NAVAL ARCHITECT’S NOTEBOOK VOLUME.

2 PART 1
NOTE VOLUME 1 PUBLISHED BY HEARST IN 1971 APRIL 17, 2017

84’ - 40 KNOT LONG RANGE SPORTFISHERMEN NON STOP ATLANTIC CITY TO MIAMI AT 30 KNOTS

28’ AFFORDABLE SEAGOING SUMMER HHOME

31’ MASTHEAD SLOOP

60’ SEDAN SPORT FISHERMAN

In 1951 at Sparkman and Stephens I was working overtime at night as an ink tracer in an office
a block away from the main office. There was a real nasty flashy guy in the office who always
gave me a hard time. After dinner he came in, cleaned off his drafting board, turned off the
light, laid down, and fell asleep. My friend Johnny pulled the plug on the light, we picked up
the drawing board, carried Nasty out in the hall and set him down in front of the elevator. We
expected the blueprint boy to come out of the elevator and trip over Nasty Guy

Suddenly an extremely pissed off group emerged from the elevator including Olin Stephens,
Rod Stephens, Chief engineer Gil Wyland, Hank Uhle, Project Engineer of the AMS 60 Mine
Sweeper, an Admiral, and another high ranking Naval officer. MY GOOSE WAS COOKED.

The next morning while my boss Matty Kline was firing me he got a call from the main
office to send me there. Oh No I thought. Now everybody is going to fire me. When I arrived
Cliff Buerens, Head of the Machinery department held out his hand and said. “ Congratulations
Dave, You have just been promoted to Draftsman.”

Fourteen years later Matty Klein called and said he wanted to have lunch with me and my
wife at Atlantic City. After a nice lunch with Matty and our wives we took a ride in my 32 Ft
Pacemaker the Impulse, around Absecon Island. Aboard the Impulse in the Ocean off Atlantic
City Matty handed me an Application for full membership in SNAME signed by Gil Wyland,
Hank Uhle, and Matty Klein The guys I thought were going to fire me.
 TABLE OF CONTENTS
PART 1.
CHAPTER 1. —2017 DESIGNS———————————————Page 3.

CHAPTER 2.—BIRTH OF A BRAINSTORM——————————-Page 16.

CHAPTER 3—-ANALYIZING THE CHARTS===================Page 24

CHAPTER 4—Design a seagoing stepless hull with hydroplane efficiency Page 24.

PART 2
CHAPTER 5. EFFICIENCY BELOW A SPEED LENGTH RATIO OF 3.5 Page 41

CHAPTER 6. LISTENING TO SMART OLD GUYS———————— Page 48

PART 3
CHAPTER 7— TUNING AND TROUBLE SHOOTING PLANING HULLS– Page 71.

CHAPTER-8.—-2017 ADDITIONS=============================Page-81

PART 4
CHAPTER-9—EFFICIENT USE OF SPACE—————————————Page-89
 CHAPTER 1—2017 DESIGNS

L O A -- 84’
BEAM– 20’
DRAFT-4’
DISP.-145,000 LBS. LOADED
POWER– TWIN 2800 H P
TOP SPEED 40 KNOTS

1196 GAL.

2423 GAL. 394GAL

1196 GAL.

84’ - 40 KNOT LONG RANGE SPORTFISHERMEN

NON STOP ATLANTIC CITY TO MIAMI AT 30 KNOTS
30’ MASTHEAD SLOOP
Designed By Dave Martin
L.O.A– 30’ LWL-28’
DRAFT-2’
SAIL AREA– 545 SQUARE FT.
HUII FORM-=Double ended
round bilge with hollow wa-
terlines both fore and aft like
the military secret utilized by
the VIKINGS, and Greeks
which enabled displacement
boats to exceed the natural
hull speed of 1.34 times the
square root of the DWL and
attain a speed of 2 times the
square root of the DWL On
its 28’ WL this boat would
make 10.58 knots according
to a model test I performed
yesterday. My goal is 10 knots
on a speed length ratio of 1.9.
OUR NEXT BOAT.pub
CONSTRUCTION— Lap strake
WEST SYSTEM which elimi-
nates closely spaced bent
frames. Hull will be built up-
side down over integral bulk-
heads, joiner work, and wid-
ley spaced sawn frames thus
eliminating a jig, and or tem-
porary forms.
BALLAST will be outside lead
to form a combination keel
centerboard . The center-
board will utilize the LEEK
family secret of a scimitar
shape that moves the CLR
fore and aft to balance the
CE with Jib down.
Power-90 H.P. OUTBOARD
mounted on a triangular
transom flared out from a
point 1’ above the waterline.
 UPPER DECK

LOWER DECK
28’ AFFORDABLE SEAGOING SUMMER HOME
BEAM11’--3” DRAFT—3’=0” DISPLACEMENT —APPROX. 8,000 LBS.
 28 FT. AFFORDABLE SEAGOING SUMMER HOME
The parent form of this 28’ hull design will be my the 43’ Ocean SS. This boat was faster than com-
petitive boats on a pounds per H P basis, and it was extremely efficient in the low speed length ratios
as shown on the magazine boat tests. This 28 footer will get up on a plane and run about 16 knots
with a single 60 H P MERCURY BIG FOOT and cruise economically at 12 knots. A single 115 MERCURY
outboard with a 2.33-1 reduction gear box would provide a top speed of better than 20 knots. Twin
Mercury 115 H P outboards would give a top speed of 30 M P H or 26 knots. Combining the cost sav-
ings of smaller engines along with over and under joiner work she has equal accommodations to
most 33 footers thus making her more affordable.

Lets make believe we are at a boat show and look her over. We board from the swim platform thru
the transom door and go down thru the companionway a few steps. To starboard there lies a stand-
ard size double bed with a store bought mattress. To port we see two lockers and a nice dresser . We
walk around the bed and sit down on it to see if we bump our head and surprisingly we don’t. Upon
sitting on the aft side of the bed we notice a pair of sliding doors .upon opening them we are sur-
prised to see an assortment of suitcases, duffel bags, computer bags, and more. The salesman in-
forms us that it is the TRUNK ROOM . It is several feet high and extends full beam. On the forward
side of the bed we sit at the night table made possible by the elimination of the table leg and the use
of vertical stanchion attached to the overhead. ,Forward we see a head to port with a shower curtain,
To starboard is a galley. The top of the hanging lockers fore and aft of the galley provide additional
countertop for the galley. The dinette forward on the port side converts to a double berth. The for-
ward step under the hatch helps the mate standing the hatchway tend to te anchor line without
getting on deck.

Up on the Bridge deck we see a dinette with extra large seats which also act as a vee berth to sleep
two. The dinette can also be converted to form a double berth. The Dacron enclosure has opening
window panels with screens.

We get off the boat and take another look at her from the boat show floor. We notice two swim
platforms, One either side of the engines which enable boarding from either side from a floating
dock. A glance up at the windshield side shows three handles to hold onto while walking the side
deck toward the bow rail. When looking under the hull we notice two good size 33 degree down an-
gle lift strakes which feed water to the suction area of the hull bottom two thirds of the way back
from the bow. We notice a 10 degree down angle chine which provides trailing edge lift aft of amid-
ships.

We look at the price tag and notice it is less than the sea shore condo we were looking at so we get
out our check book and buy an AFFORDABLE SEAGOING SUMMER HOME.
 22 FT. OGBORNE ODYSSEY MOTOR YACHT
About five years ago Jay Coyle of YACHTING MAGAZINE wrote an article complaining about
the high outrageous sticker price of boats so I decided to try to do something about it, and here it
is. My weekend breakfast buddy, DAVE OGBORNE is an extremely successful trash man who
owns a fleet of roll on, roll off dumpster trucks. DAVE, I asked, “What size are your dumpsters
and what do they cost? Dave replied, “ Inside dimensions are 22; Long, 8’ Wide, and 6’ Deep,
and they cost me about $3,000.00”. “Wow "I replied. “ All ya gotta do to convert a dumpster into
a boat is cut off a couple of feet of the front, and a couple feet of the front bottom, and weld
them back together on a 45 degree angle, and you will wind up with a scow bow just like the Car-
olina Skiff parked across the street from your house.”

The arrangement plan shows a door in the upper hull side aft to enter the self bailing cockpit which is
a small step higher than the average floating dock. To enter the Dacron enclosure pilot house just un-
zip the Dacron and enter . The dinette convers into a double bed. Two Sleeping bags are stored under
the aft dinette seat to provide sleeping accommodations for four in the house. Three steps down to the
cabin there is a Head and Galley. Forward there is a FULL BEAM MASTER STATEROOM with a full size
store bought double bed. Note there are two doors to the Head to insure privacy .
 MAIN DECK

LOWER DECK

46 FT. JERSEY SEA SKIFF CRUISIER DESIGNED BY DAVE MARTIN

 46 FT. JERSEY SEA SKIFF CRUISING YACHT
L.O.A. 46’+ 3’ SWIM PLATFORM BEAM– 15’ OVER GUARD RAILS

In the old days the New Jersey boatyards provided year round employment for their good men by
building a gravey boat in the winter. The North Jersey yards built JERSEY SEA SKIFFS. The advent of
fiberglass due to the high cost of tooling, and the requirement of a $650,000.00 air scrubbing system
killed the GRAVEY BOAT. The Carolina yards prospered by building WEST SYSTEM triple diagonal
planked plywood and epoxy boats. I designed a few of these for ISLAND BOAT WORKS. I feel that this
system ia very time consuming but these boats have gained wide public acceptance.

Lapstrake West System boat building seems to be gaining in popularity in small boats. One ad-
vantage wood boats have over glass boats is that they are smoother riding . I learned this the hard
way. When I designed the 31’ ALGLAS using the same bottom design as the 29’ MAYCRAFT which was
a very smooth riding boat in head seas. The 31’ ALGLAS was rougher riding due to the drumming
effect of fiberglass.

The normal method of building a lapstrake boat is to plank the boat over temporary forms then
turn the hull right side up and walk the steam bent frsames in place and rivet them to the strakes. The
West System boats ccould be planked tight over the integral bulkheads and sawn frames with the laps
sealed in epoxy and clamped in place. The old WESTLAWN formula for batten seam construction
could apply for frame spacing and size as the double thickness of the laps would just about equal the
strength of the seam battens..

Notice the plan view shows an easier bend of the sheer strake forward to hopefully eliminate the
need for steam bending. Notice also the reverse curve of the swim platform in plan view which is
done to kill the tendency of the curved heeled hull side to act as a rudder and impair following sea
performance.

Many traditional designs have a very pronounced sheer line forward which obstructs visibility from
the helm. I used the reverse curve sheer line similar to the famous HUBERT JOHNSON which im-
proves visibility from the helm to the point where the standard model could be priced without a flying
bridge. Inasmuch as the hull does not need draft on the hull sides to pull it out of the mold a nice tum-
ble home will look pleasing.

A trunk cabin instead of a raised deck was utilized as the additional horizontal lines give her a lower
nicer look. Most Marina's have floating docks now so the integral swim platform makes her easier to
board, as well as allowing the engnes, struts and rudders to be far enough aft to allow room for the
FULL BEAM MASTER STATEROOM which is also made possible by using an inboard stringer which is
very low ,and wide to equal the section modulus ,and moment of inertias of a conventional stringer.
 Aft of the engine room there is a cabin for the Captain and mate featuring two lower berths, a head
and a hanging locker. A shower curtain will be provided in the head. The exhaust will run aft under the
berths. A door to the engine room is provided. The companionway provids full headroom access to te
engine room. If a conventional fishing cockpit is desired with freezer, sink, and tackle stowage it may
be incorporated aft of the house bulkhead. The Crew Quarters may be shortened to 3’and converted
into a full headroom rod stowage, and spare parts room. A work bench over the port exhaust out-
board could be incorporated with vice, grinder, and drill press.

Forward of the engine room there is a full beam master stateroom with a queen size berth, head,
shower, dresser ,and nite tables. Forward there is a Washer and Drier combination ,and hamper, a
locker Head , double berth with an optional upper berth.

The Main Deck. Features an ample size cockpit. The cockpit seat combined with the companionway,
and the large settee in the house provide full headroom for the Captains cabin below. A lot of atten-
tion was paid to have the house front high enough to provide good visibility from the inside helm so
that the standard boat could be offered without a bridge, and with cheaper lower cost engines. The
psarent form, The 47’ Pacemaker when powered by twin 285 H P diesels topped out at 21.5 knots
and cruised at 18.5 knots which is twice trawler yacht hull speed. The engines shown are the average
size of 600 H P diesels available on todays market. Her hull form is similar to the Ted Haggas designed
Coast Guard RUM CHASERS which made 50 M P H with 4-400 H P Liberty Airplane engines. . Look at
the 47 Ft. plot on the speed and power chart in the next chapter in the book . Look also at the deliv-
ery captains report on the 47’ Pacemaker. Notice the comfortable stairway from the house to the fly-
ing Bridge , the nice size galley, and the good sise dinette.

Inasmuch as this is a wood boat it would be an easy matter to convert it to a 48; Sport fisherman by
extending the cockpit to the swim platform length, fairing the Sheer line down several strakes aft, but
not so low as to be dangerous. to get the cockpit low enough to easily boat fish.

The biggest single problem facing students of boat design if a shortage of potential clients. The de-
velopment of a simplified construction system that would be acceptable by the pub-
lic and involves very little tooling cost could solve the problem.

.
 60’ SEDAN SPORT FISH

UPPER DECK

MAIN DECK

LOWER DECK
.
 60’ SEDAN SPORT FISHERMAN
I was thinking about this design when Ocean Canceled my design contract in 2007 because they
were afraid I would drop dead which I did not do yet. Now after an eye operation I was able to design
it. The hull is the 57’ Ocean Odyssey which has a 3; integral Swim Platform which I faired up to the
sheer line of a 60’ Sedan Sport fisherman.

The 57’ Super Sport deck was lengthened ,and a Plexiglas bulkhead was wrapped around the tail of
the house overhang thereby lengthening the house by 3; The lower deck arrangement remained the
same forward of the engine room with one except that the amidships stateroom anf head are raised
18’ thus allowing room for an additional 250 gallon fuel tank beneath the cabin floor’ This will in-
crease the cruising range to 500 Nautical miles at 29 Knots with twin 800 H.P Cat diesels.

Aft of the engine room there is a Crew Quarters with two lower berths ,and a Head with a curtain
around a shower. In order to shorten the Engine Room the Generator is located under the Compan-
ionway floor with a hatch over it and removable panels on the front and sides. If a conventional Fish-
ing cockpit is desired with a freezer, sink etc cabinet against the hours bulkhead the crew quarters
may be shortened to 3’ to house a rod stowage ,and spare parts room.

My friend , one of the early WESTLAWN graduates, John G Kingdon wrote the ABS rule books on
fiberglass, Steel, and Aluminum boat construction. The key to the full beam master stateroom was
getting the stateroom floor as low as possible. To lower the floor I had to design inboard longitudinal
stringers as low as possible and still conform to ABS rules which require a minimum moment of iner-
tia, and section modulus for a given unsupported span and boat speed. I designed very wide stringers
with a very thick face area on top,and sent the plans to Jock and asked him to check my calculations,
which he did ,and said they were OK. .

