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Vanguard's HVAC system has been a bug in my ear for a while. Then, as other systems were persuaded into reliability, the HVAC finally received some much-needed attention ( thanks also to assistance from Marine Tech Services of Hilton Head Island ). This blog points to improvements and the likely savings achievable with similar systems. System Configuration on M/Y Vanguard Our installation consists of: Webasto BlueCool variable-speed chiller 22kW (77,000 BTU/Hr ) 5 × Air handlers positioned: 2 × Units in the main saloon, 5.3kW each 1 × Unit in each of three cabins, 2x5.3, 1x3.5kW Note that the system rating (kW) indicates how much energy it will transfer, not the energy requirement to run the units. The air ducting system draws air from the flybridge into the saloon. Air handlers in the saloon condition the space for temperature and humidity. Air is then drawn from the saloon into the cabins as needed, reducing the independent running time of cabin air handlers as they work on air that has already been pre-conditioned. ( see also the final comment below ) Energy Consumption Considerations Startup Current : Webasto Chiller soft-start technology limits the startup or inrush current. Hence, they never exceed the full design load operating current (think star/delta starters on AC systems). The Victron Multiplus will temporarily accept overload, but it doesn't really like it much. "F1" cooling function - this setting was attributable to our initial ignorance; I should have tried harder - Rule 1 - Read the Manual! Naval Yachts in Turkey had set the system to "F7", meaning it was dehumidifying by overcooling and then reheating air to the set cabin temperature. A great idea for warm but dry cabins, but not great for energy consumption if you want to cool them. Removing the latent heat of evaporation and condensing all that water was draining our batteries. So now we just cool to a few degrees below the set point, and the relative humidity drops as the air warms within the cabins. The saloon-to-cabin air distribution system reduced Cabin HVAC power consumption by more than 30% and overall system load by 18% compared to an independent system (based on basic hygrometry calculations). ECO Mode : Our system operates at 40-60% capacity in sub-tropical conditions. We set the maximum to Eco 2, meaning the rated output is capped at typically 60% of the maximum as the chiller cycles. The effect is a 2.0kW peak power consumption in Eco 2 settings and less unit cycling versus 4.2kW in standard Eco 0 mode (53% peak reduction!). Note that this setting is not permanent; we can increase output as conditions change, but avoid the power penalty of having this instantly available. Real-World Example : During our recent cruise along the lower US East Coast of South Carolina with outside temperatures in the high 30s (°C), we averaged 8.4 hours of daily operation (mainly evening and into the night) with a daily power consumption of 17 kWh. This is an easy ask, considering our hybrid propulsion generators can output nearly 50kW of charge capacity. Conclusion The Webasto BlueCool system, configured for "cooling only" in optimized zone control with saloon-to-cabin air distribution, provides great efficiency without compromising comfort. The system's flexibility offers operational advantages and choices for explorer vessels like Vanguard, where generator runtime must be minimized. 2kW AC load when running HVAC in all spaces and near 40 deg.C outside temperature, setting sun. While the initial yard-supervised installation was troublesome ( I'm being nice here), Webasto-approved technicians worked on the system in Palma de Mallorca to correct chiller circuit plumbing issues and in Hilton Head, SC, to optimize the control regime and educate the (admittedly not-so-clever ) users. We now have a system that operates efficiently and well within its maximum capability. It uses less than 50% of the initial "as yard delivered" power requirement while keeping spaces cool and dry. That is a result worth the effort. Fix the HVAC and instantly, "Happy wife, happy life," as the saying goes. Replacement free-flow vent cover, small things can make an outsized difference to comfort levels. Each cabin's air vent outlet and exhaust inlet had been machined into the ceiling panel. It looked seamless, but in doing this work on the HVAC, we also became aware that it was restrictive, with the ceiling panel grill holes being approximately 40% of the flow of the supply pipes. (The same problem as we saw with the bow thruster grills). The opportunity was to replace these with larger, low-profile commercial grills; these allow a much-improved air circulation, meaning goodbye to the stuffy heads and occasional aromatic toilet we had come to love so much! Chris Leigh-Jones Further Reading Webasto Marine Comfort Technical Documentation (2023) ABYC Standard H-1: "Marine Air Conditioning and Refrigeration" Calder, N. (2022).  Boatowner's Mechanical and Electrical Manual  (5th ed.) ASHRAE Technical Paper 2022-BC-008: "Energy Efficiency in Marine Climate Control Systems" Marine HVAC Systems Quarterly Journal, Vol. 18 (2023) Friedman, A. & Martinez, L. (2023). "Integration of HVAC Management with Vessel Monitoring Systems" Hall, T. (2024).  Advanced Marine Air Conditioning: Installation and Troubleshooting Guide Online Resource: Webasto Blue Cool Advanced Configuration Database

The Intracoastal Waterway stretches along the Eastern US seaboard from southern Florida to Chesapeake Bay. An alternative to simply steaming up the Atlantic coast, it offers a slower, scenic, and more retrospective route north, protected from the ocean but also bringing its own challenges. Our 30-hour, 96-NM adventure along the Atlantic Intracoastal Waterway delivered breathtaking vistas and quiet family moments as we piloted Vanguard from Shelter Cove, Hilton Head Island, to Charleston's Seabreeze Marina. Huge 360-degree vistas on the Intracoastal Waterway, South Carolina Day One: Hilton Head to Pine Landing Departing Shelter Cove in the Broad Creek, we faced our first challenge < 1.3-meter clearance under our keel, cutting north of Buck Island, exiting Hilton Head into Calibogue Sound. Shaving an hour off the long way around, Vanguard's depth finder beeped a steady warning across the shallow passage. The Intracoastal is sometimes a challenge to navigate. It demands attention lest you discover the embrace of the ever-present pluff mud or sharper oyster bed. Aiding that, we set up a local tide map to remain visible on both helms within our TZ charting system. Grounding on a rising tide is no particular issue apart from mild embarrassment, but not a falling one. The waterway opened dramatically as we passed Daufuskie Island to Stbd, revealing vast salt marsh panoramas stretching to the horizon. Unlike roadside views constrained by trees and buildings, these uninterrupted vistas showcased the true majesty of the Low Country ecosystem. Egrets, herons, spoonbills, osprey, and the occasional pelican flew alongside, dotting the spring-green spartina grass like living ornaments under massive 360-degree skies. Approaching Beaufort, we slowed to navigate the Lady's Island Bridge with just 1.0 meters of air draft remaining unclaimed. We held our breath as our mast barely cleared the structure, then hailed the bridge controller on the VHF that we were clear! The historic waterfront slipped by on our port side—a view of antebellum homes and swaying palmettos accessible only to waterway travelers. Instead of stopping in town, we pushed onward as dolphins surfaced alongside us, seemingly escorting our vessel through the ACE Basin—the pristine confluence of the Ashepoo, Combahee, and Edisto Rivers. Our quiet but steady 7-knot pace allowed us to fully absorb the untouched beauty of this protected estuary. (Throughout this, the Furuno Autopilot proved to be a Godsend for all save the narrowest channels.) By evening, we reached Pine Landing west of Edisto Island, anchoring in 3.5 meters