Supersede has launched the world’s first 1:1 marine-grade plywood replacement in an effort to safekeep the environment and meet consumer needs.

The Phoenix, Arizona-based company aims to replace conventional wood-based building materials with its sustainable products. Its Supersede Marine Board is 100 percent recyclable, waterproof, rot-proof and does not splinter or split.

A news release from Supersede stated that the Marine Board is an engineered extruded sheet crafted from plastic waste that is modern, scalable and cost-effective. The announcement comes as traditional plywood prices remain one-third higher than in 2019, following pandemic-related supply chain challenges.

“While marine-grade plywood has been in use for decades, the unreliability of its supply chain, its non-durability, and its potential risk to human and environmental health makes the plywood market—worth $31.5B in the US alone—ripe for transformation,” the release stated.

Supersede’s manufacturing and engineering process eliminates volatile organic compounds (VOCs), adhesives and waste from the equation. The release stated that one tree is saved for every 72 sheets of 1/2 inch plywood displaced.

“Boat manufacturers and their insurers have more experience than almost anyone with the headaches of plywood—from the persistent challenges associated with inconsistent performance, warping and splinters, to extensive maintenance, high costs, and little peace of mind,” said Supersede CEO Sean Petterson, in the release. “We have created the first modern breakthrough addressing these issues with the Supersede Marine Board, a true 1:1 replacement to marine-grade plywood that has all the attributes boat manufacturers look for: a durable, reliable and affordable solution that is non-hazardous, environmentally sustainable, and always consistent. This isn’t just an upgrade to the legacy plywood industry—it’s a long overdue leap forward.”

Supersede won the IBEX Innovation Award for Boatbuilding Methods and Materials for the company’s innovative solution. Starting in the boat manufacturing industry, Supersede plans to expand its services to manufacturers of modular homes, RVs and trailers as well.

“Supersede is currently in the testing and commercialization phases with several leading boat manufacturers who have expressed interest in using the Marine Board,” Supersede COO Jordan Darling told Cruising World in an emailed statement. “We will share additional details in the coming weeks and months.”

The post Supersede Launches Green Alternative to Marine-grade Plywood appeared first on Cruising World.

Sailboats are revered for their eco-friendliness and the poetic dance with the wind that propels them forward. However, when it comes to auxiliary power, the debate about diesel ­engines and electric ­conversion has sparked considerable interest. 

Here we’ll shed light on the times when sticking with an ol’ diesel might be a better choice than an electric conversion.

Energy Density and Range

One of the primary reasons that diesel engines can be more efficient on sailboats is their high energy density. Diesel fuel packs significantly more energy per unit of volume compared with batteries used in electric propulsion systems. This high energy density translates to longer range and reduced refueling stops, making the engine more suitable for extended voyages, or for times when access to charging points is limited. 

Modern diesel engines are designed to be fuel-efficient, providing better mileage per gallon of fuel compared with older models. Even by keeping older diesel engines well-­maintained, you maximize the efficiency, thereby reducing fuel consumption and ­greenhouse gas emissions. 

(Note that if you are using a gas-powered generator to supplement your power needs on the hook, you are potentially canceling out your sustainable efforts by going electric, and will also be carrying a highly flammable substance aboard.)

Simplicity and Reliability

Diesel engines have a long-standing reputation for simplicity and reliability. They are time-tested, proven workhorses that require minimal maintenance and troubleshooting expertise. When a diesel engine experiences a problem, the diagnostics can be more straightforward compared with electric ­powertrains. Traditional mechanical issues, such as fuel-delivery problems or air-intake issues, are often easier to identify and address. Additionally, many components within a diesel engine can be repaired or rebuilt, such as fuel injectors, pumps, and turbochargers. This reduces the need for complete ­replacements, ­making repairs more ­cost-effective in many cases.

On the other hand, electric engines are continually improving, including becoming more serviceable. As electric vehicles gain popularity, mechanics are gaining experience in dealing with electric powertrains, and specialized training programs are more widespread. As a result, electric engines might become easier to work on in the future.

