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The Design Process for Custom Yachts
The following is an overview of the design process for custom yachts.
Preliminary Design & Engineering Phase
This is the first step in the design process whereby your requirements are studied to determine if a satisfactory solution exists. This evaluation takes the form of preliminary plans, typically a General Arrangement, Sail Plan, Outboard Profile and Deck Plan. At the same time basic naval architecture and engineering estimates are made to verify that the concept is technically feasible and not just a "pretty picture". This is also the time to study alternatives solutions, before the work progresses too far.
Tank Testing
Although not always necessary, tank testing plays a vital role in the design of a yacht. Sparkman & Stephens has been tank testing yacht hulls since 1936. Tank testing results can be used to validate resistance, powering prediction software (we use multiple software packages for comparison), fuel consumption and range calculations, provide visual observation regarding spray generation, wave making and vessel attitude.
Tank testing can also be used to test the yacht in various sea states, under power and even at rest. We will normally test appendages such as skegs, stabilizers, propeller struts, and bilge keels for optimization.
Contract Design & Engineering Phase
The goal of this stage is to obtain competitive bids from the yards. Once a technically feasible and acceptable preliminary design is obtained and approved, we then undertake the contract design work. For the contract design stage we would refine and embellish the work done in the preliminary design stage, develop Typical Construction Plans, and undertake the necessary naval architecture and engineering calculations in support of this work.
A key part of this stage is the specification which would include all the major equipment, their manufacturer and model number, along with various schematics of the acoustic treatment, and of the engineering systems. In the case of a competitive bid situation, the plans, and in particular the very detailed specification, insure that the yards are bidding on the same boat, minimizing the number of assumptions made by them. This means that all the yards are "playing on an even field".
In the event a client decides to go to a sole source, then we would provide a "bullet list" specification. This type of specification is much reduced in scope, but does identify every major piece of equipment by manufacturer and model number. In this way you can be assured that the yard is providing you a price for the boat that you want, again with a few assumptions.
Identifying Candidate Yards
There are several factors which influence the choice of yards for the bidders "short list":
-Choice of hull construction material. Most yards specialize in a particular material. In addition, as the yacht increases in size fewer and fewer yards can physically accommodate the project. Therefore size and scantling materials limit the choice of yards.
-Level of quality required. This is a difficult variable to quantify. An analogy with automobiles is probably the best way to explain this point. All automobile manufacturers provide reliable and comfortable transportation. However, there is a real and perceived difference in quality between the car makers. The same is true of boat yards.
-Geographic location of the yard. Some clients like to be very intensely involved in the construction process, and therefore prefer yards close to their home and office.
-Special financial conditions. The "market" often provides opportunities which are worth pursuing. This may take the form of favorable exchange rates, government subsidies, or a yard that, for various reasons, decides to provide a low price.
There is risk and reward associated with the above choices. At Sparkman & Stephens we have worked with dozens of yards throughout the world. As a result of this extensive experience, we feel very comfortable in assisting you through the yard selection process.
Evaluation of Yard Bids
Upon receipt of the bids, be they competitive or sole source, we would assist you in an analysis of the bids. Based on our experience, we have compiled a substantial amount of price and man hour data. This allows us to determine if the yards are being realistic in terms of material costs, labor hours, total cost of the project, and the duration of the construction period.
We believe there is such a thing as too good a price. What is meant by this is the yard may not deliver the yacht consistent with your expectations. There are several consequences of this as follows:
-The yacht may not be to the quality you expect.
-The yard could request additional funds to complete the yacht.
-The yard could go bankrupt.
We feel we have an obligation to advise you of the potential risks of working with a yard which, in our view, has misjudged or misunderstood the quality or scope of work you require. This evaluation has served our clients extremely well over the years.
Non-Legal Advice on the Construction Contract
While we do not offer ourselves as lawyers, again on the basis of our experience with many yards and many contracts, we can provide assistance to your attorneys in formulating a yard contract. Also, being familiar with the construction process, the process of how changes to the yacht are made, and decisions during the construction process, we know where the usual problems occur. Accordingly, we can advise you of ways to protect your interests.
Final Design & Engineering Phase
This is the last stage of the design process, and is the real "meat" of the project. We believe very strongly in complete and detailed design and engineering. It is absolutely critical that the naval architect provide the shipyard as much information as is possible to produce the yacht. Based on this information an experienced yard can develop the necessary shop drawings for the construction of your yacht.
