The Kingfisher 33 design became a reality with its launch recently in Olympia. It’s featured on the cover of the November 2017 issue of Passagemaker Magazine and as part of an in depth article on the history of Devlin Boat in the same issue. This is a diesel powered inboard cruising boat with a large cockpit for fishing or hobnobbing with fellow boaters when you’re out and about in the Pacific Northwest waters. We have study plans available.Share This:
Sam has been writing a series of articles for Soundings magazine. Collectively, they are entitled “Sketchbook” and he spends time writing about the designs he has dreamed up – in many cases highly developed plans are drawn – but for numerous reasons, these designs remain on the drawing board. They could be summed as the peak of a 40 year career in boat design, but I’d bet Sam wouldn’t give himself that much credit.
The latest article just appeared in the June 12 issue. It reveals Sam’s work on a 62-foot version of his venerable Sockeye design. It’s a true long-range cruiser drawn on the lines of oceangoing trawlers of decades past, but bringing all the advantages of his stitch-and-glue technology along for the ride.
As with all things Sam Devlin, and with the sheer amount of space on offer, the Sockeye 62 can be fitted out in any number of ways to meet your dreams of a boat that will literally take you anywhere on the water in supreme comfort and yes, style. Check out the Soundings article: http://www.devlinboat.com/sockeye62/
Check out the updated drawings on the main Sockeye 62 catalog page.
Sam designs in groups in his ongoing quest for unbelievable flexibility in boat design. The Blue Fin 54 is an adaption of the Blue Fin 48, which you should check out for the thought process behind her design. In the 54 variant, you keep the stunning efficiency and add more space and comfort, while keeping the fuel economy and designed-in ability to smooth out choppy waters. Sam has designed a single and twin screw version. The twin screw version offers a bit more performance and the ability to use the twin configuration for maneuverability in tight situations. The single screw version offers amazing efficiency for going the distance with minimal fuel burn. Our friend Temur Rukhaya has not only completed a sterling build of this design, he has given us real world data on the outcome of fuel efficiency. Read about Temur’s build here. Get the study plans here. Get the free poster here.
|RPM||Speed (knots)||Fuel Consumption (l/h)||Fuel Consumption (g/h)|
It would be hard to find a more sterling example of a customer built Devlin boat. This Blue Fin 54 was built by Temur Rukhaya and his crew in Russia. Temur named her the ‘Lucky Star’. He not only builds a beautiful boat, but he makes great videos as well.
Here is his showcase video for the ‘Lucky Star’.
In Temur’s own words…
About four years ago (or more) I ordered the Blue Fin 54 boat project.
In the spring of 2014 the boat was launched.
I called the boat “Lucky Star”
Today the boat ran over 8,000 nautical miles.
This year, I came to the White Sea and was in Sankt- Petersburg.
During this pass, I crossed about 100 locks. On Ladoga Lake was a heavy storm.
Technology “stitch and glue” deserves the best endorsement.
The boat is very comfortable, quiet, easy to use and on the go.
Temur was kind enough to make a build video.
Being a boat building company, we always want to know the details. Once again, Temur delivers in fine fashion.
Installed engine Vetus 231 hp / 2500 rev / min
Transmission 1: 2.78
Propeller 4 x 28 “x 27”
Displacement about 8500 kg
Fuel consumption: 14 knt – 0.75 l / km
9 knt – 0.5 l / km
Max. speed (unloaded boats) 16-17 knt
Two fuel tanks 1,100 liters each.
Diesel generator Vetus 4kW
Solar cells 6 x 140 watt
Water tank 2×230 liters
Black water tank 230 liters
Air Conditioning 9000 BT
Heating – diesel boiler combined with the engine cooling system.
When sailing – the boat is heated by the engine. On mooring – from the boiler(diesel heater).
Although Temur has noted the comfort, quiet operation, and ease of use of the “Lucky Star’, the hallmark of the Blue Fin 54 is her easy running efficiency. Here are his calculations for fuel economy.
|RPM||Speed (knots)||Fuel Consumption (l/h)||Fuel Consumption (g/h)|
As an example of what this kind of efficiency means in practice, look at this video of the acceleration of a 54 foot boat.
