Tim Kings Projecf Monoger

Mr. Tim Kings has served as Project Manager for thebuilding of the TEEL. Mr. Kings represented theowner's interest throughout construction. Thismagnificent yacht surely wouldn't have become a realityabsent of Mr. King's ability to coordinate the designers,equipment suppliers and the builder. The owner had astrong vision of perfection for this yacht. However, theproject needed to be managed to the strict businessstandards that were also reflective of the owner.

Mr. Kings came to this project with a unique backgroundthat made him such an able negotiator among thedisparate parties required to bring TEEL together.Whether it required balancing all the designers whocontributed to the effort or conveying a concept to atradesman on the floor, Mr. Kings was able to draw on apart of his professional background to pull the piecestogether at the end ofthe day.

Tim grew up in Pensacola Florida with a great fondnessfor sailing high performance catamarans and a respectfor the structured life that goes with a Navy town. Heliterally worked his way up from the shop floor when itcomes to building large composite yachts. He learnedthe various shop floor trades working at Gary Carlin'sKiwi Boat Works in the late 70's. His artistic flair wasrewarded when he started their in-house design officewhere he produced hundreds of detail design drawingsthat made Ron Holland's ocean racers a reality. Mr.Kings would latter hone his design craft in Holland'sdesign office in Ireland.

Always interested in seeing the transformation fromdrafting table to sailing yacht, Mr. Kings took a job inmainland China that was nothing more than a leap in selfconfidence. At a yard that produced crudelymanufactured FRP fishing boats, Mr. King was able toshow the workers how to build a fine yacht, learning theChinese language as he went. This led him to his dreamof building his own design in Taiwan under his detailed,on site supervision. Many Macintosh 45s are happilycruising the globe today.

For Teel, Mr. Kings reported to the owner daily on thestatus of every little detail of the building process. Foran owner who's pleasure is as much the process as theproduct, Mr. Kings frequent video tapes and tight projectmanagement made the experience of building TEEL asrewarding as sailing her.

7;" f

TEEL: Dilven by Technology

(r

by Eric Greene

The creation of a beautiful yacht can be comparedto the birth of a beautiful child. At conception,optimism fills the air, and the prospect of endlesspotential is overwhelming. Throughout thegestation period, the realities of bringing a newcreation into the world begin to sink in. Preparationand planning go forth at an ever-increasing pace.Both the human birthing process and the periodjust prior to a yacht's launch are times whenphysical and mental efforts reach a crescendo.

Today, more than ever, we are faced with choicesthat will shape future generations. Wtteremarriages were once determined by geography andtradition, greater flexibility is available in today'sinternational society. Likewise, early boatbuildingrelied on traditional designs and constructionmethods largely dictated by local geography. Today,when a magnificent yacht is created, choices aboutdesign and construction span the globe.

The development of a large yacht involves manycritical decisions along the way. If the project iscarried out with vision, a creation that embodiesboth beauty and function will be launched. This isthe story of TEEL.

All great yachts are the product of the process, asmuch as the materials and skill that go into theircreation. The design process painstakingly blendsthe requirements of form and function through aconrplex series of systems that must performtogether under sail just as a well-rehearsedorchestra does on opening night. Naval architectsare trained to understand that an iterative designprocess is required to ensure that interrelated form,space, function and performance parameters areoptimized. This is sometimes visualized as a designspiral, where certain design parameters are revisitedto create a refined set of specifications. TEEL is anexcellent example of the evolutionary design processthat means the difference between sailing away fromthe dock without looking back or constantrefinement and modification after launch.

TEEL's predecessor was a Little Harbor 62 that wasmeticulously re-outfitted by her owner. All thesystems on board were optimized with the bestavailable equipment to ensure smooth operation.

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7;" f

= 0.52

This effort created a yacht that was self-suflicientanywhere in the world and could be enjoyed withoutthe fear of equipment failure. The experience withthe Little Harbor 62 provided the blueprint for thecreation of a Ted Hood designed sailing platformbuilt with state-of-the-art materials and equipment.

Ted Hood Design GroupTed Hood is certainly the quintessential yachtsman -designing, building and racing his own boats sincehe was 11. The Hood Design Group was founded in1959 when he designed and built the first ROBIN. Itdemonstrated that a shallow draft, wide-beam, deep-centerboard hull could be extremely competitive. Aby-product of this design is excellent load-carryingability and a comforlable motion in heavy seas.

Hood has designed everything from l2-meterAmerica's Cup yachts (NEFEK|ITI - 1962 andINDEPENDENCE - 1977) to the single-handed,nonstop,'round-the-world record holder AMERICANPROMISE. The hull form that was once unbeatableon the race course has been transformed into anoceangoing home. Hood's moderate to heavydisplacement designs can accommodate a lot ofcruising gear, yet still perform as predicted. Thisrepresents a departure from the high prismaticcoefficient (Cp) hull shapes that took over the racingscene in the l97Os.

Prismatic coefficient (Cp) is a measure of how finethe ends of a hull are in relationship to the midshipsection. Light, high Cp sailboats will have fuller bowand stern sections and shallower hull forms, whichare fast when in racing trim. The diagram to the leftillustrates that Cp is a percentage of the volume ahull occupies as compared with the shape createdby extending the midship section the length of thewaterline. The lower plot shows how volumedistribution differs between high and low prismaticcoefficient hull forms.

Hood's low Cp designs have deep hull forms that uselarge deadrise angles to create room for low internalballast. FuIl centerboards provide lift for upwindsailing. This arrangement creates a very large boatthat is extremely shoal draft for her size.

*The heaug displacementboat giues us theopportunitg to build tn muchmore liuingspace, muchmore storage space, andmtrchmore conlfort"'

Ted. Hood.

CrossSectionalArea

= 0.80

7;" r

Vessel Length

Whenever a design office takes on a project thatrepresents an increase in yacht size andcomplexity, much attention is given to performanceprediction and systems integration. Thecommission of TEEL's design effort was certainlysuch an opportunity for the Ted Hood DesignGroup. The office has advanced significantly fromthe time when Ted Hood, acting alone, wouldcommit his thoughts to parchment. The group isnow a team of design professionals, led by ChiefDesigner Ted Fontaine, that uses state-of-the-artcomputers to execute the complex task of designingtoday's megayacht.

