read the full story from lats & atts

The Decision: To Build a Dream In the thirty-plus years I’ve been sailing I havealways had the dream of owning a Shannon. Fordecades I have bought old, used and abused boats, fixedthem up, sailed them, lived on them and then sold them,but the dream was always there. To build and own abrand new Shannon. A few years back I met Walter Schulz, designer,owner and builderof my dream boat,and wouldn’t youknow it, we hit it offfrom the first timewe met. The firsttime I saw Walterwas at the AnnapolisBoat Show, around1998 or ‘99. He wasthere with a newShannon, looking forbuyers, and I wentaboard and sat belowlooking at what Ithought a real boatshould look like. And then Iwalked up on deck,and there was Walter.Not what you’dexpect for a manwhose reputation waslarger than life. Hewas wearing whatmost of the cruiserswere wearing, khakipants and a plaidshirt. Oh, and he hada tape measure onhis belt. Now I askyou, how many boatbuilders are therewho actually wear (and use!) a tape measure? He hada scruffy black beard tinged with grey, and his hair waslong. He had a pipe clenched in his teeth, and he wasanything but yachtie. He was one of “us.” I didn’t approach him. How could I? I was anex-biker who had just started a silly little magazine forcruising sailors, and he was the designer and builder ofone of the boats that rich people bought. It took a coupleyears before I approached him, but in a matter of minutesafter I did, we were friends.

No, I don’t mean acquaintances, as with many people in the industry. We were friends. Every show, which is about the only place we’d get together, we always tried to sneak away, down a little rum, and discuss the finer things in life... sailing. And then I sold Lost Soul. I was walking back to my booth after the Sail America meeting on Friday morning at the Annapolis

Sailboat Show. The show wasn’t going to open for about 20 minutes. I ran into Walter, my old friend, on the docks by his boat. He shook my hand warmly, and we sat in the cockpit of the Shannon 47 that was there. We talked about how, in 2005, he had a party at the Newport Boat Show celebrating his sale of Shannon to a couple who owned an older Shannon. He was excited about being able to start full time working on old, wooden boats, his true passion. We had some rum. We had lots of rum. We were celebrating! I didn’t see Walter for two years after that. He was fixing boats, and I was working on

Lost Soul. And then I sold Lost Soul, and here I was boatless in Annapolis, and Walter was back. I asked what happened, and I could see he didn’t want to talk about it. After a long pause he said that in June of 2004 he took a bad fall under a tractor trailer moving a boat rig. He thought that the spill was a “sign” he should focus all his attention on the two things that interested him most: yacht design and classic wood boats. He had obtained three patents over the years on new, innovative hull designs, including the Shoalsailer 35 and the 38 SRD powerboat

114 Latitudes & Attitudes www.sea fa r ing. com

By Bob Bitchin

The New Shannon "Bitchin" Global 52

By Bob Bitchin

Building Our Dream CruiserOnce More Into The Breach... Part 1

design. Hydrodynamics and hull designs had become a dominate force in his life. His other big passion was restoring old, classic wood boats. So in August 2004, on the thirtieth anniversary of starting Shannon, he sold the name “Shannon” and the Shannon molds to some investors. They formed a new entity called Shannon Yachts, LLC, with the plan that Walter was going to remain involved in Shannon as a consultant. But, like many business people who are successful in non-marine related industries and who then buy into boat building, the new owners of Shannon were confident that they had all the answers. The big problem is, they did not understand the questions. The results were typically bad, and in June 2007 Walter had to step back in and buy Shannon back under his old company name, “Schulz Boat Company.” He also realized during this traumatic period that he really missed boat building, and the real “sign” from his fall was to convince him that, after all was said and done, he was just an old boat builder at heart. I commiserated with him. I knew he thought his dream was to “retire” gracefully, but his destiny was to keep building and designing great sailing yachts. When he asked what Jody and I planned to do I was almost ashamed. We’d planned on flying to China to see if we could find a hull someone had started, that we could get cheap, and then try to have it shipped back to where we could try and finish it. It was all we could afford. He sat there looking at me like I’d just stepped on his pet cat! “Why not build a Shannon?” he asked, incredulous that I would consider anything else. “Walter,” I almost cried, “there is nothing more I want on Earth, but I can’t afford it!” He stuck his pipe in his mouth and looked off into the distance. Jody and I stood there like school children after being caught doing something wrong. “How much do you figure you would pay over there for a hull, deck and bulkheads?" he asked. I cogitated for a minute, and then gave him the figure I’d kind of been playing with.

“And then you were going to ship it back to the US?” he asked. I nodded, and he looked off again. “Okay,” he said. I looked at him. “Okay, what?” I asked. “Okay, you and I will build a boat. I can’t

have you sailing around in something other than a Shannon. It’s not right!” I stood there looking at him. He stood there looking at me. Jody stood there looking at both of us and shaking her head. “You guys are nuts!” she ventured. “We can’t afford to build a Shannon.” But by then I was starting to see what Walter had in mind. The basic hull and bulkheads weren’t THAT expensive, and with my connections in the industry and my advertisers, we just

might be able to do it! The rest of the show, Walter and I kept walking back and forth between our booths. "How about we build the new Global 52?" he asked. We plotted, we planned, and we worked through the show. By the end of the Annapolis Sailboat Show we were both committed (or I guess I should say we should have been committed!) to building the new Shannon “Bitchin” Global 52. And so, for the next 12 months we will try to take you through the gamut of what it is like to build a dream from the ground up.

The Company: Schulz Boat Company Why a Shannon? Because it is the only boat building company that carries the man’s name who designs, builds and lives his creation. Shannons have

earned an international reputation for quality construction and offshore integrity. Shannons have logged over a million bluewater miles, including an impressive list of circumnavigations and many transoceanic passages, mostly by husband and wife teams. Every major harbor in the world has been visited by a Shannon. Shannon’s boatbuilding experience is an unbroken, evolutionary

Latitudes & Attitudes 115www.sea fa r ing. com

The Shop at Schulz Boat Company in Bristol.

Walter delivering a new boat in 1981.

Building Our Dream CruiserOnce More Into The Breach... Part 1


chain, from the Shannon 38 #1 built back in 1975, to the present day. During every week since 1975, there always has been a new Shannon being constructed under Walt Schulz’s personal direction. Even when he sold the company to the investors, he was still looking out for the owners of the Shannons under construction. No company building semi-custom yachts anywhere can demonstrate comparable passage-making records, a stable management team and a consistent, uncompromising standard of quality for over 30 years. As a hands-on President, Schulz oversees engineering and production at Shannon. Schulz has received numerous U.S. Patents for his design work. According to Ferenc Mate in The World’s Best Sailboats, “Walter Schulz is the last of a wonderful breed - the complete boatbuilder. He designs boats… and then builds (them) - always interesting and invariably one of the world’s best yachts.

The Boat: The “Bitchin” Global 52 The Shannon 52 Global uses the sea-tested Shannon 47/52 hull. The addition of a wheelhouse with an “almost conventional” cockpit behind will enable people to get out of the weather - sun, rain, cold, or heat. For the times with good conditions, there is a second outside helm along with a large sitting area. This is something we have always loved about our old boat.

The other goal of the new design is to eliminate work, especially winching and handling sails. As I am getting a little long of tooth (okay, so I am over 60!) we are planning furling headsails using electric winches, and of course the Leisurefurl Boom furling system for the main that we’d put on Lost Soul. One person is able to raise, reef, or lower both sails just by pressing a button. Bow thrusters will also be specified.

A lot of people go for displacement trawlers for long distance cruising to avoid the work and the open cockpit effort found on most sailboats. While the popularity of displacement trawlers is understandable in the abstract, the reality of total reliance on mechanical equipment just isn’t right for me. I want to be able to sail home if something goes

wrong. After all, it’s a boat. Something will go wrong! And the ride is a lot more comfortable on a sailboat than a trawler, with its gut-wrenching rolling motion in any kind of a seaway. As we build this boat we will keep you abreast of what we choose and why we choose it. Having a boating magazine does not make us the experts, but with the help of our advertisers, and the folks at Schulz Boat Company, Jody and I can hardly wait to get “into” this project.

This is the mold that the hull will be created with.

Inside the Schulz Boat Company shop, finishing up a new boat.

Walt Schulz is the founder and President of Schulz Boat Company, builder of Shannon Yachts. In February of 1975, he moved to Rhode Island and started Shannon to build quality yachts of his own design. As a hands-on President, Schulz oversees engineering and production at Shannon, and participates in the company’s sales, technologies, marketing, accounting, and administration. Every Shannon ever built has been designed, launched and sea-trialed exclusively by Schulz. Schulz is acknowledged in the international marine industry for producing yachts of consistently high quality over three decades, and is recognized as a design and engineering leader and innovator. He has received four marine-related U.S. Patents for his design work. Schulz attended New York University, Parsons School of Design, received a Certificate in Fine Arts from the Newark School of Industrial Arts, and a Bachelor of Arts from Montclair University. Schulz was born and raised in the New York/New Jersey metropolitan area where, as a high school student, he found part-time and summer work in the boatyards that lined the Hudson River in New Jersey. In order to finance his education, Schulz expanded his work from painting and varnish on boats to include electrical and mechanical engineering, delivery assignments and engine repairs. After earning his degrees, he spent three years in the corporate world working as an advertising and

public relations executive before realizing that his true calling was in the boatyards where he had spent his teenage and college years. He also began a life-long hobby of restoring wooden yachts, the first being Bwana Muse, a 1932, 26-foot sloop, which was followed by Pagan, a 32-foot International 500. Schulz and his wife, Janet, moved aboard Pagan as he began to look for full-time work in boatyards. He was hired by a yard in

Stamford, Connecticut, where his repair expertise very quickly promoted him to Service Manager. In Stamford, he commissioned and handled new boat warranty on

many different types of yachts, including Allied, Uniflight, Ericson, Hatteras, Catalina, Morgan and Far Eastern built yachts. He also worked on overall repair issues for electrical, engines, propeller shafts, leaks, etc., on customer's boats at the 200 slip marina. It was while he was working in Stamford, CT, that Schulz met Henry Hinckley. The yard Schulz was running did some insurance and

warranty work on several Hinckleys. Inspired by Mr. Hinckley and his high quality yachts, Schulz began to consider the possibility of using his education and boatyard experience to design a quality sailboat that

had beautiful lines and bluewater capability, and offered customers the opportunity to

“customize” their yachts using standard hull and deck molds. Unlike the other boats on the market including Hinckley, Schulz’s boat would be a semi-custom yacht. In July, 1974, he began to draft the yacht that eventually would


The History of Schulz Boat CompanyThe Shannon 38 prototype is launched in 1975.

In the fall of 1985, the Shannon 43

was announced in Annapolis.

The Shannon 51 became a best seller.

launch his new company, the Shannon 38, named after the Shannon River in Ireland where both his grandmothers had been raised. Shannon was started in August of 1974. Schulz consulted a noted naval architect, George Stadel, on the design and with the financial backing of a sailing afficionado and Allied Yacht customer, Bill Stechman, he began to seek out a place to build Shannon hull number one. After researching locations throughout New England, Schulz finally settled on Bristol, Rhode Island, the yacht building capital of the world since the days of Nat Herreshoff and the founding of Pearson Yachts. In February of 1975, Schulz began work on the boat’s construction. Schulz put the final touches on the boat in time for the Annapolis Boat Show in October of 1975. The Annapolis show was a resounding success, with five orders taken and much positive feedback about the new Shannon 38. Beginning in 1978, the success of the company prompted several new models including the Shannon 28, which eventually broke two Guinness single-hand, offshore records, and the 38 Pilot. In 1985, Schulz expanded to powerboats, ultimately designing and building 28’, 32’, 36’ and 45’ powerboat models. Since 1974, he has solely designed over 20 Shannon models including the 28’, 37/38/39’, 43’, 47’, 50/51’ and 52’ sailboats, and most recently, the long-distance Shannon 52 Global. By 2004, over $100 million worth of Shannons had been built since the company’s founding in 1975. In August, 2004, Schulz sold the assets of Shannon to an investor group, and bought the company back in 2007. Many of Schulz’s employees have been with him for over two decades, most notably Bill Ramos, VP of Sales who started with the company in 1975, and Tom Quinlan, VP of Production who joined in 1979. Schulz has written numerous articles that have been published in various yachting magazines over the years, and he has spoken

before many trade, professional, and community agencies. He is also the author of a children’s book, “Will and Orv,” about the Wright Brothers. Schulz is currently writing a book about his favorite subject, boats, that is scheduled to be published in the fall of 2007. Some Quotes About Walt Schulz: “Walter Schulz is the last of a wonderful breed

- the complete boatbuilder. He designs boats, invents rigs, invents hull shapes,

and then, unlike most others who work only on a computer, he takes saw and rasps and builds a half-model. And then he builds the real boat - always interesting and invariably one of the world’s best yachts.” - Ferenc Mate, “The World’s Best Sailboats.” “The world would be a better place with more characters like Walter Schulz around; if you meet

him, I’m sure you’ll agree. Schulz is the opinionated founder, yacht designer, chief boatbuilder and resident guru of Shannon Yachts. In the past 29 years, Schulz has not only supervised the building of hundreds of Shannon yachts, but has also been awarded four patents in the field of yacht design and construction. Yes, Walter Schulz is definitely a man who thinks outside of the boat shop.” - Yachting Magazine

“Walt Schulz is the man behind Shannon Yachts and he has been building quality yachts since 1975. When the first Shannon 38 made its debut at the Annapolis Sailboat show in 1975, Walt took five orders, and the company was on its way. In the 30 years since, Shannon Yachts has launched 335 boats, sail and power, and the company has earned an esteemed

position among the ranks of top quality yacht builders.” – PassageMaker “Walter Schulz, the outspoken head of [Shannon Yachts] has been called one of the last ‘complete’ boat builders.” – Motorboating


Beth Leonard took off in 1997 on her Shannon

37 for a three- year circumnavigation.

The Shoalsailor 32 was honored by Cruising World in 2001

as the Boat of the Year.

In 1996 Shannon 43 hull #39 was delivered to Morgan Freeman and Mynra Colley-Lee. They are still cruising the Caribbean on it today!

In the previous issue we learned probably the most difficult part of starting our project boat was deciding on which builder to work with. Once we had decided on Walter Schulz at Shannon Yachts, the task of building a boat became a lot easier. There were three basic reasons we chose Shannon. First and foremost was reputation. When cruising the world, the one name that consistently brought a positive response was Shannon. In the 30 years I've been sailing I never heard a bad word about them, even from other boat builders! Then there is the one-piece construction of the hull. Walter Schulz has perfected the building of a hull in one piece. Most hulls are created as halves, and then glassed together. One-piece hulls mean more strength. That seems pretty sensible to us. The third reason for our choice was the fact that Shannon builds custom boats, not semi-custom. That

pretty much means as an owner I am active in all the decisions that are critical to my comfort and safety aboard a new boat. As an added incentive, Shannon is also known for delivering a boat that is "ready to cruise." As we will explain later in this series of articles, they install all of the gear you want on the boat, so you have one place to go to if there are any problems. No hassling with suppliers and outside installers. During our foray into choosing a builder, price was important, and as it turns out, building a completely custom "made in America" boat costs about the same as semi-custom's from offshore. Thus our choice. Our next step was to fly to the Shannon Shop in Bristol, RI, and meet with them. Once you sit and start discussing the boat with Walter you see the real reason people love his boats. Boats are not his business, they are his life. When he's not building or designing new boats,


Creating "Attitude"Step By Step - From Thought To Launch

Step 2 - The Hull

Design Comment By The Designer, Walter Schulz The goal of the new Bitchin 52 FMS (Full-Rig Motorsailor) is to create another dimension of comfort, utilizing the sea tested Shannon 52 hull. The additional comfort is provided by a wheelhouse with an “almost conventional” cockpit behind. The object is to enable people to get out of the weather - sun, rain, cold, or heat. For the times with good conditions, there is a second outside helm along with a large sitting area. Since Bob & Jody are long distance voyagers, the other goal of the new design is to eliminate work, especially winching and handling sails. The mainsail on the 52 uses a Leisurefurl boom with electric winches. The headsail is also roller furling. One person is able to raise, reef, or lower both sails just by pressing a button. In the event of any mechanical failure, the sails can be operated manually. Bow thrusters are also standard for ease of docking in tight quarters. The Shannon Bitchin 52 addresses the trend for some people who purchase single screw displacement trawlers for long distance cruising to avoid the work and the open cockpit effort found on most sailboats. The reality of total reliance on mechanical equipment is somewhat disconcerting. Even Robert Beebe in the original edition of “Voyaging Under Power” recommends using twin motors of the same size for safety, reliability and redundancy. Compounding the trawler issue is the use of extremely complicated fin stabilizers to keep the trawlers from excessive rolling. Sails do a much better job. Granted, the Shannon Bitchin 52, or any boat that can really sail, does not have the interior volume found in almost square shaped trawlers. However, the Bitchin 52 does provide all the necessary interior volume for a couple and guests to travel the world in luxury. n addition, it will travel thousands of miles through storms and rough seas without the fear of being stopped by mechanical or fuel problems. The Bitchin 52 and its diesel electric propulsion carries enough fuel to power without sailing for over 2500 miles. And the hull shape coupled with the balancing effect of the mast alone, even without sails, prevents rolling. Using the sails in conjunction with the diesel engine gives the vessel unlimited range. The Shannon Bitchin 52 will be able to sail right out of any harbor in the world and get to the next port or home. And there is a place to go for those who have reached a point in their life when they know it is time to come in out of the rain.

he's rebuilding old ones. In his shop he has projects going, restoring 100-year-old schooners, right next to brand new construction of cruising boats. So we get to step two. This is to choose a hull design and build it. Keel design and construction issues are often overlooked. External bolt-on ballast is a major problem in a serious grounding. Internal solid lead encapsulated ballast is a safer and simpler idea, and this is how the Shannon is designed. As for a keel choice, keel/centerboard hulls open up a lot of shoal draft destinations while still allowing a boat to perform well when sailing to weather. When cruising, keel draft and susceptibility to grounding are paramount concerns. Shannons have internal lead ballast, meaning the lead is cast and installed in a keel cavity in the one piece hull. The lead is then encapsulated with fiberglass creating another hull skin over the ballast. On a Shannon, continuous fiberglass filaments from the sheer/deck run down the hull across the bottom of the keel and back up the other side. The lead ballast is held in place by the fiberglass structure of the hull. Surprisingly, 90% of the sailboats being built today have lead keels bolted to the bottom of the hull. When a boat goes aground the sheer loads on the keel bolts is tremendous and there is no way to check damage to the bolts without removing the entire keel. The upward force on the aft top edge of a bolt-on keel can create structural damage to the hull. And if the boat with a bolt-on keel has a centerboard with a slot in the lead, the soft lead can close around the board when running aground. We decided on a centerboard because of the reduced draft benefits. Depth of water is a real issue in practically every part of the world.

