Boat Plans Catamaran | Nelson Race 2016 Line Honours 1st on IRC yes really! and close 2nd on PHRF all upwind

Boat Plans Catamaran

We prepared for the start to this race with 40-50 knot gusts in the marina, knowing it was going to be upwind effectively all the way, and that it was going to be even more windy on the south coast and for the first part of Cook Strait.  The Class 950 got blown sideways coming out of her berth and was damaged, never left the marina.

We saw sustained 50+ knots for about 30 mins, peak gust that we noticed of 60, and a boat near us saw a 65 knot gust.  Wedgetail lost their mast having already crossed the worst of it, near the Brothers.  The sea state was pretty friendly, given the wind speed (except at the corners in tide rips), since the gradient wind was curving around the top of the South Island ... so not a huge amount of fetch.  We didnt take video in the really windy bits (ran out of camera battery) but just before we entered Cook Strait we got this:

In 50+ knots upwind, Blink was still pointing well, fast and easy to handle with storm jib and 3 reefs. We did hoist a Fractional Zero briefly to leave the harbour, perhaps 10 minutes of downwind sailing but with 40+ knots too much breeze for the A6.  Probably ;-).  We also used a masthead zero for a couple of hours near the south end of DUrville Island.  But not a single downwind sail for a 120nm (rhumb line) offshore race...

So the downwind weaponry had to wait until the return trip, the delivery back to Wellington ... this was a great sail, crossing the Strait faster than the ferry when the breeze picked up on the eastern side.

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Boat Plans African Queen | IMOCA 60 Shape and Americas Cup 2013

Boat Plans African Queen

                                                     Ellison: "Sailing has been changed for ever".
When sailing is more like flying, with such sophisticated machines, how are the technologies adaptable to more mundane venues?
Americas Cup boats have a way to continuously improve elements of sailing, and even cruising. But, when we have all of sudden such a leap forward, where new boats; catamarans, wing sails and foils are thrown into the mix, what is going to happen?
The obvious is that the benefits are going to go to cats and trimarans. But, what about regular sailboats? I will leave alone the articulated wing sail, they are not manageable, because of reefing problems, but I think there are possibilities in the foiling area.
A monohull is always looking for stability, so deep keel, ballast and beam are the usual answers. Now, with the new technologies like DSS, which is an outboard deployed foil on a horizontal plan, and the AC foiler, which is an inboard oriented planing board, either concept, provides more stability and righting moment.
To work, we have to have speed, therefore the sailboat will have to be of light displacement, with a fast shape and low deadrise. My attempt is to show how such a configuration might work, of course all is in the details, and I do not pretend to solve the entire matter. It definitely would require very long and elaborate studies, model testing, strong engineering, but I am throwing things in the ring to see where it all lead.

Fast boats are long, light and lean. I choose for this base study the Imoca 60 in its latest form. With a dinghy shape, twin rudders, appendages and keel, the boat is an interesting monohull laboratory. A Class 40, or Mini Transat could be other examples of hulls where the merits of foiling on modified daggerboards could be
studied and compared for speed.
Where to start? Now that we have decided on a hull, the nest step is to describe what I have in mind.

The system has to rely on deployment and retraction of the blade. So, I am starting with the foil itself and I use the present configuration of the daggerboard, bend it at mid distance even before trying to work out surfaces and lift necessary to achieve the result of lifting the hull some ways. Because one of the question remains: how to have the apparatus to match the hull shape when retracted to minimize turbulence at low speed, without impairing the foil shape. Fortunately, the body presents nearly flat surfaces in the area and the daggerboard-foiler can be inclined perpendicular to the hull and designed in such a way that the bottom matches the small curvature of the hull itself. But what happens when you extend the lifting body ? There is a hole. The idea is to build a second blade, contained within a box to fill in the gap and keep flush the integrity of the hull.

  

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Boat Trailer Plans Australia | Nexus 600 Adventure Cat

Boat Trailer Plans Australia

My good friend Alan Harrington from HBYC recently launched his new boat, the Nexus 600. Now Al and I have had a good few beers together over the past few years, and certainly I had heard quite a bit about this boat before seeing it, but nothing could have prepared me for the surprise on the day I first saw it - about two weeks ago....

