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Sparkman & Stephens Rendezvous - Elliot Bay Marina

We have been asked to publicize the following event. From the organizers:

A Sparkman & Stephens Rendezvous will be held at Elliott Bay Marina (Seattle, WA), the weekend of June 9, 2012. If you have a boat designed by Sparkman & Stephens either power or sail, you are encouraged to attend this event. Elliott Bay Marina is providing free weekend moorings for all boats participating in this Rendezvous, and there will be an opportunity to see other S&S boats and talk with other owners. There will be catered hors d’oeuvres served during the afternoon no-host cocktail party for Rendezvous participants.

The Rendezvous is being held in conjunction with the Leukemia Cup. The Leukemia Cup is a fun filled sailboat race to raise money for and awareness of leukemia and lymphoma. Over $39 million dollars has been raised nationally since the Leukemia Cup was started. The Leukemia Cup will have a sailboat race on Saturday afternoon followed by an evening dinner and auction. Skippers register their boats and recruit their friends and colleagues to help crew and raise funds. The $150 registration fee includes two tickets to the after-party that evening, an event t-shirt and a skipper swag bag. You are encouraged to participate in the Leukemia Cup but it is not mandatory.

Please contact woodleygroup@comcast.net to answer any questions you might have, or to let them know that you will be attending. Information is available at www.ssrendezvous.org. Leukemia Cup information is available at www.lls.org. Registration for the Leukemia Cup will be available at a discount at the Seattle Boat Show in January, 2012 and through the Leukemia Cup website.

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Preliminary Design - 60' Classic Ketch

here to have a look.

Principal Dimensions
LOA 60'-0"
LWL 45'-10"
Beam 14'-9"
Draft 6'-0' (board up) 12'-6" (board down)

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Design 2400 - 73' Cruising Ketch

Here's a nice looking ketch that is pretty old school for 1980 but a nice looking cruising boat nonetheless. She's a lot of boat with four cabins plus crew in 73' overall.  The design was never taken beyond this very preliminary stage.

Principal Dimensions

LOA 73'-0"

LWL 54'-6"

Beam 19'-0"

Draft 9'-0"

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Design 1959-C3 - Palmer Johnson 34

 design #1959.  We have had a number of confused buyers or owners inquiring about this particular version, the Palmer Johnson 34.  Let's set the record straight.  The Palmer Johnson 34 brochure lists Nautor of Finland as the builder.  That is completely false. Like the Swans that Palmer Johnson marketed and did not build themselves, these S&S 34s were marketed and sold by P.J. but built by Michael Winfield & Partners. Ltd. of England (later known as Aquafibre International).  We know of at least 12 units sold through P.J.

The boats were identical to the boats sold abroad with the exception of an increased sail plan.  The "I" dimension is 2'-6" taller than the English counterparts resulting in a sail area increase of 27 square feet.  Here's the P.J. 34 sail plan.

And here's a copy of the original P.J. 34 brochure.  Note the misleading credit to the builder on the cover page. Also note the LOA is listed as 33'-7".  This was probably done for marketing reasons only and is not correct.

 

Principal Dimensions
LOA 33'-6"
LWL 24'-2"
Beam 10'-1"
Draft 5'-10"

Displacement 9,195 lbs

Ballast 4,800 lbs

Sail Area 484 sq ft

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Design 2239-C1 - Nauticat 43

Nautor 43, design #2399, was produced between 1976 and 1979 with 24 hulls delivered. Not a bad production run. Production began at Siltala Yachts of the modified design in 1983 and ended in 1999 with 94 hulls delivered, a very good production run.

Here are the plans.

Principal Dimensions
LOA 42'-8"
LWL 32'-10"
Beam 13'-9"
Draft 6'-3"
Displacement 33,080 lbs
Ballast 9,480 lbs
Sail Area 1,092 sq ft

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Iorana, design #1891.  She is lying in a marina north of Rome.  She's a nice looking boat.

 

Thanks very much for sending these.

