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The biggest superyachts listed for sale in 2022

Related articles, superyacht directory.

As the year draws to a close, we take a look back at ten of the most impressive new listings to join the market in the past 12 months.

Length: 155m

Kicking off this list is the elusive 155 metre Al Said which joined the market for the first time in 2022. Built under the codename Project Sunflower, she was launched in 2008 by German shipyard Lürssen with design by the legendary Espen Oinø . She was owned by the Sultan of Oman and was the world's second-largest yacht when she first touched the water. Standout features include 26 cabins for 70 guests, a helipad, medical room and a performance room that seats 50.

Price available on application with Blackorange Yachts .

Length: 115m

Pelorus , the former flagship of the Lürssen fleet, was revealed for the first time this year as she joined the market with SuperYachtsMonaco . Her steel hull is based on the same lines as Carinthia VII , with a high forebody and reverse sheer sweeping down towards the stern, but Pelorus features an additional line that curves down towards the bow inspired by the 'armour belt' on the HMS Belfast. Pelorus  carries seven tenders including an 11.2-metre  limo and an 8.5-metre sports tender, both by Vikal, a 10-metre X-tender rib, two Pascoe ribs including a SOLAS rib, a nine-metre Hinckley and a Zodiac. 

Price available on application with SuperYachtsMonaco .

Length: 90.6m

The 90.6 metre superyacht Dubawi made waves when she joined the sales market for the first time ever in May after being listed with Worth Avenue Yachts . Initially delivered as a cruise ship, the yacht underwent a multi-million dollar refit with Platinum Yachts in 2009. The yacht has an internal volume comparable to a yacht of 100 metres or more thanks to her cruising heritage. One of her most impressive amenities is the cavernous lower deck nightclub, which features a dance floor that lights up and a state-of-the-art sound system. Meanwhile, the owner's apartment occupies an entire deck of its own.

Dubawi is asking $28,000,000 with Worth Avenue Yachts .

Length: 90m

Phoenix II was completed by Lürssen in 2010 with British studio Winch Design behind her striking exterior and dazzling interior concept. She features soaring lines, a poised silhouette and a 5.7 metre phoenix figurehead that rises up from the bow. Inside, royal reds, black lacquers and gold accents pay homage to the Art Deco movement. A favourite spot among guests is the formal dining room which is overlooked by a six-piece jazz band in custom-made gold bas-relief murals. Other highlights include a Steinway piano, cinema room, three pools and a sommelier room. 

Phoenix II is asking €129,000,000 (VAT paid) with Burgess .

Length: 85.6m

B2 was one of the largest vessels at the 2022 Monaco Yacht Show sitting along the breakwater next to Project X and Ahpo in Port Hercule. She was delivered in 2009 and remains the second-largest launch by the Abeking & Rasmussen shipyard. A recent four-million-euro refit saw her hull extended by seven metres allowing for a vast beach club that opens on three sides and a glass-bottom swimming pool that sits laterally across the main deck.  Accommodation is for 22 guests with an elevator serving each level right up to the sun deck.

B2 is asking €88,000,000 with Moravia Yachting .

Length: 82m

The 3,179GT Sarafsa is one of the largest boats to be built in the UK. Used only privately, she was revealed to the world for the first time this year as she joined the market. Wellness is at her core with a hammam, gym, spa pool and jacuzzi beneath a retractable roof. Other features include an 11-seat cinema, a touch-and-go helipad and storage for two large tenders.

Sarafsa is asking €65,000,000 with Burgess .

Length: 85m

Lürssen's 85 metre Aurora was one of the most expensive new listings to join the market in 2022. While she was delivered in 2017, her exterior design plays with retro themes such as circular portholes and arched windows. In a similar fashion, her interior takes inspiration from the Art Deco movement. Highlights include an observation lounge on the top deck, and fully-equipped gym with sliding glass doors that open onto the aft deck, and a Jacuzzi with a J-shaped sit-up bar nearby.

Aurora is asking €130,000,000 with Burgess .

Length : 73.1m

The second largest yacht built in North America since the Great Depression, Laurel was originally delivered in 2006 as the flagship of US yard Delta Marine. Her exterior design was penned by Donald Starkey , and is made instantly recognisable due to the hull’s royal blue colouring. The yacht’s interiors, also by Starkey, offers accommodation for 12 guests in seven cabins, including a convertible cabin that doubles as a sauna. Laurel is known for her professional dive facilities, which has made her especially popular among charter guests, with other amenities such as a jacuzzi, gym and a library that converts into a private cinema perfect for movie nights.

Laurel is asking $69,500,000 with IYC .

Length: 72m

Solo was delivered in 2018 as the flagship of the Tankoa fleet and is one of two S701 models ( Suerte was the first in the series). Her exterior and interior are the work of an all-Italian design team with Francesco Paszkowski Design and Margherita Casprini creating a modern yacht with a masculine edge. The beach club serves as one of the yacht’s key design features with natural light streaming in from a glass bottom pool above. The space is completed by a hammam room decorated with Tuscan calacatta marble, as well as a sauna that notably houses wood from a medieval castle in Finland.

Solo is asking €66,000,000 with Edmiston .

Length: 67.5m

Icon was delivered by her namesake shipyard in 2010 and joins the market for the second time in her history. She underwent an extensive refit in 2014 that extended the yacht’s overall length by five metres, creating space for a raised infinity pool with a glass bottom that filters a dappled blue light through the renovated beach club below. Icon was designed by RWD and is a true explorer with an impressive 6,000 nautical mile range, making her suited to an owner looking to cruise far and wide. On board, Studio Linse offers a “noble simplicity” with the use of neutral colours, pale woods and elegant onyx and marbles, creating a bright and contemporary space for relaxed ocean living.

Icon is asking €45,000,000 (VAT paid) with Fraser .

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Black Pearl

105m Oceanco

Renaissance

REV Ocean 28 18

195m   Vard

Golden Horizon 274 140

162m   Brodogradevna Industrija Split

Flying Fox 22 11

136m   Lurssen

from $4,368,000 p/w eek

Octopus 12 13

126m   Lurssen

from $2,200,000 p/w eek

Kismet 12 8

122m   Lurssen

from $3,000,000 p/w eek

115m   Lurssen

from $2,831,000 p/w eek

Renaissance 36 19

112m   Freire Shipyard

108m   Benetti

from $1,967,000 p/w eek

Dream 36 22

107m   Olympic Yacht Services

from $2,144,000 p/w eek

Black Pearl 14 5

105m   Oceanco

Christina O 34 17

99m   Canadian Vickers

from $750,000 p/w eek

Carinthia VII 12 8

97m   Lurssen

from $1,524,000 p/w eek

97m   Feadship

from $1,715,000 p/w eek

CC-Summer 12 10

95m   Lurssen

O'Pari 12 14

95m   Golden Yachts

from $1,179,000 p/w eek

Whisper 12 7

from $1,286,000 p/w eek

Lady S 12 7

93m   Feadship

from $1,501,000 p/w eek

Tatoosh 12 11

92m   Nobiskrug

from $1,018,000 p/w eek

Aquarius 12 7

92m   Feadship

from $1,500,000 p/w eek

Queen Miri 36 18

92m   Neorion

from $1,061,000 p/w eek

Moonlight II 36 18

91m   Neorion

from $702,000 p/w eek

Tranquility 22 11

92m   Oceanco

from $1,100,000 p/w eek

Lady Lara 12 8

91m   Lurssen

from $1,400,000 p/w eek

90m   Corsair Yachts

from $497,000 p/w eek

Phoenix 2 12 7

90m   Lurssen

from $1,000,000 p/w eek

Athena 10 5

90m   Royal Huisman

from $322,000 p/w eek

90m   Oceanco

from $1,299,000 p/w eek

Lauren L 36 20

90m   Cassens-Werft

from $754,000 p/w eek *

Barbara 12 7

89m   Oceanco

Samsara 12 7

Maltese Falcon 12 6

88m   Perini Navi

from $490,000 p/w eek

Project X 12 9

88m   Golden Yachts

Arctic 12 7

88m   Schichau Unterweser

from $482,000 p/w eek

AQuiJo 12 7

86m   Oceanco

from $541,000 p/w eek

Chakra 24 19

86m   Scheepswerf Gebr. van der Werf

from $531,000 p/w eek

Man of Steel 12 7

Aquila 12 8

86m   Derecktor Shipyards

from $945,000 p/w eek

86m   Abeking & Rasmussen

from $924,000 p/w eek

Sunrays 12 9

from $1,233,000 p/w eek

85m   SilverYachts

from $938,000 p/w eek

Wanderlust 12 8

from $960,000 p/w eek

85m   Lurssen

Grand Ocean 12 7

85m   Blohm + Voss

from $703,136 p/w eek

Meridian A 12 9

O'Ptasia 12 10

85m   Golden Yachts

from $980,000 p/w eek

Solandge 12 8

from $1,072,000 p/w eek

Victorious 12 6

85m   Ak Yachts

from $871,000 p/w eek

Le Ponant 32 16

84m   SFCN

from $488,000 p/w eek

Savannah 12 6

84m   Feadship

83m   Golden Yachts

82m   Abeking & Rasmussen

Alfa Nero 12 6

81m   Oceanco

from $728,000 p/w eek *

81m   Feadship

from $992,000 p/w eek

Sea Eagle 10 5

81m   Royal Huisman

from $590,000 p/w eek

80m   Oceanco

from $832,000 p/w eek

Elements 12 12

80m   Yachtley

from $859,000 p/w eek

Excellence 12 7

80m   Abeking & Rasmussen

from $1,150,000 p/w eek

My Dragon 12 7

80m   Columbus Yachts

from $918,000 p/w eek

Tatiana 12 8

80m   Bilgin Yachts

from $831,000 p/w eek

Mimtee 12 11

79m   CRN

from $965,000 p/w eek

SS Delphine 26 12

79m   Great Lakes Ew

from $429,000 p/w eek

Amaryllis 12 6

78m   Abeking & Rasmussen

from $770,000 p/w eek

78m   Golden Yachts

from $811,000 p/w eek

Yersin 12 8

78m   Piriou

from $480,000 p/w eek

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Featured Luxury Yachts for Charter

This is a small selection of the global luxury yacht charter fleet, with 3676 motor yachts, sail yachts, explorer yachts and catamarans to choose from including superyachts and megayachts, the world is your oyster. Why search for your ideal yacht charter vacation anywhere else?

446ft | Lurssen

from $4,368,000 p/week ♦︎

378ft | Lurssen

from $2,831,000 p/week ♦︎

279ft | Golden Yachts

from $980,000 p/week ♦︎

289ft | Golden Yachts

from $1,179,000 p/week ♦︎

274ft | Feadship

from $1,072,000 p/week ♦︎

305ft | Feadship

from $1,501,000 p/week ♦︎

Maltese Falcon

289ft | Perini Navi

from $490,000 p/week

400ft | Lurssen

from $3,000,000 p/week

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History repeats itself as West Palm Beach residents argue over future of downtown waterfront.

Editor's note: This story was originally published in August 2023.

Like so many stories, this summer’s battle over the development of West Palm Beach’s waterfront has strong echoes into the past. 

For now, the city has halted its plans to vastly change the look of its downtown waterfront by canceling a quietly approved $16 million marina expansion to accommodate the growing mega-yacht industry.

The marina expansion would have created a watery parking lot for the owners of Navy-sized pleasure boats at the expense of wiping out an unobstructed view of the waterfront that had long been prized by city residents. Some of those city residents packed a City Commission meeting last month in sufficient numbers to make commission members renounce their waterfront development plans on the spot.

“Everybody knows that the marinas are for a select few,” city resident Mike Schmidt told commissioners at that meeting. “Everybody knows that, if that marina is built, the public will not have full access to it but will have a very, very minimal access to it.”

“The guy with the100-foot boat and the dirty martini, he’s going to be totally digging it. The guy who builds the marina and manages the marina and pockets the fees for mooring there, he’s going to be digging it, too. 

“But the public is not going to be enjoying it,” Schmidt continued. “They haven’t asked for it. They don’t want it. It’s going to interfere with something that’s been cherished for a long time.”

More: Does West Palm Beach's open waterfront need a marina? Ask the public | Editorial

Exactly 20 summers ago, a similar debate was raging over a different redevelopment plan for the city’s downtown waterfront.

For more than 100 years, the West Palm Beach City Library was at the foot of Clematis Street overlooking the Flagler Drive waterfront. The library started out as a small brown-shingled building, a donation from Palm Beach founder Henry Flagler. In the early 1960s, it grew to a multi-story box of a building with big windows on its back side overlooking the waterfront. 

By the end of the 1980s, city leaders started talking about replacing the library, which had become too small for its needs and was developing leaks that needed to be addressed.

Those debates reached a fever pitch during the summer of 2003, with city leaders sharply divided. The addition of a kid-friendly fountain at the foot of Clematis Street was already a popular downtown draw. And to some, the old library created a barrier interrupting what could be a larger, flowing, pedestrian-friendly space that connected the downtown streets to the waterfront.

The Urban Land Institute, a think tank that was advising the city at the time, urged city leaders to beautify its waterfront.

“The downtown currently does not engage the water,” the group advised. 

The Institute likened the library to a cork that stopped foot traffic to flow freely toward what could be a scenic public gathering spot along Flagler Drive. 

The mayor at the time, Lois Frankel, was an advocate for moving the library and the nearby City Hall to the west a few blocks where the hulking, empty, eyesore of a building called the D&D Centre was located.  And that’s what eventually happened.

It turned out to be a wise decision. The large grassy park where the library used to be has beautified and expanded the city’s scenic waterfront, which is frequently mentioned in travel pieces as one of the main charms of the city.

Here’s a snippet of a travel story published in January of this year by Travel + Leisure. It urges visitors to walk beyond the downtown streets to spend an afternoon strolling along Flagler Drive. 

“No matter what time of day you hit this strip, you’ll find locals and visitors jogging, roller blading, and walking their dogs with an unbeatable view of the Intracoastal Waterway, the sailboats that call it home, and the waterfront mansion of Palm Beach across the way.” the story says.

It’s funny how things turned out. In the battle over the library 20 years ago, the people who advocated keeping the library where it was thought they were the ones preserving that “unbeatable view.”

Former Mayor Joel Daves, a vocal proponent for keeping the library near the waterfront, argued that the public building’s footprint there would keep some future commission from selling or leasing that valuable downtown property to some high-rise real-estate developer.

More: Travel site names West Palm Beach's Mandel Public Library among most beautiful libraries in U.S.

Looking back on it now, it’s clear to see that those who worried about future commissions bending to development interests along the downtown waterfront were partly right.

The feared high-rises blocking the horizon at the city’s downtown waterfront did eventually get pitched. But instead of being condos in this case, they were the glossy superstructures of mega-yachts lined up and empty on no-trespassing docks — doing little else but converting natural beauty into a giant parking lot for underused toys. 