The most useful book I own is “MACHINERY HANDBOOK”. It has diagrams of various stress situa-
tions and the formulas to make the calculations for the size of the parts needed to withstand the
stress and safety factors recommended. I had no formal training in stress analysis but found myself
assigned to the SPARKMAN AND STEPHENS Scientific Department. Many nights I stayed up nearly all
night studying Machinery Handbook and learned how to calculate mast sizes, Rigging sizes, Lifting
gear sizes, and much more.

While cruising to Key West aboard the 57’ ODYSSEY. At 1870 RPM with a pair of 800 H P Cat Diesels.
We were cruising at 28 Knots. The engines topped at 2280 RPM providing a top speed of 32 Knots on
a displacement of 69,948 LBS The parent form of this hull, the 73’ Ocean is shown in the next chap-
ter. At 1870 RPM the engines were putting 590 H P each. LBS per H P=59.77.

Recently the owner of a 57’ Ocean was interested in buying a 7’ longer boat. After looking the boat
over he said. “Why the hell should I buy this boat, My 57 has more room in it thanthis does.”

This design is what I was thinking about 10 years ago. Olin Stephens said "One thing leads to anoth-
er” Now if I started this design from scratch using the same overall dimensions I could increase the
range , Improve the accommodations, and greatly improve the fishing capabilities of the design.
 CHAPTER 2 BIRTH OF A BRAINSTORM
In 1969 the great hydroplane designer, Arno Apel walked into my office as he frequently did
and handed me this SPEED PLOTTING CHART prepared by Webb Institute Professor George
Crouch. When I saw the plot of the 55 Ft. British CMB I became intrigued that it is a proven
fact that seagoing boats could be designed to go much faster with a given weight and power
than contemporary boats of the time so I decided to try find out how to do it and I did. This
paper will instruct young boat designers how they can do it too, and increase the nautical
miles per gallon of the boats they design considerably over the contemporary boats of 2015.
 ARNO Apel and his father Adolph designed BLUEBIRD which held the world’s Speed record
of 141 Miles per hour from 1939 until 1950. When I had my office in the Guarantee Trust
building Arno used to stop in and tell me important stuff such as. “When you get over 100
M.P.H all kinds of crazy things happen like fretting which is a cause of corrosion of stainless
steel.” “Rocker often increases speed” “ A Patent is nothing but an invitation to a law suit”.

1914 BRITISH CMB

WORLDS MOST EFFICIENT
SEAGOING BOAT
27,876 LBS. 750 H P
43.4 M P H
I had models made of several
dozen proposed designs with models of my existing best designs to use for comparison. We
used the same model testing technique that Nat Herreshoff used to test Americas cup models.
We towed both models at the same time from a yoke. Both models were the exact same
weight. We towed at scale speed using the SPEED LENGTH RATIO THEORY. A GPS was used to
measure speed. In later years.

On a very cold Feb.1970 morning after a year and $20,000.00 worth of my money spent on
model building we towed a 38’ Alglas model against a hydroplane version of the same boat.
The hydroplane model was best at top speed but had more resistance in the lower cruising
speed. Suddenly the standard model hit a chunk of ice, the ballast brick jumped aft and the
standard model running at a higher planing angle jumped ahead of the hydroplane.

May 1970 I told a Pacemaker Director that I had a breakthrough that would enable me to de-
sign boats that would make the same speed as competitive boats with smaller engines than
used on competitive boats. He replied “ OH, THAT IS TERRIBLE, WE MAKE OUR MONEY SELL-
ING ENGINES. YOUR IDEA WILL REDUCE OUR EARNINGS. One month later PACEMAKER WHICH
ALSO OWNED EGG HARBOR CANCELED MY DESIGN CONTRACT.

Seven years later Pacemaker canceled Jack Leeks consultant contract. He obtained a 38 Ft.
Alglas hull from which to make a mold from and start a new company. He had me stretch the
hull to 40 Ft. and incorporate the changes that made the model so fast including the distor-
tions in the hull bottom caused by curing in a hot resin mix. Pacemaker also lengthened their
hull to 40 Ft. With the same weight and power the Ocean Yacht was much faster. When the
55’ Ocean Yacht of my design with the same engines ran circles around the 48’ Pacemakers
and Egg Harbors of my 1966 design the Pacemaker Corporation went bankrupt.

13.
 80 FOOT ELCO P T
BODY PLAN

NOTICE HER PLOT ON

THE CROUCH CURVE
77 FOOT ELCO P T WELL OVER THE HYDRO
LINES DRAWING CURVE.IN SPITE OF HER
INCREASED DEADRISE.
I knew Jack Leek, Oceans President would be asked by a Boating Mag-
azine writer about how we are getting hydroplane performance out of a stepless hull design.
I prepped Jack before the interview., and showed him the above P T BOAT lines Drawing and
explained in great detail just exactly where the speed giving configuration was the same as our
design. When asked Jack replied, “ “Hell, we are doing the same damn thing ECLO did on
the P T Boat design.”.
Notice the 47 ft. Pacemaker plot over the Hydroplane curve. She is a round bilge warped
plane bottom design with one and one quarter of an inch rocker in the bottom aft to raise the
bow and make her run drier JUST LIKE ARNO APEL TOLD ME TO DO. Her Lines drawing is
shown in the next chapter.

HICKMAN SEA SLED

Notice the HICKMAN SEA
SLED CURVE on the Crouch
chart. It is an extremely effi-
cient boat patented by
Albert Hickman 1914.

In 1978 Jack leek had just signed a contract with me to design a 55 Ft. sport fisherman. My
40 Ft. OCEAN design was running over the Crouch Hydroplane curve but I was not exactly sure
why. I merely took her lines off of a 38’ Alglas model which had a great increase of speed at a
high running angle . The model bottom had distorted during a hot layup curing process and had
some concave in the aft bottom sections near the chine. Suddenly the light dawned as will be
explained in the first page of Chapter 2. After you read Chapter 2 look back at the P T Boat lines
and you will instantly understand exactly why the P T performed over the Crouch hydroplane
curve, and why it had such a long range at lower speeds using her Ford V8 Auxiliary engines

14.
 BABY BOOTLEGGER DESIGNED BY WEBB PROF. GEORGE CROUCH 1926 AND
RUNNING ON A HIGH PLANING ANGLE JUST LIKE MY 1970 LUCKEY MODL TEST

My father told me that if I ever get a brilliant idea look back in history and you
will probably find that somebody else had the same idea. I did what my father told
me and here it is BABY BOOTLEGGER . After testing $20,000.00 worth of models I
bumbled into the same thing as Crouch

During the Roaring twenties step hydroplanes were banned

from the GOLD CUP class of race boats. George Crouch fig-
ured out how to obtain hydroplane efficiency from a stepless
boat and his designs won the Gold cup for several years as a
result. Above is the inboard profile of a custom speed boat
Crouch designed for Ford, and to the right is the Body Plan of
TEASER, another Crouch Design. TEASER BODY PLAN

15.
 After checking the first six months of 2015 for Nautical Miles per Gallon per long ton of the four
boats between 64’ and 70 feet tested by PMY. At 30 knots it is .9.66 which is worse than the boats
tested during the last 20 years of the twentieth century, and it gets much worse at all speeds below
30 Knots. If the builders of these boats revise the molds as per the following instructions the range of
their boats with the same tanks and engines will increase by a factor of 1.449 times the present range
at 30 knots and even more at lower speeds.

K
N
O
T
S

NAUTICAL MILES PER GALLON PER LONG TON OF DISPLACEMENT

1. 40’ TRENDSETTER 10. 37’ BRAND E A. 57.’OCEAN ODYSSEY
2. 48’ OCEAN 11.55’ BRAND F B. 65’ OCEAN ODYSSEY
3. 55’ OCEAN 12. 45’ BRAND G C .73. OCEAN SUPER SPORT
4.63’ OCEAN 13. 47’ BRAND H D. 51’ IPS
5. 44’OCEAN 14. 54’ BRAND G E. 65’ IPS
6.52’ BRAND X 15. 54’ BRAND H
7. 58’ BRAND B 16. 50’ BRAND I
8. 41’ BRANC C
9. 43’ BRAND D 17.
 CROUCH CHART ENLARGED IN AREA OF INTEREST 2015

POUNDS PER HORSEPOWER

BOAT HP SPEED-MPH D ISPLACEMENT POUNDS PER H P

1. 55’ OCEAN 1,300 36.157 59,000 LBS. 45.35
2.=55’ OCEAN 1,600 40.3 61,500 LBS> 38.43
3 56’ OCEAN M Y 970 31.09 54,000 LBS. 55.67
4 57’ OCEAN OD 1,600 36.73 71 000 LBS 44.37
5- 65 OCEAN OD 1,800 36.8 85,000 LBS 47.22
6=43’ OCEAN SS 1,000 38.9 37,000 LBS. 37.0
7= 54=’OCEAN SS 1 ,720 44.8 —47.73 61,000 LBS. 22.426
8 66’ OCEAN SS 2,200 37.7 80,000 LBS 36.36
9 73’ OCEAN SS 3,350 41.6 19,897 LBS. 3 5.79
10- 73’ OCEAN SS 4,000 46.52 119,897 LBS. 29.97
11=52’ EGG 1,534 38.7 52,000 LBS 33.89
12 47’PACEMAKER 740 30.0 37,500 LBS 50.67
13 50S IPS 1450 39.4 57607 LBS. 39.73
14 50S ZEUS 1200 31.09 57607 LBS 47.5
15 77’ ELCO PT 3,600 49.5 92,000 LBS 2 5.55
16- 80’ ELCO PT 4,050 47.78 106,000 LBS 26.17
17 IPS 1,800 37.5 67,000 LBS. 37.2

19.
 ANALYZING THE CHARTS
I have just spent 12 hours checking the efficiency of all the boats between 40’ and 75 ft. test-
ed by PMY MAGAZINE from Feb. 2014 to June 2015. The most efficient boats at top speed
tested were all powered by VOLVO IPS Pod drives with the prop facing forward.. At cruising
speeds the IPS boats were not as efficient as can be seen on the fuel chart. Both the IPS 50 and
the twice as heavy Ocean 73 get .47 NMPG at 12.7 knots.’ Another big disadvantage is that
PODS can be knocked off if you run aground. Many IPS boats wide open are as far above the
Crouch Hydroplane curve as my designs. I think most IPS boats are inefficient below a speed
length ratio below 4.5 because the heavy diesel engines in the stern put the Center of gravity
and center of Buoyancy too far aft. The area of transom immersion is too high.
In my opinion a better way to gain the improved propulsive coefficient of a prop ahead of the
strut was the way the British did it on the CMB with the strut rudder combination. This prop
rudder combination was used by Prof. George Crouch on most of his GOLD CUP winning race
boats. My father used it on a Gold Cup boat he built in 1926. He did not like it as it made
changing props very difficult. My father more than anyone else was concerned about where
the water was coming from to feed the props. With outboard turning props It is coming from
underneath the boat in a direction on an angle to the centerline. The water hitting the strut is
on an angle on the way to the prop then being straightened out by the strut. If I am right
about this the strut on an angle to the water flow is creating an oblique suction on one side.

PMY tested the 50 ft. with both IPS and ZEUS drives. Both boats are less efficient in the cruis-
ing speed range at 27 Knots the Zeus drive burns 65.8 GPH while at 27.8 Knots the IPS only
burns 59 GPS once again proving the advantage of the prop ahead of the strut.

The IPS are extremely efficient at the top end but there has to be a better way of getting the
prop ahead of the strut, The rudder could be a separate entity from the strut located far
enough aft that when the strut is unbolted the prop can be removed between the end of the
shaft and the rudder, Maybe an I O with prop forward, Maybe a rudder each side of the prop
which would improve steering in reverse. Can you imagine the business the boatyards could
have if they could install such an arrangement on the hundreds of thousands of boats out
there whose owners would not hesitate to gain speed by installing the new strut rudder.

55’ CMB WITH STRUT RUDDER COMBINA-

TION 1914. —WORLDS MOST EFFICIENT
SEAGOING PRACTICAL BOAT. PRODUCED
FROM 1914 to 1939.

12.
 Now take a look at numbers A, B, C, on the fuel Chart. These are the most fuel efficient boats
on the chart, They are Ocean 57 Ft. Odyssey, the Ocean 65’ Odyssey, the 73’ Ocean SS with
twin 1675 H P CATS . They all have in common 33 degree down angle lift strakes that feed wa-
ter to the props. The lift strakes are farther apart forward than they are aft and also feed wa-
ter to the suction area of the bottom about 70% aft of the stem. Another Jewell is the 56’
Ocean Cockpit Motor Yacht, Number 3 on the chart well over the Crouch hydroplane curve
with a pair of 485 H P diesels on a displacement of 54,500 pounds it made 27 knots or 31.4
miles per hour when tested by MIKE SMITH of YACHTING MAGAZINE. The IPS 50’ is as effi-
cient as my best designs but only at top speed. Notice the fuel efficiency of the 50 Ft IPS below
30 knots This leads me to believe that if IPS drive were installed on my designs that are shown
on the charts they would be faster if I were allowed to locate the engines and drives so my de-
signs were floating on the original flotation line.

Look at the Curtiss Aero Yacht going 60 MPH with a 60 H P engine while my father is running
60 MPH with 450 H P in a 20 Ft. Hydroplane. This is why L FRANCIS HERRESSHOFF, PHIL
RHODES, and I see no sense in powering boats to go over 60 MPH . Maybe a Catamaran Flying
Boat with a low aspect ratio wing between the hulls could function as a practical boat.

1913 CURTISS AERO YACHT—60 H P 60 MPH 1913 CHELSEA 11 60 MPH 450 H P

78 FT. ELCO P T BOAT

DESIGNED BY
HUBERT SCOTT PAINE
BRITISH POWER BOAT CO

My father built a V DRIVE gear box driving twin 225 H P TRIEBERT ENGINES thru the gear box to
a single shaft. He placed the gear box all the way forward for a low shaft angle and aft for a large
shaft angle. Either way the CHELSEA 11 went 60 MPH.

18.
 CHAPTER 4
DESIGN A STEPLESS SEAGOING HULL WITH HYDROPLANE EFFICIENCY
1.Transom chine beam to be 66% or preferably less than the maximum chine beam. This may
be obtained by jogging the hull sides out slightly below the waterline so as to provide an ac-
ceptable cockpit width. The widest chine beam minus the transom chine beam = WINGSPAN.

2.Lift strakes should be integrated into the hull bottom and have a down angle of about 33
degrees. They should be parallel to the centerline or slightly farther apart forward so as to
ram water into the suction area of the hull about 70 % of the waterline aft of the stem, and
also feed water to the props. Note how fuel efficient the boats with down angle lift strakes are
on the NAUTICAL MILES PER GALLON PER LONG TON OF DISPLACEMENT CHART.

3. Red lines on the Lines Drawing of the 56’ Ocean shown on the next page are about 10 de-
grees outward from the centerline, and about 10 degrees downward from the chine on the
profile view. They show the approximate downward direction of the lift giving flow of water
off the chine in planing mode. Think of the widest point of the chine as a wing tip and the
chine aft of the widest point to 90% of the waterline length aft as the lower trailing edge of an
airplane wing or a bird’s wing. Think of the last 10% of the waterline length as fairing into the
elevators on an airplane which are the boats trim tabs. There must be enough rocker, and or
enough negative on the trim tabs to achieve a high enough planing angle, (Angle of Attack) to
obtain the maximum efficiency. Note how far forward the wing tip is on the 77 FT. Elco P T
boat Lines Drawing, and the length of the trailing edge of the wing. Note the 54 FT. Ocean
Lines drawing how the chine hooks outward aft to nullify the heeled hull side rudder effect.

