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From Solar-Powered Catamarans to Giant Sailing Yachts: The 12 Most Innovative Boats on the High Seas

These yachts are shaping the future of luxury boating., julia zaltzman, julia zaltzman's most recent stories.

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Yachts that make you look twice. That’s what our round-up of future-forward superyachts on the water today make us do. From aft decks dedicated to the ultimate helipad to silent hybrid cruisers, and even optical illusion design, it’s a rubbernecker’s paradise of top notch amenities and visionary thinking all rolled up into one dynamic yacht package. Whether you’re a salty sailor at heart or keen on speed machines, here we identify eight innovative vessels that will make you want to hop aboard without a second thought.

Feadship 312-foot ‘Bliss’

Launched in May 2021, Bliss has the Dutch shipyard’s all-new hybrid propulsion system. Designed and engineered in partnership with De Voogt Naval Architects, the diesel-electric hybrid system is paired with Polar Code compliance, meaning guests can cruise the more sensitive Polar regions with greater efficiency and as light a footprint as possible. Welcoming nine guests in an interior designed by Remi Tessier, the 312-foot world traveler packs true go-anywhere capabilities, along with a gym, wellness space, a pool and a convertible helideck.

Royal Huisman’s 184-Foot Sailing Yacht ‘Aquarius’

When design simplicity meets cutting-edge technology, the result is 184-foot ketch Aquarius . Built for an owner who likes to race and explore in equal measure, the Royal Huisman sailing yacht shows how performance and classic design do not have to be mutually exclusive. Fast yet easy to sail, Aquarius has a ketch rig developed in collaboration by the yard, its sister company Rondal, and Dykstra Naval Architects. She pairs 9,843-square-feet of sails with the latest in navigational aids to be a world explorer. Classic teak decking and good seakeeping qualities make her a true sailor’s yacht.

Heesen 262-foot ‘Galactica’

The 262-foot Galactica, built by Dutch shipyard Heesen in 2022, rewrites the rules of engineering. The owner’s brief requested fast and big, which led to an all-aluminum build to keep weight down and achieve speeds close to 30 knots, and a newly patented “backbone” for strength and rigidity. Developed in partnership with Dutch hydrodynamicists Van Oossanen, Galactica ’s fast displacement platform is created using two long, flat metal plates that are joined together by a vertical plate in the middle. This prevents the hull from flexing in water. Four MTU engines deliver 19,000-hp, and the addition of a fully-certified helipad means no place is off limits.

Ulstein Verft’s 290-Foot Motor Yacht ‘Olivia O’

Olivia O is a yacht that means business. Robust in every way, she is owned by a commercial shipping magnate with a love for industrial boats. Built by Norwegian shipyard Ulstein Verft Olivia O ’s rustic appeal is exemplified by the use of metal in the Espen Øino-designed interior, from windows with steel borders to corridors with painted metal ceilings. On water, she is defined by Ulstein’s trademarked X-Bow, which was originally designed for use on offshore vessels. Olivia O is the first yacht to ever feature it. Launched in 2020, she bridges the gap between luxury superyacht and authentic rugged explorer.

Oceanco’s 350-Foot Sailing Yacht ‘Black Pearl’

Scooping the top spot for largest DynaRig sailing yacht in the world, Black Pearl is designed by Nuvolari Lenard (assisted by Villate Design). A tri-deck sailing yacht, she boasts three revolutionary 70m DynaRig carbon masts and a sailing system designed by Dykstra Naval Architects. What’s more impressive is that all 2,900sqm of her black, highly distinctive sails can be set in a rapid seven minutes, and all at the push of a button. Her hybrid propulsion system, and other environmental onboard systems, such as waste heat recovery, propel her among a new generation of environmentally sustainable, and highly efficient vessels.

Benetti 351-foot ‘Lana’

One of the most exciting additions to the gigayacht club, Lana was built to discover the four corners of the globe. One of the largest yachts delivered by the Italian builder, Lana is powered by an unusual Rolls-Royce hybrid-electric propulsion, delivering fuel efficiency and long-range cruising. Delivered in 2020, she boasts a large pool on the sun deck that comes with its own heating system, meaning guests can enjoy a splash wherever she cruises. A waterside beach club with folding terraces creates a floating apartment at sea, equipped with a Hammam, massage room, and a dedicated professional therapist makes up one of the 33 full-time crew.

Bilgin 262-foot ‘Tatiana’

Launched in 2020, Tatiana the new flagship yacht from Bilgin Yachts heralded the arrival of cutting-edge, metal-hulled Turkish-built superyachts. With an internal volume of 1,689 gross tons—more than twice that of Bilgin’s previous flagship— Tatiana is defined by long overhangs and a sweeping sheer line penned by Unique Yacht Design. But it’s the 1,200-square-foot lower deck beach club with its two fold-down sea terraces that steal the limelight. The centerpiece is a 30-foot long, freshwater swimming pool. A second glass-bottomed pool on the main deck bathes the beach club below in dappled sunlight. When the shell doors are closed, guests can pamper themselves in the spa that enjoys a hammam, massage room and wet bar with a backlit floor.

Oceanco’s 360-Foot ‘Kaos’ (ex-‘Jubilee’)

The mighty motor yacht Kaos , formerly known as Jubilee , was built by Dutch shipyard Oceanco. For her Moscow-born exterior designer Igor Lobanov, she represents the need to always have faith in your own vision. Topping both length and volume records in the Netherlands at the time of her launch, Kaos’s layered double decks—the very thing that originally put so many people off the concept—are, for Lobanov, the key to the design’s success. “When you’re travelling on a small tender it gives the scale of a bigger yacht, but as you get closer to the yacht you realize her actual size. That’s what we wanted to achieve. We wanted it to be a design trick.” The illusion has been created with smoked glass panels between the decks that run the length of the superstructure and areas of teak decking inaccessible to guests, but which from a distance look like genuine deck spaces. Perfection.

Nobiskrug’s 262-Foot ‘Artefact’

Renowned for a truly striking exterior before she had even hit water, Artefact is the latest launch from German shipyard Nobiskrug. Designed by Gregory C Marshall, she boasts an extensive use of both structural and decorative glass, and includes a number of new technological and engineering features to minimise its environmental impact. These include a large battery storage system which allows the boat to operate without internal combustion engines for a limited time. The biggest-volume 262-foot superyacht in the world, she is also among the first superyachts to meet IMO Tier III emissions regulations and features an innovative diesel-electric propulsion system developed with electric motor manufacturer ABB.

Sanlorenzo 112-foot SX112

As the flagship of Sanlorenzo’s SX crossover line, the premise of the 111.5-foot SX112 is to introduce a new way of living at sea. Described by the Italian builder as a “floating building,” the innovative design enhances guests’ onboard connectivity to the outdoors. It’s achieved by reducing barriers to the outside and closer indoor-outdoor connection. Greater emphasis has been placed on the stern, which has a spacious internal beach area with easy access to the water and beyond, and elsewhere, retractable terraces maximize the outside connection. Exterior designed by Zucccon International, the SX112 gifts superyacht living space typically found on a much larger yacht aboard a compact platform.

Sunreef 78.7-foot 80 Eco

Is there anything more responsible than an electric sailing yacht that creates renewable energy? We don’t think so. The Sunreef 80 Eco is a sustainable transatlantic catamaran that combines electric propulsion with superyacht living and reliable sailing performance. Designed for long offshore navigation, it even generates its own electricity while under sail via a hydro generation system. A total of 1,765-square-feet of ultra-lightweight composite-integrated solar panels are spread across the mast, boom, superstructure, Bimini and hull sides generating up to 32kWp. Inside, the 78.7-foot multihull enjoys living quarters and accommodation for up to 10 guests, thanks in part to a 38-foot beam. It’s like a luxury pied-à-terre on water.

McConaghy Boats’ 140-Foot Trimaran ‘Adastra’

Costing over $20 million to build when launched in 2012, the owner of this custom-built transatlantic trimaran—shipping magnate Antony Marden—has cruised the seven seas for seven years turning heads everywhere he goes. Adastra ’s space age design comes from the boards of British studio Shuttleworth Design and was built in China by McConaghy Boats. Her speedy and light-weight hull is made from a super-strong e-glass/Kevlar foam sandwich, while her superstructure is made up of carbon fiber with a lightweight Nomex honeycomb core. Currently for sale, she provides the rare opportunity to own a yacht with “amazing seaworthiness” and looks like nothing else out there right now.

This story was originally published on August 7, 2020. It has been updated to reflect the most innovative vessels on the water as of the current publishing date. 

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Practical Sailor Takes a Look at Trends in Modern Boat Design

Is the quest for speed and interior comfort trumping smart design in todays sailboats.

Practical Sailor editors have noticed the increasing tendency in newer-model sailboats to be ill-mannered in gusty conditions. Establishing balance between the sails and the hull is one of the main factors in quality boat design. For correct trim, many things must be considered: the ballast package location, the combined longitudinal center of gravity (LCG), and the longitudinal center of buoyancy. At the same time, to maintain a balanced helm, the keel must promote sufficient lead (the fore and aft distance between the center of effort and the center of lateral resistance). To highlight how these boat design principles play out, Practical Sailor looks at classic sailboats such as the Bill Shaw-designed Pearson 32, Ericson 41, Valiant 40, and Peterson 44, and compares their keel/sail ratios and lead values to more modern sailboat designs such as the Catalina, Hunter, Tartan, and Beneteau.

In the course of taking out boats for testing, Practical Sailor editors have observed an increased tendency for new-model sailboats to be ill-mannered in gusty conditions. We have been watching this trend for several years, and it seems to be becoming more usual than unusual.

In a typical situation, we will be sailing the test boat on the wind in 12 or so knots of breeze and everything is fine. Then, the breeze picks up to about 15 knots and the helm loads up. OK, thats to be expected, so we flatten the main, drop down the traveler, and that takes care of it.

Then we get a puff. Were already on the point of needing to reef, so in the puff, were overcanvassed. Instead of just heeling farther, the boat begins to round up. Fighting it with the helm is hard work, and easing the main so it luffs doesn’t help much.

Photo by Ralph Naranjo

We take in a reef, which usually means we roll in a bit of the jib or a bit of the main, or both, and the helm lightens up. We trim to the new wind and sail along, a bit slower now in the light spots, but then the next gust comes along, and the helm immediately loads up again.

In the worst case weve experienced, the boat rounded up so quickly that it tacked, even though the helm was hard over in the opposite direction. To prove that wasnt a fluke caused by a temporary diversion into a parallel universe, it did the same thing on the other tack.

Practical Sailor editors are old enough to remember a generation of cruising boats that didnt behave in this manner. For sure, there have always been twitchy boats, but most, when hit by a gust, would heel a little more, put some pressure on the wheel or tiller, and once the boat picked up speed, the pressure would come right off. A boat like that will sail for a long time with a loose lashing on the helm.

So, where does this bad habit come from? Several trends in modern cruising yacht design can share the blame. One of them is builders inclination to tilt their designs toward the performance end of the cruisers spectrum. Many recent and current cruising boats, if suitably fitted out with racing sails and the hardware and software to tweak them, could put up an impressive show on the race course.

The sensitivity to trim that accompanies such potential isn’t always suited to cruising shorthanded or with a family, when balance and good manners are key both to enjoyment and, to a degree, safety.

Establishing Balance

Many factors contribute to the balance of a sailboat. The obvious and principal pair are the sails and the hull. When working up a new design, the architect develops these in close association, but both are in turn influenced by other aspects of the boats design as it evolves.

In the standard approach, the designer works up preliminary drawings to express the basic requirements of the design brief, which normally include a desired length, displacement, cabin arrangement, and sailplan to provide the desired performance.

He then sketches out the hull lines (the matrix of contours that define its three-dimensional shape and its volume) to enclose the interior and meet expressed performance goals. The preliminary lines also serve as a basis on which to perform a number of calculations, one of them being the location of the center of buoyancy (CB).

With everything roughed out, the designer then “weighs” every item that will go into the complete boat, from the hull laminate to the toothbrush holder, but excluding the ballast. He combines these weights and their locations on the three axes, X, Y, and Z, to calculate the center of gravity (CG) of the whole package. Computer programs have helped to speed up this process and make volume calculations more accurate, but the process hasn’t changed much.

For the boat to float on its desired lines, the ballast package must then be designed and located to bring the combined longitudinal CG (LCG) of hull and ballast to the same fore-and-aft location as the CB (LCB). Once everything has been resolved satisfactorily, the designer can finalize the lines, carry out the necessary calculations, and establish shape and locations for the keel and the sailplan.

On most boats of current design, the ballast also constitutes the fin keel, and in that role, its location determines the center of lateral resistance (CLR), which in conjunction with the center of effort (CE) of the sailplan, influences how the boat balances under sail.

Even as boat design procedures have evolved from three-dimensional modeling using half hulls, through two-dimensional modeling using pen on vellum, to three-dimensional virtual modeling on computers, the fundamental principles have remained constant. One of the fundamental values used for predicting the proclivities of a boats helm is the dimension termed “lead.” Lead, pronounced “leed,” is the fore and aft distance between the CE and the CLR, expressed as a percentage of the waterline length (DWL).

“Skenes Elements of Yacht Design,” as revised by Francis S. Kinney, and other references for yacht design provide rules of thumb for calculating lead from the sailplan and the hull profile. (See illustration above).

Looking at the diagram, its easy to see how lead is an elusive quantity. First of all, no boat sails with the sailplan as shown-the sails are never flat and on centerline. The traditional range for lead places the CE forward of the CLR by 14 to 19 percent of DWL. This value is lifted from “Skenes,” for years the first reference for any designer. Since that book was written and updated, hull forms have changed, and with them, optimum values for lead.

On designs with fin keels, lead is often calculated with reference to the keel alone. One feature remains constant whatever the design. Moving the centers closer together-reducing lead-increases the tendency to weather helm. Moving them apart reduces that tendency. If the lead is too great, the result may be lee helm, which is generally considered undesirable-and is in fact, rare.

In Kinneys prime years, the 1960s to the 1980s, the basic working sailplan of a sloop included a 150-percent genoa, which would have the effect of moving the CE closer to the CLR. Many designs today have headsails with short or even no overlap and very often a full-battened mainsail with lots of roach. The different aerodynamic characteristics of such rigs might well affect optimum lead, something which designers can only determine through experience. (If a boatbuilder offers an in-mast furling mainsail as an option, its effect on lead will differ from that of the “classic” sailboat.)

The effective CLR can also be very different from that calculated. On a deep-bodied, full-keel hull, that difference simply might be the difference between the geometric center and the center of hydrodynamic pressure of the whole profile.

A sharp bow with a pronounced “chin” might well move the effective CLR forward. On a modern, fin-keeled boat with a shallow, broad canoe body like that of a dinghy, the keel makes a proportionately larger contribution to lateral resistance, so the location of the keel will strongly influence where that resistance operates.

Obviously the rudder, too, is part of the lateral plane, but if our objective is to sail with light to neutral pressure on the helm, under normal conditions, it should not be making a significant contribution to lateral resistance. Its role is to provide a means to change the boats direction and to compensate for the constant fluctuations in the forces applied to the boat in the normal course of sailing. A certain amount of pressure in the form of weather helm helps by providing positive feedback to the helmsman on the state of balance. That said, on many racing hulls, the rudder is designed to contribute lift and has an active role in driving the boat to windward. (It is worth noting that those wide-bodied race boats also tend to have twin rudders.)

Then and Now

Even in the age of computer modeling, yacht design remains a series of compromises. At the moment, it seems the pendulum has swung to a point where high-volume, wide-beam shapes dominate. With them come large rigs to overcome skin drag and its negative effect in light air. As a result, theres a need to sail the vessel as flat as possible or suffer the consequences.

The sailplan and outboard profiles of boats from different eras represent the shift in yacht design that has occurred during recent decades. The modern boats have longer proportional waterlines, indicating higher potential speed. It also means that the boats immersed volume, or displacement, has been distributed over a greater length.

Given two boats of similar displacement like the classic Pearson 32 and the modern Tartan 3400 (above), the Tartan winds up with a shallower canoe body. This also contributes to its being potentially faster and, if both boats had the same draft, would give the keel a slight advantage in span, and therefore effectiveness to windward.

So far so good, but a shallower canoe body forces the cabin sole upward, especially if the belowdecks accommodations are to take full advantage of the wide beam favored in the modern hull. To achieve comparable headroom with its older counterpart, the cabintop has to go up, too, and to ensure sitting headroom on the settees under the sidedeck, so does the freeboard.

Ultimately, the whole deck moves upward. To ensure the boom doesn’t sweep everybody out of the cockpit during an unplanned jibe, the boom too goes up. If sail area is not to be compromised, the entire mainsail goes up, and with it, its center of effort. The bigger the boat, the less pronounced these differences become as the proportions become more relaxed.

Differences are visible, too, between the boats keels; the modern Tartans is smaller in area. While it might be claimed that less wetted surface promises higher sailing speeds in light air, some builders accept a smaller keel to simplify the manufacture of the hull.

In a perfect world, the designer draws a keel to suit the boats sail area and other characteristics, places it to obtain the desired sailing performance, then massages the needed ballast to both fit the keel and trim the boat correctly. The volume of the ballast is usually less than that of the keel, and the builder has to do some intricate laminating work to mold a keel to receive ballast internally or a stub to which to bolt it externally.

On many production boats today, the keels are bolted directly to the bottom of a fair canoe body, a practice which eliminates much labor. The consequence is that the area of the keel is determined by the weight, and therefore the volume, of the ballast. To achieve the desired hydrodynamic properties and mechanical strength-it mustnt bend under the influence of normal sailing loads-a given volume of ballast can be formed into a limited range of shapes. Placing ballast in a bulb at the bottom aids the keels efficiency by creating an endplate effect and raises stiffness by placing ballast low, but it means that the keels lateral plane is sharply reduced.

For a more dramatic representation of how changes in keel design can affect helm balance, compare a Cruising Club of America (CCA) design like the Ericson 41 above, to a modern equivalent with comparable sail area like the Beneteau 46.

When sailing, two boats are subjected to similar forces on the sails. Resisting that side force are the immersed hull, the keel, and the rudder. If the hulls offer similar resistance, the remaining force is shared between the keel and rudder. If one keel is smaller than the other (as is clearly the case here), the effect is to increase the share taken by the rudder.

When the sails are trimmed properly and all is in balance, the rudder will carry a small load. If however, you hit a gust, the rudder must pick up a high proportion of the added side thrust until balance is restored, usually by some adjustment to sail trim.

Simply put, boats of the general modern type are not forgiving in changeable conditions, say, for example when the apparent wind is in the 12- to 18-knot range. At the higher end, youd want to be reefed; at the lower end, probably not.

On a day when you expect the wind to soften rather than harden, youd rather not put in the reef, so that you can maintain speed in the lulls. In the puffs, you want your hands free to ease the traveler and flatten the jib, which is hard to do if the helm is a handful. Compounding the problem on most boats, the mainsail controls are usually not within reach of the helm.

On racing boats, such sensitivity isn’t an issue. On the contrary, sufficient crew are on hand to make adjustments on the fly as quickly and often as needed to keep the boat sailing at her fastest.

Cruising boats are often sailed shorthanded and by crews who are not looking for a constant physical workout. An autopilot might be doing most of the steering, and good balance is helpful in protecting it from having to work too hard-or from being overpowered.

Another striking difference between the older and newer designs is visible in the plan (overhead) view. By 1980, cruising-boat hulls were already becoming beamy relative to boats of the 1960s and 1970s. The current trend is to carry the beam aft, so that in the region of the rudder, its as much as 85 percent of the maximum beam, far wider than the 55 percent to 60 percent once considered acceptable. The principal beneficiary of this extra breadth is the boats interior-builders often offer twin double cabins aft where a generation ago they might have squeezed in a quarter berth and a cockpit locker. The cockpit, too, becomes roomier, and the transom, scooped and sculpted, is transformed into a swim platform and dinghy dock.

Photo by Jarrod Scanlon

All this additional boat aft adds weight aft, in both construction materials and outfit. To compensate, the ballast-that is to say, the keel-has to be fitted farther forward.

The full beam aft does provide a significant boost to the boats ability to carry sail. As the boat heels, the center of buoyancy moves quickly outboard, away from the center of gravity. This lengthens the righting arm, giving a positive contribution toward stability, but it also moves the immersed centerline of the hull away from the static centerline along which both the keel and the rudder are attached. Depending on the hulls shape, this can create a distortion in the immersed volume, which can in turn affect the dynamics acting on it.

Effect of Keel Area

Another factor entering the equation is the area of the keel. This, too, is apparent when comparing the drawings of the older and newer generation boats. Many of the standard tracts on the design of sailing yachts are, lets say, vague on what keel area is adequate or even desirable, although many designers have come up with their own formulas.

Because the keel is reacting in the water to forces generated on the sails by the wind, it makes sense that the area of a fin keel should be related in some way to sail area.

When naval architect Dave Gerr took over as director of the Westlawn Institute of Marine Technology, he found the course materials for sailing yacht design had little detailed explanation on this topic, a gap he subsequently filled. Briefly, he recommends no fin keel should be less that 2.5 percent of the sail area (mainsail 100 percent foretriangle) and need be no more than 5 percent. The smaller value is appropriate for a racing boat with a full crew aboard to trim and tweak the sails to every change in the wind. The larger area is suited to cruising boats, which need to be more forgiving to shorthanded crews.

Current Design Trends

In the past, racing measurement rules have been criticized because the boats designed to compete under them have become type-formed, sometimes with unwelcome consequences in how they handle. We might just as easily level criticism at present-day marketing and manufacturing methods for doing the same to cruising boats.

Lets face it, but for a few differences in sailplans and keel shapes, modern cruising sailboats are quite generic below the sheerline. They are all beamy; they carry their beam aft; they have long waterlines; they have dinghy-like underbodies; and they have spade rudders. The forces that have created this shape have at least as much to do with how many people can sleep and shower in them comfortably as with how the boats will sail.

Dishing out the hull shape in this manner makes it fairly easy to push through the water, but arranging the keel, rudder, and sails so they work in concert has become a more complex problem, exacerbated by having to compensate for extra weight of accommodations aft, something thats less of an issue in raceboats.

The byproduct of these design parameters is zesty performance, a bonus for the marketing department, but speed for its own sake is not the first priority of cruising sailors. In the brochure for the Beneteau 37, the boats polar diagram shows a maximum theoretical sailing speed of over 12 knots in 30 knots of wind. When cruising sailors encounter 30-knot winds, they are more likely to hunker down in the expectation it will blow even harder than they are to set the chute to go surfing. What they want is a boat that will take readily to hunkering, and all the signs indicate those boats are getting fewer in number . . . and they are mostly older designs.

• The Balancing Act
• Pearson 32 vs. Tartan 3400
• Ericson 41 vs. Beneteau 46
• Practical Sailor Design Guide
• The Modern Hull and Helm Balance

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Video: See inside 9 of the most amazing modern sailing superyachts

• September 10, 2020

Sailing superyacht technology has come on in leaps and bounds in recent years - we take a closer look at nine of the most stunning examples...

1. Aquarius

The brief for Aquarius included that she should be, ‘an elegant, muscular sailing yacht with a classic profile for family enjoyment.’ But that barely scratches the surface of the main requirements for this giant ketch. The owners also wanted a yacht that would combine good seakeeping characteristics with performance, reliability and quality.

Essential features included relative simplicity, robustness of systems and a contemporary interpretation of elegant, classic lines, with a clean and uncomplicated appearance. Aquarius ’s graceful lines and timeless shape belie a rugged world cruiser configured to be self-sufficient for extended periods when voyaging well beyond the popular Med and Caribbean circuits. In addition, the yacht is welcoming for family and friends, while providing sufficient performance to compete in superyacht regattas.

Specifications

LOA: 56.18m (184ft 4in) LWL: 41.17m (135ft 1in) Beam: 9.51m (31ft 2in) Draught: 4.80m (15ft 9in) Displacement: 264 tonnes (591,360lbs) Mainsail: 520m2 (5,597ft2) Mizzen: 440m2 (4,736ft2) Blade: 430m2 (4,628ft2) Air draught: 58.50m (192ft 11in) Spars: Rondal carbon with Rondal/Carbo-Link continuous standing rigging Builder: Royal Huisman Launched: 2017

Photo: Baltic Yachts

2. Pink Gin VI

The Baltic 175 Pink Gin may have captured most of the headlines for her sheer size and cleverly engineered topside balconies, but below decks a collection of Cuban art and some phenomenal styling demand equal attention.

Mark Tucker’s team at Design Unlimited in the UK worked closely with the yacht’s owner, Professor Hans Georg Näder, with whom they had co-operated on his previous Pink Gin , to produce an unusual exercise in interior styling.

LOA: 53.90m (176ft 10in) LWL: 45.27 m (148ft 6in) Beam: 9.55 m (31ft 4in) Draft: 4.50-7.00 m (14ft 9in – 22ft 12in) Displacement: 250 tons (560,000lbs) Ballast: 79 tons (176,960lbs) Naval architect: Judel/Vrolijk & co Interior: Design Unlimited Builder: Baltic Launched: 2017

Article continues below…

Liara: The Baltic 112 superyacht designed to cruise the world in supreme comfort

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The Baltic 142 Canova  may not be using the hydrofoils popularised by the America’s Cup , but her 29ft 6in long (9m) horizontal sliding foil employs the same principle of lift to reduce heel and boost speed. The designers of the Dynamic Stability System (DSS) say it could improve the performance of this super-cruiser by 20 per cent, delivering a sustained 25 knots – not bad for a superyacht that displaces 146 tonnes. This is the first time the DSS has been used in superyachting, but its benefits will be used for comfortable, fast long-distance cruising rather than gaining an edge on the racecourse.

With styling and interior design by Lucio Micheletti as well as the in-house team, Canova  sports a sleek, low deck saloon with a hard, fixed bimini extending over the forward cockpit area. Below, her vast deck saloon, providing panoramic views, forms the focal point of her luxury accommodation.

Unusually, the owner’s suite is located almost amidships, where motion is at its least, with further accommodation for six guests in three cabins. Other features include a Rondal rig with electric in-boom furling, a lifting keel and a propeller leg rotating through 180 degrees.

LOA: 43.3m (142ft 1in) LWL: 41.6m (136ft 6in) Beam: 9.m (29ft 6in) Draft: 3.8-6.5m (12ft 6in-21ft 4in) Displacement: 146.5 tons (328,160lbs) Naval architect: Farr Yacht Design Interior design: Baltic Yachts / Lucio Micheletti Exterior design: Lucio Micheletti Builder: Baltic Launched: 2019

Photo: Perini Navi

Part of the world’s largest sailing yacht series by length, Seven is hull number 3 in Perini Navi’s 60m ketch series, after Seahawk and Perseus 3 . Launched in 2017, she was feted for her groundbreaking interior lighting design throughout all five guest cabins. A powerful motor-sailer, her twin MTU engines and 47,000-litre fuel capacity mean a globe-trotting range of 3,600nm when motoring at 12 knots.

LOA: 60m (197ft) LWL: 50.4m (165ft 4in) Beam: 11.4m (37ft 4in) Draft: 4.3m-12.3m (14ft 1in – 40ft 4in) Mast height: 62.2m (204ft) Total sail area: 2,097 m2 (22,572ft2) Displacement: 575 tonnes (1,288,000 lbs) Naval architect: Ron Holland / Perini Navi Builder: Perini Navi Launched: 2017

Photo: Gilles Martin-Raget / Wally

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

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

LOA: 30.48m (100ft) Beam: 7.20m (23ft 7in) Draught: 4.4-6.2m (14ft 5in-20ft 4in) Displacement (light): 47,500kg (104,720lb) Upwind sail area: 640m2 (6,889ft2) Downwind sail area: 1,398m2 (15,048ft2) Naval architecture: Mills Design Exterior design: Wally / Mills Design Interior design: Pininfarina Builder: Persico Marine Launched: 2017

Photo: Breed Media

The owner’s brief for Ngoni would be challenging for any size of yacht: “Build me a beast. Don’t build me a sheep in wolf’s clothing. This has to be an edgy and innovative weapon; fast and furious.” When the boat in question is a giant 58m (190ft) sloop with a displacement of nearly 400 tonnes this project was always going to push hard against existing boundaries of design, deck hardware and materials technology.

“The owner wanted me to take a fresh look at large yacht design,” Dubois recalled before his untimely death four years ago. “He wanted me to go back to my roots in the late 1970s and ’80s when we were designing race boats, but he also knew we had designed a number of high-performance yachts that were nevertheless seaworthy and comfortable cruisers. So I had to reset my internal computer, if you like, and look hard at how we could save weight and add strength.

“That’s how the reverse sheer came about. I was worried he might not like it. The next time we met in London I showed him the design and he loved it – in fact he gave me a big bear hug!”

LOA: 58.15m 190ft 9in LWL: 51.20m 167ft 12in Beam: 9.54m 31ft 4in Draught: 5.3m-81m (17ft 5in-26ft 7in) Displacement: 353 tons (778,224lb) Upwind sail area: 1,950m2 (20,989ft2) Downwind sail area: 3,093m2 (33,293ft2) Air draught: 75m (247ft) Naval architect: Ed Dubois Interior design: Paul Morgan / Rick Baker Builder: Royal Huisman Launched: 2017

Photo: Vitters Shipyard

Ahimsa is a 216ft sloop-rigged aluminum yacht, designed by the late Ed Dubois. Built with a combination of innovation and advanced technical craftsmanship, Ahimsa boasts a low superstructure and deck clean. Key features include the ability to hoist her mainsail in less than two minutes and tack the boat within 30 seconds.

The 83m carbonfibre mast is the largest ever produced by Southern Spars and had to be transported to The Netherlands in two pieces. As if that wasn’t impressive enough, Ahimsa ‘s Code 1 sail is the world’s largest artwork on canvas, designed by the Norwegian artist Magne Furuholmen.

LOA: 66m (216ft 6in) Mast height: 83m (272ft 4in) Naval architect: Ed Dubois Builder: Vitters Launched: 2012

Svea , the newest addition to the now nine-strong J Class fleet, is one of the most outstanding new yachts of modern times – a harmonious meeting of historic and modern design; a blend of J Class lines and maxi grand prix yacht technology.

All Js dazzle on the water, but Svea simply stops you in your tracks. Her lines and deck are kept spectacularly clean, thanks to the compact wheelhouse, sunken wheel and wonderfully low boom.

Her dark metallic grey hull and black and red sail wardrobe lend her timeless lines a slightly menacing appearance – a purposeful racing look that belies the luxurious interior below decks. The aggressive aesthetics are in keeping with her name, a Viking word (it means Swede).

LOA: 43.6m (143ft 1in) Interior design: Pieter Beeldsnijder / deVos deVries design Builder: Vitters/Bloemsma Launched: 2017

Not only is Liara a masterpiece of style, thanks to UK-based super designers Malcolm McKeon and Adam Lay combining to stunning effect, but she clearly represents a formidable amount of experience. And that all stems from the boss.

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

Specification

LOA: 112ft 0in (34.14m) LWL: 105ft 0in (32.00m) Beam: 25ft 11in (7.90m) Draught: 13ft 0in-20ft 2in (3.95m-6.15m) Displacement (light): 88 tonnes (194,000 lbs) Design: Malcolm McKeon / Adam Lay Builder: Baltic Launched: 2019

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Sailboat Design Evolution

• By Dan Spurr
• Updated: June 10, 2020

You know the old saying, “The more things change, the more they stay the same”? As a judge for the 2020 Boat of the Year (BOTY) competition at this past fall’s US Sailboat Show in Annapolis, Maryland, I helped inspect and test-sail 22 brand-new current-model sailboats. And I came away thinking, Man, these aren’t the boats I grew up on. In the case of new boats, the saying is wrong: “Nothing stays the same.”

OK, sure, today’s boats still have masts and sails, and the monohulls still have keels. But comparing the Hinckley Bermuda 40, considered by many to be one of the most beautiful and seaworthy boats of the 1960s, ’70s and even ’80s, with, say, the Beneteau First Yacht 53, which debuted at the show, is pretty much apples and oranges.

To get a better sense of what has happened to yacht design, boatbuilding and equipment over the past three, four or even six decades, let’s take a closer look.

Design Dilemmas

At the risk of oversimplification, since the fiberglass era began in the late 1940s and ’50s, the design of midsize and full-size yachts has transitioned from the Cruising Club of America rules, which favored all-around boats (racers had to have comfortable interiors) with moderate beam and long overhangs, to a succession of racing rules such as the IOR, IMS and IRC. All of them dictated proportions, and each required a measurer to determine its rating.

As frustration grew with each (no handicap rule is perfect), alternatives arose, such as the Performance Handicap Racing Fleet, which essentially based one’s handicap on past performance of the same boats in the same fleet. Also, one-design racing became more popular, which spread beyond identical small boats to full-size yachts, popularized in part by builders such as J/Boats and Carroll Marine. The ethos there was: Who cares about intricate rating rules? Let’s just go out and sail fast and have fun!

And that might best sum up the design briefs for the monohulls in this year’s BOTY competition: good all-around performance with comfortable, even luxurious accommodations. Gone are interiors that noted naval architect Robert Perry called “the boy’s cabin in the woods,” deeply influenced by stodgy British designers of the past century and their now-old-fashioned (though ­sea-friendly, one should note) concepts of a proper yacht, drawn and spec’d by the same guy who designed the hull, deck and rig. Today, dedicated European interior designers are specially commissioned to inject modernity, home fashion colors and textures, amenities, and more light—even dubiously large port lights in the topsides.

Overhangs, bow and stern, have virtually disappeared. Why? It seems largely a matter of style. Plus, the bonus of increased usable space below, not to mention a longer waterline length for a given length overall, which translates to more speed. Former naval architect for C&C Yachts and Hunter Marine, Rob Mazza, recalls that 19th-century pilot cutters and fishing schooners operating in offshore conditions generally had plumb bows, so in a sense, bow forms have come full circle.

Today’s boats are carrying their wide beam farther aft. Gone are the days of the cod’s head and mackerel tail. Wide, flat canoe bodies are decidedly fast off the wind, and might even surf, but they pay a comfort penalty upwind.

These boats have lighter displacement/length (D/L) ratios, which means flatter bottoms and less stowage and space for tanks. The Beneteau 53 has a D/L of 118, compared with the ­aforementioned Bermuda 40 of 373. Among entries in this year’s BOTY, the heaviest D/L belonged to the Elan Impression 45.1, with a D/L of 195. Recall that when Perry’s extremely popular Valiant 40 was introduced in 1975, the cruising establishment howled that its D/L of 267 was unsuitable for offshore sailing. My, how times have changed!

Perhaps more important, one must ask: “Have the requirements for a good, safe bluewater cruiser actually changed? Or are the majority of today’s production sailboats really best-suited for coastal cruising?”

The ramifications of lighter displacement don’t end there; designers must consider two types of stability: form and ultimate. As weight is taken out of the boat, beam is increased to improve form stability. And with tanks and machinery sometimes raised, ­ballast might have to be added and/or lowered to improve ultimate stability.

What else to do? Make the boat bigger all around, which also improves stability and stowage. Certainly the average cruising boat today is longer than those of the earlier decades, both wood and fiberglass. And the necessarily shallower bilges mean pumps must be in good shape and of adequate size. That’s not as immediate an issue with a deep or full keel boat with internal ballast and a deep sump; for instance, I couldn’t reach the bottom of the sump in our 1977 Pearson 365.

And how do these wide, shallow, lighter boats handle under sail? Like a witch when cracked off the wind. We saw this trend beginning with shorthanded offshore racers like those of the BOC Challenge round-the-world race in the early 1980s. As CW executive editor Herb McCormick, who has some experience in these boats, says, “They’ll knock your teeth out upwind.” But route planning allows designers to minimize time upwind, and cruisers can too…if you have enough room and distance in front of you. Coastal sailors, on the other hand, will inevitably find even moderate displacement boats more comfortable as they punch into head seas trying to make port.

A wide beam carried aft permits a number of useful advantages: the possibility of a dinghy garage under the cockpit on larger boats; easy access to a swim platform and a launched dinghy; and twin helms, which are almost a necessity for good sightlines port and starboard. Of course, two of anything always costs twice as much as one.

Some multihulls now have reverse bows. This retro styling now looks space-age. Very cool. But not everyone is sold on them. Canadian designer Laurie McGowan wrote in a Professional BoatBuilder opinion piece, “I saw through the fog of faddishness and realized that reverse bows are designed to fail—that is, to cause vessels to plunge when lift is required.” Mazza ­concurs: “Modern multihulls often have ­reverse stems with negative reserve buoyancy, and those are boats that really can’t afford to bury their bows.”

McGowan also cites another designer critiquing reverse bows for being noticeably wet and requiring alternative ground-­tackle arrangements. The latter also is problematic on plumb bows, strongly suggesting a platform or sprit to keep the anchor away from the stem.

Rigging Redux

If there was a boat in Annapolis with double lower shrouds, single uppers, and spreaders ­perpendicular to the boat’s centerline, I must have missed it. I believe every boat we sailed had swept-back spreaders and single lowers. An early criticism of extreme swept-back spreaders, as seen on some B&R rigs installed on Hunter sailboats, was that they prevented fully winging out the mainsail. The counter argument was that so many average sailors never go dead downwind in any case, and broad reaching might get them to their destinations faster anyway—and with their lunch sandwiches still in their stomachs.

That issue aside, the current rigging configuration may allow for better mainsail shape. But as Mazza points out, it’s not necessarily simple: “By sweeping the spreaders, the ‘transverse’ rigging starts to add fore-and-aft support to the midsection of the mast as well, reducing the need for the forward lowers. However, spreader sweep really does complicate rig tuning, especially if you are using the fixed backstay to induce headstay tension. Swept spreaders do make it easier to sheet non-overlapping headsails, and do better support the top of the forestay on fractional rigs.”

Certainly, the days of 150 ­percent genoas are over, replaced by 100 percent jibs that fit ­perfectly in the foretriangle, often as a self-tacker.

Another notable piece of rigging the judges found common was some form of lazy jacks or mainsail containment, from traditional, multiple lines secured at the mast and boom; to the Dutchman system with monofilament run through cringles sewn into the sail like a window blind; to sailmaker solutions like the Doyle StackPak. This is good news for all sailors, especially those who sail shorthanded on larger boats.

Construction Codas

Improvements in tooling—that is, the making of molds—are easily evident in today’s boats, particularly with deck details, and in fairness. That’s because many of today’s tools are designed with computer software that is extraordinarily accurate, and that accuracy is transferred flawlessly to big five-axis routers that sculpt from giant blocks of foam the desired shape to within thousandths of an inch. Gone are the days of lofting lines on a plywood floor, taken from a table of offsets, and then building a male plug with wood planks and frames. I once owned a 1960s-era sailboat, built by a reputable company, where the centerline of the cockpit was 7 degrees off the centerline of the deck—and they were one piece!

Additive processes, such as 3D printing, are quickly complementing subtractive processes like the milling described above. Already, a company in California has made a multipart mold for a 34-foot sailboat. Advantages include less waste materials.

Job training also has had an impact on the quality of fiberglass boats. There are now ­numerous schools across the country offering basic-skills training in composites that include spraying molds with gelcoat, lamination, and an introduction to vacuum bagging and infusion.