'The good use oJ space ls one oJ the greatestchaLlenges tngacht design anduse hauetried ouer the gears to optimize the use oJLimited space. This Jact Led to an inqutryJrom the U.S. Space Agencg about designtngsome interiorsJor astronauts!"

Ted" Hood.

Hood notes that. as with the J boats at the turn ofthe last century, we are once again looking at sailingyachts of lO0 feet and more. With the advent ofhydraulic sail-handling equipment, a crew of five,not 20, can sail this size yacht. These boats offerowrlers more room for entertaining, greater privacyand increased sailing and motoring speeds.

The TEEL project came to the Hood design officewith a very specific set of requirements thatincluded:

. Mechanical and operational integrity of theyacht

. Complete privacy for the owner's partywhether at rest or underway

. Performance and comfort at sea

. Shoal draft (around 7'6")e A nice sheer, transom and bow. 6'6" headroom throughout, including

the engine room. Complete, detailed design package

And so the stage was set for a no-compromise yachtthat would embody many forms during its designevolution. Beauty and function were to be melded,with an eye for the practical. The Ted Hood DesignGroup was the first of many players in a designpartnership that blended the talents of theindustry's finest minds.

37;" f

Andrew Winch DesignAs the concept designer for the TEEL project,Andrew Winch brought the most "mega-yacht"experience to the table. He has combined a formaltraining in interior design with his lifelongexperience as an offshore sailor to become one ofthe most sought after designers in an elitecommunit5r. His seven year apprenticeship with JonBannenberg as Project Manager for such yachts asACHARNE and GARUDA exposed him to the oftenconflicting requirements of large sailing yachts.

Winch's office has worked on 15 sailing yachts overlOO feet, but none has been as demanding as TEEL.His involvement with the project began when theboat was an 82 footer, for which he did a completedesign package working from a Hood hull shape. Athis first meeting with TEEL's owners, it becameclear that the design process was going to bemaximized in a boat that had grown to 105 feet.Winch recalls a husband that wanted to preservethe sailing experience of a 6O footer and a wife whoenjoyed the layout of their 8O foot motoryacht forprivacy and entertaining.

"(Mg chatlenge is to create) a gloue aroundhotu theg uiLLLiue qfloat"

Andreu Winch

The owner, his captain, Andrew Winch and TedFontaine made up the initial brain trust thathashed out countless alternatives to a designchallenge unique to this size sailing craft. The Hoodpeople insisted on a low profile with excellentvisibility for the helmsman. The owners wanteddistinct flow patterns for guests and crew forefficiency and to maximize the experience for all.

The resulting sailing cockpit with hard top and softside panels allows for an enjoyable sailingexperience without the associated fatigue fromexcessive wind and sun. The experience is carriedbelow to the salon, with its large wraparoundwindows. Winch designed the styling above thesheer line with the same standard of proportionalelegance that Hood used for the hull form, albeitwith a more contemporary flair.

The sailing cockpit aft is designed to be a "family"cockpit, where young children can play in aprotected area while sailing or at anchor. Thiscockpit has direct, private access to the owner'sstaterooms.

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Complete utilization of space is an underlying designobjective of the project. Evidence of this is theseating area created on the foredeck when the largetender is launched. The crew has their own cockpitaft of this area to afford them a good vantage pointwhen underway, without the need to crowd theowner and his party.

The function and comfort of the crew factored intothe layout below decks, as well. Each cabin has itsown entertainment center and the crew's mess areahas a link to what's going on topsides via closedcircuit television. The "flow" of personnel inperformance of their duties is reflected in the layout.

According to Winch, even in the early planningstages for TEEL, details such as the owner'spreference for working out of his briefcase andproviding a location to do this were considered.Handrails needed to be located based on thegenerous headroom throughout the boat. Built-instowage for the owner's hats illustrates thespecificity of the murny details that the design teamjuggled throughout the process.

Winch observes that building with composites allowshim to create more "soft form shapes." He notesthat the crew at Trident are extremely dedicated andcompetent. The finished product reflects theirenthusiasm and their ability to communicate withthe design team, which is paramount when anowner is pushing the team to do its best.

Andrew Winch Designs has recently worked on suchdiverse projects as the Bauhaus style l4O footCYCLOS III built at Royal Huisman, the Edwardianstyle 125 foot HETAIROS from Abeking &Rasmussen and a contemporary 88 foot Tripp boatwith cored panel construction for the interior.Winch states that all in his office are sailors,although he currently has five motoryacht projectsunderway.

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Trident ShipworksTrident Shipworks is the outgrowth of the TridentGroup, which began operations in 1985, but thecore personnel have been building advancedcomposite yachts for over 2O years. People are themost important ingredient in composite yachtconstruction because so many process variables areinvolved. Craftsman are responsible for theappearance and strength of a yacht to a higherdegree than metal construction.

Gary Carlin is one of this country's wizards when itcomes to constructing large yachts with advancedcomposite materials. He and Ron Holland launchedtheir careers with an IOR quarter-tonner in 1973.Carlin went on to build a legacy of high-tech,offshore race yachts at Kiwi Boats that included IMPand KI.ALOA. In an effort to develop light, stiff andstrong hulls, advanced materials and processdevelopment earned this yard the reputation forbuilding race winners. Carlin's practicalboatbuilding background is blended with themanagement skills of Steve Nichols to put Tridentin a position to create today's complex mega-yachts.

Trident is a yard that does quite a bit of in-houseengineering and design work and all their ownlaminate and process development. The laminatefor TEEL was the culmination of two decades worthof building and testing. The requirements forTEEL's hull were for the strongest laminate thatcould withstand high surface temperaturesgenerated by the black topsides. What evolved wasa laminate that was much stronger than thatrequired by the American Bureau of Shipping.

