At the Helm Part Two

8/12/2019 At the Helm Part Two

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show confirms that the same styling-driven mentality that degraded horizon

sight lines in Part 1 is manifested inhelm-station ergonomics as well.

The tendency of some productionboat builders and designers to

ignore pragmaticsfunctionalityatthe helm in favor of laying outdesigner gauges and switches in prettyarcs and symmetrical patterns, explainsmany of the operator-averse power-boat models on the market. One can

At the HelmPart 2

In this second of two articles on

the ergonomics of production-powerboat helm stations and pilot-houses, the author analyzes layouts,controls, instrumentation, electron-ics, and other critical details thatcontribute to operational safety.

Text and photographs by Eric Sorensen

AboveThe builder of this trawler yacht got

its helm station right: ergonomic steering

wheel; flat-black surfaces to reduce

reflections; electronics flats angled upward

and inboard; tall seat moves in and out of

range and its height keeps the skippers

height of eye fairly constant whether seated

or standing; and engine gauges and radios

overhead, where theyre easy to reach but

dont clutter the helm console.

I

n Part 1 of this investigation, welooked at pilothouse and helm-

station design as it affects horizon vis-ibility from the helm (see ProfessionalBoatBuilder No. 114). For the secondpar t, we tur n to helm-s tat ion ergo-nomics inside the boat: the prioritiza-tion and layout of steering andpropulsion controls, navigation elec-tronics, switches, seat positions, andrelated design elements. A quick sur-vey of popular production powerboatsat any marina or mainstream boat

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OCTOBER/NOVEMBER2008 3

only assume there is a simple lack ofpractical boating experience on thepart of builders who install controls

where th ey r e awkward to reach,gauges where theyre hard to see, andelectronics down low where theyreblocked by the wheel and well belowthe operators horizon sight line. Toomany manufacturers think stylingalone sells boats. But most customers

who know what they like when theysee it are smart enough to recognize ahelm thats also user friendlyonce itspointed out to them.

We can quibble about the order ofpriority of all the design elements dis-cussed here, but the important thingis to think things through for the spe-cific boat or model under considera-tion. For instance, if were designing a

20' (6m) bowrider, the electronics flatwi ll rece ive le ss at tent ion th an itwould on a 45' (13.7m) convertible.Two key questions help determinehow to lay out the helm station:

How often is the component used? How important is the component

to safe operation?

Since steering is essential wheneverthe boat is under way, the wheel isgoing to be high on the priority list.

And, though the horn is rarely used,the helmsman must be able to get to

it in a hurry, so it too ranks high.I find it helpful to think of two fun-

damental priorities at the helm: Arrange the propulsion controls

ergonomically. Mount the navigation electronics

so theyre easy to read and adjust.

Lets have a look at each helm-con-sole feature and what to keep in mind

when putting it all together.

It doesnt get much more ergonomic

than aboard this Embraer ERJ-135 twin-

engine commercial jet. The displays are

large enough to provide information the

pilots need, and controls are easy to

reach with little physical movement.

Steering and Propulsion ControlsMake it easy to quickly reachsteering and propulsion controls(shift, throttle, bow thruster, joy-stick, drive trim, trim tabs/intercep-tors) with a minimum of physicalmovement. The ideal paradigmhere is the average automobile orsmall airplane, in which you canreach all the essential controls

without stretching, and the con -trols that are most critical or mostoften used are nearest at hand.

A fully adjustable seat (height, and fore

and aft) allows a good view all around

from the New Englandstyle helm.

However, the vertical wheel and flat-

mounted engine controls are candidates

for re-engineering.



