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Save the date: Pip Hare’s Ask Me Anything session on YBW (8 Apr 2021, 3:19 pm)

Pip Hare, regular Yachting World contributor, Vendée Globe hero, and all-round brilliant sailor will be the guest for YBW's second ever Ask Me Anything session

Pip Hare celebrates with Champagne after arriving back on the dock at Les Sables d'Olonne. Photo Richard Langdon / Ocean Images

On Thursday 22 April, Pip Hare, who recently completed the Vendée Globe, will be our second special guest in a new series of Ask Me Anything sessions on the YBW forum.

Pip Hare, amassed a huge following during her exploits in the 2020/21 Vendée Globe crossing the finish line in an impressive 19th place despite having one of the oldest boats in the fleet and one of the smallest budgets. She is only the 8th ever female skipper to complete the Vendée Globe.

Pip faced a raft of difficulties during her Vendée Globe race, at the end of November 2020 her boat, Medallia lost one of its hydrogenerators, meaning she had to save her diesel reserves for power generation, leaving her with no heating in the south.


Pip delighted with her rudder repair in the 2020/21 Vendée Globe

On 2 January her wind sensor broke down, leaving her with no reliable wind information. Her only option was to set her autopilot to compass mode, sleeping with one hand on the pilot remote control at all times in case of sudden wind shifts.

It seemed disaster had struck mid-Pacific, when her port rudder stock cracked and it looked, briefly, as if Pip’s competitive race would be over. She was, she admitted, devastated. However, in a typical can-do attitude, Pip Hare managed to remove and replace the rudder, and resumed racing having lost just two places.

During the course of the race, Pip Hare’s brilliant communication – be it written or via her regular video reports – showed everyone what Yachting World has known for many years; not only is she a gifted sailor, but she is a talented communicator too.

Pip Hare rounds Cape Horn in the Vendée Globe 2020/21

So who better to ask along for our second Ask My Anything session over on the YBW forum? Pip will be joining us on the forum on Thursday 22 April to answer questions about her career, how she got to the Vendée start (and finish) line, what her plans are now and anything else boat related you may be inclined to ask.

The thread will be open for anyone to read, but if you want to ask a question, make sure you register and create a free YBW forum account.

The post Save the date: Pip Hare’s Ask Me Anything session on YBW appeared first on Yachting World.

Jzerro: the oceangoing pacific proa (8 Apr 2021, 9:21 am)

Jzerro is a Russell Brown-designed proa, which is being prepared for a 14,000-mile record bid from New York to San Francisco

The great Californian Gold Rush of the 1840s and 1850s saw over a quarter of a million people follow the sun to the west of the United States, each dreaming of making their fortunes.

The ‘49ers’, as the early migrants in the first wave of 1849 were known, mostly travelled by ship, sailing from New York to San Francisco westabout around Cape Horn. It was an arduous and dangerous journey, but over 500 vessels – from majestic clipper ships to hastily converted whaling boats – made the voyage in 1849 alone.

The route is as much a part of the American maritime heritage as the clipper tea routes are a part of Britain’s. The benchmark fastest sailing between the two cities was set by the 225ft three-masted clipper Flying Cloud, which sailed around in 89 days 8 hours in 1854, a time that was unbeaten for 135 years.

Since then over 200 record attempts have been made, in everything from trimarans to maxis, yet it has never been attempted in a single-handed proa. American sailor Ryan Finn is bidding to be the first to do so, solo and non-stop.

Pacific proa

Proas have been around since adventurous island dwellers first strung cloth atop a dug-out canoe, with early versions developed by Austronesian sailors for exploring the unknown southern seas of the Indo-Pacific some 7,000 years ago.

Made up of a single hull and second ama, they are light and fast, and simple to construct. Devotees of modern incarnations of the proa praise them for their speed under minimal sail area and their ability to absorb waves with less slamming and uneven loading than a conventional catamaran. On a close reach, Jzerro can easily pass boatspeeds of 17-18 knots.

Pacific proas always sail with the small ama to windward. Photo: 2Oceans1Rock

However, the geometry of a Pacific proa (ie with a small ama to windward) does present its challenges.

In order to be able to sail with the ama to windward on both port and starboard tacks, a proa must be symmetrical both fore and aft with two ‘bows’, two lifting rudders, and a rotating mast.

On a boat the size of Jzerro, which is 36ft long, accommodation and stowage is severely limited by the single hull, and cockpit protection almost nonexistent. Attempting to sail a proa around Cape Horn, against the prevailing winds, is an extreme challenge.

Ryan Finn at his fair weather helming position. Photo: 2Oceans1Rock

Ryan Finn says the idea of a proa adventure was what first inspired him. “The boat concept came before the route. I’ve been thinking about multihulls than can sail upwind without experiencing major structural issues, and that’s where I became aware of Russell Brown’s designs. I knew they had successfully travelled far and I realised a proa would solve a lot of the structural beam issues that big catamarans and trimarans have, since you’re not leaning on the leeward ama – the leeward ama is the main hull.”

Article continues below…

Sailrocket set for speed record

Paul Larsen plans to break the outright world speed sailing record this year aboard the 30ft carbon fibre flier Sailrocket

Inspired by sailors like Tom Follett, who raced his proa Cheers from Plymouth to Newport Rhode Island in the 1968 OSTAR, Finn was sold on the proa concept. He bought pioneering proa designer Brown’s own Jzerro, which Brown had sailed across the Atlantic and Pacific Oceans.

Finn has been working as a delivery skipper for many years and before that competed on the Mini Transat circuit. “There was no way I’m going to raise money to race in France, I’d already attempted to do that before,” he explains. “I can never compete with their budgets, so I thought I should stop trying to play their game and just do the kind of sailing that I want to do.

Aerial view of the symmetrical proa, showing its two bows, two rudders, and duplicate stays and fittings for flying foresails when the mast is rotated. Photo: 2Oceans1Rock

“The New York-San Francisco record was very difficult and very long, and it was available, because no-one has done it single-handed non-stop before so I thought I’d give it a shot.”

Single-handed record attempts at the route have been rare: in 1989 Philippe Monnet attempted it on a Shuttleworth-designed trimaran. Monnet had to stop and restart after hitting ice, but managed to complete the voyage in 81 days. The crewed record, meanwhile, was set by the 110ft catamaran Gitana 13 at 43 days in 2008.

Despite its metropolitan start and finish points, much of the 14,000-mile route is more akin to an ocean crossing. “A lot of people don’t realise how far to the east Brazil is, it’s way out there,” points out Finn. “So to clear the eastern point, you have to go really far offshore, almost like a transatlantic, more than halfway across the Atlantic to get around that point. Then there’s potential for a lot of coastal navigation around Patagonia, and in the Pacific, it should be pretty far offshore too.”

Solo sailing mods

Although Brown had sailed Jzerro double-handed across the Pacific, Finn needed to modify the boat for solo sailing. “The biggest thing was I needed new sails and I wanted the sail handling to be a lot different.

So I’ve moved a lot of chainplates for the headsails on both ends, and added medium roller furling sails on halyard locks,” recalls Finn.

The ‘off-duty’ rudder is lifted, here the ‘port tack rudder’ as Finn refers it. Photo: 2Oceans1Rock

Proas do not tack, instead proa sailors make a manoeuvre called ‘shunting’, which involves setting a new foresail, furling and lowering the old one, easing the main out to leeward, rotating the rig, resheeting the boom to the ‘new aft’ fitting, and raising and lowering a rudder on either end.