In Paul Revere terms, Daves imagined the developers would be coming "by land." But it turned out to be "by sea." And 20 years later.

Frank Cerabino is a columnist at The Palm Beach Post, a part of the USA TODAY Florida Network .

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03 SYZERO - 20 days offshore pacific ocean crossing part 1

August 31, 2015 by sailing ZERO | Language: EN Play Time: 00:12:33 | SAILING YOUTUBERS

SY ZERO sailed across the pacific ocean. starting in Cabo San Lucas, Mexico heading to Hilo, Hawaii. 20 Days offshore and lots of fun..

Part II of our Pacific crossing from Cabo San Lucas, Mexico to Hilo Hawaii. It took us 20 days for the 2667nm. Learn about our thoughts, fears and emotions while we were out there! in the middle of the ocean!

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salty hugs christian + Rebecca syZERO #sailing, @sailingtheworld, #sailboat, #offshoresailing, #youtubechannel, #sailingchannel, #cruisingboat, #goodlife, #freedom

03 SYZERO - 20 days offshore pacific ocean crossing part 1 Locations

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Seeing the Sailing Yacht Zero (and Tall Ships)

Work took me to San Diego last week. It was a great time and a fantastic business conference; However the boating highlight of the week was taking a little walk in San Diego and seeing the sailing yacht Zero. I am an avid YouTube watcher, and I enjoy living vicariously through other people’s adventures in life. Some of my favorite sailing channels on youtube are below:

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I’ve been following Christian and Rebecca on sailing yacht zero for a couple of years now. Zero is a Hudson Force 50, which is a very similar ship to the Formosa 51. Hudsons were built in the shipyard just across town from Formosa in Taiwan and also designed by William Garden. I always enjoy watching how other people have fixed their boats or sailed upon them. They keep me motivated for doing the work that never seems to end as we refit a 40-year-old classic.

I reached out to Captian Christian to see if he was going to be around and grab a beer or coffee and swap some stories but I missed him and my schedule didn’t allow too much flexibility.

Most people have no idea of the stories that are there.

While in San Diego, I also visited the Maritime Museum and the Star of India tall ship. It was an excellent experience, and I did a video tour of the trip. Check it out below.

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Best Sails for Offshore Cruising: Understanding Code Zeros and AWA Reaching Sails

• By Mark Pillsbury
• May 31, 2022

With 25 to 30 sailboats making their North American debut at the United States Sailboat Show in Annapolis, Maryland, each fall, it’s a logical place to look for design trends. Hard chines in the hull, galleys forward in the saloon, and grills and sinks incorporated into the transom are a few recent trends that multiple builders have adopted. But looking at this year’s fleet, what really jumped out at me was the number of boats being designed to fly self-tacking jibs.

By my count, 11 of the 27 new models in the Class of 2022 were rigged with roller-furling, non-overlapping headsails that get sheeted to a car mounted on an athwartships track on the deck, ­forward of the mast. Typically, the sail’s single sheet is then led to a block-located well up the mast, where it disappears into the spar, runs back down to the deck and, eventually, is led back to a winch, often located on the cabin top. 

Add to those boats the majority of the rest of the fleet, which sported headsails measuring less than 110 percent of the foretriangle. Clearly, a revolution has taken place on the pointy end of most modern cruising sailboats. 

Relatively modest-size mainsails and big, powerful genoas have been tossed overboard in favor of more horsepower in the main (often furled in the mast for ease of handling) and smaller, easier-to-control headsails that have dramatically reduced the effort needed to sail upwind. For those who haven’t tried, believe me, cranking in a 107 percent or smaller jib in a stiff breeze is a whole lot easier than grinding in the venerable 135 percent (or larger) genoa commonly found on older designs. And the self-tackers, well, once they and the main are sheeted home, coming about requires only a turn of the wheel.

UK Sailmakers International general manager Adam Loory says that there are obvious benefits for a couple or shorthanded crew: “It’s a smaller sail and it can self-tack, so one person on the helm can turn the boat; the jib moves over to the other side, the main moves over to the other side, and the other person can go on reading a book or whatever they were doing.”

But, he adds, “when you trade for the ease of handling a self-tacking jib, you lose all ability to sail on a reach, because on a tall, high-aspect jib, as soon as you ease the sheet, the top of the sail opens up and luffs, plus you don’t have the overlap to bend the wind around to the mainsail. And that’s the whole reason why all the owners of these modern boats are buying code zeros, because you need that sail to reach with.”

So, you ask: What is a code zero, and what happened to the genoas that once ruled supreme on the foredeck? 

Well, it all started at the very top of the sport, where racing sails evolved thanks to changing measurement rules, and where equipment-makers are continually developing better sail-handling systems for long ocean races.

While most of us might get by quite well all season with a single headsail, say, a 135 or 150 genoa set on a roller furler, racers tend to favor a quiver of sails that can be swapped out as conditions and points of sail change. Depending on the regatta, they might carry a blade jib for tacking upwind, a close-reaching sail, a deep-reaching sail, storm sails, and probably a spinnaker or two for running. Setting and dousing all these sails is work, so hardware manufacturers came up with new gear that can furl the big billowing sails from the bottom up or, better yet, from the top down. These sails need to be set in front of the furled jib so that they are flown off a bowsprit, and thanks to the furlers, they can be left up when not in use.

In competitive sailing, sailmaking involves finding ways to develop new sails to take advantage of the various handicapping and measurement rules, some of which began to penalize the use of large, overlapping genoas. As a result, a hybrid sail, called the code zero, was designed so it would be measured as a spinnaker but still provide the reaching power of a big genoa. With all the code numbers already taken, this big, flat-cut, light-air reaching sail fell in at the low end—hence the name code zero.

At the same time, the trend toward smaller jibs for racing hard on the wind also meant sheets could be led at tighter angles. Since the sails no longer wrapped around outside the shrouds, the rigging could be moved to outboard chainplates, which lessened ­compression loads on the mast. That change allowed spars to be built lighter, reducing weight aloft, where it detracts from performance.  

It’s worth noting that all of this was happening as builders searched for ways to make sailing simpler and easier, to keep sailors sailing longer, and to attract newcomers to the sport. With electric winches and in-mast and in-boom furling, larger mainsails can be readily tamed. And with smaller headsails, loads are reduced on sheets, which must be frequently trimmed.

The downside is that the minute many contemporary sailboats bear off, even a little, the sailing becomes, well, boring. The small jib quickly loses its oomph.

But fret not. In practical terms, the sails and gear developed to help racers have gone mainstream, and are now incorporated in many of the new production boats that might never see a regatta. The racer’s sprit and cruiser’s anchor bow roller have melded, so adding a furled code zero or cruising chute to, say, a Dufour 470 or Jeanneau Yachts 60 requires only a chat with a sailmaker. 

And they, of course, are ready to talk details. Charlie Saville at Quantum Sails in Annapolis says that manufacturers, for the most part, have left the question of additional sails to the buyer. “The OEMs point people to us and say, ‘Talk to your sailmaker because they’ll help you figure out size and material.’” 

Quantum offers three versions of its apparent-wind angle reaching sails: the AWA 40 (light air upwind and close reaching), AWA 60 (close and midrange reaching) and AWA 80 (beam to broad reaching). 

While a racing skipper with a healthy budget might choose to carry all three because each is optimized for a certain point of sail, most cruisers won’t. That’s where a consultation with the sailmaker comes in. They’ll ask where you intend to sail and what sort of crew you’ll have, and then walk you through the choices. 

“If you’re going to have one reaching sail, pick which one you think you’ll be doing the most of, and choose that one,” Saville says.

Loory says that selecting the right reaching sail depends on the boat and how much power is needed for it to sail properly, given the ­conditions. A code zero for a boat sailing in typically light airs on Chesapeake Bay or the west coast of Florida would be very different than one spec’d out for a sailboat bound for the Caribbean or expecting to sail summers on windy San Francisco Bay.

“That’s why it’s really important that the sailor works with the sailmaker to explain how they’ll use the boat, what kind of boat it is, who’s sailing the boat, and where they’re going with it,” he says.

Cruisers sailing older boats might make out just fine ­poling out their 135 or 150 ­percent genoa when sailing dead downwind, but owners of the more-modern designs should also consider carrying a cruising asymmetrical ­spinnaker, either on a furler or with a dousing sock, if they plan to rely mostly on wind power to get from here to there. Again, Loory says, the chute can be designed for anticipated conditions. 

Cost estimates vary ­depending on the boat, the sailor and the material, but expect to pay in the $4,000 to $5,000 range for a code zero built for a 40-footer. Add another $3,000 and change for a furler and anti-torsion cable.

Gennaker is the name that North Sails uses for its reaching sails, says Will Welles, a sailmaker in the company’s Rhode Island loft. North recently introduced a couple of designs, each built with a structured luff so that a smaller anti-torsion cable can be used. The cable runs between the swivel that’s attached to the halyard and the continuous line furler, and the sail furls around it when not in use.

The Helix Furling Gennaker is intended for light air and tighter wind angles, while the Easy Gennaker is a fuller-cut sail optimized for deeper angles.

The Helix is designed for a wind range from about 5 to 16 knots. The lighter the breeze, the higher you can sail, Welles says. As the wind builds, you can put the bow down and sail deeper. How deep and when to furl or snuff the sail depends on the ­comfort level of the crew.

The Easy Gennaker covers essentially the same ­windspeed range but is meant for more broad-reaching conditions. An owner who wants to carry both sails might consider having a swivel and anti-torsion cable for each sail but using the same endless line-furling drum to save a few dollars. 

But, he notes, “most cruisers are cruising, out on the water relaxing and enjoying themselves. They typically don’t have a foredeck team, thus one sail that can cover a large range is preferable. They might choose a Helix Gennaker because it’s just a more versatile sail. You can probably get as low as 135 apparent with that sail by easing the halyard. It’s not going to perform as well as the Easy Gennaker at the broader angles because it’s a much flatter shape and it’s a smaller sail in the midgirth, but it’ll work, and it would certainly be better than trying to sail downwind with a self-tacking jib.”

Mark Pillsbury is a CW editor-at-large.

Furling reaching sails, whether called a code zero or gennaker, can be built with ultraviolet protection, though the covering is lighter in weight than the layer of Sunbrella or other material that might be used on a jib or genoa designed to be stowed for long periods of time on a conventional rigid furler. Because the code zeros are intended to be flown in lighter breezes, to avoid sagging, a lighter cover is used, and it’s glued on rather than stitched. 

All three sailmakers said that the reaching sails can safely be left up for a weekend or typical short cruise but should be taken down and stowed below when the boat is put away, or if it’s going to be at anchor for any length of time.

In the case of boats with a solent or cutter rig, where a non-overlapping jib is set on the inner forestay and a code zero is furled on a traditional rigid furler on the forward stay, a heavier cover can be applied.

Contact a Sailmaker

• Doyle Sailmakers: 978-740-5950, doylesails.com
• Neil Pryde Sails: 203-375-2626, neilprydesails.com
• North Sails: 401-683-7997, northsails.com
• Quantum Sails: 231-941-1222, quantumsails.com
• UK Sailmakers: 914-600-8800, uksailmakers.com  
• Ullman Sails: 27-21-007-3826, ullmansails.com
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By Jack Hogan 05 May 2023

Project Zero

A close-up look at vitters’ 69m ketch and the foundation behind it, with marnix hoekstra, co-creative director at vripack….

The concept of a zero-fossil-fuel superyacht has seemed a bridge too far for much of the industry despite the imperative placed on it by encroaching regulatory frameworks. There are many different roads to reach this target. The zero-emissions arms race may have been slow out of the blocks, with more than a few false starts, but one project may be half a boat length ahead.

Many of the leading motoryacht manufacturers have intriguing projects in the pipeline. This side of the industry has the advantage of looking to developments in the commercial sector for inspiration, with methanol, cryogenic hydrogen and ammonia just some of the solutions in various stages of development across the leading commercial suppliers and shipyards.

The majority of ‘sustainability solutions’ are less ambitious than zero-fossil fuels. Despite the unambiguous nature of emissions targets, impeding regulations and dire environmental warnings, many developments and concepts require more than a little mental gymnastics to reframe as being green.

Traditional motoryachts adhering to design conventions are destined to be integrators of incremental solutions offering limited gains, adapting through the piecemeal adoption of disparate technologies. A battery bank here, a methanol conversion kit there, each giving partial solutions that, collectively, are often less than the sum of their parts.

Foundation Zero is ‘on a mission to make sustainable marine travel and hospitality solutions a reality’. Created by a group of impact investors and a team of leading physicists, computer and data scientists, battery specialists and cutting-edge naval architects, with the objective to build the world’s first fossil-fuel-free superyacht.

Project Zero is the centrepiece of the Foundation Zero mission, developed by a group of investors in collaboration with Vripack Design Dykstra Naval Architects , Vitters Shipyard and a wide array of technicians. Intriguingly, Foundation Zero is also open source, with all of the technology available in the public domain. The secrecy surrounding projects with what is in reality a low product variance is maddening at times, to have something this potentially paradigm shifting open to all may be the most ground-breaking innovation.

“It sounds simple, but the biggest eye-opener has been that from day one we’ve said that there isn’t going to be a combustion engine on board. We’re not going to have fuel tanks, engine room or generators, they’re just not there. It’s strange but liberating.”

“There are a lot of projects today that claim to be electrical, and they get published by the yachting media. However, when you [dig] a little deeper there is always a 350kW generator or something in the back disguised as a range extender, or words to that effect. It’s just a combustion engine that burns fuel and then stores the power in it at the end of the day.”

Project Zero is going all in. Along with the technical challenges presented by this build is trying to holistically approach the interplay between design and operation. Hoekstra explains that Dykstra Naval Architects, for example, has invested heavily in weather route predictions and algorithmic modelling to analyse 30 years’ worth of weather data. With near total reliance on wind propulsion, Project Zero is going to be at the mercy of the elements.

“That is arguably the most interesting aspect of this project [the outside of the industry influence],” adds Hoekstra. “To give another example, we have physicists who, relatively speaking, may not know much about yacht design. However, with the extensive data that we can provide, they can use computer modelling to examine the thermodynamic properties in incredible detail.”

Diesel is a really beautiful energy carrier, as Hoekstra frames it. It is, in many ways, the metronome by which the industry keeps its rhythm. Reliable, cheap and dirty, its availability and characteristics have shaped the design conventions and rhythms of the superyacht industry for generations.

Without it, or another similarly reliable energy carrier, Project Zero can’t be over-engineered to handle everything with redundancies in the same way as a traditional superyacht. Hoekstra explains that Vitters Shipyard has played a pivotal role in the early testing of ideas and concepts, with spaces such as the roof of the shipyard used to test prototypes.