AFT

TRAILING EDGE OF 57’ ODYSSEY WING.AT REST

Note: 55’ Ocean trailing edge was curved down, but often needed some grinding on the com-
pleted boat to obtain the proper curvature

4. It is imperative that the trim tabs be set on a negative from a fair line off the hull bottom
when they are all the way up. This will assure that the tabs may be set for maximum speed at
various R P M. Tabs up greatly improves following sea performance. I like 25% down tabs for
maximum speed. Think of the tabs as an airplane elevator which can make the plane go up or
down. Most boats have tabs set to only go down. Sometimes up is a good thing.

5. After reading the above look at the last two pages of chapter 1. Notice the wing span of the
P T Boat, and how far forward the wing tip is. Look at the rocker on the Crouch Inboard Profile.
Notice the low area of transom immersion on both boats. Notice the body plan wingspan .
20.
56 FT. OCEAN COCKPIT MOTOR YACHT
The “ALL OF US” was a vee bottom 26’ Cruiser
docked near our home She had a trunk cabin
with an open Pilot house. Pop repowered her
with a 25 H P Universal engine with a big reduc-
tion gear. She had a narrow stern with a rocker
about like the adjoining Lines drawing. She had
a top speed of 17 miles Per Hour. I know be-
cause I was running Pop’s 21 ft. Cruiser pow-
ered by a 40 H P Model A Ford engine. My top
speed was 15 M P H . The ALL OF US with 25
H P walked right past me with eight people
aboard going about 17 M P H . I designed the
56 Ocean aft bottom with rocker like the ALL
OF US and utilized my breakthrough to en-
hance it. 27 KNOTS —31 M P H —Twin 450 H P
Displacement 54,500 Pounds

Note the red lines which indicate the lift

giving flow lines of the water leaving the
trailing edge of the wing which is curved
down like the lower trailing edge of a birds
wing or a wing with flaps slightly down.
Note also the rocker aft which acts like an
airplane elevator in the slightly up position.
Note the skeg helps tracking, and the very
low immersed area of the transom which
reduces drag at low cruising speed.

21.
 The 56’ Ocean cockpit Motor yacht is a stretch job added to the 48’ Ocean Motor Yacht. The
props, shafts, and rudders were left in the same place as the 48 footer and it works just fine if
the steering has a bit of power assist. I have noticed that boats with the props located further
forward than the conventional position seem to be very efficient for some unknown to me
reason.

Back in the Atlantic City Marina in 1990 a rather loud argument raged between the 56 Ocean
Captain, Paul Truman, and Jimmy Cunningham. Jimmy was shouting that there was no way in
hell that the 56’ Motor Yacht could go 27 knots with two 450 H.P. engines. Paul challenged
Jimmy to meet him the next morning and follow him from Atlantic City to the Parkway bridge
up the Mullica river. Jimmy and Al Collins did at 27 knots all the way on GPS.

56’ OCEAN MOTOR YACHT RUNNING CHINES DRY

22.
 55’ OCEAN LINES

BOATING MAGAZINE TEST RESULTS

Displacement at test was 58,000 LBS. Cal-

culated by author right after test by meas-
uring flotation line. Calculations made using
both SIMPSONS RULE, and AERO HYDRO
computer program. The above boat has just
been repowered with twin 800 H P CAT die-
sels and made 35 Knots, or 40.3 statute M P
H. on trial runs. Look at the modification
made to the SUN DOLL on the next page

23.
Twenty years ago an Ocean 55’ owner called Skip Favre, service manager of OCEAN YACHTS
and said. “I love my 55 but would like to improve her following sea performance a bit.” I drew
a sketch of a wedge to offset the heeled hull side curve rudder turning force . It was installed
as shown above and it greatly improved following sea performance. Last year Buddy Keller re
powered his 55’Ocean Hull Number one with a pair of 800 H P MAN Diesels. The added speed,
35 Knots caused her to be a little bit ticklish. I sent him a sketch of the aforementioned
wedge . He installed it as shown above and is happy with the first 55’OCEAN. This wedge is
designed right into the mold of my twenty first century designs as will be shown This wedge
can be installed on any planing hull and will improve following sea performance.

24..
 MAGAZINE TEST RESULTS 43 Ft. OCEAN YACHT SUPER SPORT

Jack Leek and his son John were very supportive of my efforts to try to advance the state of
the art of Planing Hull design. Above is a perfect example of this support. I felt that a 10 de-
gree down angle on the chine would increase the trailing edge wing lift . The drawing below
shows the 10 degree down angle that was ground into an existing mold to achieve the down
angle. I also felt that parallel lift strakes with a 25 degree down angle would increase the pro-
pulsive coefficient by channeling the water toward the suction area of the hull bottom about
70% aft of the stem. At great cost the new lift strakes were ground and filled into the mold. IT
ALL WORKED JUST FINE . LOOK AT THE MAGAZINE, TEST AND THE NAUTICAL MILES PER GAL-
LON PER LONG TON CHART IN CHAPTER 1.

My friends Frank and Sandy Cannon bought a 43’ Ocean and ran alongside a competitive
43 ft. boat from Fort Lauderdale to Bimini and back. They burned half as much fuel as the oth-
er boat. On a run from Fort Lauderdale to Rock Island Maryland they cruised 25.45 knots at
2300 RPM in the Ocean and wherever they could inland and slowed for no Wake zones. Over-
all they averaged 1.1 gallon per Nautical mile for 1,382 Nautical Miles.. Or .917 Nautical Miles
Per Gallon.

DWL
10 deg. down angle chine 25 deg. down angle lift strakes

1/2 STATION 12 1/2 STATION 7

ALTERATIONS MADE INTO EXISTING MOLD FOR 43’ OCEAN

25..
 43 FT. OCEAN LINES
Notice how inserts were placed inti a 45’
Ocean mold to convert the conventional
level lift strakes which curved in toward the
stem to lift strakes that ran parallel to the
centerline and had a 25 degree down angle .
The chine was also converted into a 10 de-
gree down angle. This change resulted in a
19 percent increase in nautical miles per
gallon through. the entire speed range No-
tice the fuel burn chart in Chapter 1 shows a
big gain in all down angle lift strake boats.

Notice DETAIL C showing an intent of a

wedge in the mold aft under the jog which
greatly improves following sea performance
by getting rid of the heeled rudder effect of
the hull side which is a big factor in causing
boats to broach.

26..
 57’ OCEAN ODYSSEY 57’ SUPER SPORT

57’ OCEAN YACHTS ODYSSEY running at 32 knots with twin 800 H P CAT Diesels on a displace-
ment of 71,000 Lbs. calculated before test time by author in WEST PALM BEACH. PMY tested
the boat with tabs up. She is faster with tabs down a bit. A month before the PMY test I
cruised this boat from WEST PALM BEACH to KEY WEST and back, at which time the engines
turned 2,280 RPM. This boat was run over 3,000 nautical miles before the PMY test

PMY TEST OF 57’ +3’ OCEAN ODYSSEY PMY TEST OF 57’OCEAN SUPER SPORT

THE IMPORTANCE OF WATERLINE LENGTH ON EFFICIENCY

The 57 Odyssey and ihe 57’ SUPER SPORT share the same hull design, except the 57’ IDYSSEY
has a 3’ integral swim platform that extends the water line THREE FEET.

57’ ODYSSEY at 31.9 KNOTS—.44 NMPG 57’ SUPER SPORT at 30 KNOTS— .41 NMPG
57’ ODYSSEY at 24.2 KNOTS—.55 NMPG 57’ SUPER SPORT at 24 KNOTS— .46 NMPG
57’ ODYSSEY at 19.5 KNOTS— .61 NMPG 57’ SUPER SPORT at 18.4 KNOTS–.48 NMPG

IF BOAT MANUFACTURERS USED INTEGRAL SWIM PLATFORMS NAUTICAL MILES PER GAL-
LON WOULD INCREASE ABOUT 10% to 20 % . The 57’ ODYSSEY gains an additional benefit due
to the fact that the chine tapers in to the new stern resulting in more wing span and reduced
area of transom immersion. Looking at the gallons per hour wide open which is 72 just imag-
ine at half power, 400 H P would burn 36 gallons per hour. If you interpolate the fuel figures it
looks like a pair of 400 H P engines would push the 57’ Odyssey 21 knots top with a 17 knot
cruise. The lighter 400 H P engines would perhaps improve speed a little more.

27..
 54’ OCEAN YACHT LINES DRAWING

28.
 Length Overall—54’ 6”
Bean 16’ 10”
Draft 4’ 0”
Displacement—61,000 pounds
Engines—Twin 1,350 H P Man Diesels

54 FT. OCEAN RETURNING FROM TEST, 40 KNOT WIND,

I returned to my home near the beach. The wind was blowing 40 knots. There was a missed
call on my answering machine. “ Hi Dave , this is Captain Pat Scaica of POWER AND MOTOR
YACHT MAGAZINE. I am in the ocean off Atlantic City testing your 54 Ft Ocean Yacht in 40 knot
winds and 12 Ft. seas and Blub screech static” OH NO! , I Thought, He sank the boat. I could
just imagine the headlines in tomorrow’s Atlantic City Press. DAVE MARTIN’S 54 Ft. OCEAN
YACHT design sinks off Atlantic City drowning crew of three.

I returned Pat’s call. To my surprise he answered. “ HI PAT ,HOW DID THE BOAT HANDLE?
Pat replied : “Oh it handled just fine especially in very heavy following seas. I just had a few
questions for you.” He asked.” What did you do to make her handle so well in big following
seas?” I replied “ When a boat heels the immersed side acts like a gigantic rudder trying to
turn the boat. The helmsman turns the rudder to straighten the boat on course but now the
boat is going straight with the rudders turned which sets up a banking force when she is going
straight. What I did was curve the aft side of the hull below the jog outboard to act as a rudder
in the heeled position to offset the curvature of the heeled waterline acting as a rudder. My
twenty first century designs have this feature molded right into the hull mold.

The other equally important thing that would help the following sea ability of any boat is to
set the trim tabs for maximum speed at 25% tabs down. When the boat is in a heavy following
sea put the tabs all the way up to raise the bow which greatly improves following sea perfor-
mance. There is an optimum tab setting for every speed, for instance when cruising at low
speed tabs all the way down conserves fuel. This was my last design for OCEAN YACHT. 2007. I
was 77 years old and the new OCEAN president told me he was afraid I would drop dead.

Now I am 85 and I did not

drop dead yet but the OCEAN
YACHT CORPORATION
dropped dead last week , ear-
ly December 2015.

29..

73 FT. OCEAN YACHT SUPER SPORT
Length Overall—72’- 6”
BEAM—19’_8”
Draft—5’—0”
Displacement—129,223 Lbs. salt water
Fuel capacity—1800 Gallons
Water capacity— 330 Gallons
Test Engines—twin 1,675 H P CATS
Reduction gear—2.74—1
41 X 60 VEEM 5 Blade
Turn back to the NAUTICAL MILES PER GAL-
LON PER LONG TON OF DISPLACEMENT
CHART. LOOK AT THE THREE RED LINES AT
THE RIGHT, A ,B,AND C. A is the 57’ OCEAN
ODYSSEY , B is the 65’ OCEAN ODYSSEY, and
C ic the 73 FT. OCEAN SUPERSPORT. These
boats have in common. INTEGRATED 33
DEGREE DOWN.ANGLE LIFT STRAKES, and 10
degree down angle chines. Note above the
20% wing span, and the immersed transom
area compared to the midsection.
My client John Leek !!! Asked me to do two
sets of lines and model test them, one my
basic design and another the best new thing
I could figure out. The final test was made
towing the models from a. Yoke at scale
speeds using a GPS. Mike Hartline, Terry
Watson , Terrance Watson, and I made the
test. The BEST NEW THING was the best.
After the speed test we made a following
sea test of the new design as follows. I had
one end of the yoke in my hand like a bat.
The tow line was attached to the other end. I
whipped the model toward the wake of the
tow boat. With the tow line loose the model
went thru the gigantic scale following sea
admirably on its own. I always install a skeg
and trim tabs on my models.
30.
73’ OCEAN LINES

31.
 65 FT. OCEAN YACHT ODYSSEY
A glance at the above photo shows the boot stripe showing nearly all the way to the stern
indicating that the hull has an extraordinary amount of lift. Notice a smaller than usual bow
wave than contemporary boats of the same speed, and length.

The Parent form of this boat is that of the 73 FT. OCEAN shown on the previous page. The 33
degree down angle lift strakes are channeling water under the hull and feeding the suction ar-
ea about 70% of the waterline aft of the sten. In addition the strakes are feeding water to the
props. Also the 10 degree down angle chines are guiding the water leaving the aft end of the
wing in a slightly downward direction giving lift similar to the aft bottom of a birds wing, An old
fashioned airplane wing or a modern wing with flaps down a bit. The fact that the immersed
area of the transom is only 56% of that of the mid section is the reason for the remarkable fuel
economy at low cruising speeds as noted on the PMY TEST below, It is very important to level
the chine angle 10% of the W L length from the stern to avoid excess lift aft.

PARTICULARS
LENGTH OVERALL—67’6”
BEAM—17’3”
DRAFT—5’-0”
DISPLACEMENT—85,000 POUNDS
ENGINES—2—900 H P DDC_MTU

32.
 On trial runs of the 47 Ft. SPORT
FISHERMAN . August 1966 Skip Fa-
vre and I ran out Little Egg Inlet. It
was blowing 25 knots southwest.
We headed across Brigantine Shoals
in short steep six foot waves, she
was very wet. The next day I had the
boys in the shop put 1 -1/4” rocker
in the hull jig. The rocker acted like
what happens when you pull back
the joystick on an airplane The bow
rises, and the boat runs drier. The
Motor Yacht made 30 M P H on a
displacement of 37,500 Lbs. with
twin 370 H P Cummins Diesels which
is over the Crouch Hydroplane
curve. She is also over the Crouch
Hydroplane curve with twin 240 H P
Detroit Diesels. Why is this round
bilge warped plane boat with rocker
in the bottom more efficient than
most contemporary boats of its size
and type. Maybe boats with an L C B
farther ahead than normal boats are
very efficient with rocker aft like
BABY BOOTLEGGER and the
OCEAN 54 FT. Cockpit Motor Yacht.
47 FT. PACEMAKER OPERATING OVER THE CROUCH HYDROPLANE CURVE

LINES
47’ PACEMAKER
44’ PACEMAKER
43’ EGG HARBOR
48’ EGG HARBOR

33.
 40 FT. TRENDSETTER
Length Overall= 40’-0”
Length Waterline-37’-11”
Beam-11’-2”
Displacement-19,000 Pounds Hull 2, Note Hull 1 was heavier
Power-221 H P VOLVO-2.5-1 Red.

A Round Bilge boat has less resistance than a Vee Bottom boat below Speed Length Ratios
below about 4. Note Speed Length ratio = Speed in knots divided by the square root of the
waterline length. A speed of knots 6.16 which is the square root of the TRENDSETTER water-
line length equals a speed length ratio of one. At a top speed of 20.5 knots the speed length
ratio is 3.328 knots. A vee bottom boat gains efficiency above a speed length ratio of about
3,5-4 because the water leaves the hull side at these speeds, It’s called running “chines dry”.
The Trendsetter’s Vee bottom forward does leave its chines dry about a third of the way aft
of the stem at a speed length ratio a bit below 2 which accounts for its efficiency gain over a
conventional round bottom boat. Bob Valley, builder of the TRENDSETTER builder measured
the fuel flow of Hull 1 from a calibrated can the results of which are calibrated below.