Finn says that the proa is not unstable during the process, however. “Because the mainsail is completely to leeward, just sort of flagging there, the boat is really settled when you’re shunting, it’s a good time to take a break – the boat parks and you can really stop.” Shunting is not, however, an easy manoeuvre to make with limited searoom.

Finn has opted for wind instruments on a static pole on the ama, rather than masthead units on the rotating rig, for simplicity. However, he points out: “Because you’re going forwards and backwards, you have to recalibrate the autopilot every time you tack. Everything has to flip 180°, so it’s kind of complicated. I’m getting used to it, but I don’t know how many proas there are sailing that have autopilots!”

The tillers use whip-staff steering principles and are mounted vertically in the small cockpit. Photo: 2Oceans1Rock

Another big element that needed improvement for the record attempt was shelter. “The boat is very, very wet because it’s very light, so there’s a lot of spray. I’ve created a dodger that I can tack from one end to the other that protects the cockpit pretty well,” explains Finn. When not required, the dodger can be lashed to the trampoline.

Back to basics

Initially New Orleans-based Finn hoped that his all-American endeavour would attract sponsorship, but when little was forthcoming he decided to push on with the record bid as a low budget project, cutting his own sails, and building custom components such as halyard locks himself.

Finn hopes to inspire others to realise that adventure sailing can be affordable. “I always wanted to prove that you don’t have to have millions of dollars for a boat that’s capable of setting an impressive record,” he says.

Accommodation on Jzerro is limited within the main hull and leeward pod that extends outboard – and although Jzerro’s ply interior was beautifully crafted, Finn describes the sink as his sole luxury. Solar panels and a fuel cell were installed for power, with Iridium GO! for communications.

Interior is beautifully built in plywood but there’s not a lot of space. Photo: 2Oceans1Rock

Finn’s first attempt at the record began on 21 January 2021, but Jzerro sustained damage off the eastern seaboard, puncturing the forward edge of the leeward pod, and the attempt had to be aborted early on. Finn has returned Jzerro to Brown’s yard, where he’ll make repairs and hopes to resume his record bid.

“Having sailed over 10,000 miles on Jzerro, and in much more demanding conditions than I saw during this record attempt, the damage was a surprise, but also a good revelation for preparing to make another attempt,” explains Finn.

The biggest contributing factor leading up to this failure, he says, was how heavily loaded Jzerro was when he left New York, largely due to the volume of water he was carrying (he had no watermaker due to budget restrictions). Finn is now working on a major weight saving programme to reduce loads on the structure, also adding a watermaker and increasing power capacity.

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The post Jzerro: the oceangoing pacific proa appeared first on Yachting World.

New Fastnet record: MOD70 PowerPlay sets new fastest time (7 Apr 2021, 1:30 pm)

The crew of MOD70 PowerPlay has set a new Fastnet record by completing the course in a touch over 25 hours.

The MOD70 Trimaran PowerPlay, led by Peter Cunningham and skippered by Ned Collier Wakefield, has set a new Fastnet record.

The team completed the original Fastnet course of 595 nautical miles in a new world Fastnet record of 25hrs 04mins 18secs (subject to ratification by the World Sailing Speed Record Council), shaving almost 3 hours off the record set by Maxi Edmond de Rothschild in the 2019 Fastnet.

The boat in its previous incarnation as Concise 10 with many of the same crew also took line honours in the 2017 Fastnet Race.

“It was kind of ambitious, but the conditions were right, and the team was ready to go,” commented Peter Cunningham. “The PowerPlay crew was fantastic. Miles (Seddon) did a brilliant job navigating, we had two wonderful drivers in Ned Collier Wakefield, who set up the boat and runs the programme, and the fastest sailor on Earth, Paul Larsen, who drove in some incredibly bad conditions.”

Shortly after midday on Monday 05 April, in a bitterly cold strong northerly wind, PowerPlay started their Fastnet record attempt on the Squadron Line at Cowes. PowerPlay made short work of racing to Lands’ End and powered across the Celtic Sea at speeds in excess of 30 knots.

PowerPlay rounded the famous Fastnet Lighthouse and raced through the night. On Tuesday 06 April, at 13:42 and 19 seconds BST, PowerPlay reached the Plymouth Breakwater, where the team celebrated their amazing run of 25 hours, 4 minutes and 18 seconds.

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“We didn’t leave much out there, we were pushing really hard and everything aligned,” commented PowerPlay Skipper Ned Collier Wakefield. “I am not going to lie, it was pretty full on, especially in April with an arctic northerly with snow around. With the apparent wind we saw 50 knots over the deck, and we hit a top speed of just under 40 knots.

“The lads did a brilliant job, changing sails about every half an hour – It was rough, physical and very cold. As a crew we have done cumulatively over 50 Fastnet Races, we love the course and to do it faster than it has been done before is really cool.”

The PowerPlay Crew for the 2021 Fastnet Course Record was Peter Cunningham, Ned Collier Wakefield, Tom Dawson, John Hamilton, Paul Larsen, Jack Trigger, Miles Seddon, Martin Watts.

Following a controversial decision announced in November 2019, the Fastnet course has been changed. This year’s event is due to finish in Cherbourg, with the start taking place in Cowes on August 8. A rival race along the original Cowes-Plymouth route, called The Lonely Rock Race, is due to take place in early July.

The post New Fastnet record: MOD70 PowerPlay sets new fastest time appeared first on Yachting World.

Want to work for Yachting World? (7 Apr 2021, 9:49 am)

A rare opportunity has arisen to join the Yachting World ranks. Find out how you could become part of the world's best known sailing magazine.

Yachting World is the world’s best known sailing magazine. Today, we produce 12 issues of Yachting World, three issues of Supersail World, and three Multihull special issues in print each year. Meanwhile online is the world’s top-ranking (non-forum) sailing website, and our YouTube channel has been viewed over 40 million times.

We are looking for a talented all-rounder to join our small and committed team on this iconic brand.

You will be a skilled and driven print and digital journalist who understands the Yachting World audience and can write knowledgeably about sailing. You will know how to create quality content and will be writing news, reviews, features and more for Yachting World magazine and

You will be responsible for creating and commissioning targeted content for both print and digital outlets, and the maintenance and optimisation of online content. You can write accurately and compellingly about adventurous cruising, racing and events, comprehensive buying guides, product reviews and yachting news. You must also have good awareness of how images and content work together in print layout, and will work closely with our subbing and production teams. You will understand how video can support our online content, basic video production/editing skills would be a bonus.

The Staff Writer position requires fantastic organisational and time-management skills. You will be a self-starter, and able to work within a small team, as well as to adapt quickly while working in a fast paced and ambitious environment.

Key role responsibilities

  • Managing and writing content for both print and online, and supporting the existing team to develop the Yachting World brand
  • Writing news, feature articles, product reviews and comparisons, how-to practical content and buying guides.
  • Managing multiple audience strategies, including SEO and social channels
  • Working with our digital team to explore new opportunities for content initiatives, based on keyword research and e-commerce opportunities.
  • Liaising with other teams in the business, such as advertising and audience development.


What do I need to succeed?

  • Proven ability to write high quality engaging content
  • Has actively participated in sailing and has a good understanding and knowledge of the Yachting World audience and market
  • Familiarity with editorial SEO & Google Analytics
  • Ability to work quickly and accurately
  • Knowledge and experience of content management systems
  • Ability to work as part of a wider team
  • Excellent communication skills


What will I get in return?

