marples trimaran

Boat Profile

Seaclipper 16

A folding trimaran for the home builder

From Issue   January 2017

I ’ve built more than a few boats for myself in the past 38 years, and in all that time I have never been tempted to build a multihull. Why go to all the work of building two hulls, let alone three, when I’ve never found any of my single-hulled boats lacking in any significant way? I started getting answers to that question as soon as I stepped aboard a Seaclipper 16 designed by John Marples of Searunner Multihulls and one of nine designs in the Seaclipper series of trimarans. The hull is constructed of 7 sheets of 1/4″ six-ply marine plywood, five sheets of 3/8″ nine-ply, and lumber in commonly available sizes. Fiberglass-and-epoxy sheathing is optional. The instructions are geared for novice builders; full-sized templates for the bulkheads are provided in the plans. Stringers connecting the bulkheads define the shapes of the plywood panels for the hulls. The 15′ 11″ vaka (center hull) has a flat bottom that will take to landing on the beach without digging in or causing the kind of wear you’d get with a sharp V hull. The amas (outrigger hulls)  have bottom panels set at an angle, deeper outboard than inboard. This configuration adds a fin-like element for increased lateral resistance for sailing in shallow water with the daggerboard pulled up. The angled ama bottoms also present an edge to the water, keeping the amas from slapping the waves when they’re close to the water’s surface; it’s a quieter ride. The amas’ bottoms are positioned higher than the vaka’s bottom, so their edges are not subjected to wear when the boat is hauled up on a beach.

Each of the four swing-arm akas has three bolts: one securing the pivoting part of the aka to the ama, and two (one of those anchoring the shroud bridle) connecting the pivoting part of the aka to the fixed central section on the vaka. Removing the inboard bolt allows the swing arm to pivot, moving the ama aft and inward.

The akas (crossbeams) can  be made in three ways: as one piece bolted to the three hulls, hinged to fold the amas on top of the vaka, or as swing-wings, like LIMONADA shown here. With the swing-wing, the amas pivot aft and nest against the vaka, bringing the beam down from 11′ 3″ to 7′ 7″ for trailering and to fit in a standard marina slip. The swing wings can function whether the boat is afloat or on a trailer, so they are handy when launching or landing at a crowded boat ramp. The swing wings don’t require any hardware beyond nuts and bolts, and have an advantage over the hinged akas: there’s no need to lift an ama and set it down gently on the vaka. The Seaclipper 16 can be built as an open-cockpit cruiser, or as a daysailer with a tandem cockpit, with the helmsman sitting in the aft position, legs straddling a centerboard trunk and the crew sitting forward. The 7′-long open cockpit has side decks between the akas that offer more options for seating, moving around while under sail, and sleeping aboard while moored.

John Marples, designer of the Seaclipper 16 and builder of LIMONADA, goes for a sail on the Mystic River.

L IMONADA, as an open-cockpit version of the 16, has a daggerboard deployed through a slot in the cockpit sole. A softwood stick wedged in the slot keeps the board down; it has a loop of line at its top for quick removal and raising of the board. The cockpit sole is high enough above the waterline that any water coming into the cockpit drains right out. The rudder is mounted on a false transom, hinged at the top, that allows the rudder to kick up when meeting an unexpected shoal or to be retracted when coming ashore. The downhaul at the bottom of the false transom leads to the cockpit for easy operation. The rudder blade is balanced and has enough of the blade ahead of the pintles and gudgeons to lighten the load on the skipper when coming about. It also allows the arms of the rudder yoke to be short and unobtrusive. The lines from the yoke lead forward to pedals in the cockpit to  for hands-free steering. A tiller above the yoke allows steering while sitting on a side deck and is the means of raising the rudder when coming ashore.

A hinged false transom allows the rudder to be kicked up. The tiller pulls the rudder up and holds it. The line at the bottom of the false transom holds the rudder down while the boat is underway.

The Seaclipper 16 is designed to take a Hobie 14 sailing rig. The pivoting aluminum mast, roller-furling jib, and fully battened mainsail are readily available from a wide network of Hobie dealers and may be found used in online classifieds. The Hobie 14 has a beam of 7′ 8″, so the Seaclipper 16, with a beam of 11′3″ can take better advantage of the 146-sq-ft sail rig without flying a hull to the brink of capsizing. Dyneema shrouds, secured to bridles spanning the side decks, support the mast. The plans include specifications for an unstayed wooden mast. For auxiliary power, a short crossbeam aft of the port aka serves as a mount for a small outboard.

