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twentieth-century Martin design. The radical model out per-
formed the twentieth-century model on all counts including
speed.
My friend Matt Feinstone spent two weeks cruising on the
73-footer, tested by
Power and MotorYacht
Magazine. He
went to the
Virgin Islands
and back on
her. His re-
port back to
me about
performance
in
ten-foot
seas con-
firmed the
model tests.
He said it
was better
than any-
thing I previ-
ously de-
signed and
he has rid-
den in most
of them. At a
displacement of 112,000 lb., the model tests predicted a
speed of 32 knots.
Power and MotorYacht
Magazine tested
the 70-footer at 34.5 knots with twin 1,400 H.P. CAT diesels
on a displacement of 108,952 lb.
With twin 1,800 H.P. Detroit diesels,
Boating
Magazine
tested the 70-footer at 39.2 knots on a displacement of
112,904 lb., and
Yachting
tested the same boat at 36.9
knots at 112,904 lb. displacement. Not bad for the crude
model test made by Dave Martin, Terry Watson, Mike Har-
tline [another Westlawn grad working at Ocean], and
Terrance Watson on a five-degree frigid morning on the Mul-
lica River. I had some concerns that we might have over-
looked
something due to the near unbearable weather con-
ditions, but we lucked out.
At the 1995 SNAME annual meeting in Washington, I took a
course in "Early Stage Ship Design." One of the instructors,
Bob Scott, put the fear of God in us about leaving a margin
of displacement for unforeseen weights that owners and
builders will inevitably install. In conference with a client, he
stressed the importance of getting the stern low enough for
fisherman. At the same conference, he stressed the impor-
tance of offering extra fuel, bigger engines, etc. If I design a
low stern for the standard boat, the installation of the extras
he desires may put the cockpit scuppers below water. Also,
the cockpit depth would be compromised with the result
that somebody will probably fall overboard. IT AIN’T EASY
BEING ME. Calculations will just have to be made showing
my client the fully loaded waterline, and another calculation
showing the standard boat with half fuel.
The
Power and MotorYacht
test shows 809 nautical mile
range with 90% of 1,800 Gal. of fuel at 16.3 knots. At thi
speed, the R.P.M. is 1,250. That means she can make th
635-mile Atlantic City to Bermuda run in 39 hours. With t
extra 600 Gal. tank they run fast during calm daytime pe
ods. The added length of the 73-ft. conversion from the 7
ft. original
boat was
into a bal-
cony, or a
some call
mezzanin
which is a
ally an
enlargem
of the coc
pit. I drew
rail aroun
but I gues
Dick Web
wanted no
ing to ha
per his ju
ing down
when a bi
one strike
All captains reported the 70- and 73-footers were much b
ter sea boats than my twentieth-century designs. They pa
ticularly like the fact that these boats get up on a plane a
very low R.P.M. compared to competitive boats. Some ca
tains reported that these boats could be tabbed down far
ther than most boats to pierce through heavy head seas.
The first 73-footer made 40.25 knots on her engine start
trials with twin 2,000 H.P. M.T.U. diesels. In the summer
2000, I made a comparison of the 70-ft.
Power and Moto
Yacht
test compared to other tests by
Power and Motor-
Yacht
and
Boating
Magazine as follows.
Nautical miles per gallon per long ton of displacement
compared to a four-boat average interpolated from
Powe
and Motoryacht
and
Boating
Tests:
Nautical Miles per Gallon of Fuel per Long Ton at ‘29.7’
Knots:
Ocean Yachts 70 ft. Super Sport 13.619
Four Boat Average
11.042
Ocean Advantage
23.3%
A ton of Ocean 70 goes 23.3% further per gallon at 29.7
knots
Nautical Miles per Gallon of Fuel per Long Ton at ‘20.8’
Knots:
Ocean Yachts 70 ft. Super Sport 17.5104
Four Boat Average
13.79
Ocean Advantage
26.9%
A ton of Ocean 70 goes 26.9% further per gallon at 20.8
knots.
Ocean 73 Upper Deck Arrangement