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THE DELFT 25
Spirited performance, simple construction
Robert W. Stephens
There's been much lamenting in the yachting press in recent years about the decline in interest in sailing as evidenced by a decline in sales of new sailboats. Considerable attention has been paid to expanding the industry's marketing efforts to recapture middle-income families discouraged by the high cost and complexity of owning a sailboat. Here's a boat that should pull more than a few would-be sailing families back into the fold. Designer Eric Sponberg has combined simple con struction, roomy accommodations, trailerability, safety, and spirited performance in this 25' package a fairly tall order. Let's look at how he's done it.
Sponberg has been careful to keep the construction of the Delft 25 simple enough for almost any amateur car- penter to tackle at home. It's a hybrid of conventional plywood construction and stitch-and-glue techniques, combining the best features of each and avoiding the aspects that can cause difficulty for the inexperienced. As in conventional plywood construction, frames and bulkheads are set up on reason- ably close spacing to define the multi- chine hull shape. This avoids the free-form aspect of stitch-and-glue building, where panels are stitched together in mid-air, and constant vig- ilance is required to avoid building in a twist or two. Frames are sawn out from SA" marine plywood, 3" deep, to make them rigid enough to serve as molds. After planking is completed, the frames are trimmed to 1 Vi" deep, to remove weight and increase interior room. Stringers are half-notched into the frames 1" below each chine. Placing them here rather than at the chine means that no beveling is required the stringers are simply installed normal to the straight line of the frame. An "I-beam"section keel runs down the centerline, split by the daggerboard trunk. Planking is double layers of marine plywood, glued together with stag- gered butts over the frames and stringers, and ranging in thickness from 1/2 (two layers of 1/4) at the sheer to 3/4 (two layers of 3/8) in the bot- tom. Plank panels are roughly fit at the chine joints as in stitch-and-glue construction, with thickened epoxy filling the gaps. After planking, the entire hull is sheathed with fiberglass cloth and epoxy. Although Sponberg doesn't specify it, I'd be sorely tempted to run a narrow tape of fiberglass along the inside of each chine joint,just above each stringer and between the frames that unsupported joint makes me a little nervous, despite the exterior sheathing.
All bulkheads and interior panels are built up of 1/4" plywood and 1/2" PVC foam, to form lightweight composite panels of impressive stiff- ness and significant buoyancy in the event of a hull puncture. To further ensure positive flotation, Sponberg has called for the interior of the hull and deck to be lined with 1 1/2" PVC foam panels glued in place. He suggests that these can be covered with deco- rative fabric or thin wooden ceiling strips. The theme of safety is continued on deck. The self-bailing cockpit is deep and secure, and all sail-control lines lead there, so there's no need to venture out on deck. Even so, the designer has provided us with reason- ably wide side decks, lifelines, and tenacious nonskid material glued to the deck. We'll have to work hard to fall overboard. The Delft 25's rig is extremely well thought out. Sponberg says he polled his sort of rig they preferred, and was surprised by the results: "They were practically unani- mous for the wingmast rig [versus a stayed aluminum mast]. They wanted what the big racing boats are using state-of-the-art design and sailing efficiency. " Sponberg is well known among the rotating-spar crowd, but this is a somewhat unusual application of that technology to a monohull, an application that is over- due, I think. The aerodynamic advantage of an elliptical section rotated to align with the streamlines over the sail, combined with the elimination of standing rigging and spreader windage, is significant. In addition, a strongly engineered freestanding spar is safer than one that depends on a multitude of wires to hold it up. The sail plan shows a relatively low-aspect mainsail with a substantial roach, promising lots of power without the high heeling force of loftier rigs. Though the rig looks some what small, the sail area/displacement ratio of 17.5 indicates plenty of area to drive this moderately light boat. The only standing rigging is a head stay to support the jib. Its forward pull is resisted by a pair of running backstays, keeping the jib luff taut and restraining the mast from pumping in rough conditions. None of these is required to support the spruce/carbon-fiber wingmast, which is strong enough to stand on its own. The mast, like the boat, is designed to be easy for the amateur builder to make. It rotates on a simple graphite/epoxy bearing in the deck and a trailer-hitch ball in a wood-and-Delrin socket on the keel. The multi-chine hull form clearly has been designed for easy amateur construction, but hasn't sacrificed much performance. In fact, were we to ignore the upper strake of planking, and allow our eyes to blur the chines slightly, her lines would look much more like a lightweight raceboat than a family cruiser. Her plumb ends, long waterline, and U-shaped bow sections are all hall marks of the modern fast sailboat. The additional freeboard of that upper strake, while it doesn't help her appearance, adds reserve stability, and makes all the difference in the accommodations. Her moderate draft of 3' with daggerboard up will allow her to sneak easily into shoal anchorages and onto a trailer, and her foilshaped keel will, I suspect, keep her going well to windward even with the board retracted neatly into the cabin table. I'm not sure how welcoming the industry pundits will be to the Delft 25 after all, they want to sell sailboats to families, not to sell the idea of building family boats. However, if families can be exposed to the enjoyment of building and sailing such an affordable, exciting, and safe boat as the Delft 25, the industry can't help but benefit.
