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First look: 15m Explorer Yacht Lynx

  • Toby Hodges
  • November 8, 2023

The 15m Explorer Yacht Lynx is a multipurpose and multi-climates yacht and is both a bluewater cruiser and a high lats explorer, capable of transiting the Northwest Passage

15m sailboat

Product Overview

This 15m Explorer Yacht Lynx is very much a descendant of Qilak , and is even dubbed ‘little Qilak’, thanks to its similar looks, its hydraulic lifting keel, twin rudders and pilothouse. The latter is expansive enough to incorporate a watchkeeping station and a pilot berth.

A multipurpose and multi-climates yacht, Lynx is both a bluewater cruiser and a high lats explorer, capable of transiting the Northwest Passage. A private yacht designed for a Swiss owner, it complies with the MGN 280 code to allow for commercial/charter voyages in all oceans and polar regions.

“ Lynx represents the latest in small explorer yacht design, aimed specifically at families/small groups for short-handed, fast passages and with the ability to then remain in remote areas without support for prolonged periods,” Allen Clarke explains.

This is a true explorer yacht in that it is ice rated and built accordingly with double frames and an ice belt in the hull. The tank capacities are particularly capacious and help give an extensive cruising range under motor of over 3,000 miles.

Clarke explains how they can use VPP programming based on motorsailing and when the engine goes on to help calculate fuel/tankage: “It’s the same stuff we use on race boats but here we’re using it for a remote cruising boat.”

15m sailboat

The designers’ assumptions were made on having a watermaker, 800Ah batteries and an 80A 24V alternator. Four major passages were analysed, ranging from the 2,000 miles of a Northwest Passage to the 7,500 miles from Europe to Montevideo, Uruguay, as well as spending up to 60 days aboard. Fuel usage from motoring, charging batteries and heating for the Reflex stove were calculated leading to the conclusion that the spec for 1,570lt of diesel with 200lt reserve in the day tank seems more than ample for this design.

The 860lt of waste water tanks are also deliberately generous in an attempt to future-proof the boat against regulations which may get stricter in the future.

Nevertheless, Lynx should still sail well – indeed Owen calculates average speeds of over 8 knots. The sailplan is easy to use short-handed, and includes a carbon mast from which you can set an easily reefed or furled jib or staysail as well as downwind sails.

The raised pilothouse boasts surround visibility, a watch station, pilot berth and wet locker. It has triple glazed windows and is accessed via a watertight door. There is also a workshop and stowage in the extensive forepeak.

From the pilothouse you move down into the lower deck, where the central keel trunk gives separation to the large galley to port and the heads and two person sauna-cum-extra stowage to starboard. There are twin double berth cabins aft and a large open plan saloon forward. This has good natural light and includes a Pullman berth opposite the saloon, plus an office space.

The aluminium structures were fabricated at Koopmans Kosko, Holland and Lynx is now in fit-out stage.

15m Explorer Yacht Lynx specifications

LOA: 15.15m / 49ft 8in Hull length: 14.45m / 47ft 5in Beam: 4.59m / 15ft 1in Draught: 3.51-1.41m / 11ft 6in-4ft 8in Displacement: 16,800kg / 37,037lb

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15m sailboat

What’s the Largest Boat One Person Can Operate?

So you're looking for something big, but want to go at it alone. Sailing single-handed (also known as short-handed) is perfectly doable, although not always ideal. As every 28-year old, I want something over 30 feet - but is it actually practical?

So what’s the largest boat one person can operate? Most experienced sailors seem to stay under 35 feet - anything over 50 feet is uncommon. But there really is no upper limit. It depends on skill, experience, and courage. Generally, if you're a reasonably skilled sailor, you'll be capable of sailing these boats alone:

  • Without systems: under 28 ft or 8 m
  • With systems: under 46 ft or 14 m
  • Typically, experienced sailors stay under 35 ft
  • Anything over 50 ft or 15m is uncommon

If the manufacturer bothered to include a crew cabin, it's probably a good idea to have a crew.

Length is not really the issue with short-handed cruising. There is no limit, except for your experience and ability. The real questions are: what do you feel comfortable with; and what's the amount of sailcloth you can safely handle?

Another factor is stability - bigger boats tend to be more stable, and can be operated from the cockpit entirely (with the lines running aft and having remote controls). Besides docking, there really isn't an issue, and larger boats might be more easy to handle on your own than smaller boats having the wrong configuration.

Sailor's point of view heeling into the sunset

On this page:

How many hands do you need, why do you want to go big, how much sail can you handle, the downside of sailing a large boat alone, preparing for passages, 3 incredible sailboats you can sail solo, related questions.

