That’s One Ambitious Maiden Cruise

Sanlorenzo’s first 140-foot Explorer yacht, Moka, crosses the Atlantic Ocean to America

Italian yacht builder Sanlorenzo says its first 460 Explorer yacht, the 140-foot Moka, has completed her shakedown cruise and maiden voyage. Moka logged more than 5,600 miles including a 19-day transatlantic trip to meet her owner in the United States.

The 460 Explorer debuted at the Monaco Yacht Show this past fall. She is a five-deck design with a steel hull, aluminum superstructure and volume of 460 gross tons. Her superstructure is farther forward than on conventional yachts, leaving space aft for the type of larger tender and toys that expedition-yacht owners typically prefer. With tenders deployed, the space becomes a guest relaxation area with a counter-current swimming pool.

Moka’s main deck houses the owner’s suite, while five additional staterooms and a gymnasium are on the lower deck.

The transatlantic cruise began just a few hours after Sanlorenzo delivered her and included 19 days straight of cruising at an average speed of 12.5 knots. Her 1,320-horsepower Caterpillar C32 Acert engines reportedly have the ability to go even farther on her fuel capacity, with a range of 4,000 miles at 11 knots.

Watch for more 460 Explorers soon: Sanlorenzo has already sold four more and has them under construction.

Learn more about the design: visit www.sanlorenzoamericas.com

http://www.yachtingmagazine.com/thats-one-ambitious-maiden-cruise#page-3

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Classy Cruiser

Riviera 57 Enclosed Bridge

 

About 15 years ago, I spent a summer season running a Riviera 40 Convertible. It was my first experience with the Australian-based builder. I took that boat up and down the East Coast, fishing far-flung bluewater waypoints. Every marina I stopped at, people asked me, “Who built that?”

She was a pleasure to be aboard, from her clean, flowing lines and stout, solid fiberglass hull form to the flawless high-gloss teak interior and first-rate fit and finish throughout

Riviera 57 Enclosed BridgeYou have two robust options of engines with the 57. Twin Volvo Penta IPS diesels (725 hp or 900 hp) provide pod-drive power while twin 1,000 hp Caterpillar C12.9 diesels are the straight-shaft option

So I was excited when I saw this builder’s latest: the 57 Enclosed Bridge , a formidable vessel that sits in the middle of a seven-model line ranging from 43 to 77 feet length overall.

Riviera 57 Enclosed Bridge

Some things haven’t changed, such as Riviera’s commitment to constructing high-quality, built-for-the-sea craft with solid fiberglass hulls and collision bulkheads forward, while other elements have evolved for this 57 Enclosed Bridge.

For instance, this boat comes with either pod drives or straight-shaft power options. Both can be set up with joystick controls. There’s the expanded use of glass, including hullside windows that offer great vistas from the full-beam master stateroom. One of my personal favorite touches is the flip-up window from the salon to the cockpit, allowing for effortless conversation with guests both inside and outside. With an aft-galley layout, that window is a great pass-through to the L-shaped mezzanine seating and table for happy-hour hors d’oeuvres.

For more go to

http://www.yachtingmagazine.com/classy-cruiser-riviera-57-enclosed-bridge?cmpid=enewsh032516&spPodID=030&spMailingID=25067584&spUserID=Nzc1MDgyOTY5OQS2&spJobID=764010157&spReportId=NzY0MDEwMTU3S0#page-4

 

A Detailed Look at Benetti’s 11-11

Benetti Yachts in Italy launched the 207-foot superyacht 11-11 (also known as FB265) in 2015. The yacht’s owners have just allowed the release of all kinds of interior and exterior photography, giving us an unprecedented look at 11-11 from countless angles.

Jeff Brown’s many great images of the 207-foot superyacht, for more go to

 

http://www.yachtingmagazine.com/benettis-11-11-superyacht?cmpid=enewsh032516&spPodID=030&spMailingID=25067584&spUserID=Nzc1MDgyOTY5OQS2&spJobID=764010157&spReportId=NzY0MDEwMTU3S0#page-14

Applelec Yacht Creating Illumination For Helidecks

Unique lighting for yacht helipads

Increasing in popularity from our range are the custom made illuminated helidecks. With less certification restrictions on ‘touch and go’ helipads, the illuminated inlays offer numerous creative possibilities, adding a unique and personalised quality to yacht helipads. Upon consultation and through our expertise, we can advise as well as discuss with you various options to help meet your requirements and create helideck illumination, which is HCA certified. Get in contact to find out more.

