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SAILING YACHT A – World’s Biggest Sailing Yacht – $600 Million

SAILING YACHT A measures 143 meters making her the world’s biggest sailing yacht.

SAILING YACHT A is far more than a luxury vessel. She is a masterpiece of design and innovation combining sleek metal surfaces with futuristic naval architecture that took over two years to complete.

Launched in 2017, both the interior and exterior of this mega sailing yacht were designed by Phillippe Starck, who calls SAILING YACHT A one of his most high-profile projects.

The superyacht has taken on voyages all around the world and was most recently spotted sailing off the coasts of Gibraltar and Cyprus.

SAILING YACHT A interior

Both the interior and exterior of SAILING YACHT A were designed by Philippe Starck , a French architect known for his wide range of design projects.

He famously worked on the impressive MOTOR YACHT A, and the two iconic vessels share a lot of similarities in their layout and specifications.

Both yachts look incredibly futuristic and are sure to attract attention wherever they go.

While no exact details are known about the interior of SAILING YACHT A, it is rumored that she has an underwater observation pod with 30 cm (1 ft) thick glass located in the keel of the vessel.

This is one of the few parts where design mockups are publicly available, and the style of the interior can be examined.

The observation pod appears to have cream upholstery that stretches across the floor and ceiling of the cabin.

Two large symmetrical glass windows allow guests to view the breathtaking underwater world without even having to leave the yacht.

A third window is located at the bottom of the pod, which lets it feel like a true 360-degree experience and is almost comparable to a submarine.

A small floating side table provides guests with a space to place drinks or snacks in the pod and enjoy a one-of-a-kind dining experience in this unusual location.

Since the pod is located at the keel of the yacht, the large propellers are most likely visible from the windows suggesting it is most commonly used at anchor.

The superyacht has ten cabins that can accommodate 20 guests as well as a further 54 crew member.

Paparazzi photos and the work of yacht spotters provide a rare glimpse into the interior of SAILING YACHT A.

No official footage of cabins or salons has been released, although Starck’s past work suggests that the yacht would be furnished with opulent elements that perfectly combine luxury with style.

Silver and metal decorations play a large role and tie the interior design of the yacht together. 

However, SAILING YACHT A was launched much later than her motorized companion suggesting her interior might be more modern with minimalistic elements rather than lavish furnishings.

Occasional photographs shot through open doors, and portholes show expensive art pieces decorating the interior of the yacht and rather absurd design choices like a set of chairs shaped like large human heads.

The yacht appears to feature a large, open salon with an elevated seating area and symmetrical arches on either side.

While details aren’t known to the public, it is rumored that SAILING YACHT A features a luxurious spa area, a sizable gym as well as an owner’s suite with several rooms that is only accessible via fingerprint.

The massive private area is said to feature a 60-inch television that disappears into the floor as well as a rotating bed. 

Considering she is the largest sailing yacht in the world, it is surprising that SAILING YACHT A can only host 20 guests.

This suggests that there are spacious entertainment areas located on board, including several saloons and ample below-deck space for crew members.

Due to her large size and a small number of cabins, it is assumed that SAILING YACHT A can welcome a large number of day guests onboard for special events and celebrations.

Biggest sailing yacht controversy

It has been the topic of debate that SAILING YACHT A is not the largest yacht in the world but instead the ‘largest sail-assisted motor yacht.

Depending on the definition used, that would make BLACK PEARL the biggest sailing yacht in the world.

The most expensive sailing yacht

SAILING YACHT A is the most expensive sailing yacht in the world and cost an estimated price of US $600 million – a relatively “affordable” price considering her large size and tonnage.

A calculated US $48,000 per ton is considered low in the yachting industry, where European yachts are usually priced at US $60,000 per ton and over.

This average price would bring the value of SAILING YACHT A up to nearly US $800 million. However, due to the fact that the official sales price has not been released to the public, these numbers are mere estimates and cannot be validated officially.

Since the yacht is a custom project and one of a kind, it can be assumed that the total value of SAILING YACHT A lies far higher than her initial price.

In addition to any cost for the crew, supplies, and docking fees, she has annual running costs of US $50-75 million.

SAILING YACHT A is currently not available for sale or charter.

Specifications

SAILING YACHT A is incredibly large for a sailing yacht, and even compared to the longest motor yachts in the world, she would rank in the top ten.

Paired with her unusual futuristic design, this mega sailing yacht has a length of 143 meters (469 ft), a beam of 25 meters (82 ft), and a draft of 8 meters (26 ft) making her a more than an impressive vessel.

SAILING YACHT A was built by Nobiskrug , a German superyacht builder at their Kiel shipyard, and launched in 2017 after more than two years of construction.

To date, SAILING YACHT A is the largest yacht ever built by Nobiskrug and remains their flagship.

It is considered the most complicated project to ever be completed in the sailing industry and gained international media attention on its launch date. It has a total volume of 12.558 tons and is powered by hybrid diesel-electric engines. 

SAILING YACHT A is considered the longest sailing yacht in the world and is more than 36 meters (118 ft) longer than BLACK PEARL, which ranks in second place on the list.

Coincidentally her project name was WHITE PEARL which is a reference to her brilliant white exterior, although it couldn’t have referred to BLACK PEARL since she was only launched in 2018, a year after Melnichenko’s masterpiece.  

Her three-carbon masts stand at an impressive 100 meters (328 ft), making them some of the largest in the world and taller than Big Ben in London.

However, her large size is sometimes also limiting as she struggles to fit underneath most bridges and is therefore constrained to certain routes.

She once passed under the Golden Gate Bridge in San Francisco with only 20 feet to spare between her masts and the bottom of the famous bridge.

She is rumored to have an electric gimbal crow’s nest, which allows for remote operation and advanced wind measurements. Her sails are all white, and her masts have nearly sickle-like shapes, which add to her striking futuristic appearance.

It is noteworthy that she is commonly photographed with her sails down, which suggests she might be using her support engines more frequently than true wind power.

With a sail area of more than 3.700m^2 (40.000 square ft), she can reach top speeds of up to 21 knots which is supported by her twin 4895 Horsepower MTU engines .

Her average cruise speed lies at 16 knots, and her total range is estimated to lie at 5320 nautical miles. She features a state-of-the-art sail system that is able to raise and lower the sails and anchors at the touch of a button. 