Bob Stephens designs and builds boats at Brooklin Boat Yard, Brooklin, Maine, as well as under his own shingle. He lives in Blue Hill, Maine.
Plans from Eric Sponberg Yacht Design, Inc., P.O. Box 661, Newport, HI 02840.
Published Articles: WoodenBoat magazine, issue -142, May/June 1998
A little information about Feather Craft boats(Feather Craft Boat Company), some models are still available
Feather Craft Runabouts
Classic Boating Sep|Oct 03
See full text below, or click on images to view actual article.
Let me help you." Those words from one friend to another launched a multi-million dollar business in post World War II Atlanta, Georgia, in 1945. As Doug Knight scoured the Southeast countryside during WWII as purchasing agent for the J.T. Knight Company, his uncle's Atlanta/Columbus, Georgia, scrap iron business, an idea began taking shape as he passed by the lakes and rivers. "I'm going to build me a fishing boat after this war is over," he often told his wife Elise. "One I can put on top of my car."
VJ Day was only weeks behind when Knight opened a war surplus material brokerage business (TAG Company) on Marietta Street and started to fulfill his vow. At the time, one of Knight's contacts at Bell Aviation in Atlanta was Jacque Sla ton. The two talked of boats from aluminum and Mrs. Slaton had plenty of supplies to sell as Bell Aviation was winding down after the war years. In late October 1945, while visiting with a customer purchasing sheets of aluminum at TAG, Knight said, "Ralph, I'd like to build me a boat out of aluminum." "Let me help you," stated Ralph Aid redge of Lockheed Aviation. The two men, Knight, 43, and A id red ge, some ten years younger, set out to build their boat. Working nights, the two hand-sheared and riveted together a 12-foot aluminum rowboat. The maiden voyage of Feather Craft took place on Thanksgiving Day, 1945, on Peachtree Creek in northwest Atlanta. Clamping on a 5 hp outboard, the two took the craft for a two-mile spin down the rainswollen creek from a launching site across from Knight's home. "It did all right," Knight recalled in an Atlanta Constitution article in 1958. Within a few days, James Franklin, sporting goods manager of Beck & Gregg, a large Atlanta hardware firm, dropped by the surplus material business and, seeing the new craft, stated, "I believe I can sell boats like that." An order for twelve boats was agreed upon and the crafts were sold before they were built. Thus, from Doug Knight's desire for a fishing boat "as light as a feather, a cartopper boat," Feather Craft, Inc. was launched. Jacque Slaton joined Feather Craft as Knight's assistant in late 1945. Ralph Aldredge soon followed from Lockheed Aviation and was in charge of Feather Craft design and production. The new company was able to recruit skilled aluminum craftsmen and riveters when Bell Aviation closed that year.
