superyachts with sails

Top 6 Private Super Yachts with Sails

Yachts are an indulgence to have and be boastful about. The vessels are even defined as being items of luxury and come in dual propulsion modes – either as yachts with sails or as motor yachts. Irrespective of their propulsion mode, luxury yachts are a sight to behold, tempting one to take a voyage within their confines.

Detailed below are six sailing yachts which are owned privately. These yachts are singular among their sailing peers and can be regarded as being the best sail yachts in contemporary times.

1. PHOCEA: Put into operation in the year 1976, Phocea is a super yacht built by the well-known company DCAN. A custom-fitted yacht with sails, the Phocea measures over 75 metres lengthwise and has a beam of over nine metres with a draft of 6.13 metres.

A maximum of 12 patrons can be accommodated within the yacht which offers a maximum speed of 14 knots. Built with steel and aluminium as the main materials, the yacht was re-equipped in the year 2000.

  2 .  EOS: Another of the best sailing yachts is the EOS, constructed by Bremen-based Lurssen Yachts and put into operation in the year 2006.

A maximum of 16 patrons along with a 12-member crew can be accommodated within the yacht which measures 93 metres lengthwise, with a beam of 13.5 metres and a 5.5 metre draft. The vessel has been designed by Lurssen with its outer design carried out by the well-known Langan Design Associates, Inc. and interior designing carried out by the famous designer Francois Catroux.

3. SEA CLOUD: Sea Cloud is a sailing marvel of sail yachts. Built by Krupp Germaniawerft, the opulent sailing craft was launched in the year 1931 and underwent a detailed re-equipping in the late 1970s.

The craft’s outer designing bears the stamp of the famous Cox and Stevens’ hallmark. Measuring nearly 110 metres with a beam of almost 15 metres and a draft of over five metres, the sail yacht offers a maximum voyager accommodation of 64 people and a maximum crew of 60 members.

4. MIRABELLA V: A single masted variant of expensive yachts, the Mirabella V was put into operation in the year 2004. Built by one of the long familiar ship builders Vosper Thornycroft, Mirabella V stands at over 75 metres lengthwise, with a beam of almost 15 metres and a draft of almost 11 metres.

The sloop offers a maximum speed of 14 knots with a total sail spread of 36,000 square metres. The sails bear the Doyle Sails’ creation of Stratis while the famous designing company Ron Holland Design holds the laurel of designing the vessel’s inner and exterior domains. Mirabella V is custom-fitted and can be operated in any type of weather conditions on account of its superior and uber-luxurious amenities and fittings.

5. MALTESE FALCON: A three-mast marvel, the Maltese Falcon was built by the Perini Navy conglomerate and launched in the year 2006. The superyacht is known for its speed – a maximal of 18 knots – which allows the vessel to cross the Atlantic just within a fortnight (10 days).

The Maltese Falcon’s masts circumvolve and have a total of 15 sails spanning a total sail area of 2,400 square metres. In addition to its top-class sail aspect, the sailing yacht also boasts of a stellar cache of gadgetries for the 12 patrons it can easily accommodate. People aboard the Maltese Falcon can, in addition to enjoying the Falcon’s cruising, also enjoy activities like snorkelling and water skiing.

6. ATHENA: One of the biggest sailing superyachts to be owned privately, the Athena was constructed in the year 2004. A schooner with three masts, the Athena was built by the Holland-based conglomerate Royal Huisman as per the architectural framework of Pieter Beeldsnijder in collaboration with the firm Dykstra and Partners, the former also being the vessel’s exterior designer. The interior of the vessel meanwhile has been designed by Rebecca Bradley.

The Athena can house a maximum of 10 patrons and traverse at a maximum speed of nearly 19 knots. The superyacht has a length of 90 metres and was extensively re-equipped in the year 2008. Patrons aboard the Athena can scuba-dive and kite-surf along with experiencing the opulence of travelling in the luxury craft.

The best sailing yachts are so mentioned not because of their size or singularity in their construction. They have been rated by patrons and by enthusiasts worldwide who have seen and experienced the actual luxury of being aboard on one of these sailing wonders.

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• Digital Edition

Canova – The foiling superyacht designed for comfort

• Toby Hodges
• April 27, 2021

Not only the first foiling superyacht - or foil-assisted superyacht, but the first cruising yacht with a foil, the 142ft Canova is a groundbreaking project in so many ways, says Toby Hodges

Were you to somehow be teleported into foiling superyacht , Canova ’s palatial master cabin while under way – and let’s face it, many of us would like a sudden change of scene these days – you could be forgiven for thinking her owner doesn’t much like sailing.

For starters, it would seem remarkably quiet, thanks to the impressive insulation and a quiet ship system that ensures no unnecessary mechanical noise.

Then consider how surprisingly flat it feels for a monohull under sail, and not just because the generous berth you’re sitting on can gimbal.

However, once you look out of the considerable porthole, see the blue sea streaking past at over 20 knots and notice the orange plank of carbon fibre sticking out to leeward – which is serving to keep the boat a lot more upright than it should otherwise be – you’ll understand you’re actually aboard a truly state-of-the-art superyacht.

Lines and proportions are superb, hence it’s hard to gauge Canova’s size, and her long deckhouse blends in well. Photo: Baltic/Carlo Borlenghi

Anyone studying these pictures of Canova ripping along will quickly realise just how forward-thinking its owner is and how much he actually must enjoy sailing. Indeed, it can be argued that this yacht represents the present and future of cruising at speed and in utmost comfort.

Superyacht of the year

The 142ft/43m Farr design, launched from Baltic Yachts in October 2019, was conceived to be a powerful yet easily handled bluewater cruiser, capable of operating for long periods without specialist assistance.

It was commissioned by a serial yacht owner, who was also keen to minimise emissions by using hydro-generating electric propulsion. Canova was crowned sailing superyacht of the year winner 2020 at the World Superyacht Awards, with the jury commenting that it will “influence the future of sailing superyachts”.

Although this yacht teems with advanced technology throughout, you’ll notice little of it on boarding. You probably won’t even see the foil protruding while the boat is in port. The marvels of engineering have all been hidden behind a wonderfully luxurious cruising layout. Canova is a carbon epoxy wolf dressed in the finest lambswool clothing.

Demonstrating the foil, which retracts to the beam width of the boat. Photo: Baltic/Carlo Borlenghi

I was given a tour of the boat by her captain, Mattia Belleri, who project-managed the design and build over four years. I made the presumably common mistake of thinking Canova would be all about the foil, and while there are many integrated parts to that technological feat alone, I soon came to realise that the boat is full of innovative engineering, all aimed at creating a fast yet comfortable voyager.

Take the elegant, long and low deckhouse design for example, with its acreage of dimmable glass, which affords guests full protection and one-level living comfort.

Then there’s the inventive double deck design forward, which helps create room for a vast sail locker in which drums are stored for the furling foresails. And consider the diesel electric pod drive, which rotates to generate power while sailing.

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Canova employs the most sustainable tech the yard felt it could use to still ensure it would still sail safely round the world.

The design team is extensive, including Gurit and BAR Technologies, but a lot of credit is given to the owner for his initial and enduring vision. “Everything began in the summer of 2015, when the owner started this quest of merging new technologies, volumes conception and energetic efficiency into a yacht,” Belleri stresses.

Foiling superyacht, Trend or trailblazer?

But let’s first address the talking point feature of the boat: a foil on a cruising superyacht… really?

Let’s remember that when Canova was being designed, monohulls with foils were still only really discussed in cult circles. And while we’ve seen this scene explode in racing, to the point where a boat is boring if it doesn’t fly and miraculously challenge physics, we’ve yet to see any foils employed for cruising purposes at all.

To decide to go ahead and create a foiling superyacht shows serious confidence in the technology.

Hugh Welbourn’s Dynamic Stability Systems (DSS) foil design has proved itself on smaller boats including the Infiniti 46 and 36 over the last decade, and retrofits have been successfully made to existing race boats such as Wild Oats XI and Wild Joe.

Helm stations and sailing systems are concentrated around Canova’s raised andbeamy aft deck. Photo: Baltic/Carlo Borlenghi

The multi-million dollar question here, though, was always going to be whether such a system would work on a 150-tonne superyacht.

