On the face of it this design is no different to our earlier LISO 39′ Cutter design. Dig a little deeper and you will see the AFC 1175 is a different animal entirely.

Our client for this fast cruising design, newly arrived in NZ after a painfully slow, light-air crossing of the Pacific from Seattle in a 32′ cold-molded cutter decided he wanted to upgrade to a larger boat capable of putting in higher-than-average daily runs, particularly in lighter breezes.

In comparison to LISO this version now sports 11% more upwind sail area (excluding the roach in the new mainsail) and over 30% more downwind sail area. Wetted surface has decreased by 8%, Ballast has decreased by 7.5% and is now in the form of an external lead bulb with a 25% deeper draft than the original. Overall displacement can be reduced by a larger amount still, given the use of lightweight interior panels but we as designers are not counting on this.

There are other minor weight savings throughout such as the rudder which has now been modified to a fully-balanced spade with a composite blade and high strength stainless steel stock. A change most obvious is the large A-sail flown off a retractable carbon-fibre bow prod. The latter is off-centre to port and the bow rollers have been modified to compensate for this and to accommodate the ROCNA 25Kg anchor which will now be carried as standard.

Interior-wise the layout is largely unchanged from the earlier version of the design, at this stage there has been some discussion about creating a private, aft cabin where the starboard quarter berth is currently located but the impact on the nav-station will mean compromises need to be made.

February 2008 sees the start of construction of the first AFC 1175 right here in Auckland at Pine Harbour. We are looking forward to the launch of this boat sometime in June/July 2009.
Click the above image to view in larger pdf formatt.

Principal Characteristics:
LOA - 11.995m (39’ 4.2”), excl. retractable Bow Prod which adds 1020mm
LOD - 11.75m (39’ 1.5”)
DWL - 10.56m (34’ 7.8”)
Beam - 3.75m (12’ 3.6”)
Draft - 2.10m ( 6’ 10.7”)
Sail Area - 75.5 m² (812.7 sq. feet), excl. roach on main
Power - 40 Hp Yanmar
Hull Material - Marine Grade Aluminium Alloy

This magnificent cat is our first real foray into the realm of cruising catamaran design and what a statement she is going to make. We worked closely with the owner’s to accommodate all of their requirements for ocean cruising into what you see here. We believe the end result finely balances the needs for speed under sail, seaworthiness, construction practicality, spacious accommodation all in a reasonably cost efficient package.

In addition to the ocean cruising role the vessel will double as a research platform, visiting far out of the way places filming, observing and studying as required. The boat will need to be independent of the shore for lengthy periods with a large crew and thus the interior is a reflection of this need for self sufficiency. The port hull is given over to crew/researchers, with a double forward and a dormitory cabin (4 singles) aft.

The starboard hull is for the family, with the kid’s cabin aft and the owner’s forward. The bridge deck, naturally is the meeting place and houses the galley, dinette, settee, chart area etc. Also featured is a forward cockpit, in keeping with recent trends for this type of vessel.

In terms of damaged stability this boat is just about as good as it gets. We have a watertight collision bulkhead up forward and then the forepeaks are separated from the rest of the accommodation by a watertight bulkhead. Similarly the aft enginerooms are separated from the accommodation spaces making for 3 watertight bulkheads in each hull.

The ketch rig was chosen for several reasons, not least being the fact that the owner has previously circumnavigated on the ketch-rigged monohull. In terms of a large cat such as this one it is not a silly idea to keep the sail areas to manageable proportions and also increasing the options for reducing sail area in stronger winds. Initially we had the mainmast limited to 64’ off the water to enable the vessel to navigate the ICW but we have since discarded that idea in favour of increasing the sail area for lighter breezes. Aside from these considerations we feel that the ketch rig also looks good too!!

Perhaps the biggest difference between this boat and other big cruising cats is that she will be built from marine-grade aluminium alloy. In this case , to keep the weight down we are using Sealium alloy which is 15 to 20% stronger than the conventionally utilised 5083 grade. Recent price increases for petroleum-based products (resins and composites) will mean that building a one-off structure such as this in alloy will be cost effective and not break the bank. In terms of her cruising objectives the boat will be tough and safe and yet not overly heavy, just what the client’s are after.

We are looking forward to a long and successful cruising career for this spectacular design.

