atkins sailboat plans

Designs by William and John Atkin Commentary by Mike OBrien

When I was a boy, commercial watermen kept low-powered inboard skiffs . Summer people used outboard motors. The professionals knew that small inboards ran quieter, were more reliable, and stretched a gallon of fuel miles farther than the cranky outboards of that era. Since that time, four decades of relentless outboard motor development have rendered small inboard skiffs virtually extinct.

Be that as it may, skiffs of the type shown here continue to offer some advantages. They carry their engine weight low and amidships — far better for a boat's handling than clamping the motor's mass high on the transom. The engine itself is protected, more or less, from salt water and theft.

Small inboards (with the exception of some air-cooled industrial engines) tend to produce pleasant sounds. Even if the amplitude of their noise equals that of outboards, the lower firing frequency contributes to a skipper's peace of mind. Some of us are also inclined to think that inboard skiffs look better than their outboard cousins. A modern, stylist-designed outboard motor hooked onto a traditional skiff can create an aesthetic Armageddon.

We should say up front that, unless you have access to an historic chunk of cast iron (such as the 6-horse-power Palmer specified here) or are willing to borrow the motor from your lawn mower, these rigs aren't inexpensive. This flaw, combined with the competition's easier maneuverability at low speeds and more convenient servicing (unscrew the motor, carry it to the dealer), might well have hastened the decline of the breed.

In profile above the waterline, our first little inboard boat looks to be a Sea Bright skiff, but it's not — not exactly. In fact, this design can claim descent from such wildly divergent ancestors as the Cape Ann dory , the Japanese sampan, and the Jersey skiff. Her story begins with Joshua Slocum (yes, "the" Joshua Slocum: controversial circumnavigator, author, and extraordinary seaman).

In 1887, Slocum and his wife and their two sons found themselves shipwrecked on the coast of Brazil. In need of a way home, the Captain built the 35-foot three-masted "canoe" Liberdade, and the family sailed her some 5,500 miles to New York. Years later, William and John Atkin received an old blueprint from a client. The faded, freehand lines had been drawn by Slocum's elder son, Victor, and they represented his rendition of Liberdadeus hull shape . Although Captain Slocum was said to have based his escape vehicle on a cross between a Cape Ann dory and a sampan, Victor and the Atkins apparently viewed it as a Jersey skiff. In any case, the Atkins reworked the old lines, reduced the scale, and turned out this nifty 15-foot inboard skiff. We can see the Cape Ann influence in her sections and the Jersey heritage in her overall appearance and construction. Perhaps the sampan influence was more apparent in the rigging and detailing of the original boat.

The most obvious difference between Victor Slocum and the deceptively dissimilar Sea Bright skiffs is the former's use of a common skeg in place of a box dead-wood. On the beach, skeg- built boats tend to pitch, roll, and dig in. Sea Bright skiffs stand up straight and

Two Low-Powered Inboard Skiffs slide over the sand like sleds. Performance differences when fully afloat are likely to be more subtle. At any rate, the Slocum, with her high and buoyant ends, ought to be happy in summer waves and moderate surf — and the skeg will make for easier construction. Setting up a box deadwood looks simple in the hands of old-time boatbuilder Charlie Hankins and his peers, but builders trying it for the first time might want to close their shop doors.

For planking this skiff, the Atkins specify %-inch-thick cedar over %-inch-square steam-bent white oak frames on 8-inch centers. Bronze screws fasten the hood ends of the planks to the stem. Copper nails riveted over burrs are used at, and between, the frames. No sealant or caulking need be employed in planking up the sides, because the soft cedar strakes will work into each other to keep the skiff tight. The bottom, which is planked fore-and-aft with 7/»-inch cedar, should have its seams caulked with three or four strands of cotton.

For power, the Atkins suggest a 6-horsepower Palmer Baby Huskie (now long out of production) turning a 10-inch-diameter wheel with 6-inch pitch. Predicted performance is "a good 8 mph."

If Victor Slocum is a buoyant cork, XLNC (Excellency, right?) is a knife. With a beam of only 4 feet 4 inches on a length of 19 feet 2 inches, this flat-bottomed Atkin skiff promises speeds of more than 13 mph when pushed by an engine of 6 horsepower turning an 8-inch (diameter) by 7-inch (pitch) wheel.