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The Design Process for Custom Yachts

Tank testing can also be used to test the yacht in various sea states, under power and even at rest. We will normally test appendages such as skegs, stabilizers, propeller struts, and bilge keels for optimization.

Contract Design & Engineering Phase
The goal of this stage is to obtain competitive bids from the yards. Once a technically feasible and acceptable preliminary design is obtained and approved, we then undertake the contract design work. For the contract design stage we would refine and embellish the work done in the preliminary design stage, develop Typical Construction Plans, and undertake the necessary naval architecture and engineering calculations in support of this work.

A key part of this stage is the specification which would include all the major equipment, their manufacturer and model number, along with various schematics of the acoustic treatment, and of the engineering systems. In the case of a competitive bid situation, the plans, and in particular the very detailed specification, insure that the yards are bidding on the same boat, minimizing the number of assumptions made by them. This means that all the yards are "playing on an even field".

In the event a client decides to go to a sole source, then we would provide a "bullet list" specification. This type of specification is much reduced in scope, but does identify every major piece of equipment by manufacturer and model number. In this way you can be assured that the yard is providing you a price for the boat that you want, again with a few assumptions.

Identifying Candidate Yards
There are several factors which influence the choice of yards for the bidders "short list":
-Choice of hull construction material. Most yards specialize in a particular material. In addition, as the yacht increases in size fewer and fewer yards can physically accommodate the project. Therefore size and scantling materials limit the choice of yards.
-Level of quality required. This is a difficult variable to quantify. An analogy with automobiles is probably the best way to explain this point. All automobile manufacturers provide reliable and comfortable transportation. However, there is a real and perceived difference in quality between the car makers. The same is true of boat yards.
-Geographic location of the yard. Some clients like to be very intensely involved in the construction process, and therefore prefer yards close to their home and office.
-Special financial conditions. The "market" often provides opportunities which are worth pursuing. This may take the form of favorable exchange rates, government subsidies, or a yard that, for various reasons, decides to provide a low price.

There is risk and reward associated with the above choices. At Sparkman & Stephens we have worked with dozens of yards throughout the world. As a result of this extensive experience, we feel very comfortable in assisting you through the yard selection process.

Evaluation of Yard Bids
Upon receipt of the bids, be they competitive or sole source, we would assist you in an analysis of the bids. Based on our experience, we have compiled a substantial amount of price and man hour data. This allows us to determine if the yards are being realistic in terms of material costs, labor hours, total cost of the project, and the duration of the construction period.

We believe there is such a thing as too good a price. What is meant by this is the yard may not deliver the yacht consistent with your expectations. There are several consequences of this as follows:
-The yacht may not be to the quality you expect.
-The yard could request additional funds to complete the yacht.
-The yard could go bankrupt.

We feel we have an obligation to advise you of the potential risks of working with a yard which, in our view, has misjudged or misunderstood the quality or scope of work you require. This evaluation has served our client's extremely well over the years.

Non-Legal Advice on the Construction Contract
While we do not offer ourselves as lawyers, again on the basis of our experience with many yards and many contracts, we can provide assistance to your attorneys in formulating a yard contract. Also, being familiar with the construction process, the process of how changes to the yacht are made, and decisions during the construction process, we know where the usual problems occur. Accordingly, we can advise you of ways to protect your interests.

Final Design & Engineering Phase
This is the last stage of the design process, and is the real "meat" of the project. We believe very strongly in complete and detailed design and engineering. It is absolutely critical that the naval architect provide the shipyard as much information as is possible to produce the yacht. Based on this information an experienced yard can develop the necessary shop drawings for the construction of your yacht.

Many yards building large yachts have design and engineering staffs of their own which are very useful in the course of building the vessel. It is important, however, for the naval architect to coordinate the technical process. This is because the naval architect is directly employed by the client to oversee his interests, while the shipyard is working on a contract basis and is trying to save man-hours and material costs wherever possible.

