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Selecting the right hull material for an explorer yacht is one of the most important decisions you’ll make during the design process. Whether you choose aluminum, fiberglass, steel, or wood, each option has advantages, limitations, and long-term implications for maintenance, durability, and performance. This guide breaks down all four hull types to help you choose the most suitable material for your dream explorer yacht. Wooden Hull—Traditional but High Maintenance I’ve owned a wooden boat: a 25-foot, carvel-built beauty with larch planking on steamed green-oak frames, built in 1919. Romantic? Yes. Practical? Not really. Wooden hulls tend to require constant care: Scrape, paint, scrape again Leaks and routine caulking Structural swelling and shrinkage Vulnerability to rot Some patient owners love wooden yachts, and wood is indeed a forgiving material to shape and repair. But for a modern explorer yacht, wood is rarely the best option. Fiberglass Hull—Reliable and Ideal for Series Production Fiberglass (and its derivatives) is extremely popular in mainstream yacht building, especially for production models. When built well, fiberglass is hard to beat: Advantages of Fiberglass Hulls Excellent for mass production Lightweight, yet strong Easy to mold into complex shapes Proven track record with respected builders (Fleming, Nordhavn, Hatteras, Cheoy Lee) Limitations Requires a mold—impractical for one-off custom explorer yachts Potential for osmosis if poorly fabricated Difficult to repair perfectly after major impact Often relies on wood substructures (not ideal) Fiberglass shines for semi-production yachts but is less suited for heavy-duty expedition vessels. Steel Hull—Tough, Cheap, and Familiar to Commercial Mariners Steel is the traditional choice for workboats and merchant ships. I spent years sailing in the UK Merchant Navy on steel vessels. It’s strong, weldable, and readily available worldwide. Advantages of Steel Hulls Extremely tough and impact-resistant Straightforward to repair almost anywhere Cost-effective per ton Excellent for large, heavy displacement yachts Limitations Corrosion is the biggest enemy Crevice corrosion in stagnant bilge areas Higher ongoing maintenance Heavier than aluminum Not ideal for smaller explorer yachts due to weight/stability trade-offs Many builders mix materials: steel hull + aluminum superstructure to lower weight up high and improve stability. Well-known examples include Knud Hansen’s 24 m explorer designs and several Turkish-built Bering yachts. Aluminum Hull—Lightweight, Strong, and the Explorer Yacht Benchmark Aluminum (yes, spelled correctly!) is more expensive than steel—but the advantages for explorer yachts are substantial. Most modern long-range designs (FPB, Circa Marine, Arksen) rely on aluminum with oversized scantlings. Advantages of Aluminum Hulls ⅓ the weight of steel—allows for more range and payload Strong when properly sized (1.25–1.5x steel thickness) Faster welding and easier shaping Non-magnetic, ideal for navigation equipment Will bend rather than crack on impact Does not require paint if you like a raw workboat look Better availability of skilled builders worldwide Limitations Requires vigilance against galvanic corrosion Slightly less abrasion resistant than steel More expensive material cost Aluminum remains the top choice for modern ocean-capable explorer yachts. Learning the Engineering Behind the Materials If you enjoy understanding the engineering as much as I do, I strongly recommend: Dave Gerr—"Boat Strength for Builders and Designers" McGraw Hill, ISBN 0-07-023159 It provides an excellent explanation for why so many serious explorer yachts use marine-grade aluminum with carefully engineered structural scantlings. The peace of mind is worth it, especially on a dark night offshore. Recommended Reading 👉 XPM-78: Designing the First Hull 👉 XPM-85: A 52-Foot Explorer Yacht Machine

Selecting the correct explorer yacht category is one of the most important decisions in any new yacht build. Different regulatory systems, especially between Europe and the USA, can influence everything from construction standards to resale value. Understanding what each category means ensures your yacht is safe, compliant, and capable of the type of cruising you intend. Understanding the Regulatory Differences There are fundamental differences between how Europe and the United States regulate yachts: Europe tends to prescribe clear, binding engineering and construction standards. The United States—often provides “non-binding” guidelines, leaving interpretation to owners, builders, and sometimes lawyers. Because Vanguard is being built in Turkey and will likely be U.S.-flagged but used for worldwide cruising, a consistent and internationally recognized standard was essential. She is too small for full Classification Society rules, so two practical and stringent standards were selected. CE Category A—Ocean (European Union) CE Category A allows a yacht to safely operate in: winds above Beaufort Force 8, and significant wave heights above 4 meters. This is the highest CE class and is appropriate for ocean-going yachts intended for long-range passages. It also allows the vessel to be commercially sold within the European Union, which is an important long-term consideration. Why We Also Chose MCA Category 0 (UK) Alongside the CE standard, Vanguard was designed to comply with: MCA Category 0 — Unrestricted Service Worldwide This is the strictest classification under UK Maritime & Coastguard Agency rules and permits: global operation, offshore passages, and cruising far from immediate assistance. A useful summary of MCA standards is available from the Royal Yachting Association (RYA). It is important to note that “unrestricted” does not mean “invincible.” Vanguard is not an icebreaker or a commercial ship, but the Category 0 framework provides an extra layer of safety and reassurance. Given the build is taking place 6,000 miles from home, a clear and authoritative standard was needed. MCA Category 0 provides exactly that. Explorer Yacht Categories Explained (MCA Classification) The MCA system includes six main yacht categories, each defining how and where the vessel may operate. Category 0—Unrestricted,—Unrestricted worldwide service Category 1—Up to 150 miles from a safe haven Category 2—Up to 60 miles Category 3—Up to 20 miles Category 4—Up to 20 miles, fair-weather day operations Category 5—Up to 20 miles from a nominated departure point Category 6—Up to 3 miles from land, fair-weather daylight only For full details, refer to MGN 280, the Marine Guidance Note governing small commercial vessels. What MCA Category 0 Requires in Practice Achieving Category 0 is not simply a paperwork exercise. It requires detailed oversight from a Certifying Authority, who will conduct surveys both in and out of the water at regular intervals. Key elements include: ✔ Stability Requirements Vanguard has no angle of vanishing stability, similar to a Coast Guard cutter. No matter the heel angle, she will always return upright, ideal for offshore conditions. ✔ Machinery & Electrical Systems All systems must be built and maintained to a standard that supports global operation, redundancy, and reliability. ✔ Life-Saving & Safety Equipment Fire systems, escape routes, alarms, and life-saving appliances must match commercial standards. ✔ Ongoing Oversight This classification ensures that experts continuously monitor the vessel’s compliance over the years, offering peace of mind and long-term operational safety. Why These Explorer Yacht Categories Matter We are not naval architects or regulatory experts; much of what we’ve learned comes from reading, discussions, and working with our Certifying Authority in Turkey. But this process has made one thing clear: A robust category selection is essential for a safe, capable, ocean-going explorer yacht. Choosing CE Category A and MCA Category 0 ensures: A globally recognized safety standard Flexibility to cruise anywhere Improved resale value Higher construction discipline at the Yard External verification and long-term oversight For a yacht designed to operate far from help, these standards are not merely paperwork; they are part of the vessel’s DNA. Further Reading 👉 Explorer Yacht Electrical System Design 👉 Explorer Yacht Options Just Became Wider!