Carrying over six feet of draft on a vessel precludes many of the pretty cruising places like the Bahamas, the Florida Keys, the Chesapeake, northern Europe and many others. The centerboard design is perfect for exploring. For instance, the centerboard and its pin can be removed without hauling the boat. The lifting mechanism is a simple-to-use and easy-to-maintain cable lead to a winch in the cockpit. There are no complicated hydraulic arms holding the board down, so the board is free to swing up if the bottom is encountered. As for hull construction, we relearned that Walter has been using isophthalic gelcoat since 1978, long before the “blistering” problems of production boats became public. That's right. They don't get blisters. Very kewl! Walter also pioneered composite core linear foam (Airex) and biaxial laminate construction in 1981 to increase strength while reducing weight. Shannon replaced balsa with closed-cell cross linked PVC foam to prevent delamination and rot from potential water migration. They also use vinylester resin and epoxy undercoating for additional hull protection. Since 1993, Shannon hulls have been reinforced with Kevlar


Above, Jody poses with the boats designer/builder, Walter Schulz, at her first look at "Attitude." On the left and below you can see how Shannon's hull is made as a one-piece hull using their bolt-together hull form. This is very rare in boat building.

hybrid laminates in areas subject to excessive impact in grounding situations. These are just a few of the reasons we chose to build at this facility. The design itself is also of concern when you are planning to sail to distant shores. Here are some of the things we were looking for. The forward sections of the hull beneath the waterline should be “vee’d” with an easy entry to avoid pounding in a seaway. Flat forward sections, influenced by inshore rating rules, punish and fatigue the crew during extended

passages. The mid sections should be full enough to allow the placement of tanks near the centerline and below the waterline. Tanks placed in the ends of a boat affect the trim as fluids are consumed and weights change. And the aft sections should have enough buoyancy to overcome the constantly changing weights of crew in the cockpit and gear in the lockers. The hull design should be able to accommodate the necessary weight that is required for tankage, gear, equipment, machinery, etc.

Walter shows Bob how the gel coat is applied to the inside of the hull form, and is allowed to cure for an exact amount of time. On the right he is explaining to Jody how the materials that will go into the hull are designed to work together for extra strength.

Above: The Airex core is readied for application. Below: The fiberglass team suits up.

Working swiftly, they apply each layer of engineered cloth.

The hard part is waiting just the right amount of time to allow the glass to set up, before applying the next layer.

130 Latitudes & Attitudes

A few other things to be considered when designing a good cruising boat: The rudder should be mounted on a rugged skeg for protection and the propeller should be mounted in an aperture to avoid having an exposed propeller and shaft. A bent propeller blade can be field-repaired if necessary, but a badly bent propeller shaft requires hauling the boat and professional help and machinery is not readily available in many parts of the world. Finally, the hull design should have a low center of gravity along with the stiffness to be able to carry sail in heavy weather. With all these things in mind, we decided on the keel/centerboard design with a draft which we estimate will be 5'2" maximum, which is very good for a 52' boat. Our color choices were open to any of the standard Awlgrip colors. After long consideration we opted for the Claret, which is a dark burgundy. That would be the color

of the gelcoat first applied to the hull mold. The final finish would be a polished gelcoat on which we will apply Prism Polish to keep it bright. The one-piece hull construction is something to behold. First the hull mold is readied for the new hull. The first step is mixing and testing the gelcoat. A small amount is poured as a test sample. Then the gelcoat is applied to the inside of the mold. Timing on this is all-important. When it has reached the right point in curing, the fiberglass team is brought in. The layup of the glass and Airex core are critical, and the fiberglass team work together as if this were a sport. Layer after layer of glass is added and each layer is inspected and allowed to cure before the next layer. And it's not just any fiberglass. They use different structural cloths for different areas. Crossing the weaves of the cloth adds to the strength of the hull. Below the

Bill Ramos (l.) is the project engineer that will oversee the project from start to finish. He has been at Schulz Boat Company since he was a teenager sweeping the floors. On the right, Walter measures Bob to make sure eveything will "fit."


The crew at Schulz Boat Company. Hundreds of years of experience assembled under one roof to build "Attitude," the Shannon/Bitchin 52.

waterline the hull is laid up as thick as 2.5 inches, tapering to about 3/4" at the top of the hull. After the glass cures they add the Airex core. This is a close-celled foam that makes the hull lighter above the waterline. Walter's design is very critical when it comes to weight distribution. The hull's design has the heaviest concentration of glass and resin, with Kevlar to strengthen it, up by the bow in the forward 1/3 of the hull. As you move back the hull's weight is reduced until you get to the stern, where once again, you get the extra protection of more glass. Once the hull was engineered and being laid up, we got to the fun part... designing the interior. This had to be done before the deck mold was crated, so you could move the sections as needed to allow for a better interior layout, while maintaining the proper weight ratios. This was actually kind of funny. You see, they had to measure me before they could do the weight distribution calculations. Being 6'4" and as wide as the average grizzly bear made the ultimate height of the overhead

a few inches higher than most, and the doors a little wider. Believe it or not, this is standard procedure on all Shannons. Every owner is measured for a custom fit. They have built boats for couples from 5'2" up to... hey! I set their new record! On the first day of our visit we watched the fiberglass team lay the first layer of glass in the one-piece hull, and then we started going over the interior. This is really a very important part of the build. It is at this point where you have to decide on all the little things that you want on your boat. In this way they can design the bulkheads and storage areas to accommodate any special

needs you might have. As an example, being as big as I am,the bunks had to be extended a little. The showers were enlarged and even the overhead on the wheelhouse had to be raised (or the sole lowered!) This affected the weight and balance of the boat, and had to be taken into consideration. This is where the real difference between custom and a semi-custom come in. Moving a bulkhead is no problem at this stage in a custom design. We also had to decide on our rig (sloop, cutter or ketch) and all the things like, if we would want air conditioning,

what type refrigeration, electronics, etc. By the time we finished the reworked layout had changed considerably. We had decided on a V-berth forward as opposed to a centerline queen, so when we had crew it would be easier for two to use the berth. We also reversed the suggested layout of the forward head, and put the head itself in the walk-in shower, with a drop board, so there was more room for showers in the guest cabin.

The original layout idea is shown on the left, and the "marked up" version after three hours of discussion is on the right. On the facing page is the "first pass" of the final design.

132 Latitudes & Attitudes

Thinking Green With the global warming problems, thinking green has become a very real part of designing a boat. We have made some decisions based solely on how it will affect the environment and/or the cost of cruising itself. Our first decision based on green was the power system. Using Glacier Bay's electric drive system, we will save an estimated 40% on diesel costs when we are on a crossing. We will be able to sit at anchor for long periods of time using solar and battery power. Our decision to use the new SolarStik solar panel control system will help with this. When it does come time to "charge," the high-voltage system can completely re-charge the batteries in just 15 minutes of generator time - a huge savings. Also, our choice of Cherry for an interior wood was made based on the fact that it is a renewable resource, and is from a harvested crop which is grown in North Carolina. Attitude will also feature plenty of solar and wind generation to keep fuel consumption to a minimum. As the boat is completed we will stay on

top of the latest technology to "think green."

Ballast and Design We last left the Full Rigged

Motor Sailor (FRMS) Attitude waiting to be removed from the mold. After the mold was taken apart the hull itself was then readied for the next step. That would be when the solid lead ballast is installed around the fiberglass centerboard well .

Concerning ballast; people talk about the advantage of external over internal lead ballast being, in the event of grounding, the only damage is a dent in the lead. That is true if you just tap a rock gently, but a significant collision will shear the keel bolts, and the loads can produce a life-threatening situation on a boat with compromised keel bolts going hard to weather. The rock star Simon Le Bon of Duran Duran found this out 20 years ago when his racing boat, Drum, lost its keel in the Fastnet race. When enough keel bolts get sheared, the laws of physics dictate that the rest of them will snap, the ballast will

fall off and the boat will turn upside down in the blink of the eye. What can also happen in a grounding with external ballast is that the force of the impact will drive the aft end of the ballast up into the hull, cracking it to allow for a lot of water to get in. With this in mind, Walter designed this boat with internal lead ballast and no keel bolts. And it should be noted here that Shannon uses solid lead despite its much higher cost, not iron or even concrete as is found on many production boats, because the incredible density of lead relative to its volume produces the most stability enhancing sailing performance and

comfort when sailing to weather in a blow. The lead ballast is encapsulated to prevent any water

intrusion even in the event of massive grounding damage. An interesting part of the ballast encapsulation process is insuring the proper drainage of all incidental water aft to the large keel sump. All of this has to be taken into account during the design stage. The stern is jacked up

C r ea tin g T h e FRMS AttitudeStep By Step - From Thought To Launch

Part 3 - Ballast & Bulkheads


This is the hull fifteen minutes after the form was taken away. Note that it is complete including the skag, so there are no seams or weak spots to leak.

a few feet higher than the bow and the final amount of pourable polyester material (which has the consistency of yogurt before the catalyst that hardens it is added) seeks its level before it hardens. After it hardens the hull is returned to a level horizontal position so the top of the keel slopes aft. Any water drains to the large keel bilge sump when the four bilge pumps (two electric-automatic and two manual) will be ready to pump it overboard. The bilge sump on the hull is deep enough with sufficient volume so we won’t have to worry about incidental water sloshing into low storage compartments when the boat is heeled.

Finally, after adding a layer of fiberglass laminate over the ballast to create a second bottom, before the boat leaves the fiberglass shop, the entire hull interior surface is sanded smooth to eliminate any fiberglass burrs that can cut your hand, as anyone who has stuck their hand in a dark corner of a storage spot in a production boat unfortunately already knows.

In the photos on this page you see the materials that are gathered to create the ballast & bulkheads on the interior of the boat: Pure lead rather than concrete or iron, MAS Epoxy resins, reinforcements, and rolls of engineered fiberglass for structural strength.


The first step when a hull is moved into the finishing shop is the leveling process. To insure that the interior is installed level and plumb, the hull has to be adjusted in its cradle to sit exactly as it will when the finished boat is in the water. The next step is to install the centerline, a length of wire that runs from the stem to the stern exactly in the middle of the hull. All measurements are based on the centerline, confirmed with laser levels and double-checked with a plumb bob. Boat construction is much more complicated than house building as there are no right angles or corners to work from, and a sailboat hull contains continuous compound curves. To install components direct to the hull, the parts have to be scribed using a compass just like the one in high school geometry that the bad boys used to poke the nerds. Scribing results in a component whose inboard edge matches the compound curves of the hull where it is to be installed exactly. It is amazing how much of what they do there in the shop, like using a plumb bob and compass, is exactly like what the Phoenician boat yards were doing 3,000 years ago.

Two full length keel stringers are then installed, fully sealed with fiberglass, including the weep holes to allow drainage to the keel sump. The construction of the interior starts in the center of the boat, at Station #5, the point on the waterline that is halfway from the bow and the stern. By starting to take measurements from this point, any slight error has a minimal effect on the final result. If the chain locker bulkhead (the forward most vertical surface in the interior) is installed first, a ¼” mistake can compound through the rest of the process and be significant by the time the aft most bulkhead is installed. By working from the center out towards the bow and stern, the chance of error is reduced.

Again, this starting in the middle of the boat is another old-time boat building technique. If it doesn’t go back to the Phoenicians it at least goes

back to the Herreshoff Manufacturing Company, which was the world’s premier yacht builder around the turn of the 20th century, also located in Bristol, RI. The last working Herreshoff carpenter, Knute Berg, retired from Shannon in 1986. His skills and knowledge have passed on to the crew that still work at Shannon today.

Here you see the start of bulkhead installations. The first bulkheads to be placed are the midship's, and then the others are measured from the centerline of the boat.


The next phase is bulkheading and construction of the interior. As Shannons are built using the critical path method, at the time the hull is being molded, the cabinet shop has already started to construct wood components, the electricians have begun their wire harnesses, and mechanics and plumbers are constructing the components for the boat’s systems.

As this will be the first Full Rigged Motor Sailor (FRMS), the deck will be different from the previous Shannons. Here you see the mold that will start the procedure. It may be a little hard to figure out until you realize this is the reverse of what the deck will be when completed. On this vessel we will be using a raised salon, with a full steering station inside, as well as the standard aft cockpit found on a performance cruiser.

So once again we have reached the end of the paper that has been allotted for this project. In the coming issues we will be discussing the other features of the boat, and why we have chosen certain items for either comfort or safety. If you would like to keep abreast of the build as it occurs, you can go to the bulletin board at the magazine's website. Just log into

www.seafaring.com, go to the magazine, then the Bulletin Board in Greg's Pub, and join the discussion.

See you next issue with the newest projects.

The S h a n n o n - B itc h in 5 2 FRMS Attitude Specifications (subject to change)

Length on Deck: 51’ 11”Length Overall: 55’ 7”Length on Waterline: 42’ 7”Beam: 14’ 3”Draft: Centerboard Up: 5' 2“ Centerboard Down: 8' 7”Mast Bridge Clearance: 64’Displacement: 44,000 Ibs.Ballast: 13,500 Ibs.Water: 180 gal.Fuel: (Diesel) 300 galWaste: 50

Suppliers Design: Walter Schulz/Schulz Boat Co.Builder: Shannon YachtsComNav Autopilot/InstrumentsDax Winch HandlesEdson Steering/EmergencyBilgeForespar Mast & Leisurefurl BoomGlenRaven Mills CanvasHandcraft Mattress MattressesHarken Winches, Furlers, BlocksJSI UpholsteryLighthouse WindlassMack Sails Sails: Main & StayNavimo ThrusterPolyPlanner Stereo & SpeakersRaritan HeadsScandvik Sinks/Faucets/LightsSolarStik Solar Panel ControlUltimate Marine Cabin Sole FinishYale Cordage Running Rigging

ConceptThe Bitchin 52 is being

designed and built to be a comfortable boat for a couple to cruise easily and in safety

anywhere in the world.

The completed project will have all the comforts of home and a comfortable place from which to sail the world in a

safe environment using as little outside energy as possible.


This is the deck form, which will be modified for a raised salon.

Setting the Layout Until now the interior of the

boat has been pretty much in the design stage, but now it has to be finalized. Sure, when we want to make changes we can, but it will be much harder once the bulkheads have been placed and the cabin soles are in.

The changes to this point in construction have all been in the forward cabin. We had to move the bulkhead to obtain both athwartship and compression structure. The sink was moved to port, and they straightened the starboard hanging locker to gain more floor space and open up the forward cabin. They also opened the V-berth filler floor space, and made the shower area bigger as well.

As this is being written these are the changes in plans. The newest floor plan is shown here. There is no doubt we will be making more changes as the build continues.

On the construction, the frames are made of mahogany, and where they are removable they are lag-screwed into the stringers and lag-screwed or bolted to the bulkheads, and fiberglass tabbed to the hull where they are fixed.

The deck is cored with PVC cross linked rigid foam called Divinylcell. Linear foams like Airex and Corecell have better memory and are more springy, which makes them less well suited for use in decks. Airex also gets soft in high temperatures, which makes it less well suited for a deck where hardware, in places like the

Red Sea, can get roasting hot. When Airex first came out, Bristol Marine used it in a

deck. Someone left a filled five-gallon metal pail on the deck and when they picked it up there was a recessed ring in the deck. Of course balsa has the water absorption problem that nobody has been able to beat. Balsa is an engineer’s dream

C r ea tin g th e Y a c h t AttitudeStep by Step - From Thought to Launch

Part 4 - The Layout is Finalized


material as it is light, strong and cheap, but once it gets wet through leaks around deck hardware and thru hulls, it eventually causes big problems.

Now that the boat has been leveled and the hull stingers have been installed, the next step is to install the bulkheads and sub-sole framing. Because every Shannon has a custom interior, the company, in essence, builds a wooden boat interior inside a fiberglass hull and deck. By contrast, all production fiberglass boats are built with a fiberglass interior liner pan. This is a piece of fiberglass that comprises most of the interior components like the bunks, head and galley.

Many boat builders will finish over these areas with a thin veneer of wood, but if you look close you can see that the basic structure is one piece of fiberglass. On those boats the internal fiberglass liner has slots in it for locating the bulkheads. Obviously, this is a method for mass production. Once their liner is placed in the hull, the location of every other component is established, and no one has to take a measurement to figure out where the wet locker is supposed to go, for example. In addition, all the systems and components like tanks, engine, hoses, fuel lines, pumps, etc., can be installed in the wide-open hull, and then the interior liner pan is dropped on top. While it is much easier to install these parts without the interior in place, access to all the boat’s systems are inevitably compromised. And even though most boat builders make a good effort to attach the liner pan to the hull, it is a lot of weight that can shift in extreme seas or during a grounding, resulting in catastrophic damage to the boat.

