Saturday, March 17, 2012

Design 2642 - Zingaro

Here are a couple of nice shots of Zingaro taken during a very foggy Newport Bucket a couple of years back. Images by Billy Black.

Burger 125' Motorsailer

We've touched upon this boat before, but I noticed we didn't post the plans so here they are. It is one of three conceptual models designed for Burger Boat of Manitowoc, Wisconsin. The 125' version is the middle size and is similar in size to a whole bunch of motorsailers we've done through the years. The boat is designed to be built in aluminum.

I love the layout, especially the ship's office forward and the small television room and exercise room opposite it in the guest accommodations aft.

Here are the plans.

Principal Dimensions
LOA 124'-11"
LWL 96'-0"
Beam 26'-3"
Draft 12'-6"
Displacement 365,120 lbs (half load)
Ballast 94,080 lbs
Sail Area 6,000 sq ft

Friday, March 16, 2012

More About Design 25 - Bosun Bird

Today we were working at the Maine Boatbuilders Show all day. Great venue. Here is design #25, the old Blue Heron, now called Bosun Bird. We have been discussing this boat within these pages: is she really design #25? Well we crawled all over this boat today, with the original plans and the general consensus is that yes she is. Portland Yacht Services was kind enough to bring her inside the show and we had a steady stream of people all day checking her out. It's an interesting old centerboarder design and one that has seen her share of modifications over the last 78 years...but this image gives a nice look at her shape.

She is going to be professionally surveyed in the coming weeks and will be undergoing a complete restoration by Portland Yacht Services. She will be a fantastic addition to the New England classic fleet. Kudos to her owner.

Design 1335 - Goose

This one has me scratching my head. This is actually the original 6-meter Goose, design #243, launched in 1938. In 1957 she was completely rebuilt at the Luders Yard in Stamford, Connecticut but with completely new strip planking. Then in 1971 her after sections, rudder and transom were heavily modified to what you see here. Yet the boat today seems to have the original transom. So at some point she was again modified, back to her original configuration.

So my questions are: why did we assign a new job number instead of simply giving the job a "C1" extension like we would normally do? Who would do this to such a beautiful boat as Goose? And when did it get reversed?

Here is the original sail plan.

And the modified sail plan.

Here is a detail of the modifications to the Lines.

Principal Dimensions
LOA 36'-11"
LWL 23'-6"
Beam 6'-0"
Draft 5'-5"
Sail Area 474 sq ft

Thursday, March 15, 2012

Further Update - Avanti

We just received these images from our friend in Holland, Pieter van der Aa. Here's a new Avanti under construction, just about ready to get rolled upright. This is design #85, but engineered for cold molded construction. If you recall this same builder recently completed building a New York Yacht Club 32. Check out the video here. I expect this new boat will be just as nice. Thanks for sending these.

Update - S&S 30 - Tooling

Here is the male plug being built for the new S&S 30 that gives you a nice peek at her shape. Once completed, a female tool will be built from the plug. The deck tooling is also getting started.

Here is the presentation plan.

For plans, additional images, specifications and project history, please visit the S&S 30 website or please feel free to contact us directly:
Phone +1-203-687-4700

Take advantage of introductory pricing: offered at $149,000, sail away price including sails, safety gear, dock lines, etc.

More About Design 955 - 24' LOA Catboat

We posted an article way back in 2010 about this boat. I thought I would circle back to it as I think she is a lovely design. The boat would be a breeze to sail and her extremely shallow draft would be great for gunkholing just about anywhere. Her general arrangement looks generous and even more so with the mast forward of the main cabin itself. That sure is one way to handle access to the head, by simply having a door from the cockpit directly into it.

I spoke to the owner last week and he promised to send us some images. We'll get them posted when we receive them. The boat is awaiting restoration.

Here is an article from Yachting magazine from 1951. Please double click to enlarge.

I disagree with the author. I wouldn't even hesitate slipping her dock lines here in Greenwich and sailing her up to Penobscot Bay. All you would need is a little cockpit tent for the evenings. Like this.

And here is the deck and deck construction plan, which is beautifully drawn.

