As an Explorer Yacht Builder, I've navigated the choppy waters of countless maritime regulations. But nothing quite prepared me for my first encounter with the Polar Yacht Guide (PYG). A unique set of guidelines crafted for high-latitude sailing, the PYG has been instrumental in shaping our approach to building yachts capable of tackling the icy realms of the Arctic and Antarctic. Today, I'd like to share our journey through the PYG and how it's influenced the design of our Explorer Yacht. The Polar Yacht Guide for none-SOLAS pleasure yachts in Polar Waters (PYG) is a voluntary guide targeted at high latitude exploration vessels LOA <24m. The PYG guides those smaller non-commercial vessels outside the remit of its larger brother, the International Code for Ships Operating in Polar Waters, MGN 637. We found no prescriptive way to answer each of the recommendations within PYG; a best-guess approach is probably as close as any of us will get. With that in mind, this is how it affected the design of our Explorer Yacht. Scope of Application The PYG isn't just another maritime rulebook; it's tailored for yachts under 24m, filling a niche unaddressed by the International Code for Ships Operating in Polar Waters, which applies to larger vessels (typically over 300GRT). Its principles apply to a broad spectrum of yachts, ensuring their safe sojourn in Arctic and Antarctic territories. Structurally Sound Yachts venturing into polar waters must showcase the robustness required for contact with ice, intentional or otherwise. This means: Ice-ready hulls: Designed to avoid and sometimes embrace and navigate safely around icy encounters. Vanguard is NOT Ice Rated; she is aluminum hulled, too small, and underpowered to be an icebreaker. Her design does, though, pay respect to the intended destinations. The hull is built considerably stronger than Code. She has a 24mm stem and keel plate with a 12mm aluminum plate extending through the lower hull on either side. Stringers are 50% thicker and deeper than Code requirements. The prow contains an impact zone backed with a watertight bulkhead at 1000mm aft, plus 3 others further aft. The lower hull has double bottom tanks for 80% of the waterline length. Both propellers are semi-enclosed to protect from floating ice with self-aligning rudder stocks that are also >100% stronger than Code requirements. A low total draft of 4.5M and the skegs arranged for stable grounding if necessary. Engine room seawater inlet can be back flushed online to clear slush ice as required. Accretion Measures: Ice isn't just external; PYG ensures vessels consider the impact of ice accumulating on the ship, guarding against potential capsizing or instability. MCA Category (0) allows for high latitude operating in Summer months only. No further action was taken besides black upper surfaces that maximize summer warming. Mastery in Operation Navigating polar waters isn't a task for the uninitiated: Specialized Navigation: Expert ice pilots, well-versed with polar intricacies, become invaluable assets. Eyos Expeditions will provide Ice Pilotage. There is not enough time to personally learn the skills necessary we will hire as an effective alternative. Route Mapping: The PYG emphasizes reaching a destination and how you get there—prioritizing safety over speed. We have installed Time Zero Professional, and linked with this is Furuno DFF-3D multibeam Sonar array. Furuno Navtex, AIS (A), GNSS Compass. A Mil-Spec low light and IR Camera is installed, complete with a long-range IR illuminating laser for poor visibility and spotting operation. The tender has IR wavelength searchlights, a low-level light camera, and a depth sounder for poorly charted anchorages. Both the yacht and tender are equipped with AIS for location tracking. Both can operate on winter-grade low cloud point diesel fuel. Training: The crew isn't just working on a ship; they're entrusted with a mission. Specialized training ensures every member is polar-ready. Provided by our Ice Pilot plus USCG specialized crew training as needed. Preserving the Polar Purity In polar realms, nature reigns supreme, and the PYC ensures yachts respect this sovereignty: Waste Protocol: Discarding waste isn't an afterthought; it's a meticulous process, ensuring the pristine environment remains untainted. Waste is stored in the swim platform using dedicated access. Clean Propulsion: Emissions are tightly regulated, urging vessels to adopt greener technologies. Vanguard has duplicated commercial diesel-electric hybrid propulsion systems and a large solar array (less effective at high latitudes). Diesel engines are EPA Tier III certified. Electric independence at anchor and operation on slow passages or near wildlife is preferred. Ballast Regulation: Protecting polar waters from foreign contaminants, PYG advocates for advanced ballast treatments. Water ballast is fresh water from the RO plant. Biological contamination is not an issue. Additionally, the antifoul system is none toxic (Intersleek 1100SR) Emergency? Be Ready The PYG envisions many possible scenarios: Equipment: From lifeboats to survival gear, everything is polar-proof. Covered within MCA Category (0) requirements, VHF, AIS, EPIRB, SART, Liferafts ...... plus additional requirements recommended by Eyos. Survival Training: Crew members are trained to avoid emergencies and face them if they arise. Evacuation Routes: PYG mandates vessels to map out quick evacuation strategies, just in case. Prepared during voyage planning in consultation with our Ice Pilot. Keeping Connected Isolation can be perilous, and thus: Advanced Communication Systems: Yachts must have functional systems even in remote areas. Irridium Sailor 4300 geostationary Sat Comms, Starlink (Mobile) low-level Sat Comms provided in addition to VHF and hand-held Iridium for the tender/shore party. Reporting: Regular position updates keep yachts on the radar, ensuring they're never truly alone. Eyos to act as a base station. AIS (A) fitted for remote location tracking. 2 off ICOM VHF fitted with AIS for tracking Yacht when ashore or in tender. Conclusion More than just a code, the PYG is a testament to an experienced sailor's respect for the pristine polar worlds. It behooves novices (like us!) to pay due respect to those lessons learned and apply them to our circumstances. Chris Leigh-Jones Further Reading: Polar Yacht Guide