The construction here is straightforward, in the style of most traditional skiffs. Four lapped %-inch white cedar strakes make up each side. They are fitted and fastened in the same manner as the Slocum's, but they'll be even easier to hang because ofXLNC's gentle curves and straight sections. The bottom goes together as would that for a cross-planked rowing skiff. It is more robust, with -/4-inch cedar planking, a %-inch by 6-inch white oak keelson, a couple of /i-inch by 4-inch sister keelsons, and three 2 Winch by 4-inch white oak floor timbers (which support 3-inch-square white oak engine beds).

Long, slender powerboats are easy to like, and we can — as did the Atkins — make cogent arguments supporting their superiority. All else (particularly power and displacement) being equal, the longer, narrower skiff will tend to be faster and will throw less spray than will a shorter boat. Longer skiffs, if properly designed, will provide a more comfortable ride through the harbor chop, and they make better working platforms. Their easier curves allow for easier construction. (Is there anything in this world more difficult to plank up than a squat, apple-cheeked dinghy ?)

All logic aside, there is something compelling about a long, narrow boat running at low rpm and high speed — making little fuss and less noise.

As Billy Atkin might have said: There you have it, Shipmates, two good little skiffs. Build them exactly as drawn, and they won't disappoint you.

Plans for Victor Slocum and XLNC can be ordered from Atkin Boat Plans , P.O. Box 3005, Noroton, CT 06820.

Particulars

Victor Slocum LOA 15'0" Beam 5'1" Draft 1'2"

L VIII Two Low-Powered Inboard Skiffs

XLNC LOA 19'2" Beam 4'4" Draft l'O" Power 6 hp

77ze s/ettrfer XLNC

promises easy speed with low power.

XLNC goes together as a simple, flat-bottomed skiff with a particularly robust bottom.

Continue reading here: Designs by Accumar Headwater Boats and GlenL Marine Commentary by Mike OBrien

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Readers' Questions

Are atkin boat designs relevant today?

Yes, Atkin boat designs remain relevant today. Many of the Atkin boat designs remain popular among classic boat enthusiasts and many of them are still in production today. Atkin designs are renowned for their classic lines, traditional construction, and reliable performance.

Have john atkin boat designs ever been built in florida?

Yes, boats designed by John Atkin have been built in Florida. Examples include the Atkin Cutter built at the Wooden Boat Works in Key Largo, and a Piver trimaran built in Marathon.

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Retreat by Atkins – Update

A great post on  http://theflyingtortoise.blogspot.com  about a new Atkins Retreat.   

So, here’s more background on the boat. 

Retreat An 18′ Shanty Boat Deluxe By William Atkin

The over-all length of the hull is 18 feet; the breadth is 7 feet; the depth from bottom to deck is 2 feet. The sides are flat and stand plumb: just like a long box having slanting ends. With everything aboard the hull will draw close to 5 inches of water.

Plans for Retreat are $55 Study Plans are available for $15 (Refunded when full plans are purchased)

Originally posted 2012-02-02 18:39:22.

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Author: Bryan Lowe

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1 thought on “ Retreat by Atkins – Update ”

Very nice boat. You did a good job of it.

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Small Boats Annual 2012

XLNC Utility Skiff

A simple, efficient hull from William and John Atkin

T he XLNC utility skiff, William and John Atkin’s design No. 681 of June 1951, was drawn up for a “How to Build” article in Motor Boating, part of a monthly series the magazine ran for several years. My boat, RAVENSTRIKE, is true to the plans as to the LOA of 19′ 2″, LWL of 18′, maximum beam of 4′ 4″ and maximum draft at the rudder (which we protected by a stainless-steel bracket) of 14″ including the bracket.

From the basic plans, however, I departed somewhat and installed fore, side, and aft decks with fore and side coamings, which added some weight. I also installed a side steering wheel in lieu of a tiller. Given that I grew up with fast outboards and racing sailboats, I long ago gave up on the quest for speed, so with the extra weight, instead of the designed 13½ mph, I reach somewhere, with the boat’s present engine, around 10 mph with one person aboard, but I usually run at a pleasant cruising speed of 6 or 7 mph.

What I seem to have created is a rather elegantly disguised flat-bottomed skiff, although on a trip to a giant cypress swamp in the Atchafalaya Basin in Louisiana, we set catfish trot lines and generally made a mess of the boat while we were there. It served its purpose well, however, in addition to attracting a lot of attention.