Our congratulations to Temur for a spectacular build, and our thanks for all data to go with it! All that information folds back into Sam’s ongoing understanding of how to design great boats across the spectrum of nautical goals and dreams. The ‘Lucky Star’ is more than a boat. It’s a builder’s example of what can be done with a dream, a design, and dedication.
Now, finally, some interior shots of the build, including the ever popular “Dog is my Co-pilot” shot. Lucky dog!
A glimpse into a boat capable of true off-shore cruising, Blue Peter is offered in two versions that illustrate just how much variation can happen on the same footprint.
The rig change is most dramatic. From a profile sail plan view with one version showing bowsprit and a more open slot between staysail and jib to the other showing a stem headed sail plan. Moving inside, the stem-headed version shows the interior that is my personal favorite. Stepping into the companionway, one can see clearly to the bow of the boat. By keeping the head aft and to starboard, it doesn’t cut up the interior into two separate cabins. The galley is to port with enough space to get the job done and with close proximity to the cockpit, a quick duck below for a cup of tea during a long night watch is possible.
Large port and starboard settees with a dinette table amidships allows comfortable seating and the chance to sit and tell stories with friends. Relaxing after a long day’s sail seems more important with the older I get. The port and starboard settees and double berth forward accommodate a crew of four.
The bowsprit version shows a much different interior with port and starboard quarter berths and a fixed chart table to starboard used by sitting on the end of the starboard berth. The galley is to port with a peninsula into the cabin to allow a close-to-centerline sink location, good for draining on either tack. The port and starboard settees, somewhat offset, don’t allow for as easy a conversation area as the other interior but should work well at sea with berths on either tack.
The head with shower is on the starboard side and a single forward berth is to the opposite. This interior would probably cruise off-shore more efficiently than the other with more possible sea berths but in my view, it isn’t quite as comfortable for on shore cruising where most evenings, the Blue Peter would be anchored in a quiet cove.
Inboard diesel power of up to 18 hp is a must on a boat like Blue Peter. Being as fine a mate as most, she’s a good looking boat with an agreeable profile. — Sam Devlin
The Blue Peter is available as a custom build from Sam and his team.
Blue Peter 30 Specifications
|Length (LOD)||30 ft. – 2 in.|
|Beam||9 ft. – 3 in.|
|Power||Inboard diesel 18hp|
She is a very traditional looking yacht with a plumb bow and a fantail stern forming the ends of an easily driven hull. Her forward pilothouse meshes nicely with a large beamy main salon aft of the helm/galley area. Comfort underway is of main importance here with 6’4″ head room in the main salon. Four large opening windows in the salon area are set to perfect viewing height while seated in the salon. There is also a large 24″ x 36″ hatch/skylight on the salon cabin top which hinges upward for ventilation.
The head is on the starboard side, at the aft end of the main salon. With the water closet and a remarkable Pullman-style sink/wash basin that folds onto the bulkhead, this head compartment can convert into a shower stall for longer cruises.
A solid-fuel heater is mounted on the forward bulkhead of the head. In winter, the boat is warm and dry without the sweating and mildew problems normally associated with most boats in today’s market. In the summer, the feeling in the main salon is like sitting in a large screened porch. Both settees are 68″ long and double as berths. There is a folding leaf table which can accommodate anything from casual drinks to formal dining for four.
Forward of the main salon is the raised pilothouse with port and starboard helm seats and galley space aft on both sides. Refrigeration tucks neatly below the companion helm seat and there is stowage on both sides under the counters. A propane stove allows the cook to enjoy the ride in the pilothouse with excellent visibility and full 72″ headroom. Forward in the fo’c’sle, accessible through a hinged hatch, is a large berth and storage area. This can be a private suite or out-of-the-way storage.
The twin 18 hp YANMAR diesels will cruise Czarinna at 7 knots at 1900 RPM. The noise, vibration and smell normally associated with high speed boats just doesn’t develop on Czarinna. Each engine is tucked out of the way, under the settees, port and starboard, in a sound insulated seat compartment. Fuel consumption is very economical, two-thirds of a gallon of diesel per hour, at her cruising speed of 7 knots. It’s hard to imagine cruising more economically than this these days.
— Sam Devlin
The Czarinna 30 is available in study and full construction plans, and as a custom build from Devlin Boats.
