{"id":6951,"date":"2013-08-30T10:01:50","date_gmt":"2013-08-30T15:01:50","guid":{"rendered":"http:\/\/stephenlirakis.com\/?p=6951"},"modified":"2013-08-30T10:01:50","modified_gmt":"2013-08-30T15:01:50","slug":"dick-newick-man","status":"publish","type":"post","link":"https:\/\/stephenlirakis.com\/?p=6951","title":{"rendered":"DICK NEWICK A MAN AHEAD"},"content":{"rendered":"
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\"PHIL<\/a>
PHIL WELD AND NEWICK DESIGNED MOXIE<\/figcaption><\/figure>\n

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I first met Dick Newick at the finish of the 1980 OSTAR in which a “senior” Phil Weld won the singlehanded race from Plymouth UK to to Newport RI in Moxie his Newick designed trimaran. I will confess I thought the boats did not look very elegant. But that an older man could beat all the hotshots of the time must have been a wonderful feeling for Dick Newick.<\/p>\n

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The Following Article<\/p>\n

Is Provided<\/p>\n

Courtesy of Professional Boatbuilder magazine<\/p>\n

&<\/p>\n

Steven Callahan<\/p>\n

Articles are presented exactly as they first appeared in Professional Boatbuilder \u00a9 Professional Boatbuilder & Steven Callahan; All Rights Reserved<\/p>\n

Permissions to reprint or otherwise reuse is required.
\nFor permissions, please contact the author; email at: steve@stevencallahan.net
\nOr click on the email address on the bottom of the Home Page.<\/p>\n

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http:\/\/www.stevencallahan.net\/schome.html<\/p>\n

To return to Steven Callahan\u2019s ProBoat Articles Page,
\nwhich includes links to a number of articles on leading designers, click: http:\/\/www.stevencallahan.net\/proboat.html<\/p>\n

To return to Steven Callahan\u2019s Publications Page which includes links to both articles and books, click: http:\/\/www.stevencallahan.net\/publications.html<\/p>\n

OR
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\nplus descriptions and links to books recommended by Steven Callahan, by clicking: http:\/\/www.stevencallahan.net\/books.html<\/p>\n<\/div>\n<\/div>\n<\/div>\n

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The magazine for those working in design, construction, and repair<\/p>\n<\/div>\n<\/div>\n

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NUMBER 122 DECEMBER\/JANUARY 2010
\n$5.95 U.S.<\/p>\n<\/div>\n

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N EWICK MULTIHULLS LONG-TERM LAYUP NICHE-MARKET DIESELS WEB-ASSISTED MANUFACTURING<\/p>\n<\/div>\n<\/div>\n

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1 Professional BoatBuilder<\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n

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122 PROFESSIONAL BOATBUILDER Newick Multihulls \u2022 Long-Term Layup \u2022 Niche-Market Diesels \u2022 Web-Assisted Manufacturing DECEMBER\/JANUARY 2010<\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n

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Intuitive Dynamics<\/p>\n

The venerable Dick Newick, a pioneer in sailing multihulls, continues to deliver designs whose simplicity and grace, even at rest, are evocative of seabirds. His fast, safe, ocean-proven multihulls can truly be said to have been \u201cahead of their time.\u201d<\/p>\n<\/div>\n<\/div>\n

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by Steve Callahan With circumnavigating sailboat races now capturing more press than the Super Bowl; with mul- tihull speedsters as plastered with multinational corporate logos as any Daytona 500 racecar; with multihull workboats proliferating like eels; and now, with 90′ (27.4m) multihulls lined up to race for the America\u2019s Cup\u2014it\u2019s hard to recall just how reviled multihulls were as recently<\/p>\n

as the 1980s.
\nLike most art that has reconfigured<\/p>\n

the future, designer Richard \u201cDick\u201d Newick\u2019s creations threatened some as much as they enlightened others.<\/p>\n<\/div>\n

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At times, his trimarans\u2019 simplicity, structural reliability, and astounding speed seemed like grenades tossed into yacht clubs. One sailing maga- zine editorial, titled \u201cUnsafe on Any Sea,\u201d took all multihulls to task, and featured a photo of Newick\u2019s Trice \u2014 despite the fact she never suffered a structural failure or other mishap until destroyed by hurricane Hugo in 1989. Indeed, many of the concepts and design features that arose from Newick\u2019s explorations have so shaped the norm of all sailboats over time, that we now might wonder why there was such a fuss in the first place.<\/p>\n<\/div>\n<\/div>\n\n\n\n\n
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Above\u2014The Newick-designed Ocean Surfer, a 40′ (12.1m) solo racer skip- pered by Mark Rudiger, placed second in class in the 1988 OSTAR single- handed transatlantic race, completing the crossing in 18 days. She was the first boat built in the U.S. with Durakore, a then-new material sandwiching end- grain balsa between mahogany skins to be sheathed with fiberglass and epoxy. The boat\u2019s maststep slides to leeward to heel the rig\u2014itself another Newick first.<\/p>\n<\/div>\n<\/div>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

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40 Professional BoatBuilder<\/p>\n<\/div>\n<\/div>\n<\/div>\n

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COURteSy DICk NewICk<\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n

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Left\u2014Newick\u2019s first trimaran, Trine, was designed and built by him for his and wife Pat\u2019s day-charter business in the Caribbean. Trine remains active in that trade, under new owners, nearly 50 years later. The cockpit accommodates six guests comfortably; there\u2019s a berth and WC forward. Construction is plywood, with cedar strip below the waterline, all glass-sheathed. Right\u2014Lark, a 24′ (7.3m) 1962 design, is believed to be the first tri to employ \u201cdagger-foils\u201d\u2014angled daggerboards\u2014in the amas (outriggers). The boat was bought by banker David Rockefeller for use at his St. Barth\u2019s residence. Newick had not yet developed the signature sculptural shaping of his tris, which better integrated the amas and vaka (main hull). Note the Herreshoff and Alden sailing yachts in near background at left, in Christiansted Harbor.<\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n