StrengthTension Compression

StiffnessTension Compression

llJilTrident Shipworks is more than just an outstandingcomposites fabrication shop. A beautiful yacht alsoreflects the talents of woodworkers. outfitters.plumbers, electricians, machinery specialists andothers. Experienced craftspersons of various tradeshave developed a unique style of working togetheron closely managed projects.

I eas Req I reer I aes Reo ! teeL

67;" f

QUIET AREA

ABSORBTION LAYER

NOISE AREA

SPECIAL FASTNERS

Joe Smul l inToday's mega-yachts contain engine rooms full ofmachinery designed to meet the requirements of afloating mini-hotel. Main propulsion systems,generators, air conditioners, and refrigerationsystems may be running in various combinations atany given time. Combine this with zrn owner'srequirement for minimum noise and vibrationthroughout a yacht designed to harness the wind,and the engineering challenges become apparent.

Joe Smullin is an MlT-trained engineer whospecializes in creating quiet yachts. Building uponmeasurement and analysis techniques developed toquiet Navy ships, Smullin has developed a nichespecialty that owners and shipyards depend upon toobtain an unseen level of elegance associated with aquiet, vibration-free yacht. Working out of hisMarblehead office, he was involved with the TEELproject from the onset as a result of his previouscollaborations with the Ted Hood Design Group andTrident Shipworks.

Although expertly trained in the scientific rigors ofnoise and vibration design principles, dataacquisition and analysis, Smullin's biggest asset ishis empirical knowledge gained from almost 25years experience with yachts. Smullin began hisc€rreer at a defense contractor who had little interestin small specialty projects, such as yachts. Hestarted J & A Enterprises in lg80 to concentrate onthe yacht work that he found so interesting.

The TEEL project presented some unique challengesfor even an experienced noise control engineer.Although the composite hull and machineryfoundations significantly dampen structure-bornenoise. the interior contains little natural soundabsorbing elements, such as drapes, thick carpetingor cloth upholstery The extensive use of woods andglass that contribute to the feel of a fine yacht alsoreflect, rather than absorb, noise. For TEEL,Smullin specified a combination of mass layers andinsulation for floors and bulkheads as well asisolation systems for all rotating machinery toachieve performance goals. Although Smullin alsodoes military and commercial work, his true passionremains with yachts, where each boat is a prototyperequiring innovative thinking to tackle uniquechallenges.

77;" r

David EastonDavid Easton is an interior designer who has madea name for himself designing Georgian houses withhis 4O-person staff based in New York City. Hisonly previous experience with yacht interiors waswith the 2O4 foot Feadship, VIRGINIAN. As withTEEL, Easton first worked with the ownerdeveloping a highly personalized home. Eastonbrings his eye for detail to these nautical projects,just as he has been doing for the past 3O years withland-based domiciles.

Easton approaches his projects holistically,speci$ring every fixture and piece of trim to providecontinuity within a space. He likes to integrate hiswork into the landscape as well as the lifestyle of hisclients. His challenge with TEEL was to work with anon-rectilinear, movingmultifunctional living spaces.

platform with

TEEL's interior of anigre and teak lumber is craftedin a very traditional style to give the feel of a trueyacht. Easton's choice of moldings and fixtureswere based on TEEL's requirements and his workwith the client's shoreside projects. He typicallydoes much research and sketching before the feelfor a space is finalized.

"I u:tLL neuer Jorce ctients to Ltue up to thehouse, rather than in it."

DauidEaston

Working with boatbuilders is a far cry from hisManhattan office. He does, however, have anappreciation for fine craftsmen and the myriad ofmaterials unique to marine construction. One cansense the fascination he has with compositeconstruction that can liberate a designer from hisstraightedge and T-square.

Easton takes advantage of numerous on-sitemeetings to sketch last minute details or suggest aseating or lighting arrangement that he feels will fithis client's lifestyle. His mission is to make theonboard experience equally enjoyable for the non-sailing guests.

David Easton certainly has a unique role in thesSmthesis of TEEL. While engineers and buildersfigure out how to make things work, Easton standsguard as the "style police" to influence how a spacewill feel.

8

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7;" f

Eiaxial knit reinforcement +

Double biaa knit reinforcement +

Eiaxial knit reinforcement +

E-7laee mat +

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Eiaxial knit reinforcement 4

Double biaa knit reinforcement i

Eiaxial knit reinforcement 4

Comoosite ConstructionConstruction with composite material involves theintegration of a reinforcement material, such asglass, carbon or Kevlar fibers, with a resin matrixthat cures from a liquid to a solid state. Complexgeometries with selectively located reinforcementcan be created through the lamination process. Theconcept of combining two materials with differentmechanical properties to create a superiorstructural system dates back to the days of strawand mud huts. Concrete reinforced with steel rebaris a common example of composite construction inuse today.

A type of resin matrix composite known asfiberglass reinforced plastic (FRP) has been used inthe marine industry since World War II. Theboatbuilding industry really took off with FRP in the1960s when polyester resins and E-glassreinforcement products became commerciallyavailable in large quantities. Early boatbuildersrecognized the following advantages of FRPconstruction:

o Production costs are greatly reduced whenmore than one part are made from the samemold:

o Composites will not corrode in a marineenvironment;

. Hulls are extremely tough and canwithstand much abuse.

The composites industry has changed greatly in theUnited States since the early days of solidlaminates, which by today's standards areconsidered to be overbuilt to compensate for lack ofknowledge about material performance. Compositematerials are now engineered into sandwichconstructions for applications as diverse asadvanced fighter aircraft and modular shippingcontainers. With the recent loss of manyDepartment of Defense sponsored compositematerial programs, competitive recreationalapplications now serve as the test bed for newmaterials and construction techniques.

In this country, most construction of boats under50 feet in length is with composite materials.Construction of vessels from 5O to 2OO feet is doneeither with composites or with aluminum, steel orwood, depending upon design requirements and theowner's specifications. As hull forms get larger, flatplate construction becomes more reasonable.However, as our understanding of composite

97;" f

Extent ol floor -Composites

Extent ot floor -Aluminum

Usable Area -Aluminum

Usable Area -Composites

material performance and construction methodsimprove, vessels the size of the Navy's I85 footminehunter are now being built with composites.

