Because he has requirements that are very specific, including full wheelchair access, Paul is unable to buy a production catamaran due to the lack of manoeuvrability on, off and throughout a production boat. The decision to go for a twin-hulled design over a monohull had already been made – as catamarans provide a wide, level surface, ideal for a wheelchair – and this, coupled with their need for a custom boat, is how they came to Dazcat Designs and Multimarine Composites, who have wide experience in designing and building boats for wheelchair users, Dazcat through the design and build of Paradox, a no-compromise racing trimaran, and Multimarine through the build and systems design of Impossible Dream, a Nic Bailey designed 60’ catamaran that can be sailed solo by a disabled sailor.

Darren Newton, the lead designer of Dazcat, has been working with the well known and respected Derick Reynolds, to create a plan for a boat that will be totally accessible for Paul as well as being able to out perform similarly sized production power cats in both fuel economy and speed. Derick has brought his wide-ranging past experience to create third generation hull forms developed with input from Multimarine’s extensive knowledge of composite structures, materials technology and processing methods.

The usual way to approach building a boat is to start at the hull and go on to the deck, followed by fitting it out. Having done this more than few times before Multimarine were aware of the production time lost just by walking up and down the stairs to access the boat, which is why, in a production facility, they often use a mezzanine floor. Coupled with this they want to be able to give good access to Paul while the boat is under build. So, to make the build more wheelchair friendly, and to reduce production costs, they are building the deck and coach roof first, using a one-off female mould made with MDF. The second stage will be to fit the saloon floor while the deck is upside down. Once this is completed they will turn it over and the fit out of the inside can begin, with Paul able to monitor and input his ideas as it comes together, making sure it works for him.

The fly bridge is being created at floor level for the same reasons, and will then be lifted and bonded into place. The fly bridge features a second helm position with comfy seating, a wet bar with a fridge and a griddle, and a sun lounger. To access the fly bridge Multimarine are custom designing a lift which will be fitted into a recess in the saloon bulkhead moulding. This will be a self-contained unit to make it easily serviceable both on and off the boat.

Once all the main structure is complete Multimarine will have the advantage that they can check the weights and moments, including a lot of the parts, so they can fine tune the hull displacement and centre of buoyancy to a set of real figures, optimizing the hull form. Moreover, while the interior is being detailed they can start to build the hulls and wet deck. These will also use a one-off mould, this one using a series of flat and conic shapes which will also enable them to build the mould in MDF sheet. This method will give a styling that is aggressive but balanced for a very good look to the boat, and will also mean this type of boat can be built anywhere in the world, by either professional boat builders or skilled home builders, and in a variety of sizes and styles without incurring expensive tooling costs or having to spend excessive amounts of time surface finishing and painting, both of which are very expensive.

One area into which Multimarine have done a lot of research is the drive system. A Volvo IPS system was suggested by Paul because of the joystick docking system, which allows one to vector the thrust and push the boat sideways into a dock in a very controlled way. However, with so much floating debris in the sea today, plus crab pots etc, they had to weigh up the risk of the boat getting wrapped up in something, which would mean either Paul or Pauline having to go over the side to free the lines, which would be dangerous. Fixed props and rudders and a stern drive can not offer the vectoring control system so were out (although the fixed prop and rudder is ideal in extreme conditions as it enables better control of the boat in severe weather). The only other available system was a jet drive, offered by both Rolls-Royce and Hamilton: no problem with ropes getting caught, and still allowing the vectoring control system.

The only down side is that jet drives need to be used, as the drive tunnel can weed up if left for extended periods. Some new solutions put forward to prevent this are: changing antifouls between UK waters and the Med (very tedious and wasteful); putting an electric current through it to deter growth; and pressurising the jet tunnel so it remains dry (like a diving bell) all of which are presently being researched. Another possibility is to keep the boat in use while it’s afloat; Paul’s preferred, lo-tech, option is to make his boat available for others to use, especially wheelchair users, so Multimarine are coding his boat for charter.

The hull forms have been developed to offer economy and comfort of ride as well as a top speed of up to 35 knots. They will be moulded in one piece with the wet deck, which has been designed to deflect the water travelling between the hulls to create what is termed as air water vapour damping to reduce bridge deck slamming. It is expected that this will cushion the ride over the waves, allowing speed to be kept up even in rougher conditions and, most importantly, will improve the comfort of ride for all on board.

The engine and jet combination haven’t been decided yet but it will be a shoot out between Styre and the new generation VW engines, which are offering a much reduced weight to power ratio than the older style engines like Volvo and Yanmar.

Inside, Dazcat have gone with a clean look and minimalist style, with no old nauticalia to clutter up the space. Doors all slide open, giving Paul easy access to the main on deck cabin, serviced by a wet room opposite that can be accessed from the aft deck after swimming. The galley is on the same level on the starboard side and is very spacious, with drawer stowage and an electric hob, oven and grill, so there is no need for heavy gas bottles to be moved around. The saloon seating and table are positioned forward next to the helm position, which will keep things sociable when they are cruising shorthanded, and wide windows give a panoramic view forward.

There are two double en suite cabins below in the hulls for family and guests. These are not wheelchair accessible; however the saloon seating can convert for a second accessible double berth if required. Wheelchair accessibility into the hulls could be designed in for future customers.

Getting onto the boat could not be easier. A hydraulic passerelle extends to the pontoon, enabling passengers to wheel onto the aft swim deck. This can then be remotely lifted to main deck height, and from there everything is on one level, except the fly bridge which has its own lift. Not only does the aft swim deck lift up to deck level, but it also drops completely into the water to make it easy for Paul to go swimming.