Table of Contents

Introduction
The building of ZEEHAEN was an interesting and in the end a satisfying experience.  Some of you may harbor similar thoughts to build a long range cruiser.  This motivated me to share with you some of the highlights of the experience of the process and the technical concepts.

INTENDED USE
In taking on this project I first tried to define the intended use for the yacht.  I wanted a yacht that could be used for cruising in protected waters such as the inside passage to Alaska as well as on the open ocean for longer passages.
The longer ocean passages required that the yacht be seaworthy and have sufficient range.  The Atlantic and Pacific passages are less than 2300 n miles and with a range of 3000 n miles at a cruising speed of 9 knots and much more at lower speeds the yacht could cross oceans.
Cruising the inside passage required that the yacht be of manageable proportions so it could be handled by my wife and I visiting the many small harbors and anchorages in this area.  Thus we settled on the size of 64' overall.
As we intend to visit areas where the climate is cool even in the summer as well as tropical and subtropical areas I decided that a reverse cycle heating/cooling system was a necessity and not a luxury.
Finally we wanted a yacht that is comfortable to live in for extended periods of time during the year thus the size and layout evolved in a large saloon and masterstate room with an exercise room.

OCEAN GOING TRAWLER AND PASSAGE MAKER
Our previous boat was a classic 46' Grand Banks with twin Cummins Diesels.  We took it up the BC and Alaskan coast for several years and had Wesmar rollstabilizers installed which made the boat much more comfortable especially in beam seas.  The boat however did not have the range and space required for our plans.
A friend brought me in contact with NORTHERN MARINE INC. the boat builder in Anacortes WA. who had Bruce and Joan Kessler's boat SPIRIT OF ZOPILOTE under construction.
I felt that this was a good place to start and was able to review the building process for some time before committing to go ahead with the project.
I ended up with selecting the same hull design and propulsion system as the hull had been tank tested by BC Research.  I reviewed the entire tank test data report and concluded that this combination of hull design and engine selection would meet our requirements of passage making.
The entire hull and superstructure was made out fiberglass which virtually assured us of low maintenance.  There is no teak or other wood on the exterior.
Although I selected the hull and propulsion system of the Kessler's yacht thereby satisfying the range and passage making capability, the intended use of our yacht would be somewhat different requiring us to design our own interior as my wife and I envisioned a traditional interior with an old world style elegance.  Perhaps subconsciously we went back to our roots in Holland.  We had the help from Sylvia Bolton to achieve that goal.

The building process

PRE-AWARD ACTIVITY
The pre-award activity is one of the most important time periods of building a substantial yacht like ZEEHAEN.  This is the time that all the major decisions are made to include in the scope of the project.  These include among others the hull design, the superstructure design, the interior layout, the propulsion and electrical systems, the crane size, the ground tackle and winch, the roll stabilizers, all the galley appliances, the heating/cooling systems, the hydraulic systems and take home drive.
The intend is to finalize as many selections before the final contract is signed with the boat builder so the cost can be much more accurately defined upfront.
This requires substantial time investment for the builder as well as the owner.  We solicited the help of our friend Murray Dorsey and Gil Middleton both experienced yachtsmen and their wives to go over as many details as possible.  Frequently the builder may require some engineering and development costs be reimbursed if for any reason the project does not proceed.  It is however essential that the project is properly defined and scoped before the building contract is let.  A well defined and scoped project has a much better chance to come in on time and budget than one that has major unknowns it in.
This is also the time to make a GO or NO GO decision as the cost of the project is fairly well established.  Major dollars have not been consumed at this point.

THE CONTRACT WITH THE SHIPYARD
After a period of 6 months of pre-award activity, my wife and I and the yard was ready to enter into a contract.  The contract spelled out in detail the scope of the project, its starting time and delivery time and all the technical details we had worked out in the previous 6 months.  The contract becomes the document that will govern during the building period.  The building period is substantial and yard personnel working on the project may change during its course.
The contract called for a fixed price with some allowances and time and material work of the interior not as yet clearly defined.
Changes not specifically included in the contract would be covered by change orders on a fixed price basis.

PROJECT MANAGEMENT
The yard appoints a project manager.  All correspondence, decisions made, change orders, supplier's equipment, questions from the various shipyard departments, scheduling and running meetings, questions from vendors etc. are the PM's responsibility.
The owner must be in close contact with the PM so that proper info flows unimpeded to the workers in the shops.
During the first year of the project, I visited the yard one day per week.  That usually was enough to keep the project going.  The second year, I visited two days per week.  When the boat was in the water, I stayed 4 to 5 days per week until its completion.  The total project lasted about 19 months.

COST CONTROL
Large cost overruns are usually caused by poor communication, improper or delayed decision making, changes made to the basic designs or poorly defined scope of the work to be done.
Change orders should not be considered cost overruns as they are merely additions or deletions from the original scope defined in the pre-award activity and resulting contract.
When the work had progressed sufficiently and the yard could more clearly define the time and material work to completion I asked the yard to firm up the remaining costs and we agreed on a fixed price add on for total project completion.  The project cost came in slightly over budget not counting change orders however the delivery was 4 months late primarily due to excessive shop loading caused by other projects.

