c k — O n e (1) Schaefer F i g . 3009, machine screw fastened to the boom. M o u n t e d o n a welded a l u m i n u m plate bearing p a d . W i n c h P a d — a welded a l u m i n u m w i n c h p a d shall be p r o v i d e d to level the w i n c h f r o m the curvature of the boom. O n e (1) L e w m a r N o . 9 w i n c h shall be p r o vided b y C S Y Y a c h t C o r p o r a t i o n a n d installed b y same. Cleats — one (1) M e r r i m a n 6" a l u m i n u m alloy, one ( 1 ) 3 " c l a m cleat.

Forestaysail Boom T o be A w l G r i p p a i n t e d , 6 0 6 1 - T 6 a l u m i n u m alloy, hollow, elliptical i n section. T h e m i n i m u m physical d i m e n -

sions of the b o o m shall be 5.5" x 3.375" x 0.11" w a l l . T o t a l length of the b o o m is a p p r o x i m a t e l y 12'3". T h e forestaysail b o o m shall be equipped w i t h the f o l l o w i n g fittings, a l l located as directed: Gooseneck — to be of e x t r a heavy polished, T y p e 316 stainless steel construction w i t h 1/2" diameter pins. M i n i m u m plate thickness of the gooseneck shall be 3 / 1 6 " . T h e gooseneck shall be capable of being attached to the 1/4" diameter forestay by means of a stainless steel t u b u l a r fitting that w i l l c l a m p on to the forestay. O u t h a u l C a r — to be of e x t r a heavy, polished, T y p e 316 stainless steel construction, sliding i n the b o o m track. O u t h a u l L a s h i n g E y e — a heavy d u t y a l u m i n u m eye shall be p r o v i d e d at the extreme aft end of the b o o m i n the casting. S a i l T r a c k — the sail track shall be extruded integrally w i t h i n the b o o m section to receive the plastic sail slides. T o p p i n g L i f t L u g — to be provided i n end casting. B o o m Bales — 3 / 8 " diameter, polished, T y p e 316 stainless steel r o u n d bar, b o o m bales located as directed. E a c h bale w i l l be fastened to the b o o m w i t h one (1) 1/4" d i ameter stainless steel t h r o u g h bolts.

Standing Rigging A l l standing r i g g i n g shall be 1x19 stainless steel wire rope w i t h the f o l l o w i n g diameters: Headstay — 3/8" Forestay —1/4" U p p e r Shrouds — 3/8" Intermediate Shrouds — 5 / 1 6 " L o w e r Shrouds —5/16" Backstay — 3/8"

Standing Rigging End Fittings T o be " C a s t l o k " wire rope terminals of appropriate sizes to m a t c h each piece of standing rigging.

Turnbuckles and Toggles E a c h shroud and stay that reaches the deck shall have a t u r n b u c k l e w i t h a toggle. T h e turnbuckles shall be M e r r i m a n , open center bronze chromed. T h e toggles shall be M e r r i m a n , bronze chromed. B o t h turnbuckles and toggles shall be appropriate sizes for the given rigging diameters.

Running Rigging R o p e — T o be N e w E n g l a n d R o p e C o . braided D a c r o n of a diameter a n d length as per plans. W i r e — T o be 7 x 19 stainless steel wire rope of a d i ameter and length as per plans. S p l i c i n g — W i r e to be spliced to rope i n a location so as to allow the splice to r e m a i n between the w i n c h and cleat after a m i n i m u m of three (3) turns of wire are on the winch.

Winch List General T h e following listed winches shall be supplied a n d i n stalled by the builder. E a c h deck mounted w i n c h shall be t h r o u g h bolted w i t h a b a c k i n g plate under.

46

P R I M A R Y C O C K P I T — T w o L e w m a r N o . 48, two speed self t a i l i n g winches located on the cockpit coaming. M A I N S H E E T — O n e (1) L e w m a r N o . 34, single speed self t a i l i n g w i n c h located o n the aft house top. J I B S T A Y S A I L S H E E T — O n e (1) L e w m a r N o . 8, single speed w i n c h located on the f o r w a r d house top. M A I N S L A B R E E F I N G — O n e (1) L e w m a r N o . 8, single speed w i n c h located on the boom. J I B S T A Y S A I L H A L Y A R D — O n e (1) L e w m a r N o . 8, single speed w i n c h located on the mast. J I B H A L Y A R D - O n e (1) L e w m a r N o . 16, two speed w i n c h located on the mast. M A I N H A L Y A R D — O n e (1) L e w m a r N o . 16, two speed w i n c h located on the mast. W I N C H H A N D L E S — T w o (2): O n e ( l ) L e w m a r L o c k - i n chrome plated bronze handle O n e (1) L e w m a r R a t c h e t

Commissioning W h e n a C S Y Y a c h t is f u l l y commissioned, a l l standard installations are f u l l y checked out, operated and ready to go. W h e n C a s t - O f f Package, Provisions, etc., are ordered, these also are f u l l y installed w i t h a layout chart furnished i d e n t i f y i n g where every i t e m is stored aboard the yacht so that the i t e m wanted can be found w h e n it is needed w i t h o u t problem. I n c l u d i n g i n commissioning is: A l l surface inside a n d outside neat and clean, i n c l u d i n g the bilge. E n g i n e p r o p e r l y installed, r u n - i n per factory r e c o m mendations and p r o p e r l y aligned to propeller shaft. R u d d e r p r o p e r l y installed a n d properly aligned to w o r k smoothly. Steering assembly p r o p e r l y installed and w o r k i n g freely. A l l r i g g i n g p r o p e r l y installed and p r o p e r l y tuned. E l e c t r i c a l system w o r k i n g properly, a l l electrical c o m ponents and fixtures w o r k i n g , a n d batteries f u l l y charged. F u e l system safely a n d properly installed w i t h a l l c o n nections tight a n d leak free, fuel tank f u l l , a l l shutoffs i n the "off" position. W a t e r system properly installed w i t h a l l connections tight and leak free, a l l p l u m b i n g components w o r k i n g properly, a n d w a t e r tanks f u l l . E x h a u s t system p r o p e r l y installed w i t h a l l connections tight and v a p o r — and f l u i d - l e a k free. R e f r i g e r a t o r , Ice Storage, and Ice B o x system w o r k i n g properly, if ordered. G a l l e y stove w o r k i n g properly, safety shut-off valve checked out and w o r k i n g properly, L P G a s bottles f u l l and system off. E l e c t r i c a n c h o r windlass checked out a n d w o r k i n g properly, if ordered. Compass checked out and accurate — swung a n d c o m pensated. O w n e r ' s M a n u a l i n place i n book shelf. B o t t o m P a i n t — two (2) coats. T h e yacht properly moored

a n d ready for boarding.

A s the m a n u f a c t u r e r , we reserve

the right to

make

changes i n specifications and price w i t h o u t notice. It is o u r d u t y and responsibility to y o u , o u r prospective customer, to constantly strive to i m p r o v e o u r p r o d u c t by i n c o r p o r a t i n g i n t o this p r o d u c t better materials, equipment, or m a n u f a c t u r i n g procedures w h i c h w i l l result i n an i m p r o v e d yacht. W e vigorously accept this responsibility and conduct an on-going p r o g r a m of research and testing t o w a r d this end. So f a r as is possible, w i t h the constant u p d a t i n g a n d r e p r i n t i n g of our sales brochure ( w h i c h has been designed specifically to allow t h i s ) , we w i l l attempt to keep our cus-

tomers and prospective customers apprised of these changes a n d any resultant effect on total price. H o w e v e r , we c a n not be h e l d responsible for o u r i n a d v e r t a n t failure to do so. Prices and specifications quoted o n this date are those currently i n effect. S h o u l d you enter into a purchase a n d sales agreement w i t h the C S Y Y a c h t C o r p o r a t i o n , as per the terms of the contract, prices and specifications shall r e m a i n f i r m for the entire t e r m of the contract, w h i c h is: F r o m six (6) weeks p r i o r to the time y o u r yacht goes into construction u n t i l f i n a l construction a n d commissioning of the yacht.

CSY

47

CHAPTER V

T

The Story of the Development of the Ideal Charter Boat

-his story has relevance for anyone contemplating buyi n g a yacht for cruising now or i n the future. T h e w o r l d of the cruising sailor is the most r a p i d l y e x p a n d i n g one i n a l l the field of recreation. W e are f i r m l y convinced that the requirements for the ideal charter yacht, w i t h some m i n o r exceptions, are identical to those that any cruising yacht should have w h i c h is to be used for any serious blue water cruising. I n almost thirteen years, C a r i b b e a n S a i l i n g Y a c h t s ( C S Y ) , has grown f r o m C a p r i 30s to 140 sailing yachts, the world's largest charter fleet, r a n g i n g i n size f r o m 33 feet to 44 feet, a l l b r a n d new C S Y built yachts. T h e y are based i n three m a r i n a s : T o r t o l a i n the B r i t i s h V i r g i n Islands, R o a t a n i n the B a y Islands of H o n d u r a s , a n d St. V i n c e n t at the head of the Grenadines. Y a c h t chartering has come of age a n d is fast becoming a m a j o r tourist attraction south of our border, where there are the finest cruising waters to be f o u n d anywhere i n the w o r l d . C S Y has pioneered full-service chartering f r o m the beg i n n i n g to b r i n g it to a level of sophistication a n d dependability u n d r e a m e d of just a few years ago. T o d a y , our companyowned marinas are the most m o d e r n a n d completely equipped to be found anywhere. W e even have our o w n hotel accommodations at each m a r i n a . D u r i n g the past two years we put into service 96 C S Y 44s

CSY Marina,

48

Roatan

for charter work at our marinas. T h i s is the boldest a n d largest gamble that we or any other charter f i r m has ever taken. T h e success of this yacht has been overwhelming. It is the result of almost three years of research a n d study. It is the c u l m i n a t i o n of our ten years of experience w i t h several tens of thousands of charterers i n every conceivable condition. T h i s is the story of the development of that yacht. I t is this same experience w h i c h has gone into the design of the C S Y 37 a n d 33. Basically, we were seeking four major requirements. First, she must sail w e l l : go to w i n d w a r d , be stiff, a n d be seakindly and simple rigged, so that two or even one c o u l d handle her easily. Secondly, she has to be comfortable, convenient a n d safe to live aboard whether underway or at anchor. T h e layout should be designed to provide privacy for one, two or three couples, w i t h the possibility for more capacity. Since sailing is basically an outdoor sport, the cockpit is to be large, comfortable, a n d w e l l d o w n i n the boat, convenient to the rest of the accommodations below. She is to be designed so she can sail for several weeks if necessary away f r o m a base of supplies. T h i r d l y , she has to be built w i t h materials and e q u i p ment w h i c h only require low maintenance a n d have a l o n g life. E v e r y t h i n g needed is there, but no more t h a n necessary. F o u r t h , a n d far f r o m least, we want a good-looking boat b o t h inside a n d out — design w h i c h has lasting qualities. T h i s , we felt, required reaching back and going to a tried-and-true, traditional design. I n 1969, C S Y introduced the first p r o d u c t i o n m i d cockpit boat, w h i c h was specially designed to meet o u r requirements by A l a n G u r n e y . T h i s started a trend i n m i d cockpit boats w h i c h we see so m u c h of today. I n our o p i n i o n , most have gone too far i n raising the cockpit to get a w a l k through under i t , w i t h the loss of almost a l l that valuable deck storage space and engine access, as w e l l as m a k i n g the cockpit a towering appendage w h i c h results i n too m a n y ugly boats. O u r next boat must be another breakthrough i n refinement and sophistication w h i c h the result of o u r years of experience tells us is the next step i n the development of the cruising yacht. These yachts are bought by private owners a n d leased back for a period of seven years by C S Y . D u r i n g that seven years, C S Y agrees to m a i n t a i n the yacht at its expense. T h e yacht can never be any better t h a n the product that comes out the factory door w h i c h for a l l intents and purposes is, as

CSY Marina,

St.

Vincent

f a r as a charter yacht is concerned, w h e n the manufacturer's responsibility ends: thus, o u r insistence that everything about the yacht be of the best q u a l i t y . It was extremely difficult for us at C S Y to get on the same wave l e n g t h w i t h most manufacturers of p r o d u c t i o n yachts. T h e y are tuned i n to one song — to put out the most boat for the least number of dollars. I n this, they are most successful. H o w e v e r , if we have to sign a lease i n w h i c h we agree to take o n the f u l l maintenance of a yacht for seven years, we are necessarily tuned to another song — the yacht must be equipped a n d b u i l t to stand the gaff; a quality p r o d uct designed to go to sea every day w i t h the m i n i m u m of maintenance — w h i c h is another way of saying, w i t h a m i n i m u m of expense. T h i s is not to say we don't want a good value for each dollar spent. Against our o r i g i n a l intentions, to get the yacht we wanted we h a d to go into the yacht b u i l d i n g business ourselves so that we c o u l d control every aspect of the construction f r o m b u i l d i n g the molds a n d plugs through to b u i l d i n g a n d e q u i p p i n g the yacht a n d to its final commissioning. T h e C S Y 44 is being b u i l t by the C S Y Y a c h t C o r p o r a t i o n located i n F l o r i d a a n d the exact same boat w h i c h we are using i n charter service is being sold direct f r o m the factory to the p u b l i c — no dealers. In the design of the M i d - c o c k p i t 44, we are p r o v i d i n g a huge cockpit w e l l d o w n i n the h u l l a l l o w i n g for a handsome yacht. T h e great after c a b i n a n d raised deck aft provide a spacious aft c a b i n a n d broad deck above. T h e r e are deepbulwarks f o r w a r d to make for safety i n the h a n d l i n g of the headsails. T h e C S Y 44 is available i n either a shoaldraft of 4'11" or a deepdraft of 6'6". T h e effort i n the layout below decks is to m a k e the

f o r w a r d c a b i n the equal of the aft c a b i n i n comfort and convenience, each w i t h its o w n head. T h e forward c a b i n has two r o u n d , fixed ports, Port a n d Starboard, at bunk level to give light a n d take away f r o m the claustrophobia so c o m m o n i n f o r w a r d cabins i n even the largest yachts. A completely separate stall shower is p r o v i d e d next to the f o r w a r d head so both the head a n d shower can be used at the same time. T h e m a i n salon is designed to be open a n d airy. T h e settee starboard can be made u p into a large double, a n d the back of the settee raises to provide another berth. T h e galley back of the settee raises to provide another berth, the galley is aft, w i t h a large pass through port at eye level into the cockpit. T h e galley sports a specially designed fiberglass garbage b i n w i t h cover to keep the contents both odor-free a n d bug-free. T h e cockpit itself is almost seven feet square. T h e r e are huge storage areas port and starboard under the coamings and cockpit seats. T h e cockpit sole is designed w i t h two large engine access hatches so the engine can readily be worked on f r o m both sides, and if need be, can be easily removed. T h e engine is located forward so the transmission a n d stuffing box are easily accessible. T h e r e is access f r o m the m a i n c a b i n to the engine compartment, so that i t can be entered while underway. P o r t a n d starboard of the engine are two incredibly large tanks w h i c h together h o l d 400 gallons of water. T h e fuel tank is aft i n the engine compartment. T h e f i l l for the water tanks a n d fuel tanks are far apart to avoid the mistake of p u t t i n g fuel i n the water tanks, or vice versa. T h e fuel tank has a straight filler pipe so that the level can be gauged w i t h a stick. W a t e r tanks have sight gauges. A n y boat needs good ventilation, but this is especially true for cruising i n the tropics. T h e C S Y M i d - c o c k p i t 44 has seven hatches and 18 opening ports. W i t h this, i n a d d i t i o n to the two companionways, the boat always remains cool and dry below. T h e ballast is inside a n d covered w i t h a f u l l h u l l thickness of fiberglass to, i n effect, give the yacht a double bottom. T h e bilge areas are gelcoat smooth a n d any corners r o u n d e d so they c a n be cleaned easily a n d thoroughly. W e have selected the cutter r i g to give almost twice the luff area i n the foresails where the d r i v i n g power is. T h e r e is great flexibility i n r e d u c i n g sail w i t h a roller f u r l i n g h i g h clew j i b topsail a n d self-tending staysail. T h e m a i n has jiffy reefing w h i c h is far more p r a c t i c a l a n d maintenance-free than the worm-geared roller reefing o n the b o o m that we have used heretofore. W i t h the low cockpit, a B i m i n i top w i t h a rolled c u r t a i n aft a n d a rolled u p w i n d s h i e l d f o r w a r d gives f u l l headroom underneath i t a n d still clears the boom.

CSY

C H A P T E R VI

Hardware and Equipment

i

. T was the advent of a l u m i n u m , d a c r o n , stainless steel and fiberglass that m a d e possible the l o w maintenance yachts of today. If we h a d to contend w i t h the problems of wooden yachts of yore, there w o u l d not be the thousands of yachts on the water that we now see because the average owner w o u l d neither have the time nor the money to m a i n t a i n them. T h e charter business as we k n o w it simply couldn't exist without m o d e r n materials. H o w e v e r , there was an a w f u l lot of the h a r d w a r e that the older boats used that is f a r better t h a n the cheap substitutes of today. F r o m those standards we have a lot to learn. T h e h a r d w a r e that works i n y o u r k i t c h e n just won't take it i n the m a r i n e environment. Y e t that is w h a t is being p u t o n too m a n y boats at the present time. I n over a decade of experience of h a v i n g to m a i n t a i n yachts we have f o u n d various pieces of hardware a n d equipment that we f i n d that works. I n this chapter m u c h of this w i l l be discussed and i n the architectural specifications for the C S Y 44 you w i l l f i n d the details. H e r e we are going to attempt to give the whys a n d wherefores of w h y we have specified the equipment that we have. T h i s is a n ever changing m i l i e u . A n y boat company w o r t h its salt is constantly combing the market place for better answers. C S Y more t h a n any company is d o i n g this because w i t h one hat o n i t produces yachts a n d w i t h another

50

commits itself to m a i n t a i n them. W e are testing new products a l l the time to f i n d a better answer. So by the time you read this book i t probably is a l l out of date.

Deck Hardware A s you have seen earlier we have designed a special stanchion w h i c h for the last six inches is a solid stainless steel shaft not a tube, w h i c h is threaded at the end. It is almost a n i n c h i n diameter a n d bolted w i t h a washer a n d sealed on top of our coamings to preclude any leaks. It works. Its the answer to the usual stanchion w i t h four d r i l l e d holes into the deck w h i c h almost always leak i n spite of the best installation. W e feel that if you are going top drawer there is only one way to go i n cleats and h a t c h hinges — 316 stainless steel w h i c h is w h a t we specify for a l l C S Y Y a c h t s . T h e cheaper way to go, of course, is a l u m i n u m . W e very carefully supervise the suppliers w h o produce our custom stainless steel — stanchions — boat stem pulpits — anchor chock — c h a i n plates and bow a n d stern straps. These are not stock items — they are built specially for each boat. W e allow n o t h i n g less t h a n a 304 stainless steel alloy and every piece has to be carefully f i n ished — pacified a n d electrically polished, a l u m i n u m w i l l corrode a n d a l l are weaker than stainless.

Hatch Holder and Hatch Fastener U n t i l about seven years ago, h a t c h holders were a p r o b lem for w h i c h we c o u l d not f i n d any satisfactory solution. Those that slide a n d are adjustable soon corrode and don't slide anymore. T h e y lost the little adjustment knobs as well. W e finally ended u p relying on sticks to h o l d the hatches open — a most unsatisfactory solution. I n 1972, we saw the spring h a t c h holder made by M o o n l i g h t M a r i n e a n d specified them on our C h a r t e r Y a c h t s . These have been trouble-free and they always work a n d lock themselves i n the open position w i t h no fuss. Its almost automatic. If a line gets fouled a r o u n d a n open h a t c h instead of r i p p i n g the h a t c h f r o m its hinges, it springs open w i t h no damage to the hatch. A slight tap i n the m i d d l e of the opened spring and the h a t c h closes. A new product w i t h M o o n l i g h t M a r i n e is the adjustable h a t c h fastener w h i c h allows a really tight seal for the h a t c h when it is fastened d o w n . B o t h products are simplicity itself — they work w i t h o u t a lot of g i m m i c k r y — quality products.

Blocks and Shackles M o s t of the blocks a n d shackles o n C S Y yachts are m a d e by Schaefer M a r i n e " Products. T h i s young, f a m i l y - o w n e d company is another f i r m r u n by yachtsmen w h o understand the needs of the m a r i n e environment. W e have used several kinds of blocks at our three marinas, a n d we have f o u n d that those produced by this N e w E n g l a n d based company stand the gaff better t h a n the others we have tried. These blocks are made of stainless steel, a n d the sheaves are h i g h i m p a c t D e r l i n plastic. W e are p a r t i c u l a r l y impressed w i t h the d u r a bility of the jib sheet swivel block m o u n t e d on a spring o n the car, w h i c h swivels a f u l l 360°. O u r j i b topsail is led t h r o u g h this block to a t u r n i n g block, also a Shaefer product. 4

T h e Schaefer f a m i l y has been i n business since 1914 as the p r i n c i p a l manufacturer of freight car brake equipment i n the U n i t e d States. I n pursuit of their favorite sport sailing, they decided there was the need for their m a n u f a c t u r i n g expertise i n the sailing market a n d thus started the m a r i n e division some twelve years ago. P r o v i n g again the importance of f i l l i n g a need w i t h a quality product, Schaefer has i n a few short years become a leader i n its field. H a r d w a r e such as blocks a n d shackles is always going into a n area of change. O u r purchasing department consists of two departments — one department monitors o r d e r i n g and w a t c h i n g quality control but another separate department's f u l l time task is to search the w o r l d over for something better t h a n we are getting. T h a t is the reason d i s c r i m i n a t i n g buyers w i l l f i n d things o n a C S Y yacht he has never seen before.

Cast Lock Rigging Terminals H e r e again we have tried t h e m a l l . T h e strongest t e r m i n a l used to be the swaged t e r m i n a l w h i c h is twice as strong as the N o r s e m a n type. T h e N o r s e m a n fitting consisted of u n r a v e l l i n g the stainless 1 x 19 rigging wire w i t h i n the

fitting a n d then bolting d o w n the end of the terminal into the wire to h o l d it i n place. T h e disadvantage of both terminals is that no matter h o w it is sealed at the top water manages to w o r k its way d o w n inside of the fitting. E v e n though both the wire a n d the fitting are stainless, rusting a n d corrosion eventually takes place. T h e swaged fitting cracks and then has to be cut off a n d replaced. Unless swaging equipment is available this can be a problem. T h e N o r s e m a n type fitting w i l l also corrode but it does have the advantage of being able to cut the wire and reattach the terminal fitting without a lot of exotic equipment. F o r three years now we have been using the Cast L o c k terminals. T h i s consists of a heavy terminal similar to a swaged terminal. T h e end of the wire is unravelled and inserted into the fitting w h i c h is then filled w i t h epoxy. These have been tested to have twice the breaking strength of the wire. Because the fitting is completely sealed i n epoxy water cannot get into the terminal as is the case w i t h the older types. T h e epoxy remains h a r d u p to it turns into a powder. T h u s w i t h a remove the terminal a n d , of course, attach the fitting to the wire. H e r e is another l o n g standing solved by m o d e r n materials.

400° F . at w h i c h p o i n t b l o w torch it is easy to it is simplicity itself to problem that has been

Roller Furling Gear T h e roller f u r l i n g j i b has almost become a must on cruising sail boats. O v e r the years, we have tried m a n y systems. T h e earlier ones used a luff wire w h i c h h a d the disadvantage of b o w i n g out to leeward i n heavy winds, thus affecting w i n d w a r d performance. T h e wire also o n occasion became unravelled. I n St. V i n c e n t , we h a d to eliminate the early roller f u r l i n g gear because the drums a n d swivels c o u l d not take the sometimes heavy winds encountered there, a n d they came apart. O n e of our charterers, B i l l Z i m m i e , w h o is a m a r i n e architect and a manufacturer of m a r i n e products, decided that there h a d to be a better way. T h e result is the H y d e Streamstay w h i c h B i l l designed a n d his company m a n u factures. T h i s equipment has been i n use on a l l of our yachts and has met a l l of our specifications. B i l l has designed a superior d r u m a n d swivel for heaviest use. T h e d r u m is designed so the f u r l i n g line cannot get tangled on itself or j u m p out of the d r u m . T h e real improvement, however, is the use of a rod on the luff of the sail w h i c h keeps the luff straight and solves a l l of the problems posed by the o l d luff wire. T h e r o d has a groove built into it to take a rope sewn into the luff of the sail w h i c h makes it possible to change sails w i t h o u t taking the whole r i g d o w n . W e have given the H y d e Streamstay the equivalent of several years of ordinary use i n every conceivable k i n d of condition, a n d it has performed superbly w i t h the very m i n i m u m of maintenance. T h e H y d e Streamstay is an optional item.

