(cold hard science blended with the art of yacht style)
“H.A.R.D. Yachts” is a Limited Liability Corporation operating in Florida. Our marketing and sales staff is located in Ft. Lauderdale. Our design and engineering personnel are located in Florida.
H.A.R.D. Yachts has a long experience practicing “virtual shipyard” methods so the actual shipyard location can vary depending on the requirements of the buyers. Our founders have relationships with facilities in Florida and also outside the US. Our shipyard management team emanates from Florida with a “maker’s list” “ of an “A” rated vendor base worldwide.
H.A.R.D. Yachts (Historic Armour Reinforced Design Yachts) has a corporate mission to scientifically produce the strongest, the most seaworthy, and safest possible vessels for their intended use. The present project under study now, is a rugged expedition style hull form that has a superstructure with the beauty of a fine motoryacht.
The requirement for Armour reinforcement for these yacht designs shall be engineered to achieve a MARPOL Polar Ice Class “C” rating. Additionally, according to the International Association of Classification Societies (IACS), a Polar Class rating system, the level PC6 ice strengthening, shall be the goal.
At H.A.R.D. Yachts we believe the yachting community will benefit from a deeper knowledge regarding ice strengthening by design. For instance, if your 100 foot yacht is capable of serious exploration into Polar regions, it stands to reason that when the yacht is moved to a sub tropical environment, it is now in a best case scenario. Since the yacht was constructed with extra toughness and more seaworthy characteristics than the lighter scantling Equatorial and coastal vessels, it stands to reason that the H.A.R.D. Yacht will give its owners a higher sense of safety and security.
At H.A.R.D. Yachts we believe that extended cruising alone in isolated regions may present some danger from pirates. Naturally this worst case scenario is unlikely to ever occur. Merely as a precaution, we believe the yacht owners would benefit from a scientific use of Armour reinforcement strong enough to stop small rounds fire.
At H.A.R.D. Yachts we believe all ocean exploration eventually leads the yacht into shallow harbors. To minimize the risk of grounding, our designs are engineered to maintain ocean going comfort and seaworthiness with a shallow draft. We achieve this with practical uses of fixed and movable ballast, gyroscopic stabilizers, and extensive tank testing coupled with CFD (computer fluid dynamics).
To this end, when the hull will be a GRP composite lamination, there shall be an outer Kevlar skin in key locations. Around and below the waterline the Kevlar belt shall be double thickness (Kochi- double hull design). Around the bow, the Kevlar shall be double thickness. Along the centerline keel from the forward stem to abaft amidships the Kevlar shall be double thickness. The twin skeg keels protecting the running gear shall be either Kevlar double thickness or a steel bolt up structure. The Kevlar shall be further protected from osmosis with a West System, epoxy resin. In addition to the Kevlar, the forefoot of the bow, the vertical cutwater at the stem, the anchor pockets, and the keels shall be further reinforced with stainless steel cladding.
The superstructure above the main deck shall be an infused GRP. The Hardtop and the mast shall be Carbon Fiber. All of the window material shall be mineral glass, resourced, and based upon its ballistic strength to withstand severe storm conditions in all climates.
When our buyers prefer metal, we are prepared to build the larger designs with a steel hull and aluminum superstructure. The metal chosen to reinforce the hull for the double cladding will likely be a US manufactured high strength, high toughness, HSLA -80 (high strength low alloy) type steel. Thus the bow stem and the immediate area at and below the waterline can be toughened to a very large degree.
The stabilization shall be from ship stabilizing gyroscopic technology with a pair of internally mounted Gyro stabilizer blocks mounted centerline along the keel fore and aft. This technology has been developed since the late 19th century and only in recent years proven to be effective in large scale production.
The centerline keel shall be able to carry the 2/3’s of the grounded weight of the vessel on a hard surface. The twin skeg keels aft, that protect the propellers and running gear shall carry 1/3 of the ship’s grounded weight. This feature allows the yacht to stand structurally balanced fore and aft as well as athwartships, either on a sea shelf at low water or during a haul out for service. When exploring from the tropics to the arctic, it is an advantage to be able to enter shallow anchorages with no fear of damaging your running gear or maintaining an even keel.