At Shannon, the construction of the interior is done very differently. First, the bulkheads, made from a type of mahogany called luan, are cut to mirror approximately the hull shape in the place they will be located, as determined off the centerline of the boat.

As a side note, the glues used in making Shannon grade exterior grade plywood have improved dramatically over the last 10 years, and never split apart or delaminate as can happen with inferior plywoods.

Next, the outboard edge of the plywood is scribed using a compass to exactly match the interior hull surface. A ½” dense foam strip is inserted between the bulkhead and the hull to cushion the point of contact. On boats that don’t have this extra step, there is a hard spot where the bulkhead and hull meet, which, as the boat gets older, shows as a vertical line in the hull gelcoat, indicative of delamination.

A polyester fillet in a half-round shape then covers the joint between the hull and the bulkhead. Use of such a half-round shape on both sides of the bulkhead creates more strength than just a right angle 90-degree joint. A 6” wide tab of 1 oz. fiberglass mat is then applied to the edge of the bulkhead and the hull.

In a step that is pretty much exclusive to Shannon, the bulkheads are then “stitched” to the hull by rope strands of fiberglass. Holes are drilled


A few changes to the forward

cabin are all that were made since last issue.

More floor space and larger

shower area.

in the bulkheads every 14” close to the hull, then these strands are fed through the holes to both sides of the bulkhead. This acts as a mechanical bond between the hull and bulkhead.

The next step in the process is to tab the bulkhead to the hull using multiple 6” wide fiberglass strips. The fiberglass material is biaxial stitched roven with a 45/45 degree bias backed with mat to better spread the loads. Shannon is using MAS epoxy to laminate some of the bulkhead tabbing. On production boats, the only bond between the hull and the bulkhead is a chemical

- i.e. glue-bond, which has limited strength that breaks down over time. Some boat builders try to achieve a mechanical bond by thru-bolting the tabbing, but that has a limited effect as thin layers of fiberglass lose strength as they are compressed by the fastenings. By using both effective chemical and mechanical bonds to fasten the bulkheads to the hull, the Bitchin Global 52 will have the best of all worlds.

Once the primary bulkheads are in place, the next step is to install the sub-sole framing. As every Shannon has a custom layout, the sub-sole framing for each boat is designed from scratch to accommodate changes in the location and size of the interior components like the berths, heads and galley.

The design of the sub-sole framing is critical as the forces created by the mast and rigging of a sailboat are staggering. The mast itself is being forced down into the hull, while the headstays and backstays are trying to pull up the bow and the stern respectively. In effect, the rig is trying to make the hull into a shape like a banana. If the interior components are not properly engineered, drawers that slid easily and doors that closed snuggly when the boat was on the shop floor will not open and close after the rig has been tightened. The combination of the sub-sole framing and the bulkheads help a Shannon to keep its shape.

Solid mahogany lumber is screwed together to create a gridwork that will support the cabin sole and secure the bulkheads. Mahogany is an expensive hardwood, but Schulz uses it for this purpose because in spots the

Once the primary bulkheads are in place, the next step is to install the sub-sole framing. As every Shannon has a custom layout, the sub-sole framing for each boat is designed from scratch. The design of the sub-sole framing is critical.


Farm-grown cherry wood is being used for the interior. A

renewable resource!

grid work is fiberglassed to the hull. Mahogany has a low moisture content, and fiberglass resin and laminates adhere to it better than to soft woods like fir. The sub-sole framing is lag-screwed into both the bulkheads and the full length hull stringers. The athwartship pieces of the gridwork are removable, so that the fuel and water tanks can be removed from the keel for replacement if necessary several decades from now.

As the final step, the sub-sole framing is treated with Cuprinol wood preservative to insure that, like the rest of the boat’s basic structure, it will last several lifetimes.

Following the installation of the sub-sole framing, the wood transverse knees for the chainplates are located on the inside of the hull and reinforced with additional

“blankets” of fiberglass laminates. Some boat builders just through-bolt chainplates to the outside of the hull, but as indicated earlier, fiberglass alone without a wood core does not spread a compression load well. In addition, orientating the chainplates athwartship as Shannon does and not fore and aft, puts the chainplate in the same plane and angle as the stay attached to it. In another interesting contrast with production boat builders, they screw together all interior wood components. Production boat builders use a pneumatic air nail gun, which is much faster. Something that is screwed together is much stronger than something that is nailed together, especially in a boat that is constantly being stressed and flexed.

In the late 1980s, Gulfstar Yachts of Florida attached a series of sensors to the hull of their new 60 footer, and the constantly changing loads shocked their engineers. Through his over four decades of experience, Walter Schulz has learned that a boat cannot be built too strong, and even with exceptional fiberglass work, the interior has to be constructed with the same level of care and engineering as the hull and the deck.

As fiberglass is such a forgiving medium of construction, in most catastrophic events, the hull and deck are not compromised, but the


Here you can see the deck being lifted out

of the deck mold.

Designer Walter Schulz

discusses the custom layout with

the Shannon craftsmen.

whole interior separates from the hull, resulting in the boat being declared a total loss by the insurance company. Shannon puts almost 1,000 extra man hours into the process of strengthening and reinforcing the interior structure of a yacht like Attitude. This additional work may not be instantly apparent looking at a Shannon at the boat show, but pays for itself many times for the peace of mind it brings to skipper and crew during a bad storm.

So once again we have run out of paper, and must hold until next issue the deck construction and mounting. Who knows, we may even have room next issue for the propulsion.

Time to completion? Well, with any luck you will be able to see the new boat at the Annapolis Boat Show in October! See you there.


Length on Deck: 51’ 11”Length Overall: 55’ 7”Length on Waterline: 42’ 7”Beam: 14’ 3”Draft: Centerboard Up: 5' 2“ Centerboard Down: 8' 7”Mast Bridge Clearance: 64’Displacement: 44,000 Ibs.Ballast: 13,500 Ibs.Water: 180 gal.Fuel: (Diesel) 300 to 400 galWaste: 50

Suppliers Design: Walter Schulz/Schulz Boat Co.Builder: Shannon YachtsBomon Custom windowsComNav Autopilot/InstrumentsEdson Steering/EmergencyBilgeForespar Mast & Leisurefurl BoomFourwinds Wind & SolarGlenRaven Mills CanvasHandcraft Mattress MattressesHarken Winches, Furlers, BlocksJSI UpholsteryLighthouse WindlassMack Sails Sails: Main & StayMetal Polish Pro's Hull FinishNavimo ThrusterOceanaire Windo & Port coversPolyPlanner Stereo & SpeakersPYI Maxi PropsRaritan HeadsScandvik Sinks/Faucets/LightsShurflo PumpsSolarStik Solar Panel ControlSpinlok Line ControlSpectra WatermakersTechnautics RefrigerationUltimate Marine Cabin Sole FinishWhale Water SystemsXantrex Inverter/ChargerYale Cordage Running Rigging







The hole for the bow thruster is marked for cutting.

Smoothing the hull and checking for any imperfections.

Finalizing the Interior Jody and I made a pilgrimage

to Shannon, in Bristol, RI, on our way to the Miami Boat Show. The last time we'd seen the boat she was still in her mold, waiting to cure. The amount of work that had been completed in just a few weeks was astounding.

When we arrived at the shop we found our baby sitting with a complete interior built out of what looked to me like cardboard.

I looked at Walter and told him, "No, I think Jody'd prefer a wood interior."

He laughed, and explained that, as this would be hull number one of a new design, he wanted to make sure everything worked as it was planned. The deck was not in place yet, so it was a little difficult to get the full feel, but after a few minutes we were busy making small changes to make her our dream cruising vessel.

Walter told us that women will generally not settle for ineffectual use of space and become a tremendous asset in the improvement of utilization of space at Shannon. He gets a lot of credit for galley, cabin, and head layout ideas that were all given to him by women during the mock-up period.

Walter told us that nowhere is the "stupid man syndrome" more obvious than in yacht interior designs. His reliance on the wife to get it right has also created a few awkward moments when he had to tell the husband (who is usually writing the checks) that he can't come alone to look at the boat's progress. He needed the wife to make the final decision based on the Homosote mock-up.

When he started using a 3-D CAD software program for yacht design, it projected the entire hull so that there was no more "mystery" zones in between the stations. It all looked great on a monitor, but there is no substitute for actually standing inside a full-sized mock-up, turning, reaching, bending to see if the layout design actually works.

The usual sequence for designing the interior for a Shannon is that Walt sends you some design concept drawings of an interior layout so you get an idea of what you might like. Then they come up with a preliminary design layout, and put

all the structural and support components in place. In our case they had to relocate the forward head aft

of the bulkhead to transfer the loads generated by the mast and its rigging and to deal with other structural issues. Once we approved the revised plans, they took

Homosote and mocked-up the galley/office and washer/dryer components.

Once Jody and I, (more Jody than me!) went through the mock-up, we were able to see what worked and what didn’t work. The drawings looked good, but the reality was no home run.

We went into a meeting with Walter, and in less than an hour they were able to move the Homosote components around to achieve the best possible utilization of space.

My size presented a definite challenge for Walt's interior design skills that would have been impossible to get right without the mock-up.

It seems more difficult; how semi-custom boats can be built overseas, without the customer walking through a mock-up first. We really appreciated the walk-through.

Design Comment by the Designer, Walter Schulz Back in the late 1970s BC (before computers) I found that by using one half inch Homosote, a thick cardboard material, I could build “mock-ups” of interiors before construction. Back in the old days, it was difficult to do accurate interior layout plans, as hull lines are based on measurements taken at 10 points called stations spaced equidistantly along the design waterline. As hull shapes are compound curves, in many areas of the hull it was difficult to determine exactly how fast the hull was curving in between two stations. Not knowing how much interior hull space was available meant a designer did not know how much space there was before a bunk would extend out beyond the hull, a very bad thing. By first mocking up the interior before we built it, especially on Hull #1 of each new model, meant we knew what would fit. As Shannon became the industry leader in custom interiors in a series of stock hulls and decks, we started to mock up every new interior design idea. It became quickly evident to me that women, for whatever genetic reason, have better spatial relations capability in

terms of solving specific interior design problems.


Part 5 - The Interior Gets TestedThe Steering Gets Designed

By Bob BitchinPhotos by Taylor Klotz


So with some inexpensive Homosote, sheetrock screws, and a saber saw, they were able to enhance the whole galley, office and forward head layout. If they had taken our input and redone several full blown interior layout drawings, we would have added several weeks to the process. Even computer generated 3D has its limitations when it comes to designing a boat interior.

Walter used the same formula when doing a new deck, and especially, cockpit design. Once again he went to full-size Homosote mock-ups to deal with all the ergonomic issues involved in cockpit and deck layout design. The only difference between interior mock-ups and deck/cockpit mock-ups is that they paint the Homosote white so that Walt can see and deal with the aesthetic balance issues.

Just as the interior is mocked up full size before construction, the same thing is done with engines, tanks, generators, hot water heaters, air conditioners, etc. Having custom fuel and water tanks constructed for every boat has the significant advantage of maximizing the size (i.e. amount of fluid) held by each tank. A Homesote mock-up that is shaped to fit in exactly to the hull space available is made and then sent to Luther's Welding in Bristol, RI, the maker of Shannon's 316L stainless steel water and aluminum alloy 5052 mil. spec. fuel tanks for the last 30 years. The custom tanks made by Luther are tested to two atmospheres both by Luther

The first version of the galley layout. Notice the nav-station and single height bar.


The newer layout has a prep area below the

bar, and the Nav-Station facing forward.

Also, the washer-dryer was moved out from the bulkhead...

... making room for a wetlocker outboard. This view is looking aft.

The head was set up using a stand-in head, to make sure everything fit right.


and Shannon. And just as the Homesote mock-up tank comes out of the boat, the actual tank goes back in, and if it ever has to be replaced decades later, it comes out as easily as it went in.

By building the interior first, then installing the systems, it enforces the discipline of making sure everything mechanical and electrical is easy to get to and can be removed when it inevitably needs replacement. One of Shannon's strengths is, they don't put the systems in first and then build a boat on top of them. Similarly, the electrical harness, comprised of miles of copper strand tinned wire, is designed and then assembled in the electrical shop at Shannon and then installed.

In this "critical path" method of construction, components are fabricated in the different Shannon departments simultaneously and then installed in the appropriate sequence to expedite the construction process. After the mechanical and electrical systems are installed, the next step is deck landing, followed by the final phase of interior woodwork where the cabinetry in the interior of the hull is joined to the underside of the deck. Once completed, every wire, every plumbing junction and every mechanical device will be easily accessible to the owner.

A New Steering Design from EdsonThe Edson Corporation has been designing the

steering systems for boats a very long time. The company started in Boston in 1859, inventing the first diaphragm pump. In 1902 they invented the worm steering gear which revolutionized the boating industry. Now, almost 150 years after their start, they are working with Walt Schulz to design a system for the new Shannon Bitchin Global 52.

I figured since they designed the steering for one or two other boats, like the yacht America back in 1905, and one or two others since then, they were qualified.

Walter agreed, and so we met with Will and Hank Keene at the Edson offices on a cold and blustery day in February to hash out the best system for this new design.

Walt explains an idea to add trim-tabs

to Bob & Jody.

A happy Bob checks out the

bow-thruster tube.

When we arrived at Shannon they had mocked up the interior, and were waiting for us to make sure everything was just right. A few hours later, after we'd been in a meeting in Walt's office, we came out to find the V-berth almost done! Amazing!

The staff at Edson came up with a two-speed steerer with "integral wheel clutch" built into the steerer. This two speed steerer would allow us to vary the rim loads on the wheel dependant upon how we intend to use the boat. It will also make up for the difference in strength between Jody and I.

On the inside steering station we will use a mechanical chain and cable using Edson's bulkhead mounted steering system. This will have a wheel brake, dual engine controls and a smaller diameter wheel than the outside steering station. Outside will be similar, but

will be set up for a larger wheel. The sheaves will be a minimum of 6", and we will

be using 8" sheaves wherever we can. Also, on the exterior steering station we will have a clutch so we can disconnect the wheel when we are under autopilot.

While we were at Edson we also decided we needed their bronze diaphragm bilge pump as our ultimate backup pump. They have been making similar pumps since 1859, so we figured they might know what they were doing when building them. Ya think?

Engine Size is Set - Twin ScrewsWe had originally planned on using diesel-electric

drives for this boat, but as it turns out, they are not building them the right size yet for our displacement. Glacier Bay has built a few twin 32HP units that are working well, but we needed at least twin 66HP units, and they are just not being made yet; probably a year or so out still. I have to tell you, this has caused a lot of time to go by determining the proper engines for this boat.

But Glacier Bay has assured us, within a year they will be making a larger diesel electric drive system that will work for my boat. Until then, we have decided to go with standard diesel engines. We are looking at putting twin 75HP turbo-charged diesels in. Using twin screws will offer a multitude of options when cruising. We can select either engine when we want to conserve fuel, or opt for both engines when we need the power.

This is the way the deck ended up, using the Homosote boards to "get the feel" of the deck. Now that Walter is okay with the look, a mold will be created to output the final design.

116 Latitudes & www.sea fa r ing. com

Hank Keene shows Walt how the shifting system barely clears

the down tube.

Jody comes up with an idea to make the

moon-roof in the center an opening hatch for

better circulation.

The crew at Edson after deciding on

the steering system.

...And the Beat Goes OnA lot has been going on during

this past month, with some major decisions being made while at the Miami Strictly Sail Show. There is nothing like attending a boat show when you are building a boat. Scary to the pocket book.

One of the most important items on a boat, and not to be overlooked, are

the heads. Walter suggested, and we agreed, that the Raritan PH II E electric/manual head made a lot of sense. It works as an electric head, for

ease of use for guests and crew, but in the case of a problem, they also can be operated manually. Anyone who has ever had to fix a clogged head at sea knows the benefit of that wisdom.

And then there is the Ariston washer & dryer by Splendide, which we found at WestlandSales.com. This is a 110 volt stackable washer and dryer system with a vented

dryer, so it really works. Jody found these at the trade show in Miami and we put it on our last vessel, the Lost Soul. She fell in love with them. By using a vented dryer we were able to keep up with all the wet towels that stacked up while cruising the Mexican Riviera, as well as avoiding the search for laundry facilities while cruising. So we made Walter find a spot for them in the new boat. At first we had them up against the hull, but because of Walt's great idea of "testing" the layout first using the cardboard mock-up, we found we could move them more to centerline (better

for weight!) and it allowed us to add a wet locker we didn't have originally in the plans.

We selected a Lighthouse windlass for the boat. They have one of the best reputations in cruising. They are built in the US, and are available in either 12 or 24 volt. By next issue we will decide if we will be using 12 or 24 volts for the windlass and bow thruster.

Okay, once again we've hit the edge of the paper, so we will have to give it a rest for this month.

We will be covering a lot more on what's going onto the boat next issue. But a little hint! We found a great helm seat over at Pompanette's booth

in Miami, and wait until you see how we are going to use LED lighting throughout the boat!

As you can imagine, there were a lot of decisions made over the past month. But we are starting to see the boat come into fruition already.

Next issue we should be able to show you the completed deck and raised saloon, and we will have some more great photos by Taylor showing each step of the build, as the boat goes from drawing board to the sea. And, yes, if all goes as planned, it will be in the Annapolis Show! See you there!