Apart from the question of whether it's technically possible to sail a boat solo, let's also check whether it's comfortable. Because you're probably not buying a boat to prove anything to anyone (or are you?), but to have a great experience. The following boat lengths are comfortable to sail ...

  • single-handed: under 35 feet
  • double-handed: 35 - 50 feet
  • crew: 50 feet and up

So why is it more comfortable to sail anything over 35 feet double-handed?

Sailing is the easy part - everything else gets more difficult with added length. The biggest limiting factor is how you're planning to dock. Get this right and you've lost your biggest bottleneck. Some marinas offer assisted docking to facilitate single-handed sailing, which can be of great help.

How much does it cost to own a sailboat? Read our complete sailboat ownership cost guide for a complete overview of all the ownership costs and the purchase cost of a new & used sailboat.

Docking aside, it helps to have someone to handle the lines while you helm the boat.

Another important factor is troubleshooting any (technical) problems when you're on your own. There should be enough people on board to address any problems that come up. If you're not comfortable with possibly having to deal with change in weather, emergency reefing, technical issues, and so on, you should probably consider getting your significant other, or a friend along.

Check what the specific boat is built for. Purpose-built solo racers can be very large (120 ft) and are easy to maneuver single-handed (which isn't to say they're all of a sudden easy to dock - anything big just isn't).

If it isn't about length ...

... then what's it about? I think more important then length is:

  • boat layout
  • systems and remote control availability - check out the full list of systems below
  • home berth conditions - if these are good (upwind, assisted docking, protected water) docking will be way easier

Think in displacement instead of length

Another way to go at it is by thinking in displacement instead of length. The amount of crew you need for the amount of displacement:

  • 12 - 30 tonnes: one experienced boat hand or two inexperienced ones
  • 30 tonnes and up: an experienced crew

Also, consider why you'd want to go big. I would encourage you to really think this through. It's perfectly possible to sail anything over 50 feet solo, but there's a point at which I start to wonder why. This is around the 42' mark. It simply becomes more uncomfortable quickly. So if you don't have any good reason to get a bigger boat besides ego, don't do it - you will probably come to regret it.

On the other end, if you do have a solid reason for needing more length, then please, go for it. Consult yourself to get to the bottom of it. Some legit reasons, I believe, are:

  • You're planning to live on the boat
  • You're doing multi-day trips and need a place to sleep
  • You really like to polish endless amounts of hull surface

One sailor can typically manage about 300 - 400 sq ft. of sail. Anything up to and it becomes unmanageable quickly, especially if the weather turns. Following this rule, you can increase your hull length a bit if you choose a boat with more and smaller sails. So you can sail a somewhat larger yawl or ketch.

Things that become difficult on your own:

You can do lots on your own, especially if you have some automation systems in place. But there are some jobs you just can't do without a helping hand.

  • getting in and out of the slip
  • docking - catching dock lines
  • standing watch / sleeping

Systems you probably want to consider:

If you're going to sail something over 35' alone you should definitely consider the following systems:

  • autopilot for steering
  • lines running aft (running to cockpit)
  • electric windlass
  • roller furling
  • hydraulic bow/stern thrusters with remote

Skills you want to develop and get right:

  • Docking: dock, dock again, dock some more. Practice until you can effortlessly maneuver in tight spaces while allowing yourself the time to walk up and down the entire hull length
  • Get the steering configuration right
  • Get the right cockpit layout

A great example of how to successfully sail solo:

Don't underestimate the power of the wind and tide. The forces you need to deal with are extreme. The longer the boat, the larger the grasp of the wind on your sails becomes. Longer boats are heavier as well, which is why they gain more momentum once they're set in motion. Stopping a 50-footer is difficult - not being able to do so very risky. A larger hull means the tide can get a better hold of you.

Single-handed sailing means that you're solely responsible to manage all of these forces. Also, if something breaks, you're on your own. It can get quite stressful at times. If you don't mind this kind of challenge, and you're in good physical shape, there's no reason to stop dreaming at a certain hull length. Just be aware of what you're signing up for.

Another thing to consider is that larger boats take longer to prepare to make way. You can get a small 26-footer up and running in half an hour, but a 46-footer can just as easily take you up to a week. The time you'll need to spend on maintenance will also increase exponentially.

We all know that anything that takes that too much effort will happen less often. If you want to get out there a lot, get something that's quick to set up.

With any passage, I believe it's best to have at least one other capable sailor on board. This way you have your backup, just in case anything happens; and you greatly reduce any possible (serious) risks.

If you need to go solo because you don't have any (sailing) friends or companions, I highly encourage you to find another (solo) boat and stay within the vicinity and stay in touch throughout. Having some form of backup is in my mind important with these kinds of prolonged trips.