Weight and Space Considerations

For sailboats, weight is a crucial factor that affects performance. Diesel engines, in general, are more compact and lighter compared with electric propulsion systems, particularly when considering the weight of batteries required for electric conversion. The added weight of batteries can alter the boat’s balance and potentially affect its sailing characteristics. 

Sailors with smaller boats, or those seeking optimal performance, might find diesel engines a more suitable option because of their space-­saving and lightweight nature. However, if you are able to compensate for the weight and space necessary to support an electric conversion without compromising your sailing efficiency, then electric might be the avenue for you.

Cost 

Diesel engines remain relatively more affordable upfront, especially for retrofitting an existing sailboat. Purchasing and installing a diesel engine is generally less expensive than acquiring the necessary components for an electric conversion, including batteries, motors, controllers, and charging infrastructure. Batteries constitute a significant portion of the cost in electric conversions. Over time, batteries might require replacement, and this expense can be substantial.

Additionally, the cost of maintaining and repairing diesel engines can be lower because of their simplicity and the wide availability of spare parts and skilled mechanics.

However, the cost ­dynamics of electric propulsion systems are evolving rapidly. The increasing focus on environmental concerns and sustainability might lead to advancements and ­incentives that further ­promote the adoption of onboard electric ­propulsion.

Sustainability

Sustainability is the hottest topic within this debate. While electric propulsion is undoubtedly a more sustainable option, maintaining an old diesel engine on a sailboat can be a responsible environmental choice in certain scenarios. 

Producing new electric propulsion systems, especially batteries, requires significant amounts of raw materials and energy. This process can contribute to a larger initial environmental footprint. Replacing a functional diesel engine with an electric propulsion system also generates waste, including disposal of the old engine.

Battery disposal can present environmental challenges. By sticking with a diesel engine, you avoid the potential issues associated with battery recycling. And, if the electricity used to charge the batteries primarily comes from ­nonrenewable sources, such as coal or natural gas, then the overall environmental benefit might be diminished compared with a well-maintained diesel engine.

The Choice Is Yours

The right option ultimately boils down to individual preferences, usage patterns and environmental considerations. Electric propulsion is undoubtedly a more sustainable option for the future of sailing and is likely to become more competitive with diesels in terms of efficiency and range, but for now, both options offer distinct advantages, and the decision rests with each sailor’s ­circumstances. —Marissa Neely

Marissa Neely has lived aboard her 1979 Cheoy Lee 41, Avocet, with her husband, Chris, since they bought the boat in 2018. Follow them on YouTube at “Sailing Avocet,” or go to ­svavocet.com.

The post Unraveling Efficiency: Diesel vs. Electric Propulsion appeared first on Cruising World.

Vallon, which specializes in sports eyewear, has announced a partnership with professional skipper Boris Herrmann and Team Malizia to create sustainable sunglasses called Malizia.

Designed by sailors, for sailors, the Malizia’s frames are made from 85 percent recycled fishing nets. Vallon has pledged that for every pair of Malizia sunglasses that are sold, 10 mangrove seedlings will be planted in the Malizia Mangrove Park in the Philippines.

Malizia Mangrove Park recently surpassed 1 million mangroves as part of an effort to restore the local ecosystem. An intact mangrove belt not only provides breeding areas for fish, but also food for birds and reptiles, fish and crabs. At the same time, a mangrove belt protects the coral reefs and the shore from erosion, and it helps to bind large quantities of carbon dioxide so it can’t escape into the atmosphere. Healthy mangroves also reduce strong storm tide waves that can cause damage ashore.

Hermann is the patron of Malizia Mangrove Park, and works with the Mama Earth Foundation on the reforestation effort. Mama Earth grows seedlings in its nurseries and then helps with the planting activities with support from the Philippine Department of Environmental Protection. So far, the results have included not just the environmental benefits, but also a better source of income for local residents.

Vallon had a previous relationship with Herrmann, having created sailing sunglasses for use during the Vendée Globe challenge. Since then, the partnership has evolved, including with the release of the Malizia glasses.

Malizia is a unisex design with Vallon’s V52 polarized lenses. The recycled material in the frames is fused into a durable material called nylon 6 that is 20 percent lighter than equivalent polycarbonate or some other materials. The material also is known for good impact resistance.

