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Coolest yachts: Class 40 Lift 2

Helen Fretter

  • Helen Fretter
  • February 1, 2024

We ask top sailors and marine industry gurus to choose the coolest and most innovative yachts of our times. Yoann Richomme nominates the Class 40 Lift 2

class 40 yacht designs

The highly competitive Class 40 fleet has long been a proving ground for talent, both for designers and sailors, with many going on to the IMOCA class.

“I’ve had the chance of sailing the best part of a decade on Class 40 s – from the 2011 Transat Jacques Vabre with Damien Seguin, to my second Route du Rhum victory in 2022,” says Richomme.

“The Class 40s to me represent the best sailing potential of any glassfibre-built boats: they are now incredible machines capable of 10 knots upwind and sometimes more than 20 reaching and downwind. I’ve had the thrill of crossing the Altantic in less than 14 days beating some IMOCAs across the line.

“The class is very active with four or five designers launching new designs every two to three years, which makes it really interesting to follow. The hull designs have come a long way from the pointy ends to the now very fat bow. Look out for more evolutions to come in the future!

“I’ve especially loved working with the team led by Eric Levet at Lombard Yacht Design, they have designed the two Class 40s that I raced solo.”

class 40 yacht designs

Photo: Vincent Olivaud/RDR 2022

Make sure you check out our full list of  Coolest Yachts .

Class 40 Lift 2 stats rating

Top speed: 29 knots LOA: 12.19m/40ft Launched: 2022 Berths: 2 Price: €800,000 Adrenalin factor: 80%

Yoann Richomme

Yoann Richomme is one of French offshore racing’s biggest talents. He has twice won La Solitaire du Figaro (2016 & 2019), and also twice won the Route du Rhum in the Class 40s in 2018 and 2022. He studied naval architecture at Southampton, and is known for his highly technical approach. He is aiming to compete in his first Vendée Globe in 2024.

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Class 40 Mighty Mites

  • By James Boyd
  • May 23, 2023

shorthanded ocean racing machine

For sailing fans visiting from ­outside France, the Route du Rhum is a cultural shock, barely to be believed even once seen. It is France’s oldest singlehanded race, first held in 1978, and run every four years from St. Malo in northern France 3,500 miles across the North Atlantic to Guadeloupe. The fleet of 138 boats that assembled for the start in November 2022 was incredible, with an estimated value of 260 million euros—from the implausible 100-foot Ultime trimarans to a record fleet of 38 IMOCA 60s and a similarly impressive fleet of 55 Class40s. Dock sides are crammed with spectators, many hoping to catch a glimpse of the top skippers—some are genuine sports stars. Had the 2022 start not been delayed, French President Emmanuel Macron was to have attended. It’s that much of a big deal.

In the days and hours before the Route du Rhum started, more than 1 million people passed through its race village in St. Malo. In this environment, even non-French amateurs, such as the two US Class40 skippers, Alex Mehran and Greg Leonard, gained celebrity status with relentless autograph signing, selfies with fans and press interviews. Usually outshone by the bigger, higher-profile boats, the Class40 is the most successful 40-footer of all time. While the Farr 40 never topped more than 40 boats at a world championship, this is the second Route du Rhum in which more than 50 participated. To date, 192 Class40 hull numbers have been allocated.

While “Open 40s” once competed in the OSTAR and Around Alone, the Class40 came about independently. Born in France in the early 2000s, two designs defined the class: the Pogo 40 and the Jumbo 40. But the success and longevity of the Class40 is due to its highly constrictive box rule, drafted by a group that includes wise French sailor and journalist Patrice Carpentier, which remains robust 18 years on.

The box rule’s basic parameters are a maximum length overall of 39 feet, 11 inches; max beam of 14 feet, 9 inches; draft of 9 feet, 10 inches; average freeboard of 3 feet, 6 inches; max mast height of 62 feet, 4 inches; max working sail area of 1,238 square feet; minimum displacement at 10,097 pounds; and max water ballast of 1,653 pounds per side. Most brutal are the materials limitations: Carbon fiber, aramid, honeycomb cores and pre-preg resin are forbidden from the construction of the hull, deck, interior structure and fittings; go down below on one and, joyously, thanks to the GRP construction, it is not coffin black.

Carbon fiber is permitted for the mast, boom and ­bowsprit, while standing rigging must be steel rod. Sails are limited to eight, and all but two and the heavy-weather jib must be polyester and nylon. A single fixed keel and as many as two rudders are permitted, but daggerboards and foils are banned, as are canting, rotating masts, mast jacks, and adjustable or removable forestays. However, complex kick-up rudders are permitted. (Although their effectiveness to kick up in a collision is allegedly dubious.) Over the years, displacement and average freeboard have slightly reduced, but the biggest rule amendment has limited “how scow” Class40 hull shapes can be. While the latest foiling Protos in the Classe Mini (the “flying bathtubs”) are fully flat-bowed, Class40 has two max beam limits just short of the bow to prevent this. Naturally, costs have risen, but the rule has successfully limited them; today, a top Class40 costs 700,000 to 800,000 euros.

Class40 sailboats

Those sailing the Class40s in the early days were a mix of pros and amateurs. Today professionals on sponsored boats are the majority. As for aspirant French pro sailors, the Class40 has become a significant stepping stone between from the Classe Mini and Figaro circuits to the IMOCA.

As skipper of Groupe SNEF , leading Mini and Figaro skipper Xavier Macaire says: “The transatlantic races like this [Route du Rhum] are very interesting to us, and the boat is not very expensive. The Class40 is easy to maintain and prepare, and is not a complicated boat like an IMOCA where you need 12 guys. With this, you need two or three, not full time. It is an easy, fast boat.”

With more top pros like Macaire joining, 30 new Class40s have been launched in the last four-year cycle. The most recent Route du Rhum podium, for example, comprised two-time Solitaire du Figaro winner Yoann Richomme ( Paprec Arkea ) and Mini Transat winners Corentin Douguet ( Queguiner-Innoveo ) and Ambrogio Beccaria ( Allagrande Pirelli ) of Italy.

Of the French classes, the Class40 and the Mini remain the most cosmopolitan, with entries from other European countries, notably Italy at present, while the United States, Australia and South Africa were also represented in the Route du Rhum. Far from being put off by the pro element, Americans Alex Mehran and Greg Leonard were thrilled to be on the same starting line. “It is such a privilege to race against some of the top offshore sailors in the world,” says Leonard, who hails from Florida. “It is like playing football against a first team in the NFL—it is that level of quality. There are not that many sports you can do that in.”

Both American skippers came to the Route du Rhum from similar paths. With his Mach 40.3 Kite , Leonard is a professional economist originally from Texas. He campaigned a J/120 for many years with his remarkable son Hannes, who raced his first doublehanded overnighter with his father at age 13. Now 18 and with thousands of race miles under his belt, both in the US and Europe, he is a Class40 expert. For his father, the Route du Rhum was his first singlehanded race.

