Boat Name:	TAKE TWO
Manufacturer:	Waarskip, BV Netherlands
Designer:	Dirk Kremer
Model:	Custom
Year:	1991
Price US$:	$239,000  $209,000
Location:	Fort Lauderdale, FL
Length:	48'
Weight:	34000 lb (17ton)
Beam:	26'
Draft:	3’ 03"
Mast Height From Deck:	60' 07"
Mast Height Above Water:	76'
Engine/s:	2 x 29hp Volvo Diesels
Fuel Tank Capacity:	2 x 100 gal.
Water Tank Capacity:	2 x 80 gal.
Cabins:	4 Queen
Heads:	4
Mainsail Area:	729 s.f.
Genoa Area:	~500 s.f.
Spinnaker Area:	1458 s.f.
Storm Jib:	116 s.f.

LAYOUT & ACCOMMODATIONS:
The salon is comprised of four main areas. The galley, the navigation table, the main table and the L-Sofa.

The galley consists of approximately 20' of worktop arranged in a square U-shape and interrupted only by a double sink and a four burner stove. Below the work top there is storage for pots and pans, drawers, a front opening refrigerator, a front opening deep freeze, a hot air convection oven with microwave, grill and plate warmer, and a dishwasher. All of the galley equipment are standard household appliances and can be easily replaced. On the worktops there is a toaster, blender, food processor and a coffee maker.

The main table seats 8 people and the L-sofa seats 4 around a smaller table. This table can be lowered to become a coffee table or will convert into a double bed if necessary.

There is a double seat behind the navigation table. The table itself is large enough to spread out a full size chart and has storage for charts within. The navigation table is interchangeable with a stand-up bar for a more social configuration. The radar, GPS, and SSB transceiver are located next to the navigation table with the VHF and Sailing Instrument repeater adjacent.

The two hulls are essentially identical. Forward is a double stateroom with ensuite head (bathroom), an ante-room/crew bunk with sofa, and another double stateroom with adjacent head aft. The starboard forward cabin is a little larger, being the owner's or crew cabin if on charter.

The four heads consist of a shower, washbasin, large mirror, several shelves and head (toilet).

Each stateroom has a queen size bed, hanging closets and shelves, and air conditioning.

STORAGE:
Main Salon:
Under seat storage: The eight cushions around the main table and the four L-Sofa cushions have storage under.

Galley:
Under the double sink and four drawers. Facing the galley are two cupboards under the navigation table. There are three compartments outboard of the starboard galley worktop and another three on the port side of the main table.

Navigation Table:
storage for full size charts.

Cockpit:
5 storage lockers under the cockpit seats and a large locker under the steering position.

Cabins:
Each cabin has ample private storage comprising of a hanging closet and shelves.

Main Storage Compartments:
Each hull has storage rooms, both forward and aft of the bridge deck. These four rooms are as deep as the hulls are high and the same width as the hulls themselves. The forward compartments extend from the bridge deck to the bow. The aft compartments (the Lazarettes) extend from the cockpit to the transoms. From the Lazarettes one can access storage below the aft stateroom beds.

Forward Bridge Deck
In the middle of the bridge deck forward there are two storage compartments; the Generator compartment and the Water Compartment. The Port compartment houses the generator and the inverter/chargers. The Starboard compartment houses the fresh water pumps, the water heater, the water maker, and the anchor chain. Both compartments have ample space for additional bulky items such as fenders, anchors, ground tackle, and bulky water toys.

ELECTRONICS & NAVIGATION:
Raytheon 41X 48-mile radar with alarms
Raytheon ST60 depth sounder
Raytheon ST60 knotmeter/log
Raytheon ST60 wind instrument
Interphase 1200' forward-looking sonar
Raytheon ST6000 hydraulic autopilot
Raymarine Raystar 120 WAAS GPS sensor. (Requires computer or chart plotter for display)
Standard Intrepid VHF w/Ram microphone
EPIRB
Ritchie binnacle compass
Visual Navigator suite with CD Charts (navigation requires a personal computer running Microsoft Windows to perform navigation and chart plotter functions – not supplied.)