“Sustainable comfort for those moments on the water when you need it most,” says Cruising World’s editor-in-chief Andrew Parkinson, who recently tested a pair of Malizia shades on a day of rigorous sea trials off the Fort Lauderdale coast. “When you’re laser-focused on putting a boat through its paces in the choppy Gulf Stream, the last thing on your mind should be having to constantly adjust your sunglasses or not being able to see the puffs sufficiently. That these glasses are also made from recycled material and that the sale of each pair helps give back to the environment felt like a win-win for me.”      

These sunglasses are lightweight, at 32 grams, and they have an ABBE value of 52, which means exceptional optical clarity. UV A/B protection is 100 percent. The frames are matte black, and the lenses have a gray tint with anti-scratch and hydro-oleophobic coatings to resist damage and water buildup.

To help with all-day comfort out on the water, there’s a Base-8 wraparound curve in the design for peripheral protection, as well as a soft rubber nose pad.

Each pair of Malizia sunglasses is delivered plastic-free with a clip-on hook and belt straps, along with a protective case.

The sunglasses, which have a suggested retail price of about $155, come with a Vallon lifetime warranty.

Where to learn more: Visit vallon.com.

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Take a stroll through any high-end marina just about anywhere in the world, and you’re bound to get an eyeful of polished teak trim adorning the luxury yachts you see. But ask Mal Haddad, Vice President, and Head of Design and Development at Westminster Teak—an American company that designs, builds and imports high-end furniture from Indonesia—if you should consider gleaming, varnished teak chairs and tables for your deck or patio, and he’ll just scoff and ask if you have paid crew at home to keep it all rich and shiny-looking.

He likens such glossy furniture—while fine for indoor use—to a high-end fighting chair you might find on a chartered fishing boat. With 12 coats of varnish, it looks beautiful for the day or two you’re aboard, but what you don’t see is that as soon as you leave, the crew is busy washing it down, or sanding and revarnishing any dings so that it looks as rich and luxurious for the next customer. The key to the best investment in acquiring teak furniture is knowledge about the material, craftsmanship in the furniture, and ease in its maintenance. A well designed and beautifully crafted piece of teak furniture endures over time, season after season, year after year, long after trends are forgotten.

Outdoors and in the elements, the real beauty of the wood, he says, is its high oil content and grain structure, which gives untreated teak its longevity and tendency to weather to a lovely gray patina in a wide range of climates, and with very little maintenance. To care for your outdoor furniture, all you have to do is scrub it with dish soap and water, using a soft brush, every couple of months to remove airborne dirt and stains. Don’t, he cautioned, oil the teak, because moisture can find its way under the surface and cause mold or mildew that will stain the wood.

A native of Singapore, Haddad says that a recent trip home gave him the opportunity to see some of the teak furniture again that his parents had around their home when he was a boy. “It looks the same,” he says, “and it’s been around for more than 100 years.”

When it comes to his design philosophy, Haddad takes a long view. Rather than trendy styles that fall quickly into disfavor, or materials such as plastic and wire that show their age after a season or two, he embraces practicality and longevity that, like his parents’ furniture, looks good and is comfortable for decades. Haddad goes on to share, “Good design should be as relevant now as it was 50 years ago and 50 years from now. The designs are as timeless and enduring as the material itself.”

“As a raw material, teak lasts far longer than the average resin-based wicker or metal furniture that is environmentally less eco-friendly,” Haddad noted in a white paper that he wrote for the company. “Its high oil and silica content make it highly resistant to rotting, warping or splitting, allowing it to withstand the extremities of weather including sun, rain, and snow…. It’s high natural oil content also means it has a comparatively low coefficient of thermal expansion; it does not expand and contract, warp, split, or crack, in humid environments, in contact with water, or even when submerged [in water] over extended periods of time.”

Because of its longevity for outdoor uses, Haddad says that teak is a naturally sustainable building material. But, he adds, Westminster Teak is committed to sustainability in a broader sense of the word. The teak it uses in its factory comes from certified plantations under the management of the Indonesian Ministry of Forestry.