to await favorable tides for tomorrow's shallow passage through Watts Cut. The anchor ball and mast light are on; maybe we're a little close to the passage, but in the knowledge that very little dare navigate these waters at night. As darkness fell, the sky erupted in a spectacle impossible to witness from land—an enormous canvas of indigo and purple, with stars reflecting on the still water, creating the illusion of floating in space. "No televisions, no distractions," my wife whispered, forgetting that we did have a large TV connected to Starlink. I kept quiet as our son pointed excitedly at the shooting stars. It was now just us and "nature's theater." Day Two: Pine Landing to Charleston The ground was good holding for our large Rocna anchor but a mess on retrieval, bringing a huge volume of mud to be hosed off as it came up. Dawn found us calculating tides for Watts Cut, a notoriously shallow passage with only 0.9 meters under our keel. The narrow channel wound through marshlands and marine forests bordering west Edisto. We followed a pusher barge for part of the passage, assuming their commercial knowledge of these waters. They could also stir a considerable volume of mud off the sea bed. Eventually, parting company at Yonges Island near Ravanell before following the coast of Wadamalaw Island to the Stono River. ( Wadamalaw, Coosaw, Daufuskie, Edisto, Kiawah - some of the many Islands hereabouts but also originally Native American tribal names adopted by the first English settlers for better or worse.) The day unfolded in a rhythm impossible to experience by road—conversations flowed, and tea was consumed without the constant interruption of traffic lights and vehicles or the draw of an open laptop! Our last son, normally glued to devices, spent hours identifying wildlife or learning the helm. Sebrina photographed the changing landscapes, capturing moments of natural beauty unreachable by automobile. By afternoon, Charleston's skyline appeared on the horizon with the twin towers of the Ravanel suspension bridge. Passing near our old home on Johns Island, a final challenge awaited: the Wappoo Cut Bridge with just 1.1 meters of clearance. We had timed our approach on a rising tide, heading into a 1KN tidal current, helping maintain steerage at our slow speed and sliding dead center span with a few feet to spare. A quick crash-stop practice beforehand and then a heart-stopping moment that had us all laughing with relief. It's a lifting bridge, but pushing one's luck is an option that's more fun - if you get away with it . We rounded the Battery on Charleston Peninsula and eased into our slip at Seabreeze Marina as sunset painted the sky. The Intracoastal Waterway offered transportation and 30 hours of family connection amid ever-changing panoramas accessible only through slow travel on the water. While road travelers rushed between destinations, we experienced the quiet, eternal soul of the Low Country—one nautical mile at a time. Seabreeze Marina - Charleston Harbor In a happy coincidence, pulling into Seabreeze Marina, we bumped into old friends visiting from Murrells Inlet further up the coast. They brought their own rather different mode of transport: a large power cat with some 800 bhp of outboard on the transom. As God is my witness, I have never been so fast on the water; as the turbochargers spooled up, we hit 70mph in a still harbor traveling towards the container terminal at Wando—ten times our speed for the previous 30 hours. Chris Leigh-Jones Finally - Our past week in Hilton Head was useful in other ways. I'd like to give a shout-out to two particular contractors: Chris Collins of Carolina Marine and Machine (843-683-1570), Dccollins1@yahoo.com , for eliminating a particularly intractable electrical ground fault causing spurious alarms on our Port Engine. John Torrens and Kristy Carr of Marine Tech Services , (843 842-2187), taught us to reconfigure the control settings of a Webasto Bluecool HVAC System. They shaved nearly 1.5kW!! off the steady-state power requirement and relieved stressed Victron inverters, all while keeping my wife, Sebrina, as cool as she is.

Arrival Hilton Head, just after the storm blew through, 400NM in 42 Hours, 4L/NM of fuel burn. Thursday was a good day; our youngest son flew down from South Carolina to join us on our way north. Over time, our crew requirement has reduced from 4 to 2 as systems have become reliable and we better understand how she works, but another willing hand … oh yes! Departing the New River at Fort Lauderdale Arrival Fort Lauderdale, we were deadship when discharged from the transport in Port Everglades. Anticipating trouble, we had arranged for Sea Tow to take us up through the narrow New River to our shipyard at Yacht Management on State Road 84, coincidentally also the base for the local Sea Tow franchise. We were glad of that opportunity and the time to understand better how the local navigation worked. Outbound, we opted to take on eight bridges, 4 of which open on request, 2 with sufficient air clearance, one a railway bridge that is normally open, and one that's actually a tunnel, so I guess it does not count. Bridges are manned, and the staff is helpful (and good at spotting a novice); being Southerners, they are so very polite. The New River is narrow in parts, with many switchbacks. In one location at Little Florida, colloquially known as "The Wobbles," it's best to announce your intention on Channel 9 before entering. You will be met by very large and expensive toys coming the other way, between very large and costly moored toys; your choice is what you want to hit first. With fenders out and a little patience, we made it safely. If we were to repeat our departure, it would be easier on an incoming tide as when outgoing, the first 2 knots of way offer basically zero steerage, so we sped down the river at a healthy lick. Still, there is always the bow thruster. Fort Lauderdale to Cape Canaveral. Departing Fort Lauderdale, we headed out through the commercial approach, leading us 5 or 6 miles off the coast. The Gulf Stream runs close to shore in the Florida Channel. We headed for deep water and picked up a handy 1.5/2kN current flowing North. That accompanied us to just south of Cape Canaveral as we stayed offshore of the 60m contour. The weather was calm, with seas on the stern quarter and wind on the Stbd beam. Dropping to one engine @80% load, storing the stabilizers, and feathering the port engine prop, we maintained above 10.5KN SOG through the afternoon and into the next morning, before finally losing the "Gulf Stream Assist" as it headed east of us. At that point, our speed fell to about 8.5KN, which suits a mid-morning arrival at Hilton Head. Watches we set at 4 on 4 off, split between my Ukrainian friend Valeriy and a father/son tag team. We have the HVAC off, so we have all decamped to sleep on the flybridge, with Rhys opting for a hammock that can be strung athwartship locally. Cape Canaveral to Hilton Head Our transit north past Cape Canaveral was in the early hours. It was surprisingly busy, with four large cruise ships headed inbound and two in transit south for Miami, lit up for Christmas with all rainbow colors. Plus, two smaller RoRo are going quickly north. The inbound vessels were unpredictable, alternatively going slow ahead to the west or simply drifting to wait for their arrival slots. COLREGS notwithstanding, we merely swung east of the pack and motored due North, with discretion being the wiser choice. 