  • Phocea - 246 ft or 75 m
  • Trimaran Spindrift 2 (Banque Populaire V) - 130 ft or 40 m
  • Macif - 100 ft or 30 m

Phocea large four masted yacht on backdrop of mountains

What’s the largest yacht for couples?

With the two of you, the sky is the limit. If you're planning on both learning all sailing skills, that is. With two fully capable sailors on board, there isn't any reason to limit yourself, other than what you're capable of handling based on your experience.

However, if one of you is doing all the work, I would regard it as having one sailor and one pair of helping hands on board. I'd stay in the 35 - 50 ft range at most.

What size boat requires a captain's license?

In the US there isn't a required license based on length, though it's smart to get your license. It allows you to take along paying passengers, which is a great way to earn some extra money and get the extra hands you need on board.

The captain's license consists of a comprehensive exam, helping you to understand coastal navigation, deck knowledge, and rules and regulations. It's a good way to increase your theoretical knowledge, increasing safety on every vessel you set foot on.

A license will cost you between $500 - $800 and lasts for five years. Think you can earn it back by taking some folk along for the weekend?

Also, if you own a large boat (say 50 ft and up) your insurance company may require you to get a license or hire a licensed captain.

How much does it cost to hire a boat captain?

On average, a boat captain cost about $1,000 per year per foot. If you're just hiring for the week, the price is more in the $300 - $400 ballpark. On average, a week trip will cost you:

Fernando Affonso

Hi, congratulations for your post. It was very clarifying. Rgds

Shawn, Your post and information was extremely helpful Thanks very much! Regards, Casey Milton Ontario Canada

Yes, you can sail 75 meter long Phocea single handed. Sailing it is the easy part. But can you enter (moor or dock her) or leave harbour with her single handed? That is the question.

Sonal joshi

Dear sir we are staying far drom sea and in life once saw sea but me and my husband wanr to sail in sea please gyide us how to start and which boat is suitabke fir us for sailing and living in budget , we are from India

thanks 🙏 great info!💪

Excellent. Well thought out and clear, with good examples. Thank you!

I tried to read this article. But stopped after 100 words cause stuff kept popping up.

Shawn great job explaining BUT ads kill the reading popping up and change screen from top to bottom and bc versa. I am out Ben

Tamika Ligar

Hello improvesailing.com admin, Your posts are always well-balanced and objective.

Leave a comment

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SAILING WORLD'S BOAT OF THE YEAR

Designed by Reichel/Pugh and built by Melges, the Melges 15 prioritizes stability, comfort, ease of use, and performance.

“The Melges 15 creates a clear pathway for junior sailors to get started and stay excited about sailing while also being comfortable and accessible enough for adults to learn, race, or cross-train,” said Harry Melges III.

The Melges 15’s stable hull shape and ergonomic cockpit make it a suitable layout for adult racing and educational sailing. Easy conversion from a club configuration (non-spinnaker) to a one-design setup, provides more versatility to club programs and options for individual owners.

With the main design goals focused on stability and performance in a variety of conditions, the boat features a narrow overall beam and a flat cross-section shape for stability, righting moment, and ease of planing. For a more forgiving feel upwind and to navigate larger sea states, the Melges 15 has just the right amount of fore and aft rocker.

Melges conducted extensive research and product testing to produce this layout factoring in cockpit depth, backbone height, and floor plan. The result is a comfortable environment for both the skipper and crew. The deeper cockpit takes the load off the sailor’s knees helping them feel locked into the boat while the high boom and gnav vang system work together to make the boat easier to maneuver.

The asymmetric spinnaker offers an additional performance element while the single-pull launch and retrieval system makes handling the sail easy and fast.

The Melges 15 is built to be sailed by everyone from friends and couples to families and kids. The design offers performance, comfort, and stability in one sleek package.

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  • PRODUCT OVERVIEW

15m sailboat

Asymmetrical Spinnaker

Learn more on QuantumSails.com .

Ergonomic Cockpit – The Melges 15 features an ergonomic platform and a broader weight range for competitive racing. Melges conducted extensive research and product testing to produce this layout factoring in cockpit depth, backbone height, and floor plan. The result is a comfortable environment for both the skipper and crew. The deeper cockpit takes the load off the sailor’s knees and helps them feel more locked into the boat. Creating a boat that adults can feel comfortable while sailing was a key design factor in the hull and cockpit design of the Melges 15.

Performance & Stability – With the main design goals focused on stability and performance in a variety of conditions, the Melges 15 features a narrow overall beam and a flat cross-section shape for stability, righting moment, and ease of planing. For a more forgiving feel upwind and to navigate larger sea states, the Melges 15 has just the right amount of fore and aft rocker.