SAILING YACHT A has a steel hull and composite steel superstructure, which is unusual in the superyacht industry as most shipyards choose aluminum to reduce weight and keep the vessel light.

She currently sails under the flag of Bermuda, which is common for prominent sailing yachts.

During construction, SAILING YACHT A was called project WHITE PEARL, a fitting name for this sizable vessel.

Like her interior, the exterior of SAILING YACHT A was designed by Philippe Starck, although the Dutch studio Dykstra Naval Architects played a role in the naval architecture of the vessel.

They specialize in sailing yachts of all sizes and have been involved in many prominent projects in the industry over the years.

She features eight teak decks with a large swimming pool located in the center and several elevators spread across the yacht.

She is even said to carry a submarine. The main pool is lowered into the deck allowing for additional privacy for the owners.

Her hull has 24 shell doors, which are used to access equipment and provide additional deck space if needed. She is accompanied by four tenders also designed by Philippe Starck and built by Lloyd Stevenson in New Zealand.

Their sleek and elegant design matches that of the main vessel, and they are used for transporting guests and taking them on excursions.

One of the tenders of SAILING YACHT A is a carbon fiber speedboat especially reserved for the owner who can operate the vessel autonomously whenever required without the aid of crew members.

This allows Melnichenko, who is a fan of driving high-speed cars to be independent when staying aboard his luxury yacht. The tender is small but powerful, reaching speeds of up to 53 knots.

The larger tenders can seat up to eight passengers and feature panoramic windows ideal for sightseeing and exploring but are much slower at only 30 knots. 

The aft features a large garage used for storing jet skis, tenders, and other equipment.

High-profile artists such as Snoop Dogg are rumored to have performed here, although detailed evidence of such concerts remains unknown.

Whenever the aft isn’t used for performances or parties, it can be transformed into a swimming platform designed in the yacht’s iconic futuristic style. 

However, despite her cutting-edge design features, SAILING YACHT A surprisingly also includes classic nautical elements. She has a wooden steering wheel that is reminiscent of a pirate ship, although it is not operational.

The captain of the vessel can instead use modern technologies to operate the massive yacht via a small joystick and touchscreen.

There are symmetric extendable balconies that protrude from the bridge of the yacht and allow the crew to have a better view to be able to gauge the dimensions of the immense vessel.

Of course, SAILING YACHT A has a modern underwater lighting system that illuminates the vessel perfectly at night.

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SAILING YACHT A

SAILING YACHT A is an exceptionally unique 2017 build by Nobiskrug, measuring 142.80m (468'6"ft).

She is the ultimate embodiment of German superyachts built for the 22 nd  century.

Measuring almost 143 m and a gross tonnage of about 12,600 GT, she became one of the most impressive PYC superyachts in the world in terms of design and technology.

She is one of the world’s largest and the most advanced superyachts with unique features such as an underwater observation pod, hybrid diesel-electric propulsion system and state-of- the-art navigation systems. The luxury sailing yacht's three masts are the tallest and most highly loaded freestanding composite structures in the world. The mainmast towers 100 m above the waterline.

The smooth, lustrous silver metallic surfaces and nearly invisible windows give this yacht a futuristic look. World-renowned Philippe Starck created this unconventional design, which challenges the expectations of conventional aesthetics.  Nobiskrug high-tech building  technology made this fascinating design possible.

Steel hull and steel superstructure with high-tech composite fashion plates that can be formed into any shape or size, a technology Nobiskrug has developed during the past 15 years in co-operation with classification societies and special subcontractors.

Thanks to her striking looks and innovative technology SAILING YACHT A was unquestionably the most anticipated delivery of 2017. She definitely changes the upcoming landscape of the Nobiskrug fleet as well as the future of supersail.

“Born from the desire of the owner to push the boundaries of engineering and challenge the status quo of the industry, ‘SAILING YACHT A’ is undoubtedly one of the most visionary projects Nobiskrug has ever been involved in.” Holger Kahl, Nobiskrug Managing Director. 

• Yacht Builder Nobiskrug View profile
• Exterior Designer Philippe Starck No profile available
• Interior Designer Philippe Starck No profile available

Yacht Specs

Other nobiskrug yachts, related news.

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Exclusive: pushing the boundaries of technology, Sailing Yacht A

Andrey Melnichenko is a man with exceptional vision. Where other yacht owners like to blend into the background, he wants his superyachts to push the boundaries of design, creativity and technology as well as make a statement. His first superyacht, Motor Yacht A , rocked the superyacht world with its radical design and now he’s done it again.

With an insatiable appetite to drive change he has put together a highly skilled team to build his new creation, currently under construction in Germany. Boat International was given exclusive access to the yacht, and we can reveal for the first time its name, Sailing Yacht A , and that this huge new project is a “sail-assisted motor yacht”.

This is the second yacht in Melnichenko’s portfolio. His first, Motor Yacht A , split opinion, but today stands as one of the most talked about and recognisable yachts in the world. But Sailing Yacht A is a much bolder move and Melnichenko has raised the stakes even higher with a radically designed yacht that introduces new technologies and techniques never before used in the shipbuilding industry. He also broke down barriers by creating his own project team to undertake the build from start to finish. Sailing Yacht A is a monument to invention.

Philippe Starck , who created Motor Yacht A , and from there went on to design Venus for the late Steve Jobs, is working once again for Andrey and Aleksandra Melnichenko on the project. “I am honoured and happy to bring to life the owner’s dream of what will be the summit of high technology and poetry,” says Starck.

Sailing Yacht A is a unique story that began as far back as 2008 when eight of the world’s leading designers were invited to submit their ideas for a huge project – the creation of one of the world’s biggest sail-assisted private yachts. Initially, French designer Jacques Garcia was chosen for his designs, but later there were concerns about the progress of design development, and the owner decided on a change of direction.

Sailing Yacht A is slated for delivery in 2016, although her masts were not stepped when Boat International was invited on board in July. The interior was also under wraps, but here we can take a look at some of her incredible statistics.

She is a three-masted, 142.81 metre (LOA) sail-assisted motor yacht, with a moulded beam at the widest point of 24.88 metres, an eight metre encapsulated keel and a gross tonnage of approximately 12,700GT. For a vessel of this size it was a challenge to find a shipyard that had the capacity, knowledge and skills to put together the naval architecture and engineering for the motor yacht side of the project. The one chosen, given its skills in building large yachts, was Nobiskrug in Germany.