The side decks provide seating when two are aboard, and the steering is then done with the tiller, not the foot pedals.

I had a chance to sail LIMONADA, the Seaclipper 16 built by Marples for Mac MacDevitt, on Mystic River near Mystic Seaport. Stepping aboard, I got my first lesson in the values of a multihull. I didn’t have to lunge for the centerline as I do with my monohulls to keep them on an even keel. The trimaran has plenty of stability no matter where I put my weight and the amas (outer hulls) have enough volume of to support my 220 lbs. Without having my movement aboard the boat restricted by the nagging demands of a monohull, I could wander around the boat. The decks are all flat, so the footing is good everywhere. While I like the sweep of a curved sheer line, the Seaclipper’s flat decks simplify the construction of the boat and provide the geometry required for the swing-wing akas.

The deck surrounding the cockpit is large enough to set up a tent for sleeping at anchor. The windshield was added by the builder to block spray when sailing into a brisk breeze.

I liked being able to walk around the boat while it was under sail with Mac at the helm. I never get to see my own boats moving through the water, so stretching out on an ama to watch the vaka’s bow at work was a treat. The 7′-square deck around the cockpit offers a place to pitch a tent. Mac has a two-person tent with an oval hole in its floor to match the cockpit opening. He can sleep to one side of the cockpit, sit comfortably upright with his feet in the cockpit and have access to the gear stowed there. The amas and vaka offer plenty of room for cruising and camping gear; commercial plastic hatches offer access.

I took LIMONADA out by myself and enjoyed steering with my feet and having my hands free to manage the sheets. Nestled down in the cockpit on a padded seat with a backrest, I was very comfortable and relaxed. The sheets were right in front and could be cleated off, making sail-handling a breeze; there was no need to switch sides or do-si-do with a tiller when coming about. During my outing the weather was warm and the wind was light, perhaps 8 to 10 knots at best with a few gusts, but in a cold wind, being mostly below deck level would be a boon. Mac had made a removable windshield that wraps around the forward end of the cockpit for even greater protection from cold wind and spray.

With Marples and owner Mac MacDevitt aboard, LIMONADA flies the windward ama. The leeward ama still has plenty of freeboard.

The light wind was more than enough to get Mac’s Seaclipper going at a brisk pace and fly the weather ama. There was no spray, so I stayed dry, and even with the boat moving at a good clip I didn’t notice any water coming up through the daggerboard slot.

I was surprised by how well the Seaclipper could come about. With three hulls in the water, I thought there would be a lot of drag in the turns and that the boat would get bogged down, but the rudder blade and the centerboard have enough area to swing the bow around before the boat loses momentum. I never got caught in irons, but I backed the jib for a moment to hasten the bow’s falling off and the filling of the main.

LIMONADA owner Mac MacDevitt reports that his Seaclipper 16 is “super fun in a stiff breeze.” Here, sailing with a reefed main on Lake Champlain, he estimated his speed at about 13 knots. “It was exciting, but I felt safe and secure.”

Christopher Cunningham is the editor of Small Boats Monthly.

Seaclipper 16 Particulars

Length/15′ 11″

Beam/11′ 3″

Beam, amas retracted/7′ 7″

Draft, hull only/11″

Draft, board down/2′ 7″

Sail area/127 sq ft

Displacement, dry/400 lbs

Displacement, full load/800 lbs

Plans for the Seaclipper 16 are available from Searunner Multihulls for $180.

Is there a boat you’d like to know more about? Have you built one that you think other Small Boats Monthly readers would enjoy? Please email us!

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Comments (2)

Thanks for the multi-hull perspective. Lots of cool ideas.

I’ve been looking. This could be the one!

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KOLEA 2018 | 40' Custom MARPLES CC 40 FAST CRUISER Sailboat for Sale

2018 custom, 40' (12.19m) marples cc 40 fast cruiser - kolea, significant price drop ~ priced to sell kolea is a beautifully designed, exceptionally well-constructed trimaran that is in like new condition. this is a fantastic opportunity to own one of these well-respected designs today..

• Newington New Hampshire United States
• MARPLES CC 40 FAST CRUISER
• Composite Hull

$ 115,000 USD

€ 106,783 euros $ 155,259 cad.

• EMAIL BROKER

Description

  Significant Price Drop ~ Priced to Sell!

