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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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Cheoy Lee Offshore 41

An innovative ray richards design built by the earliest asian yard is a rock solid cruiser, but with a lot of teak to maintain as well as potentially troublesome metalwork..

Cheoy Lee Shipyards of Hong Kong was one of the first molders of fiberglass boats in Asia, constructing sailboats for export to the US in the early 1960s. It introduced its first model, the Bermuda 30, in 1963. By 1965 it offerred 11 different models.

The company enjoyed a reputation as one of the better builders of offshore boats, characterized by traditional designs and the extensive use of wood. Teak hulls were offered as an option, decks were usually planked with teak, spars were Sitka spruce, and interior joinerwork was all teak.

Though the company developed a reputation for building solid hulls and decks, like many Asian builders of the period it also had a reputation for manufacturing lower quality accessories—winches and other stainless steel and bronze components were fabricated in the company’s shop, and were considered inferior to mainstream US and European hardware because of a tendency to corrode.

One Californian went so far as to order a boat delivered without mast, rigging, or winches so he could install higher quality gear.

Wiring systems also were prone to corrosion, especially those on exterior lights, so owners are often frustrated in attempts to maintain functional circuitry.

Design Naval architect Raymond H. Richards was commissioned by Cheoy Lee to design the Offshore 41, which replaced the classic Phil Rhodes-designed Reliant 40 in the company’s line-up.

Richards first established himself as a corporate designer in Seattle. In 1961 he became the first architect to design a fiberglass hull that met Lloyd’s construction standards. He was responsible for 10 Cheoy Lee designs, including the 39, 32 and 38-footers, and several Ranger and Pacific sloops.

By the time he accepted the commission for the Offshore 41 in 1972, he had abandoned the rigors of the corporate world for private practice, and moved to Avalon, on Catalina Island. These days he operates from a studio in Newport, California, where he has designed, among other vessels, a commercial passenger boat called the SWATH (Small Water Area Twin Hull) that is characterized by buoyant, sub-surface struts that produce a smooth, stable ride.

The Offshore 41 was conceived as a 40-footer but grew to 40′ 11″, just 2″ longer than the Reliant, but with a significantly different underwater shape.

“We were looking toward a more updated offering, both in style and performance, giving only a slight nod to the now infamous IOR,” Richards said of the re-design.

It was offered in sloop, yawl, and ketch configurations, though the sloop is the best performer of the three. Sail area for the sloop is 833 sq. ft., compared to 863 and 880 sq. ft. for the yawl and ketch, respectively. The sail area/displacement ratio (SA/D) for the sloop is 17.5, typical of cruisers of this vintage; the SA/D is 18.1 for the yawl, 18.4 for the ketch.

The displacement/length (D/L) ratio of 275 is on the high end of the moderate scale, and the ballast/displacement ratio is 41%. Richards describes the boat as being “stiff as a church.”

A radical departure from many cruisers of this era was the design of the keel. The traditional full keel was replaced by a 6′ deep cruising fin in which the forefoot is cutaway. The rudder is attached to a skeg.

The first boats were commissioned in 1972, and the production run produced about 100 boats.

Construction The Offshore 41 was designed to meet Lloyd’s specifications, and Cheoy Lee marketed it as meeting that standard; however, “there was not a Lloyd’s inspector on the premises during construction,” Richards said.

Hulls of the Offshore 41 are solid fiberglass that Richards says are heavier than designed.

“They (the builders) took a lot of license with the drawings,” he said, describing a trial-and-error method of adding layers of fiberglass and resin until the boat floated on its designed waterline. The process may have inadvertently produced a thicker, heavier hull than intended.

Richards’ lamination schedule for the hull was not followed by Cheoy Lee, he said, instead calling for six plies of 2-ounce mat and an additional six plies with widths graduated to produce a taper at the hull/deck joint. It is unusual not to use woven roving, which builds up thickness much quicker than just mat. In any case, Richards said that Cheoy Lee assured him the boat was built to Lloyds standards.

The deck, cockpit and cabin sides were cored with mahogany encapsulated with skins comprised of two layers of 2-ounce mat. The deck was overlaid with 3/8″ teak planking.