9 hot cups of tea (my remnant Britishness), a bunch of grapes, half a Polish sausage, and (Rhys) pot noodle later, it's 10.30 day 2, and all is well. 11.00, and we were ambushed by a pod of 7 adult dolphins waiting to play on our (small) bow wave. This was the first of 5 pods that greeted our transit between here and Savannah. I never tire of their gracious frolics; they are sooo fast. By 14.00, we were opposite Daytona Beach and reached a 24-hour mark since exiting the New River at Fort Lauderdale. A run rate of 250NM daily on a single engine at 80% load in good weather. I'm pretty happy with that; it's 170NM to go, so it looks like early morning for Hilton Head. Maybe we should slow down a bit tonight? One of several pods of Dolphins that sought us out for their general entertainment. Arrival Hilton Head Island Dawn saw us at the entrance channel for the Savannah River, greeted by a final pod of Dolphins. In the previous hours, we had collected two tired passengers in the form of yellow finches that stayed in the instrument mast, hopefully until we neared land again. We also caught a Mahi Mahi and two rather annoyed medium-sized Barracudas now residing in the refrigerator. Nothing small bites a large hook at nearly 9 knots, so it's lucky us, not-so-lucky fish. The intercoastal waterway and the general area of the barrier islands are known for their tides and shallow waters. Lucky for us, at 78 feet in length but a modest 4.5 feet draft, we can fit into most places. Doing so slowly is advisable in case an immediate reverse is called for! By midday, we arrived at our destination, Shelter Cover Marina, Hilton Head Island, along the Broad River, in an absolute gully washer of a thunderstorm. Hey ho, welcome to our new home for this week. Chris Leigh-Jones

This blog post highlights our most recent experience with the Bruntons Sigmadrive, the final piece of our engine installation. We had not made any adjustments or repairs since handing it over 12 months ago. Recently, we subjected these drives to a rigorous test. This involved a new Dynamic Positioning system from Praxis Automation, which required multiple reverse thrust commands under both electrical and diesel power. A little time and experience have taught us to be cautious with anything carrying a Naval Yachts installation stamp. Their consistent neglect of proper installation instructions has led to our cautious outlook for a smoother experience. Unfortunately, this time, the last part of the driveline had not received our thorough examination, and it ultimately failed. Insights on the Bruntons Sigmadrive The SD225 drive we fitted had slight modifications. Nonetheless, it showcases the principal components well. We noticed spalling on the locating wedge and corresponding marks on the prop shaft. These were polished before we refitted them. The center picture illustrates the inset that should accept the smaller diameter of the tolerance ring. This ring ensures proper axial alignment. On the right, the images show the inner coupling and our necessary cut to remove it. Testing our Praxis DP System revealed a flaw in our setup. Fortunately, this occurred in the controlled environment of the New River in Fort Lauderdale, allowing us to make a safe return home. Upon inspection, we found rolled swarf particles in the bilge space underneath the port drive. Consequently, we ordered two new drives and set out to address the issue. Fortunately, Bruntons responded quickly, and we are grateful for their help. Uncovering Poor Workmanship from Naval Yachts Upon removing and inspecting the coupling, we found multiple causes for the failure. All were related to poor workmanship: The flange retaining studs were loose because Loctite was not applied to secure them into the coupling body. Additionally, two studs were installed backward, making them inaccessible for proper tightening. The output flange register had been installed backward. This misalignment could result in improper axial alignment between the gearbox flange and the coupling flange. As a result, the smaller hex bolts faced misalignment loads. The ring of smaller hex bolts was loose, lacking Loctite on the threads. They had presumably loosened due to alternating loads. Brunton's installation instructions specified using Loctite 290 (permanent fixing) in these locations. The shaft-securing wedge had spalling damage from being allowed to spin initially. It was overtightened and seized, causing a need for the coupling to be cut away for removal. The output flange register ring was oriented incorrectly. You can see fretting marks on the face and damage around the thread holes. We could not remove the coupling boss using jacking screws due to over-tightening; we ultimately had to cut it off the shaft. When driving ahead, the movement was constrained in compression. This wasn't immediately visible, but it was occurring. However, parts separated during reverse operation, causing eccentricity and vibration. This generated small metal particles that fell into the bilge space. Locating studs only fit one way due to the hex on one end only. Fitted backwards and hand tightened. In summary, we encountered a "bugger's mess," largely attributable to Naval Yachts. It's disappointing that this issue overshadows their good work. Recognizing faults is crucial for making things right. Sadly, Naval Yachts has not accepted responsibility for these issues, despite their marketing claims. Nevertheless, with effort and the application of Rule 1 , all things are fixable. A Fix in Fort Lauderdale Joe from Yacht Management was really helpful in doing the job properly this time. Aligning a Constant Velocity coupling in-situ is challenging as it introduces flexibility. Bruntons provides small plastic wedges to lock the drive parallel to the shaft line. We use these to check radial alignment by locking the flexible drive into one unit. Surprisingly, alignment was quite good, only 0.3mm off vertically and horizontally, and spot on axially. Joe, the mechanic from Yacht Management, has extensive experience with this job and was pleased with the outcome, considering that the engine is mounted on flexible supports. It can be gratifying to be proven wrong at times! Plus, we're relieved that we no longer need to readjust the six engine mounts and two hybrid drive couplings that we had previously reset. The failure stemmed from a failure to follow installation manuals and proper supervision as outlined in Rule 1 . We replaced all damaged drive components, cleaned the shaft of any spalling marks, and followed instructions meticulously during reassembly, including torque settings and Loctite application. We were then ready for another test. With shorelines doubled up, we ran alongside at 50% load on one driveline in reverse for two hours. It stirred up quite a scene in the New River. Overall, everything went smoothly—other than the impact on our bank account. Chris Leigh-Jones Link: Yacht Management (South Florida) Further Reading: Bruntons Sigmadrive SD255 Brochure: Bruntons Sigmadrive Brochure AB Marine: AB Marine King Propulsion: King Propulsion BoatTechTV Episode 7 - SigmaDrive Shaft Coupling (YouTube): BoatTechTV Prism Reviews: Bruntons Sigma Drive (YouTube): Prism Reviews NauticExpo: NauticExpo Stone Marine Group: Stone Marine Group

A year after our handover, a sense of normality has finally settled in. Alarms are reduced to manageable levels, working practices are established, and we can begin to enjoy our journeys with hard-won reliability paramount. A major design feature of Vanguard is its hybrid drive, a spin-off from the rise of lithium battery technology and electric propulsion. So, what has that experience been, and where do we now see the benefits, if any? The heart of the system. Twin John Deere diesels, continuously rated, and Praxis Hybrid drives. Let's begin by focusing solely on the equipment, setting aside the issues with Naval Yachts. Praxis Automation designed our system, a well-established company with an excellent reputation for reliable products throughout the commercial marine world. This technology is new in our yachting world; I know of only Sarp and Arksen, who have also fitted it on vessels similar to Vanguard. So, there needs to be an expectation of a learning curve in how the equipment performs. For as long as their products have been in the field, Praxis has "owned" this role, visiting the vessel and working with us remotely as issues arose. Without this backup, we would have failed. So, breaking the system down into its parts: Batteries. Our batteries are huge by most standards: 21 kW.H. for the house and 120 kW.H. for the power batteries - more power than the average minor God of antiquity. 