The New Epoxy Wood System (N.E.W.S.) is a development of the W.E.S.T. and other building systems developed for home multihull construction. The systems differ in that N.E.W.S. involves plywood multi-chine construction with fiberglass cloths and rovings, as opposed to multi layers of epoxy saturated veneers essentially cold molded. The big advantage in N.E.W.S. is that labour is cut by 2/3 while maintaining all the advantages associated with epoxy laminated structures, or plywood building for that matter. The system is extremely strong yet light and predominately wood, which is very economical and easy to work in comparison to many of today’s high tech building materials.

     The availability of good grade epoxies at reasonable prices has enabled plywood construction to have a resurgence. Not only are epoxies waterproof and virtually moisture proof but they are far stronger, have a very superior bond and are elastic, not brittle. The use of plywood (essentially pre-formed cold molded sheets) as opposed to cold molded multiple veneers allows a great saving in time. There is far less fitting and splining and no sanding and fairing between layers. The use of epoxy resins and sealers negates any chance of water absorption or dry rot occurring. Even ¼ inch plywood can be completely saturated with epoxy sealer although this is seldom necessary. A single coat initially on both sides is considered sufficient as this leaves very little core untouched and subsequent coats of finish give ample protection. Epoxies can also be mixed with sawdust and other thickeners to fill gaps in joints without loss of strength. In fact epoxy fillets are used to relieve stress in sharp corners.

     N.E.W.S. uses plywood for 90% of its structural members. Plywood's numerous plies give high multi-directional strength and stability by neutralizing dimensional changes. Fir and other soft wood plywood give a light-weight skin with good strength to weight properties. The system uses a series of transverse ring frames with stringers at close spacing. Tied in with all this is a rigid, deep girder system using the settees and berths as box spars and the cabin sole as a double bottom I-beam. This is the backbone of the boat. This space-frame or egg crate type of construction encompasses all or most of the interior arrangement, leaving little else that is non-structural in the entire boat. This keeps the displacement light, as additional material is not required to make up the accommodation. Most boats have a separate, structurally sound hull and deck and then add the interior as an afterthought. As the interior is an integral part of the hull and deck in N.E.W.S. there is less labour. Once the structure is completed the interior is already done except for minor trim. Being an all-wood boat inside, all that remains to be done is painting and varnishing as desired. Again, in any other material the interior woodwork must be built in at additional expense, weight, and labour. In this system the interior is mostly free, as there is very little additional labour or material cost in constructing it. The one draw back is that the interior arrangement can not vary to any great extent from boat to boat, but then in production boats it never does. If it is a custom design then there is little problem working the interior into the structure once one is familiar with the system.

     The building system is simple and fast. The boats are built upright on the bottom- most panel. This can be cut from the table of offsets and blocked level on the shop floor to the proper rocker. The ring frames are then erected and bonded at their respective places and temporarily braced square and vertical. The transom and stem are also installed and then the stringers laid on. There is very little time or material spent on temporary staging and backbones, again keeping labour and material costs down. Now the intermediate panels are bonded on and work on the structural interior can be started. This is the best time for the interior work to be done as large pieces can be passed through the open topside panels as well as being able to climb in and out without the use of a ladder. To further facilitate in this the middle topside stringers can also be left out to allow more space for climbing or passing things through.

Once the interior is taken as far as possible the topsides are put on and the chines are fiberglassed. With the majority of the interior in, the hull is rigid and ready to turn over for the planing and fairing of the chines. Once that is completed the entire outside of the hull can be fiberglassed, sanded and painted right up to final coat. Then the boat is righted, blocked and re-aligned square before completing the deck and house. These are then also fiberglassed, sanded and painted. All that remains is final interior finish, deck gear and trim, and of course plumbing and wiring. In any case the rudders are free standing and if a skeg is desired it would be a bolted on appendage which would rely on the rudder stock for support. The keels are also a bolt on item, of either aluminium with poured ballast and integral tank, or lead with stub keel. In the case of lead and stub they to can be fiberglassed on as well as bolted in if desired.

