Michael Schmidt’s powerful new Y7 combines genius ideas with a keep-it-simple theme, says Toby Hodges

What is your idea of simple sailing? To a wooden yacht enthusiast it may be the pleasure of hand hoisting and trimming sails via block and tackle alone, where an owner of a modern glassfibre yacht might baulk at the amount of upkeep timber demands and prefer the ease of push button sailing.

Others might look back whimsically to their youth and the joy of simply dragging a dinghy down the beach and sailing without any maintenance or financial woes.

Michael Schmidt’s latest creation is his solution to simple sailing at the luxury end of the scale. The decorated sailor who founded Hanse Yachts believes in a keep-it-simple philosophy with his models, which you may find hard to believe when looking at this new 70-footer and the levels of technical complexity that must lie beneath its carbon fibre/epoxy skins.

We tested the Y7 off Mallorca in 7-12 knots. Photo: Nico Krauss

But having sailed the Y7 in precisely the light wind conditions for which it was designed, and felt the thrill of helming a perfectly balanced, potent and contemporary fast cruiser, I can vouch that it does have a theme of simplicity, which becomes dangerously enticing.

“Sailing fun is made possible by a simple ship that has been reduced to the bare essentials without sacrificing comfort,” Schmidt believes. We’re not talking a yacht stripped to engineless minimalism here. The Y7 is, to all intents and purposes, a scaled-down superyacht, which has been kept approachable, performance-oriented and comparatively easy to manage.

I quote Schmidt not simply because he is the founder of the company, but because he is a veteran boatbuilder, sailor and visionary of the industry. Having built up and then sold Hanse Yachts, and extensively cruised its largest model at the time, the 630e, he searched fruitlessly for a larger, lighter boat that could better harness the softer breezes typically found in the Mediterranean.

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Michael Schmidt Yachtbau, now Y Yachts, is the brand of luxury carbon cruisers he created, a German firm that aims to use the best technology available to simplify the sailing. Schmidt also believes a yacht needs aesthetics that will distinguish it from the pack.

This philosophy underpinned his first model, the Brenta 80 (now Y8). Schmidt has since cruised that test boat, Cool Breeze, thousands of miles. And while many reportedly liked that concept and design style, they found it too large for their needs.

‘A 70ft yacht you can sail alone’ became Y Yachts’ target. The result is a fast cruiser with no backstay(s), a self-tacking jib and winches and lines that fall to the hand of the helmsman.

Toby helms and trims from the leeward deck. Photo: German de Soler

The design echoes the style of the Y8 and sees Schmidt maintain his penchant for high topsides (from his Hanse days), combined with a flat, low coachroof. Schmidt doesn’t like having to rely on crew and typically sails two-up.

Nevertheless the beamy and voluminous Y7 includes a crew cabin within the interior (rather than stuffed in the forepeak), with private access to the cockpit.

Bill Tripp was tasked with targeting lightweight performance to ensure the boat would offer enjoyable sailing in single figure windspeeds. A key attribute of the Y7 is that it shouldn’t need to motor in light airs.

That said, it can motor very efficiently thanks to the inclusion of two engines; Schmidt values low fuel consumption, good manoeuvrability and systems redundancy.

Carbon construction

Carbon sandwich construction with an epoxy outer skin results in a moderate/light displacement of 29 tonnes and a good balance of impact protection and noise control. Although Schmidt built some of the earliest carbon race yachts, he now subcontracts hull and deck moulding to specialist lamination yards in Poland and Slovenia, then fitting out in his new 3,000m² facility in Greifswald.

The structural work and finish of the first Y7, Bella, is certainly to a high standard, and the sub-€2m starting price for this 70ft carbon composite cruiser explains the appeal of the new design and demand to see it in action. The second hull has been handed over, the third is in build and the yard is now set up to produce one boat every four months.

The Y7 has similar styling and features to the Y8, including the high freeboard and low, flat coachroof. Photo: Nico Krauss

The price is a significant factor. The Y7 represents is a lot of carbon yacht for the money. At this price point, potential buyers might be tempted to compare it to a large semi-production cruiser such the CNB 76 or Euphoria 68. However, those who are looking for comparable performance would need to look at lighter composite yachts – and the Swan 65, for example, costs another €1m.

Simply seductive

Bella certainly looked very much at home nestled among the superyachts at Port Adriano marina in Mallorca. The flat coachroof was adorned with sunbeds and a table and chairs were set up on its large flush foredeck.

The large bimini shading it hung from the mast, forestay and shrouds – a clever idea to use the foredeck to create a shaded area away from dock. Bella also has a removable cockpit bimini, mounted on four carbon posts.

30º aft swept spreaders allow for a backstay-less rig. Photo: Nico Krauss

When sail trialling a yacht, you always hope to get the type of conditions for which it is primarily designed. I favour moderate winds to ensure I can get a proper feel for the boat. So I did fret a little as we motored out of the marina and met a sloppy sea and a gentle breeze.

However, that long afternoon and evening we spent under sail proved perfect for demonstrating the Y7’s capabilities, and particularly for appreciating its ability to be able to keep on sailing in light winds.

In just 10 knots of breeze, typical midsummer Mediterranean conditions, we were already heeled and powered-up, sailing at 8-8.5 knots. The modern, beamy hull shape, with a long waterline and generous sail area, all help produce such speeds. The sail area to displacement ratio is a huge 33.4, a figure that confirms this design’s significant power aloft. Consequently, she will need to be reefed early.

Lines are led under deck to winches fore and aft of the wheels. This shows the starboard aft winch with shorepower connections below. Photo: Nico Krauss

The square-top fully battened mainsail has 184m² of sail area alone, which could be a lot to handle without sufficient crew. An upgrade to the winch package would be on my option list, as it took an age to hoist this sail from the lazyjacks.

However, the helmsman feels the benefit of this sailpower immediately. Tacking the boat is an addictive, one-person affair. The 30° sweptback spreaders avoid the need for a backstay, and allow the use of a self-tacking jib.

We found more breeze once out into the bay and continued our beat west away from the island. The outboard position of the wheel pedestals helps give the helmsman clear views over the flat, low coachroof.

The huge aft deck raises on struts to reveal an enormous watertight garage for a 3.45m RIB, which is launched using a carbon pole off the boom’s aft end. The design allows the garage to remain sealed when the swim platform is lowered. Photo: Nico Krauss

The helm is generally light, as you’d expect with twin rudders, but with a pleasant increase in weatherhelm when the boat heels and powers up. There is also plenty of grip from these rudders, which are positioned relatively far outboard.

It is less comfortable for crew, however. Such is the beam aft (over 18ft) that it can feel unnerving to cross the cockpit or to stay seated to windward when at a high heeling angle. Comparable yachts of this size tend to have a mainsheet winch plinth with rails or a support/crash bar between the wheels. Y Yachts says it can offer the latter, which is an option I’d certainly recommend.

The long cockpit with split tables has room for eight to sit around, with more space on the large aft-facing seats. The portside seat has access to the crew quarters neatly integrated beneath. The aluminium frames that form the backrests for the cockpit seats are freestanding of the coamings, a clear indication that this boat is aimed at warm weather sailing.

Clear decks with lines led within reach of the helmsman. Photo: Nico Krauss

Push button reaching

I thought the Y7 might be all about the upwind sailing experience, keeping the apparent windspeed up and heel on, but then we hoisted a Code 0 for the long reach back.

At the push of another pedestal button, an electric furler fitted in the end of the bowsprit unleashed an enormous amount of sail (acquired, it transpired, from a Maxi 72). With this code sail set, we picked up pace and were able to match the 7-11 knot wind speeds all the way home.

The single point mainsheet is led forward to the mast and aft to one winch. This arrangement, together with the other sheets and halyards, results in a mass of rope tails in the cockpit. Unusually (and commendably), there are generous-sized rope tail lockers between the winches to keep all these lines from getting too unruly.

The deck is stepped in line with where the guest cockpit meets the sailing cockpit, so there is easy access out onto the sidedecks. Here, the double guardrails reduce to single rails to meet the bulwark and pushpit.

This low rail invites the helmsman to sit right out to leeward and enjoy the clear views forward. However, the wide-open aft deck and low rail do little to promote a secure feeling if you are in the sailing cockpit.

Nevertheless, as I perched to leeward, and with a light hand on the wheel, the sailing was truly memorable, and we footed along effortlessly under the Code sail.

Twin engine controls on one of the large binnacles. Photo: Nico Krauss

Two engines

The Y7 certainly has a slippery hull design – so much so that it was only as we approached the marina that I remembered that the Y7 is fitted with two shaft-drive propellers. Twin Nanni engines were chosen as they are simple to repair, with few electronics, and their relatively small size means the saloon sole and thus coachroof can be kept low and streamlined.

However, problems with the installation on this first boat resulted in unacceptable noise levels, an issue the yard now reports has been resolved. It says all future models will have saildrives.

Under power, the boat doesn’t quite spin on a point like a catamaran – the props are quite close together – but the twin engines certainly aid manoeuvrability and mean that you are much less reliant on the bowthruster.

Bella’s modern open and inviting saloon. Note the sliding leather handles on the deckhead, which resemble underground train handles – a novel yet practical solution we first saw on the Y8. Photo: Sichtvorteil / Thomas Wilhelmi

Below decks, the styling matches the impressive look of the exterior, and is akin to a designer apartment. In Bella’s case, it was customised specially for Michael Schmidt. Hull number two is said to have a much lighter, less masculine trim.

Schmidt was inspired by modern architectural designs he saw in Copenhagen, and this is reflected in the feel of the finish, from the choice of fabrics, to the lighting and overall interior shapes.

Smart thinking and styling

Multiple layout options are offered including three or four cabins, and the choice of a central transverse galley or passageway galley aft. Abaft the aft port cabin is a clever, if super-compact, crew cabin, which contains two bunks at right angles to each other, a heads and private access to the sailing cockpit.

The forward cabin with huge island berth. A step up through a watertight bulkhead leads into the generous heads compartment forward. Photo: Sichtvorteil / Thomas Wilhelmi

The semi-raised saloon creates the impression of a huge space. The yacht’s large beam accentuates this by exposing the curves and structures of hull sides. On the test boat the saloon has a wide-open space extending as far as the galley, sited amidships. To help you traverse it, there are sliding leather grabhandles on the deckhead for when moving about.

I like the use of vertical glass coachroof windows, which let in plenty of light without producing too much heat, but to provide better ventilation I would prefer to have more opening portholes and some coachroof hatches.

The galley is relatively compact and is open along the centreline, a layout that is perhaps not ideally suited to life at heel. That said, it boasts a large area of fiddled work surfaces and generous amounts of refrigerated stowage, and the yard does offer the option of a larger, enclosed galley aft, which connects through to the crew accommodation.

A central island berth in the forward cabin suggests this, too, is designed more for use in port than at sea. Hull number two has an offset berth here, which will be more practical at sea.

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Adventurer Skip Novak’s latest and largest Pelagic design is under construction at aluminium yacht building specialist KM Yachtbuilders in Makkum, the Netherlands

The hull was turned in November and work continues this winter on Pelagic 77, a 23.5m schooner, which is a design collaboration between Novak and Tony Castro. It is being built for Chilean businessman Nicolás Ibáñez Scott for use privately in Chile and offers a step-up in comfort levels for high latitudes and remote cruising.

“The expedition vessel is an evolution from Pelagic Australis [Novak’s current 74ft charter and exploration yacht], and was conceived and designed for expedition sailing, mainly in high latitudes,” Novak explains.

“This implies enhanced autonomy, ease of handling with respect to sail areas and, of course, given our Pelagic philosophy, simple systems that a yacht crew operating in remote areas can service without specialist help.”

The new build will displace nearly 60 tonnes, 18 tonnes of which is ballast, and it will be able to carry over 8,000lt of diesel for the twin Yanmar engines. A ballasted centreboard reduces draught from 4.31m to 2.15m and will allow the boat to be beached.

The centreboard also means the accommodation layout is slightly different to Novak’s Pelagic Australis, with a single corridor and larger midships cabins. There will be six double cabins forward of the pilothouse.

Pelagic 77 will be crewed by four and can host 10 guests. It has two engines, twin rudders and two carbon masts – splitting the rigs creates smaller and more manageable sail areas which can be controlled manually.

The project is due for launch by the end of 2020. The first goal will be to sail to Chile to start educating the children of a sailing school the yacht’s owner has set up in Puerto Williams.

First published in the January 2020 edition of Yachting World.

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Hallberg-Rassy's CEO Magnus Rassy takes Toby through the new Frers-designed HR40C, a yacht that really exploits the benefits of modern hull shape

The latest Hallberg-Rassys combine markedly more space with a newer-generation hull shape and twin rudders, yet still retain the brand’s hallmark style and attributes.

This centre-cockpit model has a genuine 40ft hull length and almost the same beam as the HR44 that launched three years ago. Impressively, the HR40C offers equal space in the saloon, galley and aft cabin areas as the larger yacht too.

The key differences are therefore in the forepeak, where there’s a smaller, though still respectable, guest double cabin, but no option for an additional twin berth Pullman-style cabin.

Specification

Hull length: 12.30m 40ft 4in
Beam: 4.18m 13ft 9in
Draught: 1.92m 6ft 4in
Displacement: 11,000kg 24,250lb
Price: SEK4,080,400 (approx £327,000) ex. VAT

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As they have been doing since the 1980s, Moody and Bill Dixon once again redefine what's possible on a deck saloon cruising monohull. Wait till you see the stowage beneath the galley!

The 41DS is the smallest boat in Hanse Group’s Moody range, which also includes 45ft and 54ft deck saloon designs with living areas arranged around a single level ‘monomaran’ style concept.

The Moody 41DS also introduces fresh styling and engineering, with the all-round panoramic glazing of the deck saloon made of seamless laminated safety glass.

The combined deckhouse roof and cockpit hard top are supported by only four aluminium mullions, creating a genuine all-round vista from the shelter of the saloon.

In addition, an ultra-deep bulwark topped by solid stainless steel railings creates a safer and more secure experience when moving forward on deck to that of conventional sailing yachts.

The large sheltered cockpit is an almost integral part of the living space, while a double sunbed, plus two-seater settee ahead of the mast provide a separate socialising area when necessary.

A double owner’s cabin, plus convertible double/twin cabin and either one or two heads completes the accommodation on a lower level.

Specification

LOA 12.52m 41ft 1in
LWL: 11.42m 37ft 6in
Beam: 4.20m 13ft 9in
Draught: 1.85m 6ft 1in
Displacement: 15,700kg 34,612lb
Starting price: €399,000 (ex. VAT)

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Toby Hodges introduces the Saffier SE27 Leisure, a modern daysailer with bags of potential, including speed and short-handed ease

The Saffier SE27 Leisure builds on a long legacy that includes 160 SE26s delivered over the past decade. And it combines it with the modern styling of the Saffier SE37 Lounge, a distinctive high-end daysailer, which was one of the stand-out launches at the Dusseldorf boat show when it premiered two years ago.

That said, Saffier was amazed by the reception for the new design, saying it had never sold so many boats pre-launch. “We wanted to add speed to single handed sailing,” says Saffier’s managing director Dennis Hennevanger, adding how pleased they were with the light displacement of 1,750kg. The standard fit electric pod propulsion system and battery saves 100kg over a diesel equivalent for instance.

The SE27 Leisure is another design with a large multi-purpose cockpit that offers a huge amount of lounging space. But don’t be deceived by this – the layout is primarily configured to be efficient to sail, whether single-handed or crewed. And the lines are hidden but above deck to keep the interior dry, with commendable tail stowage.

Originally Saffier planned to offer a choice of wheel or tiller steering, but the configuration of the boat with the large, custom made carbon wheels looks as though it will work so well this will be the standard arrangement. Below decks there’s minimal headroom, but the SE27 is neatly fitted out with seating, bunks, a small galley and open-plan toilet facilities.

Specification

LOA: 8.2m (26ft 9in)
Beam: 2.6m (8ft 6in)
Draught: 1.4 or 1.6m (4ft 6in or 5ft 3in)
Displacement: 1,900kg (4.190lb)
Price from: €74,500 (ex. VAT)

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The La Rochelle yard has merged its Performance and Grand Large ranges to create this striking new Dufour 530 - a modern, beamy yacht offered in multiple guises, layouts and prices. Toby takes you around the first boat, presented at Dusseldorf Boat Show

The first Dufour since the company’s merger with Fountaine-Pajot was launched alongside re-branding to focus the range at a younger and more active audience. This also repositions the Dufour range in a more premium part of the market in which quality finishes and good performance are important.

First impressions are of a big and well-appointed boat with excellent accommodation at an attractive price. The interior is accessed via a wide and easy companionway with a minimal bridgedeck, so it doesn’t feel as cut off from the outside as on many monohulls with a space-efficient interior layout.

This model is offered with up to six cabins (plus optional skipper’s quarters forward) for the charter market. However, the show boat had a more typical and commendably spacious three-cabin/three-head owner’s layout. This includes a large full-width galley at the forward end of the saloon.

The Felci-designed hull has a long, soft chine aft and conventionally shaped bow sections, rather than the wide flare above the waterline forward seen in some recent French designs. On deck there are three distinct versions, including a very pared down Easy model and high spec Performance package with cockpit mainsheet traveller and optional carbon rig.

The boat on display at the Düsseldorf show was the Ocean version, intended to appeal to the bulk of private owners, with a coachroof traveller, sheets led aft to the helm stations and halyards handled at the companionway.

The intention is to build some 60-70 boats in the first 12 months, with the Dufour 530 followed by two further new models in the next 18 months. The first of these will be a 61-footer, scheduled for launch at this year’s Paris boat show.

Specification

LOA: 53ft 7in (16.35m)
LWL: 50ft 10in (15.5m)
Beam: 16ft 4in (4.99m)
Draught: 6ft 5in, 7ft 6in or 9ft 2in (1.95m, 2.30m or 2.80m)
Displacement: 17,774kg (39,200lb)
Base price: €300,700 (ex. VAT)

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Over the past decade we’ve been treated to the rise of the custom built cruiser-racer. Arguably inspired by the success of the Baltic 112 Nilaya, which launched in 2010, these are typically 30-35m/98-115ft carbon composite monohulls, powerful, sexy designs that will take you around the Med or across an ocean in suitable luxury, yet still be capable of ripping round the cans.

Composite specialist shipyards Baltic and Vitters have been particularly active in this area – think Nilaya, Inouï, Nikata, WinWin, Missy, and Ribelle – in addition to the series-built models by Nautor’s Swan and Southern Wind.

The trend thus far has been for flat, modern deck layouts, designs that place an emphasis on sleek looks and performance. But what if you could have the speed of such craft allied with the comfort, protection, volume and systems demanded for long-term ocean cruising? This implies a delicate balance of design, materials and engineering and it requires the vision of an experienced owner and his team.

‘The goal posts moved when it was decided she was going to go racing’ – Malcom McKeon

Step aboard the new 34m/112ft Baltic Liara and you’ll see the combination is possible. Not only is this a masterpiece of style, thanks to UK-based super designers Malcolm McKeon and Adam Lay combining to stunning effect, but it clearly represents a formidable amount of experience. And that all stems from the boss.

This is the fourth Liara for British serial yacht owner Tony Todd, who is now in his seventies. His initial brief was for a safe, comfortable family cruising yacht for circumnavigating the globe, hence the deep and well-protected cockpit. However, Todd has been racing yachts all his life, and once his competitive side kicked in and the odd regatta was mentioned, the speed, weight and deck layout to make this possible became critical features. The result is Liara, the definitive multi-role superyacht.

Moving the goal posts

I was given a tour of Liara by John Walker, one of her two skippers. He worked on the owner’s previous Dixon 100 and oversaw the build. Liara has since crossed the Atlantic and was gearing up for the Antigua Superyacht Challenge and St Barths Bucket in March. The plan is then to sail across the Pacific to New Zealand in time for the America’s Cup celebrations and onwards for a two-year world cruise.

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“The goal posts moved when it was decided she was also going to go racing and that we needed to focus further on weight saving,” McKeon explains. With his previous design, Missy, her owner only got the racing bug after the yacht’s 2016 launch. At least with Liara there was the chance to address this aspect pre-build.

“People who know Tony, knew he was always going to race it,” Walker adds with a smile. The UK’s Cape Horn Engineering was contracted to run computerised fluid dynamics (CFD) studies on more than 15 different hull shapes – a project Walker considers to be a ‘no-brainer’. “It resulted in a hull with 0.5m more beam, significantly increased righting moment, and this was projected to be nearly a whole day quicker on a transat,” he reports.

Initially Todd wanted to build an all-British boat. But the appeal of Baltic Yachts’ carbon expertise proved too strong. The Finnish yard’s experience helped instigate weight savings in all areas, down to the use of carbon cable trays, Nomex-cored furniture and the liberal use of titanium, from the stanchions and deck fittings to the hydraulic oil reservoir. Its ability to keep the displacement below 90 tonnes is an impressive feat, especially when you consider the size, volume and comfort of Liara’s interior.

The stunning Adam Lay interior is flooded in natural light. Note the complex geometry of the deck mullions which ensure a low profile roof

A dominant aspect of the design is the solid bimini, which protects the deep and generous guest cockpit. For racing it’s removable to save weight and create space. The structure uses a mix of high modulus prepregs and Nomex and weighs just 480kg. This means the boom can be used as a crane to lift the bimini clear of the deck to sit in a cradle ashore.