As well as our standard benefits, we have a number of awesome perks available to our staff including:

  • Unlimited paid time off (yes you read that right!)
  • A share in our success- every member of staff receives a profit pool bonus at the end of our financial year
  • Free digital magazine subscriptions and access to back copies of our print magazines and bookazines
  • Discounted gym membership and onsite health & wellbeing (yoga at lunch anyone?!)
  • Huge opportunities to learn and develop whether through professional qualifications, exposure to incredible business projects or informal lunch & learns, hosted by your colleagues

If you think you’d be a good fit for Yachting World, please apply here

The post Want to work for Yachting World? appeared first on Yachting World.

New catamarans: 2021’s most exciting launches (7 Apr 2021, 9:32 am)

Fast cruising is the theme this year, say Toby Hodges and Sam Fortescue, who look at some of 2021's exciting new multihull launches

2021 looks set to be a bumper year for new catamarans as the trend for fast cruising yachts, which deliver plenty if living space continues. This year there are set to be several new catamarans on the market, here’s our selection of those about which we are most excited.


A group of wild enthusiasts in the landlocked Czech Republic are the force behind the new IC36 from Independent Catamaran. The debut model is a fully race-tuned cat that aims to appeal to speed freaks as well as performance cruisers. Oh, and it unbolts to fit inside a shipping container or on a trailer!

Perhaps closer in design terms to the Extreme 40 than a traditional cat, the IC36 has super narrow hulls, high displacement bows and an optional rotating carbon rig with composite stays.

A sporty-looking carbon beam braces the bows and doubles as a bowsprit for asymmetric sails. Deep daggerboards help windward performance, and there’s a racy dual carbon tiller providing direct rudder control.

“The first time I saw it, I just felt like it was from one of Jules Verne’s adventures,” says co-founder Jaromír Popek.

The boat has been optimised for electric propulsion with twin 6kW Oceanvolt saildrives and up to 15kWh of lithium-ion batteries giving a range of a couple of hours. Powerful hydrogeneration under sail keeps batteries topped up. For longer spells at anchor, there is also a decent 1.15kW array of Solbian solar panels which folds away when not required.

As much fun as this boat should be to sail in its Raw racing variant, it is also available with more creature comforts.

The Pacer model has a coachroof, cockpit tent, more storage and cooking and freshwater systems. It can accommodate a reported eight people in the hulls, with a fridge and two-burner hob to port and a shower/heads to starboard. Or you can opt for a fridge and hob in the folding cockpit table.

Construction is in epoxy-glass composite with local Kevlar reinforcement and foam core, helping to keep weight down to less than 3 tonnes (key for trailering). And there are three buoyancy chambers in each hull, which underpin the claim that the boat is unsinkable.

For all the variants, the light weight and high-performance rig means you can sail in a breath of wind. In a blow, the sky should be the limit. Expect reaching speeds of 20 knots plus, particularly if you take the high-modulus carbon wing mast from Pauger.


LOA: 11.00m / 36ft 1in
Beam: 6.20m / 20ft 4in
Draught: 0.85-2.00m / 2ft 9in-6ft 7in
Displacement (light): 2,500kg / 5,512lb
Price ex VAT: €295,000 (for RAW)

Lagoon 55

This new launch from the world’s number one catamaran brand is the largest in the range of ‘regular’ boats, before entering the more luxurious world of the Lagoon 65.

It has been drawn by VPLP and Patrick le Quement, whose design nous has done much to make cats more mainstream. Many of the features, therefore, will be familiar from the smaller boats.

However, that extra length creates more volume below, so the Lagoon 55 can be arranged with up to six true double cabins with ensuite heads. “It’s the first time we have six cabins of the same size and function and a larger flybridge,” explains products developments manager Martina Torrini during a premiere virtual tour of the first model to launch in March.

Another first is the curving steps up from the transom skirt to the aft deck, dubbed ‘the stairway to heaven’. “The surfaces of the transom can be used differently,” adds Torrini. “Not just a way to access the boat, they become in themselves a living area.” This feature extends the size of the cockpit to 25m2, and even offers a plancha grill.

There’s more social space on the huge flybridge (with fridge and bar) and a movable sunpad on the forward part of the coachroof. The boat also features Lagoon’s first ever dedicated forward cockpit, connected to the saloon by a drop-down window.

A 107m2 fat-head main provides grunt, but is coupled with a self-tacking jib. As with all Lagoons, the emphasis is on comfort and ease of use rather than speed and windward pointing ability.


LOA: 16.56m / 54ft 4in
Beam: 9.00m / 29ft 6in
Draught: 1.55m / 5ft 1in
Displacement: 26,500kg / 58,433lb
Price: €tbc

Fountaine Pajot Samana 59

Replacing the five-year-old Ipanema 58, this luxurious 59-footer integrates many of the new design features of the 45, which boasted longer, wider hulls that nevertheless showed 10% less drag. Chief among the new attractions is an enlarged cockpit, forward lounge and flybridge, for more socialising space.

“We wanted to emphasise her identity by optimising her interior and exterior spaces to make this 59ft catamaran the equivalent of a larger yacht,” explains designer Olivier Racoupeau.

“Whether it’s the flybridge, the cockpit or the saloon, we’ve worked hard to find harmony between all the living spaces on board, to gain every millimetre inside and outside.”

There’s a door forward out of the saloon, and the option of a hydraulic bathing platform, which doubles up for tender storage. Up to six cabins are offered, and the rare option of putting the galley up in the saloon or down to port. Hull number one is joining the World ARC.

Meanwhile, a new 51 is tipped for launch in 2022, which will focus on sustainability and have 2kW of flush solar panels built into the flybridge.


LOA: 18.21m / 59ft 9in
Beam: 9.46m / 31ft 1in
Draught: 1.40m / 4ft 7in
Displacement: 25,500kg / 56,217lb
Price ex VAT: €1,302,900

Leopard 42

The new 42 replaces the Leopard 40, and it draws on the latest design thinking from the larger boats in the range. Like the award-winning Leopard 50, it has continuous hull windows, a hardtop, and contrasting coachroof accents. But it also goes further, with plumb bows and long horizontal chines.

That lounging space on the coachroof adds 65% to the exterior entertainment area. “By integrating the geometry of the lounge into the GRP hardtop, we were able to achieve a lightweight area that added less weight to the boat than one average sized crewmember,” explains Michael Robertson, chief designer at builder Robertson & Caine. It has been cleverly engineered so as not to steal headroom from the cockpit.

In contrast to many modern cats, the Leopard 42 makes a virtue of the separate cockpit and saloon, whose seating is focused on the forward galley. There is lots of glazing and a full-height door out onto the foredeck. Every cabin has a third more floor space and twice the glazed area of the old Leopard 40. Each has an island berth and its own heads with shower.

But it’s not all about space. “Performance potential remains one of the top priorities,” says naval architect Alex Simonis of Simonis-Voogd Yacht Design. “We spend a lot of time refining the rig geometry and the sail layout to boost the efficiency of the rig plan. At the same time, the ongoing refinement in hull and appendage design allows us to create a yacht with better sea motion and more agility.


LOA: 12.67m 41ft 7in
Beam: 7.04m 23ft 1in
Draught: 1.40m 4ft 7in
Displacement: 12,460kg 27,469lb
Price ex VAT: €399,000

Neel 43

The new entry-level yacht from France’s Neel Trimarans is designed to bring the world of three hulls to a new clientele.

Building on the success of the larger Neel 47 and Neel 51, the 43 takes the fight to the catamaran, with a big superstructure that includes two double cabins as well as a galley and saloon.