The patent on SCRIMP—­perhaps the first widely employed infusion process—has long ago expired, but many builders have adopted it or a similar process whereby layers of fiberglass are placed in the mold dry along with a network of tubes that will carry resin under vacuum pressure to each area of the hull. After careful placement, the entire mold is covered with a bag, a vacuum is drawn by a pump, and lines to the pot of resin are opened. If done correctly, the result is a more uniform fiberglass part with a more controlled glass-to-resin ratio than is achievable with hand lay-up. And as a huge bonus, there are no volatile organic compounds released into the workplace, and no need for expensive exhaust fans and ductwork. OSHA likes that, and so do the workers.

However, sloppy processes and glasswork can still be found on some new boats. Surveyor Jonathan Klopman—who is based in Marblehead, Massachusetts, but has inspected dozens, if not hundreds, of boats damaged by hurricanes in the Caribbean—tells me that he is appalled by some of the shoddy work he sees, such as balsa cores not vacuum-bagged to the fiberglass skins, resulting in delamination. But overall, I ­believe workmanship has improved, which is evident when you look behind backrests, inside lockers and into bilges, where the tidiness of glasswork (or lack thereof) is often exposed. Mechanical and electrical systems also have improved, in part due to the promulgation of standards by the American Boat & Yacht Council, and informal enforcement by insurance companies and surveyors.

We all know stainless steel isn’t entirely stainless, and that penetrations in the deck are potentially troublesome; allowing moisture to enter a core material, such as end-grain balsa, can have serious consequences. The core and fiberglass skins must be properly bonded and the kerfs not filled with resin. Beginning in the mid-1990s, some builders such as TPI, which built the early Lagoon cruising catamarans, began using structural adhesives, like Plexus, to bond the hull/deck joint rather than using dozens of metal fasteners. These methacrylate resins are now commonly used for this application and others. Klopman says it basically should be considered a permanent bond, that the two parts, in effect, become one. If you think a through-bolted hull/deck joint makes more sense because one could theoretically separate them for repairs, consider how likely that would ever be: not highly.

Fit-and-Finish

Wide transoms spawned an unexpected bonus; besides the possibility of a dinghy “garage” under the cockpit on larger boats, swim platforms are also possible. In more than one BOTY yacht, the aft end of the cockpit rotated down hydraulically to form the swim platform—pretty slick.

Teak decks are still around, despite their spurning for many years by owners who didn’t want the upkeep. In the 1960s and ’70s, they were considered a sign of a classy boat but fell from favor for a variety of reasons: maintenance, weight and threat of damaging the deck core (the bung sealant wears out and water travels down the fastener through the top fiberglass skin into the core). Specialty companies that supply builders, like Teakdecking Systems in Florida, use epoxy resin to bond their product to decks rather than metal fasteners. And the BOTY judges saw several synthetic faux-teak products that are difficult to distinguish from real teak—the Esthec installed on the Bavaria C50 being one example.

LPG tanks no longer have to be strapped to a stanchion or mounted in a deck box because decks now often incorporate molded lockers specifically designed for one or two tanks of a given size. To meet ABYC standards, they drain overboard. In tandem with these lockers, some boats also have placements or mounts for barbecues that are located out of the wind, obviating the common and exposed stern-rail mount.

Low-voltage LED lights are replacing incandescent bulbs in nearly all applications; ­improvements in technology have increased brightness (lumens), so some even meet requirements for the range of navigation lights. Advances in battery technology translate to longer life, and depending on type, faster charging. And networked digital switching systems for DC-power ­distribution also are becoming more common.

Last, I was surprised at how many expensive yachts exhibited at Annapolis had nearly the least-expensive toilets one can buy. Considering the grief caused by small joker valves and poorly sealed hand pumps, one would think builders might install ­systems that incorporate higher-quality parts or vacuum ­flushing, and eliminate the minimal hosing that famously permeate odors.

Dan Spurr is an author, editor and cruising sailor who has served on the staffs of Cruising World, Practical Sailor and Professional Boatbuilder. His many books include Heart of Glass , a history of fiberglass boatbuilding and boatbuilders .

Other Design Observations

Here are a few other (surprising) items gleaned from several days of walking the docks and sailing the latest models:

• Multihulls have gained acceptance, though many ­production models are aimed more at the charter trade than private ownership for solitary cruising. You’d have to have been into boats back in the ’60s and ’70s to remember how skeptical and alarmist the sailing establishment was of two- and three-hull boats: “They’ll capsize and then you’ll drown.” That myth has been roundly debunked. Back then, the only fiberglass-­production multihulls were from Europe, many from Prout, which exported a few to the US. There are still plenty of European builders, particularly from France, but South Africa is now a major player in the catamaran market.
• The French builders now own the world market, which of course includes the US. Other than Catalina, few US ­builders are making a similar impact. In terms of volume, Groupe Beneteau is the largest builder in the world, and they’ve expanded way beyond sailboats into powerboats, runabouts and trawlers.
• Prices seem to have outpaced inflation, perhaps because, like with automobiles, where everyone wants air conditioning, electric windows and automatic transmissions, today’s boats incorporate as standard equipment items that used to be optional. Think hot- and cold-pressure water, pedestal-wheel steering, and full suites of sailing instruments and autopilots.
• More: design , print may 2020 , Sailboats
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15 Surprising Facts About Modern Sailboat Design

February 28, 2024

‍ Key Takeaways

• Modern sailboat design dramatically enhances performance and experience.
• Understanding these design changes adds depth to our appreciation of sailing.
• Innovations in design are influenced by changes in racing regulations.

‍ Discover the surprising facts about modern boat design as we explore the leaps and bounds that modern sailboat design has made.

The surprising facts about modern boat design are the use of advanced materials, computer-aided designs, hydrodynamic hulls, wind tunnel testing, and articulated rudders. The modern boat design also incorporates wing sails, and twin rudders, among other innovative designs.

As a sailing enthusiast, I possess a deep understanding of the intricacies that shape the modern sailing world. My knowledge encompasses the latest advancements in hull design, rigging techniques, materials, and sustainability practices. As such, I’ll reveal surprising facts that shed light on the innovation and engineering excellence driving the evolution of sailboat design in the 21st century.

Table of contents

‍ Surprising Facts About Modern Sailboat Design

Have you ever looked at a modern sailboat and wondered about the innovative marvels that distinguish these vessels from their ancestors? The world of sailing has transformed dramatically, thanks to cutting-edge technology and revolutionary design elements.

Let's dive into the surprising facts that make today's sailboats a tidal wave of innovation.

From materials that sound straight out of a sci-fi novel to rudders that think for themselves, these facts will give you a new perspective on sailboats.

1. Advanced Materials

Modern sailboat design has been revolutionized by the use of advanced materials like carbon fiber and Kevlar, which offer unparalleled strength-to-weight ratios.

These materials are not limited to the hull; they have also transformed masts and rigging, resulting in lighter, faster, and more durable vessels.

Sailboats can now harness the power of these cutting-edge materials to achieve remarkable performance while maintaining structural integrity.

2. Computer-Aided Design (CAD)

The introduction of Computer-Aided Design (CAD) technology has elevated sailboat design to new heights.

Engineers and designers can now meticulously craft and simulate sailboat designs before the first physical piece is ever built.

This precision-driven approach allows for the creation of sailboats tailored for optimum performance, ensuring that every element, from hull shape to sail configuration, is optimized to perfection.

3. Hydrodynamic Hulls

Modern sailboat hulls are meticulously designed with hydrodynamics in mind. These sleek, streamlined shapes minimize drag and maximize speed, marking a significant departure from the bulky hulls of the past.

Sailboats are now engineered to slice through the water with minimal resistance, enhancing their overall performance.

4. Wind Tunnel Testing

Wind tunnel testing, a practice well-known in many industries has also made its way into sailboat design.

Sailboats undergo rigorous wind tunnel testing to perfect sail shapes and rig setups, optimizing aerodynamic efficiency.

This meticulous approach ensures that every knot of speed is squeezed out, making sailboats faster and more competitive.

5. Hydrofoils

Hydrofoils are like the magic carpets of the sea, revolutionizing sailboat speed and performance.

As speed increases, these underwater wings lift the hull above the water's surface, drastically reducing drag. They also enable breakneck speeds that were once considered unattainable for sailboats.

6. Articulated Rudders

Articulated rudders represent a significant advancement in sailboat design , offering sailors a remarkable degree of maneuverability and precise control, particularly at high speeds.

Comparable to a race car driver fine-tuning their steering, skippers can now navigate sailboats with exceptional precision. These rudders respond swiftly to helm adjustments, enhancing safety and optimizing performance in various conditions.

Whether executing tight maneuvers or maintaining a steady course, articulated rudders empower sailors with unparalleled control, making them a game-changer in modern sailboat design.

7. Wing Sails

The adoption of wing sails in sailboat design marks a departure from traditional canvas sails and ushers in a new era of sailboat efficiency and adaptability.

Resembling the wings of an airplane, these sails offer sailboats increased power, precise control, and exceptional adjustability.

Sailors can harness the wind more efficiently, optimizing their sail configurations to suit changing conditions.

Wing sails respond rapidly to shifts in the wind, providing a level of adaptability that was once unimaginable. This innovation has transformed sailboats into highly responsive and versatile vessels, ensuring optimal performance on the open seas.

8. Sustainability Features

Sustainability is at the forefront of modern sailboat design, reflecting the growing commitment to eco-friendly practices within the sailing community.

Sailboats are now equipped with innovative features such as electric propulsion systems, solar panels, and advanced water purification systems.

These sustainable technologies reduce environmental impact, allowing sailors to cruise the open seas while minimizing their carbon footprint.

As sustainability takes precedence, the integration of these eco-friendly features not only aligns with environmental values but also enhances the overall cruising experience, making it more responsible and enjoyable.

9. Self-Tacking Jibs

The introduction of self-tacking jibs has streamlined sailboat maneuvering , particularly for solo sailors or small crews. These ingenious sails automatically adjust to the wind's direction, eliminating the need for manually grinding winches when changing course.

This innovation significantly enhances convenience and usability, making sailing more accessible to a broader range of enthusiasts.

Whether navigating through gusty winds or executing precise tacks, self-tacking jibs simplify the sailing experience, allowing sailors to focus on enjoying the journey without the hassle of constant sail adjustments.

10. Canting Keels

Canting keels represent a pivotal development in sailboat design, offering a solution to the age-old challenge of sailboat stability when heeled over. These keels can be shifted from side to side, counteracting the natural inclination of sailboats to capsize when tilted.

This innovation allows for a more aggressive sail plan, enabling sailboats to achieve higher speeds without compromising safety.

The canting keels' ability to maintain stability while heeled over has revolutionized sailboat racing and performance, pushing the boundaries of what sailboats can achieve on the water.

11. Twin Rudders

Two rudders mean better control, especially when heeling, and improved performance by maintaining steerage even in challenging conditions.

It's like having four-wheel steering in your car—a game-changer for sure.

12. Integrated Navigation Systems

Touchscreen displays, GPS, and autopilot systems are no longer just for luxury cars. They've found their way onto sailboats, providing sailors with all the navigational aids they need at their fingertips.

13. Resin-Infused Hulls

Resin-infused hulls represent a pivotal advancement in sailboat construction, delivering stronger, lighter, and more resilient vessels with a superior finish.

This innovative manufacturing process involves infusing resin into a precisely arranged fiber matrix, resulting in a structurally sound hull that is both lightweight and exceptionally durable.

The benefits are twofold: a faster sailboat due to reduced weight and increased resilience to the elements.

14. Sail-Material Innovations

Modern sailboats continue to push the boundaries of speed and performance, thanks in large part to sail-material innovations.

Sails are now crafted from laminated fabrics and exotic fibers that are not only capable of withstanding the punishment of the high seas but also offer enhanced performance.

These advanced materials provide superior durability and strength, allowing sails to maintain their shape and efficiency even in challenging conditions.

Sailors can confidently navigate rough waters, harnessing the full potential of the wind to achieve remarkable speeds.

These sail-material innovations are at the heart of modern sailboat design, enabling sailors to explore new horizons and set sail like never before.

15. Foil-Assisted Monohulls

Foil-assisted monohulls represent an exhilarating advancement in sailboat design, harnessing the power of underwater wings to provide additional lift.

This innovative feature effectively reduces drag and allows the sailboat to ride higher and quicker in the water.

The result is a thrilling sailing experience that combines speed, stability, and agility. Foil-assisted monohulls are a game-changer for sailors who seek the thrill of high-speed sailing while maintaining control and stability.

This technology has redefined what is possible in monohull sailboats, offering an exhilarating ride for sailors who crave speed and adventure on the open seas.

Impact of Racing Regulations and Rating Systems on Sailboat Design

The world of sailboats is more intricate than it seems, especially when you throw in racing regulations and rating systems.

Regulations and rating systems aren’t just red tape; they are the invisible architects of modern sailboat design. From tweaking hull shapes to adjusting ballasts, these rules stir the pot, leading to innovation in search of that extra knot of speed.

Here’s a simple breakdown highlighting how racing regulations and rating systems have dramatically influenced sailboat design:

Frequently Asked Questions

Here are the FAQs on modern sailboat designs.

Can you list some notable evolutions in sailboat design since their invention?

Absolutely! Over time, sailboats have shed some serious weight and bulk. Think less 'pirate galleons', and more 'sleek sea greyhounds'. The nifty evolution includes trimmed-down overhangs at the bow and stern, giving modern sailboats a longer waterline for a given length overall.

What are a few unexpected benefits of modern sailboat design on the efficiency and speed of sailing?

For starters, contemporary sailboats are shaping up to be the marathon runners of the sea – sleeker, lighter, and roomier. All that extra width isn't just for cocktail parties on deck; it's for stability.

How do modern sailboats incorporate sustainability and eco-friendliness into their designs?

Designers are harnessing materials and technologies that lower the environmental impact like inventive hull coatings to reduce drag and engines that sip rather than gulp fuel.

Jacob Collier

Born into a family of sailing enthusiasts, words like “ballast” and “jibing” were often a part of dinner conversations. These days Jacob sails a Hallberg-Rassy 44, having covered almost 6000 NM. While he’s made several voyages, his favorite one is the trip from California to Hawaii as it was his first fully independent voyage.

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Home » News » SWD News & Stories » 7 Trends in Sailing Yacht Interior Design

7 Trends in Sailing Yacht Interior Design

Posted on March 14, 2023 and filed under SWD News & Stories

Interior designer Martha Coolidge, working with Stephens Waring Design, fine-tuned the style of the woodwork detail, panel layouts, light fixtures, and other elements of 65-ft ANNA’s appearance. Photo credit: Alison Langley

There’s some irony when it comes to looking at the hottest interior design trends for custom sailing yachts: much of the inspiration for today’s designs draw from the past – combined with modern innovation.

Interior designs that emphasize simplicity, balance, and natural materials are hardly revolutionary.  Quite the opposite.  But there is a new take and balance between old and new, iconic and innovative, that seems to provide the perfect balance for creating incredible interior spaces.

We’re exploring the top 7 trends in custom yacht design for 2023.

Natural Light and Connection Between Interior and Exterior Spaces

The use of larger windows is a trend that has been gaining popularity in yacht design in recent years, as yacht owners increasingly want to maximize their views of the surrounding environment and bring more natural light into their living spaces.

One way that yacht designers are incorporating larger windows is by using high-strength glass materials that can withstand the harsh marine environment. For example, tempered glass or laminated glass with multiple layers can provide the necessary strength and durability to withstand the wind, waves, and impact from flying debris.

In addition to using strong glass materials, yacht designers are also using innovative engineering techniques to maximize the size and placement of windows. Lightweight structural materials such as carbon fiber and titanium in the yacht’s construction, allow for larger windows without compromising the yacht’s structural integrity. In the photo of ANNA, above, the white-painted transverse structural knees are part of a carbon fabrication that strengthens the cabin and carries the mainsheet loads while blending into the classic joinery.

 M ulti Functionality and Flex Spaces

The design for 68-ft CIRRUS comes from blending 40’s & 50’s era style. The large saloon is designed to provide long-term comfort and versatility with innovative vertical storage and a vaulted ceiling that includes panoramic angled glass as well as overhead skylights. Design by Stephens Waring under construction at Jim Betts Enterprises.

Owners are spending more time aboard their vessels and are adding to the list demands and programmatic needs. These include home-office, fitness centers, gourmet kitchens, and gathering places for family and friends to spend longer durations of time together.

Because space is at a premium on a yacht, designers are creating multi-functional spaces that can serve multiple purposes. For example, a seating area that can be converted into a bed or a dining table that can be lowered to create additional seating. Clever storage solutions are also being incorporated into yacht design to make the most of available space.

Old World Charm Meets Modern Sensibilities: Spirit of Tradition

44-ft ITALMUS blends a 1940’s vernacular into the stylistic details and overall aesthetic of the yacht. The interior styling and design is aimed to mirror the era with a theme of highly crafted raised paneling and elegant joinery detail of select quarter sawn mahogany and finished in satin varnis.  Design by Stephens Waring, built by Van Dam Classic Boats. Photo credit: Billy Black

Yacht designers have always had a particular reverence for heritage and history.  The notion of heading out to sea conjures images of bygone eras past.  Capturing that essence requires a balance that avoids becoming kitsch or contrived.  While mid-century design may be considered the hot design trend of 2023, as designers steeped in a Spirit of Tradition design philosophy, we feel we’ve never left the genre.

Spirit of Tradition designs embody some historically identifiable link, particularly expressed in the shape and aesthetic exhibited in the design form of the hull and superstructure. Equally important, a Spirit of Tradition vessel must embrace modern development in materials, construction methods, mechanical systems and naval architecture science. Without the Spirit in development, we’re left with only Tradition.

Natural Materials

Douglas fir deck beams, traditional raised and v-groove paneling, bright varnish and white painted surfaces make it a light, airy enclave.  Interior design by Martha Coolidge and Stephens Waring Design.  Boat construction by Lyman-Morse.  Photo credit: Alison Langley

Yacht owners by their very nature are drawn to water and the natural world, so it makes sense to incorporate natural elements such as wood, stone, and other organic materials in design. These materials create a sense of warmth and connect the interior spaces to the natural surroundings.

As experts in wooden boat design, we have long touted the benefits of timber for structural elements.  However, incorporation of hardwoods, as well as a growing trend in sustainable timbers, have become increasingly popular with owners looking to achieve aesthetic, durability, and sustainability objectives in interior design.

Other natural materials such as leather and wool are also being incorporated to add texture and comfort. These finishes not only look beautiful, but they are also durable to withstand the harsh marine environment.

Renovation and Restomods

The owner of Marilee (built in 1926) had the bold vision to create an interior that reflected the yacht’s century-long provenance while creating an open space below.  The team worked with Paul Waring of Stephens Waring Yacht Design, to create a traditional and properly constructed interior with an updated layout for relaxed, modern day use. Photo credit: Alison Langley

The popularity of restomods has been well established in the world of classic cars, but it has only recently grown in popularity in the world of yachting. Fortunately, this is changing with plenty of success stories to point to.  Restomods are ideal for owners looking for cost-effective transformations that maintain sentimental connections to vessels and deliver stunning customized spaces that can be more cost effective than new custom builds. They are also popular with owners who inherit family boats, but need more utility and comfort for future generations.

Historical interiors often lack the ergonomics and amenities most owners seek today.  Good restoration projects embrace as much of the original charm and character of the original design as possible while improving comfort and livability.  Upgrades to electrical systems, electronics and navigation, plumbing and propulsion systems are low hanging fruit.  The interior design aesthetics requires a careful and complementary approach which honors the original character while updating comfort, utility, and aesthetics.

Flexible Spaces for a Crew Cabin

65-ft ANNA’s design includes a unique pocket door system.  The design provides an easy way to expand square footage when the cabin  is not needed or to private a comfortable extra cabin or crew quarters when extra hands or guests are aboard. Design by Stephens Waring. Construction by Lyman Morse Photo credit: Alison Langley

Owners often struggle with the balance between the desire for a larger vessel with larger interior spaces and the challenge of maintaining a total vessel size (and cost) which is manageable.

As we get older the idea of managing and skippering our own vessel can come at the expense of enjoyment.  Hiring crew alleviates some of the operational challenges and burdens, but it also means sharing interior space with others.

Flexible crew cabins provide a cost effective way to optimize space for when crew is and isn’t aboard. One solution is the installation of pocket doors on sleeping quarters. This converts square footage from private berths (crew quarters) to main salon gathering space when doors are opened and transforms the space to private rooms for guests and crew when needed.

Smart technology

Yacht owners are increasingly interested in incorporating smart technology into their vessels. This includes lighting, climate control, entertainment systems, and security features that can be controlled remotely. Smart technology allows yacht owners to control the environment on board and manage energy consumption more efficiently. It also adds an extra layer of security by allowing the owner to monitor their yacht from afar.

Related Articles:

A Clients Dream Crystalized in Spirit of Tradition Style

Pushing the Edge of Accommodations Design

Boat Renovations and Restorations 101

Yacht Philosophy: How to Make Small Spaces Feel Big

site by: slickfish studios

SPIRIT YACHTS

MODERN CLASSIC YACHT DESIGN & BUILD

Based in Suffolk on the east coast of the UK, Spirit Yachts has a portfolio of custom, wooden sail and power yachts ranging from day sailers to superyachts.

From humble beginnings in the Suffolk countryside, Spirit Yachts now operates from a large waterside facility with a team of highly skilled designers, naval architects, boat builders, cabinet makers, electricians and engineers.

TIMELESS ELEGANCE

Spirit Yachts’ contemporary, elegant design style is world-renowned. Subtle variations on 1930s classic yacht design with long overhangs, low profiles and smooth lines, married to contemporary underwater profiles and the latest technology, are synonymous with Spirit’s modern classic cruising, racing, and power yachts.

Spirit yachts are designed to be as beautiful in 100 years as they are today.

“THE SPIRIT TEAM IS WITHOUT DOUBT THE BEST IN THE WORLD WHEN IT COMES TO A UNIQUE BUILD EXPERIENCE AND A TIMELESSLY BEAUTIFUL YACHT.”

WORLD-CLASS WOODWORK

Spirit Yachts comprises a talented team of craftsmen and women who are passionate about and dedicated to the highest standards of boat building.

Using hand-selected timber sustainably sourced from responsibly managed forests, Spirit yachts incorporate the beauty of wood with the latest modern technology for sailing performance and a luxury guest experience.

SUSTAINABILITY

WOOD IS AT THE HEART OF EVERY SPIRIT YACHT.

Wood is a natural, sustainably-sourced boat building material offering beauty, a favourable strength-to-weight ratio, and durability. Spirit Yachts is committed to the environmental sustainability of its wood and is meticulous in sourcing the highest quality timber from responsibly managed forests and regulated suppliers.

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What drives and inspires superyacht interior specialists and what trends are coming?

Three superyacht interiors specialists tell Belle Rice where they find their creativity, and the trends they're predicting...

Interior design trends can come and go faster than a Williams Turbojet, and what can seem innovative and chic one moment can quickly become de rigueur. Luckily for the superyacht industry, the very best in marine architects and interiors specialists lead the pack in cleverly incorporating design trends in ways that ensure rooms stay stylish and timeless for years, not for just the next fleeting summer on the Med.

So, what drives and inspires the designers who create the chicest, most innovative spaces? It’s all about the clients, says Cana Gökhan, co-founder at Red Yacht Design . “Understanding [their] personalities, tastes, lifestyles and cultural backgrounds is crucial. Our main inspiration comes from nature and the sea, and we always use colours and textures, in particular, to create a harmonious atmosphere on board.”

For Vripack ’s Marnix Hoekstra in the Netherlands, inspiration is found as far from his desk as possible, exploring cities to discover new art. “I really like to step out of the little bubble which is our superyacht and interiors world, and what I’ve found is the best way to do that is to hit the streets. We call it the ‘trend walk’,” he says, “and what we do is go out and discover – London and Amsterdam have great areas where upcoming artists are creating their ideas and art. Typically they don’t have a lot of money to make expensive stuff, but they do have passion and a clear mind and vision as to why they’re making something.” 

This gives him and the Vripack team a means to anticipate future trends, he explains. “It allows you to look at the zeitgeist, and then you find that in a couple of years that will extrapolate to the real world and all of a sudden, you see other companies picking [those trends] up in the mainstream.”

Coming from different walks of life and dotted about the globe, designers who specialise in the smartest of interiors all have at least one thing in common: a motivation to create fascinating design. “It’s all about making interiors interesting again, and fighting against bland, predictable looks,” says Manola Ballerio of Sabrina Monte-Carlo , noting with excitement that “rich, saturated, dopamine-inducing colours are back.”

Ultimately, though, you can always go back to basics to make sure you get it right. “It is challenging to consider practicality, function and aesthetics simultaneously in design,” says Gökhan, “and even in the age of all this ostentation, I am always looking for ways to simplify interior design. The concept of simplicity is my most significant source of inspiration.”

Trend alert

Auxiliary rooms.

“While the walk-in wardrobe was the dream room in every residence, we’re seeing a trend of new ‘auxiliary’ rooms, such as a china pantry next to the dining room or kitchen to showcase collectable tableware. Post-Covid-19, games rooms are also making a comeback, and we love a good entertainment room with a bar, pool table or foosball with landscaped wallpapers or great lights.” – Manola Ballerio, Sabrina Monte-Carlo

Sustainability

“A lot of new materials, art and finishes are emerging from the world of sustainability, durability, upcycling and recycling. We use recycled textiles for wallpapers, and on Project Zero we used a leather-like material invented in Germany that is made from beeswax and pine, which has the advantage (over faux leathers that are made from fruit) of smelling like a fresh forest.” – Marnix Hoekstra, Vripack

Deck layouts

“Recently, the front deck has come to the fore; we often see closed or semi-closed uses in this area, but it’s not been very popular until now. Sustainability will always be a critical issue across the industry, and we anticipate seeing more asymmetrical, exciting and beautiful private and open-plan deck layouts in the coming months.” – Cana Gökhan, Red Yacht Design

First published in the May 2024 issue of BOAT International. Get this magazine sent straight to your door, or subscribe and never miss an issue.

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24m VICTORIA // Relaxity Yacht Design

Victoria is a 24m modern sailing yacht design project by the design collective relaxity yacht design..

VICTORIA comes with a sporty yet elegant superstructure with a glass surface to welcome a lot of natural light in the salon. The owner’s cabin is aft; where is also the tender garage located. Two guest cabins are in the forward section, while a crew cabin for two people is in the bow.

The 24m sailing yacht has a beam of 6 meters and a fixed keel with a draft of 3.80 meters.

Relaxity Yacht Design contains:

Carlo Corona – Architect  (Italy) Anu Doki – Interior Designer (India) Andrea Rigillo – Naval Engineer (Italy) Kiran Arora – Interior Designer (UAE)

They graduated from Politecnico di Milano, and VICTORIA is the master thesis of the designers and engineers.

Main Specifications of project VICTORIA

Sharing is caring - thank you, lady in red: baltic 116 “doryan”, nilaya // royal huisman, baltic 67 performance cruiser, mm751 // malcom mckeon // m2atelier, pevero – 180 ft. sailing yacht design // gianmarco cardia, wing 100 // royal huisman, dahm 120 by beiderbeck designs – a 36m accessibly sailing yacht, polina star iii’s keel loss and liquidation of oyster yachts.

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Yachting Monthly

• Digital edition

25 of the best small sailing boat designs

• Nic Compton
• August 10, 2022

Nic Compton looks at the 25 yachts under 40ft which have had the biggest impact on UK sailing

There’s nothing like a list of best small sailing boat designs to get the blood pumping.

Everyone has their favourites, and everyone has their pet hates.

This is my list of the 25 best small sailing boat designs, honed down from the list of 55 yachts I started with.

I’ve tried to be objective and have included several boats I don’t particularly like but which have undeniably had an impact on sailing in the UK – and yes, it would be quite a different list if I was writing about another country.

If your favourite isn’t on the best small sailing boat designs list, then send an email to [email protected] to argue the case for your best-loved boat.

Ready? Take a deep breath…

Credit: Bob Aylott

Laurent Giles is best known for designing wholesome wooden cruising boats such as the Vertue and Wanderer III , yet his most successful design was the 26ft Centaur he designed for Westerly, of which a remarkable 2,444 were built between 1969 and 1980.

It might not be the prettiest boat on the water, but it sure packs a lot of accommodation.

The Westerly Centaur was one of the first production boats to be tank tested, so it sails surprisingly well too. Jack L Giles knew what he was doing.

Colin Archer

Credit: Nic Compton

Only 32 Colin Archer lifeboats were built during their designer’s lifetime, starting with Colin Archer in 1893 and finishing with Johan Bruusgaard in 1924.

Yet their reputation for safety spawned hundreds of copycat designs, the most famous of which was Sir Robin Knox-Johnston ’s Suhaili , which he sailed around the world singlehanded in 1968-9.

The term Colin Archer has become so generic it is often used to describe any double-ender – so beware!

Contessa 32

Assent ‘s performance in the 1979 Fastnet Race makes the Contessa 32 a worth entry in the 25 best small sailing boat designs list. Credit: Nic Compton

Designed by David Sadler as a bigger alternative to the popular Contessa 26, the Contessa 32 was built by Jeremy Rogers in Lymington from 1970.

The yacht’s credentials were established when Assent , the Contessa 32 owned by Willy Kerr and skippered by his son Alan, became the only yacht in her class to complete the deadly 1979 Fastnet Race .

When UK production ceased in 1983, more than 700 had been built, and another 20 have been built since 1996.

Cornish Crabber 24

It seemed a daft idea to build a gaff-rigged boat in 1974, just when everyone else had embraced the ‘modern’ Bermudan rig.

Yet the first Cornish Crabber 24, designed by Roger Dongray, tapped into a feeling that would grow and grow and eventually become a movement.

The 24 was followed in 1979 by the even more successful Shrimper 19 – now ubiquitous in almost every harbour in England – and the rest is history.

Drascombe Lugger

Credit: David Harding

There are faster, lighter and more comfortable boats than a Drascombe Lugger.

And yet, 57 years after John Watkinson designed the first ‘lugger’ (soon changed to gunter rig), more than 2,000 have been built and the design is still going strong.

More than any other boat, the Drascombe Lugger opened up dinghy cruising, exemplified by Ken Duxbury’s Greek voyages in the 1970s and Webb Chiles’s near-circumnavigation on Chidiock Tichbourne I and II .

The 26ft Eventide. Credit: David Harding

It’s been described as the Morris Minor of the boating world – except that the majority of the 1,000 Eventides built were lovingly assembled by their owners, not on a production line.

After you’d tested your skills building the Mirror dinghy, you could progress to building a yacht.

And at 24ft long, the Eventide packed a surprising amount of living space.

It was Maurice Griffiths’ most successful design and helped bring yachting to a wider audience.

You either love ’em or you hate ’em – motorsailers, that is.

The Fisher 30 was brought into production in 1971 and was one of the first out-and-out motorsailers.

With its long keel , heavy displacement and high bulwarks, it was intended to evoke the spirit of North Sea fishing boats.

It might not sail brilliantly but it provided an exceptional level of comfort for its size and it would look after you when things turned nasty.

Significantly, it was also fitted with a large engine.

Credit: Rupert Holmes

It should have been a disaster.

In 1941, when the Scandinavian Sailing Federation couldn’t choose a winner for their competition to design an affordable sailing boat, they gave six designs to naval architect Tord Sundén and asked him to combine the best features from each.

The result was a sweet-lined 25ft sloop which was very seaworthy and fast.

The design has been built in GRP since the 1970s and now numbers more than 4,000, with fleets all over the world.

Credit: Kevin Barber

There’s something disconcerting about a boat with two unstayed masts and no foresails, and certainly the Freedom range has its detractors.

Yet as Garry Hoyt proved, first with the Freedom 40, designed in collaboration with Halsey Herreshoff, and then the Freedom 33 , designed with Jay Paris, the boats are simple to sail (none of those clattering jib sheets every time you tack) and surprisingly fast – at least off the wind .

Other ‘cat ketch’ designs followed but the Freedoms developed their own cult following.

Hillyard 12-tonner

The old joke about Hillyards is that you won’t drown on one but you might starve to death getting there.

And yet this religious boatbuilder from Littlehampton built up to 800 yachts which travelled around the world – you can find them cruising far-flung destinations.

Sizes ranged from 2.5 to 20 tons, though the 9- and 12-ton are best for long cruises.

The innovations on Jester means she is one of the best small sailing boat designs in the last 100 years. Credit: Ewen Southby-Tailyour

Blondie Hasler was one of the great sailing innovators and Jester was his testing ground.

She was enclosed, carvel planked and had an unstayed junk rig.

Steering was via a windvane system Hasler created.

Hasler came second in the first OSTAR , proving small boats can achieve great things.

Moody kicked off the era of comfort-oriented boats with its very first design.

The Moody 33, designed by Angus Primrose, had a wide beam and high topside to produce a voluminous hull .

The centre cockpit allowed for an aft cabin, resulting in a 33-footer with two sleeping cabins – an almost unheard of concept in 1973 –full-beam heads and spacious galley.

What’s more, her performance under sail was more than adequate for cruising.

Finally, here was a yacht that all the family could enjoy.

Continues below…

What makes a boat seaworthy?

What characteristics make a yacht fit for purpose? Duncan Kent explores the meaning of 'seaworthy' and how hull design and…

How boat design is evolving

Will Bruton looks at the latest trends and innovations shaping the boats we sail

How keel type affects performance

James Jermain looks at the main keel types, their typical performance and the pros and cons of each

Boat handling: How to use your yacht’s hull shape to your advantage

Whether you have a long keel or twin keel rudders, there will be pros and cons when it comes to…

Nicholson 32

Credit: Genevieve Leaper

Charles Nicholson was a giant of the wooden boat era but one of his last designs – created with his son Peter – was a pioneering fibreglass boat that would become an enduring classic.

With its long keel and heavy displacement, the Nicholson 32 is in many ways a wooden boat built in fibreglass – and indeed the design was based on Nicholson’s South Coast One Design.

From 1966 to 1977, the ‘Nic 32’ went through 11 variations.

Credit: Hallberg-Rassy

In the beginning there was… the Rasmus 35. This was the first yacht built by the company that would become Hallberg-Rassy and which would eventually build more than 9,000 boats.

The Rasmus 35, designed by Olle Enderlein, was a conservative design, featuring a centre cockpit, long keel and well-appointed accommodation.

Some 760 boats were built between 1967 and 1978.

Credit: Larry & Lin Pardey

Lyle Hess was ahead of his time when he designed Renegade in 1949.

Despite winning the Newport to Ensenada race, the 25ft wooden cutter went largely unnoticed.

Hess had to build bridges for 15 years before Larry Pardey asked him to design the 24ft Seraffyn , closely based on Renegade ’s lines but with a Bermudan rig.

Pardey’s subsequent voyages around the world cemented Hess’s reputation and success of the Renegade design.

Would the Rustler 36 make it on your best small sailing boat list? Credit: Rustler Yachts

Six out of 18 entries for the 2018 Golden Globe Race (GGR) were Rustler 36s, with the top three places all going to Rustler 36 skippers.

It was a fantastic endorsement for a long-keel yacht designed by Holman & Pye 40 years before.

Expect to see more Rustler 36s in the 2022 edition of the GGR!

It was Ted Heath who first brought the S&S 34 to prominence with his boat Morning Cloud .

In 1969 the yacht won the Sydney to Hobart Race, despite being one of the smallest boats in the race.

Other epic S&S 34 voyages include the first ever single-handed double circumnavigation by Jon Sanders in 1981

Credit: Colin Work

The Contessa 32 might seem an impossible boat to improve upon, but that’s what her designer David Sadler attempted to do in 1979 with the launch of the Sadler 32 .

That was followed two years later by the Sadler 29 , a tidy little boat that managed to pack in six berths in a comfortable open-plan interior.

The boat was billed as ‘unsinkable’, with a double-skinned hull separated by closed cell foam buoyancy.

What’s more, it was fast, notching up to 12 knots.

Credit: Dick Durham/Yachting Monthly

Another modern take on the Contessa theme was the Sigma 33, designed by David Thomas in 1979.

A modern underwater body combined with greater beam and higher freeboard produced a faster boat with greater accommodation.

And, like the Contessa, the Sigma 33 earned its stripes at the 1979 Fastnet, when two of the boats survived to tell the tale.

A lively one-design fleet soon developed on the Solent which is still active to this day.

A replica of Joshua Slocum’s Spray . Credit: Alamy Stock Photo

The boat Joshua Slocum used for his first singlehanded circumnavigation of the world wasn’t intended to sail much further than the Chesapeake Bay.

The 37ft Spray was a rotten old oyster sloop which a friend gave him and which he had to spend 13 months fixing up.

Yet this boxy little tub, with its over-optimistic clipper bow, not only took Slocum safely around the world but has spawned dozens of modern copies that have undertaken long ocean passages.

Credit: James Wharram Designs

What are boats for if not for dreaming? And James Wharram had big dreams.

First he sailed across the Atlantic on the 23ft 6in catamaran Tangaroa .

He then built the 40ft Rongo on the beach in Trinidad (with a little help from French legend Bernard Moitessier) and sailed back to the UK.

Then he drew the 34ft Tangaroa (based on Rongo ) for others to follow in his wake and sold 500 plans in 10 years.

Credit: Graham Snook/Yachting Monthly

The Twister was designed in a hurry.

Kim Holman wanted a boat at short notice for the 1963 season and, having had some success with his Stella design (based on the Folkboat), he rushed out a ‘knockabout cruising boat for the summer with some racing for fun’.

The result was a Bermudan sloop that proved nigh on unbeatable on the East Anglian circuit.

It proved to be Holman’s most popular design with more than 200 built.

Credit: Alamy Stock Photo

Laurent Giles’s design No15 was drawn in 1935 for a Guernsey solicitor who wanted ‘a boat that would spin on a sixpence and I could sail single-handed ’.

What the young Jack Giles gave him was a pretty transom-sterned cutter, with a nicely raked stem.

Despite being moderate in every way, the boat proved extremely able and was soon racking up long distances, including Humphrey Barton’s famous transatlantic crossing on Vertue XXXV in 1950.

Wanderer II and III

Credit: Thies Matzen

Eric and Susan Hiscock couldn’t afford a Vertue, so Laurent Giles designed a smaller, 21ft version for them which they named Wanderer II .

They were back a few years later, this time wanting a bigger version: the 30ft Wanderer III .

It was this boat they sailed around the world between 1952-55, writing articles and sailing books along the way.

In doing so, they introduced a whole generation of amateur sailors to the possibilities of long-distance cruising.

Westerly 22

The origins of Westerly Marine were incredibly modest.

Commander Denys Rayner started building plywood dinghies in the 1950s which morphed into a 22ft pocket cruiser called the Westcoaster.

Realising the potential of fibreglass, in 1963 he adapted the design to create the Westerly 22, an affordable cruising boat with bilge keels and a reverse sheer coachroof.

Some 332 boats were built to the design before it was relaunched as the Nomad (267 built).