“The hull/deck joint is an inner facing flange forming a shelf onto which the deck was laid in wet mat and through-bolted,” Richards said. “The joint is a combination of resin and mat to prevent leaks. The teak toerail, rabbeted to take the thickness of the deck, is bolted through the deck and shelf. This is a method I created with the Pacific 30 and have used ever since. It has proved itself in both labor saving construction and structural integrity.”

The company replaced solid fiberglass stringers he designed with “joinerwork flats and aprons,” so berths and cabinetry act as hull stiffeners. Veteran owners of bluewater boats related no problems with hull flexing or oilcanning.

Bulkheads are “dropped in and bolted to related webs and floors, and bolted at the tops of the floors and glassed to the hull.”

The bottom consists of a molded grid system that provides structural support for the hull, framework for flooring, and a cavity for the internal keel. Ballast is an 8,700-pound slurry of lead and concrete; the top of the keel also functions as tankage for 50 gallons of fuel, small for extended cruising. Owners report fuel consumption of less than 1 gallon per hour with the Perkins 4.108 turning at 2,500 rpm. As a consequence, an optional 40-gallon fuel tank was offered under the cockpit. Water tanks are below the cabin sole forward of the engine and in tanks port and starboard aft of the galley.

In typical Richards fashion, the engine was mounted below the cabin sole amidships on solid fiberglass beds. Though that’s an excellent location for keeping weight out of the end of the boat, the arrangement is criticized by several owners, one of whom complained that, “The flywheel brings up bilge water and requires the construction of a metal shield to prevent continuous starter and alternator malfunctions.”

Like many boats of this era, the Offshore 41 was susceptible to blistering on the bottom and rudder. Owners report blisters ranging in size from “quarter-sized blisters I repair every spring,” to “several larger than my hand on the rudder that required a $2,500 repair.”

One owner told us that his boat survived Hurricane Hugo with substantial damage, “but the strength of the components kept it in good structural shape.”

Deck Unless a used boat has been retrofitted with modern winches, turning blocks and rope clutches, skipper and crew will find themselves hoisting and trimming sails the old fashioned way.

Original equipment included four sheet winches in the cockpit and two at the mast for halyards. This arrangement is adequate for daysailors, but we’d place a high priority on moving halyards and sail controls to the cockpit for offshore work.

All three models of the boat have the same 9′ 11″, T-shaped, cockpit with the helm well aft of the winches, and mainsheet controls located on a traveler forward of the companionway. It takes several steps to move from wheel to mainsheet, which mandates a wheel brake or autopilot when sailing shorthanded.

The cockpit has 6′ long benches with 14″ high back rests, and a 24″ high “saddle seat” for the helmsman. The width of the cockpit, however, makes it difficult to find a comfortable position on the rail from which to steer. Richards’ design incorporated seats with an elevated lip that provides better leg support than a flat surface, and a sloped sole that allows the helmsman to stand upright when the boat is heeled.

“We were on the cutting edge of ergonomic designs,” he said.

Proponents of ketch and yawl rigs crow about the ability to balance a sail plan, and they are good on a reach. But the sloop remains the most efficient rig, certainly upwind. Add the intrusion of the yawl or ketch’s mizzen mast in a cockpit (that is best suited to six persons), and the sloop becomes even more appealing.

Wide side decks allow for easy movement fore and aft. A teak handrail on the cabin top and double lifelines provide a high measure of security. Both the bow and stern pulpits have double stainless steel rails.

The Sitka spruce main mast has conventional single spreaders while the mizzen has swept back spreaders.

Spruce masts on a used boat present three potential problems: they’re not as sturdy or weather-resistant as aluminum; they are prone to rotting at the base if water is allowed to stand; and, though they have eye appeal, they require varnishing at least once a year in most areas. One owner felt he had a new lease on life after coating the mast with Awlgrip; others told us they use white Z Spar enamel, which requires repainting every 4-5 years.

Teak decks also are a high maintenance item. Owners of the Offshore 41 say decks require frequent re-caulking; many reported leaks between the teak and fiberglass. And if the teak requires replacement, you’re looking at around 20 grand.

Belowdecks Compared to most cookie cutter boats with compartmentalized interiors, the 41’s interior has personality. Depending upon the size and age of the crew, it will either be ideal or totally unsuitable for extended cruising.

Richards designed an 18′ long, nearly wide-open cabin that provides sleeping accommodations for a crew of six, and seating for 6-8 at an 8′ diameter dinette.

