A place to share YOUR boat building story

• The Gathering: First report
  
  
• A little history: Glenwood boats
  
  
• Time to hug trees by Barry Witt
  
  
• Building the Zip by Tom Drake
  
  
• Feedback: Monaco by John Gondek
  
  
• The Marine Toilet by ArtDeco
  
  
• Photos sent in since the last WebLetter...
  
  
• Capacity plate links
  
  
• Feedback: Squirt by Mark H. Howes
  
  
• Feedback: Squirt by Rich Stabler
  
  
• Recent email
  
  

• While looking for photos for the "Glenwood Boats" article, I came across a couple of other old photos that may be of interest to some of our readers. See photos.
• This is an abbreviated WebLetter. I was gone most of October to my daughter's wedding then to the Gathering, so there wasn't as much time to get it ready. There are photos from the Gathering, from Anke's camera, in the article below. We have been promised photos and reports from several attendees, which will be published in the next WebLetter.
• As always, thanks to all those who have contributed to this WebLetter. I couldn't do it without your help.

     
Editor      

The Gathering, a first report

Several Gathering attendees have promised to send photos and comments. We will post all that we receive in the next WebLetter.

The promised fall colors were absent, but this did not dampen the enthusiasm of those who attended "the Gathering" in Guntersville. To anyone who didn't make it, you really missed something special. This was the nicest bunch of people you could hope for. It was amazing to see people step up to the plate to prepare breakfasts and dinners. Friday night we didn't arrive until after many had left the pavillion, but Ken Schott added ingrdients to his low country seafood boil and Bill Edmundson brought out jerk chicken and caribbean rice for us. Eason and Hector made breakfast Saturday Morning. Butch Barto set up a coffee urn and made coffee Saturday and Sunday mornings. Steve (Leakcheck) grilled chicken, deep fried french fries and corn dogs, beer-boiled brats and supplied bratwurst to a volunteer griller. Bob Londress and family prepared stuffed pasta shells. Dave and Connie Grason made chili. Jeff contributed his Lousiana gumbo. Sunday morning breakfast was supplied by Bruce Dow. There were also breads from Gary McCusker's mom and other goodies that I don't know who donated. Others supplied napkins, paper towels, plates, cups, coffee. All of this was coordinated through the Forum, instigated by Ken Schott. There was more than enough food. When I walked to the pavillion on Sunday morning, the only one there was Leakcheck, breaking down the grill and washing pots and pans. It was the selfless work of these people who made the weekend so special.

Then there were the boats... Twenty boats were brought to the Gathering, some from as far as Minnessota and Ontario, Canada. Some were finished, some were not. Late Saturday morning, the boats were towed down to the parking lot at the lake and builders immediately started conversations with other builders, comparing notes and "how-I-did-it" descriptions. Although most of the boats were Glen-L designs, Stevenson, Bolger and Bateau were also represented, as well as some owner designed. I won't try to describe all of the boats, but will let the photos do that. Of the finished boats, I was very impressed by Bob Maskel's Sea Knight, Tom Drake's Zip, Butch Barto's Tahoe 23 (extended to 24'), Gary McCusker's Bolger boat and Ray Macke's Cabin Skiff (Therapy). Some of the most impressive designs were works in progress, which offered insight into "how-it's-done" to other builders and visitors. I'm afraid that I didn't make notes as to who built the Stevenson Weekender and some other non-Glen-L's. I was able to quickly identify the Glen-L's and was familiar with most of the builder names, but not the non-Glen-L's. I hope that these designs and their builders will be identified in the next WebLetter.

By Sunday evening comments were being posted on the Forum. We had heard that one attendee had not made it due to an auto accident, but had few details. Dale K was the first to post on the Forum, decribing the accident. Luckily no one was hurt.

I regret that we were not able to attend the Sugar Barge West Coast Rendezvous. Bill Levien (boat-bill-der), Terry McIntyre and Rich Coey posted great photos of the event on the Forum. Next year's event is already scheduled for May at the same venue. Watch the Forum and WebLetter for more information.