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From an early age, Newick discov- Holland, Germany, and Denmark,<\/p>\n<\/div>\n<\/div>\n

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ered the joy of crossing water in slim, lightweight craft. He embraced the simple life that required keeping a vessel light, and the close touch with the sea it provides, leading him to explore cruising frontiers long before their value became obvious.<\/p>\n

Newick\u2019s first boat was a kayak he built at age 10 with his father and brothers in the family\u2019s garage in Ruth- erford, New Jersey. \u201cI was a skinny kid who was lousy at team sports,\u201d he recalls. His father, a skilled craftsman, rightly thought the project would also build young Dick\u2019s self-confidence. At 11, Newick built another kayak with family. At 12 he thought, \u201cI can do this,\u201d so designed and built two, one for a friend. At 14, he sold his first plans to a schoolmate for five bucks.<\/p>\n

In the early 1950s\u2014after a hitch in the U.S. Navy, after earning a college degree, after running a boatshop in eureka, California, and then work- ing with Quakers in Mexico to help prison inmates and schoolchildren\u2014 he loaded an 18′ (5.4m) kayak on a ship and headed for postwar europe.<\/p>\n

there, Newick cruised 600 miles through the canals of Belgium,<\/p>\n<\/div>\n

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decades before kayaking would become a global middle-class sport.<\/p>\n

Newick\u2019s design philosophy is firmly rooted in that trip. He reveled in living simply, sleeping under bridges or in haylofts or a small tent or youth hostels. Sailing a third of the way, paddling a third, and riding on work- ing canal craft a third, he became increasingly conscious of how every pound of gear added drag to the kayak.<\/p>\n

wintering over in Denmark, living in a minesweeper\u2019s discarded wheel- house lit by kerosene lamps, Newick fed a woodstove with bits of beached, dead commercial-fishing boats and, he recalls, \u201clearned how to build a strong boat by attacking nearby hulks with an eight-pound [3.6-kg] maul and axe.\u201d Once things thawed, he bought sev- eral Folkboats, the most expensive of them for $2,300, and shipped the sail- boats to San Francisco for resale.<\/p>\n

Hitching rides down europe\u2019s coast and across the Atlantic on a variety of watercraft, Newick extended his cruise to 22 months and 10,000 miles through 11 countries. He noted the sparkling performance of Uffa Fox\u2019s Flying Fifteen and other small, fast<\/p>\n<\/div>\n<\/div>\n\n\n\n\n
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Dick Newick 30 years ago, cruising the Gulf Stream at the helm of Rogue Wave (see page 46). Now in his 80s, Newick runs his design practice in Sebastopol, California.<\/p>\n<\/div>\n<\/div>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

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english sailboats. He admired the practical arrangements of the numerous working sailing craft he encountered throughout.<\/p>\n

Along the way, he met surprising numbers of early long-distance cruis- ers and singlehanded sailors follow- ing the lead of tom Crichton, \u201cwhose book Sailboat Tramp had helped to start my wanderings,\u201d Newick wrote in a series of articles for The Rudder magazine in 1956. Crichton voyaged from Sweden to Israel in a 25-footer (7.6m).<\/p>\n

Notably, many of the sailors Newick met also sailed quite small craft. Arne Christiansen, for example, sailed a 23-footer (7m); John Goodwin\u2019s boat in Barbados was 25′ ; and tom Follett sailed a 23-footer to the United States from the United kingdom, accom- panied by Newick for the last 1,200 miles. the size of the boat seemed to be in inverse proportion to the adventure one could capture with it. \u201cNew friendships and ideas could not be numbered, much less evaluated, in ordinary terms,\u201d Newick wrote. And all for a couple of thousand dollars.<\/p>\n

After joining Follett on his passage to the mainland, Newick headed back to the Caribbean for St. Croix, in the Virgin Islands, where he met and sub- sequently married Pat, whom he now refers to affectionately as \u201cthat girl I used to go with.\u201d together they built a day-charter business over the next 17 years with a native sloop and, signifi- cantly, multihulls Newick designed and built. \u201cI had only one design customer, and he was easy to please,\u201d he recalls, though others soon followed.<\/p>\n

Crossing the Atlantic in a narrow 40′ (12.1m) monohull racer with long over- hangs had the effect of literally rolling catamarans into Dick\u2019s considerations. So he built the 40′ catamaran Ay-Ay for $8,000, which proved to be an ideal charter platform for the next 42 years,<\/p>\n<\/div>\n

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16 of them under Newick\u2019s ownership. Soon, though, he turned to trimarans.<\/p>\n

Caribbean-based designer-builder Peter Spronk (see Professional Boat- Builder No. 119, page 30) worked with Newick and went on to create some of the world\u2019s most beautiful catamarans, primarily because, as Newick observes, Spronk never tried to cram too much accommodation and other \u201cmodern inconveniences\u201d into them. Spronk\u2019s low wing-decks slammed a good deal, though. Newick\u2019s trimarans seemed more complex, provided a stiffer staying platform for the rig, greater wing clearance, and better maneuverability and upwind performance. Newick started out with 24′ and 32′ (7.3m and 9.7m) daysailers, then created the 36′, 2-ton (10.9m, 1,814-kg) Trice, a boat that signaled future developments.<\/p>\n

