P.A.E. today confirmed that hull #1 of the new Nordhavn 63 is in final preparation for shipment from the factory in China to Florida, where it will be commissioned and available for inspection. The N63 is a development of the N55/N60 series, with new deck and engine room molds. With its beam narrower than the N62, it will fit in places the latter cannot.

Bow-on Shot of the New Nordhavn 63

The N63 is described by PAE as an aft-wheelhouse version of the N60, retaining some of the saltiness of the original N62 but with the narrower beam.  In the accompanying photos, you can see it in the “tank” at the factory in China undergoing its first tests and systems checks. P.A.E. President Dan Streech told me yesterday that they hope to ship the boat by mid-September and have it available for viewing by the end of October.

Stern View of the New Nordhavn 63

Port Bow Photo of New Nordhavn 63

View of Foredeck on New Nordhavn 63

Port Quarter View of New Nordhavn 63

Starboard Quarter View of New Nordhavn 63

Portuguese Bridge on New Nordhavn 63

Copyright © 2010 by OceanLines LLC.  All rights reserved.

P.A.E. Artist's Rendering of New Nordhavn 78 With Blue Hull

Pacific Asian Enterprises, Inc., today announced that it was building a new 78-foot yacht that fuses traditional Nordhavn passagemaking design with “European” styling.  The project is already underway and the first hull will be complete in 2011, according to P.A.E.  First public reveal of the new project is planned for next week, with a press event at the Dusseldorf Boat Show.

Here are the details announced today, taken from the P.A.E. press release:

The N78 will serve to fulfill the needs of the class of boater who wants the proven ocean-crossing capabilities of a Nordhavn combined with the sleek lines comprised by typical European-style yachts. “This design will appeal to a whole faction of clientele who tend not to prefer the traditional expedition-type look of a Nordhavn,” says PAE’s vice president, Jim Leishman. “The N78 will evoke a contemporary European feel without losing the dynamic of being a Nordhavn.”

Key to the design is the emphasis Chief Designer Jeff Leishman has placed on outdoor living, starting with the flybridge. The N78’s flybridge will feature a Jacuzzi, wetbar, barbecue and a large open deck area perfect for entertaining. Meanwhile, the foredeck – a typical lounging hotspot on most European boats – has been designated the ideal outdoor “chilling space.” The cockpit of the N78 has been opened up, too, further enhancing entertaining possibilities.

Another draw of the new 78 is that it better segregates the crew from the owners and their guests. Like the entire Nordhavn product range (with the exception of the N120), the N78 was intended to be operated without a captain. However, Leishman has designed engine room access in the transom so that employed crew can enter the area without impacting company on board.

The new N78 will come equipped with twin engines, have ocean-crossing capabilities with a range of 3,000+ miles and superior fuel efficiency. The interior will feature an updated, modern design aesthetic that includes sumptuous owners’ accommodations and two superb guest rooms all with ensuite heads; crew quarters and off-watch quarters.

Although the lines of the N78 will have a European flair, Nordhavn feels the yacht will appeal to international and American markets alike. “The beauty of this design is that it’s a Nordhavn, so you’ve got comfort and confidence while underway, but the benefits will be realized when you’re not passagemaking,” notes Nordhavn Europe’s Philip Roach. “The added elements will really allow you to enjoy your time on board once you’ve arrived.”

LOA:                                       78′-1 1/4″ (23.8m)
LWL:                                       69′ 0″   (21.03 m)
BEAM:                                    21′ 0″   (6.4 m)
DRAFT:                                  7′ 8″   (2.34 m)
DISPLACEMENT:                252,000 LBS   (114.3 METRIC TONS)
WATER:                                 600 GALLONS  (2,271 LITERS)
FUEL:                                     5700 GALLONS  (21,575 LITERS)
HOLDING TANK:                 300 GALLONS  (1,135 LITERS)
GRAY WATER:                    300 GALLONS   (1,135 LITERS)
PROPULSION:                     Twin  Cummins QSM11DM-425 Engines
HORSEPOWER:                 425 HP@1800 RPM

Material taken from P.A.E. press release

Copyright © 2010 by OceanLines LLC

New Artist Rendering of First Nordhavn 120 Aurora

 Pacific Asian Enterprises has confirmed to OceanLines that it has sold its first N120, a true megayacht with a pricetag nearly three times the next biggest Nordhavn, the N86.  PAE President Dan Streech confirmed the purchase to OceanLines and said the buyer is a long-time Nordhavn owner, now purchasing his fourth vessel from the brand.  For a look at some of the design details of the N120, see our original article about the program launch here.