Many yards building large yachts have design and engineering staffs of their own which are very useful in the course of building the vessel. It is important, however, for the naval architect to coordinate the technical process. This is because the naval architect is directly employed by the client to oversee his interests, while the shipyard is working on a contract basis and is trying to save man-hours and material costs wherever possible.
Often the Plan and Calculations List expands or contracts based on how you want to structure the project. For example, should you decide to use an interior designer, the plans associated with this work would be dropped from our list. There are also some technical drawings that the yard can provide. However, these plans should be subject to the review and approval of the naval architect.
The reason for this is straightforward. A yacht is a floating object containing many systems which must be integrated. For example, if you add a Satcom to the navigation station/electronics equipment, this decision will impact the electrical system, aesthetics, weights, trim, stability, and a structural support must be designed which is integrated with the rest of the yachts structure. For this reason the naval architect is in the best position to coordinate all of these aspects.
Coordination of Outside Consultants
We are very comfortable undertaking all engineering aspects for the design of a typical yacht, but are not too proud to seek assistance from other professionals, when the need arises. For example, we would specify the acoustic treatment for a typical level of noise attenuation. Should you want an ultra-quiet yacht, then we would recommend involving an acoustics expert to assist us in achieving your goals. Again, for the reasons mentioned above, we feel this should be coordinated through the naval architect.
Equipment Procurement Assistance
In the course of designing yachts built all over the world for an international clientele, we become acquainted with a wide variety of equipment. In this way we are familiar with some of the best equipment for the job, and invoke this equipment in the specification. Should you or the yard need assistance in contacting manufacturers or their agents, we can save you time by assisting you in making the contact, or with the purchase itself.
Yard Inspections
While we pride ourselves on providing a very complete design and engineering package, we are also realistic about deviations which can be made from the plans, and changes which inevitably occur in the course of construction. For these reasons we consider inspections important to the success of the project. It helps us to establish a working technical liaison with the yard, allows us to resolve any problems and respond to any questions which inevitably arise during the course of the construction. The inspections also allow us to monitor progress and quality of the work on your behalf.
Review Requests for Yard Progress Payments
Typical contract terms are to make payments based on construction progress. As we are involved in technical dialogue with the yard during the entire construction process, and undertake inspection trips, we are in a good position to advise you when progress satisfies the payment terms of the contract.
Evaluate Yard Extras and Credits
In a project of the size and complexity of a custom yacht, it is inevitable that changes will be made. During the construction process the design will change from two dimensional drawings to three dimensional reality. As a result, it is not unusual for an owner or his design team to want to make some adjustments at this time. It should take about a year to build an average size yacht and two or three years to build a large yacht. In this period of time there will inevitably be changes in technology resulting in new materials and equipment which better suit your needs. It is important, therefore, to allow for a level of flexibility during the construction process.
If your design team (exterior stylist/interior designer, and naval architect/engineer) have sufficient time prior to construction to complete their work, then this would minimize the number of other changes. It has been our experience, under proper conditions, for extras to be within 5%.
On the basis of our experience with many yards over many years, we are able to advise you whether or not the yard is being fair concerning their charges for materials and labor hours associated with an extra or a credit.
Sea Trials
The sea trials are the culmination of everyones efforts. While the construction process has been monitored very carefully, and some systems have been run prior to launching, the "acid test" is the sea trials. Our typical specification has several pages devoted to the extent of the sea trials, and its protocol.
Sparkman & Stephens would expect to be present during the sea trials to undertake measurements and assist in the evaluation of all operating aspects of the yacht. Inevitably the trials uncover a short list of deficiencies which we would help identify, along with suggestions for correcting these deficiencies.
Assistance During Hand-Over Process
This is the day you become the proud owner of your new yacht. Often there are a few items either unfinished, back ordered, or to be corrected, and, of course, there is a tremendous amount of paperwork and money changing hands. Having been involved in this process in the past, we can provide you with guidance based on our experience.
Follow-Up on Potential Warranty Work
A typical yard warranty, exclusive of equipment manufacturers warranties, is for one year. There are exceptions to this in certain circumstances. For example, in the case of a fiberglass boat, several of our clients want an extended guarantee against bottom osmosis.
Regardless of the terms of the warranty, Sparkman & Stephens is prepared to assist you and your captain in evaluating any problems, identifying responsibility, and having the building yard properly execute the remedial work. In the event it is not convenient to return to the building yard, we know of very capable yards worldwide, and would assist you in locating an alternate yard, which is acceptable to the building yard.