I will have to be careful not to over-write this boat! It simply is about the nicest thing I have seen or contemplated as boats go. Its huge, beautiful, oozes quality, and it sails quite beautifully. Its nicer than a nice boat, and its nicer than a nice house..... Her name is "Ke Nako" - a Sesotho expression for "Now is the time". 

As interesting as the boat itself, is the way it came about, and the people involved. Al - the owner, is a newly retired very successful businessman, with a passion for boats, cars, technology and Windhoek Lager. This is not his first boat build either. He was involved in every little detail from the outset, and has given huge input to the way this all played out. In fact many people have added to the story - the Nexus crowd are very open to all and any good ideas. Find them at www.nexuscatamarans.com.

The Paarman brothers (the surfing bunch) and team, are the originators of Nexus cats and the concept behind them. I think it was Mark Paarman who originally conceived the need for a large load-carrying cat for surfing charters etc. There simply wasnt anything available in this size and shape. Somehow Jonathan (pro boat builder) and Roger (MD and factory manager) were brought into the mix, and they setup shop in St Francis to make the first cat. John Henrick too. The designer was Anthony Key. Subsequently others have also become involved - a guy called Phil Berman, and du Toit naval architects. Its a project that has hit a sweet spot, and suddenly everyone knows this is a very useful platform.....the fourth one is now taking shape in the factory.

By nature, cats of this size and price are "low volume" production items. This means you get to work closely with the builders, and a fair bit of customisation is possible. And you couldnt find a nicer bunch to work with than the Paarmans - nice down to earth people. On the day I went sailing on this thing Roger was aboard, in fact he was living on board at Als invitation, and clearly the relationships between client and builders was excellent, more like an extended family by then. Ditto for the others involved. If you want to build a boat, this is a critical element of it. If it was me, I would chose good builders first, after that the rest comes easy....not to mention the boats "karma"!

About a third of the worlds cruising cats are built in South Africa, and certainly many of them have excellent reputations. We have great designers, great sailors and some excellent builders. Think Robertson and Caine and Southern Wind. But Nexus is right up there with them and they produce an excellent quality vessel....maybe the best to come out of SA, maybe the best of its kind anywhere?

The aft decks are huge, really well appointed and designed. In warm climes, this is really where you live. Think about the space on a 44 cruising cat and multiply by about six..... a lovely RIB tender hangs off the back, with dive compressor and a 20 KVA genset lurk under sound-proof hatches in the deck.

The bridge. This an uber-cool station with every lovely marine instrument you can imagine accessible through some Furuno multi-function screens. Great radio kit (ICOM M603 and M801E) plus a satphone. Most of it replicated on the helm position, and performance indicators in each of the four cabins, and above the aft-decks..... I like this place.....

The electrics on this boat are not trivial.... Power comes from either shore power, a 19 KVA Cummins-onan genset (unbelievably quiet), or a large battery bank with a 10 KVA inverter. Besides the instrumentation and lighting, you will find about 8 fridges or freezers, a few microwave ovens, TVs and music, a large watermaker, dive compressor, four large airconditioners, and a plethora of electric winches, windlasses etc. To bring this altogether, Alan took the plunge and installed a fantastic switching system made by Mastervolt. It saves loads of cabling, and allows amazing flexibility in configuration. Home automation on steroids. Al explains it best here.

The indoor saloon. Fine leather, great views!

 The galley. Like a nice house. Great views. It stays level! See the capuccino machine on the far side.

Home entertainment. Great systems with Bose speakers reaching every corner.

 View from the foredeck. Thats Table Mountain slipping behind the stern...

 The helming position. from the other side. Sorry I didnt get this one close-up. Its comfortable and dead-easy to do it all from here. This boat can be steered, tacked and all things done easily by one person from the helm station. Electric winches help, but it really is a triumph of well organised sheets, winches and jammers. 

How does she sail, do I hear you say? Well, on the day I went out, we had 10-14 kts at  times, and a nice flat sea. We saw 7-10 knots mostly under main and genny only. 8 knots under power (slow cruising speed in first gear), with a fair reserve, she could run at 10+ under power if necessary. The following week, Al went out and found a patch with 20-30 knotsof wind. They saw 20 knots on the log.... I suspect that on a passage, using spinny and code-0, she could average 10-20 for extended periods. With no fuss at all. People below decks would not even know, except for the instruments! She seemed to tack through 100 degrees though I have to say we werent even trying. And then theres 2 x 110 Hp Yanmars to use if you really want to press on.

