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On racing form

Te Saffier 36 Nitro yacht is a collaboration between Dutch naval architect Peter Bosgraaf and IJmuiden-based Saffieryachts.

waters this year. Moving into 2013 she will then enter international events, such as Kieler Woche and Cowes Week, culminating in the Commodores cup in 2014. In order to qualify across a spectrum of


events, the 11m loa vessel is designed with the official rating rules for offshore racing in mind. Te IRC rule is jointly owned by the Royal Ocean Racing Club (RORC) Rating Office and Union Nationale pour la Course au Large (UNCL) and the ORC rule is set out by the Offshore Racing Congress (ORC). Both IRC and ORC rating rules essentially award a time-correcting handicap to a range of keelboat designs, allowing them to be raced together. Factors such as length, weight, draught and sail area are all used in rating calculations. Speaking to Ship & Boat International,

naval architect Peter Bosgraaf notes that the IRC favours a high-end stability for racing. Te Saffier 36 Nitro design has a 50% ballast percentage making it a very stable yacht. Tis high level of stability means that the yacht is able to perform without crew on the rail. Bosgraaf explains that the design achieved this level of stability through the inclusion of a lead bulb to a steel fin construction designed to attain as low a weight centre as possible. “Te ballast percentage was calculated using a velocity performance prediction [VPP] programme and stability calculations,” he says. A VPP study using Windesign and ORC

VPP, used by the Offshore Racing Congress in calculating an ORC rating, was performed during the design process, calculating information such as hydro and aerodynamic data, stability and performance under a number of conditions. “We applied for an early IRC rating to see if we were going to be in the range of the intended handicap,” says Bosgraaf. “Due to the high ballast percentage, the

VPP promises excellent speeds in fresh winds. Tis, combined with the large sailplan for light winds, should cover good all round speeds in the wind spectrum.” Te yard also compared

Ship & Boat International March/April 2012

ith her launch expected to take place in early March, the Saffier 36 Nitro will race in Dutch

The mainsheet, jib sheet and spinnaker can all be controlled without leaving the helm of the Saffier 36 Nitro.

the design to a 11.3m cruiser racer and a 10m cruiser racer, both with less ballast percentage and less sail area and designed more towards ORC club racing. “The polars of the VPP studies show

average speeds downwind under spinnaker of around 10knots, but these are average values. Top speeds in waves will go to low twenties for short periods.” he says. Te deck design for the Saffier 36 Nitro

was created by yard owners Dean and Dennis Hennevanger. Te criteria was for a clean deck space with minimal lines, a large cockpit to provide an efficient working area during races and the aim of having the crew on the windward side as much as possible. To achieve this, many of the yacht’s lines

and sheets have been redirected through the deck or coach roof. “All lines from the mast which are led aſt to the cockpit run in a false deck. Control lines aſt run under the cockpit floor to a central control box and the Genoa sheet runs under the side deck to the cockpit winch,” explains Bosgraaf. He adds that the fairleads have been fitted in the hull forward and aſt and cleats have also been well hidden.

Control from the helm Saffieryachts explains that the jib winches aboard the yacht have been set inward in the cockpit so that the grinder stands steady and in the middle of the boat just aſter tacking. Tis allows the yacht to accelerate faster out of a tack. Te mainsheet, jib sheet and spinnaker can all be controlled without leaving the helm. Te Saffier 36 Nitro has also been fitted out for

cruising. While racing yachts oſten have a basic and empty interior, the 36 Nitro design has been finished with light foam sandwich panels together with a modern colour scheme and lighting scheme to create. Saffieryachts’ owners also used the project

as an opportunity for the yard to gain experience in the latest sandwich construction and laminating methods. Te use of hand lay up epoxy fibre-glass with vacuum bagging has conferred a glass: epoxy ratio of around 65:35. Bosgraaf notes that if laminating without vacuum, the ratio would increase to 50:50. “For a hull this size this will result in 150kg extra weight for the hull only,” he says. While resulting in a stronger and lighter

design, the construction method does have its downsides. Bosgraaf says: “All the Saffier yachts are built using chop strand/polyester. For production yachts this is a relatively cheap building method. But the downside is the weight penalty. We are currently working on a new 10m daysailer using polyester/glass foam sandwich and vacuum. Tis will reduce weight in the hull construction, but we are aware that building costs go up.” SBI


Length, oa .........................................11.00m Beam, max .........................................3.49 m Draught ...............................................2.12 m Displacement ....................................4850kg Mainsail ...............................................43.0m2 Genoa 3 ............................................29.5 m2


Feature 2

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