The equally challenging aspect of the build, according to Bas Peute of Vitter Shipyard, is the myriad of small energy savings that are needed to bring Project Zero ’s energy demands down. “A conventional sailing yacht this size would have an average energy consumption of 60kW. The target that is set for Project Zero is in the 25kW region,” says Peute.

“This can only be achieved when no stone is left unturned. For example, we are looking into the hull paint and its reflection so see what effect the paint reflection has on the heating of the interior, which then in turn needs to be cooled by the air conditioning.”

“Another area where we have put focus is the solar panels. Apart from electrical energy produced, these panels also generate heat, heat which could then be used elsewhere in the yacht.”

Sailing conventions are honed from thousands of years of testing. Form follows function in ways that can’t always be totally reimagined. The aesthetics of a design still play a significant role. As such, Project Zero will be a ketch with a relatively conventional rigging configuration.

The maximum height allowed for a vessel transiting the Panama Canal is 57.91 metres above the waterline. This is the clearance available at the Bridge of the Americas, which is the lowest point of the canal’s main navigation channel. This Panamax designation is also the limiting factor for Project Zero . While a taller rig may provide more power, the faster and safer transit through Central America makes more sense than a trip around Cape Horn for what is essentially a prototype.

The key to the system is the ability to generate and store energy. Pioneering builds such as Black Pearl from Oceanco have paved the way; it’s now up to Project Zero to take the plunge.

The analogy that Hoekstra uses for hydrogeneration is that of an electric car and its kinetic breaking generation. The electric motor can be used as a generator. As the throttle is released and the electric car is going downhill, it converts the car’s kinetic energy into electrical energy that is fed back into the battery, slowing the car down also.

The same principle is applied to the hydro-generation system on Project Zero . The calculations, as they stand, imply that it will lose around 1.5 knots of boat speed under optimal sailing conditions to generate the requisite energy storage. Much like the loss in speed when a car is coasting downhill, this energy feeds back into the system.

The amount of wasted energy on board the majority of the fleet has come into focus in recent years. The detailed analysis of on-board systems and operational profiles has revealed the extent of this wasted potential and the overcapacity of stored energy and production capacity on board to compensate for this loss.

A common misconception about sailing yachts is that while under sail they are blissfully slicing through the waves in silence. While this may be true of small traditional yachts, something the size of Project Zero requires a lot of energy, especially while sailing.

The heating and lights may keep everyone comfortable, but it’s the operation of the machinery that keeps it functioning. A one-ton anchor at the end of 120 metres of chain, for example, is very hard to lift up from the sea bed. Hoisting a main and mizzen sail simultaneously to Panamax height, while keeping the yacht steady upwind and running the various winches, draws significant power.

Below deck, the engines and generators are running at high capacity which means Project Zero will need a lot of battery power. To meet this, Project Zero ’s belly will be filled with an enormous battery bank that produces five-megawatt hours of power, fed through an electric-motor-driven system.

This amount of weight down low below the waterline has added benefits for a sailing yacht. A sailing yacht’s stability is determined by a complex interplay of factors, including the weight and shape of the keel, the yacht’s hull design, sail plan and rigging. However, by placing this much weight low down, the distance between the centre of gravity and the centre of buoyancy is increased, which in turn increases the righting moment.

Having an effective Class society that is open to new ideas is fundamental to the development of such a project. For Project Zero , Lloyd’s Register has taken up the challenge, and Hoekstra says LR has been involved from day one.

“LR was great. Before we even knew what was possible we had them at the table and we said, ‘OK guys, let’s start the conversation. Tell us what we can and cannot do’, and from there we tried to push the leading edge of what is possible. Ambition is one thing but we have to send a safe boat to sea when completed.” 

Removing the centrally located engine room and engine control room (ECR), along with a completely re-thought-out tank deck and engineering space, opens up areas for a designer to create a layout that few have dared to dream of. But there are some things that are where they are for a reason.

Hoekstra explains, “Early on, there were some truly wild ideas regarding layout but comfort and convenience dictate certain conventions. Having the master cabin further aft is one such thing. It’s the most comfortable and quiet part of the boat, especially while sailing, so that is where we settled. This boat is going to do a lot of sailing, so we kept that front of mind.”

Hypothetically, limitless sailing and power generation are great, but realistic expectations are more complex. “Our aim is to achieve 14 days completely off the grid,” says Hoekstra. “By our calculations, if can sail for two hours a day, we could be theoretically free of the grid 365 days a year.”

The 1.5-megawatt generation capacity is roughly equivalent to a wind turbine with a 70-metre diameter. Immensely promising, it’s still worth reflecting on the reality of Project Zero’s likely operational profile and associated emissions load.

While the proposed cruising patterns of Project Zero are unspecified, it will undoubtedly have reliance on shore power and, subsequently, the national grid of the country in which it resides. This may be splitting hairs but it will remain, at least partly, reliant on fossil fuel and non-renewable energy.

The Mediterranean, for example, is a diverse region in terms of its energy mix, and the share of renewable energy in its power grids varies across countries. According to data from the International Renewable Energy Agency (IRENA), the share of renewable energy in the power mix of Mediterranean countries ranged from less than 10 per cent to more than 40 per cent.

Countries such as Spain, Italy and Greece have made significant progress in developing their renewable energy resources and increasing the share of renewables in their power grids. For example, Spain had a 41 per cent share of renewable energy in its power mix in 2019, Italy had a 19.3 per cent share and Greece had a 15.4 per cent share. However, there is still significant room for improvement to meet the EU’s goal of achieving a 32 per cent share of renewable energy in gross final energy consumption by 2030.

Operating outside of these constraints will undoubtedly remain the lionised goal of this ambitious project. However, yachts, no matter how advanced, spend a lot of time in marinas and shipyards. Project Zero will probably not be free of this constraint.

However, from a consumption and emissions point of view, this project is at the forefront. Removing all the fossil fuels is just the start of a decades-long journey to truly emissions-free operations in the superyacht industry.

If this collection of innovators can pull this one off, the marker may be laid down for many more to follow. The custom sailing-yacht market has lagged behind a huge growth in scale and volume from the motoryacht manufacturers. If Project Zero can become a test case for zero-fossil-fuel operations, it may be the stimulus the sector needs to realise its obvious advantage in the race to zero-emission yacht operations.

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August 30, 2023

Fossil free yacht makes first splash.

Over three years ago, the basis for a unique concept was laid by Foundation⁰ – the build of a completely fossil free sailing yacht. Project Zero, as the initiative is known, seeks to unlock new zero-emission energy sources, rethinking fundamental issues regarding energy harvesting, savings, storage and energy management on the path to develop a new standard for marine travelling. Commissioned by Foundation Zero, a team of renowned industry experts has assembled to bring this project to life, including Dykstra Naval Architects, Vripack Yacht Design and Vitters Shipyard.

Today, we are proud to announce that after 11 months of construction, project 3094, has made her first and preliminary splash. Vitters Shipyard has subcontracted the hull to ‘Jacht- en Scheepswerf Gouwerok’ in Aalsmeer, The Netherlands. In the upcoming days the hull will be transported to the outfitting facilities of Vitters Shipyard. For this classic sketch Dykstra Naval Architects is responsible for the naval architecture where Vripack took on the challenge for the exterior and interior styling.

Soon entering the next phase for Vitters Shipyard when Project Zero will reach the, so called, hotwork free milestone (finishing of the welding work) after which the outfitting of this groundbreaking yacht will continue.

Throughout the project numerous important milestones will pass on all levels of the development, which will be captured and shared with the general public. In line with Foundation⁰’s mission, all data will be made available through open source, to those who are interested and for all to benefit from. Ultimately contributing to positive impact by changing the maritime industry.

It starts with imagining what is possible.

https://www.foundationzero.org/

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Top Eight Misconceptions About Code Zero Sails

What exactly is a code zero? Code zeros are only used on racing boats, right? Aren't they pretty expensive and difficult to get up and down? If you've pondered any of these questions, you are not alone. There are many misconceptions about these downwind reaching sails, so it's time to get familiar and comfortable with them – code zeros might just be the perfect addition to your downwind sail inventory. Read on as we clear up some of the most common myths and misunderstandings about code zeros.

The code zero has only been around for about 25 years. It was born in the Volvo Ocean Race, back when it was still called the Whitbread-Around-the-World Race. They are often referred to as a gennaker or a code sail. Code zeros have characteristics of an upwind sail but are classified as a downwind sail. Some are built of nylon, while others use heavier, stronger composite materials. There are a lot of things we think we know about a code zero, many of which aren’t true, or, at least, not always true.

We sat down with Quantum’s VP of Product Integration and sail designer Doug Stewart to educate us on the code zero.

1. Code zero is another name for a gennaker. Not necessarily. The term gennaker can cover a code zero, screecher, or reaching spinnaker. Gennaker is just a general term for a potential downwind sail, a cross between a Genoa and an asymmetrical spinnaker. It’s a marketing term.

2. A screecher and a code zero are the same thing. Nope. A screecher is specifically a multihull term for a very large, very flat sail for going upwind or just cracked off. Catamarans and trimarans have notoriously small jibs, making them grossly underpowered in light breeze. A screecher is larger, higher clewed, and fuller than a genoa but flatter than a typical code zero.

3. A code zero is strictly a racing sail. Cruisers of all ilks have taken to the sail for its range and ease of use. True downwind spinnakers can be unruly and intimidating for a shorthanded or novice crew, but the range and furling ability of the code zero make it a fantastic sail for a weekend outing. We find that once introduced to the code zero, cruisers will use this sail more than any other on the boat. Quantum has even created a whole new line of reaching and running downwind sails geared towards cruisers to help make the decision clear and simple when considering adding a specialty sail to your inventory.

4. All code zeros are created equal. A code zero is a code zero is a code zero, right? Not so. While the code zero for racing monohulls is often restricted by rule to a mid-girth of at least 75 percent of the foot length and a leech that is no more than 95 percent of luff length, code zeros for cruising boats and multihulls can be significantly larger and have a lot more variety in their design, from very deep to very flat. There are no rules or restrictions for cruisers! Quantum’s racing code zeros and some cruising code zeros are made with specially developed composites for higher load applications (bigger boats and more close-winded capable sails), while sails for smaller boats and broader angles can be made with heavy nylon.

The most important question to ask yourself as a boat owner is “What do I want to do with this sail?” Are you a racer or a cruiser? Do you want to use it to sail in very light air to sail relatively close to the wind, or will you use it on a broader reach? The answers to those questions will help your sailmaker determine the design of the sail that’s right for you. We’ve renamed our reaching code sails based on the potential apparent wind angle and optimum wind range of each sail, making it even easier to pinpoint the best one for you. Take a look at the AWA 40, AWA 60, and AWA 80 downwind reaching sails.

5. A code zero is strictly a downwind sail. A code zero is often classified as a spinnaker in terms of racing, hence the restriction on the length of the mid-girth, but it’s not a true downwind sail. If you’re going downwind, you’ll use either a symmetrical or asymmetrical spinnaker. While it does depend on the wind speed, especially for boats without a 155-percent genoa, there’s a lot of range between the jib and the first true spinnaker. As soon as you crack off even 5 degrees from the range of the jib, you could be into code zero territory. The whole range of sizing between a Genoa and a 75-percent girth code zero is just opening up as racing rules are now beginning to address and rate this range in the middle.

In light air up to eight knots, a code zero designed with a longer leech and lower clew can be sheeted inboard and used at a higher angle. A higher clew with the sail sheeted to the back of the boat is a reaching code zero and can be used in slightly higher breeze. In an ideal world, we’d sell every boat two code zeros−one for upwind and one for reaching, but we know most boats can only carry one. Whether you’re a racer or a cruiser, it comes back to that question from the sailmaker: What do you want to do with this sail?

6. A code zero is a beast to get down. Okay, so the early code zeros did require an experienced crew to get them back onto the deck safely and cleanly. But today, the majority of code zeros are designed on a furler, making it possible for even a novice crew to go from the jib to the code zero in a matter of seconds. If you are concerned about the slight weight increase of a no-torsion cable, there are even cableless code zero options now!

7. A code zero is really expensive. Early top-down furling systems required a custom-made torsional rope. Really good systems with a quality torsional rope were sometimes as expensive as the sail. However, with more and more manufacturers offering top-down furling systems and torsional rope now available pre-made on a drum (at least for mid-sized boats), the overall cost of the sail and the system has come down significantly.

8. A code zero can do anything. I just said that the code zero is appropriate over a huge range, especially in light wind conditions, and being situated on a top-down furler makes it hugely convenient, even for novice sailors. However, a code zero cannot in fact “do anything.” We see code zeros fail most often when they’re pushed too high in high breeze; this is a particular problem on multihulls because the boats are so stable. A code zero also can’t live indefinitely tacked to the bow of your boat. While cruising code zeros have a thin strip of UV protective material, if left indefinitely in the sun they are sure to shrivel up into a brittle, moldy end.

To maximize a code zero when racing, it’s important to know your crossovers. Be diligent about going out and recording wind speed and wind angle as you switch between your jib, code zero, and spinnaker, and then stick to those numbers.

So there you have it. A code zero will take you through more wind angles than any other headsail on your boat. Add a modern top-down furler and it’s easier to get up and down than a spinnaker. Racing in light, shifty conditions, it might just be the sail that helps you eke out precious tenths, which turn into minutes or even hours on a long distance race. And code zeros are a whole lot less expensive than they used to be. So the final question: What are you waiting for?

Code Zero: Choose Your Angle

Quantum Cruising Downwind Sails

Quantum Cruising Code 0: For All The Angles In Between

The Discussion

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7 Eco-Conscious Yachts That Are Changing the Future of Boating, From Zero-Carbon Catamarans to Hybrids

Pure-electric trawlers and hydrogen-powered sailing vessels sound like sci fi, but they'll be on the water soon..

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Yachting and sustainability may sound like a paradox, but we’re steadily seeing the marine world embrace eco-change. For the yachting world, there are an increasing number of ways to boat with a lower carbon imprint. From electric-diesel hybrids to zero-carbon catamarans powered by alternative fuel sources, here is a closer look at the newest eco-conscious yachts on the water—as well as several concepts that will be on the market in the next year, and a sailing vessel that helped start the emissions-reduction trend among superyachts.

Azimut Seadeck

Having the world’s largest yacht builder embrace sustainability promises to exert pressure on hundreds of smaller builders around the world. When the three-model Azimut Seadeck  series is launched, the combination of complementary emissions-reducing technologies promises to be a major milestone for yachting.

“This is the most efficient yacht ever designed by Azimut,” said Federico Lantero, head of Product Design at Azimut/Benetti, at an event announcing the series. “We’ve identified the most recent technologies over the years, so we sat together said let’s raise the bar once again. Let’s push these technologies to the limits. It’s been like assembling a big puzzle.”