Why Explorer Yacht Design Favors Commercial-Grade Equipment My wife, Sebrina, constantly asks why I always lean toward commercial-grade equipment when the yacht market is full of flashier, more glamorous alternatives. My usual answer is simple: “Fishing boats look like fishing boats for a reason.” Eventually, it was time to explain why A Lesson From My First Years at Sea I first went to sea in 1976. A long time ago now, and I fully admit memory can embellish, but this incident made a lasting impression on me. Most of the details came from the first mate’s retelling in the ship’s bar later that night. We were off the southeast coast of Africa, somewhere near Durban. A seven-hatch geared bulk carrier on passage to Indonesia. It was around 5 a.m., the middle of the 4–8 watch. Two crew on the bridge, the second engineer and a motorman below, and me, the cadet, doing routine chores. Moderate seas. A bright moon. A normal, slightly dull night watch. And then the bridge saw it: a shadow across the sea, low and wide, off the port bow. No clouds. No large swell. Nothing that should cast a shadow. But it moved toward us, and we moved toward it. The Hole in the Sea With a 10–15 mile horizon and 9–10 knots of speed, things develop fast. The “shadow” wasn’t a shadow at all. It was a wide, soft-edged depression. A hole in the sea. Behind it rose a wall of water slowly, silently, impossibly tall. Someone must have called the captain, because suddenly everything erupted. The ship’s general alarm sounded. The Engine Room phone rang. The telegraph twitched double ring astern. The second engineer shouted for another generator. As I moved for the switchboard, the main engine’s turbochargers backflowed as load came off, screaming like I had never heard. Bodies came sliding down ladders, leaping the last few steps into the ER. Everyone was rushing but somehow still doing exactly what needed to be done. I did what I was told, even though I had no idea why. The bliss of youthful ignorance. The shaft stopped. Then, against all odds, the engine went astern on start air. Someone must have opened the receiver valves; they’re normally closed at sea. Fuel trickled back in, the pop-off valves lifted, and there was smoke and debris everywhere. Cylinder head seals blew. The whole engine groaned as it tried to drive the prop backwards. The ship began to tilt, not pitch but tilt, bow-down, as we dropped into the trough. And then the entire engine room began shaking. I had felt that before the lightship, going upriver in Rosario to load grain when the prop tips came clear of the water. Slowly it settled. Slowly it calmed. The telegraph rang again. Order returned. What We Hit In the retelling, we had likely encountered a freak wave or, more probably, the combined peaks and troughs of two large waves meeting at just the wrong angle. A trough followed by a peak. An amplitude of perhaps 80 or 90 feet. A monster. When we entered the trough, the bow drove underwater. The wave climbed up and over, reaching halfway across hatch No. 2, an enormous amount of green water. It killed our forward speed entirely, leaving the prop sucking air. Eventually, very slowly, the ship lifted up and over the crest. The sea returned to normal. But none of us forgot. Another Example: The Derbyshire Two of my friends, Paul King and Eddy Williamson, had a similar encounter far worse aboard the Derbyshire, a Bibby Line bulk carrier lost south of Japan in the North Pacific. The inquest concluded that massive wave compression caused sequential bulkhead failures, sinking the ship within minutes. Everyone aboard was lost. I remember seeing Eddy at the Ocean Fleets office in Birkenhead. He had just signed on as 4th Engineer on Derbyshire. Young. Smartly dressed in the style of the 1970s. Full of optimism. Their faces stay young in my memory, even as mine grows older. And This Is Why Fishing boats look like fishing boats for a reason. Their shapes, equipment, and rugged commercial design exist for one purpose: To survive whatever the sea decides to throw at them. That’s why our explorer yacht leans heavily toward commercial-grade decisions. Not because it looks glamorous but because it looks like it will bring us home.