For the sailing design, rig and keel, and associated structural engineering, Dykstra Naval Architects  in The Netherlands was appointed for its advanced technical abilities demonstrated on various world-class sailing yachts. Aloft Sailing Yacht A carries three of the largest and most highly loaded composite freestanding structures in the world produced by Magma Structures in the UK. The custom booms were made by Future Fibres in Valencia, and the custom sails by Doyle Sails in the USA.

With a hull and superstructure predominantly constructed of steel and incorporating composite and accents of carbon fibre, in order to keep the weight and draught to an acceptable level, Sailing Yacht A is the highest classified vessel of her type: (Maltese Cross) 100A1 Passenger ship Sail Assisted, (Maltese Cross) LMC UMC and (Maltese Cross) 100A1 Yacht Mono G6.

Propulsion comes from a customised hybrid diesel-electric package made up of two MTU 3,600kW diesel engines, and two 4,300kW electric motors, driving shafts ending in highly skewed five-bladed Andritz controllable pitch propellers. She is expected to cruise under power at 16 knots with an expected range of 5,320 nautical miles and will have a top speed of 21 knots.

With her uninterrupted shard-like appearance she carries her eight decks aft along the sheerline, which slopes up towards the stern, reaching a full beam width of 24.88 metres at the widest point. All her machinery is hidden within the hull structure, and as you can see, everything, including the windows, are flush. The bridge control centre for propulsion and sailing systems is on deck seven and there is a touch-and-go helicopter pad on deck six. There is accommodation available for up to 54 crew.

There are many more technical advances, innovations and surprises throughout her hull, decks and keel, which Boat International will reveal, in detail, in an exclusive feature in the November issue.

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NOT FOR CHARTER *

This Yacht is not for Charter*

SIMILAR YACHTS FOR CHARTER

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• Luxury Charter Yachts
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• Amenities & Toys

KORU yacht NOT for charter*

127m  /  416'8 | oceanco | 2023.

Owner & Guests

• Previous Yacht

Special Features:

• 2nd Largest sailing yacht in the World
• Built for Amazon founder Jeff Bezos
• Additional power source from kinetic energy generated by the sails
• Large swimming pool main deck aft
• Wealth of toys and accessories
• 75m (247ft) support vessel ABEONA
• Innovative kinetic energy recovery system to covert wave-induced motion for sustainable cruising

Sailing yacht KORU offers the last word in innovative design coupled with a wealth of luxurious amenities for the very best sailing experience for her guests.

The 127m (416'8") Oceanco sailing yacht KORU (previously known as Y721) represents one of the largest sailing yachts in the world, with an impressive internal volume of 3,300 GT and wealth of luxurious accommodation and amenities.

Commissioned by entrepreneur and Amazon founder, Jeff Bezos, the 3-masted schooner KORU, known throughout the build as Project Y721 replaces Oceanco’s BLACK PEARL  for second place in the world's largest sailing yacht rankings behind Nobiskrug's 143m (469ft)  sailing yacht A , and operates under the Cayman Islands' flag.

Exterior Design

Reportedly taking its design cues from the 93-meter Lurssen sail yacht EOS, the yacht features a midnight-blue hull with an elongated bowsprit and traditional canoe stern, with classic lines reminiscent of some of the finest schooners in the world. As expected from a tech entrepreneur, known for pushing boundaries and driving innovation, sailing yacht KORU is trialing a prototype for a new kinetic energy recovery system. This is based on a conversion of wave induced motion, heave, pitch and roll into electric energy, with initial tests showing early promise. With a nod to her green credentials, this will provide an additional power source for the yacht allowing for more enhanced sustainable cruising.

Interior Design

Oceanco's newest yacht is understood to have an internal volume of 3,300 GT and will undoubtedly offer a wealth of luxurious accommodation and amenities. Sailing yacht KORU benefits from full-length windows across her superstructure allowing plenty of light to infuse her elegant interiors. 

Guest Accommodation

With her wide beam the 127-meter sailing yacht KORU offers generous accommodation for her guests, equipped with the finest linens and state-of-the-art technology.

Onboard Comfort & Entertainment

Sailing yacht KORU is served by the 75-meter (247ft) Damen support vessel ABEONA  (ex-Wingman). This yacht will be equipped with KORU's larger toys, rumored to include a submarine for thrilling excursions beneath the waves a la Jules Verne, plus a helicopter and landing pad. She is also believed to house an array of PWCs, as well as a speed boat and a luxury car, as well as providing accommodation for additional crew and staff.

Although we have little information about the yacht's features, we do know that she will have an aft dip pool on her main deck, along with a further Jacuzzi on her sundeck and variety of alfresco social spaces. Pictures show that she also has a crow's nest attached to her central mast, offering lofty panoramic views for her more adventurous guests.

Access to sailing yacht KORU will be via folding side passerelles, discreetly hidden in the yacht's hull on either side. Rescue and work tender launches will likely take place further forward, as per regulations. Recent pictures show a large hatch opening in her lower deck aft, which may contain further tenders and toys, but may also double as a beach club. 

Performance & Range

KORU is a 3,300 GT sailing yacht, built with a steel hull and aluminium superstructure, with teak decks. She was built to Lloyds Register ✠ 100A1 SSC Yacht Mono, G6, ECO(IHM) ✠ LMC UMS classification society rules.

*Charter Koru Sail Yacht

Sail yacht Koru is currently not believed to be available for private Charter. To view similar yachts for charter , or contact your Yacht Charter Broker for information about renting a luxury charter yacht.

Koru Yacht Owner, Captain or marketing company

'Yacht Charter Fleet' is a free information service, if your yacht is available for charter please contact us with details and photos and we will update our records.

Koru Photos

Koru Awards & Nominations

• Yacht Style Awards 2024 Superyachts over 80m Nomination

NOTE to U.S. Customs & Border Protection

Specification

S/Y Koru

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The Ultimate Guide to La Vida a Vela For 2023

Everything you always wanted to know.

Joshua Smith

Founder and Editor at Cruising Freedom

This is the definitive guide on La Vida a Vela for 2023.

Over the last 2 years, I have spent around 33 hours watching and researching everything I could about Noemi and Josep to learn more about their story.