3 by 7kW.h MG Systems LiPO house batteries. We have electronically limited the maximum charge rate to 2kW and comply with MCA survey requirements for enclosed batteries in engine room spaces. House Batteries - Solar power, Power Batteries, Generators, or Shore Power can recharge house batteries. They are LiPO from MG Systems and have proven utterly reliable, even capable of recharge from a total discharge (that has happened twice).  Power batteries, also LiPO, have been a blessing, although they have exhibited teething troubles. At 600VDC and with such a capacity, they are not to be trifled with. Batteries perform best when actively used; leaving them for long periods needs preparation. Charging them is easy with a generator capacity of 50kW, though they must also be glycol-cooled for high charge and discharge rates. Battery voltages can wander and should match before connecting at the DC Bus bars. Power batteries located as 2 banks in the engine room. They are designed as their own battery room with a dedicated emergency exhaust and water/glycol cooling. Running away on one cell will not propagate to the others. The connection itself can be tedious with multiple attempts. The alternative is akin to placing an iron bar across a starter battery, only at 600VDC. Cell voltages can drift apart and must be returned in line by an occasional forced recharging. Our lives became much more predictable once we established a battery management regime. There is a methodology to this that we have now well documented for future reference and owners. The flip side of this complication is that near-limitless power becomes available. We can operate a kettle, dishwasher, washing machine, HVAC, Oven, and hair dryer simultaneously and without the inevitable restrictions or matrimonial recriminations that ordinarily follow on a yacht of limited size. We are free at anchor or underway; it is as easy as pie! Hybrid Drives We ran HVAC last night, partially draining the batteries. One hour of charging in the morning will replenish them. They are currently charging at 50kW—see blue numbers. Motor/Generators are large by most standards, power or generate at approximately 50kW, though the speed changes between these modes. We had problems with installation, but these have been remedied. They have proven to be reliable and silent. One small downside we had not envisaged is the loss of some 5-8kW through the Esco Power drive and having them constantly rotating when the engines are running. This would have little consequence with a powerful engine installation, but Vanguard's engines are small, and that 5kW is noticeable. We retain the option to change the engine rating to "M2" for some additional motive force (currently M1), though that would also entail a change in propeller specification.   I'm not sure we will go there yet; it's simpler to charge on two engines and run on just one when the batteries become nearly full. Charging uses redundant high-power inverters connected to Praxis Green power batteries. We can control the system from the engine room or the helm stations. Solar Perhaps our biggest self-delusion. We installed 6.5kW of solar capacity but did not fully grasp the very negative effect of shading. After much consideration, readjustment, and general playing around, we moved maximum output from 1.10 kW to close to 2.0 kW and daily energy input from 4 kW.h to over 11 kW.h. A hard-won battle , but less than we expected from our naive starting point. Solar energy is occasionally useful, but it is not good enough to exist permanently at anchor in an energy-hungry design without running generators for a short duration every few days. It did, though, save us once when we anchored off a remote island in Greece and lost our house battery charge. Victron provides all our house electrical needs for 240 and 24VDC, including solar. Multiplus inverters can be bypassed and we carry a spare 1000 amp MG Systems bus bar. The sun came up, and so did our batteries! One great tangential benefit is the Victron Cerbro controller, which oversees solar and other house electrical systems. It has provided great insight into its operation and has proven reliable throughout. The plot of daily solar output shows 11.2 kWh for the day of 28th April 2005. Ignore the time stamp. It thinks it's still Spain and needs to reset the location. Oops. Final Thoughts and Reflections Our hybrid installation creates a more compact engine room in a small space. It eliminates the need for two additional generators yet provides the same level or greater redundancy and in total silence. It takes time to learn this system and to limit the unexpected events, but the effort is worthwhile. My wife, Sebrina, loves the freedom from power rationing, allowing her to use all the conveniences of a modern land-based home. I like the assurance of silent anchorages and a certain freedom from range anxiety. We can slowly motor for 50 miles on an electric drive, but it will not help save the planet. A design plastered with solar panels will produce little more power than a few efficient and thoughtfully located, shade-free panels. This technology, including in-line, direct coupled motor/generators, improved control software, and battery technology (cost, power density), is constantly developing, promising a fertile playground for future yacht designers. Lastly, NEVER believe a marketing pitch that electric drives offer " ocean crossing" potential. One head sea and you're toast. Ocean crossing potential is only available from a good hull, sails, or a large diesel fuel tank. Such marketing claims are dangerously untrue, but Hybrid Power Yachts offer many other, more subtle benefits. Chris Leigh-Jones Further reading Boat International : Their "Technology" section frequently covers hybrid propulsion https://www.boatinternational.com/technology Professional BoatBuilder Magazine : Technical articles on marine systems, including hybrid propulsion https://www.proboat.com Marine Propulsion & Auxiliary Machinery : Professional journal covering propulsion technologies https://www.rivieramm.com/publication/mpam Praxis Automation Technology : Information on their MEGA-GUARD HYBRID systems  https://www.praxis-automation.com/products/mega-guard-hybrid/ Arksen Yachts : Technical information on their sustainable vessel designs  https://arksen.com/technology/ IEEE Xplore Digital Library : Search "hybrid marine propulsion" for peer-reviewed articles https:// ieeexplore.ieee.org DNV GL Maritime : Classification society with technical reports on hybrid systems https://www.dnv.com/maritime/ Electric & Hybrid Marine Technology International : Magazine and annual directory https://www.electrichybridmarinetechnology.com/