Propulsion System:
Each hull contains a completely separate drive train comprising a 100 Gal. fuel tank and a 29 HP Volvo/Penta 2030 diesel engine, which drives a reversing gearbox. Conversion of rotary power to thrust is achieved by a 30 mm /1 1/4" propeller shaft driving an 18" Maxprop propeller.
The engines use approximately one gallon of fuel per hour. Each holds approximately one gallon of oil and this, along with it's gearbox oil, is changed regularly.
The Maxprop propellers feather when sailing thereby producing virtually no drag. In addition, feathering propellers have excellent reversing performance when compared to non-folding propellers.
The prop shaft solution is superior to an inboard/outboard solution because the weight of the engines is located in the longitudinal center of the hull to prevent pitching (aka. hobby horsing; so common in catamarans).

Electrical System:

The electrical system is made up of two sub-systems - the 240/120 VAC 60Hz Subsystem and the 24/12 VDC subsystem.

AC System

The primary source of power is 240VAC and may be provided by either shore power or a 12KW Northern Lights generator. The 240VAC source is fed to a pair of series-stacked120V inverter-chargers capable of passing through 50A (12KW) or producing 20A (30A surge). These inverter-chargers also act as three-stage battery charger/maintainers. If mains or generator power should fail, the inverters automatically take over all AC loads.

All appliances and the air conditioning systems receive their power through the inverter bus thus eliminating the need to throw many switches when changing from shore power, generator power, or inverter power. Only one main switch is present – the generator/shore-power selector.

(Note: if only 120VAC is available it may be fed on one half of the 240V shore power feed (hot to neutral as opposed to hot-to-hot). In that case one inverter will operate in charge mode while the other will operate in inverter mode thus ensuring a continued supply of both 240VAC and 120VAC on the boat. One needs to monitor power usage in that case to ensure that the batteries are not drained.)

DC System

The DC power system consists of four sealed lead-acid 8D 250 AH 12V batteries connected in a series-parallel arrangement to provide 500AH @ 24V, 1000AH @ 12V, or some combination of the two. Two batteries are located in each hull across from the fuel tanks and over the fresh water tanks (roughly amidships). The center tap is available to provide 12VDC to those devices requiring 12VDC. A SurePower 80A DC equalizer is provided to ensure that all batteries are both charged and drained equally regardless of whether power is taken from the 12V or 24V taps.

Battery status is monitored by an AmplePower battery system monitor. This device monitors voltage, current, and amp-hours used from the house battery bank and voltage on the start battery. It also provides over voltage, over current, low voltage, and charge level alarms to alert when battery capacity is low.

The main house battery bank is charged from either the inverter-chargers when the gen-set is running or when on shore power. Additionally, the house bank is charged from the alternators on the propulsion engines when they are running.

The engine start battery is used to start the main propulsion engines and the generator. It is maintained at full-charge by a dedicated AmplePower charger that runs from the house bank. This ensures that, even if the house bank is fully discharged, the main engines and/or the generator will start to charge the house bank.

Should the start battery become discharged there is a bridging switch located in the electrical section of the saloon (under the forward seats adjacent to the mast step) that will tie the start battery to the house battery thus allowing the engines to start from the house battery. The start battery, a sealed unit, is also in this location.

DECK & HULLS:
Construction:
The yacht was built by Waarschip BV, Hooftweg 103, 9942 PC 't Waar, (Gn), Holland. Major components (rig, sails, electric's) were originally subcontracted out to specialist manufacturers and suppliers, and then integrated by Waarschip. Rig (by JSI) and Sails (by Doyle) were replaced during the 2000 Re-fit. The Genoa was replaced in 2006.