As I look at what I've written, I keep remembering someone I should have mentioned, particularly Dave Grason and Bill Edmundson who started the ball rolling on the Gathering. But I have to stop, it's almost noon and the WebLetter has to be posted. You can fill in the gaps. Send in your photos and comments for the big Gathering/Rendezvous WebLetter to be posted the end of November.

Photos

A little history: Glenwood boats

From the Forum: "Did Glenwood make and market complete boats under the Glenwood name back in the '60's?" … Duane Wood

Yes… and this is the story.

Once there were two brothers, Glen Lewis and Elbert Woodrow Witt. They liked to build boats, performance boats that would go fast. This was a time when plywood was just beginning to replace wood planks and a small group of builders in Southern California were experimenting with the process and pushing it forward.

The brothers made them and some worked… some didn't. They couldn't find off-the-shelf hardware, so they made their own. To pay for their projects, they had "real" jobs. Elbert was a "melder" at a steel foundry whose primary product was ingots that were sold to other manufacturers. During the war the ingots were used for gun and cannon barrels for the military.

Glen started at an aluminum foundry after dropping out of college to get married. He started in the clean up department, cleaning the castings. When he found out that the molders made a lot more money, he learned the craft after hours. He eventually became supervisor at Magnesium Products Inc., South Gate, California.

When the war came, Elbert was exempt, having two children and a critical job. Glen was offered an exciting opportunity "he couldn't refuse" and went to serve the country in the Pacific as an engineer in the Army Air Corp. As there was a lot of downtime in his job, he took a boat design correspondence course and designed boats, even building one out of scrap materials.

When the war ended and Glen was mustered out of the service, he returned to the foundry, but with a new dream; to design boats for amateur builders. And he began to sell boats that he had designed.

Using the expertise both had learned on the job, Glen and Elbert started making the hardware they needed for their boats. Glen made rough patterns for parts and Elbert did the finish work.

Elbert got fire bricks from the foundry to make a furnace in his backyard, ran a natural gas line from the house and used a vacuum cleaner as a blower to increase the temperature to what was needed to melt the metal. The sound it created could be heard for blocks around. On a production day, Glen made the sand molds from the patterns, Elbert melted the metal and either Glen or Elbert or both poured. Elbert had bought a lathe and taught himself to use it. He did the machining of the hardware.

The name Glenwood had been coined by Glen. "Glen" for his name and "Wood" for Elbert's middle name, Woodrow... their dad really liked Woodrow Wilson. The original purpose of the name was to get business discounts for boatbuilding materials.

The initial Glenwood parts were made for their own boats and those of friends. There simply were no parts available in Southern California and making them was the only way to get them. Glen became the "company" salesman, going from hardware store to hardware store trying to create a market. An order for three pieces of hardware was a big deal.

Somewhere during this time period, Elbert decided he no longer wanted to work at the foundry and went to work at Altantic Boat Works. Here he learned to do everything, including "stress skin" (non-framed plywood) construction. This was one of the methods he would later use when building Glenwood boats.

Because Glen was a supervisor at the aluminum foundry, he was able to have aluminum parts made "at a good price". A friend of Glen and Elbert's, Lawrence Loper, proved to be a good pattern maker and made patterns for deck and other hardware for the boats he made. He gave the patterns to Glen to have the castings made (at no cost) and Glen and Elbert got to keep the patterns. The local boatbuilders and owners knew that the Witt boys were THE place to get the special boat hardware they needed.

When an opportunity to increase the hardware line came up, Glen purchased a large number of patterns from Bill Spiker, a local foundry man, for $250. When it came to this type of expenditure, Glen was the "go-to" man as Elbert was a spender. "If he had a dollar, he spent $1.10." Glen was also able to rescue patterns from the aluminum foundry that were no longer used, and which no one but him knew the purpose of.

Elbert eventually did virtually all the physical work on the hardware, with Glen as the salesman. Glen went dealer to dealer selling hardware and his boats. At this point Don Ruffa, a friend of Elbert's started working with Glen, making the boats that Glen designed and sold. Elbert's wife, Pat, started to complain that Elbert did all the work for Glenwood and Glen got half of the "profit" (not that they really were making money). After Glen had heard this one too many times, he opted out of Glenwood and left it to Elbert.