7.3 M.P.H.—4.19 M.P.G.

9.7 M.P.G.—3.50 M.P.G.
18.5 M.P.H.—2.40 M.P.G.
22 M.P.H.,— 2.40

Hull 2 made 24 M.P.H. at 19,000 Lbs. and is

over the Crouch Hydroplane Curve

35.
 EVOLUTION — 1977—2015
Notice the lift strakes on the 55’ OCEAN. They curve in toward the stem as they do on at
least 95% of the boats on the water today. Think about what happens when a boat heels. The
lift strake on the low side is breaking water closer to the centerline than the high side lift
strake, thus providing less lift to right the boat than the high side lift strake. On the 53’ Ocean
Super Sport I ran the lift strakes parallel to the centerline which resulted in a more sure footed
boat in confused and following seas.

It was discovered during model testing that down angle lift strakes and chines improved
speed so they were introduced on the 43’ Ocean with 25 degree down angle lift strakes and 10
degree down angle chines. Model tests on the 73’ Ocean showed that 33 degree down angle
lift strakes a bit further apart forward improved performance by channeling water toward the
suction area of the hull bottom about 70% aft of the stem which improved the propulsive co-
efficient a lot in the lower cruising speeds as proven by the lower prop slippage than conven-
tional boats at and below top speed.

Displacement varies as the cube of the length while wetted surface varies as the square of
the length. Lift varies with the square of the speed. If you reduced the 73’ OCEAN hull form
by 50% you would also have to reduce the speed length ratio or you would get too much lift
and cause pounding. On the 42 knot 54’ Ocean I used one spray rail for that reason.

L Francis Herreshoff in his Masterpiece “ THE COMMON SENSE OF YACHT DESIGN” shows a
drawing of the heeled waterline shape of the side of a boat which is curved in the direction to
turn the boat to the high side. On a power boat when this little understood phenomena oc-
curs the helmsman turns the rudder to make the boat go straight. This sets up a situation
where the rudder is acting as a banking force going straight which further adds to the heeling.
Look at the plan view of the 54’Ocean and notice the reverse curve at the aft end of the chine
which sets up a turning force which counteracts the hull side turning force.

One surprise to me was the outstanding efficiency of the boats plotted on the Chapter 1
charts and elsewhere within these pages that had rocker in the bottom to counteract a further
than normal fore and aft center of gravity. They are 1.The 1926 Crouch designed BABY BOOT-
LEGGER, and TEASER using the BABY BOOTLEGGER parent form. 2. The Andrews designed
Martin built WINGS that won the New Jersey GOVERNOR’S GOLD CUP against three Point Hy-
droplanes three years straight during the early thirties. 3. The round bilge warped plane 47 FT.
PACEMAKER, 4. The 56 FT. OCEAN COCKPIT MOTOR YACHT. And 5. The 26 FT. ALL OF US.
Right now after scanning the latest 2015-2017 Magazine boat tests I am surprised that my de-
signs are still far more efficient than the 2017 boats in spite of the fact that my last production
boat design was 2007. THAT IS WHY I WROTE THIS .

34...
t

Information in this book can be utilized to research how to improve the design of boats to ob-
tain more speed for a given weight and power, and increase the nautical miles per gallon.

65 ’ EXPRESS CRUISER TESTED BY PMY

30.4 KNOTS RANGE 225 X 1.65— 371 with Martin Bottom design
25.6 KNOTS RANGE 242 X 1.813—438 with Martin Bottom design
19.4 KNOTS RANGE 219 X 2.33— 510 with Martin Bottom design
13.6 KNOTS RANGE 242 X 2.79—675 with Martin Bottom design
With Martin Bottom and 900 H P Engines speed will be same as test boat with 1100 H P .

75’ MOTORYACHT TESTED BY PMY

34.6 KNOTS RANGE 273 X 1.176—321 With Martin Bottom design

29.9 KNOTS RANGE 266 X 1.41—-375 With Martin Bottom design
28 KNOTS RANGE 268 X 1.53- 410 With Martin Bottom Design
22.3 KNOTS RANGE 309 X 1.44— 444 With Martin Bottom Design
17.1 KNOTS RANGE 348 X 1.6— 556 With Martin Bottom Design
With Mold inserts and 1675 H P instead of 1925 H P engines speed wile increase to 36.2 knots

Mike Hartline made the test models of my post 1995 designs and was with me when we test-
ed them. He was in charge of building the plugs and molds for these boats. Mike is now Chief
Naval Architect for Brunswick's larger boats including SEA RAY. Viking just bought the
Ocean Yacht factory. Maybe this technology will inspire somebody to increase efficiency.

The credibility of the information in this paper can be proven by looking at the Navy records of
the Elco 77’P T Boat, and the 80 ’ P T Boats designed by Hubert Scott Paine. Research the
Paine designs built by the BRITISH POWER BOAT Co. before and during World War 11. A
model of BABY BOOTLEGGER designed by Prof. George Crouch should be tank tested as it
used the same technology as I did. A MYSTIC SEAPORT board of directors meeting minutes
will show that Olin Stephens proposed that Mystic preserve my designs due to their efficiency.
Olin worked for Prof. George Crouch and learned how to do what I did and also did it on
Rockefellers Express Motor Yacht. Tom Fexis figured out what I was doing and designed
SOUTHERN CROSS with a shorter high aspect ratio wing then ran the chine straight back
from the wing. Perhaps a new generation in the academic world will take this work seriously,
and improve on it. I am 87 and am sure I can improve the efficiency of my existing desi.gns.
...

36..
 NAVAL ARCHITECT’S NOTEBOOK VOLUME 2 PART 2
CHAPTER 5— EFFICIENCY BELOW A SPEED LENGTH RATIO OF 3. 5
APRIL 14, 2017
Three years ago my grandson and I produced a DVD which among a lot o other things
showed a VIDEO of a Sedan version of this boat running. The boat was named MASTERPIECE.
The video was made by its proud owner. MASTERPIECE was brought up to LIKE NEW condi-
tion in CANADA. Her owner says on the video that the performance of MASTERPIECE is vast-
ly superior to most boats of its size on the market today. He said this 1962 PACEMAKER
should be put back in production. Buy “EFFICIENT BOAT DESIGN VOL 1 FROM AMAZON.COM
NOW. WATCH MASTERPIECE RUN. YOU WILL BE GLAD YOU DID.
 NOTE THE TUCK UP UNDER THE SWIM PLATFORM
ENDING WITH A HOOK DOWN AFT.

With a similar bottom design as Mississippi River PUSH BOATS she runs very clean at displace-
ment speeds and due to the hook down aft she exceeds NATURAL HULL SPEED to 15 knots.
 DISPLACEMENT BOATS THAT EXCEED NATURAL HULL SPEED
Displacement boats such as the 24 Ft. A C CATBOAT have tucked up sterns so the water leaves the stern
nice and clean with no suction caused by the suction of an immersed transom. On the other hand most
displacement boats have what is called a critical hull speed ie SPEED LIMIT of 1.34 times the square root
of the waterline length. The square root of the 23 FT waterline of the A C Catboat is 4.795 which when
multiplied by 1.34 gives a critical hull speed of 6.42 knots.

I tried all sorts of tricks to get my A C CAT to exceed natural hull speed including trim tabs, and a 3 Ft
extension with a tucked down stern aft, but nothing worked until, the builder, Bob O Donnell noticed how
clean and fast I ran when we backed it out of the dock. Bob got back aboard, and with me at the wheel,
Bob on the throttle, and my son Dave at the knot meter we made our test. I knew full well that if I got the
rudder just a bit off of dead straight I could break the rudder, bust up the steering gear, pull the shaft out
of the coupling, and smash the rudder shaft and prop..

As Bob advanced the throttle Davey called out the speed, 6.5, 7.5, 8, 9, 10 knots. “Eureka, We have a ma-
jor breakthrough. We know how to design a 12 Meter that will win the AMERICA,S CUP. I will make a 12
meter model and if it works I will take it up to my old boss Olin Stephens and collaborate with him on an
America's Cup design. Very fast sailboats can be designed that can be powered to at least double their
hull speed Motor Sailors could be designed that could beat racing sailboats under sail, and a 36 Ft. wa-
terline sailboat could cruise at at least 12 knots, and maybe more all the way to Florida.”

Bob O made a 27 Ft. model of my boat with two bows and no stern. We towed it from a yoke at scale
speeds and it was much faster than the 24; model and the 27 Ft. model of my boat with an extended
stern,. It went right thru critical hull speed with no fuss. We pulled the models in and docked at the Fly-
ing Cloud, had a fine dinner, and celebrated our future winning of the Americas Cup. A model of a pro-
posed 12 Meter using the Lines of Weatherly as a basis of the displacement and waterline, I towed it with
an accurate scale , and it seemed to have no hard spot at critical hull speed.

My father told me “ Any time you think you’ve got an original bright idea search thru history and sure
enough you will come accros some old guys who had the same idea,” That’s what I did. The old guys that
did it were, Donald McKay’s design of the FLYING FISH, and other famous Clipper Ships, . Nat Herreshoff’s
design of the Du Pont Torpedo Boat. Phil Rhodes with Bermuda race winner HOTHER and, the Viking
Ships

At dinner in Mystic Seaport I told Olin Stephens the above story. Olin started laughing and said, “ I had a
phone call at 3 A M a few years ago. When I picked up the phone a fellow was screaming in my ear, “Olin,
Olin. We are going the wrong way, we are going the wrong way.” The guy was the Physicist who was tank
testing my latest 12 meter America's Cup design” I asked Olin if he switched the bow and stern and he
said, “No there are other considerations,” Olin’s favorite saying was “One thing leads to another:, When I
was finishing the WESTLAWN SCHOOL OF YACHT DESIGN COURSE in Jan 1951 one of my father’s mentors,
James Jenkins visited. James Jenkins was a very wealthy philanthropist from Philadelphia. Pop told me he
operated a large number of Soup Kitchens during a depression in the late nineteenth century, Mr. Jenkins
told me ,“Young man, You will design a good boat that people will notice, One thing leads to another and
you will be contracted to design many more boats.” James Jenkins was right.
 Sooner or later some young Naval Architect is going to read this thing, continue the research,
and design an auxiliary sailboat that wins a lot of races,. Somebody will produce the boat,
More models will be added .,and a very successful boat building company will be born. Exam-
ple, I , Jack Leek, President of Pacemaker noticed a very clean running 18” Jersey Sea Skiff I de-
signed in SKIPPER MAGAZINE. He gave me a contract to design the 40’ Pacemaker which was
the first of the many thousands of my designs that he produced as president owner of PACE-
MAKER, ALGLAS, EGG HARBOR, and OCEAN YACHTS

1897 DU PONT 176 FT HOLLOW WATERLINES AFT

Designed and built by Nat, Herreshoff 1890. Ran from Havana to Fort Lauderdale at 30
MPH,26 knots at a speed length ratio of a bit over 2 to announce the end of the Spanish
American War. Herreshoff built a fleet of these boats for the Czar of Russia to fight in the Rus-
sion Japanese war. Note that the stern below water is double ended with a small transom
above the waterline.. Naval Archi-
tects, Students, and Researchers
would find it extremely worthwhile
and, perhaps profitable to research
the Lines drawings of ancient ships
such as the Greek and Roman Gal-
leys, the Viking Ships, and Phil
Rhodes Double Ended Cruising boats
that turned out to be surprisingly
fast. Look at the lines of a few of the
record breaking Clipper ships of the
nineteenth century. You will notice
boats with hollow waterlines aft
that were very fast.

DU PONT IN DRY DOCK

 My 24; ATLANTIC CATBOAT went faster backwards than it did frontwards. The above lines
were derived by cutting two models at the widest point, 13’-6” from the stem, and joining them
to form a 27’ model. The model was towed from a yoke alongside a standard 24; Cat ,and also a
model replica of my boat stretched to 27’. The two Bow model was faster by far and exceeded
natural hull speed. Last summer my grandson and I towed the double bow model utilizing a
GPS in a dead end creek with no current. The model went right thru the natural hull speed of
1.34 times the square root of the W. L. Length to a scale speed of 10 Knots. Above 10 knots
the bow rose a lot but surprisingly the stern only settled to about one half freeboard. There is
very little displacement aft and a lot amidships. Total displacement was definitely reduced a lot.
I leave it up to a young future naval architect to carry on with this research

JUST LOOK AT THOSE LINES BELOW. DO THEY LOOK FAMILIAR? THEY SHOULD . THEY REVEAL A
MILITARY SECRET UTILIZED BY THE VILINGS, GREEKS, ALAN MC CAY, NAT HERRESHOFF AND
MANY OTHERS. THE SECRET APPEARS TO BE THAT HOLLOW WATERLINES AFT ON A DOUBLE
ENDER ALLOW A HULL TO GO FASTER THAN THE NATURAL HULL SPEED OF 1.34 X THE SQUARE
ROOT OF THE WATERLINE LENGTH! . Note the hollow waterlines on the Viking Ship below, The
GOGSTAD SHIP. She was 77’ 11” long with a waterline length of 71’ 6”. Beam was 16’7”. Square
root of the waterline=8.461. Top speed was 15 Knots for a speed length ratio of 1.77 which is
about 1/3 faster than conventional displacement boats My 24’ Cat with 11’ beam going thru
natural hull speed backwards proves a wide boat with hollow waterlines aft can also go thru.
 53 FT. PACEMAKER TRIAL ON SEA TRIALS
The Cruising speed SPEED LENGTH RATIO meaning, SPEED DIVIDED BY THE SQUARE ROOT OF
THE WATERLINE LENGTH) is 2.42.
The secret of designing in 2 to 3.5 speed length ratio area is to keep the IMMERSED TRAN-
SOM AREA AS LOW AS POSSIBLE to reduce eddy making resistance in the transition area from
operating in the displacement boat area to the beginning of planing area. A lot of the round
bilge DOWN EAST BOATS are designed by wise men who keep the area of transom immersion
low and it is a pretty sight to watch these fine boats running nice and clean at speeds where
contemporary production boats are struggling to get on plane .Of interest to researchers the
flotation line was about 3.5 inches above the Datum W L shown below.
DEMAND WAS SO GREAT THAT ONE OF THESE BOATS WAS PRODUCED EVERY 9 DAYS
My old boss at Sparkman and Stephens, Chief Engineer Gil Wyland was so impressed with this
design that he instigated my SNAME membership and had me put on Panel H 12 Planing hulls.

L O A —53’-0”
BEAM—16’4”
Disp.-53, 000 LBS.
Power Twin 340 HP
Top Speed-18.7 K.
Cruise Speed 17 K
 L O A—60’ 0”
Beam-16’4”
Draft-3’6”
Power– Twin-340 H P
Cruise Speed-16.5 K

The 60’ PACEMAKER was a 7’ STRETCH JOB on the 53’ PACEMAKER. Her flotation line if I re-
member correctly was about 4 ‘ above the DWL. Once again her efficiency in the low speed
length ratio area is largely due to her low area of transom immersion.