Technical details

HULL AND SUPERSTRUCTURE
The entire boat is made of fiberglass with balsa core above the waterline.  The hull was hand laid up in tow halves horizontally and then joined in a vertical position.  The bulbous bow is an integral part of each hull half.  The pilothouse structure was one piece and the soles for each area were made of one piece.  The saloon walls were made individually and glassed together to form the contour of the saloon.
The windows were made integral with the walls and are all fiberglass frames for low maintenance.  The glass is tempered safety glass.

Mechanical work.

MAIN ENGINE
The main engine is a 6 cylinder Cummins NT 855 rated at 320 bhp at 1800 rpm.  This is a commercial engine of known performance and has had many different applications including for use in trucks.  I had the engine tested on the dynamometer in the cummins shop before it was shipped to the yard.  I witnessed the engine come up to rpm and horsepower.  A small pinhole leak in one of the cooling water flanges was discovered and was promptly repaired.
The engine's power/rpm curve matches the boat's horsepower requirement at hullspeed of 10.33 knots.
About 232 hp is required to propel the boat at 9.5 knots and fuel consumption is then 10 gph.  The main's exhaust is dry up until 3 feet before it leaves the hull.  At that point cooling water is added and the mixture is discharged below the water line.  The exhaust has a bypass which is in operation a low rpm and exhausts at the water line.  The muffler is supported with a chair mounted on the gear to reduce saloon sole vibration.
The engine is coupled to a ZF 350 gear with a 3.9 gear ratio.

HYDRAULIC SYSTEM
There are two thrusters by American Bow Thruster: a bow thruster and a stern thruster powered by a 7 cid hydraulic pump on the main gear.  The bow is a double prop and the stern is a single prop.  The hydraulics are supplemented with a 2 cid pump on one of the two Onan generators.  The combined pumps makes it possible to leave the dock against a 25 knot cross wind.
The anchor winch and the Nautical Structures Crane are powered by the hydraulic system as is the take home drive.

TAKE HOME DRIVE
One of the two generators has a PTO that drives a 2 cid hydraulic pump.  This pump can supply oil to the hydraulic motor that is coupled by a chain to a sprocket on the main shaft.  During the seatrials and with the chain installed the hydraulic motor propelled the boat at a speed of 5 knots.  By sizing the two generators the same and equipping one with the take home pump it is virtually assured that take home power is available especially when the two generators are used intermittently.

HEATING AND COOLING SYSTEM
The boat is equipped with a Marine Air reverse cycle heating/cooling system which uses about 10-15 A of 220V power.  For areas where 220V power is plentiful such as the US east coast this is no problem  However in many areas including the inside passage to Alaska this is not the case.  Heating is more of a requirement in Alaska than is cooling.  Therefore I supplemented the heating cycle of the Marine Air unit with a Webasto hot water boiler.  The 180 F water is used to heat the 5 airhandler coils which eliminate the use of the system's compressor, the high energy user.  The boiler uses #2 diesel for fuel and runs at 24 Volts.  The boat is comfortably warm even at temperatures in the teens while at the dock.  There are 5 airzones in the boat all thermostatically controlled.
The Webasto boiler also makes hot water for domestic use.
Cooling requires us to run one of the generators when underway which we do most of the time anyway.  It is a good way to load up the generator.

ELECTRICAL SYSTEMS
There are two Onan generators each rated at 15 KW at 220 V.  One is equipped with a power take off coupled to a hydraulic pump that will drive the take home drive.
The main bus splits in two sections bus A and bus B normally connected through a bus breaker.  This allows us to run two 50 A 220 V inputs in the boat.  This is especially helpful when at the dock in hot climates when air conditioning is required.
The system's main voltage is 220 V AC.  The DC voltage is 24 V and 12 V.  All interior lighting is 110 V AC while exterior lighting is 24 V DC.
Most common users of relatively low amperage are powered by a 4000 W Trace inverter.  The inverter gets its power from the generator, dock or the 1050 AmpHr. house lead acid wet cell deep cycle battery bank.  Typical users tied to the inverter are: all interior lighting, the refrigerator, one of two domestic water pumps, all electrical outlets, the garbage disposal, the radiant heating re-circulation pump and the microwave oven.
The house bank is recharged by the inverter, the battery charger or the 180A 24 V alternator coupled to the main engine.  The secondary 65 A 24 V alternator on the main engine charges the gelcell starting batteries.  The capacity of the starting batteries is 370 AmpHrs.  Both battery banks can be cross coupled in emergencies.
The system is equipped with a Glendenning remote operated cable retracting and storage system.