Thoughts on Electric vs Hybrid Drives Open any yachting magazine, and you’ll see mention of electric and hybrid drives. More than a trend, these propulsion systems offer significant advantages. New technology is exciting, but it’s essential to understand what you’re stepping into before investing in a costly system. What is a Hybrid Drive? Hybrid drives in yachts follow the EV principle used in cars: combining a traditional internal combustion engine (ICE) with an electric motor. The torque and power of both systems are matched to create a performance profile that wouldn’t otherwise be possible. Example application: a harbor tug operating at low power most of the time, then needing full power for short bursts. By integrating an electric trolling option and a battery bank, the diesel engine can run intermittently at moderate load to charge the batteries, then shut off until more power is required. Benefits include: Improved fuel efficiency Reduced engine wear Lower emissions Series vs Parallel Hybrid Systems Series Hybrid: Diesel engines run generators to charge a battery bank, powering electric motors connected to the propellers. Parallel Hybrid: Diesel engines and electric motors can both drive the propellers directly. For Vanguard, we selected a parallel hybrid system to maintain traditional diesel capability while gaining the advantages of hybrid operation, offering greater redundancy and easier resale in a conservative market. Choosing the Right Manufacturer We evaluated five suppliers: Marine Hybrid, Esco, Praxis, Transfluid, and TEMA. Key requirements: Compatibility with slow-running John Deere diesel engines Ability to power two propellers from one engine Large battery bank for silent, low-speed operations (~20 kW for trolling/maneuvering) The hybrid motor sizing was dictated by the need to charge batteries rapidly, not to power the yacht at full speed. Advantages of Our Hybrid Drive Silent operation in sensitive areas or during dynamic positioning (DP) at night Space savings by removing main and standby diesel generators Dynamic positioning capability with instant torque and quick direction changes Reduced engine hours, driving two props from a single engine when possible High redundancy—flexibility to operate in multiple configurations Future-Proofing Our system is designed to expand as battery technology improves, particularly with advances in electric vehicle (EV) power density. This ensures Vanguard can adopt new tech without compromising traditional diesel propulsion. Conclusion Do we need a hybrid system? Perhaps not. Do we want to experiment and gain the flexibility it offers? Absolutely. For Vanguard, the hybrid drive enhances efficiency, reduces emissions, and adds fun tech play without affecting traditional propulsion reliability. Fun fact: as a Star Trek fan, I now get to tell my son, “No. 1 – engage hybrids and take us out of here!”

Understanding Yacht Batteries Batteries are deceptively simple: blocks of lead-acid (or newer technologies) that sit in the bilge, charged and discharged daily. That was my understanding… until I started specifying one for a hybrid yacht system. Questions quickly arose: How much power do we really need? What is the maximum safe discharge rate? Which system voltage works best? How can I supply high-current DC loads efficiently? Which battery technologies are best suited for marine applications? After research and testing, here’s what I learned. Three Main Types of Yacht Batteries Lead-Acid Batteries Similar to a car battery Can be sealed or vented (sealed preferred) Maximum depth of discharge ~50% of rated capacity Sensitive to deep discharges → sulfation and shorter life Traction batteries (like forklift batteries) tolerate deeper discharge Slow to charge but inexpensive Carbon-Foam / Firefly Batteries Similar chemistry to lead-acid but with a special carbon foam anode Faster charging (~80% charge quickly) Can cycle partial charges without damage Economical and more stable than standard lead-acid Lithium Batteries (LiFePO4) Much higher energy density (~120 Wh/kg, ~3x lead-acid) Charge rapidly Voltage decreases at low temperatures Some lithium chemistries (LiCo, LiNiMnCo) risk thermal runaway or dendritic shorts → fire hazard Expensive upfront ($600–$1000/kWh) but better lifecycle economics Marine insurance may have restrictions Selecting Batteries for a Hybrid Explorer Yacht Our hybrid drive requires: Large power storage capacity Fast charging Reliability and Class-approved components After reviewing suppliers, two stood out: Corvis (Norway) Praxis (Netherlands) Both offered: Modular systems Built-in monitoring and cooling Fire relays Class approval for marine use Our total installed capacity: 60 kWh, roughly 2 hours of operation at 500–700 VDC. Modularity allows upgrades as technology evolves, especially with the rapid adoption of electric vehicles driving marine battery innovation. Emerging Battery Technologies Battery technology is evolving quickly. Promising developments include: Lithium Sulfur (LiS) Solid-state cells 4–5x power density of LiFePO4 Initially for military/aviation, but may enter marine applications We plan to review our battery selection closer to delivery (about 18 months away) to take advantage of any improvements. Conclusion Specifying yacht batteries is far from trivial. It requires understanding: Capacity and discharge limits Charging rates Voltage requirements Technology suitability for marine safety and lifecycle costs Choosing LiFePO₄ offered the best combination of energy density, fast charging, and reliability for our hybrid explorer yacht.