The Italian shipyard promises above-average efficiency at a wide range of speeds: The official estimates predict an emission reduction of 40 percent, thanks to Seadeck’s diesel-electric hybrid systems, lightweight carbon-fiber superstructure, solar panels, and other energy-absorption solutions.

Monaco-based designer Alberto Mancini, who penned the exterior, teamed up with other Italian designers Matteo Thun and Antonio Rodriguez, who completed the sleek interior design. Thun and Rodriquez infused the interior with the newest sustainable materials, including cork, which they describe as the “best alternative to teak.”

The concept of Seadeck’s large open aft section—dubbed “Fun Island,” follows the success of the extended deck of sister builder’s Benetti Oasis. That design was a game-changer in its wellness-outdoor living approach. Azimut will release the Seadeck models in the next 20 months, starting with the Seadeck 6 in early 2024.

Alva Yachts Ocean Eco 90 H2

In the past couple of years, German catamaran and sailboat builder Alva Yachts has turned heads with its innovative solar catamarans.  But now it’s pushing boundaries farther with the announcement of what it’s calling “the first zero-emissions superyacht catamaran to run without fossil fuels.”

The Ocean Eco 90 H2 is a special 90-foot version of the Ocean Eco 90 series, the shipyard’s flagship model. It comes in two versions: full electric and hybrid diesel-electric. The new model is the company’s first venture into hydrogen. Dubbed a “fuel-less superyacht catamaran with wings,” the H2 was requested by an existing Alva owner. It is powered only by sustainable sources, including the sun, wind, electric energy, and hydrogen fuel cells. The company’s signature solar cells generate up to 40kWp of power while twin performance electric motors give power, with the aid of the Ayro Oceanwings wind-propulsion system.

Oceanco ‘Black Pearl’

The world’s biggest sailing superyacht— Black Pearl —is also the most sustainable boat on water. Energy is saved at every turn on board the 350-foot yacht, from the HVAC system to three carbon-fiber masts, striking black DynaRig sails and aluminum superstructure that combine to make the Oceanco yacht lightweight and efficient. Controllable pitch propellers feed power back into the yacht via a pair of shaft generators providing enough power to support the yacht’s hotel load. Equipped with battery banks and a waste-heat recovery system, the gigayacht is capable of sailing across the Atlantic using only renewable energy.

Sunreef 80 Eco Marie-Joseph

Formula One champion Fernando Alonso so enjoyed his Greek charter aboard the Sunreef 80 Eco Marie-Joseph last summer that he now has a Sunreef 60 Eco in build. Equipped with electric engines, Marie-Joseph is fitted with nearly 1,800 square feet of solar panels integrated into the yacht’s composite structures, including the mast, boom, superstructure and hull sides. It’s enough to generate up to 45.5kWh, which leaves the deck areas free for guest enjoyment. In addition to the yacht’s “solar skin,” the vessel also has a hydro-generation system, which recovers energy from the propellers as well as high-efficiency batteries.

Steeler 61S Electric

Designed by Vripack and built by Steeler, the 61-foot Steeler 61S Electric is a full custom electric trawler built for a liveaboard owner. Sustainable materials, such as steel, wood, leather and Flexiteek decking, give a nod to the owner’s determination to have a lighter carbon footprint—though the biggest sustainability breakthrough lies with the boat’s propulsion and slow-boating efficiency. Though equipped to run a 75kW diesel generator, the Steeler 61S Electric is also equipped with a 90kW electric motor and can run on shore power. In true Dutch style, solar panels and windmills mounted on the roof help feed the 184kWh battery pack.

Newcastle Marine ‘Safira’

When it comes to sustainability, every little bit helps. Powered by azipod drives, which provide 20 percent more efficiency than conventional shafts, the 129-foot Safira can also run on 15-percent biodiesel. The boat is fitted with LED lighting and good insulation, which allows for smaller generators and reduced fuel consumption. Environmental considerations extend to the choice of materials as well, with reclaimed oak, remnant stone and Esthec—a synthetic replacement for teak—being used for both cabinetry and exterior decks.

Rossinavi ‘No Stress’

Italian designer Enrico Gobbi’s latest project comes in the form of Rossinavi’s first hybrid yacht. Delivered earlier this month, the 169-foot, full-aluminum sports yacht, No Stress , is powered by two MTU 16V diesel engines and two electric motors. In electric mode, the dual power system is managed by an artificial intelligence (AI) system that monitors fuel consumption. No Stress forms part of the Italian shipyard’s aim to develop boats with BluE technology. In addition to more environmentally-friendly cruising, the inclusion of AI means the owners “can enjoy the electric experience on board to the fullest,” said Rossinavi’s COO Federico Rossi, in a statement.

The Italian yard recently launched another hybrid-electric “BluE” concept called Infinity , a sailing yacht with an exterior by Fulvio de Simoni. The 138-footer has solar panels that can be stored so that yacht can navigate in full-electric mode for 90 percent of an average day. De Simoni also penned Rossinavi’s Sea Cat hybrid cat, which is currently under construction.

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Home > Resources > Types of Downwind Sails: Understanding Code Zeros, Spinnakers, Genoas, and More

Types of Downwind Sails: Understanding Code Zeros, Spinnakers, Genoas, and More

05 July 2023

Ask Precision Sails , Design , Downwind , Featuring - Partners , Headsail , Spinnakers , Technical

When it comes to sailing, having the right set of sails is essential for a smooth and enjoyable experience on the water. For cruisers, in particular, finding the right sails can sometimes be a challenge, as the sail-making world has traditionally focused more on racing sails. However, there are sailmakers like Precision Sails that have recognized the need for high-quality sails tailored specifically to the needs of cruisers.

In a recent discussion between Sailing Dauntless , a sailing YouTube channel you may know, and the experienced experts here at Precision Sails, the topic of downwind sails came up. In this article, we will explore the different types of downwind sails commonly used by cruisers, such as code zeros and genoas, and delve into the factors to consider when building a sail inventory. So, let’s dive in!

Read along or watch the video of our interview with Dauntless .

Understanding the Terminology

When it comes to sail terminology, it can be quite overwhelming, especially for those new to sailing. Different regions and countries may have varying names for similar types of sails, adding to the confusion. However, rather than getting caught up in the jargon, it’s important to focus on understanding the purpose and functionality of the sails.

In the world of jibs and genoas, the terms can differ depending on the location and the type of boat. For instance, in some regions, a genoa refers to a larger light-wind sail, while a jib is a smaller sail designed for heavier winds. However, it’s crucial to remember that these names may not be consistent globally or even between different types of boats.

Defining Head Sail Size with Percentages

Headsail sizes are often denoted in percentages. For example, you may come across references to 115%, 135%, or 150% sails. But what do these percentages actually mean?

The percentages represent the LP (Left Perpendicular) measurement in comparison to the J measurement of the boat, which is a method to calculate the area of a triangle. The Luff Perpendicular (LP) is the distance from the clue (the trailing corner of the sail) to the leading edge of the sail at the perpendicular point. This measurement allows sail designers to determine the size of the sail.

To visualize this, imagine a triangle formed by the height of the mast (known as the “I” measurement) and the J measurement, which is the distance from the base of the mast to the base of the forestay. By calculating the area of this triangle, designers can determine the size of the sail. The LP measurement divided by the J measurement gives a rough estimate of the sail’s size.

Tailoring the Sail Inventory

For cruisers, building a sail inventory involves considering factors such as available space, budget constraints, and intended sailing destinations. Not everyone needs a vast array of sails like hardcore racers who may have multiple sails onboard and a crew to handle them.

When it comes to head sails, such as jibs and genoas, it’s essential to define the sail’s purpose based on your specific needs. For instance, genoas are typically larger light-wind sails, while jibs are smaller. Precision Sails often categorizes genoas as sails starting around 120-130% LP and going up to 150%, providing better performance in light winds. On the other hand, jibs are smaller and more suitable for heavy weather conditions and are typically 80% – 120% LP.

Collaborating with Sail Designers

One of the advantages of working with sail designers, such as Precision Sails, is the opportunity for customization and optimization of sails based on your specific needs. Collaborating with sail designers allows you to tailor your sail inventory to match your sailing style, the conditions you typically encounter, and the destinations you plan to visit.

Sail designers have the expertise to help you choose the right type of downwind sails for your cruising needs. They can guide you through the process of selecting sails such as code zeros, spinnakers, genoas, and other downwind options that will enhance your sailing performance and enjoyment.

If you’ve read this far, and need sails, how about you request a quote ? Once you’re done with that, let’s take a closer look at some of the common types of downwind sails:

Common Downwind Sails

Here’s our breakdown of some of the key differences between different downwind sails.

A code zero is a versatile downwind sail that is ideal for light to moderate wind conditions. It is typically used when sailing at angles between a true downwind course and a close reach. Code zeros are known for their ability to generate power and provide good speed in light winds. They have a high aspect ratio and a flat shape, which allows them to maintain their shape and performance even when the wind is light.

Code zeros are typically designed to be flown from a bowsprit or a specialized furler, and they are often made from lightweight materials to maximize their efficiency in light wind conditions. These sails are easy to handle and can be furled or unfurled quickly, making them a popular choice for cruising sailors.

Genoas are another type of downwind sail commonly used by cruisers. They are larger headsails that are designed to provide good performance in light to moderate wind conditions. Genoas are usually categorized based on their LP percentage, with sizes ranging from around 120% to 150% LP.

The larger size of genoas allows them to capture more wind and generate power when sailing downwind or on a broad reach. They are effective in light winds and are often used when sailing in trade wind regions or during long downwind passages. Genoas can be made from a variety of materials, including dacron, laminate, or other high-performance fabrics.

Cruising Spinnakers

Most cruising sailors choose asymmetrical spinnakers or simply “asyms” . They are designed to be easy to handle and versatile in a wide range of wind conditions and angles and can be flown without the need for a spinnaker pole. Cruising spinnakers are typically made with lightweight nylon fabrics and have a unique shape that allows them to be used as light wind-reaching sails and can also provide good downwind performance.

These sails are versatile and can be used on various points of sail, including reaching and running. Cruising spinnakers are particularly effective in light to moderate wind conditions and can add excitement to your sailing experience. They are available in different sizes and designs, allowing you to choose the one that suits your boat and sailing preferences.

Other Downwind Options

In addition to code zeros, genoas, and cruising spinnakers, there are other downwind/ light wind sails that cruisers may consider adding to their sail inventory. These include reachers, gennakers, and traditional symmetrical spinnakers.

Reachers are designed for broad and beam-reaching courses and provide good performance in moderate wind conditions. They are typically easier to handle than symmetrical spinnakers and can be flown from a bowsprit or a specialized furler.

Gennakers are a hybrid between genoas and spinnakers. They can be designed to be flown with a furler, spinnaker sock, or a turtle bag and offer versatility in a wide range of wind angles and conditions. Gennakers are often used for cruising and can provide good performance on reaching and downwind courses.

Symmetrical Spinnakers

Symmetrical Spinnakers are traditional downwind sails that require a spinnaker pole to be set (on monohulls). They can be designed to be effective in stronger winds and are commonly used for downwind racing or when sailing in breezier conditions. Symmetrical spinnakers offer excellent downwind performance and can be flown on a broad reach or a run.

It’s important to note that handling a symmetrical spinnaker can be more challenging compared to other downwind sails. Setting and dousing the spinnaker requires coordination between the helmsperson, trimmer, and crew members. Additionally, gybing the sail while maintaining control can be more demanding. Therefore, symmetrical spinnakers are more commonly used by experienced sailors or when racing with a dedicated crew.

When considering downwind options, it’s essential to assess your sailing goals, experience level, and the prevailing wind conditions in your sailing area. Sail designers can assist you in determining the most suitable downwind sails based on these factors, ensuring you have a well-rounded and optimized sail inventory.

Collaborating with sail designers like Precision Sails allows you to benefit from their expertise, as they can provide personalized recommendations, assist with sail customization, and ensure the sails are tailored to your boat’s specifications. We are here to help – you can book a consultation here.

Remember, choosing the right downwind sails can significantly enhance your sailing experience, making it more enjoyable, efficient, and safe.

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Thanks for telling us a bit about yourself and your boat. Our team will send you a preliminary quote based on information we have gathered from sailors similar to you.

We will give you a call in order to narrow down the options on your quote and improve the accuracy. If you want us to call you at a specific time, feel free to schedule a time on our calendar!

Thanks for telling us a bit about yourself and your boat. Our team will reach out to offer some suggestions and get started on finding you the perfect sail!

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Zero bolts, zero risk.

It is named the ZERO keel system “because it has zero bolts and zero risk of falling off the hull. The integral lead ballast that sits inside the Zero Keel bulb generates a very low centre of gravity and has a very positive effect on improving the righting moment as well, so the AVS (Angle of Vanishing Stability; the point at which the yacht rolls back up after a knockdown), is an incredible 130deg, which is much higher than all other cruising yachts in production today of comparable size. This means that not only will a Kraken come back up the right way from a knockdown, but they can carry between 20-25% more sail area too, so you’ll sail more and motor less, which is better for the crew sailing her and the planet as well.

The lead ballast bulb is situated inside the base of a long and robust GRP fin keel that is moulded as an integral part of the hull. The leading edge and the bottom of the keel moulding are further strengthened with an extensive external multiaxial laminate incorporating Kevlar™ reinforcement.

This also gives maximum protection against impact while the length and shape of the keel ensure good directional stability and low drag.

Kraken chairman and experienced blue water sailor Dick Beaumont explains…

“Our ZERO keel design answers the prayers of every blue water sailor. If you’ve ever got a cold shiver down your spine wondering what would happen if your keel fell off hundreds of miles from the coast, you can rest in your bunk secure in the knowledge that with a Kraken Yacht that can never happen.”

On the design front Filip Sochaj, Krakens Head of Design explains.

Dick’s brief to Kevin Dibley, Kraken’s Designer was to develop a completely new concept in yacht design which married together all the safety benefits of an integral hull and keel with the hydrodynamic sailing performance of bulb shaped keel.

So now we had it all, a yacht with a keel that can never come off and yet sails like a dream.

Kevin enhanced his keel design to ensure optimum motion and comfort at sea by spreading the ballast weight over a much longer keel length than is normally found in modern yacht designs and after Pete Lawson of Hauraki Design, completed the structural engineering the Zero Keel was born. In summary Kraken Yachts believes that “No blue water yacht should be built without safety being its very first consideration. The Kraken hull and keel are one piece. It is impossible for them to be separated. It is perhaps the ultimate example of Kraken Yachts’ belt and braces attitude towards the requirements for safe blue water sailing.”

You can also take a look at what makes the Kraken 50 a superb luxury sailing yacht and how the ZERO keel supports this.

The Zero Keel

The how & the why.

