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The Skimming Superyacht
- By James Boyd
- August 6, 2024
For those who appreciate waterborne technological marvels, the details that slowly emerged from Baltic Yachts of a top-secret project—what appeared to be a 111-foot-long fully foiling race boat—had us salivating. Would it be like Roberto Lacorte’s foiling Flying Nikka but twice the size? How many race line honors and records might it scoop up? What kind of daily mileage might such a beast achieve? All good questions, with answers to come in due time. The extraordinary all-carbon Raven certainly has its race boat traits: an AC75 foil configuration, sleek lines from Finnish stylist Jarkko Jämsen and naval architects Botin Partners, and a high-caliber crew, but those behind the project say that it is not a race boat. They prefer “the ultimate performance superyacht.”
Since the beginnings of yachting, there have been all manner of yachts that might have been described this way, from the early America’s Cup challengers and J Class, Robert Miller’s Mari Cha III and IV to Gianni Agnelli’s Extra Beat and the more recent supermaxis like the ClubSwan 125 Skorpios , or even the 219-foot ketch Hetairos , to name but a few. Yet none before Raven have ever combined such extreme performance hand-in-hand with this much style and luxury. With the high-end composite-work and fit-out that one would expect from Baltic Yachts, Raven truly sets a new benchmark for fast superyachts. As Raven ’s owner says: “We just wanted to do a superyacht, but a fast one with foils; to try to do something different; and with an interior that you can sit inside, and is comfortable and nice.”
While Raven does have a similar articulating foil arrangement to the AC75s, the boat is not designed to fully break free of the surface. Instead, like IMOCAs, its optimal sailing condition is “skimming mode.” Its giant foils are designed to reduce its displacement by up to 40 or 50 percent. As Raven ’s sailing team manager Claes “Klabbe” Nylöf explains: “It is a displacement boat with the asset of having the foils. The foils are like a turbo boost.”
Similar to Lacorte’s 60-foot racing foiler, Flying Nikka , Raven also has a modest fixed keel, albeit with a groundbreaking carbon-fiber foil, so, unlike AC75s, its lifting foils are not additionally ballasted. Rather than elevators on the twin rudders, interceptors fitted on the transom provide fore and aft trim. For those unfamiliar with these, they are essentially powerboat technology comprising a large plate (or several plates, in Raven ’s case) that can be lowered by 30 to 50 mm. At speed, these generate lift at the transom, pushing the bow down. They are rare, but not unique, in the sailing world. For example, a single large interceptor plate was fitted to Mike Golding’s Ecover 3 IMOCA 60 for the 2008 Vendée Globe.
Yacht-racing pundits took one look at the first photos of Raven and assumed it would be gunning for line honors in the major offshore races or attempting to break records. But neither is true—in the short term, at least. Raven ’s owner already has an impressive fleet, spanning a 414-foot Lurssen superyacht down to a ClubSwan 36 that he enjoys sailing doublehanded in his native Sweden. In between, Raven ’s intended present use is as a daysailer. The owner very much enjoys sailing his mighty boat at blistering speeds, but as important to him is Raven ’s ability to stop somewhere nice where he can relax and enjoy life on board. He also enjoys being involved in the innovation that Jämsen, Botin Partners, he and the team have incorporated into their 111-foot skimming masterpiece.
One of Raven ’s most interesting technical aspects is its structure and the vital figure of its maximum dynamic righting moment, as decided between Botin Partners, Southern Spars, and Pure Design & Engineering. To give some idea of the numbers involved with Raven , its righting moment with water ballast only and no foils is 100 tons per meter, and with foils and no ballast it’s 180 tons per meter. The issue with Raven is that it is oh so tempting, and so easily possible, to exceed limitations, at which point the weakest link will be found and extreme catastrophe could well result. Naturally, there are all manner of alarms to warn of this, at which point Raven is depowered simply by dumping the mainsail. This predicament has been known and considered on superyachts and especially large racing multihulls for decades, requiring a sympathetic approach to how they are sailed, so it is fortunate that Nylöf has previously skippered ORMA 60 trimarans, while Raven ’s hugely experienced French captain, Damien Durchon, has also been captain on Comanche and a regular hand on both Mari Cha III and IV as well as Hetairos .