There’s a further double cabin forward in the central nacelle, and cosy singles in either bow. A sliding door and window allows the saloon and the cockpit seating areas to be socially connected, although they remain two very different spaces.

The bulkhead helmstation to starboard has commanding views out over the huge coachroof. From the drawings, this appears to allow a tight sheeting angle for the genoa, but brings the mainsheet, which is fastened to the transom, close to the davits and skirt of the central hull.

The main is square-topped with two full battens and there is also a high-performance carbon spar option.

Though the lay-up is in standard foam-cored glassfibre, Neel says it is leaning towards more environmentally friendly construction. Interior joinery is from sustainable Alpi wood and recyclable material.


LOA: 13.11m / 43ft 0in
Beam: 7.50m / 24ft 7in
Draught: 1.50m / 4ft 11in
Displacement: 9,000kg /19,841lb
Price ex VAT: €329,800

ORC 57

Marsaudon Composites has quietly built an enthusiastic following for its TS42 and TS50 catamarans since the smaller boat was launched six years ago.

That these have been the first boats to cross the Atlantic in the last two ARCs has also done its reputation no harm.

The yard is based at Lorient La Base, at the heart of the French offshore racing scene, so it’s perhaps no surprise these designs are lightweight and offer plenty of performance.

The direct tiller steering, which gives a responsive feel to the helm, is an example of the thinking that sets these boats apart from other multihulls and makes them sought after models. Yet they also have enough space both on deck and below to offer very comfortable living.

A 57-footer from the board of Marc Lombard will be the third design to join the stable. It shares the same hallmarks as the existing models, although a wheel steering option will also be offered.

In suitable conditions this is a cruising yacht that can be expected to hit speeds of well over 20 knots.

The hull shape is clearly a progression from the earlier models, while following the same light displacement principles with fine hull shapes. Lombard drew a new shape for the bows to increase efficiency and reduce the tendency for bow-down trim. He told us: “The bows are shaped so that, when the boat is powered up and starts to heel, the lee bow will generate extra lift to push the bow up.”

The additional size makes the interior spaces of this boat significantly larger than those of the 50-footer, especially in the hulls. Much thought has also gone into ergonomics and weight saving, stripping out and simplifying anything that is not essential. CEO Damien Cailliau likes to draw on a quote from Colin Chapman, founder of Lotus Cars: “Simplify, then add lightness.”

As an example, there are no hull linings, which saves weight and complication, but requires extremely neat moulding. “A core competency of Marsaudon Composites is that we produce excellent mouldings,” says Cailliau, “so we don’t need to hide our work.”

Article continues below…

As a low volume builder – only 28 of the smaller boats have been built in total – Marsaudon Composites can offer semi-custom interior arrangements, providing they don’t add unnecessary weight. The boat can also be built with varying amounts of carbon to reduce displacement further.

At the same time as announcing this design Marsaudon launched a rebranding of the range, which will now be known as Ocean Rider Catamarans (or ORC). The new name is a better fit with the qualities with which owners identify than the Très Simple concept that led to the original TS designation.

To underscore the difference between these boats and the majority of catamarans in this size range a tiller has been incorporated in the logo.

Tooling for the ORC 57 is under construction and the first boat is scheduled to be unveiled in September 2021.

Base price ex VAT: €1,085,000

Current Marine CM46 & CM52

The founder of RS Sailing, Martin Wadhams, is a racing sailor who now spends more and more time cruising.

Martin and his wife, Amanda, enjoy sailing fast boats and have spent some time looking to upgrade from their Pogo 12.50 to a multihull. Their search for a true performance cruising catamaran – and one that wouldn’t cost seven figures – turned out few viable options.

Australian-based designer Jeff Shionning put them onto some fresh designs he has done for Current Marine, a new South African brand formed from an experienced team of composites experts at Knysna, between Cape Town and Port Elizabeth on the south coast.

It has been set up to build the new CM46 and CM52 in low-volume semi-custom production. On visiting the yard a year ago, Wadhams was impressed enough with the high tech builds to order the second CM46.

He reports that the joinery is all laminated in, there is plenty of opportunity for layout customisation (in three or four cabins) and, owing to the lower labour costs in South Africa, pricing is keen.

Shionning’s CM designs are lightweight, efficient catamarans that should be able to sail well in light breeze and outrun weather systems in the open ocean.

Key features include daggerboards, fine bows, centralised weight of engines and tanks, and high bridgedeck clearance. The rig is also positioned amidships for optimum weight centralisation, while also helping to create a large foretriangle for flying a range of furling headsails. Aluminium or carbon spars and diesel or hybrid propulsion are offered.

Wadhams says there is good stowage space and payload capacity for comfortable liveaboard cruising. “They’re built using post-cured epoxy, carbon, E-Glass and PVC foam-cored laminates – a level above mainstream brands,” he insists. “This brings the construction found in a few larger, high-end boats into smaller-size catamarans.” The first CM46 is a full carbon racing version destined for an Auckland-based owner and is due to launch early 2021. The second boat (for Wadhams) has a more cruising-oriented spec.

Prices ex VAT: CM46 €635,000, CM52 €787,000

Seawind 1370

Is this the most popular new design of 2021? Although the first of this new 45ft model is not due to launch until later in the autumn, there has already been a phenomenal uptake in orders.

Publicity has been helped by vloggers Sailing Ruby Rose ordering one of the first boats, but a staggering 55 have been sold already. This has led to the Australian/Vietnamese yard establishing a new technical department that is separate from the production department.

European sales manager Jay Nolan says this 13-strong team is tasked with working up every system on the boat and looking at hybrid solutions.

Price ex VAT: €599,000

Outremer 55

A contemporary fast cat set up for short-handed world cruising, Outremer’s exciting new 55 launches this winter.

We previewed this VPLP design in our September issue and hope to test it during the spring. Much focus has been placed on weight and stiffness to help increase performance and ensure the boat can sail in the lightest breezes and therefore rarely need engine power.

Price ex VAT: €1,215,000

If you enjoyed this….

Yachting World is the world’s leading magazine for bluewater cruisers and offshore sailors. Every month we have inspirational adventures and practical features to help you realise your sailing dreams.
Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

The post New catamarans: 2021’s most exciting launches appeared first on Yachting World.

First look: J/45, Solaris 60, and Linjett 39 (6 Apr 2021, 9:07 am)

Rupert Holmes casts his eye over the some of the latest new yachts for 2021 and picks out three interesting models, the J/45, Solaris 60 and Linjett 39

Manufacturers are continuing to design and build innovative new boats in 2021. This month, we’re looking at three new yachts for 2021. The J/45 is a novel departure for J-Boats, which is aimed squarely at cruising sailors.

The Linjett 39 is a modern performance cruiser from the Swedish marque, while Solaris maintains their reputation as a luxury builder with the new Solaris 60, designed to offer a mini superyacht experience.


The J/45 is a new performance cruiser intended as a long-distance yacht that’ll be fun to sail, as well as being enormously civilised when spending extended periods of time on board.

It’s the result of a three-year collaboration between the north American and French arms of the company. In addition, Isabelle Racoupeau brought her interior design expertise to the project.

The premise behind the J/45 recognises that more than half the 15,000 J/Boats built to date are used solely for cruising, and that many of those owners would like a larger yacht with a greater level of comfort.

The J/45 promises to be a larger yacht with a greater level of comfort

Guiding principles that informed design decisions include maximising interior volume and comfort, while maintaining an elegant profile.