Ongoing Technical Support
It is the policy of Sparkman & Stephens to support our yachts and assist their owners regardless of the age of the vessel. For this reason we archive our records for safe keeping, including plans and all technical documents, at the Mystic Seaport Museum in Mystic, Connecticut, in the event a question arises. We have ready access to this technical data.
We are constantly receiving inquiries about yachts designed twenty, forty, or even sixty years ago. Because of our extensive records and well organized archives, we are able to respond to these inquiries factually and expeditiously.
What does this mean to you as an owner? It is important in two respects. First, it is a measure of Sparkman & Stephens commitment to the yacht, and second, anyone who is considering purchasing a Sparkman & Stephens’ yacht regardless of the vintage knows that they will receive the full support and assistance from the Design Department.
Homemade Duck Blind For Jon Boat
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Steel Fishing Boat Plans
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Our new Maxi Trailer Sailer
Computers and CAD are wonderful for taking a design and rescaling it to create bigger or smaller clones. In theory they can do all of the work for us and then we print the drawings of the new design. Designing stuff is easy, isnt it?
That is fine if all is scaled up by the same proportions. Open a drawing, tell the program to rescale by the amount you want, adjust here and there for differences in material thicknesses, refit the result to the output paper size then hit print. But!!!!!! Make the proportional adjustment in one of the 3 directions different from the others and the situation changes completely. Shapes of all sorts of things change in ways that can be awkward. Circles become ellipses, squares go out of square and angles change. To simplify the whole issue I keep the proportional change in width and height the same so that the overall section shape doesnt go out of whack and the structural sections used for stringers etc dont go out of square.
Working with the Didi 26 as the starting point, I blew it up in all directions, more so in width and depth than in length. Next came another 100mm of freeboard, done by extending the hull sides upward without changing the side angle, so the deck became wider and the overall hull shape remained unchanged. After that I added another 100mm of height to the cabintop and adjusted stringer spacing to give a sound structure.
This all ended up as a large amount of redrawing for the structure. After all that the rescaled interior had some oddities, so I reworked that as well to make it work better. Final changes were reducing the cockpit width from the racing type of the 26, adding coamings for comfort and to give cubbyholes for winch handles, ham sandwiches etc, and a saildrive inboard diesel in place of the transom-mounted outboard.
The final result is a boat that will be a nice coastal fast cruiser. It will be light and stable enough for excellent speed, yet still able to get into shallow water. It will also follow the lead of the Didi 26 by being a great club racer. The sail plan is slightly more conservative than that of the Didi 26, yet this boat will still be fast enough for some exciting sailing.
More info on the Didi 28 is at http://google.com/28didi.htm .
More on Design 2055 Northern Light
We posted an article about this design back in March. I happened across these images today and thought wed post them. Shes a great looking yacht.
Here are some interior images.
Fwd Cabin
Main Salon
Main Salon Looking Fwd
Galley
Guest Cabin
Master Stateroom
Tug Boat Engines
The Electro motivation 645 and 710 series diesels are used inwards many modernistic tugs as well as ampere spacious variety of other marine propulsion and generating applications tug boat engines. That was decently suit heres one and only of the coolest Ive come across indium a long meter This boat was built inward 1932 and has the interesting history of having served as. 900 3 EMD dozen 645E7Bs for the main engines 2305 horsepower ea.
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Design 806 Llanoria
Here is the beautifully restored 6-meter Llanoria. She was originally built by Nevins of City Island, New York and launched in 1948. Click here to see an image prior to her restoration and read about her illustrious racing history.
Heres the sail plan.
LOA 36-11"
LWL 23-6"
Beam 6-0"
Draft 5-5"
Displacement 9,347 lbs
How To Make A Duck Boat Blind Frame From Wood
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Getting started
I did as much research as I could to select plans, but theres not a great deal of information on the net specifically about building drift boats. The hardest thing wasnt finding places to buy plans, the hard part was trying to verify if the plans were any good.
Also, most sites that sell plans dont give you a good look at the plans before you buy. This makes it really tough to evaluate plans for their ease of construction.
My critera for the drift boat were pretty simple. It had to be:
- Easy to build (and verifiably so)
- Big enough to comfortably fish 2 with a 3rd person rowing.
- Small/light enough to drag over sand flats and possibly rope or drag it around rapids if necessary.