This custom built “40” foot trimaran sailboat was designed by John Marples specifically for blue water cruising. She is fast, and easily handled with live aboard accommodations for a couple. There is additional space for crew and guests in a private aft cabin. Kolea is the most recent of the Marples “Fast Cruiser” designs. She is an updated and larger sister of the CC-37 FC (winner of the OSTAR). The three monocoque wood epoxy hulls were vacuum bagged and cold molded utilizing WEST SYSTEM epoxy. Her “Constant Camber” construction technique eliminates interior framing reducing weight and increasing strength. Kolea was professionally built in Paul Rollins boat shop and first launched in 2019." ~ Owners Comments

Kolea is a beautifully designed, exceptionally well-constructed trimaran that is in like new condition. This is a fantastic opportunity to own one of these well-respected designs today. Currently out of the water with her mast down allowing you to see the quality and care that went into this build process. Call to make an appointment to see Kolea, you will not be disappointed. 

LOA: 40' " (12.19 Meters)

Type: Sail - Used

Beam: 26' 6"

Bridge Clearance: 47' "

Draft Max: 3' 10"

Draft Min: ' "

Single Berths: 4

Maximum Speed: Knots

Cruise Speed: Knots

• Fuel Type: Diesel

Hull Material: Composite

Fuel Tank: 19 Gallons (71.92 Liters)

Fresh Water: 50 Gallons (189.27 Liters)

Holding Tank: 15 Gallons (56.78 Liters)

Full Details

Descriptions.

Construction

• Professionally built
• 4 layers of cedar core cold molded with West System epoxy composite
• Hull thickness 3/4 inch with 10 oz. fiberglass sheathing
• Deck is marine grade Douglas fir with 10 oz. fiberglass sheathing
• Kiwi grip non skid on deck
• All surfaces are encapsulated with West System epoxy
• All surfaces finished to a high standard
• Additional layer of biaxial cloth laminated in high abrasion storage areas (chain locker…etc.)
• Harken blocks and Main Traveler
• Anderson stainless steel winches
• Anderson #18 main sheet
• Anderson #40 secondary cockpit winches
• Anderson #50 primary cockpit winches
• Anderson #34 Halyard/Reefing winches
• Custom bow and stern rails
• Stainless steel stanchions with Dneema life lines
• Stainless steel deck hardware and cleats
• Custom Dyneema nets fwd, aft, and vented wing
• Lewmar Ocean Series hatches

Sails & Rigging

• Sail area 717 square feet
• Sloop rig with inner forestay and staysail
• Custom aluminum spars by Sparcraft
• 1 x 19 stainless-steel rigging with Sta-lock terminal fittings
• Dyneema running backstays
• Sails by Mack in new condition
• Full batten main with double reef
• Tides marine sail track
• 110 % Blade jib on Harken roller furler
• Staysail on inner stay
• Code zero with dedicated furler

Steering System

• Edson pedestal to transom mounted rudder
• Internal Ritchie compass
• External quadrant on rudder head
• Rudder is marine grade Douglas fir heavily glassed with West System epoxy
• Secondary emergency steering system
• Integral swim steps for pleasure and MOB

Electronics and Navigation

• Garmin 1022 Chart Plotter with NMEA 2000
• Garmin navigation chip with “Global Coverage”
• Garmin depth sounder with digital display
• Garmin VHF with AIS
• Garmin 800 AIS Transceiver with NMEA 2000
• Ritchie compass pedestal mount (Edson)
• Davis hand held bearing compass
• Sony DXS stereo with custom mounted speakers
• Iridium Go satellite communication system

Electrical System

   Designed to be completely independent of shore power.

• 12-Volt DC system
• House battery 360 ah
• #1 Two Trojan J305 6-volt batteries wired in series
• #2 Dedicated 12-volt start battery
• Victron battery monitor
• DC circuit breaker switchboard.
• 70 amp alternator.
• Constant monitor Charge Relay
• 3 solar panels (370 watts total)
• High quality German manufacture by Solara
• 3 Dedicated Bluesolar MPPT 75/15 charge controllers each dedicated to an independent panel for shading
• All wiring labeled and executed to ABYC standard
• LED lighting throughout

Accommodations

• Double aft cabin
• Spacious cockpit
• Two settees (storage under)
• Fold down table
• Two wing berths ideal for at sea
• Private multi use space with port and starboard lockers
• Lavac manual head
• Holding tank gravity discharge or thru deck pump out
• V-berth double cabin with dedicated storage lockers port and starboard
• Cherry trim throughout
• Mahogany cabin sole
• “U” shaped with ample counter top space
• Force 10 propane stove with oven (2 ten pound aluminum tanks)
• Engel refrigeration
• Katadyn Power Survivor 40 water maker
• Large storage lockers port and starboard
• Dedicated salt water pump to galley sink
• Foot pump fresh water to galley sink
• Gravity feed day tank fresh water to separate facet at galley sink

Tank capacities

• Diesel 19 gallons
• Water 50 gallons:

        Tank #1: 20 gallons

        Tank #2: 20 gallons

        Tank #3: 10 gallon gravity feed “day tank.”