“We purchase wood only from sustainably harvested plantations that are managed and credibly certified by the Ministry of Forestry of Indonesia, ensuring 100 percent transparency as to the origins of the wood, from forest to showroom floor,” Haddad says.

“Our factory was the first to join Nusa Hijau, the Indonesian Chapter of the Global Forest Trade Network (GFTN), an initiative of the World Wildlife Fund. It was created to eliminate illegal logging, improve the management of threatened forests, and promote biodiversity and the livelihoods of the people that depend on them,” he notes.

Westminster Teak also works only with factories that can account for the well-being and medical care of their employees and their families. “In the long run, companies themselves cannot continue to be viable and claim support for sustainability only for the environment without consideration to those who are actually working for them, regardless of whether they are in the fields or factories,” he adds.

But in the end, for Haddad and Westminster Teak, the value of the furniture all comes back to Haddad’s concepts of timeless designs.

“Product knowledge is key in understanding the investment value proposition a beautifully crafted piece of teak furniture brings,” he says. “While retaining a select few from our ‘old classics,’ our design team is constantly working to create furniture that evokes simple sophistication and casual elegance.”

The post For Yachts or Home, Teak Stands the Test of Time appeared first on Cruising World.

The HopYacht 30 is built in Cape Town, South Africa, with naval architecture by Du Toit Yacht Design. The boat is imported to the United States through HopYacht USA in Fort Lauderdale, Florida, and is being marketed as an entry-level vessel.

This catamaran is primarily designed for couples or families with young children—who may or may not yet be active members of the crew—and is ideal for sailing itineraries that include bay, coastal or short island hops. Ease of handling is part of the design brief.

For cruisers who want to head farther afield, the HopYacht 30 has demountable hulls and will fit into two standard 40-foot containers for shipping.

To make life on board easier, the HopYacht 30 has just one sail to manage. The genoa sheets are led to one winch at the helm station, so single-handed sailing is an option. An asymmetrical spinnaker can be added as an option.

Power is all electric, with electric sail drives as well as electric water heating and induction cooking. Cruising is whisper-quiet, and recharging is accomplished by way of four solar panels. According to HopYacht, the boat can cruise at a full-throttle speed of 6.9 knots for 2.4 hours, or at a cruising speed of 4.2 knots for more than eight hours.

Creature comforts are easily accessible because the cockpit, saloon and forward cabin areas are all on one level with standing headroom.

For relaxation time on the hook, there is wraparound upholstered cockpit seating that converts into a daybed for two people. In the cabin, there’s a walkaround, queen-size island berth. At the bow, where guests can relax on the trampoline, a cooler is built into the anchor locker with drink holders.

The galley is in the under-cover cockpit area, allowing the cook to socialize and enjoy the view—and giving heat a place to escape so it doesn’t stay trapped inside the saloon.

They don’t call it a head: The main deck has what HopYacht calls a proper bathroom, with a shower that has a bifold glass door, a Thetford Tecma Nano electric flush toilet with a macerator; and a Lewmar opening port in the window for ventilation.

Where to learn more: click over to www.hopyacht-usa.com

The post Meet the HopYacht 30 appeared first on Cruising World.

In the 1550s, a three-masted ship-rigged vessel was the pinnacle of sailing technology. In the almost 475 years since, aerodynamic advances have sped things up a bit, allowing sailing vessels to go farther faster and with less dependence on fair winds.

Enter California-based startup Outsail, which, at the recent Düsseldorf International Boat Show, debuted an innovative approach to harnessing the wind: a carbon-fiber airfoil wing. The wing will stand 98 feet tall aboard an Outsail 60 catamaran, which will be the first cruising yacht to employ the technology. The wing is concealed within a box through tape-spring technology—a metallic strip similar to what is used in satellites for low mass, low cost, and overall simplicity.  

According to Outsail founder and CEO Arpan Rau, the Outsail 60 is a CE-class yacht that can cruise using only the energy of the sun and wind. Unlike a conventional sailing yacht, it will be able to travel at any angle relative to the wind, and compute its own optimal route. However, like a conventional catamaran, it will also have many conveniences of powerboating—minus the noise and fuel burn that come with diesel engines.