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4 PROFESSIONAL BOATBUILDER

On a vessel designed to be oper-ated from seated and standing posi-tions, the simplest approach is tolocate the seat so there is little changein the skippers height of eye and

distance from the wheel whether heor she is standing or seated. It callsfor a helm seat that slides fore andaft to allow for standing room, andadjusts vertically to accommodatedifferent body sizes. The controlsshould be positioned at an ergonomicheight and angle. A vertical sailboat-style wheel is the least ergonomicsetup, because of all the bending atthe waist along with the arm contor-tions required to turn the wheel fromlock to lock. A nearly horizontal,bus-like wheel is more comfortable,but the most natural position is

somewhere in between. When stand-ing, I find a more vertical wheel ori-entation to be comfortable. Whenseated, because of the interferencecreated by ones lap, and the need tosit far enough forward to reach theelectronics, a more horizontal wheel

works best.In practice, the boats that get the

wheel position right for seated oper-ationmany of the Fairlines, VikingSport Cruisers/Princesses, Azimutsoften cant be driven standing upfrom the lower station at all. Con-

versely, many boats designed to be

operated standing up include a seat atthe helm station for use when theboat is on autopilot, or swinging onthe hookbut not for real runningconditions.

The trick is to find a middleground, in terms of height especially,so that the boat can be run comfort-ably either standing or seated. A tilt

wheel provides a range of angles tocover all the bases here, as long asits neutral axis is about 45 from ver-tical. Steering-wheel vendors wouldfind a ready market among savvy

The helm on a Formula 45 (13.7m)

offers a car-like tilt steering wheel with

soft, rounded spokes for comfortable

standup or seated operation. The hand-

rail provides security for a passenger;

the VHF radio is close by to the left of

the wheel; and the rocker switches are

in the open, where theyre easy to get

to when standing up.

Vertical wheels were the norm for years on slow trawlers, because that orientation

worked best with cable or chain-and-sprocket steering. Its not especially

ergonomic, as a full turn of the wheel requires either a lot of hand shuffling, or

bending at the waist; the latter likely means momentarily taking your eyes offthe water ahead. A trawlers typical five or six turns lock to lock in a 7-knot boat

is not the safety concern it is in a faster boat, but even displacement trawlers

are trending toward smaller angled wheels with fewer turns lock to lock.



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introduced pod drives, are aboutthe only propulsion systems thatconsistently have responsive steer-ing control, set up for two-and-a-half to three turns lock to lock, withpower steering providing fingertip

operation.A note about the steering wheels

themselves: many have spokes withhard, sharp edges that dig into onesfingers when turning the wheel.Spinning the wheel with one or twofingers is often a good way to getthe boat to turn responsively, and itdoesnt cost any more to make asteering wheel with rounded spokesthat are easy on the fingers. The so-called suicide knob on a 30-knotboats steering wheel is a warningsign that suggests a desperate needfor power steering.

Jo ys ti ck s ar e be coming mo recommon as standard features ofthe Volvo IPS and CMD Zeus podsystems, as well as Mercurys Axiusoffering (and whatever other com-petition that manufacturers maycome out with). The joystickshould be located with its close-inmaneuvering function in mind.Think about where youd want tostand when backing or sliding side-

ways into a slip; thats where youwant the joystick. This may well beinboard of the helm station itself;its wherever you get the best view

astern and abeam. A second, third,or fourth joystick may be called for,say at the aft end of an enclosedbridge, or in the cockpit. One of

ABYCSteeringStandards

Amer ic an Bo at & YachtCouncil guidelines devote con-siderable space to discussions

of the mechanical aspects ofsteering systems. But nowheredo they address the relationshipbetween boat speed and steer-ing responsiveness. This is anarea that needs attention. Itsnot an easy decision for pro-duction builders to make inde-pendently. Why? Because toinstall power steering as stan-dard equipment on larger out-boards and inboards costsadditional thousands of dollars.The alternative, thougha non-power-assisted systemis, in

my opinion, dangerous.Nei ther does the ABYC

discuss inboard rudder-anglestandards. The American Bureauof Shipping, U.S. Coast Guard,and U.S. Navy follow 35 as afull-rudder standard (with 37to the hard stops), since rud-ders tend to stall at higherangles. But a number of recre-ational inboards dont meet the35 criterion. Ive run boats thathad rudder stops set at 25 orless, which, along with the too-small rudders on many cruisers,

results in very sluggish steeringat low speed; this, too, is dan-gerous, especially when run-ning with the seas, at speed.

