I-iii IFDS会長の評価
INTERNATIONAL FOUNDATION FOR DISABLED SAILING
stichting International Foundation for Disabled sailing registered in the Hague, the Netherlands
.Yacht Aid 26
Observations made by lan Harrison - Chairman of IFDS during a visit to the Project on the 9th and 10th June 2001.
The first impression of the yacht was that it had not been especially designed for disabled people and would be recognised as an exciting, modem and fast cruiser / racer by the able bodied sailing community. I felt that this was extremely important as sailing is one of the few sports where effective integration is really possible
It was obvious that she had been built to high standards and the finish was excellent. Fittings were of good quality and every thing had been designed for ease of operation.
Great care had been taken in the design of the deck layout and it is possible for a disabled person to move/slide from one end of the boat to the other without having to negotiate obstacles such as winches and cleats etc.
Handrails had been fixed to the gunwales and cabin top to provide excellent hand holds while moving along the deck. A "pulpit" had been fited in front of the mast to provide securhy fer someone sitting on the deck while working at the toot of the mast. The spinnaker boom track fixed to the mast ran down to deck level to enable to boom to be secured by a sitting disabled person.
A large shallow cockpit had been included to which all running lines were led.
At the aft end of the cockpit two Harken tracks had been fitted onto which a seat fitted with hinged arms had been secured. Lines were attached to each side of the seat and by using these a disabled sailor could move himself from one side of the boat to the other. A small diameter wheel had been provided just in front of the sliding seat by which the boat could be steered. The seat allowed the sailor to choose whether he steered from the windward or leeward side or some where in between.
The main sheet was also accessible from the sliding seat.
A bridge had been fitted in the cockpit approximately 50 CMS aft of the cabin bulkhead to which another seat running on Harken tracks had been secured and could be operated in the same way as the seat provided for the helm. This provided easy access to the two winches and jamming cleats used for operating halyards sheets and other running lines.
Instead of conventional companionway steps a hydraulically operated seat had been installed to enable a disabled person to access the cabin. A valve had been fitted to the right hand side of the seat to enable the operator to lower himself into the cabin and the seat could be raised to cockpit level by operating a lever situated between the operator's legs.
Bunks were situated immediately either side of the hydraulic seat to provide easy transfer from where a person could slide forward to a small toilet, immediately ahead of which, was a console housing a camping stove and wash basin.
Although six berths were provided this would be very cramped and but four people could be accommodated in reasonable comfort for a short ovemight cruise.
Over a period of two days we sailed the yacht in smooth seas with winds varying from 4 to 15 knots and found her easy to handle, responsive and a pleasure to sail. She was fast for her size and the boat worked extremely well on all points of the wind.
In my opinion the yacht could be sailed safely in reasonable conditions with two disabled sailors and one less disabled sailor or an able-bodied crewmember.
My first and final impression is that an enormous amount of thought and care had been involved in the design of what I would consider to be an excellent boat that could be used by people with a moderate degree of disability.
However, with some additional features and relatively minor alterations the boat could accommodate and provide a memorable and enjoyable sailing experience to people with a much wider range of disabilities. Such alterations would enable even greater participation in the sailing of the boat by disabled people.
Details of the various suggestions arising from our observations of the yacht are attached.
Ian Harrison
Chairman IFDS
19th June 2001
INTERNATIONAL FOUNDATION FOR DISABLED SAILING
stichting International Foundation for Disabled Sailing registered in the Hague,the Netherlands
Yacht Aid 26
Suggestions for future consideration arising from the visit of Ian and Pauline Harrison to Tokyo on 9th 10th and 11th June 2001.
General
A great deal of very careful thought had clearly gone into the design of the yacht and had resulted in the creation of a very effective boat capable of being sailed by a mixed disabled and able bodied crew.
The following are suggestions, which in our opinion, would improve on an already very cleverly designed boat.
Wherever possible all protrusions should be removed to avoid injury to people with paraplegia or similar disabilities.
Specific
1) The bridge on which the crew seat is secured could be improved if it were lowered by approximately 10cms.
This would give the following advantages:-
a) It would bring the seat down to same level as the companion way hoist facilitating an easier transfer. Some moveable transfer board between the seat and the hoist along which a person could slide forward or backwards would be very helpful.
b) It would enable a level and easier transfer from the deck to the seat.
c) At present the crewmember is pulling the sheets in an upward angle. Lowering the bridge would enable a straighter and more efficient pull to be made.
2) The Harken track fixed to the top of the bridge should be let into the surface as the protruding edges of the track could cause injury.
3) The bridge itself should be moved aft by at least 30cms. as the space between the bridge and the cabin top bulkhead was extremely restricted. This was uncomfortable if the crew member were to remain seated for any length of time and access would be difficult if they had anything but very small feet. Injury could also occur if the crew person were to experience a spasm while seated. We do not feel that by moving the seat aft any difficulty would be experienced in reaching the running lines such as sheets etc.
4) The lines controlling the movement of the crew seat from side to side should be extended to the gunwale, as this would provide additional purchase and better control.
5) A broad strap should be fitted to the seat to give security for those with poor balance. This could also improve their ability to pull on the sheets etc. Such a strap would have to be fitted with a quick release mechanism i.e. similar to an aircraft/car seat belt or Velcro fastening.
6) The forward part of the arms of the seat should be extended to form a right angle rather than angled at present, as this does not give sufficient support especially when the boat is healing. The arms should have some form of padding, as the present thin tubing does become uncomfortable when leaned on, for even a relatively short time.
7) It would be a great advantage to curve the base of the seat to assist comfort and stability when the boat is healing.
8) If possible, within Japanese maritime regulations, a slightly larger hatchway would provide easier access to the companion way hoist. This could be achieved by raising the cabin top or by extending the hatchway in a forward direction.
9) The tubes locating the arms of the companionway hoist are dangerous as they extend above the seat level and have sharp edges.
10) The hydraulic lever operating the companionway hoist could be shortened, as it is difficult to operate when the seat is raised to its maximum height. However this would not be necessary if the cabin top could be raise or the hatchway extended.
11) Removable, padded rails should be provided on either side of the toilet.
12) The view of the instruments indicating speed, wind direction and strength etc, is often obscured from the helmsman's seated position, by the crewmember and relocation could be considered. Possibly on the steering console.
13) The location of the spinnaker winch causes an obstruction when moving about the deck and transferring to the bridge seat.
14) The pulpit forward of the mast is an excellent idea but does need to be less curved and or moved forward as it is difficult to get into.
15) Exactly the same alterations to the helmsman's seat should be considered as for the crew person's seat.
16) The space between the footrests on the helmsman's seat the base of the steering column was very restricted and difficulty was experienced when using the seat to move from side to side. Moving the column approximately 20 CMS forward and extending the shaft of the steering wheel would remove this problem. We feel that people with anything but the very small feet would experience similar problems.
17) A wide range of audio equipment is now available that can be used in conjunction with navigational aids. If possible, consideration should be given to fitting the yacht with this type of equipment to enable full participation by sailors with a visual disability.
18) Consideration could be given to the fitting of wheel chair clamps in a fore and aft position to either side of the floor of the cockpit. However, it would have to be acknowledged that such users would be limited in their ability to fully participate in the sailing of the yacht.
19) Some people would find the fixing of some handholds inside the cabin useful similar to those fitted to the deck and gunwales of the boat.
20) Some form of curtain to provide some privacy while using the heads (toilet) might avoid some embarrassment although it is recognised that this could be difficult.
Ian Harrison
Chairman IFDS
19th June 2001