While it is tempting to think speed, speed, speed with Raven , comfort is also important to the owner—not just when moored, but underway too. Fully foiling racing boats, with their massive accelerations and decelerations, are among sailing’s least comfortable yachts, requiring crews to don crash helmets and body armor. This is not the case on board Raven . Due to its weight and inertia, it has moderate acceleration and only ever sails in displacement or semidisplacement modes. Water ballast provides righting moment upwind and, when down-speed, the foils provide minimal lift, and they also can be used to stabilize the boat in rough conditions. Off the breeze at speed when the foils are operating, they have the effect of locking the boat to the water, reducing pitching and heeling. The flaps on each foil can also be used as lateral trim tabs to dial in more lift to leeward, thereby reducing heel from, for example, 25 to 5 degrees, again improving comfort. However, this also encourages bow-down trim, which in turn can be countered by adding water ballast or increasing lift from the interceptors. Figuring out how best to combine all these variables (not to mention the rig setup and sail combinations) for differing wind conditions and sea states is an ongoing project, with the aim of automating many. This would enable Raven to be sailed with reduced crew for cruising and deliveries (from the 16 crew that Durchon expects will be their typical number when sailing properly).
As ever with large, fast boats, peak speeds are of little interest (especially because they would involve exceeding structural limits). However, high average speeds are desirable. Raven is already sitting on speeds of 25 to 27 knots and has topped 30 knots. Once fully optimized, in the right conditions, 600-plus miles per day is realistic, making it one of the world’s fastest offshore monohulls, and certainly the fastest on which there is a fully stocked bar, a washing machine and so much more.
At the opposite end of the spectrum, speed in light winds has also been considered. Botin Partners’ Adolfo Carrau says that in the light, both foils can be raised. It will be rare not to have one deployed, and in this configuration, Raven benefits from a narrow waterline hull with a chine that causes it to rapidly gain stability when heeled.
The boat’s light weight is vital to reaching optimal skimming state in the least amount of wind, and while Raven has amenities from air conditioning to a fully fitted-out galley, Jämsen’s interior is otherwise supremely light in order to achieve an overall displacement of roughly 50 tons (i.e., only marginally more than the 100-foot nonfoiling Leopard 3 and Wally Cento superyachts). In achieving this, Jämsen has been highly creative. For example, composite decking, as you might find on a TP52 cockpit sole, is used below—not just on the floor, but also as a wall covering. There is much use of rattan-covered carbon-fiber frames for ceiling panels, while Jämsen has not feared making features of the tech. For example, two hydraulic rams operating rig functions are located on either side of the washbasin in a guest cabin.
On deck, Raven has twin cockpits—the working cockpit aft for the crew, including twin steering positions, while forward is a giant guest cockpit. Here there is yet another of Raven ’s great features: The guest cockpit is open to the elements, but if it starts getting wet, the cockpit’s entire aft half folds up and over, dropping down over the cockpit’s forward half to form a large doghouse.
- More: Print Summer 2024 , Racing , Sailboat Racing , Superyachts
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By SuperyachtNews 22 Sep 2023
Superyacht racing returns to New Zealand
The new zealand millennium cup announces a number of new entries set to join the 2024 edition….
One of the world's most iconic, and southern, superyacht sailing regattas is returning with new entrants in 2024. Brand new to the racing is 60 metre Perini Navi, Perseus^3, with race watchers excited to see her unique features - including the tallest carbon fibre mast built and extensive sail area - put to use on the Auckland race course.
“Perseus^3 was built to race specification and we’ve enjoyed building her reputation on the course across the world’s great superyacht regattas. With a race crew which has become known for its spirit and camaraderie, we’re looking forward to bringing Perseus^3 to New Zealand’s waters and letting her show her ability during the New Zealand Millennium Cup,” says Burger van der Walt, captain of Perseus^3.