Rau, a robotics engineer who has designed flight hardware for NASA and SpaceX, is a self-described addict when it comes to the force of wind. His casual interests range from paragliding to sailing. He says that there are three pillars of wingsail technology: to provide useful thrust while sailing nearly directly into the wind; to provide useful propulsion at vessel speeds that turn other sails into parachutes; and to work hand-in-hand with an engine, enabling new forms of hybrid propulsion.

Though, according to Rau, the most important pillar of the wingsail’s performance is planning software.

“We found that by using clever software, our wind-powered vessels can plan routes that keep them powered for their entire journey,” Rau says. “They could decide, for example, when it made sense to power through a high-pressure zone using their electric motors, and when to skirt around and save energy for later.”

Outsail recently closed a seed round of funding from Silicon Valley investors, including Y Combinator, which has helped to launch more than 4,000 companies since it was founded in 2005. Those companies include Airbnb, Doordash, Instacart, Dropbox and Reddit. 

Additional investors in the recent seed round of funding for Outsail include Climate Capital, which focuses its investments on emissions reduction and climate adaptation; Venture Hacks Fund, which was an investor in Twitter; and Collab Fund, whose previous investments include Beyond Meat, Daily Harvest, Kickstarter, Lyft, The Farmer’s Dog and TaskRabbit.  

According to Rau, Outsail’s ultimate goal is to apply technology in the maritime industry—not just in cruising yachts, but also with container shipping and defense—to reduce the amount of diesel fuel being burned. Outsail is currently working with shipyards such as Conrad and Alva on custom-build projects.

The post Invention on the Breeze appeared first on Cruising World.

When I was asked by Cruising World to report on this year’s International Multihull Show, held at La Grande Motte, France, I was struck by the irony of our parallel paths once again crossing, and I jumped at the opportunity. Having a reason to return to the town where my last boat, Aventura Zero, a bespoke version of the Outremer 45, was built.

More than 70 multihulls were on display in the attractive, Mediterranean port, from a Tricat 30 to a GP70 catamaran. All the major players were there, providing a modern glimpse at how multihulls have evolved over the years. We know that their popularity among cruising sailors has been steadily increasing, as shown by recent figures I gathered from Cape Town, a key transit point on the world cruising circuit. Among the 169 sailing boats that passed through in 2023, 56 (or 33 percent) were catamarans. A similar increase was reported in the ARC transatlantic rally in 2023 where, among the fleet of 252 boats, 71 (28 percent) were catamarans.

My first boat should have been a catamaran, which I believed would have been best suited for the voyage I was planning with Gwenda and our two young children, Doina and Ivan. In the early ’70s, Britain was the world leader in catamaran construction, and the Prout Snowgoose 35 would have been my choice. The problem was that we only had enough money to buy the bare hulls, as I was planning to handle the rest myself. When I approached the builders, they firmly refused, so I ended up with a 36-foot Trintella GRP hull designed by the Dutch naval architect Van de Stadt and built by Tyler Boat Co. near London. Working every free minute away from my job as a BBC radio reporter, I managed to finish fitting out the ketch-rigged hull in just over one year. The first Aventura was launched in July 1974.

Remembering those days of chasing that elusive Snowgoose, I was pleased to see that, among the boats on display at the show, there were four catamarans of a similar size: the Aventura 37, the Excess 11, the Comar-Cat 37 and the Bali Catsmart. These represented the smallest cruising catamarans at the show. I marvelled at how, even in a relatively small LOA, the designers of each of these cats managed to fit both a spacious living area and a functional cockpit, as well as three or four separate cabins. After visiting their larger peers, I was just as surprised by their prices ($360,000 for the Aventura 37, $380,000 for the Bali Catsmart, $400,000 for the Comar-Cat 37, and $480,000 for the Excess 11). In the context of a new-boat show where the majority of boats cost north of $1 million, price is relative—but is it affordable?

In recent years, the price of boats has been steadily increasing, well above the rate of inflation. The cost of materials and labor obviously play a part in this, but I suspect that high demand is also a determining factor. For comparison, I looked back at the cost of a similar boat 50 years ago, when a boat of that size would have cost $30,000 and the average annual salary in the US was $12,000 (whereas it is currently $64,000). In 1974, a similar boat would have cost the equivalent of 2.5 years of earnings, whereas now it is more than five years.