 Foot pump pressure with switching manifold

• Waste holding tank 15 gallon

   * Dedicated Jerries for additional capacity if needed

Ground Tackle

• 35 pound Manson Supreme anchor
• Robust custom stainless-steal bow roller
• 5/16 G-4 high strength chain (100 feet)
• 3/4 Inch nylon road properly splice
• 250 Feet total
• Delta secondary anchor with independent road
• Lofrans manual windlass
• Both drum and chain cat head

Safety Equipment

• EPIRB mounted near companionway
• Personal flotation devices
• Horse shoe toss ring
• MOB retrieval sling
• Signal flares
• Fire extinguishers (x3) mounted in cabin and galley
• 3 Separate bilge pumps with independent wiring and switching
• Lightning protection wiring system

Represented by a Certified Professional Yacht Broker (CPYB)

   A Certified Professional Yacht Broker (CPYB) is recognized as having achieved the highest level of industry accreditation, available only to fully-qualified yacht sales professionals. The CPYB program is administered by Yacht Brokers Association of America in partnership with Florida Yacht Brokers Association, Northwest Yacht Brokers Association, California Yacht Brokers Association, Boating Ontario Dealers, British Columbia Yacht Brokers Association and Gulf Coast Yacht Brokers Association.

   The CPYB program is also endorsed by the Marine Retailers Association of the Americas (MRAA) Marine Industry Certified Dealership (MICD) program and leading yacht manufacturers as a key component of their own industry standards; the highest level of achievement for their member yacht sales professionals.

Experience & Validity

   The CPYB designation is earned by eligible yacht sales professionals, who, after serving a minimum of three years as a full-time professional, have successfully completed a comprehensive written examination to validate professional competency.

Continuing Education

   A CPYB is committed to their personal and professional development through continuing education, as mandated for CPYB recertification every three years.

Ethics & Standards

   A CPYB adheres to, and is accountable to, a nationally recognized Code of Business Ethics and conducts yacht sales transactions in accordance with a stringent set of industry standards of practice.

Fiduciary Responsibility

   A CPYB maintains a dedicated escrow/trust account to protect their client’s funds. A CPYB understands their fiduciary responsibility and obligations with respect to client funds.

Transaction Management

   A CPYB uses proven, industry-recognized transaction documents, which fully and clearly describe all terms and conditions of a transaction. Honesty & Integrity A CPYB maintains the highest standards of professionalism, acting with honesty and integrity.

Trust & Confidence

   A CPYB instills confidence, trust and consistency in all transactions involving fellow yacht sales professionals for the benefit of the client.

Mechanical Disclaimer

Engine and generator hours are as of the date of the original listing and are a representation of what the listing broker is told by the owner and/or actual reading of the engine hour meters. The broker cannot guarantee the true hours. It is the responsibility of the purchaser and/or his agent to verify engine hours, warranties implied or otherwise and major overhauls as well as all other representations noted on the listing brochure.

The company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change or withdrawal without notice.

• Engine Make: Beta
• Engine Model: 4GW8071
• Engine Year: 2017
• Engine Type: Inboard
• Drive Type: Direct
• Power HP: 25.00
• Hours: 400.00

Click any image to view enlarged version. Swipe enlarged image to see additional enlarged images.

Contact Broker

For more information about this yacht please contact Curtis Stokes and Associates, Inc. We look forward to working with you!

Want more information about this yacht?

Curtis stokes & associates.

Suite168 --> Fort Lauderdale, FL Phone: 1-954-684-0218 Toll Free: 1-855-266-5676 Fax: 1-954-807-1445 Email: [email protected] Website: https://www.curtisstokes.net

Curtis Stokes and Associates, Inc. is a yacht brokerage firm consisting of nine offices and fifty brokers throughout the United States offering worldwide marketing, buyer brokerage services and yacht charters. We also specialize in marketing and selling Great Loop capable yachts and boats.