For a sailing yacht that is I 15 feet long, the ownerc€rn choose either composite or aluminumconstruction, to be expertly crafted at one of ahandful of shipyards throughout the world. Asidefrom some of the better known advantages ofcomposites, such as reduced maintenance, severalother features become apparent when undertaking aproject of TEELs magnitude.

One advantage of composites that is not oftenrecognized is the amount of usable space gainedwith sandwich rather than framed construction. Fora boat such as TEEL, the thickness of the sandwichhull is about 2 5/8", as compared to a frame 5 3/4"deep that would be needed for aluminumconstruction. This represents a 5olo volume increaseand a 60/o increase in usable cabin sole €rreathroughout the vessel. It also means thatequipment can be located lower in the hull. ForTEEL, it makes 6"6" headroom in the engine roompossible.

Near the bow and stern of the boat, the cabin soleforms a f,airly small angle to the hull. In the bowregion, aluminum frames are also made deeper toresist slamming loads. These geometric factorscombine to produce even more dramatic gains in thecrew's cabin and aft machinery spaces. Asillustrated, an additional 5Oolo and 3Oolo of space,respectively, can be realized in these regions.

The gain in usable space fore and aft is significant,translating into several feet over the length of theboat. This sometimes can mean the differencebetween adding an extra cabin or not. Moreimportant, equipment and machinery can bearranged much more efficiently to facilitateinspection and maintena.nce. In fact, the clean bilgeand underdeck structure that is associated withcomposite construction makes outlitting andmaintenance of mechanical and electrical systemsfar easier than with an intricately framed structure.

Although 50lo added usable volume may not seemlike a lot, it plays a significant role in the designprocess. When one design parameter is changed,related variables are also affected. The ultimateconfiguration of a sailing yacht is very sensitive tothe volume issue because the overall size isinfluenced and so is the center of gravity. If a boat

Ap?roximately50% lncreasein Usable Area

Crew's Quarters

Extent ol floor -Composites

Extent of floor -Aluminum

Usable Area -Aluminum

Usable Area -Composites

Profile

Aft Machinery Space

7;" f l o

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is made even slightly larger to accommodate thesame amount of furnishings and equipment, weightsand costs escalate exponentially. Additionally, if theinterior can be lowered only a few inches, lessballast and sail area will be required to gain equalsailing performance.

Composite materials are used extensively in theaircraft industry because on a pound-for-poundbasis, these materials offer better strength andstiffness than metals. The plot at left illustrates thatfor epoxy resin laminates measured in the directionof the fibers. The materials at the top are strongerand the materials toward the right are stiffer.

Direction is a very important concept withcomposites because, unlike metals, a compositelaminate will show different mechanical propertiesin different directions. As designers betterunderstand the complex loading on a structure suchas a large sailing yacht, these directional propertiesof composites can be better exploited. Experiencedbuilders can place reinforcements in areas of highloads in orientations best suited to resist anticipatedload paths. The result is an optimized structurethat is more closely engineered for its mission thanwould be possible with metal plates of discretethicknesses.

Another basic advantage available with compositeconstruction is the ability to create sandwichlaminates that have strong skins laminated tolightweight cores. The principle is similar to thesteel I-beam, in which material is concentrated inthe flanges away from the center. This type ofconfiguration is extremely efficient for resistinghydrostatic and slamming loads caused by waves.The following table illustrates the relativeeffectiveness of sandwich versus solid constructions.

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Relative Stiffness 100% 700% 3700%Relative Strength 100% 350% 925%

Relative Weight 100% 103% 106/"

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Today's yachts incorporate complex geometricsurfaces to achieve performance and stylingobjectives. These surfaces are often called upon tobe load bearing elements. Because a compositelaminate is created by the builder to conform tocomplex shapes, a stronger product can beproduced with fewer stress concentrations. Stressconcentrations are local areas that are subject toloads much higher than the overall structure, andthus more susceptible to failure. A classic exampleof this is the rectangular hatch opening in largeships. Square corners can lead to stresses that arel0 times greater than a similar opening withrounded corners. In every right-angle weldment,there exists some elevated level of stress. Bycontrast, composite elements are joined withreinforcements that are rounded into a corner.

The builder may also reaJize other advantagesduring the construction of a composite yacht.Although more time may be required to produce thehull shell, the outfitting crew is presented with amuch cleaner interior to work with. This meansthat fitting furniture, electrical and heating, ventingand air conditioning (FIVAC) systems can beaccomplished with less effort in a much cleanerfashion.

The performance advantages of a composite yachtare most obvious to the owner over the life of thevessel. Maintenance requirements are often cited asa major advantage. The nemesis of all blue-wateryachtsmen is corrosion.

"Where exposure to enuironments uhichmaginduce excessiDe corroston cannotbe auoided,suitable coatings, tapes, sacrtfictal anodes,impressed-current systems or other corrosionpreuentiue measures are to be emptoged."

ABS Rules Jor Aluminum Vessels

Crevice corrosion in wet spaces, faying surfacesbetween aluminum and other materials andmaintenance of coating systems on intricatelyframed aluminum structures are constant concernsfor owners and captains of aluminum yachts. Bycontrast, TEEL's geometrically clean bilges aredesigned to be easily maintained for decades tocome.

Electrolysis is an ever-increasing problem as morecomplex electrical systems are installed on yachtsand marinas become "hot" from other vessels.Because TEEL's hull structure is nonconductive. theeffects of electrolysis are minimized and grounding

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One of the biggest fears of an offshore sailor is thepossibility of colliding with a shipping container orother large, semi-submerged flotsam while surfingalong at night. A hull's ability to withstand such acollision is called impact resistance. Although nouniversally accepted method exists for evaluating thestrength of ship structures subjected to thisphenomenon, we do know a lot about the differencebetween a framed aluminum hull and one built withsandwich composites.

Because the frame spacing on an aluminum hull ismuch closer than that with sandwich composites, theimpact on the aluminum hull is absorbed by excessivedeformation of the frame. Aluminum frames are verystiff, so failure occurs if deformations are too big. Incontrast, sandwich composite panels span muchgreater distances and therefore can deflect much morebefore failing. Additionally, the PVC core material canabsorb a lot of eners/ during impact or slamming.