Last week, we spoke about "less is more" in that particular example, removing an overabundance of shims used to align the drivelines on Vanguard. The nature of such work demands close attention, which can often reveal the onset of other, more subtle problems. So here is that story: White is the John Deer diesel and mechanical clutch; grey is the Esco Power hybrid PHT drive and coupling, and green is the Praxis E-motor. Our hybrid E-Motor drives consist of three hefty assets: a 30kW E-Motor from Praxis Automation that doubles as a motor and generator, a coupling, and, thirdly, a step-up gearbox (PHT) from Esco Power. After fixing a few initial hiccups, these robust components performed well, and charging at 30kW is a blessing in quiet anchorages. Vanguard's design boasts impressive redundancy for its mission, which can create a false sense of security— a repeated mistake adds no security. Out-of-spec machining of the splines created a sloppy fit, allowing for relative movement and accelerated high wear rates. While realigning the drives, we discovered a surprising backlash in the port engine Hybrid drive coupling. Since the drive is bidirectional, we shouldn't have seen any backlash. With a stroke of luck, we had time for a strip-down, which led us to share our findings with Naval Yachts and Esco Power. Esco Power responded promptly and worked with us to find a solution. Naval Yachts installed the unit; however, they immediately opted for the blame game, which was unsurprising, given previous experiences. Hope springs eternal, or so they say! ( We subsequently stripped the Stbd drive to find similar but less extensive damage attributable to the same reasons .) So, what went wrong? Well, three issues stood out: A cold chisel is used to tighten a nylon retaining nut instead of the correct tool. It does more damage than good and destroys the nut. The "rust" color on the splines is a typical sign of fretting wear. The coupling was not retaining well, and it moved Forward on the splines, rubbing against the e-motor casing at high speed. 1. Construction supervision. Naval Yachts (or their subcontractor) used a cold chisel instead of the specified tool to tighten a retaining lock ring. As a result, it wasn't fully locked in, allowing axial movement and leading to some lovely metal-on-metal fretting at the drive end. 2. Machining mishaps. The splined connection to the E-Motor was noisy and didn't meet the specified standards per drawing DIN 8420. It was tight initially, but everything loosened up when under load, which is always a great way to keep things interesting. 3. A classic case of 'close enough.' A design flaw meant that the E-Motor end of the coupling could move forward but not back, relying on the E-Motor casing to keep it in check. That genius design idea resulted in scoring, heat buildup, and a nice little vibration show. Most problems have multiple solutions, so work with what you have. We first consulted Esco Power about the issues, and their technical support agreed with our assessment. We also spoke to the shipyard in Fort Lauderdale, Yacht Management of South Florida, for local machine shops, ultimately landing on Tropic Machine and Fabrication. We kept Naval Yachts in the loop, but they immediately played their predictable blame card— a lesson slow learned . Implementing a repair. Starting at the PHT drive, the output is taken by a connecting flange driven via a splined output shaft. The backlash was minimal (Esco Power had machined both components). We added molybdenum disulfide anti-fretting paste to the splines before reassembly. Additionally, we procured new Nylock retaining nuts and torqued them to specification with the help of a newly made dedicated assembly tool. Top Row - Naval Yachts assembly using a cold chisel on the nyloc nut, damage to nut, red coloration on splines from fretting damage. Bottom Row - new nut and purpose-made assembly tool. Clean tight assembly with no backlash. Welding the hefty shaft retaining washer to the splined E-Motor coupling will prevent axial movement of this component. Previously, all damaged surfaces had been dressed and trued to the axial dimension. The coupling was reassembled onto the E-Motor shaft using Loctite 660. This was not a preferred choice but was necessitated by the level of wear on the splines. An alternative was to re-machine those splines, entailing approximately a 4-6 weeks delay. We used a small washer to ensure clearance from the motor casing, then torqued the M10, Class 12.9 Allen screw to 95NM before letting the Loctite set up overnight. E-Motor end coupling, before Top, after Bottom. We had about 0.3mm play and used Loctite 660 as a semi-permanent securing compound to prevent backlash and ongoing fretting. Rebuilt and realigned drives. This will be tested next week before replacing the running guards. Loctite 660 is designed to retain worn splines and keyways on shaft lines. It is a permanent solution but can be removed by heating to>240 deg.C. Once set up, a we confirmed concentricity before the Loctite could cure fully. The e-Motor was replaced. Next we realigned the E Motor to the PHT drive, this necessitated lifting the E-motor support cradle to remove shims as the alignment has initially be set wrongly, ( no surprise there ). We will test the completed assemblies next week when the exhaust modifications are also completed. If this does not work as intended, Plan B is to replace the coupler assembly with a flanged rubber industrial motor drive coupler. 30kW at between 1000 and 3200 RPM is quite a low torque requirement, so it should be an easy swap out that we can complete in Charleston, SC. A shout-out here for the engineering assistance provided by Zach, Ceaser, and the team at Tropic Machine and Fabrication. 72 hour turnaround! web site: www.tropicmachine.com Now, does Naval Yachts (Antalya) stand behind their work after only 300 hours of operation? I typically avoid negative comments, preferring to focus on outcomes and the journey. However, one observation about Naval Yachts is well overdue. Dincer Dinc, Technical Director and co-owner is steering this process. Over eleven months since the chaotic delivery of an incomplete build and through a detailed rebuild at our own expense, we come to realize that Naval Yachts " Guarantee Policy " is a marketing stunt; it will not be honored and has zero value. On a brighter note, Vanguard has now been approved independently by UK MCA as seaworthy - Category (2) at our own effort and expense, despite this behavior from Naval Yachts. When the remaining repairs are completed, we will ride the Gulf Stream north to Charleston (against a northerly wind, if there is one, letting the seas stack up). That should be a worthy test of the upgrades. Caveat Emptor, folks! Lastly, this morning I woke up early, 5. 30 am as usual; this was the view that greeted me from my cabin. You have to love Fort Lauderdale.

Recently, the topic of noise has been raised several times, typically met with my anecdotal mumblings rather than concrete data. We recently had the opportunity to correct this by conducting measurements and a comparative review of existing literature . Note - when first published, the Noise Meter was on an incorrect setting. Figures have since been updated. My bad. Small sound meter reporting in dB(A), sound to the human ear. Firstly, an explanation may help. Sound is measured in decibels (dB). The decibel scale measures sound logarithmically, with each 10 dB increase representing a tenfold intensity increase or perceived doubling of loudness. The "A"-weighted version (dB(A)) adjusts measurements to match human hearing sensitivity. Today 's Blog showcases measured noise data specific to 20-30m aluminum-hulled displacement motor yachts with twin-engine setups. This data comes from technical literature and Vanguard's measured sound levels (dB(A)). It's important to note that Vanguard utilizes a hybrid propulsion system with large power batteries that replace traditional generators, significantly lowering noise levels under the right conditions ( refer to the above dB explanation ). Measured Noise Levels in Key Areas Engine Room: The following noise levels were measured on 4 similar examples: Eng Speed Power (HP) dB(A) Idle Cruise Max 1000/1200 400-600 82-88 95-102 102-108 1800-2300 500-800 85-92 98-105 105-112 Hybrid ?? 