We have recently completed the design of this capable bluewater passagemaker for a client in Brazil. Primary objectives were for a rugged, cutter-rigged cruising sailboat with an overall length not exceeding 43 feet. An important feature required was for a raised deck-saloon from which the views would be unsurpassed. Furthermore, as the boat will primarily be cruised by a couple (with occasional guests in port and on short coastal cruises) the interior layout need not emulate that of a charter boat which attempts to cram in 3 or 4 double cabins each with en-suite heads. Having become as acquainted as one can (via email and telephone) with the clients for this boat I can best describe them as being totally laid back and I’m sure many friends will “Walk On” as she meanders about the planet.

Mindful of the difficulties of shaping sheet metal we have drawn a true radius-chine hull in which the chine panel has a constant radius of 950mm (37 3/8”). This will result in an easy-to-fabricate structure which is indistinguishable from a fully round-bilged boat upon completion. The hull and deck structure will be from steel with scantlings in excess of ABS and Lloyd’s Register requirements, more than satisfying the requirement for a robust, seaworthy vessel. As usual in our recent design there is a full package of CNC cutting files available to facilitate the construction process.

Performance-wise this boat has a powerful rig with a considerable sail area which is necessary to drive the not so inconsiderable displacement. The owner has participated in numerous coastal passage races in Brazil and was keen to carry a large asymmetrical spinnaker for the light conditions often found on those shores. Thus we have designed a retracting bow prod enabling a rather large gennaker spinnaker to be carried, something not often seen on a cruising yacht, least of all a steel one! The waterline has a fine entry angle at the bow and is as long as possible to maximize the speed potential as well as distributing the considerable displacement efficiently over the full length. The resulting hull shape will reduce pitching upwind and the powerful stern sections will enable the boat to be pushed hard downwind, with spinnaker or poled out headsails.

As shown in the accompanying plan, the spacious interior is typical of this type of vessel but what is not readily apparent is the amount of elbowroom all round. Both double berths are over 2000mm (6’ 7”) in length. Headroom is at least 1900mm (6’3”) throughout. With such a small crew to cater for there was no need to fit a second head compartment into the boat (or, for that matter, a third sleeping cabin). This “bathroom” is therefore quite spacious with a separate shower stall and slatted “sauna-style” seat. The galley is also very generous for a boat of this size and although on a lower level than the saloon there is no division (bulkhead) above the dinette backrest to isolate the cook from any interesting social activities. Those working in this galley will benefit from it’s location at the centre of motion with consequently reduced pitching and rolling.

The cockpit is T-shaped with access to the boarding platform from either side of the helm seat. The latter houses the liferaft in a dedicated stowage locker which opens out on to the swim platform. The aft face of this locker is a natural place to mount a Monitor windvane on the aft face of this structure. The large lazarette is accessible from the port cockpit seat. The cockpit drains directly onto the boarding platform thus eliminating the need for additional through hull fittings. Notable too is the overhang of the deckhouse top and sides which result in a permanent, built-in spray dodger. Both cockpit seats are 1850mm in length and will be ideal for sleeping outdoors in the tropics.

In the final analysis we believe that this boat should be a more than adequate platform for her owner’s to enjoy the good life of living aboard and cruising the world in an able and comfortable vessel.

Principal Characteristics:
LOA - 13.16 m (43’ 2”)
LOD - 13.0 m (42’ 8”)
DWL - 11.96 m (38’ 9”)
Beam - 4.23 m (13’ 8”)
Draught - 1.8 m (5’ 11”)
Displacement - 15000 Kg (33069 lbs)
Power - Yanmar 4JH4E (55Hp @ 3000 rpm)
Sail Area - 91.33 m² (983 sq. feet)
Wetted Surface - 48 m² (517 sq. feet)
Ballast - 4000 kg (8818 lbs)
Immersion Rate - 328 kg/cm (1314 lbs/inch)
Fuel Capacity - 500 litres (132 U.S. Gallons)
Water Capacity - 500 litres (132 U.S. Gallons)
Dynamic Stability Factor - 83 (40 = lower limit recommended for ocean voyaging)
Prismatic Coefficient - 0.53
Displacement/Length Ratio - 244
Sail Area/Displacement Ratio - 15.3
Sail Area/Wetted Surface Area Ratio - 1.9