Czarinna 30 Specifications
|Length||29 ft. – 10 in.|
|Beam||8 ft. – 6 in.|
|Power||Inboard diesel twin 18hp|
|Speed||7 knot cruise|
We have over the past 20 years built our Black Crown design in many, many flavors, from 25ft. to 32ft in lengths and now offer the full building plans for home construction the distillation of all our experience with the design and what she has to offer.
This new 30ft. version offers a commodious and comfortable cockpit with space for the engine box (we recommend a diesel Sterndrive in 160-250hp range) and seating for crew when the hook is down and you just want to enjoy the evening breeze. Going into the cabin there is a full enclosed and private head to starboard and a full headroom shower just opposite on the port side. Forward of the shower is a fore and aft facing dinette with room to seat 4 for cocktails or an intimate dinner. Galley is to starboard and forward of the head and aft of the helm seat. Space for a below counter refrigerator/freezer unit, sink, and range oven cook top. Helm seat is to starboard and forward of the galley as mentioned above and has excellent visibility and comfortable seating, room for electronics instruments etc.
On the port side of the boat and opposite the helm is a side facing co-helm seat that works well for keeping an extra pair of eyes scanning forward while the boat is running but also allowing good conversation with the skipper. Forward of the main salon area is a large double berth that can be built with either a queen sized double slightly to starboard side or a port and starboard single berth that with a filler can be converted to a huge double berth running the full length of the bow and full width of the forward cabin (this is my own personal favorite arrangement). There is 6-5 headroom in the main salon cabin and good seating and sleeping headroom forward in the bow area.
Performance is good with a 200hp. Diesel Sterndrive giving her top speed of 25knots and a cruise speed of 18knots with a fuel burn of just under 5 gallons of fuel per hour. That gives you a fuel burn of 4.17 miles for each gallon of fuel used and that my friends is just about a good mileage as can be managed with a boat!
She can be loaded to a trailer for winter storage and these hulls are more than capable of traveling some very long cruises whether you are on the East Coast or the West Coast the Black Crown 30 can handle the seas and the waters that you will encounter and handle them with aplomb!
Our friends, Randy and Becky, along with their dog, Kahlua, have now trailered their Black Crown from Lake Powell up to the Puget Sound and back again with fine adventures and nothing more than a good 3/4 ton pickup with a diesel engine to tow it with fine living for those of us that keep perspective on the play vs. work balancing game. — Sam Devlin
The Black Crown is available in study and construction plans, as a custom build from Devlin Boats, and currently as a pre-loved Devlin Boat.
Black Crown 30 Specifications
|Length||30 ft. – 6 in.|
|Beam||10 ft. – 8.58 in.|
|Power||Inboard diesel stern drive|
|Speed||18 knot cruise/29 knot max|
|Range||450 miles @ 18 knots|
Tugboats have been a long standing theme in my life and I started my tug-affliction at an early age. When I was in kindergarten at the age of 5, I won an art competition with a tugboat composition and even though the medium was smeary crayon, it showed some promise of tug-work in my design quiver even at that young phase of my life. During my college years, I worked on several different tugs in Alaska, saving my money and helping to grubstake me thru school at the University of Oregon. The very first tug that I worked on was named the ‘Amak’ and a fine example of the type she was, home ported in Ketchikan, Alaska and as I recall, built in the late 1890s. She was wood, of course, nicely detailed (though she was a working tug), had a Cat diesel engine and after just a few days on board, I was hooked. The ‘Amak’ was to change my life. I read issue #1 of WoodenBoat magazine onboard her and made up my mind that boats, indeed wooden boats, were to be my life choice of hobby, avocation, passion, and career.