"IJ I tuent on ttrc rocks, I'd ratlrcr be tn aglass boat." TedHood

Another issue critical to the yacht's structuraldesigner is fatigue resistance of the hull. This is ameasure of how the hull material responds to loadsthat happen on a repetitive basis. As one canimagine, sailing in waves can produce alternatingrepetitive stresses throughout the life of the vessel.Data such as that presented at left are useful tounderstand how much reduction in stength can beexpected over time. The materials with the flattercurves are more desirable.

A yacht of TEEL's magnitude should afford thehighest level of comfort for her guests. Minimal noiseand vibration while motoring, sailing or at anchor canbe achieved when composite materials are used for allstructural elements. Composites are excellentinsulators, making a boat comfortable and quiet,while eliminating harmful condensation. Compositesact to dampen noise and vibration that eminate fromrotating machinery.

The technical arguments for composite constructionare certainly compelling. From a stylist's standpoint,more design latitude is possible because compositescan be formed into almost any geometric shape.Although repair is somewhat easier than foraluminum hulls, more attention is required at thetime of consturction of composite hulls because of theincreased number of fabrication variables. In the finalanalysis, the finished product is ultimately areflection of the quality of the workers who bring anexcellent design to fruition.

Cycles to Failure

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An ldea Becomes a DesignTEEL started as a concept with no preconceived sizeor layout. Her owner just wanted to go sailingworldwide with family and friends. The design teamwas established and so were some broad objectives:no cruising destination should be beyond her reach;her lines and detailing must exude traditionalelegance while her styling and layout reflect acontemporary use of space and materials; and everyaspect of her construction will represent animprovement of what's been done before.

It is no surprise that a boat such as TEEL wascommissioned by a New Englander. Self-sufficient,rooted in tradition, tinkering with new solutions toage-old problems, rugged with tremendouscharacter.....these are images that describe both theseaman and fine ships that are New England bornand bred. TEEL is the 21st century reincarnation ofall the New England built clipper ships and fishingboats that have plied the fierce North Atlantic. Witha different mission, TEEL shares a proud maritimeheritage with her ancestors. Although her toweringcarbon fiber spar will be flying sails built fromspace-age polymers, her sleek black hull and woodladened interior will hark back to the ships whohave sailed these waters before her.

Frostbiting Interclub dinghies in the icy waters ofBoston's south shore is a good way to gain respectfor the sea. Working one's way from a Pearson 20 toa Bermuda 40, Hinkley 48, 5O and finally a HoodLittle Harbor 62 demonstrates an appreciation forsailboats that can stand up to bad weather. In fact,TEEL's owner loves to sail in adverse weather (aprerequisite for all New England sailors) andrequires a boat that can face up to the elements.

As the Little Harbor 62 was being re-outfitted fromstem to stern, it became apparent that a customyacht was needed to cover additional territory andcarryr family and guests in comfort. The concept fora new boat started as an 80 footer in 1987. By1988, the design had grown to 96 feet, for whichTed Hood Design Group put together 45 drawingsand a 4OO page specification book.

With new arrivals to the family, a stateroom wasadded, stretching the boat to 105 feet. To overcomethe inherent duality of sail and motor yachts, aflybridge-type sailing cockpit over the main saloonwas briefly considered with a 135 foot design in thestyle of the recently launched Perini-Navis. It soon

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became apparent that a vessel this size wouldcontrol her master by virtue of her slzn andcomplexity and the attendant crew. The Hoodpeople also felt that ttris high a cabin would deviatetoo much from the traditional hull form they haddeveloped.

By 1991, Utinhng had swung back around to tl ebelief that desigriloals could be met in an 87 footboat. This grernr again to 1O5 feet; thenconstruction finally began on a 1O8 foot hull atTHdent. Frames were half up when a thirdgenerator in the engine room became a priority. Theboat was stretched to 115 feet and constructionproceeded, albeit without the third generator.

To some, commissioning all these various designswould appear to burden ttre project with design feesand hinder any preconceived constructlon timeline.But TEEL is a different type of yacht. Her oumershares a designer's fascination with how somethingas complor as a 115 foot sailing yacht can cometogether with symphonic fluidity. What are themechanics to make such a complex machine operategracefully without flaw? He was content to build itmany times on paper before the ffrst shipurrighttouched a plece of framing timber. TEELs creed isthus one of patience and perfection - a hallmarkthat has stayed with her to this day.

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TEEL's deck is lifted for final placement after several dry runs where flangeswere built to guarantee a close fit. TEEL's hard top is seen off to the left.

The entire crew gather for a group photo at Christmas time. Allinvolved personnel at Trident, including management and stockroomworkers, are pictured here.

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TEEL Specifications

NavalArchitecture: Ted Hood Design Group

Styling: Andrew Winch Design

Interior Design: David Easton

Classification: ABSAmericas

Builder: Trident Shipworks

Hull Construction: Kevlar Hybrid/Epoxy

MastBuilder: Omohundro

Mast Construction: Carbon Fiber/Furling

Sailmaker: North

Sail Construction: Spectra

Length Overall: 114.61 feet

Waterline Length: 88.70 feet

Maximum Beam: 27.60 feet

Draft (board up): 7.60 feet

Draft (board down): 19.91 feet

Displacement(l ight): 400,000pounds

Displacement (loaded): 428,764pounds

Ballast: 125,000pounds

Sail Area (working): 6480 feet2

SailArea (total): 13,850 feet2

Mast Height above Water: 143 feet

Maximum Speed (power): 12.48 knots

Cruising Speed (power): 11.00 knots

CruisingRange: 2500nauticalmiles

Fuel Capacity: 4485 gallons

Water Capacity: 2288 gallons

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TEEL Arrangement

Sailing Cockpit: Dualsteering stations -port and starboard, withunobstructed view overcopious seating forward.A permanent hard topand removable sidecurtains provideprotection from wind andsun.

Aft Cockpit: A private area has directaccess to the owner'sstaterooms via an aftcompanionway. Alounging area is providedin this sheltered space.