In addition, the aim was for minimal wetted surface area and light displacement in order to promote good performance in light airs and thereby minimise the need to use the engine for propulsion while on passage.

This weight saving allows for a smaller, more easily handled rig, while a 42% ballast ratio allied to a choice of 2.1m, 2.3m or 2.6m draught bulbed keels promises an ability to ride out heavy weather.

The J/45 is intended to be civilised when spending extended periods of time on board

Much thought and analysis has also gone into the systems and equipment on the J/45, which are optimised for efficient sail handling and manoeuvring, along with comfortable living. As a result the standard specification is unusually high, including the carbon bowsprit, oversize winches and gennaker deck hardware, that manufacturers typically list as expensive extras.

The first boat is currently in build at J-Composites in France for a Mediterranean-based client and is scheduled for delivery early this summer.


Hull length: 13.85m 45ft 6in
LWL: 12.56m 41ft 2in
Beam: 4.25m 13ft 11in
Draught: (std keel) 2.29m 7ft 6in
Displacement: 9,900kg 21,800lb
Price ex VAT: €429,980

Jokale is the first Solaris 60 to launch

Solaris 60

The first example of this stunning Javier Soto Acebal Mini Maxi is now on the water. The design aims to provide a mini superyacht experience in terms of comfort and style, while incorporating innovative features that improve the owner’s experience when under sail.

A spacious saloon is filled with natural light

The twin full-size wheels, for instance, are mounted well outboard, where there’s a good view of the headsail luff. In addition, careful consideration has been given to ergonomics at the helm stations, including providing a comfortable position to sit on the side deck, as far outboard as possible, while steering upwind.


LOA: 18.31m / 60ft 0in
LWL: 17.4m / 57ft 0in
Beam: 5.28m / 17ft 4in
Draught: 2.80m or 3.20m / 9ft 2in or 10ft 6in
Displacement: 25,800kg / 56,900lb
Price ex VAT: €995,000

Linjett 39

The latest model from Sweden’s Rosättra yard, the Linjett 39, is intended as a fast cruiser with a sleek hull shape and powerful rig that is easy to sail shorthanded.

At the same time additional freeboard and a higher coachroof relative to earlier models create a greater feeling of light and space on board.

An unusual aspect among today’s new yachts is the more traditional raked stem. This keeps the bows a little further from danger when mooring or anchoring bows-to a rocky shore in the natural harbours of Sweden’s archipelagos.

To minimise weight without compromising stiffness, construction is of vacuum-infused vinylester, with a Divinycell foam sandwich. Structural frames made of unidirectional fibres reduce the dependency on the main bulkhead, which opens up options for the internal layout.

This has allowed a more open saloon to be created, as well as a larger heads forward, plus a further space for a shower and storage of foul weather gear aft.

Several orders have already been confirmed and the first boat is scheduled to be afloat this summer.


LOA: 12.15m / 39ft 10in
LWL: 11.00m / 36ft 1in
Beam: 3.95m / 13ft 0in
Draught: 2.15m / 7ft 1in
Displacement: 8,700kg / 19,200lb
Price ex VAT: €296,000

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Match racing tactics: Ian Williams on America’s Cup moves (1 Apr 2021, 11:53 am)

Andy Rice, talks to six-time match racing world champion and the most successful skipper on the World Match Racing Tour, Ian Williams about America's Cup match racing

There’s no question: the final Prada Cup Round Robin race between INEOS Team UK and Luna Rossa Prada Pirelli was any absolute humdinger. With nine lead changes, this scorcher of a three-lap battle demonstrated many of the critical features of match racing in the foiling AC75s.

Who better than British match racing supremo Ian Williams to explain the tactics behind the manoeuvres? “This was a very interesting race due to the fact that Luna Rossa had an apparent boat speed superiority, but INEOS Team UK appeared more confident in their manoeuvres,” explains Williams.

“Normally in match racing you’d always take the boat speed advantage, but the boundaries [on an America’s Cup course] mean it is easy to get forced out of phase with the wind shifts. “When that happens, you have to do an extra manoeuvre to get back in phase – but it is very tricky to know when to do that, particularly if there is the risk of a big loss in that manoeuvre.”

Here, Ian analyses some of the key manoeuvres that the AC75 crews have had to master on the 50-knot foiling machines…

Start to leeward

At the start, the key goal for the leeward boat is to be nice and tight to leeward of the boat to windward.

In this race I think the start was a clear win for Luna Rossa. They came back very early for the line and you could hear both Ben [Ainslie] and Giles [Scott] confirm that they thought Luna Rossa were too early.

INEOS tacked in a nice spot to windward, but then had a choice to make. One option was to push hard with a view to either ‘hooking’ the other boat (and forcing them either head to wind or into a tack), or push them to be early for the line. The other was a ‘soft push’ where you feign the hook but actually your goal is to maintain separation. INEOS pushed hard but neither got the hook nor forced Luna Rossa early for the line, and thus gave up all their separation.

The luff

The next critical incident was when the two boats were lined up after they’d both tacked twice. They were close together on starboard tack with Luna Rossa to leeward. Ben Ainslie was steering from the leeward side so he could get a good view.

But with the projecting windward foil it must be very difficult for the windward boat to be confident they are keeping clear when the leeward boat luffs. James Spithill did a great job of luffing INEOS from a pretty weak, bow-back position with INEOS well advanced. You could say that Ben overreacted but with the Exclusion Zones [a 3m virtual no-go zone either side], it’s a nervous place to be. When INEOS was forced into a downspeed tack and came off the foils, that was a big gain to Luna Rossa.

Staying confident

After being forced away onto port tack, the British boat picked up a nice right-hand shift and was right back in the game at the top mark. But Luna Rossa were still in control until they made a terrible tack at the top of the course. It looks like the timing was out for lowering the new foil.

This affected the whole race because it looked like, from this moment on, Luna Rossa never trusted their manoeuvres again. And I think that impacted the Italian tactics a lot. There appeared to be a number of tactical errors by Luna Rossa later on, which might well have been down to the fact they didn’t have confidence in their manoeuvres, especially tacking.

On the final beat Luna Rossa could have stuck a lee-bow tack on INEOS but chose to carry on past them. If the positions had been reversed, I’m pretty sure Ben would have tacked and gone for the lee-bow on the Italians, and it would have all but closed out the race.

Stay in phase

Due to hydraulics problems before the start, the Cunningham control couldn’t be adjusted during the race on INEOS Team UK. It appeared their rig was reasonably set up for the upwind conditions but lacking power downwind, forcing the Brits to sail bigger angles. This meant the course boundaries came up even quicker than usual.

Generally the America’s Cup course boundaries make it very hard to stay in phase with the wind shifts, because you often get forced away from the lifted tack. The boundaries change the tactics a lot, and it’s much harder to get control of the race on a narrow course, particularly if you’re not confident to put in close cover tacks.

The Hollywood move

On the final cross before the finish, INEOS Team UK just got across the bow of Luna Rossa, who were calling starboard on the British.

In the words of TV commentator Ken Read, Jimmy Spithill did a ‘Hollywood’ and tried to show the umpires that the close call is worthy of a penalty [by coming down lower].

It was pretty clear INEOS were always crossing ahead on port, so I think this was a straightforward call for the umpires.