One of our more recent designs is this elegant, fast cruising cutter, intended for offshore passagemaking by a lifelong sailor planning his second single-handed circumnavigation. Primary objectives were higher average speed, more interior space, less maintenance and greater structural integrity than the 32′ GRP cutter in which he had previously cruised. Specific design constraints included the need for a furling mainsail, a cutter rig, a draft no greater than 5’6″ and a permanent (hard) dodger with removeable side and front windows. Apart from these issues we were given free reign to produce a boat according to our own taste. I believe this to be a good-looking boat which will turn heads despite the purposeful appearance of the unpainted aluminium topsides. There is a nice spring to the sheer which always looks graceful and balances the largish coachroof (average headroom is 6′ 3″ throughout as the client is definitely not “vertically challenged”). The overhangs are moderate, resulting in a longish waterline, in keeping with the need to ensure decent average daily runs.

The hull shape is a modified radius chine. Looking at the body plan one would assume this to be a round bilged hull. We have taken extreme care to avoid the usual flat spots in the topside and bottom panels by introducing a slight amount of transverse camber and as a result the tangency with the radius chine panel is unnoticeable. The hull lines are nicely balanced partly due to not needing extreme beam for unrealistic accommodation volume requirements. I believe she will drive easily through the water and with a waterline length of almost 35 feet average daily runs of over 150 nautical miles will be achievable.

Construction is of marine grade aluminium alloy, either 5083 H116 or 5086 H112. The scantlings specified are well in excess of the requirements of the various classification societies so this boat will quite adequately stand up to the rigours of offshore voyaging. As previously mentioned she will be unpainted above the waterline completing the low maintenance requirement. A full set of CNC cutfiles and assembly drawings have resulted in an efficient and high quality fabrication of the metal structure. The attached pictures bear testimony to this.

The spacious interior contains no real surprises and what is not really evident is the elbowroom all round. All berths are over 2050mm (6′ 8″) in length. With such a small crew there is no need to fit a second head into the boat. Neither is a second quarterberth needed to port, aft of the galley. Instead we have a large lazarrette which is accessible from the port cockpit seat. It is our intention, however, to develop an alternative layout for the boat which could suit a larger crew. On shorter cruises.

The cockpit is one area which reflects some of the owner’s previous experience as well as his intention to sail shorthanded. All lines lead aft to the winches on top of the coachroof, within the hard dodger. All sails are furling, including the main which furls in the Selden mast (F265 section). At the aft end of the cockpit is a pedestal on centreline which serves at least 3 functions ie. housing the twin (20 lb) propane cylinders and a stern anchor/rode. In addition the WindPilot “Pacific” self-steering vane is mounted on the aft face. The rudder stock emerges from the top of this pedestal bringing the tiller to a comfortable level. Alongside this pedestal are twin walkthrough passages to the boarding platform. The intention is to fit very stout washboards in these openings to prevent boarding waves from inundating the cockpit. Those with a keen eye will have noted that the cockpit seats are too short for sleeping outdoors in tropical anchorages! This is not an oversight as we have planned for one or both of the transom “washboards” to be deployed in dedicated channels to extend the seats to a similar length as the berths inside the cabin. Notice also the deck storage lockers housing the liferaft to port and sundries (jerrycans etc.) to starboard.
Overall this is a conservative, no-nonsense, rugged and seaworthy cruising boat which, in my opinion, can be sailed to almost anywhere after which she will then be ready to go again!

LOA 11.92m (39’ 1.5”)
LOD 11.75m (38’ 6.5”)
DWL 10.56m (34’ 8”)
Beam 3.75m (12’ 3.5”)
Draught 1.675m (5’ 6”)
Sail Area 68.4 m² (736 sq. feet)
Wetted Surface 29.8 m² (320.9 sq. feet)
Power Yanmar 3JH3E (40hp)
Displacement 9100 kg (20 062 lbs)
Ballast 3120 kg (6878 lbs)
Immersion Rate 235 kg/cm (1314 lbs/inch)
Fuel Capacity 285 litres (75 U.S. Gallons)
Water Capacity 265 litres (70 U.S. Gallons)
Dynamic Stability Factor 74 (40 = lower limit recommended for ocean voyaging)
Prismatic Coefficient 0.56
Displacement/Length Ratio 215
Sail Area/Displacement Ratio 16
Sail Area/Wetted Surface Area Ratio 2.29

The rig reflects the client’s desire to divide the sail plan into easily handled areas coupled with extreme budgetary limitations. For the latter reason we were not commissioned to do the interior layout so there are possibilities to customize an arrangement to suit. Although drawn in 1993 this boat was finally launched in mid 2003. The owner has previously circumnavigated so without doubt this boat won’t stay put for very long.