Construction of N120-01 will begin in January 2010 and delivery is scheduled for August of 2012.  The relatively modest construction time for the first of a new model is the result of the fact that all the molds and plugs are already finished at PAE’s Xiamen II factory in southern China.  Designer Dee Robinson is working with the owner to finalize the interior design details.  Since the hull is to be painted, final decision on hull color will wait until construction is well along.  The megayacht will be ABS-certified.

The N120 has to be considered the ultimate achievement so far for company Chief Designer Jeff Leishman.  Although 50 percent larger than the next-largest Nordhavn, the N120 will be recognizable to fans of the Nordhavn brand.  Leishman and his deep and talented engineering staff have translated many of the traditional Nordhavn lines and design details into a megayacht that will weigh nearly as much as a  Boeing 747-400; some 800,000 pounds.  Even the factory itself, the Xiamen II facility, was designed with this vessel in mind, with everything from the footprint, to ceilings to overhead crane capacity intended to be capable of handling something this size.

The owner of N120-01 has previously owned an N62, N76, and N86, and, according to Streech, is “a joy to work with; knowledgeable and experienced with the new-build process.”  Streech said, “We are very appreciative and excited to receive the order on Nordhavn 120 #1, which will be this owner’s fourth Nordhavn, so there is comfort and experience on both sides which will help elevate the N120 project to a spectacular megayacht level. Our new factory in Xiamen China was expressly designed to accommodate the N120 production line and our 35 years of experience in designing and building over 800 ocean going yachts has prepared us for this exciting moment.”

The price of the Nordhavn 120 is approximately $19 million.  For reference, the typical price of a Norhavn 86 is less than $7 million.

Copyright © 2009 by OceanLines LLC

Nordhavn 55 Shows Off Classic Profile -- Photo: PAE

Editor’s Note – In this series we feature a Q&A with the leading executives of passagemaking boat companies.  The first installment features the thoughts of Dan Streech, President of Pacific Asian Enterprises, the parent company of the famous Nordhavn brand of passagemaking boats. The following bio is taken from the Nordhavn website:

Dan’s boating career began in high school with the purchase of a small cruiser used for SCUBA diving and exploration of Catalina Island and the California coastline. Upon graduation from California Polytechnic State University, Pomona in 1970 with a degree in business, Dan and his family cruised for a year aboard their lovely yawl Malabar VII. Unfit for “office” work after that, Dan became a yacht salesman in 1972. In 1974, he opened a small yacht brokerage in the still young Dana Point Marina. That brokerage was the nucleus which developed into the present day Pacific Asian Enterprises. Dan has done every job in the company at one time or another, but he is proudest of the fact that for over 30 years and through turbulent times and changing world situations, he has helped guide PAE from its tiny humble beginnings to a world recognized and respected company. The safety, health and integrity of PAE, the quality, value and innovation of Nordhavns and the respect and appreciation for Nordhavn customers and PAE employees are Dan’s highest priorities.

The questions asked are all from OceanLines and the answers from Dan Streech are verbatim.

———- 

1. OceanLines:  How long did it take for P.A.E. to really come together and begin making money as a boat-builder?

Streech:  We began in 1974 and I would say that we “broke free” and started making a legitimate profit and decent personal incomes in 1995.

2.  OceanLines:  What, in your mind, defines the Nordhavn “brand?”  In other words, what is it about Nordhavn that customers and boaters think, that they don’t think about other brands?”

Streech:  The passage making ocean crossing capabilities of the boats together with the looks, style and quality. Anyone whose heart beats faster when they see a rusty tramp steamer probably dreams about plying the oceans of the world and that kind of passion drives the Nordhavn brand.

