Design 2005

14.8 m CATAMARANPROJECT 2005

Alexander's Multihull DesignJoarumerleane 2

8732 EC Kubaardthe NETHERLANDS

tel/fax + 31 (0)515 332965E-mail [email protected]

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CONTENTS

PART I DESCRIPTION OF THE CATAMARAN

Technical data page 4

Design philosophy page 5

Accommodation page 6

Hull shape, construction and propulsion page 7

Sailplan, rigging and foils page 8

Remarks page 9

Design page 10

PART II DESCRIPTION OF THE CONSTRUCTION

General Requirements page 11

Section I, preliminary construction page 12

Section II, machinery page 14

Section III, interior page 16

Section IV, deck equipment page 17

Section V, painting page 19

Drawings:- A1A side elevation scale 1 : 75- A2A deck scale 1 : 50 - A3A cabin scale 1 : 50- A4A accommodation scale 1 : 50- A5A longitudinal section at cl catamaran scale 1 : 50 - A6A longitudinal section at cl hull scale 1 : 50- A7A transverse section at station 8200 scale 1 : 30- A8A transverse section at station 10775 scale 1 : 30

Ve rsie 2005 V-1 © COPYRIGHT 2000 ALEXANDER’S MULTIHULL DESIGN

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APPENDIXA Calculation of Texel RatingB Quick performance check to KDD softwareC Speed analysis with KDD a variation in length at same length and weight

b lineair increase of weight and length withstandard rig

c variation of sailarea with standard AMD 14.8 hullD General Calculation Sheet A comparison of main dimensions as far as known

B comparison design constants and performanceE Stability Assessment for CE Certification

Nothing of this design may be multiplied and /or made public, in whatever way, without prior written consent of Alexander’s Multihull Design.


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PART I Description of the catamaran

AMD 14.8MAIN DIMENSIONS

Hulls

Length Over All 14,800 m 48’ 06”Length Waterline 14.206 m 46’ 07”Beam Over All 9,145 m 30’ 00”Beam Hull 1,145 m 3’ 09”Draft Hull 0,434 m 1’ 05”Maximum Draft 2,150 m 7’ 00”Wetdeck Clearance 0,95 m 3’ 01”Freeboard at Stem 1,45 m 4’ 09”Displacement at Designed Waterline 4,8 tonnes 10584 poundsKgs per Cm Immersion circa 0,184 tonnes 406 pounds

SAILPLAN

Height Mast above Water 21,3 m 69’ 10”Area Mainsail 85,3 m2 918 sq ftArea 120% Jib 34,2 m2 368 sq ftSpinnaker approx 200 m2 2158 sq ftGennaker approx 150 m2 1615 sq ft

MACHINERY

Engines 2x 20Hp outboardsWatersupply foot pumpHeating/ventilation Trumatic 2000Stove LPG gasElectricity system 12 volt 300 AhWaterheating geyser on LPG gas

Tankage:Fuel (petrol) ca. 60 litres 13.2 imp gallons (16 US)Water ca. 200 litres 44 imp gallons (53 US)Wastewater ca. 100 litres 22 imp gallons (26 US)LPG gas 1x 14,5 kg bottle 32 pounds


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AMD 14.8

Design PhilosophyThe brief was to design a fast seaworthy catamaran with limited accomodation. Length 15metre maximum. Target Texel Rating 85. Example: the 20+ from Frits Dubois in Groningen, Holland. This all within a limited budget There are main ways to improve the capabilities of a catamaran, given length and displacement. First one can lower the resistance and secondly increase the power of the propulsion unit (eg. sails). Choosen is a combination of the two within a traditional sailplan.