Groupe SNEF

Over the years, several top shorthanded sailors, notably British Vendée Globe skippers Mike Golding and Miranda Merron, have raced with him, also coaching him. He is very enthusiastic about the Class40: “They are beautiful boats, such fun to sail. When we delivered her to St. Malo, we had 28 to 40 knots just aft of the beam, and we just hung in the low 20s boatspeed, and it was finger-light steering.”

Mehran skippers Polka Dot , which has the perfect pedigree, being Yoann Richomme’s 2018 Route du Rhum winner—a Lift V1 design. Growing up as part of the St. Francis YC Laser squad and subsequently a Brown collegiate sailor, he met Welsh Class40 designer Merfyn Owen in 2009 and raced one of his designs. Remarkably, he won his first major singlehanded race, the 2009 Bermuda 1-2. He subsequently graduated to an Owen Clarke-designed Open 50, in which he set a record in 2012’s singlehanded Transpac. He then went off, had four kids, and developed his commercial real estate business before getting the itch once more last year. He competed ­doublehanded with Owen in the 2021 Transat Jacques Vabre on an old Class40, but as Mehran puts it, “We needed to get ­something scow.”

He too has been receiving coaching from Merron and Golding, among others. According to Mehran, one of the most difficult things to explain to those back home is less the offshore-racing fever that afflicts French fans, but that their skippers are not multimillionaires. Instead, they come from a wide age group and all have commercial backing to either buy a secondhand boat or—if they are higher-­profile, more accomplished or just plain lucky—build a new one. So, returning to the Route du Rhum podium, Paprec’s business is waste disposal (admittedly, its owner races his own Wally 107), Arkea is banking and insurance, Queguiner is building materials, Innoveo is an app-­development platform, and Pirelli makes tires (its CEO has a Wally 145).

Over the last two decades, the Class40s themselves have evolved, despite Draconian design limitations. What started as cruiser-racers with fitted-out interiors became racer-cruisers and are now refined pure racers. They may not be black inside, but the build quality of the latest-generation designs is of the highest ­standard, and it seems no longer possible to buy a cruiser-racer.

A delight of the Class40 is that no one designer is dominant; eight different designs make up the 30 boats built over the last four years. Pogo Structures, last of the original builders, is on its fourth version of its Pogo 40, the S4, designed by Emirates Team New Zealand’s naval architect, Guillaume Verdier (who also designed Structures’ scow-bowed flying Proto Mini).

The man who developed the first blunt-fronted scow Mini, David Raison, produced the Max40, built by JPS in La Trinité-sur-Mer. Also built by JPS are Sam Manuard designs—the Mach 40.4, such as the 2021 Transat Jacques Vabre winner Redman , skippered by Antoine Carpentier (nephew of the original rule’s writer), and now its evolution, the Mach 40.5, of which two competed in the Route du Rhum.

In 2020, VPLP made its first foray into the class with the Clak 40, built by Multiplast, of which four raced in the Route du Rhum, the top finisher being Martin le Pape’s Fondation Stargardt. Etienne Bertrand, another successful Mini designer, had two Cape Racing Scow 40s in the race, while Allagrande Pirelli , believed to be the most expensive of the latest crop and campaigned by last year’s Mini Transat winner, Ambrogio Beccaria, is an all-Italian affair designed by Gianluca Guelfi and built by Sangiorgio Marine Shipyard in Genoa.

Solitaire du Figaro winner Yoann Richomme

However, after the recent Route du Rhum, ­nosing in front in the design race is Marc Lombard with his Lift V2s, of which seven were racing, including Yoann Richomme’s winner, Paprec Arkea . Lombard is one of the longest continuous players in the Class40, and has worked with Tunisian manufacturer Akilaria on its RC1, RC2 and RC3 models since 2006, of which 38 were built. His latest designs have been the Lift, introduced in 2016; Veedol-AIC , one example, took Richomme to his first Route du Rhum victory. The Lifts were custom-built with a hull and deck made by Gepeto in Lorient, but finished off by the V1D2 yard in Caen, and were more precisely engineered and built than the Akilarias. They were superseded this cycle by the Lift V2, the most popular of the new Class40s, with seven competing.

For Richomme, the Route du Rhum was a small distraction from having a new IMOCA built. He entered the Route du Rhum to defend his title and stay race-fit. If the first Lift was an early scow, the present one is at the limit, to the extent that it has a bump in the hull 2 meters aft from the bow at the limit of where the Class40 rule restricts the max beam to prevent such extreme scowness.

The scow bow provides more righting moment, but it also does interesting things to the boat’s hydrodynamics. “With a pointy bow, the keel is more angled and creates more drag,” explains Richomme, who is also a trained naval architect. “When a scow heels, the hull is almost parallel to the keel, so sometimes when we go over the waves, we can feel the keel shudder when it is producing lift. The chine is low and therefore very powerful, and when we heel, it makes for a very long waterline length. Also, we have very little rocker, whereas other [new] boats have a lot, which creates a lot of drag so they don’t accelerate so well when they heel.”

The Lift V2 “is a weapon reaching,” Richomme says. “We can hold the gennaker higher than we used to. Last time, I didn’t even take one. But with the power going up, so have the loads, and we are having problems with the hardware. I have broken two winches already.”

A downside of the big bow and straight chine is downwind, where the technique seems to be preventing the bow from immersing. Paprec Arkea is typically trimmed far aft, including the stack and the positioning of the 1,653 pounds of water ballast (most new boats have three tanks each side), while its engine is 19 inches farther aft, and the mast and keel 11 inches farther aft than they were on his previous boat. They are 77 pounds below the minimum weight, which Richomme admits may be too extreme—during training they broke a bulkhead.

Otherwise, their increased cockpit protection is most noticeable on all the new designs (although not to IMOCA degrees), while most have a central pit area with halyards fed aft from the mast down a tunnel running through the cabin. On Paprec Arkea , a pit winch is mounted just off the cockpit sole. With the main sheet and traveler lead there as well, Richomme can trim from inside the cabin.

Most extraordinary about the scows is how fast they are. Anglo-Frenchman Luke Berry, skipper of Lamotte-Module Création , graduated from a Manuard Mach 40.3 to a 40.5 this year and says: “It is a massive improvement both in speed and comfort. Reaching and downwind, we are 2 knots faster, which is extraordinary.”

The top speeds he has seen are 27 to 28 knots. “Most incredible are the average speeds—higher than 20.”

This effectively turns yacht-design theory on its head, with ­waterline length and hull speed having less effect upon defining the speed of a boat that spends so much time planing. On the Mach 40.5, the waterline is just 32 feet, with a length overall of 39 feet. Compared to the Lift V2, it has more rocker, supposedly making it better able to deal with waves.