In theory, the foil, which protrudes 22ft/6.7m horizontally to leeward to add masses of lift, should create a paradigm shift in fast cruising comfort. It was predicted to reduce heel and help the boat reach in comfort at sustained high speeds.

In practice, during initial sea trials Baltic tested the DSS upwind in 20-24 knots of wind and found not only a VMG increase, but a heel reduction of 30%. “To put these numbers into context, it would take an extra 33,000kg in the keel bulb – the total displacement weight of an IOR maxi – to achieve the same heel reduction,” Baltic reported.

During Canova ’s passage across Biscay in winter, aftersales representative Sam Evans described the yacht as much easier to handle with the foil deployed, “as boatspeed averaged between 20 and 22 knots and topped out at 24 knots”.

The DSS foil has also produced a dramatic reduction in pitching motion – measured at 42% less during trials – an element with which the owner was particularly impressed. Gordon Kay of Infiniti Yachts, the company that markets DSS, describes it as “industry-changing comfort”.

Although it’s a significantly complex piece of engineering, Baltic wanted to make the casing and mechanism to move the foil as simple and reliable as possible. The Finnish yard constructed a full-sized dummy system before the foil itself was fashioned by ISOTOP to within 1mm tolerance tip to toe.

It is controlled using a system of rope pulleys led to a Harken captive winch and, remarkably, can be pulled in or out at up to 17 knots of boatspeed.

As Belleri demonstrates the system, pushing the button to make the fluorescent diving board extend silently outwards, he explains that they wanted length for maximum leverage, but that it had to be practical too, to allow other boats to moor alongside. The resulting appendage is the same length as Canova ’s beam, so although the foil doesn’t retract fully, it meets a straight line to the top of the topsides.

Myriad push-button controls, including for two sets of deflectors, helps allow short-handed control of a powerful yacht. Photo: Baltic/Carlo Borlenghi

After a season spent mainly in the Tyrrhenian, especially in the breezy area between Sardinia and Corsica, Belleri tells me Canova has clocked over 25 knots, “and reaches the early 20s fairly quickly”. He also thinks her light wind performance is incredible: “she can sail at 14 knots in 9 knots of breeze.” “She’s fast, stable, silent and always ready to thrill,” he enthuses. “The foil was aimed primarily at comfort, motion dampening and reduced heeling and it is impressive to see how easily all these points are achieved at the push of a button.”

More retractable appendages

Advanced engineering is employed below the waterline too, in the form of a lifting keel with trim tab and an electrically-powered propeller leg. The latter rotates 170° each way to greatly ease manoeuvring. When sailing, water flow can turn the prop to generate energy and charge the lithium battery bank.

Belleri reports that the regeneration numbers go beyond expectations: “We have been generating many times more energy than required to sustain the yacht’s operational consumption.

Imagine sailing along at high speeds in full comfort, with no noise, no gases and no pollution, in a zero emissions energy balance. It is incredible and a must-try experience.”

Baltic predicts that Canova is able to sail across the Atlantic “using all her systems without recourse to conventional charging using an internal combustion engine”. The composite specialist also points out that the yacht was always devised around bluewater cruising, which means being independent of specialist support.

This includes the ability for it to be serviced without being lifted out. Canova can take her own weight sitting on her lifting keel in the raised position and the skipper told me they also wanted to be able to sail with the keel up in shallow waters. A super duplex stainless steel fin was constructed, with the keel mechanism itself made by APM in Italy.

Hiding the sails

At first glance, the rig may appear relatively conventional. The carbon Rondal mast and boom has electric in-boom furling and Carbolink rigging. A 3.5m batten supports the head of the huge square-top main, which can pass between the flying backstays once reefed.

The closer you look, the more you start to understand that the rig set-up is a clever one for power cruising once sails are unfurled.

The 7m guest tender carries a 1,000lt bladder for fuel bunkering and is housed under the flush foredeck. The 4.6m crew tender stows aft. Photo: Baltic/Carlo Borlenghi

The mast is stepped only slightly forward of the keel trunk, which leaves a large foretriangle area with tack points on deck for storm jib, staysail, self-tacking jib, code and asymmetric sails.

The really neat part is how this canvas stows. The three furling code and asymmetric sails use underdeck drum stowage, all housed in a gargantuan sail locker. The two drums act like giant fire hose reels. “They allow us to hoist and drop the heavy [400kg] furling sails safely, using minimal crew,” Belleri explains.

“I wanted furling sails that were easy to manage,” the skipper continues. The idea is that six permanent crew can run and actively sail the boat around the world and can manage a big (1,200m2) gennaker downwind. The sail options also include a quadrilateral, twin-clewed headsail, developed with Infiniti Yachts to complement the DSS system, which has found favour with the crew for its wide performance range.

The foredeck is kept particularly clean thanks to the intelligent design of hiding a second deck below. This keeps mooring equipment, including capstans, cleats and warps, all away from view yet accessible. The captive winches are also contained here, all built in carbon, which equates to a reported 200kg weight saving on each of the eight winches.

A large portion of the space below the foredeck is reserved for the guest tender. A crane mounts on deck to lift the 1.5 tonne limo into the water. The 7m length of this boat was one of the driving forces for the yacht’s overall dimensions, as the guest tender is also equipped with a 1,000lt bladder to allow for fuel bunkering in remote locations.

This also means there’s a proper watertight bulkhead aft instead of a traditional garage. Instead, the 4.6m crew tender stores in the lazarette under the aft deck. The aft deck itself is high enough to give clear visibility from the two outboard pedestals over the deckhouse and forward. “The idea was to be able to see the jib furler from the helms,” says Belleri.

Influential design

The design and construction of the deckhouse is another standout feature that should influence the design of large cruising yachts in the future. Why? Because of how well it blends into the lines, how much comfort it affords guests, and how well-finished it is for what is a seriously complex piece of engineering.

The guest cockpit, which is fully-protected by the hard bimini extending from the superstructure, is on the same level as the decksaloon. It means the guests have an amazing amount of protected space to enjoy their surroundings with almost unhindered views.

The whole aft section of the roof is freestanding and incorporates side windows that drop down at the push of a button to let fresh air into the guest cockpit.

Dimmable glass is used on the coachroof windows and skylights, all highly UV-protective to spare the interior woodwork. Made by Vision Systems, the dimming level of each window is adjustable.

Electric windows can be lowered to increase fresh air in the guest cockpit. Photo: Baltic/Carlo Borlenghi

As well as incorporating all this glass, the structure and its central supporting bulkhead has to take the 24-tonne loads of the mainsheet track. The traveller stretches over the beam of the roof, which helps keep loaded sheets away from the guest area.

The styling by Lucio Micheletti here – and throughout the interior – is particularly tasteful. It is peaceful and in harmony with the design. The majority of the finish is in teak timber veneers and white panelling, making natural light the star of the show.

Canova ’s general accommodation plan is formidable for cruising purposes. The guest accommodation is all forward of the saloon and central bulkhead. The presumption when you walk into the forward cabin is that this must be the owner’s suite – it certainly feels large and luxurious enough.

This makes for a particularly pleasant surprise then when you find the real deal beneath the deck saloon – in the most sensible, central section of the yacht, which boasts the greatest beam with the least pitching.

The owner’s full-beam suite is located almost amidships where there is least motion. Photo: Baltic/Carlo Borlenghi

The owner’s 65m2 apartment features a gimballing island berth, the largest bathroom or ‘spa’ you could imagine on a sailing yacht, including sauna and carbon fibre bath tub, plus his and hers/walk in wardrobes and washbasin areas. The owners spend a lot of time aboard so the idea was to provide the most comfortable facilities possible.

The crew area is all located abaft the saloon, with a central galley and private access from the aft deck. It’s an excellent design for ensuring privacy between guests and crew, while providing the accessibility serving staff need.

His and hers changing and bathroom areas in the master cabin. Photo: Baltic/Carlo Borlenghi

The day heads and entrance to the engine room are at the foot of the companionway to the saloon. The bank of programmable logic controllers in the control room should warn you that this is no ordinary engine room.

An electric heart

The machinery room proper houses the remarkably compact 420kW propulsion motor, two custom 210kW Cummins generators and six banks of Alkasol lithium-ion batteries.