- We didnt need big whitewater conquering capability, instead it was more important to have a boat that was light and easy(ish) to row.
We ended up with plans from Spira International for their 14 foot Canadian drift boat.
Now for those of you who just clicked that link, I dont want to get into the frame vs stich and glue debate. As I wrote, it was very difficult to get good info on just how easy it was to build a given plan. Even worse, very few guys have built boats using both methods so they could give good info.
So basically we picked the Canadian because it fit most of the criteria, and in my mind at least, it was easier to visualize how wed build it based on what the made available on their website
I bought the plan and downloaded it. Um, yeah. Let the fun begin. The "plan" from Spira is 6 sheets of drawings and about 4 pages of "instructions". Note that the instructions are generic instructions for any of the dozens of boat plans they sell, only portions of them are specific to the plans you just bought.
Right away, I found several errors in the plans, basically dimensions were off on some of the parts listed. eMail me if you want details, but safe to say, getting the plans didnt exactly inspire confidence.
But press on, press on, press on. First step, build the ribs.
JMH
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Making A Boat Applying Plywood Boat Plans Sports
Why do folks apply the particular Internet while looking for methods to make a cruiser out of plywood fishing boat plans?
There are lots of the reason why people today create a savings fund Internet to discover things. Usually theres something they seriously want, difficult or have to be fixed plus gratified. The vast majority will be enthusiastic by simply certainly one of a couple numerous goals: Pleasure Seeking (searching intended for gain, profit, pleasure, enlightenment, etc.
For constructing boat implementing plywood cruiser plans, persons generate is searching with not exclusively beneficial but in addition negative motivations. Mainly, the negative areas are usually targeted in this article. Well analyze "Pain Avoidance" plus go over the three things, items and also slips an individual might choose to always be many cautious in order to avoid.
You have to comprehend that this practice with motorboat building will probably be as quick or perhaps difficult because you desire to help to make it. For constructing your boat, you have to really know what gear to help use, how to make in accordance with this background from the wants plus the problems.
What will it be that you might want in order to avoid? And why will be itnecessary to stop that? Well, finished . is, when you will probably possibly be dealing having lots of components along with tools, then we are going to would like to get ready and organized if you wish that you just do not get overwhelmed.
Going send from your preamble, all of us variety about three things a person must keep away from on top of all: ensure you dont occur along with start out creating sand fort with all your materials and ideas. There are possibilities within your going inappropriate as well as slacking which has a frustration is incredibly high.
What could be the specific level of avoidance required? Frequently, its incredibly frequent for folks first high spirits however throw in the towel if they decide it can be also challenging to travel ahead.
Second, building a fishing boat calls for content level so you never obtain that wrong. And, explain to me, only why might that will be? Because an individual wouldnt love to see your new hobby i.e. your different boat, full of water and making although it can be in water.
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Improved Out Of Existence
Oddly enough, practically every improvement Ive made in how Im doing things has involved eliminating things. I call this process improving things out of existence.
At first, this was a no brainer, since I took waaaaaay to much stuff to begin with. But Im still finding things I dont need.
One of my latest discoveries involves food. Im a bit of a foodie on land, so I naturally envisioned cooking up marvelous meals on my tiny, one-burner gimbaled stove. I was so convinced of my cooking prowess that my initial stock of food was mainly basic ingredients -- the basic elements like red beans, beef stock, and brown rice -- that I would combine to create a variety of interesting and tasty dishes.
This was a really naive idea. Two reasons:
First, after sailing for 10 hours, finding an anchorage, dropping the anchor, and tidying the boat, I glance at the ships clock (a Big Ben wind up alarm clock) and, yup, its 8pm again.
At that point, Im usually so bushed that all I really want is a drink and a bit of a rest.
After dozing off for a bit, I discover that its already dark. My appetite is coming back, but Im really, really not in the mood to start cooking.
Moreover, as the sun goes down, the temperature drops with it. Maybe my all purpose tarp is sending a light breeze down the companionway. It feels great, but its still warm. The last thing I want to do is light the stove for an hour and drive the heat back up. If it takes 5 minutes of cooking, fine. Otherwise, the heat payment is too high.
My new Coleman Extreme cooler has been working great so recently Ive had a lot more fresh, cold food and drink.
