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Time-honoured Traditions of

Cheoy Lee's main production facility at the Hin Lee (Zhuhai) Shipyard in Zhuhai, Doumen. Its strategic location on the Pearl River offers convenient access from Hong Kong, facilitating smooth operations and logistics.  The vast 12-hectare facility is equipped with state-of-the-art machinery and dedicated fabrication halls for steel, aluminum, and fiberglass molding. The undercover halls for all specific trades ensures high-quality finishes of our vessels.  Moreover, the facility's accommodation for up to 1,000 employees in onsite dormitories reflects Cheoy Lee's commitment to providing a conducive work environment. The provision of recreational facilities such as basketball courts, table tennis, and even tug of war not only promotes employee well-being but also fosters a sense of community among the workforce.  In terms of production capabilities, the facility boasts advanced machinery including Prop Scan equipment, 5-axis CNC cutters, milling, rolling, and bending machines, as well as CNC water bath plasma cutters and laser cutters. These cutting-edge technologies enable Cheoy Lee to manufacture vessels of up to 70 meters (230 feet) in length, showcasing their prowess in shipbuilding.  Overall, Cheoy Lee's Hin Lee Shipyard stands as a testament to the company's dedication to innovation, efficiency, and employee welfare in the pursuit of excellence in the maritime industry.

RAstar 4200DF

The RAstar 4200-DF feature a unique electrical propulsion system with a pair of Z-drives that can receive power from both diesel and dual fuel (diesel and LNG) propulsion gensets. They can also be configured for diesel mechanical propulsion. This series’ capabilities include ship-assist, offshore towing, crew transfer, platform supply, off-ship fire-fighting, spill response and oil recovery, as well as personnel rescue.

RAmparts 2100-CL

The RAmparts 2100-CL was lead by a two vessel order for New Zealand delivered in 2022 after two RAmparts 2500-CL delivered in 2015. While shorter overall length was advantageous for safe manning regulations, this compact and versatile new RAmparts 2100-CL model packs with impressive power, and is designed for operation by 2 crew. Construction is to Lloyds Register, with the notation +100A1 Tug, +LMC, UMS, *IWS, Unlimited Service, with Fi-Fi options available. With standard propulsion, Cheoy Lee offers bollard pulls of 50 tonnes, and maximum speed of 12 knots.

63m Dinner Cruise

RAmparts 2400W

The RAmparts 2400W is a variation of Robert Allan's standard RAmparts 2400 with a wider beam. It is a powerful yet agile compact tug with all round visibility, equipped with an aft-biased deckhouse and wheelhouse, larger forward deck and relatively low draft to cater port operations. A range of engine options, including Niigata and Caterpillar offer impressive power. The tugs offer excellent maneuverability, free running speed of 12-13 knots and bollard pull figures of 65 to over 70 tonnes depending on engine selection. A complement of normal 6 (MLC) to maximum 10 crew members can be...

40m Catamaran

An exciting new design from the drawing board of highly acclaimed multihull designers Incat Crowther, the carbon/composite structure and latest evolution hull form yield exceptional fuel efficiency. The design is engineered to be hybrid ready to further enhance fuel economy while carrying up to 450 passengers on two decks.

40m Passenger Ferry

17m Self-righting Pilot Boat

A new, resin infused, high performance self-righting composite pilot boat, representing Cheoy Lee’s first collaboration with Camarc Design in the UK. Utilising Camarc’s refined double chine hull, supported by extensive tank testing, the design promises outstanding performance, efficiency and comfort in adverse weather conditions.

RAstar 2800-CL

A new addition to the Cheoy Lee tug line up, this is a beamy 28m escort tug, offers a compact, cost effective but highly capable solution. Accommodating 10 crew in MLC2006 compliant accommodation, the RAstar 2800-CL can be equipped with a range of propulsion and deck machinery configurations.

16M Line Boat

Designed specifically for a coal mining port in in Queensland, Australia, this heavily build vessel is the smallest Robert Allan designed vessel in our range. Powered by a single diesel and fixed pitch propeller in a steerable nozzle, manoeuvrability and bollard pull is impressive.

36m Crew Boat

The 36m Crew Boat was designed by the American wing of Incat Crowther, who established their name with multi-hull designs, but have since amassed significant experience in the design of offshore monohulls. ABS classed 36m vessel is powered by triple diesel engines. 50 tonnes of cargo can be carried on a 94m2 timber clad deck, and 70 personnel plus ten crew can be accommodatded.

40m Crew Boat

A development of our Incat Crowther 36m Crew Boat design, the 40m offers increased accommodation space for 80 service personnel and increased cargo carrying capacity. Conventional fixed pitch propeller drives offer speeds up to around 30 knots.

16.5m GRP Water Taxi

Developed using our successful 16.5m Composite ferry hull, this tourism boat for Macau was given a makeover by Australian industrial designer David Bentley. Twin Volvo IPS drives ensure quiet and efficient propulsion, pleasing both the tourists and operator alike.

27m Crew Transfer Vessel

The first product of Cheoy Lee's collaboration with UK design firm BMT, the pairing has now produced eight CTV designs for European and Asian markets. The 27m is powered by quad Volvo IPS drives, giving good operational efficiency and impressive bollard push capabilities, and important attribute when pressing up against offshore windfarm installations in unfriendly sea conditions to facilitate safe crew transfer.