So-called \u201cfirst generation\u201d mod- ern multihulls, such as Piver-designed trimarans, had capitalized on rela- tively new plywood; the results, how- ever, were boxy cabins, hard angles, and flat-sided V hulls. By contrast, Newick\u2019s strip-planked bottoms and tortured plywood yielded hullforms with more curved V-sections. Also, the rounded edges on the bottoms of his connective platforms began to suggest gull wings. In addition, Newick raised the amas (known then as \u201cfloats\u201d or \u201coutriggers\u201d) until they danced lightly on the sea with the boat at rest. when sailing, the weather hull lifted well clear of the water, reducing drag. the centers of volume on the amas also moved forward, in order to counteract the real direction of sail forces, espe- cially downwind.<\/p>\n

Subsequently, designers would strug- gle for decades to really appreciate the huge loads on a multihull\u2014owing to<\/p>\n<\/div>\n

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its enormous righting moment and power to carry sail. But Newick him- self didn\u2019t hesitate to employ substan- tial beam structures that made up a large percentage of the boat\u2019s weight.<\/p>\n

At a time when conventional boat design was substantially oriented around stock hydrostatic formulas, Newick established himself as a wiz- ard of intuitive dynamics.<\/p>\n

So in 1964 and 1965 he set off on Trice, with her spartan accommoda- tions, and sailed round-trips of 3,200 miles to New england. \u201cNewick gave the impression it was all in a day\u2019s work,\u201d later wrote designer Robert Harris. eager for a performance yard- stick, Newick sailed Trice alongside the 1964 Newport\u2013Bermuda Race, with a crew of four. She was beaten only by the big monohull racers in the fleet, Ni\u00f1a and Stormvogel.<\/p>\n

to the small cadre of multihull affi- cionados, Dick Newick was already regarded as an innovative designer, builder, and sailor. But it took the 1968 Observer Singlehanded trans- atlantic Race, or OStAR\u2014at the time the premier event for singlehanded sailors and their no-holds-barred boats\u2014to telegraph Newick\u2019s talent around the world.<\/p>\n

In 1968, it was impossible to put the Newick-designed Cheers into context, except that she\u2019d finished third. She looked extracted from a sci-fi novel. Curvaceous hulls and the<\/p>\n<\/div>\n<\/div>\n

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ewick\u2019s structurally reliable<\/p>\n<\/div>\n<\/div>\n

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boats, unrestrained by conven- tional hull speeds, were racing and winning\u2014routinely, locally. But, says Newick, \u201cI was living in the boon- docks and had no real competition. I wanted to see how my boats stacked up against the big boys.\u201d<\/p>\n<\/div>\n<\/div>\n\n\n\n\n
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Cheers, a radical design in its day (1968), shown dockside in Port Saint Louis in the south of France, in August 2008. The 40′ (12.1m) boat, which Newick calls an \u201cAtlantic proa,\u201d was raced transatlantic by skipper Tom Follett. He became the first American to finish<\/p>\n

an OSTAR, and Cheers the first multihull ever to place. Cheers, recently rebuilt by her French owners, has been designated a \u201chistorical monument\u201d by the multihull- conscious French government.<\/p>\n<\/div>\n<\/div>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

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42 Professional BoatBuilder<\/p>\n<\/div>\n<\/div>\n<\/div>\n

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occasional rounded form on deck OStAR, and Cheers the first multihull<\/p>\n<\/div>\n

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In 1972, Newick would offer similar innovation in a 46′ (14m) trimaran called Three Cheers, also to be raced by Follett and also commissioned by Cheers\u2019 original owners, Jim and \u201ctootie\u201d Morris\u2014the first in a series of multiple-boat clients. Freed of con- ventional forms, thanks to laminated wood veneers (and later, compos- ites), Newick created an entirely new aesthetic.<\/p>\n

A \u201cwing aka\u201d spanned Three Cheers\u2019 now-trademark Newick canoe hulls; with ends aimed upward, the vaka bow was elegantly flared to shed water. Previously, even other multihulls had largely clung to a traditional monohull for- mat, wearing angular cabin trunks spread onto flat-topped wing decks; or installed trussed or cantilevered beams bolted to amas.<\/p>\n

By contrast, Newick\u2019s aka smoothly bent its wings over the whole struc- ture. He had effectively eliminated angles where stresses might concen- trate, and added generous fairings to corner joints forward. In so doing, the deck and wing-bottom became widely separated webs for a large, super-stiff, yet lightweight beam spanning a third of the boat\u2019s length, integrating and stiffening the entire boat\u2019s structure while providing headroom and vol- ume below. though primarily stream- lined for reducing wave resistance, the wing aka also reduced wind resistance. Three Cheers\u2019 wing aka<\/p>\n<\/div>\n<\/div>\n

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might beautify other boats, but on Cheers there was nary a straight line or angle in sight. two needle-thin 40′ canoe hulls, with spoon bows and rounded decks, were spanned by highly arched beams. On the weather hull, a reserve-buoyancy pod bulged from the streamlined cabintop. Amidships and to leeward, the ama\u2019s freeboard rested just inches above the water. the boat didn\u2019t tack; she changed ends, like Pacific proas with which islanders had explored the Pacific basin centuries before euro- peans found the nerve to sail monohulls to the Americas.<\/p>\n

Prior to Newick, proas had been nearly forgotten, even in parts of the Pacific, and were virtually unknown to western eyes. Furthermore, his Cheers was abnormal even for a proa. what he referred to as an \u201cAtlantic proa\u201d kept the vaka (main hull), with accommodations, to weather, rather than to leeward as in the Pacific tra- dition, giving her even more stabil- ity per pound than a catamaran of equal beam. She had no keel or cen- terboard as such; instead, there was a pair of dagger-rudders. the crew would lower the aft rudder to steer while swinging the mainsails around on their unstayed masts.<\/p>\n

Such a departure from all traditions usually is destined to face scores of fundamental problems. But after get- ting caught aback and knocked down to weather in trials, and then gaining her pod, Cheers went on to be sailed by the capable tom Follett across the Atlantic twice. In an upwind race in conditions so foul that half the fleet retired and two badly conceived tri- marans fell apart, Cheers finished right behind purpose-built 57′ and 50′ (17.3m and 15.2m) monohulls honed to race to weather. Avoiding the worst storms by sailing a course nearly a thousand miles longer, Follett became the first American to finish the<\/p>\n<\/div>\n