Often the Plan and Calculations List expands or contracts based on how you want to structure the project. For example, should you decide to use an interior designer, the plans associated with this work would be dropped from our list. There are also some technical drawings that the yard can provide. However, these plans should be subject to the review and approval of the naval architect.

The reason for this is straightforward. A yacht is a floating object containing many systems which must be integrated. For example, if you add a Satcom to the navigation station/electronics equipment, this decision will impact the electrical system, aesthetics, weights, trim, stability, and a structural support must be designed which is integrated with the rest of the yacht's structure. For this reason the naval architect is in the best position to coordinate all of these aspects.

Coordination of Outside Consultants
We are very comfortable undertaking all engineering aspects for the design of a typical yacht, but are not too proud to seek assistance from other professionals, when the need arises. For example, we would specify the acoustic treatment for a typical level of noise attenuation. Should you want an ultra-quiet yacht, then we would recommend involving an acoustics expert to assist us in achieving your goals. Again, for the reasons mentioned above, we feel this should be coordinated through the naval architect.

Equipment Procurement Assistance
In the course of designing yachts built all over the world for an international clientele, we become acquainted with a wide variety of equipment. In this way we are familiar with some of the best equipment for the job, and invoke this equipment in the specification. Should you or the yard need assistance in contacting manufacturers or their agents, we can save you time by assisting you in making the contact, or with the purchase itself.

Yard Inspections
While we pride ourselves on providing a very complete design and engineering package, we are also realistic about deviations which can be made from the plans, and changes which inevitably occur in the course of construction. For these reasons we consider inspections important to the success of the project. It helps us to establish a working technical liaison with the yard, allows us to resolve any problems and respond to any questions which inevitably arise during the course of the construction. The inspections also allow us to monitor progress and quality of the work on your behalf.

Review Requests for Yard Progress Payments
Typical contract terms are to make payments based on construction progress. As we are involved in technical dialogue with the yard during the entire construction process, and undertake inspection trips, we are in a good position to advise you when progress satisfies the payment terms of the contract.

Evaluate Yard Extras and Credits
In a project of the size and complexity of a custom yacht, it is inevitable that changes will be made. During the construction process the design will change from two dimensional drawings to three dimensional reality. As a result, it is not unusual for an owner or his design team to want to make some adjustments at this time. It should take about a year to build an average size yacht and two or three years to build a large yacht. In this period of time there will inevitably be changes in technology resulting in new materials and equipment which better suit your needs. It is important, therefore, to allow for a level of flexibility during the construction process.

If your design team (exterior stylist/interior designer, and naval architect/engineer) have sufficient time prior to construction to complete their work, then this would minimize the number of other changes. It has been our experience, under proper conditions, for extras to be within 5%.

On the basis of our experience with many yards over many years, we are able to advise you whether or not the yard is being fair concerning their charges for materials and labor hours associated with an extra or a credit.


Sea Trials
The sea trials are the culmination of everyone's efforts. While the construction process has been monitored very carefully, and some systems have been run prior to launching, the "acid test" is the sea trials. Our typical specification has several pages devoted to the extent of the sea trials, and its protocol.

Sparkman & Stephens would expect to be present during the sea trials to undertake measurements and assist in the evaluation of all operating aspects of the yacht. Inevitably the trials uncover a short list of deficiencies which we would help identify, along with suggestions for correcting these deficiencies.

Assistance During Hand-Over Process
This is the day you become the proud owner of your new yacht. Often there are a few items either unfinished, back ordered, or to be corrected, and, of course, there is a tremendous amount of paperwork and money changing hands. Having been involved in this process in the past, we can provide you with guidance based on our experience.

Follow-Up on Potential Warranty Work
A typical yard warranty, exclusive of equipment manufacturer's warranties, is for one year. There are exceptions to this in certain circumstances. For example, in the case of a fiberglass boat, several of our clients want an extended guarantee against bottom osmosis.