It will join other early entries to the race including Royal Huisman’s Sassafras, the crew of which is competing after the regatta’s two-year hiatus.
“The team on Sassafras is excited at the prospect of racing in the New Zealand Millennium Cup after a two-year hiatus. The Waitemata Harbour and Hauraki Gulf offer a world-class sailing venue, with the backdrop of the City of Sails, home of the holder of the America’s Cup. We look forward to competing with visiting yachts and crews, to make the New Zealand Millennium Cup 2024 the best yet,” says Matt Lovett, captain of S/Y Sassafras.
Joining the race for the first time will be a fleet of multihulls. With a resurgence of cruising activity in the South Pacific, and growing numbers of the superyacht fleet forecast to arrive in the next seasons, this multihull class is set to offer a new aspect to the regatta’s racing with strong interest from Kiwi owners.
The regatta will take place from 23 to 26 February 2024 and will be raced on Auckland’s waters for the first time since 2013. It will form part of 2024’s inaugural Moana Auckland Festival; a celebration of the integral role of the sea in Auckland’s cultural and economic life.
The entry form and notice of race are available online now at millenniumcup.com. The regatta is comprised of New Zealand Millennium Cup, Multihull, and Corinthian divisions, with the role of principal race officer filled by Harold Bennett.
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52 Super Series
Valencia 52 super series royal cup.
September 23rd – September 28th | Valencia, Spain
52 SUPER SERIES LIVE STREAM
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Leaderboard
Puerto portals 52 super series sailing week.
| Pos | Team | R1 | R2 | R3 | R4 | R5 | R6 | R7 | R8 | R9 | R10 | Penalty Points | Total | |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Gladiator | 3 | 1 | 10 | 5 | 1 | 2 | 6 | 10 | 2 | 40 | ||||
| Platoon A. | 1 | 2 | 4 | 1 | 3 | 9 | 9 | 6 | 5 | 40 | ||||
| Quantum A. Magic | 4 | 6 | 3 | 12 | 2 | 3 | 3 | 5 | 7 | 45 | ||||
| Phoenix | 11 | 7 | 1 | 6 | 9 | 6 | 5 | 7 | 6 | 58 | ||||
| PAPREC | 6 | 8 | 2 | 4 | 8 | 1 | 12 | 11 | 11 | 63 | ||||
| Interlodge | 8 | 3 | 9 | 3 | 4 | 7 | 11 | 13 | 4 | 3 | 65 | |||
| Alegre | 10 | 10 | 5 | 8 | 12 | 4 | 7 | 2 | 8 | 66 | ||||
| Sled | 5 | 9 | 8 | 11 | 10 | 10 | 1 | 4 | 9 | 67 | ||||
| ALPHA+ | 12 | 4 | 7 | 13 | 7 | 5 | 8 | 1 | 12 | 69 | ||||
| CRIOULA | 2 | 12 | 13 | 7 | 13 | 8 | 4 | 8 | 3 | 70 | ||||
| Provezza | 7 | 13 | 12 | 2 | 6 | 13 | 2 | 3 | 13 | 71 | ||||
| VĀYU | 9 | 5 | 11 | 9 | 5 | 12 | 10 | 9 | 10 | 80 | ||||
| Teasing Machine | 13 | 11 | 6 | 10 | 11 | 11 | 13 | 12 | 1 | 1 | 89 |
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Published on March 5th, 2024 | by Editor
New leadership for superyacht racing
Published on March 5th, 2024 by Editor -->
Shirley Robertson
The Super Yacht Racing Association (SYRA) has appointed Shirley Robertson as the new Manager of the organization for 100+ foot yachts. Robertson OBE made history by becoming the first British woman to win Olympic Gold Medals at consecutive Olympic Games and has become one of the most recognizable faces in the sport of sailing.