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Welcome to Leonardo Yachts. In close collaboration with the leading designers in the yachting world such as Hoek Design and Dykstra Naval Architects, we build daysailers that embody the true essence of a modern classic yacht. Our modern classic sailing yachts combine the timeless appeal of a classic yacht with the cutting edge technology of a modern cruiser. Enjoy the exceptional comfort and unrivaled performance or our Spirit of Tradition yachts, without making compromises on beauty and elegance. Our modern classic sailing yachts truly are the ideal combination of old and new…

Like a true modern classic yacht, our Eagles all have a classic look with the characteristic long overhangs, classic yacht lines and high gloss mahogany varnished exterior woodwork. The looks are completed by the Edson classic steering pedestal with Ritchie stainless steel compass and the stainless steel 7 spoke steering wheel with high gloss varnished mahogany rim. The interior of our modern classic sailboats can be made in different styles from matt varnished mahogany for a truly classic look or a classic styled white interior with mahogany or teak finish. But also light oak is possible or full teak wood, whatever your preference would be.

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agriculture revolution essay

The development of agriculture.

The development of agricultural about 12,000 years ago changed the way humans lived. They switched from nomadic hunter-gatherer lifestyles to permanent settlements and farming.

Social Studies, World History

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The Farming Revolution Taking root around 12,000 years ago, agriculture triggered such a change in society and the way in which people lived that its development has been dubbed the “ Neolithic Revolution.” Traditional hunter-gatherer lifestyles, followed by humans since their evolution, were swept aside in favor of permanent settlements and a reliable food supply. Out of agriculture, cities and civilizations grew, and because crops and animals could now be farmed to meet demand, the global population rocketed—from some five million people 10,000 years ago, to eight billion today.

There was no single factor, or combination of factors, that led people to take up farming in different parts of the world. In the Near East , for example, it’s thought that climatic changes at the end of the last ice age brought seasonal conditions that favored annual plants like wild cereals . Elsewhere, such as in East Asia, increased pressure on natural food resources may have forced people to find homegrown solutions. But whatever the reasons for its independent origins, farming sowed the seeds for the modern age.

Plant Domestication

The wild progenitors of crops including wheat ( Triticum aestivum ), barley ( Hordeum vulgare ), and peas ( Lathyrus oleraceus ) are traced to the Near East region. Cereals were grown in Syria as long as 9,000 years ago, while figs ( Ficus carica ) were cultivated even earlier; prehistoric seedless fruits discovered in the Jordan Valley suggest fig trees were being planted some 11,300 years ago. Though the transition from wild harvesting was gradual, the switch from a nomadic to a settled way of life is marked by the appearance of early Neolithic villages with homes equipped with grinding stones for processing grain.

The origins of rice and millet farming date to the same Neolithic period in China. The world’s oldest known rice paddy fields, discovered in eastern China in 2007, reveal evidence of ancient cultivation techniques such as flood and fire control.

In Mexico, squash cultivation began around 10,000 years ago, but corn ( maize ) had to wait for natural genetic mutations to be selected for in its wild ancestor, teosinte. While maize -like plants derived from teosinte appear to have been cultivated at least 9,000 years ago, the first directly dated corn cob dates only to around 5,500 years ago.

Corn later reached North America, where cultivated sunflowers ( Helianthus annuus ) also started to bloom some 5,000 years ago. This is also when potato ( Solanum tuberosum ) growing in the Andes region of South America began.

Farmed Animals

Cattle ( Bos taurus ), goats ( Capra hircus ), sheep ( Ovis aries ), and pigs ( Sus domesticus ) all have their origins as farmed animals in the so-called Fertile Crescent , a region covering eastern Turkey, Iraq, and southwestern Iran. This region kick-started the Neolithic Revolution. Dates for the domestication of these animals range from between 13,000 to 10,000 years ago.

Genetic studies show that goats and other livestock accompanied the westward spread of agriculture into Europe, helping to revolutionize Stone Age society. While the extent to which farmers themselves migrated west remains a subject of debate, the dramatic impact of dairy farming on Europeans is clearly stamped in their DNA. Prior to the arrival of domestic cattle in Europe, prehistoric populations weren’t able to stomach raw cow milk. But at some point during the spread of farming into southeastern Europe, a mutation occurred for lactose tolerance that increased in frequency through natural selection thanks to the nourishing benefits of milk. Judging from the prevalence of the milk-drinking gene in Europeans today—as high as 90 percent in populations of northern countries such as Sweden—the vast majority are descended from cow herders.

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Women harvest wheat with sickles in Tras os Monte, Portugal.

What was the Neolithic Revolution?

Also called the Agricultural Revolution, the shift to agriculture from hunting and gathering changed humanity forever.

The Neolithic Revolution—also referred to as the Agricultural Revolution—is thought to have begun about 12,000 years ago. It coincided with the end of the last ice age and the beginning of the current geological epoch, the Holocene . And it forever changed how humans live, eat, and interact, paving the way for modern civilization.

During the Neolithic period , hunter-gatherers roamed the natural world, foraging for their food. But then a dramatic shift occurred. The foragers became farmers, transitioning from a hunter-gatherer lifestyle to a more settled one.

Why settle down?

Though the exact dates and reasons for the transition are debated, evidence of a move away from hunting and gathering and toward agriculture has been documented worldwide. Farming is thought to have happened first in the Fertile Crescent of the Middle East, where multiple groups of people developed the practice independently . Thus, the “agricultural revolution” was likely a series of revolutions that occurred at different times in different places.

A farmer winnows grain in a field near the Pyramid of Meidum, in Egypt.

There are a variety of hypotheses as to why humans stopped foraging and started farming. Population pressure may have caused increased competition for food and the need to cultivate new foods; people may have shifted to farming in order to involve elders and children in food production; humans may have learned to depend on plants they modified in early domestication attempts and in turn, those plants may have become dependent on humans. With new technology come new and ever-evolving theories about how and why the agricultural revolution began.

Regardless of how and why humans began to move away from hunting and foraging, they continued to become more settled. This was in part due to their increasing domestication of plants. Humans are thought to have gathered plants and their seeds as early as 23,000 years ago , and to have started farming cereal grains like barley as early as 11,000 years ago. Afterward, they moved on to protein-rich foods like peas and lentils. As these early farmers became better at cultivating food, they may have produced surplus seeds and crops that required storage . This would have both spurred population growth because of more consistent food availability and required a more settled way of life with the need to store seeds and tend crops.

Animal domestication

As humans began to experiment with farming, they also started domesticating animals. Evidence of sheep and goat herding has been found in Iraq and Anatolia (modern-day Turkey) as far back as about 12,000 years ago. Domesticated animals, when used as labor, helped make more intensive farming possible and also provided additional nutrition via milk and meat for increasingly stable populations.

A man on a donkey leads sheep down a path in Syria.

The agricultural revolution had a variety of consequences for humans. It has been linked to everything from societal inequality —a result of humans’ increased dependence on the land and fears of scarcity—to a decline in nutrition and a rise in infectious diseases contracted from domesticated animals. But the new period also ushered in the potential for modern societies—civilizations characterized by large population centers, improved technology and advancements in knowledge, arts, and trade.

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Ch. 25 The Industrial Revolution

Effects of the agricultural revolution, 25.1.4: effects of the agricultural revolution.

The increase in agricultural production and technological advancements during the Agricultural Revolution contributed to unprecedented population growth and new agricultural practices, triggering such phenomena as rural-to-urban migration, development of a coherent and loosely regulated agricultural market, and emergence of capitalist farmers.

Learning Objective

Infer some major social and economic outcomes of the Agricultural Revolution

• The Agricultural Revolution in Britain proved to be a major turning point, allowing population to far exceed earlier peaks and sustain the country’s rise to industrial preeminence. It is estimated that total agricultural output grew 2.7-fold between 1700 and 1870 and output per worker at a similar rate. The Agricultural Revolution gave Britain the most productive agriculture in Europe, with 19th-century yields as much as 80% higher than the Continental average.
• The increase in the food supply contributed to the rapid growth of population in England and Wales, from 5.5 million in 1700 to over 9 million by 1801, although domestic production gave way increasingly to food imports in the 19th century as population more than tripled to over 32 million.
• The rise in productivity accelerated the decline of the agricultural share of the labor force, adding to the urban workforce on which industrialization depended. The Agricultural Revolution has therefore been cited as a cause of the Industrial Revolution. As enclosure deprived many of access to land or left farmers with plots too small and of poor quality, increasing numbers of workers had no choice but migrate to the city. However, mass rural flight did not take place until the Industrial Revolution was already underway.
• The most important development between the 16th century and the mid-19th century was the development of private marketing. By the 19th century, marketing was nationwide and the vast majority of agricultural production was for market rather than for the farmer and his family.
• The next stage of development was trading between markets, requiring merchants, credit and forward sales, and knowledge of markets and pricing as well as of supply and demand in different markets. Eventually the market evolved into a national one driven by London and other growing cities. Commerce was aided by the expansion of roads and inland waterways.
• With the development of regional markets and eventually a national market aided by improved transportation infrastructures, farmers were no longer dependent on their local markets. This freed them from having to lower prices in an oversupplied local market and the inability to sell surpluses to distant localities experiencing shortages. They also became less subject to price fixing regulations. Farming became a business rather than solely a means of subsistence.

Significance of the Agricultural Revolution

The Agricultural Revolution in Britain proved to be a major turning point, allowing population to far exceed earlier peaks and sustain the country’s rise to industrial preeminence. Although evidence-based advice on farming began to appear in England in the mid-17th century, the overall agricultural productivity of Britain grew significantly only later. It is estimated that total agricultural output grew 2.7-fold between 1700 and 1870 and output per worker at a similar rate. The Agricultural Revolution gave Britain at the time the most productive agriculture in Europe, with 19th-century yields as much as 80% higher than the Continental average. Even as late as 1900, British yields were rivaled only by Denmark, the Netherlands, and Belgium. But Britain’s lead eroded as European countries experienced their own agricultural revolutions, raising grain yields on average by 60% in the century preceding World War I. Interestingly, the Agricultural Revolution in Britain did not result in overall productivity per hectare of agriculture that would rival productivity in China, where intensive cultivation (including multiple annual cropping in many areas) had been practiced for many centuries. Towards the end of the 19th century, the substantial gains in British agricultural productivity were rapidly offset by competition from cheaper imports, made possible by the exploitation of colonies and advances in transportation, refrigeration, and other technologies.

Social Impact

The increase in the food supply contributed to the rapid growth of population in England and Wales, from 5.5 million in 1700 to over 9 million by 1801, although domestic production gave way increasingly to food imports in the 19th century as population more than tripled to over 32 million. The rise in productivity accelerated the decline of the agricultural share of the labor force, adding to the urban workforce on which industrialization depended. The Agricultural Revolution has therefore been cited as a cause of the Industrial Revolution. As enclosure deprived many of access to land or left farmers with plots too small and of poor quality, increasing numbers of workers had no choice but migrate to the city. Prior to the Industrial Revolution, however, rural flight occurred in mostly localized regions. Pre-industrial societies did not experience large rural-urban migration flows, primarily due to the inability of cities to support large populations. Lack of large employment industries, high urban mortality, and low food supplies all served as checks keeping pre-industrial cities much smaller than their modern counterparts. While the improved agricultural productivity freed up workers to other sectors of the economy, it took decades of the Industrial Revolution and industrial development to trigger a truly mass rural-to-urban labor migration. As food supplies increased and stabilized and industrialized centers moved into place, cities began to support larger populations, sparking the beginning of rural flight on a massive scale. In England, the proportion of the population living in cities jumped from 17% in 1801 to 72% in 1891.

Drawing of a horse-powered thresher from a French dictionary (published in 1881).

The development and advancement of  tools and machines decreased the demand for rural labor. That together with increasingly restricted access to land forced many rural workers to migrate to cities, eventually supplying the labor demand created by the Industrial Revolution.

New Agricultural Market Trends

Markets were widespread by 1500. These were regulated and not free. The most important development between the 16th century and the mid-19th century was the development of private marketing. By the 19th century, marketing was nationwide and the vast majority of agricultural production was for market rather than for the farmer and his family. The 16th-century market radius was about 10 miles, which could support a town of 10,000. High wagon transportation costs made it uneconomical to ship commodities very far outside the market radius by road, generally limiting shipment to less than 20 or 30 miles to market or to a navigable waterway.

The next stage of development was trading between markets, requiring merchants, credit and forward sales, and knowledge of markets and pricing as well as of supply and demand in different markets. Eventually the market evolved into a national one driven by London and other growing cities. By 1700, there was a national market for wheat. Legislation regulating middlemen required registration, and addressed weights and measures, fixing of prices, and collection of tolls by the government. Market regulations were eased in 1663, when people were allowed some self-regulation to hold inventory, but it was forbidden to withhold commodities from the market in an effort to increase prices. In the late 18th century, the idea of “self regulation” was gaining acceptance. The lack of internal tariffs, customs barriers, and feudal tolls made Britain “the largest coherent market in Europe.”

Commerce was aided by the expansion of roads and inland waterways. Road transport capacity grew from threefold to fourfold from 1500 to 1700. By the early 19th century it cost as much to transport a ton of freight 32 miles by wagon over an unimproved road as it did to ship it 3,000 miles across the Atlantic.

With the development of regional markets and eventually a national market aided by improved transportation infrastructures, farmers were no longer dependent on their local markets and were less subject to having to sell at low prices into an oversupplied local market and not being able to sell their surpluses to distant localities that were experiencing shortages. They also became less subject to price fixing regulations. Farming became a business rather than solely a means of subsistence. Under free market capitalism, farmers had to remain competitive. To be successful, they had to become effective managers who incorporated the latest farming innovations in order to be low-cost producers.

Attributions

• “British Agricultural Revolution.” https://en.wikipedia.org/wiki/British_Agricultural_Revolution . Wikipedia CC BY-SA 3.0 .
• “Rural flight.” https://en.wikipedia.org/wiki/Rural_flight . Wikipedia CC BY-SA 3.0 .
• “Urbanization.” https://en.wikipedia.org/wiki/Urbanization . Wikipedia CC BY-SA 3.0 .
• “Enclosure.” https://en.wikipedia.org/wiki/Enclosure . Wikipedia CC BY-SA 3.0 .
• “Industrial Revolution.” https://en.wikipedia.org/wiki/Industrial_Revolution . Wikipedia CC BY-SA 3.0 .
• “Batteuse_1881.jpg.” https://en.m.wikipedia.org/wiki/File:Batteuse_1881.jpg . Wikipedia Public domain .
• Boundless World History. Authored by : Boundless. Located at : https://courses.lumenlearning.com/boundless-worldhistory/ . License : CC BY-SA: Attribution-ShareAlike

The Agricultural Revolution and Human Development

• August 2, 2023
• Agriculture

The Agricultural Revolution, often referred to as the Neolithic Revolution, was a transformative period in human history that marked the transition from nomadic hunting and gathering to settled farming and agricultural practices. This monumental shift, which occurred around 10,000 to 12,000 years ago, had profound implications for human development, societal structures, and the overall course of civilization. In this essay, we will explore the key aspects of the Agricultural Revolution and its impact on human development, focusing on its significance, the emergence of agriculture , societal changes, and its legacy.

1. The Significance of the Agricultural Revolution

The Agricultural Revolution represents a turning point in human history, marking the shift from a primarily nomadic and foraging lifestyle to a more settled, agrarian existence. Before the revolution, early humans relied on hunting animals, gathering wild plants, and constantly migrating in search of food. The advent of agriculture brought about fundamental changes, including the cultivation of crops, domestication of animals, and the establishment of permanent settlements. This shift allowed for a surplus of food production , leading to population growth, specialization of labor, and the rise of complex societies.

2. Emergence of Agriculture

The emergence of agriculture was a gradual process involving experimentation and adaptation by early human communities. Initially, humans began to recognize the potential of seeds from wild grasses, such as wheat and barley, by gathering and replanting them. Over time, these practices evolved into deliberate cultivation, with humans learning to control the growth of crops by clearing land, sowing seeds, and managing irrigation. Simultaneously, they domesticated animals, such as cattle, sheep, and goats, which provided a stable source of food, labor, and materials.

3. Societal Changes

The shift to agriculture led to profound changes in societal organization. With the ability to produce surplus food, early communities settled in one place, establishing permanent villages and towns. This sedentary lifestyle allowed for the development of more complex social structures, as people engaged in specialized tasks and trades. As agricultural societies prospered, hierarchical systems emerged, with leaders and authorities overseeing the distribution of resources. Additionally, the division of labor became more pronounced, with specific roles assigned based on skills and expertise. This period also witnessed the differentiation of gender roles, as men often engaged in plowing, herding, and trading, while women played essential roles in crop cultivation, food processing, and childcare.

4. The Legacy of the Agricultural Revolution

The legacy of the Agricultural Revolution continues to shape human civilization to this day. As agriculture allowed for larger food surpluses, human populations grew, leading to the establishment of cities and urban centers. Moreover, the development of agricultural tools and techniques laid the foundation for subsequent technological advancements. However, this shift to settled living also had environmental consequences, including deforestation, soil erosion, and changes in ecosystems.

we can conclude this, the Agricultural Revolution stands as a defining moment in human history, fundamentally altering the way early societies lived, organized, and developed. By transitioning from a nomadic lifestyle to settled agriculture, humans unlocked a cascade of changes that laid the groundwork for the complex civilizations we see today. The shift to agriculture not only provided sustenance but also paved the way for urbanization, specialization, and technological progress. Nevertheless, it is crucial to acknowledge the impact on the environment and strive for sustainable practices as we continue to build on the legacy of this pivotal era in human development.

1.What is the Agricultural Revolution?

The Agricultural Revolution, also known as the Neolithic Revolution, refers to the significant transition in human history from a nomadic, hunting-gathering lifestyle to settled farming and agriculture. It took place around 10,000 to 12,000 years ago and marked the beginning of permanent settlements and the cultivation of crops and domestication of animals.

2.How did the Agricultural Revolution impact human development?

The Agricultural Revolution had a profound impact on human development. It led to the emergence of settled communities, population growth, specialization of labor, the rise of complex societies, and the establishment of cities. It also laid the foundation for technological advancements and the development of social hierarchies.

3.What were the key innovations of the Agricultural Revolution?

The key innovations of the Agricultural Revolution include the deliberate cultivation of crops through clearing land and sowing seeds, the domestication of animals for food and labor, the development of agricultural tools like plows and sickles, and the establishment of irrigation systems to manage water resources for farming.

4.How did the Agricultural Revolution change societal structures?

The Agricultural Revolution brought about significant changes in societal structures. With the ability to produce surplus food, people settled in one place, leading to the establishment of permanent villages and towns. Specialization of labor emerged, with individuals taking on specific roles based on their skills. This period also saw the development of hierarchical systems with leaders and authorities.

5.What were the environmental consequences of the Agricultural Revolution?

While the Agricultural Revolution facilitated human development and societal progress, it also had environmental consequences. The clearing of land for agriculture led to deforestation and soil erosion. Additionally, changes in land use and the domestication of animals had lasting impacts on local ecosystems. Today, we strive to balance agricultural practices with environmental sustainability to address these challenges.

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The Agricultural Revolution

New agricultural practices.

The Agricultural Revolution, the unprecedented increase in agricultural production in Britain between the mid-17th and late 19th centuries, was linked to such new agricultural practices as crop rotation, selective breeding, and a more productive use of arable land.

LEARNING OBJECTIVE

Trace the development of new agricultural techniques

• The Agricultural Revolution was the unprecedented increase in agricultural production in Britain due to increases in labor and land productivity between the mid-17th and late 19th centuries. However, historians continue to dispute whether the developments leading to the unprecedented agricultural growth can be seen as “a revolution,” since the growth was, in fact, a result of a series of significant changes that took place over a long period of time.
• One of the most important innovations of the Agricultural Revolution was the development of the Norfolk four-course rotation, which greatly increased crop and livestock yields by improving soil fertility and reducing fallow. Crop rotation is the practice of growing a series of dissimilar types of crops in the same area in sequential seasons to help restore plant nutrients and mitigate the build-up of pathogens and pests that often occurs when one plant species is continuously cropped.
• Following a two-field crop rotation system common in the Middle Ages and a three-year three field crop rotation routine employed later, the regular planting of legumes such as peas and beans in the fields that were previously fallow became central and slowly restored the fertility of some croplands. In the end, it was the farmers in Flanders (in parts of France and current day Belgium) that discovered a still more effective four-field crop rotation system, using turnips and clover (a legume) as forage crops to replace the three-year crop rotation fallow year.
• The four-field rotation system allowed farmers to restore soil fertility and restore some of the plant nutrients removed with the crops. Turnips first show up in the probate records in England as early as 1638 but were not widely used until about 1750. Fallow land was about 20% of the arable area in England in 1700 before turnips and clover were extensively grown. Guano and nitrates from South America were introduced in the mid-19th century and fallow steadily declined to reach only about 4% in 1900.
• In the mid-18th century, two British agriculturalists, Robert Bakewell and Thomas Coke, introduced selective breeding as a scientific practice and used inbreeding to stabilize certain qualities in order to reduce genetic diversity. Bakewell was also the first to breed cattle to be used primarily for beef.
• Certain practices that contributed to a more productive use of land intensified, such as converting some pasture land into arable land and recovering fen land and pastures. Other developments came from Flanders and the Netherlands, the region that became a pioneer in canal building, soil restoration and maintenance, soil drainage, and land reclamation technology. Finally, water-meadows were utilized in the late 16th to the 20th centuries and allowed earlier pasturing of livestock after they were wintered on hay.
• crop rotation : The practice of growing a series of dissimilar or different types of crops in the same area in sequenced seasons so that the soil of farms is not used to only one type of nutrient. It helps in reducing soil erosion and increases soil fertility and crop yield.
• Industrial Revolution : The transition to new manufacturing processes in the period from about 1760 to sometime between 1820 and 1840. This transition included going from hand production methods to machines, new chemical manufacturing and iron production processes, improved efficiency of water power, the increasing use of steam power, the development of machine tools, and the rise of the factory system.
• Agricultural Revolution : The unprecedented increase in agricultural production in Britain due to increases in labor and land productivity between the mid-17th and late 19th centuries. Agricultural output grew faster than the population over the century to 1770 and thereafter productivity remained among the highest in the world.
• common field system : A system of land ownership in which land is owned collectively by a number of persons, or by one person with others having certain traditional rights, such as to allow their livestock to graze upon it, collect firewood, or cut turf for fuel.

Agricultural Revolution

The Agricultural Revolution was the unprecedented increase in agricultural production in Britain due to increases in labor and land productivity between the mid-17th and late 19th centuries. Agricultural output grew faster than the population over the century to 1770 and thereafter productivity remained among the highest in the world. This increase in the food supply contributed to the rapid growth of population in England and Wales, from 5.5 million in 1700 to over 9 million by 1801, although domestic production gave way to food imports in the 19th century as population more than tripled to over 32 million. The rise in productivity accelerated the decline of the agricultural share of the labor force, adding to the urban workforce on which industrialization depended. The Agricultural Revolution has therefore been cited as a cause of the Industrial Revolution. However, historians also continue to dispute whether the developments leading to the unprecedented agricultural growth can be seen as “a revolution,” since the growth was, in fact, a result of a series of significant changes over a her long period of time. Consequently, the question of when exactly such a revolution took place and of what it consisted remains open.

Crop Rotation

One of the most important innovations of the Agricultural Revolution was the development of the Norfolk four-course rotation, which greatly increased crop and livestock yields by improving soil fertility and reducing fallow.

Crop rotation is the practice of growing a series of dissimilar types of crops in the same area in sequential seasons to help restore plant nutrients and mitigate the build-up of pathogens and pests that often occurs when one plant species is continuously cropped. Rotation can also improve soil structure and fertility by alternating deep-rooted and shallow-rooted plants. The Norfolk System, as it is now known, rotates crops so that different crops are planted with the result that different kinds and quantities of nutrients are taken from the soil as the plants grow. An important feature of the Norfolk four-field system was that it used labor at times when demand was not at peak levels. Planting cover crops such as turnips and clover was not permitted under the common field system because they interfered with access to the fields and other people’s livestock could graze the turnips.

During the Middle Ages, the open field system initially used a two-field crop rotation system where one field was left fallow or turned into pasture for a time to try to recover some of its plant nutrients. Later, a three-year three-field crop rotation routine was employed, with a different crop in each of two fields, e.g. oats, rye, wheat, and barley with the second field growing a legume like peas or beans, and the third field fallow. Usually from 10–30% of the arable land in a three-crop rotation system is fallow. Each field was rotated into a different crop nearly every year. Over the following two centuries, the regular planting of legumes such as peas and beans in the fields that were previously fallow slowly restored the fertility of some croplands. The planting of legumes helped to increase plant growth in the empty field due to the bacteria on legume roots’ ability to fix nitrogen from the air into the soil in a form that plants could use. Other crops that were occasionally grown were flax and members of the mustard family. The practice of convertible husbandry, or the alternation of a field between pasture and grain, introduced pasture into the rotation. Because nitrogen builds up slowly over time in pasture, plowing pasture and planting grains resulted in high yields for a few years. A big disadvantage of convertible husbandry, however, was the hard work that had to be put into breaking up pastures and difficulty in establishing them.

It was the farmers in Flanders (in parts of France and current-day Belgium) that discovered a still more effective four-field crop rotation system, using turnips and clover (a legume) as forage crops to replace the three-year crop rotation fallow year. The four-field rotation system allowed farmers to restore soil fertility and restore some of the plant nutrients removed with the crops. Turnips first show up in the probate records in England as early as 1638 but were not widely used until about 1750. Fallow land was about 20% of the arable area in England in 1700 before turnips and clover were extensively grown. Guano and nitrates from South America were introduced in the mid-19th century and fallow steadily declined to reach only about 4% in 1900. Ideally, wheat, barley, turnips, and clover would be planted in that order in each field in successive years. The turnips helped keep the weeds down and were an excellent forage crop—ruminant animals could eat their tops and roots through a large part of the summer and winters. There was no need to let the soil lie fallow as clover would add nitrates (nitrogen-containing salts) back to the soil. The clover made excellent pasture and hay fields as well as green manure when it was plowed under after one or two years. The addition of clover and turnips allowed more animals to be kept through the winter, which in turn produced more milk, cheese, meat, and manure, which maintained soil fertility.

Townshend is often mentioned, together with Jethro Tull, Robert Bakewell, and others, as a major figure in England’s Agricultural Revolution, contributing to adoption of agricultural practices that supported the increase in Britain’s population between 1700 and 1850.

Other Practices

In the mid-18th century, two British agriculturalists, Robert Bakewell and Thomas Coke, introduced selective breeding as a scientific practice (mating together two animals with particularly desirable characteristics) and using inbreeding (the mating of close relatives) to stabilize certain qualities in order to reduce genetic diversity. Arguably, Bakewell’s most important breeding program was with sheep. Using native stock, he was able to quickly select for large, yet fine-boned sheep with long, lustrous wool. Bakewell was also the first to breed cattle to be used primarily for beef. Previously, cattle were first and foremost kept for pulling plows as oxen or for dairy uses, with beef from surplus males as an additional bonus. As more and more farmers followed Bakewell’s lead, farm animals increased dramatically in size and quality.

Certain practices that contributed to a more productive use of land intensified, for example converting some pasture land into arable land and recovering fen land and some pastures. It is estimated that the amount of arable land in Britain grew by 10-30% through these land conversions. Other developments came from Flanders and and the Netherlands, where due to the large and dense population, farmers were forced to take maximum advantage of every bit of usable land. The region became a pioneer in canal building, soil restoration and maintenance, soil drainage, and land reclamation technology. Dutch experts like Cornelius Vermuyden brought some of this technology to Britain. Finally, water-meadows were utilized in the late 16th to the 20th centuries and allowed earlier pasturing of livestock after they were wintered on hay. This increased livestock yields, giving more hides, meat, milk, and manure as well as better hay crops.

New Agricultural Tools

An important factor of the Agricultural Revolution was the invention of new tools and advancement of old ones, including the plough, seed drill, and threshing machine, to improve the efficiency of agricultural operations.

Identify some of the new tools developed as part of the Agricultural Revolution

The mechanization and rationalization of agriculture was a key factor of the Agricultural Revolution. New tools were invented and old ones perfected to improve the efficiency of various agricultural operations.

• The Dutch plough was brought to Britain by Dutch contractors. In 1730, Joseph Foljambe in Rotherham, England, used new shapes as the basis for the Rotherham plough, which also covered the moldboard with iron. By 1770, it was the cheapest and best plough available. It spread to Scotland, America, and France. It may have been the first plough to be widely built in factories and the first to be commercially successful.
• In 1789 Robert Ransome started casting ploughshares in a disused malting at St. Margaret’s Ditches. As a result of a mishap in his foundry, a broken mold caused molten metal to come into contact with cold metal, making the metal surface extremely hard — chilled casting — which he advertised as “self sharpening” ploughs and received patents for his discovery.
• James Small further advanced the design. Using mathematical methods, he experimented with various designs until he arrived at a shape cast from a single piece of iron, an improvement on the Scots plough of James Anderson of Hermiston.
• The seed drill was invented in China in the 2nd century BCE and introduced to Italy in the mid-16th century. First attributed to Camillo Torello, it was patented by the Venetian Senate in 1566. In England, it was further refined by Jethro Tull in 1701. Tull’s drill was a mechanical seeder that sowed efficiently at the correct depth and spacing and then covered the seed so that it could grow. However, seed drills of this and successive types were expensive, unreliable, and fragile.
• A threshing machine or thresher is a piece of farm equipment that threshes grain: removes the seeds from the stalks and husks. Mechanization of this process removed a substantial amount of drudgery from farm labor. The first threshing machine was invented circa 1786 by the Scottish engineer Andrew Meikle, and the subsequent adoption of such machines was one of the earlier examples of the mechanization of agriculture.
• threshing machine : A piece of farm equipment that threshes grain, that is, removes the seeds from the stalks and husks. It does so by beating the plant to make the seeds fall out. The first model was invented circa 1786 by the Scottish engineer Andrew Meikle, and the subsequent adoption of such machines was one of the earlier examples of the mechanization of agriculture.
• plough : A tool or farm implement for initial cultivation of soil in preparation for sowing seed or planting. It has been a basic instrument for most of recorded history, although written references do not appear in English until c. 1100, after which it is referenced frequently. Its construction was highly advanced during the Agricultural Revolution.
• seed drill : A device that sows the seeds for crops by metering out individual seeds, positioning them in the soil, and covering them to a certain average depth. It sows the seeds at equal distances and proper depth, ensuring they get covered with soil and are saved from being eaten by birds. Invented in China in the 2nd century BCE, it was advanced by Europeans in the 16th and 17th centuries, becoming an important development of the Agricultural Revolution.

Agricultural Revolution: Mechanization

The basic plough with coulter, ploughshare, and moldboard remained in use for a millennium. Major changes in design did not become common until the Age of Enlightenment, when there was rapid progress. The Dutch acquired the iron tipped, curved moldboard, adjustable depth plough from the Chinese in the early 17th century. It had the ability to be pulled by one or two oxen compared to the six or eight needed by the heavy-wheeled northern European plough. The Dutch plough was brought to Britain by Dutch contractors hired to drain East Anglian fens and Somerset moors. The plough was extremely successful on wet, boggy soil, but soon was used on ordinary land. In 1730,  Joseph Foljambe in Rotherham, England, used new shapes as the basis for the Rotherham plough, which also covered the moldboard with iron. Unlike the heavy plough, the Rotherham (or Rotherham swing) plough consisted entirely of the coulter, moldboard, and handles. By the 1760s Foljambe was making large numbers of these ploughs in a factory outside of Rotherham, using standard patterns with interchangeable parts. The plough was easy for a blacksmith to make and by the end of the 18th century it was being made in rural foundries. By 1770, it was the cheapest and best plough available. It spread to Scotland, America, and France. It may have been the first plough to be widely built in factories and the first to be commercially successful.

In 1789 Robert Ransome, an iron founder in Ipswich, started casting ploughshares in a disused malting at St. Margaret’s Ditches. As a result of a mishap in his foundry, a broken mold caused molten metal to come into contact with cold metal, making the metal surface extremely hard — chilled casting — which he advertised as “self sharpening” ploughs and received patents for his discovery. In 1789, Ransomes, Sims & Jefferies was producing 86 plough models for different soils.

James Small further advanced the design. Using mathematical methods, he experimented with various designs until he arrived at a shape cast from a single piece of iron, an improvement on the Scots plough of James Anderson of Hermiston. A single-piece cast iron plough was also developed and patented by Charles Newbold in the United States. This was again improved on by Jethro Wood, a blacksmith of Scipio, New York, who made a three-part Scots Plough that allowed a broken piece to be replaced.

The seed drill was introduced from China, where it was invented in the 2nd century BCE, to Italy in the mid-16th century. First attributed to Camillo Torello, it was patented by the Venetian Senate in 1566. A seed drill was described in detail by Tadeo Cavalina of Bologna in 1602. In England, it was further refined by Jethro Tull in 1701. Before the introduction of the seed drill, the common practice was to plant seeds by broadcasting (evenly throwing) them across the ground by hand on the prepared soil and then lightly harrowing the soil to cover the seed. Seeds left on top of the ground were eaten by birds, insects, and mice. There was no control over spacing and seeds were planted too close together and too far apart. Alternately seeds could be laboriously planted one by one using a hoe and/or a shovel. Cutting down on wasted seed was important because the yield of seeds harvested to seeds planted at that time was around four or five. Tull’s drill was a mechanical seeder that sowed efficiently at the correct depth and spacing and then covered the seed so that it could grow. However, seed drills of this and successive types were both expensive and unreliable, as well as fragile. They would not come into widespread use in Europe until the mid-19th century. Early drills were small enough to be pulled by a single horse, and many of these remained in use into the 1930s.

In his 1731 publication, Tull described how the motivation for developing the seed-drill arose from conflict with his servants. He struggled to enforce his new methods upon them, in part because they resisted the threat to their position as laborers and skill with the plough. He also invented machinery for the purpose of carrying out his system of drill husbandry, about 1733. His first invention was a drill-plough to sow wheat and turnip seed in drills, three rows at a time.

A threshing machine or thresher is a piece of farm equipment that threshes grain: removes the seeds from the stalks and husks by beating the plant to make the seeds fall out. Before such machines were developed, threshing was done by hand with flails and was very laborious and time-consuming, taking about one-quarter of agricultural labor by the 18th century. Mechanization of this process removed a substantial amount of drudgery from farm labor. The first threshing machine was invented circa 1786 by the Scottish engineer Andrew Meikle and the subsequent adoption of such machines was one of the earlier examples of the mechanization of agriculture.

The Enclosure Act

Enclosure, or the process that ended traditional rights on common land formerly held in the open field system and restricted the use of land to the owner, is one of the causes of the Agricultural Revolution and a key factor behind the labor migration from rural areas to gradually industrializing cities.

Interpret the consequences of enclosure

• Common land is owned collectively by a number of persons or by one person with others holding certain traditional rights, such as to allow their livestock to graze upon it, collect firewood, or cut turf for fuel. A person who has a right in or over common land jointly with others is called a commoner.
• Most of the medieval common land of England was lost due to enclosure. In English social and economic history, enclosure was the process that ended traditional rights on common land formerly held in the open field system. Once enclosed, these land uses were restricted to the owner, and the land ceased to be for the use of commoners.
• The process of enclosure became a widespread feature of the English agricultural landscape during the 16th century. By the 19th century, unenclosed commons became largely restricted to large rough pastures in mountainous areas and relatively small residual parcels of land in the lowlands.
• Enclosure could be accomplished by buying the ground rights and all common rights to accomplish exclusive rights of use, which increased the value of the land. The other method was by passing laws causing or forcing enclosure, such as parliamentary enclosures. The latter process was sometimes accompanied by force, resistance, and bloodshed, and remains among the most controversial areas of agricultural and economic history in England.
• Parliamentary enclosures consolidated strips in the open fields into more compact units and enclosed much of the remaining pasture commons or wastes. They usually provided commoners with some other land in compensation for the loss of common rights, although this was often of poor quality and limited extent. They were also used for the division and privatization of common “wastes” (in the original sense of uninhabited places). Voluntary enclosure was also frequent at that time.
• Enclosure faced a great deal of popular resistance because of its effects on the household economies of smallholders and landless laborers, who were often pushed out of the rural areas. Enclosure is also considered one of the causes of the Agricultural Revolution. Enclosed land was under control of the farmer, who was free to adopt better farming practices. Following enclosure, crop yields and livestock output increased while at the same time productivity increased enough to create a surplus of labor. The increased labor supply is considered one of the factors facilitating the Industrial Revolution.
• common land : A system of land ownership, known also as the common field system, in which land is owned collectively by a number of persons, or by one person with others holding certain traditional rights, such as to allow their livestock to graze upon it, collect firewood, or cut turf for fuel.
• Industrial Revolution : The transition to new manufacturing processes in the period from about 1760 to between 1820 and 1840. This transition included going from hand production methods to machines, new chemical manufacturing and iron production processes, improved efficiency of water power, the increasing use of steam power, the development of machine tools, and the rise of the factory system.
• Enclosure : The legal process in England during the 18th century of enclosing a number of small landholdings to create one larger farm. Once enclosed, use of the land became restricted to the owner and it ceased to be common land for communal use. In England and Wales, the term is also used for the process that ended the ancient system of arable farming in open fields.
• Enclosure Acts : A series of United Kingdom Acts of Parliament which enclosed open fields and common land in the country, creating legal property rights to land that was previously considered common. Between 1604 and 1914, over 5,200 individual acts were put into place, enclosing 6.8 million acres.

Background: Common Land

Common land is owned collectively by a number of persons, or by one person with others holding certain traditional rights, such as to allow their livestock to graze upon it, to collect firewood, or to cut turf for fuel. A person who has a right in or over common land jointly with others is called a commoner. Originally in medieval England, the common was an integral part of the manor and thus part of the estate held by the lord of the manor under a feudal grant from the Crown or a superior peer, who in turn held his land from the Crown, which owned all land. This manorial system, founded on feudalism, granted rights of land use to different classes. These would be  appurtenant  rights, meaning the ownership of rights belonged to tenancies of particular plots of land held within a manor. A commoner would be the person who for the time being occupied a particular plot of land. Some rights of common were said to be  in gross , or unconnected with tenure of land. This was more usual in regions where commons were extensive, such as in the high ground of Northern England or on the Fens, but also included many village greens across England and Wales.

Most of the medieval common land of England was lost due to enclosure. In English social and economic history, enclosure or inclosure was the process that ended traditional rights such as mowing meadows for hay or grazing livestock on common land formerly held in the open field system. Once enclosed, these uses of the land became restricted to the owner and the land cased to be for the use of commoners. In England and Wales, the term is also used for the process that ended the ancient system of arable farming in open fields. Under enclosure, such land was fenced ( enclosed ) and  deeded  or  entitled  to one or more owners. The process of enclosure became a widespread feature of the English agricultural landscape during the 16th century. By the 19th century, unenclosed commons were largely restricted to large areas of rough pasture in mountainous places and relatively small residual parcels of land in the lowlands.