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to place.
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the top five in all three of the next OStAR races as well, including a win in 1980, thereby launching not only Newick\u2019s career as a preeminent multihull raceboat designer, but also the golden age of multihulls generally.<\/p>\n

\u201cthe Cheers project will stand as a perfect example of the sort of thing the OStAR was designed to encour- age. I don\u2019t know which to admire most: the extreme unorthodoxy of the boat\u2019s conception; or the strength and simplicity of her construction; or perhaps her wild good looks; or tom Follett\u2019s impeccable seaman- ship,\u201d wrote Blondie Hasler, famed adventurer and one of the OStAR\u2019s originators.<\/p>\n

\u201cCarry substantial liability insurance with you when you take Cheers out for a sail,\u201d wrote Follett the follow- ing winter. \u201cthis goes for anything like her at the present (experimental) stage of the design,\u201d he added\u2014a sentiment echoed by Newick, who attributes much of the boat\u2019s success to Follett. though Newick and oth- ers later created other Atlantic proas, none ever achieved Cheers \u2019 success.<\/p>\n

Ironically, this American boat, after decades in a museum, was bought by doctors Vincent and N\u00e9lie Besin in France, where she has been made a French national monument. And sails again.<\/p>\n<\/div>\n<\/div>\n\n\n\n\n
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The 46′ (14m) Three Cheers, shown leaving St. Croix for the U.K. in 1972 for the start of that year\u2019s OSTAR, in which skipper Tom Follett placed fifth. Newick notes, \u201cThe boat was very fast. But before the appearance of electronic autopilots, self-steering was a<\/p>\n

problem: wind vanes were no good; the apparent wind angle varies too much.\u201d<\/p>\n<\/div>\n<\/div>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

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presaged a continuing trend toward: monocoque construction, the elimina- tion of point loadings, and streamlin- ing to reduce both wave and wind drag. even today, few designers have exceeded the sublime form of Three Cheers.<\/p>\n

Three Cheers clocked 20 knots with a dozen people on board the day of her launch, and later hit up to 27. Follett sailed her to fifth in the OStAR. then Mike McMullen bought her, and helmed her to second in the doublehanded 1974 Round Brit- ain Race, 49 minutes behind the 70′ (21.3m) cat British Oxygen and ahead of Phil weld\u2019s new Newick-designed 60′ (18.2m) tri Gulfstreamer and the French 70′ OStAR winner Manureva (ex\u2013Pen Duick IV), among many other multihull entries.<\/p>\n

In 1976, Newick achieved a seem- ingly unreachable pinnacle of racing- multihull design with a humble 31-footer (9.4m): his stock Val-class trimaran. By then, the OStAR had become carnage. Boats broke. Skip- pers disappeared. yet Newick\u2019s diminutive Third Turtle, skippered by Mike Birch, beat three cats, 14 tri- marans, and 106 monohulls, finish- ing right behind Pen Duick VI \u2014a uranium-ballasted monohull maxi, skippered by one of the most success- ful singlehanded sailors and design innovators of all time, eric tabarly, and ahead of the 236′ (71.9m) four- masted schooner Club Med, which<\/p>\n<\/div>\n

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was penalized for outside assistance. Newick\u2019s Val was a conventional oceangoing trimaran in all respects, except she was designed as a day- sailer\/camper, with canvas seats and cuddy cabins fore and aft just big enough to squeeze in a berth. Racers walter Greene, placing eighth with a modified Val, and Rory Nugent (46th) reinforced a Val\u2019s capabilities. Until then, efforts to win had concentrated on facilitating the handling of ever- larger craft, leading to the absurdly oversized Club Med. From now on, designers would focus more on effi- ciency. Newick proved that small, simple boats are easier for skippers to handle and drive closer to speed<\/p>\n

potential, more often.
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built whose evolved models (includ- ing a recent Val II) would enjoy expanded cabins in wing akas.<\/p>\n

the year 1976, however, also ended tragically. en route to that edition of the OStAR, a huge wave capsized Phil weld\u2019s 60′ Gulfstreamer. worse, Mike McMullen\u2019s wife was electro- cuted prior to the start while prepar- ing Three Cheers. And in the race itself, McMullen and the boat disap- peared without a trace, presumed vic- tims of a ship or iceberg collision.<\/p>\n

Nevertheless, from those grim cir- cumstances arose another lasting and productive relationship. Phil weld\u2014a blue-blooded publisher, writer, and adventurer\u2014soon employed the Gou-<\/p>\n

geon Brothers boatshop (Bay City, Michigan) to build a lighter sister to Gulfstreamer, which weld\u2019s wife, Ann, sug- gested he name Rogue Wave. when size lim- its were imposed for OStAR 1980, weld built a Newick 50-footer named Moxie. At age 65, even though<\/p>\n<\/div>\n

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handicapped by what he called his \u201cgeriatric rig\u201d (an in-mast roller-furling mainsail), weld captured the first American win.<\/p>\n

For another quarter-century, multihulls would win all offshore shorthanded events in which they were allowed to enter.<\/p>\n

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to facilitate construction while generating beautifully balanced hull shapes, Newick began drawing boats using a \u201cmaster curve\u201d body- section pattern. Moving a point on the curve along a reference diagonal or waterline, he would join sheer to fairbody at each station. By exploit- ing this technique, he could lay up the amas for Gulfstreamer in the main hull mold, and for a later boat, generate all hull parts by means of a half-hull mold.<\/p>\n

years later, multihull builder- designer Jim Brown would be inspired by Newick\u2019s master curve system to develop Brown\u2019s Constant Camber method of cold-molded con- struction, which allows builders to stack-cut veneers, rather than spiling them individually. Subsequently, Brown would follow Newick\u2019s lead of employing variable curves athwart- ships to create more sophisticated \u201cCamberwood\u201d molds that still allow builders to efficiently cold-mold hulls with fine bows, but with fuller hull shapes and transom sterns.<\/p>\n