To celebrate the spirit of that first tug, I have named these models, in all their sizes, the ‘Amak’ series and I tell you this, in all confidence, that if my ship ever comes in and I reach a time in my life when I want to slow down just a bit, I would like to build one of these boats and do a bit more tugging myself. You can look at the designs and dream all the modifications you might want but always keep in mind that a tug needs quite a bit of weight, a big screw (propeller), and some old style horsepower to keep her happy. Enjoy! — Sam Devlin
Amak 26 Specifications
|Length on Deck||26 ft. – 3 in.|
|Beam||10 ft. – 0 in.|
|Power||Inboard diesel 30-100hp|
Amak 32 Specifications
|Length on Deck||32 ft. – 4 in.|
|Beam||10 ft. – 10 in.|
|Power||Inboard diesel 50-100hp|
Amak 38 Specifications
|Length on Deck||37 ft. – 4 in.|
|Beam||12 ft. – 4 in.|
|Power||Inboard diesel 120-250hp|
Amak 44 Specifications
|Length on Deck||43 ft. – 10 in.|
|Beam||14 ft. – 6 in.|
|Power||Inboard diesel 200-350hp|
A fellow dropped into my office a couple of months ago with a novel idea. He is the owner of a Power Scow which is a type of boat I would expect only a few readers of my design write-ups to be familiar with. A power scow is pretty much what the name says; it is a powered barge on the water long used in the Southeast Alaska fisheries as buy boats which are boats that goes out to the fishing grounds, buys fish from the fishing boats and sells ice and other limited supplies to the fishermen. After filling their own holds with fresh caught fish, the buy boat heads off to the nearest town or cannery to offload. This chap has a particularly nice power scow built in the 1940s and he has done a yeoman’s job of keeping her in good shape and running condition. She has the latest fillet machines, flash freezing capabilities and vacuum packing on board and for these premium line caught salmon and halibut, she does an extraordinary job of keeping the fish fresh, clean, and ready for the freezer or the skillet.
But back to our visit — you see he is a visionary type of guy always thinking out into the future with a keen eye on the prize of keeping his power scow working hard and efficiently and also keeping several fish markets and a growing internet market supplied with his amazing product. These Alaskan fish are of such quality that anyone could provide them a place in their diet without fear or regret. But he had a new vision one that was just at the wee starting place of forming shape and that is where his visit with me came into the picture. He was thinking that there might be a small number of individuals who are in their late middle years, perhaps even retired from their first careers, but not yet ready to hang it all up. These individuals might also want a bit of adventure in their lives, ready to see waters and areas that they hadn’t the time to do earlier in their lives and careers. And so he was thinking that these hardy souls might be interested in setting up small fishing businesses built around the design that I am outlining here and built around his power scow.
With the power scow, he would have the facilities for the fishermen to drop off their catch on a daily basis, take a shower and have a hot meal each day, and maybe even a hand or two of cards before crawling into the sack. Up at dawn, or just a bit before dawn, to drop in on the morning bite and they are back to work. If a longer trip is desired to explore a little, the accommodations on the Kingfisher are compatible to the skipper and crew and anything from a couple of days to a longer trip might be possible, springing them only slightly loose from the friends and convenience of the power scow each night.
So let’s take a closer look at the Kingfisher design that I came up with. She is not a huge boat at just over 30 feet in length but with that utility of staying close to the mothership, she really doesn’t need to be much longer and therefore have good fuel economy and seaworthy comfort for the crew. She can be rigged for either hand trolling (non-powered gurdies which control the lines for bringing the fish into the boat) or she can be powered with a small hydraulic pump that would run off the engine and can be rigged as a power troller. There are twin 18 foot long trolling poles on either side of the single mast and these are lowered to about a 45 degree angle off the port and starboard sides of the boats helping to keep the fishing lines out of each other’s way. They can also be used to set small paravanes for running when the weather is really snotty and these simple gear additions can really make the difference between just a crappy day and one that could provide you with real story fodder. If you are anything like me, even though I like a good story, the older I get, the less I desire to experience those “really good” story days if you follow my drift. Anyway, the paravanes work very well at allowing the boat to continue into waters that might really blunt the progress of an unstabilized hull.
There is good deck space and instead of a fixed cargo hold (which could be done but a simpler solution is available), we are using large poly plastic totes that are chucked on the deck and when offloading fish, a bag that is held in the tub can be hoisted to the buy boat and a simple cleaning of the deck and totes is all that is necessary to keep the boat clean and organized. Moving forward into the pilothouse, the cabin follows a couple of ideas that I might have tried to hit you over the head with in the past but without hearing much of a thud, I want to try them again and they involve two subjects that need addressing. The first is the head and how to keep the crew and the skipper happy and comfortable. While the Kingfisher concept is one that might involve a single fisherman on board, (and my first inclination was to reduce the need or desire to have anything like a private head compartment on board), upon presenting the preliminary sketches to my co-workers, I was told rather bluntly that the boat would need a head to have any chance at seeing the light of day as a concept. So let’s address the idea of how to deal with a head in a boat and have it be really be functional enough to allow some privacy when being used. One of the features I noticed on lots of working boats, fishing and tug, is that the head compartment is very often not common or connected to the interior of the boat. That is to say they are accessed from the stern or side decks of the boat with an entirely separate door to the deck. And with no common door to the interior of the boat, you have a chance to actually use the head with some semblance of privacy. Once a common door to the inside of the boat gets put in the design, those privacy features go literally out the door. If you use the head for a shower, then you have the additional problem of what to do after adding considerable moisture into the interior of a boat that might be operating in a high humidity environment and the problem of how to truly and easily dry out the boat, which leads nicely into the second thought of mine.