Below the water: Cold molded Red cedar planking to a level just above the waterline with fiberglass over. Each plank is completely encased in epoxy. The keels are laminated mahogany and each laminate is completely encased in epoxy. Each keel is bolted to the respective hull. There are two layers of fiberglass inside and out for additional stiffness and mechanical protection. The rudders are of the same construction as the keels. Both the keels and the rudders follow a naca shape producing virtually no longitudinal resistance in the water.

Above the water: The topsides, deck and coach roof are constructed with Bruynzeel hardwood marine ply. This marine ply carries a Lloyds Certificate and a 20-year warranty against delamination in salt water without additional epoxy treatment. All parts were treated twice with epoxy before painting. The system used was the European "SP Systems" (similar to the "West System").

Paints: The underwater parts of the hulls are re-painted annually with ablative anti-fouling paint. The hull topsides, decks, and transoms are pained with Awlgrip to provide longer life.

HARDWARE:
Primary winches:
Two self-tailing two speed Harken 55's.

Secondary winches:
The mainsheet traveler winches are two self tailing two speed Maxwell 27's
The mainsheet winch is a self tailing two speed Anderson 46
Two halyard winches are mounted port and starboard on the mast and are Anderson 46 self tailing winches
The reefing and outhaul winch faces aft below the boom; an Anderson 40 self tailing two speed winch.
The Harken and Maxwell winches are aluminum and the Andersons are stainless steel and all are two speed self-tailing.
The mainsail track and battcars are Harken System C and the batten pockets receptacles are by Schaeffer.
The traveler and mainsail sheet car were both made by Harken. It is configured with a 12-part block and tackle, which is adjusted manually.
Gibb made the jib sheet tracks and sheet cars.

STEERING SYSTEM:
A Vetus hydraulic steering system is installed. It consists of a hydraulic pump, driven by the steering wheel, and two hydraulic rams, one per rudder. These components are connected in series. Two cables between the rudders ensure that they stay parallel.
A Raytheon Autohelm ST6000 hydraulic autopilot is connected in parallel with the steering wheel driven pump. The autopilot can also be used to manually steer the boat with a fingertip.
Should the hydraulic system fail completely; there are two emergency tiller arms, which can be quickly fitted directly to the tops of the rudderposts.

ANCHORS:
Fortress FX37
Delta 35
Lofrans Windlass, 24 V 1000 W

Ground tackle:

150’ of 8 mm chain
250' of 3/4” three-strand nylon rode
250' of 1/2” three-strand nylon rode

SAILS & RIGGING:
Sails:
De Vries of Holland designed the sails. They were designed with the objectives of longevity and able to be handled by a short-handed crew. They are all white except for the spinnaker, which is gray with a single red, and a single green flash.
Mainsail: Fully battened, crosscut design, the main body is of 320 gram, with a two-ply leech of 260 gram, 5 battens, three slab reefs. Doyle replaced the Mainsail to original specification in 2000.
Genoa: 110% Fan-cut design, main body is of 300 gram, with a 2 ply leech of 260 gram and sewn in shape tape strips for shape when roller reefed. Roller reefing by Pro-furl. Nance & Underwood replaced the Genoa in 2006.
Storm Jib: 480 gram.
Cruising Spinnaker: Triradial design, 65-gram nylon.

Standing Rig:
Proctor of Holland originally designed the rig. It is a three spreader masthead sloop rig with discontinuous vertical and diagonal shrouds. The rig was replaced to original specification with a custom built rig by JSI in 2000. The mast is stepped on deck above the main bulkhead and bolted. The vertical and diagonal shrouds are led to stainless steel chain plates on the same bulkhead. The headstay is led to a cross beam between the bows. Bending of this crossbeam is prevented by a one sided diamond. The masthead is tapered.

The boom is attached to the mast via a gooseneck and is controlled by a mainsheet led through a traveler on the aft beam at the aft edge of the cockpit. The boom carries three slab reefing lines and the main outhaul. All exit the boom through rope stoppers aimed at the reefing winch on the aft edge of the mast.