\u201ckeep it simple, keep it light,\u201d Newick advises. \u201cyou have to be pretty sure what you\u2019ve drawn is going to work, to have faith in the original concept and math, but don\u2019t get beguiled by thinking: \u2018If this fails, the whole thing is going to fall apart, so I\u2019ll just make it 10% heavier.\u2019 Beginners think: \u2018I don\u2019t know what I\u2019m doing, or maybe my designer doesn\u2019t know what he\u2019s doing, so I should make it stronger.\u2019 Before<\/p>\n<\/div>\n<\/div>\n

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o discipline the theoretical with<\/p>\n

the workable, Newick tried to balance his time: a third of it sail- ing, a third in the shop, and a third at the drafting board. this approach led him to innovations in construc- tion that complemented those in design. His shapes were far from easy to build, but conceptually, the extra effort to build the basic package was well worth the reduction in com- plex and expensive gear and boat size that were otherwise required to achieve speed.<\/p>\n<\/div>\n<\/div>\n\n\n\n\n
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Dick and Pat Newick\u2019s own cruising boat, the 51′ (15.5m) Pat\u2019s, was launched in the late 1980s and is now in Europe under new owner- ship. Auxiliary power is
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44 Professional BoatBuilder<\/p>\n<\/div>\n<\/div>\n<\/div>\n

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COURteSy DICk NewICk<\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n

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One of the original 36′ (10.9m) racer- cruisers built to Newick\u2019s Echo model, shown racing in the New Zealand Coastal Classic. According to their designer, several of these boats were owner-built in that country; one, professionally built. Newick\u2019s comment on this photo: \u201cWe like to sail to windward. In warm weather.\u201d<\/p>\n<\/div>\n<\/div>\n<\/td>\n<\/tr>\n

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you know it, the whole boat is 10% heavier\u2014and not a success.\u201d<\/p>\n

with Newick boats formalized in style and consistently winning races worldwide, other designers would naturally push the envelope and explore new concepts to win. Says Newick, \u201cSitting with some of the world\u2019s best designers looking at my boats, I thought I could see inside their heads: \u2018How can I beat this guy\u2019s boat?\u2019 Lo and behold, they\u2019d come out a year later with something a half-ton lighter with 20 square meters [215 sq ft] more sail, and more beam to carry the sail. If you start with my conserva- tive design, you might pull off that iteration once, but then somebody else will try to do it again. Neptune and Aeolus are drinking buddies up in heaven, and they look down and say, \u2018Let\u2019s teach that S.O.B. a lesson.\u2019 the world\u2019s oceans are scattered with lessons.\u201d<\/p>\n

Just as monohulls have become more specialized as pure racers or cruisers since the early 1980s, so have multihulls. ever more highly engi- neered, wider and more powerful<\/p>\n<\/div>\n

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racers are designed and driven to the very edge. you win, or you crash and burn\u2014a philosophy engendered by what became a fully professional, high-stakes, mostly ocean-racing game in the late 1980s.<\/p>\n

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since moved away from these amas because they require speed to work properly.<\/p>\n

to keep the noses up at slower speeds, especially downwind when hit with a gust, he\u2019s reverted to fuller amas with almond-shaped sections. early on, he also employed wing masts, and even tried a canting rig on the 1988 OStAR racer Ocean Surfer. In recent years he\u2019s put revolving unstayed rigs on cruisers like White Wings and Damfino. Following hull- design trends from the up-and-coming Nigel Irens, Adrian thompson, et al., Newick expanded his boats\u2019 overall beams and ama volumes for his newer racer\/cruisers like Echo II and Traveler (his personal favorite, not to be confused with Traveller, the first of that model). Ama decks also became routinely rounded to facilitate reemergence when nosing through a wave. though the first Traveller \u2019s amas are notably flat in profile, Newick typically chooses more rocker and easier sections than are found in today\u2019s Open-class multihull racers, to provide a softer ride in waves and more rounded performance.<\/p>\n<\/div>\n<\/div>\n

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ewick never stopped innovat-<\/p>\n

ing and adapting\u2014within lim- its. In the early 1980s, in his amas near the forward beam, he employed asymmetrical daggerboards (dagger- foils), canted to provide dynamic lift and more stability with the boat at speed, a feature that eventually became the norm in racing trima- rans. He later introduced \u201cnew moon\u201d amas, with convex outboard sides to produce similar dynamic lift, but has<\/p>\n<\/div>\n<\/div>\n\n\n\n\n
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The 51′ (15.5m) Traveller is a Corecell\/ E-glass\/epoxy wing-mast sloop built in Brisbane, Australia, in 2003, and cur- rently based in Auckland, New Zealand. The owner, an experienced transatlantic sailor, cruises Polynesia shorthanded; 300+ mile days are common. A sister- ship won the doublehanded Round Britain & Ireland Race, in 2006.<\/p>\n<\/div>\n<\/div>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

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decemBer\/January 2010 45<\/p>\n<\/div>\n<\/div>\n<\/div>\n

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COURteSy ANDRew BARtHOLOMew<\/p>\n<\/div>\n<\/div>\n

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The 60′ (18.2m) Rogue Wave, designed for ocean racer Phil Weld and built by Gougeon Brothers in 1978. Weld was the first American to win the OSTAR (in a smaller Newick tri). Eric Tabarly, the famed French racer, declared Rogue Wave to be the boat he\u2019d like for himself when he \u201cretired.\u201d<\/p>\n<\/div>\n<\/div>\n