3.  OceanLines:  What was the smartest (or luckiest) single tactical business decision you and your partners have made over the years?  I realize no company gets as far as PAE on one success, but just for discussion’s sake, let’s pick one “pivotal” decision… 

Streech:  Following our intuitions rather than the advice of people from outside of the boat business.

4.  OceanLines: Obviously, a successful company brings its own creativity to its products and services, but it also has to listen to its customers.  What are some examples of ways in which customer requests or inputs have led to changes and innovation in Nordhavn boats?

Streech:  Most of the evolution from simple boats (which were based on our Mason sailboats) to elegant and complex boats has come from the requests of Buyers.  What seems laborious and “too much trouble” when asked quickly becomes the norm as the bar keeps getting raised.  Without the customers pushing us, the evolution would be slower.

5.  OceanLines:  As a young man you participated in some, shall we say, “adventurous” passagemaking.  As we write this there are several “adventurous” passages being made by Nordhavn boats and owners; some of which might even be called “risky.”  While I’m sure you’re proud of the accomplishments of both boats and owners, do you ever worry about some of the challenges being posed by these trips?  I’m thinking here, for example, of non-ice class fiberglass boats doing ice-breaking work and the like… 

Streech:  Well, we know that both of this summer’s adventures had happy endings.  That said, we do worry about it and in fact, there were several naysayers who believed that Sprague’s passage was too risky.  I personally didn’t think that it was too risky.

N56-01Motorsailer Under Sail -- Photo: PAE

6.  OceanLines:  To what extent is PAE continuing to look at more advanced propulsion technology, such as hybrids, diesel-electric, fuel-cell, etc.?  What are the “long poles” in those tents?  With all due respect to Beebe, would you ever consider catamaran or SWATH hulls? 

Streech:  The two DE boats that PAE built were complete failures and we will never attempt that again during my tenure at PAE.  Given the energy losses in the making and consuming of electrical power and the fact that a boat doesn’t give any opportunities for “regenerative” power (such as braking on a car), there were no gains found. The concept seems still born in my opinion.  Catamarans or SWATH hulls are not on our radar.  Frankly, the more experience we get, the more we come full circle back to the basic Beebe concepts. Also, we have a full fledged battle against complexity; but unfortunately, it is a losing battle.

7.  OceanLines:  If you could have three wishes granted from your suppliers – of any category; systems, equipment, materials, etc. – what would they be? 

Streech:  Make sure that the product is fully developed and free of bugs before it is made available, understand that their product must not be temperamental or subject to interference with other  products on the boat, provide friendly rapid competent worldwide service.

8.  OceanLines:  The relatively dramatic growth in recent years of the “trawler market,” to the extent there is such a single market, seemed to be significantly a result of boomers moving from sailboats to power boats.  These were (are) people at or near retirement, with money to spend on a vessel like a Nordhavn.  Has this demographic (if that assessment was correct) changed at all recently?  Do you see a way for younger customers and families to get into a Nordhavn? 

Streech:  I think that your assessment is accurate. I haven’t seen any good way for younger customers and families to get into a Nordhavn.  There are of course the exceptions such as the Grabs who made a recent circumnavigation and the families who are cruising with children using home schooling.  We absolutely cheer them on and I think that it is great, but I don’t see that becoming the norm.

Nordhavn 75 Expedition Yachtfisher Hull #2 in Florida -- Photo: PAE

9.  OceanLines:  Has your team done any conceptual planning for designs significantly different from the traditional “shippy” monohull, full-displacement Nordhavn?

Streech:  Yes, there is a BIG secret brewing in Jeff Leishman’s office.  Stand by.

10.  OceanLines:  Given that most yachts are still largely made “by hand,” even if their designs and mold plugs are from 3-D CAD drawings, how much can you expect to achieve in containing or reducing the costs of building?  Why are China and Taiwan still the right places for you to build Nordhavns? 