Learning From the XPM78-01 Mobius The first XPM78, Mobius, was built by Wayne and Christine to an Artnautica design. Both are highly experienced sailors and good friends whose choices reflected their own priorities. That is one of the real advantages of building a boat: you get exactly what suits you. Our boat, Vanguard (XPM78-02), evolves this design. Many features carry forward, but we made several key changes based on our own experience, needs, and preferences. Here are the major lessons and what we chose to adjust. General Interior Layout: Three Cabins With Natural Light We needed three cabins—master, family, and guest—with each serving a specific purpose. Master Cabin Located near the center of buoyancy This is the most comfortable place aboard in a seaway Ideal for sleeping on long passages Family Cabin Close to the main access points Easy movement, easy watchkeeping transitions Guest Cabin Has its own access for privacy If we carry crew, they are not intruding on family space Because my wife is claustrophobic and prefers daylight, all cabins include skylights and small through-hull ports for natural light and ventilation. On a 78-foot hull, this layout is easy to achieve, but it required two structural changes: Raising the saloon by 300 mm to gain headroom Reconfiguring the fuel tanks below to match the new levels Expanding and Refining the Saloon We also extended the saloon forward by 1000 mm to create: More space around the helm Room for an additional companionway An improved day-to-day living area Both the FPB and Arksen designs have excellent saloon arrangements, so we drew inspiration from them rather than reinventing what already works. We added double helm chairs, ensuring my wife can sit comfortably (and give me instructions, as she puts it!). With the saloon raised, we worried the superstructure looked top-heavy. To soften this visually, we added a 300 mm bulwark running from the foredeck to amidships. This: Raises the visual sheer line slightly Helps shed water with built-in freeing ports Keeps the foredeck drier in rough conditions Stability Systems and Boat Handling Mobius uses a flopper-stopper rig and derricks for tender handling, with plumbing installed for powered stabilizers (but not fitted). We decided to install stabilizers from the outset, avoiding later complexity and top-hamper. We chose DMS Magnus Effect Rotors because: They promise superior zero-speed performance They fold away when maneuvering near ice or docks They allow stable operations at anchor without fins Critical Systems: Redundancy and Reliability For an explorer yacht, anything mission-critical must: Be duplicated or Have a very high MTBF (Mean Time Between Failures) This is standard commercial-marine thinking—and one of our main lessons. We chose: Twin Main Engines Identical engines Derated for continuous running Together produce twice the required installed horsepower Supported by: Two gearboxes Two drivelines Two rudders This keeps us operational even if a major component fails offshore. Hybrid Drive: Efficiency and Capability We are fitting a hybrid drive system, which offers several advantages: Rapid battery charging using surplus propulsive power Ability to drive both shafts from one engine Silent maneuvering on electric drive Dynamic positioning made simple Independence of rudders and thrusters works very well with electric propulsion Hybrid drives are not for everyone—they require careful thinking about goals and redundancy—but for us, the benefits were clear. Electrical System: Battery-Centric Architecture Wayne’s major decision on Mobius also suits our needs: everything is centered around the battery bank. All charging sources feed the batteries: Shore power Mechanical charging Solar PV All utilities then draw from the battery bank. We specified large banks (2 × 60 kWh). In the age of EV technology, this is no longer unusual, and the extra mass acts as ballast. We selected type-approved marine systems, each with: Dedicated cooling Heating Charging Safety systems Thanks to the hybrid charging capability and the battery size, we do not need additional generators—two fewer systems to maintain. Final Thoughts There are many smaller changes throughout the design, but the points above represent the major revisions informed by our needs and lessons learned. The last step is to recalculate our stability curves with the final specification—though we expect to fall well within safe limits. As always: each to their own. What matters is designing a vessel that fits your life, your voyages, and your priorities.

Why We Chose to Design Our Own Boat I’ll begin with the best piece of broker’s advice I ever received: “If you truly want to go sailing, don’t leave it too late.” Two years later and still about 18 months from launch, that message rings louder than ever. If your hair is grey and your teeth are… negotiable, then perhaps it’s time to stop dreaming and start building. For us, one truth became clear: I only get to play if my family gets to play and enjoy it. My wife, Sebrina, is claustrophobic, which ruled out monohulls immediately. She likes space, openness, and airflow. So we turned to catamarans. Exploring Catamarans… and Their Limitations We chartered a few cats, went to boat shows, and completed several deliveries. They were enjoyably stable at anchor and comfortable underway, but if the destination is your priority, you end up motoring far more than expected. Add my age into the equation (I’m in my 60s), and the practicality of leaping across wide catamaran decks began to fade. That pushed us toward motorboats. Searching for the Right Philosophy Growing up in the UK, I watched Gilligan’s Island on a black-and-white television. Much of American recreational yacht design seems to lean toward that “down east cottage” style—big, wide, and heavy on interior volume. Lovely for island-hopping on a perfect day, but the sea is rarely kind and almost never predictable. So we kept searching: Converted fishing boats Trawler yachts Commercial hulls with yacht conversions We traveled extensively (Covid restrictions and all) to inspect likely candidates. I managed to show Sebrina some absolute eye candy—beautiful, shiny, and elegant but with questionable stability. Then, on the same trip, we toured a homely, purely functional design with impeccable stability. A lightbulb moment. The stage was set. Form Follows Function: Finding the Right Design Language I’ve always admired the philosophy pioneered by Steve and Linda Dashew and their FPB series. Circa Marine no longer builds FPBs, but the idea has become its own genre: efficient, long-range, low-resistance hulls that prioritize safety and performance over gloss. We wanted: A stable hull whose motions could be softened Excellent fuel economy and truly global range A yacht economical to build, own, and operate Something we could specify ourselves—not someone else’s dream A vessel safe, robust, and capable of reaching remote, rarely visited coasts A boat that looked like a working vessel outside but felt like Aladdin’s Cave inside Choosing the XPM78 Platform That search led us to the Artnautica XPM78 design, built by Naval Yachts in Turkey. The Vanguardour boat is Hull No. 2 in the XPM78 line. She’s a 78-foot, 60-ton aluminum-hulled explorer yacht built for long-distance passage making with a small crew. Every component reflects decades of lessons learned on and around boats. This is her story: a yacht designed not to impress a marina, but to cross oceans safely, efficiently, and comfortably. A boat created for our personal needs, for the life we want to live, and for the voyages still ahead of us.