Earlier this year, I concluded a survey on the global movement of cruising boats. With cruising restrictions having been lifted post-pandemic, figures obtained from various transit points around the world showed a return to the prior numbers. At the show, builders reported unprecedented high demand, with a growing number of sailors planning voyages in the near future. Regretfully, I am no longer in that situation, but, based on my own experience, I spent my remaining time at the show determining which boats I might consider today if I was in fact planning another world voyage.

As my requirements have not changed since I prepared Aventura Zero for a world voyage, I would still be keen to do it on a boat with zero emissions, or at least one that could be made as eco-friendly as possible. Several builders were offering the option of electric propulsion, but only Outremer’s 4.zero model could be described as a fully electric boat. All others were employing a variation with a hybrid setup. Four of the boats were catamarans: the ORC 57, the Fountaine-Pajot Aura 51, the Windelo 54 and the HH 44. Two were trimarans: the Neel 34 and the Neel 37. Their builders explained that a fully electric solution was not yet sustainable, so they were addressing this aspect at least halfway for now. The consensus is that it is better to have a hybrid system, reducing carbon emissions by 50 percent or more, than to not address it at all.

For some companies, electrification is not yet on the table, and understandably so. One builder, for instance, noting that its primary customers are either charter operators or individuals investing in charter boats, acknowledged that its hesitation in exploring electric is related to quality control. The fact is, maintaining boats in perfect working order throughout a charter season via a local workforce is much simpler on a standard diesel engine as opposed to a more complex electric setup. Not to mention having to pay an additional nearly 10 to 20 percent for an electrical hybrid system. (Outremer encountered a similar financial reaction from clients interested in the electric propulsion option pioneered by Aventura Zero, instead opting for a hybrid solution. These practical considerations were similarly expressed by representatives of several other leading manufacturers.

Among the various hybrid systems, the all-carbon-fiber HH44 catamaran featured the most ingenious solution, based on its EcoDrive parallel hybrid system. Besides the standard diesel-engine mode, the system operates in three electric modes. In generator mode, with the propeller shaft clutch disengaged, the turning shaft converts the two diesel engines into two 5 kW generators. In silent mode, the disengaged electric motors provide 10 kW of propulsion power per shaft. While sailing in hydro-generation mode, the free-spinning propellers turn the shafts, allowing the electric motors to generate electricity. In addition, the extended coachroof featured an impressive array of solar panels with a total capacity of 4.2 kW.

The ORC 57 (Ocean Racing Catamaran) was exhibited by Marsaudon Composites, which has a long history of high-performance racing catamarans and trimarans. Its system consists of two Bellmarine 20 kW electric motors, supplied by a battery bank of 1120 Ah, a genset and 5.8 kW solar panels. The ORC concept is based on three basic principles: performance, simplicity and lightness. All three were evident on this pure racing machine with a displacement of just under 12 tons. I was particularly impressed with a sensor at the base of the synthetic cap shroud, which activates an alarm when the tension exceeds critical mass, warning the crew to reduce sail.

A similar hybrid arrangement is at the heart of the new Windelo 54, another performance-cruising catamaran. According to the builder, its goal is to reduce the carbon footprint within the production process by 50 percent. By using natural basalt fiber and foam from recycled plastic bottles in its construction, that goal was achieved.

Environmental consciousness was also underscored by Thomas Gailly, director of Lagoon catamarans, who said: “With over 7,000 catamarans built in the last 40 years, our main focus is on the ecological aspect. We have replaced synthetic fibers in the hulls by using hemp and other natural materials. All of our boats are now built to ISO 14001 standard that sets out the requirements for an environmental management system. As a result, the carbon footprint is not only drastically reduced in the construction process, but also when the time comes to recycle the hulls at the end of their lives.”

The two Neel trimarans were equipped (not standard) with 25 kW electric motors on a saildrive fitted with a Gori folding propeller. Additional electricity was provided by a 28 kW genset. An enhanced system based on a Bellmarine electric motor is under development and will be an option in 2025, according to the builder.