In particular, ice tea tastes really good to me. I make 3 qts of sun tea every day simply by putting a few P&G Tips tea bags into a plastic pitcher, filling the pitcher with water, and leaving it on deck for an hour. I add some lemon juice, then decant the tea into 3 one liter bottles. I put one of these bottles in the cooler, and by lunch Ive got some ice cold tea. Fantastic.
But I diverge. The cooler lets me stock things like cold cuts, cheeses, salami, yogurt, eggs, cottage cheese, salad greens, carrots, etc. With the addition of some good bread, Triscuits, nuts, etc., I can assemble a meal in a few minutes without lighting the stove.
I still get the occasional craving for something hot and substantial, like the pasta with meat sauce that I whipped up last week, but this is the exception, not the rule. Once or twice a week, I find, is more than enough.
So, rather than stocking a large variety of canned and dried goods, which takes up a large amount of space on the boat, Ive trended towards buying smaller quanties of fresh foods -- just enough to last me a week or so. I think Im eating better, and being able to toss another storage box overboard (so to speak) frees up another large block of space.
Its hard to express how important that space is on a small boat. Im not claustrophobic (obviously!) but every bit of freed space makes a big difference in the usability of the boat.
Well, I got to Jacksonville on Sunday, called Atlantic Coastal Marine to come and pick up my beautiful Yamaha engine to do the 20 hour service on it. Im a bit beyond 20 hours, but I changed the oil myself when I was in St. Augustine, so thats okay.
I then made the Blue Moon ship shape, made sure she was tied up properly in the marina, and headed off to Jacksonville airport. Id missed Fathers Day and the Yankee game Id been hoping to see, but I certainly wasnt going to miss the big event of the year: the Wooden Boat Show in Mystic.
Id been hoping to show Cabin Boy at the "I built it myself" section of the show, but had to leave him behind, tied down to the dock. Thats okay. Hes still enjoying his big adventure.
But I am hoping to see Pat Atkin and lots of other people at the show. I plan on being there on Sunday (the only day that Helena can make it), so if you happen to see me there, please stop me and say hi!
Cant wait!
Next Episode: Wooden Boat Show - Bronze Casting
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Thanks for your interest!
-- John
Follow me on Twitter! My son Chris has been bugging me for a few weeks to use Twitter to make short, more frequent posts from my iPhone, for when I dont have the time for longer blog posts. I dont know how it will work out, but Im willing to give it a try! My Twitter ID is UnlikelyVoyager (UnlikelyBoatBuilder is too long, apparently), and the URL is http://twitter.com/UnlikelyVoyager. Twitter me back, or leave a comment below, if you think this is worth while. Thanks, Chris!
Boat Out Of Plywood
Build A Boat Out Of Plywood
The Easilet Wat To Build Your Boat!
Build A Boat Out Of Plywood
The Easilet Wat To Build Your Boat!
Build A Boat Out Of Plywood
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Year of the Blue Moon
First, back in October, my son Chris turned me on to a brand new beer. Now, I am pretty loyal to my brands of beer. For years it was Guinness Stout in the winter, and New Castle Ale in the summer. Then came Blue Moon, a Belgian-style Wheat Beer. I liked it so much, I made it the offical beer of the Unlikely Boat Builder.
So this is the year that began with a Blue Moon, and for Helena and I, that has to be a good sign.
On this Day 18, my goal was to work on Cabin Boys transom. I had bought a large plank of Mahogany from Condons. It was a beautiful piece, but since Id brought it home to my basement workshop, it had developed a nasty crack. The sudden change in humidity combined with a hidden weakness in the board, I suspect.
However, Id been smart enough to buy a longer length than I needed, so I was able to cut the transom out of the good section. But first, I needed to loft the inside transom face onto the board. Id been planning to pick up a pattern for the transom from my main lofting board, but my lofting skills have taken a big tick upwards since I did my original lofting. I thought it would be more accurate, and probably quicker, to just re-loft the transom right onto the board.
photo jalmberg
Sometimes, you should just do what the Boat Building Gods say!
>>> Next Episode: Oak Smoke
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Blog of the Day: Seth Godin
Seth Godin provides a daily infusion of positive energy, and the occasional slap of reality. I find he goes good with a strong cup of coffee in the morning. Always a quick, thought-provoking read. http://sethgodin.typepad.com/
I hope youre enjoying "The Unlikely Boat Builder" as much as I enjoy writing it. Some people have asked for a way to be notified automatically when I post new episodes. Ive figured out how to do this, so if youd like to be notified, please click on the link below. I promise Ill never spam you (and Google will have my head if I do.)
