The main philosophy for the project was to create a Mega Cruising Yacht that would be outstanding in performance, styling and technology.
One of the key factors that influenced a Mega Yacht's performance and handling characteristics is the displacement. The target displacement for this project was half of what is "normal" for the size of this yacht. The only way to achieve that is to use high technology and the best materials available, plus also develop a keel design with an ample sailing draft but with possibilities to reduce the keel draft to access harbors. This, plus the task of building a pleasant interior including raised panels was a challenge and inspiration to everybody involved.
One important factor in a project like this is a very good and close co-operation between naval architect, interior designer stylist and the boat yard. Based on the experience so far we are confident that the "team" that was involved in this project was second to none.
Together with the owners, naval architect judel/vrolijk & co and interior designer John Munford plus our own in-house design team, R&J Design we made this project something really outstanding.
Designers' Comments
judel/vrolijk & co
John Munford
judel/vrolijk & co
Before we started to design the preliminary drawings for this project, we decided to investigate the design parameters for such a big performance cruiser. The concept for this boat was to find the optimum numbers for a high performance cruiser combined with zero compromise for comfort.
This was not an easy task and we had to do our homework first. The main speed factors to consider were the sailarea, length, hull shape, draft, weight and stability.
We were aware that a yacht of this size would have all the necessary systems on board like Water makers. Generators, Air conditioners, Hydraulics, Tenders etc. Therefore we started with a very accurate weight study for this part and looked into the possibilities to reduce weight where possible and also into ways to simplify the systems.
Now that we had fixed the weight and C.G. for this part, the next study was to decide on the construction method. Baltic Yachts have always been on the leading end of technology and would be able to build the most exotic construction. We had to balance the weight advantage against cost and performance and come up with a construction that was better than most yachts built in composite materials. Together with Baltic Yachts we decided to go for a sandwich cored hull with outside skins of mainly of Aramid (Kevlar) fibers and an inside skin of carbon fiber. As core material foam and balsa core was to be used depending on the loads in different areas. The inside structure was to be in a carbon composite. Also for the interior high tech composite was to be used in areas where it would result in saving weight. After this study the basic weights were fixed, apart from the deck gear, mast, rigging, and ballast.
The next study was to decide on the hull shape versus performance. We did an extensive study with the help of CFD programs to evaluate the performance of such a yacht. We did several runs comparing the different concepts that would be possible in combination with a Beam-Length study.
First of all, we had the restrictions of depth, hence we had to look into different options. The first alternative was a shallow keel with a high displacement and high sailarea for which the upwind performance could be optimized with a lifting board integrated in the Bulb/Fin geometry.
The second concept was a swinging or lifting keel with a draft limitation because of the structural or interior layouts. And the third one was a swinging keel configuration. In the end we had at least 100 different configurations that we had to evaluate with the help of our in-house VPP and CFD programs.
Before we decided on the final numbers and concept we had to decide together with the owners and the captain for which conditions the concept should be optimized. Many questions had to be answered, like where the boat will sail in the next years. What time of the year will the boat be where?
How much heel will be acceptable for such a big yacht? Is the sail area a limitation on sail area?
How big will the crew need to be for maneuvering the yacht? What will be the full and half load conditions? All these answers together gave us a matrix by which we could then finally decide on a concept that would fulfill most of the owner's wishes.
The final concept is a lifting keel configuration with minimum draft of 3.5 meters and when the keel is fully down the draft will be 5.85 meters. The lead bulb will be approximately 50 tons and the board will be founded out of high tensile steel. This concept will have a very high stability in combination with a small wetted surface. Compared to other yachts in the same size the displacement will be at least 20 tons less with more or less the same sailarea. We are aware that such an arrangement with a lifting keel will need a very solid construction, but with the help of SP technologies that are performing the structural studies and are also running FEM models, we are convinced that the yard will come up with a 100 per cent reliable solution.
The sailplan is very much in line with our resent thinking and has a non-overlapping 110% Jib and smaller furling Jib on an inner stay which 50% of the area of the big one. It is also intended to test a big furling Code zero genneker for very light reaching conditions. The mainsail area is relatively big and will have a furling boom system, this way the sailarea can be reduced depending on the conditions.