Slippery hull

A lot of design work also went into the hull appendages and how to minimise drag. A single rudder was chosen for minimal weight and a telescopic keel from Italian experts APM was selected for its ability to offer deep-draught performance without impacting interior space. The attention to hydrodynamics went as far as streamlining the steps for this telescopic keel and minimising the through-hull fittings.

However, the biggest savings in drag were to come from the propeller – or lack of it during sailing – thanks to the choice of a retractable propulsion system (RPS).

The forward facing retractable propulsion system (RPS) took eight months to develop but makes Liara much slipperier when it’s retracted for sailing. Its ability to rotate also obviates the need for a stern thruster

“The RPS makes a big difference to light wind sailing,” says Walker, adding: “In anything over 8 knots of breeze we’re sailing.” McKeon’s CFD studies back this up. “It was clear that the yacht would accelerate and power up much more quickly than expected with her propeller retracted,” he states.

The pitch of the propeller can increase when motor sailing and the forward-facing leg can rotate through 160º each way, which eliminates the need for a stern thruster. Although Baltic installed a similar system on My Song, the RPS and particularly its hull aperture in relation to the telescopic keel, took eight months to plan and engineer.

The design work has obviously paid off in performance terms. Walker reports that during their transatlantic they were consistently hitting low to mid 20 knot speeds – “25 knots with the A5 and second reef in mid 20 knot winds.” He says he’s most impressed by how achievable these speeds are sailing short-handed. “On the previous boat we’d passage plan at 9.5 knots. But during the first six days form the Canaries we averaged over 300 mile days [12.5 knots], which is a big difference.”

The large protected guest cockpit is separated from the sailing cockpit and crew companionway

A deckie’s deck

So we get the picture that Liara’s bottom is as slippery as a greased eel. A considerable amount of thought has also gone into her sail plan and deck layout to ensure the horsepower aloft does the underwater sections justice, while being practical to manage.

As we go over each detail on deck, I can tell Walker is rightly proud of their achievements in this regard. He is only 32 years old this year, but has accumulated a wealth of experience, including more than six years skippering for Todd. I have sailed with him and his rotational co-skipper Tom Haycock on different J Class yachts in the past, and it’s clear their experience of running a deck safely at the top end of the sport has filtered through onto Liara.

For example, an extremely high-pressure hydraulic package was specified, reportedly only the second time a 350bar system has been used on a superyacht (following the race-optimised Swan 115 Odin). As well as exceptionally high line speed capability on the winches when racing, this gives pushbutton (and therefore short-handed) control of the three-dimensional headsail sheeting bridles via rams under the foredeck, and of the mast deflectors.

Powerful lines and a generous sailplan with A sails tacked to a fixed bowsprit

A further benefit is that the smaller pipework required saves weight and space. “You gain in pipe diameter, fluid in the lines, fluid in the tank, smaller winch motors etc. – there are gains everywhere,” says Walker.

The deck is also kept scrupulously clean. An example is the winch farm at the mast base, comprising four semi-sunken winches and compartments for rope tails, but all kept tidy by sliding hatches above. “The deck layout changed a lot from the original design, including underdeck sheet leads, sail lockers, tack line runs…” explains Walker, elements that come from sailing ‘proper sailing boats’ he adds. “It was great that Malcolm [McKeon] let us do that.”

Liara carries a large wardrobe of North Sails, designed with Jeremy Elliot in the UK loft, including a powerful square-top main. But as cruising sailors know, any sail needs to be easy to stow and deploy. The code and asymmetric sails are set on fixed or soft stays with halyard locks and there are five dedicated stowage bins below the foredeck into which sails can be raised or lowered safely and efficiently.

Liara’s 7.9m beam was chosen after CFD studies at Cape Horn Engineering

The two furling staysails set on rams look like a particularly practical feature. Walker says this set-up of using multiple furling foresails was inspired by current offshore race boats. With the owner still wanting to play an active part on deck, the ability to set and reduce sail easily is a big benefit.

“There was a big focus on making sure things could happen quickly,” Walker continues. “From picking up anchors and tenders to go sailing, to the stowage systems of the lazarette and the way the swim platform folds neatly into itself… a lot of it came from the old boat too.”

Walker explains that Baltic created a 1:1 mock-up of the whole deck so the owner could appreciate the full experience. This also helped create an intelligent sailing cockpit around the twin pedestals, keeping the winches well abaft the rope-free social zone. “We tried really hard to make sure everything can be led to any winch,” he says, pointing out the sheaved bases of the drums which allow clear cross-sheeting.

Covered spaces

The bimini is a clever design, which includes a boltrope groove around it, so the entire guest cockpit can be closed off in bad weather. There are also vents in the forward end for fresh air circulation and a 9m² sunroof.

This large covered cockpit leads through wide, curved glass companionway doors, which slide open at the push of a hidden button, like something out of Star Trek, and down into a full-beam deck saloon. The integration of these two areas forms the heart of the boat. Both are highly inviting, generously proportioned and very comfortable sections of the yacht from which to appreciate the surroundings.

And then there is the impact of the interior styling. In recent years there have been two superyachts of moderate length that, in my eyes, have truly standout interiors. Both are Baltic yachts with Adam Lay interiors: the 32m/107ft Inukshuk and now Liara. It transpires that the former was an inspiration for the latter. Inevitably, with all that glass Liara has a light, open feel, but the combination of the pale, bleached and stained oak with distinct textures and vibrant colours is superb.

Adam Lay’s styling includes natural aesthetics, bright colours and soft furnishings, as seen here in the forward master cabin

“The design brief for Liara was to create a practical, functional sailing yacht interior with smart stowage solutions and an open feel that reflects the natural environment of the owner’s home, the Channel Islands,” Lay explains. He chose the joinery style and colour schemes and the artwork was commissioned from Guernsey-based artist Valerie Travers.

Much attention was paid to making the interior and particularly the deck saloon appear as large as possible. Lay describes the feeling of openness as incomparable with any vessel of Liara’s size.

When we were aboard, McKeon pointed out the engineering and geometry challenge involved with engineering the exposed mullions on the coachroof structure. The deckhead panels are recessed between these beams and the result is maximised volume and headroom inside while keeping the deckhouse as streamlined as possible.

Walker told me that although the owners wanted a large interior, they also insisted on a practical layout for use at heel. So although the master cabin is forward, two guest cabins were positioned abaft the saloon so they’d have a choice
of berths on passage. These midships cabins also have racks for pipecots.

Like all good offshore yachts, stowage is very well thought out. This includes rack and box systems under the soles to help access under-utilised areas, says Lay. “It is safe to say that every available space has been used!”

Controlling noise reverberation through a carbon shell, while maintaining this high quality of interior finish presented its own challenges. “How and where to use weight was very important,” says Walker, adding: “you could build it 10 tonnes lighter if you wanted.” He also made the point about the time and investment in saving grams in every part of the boat, but that the owner will still want to cruise in comfort, which includes shipping a hearty selection of his (own label) wine.

The lower snug area forward of the saloon

Silent cruising

Tony Todd has a strong interest in mechanical engineering, evidenced by the engine room, an area to which he paid particular attention. Again a full mock-up was made of this beam-wide area below the saloon and the systems chosen show advanced thinking. The wet box for the propulsion leg forms part of the structure. The main engine is offset from here, driving the RPS via a 90° bevel gearbox.

A novel solution is to use a generator on the back of the main engine. The owners wanted to be able to cruise silently at night, and this provided the best option for weight, space and efficiency, together with a single variable-speed generator and a high voltage DC battery bank. The 115kW of batteries allows Liara to run in silent ship mode for up to eight hours with all ‘hotel’ services running.

The very well thought out engine room is situated beneath the saloon

The final part of the layout that particularly impressed me is also one of the most important: the crew area. Keeping a good crew happy is imperative when sailing long distance. “It’s one of the success stories of the boat,” Walker declares, pointing out the size of the mess, laundry, galley and captain’s cabin. The large ensuite Pullman cabins each side of the navstation and the wet hanging lockers at the base of the crew companionway complete the smart layout.

It seems a real sailor’s boat, and Walker agrees: “The owner has a life of experience behind him. The biggest success of this boat is him – he put the right team in place and knew the right places to spend or save money.”

The post Liara: The Baltic 112 superyacht designed to cruise the world in supreme comfort appeared first on Yachting World.

Could hydrogen-powered yachts be built from rocks or plants in the next decade? Toby Hodges investigates yachting’s eco future

It’s becoming abundantly clear that to meet greenhouse gas emissions targets set out in the 2016 Paris Agreement, we’ll need to adopt some radical changes in all lifestyles. Thankfully sailing is, by its very nature, a green activity. In fact, if you wanted to live as carbon neutral a lifestyle as possible, move onto a yacht and go sailing! But for how much longer will we be able to buy glass reinforced plastic boats, powered by diesel engines?

When you consider the energy, materials and waste in composite boatbuilding, it can paint an ugly picture. Ironically, the best way forward might be to revert back to building wooden yachts with hemp ropes and cotton sails, but that is perhaps not the most practical answer to supplying today’s global boating demands.

However, researching this feature has filled me with optimism. There are brilliant minds working in the marine industry and many fascinating solutions for alternative materials and power sources. So how might eco-tech change boatbuilding in the next ten years and what will your next yacht look like?

This hydrogen electric cat is midway through build at Daedalus in North Carolina

The simple solution

Technology will continue to make yachts ever simpler to operate. The ability to go daysailing easily will be critical for an increasingly time-poor generation, while powerboaters drawn to the eco credentials of sailing will seek an intuitive format, in yachts that are easy to rig, dock and manage.

Boatbuilders are progressively incorporating greener propulsion and sustainable power sources, and are turning to natural and recyclable materials. Whether they are regulated to do so or not, this is a logical step to take, especially if we, the buyers, demand a more ethical product.

In the next decade we’ll certainly see a marked increase in the use of 3D printing in boatbuilding. Already employed for custom parts, this technology could be used to build hulls and decks – printed structures with natural fibre skins surrounding them could eliminate the need for wasteful moulds.

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There are already bodies in place concentrating on the reduction of waste and energy use in boatbuilding, while promoting recycled and low-impact materials. 11th Hour Racing is doing commendable work here. The common boatbuilding technique of using hand laid-up polyester certainly looks increasingly endangered.

Search for speed

The most effective way to minimise your carbon footprint afloat is to sail, so there is a strong argument for choosing performance yachts, which can harness the wind more efficiently. Large yachts and catamarans have an advantage too as they provide the deck space to host numerous solar panels and the speed to incorporate regenerative propulsion.

During its research for the Outremer 4E project, and new 55, Grand Large Yachting found that the usage of a yacht accounts for a much higher carbon footprint than its build. If you are able to sail in five knots of wind, then you can sail 95% of time in the Mediterranean, it says (data from western Med June-September).

Outremer’s 4E prototype will be used by cruising guru Jimmy Cornell for his next circumnavigation

To achieve this performance requires minimising weight, but what are the best alternatives to using the traditional high strength-to-weight ratio synthetic fibres such as glass and carbon?

Basalt fibre has long shown promise and is being used by new French catamaran brand Windelo to build its hulls, with PET (recycled plastic bottles) cores. Basalt is transformed from volcanic rock (with minimal CO₂ emissions), so the fibres are particularly resistant to heat and are recyclable.

However, it is the fibres from plants that could offer the most potential for boatbuilding. Flax in particular, the plant from which linen is derived, looks like becoming one of the most effective alternatives for use in high-strength composite applications.

Natural promise: Linen fibres are derived from quick-growing flax plants

Boats from plants?

The flax-based products of Swiss company Bcomp have already been used effectively in motorsport bodywork and snow skis for their combination of stiffness and vibration damping.

Paul Riley, a composites expert now marketing Bcomp products for marine use, says that flax is lighter than glass fibres, with similar stiffness and significantly lower cost than carbon fibres, yet with up to 75% CO₂ savings. “I think we’ll see this coming into mainstream yachting in the next two to three years,” he says. “Manufacturers need to take a stand and switch to less environmentally impactful materials, which will also provide improved health and safety for their workers.”

Flax grows from seed to crop in eight weeks, rarely needs irrigation, and chemicals are not required. Thus far it has been used by German yard Greenboats, including on the 2016-built GreenBente 24, and superyacht builders Baltic Yachts. News that Gurit, global leader in composite material supply, will be the worldwide distributor for Bcomp, could lead to a broad adoption by marine manufacturers.

A Tesla Model S electric race car clothed in Bcomp flax composite bodywork

Visitors to the Düsseldorf Boat Show this year may have seen the potential of this fibre on the Greenboats stand. Its Judel/Vrolijk-designed Flax 27 daysailer became a test-bed for numerous natural and recycled materials. The hull is made from flax and bio resin with a PET core, the deck from cork.

Greenboats’ founder Friedrich Deimann told me how frustrated he became with using composite materials, especially coming from a wooden boatbuilding background. “It takes five times as much energy to produce glassfibre than linen fibre,” Deimann reports, showing me the plants from which he built his beautiful clear-coated daysailer.

Greenboats has been using Flax or Natural Fibre Composites (NFC) since 2010. And it minimises the use of moulds by using a stitch-and-glue technique to build panels. Deimann’s company shows what is possible, but he admits a lack of trained personnel and the costs of small-scale production are the current issues.

The Greenboats Flax 27 daysailer has a hull made of linen fibre and bio resin with a core of recycled plastic bottles

Another is resin control. “You can’t use hand lay-up with flax because it’s a natural material, and without compression the fibres can absorb a lot of resin,” says Deimann. “By vacuum-infusing the resin, you compress and control it.” Vacuum-infusing resin brings its own environmental issues because the plastic used in the bagging process creates a significant amount of landfill. Some boatbuilders have already found a clever solution here in reusable silicone bags.

But the resin itself still remains an issue for chemists to solve. Pure bio resins exist already, but for the high-performance epoxies required in boatbuilding the natural content might only be around 30%. Entropy resins, bio-epoxies used in marine, snow and surfboards for example, are manufactured by replacing petroleum-based carbon with renewable plant-based carbon – by-products from the agricultural industry.

Recyclable boats

Elsewhere, yards have been forging ahead with various technologies that offer a cleaner end of life potential. The hull of the mini 6.50 raceboat Arkema 3 was made from a recyclable thermoplastic composite using Elium acrylic resin, for example, which can be ground down and reused to manufacture new parts. And many RS dinghy hulls are made from rotomoulded and recyclable polyethylene.

A more persuasive argument for cruising yachts in particular is to use aluminium or wood composite hulls, materials that can be recycled and don’t require moulds. Vaan is a new Dutch brand of aluminium catamarans, which are not only long lasting and recyclable, but made of mostly recycled parts. Hulls and decks are giving a second life to old window frames, traffic signs and number plates.

Meanwhile, the benefits of using high-tech timber construction are clear for all to see thanks to Spirit Yachts. Its strip-planked technique makes for a very stiff, lightweight structure, with hulls made from largely renewable materials. Indeed, the beautiful new Spirit 111 flagship is being labelled as one of the most environmentally friendly superyachts ever.

Managing director Nigel Stuart has instigated a network of green initiatives at the Ipswich yard and in its yachts. The Spirit 111 includes energy-saving appliances throughout, including ultra-efficient hydraulics and genset, and a regenerative propulsion system for its Torqeedo electric drive.

And it is this latter element – power – that will surely be the primary focus for making cruising yachts greener in the coming decade.

Going electric

Torqeedo and Oceanvolt have led this drive so far, with Volvo Penta now ramping up its electromobility technology. And although Torqeedo has already delivered 100,000 electric drives, this represents only a small fraction of the market, according to CEO Dr Christoph Ballin.

“So far, only about 1.3% of marine propulsion systems are electric… we need to put the foot down and do more,” he states. Over the next decade, Ballin sees serial hybrid power as the optimum solution for yachts, systems that involve a large battery bank with a mix of solar and hydro power generation. This reduces the CO₂ footprint by around 90%, but with the safety net of a ‘diesel range extender’ – a compact generator, says Ballin.

Moonwave is a Gunboat 60 recently refitted with the latest generation of Torqeedo’s Deep Blue electric drive system

Such a system caters for normal sailing and living requirements using only battery power. “The role of the generator is reduced from providing everyday energy for living on board (heating, cooking, washing, aircon) to emergency use, if you will. And the role of the combustion engine for driving the boat is completely eliminated.”

But what about hydrogeneration? Combined with enough solar panels, surely this will enable us to dispense with fossil fuels on board altogether? “I fully agree, hydrogeneration in terms of using the propeller to create power under sail is one thing that is here to stay,” Ballin believes.

ZF steerable saildrives are being integrated with Torqeedo systems for hydrogeneration

But it is dependent on the speed and size of the vessel. He points out that if you have a fast boat you can generate all the electricity you need while sailing: “We have a customer with Gunboat 60 which generates 10-15kW”.

Battery storage

“The limitation here,” points out Ballin, “is how much energy you can store in a battery, because of the energy density that batteries offer.” Torqeedo’s Deep Blue technology and use of BMW’s i3 high voltage lithium-ion batteries gives it an edge on competitors.

But is the reliance on lithium batteries as a ‘clean’ source of energy storage simply solving one problem by adding another? The questionable mining ethics surrounding the cobalt used in many lithium batteries has been widely reported and the question of battery recycling still remains unanswered.

Ballin foresees supply chains becoming more ethical from a human rights standpoint. He explains that BMW is now controlling the entire supply chain for its batteries, including sourcing the raw materials, to avoid inhumane working conditions.

This makes for another whole topic, as does the recycling issue, to which Ballin alludes to the potential for a second life for marine batteries in powerwalls and energy storage before they go into any recycling for cobalt extraction.

“We are in front of the largest mobility revolution since the introduction of combustion engines,” Ballin states. “We have to live with the fact that the stages in this transformation programme are all imperfect – and will be for more than ten years.”

Looking ahead, Ballin sees three key scenarios for what is possible for climate neutrality on boats: battery electric vehicles; hydrogen-power; and synthetic fuels. “The rule for sailors I think will be that wherever battery electric vehicles are feasible those are the preferred ways to go forward.

“If battery electric vehicles do not give you enough power, which is almost always the case for oceangoing vessels, then you can go to hydrogen for example… It will become mainstream to have a climate-neutral range extender.”

Hydrogen power

So could hydrogen be the holy grail of energy for yachts? Hydrogen fuel cells work by converting hydrogen (from seawater) to positive and negative electron charges. So far this process has been used as an energy source only by a few pioneering vessels, including Energy Observer, the first energy autonomous hydrogen boat to circumnavigate. And Race for Water, a solar and kite-powered multihull carrying a conservative amount of hydrogen (200kg) in 25 bottles, is currently three quarters of the way round the world.

Solo racing sailor Phil Sharp has been demonstrating a hydrogen fuel cell in place of a diesel engine to generate power aboard his Class 40 OceansLab. He believes larger scale commercial shipping and marine craft can adopt the technology to reduce their carbon emissions to zero.

For leisure yachts, however, hydrogen fuel cells are not yet economically feasible. Torqeedo’s Ballin explains the practical limitations: “The energy density of hydrogen per kg is a lot better than petrol or diesel, but the volumetric energy density is about 1/13th of diesel.” This means much larger fuel tanks are necessary – although these volumes can be reduced under pressure.

That helps to explain why hydrogen has been adopted by only a handful of (large) yachts thus far. A pioneer of the technology is Daedalus Yachts, which is midway through building the first hydrogen-powered superyacht. “Over the past two years we have conceived and developed not only a complete hydrogen electric marine propulsion system but also a clean energy micro grid with the only emissions being oxygen and pure water,” says Daedalus’s founder Michael Reardon.

The overview of the Daedalus renewable energy and power system

The 88ft catamaran is being built to full commercial survey for world cruising for visionary Stephan Muff, who created the technology for Google Maps. The Daedalus electrolyser (which converts water to hydrogen) is the same as has been used in US spaceships and NATO submarines, so the North Carolina company is quietly confident it’s onto a reliable power source.

For the shorter term however, sailors should look to solar and battery technology, where we can assume continued improvements in efficiency and capacity for reduced costs. Building photovoltaic cells into biminis, decks, masts, and sails is already feasible.

Sail power

Using sail power alone whenever possible is an obvious objective. But it’s the sailcloth itself that is arguably the most disposable component, particularly aboard racing yachts. Laminate sails with a Mylar membrane can’t be recycled, so many used sails go to landfill, or are abandoned in sheds and shipping containers.

OneSails 4T Forte membranes are recyclable sails that use STR stripes, a high modulus fibre produced by compaction of polymer to create a flat ribbon

Polyester/Dacron sails are largely thermoplastic so can be melted and reformed (although typically coatings such as melamine render this highly problematic). However, other than turning them into bags and accessories, what are the options for sails with synthetic fibres, high modulus yarns, which are notoriously difficult to chop up and repurpose?

OneSails has been ahead of the game here with its 4T technology. It uses a recyclable base polymer and replaces the glues and resins with heat fusion. The result is a composite single structure sail, which uses a low-stretch technology to avoid Mylar or taffeta, for a completely recyclable sail. “This technology is the only genuine sailmaking system that offers the opportunity for sailors to recycle ‘end of life’ sails,” says OneSails UK’s John Parker.