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Five very different Atlantic crossing experiences (1 Apr 2021, 10:43 am)

Elaine Bunting speaks to five very different crews, all of who had a very different Atlantic crossing experience during this year's ARC

On the first night of their Atlantic crossing, a ‘dark shadow’ passed 100m away from Christian and Manuela Lücking’s boat. It was unlit and not moving. Unnerved, Christian Lücking called the Coastguard. Two hours later, the Coastguard called back asking them to return and check the vessel.

When they returned, they found a wooden fishing boat, around 10m long, with a 40hp Yamaha outboard on the back. It was deserted and empty apart from a solitary lifejacket hooked on the bow. The Coastguard concluded that it had been packed with migrants fleeing through Mauritania, and abandoned after they swam ashore to one of the Canary Islands.

Abandoned fishing boat off the Canary Islands

Shaken, the Lückings resumed their course, let draw and returned to the route being taken by the 84 crews in this year’s ARC and ARC+ rallies south-west towards St Lucia.

The Swiss couple class themselves as beginners in the realm of ocean sailing. Their Enksail Noordkaper 40, a pretty, traditional-style long keeled pilothouse cutter, custom built in steel by Dutch yard Gebroeders van Enkhuizen, was launched in 2018.

Svala is a sturdy design, beautifully fitted out, designed to take its crew anywhere in comfort. Sailing double-handed on their first Atlantic crossing, the Lückings were not seeking any dramas.

But a day later, they picked up a Mayday from a boat ahead. The skipper said they were being pursued by a small motorboat. The Lückings misheard it as ‘persuded’ and were mystified, but worked it out when another ARC yacht just ahead of them proposed turning upwind and motorsailing for four or five hours, reasoning that a small motorboat would be unable to keep up.

Both yachts did so before turning back and carrying on. Nothing further was seen or heard of the ‘pirate’ boat but the Lückings were at Code Red, though their ARC adventure had barely begun.

First timers’ Atlantic crossing

Things were cautious for Vincent D’Avena and Kean Chung, and their families, in.a different way as they passed a great deal of time fishing, and got huge satisfaction from landing and cooking their catches.

The D’Avenas, from the US, decided to buy a boat and set off on an Atlantic crossing only in June, and managed to buy a Lagoon 450S whose original owner pulled out just before its launch. Vinny and Ayesha D’Avena were sailing with their two sons, aged 16 and 14, and decided to let the boys take part in single watches day and night.

“That gave them some independence and also those great moments at sea,” Vinny says. “We had a fairly delicate crossing,” he explains. “We registered in the open class and never once thought about speed.

The D’Avenas on their Lagoon before the start of the ARC. Photo James Mitchell

“We didn’t want to break anything. We underpowered our sails consistently. Lagoons get a big knock for not going fast but we consistently made 61% of wind speed.”

They mostly ran with a Code 0 and jib, only occasionally hoisting the mainsail. “But actually it takes the wind out of the jib,” he explains.

“It felt like a long charter adventure. We slowed down, did a lot of swimming, and spent 16 hours one day without any sails at all just drifting and really enjoyed not trying too hard.

“We chatted and played songs on the radio, and my boys became semi-professional fishermen. We caught 18 fish including barracuda, wahoo and a tuna so big we couldn’t get it on board. It was fun.”

Vinny admits that his wife, Ayesha, didn’t enjoy the Atlantic crossing quite so much as he did. “But the entire experience has been wonderful.

“What we have learned most is it is more about the people than the places. In your 40s, it is really hard to meet new people – you’re in the same routine, going to work everyday, going to baseball practice. Here, we met 40-50 new adults and they are such great, great people. There is this deep quality about people’s conversation; there is something about your character if you are choosing to do this.”

Rush across the Atlantic

Ian and Nia Baylis were in much more of a rush on their Atlantic crossing. Indeed, Rush is what they call their Pogo 12.50.

The Isle of Wight-based couple, who used to work as professional superyacht captain and mate, were sailing on the ARC with their two children aged 11 and 9, a friend’s 18-year-old daughter, and professional racer and solo sailor Alan Roberts.

Their stated objective was “to sail safely and get there in one piece” but Baylis says they also wanted to stretch the Pogo’s legs a bit.

“We had constructed polars on the basis of wind and sea state that were 60-65% of what the boat can do in flat conditions. And that is 200 miles a day, every day of the week if you want it. Alan and I were fairly full on with properly sailing the boat compared with a twin pole conventional bluewater boat.”

Nia and Ian Baylis sailed with family plus crew (including professional sailor, Alan Roberts, pictured) to stretch the legs of their Pogo 12.50 Rush

In the first week at sea, Rush had covered just under half the crossing. Initially, there were good, strong following winds, but then came a trough that moved from north to south in a band across the fleet, bringing strong winds and rain. Baylis recalls more than 40 knots and a night sky fissured with bolts of lightning.

As it passed it was followed by a ridge of high pressure that left the entire ARC fleet floundering. For four days, Rush “barely moved,” says Baylis. This was one of the most difficult periods of the crossing.

There is nothing serene about being becalmed on an ocean – quite the opposite. Sails slap and battens clatter painfully against the rig, the boat rolls incessantly, in a haphazard motion unlike the rhythmic, corkscrewing predictability of tradewinds running. It may be hot and airless during the day, and hard to sleep at any time. Unsurprisingly, many crews chose to motorsail, to keep some wind in the sails and hasten the transition.

The crew of Rush was determined to sail every mile of their Atlantic crossing. Baylis says they spent many hours with the main pinned hard in to stop it flogging against the rig (a downside of swept back spreaders for downwind passagemaking) and resorted to a Solent and Code 5 on a cabled luff because those held their shape better in the very light winds than their bigger A2 spinnaker.

Their 3oz Code 5, set on a furler, was the most useful sail “by a country mile”, he says. “We used that for light airs reaching all the way to VMG downwind up to 25 knots.”

When the wind came back and the tradewinds began to fill in, Rush began to tear along again. The Pogo is a yacht that likes to be sailed vigorously, and the crew was kept busy. Baylis found reefing early worked best.

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“We were reefing downwind at 12 knots as you can’t sheet out that much with swept back spreaders and you end up with a big air brake. We found she responded well and is faster with a couple of reefs in the main and either the big or little kite.”

The crossing took them 18 days and 7 hours. Baylis had noted over 130 sail changes. “We went through every sail combination,” he says. “Along the way, you have to make sure you don’t get carried away with the moment. It is tempting to send it. But, as fun as it is, you have to say ‘Let’s peel down to the small kite, go down to eight knots and have a rest’. It can be a fine line but, particularly with a following sea, you can damage the rudders. We sailed tidily and we called sail changes early.”

Goliath the tuna

As withe the D’Avenas’ crossing, fish was also on the menu aboard the Oyster 49 Kaizen. Kean and Nyree Chung and their two children, aged 11 and 7, had always intended to take fishing seriously, even conducting an experiment beforehand taking on the Atlantic crossing on the breaking strain of various lines and lures.

‘Goliath’ the tuna

It paid off – big time —when they caught a 45kg tuna. With difficulty they managed to land ‘Goliath’, despite breaking a gaff in the process, but then there was too much to eat or refrigerate. They put a call out on the radio offering some to others and made a detour to the classic yacht Peter von Seestermühe. Skipper Christophe von Reibnitz (who sails on the ARC every year), rowed over in his wooden tender to collect it.

This was the Chungs’ first ocean crossing and, Kean says, “It was what I’d hoped for, though I

Fish was frequently on the menu for the Chung family aboard their Oyster 4

expected the waves would have been bigger. It was a crossing of two halves. For the first half the wind was strong and from behind and we made a lot of progress. The second half was about strategically avoiding wind holes and we decided we would cover higher distance to avoid the calms.”