Tacking the boat is dead easy. She shows no inclination to stall in the turn at all - you can take it easy and just rely on the momentum and her deepish keels to take her round. Mainsail looks after herself as one would expect, and the jib comes around easily by hand, amazingly. Then you add tension with the size 60 motorised winches.... one person can do this all quite easily from the helm station. Even the furler on the genny is electric, and single touch on that button can be used to angle the headsail foil optimally for the tack. Despite the monumental size of the sails, its astonishingly easy.....

See her vital-statistics here....

Overall, I loved this boat because she really is conceived by sailors and boats-people with nautical recreation in mind. Not by interior decorators and bling artists. She is very well thought out and well appointed, but no bling. For instance the ceilings are clean white stipple paint, but table surfaces are a nice bamboo finish. The spaces for the engines, the genset, the lazarettes, the chain stowage, the diving compressors etc etc etc are large, clean and open. No space for creepies and dirt that scares the hell out of one when looking at used boats! The sailing kit is all top notch and really looks the business. The sails are not for show. Sailing, reefing, furling and anchoring is all functional and top notch.

 I havent even mentioned the cabins below. They are spacious, practical and the beds are extremely comfortable. Each cabin has a 16k BTU aircon. Al has sacrificed one set of heads for a laundrette with a Miele washing machine and tumble-dryer.

Overall, this is one boat you can live on with all home comforts and then some. I couldnt think of a nicer place to be. Plus she sails really well, and has the quality you expect for an investment of this nature. For chartering and excursions, I cant imagine better. 

Is there anything to criticise on this boat? Well not that I know of. I cant tell if she slams in a seaway because I havent been there. The bridgedeck is higher than most. For her intended purpose, I can see no problems at all. Cold climes and/or the Southern Ocean may be different,  and certainly she is no river cruiser given her beam of 8.7m, and a mast that rises about 26m above the water! Draft though is a very acceptable 1.4m.

What does she cost? About the same as the latest Ferrari..... I know which I would rather have!

UPDATE: Nexus Cat (Balance 601) as a Passagemaker:

Earlier this week (1-3 October 2013) - I had the opportunity of joining the boat for the delivery trip from St Francis to Cape Town for the annual Cape Town Boat Show. This is a voyage of about 350 n.m. and takes 2-3 days if the weather is favourable. Essentially, this is the "Cape of Good Hope" passage and is one of the three "Great Capes" in the mind of seafarers - along with Cape Horn and Cape Leeuwin (S Australia). One needs a favourable weather window, a very sound boat, good sea-legs and a touch of madness for his trip. Very few bolt-holes en route. 

As it happened, the weather forecasts were very favourable for the period and then some. The boat I knew to be exceptionally capable, and luckily I had some free time. Plus my mate Nick was also available to join, and a day later we were on a small plane bound for Port Elizabeth, where Al collected us. After a pleasant meal with the Paarman-Harrington-Nexus ensemble at St Francis that evening, we slept aboard - very comfortably I might add. Next morning we did a quick tour of the Nexus factory - a neat and well run operation, where we were proudly shown the bare bones of Vessel-4 under construction. Impressive stuff - but I dont have space to cover this here.

By 10 a.m. the wind was quite fresh - about 25 knots - and the sea was already looking quite distressed - with a large chop across the swell and plenty of white caps. The sort of day that ski-boats stay in harbour, and commercial trawlers curse. Although the conditions were very much stronger than the forecast we did have a following wind, and of course the boat is large and dry. So off we went  - the four of us - skipper Matt, Al, myself and Nick.

We exited the harbour straight into the fresh wild chop in the bay. Cats do a remarkable job of cleaving their way through a big chop whilst keeping you dry and comfortable - especially 60 cats that weight 25T. We pushed along to Seal Point under motor before heading West, when we cut the motors and released the genoa. By now we had a North Easter pushing 30 knots on the stern quarter and so we took off at a decent 10-12 knots down the coast on jib alone. It made for a comfortable ride as the rather big following seas swept slowly past. Very pleasant for an hour or two. We had a pleasant lunch and sat on the aft deck admiring the view and the waves, plus the odd whale.

Al is monitoring a fishing boat.