     As I have mentioned, N.E.W.S. uses chined hulls. At Bray Yacht Design And Research Ltd., we have done much research on chined hull forms to arrive at the shapes we are now using. Not only is this hull form labour and material efficient but it is as fast in the water as any round bilge form. In fact some tank test and full size data have indicated a superiority. Some people may recall "Scampi", a Swedish design in fiberglass that was very successful because of her chined topsides. Below the waterline our sections are very similar to most I.O.R. boats without being quite so distorted at the measurement points. Because of the way in which the chines are constructed, they are very rounded, and the finished product bears little relation to what is commonly recognized as a chined hull. What is more, the effect is very pleasing to the eye. The plywood is kept apart or just touches and heavy roving is laid on the inside over the joint. On the outside the plywood is tapered and faired to a large radius right down to the roving. More fiberglass is then laid over the outside of the joint. Not only is this extremely strong but once again it is very light and easy. The fiberglass has no problem bonding to suit the ever-changing angle from bow to stern. This system, or variations on it, have been used on home built trimarans for over thirty years, not to mention "Mirror" dinghies all over the world. It is the epitome of using materials where they are best suited. The plywood in large sheets where stiffness is required and fiberglass would only flex, and fiberglass in the corners where it is strongest, in a compound curve. The plywood tapering into the chine from a fiberglass and plywood core to all fiberglass and back again. Not only is the plywood thoroughly bonded but it is physically locked in by the fiberglass. Because the fiberglass lays in an even curve any stress on the joint is allowed to flow through and dissipate. This same method is used on the cabin sides and cockpit seats for strength and ease of construction but also to give a soft round look. The use of plywood for stiffness and fiberglass for tensile strength is an excellent match as solid fiberglass lacks stiffness and must be over built to compensate for it. By using frames and stringers for rigidity the best compromise or strength to weight can be maintained. The fiberglass exterior of the boat has the same low maintenance finish that can be found on fiberglass production boats but without any chance of gelcoat blistering.

     For the home builder an extensive shop is not required as a sabre saw and drill complete most of the work. A router is also handy for detailing stringers and mouldings. The materials are light and easy to carry about, although fiberglass is its usual messy self, but at least with epoxy it does not itch when sanded. In any case you can always sub-contract that part out! In a production shop, jigs for the rocker and bulkhead positions as well as templates for major pieces can speed up production tremendously. These items can be built for a fraction of the cost of a plug and mold. What is more, without a rigid mold, house lines and deck layouts can be altered to suit individual tastes. Different keels can be used to produce various models, all at very little additional cost. Different woods can be used to customize the interior for each individual client.

     Kit boats are a problem in the intermediate stages, as a bare hull without interior is not rigid enough for shipping. Time and money spent building a proper cradle could be better spent framing in the interior structure. This leaves little to choose from between basic pre-cut pieces to hull and deck with interior roughed in. A considerable amount is time is spent on interior and exterior finishing and fitting installation and much expense can be saved by doing that part oneself. A kit at the hull and deck stage with interior roughed in is about half the total coat but at least the owner can be secure in the knowledge that the structure is sound. He can save himself money on finishing, and become familiar with the boat's systems.

     Being wood a certain amount of sound deadening and heat insulation are part and parcel of N.E.W.S. as well as buoyancy should the boat ever sink. This also makes it very suitable for living aboard besides being generally more comfortable for cruising in cooler climates. Also the look of a wooden interior makes the atmosphere much more appealing. There is a certain comfort and peace of mind derived from the look and feel of wood. That is why quality boats go to such lengths to provide wooden interiors.

     N.E.W.S. has the ability to follow through with the promise that cement boats never quite achieved. The simplicity and effectiveness of N.E.W.S. will allow good performance boats to be home built or custom built at reasonable cost. A basic hull will in no way be as inexpensive as a concrete hull but the total costs will be far lower. The cost of epoxies in N.E.W.S. is high, but it is money well spent. Their advantages, as discussed and used conservatively in this system, allow the overall completed cost of the project to be within reach of many land-locked sailors. After all, it is the completed price and final result which count.