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Winches M o s t cruising yachts are under powered so far as winches are concerned. O u r w i n c h sizes are chosen for each of our yachts to be adequate for the standard sail area designed for each yacht. W e feel that self-tailing p r i m a r y winches are n o w a must for any cruising yacht therefore, they are standard o n a l l of our yachts. W h e n you select a yacht you should be very careful to try out the yacht under good w i n d y conditions, if that is possible, to see if the winches have adequate power for you and your wife. Y o u may want to specify larger winches. T h i s is a matter of i n d i v i d u a l preference a n d needs.

sliding brass cover although the compass is exactly the same. W e have found the brass cover can corrode or bend, m a k i n g it difficult to use, a n d the over view of the compass is restricted. T h e R i t c h i e C o m p a n y is another one of those o l d line N e w E n g l a n d companies and has been i n business since 1850. T o be i n business that long, m a k i n g navigation equipment, they have to be doing something r i g h t !

O n c e it has been decided what w i n c h power is necessary then comes the p r o b l e m of the selection of whose winches to use. T o sort out the true power of a w i n c h fairly a n d compare the products of each w i n c h manufacturer is more difficult than i t w o u l d appear on the surface. W e f i n d that i n order to try to get at the real power of a w i n c h that the only v a l i d criteria for comparison is to compare gear ratios rather than so-called power ratios w h i c h can be misleading. These ratios are available f r o m any manufacturer. T o m i n i m i z e the c o m plications i n maintenance a n d simplify operation, we t h i n k for a cruising boat that a n y t h i n g more t h a n two speed winches are superfluous. T h e difference i n cost i n winches of the same size is i n whether the casing d r u m is bronze, chrome plated bronze, anodized a l u m i n u m or the most expensive-stainless steel. These differences, are not any where near as significant as h o w w e l l the inside is constructed a n d the absence of electrolysis due to difference i n alloys. If one chooses the product of an established m a j o r m a n ufacturer of w h i c h there are three-Barlow, Barient a n d L e w m a r , you can reasonably be assured that they w i l l be a r o u n d i n the years to come. A m a j o r consideration is to choose a w i n c h w h i c h has parts readily available, a n d as m u c h as possible, interchangeable between the different size winches that may be on your boat. W e consider Barient to be one of the finest w i n c h m a n u facturers. H o w e v e r , recently we have switched to L e w m a r because we think their self-tailing feature is better. B y the time you read this we may have switched again, our account to a w i n c h manufacturer is such a valuable thing to h i m because they k n o w we set a standard. T h u s we are constantly getting them to improve their products.

Compass Probably the most v i t a l piece of equipment, p a r t i c u l a r l y for the off-shore cruising m a n is his compass. C S Y is specifying the R i t c h i e Globemaster S P - 5 compass w i t h a 5" d i a l . W e have standardized on R i t c h i e compasses for several years now a n d f i n d that they stand u p best to the t w i n problems i n the tropics of loss of l i q u i d a n d crazing of the plexiglass. Instead of a plastic g i m b a l r i n g a lighter r i n g of a l u m i n u m improves c a r d performance. W e also prefer the night l i g h t i n g feature over others. W e are using the S P - 5 w i t h a removable plastic hood, w h i c h allows f u l l view of the compass, and the cover protects it f r o m the tropical sun when not i n use. T h e S P - 5 is considerably less expensive than the D - 5 1 5 - E model w i t h the

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Combination Bow Light and Foredeck Light T h i s c o m b i n a t i o n light is m o u n t e d h i g h u p on the f o r w a r d side of the mast on C S Y yachts. B e i n g w e l l i n b o a r d on the mast, it does the job of spreader lights w i t h o u t the

h a z a r d of entangling halyards on the lights as so often h a p pens, a n d it puts the light farther f o r w a r d o n the foredeck where it is most useful. T h i s combination light serves the double purpose of b o w light a n d foredeck light w i t h a m i n i m u m of w i r i n g .

O f the several wheels E d s o n has available, we prefer the smooth, a l l stainless steel destroyer wheel. O n e reason, it is cheaper, and another reason is that i n the tropics, we have f o u n d that the v i n y l covered wheel, w h i c h has the v i n y l bonded to an a l u m i n u m wheel, w i l l finally corrode and break after some years of exposure. E v e n though E d s o n makes good on their guarantee of these wheels, we recommend the stainless wheel as being the surest to be trouble-free. E d s o n is another one of those o l d live N e w E n g l a n d firms who have h a d their staying power because of the c o n t i n u i n g quality of their products.

Steering System W e have standardized on the E d s o n steering system on a l l the C S Y Y a c h t s that we produce. W e have used their systems i n our charter operation for over a decade and it says something for the engineering a n d the materials used that these E d s o n systems have been almost entirely trouble-free. T h e E d s o n system uses stainless steel chains as a d r i v i n g method a n d change over to wire a r o u n d sheaves to a q u a d rant attached to the r u d d e r post. W e extend the rudder post so an emergency tiller ( w h i c h is standard) can be attached to it i f one of the steering cables lets go. A s i n the best of winches, E d s o n pedestals use stainless steel needle bearings w h i c h gives the smooth performance to give a good " f e e l " i n steering. Properly m a i n t a i n e d , they are trouble-free. F o r the cruising m a n , the E d s o n W r a p - A r o u n d brake is a must. T h e most i m p o r t a n t consideration i n a steering system is the design and the care w i t h w h i c h it is installed. T h e usual wheel system is connected ultimately w i t h a q u a d r a n t w h i c h is attached to the r u d d e r post. T o get the m a x i m u m leverage the q u a d r a n t needs to be big enough. F r o m the quadrant stainless steel wires are led a r o u n d a series of sheaves u n t i l these wires are connected to the mechanism of the steering system m o u n t e d i n the pedestal o n w h i c h the wheel is m o u n t e d . These sheaves have to be f i r m l y m o u n t e d a n d exactly l i n e d u p w i t h the direction of the steering wires to make the system easy r u n n i n g w i t h a m i n i m u m of f r i c t i o n a n d wear on the wires. If you see your prospective boat out of the water, push the r u d d e r back a n d forth to see if this can be done easily. W e feel that this is a m u c h safer and dependable arrangement t h a n a h y d r a u l i c system.

Auxiliary Engine T h a n k f u l l y the day is pretty m u c h gone w h e n gasoline engines were used as auxiliary power o n sailboats. U n f o r t u n ately this is not yet true o n power boats. A l t h o u g h gasoline engines cost quite a lot less than diesels a n d they are also c o n siderably lighter the advantages of the diesel engines far outweigh the consideration of cost. Diesels are less expensive to operate. H o w e v e r , the safety factor of a diesel engine over a gas engine makes it an absolute must i n our o p i n i o n . Diesels w i l l also far outlast a gasoline engine a n d the maintenance is far less. W e are using Perkins Diesel engines n o w as standard o n all of our yachts. N o t only do we think they are at least the equal of the best but they are probably the most universally used marine engine i n the w o r l d . Parts are available w o r l d wide. W i t h the recent opening of the new Perkins m a n u f a c turing p l a n t i n C a n t o n , O h i o , Perkins w i l l have plants o n every continent i n the w o r l d , thus further assuring the a v a i l ability of parts. Since Perkins is the largest marine diesel engine manufacturer i n the w o r l d , we c a n be as sure as i t is possible to be that they w i l l be a r o u n d for as l o n g as the engines can be expected to be i n service a n d the parts w i l l always be available.

a n d sediment w h e n it accumulates. U n l i k e o r d i n a r y filters, both the sediment and water can be removed a n d the filter element changed w i t h o u t bleeding the system. T h e r e is also another R a c o r model 5 0 0 - F E filter to keep the crankcase o i l clean w h i c h greatly-lengthens the life of the engine.

T h e Perkins 4-154 diesel is the most m o d e r n diesel engine i n the whole Perkins line. It not only is a rugged, quietr u n n i n g engine, but produces more horsepower per p o u n d of weight t h a n most other diesels. It is designed to r u n at its f u l l R P M , 3000 R P M , continuously at w h i c h it produces 53 shaft horsepower. W i t h the three-to-one, reduction that is specified for the C S Y 44, it produces almost as m u c h horsepower as the next larger engine i n the Perkins line. T h e Perkins 4-154 is standard on the C S Y 44 M i d C o c k pit C u t t e r a n d the C S Y 44 Pilot House K e t c h . A s an o p t i o n on the Pilot House K e t c h the more powerful Perkins 4-283 can be installed. B o t h the C S Y 33 and the C S Y 37 have the Perkins 4-108 as standard w h i c h is more power than either boat really needs, but it is there i n the extreme conditions w h e n only such power c o u l d do the job.

Fuel Filter A necessity on any cruising auxiliary is a fuel filter, but this is particularly true if you expect to cruise far afield where fuel supplies may be more suspect as it is i n the C a r i b b e a n . M o s t diesel engine dealers offer the filter as a n extra a n d the usual filter does not always do the job. O n l y the best is good enough to protect a $500 injection p u m p and a $4,000 engine. T h e best fuel filter we k n o w is the R a c o r M o d e l 5 0 0 - F E . It is the smallest one they make a n d works at m a x i m u m flow rate of .9 gallon per minute. I t is a three stage filter. I n the p r i m a r y stage, the fuel is r u n through a r o t a t i n g disc w i t h 30° vanes i n it w h i c h by centrifuge action removes the heavy solids a n d liquids. T h e r e then is a secondary stage w h i c h coalesces out those c o n t a m i nants w h i c h are lighter than the fuel. I n the t h i r d and final stage, the fuel passes u p through the center of the filter element w h i c h is the most efficient p a r t of the filter and into the injection p u m p . A n y water a n d everything d o w n to 2 microns has been filtered out of the fuel. T h e advantage of this filter, besides its thoroughness, is that the filter housing is transparent so you can see the water

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Engine Muffler C S Y has tried a l l kinds of mufflers. W e have used copper, w h i c h goes blooey i n a year i n the tropics under charter use. W e have used stainless steel w h i c h stands u p fine, but -is very h i g h i n cost. W e finally settled o n the water-lift type of muffler w h i c h eliminates space-robbing risers. H o w e v e r , those generally available i n the market place are usually of g a l v a n ized steel. T h e y m a y not last too long, but are relatively i n expensive to replace. O n C S Y yachts we use the water-lift type muffler. W e have f o u n d that the very best way to construct it is of fiberglass. W e make these ourselves. T h e water-lift p r i n c i p l e is simple; the inlet pipe comes into the top of a container w i t h the exhaust gases a n d water. T h e outlet pipe is' a standpipe w h i c h goes to the bottom of the container. T h e pressure of the gases forces water a n d gas out. W h e n not i n use, the muffler container acts as a reservoir to catch any water c o m i n g i n through the exhaust so it cannot back u p into the engine. T h e exhaust gases a n d water n o r m a l l y are at 125°. T h e fiberglass can withstand temperatures over 400°. E x h a u s t water never exceeds the b o i l i n g point. T h e fiberglass muffler has higher insulation properties t h a n metal mufflers so it absorbs more of the sound a n d more of the heat goes overboard. T h e indestructible, non-corrosive (the key w o r d ) , fiberglass muffler system w i l l last indefinitely.

this way and i n only 2 years we h a d to completely rewire them. T h e usual stranded copper wire h a d been reduced to brittle dust. W e rewired them w i t h tinned copper w i r i n g and haven't h a d a problem since. T h e stranded wire is d r a w n through a bath of molten solder w h i c h protects the copper from breakdown. O f course, tinned wire is specified for a l l C S Y yachts. F i n d i n g a supplier for such w i r i n g is not always a n easy m a t ter. T h e r e are very few wire manufacturers m a k i n g the stuff. T h e M i c h i g a n W i r i n g C o m p a n y is one of those rare ones who can fill the need. It's one of those " s m a l l " things on a yacht w h i c h cost so little more, but can save the ultimate yacht owner a real bundle i n the years to come.

Electrical Panel Battery Switch and LP Gas Control

Batteries T h e r e are no more expensive a n d dangerous items o n a boat t h a n cheap batteries. M o s t yacht manufacturers use the regular automotive type batteries w h i c h simply aren't made for the m a r i n e environment. S u c h batteries mean constant replacement cost — we k n o w , we have gone that route. A dependable battery system has to be one of the most i m p o r t a n t items on a yacht. T h e r e are times w h e n i t can literally mean life a n d death to get an engine started or to r u n a bilge p u m p . T w o banks of batteries is an absolute must so that one set can always be kept fully charged to start the engine. T h e other set is used to r u n lights and the other more m u n d a n e uses. E v e r y C S Y yacht comes standard w i t h two 12 volt batteries each w i t h a capacity of 100 a m p . hours. W e offer a n optional package of four batteries i n two banks. E a c h bank consists of two six volt batteries w i r e d i n series. These give 200 a m p h o u r of capacity on each set for a total of 400 A . H . T h i s extra power package also gives a longer life. Y o u should not accept the usual automotive type batteries o n a boat as most manufacturers supply. Be sure that you have heavy duty batteries made especially for m a r i n e use. C S Y uses C h l o r i d e batteries and we f i n d them as trouble free as any ones we have been able to f i n d . I f you expect to leave your boat for long periods of time and you have a 110 volt available, it is a good investment to add the optional constavolt charger to keep your batteries always fully charged. N o t h i n g w i l l do more damage to a battery t h a n a l l o w i n g it to go dead.

Electric Wiring W e learned early what happens to the usual stranded copper w i r i n g i n the tropical marine environment. S u c h w i r i n g is pretty m u c h standard w i t h p r o d u c t i o n yacht builders. A m o n g our charter yachts, our C a r i b 41's, were w i r e d

S t a n d a r d on a l l C S Y yachts is the M a r i n e t i c s electrical distribution panel, another fine m a r i n e product developed by yachtsmen who understand the rigors of the marine environment a n d have applied their engineering background to develop a product that matches. Several years ago, because of the problems that we were h a v i n g w i t h the usual p r o d u c t i o n manufacturers installed panels, we replaced them w i t h the M a r i n e t i c s product, without a moment of p r o b l e m since, a n d w i t h the equivalent of several years of use under our belt. T h i s reflects good engineering w i t h the right concept, the proper choice of hardware a n d good marine practice t h r o u g h out the product, w h i c h together guarantees the safety a n d dependability of a cruising yacht's electrical system. E v e r y circuit is protected by circuit breaker — no fuses. T h e gimmick-free battery selector switch is built into the panel a n d each set of batteries has an easily read jeweled battery condition m o n i t o r w h i c h gives accurate readings at a flip of a switch. O v e r the propane stove standard on a l l C S Y yachts is i n stalled a M a r i n e t i c s L P gas control p a n e l w h i c h leads to a solenoid valve at the L P tanks. A switch at the control panel turns on the gas supply and exhibits a red light to r e m i n d the cook that the gas supply is on. W h e n cooking is done, the gas is turned off — the light goes out. T h e gas is sealed i n its tank w i t h no pressure i n the lines. It is a f a i l safe system, the valve automatically closes if the electrical supply or pressure regulator fails. A must for any cruising yacht using L P gas.

Portlights A good boat has to have good opening port lights for the m a x i m u m comfort of its occupants. O n the C S Y 44, for i n stance there are, 19 opening ports, this is an area of critical importance. T h e y have to be strong enough to withstand a breaking sea on deck, w i t h o u t leaking or r u p t u r i n g . T h e y should open a n d close easily, have screen inserts a n d spigots, designed to prevent water f r o m spilling below w h e n opened after a r a i n . W e tried plastic ports. W e feel they just don't have the inherent strength to stand u p . W e have gone to the all-bronze port lights made by the R o s t a n d M a n u f a c t u r i n g C o m p a n y . T h i s company has been m a k i n g m a r i n e hardware, mostly for

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is safe on " d r y r u n s " if allowed to r u n dry by mistake. T h e teflon seals are self-lubricating. It's a great piece of quality equipment w h i c h has stood u p for us under the most difficult use. N o way c o u l d anyone get us to change.

Seacocks Probably the most fallacious a n d dangerous practice that manufacturers indulge i n to save money is the use of ordinary house variety gate valves for t h r o u g h - h u l l fittings instead of seacocks. T h e gate valves corrode, they break easily, they leak, a n d they do not allow for full pipe size passage of the flow of water.

ocean-going ships, since 1902. T h e i r ports are of the highest quality a n d even have an adjustable screw arrangement to take u p wear i n the gasket to assure no leaks practically for the life of the bronze. Plastic ports break easily. T h e y discolor. Because they are not r i g i d it is difficult to get a truly tight seal. M o s t plastic ports have plexiglass panes w h i c h scratch and can be c o m pletely clouded by the use of some commonly used solvents. Bronze ports have been used for years a n d are good for the life of the boat. T h e C S Y 33's a n d the C S Y 37's have oval ports that we designed and are custom b u i l t for us i n S p a i n . Bronze ports cost at least four times as m u c h as plastic ports. W e think they are w o r t h every penny of it.

T h e r e are a l l kinds of seacocks that are being made to make them cheaper than the honest-to-God real t h i n g — rugged, all-bronze seacocks. T h e best ones that we k n o w of are the " F u l l - W a y " Seacox made by W i l c o x C r i t t e n d e n . P r o p erly installed, ( w h i c h means m o u n t e d on a w o o d backing block and through bolted to the h u l l ) occasionaly lubricated, they w i l l give a lifetime of safe service, as we have found to be true. O n a l l C S Y yachts, a l l the seacocks, the propeller, the shaft, everything that is metal a n d underwater is bronze to m i n i m i z e the electrolytic action of dissimilar metals.

Hand Bilge Pump W e have found that the W h a l e G - 2 5 d i a p h r a g m p u m p w h i c h is made i n I r e l a n d is the finest h a n d bilge p u m p a v a i l able. T h i s model is actually two pumps i n one a n d can p u m p 30 gallons per minute. O n e of its m a i n features is the instant access to the synthetic rubber d i a p h r a g m — very easy to service. T h e body of the p u m p is made of anodized diecast alloy coated w i t h epoxy resin. It comes w i t h a removable stainless steel handle. W e have used the W h a l e G-10 on the C S Y 37 and C S Y 33 and have found them to stand u p flawlessly. T h e larger G-25 is being specified for the C S Y 44.

Electric Bilge Pump A l l C S Y yachts have an electric bilge p u m p as back u p i n addition to the h a n d bilge p u m p . A s w i t h the rest of our equipment, we have tried them a l l . T h e best a n d most trouble-free electric bilge p u m p that we k n o w of is the " R u l e " H e a v y D u t y model 1500, w h i c h can p u m p 1,500 gallons per hour. It has a double teflon seal system so that it goes on w o r k i n g if one seal fails. T h e housing and internal parts are m o l d e d i n h i g h impact A c e t a l R e s i n so it is free of electrolytic damage. It incorporates a n open i m p e l l o r design w i t h a stainless steel shaft w h i c h permits the p u m p to discharge trash and particles overboard. T h e p u m p

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Water Filter W h e n cruising anywhere, but p a r t i c u l a r l y i n the islands, care has to be taken i n selecting water to be p u t i n the yachts tanks. E v e n w i t h the greatest care, a water filter right at the water tank is a must. O n C S Y yachts A q u a - P u r e # A P 2 0 0 is standard. T h i s is a d u a l purpose filter w i t h a white cellulose filter to strain out rust, dirt, silt, or other solid particles. T h e Second stage is filled w i t h activated carbon crystals w h i c h removes disagreeable taste or odors. Spare cartridges are available w h i c h , of course, must be changed regularly. T h i s filter is for c o l d water use only a n d therefore has to be i n stalled i n the line between the water tank a n d hot water heater.

Interior Hardware

Propane Tanks

It is a regrettable trend i n p r o d u c t i o n yachts that hinges, door hardware, handles, knobs, you name i t , being put on yachts today are the garden variety of cheesy hardware made of sheet steel w h i c h is chrome-plated, or even cheaper alloys not made or intended for the marine environment. T h e trend is so w e l l established that it is difficult to f i n d the good precision cast bronze or h i g h quality stainless steel hardware that is the only k i n d that should ever be p u t o n a yacht i f you expect it to stand u p for any length of time.

It is a n absolute must on a boat if you are using L P gas that the gas cylinders be of a l u m i n u m . T h i s cuts d o w n o n maintenance. M o r e i m p o r t a n t , it precludes the possibility of the tank rusting out and causing dangerous leaks w h i c h they w i l l surely do i n the m a r i n e environment. N e i t h e r can there be internal scale to clog fuel lines. T h e a l u m i n u m tanks are 40 per cent lighter and unlike steel, a l u m i n u m tanks are n o n sparking. T h e W o r t h i n g t o n C o m p a n y supplies a l u m i n u m tanks f r o m a 6 lb. capacity to 40 lbs. W e have been using these tanks successfully for almost ten years w i t h no m i s haps. T h e y can be p r o v i d e d for i n horizontal or i n v e r t i c a l installations.

W e finally found a supplier of fine bronze hardware i n N e w Jersey; H . S. Getty. T h i s company's m a i n business is p r o v i d i n g hardware for large ocean-going vessels. T h e quality of their product w o u l d even d r a w a d m i r a t i o n f r o m the likes of that o l d perfectionist, L . Francis Herreshoff. W e have specified Getty bronze interior hardware throughout a l l C S Y yachts. Costs a little more, but we k n o w it's a one time cost — period.

Drawers W e are a great believer i n lots of drawers on a boat. C S Y yachts are designed to provide at least two drawers for every person on board. T h e r e are two drawers i n each head. A l together there are over 24 drawers o n a boat like the C S Y 44. A s any cruising m a n knows, drawers are a p a i n i n the you-know-what o n any boat. T h e y take on moisture a n d swell and stick or they come apart. W e have f o u n d the answer to the drawer p r o b l e m by using the T e c h t o n i c one-piece, continuous frame section drawer. These are plastic drawers made i n a continuous frame so any size drawer can be made a n d it won't come apart. T h e y won't be affected by water or h u m i d i t y . T h e y are shatterproof. T h e y are smooth so they glide as if greased. Because the patented T e c h t o n i c method of m a k i n g drawers does not require a lot of expensive molds, these drawers cost less t h a n conventionally made drawers. A n o t h e r case of where the best costs less.

Propane Stove Properly installed, we consider propane to be safer t h a n alcohol. O u r problem, however, was to f i n d a stove and oven that w o u l d stand u p under the most rugged use a n d c o u l d withstand the combined corrosive effects of exposure to salt water, heat and h u m i d i t y . W e have tried just about every one of the garden variety of stoves p u r p o r t e d to be m a r i n e stoves. M o s t of these are enameled sheet steel. T h e burners usually are a l u m i n u m . T h e burners clog and the hinges break and i n short order the whole body of the stove begins to rust. I t is incredible h o w badly these stoves look after only about three months of use i n the tropics, even though they may be tolerably usable for as m u c h as a year. H o w e v e r , these stoves have needed constant replacement — a very expensive business. Here's where almost any m a n u f a c t u r e r you want to name w i l l save a few bucks. C S Y learned a l o n g time ago that the only stoves w o r t h p u t t i n g on a boat are stainless steel stoves and that means stainless steel inside a n d out w i t h stainless steel hinges a n d n o n corrosive burners a n d parts. T h e y are standard o n a l l C S Y yachts.