Streech:  We don’t try very hard to control the “hard” costs of a Nordhavn. We have been over this subject many times, and there isn’t much that can be done (OK, I know that the manufacturing guys out there are freaking at reading this).  We actually go the other way.. Given that there is a base line of costs that can’t be improved upon no matter what you do, the dynamics reveal that for “a little bit more”, you can have the best of everything from start to finish.  The biggest wastes of money come from mistakes and interrupting a smooth flow of production, so we spend a lot of time on those subjects and very little time on “where can we cut”.

Copyright © 2009 by OceanLines LLC

N6301 Hull With Maintenance Strake Highlighted -- Original Photo Courtesy of PAE

We ran a story yesterday with some new photos of the Nordhavn 63 debut hull in construction at the factory in China.  As many of our readers know, part of the Nordhavn “mystique” is a result of the reputation of its full-displacement, bluewater hull designs.  These are the products of PAE’s chief designer Jeff Leishman, younger brother of one of the company’s co-founders and design contributors, Jim Leishman.  Over the years, the basic hull designs have been continually refined and have benefited from tank testing and analysis.  If you look closely at one of the photos from yesterday’s article, which I have marked up here with a black oval and arrow, you will see a somewhat unusual appendage on the bottom of the hull where the keel fairs into the flatter line of the hull bottom.  It looks in this angle to be a kind of bulbous addition to the hull.  Being a reporter and not afraid of my own naiveté, I decided to ask PAE’s Dan Streech about it.

“We call those ‘maintenance strakes’,” says Streech.  “They provide the room inside of the boat to walk around the engine.”  It sounds like an interesting way to add depth to the engine room.  Obviously, it would slightly increase the displacement of the hull, but I wondered how they came up with this idea and what the effect is, hydrodynamically speaking that is.  The answer Streech provided sheds a little light on the nearly unlimited sources of imagination and inspiration of the Leishmans.  According to Streech, “Jeff and Jim conceived and invented those while sitting on a turbo-prop plane and noticing all of the bumps, bulges and nacelles which didn’t seem to prevent the plane from flying.”  Streech adds, “We tank-tested them and actually found a reduction in drag (for reasons which were never fully explained).”

Cessna Caravan with Baggage Fairing -- Photo: Wikipedia Common License

In the photo above, you see a Cessna Caravan, a turbo-prop-powered passenger and utility plane which uses a large faired extension on its fuselage (the “hull” of an airplane) to achieve a similar capacity increase.  Given that the aircraft is not designed for speeds higher than a couple of hundred miles per hour (relatively slow in commercial aviation terms) the drag penalty is negligible.  It would probably be somewhat different if the Caravan were intended to fly supersonically, but that’s a different kettle of fish.

Copyright © 2009 OceanLines LLC

Nordhavn N63-01 Deck Plug Under Construction -- Photo: PAE

Pacific Asian Enterprises’ President Dan Streech reports that the hull mold for the new N63-01 is complete and workers at the Nordhavn China plant are finishing the deck plugs, after which molding will commence.  In these first photos of the boat under construction, you can see the way the vessel will look when superstructure is completed and mated to the hull.

Nordhavn N63-01 Deck Plug Under Construction -- Photo: PAE

The N63 is the latest iteration of the N55 hull design, but incorporates the larger cockpit and boat deck of the N60.  PAE has already sold two of the N63s, and this first hull is scheduled to be completed in May 2010.  You can read more of the details of this fourth-generation Nordhavn in our original story about the program launch here.

Nordhavn N63-01 Deck Plug Under Construction -- Photo: PAE

In the photos with this story, workmen are putting the finishing touches on the wooden plugs for the main and upper deckhouses, including the pilothouse.  Streech reports that interior construction is also well underway. 

Nordhavn N63-01 Deck Plug Under Construction -- Photo: PAE

If all continues to go to plan, the first N63 could be completed less than a year from the time the first order was placed.