Regardless of the terms of the warranty, Sparkman & Stephens is prepared to assist you and your captain in evaluating any problems, identifying responsibility, and having the building yard properly execute the remedial work. In the event it is not convenient to return to the building yard, we know of very capable yards worldwide, and would assist you in locating an alternate yard, which is acceptable to the building yard.

Ongoing Technical Support
It is the policy of Sparkman & Stephens to support our yachts and assist their owners regardless of the age of the vessel. For this reason we archive our records for safe keeping, including plans and all technical documents, at the Mystic Seaport Museum in Mystic, Connecticut, in the event a question arises. We have ready access to this technical data.

We are constantly receiving inquiries about yachts designed twenty, forty, or even sixty years ago. Because of our extensive records and well organized archives, we are able to respond to these inquiries factually and expeditiously.

What does this mean to you as an owner? It is important in two respects. First, it is a measure of Sparkman & Stephens commitment to the yacht, and second, anyone who is considering purchasing a Sparkman & Stephens’ yacht regardless of the vintage knows that they will receive the full support and assistance from the Design Department.

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Please note:
+ Design #40 was a collaboration between S&S and Herman Whiton
+ Design #44.2 were modifications to a Clinton Crane design (new rig)
+ Design #46.2 were modifications to a Clinton Crane design (new rig)

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Stephens Brothers Growing Up

Here is the home the Stephens brothers, Olin and Rod, grew up in at 146th Street and Walton Avenue in the Bronx, and before moving to Scarsdale. It appears it was within walking distance to the Stephens Coal facility on the Harlem River and next door to Consolidated Shipbuilding.

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Design 163 - Circumstance

Here's a look at her shape.


And finally here's a copy of her beautiful Lines.

Principal Dimensions
LOA 44'-5"
LWL 32'-0"
Beam 11'-0"
Draft 6'-8"
Displacement 26,200 lbs
Sail Area 888 sq ft

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More About Alsumar - Design 11

Alsumar, design #11, sitting out back awaiting restoration! And she's all there and all original. It was all I could do to not ask them to rip the shrink wrap off!

I will draw your attention to the comment that has been submitted regarding our original article about her as follows (posted by anonymous): "She is at Taylor & Snediker in Pawcatuck, RI (it's actually CT but it is only separated from RI by a river so it's as close as you can get) awaiting restoration by an irrational and foolish owner (me)." To the owner: Yes, she would be a sight to behold and please restore her before your NY30 sitting alongside! She is a rare S&S design with the classic "railcar" deckhouse.

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More About Aweigh - Design 24

Aweigh, design #24. It's nice to see as we don't have any images of her on file.

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Design 1335 - Goose

6-meter Goose, design #243, launched in 1938. In 1957 she was completely rebuilt at the Luders Yard in Stamford, Connecticut but with completely new strip planking. Then in 1971 her after sections, rudder and transom were heavily modified to what you see here. Yet the boat today seems to have the original transom. So at some point she was again modified, back to her original configuration.

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Guide Aluminum trawler boat plans

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Topic Catamaran hull design plans

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Design 2586 - Seven Seas

This 12-meter racing yacht was launched in 1935. She is a design by Clinton Crane and built by Henry Nevins of City Island, New York. Crane was a good friend and mentor to Olin Stephens at the time.

Principal Dimensions
LOA 68'-0"
LWL 44'-6"
Beam 12'-0"
Draft 8'-11"
Displacement 60,704 lbs
Sail Area 1,782 sq ft

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Where to get Free pontoon boat plans

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More on S&S 30

Here's the new S&S 30 with the option teak trim: eyebrow, cockpit coaming cap and toe rail. Nice.

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Hot Plywood boat plans the world standard

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Design 2211 - Trojan Eagle

Inca, design #2131. As such please reference those drawings for profile and interior arrangement.

Reviewing the material we have, I can we used the rig plans for Tantara, design #2176.