And we have another weekly update on the progress of our Explorer Yacht, Vanguard. Between you and I, these are getting slightly tiresome to write as progress is slower than anticipated. Like all complicated projects, the end is never so clear-cut. When building custom homes in the USA, there was always a fractious period near the end; inspections, snagging lists, and delays all contributed towards a best-avoid atmosphere. After completing a successful project, hindsight was the salve to repair those relationships. This is about where we are now. It is a late but great project, down to the wire technically and probably financially, but it holds such future promise. If you ever build a yacht, this will be you someday. Keep calm and soldier on, as one may say. So what has happened recently? The Hull Antifouling is nearly completed; the final act is to move chocks from under the hull so that the Naval can apply antifouling to areas that could not be previously accessed. Two 750mm Bruntons auto-props are now fitted, and the skegs have been profiled so prop blades can swing freely from Fwd/Reverse under load. Rope cutters and anodes have also been installed. They lifted the two large balanced rudders into place. The last act has been installing drain plugs in each rudder, which are hollow to minimize bearing loads. We have also fitted to watertight access hatched to the aft swim platform. this space is difficult to access from the engine room and would be excellent for mooring ropes and deflated fenders, which are difficult to store elsewhere. Waste not want not! Lastly, the Tender cradle was fabricated and test fitted to the aft deck. The Interior The main helm station is being installed. Currently, the electricians are tidying up the wiring. The helm station is hinged on the forward edge, providing good internal connections and wiring access. We will also install ventilation under this console and a small self-releasing fire extinguisher due to the sheer density of electrical and electronic components in this location. Better safe than sorry. We have installed a dedicated portable VHF storage and charging station adjacent to the rear deck access door. We picked this location as it was both secure and very convenient. The more difficult it is to grab equipment quickly, the less likely it is to be used!. A Flybridge helm is also being installed. Cabins are mostly completed; the trades are installing the final ceramic finishes. The railing has been installed on the cabin sides; they are sufficiently robust to support jackstays and provide an inboard grab rail in bad weather. Outboard Dyneema railings are fine but give no leverage to keep a body on board if she rolls. All glass is now installed, and windows have 3M low UV transmissivity film except the forward 5 at the helm station. These remain clear. Three 8mm layers of toughened glass with 1mm polymer laminations in between. 26mm overall, providing 150% of the strength for the equivalent aluminum side plating. A car windscreen but with two laminations and 26mm thick! The Engine Room Shaft lines are now installed, allowing the engines and hybrid drives to be bolted down. Rudder posts are in place, and the steering rams can finally be located. Naval also temporarily fitted the rudder bearing sealing socks to prevent seawater from entering the engine room via the rudder posts in heavy weather or following seas. Some work must still be done to avoid fretting against stringers and double-strapping the connections. However, we now know the system will work. We found a convenient and accessible place for both house and starter batteries, importantly, also out of the bilge space. Engine exhausts will be installed this weekend. After that, the electricians can regain access to complete their own tasks. Chris Leigh-Jones

We took time this month to visit Hebbeke Shipyard in Hoorn, Netherlands. The driver was a Factory Acceptance Test on our Explorer Yacht Tender. She is 95% completed, and we were keen to see how she worked. Four of us visited. Myself and son Rhys, from Manchester, Jeff and my friend John Johnson from London. I will report more on the tender in next week's Blog, but I wanted to say a little about Hebbeke for now. The Dutch have a very active yacht-building industry from the big boys like Damen downwards. If there is a class of boat out there, they will make an example of it. They are organized but professional at the business, and perhaps, importantly, they love the sea. In my dealings with Hebbeke Shipyard, I have spoken to either Orm de Waart, the yard owner, or Geerten Lankelma, the Manager specific to this project. It is not hyperbole to say that their approach was clear and clean throughout the process; they may not have been the easiest to negotiate with, though we ended as we started on good terms. Hebbek specializes in smaller-size planing hulls, mostly RIB-type designs from 10 through 20M LOA. Armed with that knowledge, we expected to see Search and Rescue craft, police tenders, and special forces equipment in production. We were not disappointed. Further, we saw hulls 20 years or older returning for annual overhauls. Customer loyalty does not happen accidentally. These hulls, especially the police craft, had obvious signs of the life they lead. These were hard-working boats no frills. One hull we looked at had a manually operated inflator on the transom. It's to assist in self-righting. The instruction label was upside down—a classic bit of forward-thinking. Leaving the yard, I was saying goodbye to Orm. He was watching an older gentleman working. A press or an English Wheel on the shop floor below. "That's my father; he started this yard and, at 78, comes in daily." Says it all. Chris Leigh-Jones Our tender started as a specification from ourselves, and experiences of the tender fitted to XPM-001. She was designed and created by a company specializing in Police or Search and Rescue. Ice protection, dive doors, diesel propulsion ...... not toys. I think she will be up to the task ongoing. We will show details of the Tender in next week's Blog. Until then, here is a taster.