North Sails’ 3Di products also avoid Mylar film and the company is working to recover raw material from used sails to turn it back into polyester fibres. North’s commercial director Tom Davis, who has overseen its cloth business for the last 20 years, sees two key areas of development with greener sails. Firstly with the raw materials: “I will be very surprised in the next few years if materials going into sails aren’t substantially bio-based.”

With its partner, Steelhead Composites, Daedalus has built the world’s only certified hydrogen containment vessel

And secondly, with what he terms the ‘back end’: “A very high percentage of the total acreage of sailcloth in all areas will be repurposed/recycled.” Again, he sees the quickest changes happening with polyester and reports that North is already using recycled PET films, which are chemically indistinguishable from oil-based film.

Davis has been impressed by the speed of the technology in these areas. “In the sailcloth/making business, we’re not big enough to be producing new yarn or filaments – that’s really a petrochemical level business. But we are the beneficiaries of the technologies those companies develop.”

So in the case of high modulus yarn products, North is working with a company that is producing a bio source for the monomers that become polymers and then become high performance yarn and fibre. “So instead of pumping oil out of the ground and converting it to plastic, they’re starting with trees and ending up with very high performance plastics,” Davis explains.

Positive thinking

It goes without saying that future yachts should be well insulated, durable and with very low energy loss and consumption. Battery banks and renewable regeneration will mean there’s little requirement for fossil fuels. Water filtration in and out of the boat is increasingly important. For those who spend long periods aboard, the growing energy efficiency of watermakers means there is simply no call to ship bottled water. Self-sufficiency rules.

The dissolving print your anchor leaves in the sand should be the only evidence a yacht ever leaves behind! I’m confident the next decade will bring a tidal wave of innovation in the marine sector. And with the right collective mindset, the future is indeed bright – it’s exciting and it’s green.

First published in the April 2020 edition of Yachting World.

The post The future of yachting: Smart technology for your next yacht appeared first on Yachting World.

Toby Hodges looks at the best daysailer yachts on the market, from ultra-modern cruisers to classically-styled masterpieces

Modern daysailers

1. Saffier Se 33 UD

Saffier Yachts now has eight designs between 21ft and 37ft. The investment and knowhow the Hennevanger brothers have put into the production facility really shows too – the vacuum-infused builds and finish quality are top class.

Saffier builds seaworthy designs, tests all new models thoroughly in the North Sea and ensures its yachts can be sailed easily single-handedly.

Launched in 2014, the Saffier Se 33 is a sporty design but with a practical self-draining cockpit and optional solid sprayhood, which help it handle most weather conditions. It has a fast underwater shape, a generous sailplan and a fixed carbon bowsprit. The extra-large cockpit features 2m benches and a folding transom and there is space enough for four to sleep below.

Saffier’s brand new Se 27 also looks like a seriously fun design and has been averaging speeds in the mid-teens with the kite up, clocking over 20 knots in its early trials this spring.

Prices for the Se 33 start at €114,500 (ex. VAT).

2. Domani S30

The S30, launched in 2018, is Belgian company Domani’s first model – a trailable sportsboat designed to be comfortable, fast and beautiful, says founder Michael Goddaert.

Inspired by Riva’s Aquarama motor boat, it has a large minimalist cockpit, spacious aft sunbed and a classy-looking compact interior. The narrow-beamed S30 weighs only 1,700kg, is offered with a long, two-part carbon rig, and has an electric drive as standard. A Lounge version is being developed which is similar to the Tofinou 9.7 in terms of deck layout.

Price ex. VAT: €88,000.

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3. Black Pepper Code 0.1

Those lucky enough to have sailed at Les Voiles de St Tropez may have seen these neo-classic daysailers from chic brand Black Pepper.

As well as this range of Code-branded daysailers/weekenders, the yard has just launched a new Sam Manuard-designed, scow-bowed IMOCA 60 for Armel Tripon’s Vendée Globe campaign.

The original Code 0, by Marc Lombard, is a high-performance dayboat with a distinctive squared coachroof, which is built light in carbon and epoxy with half its displacement in the keel bulb.

A new Code 0.1 version (pictured) launched last year, and is available in Open and Spirit (performance/regatta) versions.

Price ex. VAT: £148,000.

4. A-Yachts A27 / A33

A-Yachts founder. Michael Gilhofer helped to develop the original B30 (pictured below) and was distributor for B-Yachts in Germany for 17 years. He commissioned the in-demand Lorenzo Argento, who formerly worked with Luca Brenta, to design a new range of luxury daysailers built in Slovenia and finished in Austria.

The first two A-Yachts models (the A27 is pictured above) are focused on performance daysailing, whereas B-Yachts has gone for more cruising comfort below. An exciting new model, the A39, is due for launch in 2021.

Prices ex. VAT: A27 €98,500, A33 €215,000.

5. B-Yachts B30 / B34

The Brenta B30 is the iconic Italian daysailer. A real looker to keep berthed at your Portofino residence, it has a lightweight carbon/epoxy build and a high ballast ratio, for tantalising light airs sailing. B-Yachts is the brand that took the daysailing concept to the limit with the fiendishly indulgent (and very white) B60, which we tested, open-mouthed, back in 2008.

Although stagnant for some years, the company was acquired by Luca Brenta’s cousin Alberto Castiglioni in late 2018. Brenta, along with designer Alessia Lee, has worked up the design for a new B34 model due to launch this year, and they are now working on a B40.

The B30 (above) is now a modern classic, with more than 40 built, but the refreshed company has made some upgrades including a new rudder profile, fixed bowsprit, revised deck gear, a more functional interior and the option for an electric engine. But it’s still got those killer lines.

Prices ex. VAT: B30 €118,000, B34 €190,000.

6. Esse 330

This is the sixth model from Josef Schuchter’s yard on Lake Zurich, which builds fast, stiff and sporty designs. The new 330 is the first Esse that offers the ability for weekend/overnight sailing. Schuchter told us it is designed more for pleasure sailing than racing but has the same performance as the yard’s 990, using a 1m shorter mast and with greater stability and comfort.

Umberto Felci designed the 330 with a self-tacking jib, a carbon deck-stepped mast with no backstay and a high ballast ratio to help ensure it can easily be sailed short-handed. A lifting keel reduces draught to 1.55m and an electric drive is offered.

Price ex. VAT: €134,000.

7. Flax 27

A plumb stem and square coachroof give an alluring pilot classic style to this Judel/Vrolijk design, but it is the materials from which it is crafted that are most intriguing. Built by Bremen-based Greenboats, the flax (plant) or linen (fibre) is vacuum-infused with bio epoxy and can be given a clearcoat finish to help show off the fibres.

The focus is on weight-saving for this performance daysailer, using recycled PET as the core material. The deck is made from cork, the ropes are made entirely from recycled plastic bottles and the sails are recyclable.

Price ex. VAT, ready to sail: €126,000.

The post Dream daysailers: 13 of the best boats for a great day out on the water appeared first on Yachting World.

Dragonfly boss and designer Jens Quorning shows Toby over his new flagship, the Dragonfly 40

The Dragonfly 40 is bristling with neat touches and feels much larger than a 40ft trimaran might, both on deck and below.

The latter is the result of a combination of clever design features that encourage the brain to assume there’s more volume, combined with attention to detail and taking the trouble to build in accessible stowage wherever feasible.

I was initially sceptical about the Dragonfly 40’s twin wheels, as my preference is for tillers whenever possible, which shouldn’t be an issue on a multihull of this size.

However, the execution is extremely good – there’s enough cockpit width to have good separation between the pedestals, while there’s easy access to the electric winches and to the low-profile built-in pods for MFDs and instrument displays on each side of the boat.

Another nice touch is transom hatches for the floats that enable an inflated kayak to be easily stowed inside each one. Below decks there’s a two double cabin layout, with the aft one being the more spacious, with neat solutions to make use of corners that would otherwise be inaccessible.

While the Dragonfly 40 is far from the lightest trimaran of this size, it’s impressively civilised, with an air of quality throughout, and offers the very enticing prospect of passage making at speeds of 24 knots.

Specification

LOA: 12.40m (40ft 7in)
Length (amas folded): 13.99m (45ft 10in)
Beam (sailing): 8.40m (27ft 6in)
Draught (board up): 0.70m (2ft 3in)
Displacement (light): 5,500kg (12,100lb)
Starting price: €509,000 (ex. VAT)

The post Dragonfly 40 yacht tour: This cruising trimaran can do 24 knots appeared first on Yachting World.

This is the first model from a new Groupe Beneteau brand launched at Cannes Boat Show. Toby Hodges gives his first impressions following a sea trial off Barcelona

Launching an entirely new sailing brand in this day and age of economic uncertainty is a rare, brave move. XCS or Excess is a new catamaran business, an arm of the Groupe Beneteau empire, forged from a desire to cater to a younger, more active generation.

Its launch was accompanied by some heavyweight marketing hype, with subtle details of parts of the designs released as teasers over the last year. Build something up too much, though, and you risk an anticlimax.

The group has stuck to the same designers used for its established Lagoon brand, VPLP and Nauta, and in its haste to get an unprecedented five new Excess models out in just 18 months, it elected to adapt existing Lagoon moulds for its first two models, the Excess 12 (Lagoon 39 hulls) and Excess 15 (Lagoon 50 hulls).

The clear glass vertical windows create panoramic views – and sightlines from the helm – yet without too much glare. Photo: Christophe Launay

Of course, it makes financial sense to share design and manufacturing knowledge with its sister company where possible but, for me, these first Excess models appear too similar to that well-established brand of popular catamarans.

The principal differences are that the helm stations have been moved to the aft quarters to give more direct sailing feedback, retractable biminis are an option to open up the cockpits to the sun, and the interiors are much brighter.

Weight has also been saved when compared with the Lagoon models, but as Lagoons are considered to be the heaviest production catamarans in the market anyway, the Excess is arguably no more performance-orientated than competitor cruising cat brands.

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The yard tried to save weight everywhere, product manager Bruno Belmont explains, shaving one tonne over target weight for the Excess 15 (compared to the Lagoon 50). “The big difference is how quickly you kill the engine,” he insisted when we first viewed the new Excess models at Cannes Boat Show. Belmont says that happens in as little as 5 knots breeze, or 1-2 knots sooner than a comparable Lagoon.

Our subsequent sailing trials proved his point. On a day where we would ordinarily have had to resort to motoring a cruising cat of this size, we were able nearly to match true wind speeds under Code 0 and asymmetric spinnaker (6 in 7 knots and 7 in 8 knots). Impressive stuff.

We were sailing the Excess 15 Pulse Line during the European Yacht of the Year trials. This has a taller mast and longer bowsprit than the standard boat and features graphics on the hull. Although the standard boat starts at €625,000, this Pulse model with its many extra options came in at €925,000 (ex. VAT). As a comparison, a standard Excess is more expensive than a Lagoon or Fountaine Pajot but includes more equipment.

The Pulse has a taller mast, which helped the Excess sail in light airs, but rudder pressure issues were a concern. Photo: Christophe Launay

The rigs have very high aspect mainsails with short booms sheeted right aft. Shifting the centre of effort of the sail further aft, combined with the move to direct steering, gives greater response to the helm. But the benefits were marred by vibrations from the rudders.

My fellow judges also experienced problems with steering, especially when sailing in anything above 15 knots, where the pressure on the helm became unreasonably heavy. Excess is investigating the issue with the design team.

Sailors coming to the Excess 15 from monohulls may find the aft helm positions more familiar. A great deal of focus has been placed on making sure there is good visibility here, by using vertical and clear coachroof windows and forward-looking cameras fed to helm displays. The running rigging leads into large tail bags close to hand, which makes the Excess 15 easy to sail short-handed, yet leaves space for crew to contribute.

For the interior, the use of wood was minimised wherever possible to create a vibrant look with lots of bright areas. Elsewhere the accommodation is conventional, available with layouts from three-cabins to suit private use through to six cabins and six heads for the catamaran charter market.

The fact that we could sail at all in such light breeze shows that the design and lighter weight of the Excess 15 pays off. But this was the performance version of the 15. It may be lighter than an equivalent Lagoon, but it is no lighter than many similar sized standard production cats. Such a concept is surely flawed if you need to add more and more sail area to encourage the weight to move.

The test boat, with all its extras, costs over €1m taxed. The money appears to go on space and gadgets rather than build or finish quality. However, a full judgement is reserved until I have seen an entirely new Excess 15 – once any teething problems have been ironed out – and have had the chance to sail it in proper winds.

Specification

LOA: 14.76m (48ft 5in)
Beam: 8.03m (26ft 4in)
Displacement (light): 18,400kg (40,572lb)
Upwind sail area: 159.5m2 (1,717ft2)
Pulse line: 171.6m2 (1,847ft2) +10%
Price: €625,000 (ex. VAT)

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An extraordinary number of 40-45ft cruising catamarans continue to hit the market, and one of the most notable in recent times has been the Lagoon 46

Lagoon has sold 900 of its 450 catamaran model in eight years, maxing out the 130-a-year mould capacity in latter years. Updating such a popular model then is a significant step.

Yann Masselot, CEO of the CNB yard where many Lagoons are built, showed us over the new Lagoon 46 at the 2019 Düsseldorf boat show. He explained that the focus was placed on circulation aboard and living spaces, while increasing the level of comfort.

Despite the increased volume, Lagoon wanted to keep the same if not better performance than the 450. A glance at the hull shapes tells you how VPLP has achieved this.

Keeping the waterlines narrow, but flaring them out significantly inboard, helps increase volume inside, particularly in the forward cabins. It’s the first time on this size of cat that you can have the same size of bed fore and aft, Masselot declared.

Other modifications over the 450 include a new cradle-style davit system or optional hydraulic platform, and a lighter weight bimini roof. There is a larger sunbathing area on the flybridge, which has access from both side decks, more exterior galley options and increased cold stowage space.

With the mast further aft, a self-tacking jib is now standard. The Nauta interior thankfully demonstrates more rounded edges coming back in, with light oak or walnut Alpi finishes offered.

Specification

LOA: 13.99m (45ft 11in)
Beam: 7.96m (25ft 10in)
Draught: 1.3m (4ft 3in)
Displacement: 16,600kg (33,603lb)
Price: €433,000 (ex. VAT)

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This 60ft modern classic represents one man’s exhaustive quest to build his dream yacht. Toby Hodges joins Mike Ludgrove for Helena’s maiden sail

It was a picture postcard spring sailing scene as Helena heeled into the gentle breeze funnelling out of the grand, cliff-banked entrance to the River Dart in south Devon. Perched on a varnished teak seat abaft the wheel, one that he had tailor made to see over the traditional-shaped coachroof, Mike Ludgrove seemed comparatively at ease – which is quite astonishing, when you consider the emotional rollercoaster he must have been experiencing.

This was Helena’s maiden sail, a day that would culminate in his most euphoric high since embarking on this project 15 years ago. Ludgrove’s story is one of determination, resourcefulness and bloody-mindedness. Helena is his magnum opus – not a life’s work, but one that he has poured enough into to ensure she lasts many lifetimes.

The 60ft plank-on-frame yacht is a true modern day classic, a West County-designed and built yacht, the last of the late Ed Burnett designs. She is formed from a resourceful mix of recycled materials, including teak decks from a Victorian cotton mill in India and lead from Exeter Cathedral, together with the finest hand-shaped timbers.

Helena’s striking sheerline was the last drawn by the late Ed Burnett. Photo: Ian Roman

Helena is the product of art, craft and sheer graft. Her scrupulous, perfectionist build required the sale of three apartments, a house and Ludgrove’s business – plus a crowdfunding campaign. She is the 64-year-old’s lifelong dream, “but she’s had everything I own,” he admits. Ludgrove describes her build as an “act of madness”. “Be careful what you wish for. I never imagined it would take every penny I had, the business and three flats – and it did. Even our house.”

I’d joined Ludgrove and his family for Helena’s maiden voyage, from Exmouth to Dartmouth, and the weather gods seemed to be rewarding the toil involved to get her here, by providing warm, calm conditions. To take a yacht out on its first trip of the season can be nerve-wracking enough, so it is hard to imagine the emotions involved during the first sail of a yacht that you have built entirely yourself over 15 years.

What was the moment Ludgrove had looked forward to the most? “This! Sailing her for the first time,” he beamed, “to feel the wind in the sails and the motion through the water. I began to wonder if this time would ever come.”

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Following that golden first sail, I had the privilege of guiding Helena onto a mooring in the Dart. As we clinked teacups and settled into the cockpit Ludgrove had so painstakingly sculpted, only then could I see the undeniable pride in his eyes – and only then did he admit the relief he felt.

The dream

Ludgrove grew up in Bermondsey and describes the London docks as his playground. “I was always going to have to own a boat or build a boat,” he recounts with the East End still evident in his accent, despite living in Devon for the last two decades. Aged 12, he had the opportunity to sail with Lord Amory aboard his 77ft classic ketch Rona, which was run as a charitable trust to take sea cadets and deprived children out sailing.

Helena shows her worth as she slides handsomely through the green West Country waters. Photo: Ian Roman

“It underscored everything I did from that moment,” says Ludgrove. “Everything in my life has since been connected with boats and sailing.”

However it was not until the turn of the century that Ludgrove’s dream became a step closer to reality, when he enlisted on a boatbuilding course in Lyme Regis. He built a foam sandwich Fireball, his first active step towards constructing his own yacht, but didn’t want to continue working with foam and glassfibre.

“I wanted a sturdily built boat that you could sail around the world,” Ludgrove continues. “It had to have the living quality that a wooden boat possesses… something that would look at home in the 1930s alongside a Fife or Mylne and be the equal of a boat like that.”

By this time Ludgrove and his wife, Elaine, were living in Devon and got talking to a couple of local wooden-boat experts, Howard Swift from Newton Ferrers and Ed Burnett, who lived in Totnes. Swift put the concept down, while Burnett did the lines and the maths – down to drawing every single mast fitting in fact.

Burnett is described as one of the most gifted and intelligent modern classic yacht designers of our generation. He was part of the design team for the Queen’s jubilee barge Gloriana and helped row it down the Thames in the 1,000-boat flotilla for the 2012 celebrations.

Helena was to be his final design – he visited many times during the early stages of the build, but died in 2015 aged 43, without seeing the finished product. It seemed fitting that we sailed into the river his office overlooked.

Toby steers Helena into the Dart from a protected cockpit. Photo: Ian Roman

Both Swift and Burnett had their own preconceptions for the project, which influenced the design. “I wanted to finish it in four years and for an affordable price – £200,000 or so,” said Ludgrove. “But Howard [Swift] said we could build a 60-footer just as quick for only a little more!”

They agreed on a classic, long-keeled design. “Ed wanted an elegant counter – and said it should have a bowsprit,” Ludgrove recounts. “If you’ve ever experienced a boat in a sea, he said, a sail on the end of a sprit draws a really good line.”

In contrast to many classic yachts, Ludgrove wanted an interior with comfortable spaces that could host friends and family for sociable occasions. Below decks is indeed a breath of fresh air. You expect such a traditional looking craft to be dark and somewhat pokey.

Joinerwork is in solid maple for an invitingly light feel. Photo: Richard Downer

But a shallow companionway leads into a bright maple-finished interior. Ludgrove wanted it to be light enough to read a book below, so selected American rock maple – “it’s high in silicone so kills your tools,” he reports, but the results are worth it, and the quality of joinerwork is exemplary.

The marathon begins

The Ludgroves were living near Totnes at the time Helena was being designed and were still running their café and juice business. He put an advert in Farmers Weekly for a barn to use and got a call from a farmer who had an accessible barn near Honiton, Exeter, albeit with 1,000 tonnes of wheat still inside. “A couple of months later, we had a contract, so I thought ‘right, better start building!’”

“The first thing we had to do was create the biggest drawing board you’ve ever seen – 30ft x 60ft.” This was used to draw out the body plan, sheer plan and waterline at full size. “I wanted to loft out – it took a while to get the lines right, but you pick up discrepancies that way.”

Helena’s stem and frames take shape before she is planked up…

Ludgrove then brought the heavy equipment in, such as three-phase planers and saws – “old fashioned, solid English machines, bought from companies going out of business.” It was soon time to start laminating all the mahogany frames. “We made our own laminating jig,” says Ludgrove – a four tonne machine for bending the frames, which he thinks produces a stronger result than steam bending timber.

Ludgrove consistently refers to the build collectively, as a joint effort. But apart from friends and family occasionally helping with the heavy lifting stages, the rest was just him, day in day out, year after year. Elaine was left to run their business. “But it was her idea that I build my own boat,” Mike jokes, before adding more earnestly: “Everything we had went into Helena – we bought no clothes, no holidays.”

Hours become years

Burnett insisted the build was bulletproof. “Each plank was epoxied and stainless steel screwed to the one below and sheathed,” Ludgrove explains, “so the hull strength is massive.” Rotating the hull was an enormous task, which nearly pulled the roof of the barn in –“I could see it bending!” It was 2006, and, little did Ludgrove know then, but there was still a decade of fitting out Helena to go.