Conditions were quite wild outside.

The seas continued to build, and the wind strengthened to about 35 knots. Al loaded a new set of Grib files via the sat-phone - they still reported about 9-12 knots of wind and low swell conditions! Cape Town Radio seemed to concur. Conditions to the East of us were reported quite strong however, whilst the weather to the west was reported to be far better. It seemed the weather system of the east had come quite a bit further West than anticipated....

By sunset, the seas were actually quite large, with steep waves of 2-3 m powered along with 35 knots of wind. Quite a lot of white water blowing off the tops, and the odd foamy trying to climb on the back. Even the passing ships were bouncing around. The big cat would rise on each following wave and surf down to the back of the next one, then slow down as a large green wall chased up behind us again. And so this went on until midnight as we trundled on at 8-12 knots, with a few faster surfs. I recall thinking how unbelievably horrible these conditions would be in a lesser boat...even a 45 monohull...

For some reason I didnt manage all my supper that evening, and put my head down at about 10 p.m. - in my large double cabin. And then the world went quiet and all was well - I slept soundly until morning. The big cat drove herself peacefully through the night with Matt and Al keeping watch on the AIS and Radar. At midnight the wind slacked off notably - and on went the Port engine, keeping our speed to eight knots. Al doesnt like anything less than eight knots.

All the while there was very little slamming - just a bit of a water rush between the hulls as waves came through. Nothing unsettling at all. At no stage was there anything scary - the platform is immensely stable - and very rigid. No flexing or groaning at all. Although it isnt fun being in a big sea - full stop - this boat gave no reason for concern. Thats not to say I would have fancied going upwind that night, mind you, except for a man overboard situation or similar....

Some cellphone footage on youtube:

1.  http://youtu.be/752FIy0fMP8
2.  http://youtu.be/nolXwyqFuL0
3.  http://youtu.be/7D6lNfVW8fg

By morning the conditions had improved significantly although the sea was still quite confused and lumpy. Despite this we rumbled along at a steady eight knots with the two Yanmar 110s. Slowly the wind swung north and then West and soon it was straight on the nose at 18-20 knots, where it stayed most of the afternoon. We kept going at 7-8 knots boat speed, and a sizeable chop right on the nose. There was the occasional slam and bang, but nothing serious. My afternoon siesta was not disturbed fortunately.

Night-watch is a civilised affair, with excellent nav, 

soft music and espressos....

By nightfall conditions were very very mild - sea was completely flat and amost zero wind. Speed increased to 10 knots as the weather conditions settled - with the Yanmars idling along at 2000 r.p.m. The sky was unbelievably clear and I opted to join the night watch just for the fun of it. This is where I had the chance of experiencing the magnificent facilities at the indoor bridge and the semi-enclosed helm station. Now I am no stranger to the joys of chartplotters etc and decent comms, but in my previous experience (single-handing) this usually means a handheld plotter in one hand, a VHF handheld in the other, mainsheet in my teeth, a tiller-pilot, freezing wind on my face and some cold seawater in my jacket somewhere. Little chance of coffee... Observing and avoiding other vessels becomes a lesser priority mixed in with need to get to the heads or out of the cold... So the idea of sitting at the plush indoor bridge station, with two large nav-screens with radar, chartplotter and AIS overlays, whilst listening to soft music did make a fair impression on me. Did I mention the espresso machine? The ICOM M602 VHF - with its antenna in the clouds, was as clear as a bell. The Cape sea-route is increasingly busy - usually at least 10-12 large ships on the screen at any time - all doing significant speeds. Then theres the little matter of small craft like fishing boats and yachts that often dont show on the AIS and can be hard to sight visually at night. The large radar screen does a great job of finding these, and can track these targets individually showing course, closest approach etc etc. Its all very clear and easy to use. Slight adjustments to the auto-pilot are easy to make from below (or above), and the AIS will immediately reflect the revised closest point of approach. In this way other vessels see the same picture - and much chit-chat is eliminated. What a pleasure...plus all the boats systems are accessible and controllable from this position - example battery states, water levels, nav lights and so on. 

Morning coffee as we passed Llandudno.

Cape point loomed up at 05:30 next morning, and with a sea like a milkpond we arrived at the V&A Waterfront just 3.h hours later! 3.5 hours from Cape Point to the harbour! 