What Defines This Category of Explorer Yacht? For this discussion, we’re focusing on a very specific type of explorer yacht: long, narrow hulls with high length-to-beam (L/B) ratios. The simplest description, and one that helps people visualize the concept, is that these boats are essentially sailing yachts with the keel cut off. Unlike conventional motor yachts, which often rely on higher horsepower or semi-planing hull forms, these high L/B designs achieve range and performance through low resistance and efficient geometry, not brute power. This article highlights yards that build, or intend to build, small production series rather than one-off customs. FPB: A Benchmark That Is No Longer in Production If you’re looking for a new FPB, you won’t find one; the line is no longer being built. Fortunately, several excellent used FPBs appear on the market. The best starting point is Sue Grant at Berthon International, who represented the FPB program (Sue.Grant@Berthon.co.uk). Berthon also maintains video tours, including one of the largest FPBs currently for sale. Launching their new 24M design at Circa Marine in NZ. Credit: Circamarine.co.nz Circa Marine (New Zealand) Circa Marine in New Zealand (circamarine.co.nz) was the exclusive FPB builder and remains a leader in efficient alloy explorer yachts. They are now producing their own 24-meter explorer, shaped by decades of FPB experience. Anyone visiting New Zealand and interested in true long-range design should consider Circa a mandatory stop. Dickey Boats – LRC58 Series (New Zealand) Dickey Boats (dickeyboats.com) builds the LRC58, designed by Artnautica (artnautica.com). This design is known for being practical, clean, and remarkably customizable. Owners can specify: One, two, or three cabins Additional insulation packages Single or twin engines Multiple interior arrangements The first hull, LRC58-01 “Koti,” was built by the designer Dennis Harjamaa himself. European Builders: A Smaller Market, but Strong Examples Europe has fewer of these high-efficiency hulls, but several Dutch yards have contributed notable examples. Steeler, Van Nunen, and Aluboot These yards have produced multiple long, thin alloy hulls, although typically with higher installed power than FPB-style boats. Aluboot recently completed: LRC58-03 “Britt” (single-engine), currently for sale (artnautica.eu) LRC58-05 “Aldania” (twin-engine), launched in April 2021 Arksen (United Kingdom) The Isle of Wight Shipyard is building the Arksen 85, designed by Arksen (arksen.com). As of mid-2021, the first hull was well into production. Arksen has announced a range including 65-, 75-, and 85-foot models. They aim to dominate the “intelligent explorer motor yacht” segment—and may very well achieve it. Naval Yachts (Turkey) – XPM Series Turkey has a significant number of capable metal yards. Naval Yachts is building the XPM78 series designed by Artnautica. Hull No. 1: XPM78-001 “Mobius,” launched Q1 2021 (mobius.world) Hull No. 2: “Vanguard,” currently under construction These are true long-range, high-efficiency explorers with an emphasis on survivability and robust engineering. United States—A Higher Power Interpretation The U.S. tends toward higher-horsepower expedition vessels, often with military DNA. Metal Shark (metalsharkboats.com) is a good example of serious alloy construction, aggressive lines, and occasionally armed foredecks. Not a match for the high L/B category, but undeniably impressive machines.

Cape Cod Canal rail bridge. Departing Mystic, we headed east to go north eventually. We moored for the evening at the entrance to the Cape Cod Canal. At sun-up, we waited 30 minutes for the huge rail bridge to operate before being cleared to depart. Vessels over 55 feet are supposed to notify port control. We forgot, and the reminder was delivered in a polite New England manner. Be cautious when transiting this useful shortcut; the tide creates endless whirlpools, and it must be running in your direction. Discovering Provincetown The exit from Cape Cod is at Sandwich; the entire coast showcases a roll call of English towns and ports. After a short hop northeast, we arrived in Provincetown, the first landing place for the Pilgrim Fathers. The anchorage was filled with a sea of mooring buoys, so we dropped anchor outside the breakwater. We hailed the harbormaster to confirm it was safe for anything other than a southwesterly storm. It was Gay Pride week, and the place was bursting with color! Heading to Gloucester, Massachusetts The next morning, we departed early for Gloucester, taking advantage of the seasonally favorable weather. A steady afternoon run led us in search of anchorage. However, the same problems persisted in a sea of mooring buoys, all too small for our 66-tonne vessel. Under the lee of Ten Pound Island light, we eventually dropped anchor at 8m (25'), pulling hard astern to ensure our large Rocna was well buried. This was our third anchorage under a lighthouse, and despite appearances, it wasn't as scary as it sounds. We used our time in Gloucester to explore and perform a weld repair on a broken railing. Gloucester is a working port featuring fish quays and ice houses, alongside its historic and arts districts. The vibe is a great New England working-class atmosphere. Floating eye candy in the harbor provided plenty of entertainment throughout the day. Lobster is plentiful, and the bars are filled with locals who always have a tale to tell. We thoroughly enjoyed Gloucester, even staying an extra day. One of the local tour guides mentioned us as they sailed their group around, and we received a visit from a genuine Gloucester fisherman practicing their rowing skills. Exploring the Shoal Islands An afternoon's run due north takes you to the Shoal Islands. This area features a set of lethal rocks jutting into the Atlantic, located 7 nautical miles off Portsmouth. With only a few permanent residents, the islands include an enormous hotel now run as a retreat for the artistic, religious, or fitness-minded. This hotel does not serve alcohol, so we opted for a long walk around what was accessible. The scenery reminded me of childhood holidays spent on the Llyn Peninsula in Wales. It is both bleak and beautiful, rocky, storm-battered, yet resilient. A strong westerly blew all night, violently rattling our anchor chain. The morning was no better. We backed off our mooring against a 20 to 25-knot wind in a close lee shore. Keeping the bow to the wind was difficult in such tight anchorage. Understanding when the rudders grip, the dynamics of inertia, and predicting how the vessel