The sixty went on a production schedule of one boat every nine days.. This boat for some rea-
son was a favorite of the HOLLYWOOD STARS. LOUIE PRIMA bought one as did JERRY LOUIS,
and others. I designed this boat on speculation and sent the plans dealer Bob Miller who imme-
diately flew to Pacemaker, Slammed a check down on Jack Leeks desk and DEMANDED “ I want
the 60 footer, I need the 60 footer and I am going to have the 60 footer, GOD DAMN IT.”
CHAPTER 6 —-LISTENING TO SMART OLD GUYS
MY OLD BOSS OLIN STEPHENS
Olin went to MIT to study NAVAL ARCHITECTURE. For his freshman year. He got disgusted as he
got no drafting or design courses so he Quit MIT, and went to work for Professor George Crouch at
his City Island design office ,George Crouch was a Professor of Naval Architecture at Webb Institute.
George was at the leading edge of fast power boat design having designed BABY BOOTLEGGER.
Winner of the Gold cup. George had bumbled into the same breakthrough as I did to get Hydro-
plane efficiency from a stepless hull. Olin designed a boat for Lawrence Rockefeller utilizing
Crouch’s breakthrough. It was my job at S&S to file all the plans taken out during the day. I was in-
trigued by the lines of the Rockefeller boat, and surprised that after a year of model research I acci-
dently bumbled into the same thing.

At age 19 Olin designed DORADE which was built at City Island. Olin, brother Rod, and Olin’s father
sailed DORADE across the Atlantic, and won the TRANS ATLANTIC race. This put Olin on the map as
one of worlds greatest Yacht designers. Serving my internship under Olin and his fine crew was a
gigantic break for me.

Olin Stephens and I spoke at MYSTIC SEAPORT in 1990. The night before , Olin ,my son Dave and I
had dinner together. “ Olin,” I asked, “ What do you think about CAD,? “ Olin replied, “ They have it
over at the office I don’t like it as I just can’t quite get just exactly what I want with it. Just that last
little shape I want.” I replied “The problem I have is that messing around with the computer keys
interferes with my creative thought. Back about 1936 my father had a business associate IZZY BO-
ROSKY. My father asked “,IZZY, Do you think in English or do you think in Yiddish,” MAATIN, Izzy re-
plied, “I Tink in Yiddish.” “I think the way Taylor Newell taught me back in your office in 1953. I
was having trouble getting a 30 Ft. Power Boat to look right. Taylor took a piece of vellum, a soft
pencil and a soap eraser and started free handing the profile. When he wanted to change a line he
erased it and kept at it until he drew a nice looking profile. For that reason I decided at the age of
60 to continue designing with pencil,.

About ten years later I met Olin in New York. We discussed CAD again. “Olin,”, I said, “I designed
two different hull forms for the Ocean 73. One was similar to my previous designs. The other was a
radical new design. The regular design I did on computer, The radical I did by hand. I was proud of
my computer drafted design. I showed it to all my friends and rolled all around on the computer
screen like a pro. During the design process which took me a long time the computer was turned on
and off many times. I invited my friend Al Collins over after a fishing trip to display and brag about
my genius. I rolled the design around to lot of of views and heels and noticed my sheer line was a
bit unfair. I faired it up and wondered if shapes change in the computer. I saved, and turned off
many times. There it was again, The sheer line changed right inside the computer.”

When I resigned my job a Sparkman and Stephens Olin said,, “ Dave I will not accept your resigna-
tion. I will put you on leave of absence. You will always be welcome to return to work here at Spark-
man and Stephens.
 SITTING NEXT TO PHIL RHODES
I was a member of Panel H 12, The SNAME Planing hull panel from 1966 until
1981. I enjoyed sitting next to Phil Rhodes. He and I agreed that it wasn’t much
use to spend a lot of time trying to design boats that went over 50 or 60 MPH as
the power to propel a boat that fast would provide a speed of 100 to 150 MPH in
an airplane. L Francis Herreschoff expressed the same opinion in “COMMON
SENSE OF YACHT DESIGN” . Phil and I agreed that a seaplane could be developed
to provide the same functions as a boat and fly. The next two pages illustrate a
few extremely efficient “WING IN GROUND EFFECT VEHICLES”. WIGS. Phil along
with Casey Baldwin designed a very efficient HYDROFOIL for Alexander Gram Bell
in 1920.

Phil gave us a technical paper on the HONEY BARGES he designed for NEW YORK
CITY. These barges took all the sewage from New York and dumped it way out in
the ocean. He told us the important thing the Tug boat Captain had to remem-
ber when dumping was to spiral outwardly and never go thru the water where he
dumped as the engine cooling water intakes would get clogged up with sewage
as would the engine water jackets. Phil ended his presentation by telling us.“ This
might all sound pretty shitty to you, but it is bread and butter to me.”

The next meeting I asked Phil. “You are running a very big office, but you design
the best looking boats of any of the big design firms. How do you do it? Phil re-
plied. “ I have a drawing board at home. I draw the preliminary profile and Ar-
rangement plans myself at home”.

After Phil died I attended the ceremony that installed Phil Rhodes in the YACHT
DESIGNER’S HALL OF FAME. I met Phil’s daughter and she confirmed the fact that
indeed Phil drafted all if the Sail Plans, Power Boat Profiles and Arrangement
plans at home. Phil was a graduate of M I T.
HOWARD HUGHES TESTING THE SPRUCE GOOSE IN WIG
Henry Kaiser was probably the largest ship builder during World War 11. Nazi U Boats had torpe-
doed many of his ships. I think Henry got fascinated with the idea that if he could build ships that
could fly over the torpedoes fast enough so as to enable the ship to be out of the range of the subs
guns by the time they surfaced. I think Henry approached Howard Hughes with the idea, and
asked Howard if the idea was feasible. Howard said he could do it so he got a government con-
tract and did it. Anyway that’s what I think happened. I think Henry and Howard studied the Dorn-
ier DO 18 performance on the previous page which give conclusive proof that the idea would work,

The war ended before the Spruce Goose was completed. Congress thought the Spruce Goose was
a big costly boondoggle that could never fly. Howard flew the plane but stayed close to the water
in wig mode. Notice the flaps are down. Having run start up trials on hundreds of my designs I've
got a pretty good idea of what was going thru Howards ming during trials. I think Howard was
Throttling back with flaps down monitoring the speed and fuel consumption in WIG mode. Going
thru his mind was the cost per ton mile of carrying payload, and how it compared to a liberty ship,
and how many trips across the Atlantic would the Spruce Goose have to make to equal the pay-
load of a Liberty ship. Howard noticed some vibration during the trials. Notice the photo above
shows a choppy sea condition could have caused the vibration due to varying air pressure between
the waves. Perhaps he thought that when halfway across the Atlantic he could burn off enough
fuel to climb and fly faster in seaplane mode.
 MIDNIGHT WITH LOCKWOOD AKA TED HAGGAS

In 1956 Naval Architect Ted Haggas and Naval Architect Dave Martin were down and out. Our situation
reminded me of John Dos Posso’s literary classic DOWN AND OUT IN LONDON AND PARIS . We were
both working for Ted’s daughter Dorothy Haggas , a commercial artist. She had a contract to illustrate a
textbook on freight handling and Ted and I were drawing in ink Stick Men operating fork lifts and stuff
like that.

After checking my work Ted and I would talk about designing boats until the wee hours. Ted showed
me the plans of the NAVIGATOR, a 50 Ft. N.J. State patrol boat. My father repowered the Navigator with
twin 250 H P Hall Scott Invaders. I went on trials , May Day 1940. she made 30 MPH. .
 I told Ted The State did not pay my father and instead came to the shop in October 1940 and
asked for a $5,000.00 contribution to the Farley Senate election campaign. My father grabbed
a sledge hammer and chased the crook three blocks down the street. We were so broke at
Christmas my mom had no money for a Christmas tree. Finally Pop got paid the day before
New Years day. That’s when we had Christmas.

NAVIGATOR
Ted took me upstairs to his drafting room. Hung on the wall was a large photograph of his 42’
1921 Rum chaser design running 50 MPH. Ted unrolled plans of an ultra streamline 100 Ft.
Yacht. I showed Ted my designs that were published in boating magazines. I designed a lot of
stock plans on speculation hoping to sell the plans to amateur builders and I did.

Ted and I discussed high speed transverse stability phenomena, concave inside the chine, and
dealing with difficult clients. He gave me a great deal of business advice which I took that in-
furiated the Pacemaker board of Directors. He designed most of the boats Charley leek built.
He designed the first 29’ Pacemaker which I worked on as an apprentice.
 Ted had a terrible argument with John E Leek about the amount of flare Ted designed into the
33’ Pacemaker. John E severed relations with Ted. Shortly afterward John E had a heart attack
and died. One month later John’s son Jack signed a contract with me to design a 40 Ft. Pace-
maker. I designed flare in the hull.

During the summer of 1940 at age ten, I worked at my father’s marine sales and service estab-
lishment in Atlantic. City. I frequently went along on trial runs of boats my father re-powered. I
clearly remember the trials of MY DEL, a Haggas designed 35 ft. trunk cabin cruiser with a pilot
house. She made 30 MPH with a single 250 HP Hall Scott Invader. The 50 Ft. Navigator made 30
MPH with twin 250 HP Hall Scott Invaders.

Every time I walk up the dock to my boat I pass dozens of boats under 26 Ft. with two or three
250 horsepower outboards hanging on the stern. They have two speeds , slow and very fast.
They rarely leave the dock due to the fuel cost of $4.46 per gallon. Most of them cannot save
fuel by cruising between 10 and 15 knots as they are in the hump at hump speeds pulling an
enormous wake behind them. The Haggas designs were more efficient than present day boats
at both top speed and all other speeds including low cruising speed. I have put forth a great
effort to obtain the same advantage over the competition as Haggas.
 47’ Custom for Lee Tempelton designed by
Haggas and built By Charley Leek

55’ WITH TWIN 25 H P ENGINES 1909

24 FT. HUBERT JOHNSON BLACK JACK
In 1956 HUBERT JOHNSON JR. asked Ted to
trouble shoot a 24 footer he had built. Ted
turned the job over to me. The boat banked
outboard on the turn, lacked visibility from
the helm, and was very wet. I told Hubert Jr.
to cut off some keel, raise the Pilot seat, and
install spray rails, and never build another.
He did and the boat was fine. He gave me a
contract to design the 24’ BLACK JACK.
 CHARLEY LEEK
Charley Leek was the father of Johnny Leek who with Russell Post founded Egg Harbor Boat
Co. in 1946 . In 1948 Johnny Leek along with his brother Cecil founded the Pacemaker Corp. I
worked at Egg Harbor in June 1948 as an Apprentice. I had met Charley about 1936 as he was
a customer and friend of my father. April 1949 I went to work for Johnny Leek at Pacemaker.

Charley arrived at the Pacemaker shop every morning and shook hands with everybody and
did it even when Pacemaker had 50 employees. He called me snowball as I had a burr haircut
that was always covered with sandpaper dust and resembled a snowball. The guy who made
the keels was Coal Bucket who was named that as he always bragged about his ability to hang
a coal bucket on the end of one of his appendages. Anyway whenever Charley had to leave a
fart he ran over and shook hands with Coal Bucket. I really liked working at Pacemaker be-
cause everybody there was ornery like me. Even the Boss’s father, Charley.

Charley received an order to put a new bottom on an old DODGE runabout so he hired me to
do it on Saturdays.

One Saturday morning Char-

ley made me stop working
and come into his old office.
He made me sit down while
he told me very important
stuff.
Snowball, Charley asked, Do
you know what a Scimitar is”?
“Yes “I replied. Charlie Con-
tinued, “When its light air a
Cat Boat usually develops a
lee helm and that slows them
down and makes them side
slip pretty bad. Now if you
have a centerboard like a
Scimitar you just pull it out
and turn it end for end which
moves the center of lateral
resistance ahead and corrects
the light air weather helm.”
SNOWBALL AND COAL BUCKET
1949
 1943 73 FT. BRITISH SUB CHARGER 90 FT- BLUE BELL
ONE KNOT FASTER WITH INBOARD TURNING PROPS DESIGNED BY J MURRAL WATTS

I started my apprenticeship in June 1948 at EGG HARBOR and in April 1949 I went to work at
Pacemaker. John E and Cecil were two of the finest men I ever met. John E taught me after I
made a mistake that a good mechanic makes mistakes but knows how to fix them. The day
John E hired me he told me to quit after a while and knock around various boat building jobs
to learn more. That’s what he did much to the disapproval of his father. John worked for Ad-
am Price, Carl Adams, John Trumpy, he was a NAVY inspector during world war 11 and ran
STOWMAN SHIPYARD before founding Egg Harbor Boat Co. with Russell Post. John E, and Cec-
il, while both about 25 years older than I, but were of the same generation. My father was 46
when I was born. As a result they were told the same stories by their father Charley as my fa-
ther told me.

Charley married the daughter of Captain Young who founded the famous Atlantic City MIL-
LION DOLLAR PIER. Cecil told me about the boats Charley built for Captain Young. One mas-
terpiece was a 12 FT. Sneak Box with a great big one cylinder Railway engine. The engine vi-
brated so much that the entire boat jumped up and down. He told me about a fast Garvey
they built that had vertical rails along the chine which made it very fast. I remembered that
when I designed the 33 degree down angle lift strakes on the 73 Ft. Ocean which resulted in a
big improvement in Nautical Miles per gallon over the competition. Cecil told me about a 60
Ft. passenger carrying Inlet sailing Yacht had a toilet mounted on deck ahead of the mast with
a shower curtain around it. Cecil confirmed all the stories my father told me about Pop’sr ex-
ploits racing the Chelsea 11 in 1913. Cecil watched the races and told me that my father used
spur gears in the Vee drive gearbox he designed and built. Cecil said the gearbox was the
 loudest noise he ever heard in his life. Cecil told me how he loved to watch the WINGS race
around the buoys and make a real tight turn while the much faster ZITOPLANE skidded way off
course in the turns. Cecil was the Machinery guy at Pacemaker. I told Cecil my father’s big se-
cret which was when he repowered the NAVIGATOR he turned the props inboard which great-
ly added to her speed. Cecil told me his big secret. “ I put the engines the wrong way on one of
the 73 FT. British Sub Chargers and I was scared to death the British agent would make me
take the engines out and switch them. The boat was one knot faster than its sister ships. “

Jack Leek was John E’S son and was the same age as me. We worked together at Egg Harbor
and Pacemaker. At age 18 Jack was a first class Boat builder, and in fact helped loft and tool up
the first 29 Ft. Pacemaker. When his father died Jack and his brother Don ran Pacemaker and
built it into a great company and merged it with Fuqua Industries about 1967.

Jack in 1977 along with a group of Pacemaker foreman founded OCEAN YACHT CORP. I de-
signed all the Ocean Yachts for him from 1977 until 2007. My first Ocean design was for a 40’
Trawler Yacht which shared the same mold as a 40’ Sport fisherman design by removing a plug
in the hull mold. My second Ocean design was a 55’ Sport Fisherman

November 1979 was launching day in typical Leek fashion for my OCEAN 55’ SUPER SPORT.
Design. Jack’s wife christened her with Champaign as she descended down the travel Lift Well.
A nice party was enjoyed by all as Fast Freddy Metz, Ocean’s machinery man fired up the twin
8=92 Detroit Diesels which emitted a dense cloud of smoke which enveloped the party. The
engines were racing wildly so I climbed to the bridge and closed the throttles .Suddenly Fast
Freddy is screaming at me,” SPEED THEM UP DAVE, SPEED THEM UP.” My father taught me to
never race engines in neutral . I looked aft and there was Fast Freddy Peeing off the stern in
full view of the launching party with Jack Leeks Mother, and wife standing close by.