So thats what the Nexus 60 (Balance 601) feels like as a passagemaker.....that was 350 n.m. in a real mix of weather, covered in 46 hours, thats about 180 n.m. per day, which I think is a realistic number for a long-term cruising average in mixed conditions.  Certainly one could push much harder, and with mainsail and decent conditions one could see daily runs of around 300 n.m. quite comfortably. My little bottle of vitamin pills sat calmly on the smooth bamboo galley counter for all of this, never moved once...

Ke Nako has now done a few months cruising the Mocambique cost around Pemba Bay and vicinity, and has done some honest service as a fishing and diving platform, seaside hotel and passagemaker. Besides some minor problems with the greywater pump, she has had no problems at all. Shee is still in boatshow condition - see her at the Cape Town Boat Show this weekend (4-6 October 2013). 







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Boden Boat Plans Australia | Tanton Yacht Design and Brokerage 53 L C

Boden Boat Plans Australia

If you are interested in High Latitudes sailing and everything in between, you have to buy this boat. The vessel comes very well equipped in systems and equipment, but need to have the interior joiner work completed
Illness forces sale.
Loa 53, Lwl 46-6", Beam 14-4", Draft 6-8"., Displ. 37183Lbs.
Manfred Kanter who built the boat said : " Why did you designed her to be so strong ?" I replied. Because it is there and they are going there.
Please contact me, to sell you the boat. ymt@tantonyachts.com

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Boat Plans Uk | Singlehanders and enough sleep

Boat Plans Uk

IF YOU OWN a reasonably small sailboat it’s probable that you’ll find yourself singlehanding sooner or later. You know what it’s like with crews. They’re never around when you need them.

It’s also possible that you’ll do some passagemaking, and if your next port is more than 24 hours away, you’re going to run into what I reckon is the singlehander’s biggest problem — how to get enough sleep.

Actually, a singlehander who sleeps for any time at all is breaking the international rules because he or she can’t maintain the required continuous lookout duties. In fact, though, nobody ever seems to prosecute singlehanders, probably because they come off worse in any encounter with a ship.

From what I can gather from published interviews with solo sailors, most of them think the best thing to do at night is nap for 20 minutes at a time. Then they get up, have a look around the horizon, check the course and the sails, and go below to set the galley timer alarm for another 20-minute nap. This apparently goes on all night from dusk to dawn. In theory, if they get 10 minutes of actual sleep in each 20-minute period, they’ll get 30 minutes of sleep in every hour, or six hours during the night.

Then, during the day, they can take a longer nap, justifying it on the grounds that a collision is less likely during the day because a sailboat is then easier to see and avoid.

Why 20-minute naps? Well, there seems to be a theory that 20 minutes is how long it takes a ship to move from just below your visible horizon to the spot where you will be in 20 minutes’ time.

Now, the deepest part of sleep, the part we need most, apparently, if we are to avoid fatigue and hallucinations, is called REM sleep, named after random eye movement. It’s not normally the first part of our sleep patterns, but it seems that many singlehanders have managed to train themselves to fall into REM almost immediately they lie down, and they get 10 minutes or more of REM in every 20-minute sleep period.

It usually takes about a week to get into the routine of instant REM, though, so if you’re planning a solo voyage you’d do well to practice in advance.

Not everybody follows this 20-minute nap routine, of course. Many optimists just sleep the night through as if they were safely in port, getting up only to shorten sail or answer the summons of an off-course alarm. On the whole, I can’t help thinking they’re probably just as safe as the 20-minute nappers. It seems to me that a sleeping singlehander is more likely to run into another sleeping singlehander than to collide with a ship manned by a regular crew and maintaining a proper lookout. And if two singlehanders do run into each other, nobody’s likely to prosecute them for breaking the rules. They’ll just say it serves them right.

Today’s Thought

It is a common experience that a problem difficult at night is resolved in the morning after the committee of sleep has worked on it.

— John Steinbeck

Tailpiece

I don’t know how much truth there is in the medical theory that everybody is slightly taller in the morning than they were in the evening, but I can tell you this: all my life I have noticed a pronounced tendency to become short between paychecks.

(Drop by every Monday, Wednesday, Friday for a new Mainly about Boats column.)