A catamaran of 14,8 metres long, 8 metres wide at centres, sailarea of 120 square metres and a L/B of 16,2 is taken as a starting point. Increasing the hull length with one metre would give an increase in the daily avarage of 5 miles.At the length of 14.8 metres a weight of 5 tons is feasable. Coupled with a sailarea of 120 square metres this will give a base-speed of 13.6 knots, if the area is increased to 150 square metres the base speed is increased to 14.6 knots. This is an option but means heavier fittings, mast and boom. The costs will be higher but the question is if it is effective. Reefing will be needed earlier. To increase the base-speed I prefer to use extra sails, call them add-ons, like a gennaker or jibtop.To keep the cat as light as possible the hulls have no joinerywork except for the two bunks (which are structural anyway) and the washroom and toilet. The accommodation is situated in a pod hanging between the mastbeam and aftbeam. This pod contains a double berth, sitting-area, navigation station and the galley. The seat at the navigation station can be used as berth. When designing the hulls care is taken to create a small waterline width. The prismatic coefficient (Cp) is average to high to perform well in the middle speedrange. When optimalising the hull shape the interference between hulls is also taken in account. This is of influence of the total width. The freeboard is kept at a minimum to reduce windage, costs and weight.

The construction is due to budget limitations and building slot divided into two methods, namely vinylester foam sandwich under water and the topsides and deck from marine ply in the PCCB method. A horizontal bulkhead divides the hull vertically into two , creating a lot of sideways stiffness and stiffening the boardcase. On this sole the forward storage space is located and aft of the board case a bunk. If the budget allows it the pod will be made from foam-sandwich, otherwise the pod will be build from marine ply. The shape is such that the surfaces can be developed. Soles, frames and stringers together with the PCCB building system all increase the stiffness of the structure.The forebeam is made of an aluminium extrusion; the mastbeam is made from two large , commercially available GRP tubes, joined together. The aftbeam is a combination of marine ply, and foam-sandwich.The boards and rudders are made from foam-sandwich and some carbon.

The sloop rig is efficient and reasonable simple to control. A crab claw rig was considered as it is more efficient per square metre, but it was also felt that it was a too big step at a time. A 120% jib was choosen for ease and also because any bigger genoa would not add significantly to the driving force. Also was kept in mind that by enlarging the genoa a heftier set of fittings would be needed, increasing the budget. In this configuration this jib will be sailed quite comfortable into the higher wind speeds. and reefing will take place in the main. The mainsail has a moderate roach to prolong life and reduce sheet tension.


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ACCOMMODATION

PORT and STARBOARD HULLS

BOW COMPARTMENTBow of foam, glass, aramide epoxy; watertight compartment; collision bulkhead. The forebeam is fastened to the collision bulkhead.

WATERTIGHT COMPARTMENTwatertight compartment up to station 2400 (8 feet) . Divided into two horizontal compartments.

STORAGE COMPARTMENTStorage room, about 2.4 m. (8’) long, access by way of hatch in deck. Watertight compartment under sole. Headroom approx 100 cm (3’ 3”).

MIDSHIPClosed space, accessable via manholes. Mastbeam/hull connection and boardcase construction.

AFTCABINA two meter ( 6’7”) berth with storage under. Behind it steps and hatch leading to deck. Headroom at steps about 140cm (4’7”) and hight above berth 75/82 cm (2’6”/2’8”). Window in side of hull.

WC/WASHROOMOn port a pumptoilet with exit to waste watertank 100 litres (26 US gallons). In starboard hull a washbasin and “sit”shower. On starboard cold and hot water. Exit overboard, if local regulations require a wastewatertank. This can be fitted.Both areas are separated from the steps by way of a zip-curtain.Headroom about 135cm (4’5”). Window in side.

RUDDER ROOMSpace for rudder ruddershaft head with lever, hydraulics and automatic pilot. Entrance via manhole in watertight bulkhead.

CABINThe cabin is divided into four spaces:* Sleeping area: Double berth wich storage on head- and footboard. Height above mattrass approx: 72/125cm (2’5”/5’).* Sit/eating corner: Four spacious sitting places, if needed space for six persons. Storage behind backrest. Under seat on port the batteries and on starboard the watertank. Sittingheight 140/160cm (4’7”/5’3”).* Galley: Double sink, four burner cooker, refrigeration and crockery storage. Headroom approx. 170cm (5’ 7”)* Navigation corner: Spacious charttable storage for maps and books, navigation and communication equipment, electricity controlcabinet. Sitting height 160cm (5’3”).


