[Public-list] Outboard bracket

[Jack Vanderloo]

Paul,
Sorry for the length (could not get a page-specific URL reference), but 
try this:

"  Article published in Cruising World Magazine
and in La Revue maritime L'Escale  (in French)

Re-powering Jean-du-Sud

Before he set out around the world, Yves Gélinas took the engine out of 
his Alberg 30 Jean-du-Sud. When time came to re-power his boat after 
coming back home, the designer of the Cape Horn Integrated Self-Steering 
System adopted an original solution.

In order to sail a four-ton boat non-stop through the Roaring Forties, I 
had to make its structure and rig capsize-proof. I also had to take off 
any useless weight : with the needed provisioning and spare parts, my 
little boat was loaded to its maximum and any excess weight increased 
its vulnerability. The first item that went was the Universal Atomic 
Four engine : with its ten gallons of gas, it would be of little use in 
a non-stop 28,000 miles voyage.

The other item I got off the boat was the steering wheel : I had just 
designed a self-steering system that could steer through any weather, 
and the wheel became useless, a tiller being enough if I ever had to 
steer by hand.

I did not succeed in sailing non-stop : I was capsized and dismasted in 
the Pacific Ocean and I had to stop at the Chatham Islands to repair the 
mast. I did reach Gaspé (Québec) however, after 282 sailing days, 
without steering .

The engine had been left behind in Brittany and after I came back I 
could not afford to have it shipped home. In any event I did not want to 
put a gasoline engine back into my boat. So I sailed without an engine 
for a while. I used a long oar instead, not so much for propulsion, but 
rather to make sure the boat took the wind on the offshore tack when I 
pulled up the anchor. It also helped in maintaining way as far as a dock 
by sculling after dropping sail. In a calm, if a harbor was at any 
distance, I rather used my old Seagull on the Zodiac, lashed to the 
quarter, which gave the boat a speed of three knots.

Sailing like that without an engine, I found that I did not go so far in 
any given time, but I enjoyed it as much. Yet, after ten years of 
coastal cruising, I had visited every destination I could reach without 
an engine between Gaspé and Ottawa many times and I decided to re-power 
my boat. However, having a certain tendency to question generally 
accepted ideas, I did not think an inboard diesel would be the best 
solution. Bob Townsend, a member of the Great Lakes Alberg 30 
Association, told me he had a trailer built for his boat and he hauled 
it without problem from Toronto to Newport RI to enter the Bermuda 
One-Two Race. That made me think : maybe the best solution would not be 
to put an engine back into the boat, but to have the engine in front of 
the boat, in a vehicle, with the boat on a trailer. This would yield a 
speed of forty knots on the road, versus the six knots on the water with 
an inboard engine, accessing a much greater number of cruising grounds.

However this did not address the problem of entering harbors or moving 
the boat through calm weather. The solution to this was inspired by an 
other friend who replaced the Atomic Four of his Grampian 29 with a 9.9 
hp outboard engine with no appreciable drop in speed.

But I did not want the usual spring-loaded outboard bracket bolted to 
the transom, as the stern of my boat is reserved to the Cape Horn 
self-steering. I could have retained the solution used on my previous 
boat, a 24 ft Olympic Star, and mount the outboard in a well in the 
lazarette. After thinking a while about it, I rejected this solution for 
two reasons : first the lazarette on my boat is one of the four 
watertight compartments that could keep my boat afloat in the event of a 
major leak and I did not want to lose this feature; second, the drag of 
the shaft and propeller while under sail is not negligible and I would 
have to pull the engine completely out each time I sailed to avoid it. 
While acceptable for a long passage, this solution is not in coastal 
sailing, the engine being used too often.

After some experimenting, taking advantage of the tools and materials I 
currently use in building my Cape Horn vanes, I was able to make an 
engine bracket placed on the port quarter, that pivots at deck level and 
allows a 9.9 hp long-shaft outboard motor to move up or down. In its up 
position, the engine blends with the weather-cloth and (almost) looks 
like any dinghy motor stowed on the rail. In its down position, it 
pushes my boat at 6 knots, enough to move it in calm weather and even 
against a moderate head wind. The only drawback is the prop sometimes 
coming out of the water in a heavy chop and I must reduce speed to keep 
it from racing.

One end of this crank-shaped support pivots inside a foot-long tube 
placed over the rail forward of the stern pulpit and is bolted at each 
end through the deck (see photo). The engine is clamped on a plate 
pivoting around the other end of the crank, to which I welded a heavy 
diagonal tube that absorbs the thrust of the engine and keeps it 
vertical. When the crank pivots up or down, the forward end of this 
diagonal tube slides fore and aft, guided by a small horizontal tube 
placed on the rail, its forward end being held by a stanchion, and its 
aft end bolted to the deck (the whole engine bracket assembly being held 
to the boat by three bolts only). A small four-part tackle pulls the 
engine up with minimum effort.