75-82 85-92 90-97 2300 (Vanguard) 320 62 85 (7KN) 103 (10KN) Factors specific to aluminum hulls that affect engine room measurements include: Sound reflection from aluminum surfaces is typically 2-4 dB(A) higher than comparable GRP surfaces. Due to different damping characteristics, structural transmission through aluminum is approximately 3-5 dB(A) higher than steel. Hybrid drives may be operated in ELECTRIC mode when "idling" long-term, eliminating engine-derived sounds and resulting in very quiet conditions. Vanguard's commercial MCA CAT (2) Certification specifies additional engine room insulation that improves sound attenuation. Cabin and Living Spaces: Measurements taken at anchor and under power. Noise levels in the accommodation areas of aluminum twin-engine displacement yachts (20-30m) were reported as below. NOTE - Ambient noise levels when testing Vanguard were 74dB (road adjacent to the shipyard), her structure reduced noise levels considerably below ambient. - Owner's Suite (Typically Midship or Forward) Vanguard   - At anchor (generators only): 38-43 dB(A) 40 (Power Batteries)   - Cruising speed (8-10 knots): 46-54 dB(A) 42 (1 engine)   - Maximum speed (10-14 knots): 52-58 dB(A) 48 (2 engines) - Guest Cabins Vanguard   - At anchor (generators only): 40-45 dB(A) 36 (Power Batteries)   - Cruising speed: 48-57 dB(A) 37 (1 engine)   - Maximum speed: 54-62 dB(A) 40 (2 engines) - Saloon/Main Deck Vanguard   - At anchor (generators only): 42-47 dB(A) 40 (Power Batteries)   - Cruising speed: 50-58 dB(A) 48 (1 engine)   - Maximum speed: 56-64 dB(A) 52 (2 engines) - Crew Quarters (Typically Aft) Vanguard   - At anchor (generators only): 44-50 dB(A) 36 (Power Batteries)   - Cruising speed: 54-64 dB(A) 55 (1 engine)   - Maximum speed: 60-70 dB(A) 62 (2 engines) - Main Helm Vanguard   - At anchor (generators only): 38-43 dB(A) 40 (Power Batteries)   - Cruising speed: 48-56 dB(A) 48 (1 engine)   - Maximum speed: 54-62 dB(A) 52 (2 engines) Notable observations for this specific vessel type include: Ambient noise during testing "at anchor" for Vanguard 62 dB(A) Aft cabins in aluminum vessels typically experience 6-9 dB(A) higher levels than forward cabins due to their proximity to machinery and enhanced structural transmission. Lower frequencies (below 100Hz) transmit more prominently through aluminum structures than comparable composite vessels. Hybrid propulsion systems maintain significant power storage batteries, allowing for long periods at anchor and negating the need to run generators. Relevant Standards and Classification Requirements Specific to Aluminium Construction MCA LY3 Code Requirements   - The UK Maritime & Coastguard Agency's Large Yacht Code 3 (LY3) includes noise requirements applicable to commercially registered yachts in this category: ABS Comfort Class for Yachts: For aluminum yachts with COMF(Y) notation: RINA Comfort Class Requirements: RINA's COMF-NOISE(Y) notation for yachts in this category: Unique Acoustic Properties of Aluminum Displacement Hulls Structural Transmission Characteristics Measured acoustic properties specific to aluminum include: Damping Coefficient: Aluminum naturally dampens vibrations less than steel (measured damping ratio approximately 0.005-0.008 vs. 0.010-0.015 for steel). This is mitigated in Vanguard with the increased mass of metal used. Transmission Loss: Aluminum plates show 3-7 dB less transmission loss than steel of similar thickness at lower frequencies under 500Hz. Resonant Frequency: Primary hull panel resonance typically occurs between 80-120Hz in aluminum displacement vessels of this size range. Hull-Water Interface Measurements    Displacement hulls in this size range exhibit specific measured noise patterns: Hull Pressure Measurements: Displacement hulls generate pressure variations of 0.2-0.8 kPa at the bow wave area at cruising speed. Propeller Cavitation Inception: Typically occurs at 70-80% of maximum power in displacement vessels with standard propeller designs. Structural Response: Aluminum plates between frames show acceleration responses of 0.05-0.15 g at standard cruising speeds. Case Studies: Measured Results from 20-30m Aluminum Twin-Engine Displacement Yachts Case Study 1: 26m Custom Aluminum Displacement Yacht (Netherlands) At Anchor (dB(A)) 8 Knots (dB(A)) 12 Knots (dB(A)) Engine Room 78 98 105 Owners Suite 39 48 54 Guest Cabin 42 53 58 Case Study 2: 24m Semi-Custom Aluminum Explorer Yacht (Italy) Area At Anchor 9KN 13KN Engine Room 82 100 107 Owners Suite 40 50 56 Guest Cabin 41 52 58 Case Study 3: Frequency Analysis of 28m Aluminum Expedition Yacht Location 31.5Hz 63Hz 125Hz 500Hz 1kHz 4kHz Engine Room 99 dB(A) 101 98 91 88 79 Aft Guest 57 58 53 46 39 25 Midship Cabin 48 52 50 42 37 23 Forward Master 45 47 44 38 32 31 Note: Measurements at 9 knots cruising speed Case Study 4: Comparative Analysis - 24-25m LOA Aluminum vs. GRP Construction of Similar Displacement Location Aluminium Vessel GRP Vessel Delta Engine Room 99 96 +3 Aft Cabin 57 53 +4 Midship Cabin 51 50 +1 Forward Cabin 47 49 -2 Main Saloon 54 55 -1 Note: Both vessels 24-25m LOA, twin diesel engines of comparable power, measured at 9 knots High ambient sound levels when testing Vanguard. Conclusion The physical measurements presented in this article demonstrate distinctive noise characteristics of 20-30m aluminum-hulled twin-engine displacement motor yachts: Explorer Yachts represent a unique segment of the yacht market, characterized by noise levels that differ from composite or steel vessels and semi-displacement or planing designs within the same size range. Engine room noise levels typically range from 95-105 dB(A) at cruising speeds and represent the highest noise areas, followed by the adjoining Crew Cabins. Attention to noise attenuation during construction would pay dividends in crew comfort levels. Owner and guest accommodation spaces generally experience 46-62 dB(A) at cruising speeds, with noise levels strongly correlated to proximity to machinery spaces. The measured differences between noise levels at anchor and cruising speed typically range from 8-14 dB(A), with the largest differentials occurring in aft cabins and spaces directly connected to structural elements attached to the engine foundations. Hybrid drive vessels (including Vanguard) are significantly quieter at anchorages for a sustained period with moderate power consumption (typically operation of Air Conditioning). Frequency analysis reveals that aluminum hulls transmit low-frequency noise (below 250Hz) more efficiently than composite structures while showing comparable or sometimes better performance at higher frequencies. Comparing measurements against classification society standards shows that well-designed aluminum vessels in this size range can meet COMF(Y) 2 or COMF(Y) 3 notations, though achieving COMF(Y) 1 typically requires specialized acoustic treatments. Vanguard has increased hull thickness, scantlings, and significant thermal insulation (EPDM), noticeably improving internal and ambient noise transmission attenuation, which drops, on average, 15-20 dB from ambient conditions. References [1]: Bellotti, G., et al. (2022). "Acoustic Measurements on Mid-Size Aluminum Motor Yachts." Journal of Marine Engineering & Technology, 41(3), 156-171. [2]: Boote, D., & Pais, T. (2021). "Vibration and Noise Control in Aluminum Yacht Construction." International Journal of Small Craft Technology, 163(B1), 21-34. [3]: Maritime Acoustic Research Consortium (MARC). (2023). "Comparative Study of Noise Levels on Luxury Vessels 20-35m LOA." Technical Report 2023-07, pp. 43-58. [4]: Maritime & Coastguard Agency. (2020). "Large Commercial Yacht Code (LY3)." MCA REF: MSN 1672 (Amendment 5), Section 14B, pp. 134-136. [5]: American Bureau of Shipping. (2023). "Guide for Passenger Comfort on Ships." ABS Publication 118/23, Chapter 3, Section 2, pp. 28-31. [6]: RINA Services S.p.A. (2024). "Rules for the Classification of Yachts." Part F, Chapter 4, Section 2, pp. 347-352. [7]Kinney, L., & Zhang, H. (2022). "Material-Specific Approaches to Yacht Noise Control." Naval Engineers Journal, 134(2), 89-103. [8]: Morvillo, R., et al. (2023). "Hydrodynamic Noise Sources in Displacement Hulls." Journal of Ship Research, 67(1), 42-57. [9]: Hakvoort Shipyard & Van Oossanen Naval Architects. (2023). "Project Adagio: Engineering and Performance Report." Client Technical Documentation, Section 7.3, pp. 118-126. [10]: Cantiere delle Marche. (2022). "Darwin 86 Noise Reduction Analysis." CdM Technical Publication 2022-D86, pp. 27-34. [11]: Source: Nautica Research Institute. (2023). "Acoustic Signature Analysis: Commercial vs. Private Aluminum Vessels." NRI Publication Series 2023/04, pp. 67-79. [12]: University of Southampton Marine Acoustics Laboratory. (2022). "Comparative Analysis of Acoustic Properties in Small Vessel Construction." International Journal of Maritime Engineering, 164(A2), 134-149.