23m Crew Transfer Vessel

Twin Servogear controllable pitch propellers propel these aluminium CTVs to over 25 knots. The fine bows, deep hulls and accommodation situated well aft ensure comfort for the 24 offshore service personnel. The 45m2 cargo deck forward allows 12.5 tonnes of containerised cargo to be transported.

15m GRP Pilot Launch

Constructed with a robust foam cored, resin infused GRP hull, performance and ride comfort from this hull form is good. Powered by twin diesels, driving two outward turning propellers, the vessels are able reach a top speed of over 25 knots. The main deck has been fitted out to provide seating for eight pilots, as well as the captain and one crew member. Below decks there is a head and a gallery.

Z-Tech 5000

Incorporating the best handling and operational characteristics of Z-drive tractor tugs and Azimuth Stern-Drive (ASD) tugs, Z-Tech tugs are extremely capable. More than 80 Z-Tech tugs in a range of size and bollard pull configurations are now in service, with more than half of this global fleet being constructed by Cheoy Lee.

Z-Tech 6000

A versatile tug typically driven by a pair of Caterpillar 3516 diesel engines, coupled to two Schottel Rudderpropellers. All Cheoy Lee Z-Techs are built to Lloyd's Register class with the notation +100A1 Tug, +LMC, UMS.

Z-Tech 7000

Z-Tech 7000 ASD is a powerful tug fitted with two engines and azimuthing thrusters to provide a bollard pull of around 70 tonnnes. All the Cheoy Lee Z-Techs are built to Lloyds Register class with the notation +100A1 Tug, +LMS, UMS.

RAstar 3200-CL

The unique hull form of RAstar tugs increases crew safety and comfort to enable operation in conditions previously deemed unworkable. The sponsoned hull form, proven in both model and full-scale testing, provides enhanced escort towing capabilities and seakeeping performance. Motions and accelerations are less than half those of comparable sized tugs.

RAmparts 2500-CL

The RAmparts 2500-CL represents an evolution from a two vessel order for New Zealand delivered in 2015, where shorter overall length was advantageous for safe manning regulations. This compact new RAmparts 2500-CL model packs impressive power and versatility, and is designed for operation by a small crew, although still with MLC2006 compliant accommodation for 8 crew. Construction is to Lloyds Register, with the notation 100A1 Tug, LMC, UMS, *IWS, Restricted Service, with fifi options available. With standard propulsion, Cheoy Lee offers bollard pulls of 50 and 60 tonnes, but optional...

RAmparts 3000-CL

The RAmparts 3000-CL can accommodate eight crew. Deck machinery can be selected to meet operators needs. Construction is to Lloyds Register classification, with the notation + 100A1 Tug, +LMC. Propulsion is by twin Caterpillar or Niigata engines driving Rolls Royce, Schottel or Niigata Z-drive propulsion units.

RAmparts 3200-CL

The RAmparts 3200-CL is a variation of Robert Allan's Ramparts 3200 designed specifically for Cheoy Lee. A range of engine options, including Niigata and Caterpillar offer power ranging from 2250hp to 3151hp per engine. The tugs offer excellent maneuverability, a top speed of 12.5 to 13 knots and bollard pull figures of 65 to over 75 tonnes depending on engine selection. A complement of 12 crew members can be carried, with accommodation on the main and lower decks. Deck gear can be prescribed by the client, to include towing winches, hooks and bitts, as required. A fixed arm davit for...

The Rotor®tug distinguishes itself from conventional ASD, tractor or Voith designs by using three azimuth propulsion units, oriented in a triangular configuration. Manoeuvrability is superior to the conventional designs, with enhanced safety during towing and escort operations. Other benefits include an added level of redundancy with the triple engine and thruster combination and higher bollard pull in all directions. As the 80-32 series name implies, the 32 metre tug delivers a bollard pull of over 80 tonnes, both ahead and astern, with a free running speed of 13 knots. 6 crew can be...

The “W” designation, for “wide”, further enhances the stability and capabilities of our ART 80-32 Rotortug. The triangular propulsion configuration with two thrusters forward and one aft offer exceptional manoeuvrability.

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Your Voyage Begins

Seasoned yacht owners know that every new yacht project is an adventure in itself, a unique and new opportunity no matter how many have followed before. Like yachting itself, this voyage is one of discovery, and with the right preparations and attention to detail, the memories and bonds created will be priceless. At Cheoy Lee we understand that to fully reflect an owner’s dreams, the development and build cycle must go long on trust and understanding. No two build projects should be the same. Drawing on a centuries-long shipbuilding heritage, the true professional shipyard will ensure that your build journey is as unique and rewarding as the destination.

What Can You Count On?

Backed by five generations of shipbuilding expertise, while embracing the latest in technological advances, Cheoy Lee Yachts serve up a unique and compelling blend to warm the hearts of discerning owners.

The Cheoy Lee Commitment

Serving as guiding principles to the organization are five words that inspire the people who make up Cheoy Lee. Those core values are Performance, Innovation, Reliability, Quality and Service. Powered by family values and with an instilled passion to achieve new heights, Cheoy Lee builds from these core values at all times.

Built for the love of the voyage

Incomparable yacht construction must begin with exceptional engineering. Discover how both of these practices work hand-in-hand allowing us to deliver world-class yachts.

Standing Behind Each Yacht

Behind each Cheoy Lee is a service network program that won’t leave you stranded. With an exceptional industry-leading warranty, know that Cheoy Lee Yachts is behind each journey.