…and later turned

As the build tales continue, we move Helena from a swinging mooring to the visitor’s pontoon in Dartmouth for the evening, to allow friends and family to board. While he clasps a well-deserved cold ale, I admire the swept decks Ludgrove has laid. The teak deck, it transpires, had originally been a cause of great financial concern, until a friend who runs a ship breaker business in Bombay told Ludgrove of a 19th Century cotton mill that was being broken up in India.

“I was able to do the whole of the deck and cockpit with this proper thick rainforest teak,” Ludgrove explains. The 7.5m planks were so heavy he had to set up rollers to move them and it took four people to put them through a cutting machine to get quarter-sawn, ¾in thick planks.

Helena’s ballast is another story of resourcefulness and hard work. Within her long keel lies 12 tonnes of lead, which once lined the roof of Exeter Cathedral. Having been given a hefty quote for the amount of lead he’d need, Ludgrove decided to build a crucible, buy scrap lead and melt it into ballast himself. The Ludgroves were by this stage living in rented accommodation in Exeter and, after discovering the cathedral was being reroofed, found they were able to source the old lead.

Adding lead from Exeter Cathedral to the custom crucible…

Ludgrove built an insulated furnace and used propane bottles with flame torches and coking fuel to melt the lead. “It looked like Armageddon!” his son-in-law Will Hoare remarks, having helped with the operation and documented much of the build.

Dartmouth’s dockside was by now teeming with tourists eating ice creams and fish and chips, many giving approving nods and comments directed at the lines and finish of Helena. Her topsides positively gleam.

Longboard sanding was the most thankless task says Ludgrove. “We spent months doing it but ended up with this lovely finish.” He also vacuum-infused a layer of glassfibre above the topsides for durability. Achieving this level of finish for the paint he says was perhaps the hardest task – along with building an iron carriage from lorry wheels in order to move Helena out of the shed to allow a crane to get to her.

…and fitting it to the keel

“Although it [the build] has been joyful it’s been an exercise in hardship,” Ludgrove reflects. “Life is difficult, but when it’s difficult I’m the sort of guy to try it. But I think this has cured me – I think I want it easy from now!”

Ludgrove built the spars himself but his challenge was finding enough room to do so. The farmer cleared another barn to allow Ludgrove to build his 70ft mast on the diagonal. He shows me the template he used, which involves 14 vertical sections, glued around a hollow centre and wiring conduit – “the maximum number of glue lines for the maximum amount of strength,” he explains.

The only parts of Helena that Ludgrove didn’t build himself were the machinery, winches, sails, portholes, electronics and upholstery.

No compromises

The C-shape galley connects to cockpit and saloon

But why did the build take so long? “Everything had to be patterned and made with hand tools to fit exactly,” Ludgrove replies. “Everything had to be jointed. Every knee was made with a lapped joint to take the loads properly. It was perfectionist and obsessive.”

This precision mentality is arguably what led to Ludgrove pouring his worldly goods into the financial mix. “We sold the flat in London – that’ll see it through, I thought. But then I wanted a Caterpillar engine, Andersen winches, a bow thruster – it all added up.

“I couldn’t compromise on the equipment,” he admits. “So we began to dissolve the flats, the retail business I owned, then the property in Totnes… then the house in Exeter. It swallowed up everything.”

Ludgrove used to pattern every part in hardwood, in case he wanted to build a second boat. “I took great pleasure in burning them all about three months ago – I just couldn’t bear the though of someone saying ‘come on, let’s build another one’!”

Crowdfunding a classic

Finally the money pot ran dry and led to the difficult decision for Ludgrove to ask the public for funding through a crowdsourcing campaign to help get Helena from shed to sea. She was finished but still needed extracting from the barn, and to be launched and rigged with sails.

“It’s not easy asking people for money,” Ludgrove concedes. “But we were not asking for a gift – people can come for a sail.” He was selling day sails. “People were contributing because they just wanted to be part of the project. One person then offered all the money we needed.” Both Hyde Sails and Naturalmat also provided heavily discounted equipment.

The tall cutter-rigged sailplan harnesses the light breeze. Photo: Ian Roman

“So now Helena has to do something different to what was planned. We need to get her working and making money otherwise we’ll have to sell her,” Ludgrove explains. The layout and interior should help encourage guests and paying clients. The lion’s share of the accommodation is reserved for the lovely, light saloon, with an open bulkhead connecting to the galley.

It was Easter Friday when I joined Mike, Elaine, one of their sons, Henry, and son-in-law Will for Helena’s maiden sail. Just two days later she left for Brest where she picked up her first charter. She then sailed across the bay of Biscay, rounding Cape St Vincent as we went to press, bound for Greece to do the Spetses Classics regatta with some Australian guests who’d bought time aboard during the crowdfunding stage.

So Mike and Elaine have begun a very different new life aboard Helena. “I want people to enjoy the boat – that means a lot to me,” Ludgrove confesses. “It’s a life-changing thing to build this and a privilege. There’s nothing humdrum about it.”

Relief, pride and smiles: Mike Ludgrove finally helms the yacht he built entirely by hand

I can’t help but wonder what has been the most rewarding part of building Helena. “Now,” Ludgrove replies without hesitation. “When people say ‘I love your boat’.

“I hope lots of people come sailing,” he continues – and really means it. “I want her to be a source of joy. That’s what sailing’s about.”

Specifications

LOA: 19.00m (62ft 4in)
LWL: 13.23m (43ft 5in)
Beam: 4.08m (13ft 5in)
Displacement: 28,500kg (62,831lb)
Sail area: 160m2 (1,722ft2)

First published in the July 2019 edition of Yachting World.

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Fashion magnate Leonardo Ferragamo has cultivated Nautor’s Swan into the world’s most respected yacht brand. Toby Hodges find out how he did it

If there is one yacht marque that every sailor knows, and can probably recognise even at a distance, it’s Nautor’s Swan. This famous Finnish yard has been owned for more that 20 years by an Italian, Leonardo Ferragamo, who has not only taken it through choppy waters, including a recession and now a global pandemic, but he has helped expand it into the most ambitious, innovative yacht brand in the world.

Swan is as popular now as it has ever been, with an order book to envy. An aggressive investment strategy over recent years has revamped the firm and led to a broad range that now includes cruising and racing yachts from 36-125ft.

But how does someone whose business is in fashion come to own a yacht building company? Ferragamo insists there are strong ties between the worlds of fashion and sailing. “It is about branding, it is about international marketing, about a product that needs to be done because of the substance, the contents, the reliability and the beauty that you can put in a product.”

The ClubSwan 50 Cuordileone is Ferragamo’s eighth Swan. Photo: Carlo Borlenghi

When he bought the controlling interest in Nautor’s Swan in 1998, his overriding desire was to create a high-end brand. So how and why did he do it?

I connect with Ferragamo via video, as is the custom during isolation times. He sits at a varnished table in his Florentine home, with books and family photographs backlit on the bookshelf behind him. He has a healthy glow and looks younger than his 67 years.

Leonardo is one of six children born into the Salvatore Ferragamo fashion kingdom. He admits it was a privilege, yet says it never seemed that way. “At all times it felt like we were being pushed to take the hard route in life and always working for your own result,” he says.

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Leonardo’s father Salvatore established a legacy when he became known as the shoemaker of the stars – Marilyn Monroe famously wore his 4in heels in the movie Some Like It Hot. He opened his Hollywood Boot Shop in the 1920s and, after the Wall Street Crash, he founded the headquarters of Salvatore Ferragamo in Florence in 1938, where it remains today (including a museum housing Ferragamo patents). Salvatore died in his early 60s when Leonardo was just seven years old.

Family first

Leonardo is quick to credit the success of the present day Salvatore Ferragamo business to his mother: “My mother had been the driving force of the era after my father’s passing away in 1960, having been left with six kids from 18 years old to two-and-a-half, and a company that was based only on my father, my father’s personality, his creativity, his ability to do business.”

His mother, Wanda Miletti, was over 20 years younger than Salvatore and despite having no practical experience of the business she took control of it, expanding it into the global luxury goods retailer we know today.

Ferragamo empire founder Salvatore Ferragamo, shoemaker to the stars

At this point in our discussion Ferragamo leans in towards me in considered, happy reflection: “She was left with this and she took it in a wonderful way, with modesty, but with a lot of strength, and she was able to be a fantastic mother and a great driver in the company.”

Family is important to Ferragamo. His father was one of 14, he is one of six, and he has four children of his own. He paints a picture of family unity and business acumen from an early age.

“I was number five out of six, with the rest of the family entering into the business as soon as they were out of high school. So the business environment was very dominant in my growing up and I remember that I couldn’t wait until I got out of high school too and start giving a contribution to my family activity.”

Learning the trade

Ferragamo began working in the family firm in 1973, after studying business administration. [As a time reference, this was also the year that the Swan 65 Sayula II’s triumphant campaign in the first ever Whitbread Round the World Race began]. “I started as an assistant to my cousin who was technical production director – a fantastic person, he is now 90 years old and he puts the same passion in his business as he did when he was a young guy.”

Ferragamo has always been driven. He describes a period 40 years ago when he was helping to create a men’s line of shoes for the American market. “It was a fantastic time because we always felt the challenge of bringing to the world what was inside us, like the style, the sense of quality, the Italian aspect.”

In the late 1980s Ferragamo pushed for the international development of the family company. Up to 85% of turnover was through wholesale in the US. “So that’s when I came up with the proposal to my family ‘let me take care of the rest of the market’. I was basically living on a plane and travelling the world, which I did constantly for at least 15 years,” he explains.

Ferragamo at the helm of Cuordileone. Photo: Carlo Borlenghi

After achieving his export goals at Salvatore Ferragamo, in 2000 Leonardo moved to the family’s other holding company, Palazzo Feroni Finanziaria, which is focussed on real estate, hospitality and a chain of boutique hotels. He remains the CEO today, while he and his siblings are still directors in the Salvatore Ferragamo group. His attention was also being drawn to Nautor’s Swan.

“And then on my personal side I got involved in the nautical sector, acquiring the company that I respected the most, by far,” he stresses. “I was in love with what they were doing and I had the ambition and took the challenge of taking it through difficult times that they were facing….”

In 1998 the challenge was to build up the Nautor’s Swan brand and, says Ferragamo, take the struggling company into the third millennium.

Victory at Copa del Rey in 2019. Photo: Martina Orsini

Ferragamo the sailor

Although his family is originally from Naples, Ferragamo was born and raised in Florence. He started sailing in his teenage years with his older brother Ferruccio on a Flying Dutchman. “I just loved the racing,” he recalls, something which has repeatedly shown itself throughout his custodianship of Nautor’s Swan.

“Thereafter started a period of cruising in a very leisurely way, until I boarded a Swan for the first time.” His first yacht was a secondhand Swan 51, and that was the beginning of his infatuation with Swan yachts. “I became more and more close to the company and the strong desire to get involved in it came up very sharply,” he explains.

Buying a shipyard because you like the product could be likened to buying a restaurant after enjoying the food. And if your experience is in fashion, why gamble with something as far removed as yacht building?

The Nautor’s Swan main factory on the Gulf of Bothnia at Pietarsaari, Finland

“I felt that there were so many areas of improvement and bringing this yard the branding reputation which I thought it deserved. So after a few years thinking about it, it happened.”

“Out of a yard I wanted to create a brand,” Ferragamo explains. “Becoming a brand means you want to control all the key ingredients that are around your product.” Ferragamo placed immediate emphasis on product development.

“It was about modernity, new systems, new constructions, new materials – product is always key. But at the same time it’s also about taking care of your customers… being close to all your customers is very important,” he believes.

Ferragamo with long-time Swan designer German Frers

Ferragamo was also quick to establish a bond with someone he felt critical to the continuity of the yard. German Frers had been the primary designer for Nautor’s Swan since the early 1980s (and remains so today).

“There is no [greater mark of] success for a product than to be recognised, identified when you see it at a distance, when you don’t read the brand name but know it is a Swan. To preserve that identity, that quality, it was paramount to do it with one [designer].”

Strength in the brand

Ferragamo presided over the yard with a respectful approach. Change was not abrupt. He moved Nautor’s main offices in Finland to its current facility by the water in Pietarsaari in 2002. He also looked to strengthen the Swan ‘family’, which he has achieved through events, racing and the development of the ClubSwan line.

He explains how they built on the bedrock of the existing Swan Cup, with other Swan branded events including the Swan European and American regattas.

Ferragamo still enjoys handicap racing, but during his more recent tenure there has been a steady shift towards one-design racing within Nautor’s Swan. He argues that this makes for an efficient purchase and higher resale price – and lower running costs for a high level of racing.

He also champions an owner-driver rule. “Maybe it will take him some time to perform at the best but there is so much pleasure in doing it your own way, learning from your own mistakes and challenging yourself.”

Ferragamo and the Nautor’s Swan founder, Pekka Koskenkylä. Photo: Linda Tallroth-Paananen

Nautor’s Swan’s robust return to the one-design world came in 2016 and for Ferragamo personally this was a second lease of racing life. He wanted to mark Nautor’s 50th anniversary in an appropriate way and rather than just look back at the past, they sought an innovative new product to take them forward. No one can deny that they developed one in the ClubSwan 50.

Together with the ClubSwan 36, which launched last year, Swan and designer Juan Kouyoumdjian have produced two of the boldest, most radical production yachts to date.

Ferragamo has been actively racing his own ClubSwan 50 Cuordileone and clearly remains besotted. When developing the project, he particularly wanted to introduce a special competition for Swan owners to enjoy. This has become the biannual Nations Trophy, around which a whole league of racing has formed. It had 41 One Design yachts from 14 countries participating in the second edition held last October in Palma.

The names of Ferragamo’s yachts are a reference to, or amalgamation of, his children’s names, including his cruising yacht, the Swan 115 Solleone. Photos: Carlo Borlenghi

I can’t help but to wonder how the racing side equates financially, particularly when we have seen a rapid decline in yacht racing in recent years. Ferragamo concedes that the majority of the Swan business is in cruising yachts, but feels that the racing format they have developed is “something we owe to the sailing industry.”

Nautor’s Swan today

In the past few years Ferragamo and his shareholders have invested heavily in Nautor’s Swan. They have pumped over €10m into the waterside Boatbuilding Technology Centre (BTC) in Pietarsaari, which involved relocating three manufacturing plants to create a more efficient production system.

Its range is perhaps the broadest of any manufacturer, with six new models in production and turnover has responded accordingly, rising by 55% last year thanks to a €120m order book and the delivery of 28 yachts.

Swan 115 Solleone’s grand saloon

It’s abundantly clear that Ferragamo’s enthusiasm for Swan remains as fervent as ever. “There are areas I feel tremendously at heart and I will always be present in those,” he says of his personal input today.

“One is product development, which is something I feel extremely strongly about. I just love to be involved and try to give a contribution in what is developed.”

Ferragamo sees the secret to his success as growing up in a challenging family: “It was very important – challenging with serious and very deep values and principles.

Victory at the Rolex Swan Cup Caribbean in 2017. Photo: Carlo Borlenghi

“And I feel my Neopolitan blood has given me the passion and determination to pursue the things I believe in. I only move when I have a strong feeling about what I am supposed to do.

“We say ‘throw your heart over the obstacle’ – so let your determination, your vision, your passion, move you forward.”

Ferragamo in brief

Education

Alle Querce College, Florence, graduated in 1972
University of Imede, Lausanne, Switzerland, Business Administration Degree, graduated in 1980

Current titles

CEO Palazzo Feroni Finanziaria
Chairman of Lungarno Alberghi
Director of Salvatore Ferragamo, Ferragamo Finanziaria and Executive Vice-President of Fondazione Ferragamo
Honorary chairman of Altagamma
Founder and chairman of Associazione Partners Palazzo Strozzi
Chairman of Nautor Holding, which owns Nautor’s Swan, Camper & Nicholsons and Marina di Scarlino
Honorary Member of Academy of Fine Arts of Florence
Commander of the Order of the Lion of Finland
Honorary Consul General of Finland for the regions of Tuscany and Umbria
Member of Fondazione CR Firenze

Career highs

“I like to think that I’m a good father, which is an important thing that I will treasure.”

Career lows

“Sometimes you should learn from mistakes and do it again in the proper way rather than moving to something else.”

Favourite yacht

“At the moment it is the ClubSwan 50. It has given me the same passion and adrenaline I had when I was racing the Flying Dutchman. I also have the privilege of my cruising yacht, a 115ft Swan, which I adore.”

Sailing hero

“Olin Stephens. We met when he was in his mid 90s and he had his laptop under his arm with all the files of all the boats he had designed. And of course he was the first designer of Swans.”

Business icon

“As a person? Enzo Ferrari.”

First published in the July 2020 issue of Yachting World.

The post Leonard Ferragamo: The fashion magnate behind Nautor’s Swan’s remarkable rise appeared first on Yachting World.

What sails do you need for a trouble-free transatlantic crossing? Toby Hodges sifts through the advice we gathered from 276 ARC skippers

Tradewind sailing is hard to beat. Every yacht is different, however, and each skipper likes to sail their boat their way. They’ll establish a recipe that works for them, whether that’s prioritising comfort, ease of handling, performance or, most likely on a long passage, a combination of these.

When we are family sailing our boat, we’re happiest when goosewinged in a following breeze, with mainsail and boom prevented to one side, and the genoa poled-out to the other. But while this set-up is enjoyable on daysails and short passages, I’d give things more consideration for a long downwind passage.

Where would the main chafe points be? Would it be worth investing in a second foresail to fly twin headsails and avoid the need for the mainsail and risk of an accidental gybe? What would be the easiest and safest method to reef short-handed? And what would my back-up systems be if I lost halyards, tore sails or broke a pole?

Running downwind to the sunset. Sailing with poled-out genoa was the most popular option with ARC crews, including aboard the Hallberg-Rassy 48 MkII Sally. Photo: Jonas Edlund

We conducted a survey with the 276 skippers who completed last year’s ARC (Atlantic Rally for Cruisers) and asked about their sails and sail handling systems. We looked at sailcloth, handling/furling methods, which sails they used or had bought for the crossing, what they flew at night and how that affected watch systems, and any breakages and repairs they had.

We wanted to know which set-ups worked best, and why.

Tried and tested

If the tradewinds establish themselves properly – which they did last year – it means sailing deep downwind angles. If you choose to sail the angles, you’ll add hundreds of miles to the rhumb line distance. With a stable following breeze, there is little need to use anything other than white sails on cruising yachts. It’s no surprise, therefore, to see twin headsails or a poled-out genoa coming out as the most popular options in our survey by a majority.

Many fly a spinnaker during the ARC, and enjoy some spirited sailing, but a squall, trouble with the snuff/drop or a tear in the cloth may mean that the sail is quickly relegated to the bottom of the sail locker. However, modern snuffers and furling technology are helping to make spinnakers much easier for smaller crews to manage.

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Despite most yachts carrying a spinnaker or offwind sail, over 60 skippers commented that using a poled-out foresail was the most effective downwind option, with twin headsails proving the next most popular. For those with non-overlapping headsails, carrying a larger genoa or a furling reaching sail such as a Code 0 that can be poled-out or flown as twin headsails is recommended.

Poles apart

“A poled genoa and reefed main is the most flexible and safe arrangement,” says the crew of the Beneteau Oceanis 473 Heaven 47, adding that a pole is a “must have – to protect sanity from a collapsing genoa”.

The Oyster 485 Talisman sailed for 15 days with a reefed main and poled-out genoa and for four days under an asymmetric. They report that their poled-out headsail worked particularly well, especially when balanced by a staysail, but advise: “Plan gybes with the pole – you must take time to furl in and not try to force the sail across.”

Jonus Edlund sails his Hallberg-Rassy 48 MkII, Sally, with his wife (and, for the ARC, their son too). He says reaching with main and genoa offered the most comfort, but that the poled-out genoa and main gave them best speed.

They found their 150m2 gennaker hard to snuff in more than 15 knots and that it collapsed around the forestay in rolly conditions. So they settled on a wing-and-wing set-up for most of the crossing using the in-mast mainsail and furling genoa poled-out.

In 6-20 knots of following wind, they would furl the genoa slightly so it didn’t flog when the boat rolled and, in 20-30 knots, they could keep it poled-out but reefed.

“We have an extra pair of genoa sheets that run through aft blocks, which makes it easier to change the genoa between the poled position and reaching,” Edlund explains. “The pole is stored with the forward point fixed to the deck and the forward and aft guys ready to set, so it can be all be done by one person.”

Reliable twins

Using a traditional-style twin headsail system is nearly foolproof when there is a sufficiently stable following breeze. Whether they are using twin headsails or genoa and Code sail, skippers commented about how easy they are to reef and handle by all crew abilities.

“Twin headsails because they’re fast, easy to reef, and allow for one crew only on watch,” was the conclusion aboard Hanse 588 Y Knot I.

Tradewind sails set aboard Bavaria 49 Wilson, before head repairs were needed. Photo: Shahid Hamid

A second genoa was purchased for the ARC for the Lagoon 450 Hawkeye, which spent all 20 days of the crossing under twin headsails. It worked so well their skipper’s only regret was not experimenting more.

Equally, the crew on Lagoon 380 Blue Tattoo loved the easy gybe, easy furl ability of twin headsails (they did not set a mainsail), but said they would add a large Code 0 to their inventory for downwind sailing.