Main Salon: The main salon featureswraparound tinted glassthat affords excellentvisibility, even whenseated. A protectedhelm station is locatedforward with allnavigation instruments.

Library: As a spiral staircaseworks its way below, alibrary is located justpast the day head. Thisroom has a traditional,yet warm feel.

Dining Area: Continuing down thestairway, the formaldining area is located onthe port side of thevessel. Built-in seatingis situated forward of ahide-away otfice space.

Galley: Located forward, thegalley featuresrestaurant gradeappliances.

Engine Room: The engine room is aspacious area with fullheadroom throughout.Access to main enginesand generators isarranged to performperiodic maintenancewith ease.

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TEEL Accommodations

Owner: A full width stateroomfeatures a king size bedand private "his" and"hers" bathrooms withtub/showers. Seperateaccess to private deckaft is provided.

Children: One twin stateroom withupper and lower berths;head with private shower.

Guests: One double stateroomwith private head andshower.

One stateroom with twinlower berths and a"pull-down" upper berth;private shower and head.

Crew: One captain's doublecabin with private headand shower.

Two twin cabins, eachwith head and shower.

Crew dinette withentertainment center.

Laundry facilities withfull-size washer anddryer.

Direct access toforedeck.

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Monitoring System:

Steering:

Bow Thruster:

TEEL Main Machinery

Main Engines:

Gear Box:

Shafting:

Shaft Seals:

Controls:

Propellers:

Generators:

Two (2) Lugger6125/HE/BT dieselsproducing 425 BHP @2300 RPM from AlaskaDiesel Electric

Two (2) Twin Disc MG510 3.10:1 reductiongears

Two (2) 4" HundestedVP-6FR-H4 316 SSvarible pitch hydraulicshafts with Thordonbearings from PacificMarine

Manebar Deep Sea

Micro Commander 585series, electricalactuators

Two (2) NiAlbronze,4-bladed, 39" variablepitch Hundestedpropellers with Spur linecutters

Two (2) Northern LightsM 4276 T 60 kWgenerators driven byJohn Deere 4045 TF 001deisels @ 1800 RPMsfrom Alaska DeiselElectric

RGM Model 700

Custom SS wheels fromBrooks with two (2)Jastram 220 VAC, 5 HPhydraulic power units(primary & back-up) andJastram controls usingEdson sheaves andThordon bearings

7-bladed, 16 L HT HydraThrust 16 L 16" lD x 84"tunnelfrom Hydra PowerSystems

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TEEL Sailing Systems

Spar:

Rigging:

Mainsail:

Genoa:

Staysail:

Furling Gear:

Sheet Winches:

Autoclave cured, carbonf iber/epoxy section f romOmohundro

Nitronic 50 rod (nicklechromium molybdenum)ranging from 1.4" to 2.5"from Riggarnna

Spectra9ruorlam 490TX-12 oz from Nodh

spectra@490 TX-10 ozfrom North

spectra@490 rX-10 ozfrom North

One (1) Reckmanheadstay hydraulic f urlerfor -115 rod; one (1)Reckman staysailhydraulic furler for -48 rod

Two (2) Seaway 16genoa captive reel;two(2) Seaway 16 staysailcaptive reel; one (1)Seaway 16 mainsailcaptive reel;one (1)Seaway 16 outhaulcaptive reel

Two (2) Lewmar 700 ST;two (2) Barient 737halyard

Two (2) -60 backstay;one (1) -48 vang; two (2)-60 fwd intermediate; two(2) -22 halyard hydraulicadjusters, all from Navtec

3/4" Spectra@

Halyard Winches:

Sailing Adjusters:

Running Rigging:

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TEEL Deck Equipment

Anchors: Two (2) Baldt 300 poundSS ABS approved; one(1) Fortress FX125 stormanchor; one (1) FortressFX37 anchor

Windlasses: Two (2) MaxwellVWC10000

Ground Tackle: Two (2) 300-foot lengthsof hot galvanized 5/8"chain

Deck Stowage: Numerous stowagelockers integrally moldedinto coaming

Tender: Novurania MX 530deluxe, 12.75 feet with40 hp Yamaha outboard

Dinghy: Novurania MX 400deluxe, 17.5 feet, 9person with 1 15 hpYamaha outboard

Launch Stowage: Custom SS davits byNautical Structures

Blocks and Tracks: Harken ball bearingassemblies

Centerboard Adjustment: Two (2) PL2-12-7-1hydraulic adjusters fromPullmaster

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TEEL Plumbing Systems

Bilge Water: Ten (10) Rule 3700 HD3700 gph pumps withfloat switches; two (2)Par electric; Pacer 200gpm self-primingemergency centrifugalpump; 5 hp gasemergency pump andten (10) 1.5" bronzethruhulls

Gray Water: Two (2) Jabbscomacerator pumps; three(3) Par diaphragmpumps; seven (7) Kracorplastic holding tanks andthree (3) integral holdingtanks; four (4) 1" bronzethruhulls

Black Water: Seven (7) Microphortoilets;two (2) RoyalFlush toilets; nine (9)Jabbsco maceratorpumps;three (3) Pardiaphragm pumps andthree (3) integral holdingtanks

Potable Water: Two (2) Grundfos JetstarJS-7, 3/4 hp pumps; 36gal Amtrol vedicalaccumulator tank; Cuno25 micron filter

Watermaker: SeaRecoverysRc-15-M3-SW04000 gal/day

Water Heaters: Two (2) Allcraft 45 gal;two (2) Allcraft 12gal,240 VAC

Fuel System: Two (2) 240 VAC pumpswith hand pump back-up;Oberdorfer 990RH-M46fueltransfer pump; SStube or Aeroquip FC234hose

Lube Oil System: Two (2) Balcrankpneumatic transferpumps with reel hoses

Halon System: Custom by Bonnel

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TEEL Navigation and Communication

Electronics installed by Maritech, Stamford, CT

GPS: Three (3) Trimble Navtrac200-D controls

Radar: Two (2) Furuno FRC 1411 MK3

Autopilot: C. Plath Navipilot V 4658 AADigital autopilot and two (2)Navipilot V 4658 ADwaterproof remotes

