This open plan, mezzanine saloon configuration gives good views out and ample natural light on both levels
technical manager, explains: ‘This allowed us to integrate the high-voltage batteries lower down in the bilge and rationalise a more central high-voltage distribution board, cabling and cooling system,’ he says. ‘All this makes for a more compact system, easier to access and with a lower centre of gravity.’ The options available to owners include
ways to boost the sustainability of the build, along with many other parameters. ‘‘Changing the outer skin of the hull to glass/Aramid is possible and would keep the seaworthiness of the yacht but will add some weight with a very negligible impact on performance and some tangible saving on the carbon footprint of the composite construction,’ says Marco Alberti, chief executive at Southern Wind. ‘We advise our clients by presenting various options which show a cost and weight assessment but also consider the implications of righting moment and comfort. Our aim is always to assist the client in his choices and build the yacht to his expectations. During this process we check bulb weight, displacement and righting moment, and we do an optimisation loop with Farr Yacht Design. After which we inform the client and discuss what variations and effects each of his or her choices would have.’ The owners of SW108-01 took things
very close to Schmicker’s end stop, which gave the shipyard, Farr and Nauta a great
opportunity to flex their skills. ‘It was a pleasure taking them through the design process and evaluating the many configurations available,’ Schmicker says. ‘They were keen on the hybrid propulsion system which adds weight and some propeller installation drag. Through several design loops the sail area and keel weight were fine-tuned to the owners’ goals for performance and also for stability and sail carrying power. To achieve the desired light wind performance, sail area was increased by seven per cent as well as righting moment by 18 per cent through fitting a larger bulb on the lifting keel compared to a SW108 with a standard propulsion system. In light winds, 12kts boatspeed can be achieved. Reaching and downwind in a breeze, 20kts is expected.’ To achieve the opposing goals of maximising performance while also having the option of hybrid propulsion (which is heavier mainly due to the generous energy storage), weight savings had to be found. ‘The boat makes ample use of titanium not just on stanchions and mooring cleats but also all the way up the mast and down to the underwater anchor mechanism,’ Dabbadie explains. ‘This will also be the first yacht to feature the new Harken
9T Air captive winch. Together with a full carbon construction and high-modulus carbon mast, the weight saving is close to a ton. And in their quest for the optimum setup the owners have chosen a deep lifting keel that lowers the centre of gravity by 40cm whilst keeping control on the overall weight.’ The mast is taller than standard with
‘When an owner wants something truly unique we have the capability to customise extensively’
a lightweight rack boom. ‘The jib and staysail are both with structured luffs for better performance and weight saving,’ Dabbadie says. ‘Versatility was also in the original brief so the cruising configuration of pinhead mainsail, fixed backstay and checkstays can be changed for racing to a square top main with
runners and deflectors, controlled by the aft winches.’ A key requirement in the design brief
was to optimise SW108-01 for long-range ocean passages with the owners on board. ‘Under sail the yacht will be able to regenerate sufficient electrical power for the comfort of everyone on board with minimal fossil fuel consumption,’ project manager Christophe Harvey explains. ‘The HybriGen system allows very brief battery charging sessions so it’s possible for most of the time sailing or at anchor to be in full silence with no emissions.’ Ultra-efficient
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The sleek, low profile coachroof has been subtly customised on behalf of SW108 #1’s owners, working from Massimo Gino’s original GT design
The choice of a deep lifting keel lowers the yacht’s centre of gravity by 40cm
SEAHORSE 85
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