Perhaps this expertise in aircraft design and construction explains why many of us, when first seeing a classic Feather Craft, say it is built like an airplane. One can only imagine the thoughts that went through Doug Knight's head when an order of 700 boats came in from Sears, Roebuck Company soon after the initial production run of twelve. The fledgling firm could only scrape together some $5,000 in capital at the time, so the giant retailer did something it rarely did. They paid Feather Craft by the week, instead of the usual, delayed, end-of-production contract payment. Elise Knight went to Sears every Friday to collect the check that enabled continued production the next week. In early 1946, Knight put in a call to his nephew Frank Kibler of Columbus, Ohio. Captain Kibler had married Caroline Dykes of Columbus, Georgia, mustered out of the Army in 1945, and settled into a supposed career as a newspaper editor on the Columbus (Ohio) Citizen. Frank's first assignment was obituary editor, not much of what he expected after his last Army assignment at Lake Como in the Italian Alps as the aide to General John B. Coulter. Frank and Caroline's wartime romance, typical of many G Is, was that of short visits and long letters. One can envision the young bride's jubilation as she was about to return to her beloved Georgia. By mid 1946, Feather Craft had three important components together: Management (Doug and Jacque), Design/Engineering (Ralph), and Sales (Frank). Frank remembered loading boat trailers and visiting dealers, first in the Southeast. Demonstration after demonstration created sales and dealerships. New model designs were soon coming off Ralph's drafting table. New construction methods followed. The young company introduced runabouts and a cruiser to go along with its fishing boat line. Its first runabout, the Standard, was produced in 1946. Feather Craft was becoming a factor in the boat industry.
Tom Kibler ran the accounting department after he joined younger brother Frank and Uncle Doug at Feather Craft in 1948. To say the brothers (economics majors from Ohio State) had a good background in number crunching might be an understatement. Their father, Dr. T. L. Kibler, was a noted economist at the time and originated the university satellite system at Ohio State. Such programs are now a major part of university life around the country. Doug Knight claimed to be the first commercial aluminum boat builder (Star Craft might object). Either way, Feather Craft became the largest. In 1958, Knight claimed aluminum represented over 50% of the materials used in commercial boat construction. Competitors smiled when presented these figures and estimated the slice at some 207«. Either figure in the 2 billion dollars Americans spent for boats gives aluminum a respectably profitable aspect. Feather Craft had sales of over $1,500,000 in 1958. The company built 35-40 boats a day, ranging in size from a two passenger Cartopper to a 22- foot cruiser. In peak months, 140 to 200 workers utilized three assembly lines, two shifts, five days a week. In this writer's opinion, no other aluminum and few other boats of that era approached the style and stream- lined beauty of the Feather Craft runabouts of the 1940 and 50s. All designs came off the board of Ralph Aldredge, with the exception of the second Meteor, which was designed by Alex de Sakhnoffsky. (The first Meteor was a 15' inboard designed, tested and sold from 1948 through 1953. The boat experienced slow sales and was dropped after 1953.) Ralph's Aldredge, with the exception of the second Meteor, which was designed by Alex de Sakhnoffsky. (The first Meteor was a 15' inboard designed, tested and sold from 1948 through 1953. The boat experienced slow sales and was dropped after 1953.) Ralph's designs included the fiberglass LaSirena and other boats using this medium in the late 1950s and 60s. Early Feather Craft models are now collector's items. The tumble- home barrelback transom boats are desired and sought after. Models of the 1940s and early 1950s were the 13' Deluxe Runabout, 14' Vagabond, 13* Flyer, 11'6" Flash, and preceding the Flash, the 10*6" Firefly. The Firefly, Flash and Flyer were go-fast boats and won marathon races in B and D classes. The 13-foot Deluxe Runabout was rated for 16 hp but we have seen Mark 30s and such hanging from transoms. The Deluxe also won marathon races in the early 1950s. All these boats featured the barrelback design.
Also featured in the early 1950s through 1957 was the Ranger. This boat, while a barrelback, did not have the aircraft stringer support of the Vagabond and Deluxe, but had laterals built into the hull and a more rounded bottom. The Ranger, some 70 pounds lighter than the Vagabond, came with a shorter front deck and with a choice of center deck or walkthrough, as did the later Vagabonds. An 18" outboard cruiser, the Voyager, was offered in 1953. This overnighter slept four comfortably. The Rocket series began in 1956 with the single cockpit Golden Rocket. This sleek little roadster runabout was in production only one year and was the first Feather Craft to be anodizcd, colored in gold. It was 12'6" in length through the middle with a weight of 250 pounds and motor capacity of 30hp. The Rocket Runabout brought out in 1957, was some 12 pounds heavier and featured an aft cockpit and a walk-thru center deck. This boat was an instant sensation and could be purchased in anodized gold, blue or a combination of the two. The Golden Rocket was named Boat of the Year in 1956 and the Rocket Runabout Boat of the Year in 1957.