The skipper of Cara of Bute, a Contest 44CS, favoured twin headsails, both poled-out. “You need nine lines but once set up it’s great – very easy to reef.” He added, however, that it’s not easy to gybe without two on deck.

Summerwinds of Cuan, a Moody 419, purchased a 100% genoa to use with their existing twin foils and an asymmetric spinnaker, and chose to spend all 21 days under twin headsails.

The short-handed crew comments: “This system is very easy for one person to reef alone. We tried it with the mainsail with three reefs pulled tight – it worked well in big seas (5m) but hindered [the foresails] in normal 2-3m seas.”

Sailing at night often means reducing sail, particularly if short-handed, or adapting the watch system. Photo: Starke Logisztikai Kft

Combinations and night watches

Sail selection and sail handling is dependent on boat type, crew experience and number, and conditions. The trick is mixing the sail combinations “as required to maintain boat speed and to reduce the effect of the swell,” says the skipper of Kathryn Del Fuego, a Hallberg-Rassy 46.

Dan Bower, author of our Bluewater Sailing Series, explains that they flew only white sails at night aboard their Skye 51 Skyelark of London, and chose to broad reach if the breeze was light.

“Less sails doesn’t always mean less speed,” he advises, adding that they also only fly their symmetric spinnaker in winds under 16 knots. Bower also finds that using a staysail with the poled-out genoa is useful as a “gybe guide for hand steering”.

The “perfect combination” for the RM1200 Cadences, which carried a Code 0, asymmetric and symmetric kites, was to use “spinnaker and main during the day and twin headsail/no main at night.”

Those aboard Emily Morgan, a Bowman 57, also recommended this as a “simple and robust” routine. Night sailing typically demands more prudence.

“Twin headsails during the day; white sails/staysail at night”, offers the skipper of Jeanneau 57 Octanes Memoires. A Wingaker (a spinnaker with a vent) was purchased for the crossing aboard Great Circle, a Lagoon 52S, and when night sailing a back-up watch would sleep in the saloon if this sail was being used.

Specialist sails

A specialist sail such as a Parasailor/Wingaker or twin headsails that can butterfly open have long been favourites of ARC skippers. In recent years, Elvstrom and North Sails have created their own takes on the traditional twins system – essentially two free-flying furling headsails that join at the luff.

A double poled Blue Water Runner aboard the Hallberg-Rassy 48 MkII Jan, also sailed by a couple. Photo: Giorgio Aru

The Blue Water Runner was the first of these new symmetric twin furling sails, which Elvstrom brought out three years ago, and it certainly proved one of the big successes of the 2019 crossing.

This is a running sail when flown as twins or can be a reaching genoa when the sails are set conventionally. The nine skippers who purchased a set for the crossing all reported how well they thought it worked.

“My wife and I double-handed with this sail and like it so much that we have a spare one aboard,” says Giorgio Aru from the Hallberg-Rassy 48 MkII Jan. “It takes us about half an hour to set the sail, but takes only one minute to close it in a blow, just pulling an infinite line – safe and fast.”

The Catana 42 Double Vision describes it as a “brilliant sail”. Despite already having a Parasailor from their previous crossing in 2016, they had less-experienced crewmembers last year so the Blue Water Runner “made watches easier and possible for everyone to sleep”. After 15 days sailing with this system, they found it ideal over 14 knots wind but advise not to use it in squalls.

Other skippers also cautioned against using twin sails in squalls, but many commented that, if they were doing the crossing again, they would choose a Blue Water Runner.

“Twin headsails are safe, but slow,” says the skipper of Neel 51 La Linea. “The Parasailor works perfectly.” Parasailors have long proved popular with ARC participants.

The Wagners used three different sized Parasailors aboard their Neel 51 San, including this 232m2 heavy airs red one for up to 25 knots of wind. Photo: Birte Wagner

The skipper of Neel 51 San perhaps had the largest collection of coloured sails, including three different sized Parasailors and two asymmetrics. Birte and Mathias Wagner sailed double-handed for 12 days under Parasailors. On their blog, Mathias has produced a helpful report about his set-up including deck leads, stowage, usage, trimming and chafe.

Sailing two-up

The Wagners were one of 23 rally crews sailing with only two adults (couples crossing either double-handed or with children under 16). Being able to adjust sail trim without calling on other crew is vital to a successful watch system.

Despite having an asymmetric spinnaker aboard, the skipper of Bavaria Ocean 38 Cross Ocean elected to sail mostly with a double-reefed mainsail and poled-out genoa. But they often only used the genoa, explaining that it was “tough to hoist the mainsail in the sea state.” If doing the crossing again, they’d consider buying a furling Code 0.

Birte Wagner shows the value of having a sewing machine on board

Aboard the Ovni 435 Nauplios they carried a cruising chute and snuffer but relied on white sails. “We planned not to use the main, just the staysail/poled jib, but discovered we did need to use the main for balance and speed.” It’s a system they wouldn’t change if doing the crossing again.

The Haglunds aboard Aliara, a Malo 36, sailing double-handed, meanwhile swore by sailing with a reefed main and poled-out genoa and stuck with it for the full 16 days. They believe that reefing early and in daylight helped prevent any sail damage.

Downwind under spinnaker

A surprisingly small proportion of our survey respondents (around 15 skippers) rated spinnakers as the most valuable downwind sails, and they were mostly skippers of larger yachts, or those with large crews, including a Swan 82 and an X612, or high performance yachts such as a Pogo 12.50 and a JP54.

Ross Applebey likes flying his big spinnaker aboard Scarlet Oyster, but has the crew to help with a quick drop. Photo: Jules White

Those skippers advise using spinnakers with caution, and counsel the need to reef early, trim vigilantly and douse safely before conditions get lively.

Ross Applebey always drives his Oyster Lightwave 48, Scarlet Oyster, hard with his full charter crew – and 2019 was his third consecutive year of winning the ARC racing division. He finds the boat very manageable under 25 knots with a big spinnaker and main and sailed like that for two weeks, including at night, only opting for twin jibs if it was squally.

“We are constantly ready to get the spinnaker down, by means of an envelope drop,” Applebey explains. “With four plus on deck at all times we can have the spinnaker doused inside 30 seconds.”

Two hulls, three sails. “Once above 20 knots of true wind, with squalls around us, we found a set-up which is easier and quicker to handle,” says Robbert Verboon, skipper of Saona 47 Eight – “wing on wing with the Code 0 opposite the main, and the genoa opposite the Code 0.” This allowed them to sail angles of 155° True. “We can’t let the main out very far. Using this system, the wind gets deflected by the mainsail into the Code 0 from where it blows into the genoa, with all sails adding to the speed of the boat.” Photo: Robbert Verboon

Idefix, a Lagoon 450S, has a modern set-up, which includes a Code 0 on a furler and an asymmetric on a snuffer, and the crew found the Code sail easier to furl quickly when squalls approached. They settled on a main with two reefs and the Code 0 flown wing-and-wing when the breeze was over 20 knots.

Downwind on multihulls

With two (or three) bows from which to set a headsail, multihulls are well suited to flying a variety of downwind sails. Julian Ronnie, the skipper of Catana 47 Domini, quickly found that using his genoa with the screecher (a large, furling, high-clewed sail) worked well, and stuck with that for 13 days. “We figured out setting the screecher to windward and genoa to leeward worked better than the other way round, which surprised us,” he comments.

While a Code 0 and jib flown wing-and-wing worked best on the Lagoon 450F Opus One, the favoured downwind combination aboard the Fountaine Pajot Saona 47 Brizo was either flying a gennaker with a double-reefed main or goosewinged using a single reefed main and genoa. However, after 15 days sailing with white sails and no pole, the skipper admits he would have liked a symmetric spinnaker for running deeper downwind.

“Most catamarans that sail dead downwind use a symmetric spinnaker only, without the mainsail and without a spinnaker pole,” says Robbert Verboon, who owns Saona 47 Eight.

“As a racing sailor, it feels odd to sail this way. I tried the spinnaker with the mainsail up but at 170° True the spinnaker gets very unstable. So I added a spinnaker pole, which allows me to keep the mainsail up, generating more speed and allowing me to douse the spinnaker behind the mainsail.” Verboon had experienced hands aboard with him and they used a variety of offwind sails and experimented with other set-ups including three-sail running (see picture, above).

Eight’s crew of racing sailors got carried away while flying an asymmetric spinnaker – the head ripped off in 30+ knots of wind. “With five yards of spare spinnaker fabric, a sewing machine, and six hours of concentrated work, our gennaker was as good as new,” says skipper Robbert Verboon

Breakages and repairs

Sail breakages are commonplace on the crossing – 158 skippers said they experienced sail or running rigging damage – so it’s important to plan a back-up system or a means to repair a breakage.

Most sail repairs involved tape, patches and stitching, so taking suitable materials, glues and a sewing kit is essential. After a long repair to their kite with fishing line, duct tape, sail repair kit and a roll of Dacron sail tape, the crew of the Bali 4.1 View Finder were one of many who wished they’d carried a heavier weight spinnaker.

There were also many broken halyards and pole breakages, including aboard the Jeanneau SO54DS Scilla, where an angle grinder was used to cut the pole before using rivets to join it back together.

The crew of Oyster 575 Janus were frustrated when they broke their whisker pole just two days into the crossing, as this prevented them using their downwind sails. Those aboard Bianco, a Dufour 520GL, didn’t have a pole for the asymmetric or genoa so, inventively, made one out of wood. It lasted 11 days.

Many breakages were not repairable, including a tear in the woven polyester main on the Beneteau First 47.7 EHO1.

Marco Thyssen, now in Tahiti on the World ARC aboard his Hallberg-Rassy 53 Ngahue IV, has seen his membrane sails suffer from severe delamination after just three years and his view is that a high-tech membrane sail is not suitable for bluewater sailing.

While the sailmaker has provided replacements, Thyssen says his local salesman “should never have recommended this type of sail for a circumnavigation – a good Hydranet sail would have been around 35% cheaper and much less hassle.”

Photo: Steve Frary

Case study: Family lessons learned

The Frarys bought their Catana 65 just in time for the ARC 2019. Steve Frary, his wife and two children had spent the previous 18 months living on a Herreshoff ketch in the Caribbean and “transitioned to Libeccio for the longer passages of the World ARC,” he explains.

Despite the favourable weather conditions, they had a number of equipment failures and broke both the mainsail and spinnaker during the crossing. Steve shares some lessons learned, including:

• Make a complete inspection of all key rigging including reefing lines and exposed gear on the rig that could catch the spinnaker.
• Sail downwind angles rather than focussing on the rhumb line to minimise gybes.
• Slow all sail manoeuvres down and go one step at a time, with lots of communication.
• Beware the electric winch: it’s easy to put too much load on halyards, sheets and reef lines. Go slow.

First published in the August 2020 edition of Yachting World.

The post ARC 2019 skippers’ survey results reveal the art of easy transatlantic sailing appeared first on Yachting World.

This fourth Wallycento took the design and build to an aggressive new level. Toby Hodges reports from a test sail of Tango off the coast of Monaco

This may be the fourth 100ft yacht designed to the Wallycento box rule, but it’s one that raises the bar with regard to combining form and functionality with outrageously cool aesthetics. Considering that Wally is yachting’s deity of style, that’s saying something.

Tango is at the very forefront of modern fast monohull design and advanced technology. Its stealthy black livery and long, low lines combine with a bold reverse sheerline to create a potent, powerful look. The ruthlessly clean deck is signature Wally. The image of the single helmsman on deck, with all that power and beauty controlled simply by the touch of a network of buttons on the pedestals, has become an icon for the Italian brand.

If Tango’s form is captivating on paper, in the flesh it’s mesmerising. As a sail trial from Monaco was to prove, however, here is a yacht that is just as much about function and how its detailed design and engineering allows it to perform as a cutting edge racer-cruiser. Rigorous weight centralisation, rig and rudder adjustment and an innovative ramp deck are core design details that demonstrate a new level of grand prix racing-inspired thinking.

‘The design is more in keeping with out-and-out racing yachts like TP52s and mini maxis than luxury cruiser-racers’. All exterior photos: Gilles Martin-Raget

The team that collaborated to make it possible is impressive: lines from Mark Mills, structural engineering by Pure Engineering, MYT project management, construction at race yacht specialists Persico Marine and styling by Pininfarina.

Marcello Persico explained that after 15 years of building top end race yachts, including five America’s Cup campaigns, this is the first cruising boat his team has built: “It required 30,000 hours for the interior and 100,000 hours structural (composite) work!”

Raceboat inspiration

The Wallycento box rule creates light displacement superyachts with powerful sail plans and planing hulls. I have had the privilege of sailing aboard two of the previous three Centos, Magic Carpet3 and Galateia, yet Tango still stands out one of the most awe-inspiring yachts of any size I’ve ever sailed or seen.

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The design is more in keeping with out-and-out racing yachts like TP52s and mini maxis than luxury cruiser-racers. For those unfamiliar with the Irish designer Mark Mills, Tango’s lines instantly give you a glimpse into his racing pedigree. They are smooth, bucking the trend for hard chines or twin rudders. “There’s a time and a place for twin rudders and most inshore boats don’t qualify,” said Mills as he introduced me to his largest design to date.

It was the success of Mills’s 72ft Alegre, which has an innovative sloped or ‘ramp’ deck that inspired Wally founder Luca Bassani to recommend Mills for the Tango project. “Wally has constantly blended form and function to improve the sailing experience,” said Bassani, adding that for Tango in particular this involves, “the cutting-edge deck layout that combines our flush-deck with bulwark, introduced in 2006 with Esense, with the ramp deck of Alegre.”

A seamless deck from transom to bow makes a telling difference when you consider the sheer size of the sails that need to be carried up to the foredeck.

The ultra clean deck and pit area

If the headroom is not required below, it’s a potential game changer. “Structurally a ramp deck is a big improvement [for a lighter, stiffer yacht] and crew work improvement is unparalleled,” said Mills. “The ability to haul sails up or across the deck without interruption is very cool – and it’s aesthetically unique.”

Time to Tango

The huge square-top mainsail emblazoned with a red rose was hoisted (… and hoisted) until it reached the mast top, which towers 47m above sea level. Following my gaze aloft Mills remarked: “The request was for the most aggressive Southern Spars rig yet.”

Again, it’s the functionality of this rig that really stands out. This is the first time a Cento’s mast step can be adjusted under load – no small consideration given that there is up to 34 tonnes of compression at its base. The mast step has a rounded base, made from a special alloy with low-friction material. A jack inside the mast controls vertical lift, while a ram can move the base fore or aft.

Mills was very keen to capitalise on a class rule change that no longer penalises mast rake adjustment. “We wanted to bring race boat practice to the Cento,” he explained. “We actively change rig rake in the TP52s to get the best rudder angle.”

To compensate for the rake of the rig (“which is unprecedented at this size”), Mills designed a trench in the pushpit area. “We wanted to make sure the tack of the jib is always at its lowest – it’s as you would find on a [mini maxi] 72”.

Typically, the larger a yacht becomes, the more disconnected the helm can feel. Tango’s owner was very keen that the helm retained the feel of a smaller performance yacht. Two cogs inside the wheel pedestals therefore act as a gear change to make Tango’s steering feel lighter or stiffer, according to the conditions.

The silver grilles set into the transom resemble afterburners, but conceal liferafts for easy launching

“We had the boat heeled at 25° in 25 knots of wind in Saint Tropez, but the owner could still steer with one finger,” said Carlo Torre, director of the project management company MYT responsible for the build.

The rake of the rudder can also be adjusted half a degree fore or aft via a button at the pedestal and the quadrant is mounted on the deckhead in the lazarette, below the helm pedestals, to minimise the linkage.

It was perhaps asking too much to feel anything from the rudder blade in the five knots of breeze I had when helming. However, the 640m2 of upwind sail area is certainly enough to convince Tango’s nimble 17-tonne hull to heel in the lightest of airs. And it is a remarkable feeling to stand with one foot on the angled deck or substantial bulwark and have all that power at your command.

Pininfarina drew deck details such as the steering pedestals

We still matched or exceeded the 4–7 knots true wind speed for most of the sail. Wallys are typically used for inshore racing and short-term cruising in the Mediterranean, so the ability of Tango to sail – and for the helmsman be able to feel and appreciate the experience – in the lightest of breezes when most other yachts of this size wouldn’t even hoist canvas, is a potent one.

Sailing for scientists

The helm and trimming areas are kept particularly tidy and compact, and the deck is Wally-clean. Even the gennaker sheets are run through the bulwarks. There are only six winches (more comparable to a Farr 40, as one crewmember pointed out), to help minimise weight and long hydraulic runs.

By ensuring all winches are mounted at the same height on deck and that each has a crossover base, every line can lead to every winch. They are the latest three-speed Harken models with an exceptionally powerful first gear, capable of pulling 900kg – which means a jib can be hoisted in one gear in just 7.5 seconds!

The deck layout facilitates crew communication. The mainsail trimmer sits directly forward of the helmsman with remote push button controls to hand, the jib trimmer only another couple of metres further forward.

The mainsheet and runners are adjusted via huge MagicTrim rams below decks. The B&G readouts in the ultra-shallow pit don’t show the usual windspeed and direction figures, but rather heel angle, rudder angle, forestay load and port/starboard run times. Hydraulic rams allow for exact tack loads to be set. It’s sailing for scientists.

Wallys have always been known for their ease of use for cruising with minimum crew though – even the Centos. Which is why there are rams and remote controls for most functions and a self-tacking jib track (even if Tango has transverse clew tracks for racing too).

Stability and trim

“We asked Mark Mills for a slightly forward trimmed yacht, because from past experiences we knew how easy it is to trim a boat aft when needed, but how it’s almost impossible to move the trim forward in light wind, when these big hulls have more drag,” explained Carlo Torre.

The water tanks are located aft so that, before racing in heavy wind, water can be added to bring the trim aft and increase stability. “To be competitive now you need to be agile in windward/leeward racing so central weight is needed,” added Torre.

The centralisation of interior weight is another weapon in the armoury for Tango’s assault on the Wallycento class. “The centralisation of the interior layout has a knock-on positive effect for the centralisation of winches, systems, hydraulic hoses, everything else,” Mills declared, “leading to a boat that’s not only lighter but better centralised weight wise than any other Cento.”

Glistening hull and slippery lines: Tango is designed with forward trim so weight can be added aft in more wind

The engine room and powerplant below decks are as close as possible to the cockpit winch package, keeping cabling, tubing and power loss to a minimum.

The experienced team behind Tango knew that to improve on what had been done previously with Galateia, it would need a fresh approach, a configuration change even. “It required an owner who would let people do things for an improvement,” said Torre.

Every gram the project team could save on the interior, they could add lower down as ballast. Centralising weight and reducing it wherever possible in the hull so it can be used in the keel instead. “This means more energy going into making the boat go forwards rather than just going up and down in waves,” said Mills.

The forward sliding hatch has a watertight pneumatic seal. All interior photos: Toni Meneguzzo

The keel trunk alone is 370kg lighter than Magic Carpet3, said Torre. “For the same displacement we have the heaviest bulb. We are lighter than Galateia by 900kg, but with more lead in the keel.” Such savings could prove significant – there is reportedly a 1.5 tonne difference in displacement between these three boats, excluding masts and keels.

Start with the engineering

This strict weight plan made the interior design more challenging. “It was a boat that started without a layout, but instead with the engineering,” Torre pointed out, as he guided me around the interior. “We wanted to have the most efficient structural layout, and suggested to Mills and Pure Engineering to define the structures with the only constraint of having the engine room just aft of the keel.”

The result is that, as you descend the magnificent, wide, curved companionway, you enter the after part of the accommodation, which contains the saloon. The cabins and galley all surround a central machinery space – as do the heads, to minimise plumbing runs.

The aft saloon, with its showcase suspended steps, features a long table to port and a large sofa to starboard. The navstation adjoins the forward end of the sofa

Panels and doors are built of Airex foam to keep them super-light. The compact galley, built and finished in titanium and carbon, even uses a gyro on the induction stove to save the need for stabilising weights.

Despite this scrupulous attention to weight, Tango’s interior still has the elegant feel of an Italian-styled superyacht, with the design aiming to complement the structural lightness. The stark contrast of black carbon and white leather with scarlet red details (such as the stitching on the sofas) sets off a modern, sporty theme.

Fluid horizontal lines, most notable in the suspended steps, are used throughout the interior to give an impression of seamless surfaces. Mills explained that 1.9m is the minimum headroom requirement of the Cento box rule and that they designed all of the interior to within 10mm of that limit, admitting “we probably went too tight on the tolerances!”

The sharp Italian styling continues down below. The layout surrounds a central machinery space

The reverse sheer means headroom tapers away towards the transom, but from the companionway aft the area is given over to one vast lazarette space.

The owner’s cabin in the forward section of the accommodation has a double berth each side and an en-suite with walk-in shower compartment. There is a generous space between berths to house and shift sails below the enormous sliding foredeck hatch.

The captain uses the guest double cabin to port, complete with another luxurious walk-in shower, while the permanent crew have a Pullman to starboard. The downside to designing an interior around centralised weight and machinery is that it creates an unusual layout, with a corridor effect through the central and forward accommodation.