(Yes, I really am *that* obsessed with La Vida a Vela 😃)

If you wanted to know:

➜ How La Vida a Vela afforded their boat

➜ How they make their money today

➜ What boat do they have and its upgrades

➜ If you can access uncensored content

➜ How you can start crossing oceans

Then you’ve definitely come to the right place.

Before we start, a quick introduction from me…

The Cruising Freedom Author

Ahoy, Matey! I’m Joshua from Australia.

I’ve built the perfect business to sail the world.

A business model which can allow me to:

➜ Own a catamaran debt-free

➜ Go for weeks without WIFI

➜ Create semi-passive income

➜ Inspire others to dream big

But more on that later… 🙂

La Vida a Vela FAQs (January 2023)

Crew members.

Noemi (age 47)

Josep (age 56)

Josep has two children – Pau and Alba – from a previous relationship.

They have been sailing since 2001, making them one of the oldest sailing couples around. And yes, they are true nudists.

Their dogs Fosc and Ona are sometimes sailing on board, but not that often due to Ona being old.

The La Vida a Vela boat is a 1987 Nauticat 35. It’s 10.7 metres long and with a 3.5m beam (width). The boat is from Finland.

Previously they owned a Tirant Belliure 40. This was their first boat. If you have seen them on any other boats, then these belong to their friends.

La Vida a Vela have done numerous boat upgrades but that isn’t quite what their channel is about… 😉

They are in Sitges, España.

This means they are currently a few weeks behind on their video production. Typically they sail through summer and edit/publish new content through the winter.

Past Cruising

Unlike other YouTube couples, La Vida a Vela have only sailed the Mediterranean Sea. They’ve been exploring this beautiful part of the world for a staggering 20+ years now.

Affording It

Josep and Noemi come from a middle-class background and worked for many years to afford their boat. Initially they were part-time cruisers but eventually became full-time given the revenue they were making off YouTube.

La Vida a Vela has a net worth of $570,000 USD.

Making Loot

They make a full-time living from YouTube via:

➜ Selling uncensored content on their Vimeo

➜ Gaining a ton of Patreon subscribers

➜ Running YouTube advertising

➜ Selling art and getting the occasional donation

This brings their monthly income to $7,200.

Collaborations

I have not yet seen them hanging out with any other YouTubers. If you do – please let me know and I can update this.

Big Moments

Some of their best moments are simply sailing and experiencing true freedom. Noemi is the centerpiece for most of the videos.

Future Plans

Where to next? We look forward to seeing them head into new waters – particularly the Caribbean or the South Pacific. Their yacht is definitely capable of crossing oceans.

Key Takeaways

What can we learn from Noemi?

➜ YouTube can help you attain a lot of viewers

➜ Don’t be afraid to keep things as simple as possible

➜ Leave anyone’s judgment behind you

➜ Always be free. Always.

While I’m not much of a fan of these types of cruising channels (I prefer the mechanical side), it’s clear that it’s working for Noemi. She’s been able to turn her desire to be clothing-free into a full-time income.

Create Your Own Cruising Freedom

Hey! 😃 it’s Joshua again…

Clearly I’ve been very inspired by La Vida a Vela and their travels…

Some say I’m obsessed, but sailing the world is my childhood dream.

They’re living the dream, but that dream isn’t actually that far away.

I mentioned earlier about discovering the #1 cruising business model.

With this exciting opportunity, I’ll be able to:

➜ Generate a sustainable full-time income through learning basic skills

➜ Fund the purchase of my first sailing catamaran without any loans

➜ Do it without selling to friends and family (I found a better solution!)

➜ Share my lifetime passion for sailing, cruising and global adventures

Keen to discover more? Jump on the free training right now. 👨🏻‍💻

(I share more about it on the next page…🙂)

Vela Al Terzo: the traditional sail in the Venetian lagoon and in the Adriatic Sea

Vela Al Terzo could be translated with “sail at a third”… at a third of what? Well, let me try to tell you more about this living heritage!

If you come to Venice, you may notice some traditional wooden boats with colorful sails, silently moving around the lagoon. You will then find the same colorful sails in other cities facing the coast of the Adriatic Sea, not just in the Venetian lagoon. Cervia, Cattolica, Cesenatico south of Venice, but also Rovinj in Croatia: all towns sharing the special tradition of the “vela al terzo” and keeping it alive.

Gustav Bauernfeind (1848-1904), Canal Scene in Chioggia with Bragozzo, Bauernfeind-Museum, Sulz am Neckar, Germany

Vela Al Terzo: what are the main characteristics of this unique sail?

Vela Al Terzo refers to the fact that the sail is pulled all the way up the mast and its spar, the long wooden post on the upper part of the sail, remains for two thirds below the mast and one third above.  

The colors of the Vela Al Terzo and its maritime “heraldry”

However, if this explains the technical term, the first characteristic that will simply leave you in full wonder is the kaleidoscopic of the sails’ colors. Each sail is differently painted. Traditional colors in the northern Adriatic Sea area are yellow ochre, brown, black and red. While moving towards the southern part of the Adriatic Sea colors of the sails change and blue, green and white appear more frequently, even in sails differently designed.

Regata del Presidente, Sept. 13th, 2020

While the background often displays some geometrical patterns, the “vela al terzo” sails are often characterized by some decorative elements which have brought scholars to adopt the terminology of a “maritime heraldry”, even if there is no nobility involved. So you may find a shoe, a glass of wine, seahorses, octopus, crosses, stars, as well as ladders, eels, lions, the sun and much more.

A boom, a spar and a special form

The “vela at terzo” is also characterized by the presence of a boom, a prominent horizontal spar extending from the base of the mast; the base of the sail therefore attaches to the boom.

Indeed, the sail itself has a shape of a truncated triangle, whose origins are still debated.

The historical development of the Vela Al Terzo

There is no written history of sails, but some researchers have tried to define the evolution of the “vela al terzo”’s unique tradition of the Adriatic Sea. Also known as the trabacolo’s sail (see my post on this special boat here: www.seevenice.it/en/a-boat-that-helped-create-a-miracle-called-venice-the-trabacolo/ ), the vela al terzo is the result of the encountering of two ancient traditions.

The Square sail of the Po Valley

Along the Po Valley, rivers and lakes used to be essential for the communications and the trading of goods. Nowadays rivers are not so much considered — because of the extensive use of the railway network or trucks —, but rivers and lakes once connected Venice and its lagoon all the way to Milan or Turin. Along these waterways you would find boats using the “square sail”. Tall and quite narrow, the square sail was designed to try to catch the wind as high as possible. The wind would strike the sail on its aft side, from the stern.  