While Glen continued to add designs and inaugurate Glen-L Marine Designs, Elbert made boats and hardware. Initially, Elbert made all the boats himself in his backyard, with Glen occasionally coming over to help with the motor installations. Elbert purchased a piece of property on El Segundo Boulevard in Gardena, California where the boats were built and a machine shop was set up. Elbert no longer had time to pour his own parts, so he contracted with local foundries to make the castings.

Elbert hired Bob Dean to be in charge of the machine shop. Bob brought expertise to Glenwood and an innovative imagination that led to the development of new products. Glenwood sold a v-drive manufactured locally and, being the primary outlet, eventually bought the rights to build it. Glenwood and another company, called Hallcraft had an intense rivalry for the inexpensive v-drive market.

Elbert made stress-skin plywood boats, primarily v-drive boats, but some in-lines were also made. Much of what both he and Glen did was "cutting edge" plywood construction in a field that was feeling its way forward. As Elbert's market increased, he was not able to build all of the boats himself and he hired a boatbuilder from Atlantic Boat Works. Glenwood made "lots" of boats and they had a good reputation among performance boat aficionados.

The hardware business began to support itself and boats became less the primary money maker. As fiberglass boats began to become popular, Elbert decided that it was time to get out of the boatbuilding business.

From manifold patterns that Glen made for flat-head Fords, a pattern maker across the street from Elbert made improved versions. Additional mounts and manifolds were developed for other popular automotive engines and these became the basis for Glenwood conversion kits. Glenwood popularized lightweight fittings for fast runabouts and auto conversions. The Southern California area became the center for high-speed runabouts.

Both Glen and Elbert went on to continue their passions. Each usually had a boat. Glen's were often the test model for a new design.

Glenwood and Glen-L have become respected names in their field and continue to make boatbuilding available to amateurs around the country and the world. Both companies are still family owned.

Photos

Feedback: Monaco

by John Gondek

The following is information about my Monaco, which may be useful to other builders.

In the summer of 2004, I completed a revised version of your Monaco. I increased the freeboard 3". Also, the motor was moved back between 9 and 10 inches from the plans, resulting in CG 87" from transom. "Sixty Plus" is currently powered by a small block Ford (327cu in.), providing 475 HP at 6500 rpm and 460 lb-ft torque at 4500 rpm. The motor components were carefully chosen to provide a smooth idle at 800 rpm and over 400 lb-ft torque at 2000 rpm. The total weight is 2200 lb with driver and half tank of fuel.

Various props were tried and I found that with my set-up (CG), cupped and/or raked props caused excessive transom lift above 70 mph, resulting in dangerous porpoising. I'm confident forward (designed) CG locations will cause the same problems at much lower speeds.

I am currently using a 12x15 Federal Equi-Poise prop with NO CUP, which is the same as a Michigan Dyna Jet. Top Speed is 90 mph @ 6800 rpm. The ride is smooth with zero bounce. I need to change to a 16 pitch to drop rpm's a little.

The bottom is perfect for my set-up.

Thanks for a great plan.
John Gondek, Parkersburg WV

Note: The designer envisioned the Monaco to have a maximum speed in the 55 mph range. We are pleased that John is getting a smooth ride at 90 mph, but this is faster than we would recommend for this design.

I realize a statement is necessary, but, keep in mind. The reason I moved the CG back and other changes is because I fully understand the implications of "overpowering". I was a boat racer way back in my single years. The "bottom" of my boat is the only thing that resembles a Monoco. Perhaps your statement could read "we would recommend for the Monoco as designed". No big deal, just a thought.
Thanks, John Gondek

Time to hug trees

by Barry Witt

Based on comments on the Forum, people were upset at the way Ken Hankinson retired. I believe that from Ken's standpoint there were some really practical reasons for not announcing his retirement in advance. But I understand the distress of some builders and potential builders. So right here, let me say, I'm going to retire. Those who were at the Gathering already know this as Gayle used the Gathering as a focus group to see what builder concerns might be.

So... does anyone really care, what does Barry do anyway? First, I do this WebLetter. If I'm not here, it will change. How? I suspect it will take a while to answer that. The WebLetter will definitly continue as we recognize the trmendous value it provides.

