Albatross Marine Design

NOTE: WE ARE DESIGN OFFICE. WE DO NOT SELL BOATS. We design elegant and practical boats for the sea, not just glamour toys for marinas.

10/06/2026

AMD35 - a 35m superyacht concept...

09/06/2026

Reasonable or unreasonable requirements?

This is our illustration of how, in our opinion, the classification society TASNEEF sees the wheelhouse of a 14-meter workboat with an area of only about 6 m² after installing all the requested firefighting equipment.

The question is simple: will there still be room left for the captain?

Safety is essential. But fire safety requirements must be proportionate, practical, and based on common sense. A requirement that destroys the functionality of the vessel is not safety — it is bureaucracy.

Shipowners and clients, think twice before going down this path. If you do not want your entire vessel to be covered with fire extinguishers under absurd requirements, be careful.

Functionality comes first. Fire safety must protect the vessel, not make it unusable.

Greetings from Albatross Marine Design.

20/05/2026

New 17m trawler yacht design, two options. Hull material - aluminum.

12/05/2026

Proposed new option of our 24m 'party cat'

09/05/2026

Verification of CFD - 10, 20, 30kts

CFD verification is not just pressing a button and getting fancy pictures of flow. Proper CFD for high-speed boats must be verified against real-world data and known towing tank results. What data can be used? SNAME has published results for dozens of high-speed craft of different types, including resistance, effective power, trim, rise of CG and wetted surface area — a great engineering source for verification. At Albatross Marine Design we also use data from our own designs tested in towing tanks and during sea trials. Without verification, CFD is just pictures. With verification, it becomes a real engineering tool.

07/05/2026

Our 12.5m alu 'water bus' catamaran design - for up to 44 passengers.

29/04/2026

YACHT AND BOAT DESIGN – OUR APPROACH

Many yacht design courses today focus on 3D modelling, hull shaping, and producing attractive renderings. But they often miss the central idea:

Boat design is not drawing a hull.
And it is certainly not creating “wow images” — now often generated with AI — without engineering logic behind them.

In our practice, the process starts from something else entirely: functions onboard the vessel.

How will the boat actually be used?
• Who moves where?
• Where do passengers sit?
• How does the crew operate?
• How is boarding organised?
• How is equipment serviced?
• How does evacuation work?

If a vessel carries people — whether recreational, passenger, or professional — then boat design is primarily the design of habitable spaces.

A consistent design sequence typically looks like this:
1️⃣ Analysis of operational scenarios and onboard functions
(often supported by design-thinking methods)
2️⃣ Development of the vessel image
—a quick stylistic sketch capturing the intended character and positioning of the craft
3️⃣ Design of habitable spaces
—functional zoning
—passenger circulation
—crew access
—service routes
—maintenance interfaces
4️⃣ Only after that: shaping the exterior around the arrangement
For small craft especially, the exterior should grow from the layout — not the other way around.

The general arrangement defines safety, ergonomics, usability, maintainability, and operational efficiency. Without it, yacht design simply does not exist.

As an example, even a simple functional table for a small passenger boat immediately reveals how many design decisions depend on operational logic rather than styling:

So, first describe the scenarios, define the functions.
Then sketch the general arrangement.
Only after that will the vessel’s dimensions become clear.
This is exactly how our professional team works.

We do not start boat design by drawing a hull, as is often shown in books and courses. A boat that carries people is not a sculpture. Hull is just a platform. The boat itself is a system of habitable spaces, functions, movements, service zones, safety requirements and operational scenarios.

The hull is not the beginning of the design. The hull is the result.
This is where real boat design begins. Not with a beautiful profile. Not with a 3D hull. Not with an AI-generated “wow image”.
Start with people, functions and operation — and the boat will tell you what size and shape it needs to be.

26/04/2026

How reliable is hull resistance prediction?

One of the key questions in vessel design — for both small craft and larger ships — is:

How accurately can towing resistance be predicted?

The answer directly determines:

- installed propulsion power
- achievable speed
- fuel consumption
- propulsion system selection
- contract performance compliance

Naturally, clients ask: how much can calculated resistance values be trusted?

In professional naval architecture practice, no single method provides a universal answer. Reliable prediction is always based on validated engineering methods confirmed by real vessels and sea trials.

At Albatross Marine Design, resistance prediction methods are selected based on long-term comparison between calculations and performance of built vessels.

This is essential because some methods systematically underestimate resistance, which can lead to insufficient installed power and failure to reach contract speed.

Not every “calculation” is engineering. In different projects we often encounter the use of questionable approaches to resistance prediction. Small craft are frequently designed without sufficient hydrodynamic expertise. Instead of selecting appropriate methods, resistance is sometimes calculated simply by pressing a button in software:

- catamaran resistance evaluated using the Holtrop method
- sailing yacht resistance evaluated using the Savitsky method
- CFD simulations performed without any validation

This is not how professional hydrodynamic prediction works.

Each method has a specific applicability range. Outside that range, the results may be misleading.

Unverified CFD simulations alone may easily produce resistance values that differ by 20% or more. Without validation against systematic series, regression methods, or real vessel data, such results cannot be considered reliable.

Why this matters? For many vessels — especially passenger craft, patrol boats, and government vessels — speed is a contractual requirement. It must be justified, not assumed.

Incorrect resistance prediction may result in:

- undersized propulsion systems
- excessive fuel consumption
- failure during acceptance trials
- costly redesign/rebuild at late stages

Reliable resistance prediction requires:

- correct selection of calculation methods
- understanding of hull hydrodynamics
- experience with different speed regimes
- validation against systematic series and real vessels

These competencies are rarely available at small shipyards that focus primarily on construction rather than naval architecture.

Software alone does not solve hydrodynamic problems.

Work with naval architects — not software operators. ⚓

26/04/2026

Every fast boat is a compromise.

In small high-speed craft design, performance is defined first of all by the triangle speed – power – weight. You can improve one corner only by affecting the others. So the designer’s task is always to choose priorities.

Hull shape matters, of course. But unless the hull is obviously poor, its influence on achievable speed is usually secondary compared with displacement and installed power. Weight distribution and propulsion efficiency often play a much larger role.

Aerodynamics? Important mainly above about 30–35 knots. Below that range, it is rarely the decisive factor.

That’s why practical design of fast small craft starts with balancing speed, power, and weight. This triangle is the real foundation of performance.

Choose wisely — everything else follows. ⚓🚤📐