Color anodizing was introduced to much of the rest of the fleet in 1957. Colors were blue and gold, with natural aluminum as an option. Anodized finishes were a product of strength before beauty. Miami and other salt water dealers experienced salt deterioration in some boats and this process was added to address this issue. The anodizing process is a chemical coating applied by electroly- sis on both sides of a roll of aluminum. Fleet Lines, Feather Craft's com- munication organ, notified dealers that: 1957 Sports models and many open hulls will be fancy dressed for lots of Female Sales Appeal. The well-proven deep gold coloring (used successfully in 1956 on the Rocket) and a rich blue will be tastefully matched & trimmed. More conservative and staunch boatmen still will be able to get most boats not anodized.... The keynote theme of most new (1957) models-color anodizing. It overcomes customer resistance to drab monotonous aluminum appearance.... Factual briefing on color anodizing is important. Anodizing has been tested and proved a far better and many times harder coating than paint. The blue and gold color variations are proved fast-colors for many years in speed-up WeaUterometer Tests. The anodizing process is a carefully licensed system for inducing a tight, hard surface coating in heavy electrically-charged acid concentrations, using aluminum as the anode. Hie result: solid adhesion of an attractive surface coating to the base metal. It even resists strongly the surface blemishes and discoloration of salt water corrosion.
In addition to his responsibility of design, Ralph Aldredge was also in charge of production and assembly. There were two production lines and one cutting and parts line during the peak years of the 1950s. Two shifts a day produced some 40 boats. Upholstery was done in-house. Feather Craft moved from 575 Marietta Street to a larger building on Bishop Street in the early 1950s. A second assembly plant, Fleet Mfg. Ltd., Fort Eric, Ontario, Canada, supplied Northeast and Canadian customers. The assembly of the runabouts, except for the Ranger, was somewhat different than that of conventional boats. The runabout line featured an aircraft strength main longitudinal rib assembly system, pre-assembled, that was placed in the boat after the bottoms were riveted together. As the boat passed down the line, the sides were riveted to the bottom at the chine and shaping began with iron jigs as the hull took shape. Before the hull was shaped and the bow closed, the keel was riveted running the full length of the boat, up to the bow plate (or cutwater on the Vagabond). Preassembled seats and center decks, closed or walk through, were riveted to the longitudinal system. Lateral support came from the center deck, front and rear decks, seat ends and dashboard assembly. An aluminum footplate under the dashboard was attached starboard to port and the front deck was riveted to deck stringers from dash to bow. The transom was installed last by rolling the sides to meet the deck. The transom was pre-assembled before installation with a hardwood internal transom frame/motor mount, external wood motor plate and two han- dles. All seams were sealed watertight with a continual zinc chromite fabric tape before riveting.
Very important to the strength of each boat were the cast aluminum fittings. The two transom plates sealed the stern and the bow plate sealed the bow and deck. Aluminum casting was farmed out to local Atlanta foundries. Aldredge designed each Feather Craft to be a harmony of strength with every rivet, seam and cast fitting important to the hull integrity. New models were developed and introduced in 1957 to accommodate the growing horsepower and weight of the motors. The 16' Clipper, 16' Falcon, and 19* Cruisette were the additions. All three models had squarer transoms that moved away from the barrelback design. All were excellent boats and dressed up well in blue and gold. 1959 was the last year the barrelback Vagabond and Rocket Runabouts were offered. New boats introduced were the 15' Ski-Bo, Islander, and Islander Express Cruiser, both the 17' and the 14' Hawk I and II. The Hawk II was a beautiful two seat run about done up in deluxe trim of blue, gold, or both. This sleek, finned model reminds one of a big sister to the little Rocket Runabout and could handle motors of up to 45 hp. A rash of fiberglass runabout options also came out in 1959. They included the Amigo I and Amigo II, and the Siesta followed by LaSirena in 1960. The Meteor was featured in 1961, a rakish 16' sportster featuring Dream lines. Noted industrial designer Alex de Sakhnoffsky designed the boat. It boasted a clipper bow, swept back windshield, double level fpredeck, flashy transom lines and rich, foam- vinyl upholstery. It was a disappointment in sales. The Meteor was fiberglass "out of an aluminum mold," Frank recalled.