5 GENERATIONS IN THE BUSINESS

1000 EMPLOYEES

+ 5200 VESSELS DELIVERED

Cheoy Lee EXPLORER

No destination is too far with the Cheoy Lee Explorer series.

Cheoy Lee’s Historic Fleet

Proven performance and a name that resonates in the world of offshore cruisers, the quality and capabilities of Cheoy Lee Yachts are respected globally. Composite offshore yachts were built by Cheoy Lee over 60-years ago, and by sharing technologies with the rugged commercial vessels being built under the same roof, a perfect storm of excellence was born.

151ft TransOcean Explorer

145ft Global

172ft Global

125ft Global

104ft Global

Dorothea III

147ft TransOcean Explorer

For more information on how Cheoy Lee can deliver your dream, drop us your comments and we will respond shortly.

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Cheoy Lee Clipper 36 & 42 Used Boat Review

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• Sailboat Reviews

These golden oldies from Bill Luders remain popular classics.

Cheoy Lee Shipyards of Hong Kong has been a commercial builder since the early 1900s and is one of the first molders of fiberglass boats in Asia. Production of fiberglass boats began in the early 1960s and continues today, although the company—like many big yards around the world—has turned its focus toward commercial ships and the mega-yacht market. Looking at the line of 78- to 100-plus-foot yachts catering to Far East millionaires and billionaires, it is clear that any concerns about what would happen to Cheoy Lee when Hong Kong reverted to China were way off target.

Main offices of the venerable shipyard, which was building commercial craft for many years before the advent of fiberglass, are located on the Kowloon waterfront. As their operation grew, the company moved much of the actual construction facilities out to Lantao Island. It’s a barren place, virtually no trees, covered mostly with a brown grass. Workers are transported to and from each day by high-speed crew boats.

Cheoy Lee, like many Asian builders as well as custom U.S. and European builders, makes many of its own parts. We will never forget walking into one of the sheds on Lantao Island to find, at the edge of the shadow and door light, an old man delicately fairing a sand-casting for a propeller. He used simple hand tools, working, as best we could tell, entirely by eye. Though Asian boats still carry a fair amount of locally made stainless and bronze hardware, this trend began to change during the 1980s, when Western buyers, wary of cheap Asian knock-off accessories, began to demand name-brand portlights, water pumps, and the like.

An improved standard of living in Hong Kong and Taiwan raised labor rates to the point that it made sense to import essential hardware rather than hand-tool, and the elaborate woodwork you find in the early Cheoy Lees is no longer available at bargain rates in Asia. Back in the late 1960s and 1970s, however, Cheoy Lee enjoyed an enviable reputation for classic design and superior workmanship, even if some of the boats suffered from a few problems endemic to Asia, such as inappropriate use of plywood, poor electrical wiring practices, and the endemic teak-deck leaks that earned them the name “leaky teakies.”

The Cheoy Lee Clipper 36 was built from 1969 to about 1988. The Clipper 42 was introduced in 1970. Eventually, both were replaced by the more contemporary designs of David Pedrick. We doubt that very many Clipper series boats were brought into the U.S. after the mid- or late 1980s.

A.E. Bill Luders Jr. drew the lines for quite a few early Cheoy Lees, including the Clipper series and many of the Midshipman (early center-cockpit boats) and Offshore series. The Clipper 33, 36, and 42 were popular in large part because of their classic lines. In ways, they are reminiscent of L. Francis Herreshoff’s Ticonderoga . They are mostly ketch-rigged (actually cutter ketches with a Yankee, staysail, main, and mizzen), with bow sprits, wooden spars, graceful sheerlines, and moderate overhangs. Each has a full keel with attached rudder. Though we do not have all the drawings for the Clipper 36 and 42, their displacement/length ratios of 464 and 389 are very high, indicating that the garboards are quite slack and the bilges full. Or in other words, these are heavy-displacement boats with a very traditional Y-shape.

The numbers, however, are a bit deceiving because the sailing length will increase considerably as the boat heels.

The sail area/displacement ratio of the 36 ketch is 15.8, which is low to moderate. The 42 ketch has a more generous ratio of about 18. The divided sailplan is well suited to offshore cruising and will provide adequate power, especially on a reach. These boats would not be expected to excel either upwind or downwind. The 36 was available with a cutter rig, though we have no record of any in our files, and both the 36 and 42 could be ordered with a staysail schooner rig, of which we know at least a few.

The underwater lines of the 48, for which we have the full designer drawings, are similar to that of the 36 and 42. The Clipper 48 has a traditional interior with V-berth, pullout settees and pilot berths in the saloon, and an aft stateroom with double and single berths. Several alternative layouts were available, including a U-shaped dinette in the saloon and a circular dinette forward.

Photos courtesy of Susan Brown and Kieron O’Connell

CONSTRUCTION

Like most boats of this vintage, the Clipper 36 and 42 have solid fiberglass hulls. According to company literature, the thicknesses range from about 7/16-inch at the sheer to 1-inch at the keel. This is hefty. Unlike a number of other early fiberglass classics (such as the Mariner 31/32 or Black Watch 37), the Clippers had fiberglass decks, most with a teak overlay.

