This has been one of the most interesting concepts which we have had the privilege of being involved with this past few years. Our discussions regarding harvesting methodology with the client, a well-respected contractor in the North Island marine farming industry, have led to this unique vessel. We believe that it more than adequately addresses the particular needs of this specialized industry.
Mussel harvesting operations dictate that a huge load needs to be stored and carried quite some distance, often in choppy conditions. Typically the vessels currently operating are monohull barges, working the farms from one side of the vessel. Beam is restricted due to access between the backbones (lanes) of the farm. Furthermore these barges pound to windward quite significantly.
We have chosen a catamaran configuration with moonpool access to the backbone ropes. Therefore we can widen the beam to provide huge deck space for the load and the harvesting gear. One might argue that catamarans do not have a high load carrying capacity but in reality the displaced volume of our hulls is at least equal to a comparable monohull barge. And yet the bow shape will not produce significant pounding in a seaway. Fully laden we can guarantee 12 knots of boatspeed and that is a plus in getting to the unloading dock first.
What else needs to be said? If you are in this business then study the drawing carefully and you will notice 101 small improvements which result in an efficient way of working your marine farm.

Brief Specifications:
LOA - 26 m (85′ 4″)
DWL - 24.5 m (80′ 5″)
Beam - 8.2 m (26′ 11″)
Draught - 1.0 m lightship (3′ 3″)
Draught - 1.45 m fully laden (4′ 9″)
Power - 2x Scania DI 12 Diesel Engines
Speed - 12 knots fully laden

This concept design was initiated by a diving center operating from a coastal fishing village on the upper Adriatic Sea. Their brief was for a vessel capable of taking 16 diving enthusiasts on cruises of 2/3 day duration. As you would expect, storing all of the dive gear is a major priority along with the need to fill up to 70 dive bottles per day.
We have chosen a catamaran hull configuration for stability, space and economic performance. The hull and superstructure will be of marine grade aluminium alloy.
All of the structural framing and shell plating will be NC precut, significantly reducing lofting, setup and fabrication costs.
Each hull is divided into three areas, dive store aft, the engine room amidships and the crew quarters forward. To port and part of the crew accommodation would be the freezers whilst the starboard crew accommodation would also contain a dry goods store/pantry. Note the access to the crew quarters from within the wheelhouse, thus keeping crew largely separate from the guest area.
There are two levels of accommodation above the hulls. The main deck level shows an ample saloon/dining area, the galley and aforementioned wheelhouse. Note the externally accessed toilets to encourage wet divers to stay out of the saloon. The aft deck has wraparound seating to facilitate diver preparation and briefings.

Upon ascending the circular staircase to the upper deck one finds a lounge and centre passageway leading to the guest cabins. All cabins are identical, reducing time and cost of the interior fitout. The aft upper deck will be provided with loose chairs and tables or fixed seating. Access to the sun deck is via a comfortable ladder from the aft upper deck. This will be an ideal spot to warm up after a long dive on a recliner deck chair!

Brief Specifications:
LOA - 24 m (78′ 9″)
DWL - 23 m (75′ 6″)
Beam - 9.85 m (32′ 4″)
Draught – 1.2 m (4′ 0″)
Power - Up to 2x 380 Hp

View the plan

We are currently working with our agents in North America, FairMetal Boats, Inc. to produce an alloy displacement TrawlerYacht which will rival some of the existing benchmarks of the type. The concept is shown in the accompanying general arrangement and renderings.
Simply put we aim to achieve a comfortable cruising or liveaboard boat which is rugged, simple and seaworthy. The “rugged and seaworthy” comes from the alloy “Strongall” method of construction first developed in France and used under license by FairMetal Boats, Inc of Ann Arbor, Michigan. Strongall construction saves weight over traditional steel construction providing ultimately greater strength and stability. Simple and maintenance-free will be the result of choosing to leave the marine-grade alloy structure largely unpainted.

The full displacement hullform will only need a single 140 – 155hp main engine to cruise at 8 knots. This feature will be appreciated as fuel costs continue to escalate. Range will vary according to tankage specified but so far we envisage 2500 nautical miles between refills. The single main engine (as befits a true trawler) with bow thruster will enable vessel to be easily and cost-effectively driven over long distances or maneuvered in tight situations.
Contact us or Paul Mooney at FairMetal Boats, Inc. for further information regarding this able vessel.