Principal Dimensions
LOA 45'-0"
LWL 34'-6"
Beam 13'-1"
Draft 7'-1"
Displacement 25,500 lbs
Ballast 11,735 lbs (outside) 1,000 lbs (inside)
Sail Area 903 sq ft

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Design 77B - J-Class Racing Yacht Cheveyo

J-class Ranger design utilized lines 77C because it was found to have the best potential for racing in the sheltered waters off Newport, Rhode Island, Cheveyo will be built using the Ranger 77B hull design for the more exposed conditions of today’s classic regattas. If you recall in 1936 an original series of six hull designs was submitted by Starling Burgess and Sparkman & Stephens to Harold Vanderbilt for the 1937 America’s Cup defense. Each of the six Ranger designs was extensively tank tested by Burgess and S&S to select the optimum hull-form to defend the America’s Cup against the challenger Endeavour II, designed by Charles Nicholson. The ‘Super J’ Ranger was thus born, and went on to triumph decisively over Endeavour II in the 1937 series.

Cheveyo will marry the classic design of yachting’s golden era with modern build techniques of the 21st century. Spirit Yachts will use sophisticated wood/epoxy construction mated to laser cut stainless steel ring frames to create an exceptionally stiff yet lightweight hull.

On deck, this new ‘Super-J’ will remain true to the beauty and grace of the original design. The authentic low-profile deckhouse has been retained, resulting in a clean, unobstructed working deck. Complementing this will be high-modulus carbon spars, carbon rigging, state of the art sails and all the modern sophistication of a contemporary performance yacht that will allow her to be raced competitively against any modern yacht and, most importantly, in the spectacular growing J-Class fleet. Authenticity continues below deck with a beautiful 1930’s-inspired interior.

Here is a sail plan rendering and the general arrangement plan.

Principal Dimensions

LOA 139'-0"
LWL 86'-11"
Beam 21'-0"
Draft 15'-0"
Displacement 392,423 lbs
Sail Area 8,290 sq ft

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Design 2752 - Aileen

48' spirit of tradition sloop.

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Catamaran trawler design

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Where to get Plywood boat building techniques

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Master List - S&S 5.5-Meter Designs

Here is a master list of S&S 5.5-Meters sorted by name, design number and year.

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Classic Yacht Regatta Schedule 2012

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Design 2717 - Residential Barge

This floating home was designed to lie off of a private island. The island is a nature preserve and construction is not allowed. The design brief was for simplicity. The upper deck consists of the owner's suite with large wardrobe and head.

The main deck includes an outdoor terrace, access to the water, great room with seating, cooking and dining areas and two guest staterooms.

All glass panels on both decks are double sliding doors so the entire space can be opened up.

Principal Dimensions
LOA 90'-0"
Beam 30'-0"
Draft 2'-0" (light ship)

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S&S 30 - Update

Here is an image of the hull plug nearing completion and an image of the deck tooling in progress for the new S&S 30.  Click

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Design 1710 - Cybele and the Swan 36

Gaia Class was built by the famous Italian builder Benello, building 19 boats to the design.

Additional boats were also built to this design with slight variations, such as the Sigma 36 Class (built by Cheoy Lee), Rumbuster and many more in both wood and fiberglass. In all I believe 60 boats were built to this design with slight variations, without counting the entire Swan 36 production run of 90 boats delivered.

Here's a fairly complete list of boats.


Regarding Swan, first a little background. The Swan 36 was the very first model for Nautor. Here's the story about the start of Nautor by the founder, Pekka Kostenkyla, in his own words.

How the Swans Were Born
by Pekka Koskenkyla
Founder of Nautor's Swan

It all started as a hobby. I grew up on the coast (Helsinki) and I have always had or wanted to have boats. My first vessel was a canoe, which I built myself in the evenings after school at the age of 14. In fact next year I built five of them for sale. Then nothing much happened in my boat building career for ten years because of school and university, where I majored in economics.