A larger rudder steers a lotbetter, but costs more, andslows the boat only a knot orso at cruising speed.

Eric Sorensen

boatbuilders for telescoping wheels,such as youd experience in a late-model Cadillac or Saab, as this capa-bility allows for varying leg and armlengths. The ergonomically ideal solu-tion is a tilt-and-telescoping wheel.

While not a helm-design elementper se, steering responsiveness is acritical factor to consider, especially ina new high-speed craft. When youput slow-acting steering on a 30- or35-knot boat, the helmsman will havea hard time taking evasive action atspeed. Outboards also often have fiveor six turns lock to lock, and many ofthese boats are even faster than the35-knot convertibles. I view this as ahead-in-the-sand holdover from thedays when a single 200-hp (150-kW)outboard was a lot of power, and youcould install three-and-a-half or four-

turn lock-to-lock steering and stillkeep the effort reasonably low. Thefaster the boat, the more responsivethe steering should be, with regard toeffort required and the number ofturns from lock to lock. My personalrevelation on helm responsivenesscame after running a high-end 65'(19.8m) American-made convertible at25 knots down a winding channel.The boat had difficulty getting out ofits own way with six turns lock tolock. A few days later I ran a 65'(19.8m) Fairline with power steering,high-aspect-ratio rudders, and finger-

tip three-turn control that handled likea 25'(7.6m) center console.

Sterndrives manufactured by Volvoand MerCruiser, and the recently

LeftThe Formula 31 (9.4m) PCs drive and trim-tab controls are directly above

the throttles, exactly where your fingertips will be when their controls are needed

at speed. Whatever you happen to think of these individual racing-derived

throttle/ shift controls, theyre in the right spot. The wheel spokes are rounded

and comfortable at the wheel rim, where it counts. RightTiara locates the

Volvo IPS joystick inboard on its 3900 (12m) Sovran so its easier to reach from

centerline. This lets the driver face aft comfortably when backing into a slip.



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the neatest setups Ive seen was ona Hunt 36 (11m), whose waterjetjoystick was mounted on the armof the captains chair.

In conventional installations,engine throttle and shift should becomfortably angled, which means 10

to 20 from horizontal on mostboats. The triceps and biceps, not theforearm, should be doing the push-ing and pulling of the levers. Someboats have their control binnaclesmounted on a nearly vertical sur-face; that makes them uncomfortableto operate, plus its hard to executeprecise throttle adjustments whenthe forearm is asked to do the work.

So-called Palm Beach controlshave single-lever controls on eitherside of the steering-wheel pod. Thissetup enables the helmsman to facethe stern when backing down onfish; but, unless you have single-lever electronic controls with throttle

synchronization, it requires lettinggo of the wheel to throttle up,

wh ich is in he rentl y un sa fe inrestricted waters.

Single-lever electronic controls arethe most comfortable to operate,since the only friction in the systemis artificially dialed in by the manu-facturer. Even the detents betweenforward and reverse are artificially

controlled to make it easy to shift,but not so easy that you dontknow when youre in, or passingthrough, neutral.

If you spend a lot of time out onopen water steering by autopilot,its control location is important. It

should be almost as easy to reachas the wheel or throttle; and thisbrings us back to the Hunt joysticklocation on the helm seat arm asone location of choice. Of course,

you may want a duplicate controlat the helm console when yourestanding up to run the boat, as

you wont want to reach behind youevery time to make adjustments.

AboveThe throttles here are too vertical for

comfortable, precise adjustment. Top, rightThis

sportfishermans bright white console appears to

stretch a good 8 (2.4m) from side to side. Youd put

in a few miles on a long day on the tournament

circuit keeping track of the electronics. A more useful

design would wrap the displays in a tight semicircle

around the wheel, so they can all be seen clearly

and also reached with a minimum of movement,

while allowing plenty of foot room around the Palm

Beach controls. RightOn a Hunt 36 (11m) Jet,the joystick on the helm seats arm lets the seated

operator motor around the marina, or head for open

waterwithout leaving his seat.