Nowhere is the speed of the latest Class40s more apparent than where they finished in the Route du Rhum in comparison to the IMOCA fleet. Paprec Arkea arrived in Guadeloupe ahead of 13 IMOCAs, or one-third of the way up the IMOCA fleet. Richomme says he used to sail on a Lombard-designed IMOCA 20 years ago, when they would make 10.5 knots upwind. “On a reach, I reckon we are faster than them now. We can do 20 to 22 knots average speed.”

Ugly seems to be quick, but when it comes to the Class40, beauty is in the eye of the beholder of the trophy.

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class 40 yacht designs

Published on September 14th, 2014 | by Editor

Made in USA: Owen Clarke Design Class40

Published on September 14th, 2014 by Editor -->

Carbon Ocean Yachts, Bristol, Rhode Island, USA have started to build a new Owen Clarke Design Class40 for an American owner. The design team includes Clay Oliver, engineering by PURE and weather modelling data from Chris Bedford.

“It is exciting to become part of a growing class in the US and we hope to stimulate and encourage others to do so,” commented Matt Baldwin who is representing the owner for the Class40 project. “Carbon Ocean Yachts have an excellent track record, delivering the highest quality on time and budget, and Rhode Island is the best place in the US for a high tech composite project.”

“The team is really excited about the project,” confirmed Carbon Ocean Yachts COY MD, Britt Colombo. “The Class40 scene in the USA is one of the most vibrant, developing classes and we are working with a very experienced team of highly regarded designers and engineers. We have the means and capability of producing an outstanding yacht and the team at Carbon Ocean Yachts is determined to deliver a race winner for the owner and spark interest for more Class40s to be built using the same mold.”

UK designers, OCD and US based America’s Cup designer, Clay Oliver have been working together on a hull development program spanning many months and have eventually arrived at a max. beam design with lines that are unique in the class. Sail wardrobe, ballast tank positions and appendages have all been reviewed on the back of the weather and course data developed during the hull design but the finished design is still work in progress for the client, project and design team.

class 40 yacht designs

COY is building the Class 40 in Bristol, Rhode Island and is close to completing the male plug, which will produce the carbon female mould. The hull shell construction drawings have been delivered by PURE, the engineers responsible for Team New Zealand’s last and future AC 72 America’s Cup challenger.

As part of the weather profiling for the yacht OCD used the same software utilised in their larger IMOCA Open 60’s to run computer simulations of design candidates on courses such as the Atlantic Cup and Bermuda Races. Using high resolution weather data provided by Massachusetts based weather forecaster Chris Bedford. Comparing their new designs against existing Class40s whose performance was used as a benchmark and modelling races as far back as 2000. The results of the simulations showed the new design was faster than the current generation of yachts, in the vast majority of conditions.

Lead designer, Merfyn Owen puts his expectations for the latest Class 40 in North America in perspective. “We expect some real innovation and quality in the build from Carbon Ocean Yachts and I’m sure it will be the quickest boat on ‘paper’. However, history tells us that those with current boats need not despair! Wise sailors know and my experience of racing in the class in the US, for the last five years, tells me that especially in short-handed sailing, once the hull gets wet; experience, local knowledge, preparation and good old time on the water are all great levellers.

We’ve been designing racing boats for US owners for more than ten years but it’s really exciting for me and important for Owen Clarke Design to be working with Carbon Ocean Yachts to create this new racing yacht and for it to be built in the United States. It’s great news for Class40 in the US, that an owner has the confidence in the future of the US Class to invest in a new boat and the tooling to produce it.”

For more information visit: www.carbonoceanyachts.com

Report by Louay Habib. Photo credit: Carbon Ocean Yachts/ Billy Black.

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Tags: Carbon Ocean Yachts , Chris Bedford , Class40 , Clay Oliver , Owen Clarke Design

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class 40 yacht designs

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class 40 yacht designs

Orca 40 (Class 40)

Design number: year: 2008.

The first Humphreys design to the Class 40 box rule is the Orca 40 series built by Ocean Tec in Slovenia. The design is available in two versions – performance racing (optimised to hit Class 40 minimum weight and maximum righting moment) and an interchangeable standard racing / fast cruising version (with removable, modular interior units).

The Orca Class 40 has been engineered by Applied Structural Analysis Ltd (ASTA) and is built using a 3D infusion process, resulting in an extremely robust, yet lightweight structure. While competitively priced in line with several production Class 40s, the Orca 40 is very much a semi custom design. There are a wide range of customisable options with each new boat, including fixed or articulating bow sprit, deck layout and geometry (including central pod and pit winch, central mainsheet pod and winch, etc).

Please   click here   to visit the Ocean Tec website. If you have any further questions please contact   HYD .

dApart les sables horta 09 159

DYD Yacht Designers Dibley Marine

Dibley Yacht Design

The dibley design advantage, dibley class 40 racing yacht, dibley marine have been successfully involved with a large number of racing yachts over the years, both as sole designers as well as design support for laurie davidson ., new: updated 2024 class 40 design ….

www.dibleymarine.com  – Dibley Marine Ltd – Dibley Yacht Design - Kevin Dibley – New Class 40 Full Sail 2. jpg.min

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class 40 yacht designs

Class 40 “Icarus Racing” 40' / 12.19m

The first Class 40 to be designed and built in the United States. Currently being campaigned by Jeffrey MacFarlane. http://jefferymacfarlane.com/

Yacht Specifications

40' / 12.19m
14.75' / 4.5m
9.84' / 3m
10255# / 4650kg

“ICARUS RACING” – the first U.S. built Class-40

Build of the boat is by Ted Brown and Stewart Wiley of Al Fresco Composites, Portsmouth, RI.

To begin the design process we decided to test a series of hulls in a weather matrix for the race as well as a long-race performance predicition tool developed in-house by RMD. Class 40 is a ‘box rule,’ so we investigated one shape overtly maximized to the box. The other extreme was considerably narrower than the maximum, with a single rudder, lighter hull and a higher ballast-ratio, both to the minimum displacement. A third boat tested was between these extremes. For these three exploratory types, we used a ‘parent/child’ annex to our Velocity Prediction Program (VPP). This allows the boat to choose the location and amount of ballast (including ballast to leeward or empty) to give the boat its best performance in every wind strength and direction. Of course it doesn’t take into account sea conditions, exhaustion, broken gear and the indefinable issue of seakindliness. If it did, we could leave it all to the machines!

An intuition that a subtle step further was needed, led to the final hull choice. It was faster in the weather matrix and RMD’s own RTW test by a greater margin than all the others. We were on our way and sent the surface files to Goetz Custom for computer cutting. Design partner, Ross Weene has worked wonders (and long hours) to complete this program efficiently and accurately.

Spars are by Halls Spars of Bristol, RI.  Sails are North 3Di. Steve Koopman, Dirk Kramers’ partner in SDK Structures has worked with Ross to engineer advanced light, durable hull and appendage structures with materials from Rich O’Meara’s ROM Composites of Newport.