There are twin backstays from the masthead to chainplates on the transoms. Running backstays from the number two spreader levels are finished with blocks and jam cleats and led to the primary winches. An inner forestay is taken from the second spreader level to a chain plate on the forward edge of the bridge deck. A radar antenna cage at the first spreader level protects the antenna from halyards and protects the sails from the radar.

Running Rigging:
There are two headsail halyards and one spinnaker halyard from the mast top forward.
The storm jib halyard comes from the second spreader level.
There is one mainsail halyard and the topping lift for the boom can be used as a spare mainsail halyard.
All six halyards/lifts exit the mast through rope stoppers.
Halyards are provided for the mainsail Lazy Jacks.
There is one flag line to the first spreader, starboard.

OTHER:
Refit:
A full Re-fit was completed in August 2000. The following major work was done:

New Engines with improved exhaust system
New Mast and Standing Rigging
New Running Rigging
New Mainsail and Genoa
New Electronics
Hull and Top-sides re-painted
All pumps and most thru-hull fittings replaced
All electrical sub-systems re-worked and up-graded and re-wired
A New Northern Lights generator was installed in 1996.
A New Water Maker was installed in 1998.

The hull and topsides were repainted with awlgrip in 2003. Decks were repainted with awlgrip in 2005-2006.

The electrical system was completely redesigned and replaced in steps from 2005-2006.

Extras:
Water Maker: Spectra 360 -- 360 gpd with 2 pumps
10' Walker Bay sailing dinghy with 4hp outboard, oars, and sailing rig.
Life raft (10 per.)
MOB (2)
Flares/PFD's (10)
4 X 50 gallon holding tanks

DESIGN:
Take Two was custom designed by the Dutch monohull and catamaran designer Dirk Kremer as a fast, very stable, roomy, light and airy live-aboard catamaran. Experience with several monohulls over 40' and analysis of the leading production catamarans of the time also went into the design.

The designer, Dirk Kremer and his shipyard "Waarschip BV" were selected after an extensive tour of all the European catamaran designers and builders in 1989. He immediately understood the requirements and the plans he drew confirmed that understanding. His shipyard specialized in building in wood using modern boat building techniques and materials, and offered a custom design and a build that was more satisfying than having to accept the many compromises of a production yacht.

The most important requirement was that Take Two should not be a lame duck like so many of the production boats. She should sail better than any similar sized monohull at any apparent wind angle fully laden to live aboard. This requirement was the driving factor for almost all parts of the detailed design of the yacht and was achieved.

Some additional requirements were:
An external design with totally uncluttered, contiguous decks, where one could walk without having to duck under shrouds etc.
An interior design where the cook could be part of the group
A well appointed and ventilated galley with all the comforts of home - washing machine, dishwasher, etc
360 degree views from the salon with lots of seating
The option of being able to charter,
Space for an office with a PC,
Room to store a keyboard, a 6 string and a 12 string guitar, .

The Hull Design:
The individual hull design is based on a modern 12 meter racing hull but with low aspect ratio keels. The individual hull waterline beam is close to the ideal 22:1 (lwl:bwl) ratio, which produces little to no wake. Thus almost all the power generated by the rig is transformed into forward movement, which helps to make Take Two one of the fastest cats in her class.

The beam is more than half the length. A value above .5 or more of the length is considered to be required for stability by modern catamaran designers. This has been proven over the past few years by the most successful catamaran designs ever, the Lagoons and the Privileges.

The joint between the hulls, also known as the bridge deck, is rigid and there is no discernible flexing between the hulls even in the huge seas as thrown up by hurricanes "Marilyn" and "Bertha". There are two main beams of monocoque construction between the hulls. In addition, a main bulkhead forward of the salon carries the mast and shrouds. This design transmits rig stresses to a single immensely strong bulkhead from where they are distributed to the rest of the bridge deck and hulls. This was deemed a superior design rather than leading the shrouds aft to the outer topsides resulting in a less expensive rig but stressing the whole yacht continuously.