The Cruiser 50 is an updated version of Visionary with input from our experience with the larger C60. It is a comfortable, easy to handle, light weight, safe family cruiser for 2 parents and up to 4 kids to live on, 2 families to short term cruise on with sleeping for 8, a dining table for 8 and comfortable partying room for 20, all of whom get a seat in the shade. Compared to Visionarry, it has a more modern appearance with fewer curves going the “wrong way”. Undoubtedly, it is still a harryproa, but more stylish.

Spherical rendering – View from the outside steering position. Click, pan, zoom.


The lee hull has 2 big single bunks in a single or separate cabins, one of which could be made into a shower/toilet or used for storage. The windward hull has the same 2 queen size bunk layout that Visionarry has, but these are now in separate cabins, complete with their own toilet and shower.

In a harryproa first, the door is offset and the saloon is not symmetrical! The saloon area is larger, with a table for 8 and a galley on the same level to allow the cook to see out and be part of the socializing. There is a multi purpose seat which can fold out into a day bed, slide across to make another seat at the table or be used to house the fridge/freezer. Alternatively, the saloon layout is easily customised to suit other layouts. The standard harryproa below deck ventilation arrangement means cool air is easily drawn in, or the boat can be closed up to keep it warm.

Spherical rendering – Galley view. Click, pan, zoom.


The successful fore and aft toy box from the C60 has ben included. As well as an easily accessible location for the ‘toys’, it places the winches and jammers close to the helmsman, eliminates the need for an anchor winch, places the anchor and chain storage near the centre of the boat and stiffens the bridgedeck. The toy box also provides seating for a dozen people, with another dozen on the beams and seats at the ends of the cockpit.


While the ballestron rig is still an option, the schooner rig makes shunting easier and opens up the lee hull for accommodation or storage. The rig size has increased by 22%, making a fast boat considerably faster, but without any more effort. ​The result is s​ailing ​effortlessly ​at wind speed, without extras, between 5 and 20 knots​, tacking through 90 degrees and no limits on downwind sailing angles​.
Most multihull sailors reduce sail at night rather than risk being caught in a squall and having to reduce sails which are flogging or pressed hard against the shrouds. The harryproa set up means the boat can be completely depowered by releasing the lightly loaded sheets (no vang loads) and the boat will drift with the sails docile and weathercocked. They can be left like this until the squall passes, be easily reefed or slightly sheeted on to provide steerage speed. The peace of mind from this is enormous.

Further peace of mind comes from the unstayed rigs. There is no need to climb them or remove them to check the fittings, nor any worry about which little piece might break and cause the lot to fall down. An unstayed carbon mast needs no maintenance apart from a coat of paint every 15 years or so.
The wishbone booms are lighter than the ballestron and eliminate the need for lazy jacks and all the hook ups they cause, and keep the booms clear of any unsuspecting heads. They also make covering the sails a much less onerous task. Drop the sail into the bag under the boom and pull on the zip. Reefing, raising and lowering the sails can be done on any point of sail, in any wind strength, without needing to touch the sail at any stage. The booms are self vanging with a single control line (choker) to adjust leech and foot tension, making the sheet loads ​significantly less than they are on a conventional rig.
Simple, integral, fail safe halyard locks are standard, reducing the load on the mast and the required halyard size. The halyards and sheets are lead to the winches next to the wheel so all sail handling is done from the security of the cockpit and within easy reach of the helmsman. Sail handling is easy on Visionarry, it is even easier on the Cruisers.


The rudders are 2 way sections, so they can be much closer to the hull and do not have to rotate through 360 degrees. They are liftable for balance, shallow water or storm survival and kick up in a collision. In terms of drag and spray, they are a significant improvement on Visionarry. They are also considerably stronger and easier to lift and lower.

The steering wheel pedestal is on a simple axle so it can be used inside or outside the cabin simply by moving the wheel. Transmission is by easily installed and adjusted low stretch line. The single wheel turns both rudders at once to steer the boat, but a simple disconnect allows them to be turned together for getting off a jetty against the wind, crabbing to windward or locking off one and steering with the other.