Time was that sailing in high latitudes was essentially at one's own risk and inclination. That era is solidly over; with increased bureaucracy has come regulations covering such activity in the Arctic and Antarctic regions. I claim no expertise on the following subject but have previously worked within IMO, bringing with it some understanding of how they work. Reading around the issue in a mild panic as it may apply to our Explorer Yacht and her intended voyages. In particular, I thank Skip Novak's writings, IMO's prolific publications, and a healthy steer from Magnus Day of Eyos Expeditions. Regulations Arctic: National and local governments in the Arctic region, such as Greenland, Canada, the U.S., Russia, and Svalbard, are adding new requirements annually. These affect all floating objects, including small yachts. Antarctic: Permits have become required for every vessel entering the Antarctic Treaty area (below 60°S). This responds to growing concerns about preserving the environment in these sensitive areas. Awareness & Compliance: Ignorance is no longer an excuse, and crews must be aware of permit requirements and be prepared for environmentally safe voyages. Polar Code Introduction The Polar Code by the International Maritime Organization (IMO) is a response to the increased ship traffic in polar regions. Phase I, which took effect in January 2017 for SOLAS vessels (those carrying passengers), focuses on safety and environmental aspects, including pollution issues in ice-covered areas. The UK disseminates this Code via UK MCA "MGN 637(M) International Code for Ships Operating in Polar Waters". Phase II Concerns Phase II intends to extend the Polar Code to non-SOLAS vessels like fishing and recreational vessels. The challenge is the diversity in types and sizes, making creating a unified set of rules difficult. In November 2022, IMO's Maritime Safety Committee approved, with a view to adoption at the next session, a first set of draft amendments to the Polar Code and associated amendments to the SOLAS Convention. This incorporated new requirements for certain non-SOLAS ships concerning the safety of navigation and voyage planning. The amendments will apply to fishing vessels of over 24m in length, pleasure yachts of 300 GT and upwards not engaged in trade, and cargo ships of 300 GT and upwards. Yachts Under 24m To the extent of the latest proposed regulations, yachts under 24m have squeaked an exclusion from the latest amendments. However, it is the nature of these things that regulation is coming for those vessels, albeit at the IMO's glacial speed; no pun is intended. The Polar Yacht Guide is a concerted attempt to pre-empt legislation with a well-considered and well-documented voluntary code. It is written by experienced arctic sailors to provide guidelines without often more prescriptive legislation. Recommendations For those contemplating a new build, constructing to the highest specification, such as UK MCA, MGN 280, is advisable. Our Explorer Yacht is being built to MCA Category (0) as covered by the requirements of MGN 280. We are good to go on such a basis and subject to additional conditions of local and national regulations and permitting. (for now!) Those with existing vessels planning to sail to high latitudes should not delay their plans, as rules could become even more stringent. Now read up on the Polar Yacht Guide! Chris Leigh-Jones Further Reading: IMO Polar Code: Polar Yacht Guide for ships under 24m Assistance with build or voyage planning, Magnus Day - Eyos-Expeditions

Today, I'm taking you on a virtual cycling tour around the bustling Antalya Free Zone. Pedaling past towering yachts in various stages of construction, each one a testament to the craftsmanship and dedication of their builders. It's a sight that never fails to inspire awe and wonder. And if you're someone who dreams of owning an Explorer Yacht, you're in for a treat. Let me introduce you to some of the top shipyards in this maritime hub, each a master in their own right. In my lunch, I'll cycle around the Antalya Free Zone to see what's happening and absorb the vista of big yachts in construction. It's an observation that craftsmen are proud of their work, and with what little Turkish I've picked up, I'm often invited to see their latest and greatest as they near completion. For anyone considering that distinct class of slow penury known as an Explorer Yacht, these companies in the Antalya Free Zone are worth a visit or two. Bering Yachts https://beringyachts.com Bering is amongst the most active explorer yacht shipbuilder in the Antalya Free Zone. Alexis, the CEO, is a total character and superb marketer resulting in them owning most of the local high ground for this niche. Bering Yachts hulls are typically steel with an aluminum superstructure. Internals are well-designed and tend to be voluminous. You get some impression when on these vessels, but it comes at the expense of utility. For their smaller hulls, they seem to compete in the same space with companies such as Nordhaven or Numarine. Naval Yachts https://navalyachts.com Naval Yachts built the XPM-78 Mobius and will soon launch her sister, Vanguard. They also have an XPM-85 under construction. Aluminum hulls are their specialty, and for explorer yachts, at least, they specialize in the long thin hulls designed by Artnautica. I think FPB updated to the 2020s. Brutally rugged and with a commercial equipment specification. Circa Marine in NZ and Arksen in the UK would be their nearest competitive designs, plus the occasional FPB For Sale. Damen Shipyards https://www.damen.com/companies/damen-shipyards-antalya These are the game's big boys, and the Damen yard in Antalya is part of a much larger Dutch shipbuilding group with facilities worldwide. They have created the SeaXplorer class of yachts from 60m upwards. Damen developed the SeaXplorer in cooperation with Eyos Expeditions, probably the premier exploration planning and execution service today. ( If you want to have dinner on the top of Kilimanjaro, then a week in Antarctica with heliskiing dropped in, this is the company to go to. ) These yachts are impressively huge; one is currently docked in Antalya, undergoing sea trials. Quite a mean-looking and superbly equipped vessel for the odd wandering billionaire. Not many competitors for Damen; they are huge and successful in the big boat market. Sarp http://www.sarpyachts.com Sarp sits in a halfway house between the true gin palaces typified by Sunseeker, Benetti, and Ferretti and the more rugged designs typified by Bering. The last one I went on locally, their XSR-85, was also featured recently on Youtube for sale by Northrop and Johnson - good looking with a very innovative interior and engine room. The sea range was less than I'd like at some 1500 miles, so I'd put this one in the class of explorer yacht intended for the Aegean or Amalfi coast with long stops in picturesque sunset settings. A.R.C https://www.arcsolaryacht.com/boatyard I've thrown this one as an oddity. They make various designs, mostly fiberglass in construction, with a heavy bent toward solar and catamaran hulls. No, you can't use a cat in ice, which rules out high latitudes. However, for cruising the windward islands or an Indian Ocean archipelago, you could make those voyages in silence and serenity if a little slowly. Chris Leigh-Jones