The plans specified a 6-hp Baby Palmer Husky, which was not readily available at the time I built the boat in 2000. I originally installed an air-cooled Honda V-Twin, coupled to a spare Hurth transmission I had on hand. For someone using this boat as a true utility skiff and living in a cool climate, I believe the Honda would be an excellent choice for power, being inexpensive, lightweight, and very reliable. However, I couldn’t handle the heat it generated here in Florida, so I replaced it with a three-cylinder Yanmar diesel with keel cooling and water-cooled exhaust, pretty much the way Robb White did with his RESCUE MINOR (see WoodenBoat No. 189).

Bill Oakes, a summer resident of Harpswell, Maine, built his AURELIA B to be faithful to the Atkin XLNC open-boat design in every detail but one: he installed a “side stick” steering system, visible at left, instead of using a long tiller.

Before we took the Honda out of the boat, we did take off the governor for a high-speed trial and achieved 91⁄2 knots, close to the designed speed. In my opinion, to reach the designed speed the most important issues are meticulous fairing of the skeg and the installation of the proper propeller for the installed engine.

It is difficult to follow an older designer’s advice not to overpower, which is clearly set forth in the Atkins’ comments. The engines available today are quite different from those of the early 1950s in terms of real horsepower, torque, and, obviously, availability. The Yanmar, while much more than necessary in the power department, is, however, quite reliable and very economical to operate.

RAVENSTRIKE was lofted and built from the plans and table of offsets. She is planked with cypress, built clinker (also called lapstrake) style, with plank laps fastened with copper rivets. Her frames, stem, chines, and transom are mahogany. The bottom is cross-planked, fastened with silicon-bronze screws. Other than the laid decks and coaming, the construction is straightforward and simple. A word of caution, however: If you cross-plank the bottom, as it should be done, be sure to use narrow planks to prevent cupping if you plan to keep your boat in the water; and by all means, if you keep your boat on a trailer, do not forget to wet the bottom so it can swell up before launching. You will be amazed at how much water can come into a dried-out cross-planked boat when launched, and how long it will take to swell up to stop an inflow of water.

When reading the designers’ comments, it seemed appropriate to quote them as to the intended purposes of the design before making my own observations. Quoting from the “How to Build” Motor Boating article:

As time unfolds, motor boats of much less breadth in proportion to length than those now in the mode will become common. Among the reasons for this switch from broad beam to narrow beam will be: with equal displacement and power the narrow beam boat will be the faster of the two; for equal displacement the slim-lined hull will be the easiest of the two models to build, and therefore the cheapest; in general use, providing the design is properly made, the easy-lined narrow boat will behave best in rough water, it will throw far less spray and water, handle better in a following sea, and when slowed down, will not pound, and therefore be more comfortable than any of its two and a half to three beam sisters…. Yes, shipmates, there is a great deal to be said for the performance of reasonably narrow round bottoms, V bottoms, and flat bottom boats; slim ladies that go about their work without fuss and bother; neat sisters that deserve the name of excellency.

The author also went with a side-steering system for his decked-over XLNC, using a wheel instead of a vertical tiller.

X LNC certainly meets the criterion of narrow. The widest part of the bottom is 3′ 6″ ; at the stern it is slightly more than 2′ ; and at station No. 2, the breadth of the bottom is but 18″.

As for my own observations, I would have no argument with any of the Atkins’ comments. Over the years since her launching, I have operated RAVENSTRIKE in a variety of locations in varying degrees of weather. In the Louisiana swamps, the water—as you would imagine—was very calm, the only concern being not with the boat but the possibility of getting lost. As to its behavior in following seas, my best experience occurred coming into the Caravel River from Apalachicola Bay with a fol-lowing sea breeze. The boat tracked straight and true despite the following waves meeting up with the outflow of the river. My home waters are the Manatee River and Tampa Bay, which frequently have a moderate chop, which is handled with ease. While I do use the boat in those waters, I much prefer to sneak away to some inland river, such as the St. Johns or the Ocklawaha, and cruise around slowly with only the slightest of disturbance to my surroundings. RAVENSTRIKE’s ability to be easily trailered to distant places is one of her real attributes.

In summation, RAVENSTRIKE has given many joyous hours on the water in a variety of places we couldn’t or wouldn’t go in a larger boat. In addition to this, she has performed as the designer predicted. I will be the first to admit that I made her more complicated than necessary, but that only proves the design, as she still performs as intended. I have also been guilty of trading off utility for aesthetics on more than one occasion. For this I make no apologies, because to the degree possible, boats are, or should be, an extension of ourselves as well as sometimes being a useful and creative form of self indulgence.

Plans for XLNC, Design No. 681 from William and John Atkin, are not currently available through Atkin Boat Plans , due to the death of Pat Atkin in 2022. Plans will be offered in the future from Mystic Seaport .