“We are delighted to have Shirley assume the role of Manager of the SYRA, taking the lead of an organization that is essential to superyacht racing,” said SYRA Chairperson Kate Branagh.
“The last decade saw many crucial areas addressed to enhance safe sailing and fair racing in this unique segment of sailboat racing. The SYRA’s priorities have shifted in recent years to fleet building, achieving more broad-based participation and expanding membership in the association, areas that Shirley will excel in.”
For fifteen years Robertson was the face of sailing as the host of CNN International’s flagship sports series CNN Mainsail, she has been the BBC’s lead anchor from four Olympic Games sailing venues, and has presented coverage from multiple regattas at the very pinnacle of yacht racing, the America’s Cup.
In addition, Robertson also hosts the long running Shirley Robertson’s Sailing Podcast, a monthly podcast featuring interviews with the biggest names in the sport of sailing.
Most recently on the water, Robertson has been managing a two-boat 6m campaign, but also spent two seasons competing on the doublehanded offshore circuit. Her sailing career has also seen over fifteen years of racing on the superyacht circuit, taking in some of the sport’s most prestigious regattas.
“Yacht racing is a life long passion of mine, and the superyacht series has been one of our sport’s shining lights for some time,” noted Robertson. “My relationship with racing superyachts goes back to my time racing with the SYRA founders Ed Dubois and Barry Houghton and it’s wonderful to now be carrying on their original vision.
“Expanding on the excellent work already done by the team at the SYRA while helping grow our membership at this exciting time in our sport is something I am really looking forward to.”
Robertson will take up this part-time role with immediate effect to advance and grow superyacht racing. Representing the collective voice for racing superyachts, regatta organizers and the industry, she will draw on her talents as a communicator as well as her experiences in team building and hosting conferences and exhibitions.
Details: https://superyra.org/
Tags: Shirley Robertson , superyacht , SuperYacht Racing Association
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Sitting down with murray jones →, sitting down with pete goss →, sitting down with brian thompson →.
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Race: Inside Riva's First 50 Metre Superyacht
This 50-metre Riva takes the storied brand into a whole new size bracket. Carlo Riva would have been proud, says Risa Merl
When the Riva 50 Metri made her public debut at the Monaco Yacht Show in 2019, the name emblazoned on her transom – Race – gave a hint as to who her owner was. And in case there was any doubt, the treasure trove of Ferrari memorabilia on board and a very unusual automotive-inspired bridge made it crystal clear.
As a board member, chairman of product development and 13.2 per cent stakeholder in the Ferretti Group , parent company of Riva, Piero Ferrari’s choice of builder is unsurprising. But this famous engineer’s passion for the brand is genuinely infectious. “Riva details are distinct from any other yacht,” he enthuses.
At 49.9 metres, Race is the largest-ever Riva yacht, proudly previewed in June 2019 at Venice’s Arsenal, during an exclusive client event. She’s also the first to emerge from the Riva Superyachts Division , which was established in 2014 at the Ferretti Group Superyacht Yard in Ancona, where its CRN, Custom Line and Pershing superyachts are built. The name Riva most vividly evokes the sexy runabouts that made the brand famous in the 1960s and 70s. But Carlo Riva always envisioned a place for larger Riva boats, as seen in his collaboration with De Vries ( Feadship ) and later CRN on the 24-metre Riva Caravelle series, and his personal yacht, 30.5-metre Vespucci , which was delivered in 1978 and relaunched in 2018 after a thorough refit.
Two exterior styles, each drawing inspiration from classic Rivas, are offered on the same technical platforms in the Riva Superyachts series, in 50-, 60-, 70- and 95-metre sizes. This first design is inspired by the 1964 Riva Caravelle series. The second option is sportier, with rounded lines and a more aggressive profile, taken from the Riva coupé yachts and seen on the current Riva 76 Perseo and 88 Domino Super.