The benefits of choosing this electric-hybrid route over conventional diesels include less vibration, noise, smell, maintenance, fewer running hours and a fraction of the oil required. And it is much more efficient, because the high-voltage charges are quicker and the gensets never run unnecessarily.

The 750V DC system is supplied by batteries, shorepower or generators. The generators were custom-built in carbon housings to optimise size, weight and performance and can charge the battery bank in two hours. The engineer shows me how everything is controlled from a Toughbook screen, flicking a genset on with the swipe of a finger. Canova can run silently at 9 knots with only one generator running.

I notice how comparatively cool it is in here. The engine room is strictly temperature controlled to a max of 31°C (as opposed to a more conventional 50°C or so). The battery bank and powerful inverters are water-cooled and the gensets have built-in ventilation extraction units.

It also feels alien to be able to talk rather than shout with a genset running. A lot of attention was paid to insulation, particularly as we are only one bulkhead away from the owner’s cabin (the 9m foil running under his berth encouraged the yard to focus intently on insulation). Mounting the batteries vertically also reportedly helps with damping.

Canova is all about mixing comfort with high technology. Micheletti’s styling reflects this technological clean design. Photo: Baltic/Carlo Borlenghi

With such a large battery and electrical capacity, the need for hydraulics is reduced, hence less weight and fewer space-hungry cables. The flexible energy system used means that power can be generated from multiple sources. The captive winches for instance draw energy, but when you sheet out they also create energy that can be tapped.

Belleri says the owner wanted the electric-hybrid technology from the outset, but that it needed to be safe and reliable for bluewater sailing. The environmental side was one of the big draws.

“Superyachting is not a green industry so we tried our best to go that way,” the skipper explains. “But it’s not fully possible without gensets yet.”

Instead he feels that the combination of electric engine, inverters, batteries and generators gives them plenty of redundancy power for cruising. COVID may have put their cruising temporarily on hold, but Canova ’s crew is still gearing up to start a circumnavigation later this year.

Fast forward

We often see technology trickle down from the racing or superyacht sides of sailing, where the large budgets and thirst for technology abound.

Many of the big ideas employed on Canova have been around for some years, including DSS foils and the regenerating drive system. But it takes a bold project (and owner) such as this to integrate them practically before people really take notice.

Canova is like a giant Swiss Army knife: it has so many useful features it can pull out, which stow away to leave a graceful profile. I would go so far as to say the sheer quantity of intelligent design incorporated makes this as innovative a project as we’ve seen to date in the superyachting world.

It is actively using technology, design and engineering that may have a telling effect not only on sailing superyachts, but on many cruising yachts to come. Given a choice, Canova is certainly the boat I would choose to be beamed aboard right now.

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As each Superyacht has its own unique set of requirements, Doyle's team stands by ready to assist in developing the most appropriate solution for each yacht. As our Hall of Fame shows, over the years we have tackled many of the most unique challenges in the Superyacht market, and our personalized approach ensures that owners, captains and crews are completely satisfied with the final product.

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The type of superyachts best suited for you depends on the on-water experience you want. You may want power and speed, ensuring a motor-powered superyacht is right for you. Alternatively, you may want to feel the wind pushing you across the water, so a sailing yacht is best suited for your needs. In either respect, the most popular superyachts feature incredible amenities, top performance and exceptional design that allows them to retain their value for resale or charter.

When choosing the ideal superyacht, you – with the help of your broker – will weigh various options and features, including style, type of yacht, build pedigree, crew layout, facilities, décor and more. Whether you are looking for a large, modern motor yacht or a classically styled gentlemen’s yacht, Northrop & Johnson has a wide selection of superyacht types available for sale.

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This 525-Foot Superyacht Concept Is Powered by Solar Sails When There’s No Wind

The massive craft, named florida, is a floating love letter to the southeasternmost state., rachel cormack.

Digital Editor

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Norwegian superyacht designer Kurt Strand just can’t seem to get enough of The Sunshine State. Shortly after penning a menacing 436-footer known as Miami , he’s unveiled a stunning sailing superyacht concept called Florida.

The futuristic 525-footer is equipped with “space-age technology” that will allow her to sail off the coast of the southeasternmost US state and beyond without releasing harmful emissions. That’s largely due to the vessel’s ingenious sails.

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Florida is equipped with three carbon-fiber wing masts that each support a sizable 262-foot retractable sail. A cut above the typical canvas variety, these sails are covered with cutting-edge solar panels that automatically position themselves to capture the sun’s rays. This means when there’s no wind, Florida can switch into “solar sail” mode and run on sunshine.

Fittingly, the vessel’s interior was inspired by the Florida Keys.  Kurt Strand

Conversely, when the gusts are aplenty, the vessel sails along normally while the solar panels continue to capture clean energy that is then stored in a battery bank onboard. To ensure the sun-absorbing panels are always perfectly glossy, the vessel also features a built-in system that washes and polishes the sails each time they retract.

On the off chance that there’s no wind or sunshine, Strand says the superyacht can also run on a hydrogen fuel cell system. The vessel is fitted with hydro generators that produce power while the yacht is under sail. Again, this energy is stored in the battery bank and can be used to create hydrogen onboard the yacht. (There’s also a backup generator in case all that new tech fails.)

Aside from propulsion, Florida features a spacious layout and endless high-end amenities. Fittingly, the vessel’s interior was inspired by the Florida Keys and features a color palette of pastels that are synonymous with Miami. Sticking with the eco-friendly theme, the floors and furnishings are made from recycled materials and vegan leather.

The amphibious limousine tender can actually drive up onto the beach.  Kurt Strand

At the center of the vessel is a circular two-story lobby and bar where one can enjoy an Old Cuban cocktail. Elsewhere, there are 12 luxury suites that can sleep a total of 24 guests, plus cabins for 40 crew. Seafarers will also have access to a fitness center, cinema and spa.

Outside, meanwhile, there is a helipad on the foredeck, a large swimming pool aft, a beach club and a supercar garage. There’s also a huge selection of toys, including a 40-foot electric Beach Cruiser, an amphibious limousine tender that can actually drive up onto the beach, plus Jet Skis and off-roaders because why not?

We just have one request, can we get a Tampa superyacht next?

Check out more renders of Florida below:

Kurt Strand

Rachel Cormack is a digital editor at Robb Report. She cut her teeth writing for HuffPost, Concrete Playground, and several other online publications in Australia, before moving to New York at the…

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Bring supreme control and mastery to every situation. The joy of sailing a super yacht with Evolution Sails is something that must be experienced to be understood. If you demand the best, our proven designs and construction techniques deliver. We’ll strike the right balance between performance and durability to deliver you the best sailing experience possible.

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Each super yacht sail is hand-built for their owner in our Auckland loft and legendary ‘EM2’ membrane facility. Otherwise known as ‘the city of sails‘, Auckland has a rich maritime heritage and boasts twin harbours. We have the capabilities of building premium quality sails for any size of yacht. You can be assured that most talented people in the industry will be collaborating on your sail.

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When a sail is 700 metres square with a weight in excess of 500 kgs, you can imagine the incredible pressures that creates on the mast, and when things go wrong, they can go horribly wrong. Sail with confidence, our highest levels of service stem from a global hand-picked network of lofts and partners around the world that have the skills necessary to ensure you’ll have the best sails aboard your boat. We understand the loads and handling requirements associated specifically with large sails. Wherever you are in the world we can arrange for service repairs. Because when the loads are high, getting everything right matters the most.

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We create super yacht sails that are customised precisely to your needs in the way you like to use your boat. With improved shape retention for your bespoke super yacht sails, we take the time to find out what you truly want rather than telling you what you need.

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Find out how your next project could become another landmark in the annals of our history of super yachts that are beautiful to sail.

Our recent super yacht projects

CQS  – 100ft Bakewell -White Super Maxi

CQS is the result of a massive refit of the previously 90ft yacht Nicorette. The technical innovations that have been incorporated  push the limits of thepresent yacht design. CQS features a radical new bow shape and forward section, and lateral “wings” to support the much more powerful new rig. The maximum width is then carried all the way to the transom to widen the sheeting angles and maximize the use of the crew weight for stability.

In addition to the canting keel, CQS has a DSS aqua foil system, which uses a sliding board that runs across the boat for one side to the other, and protrudes from the hull just below the waterline. The board is deployed on the leeward, or downwind, side of the boat to give lift and added stability. The hull, in effect, becomes like an aeroplane with one wing. Evolution sails is proud to have been actively part of the boat development and have supplied all the sail inventory.