Length on Deck: 51’ 11”Length Overall: 55’ 7”Length on Waterline: 42’ 7”Beam: 14’ 3”Draft: Centerboard Up: 5' 2“ Centerboard Down: 8' 7”Mast Bridge Clearance: 64’Displacement: 44,000 Ibs.Ballast: 13,500 Ibs.Water: 180 gal.Fuel: (Diesel) 300 to 400 galWaste: 50

Suppliers Design: Walter Schulz/Schulz Boat Co.Builder: Shannon YachtsBomon Custom windowsComNav Autopilot/InstrumentsEdson Steering/EmergencyBilgeForespar Mast & Leisurefurl BoomFourwinds Wind & SolarGlacier Bay Diesel electric DrivesGlenRaven Mills CanvasHandcraft Mattress MattressesHarken Winches, Furlers, BlocksHood Stainless HatchesJSI UpholsteryLighthouse WindlassMack Sails Sails: Main & StayMastlight LED LightingMetal Polish Pro's Hull FinishNavimo ThrusterNAVTEC Rod RiggingOceanaire Window & Port coversPolyPlanner Stereo & SpeakersPompanette Nav-Seats PYI Maxi PropsRaritan HeadsScandvik Sinks/Faucets/LightsShurflo PumpsSolarStik Solar Panel ControlSpinlok Line ControlSpectra WatermakersStazo Marine Ship's WheelsTechnautics RefrigerationUltimate Marine Cabin Sole FinishWhale Water SystemsVictron InverterYale Cordage Running Rigging






Thinking Green Thinking green has become a very real part of designing a boat. Many decisions are being based soley on how it will affect the environment and/or the cost of cruising itself. Using two smaller diesels with twin screws will allow us to run on a single motor on calm days during a crossing. This will save a lot of fuel. We will be using solar and wind power as well. Our choice of cherry for an interior wood was made based on the fact that it is a renewable resource, and is from a harvested crop which is farm-grown in North Carolina. Also, we will be using LED lighting throughout, to save on electrical usage. We will cover

this more as the project goes on.


The head was set up using a stand-in head, to make sure everything fit right.

Creating the Interior The goal of this project is to

create a yacht that will still be strong and beautiful over the lifetime of several owners. This boat is not built with planned obsolescence in mind, like so much else that is manufactured in the world today. Walt and his crew are confident that archaeologists 3,000 years from now will be digging up hulls that they built and putting sails on them to go sailing.

As you will see, the next phase of construction shows how this boat is built to last a long time.

Now that the bulkheading is complete, the cabinet shop begins to construct all the wood components that go into the interior. For the wood, Jody and I chose cherry from the highlands of North Carolina. While the beautiful aesthetics of this wood with its subtle grain and lustrous color appealed

to us, we also wanted to use an environmentally friendly wood. Teak and mahogany are two other popular woods used by Shannon for interior woodwork, but they are both tropical hardwoods. While the people in the countries in South America and Southeast Asia that export these woods are entitled to make a living, unfortunately, lumbering practices there are often environmentally unjustifiable. American cherry, by contrast, is a renewable resource grown in vast tracts that are selectively harvested after about 30 years of growth. Being “green” is important to us, and the last thing I need is a Greenpeace inflatable following me around in protest.

Because yacht building is a centuries old industry in southern New England where the boat is being built, there is a strong pool of companies there that supply materials


Part 6 - The Interior is StartedThe Tankage is Created


like lumber. Shannon is one of the few companies its size that makes up all the wood components that go into its yachts. The real secret to quality control is limited subcontracting.

Shannon starts with raw lumber that they finish themselves in a thickness planer. The wood itself is quality controlled for appearance, with about ¼ of it deemed not good enough to go into a Shannon. This wood is donated to the local high school shop program.

Besides the quality of the wood selected, extensive use is made of solid wood in constructing all the interior components. If you look closely at most yacht interiors, you will see that locker frames, drawer fronts, bulkheads, etc., are constructed from plywood with a thin hardwood veneer with the edges trimmed in either solid wood or plastic T molding. While the glues of plywoods are much better these days, something made out of plywood is not going to hold up to decades of use and abuse. A locker frame or drawer front made of solid wood is going to always be stronger, and has the advantage that it can always be sanded and refinished back to original condition regardless of how badly it has been neglected. However, after a few sandings, you blow through the veneer on plywood and it never looks the same.

The actual construction techniques on this boat for frames and doors is called mortise and tenon. This is where a slot is cut into a frame and the perpendicular adjoining has a corresponding “male” end that is inserted into the slot. The fit is tight and held together by two part epoxy glue. To enhance the finished appearance, the cabinet makers at Shannon will make all the frames for the doors and adjoining lockers from one carefully selected plank of cherry to make sure that the grain of the wood matches. A mass production cabinet factory can’t and doesn’t take the time for this level of care.

By making all the wooden components themselves, Shannon also is able to fit lockers, drawers, doors, etc., into the custom interior. If only one size drawer is made it is wonderful for cost-effective mass production, but that means that there is no maximum utilization of space. So custom interiors mean all the woodwork has to be made custom if it is going to be done right. Large components like galley units are built with the method known as glued and screwed cornerpost construction. That means that in the corners of the

Here you are looking to port. Notice the dual openings for the refer - front access in port, top access when at sea. Also, lots of drawer space and undercounter storage.

Looking to starboard, you see the office and liquor cabinet area. On the right, the opening you see is a wet locker. The Ariston stackable washer/dryer will sit alongside.

Under the raised saloon, at the forward of the engine compartment, is the battery panel. It will be easily accessable between the two drive motors.



galley base there are solid wood cornerposts. Plywood bulkheads are then glued with the two part epoxy glue as well as screwed on either sides of the cornerposts. The solid cherry stavings are then glued on the plywood, thereby hiding the screws going into the cornerposts.

Another art of the method of interior construction includes shadow boxes. This means that where there is a linen locker or medicine chest in the head, the cabinet makers make up a box screwed together and finished with a Formica-type high pressure laminate on the inside. This box has a solid cherry frame that is slid into a corresponding cutout in a bulkhead that is framed on the inside with solid wood. The box is then screwed into that frame with screws on its inner frame. When you look at the box from the outside it looks like it is permanently attached to the bulkhead. But to remove the shadow box to get to vital components like the vented loop for the head intake, all you have to do is open the doors, remove eight screws, and slide the box out. Like a lot that goes on at this stage of the construction of our boat, making shadow boxes is not cheap, and its usefulness is not apparent until something behind it breaks, which will inevitably happen. On

The wiring for the thruster has all been put in place, as well as the macerator for the foreward holding tank. Below is the insert for the cabinet in the bathroom.

What you are looking at here is a new mold being built for the Global 52 raised saloon.

a lot of boats, when this happens you have to start up the chainsaw, and you end up having to pay once again for that great bargain price.

The woodworking crews at Shannon are split into the cabinet makers who make all the wood components, and the installers. The installers take these wooden parts, and fit and attach them into their appropriate locations. Shannon's wood workers are among the best in the world, and know that their work is what people see first and will be looked at the closest. One tool that the woodworkers never use is an air-nail gun. An air-nail gun uses compressed air to drive a nail into two pieces of wood to attach them together, slightly countersinking the nail head. You can identify an air-nailed interior by the dabs of putty that cover these nail heads. Using an air-nail gun is a fast method to build a yacht interior, but unfortunately, wood components that are nailed together tend to pull apart when subjected to the forces experienced on a boat. A fiberglass hull, no matter how thick it is, flexes in a seaway, and this stresses and strains wood components.

On a Shannon, all the wood components are screwed together, which is much stronger than nailing them together. Where the screws are in locations that the woodwork may need to be removed for access to equipment or machinery, the screw heads are left exposed. When the woodwork is more permanent, the screws are countersunk, and the heads are covered with a wood plug called a bung. And if you look close on any Shannon, you will notice that the grain of each bung is inserted with the grain of the bung in line with the grain of woodwork that it is attached into.

One interesting aspect of the interior woodwork is the level of detailing that goes into all the components. For example, the solid wood drawer front panels all have raised panel bevels. Such intricate details are typical on yachts built in southern New England, and have the roots in the methods used by the Herreshoff boat yard during the Gilded Age at the turn of the last century.

By contrast, the interiors of boats built in northern New England, while well done, have more of a stark, austere look that is often referred to as Maine work boat styling. Boats from the Far East have interiors with a much more elaborate “carved wood” appearance. It all is a matter of a taste, but we think that the Shannon look is appropriately nautical, but at the same time not overdone.

But a lot of what is going into this boat will not be seen by most people, and it is here the boat's strength really lies. As an example, the fuel tanks.

Over the past 30 years I have had a few boats. One of the biggest headaches I can recall, on the last three

boats I had, were "slow leaks" of diesel. In all three of these cases, it turned out to be fuel tanks that were either welded with the wrong type of welding rod, or just plain bad welds. The hassle of emptying, then sterilizing, then sealing with a fuel-resistant epoxy, and then (in two cases) rebuilding the cabin soles where the tanks were buried, was more than most cruisers want to deal with.

In the Bristol/Rhode Island area one man has a reputation of being the best tank man around. Bud Luther has been building tanks for Shannon and other boat builders, like Hinckley and Alden, for decades, and he is without peer in the area. When Walter was finished designing the interior, as soon as the tank dimensions were complete, Bud was called in, and he soon set to work building tanks that would last the life of the boat.


The forward shower is being readied. Notice

the opening above the toilet. There will

be storage there.

Luther's Welding in Bristol, RI specializes in marine welding and tank fabrication. When it came time to get the tanks built there was just one man for the job. Here you see Bud Luther putting the finishing touches on the new fuel tanks.

The material they specify is 5052 alloy aluminum. It is the only material that the US military approves for long range fuel storage.

As you can see in the photos, he has included numerous extra fuel fittings. There is also a clean-out fitting on the very bottom, so when we have the FilterBoss system installed, we will be able to polish our fuel whenever we want to, and clean all the fuel in the tank.

The water tanks are being constructed of 316L stainless steel. Once installed we will be using the Whale System of water distribution, which is a plug-and-play system where you can add and remove fixtures rapidly and with ease. But more on this later.

There have been two big changes made to the design of the boat. One is the fact that

we will not be using diesel electric propulsion. At this time there doesn't seem to be a system made that will power a boat this size. There will be in about a year, but not at this time.

Also, Walt did some figuring, and in order to sail at its full potential, we had the choice to go with either a ketch rig (to maintain ICW height) or a tall rig. We have opted for the tall rig.

There have been a lot of new items specified for the boat, and as they happen we will update you here in the magazine. You can also track the construction of the boat on Shannon's website.

So until next issue, this is where the project Bitchin Global 52 is. Next month? We hope to have the deck installed.

FRMS Attitude Specifications (subject to change)Length on Deck: 51’ 11”Length Overall: 55’ 7”Length on Waterline: 42’ 7”Beam: 14’ 3”Draft: Centerboard Up: 5' 2“ Centerboard Down: 8' 7”Mast Bridge Clearance: 73'’Displacement: 44,000 Ibs.Ballast: 13,500 Ibs.Water: 180 gal.Fuel: (Diesel) 300 to 400 galWaste: 50

Builder: Shannon Yachtswww.shannonyachts.com

Bomon Custom windowswww.bomon.com

Brownell Systems Boat Movingwww.brownellsystems.com

ComNav Autopilot/Instrumentswww.comnavmarine.com

Edson Steering/EmergancyBilgewww.edsonmarine.com

Euro Marine Trading LopoLightswww.euromarinetrading.com

Forespar Mast & Leisurefurl Boomwww.forespar.com

Fourwinds Wind & Solarwww.fourwinds-ii.com

GlenRaven Mills Canvaswww.glenraven.com

Handcraft Mattress Mattresseswww.hmcwest.com

Harken Winches, Furlers, Blockswww.harken.com

Hood Stainless Hatcheswww.pompanette.com

JSI Upholsterywww.newjsi.com

Lighthouse Windlasswww.lighthouse-mfg-usa.com

Luther's Fuel and Water Tankswww.lutherswelding.com

Mack Sails Sailswww.macksails.com

Mastlight LED Lightingwww.mastlight.com

Marelon/Forespar Plumbing fittingswww.forespar.com

Metal Polish Pros Hull Finishwww.mppros.com

Max-Power Thrusterwww.max-power.com

NAVTEC Rod Riggingwww.navtec.net

Oceanaire Window & Port coverswww.oceanair-marine.com

PolyPlanner Stereo & Speakerswww.polyplanar.com

Pompanette Nav-Seatswww.pompanette.com

PYI Maxi Propswww.pyiinc.com

Raritan Headswww.raritaneng.com

Scandvik Sinks/Faucets/Lightswww.scandvik.com

Shurflo Pumpswww.shurflo.com

SolarStik Solar Panel Controlwww.solarstik.com

Spinlok Line Controlwww.spinlock.co.uk

Spectra Watermakerswww.spectrawatermakers.com

Stazo Marine Ship's Wheelswww.stazo.com

Technautics Refrigerationwww.technauticsinc.com

Ultimate Marine Cabin Sole Finishwww.ultimatesole.com

Westland Sales Washer/Dryerwww.westlandsales.com

Whale Water Systemswww.whalepumps.com

Yale Cordage Running Riggingwww.yalecordage.com



anywhere in the world. The completed project will

have all the comforts of home and a comfortable place from which to sail the world in a


Sponsors and Suppliers to the Global Bitchin52

Thinking Green Thinking green has become a very real part of designing a boat. Many decisions are

being based soley on how they will affect the environment

and/or the cost of cruising. Two smaller diesels with twin screws

will allow the boat to run on a single motor on calm days

during a crossing saving a lot of fuel. Solar and wind power will also be usd. The cherry interior

was farm-grown in North Carolina. LED lighting will be used throughout. We will cover this more as the project goes on.


Design Comment by the Designer, Walter Schulz One aspect of Shannon’s interior woodwork is the level of detailing that goes into all the components. For example, the solid wood drawer front panels all have a raised panel bevels. Such intricate details are typical on yachts built in southern New England, and have the roots in the methods used by the Herreshoff boat yard during the Gilded Age at the turn of the last century. By contrast, the interiors of boats built in northern New England while well done have more of a stark austere look that is often referred to as Maine work boat styling. Boats from the Far East have interiors with a much more elaborate

“carved wood” appearance. It all is a matter of a taste, but we think that the Shannon look is appropriately nautical

but at the same time not overdone.


Decision Making 101The past month has been a

flurry. It's been hard for Jody and I, as we've had to make some hard decisions. But it's been particularly hard for the boat's designer/builder, Walter Schulz. The reason being, every decision comes down to his figuring out what will work best for the particular application.

As you can imagine, every decision involves how the new item will affect other items in the boat. So it's not as easy as seeing something at a boat show and saying, "Gee, let's get that."

Here's an example. When we first decided to build a world-class cruiser, we wanted to be as up to date as possible. The biggest problem facing world cruisers today has to be the cost of fuel. After all, the cost of filling a tank can humble just about any boat builder.

The Propulsion is SetWalter came up with a great plan for the propulsion. The

more we work with it, the better we like it. And this is a good example of why each decision affects others that have to be made.

In order to get the best possible economy on a cruising boat, we need to be able to cross an ocean while being stingy on fuel. To this end we went to Yanmar and chose to run two smaller motors as opposed to a single 150 HP motor.

There are multiple reasons for this, and I believe in years to come more and more cruising boats will opt for this configuration. Here's why.

By using two smaller motors we will have the option of running just one when we are becalmed on an ocean crossing, saving fuel. It also gives us an automatic

"backup" in case of emergencies - a way of life at sea.But wait (as they say on TV), there’s more! With two

motors we have the option of running multiple alternators. If we need a quick charge we can run both motors, and using two 120 amp Balmars per motor (a total of 480 possible amps)

we can quick-charge the batteries when needed. But if we are on a long ocean crossing and our batteries are topped, we can turn off any of them to conserve our horsepower and increase our fuel range.

We opted to use the new Yanmar 4JH4-TBE motor, which is a four cylinder, four-stroke, vertical, water cooled diesel engine. It is turbo-charged and uses an intercooler. We are coupling with their KM4A2 2.63 reduction gearing. The standard 4JH4TE version is rated at 75 HP at 3200 RPM, but the TBE (HTBE is the 110 HP model with KM4A2 gear box) version is rated

at 110 HP at the same RPMs.The 4JH4 engine is a user-friendly, clean, thrifty and

reliable marine diesel. The compact designed iron block and head feature close space cylinders to save space and weight. Extensive use of aluminium alloys in oil pan, covers, and in many parts make for good weight savings.

The total weight of the engine and gearbox is about 524 (545 lbs. with KM4A2 gear box) pounds for each engine. The length is about 36 inches.

Yanmar’s new inlet swirl design improves the fuel-air mix, and the extra high pressure fuel injection system and close attention to coolant flow minimizes hot and cool spots for improved combustion efficiency.

When we want maximum fuel efficiency we will have the option to run a single engine at

about 2200 RPM and get about 6-6.5 knots burning a tad over one gallon per hour. Four hundred gallons of fuel should give us about a 2400-2500 mile range if becalmed. But when we are in a hurry, or need to punch through heavy seas or currents, we would have two engines pushing us at an estimated 10 knots!

Yanmar and Balmar have designed a better way to maximize DC charging output. The factory-engineered Yanmar Alternator Mounting Bracket Kit provides all of


Part 7 - Propulsion & Power Systems...The Boat Is Becoming Finalized


The standard Yanmar 75 HP diesel

pg 123-126 Project Bitchin 52.i1 1 5/12/08 12:19:31 PM

the components required to mount a second alternator on the side of the engine opposite the standard alternator position. Included in the package are a mounting bracket, adjusting arm, pulley, drive belt, belt cover, harness adapter and mounting hardware. To provide protection against damage to engine components, the optional mounting package provides a single sheave pulley for the second alternator. This limits maximum alternator output to 100 amps.