Initially, they sailed under twin headsails. “We were getting good speed. But we were like a children’s toy being dragged on a cord – the back end would wiggle and the boat fishtailed. It was uncomfortable, especially in the aft cabin, so we added some mainsail,” says Kean. “Not so much it would prompt a gybe but enough to push the mast and that brought the balance more towards the centre of the boat.”

Their heavy sails tended to collapse in very light airs, and they motored for around 60-70 hours. “We do carry a lighter weight drifter but it is only rated to 14 knots apparent and I would prefer to be safer in stronger winds and have more forgiving sails. If something went wrong we’d have to go and retrieve it and that carries much higher risk than saying it’s calm and we have to motor.”

Life change

The ARC was Chloe Need’s first crossing as the skipper of her own yacht. The 28-year-old is a former accounts manager who decided to give up a career ashore and take up sailing professionally.

Over the last four years she has taught sailing in Australia, the Caribbean, and Croatia. She has previously sailed across as crew, “But this one,” she says, “was purely for me.”

Last year, Need bought a seven-year-old former charter yacht, a Salona 44, in Croatia and fitted it out to go off sailing for the next 5-10 years. The project was expensive. “As an ex-charter boat with a bit of wear and tear I had to have full rigging work done, new spreaders and backstay, and also all the equipment for ocean sailing from lifejackets to personal AIS, and seven of everything. It has been over-budget, but you can’t cut back.”

Sunset and Chloe Need’s yacht, Moonflower 3

Of the modifications she made, adding a third reef to the mainsail proved the most valuable when they encountered a brief period of strong winds mid-Atlantic. “We’ve only used it once but it was a saviour. On the crossing we had two reefs in when the wind was getting up to 40 knots but we were struggling to slow down, even without a headsail.”

Having done an Atlantic crossing in the past, “with zero knowledge and it changed my life”, Need felt she could now give the same opportunity to someone else, particularly as an escape from lockdown. So she took a crew of six others, three women professional sailors, and three men “who had never sailed a day in their lives. So throughout the trip we were teaching them to sail.”

Reflecting on the experience, she says: “We had some skyrocket highs, like catching fish, star gazing, countless sunrises and sunsets and deep life conversations. We had some low moments like seasickness, sleep deprivation and lack of wind but the three-week rollercoaster really left its imprint on us all.

“Sailing across an ocean changes your perspective on certain things, and we’ve all become a little more patient and been reminded of the potency of teamwork and positivity.”

Humanitarian mission on an Atlantic crossing

Following a classic route of heading south ‘til the butter melts then turning right, Christian and Manuela Lücking were also enveloped by the strong winds and electrical activity in the trough. For Svala the dramas and adventures just kept coming.

“We had wind gusting more than 45 knots for eight hours, and the wind was so strong it whipped the top off the waves,” remembers Manuela. At one point, a rod of lightning cracked into the water 100m ahead.

The Lückings’ Svala is a steelbuilt Enskail Noordkaper 40

By now in their stride and confident in their super-strong boat, the Lückings simply released the headsail sheets and furled in. The long-keeled boat tracked along steadily. “It really is the perfect solution for a small crew not wishing to sail very actively,” says Christian.

“We only ever made our sails smaller or bigger depending on how fast we wanted to go, and we could go from [a wind angle of] 120° to 140° depending on the size of the waves.”

The calms that followed, though, were “torture. We couldn’t stabilise our sails, the boat was rolling, we were doing 20 miles or 30 miles a day.”

They did not want to motor as Manuela was nervous about using fuel so far out from St Lucia, so they had plenty to spare when a call came from another ARC yacht two days from the finish.

Svala was the slowest yacht in the ARC fleet, and the call came from the crew just ahead, who had so little fuel left the needle on the gauge wouldn’t lift off the stop.

The Lückings diverted but couldn’t find a way to pump fuel up from their tank to the deck filler 1.7m above. They agreed instead to take the yacht in tow and brought them the remaining 100 miles to the finish.

After letting go the tow line and hoisting their mainsail for the final short beat to the finish, the Lückings then overshot the line and had to make three tacks to get back. As they beat back they saw the boat they’d towed holding station, sportingly waiting for them to cross ahead and finish in front. Their time was 24 days and 15 minutes.

Christian Lücking keeps an eye on the vessel they towed to the finish in St Lucia

Now with thousands of miles behind them, they offer some of their experience for others. The twin headsails are “absolutely perfect” for a modest but “no stress” 120-145 miles a day in most following wind conditions.

They were unhappy with their forecasts using only the GFS model, which did not predict the winds in the mid-Atlantic trough. When their Iridium Go! stopped working, they were unable to receive the ARC forecast emails so they strongly advocate using a weather consultant.

Their watermaker did not work when the boat rolled heavily and the intake came clear of the water. In fact, this is quite a common complaint in the ARC and it is worth testing a new installation in similar conditions, if you can, before setting out.

They also noted that their eating habits altered. They weren’t seasick, but Christian says their tastes changed and they could tolerate porridge, rice cakes and soup “but not heavy food”.

Finally, the Lückings emphasise that, even with such an easy sailplan, “two is a very small crew. But we’d do the same again. The disadvantage is that there is no escape, and it is very tiring, so you should be good friends.”

The ARC was, Manuela Lücking remarks smiling broadly, “far more exciting than we expected.” As the slowest boat in fleet they certainly weren’t expecting any silverware, but they got some of that too. She holds up a large silver trophy the couple was awarded at the prizegiving, a special prize for humanitarian aid.

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Yachting World is the world’s leading magazine for bluewater cruisers and offshore sailors. Every month we have inspirational adventures and practical features to help you realise your sailing dreams.
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First look Aeolos P30: lightweight downwind flyer (1 Apr 2021, 7:51 am)

Rupert Holmes gets a first look at a new competitively-priced Aeolos P30. A lightweight boat which should offer stunning performance, particularly off the wind

The Aeolos P30 is a competitively priced, but very fast, ‘carbon fun rocket’ aimed at the market for single and double-handed offshore racing, plus inshore racing with a team of up to six people.

It was developed by Dubai-based German engineer Hans Genthe, a double winner of the massively popular Danish 140 mile single-handed Silverrudder race, sailing a Farr 280.

He has avoided compromising the key concept of a simple and very lightweight, yet robust, boat in order to satisfy the needs of specific rating rules, or to follow popular design trends. However, where it’s been possible to do so within his vision Genthe has optimised the Aeolos P30 for ORC. A heavier version, with a different keel, is also available for IRC.

The result is a lightweight boat with overall displacement little more than half that of some IRC yachts of similar size. Stunning performance, particularly off the wind, is therefore assured.

Aeolos P30 design is optimised for sailing in the Baltic and on the UK south coast

The Aeolos P30 has been optimised for short and medium distance racing in 12 to 14 knots of wind. The thinking behind this decision is that this wind range represents the conditions most frequently encountered in the Baltic and on the south coast of the UK.

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CFD analysis showed the optimal configuration for these conditions to be a single rudder, plus a canoe body with minimal wetted surface area. Even so, the hull shape features many of the characteristics we’ve come to expect in today’s yachts, including a reverse bow and chined topsides.

However, overall the Aeolos P30 is a radically different and more slender shape, with proportionately narrower forward sections and less volume aft.

Easy transportation by road was also part of Genthe’s thinking, so the boat has a retractable keel and the two-part carbon mast can be stepped without a crane.