The Atkins designed a long, lean hull to be easily and efficiently driven by low power, characteristics that make the boat not only comparatively easy to build but also inexpensive to build and use and well-behaved on the water. Particulars: LOA 19′ 2″, LWL 18′, Beam 4′ 4″, Draft 1′, Designed power 6 hp

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Comments (5)

A lovely example of a good, honest boat. But I should like to know why she carries what looks like an Albanian flag.

OK, you stumped me…what are the 2 thingamajig white things sitting on the side decks? Thingamajigs-yes, I like to be specific in my use of nomenclature…ha ha

In the on-the-water picture, there are two white panels on the side decks. They are shaped like they might be floor boards, but they have cut outs and lanyards like they are designed to be mounted where they are. What are they? G McGee

My guess is that they are for cleaning fish. The lanyard makes them easy to rinse overboard.

They’re leeboards, for sharp turns.

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Atkin's Two Brothers, a 28' 9½" LOA raised deck pirogue-rigged Seabright Skiff, just for info.

Discussion in ' Sailboats ' started by Angélique , Mar 21, 2019 .

• atkin boat design
• boat camping cruiser / outboard motor sailer
• boat construction
• diy wooden boat building
• motor boating magazine
• sail boat plans
• seabright skiff
• two brothers

Angélique aka Angel (only by name)

I've always thought there are a lot of classic boat plans on the Atkin & Co website, but I couldn't find Two Brothers , a 28' 9½" LOA raised deck pirogue - rigged Seabright Skiff by Billy and John for MoToR BoatinG Magazine in 1952. So here she is in MoToR BoatinG Magazine , Vol . 90 , № 5 , nov . 1952 , at page 40+41+42 & page 74+75+76+77 , with a bit of trouble even the handwritten offsets tabulation looks to be enlargeable enough to be readable, so for everyone who likes to look at some old boat building ( study ) plans . .  

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China blasts US declaration of ‘ironclad’ alliance with Philippines

Blinken’s pledge that US forces stand ready to defend key ally prompt Beijing to accuse Washington of interfering.

China has lashed out after the US secretary of state pledged that his country stands ready to back the Philippines, Beijing’s regional rival.

Antony Blinken promised on Tuesday during a trip to Manila that Washington retains an “ironclad” commitment to defend the Philippines. The United States has been deepening diplomatic and military contacts with its ally recently as tension with China rises.

Keep reading

Philippines says ship damaged in south china sea incident with chinese boat, vietnam, philippines sign deals on security in disputed south china sea, philippines plans military upgrades to disputed south china sea outposts.

Beijing promptly responded to the US official’s statement, insisting that the US has “no right” to interfere in the South China Sea, where Beijing and Manila have competing territorial claims.

Tension has risen in recent months, with incidents including a collision between Philippine and Chinese vessels near disputed reefs.

“These waterways are critical to the Philippines , to its security, to its economy, but they’re also critical to the interests of the region, the United States and the world,” Blinken said at a joint news conference with counterpart Enrique Manalo.

Several countries in the region maintain competing territorial claims to the waters of the South China Sea. China, however, claims almost the entire area .

China , which has accused Washington of using the Philippines as a pawn, quickly sought to hit back.

“The United States is not a party to the South China Sea issue and has no right to interfere in maritime issues that are between China and the Philippines,” said foreign ministry spokesman Lin Jian.

US military cooperation with the Philippines “should not harm China’s sovereignty and maritime rights and interests in the South China Sea, let alone be used to prop up the Philippines’ illegal position”, he added.

Reporting from Manila, Al Jazeera correspondent Barnaby Lo said Blinken had been clear to note that only an armed attack against the Philippines would invoke the 1951 Mutual Defense Treaty sealing Washington’s obligation to defend its ally.

China, he signalled, had not engaged in any armed attack, deploying what analysts call “grey zone tactics” using “water cannon and military-grade lasers”.

Meanwhile, the US had been helping the Philippines to “shore up its defence capabilities,” making the country the largest recipient of US military aid in the Asia Pacific from 2015 to 2022.

‘Hyperdrive’

Ties between the Philippines and China have soured amid the recent rise in maritime confrontations, especially around the Second Thomas Shoal, which lies about 200km (124 miles) from the western Philippine island of Palawan and more than 1,000km from China’s southern Hainan island.

Manila has accused China’s coastguard of a policy of aggression. Beijing has maintained that Philippine vessels are intruding in its territory.