The twin screw propellers, shafts and rudders shall be mounted within the twin skeg keels which offer a natural protection from flotsam and jetsam, submerged logs, and small ice flows.
There will also be extra maneuverability with bow and stern thrusters as a standard feature.
In addition to the extra strength of the outer hull skin, the frame spacing at the bow shall be doubled for added impact capabilities. Also, there shall be sufficient structural watertight bulkheads that will improve the yacht’s ability to survive in a “damage stability light ship condition.”
The hull form shall be a modified version of the historic “Kochi,” scantlings. The Kochi fleet was originally operated by the Pomor people in Northern Russia in the 11th century. A typical Kochi vessel had a shallow draft of monocoque hull form. In this method of construction the hull defined the internal framing to follow. The fore foot entry at the bow was angled upward from below the waterline to enable the hull to ride up onto ice rather than experience a head on impact. The hull below the waterline was also rounded to a bowl shape to allow the hull to rise upward during unexpected encounters with freezing ice. The hull could squeeze upward rather than being crushed.
Kochi construction methods were made world famous when the Norwegian explorer, Fridjof Nansen circumnavigated the North Pole aboard the “Fram,” in 1895. This ship was specifically designed to not only cruise among the ice, but to be deliberately frozen into the ice without damage for years.
The founders of H.A.R.D. Yachts have direct first hand experience building an Armour reinforced, Kevlar toughened (bullet proof) hull following monocoque principals since 1990.
The first H.A.R.D. Yacht at 96 feet long, will combine the exterior styling and interior design by JC Espinosa. The “Kochi” hull form is being provided by the Boksa Marine Design firm. The shipyard chosen for the fist build shall be “HeySea” located in China near Hong Kong.
Stay tuned for further information regarding the H.A.R.D. Yachts historic and scientific construction methods…
Contact: Tim Kings
850 NE 3rd Street, Suite 213
Dania Beach, Fl. 33004
Tim Kings is the co-founder of H.A.R.D. Yachts, LLC. The inspiration for the HARD technology came from Tim’s personal experience 25 years ago building for a client- a sailing Megayacht using Kevlar and Carbon Fiber to create ballistic strength using composite materials. Over the years this yacht withstood the test of time including surviving a major grounding on rocks during a Hurricane where the hull proved tougher than an equivalent mass of steel and did not hole.
Last year Tim went to Norway to cruise above the Arctic Circle and studied the types of boats commonly found in use there. Traveling amongst the ice floes reminded him that every measure possible must be taken to strengthen the hull against the danger of ice.
Tim is a life long yacht builder, sailboat builder, and custom yacht project manager. He started his career in the mid 1970’s at famed KIWI Boats of florida, working with many of the top designers of the day; including Evan K. Marshall, Ron Holland, Doug Peterson, and German Frers. Over the years, Kings has managed large projects at Delta Marine, Christensen Shipyard, Trinity Yachts, Windship Yachts, and Newcastle Marine. He also has managed yacht projects overseas in Mainland China and Taiwan.
Tim will be involved in every aspect of your build as the lead project manager. His direct experience building H.A.R.D. Yachts will lead to safer voyages for you, your family and friends.
Tim is married with two adult children and two grand children.
Boksa Marine Design, Inc.
Nick Boksa is a 1995 graduate of the United States Merchant Marine Academy with a degree in Marine Engineering Systems. Through his time at the academy, he earned a U.S. Coast Guard 3rdAssistant Engineers Merchant Mariners License and reached the rank of Lt. Commander in the U.S. Navy. He then earned his Master’s Degree in Naval Architecture/Marine Engineering from University of Michigan in 1996.
Mr. Boksa was first employed as Naval Architect by Burger Boat Company in Manitowoc, WI USA from 1996 through 1999. During this time he was responsible for hull design, structural engineering, weights and centers, powering and performance, mechanical systems and outfitting. These custom aluminum, semi-displacement motor yachts ranged in size from 23m (76 ft) through 36m (118 ft).
He was next employed as Naval Architect/Marine Engineer by Maritrans, Inc. in Tampa, FL USA from 2000-2001 and again from 2003-2007. Here, Mr. Boksa was responsible for the design and construction management for a fleet of oceangoing tug boats and large oil tank barges. These steel ATB (articulated tug-barge) tugs ranged in size from 6,000hp – 12,000hp tugs and were coupled to barges carrying 180,000 BBLS to 350,000 BBLS of oil.