Cavallo – Baltic 141

Launched in 2003, Cavallo is a majestic 43-metre sloop, built in composite by the prestigious Finnish shipyard, Baltic Yachts. Luxury sailing yacht Cavallo features exterior design by the yard’s in-house team and Judel/Vrolijk, while her interior design is by John Munford.

All upwind sails on Cavallo are Evolution Sails Expedition Membranes.

The photo on the left has been taken during the famous Millennium Cup, the most prestigious superyacht race that takes place every year in the Bay of Islands, New Zealand.

Jacquelina – 87ft Bill-Dixon

Jacquelina  is an 87′ Bill Dixon-designed cruising sloop that just underwent a rig modification from the previous Aerorig. The new set of upwind sails include a Square Top mainsail and an overlapping furling jib, which are both Evolution Sails Expedition Membranes.

The photo on the left is from the first sea trial on July 2018. Evolution sails look great!

Cartouche – 95ft Blue Coast 

Designed by the renowned naval architectural office of Coste Design & Partners and built by reputed shipyard H2X, the Blue Coast 95’ heralds a new generation of high tech opulent sailing yachts.  With a length of 28,8m and a beam over the 12m the Blue Coast 95′ is certainly one of the most elegant luxury catamaran ever built.

Cartouche is built for ease of handling and fast cruising with a minimal need for crew. The Blue Coast 95′ is to date the biggest luxury sail catamaran to equipped with a fully automatic furling boom allowing safe and easy sail reduction.

In 2018, Evolution Sails supplied a new square top Element membrane Mainsail and a E-Tech Code Zero, greatly help the boat in its performance cruising, nicely powering the boat in reaching and light-wind upwind sailing.

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Yacht definitions: What is a yacht? And does it need to have sails?

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By far the most common question we get asked here at Motor Boat & Yachting is ‘how can you call that a yacht if it doesn’t have sails?’ Here we explain why a boat doesn’t need sails to be called a yacht...

What’s in a name? Quite a lot if you’re a yacht! Not only are the names of yachts a source of endless amusement, but by defining your boat as a yacht in the first place, you’re setting up certain expectations.

Yacht definitions: A brief history

Whilst boating for fun dates back to Ancient Egypt and possibly even further than that, the word yacht comes from the Dutch ‘jachtschip’, which means hunting ship. Jachts were originally a class of sailboat used in the 16th century to hunt down enemies of the Dutch Republic.

However by the 19th century the term ‘yachting’ had developed to mean recreational boating in general, and with the advent of steam boats, sails were no longer the only method of propulsion available to Victorian yachtsmen.

Article continues below…

World’s largest superyacht: Everything you need to know about 183m REV

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In the early 20th century (1904 to be precise), our humble magazine was launched under its original title The Motor Boat , but by the 1950s the ‘& Yachting’ suffix had been added to refer to the general pastime enjoyed by motorboat owners. We even reviewed the occasional motorsailer for those who liked to enjoy the benefits of both power and sail.

Today’s Motor Boat & Yachting is dedicated purely to powered leisure vessels from 25-125ft with the occasional foray above and below that when interest dictates. Current editor Hugo Andreae insists that he is ‘terminology agnostic’ saying, “I’m not bothered whether people refer to their boats as yachts, cruisers, power boats or gin palaces just so long as they enjoy using them. But for the record my 22ft Karnic is definitely a gigayacht!”

Editor Hugo’s Karnic 2250 is his family’s pride and joy, but should it be called a yacht?

What makes a yacht, a yacht?

Some would argue that a yacht has to have sails, and as we’ve seen, that was originally the case, but we here at Motor Boat & Yachting beg to differ, as its common to refer to large motorboats as motoryachts, superyachts or even megayachts without any expectation that they would have sails.

Others assert that a yacht should have to have a cabin in order for it to be fully considered a yacht, or that it has to measure at least 10m in length. If that’s the case then some longer narrowboats could be technically considered as yachts, although you’d be hard pushed to find anyone who agrees with that definition.

The final test for something to be considered a yacht is harder to pin down, but it is generally accepted that all yachts have to have a certain aesthetic or architectural appeal in order to earn this haughty moniker.

The advent of internal combustion in the 19th Century allowed motor yachts, like this fine example from Camper & Nicholsons, to be launched. Photo: Getty Images

Whether a boat is worthy of being called a yacht is clearly subjective, but there’s one thing we won’t budge over – it certainly doesn’t have to have sails!

If it’s sailing yachts specifically that you’re interested in, you won’t find many of them here, but we can heartily recommend our sister titles Yachting Monthly and Yachting World , who know much more about them than we do.

Bigger yacht definitions: Superyacht, megayacht or gigayacht?

Beyond the simple term yacht, there are a few other yacht definitions worth clarifying. The most commonly used of which is superyacht .

The debate still rages over what constitutes a superyacht. Any pleasure yacht with a load line length of 24m or more (not length overall or waterline length as is often misquoted) and a gross tonnage of 80GT is classified as a Large Yacht under MCA coding rules, causing a number of additional regulations to kick in, most crucially the requirement for the skipper to hold a commercially endorsed Yachtmaster Offshore Certificate. This is the closest thing to a technical definition of a superyacht.

At 180m Azzam is currently the largest yacht in the world, but an 183m gigayacht called REV is currently under construction in Norway. Photo: Wikimedia Commons

However, while this used to mean most leisure boats with an overall length (LOA) of 80ft or more fell into the Large Yacht category, yards have become so adept at designing bigger boats with a load line length of just under 24m that many craft with an LOA of 90ft or more still count as regular pleasure vessels.

For that reason some people prefer to use the simpler definition of a superyacht being any privately owned vessel with an LOA of 100ft or more. Even then some would argue that a true superyacht should be a custom built yacht of at least 35m or 120ft.

Such is the inflationary pressure on yacht sizes and terminology that the term superyacht itself has begun to lose currency among the yachting elite. Owners of craft over 50m now use the term megayacht to categorise their larger vessels, while the lesser-spotted gigayacht is reserved for yachts over 100m.

Fewer than 100 gigayachts have been built to date, making this the rarest of rare breeds. That said with the world’s largest yacht now measuring over 183m, it’s surely only a matter of time before the 200m mark will be broken and yet another term will be needed. Got any suggestions? Drop us an e-mail: [email protected]

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15 Extraordinary Superyachts Setting Sail In 2024

Posted: March 19, 2024 | Last updated: March 19, 2024

Breathtaking dream boats launching this year

Ready to discover the ultimate in nautical eye candy?

With the largest-ever superyacht poised to grace the high seas – and several other spectacular launches on the horizon – 2024 is tipped to be a truly unforgettable year for fans of floating palaces.

Click or scroll through to jump aboard the most hotly anticipated superyachts scheduled for delivery this year, from state-of-the-art explorers to a record-breaking model that's expected to cost a staggering $600 million. 

All dollar amounts in US dollars.

Custom YS 75 Hybrid: Cost unknown

Ushering in a new generation of high-end eco explorers, this expedition vessel from Damen Yachting in the Netherlands boasts a hybrid propulsion system for zero-emission cruising. For the uninitiated, a hybrid propulsion system uses two or more forms of propulsion, such as a biofuel or diesel engine combined with an electric machine.

As buyers become increasingly aware of environmental concerns, naval architects and yachtbuilders are devising green-leaning vessels that don't compromise on style, luxury, or performance. Damen is among the firms leading the way.

Designed by innovative London studio Michael Leach Design and engineered in-house, the 247-foot Custom YS 75 Hybrid has cutting-edge features, including a touch-and-go helipad and a crane for deploying tenders.

It can accommodate 24 crew members and up to 12 guests across six staterooms and boasts plush entertaining areas.

Due to launch early this year, the innovative vessel will also be the first private superyacht equipped with commercial-grade cultivation pods to grow vegetables, further adding to its eco credentials. As for the price tag? Damen is keeping it firmly under wraps...

Blue Marlin and Custom 78: Cost unknown

Admiral Yachts, owned by The Italian Sea Group, is delivering two sensational superyachts this year, according to Boat International : the 256-foot Custom 78 a nd 253-foot Blue Marlin (pictured).