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Bringing the second golden age of sail

John Marples, Multihull Pioneer

John Marples was born in Heswall, England in 1944 during WW II.  After immigrating to the US, he resided in N. New Jersey for his grade school years and then the family moved to S. California.  Since then he has lived in N. California (twice), Washington state, Florida, and most recently, Maine in 2012.

Shortly after earning a Mechanical Engineering degree from California State Polytechnic University in 1967, he built the Searunner 37 sailing trimaran, BACCHANAL, in which he won the 1972 Multihull Transpac and then cruised the South Pacific for two years.  Under the mentorship of Jim Brown, he published his first plywood designs for backyard builders in 1975.  Today, his portfolio includes dozens of wood-epoxy composite sailing and power multihulls to 65 feet.  He has over 30 US Coast Guard certified commercial vessels in service. In 2005,  Marples’ designs won both the OSTAR under 35-foot category (CC37 trimaran) and the West Marine Hampton to Bermuda Trawler Trek (CrossWater 49 power catamaran).

His own boat building experience includes not only the Searunner 37 but a Constant Camber 26 folding trimaran, a Cyclone 23 folding trimaran, numerous dinghies of various types, an 18’ experimental Constant Camber canoe, the Fumar 19 trailerable trimaran prototype (which he designed) and two USCG certified catamaran power boats; the Admiral Pete, a 50’ 82 passenger fast ferry and a 40’ catamaran, 49 passenger tour boat for an existing cabin structure.  Both power cats were built for Kipsap Harbor Tours in Bremerton (Seattle area) Washington. Both are still in operation.

In 1995 Marples finished and flew the first of 3 aircraft he built.  It was a kit plane, RV-6A with 180 horsepower Lycoming engine, and fully aerobatic.  During the 10 years he owned the aircraft, he added speed modifications to increase cruise speed from 190 MPH to over 200.  He subsequently finished (but did not fly) a second RV-6A for a friend.  Later in 2011, he built a CX-4, all aluminum light sport aircraft from plans, using a VW engine that he hand-built.  The plane achieved the 125 MPH limiting speed for LS aircraft and performed very well. He flew the plane for the first few hours but had to sell it to move to Maine.

In 2007 Marples accepted a construction project to build a Flettner Rotor powered trimaran prototype for Impossible Pictures, a London based film company under contract with the Discovery TV channel.  The project was eventually called Brighter Earth and published in the Project Earth series, produced for TV.  Working with Dr. Stephen Salter, Professor emeritus of Glasgow University, Mechanical Engineering, he designed and built (2) Flettnor rotors (4 ½ feet diameter x 31 feet tall) and installed them on a Searunner 34 trimaran for demonstration.  The project was to show how cloud albedo (sunlight reflectivity) could reduce ocean temperatures to pre-industrial levels to stop climate change.  It proposed a fleet of drone trimarans, sailing the oceans, spraying sub-micron sized droplets of seawater into the air to create clouds.  John designed and built two rotors in foam core and carbon fiber using vacuum bagging techniques and installed them on a used vessel that was purchased for the project.  The rotors were supported by ball bearings on aluminum pipe stub masts in the boat.  The rotors were driven to rotational speeds up to about 350 RPM by electric golf cart motors using batteries on board.  On demonstration day, the boat achieved 6 knots under rotors alone, in 6 knots wind, and was the only demonstration of all the projects in the series to show success.

Marples has two current boat projects underway as this is written.  The first is a 21’ day sailing trailerable trimaran of revolutionary swing-wing design started in 2017.  Construction so far has produced the amas and some related rigging.  The second is a 110’ aluminum power catamaran design for a previous client. It is an expedition vessel, capable of 20 knots with a 3000 mile range, carrying a 26’ twin outboard catamaran tender and R44 helicopter.  It has accommodations for 6 guests and a crew of 4. The owner expects to cruise the NW passage and the tropics.

John operates a part-time design and engineering office in Penobscot, Maine. John can be contacted for consulting, marine design, marine surveyor work, and advisory projects at [email protected] : remove the SPAM!

Constant Camber 26

A fast coastal cruising sloop trimaran that is a great weekender for a couple. In a pinch, there is room for two children as well.  This boat folds for highway trailering. It has a four-person daysailing capacity. This boat is a lot of fun to sail as it easily cruises at 8-10 knots, with bursts of speed to 15. The construction is particularly streamlined with the Constant Camber panels, minimizing the number of parts and simplifying assembly. Pictures taken by John Marples.