The performance of the yacht will reach new standards and the handling is comfortable. For a yacht with such high comfort, the sailing will be a real challenge. The owners intend to sail this boat all around the world in different stages and we are convinced that they will not be disappointed.
John Munford did the interior design and layout in co-operation with the Baltic Yachts design team. The arrangement has a big deckhouse with salon and U-sofa within the raised cabin, this gives a very open feeling. A mock-up of the interior was built by Baltic Yachts and was a big help to make the final adjustments to the interior, especially in the two level area, because the cabin height should be minimum. The final solution came out very well and we made sure that the helmsman could see the stem of the boat looking over the cabin.
The styling of the exterior and hull is called "Timeless" within our group. Even after 10 years this yacht will still be beautiful and not outdated. In combination with a love for detail of Baltic Yachts and the interior of John Munford Design this yacht is a real eye catcher.
INTERIOR STYLIST'S COMMENTS
John Munford
This powerful 42m sloop designed by Judel/Vrolijk is built at Baltic Yachts for a very experienced consortium requiring speed and comfort. John Munford Design was delighted to be involved with such well proven naval architects and builders where performance and exacting lightweight construction and style are the ultimate goals.
The interior is simply, classically styled with mahogany raised and fielded paneling and detailed cabinetry embodying the functions and comforts of the yacht. The interior reflects light, warmth and detail surrounding the practicalities of the accommodation and emitting a spacious airiness of the mezzanine decked saloon. The raised navigation and casual dining area give ideal panoramic views, whereas the forward lowered area gives a lofty cosseted environment for dining and relaxed seating. The lower deck aft contains the owner's suite together with a twin guest cabin and captain's cabin with a navigation area having close access to the helm. Forward of the saloon the double and twin guest cabin are cleverly integrated giving separation to the four crew and galley forward.
This is a stylish yachtsman's yacht for powerful sailing with the family.
Specs
L.O.A.
42.926 m
140.83 ft
D.W.L.
35.750 m
117.29 ft
BEAM
8.340 m
27.36 ft
DRAFT
5.850 / 3.500 m
19.19 / 11.48 ft
DRAFT CANOE
1.370 m
4.49 ft
DISPLACEMENT LIGHT
151.700 kg
334,441 lb
DISPLACEMENT LOADED
164.900 kg
363,542 lb
BALLAST
56.370 kg
124,275 lb
IG
49.050 m
160.92 ft
J
15.142 m
49.68 ft
J1
10.090 m
33.10 ft
P
46.200 m
151.57 ft
E
15.750 m
51.67 ft
ConstructionHULL
Sandwich construction. Built using high-modulus pre-preg Carbon fibres and pre-preg Aramide fibres in the outside skins for added impact recistance. End grain Balsa and Core-Cell foam core. Cured under vacuum and high temperature, 85 °C (185 °F) for 24 hours.
KEEL
Lifting. Stainless steel fin with a lead bulb.
STEERING SYSTEM
Carbon fibre rudder blade and rudder shaft.
DECK
Sandwich construction. Built using high-modulus pre-preg Carbon fibres. Nomex honeycomb used as sandwich material. Cured under vacuum and high temperature, 85 °C (185 °F) for 24 hours. Pilot house.
INTERIOR
Structural bulkheads in pre-preg Carbon fibre laminates. Vacuum bagged and post cured at 90°C temperature for maximum strength and durability. Wood on the panels and frames is natural Honduras Mahogany.
Equipment
TRANSOM HATCH
Opening transom. Hydraulic hatch/platform including dinghy storage, swimming ladder etc.
DECK GEAR
Rondal hydraulic winch system including 8 pcs line management winches. Pulpit and pushpit and other hardware are polished stainless steel.
FUEL TANKS
9,000 l (2,378 gal). Range at cruising speed 3,000 NM
WATER TANKS
3,800 l (1,057 gal)
WATERMAKERS
MT 5500 SRH/400
Capacity: 225 l/h (60 gal/h)
MT 15 TSRH/400
Capacity: 550 l/h (145 gal/h)
AIR-CONDITIONING SYSTEM
Capacity to handle all cabins, salon and pilothouse.