The Zero Keel is part of the hull and it can never come off. There are no bolts used anywhere in the construction of the keel or hull. This is why we named it the Zero Keel because there are zero bolts holding it on. This makes the hull and keel an integral unit. If you want to cruise around the world with the peace of mind that you will never lose your keel, then choosing a yacht with an integral keel should be your starting point. There’s nothing new about an integral keel, quite the reverse, not that long ago most quality yachts were built like this and had been for decades. Then builders started cutting costs; simply bolting a big piece of steel on, instead of moulding a keel and hull together. It is a big cost saving, but in our view its not compatible with blue water cruising.

Whilst a standard integral keel is always preferable to a bolt-on job      

they have significant drawbacks which the Zero Keel overcomes.

With a Zero Keel, the ballast weight is centred in one area at the very bottom of the keel where it will have the best effect on the righting moment of the yacht under sail. This achieves several things compared to a standard integral keel. See fig 1

• The centre of gravity is much lower so the yacht is stiffer and can carry a bigger sail area.
• It can achieve the necessary righting moment whilst having a significantly shallower draft.
• The bulb shape improves hydrodynamics. When wind pressure on the sails and topsides tries to force the yacht sideways – causing leeway – the bulb shape inhibits the bypass of water. With a Zero Keel the yacht makes less leeway and, instead, improved headway. See fig 2

A Zero Keel is much longer fore and aft (cord length), compared to regular keels. The reason modern keels have a short cord length is so the yacht will turn around a race buoy swiftly. This means the yacht is more twitchy and requires much more helming than that required with the long cord length Zero Keel. What you want on ocean passages is directional stability, and with the Zero Keel, the helmsman and the autopilot need to work less, as the yacht holds its course much more steadily. Nonetheless, all Kraken’s are very manoeuvrable, both forward and astern, and in any case, most owners specify a bow thruster.

The lead ballast in the Zero Keel’s bulb is also much longer and the weight is evenly spread along the length of the keel. This means there is a much reduced tendency to see-saw or pivot around the small axis created by a short cord length keel, as the yacht encounters waves, so the nauseating fore and aft pitching motion is largely eliminated.

The Zero Keel is tapered into the stem of the forward hull, so the hull and keel cut through the waves rather than slam into them. See fig 4.

Fig 5 depicts the massive forces exerted on a bolt-on keel when the yacht is grounded when underway. The damaged caused by the stresses induced in the join between the keel and the hull on grounding, can be catastrophic of course, but perhaps worse, the damage may not be so obvious with the keel only cracking away 1 or 2 mm. What happens then is the keel bolts start to flex. This will induce metal fatigue and they become brittle, loosing all their strength. If this happens the keel can literally drop off at any time.

If a grounding happens in the developed world you can haul out and check for damage within a few hours, in the wilder waters of uninhabited shores you cannot.

Nearing Zero Risk: Kraken Yachts

“Kraken Yachts is around for several years now with a really compelling concept: No less and nor more than the best and safest blue water oceangoing sailing yachts is offered, as they say. Competing against the big brand´s names like Oyster and such, Kraken Yachts have made themselves quite a reputation for making not only beautiful and highly customizable boats for the real big trip, but also to manufacture yachts that stay true to a classic long haul-sailing idea, 100 per cent, no compromise.”

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In The Yard

Take an exclusive look behind the scenes at what goes into the building of a Kraken yacht, not just the finished article. 

Crafted For You

Kraken owners group.

Experience all the extra benefits of Kraken ownership with our online owners’ portal including access to our crew finder.

Kraken Yachts

Kraken design, the zero keel™.

The Zero Keel is part of the hull and it can never come off. There are no bolts used anywhere in the construction of the keel or hull.

Build Structure

All Kraken yachts are built with a substantial interior structure to ensure keel delamination and failure cannot occur.

The Alpha Rudder™

This comprises four unique features which hugely improve the crews ability to continue steering throughout circumstances that would disable most other yachts.

Ocean Sailor

The Ocean Sailor Podcast is a blue water cruising chat show. Our hosts, the two Dicks (Durham and Beaumont), explore blue water sailing topics.

With eight categories to choose from including tails of the sea, sailing skills and even great recipes for cooking in your galley, there are hours of reading to enjoy and learn with Ocean Sailor articles.

You can fill our enquiry form for information on prices, delivery dates, options and upgrades. A member of our sales team will be in contact with you shortly.

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Vitters delivers 59m sailing yacht Maximus

The 59-metre Vitters sailing yacht Maximus , formerly known as Project 3090 , has been delivered. She made her first stop in the Cornish town of  Falmouth in the UK, and will continue her journey to the Caribbean for the regatta season. 

Work began on the ketch-rigged sailing yacht in summer 2021 and the project was seen in daylight for the first time in May 2022 when the hull briefly left the construction shed in Zwartsluis to be turned. The 59-metre Maximus is now the third largest Vitters yacht on the water after the 85.9-metre Aquijo and 66-metre Anatta .

Vitters confirmed that the project is designed as a performance cruiser with an interior volume of 299 GT and design and naval architecture by Germán Frers . The shipyard later described the model as a "wolf in sheep's clothing" with twin rudders and a lifting keel with a minimum draught of five metres and a maximum draught of eight metres.

Other details revealed by the newly released images show a flush deck and a raised deckhouse for a classic look, plus a saloon with wraparound windows for panoramic views while on board.

Maximus was one of three projects currently under construction at the shipyard, together with Project 4090 , a 44-metre fast cruising sloop due to hit the water in 2024, and the 69-metre Vitters 3094 (Project Zero) which has been designed in collaboration with Vripack . 

Following her delivery, Maximus will make a splash on the regatta circuit at the St Barths Bucket 2024.

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Sunreef Is Working on a Zero Cat

• By Yachting Staff
• August 7, 2023

Sunreef Yachts says its research-and-development department is working on a Zero Cat: a sustainable sailing yacht that can convert methanol to hydrogen, combining with electric propulsion to create zero emissions and what the builder promises will be “unlimited autonomy.”

The Zero Cat will “measure above 90 feet,” according to Sunreef. It will also have a solar-power system with solar cells built into the body of the yacht.

Sunreef says the fuel-cell and solar-cell systems will provide energy for propulsion as well as hotel loads.

“Our goal is to revolutionize the industry by offering discerning customers an exceptional zero-emission sailing experience,” Nicolas Lapp, chief technology officer and co-founder of Sunreef, stated in a press release. “This project represents a milestone in our ongoing commitment to protecting our oceans and preserving the natural beauty of the sea.”

What else is new at Sunreef? In the past year, the builder also unveiled the Ultima, a range of hybrid power catamarans . The first models are the 45 Ultima and 55 Ultima.

Where to learn more: visit sunreef-yachts.com

• More: Catamarans , Electric , Hybrid , Hydrogen Power , Sunreef Yachts , Superyachts , Yachts
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The Alternative to Huge Cruises? 3 Masts, 28 Sails and Wind Power.

We checked out the 136-passenger Sea Cloud Spirit on a Mediterranean cruise. In this era of gargantuan ships, its elegant clipper design, wooden decks and relatively small size stands out.

By Ceylan Yeğinsu

From the bridge of the three-masted windjammer, the Sea Cloud Spirit , the captain called out the words we’d all been waiting for.

“Let’s set the sails!” he cried, after turning off the engines, while maneuvering to maintain an optimum angle for his 18 deckhands to climb into the shrouds and unfurl the ship’s 44,132 square feet of sails by hand.

Like acrobats, the crew scurried up the masts to the upper topgallant sails that rose nearly 200 feet above us. The ship’s captain, Vukota Stojanovic, later insisted that none of it was for show. “Whenever there is an opportunity to sail, we sail,” he said.

For the next hour, the crew hauled the ropes until the 28 sails were billowing in the wind, propelling the 452-foot-long ship — the world’s largest passenger sailing vessel on which the sails are raised by hand — toward its first port of call, Portofino, Italy.

At a time when cruise lines are packing their ever-more-gargantuan ships with water parks and basketball courts, the 136-passenger Sea Cloud Spirit, with its old-fashioned clipper design and wooden decks, stands out. It is the newest ship from the Hamburg-based Sea Cloud Cruises , and while it is the company’s biggest, Sea Cloud said it wanted to leave space for passengers to connect to the surrounding elements.

“Wherever you are on the ship, it feels like you are sitting on the water,” said Amelia Dominick, 71, a retired real estate agent from Cologne, Germany, who was on her third cruise onboard the Sea Cloud Spirit.

I had arrived for a four-night “taster sailing” from Nice, France, to the Ligurian region of Italy, designed to entice passengers to sign up for a longer cruise. Here’s what I found.

The ship and cabins

The Spirit has many comforts and luxuries, including a fitness center, library, hair salon and a spa with a Finnish sauna that overlooks the sea. The deck layouts are spacious, with nooks carved out for privacy and relaxation.

Sixty-nine spacious cabins have windows that open onto the sea. My room, a junior suite on the third deck, had two large arched windows, mahogany tables, a balcony and a comfortable couch and armchair. The marble bathroom was lavish, with a gold-plated sink and large jetted bathtub.

The elegant interior design is inspired by the original Sea Cloud, built in 1931 for Marjorie Merriweather Post, the American heiress of the General Foods Corporation, with glossy wooden panels and gold trimmings. The Sea Cloud was the largest private sailing yacht in the world before Post handed it over to the U.S. Navy for use as a weather-reporting vessel during World War II. The four-mast, 64-passenger ship has since been restored to its former glory and will sail across the Aegean and Adriatic this summer.

The experience felt authentic — even before the sails were set — with a detailed safety drill. On most cruises, the drill entails a safety video and signing in at an assembly point. But here, passengers put on their life jackets and walked through emergency scenarios that included rationing food supplies and fishing from the lifeboat.

Each day, the sails were set, even during heavy rain and wind speeds over 30 knots. Guests wanting to participate in the rigging are usually invited to do so, but the weather conditions made it too risky for this sailing.

“It was amazing to watch the work go into putting the sails up and down and to experience the wind power pulling the ship so fast without the engines,” said Malte Rahnenfuehrer, a 50-year-old psychologist from Zurich, who was traveling with his partner and two children.

The captain

It is rare for cruise passengers to see the ship’s captain after the initial welcome drinks or gala dinner. But Capt. Vukota Stojanovic was omnipresent throughout the cruise, from setting sails to lifeguarding to mingling with guests.

Originally from Montenegro, Captain Stojanovic piloted container ships for years. When he was asked to consider helming the original Sea Cloud nearly 10 years ago, he hesitated because he had no experience sailing. Even after he learned the ropes — and there are 340 ropes (known as running rigging) on the vessel — he was unsure. “I grew to love the sailings, the boats, the crew the lifestyle, but I still felt I belonged on container ships,” he said. “It would be a big adjustment, especially because I would have to shave every day,” he joked.

Eventually, he accepted the opportunity and worked tirelessly to learn how to sail and operate the ship. Today, he keeps an “open bridge” policy, allowing passengers to visit the control room, even when he is wrestling with the wind.

“The crew and the passengers are all part of the experience, and I like to meet people and receive their feedback,” Captain Stojanovic said.

Environment

Sea Cloud Cruises aspires to take a “gentle” approach, using wind power to drive its ships wherever possible, even if that means changing course for optimal weather conditions. When sailing is not possible, the Spirit has two diesel-electric engines that run on low-sulfur marine diesel fuel. The company is also working with ports that have shore power capabilities to plug into the local electric power.

Onboard, there is an emphasis on reusable bottles and paper straws, and crew members separate solid waste to be compacted and removed when in port.

Excursions and Activities

We made stops in Portofino, San Remo, Italy, and St.-Tropez, France, anchoring offshore and getting to land by tender — a contrast to the big cruise ships with their loud horns and thick plumes of exhaust spewing from their funnels.

For passengers wanting to take a dip (there is no pool), the crew marked an area in the water with floats and an inflatable slide. The water was frigid, but many passengers took the plunge from the swimming deck. Guests could also take “Zodiac Safaris” around the ship to get views of the vessel from the water.

Excursions ranged from food and wine tours to e-biking and beach trips. In Portofino, passengers were free to explore the sights independently, including the Castello Brown Fortress and the lighthouse on Punta del Capo rock. There was ample time to eat meals on shore as the ship did not depart until 11 p.m. Over the summer, the Sea Cloud Spirit will sail to Spain, Portugal, France and the Azores, among other destinations. On Nov. 11, she will depart for St. Maarten in the Caribbean for the winter.

Wherever the vessel goes, said Mirell Reyes, president of Sea Cloud Cruise for North America, the company tries to “stay away from the crowds and ports where big cruise ships spit out 6,000 passengers.”

Summer prices, which include food and beverages, range from $3,995 for a four-night sailing in a superior cabin to $9,420 for a veranda suite. Seven-night sailings cost between $6,995 and $16,495.

Follow New York Times Travel on Instagram and sign up for our weekly Travel Dispatch newsletter to get expert tips on traveling smarter and inspiration for your next vacation. Dreaming up a future getaway or just armchair traveling? Check out our 52 Places to Go in 2024 .

Ceylan Yeginsu is a travel reporter for The Times who frequently writes about the cruise industry and Europe, where she is based. More about Ceylan Yeğinsu

Come Sail Away

Love them or hate them, cruises can provide a unique perspective on travel..

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 Icon of the Seas: Our reporter joined thousands of passengers on the inaugural sailing of Royal Caribbean’s Icon of the Seas . The most surprising thing she found? Some actual peace and quiet .

Th ree-Year Cruise, Unraveled:  The Life at Sea cruise was supposed to be the ultimate bucket-list experience : 382 port calls over 1,095 days. Here’s why  those who signed up are seeking fraud charges  instead.

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Sunset news day 29. 19/08/2021. The wind is playing us badly today. We are facing horrible 40-50 degree wind shifts followed by quick calms and gusts. In one minute we have 5 knots of wind from 020° and in the other we have 15 knots from 340° all of a sudden. ZERO stops almost every 20 minutes to start her...

World exclusive - the inside story of the world's first zero-emission superyacht. Caroline White reveals Project Zero, the mission to build a luxurious 69-metre sailing yacht that doesn't use a drop of fossil fuel - and the extraordinary discoveries they're making along the way. On a sunny Saturday morning in July 2019, Marnix Hoekstra ...

Vitters has rolled its "zero fossil fuel" sailing yacht Project 3094 (better known as Project Zero) into the shed in Zwartsluis, the Netherlands. The aluminium hull will spend the next 18 months being outfitted ahead of her delivery. The yacht is set to be a landmark in sustainability-focused yachting, with the ability to harvest wind, thermal and solar energy to power the yacht and its amenities.

SY ZERO sailed across the pacific ocean. starting in Cabo San Lucas, Mexico heading to Hilo, Hawaii. 20 Days offshore and lots of fun.. Part II of our Pacific crossing from Cabo San Lucas, Mexico to Hilo Hawaii. It took us 20 days for the 2667nm. Learn about our thoughts, fears and emotions while we were out there! in the middle of the ocean!