As we set our sights on ordering the perfect mooring lines for our Vanguard, Magnus will guide us through the intricacies of this equipment–unveiling the secrets that make these lines our steadfast companions in the unpredictable realm of the open seas. So, hoist the anchor, trim the sails, and let's navigate the depths that keep our vessels secure and our seafaring dreams alive! We continue our series of contributions by Magnus Day of Eyos Expeditions. The topic of choice this time is mooring lines, specifically, as we are about to order ours for Vanguard (see enclosed spreadsheet below). Mooring Gear "Far too many boats spend their lives in comfortable marinas where lightweight mooring equipment is more than sufficient. As we venture farther afield with fewer facilities and less infrastructure, it’s important to think above and beyond the usual scenarios. Mooring lines need to be strong, durable, and elastic. To this end, nylon is a good material: plaited construction makes the most of its natural elasticity, and it isn’t prone to a kink in the way twisted three-strand and braid-on-braid can be. Nylon is soft on the hands but can creak horribly as the boat surges back and forth. From top to bottom. Three strands, 8 plaits, 12 plaits, braid on braid (bottom). After material, diameter, and construction, breaking strain is the most frequently quoted specification in manufacturers’ brochures. In fact, in cruising boat terms, this figure is almost useless. We are mainly concerned with elasticity (or lack thereof), abrasion resistance, UV resistance, and ‘hand’ or how a line behaves and feels. We should never get anywhere near breaking strain loads, and it is dangerous to do so, as lines with any stretch at all will ping back with potentially deadly consequences. There are several documented cases of workers killed this way. Polypropylene, while less stretchy, is more durable than nylon and considerably less expensive. It’s also widely available from commercial fishing suppliers and doesn’t seem to creak like nylon. How many lines? As a rule of thumb, a vessel should carry two lines about as long as the vessel and four lines half to two-thirds the length. It’s convenient if the longer lines are a different color, so they’re easy to identify. Another idea is to have two sets of lines: a light set for fair conditions that is easy for the crew to handle and a heavy set for foul weather and when leaving the boat for any period. The two sets can be used in awkward circumstances requiring joining or doubling up on lines. Although a slightly different subject, let's not forget shore fast lines. For remote locations, these must be long (300 feet plus) and quite strong. You will also need chaffing protection or a metal strop at the shore end to secure to a convenient bolder or tree - see this Blog for more information. How to configure the lines? Splicing a loop into the ends is tempting for easy docking, but I would caution against this. It’s all very well where there are handy cleats and bollards to throw the line over, but in many parts of the world, there will be rings or posts, or heaven knows what to tie off to, and a simple whipped end is more versatile. On one notable occasion, we tied off to a phone booth as the only thing available. If a loop is required, the crew can tie a bowline of the requisite size in no time flat. Rugged, improvised, derelict docks worldwide will often have sharp edges over which mooring lines must be run. Rope manufacturers offer Spectra braided anti-chafe tubes, which is very good, but I usually go to the local fire station and ask for old and out-of-service fire hoses for the same purpose. A small cord tied to each end will hold it in place. A good rub-up with lanolin or silicone grease can work wonders as well. Used fire hoses are great for preventing chaffing of shore lines. A fire hose is about as indestructible as it gets. There’s even a company in the UK that turns it into fancy bags. Mooring fixtures In general, the mooring bollards of many boats are too small and too few. This is where versatility pays off. More versatility allows for more creativity with your mooring setup, which equals more choice and greater safety in where you and your boat can go. Ideally, each side of the vessel should have two bollards towards the bow, two midships around the widest part of the hull, and two on the quarter with one on the side and one on the stern. This allows for oddly-shaped docks, rafting up with other yachts, lines ashore, anchor redirects, and combinations thereof. Bollards should be fixed to the outer edge of the deck so they are the first thing the mooring rope touches onboard—fairleads should be unnecessary as they cause chafe. "H" bollard design, the same configuration is used on all 10 bollards on Vanguard. Of the many designs, ‘H bollards’ are probably the easiest to use and most versatile. But it’s important to get the proportions correct. I skippered an expedition sailboat called Pelagic Australis for around 70,000 sea miles, and it’s one of many details its designer, Tony Castro, got right. One or more lines are led out through the middle of the bollard so they can’t escape and damage anything with tidal height changes, and it’s easy to lead them to a winch. The 100mm diameter posts allow the crew to surge and snub lines with perfect control when docking and un-docking. On a sailboat, bollards make a great place to rig preventers and barber haulers as well. The design is followed through the whole of Pelagic Yachts’ size range. See the drawing below. Steve and Linda Dashew’s range of FPBs also takes this subject very seriously. The stanchions for the lifelines on their motorboats are designed to be strong enough to allow them to re-direct mooring lines so you can always get the perfect angle. Great thinking! " So what are we ordering for our Explorer Yacht? Also, a part of Magnus's input, the enclosed (rather long) spreadsheet covers the lines we will order for our explorer Yacht Vanguard. Two sets of dock lines (fair and heavy weather), color-coded with mainly whipped ends rather than splices. Reusing and Repurposing dock lines "In practice, dock lines last for years, and here again is a reason to size up. They last longer. There is an advantage to choosing double-braided (braid-on-braid) lines, even when the sheath (also known as the outer, mantle, or cover—whatever you want to call it) is abraded and UV scorched. The inner core is usually in good order and can be used again. We reuse all our lines as they become worn. Covers make excellent fender lines, and the inner core is dead easy to splice into whatever you need—soft shackles, for instance, if it’s a high-tech material. A line is often intact, save for a bit of damage somewhere along its length. In this case, it’s worth cutting the worn part out and keeping the rest for reuse: a shoreline becomes a new dock line, a spring line becomes a stern line, and so on. Folks often ask how we handle frozen or partially frozen lines. The short answer is: with difficulty. The shorter answer is with gloves. Frozen lines are horrible to handle, but luckily most of the ice we deal with on lines is sea ice which is relatively soft, kind of like a stiff sorbet. A large rubber mallet and stout boots are worth having—whatever you can muster to beat those lines into submission and get the job done!" Magnus Day email : magnus@eyos-expeditions.com Web - www.highlatitudes.com, eyes-expeditions.com Photo : Magnus and his wife Julia last week in Tonga trying out a tender they made.