Henry Geerken, the owner of a 1969 model, told us that his deck was mahogany planking covered with fiberglass, then teak. He discovered this when he was having the deck planking removed. (As we have noted many times in previous articles, teak decks do not last forever, maybe 25 years, and replacement is very costly. Geerken paid $14,000 for a new fiberglass deck, which he said was less expensive than teak. In hot weather, he also found, this made the boat cooler inside.) Ballast is cast iron, externally fitted to the keel. Lead is preferable as it is denser, softer, and not subject to the corrosion that iron is. You’ll want to keep the iron keel coated with epoxy, with all the attendant prep work, including, but not limited to, sand- or bead-blasting to remove all traces of corrosion.

A number of owners have complained about the gelcoat, which one owner said was never up to par. Another said he had to paint his topsides after just three years. Geerken’s cored fiberglass rudder split, though the surveyor said it could be satisfactorily repaired by injecting epoxy resin.

Steering is via cable-quadrant, and on some boats, there was no provision for an emergency rudder. Before taking an ocean passage, you’d want to work out an emergency steering system.

The interior is all wood, and nicely done, which was the main reason for buying an Asian boat in the first place. An old brochure calls it a lavish teak interior. The owner of a 1981 model , however, said it was beautiful, but too much teak to varnish. In recent years, there has been a trend away from teak for just this reason. (Lower initial cost, lower weight, and brighter interiors are three other good reasons.)

Bulkheads are tabbed to the hull, which provides for a very strong structure. A 1994 survey of Geerken’s 1969 Clipper 36 showed the bonds to be intact. Other owners, however, complained about bulkheads made of non-marine grade plywood that was susceptible to rot.

Berths were foam rubber, covered with vinyl; if they haven’t been replaced yet, they should be. Countertops were Formica; sinks were stainless steel. The original toilet was the Wilcox-Crittenden Imperial, and the last time we checked, you could still find parts for this popular, well-made toilet.

Ventilation is provided by a teak and Plexiglas skylight, forward hatch, four cowl vents (five on the 42), and two Dorades. Skylights are notorious leakers and will have to be recaulked or rebuilt at some point. Although the original specs called for fixed ports, we have seen both fixed and opening ports on both models, usually high-quality bronze or stainless steel.

Cheoy Lee Clipper 36 and 42 are only rarely on the used boat market. We found these two CL Luders 36s. However, the Cheoy Lee owners association is very active and used Clippers come up occasionally.

Fuel and water tanks are made of fiberglass. Aluminum is a better choice for diesel, and water in a fiberglass tank tends to taste a little funny. Still, if properly made, fiberglass certainly is serviceable. Geerken’s surveyor did note that the copper fuel lines had unsupported runs, which could make them subject to vibration damage.

Geerken pointed out to us that the electrical system on his boat uses the positive as ground, which foiled his electrical trouble-shooting efforts until he figured it out.

Many original boats came with a wooden ladder that fit amidships, but these are often lost or deteriorate. Geerken bought an 8-foot one from Defender Industries.

Photo courtesy of Susan Brown

PERFORMANCE

As mentioned earlier, the Clipper cutter-ketches or schooners sail best on a reach, and then their speed will be more than adequate. Upwind and downwind, the boat will feel slow compared to lighter, fin-keel sloops. But speed is not the reason to buy one of these boats. They are, after all, capable offshore designs.

Readers rate seaworthiness as excellent, but stability less so. As one would expect from the narrow beam, Y-shaped hull, and heavy Sitka spruce spars, they are a bit tender initially, though stiffen up nicely once their shoulders are in the water. One reader said, “She looks after you.”

Balance was rated as above average by most owners. With the ketch rig, it should be possible to get the boat to steer itself with the wind on the beam or forward of it. One owner said, it has slight weather helm. “Trim sails, put wheel lock on, and let’s go! Some weather helm, of course, is desirable and necessary.

Geerken’s sail trim advice is to trim the Yankee first, staysail second, and main third; then ease the weather helm with the mizzen.

The main has roller-reefing rather than the jiffy reefing most often seen today. Roller reefing can work well up to about the first reef point, but it is unnecessarily complicated and can chafe the sails, so it makes sense to give up on this antiquated system and convert to simpler, more effective jiffy reefing.

Owner reports in our files indicate that the Clipper 36 was powered by either the Westerbeke 4-107 or Perkins 4-108 diesel engines, though some others we know had Atomic 4 gasoline engines. Both the Westerbeke and Perkins are excellent engines, but we prefer the Perkins. Owners of both said the engines were highly reliable, as we know from firsthand experience, but that accessibility is abominable, or in the words of one owner, “Zilch!” Among other things, checking/adjusting the stuffing box will not be easy.

Expect to make about six knots at 1600 rpm. Literature from Lion Yachts, the old East Coast distributor, indicates that the 42 came with the Perkins 4-108, though one owner had a 75-horsepower Volvo diesel. “Had 13 reasons for replacing after six years,” he wrote. He repowered with a Perkins 4-108, which he said wasn’t big enough, although many owners find it quite enough.

Full-keel boats with attached rudders and the propeller in an aperture do not tend to back down well, and the Clipper series is no exception.

Theres no denying that the classic look of the Cheoy Lee Clipper series is enough to make your heart flutter: That’s what a boat is suppose to look like! Indeed, some well-known personalities such as singer-songwriter Jimmy Buffet have succumbed to the Clipper’s siren song. Construction certainly was above average, with heavily laid hulls and fairly sound joinery.