Enclosure could be accomplished by buying the ground rights and all common rights to accomplish exclusive rights of use, which increased the value of the land. The other method was by passing laws causing or forcing enclosure, such as parliamentary enclosure. The latter process of enclosure was sometimes accompanied by force, resistance, and bloodshed, and remains among the most controversial areas of agricultural and economic history in England.

Implementation of the Acts

The more productive enclosed farms meant that fewer farmers were needed to work the same land, leaving many villagers without land and grazing rights. Many moved to the cities in search of work in the emerging factories of the Industrial Revolution. Others settled in the English colonies. English Poor Laws were enacted to help these newly poor. Some practices of enclosure were denounced by the Church and legislation was drawn up against it. However, the large, enclosed fields were needed for the gains in agricultural productivity from the 16th to 18th centuries. This controversy led to a series of government acts, culminating in the General Enclosure Act of 1801, which sanctioned large-scale land reform.

The Act of 1801 was one of many parliamentary enclosures that consolidated strips in the open fields into more compact units and enclosed much of the remaining pasture commons or wastes. Parliamentary enclosures usually provided commoners with some other land in compensation for the loss of common rights, although often of poor quality and limited extent. They were also used for the division and privatization of common “wastes” (in the original sense of  uninhabited places ), such as fens, marshes, heathland, downland, and moors. Voluntary enclosure was also frequent at that time.

After 1529, the problem of untended farmland disappeared with the rising population. There was a desire for more arable land along with antagonism toward the tenant-graziers with their flocks and herds. Increased demand along with a scarcity of tillable land caused rents to rise dramatically in the 1520s to mid-century. There were popular efforts to remove old enclosures and much legislation of the 1530s and 1540s concerns this shift. Angry tenants impatient to reclaim pastures for tillage were illegally destroying enclosures.

Consequences

The primary benefits to large land holders came from increased value of their own land, not from expropriation. Smaller holders could sell their land to larger ones for a higher price post enclosure. Protests against parliamentary enclosures continued, sometimes also in Parliament, frequently in the villages affected, and sometimes as organized mass revolts. Enclosed land was twice as valuable, a price that could be sustained by its higher productivity. While many villagers received plots in the newly enclosed manor, for small landholders this compensation was not always enough to offset the costs of enclosure and fencing. Many historians believe that enclosure was an important factor in the reduction of small landholders in England as compared to the Continent, although others believe that this process began earlier.

Enclosure faced a great deal of popular resistance because of its effects on the household economies of smallholders and landless laborers. Common rights had included not just the right of cattle or sheep grazing, but also the grazing of geese, foraging for pigs, gleaning, berrying, and fuel gathering. During the period of parliamentary enclosures, employment in agriculture did not fall, but failed to keep pace with the growing population. Consequently, large numbers of people left rural areas to move into the cities where they became laborers in the Industrial Revolution.

Enclosure is considered one of the causes of the British Agricultural Revolution. Enclosed land was under control of the farmer, who was free to adopt better farming practices. There was widespread agreement in contemporary accounts that profit making opportunities were better with enclosed land. Following enclosure, crop yields and livestock output increased while at the same time productivity increased enough to create a surplus of labor. The increased labor supply is considered one of the factors facilitating the Industrial Revolution.

Effects of the Agricultural Revolution

• The Agricultural Revolution in Britain proved to be a major turning point, allowing population to far exceed earlier peaks and sustain the country’s rise to industrial preeminence. It is estimated that total agricultural output grew 2.7-fold between 1700 and 1870 and output per worker at a similar rate. The Agricultural Revolution gave Britain the most productive agriculture in Europe, with 19th-century yields as much as 80% higher than the Continental average.
• enclosure : The legal process in England during the 18th century of enclosing a number of small landholdings to create one larger farm. Once enclosed, use of the land became restricted to the owner and ceased to be common land for communal use. In England and Wales, the term is also used for the process that ended the ancient system of arable farming in open fields.
• Industrial Revolution : The transition to new manufacturing processes in the period from about 1760 to between 1820 and 1840. This transition included going from hand production methods to machines, new chemical manufacturing and iron production processes, improved efficiency of water power, the increasing use of steam power, the development of machine tools and the rise of the factory system.
• rural flight : The migratory pattern of peoples from rural areas into urban areas. It is urbanization seen from the rural perspective.

The Agricultural Revolution in Britain proved to be a major turning point, allowing population to far exceed earlier peaks and sustain the country’s rise to industrial preeminence. Although evidence-based advice on farming began to appear in England in the mid-17th century, the overall agricultural productivity of Britain grew significantly only later. It is estimated that total agricultural output grew 2.7-fold between 1700 and 1870 and output per worker at a similar rate. The Agricultural Revolution gave Britain at the time the most productive agriculture in Europe, with 19th-century yields as much as 80% higher than the Continental average. Even as late as 1900, British yields were rivaled only by Denmark, the Netherlands, and Belgium. But Britain’s lead eroded as European countries experienced their own agricultural revolutions, raising grain yields on average by 60% in the century preceding World War I. Interestingly, the Agricultural Revolution in Britain did not result in overall productivity per hectare of agriculture that would rival productivity in China, where intensive cultivation (including multiple annual cropping in many areas) had been practiced for many centuries. Towards the end of the 19th century, the substantial gains in British agricultural productivity were rapidly offset by competition from cheaper imports, made possible by the exploitation of colonies and advances in transportation, refrigeration, and other technologies.

The increase in the food supply contributed to the rapid growth of population in England and Wales, from 5.5 million in 1700 to over 9 million by 1801, although domestic production gave way increasingly to food imports in the 19th century as population more than tripled to over 32 million. The rise in productivity accelerated the decline of the agricultural share of the labor force, adding to the urban workforce on which industrialization depended. The Agricultural Revolution has therefore been cited as a cause of the Industrial Revolution. As enclosure deprived many of access to land or left farmers with plots too small and of poor quality, increasing numbers of workers had no choice but migrate to the city. Prior to the Industrial Revolution, however, rural flight occurred in mostly localized regions. Pre-industrial societies did not experience large rural-urban migration flows, primarily due to the inability of cities to support large populations. Lack of large employment industries, high urban mortality, and low food supplies all served as checks keeping pre-industrial cities much smaller than their modern counterparts. While the improved agricultural productivity freed up workers to other sectors of the economy, it took decades of the Industrial Revolution and industrial development to trigger a truly mass rural-to-urban labor migration. As food supplies increased and stabilized and industrialized centers moved into place, cities began to support larger populations, sparking the beginning of rural flight on a massive scale. In England, the proportion of the population living in cities jumped from 17% in 1801 to 72% in 1891.

The development and advancement of  tools and machines decreased the demand for rural labor. That together with increasingly restricted access to land forced many rural workers to migrate to cities, eventually supplying the labor demand created by the Industrial Revolution.

Text adapted from Boundless World History. Revisions and additions by History Guild . 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30 The British Agricultural Revolution

Richard Hoyle was formerly Professor of Rural History at the University of Reading and Professor of Regional and Local History at the Institute of Historical Research at the University of London. He is now Visiting Professor of Economic History at Reading. He served as editor of Agricultural History Review for twenty years and is the author of numerous publications on tenancy, landholding, and land markets.

• Published: 21 March 2024
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This chapter offers a new interpretation of the British agricultural revolution. It begins by reviewing the historiography of the late eighteenth-century agricultural revolution, showing how the idea had been largely abandoned by the 1980s but has since been revived. The background to it is quickly sketched in, including population growth, but also a move away from arable cultivation through enclosure. The impact of English population growth on Scotland and Ireland is considered. It is explained how contemporaries saw agrarian change in the late eighteenth century as evidence of failure, given that England moved from being an exporter to an importer of grain. War after 1793 encouraged a revival of arable agriculture and massive investment in agriculture including the enclosure of wastes; after 1815 there was a perception that a bubble had burst. The argument that an agricultural revolution took place in the depressed years after 1815 is quickly reviewed.

For generations of historians, it followed logically and naturally that an industrial revolution was mirrored by an agricultural revolution. If they had looked, they would also have found contemporary awareness of radical change. It was not merely reform-minded writers like Arthur Young and William Marshall who were searching out and publicizing the new techniques used by improving farmers. An essay published in 1790 by Joseph Wimpey of North Bockhampton in Dorset itemized “the improvements in agriculture that have been successfully introduced into this kingdom within the past fifty years” under eight headings. 1 These were all alterations in the management of land that paid for themselves through increased net profits.

The first innovation was superior standards of tillage and the preparation of the ground, and from this followed the second, the invention of new implements of husbandry. Wimpey noted an improvement in plows, the best of which reduced the number of horses and men needed to operate them while giving a much better tilth. Third, Wimpey saw drilling machines as a major innovation. They reduced the amount of seed that needed to be sown and made it possible to hand- or horse-how between the lines of seeds. Fourth, Wimpey felt that the increase in the range of crops available to farmers now allowed them to grow what suited their soil rather than growing what would fetch the best price at market. Fifth, it was the “rotation of most beneficial succession of crops” that “comprehends improvements of great magnitude and extent.” Wimpey distinguished between crops that left the soil exhausted (cereals), and those that replenished it (legumes and roots). The judicious use of “ameliorating” crops after “exhausting” crops allowed for continuous cropping. Sixth, the soil itself was improved by the use of soil improvers (marl, chalk, shells, and lime. Wimpey does not say anything about animal manures.) His seventh innovation was the “successful introduction of many new articles into field culture.” Turnips, potatoes, cabbages, carrots, and parsnips had been cultivated for domestic use for much longer than fifty years, “but the field culture of these articles for the feed of cattle in any considerable degree is quite a modern practice.” Wimpey particularly stressed the use of artificial grasses, Sainfoin and Lucerne, and made especially large claims for the former. Finally, Wimpey commented that the use of turnips for the feed of sheep and the fattening of cattle was now so general that it required no comment and mused whether the potato would come to have a similar role as animal feed. He could doubtless have suggested other improvements. Drainage, for instance, was a matter of great interest at the end of the eighteenth century but was not mentioned by him, nor was enclosure, either of open fields or commons.

Other late eighteenth-century accounts of change can be found, but much of the literature of the time was not so much congratulatory as striving for further improvement, for more enclosure, better drainage, greater efficiency in farming, and new machinery. It is replete with accounts of how to get more for less. Contemporaries thought they were living through a time when change was not only possible but happening around them. They had the evidence of their eyes: enclosure, new farmsteads, new crops, more cattle in the fields, and a higher standard of living for farmers.

The Board of Agriculture—not a government department but a pressure group of enthusiasts in receipt of a government grant—was established in 1793. 2 Its members were driven by the conviction that English agriculture was failing because imports of grain had, since about 1765, been steadily rising. The answer was to enclose and extend the area under cultivation. What they could not have foreseen in 1793 was that the following two decades would be marked by high prices, two years of harvest failure and near famine, and the interruption to imports caused by war. As prices were high, rents and the value of land rose. Investment in agriculture promised good returns. This was a golden age for farming, and for farmers.

After 1813 the agricultural boom collapsed. In a great tour d’horizon given as a speech in the House of Commons in April 1816, Henry Brougham, later Lord Chancellor, argued that agricultural expansion over the previous twenty years had far exceeded what was prudent. Agriculture was overextended. Capital had been poured into it which could not be recovered:

[T]he work both of men and cattle has been economized, new skill has been applied, and a more dexterous combination of different kinds of husbandry been practised, until, without at all comprehending the waste lands wholly added to the productive territory of the island, it may be safely said, not perhaps that two blades of grass now grow where one only grew before, but I am sure, that five grow where four used to be; and that this kingdom which foreigners were wont to taunt as a mere manufacturing and trading country, inhabited by a shopkeeping nation, is in reality, for its size, by far the greatest agricultural state the world. 3

He does not use the words, but here is an agricultural revolution.

Historiography

Historians have tried to digest and understand these changes ever since the domestic agrarian economy started to decline under the weight of cheap imports of American wheat, South American beef, and New Zealand lamb after 1880 or so. Two schools of thought can be identified. Following Marx, some historians place a great emphasis on enclosure and the social ills it brought with it: the decline of the small landowner, the emergence of large capitalist farms, the pauperization of commoners and laborers and their enforced migration into towns. This was an approach that perhaps found its apogee in the writings of J. L. and Barbara Hammond on the eve of World War I. 4 The view that enclosure was a legalized form of dispossession of the vulnerable still has its advocates among historians and a prominent place in the popular understanding of history. 5

A quite different school of historians stressed the technical innovations that enclosure permitted. The foremost advocate of an agricultural revolution (although he seems not to have used the phrase) along these lines was R. E. Prothero (Lord Ernle). His English Farming Past and Present bestrode the field for over half a century after its first publication in 1912: the sixth posthumous edition appeared as late as 1961. Prothero placed an emphasis on parliamentary enclosure’s breaking the restraints on agricultural progress. He saw early eighteenth-century agriculture as little different from its medieval precursor. In his view, enclosure unleashed the entrepreneurial spirit of the farmer. Freed from the dead weight of the collective farming of open fields, farmers were then free to draw on a range of new crops—artificial grasses, turnips—all integrated into new systems of rotation, new livestock breeds, and new labor-saving machines. These possibilities were publicized by heroic pioneers—Robert Bakewell of Dishley, T. W. Coke of Holkham, Viscount Townshend (“Turnip Townshend”) of Raynham, Jethro Tull—and word of them was further circulated by William Marshall, Arthur Young, and the publications of the Board of Agriculture. For many people this heroic account remains the agricultural revolution.

Agriculture before 1750 had never been static but was constantly adapting to price signals and new opportunities. Prothero’s view of a discontinuity in practice about the third quarter of the eighteenth century fell out of favor with the realization that the innovations he attributed to that time were often known a century and more earlier. If obscure, the history of the turnip was both longer and more complicated than he understood. Clover was also known well before 1750. There were simply not enough of the new breeds of cattle and sheep to make any great difference to the national herd and flock. Only about 21 percent of the land area of England was enclosed by parliamentary statute. In some counties virtually none was; in others over half of the land area was subject to enclosure by act. 6

The developing knowledge of agrarian practices before 1760 and the fundamentally unquantitative nature of the debate led to the idea of an agricultural revolution being stretched over several centuries. Some historians abandoned the concept altogether or declared it to be unhelpful. In a well-known survey of 1966, Chambers and Mingay argued for an agricultural revolution stretching from about 1760 to the onset of depression around 1880, a long, thin agricultural revolution. 7 The sixth volume of the Agrarian History of England and Wales covering 1750–1850, edited by Mingay and published in 1989, dismissed the notion of an agricultural revolution in the first paragraph of the first page, where the incremental improvement of agriculture over a much longer period was noted and the idea of the agricultural revolution (“if [it] has any validity”) reserved for the years after 1945. 8 Early attempts at quantification were also dismissive of the idea of a late eighteenth-century agricultural revolution, suggesting that the rate of increase in productivity in the eighteenth century was far from impressive and actually declined later in the century. 9

Mingay’s volume of the Agrarian History was perhaps the low point in the historiography of the agricultural revolution, although others continue to eschew both the term and the concept. An attractive and well-informed study of agriculture, landscape, and agricultural buildings of 2004 that placed a stress on change never used the term and took refuge in the more neutral word “improvement.” 10 Tides come in and tides go out, and in 1996 Mark Overton published a paper summarizing the quantitative materials that he and others had been gathering over the previous decade and more from probate inventories, and restated the traditional view that the experience of the later eighteenth century saw a real break with its past on a scale worthy of the epithet “revolution.” Overton’s book of the same year took the title Agricultural Revolution in England , the lack of a definite article being both a tease and a caution. 11

In his 1996 paper, estimating agricultural output by a number of methods and extending his pool of inventories, Overton showed that on a number of criteria, output rose by about a quarter between 1700 and 1750 and continued to grow over the next century. And so he concluded by saying that “evidence overwhelmingly favours the century after 1750 as the period of most rapid and fundamental change in output and productivity, which were associated with equally unprecedented and fundamental changes in husbandry.” 12

Having given some quantitative underpinning to the view that the late eighteenth century was qualitatively different from what had preceded it, Overton went on to explain the characteristics of his agricultural revolution. Some of the features that he identified were not novel but had long been a staple of the literature, so turnips and clover, but he also showed a much higher density of animals and, following on from this, he demonstrated a reduction in the area of fallow. These ideas were developed further with a stronger statistical backing in a later publication, but after Overton’s 1996 paper, the idea of an agricultural revolution has been part of the currency of debate.

The idea was confronted head-on by Michael Turner, John Beckett, and Bethanie Afton in their book of 2004. 13 This was primarily a study of farm productivity seen through the records of individual farmers, but the new data they assembled was placed firmly in the context of agricultural revolution. Their conclusion was that there was a revolution but that it was between 1815 and 1850. They identified an increase in acreage of 56 percent between those dates but a rise in output of 120 percent, showing that yields per acre substantially increased.

Here we might reflect on a paper of 1968 prompted by Chambers and Mingay’s book. F. M. L. Thompson argued that the years after the end of the postwar depression should be seen as a second agricultural revolution that stretched through to the onset of depression about 1880. 14 The first agricultural revolution had been marked by a physical reorganization of the landscape by enclosure, by increased cultivation, increased capitalization, and a greater market orientation. But farms remained mixed (i.e., both arable and pastoral) and largely self-sufficient in nutrients. They were a closed system that produced wheat and barley for sale, livestock for slaughter, and some wool. The roots and clovers the farm produced, together with its hay, were essentially for internal consumption. Thompson perhaps minimized the external inputs to make this system work—he acknowledged the need for clover seed but not the requirement for a supply of young beasts to feed up—but he was surely right when he saw the second agricultural revolution as being driven by much greater farm inputs of nutrients, starting with bone meal, oil-seed cake, then from ca. 1840 guano, mineral phosphates, and nitrates, and this created the prospect of a farm with neither cattle or rotations, but continuous cropping, as has become normal in our own times. This chapter adopts a largely Thompsonian perspective.

The Agricultural Revolution as a Regional Phenomenon

Previous authors have all tended to view the agricultural revolution as a national phenomenon. One of the reasons why the agricultural revolution is so hard to pin down is that rapid innovative change came to different places at different times. There is an argument to be made that what determined the timing was not the market but the soil and, to a lesser degree, location. (A third factor, prices, we will address in a moment.) The classic agricultural revolution—the sowing of artificial grasses for fallows, turnips for winter animal fodder, the adoption of the Norfolk four-course rotations, the investment in new farm buildings to house cattle—developed earliest and proceeded furthest on light soils. Downlands and heathlands were broken up, enclosed and brought into cultivation. Turnips were much less suited to heavy clay soils. Hence turnip cultivation may have allowed agriculture to bound ahead in areas where they could be advantageously grown while in other areas agriculture languished.

Before 1793 this gave heavy land areas a price incentive to enclose to enable arable to be converted to grassland, with a switch into dairying and beef production. After 1793 much of this heavy land was once again plowed. This was high-cost arable land whose innate disadvantages could be overcome when prices were high, but where the plow could not be sustained in the low-price years after 1815. In any case, contemporaries in the postwar years often recognized that this land was exhausted from overcultivation. The problem of how to make a living out of this land in adverse conditions was summarized in the reported objectives of James Loch, appointed steward to the Sunderland estates in the northwest Midlands in 1813. In 1818 it was said that his mission was to “introduce as good a system of farming upon the stiff lands of the country as exists upon the light and turnip soils.” 15 This is as clear a recognition as we might hope to find that these districts had missed out on the rapid advances of the eighteenth century on the lighter soils, not because their farmers were ignorant of them or willfully resistant to change, but because rotations based around roots would not work in their local conditions. In fact, the long-term direction of change on heavy soils was toward grass, cattle rearing, and dairying and the chief means of improvement may be identified as improved drainage and deep plowing. Because cattle were integral, farming continued to be mixed because animal dung offered a route to arable fertility.

If we accept that the agricultural revolution was a succession of regional phenomena, with differing local chronologies, forms, and outcomes, then we should avoid falling into the trap of seeing corn production as the sole measure of success of English agriculture. We need to give weight to the contribution of the meat and dairy sectors of the economy. It was entirely rational for the English agricultural economy to optimize its total output (and income) by some areas shifting to animal and dairy production while drawing in increasing quantities of imported corn to feed domestic markets. An overconcentration on bread grains—and measuring the success of agriculture by the level of imports, as the Board of Agriculture and its circle did in the 1780s and 1790s—gives a wholly misleading view of agricultural achievement in the country.

For present purposes we would define the agricultural revolution as starting in the third quarter of the eighteenth century but ending fairly abruptly in 1814–1815. The onset of war in 1793 and a run of poor harvests in the 1790s and the first decade of the new century distinguish the war years from what had preceded them, being marked by very high prices. By 1815, the enclosure of open fields had more or less run its course. After the end of war, the domestic agrarian economy was plunged into depression for a decade or more, and in many respects it marked time until the appearance of “High Farming,” the capital-intensive, machine-driven, off-farm nutrient-dependent farming regime that characterized the middle years of the century, Thompson’s “second agricultural revolution.” Turner, Beckett, and Afton have warned us, though, not to underestimate the capacity of farmers to squeeze more out of the existing agrarian systems in the postwar years.

The Agricultural Revolution in a British Context

It is all too easy to see the agricultural revolution as a purely English phenomenon. The term has never really been deployed in modern discussions of agricultural change in either Scotland or Ireland. Of course, Scotland suffered the Highland Clearances in which poor arable and pastoral farmers were cleared off their land to make way for sheep. Enforced migration engendered a bitterness that lingers. But this is never called an “agricultural revolution,” perhaps because it only involved a change in land use and not technological innovation. In the Scottish lowlands, the enclosure and reorganization of arable farming by landlords was commonplace in the middle years of the eighteenth century but is much less well known than later changes in the Highlands. In many respects what happened here was much more severe than enclosure in England, lowland Scots farmers generally having no rights in their land, but again the phrase “agricultural revolution” is never used of this dramatic transformation in the modern literature. 16 Much less is known about Irish conditions in the eighteenth century, but in the century after 1750 Ireland was transformed from being a marginal importer of English grain to a major exporter of grain into England (on one estimate contributing about one-sixth of English consumption). Again, the phrase “agricultural revolution” is rarely, if ever, used of Irish conditions, although one suspects that change in the east of the island was every bit as dramatic as anything that happened in Britain. The key difference between England and Wales on the one hand and Scotland and Ireland on the other is that in the latter, enclosure never became a public process. In all three nations landlords who had unity of ownership could enclose pretty much at will. This was less common in England and Wales, and for that reason public legal processes (described below) had to be employed. Enclosure here is well (but partially) documented where in Scotland and Ireland the reorganization of tenant land and the enclosure of commons could be achieved at the landlord’s command and for that reason is much less historically visible. But it needs to be emphasized that the “agricultural revolution” is a British and Irish phenomenon. To view it as a purely English one (as is usual) is grossly misleading. Both Britain and Ireland were able to take advantage of the growing English, southern Welsh, and Scottish urban markets to transform their rural economies.

The Limits of Quantification

One of the reasons why there has always been a tendency to view the agricultural revolution in terms of personalities and new techniques is that until recently we lacked hard quantitative data on agricultural production in Britain before the mid-nineteenth century. The British government collected no statistics on agricultural output or performance before 1866 (but from 1847 in Ireland). Throughout the eighteenth century it was happy to leave the market in agricultural products to market forces operating within the framework of the Corn Laws (the body of legislation that regulated the import and export of grain according to the prices prevailing in the domestic market. 17 ) The one area in which the government did collect and publish statistics throughout was for imports and exports, but relating these trade flows to the state of the domestic market is not straightforward. They did, however, exercise a great hold over Young and his contemporaries, who thought it wrong that the country should be drawing in imports when it could achieve near-self-sufficiency. Failing to grasp larger changes in the economy, they saw rising imports as evidence of agrarian failure.

Fairly solid data exists for four areas of the economy that bear on the agricultural revolution. There are reliable estimates for English population by Wrigley and Schofield, and these can be scaled up to become estimates of British population. We have comprehensive price data, statistics for imports and exports, and the area enclosed by parliamentary enclosure. All bring problems of accuracy and meaning. Overton pioneered the use of probate inventories to secure yield and other farm-level data, but the procedure of the probate courts changed about 1740 and thereafter inventories are no longer available in large numbers after mid-century.

The quantitative basis of any assessment of the agricultural revolution has therefore been extremely weak in the past, and while much improved by the recent work of Overton and others, it remains far from satisfactory. If we move any study of the agricultural revolution along from great men, enclosure, and new techniques, we must decide the criteria we would use to assess whether an agricultural revolution had taken place. The first and most obvious is the extension of the cultivated area. Parliamentary enclosure may be taken as the most obvious evidence for this, but any such assumption needs heavy qualification. Nonetheless, it is clear enough that eighteenth-century enclosure transformed that part of the landscape which was not already enclosed . The second criteria would be that total output increased, and given the scale of population growth between 1750 and 1850, it makes immediate sense to suppose that it did. This is not necessarily a sign of a revolution. Total output could rise because of a recourse to labor-intensive spade agriculture on what contemporaries (such as Malthus) took to be an Irish model and therefore regressive and undesirable. Declining output per head is not evidence of an agricultural revolution. Overall, it is not easy to arrive at a quantitative, as opposed to qualitative, assessment.

An examination of measures of productivity per unit area or productivity per individual employed in agriculture—if they could be calculated—might confirm a revolution. Enclosure might well have actually reduced the productivity per cultivated area: much of the land enclosed had little agricultural potential under the techniques then being employed. A leap forward in agricultural techniques was necessary to get the best out of the addition to the stock of cultivated land. Labor productivity is even more problematic. It is just about possible to arrive at a head count of male agricultural laborers, but much harder to ascertain how many days of the week they worked and for what hours, or what the contribution of female labor was to the overall pool of labor.

The Supply of the Domestic Market

Contemporaries were aware that population was growing after 1750, but they had only a rough idea of the number of people in Britain until 1801, and even then, the rate of growth before that date remained a matter of speculation. The modern and generally accepted estimates for England are those by Wrigley and Schofield (Figure 30.1 ).

Population growth had an obvious impact on agriculture. The three chief grains all served different markets: wheat being used for bread and confectionary, barley for brewing, and oats for feeding to horses. Before about 1770, England was normally self-sufficient in all three grains and had a surplus to export. This surplus may have arisen from the development of light downland soils, often on chalk, whose cultivation may have been permitted by the development of rotations that maintained and even enhanced the fertility of these thin soils. Defoe remarks on this in the second decade of the century. The same developments were taking place on the light heathland soils of the Holkham estate in Norfolk. 18 The author of the first General View for Gloucestershire (1794), commented how

Probably no part of the kingdom has been more improved in the past forty years than the Cotswold Hills. The first enclosures are about that standing [so ca. 1750]; but the greater part are of a later date. Three parishes are now enclosing, and out of about 13, which still remain in the common field state, two I understand are taking the requisite measures for an inclosure; the advantages are very great, rent more than doubled, the produce of every kind proportionably increased. In the open field state, a crop and fallow was the usual course. What is here called the “seven field husbandry” now generally obtained, that is about a seventh part sainfoin, and the remainder under the following routine; turnips, barley, seeds [grass or clover] two years, wheat, oats. 19

All of this served to increase the cultivated area. So too did the second drainage of the Fenland after ca. 1770, when the work of the seventeenth-century drainers was brought to a satisfactory conclusion. 20

Estimated English population, 1696–1851, at five-year intervals. Source: Estimates by back projection from E. A. Wrigley and R. S. Schofield, A Population History of England, 1541–1871 (London: Edward Arnold), Table A3.1.

The improvement of downland and fenland shifted the cultivation of corn to new locations and produced an oversupply on the market. The problem of low domestic prices was a long-standing one and was initially answered by subsidized exports (the “Bounty”), but it also forced producers of corn on heavy soils into forms of animal husbandry that produced better profits. In turn, this entailed enclosure, conversion to grass, and depopulation. It was this sequence of changes that shaped the public perception of enclosure until late in the century. 21 The surplus for export progressively disappears, and by the end of the eighteenth century, Britain was consistently a net importer of grain.

The data presented in figure 30.2 for imports and exports has been cited on several occasions and is taken to be authoritative. It is not certain, however, on what basis it was calculated. It is not clear, for instance, whether the earlier data includes Scotland. The table says that it includes trade with Ireland. The data does, however, illustrate the point that a relatively low level of exports before 1765 grew to a high level of imports thereafter.

Contemporaries read rising imports as a failure of English agriculture where we might read it as a rational response to farmgate prices. The need to reduce imports by plowing up land was a preoccupation in the circles of the Board of Agriculture: hence the chapter in the General Report on Enclosures (1808) entitled “Produce of the Country Insufficient for Its Consumption.” This referred solely to grain: the Board and its members had a blind spot over pastoral production. 22

Wheat imports and exports, 1697–1842 (quarters). Source: British Parliamentary Papers 1843, House of Commons paper, 177, LIII, 9. Corn. Returns to an address of the Honourable the House of Commons, dated 23 March 1843; ordered to be printed 7 April 1843 , Table 12, p. 58, “Total quantities of wheat and wheat flour imported into and exported from Great Britain in each year from 1697 to 1842.”

So while the background to the classic agricultural revolution was population growth at home, there was much more to it than population growth. A rising standard of living among at least a part of the population made for a higher per capita consumption of meat and cheese. With more money in their pockets, people increased their consumption of beer and spirits, leading to an increased demand for barley. Increasing numbers of horses for traction required more provender for their sustenance. Increased demand of corn in particular was met in part by imports. In 1773, with the memory of the harvest failure of 1765 and the disturbances of 1766 in mind, the Corn Law was reconfigured to encourage imports in order to maintain domestic peace in high-price years. The domestic corn market it created did not serve the needs of English farmers very well in the twenty years after 1773 and encouraged a recourse to pasture. But from 1793, in the years of war, prices became extremely high, imports were disrupted, and farmers received a considerable incentive to convert pasture to arable land and adopt new techniques to meet a hungry market. All this came crashing down with the excellent harvest of 1813 and the end of the war. Farm incomes fell precipitately and a revision to the Corn Law was enacted in 1815 to maintain grain prices, but at a fraction of their wartime levels. Brougham was doubtless right to identify the wartime years as a bubble, an overextension of the cultivated area, with a vigorous market in land at inflated prices that had left many landowners with insurmountable debts as rents fell postwar.

Enclosure lies at the heart of the agricultural revolution as it is normally understood. But enclosure is also perhaps the most misunderstood process in English history, in part because we use a single word for an experience that everywhere went through but that had different characteristics, legal forms, and implications according to when and where it took place. In sum, it is the process of taking land over which multiple rights existed and vesting it solely in a single individual (in severalty), whose rights are not qualified by the seasonal rights of others to graze the land. The land itself is enclosed by fences, hedges, or walls.

In the case of open-field land (“sub-divided arable”), then the rights of a landowner within the open-fields were tempered by their collective management and the use of the land, normally for one year in three, as a fallow when there was a general right to graze. The opponents of common fields always maintained that this system was inflexible and the entrepreneurial spirit of improving farmers was restrained by their more conservative neighbors. This may have been true in many cases, but there are also examples of the fallows in open fields being used to grow clover and turnips. It would now be accepted that open fields were not as inflexible as hostile observers maintained, but what is more material is that a farmer who wanted to put down his land to grass could not easily do so because he was trapped in a cooperative system of arable farming. In openfield enclosure, land was reallocated, so the holdings of an individual ceased to be scattered and were normally consolidated into one compact, ring-fenced holding.

Commons were grazing land shared between a range of people in the village. They might be closely controlled by stints, in which specific individuals owned the right to graze a specified number of animals. Where manorial control had broken down, a common might be more of a free-for-all. In this last circumstance, overgrazing often resulted and a “tragedy of the commons” ensued. In enclosure the right of common is abolished. The whole area subject to common was divided into parcels of land held in severalty. As these might be too small to be useful and located at a distance from their owner’s house, they are often sold to larger landowners and so the enclosure of commons acts as a mechanism to bring about the consolidation of ownership.

Parliamentary enclosure in England was a specific stage in a much longer process. Its characteristic was that the owners of the land sought a private act of parliament to appoint commissioners to undertake the enclosure. But where the land belonged to a single landlord, there was no need to seek public sanction to enclose. Where the number of proprietors was small and they trusted each other, again, there was no need to seek an act of parliament. But the fear was always that where the ownership of an open field or common was shared between several proprietors, one of them might claim that the proposed arrangements were disadvantageous to them and exercise a veto, or, at a later date, they might try to withdraw their consent in an attempt to unravel what had been done. And some proprietors could not consent to an agreement, especially if they were minors, clergy owning glebe, or the life tenants of land. Hence there was the need for a way of binding the parties to an agreement. Up to about 1750 a decree in Chancery was deemed sufficient: from about that time lawyers recommended a private act. But at no point was all the land being enclosed subject to enclosure by an act: land continued to be enclosed by unity of ownership, by agreement between the owners and by encroachment.

A private act brought another advantage as well. Where there was no consensus among the landowners that enclosure was desirable, a private act could be secured if the majority of the landholders, or the owners of a majority of the land, consented to it. Hence a private act could force enclosure on the owners of property who did not seek or welcome it.

It is insufficiently appreciated is that enclosure did not start with parliamentary enclosure. Most of the country was already enclosed by 1750. Rather than seeing parliamentary enclosure as the apogee of an extended process, it is better to see it as its tail end, mopping up the enclosure of parishes that had remained unenclosed for one or more of a number of reasons: divided ownership, the failure to achieve a consensus that enclosure was desirable, or the legal problems posed by landowners who could not consent to enclosure—or where the investment that enclosure entailed was unlikely to make any return.

While the legal process remained the same, in practice parliamentary enclosure meant different things in different places. There was barely any parliamentary enclosure in some counties. Nationally, Turner has shown that there were two marked periods of parliamentary enclosure with an intermission in between. Enclosure in the 1760s and 1770s was largely the enclosure of open field arable in a band of Midland counties stretching through Lincolnshire to the East Riding of Yorkshire. This was recognized by contemporaries as depopulating enclosure, that is, it involved conversion to pasture and a reduced need for labor. In the second period, after 1793, enclosure was more scattered but included the enclosure of open fields in the south Midland counties and East Anglia, and commons and waste in the northwestern counties. 23

Young and his circle in the Board of Agriculture and his contributors to Annals of Agriculture were fixated on enclosure. Rather than see “waste” as land that was used for common for a reason, they saw it as a wasted opportunity. Plowing up commons would obviate the need to import grain. They saw the existing legal process of enclosure as an impediment and so pressed for a general enclosure act. A bill along these lines was passed in 1800 but fell far short of the Board’s aspirations. Nonetheless, enclosure proceeded at a pace in the wartime years.

So long as enclosure was fashionable, its advantages were seen to be compelling. It increased the cultivated area in the way that Young and his circle thought desirable. It also increased the area under cultivation in a second way by permitting farmers to have green rather than bare fallows. It allowed arable land to be put down to grass. It probably reduced labor inputs by decreasing the time spent traveling between a farmer’s dispersed land in an open field, but advocates of enclosure also pointed to the costs of planting and then maintaining hedges. (Overall, far fewer laborers were needed if a farm was converted to pasture.) It allowed drainage to take place within the confines of a single farm where arranging drainage in an open field was more difficult and perhaps impossible. For landlords, it allowed them to break the existing terms of tenancy and raise rents to what they saw as realistic levels. Its disadvantages, such as they were, largely fell on the poor and laboring classes who lost property rights (where they had them) and employment opportunities. 24

A review of the contemporary literature shows that its advocates were unspecific about the productivity gains that accrued from enclosure. They occasionally produced elaborate (and implausible) calculations of the quantity of additional grain that might be produced by the general enclosure of wastelands. There was a general agreement, though, that enclosed land paid higher rents than unenclosed and that enclosure could be expected to produce a once-off bonanza for the landlord. This does not directly equate with greater productivity but resulted in part from a resetting of tenurial relationships and an increase in the cultivated area: enclosed commons paid rent where open commons did not.

Modern attempts to calculate productivity gains, no matter how sophisticated, have been largely unconvincing. 25 In fact it is virtually impossible to calculate gains without making some heroic assumptions about information that was never collected by contemporaries. Moreover, enclosure before 1793 often involved conversion to pasture, so in many instances there is no direct comparison to be made about productivity pre- and post-enclosure. Likewise, it is impossible to separate the effects of enclosure from that of a booming wartime agrarian economy.

Technological Change

The agricultural revolution involved a considerable investment in reorganizing the landscape through enclosure and in the necessary costs that followed. It is hard to establish whether it also brought about technological changes that improved productivity.

When the Board of Agriculture launched its General Views in 1793, it called on its reporters to gather information about the implements and the tools being used by farmers. Annals of Agriculture also regularly carried descriptions of new technical innovations. Though all this evidence deserves fuller and cross-county examination, at the moment it is hard to conclude that improvements in farm equipment increased either labor productivity or the efficiency of horse traction. A number of reporters to the Board discussed the Rotherham plow, but if this was still being adopted in some counties, it was also hardly new, having allegedly been patented in the 1720s. 26 The agricultural engineering trade, supplying farmers with standardized equipment made from wrought iron, only really emerged after 1825 so that in the late eighteenth century, farmers were still buying wooden equipment fabricated by village or small town manufacturers who may—or may not—have been influenced by developments in design. 27

The machine that at a later date bore the blunt of laborers’ anger was the threshing machine. 28 Early threshing machines appeared in Scotland in the 1780s. There is evidence that they were quite common in Scotland in the 1790s, and it is reported that by 1811 there were no fewer than seventy-five in the Isle of Man. There seems to have been less eagerness to adopt in England, particularly southern England. William Mavor, discussing Berkshire in 1809, dates the take-up of threshing machines in the county to after 1805, although he thought that their use in northern England was “usual.” 29 The obvious explanation is that reductions in the number of laborers paid by farmers would only bring about an increase in the poor rates. Seen in this light, threshing machines were a zero-sum game, doing nothing to reduce costs while poisoning social relations. In recognition of this, there are some instances of farmers deciding collectively not to employ them.

The tentative conclusion must be that the agricultural revolution did not produce any breakthrough in the adoption of machinery or other labor-saving devices. That said, the cumulative contribution made by seed drills, horse-drawn harrows and hoes, and better carts needs to be taken seriously, even if small and impossible to quantify.

The Totality of Agricultural Production

Our inability to quantify most aspects of the agricultural revolution forces us to adopt a largely qualitative approach. But we need to consider the recent work of Broadberry, Campbell, Klein, Overton, and van Leeuwen in British Economic Growth, 1270–1870 , 30 which provides a quantitative backbone for British agriculture over the long term based on careful estimation from the available datasets. The data is presented only at fifty-year intervals, so it is impossible to derive any close chronology from it.

Fundamental to their work are new estimates of the area under arable and its cropping (Table 30.1 ). This table shows first of all that the total arable area increases progressively after 1700, with the greatest gains after 1800 (and, one supposes, largely achieved by 1815), and second, within the acreage deployed as arable, the area used as fallow—so in a traditional three-course rotation—progressively declines. In short, farmers found better uses for their fallow by sowing it with roots and artificial grasses, thus increasing the amount of feed available to their animals and allowing higher stocking rates.