FUEL HANDLING
There are 4 fuel tanks capable of carrying 2800 gallons of #2 diesel fuel.  The forward tank holds 950 gallons; the two wing tanks hold 850 gallons each and the day tank holds 150 gallons.
The tank are filled with a 2.5 inch diameter ss line fitted with a camlock filling coupling.  This allows us to fill the tanks under pressure at 50 to 60 gpm.  This requires large size vents.  Lights indicating the tank is full are mounted on each tank.  The tanks are made of fiberglass and are glassed to the hull.
The fuel manifold enables one to fill any tank and transfer fuel to any tank.  The day tank is mounted underneath the main engine and is fed by gravity from each wing tank, thus avoiding imbalance when fuel is drawn from the tanks.  This keeps the yacht level without the need to transfer fuel while underway.
The fuel system includes a magnetic bacteria destruction system called DeBug system.  Fuel is pumped passed the magnet thus rendering the bacteria's reproduction system inoperative.  Piping and manifolding to "DeBug" each tank separately is included.

DOMESTIC WATER SYSTEM
The potable water system has two 110V JetPac water pumps.  One is spare of the other and one is wired to the inverter system.  Most plumbing is copper pipe.  A hot water recirculation pump keeps hot water circulating for instant availability at the faucets and shower heads.
The water tank holds about 1000 gallons.  A 600 gpd SeaRecovery water maker is installed in the lazarette.  A 30 gallon hot water tank is piped to the boiler water heat exchanger or can also be heated by the main engine's water or can be heated electrically.

WASTE WATER SYSTEM
The blackwater is collected in a 150 gallon fiberglass tank which can be emptied through a deck opening by a pumpout facility or by means of a Edsen diaphragm pump of 40 gpm capacity, at sea.  By opening a single bronze threeway valve, the Edsen pump also serves as emergency bilge pump in case that becomes necessary.
The gray water goes to a small holding tank and is pumped over board.

INTERIOR LAYOUT
My wife and I intend to use the boat as a home away from home and that prompted us to make the interior as comfortable for the two of us as a luxury condo.
The main saloon is approximately 13.5 feet wide by nearly 19 feet long.  Standard size furniture fits comfortably in this space.  The furniture is a 6 ft. couch, 2 large chairs, a coffee table, a lamp table, a dining table for three or when converted for five.
The galley is equipped with standard size Kitchenaid appliances and a Subzero side-by-side refrigerator.  There is a trash compactor, a dishwasher, a garbage disposal, a microwave oven, a regular oven and a cooktop.  The galley is all electrical.
The pilot house includes a day bed and a double helm seat for cruising together.  A chart table and drawers for conventional charts and a navigation desk together with the appropriate instruments and electronics completes the layout.
Below is the large master state room with near King size bed and the exercise room up forward off the main state room and closed off with glass doors.  The room holds an excercycle and weights.  Aft off the king size bed is the bathroom with large shower.  Storage is available in hanging closets, drawers and a walk in closet.
The guest state room has two bunks.  One is just a little smaller than a double bunk while the top bunk is a single bunk.  There is ample storage space.  Off this room is a guest shower and bathroom.  Opposite the guest state room is the utility room which holds a full size washer and dryer.

THE ENGINE ROOM
There is standing up room in the engine room for the most part.  Besides all the machinery there is a large work bench with tool chest.
One can observe the engine by walking around it during operation.
The engine room holds the 2 generators, the chiller, the boiler, and all the other ancillary equipment necessary to propel the ship and keep it comfortable.  The central vacuum found a place here as well.

EXTERIOR LAYOUT
The fly bridge has a full compliment of instruments to enable us to run the boat from there.
The boat deck has room for the 16 feet Arima hard hull tender and a 12 feet Nautica inflatable.
The larger boat for fishing and the smaller one for running to shore when for anchor.  Two kayaks complete the tender package.
The boat deck holds the Nautical Structures crane for launching the tenders.  The crane will reach 358 degrees and tenders can be dropped at the swim platform.
There is a walkway on each side of the saloon and they connect with the cockpit with has a steering/control station on the starboard side for docking to starboard or stern in.
There is a starboard bulwark door and one in the stern on the port side.
The foredeck holds the hydraulic anchor windlass and ground tackle consisting of a 250 lbs Fjorfjord anchor 90 feet of chain and 600 feet of 1 inch three strand nylon rope.

THE ELECTRONIC PACKAGE
The engine and gear controls are MMC electronic while the steering is hydraulic.  The auto pilot is by WH Autopilot AP4.
Two Furuno radars, a Furuno depth sounder and B&G depth sounders are supplemented by the Wesmar 800D Sonar system.
There is a B&G anemometer, a conventional compass and a magnetronic compass.
A 20 alarm point panel monitors various critical engine, generator and other operating parameters throughout the boat.
There are 2 VHF SEA radios and a SSB SEA radio.  A Furuno weather fax and a SeaStation system keep an eye on the weather.
Navigation is by Compaq computer using Nobeltec software and two DGPS receivers.
A closed circuit TV monitoring system keeps an eye on the ship's surroundings mounted in the mast and two additional cameras one mounted in the engine room and one in the cockpit.