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As must be evident by now, Newick has never been one to follow any pack closely. \u201cI admire the savvy that goes into the newest racing machines, but it\u2019s just not my way of doing things. I\u2019m no longer involved with OStAR, or its recent iterations, because I\u2019m not interested in racing against somebody who\u2019s able to buy first place with an unlimited bud- get. From 1960 into the 1980s, OStAR<\/p>\n<\/div>\n

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was about the only race that allowed all kinds of boats to race together. we could quickly estab- lish what works and what doesn\u2019t. that was a great challenge. I really enjoyed it,\u201d he says. But that was then.<\/p>\n

while he respects the engineering prowess and design skills of Irens, Morelli & Melvin, and others, Newick rarely cites other multihull designers as major influences. Instead, he peri- odically rereads The Common Sense of Yacht Design by L. Francis Herreshoff and applauds designer Dave Gerr\u2019s The Nature of Boats, which provided him with essential aid designing<\/p>\n<\/div>\n

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monohulls. He most admires the design work of william Garden, Olin Stephens, Robert Harris, C. Raymond Hunt, and others with distinctive styles and affable characters. He says, \u201cIf I had to go to sea and stay out awhile, my favorite boat is Agantyr,\u201d a hefty cruising monohull from MacLear & Harris\u2019s diverse portfolio. \u201cSpeed is one thing we can live with- out when we go to sea. you can\u2019t live without accommodation. you can\u2019t live without safety. you don\u2019t need to go 30 knots,\u201d he confesses, adding, \u201cbut it\u2019s fun to try.\u201d<\/p>\n

every man has his limits, how- ever. even as the racing world has turned toward new kids on the block, Newick\u2019s clients still want to sail fast, but on reliable structures aboard which one can live reasonably well at sea. \u201cthe boats I have evolved fall between hot racers and comfy cruis- ers,\u201d he says. \u201cI\u2019m pushing 30 knots with my racers\u201d; a Newick cruiser, on the other hand, \u201cmay be a 20-knot design, or even a 15-knot design. Below 15, I get antsy…. On Rogue Wave, if we weren\u2019t doing 15, I was bored.<\/p>\n

\u201cI can give you 20 knots and a snug place to eat and sleep, but I can\u2019t give you luxury and performance and low cost at the same time; nobody can\u201d is a realistic axiom he relates to clients.<\/p>\n<\/div>\n<\/div>\n

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Rogue Wave\u2019s study plans: the fore-and-aft views strongly suggest Newick\u2019s characteristic seabird-like shapes. 46 Professional BoatBuilder<\/p>\n<\/div>\n<\/div>\n<\/div>\n

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that is, you can have a fast, inexpensive boat with limited accommodation; a roomy, fast boat that is expensive; or an inexpensive, roomy boat that is comparatively slow.<\/p>\n

\u201cForty years ago when I was start- ing out with multihulls, we finished an hour or two ahead of big, fancy, well-sailed monohulls in ocean races,\u201d he recalls. Right now, the more com- petitive \u201c60′ [18.2m], twin-rudder, canting-keel, daggerboard monohulls are fine if you want to go fast, but they\u2019re impossible to live aboard.\u201d In contrast, Naga, a stock 38′ (11.5m) Native-model design of Newick\u2019s has not only raced competitively trans- oceanic and throughout the Caribbean, she has also served as a liveaboard<\/p>\n<\/div>\n

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for her owner, Jack Petith, for decades. At this writing, Naga is halfway through a world cruise.<\/p>\n

tremolino\u2014a small camp-cruiser that at first utilized Hobie Cat 16 (4.8m) hulls for amas\u2014the Sum- mersault 26 (7.9m), and the Val are models that have all been in limited production, but Newick has not enjoyed the financial success of designers whose work is widely mass- produced. Still, he says, \u201cI do what interests me. Pearson and others have already turned out 300 models of Clorox-bottle sloops. I\u2019m not going to do that. I\u2019d much rather find a small vacuum to fill. I never give a pro- spective client a hard sell, but always question: \u2018Do you really want this? I\u2019m<\/p>\n<\/div>\n

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not sure you do.\u2019 I lose design work that way, but I accept that.<\/p>\n

\u201cPat has been telling me for years to stop telling people what they want and give them what they want, or what they think they want. My response is: If they have enough faith in me to hire me, they should lis- ten to me rather than tell me how to do my job, which is to make them happy and safe on the water. If I don\u2019t do that, I\u2019ve failed. My favorite client comes with, say, a one-page list of the attributes he wants in a boat. He may tell me the number of berths, but doesn\u2019t tell me color or go into great detail. then I feel I have a free hand to give him my best work. Ifhetellsmeithastolooklikea<\/p>\n<\/div>\n<\/div>\n

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Newick on Vals I & III<\/p>\n<\/div>\n<\/div>\n

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Three of the original Val 31′ (9.4m) trimarans that I\u2019d designed were raced in the 1976 OStAR. Mike Birch finished sec- ond in his, behind eric tabarly sail- ing a 73′ (22.2m) monohull. walter Greene placed eighth in his modified Val, and Rory Nugent was 46th (he had equipment problems). Birch\u2019s boat was subsequently sold to Bill<\/p>\n<\/div>\n

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Homewood, who did two more OStARs in her, beating Birch\u2019s 1976 time.<\/p>\n

By the year 2000, when the Val III was introduced, it became rare for an unsponsored boat to place well in this type of transoceanic race. (Phil weld\u2019s 50’\/ 15.2m Newick- designed trimaran, Moxie, won the 1980 OStAR, the last \u201camateur\u201d winner.)<\/p>\n<\/div>\n

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Nevertheless, Val III can provide good racing for people without sponsorship or riches of their own.<\/p>\n

Construction: strip-planked cedar, or Corecell, glassed both sides. Hull halves joined on the centerline after fabrication over<\/p>\n