Enclosed berths in the fo’c’sle are accessed by removing a panel in the dinette back. Berths are laid out in what Richards describes as a “toe-over-toe arrangement,” the port berth being higher than its counterpart, which eliminates the possibility of creating a second double berth. As an alternative, the space will work well for storage of tools, spare sails, and anchor rode, since the boat has no anchor locker.

“I saw the forward berths as a place to get a little private time away from the madding crowd, and for the same reason a place to read,” Richards said.

Also a bit unusual, especially for its time, is the skipper’s enclosed stateroom, located to starboard and aft of the head and saloon, which has a double berth to starboard and hanging locker.

Wide open quarter berths are located opposite to port; the lower serves double duty as a seat for the navigator; an upper folds out of the way against the hull when not in use.

All of the berths are at least 6′ 6″.

Because the boat was designed before the era of pocket-sized navigational instruments, the navigator has a large, hinged chart table on which to work. However, adding electronics may necessitate reconfiguration of a cabinet located outboard of the table.

Forward of the nav station, the galley is equipped with two stainless steel sinks, a gimbaled four-burner stove outboard, and a 11-cu. ft. freezer/refrigerator below a Formica counter. A cover fitted over the sinks increases the size of working surfaces to that of a typical small apartment, and there’s an abundance of storage cupboards and shelves.

The head is a one-room toilet and shower combination opposite the galley. Compared with more contemporary boats, it is smallish, though Richards describes it as having the “space an adult needs when he drops the soap.” The holding tank has a 50-gallon capacity.

Natural light flows in from eight ports and three hatches, doing its best to brighten the dark teak cabinetry and sole. Fresh air also circulates through two Dorades located over the saloon.

Performance Performance of the Offshore 41 is a function of the rig, skipper’s ability, and condition of the sails. Owners of sloops told us that their boats perform to weather as well as similarly sized boats, and sail at 5.5-6.5 knots in 10-15 knots of breeze; owners of two-masted boats say they are slower.

The sloop also points higher than the ketch or yawls, tacking through 85°-90°, while the others will tack through 100°-110°, at best.

All agree that the best performance is achieved when sailing at 120° to the apparent wind flying a genoa, when speeds reach 7.5-8 knots in 10- to 15-knot winds.

She also tracks well. The skeg helps in this regard.

Owners log 150-mile days; in the 70’s that was generally considered the standard for bluewater cruising.

Conclusions The Cheoy Lee Offshore 41 was conceived for use in offshore conditions, constructed to endure extended bluewater passages, and designed to provide a crew with comfort above and belowdecks. Though a typical used boat is at least 20 years old, we would consider a purchase with the following caveats: a) look for a boat with an aluminum mast or closely inspect a wood mast for rot and be prepared to maintain it; b) closely inspect the bottom for blisters and plan an annual inspection; c) closely inspect all electrical systems for corrosion and failures; d) carefully consider your crew requirements vis-à-vis the accommodations plan.

Boats sold new in 1977 for $63,500, FOB Seattle, and today used boats of that same year are selling for slightly more, depending upon upgrades and sails.

Raymond H. Richards, Naval Architect, PO Box 3271, Newport Beach, CA, 92663; 949/642-6592, [email protected] .

RELATED ARTICLES MORE FROM AUTHOR

Interesting write up – we live aboard and cruise on our Cheoy Lee 41 “Avocet” which is a Frankenstein monster of the Offshore and Pedrick designs. My husband and I are on the hunt for more history on not only our vessel but also Cheoy Lee itself, and this article provided useful information. Thank you! Fair winds, ~ the crew of S/V Avocet (www.svavocet.com)

Great write up.. I have a 1977 RR offshore 41ketch “Sidartha”. Love the boat, its beautiful design, but it is endless upkeep.

Does anyone know if the choey Lee had additional ballast via a small hole port side near the propeller? Or know what that is there for. Seems a lot of water drains from that area on pull outs. Also any knowledge of a fiberglass tube encasing the shift. I have a small leak coming in under the battery box space under the gangway ladder.

We have a 41 Sloop version berthed in Cyprus. We are having real problems with our starter motor which is not repairable and cannot find a suitable replacement. I’d welcome any advice on a suitable replacement.

I’m trying to find a cross-section for the 1978 Offshore 41 Ketch ….to see what’s under the teak decking? I am looking for deck replacement alternatives.