Hull and deck construction are of steel for ultimate strength and safety. The multichine hull shape should present no undue problems for a homebuilder with a reasonably practical nature. Again I say this with some confidence as I built the 36′ version of this boat myself with no prior welding and metalwork experience. Construction will be simplified with the development of a CNC cutfile package for the internal framing and the shell plating although this has not yet been completed.

Brief Specifications:
LOA - 14.85m (48′ 8.5″)
LOD - 11.35m (37′ 3″)
DWL - 10.125m (31′ 8″)
Beam - 3.57m (11′ 4″)
Draught - 1.60m (5′ 9.5″)
Displacement - 11700kg (Full Load)
Power - 40 to 50 Hp
Sail Area - 87.4m ² (941 sq. feet)

MORWENNA 38’ KETCH – 2003 UPDATE:
After almost eight years of blood, sweat and tears the lady owner/builder of this classically-styled ketch was able to wheel in a low-bed trailer under the boat and move “Morwenna” to the slipway at Port Alfred in South Africa. Launching went smoothly and by June of 2003 the boat was awaiting her rig.

The attached pictures are testimony to the incredible effort and sacrifice which must be made by homebuilders who are holding down full time jobs whilst simultaneously realising a dream. Many backyard boatbuilding projects never seem to get finished but this one has finally been launched which is a credit to her owner.

Regrettably I have not yet seen the boat with her rig or under sail but will endeavour to keep the site updated with pictures from her travels.

The cutter rig shown is simple and versatile in allowing sail combinations to suit all conditions. The 40′ boat, although having a shorter mast, actually has a greater sail area due to the wider base of the sailplan. Also the CE is lower resulting in a slightly stiffer boat.
The accommodation layout is reasonably standard with double berth forward, settee/berths in the saloon, galley to port and a quarter berth to starboard. Notable is the pantry stowage aft of the galley. There is only one head/shower, another would merely compromise the rest of the accommodation. This boat would therefore be suitable for family coastal cruising or long-distance voyaging for a couple. The engine is located under the cockpit sole with good access from the galley side and by portable companion stairs. Limited engine access will also be possible from the quarter berth to port. Stowage for deck and diving gear etc. is provided in the lazarette lockers, accessible through hatches in the cockpit seats. The liferaft is stowed in a cavity below the cockpit sole, easy to slide out should the need arise.

Hull and deck construction will be of steel for ultimate strength and safety. The multichine hull shape should present no undue problems for a homebuilder with a reasonably practical nature. I can say this with some authority as I built this design myself with no prior welding and metalwork experience.
Brief Specifications:

SHANGRI-LA 36′ Steel Cutter – 2003 Update:

We have finally tracked down the owner of this well-travelled cruising boat and persuaded him to part with some photo’s and video clips from his voyages. Even though “Shangri-La” was heavily built, equipped and loaded for extended cruises she logged respectable passage times for a small steel boat. She has regularly sailed at over 10 knots in a strong following breeze.

According to the owner, she handled easily in all conditions and even in extreme conditions the crew felt safe and secure. At one point the boat experienced 70 knots for several days in the Indian Ocean between Chagos and Mauritius. “The boat never faltered” was the exact quote from the owner. Presently “Shangri-La” is marina-bound in Cape Town but I’m sure it will not be too long before she is off voyaging again.

SHANGRI-LA 36′ Steel Cutter – 2005 Update:

Under new ownership the boat cruised from South Africa to Chile in mid 2005 and then completed a difficult rounding of the Horn in mid August. The full story is Here

This design is currently being completed for Ross Andersen, a well respected New Zealand yacht and shipbuilder. Since initial discussions commenced in August 2012 we have progessed from steel construction to alloy for less displacement and improved performance. Right now we are talking through the issues of changing to a lifting keel configuration with twin rudders so that the boat can be beached and operated in shallow water.

Outboard Profile and Cabin Arrangement shown below.

Principal Characteristics:

LOA
11.99 metres

LOD (Length on Deck) -11.77 metres
DWL - 11.12 metres
Beam - 3.84 metres
Draft - 1.90metres/1.10 metres
Displacement (Half Cruising Load) - 8865 Kg
Sail Area (Main + 100% Fore Triangle) - 73 m²
Power - 40 Hp