The dinghy ramp on Visionarry works well, but limits the tender size. We firmly believe that a big tender is far more useful (longer range, more payload, higher speed, more stability, etc) and safer than a small one, as long as it can be easily handled. The Cruiser tender is 6.5m/22′ long and is attached to a substantial hinge on the back of the beam. The stern is raised and lowered with a block and tackle so it doubles as a sled for the outboard and provides auxiliary power for the mothership. ​Getting in and out of the tender ​is ​a much less risky proposition than boarding ​via stern steps. The oputboard on the tender can be large, allowing the mothership to motor at 15 knots when becalmed and the tender to exceed 25. An advantage of a seaworthy tender and a wide, stable mothership is the opening up of non marina solutions for overnight visits.

Anchoring offshore becomes feasible if you can comfortably motor ashore. Saves the cost of the marina, and guarantees a peaceful night.
When sailing, the tender sits flush with the deck. Access to the lee hull is via the tender deck. When the tender is not in place, a slatted deck can be rolled out to cover the gap.

If a smaller tender is required, a double bulkhead can be installed and the tender split in two, with the front section suitable for rowing, sailing or a small outboard and the aft section hooked onto the beam as auxiliary.
The tender is an excellent project to learn about intelligent infusion before starting on the big boat.

Fore and aft rudders ​and a steerable outboard ​make manoeuvring with a single outboard a workable proposition, but for those boats which operate in tight spaces, a lightweight, liftable electric outboard could be mounted on a tube next to the helm, providing simple 360 degree thrust to push the boat in any direction.


Visionarry is strip planked timber, with all the sticky, dusty mess and wastage that this involves. The Cruisers are “intelligently infused” using foam and fibreglass. Intelligent infusion includes as much of the build as possible in the infusion. All the work is done using dry materials in a simple mould which does not require sanding or polishing.

What does this mean? Conventional boat builders build the hull, then the deck in three stages (inner laminate, core and outer laminate) and join them together prior to the fit out which entails trimming and fitting every component, then filletting and tabbing it in place. Everything is then sanded, filled and faired prior to painting. Intelligent infusion aims to do as much of this as possible using dry, easily cut and handled materials (glass and foam) in easily made low cost moulds. Once everything is prepared, a vacuum bag is placed over it and resin sucked in (infusion). The entire job is wet out, with the perfect amount of resin, no voids and minimal waste. All in one 40 minute shot.

Some of the tasks that can be included in the infusion are: perfectly fitting doors, hatches and windows and all the edging and rebates that these require; landings and edge treatments for the bulkheads, shelves and furniture; male/female joins for the hull components; solids and/or variable laminates and core thicknesses where required. All surfaces can be ready for painting or gluing, with the option of including fancy (timber, woven carbon, melamine, etc) finishes. Post infusion, the pieces are all glued together using the slots and joins. Apart from shaping and glassing the polystyrene bow pieces, there is no sanding, grinding or cutting of cured glass, no bogging or fairing and no wet laminating.

The approximate material cost for the composite parts of the C50 is $AUS50,000, about what the Visionarry materials cost 15 years ago. The build time is impossible to estimate as no 2 builders are the same.  Suffice to say, it will be near enough half the time it would take using conventional methods.   The time and weight saved are important, the lack of dust, hard work and wastage make building a much more enjoyable job, and one that requires far less skill.


Leeward hull length: 15 m / 50′
Windward hull length: 10.25 m / 33’6″
Beam: 7.63 m / 25′
Empty weight: 2.0 tonnes / 4,480 lbs
Payload approx: 2.0 tonnes / 4,480 lbs
Sail area: 88 sq m / 946 sq ft
Draft: Rudders Up 0.3m / 1’
Draft: Rudders Down 1.5 m / 5’
Righting Moment: 18 tonne metres
Berths: Master Cabin 1 x queen size, incl shower and toilet
Second Cabin 1 x queen size, incl shower and toilet
1 x double (table conversion) in the windward hull;
2 x singles in the leeward hull, incl shower and toilet
Approximate Building Time: The build time is impossible to estimate as no 2 builders are the same.  Suffice to say, it will be near enough half the time it would take using conventional methods.     Please check with Rob for the most current price for materials.

*Note: additional payload (water/fuel tanks, small generator, batteries, stowage, personal gear, etc) over and above the 2 tonnes can be added to the lee hull at the expense of speed, but not seaworthiness.