Sailing Instruments: Brooks & Gatehouse Hercules690 Race Pack including wind,speed, heading, rudder angle,air temperature, barometricpressure and fifteen (15)displays

Depth Sounders: Two (2) FurunoFCR-1411/Mark 3

Sonar: Furuno CH 18

Compasses: Anschutz Kiel Gyrostar 1 10gyro compass and two (2)

'Sunto 6.5" magnetic

compasses

Satcom: Two (2) Scientific AtlantaMaristar M 9821

Single Sideband: Stephens Sea 330i

VHF: Two (2) lcom lC-M 125;one(1) lcom lC-M 57;two (2) lcomtc-M7

UHF: Four (4) Motorola Radius P 50handhelds

Cellular Phone: Three (3) Motorola S 2998 ANautilus units

Telephone/lntercom: Twenty six (26) stationPanasonic KX-T 7030

Facsimile: Brother lntellifax 980 M

Loud Hailer: Raytheon 420

Weatherfax: Furono FAX 210

Computers: IBM 6387 with DOCSEAmarine documentation systemand (2) Macintosh Centris 650

Entedainment: Eleven (11) Sony TVs withVCRs; seven (7) independentsound systems and (26) Pairsof speakers

TEEL Electrical Systems

Ship's AC System: Primary distribution fromengine room via 600 VACSquare-D distribution boxeswith wiring to ABYCstandards using 105o Cinsulation and terminating induplex outlets; DIN stYleterminal striPs, where Possible

Ship's DC System: Eight (8) Prevailer 8D gellcelltyPe batteries for house useand six (6) Prevailer 8D gellcell tYPe batteries for engineand generator start; four (4)600 A Guest selectorswitches; two (2) Ratelco 25A | 24 VDC bank chargersand two (2) 100 A | 24VDCchargers; Vanner 12O to 240V inverter/charger

Shore Power: Two (2) independent 100amPl3 Phase services usingHelionetics frequencYconverter and two (2) 45KVA/3 P TransPac isolationtransformers

TEEL Safety Systems

Life Rafts: Two (2) eight-person oceanlife rafts by Givens;emergency dinghy equiPedwith survival equiPment

Personnel Protection: A combination of (48)SOLAS, Chi|d SOLAS,inflatable and skityPe PFDs;(2) throwable man overboarddevices; (12) harnesses

EPIRBs: Three (3) floating beacons byLitton with suwival equiPment

Medical: Fully equiped medical locker;combination def ibrillatormonitor/pacemaker; air sPlints

Fire Fighting Equipment: Engine room halon system;numerous dry chemicalextinguishers; f ire hosesthroughout the vessel

Mechanical Systems: Entire vessel equiped withredundant systems

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Creating a Terrapin-Tough Shell for TEELComposite yacht construction at Trident adheres tothe singular goal of producing state-of-the-art hullstructures. Clients come to the yard understandingthis and with a trust in the convictions of craftsmeneager to optimize their creation. However, some ofthe finest work that went into TEEL will never go tosea. In fact, this work was totally destroyed. Thewooden plug that so precisely defines the shape ofthe hull does not form an integral part of the hull aswith aluminum vessels. Rather, it is broken apartafter the hull is completely laminated.

Trident uses longitudinal wood battens overtransverse frames to define a shape that is smallerthan the finished hull by a dimension preciselymatching the total thickness of the hull. Areas ofincreased reinforcement require special detail in thehull plug. For TEEL, Trident carried the primaryhull laminate inboard in way of the mast to create astrong attachment point for the shrouds. This typeof detail requires extensive forethought about theoverall hull structure and anticipated loads. Intoday's world of high-tech manufacturing, this iscalled "concurrent engineering." This form ofconcurrent engineering is usually associated withtoday's high-tech manufacturing rather thantraditional shipbuilding.

The framed shape is then "skinned" with woodveneer merely to provide a solid surface for the startof the hull lamination process. Thus the "woodenyacht" that is the creation of master shipwrightsusing a computer aided design is destined to be asacraficial sculptural form.

Once the project is turned over to the laminatingcrew, a different set of shipbuilding talents arecalled in to play. These highly skilled professionalsshare the skills of composite fabricators in theaerospace and transportation industries.Craftsmen must also be chemists; shipfitters needto cut and handle textiles; and everyone takes onthe added responsibility of quality control engineer.

Unlike metal plate or wood timbers, the materialsthat went into TEEL's construction have no inherentmechanical properties until the shipbuilder"processes" them. In fact, a major ingredient startsout as a liquid! When properly cured, however, thecombination of resin and reinforcement will create ahighly optimized structure whose performance isproportional to the expertise of the design andfabrication crews.

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T h e l a m i n a t i o n p f t x t ' - - ! r : r . - - l r , : : : : : - t o aprecise schedule ulxl( ' r l i : r ' - : : l . : : . ' l Greq"Pancho" Mctaughl i r l t ( ) ( ' r ) \ r l r t ' r l . . : ' : ' . ' : . ' . i t i ( )n.resin content. thicknesses. r rrrr- ' . : t . : t : : . . rn( lambient conditions are all iclt 'al l ' i,: .i :,. ' i i:r'strongest possible par-t. t rrrti:: '- i: ::.,1reinforcements of carbon fiber and otlrt.r rn.r:r--.:.-are strategically placed in areas of high srr(.ss.

Thermoset resins, such as epoxy, cure bv arnexothermic process, which by definition, producesheat. If a laminate get too thick, this heat can buildup and damage the part. Experience with the exactresin formulation being used is paramount.

Most builders will make test panels prior to hullconstruction. For TEEL, this process was quiteextensive. TWelve laminate variations were testedby Structural Composites of Melbourne, Florida.Testing involved conventional ASTM 3-point bendingmethods and a special hydrodynamic shock loadperformed on S-foot bv 3-foot panels. This gruelingexercise was unable to break the Kevlar-toughenedpanels that ultimately rvent into TEEL's hullstructure.