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COCKPITRoomy selfbailing cockpit with one steering position. The steering position is equiped with steering wheel, compass, engine controls and dials, navigation equipment. Entrance to cabin by way of a door with hinges. Seat 2 metres long with storage for stern anchor, etc. The emergency pack is stored near the steering wheel and accessible from the cockpit as well as from underneath. Winches on both sides of the cockpit carling. Central mainsheet winch and controls. Hight to underside boom 210 cm (7’), this can be lowered to 185 cm (6’).

DECKWatertight entrance to hulls. On hulls 8 mooring clamps (30 cm), where needed with fairleads, footstop rail and four connection points for lifelines on each hull. Railing 5’high if required by local regulations. Forebeam. Instead of a catwalk two aluminium pipes are fitted with a close netting in between. The trampolines between beam, hulls and pipes are wide for quick water discharge. Mastbeam. Anchorwinch with capstan for chain and rope handling. Aftbeam with mainsheettrack, turningblocks gennaker and board controllines. Cabin. Round the cabin a walkway is situated at they level as mastbeam and cockpit carling. On this walkway the genoa tracks are placed. The sheets and controllines are lead via turning blocks, fitted on brackets on the side, along the walkway. This way the route to the mast is as much as possible free from lines and the sheets can be lead under the ideal angle to the winches.


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H U L L S H A P E , C O N S T R U C T I O N a n d P R O P U L S I O N

HULL SHAPEThe stem is nearly vertical. Apart from being a pleasing one for the eye it is also a safe one; for a given hull length there is a maximum of reserve buoyancy. To create a fine waterline entrance the bow is “V” shaped. The “V” softens to standing ellipse, which flattens out aft to provide buoyancy coupled with a good flat delivery. This also helps to dampen the pitching motion. A moderate rocker is used to keep the keelline exit angle (delivery angle) low while the turning abilities are not affected. The high prismatic coefficient (0.59) is coupled with a high L/B ratio (16.2) to ensure low resistance at high speeds. The widest point of the hull is aft of the Centre of Flotation, which gives sufficient loading capacity aft. The weight can be concentrated aft what gives the catamaran an easy ride. The result is a hullshape that cuts easily through the water, has a good ride and ample reserve buoyancy.

CONSTRUCTIONWhen calculating hull construction both the requirements of the CE norms as the Guide for Building and Classing Offshore Racing Yachts issued by American Bureau of Shipping are used as guidance. When practicable all laminating should be done by vacuum moulding.The hulls and decks are built in a sandwich of 25 mm foam type HD75 with a glass/epoxy reinforcement on both sides. Where needed aramide and/or carbon is added. The bulkheads are made of 20 mm foam. Stringers, horizontal bulhead and frames are made from a foam tophat covered with glass and epoxy. Where fittings are placed the foam is replaced by balsa or plywood.The layout of the hull is symmetrical apart from the galley. When building bulkheads, soles, and trim they can be made twice thus saving production time.Rudders are made of a stainless shaft with a foam/glass body. Boards are made of foam, glass and epoxy. Carbon can be added.Shroud plates are produced in stainless steel as we feel that it is safer and cheaper then plates made of carbon/glass/epoxy.To save money vinylester resin can be used on bulkheads and such, the drawback is that it makes production complicated.

PROPULSIONThe two outboard engines are placed as far forward as practicable against the mastbeam. They are fitted on slides. This position and the fact that they can be lowered ensures that they are always moving in deep water, even in high waves. The choice was for two 20 Hp engines on petrol. As they nowhere near any open fire and are wel ventilated because of their position the case of fire is very slim. Expected top speed approx 9 knots. The steering gear is to be hydraulic.