Table 30.2 gives Broadberry et al.’s estimates as to how this arable land was used. It is suggested that between 1650 and 1750 there was little increase in the area devoted to wheat. In 1800 the area devoted to wheat is a quarter more than in 1750, but then falls back by 1830. Rye, as appears from the table, was never important. There is noticeably less acreage devoted to barley in 1800 than 1700 but a greater acreage of oats (reflecting the demand for horse provender rather than human needs). But these figures reflect only half of the agrarian economy. The estimates for animal numbers (Table 30.3 ) show an increase of between three and four times between the 1700s and the 1800s.

Acreage and numbers do not readily transfer to yields of dry goods such as corn and the volume of animal products. In Table 30.4 we can see how wheat output increases by roughly a half between the 1750s and the 1800s (we would expect the figure to be less if the figures were for the 1750s and 1790s), while the output of rye, barley, and oats remained pretty static. It is in the production of animal products that we see the great leap forward. Milk (meaning ultimately butter and cheese) increased by about 70 percent between mid-century and end of century. Beef, mutton, and pork more or less doubled (Table 30.5 ).

Constant 1700 prices take the computed volumes at each successive datum and calculates the value of those volumes of production in the prices current in 1700. (This is a method to factor out differential commodity price inflation, that is, if the price of, say, meat goes up much more than the price of grain, a calculation based on current prices will exaggerate the scale of growth in the production of meat.)

Broadberry et al. supply a further body of data. Working out the value of the products of the arable and animal sectors, they found that the pastoral sector increased its share over the eighteenth century and on into the nineteenth (Table 30.6 ). There are several explanations for their finding. One would be that bread became less of a staple for people who ate more butter, cheese, and meat. But there is also a fundamental shift: that English agriculture over time was less concerned with providing bread grains because the domestic price was disadvantageous to domestic growers who made better profits from supplying meat and valued-added dairy products. Hence a higher proportion of the bread the population ate came from imported grain. There is an argument to be made that the arable sector was in decline even before 1793, by which time the advantages of sourcing wheat from abroad were doubtless clear enough. The prevailing argument in the 1790s stressed self-sufficiency and the balance of trade. The high prices of the Napoleonic wars doubtless concealed the direction of change, but the question after 1813 is that which remains today: how can domestic arable agriculture flourish as a high-cost producer when corn prices in international markets are lower?

The answer, then as now, was to place domestic industry behind high tariff barriers. This was done in a further revision of the Corn Laws in 1815 (and amended subsequently). Having made imports difficult, for a quarter of a century English farmers largely monopolized English markets. In a way, this was a halcyon period in which, as Turner, Beckett, and Afton have argued, low prices forced farmers to be more productive by increasing not only the sown area but also the yield per acre. 31 But the political costs were high, and an increasingly urbanized society resented the favoring of the interests of domestic landlords over consumers. It could not be sustained indefinitely. In 1846 the Corn Laws were repealed, and while this did not bring about any immediate effect, it left British agriculture vulnerable to imports of first American and then Russian wheat.

So these estimates all point to a considerable growth in production in the later eighteenth century and after, achieved first by the extension of the cultivated area by enclosure, the better use of fallows in rotations that integrated cattle into them, and second by the emergence of the specialist dairy farm. There is no great technological breakthrough evident either in these figures or the historiography: power continued to be provided by humans and horses, most farms remained self-reliant in nutrients and soil improvers, and yet there was the constant tread of improvement.

In the end, the agricultural revolution is rather like hill walking. From the flat plain, the first hills look like a great challenge, but from their top a vista emerges of higher hills, and from that second ridge there emerges a view of mountains. The agricultural revolution is like that. From the perspective of the eighteenth century, there plainly was a great deal of change, not least in the reorganization of the landscape (where this had not happened before), perhaps the most visible feature for contemporaries, but also less obvious alterations including the development of rotations that gave higher levels of stocking of animals. Agriculture came to run at new levels of production—if not productivity—before 1815. The second agricultural revolution after 1840 was a second ridge, which again produced new achievements in output brought about by steam technology and imported fertilizers before it was knocked back by imports after 1880. The mountains might well be the revolution in machinery, new strains of plants and animals, and artificial fertilizers that took place after 1945. 32

1.   Joseph Wimpey , “On the Improvements in Agriculture That Have Been Successfully Introduced into This Kingdom within the Last Fifty Years,” in Letters and Papers on Agriculture, Planning etc. Addressed to the Society at Bath (1790; 2nd ed., Bath: R. Cruttwell, 1793), V:1–24 .

2.   Rosalind Mitchison , “The Old Board of Agriculture (1793–1822),” English Historical Review 74 (1959): 41–69 .

Henry Brougham, Parliamentary Debates (Commons) [Hansard], first ser. 33, cols. 1086–1119 (sitting April 9, 1816): the quotation from col. 1094.

4.   J. L. Hammond and B. Hammond , The Village Labourer, 1760–1832 . A Study of the Government of England before the Reform Bill (London: Longman, 1911; repr. 2005) .

5. The most recent work to take this approach is J. M. Neeson , Commoners: Common Right, Enclosure and Social Change in England, 1700–1820 (Cambridge: Cambridge University Press, 1993) .

6.   M. E. Turner , English Parliamentary Enclosure (Folkestone: Dawson, 1980): 32–34 .

7.   J. D. Chambers and G. E. Mingay , The Agricultural Revolution, 1750–1880 (London: B. T. Batsford, 1966) .

8.   G. E. Mingay , ed., The Agrarian History of England and Wales , Vol. 6: 1750–1850 (Cambridge: Cambridge University Press, 1989) . E. L. Jones was dismissive of an eighteenth-century agricultural revolution in 1981, regarding change in that century as being “more like a tide, its turn only just discernible, submerging under its waves a group of islands one by one.” E. L. Jones , “Agriculture, 1700–80,” in The Economic History of Britain since 1700 , Vol. 1: 1700–1860 , ed. R. Floud and D. McCloskey (Cambridge: Cambridge University Press, 1981): 85 .

9. Crafts, in a pioneering assessment, found a lower rate of agricultural growth in the second half of the eighteenth century to the first. N. F. R. Crafts , British Economic Growth during the Industrial Revolution (Oxford: Clarendon Press, 1985): 38–44 ; Mark Overton , Agricultural Revolution in England. The Transformation of the Agrarian Economy, 1500–1850 (Cambridge: Cambridge University Press, 1996): 84–86 .

10.   Susanna Wade Martins , Farmers, Landlords and Landscapes. Rural Britain, 1720 to 1870 (Macclesfield: Windgather Press, 2004) .

11.   Mark Overton , “Re-establishing the English Agricultural Revolution,” Agricultural History Review 44 (1996): 1–20 ; Overton, Agricultural Revolution in England .

  Overton, “Re-establishing,” 20.

13.   M. E. Turner , J. V. Beckett , and B. Afton , Farm Production in England, 1700–1914 (Oxford: Oxford University Press, 2001) .

14.   F. M. L. Thompson , “The Second Agricultural Revolution, 1815–1880,” Economic History Review 21 (1968): 62–77 .

15. Cited by R. W. Sturgess , “The Agricultural Revolution on the English Clays,” Agricultural History Review 14 (1966): 107–108 .

16.   T. M. Devine , The Transformation of Rural Scotland, Social Change and the Agrarian Economy, 1660–1815 (Edinburgh: Edinburgh University Press, 1994) ; Devine , “The Highland and Lowland Clearances,” in Clearance and Improvement. Land, Power and People in Scotland, 1700–1900 (Edinburgh: John Donald, 2006), 93–112 ; but cf. the older work of James E. Handley , The Agricultural Revolution in Scotland (Glasgow: Burns, 1963) .

17.   Donald Grove Barnes , A History of the English Corn Laws from 1660–1846 (London: G. Routledge & Sons, 1930) .

18. For references to downland improvement, J. Thirsk , ed., The Agrarian History of England and Wales , vol. 6. (Cambridge: Cambridge University Press, 1984), i, 213, 333–34 , 336, n. 81. R. A. C. Parker , Coke of Norfolk. A Financial and Agricultural Study, 1707–1842 (Oxford: Clarendon Press, 1975) , ch. 4; also Susanna Wade Martins and Tom Williamson , Roots of Change. Farming and the Landscape in East Anglia, c. 1700–1870 (Exeter: British Agricultural History Society, 1999): 43–46 .

19.   George Turner , General View of the Agriculture of the County of Gloucester (London, 1794): 10–11 .

20.   H. C. Darby , The Changing Fenland (Cambridge: Cambridge University Press, 1983), 141–43 .

21.   S. J. Thompson , “Parliamentary Enclosure. Property, Population and the Decline of Classical Republicanism in Eighteenth-Century Britain,” Historical Journal 51 (2008): 621–642 .

Board of Agriculture [i.e., Arthur Young], General Report on Enclosures (London: 1808, repr. 1971), ch. 4.

  Turner, English Parliamentary Enclosure .

  Neeson, Commoners .

25.   Robert C. Allen , Enclosure and the Yeoman. The Agricultural Development of the South Midlands, 1450–1850 (Oxford: Clarendon Press, 1992) , is the fullest attempt.

26.   Messrs Rennie , Broun , and Shirreff , General View of the Agriculture of the West Riding of Yorkshire (London, 1794): 33–34 , 97–98.

David Grace, “The Agricultural Engineering Industry,” in Agrarian History , ed. Mingay, 6:520–45.

28.   E. J. T. Collins , “The Diffusion of the Threshing Machine in Britain, 1790–1880,’ Tools and Tillage 2 (1972): 16–33 .

29.   William Mavor , General View of the Agriculture of Berkshire (London, 1809), 129–36 . See too the comments of Wade Martins and Williamson on the slow take-up in Norfolk: Roots of Change , 117.

30.   Stephen Broadberry , Bruce M. S. Campbell , Alexander Klein , Mark Overton , and Bas van Leeuwen , British Economic Growth, 1270–1870 (Cambridge: Cambridge University Press, 2015) . For an extended review of the chapters on agriculture, R. W. Hoyle , “A Harvest Gathered In: Some Implications of British Economic Growth 1270–1870 for Agricultural History,” Agricultural History Review 66 (2018): 112–131 .

  Turner et al., Farm Production , 221.

32. A case made in Paul Brassley , David Harvey , Matt Lobley , and Michael Winter , The Real Agricultural Revolution. The Transformation of English Farming, 1939–1985 (Woodbridge: Boydell Press, 2021) .

Allen, Robert C. , Enclosure and the Yeoman. The Agricultural Development of the South Midlands, 1450–1850 . Oxford: Clarendon Press, 1992 .

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Beckett, J. V.   The Agricultural Revolution . Oxford: Blackwell, 1990 .

Broadberry, Stephen , Bruce M. S. Campbell , Alexander Klein , Mark Overton , and Bas van Leeuwen . British Economic Growth, 1270–1870 . Cambridge: Cambridge University Press, 2015 .

Mingay, G. E. , ed. The Agrarian History of England and Wales . Vol. 6: 1750–1850 . Cambridge: Cambridge University Press, 1989 .

Neeson, J. M.   Commoners: Common Right, Enclosure and Social Change in England, 1700–1820 . Cambridge: Cambridge University Press, 1993 .

Overton, Mark , Agricultural Revolution in England. The Transformation of the Agrarian Economy, 1500–1850 . Cambridge: Cambridge University Press, 1996 .

Thompson, F. M. L. ‘ The Second Agricultural Revolution, 1815–1880. ’ Economic History Review 21 ( 1968 ): 62–77.

Turner, M. E.   English Parliamentary Enclosure. Its Historical Geography and Economic History . Folkestone: Dawson, 1980 .

Turner, M. E. , J. V. Beckett , and B. Afton . Farm Production in England, 1700–1914 . Oxford: Oxford University Press, 2001 .

Wade Martins, Susanna , and Tom Williamson . Roots of Change, Farming and the Landscape in East Anglia, c . 1700–1870 . Exeter: British Agricultural History Society, 1999 .

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A Timeline of the Three Major Agricultural Revolutions in History

By Irene Park | December 13, 2022

The world’s food systems have been influenced greatly by unexpected changes – both big and small – throughout history. Among such changes are three major agricultural revolutions. Together, they not only shaped how we grow, buy, and eat food today; they also transformed our societies, economies, and relationships with the Earth.

The First Agricultural Revolution: From Hunting & Gathering to Settlement

When: Around 12,000 years ago, at the end of the last ice age.

Where: Historically, we’ve positioned the First Agricultural Revolution almost exclusively in Sumer, a Mesopotamian civilization in present-day southern Iraq. However, archaeologists have found over time that similar phenomena were occurring independently in dozens of other places globally, including in East Asia, Mesoamerica, Western and Eastern Africa, South India, and more.

What Changed, and Why?

In the Neolithic period, humans foraged for food. They were nomadic, following food sources as needed. However, as the Ice Age of the Neolithic period came to a close around 11,700 years ago, humans were greeted with much warmer and milder conditions. With a more hospitable environment, humans could settle and grow food on their own accord.

In tandem with the changing environment are multiple other hypotheses for why humans chose to settle and farm. For example, the pressures of a growing population may have created the need for cultivating new foods, or perhaps the increasing sophistication of stone tools made effective agriculture a real possibility.

Though we can’t be sure of exact reasons, we do know that people began domesticating plants and animals to fulfill human needs. Crops including wheat, barley, rice, and maize, as well as the origin of livestock, can be traced back to this first agrarian revolution. Villages and communities of varying sizes also blossomed due to the need for cooperative labor in food production.

How Did The First Agricultural Revolution Impact History?

One of the greatest impacts of the First Agricultural Revolution was the ability for large numbers of people to live in one place alongside one another. On a farm, people needed to work together to produce food for everyone. Then, the availability of large amounts of food with little effort (compared to the time and physical intensity of hunting and foraging) led to further population growth within the community. Thus came civilizations and all that follows: social and political structures, arts, culture, knowledge, a burgeoning economy, and technology.

However, in addition to the richness of culture that came out of civilizations, some scholars argue that the first settled societies set the tone for social inequality , which persists to this day. Farming for many people raised questions about fair distribution and divisions of labor. Governing a large population also resulted in hierarchies and suppressing rights for certain groups in the name of maintaining order.

In addition, agriculture was hard on the environment . Hunter-gatherers had a limited environmental impact; they typically took what they needed from one location and then moved on to another, allowing for natural resources to regenerate after each stop. By contrast, farmers manipulated the environment to increase productivity, livestock would often overgraze, and land was altered to make building easier.

The Second Agricultural Revolution: Business, Not Just Subsistence

When: Between 1500 and 1850, coinciding in later years with the Industrial Revolution .

Where: Mainly Britain, though its impacts were felt globally.

As societies grew larger and more complex, the British looked for new ways to maximize productivity in farming. To produce the greatest amount of food in the smallest amount of land, farmers replaced low-yield crops like rye with higher-yielding ones like wheat, barley, and turnips. Throughout this 2nd agricultural revolution, they also developed chemical fertilizers and used advanced tools and machinery to increase output.

Aided by the flourishing of trade and the rise of capitalism, farmers were also able to sell their crops to more distant regions experiencing food shortages, and at higher costs. Agriculture was no longer just about feeding neighbors; it was an opportunity to make a profit in an expanding market. To be financially successful, farmers had to become cost-effective producers, innovators, and managers.

How Did The Second Agricultural Revolution Impact History?

The Second Agricultural Revolution was both a contributing factor and consequence of the Industrial Revolution, which took place in the 1700s-1800s. As labor productivity and agricultural technology use increased and the population boomed due to a growing food supply, many people were left without land or work in rural areas. Thus, they migrated to the city, typically to find work in manufacturing.

In addition, the focus on productivity and profit fueled economic changes . It led to “ enclosures ,” meaning that land use was restricted to the owner and closed to public use. Landowners of large, productive plots grew wealthier, while the number of small landholders decreased, often selling their plots to larger ones. Issues of land and privatization would grow extremely contentious in the decades to come, and they continue to be a source of controversy today.

The Third Agricultural Revolution: The Rise of Bioengineering

When: Between 1950 and the late 1960s.

Where: Mexico is considered the birthplace of the Third Agricultural Revolution , also known as the Green Revolution. However, green revolutions popped up all across the world, particularly in Asia, Latin America, and Africa, some inspired by Mexico and others on their own.

In Mexico, the Green Revolution began as a quest for self-sufficiency in supplying food for a growing and urbanizing population. In India , it was sparked by mass famine. Specifics varied by country, but each developed new technologies that made it possible to feed large populations. These innovations included things like modern irrigation systems, pesticides, and synthetic fertilizers. Scientists also genetically engineered high-yielding and hybrid crops that were less susceptible to disease and climate.

How Did The Third Agricultural Revolution Impact History?

The Green Revolution greatly increased crop productivity and significantly reduced hunger and poverty worldwide. Studies show that without it, global caloric availability would actually have declined by 11-13%. More food allowed the population to grow as well. Since the Green Revolution began in the mid-twentieth century, the global population has more than doubled.

From an environmental standpoint, these agricultural innovations have been somewhat damaging. Pesticides and fertilizers are leeching into and contaminating freshwater supplies and depleting nutrients in soil. Most crops introduced during the Green Revolution are water-intensive and thus accelerating water scarcity. Several varieties of indigenous rice and wheat have gone extinct or are endangered, and pollinators are at risk as well.

Is There a Fourth Agricultural Revolution?

As we make our way through the 21 st century, evidence suggests we may be on the brink of a fourth agricultural revolution, this time driven by artificial intelligence. Already, we’re seeing autonomous machines distribute agrochemicals, pick crops, weed, milk cows, and more.

We have yet to fully understand this Fourth Revolution and its impacts, but as we’ve seen with the first three, the consequences will undoubtedly include both positive and negative components that may change the course of our future. Heavy stuff! But don’t fret, we get a say right now in how this turns out.

Teaching About Changing Agriculture

So, as we move forward, challenge yourself and your students to think critically about food and agriculture and all their interconnections: technology, global (in)equalities, labor, health, environmental impacts, and more. To get started, use our high school lesson, Good News, Bad News , to delve deeper into current issues in agriculture.

Image credits: Ice Age ( Ice age fauna of northern Spain by Mauricio Anton is licensed under CC BY 2.5 ); Egypt ( Egyptian Civilization by 2040241shrirambala is licensed under CC BY-SA 4.0 ); Threshing machine ( Taos County, New Mexico. Threshing wheat by machine, Canyon. Use of threshing machine costs renter.. . by the National Archives and Records Administration); Men in wheat field ( UN Photo /Jean Pierre Laffont); Agricultural robotics ( Robotics engineer with agricultural robots by This is Engineering is licensed under CC BY-NC-ND 2.0 )

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Similarities between agriculture and industrial revolution.

This essay about the Agricultural and Industrial Revolutions explores their profound impacts on human history. Highlighting their similarities, it examines how both revolutions transformed economies, altered societal structures, and shifted labor dynamics. These periods also spurred demographic changes and technological advancements, fundamentally reshaping human civilization. The essay illuminates the parallel developments in these epochs, emphasizing their roles in driving the evolution of societies and economies through innovation and adaptation.

How it works

In the intricate mosaic of human history, the Agricultural and Industrial Revolutions stand out as particularly resonant and intriguing chapters. Although these revolutions are separated by significant spans of time, they exhibit striking similarities that highlight the complex interplay of human progress. Both revolutions transformed economies and fundamentally altered societal structures, providing a fascinating perspective from which to examine the evolution of human civilization.

At their core, the Agricultural and Industrial Revolutions represent monumental shifts in how humans interact with and exploit their environments for growth and survival.

The Agricultural Revolution, beginning around 10,000 BCE, marked the shift from nomadic life to settled agricultural societies through the domestication of plants and animals. This change allowed communities to produce food surpluses, leading to the establishment of permanent settlements and complex social hierarchies. In a similar vein, the Industrial Revolution, which started in the late 18th century, signaled the onset of mechanization and mass production, transforming labor and ushering in the modern industrial age with innovations like steam power.

A key parallel between these eras is their impact on labor dynamics. The Agricultural Revolution introduced specialized roles within communities, such as artisans and traders, essential for the growth of civilizations. The Industrial Revolution created the factory system and transformed workers into a proletariat, pulling them into new urban centers for industrial work. Both revolutions drastically altered labor relations, moving from feudal systems to capitalist economies based on wage labor.

Both revolutions also significantly influenced demographic trends and population dynamics. The Agricultural Revolution’s surplus production led to increased population growth by improving food security and supporting larger settled communities. This set the stage for more complex societal developments, including urbanization and job specialization. Similarly, the Industrial Revolution fueled a demographic explosion due to advancements in healthcare and sanitation, which improved life expectancy and reduced mortality rates. This resulted in a massive migration from rural areas to cities, transforming urban environments and social structures.

Additionally, these periods initiated major shifts in societal hierarchies and power dynamics. The Agricultural Revolution established hierarchical structures with centralized power and social stratification, where control over land and resources determined wealth and influence, leading to the emergence of monarchies and caste systems. Conversely, the Industrial Revolution concentrated economic power in the hands of a few industrialists who grew wealthy from labor exploitation, sparking social movements that demanded political reforms and workers’ rights.

Both revolutions were also catalysts for technological and scientific advancements. The Agricultural Revolution brought innovations like irrigation, crop rotation, and metallurgy, which significantly boosted agricultural efficiency. The Industrial Revolution introduced critical technologies such as steam engines, textile machinery, and railways, transforming production, transportation, and communication, and setting the stage for ongoing scientific and technological progress.

In summary, despite their temporal distance and different catalysts, the Agricultural and Industrial Revolutions share numerous similarities that highlight the interconnected nature of human history. These revolutions not only reshaped labor, demographics, and societal structures but also drove technological and scientific breakthroughs, leaving a lasting impact on human societies and economies. Understanding these parallels provides valuable insights into human development and the continuous drive for innovation and improvement.

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Feeding Global Warming: Assessing the Impact of Agriculture on Climate Change

This essay examines the ways in which agricultural practices have influenced global climate change. Beginning with the Neolithic Revolution (12,000 years ago), and continuing through the Columbian Exchange (1492), Industrial Revolution (1760-1820s), and Green Revolution (1940s- ‘60s), agricultural practices have expanded and intensified. As these revolutions led to the domestication, diversification, and plant reliance on fertilizers and pesticides, the emission of greenhouse gases increased, and is still rising. Although it is known that these greenhouse gases, like carbon dioxide, methane, and nitrous oxide, contribute to climate change, many people believe they only come from industrial developments like factories and cars. However, since these gases are also emitted from agricultural practices, global warming may be influenced by more factors than the general public is aware. It can be concluded that previous agricultural advancements have been beneficial in supplying food, but while they are feeding the growing human population, agricultural practices are also feeding global climate change.

Introduction

Agriculture has always been essential to human life but is becoming detrimental to the environment. Food is one of the most basic needs for people around the world, but it may be contributing to climate change more than the general public is aware. Agriculture has been fundamental to civilization since our nomadic ancestors discovered how to domesticate crops and live off the land. However, with agricultural revolutions, including the Neolithic Revolution (12,000 years ago) and the Green Revolution (1940s-’60s), agricultural practices have become destructive. Other historical events including the Columbian Exchange (1492) and the Industrial Revolution (1760-1820, 1840s) have increased agricultural output, but have also increased greenhouse gas output. Today’s expansive and intensive agricultural practices are contributing to global climate change through increased emissions of greenhouse gases.

Global warming can be attributed to three primary greenhouse gases: carbon dioxide, methane, and nitrous oxide. While research has proved that fossil fuels are responsible for most of the recent carbon dioxide in the atmosphere, fossil fuels are not the only contributors. An increasing number of studies in Nature, a respected research journal, argue that agricultural practices contribute large amounts of methane and nitrous dioxide to the atmosphere; these gases will have longer lasting effects on the environment than carbon dioxide. While it cannot be denied that agriculture emits these gases, few researchers have looked at the root of these practices so that we can better understand the increased rate of these emissions. Researchers like W. Neil Adger and Katrina Brown argue that most of the greenhouse gases produced by agriculture come from mass production of livestock, manure use, and fertilizer use. Deforestation and soil degradation, both results of agricultural expansion, emit greenhouse gases like carbon dioxide. Livestock, manure, and fertilizers contain large amounts of methane and nitrous oxide, making them primary emitters of these gases (Foley et al.). The harmful impact agriculture has on the environment will only increase with time, especially since the world population is continuing to rise, and with it rises the danger of food scarcity.

Before debating this topic in greater depth, it is important to understand basic agricultural practices. For example, intensive agricultural practices refer to systems of cultivation that use “large amounts of labor and capital relative to land area” (Encyclopedia Britannica). Labor and capital are required for the large amounts of fertilizers, pesticides, and water that maintain the land. Capital is also required to purchase and maintain high-efficiency machinery. Intensive agriculture is practiced primarily in developed countries. In developing countries or lower-income regions of the world, subsistence agriculture is the primary cultivation technique. Subsistence farmers are “those who produce only enough crops to feed their family” (Rosenberg). This type of farming uses minimal amounts of fertilizers and relies on small amounts of labor. Intensive and subsistence agriculture differ primarily in their goals—to make a commercial gain versus to make dinner.

Past Research and Research Gaps

The events I plan on analyzing have been discussed in previous research. Because the Neolithic Revolution marks the beginning of agriculture, it is cited by many scientists as the starting point for current agricultural practices (Ruddiman; Adger and Brown). Prior to the Neolithic Revolution, humans were hunters and gatherers. Although this lifestyle did have some impact on the environment, it was not until the domestication of crops that carbon dioxide and nitrous oxide began to be released from the soil (Ruddiman). The results of the Neolithic Revolution’s innovations are major factors of greenhouse gas emissions (Ruddiman). Although researchers agree on this topic, my research will connect this event with other events that have had larger impacts on climate change.

The Columbian Exchange is a unique event in terms of greenhouse gas emissions. While researchers do not think the event itself was a cause of negative agricultural practices, the spread of crops caused by the exchange pushed us toward intensive agriculture (Shmoop). However, this subject is controversial as some researchers disagree that the Columbian Exchange contributed to global warming. There are differing opinions about the effects of the exchange. Some researchers believe the Columbian Exchange led to intensive agriculture, but the significance of their studies is minimal.

Researchers analyzing this topic argue that the Columbian Exchange caused agriculture to become more intensive as farmers grew crops that were not indigenous to their respective regions. As continental drift occurred, so did the evolution of crops (Richmond). Therefore, the plants traded in the Columbian Exchange required more intensive agriculture in order to meet wanted yields.

Researchers agree that the Industrial Revolution is one of the greatest causes of global warming, although only some relate this to greenhouse gases emitted from new agricultural practices (Adger and Brown; Grimm; Davidson). However, it is undeniable that the Industrial Revolution caused agriculture to expand into more rural areas as cities grew and caused agriculture to become more intensive in order to support the developed world’s growing population (Davidson). The Industrial Revolution was a step forward for humanity but a destructive force on the environment. The Earth is significantly hotter now than it would have been without the greenhouse gases emitted by the Industrial Revolution (Grimm). The Industrial Revolution’s effect on agriculture led to greenhouse gas emissions just as detrimental as the emissions of the factories being built at the same time.

The most recent shift in agricultural practices was caused by the Green Revolution, an agricultural renovation in the 1940s that incorporated manufactured fertilizers and high-yielding crops into existing agricultural practices (Andrews). Because this revolution is more recent, researchers have more data on how this event has begun to impact global warming than any other agricultural revolution. Without the increased yield of crops caused by the Green Revolution, the greenhouse gases that would have entered the planet’s atmosphere “would have been equal to as much as one third of the world’s total output of greenhouse gases since the dawn of the Industrial Revolution” (Hill). While this shows that the Green Revolution has reduced emission levels, this does not negate the intensive agriculture practices it caused. These practices include the use of fertilizers and pesticides that emit greenhouse gasses.

Agriculture has undergone many changes since the Neolithic Revolution as a result of technological advances, although some of these advances may be costly down the road. The Neolithic Revolution brought about the widespread practice of agriculture, the Columbian Exchange facilitated the spread of nonindigenous crops to many regions around the world, the Industrial Revolution led to agricultural expansion into forests, and the Green Revolution increased the amount of fertilizers and reduced crop diversity. All these events contributed to global warming. Agriculture’s role in greenhouse gas emissions is an indirect result of revolutions that brought about positive change for humans but negative change for the environment.

The Neolithic Revolution

The history of agriculture begins with the Neolithic Revolution, an event that occurred around 12,000 years ago but is still having lasting impacts. The warming of the Earth in this post-Ice Age period allowed humans to stay in one place where crops were planted and animals were domesticated (Gascoigne). Although the Neolithic Revolution allowed populations to flourish and cities to develop, it can also be held accountable for the beginning of poor agricultural practices.

The Neolithic Revolution was sparked by climate change. The earth warmed up; as a result, plants were more abundant and animals migrated to colder regions. Some humans began cultivating the surplus of crops, while others continued the practice of hunting and gathering. Jericho is the first known region where crop cultivation occurred, and it is also the first known town, with a population of 2,000 people (Gascoigne). While the adoption of crop cultivation helped civilizations like Jericho develop and increase their populations, there is a negative side to crop cultivation. The change in land use from forests to farmland released carbon into the atmosphere. Because trees absorb carbon, tearing them down causes their stored carbon to be released into the atmosphere. Once in the atmosphere, this carbon can undergo a chemical reaction and become carbon dioxide (Adger and Brown). Jericho is one example of how agricultural practices led to increased populations, further contributing to global warming through deforestation.

Another type of agricultural change caused by the Neolithic Revolution was the domestication of livestock, which allowed humans to become less nomadic. Villages and towns were able to develop and survive off of nearby resources. However, the domestication of livestock caused resources to go to animals instead of humans, meaning more crops had to be produced (Foley et al.). Another negative result of livestock is the amount of manure produced, which contains large amounts of methane. While carbon dioxide and nitrous oxide levels were not severely influenced by the Neolithic Revolution, they have experienced increases in the past 8,000 years that have caused the Earth to be warmer than it would have been without anthropogenic influences (Ruddiman). This revolution marks the beginning of a rise in anthropogenic gases and also created the groundwork for future agricultural practices that have had greater impacts on global warming.

The Columbian Exchange

Most of the world’s crop diversity is a result of evolution and the Columbian Exchange. To fully understand the evolution of agriculture, it is necessary to look back at a pre-agriculture environment. Approximately 200-270 million years ago, the same species of certain plants and animals were present on multiple continents. An example of this is Glossopteris, a tropical forest fern that has been found fossilized in South America, Africa, India, and Australia (Richmond). However, today there is no plant like Glossopteris; there are no single plant species that inhabit multiple regions of the world. Some plants may be closely related, but none are the exact same species (Akioyamen). Species that are present on multiple continents were indigenous to one area and then transported around the world by humans.

Darwin’s theories of natural selection and evolution are most commonly used to explain the diversity of animals and other active creatures. However, Darwin’s theories can also be used to analyze the idea that crops have adapted and evolved to be successful in their environments. This idea is supported by the plant Brassica oleracea. By selecting for certain traits like leaf size and amount of flower development, this plant has been used to create broccoli, cabbage, kale, and cauliflower (Courteau). This can be applied to the wide variety of crops present today. At some point in time, there may have been similar crops like Glossopteris on multiple continents, but the differing environments after the split of Pangaea most likely selected different traits for each plant so that, after many generations, the plants became unique species distinct from similar crops in other regions of the world (Darwin).

When Columbus arrived to the “New World” in 1492 there were new exotic crops that had very small resemblance to the plants grown in the “Old World.” Therefore, it follows that the crops present in the “New World” and “Old World” were the best suited for their environments and should have been cultivated there, and only there (Foley et al.). While it may be argued that some crops are able to produce higher yields in nonindigenous areas, it is important to consider the technology available in different regions of the world. For example, developed countries have more access to fertilizers and large plows than developing countries. Therefore, developed countries are able to produce higher yields, but at a greater environmental cost.

Expanding different crops to more regions of the world has caused intensification to become necessary to keep yields high. Because the Columbian Exchange was responsible for spreading crops to regions where they were not as successful, agriculture expanded to produce the needed yields and caused increased deforestation. Therefore, the Columbian Exchange increased emissions of carbon dioxide. While the Columbian Exchange has been identified as an extremely important event in facilitating trade between two worlds, recent research regarding intensification and expansion of agriculture supports the claim that, in some ways, the Columbian Exchange caused the use of land practices that have contributed to global warming.

The Industrial Revolution

The Industrial Revolution began in Great Britain in 1750 and spread to the entire US in the 1860s. This introduced new agricultural technology, including more efficient plows and devices that allowed more seeds to be planted at one time. The time saved on preparation allowed larger amounts of crops to be planted at one time. The development of meat processing factories that occurred after the Industrial Revolution caused livestock production to increase. Both crop and meat production led to the expansion and intensification of agriculture. As the population increased, urban sprawl also occurred and more areas were deforested to make room for croplands and living spaces. All of these events caused methane, carbon dioxide, and nitrous oxide levels to increase.

The Industrial Revolutions of Britain and the United States are known for increasing carbon dioxide emissions; however, it is possible that they led to the emission of other greenhouse gases through expansion and intensification of agriculture. The Industrial Revolution caused cities to expand and populations to increase. As a result, agriculture was moved further from cities and spread into more rural areas. During the Industrial Revolution the population reached 1 billion people, making more intensive agricultural practices necessary (McLamb). From 1960 to 1999 methane concentrations grew six times faster than during any other 40 year span. This was a result of human influences including emissions from natural gases and livestock production (“Greenhouse Gas Sources”). Following the Industrial Revolution, there was also an increase in nitrous oxide as agriculture was adapted to meet population needs, although the increase was not as great as the change in methane emissions. The use of nitrogen-based fertilizers and the cultivation of soils in tropical regions have been the primary contributors to nitrous oxide emissions (Davidson). However, without these practices food production would not be as efficient and more people would go hungry.

The Green Revolution

While the Green Revolution is known for increasing crop yields in developing regions where populations were growing faster than food production, the Green Revolution is also responsible for the emission of greenhouse gases. During the time of the Green Revolution, India was close to a major famine, but a modified type of rice allowed more food to be produced with less land. So how can something so beneficial be so detrimental? The real debate on this topic is whether the impact of greenhouse gases is greater now, after the Green Revolution, or if it would have been worse without the Green Revolution, if we had just maintained post-industrial land use practices.

The Green Revolution transformed agricultural practices by making them more intensive, thereby reducing the amount of land needed. However, the amount of gases being produced by intensive agricultural practices is still dangerous to the environment without the expansion of agriculture (Hill). Although decreasing the rate of deforestation is beneficial because it reduces carbon emissions, decreasing deforestation will not succeed long-term because the world population continues to grow. Even after the implementation of “green” practices which reduced deforestation, carbon dioxide has experienced a seasonal rise of 15% over the past five decades (Andrews). This can be attributed to the larger seasonal range in crop growth that was caused by the Green Revolution. With modified crops, farmers are able to produce crops for a longer period of time, meaning crops release more and absorb less carbon dioxide (Andrews).

If the Green Revolution had not occurred and the agricultural processes of the industrial age had continued, the emission of greenhouse gases would not have undergone severe fluctuation. The combination of agricultural practices and deforestation during the Industrial Revolution would have released slightly more greenhouse gases than the intensive agriculture of the Green Revolution. Even with this information, it is difficult to determine which agricultural practices are better. The use of modified crops and fertilizers is harmful to the environment, but for many developing countries, these practices are the only way to feed their nations. Developing new techniques that maintain the current level of crop production will be the only way to transition away from the harmful practices of the Green Revolution.

While agriculture’s impact on the environment cannot be completely prevented, researchers have proposed practices that would reduce the impact. Some of the most promising solutions are reducing waste by shifting diets and increasing agricultural resource efficiency (Foley et al.). The solutions differ between developed and developing countries because agricultural practices are dependent on the amount of technology. Different countries contribute different concentrations of each greenhouse gas to the atmosphere.

Because raising livestock contributes more harmful gases than producing crops, reducing the amount of meat-based diets would lessen the emission of greenhouse gases from agriculture and land use practices. Another solution that primarily targets developing countries is increasing resource efficiency or implementing more sustainable agricultural practices. Since fertilizers are responsible for polluting water and emitting nitrous oxide, using them more efficiently would reduce their impact (Foley et al.). There are many solutions for reducing agriculture’s emission levels, but they will only be effective when countries enforce new policies.

While these ideas seem feasible, many countries are unsuccessful in implementing policies because they are not sure if the benefits will outweigh the loss in food production. Foley et al. negates that argument by saying more people would be fed if less resources went to livestock. Because livestock must also be fed, large amounts of agricultural land is devoted to growing feed for cows, pigs, chickens, and other mass-produced animals. Redirecting this food to humans could counteract the decrease in calorie consumption caused by eliminating meat from one’s diet. Researchers agree that implementing policies to reduce emissions will be worth it in the future, but the short-term impacts turn many diplomats away from reform.

While the lasting effects of global warming are not fully understood, the causes are widely accepted to be the emission of greenhouse gases. Carbon dioxide, methane, and nitrous oxide have always been present in Earth’s current atmosphere; however, the concentration levels have undergone severe fluctuation. The advantages brought by the Neolithic Revolution, Columbian Exchange, Industrial Revolution, and Green Revolution must be weighed against their contributions to greenhouse gases.

The domestication, diversification, spread, and intensification of crops all contribute to greenhouse gas emissions. Some of the most successful, change-inducing events in human history are indirect causes of global warming. Is it possible to develop agricultural practices into something more environmentally friendly? Perhaps the cavemen of the Pliocene Epoch in the Tertiary Period (5 to 1.8 million years ago) were more aware of their impact on their surroundings than we are today. Our collective lack of empathy for the environment may lead to the end of our time on Earth. Of course, this apocalypse will not be experienced by our generation, or even our grandchildren. But one day, our descendants will face the consequences of our neglect. The earth is always changing, and we have only begun to understand it. Too often environmental scientists look at future emissions and the ways in which global warming has increased within the last decade. Maybe it is time to look deeper in the past. How have events only mentioned in textbooks influenced lifestyles today? Are we really better off than the hunters and gatherers of the pre-Neolithic age? At what point will our knowledge and technology become too great for our own good? We may never know, but our great-great grandchildren will surely face the impacts of the path we have chosen.

*Photo courtesy of Jane Boles: https://www.flickr.com/photos/janeboles/3895515737

Adger, W. Neil, and Brown, Katrina. Land Use and the Causes of Global Warming. United Kingdom: Wiley and Sons Ltd, 1995. Print.

Akioyamen, Sele. “Artificial Selection: Survival of the Fittest.” Things Should Be Made as Simple as Possible. Things Should Be Made as Simple as Possible, 31 Jan. 2010. Web 01 Apr. 2015.

Andrews, Candice G. “When Going Green Isn’t Good.” Good Nature Travel. Natural Habitat Adventures, 16 Dec. 2014. Web. 04 Apr. 2015.

Courteau, Jacqueline. “Brassica Oleracea.” Brief Summary from Jacqueline Courteau. Encyclopedia of Life, 6 July 2012. Web. 01 Apr. 2015.