Floorlights Offer A Personalised Touch, alll Floorlights are made to order.

A stylish option for creating feature pieces, Floorlights are produced to any shape specification and with a wide range of colour options available, the made-to-measure lighting adds a bespoke touch to yacht designs. Homogenously illuminated, the light inlays can be applied to the interior and exterior and due to their high durability and accessibility, offer a practical solution for deluxe yacht illumination. Find out more

Princess Poole and Applelec Yacht Partner in Exciting New Developments

Applelec Yacht is pleased to be a part of Princess Poole’s development, with its sales centre distributing Applelec Yacht’s lettering products. Applelec Yacht has supplied Princess Poole with three signs for their head office in Salterns Marina, Poole. Each sign consists of mirror polished stainless steel lettering, with opal acrylic and illuminated sides, which further refelects Princess Poole’s professionalism and complements the company’s brand. Discover our product range.

Darren Thrower, International Project Director

+34 678 346 656+34 678 346 656 | darren.thrower@applelecyacht.com | www.applelecyacht.com

 

These modern tools are a great equalizer for ameliorating sketchy situations.

Simrad NSS12evo2 is a 12-inch, touch-screen-enabled multifunction display with features that make using it as intuitive as playing with apps on an iPad. It’s also as fast as a modern-generation personal computer, making it a great asset when you need information quickly.

The Everglades night was inky black and the anchorage desolate when Don and Denise Bermant’s problem arose. They had cruised Blue Pearl, their brand-new Fleming 65, up Florida’s Little Shark River, and the Utah-based couple realized they had less brine than anticipated under the keel in the outgoing tide. Their only option was to weigh anchor — a time-consuming task even for a fully crewed yacht — and they had to do it fast, all alone. The Bermants had taken up boating in 2010 with the purchase of their first yacht, a Fleming 55, and had racked up considerable hours on both yachts’ engines, but they now had to pull off a flawless series of moves, lest they risk discovering the hard.

Fortunately, Blue Pearl is well-appointed with a bleeding-edge selection of now-generation Furuno equipment, as well as a FLIR thermal-­imaging camera and a Carlisle & Finch Co. spotlight. The couple confidently tapped a few touch-screen-enabled multifunction displays (MFDs), fired up their yacht’s engines and windlass, and slipped out of the emptying waters, their worries allayed by a top-notch marine-­electronics inventory.

“If you think about it, without all of this equipment, how difficult would it have been to move up a narrow river in the middle of a dark night?” Denise Bermant wonders even today. “Without the plotters and radar and the FLIR, it would have been an impossible thing for us to do.”

Don Bermant adds with a laugh: “We didn’t even have to do much cursing at each other, so it worked out pretty well!”

Marine electronics often get slapped with the bad rap of being expensive black boxes, yet talk to any boater who has tangled with pea-soup fog, pitch-black horizons or “heavy-metal” crossing situations, and it’s obvious modern electronics are the great equalizer. Forget about stationing a crew member on the bow to listen for a faintly tolling bell buoy; modern radar, AIS, thermal-­imaging cameras, sounders and redundant GPS units are all designed to defrock fear from navigational situations.

Next, pipe all of this data, plus the vessel’s instrumentation information, across a shared data backbone (e.g., NMEA 0183, NMEA 2000 or an Ethernet network) and into a series of networked large-screen MFDs (or black-box MFDs tethered to touch-enabled marine monitors — or both), and the situation quickly becomes one of — to borrow Denise Dermant’s words — “video-­game driving.”

Simrad BSM-3 sonar module is the manufacturers new dual channel broadband setup that uses CHIRP technology to provide crystal-clear, high definition imagery down to 10,000 feet.

MFDs are often the most-used piece of equipment at the helm. While their navigational capabilities haven’t changed fundamentally in several years, the level of technological refinement, improved user interface, faster speeds and greater processing power make now-­generation MFDs a considerable upgrade. “We’re using the new equipment like our old gear, but we’re getting more information, faster,” says Capt. Bryce Garvey, who runs the Garmin-equipped Merritt 72 Georgie Girl. “It’s like upgrading your smartphone. … It’s the quickness in which the new MFDs respond: You can’t confuse it. It thinks as fast as I do.”