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S A I L P L A N , R I G G I N G a n d F O I L S

SAILPLAN

The size of the sail is such that a good performance may be expected, without early reefing. The combination of 120% genoa, wingmast and main with moderate roach will insure this performance without undue strain on rigging and hull. When the wind increases the genoa is dropped in favour of a selftacking blade. The running rigging is kept as simple as possible. Where practicable the halyards and controllines are led aft. The areas of the sails are related to each other. Roller reefing of genoa is anticipated.

MAINSAILThe mainsail is fully battened. This sail does not have an extreme roach. This lessens the forces on the sail and prolongs the working life of the sail. The pull on the sheet will also be less which makes more leisurely sailing. Four reefs are fitted and reefing is aided by lazyjacks. If required a so called maindropsystem can be fitted. The area of sail reefed with each succeeding reef does increase as the wind strength increases proportionally. The top of the mainsail is made of a heavier cloth to facilitate sailing in heavy weather. This acts then as a stormtrysail. The sail is fully battened, the spacing is such that in the top there are relatively more battens. The result is that one can use less battens.

SOLENT (BLADE) JIB This is an efficient high aspect jib kept for the mast. Sheeting is done on a curved track for selftacking. The sheet is lead from the traveller to a block in the mast at the first diamond and from there to a winch on the mast. This avoids having a sheet running over the trampolines. The traveller controlline is lead back to the cockpit.

GENOAChoosen is 120% genoa to avoid backwinding the wingmast. The power from such a sail is amazing as she can be carried up to high windspeeds. Not fixed on roller reefing, she has to be changed for the Solent jib. If a jibtop is often used it may be a good idea to use roller reefing just to clear the genoa out of the way so the jibtop can do its work properly.

GENNAKERA gennaker is tacked from a sprit, approx. 5 feet long. The cut of the sail depends on the expected use by the owner. This sail is expected to work from 60° apparent. This sail is expected to be used up to force 6, depending on crew.

JIBTOPTacked from the sprit not from the end but somewhere in the middle as this sail is used to provide upwind power at light winds. We do not want her to induce leeway. Is flown from the masttop.

STORMSAILSA stormjib of approx. 12 m2 is designed. This sail is probably not needed.

SPARSWINGMAST.The engine of this catamaran. Built in stressed plywood or “Strongplank”. The rigging consists of a forestay, two topshrouds (backstays) and one set of diamonds spreaders. Two halyard winches. Main, jib and gennaker halyards and jibsheet are lead to the cockpit. Ducts


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for cables, tricolour navigation/anchor light. Spreader lights. Steaming light. Fixing point for wind direction/speed indicator, available from NKE (www.nke.fr). The weight of the wingmast is not lower to that of an aluminium mast. BOOM.Aluminium. To be fitted for Lazy Jacks and a rack can be fitted. To have two lights to illuminate the deck for parties.Stoppers for reefing lines. Reefing winch.

LEEWAY PREVENTION

Two boards are fitted for optimum performance. A Naca 000 foil is used throughout. They are constructed of foam, epoxy, and glass. Glass can be replaced by carbon if wished by the client. Sacrificial tip. To increase performance assymmetrical boards can be fitted. These can If required be angled to act as Bruce foils.The rudders are of the high lift type foils. They are balanced. The rudder shaft will be tapered to save weight. Provision for emergency tiller.

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REMARKS

PERFORMANCE (calculated with K-Designs software)A daily average of 334 miles (alumunium mast) can be expected. Comparison: The Lagoon 47: 246 miles, the Gold Coast 53: 284 miles, the Outremer 50: 288 miles, Outremer 50 Light: 301 miles and the Lexline 49: 295 miles (calculated with facts from brochures).Reefing is expected at 18 knots apparent wind.The Texel Rating is estimated to be 87.