The Latin Sail of the Mediterranean tradition

In the early middle ages, in the Mediterranean Sea, sailboats would use a different sail, called the “Latin sail”. Similar to the vela al terzo, but with a major difference. No boom below.

On one side you had a sail struck by the wind from the back only, on the other side you had another sail whose limit was the impossibility to move the Center of effort (COE) towards the stern of the boat. In other words the point at which all the forces acting on the sails are concentrated in the latin sail could not be moved backwards.  

Vela Al Terzo, regatta in the southern lagoon, May 26th, 2019

The Venetian lagoon as a niche

But what about if you are in a lagoon, a borderline geographical niche, where you need the COE to be drawn backwards so as to control the angle of the sail to the wind? Somewhere where you need the sailboat to have more power while sailing towards the wind?  

In the middle of the 17th century this special sail, the vela al terzo, appeared and as long as motorboats would not show up, it could be admired all over the Adriatic Sea.

A major reason for the development of this sail is of course the environment of the lagoon which influenced the construction of traditional boats, too. Shallow waters and tides explain why lagoon boats have a flat bottom, no keel (and are easy to be driven leeway), use huge see-saw rudders, which can be pulled up when the water is too shallow…  

Fishermen in the Venetian lagoon

Fishermen loved this sail because after placing the fishing nets in the shallow water in the lagoon, they would use the leeway movement to drag them. But not just. Emblems were chosen to identify the family. From afar, they would become visible when getting back home. These sails would also work to give signals, asking for help when needed. A social recognition sign, often with a magical, protective power to hopefully keep dangers away.

Not to mention it was a work of art. It all started with the women sewing the sail. They lay the sail on a meadow and started dying it using a sponge imbued with natural earth colors, which would also work as anti-mold. After dying the sail, you dragged it in the salt water so the salt fixed the colors.

A humble boat with a humble sail, but worth a scientific research

Count Alessandro Pericle Ninni, a naturalist scientist, and Angelo Marella, a man with the passion of making wonderful miniature boat models, started in 1880 a research on these sails “vela al terzo” in Venice and Chioggia. They catalogued and watercolored over 1000 of them. They went on for ten years and this amazing collection (together with the boat models) was first part of the Correr Museum in Venice to be eventually donated to the Museum of Natural Science in Venice at its foundation in 1923.

From the research led by Count Alessandro Pericle Ninni and Angelo Marella, Museum of Natural History, Venice

The Vela Al Terzo nowadays

After the foundation of the first sailing clubs in the early 1980s, and in particular of the Associazione Vela al Terzo , the creation of a school to teach young generations (and not just) how to sail, the Championship arranged every year in the lagoon, both south and north, over 360 sails numbers… the yearly arranged Sailing from Venice to Rovinj along the coast and finally the major project The Red Regatta by Melissa McGill, well, this tradition is alive and kicking.  

Melissa McGill, Red Regatta, Venice 2019

Why does this tradition deserve to be popular?

The thing is that it is not just a sail. Sustainability is more and more considered a priority and wooden sailboats are the future. Sailboats with vela al terzo are respectful towards the lagoon. In a lagoon, it is easier to protect traditions, especially because of its borderline nature. These sailboats are comfortable, you can eat, sleep inside them but especially they also educate you. Oh yes, they teach you the right speed with which you really discover the uniqueness of the lagoon.

Significantly, last weekend a polluting cruise ship docked in Chioggia, the town south of the lagoon. Chioggia used to be the queen of the Adriatic Sea with its bragozzi sailboats and colorful vela al terzo sails, but its tradition is now almost lost. Just next door the cruise ship, for the first time, a regatta of sailboats within the Marciliana Palio Festival with the vela al terzo took place: because there are alternatives.

by Luisella Romeo registered tourist guide in Venice, Italy www.seevenice.it

Absolutely fascinating- thank you

Thank you for reading and thank you for leaving a comment! Happy you’ve liked this article about a less known tradition which Venice shares with the northern Adriatic Sea! I love sailing in the lagoon with these boats and colorful sails, I hope one feels the passion 🙂

For more information on the itineraries and to book with me, please contact me at [email protected]

• Luisella Romeo, blogseevenice on Painted statues and architecture in Venice
• WanderlustGreens on Painted statues and architecture in Venice
• Jeanette Burton on Painted statues and architecture in Venice
• Luisella Romeo, blogseevenice on A Roman villa in the Venetian lagoon: an archeological discovery

Luisella Romeo SeeVenice / Venezia Cell. +39 349 0848 303 e-mail [email protected] P. IVA 03220940278

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Y-valves Under Pressure

Practical sailor tests eight manual and electric marine diverter valves..

Continuing with our recent evaluations of marine sanitation systems, Practical Sailor tested eight marine-grade diverter valves, or Y-valves. Y-valves are a means of controlling the flow of liquid from one source to two different outlets or from two sources to one outlet. On boats, one use is to control waste management. The Y-valve directs toilet waste to either a holding tank or directly overboard through an appropriate seacock.

Many states require that the valve be locked in the holding tank position while sailing lakes or inland waterways. Under federal regulations, no overboard holding-tank discharge is allowed within three miles of shore.

A Y-valve can also be reversed and used in a bilge-pump arrangement to select between two separate bilge areas using only one bilge pump.

What we tested

The test field for this evaluation comprised seven manual diverter valves and one electric valve from seven manufacturers. The Bosworth Co. is a family-owned, Rhode Island company, while Gross Mechanical (Groco brand) is a third-generation maker of marine hardware and is head-quartered in Maryland. Jabsco, Forespar, Johnson Pump, and Whale are all worldwide players in the leisure marine market. (Jabsco is now part of Xylem Flow Control, a new spinoff from ITT Industries.) TruDesign, the maker of the only electric diverter valve in this test, is a New Zealand-based manufacturer of marine composite fittings.

How We Tested

Practical Sailor tested the diverter valves to determine which were the top picks for marine sanitation systems or for installations where a manual or electric pump may be used in conjunction with the valves.

All of the Y-valves tested were new, never used, and dry. Testers mounted them to a piece of lumber for the bench tests. Ambient temperature during testing was about 72 degrees, and there was no wastewater or matter present in the test-bench setup.