And Now for Power UsageOnce installed on the engine this

configuration is ideal in supporting large house battery loads. Both of our engines are being configured with two 100-amp Balmar high-output alternators to supply a combined output of up to 200 amps per engine -- this will be perfect for our house batteries, which will be 1350 amps. When providing output from all four alternators to supply a single battery bank, it’s necessary to control all alternators

with a single voltage regulator. Balmar has designed its multi-stage Max Charge regulator with the ability to regulate two high output alternators at once, providing balanced output from both alternators to the vessel’s house battery bank. When upgrading from an OEM to a high output alternator, you always need to be sure that wiring and fusing are properly sized to ensure safe and efficient charging.

When combining both alternators to support house battery loads, Balmar recommends the use of its Digital Duo Charge to provide a reliable source of

charging current for the starting battery. Mounted between the house battery bank and the starting battery bank, the Digital Duo Charge automatically provides up to 30 amps of charging current to the starting battery whenever voltage at the house battery exceeds 13 volts. When voltage at the house battery bank drops below 13 volts, the Digital Duo Charge automatically isolates the starting battery from the house battery, preventing the starting battery from being unintentionally discharged. The Digital Duo Charge’s four selectable battery programs allow the user to properly charge cranking type batteries, even when thick plate deep cycle batteries are used in the house battery bank.

We asked Larry Janke at Southeast Marine, who is our guru when it comes to all things electrical, what our final battery configuration should be. To do this we had to make some assumptions. We figured the windlass and thruster together should use about 120 amp

hours per day worst case. If we double all that for inefficiency and stupidity, that is 240 amp hours. Four L16 (6 volt) Fullriver AGMs (model DC 400-6) are what we ended up deciding on for the 24 volt system. We figured the windlass at a maximum of 185 amps x 5 minutes which is 925 amp minutes or 16 amp hours. The thruster will draw 680 amps x 3.5 minutes which is 2,380 amp minutes

or 40 amp hours per 3.5 minute duty cycle, so 48 amp hours need to be returned per thruster cycle. If we use the thruster twice a day that is 96 amp hours.

We decided on a pair of DC-100 12 volt Fullriver AGM batteries for the isolated engine batteries, paralleled together.

The final battery choice is for a Fullriver DC-85-12 volt AGM for the genset. We will install a paralleling circuit to allow the house batteries to be

used for starting both the generator and engines in an emergency. The generator battery will also be charged and maintained through a Duo Charge.

We will be running three 4KS25P Rolls 4 volt flooded batteries for our house bank. It is usually not a good idea to mix battery types. This is especially true of flooded and AGMs, the reason being the two types of batteries take charges differently and it is best to isolate them. However, the use of the Balmar Duo Charge insures proper charging of the AGMs.

The reasoning for using Rolls flooded batteries for the house bank is because of the inverter power we will be using to run the boat when at anchor or at sea. The three 4 volt batteries in series will give us 1350 amps of deep cycle 12 volt storage, which should keep us happy while not running the Phasor 9.5KW generator. We are using the Xantrex inverter/charger system to handle inverting power for the 110V system throughout the boat. This will include some of the galley items we have added, like the ice maker (don’t leave home without it!), trash compactor and washer/dryer.

Okay, as soon as the laughter dies down I will continue. What can I say? I cannot recommend decadence as a way of life, but it works for me!

But back to reality. We want stuff to work on the boat, whether we are at sea, at anchor, or at a dock. The inverter is what allows us to enjoy that time to its fullest.


The Yanmar diesel with the dual Balmar rig

The three Rolls 4 volt lead acid batteries will handle the house bank.



Oh, yeah, and I almost forgot... the air conditioners.

No, we are not going to run all the air conditioners on the inverter. That is not good for the batteries or for the air conditioners. But we are adding a small (7000 BTU) Climma air conditioner for the aft cabin, which will run either on inverted power or the generator, so when we are at anchor in the tropics we can sleep in comfort.

And of course there will be power tools, hair dryers and all the other things you don’t really need on a boat, but want!

Okay, back to the charging system. We will install two Fullriver AGM starting batteries of 1000 cold crank amps each charged through a Balmar Duo Charge system to isolate the AGM starting battery from the Rolls flooded batteries when the engines are running or another charge source is present.

For our generator we have chosen a Phasor K3 9.5 HP generator. It will be housed in its own sound shield. This uses a three cylinder Kubota diesel, and runs at just 1800

RPM. It is a single bearing direct coupled generator and has a remote control panel for easy operation. The whole unit is just 34.5” x 15.75” x 22.5”, and it weighs only 460 pounds! It outputs both 120 and 240 volts, and 9500 watts of power.

This will be used to charge batteries when needed, as well as run the Climma 1600 BTU air conditioner for the main saloon, and the two 7000 BTU Climma air conditioners mounted in the fore and aft cabins. It will also run the Ariston washer/dryer.

When on dock power or on generator, we will use a separate Xantrex XC5012 charger for the engine starting bank.

Forward in the boat we will be using four 6 volt Fullriver AGMs in series to create our 24 volt system to

run the Max-Power bow thruster, the Lighthouse windlass and the new electric Harken headsail furlers. Yes, this is a brand new item for Harken, and we get to test it! But more on that later. This complete

system will be isolated, and will use a Xantrex 24 volt charger to keep them topped off whenever the generator is on, or when at dock power. We will use the new Stealth Charger

from Southeast Marine when we are under engine power.

The new Xantrex MS3000 Sine Wave Inverter/Charger is what we will use for the house bank for inverting and for charging. We had

the RS3000 when we re-fit the Lost Soul, and we loved it. The MS3000 is the new marinized version of the unit that was originally made for the luxury RV market. So it was our obvious first choice for the new

Global 52. It delivers up to 3000 watts of pure sine wave output from our battery bank. Its 150 amp power-factor corrected charger ensures that the batteries will be recharged quickly, using significantly less AC input current to produce the same charge current. It comes with a large AC wiring box, side-mounted DC connections and a built-in transfer switch that automatically transfers between inverter power and incoming AC power. It will accommodate up to a 7500-watt surge, and the 100 A split phase or 50 A dual input transfer makes for full use of available AC power.

The Xantrex XC battery charger we will be using for the AGMs is designed primarily for marine applications world-wide. They are available in both 12 and 24 volt models. The XC chargers provide longer battery life by independently controlling each battery bank and

eliminating the problem of under or overcharging batteries. They feature a unique drip-proof design and fuseless reverse polarity protection to ensure trouble-free charging. The XC series can be used in a wide variety of conditions and locations. Auto-ranging AC input voltage capability (100-260VAC) makes cruising overseas and in third world countries no problem. The digital display is invertible to accommodate either horizontal or vertical installations, and can be detached and mounted wherever needed. The 12 volt models are available in 30A & 50A, and the 24 volt models are available in 15A & 25A. Another kewl thing

The Phasor Model K3 9.5 HP generator

The new marinized MS3000 from Xantrex will handle the charging and inverting for the Rolls house battery bank.

Above, the Fullriver AGM batteries will be used for the engine and 24 volt system, while (below) three Rolls 4 volt lead acid batteries will handle the house bank.

For the Fullriver AGMs we will use the Xantrex XC5012 charger for the isolated starting battery, and the XC2524 volt unit to keep the Fullriver AGM 24 volt bank charged for the thruster, windlass and headsail furling.


is there are three independently controlled output banks to accommodate different battery types and states of charge simultaneously. Also, there are settings for flooded, gel, AGM, lead-calcium or custom battery types.

As an additional charging system for the 24 volt system forward, we will be using the aforementioned and innovative Stealth Charger. This is a DC to DC battery charging device, 12 volts in 12, 24 or 36 out. The Stealth Charger is very efficient (about 90% compared to the much lower efficiency of most AC powered chargers). The Stealth is wired in parallel to the house batteries and when a charging source raises the house battery voltage to 13 volts or above the Stealth

begins charging the 24 volt system at up to 20 amps. If no charging source (alternator or AC powered charger) is present, house battery voltage will drop below 13 volts and the Stealth will shut off. The 24 volt system will now be isolated and can not be discharged by other loads. Whenever the alternators or generator is running or a shore-side AC charger is on, the Stealth will charge the 24 volt system and when the batteries are fully charged will float them at appropriate voltage.

I have to tell you, without the help of Larry Janke at Southeast Marine I would have had a hard time designing the aforementioned system. Thanks Larry!

So there you have it. Due to a joint effort by the team at Shannon Yachts, working closely with Mack Boring (the distributor of Yanmar Marine engines), Balmar, Xantrex, Phasor Generators, Fullriver Battery and Southeast Marine, a propulsion and power system has been designed that is truly out of the 21st Century: easy fast charging, low fuel use and high performance while maintaining a luxurious lifestyle while cruising.

Once again we have hit the end of our space. In the next issue we will discuss the design of the centerboard system, along with showing you how far we have come since starting this project.

You can keep up with the construction of the boat by going to the Shannon website at www.shannonyachts.com.

FRMS Attitude Specifications (subject to change)

Length on Deck: 51’ 11”Length Overall: 55’ 7”Length on Waterline: 42’ 7”Beam: 14’ 3”Draft: Centerboard Up: 5' 6“ Centerboard Down: 9' 9”Mast Bridge Clearance: 73'’Displacement: 44,000 Ibs.Ballast: 13,500 Ibs.Water: 180 gal.Fuel: (Diesel) 400 galWaste: 50


Artisan Mattress Mattresswww.artisanmattress.com

Balmar Alternator systemwww.balmar.net


Brownell Boat Movingwww.brownellsystems.com

Climma Air Conditionerswww.veco-na.com

ComNav Autopilotwww.comnavmarine.com

Edson Steeringwww.edsonmarine.com

Euro Marine LopoLightswww.euromarinetrading.comForce 10 Galley Stove

www.force10.comForespar Leisurefurl

www.forespar.comFourwinds Wind & Solar

www.fourwinds-ii.comFullriver USA AGM Batteries

www.fullriverdcbattery.comGlacier Bay Insulation

www.glacierbay.comGlenRaven Mills Canvas

www.glenraven.comHandcraft Mattress

www.hmcwest.comHarken Winches, Furlers

www.harken.comHonda Tender Motor

www.honda.comHood Stainless Hatches

www.pompanette.comHubbell Dock Power

www.hubbell.comIMTRA Int. Lighting

www.imtra.comJSI Upholstery

www.newjsi.comLighthouse Windlasswww.lighthouse-mfg-usa.comLuther's Tanks

www.lutherswelding.comMack Sails Sails

www.macksails.comMack Boring Yanmar Engines

www.mackboring.comMarelon Thru-hull fittings

www.forespar.com



Metal Polish Pros Finishwww.mppros.com


New England Rope Linewww.neropes.com

New Found Metals Portswww.newfoundmetals.com

Oceanaire Port coverswww.oceanair-marine.com

Phasor Generatorwww.phasor.com

PolyPlaner Sound Systemwww.polyplanar.com




Roll-Gen Gennaker Furlerwww.veco-na.com

Rolls Batterieswww.semarine.com

Scandvik Sinks/Faucetswww.scandvik.com


SolarStik Solar Mountswww.solarstik.com

Southeast Marine Batt Syst,www.semarine.com

Spectra Watermakerswww.spectrawatermakers.comSpinlok Line Control

www.spinlock.co.ukStazo Marine Ship's Wheels

www.stazo.comTechnautics Refrigeration

www.technauticsinc.comUltimate Marine Sole Finish

www.ultimatesole.comWestland Sales Washer/Dryer

www.westlandsales.comWhale Water Systems

www.whalepumps.comXantrex Inverter/Chargers

www.xantrex.comYale Cordage Line

www.yalecordage.com

Concept The Bitchin 52 is being designed and built to

be a comfortable boat for a couple to cruise easily and in safety anywhere in the world.

The completed project will have all the comforts of home and a comfortable place from

which to sail the world in a safe environment using as little outside energy as possible.

Sponsors and Suppliers to the Global Bitchin 52


This is the new Stealth Charger, to keep the 24 volt system topped off.


Finalization at Last!The hardest thing about building

Hull #1 is the fact that everything you do affects every other item on the boat. After going through this process with designer Walter Schulz and coordinator Bill Ramos at Shannon, I have nothing but respect for boat builders. After seeing how each step has to be considered, it amazes me that boats are ever built!

We have covered in earlier articles the hull design and basic layout. Now we need to get into the rig design, and finalizing the sailplan.

Walt had originally designed the boat using a 64’ “Intracoastal friendly” rig. The height was set by the lowest bridge on the Intracoastal waterway. After some engineering tests he realized that in order to get the performance he wanted from the boat, he either had to go with a ketch rig, or with a tall rig. In a phone call we discussed it, and I opted for the taller rig, 75’ from the waterline.

My decision was easy. I much prefer blue-water sailing to greenwater sailing. Give me the offshore passage every time. I wasn’t really interested in going down the Intracoastal.

With the tall rig the boat will have the full performance sail area needed to really get moving. Also, as I have sailed ketch rigged boats for the past 30 years, I thought I’d like to sail with a single mast for awhile.

The height of the rig was one thing, but the real novel design of the sailplan, which Walt calls the "Scutter" rig, is

one of the reasons I opted to build a Shannon in the first place. There is one thing about Walt’s designs. He doesn’t rest on his laurels. Every boat he builds he learns something, and each one is just a tad more advanced than the last.

Walt designed the “Scutter” rig many years ago. When he first explained it to me, I remember slapping myself in the forehead and asking myself why I had never thought of it. A very simple change that simplifies sail handling.

In a nutshell, by placing the smaller Stays’l on the headstay it becomes a simple task to tack, with the smaller sail “blowing through” the opening between the headstay and forestay. Having the larger Genoa on the

forestay allows the larger sail to tack through the larger opening easily. A real no-brainer!

Working on the rig and sail plan is a group effort. First, the designer has to engineer the sail area and balance it with the displacement of the vessel. He has to take into the equation the weight, the keel shape, how the boat’s bow cuts the water, and a hundred other things.

Once he decides on the basic sailplan, the mast and boom have to be decided on. We opted to use a Forespar mast and their LeisureFurl in-boom furling system. It is being coordinated by Alan Massey, the

project director at Forespar, and Frank Colinari at Bay Sailing Equipment, with locations in both Massachusetts and California, who will be building the mast and doing the rigging once the boat is ready for it. Colin and

Travis at Mack Sails will be designing and building the sails with input from the boat's designer, the mast builder, the boom manufacturer and (sigh for them) me!

In the meantime, the engines, generator and batteries had to be placed for the final weight distribution so Walt could actually finalize the rig placement. Where the weight sits has a lot to do with how the boat will sail. Even little things, like how much chain we will carry, where it will be, where the dinghy will reside, and a hundred other things all have to be considered.

The interior has been pretty well decided, and it is already over half


Part 7 - Finalizing the Interior and Sail Plan...The Engines and Tanks are in Place



The final layout of the Bitchin FRM Global 52


completed. We made one large change to the layout last month on our visit to the Shannon yard. The raised saloon was originally laid out with deck access on both the port and starboard sides, as well as an exit to the aft cockpit. We decided to eliminate the port opening. This will allow us to have a larger settee on that side of the saloon, and we can access the port side through the aft companionway.

More DecisionsDuring the building process you have to make decisions in a certain order, as

the use of one item may affect another. This part of the boat's designing has been particularly difficult for us. Because we are in the business, we have a lot of friends and acquaintances who have products they'd like to see on the boat. We, of course, have certain ideas as to what we actually want on the boat.

The decision as to what navigation system we wanted to use was pretty easy for us. While at the Miami International Boat Show we were wandering the navigation and electronics section of the show, and we stumbled upon a large

Scutter Rig by the Designer, Walter Schulz The exclusive Shannon Scutter rig offers a variation on the cutter theme. In 1994 I developed the “Scutter” (short for sloop/cutter to reflect the combination of the fore triangle plan of a double headsail sloop and the mainsail of a cutter) as an alternative rig for all Shannon models. A conventional sloop cannot be reefed down to much less than 110% and still power the boat. A rolled-up genoa loses its shape when reduced more than 30%. It is impossible to take a big genoa and roller furl it down to a working jib. A rolled up genoa also has a relatively long luff length, and additional sail area up high just induces heeling moment, reducing speed and causing weather helm. The Scutter rig keeps the boat sailing well in a wide range of wind speeds, without putting the crew in harm’s way as both headsails are rigged ready to go with the all the lines led aft to the cockpit. With the Shannon Scutter rig, a conventional roller furling 140% genoa is positioned at the stemhead and five feet forward of that on the bow platform is another stay that accepts a 80% working jib also on a roller furler. In less than 20 knots of wind, the boat is sailed just like a sloop, with main and full genoa. As the wind picks up, the genoa is rolled in 30% to a predetermined position with reinforcements built into the sail. With more wind, the genoa is fully furled and the working jib is rolled out. By locating a true working jib forward it is possible to claw off a lee shore. The high cut yankee working jib is small enough that it slides through the slot when tacking. Another feature of the Scutter rig is that the center of effort on the headsails moves forward as the sails are furled, which will reduce the weather helm typically

encountered on other boats in the higher wind ranges. The Scutter rig also incorporates a mast head crane resulting in the relocation of the back stays further aft. This allows for 15% more roach in the fully battened mainsail, enabling the Scutter rigged 52 to sail to windward reasonably well even without the use of headsails. You can sail off a mooring with just your mainsail on a Shannon, which is impossible with a high aspect ratio sloop. The Scutter rig makes for a faster boat in real world offshore conditions. I knew we had the Scutter rig right when we were building a Shannon for Morgan Freeman. Morgan is deservedly acclaimed as America’s greatest actor, but he is an even better sailor (and human being.)

