Bruce Farr 64

The hull is of a single skin solid laminate in the central regions below the waterline with the remainder and topsides in a sandwich construction using a Divinycell core that is fitted using vacuum techniques. Multiaxial matting is used with isophalic vinylester resin with E glass. The hull is finished in grey gelcoat with coloured boot topping and claret cove line. She was wrapped in 2020. Internally, the hull is top coated throughout.

An internal bottom grid is laid up over a female mould and then laminated into the base of the hull providing stiffness throughout the whole structure. The hull is formed with an integral keel stub to which the lead keel is through bolted. This also forms the separate engine and main bilge sumps.

The main bulkheads are made of marine grade veneered plywood and laminated on both sides to the hull and deck. The hull is reinforced to fit the bolted custom-designed chain plates. The backstay chain plates are bolted to the reinforced bulkheads in the lazarette. The loads of all rigging and deck fittings are distributed through the hull via changes in the layup of the affected areas.

The engine and generator beds are of GRP with steel inserts for engine mount fittings.

The deck is of a GRP sandwich construction with a Divinycell core using unidirectional and CSM with isophalic vinylester resin. It is bolted to the hull at 150mm centres all around the edge. The deck is laid using 12.5mm teak planking. Most of the teak deck was replaced in 2024.

Detailed margins are laid around hatches, chain plates and major deck fittings. The foredeck and cockpit areas are laid in a recess to keep a flush effect and assist with cleaning. A teak capping is fixed on top of the cockpit coaming and the bulwark.

High density core inserts are placed in areas of high loading and where deck fittings are through bolted. Two 35mm deck drain fittings drain the water to the through hull fittings in the transom. Four 50mm cockpit drain fittings drain the water from the forward cockpit to the through hull fittings in the hull and the water from the aft cockpit drains to the fittings in the transom.

There is a large self-draining anchor locker forward with an intermediate teak floor. Located immediately after this is the sail locker/workshop fitted with a workbench, storage lockers and a service locker for the Lewmar bow thruster. Access to this area is provided via the Rondal deck hatch or from the internal accommodation.

The aft deck contains one large Rondal watertight access hatch to the large lazarette space with steering gear beneath. The Rondal hatch is secured with locks and is fitted with a self-draining gutter. Portside of the deck, at the galley area, a separate dedicated self-draining gas locker is located. The gas locker is fitted with a lock and drains to the through hull fitting portside.

A transom door is fitted which serves as a bathing platform when opened. Two latches are fitted to secure the transom door and the well drains to the through hull fitting in the transom.

The keel is made from lead with 4% antimony to provide resistance to minor impacts without cosmetic damage. Acid resistant stainless steel bolts are cast in the lead and provide the fixings.

The rudder blade is made in two halves around a 125mm aluminium stock. It is strengthened with aluminium tangs and foam filled. The stock is supported by two self-aligning bearings and the top is slotted for connection to an emergency tiller via a deck inspection hatch. The emergency tiller is located in the aft lazarette for immediate access.

Steering system is a Lewmar Mamba System with torque tubes and bevelheads transmitting helm movements to a reduction gearbox adjacent to the rudder stock. This then drives the rudder via a tiller arm. Two Mamba autopilot drives are fitted to the system. Both located to either side in the aft lazarette. Switching these units is done from the panel at the navigation desk. Twin clear-coated carbon steering wheels.