Refrigeration T h i s subject is discussed i n greater detail i n a later chapter by M r . Crosby who installs a l l refrigeration for C S Y yachts. F o r years the level of dependency of marine refrigeration has been pretty low. It annoys us that w h a t is laughably called refrigeration is installed as standard on some p r o d u c t i o n yachts. These are $200. units (at retail) w h i c h are electricity eaters a n d are totally unsuited for marine use (again refer to M r s . Crosby's c h a p t e r ) . W h e n we approached the matter of refrigeration for our charter yachts we h a d to be absolutely certain we w o u l d have a system that w o u l d work a n d be easily m a i n t a i n e d by our staff. T h e requirements were these — no battery d r a i n or the need to hook u p to a 1 1 0 V supply. It therefore should be r u n off the engine. It was to be designed w i t h as few connections as possible to cut d o w n on the chances of leakage. C o m ponents were to be choosen for their quality a n d parts a v a i l ability not based on cost. W e wanted three sections — one, a freezer to h o l d food for six people for three weeks i n c l u d i n g bread w h i c h goes fast i n the tropics. T h e second section w o u l d h o l d 200 lbs. of ice cubes below freezing. T h e daily need for ice for six people i n the tropics is more than most small marine freezer sections

c o u l d handle. T h e t h i r d section was to be a refrigeration space at 38°F. for vegetables, cheese, butter, etc. T h e system h a d to be designed for tropical use w h i c h means steady h i g h temperatures. T r a n s l a t e d this meant heavy insulation — 4" on a l l our boats. A l l of this to be kept going w i t h no more t h a n an hour's use on the engine at 1,000 R . P . M . less time at higher R . P . M . T h e Crosby C o m p a n y met our requirements and more. T h e y are strictly marine refrigeration specialists. T h e y designed a n d tested their system outside the boat for a m o n t h under the conditions that c o u l d be expected on the C S Y 44. T h r e e notable features of this system are the space saving palletized condensing units w i t h open access to a l l parts for visual inspection; a separate 1/4 H . P . longlife sea water p u m p i n lieu of using the engine sea water p u m p for condenser heat removal. T h i s system is available as a n option on a l l C S Y yachts. T h e boxes range i n size from 17 c u . ft. o n the C S Y 33 to 21 cu. ft. o n the C S Y 44's. T h e most important part of any refrigeration installation is the insulation-top-sides a n d bottom. It is doubtful whether any manufacturer provides the 4 inches of insulation that C S Y does on its boxes. T h e y w i l l keep ice far longer t h a n regular boxes. T h e r e are few things on a yacht more i m p o r tant than a good refrigeration-freezer system that can make a boat a home.

S I M lMVi

Note heavy

insulation.

Paints and Finishes T h e only cheap bottom paint is the one that lasts the longest. T r o p i c a l waters can grow a marine hay field on the bottom of a boat i n three weeks time. A good bottom paint consists of two basic elements — toxicants — the a n t i - f o u l i n g ingredients — a n d the resins that b i n d the toxicants together. A successful anti-fouling bottom paint must have more t h a n just a h i g h percentage of toxicant. T h e key is i n the resins that b i n d the toxicants into the p a i n t f i l m . I f that isn't properly formulated, the toxicants w i l l not leach or they w i l l leach too rapidly. I n b o t h cases, the paint is a failure. W e are using C o p p e r - L u x w h i c h contains 67.5 per cent cuprous oxide and one per cent tributyl t i n fluoride w h i c h kills the grass growth. A l l I can tell you, it works better t h a n anything we have ever used and we have tried practically everything. W e are using the three coats of the I n t e r l u x #97 P o l y clear urethane varnish on the teak a n d holly cabin soles. T o the last coat w i l l be added some pumice for its nonskid qualities. T w o coats of Interlux #60 rubbed effect urethane v a r nish is going o n a l l the teak a n d teak t r i m below decks on all C S Y yachts. These urethane varnishes are easy to apply — are tough

and long-lasting. T o keep the yacht i n a new condition, they should be applied right at the factory. W e are standardizing o n International P a i n t Products because, by experience, we know they work a n d being the largest manufacturer of marine paints a n d varnishes, their products are widely available.

Swim Ladder T h e swim ladder that we offer you as a n option has ten years of development behind it. I n our charter business we have tried everything and not u n t i l now w o u l d we say we have an answer. T h i s specially designed and patented ladder is the result. It is all stainless steel so it is rugged enough to take a 300 lb. m a n . It lies unobtrusively against the stanchions on the side of the yacht. It recesses against the stanchions so it is not vulnerable. It swivels outboard and turns around and hooks over the coaming. It is permanently attached to the yacht so if it is forgotten when the boat gets underway it w i l l not be lost. It rests solidly against the rub r a i l a n d it has the added advantage of going two feet below the water so one does not have to c h i n himself to get onto the ladder. It is not a n inexpensive piece of equipment but it is a h i g h quality one-time investment.

CSY

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CSY

C S Y Mid Cockpit Cutter

Design Concept T h i s design is the c u l m i n a t i o n of ten years of experience of C a r i b b e a n S a i l i n g Y a c h t s , L t d . i n the charter business. It is the ideal cruising yacht for two, four or six. Simple enough to be h a n d l e d by two a n d fully capable of housing three couples i n privacy. T h i s yacht is an outdoor l i v i n g yacht w i t h the cockpit as the center of activity. W i t h its seven hatches and seventeen opening ports a n d two companionways, it offers the most superior ventilation to keep the boat both cool a n d dry.

On Deck S t a r t i n g at the bow, we f i n d the specially designed b o w chock to h o l d a 3 5 - p o u n d C Q R p l o w o r D a n f o r t h a n c h o r i n the c h o c k w i t h o u t j u m p i n g out. T w o hawse holes are p r o v i d e d i n t o the d i v i d e d a n c h o r l o c k e r to take two a n c h o r rodes. A n optional electric w i n d l a s s is m o u n t e d f o r w a r d for h a u l i n g the anchor line. T h e switch for activating the windlass is connected through the o i l pressure switch o n the engine so that it cannot be started unless the engine is r u n n i n g . F r o m the bow to the step u p to the great after deck besides the cockpit port a n d starboard are the very h i g h bulwarks

w h i c h w i t h the easily repaired sanded non-skid gives sureness a n d safety under foot w h e n sail h a n d l i n g i n r o u g h weather. H a w s e pipes for dock lines are f o r w a r d and a m i d ships just f o r w a r d of the step up. Scuppers are installed at the step up to d r a i n off the excess water that c a n be caught inside the bulwarks. T h e deck house is t r i m m e d i n teak a n d the rugged bronze opening ports (eleven of them) are through bolted and sealed to the side of the f o r w a r d house. T h e teak toe r a i l tops the bulwarks a l l a r o u n d . T h e genoa track is just aft of the step-up a n d the sheets for the j i b topsail are led aft to the car a n d block on the genoa sheet; then to a t u r n i n g block; a n d then to the self-tailing winches on the cockpit coaming. A gallows frame is aft of the cockpit w h i c h is made of stainless steel uprights a n d a teak crosspiece. A lazarette is p r o v i d e d on the afterdeck for an emergency anchor, dock lines, snorkels, masks, etc. Especially designed leak-proof a n d extra sturdy stanchions w i t h double life lines are a l l a r o u n d the yacht w i t h gates port a n d starboard at the step d o w n . T h e bow a n d stern rails a n d stanchions as well as a l l the cleats and deck hardware are 316 stainless steel. T h e seven opening hatches are extra heavy so as to provide a good inflexible seal. T h e dams a r o u n d the hatches

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DIMENSIONS: LOA LWL BEAM DRAFT DISPLACEMENT

44'0" 36'4" 13'4" 4'11" (6'6") 37,000 lbs.

are 4 inches h i g h — more t h a n twice as h i g h as usually found on production boats to assure that there can be no leaks a r o u n d the hatches.

The Rig T h e double head sail cutter r i g provides a flexible, efficient and powerful w i n d w a r d capability. Shortening sail is by jiffy reefing on the m a i n . W i t h the ability to easily roll up the jib topsail, sail forward can be reduced q u i c k l y a n d easily. W i t h the m a i n a n d the clubfooted forestaysail alone, you have a n easily h a n d l e d r i g — easily singlehanded, too.

The Cockpit and Engine Room T h e cockpit is well d o w n i n the boat. It is almost four feet f r o m the cockpit sole to the cabin top — h i g h enough to be out of a direct hit by flying water, but low enough for good visibility at the h e l m both standing a n d sitting. T h e companionways f o r w a r d a n d into the aft cabin are opposite each other for easy passage w i t h three steps d o w n into each. Slides are p r o v i d e d for installing boards over the c o m p a n i o n way doors i n rough conditions. F o u r large scuppers lead into two large seacocks port a n d starboard for m a x i m u m d r a i n age. T h e cockpit is roughly 7 feet by 8 feet — large enough for outdoor sleeping. A special folding table is p r o v i d e d w h i c h can be attached to the binnacle for eating outside. Beside the helmsman's seat to port is a h a n d y insulated cold drink cooler w h i c h can h o l d the melted ice a n d water u n t i l it is ready to d r a i n into a scupper hose. H u g e sail lockers (7 feet long) are provided port a n d starboard for the storage of a l l manner of things needed on deck. T h e specially designed rugged fiberglass binnacle has a 5 i n c h R i t c h i e compass — E d s o n steering w i t h a brake. T h e starter button a n d engine cut-off are built into the binnacle.

BALLAST SAIL A R E A MAST HEIGHT ABOVE W/L FUEL WATER DESIGNED BY: CSY, LIMITED & PETER

12,000 lbs. 905 sq. ft. 56'0" 100 gallons 400 gallons SCHMITT

T h e engine panels are mounted i n their o w n protected box on the f o r w a r d bulkhead of the cockpit. A b o v e the engine panel is the C o m b i digital depthsounder, log a n d knotmeter — all standard. T o port over the galley is a large pass-through opening port for passing food a n d for c o m m u n i c a t i o n f r o m below. T h e forward cockpit seat raises so dishes i n the dish locker underneath can easily be removed. C u b b y holes are provided port a n d starboard i n the cockpit c o a m i n g for w i n c h handles. T o port, there is a locker i n the c o a m i n g where two 20-lb. propane tanks are stored i n their o w n sealed compartment w h i c h is d r a i n e d overboard. A M a r i n e t i c s switch turns off the gas at the tanks so gas pressure does not remain i n the line w h e n the gas isn't being used. A locker is built into the starboard c o a m i n g for the storage of the two banks of 200 A H batteries — dry a n d accessible. Being well d o w n i n the boat, the cockpit can be fitted w i t h a B i m i n i top w i t h 6'6" a n d even more head room. A m y l a r w i n d o w above helps, but the after end of the top stops short of the wheel so the helmsman can see his sails. A rolled up aft c u r t a i n is provided w h i c h can be rolled back to the gallows frame to shade the helmsman or lowered to cut out the late afternoon sun c o m i n g over the stern. F o r w a r d a m y l a r dodger can be mounted to keep the spray out of the cockpit a n d if you really want a comfy, all-weather protection, side curtains can be added — an a l l weather pass thru too! I n the cockpit sole are two hatches w h i c h raise u p for easy access to both sides of the engine below. T h e engine is the 62 h.p. Perkins diesel 4-154. W e i g h i n g only 150 lbs. more than the next smaller 4-108, it develops two thirds more power. T h e stuffing box a n d a l l parts of the engine a n d transmission are easily accessible. T h e engine can be removed through the starboard hatch if the need should arise.

T h e 100-gallon diesel fuel tank (500-600 mile range) is aft of the engine. T w o 200-gallon water tanks are placed, one to port a n d one to starboard.

The Forward Cabin I n most m i d - c o c k p i t boats, the aft cabin is far superior to the forward cabin. O u r effort i n the design of this cabin was to make it more nearly the equal of the aft cabin. T o get light and air into the c a b i n , we placed the hatch forward on deck w h i c h is where it should be to get easy access to the deck and proper ventilation. T h e piece de resistance are the two rugged fixed ports at eye level port a n d starboard beside the bunk so the occupants can see out on the outside w o r l d — a real innovation for a f o r w a r d cabin w h i c h are usually claustrophobically dark, cramped and stuffy. T h i s cabin can be closed by a door farther aft so there is room to move a r o u n d and then the head becomes an i n tegral part of the cabin. T h e V berth filler is stored u n d e r the forward berths w h e n not i n use. T h i s compartment is also designed to store the bed clothes out of sight d u r i n g the day. T h e r e are two drawers under each bunk, a bureau w i t h three drawers and an ample hanging locker for two is o n the starboard side. T h e f o r w a r d head divides into two sections w h i c h can be closed off into a separate head a n d sink section a n d a separate sit-down shower section so that both can be used at the same time i n privacy. T h e shower has its o w n p r i s m light overhead a n d the head has its o w n overhead h a t c h a n d openi n g port for light and ventilation. T w o handy drawer a n d lockers over and below the counter complete the a c c o m m o dations.

The Main Cabin T h e m a i n cabin as well as the rest of the yacht is a reproduction of the wood feeling of the boats of old w i t h teak battens across the headliner, holly and teak sole, teak table a n d counter tops a n d bulkheads finished w i t h teak N e v e r m a r . T h e r e is a kerosene brass lantern for soft lighting at night w h i c h saves the precious batteries. H e a d r o o m throughout this spacious cabin is 6'6" or more, as it is throughout the rest of the boat. T h e m a i n cabin of the boat has the proven favored arrangement w i t h a U - s h a p e d galley, aft, a n d a settee a r rangement port a n d starboard, w i t h a sturdy dropleaf table i n the m i d d l e . T h e 13'4" beam of the C S Y 44 is such that this arrangement allows a wide passageway to the starboard of the table w i t h an L - s h a p e d settee to port. Y o u w i l l note that passage through the boat from stem to stern is one direct straight line. W e have engineered the settee to starboard so that the back is hinged and can be raised. I n the half-way " u p " position it becomes a comfortable h a n g i n g berth — 3 0 " wide held by heavy barrel bolts fore and aft. O n c e the back of the settee is raised there is a 52" p u l l out double bed underneath going a l l the way outboard to the curve of the h u l l . T h u s , two can sleep i n separate bunks or two i n the double below and one above without m a k i n g up a dinette w h i c h is so c o m m o n i n the boats of today. T h e r e are three drawers under the starboard settee and one under the port settee. T h e rest of the area under the settee provides a large dry storage area. Bed clothes are q u i c k l y stowed behind the settee back to starboard w h e n it is lowered for the day. A separate h a n g i n g locker is p r o v i d e d for m a i n cabin use.

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T h e large ice box and freezer is to starboard, opposite the galley, and adjacent to the companionway. O v e r it is a locker set up as a bar w i t h secure inserts for glasses and liquor bottles. H e r e the skipper can serve drinks, chop ice, a n d be out of his wife's way as she prepares the m e a l ; a n d at the same time, he is only an arm's reach away from those i n the cockpit. T h e freezer is a specially designed, gimmick-free u n i t w h i c h runs off a compressor w h i c h is d r i v e n off the engine. T h e shape of the box, insulation, design of the equipment a n d the installation of this unit was especially created for the C S Y 44. T h e r e is enough space i n the freezer to h o l d three weeks of fresh meats a n d bread for everyone aboard. T h e r e is also a h o l d i n g plate i n the huge ice compartment to keep the temperature low enough to conserve the ice supply for 2-3 weeks. T h e entire unit can be m a i n t a i n e d at o p t i m u m temperatures by r u n n i n g the engine for just 60 minutes a day. T h i s w i l l certainly be a great relief to those who cruise i n the Tropics. S h o u l d the refrigeration system go on the fritz, the ice supply w i l l last for a week or more. T h e L - s h a p e d settee, to port, seats four, a n d w i t h the table fully opened, two more can be seated to starboard. T h e drop leaf table can double as a chart table w i t h stowage for navigation instruments a n d books i n the lockers behind the settee. T h e r e are two, large ventilating hatches i n the m a i n cabin plus a t h i r d over the galley. T h e galley has got to be the sea-going wife's d r e a m . It has 7 linear feet of counter space. T h e dinette table, w i t h its nearness to the galley, provides a d d i t i o n a l counter space. Pots and pans are stowed under the counter just to the left a n d i n board of the stove w i t h a drawer for cooking utensils over it. T h e r e are five drawers, i n b o a r d of the sink. Storage is under the sink for drawboards, soap, etc. Dishes are stored i n a carrying case w h i c h can be easily removed by lifting up the cockpit seat on deck a n d then taking home for the dishwasher. Conveniently located over the stove is a locker w i t h a shelf over it for spices or condiments easily available for cooking. A n d the a l l stainless steel stove is by shipmate w i t h a 3-burner propane range a n d an oven. Probably the most appreciated item o n board is the fiberglass insert to contain garbage. It is adjacent a n d b u i l t into the counter just aft of the stove. It is designed to take the capacity of a standard plastic garbage p a i l bag. T h e lips w h i c h protrude from the self-contained compartment are notched to receive a shock cord to f i r m l y secure the garbage bag. It also has a soft rubber gasket along the edge so w h e n the fiberglass cover is on — a l l odors are sealed i n . T h i s w i l l not only keep the boat neat and clean by e l i m i n a t i n g garbage rolling a l l over the boat, but w i l l also keep the bug p o p u l a tion d o w n as well. A hose led into the bilge sump w i t h a valve on it can be opened so the garbage unit can be easily and thoroughly cleaned. T h e bilge sump is of smooth gel coated fiberglass. T h e skipper's wife w i l l appreciate the convenience of being able to literally stand i n one spot a n d do all her work w i t h everything at h a n d and still be able to serve the dinette or cockpit — a l l w i t h i n arm's reach. A large opening port is between the galley and the cockpit at eye level for serving thus enabling the ship's cook to see, hear and j o i n i n conversation w i t h those i n the cockpit so she's still part of the action — even w h e n i n the galley.

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O n the bulk head, over the icebox, is the 18 circuit 12volt M a r i n e t i c s panel w h i c h has switches w i t h circuit breakers instead of fuses w h i c h go to a l l the lights a n d pumps a n d electric motors on the boat. It also has a four-way switch to switch f r o m one bank of heavy-duty marine batteries or the other or both to d r a w u p o n or to charge them. E a c h bank of batteries has an indicator on the panel showing the amount of charge on each set. T h e engine has a 60-amp alternator rather than the standard 42-amp generator to be sure there is enough capacity available to charge the batteries quickly.

The Great Aft Cabin T h e r e are seven large rectangular opening ports just under the deck line recessed into the h u l l — two to starboard; three i n the transom, and two to port, one of w h i c h is i n the head. I n a d d i t i o n , there's an opening h a t c h forward for added light a n d ventilation. T h e light a n d airy feel of this cabin has to be seen to be believed although the cabin is almost eleven feet square (121 square feet, i n c l u d i n g the h e a d ) . T h e openness created by the ports make its already big size seem even more spacious. A s you can see on the plans, there are two large single berths. T h e r e is double bed accommodations by sleeping athwartships across the after end of the bunks. B o t h beds have h a n d y shelves alongside them for stashing knicknacks. T h e r e are five drawers — three i n the bureau and two under the beds. A 3' wide hanging locker is beside the companionway w i t h the radio telephone i n a weatherproof box on a shelf above, yet easily accessible to the cockpit. O v e r the h a n g i n g locker a n d bureau on the starboard side there has been designed a large chart table w h i c h can be worked at seated on the head of the bunk or standing up. There's plenty of r o o m for the a d d i t i o n of electronics. I n the head the toilet paper dispenser is under the sink and protected from getting soaked by the shower water by sliding doors. T h e r e is the usual locker outboard for stowage i n a d d i tion to a special d r a w e r for toiletries and a clothes hamper. T h i s head has its o w n opening h a t c h overhead for v e n t i l a tion as well as an opening port a n d , of course, has a large area for showering.

C S Y Pilot House Ketch

DIMENSIONS: LOA LWL BEAM DRAFT DISPLACEMENT BALLAST SAIL A R E A MAST HEIGHT ABOVE W/L FUEL WATER DESIGNED BY: PETER SCHMITT

44'0" 36'4" 13'4" 4 ' 1 1 " (6'6") 38,000 lbs. 13,000 lbs. 937 sq. ft. 58'3" 225 gallons 393 gallons

The Concept B u i l t on the same h u l l as the C S Y 44 M i d - C o c k p i t C u t t e r , the effort i n the Pilot House K e t c h version is to retain the superior sailing characteristics a n d good looks of the o r i g i n a l h u l l , but to make it an inside l i v i n g boat g i v i n g the advantages of the w a l k through w i t h o u t its d i s a d v a n tages. T h i s boat is aimed p a r t i c u l a r l y at the live-aboard couple w h o w i l l have occasional guests. T h e boat has been specifically designed to p u t a l l the amenities aboard if desired. T h e center of l i v i n g i n this boat is the enclosed salonpilot house w h i c h lends itself to air c o n d i t i o n i n g and reverse cycle heat systems. T h e boat is built to exactly the same h i g h standards as her sister — the C S Y 44 M i d - C o c k p i t C u t t e r .

On Deck F o r w a r d the deck is almost a duplicate of the cutter i n every respect, i n c l u d i n g the anchor chock and p o w e r - w i n c h , two hawse pipes. T h e cockpit is placed aft w i t h a w a l k w a y beside the pilot house for passage aft. T h e pilot house has two opening hatches w i t h tinted, transparent safety glass so that the set of the sails m a y be observed f r o m inside the

pilot house. T h e 18" h i g h windows on the pilot house are 3 / 8 " heat treated glass set i n heavy bronze extruded frames. The center w i n d o w i n the f o r w a r d p a r t of the pilot house opens out for v e n t i l a t i o n . T h e two large aft windows open i n w a r d . T h e rest of the windows are fixed. F r o m the inside steering station, there is almost 360° visibility. A s i n o u r other yachts a l l the stanchions, cleats and deck h a r d w a r e are 316 stainless steel.

The Rig W e have chosen the ketch r i g for this boat. It is a f u l l size r i g w i t h some 30 more square feet sail t h a n the cutter. A l l the fittings are 316 stainless — the rigging, turnbuckles, and m a i n and mizzen mast are a l l over-sized so there need be no fear to take this boat anywhere. J i f f y reefing is p r o vided on both the mizzen and the m a i n a n d the H y d e Streamstay roller f u r l i n g gear is standard.

The Aft Cockpit T h e cockpit is a full 6'6" long so it can be used for sleeping. It is well d o w n i n the boat so there are ample back rests a l l a r o u n d . F o u r large scuppers are p r o v i d e d w h i c h d r a i n t h r o u g h the stern a n d can d r a i n the cockpit r a p i d l y . T h e binnacle a n d wheel are raised for visibility over the house. A h i g h h e l m s m a n seat is p r o v i d e d behind the wheel w i t h a f o l d i n g backrest. T h e engine instruments and the C o m b i d i g i t a l k n o t meter, log and depthsounder are m o u n t e d on the f o r w a r d b u l k h e a d i n the cockpit. D u p l i c a t e i n s t r u m e n t a t i o n is at the wheel i n the pilot house w i t h a 5" R i t c h i e compass at both locations. T h e steering system is h y d r a u l i c . T h e r e are night lights on the binnacle. A b u i l t - i n ice d r i n k cooler is to port beside the helmsman. L a r g e lockers for deck stowage are

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under the cockpit seats both port a n d starboard. Space for two 20-lb. a l u m i n u m propane bottles, (a three-month supp l y ) is p r o v i d e d i n its o w n sealed locker under the raised helmsman's seat.

The Pilot House T w o steps up and f o r w a r d of the owners stateroom is the f u l l w i d t h 8J/2' x 11' salon-pilot house w h i c h is raised a n d w i t h its large 18" h i g h windows a l l a r o u n d affords m a x i m u m outside visibility while inside the boat. T h a t is w h y we call it a n inside-outside yacht. T h i s is the focal point for a c t i v i t y i n this boat. It being the center for socializing, eating a n d l o u n g i n g — even entertainment as w e l l as inside steering. T h i s area has a f u l l length settee-bunk to port w i t h oodles of d r a w e r space beneath. T h e helmsman's seat folds d o w n at the f o r w a r d end of the starboard settee. Between the settees is a d r o p leaf table w h i c h opens for eating. F o o d is passed f r o m the galley v i a the pass t h r o u g h over the credenza separating the galley f r o m the salon. U n d e r the salon is the easy-to-get at m a i n engine — an economical Perkins 4-236 w i t h room f o r w a r d of it for an e x t r a 120 gallon water tank. N o t only is the engine r o o m easy to get at, but if the generator or engine needs to be

removed, it can be done easily w i t h o u t t e a r i n g the boat apart. T h e r e is room under the salon for four tanks. T h r e e for water c a r r y i n g an aggregate of 393 gallons and two tanks for fuel together g i v i n g 225 gallons of diesel fuel (1,200 mile range). F u e l tanks and water tanks can be used i n various combinations to suit the owner a n d to get more or less water or fuel as m a y be required for the expected use of the boat. T h e C S Y Pilot House K e t c h is designed to be able to be away f r o m a base of supplies and still live very comfortably for weeks at a time.