SEWAGE TRETMENT
A "Super Mini" sewage treatment unit designed for 12 persons.
MAIN ENGINE
CAT 3412E DITTA V12 Marine Diesel. 1,000 hp (750 kW) at 2,100 rpm.
GEAR BOX
Reduction gear box ZF 2550A 2.92:1
PROPELLER
Four-blade CPP propeller with a dia of 1,250 mm, type Skew Back RH.
CRUISING SPEED
13 knots
MAST AND RIGGING
Masthead rig with running backstays and five spreaders. In-Boom-Furling mainsail system. Carbon fibre mast and boom. Navtec rod rigging and hydraulics.
SAIL AREA
Main 440 m2, Jib 330 m2
SPEED UNDER SAIL
15 knots
HYDRAULIC SYSTEM
Mannesmann Rexroth PTO pumps on the main engine and on the generators. Additional 2 — 3 DC motors 5 kW are installed on the Rexroth hydraulic power pack.
BOW THRUSTER
Max Power 600 series, retractable. Driven by hydraulic pumps installed on the main engine and the generators.
STERN THRUSTER
Max Power 450 series, retractable. Driven by hydraulic pumps installed on the main engine and generators.
AC SYSTEM
Custom made high voltage electrical system for 220 V 50 Hz powered from shore connection, from generators and from two DC/AC inverters (approx 5 kW each).
GENERATORS
Northern Lights MP445D. 33 kW, 220 V/AC, 3 phase 50 Hz.
Northern Lights MP445H. 55 kW, 220 V/AC, 3 phase 50 Hz.
Both units are synchronized together.
TENDER
Ribtec, 5.70m LOA, Steyr 164 hp
Design
NAVAL ARCHITECT
Judel and Vrolijk
INTERIOR DESIGN
John Munford
STRUCTURAL ENGINEERING
SP-Technologies / R&J Design
NOISE INSULATION ENG.
J&A Enterprises
DECK DESIGN R & J Design / Baltic Yachts
CLASSIFICATION
DNV 1A1 HSLC RO
The main philosophy for the project was to create a Mega Cruising Yacht that would be outstanding in performance, styling and technology.
One of the key factors that influenced a Mega Yacht's performance and handling characteristics is the displacement. The target displacement for this project was half of what is "normal" for the size of this yacht. The only way to achieve that is to use high technology and the best materials available, plus also develop a keel design with an ample sailing draft but with possibilities to reduce the keel draft to access harbors. This, plus the task of building a pleasant interior including raised panels was a challenge and inspiration to everybody involved.
One important factor in a project like this is a very good and close co-operation between naval architect, interior designer stylist and the boat yard. Based on the experience so far we are confident that the "team" that was involved in this project was second to none.
Together with the owners, naval architect judel/vrolijk & co and interior designer John Munford plus our own in-house design team, R&J Design we made this project something really outstanding.
Designers' Comments
judel/vrolijk & co
John Munford
judel/vrolijk & co
Before we started to design the preliminary drawings for this project, we decided to investigate the design parameters for such a big performance cruiser. The concept for this boat was to find the optimum numbers for a high performance cruiser combined with zero compromise for comfort.
This was not an easy task and we had to do our homework first. The main speed factors to consider were the sailarea, length, hull shape, draft, weight and stability.
We were aware that a yacht of this size would have all the necessary systems on board like Water makers. Generators, Air conditioners, Hydraulics, Tenders etc. Therefore we started with a very accurate weight study for this part and looked into the possibilities to reduce weight where possible and also into ways to simplify the systems.
Now that we had fixed the weight and C.G. for this part, the next study was to decide on the construction method. Baltic Yachts have always been on the leading end of technology and would be able to build the most exotic construction. We had to balance the weight advantage against cost and performance and come up with a construction that was better than most yachts built in composite materials. Together with Baltic Yachts we decided to go for a sandwich cored hull with outside skins of mainly of Aramid (Kevlar) fibers and an inside skin of carbon fiber. As core material foam and balsa core was to be used depending on the loads in different areas. The inside structure was to be in a carbon composite. Also for the interior high tech composite was to be used in areas where it would result in saving weight. After this study the basic weights were fixed, apart from the deck gear, mast, rigging, and ballast.