After graduation I wanted to have my own boat, so I started to build a wooden sailing boat of 11-meters. I worked in the evenings and weekends in my father-in-law's shed in Pietarsaari, where I had a job selling paper sacs. It took about 2 years to finish the boat and when it was almost complete a dentist from Helsinki wanted to buy it. I gave him a, what I thought, was a high price and he agreed. So I thought that boat building looked like an easy way to make money doing what I liked. I decided to start a yard.

The first step was to find a name and get drawings. The fact that I happened to think of SWAN was lucky, because I believe that this name and the connotations it implies was important for the success of the company. The other decision, which also turned out to be right and even more crucial to our success, was to choose S&S as designers.

My first thought had been to use the drawings of the boat that I was building, especially as it was just the right size I was looking for. An important factor in the overall length of the boat that I wanted to build was that any boats over 11-meters in LOA were exempt from VAT tax. This was of course a government concession made for the commercial fishermen and nobody had thought of yachts, because pleasure craft in Finland at the time were so small. A few years later this loophole was plugged.

The first boat that I built was designed by a local amateur naval architect and full time teacher of mathematics, Eivind Still. He was naturally disappointed, when I decided not to use his drawings, but Still later became quite well-known in Scandinavia with the many boats that he later designed. At the time I was so ignorant about this business and sailboats in general, that I did not know any yacht designers - not even the most famous. Therefore I went to the local yacht club in Pietarsaari and asked, who was the best designer in the world. I was told that it was Sparkman & Stephens.

I found their address from an old yachting magazine and wrote to the company to tell them, that I needed drawings of a sailboat about 11-12 meters long. No reply! That really was not so surprising, because I did not even have letterheads, let alone a company. I waited some more and then telephoned to their office in New York. I got Rod Stephens on the phone and he told me that by coincidence he was coming to Finland in a couple of weeks to inspect a wooden sailboat being built at the time. He said we could meet. Later I got a message from his client in Finland that he could see me at 6 o'clock in his hotel room in Helsinki. However I was not sure if that was in the morning or the evening and I could not reach Rod to verify, so I decided not to take a risk and went to his hotel at 6 AM. He was there waiting for me. He must have been impressed by my enthusiasm, because that was all I had to show for.

In any case, he gave me the drawings of a 36 feet sloop, which was to be marketed as the SWAN 36. Later he told me that they had been waiting for years for somebody to approach them to design a production boat in fiberglass, but I was in fact the first one to do so. A couple of years later a lot of builders were knocking on their door, but S&S were very loyal to us and did not give out competing designs. The drawings I received from Rod were of a boat already built in wood.

Later I have sometimes thought how was it possible that I got those drawings. Maybe Rod did not take me very seriously after all? When I came back to Pietarsaari I needed a suitable space in a hurry. Outside the town, far from the sea, there was an old brick building, which had been used to process hides (skins). It was empty and I was able to rent it at a very low rate. It needed some modifications like a much bigger door and heating etc., but we had a place to start. I appointed my first wife's uncle as a foreman and we started to hire people.

As I had already built one boat in the area I knew that there were many skillful joiners in the surrounding area of Pietarsaari. Many of them were part time farmers and eager to take a full time job, because their farms were so small that they could not sup-port them. In fact these people were busy only at harvest time during the summer. Many of these people had a small woodworking shop at home and they had been doing doors, window frames and furniture etc. to supplement their income.

These activities were, however, getting uneconomical, because more and more factories were producing these items on a mass production basis and thereby suppressing prices. The other category of workers I was able to hire were small individual boat builders. These were typically also small farmers or sometimes fishermen, who could not fish or farm during the winter because of ice and snow. Their boat building operation was family business, and most of them built wooden fishing boats, but there were some, notably the Branbacka family, who built pleasure boats to customers' orders.

If we go back to the history of Pietarsaari and the surrounding counties we find that this area was once one of the main ship building areas in Scandinavia. This was the era of wooden sailing ships during the time when Finland was part of Sweden. These mostly commercial vessels were built in amazing numbers and with amazing speed. In the Pietarsaari Museum there is more information about all this. In fact a few years ago they even built one vessel to these old drawings on a voluntary basis.