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Wooden Boat Plans And Kits | South Coast of Norway from Mandal to Brevik Rob Gordon and John

Wooden Boat Plans And Kits

We arrived in Mandal on the 18th July after an idyllic and fast passage over from the east coast of England.

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View of the guest marina at Mandal. To the left of the photo is the theatre and tourist office

Adjacent to the marina was an enormous orange buoy ... its size suggested it was important and should be respected ...

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Mandal: Guest marina to starboard and theater and tourist office to port

From Mandal we sailed east  to the horse shoe shaped island of Udvar. Well sheltered, remote and beautiful, we moored alongside a wooden jetty and enjoyed a clamber ashore, a Cobb bbq and a glass of whisky with our next door neighbours. 

Udvar: View of Brimble (right hand side of photo) anchored
in a sheltered bay at Udvar

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From Udvar we sailed an hour or so along the coast to a popular local secret anchorage, between the islands of Helgoya and Kapelloya. In reality it wasnt so secret! This was our first experience of mooring alongside rock, but once we got over the mental problem of taking the good ship so close to something so hard it was surprisingly straightforward. Uber fender was great to have and the locals were visibly impressed by the size of fender compared to the size of the boat !


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Uber fender works her magic

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Nestled against the cliff face of Helgoya

 

From Helgoya we enjoyed a boisterous sail, into the wind along the coast and inner passages to Kristiansand.

Kristiansand Marina was very busy but after a little to-ing and fro-ing we found a great spot to moor up.

Safely tucked up in Kristiansand

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Boat Plans For A Chesapeake Deadrise | Messing About with ‘Pike’ ‘Rat’ and ‘Mole’

Boat Plans For A Chesapeake Deadrise

“Believe me, my young friend, there is nothing - absolutely nothing - half so much worth doing as simply messing about in boats.”

“And don’t I know it Rat!” was my reply ……… And off we went!

That’s what it was like this afternoon when I set to the oars, or should I say ‘sculls’, in view of the renowned company I was in. The objective was to row towards Battlesbridge and to have an interesting time. Hopefully we would return to Hullbridge before sunset - better still, in time for tea. There was very little wind, and because it was relatively calm I had deliberately left the sailing rig at home. Rowing would be fun. Indeed, it was, and with Rat and Mole beside me, what could go wrong?

As I got into the swing of things I listened to Rat chatting to Mole, “Nothing seems really to matter, thats the charm of it. Whether you get away, or whether you dont; whether you arrive at your destination or whether you reach somewhere else, or whether you never get anywhere at all, youre always busy, and you never do anything in particular; and when youve done it theres always something else to do, and you can do it if you like, but youd much better not.”

Before I knew it, three hours sped by, and there we were back at the slipway. I said goodbye to Rat and Mole, and thanked them for showing me the importance of NOT being earnestand of not being bothered if objectives are not achieved. In fact, why have objectives at all? – Far better to have happenings. Without trying, we merrily made it to Battlesbridge, only once drifting into reeds and surviving in the wake of a speeding motorboat and not colliding with a silent dinghy or being attacked by angry swans.

Tea was absolutely delicious.

As for Pike and me, we would do it again any day with Rat and Mole as our companions.

Links

Wind in the Willows by Kenneth Grahame

http://www.online-literature.com/grahame/windwillows/1/ 

The Importance of Being Earnest

https://books.google.co.uk/books/about/The_Importance_of_Being_Earnest.html?id=sWu2bfKcyb0C

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Boat Plans Building | Heart Soul and Boat Mind

Boat Plans Building

What is the greatest commandment of God? It is recorded in the Gospel according to Matthew, Chapter 22 and Verse 37: ‘Love the Lord your God with all your heart and with all your soul and with all your mind.’ The other synoptic gospels of Mark and Luke add the words, ‘and with all your strength.’(Mark 12:29; Luke 10:27) Inclusively, the greatest commandment is for every part of our being - our thoughts, our desires and actions; they should be God-centred in love of Him. How should we love Him? - By being obedient to Him.