Some of my favorite sailing channels on youtube are below: SYZero. SVDelos. LaVagabonde. Sailing Uma. I've been following Christian and Rebecca on sailing yacht zero for a couple of years now. Zero is a Hudson Force 50, which is a very similar ship to the Formosa 51. Hudsons were built in the shipyard just across town from Formosa in Taiwan ...

Ahoy,Finally, it's done! This episode takes you aboard ZERO, shows you every corner of our beautiful floating home and gives you a better understanding how w...

The owner of a CNB 66 flies a large code zero reaching sail on a sprit that also incorporates an anchor roller. Jon Whittle. With 25 to 30 sailboats making their North American debut at the United States Sailboat Show in Annapolis, Maryland, each fall, it's a logical place to look for design trends. Hard chines in the hull, galleys forward in the saloon, and grills and sinks incorporated ...

Initially revealed during BOAT International's 2023 Superyacht Design Festival, Vitters' zero-fossil-fuel sailing yacht Project 3094 - better known as Project Zero - is currently in the midst of outfitting before its 2025 delivery. This 69-metre ketch aims to unlock a new standard for marine travel, with the ability to harvest wind, thermal ...

sailing ZERO.. sail with us! This is our story. A story about a life afloat. A story about the choices we make. A story about Freedom, Love and Happiness! But also the story about how hard it is ...

The custom sailing-yacht market has lagged behind a huge growth in scale and volume from the motoryacht manufacturers. If Project Zero can become a test case for zero-fossil-fuel operations, it may be the stimulus the sector needs to realise its obvious advantage in the race to zero-emission yacht operations. Profile links. Vitters Shipyard ...

Over 3 years ago, the basis for a unique concept was laid by Foundation⁰ - the build of a completely fossil free sailing yacht. Project Zero, as the initiative is known, seeks to unlock new zero-emission energy sources, rethinking fundamental issues regarding energy harvesting, savings, storage and energy management on the path to develop a new standard for marine travelling.

Vitters 69m fossil-free sailing yacht Project Zero has hit the water for the first time. New Model Hull of Vitters 69m 'fossil-free' sailing yacht Project Zero seen for the first time. Written by Sophie Spicknell. Wed, 30 Aug 2023 | 10:00. Loading... Newsletter. Subscribe. Follow Us.

A 10-day sailing adventure can consume up to 200 litres of diesel and produce more than one ton of carbon emissions - the equivalent of a small car's footprint for a year. The industry also has limited end of life solutions for yachts, with an estimated 24,000 abandoned yachts in Europe alone. Expedition Zero is pioneering change by upcycling ...

3. A code zero is strictly a racing sail. Cruisers of all ilks have taken to the sail for its range and ease of use. True downwind spinnakers can be unruly and intimidating for a shorthanded or novice crew, but the range and furling ability of the code zero make it a fantastic sail for a weekend outing.

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Why choose Zero To Hero Sailing. Sail your next adventure on new modern yachts in heavenly locations with the best instructors in the world. Whether you have zero experience or you are already a pro - here you find the best course that suits your needs to make your dreams come true. The Zero To Hero Sailing Signature Course was created to ...

A code zero is a versatile downwind sail that is ideal for light to moderate wind conditions. It is typically used when sailing at angles between a true downwind course and a close reach. ... They are available in different sizes and designs, allowing you to choose the one that suits your boat and sailing preferences. Other Downwind Options. In ...

8,443 Followers, 561 Following, 440 Posts - See Instagram photos and videos from SY ZERO (@sailingzero)

With a Zero Keel, the ballast weight is centred in one area at the very bottom of the keel where it will have the best effect on the righting moment of the yacht under sail. This achieves several things compared to a standard integral keel. See fig 1. The centre of gravity is much lower so the yacht is stiffer and can carry a bigger sail area.

The Code Zero for these boats can be used as soon as the boat bears off from a beat. The sail is very flat and is designed for close reaching. It has a nearly straight luff, a mid girth about 60-65% of the sail's foot length. This sail is closer in shape to a traditional drifter than a spinnaker.

The 59-metre Vitters sailing yacht Maximus, formerly known as Project 3090, has been delivered. She made her first stop in the Cornish town of Falmouth in the UK, and will continue her journey to the Caribbean for the regatta season. Work began on the ketch-rigged sailing yacht in summer 2021 and the project was seen in daylight for the first ...

The boat would be just over 40 metres long but its interior area would span nearly 800 square metres - more than four times the interior area of most single-hull sailing yachts of the same length.

The Sunreef Yachts Zero Cat is a multihull sailing yacht with electric propulsion. Courtesy Sunreef Yachts. Sunreef Yachts says its research-and-development department is working on a Zero Cat: a sustainable sailing yacht that can convert methanol to hydrogen, combining with electric propulsion to create zero emissions and what the builder promises will be "unlimited autonomy."

The Sea Cloud was the largest private sailing yacht in the world before Post handed it over to the U.S. Navy for use as a weather-reporting vessel during World War II. The four-mast, 64-passenger ...

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U.S. Treasury Vessel & Aircraft Online Auction

• July 22, 2020
• Past Events

Timed Auction

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July 15, 2020 at 11am ET

July 22, 2020 at 11am ET

Please Check Auction Lots and Preview information for updates, including Covid-19 mandates, schedule and property description changes and removal information.

1974 Cessna 182P, 2006  Maxum 1800 SR3, 1984 39′ Midnight Express, 1983 24′  Hydra Sports Model 2400 CD Cuddy Cabin Fisherman, 2019 Sea Doo Karavan Move Trailer, 2005 Caribe Vessel and Outboard Motors

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Complete the Photo ID Form and upload a copy of your Government-issued Photo ID (i.e. driver’s license, passport…). Note: We do not accept personal photos.

Preview Schedule

Lot 1 – AvFlight, Roswell, NM By Appointment Only, Must Wear Mask, Monday, July 20, 9am-12noon, 1pm-3pm, Avflight, 100 Southwest Way, Roswell, New Mexico, 88203 Book Your Appointment for July 20

Lot 2 – McCreery Aviation, McAllen, TX By Appointment Only, Must Wear A Mask, Friday, July 17, 9am-12noon, 1pm-3pm, McCreery Aviation, 2400 S 10th St, McAllen, TX 78503 Book Your Appointment for July 17

Lot 3 – Carolina Auto Auction, Williamston, SC By Appointment Only, Must Wear A Mask, Friday, July 17, 9am-12noon, 1pm-3pm  Carolina Auto Auction, 140 Webb Road, Williamston, South Carolina, 29697 Book Your Appointment for July 17

Lot 4-11 – Nielsen Beaumont, (14th St) Miami, FL By Appointment Only, Must Wear Mask, Tuesday, July 21, 9am-12noon, 1pm-3pm, Nielsen Beaumont, 2277 NW 14th Street, Miami, FL 33125 Book Your Appointment for July 21

Lot 12-15 – Nielsen Beaumont, (Hancock St) San Diego, CA By Appointment Only, Must Wear Mask, Monday, July 20, 9am-12noon, 1pm-3pm, Nielsen Beaumont, 3468 Hancock St, San Diego, CA 92110 Book Your Appointment for July 20

Lot 16-17- Nielsen Beaumont, (Terminal Island) San Pedro, CA By Appointment Only, Must Wear Mask, Tuesday, July 21, 9am-12noon, 1pm-3pm, Nielson Beaumont, Berth S100, Terminal Island, San Pedro, CA 90731 Book Your Appointment for July 21

Lot 18-19 – Nielsen Beaumont, (Shelter Island) San Diego, CA By Appointment Only, Must Wear A Mask, Friday, July 17, 9am-12noon, 1pm-3pm, Nielsen Beaumont, 2420 Shelter Island Dr, San Diego, CA 92106 Book Your Appointment for July 17

Lot 20-38 – Polluelo Auto Salinas, Salinas, PR By Appointment, Must Wear Mask, Monday, July 20, 10:30am-2:30pm, Polluelo Auto Salinas, Carr. 1, KM. 88.3, Salinas, PR 00751 Book Your Appointment for July 20

Lot 39 – Hanks Machinery Vehicles, Hutchins, TX By Appointment Only, Must Wear Mask, Tuesday, July 21, 9am-12noon, 1pm-3pm, Hanks Machinery Vehicles, 650 Skyline Dr, Hutchins, TX 75141 Book Your Appointment for July 21

Lot 40 – Hurricane Cove, Miami, FL By Appointment Only, Must Wear Mask, Monday, July 20, 9am-12noon, 1pm-3pm, Hurricane Cove, 1884 NW North River Dr, Miami, FL 33125 Book Your Appointment for July 20

Lot 41 – Marine Salvage and Services, Port Isabel, TX By Appointment Only, Must Wear A Mask, Friday, July 17, 9am-12noon, 1pm-3pm, Marine Salvage and Services, Inc, 416 W. South Shore Dr, Port Isabel, TX 78578 Book Your Appointment for July 17

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Auction Start/End Time

Wednesdat,  July 15 @ 11am ET – Wednesday, July 22 @ 11am ET

*Please Note: End times are staggered every 2 minutes. For example Lot 1 ends Wednesday at 11:00, Lot 2 ends at 11:02am, Lot 3 ends at 11:04am and so on.

Special Requirements for IRS-CI Property

Lots offered by the IRS-CI are noted in the catalog. The IRS-CI reviews all bidders for IRS-CI offered lots and approval may take up to three (3) business days. This does not change the requirements for payment. Please call ahead before pickup to ensure that the IRS-CI has approved your purchase.

Some merchandise in this sale has a reserve price. When the auction closes, each lot will display either SOLD or ENDED. SOLD indicates the reserve (if there is a reserve) was met, and a payment email will be sent to the high bidder. ENDED indicates all final bids did not meet the reserve. In this case, CWSAMS will ask the seller if they will accept the high bid. If the seller accepts the high bid, an email notice confirming the approval will be sent to the high bidder, along with payment instructions.

Final Payment

All items must be paid in full within 48 hours (2 business days) from time the bid approval email is sent by bank wire or cashier’s check only. Cashier’s checks are made payable to CWS Marketing Group, Inc. See terms of sale for submission details. For lots that do not meet reserve, and the bid is approved after the sale, the Buyer will have 48 hours from the time notification is sent to make final payment.

Removal is the responsibility of, and at the expense and risk of Buyer. CWSAMS, nor the agencies represented, ship any property. If shipping is desired, it is the sole responsibility of the buyer. Therefore it is strongly recommended that buyers look into shipping arrangements prior to bidding.

Removal must be completed on or before the

• 7th business day from the sale closing date for Domestic property/merchandise
• 60th calendar date from the sale closing date for Export Only property/merchandise
• For aircraft, removal must be completed on or before the 7th business day from the date the buyer receives the FAA Bill of Sale.

Removal is by appointment only and should be made by the Buyer with the storage vendor only after Buyer has received the necessary Property Release Document. Please see Removal Details for complete removal information.

Find answers to common questions about bidding at an online auction.

Technical Assistance

Contact us at [email protected] with any technical questions about the online bidding process.

Technical Problems and Transmission Issues

CWSAMS has made every reasonable effort to facilitate online bidding. However, it is possible that technical problems and transmission issues may arise and affect the CWSAMS website, bidding system and/or computer or server or your computer, personal devise or software which is beyond the control of CWSAMS. By bidding online Bidder acknowledges that CWSAMS is not responsible for technical problems or transmission issues associated with a bid and that, in the event technical problems interfere with or prevent a bid, it may be necessary to withdraw items from bidding due to technical errors or uncontrollable circumstances. Further, in the event of the occurrence of a technical problem during any bid in any auction, CWSAMS in its sole discretion reserves the right to declare an item sold, postpone or cancel the auction, extend the bidding time for this auction and/or re-list the property for auction at another date and time. The decision of CWSAMS on this matter shall be final. Bidder acknowledges that, by bidding in any auction held by CWSAMS, Bidder accepts the terms and conditions of this Disclaimer.

• #1 LA County Public Administrator Estate Auction
• Online Auction: Condo Unit 3223 W. 6th St. in Los Angeles, CA