This is not only an all-out US entry into Class 40 and ocean racing arena, but an all-Rhode Island entry too.

class 40 yacht designs

ICARUS RACING SAILPLAN (pdf)

ICARUS RACING COMPOSITE PLAN (pdf)

class 40 yacht designs

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Farr Yacht Design has created a FAST 40+ design that will lead the fleet in 2017 and define the direction of the class going forwards.  Starting from a blank slate, our design 801 is a FAST 40+ created with advanced tools, to create an innovative design that is optimised for the UK class circuit.  Each component and parameter of the design is balanced within the rest of the total design package to produce the best overall performance in the expected racing conditions and format. This design is optimized to the newly finalized 2017 FAST 40+ class rule and Solent conditions. The refined, high stability/low drag hull shape is integrated with advanced deck and structural design.

The FAST 40+ class rule presents fertile ground for design development and optimisation. The class parameters were positioned to include existing high performance 40 foot boats.  Now that the rule limits have been formalized and racing has begun, FYD has taken advantage of the opportunity to create an entirely new design without restricting ourselves to old hull shapes or unnecessary restrictions.

The hull form we have developed for this design has been crafted from the ground up to reflect the specific requirements of the FAST 40+ rule and the conditions anticipated for a Solent-focused event schedule. The shape itself is the product of an extensive computational fluid dynamic based optimisation study using our state-of-the-art Integrated Design-space Exploration and Optimisation System (IDEOS) that automates a suite of in-house simulation and performance prediction resources. The IDEOS system allows us to complete an automated exploration of the design space through the evaluation of hundreds of design variants.

Our studies of crew position have been central to the deck development. The open cockpit, centralized pit work station and deck geometry maximize efficient handling with minimized weight, windage and pitch gyradius. It takes an aggressive approach to maximize the benefit of moving crew weight both longitudinally and transversely.

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class 40 yacht designs

Class 40 Lift v2

GLComposites / V1D2 / Gepeto / Lalou Multi

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Hull length, waterline length, light ship displacement (min ce), tirant d'air, tirant d'eau, sail area (gv-genoa).

65 m² – 50 m²

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Winner – Corentin Douguet

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A Class 40 Racing Yacht. From Cardboard.

  • August 24th, 2016
  • Sailing Yacht

Dedicated readers of this NO FRILLS SAILING.com sailing magazine know that I do have a certain obsession with Class 40 racing yachts. They are damn fast, look pretty awesome and need special abilities when boarded to be sailed. Since that very moment I first set foot in a Pogo 40 racing yacht some weeks ago I was fascinated with these ships.

This is how I´ve started: Cutting out the Cardboard Bulkheads

And after reading the all-standard book “The Principles of Yacht Design” (here´s my book review ) and talking to Alex Lang who is currently building his own Classe Mini 650 yacht from plywood (read the fascinating interview here ) I´ve decided to build my own Class 40 sailing vessel . Well. A small one … from cardboard.

Pretty nice isn´t it?

I was lucky to find exact plans of a 40 feet sailing vessel – reminiscent of a Class 40 yacht – as part of the “Principles of Yacht Design”-Book. The ship is called YD-41 and the whole book is referring to this ship and explaining features of yacht design practically by showing things at the YD-41. So I did have a load of detailed plans and began to work my way through: Starting by transferring measurements of keel and bulkheads onto … well … strong cardboard. My boat is a small Class 40.

Length over all: 32 centimeters. What´s that fuzz all about, you may ask? It´s a tradition of my home town of Hamburg/Germany.

The Navel Ship. A Hamburg Tradition.

Let´s go back in time. Year 2013. My wife gave birth to our son. A great moving moment for every young mother and father. There are so many traditions after the arrival of newborn human beings on our earth, but this one was really griping me: I´ve read somewhere sometime that a Hamburg father should build a small boat into which the naval of the child s placed , when finally being lost by the child. This “navel ship” is then put into the waters of mighty river Elbe.

2013: The first Navel Ship shortly before hitting waters in the River Elbe

The navel ship will then proceed with the river, going down (ritually) into the North Sea. I particularly liked that tradition over others where one for example would have to bury the afterbirth and plant a tree upon it, because it had this certain naval aspect, a romantic sense and – over all – finally a ship involved. It suited us well because we as a family love the sea, love Hamburg and our river Elbe. So, some 3 years ago, I´ve built my first navel ship. From cardboard.

Immediately capsizing ...

It was a clumsy boat to be honest. A bigger version of an ordinary child´s ship. But it still had a rig, a mainsail and a jib and was painted in Hamburg colors red and white. I was proud to having built it and the small family went to the shores of river Elbe where she was set afloat, accompanied by best wishes and Goodbye-waving for her journey. Also best wishes for luck, prosperity and overall health for our small son who was sleeping in his buggy.

... and running aground in the rough Tide.

Oh my. The ship was poorly balanced as it lacked a proper keel , her rudder didn´t had any impact and so the NAVELSHIP 1 as she has been christened did capsize immediately after put into the waters, flushed by the cold floods of river Elbe and dramatically slow drifting ashore where she ran aground and finally sank . That´s was definitely not a magic moment of ship building indeed but nevertheless it was great fun to look at and after all tradition has been served.

As my wife got pregnant with our second son I saw my chance to make things better and to improve my construction. NAVELSHIP 2 would be a class of its own!

Bringing YD-41 to life.

So, three years later my second son is born and well and I take my chance of building not less than the best ever navel ship the river Elbe has seen to date. It should be full of grace, fast as hell, resemble the proud colors of the City of Hamburg of course and … well, a man´s work of a man´s own hands. The book “Principles of Yacht Design” was delivering the plans and after one or two hours of measuring, calculating and transferring the data onto cardboard, cutting out bulkheads and keel I glued together the first thirteen parts: Holding in my hands the principle structural construction of the Class 40 design. Even my wife was delighted, normally more or less shaking her head over my naval spleen (you know what I mean, don´t you?).

NAVEL SHIP 2 is going to perform better!

I was determined to have the Class 40 built according to the plans with a proper keel this time and of course a real rig resembling the principal functions: Halyards, sheets and sails made of Dacron-like material. In transferring measurements onto cardboard I noticed how hard it really is to work the material in an exact way: Even as I tried to be as accurate as possible I was puzzled by the huge allowances in the end. Boatbuilding is as hard as heart surgery it seems.

Adding Stringers and Twin Rudders

Even whilst working on a model ship I was determined to have her guilt like she was really going to be sailed through rough waters of the open ocean, so I added stringers to the skeleton which were then finally showing how inaccurate I have been working in the first place – instead of running down from bow to stern in a smooth straight line my stringers resembled an … well, kind of ugly finish. Nevertheless, as the glue hardened, the hull made a pretty stable impression.

This will make her unsinkable. Foam.

I also added twin rudders, as I knew when pressed hard in the wind a Class 40 would heel significantly bringing the lee rudder out of the water and making the remaining rudder working efficient. But how to get the hull completed? A walk to the nearest home improvement store later, I´ve bought a can of insulating foam with which I foamed the whole hull. I did had an idea how to achieve a smooth surface of the hull.