Morgan had been sailing a conventionally rigged Shannon 38 for 7 or 8 years all over the Caribbean when he decided to have us build a larger Shannon 43 for him and his wife Myrna. I was worried that Morgan would not want to change, so I spent an hour telling him all the advantages of the new Scutter rig. When I got done, Morgan just looked at me and said “What the hell took you so long to think this up?” and I really didn’t have a good answer.


The finalized 'Scudder Rig Sailplan.

Total Sail area 1465 Sq Ftmain - 743 Sq Ft100% fore tri. - 722 sq ftI - 68.42P - 60.5E - 19.00 MH / DWL - 75’

Morgan Freeman at the helm of his Scutter

rigged Shannon

... and the fuel tanks of aluminum located beneath the saloon sole.

The tanks from Luther's Welding are now in place, with the

stainless water tanks forward...


audience who were sitting enthralled watching a demo of a new navigation system from Furuno.

Their new NavNet 3D system was so kewl it received the New Innovation Award at the show. Jody and I sat through the 20 minute presentation, and by the end of it we were in deep discussion with Jeff Kauzlaric of Furuno on how we could put together this new system for the Bitchin Global 52.

In a nutshell, NavNet 3D allows instant zooming, chart planning, chart display changes and other chart handling functions that are truly seamless.

It has a Black Box which is a super-charged graphics processor that gives a true 3D chart presentation.

NavNet 3D incorporates a whole new dimension into chart presentation with instant chart rendering.

You have an option for traditional chart plotting or you can choose to pan and zoom the chart to any angle at any range scale you choose. It is pre-loaded with full-scale, complete NOAA raster and vector chart libraries for the entire U.S.

They use a “RotoKey” on-screen revolving menu key. A rotary knob on the control panel gives you full control.

It has a full-time 3-dimensional presentation. You can see all of the information you want with no limit on what information you view. Plus, you can use a radar overlay, Sirius Satellite Weather, AIS targets, ARPA targets, plus all of your chart symbols and depth soundings.

Oh, yeah. Did I mention that you can also overlay satellite photographs as well as tides and current info? It does a lot more than that, but we will cover that when we have the system installed and working. The fact is, we have made the decision to go with this new NavNet 3D system, as well as using the integrated autopilot, radar and instrumentation from Furuno that all “communicate” and work together in a seamless system.

We will get into the navigation system when we start installing it. Right now, we have, once again, hit the end of the paper, and will have to continue this in the next issue, when we hope to have the deck in place, and some more photos of the engines in place.

Also, we should have the new saloon house coming out of the mold - the first of the raised saloon Global series. Until then, we will keep on building and spending!




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Sponsors and Suppliers


FRM Attitude Specifications (subject to change)


The new Furuno NavNet 3D is what we will use on the new boat.


Attitude Gets a DeckThe deck placement on a new

design is one of the most critical steps in the construction of an ocean going vessel. It has to not only be strong enough to withstand all the pressures that the sea can throw at the boat, but it has to be ergonomically friendly and, of course, waterproof.

The deck stage of this new Global 52 was one of the major design problems, as it is a totally new style. That meant a lot of trial and error and painstaking planning by the boat's designer and builder, Walter Schulz. We covered in an earlier article how he worked for days with his crew making changes to the style and design, so the deck would not only be strong, but would also be eye pleasing as well.

Once the design was completed they had to build a new mold for the house, and the house had to be married to the deck. But first the deck had to be put in place to make sure that all the bulkheads would be strong,

and all the chainplates would be exactly where they had to be for the structural strength needed in heavy weather. One of the key elements in a Shannon is the fact that they are world-renowned for their ability to take whatever the sea gods can throw at them. This strength has to be built in at this point in the design!

The process of landing a deck on a sailboat hull is a time consuming process. To enhance strength by creating a monocoque uni-body structure, the bulkheads which are attached through the fiberglass

tabbing process to the hull, are also fiberglass tabbed to the underside of the deck.

The tops of the bulkheads must be scribed within a half inch tolerance to allow for the cushioning foam strip inserted in between the bulkhead and the underside of the deck to prevent hard spots. To do this the deck must be positioned over the hull, and the tops of the bulkheads are cut to approximate the contours of the underside of the deck.

Next the deck is lowered close to the tops of the bulkheads


Part 8 - Bulkheading and Deck Placement...A New Steering System Design by Edson

By Bob BitchinPhotos by Walter Schulz and Taylor Klotz

The on-board office is readied for varnish (above), while the engines and generator are placed in the engine room belowdecks

prior to the deck placement and bulkhheading (below).


pg 123-126 Project Bitchin 52.i1 1 7/9/08 11:12:15 AM

using electric chain falls attached to girders supporting the roof of the shop, and then the bulkheads are scribed with a compass to mirror the contours of the underside of the deck, and then cut. The process is repeated several times until there is a uniform secure fit between the deck and all the bulkheads.

Once the deck is permanently landed, the fiberglass crew uses half-round fillet and multiple layers of 6” wide 45/45 bias S glass biaxial roving with MAS epoxy to connect the tops of the bulkheads to the deck, after carefully covering all the varnished cherry wood on the bulkheads to protect them from resin drips. Laminating the bulkheads to both the hull and the deck creates phenomenal strength, reinforcing both the hull and the deck.

When sailing, the mast and rigging are subjected to huge loads that transfer to the hull and the deck. These stresses can be spread to the entire structure of the hull, which has become, in effect, one piece by fiberglassing the bulkheads to both the hull and the deck. Because it takes so much time to scribe and cut all the bulkheads, some production boat builders skip this step, so the tops of the bulkheads float free on some production boats and the space is hidden behind a trim piece. This is one of the extra steps that Shannon Yachts takes as part of the “bullet-proof” construction process that really only counts if you get caught in a big storm or run aground. These steps are not done when bottom-line-obsessed accountants run boat companies.


The bulkheading process is a lot more than at first perceived. As the deck is slowly lowered into place, every inch has to be measured precisely so the MAS epoxy can be applied between the deck and the bulkheads. Then Sikaflex is used to bond the

internal hull flanges. Then the hull is attached using aircraft flare-nuts with oversized washers on 3/8" thru-bolts.



To permanently land the deck before tabbing, the deck is raised up and Sikaflex sealant/adhesive is applied to the 5” internal hull flange. Sikaflex is much more expensive than other popular sealant/adhesives, but it has the advantage that it stays flexible and does not harden and crack over time. An adhesive that is so rigid that it cracks turns out to be a bad sealant and will be a source of leaks that are impossible to fix. No matter how thick a hull is constructed, it is going to flex in a big seaway, and it is a bad thing when the adhesive in the hull/deck flexes and cracks, creating a leak.

The hull and deck are then finally joined; mechanically fastened with 3/8” thru-bolts with oversized flat washers, lock washers and aircraft flare nuts on 14” centers. The deck is countersunk where it is thru-bolted to make the heads of the thru-bolts flush. Then the teak toe rails are similarly thru-bolted on alternate 14” centers, and the genoa track is also thru-bolted as part of the hull to deck joint for the aft 70% of the toe rail. The bow and stern pulpits and the stanchion bases are located outboard and thru-bolted as well as part of the hull to deck joint, so on average there is a mechanical fastening every 5” on the Bitchin Global 52.

Importantly, every hull/deck joint thru-bolt on this boat is accessible without the need to rip the interior woodwork apart with a chainsaw. Inaccessible hull/deck fasteners are something you really don’t want to think about on a boat.

Notes On Bulkheading by Walter Schulz After 33 years of Shannons sailing all over the world and bouncing off every conceivable object like concrete docks, ocean buoys, 500 foot freighters, coral reefs, big rocks, etc., one statistic that I am most proud of is that we have never had a failure of the hull to deck joint. There are other boats out there that have seen the deck peeled off from the hull or have experienced mammoth un-repairable leaks in the hull to deck joint after a collision that nobody wants to talk about, especially my large friend Bob Bitchin who makes his living extolling the romance and the glamour of the cruising lifestyle. But Bob does know better, so that is probably why Shannon is building a boat for him and Jody. To end up with the safest boat humanly possible, it takes many steps like fiberglassing the tops of the bulkheads to the deck as part of the deck landing process like we do at Shannon.


As Walter said, after 33 years of Shannons sailing all over the world and bouncing off every conceivable object like concrete docks, ocean buoys, 500 foot freighters, coral reefs, big rocks, etc., one statistic they are most proud of is that they have never had a failure of the hull to deck joint.

Attitude Get's a New Steering DesignWill Keene at Edson has been working with Walter at

Shannon on a new system for steering the Global 52. This new system, designated the “Speedster,” is a multi-speed clutched steerer that provides the helmsman or helmswoman the ability to change the steering ratio and hence, “load on the wheel rim.” With the simple turn of the control knob the “speed” of the steering system can be changed so that a woman can steer the boat in heavy air by slowing the steering speed down, or the “Captain” can speed the steering up to make maneuvering around the dock a snap.

They have also incorporated a wheel clutch into the Speedster to serve two functions; first to relieve the auto-pilot of the fly wheel effect on the wheel, and secondly to eliminate the fly wheel effect from the outside steering system when steering from the inside station.

That wraps up this month's look into what it takes to build a truly unique world cruiser. Next month we will show you more of what is going on behind the scenes to develop a true world-class cruiser!














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FRM Attitude Specifications (subject to change)


Notes on Steering by Will Keene of Edson Edson initially developed the Dual Speed Multi-Mode Steering Systems for boats 125 feet and up; for boats such as Adele (180’), Pin Gin (152’), Vision (147’), and Antanesia (125’). The feedback we got from these boats was so enthusiastically positive that we designed the “Speedster" for boats in the 50-125 foot range. It is the perfect solution for Bob and Jody because, quite simply, it has speed for Bob who is old and weak, and Jody who is young and strong. However, more importantly, it has a speed for heavy air and a speed for light air, a speed for docking and a speed for passage making, a speed for the strong and a speed for the not quite so strong, and if so inclined, a speed for racing and a speed for cruising.


Good News - Bad News!If there is one generalization that

can be made, it is that in building hull #1 you will always encounter unexpected problems. This being the first hull #1 I have been involved with, we have proved the axiom.

When Walter Schulz and I first discussed this boat we were sitting on one of his boats in Annapolis at the US Boat Show, and sitting there in the warm sun, we were living in a perfect world. In that perfect world, we decided how kewl it would be if we could have the new Shannon Bitchin-Global 52 at the following year's show.

Well folks, the bad news is, it doesn't look like we will make it to Annapolis for the show!

But wait! There is good news! It does look like we will have it for the next major show, which will be in Miami. Besides, Miami is warmer, and a better place to hang out on our new boat!

If all had gone as planned it would have been close, but as we encountered some design changes with the propulsion (changed from diesel electric to diesel motors), it didn't look like we could possibly make it on time. Besides, Walter wanted to be sure everything was just right, and who am I to argue with that?

Some Changes Are MadeSo what has changed? Let's start at

the top. The original plan was to try and create a diesel-electric propulsion system, which Walt and I still believe will be the system of the future.

BUT, as it turned out, there was not a system being built that would work with our size vessel. They had great systems for mega-yachts, ocean

going tugs, and for lightweight catamarans, but to date no one had a working system that we could go and see. And even though Shannon is an innovator in many things, he did not want to chance an untried system.

And so, after three months it was decided that we would try an alternative idea to get the most out of our fuel. The plan was to use two smaller engines. That way, when we were becalmed we could run a single low-fuel consumption motor and get the most efficient mileage.

Working with the folks at Mack Boreing, the distributor for Yanmar diesels, it was decided to use two 75

HP Yanmars, but to go with the turbo-charged engine designs for better power. This turned out to be an even better idea than what we expected. We'll achieve an estimated 2500 to 3000

mile range on just 400 gallons of fuel. And bonus! We'll have a backup motor. But when the storm winds turn and they're on our nose, we will have the power of two motors to push us through anything we might encounter.

Our next setback came as we were placing the batteries. You see, just because we planned for

everything to be right didn't mean it would be. The batteries we'd chosen were the best we could find. That meant for the house batteries we


Part 9 - Trying to Make it All Fit...And a Quick Trip to Shannon & Harken!By Bob Bitchin

Photos by Taylor Klotz


While the mold for the rasied saloon is being completed, the interior is coming together.


wanted to run three 4-volt flooded Rolls marine batteries. They would give us 1350 amps. We would be able to sit at anchor for days without running the generator. We even worked it out with Xantrex for a charging system that would allow us to use FullRiver AGM batteries for starting the engine and electric winches. As you probably know, it is not a good idea to combine two types of batteries in a system, but Xantrex came to the rescue by designing a system that would charge both types while keeping them isolated.

AND THEN! It seems that there was this little pulley. It was needed to lift the centerboard. And guess what? It had to be mounted right where the Rolls batteries would go, which meant we would be three inches short for the batteries. You see, they stood over 24" tall and weighed in at about 1,000 pounds total weight. So they couldn't just be moved aside without affecting the balance of the boat!

And so we had to go back to the drawing board and try to come up with smaller Rolls batteries with equal amps. We did find something close, but it meant another delay.

And in the Meantime...It was still all ahead full at Shannon. The final paint

design of the hull was decided on. We will use white and gold accents to set off the claret color of the hull. This will give it a longer, lower look when in the water.

At the same time, the interior surfaces were given a few coats of varnish by Shannon's varnish expert, Colleen McAuley. Many of the cabinet pieces are varnished in their finishing room prior to being installed. We had spec'd a high gloss for the bulkheads and semi-gloss for the ceilings.


Colleen McAulay is the lady who makes the varnish shine at Shannon Yachts. She has been there 12 years, and when she puts on a coat of varnish, it is perfect!

Below: The completed Filter Boss System from our friend Andy Keenan at KTI is mounted and ready to go in place!



For Navigation and Entertainment When we first started thinking about the navigation, communication, and entertainment systems on Attitude, the conventional designs were always separate. In the “mega-yacht world" system designers have had free rein to engineer these systems so they will operate together. Well, if it’s good enough for the “rich” folks, it’s good enough for us! The first thing was to get an idea of the overall system we wanted. “Simple, simple, simple,” I said to Dan Freeman, our consultant on this project. With the understanding that the parts on this boat need to be something even I can understand, he came back to us with what seems to be a little complex, but really isn’t. With the Furuno Navnet 3D as a base, we worked our way out from there. Since we will get into sharing the computer system in a later issue, the tunes deserve a little mention here. We are going with Poly Planar’s MRD-70 marine stereo. We will even be able to use the cockpit stereo for sound for our own “sail-in” movies when we use a projector on deck. Very kewl indeed! As we have once again run out of paper to write on, we will have to continue this in our next issue. See you then.











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Harken Winches, Furlerswww.harken.com

Honda Tender Motorwww.honda.com


Hubbell Dock Powerwww.hubbell.com

IMTRA Int. Lightingwww.imtra.com


Lighthouse Windlasswww.lighthouse-mfg-usa.comLuther's Tanks



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FRM Attitude Length on Deck: 51’ 11”Length Overall: 55’ 7”Length on Waterline: 42’ 7”Beam: 14’ 3”Draft: Centerboard (Up/Dwn): 5' 6“/ 9' 9" Displacement: 44,000 Ibs.Ballast: 13,500 Ibs.Water: 180 gal.Fuel: (Diesel) 400 galWaste: 50

Notes on Electronics by Dan Freeman The above drawing is the core of the Furuno Navnet 3D system. Since the Furuno is based on ethernet cabling, it will be reasonably easy to add another layer of computers to run the entertainment portion. We are going with Poly Planar’s MRD-70 marine stereo, which lends itself to the multi station design so someone can watch a movie in the cabin, while in the saloon, Jody can be listening to her tunes, while Bob is cranking the jams in the cockpit! If he needs some help on deck, he can override everyone’s joy with a call on the intercom function.

The MRD-70 AM/FM/CD Receiver and RD-44 Display are the base foundation for an expandable multi-zone system


Perfection Takes Time! At a meeting a few weeks ago we had to make a decision, and it was a tough one: to try and finish the boat in time for the Annapolis Show, which we would have to rush, or to take our time and make sure that this "Hull #1" was perfect. Perfection was the winner. In order to create a truly world-class boat, one that will stand up to all that the sea can throw at it, lot's of little things have to be considered. As just one example, as we were mounting the newly designed Edson dual-station, dual-speed system, we

found that a pulley had to go in a specific spot. Placing it where it needed to go necessitated our moving the batteries, which affected the weight distribution. Walt wasn't happy with that, so we re-designed the batteries' configuration to put the weight where it belonged for the best performance. We have made a lot of advances in the final layout and engineering that we can't show you here, but when completed will make a big difference. The biggest innovation of this design will be that it

will sail in light winds like the Shannon 51 Performance Cruiser, but will be able to motor across any ocean using only about 400 gallons of fuel because of the dual Yanmar setup. Also, even though it has all the comforts of a luxury yacht, it will need very little charging to sit for days at anchor or undersail. Next month we will have more, or you can go to www.shannonyachts.com to see more recent updates.


Part 10 - Building a fast boat to perfection!By Bob Bitchin





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KTI FilterBoss Fuel Filterswww.ktisystems.com


Luther's Tankswww.lutherswelding.com


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U-Line Marine Ice Makerwww.u-line.com



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Yale Cordage Linewww.yalecordage.com



pg 159 Project Bitchin 52.indd1 1 9/8/08 10:11:35 AM

Everything Is Coming Together!

Over the past 10 months we have watched as an idea was put on paper (or in this case, on digital cyberspace!) and from an idea came a design. Over the last few months that design has taken shape in wood and fiberglass, and it is now actually starting to look like a boat.

One of the major design features that we were trying to accomplish was to have a boat that would perform under sail as well as the Shannon Yachts are famous for, and at the same time would motor as well as a power yacht.