Maine Boatbuilders Show

A bunch of us are heading up to Portland, Maine for the Maine Boatbuilders Show, which starts tomorrow and runs through Sunday. It's a great venue. We will have a small booth at the show. Also design #25, Blue Heron, will be on display inside and prior to her restoration. It will a good opportunity to see a very early example of an S&S design up close.

Click here for more information about the show. Hope to see you in Portland.

Wednesday, March 14, 2012

More About Design 2625 - Sleighride

Sleighride, design #2625, is undergoing a major refit in California with design and styling by Adam Voorhees Design and engineering by Sparkman & Stephens. The boat will be renamed Aandeel. Click here to learn more about the project.

Design 77B - J-Class Racing Yacht Cheveyo

Graphics Courtesy Spirit Yachts, Ltd.

We are pleased to announce our collaboration with Spirit Yachts, Ltd. of Ipswich, England to build a new J-Class racing yacht. The boat will be named ‘Cheveyo’ (pronounced shu-Vay-o), a native American word meaning ‘spirit warrior’ and will carry sail number J1.

The yacht has been commissioned by a U.S. syndicate of investors and sailing enthusiasts. A driving force behind the project is the desire to experience the thrill and elegance of yesteryear's yacht racing on a modern vessel steeped in the essence of tradition.

While the J-class Ranger design utilized lines 77C because it was found to have the best potential for racing in the sheltered waters off Newport, Rhode Island, Cheveyo will be built using the Ranger 77B hull design for the more exposed conditions of today’s classic regattas. If you recall in 1936 an original series of six hull designs was submitted by Starling Burgess and Sparkman & Stephens to Harold Vanderbilt for the 1937 America’s Cup defense. Each of the six Ranger designs was extensively tank tested by Burgess and S&S to select the optimum hull-form to defend the America’s Cup against the challenger Endeavour II, designed by Charles Nicholson. The ‘Super J’ Ranger was thus born, and went on to triumph decisively over Endeavour II in the 1937 series.

Cheveyo will marry the classic design of yachting’s golden era with modern build techniques of the 21st century. Spirit Yachts will use sophisticated wood/epoxy construction mated to laser cut stainless steel ring frames to create an exceptionally stiff yet lightweight hull.

On deck, this new ‘Super-J’ will remain true to the beauty and grace of the original design. The authentic low-profile deckhouse has been retained, resulting in a clean, unobstructed working deck. Complementing this will be high-modulus carbon spars, carbon rigging, state of the art sails and all the modern sophistication of a contemporary performance yacht that will allow her to be raced competitively against any modern yacht and, most importantly, in the spectacular growing J-Class fleet. Authenticity continues below deck with a beautiful 1930’s-inspired interior.

Here is a sail plan rendering and the general arrangement plan.

Principal Dimensions
LOA 139'-0"
LWL 86'-11"
Beam 21'-0"
Draft 15'-0"
Displacement 392,423 lbs
Sail Area 8,290 sq ft

Tuesday, March 13, 2012

Classic Yacht Regatta Schedule 2012

Here is the Classic Yacht Racing Schedule for New England waters for 2012.

Design 2062-C3 - Machichaco

As a follow up to my posting of earlier today, here is another sister of the group. She is Machichaco, design #2062-C3. Machichaco was constructed of wood by Astilleros Carabela of Barcelona, Spain. She was launched in 1972.

Here are the plans.

Principal Dimensions
LOA 39'-7"
LWL 29'-7"
Beam 11'-9"
Draft 6'-6"

Design 2062-FG3 - LeCompte S&S 40

We have made mention of this design before. There are at least 6 different iterations of this one-tonner design built in numerous countries and in both wood and fiberglass. This particular version was a fiberglass production model built by LeCompte-Holland of Vianen, Holland. Production began in 1971. We have no record of how many boats were built by LeCompte. LeCompte later modified the design and the model was then called the ALC40.

Here are the plans.

Principal Dimensions
LOA 39'-7"
LWL 29'-7"
Beam 11'-9"
Draft 6'-6"
Displacement 17,764 lbs
Ballast 7,530 lbs
Sail Area 657 sq ft

Monday, March 12, 2012

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 client's 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 yacht's 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 everyone's 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 manufacturer's 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.