Sleek and elegant, Blue Marlin's exterior and interior are both the handiwork of prestigious Dutch studio Sinot Yacht Architecture and Design.

The superyacht accommodates 12 guests in six staterooms and offers them a wealth of amenities, including a 19-foot swimming pool, a private spa, and a helipad. Its more sustainable credentials include a lower-emission diesel-electric propulsion system.

Precious little is known about Admiral's super-secretive Custom 78 project, as noted by Boat International .

It's known that the superyacht's exterior has been designed by Igor Lobanov, the Barcelona-based Russian nautical designer who's renowned for his futuristic, mega-streamlined creations. (An example of his work is shown here.)

Admiral has yet to disclose the price of either  Custom 78 or  Blue Marlin .

Project Toro: Cost unknown

Türkiye's Turquoise Yachts is getting ready to sign off the 259-foot Project Toro . It's actually running behind schedule and was supposed to be delivered last year.

With the exterior and interiors designed by British studio Harrison Eidsgaard – which is behind some of the world's most luxurious private jets, in addition to its portfolio of yachts – the end result will undoubtedly be a feast for the eyes.

Project Toro's neoclassical exterior is a real head-turner, while its interiors – which apparently include "a huge Neptune Lounge," to quote Super Yacht Times – have been described by the design team as "the definition of serenity and calm."

The fully customized beauty, which was sold in 2021 for an undisclosed sum, can comfortably fit 14 guests in its seven staterooms, as well as providing space for 21 crew members. Amenities onboard include a beauty salon, gym, and swimming pool.

Al Reem: Cost unknown

Formally known as  Silence , Al Reem is getting its finishing touches at the Bilgin shipyard in Türkiye's capital, Istanbul.

Spanning 263 feet, the superyacht showcases Bilgin's signature style – think razor-sharp exterior lines and a super-slender profile – with naval architecture by Turkish studio Unique Yacht Design. It's the third unit of Bilgin's 263 Series and the most advanced of the trio.

Silent by name, silent by nature: the superyacht was sold to a mystery owner in 2022 and the selling price hasn't been revealed. But it won't have come cheap, that's for sure.

Dreamed up by London's H2 Yacht Design, the modern interiors of the boat whisper quiet luxury. The eight suites (including three VIP cabins) can collectively accommodate up to 12 guests, and there's space for 18 crew members. Al Reem's amenities are top-notch too, with the beach club, gym, and movie theater just some of the standout features.

Project Vento: Cost unknown

Just weeks after Project Toro was sold in 2021, Turquoise Yachts found a buyer for Project Vento . As is the case with Project Toro , the identity of the owner and the price tag have not been divulged.

At 285 feet long, Project Vento is the largest superyacht ever built by Turquoise, with the company teaming up with long-time collaborator London's H2 Yacht Design to work on the boat's esthetics. The result? A distinctive two-tone white and blue exterior with soft, flowing lines.

The interiors are just as eye-catching, with the superyacht boasting a wealth of features.

For the billionaire who has everything, there's a helipad that can also be used as an outdoor movie theater and basketball court. But the pièce de résistance  has to be the incredible 21-foot glass-sided swimming pool on the lowest deck.

Project 1012: Cost unknown

With the venture cloaked in mystery, Feadship hasn't released any renders of Project 1012 and has yet to disclose information about the team behind it.

Based on images of the vessel undergoing trials in December 2022, Megayacht News has speculated that it could be traditional in design and may feature a beach club. However, these details won't be confirmed until the superyacht is delivered sometime this year – so watch this space...

Project 1012 is another Feadship superyacht that's slated for delivery in 2024.

The shipyard is being particularly secretive about the vessel, with details extremely sketchy. While we know that the superyacht is 300 feet long, further information about the vessel is next to non-existent.

Project JASSJ: Cost unknown

Spanning 338 feet, Project JASSJ  is the third-largest of the show-stopping superyachts German shipbuilder Lürssen is delivering in 2024.

Sold in 2021 to an anonymous buyer for an undisclosed price, the superyacht features exterior and interior design by RWD Design. American firm Moran Yacht & Ship is overseeing the build.

Fantastically spacious, Project JASSJ can accommodate 22 guests in 11 staterooms.

Lürssen isn't holding back when it comes to amenities, promising an "industry-leading" beach club, as well as a swimming pool, deck Jacuzzi, top-end gym, and elevator, along with a state-of-the-art helipad and side-opening tender garage.

105 Explorer (NB-729): Cost unknown

Hot on the heels of delivering the 367-foot Renaissance (NB-724) , the largest ever yacht crafted in Spain (and shown here in all its glory), Freire's Galician shipyard is set to complete another whopper:  105 Explorer (NB-729) , which comes in at 344 feet.

Renaissance  has been described by Burgess Yachts as a "temple of leisure" and "sanctum of tranquillity." But 105 Explorer (NB-729) is more about adventure than relaxation...

The superyacht may be kitted out with all the classic creature comforts but, as a roving expedition vessel, the emphasis is on performance rather than amenities.

Reflecting other high-end shipbuilders, Freire has chosen to keep the price of the superyacht a secret in the interest of client confidentiality.

Ace 21: Cost $150 million

Ace 21 is one of four show-stopping superyachts that Germany's Lürssen is delivering this year.

Extending over 256 feet end to end, the glamorous vessel spans five decks – the superyachts we've covered so far have just four – and has been designed to provide five-star relaxation in the world's most idyllic locations. It can accommodate up to 14 guests and a crew of 24.

Lürssen, which has taken care of the naval architecture, has reportedly designed the superyacht so it can cruise closer to shorelines and dock alongside paradise-style beaches and coves.

Ace 21 is all about relaxation – and its designated wellness zone, complete with an extensive spa, beach club, and deck Jacuzzi, combine to make it the perfect place to kick back, millionaire style.

SuperYachtFan reports the vessel was ordered by an unnamed individual who's said to be a prominent figure in the yachting world. The site pegs Ace 21 's price tag at $150 million and estimates annual running costs could stretch as high as $15 million.

Project 825: Cost $186 million

On the other hand, the asking price for Feadship's Project 825  has been revealed.

Due for delivery later in the year, the 249-foot superyacht is currently available for $186 million via Burgess Yachts.

Newly-built vessels of this size and caliber are usually custom orders, so it's rare for one to come on the market. The yacht is likely to be snapped up by a member of the super-rich elite who doesn't have the patience to wait years for a bespoke job .

The turnkey superyacht, which is getting its finishing touches at the Feadship Royal Van Lent shipyard in the Netherlands, has a slick two-tone exterior by Feadship's De Voogt Naval Architects. Its chic interiors are courtesy of Parisian design house Gilles & Boissier.

Project 825 has six staterooms with space for 12 guests, who'll have their every whim catered to by 17 crew members. Among its key selling points are an awesome glass-bottomed swimming pool and a private VIP terrace that boasts its own Jacuzzi.

There's also a sauna, deck gym, games room, and touch-and-go helipad, as well as an elevator. 

Project 712: Cost $200 million+

Feadship is practically churning out superyachts at the moment, with multiple deliveries scheduled this year. Project 712 is among them.

The 272-foot vessel features an exterior design by Feadship's De Voogt Naval Architects. Unlike the aforementioned Project 825 , however, the interiors are the work of top Dutch firm Sinot Yacht Architecture & Design, not French studio Gilles & Boissier.

Because Feadship is selling Project 825 , the price has been revealed – but Project 712 's cost is being kept firmly under wraps. Given its larger dimensions, it's likely to be even more expensive than its sister vessel.

The superyacht has space for up to 10 guests across its five cabins, according to YachtCharterFleet,  and comes equipped with a wealth of billionaire-worthy amenities, including a beach club, a gym, and a deck Jacuzzi.

Project 821: Cost $200 million+

The biggest Feadship superyacht launching this year – not to mention the largest the Dutch company has ever built – is  Project 821 , which spans 390 feet.

Feadship is being as secretive about this superyacht as it is with Project 1012 , with very few details known about it. 

The exterior design is characterized by soft lines, and there's a capacious beach club to the rear of the superyacht that leads down to a swimming platform... And that's all we know. 