The C60 is for people who enjoy sailing.  A perfect ocean voyager, but simple enough for a quick sail after work.  The best word to describe it is easy.  Easy to build, sail and maintain. Building takes about two thirds the hours and materials of aconventionally built boat, with almost none of the mess, grinding, sanding, secondary laminating  and fitting of fiddly components.

It has a large, simple rig that can be handled by one person without electric winches and totally depowered on any point of sail, with no foredeck work, flogging sheets or expensive deck gear.  There is no need to reduce sail at night, worry about uncontrolled gybes or getting in irons and no struggling with jammed headsails at 2 am. Unlike tacking,  shunting does not require boat speed.  Therefore, in strong winds, only enough sail is required to propel the boat.  The white knuckle element of strong wind sailing is removed.


The layout is uncluttered with separate cabins and bathrooms, inside and outside steering, large airy saloon, huge outdoor lounging area, shallow draft, minimal gear and large kick up/liftable rudders mounted above the water line. The open, flat deck space is 9m/30′ x 8m/26′, with comfortable seating for at least 30 people, and 2 x 8 person tables.  A removable awning keeps the entire area shaded if required.

The galley is on the same level as the saloon and shares some of the hull space with the two separate bathrooms. All the plumbing is in one place, saving weight, cost and build time. There is additional, easily accessed storage space in the two saloon table modules, or space for fridge/freezer. The seating is divided into two zones for a more flexible use of the space. If one of the tables is occupied for navigation purposes the other is still free. Tables in “dinner mode” seats 8 – 10 people very comfortably. The saloon has large sliding windows and double doors for ventilation and access to the bridgedeck.  Below deck hatches provide cool air movement on rainy days, making aircon unnecessary. There are 2 double cabins in the windward hull, each with en suite bathrooms/toilets, hanging lockers and plenty of storage space.


The leeward hull has 2 single cabins with separate entries,  easily accessible storage space at the ends and under the bunks and a shared bathroom.
The bathroom contains a sink, shower and toilet with overhead lockers.


One of many unique features of the Cruiser is the helm. A single wheel on a strut that can be rotated to allow internal or external steering, both with near 360 degree views. The outside location is slightly raised for visibility over the cabin. The main sheets and halyards are lead to winches adjacent to the wheel and comfortable fold down seats allow steering without being cut off from the rest of the crew. The view of the sails and the ease of adjusting them is, quite simply, better than on any other boat.

The winches double as anchor winches. No need to yell at someone on the foredeck to get the anchor up. They are standing right next to the helmsman. And in an emergency, the anchor is dropped without leaving the wheel. The wall between the cockpit and the saloon cockpit wall can be roll up plastic or fixed panels with removable or opening sections to connect the inside and outside area. Sheltered seating outside is not required, although a bimini top can be added if required.


Outside there is plenty of space for lounging. The fore and aft seating is perfect for watching the scenery go by either in front in the breeze or aft, sheltered by the cabin top watching the wake. A table can be put up on deck to make a large dining area for a late night in the mooring, or at sea without being in the way of the sailing.


The «toy box»  between the beams serves as a huge storage space for  surf or paddle board, diving gear,  fenders, ropes, cushions, the outside dining table etc. It is also an alternative place for batteries and/or a generator. The sheets are led inside the box to the turning block at the beams to provide an uncluttered deck area with more available area to sit. The toy box also holds the hidden anchor and chain system. There is no need for a chain locker or a heavy windlass. The mooring line is led inside the toy box going from beam to beam before entering one of the two winches on the winch pod. As you pull in the line the chain is stored between the beams before it enters the winch, and the anchor is in place on the roller.


The unstayed rig is the only sensible rig for a cruiser. See FAQ’s  The ballestron rig on the early harrys has been replaced by a schooner. The sheet loads and the costs are a little higher, but they provide more sail area, better control (no sagging headstays or flogging jibs), better balance, higher reaching speed, fewer things to go wrong and more usable space in the lee hull.  They are extremely easy to trim.  One line controls the mast bend, foot and leech tension.  The required range of adjustment is far smaller than on a boat with a mainsheet track, so a simple 6:1 purchase and cam cleat is sufficient. Some innovative thinking means this control is also used for all three reefing lines, without having to lower the sail to rethread it.