Davidson, Eric. “The contribution of manure and fertilizer nitrogen to atmospheric nitrous oxide since 1860.” Nature Geoscience 2 (2009): 659-662. Web. 11 Jan. 2015.

Encyclopedia Britannica. “Intensive Agriculture.” Encyclopedia Britannica. Encyclopedia Britannica, 03 Oct. 2014. Web. 20 Apr. 2015.

Foley, Johnathan, et al. “Solutions for a cultivated planet.” Nature 478 (2011): 337-342. Web. 11 Jan. 2015.

Gascoigne, Bamber. “Hunters-gatherers to Farmers.” History World, 2001. Web. 01 Apr. 2015.

“Greenhouse Gas Sources and Sinks.” Sources and Sinks – American Chemical Society. American Chemical Society, (2015). Web. 02 Mar. 2015

Hill, Joshua S. “Unexpected Impact of Green Revolution on Climate Change.” PlanetSave. PlanetSave, 14 June 2010. Web. 01 Apr. 2015.

McLamb, Eric. “Impact of the Industrial Revolution.” Ecology Global Network. Ecology Global Network, 18 Sept. 2011. Web. 05 Apr. 2015.

“Plant Evolution.” Wyrdscience. WordPress, 2014. Web. 01 Apr. 2015.

Rosenberg, Matt. “Geography of Agriculture.” About Education. About.com, (2015). Web. 20 Apr. 2015.

Richmond, Elliot. “Continental Drift.” Encyclopedia.com. HighBeam Research, (2002). Web. 02 Mar. 2015.

Ruddiman, William F. “How Did Humans First Alter Global Climate?” Scientific American. Scientific American, (2005). Web. Feb. 2015.

Emma Layman

Environmental Studies and Hispanic Studies

Tags: agriculture climate global warming history

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Overview of the Agricultural Revolution Lesson

Learning objectives

In this lesson, students will gain a chronological understanding of the Agricultural Revolution. They will develop an awareness of the changes to agricultural practices such as enclosures and improvements in farm machinery. Students will have the opportunity to achieve this through choosing their own method of learning, from reading and research options, as well as the chance to engage in extension activities. This lesson includes a self-marking quiz for students to demonstrate their learning.

How would you like to learn?

Option 1: readings.

Step 1: Download a copy of the reading questions worksheet:

Step 2: Answer the set questions by reading the webpage below:

Option 2: Internet research

Download a copy of the research worksheet and use the internet to complete the tables.

Test your learning

Extension activities, resources for subscribers.

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Spirit of Revolution. Ireland from Below 1917-23: working-class rebels

This valuable collection of regional and local case studies explores class struggles in the revolutionary period.

The burning of the Customs House, May 25th, 1921. One of the finest Georgian buildings in Dublin, the building was targeted by the Dublin Brigade of the IRA primarily as a propaganda exercise; the fact that it housed the Local Government Board for Ireland was an added bonus. The burning of the building was hastened by the fact that by the fact that many of the firemen were themselves members of the IRA and were not inclined to tackle a blaze started by their colleagues. The operation resulted in the deaths of five IRA members, and the capture of more than 80 more (Mercier Archives).

There was a widespread revolutionary spirit in Ireland during the independence struggle, which comprised demonstrations, strikes, cattle drives and seizure of agricultural and industrial property, but which has received little attention in the historiography of the period. It manifested itself in action “from below”, ie, carried out by ordinary workers, especially agricultural labourers, in many parts of the country. This collection of regional and local case studies explores the mass mobilisation that occurred.

Among some specific issues considered are the actions of miners, carters, farmers, business and professionals associated with the Castlecomer coalfield in Co Kilkenny, where notions of freedom were contested and labour’s interests weren’t a priority; agrarian agitation throughout Co Galway in spring 1920, which contributed significantly to increased land redistribution; how the United Irish Plotholders’ Union (“plots” were allotments) campaigned for and got better conditions for its members; the activities of the Moygownagh IRA (north Mayo), where they protected graziers’ interests rather than satisfying smallholders’ land hunger. Moira Leydon, author of the essay on the mobilisation of agricultural labourers in Maugherow, Co Sligo, had no doubt that the radicalisation of the rural proletariat in the syndicalist, anti-imperialist and republican ITGWU was a microcosm of the Irish revolution.

More general issues explored are the establishment of “soviets” in Galway city and parts of Munster, and the involvement of women activists in Kerry and in the Irish Trade Union Congress (ITUC). In Galway, the Town Tenants’ League, frustrated at the housing situation, occupied the council chamber and selected “people’s” councillors and justices, toppled the statue of Lord Dunkellin in Eyre Square and dumped it in the sea. The Munster soviets were much more well-organised and long-lasting affairs, posing a serious threat to employers and the trade-union leadership alike – a Munster Council of Action was established, guided by Marxist organisers, and demanded immediate revolutionary action, which proved too fragmented to be effective.

The analysis of women’s involvement looks at woman union activists, political and military women and the individual revolutionary Gobnait Ní Bhruadair – all in Kerry – and women activists in the ITUC 1916-23, where they insisted, “by both their presence and participation ... on their integration into Irish labour and society as equals”.

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What the future looked like 60 years ago

Looking at a 60-year-old magazine is an exercise not only in history but also in humility..

I am not sure why, amid my collection of miscellaneous old magazines, I have a copy of The New Yorker from April 1964, but I do. And on a rainy April 2024 morning, I sat down to read through it, curious to open a time capsule from exactly 60 years ago.

Well, first there are the ads. There are a lot of them, and they are uniformly and snobbily aspirational, with an undertone of anxiety. “Where money is no object, taste sets the criteria,” says an ad for sheets and towels. A tweed suit is “impeccably tailored to our exacting British Sportswear standards.” Even a cheap New York state champagne is bottled “under the artistic management of European wine masters.” The many travel ads appeal to the reader’s wish to be sophisticated (“Don’t bother going to Buenos Aires to keep up with the Joneses. They haven’t been there yet”) while also offering reassurance that the food will not be too spicy and you can still get a good steak. There is a distinct message here that Americans — the white middle-class Americans who read The New Yorker, that is — are on top of the world.

There are no clouds on the horizon. The future is good. The New York World’s Fair is about to open, a two-year extravaganza including exhibits on rockets, computers, and “modern living underground, with pseudo-sunlight.” General Electric will be running demonstrations every six minutes on nuclear fusion. General Motors offers rides to a city of the future. The magazine’s listing of the fair’s attractions includes something for everyone. In the Vatican Pavilion you can see Michelangelo’s Pietà, and in the Wisconsin Pavilion you can see the world’s biggest piece of cheese.

The New Yorker of that era was known for its long pieces of in-depth journalism, and there are several in this issue. One is about Southeast Asia: an analysis by Robert Shaplen of the enigmatic political strategies of Cambodia’s leader, Norodom Sihanouk, who had recently alarmed the United States by renouncing American aid and threatening to ally himself with Communist China. Shaplen explains that Cambodia is caught between volatile competing outside interests: the United States, Russia, China, France, Thailand, and North and South Vietnam. Sihanouk has “a growing conviction that the tide of war in South Vietnam was going against the Vietnamese and their American backers.” He is quoted as saying, “Communism will sooner or later take over all of South Vietnam, and by consequence us also,” but he hopes to preserve Cambodia as a neutral country.

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The other major article in the issue is Christopher Rand’s admiring, curious, New-Yorker-in-Wonderland piece about Cambridge, Massachusetts, focusing mostly on the computer scientists at Harvard and MIT. What are they up to? Where do they think the future is going to take us? Computers are already being used to count the frequency of words in texts, to advise political candidates on whether taking a particular position will gain or lose votes, to help the Indian government manage the agricultural water supply in the Indus River Valley, to teach foreign languages. Will it one day be possible to scan and retrieve all of the written information in libraries? Many experts say this is a pipe dream. But some people at MIT believe that “whole cities, if not whole nations, will eventually be wired up to central computers.”

Looking at the magazine across a retrospective gulf of six decades, a lot of what you see are the blind spots. Some are cultural: There’s a blithely optimistic article on race in America that does not quote a single Black person. Some are due to the absence of vital pieces of information that were deliberately kept hidden at the time; while Shaplen was talking to his diplomatic sources in Cambodia he could not have known that back in the United States, Defense Secretary Robert McNamara was secretly urging President Lyndon Johnson to send vast numbers of troops and bombers to Vietnam — an escalation of war that would eventually pull Cambodia into its own genocidal hell. And some are simply due to an inability to predict the future — to imagine the unimaginable. Back in 1964, not even the most innovative computer scientists were envisioning a world where nearly everyone would walk around with a pocket-sized device that could connect with any other device in a global wireless network of information and disinformation.

It can be tempting to view the blind spots of the past with condescension, to believe that we are so much more knowledgeable and enlightened today — to say, with a kind of ferocious impatient self-righteousness, that our predecessors lived in a bubble.

But isn’t our belief that we have no blind spots the very definition of a blind spot? Looking at a 60-year-old magazine is an exercise not only in history but also in humility. The 1964 New Yorker pieces about Cambodia and computers were as informed and intelligent as any journalism could have been back then. But the future went in other directions, as it will.

Joan Wickersham is the author of “The Suicide Index” and “The News from Spain.” Her column appears regularly in the Globe.

Globe Opinion

Readiness and acceptance towards drone technology in malaysian agriculture: a case study in muda agricultural development authority (mada) area.

• Salleh, M. N.
• Osman, W. N.
• Zulhumadi, F.

Technological revolution nowadays not only involves the industrial sector, but also involves the agricultural sector. The use of technology has long been applied in the agricultural sector in developed countries for the purpose of facilitating the work of farmers as well as helping to increase productivity and production levels of agricultural products. One of the technologies is the use of drone among farmers and this technology has begun to find a place in Malaysia, especially among modern farmers. Currently, there is no detailed study on the acceptance of the use of drone technology among rice farmers in Malaysia. Therefore, the purpose of this study was to examine the factors that influence the intention to use drone technology by the farmer. This study applied the unified theory of acceptance and use of technology (UTAUT) to build a comprehensive model that explains intentions to drone technology in farming. The research findings showed that facilitating condition and trust were the predictors of intentions to use this viable technology. Several important implications for academics and industry decision-makers can be formulated from these results.

agricultural revolution, gradual transformation of the traditional agricultural system that began in Britain in the 18th century. Aspects of this complex transformation, which was not completed until the 19th century, included the reallocation of land ownership to make farms more compact and an increased investment in technical improvements, such as new machinery, better drainage, scientific ...

The Farming Revolution Taking root around 12,000 years ago, agriculture triggered such a change in society and the way in which people lived that its development has been dubbed the " Neolithic Revolution." Traditional hunter-gatherer lifestyles, followed by humans since their evolution, were swept aside in favor of permanent settlements and a reliable food supply.

April 05, 2019. • 4 min read. The Neolithic Revolution—also referred to as the Agricultural Revolution—is thought to have begun about 12,000 years ago. It coincided with the end of the last ...

The birth of agriculture. About 10,000 to 15,000 years ago, humans began to mold nature to their needs and agriculture emerged in multiple places around the planet. We believe that it emerged independently and spread from places as varied as Mesopotamia, China, South America and sub-Saharan Africa.

The Neolithic Revolution, also called the Agricultural Revolution, marked the transition in human history from small, nomadic bands of hunter-gatherers to larger, agricultural settlements and ...

The Agricultural Revolution gave Britain the most productive agriculture in Europe, with 19th-century yields as much as 80% higher than the Continental average. The increase in the food supply contributed to the rapid growth of population in England and Wales, from 5.5 million in 1700 to over 9 million by 1801, although domestic production gave ...

The Agricultural Revolution, also known as the Neolithic Revolution, refers to the significant transition in human history from a nomadic, hunting-gathering lifestyle to settled farming and agriculture. It took place around 10,000 to 12,000 years ago and marked the beginning of permanent settlements and the cultivation of crops and ...

These large concentrations of people are referred to as complex societies or civilizations, which share many features, including having a dense population, an agriculture-based economy, a social hierarchy, a division of labor and specialization, a centralized government, monuments, record-keeping and writing, and complex systems of belief.

The Agricultural Revolution was the unprecedented increase in agricultural production in Britain due to increases in labor and land productivity between the mid-17th and late 19th centuries. Agricultural output grew faster than the population over the century to 1770 and thereafter productivity remained among the highest in the world.

Abstract. This chapter offers a new interpretation of the British agricultural revolution. It begins by reviewing the historiography of the late eighteenth-century agricultural revolution, showing how the idea had been largely abandoned by the 1980s but has since been revived. The background to it is quickly sketched in, including population ...

Abstract. This paper makes a case for re-establishing the eighteenth and early nineteenth centuries as a crucial. period of agricultural advance in England worthy of the description 'agricultural revolution'. It therefore counters the stream of claims made since the 1960s that developments in earlier centuries were of more significance.

McCormick, Michael, " History's Changing Climate: Climate Science, Genomics, and the Emerging Consilient Approach to Interdisciplinary History ," JInterdH 42 ( 2011 ), 251-73 Google Scholar. Thompson, Lonnie G. et al., " Kilimanjaro Ice Core Records: Evidence of Holocene Climate Change in Tropical Africa ," Science 298 ( 2002 ), 589 ...

The Second Agricultural Revolution was both a contributing factor and consequence of the Industrial Revolution, which took place in the 1700s-1800s. As labor productivity and agricultural technology use increased and the population boomed due to a growing food supply, many people were left without land or work in rural areas.

The Third Agricultural Revolution, or the Green Revolution, took place during the 1950s and 60s. ... Or an Essay on the Principles of Tillage and Vegetation, ...

The Agricultural Revolutions. Rene J. Herrera, Ralph Garcia-Bertrand, in Ancestral DNA, Human Origins, and Migrations, 2018 Summary. The agricultural revolution is the name given to a number of cultural transformations that initially allowed humans to change from a hunting and gathering subsistence to one of agriculture and animal domestications. Today, more than 80% of human worldwide diet is ...

The Neolithic Revolution, also known as the First Agricultural Revolution, was the wide-scale transition of many human cultures during the Neolithic period in Afro-Eurasia from a lifestyle of hunting and gathering to one of agriculture and settlement, making an increasingly large population possible. These settled communities permitted humans to observe and experiment with plants, learning how ...

origins of agriculture, the active production of useful plants or animals in ecosystems that have been created by people. Agriculture has often been conceptualized narrowly, in terms of specific combinations of activities and organisms—wet-rice production in Asia, wheat farming in Europe, cattle ranching in the Americas, and the like—but a ...

Essay Example: In the intricate mosaic of human history, the Agricultural and Industrial Revolutions stand out as particularly resonant and intriguing chapters. Although these revolutions are separated by significant spans of time, they exhibit striking similarities that highlight the complex ... The Agricultural Revolution, beginning around ...

This essay examines the ways in which agricultural practices have influenced global climate change. Beginning with the Neolithic Revolution (12,000 years ago), and continuing through the Columbian Exchange (1492), Industrial Revolution (1760-1820s), and Green Revolution (1940s- '60s), agricultural practices have expanded and intensified.

In this lesson, students will gain a chronological understanding of the Agricultural Revolution. They will develop an awareness of the changes to agricultural practices such as enclosures and improvements in farm machinery. Students will have the opportunity to achieve this through choosing their own method of learning, from reading and research options, as well as the chance to engage in ...

Gregory Clark, University of California, Davis, CA 95616 ( [email protected] ) June, 2002. Historians have long believed that the modern world commenced in Britain in the 1770s with simultaneous industrial and agricultural revolutions. I estimate agricultural productivity, output per acre and output per worker in England all the way from 1500 to ...

The Neolithic revolution is considered the first agricultural revolution denoting the transition from foraging and hunting and gathering to settlement and agriculture. Foraging for plants that were wild and hunting animals that were also wild is regarded as the most historic form of patterns for human subsistence (Foraging web). (Guisepi web).

Summary Of The Agricultural Revolution The Agricultural Revolution was a wide-scale shift for many human cultures that moved from the hunting and gathering lifestyle to a lifestyle of agriculture and settlement; this transition is what Harari would describe, in his book Sapiens, as "History's Biggest Fraud," (Harari 77). The Agricultural Revolution allowed humans to see how plants grew and ...

The Annals of Agriculture is important here, for while it was originally conceived as a forum for the dissemination of information about agricultural improvement, ... John Pocock noted the 'varying degrees of specificity' of usage in his essay on Burke and the French Revolution. 'Political economy' could for example be used for ...

Moira Leydon, author of the essay on the mobilisation of agricultural labourers in Maugherow, Co Sligo, had no doubt that the radicalisation of the rural proletariat in the syndicalist, anti ...

The other major article in the issue is Christopher Rand's admiring, curious, New-Yorker-in-Wonderland piece about Cambridge, Massachusetts, focusing mostly on the computer scientists at Harvard ...

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antila yacht

About company

Antila Yachts is a private shipyard (yacht producer) located in Poland. We are a family company, established and created from our passion to sailing as well as our 30-year business experience in a private sector. During this time we have managed to gather (complete) a 50-persons professional team, whose experience has resulted in the best quality of our products and has become the source of the Company success. Antila yachts are appreciated in all European countries. The quality of our yachts has been recognized at various trade fairs. Our cooperation with the best designers and leading suppliers of the equipment, technological improvements, aiming at perfection as well as our efforts to meet customers’ expectations are the basic qualities of our Company.

Boats models

• Antila 24.4
• Antila 26CC

Antila 22 has a very modern design line, which resembles its elder sister Antila 24.4.

Its users comfort was the main aim to be achieved during the designing process. There is a comfortable double bunk (berth) in the bow part (zone), and the bunk under the cockpit is not smaller than in Antila 24 yacht. We also provide a functional and original kambuz with a double-burner cooker and a table top combined with a sink. On the opposite side – a sanitary cabin. In the midship area there are two sofa-beds. We wish to emphasize that the height in the mess room is 1,78m. Antila 22 is the only boat, which having the length of 22 feet, offers a full standing position for the crew members inside it. Outside there is a two-meter long cockpit with open stern where 6 to 8 persons can have a comfortable seat. The cockpit guarantees enjoying the evenings also with guests from other boats. The yacht will be equipped with a steel sliding keel and an engine fixed on a pantograph.

Our constructor Jacek Daszkiewicz has applied an innovative shape of the hull bottom to make the yacht fast. We also assume very efficient (high) initial and final stability to ensure safety of sailing.

TECHNICAL DATA

PREMIERE 2017

The world premiere of Antila 24.4 took place at sailing fairs in Düsseldorf held from 21.01.2017 till 29.01.2017. Antila 24.4 is an interesting offer mainly for private shipowners – due to its easy one-person operation servicing. Nevertheless, thanks to its spacious interior, it is also appreciated by charter companies. The interior design is not much different from that of Antila 26. There is enough space for 6 full-size bunks, a kambuz and a toilet. The charter version can have additional folding bunks. The deck has been built with a focus on safe and comfortable sailing. All ropes (lines) for sails handling have been connected to the cockpit. The yacht is equipped with full stabilization of a mast together with a gate to lay it down, a rotational keel and a rudder blade vertically lifted (hoisted). A spacious cockpit and a relatively low superstructure ensure excellent sight distance while sailing. Antila 24.4 has received a reward for the best product in its class granted by the Polish Chamber of Marine and Water Sports. In a competition Land Rover Polish Yachts organized by the monthly magazine „Sails and Land Rover” it obtained the title of the Yacht of 2018.

The new product launched in 2012 by the Antila Shipyard from Radom was the sailing yacht 26CC – a gold medal winner at the Boatshow fairs 2012 in Łódź. This yacht was also granted the (First Prize) Main Reward in the category of Charter Yacht 2012 at the Mazovian Fairs of Water Sports in Giżycko.

The boat, whose style is fairly similar to that of Antila 27, has been designed by the construction team of Adam & Michał Orych. The new design of Antila 26CC is classical and futuristic at the same time. The boat looks marvelous from each side, particularly when you look at its shape with the chine of a hull and a water-line. This yacht, as any other Antila models, focus on safety as well as high comfort provided both in a cockpit and in a mess room.

Ergonomic, spacious and very carefully planned cockpit guarantees comfort during sailing and also during mooring. Wide half decks enable freedom of moving around the deck. Slender rigging with large area (surface) of the sails as well as modern shape of the hull guarantee very good nautical parameters. The innovations applied in the mesa room allowed for dividing the interior of the boat into a kambuz, a separate toilet compartment and two independent lockable cabins with double bunks (berths). Already at a first glance the yacht makes an impression of being a symbol of comfort. Antila 26CC is a product which was created with application (usage) of the best available materials – the luxury and stylish interior, comfortable seats, well constructed mattresses with perfectly made stitching, the best quality materials with alcantry upholstery and its elements in different colours. Application of LED type lighting makes the interior well-lighted at minimal energy consumption. The floor and the cockpit boarded with Teak (Tectona grandis) wood imported from Myanmar (Burma), India and Laos add to the complete feeling of luxury and comfort. We are proud of having created a yacht which satisfies even the most demanding tastes of sailors. Our yacht is manouevrable (good-turning), fast and safe both for private shipowners and for charter companies. Antila 26CC makes it possible to taste the world.

Antila 27 designed by the recognized European designers Michał and Adam Orych is a yacht whose idea has been based on a long-term experience of our designing team. It is a modern boat which follows the latest world trends. Attractive, dynamic body of the yacht is combined with ergonomic shaping of the deck and carefully elaborated details, which reflect discreet sport type elegance and sport characteristics.

The yacht is dedicated to both charter companies and private shipowners whose special requirements have been fulfilled by optimization of production with application (usage) of the latest available materials and technological solutions. Exceptionally easy operating and servicing of the boat is an effect of using sophisticated solutions and possibility of adding more options which would increase the boat’s standards. The interior of the yacht – 1,86m high – is large and arranged in such a way that it enables even up to 10 people to stay together in the mess room. The improved transverse stability allows for increasing the sails area (surface) and sailing speed even at lighter breeze, giving also the feeling of comfort and safety in more difficult conditions. The shape of the hull has been designed to enable reaching high speeds as well as good manoeuvrability (turning) and ease of steering – all of this providing real joy of sailing. Antila 27 is also produced in a full sea version for those who like to be particularly challenged.

Antila 33 is a continuation of the successful lines of Antila 27 and Antila 26CC which are appreciated both in Poland and at foreign markets. Modern and dynamic outline with a hull length of 10,5m and the characteristic chine of the hull make this yacht to be clearly distinguished from other vessels. Spacious and ergonomic cockpit with a fixed table and a separated steersman’s station (stand) with two steering wheels, together with easy sails handling make sailing by this yacht pleasant and comfortable for its captain and his crew. Asymmetrical companion way allows for easier rigging operating and much better interior arrangement. Three lockable cabins, each with a vestibule and a fairly large wardrobe, plus full-size bunks in the mess room allow for comfortable sailing even for a quite numerous crew. Enlarged kambuz, a toilet with a shower and non-collision communication in the yacht’s interior, also in the centerboard version – are the additional advantages that were possible to be achieved by using the asymmetrical companion way. Taking the best possible advantage of the yacht’s width and its relatively high ballast coefficient (ratio) enabled for providing very good transverse stability which in relation to the slender rigging, large area (surface) of the sails and optimum hull guarantee very good nautical parameters. Antila 33 is a proposal for those sailors who appreciate luxury and modernity on inland and sea waters.  

Antila Yachts to prywatna stocznia jachtowa w Polsce. Jesteśmy firmą rodzinną, stworzoną z pasji do żeglarstwa oraz 30 letniego doświadczenia biznesowego w sektorze prywatnym. Przez ten okres stworzyliśmy profesjonalny 50 osobowy zespół, którego doświadczenie przekłada się na jakość naszych produktów i jest źródłem sukcesu firmy. Jachty Antila cieszą się uznaniem w całej Europie i w odległych zakątkach świata.

Potwierdzeniem najwyższej jakości są liczne nagrody i wyróżnienia przyznawane naszym jachtom na targach branżowych.  Współpraca z najlepszymi projektantami w Europie i wiodącymi dostawcami wyposażenia, udoskonalanie technologii, dążenie do perfekcji i nastawienie na spełnianie oczekiwań klientów jest podstawową dewizą naszej firmy.

Antila 28.2

• Antila 30 .1
• Antila 33.3

Światowa premiera Antili 24.4 miała miejsce na targach żeglarskich w Dusseldorfie w 2017 roku. Antila 24.4 jest niezwykle ciekawą propozycją głównie dla armatorów prywatnych z uwagi na łatwą, jednoosobową obsługę, nie mniej jednak ze względu na walory przestrzenne wnętrza jednostka cieszy się również zainteresowaniem firm czarterowych. Rozplanowanie wnętrza nieodbiega znacznie od Antili 26CC. W Antili 24.4 znajduje się przestrzeń na 6 pełnowymiarowych koi, kambuz i toaletę. Wersja czarterowa przewiduje dodatkowe rozkładane koje.

Pokład zbudowano z myślą o bezpiecznej i komfortowej żegludze. Wszystkie liny do obsługi żagli sprowadzone są do kokpitu. Jacht jest wyposażony w pełną stabilizację masztu wraz z bramą do jego kładzenia, miecz obrotowy i podnoszoną do pionu płetwę sterową. Obszerny kokpit i stosunkowo niska nadbudówka zapewnia doskonałą widoczność w trakcie żeglugi.

Premiera Polska odbyła się się na targach w Warszawie w marcu 2017, gdzie Antila 24.4 zdobyła nagrodę za najlepszy wyrób w swojej klasie Polskiej Izby Przemysłu Jachtowego. W plebiscycie miesięcznika Żagle i Land Rover zdobyła tytuł Jacht Roku 2018.

DANE TECHNICZNE

Antila 26CC to premiera roku 2012. Złoty Medalista Targów Boatshow 2012 w Łodzi oraz zdobywca Nagrody Głównej w kategorii "Jacht Czarterowy Roku 2012" na Mazurskich Targach Sportów Wodnych w Giżycku.

Łódź zaprojektowana przez team konstrukcyjny Adam & Michał Orych, nawiązująca swoją stylistyką do Antili 27.

Nowy design Antili 26CC klasyczny i zarazem futurystyczny to zwrócenie uwagi i podkreślenie poszczególnych detali jednostki. Antila 26CC z każdej strony wygląda olśniewająco, szczególnie zachwyca kształt burty z załamaniem kadłuba i linią wody. W jachcie tym, jak w każdym modelu Antila, najważniejsze jest bezpieczeństwo i bardzo wysoki komfort zarówno w kokpicie jak i w mesie. Ergonomiczny, obszerny i dopracowany w najdrobniejszych szczegółach kokpit gwarantuje wygodę podczas żeglowania i postoju. Szerokie półpokłady zapewniają swobodę poruszania się po pokładzie. Smukły takielunek z dużą powierzchnią żagli oraz nowoczesne szerokie kształty kadłuba gwarantują bardzo dobre parametry nautyczne. Nowatorsko rozwiązana mesa pozwoliła podzielić wnętrze łodzi na kambuz, osobny przedział toalety i dwie zamykane kabiny z dwuosobowymi kojami. Jacht jest symbolem komfortu, który już na pierwszy rzut oka określa jego charakter. Antila 26CC jest idealnym przykładem wykorzystania najlepszych materiałów. Wyraźna stylistyka luksusu wnętrza. wygodne siedziska, wspaniale wyprofilowane materace, perfekcyjnie wykonane szycie. Najwyższej klasy materiały z tapicerką alcantry i jej elementami w różnych kolorach. Zastosowanie oświetlenia typu LED gwarantuje doskonałe oświetlenie wnętrza przy minimalnym użyciu energii. Dopełnienie luksusu i komfortu jest podłoga i kokpit wyłożona drewnem Teak ( Tectona grandis ) sprowadzanym z Birmy, Indii i Laosu.

Jesteśmy dumni z tego, że stworzyliśmy jacht spełniający oczekiwania żeglarzy nawet o najbardziej wysmakowanych gustach. Jacht zwrotny, szybki i bezpieczny zarówno dla armatorów prywatnych jak i firm czarterowych. Z Antilą 26CC wszystko jest możliwe, a świat nabiera smaku.

Antila 28.2 zaprojektowana przez uznanego europejskiego projektanta Michała Orycha. To jacht oparty na wieloletnim doświadczeniu w dziedzinie projektowania - nowoczesny, podążający za światowymi trendami. Atrakcyjna, dynamiczna sylwetka jachtu połączona z ergonomicznym ukształtowaniem pokładu oraz dopracowanymi detalami jest odzwierciedleniem dyskretnej elegancji i sportowej charakterystyki .

Jacht jest dedykowany zarówno firmom czarterowym jak i armatorom prywatnym. Wysokie wymagania zostały spełnione dzięki optymalizacji produkcji z zastosowaniem najnowszych materiałów i rozwiązań technologicznych. Niezwykle łatwa obsługa to efekt zastosowaniu wyrafinowanych rozwiązań i możliwości zastosowania dodatkowych opcji podnoszących standard jachtu. Wnętrze jachtu z wysokością 1,86 m  jest obszerne i zaaranżowane tak aby zapewnić prywatność i komfort załodze w trzech zamykanych kabinach i możliwość wspólnego przebywania w mesie dla nawet dziesięciu osobom.

Podwyższona stateczność poprzeczna pozwala na zwiększenie powierzchni ożaglowania i prędkości przy słabszych wiatrach dając również poczucie komfortu i bezpieczeństwa w trudniejszych warunkach. Kształt kadłuba został zaprojektowany w sposób umożliwiający osiągnięcie wysokich prędkości oraz manewrowości i lekkości prowadzenia dające prawdziwą radość z żeglugi . Masa transportowa do 400 kg.

Antila A30 to niezwykle komfortowy jacht, którego premiera odbyła się na Targach w Łodzi w 2019 roku. Przeznaczony jest dla osób lubiących sportowe żeglowanie oraz ceniących komfort i nowoczesność. Jacht posiada świetne właściwości nautyczne, co w połączeniu z komfortem żeglowania spełnia najbardziej wysublimowane oczekiwania. Prawdopodobnie jest najszybszym jachtem w swojej klasie, oferując niespotykany komfort wnętrza i kokpitu. Antila 30 zadowoli najbardziej wymagających żeglarzy. Jacht dostępny jest zarówno w wersji kilowej jak i mieczowej. Możliwe jest zastosowanie różnych rozwiązań układu sterowego i napędowego. W wersji mieczowej lub kilowej  Antila 30 jest wyposażona w obrotowy ster głębinowy z kołem sterowym. Układ napędowy stanowi sinik stacjonarny Yanmar 14 KM lub 21 KM  (linia wału). Dla usprawnienia manewrów portowych polecamy ster strumieniowy. Jacht dostępny jest zarówno w wersji balastowej jak i mieczowej. Przestrzenne wnętrze, z dużą wysokością 1,91m gwarantuje komfortowe, niemal hotelowe warunki. Pokład przystosowany został do zamontowania dodatkowych elementów wyposażenia, takich jak: fok samohalusujący, szyny do żagla Genau, czy roller do Genakera lub Code „0” usprawniających komfort użytkowania na różnych akwenach. Przestronny i ergonomiczny kokpit ze stałym stołem oraz wydzielone stanowisko sternika z kołem sterowym oraz możliwością łatwej obsługi żagli sprawiają że żeglowanie jest równie przyjemne i komfortowe dla kapitana jak i 8 osobowej załogi. Maksymalne wykorzystanie szerokości jachtu i wysoki współczynnik balastowy zapewniają bardzo dobra stateczność poprzeczna, która w połączeniu ze smukłym takielunkiem, dużą powierzchnią żagli 49m2 oraz zoptymalizowanym kadłubem gwarantuje bardzo dobre parametry nautyczne. Antila 30 to propozycja dla żeglarzy, którzy cenią sobie luksus i nowoczesność na wodach śródlądowych i morskich.

Antila 33.3 to jacht w kategorii luksusowych jachtów żaglowych. Jest to nowsza i ulepszona wersja modelu A33. Konstrukcja pod kątem nautycznym spełni oczekiwania nawet najbardziej wymagających żeglarzy. Część mieszkalna zapewnia  komfortowe warunki nocowania nawet dla dziesięcioosobowej załogi. Dzięki precyzyjnemu ożaglowaniu, manewry jachtem Antila 33.3 to czysta przyjemność, a w portach dziobowy ster strumieniowy ułatwia manewrowanie. Podstawowymi elementami jachtu Antila 33.3 są: stabilizowany maszt z bramką ułatwiającą jego kładzenie, żagle: grot pełnolistwowy oraz fok, Lazyjack, silnik Yanmar 21 KM, miecz obrotowy, bardzo wydajny dziobowy ster strumieniowy Vetus, dwa koła sterowe obszyte skórą, płetwa sterowa głębinowa.

Antila 33.3 Najważniejsze zmiany , które zostały dokonane w nowszym modelu:

• Zwiększona powierzchnia żagli, oraz zmiana środka ożaglowania. Grot 28,1m2  oraz Fok samochalsujacy 18,5m2 a powiększony Fok nawet  23,1m2.
• Jacht posiada wkładkę denną. co w sposób najbardziej efektywny pozwala rozprowadzić wszelkie instalacje jachtowe: (elektryka, hydraulika, ogrzewanie i klimatyzacja).
• Rozłożenie balastu na jachcie jest projektowane komputerowo, co pozwala idealnie wyważyć jednostkę. Zwiększony został trap jednostki.
• Rozwiązanie kingstonu, które znane jest z naszych Antil 33, zostało teraz wprowadzone do seryjnej produkcji.
• Część mieszkalna jest wygodna, przestronna i oświetlona światłem LED. Na burtach i suficie znajdują się dodatkowe okienka, dzięki którym część mieszkalna posiada doskonały dostęp do naturalnego oświetlenia. Wewnątrz znajdują się trzy dwuosobowe kabiny, jedna na dziobie i dwie na rufie. Dodatkowo w mesie znajdują się dwie rozkładane koje boczne, każda przeznaczona dla dwóch osób. Pod każdą koją znajduje się schowek zdolny pomieścić znaczną część bagażu, na burtach dodatkowo rozlokowane są półki, tzw. jaskółki. Ogrzewanie na jachcie zapewnia bardzo wydajne Webasto z elektronicznym sterownikiem.
• Łazienka wyposażona została w instalację wody pitnej z pompą elektryczną i ciepłą wodę z Bojlera, umywalka z szafką, prysznic i elektryczna toaleta morska ze zbiornikiem fekalnym.
• Kambuz wyposażony jest w instalację gazową i kuchenkę firmy Dometic z dwoma palnikami; instalację wody pitnej, zlewozmywak, ciepłą wodę. Poza standardowym wyposażeniem do dyspozycji jest duża (72l) lodówka z zamrażalnikiem.
• Każda kabina wyposażona jest w gniazdka USB i  12V i 230V.

AKTUALNOŚCI

Practical boat owner.

• Digital edition

Antila 33.3 review: The ideal lakeland explorer

• Alison Wood
• July 11, 2023

This Polish swing-keel boat with clever folding mast system is perfect for exploring the vast Masurian lakes

Lake sailing in Poland is very different to coastal sailing. In many ways it’s more relaxing. There are no tides to contend with and because you can find a marina or pontoon wherever you are, there’s no requirement to plan a day’s sailing. You can simply go where the wind takes you. When you’ve had enough, just beach-up or anchor in a creek.

Anchored in a creek in Masuria

But you need your wits about you too. Sailors have to be tuned-in to sudden wind shifts and lulls, blasts between islands that fizzle into nothing, or vice versa. Some lakes are so big you can barely see the shore, connected by canals so shallow it’s easy to run aground. Masts, keels and rudders go up and down all day – and this is where boat design gets clever. Self-charter is possible, but it certainly helps to have a local skipper… and a forgiving boat. 

Dziewiata Lady M – our Antila 33.3 charter boat: Patrycja Tomala Photography

For our adventure with Undiscovered Sailing , our hosts Wojtek and Patrycja Tomala chose an Antila 33.3. Along with the Maxus, this is one of the most popular charter yachts on the lakes.

The Maxus is another popular charter boat on the Polish Lakes. Photo: Ali Wood

Antila Yachts is a Polish family-run business, producing boats from 24 to 33ft. One of the largest yachts you’ll see in the region, the Antila 33.3 has many features that make lake sailing easier. Whilst our boat Dziewiata [the 9th] Lady M didn’t come with a radio or electronics – nor even a wind indicator or compass, it did have a bow-thruster, diesel heating and a very nifty folding mast system.

The mast can go up or down in 10 minutes. Photo: Ali Wood

The latter is essential, because the 180 miles of waterways – stretching from the lower Vistula to the Russian border (Kaliningrad) – are connected by canals and rivers with low bridges. We raised and lowered our mast at least twice a day, and it was a simple task thanks to the clever pulley system, aided by an electric winch. 

Usually the Antila 33.3 comes with a fully battened mainsail (28.1m2) and self-tacking jib (18.5m2). However, skipper Wojtek requested a larger (23m2), genoa for our trip knowing that we were keen sailors. A gennaker/ code zero is also an option. 

Twin helms and a beautiful sunset! Photo: Ali Wood

During our five-day charter we only covered a quarter of the vast lake district. Wojtek chose the northern end of the lakes for us, which was quieter (we saw just a handful of boats) with more challenging sailing due to the many islands and narrow waterways.

Buoyage was limited, and there were protected nature reserves where engines were forbidden. Under full sail Dziewiata Lady M pointed high, sailed fast and was smooth and well balanced. Even with the larger foresail she was easy to tack and gybe.

With no instruments, we sailed by line-of-sight and trimmed the sails accordingly. Or, if we just felt like a blast, we sailed around the cormorant-inhabited islands, getting as close as we dared until Wojtek told us to tack. I especially loved the twin helms, enabling us to switch to the high side for better visibility. 

Mast lowering

To get from one lake to another, or to visit one of the many charming Masurian towns, we had to negotiate road bridges. The first job was to lower the boom to the deck by releasing the lazyjacks.

Next, one of us would go to the bow to remove the forestay pin and lift the A-frame whilst the other released the mast purchase line in the cockpit. This needed to be done smoothly and at a consistent pace, keeping two turns on the winch. The lowered mast then rested on a frame at the stern. The process took no more than 10 minutes. 

Once under the bridge, we’d do the same in reverse, taking care to check no lines had got caught under the mast step as it reconnected with the deck. Wojtek continually looked in front and behind. Electric winches are great, he told us, but you need to be careful to avoid snagging as it’s too easy to damage the rig. Indeed, on the day of our arrival we saw a sorry looking ‘banana mast’ in the boatyard waiting for repair (or scrap). 

The boom is detached and lowered to the deck. Photo: Ali Wood

When we passed a yacht raising the mast manually, I was grateful for our electric winch. A crew on the coachroof was vigorously sweating the line to help the winchman in the cockpit. It looked like hard work!

On entering the canals we turned on the engine and lifted the rudder (which can draw as little as 45cm) and keel (which reduces draft from 1.85m to 0.6m). Once raised, the keel swings into a casing that forms part of the saloon table. If you hit an underwater object, the rudder and/or keel will kick-up automatically to prevent damage. This happened whilst I was helming on the canal to Wegorzewo. I moved to the side of the canal to let a vessel past and the rudder must have caught the bank. 