will swing became crucial. This was a first for me on the helm; those rocks were close and unforgiving, but valuable lessons were learned. Battling Wind Force 8 and Rising at Biddeford Departing the Shoal Islands, we headed north towards Kennebunkport. The bay had no shelter from the strong westerly wind, and a good swell was running, which made it a no-go. A further 10 nautical miles north lies Wood Island Light, surrounded by rocks that offer shelter in all directions. As the barometer fell, we faced winds of 30, 35, and then 40 knots. Although the confused swell remained moderate, we pulled into the lee of Wood Island. Suddenly, we were hit by a brutal 55-knot wind, rocking us more than 20 degrees with a strong weather helm. We were in a precarious position. With a firm grip on the wheel, both engines powered up, and a minor prayer to the sailing gods, we managed to swing the stern downwind, entering another confined anchorage. We dropped both anchor and 40 meters of chain swiftly. As we drifted back, the anchor dug in, halting our movement. We spent the rest of the afternoon battling the wind. This was the strongest wind we had encountered so far, reaching Force 9 to 10. Conditions were terrible, so we kept engines and steering on standby, closing the beer fridge until things improved. By 7 PM, the barometer was rising, the winds moderated, and we found ourselves anchored under another lighthouse (Wood Island)! Regards to all and safe travels, Chris Leigh-Jones What AI Told Me About Gloucester Gloucester, Massachusetts, claims the distinction as America's oldest seaport. Founded in 1623, it was established by the Englishmen from the Dorchester Company who created the first fishing port in the country. For more information, check out this link . Films Made in the Town "The Perfect Storm" (2000) - Based on Sebastian Junger's best-selling book, this gripping drama tells the true story of the Andrea Gail, a fishing vessel caught in the devastating 1991 Perfect Storm. "CODA" (2021) - This Academy Award-winning film, not only filmed in Gloucester, also features a soundtrack by the Gloucester-based band, Hozier. Director Sian Heder chose Gloucester for its picturesque, quintessential New England, working-class vibe. "Captains Courageous" (1937) - (One of my favorites) This classic MGM film, starring Spencer Tracy, was based on Rudyard Kipling's novel about a spoiled rich boy who learns valuable life lessons aboard a Gloucester fishing schooner.

Preparing for the North: Ice Pilots Join Vanguard My crewmate Valeriy leaves today to return to his family in Moldova. We say hello to our Ice Pilots, Nick and Estella, who are joining us for the journey north. This is not least to compensate for my complete naivety about what lies ahead. Departing Naval Yachts in Antalya, Vanguard was anything but seaworthy; it was, frankly, quite a dangerous undertaking. A crew of five hugged the coast and limped to Didum, which is 250 miles west. After two months of work in Didum, we saw significant improvements in critical systems. We set off with four crew members for Palma de Mallorca. Three months in Palma also brought about similar enhancements. Now, two crew members, including myself, are stretching her sea legs on an extended cruise around the Balearics. After being shipped to Fort Lauderdale, Vanguard received another six months of regular attention. Two of us then brought her 1,900 miles north, including stops, storms, and frequent passengers along the way. Vanguard has become a reliable and predictable piece of machinery, perfect for hosting visiting friends and family in one of the great, though often overlooked, cruising grounds on the continental East Coast. So far, so good, but the real test starts next week. We go north, hence the need for Ice Pilots, Nick and Estella. Anchorages and Anchoring: Finding Our Spots Details of the above will be covered in a later blog post, but in the meantime, what has gone well? For some reason, we've discovered many out-of-the-way moorings. Our preference has been to anchor rather than use marinas. It's both more private and much cheaper! A big anchor helps in exposed areas, such as outside the breakwater in Provincetown or between rocks at the entrance to Port Clyde. Anchorages with moderate swell are manageable as she weathervanes, having much more water than air resistance. We can set our rudders to bias her heading in the tide. A shallow draft is also handy when squeezing into sheltered spots with big tidal ranges. Our large Rocna anchor, once set, has never dragged, as recently observed in Darien, Cape Cod. We have explored many locations, including Provincetown, Groton, Biddeford, Portland, Rockland, Rockport, Belfast, Bar Harbor, and several unnamed anchorages. Fast Charging: 86kW in Just 20 Minutes Anchoring means self-sufficiency, and our biggest consumer is power for the batteries. When we first started in Turkey, we charged at 10kW. Our batteries are 120 kWh, with about 40 kWh consumed each day. That is a lot of engine hours charging at light load, which is not ideal. Therefore, we worked on the drives and their reliability. We collaborated with Praxis Automation to push the envelope in terms of power absorption and control. After two months, we are now in a good place. This morning, we charged at 86kW using two engines at 1,600 RPM and 70% load. A day of consumption was replaced with just 20 minutes of running. As the engine loaded up, the exhaust was no longer visible, and we enjoyed a warm engine room for the day's laundry. Along the way, we monitored vibration, engine parameters, temperatures at breakers, distribution lines, batteries, and the generators themselves, plus the relative load balance between each line phase. This was enough to build confidence that all was in order. 