I do the Glen-L website. At present we are looking for someone to take this over. I also answer questions on the phone and by email. Again, who will handle this? We are still working this out, but Gayle can handle most questions and continues to expand her boatbuilding knowledge. Over the past few years, the Forum has become first choice for many builders when they have a question.

Is this the beginning of the end? Well, that's not the plan. Gayle intends to keep Glen-L going and has been looking for ways to expand the business and to take steps to insure that Glen-L continues as long as people want to build their own boats.

And what am I going to do? I have lived all my life in Southern California... my wife and I are moving to Oregon, where there are trees growing wild. If you don't live in Southern California, that may sound odd. But the Los Angeles area is semi-desert and it is green only because we import water. My daughter and family live in the Portland area and one of my sons lives in Vancouver, just across the river. So somewhere in northwest Oregon will be our new home. I would like to start a website dedicated to Oregon ecology and spend a lot of time photographing wildflowers. Or... ?

It's too early to say goodbye, so I won't. And I'll be here to put out the WebLetter and whatever else I do through February 2008.

Building the Zip

by Tom Drake

We were privilaged to meet Tom and his wife at the Gathering. You can view more photos of Tom's Zip in the Gathering photos above.

After I decided to build the Glen-L Zip, I spent many hours reviewing the Builder Photos section of the Glen-L website. The many in-progress photos and forum comments on the Glen-L website, correlated to the plans, instructions, and Glen-L's book on Boatbuilding with Plywood, gave me a comfortable state of mind to get started. It was only after the hull had been completed, fiberglassed, and bottom painted, that I seemed to have more questions than answers. Therefore, I start my story at the point of turning the hull upright. First, however, here are a few details that I share with future builders regarding the hull. On the bottom, I used 6mm Okoume, BS1088 plywood. On the sides, 6 mm rotary cut Sapele, BS1088 plywood was used and butt joined at the mid point. The bottom received a single layer of 6 oz glass cloth and three coats of epoxy resin. The topsides and covering boards received a layer of 4 oz glass cloth and three coats of epoxy resin . Again, I followed the procedures set forth in Glen-L's book , Boatbuilding with Plywood. The green painted areas are automotive urethane paint applied over the companion urethane primer. All bright work is Interlux Goldspar 95 Clear Urethane.

Continue

Capacity plate links

Determining hull capacity
USCG Regulations FAQs

Feedback: Squirt

by Mark H. Howes

I SPLASHED THE BOAT... However, I have not written regarding the status of my project under construction since March of 06.

After fairing the chines, I applied "Okoume" marine ply to the bottom and sides to construct the shell of the hull. Laying cardboard over the framework helped in sizing my panel stock. This went well and after my hours of fairing and sanding, the hull was ready for fiberglass. I purchased on e-Bay a 60 yd roll x 54" wide 6 oz cloth for $60.00. This is a steal, so I advise all builders to do this... cloth is expensive. I glassed and sanded, glassed and sanded, I have 3 layers on the hull and just epoxied the interior. I flipped the boat for deck framing and covering. I purchased a teak and holly panel as seen in the photos. I had it cut on the company's CNC router along with the perimeter mahogany paneling, it worked out great. I worked on the trim for quite a while and I have a solution for anyone who wishes to have the trim along the gunwal as I do; this is not a bent or steamed piece of trim but cut curved. I actually laid and taped a paper template to the side hull and traced the top edge of the boat. I pulled the template back off the boat, laid it flat and the piece of wood is actually curved. I used a wider piece of 1" thick Mahogany and cut the board and sanded the curve smooth, I then split the board on a band saw to make two pieces. I installed the both of them in about 15 minutes, this saves alot of time and worked perfectly. After the trim was complete, I worked on the seat and center band behind the seat. I also had a 6" x 10" x 1/4" Bronze skeg cut for the bottom on the CNC as well. I set-in an Ebony, Bloodwood, and Holy decorative inlay band around the deck panel and painted and varnished the boat. I bought a new trailer for $530.00, and it was ready to power up. I have 2 motors; an Evinrude 18 hp and an Evinrude 30 hp. I have not tried the 30 yet, but will in the future. I am currently using the 18 hp. With just me, it runs top speed @ 27 mph+, with 2 adults we topped out @25 mph. This is the 18 hp! The boat handles extremely well, corners great and JUMPS out of the water when you hit the throttle hard. I also installed in-hull running lights for night running. I have attached construction as well as finished pictures.