Frank Kibler started as District Manager, became Sales Manager, VP Director of Sales, and finally President and Owner. "It was great fun but a lot of work to get the prod- uct going," he recalled. "I remember loading up the car and pulling a trailer full of boats to Orlando, Jacksonville, and finally Miami during a week's time in the early years. Some boats were nestled "egg crate" style and others had to be towed individually. We would demonstrate, load up, demonstrate, load up, demonstrate, and load up to go back home. We sold some boats each week, but mainly to established dealers and distributors. "Our dealer network grew and, yes, the southeast was our best sales territory at first. Our best early dealers were in Miami, Tampa and Orlando. The northeast grew, as did the midwest. We set up a warehouse distributorship in Silver Creek, New York, to serve the northeast. We had good sales in Canada with Fleet Mfg. of Ft. Erie, Ontario. Soon the midwest grew with good dealers in St. Louis, Chicago, Minneapolis, Kansas City, and Oklahoma City. Most boats were delivered by trailer truck. About 10% were shipped by rail, mostly to the Sears account. Feather Craft had good relations with the Mercury and Johnson people," he recalled.
"We had a national advertising program and attended as many boat shows as we could. We hired Ed Dodd, the creator of "Mark Trail," for national advertising and boat shows; he was an excellent ambassador for Feather Craft. Our Gyro Boat was created by Igor Bensen of Bensen Aircraft, Raleigh, North Carolina, adding rotating props (Rotosail) to a 12' Cartopper, and was a great promotion at in-the-water boat shows and demos. I don't remember how many of these boats (Model B-7B Gyroboat) were built, but they drew attention, flying some 50 feet above the pull boat. We demonstrated Feather Crafts at Cypress Gardens and our boats were featured in Tommy Bartlett Shows. We got good mileage from the race program, but it was short-lived. The 12' racers sold better than the 10' Firefly in this program.
"The fishing boats were our bread and butter," Frank said. Models included the Fisher, Favorite, Cartopper, Dinghy Bee, Chief, Skipper, Floater, Topper, and the utility boats. "The 10-year factory warranty program was an added benefit to the new boat owner and helped sales as well," he stated. Anodized color was a big lift to sales in 1957. "The Flying Boatmen," precision drill teams of Vagabonds from Knoxville, Tennessee, were traveling advertisements for Feather Craft. "We didn't sponsor the groups, but were grateful they chose the Feather Craft as their feature craft," stated Frank. "The Flying Boatmen" started in 1953 when Colonel Scott Fellows of the USAF approached Knoxville boating enthusiasts about forming a boating team to duplicate maneuvers military flying teams perform. Thus the name, "The Flying Boatmen." The Knoxville group included some 25 Vagabonds. They performed at Cypress Gardens and at many state fairs and boat shows throughout the southeast and east. Dixie Loy, a Knoxville Feather Craft and Johnson dealer, was very instrumental in the group's develop- ment. Steve Early of Knoxville, whose father Jim was a founding member of the precision drill teams, is re-kin-dling today's boaters' interest in 'The Flying Boatmen." Jacque Slaton retired in 1952 as Executive Secretary. In 1954, she and her husband Lewis, Fulton County District Attorney for 30 years, started a Feather Craft dealership in Atlanta, the Georgia Marine. "We had our own small group and would meet up with the Knoxville Flying Boatmen. We had a ball," she recalled. Georgia Marine closed operations in 1996. Mrs. Slaton has been very gracious in giving Feather Crafters answers to their questions over the years. Ralph Aldredge retired in 1969 and established his own consulting firm.
