and lowmaintenance. The code zero is kept permanently on its CZ-32 through- deck furler, and the separation between it and the genoa has been carefully optimised to ensure a smooth laminar flow when sailing close-hauled with the code sail furled. ‘The required distance between themdepends verymuch on the stay tension and how well they can furl it,’ Vrolijk says. ‘We tried to push for asmuch separation as possible within the given boundaries,’ Siefer adds. ‘For the code zero you need a furler with suitable torque and strength to keep the sail in position. On the sail shape, the cut has to be slightly shorter, which reduces the problem of unwanted unfurling.’ Additional crew are needed when
flying big downwind sails, for which the removable bowsprit and bobstaymust be fitted – a quick and relatively easy operation, according to Siefer. ‘The cruising configuration does not use the bowsprit. It’s only really used when the owner wants to race,’ he says. In cruising and delivery modes, the bowsprit is removed and stowed to improve weight distribution, rather than leaving a heavy component on the bow. ‘For cruising they will use the code zeromore than anything,’ Vrolijk says. ‘Even downwind, choosing the right angles.’ The sheets are on Harken hydraulic
captive winches. ‘We have a system and locker ‘tween deck in the fore ship to separate deck handling gear, hydraulics, winches and so on fromthe interior and to allow easy access,’ Siefer says. The guest cockpit is a continuation of
the deck saloon. ‘It’s not a cockpit in the traditional sense, it’s part of the interior,’ Vrolijk explains. The separate twin-helm steering cockpit is sheltered by a solid, fixed bimini attached to a slender frame over the crew companionway – a novel arrangement designed to keep almost entirely out of the helmsman’s field of vision. ‘The owner wanted something that was integrated into the boat and would give all the protection he wanted without a heavy look and feel,’ Vrolijk says. ‘It is proven to stand up to a lot of wind; a 74-knot squall went through the yard and it didn’t blow off.’
Interior design, layout and systems Judel/vrolijk is responsible for Path’s interior design and styling as well as exterior design and naval architecture. ‘We set up ameeting at the owner’s house to discuss styling andmaterials,’ Vrolijk says. ‘One thing mentioned was that the boatmust not be a designer statement, it should feel like home as
Construction The long coachroof overhang is supported aft to bear the load of themainsheet
Is carbon composite inherently better than aluminium for a build of this size? ‘There’s no definitive answer,’ Hawkins says. ‘At around 70-75m you do start asking financial and practical questions. When the gross tonnage goes over 500, class requirements begin to force some significant changes but you can’t take away the inherent differences in the two materials. Stiffness is a definite benefit of composite construction, and for a giant sloop it’s important in the control of headstay sag.’ ‘With carbon you gain a weight
”Path is fully classed,which doesmake her a bit heavier but the impact on performance is negligible”
work together, it took a bit of time to get past that. Path is fully classed, which does make her a bit heavier but the impact on performance is negligible. Take a transatlantic crossing for example. In a typicalwind pattern youmight arrive inNew York 13 minutes later due to the extraweight, or perhaps at most four hours. That’s equivalent to a helmsman steering 10° off course for the duration of one watch, or the skipper making a
decision in the middle of the night to delay a sail change until daylight.’ The coachroof-sheeted mainsheet
advantage andmore volume in the given hull geometry,’ Siefer says. ‘And Baltic Yachts has developed a very effectivemould strategywith hull and deck in separate parts allowing good accessibility and early fit-out options.’ Lessweightmeans that less sail area is needed, or as in this case the same level of performance can be achieved with a higher-volume hull. It’s often said that class constraints
cancel out the advantages of composite construction, but Hawkins says it no longer applies. ‘There was a real reticence some years agowith people not wanting to
Path’s 550hp Scania diesel engine is craned into the hull. Baltic Yachts’method of moulding hull and deck in separate parts gives early fit-out options
SEAHORSE 91
systemis a novel arrangement. ‘It uses the natural stiffness of the cabin top, sharing the loads with the support and sheet housing pillars,’ Siefer says. ‘The sheet length can be kept short, reducing the stretch in the system.’ It also serves to stiffen up the back of the coachroof, which therefore doesn’t need the cutting-edge engineering and heavy reinforcement of an unsupported coachroof overhang.
PHOTOGRAPH: DANERIK OLSEN
PHOTOGRAPH: EVA-STINA KJELLMAN
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