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A problem with electronics onsome boats is that they compete forprime helm-station space with

engine gauges or rocker switches.This mixed prioritization is mis-guided; the electronics on all butthe smallest inshore boats shouldbe front and center, with everythingelse arranged around them. Itsactually easy to accomplish pro-

vided you commit to this approachfrom the outset.

Placing the electronics up highon the console so theyre just belowthe horizon from the operatorsperspective, but still within hisperipheral vision, creates an effectsimilar to a fighter jets heads-up

display: the pilot looks through animage thats projected against thehorizon so he can see electronics

displays in the same field of vision asthe sky directly in front of the air-craft. If the electronics displays are

down low at the helm, as they are onmany boats, then your eyes haveto travel a longer distance, vertically,to keep track of whats going on out-side the boat andon the screen. Thesame principle goes for the com-pass: it works best to mount it uphigh, just below the horizon, so youcan keep the water directly in frontof the boat in your line of sight

when glancing at the compass. Themost recent data from the productsurvey firm J.D. Power and Associ-ates (Westlake Village, California),and a little product analysis of my

own, strongly suggest that con-sumers favor the approach citedabove, and therefore rate these

electronics-first helm consoleshigher.

The best way to foul up an elec-

tronics display, besides mounting ittoo low, is to situate it too farforward. This far-forward positionserves no useful purpose, and putsthe electronics just out of reach; itprobably means you cant drive theboat sitting down. If you lay outthe electronics flat up high and inclose, its easy to see and reach.

While height and distance areessential in electronics displayarrangement, so too are the mount-ing angles, both vertical and hori-zontal. The electronics flats shouldface the operator, which means the

devices would each be at a differ-ent angle forming a semicircle infront of the wheel. That arrange-

ment also keeps the dis-plays in close and easy toread and reach.

Id include the VHFradio in this section as ahigh priority, since itsposition close at hand isimportant for bridge-to-bridge communications.

Navigation Electronics

Sailfish does a good job on its electronicsdisplay angle and positioning. The large-

screen displays are up high, where J.D.

Powers survey responses say owners like

them. The wheel (minus power steering)

and engine controls are comfortably

positioned and angled.

Far leftThe compass is in clear view from the helm seat without drawing the helmsmans gaze away from the horizon.

LeftA Sea Ray bridge with a well-thought-out electronics arrangement, orienting the displays toward the operator. Also,

the flat-black, visored area minimizes nighttime reflections. Many European flybridge offerings leave little if any room for

electronics, and often have wheel and throttle positions too low for standup operation.

The vertical orientationof this center console

makes it hard to see the

electronics clearly when

standing up, since theyre

at least 30 off the

operators line of sight.



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LeftA Dettling 51 (15.5m), with engine gauges correctly arranged in pairs between the tachs. Theyre easier to read

there, and the eye readily takes in any variation, early on, between port and starboard engines. RightOn a more

spartan Blackfin 29 (8.8m), the engine gauges are also arranged in helpful pairs.

Engine gauges are obviouslynecessary sources of informationfor the helmsman, but theyre notas constantly referred to as theradar and chartplotter, which is

why they are subordinated to theelectronics displays.

Some gauges are a lot easier toread than others. Aligning simple 2"(51mm) analog gauges vertically inpairs (like those in many analog-type aircraft cockpits) makes themost sense, since they then take up

little room and are easy to read.Consider twin-engine boats withanalog engine gauges placed instacked pairs off to the side of theconsole. At the top we have a pairof tachometers, and directly beloware pairs of engine temperature, oilpressure, and voltage gauges. Withside-by-side gauges, if the enginetemperature starts to pick up onthe port engine, say, or oil pressuredrops off, the eye instantly per-ceives that the two gauge needlesno longer line upan early warn-ing of an anomaly probably well in

advance of an alarm condition.Further, if you have alarm lightsnext to the associated gauges, theyinstantly alert you to the offendingcondition.