Less noticeable are a small variety of potential problems stemming from the wooden spars, occasional flaws in metal work, and electrical work and components. One Clipper owner, for example, found that the stainless chainplates were secured with iron bolts and nuts, which corroded. Lazarette, hatch, and seat locker lids were sometimes made of plywood with insufficient fiberglass over it to seal out moisture. Previous owners may have upgraded or fixed some of these problems as they occurred. As with any boat, we’d ask the most persnickety surveyor to go over it with a fine-tooth comb. Because the interiors of these boats are quite complex, we suspect the list of repair jobs will be longer than usual. Regarding performance, the boat is deceptively quick on a reach, but due to its full keel and heavy displacement hull shape, it does not excel upwind or down.

Prices for early models represent a good value in today’s market. You might be able to pick up a 36 for less than $30,000, but carefully check the engine and teak decks as both are expensive to replace. You don’t buy a Cheoy Lee Clipper for performance or ease of maintenance. The 36 and 42 appeal to certain types of sailors, and you know who you are. Go in with your eyes open, ready to work (or pay), and you’ll have a boat to be proud of for many years to come.

• Owners Say Beauty, Solid Hull Outweigh Clipper’s Flaws

• Cheoy Lee Association

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Cheoy Lee Yachts for Sale

The Cheoy Lee Shipyard has built over 5,000 vessels in the past 60 years and currently builds luxury yachts ranging in size from 59 feet (18m) to over 200 feet (60m), as well as commercial craft including tugs, ferries, patrol, pilot, supply and stand-by vessels in steel, GRP and aluminium.

The Cheoy Lee Company has been a major shipbuilder for well over a century and has grown from humble beginnings into the largest yacht builder in Asia. Cheoy Lee’s founding family still owns and runs the company, now 4th and 5th generation, whose popular modern yacht lines include the Serenity series of ocean-going displacement yachts, the Bravo series of fast motor yachts, and the semi-custom Global series.

The Cheoy Lee Shipyard still operates from the same original site in Hong Kong today, on the banks of the Pearl River, with a state-of-the-art production facility which was opened in 1999. The yard has been expanded three times and covers a total 28 acres, including on-site dormitories that house over 1,200 employees and skilled labourers.

Clients benefit from the latest in technology and advanced production machinery. In addition to the Hong Kong shipyard, Cheoy Lee also has a US-based purchasing department, handling the acquisition of equipment, navigational systems and various other parts from the international marketplace.

History of Cheoy Lee Yachts

The Cheoy Lee Shipyard was founded in 1870 by the Lo family in Shanghai, initially operating as a build and repair yard for wooden steam-powered craft. In 1936, the company moved its headquarters to Hong Kong when the Japanese Imperial Army invaded China. When the Japanese Imperial Army also entered Hong Kong, the Lo family fled back to China abandoning the shipyard.

During the next four years of Japanese occupation, much of the shipyard was dismantled. When the Lo family’s eldest son returned in 1946, he found there was little left of the family legacy and embarked on the build of the first post-war boat with his own hands.

By the mid 1950’s, Cheoy Lee was building teak sailing and motor yachts, most of which were exported to the USA. By the mid 1960’s, 90% of Cheoy Lee’s output was pleasure crafts and at this time, a second build shed was established on Lantau Island at the western end of Hong Kong’s Victoria Harbor. As a pioneer in the development and implementation of fiberglass construction techniques, Cheoy Lee phased out their wooden construction soon after.

In 1977, Cheoy Lee built what was the world’s largest moulded GRP yacht to date, the 130-foot (40m) SHANGO II and by 1979 their first line of all-foam cored production motor yachts was underway; the Cheoy Lee 48’ Sports Yacht.

Powered by family values and a passion to achieve new heights, the defined core values of performance, innovation, reliability, quality and service are executed at all times.

The Cheoy Lee collection

Operating shipyards in Doumen in Southern China and also on the Howloon Peninsula in Hong Kong, Cheoy Lee builds luxury motor yachts and superyachts.

The Cheoy Lee Shipyard is one of very few yards in that world that routinely build in steel, fiberglass, aluminum and various combinations of these materials. The versatile yard builds to globally recognized standards and regulations, often partnering with specialist design firms, naval architects and structural engineers to ensure the full extent of their abilities is utilized. Cheoy Lee offers several semi-custom luxury yacht series, including the Alpha performance yacht range, the Bravo raised pilothouse motor yacht range, the Serenity luxury cruising yacht range, and the Explorer superyacht series.

One of the yard’s most notable builds to date is the 148-foot (45m) MY MARCO POLO. A transoceanic explorer, this superyacht is constructed in steel with a GRP superstructure.The yacht has a distinctly recognisable dark green hull and was designed by the award-winning Ron Holland.

Northrop & Johnson can offer a wide range of Cheoy Lee yachts for sale, including wholly custom superyachts built in steel and aluminum and fiberglass semi-custom full and fast displacement series motor yachts.

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• My Cheoy Lee
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Cheoy Lee Unveils New Explorer and Tradition Yacht Series

Designed by an American naval architecture firm for American owners,  these expedition and cruising motor yachts from 107’ to 132’ combine up-to-date styling and technology with over 150 years of bluewater boat-building experience.

Cheoy Lee Yachts , the luxury yacht division of leading international ship builder Cheoy Lee Shipyards, is proud to announce its new Explorer and Tradition lines. Designed by U.S. naval architecture firm Overing Yacht Designs to suit the needs and desires of American clients, Cheoy Lee’s Tradition and Explorer series yachts are constructed using advanced technology combined with the more than 150 years of traditional artisanship. Cheoy Lee has collaborated with Sylvia Bolton Design of Seattle to create fresh and comfortable interior designs for many of these new motor yachts.