To rate how easily each valve’s handle turned, we attached a Manley bronze spring scale (calibrated to 50 pounds) to the hole in each handle (designed for locking the handle) and measured the amount of pull needed to release inertia and move the handle. The placement of the holes in the handles was not consistent, with some at the end and a few near the handle center, so some mechanical advantage was lost for those with holes closer to the center. Testers kept this in mind when calculating the ratings.

The ratings listed under “initial handle stiffness” in the Value Guide are the averages of 10 pulls. The “stiffness after some use” ratings are the average pounds of pull required after the handle’s seal was loosened up.

Some valve handles were stiffer to turn than others. Several manufacturers advise you to keep the valve seals lubricated, recommending silicone grease or even Vaseline, and suggest operating the valve frequently, at least once a month, to prevent the seal from seizing up. Several units loosened up after we did the pressure test.

To test resistance to odor and water leaks, we attached appropriately sized sanitation hose to one outlet port and capped the other end of the hose. To the other outlet port, testers connected a garden hose with 55-pounds per square inch (psi) of water pressure. We worked valve handles back and forth for 30 seconds each and left them in the closed position for two minutes with the water running. We evaluated the smoothness of operation, the feel for a positive stop in both positions, and leaks from the outlets, base, or handle.

Practical Sailor recognizes that a Y-valve in a marine sanitation installation during normal operation would be less than 55 psi (more like 2 to 10 psi) and there—ideally—would be no blocked outlet, but we consider the pressure to be a fair amount for the purpose of our tests. Diverter valves are also used in other systems—sometimes in conjunction with a manual or electric pump—and those installations would see greater pressure than a valve in a waste-disposal setup; also these systems do become clogged.

Unlike seacocks and through-hull valves, there are no industry standards for Y-valves related to pressure. According to Forespar’s Bill Hanna, the company shop-tests each of its valves to 45 psi. Similarly, Groco tests its valves to 30 psi, and Forespar also randomly leak-tests its valves to 50 psi but does not move the handle during tests. Whale tests its valves to 17 psi but does so with them in a traditional installation setup.

For this test, PS also considered the valves’ prices, ease of installation and maintenance, construction quality and materials, and whether they could be easily locked in accordance with some areas’ laws. Most units come with holes or feet for mounting the base to a deck or bulkhead and offer handle extensions for allowing the handle to be on the front of a bulkhead for easier access.

Bosworth Sea-Lect

The Bosworth Co.’s BM94 Sea-Lect valve was the most simple and compact of our test samples. It was the only one with ports to 1-inch ID hoses, and they are smooth and fixed to 120 degrees. It is also available for 1½-inch hose, NPT tapped ports, and flush mounting.

The body is made of Delrin, and the handle is epoxy-coated aluminum. Delrin is an acetal resin that is as strong and hard as a metal but is easily molded and resistant to salt, solvents, and friction. Bosworth offers a whole series of polypropylene and nylon-barbed fittings and adapters for hoses from ½ to 2 inches.

Although the Bosworth’s handle has a hole, there are no corresponding holes in the housing into which you could insert a padlock, so it’s unclear how you would lock the valve closed. The handle was well-marked with molded arrows for the flow direction.

Handle operation was stiff at first but became smooth. Bosworth re-designed its valves in 2011 to make them easier to turn and more resistant to the freeze ups that sometimes occur with Y-valves. The Sea-Lect came with a tube of Dow Corning No. 44 grease and was unique in explaining how to lubricate the inside of the body completely, at least once a year.

Bottom line: The Bosworth Y-valve was trouble-free in testing, has a compact design, and at $55 (with a five-year warranty), it was the least expensive of the products tested. It gets PS’s Recommendation for a valve in this size range.

Jabsco’s 45490-1000 has a larger footprint than some other valves because it comes with two curved, 120-degree, 1½-inch discharge ports that can rotate in any direction to make plumbing it easier. It comes with both 1½- and 1-inch screw-in inlet port adapters.

The body and handle have holes for accommodating a padlock to prevent discharge and comply with discharge regulations. The valve body is made of chemical- and corrosion-resistant polypropylene with stainless-steel bolts, screws, and bright silver, inlaid flow arrows. The ports and diverter shaft have replaceable O-ring seals.

Made in China, the valves came with a well-written four-page instruction sheet. The unit is easy to disassemble for cleaning and lubricating, and testers found operation to be very smooth, with positive stops and no leaks.

Bottom line: The Jabsco performed well in our tests, and its rotating outlet ports and easy locking arrangement were bonus features. Priced at $73, it gets the PS Best Choice in this test field.

Forespar, established in 1967, has an extensive line of sailing hardware and marine plumbing parts. The Forespar MF852 (No. 902000) Y-valves we tested are made of Marelon, a proprietary formulation of polymer composite compounds designed for use in marine plumbing systems and use below the waterline. Marelon is lightweight, easily molded, and resistant to the ravages of saltwater corrosion and electrolysis.

The Forespar Y-valve is available in four sizes with hose barbs from ¾ to 1½ inches. The valve has a small, rounded handle, which enables it to have a small footprint: 3.5 inches wide by 4.5 inches tall.

The smooth handle moves only 120 degrees and includes a hole for a padlock, but there are no corresponding holes in the valve base. The handle movement was quite stiff initially, and under pressure, it was even stiffer until it locked up. According to Forespar Sales Manager Art Bandy, this was likely a result of the high pressure used in testing, which could have forced the valve’s internal seals to seat beyond normal use.

A second sample was tested, and it worked better with no leaks and a smoother operation under pressure. It rated in the middle of the pack for ease of turning. We can only assume the difficulty with the first test valve was an anomaly.

The MF852, which comes with a three-year warranty, is designed for easy maintenance and repair, and repair kits are available.

Bottom line: The Forespar MF852 is compact and costs $69, a bit less than the top-rated Jabsco. It gets our Budget Buy pick for installs where its small stature is a good fit.

Groco, founded in 1918, manufactures a line of specialized bronze valves, seacocks, pumps, marine toilets, and holding tanks. The Groco TWV-1500 is a heavy-duty, bronze three-way valve with ports for 1½-inch threaded pipe fittings.

It’s important to use the correct pipe threads. Straight ones require a lot of space to bend the hoses, which can be a real problem in a tight space. Be sure to determine which way the hoses will run before mounting the valve. Groco markets a full line of threaded fittings that are available from West Marine stores.

