The naval architects’ role in the process
the structures over-laminated and not simply glued to hull and deck. On the other hand, modern series boats’ interiors are assembled in few big blocks out of hull and then put inside, making the access to many areas difficult if not impossible. Therefore we worked very hard with Bavaria technicians to define the furniture design and assembly sequence to allow the over-lamination of the structural bulkheads to hull sides, especially in the critical areas such as chainplates. Obviously for the bottom structure this
We at Cossutti-Ganz Yacht Design (CCYD) are often asked to provide not only naval architecture and design but also the engineering for a boat project including structural design. For a series boat this means not just the lamination plans, but also how the boat is built and assembled. Man-hours are always one of the biggest
figures of any boat manufacturing cost, from a TP52 to a series-built boat. Even if, for the latter, the numbers are in the four- digit instead of the five-digit range required for a racing prototype, the designer’s task is not only to make the boat fast, nice,
but not cheap in terms of quality!’ However, boats have become more
and more complex with the advance of possibilities and options in all areas. The increasingly abundant specifications of each yacht pose a true challenge to designers and builders alike, not just in designing a yacht that can accommodate all of the theoretically available extra items, but then translating the design into a construction that takes changes in waterline trim into account, with each
seaworthy and stiff, but also easy to build. Every boatbuilding yard has its heritage
and preferences on the manufacturing process depend on the boatbuilders’ skills and yard assembly methods and facilities. Our task is to integrate and develop our structural project, building up a close relationship made of open talks with (and not against!) the yard tech office and production. This connection between our office and the yard is fundamental to reach the target. For example, to guarantee the boat’s stiffness and long life, we prefer to have
new option added – extra battery banks, bow or stern thrusters, generators and so on. This is a giant puzzle than can only be solved through the interplay between designer, engineers and production planning at the yard. If, for example, an extra bank of batteries is to be added, the production planner might say ‘let us put them here to starboard, this is the easiest place and we only need one metre of wiring’. That is an advantage, but then the designer or engineering department
is extremely important, especially the keel area. The trend is to laminate a big hull liner outside the boat, sometimes at a subcontractor’s premises, and glue with adequate paste to the hull bottom. This seems easy in theory, but we know that for several reasons it’s not straightforward. For this reason, especially in the
critical keel area we prefer to go the old way and laminate the structure to the hull. This ensures a good bonding and makes the boat stiffer. The downside is that it’s more time consuming and once again the structural designer must work with yard to find the correct, sometimes creative, solution to match the man-hours target with the desired overall stiffness. This is not an easy task, but the
reward is the feeling of sailing a properly built, stiff and therefore faster and more comfortable boat.
will check how this will affect the trim of the finished yacht and say: ‘No, it must go to the port side, even if this means more wiring, because otherwise the trim will be affected’ – and so on. The interaction between the external
designer and the in-house design and construction team begins almost from the first ideas for a new boat. The construction team will have to translate into efficient production what the designer has come up with in ideas, and the result will always �
After 45 years, Bavaria Yachts’manufacturing facility in Giebelstadt, Germany remains a showcase of production line innovation SEAHORSE 61
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