The Galley and Forward Cabin T w o steps d o w n f o r w a r d of the salon brings you to the spacious uncluttered galley w h i c h is five feet wide fore a n d aft and takes up the f u l l w i d t h of the boat. A s i n a l l C S Y yachts to starboard is a 19 cubic foot specially b u i l t r e f r i g eration system r u n off the engine d i v i d e d into three sections — freezer, ice preservation and refrigeration. T h e same deluxe stainless steel propane stove as on a l l our boats is to port. A credenza separates the galley a n d the salon. F o r w a r d of the galley is a large head to port a n d a h a n g i n g locker a n d bureau to starboard. T h i s whole area can be closed off to become a commodious f o r w a r d cabin. W i t h the 2 fixed ports i n the h u l l five opening bronze —

ports a n d a n opening h a t c h f o r w a r d i n the deck a n d over the head — it a l l adds u p to a spacious light a n d generally delightful stateroom.

The Owner's Stateroom D o w n the c o m p a n i o n w a y ladder a n d f o r w a r d of the cockpit is a large master stateroom w i t h dimensions rarely found o n a sailboat — 8 / ' x 11' (93.5 sq. ft.) w i t h f u l l 6'8" headroom f r o m beam to beam. A large full-size double bed is to starboard a n d a full-size settee b u n k is to port. F o r w a r d of the double bed o n the starboard side is a n extra large private head w i t h pressure hot a n d cold-water shower. A large chart table is located f o r w a r d to port w i t h seating p r o v i d e d by the head of the settee bunk. A b o v e the chart table is a very ample area for the installation of any needed electronics. T h e chart table is i n a direct line of sight w i t h the steering station i n the aft cockpit a n d w i t h i n easy c o m m u n i cation w i t h the pilot house steering station. T h e chart table can double as a v a n i t y for m ' l a d y . T h e storage on this boat is outstanding. I n the master stateroom there are 13 drawers and two his ' n hers h a n g i n g lockers. 2

T h e Pilot House K e t c h is the luxurious flagship of the C S Y line of yachts. It is designed for the all-weather liveaboard. She is first and foremost a sailing yacht w i t h w o r l d wide capabilities. It has 225 gallons of fuel tankage (1,200 mile range) a n d , a n incredible 393 gallons of water i n five tanks. O n e tank c a n be removed so that a 7.5 K W generator can go behind the m a i n engine. T h e windows i n the Pilot House a l l framed i n extra heavy bronze extrusions w i t h 3 / 8 " unbreakable glass. T h e manufacturers of these w i n dows make windows for t u g boats a n d ocean liners. T h e y are not the usual flimsey a l u m i n u m frames. T h e y are made to go to sea. O f course, the Pilot House K e t c h has to cost more money than the m i d - c o c k p i t cutter. It is a m u c h more c o m plicated boat to b u i l d . It is a different boat for different climates for different people w i t h different needs a n d different pocket books. T h e Pilot House K e t c h is a very different yacht than w h a t is generally available on the m a r k e t today. She is therefore extremely distinctive a n d is a standout i n a n y harbor.

DIMENSIONS: LOA LWL BEAM DRAFT DISPLACEMENT BALLAST (LEAD) SAIL A R E A MAST HEIGHT ABOVE W/L FUEL WATER DESIGNED BY PETER SCHMITT

37'3" 29'2" 12'0" (4'8") 6'0" 19,689 lbs. 8,000 lbs. 610 sq. ft. 50'4" 50 gallons 130 gallons

Plan A (Two Stateroom Model) The Concept T h i s boat is basically conceived as a two people or four people boat a l t h o u g h it can sleep six i n p r i v a c y . If

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guests are aboard, the owners stateroom retains the o w n ers p r i v a c y w i t h its o w n head a n d a separate one for the guests or the kids. T h e design is t r a d i t i o n a l . She is a h a n d some and distinctive boat. T h e r i g , storage a n d water supply are designed for cruising for long periods away f r o m a base of supply and it can be easily h a n d l e d by two or one. It is built to the same h i g h standards as other C S Y yachts.

On Deck T h e deck has the usual C S Y easily repaired sanded non-skid. Stanchions w i t h double life lines are standard w i t h gates port and starboard by the cockpit. T h e bow and stern pulpits have double rails and a l l the h a r d w a r e on deck is 316 stainless steel. F o r w a r d there is a bow chock for the plow anchor a n d f o r w a r d of the house is a nice well w i t h bulwarks a l l a r o u n d for safe h a n d l i n g of the headsails.' A hawse pipe leads to the anchor locker.

A s w i t h a l l C S Y yachts, the boat is designed for efficient v e n t i l a t i o n to keep the areas below cool a n d d r y . T h e r e are seven heavy opening hatches so that every cabin a n d head — every enclosed area has at least one opening h a t c h w h i c h added to the eight opening bronze ports make this boat a p a r t i c u l a r l y airy one — again like a l l of C S Y boats.

The Rig T h e cutter r i g , we feel, is the best a l l - r o u n d r i g for a cruising yacht for reasons that we have discussed i n greater detail i n other places i n this book. She is a fast but stiff p e r f o r m i n g boat w i t h the great flexibility of easily v a r y i n g sail area. T h i s yacht is surprisingly fast.

The Cockpit L a r g e e n o u g h to sleep i n , i t has the large areas for deck storage so necessary i n a c r u i s i n g boat. T h e p r o p a n e tanks are i n t h e i r o w n sealed c o m p a r t m e n t w h i c h is d r a i n e d overb o a r d d r a i n a g e p o r t a n d s t a r b o a r d . F o u r large scuppers a l l o w q u i c k o v e r b o a r d d r a i n a g e . T h e 40 h . p . P e r k i n s 4-108

diesel e n g i n e has a V - d r i v e so that i t doesn't have to be i n side the m a i n p a r t of the boat. T h u s , the e n g i n e is easy to get at t h r o u g h the T - s h a p e d h a t c h i n the c o c k p i t a n d c a n be easily r e m o v e d , i f need be. T h e m o l d e d stairs i n t o the m a i n c a b i n can easily be r e m o v e d e x p o s i n g the f o r w a r d e n d of the engine for s e r v i c i n g . T h e cockpit can easily be fitted w i t h a c o m b i n a t i o n dodger and B i m i n i top. A n insulated ice d r i n k cooler as on a l l our C S Y boats is built into an area beside the helmsman's seat. A boom gallows for the m a i n boom is to facilitate f u r l i n g the sail under any conditions. T h e engine instrument panel is m o u n t e d on the cockpit b u l k h e a d .

The Aft Owner's Cabin T w o steps d o w n the c o m p a n i o n w a y steps p a r t i t i o n e d off to port is the owner's stateroom. It communicates w i t h the cockpit v i a a bronze port under w h i c h is a f o l d i n g chart table. W h e n the chart table is folded d o w n , the area where the radio telephone is revealed where there is r o o m for further electronics.

T h e bunk can be p u l l e d out to make a commodious double, but d u r i n g the day can be kept as a very private daybed. F o r w a r d of the bunk is the private head and shower, i n b o a r d of w h i c h is a h a n g i n g locker w i t h three drawers under it w h i c h added to the drawers under the bunk gives this stateroom more than adequate storage. T h i s cabin is right at the center of m o t i o n of the boat a n d this is the most c o m fortable place to sleep on a boat — p a r t i c u l a r l y w h e n underway.

The Galley T o starboard as you go below and f o r w a r d , is the galley w i t h a deep double sink C S Y garbage storage unit, S h i p m a t e stainless steel 3 burner stove and oven forward of w h i c h is the three part freezer, ice preserver a n d refrigerator unit w h i c h is r u n off the engine and provides food for four for three weeks w i t h a l i q u o r locker over it convenient to the salon. Since the house on the C S Y 37 goes a l l the way outboard a great deal of storage space is made available.

The Salon T h i s salon is deceptively large-lookng for a boat of this size since it uses a l l the headroom outboard to the h u l l . T h e L - s h a p e d settee to port is not meant for sleeping but for l o u n g i n g and eating. T h e dinette table is folded against the b u l k h e a d w h e n not i n use so as to unclutter this area except w h e n d i n i n g . T h e settee berth to starboard is designed for sleeping and can be p u l l e d out to make a double w i t h the back of the seat being raised to make another berth area. Every effort i n this cabin is utilized w i t h the use of w o o d and w a r m colors a n d a brass kerosene lantern to reproduce that w a r m p a t i n a w h i c h is so m u c h the trademark of the t r a d i t i o n a l yacht.

The Forward Cabin T h e f o r w a r d cabin is designed to be closed off together w i t h the f o r w a r d head-shower to become a really large cabin for a boat of this size w i t h a seat, h a n g i n g locker and bureau w i t h four opening bronze ports — a fixed port i n the

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h u l l at bunk level and the overhead h a t c h a l l contributes to make this an u n u s u a l l y light a n d airy cabin. Liveable forw a r d cabins are a C S Y trademark. T h e C S Y 37 is a t r a d i t i o n a l boat. It is a p r a c t i c a l boat. It is a low maintenance boat a n d its layout provides a flexi b i l i t y for accommodations w i t h p r i v a c y rarely found i n a boat of this size without over-crowding.

Plan B (One Stateroom Model) T h i s unusual design is aimed squarely at the one couple sailors who want the ultimate i n comfort for weekending or l i v i n g aboard. It w o u l d work too for a couple w i t h two or three kids. T h i s p l a n is set i n exactly the same h u l l a n d deck as the P l a n A two stateroom — two head model. As i n many older boats the head a n d shower is placed i n the forepeak. T h e large m a i n stateroom is placed aft of the head m u c h nearer the center of m o t i o n i n the boat. T o port is a full sized double bunk. T o starboard are large h a n g i n g lockers a n d a chest of drawers, a dressing table a n d a locker behind it. T h e m a i n salon is huge for a boat of this size. T h e feeli n g of spaciousness is enhanced by the cabin top going c o m pletely from port to starboard, there not being any cabin house as there is i n the usual design. T o starboard there is a f u l l 6'6" settee w h i c h makes up into a bunk. Opposite that on the port side is a large dinette w h i c h too can be made up into a double bunk without loweri n g the table (an e x t r a ) . A f t of the dinette is a very ample U Shaped galley w i t h a three burner stainless steel stove w i t h an oven outboard. A f t is a large deep ice chest w h i c h can be d i v i d e d into a freezer a n d refrigerator. A very large chart table is on the starboard side opposite the galley w i t h a wet locker f o r w a r d of it. B o t h models of the C S Y 37 are available i n a deep draft version (6') or a shallow draft version ( 4 / 8 " ) . T h e P l a n B model design has few if any counterparts i n todays market place. It obviously is meeting a need as it is fast becoming the most p o p u l a r yacht i n our line.

C S Y Aft Cockpit Cutter

DIMENSIONS: LOA LWL BEAM DRAFT DISPLACEMENT BALLAST SAIL A R E A M A S T H E I G H T A B O V E \VL FUEL WATER DESIGNER: PETER SCHMITT

33'04" 2:V00" 11'()()" 5'00" (3'11") 15,200 lbs. 4,650 lbs. 538 sq. ft. 47'06" 46 gallons 115 gallons

Concept T h e idea of this yacht was to design something w h i c h is generally traditional and built to the same standards as the others in the line. It w o u l d be a smaller boat, but w i t h enough freeboard to be dry i n a sea way. She needed to be roomy and comfortable for longer passages. W e wanted p a r ticularly to develop a design that had good w i n d w a r d performance and be light and airy inside — not claustrophobic feeling that too many boats of this size have. She must have the fuel and water tankage that every cruising yacht that expects to be at sea for extended periods must have. H o w do you get a l l this and make a really good looki n g boat? T h a t was the problem w h i c h we posed to our architect Peter Schmitt — the C S Y 33 was his answer.

On Deck She is flushed decked from port to starboard with a see-around raised house. T h e boat has been designed with one heavy C S Y overhead hatch forward. T h e deck has been designed so others can be added over the house or i n the

head. T h e r e are two custom bronze opening ports, port and starboard forward. T h e fore deck is lower than the house to afford a thoroughly drained well w i t h a coaming a l l a r o u n d for safety underfoot. She comes as a sloop or as a n optional cutter. T h e heavy stainless steel anchor chock is standard on all of our yachts. T h e rugged rub r a i l is built into the h u l l also standard on a l l C S Y yachts. T h e cockpit is deep w i t h full back support a l l the way a r o u n d w i t h a raised helmsman seat. L a r g e sail lockers are port a n d starboard and the f u l l 6 foot length of the cockpit allows for sleeping under the stars. T h e r e is a b u i l t - i n h a t c h i n the c a b i n sole to service the stuffing box and for further storage. T h e cockpit has extra large scuppers feeding through commensurately large seacocks to allow the cockpit to be drained rapidly. T h e yacht can be built i n a m e d i u m draft of 5 feet or for an extra charge the m o l d is blocked out to provide a 3' 11" draft w h i c h requires more ballast. A n y o n e h a v i n g the boat built to the shallow draft configuration can expect markedly poorer w i n d w a r d performance and increased leeway. W h a t is so surprising about this boat is that i n spite of the fact her freeboard is almost as h i g h as her bigger sisters i n the C S Y line, she is a strikingly handsome boat. Because of her heavy displacement and thus resting lower i n the water, she manages to escape the effect of l o o k i n g like a pregnant whale like so many of her competitors do.

Main Salon A n y o n e stepping d o w n into the cabin of this boat simply can't believe that she is only a 33 feet boat. T h e feeling of space is heightened by the raised pilot house w h i c h gives a 6'7" head room throughout not just i n the m i d d l e . Y o u should hear the tall guys at the boat shows ooh and aah since

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its one of the few boats i n w h i c h they can stand u p straight of any size! T h e finishes — teak t r i m — cabin sole etc. are exactly up to C S Y standards. T h e U shaped galley opening onto the dinette on the starboard side is not only convenient but doubles the w o r k i n g space since the f o l d - d o w n dinette table can double as a w o r k i n g surface. T h e dinette can be made into a double without lowering the table o p t i o n a l ) . T h e r e is the usual 3 standard C S Y burner stainless steel stove a n d oven outboard. T h e deep double sink is located i n the best place possible — along the m i d line. T h e 17 cu. ft. refrigerator freezer w i l l h o l d food a n d ice for two for three weeks. Opposite the galley to starboard is a f u l l sized chart table w i t h r o o m above it for any electronic installation you may need. It faces aft so eye contact can be made w i t h the guy at the wheel. Just aft of the chart table right next to the companionway is a wet locker. T h e r e is storage a l l around port and starboard. T h e 115 gallons of water tanks are stored under the settees and port and starboard. There's a f u l l 6'6" settee-berth on the starboard side f o r w a r d of the chart table and opposite the dinette. T h e table can be raised so people on opposite sides of the cabin can eat at the table, if necessary.

Forward Cabin It is a step d o w n to get into the forward cabin where the headroom goes d o w n to 6'3". A t the step there is a door w h i c h closes oft the whole forward section to become a very

large cabin contiguous w i t h the head and shower. Opposite the head a n d shower is a h a n g i n g locker — storage locker and a dressing table w i t h a set of drawers under. T h e forward bunk can be made into a double by the addition of a V insert. B o t h sides have a reading light and storage shelves f o r w a r d , w i t h drawers underneath. E n t r a n c e may be gained into the anchor rode locker by way of a door at the f o r w a r d end of the bunks. F i n a l l y , she sails a n d m a n does she go! She's dry. She's comfortable, She's good looking. She's a w i n n e r a n d priced to compete nose-to-nose w i t h any boat her size and of m u c h less quality.

C H A P T E R VII

Specifying the Spars for a Cruising Boat A large, preheated i n g o t of a l u m i n u m a l l o y rests h o r i z o n t a l l y o n a carriage i n f r o n t of a huge h y d r a u l i c r a m . S l o w l y the r a m begins to m o v e f o r w a r d , pressing the i n g o t t h r o u g h a steel d i e u n d e r thousands of tons of pressure. E m e r g i n g f r o m the opposite e n d of the d i e is a h o l l o w mast section that h a d its shape d e f i n e d i n a w i n d t u n n e l as the o p t i m u m i n a e r o d y n a m i c efficiency. I n c l u d e d i n t e g r a l w i t h i n the a l u m i n u m section is the sail track, s p i n n a k e r pole l i f t track a n d a v a r i a b l e w a l l thickness that produces the m a x i m u m stiffness. S o u n d far-fetched? W e l l i t i s n ' t ! It's b e i n g d o n e every day to p r o d u c e state of the art spars for the latest ocean r a c i n g sailboats. Boats that d e m a n d n o t h i n g else b u t the lightest, strongest a n d cleanest rigs a v a i l a b l e ! T h e process is k n o w n as e x t r u d i n g a n d is p r o v i d i n g the c r u i s i n g s a i l o r w i t h the latest technology i n spar shapes a n d f a b r i c a t i o n methods. A n d w h y s h o u l d n ' t the c r u i s i n g s a i l o r have the o p t i m u m i n spar design? It's a k n o w n fact that rigs w i t h l o w w i n d resistance a n d the lightest possible w e i g h t , consistant w i t h strength r e q u i r e m e n t s i m p r o v e u p w i n d b o a t performance. T h e r e are two a l u m i n u m alloys that are c o m m o n l y used for spar e x t r u s i o n s , n a m e l y 6061-T6 a n d 6063-T6. T h e 6000 series alloys are heat treatable, possess g o o d c o l d w o r k i n g a n d m a c h i n i n g properties a n d are r e a d i l y w e l d a b l e . I n add i t i o n , 6061 a n d 6063 alloys p r o v i d e g o o d o v e r a l l c o r r o s i o n resistance i n a m a r i n e e n v i r o n m e n t . B o t h metals are a l l o y e d w i t h v a r i o u s q u a n t i t i e s of s i l i c o n i r o n , c o p p e r , manganese, m a g n e s i u m , c h r o m i u m , zinc a n d t i t a n i u m . W e said that the 6000 series of a l u m i n u m was heat treatable. T h e designator T 6 f o l l o w i n g the basic f o u r d i g i t n u m b e r i n g system classifies to w h a t extent the a l l o y has been heat treated. H e a t t r e a t i n g makes a t r e m e n d o u s difference i n the strength of the a l l o y . F o r instance, w i t h the 6061 series a l l o y , the difference i n the compressive y i e l d strength, (that p o i n t at w h i c h the m e t a l begins to deform) between the " 0 " temper a n d the " T 6 " temper is 7 times, 5000 P S I versus 35,000 P S I . Q u i t e a difference! T h e selection of a mast section for a n e w design is somet h i n g that s h o u l d never be p i c k e d o u t of the b l u e . A n y designer of sailboats w o r t h his salt m u s t have a n i n t i m a t e k n o w l e d g e of the stresses a p p l i e d to spars a n d he m u s t k n o w h o w to calculate the i d e a l mast section for any g i v e n boat. T h e c a l c u l a t i o n r e q u i r e d to p i c k the o p t i m u m mast section is q u i t e s i m p l e i n itself. H o w e v e r , this c a l c u l a t i o n takes i n t o account the vessels s t a b i l i t y at 30 degrees of heel w i t h factors

Masthead

fittings.

of safety i n t r o d u c e d to elevate the mast c o m p r e s s i o n to a k n o c k d o w n c o n d i t i o n . If the mast c a l c u l a t i o n is for a n e w design, the o n l y way that one c a n get a true p i c t u r e of the vessel's s t a b i l i t y is to k n o w where the v e r t i c a l center of g r a v i t y of the e n t i r e s h i p is. T h i s c a n o n l y be accurately f o u n d by c a l c u l a t i n g the w e i g h t of a l l items o n b o a r d a n d the center of g r a v i t y of each i n a v e r t i c a l p o s i t i o n . T h e w e i g h t c a l c u l a t i o n itself i f d o n e c a r e f u l l y is very t i m e cons u m i n g a n d i n c r e d i b l y b o r i n g , yet v i t a l l y i m p o r t a n t to the design of any boat. W i t h the k n o w n v e r t i c a l center of gravi t y a n d d i s p l a c e m e n t we c a n proceed w i t h a s t a b i l i t y calc u l a t i o n that provides us w i t h s o m e t h i n g k n o w n as a r i g h t -

i n g a r m . T h e r i g h t i n g a r m times the d i s p l a c e m e n t equals the r i g h t i n g m o m e n t or that force r e s i s t i n g the h e e l i n g m o m e n t of the vessel a n d p r o d u c i n g the compression o n the mast. W i t h o u t these tedious c a l c u l a t i o n s a designer is o n l y k i d d i n g h i m s e l f because he w o u l d have to guess at the righting moment. T o r e - r i g a n e x i s t i n g boat, the s t a b i l i t y may be f o u n d by p e r f o r m i n g a n i n c l i n i n g e x p e r i m e n t , a not altogether diffic u l t task. J o i n i n g t h i n w a l l spar sections a n d a t t a c h i n g fittings to the exteriors of spars (and we s h o u l d c l a r i f y spars as masts, booms, spreaders, struts, d o w n w i n d a n d s p i n n a k e r poles, etc.) m u s t be a p r o c e d u r e that is c a r e f u l l y c o n t r o l l e d cons i d e r i n g that the w a l l thickness of the mast section o n a n average 45 foot c r u i s i n g boat w i l l r a r e l y exceed % of a n i n c h . Spreader a n d s p i n n a k e r p o l e w a l l thicknesses for the same size boat w i l l g e n e r a l l y be % " a n d y " respectively. 0

2

&

T h e best advice that c a n be g i v e n about w e l d i n g either 6061-T6 o r 6063-T6 is that i t s h o u l d be kept to a m i n i m u m . T h e terrific a m o u n t of heat generated d u r i n g the w e l d i n g process causes e i t h e r of these alloys to lose about 40 percent of t h e i r tensile y i e l d s t r e n g t h , q u i t e a loss! T h i s strength loss is g e n e r a l l y considered to h a p p e n w i t h i n one i n c h e i t h e r side of the w e l d l i n e . W e l d e d areas can be b r o u g h t back to f u l l strength by a reheat treatment b u t spar-makers d o not have the facilities to do this. W e l d e d m a s t h e a d fittings, splices, a n d w i n c h pads are fine p r o v i d i n g the w e l d i n g is g o o d . T h e r e is u s u a l l y m o r e t h a n e n o u g h unaffected m e t a l a r o u n d these fittings to m o r e t h a n offset any loss i n strength due to w e l d i n g . W e l d i n g of t h i n w a l l sections such as spreaders d i r e c t l y to the mast w a l l is taboo! A n y t i m e that a n a l u m i n u m w e l d i n a t h i n w a l l e d structure is exposed i n a m a r i n e e n v i r o n m e n t a n d subject to c y c l i c v i b r a t i o n a n d repeated b e n d i n g o r t o r s i o n a l stresses, l o o k o u t ! C h a n c e s are excellent that the fitting w i l l f a i l close to the w e l d l i n e . F o r this reason I prefer goosenecks a n d spreader d i p s to be heavy stainless steel p l a t e fastened to the mast w a l l w i t h m a c h i n e screws. M a c h i n e screws s h o u l d of course be stainless steel. It's a g o o d i d e a to set the heads of a l l m a c h i n e screws w i t h a p u n c h o r use " L o c - T i t e " o n the threads so that they w i l l never loosen. T a n g bolts m u s t have t h e i r nuts d r i l l e d for a cotter p i n so that i t is absolutely i m p o s s i b l e for the n u t to loosen a n d back off. T h i s even a p p l i e s to the " a i r c r a f t " type self l o c k i n g nuts w i t h the p l a s t i c inserts. A f t e r years of w e a t h e r i n g a n d p e r i o d i c t i g h t e n i n g I have seen this fastener r e a d i l y b a c k o f f . S h r o u d tangs s h o u l d be stainless steel plate a n d i t r e a l l y matters l i t t l e as to w h e t h e r they are d o u b l e o r single p l a t e to captivate the e n d fitting of the s h r o u d . B o t h the j a w a n d eye fittings are e q u a l i n strength. I d o r e c o m m e n d e x t e r n a l tangs for the c r u i s i n g boat however. T h e y s h o u l d be r i g h t o u t i n the o p e n where p e r i o d i c inspections aloft can detect latent failures. E v e r y spar b u i l d e r has his o w n m a s t h e a d design, some good, some b a d . T h e best m a s t h e a d f i t t i n g w i l l be f a b r i cated f r o m w e l d e d a l u m i n u m p l a t e i n t e g r a l w i t h i n the w a l l s of the e x t r u s i o n . T h i s type fitting offers the least a m o u n t of w i n d a g e a n d w e i g h t consistent w i t h adequate strength. B u l k y cast a l u m i n u m o r heavy stainless steel masth e a d fittings s h o u l d be a v o i d e d .

