At anchor the deck plan provides two separate areas for the owners to enjoy and the transomfolds out to reveal a large beach club


can propel the yacht at half speed as themotor itself has double windings connected to double inverters.’ The high-voltage systemalso


powers the pumps that drive the yacht’s hydraulic sailing systems but it’s stepped down through inverters to supply the yacht's hotel loads. With just one generator running to


conserve fuel, the Baltic 110 is expected to have a cruising range of about 2,000miles at nine knots with full hotel load. On battery power alone, assuming 8kts boatspeed with a power consumption around 50kW and an additional hotel load of roughly 15kW, the yacht should be able to run for at least an hour and a half, quite possibly two hours, before reverting to diesel-electricmode. ‘Allmanoeuvres can be done with


battery power only,’ Kolamsays. ‘At cruising speeds above about eight knots at least one generatormust be running. So as a whole, the system basically has full redundancy.’ Even without any regeneration


fromthe propeller while sailing, in typical cruising use with hotel systems running the Baltic 110 should be able to operate autonomously for an estimated 28 days before needing to refuel. ‘But if the winds are good, in theory no refuelling is needed,’ Kolam


says. It’s very difficult to calculate regeneration capacity under sail, he explains, because the friction in the systemis an unknown factor. This will also be the first implementation of the systemwith a folding propeller for Baltic, so Kolamis wisely unwilling to give specific figures for regeneration at this fairly early stage of the project. What carbon emission


reductions are expected? ‘You would normally have a bigmain engine running at roughly 40 per cent load together with a generator running at about 60 per cent load,’ Kolamsays. ‘Compare that to our serial hybrid system, with only one generator running at optimal load. Without calculating any CO2 numbers this is easymaths to understand that we will have less fuel consumption and lower CO2 emissions.’ Still under discussion at the time of


10kWof energy,’McKeon says. Another advantage of Baltic’s serial


”The Baltic 110will sail comfortably at speeds in excess of 12kts in lightwinds and easily exceed 20kts in a breeze”


hybrid systemismuch lower levels of noise and vibration. ‘The big difference is that there is a sound shield on the genset and its rubber mount can bemuch softer than on a main engine,’ Kolamsays. ‘Also one generator ismuch smaller and lighter than themain engine which means less vibration.’ ‘Noise reduction is an


ongoing challenge that sees each yacht get quieter and quieter,


which we achieve through attention to detail,’ Hawkins adds. ‘Having an electricmotor on the end of the shaft as opposed to a diesel engine is a good start and a sound deadening pad inserted in the hull skin above the propeller helps reduce the prop wash noise under the hull.’


writing, Baltic andMcKeon have also developed a solar power solution in which photovoltaic panels are slid into pockets along the full length of the yacht’s over-the-boomsun awning, and potentially also in the bimini. ‘Whilst the yacht is stationary for extended periods the sun awning would be able to generate around


Sailing performance Itmay be some time before the 110’s full potential is revealed on the racecourse butMcKeon predicts excellent performance even in cruisingmode: ‘The Baltic 110 will sail comfortably at speeds in excess of 12kts in light winds and easily exceed 20kts of boatspeed in a breeze.’


SEAHORSE 81


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