Capt. Mark DeBlasio agrees. He runs Simrad MFD systems on a 60-foot, Ritchie Howell-­designed, Carolina-style sport-fisherman. “It’s very user-friendly, really fast and menu-driven,” he says. “I can zoom in and out without any redraw delay, and I have a continuous chart moving over the screen. Also, the data bars give [me] a tremendous amount of information.”

Garmin VIRB cameras are WI-FI enabled and allow you to capture onboard, underwater and ashore adventure imagery

For Garvey and DeBlasio, speed, reliability and rock-solid performance are essential, especially for fishing tournaments. “A lot [of our success] is staying on top of the right [bottom] structure,” says DeBlasio, who has reeled in almost $1 million of purse money during the past few years. “Simrad’s Insight Genesis [cartography] is great, as the contours are what we fish, and it makes it easy to stay within our target depth.”

Having the ability to target specific fish changes the game for anglers. “The gear is an edge,” Garvey comments. “We wouldn’t have confidence without confidence in our electronics.” Garvey points to Georgie Girl’s CHIRP-enabled Airmar transducers as some of his most important tools. “I’ll yell out to the guys, ‘15 to 20 seconds!’ and 30 seconds later the marlin is in the spread,” Garvey says. “These ‘ducers let you call the shots.” Additionally, Georgie Girl uses Garmin’s new Wi-Fi enabled and waterproof VIRB cameras to look at underwater dredges and to create video references for later use.

“I call it cheating,” says Joe Vezzosi, owner of a Simrad-­equipped 2015 Contender 39 ST, about his new sounder’s side-scanning capabilities. “You can see what [a] wreck actually looks like, you can pinpoint its location, and you can see its orientation. It’s a big advantage.” Another advantage, Vezzosi adds, is CHIRP-enabled sonar, which was a new technology for him since receiving his Contender. “If you’re a guy who doesn’t have a lot of fish-finder experience, CHIRP really makes it easy,” Vezzosi says.

“There’s no learning curve.”

For more information go to

http://www.yachtingmagazine.com/human-element?cmpid=enewsh111815&spPodID=030&spMailingID=24024918&spUserID=Nzc1MDgyOTY5OQS2&spJobID=681790623&spReportId=NjgxNzkwNjIzS0


 

Fighting Hackers with the Stars

U.S. Navy celestial navigation

Quartermaster 2nd Class Stephanie Hudson looks through a marine sextant aboard the USS Ronald Reagan.

U.S. Navy photo by Photographer’s Mate 3rd Class Kevin S. O’Brien

It’s been nearly 20 years since the United States Naval Academy taught celestial navigation to midshipmen, but new concerns about cyber-attacks on ship computers and GPS systems has instructors once again showing students how to use sextants to read the stars.

According to the Capital Gazette, the Navy ended all celestial navigation training in 2006. It was reinstated during officers’ training for ship navigators in 2011, and it is now going to be part of the training for enlisted ranks.

“We went away from celestial navigation because computers are great,” Lt. Cmdr. Ryan Rogers told the Capitol Gazette. “The problem is, there’s no backup.”

Why did the Navy stop teaching celestial navigation at all? Because the U.S. military controls 31 satellites that each circle Earth twice a day to support, among other things, GPS on ships.

More pilot programs are happening: ROTC students in Philadelphia; Rochester, New York; and Auburn, Alabama began learning celestial navigation this fall.

Read the full report: click over to the Capitol Gazette

The Sunseeker 86

86-yacht

The drive from my Suffolk home on England’s east coast to Sunseeker, which is based in Poole, Dorset, on the southwest coast, is four hours minimum without activating any speed cameras. (And there are lots in this part of the world.) At 8 o’clock on a mid-October morning at Sunseeker House, hot coffee and a bacon roll restored a suitable enthusiasm for the day, as did an unexpected break later in the heavy, dark clouds that the short-range shipping forecast had suggested were going to be particularly nasty. In the end we enjoyed Indian summer sunshine for the duration of our morning with the builder’s 86 Yacht. And while my morning had been fairly ordinary, this Sunseeker proved herself completely the opposite.

Never mind the unarguably bold, and to me quite stunning, profile that’s pure contemporary Sunseeker; the really interesting bit lies beneath the vessel’s waterline. Sunseeker designed the 86 Yacht from the keel up to deliver serious cruising flexibility. Conceived by the builder’s longstanding in-house naval architect Ewen Foster, this yacht’s hull form is a hybrid. It can deliver the usual Sunseeker planing speeds, but it’s a little bit deeper in the forefoot and a little flatter aft, which helps deliver more efficient displacement and semidisplacement performance. The transom deadrise is 17 degrees. By comparison, the 88 Yacht she replaces in the Sunseeker lineup had a transom deadrise of 20 degrees.