In common with the theme of simplicity, auxiliary propulsion is via an electric drive, or small outboard motor mounted in a midships well that can be closed off to leave a fair underwater profile.


LOA: 9.14m / 30ft 0in
Beam: 2.91m / 9ft 6in
Draught: 2.20m / 7ft 2in
Light displacement: 1,550kg / 3,420lb
Ballast: 800kg 1,760lb /
Price: ex VAT €84,000

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Marine electronics: the latest new gear for 2021 (31 Mar 2021, 8:08 am)

Rupert Holmes takes a look at some of the lates marine electronics to hit the market in 2021.

It seems every year the technology available to sailors is improving and broadening and 2021 is already delivering innovative new marine electronics from radical new ideas to improvements on well-known technology.

Extra wide 210D chartplotter has two 10in screens working together in one unit

A new Model for marine electronics?

A possible taste of the future, with the potential to fundamentally change our long-term relationship with marine electronics, is offered by Finnish company Next Four.

Historically we’ve been accustomed to new yachts being fitted with equipment from one of the big marine electronics brands – Raymarine, Navico (including B&G), Garmin and so on.

However, Next Four’s Q Experience range is intended to form a single integrated system that can be customised by boatbuilders to offer exactly what they believe will best suit each of their models.

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This customisation can include specific screen layouts and datasets, as well as the boat manufacturer’s own branding. In this respect the concept has more in common with cars than marine.

Other than very high-end systems, such as the Harman/Kardon or Bowers & Wilkins audio systems offered as options by BMW, we’re no longer routinely accustomed to seeing third party branded equipment in our cars.

Q Display 2 Series 16in MFD

The Q Experience system consists of three key elements – Q Panel touch screen displays in 10in, 16in and ultra-wide screen formats, a remote control unit, digital switching system and mobile app.

There’s also integrated boat guard monitoring and antitheft functionality that connects to 4G networks, plus remote heater operation.

It therefore offers the potential for a streamlined and integrated approach covering both navigation and the operation of every element of the boat’s systems.

Traditionalists may argue that the lack of conventional 4in instrument displays is a weakness. However, these are increasingly anachronistic – if I was equipping a yacht from scratch today, whether as a new build or a refit, I’d most likely opt instead for the flexibility of small MFD displays to display instrument data.

Q Experience Remote

Adoption has initially been from builders of motorboats, but it’s surely only a matter of time before we see this offered on new sailing yachts. CEO Niklas Ohman says pricing is “quite competitive” compared to the company’s larger competitors. He also points out that system has been designed to streamline the installation process, thus reducing labour costs for both boat builders and retro-fit customers.

Price: TBC.

Big format display

Lymington based A+T Instruments has been gradually making ever-larger inroads into the market for electronics on large cruising yachts and raceboats.

A few years ago the company’s growth was spurred by the development of new products that would interface with legacy B&G systems, enabling owners to update their electronics, or replace defective elements, without an expensive whole new installation.

Since then, A+T has expanded its range to include powerful processors and its own displays.

The BFD (big format display) is a top-notch unit that embraces the ongoing trend towards super large full-colour displays for instrument data.

The 12in screen has the same format as traditional 40/40 displays, so existing mast brackets can be used, but digits are 50% larger.

It can be mounted in either landscape or portrait orientations, can be read from any angle while wearing polarising glasses, and will operate with a unit temperature of up to 70˚C.

Network connection options include Ethernet, plus B&G Fastnet and N2K for legacy systems.

The display is intended to be the toughest and brightest available. Testing included 12 months of continuous operation in a water tank.

Price: £5,310.

High Capacity Powerpack

Pocket-sized lithium ion power packs for topping up mobile phones and even laptops are commonplace and can at times be extremely useful, but most have limited capacity.

By contrast, this larger product takes the concept to its ultimate limit, offering a very high capacity battery, plus multiple AC, DC and USB outputs, as well as provision for easy recharging via solar panel.

The battery pack is rated at 1,010Wh. For comparison, current generation MacBook Pros have 58Wh or 100Wh batteries. There are twin 240V AC outlets, with a 1kW maximum output (2kW surge), plus several USB and 12V outlets.

Recharging is via either 240V AC or 12V DC supplies. The unit also includes an MPPT solar charge regulator so it can be connected directly to a boat’s solar array.

The case, which is waterproof to IP65, also includes space for an optional 80W solar panel.

For yachts venturing long distances this promises resilience in a 12.5kg box. In the event of a catastrophic failure of the ship’s power, the pack would suffice to keep a base level of essential LED lighting, navigation and communications equipment, including satellite phones, running for extended periods.

Price: US$999.

Genset alternative

Off-grid power specialist WhisperPower has launched a battery-based alternative to a conventional 240V generator.

The OctoPower 3 marries a 5kWh lithium ion battery to a built-in 3,000W inverter, 90-265V battery charger and 50-1,000W solar charge regulator.

It’s aimed at weekenders who don’t want shorepower during overnight stops, but can re-charge the unit back at their home berth.

Price: £8,480.

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MW40OF first look: An easy to look after, marina friendly foiler (30 Mar 2021, 7:53 am)

The MW40OF is an exciting new foiling design aimed at crewed offshore racing and the designers claim she will be marina friendly and fairly hassle free. Rupert Holmes reports.

History tells us that unfamiliar Argentine names in yacht design are not to be underestimated and if the drawing of the new MW40OF is anything to go by, you can see why.

The country has produced many of the world’s most successful naval architects, including Javier Soto Acebal, Juan Kouyoumdjian and three generations of the Frèrs family.

Less well known, at least to date, are Laureano Marquinez and Nahuel Wilson. They set up their own practice five years ago after working on world-class projects for both Acebal and Juan K.

Significantly, the pair are also responsible for the Persico 69F foiling monohull. Many of the lessons gained from refining that design have gone into this full-foiling 40ft offshore racer. It’s envisaged as a custom yacht that will kick start a new generation of coastal/offshore racing designs.

“We think there are many sailors who’d be enthusiastic about the idea of stepping up into foiling with fully crewed boats in long-distance races,” Marquinez explains, “particularly if the boats are manageable and sufficiently easy to make the learning curve for foiling a fun process.”

Safety and simplicity are therefore fundamental driving factors behind the concept, so the designers haven’t produced a boat capable of foiling tacks and gybes. However, it is a full-flying set-up, including T-foils on the rudders, rather than the foil-assisted set-up adopted by designs such as the Figaro 3.

Initial studies show 12 knots of true wind speed as being sufficient for take off, with 15 knots enough for upwind foiling at wide wind angles.

Article continues below…

It’s anticipated the MW40OF will be sailed by a crew of five, although Marquinez says it could be adapted for double-handed racing as well.

A further key requirement was for the boat to be as easy as possible to look after, bearing in mind the extra complication of the foils, and marina friendly without recourse to enormous fenders.

The foils are therefore of a circular section and can be fully retracted. This also helps minimise wetted surface when sailing in displacement mode in light airs.

When will the first MW40OF be afloat? Marquinez says they are in currently discussion with a number of potential owners and are at the stage of getting quotes for build costs.


LOA: 12.20m / 40ft 0in
Beam: 4.10m / 13ft 6in
Draught: 3.00m / 9ft 10in
Sail area: 120m2 / 1,290ft2
Displacement: 4,500kg / 9,921lb
Price: POA

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Yachting World is the world’s leading magazine for bluewater cruisers and offshore sailors. Every month we have inspirational adventures and practical features to help you realise your sailing dreams.
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