During the interim years from 2001-2003, Mr. Boksa was employed as Naval Architect and Engineering Manager by Davis Boatworks in Wanchese, NC USA. At Davis, He was responsible for the design of semi-custom FRP sport fishing yachts ranging in size from 13.7m (45 ft) through 21.3m (70 ft). These vessels were designed for very rough sea conditions while fishing offshore from the U.S. East Coast and were capable of achieving speeds in excess of 45 knots. Mr. Boksa performed the typical duties of a naval architect such as hull design, structural engineering, weights and powering, mechanical systems, etc., while managing a staff of 4 other engineers who were engaged in all other aspects of the design process.
In 2003, when Mr. Boksa returned to Maritrans, he started Boksa Marine Design, Inc. (BMD). Since its inception, BMD has been responsible for the design and engineering aspects for many commercial and recreational projects ranging in size from 5.2m (17 ft) through 67m (220 ft). Mr. Boksa has accumulated a staff of engineers, naval architects and designers that have a wide array of expertise in design and practical experience. These capabilities include steel, aluminum and composite vessels for a wide diversity of marine industries.
Juan Carlos Espinosa
Juan Carlos Espinosa, is a licensed, registered Architect in both the states of Florida and Illinois. He received his Bachelor of Architecture and Urban Planning degree from the University of Illinois at Chicago in 1985.
Mr. Espinosa was first exposed to the field of yacht design while employed by a Chicago firm commissioned to design what would be, in 1985, the largest aluminum mega-yacht in the United States.
When he decided to open Espinosa, Inc. in 1990, his first commission was to designed a yacht for Jim Moran, of “Gallant Lady” fame. Mr. Moran is the gentleman that had commissioned the most private yachts worldwide and always built with FEADSHIP. The Espinosa designed 130′ “Gallant Lady” motoryacht was nominated for the Superyachts Awards in 1992.
Ever since, JC, as Mr. Espinosa is known in the industry, has dedicated his efforts exclusively to the exterior and interior styling of the custom yacht and production boat industries.
The firm’s design work is published regularly by the most prominent publications in the field.
Eric Greene & Associates
Eric Greene received his B.S. in Naval Architecture and Marine Engineering from the Massachusetts Institute of Technology in 1979. He founded Eric Greene Associates, Inc. in 1987 to focus on marine composites. Mr. Greene has been a Program Manager for a number of composites-related U.S. Navy technology insertion efforts, including a DDG-51 rudder. He has served as principal investigator for five Ship Structure Committee projects. Mr. Greene has written for Professional BoatBuilder, Marine Technology and Composites Fabricator magazines and has been a regular presenter at the International BoatBuilder’s Exhibition conference and other industry forums. He served on the International Electrotechnical Commission (IEC) TC 114 international committee 62600-2 on Marine Energy Devices to develop Design Standards as the Materials Subject Matter Expert and Chairman of the U.S. Shadow Committee and is now the convener for that team.
Mr. Greene has a 20-year history of producing educational material for the marine composites industry, including the development of course content and providing 18 hours of lectures at Webb Institute, where he held the title of Adjunct Professor. Previously, he developed training material for the American Boat and Yacht Council and supported the American Bureau of Shipping in the development of their Naval Vessel Rules. He also developed course content for U.S. Coast Guard inspector training.
Mr. Greene has provided litigation support for both individuals and insurance companies, which usually involves detailed forensic analysis. His testimony has been proffered in Federal courts as well as the International Centre for Dispute Resolution. While his legal expertise has focused on marine structures, other naval architecture issues have been supported.
Eric Greene has developed market analyses for Fortune 500 companies and emerging technology start-ups to determine the potential for new composite materials and manufacturing process within the marine industry.
Eric is a lifelong sailor and became interested in composite construction after building his first boat in 1974. He has advised numerous shipyards on construction specifications and repair procedures. His ocean racing experience, including hurricanes in the 1972 Bermuda Race and 1979 Fastnet Race, established a firm respect for the power of the sea, which today provides insight into the development of structural standards for ocean renewable energy devices