Antifouling our Explorer Yacht So we came to the subject of antifouling. In the good old days of my youth, we used TBTs and latterly got clever with self-polishing paints also laced with various marine poisons. They worked well until you realize they worked too well, slowly killing all around them. 2008 the IMO banned TBT, and the replacements were, in the main ... rubbish. But have improved since we now have a lot to choose from. Aluminum hulls and copper-based epoxy paints are maybe not the best combination, so what else was successful? We did not look long; our sister vessel Mobius used a slippery antifouling system with good results— Intersleek 1100SR from International Paints. Well done, Wayne, for researching this one. It is not even toxic, relying instead on a very slippery silicone-impregnated surface to release slimes and biofouling as soon as the hull gets underway. Rather than write more, I'd refer you to Wayne's Blog HERE, which explains everything briefly. Its use even earns "carbon credits," if you mind! The photo shows the final fairing and prep work around the rudder and anode attachment. This will be primed with a proprietary epoxy before the application of antifoul. We needed to decide on the waterline and chose a fully loaded condition as the high water mark. But how do you define fully loaded as not "full tanks"? We have four water tanks containing a maximum of 7.5 tons of fresh water and seven fuel tanks containing 9.9 tonnes of diesel. As we consume fuel, we compensate for the trim by adding fresh water as ballast. So our base condition was full fuel tanks (9.9t), one full water tank (1.5T), and even a keel. In practice, we should operate with tanks in a state of partial discharge (avoiding slack tanks) and a lesser draft. Masking tape now adorns the full-load water line, and the surface below is prepared for primer application. Then several coats of Intersleek 1100 per the manufacturer's instructions on everything wetted except for the Brunton's self-tailing propellers. Naval Yachts will use a local paint crew from Damen Shipbuilding. They have good experience in applying this particular product. After feedback from Mobius, we also placed a large hull protector in the way of the even larger anchor. A 110kg Rocna anchor plus chain taking swings at the hull can potentially do some damage. The plate is through-bolted rather than simply adhered to the paint. Update on the internals The build has progressed internally with the population of the instrument panels and the completion of the cabins. The washing machine proved reluctant to fit down the stairway resulting in a small bulkhead modification that will make removal far easier. We can stare at a CAD drawing for eternity, but there is nothing like a physical shape for a dose of reality. See 100mm cutout on the side bulkhead allowing the washing machine to round the corner into the laundry and visually opening up the space. Chances are we will replace the washer at some event or other. Similarly, as the engine room progressed, Naval completed the seawater intake, and the house batteries were moved to the engine room. We found an unused triangular space in the engine room by the workbench. Much easier access and visuals going forward and shorter cable runs. UK MCA MGN280 stipulated that the maximum battery charge rate for the house batteries must be limited to 2kW (each), or they need a vented enclosure. That is a reasonable constant charging rate, and we will restrict the input current using the Victron Skylla charge controllers. House batteries can be charged from Solar (6.5kW peak), shore power (5kW constant), or power batteries. Final thoughts My last thought of the week is that there seems to be a constant stream of problems toward the end of a build. How we approach those problems greatly affects the journey itself. There are always solutions, whether acceptance, an engineering alteration, or an alternative path. The Owner and the Yard have the same goal, a successful launch. It is best to resist the temptation to blame or otherwise become adversarial. I'm just saying! Chris Leigh-Jones

Hello, fellow sea-lovers! Today, we're peeling back the layers of traditional yachting design to explore an often underappreciated aspect–ventilation. But we're not content to just simply go with the flow here; instead, we're forging our own path, rethinking how we approach climate control, air exchange, and humidity on our yacht, Vanguard. We have a meeting today to finalize ventilation arrangements for the cabins. In this instance, our scope of "Ventilation" is a mixture of climate control for temperature, humidity, and air exchange. Other Explorer Yachts Established practice is a helpful guideline; looking at how other similar yachts achieve this shows strongly the influence of sailing yachts where the wind and conservation of precious battery capacity is everything. Take Mobius, hull No 1 of the XPM 78 series. The main cabin has a hatch and dorade vents that can be sealed in inclement weather. Mobius also has a sizeable frontal scoop to supply air to the maim helm, saloon, and sliding panels on the flybridge to encourage air circulation. Looking at the contemporaneous FPB-70 from Steve Dashew, she uses natural air circulation to encourage ventilation within the cabin and main helm with sliding panels on the flybridge to achieve similar. These systems have their idiosyncracies and are supplemented by air scoops or other owner-designed additions. Their practical design is based on long experience sailing yachts worldwide. Considering what we need But here is the rub as we see it. We have a hybrid-powered yacht with a comparatively vast power storage capacity. Moreover, our ability to charge quickly is also relatively unheard of. My wife, Sebrina, comes from the Deep South of the USA. In this land, summers are 100 deg.C, and tumble dryers complete the washing. A comfortable work and living environment is more important than saving a liter of diesel. That about says it all, really. Undoing Tradition Suppose we start with the flybridge. We designed an open flybridge with the navigation console set back from the weather and direct sun. We will catch whatever breeze is available, and there is always shade. If it's super hot or cold, we will retreat to the saloon and aft deck, and besides this, I like feeling the elements. In the saloon, we have added a side door at the helm station, so we now have a direct passive airflow path by opening both doors when conditions allow. Now for a quick