Both the buyer and the price of  Project 821 are being kept hush-hush, though the superyacht is likely to have cost considerably more than the smaller Project 825 , which is on the market for $186 million.

Project Deep Blue: Cost $450 million

The second-biggest of Lürssen's four superyachts expected to launch this year, Project Deep Blue may not be delivered to its owner until 2025, according to several expert forecasts.

Details about the project are scant. Even the final length of the superyacht is uncertain, but it's believed to measure at least 427 feet.

No doubt the owner is delighted with the sophisticated exterior design, which bears similarities to Lürssen's Ahpo (now named Lady Jorgia).  

SuperYachtFan reports Project Deep Blue is expected to accommodate 24 guests and a crew of 45. It estimates the vessel would cost a staggering $450 million, with punishing yearly running costs of $45 million. The website has vaguely identified the owner as an Indian or Chinese billionaire.

Project Luminance: Cost $500 million (£392m)

The biggest of Lürssen's four show-stopping superyachts hitting the water in 2024, Project Luminance spans a whopping 475 feet, making it almost as long as three Olympic-sized swimming pools.

The superyacht was originally slated for completion last year, but the delivery date has since been put back. A masterpiece of nautical design, Project Luminance wows thanks to its exterior by Monaco-based Espen Øino and equally elegant interiors by French studio Zuretti Interior Design.

Project Luminance is estimated to accommodate as many as 24 guests across 12 opulent staterooms. Amenities are fantastically lavish, with the vessel reportedly boasting two helipads and a massive swimming pool, which comes complete with an adjacent dip pool.

Reported to cost in excess of $500 million, Project Luminance was commissioned by Rinat Akhmetov, the richest person in Ukraine.

A report in The New York Times in 2022 suggested Akhmetov was considering selling the vessel in light of Russia's invasion of his home country. Still, it appears the billionaire might have decided to keep it for now. And who can blame him?

Somnio: Cost $600 million (£470m)

Putting this year's other launches firmly in the shade, Somnio spans a colossal 728 feet, making it the largest superyacht ever built.

The world's first "yacht-liner," this $600 million floating palace for the mega-rich is billed as "the most exclusive address in the world" and will cruise the planet's iconic yachting destinations, from Monaco to French Polynesia.

Somnio features 39 luxe private residences and a wealth of "six-star" amenities, including an enormous resort-style swimming pool, premium spa, opulent movie theater, gourmet restaurants, 10,000-bottle wine cellar, and a library.

Nearing completion at Norway's Vard shipyard, the six-deck nautical extravaganza is a collaboration between Somnio, Fincantieri, and Vard, while Tillberg Design of Sweden and the UK's Winch Design have looked after the interior design.

The potential occupants of the 39 apartments are being carefully hand-picked. On offer are units with two to four bedrooms, with the option to fully customize them with the likes of a gym, personal kitchen, library, and more.

Those lucky enough to get a Somnio invite can expect to pay from $22 million to secure a cabin in the elite vessel, with service charges likely to be sky-high too.

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The advances and future of sailcloth

Superyachts are sailing harder and faster than ever before. Ten years ago, when big boats went racing, they weren’t so much racing as sailing around a racecourse in an orderly fashion.

Today superyachts are being raced hard, and part of the reason for that is the advance in rig technology. Masts are made out of carbon, not aluminium; nitronic rod rigging is being replaced by composite rigging; and sail construction has advanced in leaps and bounds.

As superyachts have increased in size, so the loads on the sails have increased exponentially. Sailmakers have brought all their experience and technology from the racing scene – the America’s Cup and the Volvo – and applied it to the design and construction of superyacht sails.

The scale of some of these projects is breathtaking. For example, one of the reacher sails built for S/Y Twizzle has a foot length of 32m. That’s longer than some superyachts. These are exciting times for superyachts, but with any progress comes risk. With high loads, crew safety is a real concern, and in this article we consider the merits of some different kinds of rig configuration.

Maltese Falcon lit a new path with her revolutionary clipper rig, which proved safer and easier to handle than most conventional sail plans. Meanwhile, in the America’s Cup, BMW Oracle’s wing rig has inspired Wally yachts’ Luca Bassani to develop his own wing rig, which he claims could make superyacht sailing safer and faster.

Advances in sail technology have filtered through to superyachts, with string sails replacing more traditional panel sales, although some sailmakers question whether this has been a step backwards. In the America’s Cup, race teams are prepared to throw sails away after just a few hours of competition. Lightweight sails may be fast, but they don’t last. Surely superyacht owners should expect greater longevity from their sails, but perhaps that will require a change in regulations, maybe a specification of minimum cloth weight, for example.

Then again, you can’t stop progress, and nor would you want to. Sail technology is advancing as rapidly as ever, and perhaps the next generation of string sails will address some of the problems of longevity. For example, North Sails believes that its new 3Di technology will soon replace 3DL as the standard among performance racers.

Developed for Alinghi in the lead up to the 2007 America’s Cup, 3Di offers a big step up in terms of performance. It’s less stretch for a given amount of weight. Will the superyacht world choose the extra strength, or the lighter weight?

String vs panel: durability vs performance

Longevity is an issue in superyacht sails. It’s not that sails can’t be built to last, it’s that racing exerts such a big influence on the superyacht scene that it shapes the decisions owners and skippers make about what sails to buy. The so-called string sails, such as North’s 3DL technology, have been the strong trend of the past decade, with traditional panel sails beginning to look a little out of fashion.

However for some sailmakers, fashion is taking too much of a precedence over practicality. Bob Phillips is the owner of Doyle Sails in the US Virgin Islands. ‘The string sails have such a short life, our market here in the Caribbean is durable sails, trade wind cruising sails. We like to build a product that will go numerous times around the world for you, not sails that will wear out in a season.’

Mike Toppa of North Sails believes modern sails are delivering the goods in terms of performance, but agrees with Phillips that more could be done to create more durable sails. Neal MacDonald, the professional sailor who crewed on Highland Fling, also voices his concern about the use of such lightweight cloth. He reckons it’s probably going to take rule on minimum cloth weight for anything to change.

Ultimately it’s up to owners or skippers to decide what they want from their sails, and not to be led too much by fashion. Scott Zebny of North Sails Palma wonders if there has been too much progress for progress’ sake.

‘For a long, long time we built superyacht sails out of Spectra panels. Compared with string sails, the Spectra panel sails are much less sensitive to the environment, either in terms of humidity or temperature,’ says Zebny. ‘So that’s why you see a panel Spectra or Spectra carbon sail lasting significantly longer than any sort of string sail.

‘Spectra carbon sails are now considered kind of old-fashioned but they are very durable and reliable. I’m just getting ready to build a new mainsail for Adela as a replacement for her previous Spectra carbon sail which was built in 2000. It’s 10 years old, it’s getting tired, but it’s still going.’

Zebny says some of Adela ’s other Spectra sails are even older, up to 12 years old. He believes the industry should be more responsible in pointing out the benefits of panel sails. ‘Everybody is kind of saying “well that’s old fashioned, you don’t want to sell that to customers,” but in reality, the vast majority of boats out there should have panel Spectra or Spectra carbon sails, because they only have to replace them every five or six years instead of every three or four years.

‘In the meantime, it’s a question of how do we make 3DL sails last longer,’ says Zebny. ‘We’re always working on it and we are making slow gains and are seeing more and more Superyacht 3DL sails last four to five solid years, but there’s an underlying principle of how they are put together.

‘You can throw a lot more glue at them but we’ve seen a competitor’s 2D string-type sails come to the loft that are heavier than the Spectra carbon panel sails because they’ve used tons of glue and thicker films and all that stuff. It reaches the point where you ask yourself, why wouldn’t you just do a panel sail instead?’

To illustrate the point further, Zebny tells a story about one of his colleagues at North Sails, Tom McLaughlin.

‘He’ll say to somebody, “write a cheque for another set of sails and tell me what date you’d be happy handing me this cheque. If you want that date to be four years from now and you want some really nice looking low-stretch, high-performance, lightweight sails, then you want to go for 3DL. But if you’d rather not write that cheque for five or six years, then go the panelled route – Spectra carbon or whatever’s right for your boat”.’

Headsail developments

Headsail technology has taken big leaps forward in the past decade. Upwind, big overlapping genoas have given way to smaller, non-overlapping jibs. Downwind, powerful sails such as gennakers and Code 0 reachers are no longer a rarity, they are becoming the norm.