While all the above examples involve some sort of hybrid system, Balance Catamarans has taken an entirely different approach, equipping its boats with high-output Integrel alternators. The two Yanmar 30 hp engines on the Balance 442 in the show were equipped as such.

“Thanks to the high-efficiency Integrel alternators, we no longer offer generators on our 442, 482 and 526 models,” said Balance President Phil Berman. “For those who don’t want a hybrid, the Integrel alternators are the greenest and most efficient method of charging 48-volt lithium banks. The next step is the Integrel E-Drive hybrid system, of which the first will be installed later this year.”

Fountaine-Pajot, who has been at the forefront of the movement to renewable sources of energy, has worked with the French company Alternative Energies in the development of hydrogeneration pods and energy storage systems. Its Aura 51 was the first to use the Smart Electric system consisting of a large array of solar panels delivering 2 kW to two battery banks of 32 kWh each. This is supplemented by up to 1.5 kW of electricity generated by the propellers’ reverse rotation when under sail. This efficient yet simple hybrid system is considered to be reliable enough to be offered in the charter option.

According to a Fountaine-Pajot representative, the brand aims to have 50 percent of its catamarans fully electric by 2025. By 2030, it envisions that 100 percent of their fleet will be entirely self-sufficient, with diesel engines completely phased out. If such ambitious objective is eventually echoed by more leading builders, the outlook for multihull boatbuilding indeed feels electric, and in more ways than one.

Visit cornellsailing.com for information on Jimmy Cornell and about his books.

The post Modern Multihulls: The Future’s Electric appeared first on Cruising World.

Boaters worldwide can now access to the most comprehensive resource of ocean regulatory information, including marine protection areas, through the savvy navvy app. Made possible through a collaboration between savvy navvy and ProtectedSeas, a data-driven and ocean-focused business headquartered in Silicon Valley, California, the app aims to empower boaters with information to make more environmentally conscious decisions while out on the water. 

ProtectedSeas Navigator currently provides boaters with 22,000 marine protected and managed areas in more than 220 countries across the world. This includes speed-limit zones to protect marine mammals, fisheries management areas among other protections. 

“Working with ProtectedSeas enables us at savvy navvy to bring their valuable research to life and help anyone on the water to make better decisions to protect the environment,” said David Cusworth, head of innovation and partnerships at savvy navvy. “We like to do things differently, and building on our seagrass data from last year, we will now have a whole layer of information just about sustainability. This partnership is the latest in savvy navvy’s ambition to bring sustainability to the forefront of boaters across the globe, as we continue to make navigation safe and easy for everyone on the water.” 

ProtectedSeas scoured the globe to compile marine protection information into the Navigator database of marine protected areas (MPAs), both large and small, including creating the first public digital maps for over 2,400 areas—roughly 10 percent of the areas included in the database. Launching their digital data after eight years of research and development, savvy navvy now delivers the Navigator data to boaters and watersports users all over the world via their app. 

“ProtectedSeas is excited to see Navigator information in the hands of boaters on the water,” said Virgil Zetterlind, director of ProtectedSeas. “Through our partnership with savvy navvy, boaters are more empowered to know and comply with conservation rules on the water which help protect the ecosystems they know and enjoy.”

Since launching their first global view of marine life protections, ProtectedSeas has been complimented by several industry-renowned leaders and bodies, including the U.S. National Oceanic and Atmospheric Administration (NOAA), Dr. Sylvia Earle, and the governor of California. Savvy navvy, often referred to as “Google Maps for boats,” is a revolutionary, award winning boat navigation app that aims to deliver information needed by boaters for a seamless experience on the water, all in one place. They were among the first to integrate multiple sustainable data sources from different conservation agencies and bodies. Some of the ProtectedSeas data is already live in the savvy navvy app now, with more to follow soon. 

To learn more about the sustainable data or to download the app visit savvy-navvy.com

The post Setting Course for a More Sustainable Future appeared first on Cruising World.