On the other hand, the commonscattergun approach to gauge layout

makes it difficult to keep track ofengine parameters. On too manyboats, the tachs and other gaugesare several feet apart on oppositesides of the helm flat, with the portgauges lined up in a mirror image ofthe starboard side, so it takes severalseconds to figure out what the prob-lem is and react accordingly. Theother advantage of having port and

starboard engine gauges lined up inpairs to one side, is that they takeup less surface area, leaving the pri-mary helm-station area available fornavigation electronics.

Electronic engine displays cangive helm stations a real boost in

data presentation, but there is atendency to present too muchinformation: the displays devolveinto toys or novelties rather thanpresenting vital data simply andunderstandably. Ive seen someef fect ive layouts where in theelectronic engine displays arelocated overhead, above the helmconsole, offering proximity with-

out encroaching on the navigationelectronics turf.

The worst offender, from a take-it-in-at-a-glance perspective, is themultifunction gauge, particularly

when there are two of them, oneon either side of the console.

Engine

Gauges

This cautionary example shows an indecipherable clutter of engine gauges taking

precedence over the electronics display. No amount of study would yield a clue

as to engine operating parameters on a boat where styling has run amok. Also,the compass is offset to port from the operators position, though there is

clearly room for it in its proper spot.



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As for the horn, think of it as the single mostimportant switch on the helm consolenot becauseits used often, but precisely because its not. Whenit is, though, you want to get to it immediately; inextremis the operator may panic and forget whereits located.

Location is important. Dont bury the horn behindor below the wheel. Make it a different shape, size,and color than other switches nearby. (If you get

one thats colored red, keep in mind it wont lookred at night if the pilothouse has red lighting.)

LeftA simple but effective outboard console. It has a color-

coded horn all the way to the left, at the end of the row, next to

the most operation-oriented switch: the windshield wiper.

RightThere is no discernible rationale to this rocker switch

layout. Miss the horn on the panel, and youre just as likely tostart an engine.

AboveA Bayliner with some extra standing room, carved out of

the deck liner box that supports the helm seat. A fine design.

LeftSea Ray has provided plenty of standing room at the wheel of

its 310 DA. You can step back to comfortably balance when coming

up on plane. If you mark where your heels would be when standing

at the wheel while accelerating to cruise speed, then thats the

farthest point forward that any obstruction like a seat base should

be located.

Many pleasure boats that are ostensiblydesigned for both seated and standing opera-

tion do neither well. Either the seat is too farfrom the controls to reach comfortably whileseated, or theres too little room between theseat (or seat base) and the wheel to standcomfortably.

Standing Room



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Its tough to stay alert in anuncomfortable pilothouse, espe-cially when its hot and stuffy out-side. In those conditions, eitherair-conditioning or an ample sup-ply of fresh air is essential to main-taining operator alertness. Onsmaller express-style boats the ten-dency has been to improve all-around visibility by eliminatingcanvas enclosures. But if ventila-tion isnt provided to compensate

for the lack of opening canvasflaps, then things could be worsethan before, since even the mostunrestricted sight lines dont helpthe operator whos dozed off.

Vent windows of f to the sideprovide little benefit for the center-line helm station, which needs anair supply directly forward of thehelm. More efficient are opening

Ventilation

Heres a simple-but-effective ventilation design that will work well when installed

in a dry-running boat, like this Hunt 36.

LeftA fairly typical helm station, except that, when climbing up on plane, you

have to hang on tight to the wheel, making it tough to steer. The heel room, not

the seat itself, is the biggest obstacle. RightA boat where the seat itself is the

problem. Combine the lack of standing room with the poor window and overall

pilothouse designrendering it impossible to drive the boat safely when

seatedand this is a boat no one should want to put to sea in.

Standing room is often restrictedmore by the heel room at decklevel than by the seat itselfpar-ticularly when the seat is fitted

with a bolster that flips up to pro-

vide extra room. When designingthe helm station for small craft,remember that a pedestal seatoffers more heel room than abench seat mounted on a fiber-glass box molded into the deckliner.