The new Cheoy Lee Explorer series yachts are rugged expedition vessels built with full-displacement, steel hulls with round bilges, bulbous bows, commercial-level equipment, and long-range fuel capacities. Unique features include a tank deck that crew can use to transit the vessel from bow to stern. Each Explorer model is designed to be the perfect platform for any oceangoing adventure its owners can imagine. Complementing its highly practical work areas are spacious and luxurious owner and guest accommodations featuring a large flybridge lounge and an aft beach club that sustains the connection between the owner and the sea.

“What really defines the Cheoy Lee Explorer series is what they are capable of doing. Built to full class standards – Lloyd’s, RMI Yacht Code or the equivalent – they are true world-cruising yachts,” said Jon Overing, owner, Overing Yacht Designs.

The Cheoy Lee Yachts Explorer line includes the following models:

• 107 Explorer . Cheoy Lee Hull No. 5200 currently in build with an estimated delivery date of late summer 2022. Accommodating 10 guests and 6 to 8 crew, this five-stateroom yacht features a master suite on the bridge deck for sweeping panoramic views, as well as a VIP suite on the main deck. Crew quarters are exceptionally large and well-laid-out for a yacht of this size.

• 126 Explorer. Blending contemporary styling with stellar seakeeping abilities, this expedition yacht has a 26-foot beam that makes her feel more spacious than other yachts of her class. Accommodating 10 guests and 6 to 8 crew, she features a bridge-deck master stateroom, VIP and captain’s cabins on the main deck, and three guest suites on the lower deck.

• 130 Explorer. Cheoy Lee Hull No. 5218 currently in build with an estimated delivery date of late summer 2022. With an operating draft of 7’ to 7.5’ and a fuel capacity of over 10,000 gallons, she is equally suited to global adventuring and island-hopping in The Bahamas. Accommodating 10 guests and 6 to 8 crew, she features a main-deck master and equivalent-sized guest suites that make her an ideal charter vessel.

• 132 Explorer. Designed for experienced owners who prefer the Aft House expedition yacht configuration, the 132 Explorer lets you store all your tenders and toys on the foredeck, out of the way. This four-deck yacht accommodates 10 guests and 6 to 8 crew. Her luxurious five-stateroom layout includes a comfortable full-beam master suite located amidships.

The Cheoy Lee Tradition series yachts deliver a fresh new look and feel for the tri-deck fiberglass megayacht. Combining semi-planing hull performance with luxury accommodations and Cheoy Lee’s outstanding seakeeping capabilities, these easy-to-maintain fiberglass yachts ensure that the journey is just as enjoyable as the destination. This is perfect vessel to start a new family tradition of comfortable and gracious cruising.

“Designed for the American yachtsman, the Cheoy Lee Tradition series brings luxury, style and functionality together,” Overing said. “Powered by twin CAT C32 ACERT diesel marine engines, rated at 1,600 hp each, the 6,000-gallon fuel capacity will offer excellent range, depending on the speed.”

The Cheoy Lee Tradition line currently includes the following model:

118 Tradition . Delivering a 21-knot cruising speed, this luxury megayacht is full of inviting social gathering spaces, including an enclosed skylounge, which is rare on a yacht of her class. The main deck encompasses a country kitchen and master suite with 180-degree panoramic views. Two VIP suites and two twin suites round out the accommodations for 10 guests, making the 118 Tradition an ideal yacht for charter operations. Her 6-foot draft also makes her a great boat for The Bahamas.

“Featuring Jon Overing’s proven hull designs, with construction that draws on five generations of our family’s shipbuilding expertise coupled with the latest technological advances, these two luxury yacht lines are designed for the discriminating buyer. Interior Designer Sylvia Bolton also is a delight to work with. Our ability to bring you the best quality, value and service is what we build our reputation on,” said B.Y. Lo, vice president, Cheoy Lee North America. “Please visit our display at the 2021 Palm Beach International Boat Show, IW 540-541, so we can show you the outstanding concepts behind the new Explorer and Tradition yachts.”

About Cheoy Lee

Over 150 years and five generations of uninterrupted shipbuilding, Cheoy Lee’s unwavering commitment to dependable products and service endures. Originating in Shanghai, China, Cheoy Lee Shipyards is the embodiment of the Lo family’s tradition to advance its craft, continually creating new chapters in the chronicle of this iconic institution. Benefiting from the shipyard’s world-renowned prowess in the commercial maritime sector. Cheoy Lee’s award-winning luxury yachts are prized for their seaworthiness, efficiency and range. For more information, please visit www.cheoyleeyachts.com .

This article appeared first on cheoyleeyachts.com.  

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Sailing Avocet : A New Adventure Begins

• By Marissa Neely
• August 20, 2024

EDITOR’S NOTE: Every boat has a story. So does every boat owner. And few tell those stories better than Marissa and Chris, the crew of Avocet, a 1979 41-foot Cheoy Lee. They met the boat in February 2018, just three months before college graduation, got married in June 2018, and have been liveaboards ever since. Avocet’s journey has only just begun, and as Cruising World’s newest ambassadors, the Avocet crew share their adventures with our community, from the technical aspects of cruising a classic sailboat to the breathtaking destinations they visit to the challenges (and triumphs!) that come with the liveaboard life.