Section of mast wall

showing thickness.

A g o o d m a s t h e a d f i t i n g w i l l possess sheaves t h a t have a m i n i m u m d i a m e t e r to the b o t t o m of the score of the w i r e p o r t i o n of the h a l y a r d of 18 times the d i a m e t e r of the h a l y a r d . T h i s is the absolute m i n i m u m . A n y t h i n g less w i l l absol u t e l y destroy the w i r e w h i c h i n t u r n w i l l absolutely destroy ones hands a n d sails. M a s t h e a d sheaves w i l l r i d e over heavy stainless steel p i n s w i t h o i l i m p r e g n a t e d , m e t a l bearings that reduces f r i c t i o n to a m i n i m u m . M a s t h e a d sheaves t h e m selves s h o u l d be forged or m a c h i n e d f r o m a l u m i n u m a l l o y . P h e n o l i c s are n o t as g o o d as a l u m i n u m for sheaves a n d plastics s h o u l d never be used u n d e r any circumstances. G o o d spars w i l l either be a n o d i z e d or p a i n t e d . A n o d i z i n g is a n electro-chemical process whereby the ever present oxi d e film o n the surface of a l u m i n u m is t h i c k e n e d by passing an electric c u r r e n t t h r o u g h a n a c i d , electrolyte (usually s u l f u r i c acid) w i t h the a l u m i n u m as the anode. Besides t h i c k e n i n g the o x i d e , a n o d i z i n g can i m p a r t specific p r o p e r t i e s to i t such as hardness, c o r r o s i o n resistance a n d wear resistance as w e l l as c o l o r i n g the m e t a l if dyes are a d d e d . A n o d i z i n g is a c o m p l e x process, m o r e so for spars, because of the large tanks r e q u i r e d for d i p p i n g the e x t r u s i o n s . F o r this reason very few spar b u i l d e r s possess t h e i r o w n a n o d i z i n g e q u i p m e n t a n d m u s t subcontract it o u t . Spars that have been w e l d e d just do not l o o k very attractive after a n o d i z i n g . T h e a n o d i z i n g h i g h l i g h t s any b i t of w e l d o n the spar surface, even w h e n g r o u n d c o m p l e t e l y flush, p r o d u c i n g u n sightly blemishes. It seems that the m a j o r i t y of q u a l i t y spars m a n u f a c t u r e d today are b e i n g p a i n t e d r a t h e r t h a n a n o d i z e d . W i t h the advent of t r u l y h a r d , f l e x i b l e , gloss r e t a i n i n g u r e t h a n e p a i n t s such as A W L G R I P , the f o r m e r p r o b l e m s of c h i p p i n g a n d c h a l k i n g i n short periods of t i m e have a l l b u t d i s a p peared. T h e s e two-part m i x t u r e u r e t h a n e p a i n t s are used o n aircraft exteriors, t r u c k bodies, a n d r a i l r o a d cars as w e l l as ships, where d u r a b i l i t y a n d resistance to acids a n d u l t r a v i o l e t lights are a must. Gloss r e t e n t i o n is excellent so one needn't w o r r y a b o u t his spar c o a t i n g f a d i n g a n d c h a l k i n g even after several years i n the tropics. If asked m y preference between the two finishes, a n o d i z i n g a n d p a i n t i n g , I w o u l d have to say I prefer the u r e t h a n e p a i n t . I just h a p p e n to t h i n k that the s m o o t h glossy finish of the p a i n t that is offered i n almost any c o l o r y o u c a n i m a g i n e is the m o r e attractive of the two finishes a n d the m o r e d u r a b l e a n d also the easiest to t o u c h u p afterwards if that becomes necessary. T h e p r o p e r selection a n d c a r e f u l e n g i n e e r i n g of the spars o n a c r u i s i n g yacht is c e r t a i n l y one of the most c r u c i a l steps i n the d e s i g n i n g a n d b u i l d i n g of a fine yacht.

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C H A P T E R VIII

Marine Refrigeration, Air Conditioning, and Shore Power Marine Refrigeration vs. Home Refrigeration By Howard Crosby — Crosby Yacht Service Inc.

M

.X. T A R I N E refrigeration m a y operate as little as 40 minutes a day while your home refrigerator may g r i n d away as m u c h as 20 hours per day. Y o u bought y o u r 17 cubic foot home refrigerator because of the price, the color, a n d it fit a certain place i n the kitchen. Y o u could easily overlook the fact that it made some noise, vented some heat a n d cost y o u a few dollars a m o n t h to operate. B u t , take this chrome beauty aboard a 40 footer, live a n d sleep w i t h it w i t h i n arms reach, and m i n o r faults are magnified tenfold. D i m e n s i o n a l l y it's too big . . . p h y s i cally it demands too m u c h power, regardless of the source . . . acoustically it's just too noisy, especially on still nights . . . environmentally it raises the cabin temperature. Before we can answer the question as to what makes marine refrigeration different t h a n domestic refrigeration, we must first understand something about how a refrigerator operates. M o s t new refrigerators locate the condensing unit beneath the box. It has a hermetically sealed 1 1 0 V A C compressor and either a radiant condenser coil or a fan cooled coil w h i c h dissipates heat w h i c h must be removed f r o m inside the box. A first consideration is that this is a relatively simple unit, but rather inefficient since it is exchanging heat from the box w i t h air w h i c h is not a very good conductor of heat. Generally, the air is rather reluctant to accept the heat removed from inside the box. Secondly we must realize that inside the domestic box is something k n o w n as a U - c o i l evaporator. I n simple terms it is a set of tubes i n w h i c h freon, after it has been compressed, is allowed to expand and absorb energy. T h e coil, therefore, is made c o l d by the expanding freon. A s soon as the compressor/condenser assembly is turned off, this L"-coil evaporator begins to w a r m up because there is no longer any removal of energy. T h i s basically describes the household refrigerator. If it is put i n a corner where air c i r c u l a t i o n is poor, its r u n n i n g time can reach 15 to 20 hours per day. I f i t is placed i n cool surroundings i n w h i c h the heat load on the box and the temperature is m u c h cooler, its r u n n i n g time could be as little as 8 to 10 hours a day. I n a boat, however, we are faced w i t h a different set of conditions. W e have a great deal of space in the average home for heat to be dissipated. I n a boat, space is restricted, air flow is restricted a n d , therefore, air-cooled condensers used i n

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domestic refrigerators systems are i m p r a c t i c a l because of their inability to dissipate heat and thus the l o n g length of time necessary to cool the box. Secondly, the U - c o i l evaporator is not as desirable to use on board a vessel since it requires the vessel to be plugged into shore power o r to have 110V A C power available at a l l times due to the fact that the condenser and evaporator assembly must be operating for a large number of hours per day. M a r i n e refrigeration tends t o w a r d a more complex form of refrigeration w h i c h manifests itself i n h o l d i n g plate refrigeration. A h o l d i n g plate is n o t h i n g more t h a n a tank or container of aqueous solution w i t h refrigerant p i p i n g transversing it. T h e refrigerant lowers the temperature of the solution below its freezing point, thereby effecting a change of state from a l i q u i d to a solid. It is a thermo-dynamic p r i n ciple that the energy necessary to change a l i q u i d to a solid is m u c h greater than the energy necessary to simply lower the temperature of either a l i q u i d or a solid. F o r example — it takes one calorie to raise or lower one cubic centimeter of water one degree Centigrade. So, if we have one cubic centimeter of water at 28° C . a n d want to lower the temperature to 0° C , we must remove 28 calories of heat. N o w , let's approach the freezing point of water. A t 1° C , you take out one calorie and you have w a t e r at 0° C . (32° F . ) . N o w we have a cubic centimeter of water at 0° C , and we take out one calorie. N o t h i n g happens. T a k e out two calorics — n o t h i n g happens. T a k e out three calories — still, n o t h i n g happens. Y o u have to take out 79.7 calories before that cubic centimeter of water becomes a cubic centimeter of ice at 0° C . Y o u have not changed the temperature whatever, but y o u have changed the state from a l i q u i d to a solid. T h a t ' s k n o w n as the heat of fusion. It took a l l that energy to line up the molecules i n that water into the crystal lattice necessary to make the crystal of ice. A l l molecules had to line up and be forced i n t o position before the bonds could be formed that made ice. N o w that you are i n the solid state called ice, you are back into y o u r one calorie per degree per cubic centimeter as stated above. N o w , let the ice w a r m u p . T o do this, you put a calorie of heat into it and it comes u p from —7° C , —6°, —5°, —4°, - 3 ° , - 2 ° to 0° C . F r o m - 1 ° C . to 0° C , you put i n one

CONDENSER

E n g i n e D r i v e n System

CONDENSER

E n g i n e D r i v e n System p l u s 110 V o l t C o m p r e s s o r

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calorie, but at 0° C . y o u put i n a calorie and n o t h i n g h a p pens. Y o u ' have to put i n 79.7 calories of heat to disrupt those bonds that have been formed to make the ice crystals. N o w you have water at 0° C , and on up the scale we go again. A n advantage of h o l d i n g plates is the ability to add a solution of minerals to the plates that lowers the temperature at w h i c h this massive change of state occurs to —10° C . (14° F.) or - 2 0 ° C . ( - 4 ° F . ) , rather t h a n at the usual 0° C . (32° F . ) . T h i s means we can precisely control the temperature i n the freezing, cooling and refrigeration c o m partments. M a r i n e refrigeration, w h e n it comes on the line, is so massive i n its ability to remove heat that i n a very short length of r u n n i n g time it is able to store enough c o l d to coast for m a n y hours. T h e length of r u n n i n g time of marine refrigeration varies between boats, but if we use C S Y as a n example, y o u ' l l get an idea based u p o n years of experience. T h e C S Y 44 has a 21 cubic foot box w i t h four inches of insulation. It is d i v i d e d into 14 cubic feet of freezer compartment and ice keeping a n d seven cubic feet of refrigeration compartment. T h e engine-driven system, w h i c h has the highest capacity normally available, works for about 40 minutes per 24 hours i n the tropics. T h e y effectively have as m u c h refrigeration as a standard size c o n d o m i n i u m double-door refrigerator/freezer, and they are only r u n n i n g for 40 minutes, (less than an hour) every day. I w o u l d wager that the c o n d o m i n i u m refrigerator w o u l d be pushing close to 18 hours a day. Let's go back to the condenser. We've noted that the exchange of heat t h r o u g h air is not very efficient. H e a t exchange t h r o u g h water is very efficient, water being a m u c h better conductor than air. Therefore, we change the condenser. Instead of an air-cooled condenser, we now flow water f r o m the sea, through a condenser absorbing the heat removed f r o m the box. A m u c h smaller condenser can do m u c h more w o r k w h e n i t is water cooled t h a n w h e n it is a n air-cooled condenser. Since the condenser is now i n contact w i t h sea water, a non-corrosive m a t e r i a l , such as c u p r o n i c k e l , must be used. Therefore, the actual construction of the condenser itself is m u c h more expensive and is a m u c h higher capacity rated system t h a n the simple air-cooled condenser for domestic refrigeration. T h e reason for the higher capacity is that the cold plate is able to deliver an enormous amount of heat i n a very short length of time and absorb that heat back d u r i n g a very long period of t i m e ; m e a n i n g that box w i l l m a i n t a i n a rather flat, level temperature profile w h e n the condensing unit has been turned off. W h a t we have attempted to describe here is basically the difference i n condensers needed for marine use and domestic use: one, air-cooled corrosive m a t e r i a l s ; the other, water-cooled non-corrosive materials — m u c h higher capacity. T h e difference i n evaporators is a U - c o i l evaporator w i t h only transit ability to m a i n t a i n cold, while the cold plate evaporator, or h o l d i n g plate, is a massive heat sink into w h i c h m a m m o t h cold can be stored and called u p o n at a later time. N o w that these differences have been noted, let us t u r n to the power requirements for the condensing unit that we must use for marine refrigeration. I n a domestic refrigerator, we have an u n l i m i t e d supply of 110V current, w i t h very

little concern shown for the number of hours it runs. O n the marine side, we arc very conscious of the amount of time the condenser must operate. T h e r e are three m a j o r sources of power on board a ship; the p r i m a r y drive engine, the ship's a u x i l i a r y generators, such as an O n a n or K o h l e r electric power p l a n t , and the ship's battery banks w h i c h are a reserve of power. T h e m a r i n e condensing units are designed to operate on one or more of these power sources. T h e highest capacity marine refrigeration systems operate off of the m a i n ship's engine using compressors that are driven f r o m power take-offs or f r o m prop shafts. T h e second most powerful unit w o u l d be the 1 1 0 V / 2 2 0 V u n i t that is r u n off of the ship's auxiliary electric set. T h e t h i r d most powerful unit w o u l d be the 1 2 V or 2 4 V D C condensing unit r u n off the ship's battery. E a c h of these three methods has its p a r t i c u l a r place and a p p l i c a t i o n i n the marine field -— some being applicable where others are not. Some t y p i c a l examples of units using the h o l d i n g plate p r i n c i p l e w i t h actual r u n n i n g times and cubic footages of boxes that are i n service w o u l d be a 12 to 17 cubic foot box equally d i v i d e d between refrigerator and freezer, powered by an enginedriven condensing unit w h i c h w o u l d operate between 40 minutes and 60 minutes i n each 24 h o u r period to m a i n t a i n proper temperatures i n both boxes. T h i s w o u l d , of course, be using the m a i n ship's engine as the power source. T h i s same box 12 to 17 cubic feet, using the ship's a u x i l i a r y generator as its generating source of power w o u l d operate a 1 1 0 V water-cooled condenser between 1 and 1J4 hours per 24 h o u r period to m a i n t a i n proper temperatures i n b o t h boxes. A 10 to 12 cubic foot box, using a 1 2 V D C water-cooled system w o u l d operate the 1 2 V D C system approximately 2 to 3 hours per 24 hours to m a i n t a i n proper temperatures i n both boxes. So it can readily be seen that marine refrigeration is based upon short r u n n i n g time creating stable t e m peratures for long periods of time. T h i s , i n effect, amounts to storing cold. T h i s is c o n t r a r y to the concept of the domestic refrigerator that has only l i m i t e d ability to store cold. T h e r e are certain visible areas i n w h i c h a person perusi n g refrigeration equipment c o u l d discern q u a l i t y marine refrigeration equipment i n contrast to converted domestic or i n d u s t r i a l equipment. T h e first, and most obvious, w o u l d be i n the area of condensers. If any type of f a n or air-cooled coils were used, a person c o u l d recognize i m m e d i a t e l y that this is a domestic or i n d u s t r i a l condenser. E v e n though it m a y be used i n conjunction w i t h a water-cooled condenser, it w i l l suffer the same ills as mentioned previously; i.e., noisy, large, d e m a n d i n g a ventilated space a n d releasing u n w a n t e d cabin heat. A d d i t i o n a l d a t a can be obtained by observing the type of evaporator used. A n y evaporator configuration other than a h o l d i n g plate type w o u l d indicate domestic service equipment. T h e general appearance of the h o l d i n g plate w i l l give some i n d i c a t i o n of the concern and q u a l i t y of the manufacturer. It is standard practice i n the i n d u s t r y to use hot galvanized steel plates for h o l d i n g plate m a t e r i a l . H o w ever, if a m a n u f a c t u r e r were to offer stainless steel plates instead, it w o u l d , of course, be preferable. Electro-polished stainless steel plates not only have the advantage of being aesthetically pleasing, but also are i m m u n e to c o m m o n corrosion.

D a t a concerning the reliability of the equipment can be obtained by scanning the manufacturer's w a r r a n t y section. G e n e r a l l y , long w r i t t e n warranties a n d w a r r a n t y problems are closely related. G o o d , dependable m a r i n e refrigeration equipment w i l l be expensive compared to domestic equipment. W h e n investigating the price lists of the various manufacturers, beware of h i d d e n cost items that must be used i n conjunction w i t h the equipment. Complete system packages are preferable to component p r i c i n g . T h e three largest manufacturers of marine refrigeration equipment are A d l e r & B a r b o u r , 43 L a w t o n Street, N e w Rochelle, N . Y . 10808, T h e G r u n e r t C o m p a n y , 195 D r u m P o i n t R o a d , O s b o r n v i l l e , N . J . a n d Crosby Y a c h t Service, Inc., M a r i n e R e f r i g e r a t i o n D i v i s i o n , 204 2nd A v e n u e S o u t h , St. Petersburg, F l a . 33701. L i t e r a ture furnished by these companies should give one a w e l l rounded b a c k g r o u n d for selection of the system that fits their needs. If y o u have done your homework w e l l a n d f i n d a r e l i a ble, dependable f i r m , your marine refrigeration system w i l l give y o u m a n y years of trouble-free, carefree refrigeration.

When Does Marine Reverse Cycle Air Conditioning Become A Significant Option? C e r t a i n l y not if the yacht is going into charter i n the B a h a m a s , C a r i b b e a n , or the South P a c i f i c . These areas have adequate breeze w h i c h eliminates the need for air c o n d i t i o n ing a n d generally do not have 110 V o l t shore power a v a i l able w h i c h is necessary for the air c o n d i t i o n i n g to function. T h e dependability of 1 1 0 V power away f r o m U . S . shores is p r o b l e m a t i c a l at best. But what about the private owner who is going to dock his boat behind his house, on a m o o r i n g , or at a m a r i n a ? L e t us first consider the owner who has his boat b e h i n d his house or at a m a r i n a . It w o u l d be safe to say that he w o u l d have 110 V o l t shore power available, therefore this is not a consideration. It is necessary to determine u n d e r w h a t circumstances he w o u l d need air conditioning. If he sails his boat on weekends and occasionally for a longer period, d u r ing vacation, it h a r d l y w o u l d seem w o r t h w h i l e to go to the expense to install air conditioning. H o w e v e r if more serious usage was considered such as a lengthy trip f r o m N e w Jersey to F l o r i d a , air c o n d i t i o n i n g w o u l d be necessary indeed. If these circumstances so w a r r a n t air c o n d i t i o n i n g then the boat w o u l d have an added attraction of being a home a w a y f r o m home at y o u r private dock or at a m a r i n a . M a n y a

relaxing h o u r can be spent enjoying the climate controlled atmosphere i n your boat tied snuggly i n its berth. If this be the case, how m u c h air c o n d i t i o n i n g is needed to satisfy y o u r requirements? W e can speak of air c o n d i t i o n i n g i n two ways: Full Air Conditioning w h i c h means exactly that. i.e. the complete boat: a l l cabins independently controlled and enough B T U ' s to handle the solar heat load even in the hottest weather. Nite-Time Air Conditioning w h i c h as the name implies, is just enough to handle the heat load of the boat d u r i n g the evening hours. F u l l air c o n d i t i o n i n g has controlled air ducts to a l l the cabin areas and i n almost a l l circumstances has to have a separate shore power inlet and breaker system to supply power. G e n e r a l l y 30 amp service is needed exclusively for F u l l air conditioning, w i t h the ships requirements being satisfied by an a d d i t i o n a l shore power inlet. N i t e - T i m e air cond i t i o n i n g can be integrated into the yachts environment somewhat easier due to the l i m i t e d current needed and the reduced n u m b e r of air handlers. G e n e r a l l y N i t e - T i m e air is ducted only into the sleeping areas and can be tied electrically into the existing ships shore power without the need for a d d i t i o n a l power inlets. T h e r e is usually a considerable cost differential between the two types of systems as each is designed for a p a r t i c u l a r function. Therefore, before marine a i r c o n d i t i o n i n g can become a significant option the need for this equipment must be established and then a d e t e r m i n a t i o n , of what k i n d . Y o u r C S Y Y a c h t A d v i s o r can help you.

Shore Power U n d e r only l i m i t e d circumstances w o u l d the yacht of today not need the advantages of shore power. These situations could be covered under the general heading of cruising boats, used i n remote areas, not h a v i n g dockside facilities available. D u e to the fact that most of our c a r r y - o n items such as toasters, blenders, microwave ovens, h a i r dryers, electric shavers, electric tooth brushes, reading lamps, radios, televisions and innumerable others require 110 V o l t current it w o u l d seem almost a necessity to have 110 V o l t power available. I n a d d i t i o n to satisfying these requirements, one usually has the advantages of h a v i n g a b u i l t - i n marine battery charger and the l u x u r y of h a v i n g hot water. Shore power, as" w i t h so m a n y other options available today, is m u c h easier installed d u r i n g the i n i t i a l construction of the yacht. A d d i n g it at a later date is not only difficult, but of considerable expense. Shore power like refrigeration is one of those things that makes a boat a yacht.