The client for this vessel already owns several waterfront properties in N.Z. and wanted something a little bit different this time round ie. a floating beach home!
Broadly speaking, the requirements for the vessel are as follows:

1. Low maintenance hull and superstructure. Simply shaped for ecomomical construction.

2. As much accommodation as possible in 10.5m overall length, the interior should be easy and economical to install.

3. Ability to navigate in restricted waters ie. Bay of Islands, inner Hauraki Gulf or Lake Taupo etc.

4. The ability to fit into his marina berth for shoreside living.
Initially, a shallow barge or scow type monohull was envisioned but in order to make the vessel more seaworthy and easily-driven, a catamaran hull form was decided upon. Depending on the choice of hull material (the first boat will be all aluminium, but steel is also a possibility) a total power of between 30 and 45hp will result in a comfortable cruising speed of 6/7 knots. In the first vessel, twin inboard diesels of between 20 and 25 hp each are being considered.

As mentioned previously the first boat will be completely built of marine grade aluminium alloy (initially more expensive) to keep the maintenance costs to a minimum. The only paint on the structure will be antifouling on the hull, a nonskid coating on the deck and a reflective coating on the cabin roof.
As is evident on the GA, the interior will be easy to fit out, utilising household fittings, in the box shaped deckhouse. The accommodation is entirely above deck level with no poky cabins in the hulls. There are no complicated stairwells etc. to construct. The layout shown is for two couples or a family of four if one cabin was to be fitted with upper and lower berths. Alternatively one cabin could be omitted in favour of an office, creating the perfect “work-from-home, afloat” scenario!

Principal Characteristics:
LOA - 10.5m (40′ 3″)
DWL - 9.5m (37′ 4″)
Beam - 5.5m (13′ 10″)
Draught - 0.77m (4′ 1 “)
Power - 2x 20/25 hp
Speed - 6 to 7 knots
Material - Hull: Steel or Aluminium
Deckhouse: – Aluminium only

The brief for this unique vessel was to create an underwater viewing boat for up to 14 passengers to be operated in tourist areas/resorts with convenient access to sites of marine attraction e.g. coral reefs. Furthermore the vessel was to be limited in size so as to be trailerable and/or would fit into a standard 40′ shipping container. Other constraints were compliance with NZ MSA stability requirements such as an angle of heel no greater than 15 degrees with all the passengers on one side of the vessel.
The resulting hull form is what I would call a trimaran with the central hull being deep enough to contain water ballast and a viewing pod for up to 14 passengers. The vessel would be operated by a single crew member in the control station on deck. The outboard profile is vaguely submarine-like (remember, however, that this is a surface vessel!) for entertainment value and there is fixed seating on deck for those wishing not to be in the pod during transits to the marine attraction site. Principal access to the viewing pod is via a 650x650mm hatch at the aft end of the deck seat. Note also the emergency exit from the forward end of the viewing pod through a hatch built into the forward end of the control station.

Hull and deck construction is of cored and solid GRP. Power comes from twin 25hp outboards that will push this heavy vessel at a comfortable 5/6 knots.

The client for this vessel has regrettably moved on to other endeavours so it has not yet been built. I am hopeful that one day this will change as it remains one of the most interesting design projects I have undertaken

Brief Specifications:
LOA - 7.3m (24′ 0″)
Beam - 3.45m (11′ 4″)
Draught - 1.765m (5′ 9.5″)
Power - 2x 25hp
Speed - 5-6 knots
Complement - 1 crew & 14 passengers

It would be nice to see something along these lines built so we await your call!!

Principal Characteristics:
LOA - 27.0 m (88’ 7”)
DWL - 25.0 m (82’ 0”)
Beam - 7.3 m (23’ 11”)
Draught - 1.8 m ( 5’ 11”)
Power - 2×375 Hp
Displacement - 120 000 Kg (264 550 lbs)
Hull Material - Commercial Mild Steel (ASTM A36)
Superstructure Material - Aluminium Alloy 5083 H321/H116

That being said, if we do go with the 11m concept it should exhibit (reasonably closely) the features and spec’s shown here. There’s not much more to be said, considering the open-ended nature of the discussions so far so I’ll let the drawings do the talking and make updates as the project gathers momentum in whatever direction it will!

Principal Characteristics:
LOA 11.0m (36’ 0.0”)
DWL 9.00m (29’ 6.0”)
Beam 3.71m (12’ 2.0”)
Draft (hull only) 0.73m ( 2’ 5.0”)
Deadrise 21 °
Displacement 8500 kg (18740 lbs)
Power Twin Caterpillar C7 ACERT 455 bhp driving Twin 292 Hamilton Jets
Fuel Capacity 1500 litres (396 US Gallons)
Sprint Speed 40 knots
Cruise Speed 33 knots
Hull Material Marine-Grade Aluminium Alloy

Late last year de Villiers Design and the AMF Boat Co. took a road trip to the north of New Zealand and visited with a number of Coastguard units, having discussions surrounding the issues of upgrading their existing operational capabilities by replacing the aging and/or obsolete vessels in which they currently fulfil their duties.