Let me know what you find I’m not sure what I’m going to do about my decks I have a 78

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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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Historic Fleet

Dream of your next yacht, Cheoy Lee can deliver it

Over 100 years and five generations of uninterrupted ship building, Cheoy Lee’s unwavering commitment to dependable yachts and service endures. Originating from Shanghai, Cheoy Lee is the embodiment of the Lo family’s tradition to advance their craft, continually creating new chapters in the chronicle of this iconic institution. When you look at the fleet of yachts built by Cheoy Lee, as well as the number and types of commercial vessels they build, there’s no question that Cheoy Lee should build your next yacht. Scroll down to see some of the fine yachts Cheoy Lee has built.

Juanky 104 Global

Jon Overing Design

Qing | ex mazu 151 TransOcean Explorer

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Dorothea III | ex Marco Polo 147 TransOcean Explorer

Sea Shaw 172 Global

Frank Mulder

Namoh | ex Janet 125 Global

Summerwind | ex sea shaw 145 Global

Current fleet, 130 explorer.

Designed for Transatlantic passages and build for tough weather, she is a contemporary go-anywhere yacht.

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• Sailboat Guide

1975 Cheoy Lee Offshore 53 MS

• Description

Seller's Description

HIGHLIGHTS:

Center cockpit Full keel Blue-water vessel Rare Atlantic Coast vessel Upgraded 2012 220 HP John Deere Engine Teak decks stripped in 2010 and replaced with non-skid fiberglass Air conditioning

SV Rangoon Lady III is a long keel, center cockpit, masthead ketch berthed in Titusville, FL. She was designed by the office of the famed naval architect John G. Alden, and built at the Cheoy Lee Boatyard in Hong Kong. This is a true blue-water vessel, having crossed the Atlantic Ocean four times, including being part of the Columbus Quincentenary, the event commemorating the 500th anniversary of Christopher Columbus Atlantic crossing.

Rangoon Lady III also sailed the Caribbean and cruised the Bahamas. Her current owners spent several months from December 2021 to May 2022 doing a partial refit, completing necessary mechanical work and updates, with the intent to sail her to Washington State. They had planned to complete the necessary cosmetic work once she was in her berth on the Pacific coast. Their plans changed, and they have put this center-cockpit ketch on the market.

Equipment: Northern Lights 12kw generator, model M843NK, 2700 hours (2) 55 watt solar panels Rutland 1200 Hybrid wind generator with MPPT controller and digital monitor (2022) (2) BCI sized 4D engine lead acid batteries (2022) (4) BCI sized 4D house lead acid batteries (2022) DC/AC Inverter: Mastervolt Mass Combi 12v/4000 watt/200 amp battery charger (2014) (2) BCI sized 31 bow thruster lead acid batteries (under forward berth) (replaced 2022) Sentry 24v-40 amp bow thruster charger (under forward berth) Zinc Saver II 50amp galvanic isolator Shower power inlet above the aft stateroom to port: (1) 50amp, 125v inlet and (1) 50amp, 250v inlet 50 50amp shore power cord LED spreader lights 2 each on both mizzen and main spreaders New grounding plates, fully grounded (2022) (2) Maine Air self-contained air conditioning units with digital controls 1975 Cheoy Lee Offshore 53 MS Water Systems Splendide 7100 combination washer/dryer All new PEX plumbing water lines (2022) Raritan 20 gal electric hot water heater Quality Water Works reverse osmosis watermaker (with new filters not yet installed) Deck hot/cold shower Deck raw water wash-down (2022) Raw water pump (2022) Fresh water pump (2022) No dockside water inlet 1975 Cheoy Lee Offshore 53 MS Electronics and Navigation Icom IC-M502VHF Standard Horizon and Icom handheld units with charging bases Garmin GHC20 Dockside wizard (2022) Garmin Auto Pilot (2022) Garmin 12 MFD radar/GPS/chartplotter at helm station (2022) Garmin MFD 9 repeater at salon navigation station (2022) Garmin MFD 4 wind/speed/depth (2022) NMEA 2000 Starter kit (2022) AIS 800 Transceiver (2022) Map 1243, 943 (World chart) Ritchie 6 compass Icom IC-M802 HF single side band radio with auto tuner Iridium GO satellite phone Iridium Extreme satellite phone Island Time Wi-Fi booster antenna with modem

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

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