(Note: There is a potential problem with inexpensive cloth. We had a roll of fiberglass that did not bond well. We talked to the manufacturer as to why and they asked if it had gotten wet. "This would cause bond problems."
We rarely put more than one layer of cloth on a hull as it adds weight and expense. Cloth is not structural on a plywood hull. Its purpose is to protect the surface. ...brw)

PS: Re. your comments at the end of my section of the WebLetter. The cloth I purchased was actually a very good quality cloth that I got a good price on, maybe I should have added for any one considering this way of purchasing materials to make sure the cloth is of quality and buyer beware. I had also conferred with a few boat builders regarding additional layers of cloth and glass and as long as it is sanded thoroughly between layers for bonding it is ok to do so. I mainly did it because of the amount of sanding of the glass that I did with some wearing of the fiber. I was not doing this for structure but for surface protection and encapsulating the wood. Also if you could add that if any one has any questions or would like information regarding the building of the Squirt to email me, I'd be glad to help out. (See the Project Registry for contact information.) ...Mark H. Howes

Customer Photos

Feedback: Squirt

by Rich Stabler

Well it's been about 14 months build time, gathering materials along the way from ebay and the great people at the local West Marine store. A few sea trials to get the motor running the way I want it and I'm having a BLAST. This being my first attempt at building a boat, I've learned a lot along the way. First, if you're after a specific look, add 25% to the build time and 50% to the cost. Would I do it again? YOU BET. I've never been one to accept praise for the things I've done, but the comments I've received from the many people who've seen it sure makes the time spent in the shop all worth it.

As you can see I went for the longer version (11'). This gave me a nice place for the battery and fuel tank as well as plenty of stowage for the paddle, life jackets, fenders, dock lines and even a little room for a basket lunch, without cluttering the cockpit.

Hull materials are Marine Mahogany ply over White Oak frames. The instrument panel and decking is ribbon-grain mahogany with White Maple inlay surrounded by Philippine mahogany. The underlayment is the same plywood used in building Pygmy kayaks.

On the hull I used West System with a 6 oz. cloth, and sprayed 4 coats of Jet Black Interlux Perfection two-part polyurethane. The deck has 2 coats of West System and 6 coats of Epiphanies varnish (will be adding minimum of 2 more coats this winter).

The amenities include Teleflex rack and pinion system steering, a 500 gph bilge pump, navigation and courtesy lighting in the cockpit and storage area as well as a horn. I know everyone was saying weight, weight I'm adding too much weight. Well the total added weight of the electrical system was minimal and has not outweighed the comfort and convenience. Add all that to a comfortable seat and "Wow".

Hanging on the transom is a 1977 25 hp electric start, short-shaft Evinrude with a Sting Ray Jr. This is ten hp more than suggested, but the transom was beefed up to support it and an inspection is being done every time I use it. I had to get a little creative in many of the areas due to space restrictions.

One was mounting the throttle/shift controller on the deck to keep it out of the way and the biggest was routing the steering cable through the deck and connecting it to the older style motor. The steering brackets I made (as you can see in the picture) attach to the splash well and yes those are modified bimini stainless steel tube slides that attach to the steering tube. The motor can only be pivoted if the link arm is disconnected, but this has not been a problem because the boat sits high enough on the trailer to leave the motor down when trailering.

Performance has been more than acceptable for me. With my buddy and I in the boat (approx 360 lbs.), it jumps out of the water and cruises at 25+ mph on the gauge; my wife and I @ 28 and me alone @ 32 (Plenty fast enough in an 11' boat). Not sure, but if I played with it, maybe 35. (No reason to go there). I have added the fin to reduce skidding and the look of the boat required a new steering wheel.