Jesus said, “If you keep my commands, you will remain in My love, just as I have kept My Father’s commands and remain in His love.” (John 15:10) John wrote, ‘This is love, that we walk according to His commandments.’ (2 John 1: 6)

A Christian’s love is not to be exclusively for God; he must also love all human beings, for the command to love one’s neighbours is found in the three synoptic gospels. (Luke 10:27; Matthew 22:37 and Mark 12:29)

I have quoted these biblical texts to demonstrate the sort of loving relationship human beings should have with God and with people. This vertical/horizontal communion should be reciprocal. Indeed, the all-embracing love of God is guaranteed, because Jesus first loved us so that we could love Him. John wrote, “We love Him because He first loved us.” (1 John 4:19)

What has this to do with us who love boats? A great deal, because it should show us the contrast there should be between the type and quality of love we have for boats and that we should have for God. The two loves are on entirely different levels. One is intense and eternal, while the other is insignificant by comparison, and temporary.

Bear in mind that I speak as a Christian, and I know that many will not see things as I do, but if you are a lover of boats you will have an understanding of what attracts you to them. I appeal to you who do not know the love of Jesus to search for an understanding of Him by searching through His word, the Bible, and by seeing His beauty in His creation, the mighty universe, heaven and earth.

Look beyond the temporary to the eternal and know His love.

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Boat Plans Bruce Roberts | L36 Tosca 36 and Atlantis 36

Boat Plans Bruce Roberts

Angelo Lavranos has a huge portfolio of designs to his credit, covering many different concepts. It is always interesting to look at his designs, because they conform to no particular dogma and are all based on very good thinking and experience. Including mini-racers, super-maxis, medium cruisers, cats, houseboats and powerboats - he has done them all . . .
I have had a few requests to cover the L36, the Atlantis 36 and the Tosca 36. It makes a lot of sense to look at them together - they are three quite different but equally good forms of a medium sized performance cruiser.

The L36  - is the first design of the three - around 1977/8 - and maybe the most successful. This is also possibly the purest design in that she was designed straight from Angelos pen - no untoward influence during the design process. Angelo owned one personally for about 16 years viz. "Phoebe" now of FBYC. The L36 is a medium/heavy displacement hull, carries a poweful rig, is a strong all-rounder and held some interesting race records - Cruising division in Cape to Uruguay, and Durban - Cape Town under sail. Designed in the late 70s, she was designed as a "little sister" to the Compass 47, with known properties and dynamics. She carries a masthead rig, not so common today, but which I personally prefer to the modern trend of dominant mainsails - especially for cruising. I am not quite sure why the dominant mainsail thing happened - was it IoR or similar, or the attratction of bendy masts, or the S&S doctrine that favoured fractional rigs? Hopefully I can get a designer to explain this soonish.

L36 flying along in Table Bay.

The L36 is quite a perfomance boat, and a great all rounder as a performance cruiser on all points of sail, though I expect her strongest point will be upwind, where her powerful keel and relatively low wetted area will work well. The hull is moderate - not sportsboat, and not heavy long-keel cruiser. The ends are reasonably fine, making a good sea-boat as well, but not exactly a "downwind racer". The longish keel and deep skeg-hung rudder right on the stern, combined with a fairly slender hull, will give her good balance of responsiveness and ability to track and go straight, whilst not having excessive draught. I cant see this design having any vices, and by reputation they do not. Certainly this has been a very successful all rounder, great for cruising and racing. Despite her proven performance, there are no obvious compromises as a cruiser - certainly she would be on my list as a very good blue-water liveabord cruiser for a couple.

Today we can easily describe this design as a very good conventional performance-cruiser. However one must remember this was quite amazing in the late-70s - pure eye-candy I am sure - and is a credit that so many boats still look exactly like this. . . . At least 50 were built, all in GRP as far as I know.

 Moderate longish keel, skeg-hung semi-balanced (spade) rudder. Prop washes straight over the rudder. Moderate beam and reasonably fine ends. Note the fuel-tank in the keel.

Masthead Bermudan rig makes it very simple. The genoa is very large and dominant but makes for a very stable outfit under way. Single backstay. Deck has nice flat surfaces to move over.

The Atlantis 36

The Atlantis is a light displacement sporty boat, similar to the French production boats that have become so popular. Great for club racing, with good looks and accommodations, and the now very popular sugar-scoop stern. They seem to have been well-built, I remember being very impressed with the finish and quality of an example we had in Hout Bay a few years ago. It had just come back from the Caribbean with her "novice" crew! While not "out and out" blue-water boats in comparison with say the L36, I would venture to say they are better sea-boats than most of the French production boats around - you can see from the drawings Angelo doesnt do floating caravans unless they are labelled clearly as "Houseboats"!!