Fast Freddy, now in the engine room, told me to stick around as John planned ,unknown to
his father, to run trials on the river in the pitch dark. John, Vernon Warker, Ocean Partner, and
his wife came aboard, then we very slowly snuck out of the Marina hoping Jack, John’s father
would not notice. In the pitch dark, young John at the wheel opened her up. All I could see
was the lighted Knot Meter reading 35 KNOTS. I could also see the very strong possibility of us
winding up 200 feet into the woods. Everybody was happy. The Tachometer read 2500 RPM.
We had more left as we were up against the governors. Vernon Warker and his wife were
overjoyed as they had mortgaged their home to become an OCEAN YACHT PARTNER. Back
and forth we flew up and down the river at 35 Knots in the pitch darkness. John had apparent-
ly taken some ranges on a few house lights on the river. I hoped nobody turned off their house
lights. After about six passes I told John about the time I had to run a sinking 48 Ft. Alglass

,
onto the beach in Atlantic City and tied it up to the boardwalk. I was testing it in a Northeaster
and hit a floating log. John headed in with the boat still in one piece.

As we tied up John became extremely nervous. He said,” My old man is going to kill me for
this”. I replied “Don’t worry about anything John. I will take care of everything, You guys just
follow me back to the house”. The two scared culprits followed me the 300 feet back to the
house. John’s mother, Bea opened the door. I said to Jack sitting in his easy chair. “ John ran
trials on the 55, I knew it was alright as you would have done the same thing when you were
his age. She went 35 knots at 2500 RPM up against the governors. The whole thing works. I
measured the flotation line and calculated the displacement before we left. We are well over
the Crouch Hydroplane curve, I now know my model test was on the money. We have the ca-
pability of designing and building an entire line of seagoing boats with hydroplane efficiency.
That’s what we did thereby setting off the biggest smear campaign in the boatbuilding indus-
try as nobody including Big Shots in SNAME believed my displacement calculation was correct.

When I began the 55’ Ocean design there

was a plan in mind by Don Leek, Jacks brother,
Walter Johnson, and Leek’s Accountant Joe
Kaufman to buy Pacemaker Egg Harbor, and
Alglas out of bankruptcy and merge them into
one large company with Ocean Yachts. I told
Jack.” It would be a mistake to buy these com-
panies and try to put new life into jerking
around a bunch of obsolete molds. We would
wind up with the same obsolete committee
form of management that bankrupt them in
the first place. Here at Ocean we have a blank
piece of paper, We can design all new boats
that will run circles around the Pacemaker,
Alglas, And Egg Harbor boats.” That’s what JOHN LEEK AKA J -3
Jack did. Instead of trying to own everybody involved in the production of the Ocean Yachts
he contracted out much of the work to his previous Pacemaker employees who had started
their own business. At Pacemaker the board of directors became obsessed with forcing me
out of business and becoming the head of an in house design department. Finally in 1970 they
cancelled my design contract. Jack believed my remaining as an independent designers was a
great asset to Ocean Yachts. I was his OUTHOUSE RESEARCH DEPARTMENT.

Jacks son John took over managing Ocean about 1997,and did a fine job of managing it. John
and I had our design conferences at 6 AM before anyone else arrived at Ocean. All of the de-
sign decisions were made before anyone else arrived in the office. I got the hell out before
anyone else arrived that might throw a monkey wrench into our design decisions.
 MY FATHER JOHN S MARTIN
SOMETIMES I DID NOT LISTEN TO HIM
1. BORN 1883
2. MEMORIZED POEM by EDGER A GUEST “THE THING THAT COULDEN’T BE DONE AND HE
DID IT” Doing things that couldn’t be done was Pop’s hobby.
3. 1896 quit school after finishing sixth grade, designed and built a 6 H P 2 cycle engine on a
foot operated lathe. Powered a 16’ Delaware river TUCK UP with the engine. Tied stern to
stern to a similar PALMER POWERED boat in the Delaware river. Won a tug of war and pulled
the Palmer powered boat backwards across the Delaware.
4. 1898. Invented the first air conditioned Bar. Dug very deep well and pumped cold water to
radiators.. Radiators sweat so installed copper troughs under radiators. Bar was still in opera-
tion in the nineteen sixties according to a friend.
5. 1909, Installed engines in DREAM, THREE TIME WINNER OF THE ATLANTIC CITY TO BERMU-
DA Power boat race, 1911,1912, and 1913.
6. 1913. Designed, and built perhaps the first VEE DRIVE GEAR BOX that connected two 225
HP TRIEBERT engines to drive one prop. on the 20 FT. Hydroplane, CHELSEA 11.which exceed-
ed 60 MPH.
7. 1914. Established Marine Engine sales and Service business for himself and invented the
IMPUSLE MAGNETO which made engines easier to
start.. Sold invention to SPLITDORF MAGNETO CO. for
$20,000.00
8. Was asked by pioneer Air Mail Pilot Earle Ovington
to discover why so many Air Mail pilots are being
killed crashing into mountains. Pop went to the Po-
cono mountains with a topography map, a barome-
ter. and an altimeter on a windy day. He determined
that the barometric pressure read lower on the lee-
ward side of a mountain, and the altimeter read high-
er than on the windward side at any equal elevation.
Earle Ovington presented a paper to the FAA detailing
Pop’s findings. The FAA ordered air mail pilots to fly at
much higher altitudes over mountains
9. 1930 Invented the HYDRONEUMATIC BATH APPA-
RATUS to help a friend’s daughter walk again after
being diagnosed with infantile paralysis and told she
would never walk again by her doctors. After her
treatment she walked down the aisle to receive her
Atlantic City High School diploma.
In 1945 one of Pop’s customers, Tabor Molding Machine Co. was thinking about developing a
2 cycle light aircraft engine. Pop set up a drawing board in his attic office. He drew a cutaway
thru his engine invention showing the cylinder, pistons, crank shaft, connecting rods. It was a
U engine. The cylinders were side by side. There was a horizontal connecting rod that connect-
ed to the connecting rods on the pistons. The exhaust ports and intake ports were drawn.

On top of the drawing Pop made a two dimensional working model. He had a crank handle
on the crankshaft. When Pop turned the crankshaft the pistons went up and down . At no time
were the exhaust and intake ports open at the same time. This engine overcame the poor effi-
ciency of the 2 cycle engines of today when at one point the intake and exhaust ports are both
open.

Down in the basement machine shop Pop made a test tank to test a new Jet propulsion sys-
tem. With a scale he measured the thrust of the conventional jet, then when he turned a lever
the invention let air enter into the slipstream thru a nozzle he invented at which time more
thrust was measured on the scale. Pop grinned ear to ear as he said, “It will work on air pres-
sure as well as it does on water pressure”. “Wow,” I yelled. I bet you could install a bunch of
jet engines or even rocket engines in a Destroyer and make it go 100 Knots”. Pop replied,
“That’s right, no gears, shafts or props .”

The mailman came with two letters. Pop opened a letter informing him that President Roose-
velt gave Stalin the Patents for his Hydro Pneumatic Bath Apparatus in a patent exchange at
the POTSDAM Conference. Pop was madder than I ever saw him. He opened the other letter,
and became still more furious. A crooked judge allowed a crooked doctor at Pennsylvania Col-
lege Hospital to let a crooked medical Equipment Company take his patented invention apart
and duplicate all the parts and manufacture the invention. Pop Grabbed the Jet invention and
told me. “You better remember this thing. THIS IS ONE GOD DAMMED THING THAT NO PIG F
WORD SHYSTER LAWYER IS EVER GOING TO STEAL,” He turned on the power band saw and
cut his breakthrough invention into small pieces. He did the same thing with the U engine. He
told me “If you ever get a bright idea don’t patent it. When you get a patent you have to de-
scribe how it works. If you don’t tell anybody how it works they will never figure it out. Take it
to a man you trust and make a deal to get a royalty on each one he makes.” That is what I did.
I figured out how to get Hydroplane efficiency out of a stepless practical seagoing hull that
burned less fuel and made a deal with the Charley Leek’s Grandson, JACK LEEK. We both
made a living off the idea for thirty years. Just like pop said. Unfortunately a lot of industry big
shots including instituted the biggest smear campagna in the history of the boatbuilding indus-
try claiming we lied about the displacement as it was impossible for boats of our power weight
ratio to make the speeds the magazine tests showed. I actually got kicked off the SNAME plan-
ning hull committee as a result of the smear campaign.
 In 1940 during the London Blitzkrieg England placed an unlimited order with the Quaker
firehose Company but their Hose Looms kept breaking down. They gave Pop who quit
school in sixth grade a consulting Engineer contract to redesign the Hose looms so they
could be speeded up without falling apart, and orders to make the new parts in his machine
shop which he did. Here is how he did it. Step one was to visit a lot of automobile junkyards
and buy a lot of Model T Ford Axils which were made of the strongest steel known to man
at the time. He made all the loom parts out of the Model T Ford Axils. The looms were
speeded up and London got the Fire Hose it needed.

After the war Quaker was sold and the new owners discontinued ordering replacement
parts from Pop thus causing the Looms to fly apart. The new owner’s president called Pop
in and said, “ We don’t know what the hell you are doing but we want you to make as many
of these parts as you can the rest of your life and we will stockpile them and replace them
on the schedule you recommend. Pop kept on making the parts until he died at 83 years
old. Instead of Model T ford axils he made them from the latest space age metals that he
bought from Dodge Steel two blocks north of Quaker in Tacony.

In 1955 the Quaker Firehose company sheepishly called and asked Pop for help. The U S
Navy had spent $495,000.00 out of a $500.000.00 budget to develop a steam house that
could withstand the very high pressure required to catapult clopped wing fighter planes off
the Carrier's deck, and were unsuccessful. He asked Pop. “ Can you design and build the
loom parts for $5,000.00 ?” Pop replied, “I can do it”, and he did.

In 1931 before the Democratic Convention Roosevelt heard about Pop’s Invention and
asked Pop to come to Warm Springs Georgia. The Dr. told Pop that Rooseveeelt’leg nerve
endings were too far gone to fully recover.

Think of the good Pop’s inventions could

have done if justice meant fairness, Light
less expensive pollution free 2 cycle en-
gines , More efficient Marine Jet Propul-
sion, Some Invalids that could have re-
gained the ability to walk again.

JOHN MARTIN AND ROOSEVELT

 MISTER NEW 1951 S&S Machinery Department
Mister New was a 90 year old Marine Engineer. I was the Interference Checker for the S&S
Machinery department. I was trying to remember all the Navy Specs, Mil Specs and Formulas re-
quired to do my job. Mister New told me “ Don’t try to remember anything, just remember what book
it is in. You are making decisions on life threatening situations” .For the last 64 years I have taken Mr.
Now's advice. To this day whenever I make a displacement calculation I look up SIMPSONS RULE. I cal-
culate displacement using SIMPSONS even before I make the computer displacement calculation.

AL MASON 1953 S&S Yacht Design Department Head

Al. Taught me. When You take a table of offsets do it first on the Lines Profile and Plan Views,
then have an assistant call out the offsets to you as you check the body plan with your scale
rule, and make corrections accordingly. A builder often judges a Naval Architects ability by the
accuracy of his Offsets. Al Mason was a 1930 graduate of Webb Institute of Naval Architecture.

Six years after serving my apprenticeship at Pacemaker under the watchful eye of Cecil Leek I
was in private practice as an Independent Naval Architect. Cecil Leek was lofting my 40 Ft.
Pacemaker design. I was concerned that he would give me a hard time. To the contrary he was
much impressed by the accuracy of my offsets which instilled his confidence in my work.

AL MEHL 1954 S&S Yacht Design Department

Al Mehl worked at the drafting board ahead of me at S&S. He had been a Naval Architect at
Consolidated Shipyard during the Roaring twenties. Al stressed to me the importance of an
accurate weight and balance calculation. He said, “ At Consolidated on launching day the Na-
val Architect was required to put a brass thumb tack at the location of the calculated launch-
ing flotation line on the stem and the stern and, the boat had damn well better float at those
tack locations”. When the 40 Ft. Pacemaker was launched and tanks topped off the flotation
line was right on the calculated line. OLD CHARLEY LEEK was much impressed , as was Walter
Johnson Jr, the engine distributor who had never seen that happen before.

JERRY WHITE
Jerry White founded the WESTLAWN SCHOOL OF YACHT DESIGN in 1930. His brochure
stated that halfway thru the course a student would have the capability of holding a job in a
NAVAL ARCHITECTS office. I believed him and got a job at SPARKMAN AND STEPHENS halfway
thru the course. Jerry also said that a WESTLAWN graduate could hang up his own shingle, and
go in the boat designing business. I BELIEVED HIM AND THAT’S WHAT I DID . Jerry said, If you
are designing a boat for yourself design what you want. If you are designing a boat for pro-
duction, design what people want” That’s what I did. Jerry said, “ A boat designer could get a
real good deal if he bought a boat from his boat builder clients”. and that’s what I did, a 30’
Pacemaker, a 32’ Pacemaker, An 18’ Eastern sea Skiff,, A 29 ‘Ocean Yacht, and a 24’ Atlantic
City Catboat.
 TAYLOR NEWELL
After my boss Al Mason left Sparkman and Stephens to become an Annapolis Professor Tay-
lor Newell became head of the Yacht design Department. I was working on the design of a 30
Ft. cruiser, and having great difficulty trying to get it to look good. Taylor laid a blank piece of
vellum on the drafting board, He began freehand sketching with a soft pencil, He would occa-
sionally erase a line with a soft soap eraser. Gradually after about 15 minutes and many eras-
ures there appeared a beautiful boat. I then laid a new piece of velum on top of Taylor’s sketch
and neatly with splines, ducks and French curves drafted the boat.

Probably the above paragraph is the most important paragraph in this book for the young de-
signer to pay attention to. All the designs in this book were born this way. The modern way of
doing this is to scan the freehand sketch into the computer and draft it with Cad. That’s what
the great designer Tom Fexus did for his own personal boat which he freehand sketched while
riding on a train.

Nowadays too many designers start out by scanning somebody else’s design into the comput-
er and jerking it around. Just look at all the new boats that look like my Ocean Yacht designs. I
have to look real close at some of the boats I pass on the water to ascertain weather or not I
designed them.