The Groco is heavy and compact, but it has only two mounting holes, whereas the other test products had more. The handle mounts on the side and points to the flow direction with the center closed “off.” No instructions were included, but none were needed.

The valves are heavy-duty cast bronze with stainless-steel. The coated-stainless handle was initially quite stiff, but after some lubrication and working back and forth, it loosened up adequately.

The handle rotates a full 180 degrees. It does not have any indicators for flow direction, but it’s a logical design that’s intuitive to use.

Under pressure, the Groco, with its PTEF seats and seals, worked better than any other test product and had no leaks.

Bottom line: Although the $208 Groco is considerably more expensive than others, the cast-bronze housing is likely to outlast those made of plastic, and with only one bolt for the handle, it has few parts to worry about breaking. It gets the PS Recommendation for its bullet-proof design, top-notch performance, and smooth operation. Some things are worth the added expense, and the Groco is one of them.

• Johnson Pump

Johnson Pump is a division of Sweden-based SPX Flow Technology, which is a leading manufacturer of marine pumps, marine toilets, and sanitation accessories.

The Johnson Aqua-T Diverter Valve (No. 81-47238-01) came with reducers and a handle extension for flush mounting. The valve looks very similar to the Jabsco we tested, but it came with no instructions.

The operation was smooth, but the handle has no marking to indicate flow direction, and it was a little confusing which position was open or closed.

In bench testing, the Johnson valve leaked under the handle when operated under pressure.

Bottom line: The Johnson valve’s leak and lack of flow indicators held it back.

Founded in 1810, Whale Water Systems manufactures fresh, gray, bilge, and wastewater pumps, showers, faucets, and accessories. The Whale diverter valve is made of Teflon-coated Delrin acetal composite that is manufactured in Ireland and comes with a five-year warranty.

The Whale DV5606 diverter valve is fairly compact and has smooth 1½-inch ports at 90-degree angles. When plumbing hose to smooth ports, be sure to secure it with two hose clamps.

The Whale has four mounting flanges and three holes in the body, but there is no hole in the handle for securing it to the body. It includes stick-on arrows and labels such as “Tank,” “Sea,” etc., and the handle points to the “open” position.

The unit is compact, its operation is clean and very smooth, but it did leak through the closed port when operated under pressure. We tested a second sample, and it also leaked.

Whale explained that leaks were rare, but in our case, it was likely a result of the high pressure used in testing. The valve is not rated to 55 psi.

“Our testing is carried out with a normal installation of an open head, i.e. an open seacock overboard or open inlet to black waste,” Whale Engineering Manager Richard Bovilli explained. “Typically, the pressure in this installation is only generated by flow of the pump, which is always less than a lift of 13.1 feet or 7 psi (0.4 bar).”

Bottom line: The leaks and lack of permanent flow indicators kept testers from favoring the Whale valve.

TruDesign Manual

TruDesign products are made in New Zealand and sold in the U.S. through Raritan Engineering Co. ( www.raritaneng.com ). We tested the Manual Aquavalve (Model 1169; sold by Raritan as No. 90314).

Made of glass-reinforced nylon composite, the white valve we tested had black lettering identifying it as a “Toilet Diverting Valve” and labeling the three ports as “Inlet,” “Overboard,” and “Holding Tank.” It clearly shows which port is closed and which is open, a feature testers liked.

TruDesign’s Aquavalve has holes to secure a padlock in one of two positions and includes three 1½-inch thread to 1½-inch hose nipple adapters (one straight, one 90 degrees, and one 120 degrees). They come with appropriate washers and a plastic wrench, but the threads are not standard PVC pipe threads. Installers must determine which fitting and washer each port should have before screwing in and screwing down the base.

The Aquavalve has a silicone seal, which Raritan said gives less resistance when changing the flow from one port to another. The silicone also will not bind to its housing when unused for extended periods, a common problem among diverter valves with rigid seals.

When we applied water pressure during bench tests, testers heard a “pop” inside the valve housing, which resulted in considerable leaking from the closed port. Raritan reported that in seven years of production, there have been no customer complaints of experiences like ours. The company carried out its own test, trying to replicate our problem, and found that it was related to the high pressure in testing.

“The pop sound comes from the silicone seal coming out of its seat and relieving all the pressure suddenly—just like a cork from a champagne bottle,” Raritan’s Kim Shinn explained. The silicone seal can be re-seated by moving the handle back and forth, if the handle does not offer resistance. If there is resistance, Shinn said, then the only safe way to re-seal the valve is to take the unit apart.

Shinn added that although there is no standard for Y-valve pressure ratings, the American Boat and Yacht Council and UL standards related to hull piping specify that sea valves tolerate 10 psi test during opening and closing. “We tested the Aquavalve with 10 psi applied and opened and closed (the valve) 25 times as per UL 1121 17.3, and there were no leaks. We also applied 45 psi for one minute in the closed position as per 18.1 of UL 1121, and no leak and no pop sound.”

Bottom line: The second most expensive ($112) manual diverter valve tested, the Aquavalve has some great features. However, its strong point—the silicone seal— may also be its Achilles heel in moderate- to high-pressure installations.

TruDesign Electric

TruDesign’s EA015 Electronic Aquavalve (sold by Raritan as No. 90344) uses a similar valve body as the manual valve, but the manual handle was replaced with an electric one, a small remote-control panel (2½ by 3½ by 5/8 inches), and a 15-foot data cable. It can be ordered in either 12- or 24-volt.

The 12-volt Aquavalve requires 3.3 amps to operate and 40 mA in standby. The valve housing and control panel are dust- and jet-spray proof. To insure seal lubrication, the valve automatically cycles between ports at regular intervals (so long as the power is on).

The top of the valve and control panel have colored LEDs to show the position of the valve. The control panel has three pushbuttons, two for the valve positions and one to lock it in place. The electrical hookup was very simple.

Testers experienced the same seal popping and leaking in the electric version as we did with the manual TruDesign. The remote panel flashed all three LEDS showing a “fault,” indicating there was a blockage in the valve’s rotation. When this happens—or if power is lost—the valve will not operate. To operate manually, you must disassemble the unit to access the rotor, then use parts that came with the unit to fit out the valve for manual operation. This does not void the warranty.