What Is a Chatbot? A Chatbot is an AI application that engages in human-like conversations. Think of it as a virtual first mate. This mate never gets seasick, doesn’t drink all your beer, and instantly responds to questions about boats and maintenance—all without human intervention. Unlike static FAQs, chatbots provide dynamic, personalized responses based on your inquiries. How It Was Created We used natural language processing technology, allowing it to comprehend human interactions from both written and visual sources. This includes language full of nuances and occasionally colorful sailor vocabulary. The creation process involved feeding the system targeted Explorer Yacht-related materials. In the training phase, we forced the AI to binge-read more boating content than a cabin full of "Yachting Monthly." We then refined this knowledge base as questions were asked. Each new query led to additional meanings and categories. Our goal is to ensure it doesn't suggest patching a hull breach with duct tape—though that’s still a possibility. How This AI Develops The AI learns and improves over time. It’s becoming the marine equivalent of that friend who started as a landlubber but won’t stop talking about jibing techniques. Users interact with the system, allowing it to analyze conversations for patterns and information gaps. With each interaction, it aims to provide more comprehensive answers. Gradually, it transforms into that knowledgeable dock neighbor who always has a useful solution—without the unsolicited advice about your docking technique. Well, at least that’s the theory. Here are some example questions and answers from our testing. I noted its accuracy at about 80%. Some answers either missed the point or failed completely. It excelled with information it had been trained on, such as the Operations Manual for Vanguard. Additionally, it provided further reading and source links, which was a plus. However, it struggled to perform functionalities typically associated with a larger AI model, like preparing a comparative performance table. Furthermore, it identified some incorrect older data (for example, it showed a range of 7000 miles, when in reality, it is between 2500 and 3000 at an acceptable speed). We can intervene here to retrain it based on real-world experience with performance and range data. The Future of AI in Boating As AI continues to evolve, our system will become more user-friendly and efficient. We plan to keep updating our chatbot with new data. This will not only improve its accuracy but also enhance the overall user experience. We want our users to feel connected, informed, and empowered. Why Chatbots Matter Chatbots are particularly beneficial in the marine industry. They can rapidly answer common queries about boat maintenance, safety features, and navigation tips. Imagine embarking on a journey where you have instant access to all the information you need. The chatbot can guide you, ensuring you’re well-prepared for any adventure. Chatbots are also capable of learning from user feedback. If many users ask the same question, the AI will recognize this and adjust its responses accordingly. This capability is invaluable in a sector where knowledge can evolve quickly, and staying informed is crucial. Interactivity and User Feedback One vital feature of these chatbots is that they can continuously learn. Therefore, don’t hesitate to ask questions and engage with the system! As we gather user data to analyze, we will provide updates on how it improves over time. User feedback is essential for fine-tuning accuracy and enriching the experience. Upcoming Developments We are returning to Vanguard tomorrow. We are excited to host a week-long visit from Praxis Automation. They will assist us in completing the commissioning of our control systems and iron out some evident bugs. More updates will follow next Saturday as we start our journey up the US East Coast to points further north. Until then—have a wonderful weekend! Chris Leigh-Jones Explore more about AI Chatbots here .

This week marks a significant highlight in our long journey, pushing Vanguard closer to being seaworthy. As the fog of chaos clears, smaller yet crucial issues come to light and find their way onto our to-do list. We had the assistance of two excellent commissioning engineers from Praxis Automation . The long hours paid off, demonstrating the value of their expertise. So, what has been the net effect of all our efforts? Tackling Tank Gauges: When "Full" Means "FULL!" Tank gauges have been a source of frustration. The term "Range Anxiety" is often associated with electric vehicles in the USA, where vast distances between cities exist. We've faced a similar reaction with our tank gauges. They have proven unreliable, often inaccessible, and poorly fitted. While it's hard to understand why companies would produce such unreliable transducers, our findings suggest underlying issues. We made a concerted effort to improve our electrical connections. We replaced two broken transducers and corrected the fit of the remaining ones. While this did improve matters, it was not enough to eliminate the anxiety we felt. During our troubleshooting, we discovered that an "empty" tank triggered a failure signal that reverted to the last known level. This was often a full one due to recent fuel transfers. Additionally, we uncovered an incompatibility between a 3-wire transducer and our 2-wire I/O board. This incompatibility resulted in persistent earth fault indications that were difficult to address. Our workaround involved installing opto-isolators between the transducer and I/O boards. We learned to reset "stuck" transducer signals by flipping their fuse. After 12 months of struggle, we finally have operational tank gauges. Next up: checking the calibrations! Throttle Controls and Dynamic Positioning (DP-0) Throttle controls were revamped to minimize the lag when moving ahead or astern. We also focused on our drive lines to improve alignment and ensure stability. With enhanced reliability, we commissioned the Dynamic Positioning (DP) system. This commercial-grade functionality is typically fitted to offshore oil vessels. Unlike the Dockmates, our system governs position, speed, and rotation parameters to maintain the desired state. For instance, if we want to change the heading at 100 degrees per minute, the thruster adjusts power from 1 kW to 15 kW, depending on current and wind forces acting on the hull. We set this for both electric and diesel propulsion systems. Vanguard performs like a long-keel, single screw yacht. Some days, we’re tempted to use springs to assist in docking. I plan to provide further details later. We can now maneuver (slowly) sideways alongside the dock while rotating or traveling forward much slower than we could with a single idle diesel engine. This is quite an achievement, particularly without a stern thruster! The remarkable aspect of this system is the reduction in stress levels while docking. Power Batteries and Fast Charging Our journey with the large power batteries has not been without its issues since their commissioning. The primary problem stemmed from internal discharge due to a single cell falling below the average voltage. Testing the electric drives involved draining the batteries to force multiple charge cycles, from 5% to 100%. This process succeeded in bringing the rogue cell to average voltage, allowing the normal balancing circuits to function correctly. Additionally, we increased the charge rate from our generators, boosting it from 25 kW to 45 kW while monitoring machinery and coolant temperatures. Pulling 80 amps at 600 VDC is substantial, especially for a yacht system. I’m pleased to report that both the system and the skin-cooled glycol tank have performed flawlessly. Charging has become impressively fast, much to the delight of my energy-hungry, silence-loving wife, Sebrina. Pinhole in a Weld Causes an Annoying Slow Leak Now, let’s address a long-standing issue. A single pinhole in a weld on one skeg has caused a slow and continuous leak, sending several liters of water into the engine room each day. It creates an unsightly wet environment and unpleasant odors. We attempted to seal it multiple times without success. This leak is not a structural concern but rather an air inclusion issue. We finally decided to take corrective measures. We hauled Vanguard out, dried and cleaned the affected area, crack-tested it, and carefully drilled out the inclusion. We then applied Devcon aluminum metal repair and slow-setting epoxy internally. We replaced the ballast and backfilled the skeg with 2 gallons of slow-setting epoxy. Ensuring proper conditions during the curing process was essential, as the temperature rose. Now, after all that effort, we have dry bilges at last. An Assault on Alarms Finally Results in Silence This week, we focused on managing the alarm systems. We aimed to rationalize, rename, and reduce the overwhelming number of alarms. Many were merely advisory and did not warrant the term "FAILURE." Some alarms were irrelevant or could be silenced through proper equipment calibration. The most concerning alarm indicated an intermittent failure of one of the ethernet ports, which suggested a loss of redundancy in the system. One cause stemmed from overheating due to poor ventilation, which we addressed last year. A second issue arose from a loose power supply screw terminal buried at the back of the cabinet. This kind of oversight has caused problems in multiple instances. Witnessing a blank alarm screen at the beginning of each watch is truly a thing of beauty for those of us at sea. Today, we consistently enjoy such tranquility. Conclusion Our time in Fort Lauderdale is drawing to a close. Vanguard now rests peacefully on her moorings, a vastly different vessel from her initial splash in the Antalya Free Zone —unfinished and abandoned. Like many men, I find myself adrift without a clear focus. However, this past year has been incredibly memorable. Working with various technicians from Turkey, Spain, and recently, the USA, along with teams visiting from the UK, Netherlands, New Zealand, Russia, and Ukraine, has been a privilege. Their skills, steadfastness, and humanity have brought genuine joy. Now, we prepare to head NORTH as spring arrives. Lastly, my heartfelt thanks go to Praxis Automation for their unwavering support and to our captain, Valeriy Kydalov , for his friendship and encouragement through our challenging times.