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Standards for Helm Ergonomics be met from each position.ABYC also specifies , in sectionP14.6: There shall be at least 21/2inches [63.5mm] clearance betweenthe control lever and steering wheelrim under any possible lever or

wheel position. On single engineboats with two levers, top mountedcontrol heads, the right lever shallbe the throttle control and the leftlever shall be the shift control.Throttle levers for multiple enginesthat are intended to be normallyoperated simultaneously shall begrouped for single hand operation.Throttle and propulsion system trimcontrols position shall be located sothat it is not necessary to releasecontrol of the steering device duringtrim adjustment.

And , The steering stops on the

outboard engine shall permit atleast 30 degrees of angular move-ment either side of center.

The American Bureau ofShipping, or ABS, has thoughtthrough many of these details, and

while its guidelines are meant forlarger yachts and ships, as back-ground they are equally applicableto smaller vessels, and thus well

worth assimilating by manufacturersof smaller craft before undertakinga pilothouse design. ABS has devel-oped Guidance Notes on ErgonomicDesign of Navigation Bridges, which

supplements its own Guide forBridge Design and NavigationEquipment/Systems, and is based inpart on guidelines issued by theInternational Maritime Organization,International Organization forStandardization, International Con-

vention for the Safety of Life at Sea,and International Association ofClassification Societies.

ABS poin ts out that most colli-sions and groundings occur becauseof actions taken or not taken on thebridge, and that when the opera-tional environment is awkward for

the mariner, it leads to errors injudgment. Basic bridge functions,layout, equipment accessibility anduse, console design, lighting, instru-ment illumination, and safety aresome of the areas addressed. ABSpublishes further advice in itsGuidance Notes on the Applicationof Ergonomics to Marine Systems.

E.S.

and trim shall be positioned so thatduring use, operator hand contactcan be maintained without move-

ment of the operators eye below theeye position(s) for which the boat isdesigned. If a boat is designed to beoperated from both a standing and aseated position this requirement shall

Though American Boat & YachtCouncil standards are largely silenton the issue of helm-station

ergonomicsthat is, where the con-trols, switches, and electronics arelocated and how theyre displayedthe guidelines do state the following:Controls for steering, shift, throttle



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OCTOBER/NOVEMBER2008 13

Finally, the same arrangement ofprioritieswhose objective is anergonomic helm-station layoutis justas relevant to a 120-footer (36.5m) asit is to a 20-footer.

About the Author: Eric Sorensen hasbeen driving all types of commercial,recreational, and military vessels forfour decades. He was the first director of

the marine division of J.D. Power(the customer-satisfaction surveyorganization), and is the author ofSorensens Guide to Powerboats.Currently a consultant, his Platts-burgh, New Yorkbased firm (same

name as the book) specializes inpowerboat de sign, cons truction,safety, and performance.

ve nt windows in the wind-shield itself, an opening hatchin the hardtop overhead, orperhaps the best solution: aDettling-style, dry-plenum venti-lation system built in under the

windshield.

________

There are strong, often con-flicting opinions about helm-station design and ergonomics.Happily, there are also many

ways to de si gn a wo rk abl e

helm, as long as you thinkthrough and address the funda-mentals. I hope this discussion

will stimulate a re-evaluation offirst principles, and generatefresh ideas and changes fromdesigners and builders.

Heres a parting thought. Imentioned the ever-popular 20'bowrider at the beginning ofthis article. Two elements tendto make such boats unsatisfac-tory for stand-up driving: seatadjustability (not being able tomove it far enough aft, out of

the way); and throttle position(usually too low and too far aft).

With suff icien t planning, youcan make these relatively smallboats comfortable to drive whilestanding. That would then givethem a competitive advantage inthe marketplace, since it willcost no more to produce a better,more versatile boat.

Side vents on a small sport-

fisherman were a great idea;

unfortunately, theyre too far

away to reach without climbing

up on the dash.

PBB


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At the Helm Part Two