Meanwhile, there has been a marked improvement in relations between the US and the Philippines since President Ferdinand Marcos Jr came to power in 2022.

Meeting the head of state on Tuesday following his talks with Manalo, Blinken said relations between the two countries were now in “hyperdrive”.

In the past year, Manila has nearly doubled the number of its bases accessible to US forces, including three new sites facing Taiwan, which is also resisting pressure from Beijing, which claims the island state as its own.

Military exercises featuring US and Philippine forces have widened lately to include joint air and sea patrols over the South China Sea and close to Taiwan. China has viewed these war games as provocations.

US President Joe Biden is due to host Marcos and Japanese Prime Minister Fumio Kishida at a summit in Washington in April to discuss economic ties and the Asia Pacific region.

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A Vee Bottom Keel Knockabout

THE design for this month shows a most excellent little sailing boat. It has many characteristics which make it one of my favorite designs. Wrapped up in a trim little unit only 15 feet 6 inches over all, Teach is something more than the usual fair weather cockelshell. From stem to stern, keel to mast truck, this latest of the family is a tiny ship; furthermore an able one.

Teach 's water line length is 13 feet 6 inches; her breadth is 4 feet 8 inches, and draft 2 feet. The freeboard at the bow is 2 feet 3½ inches, least freeboard, 1 foot 4 inches, and at the stern, 1 foot 9½ inches. Her sail area is 136 square feet. Lead ballast on the keel weighs 480 pounds with approximately 50 pounds of ballast inside for trimming purpose.

She is a double-ender of V bottom model and, as the title indicates, she is knockabout rigged; the mainsail carries 98 square feet, staysail, 38 square feet. It will be observed a storm staysail is provided. This is an opportune time to mention that a triangular sail which is set from the mast to the stem head. or any distance abaft this point, is a stay sail--not a jib, the name by which this sail is usually called. The mast stepping. standing rigging and running rigging is of the simplest character. The standing rigging consists of two shrouds and single head stay. Spreaders, jumper strut, runners and permanent back stay are unnecessary refinements in the rigging design of a little craft like Teach . The mainsail halyard is in double part: the staysail is in single part. These are small lightweight sails and easily hoisted and handled without the aid of winches or excessive purchases. The sail cloths should run with the leaches: omit battens, and insist upon useful long reef nettles. Present day young sailors entirely miss the fun of sailing with two reefs tucked in, storm staysail set and half gale of wind. My observation verifies the sad fact that on stormy, windy days all of the little boats, motor or sail, lonesomely walk around their moorings, with never a budding sailor in sight. For comfortable sailing one requires lazy-jacks, lines slung below the boom and leading aloft, into which the sail lowers and is contained. Another handy practice is to leave the sails bent on the spars, either protecting them with sail covers or waterproofing the sails. This saves the chore of forever taking the sails ashore and rebending them every time the boat is used. The mast and boom will be solid using galvanized iron rigging and turnbuckles for the staying. This will prove quite satisfactory.

The arrangement shows a comfortable cockpit with seating room for two; side seats and center thwart, ample deckroom, and nothing in the way of legs and feet. There are watertight bulkheads fore and aft providing ample flotation in case of swamping, comforting shipmates in any kind of boat. Teach steers with a long white ash tiller, and of course has her rudder hung on her stern post. There is no provision shown on the plans for an engine; however, if fitted with a Savage bracket, an outboard motor might he used for power.

This simple and practical sailing boat would be ideal as a class in which to learn the art of sailing and seamanship--there is a great deal of difference between the two. She will prove to be safe, comfortable, and reasonably fast; specially under the urge of strong winds and a bobble of sea. Her long straight keel makes grounding a simple matter and hauling out even more simple. The long keel also contributes to self-steering without in any manner effecting the little packet's ability to come about in a bit of a chop. If built closely to the form and specifications indicated in the plans Teach will balance well and be a joy to sail and own.

And now about the name--a most important item; of boats, you know, should have appropriate names. I have, found it is no small matter to select a name that perfectly fits a particular boat. Well "Teach" is an affectionate name our family has for Mrs. Shirley K. Brittner; Shirley teaches handicapped children struggling for an education in the Stamford Public Schools--little tots and older ones; kindergarteners with deep trusting eyes; sixth graders with eyes that reflect the courage and faith of divinity. And, little or big, all of them are inspired by the understanding and love of "Teach." So here is a tribute to a lovable young woman and a name worthy of gracing the design of a boat; it should be lettered in gold leaf and blessed with a cross.