We lifted the rudder as we nosed into a creek. Photo: Ali Wood

Antilla also makes a seagoing version of the Antila 33.3, which is CE category B as opposed to C, and has a fixed keel among other modifications. 

Skippers typically moor stern-to in Poland, and fix the bow to a trot mooring retrieved with a boat hook. This is where the Vetus bow-thruster comes in handy. Dziewiata Lady M could easily ‘stand still’ whilst we grabbed the line, or waited for a boat to pass in tight quarters. With an open side, stern and bathing platform, the Antila 33.3 is an easy boat to access from the shore or (if the weather’s nice) the water after a dip.

Accommodation 

Whilst in the Med or Caribbean you might typically charter a 38ft to 46ft yacht, we had plenty of space for the four of us on our 33-footer. Laura and I both had a double cabin at the stern and Wojtek and Patrycja shared a large, double-door cabin at the bow.

There’s room for two in each of the aft cabins

It would be tighter with six people (two in the saloon), but still comfortable with plenty of room for luggage in the lockers. Antila claims the boat can sleep up to 10 people with a maximum payload of 910kg. However, Undiscovered Sailing sensibly caps it at six. 

The interior of the Antila 33.3 is light and spacious. Photo: Ali Wood

The saloon was spacious with a large table where we spent lively evenings drinking Polish cider and playing Skip-bo. Because of the pale wood finish, 1.95m ceiling and many windows, the boat let in lots of natural light and we didn’t turn on the LED spotlights until late.

Aside from a canal boat holiday I did last Autumn, this was the first time I’ve enjoyed central heating on a charter. Though the weather was mostly pleasant, we had a few rainy days and cool evenings. The diesel-fuelled Webasto heating was a very welcome addition.

Wojtek and Patrycja Tomala of Undiscovered Sailing

I was surprised by how little we used the Yanmar 21 HP engine to charge the batteries. We did top-up using shore-power in the marinas, but happily spent a night at anchor in a creek, and a full day either side, whilst still having plenty of power for lights, heating, fridge, bow-thruster, electric winch and head. 

Not having to power up instruments helped, and for me, this was a big plus-point of chartering in the Polish lakes. It felt like a luxury version of dinghy or day-sailing in a giant harbour. We were surrounded by forest and reed-fringed islands. We rarely knew what time it was and had the freedom to sail where we wanted, and enjoy the scenery and wildlife without double-checking instruments or trying to push the boat for extra knots.

Much as I enjoyed our blustery sails, one of my favourite moments was actually being becalmed. In the busy Solent I’d have no doubt put the engine on, but in Masuria, we simply drifted in silence, feeling the warmth of the sun as it beat through the clouds and listening to a pair of cuckoos call out across the water. When you don’t know how fast you’re going and your destination isn’t important, you stop caring and learn to enjoy the moment, and Dziewiata Lady M is certainly the boat for day-dreaming and relaxation. 

Antila 33.3 spec

LOA: 10.3m 

Width: 3.2m

Draft (centreboard up/ down): 1.85m to 0.6m

Draft (rudder up/ down): 0.45m/ 1.8m

Sail area (jib and mainsail): 51m2

Gennaker/ code zero: 65m2

Transport weight: 4,750kg

Berths: 6+4

CE category: C (cat B also available)

Cost: €60k  (plus €30-65k for cat B)

Contact: www.antila-yachts.pl

Antila Yachts

www.antila-yachts.pl

• ul. Przemysłowa 8, 26-600 Radom

Antila Yachts - known Polish producer of sailing yachts from 7 to 10 meters. The whole range is produced at Antila Yachts the production capacity of the company in Poland and in the Republic of Belarus.

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• Michal & Adam Orych

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Antila 26cc.

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Antila Yacht is a reputable yacht shipyard specialising in the production of the sailboats of polyester glass laminate. Our yachts are designed and built by the team of experienced and well-qualified Polish boatbuilders.

Such approach allow us to create an individual configuration of the yacht together with the client, which would meet the expectations of the future owners.

In order to guarantee the exchange of experience between our company and the customers, we participate in international leading boat shows and exhibitions.

Last year we were honoured with numerous awards, including:

- "Zwycięzca w kat. Jachty żaglowe do 7,5 m - Warszawa 2018

- "Złoty medal w kat. Jachty Żaglowe" - Boatshow 2017

- "Gwóźdź targów Wiatr i Woda" - Warszawa 2017

- "Nagroda za wyrób Wiatr i Woda" - Warszawa 2017

- "Gwóźdź targów Wiatr i Woda' - Katowice 2017

26-600 Radom ul. Przemysłowa 8

tel.:(+48 48)3633039;  602634835

e-mail: [email protected]

Yacht charter Antila 26 cc – Alegrija

About the yacht antila 26 cc.

Antila 26 cc is the perfect combination of functionality and eye-catching design

In this yacht, as in every Antila model, the most important thing is security and very high comfort both in the cockpit and in the mess. The ergonomic, spacious and refined cockpit guarantees comfort while sailing and when stationary. Wide half-decks ensure freedom of movement around the deck.

Good nautical parameters have been ensured by the use of slender rigging combined with a large area of sails and modern hull shapes.

The innovative solution of the mess allowed to divide the interior of the boat into a galley, a separate toilet compartment and a toilet two lockable cabins with double berths.

Yacht technical data Antila 26cc

Yacht equipment alegrija.

• Heating - Webasto Eberspacher
• Electric refrigerator
• Large fold-out table
• Water instalation
• Pots, pans, plates, glasses, cutlery, etc.
• 12V electrical installation
• Capacious 150 Ah battery
• 12V and 230V sockets
• LED interior lighting
• LED color lighting
• Charging the battery from the engine
• Seal roller
• Grotto on creepers
• Gate for laying the mast
• Stern baskets with seats
• Railing posts with double railing
• Bathing ladder at the stern
• Oars, barefoot
• Moorings and fenders
• Gas cylinder 2/3 kg
• Power cord 230V - 15m
• Two anchors
• Two double lockable cabins
• Wide double berth in the bow cabin
• Fold-out sleeping in the mess on the port side
• WC cubicle on the right
• Caboose on the left
• Navigation lighting
• Life jackets
• First aid kit
• Fire extinguisher

Entertainment

• Loudspeakers in the mess
• Casco insurance
• Yacht Casco
• Personal accident insurance

Charter price list 2024

Except for long weekends, rent only for full weeks from Saturday to Saturday

Online booking

Select the dates on the calendar to check the price and book the yacht.

Good to know

When booking, 30% of the charter value must be paid, the remaining amount is payable 30 days before the start of the cruise.

We invite you to pick up the yacht on the day of the cruise between 15:00-19:00, and on the day of the end it should be returned by 10:00. 11:00.

Minimum na jeden dzień przed odbiorem jachtu należy wpłacić kaucję gwarancyjną w wysokości 2500 zł na rachunek bankowy numer 79 1870 1045 2078 1073 6021 0003

Photo gallery

MINŐSÉG

Túravitorlások prémium megoldásokkal

Letisztult, modern fomák

Sportos menettulajdonságok

Mi megvalósítjuk álmait!

Az Antila Yachts hajógyár egy modern, 35 éves hajógyártói tapasztalattal rendelkező, professzionális vállalkozás, ahol egy 50 fős csapat, a 24 – 34 láb közötti méretkategóriában készíti középkategóriás túravitorlásait.

A gyár sportos tulajdonságokkal rendelkező tengeri és tavi túravitorlásai nagy népszerűségnek örvendenek Európa-szerte és 2018-tól, képviseletünkön keresztül megérkeztek Magyarországra is.

Termékpalettánk - a legújabb tervezési irányelvek alapján - az elmúlt 7 évben teljesen újjászületett.

Modern, skandináv dizájnt követő konstrukcióink főtervezője a Svédországban alkotó, lengyel származású Michal Orych.

Minden hajónk koncepcióját a fedélzeti, illetve a nappali közös terek méretének a maximalizálásában – méretkategóriájának legtágasabb kokpitját és legnagyobb beltéri állómagasságát találja hajóinkon - illetve a teljesen egykezes használatban - önváltó fokvitorla, kormányhoz vezetett kötélzet, hidraulikus kormány - fogalmaztuk meg.

A gyártmányaink innovációjának és minőségének visszaigazolásaként az elmúlt években Európa szerte számos rangos díjat nyertünk, illetve rendszeres szereplői vagyunk a legnépszerűbb vitorlázással foglalkozó nyomtatott és online sajtónak is (Magyarországon a Vitorlázás Magazin és Aqua Magazin).

De ami talán még fontosabb, az a vásárlóinktól elnyert bizalom és elégedettség. Erre talán a leghitelesebb bizonyíték, hogy a magyarországi indulástól eltelt 4 év alatt egy teljesen ismeretlen márkából egy széles körben ismert és elismert brandet sikerült közösen felépítenünk. Büszkén hirdethetjük, hogy mára a TOP 5 hazai vezető márka egyikét úgy hívják, hogy Antila Yachts.  

Hajóink felszerelését és berendezéseit vezető európai beszállítókkal való együttműködésben, míg az összeszerelést a gyártástechnológia folyamatos fejlesztésének igénye mellett, az ügyfeleink kívánságainak maximális figyelembevételével, azaz az Ön igényeire szabva - akár egyedi kialakításban is - végezzük.

A 3 éves szavatossággal kínált hajóink nem csak kitűnő, de kimagasló ár-érték arányuk miatt, kifejezetten racionális választások a Balatonra.

Fontos információ, hogy nagy tapasztalattal rendelkező csapatunk - a főkonstruktőrrel szorosan együttműködve - az összes modellünket a balatoni viszonyokat legmesszebbmenőkig figyelembe véve úgy terveztette át, hogy mikor a kiválasztott hajó megérkezik, az se a vitorlázatában, se a hajó felszereltségében ne tartalmazzon felesleges berendezéseket, de kompromisszumokat sem.                                                                                                                                                                                       

A Magyarországra érkező hajóinkat nem általános tengeri használatra, hanem kifejezetten balatoni körülményekre konfiguráljuk.

Minden vitorlás jachtunk már alapfelszereltségükben számos - más gyártónál csak felárért, kizárólag az opciós listáról kérhető - minőségi beépített termékkel van felszerelve, de a valódi extrákért is kifejezetten barátságos kondíciókat számolunk.   

A kisebb túravitorlásainkat alapvetően kényelmes, de egyben sportos belépő hajókként ajánlanánk, míg a kiváló ár/érték aránnyal rendelkező és gazdagon felszerelt 30 és 34 lábas egységeink racionális választások lehetnek családi használatra, vagy charter hajónak is.

Korrekt ügyintézés, minőség, versenyképes ár.

Antila Yachts Magyarország Kft

Új hajó értékesítés

új vitorlás eladó, antila yachts magyarország, antila yachts, antila 26cc, antila 24.4, antila ára, antila eladó, eladó vitorlás, lengyel vitorlás, eladó lengyel vitorlás, eladó yacht, eladó lengyel yacht, tőkesúlyos, magyarországi képviselet, magyarországi iroda.

Minőségi kézműves munka:

Modelljeink.

+36 30 905 7973

[email protected]

Bemutató hajónk

Balatonfüredi Yacht Club

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40 facts about elektrostal.

Written by Lanette Mayes

Modified & Updated: 02 Mar 2024

Reviewed by Jessica Corbett

Elektrostal is a vibrant city located in the Moscow Oblast region of Russia. With a rich history, stunning architecture, and a thriving community, Elektrostal is a city that has much to offer. Whether you are a history buff, nature enthusiast, or simply curious about different cultures, Elektrostal is sure to captivate you.

This article will provide you with 40 fascinating facts about Elektrostal, giving you a better understanding of why this city is worth exploring. From its origins as an industrial hub to its modern-day charm, we will delve into the various aspects that make Elektrostal a unique and must-visit destination.

So, join us as we uncover the hidden treasures of Elektrostal and discover what makes this city a true gem in the heart of Russia.

Key Takeaways:

• Elektrostal, known as the “Motor City of Russia,” is a vibrant and growing city with a rich industrial history, offering diverse cultural experiences and a strong commitment to environmental sustainability.
• With its convenient location near Moscow, Elektrostal provides a picturesque landscape, vibrant nightlife, and a range of recreational activities, making it an ideal destination for residents and visitors alike.

Known as the “Motor City of Russia.”

Elektrostal, a city located in the Moscow Oblast region of Russia, earned the nickname “Motor City” due to its significant involvement in the automotive industry.

Home to the Elektrostal Metallurgical Plant.

Elektrostal is renowned for its metallurgical plant, which has been producing high-quality steel and alloys since its establishment in 1916.

Boasts a rich industrial heritage.

Elektrostal has a long history of industrial development, contributing to the growth and progress of the region.

Founded in 1916.

The city of Elektrostal was founded in 1916 as a result of the construction of the Elektrostal Metallurgical Plant.

Located approximately 50 kilometers east of Moscow.

Elektrostal is situated in close proximity to the Russian capital, making it easily accessible for both residents and visitors.

Known for its vibrant cultural scene.

Elektrostal is home to several cultural institutions, including museums, theaters, and art galleries that showcase the city’s rich artistic heritage.

A popular destination for nature lovers.

Surrounded by picturesque landscapes and forests, Elektrostal offers ample opportunities for outdoor activities such as hiking, camping, and birdwatching.

Hosts the annual Elektrostal City Day celebrations.

Every year, Elektrostal organizes festive events and activities to celebrate its founding, bringing together residents and visitors in a spirit of unity and joy.

Has a population of approximately 160,000 people.

Elektrostal is home to a diverse and vibrant community of around 160,000 residents, contributing to its dynamic atmosphere.

Boasts excellent education facilities.

The city is known for its well-established educational institutions, providing quality education to students of all ages.

A center for scientific research and innovation.

Elektrostal serves as an important hub for scientific research, particularly in the fields of metallurgy, materials science, and engineering.

Surrounded by picturesque lakes.

The city is blessed with numerous beautiful lakes, offering scenic views and recreational opportunities for locals and visitors alike.

Well-connected transportation system.

Elektrostal benefits from an efficient transportation network, including highways, railways, and public transportation options, ensuring convenient travel within and beyond the city.

Famous for its traditional Russian cuisine.

Food enthusiasts can indulge in authentic Russian dishes at numerous restaurants and cafes scattered throughout Elektrostal.

Home to notable architectural landmarks.

Elektrostal boasts impressive architecture, including the Church of the Transfiguration of the Lord and the Elektrostal Palace of Culture.

Offers a wide range of recreational facilities.

Residents and visitors can enjoy various recreational activities, such as sports complexes, swimming pools, and fitness centers, enhancing the overall quality of life.

Provides a high standard of healthcare.

Elektrostal is equipped with modern medical facilities, ensuring residents have access to quality healthcare services.

Home to the Elektrostal History Museum.

The Elektrostal History Museum showcases the city’s fascinating past through exhibitions and displays.

A hub for sports enthusiasts.

Elektrostal is passionate about sports, with numerous stadiums, arenas, and sports clubs offering opportunities for athletes and spectators.

Celebrates diverse cultural festivals.

Throughout the year, Elektrostal hosts a variety of cultural festivals, celebrating different ethnicities, traditions, and art forms.

Electric power played a significant role in its early development.

Elektrostal owes its name and initial growth to the establishment of electric power stations and the utilization of electricity in the industrial sector.

Boasts a thriving economy.

The city’s strong industrial base, coupled with its strategic location near Moscow, has contributed to Elektrostal’s prosperous economic status.

Houses the Elektrostal Drama Theater.

The Elektrostal Drama Theater is a cultural centerpiece, attracting theater enthusiasts from far and wide.

Popular destination for winter sports.

Elektrostal’s proximity to ski resorts and winter sport facilities makes it a favorite destination for skiing, snowboarding, and other winter activities.

Promotes environmental sustainability.

Elektrostal prioritizes environmental protection and sustainability, implementing initiatives to reduce pollution and preserve natural resources.

Home to renowned educational institutions.

Elektrostal is known for its prestigious schools and universities, offering a wide range of academic programs to students.

Committed to cultural preservation.

The city values its cultural heritage and takes active steps to preserve and promote traditional customs, crafts, and arts.

Hosts an annual International Film Festival.

The Elektrostal International Film Festival attracts filmmakers and cinema enthusiasts from around the world, showcasing a diverse range of films.

Encourages entrepreneurship and innovation.

Elektrostal supports aspiring entrepreneurs and fosters a culture of innovation, providing opportunities for startups and business development.

Offers a range of housing options.

Elektrostal provides diverse housing options, including apartments, houses, and residential complexes, catering to different lifestyles and budgets.

Home to notable sports teams.

Elektrostal is proud of its sports legacy, with several successful sports teams competing at regional and national levels.

Boasts a vibrant nightlife scene.

Residents and visitors can enjoy a lively nightlife in Elektrostal, with numerous bars, clubs, and entertainment venues.

Promotes cultural exchange and international relations.

Elektrostal actively engages in international partnerships, cultural exchanges, and diplomatic collaborations to foster global connections.

Surrounded by beautiful nature reserves.

Nearby nature reserves, such as the Barybino Forest and Luchinskoye Lake, offer opportunities for nature enthusiasts to explore and appreciate the region’s biodiversity.

Commemorates historical events.

The city pays tribute to significant historical events through memorials, monuments, and exhibitions, ensuring the preservation of collective memory.

Promotes sports and youth development.

Elektrostal invests in sports infrastructure and programs to encourage youth participation, health, and physical fitness.

Hosts annual cultural and artistic festivals.

Throughout the year, Elektrostal celebrates its cultural diversity through festivals dedicated to music, dance, art, and theater.

Provides a picturesque landscape for photography enthusiasts.

The city’s scenic beauty, architectural landmarks, and natural surroundings make it a paradise for photographers.

Connects to Moscow via a direct train line.

The convenient train connection between Elektrostal and Moscow makes commuting between the two cities effortless.

A city with a bright future.

Elektrostal continues to grow and develop, aiming to become a model city in terms of infrastructure, sustainability, and quality of life for its residents.

In conclusion, Elektrostal is a fascinating city with a rich history and a vibrant present. From its origins as a center of steel production to its modern-day status as a hub for education and industry, Elektrostal has plenty to offer both residents and visitors. With its beautiful parks, cultural attractions, and proximity to Moscow, there is no shortage of things to see and do in this dynamic city. Whether you’re interested in exploring its historical landmarks, enjoying outdoor activities, or immersing yourself in the local culture, Elektrostal has something for everyone. So, next time you find yourself in the Moscow region, don’t miss the opportunity to discover the hidden gems of Elektrostal.

Q: What is the population of Elektrostal?

A: As of the latest data, the population of Elektrostal is approximately XXXX.

Q: How far is Elektrostal from Moscow?

A: Elektrostal is located approximately XX kilometers away from Moscow.

Q: Are there any famous landmarks in Elektrostal?

A: Yes, Elektrostal is home to several notable landmarks, including XXXX and XXXX.

Q: What industries are prominent in Elektrostal?

A: Elektrostal is known for its steel production industry and is also a center for engineering and manufacturing.

Q: Are there any universities or educational institutions in Elektrostal?

A: Yes, Elektrostal is home to XXXX University and several other educational institutions.

Q: What are some popular outdoor activities in Elektrostal?

A: Elektrostal offers several outdoor activities, such as hiking, cycling, and picnicking in its beautiful parks.

Q: Is Elektrostal well-connected in terms of transportation?

A: Yes, Elektrostal has good transportation links, including trains and buses, making it easily accessible from nearby cities.

Q: Are there any annual events or festivals in Elektrostal?

A: Yes, Elektrostal hosts various events and festivals throughout the year, including XXXX and XXXX.

Was this page helpful?

Our commitment to delivering trustworthy and engaging content is at the heart of what we do. Each fact on our site is contributed by real users like you, bringing a wealth of diverse insights and information. To ensure the highest standards of accuracy and reliability, our dedicated editors meticulously review each submission. This process guarantees that the facts we share are not only fascinating but also credible. Trust in our commitment to quality and authenticity as you explore and learn with us.

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Strange Glow Over Moscow Skies Triggers Panic as Explosions Reported

B right flashes lit up the night sky in southern Moscow in the early hours of Thursday morning, new footage appears to show, following reports of an explosion at an electrical substation on the outskirts of the city.

Video snippets circulating on Russian-language Telegram channels show a series of flashes on the horizon of a cloudy night sky, momentarily turning the sky a number of different colors. In a clip shared by Russian outlet MSK1.ru, smoke can be seen rising from a building during the flashes lighting up the scene.

Newsweek was unable to independently verify the details of the video clips, including when and where it was filmed. The Russian Ministry of Emergency situations has been contacted via email.

Several Russian Telegram accounts said early on Thursday that residents of southern Moscow reported an explosion and a fire breaking out at an electrical substation in the Leninsky district, southeast of central Moscow.

Local authorities in the Leninsky district told Russian outlet RBC that the explosion had happened in the village of Molokovo. "All vital facilities are operating as normal," Leninsky district officials told the outlet.

The incident at the substation in Molokovo took place just before 2 a.m. local time, MSK1.ru reported.

Messages published by the ASTRA Telegram account, run by independent Russian journalists, appear to show residents close to the substation panicking as they question the bright flashes in the sky. One local resident describes seeing the bright light before losing access to electricity, with another calling the incident a "nightmare."

More than 10 villages and towns in the southeast of Moscow lost access to electricity, the ASTRA Telegram account also reported. The town of Lytkarino to the southeast of Moscow, lost electricity, wrote the eastern European-based independent outlet, Meduza.

Outages were reported in the southern Domodedovo area of the city, according to another Russian outlet, as well as power failures in western Moscow. Electricity was then restored to the areas, the Strana.ua outlet reported.

The cause of the reported explosion is not known. A Telegram account aggregating news for the Lytkarino area described the incident as "an ordinary accident at a substation."

The MSK1.ru outlet quoted a local resident who speculated that a drone may have been responsible for the explosion, but no other Russian source reported this as a possible cause.

Ukraine has repeatedly targeted Moscow with long-range aerial drones in recent months, including a dramatic wave of strikes in late May.

On Sunday, Moscow Mayor Sergei Sobyanin said the region's air defense systems had intercepted an aerial drone over the city of Elektrostal, to the east of Moscow. No damage or casualties were reported, he said.

The previous day, Russian air defenses detected and shot down another drone flying over the Bogorodsky district, northeast of central Moscow, Sobyanin said.

There is currently no evidence that an aerial drone was responsible for the reported overnight explosion at the electrical substation in southern Moscow.

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Coordinates of Elektrostal in decimal degrees

Coordinates of elektrostal in degrees and decimal minutes, utm coordinates of elektrostal, geographic coordinate systems.

WGS 84 coordinate reference system is the latest revision of the World Geodetic System, which is used in mapping and navigation, including GPS satellite navigation system (the Global Positioning System).

Geographic coordinates (latitude and longitude) define a position on the Earth’s surface. Coordinates are angular units. The canonical form of latitude and longitude representation uses degrees (°), minutes (′), and seconds (″). GPS systems widely use coordinates in degrees and decimal minutes, or in decimal degrees.

Latitude varies from −90° to 90°. The latitude of the Equator is 0°; the latitude of the South Pole is −90°; the latitude of the North Pole is 90°. Positive latitude values correspond to the geographic locations north of the Equator (abbrev. N). Negative latitude values correspond to the geographic locations south of the Equator (abbrev. S).

Longitude is counted from the prime meridian ( IERS Reference Meridian for WGS 84) and varies from −180° to 180°. Positive longitude values correspond to the geographic locations east of the prime meridian (abbrev. E). Negative longitude values correspond to the geographic locations west of the prime meridian (abbrev. W).

UTM or Universal Transverse Mercator coordinate system divides the Earth’s surface into 60 longitudinal zones. The coordinates of a location within each zone are defined as a planar coordinate pair related to the intersection of the equator and the zone’s central meridian, and measured in meters.

Elevation above sea level is a measure of a geographic location’s height. We are using the global digital elevation model GTOPO30 .

Elektrostal , Moscow Oblast, Russia

Antila 27 designed by the recognized European designers Michał and Adam Orych is a yacht whose idea has been based on a long-term experience of our designing team. It is a modern boat which follows the latest world trends. Attractive, dynamic body of the yacht is combined with ergonomic shaping of the deck and carefully elaborated details, which reflect discreet sport type elegance and sport ...

Antila Yachts to prywatna stocznia jachtowa w Polsce. Jesteśmy firmą rodzinną, stworzoną z pasji do żeglarstwa oraz 30 letniego doświadczenia biznesowego w sektorze prywatnym. Przez ten okres stworzyliśmy profesjonalny 50 osobowy zespół, którego doświadczenie przekłada się na jakość naszych produktów i jest źródłem sukcesu firmy.

Find Antila boats for sale in your area & across the world on YachtWorld. Offering the best selection of Antila boats to choose from.

Antila 24.4 Antila 24.4 - Premiere 2017. The space miracle. Two double bunks, a compact pantry and wet room with chemical toilet. ... The crew has a lot of space for all equipment in several moulded stowing areas. The yacht comes with standard equipment by Lewmar, Ronstan, Andersen and EasyLock. Interior panorama. ANTILA 24.4 Categorie C: 32790,00:

The weight required to sink the yacht one inch. Calculated by multiplying the LWL area by 5.333 for sea water or 5.2 for fresh water. FOR MULTIHULLS ONLY: BN - Bruce Number: The Bruce Number is a power-to-weight ratio for relative speed potential for comparing two or more boats. It takes into consideration the displacement and sail area of ...

With an open side, stern and bathing platform, the Antila 33.3 is an easy boat to access from the shore or (if the weather's nice) the water after a dip. Accommodation Whilst in the Med or Caribbean you might typically charter a 38ft to 46ft yacht, we had plenty of space for the four of us on our 33-footer.

Find Antila 33 boats for sale in your area & across the world on YachtWorld. Offering the best selection of Antila boats to choose from. ... Sandeman Yacht Company | Hamble, Hampshire. Request Info; Sponsored; 2008 Dufour 525 Grand Large. US$218,558. Navicularia Yacht Brokers | TORREVIEJA, Alicante. Request Info; Price Drop; 2016 Antila 33. US ...

Antila Yachts. www.antila-yachts.pl. Poland. ul. Przemysłowa 8, 26-600 Radom. Antila Yachts - known Polish producer of sailing yachts from 7 to 10 meters. The whole range is produced at Antila Yachts the production capacity of the company in Poland and in the Republic of Belarus.

Antila 26CC is a 27′ 2″ / 8.3 m monohull sailboat designed by Adam & Michael Orych and built by Antila Yachts starting in 2012. ... Antila Yacht Shipyard Jachtowa Cezary Duchnik. ul. Industrial 8, 26-600 Radom e-mail: [email protected] Tel: +48 363 30 39 Tel: 602 63 48 35.

Antila 27 is a 29′ 0″ / 8.9 m monohull sailboat designed by Michal & Adam Orych and built by Antila Yachts starting in 2009. Great choice! Your favorites are temporarily saved for this session. Sign in to save them permanently, access them on any device, and receive relevant alerts.

Antila 26cc was designed by the team Adam & Michal Orych and fist launched in 2012. The innovative design earned numerous awards. ... The crew has a lot of space for all equipment in several moulded stowing areas. The yacht comes with standard equipment by Lewmar, Ronstan, Andersen and EasyLock. Interior panorama. ANTILA 26cc Categorie C:

Antila 26cc Sailboat: Antila Yachts, used boat, GRP/polyester Length x beam: 8.30 m x 2.90 m, 8.30 x 2.90 m built: 2020 € 44,650 Location: Germany, Frankfurt / Oder 2020 Company: IMPOL Yacht & Bootsimporte

Antila Yacht is a reputable yacht shipyard specialising in the production of the sailboats of polyester glass laminate. Our yachts are designed and built by the team of experienced and well-qualified Polish boatbuilders. Such approach allow us to create an individual configuration of the yacht together with the client, which would meet the ...

Antila 26 cc is the perfect combination of functionality and eye-catching design . In this yacht, as in every Antila model, the most important thing is security and very high comfort both in the cockpit and in the mess. The ergonomic, spacious and refined cockpit guarantees comfort while sailing and when stationary.

Az Antila Yachts hajógyár egy modern, 35 éves hajógyártói tapasztalattal rendelkező, professzionális vállalkozás, ahol egy 50 fős csapat, a 24 - 34 láb közötti méretkategóriában készíti középkategóriás túravitorlásait.

Antila Yacht Shipyard Jachtowa Cezary Duchnik ul. Industrial 8, 26-600 Radom e-mail: [email protected] Tel: +48 363 30 39 Tel: 602 63 48 35 ... The LWL will increase as the yacht sinks into the water with the added weight of stores and equipment. BEAM: This is the greatest width of the hull and is often expressed as Beam (Max). Beam WL ...

Known as the "Motor City of Russia." Elektrostal, a city located in the Moscow Oblast region of Russia, earned the nickname "Motor City" due to its significant involvement in the automotive industry.. Home to the Elektrostal Metallurgical Plant. Elektrostal is renowned for its metallurgical plant, which has been producing high-quality steel and alloys since its establishment in 1916.

Antila 24.4 lieferbar 2023 Sailboat: Antila Yachts, used boat, GRP/polyester Length x beam: 8.20 m x 2.70 m, 8.20 x 2.70 m built: 2020 € 39,500 Location: Germany, Brandenburg - Frankfurt (Oder 2020 Company: IMPOL Yacht & Bootsimporte

Find company research, competitor information, contact details & financial data for BETA GIDA, OOO of Elektrostal, Moscow region. Get the latest business insights from Dun & Bradstreet.

B right flashes lit up the night sky in southern Moscow in the early hours of Thursday morning, new footage appears to show, following reports of an explosion at an electrical substation on the ...

Geographic coordinates of Elektrostal, Moscow Oblast, Russia in WGS 84 coordinate system which is a standard in cartography, geodesy, and navigation, including Global Positioning System (GPS). Latitude of Elektrostal, longitude of Elektrostal, elevation above sea level of Elektrostal.

hanse electric sailboat

• Model Range

Design for the future. The Hanse 410.

Step into the future with the Hanse 410, where fashionable sailing harmonizes with eco-conscious values. The optimized hull design of this 41-foot yacht, featuring chines at the bow and stern, ensures a sleek waterline, providing the Hanse-typical uncompromising performance and ease while sailing. For the first time, the Hanse 410 introduces an optional electric propulsion system, boasting a remarkable range of up to 55 nautical miles. For even greater independence, a fuel cell delivers emission-free energy. Or, turn to the proven power of solar technology to keep essential appliances running on board without burning any fuel. The exclusive Sustainable Performance Sail (SPS) by Elvstrøm Sails is even made from recycled polyester, not only environmentally friendly but also fast on the water. Up to three expansive cabins and a welcoming salon, offer a genuine sanctuary with abundant space for relaxation. Cook in style on the waves! Experience a splash of gourmet in our galley, featuring ample storage, roomy workspace, and superior refrigeration. The Hanse 410 redefines elegance on the seas. With its class-first dual cockpit tables, there's an abundance of space and luxury seating, amplifying the sheer joy of a wind-driven journey.

Technical Specification

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Clear all doubts and experience your potentially new yacht firsthand before committing and final purchase.

Hanse Yacht World charter management program

Looking for the easiest way to your own boat? Choose our Hanse Yachting World charter management program that has already been recognized by many boat owners. Become a Hanse Yacht owner with minimal investment and enjoy the yacht's ownership without worrying about its maintenance.

If you are interested in buying yacht or need help planning your perfect vacation, contact us and our experts will gladly answer to all of your questions.

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You can find us in our headquarters:.

Address: Dražanac 2/a , 21 000 Split, CROATIA

Sales Office: +385 21 332 348

E-mail: croatia-yachting.hr

Office working hours: 8:00 – 16:00 CET

Feel free to ask us anything – our team is on your side!

For any yacht sales questions during the office hours please call our booking team in our Split headquarters on +385 21 332 348 or send us an e-mail on the address croatia-yachting.hr .

For urgent inquiries after working hours, you can contact our sales advisors individually on their mobile phones or send an e-mail and you will get a response as soon as possible:

e-mail: hanseyachts.hr

Mr. Domagoj Milisic - Sales manager

Mobile: +385 91 332 3320

Mr. Igor Karmelic - Yacht sales advisor

Mobile: +385 91 332 3322

Mr. Ivan Grabovac- Yacht sales advisor

Mobile: +385 91 332 3330

Croatia Yachting d.o.o. 2024. © All rights reserved.

E-Motion Rudder Drive, an electric engine with… the Propeller installed into the Rudder

Hanse Yachts introduces E-Motion Rudder Drive – an interesting propulsion type, with a special folding propeller….

An electric engine and a folding propeller have been installed into the rudder shaft, replacing the combination of diesel engine and sail drive. As a result, the propeller thrust is in line with the rudder position. This enables turning in the smallest circles or rotating around your own keel; it could be a perfect solution for maneuvering in narrow ports.

Making 4.5 knots with calm seas, the new Hanse 315 equipped with four lithium-ion batteries has a range of up to to 30 nautical miles – enough for all European inland waters and many coastal waters. At lower speeds, the range is significantly increased. The Rudder Drive can also be used with two batteries if a shorter range is required. The maximum speed is 6.1 knots – nearing the maximum speed of the diesel version.

The quiet Rudder Drive is also lightweight: 100 kg less than the diesel saildrive option. The Rudder Drive does not require a hole through the hull, lowering the resistance while sailing. The electric drive’s simplicity means less maintenance, as well.

E-Motion Rudder Drive: watch the video

From a standstill position, the yacht immediately starts to turn without having to pick up speed first. In addition, you enjoy all benefits of an electric engine. It will be the future?

7 Bluewater Cruising Sailboats We Love

Group beneteau: record full-year earnings in 2023, the countdown has begun for the new ice 66 rs, lagoon 60, freedom of space and panoramic views, live your passion, subscribe to our mailing list.

I think is a very good idea… I need to know if you sale this ingenio and to know the price and date of sending …Well as mucht as you can . Congratulations for that and awaiting for your news Carlos F Morante from Malaga Spain. For north wing 435

Dear Carlos, no we don’t sell it. We are a News Magazine. You have to contact Hanse Yachts (www.hanseyachts.com).

Best regards!

Nice, the space the engine takes is a lot. This would be great for smaller boats.

What provides the power? Diesel driving dc generator for the dc motor?

Yachting World

• Digital Edition

Hanse 460 review: First in a new range

• David Harding
• January 26, 2023

The Hanse 460 is the first in a new range of Hanses. From new designers, she is already a big hit, with over 200 sold and a European Yacht of the Year win to its name. David Harding reports

Product Overview

Price as reviewed:.

For some of us, sailing has always been about the functional and fundamental. We enjoy sailing for sailing’s sake. But today people want so much more from a boat and, in many respects, today’s yachts undoubtedly offer a lot more and the Hanse 460 attempts to do just that.

What you might loosely call the mainstream European builders of family cruising yachts have been following this path for some time, making each generation of designs bigger and plusher than the last. For Hanse in particular, it has been a rapid evolution from the small, basic and functional to the large and luxurious.

This latest Hanse is the first to be designed by Berret-Racoupeau. After the earliest models, which used the moulds of discontinued, slim-hulled Scandinavian designs, every Hanse has been designed by Judel/Vrolijk in what became one of boatbuilding’s most enduring and successful partnerships.

In line with modern trends, each new wave of Hanses has been higher, wider and more voluminous than the last. Founder Michael Schmidt never lost sight of the performance side, however. For all their growing girths and towering topsides, Hanse has always made boats that sail – competitively-priced, high-volume cruisers but with easy handling (self-tacking jibs were used from the early days) and better performance than many of the alternatives.

The single rudder is light and responsive on the helm. Photo: HanseYachts/Nico Krauss

The Hanse 460 is different. Very different. The first model from a new alliance with the French designers, it promptly won the European Yacht of the Year as the best Family Cruiser for 2022. A Hanse 510 version now follows.

The big question was whether Hanse had managed to do something different while retaining the qualities that its owners had traditionally sought.

At a glance, the Hanse 460 looks sleeker and sportier than earlier models; more angular, with a reverse rake to the bow and a pronounced knuckle running to about half-way aft. In Hanse tradition there are no hard-angled chines but, in this case, a pronounced soft chine towards the stern. In plan view you see full forward sections which, combined with the broad stern, generous freeboard and ample beam, hold the promise of enormous interior volume.

The 460’s generous and uncluttered cockpit. Photo: HanseYachts/Nico Krauss

At the other end, a moulded bowsprit projects the anchor clear of the stem and provides an attachment point for an outer forestay which can carry a reaching headsail. Large windows in the topsides help to break up the high freeboard.

Scale those topsides and you’re faced with an expanse of wide, flat deck and coachroof. Moulded bulwarks edge the side decks to help keep feet where they belong should you venture forward when the boat’s heeled. Otherwise what stands out is the uncluttered appearance – lines are led aft beneath separate mouldings – and the plethora of deck hatches hinged every which way, including one that opens to reveal a large bow locker.

There was certainly nothing to complain about in the performance and handling department. We slipped along very nicely on a flat sea in 12-14 knots of wind, clocking around 7.5 knots with the apparent wind at just under 30°, and tacking through around 80° by the compass.

Moulded bowsprit keeps anchor clear of the stem and provides attachment for the optional outer forestay. Photo: Andreas Lindlahr/EYOTY

Enjoyable sailing

Weather helm was slight and the load on the wheels increased relatively little if I tried bearing away with the sheets pinned in, the single rudder providing plenty of grip. Provoked in the opposite direction, she coped well when pinched mercilessly and also when thrown into tight spins, only stalling briefly.

At least in the flat water and modest breeze we encountered, the cockpit worked well. In any wind and seaway you would be pleased to have the optional second table to port as a bracing point. At the helm stations you have a comfortable perch outboard of the wheel or, for energetic downwind sailing when you might need both hands, behind it. The Jefa linkage is light and direct, giving a good feel from the rudder. On the starboard side you can wind down the bifurcated backstay when extra headstay tension is needed.

Hanse 460 is from Berret-Racoupeau. Photo: Andreas Lindlahr/EYOTY

Today’s cockpits are no longer just places from where you control the boat. Controlling the boat in itself is so much easier anyway, especially if – as most owners of the Hanse 460 will – you upgrade to electric winches, electric in-mast reefing and electric furling for the genoa on the outer forestay.

Other push-button options are for the hinge-down bathing platform and the cockpit tables (either side or both), which can be lowered to create large lounging areas. Alternatively there are fixed tables, as we had on the port side. A wet-bar can be added between the helm seats. It’s all part of making the cockpit a multi-function space in which every part can serve a variety of purposes. Cockpit stowage is in the form of a half-depth locker each side and – a first for Hanse – a dedicated liferaft locker right aft to starboard. With the electric-lowering option for the starboard table comes an extra moulded seat pod, which provides readily-accessible shallow stowage forward of the starboard helm and would be good to have for that reason alone.