The Riva 50 Metri’s exterior and interior were created by Officina Italiana Design in concert with Riva’s in-house team. “Race takes inspiration from the Caravelle, which was a true masterpiece conceived by Carlo Riva,” says Sergio Beretta, CEO of Officina Italiana Design, which he founded with chief designer Mauro Micheli. “The challenge was to innovate without forgetting the DNA of the Riva brand.”
In essence, Race is a highly modernised take on the classic Caravelle. Both yachts feature parallelogram windows, as well as forward-sloping lines that give the impression of movement. During the Monaco show, Race had an enviable position at the very end of Jetée Lucciana, so you could admire her silver hull and clean and simple lines. “ Race has a great personality,” says Micheli. “She has three straight lines that define each level. The design is clean, and we stayed away from overworked, elaborate or redundant lines and shapes, both in the exterior and the interior.”
The exterior paint job is cool grey with a muted 20 per cent gloss finish, so as to avoid reflections seeping inside from her large windows. “The owner wanted lots of light and panoramic views,” says Beretta. “As with any other Riva yacht, we have paid great attention to the use of glass that gives light to the interior and puts the owner in contact with the surrounding nature.” Emphasis has also been given to external living spaces. According to Micheli, Ferrari wanted to have cosy spaces outside – like the forward deck lounge – where he could enjoy the yacht while under way.
Ferrari was hands-on in every aspect of the build. “We worked with the owner from the start,” says Stefano de Vivo, the Ferretti Group’s Chief Commercial Officer. “We decided each detail with him, and he was involved in the project from the first day of thinking about the layout until the decision of the position of the plates at the end. This yacht is very much a part of him.” Ferrari’s previous boat was a Custom Line Navetta 37 motor yacht, and he also has a Riva 76 Bahamas.
One of the first things that de Vivo points out is the use of lightweight materials derived from the aviation industry: a sandwiched panel made of fibreglass and Nomex – the latter is also used in Formula One cars. A veneer goes over the top to give the look of wood, but it’s much lighter.
This veneer is found on all exterior panels, ceilings and the built-in exterior furniture. “By decreasing the weight, you have much better results in terms of fuel consumption,” says de Vivo. “At 14 knots, Race burns 300 litres per hour with the engines and generators on. It’s a very good result for us.” Powered by twin 1,360hp MTU 8V 4000 M63 diesel engines, this full-displacement yacht in aluminium alloy reaches a top speed of 15 knots and has a cruising range of 3,500 nautical miles at 11 knots.
It was also vital that the first Riva 50 have the essence of an iconic Riva. This translated to an obsession with the material selection and a bevy of little details – even the stainless-steel drains on the deck are emblazoned with the Riva logo written in miniature. Custom doorknobs, similar to those seen on the Riva Dolcevita, were moulded to fit the owner’s hand perfectly.
Race has a holistic design, the same materials used inside and out to create a sense of harmony. Exterior features are brought inside, such as the teak decking of a classic Riva, which is found in the dayhead and the corridor leading to the bridge. All the materials used are familiar to the Riva family lineage – rich mahogany, gleaming stainless steel and lots of leather. A darker tone of mahogany was chosen to specifically mimic the colour used on the Aquariva models.
The interior of Race is modern, masculine and distinctively Riva. There isn’t a dizzying array of materials; instead the design team concentrated on a uniform colour palette of grey and white, accentuated by mahogany, stainless steel, white statuario marble with grey veining and an abundance of glass, like the glass-framed main stairwell. Narrow strips of mahogany on the ceilings in the saloons and cabins add dimension and hide the air-conditioning output, as the air filters out between the wooden slats. These slats are carried throughout the boat, from the main saloon to the hallways and the guest cabins.
The dining room has a soft grey carpet, and a pantry directly off this space hosts a dumb waiter serving three decks from the lower deck galley. “Following the owner’s wishes, the galley is situated on the lower deck – this is just one of the layout options of the Riva 50,” says Micheli. “This allowed us to obtain more space on the main deck and create a unique master suite.”