In an article about the Atkins in WoodenBoat #169, author Daniel MacNaughton had this to say about Teach : "If there is a simple boat that can offer the Herreshoff 12 1/2 some competition for the title of best small keel daysailer, Teach might be it. Her large stern deck gives a secure feeling and helps to ensure that crew weight will be kept amidships where it belongs in such a small boat, and there is a lot of useful space for seating a small crowd or cruising with a boom tent. Her double-ended character is something out of the ordinary, and combined with the long keel, ample ballast, and easily handled rig, she will be a reliable and reassuring boat to sail."

If she is built as shown in the plans and in accordance with this text, Teach will be the envy of many eyes and a little boat which will be hard to part with. So forget not the gold leaf nor the cross.

PHOTOS OF TEACH

Plans for teach are $100, please use our print-out order form to request boat plans back to plan list.

Titanic replica plans resurrected – and it could set sail in 2027

I t was an ambitious scheme that seemed to have sunk without a trace. But in a presentation this week, Australian mining tycoon Clive Palmer revived the idea of building Titanic II, a replica of the doomed liner.

The project has a long history , having first surfaced in 2012, a century after the original struck an iceberg. But despite Palmer’s bluster then – in a London press conference 11 years ago, “bull****” was his response to claims that it was all a hoax – nothing came of it.

Now the billionaire has pencilled in 2027 for the launch, telling an audience at  Sydney Opera House:  “We are very pleased to announce that after unforeseen global delays, we have re-engaged with partners to bring the dream of Titanic ll to life. Let the journey begin.”

Though Palmer claimed in the past to have would-be passengers willing to offer up to £1million to join the maiden voyage – first scheduled to be in 2016 – British travel experts are sceptical as to whether  modern-day cruisers  want to return to the sailing experience of the early 20th century, even without a tragic ending.

Palmer’s idea is for a 56,000 gross-ton, nine-deck ship to carry 2,435 passengers with the same interior spaces and cabin layout as Titanic. Of the 835 cabins, 383 would be in first class, 201 in second and 251 in third.

A grand staircase under a large iron-and-glass dome and illuminated by a 50-light crystal chandelier would wind down many of the decks.

Other facilities on the 882ft-long, diesel-powered ship would reflect those on the original, with traditional dining rooms, a ballroom, indoor pool, Turkish baths, theatre, smoking room and old-fashioned gym. Palmer has previously hinted that period costumes would be provided in cabins for guests to dress up and that they could pay a premium to experience all three classes during an ocean crossing.

The billionaire suggested he would travel in third class, adding: “I want some Irish stew with people who don’t know me. I’ll go incognito.”

But cruise industry insiders say Palmer may be facing more challenges beyond the quality of the food.

Travel writer Anthony Nicholas, the author of Key Figures Aboard RMS Titanic, said: “The original ship had just four lifts – three for first-class passengers, one for second and none at all for third. That wouldn’t work today. Where are they going to put extra lifts and how much space will this take up from the original style of the interior?

“Are they still planning for passengers to ‘experience’ all three classes during a six-day crossing? If yes, how do they facilitate moving hundreds of people and their belongings around the ship once, let alone twice every six days?”

James Cole, the founder of luxury cruise agency Panache Cruises, said: “Britons have had a long-standing fascination with the Titanic but when it comes to cruising they have grown accustomed to modern amenities, luxurious surroundings and much greater quantities of natural light. I can see this concept being popular for short trips, or as a floating hotel or museum, as opposed to an operational cruise ship.”

The only transatlantic liner still running,  Queen Mary 2 , is 148,000 gross tons – nearly three times as big as Titanic II – and carries 2,695 passengers in comfort.

Stephen Payne, who designed the Cunard flagship, said travellers today would demand standards far above the Titanic. He said: “Would you expect en-suite facilities or be prepared to go ‘down the hall’? Sure, it might be fun to experience an authentic Titanic experience overnight, but how about for several nights, even a week?”

Despite the success of  James Cameron’s 1997 Titanic film  and the Belfast museum dedicated to honouring the ship built at the nearby Harland & Wolff yard, other projects to replicate the liner have floundered.

South African businessman Sarel Gous abandoned a reconstruction in 2006 and a full-scale model in China started in 2014 remains unfinished.

Whether 69-year-old Palmer’s latest attempt comes to fruition remains to be seen, though he promises: “Titanic ll will be the ship where dreams come true.” As he told journalists in Sydney: “It’s a lot more fun to do than to sit at home and count my money.”

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