Portlights and windows flood the saloon with natural light. Photo: HanseYachts/Nico Krauss

Moving about the deck and cockpit, and from one to the other, is easy in good weather. The wide open spaces let you simply stroll around – or lounge if you’re so inclined. Then again, they tend to present more of a challenge when a boat’s bouncing and heeling.

Lifestyle choices

Externally, the hull lines clearly differentiate the 460 from her earlier stablemates, but down below it’s a world apart. It’s certainly a more classy finish than we’ve seen before from Hanse; restrained in tone and a level above what we have become used to. Berret-Racoupeau is one of relatively few yacht design studios to have its own interior-design division.

Stateroom forecabin has generous stowage above and below the bed. Photo: HanseYachts/Nico Krauss

A host of interior layouts is available, from three to five cabins, up to four showers and from six to 10 berths. About the only constant is the presence of twin double cabins in the stern. Otherwise you can have different arrangements in the bow (cabins and heads) and amidships with a long or short linear galley and a bunk cabin or utility room to starboard where our boat had a chart table and heads compartment.

Details include backrests that hinge down in the saloon to provide trays and drinks-holders. You can press a button to lower the table, press another to pop up the TV from its central pod, and settle in for the evening.

Down here it’s all about sight-lines, integrating the different areas so no one feels left out, and ensuring that, as in the cockpit, every part of the layout performs multiple functions. In practice it creates a thoroughly pleasant and remarkably light environment.

If you enjoyed this….

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Sometimes you come across a boat that makes you realise not only that yacht design has changed irrevocably, but also why it has changed and why it’s not going back. The Hanse 460 is unquestionably such a boat. How the crew lives aboard and moves around, both above and below decks, has clearly been thought about in the context of modern lifestyles. And this boat exudes style. If you like the fundamental design, you will be able to tailor many of the options and details to suit your tastes. A yacht like this is unlikely to slice to windward in heavy weather as comfortably as, say, a first-generation Swan 46, but most people aren’t really interested in that these days. I suspect the new Hanse will prove to be a pretty quick and competent all-rounder nonetheless. Simple sailing? The technology is not remotely simple any more. But with the Hanse 460, the sailing itself is simple and can still be a lot of fun.

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• Press Releases

Technology cooperation for new sailing yacht drive

Rudder Drive, the new electric propulsion system for sailing yachts developed by Torqeedo together with the large-scale boat builder Hanse Yachts and rudder manufacturer Jefa, combines outstanding maneuverability and minimal weight with a powerful emission-free motor.

The core of this innovative concept is the proven and specially adapted Torqeedo Cruise 4.0 with folding propeller, designed in to the rudder blade itself. The streamlined system replaces the combustion inboard or saildrive and removes the need for a separate thruster on the new sailing yacht Hanse 315 e-motion rudder drive, which debuts at the end of October.

Outstanding maneuverability

Due to the unique rudder placement of the 4 kW (8 horsepower equivalent) Torqeedo electric motor, the motor can apply efficient, directional thrust. The Jefa rudder blade’s range of motion was extended to a total of 100 degrees. Demanding maneuvers can now be accomplished without a separate thruster. While motoring, the yacht can spin on its own axis – both forward and in reverse. While docking, the stern can easily be maneuvered into the proper position. This is highly useful in windy conditions or in narrow slips.

Exceptional endurance with minimal weight

Power generation while sailing

With integrated Torqeedo fast chargers, the emission-free version of the Hanse 315 is fully charged in just three hours. The batteries can be recharged at the dock or during sailing when the Rudder Drive’s folding propeller is used to generate power. Torqeedo is the only manufacturer of electric boat propulsion systems offering industrial engineering, complete system integration and ISO 9001 certified serial production in Germany.

World launch at the Hanseboot Hamburg

For the first time, the new propulsion system will be presented installed in the Hanse 315 e-motion rudder drive at the International Boat Show Hanseboot 2016 in Hamburg. We are looking forward to welcoming you to the Hanse Yachts booth (hall 6, booth C108) on Sunday, October 30, 2016 at 2 pm.

PDF Download

Pictures: Hanse 315 e-motion rudder drive motoring, Rudder Drive renderings

Published by Torqeedo GmbH Friedrichshafener Str. 4a 82205 Gilching Germany

Reprinting free of charge. 1 copy requested.

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Exalto Emirates LLC is Torqeedo’s new sales partner in the United Arab Emirates.

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Nominee Spotlight: Hanse 510

• By Andrew Parkinson
• October 5, 2023

The Berret-Racoupeau-designed Hanse 460 turned heads as a 2022 Boat of the Year nominee with a fresh take on comfort and volume but with an eye better sailing performance. The second model in the new range designed by the Berret-Racoupeau team, the Hanse 510 is set to make its US premiere at the 2023 Annapolis Sailboat Show—again as a Boat of the Year contender. From what our editors saw at the model’s recent showing in Cannes, the 510 is expected to be a formidable opponent in its category during CW ’s Boat of the Year judging.

As for dockside demeanor, this new range’s calling card appears to be a marked chine on the bow and an inverted bow to optimize sailing performance. According to the designers, attention was also paid to refining the hull shape to maximize interior space. The result is an easy-on-the-eyes 51-footer that values smooth sailing and fast, comfortable cruising.

According to the builder, the Hanse 510 offers unrivalled volume in the 50-foot class, courtesy of an optimized hull design. Chines at the bow and aft further allow for a slim waterline, ensuring prime performance and easy sailing.

The 510 is equipped with a large, practical dinghy garage, capable of holding an inflated dinghy of up to 8.8 feet; and the optional, newly developed Hanse Smart Tender System makes launching that dinghy as simple as “driving a car out of the garage.” Convenience and style dominate the interior. Even the crew cabin gets in on the volume action, as it’s much more than the typical (read: small) crew sleeping space—it is a room worthy of staying a while. The options list is lengthy, and the boat can be highly customized to meet owners’ needs.

“Expectations were high after the outstandingly successful Hanse 460, which has been awarded European Yacht of the Year,” says Hanjo Runde, CEO of HanseYachts. “The new Hanse 510 is the logical and consistent further development of the new concept. With her impressive volume, tremendously dynamic lines and countless options, she is redefining the 50-foot class. It is an easy to sail and enormously spacious private retreat.” 

The key talking points of the 510 are numerous. A hydrodynamic design with a slender waterline promotes better hull speed. Chines fore and aft allow for a wider hull and more interior space. The reverse, wave-piercing bow makes the yacht pitch less in strong winds, while the pronounced bow chines keep the foredeck as dry as possible. On deck, the strategically placed helm position promotes total control of the Hanse 510 in any situation, with all navigation and performance information easily accessible, as well as all lines and even the electric winches on the port side. An optional hardtop shades the entire cockpit including the steering positions, and it blends seamlessly with the boat’s silhouette. It is also available in several colors and accommodates special lighting and solar panels. A fixed windscreen is another option. 

The novel dinghy garage is capable of holding a dinghy of up to 8.8 ft without having to deflate it. Combined with the optional automatic comfort stairs and the newly developed Hanse Smart Tender System, a single crew member can safely and comfortably deploy the dinghy, including engine, in minutes.

Another novelty on the Hanse 510 is the easy-to-open life raft storage space in the cockpit. Situated just in front of the companionway, it’s easily accessible and has space for standard 8-person life raft containers. An optional wet bar with grill and sink is hinged at the stern so as not to absorb precious cockpit space. 

The boat comes rigged with a self-tacking jib, and all lines run back to the cockpit for simple sail handling of the 710 sq. ft. mainsail and various headsails. The jib is 570 sq. ft. and the reacher measures 1,011 sq. ft., set up using a Solent-style rig on the custom bowsprit. Air draft of the deck-stepped mast is just over 77 feet above the waterline. Optional electric furling systems and winches make light work of handling halyards and sheets for the optimum in performance, short-handed sailing. The standard boat comes with a single, 80 hp saildrive, although an upgraded, optional 110 hp diesel is also available.

Within the interior, 14 well positioned opening hatches and eight opening windows and portholes permit maximum light and ventilation below deck. A long list of layout options are said to be available for the interior arrangement, from an “owner’s yacht” with a best-in-class sized master cabin, to a “charter yacht” with 10 berths, three bathrooms and an additional skipper cabin. The galley can be fully adapted to the owner’s needs as well: In addition to various refrigerator and freezer options, there is room for a wine cooler, dishwasher and a three-burner gas cooker plus an oven in the longitudinal pantry, which can be customized with a vast choice of colors and materials. Another option is a fully equipped navigation area with a forward-facing seat and a large salon table. The extensive options list, ranging from a washing machine in the utility room to flatscreens in the master cabin and salon, is crowned by the Flagship Package, which includes highest-end fabrics and materials, not to mention a “hidden” bar behind the folding backrest in the salon.

At its core, the Hanse 510 emphasizes a roomy cockpit, large but manageable sail plan, and overall performance that is easily managed by a couple, but perhaps what really sets the Hanse 510 apart from other sailboats in its class is the limitless level of customization the builder is willing to offer. The Hanse 510 also comes with a CE rating of A-12, so it is well suited for those who want to venture longer distances. 

Hanse 510 Specifications

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The NKD Sailor

Electric Sailboats

For prospective buyers, here is a list of new sailboats that at the time of writing have an electric motor in their specifications , either in the standard configuration or as an option. (Updated 19.1.2022)

Please comment or send me an email ( [email protected] ) if you find errors or omissions.

Alva Yachts

• Ocean Sail 72 , 135 kW electric motor
• Ocean Sail 82 , 135 kW electric motor

Arcona Yachts

• Arcona 345 , Oceanvolt
• Arcona 385 , Oceanvolt
• Arcona 415 , Oceanvolt 15 kW
• Arcona 435 , Oceanvolt
• Arcona 465 , Oceanvolt

Domani Yachts

• Design S30 , Torqueedo Cruise 24V e-saildrive
• Design S32L , Torqueedo Cruise 48V e-saildrive, 4kW

Elan Yachts

• Elan E3 , Oceanvolt 8 kW.
• Elan E4 , Oceanvolt 8-10 kW.
• Elan E5 , Oceanvolt 10-15 kW.
• Elan E6 , Oceanvolt 15 kW or Oceanvolt 10 kW twin.
• Elan i40.1 , Oceanvolt 10-15 kW.
• Elan i45.1 , Oceanvolt 15 kW.
• Elan i50.1 , Oceanvolt 15 kW twin.
• Elan GT5 , Oceanvolt 15 kW or Oceanvolt 10 kW twin.
• Elan GT6 , Oceanvolt 15 kW twin.

Hanse Yachts

• Hanse 315 , Torqeedo e-motion rudder drive ,

Jeremy Rodgers Limited

• Contessa 32 new build , Beta/Hybrid-Marine ,

Salona Yachts

• Salona 33 , Oceanvolt 8 kW.
• Salona 35 , Oceanvolt 8 kW.
• Salona 38 , Oceanvolt 8 kW.
• Salona 41 , Oceanvolt 10 kW.
• Salona 46 , Oceanvolt 15 kW ( also with 2 x 10 kW ).

Spirit Yachts

• SPIRIT 44CR(E) , Oceanvolt 15 kW.

Viator Marine

• Viator Explorer 42 DS , 2 x Bellmarine DriveMaster 15kW 48V
• Viator Explorer 54 DS , 2 x ISCAD V50 50kW 48V
• WALLYNANO MKII , Oceanvolt 6 kW.

Antares Catamarans

• Antares 44 Hybrid , Hybrid Marine 40 HP Yanmar Parallel hybrid system

DNA Performance Sailing

• DNA G4 , Oceanvolt 6 kW.

HH Catamarans

• HH44 , 2 x BETA 30 + 2 x 10 kW parallel hybrid drives
• OC44 , 2 x BETA 30 + 2 x 10 kW parallel hybrid drives
• HopYacht 30 , 2 x 6 kW E-propulsion pod drive .

Independent Catamaran

• IC36 Independence , 2 x Oceanvolt 6 kW.

ITA Catamarans

• ITA 14.99 , 2 x Oceanvolt 15 kW with 1 x 15 kW generator.

Lady Hawke Catamarans

• LH 33 Comfort Eco , 2 x Oceanvolt 6 kW

Maverick Yachts

• Maverick 440 Hybrid , 2 x Oceanvolt 15 kW

Open Waters Yachts

• Open Waters ESC40 , 2 x 10 kW electric motors
• Outremer 4.zero , 2 x Oceanvolt 10 kW.

SeaQuest Catamarans

• SeaQuest 46 , 2 x Oceanvolt 15.1 kW

Slyder Catamarans

• Slyder 49 , 2 x 22 kW electric motors
• Slyder 59 , 2 x 25 kW electric motors

Sunreef Yachts

• Sunreef 50 Eco Yacht , 2 x 40 kW electric motors
• Sunreef 60 Eco Yacht , 2 x 70 kW electric motors
• Sunreef 70 Eco Yacht , 2 x 90 kW electric motors
• Sunreef 80 Eco Yacht , 2 x 160 kW electric motors
• Sunreef 100 Eco Yacht , 2 x 270 kW electric motors

Vaan Yachts

• VAAN R4 , 2 x Torqeedo FP10 10 kW saildrive (standard), 2 x Oceanvolt 15 kW (option)
• VAAN R5 , 2 x Torqeedo Deep Blue saildrive 25 kW or 2 x Oceanvolt 15 kW
• Windelo 50 Adventure (also Yachting and Sport versions), 2 x Bellmarine 20 kW electric motors.
• Windelo 54 Adventure (also Yachting and Sport versions), 2 x 24 kW Bellmarine electric motors.

The little (electric) engine that could: The Port of San Diego unveils the nation’s first all-electric tug boat

The 82-foot eWolf expects to eliminate 3,100 metric tons of carbon dioxide

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The nation’s first all-electric tug boat has docked at the Port of San Diego and expects to begin emissions-free operations in about a month.

Operated by Crowley Maritime Corporation , the 82-foot eWolf will escort ships entering and leaving the Tenth Avenue Marine Terminal using electric power instead of diesel fuel, helping slash greenhouse gas emissions at the port and its neighbors in Barrio Logan and National City.

For the record:

1:58 p.m. March 13, 2024 This story has been updated to show the correct amount of government funding that went to the project.

“This is a big deal,” said port chairman Frank Urtasun at a news conference Monday. “This is new technology.”

Capable of speeds of up to 12 knots, the eWolf is powered by a 6.2 megawatt-hour main propulsion battery and two electric drives. The tug has thrust — also known as bollard pull in the parlance of the shipping industry — of 76.8 short tons, which is more powerful than the diesel-powered counterparts at the port.

Constructed in Alabama, the eWolf is equipped with two small generators for emergency use that allow the boat to travel longer distances at a reduced speed.

“Like an electric car, you step on the gas and it jumps,” said Paul Manzi, vice president of Crowley Shipping, based in Jacksonville, Fla. “All of the attributes that you have with an electric motor operation in a car or in an electric truck, you see here in the (eWolf) at massive scale. And it’s extremely quiet so when it pulls away from the dock you literally won’t hear any noise.”

The tug boat’s electricity will come from a charging station that is part of a microgrid facility equipped with two energy storage containers. Battery modules in each container have storage capacity of nearly 1.5 megawatt-hours.

Interconnected with the help of San Diego Gas & Electric, the charging station at the port is designed to allow the vessel to recharge quickly and reduce peak loads on the electric grid.

Operators plan to charge the eWolf overnight so it can perform its chores during daytime hours.

“This technology has individually been around for a while, but it hasn’t necessarily been integrated and optimized to all work together — and that’s kind of our role,” said Bruce Strupp, vice president at ABB Marine & Ports , the company that designed the boat’s propulsion system. “Some of the technology is our technology, some of it’s third-party technology, but we integrate it all together.”

The electric tug boat is expected to begin commercial operations at the port in mid- to late-April, depending on the completion of the charging station.

Officials at Crowley did not release the eWolf’s price tag Monday, saying only that it cost about twice as much as a conventional diesel-powered tug boat of comparable size.

But, Manzi said, the company expects the eWolf’s maintenance and operating costs will be “dramatically lower” than what’s spent on a diesel-powered tug boat because the electric model has fewer moving parts.

The entire project — the vessel as well as the charging station — received four grants that added up to $13.67 million, with two grants of $10.9 million from the San Diego Air Pollution Control District, one grant of just over $2 million from the U.S. Environmental Protection Agency and $750,000 from the federal government’s Maritime Administration.

In 2020, Gov. Gavin Newsom signed an executive order that directed state agencies to transition off-road vehicles — including tug boats — and equipment to 100 percent zero emissions by 2035.

By replacing one of the port’s diesel-powered tugs, the eWolf is expected to eliminate the consumption of about 35,000 gallons of diesel fuel per year. In its first 10 years of use, the electric tug boat is expected to reduce about 3,100 metric tons of carbon dioxide from the port and its surrounding areas such as Barrio Logan and National City.

“We’re trying to be good neighbors and trying to be able to help to reduce emissions here to help the electrification movement,” Urtasun said, adding that the port has spent about $130 million on various electrification projects.

Last year, the Port of San Diego became the first in North America to install a pair of all-electric cranes to load and off-load heavy cargo. Each 262 feet high, the cranes replaced an older crane that ran on diesel fuel. Together, the cranes expect to help the port reduce greenhouse gas emissions by 47 metric tons per year.

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EJET Eco-Friendly Electric Motor & Drivetrain Yacht Tenders: New Model Announced

Boat engineering and design company EJET Electric Yacht Tenders has announced the development of its latest electric motor 9X yacht tender model.

Ljubljana, Slovenia - March 21, 2024 —

Much like their highly acclaimed 4X tender, the upcoming 9X model sports EJET’s proprietary electric motor and drivetrain, going in line with founder Žiga Jarc’s mission of providing sustainable transportation options for yacht owners and guests. Both models will be available in the summer, with the 9X build slated for initial testing in July.

For more information, please visit https://ejet.co/

The announcement follows EJET’s recent appearance at the Boot Düsseldorf Boat Show. Having received the International Boat Industry’s Rising Star Award, the company revealed the development of its larger 9X model with the aim of promoting environmental responsibility within the boating industry.

Designed to be lightweight and compact without sacrificing output or speed, the new tender will be powered by a 220 kWh battery and a 300 kW motor, with an option to upgrade to 340 kW, ensuring 98% efficiency and making it suitable for sports such as water skiing. The boat’s V-shaped hull has been adjusted to accommodate EJET’s custom electric powertrain and is capable of withstanding turbulent waters and inclement weather conditions. Each boat is built with standard hydraulic steering mechanisms, along with the company’s military-grade jet system, allowing for easy maneuvering, reversing, and sudden stops in both low- and high-speed scenarios.

The 9X model will also feature a digital interface, which boaters will be able to use to select different driving modes and dynamics, view real-time GPS navigation and system data, and access the smart audio Bluetooth system. Additionally, amenities such as a hydraulic bathing platform, an electric grill, an ice maker, and a refrigerator will all be available as upgrade options for all 9X tenders.

About EJET Electric Yacht Tenders

Founded in 2016 by Žiga Jarc, EJET began with the goal of developing a zero-emissions electric yacht tender that did not compromise performance or safety. The company has since become a pioneer in electric propulsion systems and remains committed to future innovations in the boating industry. EJET tenders are currently the only products on the market with custom electric drivetrains.

EJET Electric Yacht Tenders, under the leadership of founder Žiga Jarc, is actively engaged in the development of its proprietary electric propulsion technology. The initiative is part of the company's broader commitment to innovation in high-performance, long-range powertrain technology for the marine industry. This effort underscores EJET's focus on delivering solutions characterized by their lightweight and compact design, high power output, and exceptional motor efficiency of up to 98%. With a specific emphasis on extending battery life, the company aims to set new benchmarks for what is achievable in electric propulsion within the boating sector.

“We built the company and the brand on three pillars: driver-centric experience, sustainability with clean electric power, and advanced electric propulsion technology,” says Ziga Jarc. “We cooperate with the best nautical partners to create unforgettable experiences for our customers.”

Interested parties can learn more by visiting https://ejet.co/contact-us/

Contact Info: Name: Žiga Jarc Email: Send Email Organization: EJET Electric Yacht Tenders Address: 16C Mokrška ulica, Ljubljana, Ljubljana 1000, Slovenia Phone: +386-41-688-998 Website: https://ejet.co/

Release ID: 89125030

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What candela’s electric hydrofoiling passenger ferry means for sustainable transportation.

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The all-electric-powered Candela P-12 ferry flies over the water on hydrofoils

I would never say “I told you so,” but…now that Candela , the world’s leading producer of all-electric-powered hydrofoiling boats, has just closed the largest funding round in the company's history, I might be bold enough to say…”I’m not surprised.”

That’s because I’ve been closely following the development of this wonderfully smart company’s hydrofoiling boats since I test flew a P-7 near their small and efficient shop in Stockholm in 2021. So, I’m really not surprised they just raised over $25 million to expand production of their game-changing P-12 ferry. And since yacht building powerhouse Groupe Beneteau is a key partner in the largest fundraising round Candela has ever completed it appears Candela’s brand of tech-controled hydrofoiling is about to go global.

“Our investment perfectly aligns with Groupe Beneteau‘s ecological transition objectives, scaling up innovative solutions for more sustainable boating and unparalleled experiences,” says Bruno Thivoyon, CEO of Groupe Beneteau, the world's largest boat manufacturer (15 factories, 9 brands, and more than 8,000 yachts built annually) with a total revenue of over $1.5 billion in 2023. “Candela’s technology, enabling significantly more efficient electric vessels, will transform waterborne transport into its next sustainable phase.”

A Candela P-8 and P-12 underway near Stockholm, Sweden

“We couldn’t be more excited about having Groupe Beneteau on board,” says Gustav Hasselskog, Founder and CEO of Candela. “As the leading global boat company, their trust is a stamp of approval for our technology to transform waterborne transportation. We’re excited for the possibilities ahead."

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The new investment round will help to scale up production to meet demand for the recently launched Candela P-12, the world’s first electric hydrofoil ferry. The P-12 is the first fast and long-range electric ferry on the market. Its efficient hydrofoil technology cuts lifetime emissions by 97.5% compared to diesel vessels, while simultaneously allowing operators to save up to 50% in operating costs. Since it generates minimal wake, the P-12 has been granted exemptions from speed limits, as for example on its maiden route in Stockholm, where it from July will cut travel times in half compared to road transport and legacy diesel vessels.

And it’s pretty obvious Hasselskog and company are on the right track. According to some projections the market for electric vessels is expected to be worth $14.2 Billion USD in 2030.

“We’ve spent years developing the technological maturity, and now we’re fit for scaling to commercial vessels. As in any industry, the fastest-scaling company will dominate the market,” says Hasselskog.

The Candela P-8 and P-12 hardly make a ripple as they fly over the water on computer-controlled ... [+] hydrofoils

Other backers in the round include longtime investors EQT Ventures , Ocean Zero LLC , and Kan Dela AB. The new investment brings total funding since Candela’s inception to over $75 million.

“EQT Ventures has steadfastly backed Candela's vision to accelerate the shift towards fossil fuel-free lakes and oceans since 2021. The launch of Candela's P-12 vessels signifies a watershed moment in sustainable transport", says Lars Jörnow, Partner at EQT Ventures.

The only question is: when will we see a P-12 ferry here in the US?

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Candela’s electric ferries multiply as the startup lines up $25M in new funding

Electric boat maker Candela is approaching cruising speed with $25 million in new funding and the first commercial deployment of its new P-12 ferry in New Zealand. The company has global ambitions for its highly efficient boats and has completed and delivered dozens of them — which is a lot in this industry!

Candela has been slowly upping the size of its vessels for years, starting with the considerably smaller C-7 and C-8 (noting the length in meters) — of which, as of this week, they have now produced a total of 70. The P-12, a ferry design that can handle up to 30 passengers, made its debut late last year .

Just last week, the P-12 was given its first assignment: ferry people around New Zealand’s Lake Manapōuri , a scenic destination but also, more importantly, the site of the country’s largest hydroelectric power station. And now staff at that station can get to work via clean-running boat rather than driving, which the companies estimate will save around 240 tons of emissions per year. It’s a start, and it will help keep the lake clean and quiet.

International interest in these boats is also evident in the participation of Groupe Beneteau, a more than century-old boating company that makes thousands of vessels yearly, in the funding round. Groupe Beneteau CEO Bruno Thivoyon expressed in the press release that investing in Candela makes sense as part of the company’s “ecological transition objectives, scaling up innovative solutions for more sustainable boating.”

Many legacy boating companies are embracing electric engines and next-generation tech; I spoke with the head of another major manufacturer, Brunswick’s Dave Foulkes, at CES about it. He said that the collaborations are fruitful because the small, growing companies need the income and reach, while the larger ones need ready-to-deploy tech. Like any other industry, you have to know when to buy and when to build, and big boating companies are happy to buy — or invest.

Candela’s boats use hydrofoils with electric engines mounted on the bottom to effectively fly above the surface of the water once they get past a certain speed, vastly reducing energy consumption — historically and understandably a sticking point for electric boating. The approach does necessitate a powerful autopilot to keep it balanced, and despite their assurances, I wonder about how they’d handle log collisions, but overall the advantages seem to outweigh the drawbacks.

I drove one over the summer in Seattle (watching closely for logs, rather common in Elliott Bay) and wished they would replace the gas-chugging fast passenger ferries with P-12s. Candela isn’t the only one pursuing this market, either; Navier is also attempting to woo coastal communities with the draw of quiet, energy-efficient transit and is currently shuttling Stripe employees around the Bay Area . And while Zin Boats has been quiet for some time, they are also nailing down markets for the next version of their vessel.

The $25 million round was led, as mentioned, by Beneteau, with participation from EQT Ventures, Ocean Zero LLC, and Kan Dela AB.

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40 facts about elektrostal.

Written by Lanette Mayes

Modified & Updated: 02 Mar 2024

Reviewed by Jessica Corbett

Elektrostal is a vibrant city located in the Moscow Oblast region of Russia. With a rich history, stunning architecture, and a thriving community, Elektrostal is a city that has much to offer. Whether you are a history buff, nature enthusiast, or simply curious about different cultures, Elektrostal is sure to captivate you.

This article will provide you with 40 fascinating facts about Elektrostal, giving you a better understanding of why this city is worth exploring. From its origins as an industrial hub to its modern-day charm, we will delve into the various aspects that make Elektrostal a unique and must-visit destination.

So, join us as we uncover the hidden treasures of Elektrostal and discover what makes this city a true gem in the heart of Russia.

Key Takeaways:

• Elektrostal, known as the “Motor City of Russia,” is a vibrant and growing city with a rich industrial history, offering diverse cultural experiences and a strong commitment to environmental sustainability.
• With its convenient location near Moscow, Elektrostal provides a picturesque landscape, vibrant nightlife, and a range of recreational activities, making it an ideal destination for residents and visitors alike.

Known as the “Motor City of Russia.”

Elektrostal, a city located in the Moscow Oblast region of Russia, earned the nickname “Motor City” due to its significant involvement in the automotive industry.

Home to the Elektrostal Metallurgical Plant.

Elektrostal is renowned for its metallurgical plant, which has been producing high-quality steel and alloys since its establishment in 1916.

Boasts a rich industrial heritage.

Elektrostal has a long history of industrial development, contributing to the growth and progress of the region.

Founded in 1916.

The city of Elektrostal was founded in 1916 as a result of the construction of the Elektrostal Metallurgical Plant.

Located approximately 50 kilometers east of Moscow.

Elektrostal is situated in close proximity to the Russian capital, making it easily accessible for both residents and visitors.

Known for its vibrant cultural scene.

Elektrostal is home to several cultural institutions, including museums, theaters, and art galleries that showcase the city’s rich artistic heritage.

A popular destination for nature lovers.

Surrounded by picturesque landscapes and forests, Elektrostal offers ample opportunities for outdoor activities such as hiking, camping, and birdwatching.

Hosts the annual Elektrostal City Day celebrations.

Every year, Elektrostal organizes festive events and activities to celebrate its founding, bringing together residents and visitors in a spirit of unity and joy.

Has a population of approximately 160,000 people.

Elektrostal is home to a diverse and vibrant community of around 160,000 residents, contributing to its dynamic atmosphere.

Boasts excellent education facilities.

The city is known for its well-established educational institutions, providing quality education to students of all ages.

A center for scientific research and innovation.

Elektrostal serves as an important hub for scientific research, particularly in the fields of metallurgy, materials science, and engineering.

Surrounded by picturesque lakes.

The city is blessed with numerous beautiful lakes, offering scenic views and recreational opportunities for locals and visitors alike.

Well-connected transportation system.

Elektrostal benefits from an efficient transportation network, including highways, railways, and public transportation options, ensuring convenient travel within and beyond the city.

Famous for its traditional Russian cuisine.

Food enthusiasts can indulge in authentic Russian dishes at numerous restaurants and cafes scattered throughout Elektrostal.

Home to notable architectural landmarks.

Elektrostal boasts impressive architecture, including the Church of the Transfiguration of the Lord and the Elektrostal Palace of Culture.

Offers a wide range of recreational facilities.

Residents and visitors can enjoy various recreational activities, such as sports complexes, swimming pools, and fitness centers, enhancing the overall quality of life.

Provides a high standard of healthcare.

Elektrostal is equipped with modern medical facilities, ensuring residents have access to quality healthcare services.

Home to the Elektrostal History Museum.

The Elektrostal History Museum showcases the city’s fascinating past through exhibitions and displays.

A hub for sports enthusiasts.

Elektrostal is passionate about sports, with numerous stadiums, arenas, and sports clubs offering opportunities for athletes and spectators.

Celebrates diverse cultural festivals.

Throughout the year, Elektrostal hosts a variety of cultural festivals, celebrating different ethnicities, traditions, and art forms.

Electric power played a significant role in its early development.

Elektrostal owes its name and initial growth to the establishment of electric power stations and the utilization of electricity in the industrial sector.

Boasts a thriving economy.

The city’s strong industrial base, coupled with its strategic location near Moscow, has contributed to Elektrostal’s prosperous economic status.

Houses the Elektrostal Drama Theater.

The Elektrostal Drama Theater is a cultural centerpiece, attracting theater enthusiasts from far and wide.

Popular destination for winter sports.

Elektrostal’s proximity to ski resorts and winter sport facilities makes it a favorite destination for skiing, snowboarding, and other winter activities.

Promotes environmental sustainability.

Elektrostal prioritizes environmental protection and sustainability, implementing initiatives to reduce pollution and preserve natural resources.

Home to renowned educational institutions.

Elektrostal is known for its prestigious schools and universities, offering a wide range of academic programs to students.

Committed to cultural preservation.

The city values its cultural heritage and takes active steps to preserve and promote traditional customs, crafts, and arts.

Hosts an annual International Film Festival.

The Elektrostal International Film Festival attracts filmmakers and cinema enthusiasts from around the world, showcasing a diverse range of films.

Encourages entrepreneurship and innovation.

Elektrostal supports aspiring entrepreneurs and fosters a culture of innovation, providing opportunities for startups and business development.

Offers a range of housing options.

Elektrostal provides diverse housing options, including apartments, houses, and residential complexes, catering to different lifestyles and budgets.

Home to notable sports teams.

Elektrostal is proud of its sports legacy, with several successful sports teams competing at regional and national levels.

Boasts a vibrant nightlife scene.

Residents and visitors can enjoy a lively nightlife in Elektrostal, with numerous bars, clubs, and entertainment venues.

Promotes cultural exchange and international relations.

Elektrostal actively engages in international partnerships, cultural exchanges, and diplomatic collaborations to foster global connections.

Surrounded by beautiful nature reserves.

Nearby nature reserves, such as the Barybino Forest and Luchinskoye Lake, offer opportunities for nature enthusiasts to explore and appreciate the region’s biodiversity.

Commemorates historical events.

The city pays tribute to significant historical events through memorials, monuments, and exhibitions, ensuring the preservation of collective memory.

Promotes sports and youth development.

Elektrostal invests in sports infrastructure and programs to encourage youth participation, health, and physical fitness.

Hosts annual cultural and artistic festivals.

Throughout the year, Elektrostal celebrates its cultural diversity through festivals dedicated to music, dance, art, and theater.

Provides a picturesque landscape for photography enthusiasts.

The city’s scenic beauty, architectural landmarks, and natural surroundings make it a paradise for photographers.

Connects to Moscow via a direct train line.

The convenient train connection between Elektrostal and Moscow makes commuting between the two cities effortless.

A city with a bright future.

Elektrostal continues to grow and develop, aiming to become a model city in terms of infrastructure, sustainability, and quality of life for its residents.

In conclusion, Elektrostal is a fascinating city with a rich history and a vibrant present. From its origins as a center of steel production to its modern-day status as a hub for education and industry, Elektrostal has plenty to offer both residents and visitors. With its beautiful parks, cultural attractions, and proximity to Moscow, there is no shortage of things to see and do in this dynamic city. Whether you’re interested in exploring its historical landmarks, enjoying outdoor activities, or immersing yourself in the local culture, Elektrostal has something for everyone. So, next time you find yourself in the Moscow region, don’t miss the opportunity to discover the hidden gems of Elektrostal.

Q: What is the population of Elektrostal?

A: As of the latest data, the population of Elektrostal is approximately XXXX.

Q: How far is Elektrostal from Moscow?

A: Elektrostal is located approximately XX kilometers away from Moscow.

Q: Are there any famous landmarks in Elektrostal?

A: Yes, Elektrostal is home to several notable landmarks, including XXXX and XXXX.

Q: What industries are prominent in Elektrostal?

A: Elektrostal is known for its steel production industry and is also a center for engineering and manufacturing.

Q: Are there any universities or educational institutions in Elektrostal?

A: Yes, Elektrostal is home to XXXX University and several other educational institutions.

Q: What are some popular outdoor activities in Elektrostal?

A: Elektrostal offers several outdoor activities, such as hiking, cycling, and picnicking in its beautiful parks.

Q: Is Elektrostal well-connected in terms of transportation?

A: Yes, Elektrostal has good transportation links, including trains and buses, making it easily accessible from nearby cities.

Q: Are there any annual events or festivals in Elektrostal?

A: Yes, Elektrostal hosts various events and festivals throughout the year, including XXXX and XXXX.

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Our commitment to delivering trustworthy and engaging content is at the heart of what we do. Each fact on our site is contributed by real users like you, bringing a wealth of diverse insights and information. To ensure the highest standards of accuracy and reliability, our dedicated editors meticulously review each submission. This process guarantees that the facts we share are not only fascinating but also credible. Trust in our commitment to quality and authenticity as you explore and learn with us.

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Apr 24, 2018. Hanse's E-motion electric rudder drive represents a true breakthrough in auxiliary propulsion for saiboats. When news that Hanse Yachts had launched a new form of electric-powered yacht first broke in the winter of 2016, it was widely reported. After all, Hanse is one of the world's biggest builders of sailing boats, so this ...

For the first time, the Hanse 410 offers optional electric propulsion with an enormous range of up to 55 nautical miles. This means that even without wind, most destinations can be reached in a climate-friendly way. Hanjo Runde, CEO of HanseYachts : " This innovative electric drive is an important step towards making our product range even ...

The E-MOTION RUDDER DRIVE is a revolution in Yachting.The Hanse 315 e-motion rudder drive was developed in cooperation with the partners Jefa and Torqeedo an...

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The world's third largest boatbuilder, Hanse Yachts, is perhaps the most advanced - offering its entry-level Hanse 315 with an electric rudder-drive option. The system takes up less space than ...

For the first time, the Hanse 410 introduces an optional electric propulsion system, boasting a remarkable range of up to 55 nautical miles. For even greater independence, a fuel cell delivers emission-free energy. Or, turn to the proven power of solar technology to keep essential appliances running on board without burning any fuel.

Its innovative hull shape ensures unrestricted performance. With its unprecedented 51-foot dimensions, the Hanse 510 offers the largest dinghy garage in its class. The spacious cockpit is the perfect place to relax with family and friends. From the generous owner's cabin to the salon to the comfortable crew cabin, this yacht offers exquisite ...

Oct 31, 2016. In Hanse's innovative Rudder Drive system, a Torqeedo electric motor embedded in the boat's rudder provides propulsion. The system will make its debut on the new Hanse 315 e-motion. It was developed by Hanse in conjunction with fellow German company Torqeedo, a leader in electric propulsion, and Jefa, the Danish steering ...

Hanse Yachts introduces E-Motion Rudder Drive - an interesting propulsion type, with a special folding propeller….. An electric engine and a folding propeller have been installed into the rudder shaft, replacing the combination of diesel engine and sail drive. As a result, the propeller thrust is in line with the rudder position. This enables turning in the smallest circles or rotating ...

How it works the new electric propulsion system created by Hanse Yachts and Torqeedo.

Hanse returned to Berret-Racoupeau, who also designed the 460 (a Top 10 Best Boats 2023 winner), to create the 510, and the result can leave you lingering over the lines. Starting with an aggressive, wave-piercing reverse bow, the relatively flat sheer and low deckhouse give this boat a fast, agreeably sharkish look even sitting still, despite ...

Controlling the boat in itself is so much easier anyway, especially if - as most owners of the Hanse 460 will - you upgrade to electric winches, electric in-mast reefing and electric furling ...

World launch at the Hanseboot Hamburg. For the first time, the new propulsion system will be presented installed in the Hanse 315 e-motion rudder drive at the International Boat Show Hanseboot 2016 in Hamburg. We are looking forward to welcoming you to the Hanse Yachts booth (hall 6, booth C108) on Sunday, October 30, 2016 at 2 pm. PDF Download.

Hanse 315. Voted European Yacht of the Year right after its launch, the Hanse 315 is the epitome of what makes a yacht great. With its perfect sailing characteristics and easy handling, the 31-foot entry-level model is easy to maneuver. Two staterooms, a spacious salon with L-shaped pantry and the largest cockpit in its class provide true comfort.

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The nation's first all-electric tug boat has docked at the Port of San Diego and expects to begin emissions-free operations in about a month. Operated by Crowley Maritime Corporation, the 82 ...

Boat engineering and design company EJET Electric Yacht Tenders has announced the development of its latest electric motor 9X yacht tender model. Ljubljana, Slovenia - March 21, 2024 — Much like ...

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The all-electric-powered Candela P-12 ferry flies over the water on hydrofoils. Candela. I would never say "I told you so," but…now that Candela, the world's leading producer of all ...

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Hanse 458. The new Hanse 458 is the yacht for all of those who set trends. With a pioneering design and the most thrilling performance in its class. With an exquisite interior and an exceptionally diverse range of customization options. The Hanse 458 caters to the highest demands on contemporary style and quality of life.

Find company research, competitor information, contact details & financial data for BETA GIDA, OOO of Elektrostal, Moscow region. Get the latest business insights from Dun & Bradstreet.

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Known as the "Motor City of Russia." Elektrostal, a city located in the Moscow Oblast region of Russia, earned the nickname "Motor City" due to its significant involvement in the automotive industry.. Home to the Elektrostal Metallurgical Plant. Elektrostal is renowned for its metallurgical plant, which has been producing high-quality steel and alloys since its establishment in 1916.

Local band Moscow Metro (featuring Barry McNulty, Sean Corcoran, Dylan Casey & Alan Holmes) will perform on the Cosby Stage at 12.55pm on Saturday at the Electric Picnic.

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