Moving the galley allows the entire forward main deck to be laid out to fit an owner’s needs. Ferrari opted for a media room just before the master. Videoworks designed the entertainment system, which is outfitted with James speakers. This cosy spot is a shrine to all things Ferrari, including a painting of the owner’s car and Formula 1 memorabilia signed by the winning drivers.
A glass wall separates the media room from the hallway, and an electric curtain in a silver metallic finish can close off this space for privacy. With an en suite off the media room, it can be converted to an additional guest suite, bringing the overall accommodation capacity up to 12. Though Ferrari usually has only four to six guests on board, it is good to know for a future Riva 50 Metri owner that this is possible. Below decks are four guest cabins – three doubles and one twin. The materials are the same that you would find in the owner’s area, with a prevalence of leather and grey tones. “We wanted the design to flow seamlessly everywhere,” says de Vivo.
The interior volumes were arranged to allow Race to come in just under 500GT. Some compromises had to be made, as in the upper saloon, which is a bit smaller than you’d typically find on a 50-metre yacht. Instead of being full-beam, the designers opted for walk-around decks outside.
In order to make the space feel larger, windows inside the upper saloon descend on either side and the aft doors open fully, letting a breeze come through and creating an indoor/outdoor living area. The controls for the windows are toggle switches, like those found on old Rivas such as Vespucci.
The upper aft deck dining table, which seats 10, is made of Corian, just like a table you’d find on a smaller Riva. “Corian is coming back in fashion – it’s easier to clean and you can polish it in case of scratches,” says de Vivo. The mesh chairs by Dedon are ergonomically designed and so comfortable – you might sit down at dinner and never want to get up. But the sundeck beckons you to lounge for a post-dinner drink with loftier views. It is covered by a carbon-fibre hardtop with a forward angle, matching the geometry of the exterior. The stylish lounge chairs are crafted from mahogany bases with leather straps that raise or lower the back. Even in these tiny details the Riva lineage is clear.
That goes for the bridge as well, where wood floors were chosen to match a classic Riva. “This is a technical area, but we think of it as a guest area,” says de Vivo. “So the finishes and quality of the interior are the same.” The steering wheel is a work of art, custom made and formed from a single piece of titanium. “The price of the boat includes everything but the wheel,” he jokes. But it’s the helm seat that really catches the eye. It is not your usual captain’s chair, but a genuine driver’s seat from a Ferrari California. It had to be augmented so it could work on board a yacht.
“It was a big challenge really because chairs coming from Ferrari cars work differently – you need a key for the electric mechanism of the chair to work, otherwise you can’t move or adjust it,” says de Vivo. “So we had to customise it before installing it – and it took us a lot of time!”
Wing stations are found on either side of the bridge, and there is a forward lounge area where the owner can sit and watch the yacht come into port, staying out of the way of the crew. The sunpads here, which rise via a hydraulic lift, conceal water toys. Of these, the “Ferrari-red” jet ski does not exactly match the cool silver tones of Race. “It would make more sense to have the jet ski in grey, but he didn’t want to repaint it,” says de Vivo. “So we built this to hide the jet ski.”
A seven-metre tender is held below in the garage, which has a shell door for launching. When it is launched, the space is transformed into a beach club with loose furnishings. There is enough space for the area to be used as a gym even when under way with the tender inside.
The second Riva 50 Metri is currently in build at the Ferretti Group Superyacht Yard in Ancona, with delivery slated for early 2021, before the summer season. According to Ferretti Group CEO Alberto Galassi, seeing the Riva Superyachts Division come to life was a dream of Carlo Riva.
“I’d like to try and cruise on her,” Riva said when he first saw the renderings of the 50-metre yacht that would become Race. He was taken by the boat’s simple yet elegant lines, says Micheli. Sadly, Carlo Riva passed away before Race was launched and did not get to see her completed. But his dream of the Riva brand growing, literally and figuratively, has certainly been realised.
All photography courtesy of Alberto Cocchi
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