Heat is a problem in most boats that run in the Northwest coastal waters of North America (my favorite and most often frequented waters), and it’s not called the rainy northwest for nothing! It’s not unusual for a typical cruiser or boater to do a long trip up to Alaska and back and never once put on a short sleeved shirt in the whole summer. In fact, we occasionally have summers where wool shirts and jackets are worn every day as a hedge against the cool and moist climate. On virtually all Northwest Coast working boats they fix this problem with a simple and ingenious solution, one that anything from a 20 feet cruiser up to a boat well over a hundred feet in length can use. The solution is an oil cooking range. Some of the best of these and the ones most common in the Northwest are made by the Dickinson company of British Columbia just to the north of my own Washington State. They come in a variety of sizes and configurations and the idea is that they are lit early in the trip, even sometimes before the engine is started, the thermostat and heat control has simple settings and burning diesel or even a cleaner burn with kerosene fuel, they just sit there and heat away, letting the whole interior of the boat stay warm and dry. The cast iron top of the stove radiates the heat very well and a pot can be kept on one of the corners instantly providing you with warm beverage capability whenever desired. If you come into the interior of the boat with wet rain gear, the boat doesn’t instantly fog up with the added moisture and you keep your windows clear and warm your bones up very quickly. I call this the ‘haven of warmth’ theory, and if you ever try it, you too will realize that when you wrap your head around the idea that the boat is always warm and dry no matter what the conditions are outside, you will quickly think of your boat as being protective and a haven of warmth and comfort. So even if we are foolish enough to have the door to the head opening into the interior of the boat, we can still dry her out quickly after taking a hot shower and everything will stay smelling nice and sweet.
I say that beauty is in the eye of the beholder and to my eye, this design looks just about right with good utility and function and she is trailerable to boot. With her inboard diesel engine, the fuel economy is good and depending on how much horsepower you give her, the speed can be adjusted from anything in the full displacement range up to semi-displacements speeds. – Sam Devlin
The Kingfisher 30 is available as study plans and as a custom build from Devlin Boats.
Kingfisher 30 Specifications
|Length on Deck||30 ft. – 2 in.|
|Beam||10 ft. – 1 in.|
|Power||Inboard diesel 110-160hp|
Means of Grace was designed for a friend that has owned one of our Surf Scoters for the last 5 years. He has found himself at a career crossroad that allows him to contemplate extensive cruising. Originally I thought that a 38′ ketch would handle his needs most efficiently. After months of sketches and discussions, he became concerned that 38′ would be too large for him to handle alone and that an interim design would be appropriate. The smaller boat, Means of Grace, would be more manageable short-handed which reminds me that the most important function of a boat is its usability. If a boat is not usable from both a physical and mental point of view, then it is not successful.
“Cush” was quite taken with the Lyle Hess-designed, Bristol Channel Cutter, and so Means of Grace shares several similar concepts. The footprint is that of a small, heavy displacement boat with a true cutter rig. The interior is similar, and from an inspirational point of view, the Bristol Channel Cutter served as a nice starting place for the design.
As a result of Carol’s suggestions, we have an inventory of 7 sails. This covers every wind speed in approximately 10 knot increments from 0 to 80 knots. The final sail plan is a main tri-sail, either alone, or with a heavy storm stay’-sail. With this much possibility in sail combination, Cush can sail on his own beloved Maine coast, or off-shore on long ocean passages. — Sam Devlin
The Means of grace is available as study and full construction plans.
Means of Grace Specifications
|Length on Deck||28 ft. – 6 in.|
|Beam||10 ft. – 0 in.|
|Sail Area||537 sq. ft.|