The Class 40 receives a smooth Hull

Oh, what a day, when a week later the foam finally dried completely and I took out the sharp carpet knife and began to cut away the surplus foam material. Slowly the distinct shape of a Class 40 sailing yacht was pealing out of the bulky clunk of foam. It was as easy as ABC as I only had to cut along the stringers.

Cutting the foam in the form

Slowly the neat lines of the YD-41 sailing yacht reappeared and the more I cut away the foam the more excited I got: Along with my son who is now some two and a half years old, watching daddy with big eyes and asking questions all the time. Showing the pictures of NAVELSHIP 1 to him, he began to jangle our nerves asking when the boat will hit the waters. And as we all know: Building a ship takes at least two times longer and will cost at least four times the estimated budgets .

Now we´re talking business! That´s a Class 40 for sure.

Nevertheless, despite the price paid until now – some 130 Euros – the outcome was awesome and holding the hull, now made unsinkable, made me some kind of a proud boat builder. Hence I must admit, seeing her uneven lines, asymmetric hull and huge allowances would make a pro get white hair, but in this case it´s okay I would say.

Applying Filler

Last item on the to-do list was working with filler. I began to apply one or two millimeters of filler to the foamy hull, waited a day and sanded it down to get a (relatively) smooth surface. Then I repeated the whole process another two times, achieving a thick enough hard hull, impermeable for water. Doesn´t she look pretty?

Final Preparations of the Class 40 Hull

Adding a keel was also kind of tricky. I first made another chunk of insulating foam, cutting it altogether to the shape of a lead-keel bulb. Then I again applied some – really thick – layers of filler and sanded it down. In the end I´ve got a both heavy bulb and a – relatively – bulb-shaped keel form. Bringing fin and bulb together was a matter of some drops of all-purpose-adhesive and that was finally it.

First layer of Yacht White paint

Next thing was the rig of which the main mast was the first thing to do. A simple wooden spar, cut to the exact size of the boat´s planned mast height taken from the plans I applied some boreholes for the boom and the halyards which will be installed later. Cutting the mast shoe I drilled the hole through the cabin roof, cut out some wood and glued the stepped mast onto the keel construction. A day of drying – perfect! Two spreaders round the picture.

Adding a stepped mast with two spreaders

So, as everything had dried thoroughly it was time to add a neat design to the boat. What´s a Class 40 without a cool design? It was clear from the beginning that I´d had to opt for the classic Hamburg colors: Red, Blue and White and so I finally did. Having two layers of Yacht-White applied to the boat I added dynamic blue graphics, resembling the swoosh of the seas. Painting the submerged surface in red added the final touch.

That´s her final Design. My Son is delighted. Daddy as well.

And here she comes: NAVELSHIP 2 (or in German NABELSCHIFF 2) was brought to water in the bathtub of my sons and – what a glorious day! – she swam! And she did not just only swim, she did exactly it to her waterline like as if it was intended. She is pretty stable I must say and behaving great as far as I could test in the tub.

Ready to receiver her standing and running rigging ...

Now the boat is nearly finished. I am right now finishing her standing and running rigging, doing so experiments with cut out IKEA-bags for making her great blue sails and I guess within the coming weeks she will finally put to sea. The same way we did three years ago: Taking my family out on a fine day to strolling down to the shores of Elbe river, bringing the boat to her salty waters, waving goodbye and hoping that she will sail some (couple of) meters until, I fear, inevitably she will also capsize, run aground or simply sink.

But hey, that´s the fate of navel ships as the tradition demands it.

Here´s an interview with Marc Lombard, Merfyn Owen and Britton Ward on real Class 40 racing yachts

And an exciting read on Lizzy Foreman´s first moves aboard an IMOCA 60 racing yacht

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Construction Begins for Canada’s New Warship Fleet – the River Class Destroyers

From: National Defence

News release

Today, the Honourable Bill Blair, Minister of National Defence, joined by Vice-Admiral Angus Topshee, Commander of the Royal Canadian Navy (RCN) and Dirk Lesko, President of Irving Shipbuilding Inc., celebrated the start of construction activities for Canada’s new fleet of Canadian Surface Combatants (CSC).

June 28, 2024 – Halifax, Nova Scotia – National Defence / Canadian Armed Forces

Minister Blair and Vice-Admiral Topshee also announced that the new fleet of warships will be known as River-class destroyers, and the first three ships will be named His Majesty’s Canadian Ships (HMCS) Fraser , Saint-Laurent , and Mackenzie .

Ship names are chosen carefully, and they tell the story of the RCN. Not only are these three ships named after Canada’s most important waterways that reach the Pacific, Atlantic, and Arctic oceans, they are also a tribute to previous Canadian warships with the same names – ships that made heroic wartime contributions and represented cutting-edge technological innovation. The RCN intends to foster a sense of pride in our sailors by connecting these ships to Canada’s maritime heritage.

The CSC project is the largest and most complex shipbuilding initiative in Canada since the Second World War and represents a historic investment into the recapitalization of the RCN’s surface fleet. This project will equip the RCN with new, state-of-the-art warships to bolster Canada’s naval capabilities at home, and abroad, for decades to come. The River-class will be Canada’s major component of maritime combat power, enabling us to continue to monitor and defend our own coastal waters, and contribute significantly to international naval operations alongside our Allies.

Today marked the start of construction on the production test module (PTM) , through which the Government of Canada and Irving Shipbuilding Inc. will be able to test and streamline processes, and implement lessons learned into the build process, to enable the start of full rate production in 2025. Delivery of the first River-class destroyer, HMCS Fraser , is expected in the early 2030s, with the final ship expected by 2050.

The CSC project will support sustainable growth in Canada’s marine supply chain. The build phase of CSC will create and/or maintain approximately 10,800 jobs annually throughout the 25-year construction period across the country. The design phase of the project will create and/or maintain approximately 5,000 Canadia n jobs annually across the economy. In total, this project will generate at least $40 billion in cumulative Gross Domestic Product.

As indicated in our renewed vision for defence, Our North, Strong and Free , the Government of Canada is committed to a renewed relationship with Canada’s defence industry, based on clarity, certainty, and long-term partnership. The CSC project is an excellent example of how the Government of Canada is investing in Canada’s domestic shipbuilding industry, while also equipping the RCN with a fleet of modern and effective ships to support operations well into the future.

The CSC is based on BAE Systems’ Type 26 warship design being built by the United Kingdom and Australia. The ships will have enhanced underwater sensors, state-of-the-art radar, and modern weapons.

The official NATO Ship Designator for the River-class warship will be DDGH – a destroyer (DD) , guided (G) missile, helicopter (H) capable. As the RCN’s next generation combat ship, it replaces both the Iroquois-class destroyers and the Halifax-class frigates. As a powerful and multi-functional ship, the River-class warship is by definition a destroyer: a fast, manoeuvrable, anti-aircraft and anti-submarine long-endurance warship, which can escort larger vessels in a fleet, convoy, or carrier battle group and defend them against a wide range of general threats.