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-- John
Priming and Painting a Backwoods Drifter
This week Ive been in the process of prepping the Backwoods Drifter Ive been building in my spare time for paint and varnish. This boat, which Im building for a customer, was originally going to be delivered unfinished, but since he was not in a particular hurry for it, the owner decided to have me go ahead and do the painting and varnishing.
I had the first coat of primer on it a couple of weeks ago, before I went to south Florida to work on another boat. When I got back to it this week the primer was sanded and another fill layer of fairing epoxy applied to smooth out various minor imperfections in the fiberglass sheathing. I use a compound of about 50/50 phenolic microballoons and silica for this fairing mix. This makes a relatively easy to sand filler that is still hard enough to make a good substrate for paint.
After sanding this final filling coat down to 80 grit, I then cleaned the surface of dust and wiped with denatured alcohol before applying another coat of primer. The primer used here is Interlux Pre-Coat, a product designed to be used with the one-part polyurethane paint Im using for the project - Interlux Brightsides. This primer comes in white or gray. I used the gray for this hull as it will get dark green topcoat. Below is a view of the primed hull. The interior at this stage coated with 2-3 coats of pure epoxy, and has yet to be sanded smooth for varnishing.
Yesterday I applied the first coat of finish paint, the Interlux Brigthsides in Sea Green. It was put on with a brush after first sanding the primer to 120 grit. This first coat is just a build coat to get a good base color. It will be sanded with 220 and overcoated at least 2 and probably 3 more times, using a foam roller for application. I was not worried so much about dust on the first coat, so it was done in the garage. For the final coats, the boat will be moved outside and painted early in the mornings when there is no dust in the air. The process takes time, as you must wait until the next day to sand and recoat. Instead of sanding this coat today, I turned the hull back over to work on the interior.
Sanding and varnishing the interior will take several days as well, as only one coat per day can be applied. The epoxy coatings must first be sanded smooth to 120 grit and since it is a clear finish, no fairing compounds can be used. It takes much longer than fairing the painted exterior. Because of the bright interior, all the fillets and glue joints are made with epoxy thickened with wood flour and silica, a mixture that is quite hard to sand when cured.
A high-build varnish does a lot to smooth out the surfaces over the epoxy as well, provided enough coats are applied. I use Z-Spar Flagship varnish for surfaces such as this that will be exposed to a lot of U.V. light. On a boat like this that will likely be stored inside or under some sort of shelter, 3 or 4 coats of this varnish will last for years. By the time the 3rd or 4th coat of varnish is done, the first coat of paint on the hull will be well cured for sanding and I can proceed with the final exterior coats.
Although its dusty here, you can get some sense of how the hull will look with the dark green topside paint and varnished ash rubrails. The plywood is all BS 1088 Okoume, which also finishes out on the interior to a pleasing mahogany color. With any luck with the weather, Ill have all the necessary coats inside and out within the next couple of weeks.
More on the Backwoods Drifter design here.
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Welcome home Frolic!
Flying Fifteen #87Built in England 1950
Hot Molded Mahogany Hull
Spruce Spars
A new restoration project has come into Clint Chase Boatbuilder, a personal project of the owner/proprietor and co-owned with Vlado Dresar, a family member and fellow craftsman who lives in Ontario. Although the project is part of the projects at Clint Chase Boatbuilder, she deserves a separate blog. Feel free to follow along at a new blog, The Restoration of Frolic.
Baby Boat Cradle Plans
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Design 167 Primrose
This little double-ender was designed by K. Aage Nielsen from our Boston office in 1935. She was built by Simms Brothers of Massachusetts and launched the following year. Mr. Nielsens youth in Denmark was where he became knowledgeable about the type.
We have no known records of this design other than what we managed to dig up here. I grabbed the above image off of the Wooden Boat forum entitled "Prettiest Boats Under 30 Feet" so thank you to whoever took this image. It would be nice to see her with her mast stepped and sailing.
Here is the sail and arrangement plan.
A boat of this type would normally be lapstrake but note she is carvel planked. I understand the boat is in the care of Rockport Marine.
Heres a brief article about the boat. Please double click for a readable view. I apologize but it is also of poor quality.
Further reference to this design can be found in the Aage Nielsen book: Worthy of the Sea, pages 44-47.
LOA 15-1"
LWL 13-5"
Beam 5-6"
Draft 2-3"
Displacement 1,720 lbs
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