Bottom line: Priced at $680, the Electronic Aquavalve is overkill for most boats, and we’re hesitant to add an electronic device where a manual will serve just fine. This is more designed for boats where the skipper really needs the convenience of diverting the head without going below, in our opinion.

Conclusions

While only half the test valves passed our high-pressure test, any of them would likely perform well onboard. However, there were a few standouts in the group.

For small boat and other installations where space is a problem, the petite Bosworth is worth considering; it was the most compact and least expensive. But, for just $15 more, we’d go with the Forespar, which is also very compact and well made. It gets our Budget Buy pick. For those with a little more space, we’d opt for the Jabsco or Groco. The Jabsco was a smooth operator with no leaks; it also has the advantage of rotating outlets and would be the easiest to take apart for cleaning and lubricating. It’s the Best Choice. The PS Recommended Groco is more pricey, but it worked perfectly and the one-piece bronze housing has definite advantages for minimum service and longevity.

• Y-valve Installation Advice and Troubleshooting

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Minnesota Yacht Club festival will return in 2025 with an added third day of music

The festival is set again for July 18-20 following a strong turnout in the St. Paul event’s inaugural year.

By Chris Riemenschneider

The dates have been set for the Minnesota Yacht Club music festival’s return to St. Paul’s Harriet Island Regional Park in July 2025, and there’s already one glaring difference from its inaugural year: Three days are listed instead of two.

“Thanks to your support, we’re extending to THREE days,” festival organizers announced in social media posts Tuesday morning.

The days confirmed in the announcement are July 18-20, a Friday through a Sunday. This year’s MYC fell on the same weekend but only ran Friday and Saturday , with performers including the Red Hot Chili Peppers, Alanis Morissette, Gwen Stefani, Gary Clark Jr., Joan Jett and the Offspring.

There was little doubt the festival would be back for another year. It drew a near-capacity crowd of around 35,000 fans each day of its 2024 run, and — aside from some intermittently long concession lines — it earned relatively high marks from organizers and audience members alike.

“We were very happy with the inaugural festival this year,” MYC promoter Tim Sweetwood of C3 Presents, which put on the festival, said in a statement. “Our team has continued to work closely with Saint Paul city officials and collectively determined expanding into a third day made a lot of sense. We are thrilled to return with an all-new lineup July 18-20, 2025 and will continue to highlight the arts and people of Minnesota.”

Organizers have not yet offered more info on the second-year plans, including what kind of an impact the added third day will have on ticket prices. The only link included in Tuesday’s announcement was to pre-book rooms at hotels affiliated with the festival.

Fans can likely expect to pay about $100 more for the general admission passes for three days instead of two. Those started around $200 in early bird pricing for this past year’s festival before being bumped up to $255. The many different VIP options — $255-$1,395 for two-day passes in 2024 — will also go up exponentially with the extra day.

Texas’ C3 Presents specializes in multiday festivals such as Lollapalooza in Chicago, Austin City Limits, Boston Calling and New York’s Governors Ball. Those fests all last three days, too.

What typically happens with these festivals is: Early bird tickets go on sale in the fall or winter at discount prices without any of next year’s artists being named, then the music lineup gets announced in the winter or spring, and then tickets go on sale at their standard prices.

In other words, expect many more updates on MYC 2025 between now and next summer.

about the writer

Chris riemenschneider.

Chris Riemenschneider has been covering the Twin Cities music scene since 2001, long enough for Prince to shout him out during "Play That Funky Music (White Boy)." The St. Paul native authored the book "First Avenue: Minnesota's Mainroom" and previously worked as a music critic at the Austin American-Statesman in Texas.

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A finance CEO's $300 million Ponzi scheme funded a 'lavish' lifestyle, authorities say

Drive planning ceo todd burkhalter used investors' cash to buy a yacht and real estate, regulators say.

The chief executive and founder of an Atlanta-based financial consulting firm is also the leader of a $300 million Ponzi scheme who used investors’ cash to fund his own luxurious lifestyle, according to federal regulators.

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The Securities and Exchange Commission (SEC) on Wednesday charged Drive Planning CEO and founder Todd Burkhalter for violating antifraud protections. Both Burkhalter’s assets and those of his company’s — which the SEC alleges is its founder’s “alter ego” — have been frozen.

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Over the past four years, Burkhalter sold unregistered securities, which he described as a “bridge loan opportunity promising 10% in 3 months,” according to the SEC’s complaint filed in the U.S. District Court for the Northern District of Georgia. By the end of June, more than 2,000 people had invested more than $300 million.

Drive Planning’s team of more than 100 sales agents encouraged people to tap their savings for the securities and claimed that the company pooled the investments and loaned the money out to property developers to make profits. In reality, money from new investors was used to pay returns to existing investors and fund Burkhalter’s lifestyle, the complaint says.

[T]he defendants’ business was nothing more than a classic Ponzi scheme, using new investor money to pay returns to existing investors, with Burkhalter stealing millions to fund a lavish lifestyle,” Nekia Hackworth Jones, the director of the SEC’s Atlanta office, said in a statement.

In a section of the complaint aptly titled “Spending Other People’s Money,” the SEC laid out some of Burkhalter’s alleged misappropriation of funds. That includes a $3.1 million transfer to a boat dealer for a yacht named the “Stillwater,” which he renamed to “Live More.”

Drive Planning also spent almost $320,000 on clothing, jewelry, and beauty treatments, including $75,785 at Louis Vuitton, and $4.6 million to charter private jets and luxury cars. Hundreds of thousands of additional dollars were spent on hotels and resorts and car-related expenses, the SEC said.

Burkhalter used investor funds to buy a clothing store owned by Blue Ridge, Georgia-based TBR Supply House. Another $1.45 million was wired to private jet seller NetJets , a Berkshire Hathaway company, according to the complaint.

Investor funds were also used to buy Burkhalter a ranch in Mineral Bluff, Georgia, where he owns a large barn — funded by investor cash — that he rents out for events . And at least $2 million in investor funds were used to buy him a luxury condo in Cabo San Lucas, Mexico, the SEC said.

The SEC claims Burkhalter has used or plans to use real estate he bought with investor cash to fund his obligations under a divorce settlement. At least $6.6 million of Drive Planning’s funds were used to buy real estate under Burkhalter and his now-ex wife’s names.

Burkhalter and Drive Planning did not immediately return a request for comment.

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