To accomplish this Walter Schulz started with his time-tested hull design which has earned a reputation for ease of handling and graceful speed under sail. By raising the saloon a few feet he was able to design a true all-weather capability into the boat, which will allow the crew to stay warm and toasty in inclement weather. Of course, when the sun pops out the captain

and crew can move easily to the outside cockpit area and enjoy a day under sail, all the while enjoying the comfort of a Shannon.

When the saloon was raised Walter worked long and hard to keep the balance of the vessel as close to the waterline as possible. That will be one of the things that allows the boat to sail so well.

For speed under motor the single large diesel that is normally used was divided into a twin diesel design. Using two Yanmar turbo-charged motors will give the boat an

estimated 12 knots speed under power.

The original interior design was to be a three cabin layout. As the boat was created we decided we would prefer an office over a third cabin, so Walter was able to convert the third cabin. While doing this he and Jody redesigned the galley to have a bar area. This opened up the below deck

area for socializing around the galley and the office area, where we spend a lot of our time.


Part 11 - It's Taking On a Life of It's Own...The Finalized Cockpit and Interior Features.By Bob Bitchin


Notes on the Cockpit Redesign by Walter Schulz As the project has proceeded, one of the goals has been to make maximum use of the outside helm and cockpit area. I have lengthened the seats to 6'2" so that it is possible to lay down on them to sleep outside - one of the great pleasures at anchor in the tropics. The helm station now will be a molded fiberglass unit that will accommodate two people behind the wheel and two people in front of the console also facing forward. There will be storage under the two bench seats and the two double helm console seats, as well as a spot for the propane tanks. The lack of good places to sit and sleep outside plus no cockpit storage is a problem with conventional center cockpit yachts that has been well addressed in the Shannon Global 52's innovative deck plan thanks to the bitchin' (I mean helpful) comments and excellent input from Bob.


The cockpit area has been opened up as well. This was done so we could be as comfortable as possible when cruising the tropical zones, where an outside cockpit is essential to the enjoyment of a cruising vessel.

A lot of small things have been added as the boat comes together. Little things like storage areas under the stairway to the aft cabin. As you know, in a boat there is never enough storage, and even on a 52 footer, every inch of space is needed.

One of the key features of a Shannon is easily accessible systems. From the very beginning, it has been a trademark of a Schulz design. This comes from Walter's

background. You see, one of his early positions in the marine industry was doing warranty work on yachts. This training early in his life led to his building in plenty of access. You will find on a Shannon there is virtually no space that cannot be accessed.

Speaking of accessibility, you will notice there is a washer and dryer on the boat. One of the things that we learned from 15 years of living aboard our previous boat was, a good washer and dryer are a necessity if at all possible. Space being what it is on a boat, sometimes you just can't fit them in. Here, Walter came through in high style. He was able to "stash" the stackable Ariston Splendid 110 volt washer and dryer right


Here you can see the under-stair storage (above) with the Nav-Station storage area being built. The Ariston washer and dryer are installed next to the wet locker and have their own holding tank for discharged water to keep the harbor clean & green.

The final cockpit design shows plenty of space and built-in comfortable areas.



at the base of the steps, and when not in use you won't even know they are there. But when needed, they will be easily accessible. Also, we have installed an isolated holding tank for the washer, so we won't be spewing soapy water in the harbor when we use the washer in the marina. This is an often overlooked feature that makes a big difference to neighboring vessels.

The aft owners cabin also has a lot of open space, giving the boat an open and airy feel while still allowing plenty of storage and places to stash goodies, and a large centerline bunk. With any luck, next issue we will be able to show you photos of the boat with the house and

deck in place. That is when it really starts to get hectic, as the boat enters its finishing stages and it all comes together as a functioning vessel.

The plan is to have the boat finished for the Miami Boat Show in February. Everyone at Shannon is working to a

launching deadline of late December or early January. That way we will be able to get the rigging up, take her out and test everything so we can fine-tune her, and then sail her south, to warmer climates and to the boat show.

But for now, once again, we have run out of paper, so we will leave FRM Attitude for another month.










www.edsonmarine.comEuro Marine LopoLights

www.euromarinetrading.comForce 10 Galley Stove


www.forespar.comFortress Storm Anchor

www.fortressanchors.comFourwinds Wind & Solar



www.furuno.comGarhauer Main-sheet traveler

www.garhauerarine.com

























Pelican Products Flashlights www.pelican.com




Praktek Fenderswww.praktek.com






















www.yalecordage.com


Here you can see the starboard and port cabinets being built for the aft cabin. Everything is pre-finished and then built into place.


Coming Into the Final StretchIn some ways it's hard to believe it has been a year since we started this

project, and in other ways it seems impossible that it could be so short a time since Walter Schulz first started to create the Bitchin Global 52. But it was at the Annapolis Boat Show last year the idea was formed, and we have gone from a few sketches on some pieces of paper to a full blown hull, deck and basic interior layout in that short a time.

With the deck in place the majority of the interior has now been created, and the openings for the New Found Metals' stainless ports have been cut, ready for their placement.

The mold for the upper house has been completed, and a Homasote mock-up has been put in place in order to get the correct measurements and placement for the custom Bomon windows which will be created for the saloon. This had to be done because there is a minimum of six weeks for their fabrication. It also allows us to put together a Homasote mock-up of the interior setup. In this way we have a chance to actually "walk the deck" and make sure that the inside steering station and nav instruments will be easily accessible, and the seating will be both practical and comfortable. After all, a key part of the design is to insure comfort while cruising as well as safety and strength.


Part 12 - The Deck in Place...The Saloon Design Comes Together!By Bob Bitchin


On the right you can see the deck, now complete. The holes for the New Found Metals' stainless portholes are cut and ready. Below, on the right, a Homasote mockup of the saloon was fabricated so the Bomon window system could be designed.


By the way, the plan to have the boat at the Miami Boat show doesn't look like it will happen. We don't want to rush the completion of the boat, and, this being hull #1, it is taking a bit more time to complete than originally planned, but we know the wait will be worth it.

But there has been a lot going on that you can't see here, and next issue we promise to have a lot more showing what has been accomplished now that all crews are working on the completion.

Next month's issue we will have a lot more to show you and plan an extended article!


The top photo shows how the final layout is being built from Homasote and dry-wall screws for finalizing the "ergonomics" of the saloon. Below, the inside steering station and nav instrument area are dummied, while on the bottom of the page the galley pass-through (l.) and port settee (r) are mocked up as well. Hope the settee is more comfortable than it looks here when finished!

While at the Annapolis Boat Show we stopped and checked out the Side-Power Thruster we had installed on the boat. Thought it might be easier to see like this than it is when installed!




Concept The Bitchin 52 is being designed and built to be

a comfortable boat for a couple to cruise easily, economically and in safety anywhere in the world.

The completed project will have all the comforts of home and a comfortable place from

which to sail the world in a safe environment using as little outside energy as possible.





www.bomon.comBristol Cushions Seating

www.bristolcushion.comBrownell Boat Moving


www.veco-na.comEdson Steering





www.fortressanchors.comFullriver USA AGM Batteries



www.garhauerarine.comGlacier Bay Insulation


www.glenraven.com



















Mystic Stainless Stainlesswww.mysticstainless.com
















Scan Marine Heating Systemwww.scanmarine.com













www.westlandsales.comWallas Heating

www.scanmarineusa.comWhale Water Systems



www.yalecordage.comYachtwire Electric Panels

www.wewireboats.comYanmar Diesel Power

www.yanmar.com


Here you can see the forward cabin getting the final assembly now that the deck is in place.

Notes on the Galley by Walter Schulz As we finish the galley on Shannon 52 Global #1 I am reminded of how innovations from marine suppliers improve boats. Improvements in insulation and refrigeration units have made the American birthright of an ice cold beverage of your choice an all-the time-reality when sailing. The Glacier Bay vacuum insulation panels that Bob and Jody selected are the best available, and have dramatically improved the R value insulation of the ice box/refrigerators while significantly decreasing the thickness of the insulation when compared to foam insulation. The panels operate on the same principle as a Thermos bottle, which the people at Glacier Bay can explain better than I can. This results in more room inside the refrigerator and the freezer, which leaves more space in the rest of the galley for all those other "necessities" of life, like Bob and Jody's trash compactor. Refrigeration units have gone from being the number one source of boat builders' warranty problems circa 1978 to be one of the ship's systems that you almost never have to think about. And Bob has selected one of the best units, the Kool Blue from Technautics. As I look back on the 33 years since I founded Shannon, there is not a single area of our boats that has not been improved by innovative products from our suppliers. Better insulation panels and 12VDC refrigeration may seem insignificant in the cosmic scheme of things, but from my perspective they are representative of the never ending quest for excellence by American manufacturers.


Meanwhile, Over at Bay Sailing Equipment...The man behind the rig for the Project Shannon is a

legend in the sailing industry, although he'd be the last to say it. Frank Colaneri, who owns and runs Bay Sailing Equipment in the city of Fall River, Mass., is known for taking on some of the biggest sailing rigs (not to mention the finest!) in the US, and all over the big blue ball we live on.

Besides that, for the past thirty-some-odd years he has been doing the masts for Shannon, and no Shannon has ever lost its rig. That says a lot in itself, but there is also the fact that Frank is one of the world's leading authorities on using Navtec rod rigging. His rigging shops in Massachusetts and California are well known as the authorities in rod rigging, and that is what Walter Schulz spec'd for this boat, as he has for all Shannon sailboats.

The Forespar mast is being formed from the mast extrusions you see below. Once they have been assembled, they will be finished at Bay Sailing Equipment shop, with all the wiring and lighting pre-installed. Then the Forespar LeisureFurl boom will be added, and the whole setup will be rigged using Navtec rod rigging, which is the acknowledged leader in rigging. Having rigged dozens of the most well known sailing yachts in the world, Frank and his riggers are still designing the

final stages of the rig, which we will cover as it gets closer to installation.

Now as I am sure you are aware, where and how the rigging attaches to the vessel is of the utmost importance to the strength of a rig. The original design has been created by the boat's designer, Walter Schulz of Shannon, and the rig will be built by the Bay Sailing Team,

Those of you who are into auto racing might recognize Frank. He has been involved in the racing scene for more years than he likes to admit, and has run some of the fastest cars on Earth... but that's another story. Right now we are talking about the Project Shannon Global 52.


Part 13 - The Raised Saloon is Cast...The Rig and Stainless Come into Play.!By Bob Bitchin

Additional photos by Bill Ramos


On the left you see the start of our mast. Below is Frank Colaneri, a legend in marine rigging, who is designing our rig with Walter Schulz.

pg 107-109 Project Bitchin 52ne1 1 12/4/08 6:25:30 AM

In order to maintain the strength needed for a true world cruising yacht, what is almost as important to the strength and stability as the design and the rig itself will be the quality of the stainless where the rigging meets the boat. Once again we have gone to the best we could find.

Charlie Marques is most well known in the sailing community for the Mystic Stainless ladders that are found on most of the better sailboats. They are the ones that fold up and out of the way, and then deploy almost automatically. We had one on the Lost Soul and wouldn't think of having a boat without a Mystic ladder.

But what we also learned is, in the New England area, Charlie is somewhat of a celebrity when it comes to his custom stainless work. On a recent visit he took us to see a 76' classic that he created most of the stainless on, and I immediately asked Walter if he could do the stainless for the boat. Walter not only agreed, he said Charlie was well known in the area as one of the best stainless men in the marine industry. How kewl is that?

You see, there is another reason I wanted him to do the stainless. It has to do with friendship. For the past few years, Charlie has had the booth right next to us at the Annapolis Boat Show and we've become friends, so this is a double good thing for Jody and me.

But I digress. Below you can see the final creation of the raised saloon. Pics #1 & #2 are of the fiberglass being hand-laid into the mold, and photos #3 & #4 show the rear of the finished house, before any of the cutouts


#1

#2

#3

#4

In the drying room the bow pulpit

sits after another coat of varnish.

Charlie Marques of Mystic Stainless works on some stantions at his shop.



for the hatches, companionways or windows are in.

And finally, at the right you can see how the insulation has been created for the reefer and freezer. In photo

"A" you see a close-up of the Corian on the plywood, which is attached to a layer of Glacier Bay's high-performance super insulation, Barrier Ultra-R. At R-50 per inch (10x the insulation value of polyurethane foam), it has the highest thermal insulation performance currently available anywhere. Once installed, this will create an insulation that will reduce the amount of power needed to keep things cold while we cruise. Barrier Ultra-R is a rigid, polypropylene-encased vacuum insulation panel that is custom-made to a template

that was created at Shannon and sent to Glacier Bay in Northern California to be fabricated.

And with that, once again, we have run out of paper, but as you can see, things are starting to ramp up and in our next issue we should be able to cover a lot more for you.

Design Comments by Walter Schulz One of the most important aspects of yacht design and construction is the cockpit. A cockpit has to be ergonomically correct so that the crew is comfortable at all times and safe, especially in extreme weather. Ninety percent of daylight hours are spent in the cockpit, so if the seats are uncomfortable, or the distance between the seats is too great so that you cannot brace yourself when the boat is heeled,

then the cockpit is not a success. On this cockpit I spent many hours including building several full size mockups to get it right. I wanted a cockpit that had seats long enough so that you could stretch out and relax or sleep in nice weather. Of course the second interior helm station precludes the need to be outside when it is nasty, but you still want to be comfortable as possible if you are out

there. Forward facing seating for more people than the helmsman is always a nice feature if space permits, and the raised location of the Shannon 52 Global allowed me to include a double-wide helm seat for two average people or one exceptional large human being. Locating the cockpit raised up so that you can see over rather than around or through windows in the wheelhouse was a necessity.













www.fortressanchors.comFullriver USA AGM Batteries



www.garhauerarine.comGlacier Bay Insulation


www.glenraven.com
















































www.westlandsales.comWallas Heating

www.scanmarineusa.comWhale Water Systems



www.yalecordage.comYachtwire Electric Panels

www.wewireboats.comYanmar Diesel Power

www.yanmar.com


A


C r ea tin g th e Y a c h t Attitude Step by Step - From Thought to Launch

Part 14 - The Hull and House are CompleteDuring the Holidays, the Work Goes On

By Bob BitchinPhotography by Taylor Klotz



The Holidays and Bad Weather Don't Slow the JobThis month (December) saw some

of the worst weather in decades slam into New England, and the Schulz Boat Company, home of Shannon Yachts, was buried under huge drifts of that cold white stuff. But that didn't even phase the folks at Shannon. They still managed to get to the shop and keep the project going as if there were no weather problems at all. Even with the Christmas and New Years holidays, the project never slowed.

Now the boat is complete from the keel to the top of the house. Well, almost to the top of the house. As you can see there is a rather large opening there, but as the boat nears completion you will see why this was created in this fashion.

The blue tape shows the layout for the Bomon window system that is being created at their Canadian workshop. The specs were determined once the house was in place so all the measurements could be verified. Now that the exterior of the boat is pretty much completed, the interior can be finished.

As you can see, nothing is left to chance when a new Shannon is created. The last thing any cruiser wants is to find an annoying leak once you are cruising through the tropics and a rainstorm hits, or worse yet, while rounding the Horn. Because this is hull #1, there is a lot of meticulous nitpicking, and there is no one who looks at the design as it comes to life more than the boat's designer and creator, Walter Schulz. At each step he spends hours walking the deck and the interior, making sure that everything that


Part 14 - The Hull and House are CompleteDuring the Holidays, the Work Goes On

Latitudes & Attitudes 125


is put on the boat is in its best position and will perform in the way it is designed. That's probably why 100% of all Shannons built over the past 34 years are not only still out there sailing, but most are worth more now than what they cost new.

Walt Schulz and I struck up a “brotherhood of the non-shavers” friendship at the boat shows many years ago. Walt says that he looks like an accountant when standing next to me with all my tattoos and jewelry. But after sailing 100,000 miles all over the world, Jody and I were looking for our "perfect" boat. The #1 boat on the wish list was a Shannon. When I saw Walt’s plans for the Shannon 52 Global I knew I'd found what I wanted, and after five minutes of intense negotiation we gave Walt a deposit (I signed a dollar bill and wrote "Deposit on a new Shannon!"), and hull #1 of the Shannon 52 Global to be named Attitude become a reality.

The Shannon Global 52 has a wheelhouse featuring an interior helm station with swivel chair, entertainment center with 44” LCD TV, dining area, nav station with swivel chair, and two settees that convert to sea berths; forward

and aft cabins each with a large double bed and en suite head with shower stall; sea-going galley with breakfast bar featuring two swivel chairs; and an office area with a desk, liquor locker, ice maker and bench seat featuring all the communications connections necessary to run a magazine while drinking a mai tai at anchor in Bora Bora.

We ended up using a lot of innovative equipment from suppliers who advertise in Lats&Atts. While Shannon has always used their preferred vendors, we wanted to work with the folks who have supported our magazine, so we introduced Walt to people we wanted to work with, and in doing so Shannon has now made relationships with many new vendors who they discovered because of this project.

Now that the complete hull and house design have been finalized, we will be able to get into all the goodies that will make this boat truly unique. It should move a lot faster now, so in the next few issues we will be able to show why we chose many of the items we will be using.

But as always, we have run out of space, so we will have to wait until next issue, when we will have more on the Bitchin-Global 52, Attitude.