This, combined with low deckheads, makes the space feel compact for its length. If the boat is used for cruising it would perhaps make more sense in privacy terms for the owner to use the aft port cabin, which adjoins the saloon.

To discover a yacht that is so aesthetically on the money inside and out is perhaps not surprising when it carries the Wally logo. But to find one where the design and engineering has been pushed so hard towards performance, while somehow maintaining enough of Wally’s DNA as well as the capacity for shorthanded daysailing, is another thing altogether.

Tango is proof that a dual-purpose, high-performance superyacht remains as attractive and exciting today as it has for Wally designs over the past 25 years. It helps explain why these yachts continue to be so popular and why the brand regularly attracts 20-strong fleets at Mediterranean regattas.

The pretty red rose on Tango’s transom is also a nice touch. The advanced raceboat design, technology and engineering poured into this latest Cento could mean that her competitors will need to get used to a good view of that aspect of the boat.

Specification

LOA: 30.48m (100ft)
Beam: 7.20m (23ft 7in)
Draught: 4.4m-6.2m (14ft 5in-20ft 4in)
Displacement (light): 47,500kg/104,720lb
Upwind sail area: 640m2/6,889ft2
Downwind sail area: 1,398m2/15,048ft2

First published in the April 2018 issue of SuperSail World.

The post It takes a team to Tango: The inside story of the fourth Wallycento superyacht appeared first on Yachting World.

British brand Discovery is one of the few monohull yards to build catamarans. Could the Bluewater 50 be one for monohull purists?

Many of us who dream of long-term cruising want to do it in comfort, preferably in a quality build from a respected brand. With monohulls, we’d be spoilt for choice in the 50-60ft range with yachts from quality yards such as Oyster, Hallberg-Rassy, Contest and Amel to choose from.

But what if we want the extra space and versatility that a multihull offers? The multihull market has burgeoned in the last decade, but the traditional yards typically don’t build catamarans. In fact, surprisingly few specialise in high-end cruising multihulls.

John and Caroline Charnley, the founders of Discovery Yachts, realised this over a decade ago when they commissioned Bill Dixon to design a 50ft catamaran for short-handed bluewater voyaging. It was, in fact, the same concept on which they’d built their successful monohull business.

The Bluewater 50 cuts through the chop, sailing upwind with a comfortable motion. All photos: Richard Langdon / Ocean Images

While the Charnleys were cruising the oceans in their new catamaran, Discovery changed hands and management teams a couple of times. Its models have recently been revitalised, and that includes the Bluewater 50. We went to Lymington to trial the latest boat, built for Werner Schnaebele, who recently became the 100% shareholder of the reformed Discovery Shipyard.

Schnaebele is also, you will note from the pictures, fanatical about dogs. His company, Binti Marine Holdings, owner of Discovery, is named after one of his two Ridgebacks. His wish to have dog motifs on sails and joinery gave the Marchwood yard the chance to showcase the skills for which its craftsmen are known.

Schnaebele and his friends were on board during our trials as they were in the process of a handover. He is relatively new to sailing and has specified his boat with multiple options, including two gensets, a dive compressor and a top spec thermal camera. His plan is to cruise in the Mediterranean and Baltic with friends.

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What’s the rush?

Choosing a multihull is often a head over heart decision. A racing sailor might be drawn to performance designs, perhaps picturing themselves tiller-steering at double digit speeds from a bucket seat. But on such yachts scrupulous weight management is a must, so there is a hefty price to be paid for composite construction and they often lack creature comforts.

See the pocket-sprung mattresses, electric heads, fridges, freezers and wine stowage in the capacious Bluewater 50, and you start to question how much you really need fast-paced fun.

Many sailors have little multihull experience and can be somewhat nervy when sailing a catamaran. But the Bluewater 50 is much more approachable to traditional monohull sailors. Its relatively low freeboard, for instance, the in-mast furling and familiar twin headsail rig, as well as the standard finish and joiner work, is familiar to anyone used to top end monohulls.

Note the practical curved edges to the joinerwork. The finish and some layout aspects can be customised

It’s even built in a traditional way, in hand-laid glassfibre, with solid laminate for the hulls, sandwich decks and bulkheads bonded to both. You quickly find yourself thinking this catamaran is not too different from the norm after all.

When it launched ten years ago, the Bluewater 50 looked rather dated. And although recent changes have significantly improved its layout and styling, it’s still more retro than in vogue.

Perhaps that’s no bad thing, however. Buyers will place a much higher value on the practicalities, such as the high bridgedeck clearance, the wide side decks, and visibility from the helm. It’s no surprise to learn that all buyers so far have been former monohull owners.

The main layout difference with the previous model is that Discovery has done away with the original forward master cabin. Previously, it spanned the full beam, but lacked headroom.

The new version has a more conventional three- or four-cabin layout with cabins at either end of the hulls. Natural light and ventilation has also been improved significantly.

Hands-on

Any similarities with a monohull stop abruptly when it comes to handling and hands-on feel. A 26ft wide 20-tonne vessel can seem daunting when you are leaving a dock or a marina berth, especially if there is a crosswind. However, a benefit of catamarans is their twin engines spaced well apart, which allow you to spin the boat in its own length. Thrusters are also an option on the Discovery.

Wide side decks have a secure feeling with high handrails

Once out into the fresh breeze funnelling down the western Solent, I noticed more similarities with a monohull. The in-mast furling system controlling the mainsail and the choice of genoa or self-tacking jib on furlers (powered if desired), would make setting sail a doddle if short-handed.

What struck me most during our test was the consistent, comfortable motion of the Bluewater 50. That will also appeal to traditional cruisers. Even when the boat was over-canvassed,it behaved well and, had we wanted to, reefing would have been a simple push-button affair.

Despite an ugly wind-against-tide chop we experienced no pitching or slamming; the Discovery would get up speed and ride through the waves. It felt similar to a displacement monohull, except that wine bottles were left standing upright on the galley countertop and the tea was brewed from a non-gimballed stove.

The redesigned Bluewater 50 has a lot more natural light and a generous main living area

A comfortable pace

The price for all that comfort is lack of speed. You might assume a catamaran would be swifter, but I doubt you’d be crossing oceans any faster on the Bluewater 50 than on a similar-sized monohull.

Powered-up, with the blue Code sail and full main set in 20-23 knots of true wind, we averaged 8.5 knots, albeit deep reaching, and being careful not to overload the sail. And when the wind increased a little more and that Code sail was furled away, we enjoyed some fetching and beating under full main and jib, averaging 7 to 7.5 knots.

These may not be the speeds the polars suggest, but the test boat was laden with optional extras – not, though, the Williams Jet tender that has been ordered and will be stowed on davits.

The aft coaming supports the mainsheet track and davits

Sails were chosen on the basis of performance, longevity and, crucially for this boat, the need to be painted! Peter Sanders, who runs the 45-year-old Sanders loft in Lymington, selected Dyneema cloth encapsulated with Mylar and laminated with a polyester taffeta.

“The result is a very rugged, low-stretch laminate that will easily fit inside the mast chamber,” he explains. Carbon was used in the top third of the vertical mainsail battens for a larger roach and, by offsetting the radar on the mast, the jib could be built with a larger roach too. This produces a nice slot between the sails when beating.

The test boat was fitted with optional hydraulic steering which, unfortunately, is the part most monohull sailors would struggle to accept. It felt positively alien. Even a heavy centre-cockpit monohull with a lengthy steering connection will give some helm sensation as the yacht powers up and heels. Not so here.

The open helm area can be covered by a fixed bimini

I was concerned by the disconnect I felt between the wheel and rudder response. If you can’t feel the rudder respond, you typically over-compensate, which can be unnerving. It may be that the Bluewater 50 will be sailed on autopilot much of the time and Discovery does offer alternative drives.

I did not like the mainsheet set-up either. The traveller is on the aft beam, which allows for a long boom, but makes the sail awkward to trim from beneath a hard bimini, despite hatches above for sighting the main.

The option of a reversible mainsheet winch, which can be remotely operated, makes some sense. However, I think a yacht designed for short-handed voyaging should have the mainsheet within reach of the helm.

Comfort and shelter

The sightlines on board are very well considered – from helm to galley, to cockpits and navstation, communication is easy. Those in the aft cockpit are separated from the sailing systems yet connected with the helmsman.

The cockpit offers complete protection beneath a hard roof, and the sides can be closed off with canopies – ideal in cold conditions. Six people can sit around the table and there is space for another three on the sofa to starboard – with plenty of stowage beneath the seating. There are sunbed seats each side of the aft cockpit. I had misgivings about the large drop down from these to the aft deck, and I would add another guardrail or two across the transoms.

If the aft cockpit is where you can seek shelter in comfort, the spacious foredeck area suits relaxing in the sun. It’s easy to imagine sundowners in this compact but deep cockpit – or in the optional hot tub, an indulgent Discovery hallmark.

Aft cockpit has soft canopies for full protection

There is plenty of stowage space below this cockpit, while the huge sail lockers in each forepeak will swallow any sails, fenders and most toys. That said, the Bluewater 50 has relatively fine bows, so it would be prudent not to overload the forward ends.

Seagoing design

The main deck living area now has almost all-round views. It will feel particularly large and bright to anyone familiar with the original Bluewater 50 layout, which had a forward owner’s cabin, forward galley and much smaller windows. There is scope for customisation in the layout here, and particularly with the joiner work and décor.

Catamarans rarely heel, but the motion can still be awkward. This Discovery is clearly designed by sailors to go to sea and I liked the large, practical U-shape galley, the secure, forward-facing navstation and the curved and fiddled furniture.

Dedicated forward-facing navstation is excellent

The galley has plenty of fiddled Corian worktop space and deep stowage areas. There are options to increase the already generous cold stowage by adding fridges or freezers in the hulls. Portholes in the forward-facing coachroof windows not only provide good ventilation but enable crew to pass food and drink to the forward cockpit.

The dedicated navstation provides the best seat in the house. The compact chart table area has unhindered forward views, a hatch above to sight the mainsail and is still within communication of the helm station. The test boat had throttle controls here too, so this would be a good station for watchkeeping.

An equivalent size and priced monohull, such as a Discovery 58, typically offers a large master suite and two guest cabins, whereas the Bluewater 50 not only gives more space to these guest cabins but also has the option of a fourth cabin (a third guest cabin).

The guest cabins have twin berths that can join into doubles

I’d be tempted to opt for the layout that gives one complete hull to owner’s accommodation, with a larger shower, heads, desk and stowage areas. However in the four-cabin test boat, the owner’s suite aft still seemed generous.

The forward cabins have plenty of volume, notably inboard, where there is enough space for an extra raised bunk or locker allocation. Large hatches in these cabins provide ventilation and the option for an easy exit onto the foredeck, and there is an impressive amount of natural light from the vertical portlights and large triangular coachroof windows.

Discovery’s new ownership

Werner Schnaebele made his fortune developing a software integration tool for large companies. He was one of the 401 crowdfunders who invested over £2.2m in the Discovery Yachts Group, before he went on to buy the business.

“From the beginning it was a passion decision not an economic one!” Schnaebele tells me with a smile, before continuing to explain that he’s now in it for the long run.

“The workers and craftsmen are really skilled – and you have to give these people the time to do their work right.”

He thinks the previous management made some mistakes, which included presenting yachts at shows which did not do the skill levels of the yard justice. Hence Schnaebele is delighted to see Discovery back to its high level of finish quality.

The German dog lover won’t get involved in the day to day running of the business – that’s now in the very experienced hands of its sole director, John Burnie. The company is now all under the Discovery Shipyard name, which is owned by Binti Marine Holdings.

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A technical masterpiece or a piece of art? The new Spirit 111 is somehow both, and is one of the most remarkable large yachts Toby Hodges has ever sailed

Powering upwind with green water rushing over the leeward rail, an enormous mahogany-clad wheel in hand and a view of the cleanest flush decks ahead, I couldn’t help but feel this was as good as it gets. This is real big boat sailing, yachting glamour at its finest.

It is tempting to compare this Spirit 111, with her timeless lines and towering sloop rig, to the mighty J Class, which are well known to evoke such rapturous feelings. After all, this is the largest single-masted wooden yacht to be built in Britain since the oldest existing J, Shamrock V, launched in 1930.

However, striking though any initial impressions are, there is so much more to the Ipswich-built Spirit 111 than first meets the eye. It has a multitude of qualities which combine to make it incomparable. In short, this is one of the most sensational yachts ever built.

Toby enjoys all the space to himself at the deep, secure helm. The cockpit seems like it is sculpted from a tree; the tables lower to form sunbeds. Photo: Richard Langdon / Ocean Images

First, there is the scale of the project. Not only is this one of the largest timber craft constructed on our shores, it is also one of very few yachts of this size capable of being sailed without a professional crew.

Spirit’s new flagship is a technical masterpiece. It is conceived to be one of the most environmentally friendly superyachts to date, a particularly demanding brief which has driven some fascinating solutions for the equipment and engineering throughout.

And finally – yet to my mind fundamentally – this Spirit 111 is an art exhibition, a yacht that takes aesthetics to new heights. The interior, from layout to furniture design to craftsmanship, is unlike anything seen on a boat before.

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Bespoke brief

Geist, German for ghost or spirit, is “a project for someone who wanted to do something different from the norm,” confirms Spirit’s managing director, Nigel Stuart. This someone is a young European owner in his mid-thirties, who already has a Spirit 52, but wanted something larger.

The result of his clear vision is a celebration of bespoke design and engineering. Going below decks feels like walking into a gallery. As long as you can put practicality aside, it’s a mind-boggling, fantastical experience.

The initial design started at 90ft, but in a clue to the importance of aesthetics, got stretched an additional 20ft to ensure the most appealing lines. A skipper will help maintain the yacht, but while on board the owner wants to sail it himself. There isn’t even accommodation for crew. Many of us who view private time aboard our boats as sacrosanct may understand such a request, but it is rarely seen on this scale.

Hoisting the code sail – but most operations are done with the push of a button. Photo: Richard Langdon / Ocean Images

Our trial sail proved that such self-sufficiency really is possible, with most operations able to be carried out from the helm pedestal.

Sound of silence

I joined Geist at Endeavour Quay, Gosport, a significant venue for it was here, under the yard’s former owner, Camper & Nicholsons, that the British J Class yachts were built in the 1930s.

Leaving port is a smooth, peaceful affair. As we glided silently away from the dock and entered the bustle of Portsmouth Harbour, the only detectable noise on board came from the turning of the prop or the whir of a hydraulic pump.

‘She handled full sail up with delicious ease.’ Photo: Mike Jones / Waterline Media

The Torqeedo electric drive is always ready for instant activation, with no pre-heat needed and no throttle lag. Just push the lever. This is particularly handy if you need a quick burst of power to help the bows through the wind or to clear an obstruction while under sail. Spirit has also fitted a power on/off button, a sensible safety measure to avoid accidental operation.

Hoisting sail is equally without fuss. It involves using one finger on a portable remote control to instruct the boom mandrel to unfurl the main, and another to direct the main halyard to pull the sail up the four-spreader carbon mast.

As the genoa released, I let the bows fall off a little and Geist powered up gracefully. What a feeling!

‘You need to adjust your mindset aboard this yacht.’ Photo: Mike Jones / Waterline Media

We were treated to a proper sea trial of an elegant large yacht. Sailing upwind at 10-11.5 knots and back down at 12-14 knots makes the Solent seem pretty small. It is a delight in both directions, but particularly on the breeze with a rail awash and 23-27 knots blowing over the decks.

Sheeting off a bit of main in gusts is done via the push of another button to release the captive mainsheet or drop the traveller down the rail. It all seemed so manageable considering the sail area aloft. These are the largest sails yet produced by the OneSails UK loft and use its 4T Forte technology, a recyclable performance cloth.

It was also the most breeze Geist had sailed in and we kept full sail up for the duration. She handled it all with delicious ease as we worked our way through the deeper parts of the Solent.

Traditional overhangs surrender lots of space over modern designs, but there is good stowage in two huge lazarette lockers. Two road legal electric motorbikes store in the starboard locker. Photo: Richard Langdon / Ocean Images

In its own class

It is easy to fall into the trap of comparing this Spirit to a J Class. I’ve been lucky enough to sail a few Js, including the three built at Camper & Nicholsons that are still afloat today. But there are fundamental differences.

Js are traditional long-keelers that are three times the weight of Geist. They are stubborn, awkward yachts to handle and certainly need a large crew who know their salt. If the helmsman doesn’t work in harmony with the mainsail trimmer, for example, a recalcitrant J will refuse to turn.

Not so the Spirit. This is a lightweight composite machine, a speedster in comparison, complete with T-keel, a carbon spade rudder and direct steering. If you have sailed a Spirit before, you will know they are highly rewarding on the wheel and the Spirit 111 is no different. It’s balanced and delightfully direct.

Angled panels house the plotters and controls for the hydraulics and electronics. Photo: Richard Langdon / Ocean Images

This Spirit 111 is perhaps more comparable to the Js when it comes to use of technology. The original J Class owners were known for pushing innovation in their quest for America’s Cup spoils. Spirit Yachts has done the same here, with a focus on ease of operation and environmental efficiency.

Geist’s highly technical construction uses wood epoxy on stainless steel space frames to ensure a stiff structure for a light displacement under 60 tonnes. The majority of this weight has been kept central and low down, with little to weigh down the 40ft of overhangs, which all equates to a high righting moment and ballast ratio (45%).

The times when I was left alone in the cockpit, with 80ft or so of flush deck up ahead and all that sail area above, were particularly exhilarating and I started to understand the owner’s desire to sail short-handed.

The high-voltage lithium battery bank is mounted on shock absorbers. Photo: Mike Bowden

With the push-button controls making it a doddle to trim, and backwinding winches making it easier and safer to ease high loads, in fact Geist is more analogous to an overgrown daysailer than a J, which is more appropriate given the owner’s brief.

Where Js are bewitching to sail upwind, modern performance boats are all about the downwind thrills. The Spirit 111 gives you a taste of both, making you crave every minute on the helm.

Once past Cowes, we hoisted the furling code sail. Manhandling such a large sail, combined with the occasional groan from a loaded winch, were telling reminders of Geist’s size and power. But once set and trimmed, the cableless sail helped generate that sportsboat feel, especially when we had the sea room to heat it up a little.

Wine glass transom and the beautiful classic lines of Geist. Photo: Mike Jones / Waterline Media

Hand crafted wonder

The credit for Geist’s timeless lines and her balance under sail goes to Spirit’s co-founder Sean McMillan, who has drawn all the Spirit yachts to date. He has also built up a team of world-class craftsmen in his Ipswich yard.

Look anywhere around Geist’s deck and you’ll be struck by the hand-built details. Around her flush aft deck, for example, you’ll notice the eyelet fairleads in the transom, the way the bulwark curves around her pushpit and the perfect angle of the ensign staff. This is the type of deck jewellery Spirit specialises in. But the real showpiece aboard Geist is reserved for below decks.

I cannot think of another yacht that is so impressive on the outside, so thrilling and memorable to sail, yet the interior is even more striking.

The saloon seating is made from strips of 10x10mm American walnut, steam-bent into shape, and took 2,000 hours to build. Photo: Mike Jones / Waterline Media

The owner had visited Antelope Canyon in Arizona and drew inspiration from its famously smooth, flowing sandstone shapes, the light beams and reflections. The resultant S-shaped layout of Geist’s interior, with its free-flowing curves and sculptural furniture, is nothing short of an artistic wonderland.

The saloon table and surround seating, floodlit by a fanlight of glass in the coachroof above, is the centrepiece of the yacht. Artistic simplicity like this is incredibly hard to achieve.

There are only two vertical bulkheads on the boat and only three different types of timber used: sipo (mahogany) bulkheads, teak soles and American walnut furniture. The sipo has all been cut from one log to ensure matching grain throughout, which makes for a magnificent sight.

Saloon seating detail. Photo: Mike Jones / Waterline Media

For the first time Spirit used an independent design agency, Rhoades Young, who came up with the novel layout and drew the capstan-style table. This table has 64 wooden legs, all of which are curved, each with slightly different measurements.

Two former Spirit employees, Will Fennell and Ben Jackson, fashioned the artistic steam-bent seating. This exquisitely detailed design feature, which is also replicated on the bedheads in the owner’s and VIP cabins, “blurs the line between furniture and sculpture,” declares Jonathan Rhoades.

Initially the galley was designed to join this table and seating arrangement, however the owner didn’t want anything to detract from the centrepiece. Even now all galley elements are hidden below the countertop and inside lockers.

Galley sink in yellow metal. Photo: Mike Jones / Waterline Media

Visuals first

Aesthetics, you quickly learn, trump all else on Geist. The owner didn’t want to see door handles, so Spirit used sensor-activated latches. Placing a finger across the recessed sensor triggers the latch (and yes, if you lose power, the doors all open automatically).

The joiners have managed to match the grain on these bowed-out sections to the rest of the bulwark, thereby camouflaging the handle recesses by maintaining a contoured look. The result is that you can’t see any cabins from the saloon, or even their doors, just an undulating maze of mahogany.

“This is someone who really knows what he wants as the overall picture,” Stuart comments.

The capstan table has 64 legs, each one a slightly different shape and measurement. Photo: Mike Jones / Waterline Media

The sofa to starboard appears to float, seemingly growing out of the side of the hull. Above this a panel can be removed to reveal the sailing instruments and electronics that would typically be at the navstation. These screens are hidden away when the yacht is at rest.