Continues on page 49<\/p>\n<\/div>\n<\/div>\n

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Plans defining the hullforms of a Val III model, at 30′ (9.1m) overall. Newick\u2019s mid-career-and-later vakas and amas appear deceptively simple: their shapes are in fact quite sophisticated. Space here does not permit the full measure of calculations that accompany the lines shown above, in which the designer enumerates separately for the Val III vaka and ama, their displacements (in both fresh and salt water), coefficients (prismatic, block, etc.), ratios (D\/L, L\/B, etc.), centers (VCG, LCG, etc.), areas (waterplane, lateral plane, etc.), and precise dimensions (including freeboard, and fairbody draft). Newick says of his tris: \u201cHigh performance is an over-used and often purposely vague advertising term. As used by me, it means the ability to sail safely and comfortably, faster than winds up to about 14 knots, and to achieve over 20 knots in ideal conditions with<\/p>\n

a minimum of effort.\u201d<\/p>\n<\/div>\n<\/div>\n<\/div>\n

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certain william Hand motorsailer, I tell him: \u2018I\u2019m not your guy.\u2019 Phil weld was the right mix. He was a great guy, the life of the party. He made things happen, and he could afford whatever he wanted\u2014but he didn\u2019t want much.\u201d<\/p>\n

Vincent and Nellie Besin are Dick\u2019s most recent dedicated patrons, own- ing Cheers and a Newick trimaran, as well as commissioning Newick to update Cheers by way of a new 56′ (17m) proa with which to sail around the world. \u201cIt\u2019s so big it scares me,\u201d Newick admits. Although he is actu- ally keen on the project, sorting out the proa\u2019s technical problems\u2014such as creating reversible rudders so the forward one can be deployed as an efficient foil\u2014with simple solutions remains a daunting assisgnment.<\/p>\n

Newick\u2019s aspirations were never really limited to such arcane interests as proas, or even ultimate speed. Pat\u2019s involvement with nutrition and organic foods, decades before it became popular, buttresses Newick\u2019s wider practical concerns about the<\/p>\n<\/div>\n

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planet\u2019s bigger social issues. Dur- ing the first energy crisis in the early 1970s, Dick Newick and Jim Brown, coupled with Phil weld\u2019s bankroll and enthusiasm, focused on working sail, particularly for third world countries. they built SIB (for Small Is Beautiful, after e.F. Schumacher\u2019s seminal book), a working trimaran featuring unstayed masts, Constant Camber hull, and lashed beams. A subsequent design of similar concept sailed to Guyana. Unfortunately, third world politics killed the project, but Brown would go on doing development work in what he more accurately calls the \u201ctwo- thirds world\u201d; as for Newick, he never forgot the wider needs that boats and creative design might address. \u201cIf you have so much money to throw at a problem\u2014like current leading multi- hull racers seem to\u2014and it keeps you out of the bar, then I guess that\u2019s all right. But it\u2019s much better to spend that money developing a cure for cancer or mass-produced electric automobiles,\u201d he says, referring to a design of his own he submitted to Ford. \u201cwe desperately need a 35-mph,<\/p>\n<\/div>\n

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two-person car for $5,000.\u201d
\nAs for what people want in boats<\/p>\n

coming out of the current recession, he says, \u201cthey\u2019ll be cheap and because of that, they\u2019ll be simple.\u201d He designed a slim monohull powerboat for the original owner of Traveler, and now has a model for a powercat runabout, which he estimates will weigh 600 lbs (272 kg) and do 15 knots with four people on board, driven by just a 20-hp (15-kw) outboard. [See \u201cDesign Challenge,\u201d page 24 in this issue \u2014Ed.]<\/p>\n

Newick\u2019s boats of all types will inevitably remain platforms with which sailors can approach becoming sea creatures in flight, as integrated as nature and machine can get.<\/p>\n

Looking back, Newick says, \u201cthere\u2019s not much I regret doing. what I regret is not doing some things, not following through. that\u2019s one of my biggest mistakes: I\u2019ve tried something and moved on before per- fecting what was viable because there hasn\u2019t been anyone else\u2019s R&D bud- get to allow it.\u201d Otherwise, \u201cI\u2019m cer- tainly happy to have had the boatshops in eureka, St. Croix, and<\/p>\n<\/div>\n<\/div>\n

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48 Professional BoatBuilder<\/p>\n<\/div>\n<\/div>\n<\/div>\n

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Continues from page 47
\ntemporary frames spaced 24″ \/61cm<\/p>\n

apart (full-sized patterns are supplied with the plans). Akas and wing mast are similarly built, but with the addi- tion of carbon fiber. to save weight and money, the rudder does not swing up if struck, as in most of my designs; rather, the board has the usual Newick \u201ccrash box\u201d to minim- ize damage from grounding or col- lision with a whale. the board will usually be carried deep enough to protect the rudder.<\/p>\n

Accommodations: a sheltered steering station, a dry place to sleep with sitting headroom, a single- burner stove, and two buckets.<\/p>\n

Electronics: autopilot, GPS, hand- held VHF radio, log, speedometer,<\/p>\n<\/div>\n

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and depthsounder, plus whatever is required by the race rules.<\/p>\n

No motor will be carried for rac- ing; a 5-hp (3.7-kw) four-stroke out- board would serve well when not racing. Plans do not include elec- trical or cabin-ventilation details, which will depend on the skipper\u2019s needs. two or more large photo- voltaic panels with either a small wind generator or towed propeller will supply the autopilot and running lights. there is no room for a cap- size escape-hatch; however, sealed compartments would float her high enough to leave a large air bubble in the main hull that would permit a wet exit through the cockpit. No thought has been given to complying<\/p>\n<\/div>\n