The next study was to decide on the hull shape versus performance. We did an extensive study with the help of CFD programs to evaluate the performance of such a yacht. We did several runs comparing the different concepts that would be possible in combination with a Beam-Length study.
First of all, we had the restrictions of depth, hence we had to look into different options. The first alternative was a shallow keel with a high displacement and high sailarea for which the upwind performance could be optimized with a lifting board integrated in the Bulb/Fin geometry.
The second concept was a swinging or lifting keel with a draft limitation because of the structural or interior layouts. And the third one was a swinging keel configuration. In the end we had at least 100 different configurations that we had to evaluate with the help of our in-house VPP and CFD programs.
Before we decided on the final numbers and concept we had to decide together with the owners and the captain for which conditions the concept should be optimized. Many questions had to be answered, like where the boat will sail in the next years. What time of the year will the boat be where?
How much heel will be acceptable for such a big yacht? Is the sail area a limitation on sail area?
How big will the crew need to be for maneuvering the yacht? What will be the full and half load conditions? All these answers together gave us a matrix by which we could then finally decide on a concept that would fulfill most of the owner's wishes.
The final concept is a lifting keel configuration with minimum draft of 3.5 meters and when the keel is fully down the draft will be 5.85 meters. The lead bulb will be approximately 50 tons and the board will be founded out of high tensile steel. This concept will have a very high stability in combination with a small wetted surface. Compared to other yachts in the same size the displacement will be at least 20 tons less with more or less the same sailarea. We are aware that such an arrangement with a lifting keel will need a very solid construction, but with the help of SP technologies that are performing the structural studies and are also running FEM models, we are convinced that the yard will come up with a 100 per cent reliable solution.
The sailplan is very much in line with our resent thinking and has a non-overlapping 110% Jib and smaller furling Jib on an inner stay which 50% of the area of the big one. It is also intended to test a big furling Code zero genneker for very light reaching conditions. The mainsail area is relatively big and will have a furling boom system, this way the sailarea can be reduced depending on the conditions.
The performance of the yacht will reach new standards and the handling is comfortable. For a yacht with such high comfort, the sailing will be a real challenge. The owners intend to sail this boat all around the world in different stages and we are convinced that they will not be disappointed.
John Munford did the interior design and layout in co-operation with the Baltic Yachts design team. The arrangement has a big deckhouse with salon and U-sofa within the raised cabin, this gives a very open feeling. A mock-up of the interior was built by Baltic Yachts and was a big help to make the final adjustments to the interior, especially in the two level area, because the cabin height should be minimum. The final solution came out very well and we made sure that the helmsman could see the stem of the boat looking over the cabin.
The styling of the exterior and hull is called "Timeless" within our group. Even after 10 years this yacht will still be beautiful and not outdated. In combination with a love for detail of Baltic Yachts and the interior of John Munford Design this yacht is a real eye catcher.
INTERIOR STYLIST'S COMMENTS
John Munford
This powerful 42m sloop designed by Judel/Vrolijk is built at Baltic Yachts for a very experienced consortium requiring speed and comfort. John Munford Design was delighted to be involved with such well proven naval architects and builders where performance and exacting lightweight construction and style are the ultimate goals.
The interior is simply, classically styled with mahogany raised and fielded paneling and detailed cabinetry embodying the functions and comforts of the yacht. The interior reflects light, warmth and detail surrounding the practicalities of the accommodation and emitting a spacious airiness of the mezzanine decked saloon. The raised navigation and casual dining area give ideal panoramic views, whereas the forward lowered area gives a lofty cosseted environment for dining and relaxed seating. The lower deck aft contains the owner's suite together with a twin guest cabin and captain's cabin with a navigation area having close access to the helm. Forward of the saloon the double and twin guest cabin are cleverly integrated giving separation to the four crew and galley forward.
This is a stylish yachtsman's yacht for powerful sailing with the family.
Specs
L.O.A.
42.926 m
140.83 ft
D.W.L.