HARRY ANDREWS AKA POP ANDREWS

At the beginning of the twentieth century Harry was a coal truck driver for the Lewis Coal
Company in Atlantic City. He wanted to be a boat designer so he took and graduated from the
I C S correspondence school course in Marine drafting. By 1913 he was at the leading edge of
the state of the art of planning hull design having designed the 60 M P H CHELSEA 11. Both
My father and Harry worked for the SOUTH JERSEY YACHT BUILDING CO. of Atlantic City. My
father was in charge of machinery for South Jersey. Harry was a boat builder, and race boat
designer. He designed the VANISH, Chelsea Special , and the Chelsea 11. Harry and Pop built
the race Boats on their own time nights and weekends and the owner of South Jersey Yacht
paid for the materials. Pop designed and built a VEE drive gearbox which connected two 225
H P Trierbert engines to a drive one shaft. They had an adjustable Monel plate fastened to the
step which they adjusted by driving wedges under the plate for the expected sea conditions.
Out of 12 races Pop and Harry won 5 and Du Pont’s Tech Jr. designed and built by Adolph Apel
won 5. At a race in Philadelphia somebody put sugar in Pop’s gas tank causing the engines to
freeze up. At the Ocean City race Pop and Harry ran the Chelsea 11 around the course in a
northeaster and won as they were the only ones with guts enough to race. During the roaring
twenties Harry worked for Pop and built 60 MPH Gentleman’s Runabouts.
 Pop believed the rudder should be as deep as the bottom of the prop as it would stop the
slipstream from spinning, and as close to the rudder as possible, and allow prop removal..

The WINGS would turn on a DIME By turning tight she beat

AND GIVE YOU 9 CENTS CHANGE
at 60 MPH. She won the NEW JER-
SEY GOVERNORS GOLD CUP THREE
YEARS STRAIGHT.
85 MPH 3 point Hydro-
planes around the buoys
because they skidded way
WARPED PLANE! off course on the turns.
 ROYAL LOWELL
I pay a lot of attention to guys who design a lot of good boats, and that’s what Royal Lowell
did. I read where Royal said horizontal wetted surface has more resistance than vertical
wetted surface. At A SNAME Panel H 12 meeting I asked professor Dan Savitsky about it and
he said, “ Horizontal wetted surface has the same resistance as vertical wetted surface,” Think
about it. Savitsky is wrong because water on horizontal or a non vertical surface is not going
directly fore and aft. It is traveling on an angle to the centerline so it is traveling a greater dis-
tance over the wetted surface at a velocity greater than the boat speed, and thus has more
resistance.

PROFESSOR GEORGE CROUCH

Olin Stephens often said, “ One thing leads to another” Arno Apel gave me George Crouch’s
SPEED PLOTTING CHART. I noticed that the most efficient practical boat on the chart was the
1914 55 FT, British CMB which was a torpedo boat operating in the English Channel. I was de-
termined to the research necessary to develop a seagoing hull design that would operate over
the HYDROPLANE CURVE on the Crouch Chart. After I did it I made an exhaustive search to
find out if anyone else did it. I did, PROFESSOR GEORGE CROUCH with his design of GOLD CUP
WINNER “ BABY BOOTLEGGER” as well as many other designs such as TEASER pictured else-
where in Chapter !. Hubert Scott Paine also did it with his Elco P T Boat design also shown in
Chapter 2. Crouch was a professor at WEBB INSTITUTE OF NAVAL ARCHITECTURE. I worked
with many Webb graduates who studied under Crouch including Al Mason, Gil Wyland, Bob
Johnson, and others The Crouch influence can be seen in the Sparkman and Stephens early
power boat designs , Dave Martin designs, and many others.
 IRWIN SCHWATT
Back in 1970 the book editor of MOTORBOATING, Tony Gibbs and I were strolling down
Broadway on the way to lunch when he said, “Dave, Do you think you could come up with some
entirely new type Design for the book”. (NAVAL ARCHITECT’S NOTEBOOK). ”Tony,” I replied, “I
will figure something out and send it up to you.”

Back at the office struggling with the idea and coming up empty I suddenly remembered Irwin
Schwatt’s idea for stimulating creativity. Last summer, my assistant, Bob O Donnell and I were
in a similar fix. We were wandering down Atlantic Avenue heading for lunch when we came up-
on Irwin sitting on a store front windowsill with his hat off. Irwin was a Genius. In fact Irwin
was so smart he did not ever have to work unless he felt like it. Irwin shared an office with an-
other very smart man in the Guarantee Trust building who also did not have to work. Every
morning Irwin visited every office in the building and discussed very important stuff. If you were
working on a rush job blowing your nose and coughing would insure Irwin’s speedy departure.
Irwin was afraid of germs. “How are you doing Irwin I asked.” Irwin replied, “Dave, I am sitting
here in the sun with my hat off letting the sun’s rays charge up my brain. I have been trying to
figure out something, and I just can’t seem to get it. I have found that when the sun shines on
my head it increases my creative power. The brain runs down like a battery and the sun charges
it up.”

Bob and I went to the beach and let the sun shine on our heads. Next morning at the office we
created a design with two small staterooms under the house floor which led to the “FULL BEAM
MASTER STATEROOM” under the Pilot house floor. We published it in my book and called it the
Irwin S. In 1985 I talked Jack Leek into doing it on the 63 Ft. Ocean and many other Ocean
Yacht designs. Today it is one of the most copied designs in the industry. Take a look at the
2017 designs shown in Chapter 1, Volume 1.
 PROF. JACQUES HADLER AKA JACK
My time on the SNAME PLANING HULL PANE, Panel H 12 was a great learning experience
for me. I got to know the leading creative minds in my profession. One of the smartest guys I
met was Jack Hadler. Back in 1978 I had a contract with Ocean Yachts to design a 55’ Sport
Fisherman I had bumbled into a breakthrough in planing hull design when testing a fiberglass
model that had distorted during the curing process.

At a Panel H-12 meeting at the U S naval model Testing basin at Carderack Md. Jack was pre-
senting a paper showing a planning hull that had the widest point on the chine amidships fair-
ing into a narrow stern. With a pointer in hand he pointed to the widest point on the chine and
said. "I call this the AIRPLANE BOTTOM” Eureka! THAT’S WHAT I HAD, BUT .I had a bit
of concave in my sections inboard of the chines which Jack did not have if I remember right.
Anyway the trailing edge of my wing in the direction of the flow of water resembled the trail-
ing edge of the bottom of the wing airfoil on an old fashioned airplane wing or a bird’s wing.
That’s how I was getting Hydroplane efficiency from a stepless hull design.

After the meeting Jack told me that when he retired from the Navy he looked forward to going
into private Practice like me. About 1999 I gave a talk to the student body of WEBB institute. I
had my son and Jack Leek’s grandson with me.. Jack Hadler invited us to have lunch at the
Faculty dining room. Jack told me when he retired he made plans for going into private prac-
tice. He received contract to design a prop for a very large container ship. He thought it would
be a good idea to obtain professional Liability insurance but was turned down because no one
who designs the hulls of boats or designs propellers can obtain Liability insurance. He then
thought about going to work for the propeller company and designing the propeller for them
under the companies Liability insurance. He was told that the company would be charged thirty
five thousand dollars to insure the design of one propeller so he did not do it. Jacks Prop. De-
sign would have cut fuel consumption of the ship by 5%.

In the United States of America if a crook with a shyster lawyer and a lying expert witness
loses a frivolous lawsuit the innocent defendant does not get his legal fees back. In most other
countries the defendant who wins the case gets his legal fees back. Maryland even has legalized
perjury pn depositions, OUT OF THE CHIEF JUDGE’S MOUTH. “ITS ONLY PERJURY IS
HE DOES IT IN FRONT OF A JURY”!
 NAVAL ARCHITECT’S NOTEBOOK VOLUME 2 PART 3

CHAPTER 7 APRIL 15, 2017

NOTE: THIS WAS FIRST PRESENTED TO SNAME PANEL H 12 IN AUG. 1966. IN THE LATE SIXTIES IT
WAS THE TEXT OF CLASS I TAUGHT TO THE PACEMAKER SERVICE SEMINAR. 1970 IT WAS PUBLISHED
BY RUDDER MAGAZINE. ADDITIONS WERE MADE IN 2017. IT WILL BE INCLUDED IN A NEW BOOK
“NAVAL ARCHITECT’S NOTEBOOK VOL.2” VOLUME 1 WAS PUBLISHED BY HEARST 1971.
 THE BOAT YARD OWNER WHO STUDIES THIS BOOK WILL LEARN HOW TO TURN POOR
PERFORMING BOATS INTO OUTSTANDING PERFORMING BOATS AND, AS A RESULT GROW HIS
BUSINESS. BOAT OWNERS WILL BE SURPRISED HOW EASY IT IS TO FIX THESE PROBLEMS

Allen Downey repowered his 46’ Martin design with more pow-
erful engines which caused the boat to fishtail, (ZIG ZAG) at high
speed, and perform poorly in following seas. After making cor-
rections as per this book he wrote me the letter below
2017 update– IDEAL SLIP WITH CUP PROPS 13%
2017 update 20% is high
 CHAPTER 8 2017 ADDITIONS
POOR STEERING
1. In the summer of 1965 Skip Favre and I ran very rough sea trials on my latest design, the 34 Ft. Pace-
maker. She performed very well in Head Seas, Following seas, and Beam seas. Top speed as was per my
predictions. She performed very well in wide open tight turns. We ran back to the factory with a very good
feeling about the boat and approved her for production.
Two weeks later Pacemaker’s new Sales Manager appeared at my office door, torn tattered and roaring
mad. He screamed that he just demonstrated the second 34 off the line to a perspective customer and his
wife.. When he put the boat in a hard wide open turn the boat went totally out of control, and banked out-
board about 45 degrees throwing him against the side of the house .,meanwhile the sofa bed came loose
and landed on top of him..
Arnold Apel and I took the boat out and it did what Gene said. I told Arnold to go in the shop and bring
back the biggest stilson wrench he could find. When he returned I told him to tighten the rudder port
stuffing box’s as tight as he could. He did. We took the boat out and it turned just fine hard over at full
throttle. We went to the machine shop and miked up a rudder port hole and found it to be way oversize
which let air be sucked down and aeriate the rudders.
2. A bunch of expert witness's were taken out on one of my designs with very low hydraulic steering fluid .
After the expert witnesses testified against me the Captain testified that his conscience was bothering him
and told the jury that the hydraulic steering fluid was low during the test. At the first sign of a steering
problem check the hydraulic fluid.
4. My father told me that rudders should be as close as possible to the props and still facilitate room to re-
move the props. He was proven right by the lousy steering of the 44 Ft. Pacemaker. The 43 Ft. Pacemaker
was a fine running boat, and she steered very well. When she was lengthened to 44 Ft. the props remained
in the same place and the rudders were moved back a foot.
5 Bill Seaman and I were running trials of my 34 Ft. Eastern Sea Skiff design and delivering it from Ma-
nasquan to Bayhead. As we approached the Point Pleasant bridge against the strong current Bill goosed
the throttles a bit and the boat went wild swerving violently from side to site. He had a tough time maneu-
vering thru the narrow bridge opening. After getting the boat docked in one piece I stopped on the way
home and consulted my father. After explaining the situation, Pop said, ” Too dammed much leading
edge on the rudders”, I replaced the rudders with rudders with less leading edge and the boat ran fine.
6. Back in 1949 the third 29 FT. Pacemaker developed a loud screeching noise. Nobody could figure it out.
John E Leek took his engine man to Lindenhurst Long Island,tested the boat and found that the rudders
were vibrating at a very high frequency causing the unwelcome sound. which is a common occurrence on
centerboard sailboats
7. There is a bit of controversy about rudder toe in. I decided end the controversy by disconnecting one
rudder while an Ocean Yacht was running wide open. Don Leek Jr. went under the cockpit floor and discon-
nected one rudder at about 35 knots which doubled the pressure of the otherrudder. The boat went wild
and headed for the river bank at which time Capt. Dan Bush went into full speed reverse.
 WAYS TO RESIST BROACHING AND UNWANTED HEELING
1. When a boat heels at speed its curved heeled waterline acts as a rudder and puts an unwanted turning
force in play. The Captain turns the rudder which puts in place a heeling force, and when the boat goes
straight it heels more to correct the steering force of the heeled hull side. The installation of this wedge was
so successful in correcting this problem that I incorporated this right into the mold of all of my twenty first
century designs. Proof if its success will be witnessed upon reading the 2007 PMY TEST OF THE 54’ OCEAN
in 40 knot wind ,and 12 foot following seas. Some boats develop this problem when weight is added over
the years or when they are re powered with larger engines.

WEDGE ADDED TO 55 ‘ OCEAN “SUN DOLL” AFTER INSTALLING MORE POWER

2. Remove pinworms from the trim tab cylinder. Coming in the inlet I noticed my following sea performance
had deteriorated. After I got tied up I bent over the stern and noticed that my trim tabs were not all the way up
although I had pressed my tab switch's hard in the up direction. My pal, Al Collins in the next dock noticed, and
said. “Its Pinworms growing on the tab cylinders. Take the broom handle and push the tabs down, and bounce
the tabs up and down to clean off the pin worms,” I did what Al said and we took my boat back out in the inlet
and she ran fine.
3. Mold room heater placement can cause a running heel with both tabs up. The Alglas 28 Ft. production line
was moved to the Pacemaker plant, They built 50 boats more than were sold over the winter and stored
them back in the corn Field. Every one of them ran with a severe heel with the tabs all the way up. All the
mold room heaters in the mold room were on one side. When the fiberglass hull kicked off one side of the
hull kicked off before the other causing a lot of pre lift on the aft heater side which put a pronounced hook
on the heater side of the hull. All the boats performed fine when the hook was ground out of the bottom aft.
Prelift is a phenomena that occurs as a result of the hull trying to stretch as a result of being heated by the
glass kicking off. As the result of the unpredictability of forecasting prelift and its effect on performance I on
all twenty first century designs, designed rocker into the aft bottom which, which resulted in the best speed
with tabs down 25%. If there is a bit more prelift than expected it never be noticed by the captain
4.. Operator error while using the trim tab switch from hell. When you push the aft end of the starboard
trim tab rocker switch down the starboard side of the boat comes unexpectedly up making a fool out of the
operator. There are many captains who leave the tabs up all the time as a result of the confusing switch.