Most of the advances are down to superior sail-handling systems, making it easier and safer to fly big sails without putting the crew in jeopardy. The latest developments such as top-down furling have only become possible with advances in composite cable technology.

North Sails’ Scott Zebny says the move from permanent stays to removable, lightweight stays is transforming the way they use staysails.

‘The big development is to have delivery staysails or racing staysails that you can pull up and down. This means that when you are sailing normally you don’t have to have a stay there so that you can tack the boat normally. On the big superyachts, if you’ve got a forestay you can’t really just tack the sail around the stay. You can – but what happens is that lazy sheet rubs across the furl of the staysail and just chews holes in it.

‘When you see the bucket races and you see boats with a normal, permanent Reckmann furler for their staysail stay, you typically see them furl the headsail until the clew is in front of that stay, tack the boat and then unfurl it again. So it’s slow manoeuvring. The detachable stay changes all that.’

The detachable stay has only become possible as lightweight composite alternatives have started to replace wire.

‘In the old days you had big 1:19 wire, like on Endeavour in 2000,’ says Zebny. ‘In 2001 we had a Yankee staysail on a metal stay and the thing weighed a tonne. If you tried to bring it forward and hook it in, you got tossed around because it’s so heavy the momentum of the stay lifts you up off the deck.

‘Now these things are so light it’s so much easier to handle. I think in the superyacht world that’s the big development, more than the actual sails themselves.’

Another big development is the use of halyard locks to secure sails in their flying position, eliminating the stretch of the halyards, which are now used purely for lowering and hoisting sails. This makes it possible to keep the luffs of headsails under greater tension, although again Zebny offers a caveat:

‘The downside is that it’s nice having that halyard as a shock absorber and now without the halyard and the head of the sails locked off, the shock loading is a lot harder on the head of the sail. It’s not a major problem, it just means we need to make sure the sails are strong enough in the high-load areas to cope with the added stress.’

Downwind sails

In terms of the downwind sails, the development of Code sails is one of the most significant. Originally developed for the Volvo Ocean Race, these are asymmetric sails, not as full or as deep as a gennaker, but easier to set and forget.

Some race-oriented yachts might have two Code sails, a Code 0 and a Code 1 for different downwind angles, but most have just one, as storage space tends to be at a premium.

Zebny says the Code 0 is becoming increasingly popular in the racing scene.

‘What we are seeing is a lot of boats in the 30-35m range where you build a Code 0 type sail that furls around the furling cable and that’s a lot easier to handle than pulling a snuffer up and down, or a lot less risky because it’s a much more controlled process to furling and unfurling the sails than hoisting and lowering a snuffer on a spinnaker.

‘So a lot of boats, like Hyperion, have a Code 0-type Cuben fibre sail, and they use it all the time in the Med. When they are on trips when they are trying to go light air downwind, it’s a great sail to pull out and use because it’s much safer and much less likely to get you in trouble than a snuffer and a spinnaker.’

High-clew reaching sails

Just as Maltese Falcon ’s clipper rig drew her inspiration from times past, Robbie Doyle, owner of Doyle Sailmakers, believes that for better and more efficient reaching sails, we should also be looking to the past.

‘We’re seeing a lot of people using blade jibs with a low-cut clew, which is fine for sailing upwind,’ he says. ‘But if you’re doing any real ocean sailing and reaching you really need to have a higher-clew sail, which we’ve actually just built for the superyacht_ P2_.’

High-cut clews may look old-fashioned, but Doyle says they work: ‘I think our focus on the racing is so big – everybody lines upwind and you can see how different they are, and the high-clew sails are ineffective on that point of sail. But as soon as you’re reaching, the higher-clew sails are fabulous.

‘The sail gets out of the way from the mainsail and you can trim the whole sail effectively. If you have a low clew and not a wide enough boat, you can’t really trim the top of the sail at the same time as you’re trimming the rest of the sail effectively. And then when you do trim it, you can’t get it out of the way of the mainsail enough, so you end up overtrimming the main.’

An added benefit is the reduced loading on the higher-cut sails. This means they’re easier to use and they last longer, says Doyle. ‘The loading from the high-clewed sails comes way down. That’s one reason why all the old boats have high clews and why they broke the sailplan up into multiple sails. They didn’t have the fibres and the construction techniques that we have today.’

Wally Omer Wing (WOW)

Luca Bassani has always been ahead of his time. The president and founder of Wally, his minimalist approach to luxury yacht design has redefined the landscape, and now he wants to redefine rigs and sails for superyachts.

He first conceived of the Wally Omer Wing (WOW) 10 years ago. ‘The wing sail had proven its incredible advantages on racing multihulls, and we wanted to simplify and develop a system for cruising yachts,’ he explains.

Wally used a 10m boat to test the concept, but then joined forces with ex-fighter pilot and sailing enthusiast Ilan Gonen who had embarked on a similar project to develop his own version of a wing rig: the Omer Wing Sail.

‘I discovered that there are many similarities between flying and sailing, between airplanes and boats,’ says Gonen. ‘The most remarkable one is the use of lift force. So I asked myself, why do we try to make the sails look like wings, and why don’t we just use wings instead?’

Having combined the best of both concepts, the WOW rig uses a freestanding mast with carbon fibre frames, which support and give shape to the fully battened 3DL sail cloth, which effectively consists of two mainsails that combine to create a wing shape.

The BMW Oracle wing rig was quick, but it was also a logistical nightmare

There are two booms – one forward of the mast, and one aft – and between the two booms there is a hydraulic ram which controls the trim and camber of the wing.

‘We think this is the future,’ says Bassani. ‘It could apply to any boat because it is easier to achieve much higher performances, much easier to manage, and it’s going to last longer because you don’t have the sail flapping around.’

The project had been dormant for a while, but when BMW Oracle’s wing proved so devastating in 2009’s America’s Cup, Bassani was straight on the phone. ‘I called Ilan and I said “this is the moment”, because right then everyone was watching and they could see the power of the wing.’

The BMW Oracle wing rig was quick, but it was also a logistical nightmare, particularly lifting the delicate wing in and out of the boat. Bassani believes his rig provides the solution.

‘This sail is going to be as easy to reef and to take down as any other sail,’ he claims. ‘You have fewer sails, fewer manoeuvres, just one sheet and one control for the camber of the sail; a deeper camber for reaching or flatter camber for sailing upwind.’

Bassani has been testing the concept on two Elan 37s, trialling the WOW rig against a conventionally rigged boat, and claims a 10 to 15 per cent performance gain on most points of sail. He also claims to have generated serious interest from potential customers.

‘We have one client who wants to build a 30m yacht who is interested in this kind of rig,’ he says, ‘and also a preliminary project working with a very big multihull on which the only solution would be to have this kind of rig, because conventional sails would be too big or dangerous to handle.’

Safety issues

Advances in technology have enabled superyachts to grow bigger, sail faster and race harder than ever before. But with progress comes an increase of risk, both to equipment and sailor, as was seen on day one of the Loro Piana Superyacht Regatta in Porto Cervo in June 2010. A snapped jib sheet on the Dubois 45m Salperton IV resulted in one of the crew being hurled against the boom and severely injured.

Salperton’s owner, Barry Houghton, commented, ‘Maybe it is a wake-up call. Everyone has been getting more professional and aggressive. A good example: the first day we were coming down with all the chutes up. If you came to one of these regattas eight years ago only 30 per cent of the boats would have had a chute!’

If you take America’s Cup technology to go to the extreme, there’s a lot of that that you can transfer to these boats which actually makes them easier to sail

Jens Christensen, director, North Sails Denmark

Part of the reason why more superyachts are carrying chutes is because technology derived from the grand prix racing world is trickling down to the superyachts, making them easier to handle and making it possible to carry more sail.

For Jens Christensen of North Sails Denmark, such progress is a double-edged sword: ‘There’s no question we’re pushing the boats harder and harder. A lot of designers and sailors are starting to understand that if you take America’s Cup technology to go to the extreme, there’s a lot of that that you can transfer to these boats which actually makes them easier to sail – the right equipment, the right blocks, and so on – which certainly makes things doable, but then when things get doable, everybody is pushing the limit again.’