Tom Kibler retired in 1969 as Vice President/Treasurer. Tom's son Tommy remembered riding around the plant in his go-cart, his father spending long days in his office and Uncle Doug kicking him out of the plant whenever photo shoots were scheduled with models in their bathing suits. "Dad and I constructed four boats after hours in the plant, weekends and evenings, in 1965 and 1966. It was fun starting with a roll of aluminum and going through the cutting and riveting. We built two fishing boats and two Ski-Team boats, which were very small runabouts," he says. Doug Knight sold Feather Craft to Frank Kibler in 1963. Doug's retirement was short-lived, as he soon started a pallet equipment manufacturing company in the Atlanta area.
Alaska Custom Built Boats
Article by: Troy Buzalsky
Svendsen Marine LLC in FISH ALASKA
Wrangell is located on a beautiful island in the heart of the Tongass National Forest within southeast Alaska's Inside Passage. The City of Wrangell is known as the "Gateway to the Stikine" and is authentic Alaska town reflecting the friendly pioneer spirit of the Last Frontier. Wrangell Island also serves as home base for premier boat builder Svendsen Marine. A fun fact for the area is that the Stikine River is the fastest navigable river in North America, something that has proven beneficial when testing Svendsen's custom jet boats. Rstablished in 1979. owner and operator David Svendsen has been crafting custom all-welded, all-aluminum boats for more than 30 years, and to date, has delivered 351 of his hand-crafted mas- terpieces. It's not too many builders who can recite off the top of their head exactly how many boats they've built. David started boat building at the young age of 21. Working as a shipwright, he wanted a quality aluminum boat so he designed and built a 24-foot open sled, powered with twin 150 hp outboards. It's fair to say. the rest is boat building history.
Svendsen Marine is a true custom boat builder. In fact, if you look at their website you will see in bold print the words "Custom Built Boats Only. No boats in stock!" Although custom. Svendsen has carved a niche building vessels for Alaska waters, including skiffs. runabouts, six-pack charters, search-and-rescue and landing craft styled boats ranging from 20 to 45 feet in length. The Svendsen all-aluminum hull starts with a heavy gauge 5086 marine-grade aluminum bottom. Most hulls receive a 15-degree constant V deadrise; however, the deadrise can be modified based on the customer's need. The chines are double welded, and no chine caps are added, reducing the chance of crevice corrosion. The bottom structure includes port to starboard ribbing and longitudinal stringers, creating a bottom designed for high speeds and heavy use.
The most recently delivered Svendsen Boat was the 2011 36-foot Land Craft. The boat features a 10.5-foot bottom. 12.5-foot beam width, and an efficient walk around pilot house with seating for six, a small dinette and marine head. The boat was designed for sport fishing, crabbing and shrimping, with an impressive 7 foot aft deck and nearly 12 feet of front deck ... easily enough space for a small vehicle, a few ATV's or other oversized cargo. The boat is powered with twin 480hp Cummins diesel engines coupled to Hamilton 292 waterjets. It cruises at 37 MPH while burning 26 gallons an hour, and has a top speed of 51 MPH.
Wrangell. Alaska may not be the biggest town on the planet, but it is home to a boat builder specializing in "Made for Alaska" boats, and that may be just what you're looking for. For more information go to www.svensenmarine.com.
by Troy Buzalsky
Published: FISH ALASKA MAGAZINE | October/November 2011
Svendsen Marine LLC
Wrangell, AK 99929
STC790 "CROCODILE" New Sportfisher Boat with Bite
Sea Yachting Magazine - regional News | May/June 2009
This new cat has been designed by Albert Nazarov's office Albatross Marine Design. The project is a joint-venture between RB Sailing Center and Andaman Boatyard (Thailand). This idea to develop it as a production model came about after one customer required a fishing cat with high-speed potential. The concept has aggressive styling with practical features for fishing and staying onboard. The designers tried to provide comfortable passage on choppy waves, characteristic of shallow bays and lakes. The bow shape with narrow waterlines has plenty of flare as the topsides slice waves, further deflecting spray. With its stepped bottom, the new cat is capable of reaching 50kts with twin 175HP outboards. The interior is basic but functional. The cabin has a "bed platform" in front stretching from side to side, a toilet with basin is at starboard with a privacy curtain, the opposite side provides space for storage and folding table. In general, the interior provides plenty of space for occasional overnight stays. On deck, the boat has a comfortable unobstructed cockpit with easy-to-dean floor - fishing area. There are rod holders mounted on the roof and cockpit sides, live wells and iceboxes, a deck wash/transom shower, lighting in cockpit, etc. The bow has an elevated deck covered with teak, but still has a bulwark that gives the feeling of safety. Options of hull and deck laminates are available, starting from basic in multiaxial fabrics using HexaCor honeycomb above waterline. up to Kevlar/E-glass and high density foam core solutions. Main particulars: length of hull - 7.90m; beam 2.60; light craft weight - 2260kg; fuel 2x2801. water 2x80L; recommended power - 115-175HP; passenger capacity - 8. The boat can be pulled by trailer and is designed to category C "inshore" of EU RCD following ISO 'Small Craft' group of standards.