A rather long time ago I was on a bulk carrier loading coal in Newport News Virginia USA. Some way off lay an enormous passenger liner sitting idle. The SS United States. Even then, one of the last bastions of a passed era. Fast forward over 40 years and we meet again, of Delray Beach Fort Lauderdale. Video thanks to SeaTow and my friend Capt Brianna Kerrigan of Yacht Management (South Florida) . Under tow on her way to Louisiana to become a dive reef. Enough said for this Blog, never see the likes again I wager. SS United States under tow off Delray Beach, FL, 1952-2025. As a personal story my family have a connection with the era of large liners. Our maternal Great Grandfather, Capt Robert Baker. One of his commands was RMS Mauritania of the Cunard Line (1907-1935). I wonder when the world stopped being sepia? Chris Leigh-Jones

I will start this message with a Broker’s advice, “If you truly want to go sailing, don’t leave it too late.”   Here we are, 2 years later and probably 18 months or more from seeing our boat afloat.  So if your hair is grey and your teeth, well, not all yours, then maybe it’s time to get on with it and stop dreaming.  I only get to play if my family, primarily my wife, gets to play too and play happily. Sebrina is claustrophobic, basically ruling out monohull yachts.  She likes space, so we looked at Cats, took some out on charter, went to the shows, did a few deliveries.  You do more motoring than envisioned if the destination is the end goal.   I’m also in my 60’s, and there is an age limit to jumping around; our thoughts turned to motorboats. As a child, I watched Gilligan’s Island on our black and white TV in the UK.  A lot of the product design philosophy in the USA reflects that “down east” style.  There is also a tendency to add volume. For me, if you want a cottage then buy a cottage. It is great fun sailing around the islands on a breezy day, but the sea is not always like that and certainly not picky when it changes.  I wanted something rather more seaworthy. So we went looking again, converted fishing boats, trawler yachts, certainly getting warmer though there were murmurings from my Sebrina, function follows form would be her mantra.  We went traveling to look at a few likely hulls, Covid notwithstanding its still possible.  My luck was to get her on some pure eye candy but of dubious stability.  And then, on the same trip, we visited a less-than-pretty utilitarian design of impeccable stability. So the stage was set! Form follows function.  I like the philosophy pioneered by Dashew and the FPB series. The Circa Marine yard no longer builds these hulls, but it has created a genre that others have started supply.  We went for a hull form that was stable but with a duration that could be softened.  A hull with miserly fuel consumption and superb range.  Economical to build, to own, to run. One where we could specify ourselves rather than adopt another’s dream.  Superbly safe and capable of venturing to far-flung and rarely visited coast. A yacht that was a fishing boat on the outside and Aladin’s cave on the inside.   Explorere Yacht XPM78-02 Vanguard And so was born our venture with Vanguard .  78 foot, 60 ton aluminum-hulled Explorer Yacht, specifically designed for personal use to sail very long distances, short-handed, and incorporate a lifetime of lessons on and around boats.   Vanguard is our boat, built to answer our personal needs; this is the tale of her creation.

We will constrain this blog to a type of hull that is long and narrow, high L/B ratio, or however you wish to describe the parameter.  I typically say it’s a yacht with the keel cut off; that seems to work for the visuals.  Sailing yachts need to minimize hull resistance to be useful; motor yachts typically just fit more significant engines or develop a semi-planing design. Not so these high L/B designs but more on that later.    I’ll focus here on Yards that build or intend to develop series production rather than the odd one-off.  If you want to own an example of the FPB, most successful range built to date well you will not be able to buy a new one. You will though be able to find a number of good used examples and the best place to start is with Sue Grant at Berthon International who represents the design (Sue Grant Sue.Grant@Berthon.co.uk ). Here is a video of their largest example currently for sale. Launching their new 24M design at Circa Marine in NZ. Credit Circamarine.co.nz The motherload of production centers for these yachts has been Circa Marine in New Zealand circamarine.co.nz .  I believe they built all the FPB designs and are now building to their own design, being a 24m Explorer.   So if in that part of the world, then have a look at a firm that knows their business intimately. You will also find Dickey Boats  (https://www.dickeyboats.com/) building an LRC58, 58-foot yacht to Artnautica Yacht Design (www.artnautica.com ) which is seen as refreshingly practical and clean. The LRC58 is customized to the owner’s requirements, one, two, or three cabins, additional insulation, one or two engines, different cabin layouts… LRC58-01 Koti was built by the designer Dennis Harjamaa himself Europe has been less productive, but some exist.   Dutch yards like Steeler, Van Nunen, or Aluboot have made multiple long thin hulls that fall into this category, though typically with higher installed power than most. Today Aluboot has built one single-engine LRC58-03, Britt, currently for sale ( https://artnautica.eu/ ). And the second twin-engine LRC58-05 Aldania was launched in April 2021. Credit Arksen.com Arksen 85 hull being turned. More latterly, Isle of White Shipyards has begun production of the Arksen 85 for its designer, Arksen ( www.arksen.com ). The first 85 hull is now well into production (May 2021). Currently, 3 boat sizes have been announced at 65/75/85 feet. They are bidding to hold top spot in the clever Explorer Motor Yacht world; they may well get there.  XPM78-001 Mobius shortly after launching. Credit Mobius.world On the borders of Europe lies Turkey, with a plethora of yards.  We are working with Naval Yachts with their XPB 78, also designed by Artnautica .  Vanguard will be hull No 2 in their production, hull No 1 being Mobius launched Q1 2021 (see blog Mobius.world ).  The US has its own slant on this, though, as, with the Dutch yards, they tend to use higher powers.  Check out Metal Shark, metalsharkboats.com    Oh my, what big boys toys with those “50 Cal” on the foredeck!  Finally – I’ve left this one for last it’s not really a fit, but I love the site.   Made in Finland, honestly the coolest boats I’ve seen and refreshingly different.  Axopar – https://www.axopar.fi