The halyards have a simple, fail safe lock on the mast at each reef point. The halyard can be thinner, the mast bending does not alter the halyard tension and internal halyards become feasible, without chafe. Luff tension is provided with a simple block and tackle.

The booms are wishbone booms. These are above head height for safety reasons, are horizontal to minimise windage and have loops of string under them to catch the sail, which is much easier than flaking and lazy jacks. The sheets are lightly loaded as they are not supplying leech tension and lead to the winches at the helm station via blocks on the beams. This ensures that, even if the boat is caught aback, the sails will weathercock, allowing plenty of time and no stress while the boat is steered back on course.


Tenders are usually too small and slow for anything other than ferrying part of the crew to the shore in calm seas. They are boarded sideways from the often pitching stern or over high topsides. An accident looking for a place to happen. The harry tender is 7.6m/25′ long with enough payload for a large outboard. It can be boarded via fold down steps or be partially lifted into it’s storage place on the bridge deck. In this position, it is stable and loading/unloading is safe and easy.

The stern can also be lowered, allowing the outboard to be used to propel the boat, saving the weight, cost, maintenance and complexity of a separate engine. An easily deployed electric thruster is located next to the helm, allowing for 360 degree thrust for close quarters maneuvering.


The design of the Cruiser series has evolved from the flat panel design and building technique of the Bucket List prototype. The hulls are infused in flat panel moulds to reduce build time and weight, and increase the quality of the product. The bridge deck can be made in modules or as one separate part joined to the hull side when the interior is in place. When the windward hull halves are joined it is basically a closed unit with entries to the two separate cabins.

Everything is infused, ensuring a high quality laminate and saving hundreds of hours making and fitting doors doors and hatches and local strengthening for fittings. The furniture is built from flat panels, then bent and glued in place. Bulkheads, shelf and stringer location is included in the infusion, then glued in place without any need for fillets and tabbing, or the interminable sanding required to fair these in. Joins are male/female, ensuring strength and accuracy. There is no post infusion edge treatment or cutting and grinding of cured glass. The foam is cut to shape with a utility knife, the glass with scissors,then laid accurately in the mould. This is easy work, with plenty of time to check it is correct.


Loa/length leeward hull: 18m/60′
Length windward hull: 12m/40′
Beam: 9m/30′
Weight: 4,000 kgs/8,800 lbs
Payload: 3,000 kgs/6,600 lbs
Sail Area: 130 sq m/1,075 sq’
Draft rudders up: 400mm/18″
Draft rudders down: 2m/6’8″
Righting Moment: 32 tonne metres
Berths: Master Cabins 2 x queen size, ensuite toilets/showers
2 x singles in the leeward hull; also the option of converting saloon table to double berth.
Approximate Building Time: The build time is impossible to estimate as no 2 builders are the same.  Suffice to say, it will be near enough half the time it would take using conventional methods.

Below is a walk through animation of the initial C60 design.

“Kleen Breeze” – PORTUGAL

Paul Napper asks Robin Warde a few questions about his proa, Kleen Breeze:

How would you rate your satisfaction now she is sailing?

I’m well happy with her sailing and she has performed beyond my hopes and expectations. Having said that, we have still not sailed her in all conditions.

Are you happy with the bidirectional rudders and associated mechanisms – are they a keeper?

Bidirectional rudders work well and are def keepers.

Any rounding up tendencies at low speed? Bear in mind I sail semi regularly on the 60 ft custom harry in Melbourne , so have watched its development.

Absolutely no noticeable rounding up at low speeds, and she sails at around six knots in 8 knots of wind. I put it down to the square top, large roach and especially the wing masts. In hindsight I would probably forget about the square top as they make for difficulty stowing the sails in the covers, and were only originally included to help spill wind in gusts. I have actually found that the upper mast bend in gusts serves the same purpose, as it was designed to by Peter at Etamax.

Similarly the schooner set up.

Took a long time to persuade Rob to use a schooner set up, ​(edit: Rob is now a big fan) ​and I have found it makes for a doddle when shunting. It also gives the ability to balance the sails, and I have found myself able to run for over 20 minutes without having to adjust the tiller.

I think you mentioned if you were to start again you would go lighter and simpler.