Edited by David Harding
(prices include vat)
click for zoom
OFFSHORE PERFORMANCE CRUISER FROM POLAND
Price: UK pound:52,875 (exd. delivery and commissioning) If, like me, you had begun to think that most Polish boats were remarkably similar and best suited to sailing on lakes, the EM 30 will make you think again. Designed for coastal and offshore use in the UK and northern Europe, she puts herself in a different league to most other 30-footers by having a lead keel and conforming to Category A standards under the RCD - her angle of vanishing stability (AVS) is an impressive 133° and the STIX index 38.7. The credentials of her design team are equally impressive. Chief designer, Dr Wotjek Skorski, lectures on yacht design at Warsaw University, has written books on advanced design, testing and dynamics, and built his own 5.5m (18ft) micro-cruiser which he sailed across the Atlantic in 1992. He also holds a seamanship award from the Cape Horner's Society and has been appointed technical project manager for the Poland 1 America's Cup syndicate. Given that the boat's instigator and builder, Wiktor Witwicki, designs nuclear power stations, it would be surprising if the boat were not well thought-out. I had a poke around when she made her public debut at a recent boat show in Poland, and it does indeed look as though the team behind the EM has left little to chance. I hope to be sailing her shortly.
-Builder: EM Yachts, Poland Website: www.em-yachts.com
-UK distributor: Wittey Marine Sales, tel: 01844 290890 Fax: 01844 292431 Email: firstname.lastname@example.org Website: www.witteymarine.com
Published: Practical Boat Owner 460 | April 2005 | www.pbo.co.uk
London Boat Shoe 2007 Preview
Beneteau Monte Carlo 37
Italian-designed power cruiser
click for zoom
PRICE FROM UK pound141,588
Joining Beneteau's existing powerboats-the Flyers, Antares and
the Trawler 42 - is the first of a new range, the Monte Carlo 37.
Designed by an Italian, Pierangelo Adreani, it has been conceived 'to evoke the spirit of the Mediterranean' and
features 'contemporary home-style interior design'.
Those more interested in the handling aspects than in the woodwork in tones of cocoa and light oak will be interested to know that the new arrival features the air-step hull developed for earlier Beneteaus, which is said to
improve both handling and economy.
-Builder: Beneteau, France www.beneteau.com
-Distributor: see the Beneteau's website (above)
London Boat Shoe 2007 Preview
and 1250 Fisher Pro
PRICE FROM UK pound:124,550 (940) TO Ј216,923 (1250)
A quick glance at these two new Rodmans makes it clear that they're designed for more serious use than many high- speed power-cruisers.
The high, flared bows and relatively wide side decks are two obvious
signs, and in keeping with the builder's
reputation for producing robust, seaworthy boats aimed at those for whom practicality is more important than sleek lines and luxury trim.
The 940 is powered by twin 190hp or 225hp Volvos, while you can choose a
total of up to 1,000hp on the 1250.
- Builder: Rodman Polyships, Spain, www.rodman.es
- Distributor: Peters Opal,
Chichester Marina, Chichester, West
Sussex P020 7EJ. Tel: 01243
511381. Fax: 01243 511382.
Published: Practical Boat Owner 481 |January 2007 | www.pbo.co.uk