trieste on thermodynamics. From the starting point of humid air at 45 deg.C and the ending of air at 20 deg. An HVAC system will use as much energy to cool the air as it will dehumidify it. Now we have our guidelines. On a short-handed vessel, the individual crew are either in the saloon or the cabins, but not both. So it is reasonable to surmise that fresh make-up air can be drawn from the saloon and pushed to the cabins when needed. We use make-up air twice but consume it only once. So the design we have for Vanguard is a forced draft system. Equipment for HVAC is the Webasto Blue Cool system and integrated controls. We will take fresh outside air from the area of the flybridge, being as far from sea spray as we can get. We need a relatively small airflow as it represents make-up air sufficient to give (max) about ten air changes an hour for the volume of the saloon. We have duplicate in-line fans so that we can control the flow as needs be. The actual flow is controlled. The saloon air will go through a continuous HVAC loop to adjust humidity and temperature. (In the case of heating the air, humidity is not considered). All three cabins will draw their make-up air from the saloon. This will give the cabin HVAC a lighter workload as the air is pre-conditioned. Each cabin has its HVAC system that continuously conditions the cabin air. Air is constantly exhausted from the cabins through the heads. Drying towels and bathroom floors exhaust their moisture in the same direction. A fan in each head operates when anyone is in the cabin or as otherwise instructed. Clawing a little back We can save some energy by: Controlling the cabin extraction when occupied. Using the pre-conditioned saloon air for the cabins with a passive flow system. Using passive ventilation of the saloon and flybridge when weather permits. My Southern Belle will be happy as she can have her cabin as cold as we can get without draining our batteries, and I got to "dweeb out" on the psychrometrics of it all, calculating the parameters only engineers care about. Chris Leigh-Jones I heard from our son Jeff this morning (right). He's been on a delivery run from Spain to Dartmouth, UK. I know that look of quiet enjoyment, magical. In his own words:" George and I have just crossed Biscay. Arrived in Dartmouth. Got lively approaching Ouessant so we headed north around the shipping lanes. Conquered the weather and felt alive with it all "

This week saw some significant changes toward our completion. It was also a week that called for cooler heads when problems arose. I'm not going to claim this one; it was, instead, the work of our Owner Rep, Akan, and Naval's Production Manager, Engin. Herein lies the Tale of Chicken Little. Solar Panels on our Explorer Yacht It came time to start the installation of the solar panels. Naval, quite understandably, requested the manufacturer to specify the correct adhesive to survive the rigors of the marine environment and a wide bandwidth of temperatures. A recommendation was duly made with the earliest delivery date of the end of September, considering August being an Italian National Holiday and early September a "recovery period." So the thought was to obtain a comparable adhesive suitable for the substrate. A quick search revealed the substrate was Polyethylene. Nothing, but nothing sticks to Polyethylene short perhaps of Polyethylene itself. Thus began the "Tale of Chicken Little" with a growing consensus that we were, to all practical purposes, "stuffed," to quote the English vocabulary. The demise of Chicken Little In steps Akan, our Owner Rep. Akan obtains a technical paper on the product from some random internet source. Indeed Polyethylene is the "base" material creating the internal framework they assemble all else into. Then the drawing revealed a sublayer identified as "EVA." "Polyethylene Vinyl Acetate" for the nerds amongst us. Well, that must be just like Polyethylene. It's not. It's a family of conformable compounds used for trivia, like boogie boards and shoe insoles. Those are stuck together with something other than faith, hope, and charity. Enter Engin, the Production Manager, armed with a useful lead, the omnipresent EVA. In short order, and using his experience of construction in commercial yards, we have two options of Sikaflex adhesive and associated primers that will do the job. Better than that, we find that stocks are available in Antalya in the comparatively large quantities required. Chicken Little's story did not prevail this time, the sky did not fall, and the sun continued to shine on our building. Rudders and Stern Tubes Another milestone was the completion of welding on the skegs, and Navantec completed the epoxy fill between the inner and outer stern tubes. We can install the drive shafts and propellers installation in the coming weeks. I've seen similar compounds used previously to secure large ships' engines and auxiliary generators, forming a seat between the engine entablature and bedplates. It's a magical compound and inert to just about any chemical that may contact it. Naval also pressure-tested the hollow rudder blades, all sealed, and we claimed some additional useful buoyancy from the air trapped within. Note the rudder stick, two times the diameter required by Code. That is one seriously strong feature. Chris Leigh-Jones With friends from Houston Tx, USA, we spent a few days away from the summer heat of Antalya, traveling instead to Kapodokia, the land of caves and fairy castles. It's quite a magical place, overseen by three >4000m extinct volcanoes. We'd recommend the experience to anyone traveling to Turkey. Ballon rides at dawn, an unmissable way of imprinting a child's memory. Al-fresco dinner on a cliff edge, an evening Ezan reverberating from the valley below. Hotel : Kayakapi Caves Hotel, Kayakapi.com Baloon : balloonturca.com Tour Op : Sojourn, sojournturkeytours.com