I would not go lighter and simpler on the hulls as I like the shapes attained, and have found from experience that the cedar absorbs far less epoxy than Airex foam, so the end result is not much heavier. Just over 1000 kg for the 20 m bare lee hull. The booms are an unnecessary extra weight,and were made with ply while I was away on a long work schedule, NOT to my specs!

JULY 2017


From Robin Warde – We just made the trip motoring at the start with no wind and ending the day in 25 knots. Most pics and videos taken when doing around 9 knots in 15 knots of wind on a downwind broad reach.
At this point she was behaving beautifully, and once we had adjusted the sail trim we were able to leave the tiller for about 20 minutes while she maintained course.



JUNE 2017

Kleen Breeze at anchor. Dinghy ramp lowered.



JUNE 2017

Kleen Breeze is launched!



From Robin Warde, owner/builder of the custom 20m in Portugal:

We lifted from the yard a week ago because of a good weather window,and sailed in light northeasterly winds and motored to Portico. Lighter than expected weight at 11 tons.


A couple of photos show us under a light close reach off Salema under foresail in 7 – 8 knots wind doing 5 -6 knots. Tiller steering was light and could probably be handled by a simple Simrad TP323 tiller pilot.
Been working last few days getting the electrics hooked up, and so far no problems.

I have moored near Portimao on the east side of the river below Ferragudo, and as we have come early in the year we have a prime spot with a clear access route if necessary, and also just in 8 metres of good sand/mud with a 35 kg Rocna in tandem with a 45 kg Delta and 50 metres of 12 mm chain. Pulled them yesterday for a short spin out of the harbour and the Rocna had dug in well into mud, while the Delta which is 2 metres closer to the boat at the end of the chain showed clean blades with no sign of having dug in. Reckon the Rocna did not slip at all so the Delta had no opportunity to bury itself.

There were just 4 sailboats when we arrived, but 7 more have now came out of the marina to escape the heavy June to September fees. I reckon to stay here a month or so to work on the boat before possibly moving to Faro/Culatra in July. Riding 25 knot winds at the moment with a little sway but not much more than the monos around us.



The owner of Luca Antara has had an accident which has seriously impacted him financially.  Consequently, he has to sell his boat.

Details are at  A lot of boat and equipment at a seriously discounted price.


Update on the Portugese boat, from the owner:

“We have completed attaching booms to the masts, and had sailmaker in to measure for 2 sails at 60 m2 each. Unfortunately, I didn’t get a pic of the completed booms as I had to return to work; Presently fairing the whole boat and putting a full coat of primer/sealant on it. It is light grey and we might leave it that colour as it looks OK. Then the rudders and hopefully sailing this summer.”

MARCH 2013

The hulls are now finished and are (mostly) painted. The masts, booms and beams are complete and will be installed shortly. The masts weigh 350 kgs each, are extremely stiff and are clear finished carbon. Windward hull weighs 1,900 kgs.


“Ono” (Hawaian for Wahoo) a 15m/50′ Visionarry built by Arttu Heinonen in Finland.

The layout includes the saloon from the Cruiser and the open cockpit from the Sport along with a few other changes, such as polystyrene cored beams and daggerboards, which Arttu says work well.


From Arttu Heinonen, owner of “ONO”

Now we are sailing our seventh season with our Visionarry. The boat spent two years on the yard. Now we have done some mods that have enhanced its sailing capabilities. The rudder bearings are now from Jefa and we made bows a bit higher and are flat on top.
We also added carbon chainplates for a down wind sail. We did some changes in the interior design which made the cockpit roomier and cozy. We have found the (disliked??) daggerboards useful. The asymmetric profile of thr daggerboards is effective. We also noticed that too much weight in the ww hull is not good, so we moved batteries and water into lw hull. Ww hull is still heavy enough. There will also be tiller attachments on the rudder stocks in the near future. That will allow the use of a tiller pilot and also would like to try steering with a tiller for sportier moments.
We have been cris crossing baltic and enjoyed of good sailing!
If some one has an idea how to arrange servo pendulum wind vane, I would be grateful . I have so far found it impossible on this type of a watercraft. It needs undisturbed airflow, difficult to arrange because of bidirectional nature of the boat
The mast and the sails are still very good. Many thanks for Rudolf!!




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