Ahoy, from Avocet

My name is Marissa, and I am half of the crew on Avocet , a 1979 41-foot Cheoy Lee that my partner, Chris, and I have been living aboard since 2018.

Chris grew up in a sailing family, spending time on small lake boats and sailing near the San Francisco Bay area aboard his family’s Mason 43. His older brother purchased a Hans Christian 33, Prism, to cruise the world, paving the way for us to follow in his wake half a decade later.

Chris got me involved in the sport early in our relationship. We were barely 15 when he persuaded me to crew for him in the annual High Sierra Regatta, where I caught the sailing bug. After high school, Chris asked me to marry him in Costa Rica while we were aboard his brother’s boat. Of course, I said yes to a life of adventure, which led us to where we are now.

Our current story starts with how we found our beloved Avocet . We met the boat in February 2018, just three months before college graduation. We signed the papers in March, and Chris spent nearly every weekend driving eight hours to prepare Avocet for our move-in day.

Then, in May, we began our adult lives—him with his bachelor’s degree in social sciences, and me with bachelors’ in ski business, resort management and global business management. We got married on June 2, 2018, just two days before Chris carried me from the dock to Avocet ’s cockpit and we unpacked on board.

The Discovery

Back when Chris and I were looking for boats in 2018, Avocet was not even on our radar. We were looking for something simpler, like a Catalina 36. At the time, we had no intentions of cruising, and we were looking for a crash pad while Chris finished his studies at film school in San Francisco Bay.

We convinced ourselves that the Catalina 36 was everything we wanted, until we stepped aboard one in Southern California and realized it wouldn’t suit our lifestyle needs. We had no Plan B, but we did have Chris’ brother Jon with us. He found Avocet .

“We cruised with a boat like this in Mexico,” Jon said as he boarded the boat. After a few moments on board, Chris felt at home, comparing the warm teak walls to his family’s Mason 43. I was not as easily charmed—I thought the interior was atrocious—but Chris begged me to give it a minute.

After we drove away, Chris couldn’t stop thinking about the boat. His offer to the seller was laughable at best, probably around $25,000, which is what we had saved. The seller rejected that offer, so Chris wrote a letter to the seller, explaining who we were and why we would be honored to buy it. We settled around $30,000, which was $10,000 less than the original listed price. We still had to get a bank loan, but Avocet was ours.

The Confusion

People recognize that Avocet is a Cheoy Lee but often fail to identify the model. On the outside, the boat looks strikingly similar to the Offshore 41 and Pedrick 41, but has key differences. Cheoy Lee had seen a similar design from naval architect Ray Richards, the designer of the Offshore, and subsequently designed its own Cheoy Lee 41. Richards’ new-at-the-time element was a 6-foot-deep cruising fin, in which the forefoot is a cutaway and the rudder is attached to a skeg. Richards described the boat as “stiff as a church,” which we have found to be very true.

Unlike Avocet , the Offshore 41s don’t share the same tumblehome, leaving them much narrower with a different sheer. Inside, Avocet ’s saloon is oval-shaped, unlike the semi-circle cut of the Offshore. Our boat’s head is abaft the saloon on the starboard side, forward of the stateroom, with a closet separating them. In the Offshore, there is no closet.

Avocet is also different from the Offshore below the waterline, thanks to Avocet ’s modified fin keel and separated skeg-hung rudder. Our boat’s prop shaft comes right out of the keel, making our shaft 4½ feet long. Another notable difference is that the Offshore has a slightly taller cabin top.

Unfortunately, there is not much existing literature on Cheoy Lee 41s—especially sloops—since they seemed to have been built to order and highly customized by whoever commissioned them. We asked Cheoy Lee for help in our hunt to find details about Avocet , but no records were in their database.

Richards did kindly answer my emails and provided some insight, supporting our own findings: “I am not particularly familiar with it, but your email jogged my memory that indeed, Cheoy Lee had Pedrick design a 41, ‘borrowing’ from mine but with the, by then, contemporary style of underbody and flatter sheer. I also recall that Pedrick was or had been in the Sparkman & Stephens office, a factor that Cheoy Lee probably and understandably would have figured as good for sales. There were more than a few misquotes and errors. For example, I turned out four, not 10 designs for Cheoy Lee. The first was a 39, a larger and heavier version of an aluminum one-tonner that had received some good press, but it was totally away from the type and style of CL’s market niche. It was flush-decked and had a plumb transom from which a dirty big outboard rudder was hung. Tad Woodhull, Lyon Yachts, Essex, Connecticut, had one and did well racing it in Long Island Sound. It was he who stimulated Cheoy Lee toward replacing Phil Rhodes’ very handsome Reliant , which came to be sold as their Offshore 40. Thus came my 41, which was originally designated Offshore 40. Maybe that, in CL’s mind, was much like replacing a Richards with a Pedrick. The 32 came next. It was followed by the 38, very similar in features to the 41.”

There only seem to be eight CL41s in existence, reflected on the Cheoy Lee Association owners page, and Avocet appears to be one of the only sloops.

The Construction

Like most boats of this vintage, Avocet has a solid fiberglass hull. According to the company literature, the thickness in these boats ranges from about seven-sixteenths of an inch at the sheer to 1 inch, but we have found Avocet to be five-eighths of an inch at the sheer and as much as 2 inches at the keel.