North Sails has launched Renew, a North Paneled Laminate (NPL) sailcloth for cruising boats 25 to 45 feet. Renew sailcloth is constructed from more than 90 percent sustainable sources, with no sacrifice in performance or longevity. The launch of Renew sailcloth marks an important shift towards building more sustainable sails with the best materials and further underscores North Sails’ commitment to sustainability, low-impact manufacturing, the use of alternative fibers, and opportunities for material circularity. 

“There’s been a lot of rigorous work behind the scenes over a number of years to ensure Renew is a sailcloth with legitimate sustainability credentials,” said Renew Product Director Tom Davis. “This product has been tested to the absolute limit, and we are confident that a sail constructed with Renew will offer unbeatable durability and sail shape for our cruising customers without compromising on performance.” North Sails’ close relationships with the big companies supplying films, fibers and fabrics, as well as their shared commitment to creating more sustainable products, have been the foundation of the journey to Renew. 

For Renew, North Sails was able to source recycled polyester film and yarn, and bio-based Dyneema, with no compromise on performance, to create a highly durable cruising laminate cloth that features more than 90 percent alternative bio-based and recycled raw materials. The supplier products for Renew are all Bluesign Certified and ISCC compliant to guarantee the validity of the sources and processes used in their manufacture.

North Sails President Ken Read noted: “We have been deliberate and comprehensive in vetting the authenticity of sustainability claims and thoroughly testing the materials before bringing a product to market. We wanted to be 100 percent certain with Renew that North Sails could stand behind the improvements in the carbon footprint and authenticity of the sustainable materials in our sailcloth. With our wider commitment to continuous improvement and our push to strive for more sustainable solutions across the business at all levels, Renew will not stop with panel laminates, and we will look to apply this approach to sustainable raw materials across our broader range of products.”  

Under the Renew program, North Sails will continue to partner with suppliers to identify and refine the raw materials needed to produce ever more sustainable sails for all customers. North Sails is working on new solutions for sustainable sources across all North Sails technologies, including 3Di sails.   

“North Sails has committed to adopting Life Cycle Assessment (LCA) to learn about the ecological impact of all products and to establish goals for reducing waste and pollution,” Davis added. “An important aspect of achieving these goals is to introduce more recycled content. By 2025, North Sails will implement a Responsible Product Scorecard for all products and will also establish measurable goals for circular products that can be recycled at the end of their lifecycle.”

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Grand Soleil Yachts has announced its Blue concept, a 33-foot weekender conceived for sustainability and efficiency underway. Conceived by Cantiere del Pardo, Grand Soleil Blue gets its exterior and interior design by Nauta Design, with naval architecture by Matteo Polli.

Underscoring the builder’s commitment to sustainability and environmentally conscious cruising, Grand Soleil Blue, which is capable of hosting up to four guests overnight, promises both zero environmental impact during sailing and complete recyclability at the culmination of its life cycle.

According to the builder, the Blue concept marks a turning point in boat construction by employing thermoplastic resin to address end-of-life recycling, one of the more significant complications in eco-conscious construction methods. Traditionally, composite boats have been built using thermosetting resins, which are very difficult if not impossible to recycle. Thermoplastic resin allows for easier separation of the resin and glass or carbon fibers for re-use or eco-responsible disposal.

This smart design approach allows simpler separation of boat accessories and components, similar to end-of-life practices currently being explored in the automotive industry. The process ensures that every part of the Grand Soleil Blue can be effectively disassembled and recycled, minimizing environmental impact.

Grand Soleil Blue will feature a lithium battery bank and electric propulsion for zero-emission cruising, contributing to a more sustainable future by reducing emissions. Renewable energy autonomy will be provided through the use of solar panels, which will recharge the battery bank to feed the electric motor. The proposed standard battery pack will allow for a range of approximately 30 nautical miles at around five knots, which translates to six hours of continuous engine operation, or 12 hours with the dual battery pack, in total silence and with zero emissions. The sails are also crafted from thermoplastic materials, further minimizing environmental impact. While underway, the Grand Soleil Blue concept can recharge its batteries through hydrogeneration, converting energy to electricity as the propeller spins in response to the water flow generated by the boat’s speed.

The world premiere of the Grand Soleil Blue concept is slated for the 2024 Cannes Yachting Festival.

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