The shadow gaps in the panels and joiner work are so precise you can’t see where lockers are built in. Were it not pointed out to me I’d never have noticed the door opposite the owner’s cabin, which leads into a large mechanical room.

There are no discernible fixings, no plumbing visible in the four ensuite heads. The owner didn’t even want the heads to be seen. Lift the solid timber lid of a heads and you’ll find sections for loo roll and a brush neatly built-in and concealed. It’s precision craftsmanship to the very last detail.

Interior lighting adjusts automatically to match the conditions. Photo: Mike Jones / Waterline Media

There are no visible light switches either. The lighting uses a network of motion-activated and light-sensitive sensors. If it goes cloudy above the saloon fanlight windows, the interior light adjusts accordingly. It ensures there are no big differences in brightness between outside and in, matching the soft yellow natural light in the morning or a golden evening glow.

At night, motion sensors activate floor lighting to guide you. These are intelligent, so they are designed to light the way to the heads if you move in that direction from your berth. “If a guest starts to go elsewhere in the interior, the system will deduce which way they are going and light the relevant areas in a very soft warm light,” Stuart explains. It’s like being aboard a wooden spaceship.

The banality of practicality

Most sailors will naturally question the practicality issues aboard Geist. Can you imagine setting your mug of tea down on that table? Or being at heel and sliding across the near 20ft of beam from galley to navstation sofa? Unfortunately, were you to do so, you might connect with one of the only hard edges on the boat on the aft end of the saloon seating!

The showstopping berth, a nest within an egg, in the master cabin. All furniture appears to float. Photo: Mike Jones / Waterline Media

The fear of damaging the woodwork might drive you to distraction. And with the elaborate open spaces of the saloon and so much volume lost in the overhangs, Geist is comparatively compact below. There are only four cabins and no crew accommodation at all.

However, you need to adjust your mindset aboard this yacht. The rules of practicality do not govern art. They’re not something the owner of a seven-cum-eight figure yacht such as this should necessarily be concerned with.

“Sean [McMillan] and I had pointed out the total impracticalities along the way,” says Stuart. “The owner could understand it – he loves racing his Spirit 52 and understands sailing boats.”

The mahogany trim continues in the heads, with sinks machined out of the same wood. Photo: Mike Jones / Waterline Media

The owner did concede elements might need to be added at a later date to make Geist more practical, says Stuart, but initially he didn’t want anything to detract from the visuals.

“It’s not that Spirit can’t do practical. We’re just delivering on his brief,” Stuart points out. This project certainly shows just how customised a custom yacht really can be.

Eco collaboration

A key priority was to make the yacht as environmentally friendly as possible. The shell of Geist is built using responsibly sourced timber and the yacht is dressed with recyclable sails, but it’s the power system that forms the heart of her green credentials.

One of the two ensuite aft guest cabins The panel on the right removes for interior access to the engine room. Photo: Mike Jones / Waterline Media

The 100kW electric motor can propel Geist silently for 30 miles at 8 knots using high-voltage battery power alone. The propeller regenerates power to the four 40kWh BMW battery banks while sailing too. This makes it possible to run for four days without needing to start a generator or plug into shorepower.

“When the yacht crosses the Atlantic, as long as there is adequate wind, she will not need to consume any fossil fuels,” Stuart predicts. During her initial delivery trips, Geist has averaged 11-13 knots under sail, at which speed she consistently regenerates 3kW.

Two 25kW Torqeedo gensets are installed, but these are for class compliance purposes and will be used only as a back-up to the electric system. “The owner said to go as far as we can while making it reliable,” Stuart explains.

Spirit’s managing director took a holistic approach to this with all the systems that would go on board. There was a certain fanaticism about energy-saving, pushing their suppliers to innovate and work together towards a goal of maximising the time the boat could run off battery power.

Mounted above the electric drive is a Lewmar Vortex reservoir, a system that reduces hydraulic oil needs (and therefore waste) by 90%. It requires just 25lt of oil, giving a weight saving of over 50% over a traditional power pack. The hydraulics can operate in eco mode for lowest battery consumption and have fast cruise or race options.

Meanwhile, the air-conditioning uses a variable-speed compressor, which ensures it can be run overnight without needing generator power.

The hot water employs a highly efficient on-demand system, which minimises wasted water and energy, and Cryogel insulation is used for the refrigeration to ensure low temperature holding for minimal power.

The main engine room space is particularly well-laid-out, with access from the deck or interior, and contains a sewage treatment plant to ensure waste water is clean.

A spirited vessel

I have been fortunate enough to sail many large yachts. Some look striking, sail particularly handsomely or are easy to manage.

Others have standout interiors or the craftsmanship shines above all else. And, latterly, it has been heartening to see more superyachts with an eco-friendly slant.

But I have never seen or sailed a yacht that has so many of these attributes wrapped into one exquisitely elegant, unique and extrovertly custom package. Aboard Geist, art has successfully married with technology and created something truly stunning.

Specification

LOA: 33.9m (111ft 3in)
LWL: 24.0m (78ft 9in)
Beam: 6.40m (21ft 0in)
Draught: 4.05m (13ft 3in)
Displacement (light): 58 tonnes (127,867lb)
Sail area: 450m2 (4,844ft2)

First published in the October 2020 issue of Yachting World.

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The Pendennis-built Vijonara is the second Hoek Truly Classic 128. Perfect sailing conditions off Palma helped Toby Hodges appreciate the keys to this design’s incomparable success

Many will look at this yacht and admire its graceful lines, its presence and elegance on the water. Vijonara is the latest proof that Hoek’s Truly Classic range is the dream for many sailors. But this TC128 is more than just a pretty boat.

Vijonara is an intelligent superyacht choice for modern times, a smart, series-built design that uses a clever build process. The result is a dream yacht but one that is efficient, especially in terms of initial cost and potential resale value.

When I sailed the dark blue-hulled sistership Atalante, the first TC128, three years ago I was sold on the lines and impressed by how it sailed, but wasn’t sure how popular the notion of a repeatable series design would be at this size. Hoek’s Truly Classic models have proven hulls with design calculations all largely completed from 50-128ft. Surely once you get over 90ft or so owners want their own bespoke yacht?

All photos: Stuart Pearce

Vijonara proves that notion wrong. Vijonara’s owners fell in love with this hull shape, they knew this was the concept they wanted. The fact that they were able to then charter Atalante meant they were able to reconfirm their decisions related to the rig, deck and interior layout, to make it their own. The project that emerged shows how a multinational build can be a shrewd choice.

Aluminium fabrication experts Bloemsma built the hull in the Netherlands, before it was shipped to Pendennis in Cornwall for fit-out. A third TC128 hull has since been completed and will be finished in Turkey. A fourth has been ordered for the same Bloemsma/Pendennis/MCM build process – the result of the customer seeing Vijonara completed. And André Hoek has signed a contract for a fifth.

To get five commissions from the same hull design at this size is unprecedented. “We design custom boats not production yachts,” says Hoek, “but this has been so successful conceptually that many owners have decided to follow.” He says that the size, flexibility of the design and layout, and the economy of scale is key to its success. “We designed the first one with flexibility in layout – so you can have the main saloon forward or aft of the deckhouse and move cabins or even the helmstations around.”

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Construction can begin within two months of signing a contract, saving at least half a year over a custom build, says Hoek. The major decisions for the design and build team and the owner have been made. “We have over 40 Truly Classic owners now – they choose this because they can see what they get.”

Meeting Vijonara

Both the blue-hulled Atalante and the classic white Vijonara were docked in the same STP shipyard in Palma when I flew out for this sail trial. Seeing them it was clear that despite both being built to the same lines, they have enough individuality to create exclusive appeal – it’s not as if the owners will be clicking their alarm fobs trying to identify cars in a very large car park.

It’s rare on any trial to get ideal conditions, but for our day aboard Vijonara, the stars aligned. The owners kindly lent the boat for the day, leaving her in the capable hands of its four crew. The warm weather sail in a sea breeze, gentle swell with some accompanying dolphins meant that, were I prospective owner number six, there would have been little to stop me reaching for my chequebook that day.

The week before our sail I had been aboard yachts that were sailing in less breeze and were confined to the constraints of a racecourse at the Superyacht Cup in Palma, so it felt particularly liberating to be fetching across the same Palma Bay in 15-20 knots under full main, staysail and yankee. Our average speed was a handsome 9.5-10 knots at 41-43º to the true wind.

We had sufficient heel to make use of the yacht’s full waterline length, the additional bulwark helping keeping the sea off the leeward decks. On the helm there was a goodly load on the wheel when pressed and you could certainly feel the 150 tonnes of yacht beneath you. Skipper James Box confirmed that they would normally reef in 21 knots of true wind, so we were on the edge.

The position of the helm forward of the aft deckhouse results in good visibility for the helmsman. It’s a superb place, with a clear view over the low main deckhouse. It is better than that offered from a crowded aft cockpit, as aboard Atalante, but I did miss the more direct helm connection of Atalante, the result of its wheel being mounted closer to the rudder.

But it’s easy to see why Vijonara’s owners chose her particular layout. To have the aft cockpit, deckhouse and all of the after part of the interior to themselves is the type of indulgence one should be able to have when scaling up to a superyacht. The owners were very involved with the design of the helmstation area in particular, with its bare teak rail surrounds and traditional-style binnacle. Pendennis built full mock-ups to allow them to visualise steering the yacht.

Rigged for performance

Vijonara may be the result of a repeatable design, but it allows plenty of sail and deck gear choices. A removable staysail can be rigged for racing, for instance, and a blade jib is another option.

The single-point mainsheet uses a mounting block on the aft deckhouse with a series of rubber bearings that act as shock absorbers. The sheet is run from here, forward in the boom and down to a captive winch in the accommodation. This operates at full speed only when activated, requiring the slight movement of a joystick (together with a sharp eye as to where everyone else is on deck). A backwind function on the Lewmar primaries meanwhile, helps take the initial load off the sheets safely.

Toby enjoys the central helm position, with classic-style binnacle plus instrument repeaters below the bimini

Compared with Atalante, Vijonara has a slightly taller Southern Spars rig with EC Six rigging, higher bulwarks and a bowsprit. The 2.85m bowsprit is a key difference, both visually and practically, as it includes a neat furler for a top-down furling Code 0. This is seen as a more manageable method for a small number of crew to fly an offwind sail in light airs. The sprit also has a tack point for an asymmetric spinnaker at its end, which creates a comparatively larger area kite.

When the wind eased slightly we were able to set the Code 0, increasing our average speed to 10.5 knots on a beam reach. It was just then, as we were romping along at full stretch, that the school of porpoises joined us to play in our bow-wave – the icing on the cake of a cracking day’s sail.

Hands-on sailing

The maintenance of the substantial amount of brightwork, I was told, will be subbed out to professionals as the crew will have their hands full. Skipper James Box described the will and need to maintain a first class service, to ensure the boat is in pristine condition for the owners to enjoy and maximise their sailing experience, but how “there is a lot of pressure on the [minimal] crew to keep the levels up”.

The stanchions are mounted to the inside of the CNC-cut bulwarks so as not to spoil the line

This was evident as we came to lower sails. The mainsail is hoisted onto a halyard lock, the palls of which are engaged via a manual pull line running up the luff off the mainsail. Once disengaged from the lock, the Doyle Stratis carbon mainsail stows in a stackpack on the huge V-boom.

Although a similar method is used on Atalante, it is one Box is wary of because it requires all four crew. During our test a crewmember was stationed on the aft end of the boom, helping to flake the sail, the engineer was in a harness at the gooseneck for the luff, the chef let off the halyard, while Box manned the wheel/thruster. And it still took ten minutes to douse sails in flat water.

However, the owner loves sailing, hence the decision to opt for better sail shape benefits over a furling alternative. It was surprising to hear that this is the first boat he has had with a crew, having made a giant 70ft (21m) step-up from a Grand Soleil 56. But chartering Atalante sold him the concept.

Room with a view: In this configuration the owners have a private aft cockpit linking to their deckhouse and cabin

The owners plan to spend the first couple of years cruising privately but have had the boat built to LY3 large yacht code standards. This means that, with some adjustment, Vijonara can be used for charter purposes in the future. “The owners love the boat and want to cruise the world, but building it to commercial standards makes sense for resale value,” explains Box.

Truly Elegant

The huge guest cockpit area is the heart of the social space and can seat eight guests on each side of the tables in the shade of the biminis. I liked the position of the instrument repeaters on the aft end of the biminis, but wonder if these large covers, typical on Truly Classics, deserve more design consideration.

The interior décor befits the elegant, traditional style of a Truly Classic. Sapele mahogany is used as the predominant timber, with satin-painted tongue and groove deckheads, high gloss beams and stained Italian walnut soles. The owner commissioned Hermès to make some of the upholstery, including a world map made of leather marquetry.

Beautiful joinery on display in the main and aft deckhouses

The intricate detailing continues as you move through the interior, with tapestry above the bedheads, leather-stitched door handles and all switches and light fittings finished in satin-nickel. Many elements ares indicative of the Swiss-German owner’s eye for detail. For example, the saloon table has an image of the sun at its centre, reflecting his Asian business influences.

The siting of the guest cabins forward of the decksaloon leaves the whole area aft free for the owner’s private use. This substantial part of the yacht includes a gym (and convertible cabin), a particularly spacious lower saloon, and the open-plan owner’s cabin, which links to the aft deckhouse and cockpit.

The owner’s cabin includes an oculus through the bottom of the hull, complete with underwater lighting for night viewing. This viewing tunnel uses two 15mm thick laminates on its base and another two on the top (cabin) end. The tube is purged with nitrogen, fitted with a water sensor, and a deadlight can be secured on top.

The owner’s cabin aft includes his and hers bathrooms and steps up into the private aft deckhouse and cockpit

Pendennis’s project manager Mike Rusbridge says that when they launched Vijonara they thought they saw a hairline crack in the oculus – the boat was promptly lifted, but, to everyone’s relief, it was just the waterline. The aft cockpit and deckhouse area is an invitingly calm, private area for the owners to enjoy. The deckhouse includes a leather-topped Hermès desk overlooking the island berth below.

Hidden systems

The location of the helmstation forward of the deckhouse results in a long connection, with torque tubes running through the aft cabin deckhead to the quadrant and skeg-hung rudder. When you also consider the structural beams in the deckhead, beefed-up aluminium structure and tie-rods used to spread the loads of the single point mainsheet, there is a focal point of engineering here in the aft deckhouse.

The tech room and main engine room access is via the day heads to starboard. Again it’s a similar layout to that of Atalante, but with more space to accommodate a slightly larger engine and PTOs (Power Take Offs). MCM’s Nigel Ingram was the owner’s representative on both projects and here is an example of where he has helped make improvements.

The well thought out engine room

James Box explains that, with a large bank of lithium-ion batteries and a PTO on the engine and both gensets, all the systems can run off DC except the bowthruster. Hydraulic pressure can be proportionately controlled to each area, including a 30% ‘cruise’ pressure and 80% ‘race’ setting (tested to 480bar). For noise insulation, Pendennis used a combination of sound-deadening paint all around the engine room and owner’s accommodation and a sandwich of Rockwool with rubber and lead matting.

Crew comforts

The traditional overhangs of a retro-classic hull shape obviously limit stowage and bilge space in the yacht’s ends, but there is a good amount of custom-made refrigerated space in the excellent galley. The crew area is finished in the same tactile mahogany as the owner’s area and includes a proper ship’s office and laundry (where the chain lockers are also housed to help keep weight aft).

A key benefit of the TC128 design is that it requires only four permanent crew for its day-to-day running, but includes the option to house a fifth occasional crewmember if chartering. Pendennis was responsible for the crew accommodation, systems fit-out, deck, and joinery work, while Dutch interior specialists Ruiter Luxury Interiors built the guest accommodation off-site in the Netherlands.

The spacious modern galley and crew mess area

Teamwork

Vijonara’s hull was fitted out in 15 months including planning and mock up, says Mike Rusbridge, who joined us for the sail. Rusbridge, 27, studied engineering before doing a graduate scheme at Pendennis, a shipyard with an award-winning apprenticeship programme. After acting as an assistant and specialist project manager on two refit projects, he was given the chance to lead a largely young team of up to 60 Pendennis staff on Vijonara’s build.

“The idea now is that the people who worked on this boat will be on the next one (TC128 No 4). Getting and keeping key guys who know all the quirks is important,” he says. Hull number four arrived at Pendennis in May 2019 and was launched just 15 months later, bearing the name Halekai (meaning “home on the sea”) and with interior styling by Ken Faulk Inc, of New York.

The fourth of Hoek’s successful TC128 series, Halekai shares the same hull lines, keel and rudder as Vijonara and Atalante

It is fascinating to observe the process of refinement on a series-design at this size. The third TC128 will have one deckhouse and an aft wheel/cockpit, for example, while Halekai has two deckhouses but no bowsprit. There are pros and cons to each iteration but, with such versatility, it’s easy to see why this Truly Classic design has been so successful and attracted the commissions.

In this day and age, it can arguably be an indulgent and uneconomic choice to go for a full custom boat. The main head scratching to do with this design comes down to which layout to choose, whether to go for forward or aft helms, and what type of rig will best suit your sailing. Truly nice choices to have.

André Hoek’s 10 keys to success for the TC128 design

1. Proven hull concept with good performance and comfortable behaviour
2. Fewer decisions to be made during the design and build process compared with starting from scratch
3. Possibility to see a boat and charter one before you build
4. Shorter lead and build time
5. Lower build cost than a full custom build
6. Flexible interior layout – the guest cabins can be forward of the main deckhouse or abaft it. So too can the lower salon
7. Flexible deck layout – the wheel can be in the aft cockpit or centre cockpit. In the centre cockpit there can be either a single or twin wheels
8. Four crew for owner to use and five for charter. The four crew option is especially attractive for clients
9. Every boat gets better owing to experiences of past boats
10. The yachts are part of a Truly Classic family and brand, and have good resale value

Specification

LOA: 42.24m (139ft 1in)
LWL: 27.96m (91ft 9in)
Beam: 7.72m (25ft 4in)
Draught: 4.50m (14ft 9in)
Displacement (light): 150 tonnes (330,693lbs)
Ballast: 41 tonnes (90,390lbs)

First published in the October 2018 issue of Supersail World.

The post Vijonara: Inside one of the world’s most successful sailing superyacht designs appeared first on Yachting World.

Stuck for Christmas gift ideas for the sailor who has it all? Yachting World is here to help with dozens of great ideas

Are you wondering what to get the sailor in your life for Christmas? Here is our pick of the best products that would make perfect a Christmas gift for a keen sailor:

Garmin Quatix 6

The latest generation of Garmin’s sailing smartwatch adds optional Bluechart g3 cartography enabling it to function as a standalone plotter. It also gains a larger 1.3in always-on screen and a MOB detection feature. As with previous generations, it can be used to interface with Garmin chartplotters and instrument data, as well as controlling autopilots and on-board entertainment.

RRP: £630 / $699

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Buy it now on eBay (UK)

Buy it now on eBay (US)

Read MBY’s full Garmin Quatix 6 review.

If your budget quite won’t stretch that far, read YBW’s guide to the best sailing watches available right now.

With each product is a ‘Buy it now’ link. If you click on this then we may receive a small amount of money from the retailer when you purchase the item. This doesn’t affect the amount you pay.

Standard Horizon HX210E

This affordable 6W waterproof and buoyant handheld VHF is compact yet feature packed. The lithium battery-powered radio has chunky keys, a bright backlit screen, a water-activated strobe and an integral FM radio.

RRP: £114.95 / $150

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Buy it now on eBay (UK)

Buy it now on eBay (US)

Looking for more options? Check out YBW’s guide to the best fixed marine radios and best handheld VHFs.

Yeti Drinkware

When two fishermen brothers couldn’t find a robust icebox/cooler, they started Yeti, which produces coolers you can stand on, throw around a boat and that will keep ice cold for days.

The drinkware range looks just as practical, whether water bottles, the ramblers to keep your coffee hot, or the wine tumbler to keep your Côtes de Provence ice cold.

The Rambler gallon/half gallon jugs make a lot of sense for day sailing racing, either for warming soups hot or keeping your Dark’n’Stormy fresh!  See Stones/Yeti for options

RRP: £129 / $129

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Buy it now on eBay (UK)

Yachting World subscription

Christmas gift ideas: A Yachting World subscription

A hardcopy of the world’s favourite sailing magazine every month for 6 months from £19.99 (or ipad/iphone digital issues for £16.99) – now that’s a Christmas gift that delivers long into the new year!

Buy it now on Magazines Direct

Quench manual watermaker

Hydro Wind Energy is aiming to produce 100 million Quench Sea desalinators in the next seven years! This unit has triple pre-filtration and a small state-of-the-art reverse osmosis replaceable membrane rated for the production of 18,000lt of fresh water. It weighs 0.7kg and produces 2lt of water an hour.

Note: the first units aren’t scheduled to ship until February 2021, but a voucher for one could be welcomed as a Christmas gift with a difference.