SAFETYThe following safety measures are incorporated:- The first 240 cm of the bows of each hull consists of four watertight compartments.- The first bulkhead is a collision bulkhead.- The space under the storage room sole is a watertight compartment/crash zone.- The aftbeam is partly used as airchamber.- Escape hatches are provided for.- Concept, construction and execution in accordance to EC requirements category A.- By carefully locating the storage spaces it is avoided that the structure comes under

undue strain due to possible overloading.- The calamity pack can also be reached when capsized.

FITTINGSWhen large journeys are planned one has to choose good fittings. Harken, Frederiksen and Lewmar are three good brands with a large assortment of fittings. Further more is it advisable to use blocks and carriages with ball bearings, so that all handlings still can be done after five days of storm when the body condition is low. Selftailers are a good help, when sailing shorthanded a must, although care should be taken that the lines are not secured in a jammer and on a selftailer at the same time. The halyards and reefing lines are lead to winches on the mast. The chainplates will be executed in stainless steel.

BUILDING TIMEIt is helas not possible to give a precise time as it depends very much on the capabilities and possibilities of the builder. Alexander’s Multihull Design makes the drawings of bulkheads and building moulds on full scale, just as those of rudders, daggerboards and/or keels. Both side view and section are supplied. These drawings on full scale are made on shrink free Mylar. More expensive than paper but it has the advantage that it does not tear so quickly and does not change shape during the production period. If specially requested the interior can be designed in CAD/CAM drawings to have the various parts cutout on computer controlled milling machines. This way the production time can be shortened.


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DESIGN

A design consists out of the following drawings and services:a) Drawings:

-building moulds scale 1 : 1-bulkheads scale 1 : 1-position of building moulds scale 1 : 25-longitudinal section (5x) scale 1 : 25-planview construction scale 1 : 25-construction deck scale 1 : 25-construction bridgedeck scale 1 : 25-engine installation scale 1 : 20-bulkheads scale 1 : 15-accomodation scale 1 : 25-joinery scale 1 : 5-details scale various-sailplan scale 1 : 50-spars scale 1 : 50-decklayout scale 1 : 25-rudder scale 1 : 1 en 1 : 5-board scale 1 : 1 en 1 : 5-fittings scale 1 : 2-docking & hoisting plan scale 1 : 30

Drawings can be combined and/or have a different scale. If required the drawings can be made in imperial measurements.Remark: wiring and piping drawings to be supplied are not made by AMD.If cad/cam drawings are requisted they will be delivered in .DXF files

b) Calculations (sometimes in conjunction with others):-construction-hydrostatics-aerodynamics-spars-standing rigging-forebeam with seagull striker-weight-trim in water-fittings

c) The right to build or to have one catamaran built.


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PART II Description of the construction

GENERAL REQUIREMENTS

Building shed. The vessel is to be built in a suitable building with proper moisture and temperature control. To be laid off to the approved lines and sheer draft. The builders are to be responsible for the complete construction until completion of satisfactory trials. Preferably the building is Lloyds or ABS approved.

Workmanship is to be well-executed and carried out under adequate supervision throughout the preparation and building of the vessel. The various parts of the structure are to be properly faired and fitted.

Construction. Throughout to be of a high standard. The vessel is to be of a composite sandwich construction in a epoxy matrix. All materials to be of a marine quality and complying to ISO/DIS 12215-1. All fillets to be of a proper mixture and size. Laminates to have to the minimum physical properties of the basic laminate as stated in item 4.5.4.b of the Guide for Building and Classing Offshore Racing Yachts (ABS). Glass content at least 50%.Where possible vacuum moulding has to be used. Peel ply is to be used on all laminates.The amount of silicon dioxide or other material added to provide thixotropy is to be the minimum necessary to resist flowing or draining. If mineral fillers are added, they are to be of a type recommended by the resin manufacturer.

MATERIALS

Wood.Woodspecies: the species has to be teak.Plywood All plywood is to be of marine quality and manufactured in accordance with a recognized national standard and EC-normsWood. All wood is to be of the best quality, properly seasoned, clear, free of defects adversely affecting its strength and with the grain suitable for the purpose intended.