“Today, we launch construction on the largest Canadian shipbuilding project since the Second World War, marking an historic milestone for the Royal Canadian Navy. The River-class destroyers will provide the Canadian Armed Forces with the tools that they need to defend our national interests for decades to come – and ensure that Canada can deploy a state-of-the-art, combat-ready fleet of warships to defend our country and support our allies. As we invest in this new fleet, we are also supporting Canada’s shipbuilding industry and thousands of well-paying, skilled jobs. Bravo Zulu to everyone who has helped us reach this important day.”   The Honourable Bill Blair, Minister of National Defence
“The Canadian Surface Combatant project is at the core of our government’s commitment to revitalize Canada’s marine industry through the National Shipbuilding Strategy. The start of construction activities marks a significant milestone in the efforts to re-build Canada’s shipbuilding industry, bringing highly skilled jobs and economic benefits to Canadians during construction and throughout the operational life of the class. These modern ships will be critical to ensuring the ongoing ability of the members of the Royal Canadian Navy to continue their important work protecting Canadians.” The Honourable Jean-Yves Duclos, Minister of Public Services and Procurement
“The start of construction on the Canadian Surface Combatants today marks a pivotal moment for Canada’s maritime defence sector. This significant investment not only strengthens our national security but also supports thousands of jobs and fosters growth in Canada’s marine supply chain, demonstrating our commitment to sustainable economic development and leadership in the shipbuilding industry.” The Honourable François-Philippe Champagne, Minister of Innovation, Science and Industry
“The selection of an official name for our highly capable destroyers is an exciting moment for the RCN and perfectly timed as today marks the very beginnings of the construction process for the River-class – a clear sign of tangible progress towards our future fleet. The River-class embodies the waterways which are the veins and arteries of our nation and celebrates some of the great ships from the RCN’s history.” Vice-Admiral Angus Topshee, Commander, Royal Canadian Navy 

Quick facts

The CSC will replace the capabilities found in both the retired Iroquois-class destroyers (four) and the Halifax-class frigates (12) with a single, and combat-capable ship to meet multiple threats on both the open ocean and in the highly complex coastal environment.

The CSC project is currently budgeted at between $56-60 billion (before taxes), and includes the cost for 15 new , state-of-the-art warships, as well as all the components required to design, build, and bring these ships into service (design work, infrastructure, ammunition, technical data, initial training, project management, and contingency costs).

The CSC is leveraging the latest technology, and flexibility of design to enable a multi-role capability in a single class. This will help to ensure alignment, interoperability and interchangeability with our closest allies and partners in a complex and rapidly evolving global security and threat environment.

This PTM will enable the shipyard to develop and test CSC specific build processes, with the aim of benefitting from lessons learned and achieving process improvements to support the efficient start of full rate production on the first CSC ship, under an implementation contract, in 2025. Design work on the more complex sections of the ship will continue in parallel to the start of construction activities.

The Government of Canada’s National Shipbuilding Strategy is a long-term, multi-billion-dollar program focused on renewing the Canadian Coast Guard and RCN fleets to ensure that Canada’s marine agencies have the modern ships they need to fulfill their missions, while revitalizing Canada’s marine industry, creating good middle-class jobs and ensuring economic benefits are realized across the country.

Canada’s Industrial and Technological Benefits Policy applies to the CSC project, which requires the companies to make investments and provide business activities in Canada equal to the value of the related contracts.

To help bring the CSC into service and support them throughout their lifecycle, National Defence will build a land-based testing facility on a portion of DND-owned land at Hartlen Point in Halifax, N.S. Work to determine the building’s specifications is currently underway and the design phase will run until December 2024. We expect construction to begin this summer on early work packages and full mobilization in Winter 2025 with expected completion in 2027.

The River-class name was recommended by the RCN’s Ship Naming Committee. The thirty-two-person committee included military and civilian representation from various ranks and levels, RCN members from all Formations, representatives from all five Defence Diversity Advisory Groups (the Defence Indigenous Advisory Group, the Defence Advisory Group for Persons with Disabilities, the Defence Women’s Advisory Organization, the Defence Visible Minority Advisory Group, and the Defence Team Pride Advisory Organization), historians, and Honourary Captains. 

The naming of a class of ship is a time-honoured naval tradition. The RCN, much like other navies around the world, has a history of carrying the names of its ships forward. By re-introducing the River-class, the RCN establishes the future fleet’s connections with the honourable and distinguished service of its past ships and their ships’ companies.

Associated links

  • Canadian Surface Combatant Project
  • National Shipbuilding Strategy
  • Government of Canada announces investment in shipbuilding infrastructure for the Canadian Surface Combatant
  • Industrial and Technological Benefits
  • Our North, Strong and Free: A Renewed Vision for Canada’s Defence

Diana Ebadi Press Secretary and Communications Advisor Office of the Minister of National Defence Email:   [email protected]

Media Relations Department of National Defence Phone: 613-904-3333 Email: [email protected]

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Justices Limit Power of Federal Agencies, Imperiling an Array of Regulations

A foundational 1984 decision had required courts to defer to agencies’ reasonable interpretations of ambiguous statutes, underpinning regulations on health care, safety and the environment.

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An exterior of the U.S. Supreme Court building.

By Adam Liptak

Reporting from Washington

  • June 28, 2024

The Supreme Court on Friday reduced the power of executive agencies by sweeping aside a longstanding legal precedent, endangering countless regulations and transferring power from the executive branch to Congress and the courts.

The precedent, Chevron v. Natural Resources Defense Council , one of the most cited in American law, requires courts to defer to agencies’ reasonable interpretations of ambiguous statutes. There have been 70 Supreme Court decisions relying on Chevron, along with 17,000 in the lower courts.

The decision is all but certain to prompt challenges to the actions of an array of federal agencies, including those regulating the environment, health care and consumer safety.

The vote was 6 to 3, dividing along ideological lines.

“Chevron is overruled,” Chief Justice John G. Roberts Jr. wrote for the majority. “Courts must exercise their independent judgment in deciding whether an agency has acted within its statutory authority.”

In dissent, Justice Elena Kagan said the ruling amounted to a judicial power grab. “A rule of judicial humility,” she wrote, “gives way to a rule of judicial hubris.”

Justice Kagan summarized her dissent from the bench, a rare move and a sign of profound disagreement. “Courts, in particular this court, will now play a commanding role” in setting national policy, she said.

The court has overturned major precedents in each of the last three terms: on abortion in 2022, on affirmative action in 2023 and now on the power of administrative agencies.

Chief Justice Roberts said Chevron must be overruled because it “has proved to be fundamentally misguided” and is unworkable. “All that remains of Chevron,” he wrote, “is a decaying husk with bold pretensions.”

Justice Kagan responded that Chevron was, until Friday, vibrant and valuable. “It has become part of the warp and woof of modern government,” she wrote, “supporting regulatory efforts of all kinds — to name a few, keeping air and water clean, food and drugs safe, and financial markets honest.”