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new trimaran from Jim Brown/John Marples

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Very, very interesting! Don't really fancy hobbie, prindle, dart, etc rigs on trimarans but hey, at least they're widely available...  

We bought a complete Hobie 16 on a trailer to cannibalize for the rig, sails, gudgeons ,etc... Sails alone would have easily exceeded the $400 spent. The Seaclipper 24 we are doing next will be built with a J-24 rig. Jim and John chose the Hobie rig for the very reason that you mentioned : availability.  

That's what I thought so... I would consider such kinds of desings if I was to replace my nugget24 in a near future, but now I'm pretty much satisfied... The possibility of recycling one-design rigs is very atractive, except for the somewhat exagerated colourfulness of Hobbie's sails which I dont't particularly like...  

The sails are definitely a little on the festive side, but the price was right. If you are thinking about replacing your Piver Nugget at some point, you may want to consider building John Marples' Seaclipper 24. I have a few drawings of it available for download free of charge on my website. It is the big sister of the S.C. 20 , but sports a cuddy cabin instead of the large open cockpit of the S.C. 20.  

Jim Brown just released a video on Youtube of the seatrials of the Seaclipper 20 trimaran conducted here in St. Augustine.  

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I am using a Hobie 14 mast and sails. All the information for using that rig as well as using optional aluminum tubing for the cross beams is included in John's plans.

I can assemble the boat by myself, though it is nice to have a hand flipping the amas into sailing position. I use the trailer winch to raise the mast with no trauma.

The boat sails nearly flat and easily reaches 6 knots in light winds. I've reached nearly 10 knots in moderate winds.

On Father's Day, I went for my first sail in a protected strait near Comox, BC, Canada. The water was very choppy and the winds were 10 - 15 knots. The boat rocked with the waves, but didn't do any rolling other than in the wake of big boats. That sail was exciting, but not scary. Like downhill skiing. I was recording speeds of 6 knots in the chop, and up to 8 knots when I got into a harbour where the water was calmer, but the winds not diminished.

Back in the choppy water, I tied in a reef and all the action settled down, perfect for touring. Also great for touring is the amount of storage space ahead and behind the cockpits.

I made a short video that day from the cockpit. Full sail and beating into the wind at about 6 knots.

I am streamlining my assembly and I still have too many lines to sort out, including the great pedal steering. Once I am on the water and sailing along I realize the nuisance of getting there is well worth it. I am looking forward to taking my friends and special-needs clients on some adventures they never dreamed of.

John Marple's plans are available at www.searunner.com/order.html

Thanks for the opportunity to show my rendition of a terrific trimaran.

Gerry Lavoie

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• Sailboat Guide

2004 Brown Marples 40' Trimaran Constant Camber

• Description

Seller's Description

This is a center cockpit trimaran professionally (Jayne Marine) built for world ocean cruising. Simple reliable marine equipment of the highest standards. Easy to maintain and repair in remote places. Built with cold molded hulls combining 5 layers of wood/epoxy/ Glasfiber. Perfect for a couple or small family with occasional guests This trimaran sailboat designed by John Marples is a fast, safe, easily handled cruiser that has all controls managed from the center cockpit. It takes its roots from Jim Brown’s center cockpit idea and incorporates the proven streamline hull features of “Constant Camber” construction. The three monocoque cold molded wood/epoxy hulls eliminate the need for interior framing thus reducing weight and improving strength.It features a kick up centerboard for shallow water gunk-holing, 3.3’ up and 5.3’ down.We live and cruise on the boat, currently in the Bahamas and will be in Florida by April. The boat is in excellent condition and is fully equipped for long term cruising with lots of spare parts, tools and daily living accessories. PDF, pictures and videos in request

Equipment: Too much to list than the highlights. Yanmar Diesel 3ym30 ,bought new in 2020 , 600 Hr 3 blade folding Kiwi propeller 8 solar panels (920 Watt) 12V watermaker, 2000 Watt sine inverter. Profurl roller furling Genoa and staysail. Fully battened main, Spinnaker. Lewmar electric windlass with Rocna 20. Raymarine autopilot, Windinstrument, depth, Radar, Chartplotter. 2 extra Chartplotter. VHF/AIS. 12V fridge, 12 V freezer, propane stove, Mikrowave. Composting toilet. Walker Bay dinghy with electric outboard, sail kit and oars. Inflatable kayak. Lots of spare parts,lots of storage.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

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