Customer Photos

Seen in print

The following appeared the Nov/Dec issue of WoodenBoat magazine:

KATIE B is Dick Rosen's interpretation of the Sherwood Queen design from Glen-L Marine. She's a miniature tug, 15'6" overall with a 7'4" beam. Dick modified the cabin, using automotive glass and installing a door. KATIE B is made of marine-grade plywood and lots of sealer and marine paint; no fiberglass or epoxy was used in construction. The owner tells us that she is "dry as a bone". Powered by a Yamaha four-stroke, high-thrust, 25-hp motor, she will be used for fun and adventure on the lakes of Ohio, particularly Sandusky Bay and Lake Erie. Plans are available from Glen-L Marine, 9152 Rosecrans Ave., Bellflower, CA 90706; 562-630-6258; <www.Glen-L.com>.

Actually, not many Glen-L designs end up in the Launchings section of WoodenBoat. Considering the beautiful photos of projects we get each month, I often wonder why Launchings isn't full of Glen-L projects. Maybe I expect too much from people who cover their ears and start humming whenever plywood is mentioned ("I can't hear you"). I have often said that great-grandpa would have used plywood to build boats had he had it. Maybe KATIE B was acceptable because "no fiberglass or epoxy was used in construction".

Recent email:

Subject: Customer photos
Date: 28 October 2007

Here are some pictures of the outboard version of Dynomite that my dad and I built. We had built "Cruisette" back in 1968 and it was a great experience for my dad and me. Well, much later in life, I talked my dad into building another boat. It proved once again to be a great father/son bonding experience as I watched my dad get excited about something again in his twilight years and gave us a great reason to spend time together. Even my dog tried to help [too much], so we had to promise to let her drive so she would leave us alone long enough to let us finish! The boat is a real eye catcher/conversation piece on the water.

Keep those boats floating!
Pete Bratten

Customer Photos

Subject: a boat accident
Date: Sunday, October 07, 2007

About 2 months ago a car drove into the side of my boat trailer as we were travelling down the highway! The car impacted the trailer at the trailer wheel and drove the trailer into a small ditch. The impact knocked the axle right off the trailer but the trailer remained connected to the truck. Somehow the action of the trailer tossed the boat off the trailer. It landed on its side on the shoulder, rolled over on the deck and skidded to a stop half on the road and the shoulder. I can remember looking in the rear view mirror and seeing my boat upside down on the road! I was hoping it was a bad dream. It has taken some time, but I am over the emotional part of it and am getting down to getting the boat back in shape.
I built the boat (Barrelback 19) from the Ken Hankinson plans that you are now carrying, in fact I saw a picture of my boat in some of your initial promotional material. There was no structural damage whatever. The only damage internal to be repaired was caused by the front seat cushion which fell out when the boat was upside down and got wedged between the front and rear seats and damaged the partition between the front and rear seats.
There was some damage to the deck from contact with the road, but amazingly most of the contact with the road was absorbed by the deck hardware. The windshield brackets were destroyed and there was major abrasion on some of the deck vents and lifting rings. The upholstery is also pretty well ruined. I have included a couple of pictures.
I just wanted to write to you to pay tribute to the designer. I would never have set out to do destructive testing to a boat but this boat passed with flying colors. Imagine we were travelling at 50 mph, the boat lands on its side on the shoulder, skids to a stop and flops down on the deck. There are no cracked frames and no opened seams. Many of the guys in our boat club said that a traditionally built boat would never have survived as well. Please pass along my thanks to Ken Hankinson.

Jack Warren

Photos

Subject: Tango
Date: September 29, 2007

Dear Crew of Glen-L!
I don't know who receives my e-mail. Glen-L info sounds unpersonal... Anyway-few weeks ago, with help of my friend Tomasz Shellenberg from Boston, I have ordered the plans & full size patterns of "Tango" and of course your book "Boatbuilding with Plywood".
Now I am studying them and ordering all that she needs to be born... Pretty long time I was studying on net various boat plans, trying to choose the best, what I need. I have found "Tango" and decided to build her. Maybe it will be the first Tango in Middle Europe.
Anyway - do you know where Poland lies? I am film director, actor and producer, Pole with Italian and Holland family roots. Living in Cracov, working in Warsaw, loving the sea and have only little sailing practice.
I am not young (53, but I feel still very young), have some woodcraft skill... Stop it, crazy Jack!
Loving Your boatbuilding philosophy
With best regards
New Glen-L Family member
Jacek Lenczowski

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