The decision was the latest in a sustained series of legal attacks on what its critics call the administrative state. On Thursday, for instance, the court rejected the Securities and Exchange Commission’s use of administrative tribunals to combat securities fraud.

That decision put at risk the ability of other regulatory agencies to bring enforcement actions in such tribunals. It was, Justice Kagan wrote on Friday, “yet another example of the court’s resolve to roll back agency authority, despite congressional direction to the contrary.”

The chief justice wrote that the retroactive impact of Friday’s decision will be limited, saying that regulations upheld by courts under Chevron were not subject to immediate challenge for that reason alone.

Justice Kagan, quoting an earlier opinion, disagreed. “The majority’s decision today will cause a massive shock to the legal system, ‘casting doubt on many settled constructions’ of statutes and threatening the interests of many parties who have relied on them for years.”

For one thing, she wrote, “some agency interpretations never challenged under Chevron now will be.”

For another, she discounted the chief justice’s assurance that earlier decisions will generally not be subject to challenge. “The majority is sanguine; I am not so much,” she wrote. “Courts motivated to overrule an old Chevron-based decision can always come up with something to label a ‘special justification’” to overcome the generally required respect for precedent.

In general, she wrote, “it is impossible to pretend that today’s decision is a one-off, in either its treatment of agencies or its treatment of precedent.”

Justices Sonia Sotomayor and Ketanji Brown Jackson joined Justice Kagan’s dissent.

The conservative legal movement and business groups have long objected to the Chevron ruling, partly based on a general hostility to government regulation and partly based on the belief, grounded in the separation of powers, that agencies should have only the power that Congress has explicitly given them.

Supporters of the doctrine say it allows specialized agencies to fill gaps in ambiguous statutes to establish uniform rules in their areas of expertise, a practice they say was contemplated by Congress.

Justice Kagan echoed that view. “Some interpretive issues arising in the regulatory context involve scientific or technical subject matter,” she wrote. “Agencies have expertise in those areas; courts do not. Some demand a detailed understanding of complex and interdependent regulatory programs. Agencies know those programs inside-out; again, courts do not.”

Its opponents counter that it is the role of courts, not executive branch officials, to determine the meanings of statutes. They also say agencies’ interpretations can change with new administrations and put a thumb on the scale in favor of the government in lawsuits even when it is a party to the case.

Chief Justice Roberts said the basic point was that “agencies have no special competence in resolving statutory ambiguities.”

“Courts do,” he wrote. Justices Clarence Thomas, Samuel A. Alito Jr., Neil M. Gorsuch, Brett M. Kavanaugh and Amy Coney Barrett joined the majority opinion.

In overruling Chevron, the court returned the nation to the world that existed before it was decided in 1984. But the two sides were in sharp disagreement over what that world looked like and how courts had treated the work of the many administrative agencies created during the New Deal.

Chief Justice Roberts wrote that the Supreme Court had had the last word.

“As new agencies with new powers proliferated,” he wrote, “the court continued to adhere to the traditional understanding that questions of law were for courts to decide, exercising independent judgment.”

Justice Kagan took the opposite view. As New Deal programs came into their own, she wrote, “courts became ever more deferential to agencies.”

The court decided two almost identical cases, Loper Bright Enterprises v. Raimondo, No. 22-451, and Relentless v. Department of Commerce, No. 22-1219. Justice Jackson was recused from the first case because she had participated in it as a federal appeals court judge.

Both cases involved a 1976 federal law that requires herring boats to carry federal observers to collect data used to prevent overfishing. Under a 2020 regulation interpreting the law, owners of the boats were required not only to transport the observers but also to pay $700 a day for their oversight.

Fishermen in New Jersey and Rhode Island sued, saying the 1976 law did not authorize the relevant agency, the National Marine Fisheries Service, to impose the fee.

Two appeals courts — one in Washington, the other in Boston — ruled that the deference called for by the Chevron decision required a ruling for the government. The United States Court of Appeals for the District of Columbia Circuit, in Washington, ruled that the agency’s interpretation of the 1976 law “to allow industry-funded monitoring was reasonable.” The First Circuit, in Boston, said that “at the very least” the agency’s interpretation of the 1976 law was “certainly reasonable.”

The fishermen were represented by Cause of Action Institute , which says its mission is “to limit the power of the administrative state,” and the New Civil Liberties Alliance , which says it aims “to protect constitutional freedoms from violations from the administrative state.” Both groups have financial ties to the network of foundations and advocacy organizations funded by Charles Koch, a billionaire who has long supported conservative and libertarian causes.

Forty years ago, when Chevron was decided by a unanimous but short-handed six-member Supreme Court, with three justices recused, it was generally viewed as a victory for conservatives. In response to a challenge from environmental groups, the justices sustained a Reagan-era interpretation of the Clean Air Act that loosened regulation of emissions, saying the Environmental Protection Agency’s reading of the statute was “a reasonable construction” that was “entitled to deference.”

Chief Justice Roberts noted that the Chevron doctrine has been refined over the years. It has also been, he said, supplemented by the “major questions” doctrine, which says that Congress must be particularly clear when it authorized agencies to interpret laws on significant economic and political matters.

Justice Kagan wrote that there was a theme in the court’s work in this area.

“The majority disdains restraint,” she wrote, “and grasps for power.”

Linda Qiu contributed reporting.

Adam Liptak covers the Supreme Court and writes Sidebar, a column on legal developments. A graduate of Yale Law School, he practiced law for 14 years before joining The Times in 2002. More about Adam Liptak

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class 40 yacht designs

COMMENTS

  1. Class 40 Open Racing Yacht Design

    Class 40 is a box rule that has produced boats that are capable of racing fully crewed (typically 3-5 persons) in classic events such as the Fastnet, Bermuda Race, as well as short-handed in races such as the AZAB, TJV and Atlantic Cup. With our latest design that has changed: Dragon 2 has been specifically designed for the Route du Rhum, with ...

  2. New Owen Clarke Class 40 scow in-build : Owen Clarke Design

    New Owen Clarke Class 40 in-build at Evolution Marine Sixteen years ago, Owen Clarke Design (OC) saw the baptism of its second Class40, #15 Bolands Mill. Revolutionary design put that first boat on the podium in the 2006 Route du Rhum, the year where the emerging Class40 ended up dominating the entry list of the iconic ocean classic with 25 ...

  3. Coolest yachts: Class 40 Lift 2

    Yoann Richomme is one of French offshore racing's biggest talents. He has twice won La Solitaire du Figaro (2016 & 2019), and also twice won the Route du Rhum in the Class 40s in 2018 and 2022 ...

  4. Merfyn Owen, Marc Lombard & Britton Ward on the Class 40

    The first of our fifth generation Class 40 racer design is build in South Africa and boat eighteen been ordered already.". Merfyn Owen of Owen Clarke Design. Britton Ward: "In 2009 the class was a rapidly expanding market area and one in which we felt our design capabilities and history were well suited.