AUGUST 8, 2007, BROWARD COUNTY CONVENTION CENTER, 1950 EISENHOWER BLVD., FORT LAUDERDALE, FL, 33316 REGISTRATION AT 8:00 A.M. AUCTION STARTS AT 9:00 A.M. . While most items may be viewed at the main preview located at the VSE warehouse, some items are located at off-site vendor locations and can only be previewed at those locations. All items will be auctioned at the Broward County Convention Center on the date stated above. See below for main preview details and off-site location preview information. OFF-SITE PREVIEW CS2006520200000601002, 1983 ALLMAND SAILBOAT: 30FT, 31 SLOOP RIGGED YACHT, SINGLE DIESEL ENGINE, 3 CYL, FRESH WATER COOLED, ELECTRIC START, HULL ID: JAB31183M83B, WAREHOUSE VIEWING ONLY, 1 EA, DRIFTWOOD MARINA/MARATHON, FL CS2006521100001801001, 1988 BEACHCRAFT STINGER: 28FT, CENTER CONSOLE, OPEN FISHERMAN, TWIN MERCURY OPTIMAX OUTBOARD ENGINES, V6, WAREHOUSE VIEWING ONLY, 1EA, DRIFTWOOD MARINA/MARATHON, FL   CS2006520200001701001, 1980 CHRISCRAFT SCORPION: 31FT, EXCALIBUR 311, CENTER CONSOLE, 2004 TWIN MERCURY OUTBOARD ENGINES,V6,ENGINES ARE RATED AT 250 HP AT 5800 RPM,HULL ID: CCBAJ010M80E, WAREHOUSE VIEWING ONLY, 1 EA, DRIFTWOOD MARINA/MARATHON, FL   CS2006521100001701001, 1985 WELLCRAFT SCARAB 43 OFFSHORE RACE BOAT: 43FT, BEAM: 8'-09", DRAFT: 3'-02", RITCHIE POWER DAMP PLUS MAGNETIC COMPASS, BIMINI TOP, POLY-PLANER MARINE CD PLAYER, HULL ID: S9E101210985, WAREHOUSE VIEWING ONLY, 1 EA, DRIFTWOOD MARINA/MARATHON, FL CS2006520100019201002, TRAILER: FOR VESSEL, TRI-AXLE, ALUMINUM, WAREHOUSE VIEWING ONLY, 1 EA, DRIFTWOOD MARINA/MARATHON, FL OFF-SITE PREVIEW Island Storage & Distribution August 2, 9:00 a.m.-4:00 p.m. Road 165 KM 2.4 #61, bldg #2 Door 1 Guaynabo, PR 00965 CS2007495100000301001, MOTOR: SUZUKI, OUTBOARD, 15HP, WAREHOUSE VIEWING ONLY, 1EA, ISLAND STORAGE/GUAYNABO, PR CS2007495100000701002, MOTOR: YAMAHA, 15HP, #E15DMH6B4KL039534K, WAREHOUSE VIEWING ONLY, 1EA, ISLAND STORAGE/GUAYNABO, PR CS2007495100000701001, MOTOR: YAMAHA, 30HP, #30HMH61TK100665S, WAREHOUSE VIEWING ONLY, 1EA, ISLAND STORAGE/GUAYNABO, PR CS2007495100000901001, MOTOR: YAMAHA, 40HP, #66TKL1048015, WAREHOUSEVIEWING ONLY, 1EA, ISLAND STORAGE/GUAYNABO, PR OFF-SITE PREVIEW National Liquidators August 3, 10-:00 a.m.-3:00 p.m. August 6, 10-:00 a.m.-3:00 p.m. 1707 71st Street NW Bradenton, FL 34209 1990 LEOPARD SPORT EXPRESS MOTORYACHT: TWIN SCREW CRUISER, 72FT, "KHEMAISSA II", BUILT BY: CANTIERE NAVALE, 12 CYL, TWIN MAN DIESEL ENGINES, 985HP EACH, KOHLER GENERATOR, FURUNO MARK 2 GPS NAVIGATOR, RITCHIE 4" MAGNETIC STEERING COMPASS, FURUNO LCD SOUNDER, HULL ID: 719766 OFF-SITE PREVIEW National Liquidators August 7, 10-:00 a.m.-2:00 p.m. 1915 Southwest 21 Avenue Ft. Lauderdale, FL 33312 CS2007520400001802002, 1985 HYDRA SPORT, 25FT, 1999 TWIN OUTBOARD EVINRUDE GAS ENGINES, 175HP EACH, HULL ID: HSX5C122K485, WAREHOUSE VIEWING ONLY OFF-SITE PREVIEW CS2005490900006201001,002,004, LINE ITEM 001: OPEN FISHERMAN BOAT: 32FT, HARD TOP, FIBERGLASS/PLYWOOD CONSTRUCTED, BLACK PAINTED HULL WITH WHITE DECK INTERIOR, DEEP-V HULL, LINE ITEM 002: 1997 TRANSOM MOUNTED GASOLINE OUTBOARD ENGINES, JOHNSON, V6, 225HP, APPROX 2 EA, LINE ITEM 003: BOAT TRAILER, GALVANIZED, 3-AXLE, WAREHOUSE VIEWING ONLY, 1 EA, POLLUELO AUTO/AIBONITO, PR   CS2007495100000101001, MOTOR: YAMAHA, 40HP, #66TKL1038900, WAREHOUSE VIEWING ONLY, 1EA,POLLUELO AUTO/AIBONITO, PR CS2007495100000501002, MOTOR: SUZUKI, MARINE OUTBOARD, 40HP, S/N: DT40/04003-781177, WAREHOUSE VIEWING ONLY, 1EA,POLLUELO AUTO/AIBONITO, PR CS2007495100000501001, MOTOR: SUZUKI, MARINE OUTBOARD, 9.9HP, S/N : DT1501501-252631, WAREHOUSE VIEWING ONLY, 1EA,POLLUELO AUTO/AIBONITO, PR Last Updated: July 31, 2007 Real Estate Repossessed boats for sale. Search and find boats and yachts well below market prices. View the latest used and repo or repossessed boats and yachts for sale by make and model for amazing savings. In some cases, up to 50% or more on the listed price! Filter results 2008 Sea Ray Sundancer 260 Year:  2008 State:  NY Price or Balance Due:   GET ACCESS NOW! View Listing 2021 Hurricane SS205 Year:  2021 State:  NC 1986 Jefferson 42 Sundeck Year:  1986 State:  IN 2015 Bennington 2575qcw Year:  2015 State:  TX 1979 Hunter Cherubini 37 Year:  1979 State:  IL 1985 Hinterhoeller NONSUCH ULTRA 30 Year:  1985 2000 Sea Ray Sundancer 380 Year:  2000 State:  MA 2003 Chaparral 220 SSi Year:  2003 State:  WA 1999 Custom Houseboat Year:  1999 2015 Robalo Cayman 246 State:  FL 2018 Robalo 246 Cayman SD Year:  2018 1994 Wellcraft Martinique 3200 Year:  1994 2023 Starcraft SVX 191 Year:  2023 2015 Scarab 215 HO Impulse State:  AR 2008 Grady-White 225 tournameent State:  NJ 2012 Centurion Enzo SV211 Year:  2012 State:  KY 1997 Crownline 330 CR Year:  1997 State:  CA 1987 Wellcraft Portifino 43 Year:  1987 1985 Bluewater 510 Coastal Cruiser State:  GA 2005 Larson 274 Cabrio Mid Cabin Year:  2005 2021 Bombardier 2021 Sea Doo GTI SE 170 & 2016 GT… 2018 Key West 176CC 1989 Pro-Line 300 Year:  1989 1993 Carver 350 Aft Cabin Year:  1993 State:  OH 1991 Pro-Line 2500 Year:  1991 A 12% Buyer's Premium will be added to the final Sales Price. All applicable taxes will be assessed based on the sum of the sales price and buyer's premium. Bid History Auction Info Item Location Removal Times There are no bids for the lot at this time FEATURING: VEHICLES, BOATS, MOTORCYCLES, RV'S LIVE & ONLINE BIDDING BUYER’S PREMIUM: 10% PER ITEM CONSIGNMENT DEADLINE- FRIDAY, JULY 12TH AT 4PM ET ONLINE BIDDERS BIDDING WITH JEFFMARTINAUCTIONEERS.COM WILL PAY AN ADDITIONAL 2% ONLINE BIDDING FEE CAPPED AT $750 PER ITEM. ONLINE BIDDERS BIDDING WITH PROXIBID  WILL PAY AN ADDITIONAL 3% ONLINE BIDDING FEE WITH  NO CAP. ONLINE BIDDING DEPOSIT: $1000 DEPOSIT TO BID ONLINE THIS IS PROCESSED AS A HOLD ON YOUR CREDIT CARD AND IS RELEASED IF NO PURCHASE IS MADE. IF A PURCHASE IS MADE THE HOLD WILL BE APPLIED TO YOUR BALANCE DUE.  IF YOU PAY WITH ANOTHER PAYMENT METHOD THE FUNDS WILL BE RETURNED TO YOUR CREDIT CARD. INSPECTION DATES: JULY 8TH - AUCTION DAY 9 AM-4 PM ET ALL ITEMS MUST BE REMOVED BY JULY 19TH @ 4 PM ET ITEMS LEFT AFTER THIS DATE ARE SUBJECT TO UP TO $100 PER ITEM STORAGE FEE. ***CREDIT CARDS OVER $10,000 WILL NOT BE ACCEPTED*** Payment Options Terms & conditions of Auction: 10% per item. State sales tax applies ***PREBIDDING***SOME ITEMS THAT ARE OPEN FOR PREBIDDING HAVE NOT ARRIVED ON AUCTION SITE AND HAVE NOT BEEN SEEN OR INSPECTED BY JEFF MARTIN AUCTIONEERS STAFF.  THOSE ITEM DESCRIPTIONS ARE SUBJECT TO CHANGE AND MAY BE REMOVED FROM AUCTION WITHOUT NOTICE.   This bidder contract is between the person, who registered to bid via this online platform ('bidder'), and jeff martin auctioneers, inc. ('martin'). Bidder agrees that the terms summarized on this registration and set forth fully in the auction catalog set out specific and complete rules of auction and agree that it is bidder's responsibility to obtain and read these rules prior to bidding on any items. Bidder agrees to be legally bound by these rules. Additional terms may be posted or announced from the auction block, which shall also be binding on bidder. It is the bidder’s responsibility to request complete rules of auction from martin. All announcements made by auctioneer shall supersede any printed material. Fee schedule: Buyer’s premium is added to the high bid price on each item. Buyer’s premium is different for each auction. Please see specific terms Payment is expected day of auction or at receipt of invoice. Documentation fee $125.00 for each titled item. State of MS trauma fee of $50 charged to all motorcycles, go-karts, ATV’s and altered golf carts for items sold in the state of MS. Credit card surcharge 3%. Sales tax applies unless proof of exemption is provided. Storage fees of up to $100 per item may apply for items not removed from auction site by removal deadline.  If special arrangements must be made to accommodate a customer pickup after the removal deadline a $250 call out fee may be charged in addition to storage fees.  Online bidders may be required to submit the following prior to approval to bid: Make the full deposit specific to the auction in which you are bidding. Local state, city, and county sales tax applies to all purchases. All new international bidders may be required to deposit $10,000 USD. All new domestic bidders may be required to deposit $2,500 USD bidding in person. Credit card deposits will be held up to (5) business days after auction. At auctioneer’s discretion, a bank letter and previous purchase history with another auction company may be accepted in lieu of deposit. Other requirements may be added as determined by the auction company. Bidder's responsibility: I the bidder agrees it is my responsibility as the bidder to inspect each item before bidding, and acknowledges that martin makes no guarantee or warranties, either expressed or implied, as to the condition of the items. Bidder agrees that description or statement in the auction catalog and internet websites are only a guide and martin make no guarantee of the accuracy of the descriptions in the catalog. After a bidder has won the bid with his/her high bid, all risk of loss and damage passes to bidder, even though bidder may have not paid for the item yet. Buyers should guard their items accordingly. Items not removed from auction site by deadline stated for auction is subject to a storage fee not to exceed $100 per item per day. Items not removed by deadline will be sold at an upcoming auction to cover cost of storage if outstanding fees have not been paid. You the bidder will be responsible for any remaining storage invoice balance that is not covered by auction proceeds. All items are sold as is. Where is, without guarantee or warranty of any kind. Inspect all items before bidding. I the bidder understand I will be liable for payment of sales or use taxes which may become due for failure to comply with the provisions of federal, state, and local tax codes for any items sold as tax exempt or for resale. I understand that it is a criminal offense to give an exemption certificate to the seller for taxable items that I know, at the time of purchase, will be used in a manner other than that expressed in this certificate and, depending on the amount of tax evaded, the offense may range from a class c misdemeanor to a felony of the second degree. Bidder agrees to pay for purchases, and bidder represents that he/she has funds necessary for such payment. Complete payment is due on date of sale with cash, cashier's check, credit card, wire, or other checks accompanied by a bank letter of guarantee made payable to martin. All items must be paid in full before bidder leaves the premises. No items will be removed from the premises until payment is made in full. Payment not made by final removal date deadline will be subject to late fees, penalties, and interest up to 18% annum plus expenses related to collection cost. If bidder fails to pay for any or all purchases, for whatever reason, including an insufficient check or a stopped check, martin shall have the cumulative rights set forth in the complete rules of auction. Martin will contact district attorney for any checks that are returned for insufficient funds or closed account and proceed with all necessary legal action as needed for collection and or prosecution. Bidder agrees to not reverse or dispute charges for purchases paid for by credit card. By agreeing to the terms of auction the bidder does authorize martin to capture the balance due on invoice and charge credit card used for auction deposit if the invoice is not paid in full within 48 hrs. Of auction completion. Injury and damage: bidder acknowledge responsibility for any personal injury or property damage caused by bidder, bidder's guests, or agents. Bidder agrees to hold martin harmless from any personal injury to himself or his agents and any property damage incurred on auction premises. Bidder releases martin and the seller from all liability connected with the removal and transportation of purchases and all future uses for the goods purchased herewith. Bidder also agrees that by registering for an auction I understand and agree that I will receive advertisements by email, regular mail and phone call or text message. I understand that text and phone charges may be charged by my service provider. Titled purchases: bidder grants martin power of attorney to sign as owner/purchaser on title documentation as necessary to facilitate the transfer of ownership of titled purchases. If Martin cannot provide clear title within 120 days of purchase Martin will refund the purchase price including buyers premium only.  Martin will not refund cost of freight, cost of any repairs or alterations made to item while in possession of the buyer.  Martin reserves the right to remove items from auction or skip items once auction has begun. In the event an item is removed from auction or skipped any Prebid’s/absentee bids will be void. All announcements made by auctioneer shall supersede any printed material. Live / simulcast/timed online auction additional terms- martin and its employees act merely as agents of sellers. All auctions are with reserve unless specifically stated otherwise. Reserves, if any, are not disclosed. Additionally, bids may be placed at some auctions by the seller, an employee of the seller, or an agent on the seller’s behalf up to the reserve. While the information we provide on item(s) is deemed correct, no warranties are expressed or implied as to any items being sold and you agree to purchase and accept the item in an as-is condition. Information on items is obtained by us from the sellers and you hereby agree to hold harmless jeff martin auctioneers, inc. And its employees or any errors or omissions regarding the item(s) being sold. This information includes but is not limited to year, model, machine or engine hours, physical condition, options, features, and other data pertinent to the value of the item. All items are sold as –is where-is. Firearms sold at auction- we do not test fire any weapons and cannot guarantee the condition or functionality of any firearm offered for sale. No warranty or guarantee is inferred nor, should any be implied on any weapons and strongly recommend that the purchaser have all weapons inspected by a licensed gunsmith prior to use. Martin reserves the right to revoke bidder number and bidding privileges from registered bidder and have that individual and their parties leave the auction site. Bidder will be responsible for payment of any bids placed prior to revocation. Photography, video & audio recording is used on premises and will be used for security and/or promotional purposes. Purchaser will be responsible for the removal, insurance, breakdown, arranging, shifting, loading, and securing of load for any items purchased. It is the buyer’s responsibility to have inspected the item and determined the condition, year, model, serial number, and mileage of the item from your inspection. Martin does not guarantee any item descriptions as accurate. By agreeing to the terms of the auction you agree to the complete rules of auction. For online bidders who do not pay within 2 business days of auction will be considered slow to pay and the auction company reserves the right to ban that buyer from bidding at any future auctions. Auctioneer will not split invoice to multiple invoices.  Auctioneer will not release any items until invoice or invoices are paid in full. THERE WILL BE A HANDLING FEE OF A MINIMUM OF $25 PER ITEM FOR ANY HANDHELD ITEMS THAT CAN BE LOADED IN A PASSENGER VEHICLE WITHOUT ASSISTANCE THAT ARE REMOVED FROM THE AUCTION SITE BY JEFF MARTIN AUCTIONEERS AFTER THE PICKUP DEADLINE.  PALETTIZING AND SECUREMENT WILL COST A MINIMUM OF $250.00.  IF COMMON CARRIER FREIGHT IS REQUIRED IT WILL BE BILLED AT COST PLUS 30%. BUYER WILL BE RESPONSIBLE FOR PAYING THESE FEES BEFORE PICKING UP ITEMS. ITEMS REMAINING AFTER THAT DAY MAY BE SUBJECT TO STORAGE FEES UP TO $100 PER DAY PER ITEM.  CONTACT OFFICE IF ITEM REMOVAL WILL BE AFTER STATED DATE.  THERE IS NO LOAD OUT ON SATURDAYS OR SUNDAYS.  