We live in strange times. I spent a while this morning watching float planes and helicopters collecting water from the Bay of Antalya and flying off up a smoke-filled mountain valley to return 20 minutes later - a consequence of daytime temperatures over 110 deg.F, perhaps. It was about 110 deg.F in the shipyard also, so credit to the Turkish workers who kept going throughout. If our recent experience is typical, it's a time when the owner should be frequently present. Naval Yachts have provided a desk for me at the yard, so I'm now their second unpaid employee, according to my security pass! (our owner rep being the first). Let us have a look at what has progressed: Skegs The second side has been welded in place on each skeg and sealed so that they can now complete the stern tube installation. The assembly is outrageously solid, constructed of three 12mm aluminum plate layers with a solid 24mm rubbing strake on the lower edge. Welding will take the remainder of this week. Next week, they will grind them smooth and use an epoxy-faring compound on what can't be ground into submission. Antifouling (Intersleek 1100) has arrived and is ready for application in the coming weeks. Stern Tubes The outer tubes had already been inserted and roughly aligned. Welding the skegs may cause distortion, so they have held off inserting the inner tubes until the skegs are fully welded and prepped. Instrument Mast Two Radar, Radar reflector, Navigation Lights, Comms, WiFi and Cell booster aerials, GPS/AIS aerials, and Weather Station are installed and ready for wiring. (We will fit the Satelite Compass and Starlink away from interference on the forward flybridge roof.) Helm station The helm is ready to fit the majority of our instruments. The structure, deckhead, and primary electronics are in place. There have been minor adjustments during installation, mainly to improve the ergonomics, as the shipyard workers are typically about 4" shorter than me; reality can bite you sometimes! Cabins - furniture installation is now near completion. Lights and a sound system are the next on the list then they will complete the ventilation and the heads. Everything is covered up for protection, so it's a little difficult to take photos right now. Watertight doors Door frames to the helm station, engine room aft access, and forepeak hatch have been painted and installed. The doors have also been painted. These will be installed after the workers have finished their tasks internally. One subtly that we did not count on, the washing machine, cooker, and fridge are as standard 600mm wide. I hope we can fit them through the finished doors! Tender Hebbeke has installed the engine and jet drive into the tender. They will next populate the console. During the design stage, we removed the 1:1 gearbox between the engine and drive shaft to save weight (60kg). The engine produces a low-velocity jet at idle, so this switch will control the bucket to direct the jet directly downwards. Throttle control and helm pump next week, having confirmed their positions already. (Pictures are yellow for some reason, should be orange.) Chris Leigh-Jones A final word for this week's update. If you ever build your yacht, the last fit-out is when you must be in the yard. It will make the difference between accepting your interpretation or that of another— more on this in a later Blog.

Our Explorer Yacht build is starting to reveal its final form. Will it launch when expected? - I doubt it, but it will launch sometime soon. Rather than go into a long monologue, I thought this blog could use some imagery to show how much work is in hand. At any one time, we have some 20 men on Vanguard working in 4 teams, carpenters, electricians, mechanical fabricators, and engineering fitters. We also have a team in the Netherlands completing the tender, so 25 tradesmen in all. A bit akin to Santa's Grotto on 20th December! Carpenters The three lower cabins and laundry are essentially complete. They do not photograph so well; once completed, much of the work is covered to protect the finishes, but regardless, we are at a good point. The installation did reveal some unworkable designs, but these were generally easy on-site fixes. Most work is complete in the saloon, central helm station, and ceilings. Electricians. A previous Blog indicated we had 15kM of tinned marine grade cables in Vanguard, from small 24VDC low amperage instrument cables to 15mm OD 600VDC 400 amp power cables and everything in between. Losing the will to live is tempting when we view the full extent of spaghetti hell. However, the diligence of the electrical installation team has now reduced this to a logical, accessible series of junction boxes, comms gateways, and installed equipment. Our best estimate is this is now about 80% completed. Mechanical Fabricators This team has concentrated on aluminum fabrication for piping systems and equipment supports. We have had to move a few pipe stubs to better align with the hose runs, but in all other regards, I am pleased with the quality of their work. We have a rework task next week to move the house batteries. What started as a good idea on paper ended as a fire risk as the rear cabin internals began to crowd their placement. We will move them to the engine room, where a suitable location exists. UK MCA guidelines MGN280 state that the maximum charge rate must not exceed 2kW per battery if free standing. These batteries can accept much higher than that. To comply with MGN280, we will limit the charge current to 24VDC 80 amps maximum. We can achieve this in software within the Victron Cerbro controller. Engineering Fitters The yard partner with a local subcontractor, Navantec. They both sell equipment and offer an installation service. I am a fan of this one-stop-shop approach as it brings a wealth of knowledge that does not exist in a more generalized shipyard. They have been fitting the drivelines and are slowly making headway, but now that the outer stern tubes and hybrid engine assembly are aligned, we expect work to speed up. We can now complete the skegs and fully weld the outer stern tubes. The last of any hot work on the hull and a significant milestone. I'm sharing a sketch of the drive line below here. What is simple in concept does develop its complications in practice, from engine aft it flows right to the left as: John Deer engine (not shown) Mechanical clutch (not shown) Esco Power hybrid drive (not shown) Twin Disc gearbox (right on drawing) Bruntons CV joint (max 3 degrees misalignment) Bruntons shaft brake (to stall a feathered Autoprop) PSS mechanical shaft seal with silicon bellow backup seal Bruntons propeller shaft assembly Rope Cutter (not shown) Bruntons self pitching Autoprop Tender Hebbeke has fitted the engine and jet drive. The Factory Acceptance is due in week 32 and will include an in-water trail (that should be fun!). Chris Leigh-Jones So there we go. Progress is happening quickly now, and we will blog as it unfolds. Sebrina and I look out daily across the Bay of Antalya from our temporary apartment. Each day we know it's now, one day closer to setting off South, then West, and across the horizon. Not long now.