One of these units decided that they needed a larger vessel with increased crew comfort due to the extended nature of the callouts in their operational area. With this in mind we completed the following concept sketches on their behalf.

The result, as is evident in the accompanying conceptual arrangements shows capable alloy RIB whose principal feature is a well-appointed control centre (command station), with shock mitigating seating for 4 crewmembers. There is also a small galley with bench seat opposite for additional crew to shelter out of the weather. There is an extension of this seat into the aft cockpit creating a useful space which will accommodate a patient on a stretcher. Forward of the bridge is a small sleeping cabin and head area. The bunks in the forward cabin will also be large enough for stretchers although the access might be difficult. The aft part of the vessel is all cockpit, with enough length to carry a small tender if required, particularly if the transom was made to fold down onto the boarding platform. There is an option for a flybridge above the wheelhouse to deploy a couple of crewmembers to a higher vantage point.

The deep cockpit sole is only feasible if the engines are “in-line” on the centreline of the hull deadrise. This is only possible with the use of special belt drive/gearbox units developed in Norway. Propulsion is via twin Hamilton 292 waterjets.

It is quite likely this boat will never be built as the choice of a new vessel in the Coastguard is largely political and furthermore, is subject to funding issues. Nevertheless we remain committed to finding the best possible solutions to the particular requirements and challenges faced by the Coastguard here in NZ.

Principal Characteristics:
LOA - 11.5m (37’ 9.0”)
Length (Alloy) - 11.25m (36’ 11.0”)
DWL - 9.45m (31’ 0.0”)
Beam - 3.93m (12’ 11.0”)
Beam (Alloy) - 3.21m (10’ 6.0”)
Draft - 0.71m ( 2’ 4.0”)
Deadrise - 21 °
Displacement - 7500 kg (16535 lbs)
Power - Twin Yanmar 370 Hp driving Twin 292 Hamilton Jets
Fuel Capacity - 1250 litres (330 US Gallons)
Sprint Speed - 38 knots
Cruise Speed - 31 knots
Hull Material - Marine-Grade Aluminium Alloy

Here is another concept study, this time for a Coastguard unit which counts the busy and challenging Cook Straits as it’s operational area. They currently have a 14.5m vessel which is really getting long in the tooth and operates in displacement mode so covering the Straits is slow going indeed. In regard to finding their “next” vessel we have produced a 14m vessel as shown in the following concept sketches.

Principle feature of this vessel is the need to carry a decent sized tender on the aft deck. Additionally there is a service bay for stretchered patients etc. which does not encroach into the wheelhouse area and thereby hinder the operation of the vessel. This medical bay, being in the after part of the vessel and very close to the centre of pitching will be as comfortable as possible for survivors rescued from whatever their predicament might be.

Like the smaller 11.5m Rescue RIB this one also features a well-appointed bridge or wheelhouse (command station), with shock mitigating seating for 5 crewmembers. There is a dedicated chart table in addition to the usual helm and communications areas forward in the bridge. Being 14m in length the forward lower cabin area is big enough for galley, heads and crew quarters. Not shown but quite possible would be an upper tier of bunks in the forward cabin, bringing the total to be housed there to 4.

As mentioned before after part of the vessel is all cockpit, with enough length to carry a proper tender of over 3.5m. As this station gets involved in many towing operations there is a dedicated A-Frame towpost on this little ship with towline on a reel mounted on the deck. Still under discussion is ability to place crewmembers high up at observation posts above and behind the house structure. Presently there is space for one crewmember on each side but we are working on a platform to span the vessel and able to accommodate several crewmembers.

Whilst not a “de-rigueur” requirement this vessel will come close to self-righting capability due to the volume of the house structure. Draft restrictions caused by a bar entrance to Porirua Harbour mean that this vessel will most likely be jet driven, a practical and safe method of propulsion particularly with people

in the water. There’s not much more to say as we are still in negotiation in regard to proceeding with this project.

Principal Characteristics:
LOA - 14.0m (46’ 2.0”)
Length (Alloy) - 13.8m (45’ 6.0”)
DWL - 11.75m (33’ 9.0”)
Beam - 4.70m (15’ 6.0”)
Beam (Alloy) - 4.10m (13’ 6.0”)
Draft - 0.90m ( 2’ 11.0”)
Deadrise - 20 °
Displacement - 12500 kg (27560 lbs)
Power - Twin 500 Hp Inboard Diesels driving Twin 364 Hamilton Jets
Fuel Capacity - 2000 litres (530 US Gallons)
Sprint Speed - 31 knots
Cruise Speed - 22 knots
Hull Material Marine-Grade Aluminium Alloy