NEW 13.2m Fast Patrol Boat

43' 4" - 13.20m
Vessel Location
Ex Shipyard, China
Model Year
Hull Material

This 13.4m fast patrol boat is one of our small-sized professional boats developed based on our technology IP, "The K-TOUGH Hull Platform" which is today's most advanced and rough sea capable basic hull technology infrastructure platform featuring the KINGTOUGH exclusive reconstruction in basic theory for hull design which is innovated particularly to remove the most striking headaches/problems of today's high speed boat operations due to limits/flaws in the human understanding behind the classic deep-V hull theory that has been employed for hull design of more than 99% of high speed boats of today including patrol/interception/assault/security/r escue boats. As such, the intention is to offer a series of small professional boat solutions that can offer far higher value for safety and performance than the money to be paid for it. Compared with the classic deep-V hull theory-based boats, all K-TOUGH Hull based boats will ride with fundamentally different behaviors that will change landscape of today's industrial capability for high speed boat operating safety, performance and comfort.

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Boat Reference
Model Year
43' 4" - 13.20m
4.0 m (31ft 1in)m
Approx. 0.7 m
6.5 tonnes - 8.5 tonnes Tonnes
Vessel Location
Ex Shipyard, China
Hull Material
Engine Make
Number Engines
Max Speed
42 knots at half load displacement/100% MCR/Beaufort Scale sea state two/clear hull
Cruise Speed
Approx. 33 knots
1 x 1200L
6 persons
Survey Details
The vessel is to be designed to latest Rules and Regulations for Class B boats.
As such, the vessel will be designed and built for patrol mission in restricted service area of waters with reasonable weather as defined by applicable notation, and generally the range to refuge is no more than 60 nautical miles in water.
Furthermore, the vessel shall comply with the requirements of main class for stability purposes of the applicable survey rules.
The vessel will be delivered with B class CE certficcate according to ISO standard.
1.4 Quality and Control
The shipyard is accredited to ISO 9001:2008 which is certified by RINA and CCS, both are members of International Association of Classification Societies (IACS).
1.5 Documents
The following documents will be used for the construction of the vessel:
o Design Document Package
o Vessel Specification Document
o Survey regulations as determined.
o Components suppliers documentation.
In the event the drawings differ from this specification, the specification will take precedence.
As Built Drawings:
One set of drawings as per normal boat building practises will be supplied in English language upon the vessel completion corrected to 'As Built' as follows:
o General Arrangement,
o Hull Construction,
o OBM bracket Construction,
o Arrangement of OBM Installation Well,
o Deck Plan and Structural Installations,
o Cathodic Protection,
o Steering System,
o Fuel System Schematic,
o Bilge Schematic,
Principal particulars:
o Waterline Length: 12.0 m
o BOA: 4.0 m
o Hull Beam: 3.4 m
o Chine Beam: Approx. 3.2 m
o Depth(at hull side of midship): Approx. 1.8 m
o Freeboard(at bow in static condition): Approx. 1.45 m
o Freeboard(at bow in dynamic condition): Approx. 1.65 m
o Deadrise(Transom): 28 deg.
o Deadrise(Forward entry): 55-65 deg. Subject to the level of speeds
Range: No less than 190 NM at cruising speed
1.2 Design and Attributes
i. Vessel Layout:
The vessel is laid out with the hull to include one reinforced anti-collision fore peak tank, one void tank with watertight access hatch for stowage of manual operated anchor and its dedicated nylon rope, one fresh water tank compartment with one small cabin above the flooring of same watertight compartment, one fuel tank compartment and one void space for stowage of service items while the deckhouse is laid out with one large fully closed, air-conditioned deckhouse as per shown in the GA drawings.

Taking in mind for intention of stable, efficient and long voyage navigation in the special adverse conditions of tropical Western Pacific Seas to cater tough mission in coastal water, the vessel is specially laid out with best available ergonomics for improved comfort, better sustained duty-efficiency and capability, highlighted as follows:
1) The console station is separated into helmsman control station and crew controlstation to get the functional areas exclusively focused to simplify boat handling and communicating work while the fore windows are designed to be forward facing so as to effectively and efficiently stop the burning sun from shining directly onto the dashboard to secure easy and precision data obtaining from the instruments;.
2) The deck is designed with 360 degree of walk around the whole deckhouse, featuring wide side decks and raised deck bulwarks together with grab rails for unrivalled crew maneuvering safety in all handling conditions;
3) The collar is designed to be heavy-duty, over-sized EVA foam coated with 4mm elastomeric polyurethane, and is to be bonded to the specially moulded D-shaped/half-round installation channel at the gunwale, thus achieving best safety and durability to ensure the highest level of protection to the hull against strong, frequent impact by other vessel in boarding/disembarking;
ii. Hull Form
The hull is well proven and will be variable deadrise deep V high performance planing in form, incorporating a fine forward entry, two well immersed and full-length outer tunnels(also called revised reverse chine), extended waterline length, wide chine beam, high freeboard, flared bow above waterline, slightly curved down buttock lines from stern transom till 3/4 of waterline length, down angled and wide chine flats on bottom sides of the mid hull body, giving a softer ride and safer handling with superior stability in all sea conditions, providing high speed maintained in waves while also having capability to self correct when running in following seas.
iii. Seakeeping Ability:
iii. I Seakeeping Ability in Head Seas
Seakeeping ability in head seas for any planing hull is dependent on trim angle and deadrise of the V-shaped hull bottom that encounters the wave. In our design, we have given strict control on longitudinal center of buoyancy(Lcb) and Longitudinal center of
gravity(Lcg) so that there will be no big change to distance between Lcb and Lcg no matter at displacement speeds or fully planing speeds, making the vessel ride with extremely low trim at the bow, thus the vessel will be able to run much flatter with the forward fine entry formed by approx. 65 deg. Of high deadrise to be always in best effective contact with water to efficiently cut through head seas, ensuring truly soft, smooth, high speed and comfortable riding quality with no significant hull slamming even in high waves.
iv Seakeeping Ability in Following Seas, Side/Quartering Waves
Seakeeping ability of a planing hull in following seas, side/quartering waves is dependent on dynamic stability of the vessel. No matter what type of boat it is, the dynamic stability of the vessel will be subject to the capability of the underwater hull configuration in gripping/locking water so that the tracking course cannot be easily affected by outside factors/forces generated by following seas and side/quartering waves. In order to achieve superior dynamic stability for top quality in safety against steep following seas and side/breaking waves, below trade-offs have been made in the hull form design:

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PO Box 6261
North Sydney NSW Australia

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