I have gone into all the above in more detail, because it is important to understand that the quality of the workers and their skills in the counties around Pietarsaari is something very special. If I had not had access to these kinds of people we would have failed, especially considering my lack of experience in business in general and running a yard in particular. Fortunately there was no shortage of these highly skilled and motivated people in the area.

We were like a family and run the business as such. One could either say that we had perfect industrial relations or that none of us had ever even heard about such a thing. There was one episode that comes to mind, when I think about the loyalty of our workers at that time. My very first delivery of the SWAN 36 was about to happen. This was the only wooden SWAN ever built. It was built in mahogany. The reason was that I thought we would save money this way, because a fiberglass mold needs a wooden plug and rather than build a plug and then destroy it, we decided take the mold off a real boat that could be sold. All went well except that when the hull mold was being made it cracked the planking of the wooden hull, because when the fiberglass and resin mixture hardens, it becomes very warm, which again dries the wooden hull underneath. These small cracks were repaired, but on a varnished surface they could still be seen.

My customer, a businessman from Helsinki, demanded a discount of his boat because of this. My situation, however, was very simple. If I did not immediately get the foil price in order to pay back a bank loan I would go broke. The customer did not want to hear. He insisted. He even ordered a trucking company to come and take the boat away from the yard. When he and his men with the big truck and the crane came, my men decided to stop the operation by physically blocking entry into the yard. As I had more men and they seemed to be more eager for a fight, my customer decided to pay in full.

The first year we built four boats, the wooden one, which we used for a plug and three fiberglass SWAN 36's. I was able to sell all of them at a very early stage. The most important factor for this initial success was not so much my honest looking face or the fantastic workforce we had, because we had nothing to show. It was the name and reputation of Sparkman & Stephens. It is difficult to understand now how superior in reputation they were compared to other yacht designers. There was only one best choice then. The name and reputation of S&S was built on the winning boats of their design in all ocean racing from the America's Cup, One Ton Cup, Admirals Cup, Cowes week etc. Most of the winners in these races were designed by S&S.

Then came Nautor from Finland, the first to produce S&S designed boats not only in series at a very reasonable price, but also in a new and stronger material than wood. On the top of that, the SWANs were lighter as well, and therefore had a better chance of winning races. Just to broaden the appeal to more potential buyers my sales argument was that because it was built of a lighter material we can afford to make the boat with a nice wooden interior and therefore appealing as a nice family cruising boat as well as a racing boat. This was the argument the racing minded sailor needed to convince his wife. The racing in those days was not as competitive, or rather, the boats were not as extreme racing machines as they are today, so it was in fact possible to win big time with a SWAN that looked like a family cruising boat with heavy teak interior.

Principal Dimensions
LOA 36'-0"
LWL 25'-6"
Beam 9'-8"
Draft 6'-0"
Displacement 14,650 lbs
Ballast 7,440 lbs
Sail Area 545 sq ft

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Design 1998-C1 - Alpa A42

design #1998, a boat named Dida II. She was the prototype for the boat you see here which is described in all of our records as a "motorsailer". It's a bit hard to believe that these boats came from the same tooling as Dida II as the boats are just so different but apparently someone felt a motorsailer model would be a good seller.

Clearly only the hull mold was used. It was a fairly common trick to add headroom by adding a vertical component to the deck above the original sheer and that's just what was done here. That did allow them to add some hull ports which must have made the accommodations much brighter. Alpa used this trick in their other models such as the Alpa 36, design #2172, Alpa 21, design #2204, Alpa A27, design #2241 and the Alpa A34, design #2242.

Here are our own concise designer's comments from the time.

Principal Dimensions
LOA 40'-1"
LWL 32'-3"
Beam 11'-4"
Draft 5'-10"
Displacement 17,100 lbs
Ballast 9,000 lbs
Sail Area 874 sq ft