42kW per engine is a high electrical load, and not everything went smoothly. When your neck is on the line, it's better to confirm than assume reliability. We flushed out a problem with a motor isolator that was closed incorrectly. The contractors were not fully home, resulting in hot spots. At 10kW, it was of little consequence, but at 45kW, we quickly discovered the issue through a combination of unbalanced inverter phase temperatures and a distinctive smell. The offending breaker was stripped out and rebuilt, fuses replaced, and knife plates polished for a smooth closure and better contact. And we're back in business! After 20 minutes of charging, one cup of tea, and a warm engine room in a cold climate—great! How We View the Sea: A Shift in Perspective As we travel north, there is a noticeable shift in how the general public views their access to the sea. Miami and Fort Lauderdale are playgrounds. Be it a big tuna boat, a multi-engine T-Top, or simple bling, the sea is a place where they go fast, get back fast, and enjoy another margarita. In contrast, New England, especially Maine, remains a playground but seems more integrated into daily life. The communities are commercial, with many yachts and historic boats, lobster pots, and fishermen. Towns wrap around their harbors. One community seems to "go to the sea," while the other is "of the sea." Anchorages awaken at 3:00 or 4:00 AM as the first lobster boats make their fast run for freedom. Tour boats arrive in the anchorages by 10:00 AM, and a sailboat or rowing skiff is never far away. In Portland, we moored on the Pilot's berth at Journey's End shipyard. Now in Halifax, we look at a WWII Corvette with the Atlantic Museum on our starboard side. It's a life I've become attuned to, authored by the sun and the tides, metered by the weather and the routines of daily life. Most times, there is not a watch or cell phone in sight. I might live longer this way. Canada: A Warm Welcome in Halifax Sailing blind through two days of thick fog across the Bay of Fundy, we eventually reached Halifax, Nova Scotia. For Halifax and every Canadian I have encountered, it is a wonderful place with wonderful people. The weather? Well, "meh," but they know how to compensate. Anyone cruising north is welcome; the customs process is a breeze and super helpful. Our berth in town costs US$200 per night for a 24-meter yacht! There is plenty to see and do among the big ships coming in and out all day. Moored at Frontage Wharf, downtown Halifax, directly behind the stage for a Mexican dance festival! Journey's End Shipyard: A Commitment to Service Secondly, let’s talk about Journey's End shipyard in Rockland, ME. We called in for a routine 500-hour engine service and associated fix-it jobs, best done when stationary. The dipstick tube on one engine snapped off. Without hesitation, they ordered a new one that we collected on our return from Belfast. They even sent the crew out on a national holiday weekend (July 4th) to change it, as I did not have an extractor of the correct size, and my other attempts had failed miserably. It's not during easy times that we see the value of integrity; it's when times get harder. Journey's End shipyard, Rockland, going above and beyond to get us back to sea on time. Preparing for the Next Leg of Our Journey That’s enough for today. The plan for this weekend is to acquire cold-weather gear, resupply our nonexistent stores, and finalize our sailing plan for Nova Scotia and the west coast of Newfoundland before reaching the Labrador Sea. That all starts on Monday! Regards to all, Chris Leigh-Jones

The Adventure Begins Arriving at Asiaat in Disko Bay, we set about planning our next adventure. Our plans were influenced by local weather, access to ports, fuel availability, and the presence of ice. We aimed to test Vanguard in conditions for which she was designed. Our ice pilots, Nick and Estella, were instrumental in this journey. They not only ensured our safety but also trained us on how, why, and where to navigate successfully through large ice formations. Disko Bay stretches from 66 to 70 degrees North. Two passages carry ice from the interior out into the Labrador Sea. From there, the icebergs flow north until the current shifts south, taking them west and then south along the coast of Baffin Island and out into the Atlantic. These icebergs are massive, weighing thousands of tons each. Remarkably, about 7/8ths of each iceberg is submerged below sea level. They drift with the currents and remain unaffected by wind or waves. As they slowly disintegrate, they give birth to smaller growlers, which can weigh anywhere from 10 to 1000 tons each. Growlers move with the wind and current and are generally found downwind of the icebergs. Any contact with these ice formations can ruin your day and potentially end your voyage. Thus, thoughts of playing billiards with them are completely off the table. Navigating the Ice The first two days of ice navigation were relatively straightforward as we charted a route north to Qeqertarsuag. We hopped from one massive iceberg to another, investigating and marveling at these natural giants. We began to learn what to look for, listen for, and how to sense their menace through the ever-present fog. Afterward, we headed east toward Illulissat, located at the seaward end of the Sermeq Kujalleq Glacier. Each day, millions of tons of Greenlandic ice cap slide seaward and are expelled from the mouth of this glacier into Disko Bay. Navigation in the fjord is both prohibited and perilous for those without a death wish. This is no exaggeration. The ice moves into the bay in a mix of large icebergs and thousands of smaller ice floes. It creates a floating delta of frozen water. The larger icebergs ground near the shore, providing more sheltered waters for inshore navigation. However, to reach that shelter, every vessel must navigate through a brutal moving ice wall, which can be 5-10 nautical miles wide. When approaching the ice wall, you encounter a chaotic landscape of smashed ice with no apparent access. As you inch slowly forward, leads or paths through the ice become visible, albeit in a serpentine manner. "Inching" poses a problem, as you have no steerage. Instead, you must rely on thrusters and prop wash over the rudders to turn your hull. Your bow becomes your total focus, and you must position it with less than a meter of error. A glancing blow may be acceptable, but a head-on collision is not, often resulting in a complete stop. The icebergs that are not aground move chaotically as the current swirls around. If you find yourself caught between two medium-sized icebergs, you may survive, but your boat likely will not. Considering backing out? That could lead to ice getting into the propellers, ruining your day. Similarly, stabilizers are vulnerable, which is one advantage we have with our Magnusmaster units, as they can be mostly stowed out of harm's way. We were fortunate to have calm weather, but the wind was unpredictable. Progress was slow, stressful, and uncertain. Our first attempt failed because the ice was too dense to provide the necessary leads. However, further up the coast, we had better luck. After a nerve-wracking four hours, aided by the midnight sun, we made it through to Rode Bay. Our anchorage was sheltered, with a shallow shelf at the inlet, protecting us from larger