SANDWICH MATERIALFoam. All overlaps in outside hull, deck and cabin to be recessed except for the layers UD which are to be laid against each other. Where fittings are to be placed the foam is removed and substituted by plywood or high density foam.Fibres: to be stored dry and of approved type and quality.


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SECTION I, preliminary construction

1 Hull: foam sandwich construction.2 Deck: foam sandwich construction.3 Horizontal Bulkhead in hulls: foam sandwich construction.4 Cabin: foam sandwich construction.5 Cockpit: foam sandwich construction.6 Bulkheads: foam sandwich construction.7 Aft Cabin bulkhead: foam sandwich construction.8 Cabin soles to be Decora (light striping) marine plywood (8 mm) laminated to cabin9 Frames and stringers to be of the tophat type. Width 60mm, height 50 mm10 Locker fronts to be marine plywood 6 mm.11 Locker tops to be 10 mm marine plywood with formica finish.12 Locker partitions to be 6 mm marine plywood.13 Locker shelves to be 4 mm marine plywood.14 Mastbeam and mast bulkhead to be of commercially available tubes and

sandwich/ply construction . 15 Boards: foam and glass.16 Rudder: foam sandwich. 17 Rudder shaft: tapered stainless steel. max Ø 60 mm. Long approx 1.5 m.18 Rudder bearings: synthetic to ABS scantlings JP3.19 Foot-stop railing: to be of wood or foam covered with glass; minimum 30 mm high

and 20 thick.20 Rubbing strake: to run most of the length of the yacht.

Note: All openings in construction members to be properly reinforced.


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SECTION II, machinery

Engines: Type of engine: 2x Yamaha Outboard 20 hp, fitted to mastbeam.

Electrical installation.The vessel is to be wired throughout in accordance with the approved wiring diagram and is to be an insulated two wire system. All fittings, wiring, junction boxes and switches are to be of approved type, suitable for a vessel of this size and type.Vessel’s lighting and services to be 12 volt from separate gel batteries. Lighting system to have a total of 300 Ah capacity. Position and type of lighting points according to customers wishes. Navigation lights of approved type.

Bilgepump.In cockpit a manual bilgepump for each hull to pump out: forward storage compartment, aft cabin, midship cabins, wc/washrooms and waste water tanks.Piping to be rigid PVC with flexible connections.

Fresh water system.One 220 litre water tank are to be installed; material HPE (hard-polyethyleen).Water gauge and float: VetusPump: Whale Clearstream 12 volt.Taps: both to be Whale Elegance long.One Whale Aquasource waterfilter.Piping to be Whale Quick-fit system. Both warm and cold water piping to be installed.Two airvents with endfittings.Deckfillercap: Pfeiffer Marine.Washbasin: Stainless steel Ø 330 mm inside.Remark: waterheating to be geyser

Waste water system.One 50 litre tank of HPE to be fitted. Toilet to discharge into waste water tank. All hoses to be: Vetus WWHOSE or similar.Gauge and float (2x). Deckfiller cap (1x).In ventilation tube a carbon filter (2x): Vetus + installation kit.Toilet: type RM 69 with handpump.All connections of hoses to have a hoseclip of sufficient size.

Steering gear.Steering wheel 1x, diameter min 700 mm. Steering to be hydraulic of sufficient size for this vessel.A stainless steel emergency tiller is provided for. It connects to the top of the ruddershaft. Rudder angle indicator.

Fuel Tanks.Two portable tanks to be stored in mastbeam.


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SECTION III, interior

1 All tops of lockers, washbasins, cabintable, galley and charttable to be covered with formica.

2 All top edges of lockers, washbasin, cabintable, galley and charttable to be finished with varnished wooden trim. Including rounded corners.

3 All fronts to be of painted plywood.4 All bulkheads, doors and doorframes to be varnished.5 All cabinsoles to be painted anti-slip.6 Hanging lockers to have no doors; lockerfronts to have openings without covers.7 Toilets to be hand operated.8 Mattresses to be at least 10 cm foam with breathing cover material.9 Cushions to be of contoured foam with good quality covers.10 All doors to have wooden doorframes.