The hull is produced by a two-part mold that was created in-house from a two-part milled plug. This split-mold approach has nothing to do with performance, but is more to do with yard practicalities when it comes to moving the tooling around. Unlike many other builders, Sunseeker still bangs the wet layup drum. None of its hulls and superstructures are vacuum-infused, despite the advantages and successes — including lightness, strength and increased efficiency — competitors have had with such techniques. Sunseeker says it prefers its method to avoid print through issues in the vessel’s gel-coat finish.

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THE NEW BOSS

Phil Popham recently became Sunseeker’s chief executive officer. Much of his career was spent in senior roles within parts of what is now Jaguar Land Rover. Most recently, he was group marketing director.
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The 86 Yacht is capable of impressive top-end speeds, but her hybrid hull offers long range too. And with a relaxing sun pad like this one, who’s in a hurry?
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LIKE A ROCK: STABILIZERS ON BOARD

Sunseeker is testing a new stabilization system on the 86 Yacht. Thus far the builder has worked with most mainstream stabilization players such as TRAC, Side-Power Vector Fins and Seakeeper. The first four 86 Yachts will get pairs of Italian company CMC Marine’s 6-foot-6-inch Electra stabilizer fi ns, which claim a 60 to 65 percent roll reduction. These will be evaluated over a season or two. Sunseeker won’t support a new system without clear evidence, and such trials are a first step. From Hull No. 5, Sleipner Vector Fins will be installed as standard instead; they will then be part of a complete hydraulic installation that includes Sleipner Side-Power thrusters, bow and stern. The Vector Fins could actually increase speeds slightly over a finless hull because pinching them together a little increases lift aft, boosting speeds and softening pitching.
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A standard main deck configuration delivers the usual combination of an aft lounge, an amidships dining area and an enclosed or open galley.
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When it comes to joinery, the high-gloss-tosatin ratio is about 50:50. All combinations of American walnut are popular with owners, and other options include bleached and yellow oaks, with cherry quite popular in the

Asian market. More exotic selections like ebonies, zebranos and bamboos are popping up more often too.
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Belowdecks space allows for four staterooms with the owner’s suite able to be placed aft or amidships. Staterooms can be set up as a media room, a wellness room, a sauna or a cinema.
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THE NEW BOSS

Phil Popham recently became Sunseeker’s chief executive officer. Much of his career was spent in senior roles within parts of what is now Jaguar Land Rover. Most recently, he was group marketing director.
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The drive from my Suffolk home on England’s east coast to Sunseeker, which is based in Poole, Dorset, on the southwest coast, is four hours minimum without activating any speed cameras. (And there are lots in this part of the world.) At 8 o’clock on a mid-October morning at Sunseeker House, hot coffee and a bacon roll restored a suitable enthusiasm for the day, as did an unexpected break later in the heavy, dark clouds that the short-range shipping forecast had suggested were going to be particularly nasty. In the end we enjoyed Indian summer sunshine for the duration of our morning with the builder’s 86 Yacht. And while my morning had been fairly ordinary, this Sunseeker proved herself completely the opposite.

Never mind the unarguably bold, and to me quite stunning, profile that’s pure contemporary Sunseeker; the really interesting bit lies beneath the vessel’s waterline. Sunseeker designed the 86 Yacht from the keel up to deliver serious cruising flexibility. Conceived by the builder’s longstanding in-house naval architect Ewen Foster, this yacht’s hull form is a hybrid. It can deliver the usual Sunseeker planing speeds, but it’s a little bit deeper in the forefoot and a little flatter aft, which helps deliver more efficient displacement and semidisplacement performance. The transom deadrise is 17 degrees. By comparison, the 88 Yacht she replaces in the Sunseeker lineup had a transom deadrise of 20 degrees.

The hull is produced by a two-part mold that was created in-house from a two-part milled plug. This split-mold approach has nothing to do with performance, but is more to do with yard practicalities when it comes to moving the tooling around. Unlike many other builders, Sunseeker still bangs the wet layup drum. None of its hulls and superstructures are vacuum-infused, despite the advantages and successes — including lightness, strength and increased efficiency — competitors have had with such techniques. Sunseeker says it prefers its method to avoid printthrough issues in the vessel’s gelcoat finish.

