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By working in close cooperation with the designer [>M.O.v.Ahlen<], the ULDB (Ultra Light Displacement Boat) became what I have always envisioned a sailboat should be: clean lines, a classic teak deck, a contemporary look, light weight, and fast-- everything built to the newest standards, including space for five to six sailors, a standing height of two meters in the mess (hall) of the ship, no unnecessary nick-nack-- in short a real saltwater racer. Constructed completely of wood, but reinforced with layers of fiberglass and Kevlar, the Viva 551 promises a pure sailing experience: [>Fast is Fun<]
Already in the 70’s the Californian Bill Lee launched the history of the ULDB with his 68 foot [>Merlin<]. Over 20 years “Merlin” (also known as “Magic Bus” in Santa Cruz, because every Wednesday afternoon Bill Lee sailed with up to 40 sailors to experience the “Fast is Fun” factor…) broke the [>TransPac<] record. Bill Lee had major input in the new [>box rule<] and has always been the main authority in this classic offshore regatta (boat race). By introducing the ULDB (Sleds), he revolutionized the world of boat construction and influenced thousands of sailors. His [>Santa Cruz 50`s<] as well as [>Santa Cruz 70`s<] continue to collect many silver medals in regattas.
1978 got the ULDB-idea to the east coast , and [>Tanton<] designed the spectacular „Circus Maximus“ completely in wood (west system), a material that brings the soul to a boat project like no other material. CM, holder of many sailing records, lost her rigg (on an attempt to brake the atlantic record under spinnaker and full speed at night with heavy weather and high seas) and the spreaders eventually poked her hull. She had to be abandoned after some hours trying to save her. Nobody was hurt and everybody was rescued. CM was one of the most beautiful ULDB-sleds ever build !
My early orientation towards ULDB’s developed from 1976 to 1978 (during which time I went to college in America) following my “Pirate,” “Contender,” and big-boat sailing (with my parents) experiences. Just after entering the work force, I built a Waarship 1010, with which we hit the North and Baltic seas. After a few years, the boat (“White Russian,” ex “Blondie”) was too small and the step to a real ULDB had to be made.
The builder M.O.v. Ahlen describes the following phase like this:
The design for the ‘VIVA 551’ surely does not appeal to the majority of sailors, by not having–with its 16m length-- the expected space.
The qualities of this boat are more to be found in its sailing performance, which should be exceptional to meet the desires of the owner and experienced speed sailor. The quite detailed instructions led the way to a sleek shape and an overall clean design.
Similar to the American “Sleds,” this ULDB was created without using any specific measurement formula, which will certainly distinguish it from the masses of newly constructed boats.
Initially, an in-form glued construction with veneer over lengthwise stringer in mahogany and western red cedar was planned. Later, the decision was made in favor of a construction out of cedar strips applied over two form-glued mahogany inner layers, with the outer siding out of GFK/Kevlar–laminate.
To reduce the construction costs, round and complicated forms were eliminated in the interior finish and the exterior design. For this reason the structure and the cockpit are made out of plywood panels. The deck also consists of plywood coated with a thin layer of teakwood.
The flat cockpit offers the two-to-eight person crew enough space to maneuver. The large wheel (radius of 1.90 meters) runs sunken into a well at the bottom of the cockpit. The man/woman at the steering wheel has, depending on the body size, course to the wind, etc., a choice of multiple seating and standing options. All the important winches are directly within reach for him/her, so that the ship can also be sailed one-handed, especially with the optional self-tacking jib.
The battened main sail with a relatively strong aft position and a relatively low sail pressure point contribute to good sailing performance. Here we realize a clear advantage from the light-weight construction: to achieve a compatible speed per weight unit, a relatively small sail surface on a relatively small mast is needed. This not only results in less deck work, but is also cost saving because a smaller rig and other fittings can be used. Standard fittings are mainly hooks and spin locks.
Under deck the “level” dictates the interior. Sandwich wood and thin plywood is used. Nevertheless, the classic look of the white and mahogany interior remains cozy.
A reoccurring theme throughout the boat is a visually identical design module, which consist of a seating arrangement in front of a cupboard. The light weight walls of the modules function as a partial shott and lend extra strength to the exterior. By using tight measures like this, it was possible to stay within the dimensions of the German Lloyd detailed weight calculations to achieve a weight of ca. 8.5t, almost 50% of which goes into the 2.80m deep bulb keel.
Two stationary berths are located in the front cabin, from thereon aft two additional berths can be set up or the room can be used for storage. The seating arrangement in the galley is elevated to avoid a “cellar look.”
A clever idea is hidden away in the pantry: stove and double sink are mounted on a kardanish frame. The toilet and the navigation table are also adjustable in their angles of inclination.
The built in diesel engine with 48 hp is placed in a strategic mid-ship position. Above it, a half-round shaped “wet nook” out of lacquered panels to give the on-duty crew a quick place to relax when wearing wet gear.
The skipper’s cabin is located starboard, and an additional berth is located port, under the cockpit. We are now counting four fixed berths, three temporary berths and an additional one to two makeshift beds in the galley. |
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