AUCTION SITE HOURS MONDAY-FRIDAY 8:00 A.M. UNTIL 4:00 P.M. Live Online Repairable Boats auctions By signing up, you agree to the Terms & Conditions and Privacy Policy Boat Finder Locations States Quick Picks Damage Types Salvage Boats for Sale from Copart Auto Auctions SalvageBoatsAuction.com has more than 150000 salvaged vehicles for sale any make and model, find the right repairable salvage boat near you today! Bid on Repairable Vehicle by Type Choose from a variety of vehicle types Find Repairable Boats Sorted by Make Our user-friendly platform allows you to find the perfect vehicle in just a few clicks Search for Vehicles Based on Their Location Discover auctioning boats in junkyards near you How Salvage boats Auction Works Frequently asked questions. Have Questions? We have answers! Filter by topic: Very easy, just enter your information on the Registration Page , choose the subscription term you wish, pay the registration fee and security deposit, and in a couple of minutes you will receive by email the login credentials needed to enter and bid in car auctions at Copart.com. You can register for $34.95 a month or for $189.95 a year (the first month is free). The registration fee is non-refundable. Please read and make sure you understand and accept our Terms & Conditions (T&C) before registering to participate in car auctions. The security deposit protects SalvageReseller.com should you fail to pay for the vehicle you purchased, as we are responsible for ensuring payment of awarded vehicles to Copart. The security deposit must be a minimum of $400 or 10% of the bid amount (whichever is higher), as the amount of your security deposit limits the amount of your bid. Yes, the security deposit is 100% refundable if you do not purchase a vehicle or if you request it upon meeting all payment terms. You forfeit your security deposits if you are awarded a vehicle and do not meet all payment terms and conditions. We accept wire transfer payments for the security deposit. Once you send the payment, you will need to send us an email; please include the bank's payment confirmation receipt. The funds will be applied to your account during business hours (Monday through Friday from 8am EST to 5pm EST). If you make a payment, during non-business hours, kindly wait for us to return, the following business day. United States residents will not be able to bid in the state that you reside in, unless you are a resident of Alabama, Colorado, Florida or Wisconsin. You will not be able to bid/purchase in the states of Kansas or Missouri using our website. In the states of Colorado or Wisconsin, and any vehicle with a junk, parts only or certificate of destruction title, you will not be able to bid in the live auction, you can only submit a preliminary offer. In the State of Michigan, you will not be able to bid on any Salvage titles, only on Clean titles. The button will turn green and say winning. Since we are a FL based dealer regardless of what state you are in a FL flag will always show when you bid through us. We do not ship, but you can find shipping services, get an estimate, or list your shipment on our Transportation services page. You can pick up salvage cars for sale directly at the Copart facility where the vehicle is stored immediately after we receive the documents you need to sign, and the vehicle is paid in full. We don't ship vehicles but we can help you find a transportation company. Payment must be made to Inloher Corp. with a deposit in our Bank of America account or by wire transfer, you CANNOT pay at any Copart facility. No other form of payment is accepted. The payment must be received and cleared within two business days of the sale in order to avoid the $50 Copart late payment fee. You will receive payment instructions in the Purchase Confirmation email. Of course, actually we highly recommend to always inspect the vehicles before bidding, you can even inspect cars for auction before registering with us. You can visit the Copart facility where the vehicle is stored Monday to Friday from 8.00am to 4.30pm. Please remember that ALL VEHICLES ARE SOLD AS "AS IS – WHERE IS". ALL OFFERS ARE BINDING AND ALL SALES ARE FINAL , this means that you are buying it "with all faults" and without any warranty or guarantee of any type, express or implied. Any information regarding the cars for auction provided by the Seller, Copart or us is for convenience only. It is your sole responsibility to ascertain, confirm, research, inspect, and investigate a vehicle and any information regarding such vehicle prior to bidding on it in salvage auction. The titles can take up to 30 - 45 days for us to receive from Copart, even if it is not a pending title. Then, we will process them and mail them to you to the address on file or, in the case of Florida residents, process them at the tag agency, and you will receive them in the mail from Tallahassee. Please make sure you have all your documents signed, that you submit your ID and that you remove the vehicle on a timely manner as Copart will not mail us the title until the vehicle is removed from the yard. Florida residents must have the Power of Attorney, notarized and mailed to us, for us to be able to process the title. What Our Clients Say About Us Search a large collection of salvage title boats. Let’s find you the best salvage boats for sale to help you save lots of money. Are you ready? Repairable salvage boats auctions blog. Stay up to date with the latest news, tips and trends in the salvage and repairable autos industry. An official website of the United States government Here’s how you know Official websites use .gov A .gov website belongs to an official government organization in the United States. Secure .gov websites use HTTPS A lock ( Lock Locked padlock icon ) or https:// means you’ve safely connected to the .gov website. Share sensitive information only on official, secure websites. Government auctions of seized and surplus property Some government auctions sell many types of excess and seized property. These can range from computers to artwork to mobile homes and more. Auctions may take place online, in person, or by mail-in bid. The federal agency that owns the property may conduct the auction or it may contract with an auction company to conduct the sales. Auction sites may list: Computers  Lab equipment Mobile homes Planes, boats, and motor vehicles Military surplus  Government auction websites include: GSA Auctions - a variety of government-owned excess property  U.S. Treasury auctions - various types of property forfeited by owners for tax evasion or other violations of Treasury law U.S. Marshals Service auctions - various items seized by U.S. Department of Justice agencies and other federal agencies LAST UPDATED: December 6, 2023 Have a question? Ask a real person any government-related question for free. They will get you the answer or let you know where to find it. Location City:    Orlovo, Moskovskaya, Russian Federation (Russia) Near (Alt.): Rus' ICAO: Details Type: Heliport Latitude: 55�32'58"N (55.549444) Longitude: 37�51'52"E (37.864444) Variation: 12.04�E (WMM2020 magnetic declination) 0.14� annual change Related Locations Nearby: Farthest: Find:    beyond   but within    Copyright © 2004-2024 . All rights reserved. The Great Circle Mapper name and logo are trademarks of the . All other trademarks mentioned herein belong to their respective owners. Please see for attributions and further copyright information.       Bidding Instructions Weekly sealed bid auction. National Liquidators prides itself on our weekly sealed bid auction platform. Bidding closes every Monday at 4:00 p.m. (ET).  Offers may be submitted in one of two ways: 1. Online by clicking the orange Submit an Offer button within the listing. 2. Filling out the Official Offer Form, and emailing the form directly to your broker or to [email protected] . All offers can be made subject to survey, inspection or sea trial at the buyer’s expense. Please make sure this is indicated on the Official Offer Form when submitted. All offers will be turned over to the sellers to accept, reject or counter.  Once accepted, the buyer shall tender a 10% refundable deposit, and schedule their required inspection and/or surveys.  Closing shall occur no later than 7 days past acceptance of the offer. Interested in Financing We can assist.  CLICK HERE Online Live Auction Our Live Online Auction was developed to meet the growing demands for an efficient process of liquidating marine assets. Each vessel listed in our live auction has a specific set of bidding instructions. Please remember to review these instructions prior to bidding. Deposits, when required are refundable to those without a winning bid. If you are the successful bidder in a live auction, the specific vessel instructions will explain the deposit requirements and closing process for that vessel. In order to bid on boats available in our live auctions, users must register to obtain a username and password . Upon receipt of a request, our team will review your information and if acceptable, approve your account. Once your account has been approved, you will receive a confirmation email.   You may use your account credentials to login and place a bid on any of our live auctions.  Please note that many of our live auctions contain specific instructions and deposit requirements.  Those instructions will be present on the listing page. Please review Terms and Conditions Here . Browse our available inventory Review our current live auctions, and take note of the vessel’s stock number and bid closing time. (available on the listings page). Create your account Register for your account at yachtauctions.com/login Confirm your Bid Once your bidder account is approved and receipt of all required registration items have been received, your account will be enabled to place bids on the desired vessel. Upon placement of a bid, a confirmation will appear at the top of the web page. You will also receive an email notification each time a bid is placed by you. If you require immediate assistance, you should contact National Liquidators at 954.791.9601. Get Started Create your account today. Submit An Offer Vessel Details: Conditions of Offer: OFFER PROCEDURES Offers are accumulated weekly through each Monday at 4:00 PM ET. In the event a particular Monday is a Federal Holiday, the deadline is extended an additional 24 hours. The high offer on a particular vessel is submitted to the Seller for consideration the following business day. The Seller, at its sole option, may accept or reject with or without a counter offer. Responses typically occur within 48 hours, no response constitutes a rejection of theoffer. Upon notification of acceptance of an offer (either verbal or electronic), successful Bidder has 1 business day to deposit into National Liquidators escrow account, the greater of 10% of Gross Offer or $1,000. Upon notification of acceptance of an offer (either verbal or electronic), successful Bidder has 5 business days to complete any and all conditions listed above in the “Conditions Of Offer”. In any case, any remaining amounts due must be deposited into National Liquidators escrow account, within 5 business days after notification of acceptance of an offer (either verbal or electronic). Successful Bidder’s failure to fund the total offer price within 5 business days after notice of acceptance will result in forfeiture of any deposits. In these instances, the vessel will be placed back into the auction cycle. After funding the total offer price, Successful Bidder must remove the purchased vessel from National’s storage facility within two business days or make storage arrangements with National. Storage charges will accrue on ALL purchased vessels until each is removed from National’s storage facility. Standard storage rates apply; refer to http://www.yachtauctions.com/services for currentrates. All vessels are sold AS IS, WHERE IS, with no warranties or representations, express or implied, as to condition or fitness for a particular purpose. NOTICE REGARDING TITLING OR US COAST GUARD DOCUMENTATION National Liquidators makes no guarantees, representations or warranties as to title or the ability to document or register the vessel. National Liquidators are acting as a broker only and issues as to title, documentation and registration are between the Buyer and the Seller, owner or lien holder. The required $399.00 administrative fee covers National’s efforts to obtain titling and documentation information from the Seller; it does not include transfer of title or documentation to Buyer. National Liquidators can process transfer of title or documentation to Buyer an additional fee. Buyers that are interested in this service can contact National’s title department for details, including charges. Ohio Law requires National to transfer title (not USCG documentation) directly to Ohio residents only, a $150 fee is charged for this service. IMPORTANT INFORMATION REGARDING SALES TAX Purchasers must pay sales tax at the applicable rate in their respective states. Dealers that wish to be treated as tax-exempt are required to provide a state sale tax number, valid marine dealer’s certificate, sign a Resale Certificate or Statement for Exemption of Purchase, and any other required documentation. The Unique Burial of a Child of Early Scythian Time at the Cemetery of Saryg-Bulun (Tuva) << Previous page Pages:  379-406 In 1988, the Tuvan Archaeological Expedition (led by M. E. Kilunovskaya and V. A. Semenov) discovered a unique burial of the early Iron Age at Saryg-Bulun in Central Tuva. There are two burial mounds of the Aldy-Bel culture dated by 7th century BC. Within the barrows, which adjoined one another, forming a figure-of-eight, there were discovered 7 burials, from which a representative collection of artifacts was recovered. Burial 5 was the most unique, it was found in a coffin made of a larch trunk, with a tightly closed lid. Due to the preservative properties of larch and lack of air access, the coffin contained a well-preserved mummy of a child with an accompanying set of grave goods. The interred individual retained the skin on his face and had a leather headdress painted with red pigment and a coat, sewn from jerboa fur. The coat was belted with a leather belt with bronze ornaments and buckles. Besides that, a leather quiver with arrows with the shafts decorated with painted ornaments, fully preserved battle pick and a bow were buried in the coffin. Unexpectedly, the full-genomic analysis, showed that the individual was female. This fact opens a new aspect in the study of the social history of the Scythian society and perhaps brings us back to the myth of the Amazons, discussed by Herodotus. Of course, this discovery is unique in its preservation for the Scythian culture of Tuva and requires careful study and conservation. Keywords: Tuva, Early Iron Age, early Scythian period, Aldy-Bel culture, barrow, burial in the coffin, mummy, full genome sequencing, aDNA Information about authors: Marina Kilunovskaya (Saint Petersburg, Russian Federation). Candidate of Historical Sciences. Institute for the History of Material Culture of the Russian Academy of Sciences. Dvortsovaya Emb., 18, Saint Petersburg, 191186, Russian Federation E-mail: [email protected] Vladimir Semenov (Saint Petersburg, Russian Federation). Candidate of Historical Sciences. Institute for the History of Material Culture of the Russian Academy of Sciences. Dvortsovaya Emb., 18, Saint Petersburg, 191186, Russian Federation E-mail: [email protected] Varvara Busova  (Moscow, Russian Federation).  (Saint Petersburg, Russian Federation). Institute for the History of Material Culture of the Russian Academy of Sciences.  Dvortsovaya Emb., 18, Saint Petersburg, 191186, Russian Federation E-mail:  [email protected] Kharis Mustafin  (Moscow, Russian Federation). Candidate of Technical Sciences. Moscow Institute of Physics and Technology.  Institutsky Lane, 9, Dolgoprudny, 141701, Moscow Oblast, Russian Federation E-mail:  [email protected] Irina Alborova  (Moscow, Russian Federation). Candidate of Biological Sciences. Moscow Institute of Physics and Technology.  Institutsky Lane, 9, Dolgoprudny, 141701, Moscow Oblast, Russian Federation E-mail:  [email protected] Alina Matzvai  (Moscow, Russian Federation). Moscow Institute of Physics and Technology.  Institutsky Lane, 9, Dolgoprudny, 141701, Moscow Oblast, Russian Federation E-mail:  [email protected] Shopping Cart Items: 0 Cart Total: 0,00 € place your order Price pdf version student - 2,75 € individual - 3,00 € institutional - 7,00 € Copyright В© 1999-2022. Stratum Publishing House 464 IMAGES How much money luxury yachts cost is even more than you think Top 10 Expensive Yachts Owned by billionaires in 2021 Premium Selection: The 10 Most Expensive Yachts On The Market Mega Yacht Charter Cost More than 100 Luxury Yachts for Sale / Mega Yachts for Sale Most Expensive Yachts In The World: Top Contenders In 2023 VIDEO The Spectrum of Yacht Prices #mrbeast #beast Most Expensive Yachts Owned By Billionaires Mega yacht 55 m The Real Reason Formula 1 Drivers Live In Monaco Riva Luxury Yacht Touring the CRAZIEST MegaYacht in The WORLD With a 2 Story Pool! COMMENTS Mega Yacht for sale Mega Yacht pricing. 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