C H A P T E R IX

The Selection of Electronics for a Cruising Yacht

O

N E of the first considerations i n marine electronics should be a reliable depth indicator. T h i s not only serves the obvious purpose of helping to keep f r o m going aground but m a y be used as a n a i d to n a v i g a t i o n . T h e depth reading w h e n compared to the b o t t o m contour lines on n a u t i c a l charts w i l l indicate how far offshore the vessel is sailing. O f the types available, the type using the rotating disk and flashing neon l a m p or light e m i t t i n g diode (flasher) has been most p o p u l a r and usually the least expensive. T h e major l i m i t a t i o n of the flasher is the difficulty i n r e a d i n g it i n bright light. W i t h the advent of m i c r o electronics the d i g i t a l displays have become increasingly preferred. A good digital depth i n d i c a t o r has a brightness control to v a r y the intensity of the display and may be adjusted to be easily read i n bright sunlight. O n e advantage of the digital as opposed to the flasher is that scale factor is not a consideration, i.e., a d i g i tal indicators can a l l be read to the nearest foot of depth whereas the accuracy i n reading the c i r c u l a r flasher d i a l is largely determined by the diameter of the dial. Regardless of the type, if the depth i n d i c a t o r is to be m o u n t e d i n an open sailboat cockpit, one must be sure that it is adequately sealed against salt water. T h e depth sensor or transducer should be mounted t h r o u g h the h u l l and be constructed of bronze. O f even more importance t h a n a depth i n d i c a t o r is reliable communications when needed i n times of distress: for contacting other vessels; for reserving a m o o r i n g or dock space and p l a c i n g telephone calls t h r o u g h marine operators. T h i s is achieved w i t h the installation of a V H F - F M and single-sideband ( S S B ) m a r i n e radiotelephones. Federal Communications Commission ( F C C ) regulations require that V H F - F M radiotelephones be installed p r i o r to or concurrent w i t h a S S B (Single Side B a n d ) i n s t a l lation. V H F - F M has a relatively short range. It is a line-ofsight means of c o m m u n i c a t i o n generally useable up to 100 miles m a x i m u m . F C C regulations also require that V H F - F M be used if you are w i t h i n V H F - F M range even though a S S B transceiver may be on board. T h e question of whether to purchase a 12 channel V H F - F M u n i t or a 55 channel unit depends on y o u r cruising area. C o m m u n i c a t i o n s requirements for local cruising can generally be satisfied w i t h a 12 channel unit. I n t e r n a t i o n a l voyages might dictate a need for a 55 channel synthesized transceiver. If y o u r cruising w i l l take y o u more t h a n 50 miles f r o m the U . S . coast or to foreign ports then a S S B radiotelephone should be considered. S S B radios are capable of p r o v i d i n g reliable communications at ranges of up to 10,000 miles. Y o u r p a r t i c u l a r cruising requirements should be discussed w i t h a qualified marine electronics dealer. H e can provide a radio customized to your needs. I n selecting your V H F - F M transceiver beware

of sets advertised as r a n g i n g " u p to 25 w a t t s " power output (25 watts is the m a x i m u m a u t h o r i z e d ) . T h e y m a y mean as little as 10 watts a c t u a l output. Sets w i t h transmitter on-off switches usually use tubes i n the transmitter w h i c h cause unnecessary d r a i n f r o m the battery w h e n i n use. L o o k for a l l solid state equipment. Sets w i t h rotary channel selector switches are generally more reliable t h a n those w i t h push button channel selectors. T h e reason is that each time the rotary switch is used the w i p i n g action across the contacts helps keep the contacts clean. P u s h button switch contacts are exercised only when that p a r t i c u l a r channel is selected. A booklet w e l l w o r t h reading to a i d you i n d e t e r m i n i n g y o u r V H F - F M c o m m u n i c a t i o n requiremeints is " H o w T o Use Y o u r M a r i n e R a d i o t e l e p h o n e " published by the R a d i o T e c h nical C o m m i s s i o n F o r M a r i n e Service ( R T C M ) . Copies m a y be purchased for three dollars f r o m the R T C M . T h e address is P . O . B o x 19087, W a s h i n g t o n , D . C . 20036. A n excellent booklet on S S B is " M a r i n e S S B Latest F a c t B o o k " w h i c h m a y be obtained by w r i t i n g to S G C , Inc., P . O . B o x 3526, Bellevue, W A 98008 w h i c h is generally free. Copies of both should be available f r o m y o u r m a r i n e electronics dealer. T h e most p o p u l a r and least expensive electronic a i d to n a v i g a t i o n is the radio direction finder ( R D F ) . T h e most convenient and most accurate k i n d for use on sailboats is the h a n d - h e l d u n i t w i t h an integral compass. T h e accuracy of an R D F is effected by any ferrous m a t e r i a l i n its p r o x i m ity. W i t h the h a n d - h e l d u n i t the navigator can locate h i m self as clear f r o m the rigging as possible thereby i m p r o v i n g the accuracy of the fix. R D F ' s w h i c h use the rotatable c o m pass card usually must be positioned under the rigging, the compass card set to the ships heading, and the helmsman must m a i n t a i n that h e a d i n g while a f i x is taken. M a n y of the R D F ' s on the market also offer V H F - F M and F M stand a r d broadcast reception. W h i l e this m a y be desirable f r o m the entertainment viewpoint, these sets usually do not have the receiver sensitivity or range of those sets designed solely for radio direction f i n d i n g . T h e only bands needed on an R D F are the beacon b a n d , the marine b a n d and the A M standard broadcast b a n d . I n terms of accuracy w h e n compared w i t h the L o r a n - C a n d O m e g a marine navigation systems the R D F is the least accurate. T h e best one can hope for is an a c c u r a c y o n the order of plus or minus 2 ° . A t a distance of 100 miles f r o m the beacon transmitter this w o u l d e q u a l plus or minus 3 J/2 miles. T w o very useful aids to navigation d u r i n g long distance cruising are a knotmeter i n d i c a t o r and a log. A knotmeter indicates the yachts h u l l speed just as a speedometer i n d i cates speed i n an automobile. A log summarizes trip mileage as the odometer does i n an automobile. K n o w i n g how fast

but must be m a n u a l l y activated i n order to t r a n s m i t . I n 1974 the U . S . designated L o r a n - C as the government navigation system for the U . S . C o a s t a l Confluence Zone. T h e C o a s t a l Confluence Zone is defined as an area extending seaward f r o m the shoreline a distance of 50 miles or 50 fathoms, whichever is greater. Experience has shown that w i t h a good L o r a n - C receiver that range m a y be exceeded. It is not u n c o m m o n to use the East Coast c h a i n w i t h transmitters as far away as D a n a , I n d i a n a and N a n t u c k e t , R . I . for n a v i g a t i o n off the F l o r i d a K e y s . A L o r a n - C receiver measures the time delay i n reception of signals f r o m a master and associated slave transmitter. T h e U n i t of M e a s u r e is the microsecond. A microsecond is equal to one m i l l i o n t h of a second. T h e transmitted signal travels a p p r o x i m a t e l y 1000 feet i n one microsecond. T h e r e f o r a time delay display change of 1 microsecond means the vessel has moved 1000 feet f r o m its p r i o r position. F o r a given time delay there is a L o c u s of Points called a L i n e - o f - P o s i t i o n ( L O P ) . W h e n plotted on a n a u t i c a l chart this L O P forms a hyperbolic line w h i c h w i l l be two L O P ' s are required to determine y o u r location or fix at the point where the L O P ' s cross. A fix the ) acht is traveling and how far it has gone, y o u m a y estimate the time of your a r r i v a l at your destination. K n o t meters are available i n two types. O n e is similar to that i n an automobile, the other is of the d i g i t a l type. If the digital is selected, it should read to the nearest tenth of a knot, and should have a variable intensity control so as to be readable i n b r i g h t sunlight yet be adjustable for nighttime use. A l l Logs w h i c h are available arc of the m e c h a n i c a l counter type as i n an automobile. A l l units should be fully sealed front and back to prevent saltwater f r o m getting to the unit. F o r yachts cruising more t h a n 20 miles off shore an E m e r g e n c y Position I n d i c a t o r R a d i o Beacon ( E P I R B ) should be considered. W h e n activated, the E P I R B transmits a distress signal on the two V H F frequencies w h i c h m i l i t a r y and c i v i l i a n aircraft are required to m o n i t o r at a l l times d u r ing a flight. V i r t u a l l y a l l U . S . Coast G u a r d aircraft are equipped w i t h h o m i n g devices to locate the E P I R B ' s transmission. E P I R B are available i n two classes, class A w h i c h w i l l float free and begin t r a n s m i t t i n g a u t o m a t i c a l l y should the vessel sink, and class B w h i c h m a y or m a y not float free, using L o r a n - C can be accurate to w i t h i n 1/4 mile and can r e t u r n you to that same location w i t h an error of as little as 50 feet. T h e degree of accuracy achieved is p r i m a r i l y dependent upon the characteristics of the set used. M a n u a l sets w h i c h display the line of position ( L O P ) to the nearest microsecond m a y realize an accuracy of only 300 feet. A u t o track, auto acquisition sets w i t h L O P readouts to the nearest 1/100 of a microsecond w i l l achieve accuracies of 50 feet. T h e reasons for the increased accuracy are twofold. F i r s t the auto acquisition set can electronically lock on the received signal f a r more precisely than the navigator can m a n u a l l y . Secondly, the resolution of 1/100 of a microsecond allows the operator to take full advantage of the inherent accuracy of the L o r a n - C system w h i c h is a p p r o x i m a t e l y 50 feet. C o m -

puterized L o r a n - C ' s are now available w h i c h w i l l display the yachts present position i n geographic coordinates of l a t i tude a n d longitude. W h e n destination coordinates are p r o vided, the set w i l l compute and display range a n d bearing to the destination, course error and w i l l dead reckon time to the destination. F o r further i n f o r m a t i o n on L o r a n - C contact L o r a n - C I n f o r m a t i o n Project, U . S . Coast G u a r d ( G W A N / 7 3 ) , W a s h i n g t o n , D . C . 20590. A t the same time that L o r a n - C was designated as the system to use i n the C o a s t a l Confluence Zone, the O m e g a N a v i g a t i o n system was designated as the h i g h seas electronics n a v i g a t i o n system. E i g h t O m e g a transmitters provide coverage for the entire globe. O m e g a signals t y p i c a l l y have a range of five to seven thousand miles. O n e can sail f r o m M a i n e , t h r o u g h the P a n a m a C a n a l to H a w a i i using the same O m e g a transmitter stations for the entire voyage. A c c u r a c y of fixes taken w i t h O m e g a receivers average 1 mile i n the daytime and two miles at night. N a v i g a t i o n w i t h O m e g a is slightly more complex t h a n w i t h L o r a n - C . D u e to the great distance between transmitters, signals m a y be received f r o m one transmitter w h i c h is i n daylight a n d the other i n darkness. T h i s causes predictable errors w h i c h are p r i n t e d i n Predicted P r o p a g a t i o n C o r r e c t i o n Tables p u b lished by the U . S . N a v a l O c e a n o g r a p h i c office. T h i s correction factor must be determined and applied to the r e a d i n g f r o m the O m e g a receiver before a fix can be plotted. U n l i k e L o r a n - C w h i c h measures time delay, O m e g a receivers measure the percentage of an O m e g a lane crossed. T h i s percentage is k n o w n as the centilane count. A n O m e g a lane can be imagined as a c o r r i d o r say 12 miles wide. These corridors or lanes are plotted on O m e g a charts. B y referring to the chart p r i o r to departure, the i n i t i a l lane count m a y be entered into the O m e g a receiver. A s lanes are crossed, the receiver w i l l display the lane count as w e l l as the centilane count. If the receiver is turned off and the yacht continues to cross lanes, the lane count w i l l be lost. W i t h o u t the lane count, the navigator w i l l not know i n w h i c h lane to plot the centilane count the receiver computes w h e n it is turned on again. Therefore the receiver must be left on for the d u r a t i o n of the voyage. M o s t O m e g a receivers have an i n t e r n a l battery b a c k - u p should the external power be i n t e r r u p t e d . A desirable feature on the receiver is a chart recorder w h i c h records lane crossing. If the receiver for any reason stops t r a c k i n g the stations, the rate of lane crossing as recorded p r i o r to failure m a y be used to extrapolate the correct lane count when proper operation resumes. A n audible a l a r m alerting the operator to loss of external power is also a desirable option. A s w i t h L o r a n - C , computerized Omegas are a v a i l able w h i c h can f u r n i s h present position i n geographic coordinates, great circle or r h u m b line bearing a n d range to destination, course error and time to destination. T h e operational status of the O m e g a system is transmitted by voice h o u r l y over radio station W W V f r o m B o u l d e r , C o l o r a d o and W W V B , i n H a w a i i . T h e electronic a i d w h i c h w i l l probably add the most to

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the enjoyment of a cruise is the automatic pilot. W h i l e the m e c h a n i c a l pilot should not take the place of the h u m a n one, it can relieve long tedious hours at the helm. A l s o i n most sea conditions the auto-pilot can steer a more accurate course t h a n a h u m a n pilot. A n auto-pilot consists of three basic components. A control unit, a sensor, and a drive unit. T h e sensor m a y be either a compass or a w i n d v a n e responding to the earths magnetic, field or the relative w i n d point respectively. T h e control unit processes the signal f r o m the sensor and if an error exists between the actual course and the desired course, it determines how m u c h correction is needed a n d sends a signal to the drive unit. T h e drive u n i t is the m e c h a n i c a l / h y d r a u l i c link between the auto-pilot and the yachts steering system.

Ideally the drive u n i t should l i n k directly to the rudder quadrant. It then w i l l serve as a b a c k - u p steering system if h e l m steering is lost. Some of the features available for sailboat auto-pilots are optional w i n d p o i n t or compass point steering, t r i m control so that pilot t r i m m a y be changed as sail t r i m is changed. A h a n d held dodger w i l l permit the helmsman a freedom of movement away f r o m the h e l m and still retain control of the yachts heading by using the " m a n u a l " mode of operation of the auto-pilot. I n this mode the pilot acts as a power steering system p e r m i t t i n g the helmsman to go a r o u n d obstacles i n the yachts p a t h yet resume the previously selected course w h e n clear of the obstacle. I w o r k closely w i t h the C S Y Y a c h t Advisors and I shall be available to y o u for whatever advice you m a y need i n the selection of electronics for your boat.

CSY CSY 37 Aft Cockpit

Cutter

CHAPTER X

"All at Sea with MSD's" A YACHTING Special Report on the dilemma facing boatowners in the tangle of marine head regulations.

Preamble by Charles Lawton Sales C o o r d i n a t o r of the C S Y Y a c h t C o r p o r a t i o n It seems safe to say that no other n a u t i c a l subject is so obscured by confusion, misinformation, obfuscation, and controversy as is the question of m a r i n e sanitation devices — heads, to a simpler boating era, M S D ' s hereafter — aboard pleasure craft." " W h i l e it's possible w i t h care to thread a p a t h through the existing maze of regulations, their i m p l i c a tions for the future r e m a i n both clouded a n d ominous." T h i s was the succint preamble to an i n - d e p t h article by T o n y Gibbs i n " Y a c h t i n g " i n J u n e 1977 w h i c h follows and is reprinted by permission of the magazine. Since then, the J a n u a r y 1980 deadline for T y p e I M S D ' s have been rescinded. T y p e I a n d T y p e I I M S D ' s are essentially the same. T h e y both allow discharge into the water, w i t h the T y p e I I being, " p o l l u t a n t l y stated", more restrictive. T y p e I I I , as most people have come to know is a " h o l d i n g t a n k " , type M S D . Y a c h t builders and yacht owners have to look at the M S D situation today w i t h a crystal b a l l a n d a clothespin. First and foremost to be considered is the c a p a bility a n d intended use of a yacht. F o r C S Y , the answer i s ; f r o m here, a r o u n d the w o r l d , and back again. T h a t means everything from behind your home, l i v i n g aboard i n a m a r i n a , cruising periodically or extensively, r e m a i n i n g at sea for extended periods of time or being i n rivers and large lakes. N e x t we have to consider the state-of-the-art, so to speak. W e are going to satisfy ourselves first of a l l that w h a t ever gets installed i n a yacht is capable of meeting the test, our test. T o begin w i t h , we w i l l use a top grade marine toilet h a v i n g a h a n d operated p u m p for d r a w i n g water through a bronze t h r o u g h - h u l l (through-bolted) fitted w i t h a seacock. T h e short connecting hose w i l l be double clamped and the t h r o u g h - h u l l installed w i t h a 3 / 4 " b a c k i n g plate. U p to here, we are dealing w i t h technology and products proven over many years for their durability and reliability. F r o m here on it's a l l d o w n h i l l , i n our o p i n i o n . T o illustrate, aboard a yacht there is a l i m i t e d supply of electricity, generally 12 volts D C . T h e r e is also l i m i t e d c a p a bility to replenish/or generate available electricity. T h e r e is a law w h i c h applies to a l l yachts that go to sea. It was w r i t t e n by " M u r p h y " a n d should tell you that when you most need 12 volt D C power, it may or may not be available. So m u c h for a l l electrical contrivances that d r a w unhealthy portions of your available 12 volt D C power reserve. N e x t we consider those electrical appliances that once i n operation are continuously i n the intimate p r o x i m i t y of a seawater, or l i q u i d , circuit through the boat. It is bad enough that dissimiliar metals immersed i n seawater establish a current w h i c h generates a condition k n o w n as electrolysis, but a d d some 12 volt D C current to this situation, obviously not

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intentionally, a n d standby! T h e electrically operated devices currently available are produced by reputable people, are safe to use, a n d function as they are suppose to w h e n properly installed and m a i n t a i n e d . W e are not saying otherwise. N e x t is an M S D system i n v o l v i n g tanks, vents, gravity flow, filtrations, c h l o r i n a t i o n , bacteria colony, time and possible odor. T h e equipment a n d process is tried and proven over a l o n g period of time — on trains. It is the best of its k i n d for some boats, i.e. those that operate always upright a n d stable — like trains a n d even R V ' s . T h e success of these units depends literally u p o n the activity of the bacteria colony, gravity, a n d venting. V e n t i n g a tank or line on a yacht is no problem. K e e p i n g alive an active bacteria colony, likewise, is no problem either as long as materials that w i l l k i l l it are not introduced to it. F i l t r a t i o n tanks installed aboard boats operating on gravity flow do present problems. First of a l l they must be located above the waterline of the boat, even if the eventual discharge line is below the waterline.

T h e area then below the waterline is space that should not be considered for use w h e n installing such a system unless you incorporate additional tankage for collecting percipitate w h i c h also means most likely that an electrical p u m p w i l l have to be incorporated to clear the collection sump or tank. W h e n we consider two heads you either duplicate M S D ' s , or size one u n i t to the number of people that w i l l be u t i l i z i n g the system. I n any event, the tank, or tanks are of some size a n d shape generally of f r o m one to several feet i n height, w i d t h , a n d / o r length. Sailing yachts heel on either tack as m u c h as 4 0 ° .

I n order for a filtration tank to be able to clear itself by gravity, it must be installed up h i g h w i t h the discharge line lead both to port and starboard through h u l l drains located above the L W L . If we apply the K I S S p r i n c i p l e , it is easy to understand why a number of yacht manufacturers have gone straightaway to the h o l d i n g tanks for new yachts. E v e n this T y p e I I I system has drawbacks, especially w h e n we k n o w that a very l i m i t e d number of p u m p - o u t facilities are a v a i l able. W e do not think highly of tank(s) full of waste matter bouncing a r o u n d while underway. O n e Coast G u a r d Officer allowed as h o w he w o u l d probably have to trade i n his boat after it was f u l l . A p u n to be sure, but perhaps a lament as to certain aspects of the Federal W a t e r P o l l u t i o n C o n t r o l A c t of 1972 a n d the E P A . B e i n g perfectly honest w i t h ourselves, no one wants to be guilty of p o l l u t i o n . It has always been a rule i n Y a c h t i n g to use the shore facilities w h e n i n a m a r i n a . If you berth your yacht at a m a r i n a that has p u m p o u t facilities, then a h o l d i n g tank is, most importantly, a usable method. W e must also consider alternatives. A yacht at a dock or able to reach l a n d is capable of receiving spare parts, repairs, a n d whatever it takes to make whatever function properly. N o t so w i t h yachts staying at sea or located i n remote areas. T h e r e i n lies the need for alternatives. Unacceptable alternatives for defective M S D ' s are k n o w n as "inspecting the backstay" or the T y p e A " b u c k e t " . T h e acceptable alternative to our way of t h i n k i n g is the bypass valve w h i c h allows straight through p u m p i n g . T h i s w o u l d have to be fitted w i t h a seacock i n order that i n "no-discharge" waters this alternative may be "secured". A s closely as we can determine f r o m the E P A a n d Coast G u a r d regulations T y p e I, I I a n d , therefore, certainly T y p e I I I M S D ' s must have through-hulls that are rigged i n such a way as to prevent accidental discharge. Does a seacock meet that requirement? F o r years they have been capable of keeping the oceans f r o m entering through holes i n boats, a n d we believe they are as effective for blocking the reverse flow of liquids. O n e of two things seems to us most likely to happen downstream. a. A l l pleasure craft w i l l be required to have h o l d i n g tanks, or b. M S D requirements for pleasure craft w i l l be w i t h d r a w n completely. T h i s also leads us to believe that many manufacturers who otherwise j u m p into further developing T y p e I a n d I I M S D ' s w i l l not spend the time a n d money needed to place approved devices on the market. O n e p a r t i n g bit of " g o t c h a " to direct toward big brother. T h e T y p e I I I tank is to be of an approved system. T h i s is sheer governmental intervention of the absolute worst type. W h o i n their right m i n d w o u l d put a h o l d i n g tank system i n a boat that w o u l d not r e m a i n secure a n d operable for many years of use. It is no more difficult to make and install t h a n a good aqua-lift exhaust system is for a large diesel engine; a n d most every boat builder i n the w o r l d is capable of doing that. T h e only difference between an approved and an unapproved tank is the cost to the consumer goes u p drastically.

All at Sea with MSDs: Staffer Tony Gibbs delved into the red tape jungle and tells here how unworkable the contradictory laws are. Reprinted by permission of Yachting Magazine July 1977.

^ seems safe to say that no other n a u t i c a l subject is so obscured by confusion, misinformation, obfuscation and controversy as is the question of M a r i n e Sanitation Devices — heads, to a simpler boating era, M S D s hereafter — aboard pleasure craft. A n d while it's possible, w i t h care, to thread a p a t h through the existing maze of regulations, their i m p l i c a tions for the future r e m a i n both clouded and ominous. T

Pollution politics T o begin w i t h , there is no comprehending the Federal W a t e r P o l l u t i o n C o n t r o l A c t of 1972, and the ensuing standards a n d regulations, unless one considers it as a p o l i t i c a l document first and a p o l l u t i o n control effort a l o n g way second. Reams of paper have been expended p r o v i n g c o n c l u sively that pleasure craft contribute virtually n o t h i n g to sanitary p o l l u t i o n of waterways, except i n a few isolated a n d easily identifiable situations. N o one argues w i t h these conclusions, yet the h a m m e r continues to fall on the yachtsman, while the m a j o r polluters — cities, industries, the military — get endless extensions or even outright exemption. T h e reasons, to anyone w i t h a w o r k i n g knowledge of politics, are childishly obvious: T o beg i n w i t h , there is the tiny kernel of fact — boats do pollute. Forget for the moment the insignificance of the p o l l u t i o n . M o r e i m p o r t a n t by far is the basic truth that politics is a continual adjustment to pressures. A n d unless a person or a group is i n a position to respond w i t h accurately aimed counter-pressure, he or they w i l l continue to be pushed. B o a t i n g people i n the U n i t e d States today are virtually without collective leverage. T h e only organization w o r k i n g nationally on their behalf is Boat Owners Association of the U n i t e d States, based i n A l e x a n d r i a , V a . W h i l e this group does speak for some 50,000 people — and does so w i t h intelligence a n d energy — its constituency is scattered and incredibly diluted even among the nation's boating population. C o m p a r e d to the f i n a n c i a l muscle that even a single i n dustry can put on the political line and the increasingly heavy counter-pressure of organized environmentalism, the boat owner is largely helpless. It is a considerable tribute to B o a t / U . S . and — yes — the Coast G u a r d that the M S D regulations affecting yachtsmen are not a great deal more savage, w i t h a flat no-discharge regulation throughout the nation. T h a t ' s the first p o l i t i c a l reality. T h e second is that p o l i tics, especially i n the U n i t e d States, does not focus for long o n any one subject. H a v i n g , as they c l a i m , solved a p a r t i c u l a r problem by enacting appropriate legislation, lawmakers tend to press on the next situation, w i t h seldom a b a c k w a r d appraisal of the effects of what they've done. Sometimes the results are so a p p a l l i n g — as i n the case of P r o h i b i t i o n — that there's no way to ignore it. M o s t l y however the various enforcement agencies digest as m u c h of each new piece of legislation as they can or care to, and ignore the rest. A n y o n e who doubts this is invited to examine his local code of Blue L a w s .

What the regulations say T h e r e is a considerable difference between w h a t the regulations emitted by the E n v i r o n m e n t a l Protection Agency state a n d what they actually mean. O n J a n u a r y 29, 1976, the E P A modified its earlier stand against a l l flow-through m a rine heads a n d issued a set of M a r i n e Sanitation Device Performance Standards w h i c h apply to a l l vessels on w h i c h toilet facilities have been installed. (Note that w o r d , " i n s t a l l e d " : It is one of two places where the authorities have given t h e m selves a little r u n n i n g room.) These regulations do not require, contrary to what many yachtsmen believe, that any toilet facilities be installed o n a vessel that does not already have them. T w o a n d a half months after the E P A ' s regulations, the Coast G u a r d , w h i c h shares responsibility for the W a t e r P o l l u t i o n C o n t r o l A c t ' s operations, issued its o w n manifesto. T h i s defined M a r i n e Sanitation Devices as " a n y equipment for installation o n board a vessel w h i c h is designed to receive, retain, treat, o r discharge sewage a n d any process w h i c h treats such sewage." Back to " i n s t a l l e d " : A c c o r d i n g to sources at both the E P A a n d the Coast G u a r d , the regulations do not apply to any toilet facilities w h i c h are not installed: T h e portable, selfcontained heads of any description, designed to be carried off the vessel for emptying ashore, simply do not come under the federal regulation. T h i s applies by extension even where a portable unit is attached to a vessel w i t h a manufacturersupplied h o l d - d o w n bracket. T h e kicker here — a n d there are escape routes for a u thority throughout the regulation — is that the question of what is a n d isn't " i n s t a l l e d " is a matter of interpretation, a n d can always be changed — nowhere i n the legislation o r the regulation is the term defined. A n d if that's not enough, there is also the fact that any device ignored by the federal regulation is by definition a n appropriate subject for local legislation. T h i s w i l l become important below, i n considering w h i c h authority has jurisdiction over what. " I n s t a l l e d " devircs, i n the E P A / C o a s t G u a r d vocabulary, basically consist of two types — those that d u m p effluent, treated or otherwise, from the boat directly into the water, and those that retain i t (treated or not) for p u m p i n g into a n on-shore container or — i n the case of incinerators — destroy it more or less completely. W o r k i n g to standards established by the E P A , the Coast G u a r d certifies certain discharge a n d non-discharge units as " T y p e I , " " T y p e I I , " or " T y p e I I I " systems. I n b r o a d , n o n technical terms, Types I a n d I I are essentially the same: T h e y treat sewage a n d then discharge i t over the side into the water i n w h i c h the boat is floating. T h e difference between them is i n the degree of treatment. F o r the record, a T y p e I unit must consistently provide under test conditions an effluent w i t h a fecal coliform bacteria count not more t h a n 1,000 per 100 millileters, a n d no visible floating solids. A T y p e I I must treat the effluent so it has a coliform bacteria count no more than 200 per 100 milliliters, a n d no more t h a n 150 milligrams of suspended solids per liter. O n c e a device has been tested by the Coast G u a r d a n d certified as T y p e I or I I , i t c a n a n d w i l l be subject to occasional spot checks to make sure that commercially available models continue to meet the standards. A t least one T y p e I m o d e l has already h a d its certification suspended, a n d a n -

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other is said to have passed the lab tests by the narrowest of margins. C e r t i f i e d T y p e I a n d I I units c a n be identified either by a label saying so, a n d g i v i n g the Coast G u a r d certification number, o r i n the case of a device b u i l t before J a n u a r y 30, 1975, by a n official certification letter f r o m the C o m m a n d a n t of the Coast G u a r d , w h i c h should be i n c l u d e d w i t h the o w n er's m a n u a l . A n y o n e b u y i n g a device that's claimed to be a T y p e I or I I should insist o n seeing this evidence.