RRP: £56 (replacement membrane costs £8)

Pre-order now on indiegogo.com

Sealey power pack

This lithium ion power back offers a potential solution to the problem of keeping gadgets charged while on board. It’s compact and weighs only 1.5kg, but has a 31,200mAh capacity that’s sufficient to deliver half a dozen full charges for a smart phone, or to fully charge a typical laptop twice.

RRP: £168 / $185

Buy it now on Amazon (UK)

Buy it now on eBay (UK)

Buy it now on eBay (US)

The Nautical Puzzle Book

How much do you really know about the oceans? The National Maritime Museum has packed this book with hundreds of questions and a mix of maps, world games and trivia. Available in hardback or Ebook form this stocking filler is designed to suit veteran sailors and armchair navigators alike.

RRP: £14.99 / $19.99

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Buy it now on eBay (UK)

Buy it now on eBay (US)

Zhik ECO Wetsuit

Many cruising yachts carry wetsuits, whether for emergency underwater work, swimming in cold Atlantic waters or watersports. However, there are long-standing environmental problems with conventional neoprene, an oil-based synthetic rubber that will never biodegrade and requires a massive amount of energy to produce. A number of companies have developed alternatives, including Zhik with this ECO Wetsuit made from sustainable plant-based materials and recycled plastics.

RRP: £170 / $225

Buy it now on Amazon (UK)

Buy it now on eBay (UK)

Buy it now on eBay (US)

Best sailing calendars

Rick Tomlinson

After 33 years of producing calendars, renowned sailing photographer Rick Tomlinson knows how to pick an optimum blend of art and action for your wall. This year’s selection ranges from TP52 and Class 40 racing to whales in the Falklands.

RRP: £19.95 (wall calendar) / £9.99 (desk calendar)

Buy it now on Amazon (UK)

Buy it now on eBay (UK)

Paul Wyeth

Whether its on his home Solent waters or at a Caribbean regatta, Paul has an uncanny ability to distil action and colour and make a yacht jump out of the image – which also explains why he is one of our regular boat test photographers!

RRP: £18

Buy it now on pwpictures.com

Ingrid Abery

Ingrid was recently awarded a Licentiate of the Royal Photographic Society and has picked out two shots per month for this A2 calendar. The artistic, dramatic, modern and classic regatta images are from events including the last America’s Cup, J-Class and Classics at Les Voiles de St Tropez, plus, she says ‘a smidgen of carnage’.

RRP: £20

Buy it now on ingridabery.com

Ultimate sailing

After nearly 40 years behind the lens afloat, Sharon Green has a top reputation for capturing race boats in colourful action, whether it’s the powered up supermaxi Comanche or an Optimist atop a wave.

RRP: $28.95

Buy it now on ultimatesailing.com

A knot a day

With lockdowns and travel restrictions ongoing, what better time to further your skills? Nic Compton has set the tempting task of 365 different knot challenges for all ages and abilities, so you can hitch, bend, whip and splice your way through 2021 and maybe pick up some magic tricks on the way.

RRP: £16.99

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Oakley Split Shot sailing sunglasses

Wearing a good set of UV-protected sunglasses with polarised lenses year-round can help protect against serious eye damage. But it can be painful and expensive if, like me, you are prone to losing glasses over the side. Oakley’s Split Shot glasses come with Prizm lenses and provide a detachable lightweight and ultra thin wire leash attachment to its wraparound glasses to suit watersports in particular.

RRP: £142 / $210

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Buy it now on eBay (UK)

Buy it now on eBay (US)

Looking for a different style? Check out YBW’s guide to the best sailing sunglasses on the market.

Wuzzos personalised deck shoes

How about a bespoke Christmas present – shoes with some individuality? Wuzzos launched in 2019 and offers premium performance deck shoes with the option of personalising them. Customers can add their names, initials, sail racing numbers and eventing numbers to their shoes.

RRP: £100

Buy it now on wuzzos.com

For more options, from deck trainers to leather moccasins, check out YBW’s guide to the best boat shoes available right now.

Bark & Rock journal

What do you get the sailor who has everything? Tablets are so last year. A journal made out of wood perhaps? These luxury journals are handmade by a family-run business in the UK. A range of styles is available from the more traditional oak to an Indian Ebony or a more exotic Bubinga Kewazinga from Equatorial Africa.

Just don’t let your kids draw in or on them…

RRP: £190

Buy it now on barkandrock.com

Ocean Signal rescueMe MOB1

Christmas gift ideas: Ocean Signal rescueMe MOB1

The more portable personal rescue devices are, the more likely they will be worn or carried. Ocean Signal’s new MOB1 is 30% smaller than competitor AIS MOB devices.

It can alert any AIS-equipped vessels in the vicinity to the precise location of a casualty in the water, and it will fit on any inflatable lifejacket’s oral tube. It also includes DSC alerting so can both pinpoint a MOB location via AIS, plus trigger the yacht’s own VHF alarm.

RRP: £200

Buy it now on Amazon (UK)

Buy it now on eBay

Garmin inReach

Christmas gift ideas: Garmin inReach

This is a clever portable device that provides an affordable way to keep friends and family in touch with your whereabouts when offshore. It allows you to send and receive SMS text messages to any mobile phone, email address or other inReach device, anywhere in the world, via the Iridium satellite constellation.

In Reach works like a Sat phone and provides live online tracking and email and can also be sinked with your phone and operated through an app.

RRP: £399.99 / $449.99

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Buy it now on eBay

Henri Lloyd neoprene sailing gloves 

Christmas gift ideas: Henri Lloyd Cobra Winter Glove

Sailing with cold hands sucks. We tested a selection of winter gloves and these came out top. The full-fingered gloves have neoprene thermal insulation, which means that even when they (inevitably) get wet, they keep your hands warm.

The grippy surface on the palms proved particularly good when handling intricate jobs and overall we were really impressed with this glove. Tough, flexible and easy to get on and off even when wet.

RRP: £35

Buy it now on eBay

Musto Corsica BR1 Jacket

Sailor’s gift ideas: Musto Corsica ladies jacket

Warm, waterproof, and ideal for both winter sailing or walking the high street, the Corsica jacket is lined with heat-retentive Arctec fleece that keeps much of its insulating power even when wet.

RRP: £160 / $174.99

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Buy it now on eBay

Gill Tarp Barrel Bag

Christmas gift ideas: Gill Tarp Barrel Bag

All sailors need a decent kit bag. This 60L no-nonsense barrel bag is made from durable waterproof tarpaulin and features a two-way zip and padded shoulder strap.

RRP: £60 / $75

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Buy it now on eBay

Wing-Surfer 

For the person who has or wants every toy, this is the latest compact watersports trend. The inflatable handheld wing offers a cross between windsurfing and kitesurfing rigs, but with no strings or rigging needed. It allows a very simple, pure method for a board rider to harness the wind, be it on a foiling kiteboard or a SUP – just blow it up, grab the handles and go.

RRP: £650 / $799

Buy it now on Amazon (UK)

Buy it now on eBay

Karun recycled sunglasses

Christmas gift ideas: Karun VOR Sunglasses

This small company in Patagonia makes unbreakable sailing sunglasses from recycled fishing nets collected from the coast of Chile. It worked with professional sailors to design sunglasses with technical [Zeiss polyamide] lenses designed to meet the demands of the Volvo Ocean Race. The frames have stainless steel hinges and rubber temple tips.

RRP: €245 for the VOR Sailing Edition.

Buy it now at karunworld.com

GoCycle portable E-bike

Christmas gift ideas: Go-Cycle portable E-bike

We did a test of folding bikes and portable transport in 2017. If you can afford it, this GoCycle is a clear winner. This beautifully engineered electric-assist bicycle has 20in wheels, balloon tyres, and a well-cushioned saddle, which gives a smooth fast and comfortable ride. It is a proper, enjoyable bike to cycle manually and the rider can select from zero to 100 per cent motor assistance on demand.

The GoCycle is a premium product that needs space to store and time to assemble. But, it is a game-changer, giving real freedom to enjoy time away from the boat.

RRP: £2,499

Buy it now from gocycle.com

Garmin Virb Ultra 30

If your choice of action camera is more defined by durability, audio and picture quality, consider a Virb cameras. Garmin continues to upgrade its rugged and waterproof (to 50m) Virb cams with increased resolution and a variety of mounting options.

RRP: £389.99

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Buy it now on eBay

Splash Drone

Christmas gift ideas: Splash Drone

This is the first fully waterproof quad copter – and it floats. The drone is not only designed to carry a GoPro, but has a payload release feature for carrying and releasing other items, including safety gear. SwellPro has released the 3^rd generation of the SplashDrone, with improved features, including a ‘follow me’ mode. Use it to capture some unique footage of your yacht, take a beer to a friend, or even drop a life-ring to a casualty in the water.

RRP:  £2,188/ $1,378

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Fusion Stereoactive Bluetooth Speaker

For those who don’t fancy drilling holes in their cockpit lockers, a waterproof Bluetooth speaker is the answer. Fusion’s Stereoactive is a purpose-built portable watersports stereo with built-in Bluetooth audio streaming, radio tuner and USB audio playback. It has a mounting system for secure attachment to paddleboards, kayaks, dinghies and more.

I have used one for two years in the house and on the boat and it has proved robust and user-friendly with a proper audible punch.

RRP: £229 / $300

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Buy it now on eBay (UK)

Buy it now on eBay (AUS)

Papa’s Pilar Rum

Christmas gift ideas: Pilar rum

Because every sailor enjoys a drop of rum, right?! Inspired by Ernest Hemingway’s adventures between Florida and Cuba on his boat, Pilar, this rum brand was created in collaboration with Hemingway’s estate, and the family remains involved and donates a majority of its proceeds to charity.

RRP: £79

Buy it now on Amazon (UK)

Waterproof iPhone housing

Christmas gift ideas: Proshot case waterproof phone housing

GoPros and similar action cameras are great devices, but they are both expensive (some more than £500) and need charging. Recent smartphones have a camera that is just as good as a high-end action camera. This neat case turns an iPhone into a fully waterproof action camera.

It’s waterproof to 50ft or 130ft, depending on model, and is compatible with all GoPro mounting accessories. Full control of the phone’s camera is achieved via the volume buttons.

RRP: £89 / $119.99

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Buy it now on eBay

Carboteck bracket and bezel

Christmas gift ideas: Carboteck bracket

An upgrade for the dinghy sailing enthusiast in your life. This forged light and impact resistant carbon bezel is designed for use with a Velocitek Prism or a Raymarine Tacktick Micro Compass. The forged carbon is created by mixing paste fibres with resin, then squeezing the material into the desired shape.

RRP: Bezel £49.99; Compass bracket £89.99.

Buy it now on carboteck.com

Red Limited Edition SUP

Christmas gift ideas: Red inflatable paddleboard

Red’s 10ft 6in Ride model is the most popular and arguably most versatile all round inflatable stand-up paddleboard. Having relied on one on our boat for the last couple of summer seasons, I can vouch for it being a fantastic edition to the sail locker.

It’s ideal for getting to or from the beach, exercising/paddling or surfing when at anchor and it provides a dive platform and extra floating space for the kids. It comes with cargo tie-downs and three fins attached – and the pumps and backpacks supplied are also superb.

RRP: £859

Buy it now on redpaddleco.com

Spinlock Lume-On

Christmas gift ideas: Lume-On

The simple ideas are the best. These compact LEDs stick to the underbelly of each bladder, which uses the large fluorescent surface like a diffuser to maximise the visibility of the flashing light.  Once activated, the Lume-On provides up to two hours of intense flashing light. It adds very little extra weight, has a smooth profile so will not chafe the bladder, and is very simple to retrofit to most lifejackets.

RRP: £14.94 per pair

Buy it now on Amazon (UK)

Buy it now on eBay

Olaf Urban scooter

Christmas gift ideas: Olaf scooter

A neat, compact solution to getting around in foreign marinas and towns. The Olaf Urban combines four products in one: a kick-scooter, a trolley, a backpack and a skateboard. The Urban backpack is designed to carry the folded scooter. The combined backpack and trolley weigh just 3.5kg and the trolley can take a 120kg payload.

RRP: £224

Buy it now on Amazon (UK)

Buy it now on eBay

Spot X

Christmas gift ideas: Spot X

A neat two-way satellite messenger, with communication via SMS or email. The Spot X has a Qwerty keyboard, can be linked to Facebook and Twitter accounts, and has tracking and SOS functions. Satellite coverage is via the Globalstar system.

RRP: £286 (+subscription from €11.95/month)

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Buy it now on eBay

Astra esa smartwatch

Christmas gift ideas: Esa sailing smartwatch

The esa is the first smartwatch designed for sailing, fusing the sailor’s thirst for gadgetry with high-street technology. The esa watch uses wifi to display information from onboard instruments on your wrist. As well as the ability to show performance sailing data including speed and polar target data, the watch is still essentially a smartphone, offering full Android capabilities.

RRP: €299

Buy it now from astrayacht.com

Free Wheeling

Christmas gift ideas: Free Wheeling manual prop

This Australian innovation blends rowing with outboard motors to produce a clever lightweight solution for your tender. It uses a 3:1 gear ratio contained in the collar by the handle, driving a high-pitch propeller to provide a smooth, silent and fuel-less means of manual propulsion in either direction. Time to ditch the outboard, oars or both?

RRP: £79

Buy it now on Amazon (UK)

Rokk ultimate cable

Christmas gift ideas: Rokk ultimate cable

If you’re going to get a waterproof case for your mobile device, you may want one of these charging cables too. The extra long (2m/6.5ft) and durable Ultimate cable is corrosion and tangle proof, and allows for waterproof phone charging when used with a compatible case.

RRP: £19.99

Buy it now on rokkstore.com

Raymarine Ocean Scout TK

Christmas gift ideas: Raymarine thermal camera

Raymarine’s most affordable thermal camera to date, the Ocean Scout TK can extend vision afloat, day or night, by creating images from heat. It can spot objects up to 119m away, including boats, buoys, landmarks or wildlife. But its ability to potentially thermally identify a MOB could quickly make it high on sailors’ wishlists.

RRP: £599

Buy it now on Amazon (UK)

Buy it now on eBay

Sealskinz waterproof hat

Keeping your head warm and dry is vital to enjoying winter sailing. This waterproof hi-vis Sealskinz Bobble hat looks like the ideal way of achieving that, while making sure you can be spotted easily. It is water and stain repellent, with a Teflon coated acrylic outer fabric and micro fleece inner lining.

RRP: £20

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Buy it now on eBay

Looking for a different style? Check out YBW’s guide to the best sailing hats on the market.

Exposure XS-WR Torch

Christmas gift ideas: Exposure XS-WR torch

This compact, lightweight double-ended torch shines a powerful white beam from one end and a red light from the other. Both can be operated simultaneously for a variety of uses from onboard, to the tender ride or cycle home.

Accessories include a headband that allows either colour to shine forwards, a reflective neck lanyard, plus stanchion, helmet and magnetic mounts.

RRP: £125

Buy it now on exposuremarine.com

Touchscreen gloves

Christmas gift ideas: Touchscreen gloves

Those who need to swipe screens in colder climes can now keep their digits warm too with Mujjo’s latest fleece-lined touchscreen gloves. These nitted versions have black leather cuffs and anti-slip palms with silicon grip dots.

RRP: £29 / $49

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Buy it now on eBay

TackingMaster

Christmas gift ideas: Tacking Master

Race tactics involve decisions based on the wind direction and trends, gleaned from the yacht’s compass. This Danish TackingMaster helps make wind shifts quick and easy to gauge using a watch-style wrist mount.

Once the wind direction and course to the mark have been set, you can track any shifts by using its inner course dial. So you can easily see how a shift may affect the next tack or leg and keep track of the average wind trend.

RRP: $75

Buy it now from tackingmaster.com

Restube

Christmas gift ideas: Restube safety device

Anyone who partakes in extreme watersports will know there are times when wearing a lifejacket is simply not practical afloat. And others may simply want the comfort of a personal flotation device without the bulk, perhaps when taking a swim away from an anchored yacht.

The Restube is a personal lifebuoy developed by a kitesurfer that stows into a small bum-bag like pouch. It uses a vertical or horizontal belt attachment, and a sports model is available with a harness mount.

RRP: £75

Buy it now on Amazon (UK)

Buy it now on eBay

Dr Sails

If I were to recommend one piece of repair kit to carry aboard it would probably be this emergency epoxy adhesive. The fast curing epoxy can be used on sails plus most materials in virtually all conditions – including underwater – so it can even help patch a hole below the waterline. Watch the video here

RRP: €15.75 for 10ml

Buy it now on eBay

Thuraya Satsleeve+

Christmas gift ideas: Satsleeve+ for smartphones

A Satsleeve turns your mobile phone into a satphone. It wraps around the phone, utilising the mobile’s internal electronics and encodes and boosts the signal for connection to the Thuraya satellite network. The SatSleeve+ has a universal adapter, so the user can switch between most smartphone models from 58 to 85mm in width.

RRP: £447 / $550 or £5 per day to rent from globaltelesat.co.uk

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Buy it now on eBay

Fizzics portable beer tap

Christmas gift ideas: Fizzics beer tap

Sailors are discerning types with quality tastes. So why not ship a portable beer tap for draught-tasting beer with the perfect head? The founders of Fizzics have really delved into the science (or ‘fizzics’) of beer drinking, and created a device that they say will deliver the perfect pour, creating an ‘ultra dense, long-lasting foam head’ from any standard size beer can or bottle – and all beer types from lager and ale to stout.

It’s strictly for those who take their drinking seriously – I’ve asked Santa for one.

RRP: $129.99

Buy it now on Amazon (US)

Buy it now on eBay

Leatherman Tread

Christmas gift ideas: Leatherman wearable multitool

This very cool wearable multitool completely reinvents the concept – it’s worn on the wrist like a watch. As standard 29 tools are provided, including flat, Phillips and Pozi-Driv screwdrivers, hex drives, box wrenches and Torx drives. There’s also a cutting hook, sim card pick, carbide glass breaker and bottle opener. As there is no conventional knife you can fly without putting it in hold luggage.

RRP: £199.95 / $220

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Buy it now on eBay

FlexSafe – Keep your valuables safe

Christmas gift ideas: FlexSafe

Keeping keys, passports, wallets and electronic gadgets safe when travelling can all too often be a challenge. The FlexSafe is a lockable bag made of slash-proof materials that cannot be cut open with a knife and incorporates a piercing 110db motion sensing alarm. When on shore simply attach the bag to a convenient tree, your folding bike, the dinghy or any other suitable structure.

RRP: $69.95

Buy it now on Amazon (US)

Buy it now on eBay

Spinlock Essentials chest pack

Christmas gift ideas: Spinlock Chest Pack

Spinlock’s Essential Packs are snug fitting solutions for keeping accessories like a mobile phone, VHF, or personal EPIRB to hand on the water. They are available as belt, side or chest packs that attach with Velcro tie-downs, and neatly compliment Spinlock’s Deckvest 5D lifejacket.

RRP: £19.96

Buy it now on Amazon (UK)

Buy it now on eBay

Sugru

Christmas gift ideas: Sugru

Sugru is a new material that feels like play dough but acts like superglue and sticks to most objects and surfaces. It’s very user-friendly, highly malleable and waterproof and comes in 10 bright colours. It’s ideal for both fixing things and giving items a new lease of life as it sets like silicone rubber (flexible and insulated) – it’s also surprisingly fun to apply.

RRP: £15.99 / $12 for 8x 50g single-use packs

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Buy it now on eBay

Wichard knives

Christmas gift ideas: Wichard Knife

Wichard has produced knives in Thiers, the French home of knife making, since 1919. Its latest range includes Offshore and more economic Aquaterra models.

The Offshore knife has a serrated blade that can cut through Dyneema, and is available with a combined shackle key/marlinspike. The Aquaterra uses a conventional or serrated blade and has the accessory all sailors really need: a corkscrew.

RRP: £30 / $32

Buy it now on Amazon (UK)

Buy it now on Amazon (US)

Buy it now on eBay

Tiwal 3.2 inflatable dinghy

Christmas gift ideas: TIWAL inflatable dinghy

This French inflatable sailing dinghy stows into two compact bags and can be launched, assembled and sailed anywhere in 20 minutes. It looks like safe, enjoyable and family-friendly fun, ideal for getting kids into dinghy sailing.

It uses the same high-strength PVC material as stand-up paddleboards, inflated via a high-pressure pump. An alloy structure gives it a backbone and allows the helm or crew to sit out, and a freestanding carbon mast splits into four.

Keep in the locker or trailer sail – without the need for a trailer. Watch the video here

The 2018 models have been updated. They are now more streamlined, practical and comfortable. Hiking rack pads have been added to the accessories.

RRP: €5,490

Buy it now from tiwal.com

Ino-Block Light

Christmas gift ideas: INO Block light

Three years ago Ino-Rope brought out its revolutionary lightweight textile IB blocks with working loads from 800kg to 6T. It has now launched a Light range that uses a soft connector as both axle and connector, resulting in a sturdy and affordable block for smaller applications, boats or dinghies.

RRP: €16.50 for the IB 0.6 for rope up to 8mm

Buy it now on eBay

We can’t promise any of these products will be delivered in time – but we wish a Happy Christmas to all!

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The post Christmas gifts for sailors: Our pick of the very best kit appeared first on Yachting World.