This level of fiberglass production was uncommon at the time and gave Cheoy Lee a good reputation for building robust boats. Unlike many other early fiberglass classics, the Cheoy Lee 41s had fiberglass decks, most with a teak overlay. The previous owner removed Avocet ’s teak deck, most likely in Mexico in 2004. Beneath the fiberglass deck is mahogany planking that serves as core. We inspected it. Dry as a bone.

Cheoy Lee poured its own cast iron ballasts, but our keel is lead, which is denser, softer and not subject to corrosion. Cheoy Lee Shipyards said it was unlikely that the boat originally had a lead keel, but it’s possible that Avocet ’s original owner commissioned it with lead ballast, for which we are thankful.

On the other hand, Avocet was built with poor-quality stainless steel. The chainplates crumbled in our hands. Fasteners were a problem, too. Most owners, like us, have replaced the shoddy metal, sometimes paving the way for other problems, such as leaks. We had this issue when the fasteners in our toe rail corroded, leaving voids that allowed water intrusion into our interior. Instead of replacing the toe rail, we removed it and added a bulwark. This let us glass over the deck-to-hull joint, reinforcing the structural integrity of our boat. It is, so far, the crowning upgrade on our extensive project list.

Avocet ’s previous owner also replaced the Sitka spruce spar in 2004 with our aluminum mast, which we refitted in 2021. Avocet is deck-stepped with a single spreader and a relatively short boom, meaning the boat is heavily headsail-driven.

I know what you are thinking: A cruising boat with a deck-stepped mast? How could this be? Well, as with many things in sailing, there is a deck-stepped versus keel-stepped debate.

Deck-stepped boats have masts that are more flexible, making the mast easier to adjust for optimum performance by making small adjustments to the standing rigging. Going upwind, the backstay, runners and check stays can have tension added to tighten the stays and pull the mast aft. This will both rake the mast aft, giving it weather helm, and tension the headstay for added pointing ability.

If all the stays fail on the mast, it will fall over, since it stands on the deck totally reliant on the rigging—one of the many reasons we replaced our chainplates and all the rigging, and beefed up our mast step in 2021.

Avocet ’s geared steering quadrant is also unusual. Unlike with cable or worm steering, the input from the helm goes directly to a pinion gear, which turns a larger planetary gear, then a drive shaft mounted vertically inside the binnacle. This connects directly to the rudder shaft through two more gears. There is little that can go wrong with this system. All the gears are locked together with large components, eliminating the risk of cable failure.

With so much mechanical advantage, Avocet has a different feel than other boats. Because of the geared steering, we can never feel weather helm, which takes some getting used to if you are a seasoned sailor. We also have an easy time hand-steering, and our autopilot has more control. The lock-to-lock at the wheel takes four complete revolutions of the helm. In the time we have owned Avocet , we have really grown to like this system.

Avocet also has an inboard Perkins 4-108 diesel engine that is midship between the galley and head. With the weight concentrated on centerline, we have less pitching. The weight is also low, with the Perkins below the cabin sole, about 2 feet below the waterline. It’s not the easiest location for maintenance, but it’s a valuable addition to our lead ballast, making it the best possible location for sailing performance.

And, our cabin sole is removable for access the engine. We also have a 6-foot-deep bilge with pumps and alarms to address any incoming water and eliminate flooding.

If our engine were above the cabin sole and beneath the companionway (like many are), it would be at equal risk of water damage due to a green wave—a good reason why we relocated our batteries to a watertight spot.

The Performance

Although Avocet isn’t truly an International Offshore Rule vessel, it shares a lot of traits, having been built at the height of IOR times in the late ’70s. The hull has bow and stern overhangs, the boat has a wide beam, and it is heavily headsail-driven. It sails incredibly well for its heavy weight, too. With a modified fin keel and a large rudder far aft on the stern, Avocet always feels well-footed underway. The keel digs deep into the sea while the rudder has significant control on any given point of sail.

At 26,000 pounds, Avocet is not a light boat, but it carries the weight in all the right places. Our favorite attribute is the boat’s low-slung nature. The freeboard is relatively low off the water, and much of the weight is carried below the waterline. This all contributes to Avocet ’s best sailing characteristic, which is stiffness.

In a generous breeze of 15 to 25 knots, we can carry all our canvas and keep a heel no more than 15 to 20 degrees, making life aboard blissfully comfortable. Avocet ’s unassuming image is what makes it such a good boat a comfortable racer in disguise. That’s how we squeezed out a second place showing in this year’s Banderas Bay Regatta, with the heaviest handicap in the entire race.

Avocet ‘s journey has only just begun, and we’re thrilled to share our adventures with the Cruising World community. As Cruising World ‘s newest ambassadors, you’ll get a front-row seat to our experiences, from the technical aspects of cruising a unique boat like Avocet to the breathtaking destinations we encounter and the challenges (and triumphs!) that come with full-time liveaboard life.

In the coming months, we’ll be chronicling our ongoing adventures, giving you a variety of specially curated content from our cruising life, from boat projects and maintenance to the realities of full-time liveaboard life, managing limited space and staying connected with loved ones back home.We believe Avocet ‘s story resonates with many sailors. It’s a testament to the spirit of adventure, the joy of living a life less ordinary and the unique bond that forms between a crew and its boat. We’re excited to share this journey with you, so stay tuned for more updates from Avocet ! In the meantime, learn more about what we’re up to now at svavocet.com .

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