No-discharge systems F o r most people, T y p e I I I M S D s are synonymous w i t h h o l d i n g tanks. I n fact, of course, the category also includes incinerators a n d recirculating toilets, i n w h i c h the flush water is partly cleansed a n d re-used several times, but w h i c h is i n effect similar to a h o l d i n g tank. T h e regulations state that "any T y p e I I I device that was installed o n a n existing vessel before J a n u a r y 30, 1975, is considered certified." F u r t h e r , under section 159.12a of the Coast G u a r d regulations, " A n y T y p e I I I device is considered certified under this section i f i t is used solely for the storage of sewage a n d flushwater at ambient a i r pressure a n d t e m p e r a t u r e " ; a n d i f it meets the basic definition of a T y p e I I I device, by being designed to prevent overboard discharge of treated or untreated waste. T h e accompanying list includes those devices w h i c h the Coast G u a r d currently certifies for " S m a l l Vessels" (their t e r m ) . A quick inspection w i l l show that while there are three approved manufacturers of T y p e I units and eight companies m a n u f a c t u r i n g approved T y p e I I I devices (mostly recirculati n g toilets), there is only one f i r m , M i c r o p h o r Inc., of W i l l i t s , C a l . , m a k i n g an approved T y p e I I installation. Besides the units listed, there are numerous others approved, b u t not sized for use o n yachts.

Which type of MSD? D e c i d i n g a m o n g Types I , I I a n d I I I — or considering a portable head not covered by regulations — is a complicated business. T h e factors involved a r e : W h e r e the vessel w i l l be sailed; W h e t h e r she is " n e w " or " e x i s t i n g " ; W h e n the unit is installed; — A n d very m u c h last, one's o w n preference a n d the yacht's capacity for absorbing space-consuming gear. A c c o r d ing to government definitions, a " n e w vessel" is one whose keel was l a i d o n o r after J a n u a r y 30, 1975. A l l others are classified as " e x i s t i n g " vessels. U n t i l J a n u a r y 30, 1978, owners of " e x i s t i n g " vessels m a y choose any of the three numbered types; a n d after that choices are between Types I I a n d I I I only. U n t i l J a n u a r y 30, 1980, owners of " n e w " craft m a y choose any of the three numbered types; a n d after that date they, too, w i l l have to install a T y p e I I or I I I . T y p e I devices installed by J a n u a r y 30, 1978, i n existing yachts or by J a n u a r y 30, 1980, i n the n e w yachts m a y be used for the repairable life of the device — that is, as long as i t meets the standards defined above for T y p e I units. O n c e the applicable deadline passes, however, i f the T y p e I becomes kaput, i t must be replaced by a I I o r I I I .

"Discharge" vs. "no-discharge" waters T h e question of choosing a p a r t i c u l a r M S D is further complicated — as i f anyone needed i t — by the division of

waters i n the U n i t e d States into "discharge" a n d " n o discharge" areas. Basically, the E P A / C o a s t G u a r d standards described so far apply to coastal, Great Lakes a n d other navigable waters. W i t h i n the timetables noted above, Types I , I I a n d I I I are equally acceptable, a n d non-rated portable units, by a v o i d i n g the l a w entirely, are also satisfactory from at least a legal standpoint. O n other bodies of fresh water — landlocked lakes, reservoirs a n d streams not navigable by interstate commerce — the regulations specify that only no-discharge M S D s are acceptable. I n a d d i t i o n , a state (but not any other governmental subdivision) m a y prohibit the discharge of sewage, whether treated or not, into some or a l l of its waters, b u t only after receiving a n affirmative determination f r o m the A d m i n i s t r a tor of the E P A that "adequate facilities for the safe a n d sanitary removal a n d treatment of sewage from a l l vessels are reasonably available for such water to w h i c h the p r o h i b i t i o n would apply." A c c o r d i n g to B o a t / U . S . , only three states — M i c h i g a n , N e w M e x i c o a n d V e r m o n t — currently have state-wide nodischarge. O t h e r states are pursuing this status, notably Texas a n d M i n n e s o t a . N e w Y o r k a n d V e r m o n t have collectively managed to b a n discharge o n L a k e C h a m p l a i n . T h i s raises a further point, since C h a m p l a i n is a part of the north-south route f r o m the H u d s o n R i v e r to the St. L a w r e n c e Seaway, a n d is thus very m u c h an interstate waterway. A c c o r d i n g to a Coast G u a r d handout, no-discharge status " s h a l l not be construed to prohibit the carriage of Coast G u a r d - c e r t i f i e d - f l o w - t h r o u g h treatment devices w h i c h have been secured so as to prevent such discharges." T r a n s l a t e d into E n g l i s h , this means that one m a y not operate a T y p e I or I I device i n no-discharge waters, but that they m a y be carried i f they are "secured." Readers w h o are beginning to acquire a n ear for government prose w i l l a l ready have spotted "secured" as the key w o r d i n this context. Questioned closely, neither E P A nor Coast G u a r d officials w o u l d give a flat-out definition of the term. " I t ' s being interpreted to mean a t h r o u g h - h u l l that is rigged to prevent accidental discharge," was the way one Coast G u a r d officer p u t i t . T h e n w o u l d a seacock be acceptable? A f t e r some waffling, the officer agreed that i t w o u l d , at least at the moment. " B u t , " he added, "some state enforcement people might not agree."

Questions of enforcement T h e matter of w h i c h regulations are enforced w h e n a n d by w h o m is one of the foggier a n d more p a i n f u l aspects of the M S D situation. T h i s state of affairs derives f r o m three things: First, the M S D regulations are still i n a state of shaked o w n a n d their real significance w i l l probably not be w h o l l y apparent for some time, u n t i l questionable areas of interpretation—remember " i n s t a l l e d " a n d "secured" ?—are resolved. A t the taxpayer's expense, to be sure. Second, there are the intransigence a n d ignorance of local legislative bodies, many of w h i c h are not aware that the federal regulations o n M S D s pre-empt their o w n laws a n d ordinances, or don't care. A citation f r o m a local m a r i n e policeman may be unconstitutional, b u t it can take a lot of

time a n d money to prove it. A n d finally, there is the unannounced reluctance of many enforcement authorities to get any more involved i n the whole thing than they absolutely have to. N o police officer i n his senses w i l l say flatly a n d for p u b l i c a t i o n that he plans to ignore a l a w on the books. A t the same time, n o t h i n g could be more clear than the attitude of many Coast G u a r d and police when approached off the record. V i r t u a l l y i n the shadow of Washington, D . C , one Coast G u a r d base c o m mander was approached by a yacht importer for i n f o r m a t i o n on what M S D s should be installed aboard a boat built i n B r i t a i n for use i n the U n i t e d States: " I don't k n o w , " was the reply, " a n d we're not going to be boarding boats i n search of M S D violations anyway." T h i s attitude was at least temporarily confirmed by an officer at Coast G u a r d headquarters. W e l l aware that the vast majority of the nation's new boat owners w i l l be technically i n violation of the M S D regulations for at least the c o m i n g season, the Coast G u a r d "wants to make the first year's e n forcement more of a n educational experience" than a p u n i tive one. L o c a l l y , however, the boatman w i l l be under the guns of various species of marine police, themselves i m p e l l e d by local governments of v a r y i n g attitude toward sewage f r o m pleasure craft. A n d it must also be borne i n m i n d that many states a n d localities have laws that go beyond the E P A regulations, i n prohibiting the discharge of "noxious m a t t e r " (a favorite phrase) i n c l u d i n g but not restricted to h u m a n sewage. I n such cases, I was told by the E P A people, federal pre-emption w o u l d probably apply only to that part of a local statute concerned w i t h h u m a n waste, a n d the rest of the ordinance w o u l d presumably r e m a i n enforceable. T h e Coast G u a r d w o u l d , i n any case, only enforce federal regulations, leaving miscellaneous state a n d local laws to marine police.

What of the future? A number of yachtsmen assumed that when the federal regulations a l l o w i n g flow-through treatment devices were passed, a host of such devices w o u l d spring onto the market. T h e nearly complete absence of competition for the L e c t r a / San T y p e I a n d M i c r o p h o r T y p e I I has been as startling to the Coast G u a r d as i t has been to boat owners. I n retrospect, it now seems that few manufacturers were eager to get heavily involved i n research a n d development of T y p e I devices per se, since their sales life was a m a x i m u m of four years. O n l y T y p e I devices that h a d a strong potential of development into T y p e l i s seemed w o r t h the trouble. N o w , according to one Coast G u a r d officer, the outlook for more T y p e l i s is even bleaker. F o r one thing, there is a notable absence of applications for certication, a n d for a n other, many boatbuilders are t a k i n g the p a t h of least resistance a n d m a k i n g h o l d i n g tanks standard equipment o n a l l new yachts. F r o m the builder's standpoint, this practice is certainly simpler: A h o l d i n g tank i n a fiberglass boat can be molded into virtually any otherwise unused cranny, a n d the accompanying p l u m b i n g is simple a n d cheap. W h a t happens w h e n an odd-shaped tank has to be cleaned is a question a lot of people seem to be p u t t i n g off indefinitely. A n o t h e r thrust toward h o l d i n g tanks as opposed to T y p e

85

I or I I devices is the c o n t i n u i n g effort i n m a n y states to achieve no-discharge status for their waters. T h e Coast G u a r d officer i n v o l v e d i n evaluating devices was quite blunt i n his o p i n i o n : " I n s i d e ten years, i t ' l l a l l be h o l d i n g tanks." B u t for a state to g a i n E P A a p p r o v a l for no-discharge status, there must be. "adequate p u m p - o u t facilities i n existence." Except for a few limited areas, these facilities seem not even on the horizon, let alone i n existence. O n e returns again to the political aspect. A s long as the term "adequate p u m p - o u t facilities" is not defined i n terms of boats per p u m p - o u t station, hours of operation, accessibility, a n d cost per flush, then it w i l l almost inevitably w i n d u p interpreted according to the convenience of authority.

frustrated and bewildered nearly to the point of shrugging off the M S D regulations as unnecessarily difficult, another example of bureaucracy r u n w i l d . U l t i m a t e l y , the success of any l a w depends on the c o n sent of the people w h o operate under i t , a n d unless the a i m of the E P A a n d the Coast G u a r d a n d the several state governments is to achieve a state of near-total hypocrisy, then the regulation w i l l have to be re-cut to m a t c h reality.

A n d there remains the bypass, whether it be a seacock i n the line f r o m head to tank or a so-called "cheater p u m p " dropped into the tank from deck level. I n C a l i f o r n i a recently, a charter boat skipper r e m a r k e d that he h a d h a d a h o l d i n g tank for some time, but h a d no idea of its capacity, since he had never used it. " I wait till I get out of the harbor, a n d p u m p over the side," he r e m a r k e d , his tone i n d i c a t i n g that this was perfectly n o r m a l . A n d since his harbor's only p u m p out station is seldom i n w o r k i n g order, he's probably right.

D i s t . by

And in conclusion . . . It w o u l d be pleasant to be able to say that there is some way to resolve the M S D situation to please everyone, but there isn't. T h e r e is no T y p e I I device available designed for anything but large cruisers: T h e smallest M i c r o p h o r tank, suitable for two people, is a foot wide, two feet long a n d twoand-a-half feet h i g h . Unless there is some fairly r a p i d development of p r a c t i c a l T y p e I I devices, it seems inevitable that flow-through treatment w i l l be merely a way station on the voyage toward h o l d i n g tanks a n d cheater pumps a l l a r o u n d . So far, this article has concentrated on reality, a v o i d i n g recommendations. It seems clear, however, that if the concept of flow-through treatment is to continue as a viable a l t e r n a tive, the E P A a n d the Coast G u a r d must make some r a d i c a l alterations i n their stance. • First, the federal government must take an active rather than a passive role i n p u b l i c i z i n g a n d interpreting, once and for a l l , its o w n regulations; • Second, the question of pre-emption must be resolved, so that a boatman investing several h u n d r e d dollars i n a device isn't going to be hauled i n by a local cop on a m u n i c i pal o r d i n a n c e ; • F i n a l l y , massive confusion created by the T y p e I—Type I I phasing schedule could be cleared up by revising the regulations to reflect boat design a n d m a n u f a c t u r i n g c a p a b i l i ties : T h e effluent standards are not keyed to any divine w r i t - n o t even to the effluent standards of shoreside sewage treatment plants. T h e Coast G u a r d ' s expressed policy i n the design of M S D s is not to impose any constraints on the manufacturer. T h i s has proven to be quite unrealistic: E P A creates its standards i n blissful ignorance of how they are to be lived w i t h , a n d the Coast G u a r d is tossed the job of certifying M S D ' s w i t h o u t consideration of whether the devices w i l l operate successfully i n real boats. In researching this article, it became increasingly a p p a r ent that the average cruising-boat owner was at once w i l l i n g to obey any reasonable regulation and at the same time

86

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C H A P T E R XI

The Selection of Sails for a Cruising Yacht and the Cutter vs. the Ketch vs. the Sloop By Charles Ulmer President of Ulmer Sails

. l _ N trying to help you w i t h the selection of sails for your cruising boat, I a m going to address myself to the questions I hear most often f r o m you, the consumer and I shall try to answer them as completely as space permits. T h e first a n d most important question is " W h a t M a k e s G o o d C r u i s i n g S a i l s ? " . W e ' r e often asked if there's a difference between our r a c i n g sails a n d those w h i c h are made "just for c r u i s i n g " . A s to quality, the answer is a flat no, but since the requirements a n d the end use of the two types of sails are so different, many of the other considerations w h i c h go into a sail require that this question be answered i n the affirmative. F o r instance, i n the area of cloth selection, we f i n d some significant differences between the needs of the cruising sailor a n d the r a c i n g m a n . F o r the r a c i n g skipper, speed is the a l l i m p o r t a n t factor and while durability and longevity are nice if you can get them, these are usually given the back seat for the " g o d of speed". F o r the cruising m a n , longevity a n d durability are the ultimate factors i n a good cruising sail. W i t h these as the p r i m a r y considerations, the cloth selection process yields a completely different p r o d uct. I n general, cruising sails are best made of soft, n o n resined fabrics whose strength is derived f r o m the amount of dacron present a n d h o w w e l l it is woven not f r o m the a d d i tion of plastic resins w h i c h serve to stabilize the fabric. T w o words of caution are appropriate here: 1.

2.

" S o f t " fabric is not necessarily soft to the touch w h e n b r a n d new. M a n y fabrics come through w i t h a surface finish on them so as to make the sails easier to sew together. T h i s finish breaks d o w n w i t h a little bit of use a n d the sails become soft a n d pliable. I don't mean to i m p l y that " R e s i n " is always undesirable a n d should be left out of cruising sails. S m a l l amounts of resin often improve a fabric's stability significantly w h i l e not seriously affecting its h a n d l i n g characteristics or longevity. A resined fabric w h e n used w i t h i n its tested limits can last indefinitely.

c a l construction. I n this area any good sailmaker has similar capabilities. T r i p l e stitching, heavy reinforcing patches, h a n d work where appropriate are a l l items to consider. A n o t h e r w o r d of caution here, nice looking handwork (handsewn grommets, h a n d r o p e d sails, handsewn hanks) is not necessarily indicative of quality. H a n d w o r k served its purpose w h e n sails were made f r o m natural fibers. These fibers were so m u c h weaker than the synthetics we use today that elaborate h a n d w o r k was necessary to distribute the loads from the corners (where it's concentrated) out far enough into the sail so that a single layer of fabric c o u l d handle it. T h e fact that it looked nice was just a fringe benefit. W i t h today's synthetics, this type of h a n d w o r k is not only unnecessary but w i t h today's inflation the cost is prohibitive. Properly done, the m o d e r n methods used i n installing rings, grommets, etc. can be significantly stronger than handwork and at the same time help to keep the cost w i t h i n reason. I don't mean to condemn this type of work, but as a consumer, you should not be misled i n using fine looking h a n d w o r k as a measure of the quality of a m o d e r n sail. Lastly, what one i n g sail is the design " b l a c k m a g i c " of the particular purpose is stantly a c c u m u l a t i n g stantiate a n d update

has to consider as m a k i n g a good cruisof the sail itself or, as some call i t , the sailmaker. T h e choice of design for any the heart of our business. W e are confacts a n d experience w h i c h help us subour designing process.

If possible, you should have a discussion w i t h your prospective sailmaker covering your intended use of the boat so that the design can be amended or tuned to your p a r t i c u l a r needs.

Does the use of this softer fabric mean that cruising sails w i l l not perform? O n c e again, the answer is a qualified no, T h e statement can be made that nonresined fabrics are i n general stretchier than their resined counterparts and therefore not as good from a performance point of view. T h i s is particularly true i n light air genoas. H o w e v e r , this factor can be dealt w i t h by the skill of the sailmaker i n changing his designs so as to incorporate this additional stretch or i n the a d d i t i o n of stretch corrections so as to allow for i t . T h e area of cloth selection is a very complex one. A t the risk of preempting some of m y later remarks on the selection of a sailmaker, you should quiz your potential sailmakers on their fabric. F i n d out if they indeed test the fabric a n d ask to see the results. A f t e r years of testing fabrics, I have come to the f o l l o w i n g conclusions: 1. M o s t sailmakers don't test their fabric. 2. Specifications for cruising or r a c i n g fabrics must go well beyond soft or stiff. These factors along w i t h the stretch characteristics have to be quantified a n d then related to the intended size and use of the sail. A n o t h e r factor to consider i n good cruising sails is physi-

A n U l m e r flasher o n a C a r i b 44' i n the B r i t i s h V i r g i n Islands o n the occasion of the visit of Q u e e n E l i z a b e t h I I .

T h e next most i m p o r t a n t question on your m i n d is p r o b ably " H o w many sails should I b u y ? " A really complete raci n g inventory o n a m e d i u m size boat (40 ft. or so) w i l l consist of as many as 18 sails i n an extreme case. A t the other extreme the m i n i m u m is 2 sails, a m a i n and a jib. M y philosophy for the cruising sailor is very simple; you should buy as few sails as possible and those w h i c h you do purchase should have little or no overlap i n purpose. I n short, for the cruising sailor this means 4 sails: 1. A mainsail w i t h an appropriate number of reefs. 2. A heavy air jib. 3. A light to moderate air jib. 4. A d o w n w i n d sail. I always recommend the purchase of heavy a i r j i b first i n the event your finances l i m i t you to two sails because this sail can be used i n a l l conditions and its use i n light air simply means a lack of performance. Purchasing a light to moderate air genoa first precludes sailing i n very heavy air entirely. A s to whether the d o w n w i n d sail or light air genoa should be purchased first, that's entirely a matter of your personal preference. Y o u m i g h t consider where y o u ' l l be sailing, w h a t the p r e v a i l i n g winds are i n that area before m a k i n g this decision. T h e sizes of your heavy air j i b a n d your light air genoa are a function of the boat you're buying, a n d the geographic area i n w h i c h you intend to use it. These can be arrived at fairly easily f r o m experience and f r o m consultation w i t h your sailmaker a n d yacht broker. T h e selection of a d o w n w i n d sail as I see it is between a spinnaker and a Flasher. I've always believed that the s p i n naker was a good cruising sail provided you h a d the crew to handle it. Its advantages over the Flasher come m a i n l y i n the performance area and its disadvantages are that it requires an additional investment i n equipment plus more crew to handle that equipment. F o r those of you not f a m i l i a r w i t h i t , the Flasher is a light weight f u l l draft sail intended for use w h e n sailing off the w i n d i n light a n d moderate air. It combines the h a n d l i n g ease of a jib or genoa w i t h the p u l l i n g power of a spinnaker and i n most cases w i l l give you 7 5 % to 8 0 % of the p e r f o r m ance of a chute. It costs substantially less t h a n a spinnaker a n d does not require any a d d i t i o n a l equipment Other t h a n a spinnaker halyard. T h e most c o m m o n alternative raised to this type sail is the t w i n w i n g arrangement w h i c h some ocean travelers have used successfully. W h a t most people don't understand about the t w i n wings is that it is the most expensive of a l l rigs i n terms of equipment and the sail itself a n d is additionally very inflexible i n that it limits you to sailing almost dead d o w n w i n d a l l the time. A n o t h e r frequent question that falls i n this category is " D o I N e e d S t o r m S a i l s ? " F o r the average cruising m a n who never goes offshore and w i l l be spending most of his time i n coastal or protected waters, storm sails are the worst investment you could make. T h e i r price per sq. ft. is the highest of any sail and they'll spend their entire life i n your sail locker. F o r those occasional S p r i n g or F a l l frontal passages where the w i n d really gets u p , I suggest a reef i n your heavy air j i b and nothing more. N o w for those of you who are going to venture offshore,

90

storm sails are a necessity and should be looked u p o n as part of your safety equipment. Y o u w o u l d n ' t consider going offshore without a life raft or a radio and you shouldn't consider going without storm sails. W h e n you do buy storm sails, make sure they're right for your boat! D o n ' t buy a used storm j i b that's 20 years o l d and think you've covered this problem. G e t properly made storm sails designed to fit your boat and then try them before you go offshore to make sure you k n o w h o w to set a n d t r i m them. A n o t h e r question I ' m often asked is " W h a t is a good cruising r i g ? " Since just about every r i g I know of is currently i n use of cruising boats, it w o u l d be foolish to condemn any or to push any one p a r t i c u l a r r i g too h a r d . H o w e v e r , there are some considerations w o r t h t h i n k i n g about w h i l e you're shopping for a boat. Does the r i g o n the boat you're consideri n g break u p the sail area into manageable increments? T h i s is p a r t i c u l a r l y important i n selecting a large boat. A n oversimplified answer to this question w o u l d be that the sloop does not and the cutter does. A n o t h e r w o u l d be that the yawl or ketch do and the sloop does not. Obviously, i n one case I ' m considering the foretriangle and i n the latter case, the m a i n triangle. Lest one think I ' m biased against the sloop, the simplicity of its r i g is often very desirable. H o w m u c h work is involved i n sailing w i t h one r i g as opposed to another versus how m u c h work is involved i n getting one r i g ready to sail as opposed to another? O n c e again i n m a k i n g a comparison between the sloop a n d the cutter, the cutter has two self t a c k i n g sails (mainsail a n d forestaysail) and a j i b topsail w h i c h has little or no overlap and thus is easily t r i m m e d . T h e sloop has one self tacking sail

(the mainsail) a n d an overlapping jib or genoa w h i c h can be quite a bit more work to t r i m . I n answering the latter part of the question, it's obviously somewhat easier to get a sloop ready to go sailing. Split rigs such as yawls, ketches, a n d schooners offer even a greater diversity i n terms of splitting u p the sail area since a l l of t h e m can have a foretriangle r i g similar to that of the cutter and because they have two masts, they've broken u p the after part of the sailplan into smaller increments too. Split rigs are also renowned for their ease of h a n d l i n g i n storm conditions. T h e negative side here is the a d d i t i o n a l bother i n setting more sails, the clutter a n d maintenance of the a d d i t i o n a l rigging.