Copyright © 2009 by OceanLines LLC

Nordhavn 56 Motorsailer Under Sail -- Photo: PAE

OceanLines readers are, for the most part, experienced boat owners themselves and most of them have a story or two to tell about their experiences with customer service.  It’s human to focus on the negative experiences; those times when a company failed to deliver on its expressed or implied level of service or quality of product.  But among the fundamental truths of the business world is the one that says a company can make a mistake, or suffer a third-party calamity and still be a good company.  It’s all in how the company reacts to the problem; how they ultimately stand up and face the problem.

In our most recent story, we reported on the accident last week in which a brand new Nordhavn 56 Motorsailer was damaged and sunk during an its unloading from a cargo ship.  Vessel Assist San Diego was able to salvage the yacht quickly and it is now up on the hard being inspected.  What follows is a remarkable description not only of the accident but how PAE developed and implemented a creative solution for its customer.  Dan Streech is co-Owner and President of PAE and he related the sequence of events.

Dan Streech’s description of the accident day’s events:

“Yes, there was a terrible accident last Saturday during the off-loading of MS56 #5 from the ship in San Diego. The Nordhavn was being lifted from the ship to the water in a conventional “two crane pick” using the ship’s cranes. The cranes were being operated by San Diego based Longshoreman who insist that the ship’s crew must stand aside while in that port. Lifting the yacht by the shipping cradle, one crane controlled the front and the other the back of the yacht/cradle. As the operators began their synchronized swing over the water, the operator at the bow inexplicably continued lifting.. When the yacht/cradle got to about 45 degrees, the poor Nordhavn spilled out the back and crashed to the deck of the ship and then into the water- total fall about 40-50 feet.

The contact with the ship mortally wounded the boat. She landed stern first in the water and righted herself but sunk in 35 feet of water within about 15 minutes. She was raised by Vessel Assist about 6 hours later using the “inflated bag” system and was brought to a San Diego shipyard.

Project manager Pete Eunson called Jim, Jeff and I within a few minutes and it wasn’t long before the PAE cell phone system was jammed with calls to all concerned.”

While part of the team worked on handling the insurance issues, the PAE leadership team assembled to discuss what they could do for the customer.  Streech continues his description with that subject:

“Simultaneous with the safety/legal/insurance side of this story, we of course had the customer/Buyer to think about. The gentleman who ordered MS56 #5 put a tremendous amount of thought, effort and passion into the project and was poised to depart on a dream cruise as soon as the boat was delivered. #5 was the first of the “without sailing cockpit” versions of the MS56 and this special option was developed for this Buyer. The design change turned out beautifully and the boat (with her blue hull) was absolutely gorgeous- in fact, stunning. Salesman Eric Leishman called the owner right away and kept him informed as the disaster developed and the eventual sinking took place. A meeting with the Buyer was scheduled for Monday morning to discuss the options going forward.

Prior to the meeting with the Buyer, Jim, Jeff and I together with a group of our managers met to pool what we knew and develop the several options available to the Buyer.

I was half way thru my soliloquy presentation to the Buyer when he raised his hand and cut me off saying “Ladies and Gentlemen, I want another boat just like the one that was lost. Build it for me ASAP- and, I want to continue with my cruising plans; what can you do for me?”

Before lunch, we had crafted a plan in which the Buyer would buy hull #2 which is in our Dana Point inventory. We would proceed to build an exact copy (which will be hull #8) of hull #5 (the lost boat) and we would take hull #2 back in trade when hull #8 is delivered in about 12 months.

The contracts were signed on Tuesday morning. Ta Shing (who was also put on notice on the Saturday of the accident) is spraying gel coat for hull #8 as I type this.”

Bottom line from the customer’s perspective?  He has a beautiful new boat — one very close to the one he specified (see the drawings on his unique configuration for the 56 MS here — he asked PAE to build a version of the MS without the sailing cockpit forward of the pilothouse).  In the meantime, the PAE factory has already begun building his new boat.  And all of this business concluded within 72 hours of the initial accident.  Yes, it helps that the customer proved to be, in Streech’s words, “logical, fair and sensible.”  Streech notes that for the remainder of his career with PAE “there will be a special gold star next” to this customer’s name.   It seems PAE itself has probably added at least one more gold star to its own industry-envied reputation as well.

Copyright © 2009 by OceanLines LLC