Typical Scope of Services & Deliverables - Custom Yacht Design Project

The following is a typical scope of services and deliverables provided by the Sparkman & Stephens Design Department during the design of a custom yacht.

The process normally consists of the following four (4) phases:
Concept & Preliminary Design & Engineering Phase
Contract Design & Engineering Phase
Final Design & Engineering Phase
Construction Support Phase

Concept & Preliminary Design & Engineering Phase
Preparation of a preliminary package which executes the design brief in general, including:
• xxxx-001 – Design Brief
• xxxx-080 – Preliminary Profile Rendering
• xxxx-090 – Brief Specification
• xxxx-020 – Preliminary General Arrangement
• xxxx-050 – Preliminary Sail Plan
• xxxx-060 – Preliminary Deck Plan & Outboard Profile
Supporting Calculations:
• Preliminary Weights and Centers
• Preliminary Hydrostatics
• Preliminary Keel and Stability Estimate
• Preliminary Speed, Power, Endurance and Tankage Requirements

Contract Design & Engineering Phase
Preparation of a bid package as required to obtain indicative pricing from potential Builders, including:
• xxxx-900 – Specification
• xxxx-920 – Interior Specification
• xxxx-800 – Profile Rendering
• xxxx-020 – Preliminary General Arrangement
• xxxx-021 – Preliminary Inboard Profile
• xxxx-025 – Preliminary Joinery Section
• xxxx-030 – Preliminary Construction Section
• xxxx-050 – Preliminary Sail Plan
• xxxx-060 – Preliminary Deck Plan & Outboard Profile
Supporting Calculations:
• Preliminary Weights and Centers
• Preliminary Hydrostatics
• Preliminary Keel and Stability Estimate
• Velocity Predictions (under sail)
• Preliminary Speed, Power, Endurance and Tankage Requirements
• Preliminary Scantlings
Additionally, S&S will assist in the review and analysis of all Builder-submitted Bid Packages.

Final Design & Engineering Phase
Preparation of a design package as required for construction, including:
• xxxx-900 – Specification
• xxxx-700 – Trim and Stability Booklet †
• xxxx-100 – Lines Plan *
• xxxx-110 – Superstructure Geometry *
• xxxx-120 – Navigation Mast Geometry *
• xxxx-140 – Keel Lines *
• xxxx-150 – Rudder Lines *
• xxxx-160 – Skeg Lines *
• xxxx-200 – General Arrangement
• xxxx-210 – Inboard Profile
• xxxx-211 – Starboard Inboard Profile
• xxxx-220 – Joiner Sections
• xxxx-230 – Joiner Details
• xxxx-300 – Hull Construction – Plan & Profile †
• xxxx-301 – Hull Construction – Transverse †
• xxxx-305 – Hull Shell Expansion †
• xxxx-310 – Superstructure Construction – Plan & Profile †
• xxxx-311 – Superstructure Construction – Transverse †
• xxxx-320 – Lamination Schedule
• xxxx-330 – Hull to Superstructure Joint †
• xxxx-340 – Construction Details †
• xxxx-350 – Keel Construction †
• xxxx-360 – Rudder Construction †
• xxxx-370 – Welding Schedule †
• xxxx-380 – Chainplate Construction †
• xxxx-390 – Mast Step & Partners Construction †
Machinery & Systems
• xxxx-400 – General Machinery Arrangement
• xxxx-410 – Engine Room Air Plan
• xxxx-420 – Drive Line Plan †
• xxxx-430 – Steering System Plan †
• xxxx-440 – Anchor Handling Arrangement †
• xxxx-450 – Tank Arrangement †
• xxxx-460 – Bilge & Fire System Schematic †╪
• xxxx-461 – Fresh Water System Schematic †╪
• xxxx-462 – Black & Gray Water System Schematic †╪
• xxxx-463 – Fuel Oil System Schematic †╪
• xxxx-464 – Lube & Dirty Oil System Schematic †╪
• xxxx-465 – Sea Water System Schematic †╪
• xxxx-466 – Compressed Air System Schematic †╪
Sail & Rigging
• xxxx-500 – Sail Plan
• xxxx-510 – Sheet Lead Plan
Outfit & Finish
• xxxx-600 – Deck Plan & Outboard Profile
• xxxx-601 – Presentation Profile
• xxxx-610 – Hull Marking Plan †
• xxxx-611 – Hull Striping Plan
• xxxx-620 – Boarding & Mooring Plan †
• xxxx-630 – Docking Plan
• xxxx-640 – Structural Fire Protection Plan †
• xxxx-650 – Fire & Safety Plan †
Supporting Calculations:
• Weights and Centers
• Hydrostatics
• Velocity Predictions (under sail)
• Resistance Calculations (under power)
• Speed, Power, Endurance and Tankage requirements
• Intact Stability Calculations
• Subdivision and Damage Stability Calculations †
• Hull Structure Scantlings
• Superstructure Structure Scantlings
• Sailing Balance
• Keel Design and Engineering
• Rudder Design and Engineering
• Rig Design and Engineering
• Driveline Engineering
• Engine Room Air Calculations
• Flotation and Inclining Measurements and Analysis †
†Denotes Drawings and Calculations which are to be submitted for Class and MCA approval.
* Denotes Drawings, which based on Builder practice and preference, can be supplied as 3-D surface files
╪ Denotes a System Schematic. S&S defines a System Schematic as a line diagram showing the interconnection and relationship of elements to show the philosophy and operation of the system, but does not show the physical elements. It is not intended as an installation diagram or as a complete System Design.