floating icebergs as we slept, despite the perimeter alarm and anchor watch we set. The Return Journey After two days exploring Illulissat, we set off again, this time heading down the coast to the glacier front and then west through the ice wall again. Our destination was Asiaat, followed by a remote anchorage at Satue. This experience mirrored our earlier journey, but this time we faced dense fog. Our direction came from the chart plotter—generally heading west as conditions allowed. Warnings came from our radar, which was often unreliable. Turns were organized by line of sight; if you could see a lead, you could navigate it. What you could not see, you dared not enter. All the while, the glacier moaned and rumbled as it slowly made its way to the sea, surrounded by an array of frozen disintegration. All the boats in the area are ice-hardened in various ways and are sheathed, strengthened, and modified to survive in these harsh Arctic conditions. Vanguard is designed for this environment, toughened for it, and has passed a severe test. As a testament to that, we noticed that much of the antifouling on our forward hull had been ripped off by unavoidable ice. When we first entered the ice wall, a voice in my head reminded me that there was no profit in panic. By the time we departed a few days later, it felt like a lesser event. Our small crew experienced something unforgettable, and we will all be better for it. A Community of Ice Pilots While in Illulissat, we were joined by two friends, Magnus Day and Julia Prinselaar. They are also ice pilots, having been effectively stranded up the coast due to ice conditions, which caused an abort on a Northwest Passage transit west from Pond Inlet. They provided excellent company for the 450 miles down the coast to Nuuk and their flight home to New Zealand. We discovered a small yet highly competent sailing community, characterized by its own rules and behaviors in response to one of the toughest marine environments on Earth. Upon arrival in Rode Bay, we celebrated at dawn with a fine single malt on the rocks. The ice hissed and crackled as it released its trapped gases. The ice that had fallen on deck came from a passing glacier. Ice from a fast-moving glacier originating from the Greenland ice shelf takes 5000 to 10,000 years to reach the sea. Thus, our drinks were chilled with ice laid down long before the Egyptian Pharaohs built their pyramids! Chris Leigh-Jones

Nuuk, Greenland, Monday 18th August 2025. We Have a Problem. The First Problem The track of Hurricane Erin, from the NOAA website as she exits the Caribbean. We are in Nuuk and need to head south. The weather is deteriorating rapidly as fall approaches. The Second Problem The hurricane moving north from the Caribbean is named Erin. Hurricane Erin quickly intensified from a tropical storm to the first Atlantic hurricane of 2025. It reached Category 5 status before weakening to a Category 4 storm. Currently, it is moving through Atlantic waters just north of the Caribbean. Its center is expected to remain at sea, roughly parallel to the coast, before turning east around 45 degrees latitude. The Initial Voyage Plan Our original plan was to travel 850 miles to St. John's on the east coast of Newfoundland. From there, we would navigate around the coast to Halifax to change crew before heading south to New York and beyond. Once we set our course for St. John's, there are no real alternative options, with a voyage duration of 4-5 days. Issues to Consider We are using "Windy" for our voyage planning. We are also relying on our Ice Pilots, Nick and Estella, for advice on what to expect. Timing A frontal system is passing through East Greenland today. It will clear with falling seas by Tuesday PM. Therefore, we can leave on Tuesday and head southwest towards the Labrador Coast. The nearest landfall is 600 NM away, which is about 3 days at 7-8 knots. We can shorten this distance and make landfall further north if necessary, shaving off about 100 miles or half a day from this leg. Wind and Waves The track of Hurricane Erin as she passes up the East Coast of Canada. 10-15M wave height crossing the Grand Banks. Over the next three days, the wind will shift from our beam to astern as we reach the halfway point. The seas are also expected to fall, generally aligning with our intended direction. They will be on our stern as we approach the Labrador coast. Erin - This is a concerning situation. This storm is currently a Category 4 and may not be survivable. Erin is predicted to ride the Gulf Stream north along the US and Canadian coasts before heading east into the Atlantic at about latitude 45 degrees N. The Gulf Stream is warm, so Erin is unlikely to weaken. As it stands, Erin remains a Category 4 storm. Wave heights in the Labrador Sea are predicted to be 1.5-3.5 meters in our direction of travel, which we can handle easily. However, off the Grand Banks, where Erin is closest, wave heights are expected to reach 10-15 meters and be chaotic. We must avoid that area at all costs. Customs Clearance We will need to clear Canadian Customs before arriving in Halifax, NS. The entry ports are either too far north on the Labrador coast (e.g., Pond Inlet) or too far south in Nova Scotia. Newfoundland has restricted access due to the impending weather. We contacted the Canadian Border Services Agency to explain our predicament. They informed us, "We have logged your call sign (M0I07). We (CBSA) are not in the business of putting lives at risk. Call in from any place you seek shelter and update us until you reach a port of entry." The CBSA truly are the nicest customs officials I have ever encountered! Range We have approximately 2500 nautical miles of fuel in our tanks. However, we must also consider our stability, as conditions are likely to get rough. Therefore, we should plan for about 1000 miles, leaving plenty to spare and keeping a reserve in our low center tank. We will need to refuel before reaching Halifax. Closing the Labrador Coast We need to find a port that offers protection from the weather in all directions, especially if Erin decides to veer north. There are a few good options, with Cartwright (53.42N 57.00W) being our first choice. It offers quick access from the ocean. Depending on the weather, we can continue from there, ducking into the protected Gulf of St. Lawrence at Belle Isle. Once through Belle Isle, we will have shelter on both the Newfoundland and Quebec coastlines, no longer exposed to the Atlantic. Job done. Fingers crossed, batten down the hatches, and we leave tomorrow. Chris Leigh-Jones