Materializing a trailer and a towing vehicle took a while longer : I had 
to wait for the sales of the Cape Horn self-steering to generate enough 
profit. I started this business without any cash outlay, assembling the 
first units with the onboard tool kit and for the first five years, all 
the revenue had to be re-invested in materials, tooling, advertising, 
etc. Sales taking off, I was finally able purchase a used trailer built 
for a heavier boat and I modified it so that it would accept my boat. 
Even though two axles are enough for a four-ton boat, this trailer has 
three (two with electric brakes), the third axle being an added safety 
feature. The frame of the trailer is heavier than needed, but I consider 
that a good trade off for the higher gas mileage.

The boat and trailer weigh approximately 5 tons; although this is above 
its rated towing capacity of this vehicle, I purchased a used 9 year old 
GMC Suburban, with low enough mileage, that was already fitted with the 
towing package : transmission cooler, heavy duty hitch and electric 
brakes. The only thing I had to add was extra blades on the rear 
springs, to compensate for the 1000 lb. tongue weight. The total cost of 
the trailer, vehicle and outboard was probably not much higher than that 
of a new diesel and its installation.

On the highway, I can maintain a speed of 50 - 55 mph (80-90 km/h). 
Obviously, I accelerate slowly to avoid straining the towing vehicle as 
much as possible. I can reach 60 mph on a straight and level road. I 
favor freeways with as few hills as possible, although I crossed the 
Appalachian Mountains between Québec and the East Coast without problem, 
shifting to second gear a few times. All the moveable boat equipment 
(anchors, lines, sails, outboard, etc.) is taken off the boat and loaded 
in the truck, to minimize the weight differential between vehicle and 
trailer. Obviously, one must drive very defensively and maintain a 
respectable distance from the vehicle ahead, the inertia being considerable.

Even though the Alberg 30 is three inches in beam above the limit 
allowed on the road without an escort (set at 8 ft 6 in.), I never had a 
problem on this respect. The trailer itself being 8 ft wide only, the 
extra three inches do not really show.

The trailer has not been designed for salt water immersion, so I use a 
travel-lift for launching and loading. I also often use the mast 
stepping system I have rigged, as in most yards it is often more 
expensive to step or unstep a mast than to launch a boat.

With this rig, I brought Jean-du-Sud to Newport RI in the summer of 1998 
(400 miles), in order to take part in the parade of boats celebrating 
the Joshua Slocum Centennial. From there, with my wife, I sailed to Nova 
Scotia and cruised the Southwest Coast to Halifax. I then trailed the 
boat back to Oka QC, west of Montréal (800 miles). The following summer, 
I hauled the boat to Fredericton NB and I launched it in the St. John 
river (using a crane, as no travel-lift was available). I then sailed 60 
miles downriver, through the Reversing Falls, and I cruised Southwest 
along the Eastern US Seaboard as far as Annapolis MD. After the Boat 
Show, I hauled the boat back to Oka. In the summer of 2000, I went to 
Georgian Bay, on Lake Huron, and in the summer of 2001, I hauled 
Jean-du-Sud to Caraquet, N.-B., to bring it closer to the Ocean we 
wanted to cross.

Summer 2002, we motored up the River Seine, the Yonne  as far as the 
canal de Bourgogne, then back up the Oise, the canal du Nord, entering 
the Norgh Sea at Dunkerque.  Motoring through the French canals was no 
problem, except occasionnally in locks, as with the outboard offset to 
the side it is impossible to back up.

With this kind of engine power, I consider Jean-du-Sud to be very close 
to the ideal boat : big enough to sail around Cape Horn, but small 
enough to access virtually every cruising ground within reasonable time 
constraints."

http://caphorn.com/CadreAnglais.htm
Look under "The Alberg 30"

Jack
Aldabi
KC 641

Available

Paul Lacasse wrote:
> Hi Gang;
> I have an opportunity to purchase an Alberg that needs a diesel engine. I
> probably can't do both financially at this time, namely, get the boat AND
> replace the engine.
> 
> My question:
> 
> Is an outboard on a bracket feasible for this kind of boat? Has anyone done
> this or seen this? I know it would look peculiar, but it would give me the
> chance to own an Alberg at a reasonable cost and still be able to sail this
> summer.
> Comments?
> 
> Paul Lacasse
> Brunswick, Maine
> 
> _______________________________________________
> Public-list mailing list
> Public-list at alberg30.org
> http://alberg30.org/mailman/listinfo/public-list
> 
> 

-- 
Jack Vanderloo
14 Kippewa Drive
Ottawa, Ontario
K1S3G4
613-233-9476


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