All yachts must have registration in a fixed jurisdiction, and our Explorer Yacht Vanguard is no exception. We initially envisaged a registration in the USA but changed our minds due to the impossibility of obtaining adequate insurance. Our next choice was the Red Ensign of the UK and Commonwealth nations. I spent most of my sea time under the Red Ensign. I have a nostalgic connection. We chose Jersey Registry in the same way as Hull No 1 (Mobius). We were provisionally accepted by Pantaneous Insurance, who we discovered also insured Mobius and were familiar with the design and her performance. Registering is not a complicated process but is also one where not many of us have much direct experience. So this is how we did it. Ownership of our Explorer Yacht Ownership - it is typical practice in the USA to keep significant assets in individual companies (LLC), locally known as "pass-through entities." This helps minimize collateral risks in the case of litigation. We used a local firm to register her with a single entity LLC in Newport, RI, USA. Pre-approval We then contacted the Jersey Small Ship Registry. The staff reply promptly and are a dream to work with, seeming well aware of the novice status of each applicant. The first step is to appoint a local representative. We used Pierce Barker, a super nice chap, and completed form JR08 - "Appointment of a Local Representative." You will then need to complete an application to register your chosen name using form JR01 - "Application to Register an Individual" OR JR01A - "Application to Register a Company." We did this, allowing us three months to arrange the correct documentation. Form JR25 contains details of the applicable fees. Note 1: they will need original wet ink copies of all documents submitted except the final JR10 - "Ships Carving and Marking Note." Note 2: on this and subsequent forms, it is necessary to sign as the corporate body (owning the vessel) and the individual (possessing the Body Corporate or LLC). The two are the same signature but, in law, different entities. Final Registry The next act to organize is the Tonnage Survey. Use the International Institute of Marine Surveying form, MCA-V8-09-10-18. Tonnage Surveys are conducted by a surveyor approved and accepted by the Jersey Registry. We used Joe Rowles, our UK MCA surveyor appointed by the British Government (UK MCA) and, by default, acceptable to the Jersey Registry. It's a mathematical exercise calculating the Gross Registered Tonnage of the vessel and has nothing to do with its displacement. More like how many barrels of tar or tobacco it can carry. Bizarrely, you pay for this, but it's sent directly to the Registry. Please don't ask me why; I am clueless. You will need several documents for the next stage. If you have registered through a company, then you will need copies of the following: For the LLC, an original copy of the Certificate of Incorporation, including details of the beneficial owners of that corporate body and Articles of Association. An original copy of Form JR05 - "Declaration of Eligibility/Appointment of a Representative Person" dated after the Bill of Sale or Proof of Ownership from the Yard. The Builders Certificate can come from the Yard or use form JR03 - "Builders Certificate ." If from the Yard, it must contain all the information requested on JR03. Proof of Ownership from the Yard. In Turkey, this is issued when the keel is first laid, i.e., you own the construction from Day 1. A "Sanctions Letter" complying with the UK and EU Economic Sanctions and declaring that you are not Russian, like Vodka or an otherwise sanctioned individual or corporate entity. Form JR25 contains a schedule of fees for this stage. They can be paid by card over the telephone and are very reasonable. The last act Complete all the above, and you are nearly there. The final stage is to attach the name and Port of Registry (Jersey) in a way compliant with the requirements of: Form JR10- "Ships Carving and Marking Note." The Jersey Registry will send this form to you for completion. The name and Port of Registry are affixed to the Stern and Tonnage Plate to some substantial hull members. Take photographic evidence of this and send it back to the Registry. Now have a good day. Welcome to the avowed protection of His Brittanic Majesty's Royal Navy and: Welcome to the ancient Bailiwick of the Channel Island of Jersey. Chris Ligh-Jones If you ever visit Jersey, it takes about an hour to drive around the Island and end up where you started! Stay a while; there is plenty of history to discover. Our Explorer Yacht Tender We have a 5m water jet tender under construction at Habbeke shipyard in the Netherlands. Under US Coast Guard's purview, it is illegal to operate an unregistered tender when "carrying passengers or out of the line of sight of the mother ship". Other jurisdictions have similar restrictions, so we will similarly register the tender in Jersey. (we also get an independent AIS address for this to help track her). Same process as above. It may be a bit of a pain with a cruising license, but it is better to be legal if staying a while.