35.750 m
117.29 ft
BEAM
8.340 m
27.36 ft
DRAFT
5.850 / 3.500 m
19.19 / 11.48 ft
DRAFT CANOE
1.370 m
4.49 ft
DISPLACEMENT LIGHT
151.700 kg
334,441 lb
DISPLACEMENT LOADED
164.900 kg
363,542 lb
BALLAST
56.370 kg
124,275 lb
IG
49.050 m
160.92 ft
J
15.142 m
49.68 ft
J1
10.090 m
33.10 ft
P
46.200 m
151.57 ft
E
15.750 m
51.67 ft
ConstructionHULL
Sandwich construction. Built using high-modulus pre-preg Carbon fibres and pre-preg Aramide fibres in the outside skins for added impact recistance. End grain Balsa and Core-Cell foam core. Cured under vacuum and high temperature, 85 °C (185 °F) for 24 hours.
KEEL
Lifting. Stainless steel fin with a lead bulb.
STEERING SYSTEM
Carbon fibre rudder blade and rudder shaft.
DECK
Sandwich construction. Built using high-modulus pre-preg Carbon fibres. Nomex honeycomb used as sandwich material. Cured under vacuum and high temperature, 85 °C (185 °F) for 24 hours. Pilot house.
INTERIOR
Structural bulkheads in pre-preg Carbon fibre laminates. Vacuum bagged and post cured at 90°C temperature for maximum strength and durability. Wood on the panels and frames is natural Honduras Mahogany.
Equipment
TRANSOM HATCH
Opening transom. Hydraulic hatch/platform including dinghy storage, swimming ladder etc.
DECK GEAR
Rondal hydraulic winch system including 8 pcs line management winches. Pulpit and pushpit and other hardware are polished stainless steel.
FUEL TANKS
9,000 l (2,378 gal). Range at cruising speed 3,000 NM
WATER TANKS
3,800 l (1,057 gal)
WATERMAKERS
MT 5500 SRH/400
Capacity: 225 l/h (60 gal/h)
MT 15 TSRH/400
Capacity: 550 l/h (145 gal/h)
AIR-CONDITIONING SYSTEM
Capacity to handle all cabins, salon and pilothouse.
SEWAGE TRETMENT
A "Super Mini" sewage treatment unit designed for 12 persons.
MAIN ENGINE
CAT 3412E DITTA V12 Marine Diesel. 1,000 hp (750 kW) at 2,100 rpm.
GEAR BOX
Reduction gear box ZF 2550A 2.92:1
PROPELLER
Four-blade CPP propeller with a dia of 1,250 mm, type Skew Back RH.
CRUISING SPEED
13 knots
MAST AND RIGGING
Masthead rig with running backstays and five spreaders. In-Boom-Furling mainsail system. Carbon fibre mast and boom. Navtec rod rigging and hydraulics.
SAIL AREA
Main 440 m2, Jib 330 m2
SPEED UNDER SAIL
15 knots
HYDRAULIC SYSTEM
Mannesmann Rexroth PTO pumps on the main engine and on the generators. Additional 2 — 3 DC motors 5 kW are installed on the Rexroth hydraulic power pack.
BOW THRUSTER
Max Power 600 series, retractable. Driven by hydraulic pumps installed on the main engine and the generators.
STERN THRUSTER
Max Power 450 series, retractable. Driven by hydraulic pumps installed on the main engine and generators.
AC SYSTEM
Custom made high voltage electrical system for 220 V 50 Hz powered from shore connection, from generators and from two DC/AC inverters (approx 5 kW each).
GENERATORS
Northern Lights MP445D. 33 kW, 220 V/AC, 3 phase 50 Hz.
Northern Lights MP445H. 55 kW, 220 V/AC, 3 phase 50 Hz.
Both units are synchronized together.
TENDER
Ribtec, 5.70m LOA, Steyr 164 hp
Design
NAVAL ARCHITECT
Judel and Vrolijk
INTERIOR DESIGN
John Munford
STRUCTURAL ENGINEERING
SP-Technologies / R&J Design
NOISE INSULATION ENG.
J&A Enterprises
DECK DESIGN R & J Design / Baltic Yachts
CLASSIFICATION
DNV 1A1 HSLC RO
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