More with less
In 2018, after some 40 years of operation, Auckland’s Allan Tongs Boatbuilders (ATB) embarked on a risky new strategy. It switched production to a single design – the 13.5m Elite AT43 launch – aimed at a niche market. Eight years on, the Covid hiccup notwithstanding, it has launched 11 vessels (hull #12 is fresh from the mould) with two more scheduled for 2027.
That track record has elevated ATB to a rarified status: it is today the country’s only ‘production’ launch builder, a position visitors to its modest facilities might find intriguing. There’s only room for one build in the shed (the cabin-top female mould hangs from the rafters). The efficient rotation of AT43s, it’s clear, demands timing and coordination – and a slick crew.
Owners Nigel and Ester Tongs yearn for larger premises (they’ve been looking for a while) but until that happens are pressing on with what they have. Adopting smart, streamlining technologies, they say, swung the odds to favour their single-design gamble.
In collaboration with the AT43’s designer (Auckland’s Bill Upfold) they abandoned the labour-intensive, one-off, wooden-hull-and-deck system and shifted to precision, female GRP moulds using lightweight, high-density PVC foam cores, sandwiched between engineered fibreglass laminates.
This allows much faster construction, with the vinylester outer skin/gelcoat offering additional advantages: it eliminates weeks of fairing/sanding a timber-built hull (the tedious ‘long-boarding’), removes the need for painting – and delivers perfect consistency. Furthermore, engine bearers and structural bulkheads are installed while the hull’s still in the mould: a step designed to shave build time and retain the structure’s dimensional accuracy.
Similarly, smart/speed-saving techniques have been adopted for the interior. Each vessel’s cabinetry is ‘kit-built’ – using pre-cut (CNC) vacuum-pressed, ply-foam-ply panels. The vacuuming includes the facing veneer layer (typically walnut or oak). Fast, precise and easy-to-fit, this system all but eliminates post-installation issues – no need to tweak poor-fitting drawers or doors.
Standard but flexible
In keeping with the production line strategy, the standard AT43 has a three-cabin, one-bathroom layout, with a choice between a single or twin engines. Despite these parameters, clients are afforded a fair degree of input/freedom when deciding how their vessel will look, operate and perform. As the Tongs point out, each of the 11 boats in the water is subtly different from her sisters.
Depending on the preferred cruising profile, for example, some clients can opt for a two-cabin layout, converting the third cabin into a second bathroom or laundry. This decision doesn’t alter the base design – because the panels are pre-cut the altered geometry simply uses a different set of CNC files. As always, there are endless texture/colour/tone options – leather, fabric/vinyl, upholstery, carpets, benchtops and veneer – with plenty of help/advice from Ester.
Some requests require more significant tweaks. The most recent build (#11) features a Seakeeper gyro (a first for ATB) to stabilise the contents of the owners’ tummies. Mounted in the lazarette, the gyro’s additional weight/space requirements (340kg) was offset by installing lithium-ion batteries (considerably lighter/smaller than lead-acid or AGM models).
Every luxurious cruiser that emerges from ATB’s shed is a little magical….
These owners also opted for a full CZone system (another ATB first) rather than a conventional switchboard installation. Some owners have opted for bigger fuel tanks to extend the vessel’s cruising range. Standard AT43s carry 1,300 litres – that can be increased to 1,500 and even 1,800 litres.
Cruising objectives tend to shape the single- or twin-engine decision (600hp vs twin 440hp). Usually, comfortable coastal cruising – rather than speed – is the main consideration. “Interestingly,” says Nigel, “at cruise speed the fuel consumption per nautical mile between the two options is the same. Twin engines obviously provide a higher top-end speed. Single-engine vessels cruise at 20 knots and top out at 26/27 – the twins cruise at 26 knots and top out at 31/32.” Both options are shaft driven.
