DESIGN REVIEW
relationship, and in its basic geometry the 885 provides for both points of view. For the more segregated approach – which is clearly an asset for charter – the 885 has a captain’s cabin plus good cabin space for additional crew, and unusually the crew have their own mess.
T e other signifi cant attribute of the 885 is the owner’s stateroom, which incorporates glazed panels across the upper section of the aſt bulkhead, bringing in an abundance of light with the blinds drawn open, enhancing the spatial qualities of the cabin.
T is integrates well with a set-down terrace on the aſt deck, aff ording excellent access to the sea and doing much to enhance that chill-out pastime of swimming/lazing that thrills some in the same way that others are turned on by the sheer exhilaration of steering a well-balanced boat as it threads its way uphill into a heſt y breeze.
Speaking of which, the sailing qualities of the 885 should be at the head of this piece rather than its tail, but then again I have been trying to save the best bit till last. T e hull of the 885 is very powerful, with a fairly fi ne entry that will help the boat cleave through a seaway with excellent Vmg, and at the same time the stern is relatively broad to deliver a high level of form stability and an off -wind potential that will rattle away the miles in any Trade Wind passage. As Oyster owners will know, the centreboard versions available on some models have twin rudders, in this instance because the retracted
draſt requires a supremely effi cient shoal draſt rudder arrangement. We have extensive experience of twin-rudder confi gurations on all manner of boats and we considered it appropriate on the 885 to introduce the arrangement as a standard off ering. If this seems an unusual decision to Oyster stalwarts, then it will probably be because they might feel it undermines the long-held Oyster principles of rudder security, particularly with respect to the ability of the skeg to defend the rudder. Logically, though, the twin-rudder argument sits well in the security department – on the one hand there is an in-built level of redundancy, and on the other the diminished rudder span much reduces the propensity of the rudders to touch when moored stern-to against inconveniently seascaped harbour walls. For slick manoeuvring in harbour, the 885 comes with both stern and bow thrusters.
So, given that the negatives are not really negative, what about the positives? Well, where should I start? Unless one has sailed a twin rudder boat upwind in a breeze – at least one that is fundamentally well balanced – it is hard to imagine the delight. When a boat is pressed to a breeze the helm oſt en loads up, making steering increasingly uncomfortable unless the helmsman is as attentive in his call for shortened canvas as he is to his course keeping. A well-confi gured twin-rudder arrangement, however, comes into its own just when a single rudder begins to feel a bit of pain, and a well-balanced arrangement
can make the boat seem as if it is on rails. Oysters, on the whole, are gentle by design and with the decision to go to the new arrangement on the Oyster 885 we have been able to bring the rig aſt a little – not advisable for a single-rudder boat – which in turn makes the non-overlapping headsail a viable standard off ering. As might be expected, the design of an Oyster is an integrated process, and one decision has consequence elsewhere; in the same way a decision can be made to deliberately set in chain a raſt of other attributes. T e 885 is a big and powerful yacht, and fl aying sheets are nice to avoid if one can do something about it. Hence the appeal of the non-overlapper as the working headsail.
T e new Oyster 885 is an exciting prospect and the fi rst of class will be on the water in late 2012. We can’t wait to sail her.
For more information please contact our sales team at
yachts@oystermarine.com or call +44 (0) 1473 695005
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