Zebny of North Sails Palma says 3Di is a big advance from 3DL, but warns of the associated risks of upgrading to a much stronger sail cloth.

‘The sails are so much less stretchy that we are seeing hardware fail,’ he explains. ‘It’s like when we went from Dacron sails to Kevlar sails, when we saw tack fittings and shackles and halyard breaking. Now we are seeing some of that same thing again in the race world, because the sails don’t give.

‘On the one hand that’s bad because you can break stuff, but on the other hand you are taking the energy and turning it into boat speed rather than just stretch.’

So it’s a matter of applying the right technology to the right place.

‘You wouldn’t take a 20 year-old 30m yacht and just stick some of these sails on there and not have a good look at what halyards he’s using,’ Zeby adds. ‘But, provided you take a good look at the rest of the equipment on board, you would probably be OK putting 3Di sails on.’

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Shipman 80. Photo © Nicolas Claris

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Concert promoter Live Nation is getting into the ultra-luxury cruise business — see what it'll be like on weeklong superyacht sailings starting at $3,000 a person

• Live Nation's Vibee is getting into the ultra-luxury cruise business.
• The music event curator says it'll charter two superyachts for three weeklong Croatia cruises this summer.
• Like other vacation operators, Vibee says it's seen increasing demand for cruise and yacht-based trips.

Forget concerts — Live Nation wants music fans to start going on yacht vacations .

In 2023 and amid a boom in experiential travel , the entertainment company established Vibee, a music-based event curation arm. Less than a year later, Vibee has already executed affairs like a weekend Bahamas getaway headlined by singer Lionel Richie and a three-day Cabo San Lucas, Mexico party featuring DJ Tiësto.

Now, it's moving off-land and to the high seas with its new segment: Vibee Yacht Club.

This summer, Vibee says it'll charter two superyachts for three weeklong Croatia itineraries that are set to be, of course, centered on music.

Vibee is capitalizing on yet another increasingly popular concept: themed cruises.

Themed cruises can vary vastly, from Star Trek-centered sailings to itineraries helmed by famous comedians. And as of late, many of these niche voyages have been selling out faster than ever before.

Themed cruise operator Sixthman's November 2023 hip-hop itinerary sold out in less than five days with no publicly announced lineup.

Similarly, Vibee's first cruise, the 2023 EDSea — a wordplay on the electronic dance music festival Electric Daisy Carnival, or EDC — was fully booked in three days, again with an undisclosed lineup.

Armed with EDSea’s success, Vibee wants to dive deeper into the cruise segment — this time with a luxurious spin.

"We see the desire for cruise and yacht experiences continuing to rise," Harvey Cohen, president of Vibee, told Business Insider, echoing sentiments of the cruise industry's booming demand.

And not just the mass-market players: Over the last year, luxury cruise lines have also seen a rise in interest.

In its fourth-quarter earnings report from February 2024, Norwegian Cruise Line Holdings said its two high-end brands, Oceania and Regent Seven Seas, had both seen "strong demand."

The latter had launched its latest $517.9 million luxury ship a few months prior, complete with caviar and a $6 million art collection.

Luxury cruises and superyachts aren’t known to be super-affordable.

Vibee says it's chartering the 141-foot-long Lupus Mare and nearly 161-foot-long Prestige for its three yacht sailings.

Vibee Yacht Club's cheapest option starts at $3,100 per person for a two-person cabin. Comparatively, EDSea's 2024 itinerary starts at $1,405 per person for a double occupancy interior cabin.

Yet, it could be a bargain for some superyacht fans: Weeklong charters for Lupus Mare start at about $71,000 a week, according to YachtCharterFleet.

Everything is better on a yacht. Champagne? Tastes better on a yacht. Cruises in general? Better on a yacht.

Going to an international music festival? Well, Vibee thinks it would be better to stay on a yacht than in a hotel.

On July 13, the first itinerary would start on day two of Ultra Europe, a popular three-day electronic dance music festival in Split, Croatia.

Following the event, the two yachts would sail to three Croatian islands before concluding in Hvar, Croatia. Along the way, the itinerary would include daytime swims, a sunset winery visit, and several parties (day and night).

Unsurprisingly, Vibee expects the itinerary to draw in younger travelers, specifically Gen Zers and millennials.

Lupus Mare is set to be chartered for two more itineraries: “Rock the Med” and “Marafiki on the Adriatic.”

A three-person cabin for both starts at $3,500 per person.

On Rock the Med, the week is set to begin with VIP tickets to a Lenny Kravitz show at the historic Pula Arena.

Afterward, it would sail to Croatian destinations with an itinerary that would include beach excursions and clubs.

Marafiki on the Adriatic isn’t centered on a single music event.

Instead, the roundtrip Split itinerary would feature on-board musical performances, daily yoga, "cultural outings," and, of course, beach clubs.

A bonus trip to Sonus Festival, a five-day rave, is an optional add-on.

Like a typical luxury cruise, travelers would have preorganized water taxis, chefs to prepare daily breakfasts and lunches, and all the yacht amenities.

The 20-cabin, 40-guest Prestige flexes indulgences like an indoor lounge, a hot tub, and a sundeck with plenty of beds.

Meanwhile, the 15-cabin, 34-guest Lupus Mare has comforts like a sauna and gym.

Travelers could wind down in the yacht's movie theater or hot tub. Or, they could take a slide into the water.

It’s no surprise Vibee is going the more sumptuous route with its itinerary-focused yacht concept.

" Revenge travel " might as well be known as "regular travel" at this point: People have continued to spend big on extravagant vacations, especially on luxury small cruise ships and trips planned around experiences and adventures.

Both are niches Vibee is trying to carve out for itself: Looking ahead, the new brand is already planning more music and sea-based vacations, Cohen told Business Insider.

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See Meta CEO Mark Zuckerberg's brand new 287-foot superyacht

The 287-foot yacht, called 'launchpad' cost $300m.

SEE IT: Mark Zuckerberg’s $300 million new superyacht

Billionaire Mark Zuckerberg, founder and CEO of Facebook parent Meta, gifted himself a $300 million superyacht named ‘Launchpad’ as his net worth nears $200 billion. Credit: Dutch Yachting

Mark Zuckerberg reportedly rewarded himself with a luxurious gift: a $300 million super yacht.

The billionaire Meta Platforms CEO reportedly purchased the 287-foot vessel with the name Launchpad, according to The Sun and New York Post. 

FOX Business reached out to Meta Platforms and a Zuckerberg personal spokesperson for comment on the vessel.

Mark Zuckerberg's 387-foot long superyacht, Launchpad, sits at Port Everglades in Fort Lauderdale, Florida, this week. (Romain Maurice/MEGA / Mega)

The vessel reached America a few days ago, cruising into Fort Lauderdale’s port in the Sunshine State, according to Business Insider. Prior to that, it had recently completed its first-ever official sailing.

MARK ZUCKERBERG RAISING CATTLE WITH DIET OF BEER AND NUTS

In photos, the dark blue-hulled Launchpad appeared to have multiple decks.

Superyacht Times pegged its gross tonnage at about 5,000. It can reportedly sail as fast as 24 knots.

A view of the side of the Launchpad superyacht. (Dutch Yachting)

Feadship, a well-known yacht builder headquartered in the Netherlands, constructed the superyacht.

Only 70 motor yachts measuring over 100 meters currently exist, according to BOAT International. Some are believed to belong to other members of the three-comma club.

JEFF BEZOS, LAUREN SANCHEZ ENJOY SUN, SUPERYACHT

The Sun reported the 118-meter Launchpad came at a nine-figure cost.

The Launchpad superyacht sailing.

Zuckerberg has amassed a personal fortune that, according to Forbes, sat around $178 billion as of Thursday evening.

He has Meta Platforms, the corporate parent of Facebook, Instagram, Whatsapp and Threads, to thank for that. He co-founded Facebook about 20 years ago.

MARK ZUCKERBERG'S HAWAII PROPERTY TO FEATURE GIANT UNDERGROUND BUNKER, TREEHOUSES: REPORT

"20 years ago I launched a thing," he wrote on the platform in early February. "Along the way, lots of amazing people joined and we built some more awesome things. We’re still at it and the best is yet to come."

He has identified artificial intelligence and the metaverse as long-term focuses of Meta Platforms.

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