Here's a list of the people we are working with





Bay Sailing Mast/Riggingwww.baysailingequipment.com


Bristol Cushions Seatingwww.bristolcushion.com




Euro Marine LopoLightswww.euromarinetrading.com

Force 10 Galley Stovewww.force10.com

Forespar LeisureFurlwww.forespar.com



























Design Comments by Walter SchulzA pallet of sailboat hardware from Harken in Wisconsin arrived at Shannon last week for Bob and Jody Bitchin’s Shannon 52 Global,

Attitude. From the 12VDC winches to the genoa tracks to the standup deck blocks, it is all beautiful equipment. When you look at anything made by the company of the brothers Olaf and Peter Harken, you can tell that everyone from the person who designs the Harken hardware to the person that machines it on the factory floor, knew that it was going to be used in one of the harshest and most physically demanding environments – on a sailboat in a storm in the ocean – and they did their job right. The Harken brothers revolutionized headsail roller furling with their design use of needle bearings over 20 years ago, and it is interesting to see this innovation continue with the new 12VDC roller furling unit that they supplied for Bob and Jody’s Shannon. As I look at this Harken hardware, it reminds that the two things that the company of the Harken brothers never lost sight of, but that sometimes get forgotten in 21st century boat building are: 1. It is a boat; and 2. It is a sailboat. While I realize production boat builders have to respond to the market, a sailboat is not a condo and visa versa. While at Shannon our focus for the last 34 years has always been on bluewater cruising boats. Some of the people we build boats for want the latest gadgets that really have nothing to do with sailing on their boat. I myself love widgets and trying new things, but do you really need to interface the coffeemaker to the autopilot so that a fresh pot of coffee is brewed and ready automatically right after you set the anchor? While Bob and Jody have had their moments (like the washer and the dryer that are bigger than the ones in my house!), because of their experience (and common sense), Attitude reflects the understanding that the sea is a fierce and demanding yet beautiful environment. And while a boat not done right can kill, it can also provide exhilarating pleasure. But those moments of bliss come to me when the winds are blowing and all the sails are in tight, pulling the boat along almost effortlessly. And while it is nice to come below and smell the fresh brewed coffee right after you drop the anchor, it is important to keep in perspective that form has to follow function, especially on a sailboat. That has been and will always continue to me my advice to the people like Bob and Jody that Shannon has the opportunity to build boats for. And it is nice to see the American sailboat equipment manufacturers like Harken have not forgotten that every piece of equipment that goes on a proper sailboat best be built good and strong. Walt Schulz


Mobil Marine Elec. Panelswww.wewireboats.com































Wallas Heatingwww.scanmarineusa.com




Yanmar Diesel Powerwww.yanmar.com

to create The Shannon Bitchin - Global 52


A Holy Boat - The Right Way!After spending so much time and

energy to create a one piece hull and a one piece deck then joining them together, the next step is to cut a lot of holes in the boat. With the nine cutouts for the heavy duty marine windows currently being made by Bomon of Quebec, Canada, the wheelhouse is looking beautiful. The water views through the “picture windows” are going to be spectacular. All the stainless steel opening portlights from New Found Metals in Port Townsend, Washington and the stainless steel deck hatches from Hood Yacht Systems in Florida will insure visibility and ventilation in all the cabins.

Part of the process of installing the windows, ports and hatches involves sealing the edges of the cut fiberglass laminates. Shannon first removes the divinylcell PVC cross link composite

core, then packs the edges with a polyester putty. Finally the edges are sealed with epoxy resin. The ports, windows, and hatches will then be bedded with ample amounts of Life Caulk/Boat Life polysulfide caulking. Bedding stainless steel hardware can be subject to leaks as the manufacturing process of the hardware leaves an oily film on the surface that is almost impossible to remove with solvents. To insure that the bedding will stick to the stainless, Shannon coats the interior surface of all stainless steel hardware with a 3M epoxy sealant developed for

the aerospace industry. This light green colored “paint” sticks to the stainless, then bedding sticks to the “paint.” This is the one step you can’t see and don’t appreciate until the boat doesn’t leak. All those holes in the hull under the waterline (a scary thought you really don’t want to focus on) involve similar


Part 15 - Cutting Holes - A Final StepThe Importance of Air and Water Flow

By Bob Bitchin


construction techniques. For thru hulls for engine intakes, sink drains, etc. we are using Marelon seacocks from Forespar in California. The resistance to galvanic corrosion of Marelon seacocks is a real advantage. The Marelon fittings are through-bolted together to form the body of the seacock, making them fantastically strong and easy to operate. Other critical components exiting the hull are the propeller shafts. Rather than just having the twin shafts on Attitude exit from the bottom of the hull, we added two carbon fiber tubes that are reinforced with gussets laminated directly to the hull. Again, this is another piece of Shannon over-engineering that will prove its merit if I ever break my perfect record of never


Here's a list of the people we are working with Builder: Shannon Yachts

www.shannonyachts.comArtisan Mattress Mattress

www.artisanmattress.comBalmar Alternator system

www.balmar.netBay Sailing Mast/Rigging

www.baysailingequipment.comBomon Custom windows








www.forespar.com

























having ever run aground (yeah right.) Actually, having "settled" on the bottom more than once, the extra strength that has been engineered into this boat will come in real handy.

As you can see, there is a lot more to finalizing a newly designed boat than meets the eye. The circulation of air and water is one of the things that make a cruising boat either work, or not work. Here you can see one of the reasons Shannon has built such a great reputation. They not only engineer a boat to look and sail well, but they also go that extra step when planning for ventilation and circulation of water, both salt and fresh! So we will have the option when the weather turns, to keep a good airflow while staying dry and warm below decks. This will come in real handy if I ever decide to do something stupid, like maybe sail down to Antarctica.

Naw, that'd never happen, right?Once again we've hit the edge of the paper. As Attitude looks

more and more like a boat, we can’t wait for the launching.


Design Comments - ShannonOne of the subtle yet critical design criteria of yacht design is ventilation. Sometimes I do second guess myself wondering if I have spent too much effort to make sure that air flow is right in all conditions and climates. Then some Shannon owner will stop by our shop or come to the boat show to tell me about a week-long passage in wet, cold weather with several large unwashed men on board (Bob - don’t be so self-conscious - nobody’s looking at you) and the baffled dorade vents insured that their Shannon did not smell like the locker room at the high school gym by the end of the trip. Similarly, owners from Florida will say thanks for all the hatches and opening ports so that on most days they never have to turn on the air conditioning. Air flow is not as simple as it seems, as due to the Venturi effect, exhausting air is as critical as letting in. Air must move through the entire interior, including all the lockers to inhibit dampness and prevent mildew. I hate to take a shirt out of a locker and have it feel wet, so every door on every Shannon has louvers. Similarly, there is only finished wood ceilings properly spaced away from hull and not carpet glued to the inside of a locker on a Shannon, as nothing smells worse than a wet rug. Air conditioning is a wonderful thing that must have been guaranteed to all Americans by some recent amendment to the Bill of Rights, and we will be putting some high tech Climma units into the boat for Bob and Jody. But there is going to be nothing finer then sitting in the wheelhouse aboard Attitude enjoying the scenery in Red Brook Harbor on Cape Cod (the favorite anchorage in the world of my two daughters, Erin and Bree) on a brilliant hot summer’s afternoon with just enough of the sou’west breeeze coming through to cool the boat down. Walt Schulz

Mobil Marine Elec. Panelswww.wewireboats.comMystic Stainless

Stainlesswww.mysticstainless.com
















Scan Marine Heating Systemwww.scanmarineusa.com





















Design Comments - MarelonOne of the areas often taken for granted but extremely important to the integrity and usability of a vessel is the water exchange through the hull of the boat for both the engine and plumbing. For seacocks, sink drains, vented loops and thru hull fittings, we chose to use Forespar’s Marelon polymer parts. These valves and thru hulls are precision molded glass filled nylon which are far superior to the traditional bronze fittings. The Marelon parts are ABYC & UL compliant and are the only polymer based fittings approved for use above and below the waterline. In addition to being very strong, the Marelon fittings are completely non corrosive and give us freedom from electrolysis or reaction to any metals. The thru hulls fittings also need no bonding to the hull! The seacocks require minimal maintenance and will last for years. In researching this material we found that over 200 power and sailboat builders currently specify and use Marelon parts. Walter has been using Marelon parts for years so he was completely familiar with these fine products.

A View For All Seasons!One major feature on the project

Global 52 is the raised pilothouse. This will allow us to stand watches in relative comfort while still having a great view all around. This is being accomplished by the use of Bomon windows, which are built in Canada. These window systems have been the mainstay of many yachts. They are built strong, and once in place secure the interior from bad weather and adverse conditions.

The windows are produced from Reynolds/Bon L 6063 marine grade aluminum and we chose the powder-coated white for the exterior to match

the hull colors. Once the windows have been custom made, Bomon creates screens for the opening windows, so when we are in tropical climates we can open the windows and enjoy the fresh air.

The house has been constructed using Divinylcell, a crosslinked PVC rigid foam core chosen for lightness, which has been fiberglassed for strength. The foam is a full 1" thick to insulate as well as give the structural strength needed for adverse conditions at sea.

In order to assure there will never be a leak into the structure, the foam is cut away from where the windows, ports and hatches are mounted, and


Part 16 - Windows & Ports are AddedClosure is Getting Closer

By Bob Bitchin


the area is filled with a resin based compound that hardens like cement. Tthe windows are then caulked into place over the hardened material. This is a Shannon exclusive.

In the photo left you can see how the foam core is cut away before being filled with the hardening mixture to seal against any leaks in the future. There is no balsa core used anywhere at Shannon because if it gets saturated with water it causes major problems. Below the Shannon crew prepares the Bomon window, pre-fitting the aluminum mounting hardware to assure a perfect fit once it is in place.

As with every boat I have owned over the last 20 years, the portholes are from New Found Metals. NFM ports are built using a thru-bolt system that seals the porthole by clamping the outer-ring directly to the inner housing, thus making it a structural bond, unlike many ports that simple use caulking to seal them with a "beauty ring" on the outside, where the real strength is needed.

We are using three different size NFM ports, which will allow better ventilation when in the tropics and more strength when battling the conditions we will encounter in the southern oceans.

On the page opposite you can see two areas I wanted to point out which, once the boat is completed, you will never see. In photo A, Bill Ramos is pointing to where the bulkhead meets the overhead. This is set in epoxy and then glassed into place, to give the strength that Shannon has been famous for. Since 1973 Shannon has never lost a boat. 100% are still sailing. This is a testament to their strength.














www.forespar.com

























In photo B you can see the cutout for the hatch before it is cored and filled. What you see is the Divinylcell PVC rigid foam core, a full inch thick, which is being used to insulate and give strength, while being extremely light weight. This is one of the reasons we were able to raise the saloon and still keep the weight low for better sailing ability.

Once again we have hit the edge of the paper, and will have to wait until next issue to see more of what it takes to build hull #1 of a boat designed to take on whatever the oceans can throw at it. There are no shortcuts to creating a vessel like this.


Design Comments - ShannonVince Lazarra was one of the pioneers and great men of the American sailboat industry. He started in California in the 1950s, and after selling Columbia Yachts, he moved to southwest Florida. His Gulfstar Yachts was a dominant force in the sailboat business during the boom years of the ‘70s and ‘80s. His two sons, Dick and Brad, learned the business from their father, and then they moved on to powerboats where their current company, Lazarra Yachts, is one of the world’s premier mega yacht builders. Vince (Mr. Lazarra to me during the early years when I was getting Shannon started) established the area around Tampa/St. Pete as a Mecca for American boat building. I heard a story in the early 1980s that during the design process of a new 60 footer, Vince, in his effort to always build a better boat, hired some NASA-type engineers to do a stress and load study by attaching multiple monitors and sensors on the hull, deck and rigging. The non-sailor engineers were amazed at the constant forces and harmonics experienced by a sailboat pushed by the wind moving through the water. These tests showed that no matter how thick fiberglass laminate is, it will deflect, twist, and bend when the boat is sailed hard. On the practical side, doing boat repairs and manufacturers warranty in the years before I founded Shannon, I knew the degradation that can occur where hardware like windows are attached to a deck house. Accordingly, as my large friend Bob saw during his recent visit to inspect our progress, at Shannon we take the extra step to remove the core from the fiberglass laminate on the perimeter of all windows and replace it with a solid fiberglass mastic. Where the widows are thru-bolted there is no breakdown of the area surrounding the fasteners, as would occur over time if we didn’t take this step. This helps to insure that there will be no leaks long term. As the testing done by Vince Lazarra showed, and my 40 years in boat building has proved, it has paid for me to do it right when building every Shannon, especially when there is a distinct possibly that I might get shanghaied on some crazy sailing adventure by a big individual and his beautiful wife that own one of my boats. Walt Schulz

Mobil Marine Elec. Panelswww.wewireboats.comMystic Stainless

Stainlesswww.mysticstainless.com





































A B

Why Two are Better than One!It dawned on me that there are

probably a lot of folks out there who are not aware of the reasoning behind using two smaller engines in the place of one large one. On the following pages this will be explained in depth, but I can clear it up pretty fast by putting it into a terms even an ex-biker (that'd be me!) can understand.

You see, using two engines instead of one will allow us to

"motorsail" better than using a single engine. With a single large engine, you turn down the throttle to save fuel, but that is not how diesel engines like to run. It is far better to have a smaller engine when you don't need full power, so it can run at its optimum RPM without burning a lot of fuel. As Walt will explain

a little further in the article, there are a lot more good reasons for "splitting the horsepower."

Also, we will explain a little about the custom Bomon window system. After the previous issue we heard from some readers expressing concern about using such large opening windows on a world cruiser. At first I was a little concerned as well, but both Bomon and Walter Schulz calmed my worries. First, it is all tempered glass, and secondly, we will have Lexan window covers

for heavy weather, so not to worry.On the next couple of pages are comments from the

builders of the windows, as well as a little more on the engine configuration. This will have to be it for this issue, as we have once again run out of space!


Part 17 - The Secret to the Engines ExplainedA Little Clarity on the Windows

By Bob Bitchin


Looking more and more like a boat, the Shannon-Bitchin Global 52 is close to becoming a reality!


Design Comments - The MotorsOne of the most innovative features of the Shannon 52 Global Attitude is the twin diesel propulsion system. It goes without saying that twin engines offer redundancy in case of the failure of one of the engines. Another plus is the ability to only run one engine. Even on sailboats fuel economy is important. The idea of putting a single big diesel in and running it at low RPM to take advantage of lower fuel burn at the lower RPM does not work. To run a diesel at low RPM is not good for the motor as unburned fuel carbons up the injectors, injector pump, etc. Thinking that you are babying a diesel by running it at low RPM for extended periods of time is a mistake. Diesel motors run best when pushed at 80% cruising RPM. Diesels like even wide open throttle (WOT), but the fuel burn can almost double to go from cruising RPM to WOT. In situations like power sailing or looking to extend range by powering at a low speeds during a passage, shutting down one of two engines is a real advantage, as the one engine can be run at cruising RPM for long periods of time. Running a motor when a sailboat is heeled can be a problem as the engine oil will not circulate properly. An engine cannot be angled more than 8 degrees without potentially damaging the engine. As the leeward engine will be run to push the bow of the boat into the wind when power sailing, the two engines on Attitude are angled inboard 5 degrees. When the boat is running flat, the slight tilt of the engines allow the engines to operate properly. When the boat heels to a little more than 10 degrees, the leeward engine can still be run safely. A single diesel of course cannot be angled like this and run on both tacks. Twin engines have been standard for many years on powerboats and larger sailboats, but they make sense on any sailboat larger than 50’.














www.fortressanchors.com
























Mobil Marine Elec. Panelswww.wewireboats.com



Design Comments - BomonWhen custom-building windows for a project of the size of the S-B 52, we usually start where everybody knows what they want but have not figured out how to build it. This was not the case with Shannon. They sent us templates of the window opening cut-outs, which we produced Cad drawings for and FedEx'd them to Shannon for approval. Adjustments were made from the Cad drawings and the green tempered glass (the really expensive stuff) was ordered. We bent the frames, machined the trims, and shipped to the powder-coater. We experienced no problems during assembly, cleaning and packaging and were able to ship in a total of 5 weeks from the date of order.

Here's a closer look at the Bomon window system.

Here you see the twin Yanmar turbo-charged 75HP engines,

which have been set at a 5° angle.













Reverso Oil Change Systemwww.reversopumps.com

























Design Comments - Walter SchulzThe twin Yanmar diesels that we have installed on Bob and Jody’s Attitude are a marvel of modern engineering. Long ago Japan decided that they would start designing and producing diesel engines that would dominate the under 200HP market worldwide someday. Looking at Yanmars and the other Japanese diesels, you can see the reverse engineering as they had looked at what the rest of the world had to offer and made their motors just a little bit better. In 1978 Shannon was one of the first American boat builders to move to a new Japanese diesel as I made the Yanmar 2GM 15HP standard on the Shannon 28. My decision to go with Yanmar had some history to it. When I was just getting started in the boat business rebuilding marine engines, the first person to extend me credit was the owner of Mack Boring of Union, New Jersey, Ed “Mac” McGovern, Sr. The concept that he would give me a rebuild kit, wait for me to do the work, and then trust me to wait for his money until I was paid was a wonderment. Although I am the biggest pain-in-the-ass boatbuilder for suppliers, the Shannon and Mack Boring relationship is still strong 30 years later. Son Steve McGovern has continued the good customer policies of his father, and when I call to say we have an engine problem, he gets his people on it right away to fix it. And while there are not too many problems with Yanmars, they do happen, and that is why there are two Yanmar diesels on Attitude, in case one breaks. My philosophy of boatbuilding can be summed up: “If it is mechanical, electrical, or turns on your boat, it will break eventually, and always at the worst possible moment.” As we are doing for Bob and Jody, the emphasis at Shannon for the last 34 years has been to provide easy access and as much redundancy as possible to make long distance cruising and living aboard as hassle-free as possible. Walt Schulz

The large Bomon windows will allow us to "stand watch" from the comfort of the main saloon!

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