Compared with the L36: Slightly flatter underbody, spade rudder, slightly higher aspect keel, sugar-scoop. The stern is far narrower than the latest Mediterranean creations, probably losing a third double berth in the proces, something they seem to be hell-bent on getting into even 30-footers today!

Not to repeat much of the publicity blurb that was released at the time, here it is (double-click to expand)

There is little doubt this concept of boat has become the most popular over time - especially as club racers, coastal cruisers and charter boats. Designed in 1985, it is still a very contemporary looking design.

The Tosca 36

For some reason this is my personal favourite of the 3 - and one of my favourite boats ever. Sometimes you just know it when you see it. . . where have you seen a nicer centre cockpit on a boat this size? or any size?

We used to have a great Tosca 36 in Hout Bay called Jandy. Her two successive owners were extremely happy with her, and the second one was able to attest to her seaworthiness through an amazing adventure I dont have space for here unfortunately. I should have bought this boat myself . . . not sure where she is now.

Quoting from Angelos email to me on the Tosca "Seeing the sucess of the L36, Fred Scholtz asked me to design the Tosca 36, (design 0103) as a production boat, to be cheaper to put together than the L36. Center cockpit rather than aft cockpit. She has a higher volume than the L36, with her beamier, firm bilged, full sterned hull, less ballest, smaller rig, less displacement. Less of an "all rounder" in performance than the L36. More wetted surface and slower in light airs, but faster reaching in a breeze. The original boats were simple & light. Two circumnavigated. Unfortunately as time went on the boats got more elaborate, aft cabin walkthrough,  bigger engine, more tankage, bigger rig, stern platform etc."

When first sighting a Tosca, the main features appear to be the full beam, large and protected centre cockpit, simple Bermudan masthead rig. Typically the decks are clean and uncluttered. Typically they move a lot faster than you would expect of a boat this beamy. The decks are open and give great space to move on. She really is an inviting platform, with nice curves and overall appearance. I have seen some very nice dodgers and doghouses built for them too, but the level of finishing varies enormously as many were owner-fitted, rather horribly in some cases. . . .

Inside, the space is unbelievably voluminous, despite the centre cockpit. The forard section of the hull is large enough so you fortget there is another cabin aft. She has loads of packing space, and the size gives a great feeling of security. Layout is conventional - except the saloon is so wide you have space for an extra pilot bunk above the settees if you wish.

The aft cabin is a very nice feature - not an afterthought tacked on in place of the lazarette. It is comfortable and spacious as a cabin, though owners use them for all manner of things - storage, workshops, granny flats etc. Per the original design they are accessible only via the cockpit - but many have been modified for internal access too - not practical in my opinion though. The one I knew had this feature - the owner called it "lumbago alley" . . .

By far the most amazing feature of the Tosca is the generous centre cockpit. It is deep and secure. The shape is exactly right - the mouldings fit your back. It is high and dry above the water. It justifies a good dodger (or doghouse) beautifully, and makes life very very pleasant for the duty watch or the drinking parties equally . . . its enough to justify the whole boat. Jandy - in Hout Bay - was always the boat people congregated on for drinks or tea when the wind blew. I really wish there were more boats with this feature.

The Saloon was also great - not unusually great, but quite adequate - which means there is always a "nice place to be" on the boat - although the V-berth was  a bit small on the example I know - but hey - the aft cabin was great . . .

Dynamically - Toscas sail well. They held some good passage times on the Governors cup - Cape Town to St Helena - a nice long downwind reach - and are clearly able to survive fierce weather. I did see one being laid over in a sudden squall under full rig in Hout Bays "Thunder Alley" one day - spreaders in the water - she popped right back up without changing direction and kept going . . .

Being light and beamy, and roundish, they are good trade-wind cruisers, and very comfortable. I reckon theyll manage upwind quite well except in gale-force conditions. Reaching would be the preferred point of sail, and they actually do quite well round the cans in moderate conditions.

The rig is delightfully simple - a single spreader affair, with masthead Genoa and manageable Main. Cheap and easy - and great for cruising. Often one could use the Genoa alone. Roy McBride - of CKD Boats - has fitted several of these and reckons they represent one of the best value cruising options anywhere. I agree.

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