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client to reduce both overall freeboard height and cabin-top height. Thereby all framing is engineered and integrated inside the cabin-top panel itself. This is made extra complex since the cabin-top com- prises almost 5m of unsupported overhang. This is a signature feature of the yacht,


delivering an indoor/outdoor experience previously only found on big catamarans. However, unlike some of the smaller exam- ples of this indoor/outdoor feature this is a blue water vessel and so structurally it was an extremely complex area to engineer. The end result is a sleek, low-windage and stylish cabin-top… but, as is so often the case, the real challenges are invisible. The long-stroke (3.8m-6.5m) lifting keel


with trim-tab and optimised keel trunk was engineered by Gurit and made at Baltic. This was another ‘interesting’ area since the brief from the owner was that the yacht must be able to dry out, resting on its keel. The carbon keel trunk features 180 layers of carbon and is around 30 per cent lighter than any conventional off-the-shelf solution. There are two large custom deck


hatches for storing a 7.2m guest tender and a 4.5m crew tender under deck. Inte- grating a 7.2m tender into a yacht of this size in such a way that it remains invisible and yet has minimal impact on the interior volume was not easy!


Propulsion The Baltic 142 DSS also breaks new ground for the company with her diesel- electric propulsion system, which reduces fossil fuel consumption and is considerably quieter than conventional systems. The twin 210kWh custom-built diesel-electric generators comprise a 6.7-litre Cummins engine with a Visedo in-line generator, and a Baltic optimised sound shield, charging a 200kWh high duty HVDC lithium battery bank delivered by Akasol. The HVDC battery bank also delivers


power to other equipment including the bowthruster, the rotating stern drive leg, captive and deck winches and the DSS system drive. To make such a demanding system feasible the system operates at 700 volts so that equipment can be run electri- cally rather than indirectly via hydraulics. The battery bank and the two genera-


tors can deliver 420kW, enough to propel the yacht at full power and run all domes- tic functions as well as sail handling simul- taneously. With this huge battery bank the yacht can be used without the need to run the generators at night. While underway the yacht could also run for several hours at half-speed on battery power only.


Contributors: Gordon Kay – Infiniti Yachts Sören Jansson – Baltic Yachts Simon Everest – Gurit Ken Read – North Sails Britt Ward – Farr Yacht Design Bill Faude – Harken James Wilkinson – Carbo-Link Dominique Pedron – Isotop


HELD CAPTIVE – Bas Peute, Rondal Development work on our new Rondal electric captive winch started a decade ago. An aluminium chassis for a standard eight-tonne hydraulic winch was con- verted to accommodate an electric motor. Electric motors have become increas-


ingly efficient in recent years, allowing hydraulic motors to steadily be replaced by all-electric power units. In addition, new techniques enable


electrical engineers to peak-shave the power requirements of a yacht. A hydraulic system needed to be set up


to deliver the maximum peak power requirements at all times, even if this is a sit- uation the yacht will rarely, if ever, see. By contrast, the electrical set-up could now be configured for average power requirements because peak demands can always be met from a battery bank or additional genset. The heart of the E-captive winch is a


700V DC motor, managed by an inverter/ motor controller. Like braking with an electric or hybrid car, the Rondal E-captive winch will regenerate power once paying out under load. This regener- ated power will be fed back to the yacht. Baltic Yachts and the team on the


Baltic 142 challenged Rondal even further and for weight-saving purposes the alu- minium chassis was replaced by a full carbon solution. Based on the proven captive winch layout, this includes base plates, bulkheads and even the drum is now manufactured out of carbon. The E-captive winches on the Baltic 142


vary in size from 8 to 12 to 18 tonnes’ pulling load. Max holding loads are the pulling load multiplied by 1.5. The E-cap- tive winch range has now been completed with a 6-tonne and new 24-tonne unit… In the cases when there is zero load


applied to the rope during paying-out (for example, a slack mainsheet or slack head- sail sheets), a captive winch will only ever


q SEAHORSE 47


function reliably when there is a good feeder arrangement installed. The Baltic 142 features electric-


powered Rondal feeders again in a carbon housing. These feeders pull the rope out of the bilge or locker with up to 100kg of force and deliver them to the winch with the correct alignment. The feeders are programmed to start a split second after the winch and spin fractionally slower than the main drum in order to avoid a slack line on the drum. Rondal were also responsible for the


carbon-fibre spars. Here again the Rondal and Baltic Yachts teams were constantly challenging one another to evolve the best possible rig solution for the biggest ever DSS-stabilised yacht. The rig is supported by Carbo-Link


elliptical continuous carbon standing rigging, the elliptical shape being specifi- cally tailored to reduce vibration, and a performance running rigging package manufactured by Offshore Rigging. The Baltic 142 also features a Rondal


‘style-to-order’ performance furling boom, carefully shaped in co-operation with the owner’s personal design team, Micheletti and Partners. This furling boom is equipped with our latest performance out- haul system engineered specifically to deliver accurate foot tension in all reefed positions. This was achieved by develop- ing a device on the boom that locks onto a ‘knob’ in the leech of the sail, whether at full hoist or in a reefed position. The luff of the sail is also connected to


a detachable cunningham, again whether at full hoist or in a reefed position, to ensure full control of luff and foot tension at all times. The performance boom offers not only better sail shape – and therefore performance – but also takes the load off the mandrel. With today’s much stiffer and more powerful sail technologies, removing the load from the mandrel means significantly less wear and tear.


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