To help with docking and berthing, bow and stern thrusters are standard on every vessel. Still, the design is sufficiently flexible to accommodate technologies such as Volvo’s IPS for clients keen on joystick docking. Twin Disc’s Express Joystick System can also be fitted. It offers similar joystick manoeuvring benefits – even with shaft drives – though it will require an upgrade to a variable-speed bow thruster.
“We try to accommodate all requests,” say the Tongs. “Within reason, anything is possible.”
AT43s are luxurious, supremely comfortable cruisers tempered by a ‘simplicity caveat’: keep things easy and practical, using technologies that don’t demand too much fuss. Electrical power is a case in point. Gensets generally don’t feature. The vessels are typically fitted with a generous bank of lead-acid or AGM batteries (1,200 amp-hours), with separate engine start batteries. A Mastervolt infrastructure looks after the charging regime, boosted by four or six solar panels on the roof. A 300-amp inverter runs appliances such as the domestic fridge/freezer.
Happy crew
Another strategy that underscores ATB’s production efficiency is its four-day week. The company switched from the conventional five-day week a few years ago and, in addition to the sharper productivity the Tongs believe the change has aided staff retention. Many in the close-knit team have been with the company for more than five years.
“We still do a 41.5-hour week – starting at 6.00am and finishing at 5.00pm. The team (there are 10 employees) enjoys the extended weekends – and it’s especially cherished by those with families,” says Ester. “On Fridays the workshop’s reserved for external contractors (sparkies installing wiring looms and electronics, and upholsterers). It’s easier for them – they’re not tripping over our crew.” For the Tongs themselves, Fridays typically mean meeting clients or working on the business.
She also believes a happy crew makes it easier to navigate the inevitable economic slumps. “We survived Covid – the current Middle East turbulence presents its own challenges. It’s affected forward planning because our production schedule is now largely dictated by the availability of engines.
“The local agents don’t stock engines – they’re brought in from offshore. But with many ships choosing to go around the bottom of Africa (keeping well clear of the Suez Canal and the Persian Gulf) delivery times have lengthened significantly – it’s typically six months. We flag this issue at the beginning of every discussion with a prospective client – they need to be aware of it from the start.”
AT43s are mostly fitted with Volvos but some clients have opted for Cummins diesels, and one future build will have twin FPT (Fiat Powertrain Technologies) engines. Logistic bottlenecks have also caused delays and hikes in raw material prices. “It’s a tough and much riskier environment – but we’re confident we’ll rise to the occasion and meet the challenges.”
Aussie agent
While ATB’s operational success relies on a standard design with semi-automated processes, the Tongs accept that boatbuilding is a fluid, ever-evolving creature and that future clients will probably have new, different requests. Particularly if the company begins exporting AT43s.
None have (yet) headed offshore, but the Tongs recently returned from Australia’s Sanctuary Boat Show where they appointed a broker (D’Albora Yacht Brokers) to market and sell the vessels. D’Albora operates 16 marinas throughout Australia.
“We’ve been exploring a few design tweaks – even before the Australian appointment. The introduction of larger hull windows, for example. If the Australian venture gains traction, we might have to accommodate different preferences. The Aussies seem to like the day-boat concept rather than extended coastal cruising – and that might warrant design changes to the transom, cockpit and saloon.”
Or a flybridge model for the game-fishing fraternity? That would require a new topsides mould, sighs Nigel, but never say never.
ATB is a small, family-owned business and a fundamental part of its operation are the values implicit in that description. “The one-design concept, the technologies, the crew – yes, they’ve all contributed. But we like to think a personal relationship with clients also plays a role.
“We encourage them to be involved – from the early stages and throughout the build – and the relationship doesn’t end when we hand over the keys. We continue to help and, if necessary, we will offer guidance, making sure they can operate the vessel correctly and will get the most from the technology.”
Every luxurious cruiser that emerges from ATB’s shed is a little magical – akin to pulling a well-groomed, bowtie-wearing rabbit from a hat (albeit a somewhat cramped hat). Under the circumstances, delivering more from less is admirable, but it would be interesting to see what bigger premises might bring.