I n short, there is not one ideal r i g for a cruising boat. T h e r i g itself must be evaluated i n the context of the boat that it's sitting i n . M y o w n o p i n i o n is to favor a single mast w i t h the broken u p foretriangle (the cutter) as h a v i n g the ideal m i x t u r e of simplicity a n d ease of h a n d l i n g . W h i l e discussing rigs, I've decided to include a little d i a g r a m a n d some definition to help you understand a n d evaluate sail different sailboat rigs. T h e letters shown i n the d i a g r a m are the names used i n the I O R R a t i n g R u l e for the critical dimensions w h i c h establish the size of a boat's r i g . T h e y are convenient names to use for the dimensions because they are short a n d generally understood throughout the saili n g industry.

I f a l l these dimensions are k n o w n , the area of any sail can be calculated f r o m them. I'd like to include another bit of information here. W h e n one talks about the size of a genoa, it is generally referred to i n terms of its overlap percentage, sometimes called a n L P percentage. F o r example, we often hear of people talking about 1 5 0 % or 1 6 0 % genoas. W h a t they are really saying i n referring to a 1 5 0 % genoa is the fact that the L P dimension (the perpendiclular distance from the clew to the luff of the sail) is equal to 1 5 0 % or 1.5 x the " J " dimension. F o r example, i f " J " on your p a r t i c u l a r boat«is 10 ft., a 1 5 0 % genoa w i l l have an L P of 15 ft. T h e last question I want to address myself to is " W h o should I buy my sails f r o m ? " P i c k i n g a sailmaker at face value w o u l d seem to be an easy job since there are so many around. H o w e v e r , since you're t a l k i n g about investing a lot of money, it behooves you to take some time i n p i c k i n g the right one. Some of the factors you should evaluate are the product itself, its cost, the availability of service, and the integrity of the company you're getting involved w i t h . T a k i n g these items i n order, the evaluation of the p r o d uct can be handled i n a number of ways. F i n d a customer or two who's already using that person's sails. A s k the boat dealer or yacht broker f r o m w h o m you're purchasing the boat who he recommends. F i n d out if the sailmaker has previous experience w i t h that p a r t i c u l a r boat. H o w is that p a r ticular sailmaker thought of by his competitors? Is that sailmaker's product thought w e l l of i n other areas of sailing?

" P " is the luff length of the mainsail, measured f r o m the top of the boom to the highest point u p the mast to w h i c h the sail w i l l be hoisted. " E " is the foot length of the mainsail, measured f r o m the after face of the mast to the point farthest out along the b o o m to w h i c h the sail w i l l be p u l l e d . T h e "foretriangle" is the area bounded by the mast, the foredeck a n d the headstay where jibs are set. " I " is the height of the foretriangle measured f r o m its uppermost point along the mast to the deck. " J " is the base of the foretriangle measured at the deck from the mast to the headstay. " J C " i n most cases is the same as " J " . It is the length of the spinnaker pole, w h i c h normally is the same as the length of the base of the foretriangle. " J C " determines the size of the spinnaker under the various r a t i n g rules. " P Y " and " E Y " are, respectively, the luff length a n d foot length of the mizzen of a y a w l or ketch measured i n the same manner as the mainsail. " E B " is the distance between the masts of a y a w l or ketch. It is a n important dimension i n establishing the area of an appropriate mizzen staysail.

A s to cost, a price comparison is easy to do. M a k e sure you're c o m p a r i n g apples to apples and then simply evaluate the numbers. I think y o u ' l l f i n d most m a j o r sailmakers i n the same ballpark pricewise. A w o r d of c a u t i o n ! If you're new to sailing, you may not realize the importance of your choice of sails. T h e y are not a m i n o r accessory, and b u y i n g for price alone is a false economy. L a t e r alterations a n d corrections are expensive a n d sometimes they are not even possible. M a k e sure your sail dollar brings you more than just a bag of f a b r i c ; it should also b r i n g you experienced help i n choosing a n d using what's i n the bag. T h i s leads us right to the availability of service. P r o x i m i t y is i m p l i e d here a n d is important. T h e closer you are, the more service you can get a n d take advantage of. I don't mean you should buy an inferior product just because a sailmaker is next door to you but i n evaluating equal sailmakers, the closer one can certainly offer more. T o evaluate a company's integrity is to make a judgment about the people you are dealing w i t h . T h e yachting fraternity is a relatively small one and the fraternity of sailmakers is a lot smaller. It doesn't take m u c h investigation to f i n d out who the good ones are a n d who are the baddies. It is a constant source of amazement to me how many otherwise astute businessmen get taken w h e n they buy a boat. It's a decision that is unfortunately guided more by emotions, a n d a l l n o r m a l business acumen is t h r o w n out the w i n d o w . It is the same w h e n buying accessories for the boat. M y advice is to buy your sails the way you w o u l d buy any other expensive commodity i.e., f r o m a responsible, w e l l k n o w n company. N a m e a n d reputation don't just h a p p e n , they're earned. D o n ' t gamble thousands of dollars for the sake of a few h u n d r e d .

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C H A P T E R XII

The Selection of Options and Extras By Ed Hall—A CSY Yacht Advisor H A T is a standard boat for one manufacturer is a loaded boat for another manufacturer. T h a n k f u l l y the days are going w h e n it seemed that just about everything but the basic h u l l a n d deck was an extra. These days the so-called "base b o a t " includes most of what is essential to take a boat away from the dock. T h e battle i n the market place to come i n w i t h the lowest base price is g i v i n g way to c o m m o n sense. It is recognizing the inherent intelligence of the consumer. Nevertheless it is still difficult to compare boats properly on an apples-to-apples basis. (See C h a p t e r X V I . ) So w h a t are options? T h e y should be only those things that a manufacturer or a dealer supplies outside of what should have been on the boat i n the first place. T r u e options are those items that are not considered standard because of the variety of needs of different areas, of different uses that the boat w i l l be put to, a n d personal preference. Sails, for example, come i n different weights, and a broad range of sizes w h i c h are designed for different uses (see our C h a p t e r X I ) a n d so it is w i t h electronics, head treatment systems, refrigeration, roller f u r l i n g gear, deep or shallow draft, canvas coverings, etc. A l l are things w h i c h according to your sailing area, the prevalent weather where y o u sail, the water depth etc. you may or may not need or want. These are things w h i c h are properly called options. Adequate ground tackle is a necessity on a boat, but can logically be an option, i.e., whether to use a plow anchor or a D a n f o r t h . T h i s depends on the k i n d of h o l d i n g ground that you w i l l be using the most. Y o u should have a light anchor-popularly called a luncheon anchor for calm-day anchoring w h e n people w i l l r e m a i n aboard. A regular size plow a n d / o r D a n f o r t h anchor of the recommended size for the size a n d weight of your boat. I n a d d i t i o n a heavy storm anchor should be aboard. E a c h should have at least 200 feet to 250 feet of nylon rope w i t h 15 feet of c h a i n of a size c o m mensurate w i t h the size of the anchor. If you do a lot of a n c h o r i n g i n w a r m e r waters we should recommend stainless steel c h a i n over galvanized. G a l v a n i z e d rusts eventually, w h i c h dirties decks, hands a n d sails. A proper w o r k i n g engine, a stove, water pumps, bilge pumps, h a n d a n d motor d r i v e n , a proper electrical system a set of batteries — an engine — proper rigging a n d you have the bare necessities where options start. A good deal of these options — M . S . D . ' s , sails, electronics, self-steering devices and roller f u r l i n g are discussed i n other chapters i n this book. It is not our intention to have you get any more options than you need. W e are i n the business of

selling boats — not options. Y o u r C S Y Y a c h t A d v i s o r is there to advise you as best he can. T h e last t h i n g that you should do is load your boat w i t h a lot of stuff that you don't need or that can go on the fritz. S i m p l i c i t y is the w a t c h w o r d for a successful carefree cruising yacht. W h a t options you do choose should be the very best, commensurate w i t h cost. Wherever possible it is advisable to order the deep draft version of the yacht you have chosen. T o choose the shallow draft version is to sacrifice some performance, p a r t i c u l a r l y w i n d w a r d ability. Y o u have to balance this against the frequency of shallow waters where you expect to do most of your sailing. Places like T a m p a Bay, Texas, and the Chesapeake or the Bahamas may require your choosing a shallow draft. H o w e v e r , carefully analyze whether the sacrifice you are m a k i n g i n choosing a shallow draft is i n fact w o r t h it. If you order the deep draft i n a C S Y 44 or 37 it can be c o n verted to a shallow draft at any time i n the future (see C h a p ter I I I ) . W e are the only manufacturer offering this feature. I n an effort to have the best of both worlds some m a n u facturers w i l l offer a centerboard version. O v e r many years of experience w i t h centerboards we f i n d they are a constant source of trouble. T h e y bend. T h e y get caught i n the centerboard trunk, the centerboard pennant breaks or jams, and they are a cause of leaks. Bottom-line, we think you are asking for trouble w i t h a centerboard. O f course every yacht that goes to sea must meet Coast G u a r d requirements — C . G . A p p r o v e d life preserver for everyone o n board — a fog bell a n d a fog h o r n — 3 fire extinguishers (three) and a horseshoe life preserver w i t h a light a n d line or what is defined by the coast g u a r d as a "throwable life saving device" (an approved life preserver cushion w o u l d q u a l i f y ) . O t h e r items w h i c h w o u l d come under the h e a d i n g of safety w o u l d depend on whether o r not you go off shore. I f that is your intention then you may need such items as a safety harness, a life raft w i t h emergency rations a n d a C . G . approved E . P . I . R . B . (Emergency Position I n d i c a t i n g R a d i o B e a con) . It w o u l d be wise to a d d a smoke detector i n each of the m a j o r enclosed areas of the boat, p a r t i c u l a r l y i n the engine r o o m a n d the galley area. A n automatic fire extinguisher system throughout the boat is not the must that it once was when gasoline engines were used as auxiliary power. W e c o n sider gasoline engines m u c h too dangerous to be used for auxiliary power on a sail boat. Flares, a n overboard light and pole w i t h a n attached plastic whistle should r o u n d out your safety gear.

since a partially furled roller f u r l i n g j i b w i l l stretch the sail. T h i s is of concern only to those to w h o m performance is p a r a mount. If you f i n d yourself i n the need of changing jibs the roller f u r l i n g gear may not be for you. T h e o l d reliable h a n k on-jib is easier a n d quicker to change. So w h y do so many order j i b f u r l i n g gear? Convenience! Y o u w i l l need a method of getting back onto the yacht when you are i n the water. Every swim ladder there is has been tested by C S Y L t d . at one time or another. W e have finally designed a n d patented one of stainless steel that works. It's not cheap but it w i l l last. A good back-up to get someone out of the water is a bosun's chair. A l s o a must to go u p a mast a n d retrieve a r u n - a w a y h a l y a r d . A n o t h e r p o p u l a r item is a dinghy a n d an outboard. Generally cruising people prefer a n inflatable because of its ease of storage aboard the boat, its portability, lightness a n d its use as a back-up life raft. H a r d dinghys are preferred by some. H o w e v e r , for long passages it requires either davits or storage on deck w h i c h is not always possible.

Hyde Streamstay

Roller

Furling.

A l t h o u g h electronics is discussed i n another chapter a radio telephone w o u l d be considered an i m p o r t a n t part of safety equipment. A depthsounder, knotmeter a n d log are not musts but nice to have. T h e new digital types tend to be more trouble free. I n a d d i t i o n to g r o u n d tackle, fenders, chafing gear, dock lines (4 or 5) a n d possibly a fender board and boat hook are necessities. O f course domestic a n d navigation equipment necessary o n your yacht is closely tied to h o w m u c h you use your yacht a n d where you use it. A thoroughly thought-out tool kit is a must on any boat a n d your C S Y Y a c h t A d v i s o r c a n help you put together those spare parts that you should have aboard, again depending o n the extent of your cruising plans. It is sometimes said that the l i m i t i n g factor i n the size of a yacht you buy is the amount and weight of g r o u n d tackle that you can handle. A n anchor windlass is n o r m a l l y not necessary o n small boats, but the weight requirements i n crease proportionately w i t h the increase i n the weight a n d size of the vessel. I n the larger yachts a n anchor windlass may become a necessity. If so, buy the best one you can afford, a n d it should be coupled w i t h a h a n d back up. T o conserve batteries i t is a good idea to wire the windlass through the o i l pressure switch so that it can't be used except when the e n gine is r u n n i n g . B i m i n i tops, dodgers, a n d awnings are a short subject. T h e y are a good investment. G e t what you need for your area. Y o u r C S Y yacht advisor can advise you f r o m l o n g experience. R o l l e r f u r l i n g gear is a n often ordered o p t i o n a n d considered by some to serve more purposes t h a n it should. It is often used as reefing gear as well. It is not intended for this

T h e outboard should be the lightest one possible c o m mensurate w i t h its being able to drive your dinghy w i t h the average number of people you expect to carry. W e i g h t is i m portant since you w i l l be p u t t i n g it back and forth aboard the yacht a n d dinghy thus the lighter it is the better. K n o w h o w to fix it and m a i n t a i n it. T h e r e should be a motor bracket on the stern r a i l for outside storage a n d blocks to tie d o w n the outboard fuel tank on deck. Gasoline should never be stored i n the yacht or its lockers. C o m m i s s i o n i n g is n o r m a l l y not available f r o m a m a n u facturer so it is usually an extra at the dealer's end — possibly h i d d e n i n the dealer's m a r k u p but, nevertheless still there. T h e r e is no more i m p o r t a n t single operation i n the process of b u i l d i n g a n d delivery of your boat. T h e unique method of commissioning a n d delivery of C S Y Y a c h t s is discussed i n detail i n C h a p t e r X I I I . W e have covered i n a broad sense, the major options except the ones you w i l l see on a manufacturer's option list w h i c h i n our o p i n i o n should be standard equipment. A n emergency tiller should be standard — it's a must. A carpet covered plywood cabin sole is inexcusable. T h e cabin sole should be teak or some other suitable h a r d wood. A n electric as well as a h a n d operated bilge p u m p should be standard. Boats over 32 feet or so should have pressure hot and cold water throughout i n c l u d i n g the shower as standard. A backu p fresh water p u m p is a necessity. A quality double r a i l w i t h bow a n d stern pulpits should be standard. A l l n a v i g a tion lights plus a bow deck light should be standard. A l l of the necessary winches should come w i t h the boat a n d a l l of the large primaries should be self-tailing. A system for reefing the m a i n should be standard. L o o k for a quality stainless steel stove either propane or kerosene. W h a t e v e r you do don't i n stall alcohol. A r u b r a i l should be standard. W e feel it should be built as a n integral part of the h u l l (see C h a p t e r I I I ) not as an optional a d d on. M a k e u p your list of options and then start cutting. Less is more. Save your money a n d don't go overboard by purchasi n g a lot of unnecessary equipment. Consult your C S Y Y a c h t A d v i s o r , he can help you make the wisest selection based on your real needs.

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C H A P T E R XIII

Windvanes and Autopilots by Mike Lowery CSY Yacht W e a l l k n o w that " s a i l o r ' s have m o r e f u n " a n d that c r u i s i n g is the most r e l a x e d f o r m of s a i l i n g ; b u t try to c o n v i n c e y o u r self (or y o u r crew) w h e t h e r i t is f u n o r not after a week of " w a t c h after w a t c h " at the h e l m .

• T H E N a y a c h t is o u t f i t t e d for l o n g distance s a i l i n g , coastwise o r offshore, serious t h o u g h t s h o u l d be g i v e n to the i n s t a l l a t i o n of some type of "self-steering" gear. T h e s e devices range f r o m b e i n g p r a c t i c a l l y a necessity to b e i n g a l u x u r y d e p e n d i n g o n the p a r t i c u l a r yacht, the size of the crew a n d the extent of the s a i l i n g y o u expect to d o . I n s t a l l e d o n b o a r d a w e l l - f o u n d 4 0 ' y a c h t that n o r m a l l y sails w i t h a crew of 6, the self-steering gear approaches the l u x u r i o u s , a l l o w i n g the c r e w - m e m b e r at the h e l m to l o u n g e a r o u n d the c o c k p i t , keep a l o o k - o u t , a n d p e r h a p s h e l p out w i t h o t h e r duties o n deck o r below. O n b o a r d , the same yacht w i t h a crew of 2, the r o l e of the gear changes r a d i c a l l y . " G e o r g e " , w h e t h e r m e c h a n i c a l o r e l e c t r o n i c , becomes a very w e l c o m e m e m b e r of the s h o r t - h a n d e d crew. T h i s e x t r a " h a n d " releases a crew-member f r o m constant a t t e n t i o n to the h e l m a n d the attendant fatigues, b o t h m e n t a l a n d physi c a l — " G e o r g e " is g o o d crew a n d doesn't c o m p l a i n a b o u t r a i n o r c o l d ; doesn't g r i p e a b o u t the c o o k i n g a n d never d r i n k s the skipper's beer. T h e biggest single asset of h a v i n g a "self-steering" device a b o a r d a s h o r t - h a n d e d c r u i s i n g yacht is that i t frees the crew to w o r k (or p l a y ) together w i t h o u t w o r r y i n g a b o u t who's steering. T h e disadvantage is that, regardless of type, " G e o r g e " can't m a k e decisions a n d w i l l steer the p r o g r a m m e d course regardless of freighters, reefs, beaches, o r o t h e r obstacles. T h e sailor w h o w o u l d l i k e to i n s t a l l o r have i n s t a l l e d a self-steering device is faced w i t h a n u m b e r of decisions, a n d , i f l i k e most of us, he has l i m i t e d experience w i t h o r k n o w l e d g e of the v a r i o u s types a v a i l a b l e . T h e r e m a i n d e r of this section w i l l be d e v o t e d to a general d e s c r i p t i o n of the v a r i o u s types, c o m p a r i s o n of the advantages a n d d i s a d v a n tages of each a n d , h o p e f u l l y , w i l l leave y o u w i t h a better u n d e r s t a n d i n g of w h a t makes " G e o r g e " tick.

Types: B a s i c a l l y , we can d i v i d e self-steering gear i n t o g r o u p s : those w h i c h use the w i n d as a p o w e r source those w h i c h are p o w e r e d e l e c t r i c a l l y . Regardless of there are c o m m o n c o m p o n e n t s a n d r e q u i r e m e n t s . A n y can be b r o k e n d o w n i n t o 3 basic c o m p o n e n t s :

94

two and type gear

Advisor 1. Steering—the means by w h i c h the gear m a n e u v e r s the y a c h t to m a i n t a i n course—usually the yacht's r u d d e r , b u t m a n y be a separate r u d d e r o r a t r i m tab. 2. C o u r s e Sensing—some m e t h o d of sensing a p r o g r a m m e d course a n d r e a c t i n g e i t h e r m e c h a n i c a l l y o r e l e c t r i c a l l y , to correct any d e v i a t i o n s i n that course. 3. C o m m u n i c a t i o n — s o m e type o f l i n k a g e to t r a n s m i t the "course s e n s i n g " reactions to the " s t e e r i n g " a n d cause a corrective course change. Some r e q u i r e m e n t s for any r e l i a b l e self-steering gear— 1. Y o u , the h e l m s m a n , are r e q u i r e d to exert a c e r t a i n a m o u n t of p o w e r to steer; the gear m u s t be able to d e v e l o p e n o u g h p o w e r to steer y o u r p a r t i c u l a r y a c h t o n any p o i n t of sail a n d to offset the effect of a sea. 2. A g o o d h e l m s m a n can steer a r e l a t i v e l y straight pred e t e r m i n e d course—the same h o l d s t r u e for a g o o d self-steering device. 3. R e l i a b i l i t y .

Do It Yourself Gear F o r the p u r i s t , a n d those o f us w h o are o c c a s i o n a l l y left s h o r t - h a n d e d , there are n u m e r o u s ways to achieve "selfs t e e r i n g " by u s i n g sails, r u n n i n g r i g g i n g , a n d / o r spare h a r d ware. Seemingly, the simplest system w o u l d be to b a l a n c e the sails a n d r u d d e r for any p a r t i c u l a r course. T h e t r o u b l e w i t h t h a t is that most yachts w i l l o n l y balance o n c e r t a i n p o i n t s of sail a n d even t h e n m i n o r changes i n w i n d speed w i l l change the w e a t h e r - h e l m a n d m a k e constant changes of r u d d e r a l i g n m e n t necessary. A better way is to use the v a r i o u s sheet-to-tiller arrangements, w h e r e b y the t e n s i o n of a sheet is u t i l i z e d to c o n t r o l the r u d d e r . I n the a r r a n g e m e n t i l l u s t r a t e d ; as the boat falls off, the t e n s i o n o n the sheet lessens a n d the shock c o r d p u l l s the t i l l e r to the lee c a u s i n g the boat to steer back t o w a r d the w i n d ; conversely, i f the a p p a r e n t w i n d comes f o r w a r d , the sheet h a r d e n s a n d the boat falls off to w i n d w a r d . T h e disadvantages of the sheet to t i l l e r m e t h o d are: 1. L o s s of speed. 2. A different a r r a n g e m e n t m u s t be w o r k e d o u t for different p o i n t s of sail.

The Wind-Vane Gears T h e most p o p u l a r type of self-steering device for cruisi n g sailboats is the w i n d - v a n e gear. W i n d vane gears c a n be c o n s t r u c t e d b y the h o m e - b u i l d e r , b u t here we w i l l o n l y t r y to cover some of the different types of m a n u f a c t u r e d gear

a v a i l a b l e . F o r t h e r e a l l y a m b i t i o u s s a i l o r interested i n des i g n i n g a n d c o n s t r u c t i n g his o w n gear, a n d f o r those desiri n g a t h o r o u g h t r e a t m e n t o f self-steering theory, a n excellent b o o k is " S e l f - S t e e r i n g f o r S a i l i n g C r a f t " ( J o h n S. L e t c h e r , J r . — I n t e r n a t i o n a l M a r i n e P u b l i s h i n g Co.). T h e three c o m p o n e n t s of the vane-gear are: 1. T h e v a n e — w h i c h senses a course r e l a t i v e to t h e a p p a r e n t w i n d d i r e c t i o n a n d reacts to a n y change i n t h a t course. 2. T h e l i n k a g e w h i c h t r a n s m i t s t h e s i g n a l f r o m t h e vane to the steering c o m p o n e n t . 3. T h e steering c o m p o n e n t itself.

Linkage and Steering T h e least c o m p l e x l i n k a g e a n d steering system is a d i rect l i n k a g e f r o m the vane t o the h e l m u s i n g r u n n i n g l i n e s f r o m either a v e r t i c a l o r h o r i z o n t a l axis vane.

TtueR

The Vane T h e simplest vane system is t h e single (vertical) axis vane w h i c h uses the same axis (relative t o the yacht) f o r b o t h course setting a n d s i g n a l o u t p u t -

T h i s system, w h i l e the simplest is also the least p o w e r f u l a n d g e n e r a l l y n o t s u i t e d for l a r g e r yachts. T h e n e x t step is the d i r e c t l y l i n k e d a u x i l i a r y r u d d e r . T h i s type gear steers i n d e p e n d e n t l y o f the yacht's steering system b y u s i n g a separate u n d e r w a t e r appendage (the a u x i l i a r y r u d d e r ) for steering, w i t h the yacht's p r i m a r y r u d der i m m o b i l i z e d . T h i s type gear has the same p o w e r l i m i t a tions as t h e above b u t since the a u x i l i a r y r u d d e r is m u c h s m a l l e r t h a n the p r i m a r y , less p o w e r is needed. A p o w e r f u l type a u x i l i a r y r u d d e r gear u t i l i z e s a t r i m tab i n the l i n k a g e .

—more c o m p l i c a t e d is the d u a l - a x i s vane w h i c h uses a different axis f o r each course setting a n d s i g n a l o u t p u t —

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/ COURSE SETTING*

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AXIS

T h e single (vertical) axis vanes have the advantage o f m e c h a n i c a l s i m p l i c i t y since the vane a n d t h e r u d d e r post t u r n o n t h e same axis. T h e disadvantage is that the single axis vane is l i m i t e d i n t h e a m o u n t o f o u t p u t axis r o t a t i o n i t c a n p r o d u c e ; f o r instance, i n a w i n d shift of 10° the v e r t i cal axis vane w o u l d o n l y t u r n 10° w h i l e a h o r i z o n t a l axis vane c o u l d rotate o n its axis as m u c h as 90° ( d e p e n d e n t o n w i n d strength) c r e a t i n g m o r e s i g n a l t o b e t r a n s m i t t e d t o the steering.

Amum