THE TRIM TAB SWITCH FROM HELL FIG.B

During the seventies they started using this confusing “SWITCH FROM HELL” Fig B. If the boat had a star-
board list the the captain would push thev forward port switch down and all was well, but in a while all his
guests see a nude beach on the port side and flock to port causing a port list which causes the captain to in-
stinctively push the starboard switch down. After they pass the nude beach the guests return to the star-
board side , The boat lists well to starboard . The captain tries to correct the starboard list by pushing the
forward port tab down and it makes the boat ride to flat and becomes unstable, and there aint no more
down on the port tab. To correct the starboard list the captain pushes the aft port switch down and the boat
lists way over to to starboard, broaches and scares the hell out of everybody aboard because pushing the aft
port switch down makes the starboard tab go up. Increasing the starboard list. The captain never, ever ad-
mits pushing the switch the wrong way to correct the starboard list. The owner calls up the president of the
company who built the boat and raises hell. The President calls up the, designer ME, and raises hell
During the nineteen sixties there were two predominate trim tab companies, One used a Fig. A switch, The
other used the Fig. B switch from hell. Boat owners traded in their old boats with Fig. A switches and bought
new boats with fig B switches. One of the Egg Harbor delivery Captains told me he always put the tabs all
the way up and left then there all the way to Florida.
 BEWARE OF COLD WATER TRIAL RUNS
It was 3 degrees Fahrenheit and blowing 30 knots. We were running trials on a new Ocean design. We
had to complete trials and get the boat to Cape May for delivery to the Miami Boat Show before the River
froze . She ran well so we continued the offshore run toward Cape May. Aboard were Skip Favre ,Terry
Watson and myself. Skip at age 70 was at the wheel on the open bridge, no enclosure, in a ski suit fighting
the wind chill of 60 knots air speed winds at 30 knots boat speed. The starboard side of the hull side was
icing up to the point where we developed a slight starboard list. We were all a bit uneasy as just a few days
before a fisherman on a Cape May Dragger fell overboard and died of hypothermia. Anyway the boat ran
fine on all points. We got to Cape May OK and arranged to have any minor adjustments needed done at
Cape May before she went off to Miami.
Three days later we got a call from the delivery Captain now running in Pamlico Bay. He reported the
boat was broaching badly as a result of very poor rudder control. The boat made it to Miami whereupon
her awful performance was the talk of the show.
About a month later the boat returned to the factory. There it was hanging in the travel lift with all the
owners of the Ocean Yacht Corp. staring at me while I sat on a box reading Volume 2 of a 980 page book
called "HYDRODYNAMICS IN SHIP DESIGN BY SAUNDERS”. EURAKA!, The answer was on page number 147
shown below. THE BOILING POINT OF WATER REDUCES WITH THE RISE IN TEMPERATURE. IN WARMER
WATER TEMPERATURE ROSE TO THE BOILING POINT OF THE RUDDER PRESSURE AND THE RUDDERS JUST
LET GO . Larger rudders were installed which , along with grinding a bit of rocker cured the problem.
I was elated when I ran trials on a new 48; MOTOR YACHT DESIGN iN JANUARY, 30 PLUS KNOTS WITH
TWIN 450 H P -6-71 DETROIT DIESELS! Jay Coyle of YACHTING tested the boat at the Miami Boat Show
and it was several knots slower. He called Ocean’s president Jack Leek who said in a gruff voice “THE BOAT
GOES 30 Knots.” It did go 30 knots in 32 degree water in January. The warmer water in Florida put the pro-
peller pressure over the boiling point causing cavitation. Back in my PACEMAKER days I got a lot of com-
plaints from the PEURTO RICAN dealer about my designs being slow. Now I know the warmer water
caused cavitation which slowed the boats down. I should have used props with more diameter and less
pitch. The U S navy uses different props on the South Pacific Ships than on th=e North Atlantic Ships.
 HIGH SPEED WIND HEEL

High speed wind heel is caused by the center of effort of the sail area ( PROFILE AREA IN PLANING POSITION)
being too far ahead of the center of lateral resistance( CENTER OF HIGH SPEED UNDERWATER PROFILE). A
heavy beam wind exerts a turning force on the hull. When the captain turns the wheel to go straight the boat
remains heeled due to the banking force of the rudder. To correct the problem on the 28’ Alglas I reduced
the keel area aft as shown by the blacked in area above The problem was cured and the boat ran fine in
heavy beam winds. Over a thousand Alglas 28 footers were sold.

BOAT NOT MAKING CALCULATED SPEED

1. Whenever the tachometer shows the diesel engines are up against the governor more cup or pitch should
be added to the props to absorb full power. In the old days the Manufacturer’s engine Rep would override
the governors on trials . If the top RPM was over the governed speed the architect could calculate a prop size
that would absorb full power at governed RPM. If on trial dead racking showed 50 RPM over the governors I
would leave the props alone as the RPM would go down in service when the owner’s gear was added..
2. If the boat is fastest with the tabs all the way up it is worth a try to raise the planning angle either by
grinding rocker in the bottom or setting the tabs on a negative. For example the first 55 Ocean made 33 Knots
on engine start up trials with tabs all the way up. We ground rocker in the bottom aft and gained 2 more
knots . NOTE ALWAYS USE A TEST TACH. TO BE SURE TACHOMETER IS CORRECT.
3. 61 years ago there was a 50 Ft. Express Motor Yacht being designed where I worked. One of the worlds
most highly respected model basins reported that it was the most efficient planning hull they ever tested.
When photographs of the test run arrived from Bremerhaven Germany they showed a boat running more
bow high than any boat I have ever seen. A gigantic 6 Ft. long wedge had to be added to the aft bottom. The
boat had twin 500 H P Kermath engines in the stern running thru VEE drives.
When I went home for the weekend I asked my father what he thought the problem was. He said that in all
probability the props were turning outboard which is standard practice world wide except for one place, The
JOHN S MARTIN MACHINE SHOP in Atlantic City.. Pop Explained.” with props turning outboard the water to
feed the props is coming from under the boat creating a hole for the stern to sink in. Think about. At a prop
slippage of 25% the props are sucking out from under the stern 25% more water than they are pumping out
the stern. Before the days of trim tabs my father was getting about 3 more miles per hour more with inboard
turning props. I turned the props inboard on the 40 Ft. Pacemaker and got 30 MPH. With the props turning
outboard he speed was only 27 MPH. Ever since trim tabs were in common use outboard turning props
seem more efficient.
4. Rounded corners on chines and lift strakes will slow a boat down by delaying flow separation at the chines
at a speed length ratio of 3.5-4 . The cost of molding sharp corner chines is offset by increased speed and fuel
savings.
5. Tuliping ( Propeller blades bending forward under load) My first design did not make her calculated
speed on start up trials. My father got under the boat on the railway, grabbed a propeller blade, and pulled
on it with all his might. He at the age of 73 bent the blade back and forth, and said,” WHAT KIND OF CRAP
ARE THEY MAKING PROPS OUT OF THESE DAYS”. I replaced the prop with a different make and the boat
made her speed of 40 plus MPH, and 46 MPH when the engines were turbo charged.
6. More Tuliping. The first 63 Ft. Ocean began to lose speed in service. The props had tuliped so frequently
that the blades bent parentally. I calculated the load on the propeller blades. The load equaled what would
happen if the prop was on top of an electric pole and a Cadillac car hung from each blade. By changing to 4
blade props the load was reduced to the weight of a Chevrolet hanging from each blade.
7. In 1914 the AMERICAN POWER BOAT ASSOICOATION DISQUALIFIED MY FATHER FROM EVER DRIVING A
RACEBOAT AGAIN THE REST OF HIS LIFE. The reason being that as an engine expert he had an unfair ad-
vantage over GENTLEMEN race boat drivers, most of whom at that time never worked a goddam day in their
lives. As a result his new business boomed . Rich people including T. C .DU PONT stopped on the way north
or south to obtain the miraculous MARTIN VALVE JOB. In the interest of improving the profits of all boat
yards worldwide I will now divulge this family secret. When the boat arrived Pop would tell the owner,
“While the boat is here you might as well haul her out on the railway next door and get the bottom cleaned
off, and while she is hauled out we might as well check to see if the props are dinged up, or if they are the
right size”. If the boat had a squared off keel ahead of the prop Pop would have his boat builder take a draw
knife and streamline it. Pop put the same effort into improving the speed of cruising boats as he did on rac-
ing boats. Famous Race Boat builder Adolph Apel regularly used Pop’s services to get to most out of his race
boat engines. Adolph when he tested a race boat he would call Pop any say ”Chon, Ve have to take a Vet
Fhart.” Translation Vet Fhart means boat ride. Pop would make adjustments while Adolph drove 90 MPH.
 8. Sabotage. Hull 1-63 Ft. Ocean had dirt dumped into the fuel tank the night before the PMY test which
slowed her down a knot on the test, After the test it progressively slowed down. Upon removing the fuel in-
jectors it was found that 16 out of 24 injectors were clogged .
9. low cetane diesel fuel. Cummins engine company investigated complaints about poor speed and found
that the fuel in Puerto Rico had a low cetane rating.
10. Not enough engine room air. To test for this lift engine hatch and see if RPM goes up.
11. Mis marked props became such a problem in the early years of OCEAN YACHTS that we had a master set
of props that we used on engine start up trials. After the trials the props for the boat we tested were sent to
a prop shop and the pitch and cup were adjusted to conform to the test props.
12. TRAPPED BILGE WATER: I designed many of Johnson and Towers personal boats. Their 60 Ft. Egg Har-
bor kept slowing down, and losing engine R P M. Naturally I get blamed for not properly calculating the prop
size. Finally I drove to Cape May and measured the flotation line at the dock. Upon marking the flotation
line on the original Hull Lines drawing it was obvious that the boat was at least 10 tons overweight. I report-
ed the findings to Rudy Lehnart , Egg Harbor’s engineer who was also a crew member on the J AND T. Upon
inspecting the bilge it was found that some stopped up limber holes had prevented the trapped bilge water
from reaching the bilge pump.. This boat was owned and crewed by experts who never checked the bilges.
Whenever I cruised it was my habit to check the bilge every two hours. Going thru the C and D Canal I
found a bilge full of oil. Sailing under the Chesapeake Bay bridge my Cat Boat felt sluggish, I checked the
bilge and the water was up to the cabin floor. We were sinking. After trying to wave down some boats to no
avail. I checked the bilge pump switch and found it turned off. I turned it on and the water began to subside.
What had happened was that in a heavy following sea the the overboard pump discharge hose was siphon-
ing water right into the bilge. My daughter, Marje remembered that Billy Bell flipped a beer can across the
cabin into the wast basket which was right below the pump switch and turned the switch off..
 POOR FUEL ECONOMY AT CRUISING SPEED AND BELOW
1. There is a correct trim tab setting for every throttle setting. The Magazine boat testers should test a boat
first like they do now, then retest the boat by optimizing the tab setting for every RPM tested. The magazine
readers would save a fortune in wasted fuel cost if they were taught this by the magazines. During a fuel
shortage I would jam my tabs all the way down, then advance the throttles until the boat starts to plane
which it did at 10 knots.
2. Boat is very efficient at top speed, but gets the same Nautical Miles Per Gallon at cruising speed and below
as it does wide open. A large percentage of the 2017 boats have this characteristic, Just Look at the magazine
boat tests and see for yourself.. In most cases the boats have what is called a prismatic hull form which has
the same area of transom immersion area as the midsection. When it gets down to a speed length ratio of a
bit under 5 the resistance gous up and the propulsive coefficient goes down giving it a double whammy. The
hull design is what it is but the propulsive coefficient can be improved by installing a larger diameter prop
with less pitch, and or a larger ratio reduction gear.
3. Install an integral swim platform, In other words extend the hull bottom to the aft end of the swim
platform. This will result in a more efficient longer waterline length, and move the center of buoyancy per-
centage wise further forward which will raise the stern a bit and lower the bow. The reduced transom immer-
sion will greatly improve the efficiency at the cruising speed and below. It will also improve the top speed. Be
sure to put a bit of rocker in the bottom aft or set the tabs on a negative when they are all the way up .or the
boat will ride too flat and broach .

NOTE THIS PAPER IS WORK IN PROGRESS AND WILL BE ADDED TO WHEN

I REMEMBER MORE TROUBLE AND HOW IT WAS FIXED.
N A NOTEBOOK VOL.2 PART 4 -CHAPTER 8 EFFICIENT USE OF SPACE
My client Jack Leek , President Owner of PACEMAKER, and OCEAN YACHTS and I had in com-
mon the belief that guest staterooms on our designs should have near equal accommodations
to the Owner’s Stateroom. Perhaps the reason being that we grew up working in the shop and
the friends we made there remained our very good friends throughout our lives. Those same
friends, and their wives remained as our best friends and cruised and fished with us. Jack, for
instance often slept on the sofa in the pilot House and put his friends in his Stateroom.

On the other hand there is the other type owner whom Rudy Leonard, Egg Harbor Engineer,
and I called the Meglo (Megalomaniac) Yacht owner. This guy has by far the finest Stateroom
while the space for the Guest Stateroom has been so compromised that the guests are forced
to sleep on uppers and lowers, or a Double berth jammed way into the bow so far that there is
not enough room for two pillows, and you have to climb steps to get in bed. This arrangement
illustrates a class distinction between the owner and his guests. APRIL 15, 2017

Overlap of the Upper Deck over

the lower deck results in a long-
er roomier house which sup-
ports a longer roomier Flying
Bridge. The forward overhead of
the house is recessed up into
the slanted area of the Bridge
front. Notice the V I P Stateroom
with a WALK AROUND DOUBLE
BERTH The Master Stateroom
has a Queen size berth under
the pilot house with a head to
starboard with full headroom
under the dinette.
 MASTER STATEROOM WITH WALK AROUND QUEEN SIZE BERTH IN 52’ OCEAN

OCEAN 52 FT. GUEST STATEROOM WITH WALK AROUND DOUBLE BERTH

While looking over the latest crop of new designs I noticed that the FULL BEAM
MASTER STATEROOM IS THE MOST COPIED DESIGN . BUT THE WALK AROUND DOU-
BLE GUE$T STATEROOM IS NOT COPIED .
 MASTER HEAD UNDER 52’ OCEAN MAIN DECK DINETTE

SPACIOUS MAIN SALOON OVER 52 FT. MASTER STATEROOM

 Notice the Utility Room, and the Dressing room recessed under the pilot House floor. Full
headroom is obtained by locating the floor of these rooms down between the longitudinals.
Note the WALK AROUND BERTH in the guest stateroom, and the full Queen Size berth in the
Master stateroom. Notice the room in the house due to the overlap of the decks..
 At the N.Y Show my friend, renowned Yacht designer Tom Fexus grabbed me with a large grin
on his face and said, “You son of a gun I know what you did. I don’t believe what you did but
you devil you did it.” I replied. “What did I do”? Tom said, ”I was in the aft staterooms of your
63’ Ocean and the floor is the bottom of the boat!” I replied, “ It’s like what I saw Benny Hill do
on Television. He made a homemade Rocket ship and invited several beautiful girls to get in
and to go to the moon with him. With a lot of Fanfare with T V reporters there to report on lift
off it did not lift off. A reporter knocked on the Rocket ship door. Benny opened the door, and
a reporter said “You didn’t go anywhere”. Benny replied “ I know that and you know that but
the girls don’t know that.”.Well Tom, That’s the way it is with the 63 aft stateroom floors. I
know you are walking on the boat bottom and so do you, but the customers don’t know that.”
EGG HARBOR 52 FT. SPORT FISHERMAN

Notice the Master Stateroom Joiner Work

recessed under the House floor. Notice the
Crew Quarters recessed under the Dinette.
Notice the long house and roomy Bridge
made possible by the recessed lower deck
The overlapping of the UPPER DECK
OVER THE LOWER DECK results in a
longer house which supports a longer
roomier BRIDGE. Notice Utility Room.
 When Jack Leek asked me to design the 25’ Alglas he told me he hates outdrives.
The problem confronting me was the outdrive boats with engine aft could get a
better arrangement. Conventional drive would put the engine so far forward that
accommodations would be compromised. I designed a bubble under the engine
so it could go lower under the cockpit floor, and further aft down the shaft line,
and allow the main bulkhead to be further aft.. It worked and they sold more
than 1,000 boats.
100’ TRANSATLANTIC YACHT
100’ TRANSATLANTIC YACHT
 25’ SPORT CRUISER FOR LAUREL HARBOR BOATS

Note the head of the double berth is located under the dinette seat and platform which
improves headroom over the berth.
 NOTE THE FULL HEADROOM AFT STATEROOM UNDER THE BRIDGE. The foot of
the port berth extends under the settee . The foot of the starboard berth extends
under the steps and joiner work in the lounge area ahead of it. The low floor fits
over the Inboard longitudinal, and between the Outboard Longitudinal.
Full headroom to walk around this double berth under the pilot house floor is provid-
ed under the dinette seats. Bob O Donnell and I mocked this up in the office and
made sure 6’3” author could sit and lay on the berth without bumping his head.