  5. Class 40 Mighty Mites

    Also built by JPS are Sam Manuard designs—the Mach 40.4, such as the 2021 Transat Jacques Vabre winner Redman, skippered by Antoine Carpentier (nephew of the original rule's writer), and now ...

  6. Sneak Peek

    News Page, Dibley Marine Yacht Design Blog | Naval Architects. Class 40 - Designed primarily for short-handed offshore and coastal racing. A rapidly growing class that is designed through a box rule stipulating maximum and minimum design parameters and managed by the Class 40 Association based in France.

  7. IRC/ORC OC 40 Racing Yacht Design

    The final result is two distinct designs, with the same hull type, a choice of deck layouts and with the rigs and keels in alternate positions relative to the stem. The hull and appendages are a development of successful Class 40 designs such as our #157, Cape Racing Yachts, seen above.

  8. Made in USA: Owen Clarke Design Class40

    Carbon Ocean Yachts, Bristol, Rhode Island, USA have started to build a new Owen Clarke Design Class40 for an American owner. The design team includes Clay Oliver, engineering by PURE and weather ...

  9. HYD Class 40

    Design number: Year:. 2012 The Humphreys designed Class 40 no125 has been a consistent performer on the Class 40 circuit since her launch back in 2013. Originally starting life as Vaquita, the boat has also had successful spells skippered by Nicolas Troussel as Credit Mutuel de Bretagne and Jean Galfione as Serenis Consulting.

  10. Orca 40 (Class 40)

    Design number: Year:. 2008 The first Humphreys design to the Class 40 box rule is the Orca 40 series built by Ocean Tec in Slovenia. The design is available in two versions - performance racing (optimised to hit Class 40 minimum weight and maximum righting moment) and an interchangeable standard racing / fast cruising version (with removable, modular interior units).

  11. DRAGON in the making

    Merfyn Owen: "The client is a return customer, Michael Hennessy who previously had #54 Dragon, one of our second-generation designs. Our new project, his boat, will be Class 400 designation number #200. So, the 200 th such boat measured to the Class 40 rule: The yacht is 12.19 meters length over all with an additional 2 meters bowsprit. Her ...

  12. 40' Class 40

    Design#282. Price upon application. Class 40. L.O.A 40' x L.W.L 40' x Beam 14'-9" x Draft9'-10". 12.19M. 12.19M. 4.49M. 2.99M. Drawings are completed at the time of purchase to reflect latest developments. Add To Cart. The Class 40 Tango, follows parameters set by the rule, to the maximum of all dimensions. The result is a platform ...

  13. FYD

    KIWI 40FC. The Class 40 fleet has undergone explosive growth in recent years by filling a market niche for fast, high performance offshore capable boats that are well suited to short-handed sailing. The class is governed by a strict set of rule controls that limit the principal characteristics of the design with an effort to tightly control ...

  14. Dibley Class 40' Sailing Yacht, Dibley Marine

    The Class 40 is a good example as it depends on where the yacht will be sailed, or whether the yacht will be shorthanded or fully crewed in the various Class 40 circuits worldwide. This affects deck layouts and ergonomics, as well as the complexity of the design. This design process also allows us to keep the drawings updated with new ...

  15. Class 40 "Icarus Racing"

    Build of the boat is by Ted Brown and Stewart Wiley of Al Fresco Composites, Portsmouth, RI. To begin the design process we decided to test a series of hulls in a weather matrix for the race as well as a long-race performance predicition tool developed in-house by RMD. Class 40 is a 'box rule,' so we investigated one shape overtly maximized ...

  16. FYD

    Farr Yacht Design has created a FAST 40+ design that will lead the fleet in 2017 and define the direction of the class going forwards. Starting from a blank slate, our design 801 is a FAST 40+ created with advanced tools, to create an innovative design that is optimised for the UK class circuit. Each component and parameter of the design is ...

  17. Marc Lombard on the brand new LIFT 40 Racing Yacht

    The LIFT 40 prototype launched this week made me pick up the phone again and contact Marc to have him interviewed on this beauty - you know that I am in love with Class 40 racing yachts (read my article on Class 40 yacht designs with Lombard, Merfyn Owen and Britton Ward here) and I love to sail these whenever I can.

  18. Class 40 boats for sale

    Class 40 boats for sale on YachtWorld are offered at a variety of prices from $123,760 on the more modest side, with costs up to $871,699 for the most advanced and biggest yachts. What Class 40 model is the best? Some of the most widely-known Class 40 models currently listed include: Akilaria RC2, Akilaria RC1, AKILARIA RC3, Akilaria MK1 and ...

  19. The Class40 travels round the world in 2021 and 2023

    The Globe 40 and Race Around, round the world yacht races will see the development of a new generation of Class 40 racing yachts. Custom Yachts. Racing Yacht Design. ... Rudder Design; Brokerage. Brokerage Services; Class 40 Sales 'Seahorse Magazine' #192 'Divoc' #190; Lucent #180; Influence #171 'Eora' #169; Happy Vore #167 'Rawette' #164;

  20. Class 40 Lift v2

    Also discover. Racing sailing boats, cruising sailing yachts, yachting… in production or in one off. Our design office provides its experience and creativity at the service of sailors around the world in order to design with passion, sustainable and efficient projects.

  21. Class 40 Racing Yacht Sales

    OC Performance Yacht Brokerage Services are specialists in Class 40 yacht sales and brokerage. We are an international sailboat broker with specialist experience in the design, operation and brokerage of pre-owned Class 40 racing yachts that are for sale in the UK, Europe, USA and worldwide. The OC Performance Yacht Brokerage consistently sells ...

  22. A Class 40 Racing Yacht. From Cardboard.

    I was lucky to find exact plans of a 40 feet sailing vessel - reminiscent of a Class 40 yacht - as part of the "Principles of Yacht Design"-Book. The ship is called YD-41 and the whole book is referring to this ship and explaining features of yacht design practically by showing things at the YD-41.

  23. Construction Begins for Canada's New Warship Fleet

    The CSC is based on BAE Systems' Type 26 warship design being built by the United Kingdom and Australia. The ships will have enhanced underwater sensors, state-of-the-art radar, and modern weapons. The official NATO Ship Designator for the River-class warship will be DDGH - a destroyer (DD), guided (G) missile, helicopter (H) capable. As ...

  24. Supreme Court's Chevron Ruling Limits Power of Federal Agencies

    Both cases involved a 1976 federal law that requires herring boats to carry federal observers to collect data used to prevent overfishing. Under a 2020 regulation interpreting the law, owners of ...

  25. Racing Yacht Design : Owen Clarke Design

    Class 40 is a box rule, primarily developed to produce offshore short-handed racing yachts, but not necessarily single-handed or double-handed designs. The rule encourages design innovation but is written in such a way that has prevented runaway costs and older boats have retained both performance potential and value on the second hand market.