Specifying the engines for a hull like this is a crucial decision. Four engine options, all MTUs, are available: twin 1,380-horsepower 10V2000 M84s or twin 1,659-horsepower 12V2000 M84s, both of which are derated, or twin high-performance 1,622-horsepower 10V2000 M94s or 1,950- horsepower 12V2000 M94s. However, it is also worth mentioning that all of the aforementioned engines will soon be replaced by versions that comply with the latest EPA Tier 3 and IMO Tier II requirements with in-engine technology, and IMO Tier III requirements using SCR exhaust-gas after-treatment. Whatever the engine designation, the selection should depend on your cruising requirements, not top-speed vanities.

With the more powerful M94 ratings, the topspeed options are 27 knots with the 10Vs (which is what Hull No. 2, our test boat, had) and 31 knots with the larger 12Vs. But that’s not the interesting call. There is little difference in high-speed cruising ranges — 488 nautical miles at 2,200 rpm and 22 knots, or 468 nm at 2,200 rpm and 26 knots — the range does vary significantly at slow-speed cruising speeds. It is 1,430 nm at 1,200 rpm and 10.4 knots for the 10Vs; 1,188 nm at 1,200 rpm and 12 knots for the 12Vs. If you slow down a bit, she will make 1,753 nm at 1,000 rpm and 8.5 knots or 1,456 nm at 1,000 rpm and 10 knots, respectively. Long-range cruising enthusiasts will surely appreciate the 86 Yacht’s performance versatility.

With the derated diesels, the top speeds of 10Vs and 12Vs are 24 knots and 27 knots, respectively. At 10 knots, the 10Vs are spinning at 1,000 rpm and the range is around 1,450 nm with a total fuel burn, including generators, of just over 18 gallons per hour. At a virtually identical 10-knot cruise and 1,000 rpm, the 12Vs burn nearer 19 gph and deliver a 1,380 nm range. Those are long legs.

Slow-speed cruising is the real luxury with this yacht. During our test on that semiblustery autumn morning, our 86 delivered the predicted 26-knot top speed and was suitably agile for a lady of 147,400 pounds half-load displacement, but the best bit was the cruise home at just 10 knots. I was at the helm all the way back to the yard from the outer reaches of Poole Bay, at least 10 to 15 nm at 10 knots, and had time to appreciate the scenery, not least Brownsea Castle, which lies a mile from the yard and serves as one of the world’s most obvious landmarks just inside the entrance to Poole Harbour. This channel winds to the north with trot lines along the way and the sun on riverside hills, fields and some of the envy- provoking waterside properties around the exclusive Sandbanks area of Poole. The spot is probably as close as England gets to having its own Fort Lauderdale — not very close, but still pretty posh. That hour-and-a-half cruise was bliss. I would have been happy with another 1,400 nm or so like that.

The base price of a Sunseeker 86 Yacht with the biggest 12V engines is just under 3.9 million pounds (about $6 million at press time), whether spec’d with the M84s or M94s. But specify the least powerful 10Vs, and again either the derated M84s or M94s, and the basic price drops to a whisker under 3.6 million pounds (about $5.6 million at press time). Then, once all the usual options are totaled up, expect to see another 10 percent or so more added to the final bill, excluding taxes; that’s the average that extras cost.

One recent client pushed options about as far as imaginable with a production yacht. The fourth and fifth 86 Yachts will be based in the Seychelles. One will serve as a support vessel for the owner’s two 230-plus-foot megayachts. The other will be a dive boat with the main salon certified as a wet deck and an editing suite aboard to process underwater video.

During our test in mid-October, little more than a month after the 86 premiered at overlapping boat shows in France and the United Kingdom, 19 had already been sold, totaling 18 months’ worth of orders and delivery slots now pushing into early 2016. All of those are “Euro-spec” boats, although bound for various regions of the world.

Ironically, despite all the sound arguments for derated engines and displacement and semidisplacement cruising speeds — all of which Sunseeker flagged as desirable in market research and focus groups — all the boats sold thus far are contracted with high- performance M94s. As the saying goes, “You can lead horses to water, but you can’t make them drink.”

By Phil Draper Photography by Joe McCarthy
For more information go to
http://www.yachtingmagazine.com