Construction Support Phase
S&S will inspect the quality of the work for compliance with the best applicable standards and the Client agrees that S&S shall inspect the work at reasonable intervals and be guided by S&S recommendations with regard to the quality of workmanship, materials and fittings to include:
• Consultation with the builder and review of Builder’s, and its Subcontractors’, detailed construction and shop plans with respect to aesthetics, function, performance, strength and safety.
• Periodic visits to the Builder's yard to observe and inspect the progress and quality of the work for compliance with the plans, specifications and build schedule.
• Sea Trials of the completed yacht including review of compliance to plans and specification.
• Flotation and Inclining Measurements and Analysis
• Trim and Stability Booklet
• Performance Analysis

Obtaining Plans for Your S&S Boat

All plans for boats designed by Sparkman & Stephens from design numbers 1 - 2,600 are in storage at Mystic Seaport Museum in Mystic, Connecticut. They are archived in a purpose built, museum quality building that protects them from fluctuations in temperature and humidity and from fire.

Designs generated after design number 2,600 were generally done using CAD (computer aided design) and are kept on our file server.

Plans for designs 1 - 2,600 must be obtained from Mystic Seaport Museum. To obtain plans for your boat please click here to access the Mystic Seaport webpage regarding the S&S plan collection which explains the process, the costs involved and contact information. You are welcome to email us to obtain a list of available plans for your boat. Please click here to email us.

We still maintain the intellectual property on all of the plans in the collection but Mystic Seaport handles any actual plan reproduction. For information on yacht construction using existing designs and royalty payments please click here.

Boat Construction Using an Existing Design

Boats can be and are regularly built using an existing design. This is a cost effective way to obtain plans for a proven boat. Click here for an example project. To build a boat from one of our existing plan sets a royalty must be paid. Please contact us for a quote.

In many cases existing plans are modified or updated. For example a classic sailing yacht originally designed and built using carvel planking will often be re-engineered and updated for cold molded epoxy construction. Another common example may be modifying an interior arrangement to suit one's particular needs. Please contact us for further information.

Consulting Services

Project Management Services

Design 2698- Grand Banks 59 Aleutian RP

The Grand Banks 59 Aleutian raised pilothouse was introduced in 2006. The model was to be a smaller cousin of the GB64 Aleutian that had been in production for five years. The 59 is a big volume cruising boat built to a very high level of finish.

Standard engines are twin Caterpillar C9 diesels producing 500 hp each. Optional powering includes C15s producing 853 hp each or C18s producing 1,000 hp each. With the optional Caterpillar C18 diesels she will make 27 knots and cruise at 22 knots.

Here's an article from Boat International magazine that tells the story. Please double click for zoom.

Here is the standard interior arrangement.

And here is the optional arrangement.

Principal Dimensions
LOA 61'-7"
LWL 55'-4"
Beam 17'-0"
Draft 4'-10"
Displacement 81,990 lbs (full load)