Forward Storage Compartments.Electricity outlet socket 12 volts.One light point (TL).

Midship CabinsOne berth with mattress and slatted base.At side of berth a bedlight.One light point in cabin.

WC/WASHROOMS.One electricity outlet socket 12 volts.One light point in cabin.Basin with hot and cold water or toilet with gray water tank.

CABIN.Berth.One double berth with mattress and slatted base.Two reading lights.

Galley.Stainless steel sink with incorporated 4 burner LPG cooker.Electricity outlet socket 12 volts.Two light points.Refrigerator

Navigation Station.Two 12 volts electricity outlet sockets.One red light, one main light and one chartlight.Navigation equipment.

Sitting Area.Two lights..


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SECTION IV, deck equipment

Anchoring: two anchor rollers at forebeam to be of aluminium, make Y.S. Size Two with drop nose pin. Flat chain pipe. First anchor to be Fortress 23 with 10 metre chain. Second anchor to be 27 kgs CQR. Chain stopper.Hooking points: In the cockpit 4 hooking points shall be provided. Four anchoring points for Jack-lines on deck. Handholds on cabin roof.Mooring: Eight 30 cm cleats.Hatches: Integral entrance hatches (2) to forward storage compartment.Entrance hatches to hull(2); Lewmar Ocean type 60.Hatches (2) above bathrooms: Lewmar Ocean type 20.Hatches (2) cabins: Lewmar Ocean type 30Hatches main bulkhead: 1x Lewmar Ocean type 20 en 1x type 30Al hatches except for storage compartment to have fly-screens.Entrance hatches to hulls to have Lewmar Lock and Key Kit.The lockers in the cockpit seats to have hatches (4) approx 300 x 600 mm. Stainless steel hinges and toggle fastener. Ample waterways to be provided. Windows: Hullsides: 2 windows shall be fitted to each side of the hull. They shall be fitted not to extend beyond the outer surface of the hull. Size: 480 x 180 mm. Cabin: In the sides 4 windows on each side, approx 400 x 600 mm. Material: PolyMethylMethacrylate (PMMA). Plate thickness min. 10mm.

Equipment: 2-- 10 m chain, 12 mm2-- anchorlines; multiplaid nylon, 20 mm 50m long2-- mooring ropes, each 20 m long - 18 mm Ø2-- mooring ropes, each 30 m long - 18 mm Ø6-- fenders- 225 x 680 mm3-- fire extinguishers, min 2 kgs1-- life ring1-- emergency tiller1-- flag pole with socket

Deckgear: WinchesMain sheetGenoa SheetGennaker sheetMain HalyardJib halyardGennaker HalyardTracks:Jib tracks 4 1 metre Main sheet track 6 metre Miscellaneous:Organizers, turning blocks & stoppers


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SECTION V; painting

Hull and Deck:- to be faired with epoxy fillers. After fairing the hull is to be coated with epoxy. Paint to

be one colour with a double stripe at the boottop. Paint manufacturer to be Sikkens, Awlgrip, Hempel or International Paints. All decks and walking surfaces to have anti-slippaint (although to drawings may indicate otherwise no teak decking is used).Anti-fouling to be used under water.

Painting Joinerwork outside:- After assembling to be painted with Polyurethane, in selected colours until a smooth

surface is achieved.

Varnished Joinerwork inside:- To be varnished with three coats Polyurethane Varnish satin finish.

Painting inside:- Surfaces that are not covered with formica or varnished are to be painted. Filling if

required until a smooth surface is obtained.

Finishing:- All paint and varnish to be rubbed between coats (unless stated otherwise by the

manufacturer) and particular care shall be taken that all workmen are clear of the boat, and that the vessel is clean and free of shavings, sawdust and rubbish before final

coats are applied.

Kubaard, April 2001


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