The tough laminate also hacl to nreet the cosmeticrequirements so crucial to a vacht with blacktopsides. Epory laminates t1'pically continue tocure or "post cure" over tinte as heat is applied tothem. Post curing causes the resin to shrink, whichhas the effect of highliehtinrl the reinforcementmaterial in a phenomena knoul as "print-through."

Trident's Gary Carlin takes pricle in havingengineered a resin svstenl \\ith qood strengthproperties that has been post r-ured to the pointwhere future print-throrrrlh u-ill not be a problem.He boasts at having done this uithout creating aresin formulation that is to\i(' to his u'orkers.

After the hull was conrpletelv lanrinated. it wasmoved out of the construction btrildinq and into theFlorida sun for an extended post cure period. Oncetumed upright, the sheer volrrnre ol- TEEL s hullform became apparent. \\hile the htrll u'as beingcrafted at one end of the shop. the design teamexperimented nearby vuith a nunrber of full-sizeinterior mock-ups to achieve that perfect functionalform.

On her back, TEEL verv much resembled the whalebody that Ted Hood sarv rvhen he conceptualizedthis hull shape. With her bilge to the floor, however,a three-story floating microcosm begins to unfold.

26

Bob Myers is shown installingthe aft intermediate chainplatethrough a carbon fiber deckbeam. Note that the deck is stillupside down at this time.

lt's an all-hands attair to install the 36 foot long main propulsionshafts. The shafts are hollow, toughened steel with epoxy coating inway of bearings. Hundested supplied the entire shafting system,which contained integral propeller pitch control.

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Carpenter Ron Wiren works onFrench doors that seperate theden and dining areas.

Master carpenter Terry Bertonscribes the handrail for the maincompanionway. Berton wasresponsible for the fabrication ofall the custom joinery thatdistinguishes TEEL's interior.

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Technicians from Technoglass,Switzerland fit custom Nomexform built to fit the shape ofTEEL's pilothouse. From this acustom bent laminated chemicaltempered glass 19mm thick wasfabricated and shipped toTampa, Florida.

Prepreg rei nforcement materialis carefully laid in place forTEEL's spreaders. All maststructure was fabricated atOmohundro using aerospacetechnology.

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The labyrinth offlooring structureis bui l t usingpultruded shapesand FRP anglebrackets. Thickrubber gasketingisolatesfloorboards fromthe supportstructure.

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Workers prepare top offuel tank for finalattachment. Note theareas on the top that areleft uncoated to permitbonding to the bafflestructure.

The port side, customstainless steel propellershaft strut receives finalfairing to improvehydrodynamic flow.

,

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TEEL's forward and aft centerboards were custom molded by Trident.The composite boards contain internal lead to ensure smooth lowering.Hydraulic winches and Kevlar penants are used to lift eachcenterboard.

Windlasses by Maxwell Winches of Costa Mesa, California arereadied for installation.

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Ken Stanley'sfinish crew applycoatings toTEEL's furnitureduring all stagesof construction.Finishes werechoosen for bothbeauty anddurability.

This sink and Yar*ty br the masterbath are ttpical of tte cusilomfurniture and fintres produced forTEEL. The hanSainbd designinside the sink as do{tigned to evokethe feeling of rYood shaings foundin a shipwrigtrts shop.

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Tom Broschart (right)discusses project detailswith Tim Kings in theproject managementoffice built adjacent toTEEL. Broschart wasresponsible for TEEL'smechanical andelectrical systems.

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Kathy Phill ips preparesTEEL's transom for thegold leaf lettering sheappl ied.

Final fair ing of TEEL'sbottom takes placebefore the applicationof Copper Clad anti-foaling paint.

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TEEL's carbon fiber/epoxyspar towers 140 feet abovethe water. Her roller-furlingmainsail stows cleanly insidethe custom mast section.Hydraulic controls for thefurling gear permits easyadjustment of mainsail sizeto suit wind conditions.

Roger Emery, TEEL'smaster builder, readiesthe engineer's controlstation for builder's seatrials. Emery servedas Trident's projectdirector withinvolvement in themyriad of day-to-daydetails that areinherent with a projectthis complex.

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TEEL stretches her legsduring builde/s sea trialsin Tampa Bay.

TEEL's cockpit iscovered by a hard topdesigned to offer guestsprotection from theelements while enjoyingthe full experience ofsai l ing on a highperformance yacht.

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TEEL's powerful doublehead rig consists of twohigh-tech Spectra sailsfrom North that areextremely light for theirstrength.

A forward crew's cockpithas access to sailingcontrols and a privatecompanionway to thecrew's quarters below.

36

Control of TEEL's powerful mainsaili l lustrates the on-deck simplicity madepossible by underdeck hydraulic reelwinches.

Large windows inTEEL's main salonconvey the thril l ofsailing below decks.

TEEL's captaintakes the helmduring builde/strials. Note theexcellent visibilityand overheadports to view sailtr im.

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lllustration Credits

cover

page 1

page 2

page 3

pages 4 & 5

page 6

page 7

page 8

page 9

page 10

page 11

page 12

page 13

pages 14 & 15

pages 16

pages 17 - 23

page 19

pages 25 - 31

pages 32-37

pages 38 - 40

photography by Debra Lexlettering by Andrew Wyeth

3-D lines plan by Ted Hood Designrendering by Andrew Winch Design

photography of ROBIN from Airex@ product literaturegraphic from Ted Hood Design and PRINCIPLES of NAVAL ARCHITECTURE

graphic by Ted Hood Design enhanced by Eric Greenephotography by Eric Greene

renderings by Andrew Winch Design

sketches by Trident Shipworksgraphic by Eric Greene

photography by Eric GreeneTrident Shipworks drawing formatted by Bob Vaaler

sketches by David Easton

graphic by Eric Greene

graphic by Eric Greene

graph from DuPonttable from Hexcel

graph from SHIP STRUCTURAL DESIGN CONCEPTS by J' Haruey Evans

graph from Hercules

layout renderings by Ted Hood Design

photography by Tim Kings

Trident Shipworks drawings formatted by Bob Vaaler

photography by Eric Greene

photography by Tim Kings

photography by Eric Greene

photography by Debra Lex