A Fast Offshore Cruiser - 10. Deck design.

The deck of a yacht is comprised of two areas, specifically the cockpit and the deck. As each area is used differently each will be described in a different section. Also included in its own section in this chapter is anchoring.

The requirements for a good deck design are primarily that the crew is safe when up on deck in adverse conditions. It must not restrict the view forward of the helm and provide enough stowage of items that are going to be needed. The final requirement of the deck is that it should have an aesthetic appeal.

The aesthetic design of the deck should not be done first but in this case the approach that "form follows function" has been taken so it will be carrying on as the practical design is completed.

The deck has a trunk cabin that is there to give adequate headroom for the interior without having very high topsides. This cabin top will provide a good starting point for safe movement on deck of the crew, giving them secure footholds. The raised after section of the superstructure, the pod, will help with getting out of the cockpit and improve the protection of the cockpit from the elements.

The side decks are clear of ropes and tracks etc because of the self-tacking jib; this will make it much easier and safer when going forward, i.e. fewer hazards. All of the control lines are kept on the cabin top or along the guard-rails (jib furler line).

To give the helm a clear view forward the height of the pod has been limited to about 700mm above the cockpit seating, this will allow a typical person to see forward over the pod top. The sides are also angled in to give a clear site line past the cabin when the heeling. This angling of the cabin sides also gives a more computable footing when going forward.

There are various hatches on the cabin top, at least one per cabin, which will allow good ventilation of the interior, very important for hot climates. All these hatches have the hinge in the leading edge to stop any waves etc flooding a cabin.

The main deck stowage is split between the forepeak and the cockpit lockers there is also stowage for smaller items, which handles, ropes, gloves and sunglasses etc in the cockpit caomings and in the anchor well.

The cockpit is the control centre of the boat so it must be usable, comfortable and safe to use during all normal operations.

The cockpit requirements can be split into two groups, firstly there are the sailing and operational requirements. These are the ability to sail single handed, protection from elements, seating for all crewmembers comfortably, steering position, visibility, emergency steering system, stowage, heeling. The second group is the requirements for comfort and luxury in the cockpit. These requirements include sleeping and general living in the cockpit.

As sailing operations are the most import they will be dealt with first. For a boat of this size to be sailed single-handed it is sensible to bring the major sail, e.g. main and jib, controls back to cockpit. Ideally they would all be bought back so the helm could use them all with having to leave the wheel. This is only really possible with a deck layout similar to that of the Open class racing yachts, i.e. flush, open and wide. This is not realistically possible with a coach roof, unless you take the lines under the deck, which the author feels is an over complication of the structure.

If the boat is being sailed single handed it will almost certainly be sailing under autopilot, or there will be one there ready for use. This being so, the control line clutches and winches have been placed on the top of the raised pod, either side of the companionway. Here there is room to operate lines from both sides, say for when reefs are being taken into the main sail.

All of the main sail controls, sheets etc, are taken back to the cockpit coamings, along side the wheel. These include all the sheets and the jib roller furling line. To make the cockpit useable whilst the boat is heeling there is a centreline foot rest that the crew can brace off of. The helm position has a contoured centreline seat and floor so that it is comfortable to helm at.

Easy to use emergency steering is an important safety item. The stock has been taken as high as possible into the helms seat, so that it is easy to fit a tiller to it. With the wheel in the position it is in the cockpit, i.e. well aft, there will always be a problem with trying to use an emergency tiller of ample length. To help the wheel will be removable and the tiller shaped so that is goes over the console.

For general living in the cockpit requirements the side benches have been made long enough and wide enough to be comfortable to lie or sleep on.

This operation can be a quite serious problem with this style of hull. When the boat rides over is chain it is very likely to catch the chain across the forefoot, because the forefoot is so much further forward than on traditional styled cruising boats. They may also be problems with the anchor damaging the hull when it is being raised or lowered.

There are some solutions, some simple others more complicated. Firstly there is a simple bowsprit which sole purpose is carry the anchor, and maybe a spinnaker tack.

The second solution is a foldaway anchor bowsprit, this removes the problem of having a large heavy, very damaging lump of metal hanging over the bow. It will also improve the look of the boat. The problems with this solution is that the bowsprit and anchor need to be swung out before the anchoring can take place, it also takes up volume and adds extra weight in the bow of the boat.

The third solution is the most complicated and also takes up much valuable stowage space so therefore has not really been considered at any great length. This solution is the bomb bay anchor launching and stowage system. There is also the worry of having a large whole in the bottom of the boot, a point of longitudinal weakness.

A cheap final solution is to remove the chain and replace it with rope. This system has advantages in that there is no need for bowsprits etc., the rope will not damage the hull, and this all means much reduced weight in the bows. The problem occurs when raising and lowering the anchor. Even with rope around a windlass someone still needs to be tailing the rope. With a chain system, especially on boats this size were the windlass is very likely to be powered, it is very much easier for a single person to raise the anchor. Whilst raising the anchor they will be able to do another job in the bows, e.g. cleaning the chain before it is stowed, whilst always keeping a watchful eye on the moving chain.

The chosen system is the foldaway bowsprit. This choice may not be obvious based on the norm for a long distance cruiser, but that is the reason that it has been chosen. With the boat being at sea for long times is seems unfortunate not to be able to stow the anchor away safely. If the anchor is being used regally then the bowsprit could easily be left in the ready to use position.