14.

8 m CATAMARAN
PROJECT 2005

Alexander's Multihull Design

Joarumerleane 2
8732 EC Kubaard
the NETHERLANDS
tel/fax + 31 (0)515 332965
E-mail verheus@cybercomm.nl

CONTEN TS
PART I

DESCRI PT ION OF THE CAT AMARAN

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

DESCRI PT ION OF THE CONST RUCT ION

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
A2A deck
A3A cabin
A4A accommodation
A5A longitudinal section at cl catamaran
A6A longitudinal section at cl hull
A7A transverse section at station 8200
A8A transverse section at station 10775

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scale
scale
scale
scale
scale
scale
scale
scale

1 : 75
1 : 50
1 : 50
1 : 50
1 : 50
1 : 50
1 : 30
1 : 30

COPYRIGHT 2000 ALEXANDERS MULTIHULL DESIGN

APPENDIX
A
Calculation of Texel Rating
B
Quick performance check to KDD software
C
Speed analysis with KDD
a
variation in length at same length and weight
b
lineair increase of weight and length with
standard rig
c
variation of sailarea with standard AMD 14.8 hull
D
General Calculation Sheet
A
comparison of main dimensions as far as known
B
comparison design constants and performance
E
Stability Assessment for CE Certification

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

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PART I Description of the catamaran

AMD 14.8
MAIN DIMENSIONS
Hulls
Length Over All
Length Waterline
Beam Over All
Beam Hull
Draft Hull
Maximum Draft
Wetdeck Clearance
Freeboard at Stem
Displacement at Designed Waterline
Kgs per Cm Immersion
circa

14,800
14.206
9,145
1,145
0,434
2,150
0,95
1,45
4,8
0,184

m
48 06
m
46 07
m
30 00
m
3 09
m
1 05
m
7 00
m
3 01
m
4 09
tonnes 10584 pounds
tonnes
406 pounds

SAILPLAN
Height Mast above Water
Area Mainsail
Area 120% Jib
Spinnaker
approx
Gennaker
approx

21,3 m
85,3 m2
34,2 m2
200 m2
150 m2

69 10
918 sq ft
368 sq ft
2158 sq ft
1615 sq ft

MACHINERY
Engines
Watersupply
Heating/ventilation
Stove
LPG gas
Electricity system
Waterheating
Tankage:
Fuel (petrol)
Water
Wastewater
LPG gas

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2x 20Hp outboards
foot pump
Trumatic 2000
12 volt 300 Ah
geyser on LPG gas
ca. 60 litres
ca. 200 litres
ca. 100 litres
1x 14,5 kg bottle

13.2 imp gallons (16 US)

44 imp gallons (53 US)
22 imp gallons (26 US)
32 pounds

COPYRIGHT 2000 ALEXANDERS MULTIHULL DESIGN

AMD 14.8
Design Philosophy
The 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, sittingarea, 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 COMPARTMENT
Bow of foam, glass, aramide epoxy; watertight compartment; collision bulkhead. The forebeam
is fastened to the collision bulkhead.
WATERTIGHT COMPARTMENT
watertight compartment up to station 2400 (8 feet) . Divided into two horizontal compartments.
STORAGE COMPARTMENT
Storage room, about 2.4 m. (8) long, access by way of hatch in deck. Watertight compartment
under sole. Headroom approx 100 cm (3 3).
MIDSHIP
Closed space, accessable via manholes. Mastbeam/hull connection and boardcase
construction.
AFTCABIN
A two meter ( 67) berth with storage under. Behind it steps and hatch leading to deck.
Headroom at steps about 140cm (47) and hight above berth 75/82 cm (26/28). Window in
side of hull.
WC/WASHROOM
On port a pumptoilet with exit to waste watertank 100 litres (26 US gallons).
In starboard hull a washbasin and sitshower. 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 (45). Window in side.
RUDDER ROOM
Space for rudder ruddershaft head with lever, hydraulics and automatic pilot. Entrance via
manhole in watertight bulkhead.
CABIN
The cabin is divided into four spaces:
* Sleeping area:
Double berth wich storage on head- and footboard. Height above mattrass approx:
72/125cm (25/5).
* 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
(47/53).
* 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 (53).

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COCKPIT
Roomy 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).
DECK
Watertight 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 5high 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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HULL SHAPE, CONSTRUCTION and PROPULSION

HULL SHAPE
The 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.
CONSTRUCTION
When 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.
PROPULSION
The 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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SAILPLAN, RIGGING and FOILS

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.
MAINSAIL
The 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.
GENOA
Choosen 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.
GENNAKER
A 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.
JIBTOP
Tacked 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.
STORMSAILS
A stormjib of approx. 12 m2 is designed. This sail is probably not needed.
SPARS
WINGMAST.
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.
SAFETY
The 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.
FITTINGS
When 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 TIME
It is helas not possible to give a precise time as it depends very much on the capabilities and
possibilities of the builder. Alexanders 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-norms
Wood. 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 MATERIAL
Foam. 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
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20

Hull: foam sandwich construction.

Deck: foam sandwich construction.
Horizontal Bulkhead in hulls: foam sandwich construction.
Cabin: foam sandwich construction.
Cockpit: foam sandwich construction.
Bulkheads: foam sandwich construction.
Aft Cabin bulkhead: foam sandwich construction.
Cabin soles to be Decora (light striping) marine plywood (8 mm) laminated to cabin
Frames and stringers to be of the tophat type. Width 60mm, height 50 mm
Locker fronts to be marine plywood 6 mm.
Locker tops to be 10 mm marine plywood with formica finish.
Locker partitions to be 6 mm marine plywood.
Locker shelves to be 4 mm marine plywood.
Mastbeam and mast bulkhead to be of commercially available tubes and
sandwich/ply construction .
Boards: foam and glass.
Rudder: foam sandwich.
Rudder shaft: tapered stainless steel. max 60 mm. Long approx 1.5 m.
Rudder bearings: synthetic to ABS scantlings JP3.
Foot-stop railing: to be of wood or foam covered with glass; minimum 30 mm high
and 20 thick.
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.
Vessels 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: Vetus
Pump: 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 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
2
3
4
5
6
7
8
9
10

All tops of lockers, washbasins, cabintable, galley and charttable to be covered with
formica.
All top edges of lockers, washbasin, cabintable, galley and charttable to be finished
with varnished wooden trim. Including rounded corners.
All fronts to be of painted plywood.
All bulkheads, doors and doorframes to be varnished.
All cabinsoles to be painted anti-slip.
Hanging lockers to have no doors; lockerfronts to have openings without covers.
Toilets to be hand operated.
Mattresses to be at least 10 cm foam with breathing cover material.
Cushions to be of contoured foam with good quality covers.
All doors to have wooden doorframes.

Forward Storage Compartments.

Electricity outlet socket 12 volts.
One light point (TL).
Midship Cabins
One 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 30
Hatches main bulkhead: 1x Lewmar Ocean type 20 en 1x type 30
Al 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 mm
2-- anchorlines; multiplaid nylon, 20 mm 50m long
2-- mooring ropes, each 20 m long - 18 mm
2-- mooring ropes, each 30 m long - 18 mm
6-- fenders- 225 x 680 mm
3-- fire extinguishers, min 2 kgs
1-- life ring
1-- emergency tiller
1-- flag pole with socket

Deckgear:

Winches
Main sheet
Genoa Sheet
Gennaker sheet
Main Halyard
Jib halyard
Gennaker Halyard
Tracks:
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 antislippaint (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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