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with national or european Union regulations. Buyers should assure themselves that, as racers, they will be able to live with their own bureaucracies.<\/p>\n

there are only three sails, all eas- ily handled. the original Vals do 20 knots occasionally. the latest ver- sion will do more than that, and do it more often. After the race, a Val III can daysail several people and cruise one or two spartan types.<\/p>\n

Finally, Val III is for sailors who would rather actually race a 30-footer (9.1m) than dream about racing a 60-footer (18.2m). Plans cost $2,000. they are in english units, easily converted to their metric equivalents with an inexpensive calculator.<\/p>\n

\u2014Dick Newick<\/p>\n<\/div>\n<\/div>\n<\/div>\n

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Martha\u2019s Vineyard, where I learned a lot. I\u2019m delighted to have spent two years bumming around europe in lit- tle boats. It was invaluable, especially sailing down the coast with the old<\/p>\n<\/div>\n

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Dane [Asker kure]. And then, 17 years in St. Croix building up the charter business and designing my own boats, and starting to design a few for others\u2014that was a great opportunity.<\/p>\n<\/div>\n

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I think it would be harder for a young guy starting out to do those things now.\u201d<\/p>\n

Despite Newick\u2019s near-mythic status, it was with some surprise that any<\/p>\n<\/div>\n<\/div>\n

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multihull designer might be in the running for the North American Boat Designers Hall of Fame, jointly spon- sored by westlawn Institute of Marine technology, the Landing School, Mystic Seaport Museum, and the American Boat & yacht Council\u2014 especially in only its fourth round. In 2008, Newick joined a very select list of designers: Nathanael G. and L. Francis Herreshoff, Philip Rhodes, John Alden, Olin Stephens,<\/p>\n<\/div>\n

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C. Raymond Hunt, and Jack Hargrave. each judge listed 10 names in order of preference. Dave Gerr, westlawn\u2019s director, then put the lists on a spreadsheet, multiplying points for position on each list. Newick had been on many panelists\u2019 lists since the first selection for 2005, but in 2008, out of 35 nominees, \u201che ended up toward the top on quite a few lists as well as appearing on quite a few of the other panelists\u2019 lists,\u201d says Gerr,<\/p>\n<\/div>\n

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adding that Newick\u2019s boats \u201care very distinctive…instantly recognizable as Newick designs. I think the panelists liked the almost austere simplicity of his design approach, which anyone who is a serious designer really appreciates. Dick\u2019s boats are pure and elegant. they work. they are unique. And they are incredibly successful and influential. All these multihulls racing around the world would not exist without the work Dick did.\u201d [For more on this new hall of fame, see PBB No. 113, page 18.]<\/p>\n

It seems especially fitting that N.G. Herreshoff and Newick should book- end the 20th century. N.G. Herreshoff accompanied the birth of the techno- logical age with his brilliant catama- ran Amaryllis challenging the yachting establishment; Newick has escorted the multihull into the 21st century, the once radical now embraced.<\/p>\n

Newick does not claim this role alone, but acknowledges the sponta- neous evolution of ideas: when many elements of technology and culture are ready, and the ideas are right, then someone will discover them. He notes that elisha Gray and Alexander Gra- ham Bell both applied for patents for telephonic devices on the same day, just as Alfred wallace and Charles Dar- win simultaneously developed theo- ries of natural selection. Perhaps the multihull revolution\/evolution would have inevitably happened with- out Piver, Choy, Newick, Crowther, kelsall, Brown, and many others on whose shoulders they stood; but as it happened, they dared to carry and reinvigorate the torch.<\/p>\n

Newick, a believer in reincarna- tion, says, \u201cPeople ask me, \u2018where do I get these ideas?\u2019 I can only say, I must have been a Polynesian canoe-builder.\u201d<\/p>\n

Perhaps, someday, between the planets there will sail upon the solar winds a daring spacecraft designed by a guy who must have once been… Dick Newick. PBB<\/p>\n

About the Author: Steve Callahan has designed and built several boats, authored two books, and written widely in the marine press on modern sailing design, designers, and technologies\u2014including a series of designer profiles for this magazine, reflecting Steve\u2019s special interest in multihulls, a genre in which he\u2019s an accomplished sailor.<\/p>\n<\/div>\n<\/div>\n<\/div>\n","protected":false},"excerpt":{"rendered":"

  I first met Dick Newick at the finish of the 1980 OSTAR in which a “senior” Phil Weld won the singlehanded race from Plymouth UK to to Newport RI in Moxie his Newick designed trimaran. I will confess I thought the boats did not look very elegant. But that an older man could beat … Continue reading DICK NEWICK A MAN AHEAD<\/span><\/a><\/p>\n","protected":false},"author":3,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[194],"tags":[1800],"class_list":["post-6951","post","type-post","status-publish","format-standard","hentry","category-multihulls","tag-dick-newick"],"_links":{"self":[{"href":"https:\/\/stephenlirakis.com\/index.php?rest_route=\/wp\/v2\/posts\/6951","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/stephenlirakis.com\/index.php?rest_route=\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/stephenlirakis.com\/index.php?rest_route=\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/stephenlirakis.com\/index.php?rest_route=\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/stephenlirakis.com\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=6951"}],"version-history":[{"count":1,"href":"https:\/\/stephenlirakis.com\/index.php?rest_route=\/wp\/v2\/posts\/6951\/revisions"}],"predecessor-version":[{"id":6953,"href":"https:\/\/stephenlirakis.com\/index.php?rest_route=\/wp\/v2\/posts\/6951\/revisions\/6953"}],"wp:attachment":[{"href":"https:\/\/stephenlirakis.com\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=6951"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/stephenlirakis.com\/index.php?rest_route=%2Fwp%2Fv2%2Fcategories&post=6951"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/stephenlirakis.com\/index.php?rest_route=%2Fwp%2Fv2%2Ftags&post=6951"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}