Single-Pull Spinnaker System – The asymmetric spinnaker offers an additional performance element while the single-pull launch and retrieval system makes handling the sail easy and fast. One line pulls the halyard up, bowsprit out, and tack line out. To take the kite down, simply release the pull-up line and pull the douser line to take the kite back down again. The kite douses into a bag located in the front of the cockpit.

Cockpit Layout –  Every aspect of the deck hardware has been designed for simplicity and ease of use. With blocks and cleats situated in easy-to-grab locations making it easier on the skipper and crew to maneuver the boat.

Gnav Vang – The Gnav vang system gives the crew substantially more space to maneuver in the cockpit.

Tapered Aluminum Mast – The Melges 15 mast features a tapered mast tip allowing for maximum depowering when the breeze is up. The stiffer bottom of the mast combined with the softer mast tip allows the M15 to be sailed competitively by a wider range of weights in both light and heavy air.

Aluminum Foils – Aluminum foils maximize performance and durability in one package. Consistent foil shape helps ensure fair racing across the class while being extremely durable.

Flip-up Rudder –  Never has been getting your rudder up been so easy. No need to get wet, no lines to pull, just pop the tiller up and pull it forward, this action pulls the rudder into its flipped up position.

Club Sailing or Racing –  Transitioning from a non-spinnaker to a spinnaker platform is quick and easy. Set the bowsprit and spin back in the boat and you are ready to go. This is a great feature for clubs who want to teach during the day and race at night.

Closed Transom –  Comfort and safety were at the forefront of this design. Closing the transom of the Melges 15 has eliminated the need for a false floor, allowing for a deeper more comfortable cockpit. Any water that enters the easily drains out of the scupper holes in the transom and the bailors in the cockpit.

Melges 15 Class Website

Melges 15 Speed Guide

Melges 15 YouTube Channel

Rigging Videos How to Rig the Melges 15 How to Rig the Spinnaker on a Melges 15

Downwind How-To Videos How to Set the Spinnaker How to Gybe How to Douse the Spinnaker

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Introducing the Melges RIB 625C

February 22, 2024

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February 19, 2024

Annapolis Sail Works Joins the Melges Dealer Network

October 17, 2023

Built to Last: The Melges 15’s Unwavering Focus on Durability for Institutional Use

October 12, 2023

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21012022-DSCF3472[33]

Marell M15 - A state-of-the-art high-speed craft platform

Marell M15 Patrol was the initial vessel produced during 2019 that was acquired and delivered to the Stockholm Sea Police in June 2020. Hurtigrutten Svalbard acquired an M15 Tour in January 2021, with the objective to offer their tourists an environmentally friendly, silent and unique experience. For commercial customers we offer four types of vessels: M15 Patrol, M15 SAR, M15 Crew and M15 Tour. The M15 can also be delivered in civilian versions as an M15 Custom or M15 Tender.

m15q speed boat

Unique hull design features

The M15 is designed to enable high-speed performance in heavy seas. Strong webs and longitudinal framing ensure extremely high hull performance at high speeds in rough weather conditions. The 21-degree deadrise at stern, a well-shaped and fine-tuned fore body and longitudinal strakes, ensures that rides in high waves are comfortable and high-speed turns safe. Moreover, the craft runs dry at all times, with all sea spray directed to the side of the boat, keeping the windscreen and deck clean from water.

Integrated control and navigation system

The navigation equipment and layout is highly sophisticated with a central ergonomic helm together with an SB navigation station plus a PS engineer/ workstation. Furthermore, it includes an integrated control and navigation system that can be configured for different needs with alarms and engine information on all connected screens. In front of the navigator, two 17” displays are situated, one for radar and one for charts. The helmsman has a 24” display in a low front position, giving clear direct boat information

Cabin configuration with highest comfort

The M15 is available with an open top or a closed cabin version, both with a fixed canopy with sliding sunroof. A fore peak with sanitary space and beds are optional. The crew are comfortable seated in Ullman Daytona Crew seats and passenger seats as requested. Heating, cooling and ventilation are designed for highest comfort across climate zones, from Arctic sea to Tropical waters. Windows are tempered, laminated and tinted to reduce sun glare. The dashboard is covered with black mats to further reduce glare.

Safety first

All crafts are equipped with two life rafts, fire extinguisher, rescue net, rescue ladders and emergency kits. The basic design has four watertight compartments to meet safety requirement of single compartment flooding. All decks are self-bailing and equipped with anti-skid and robust railings. The crafts come with a complete set of mooring lines, anchor, fenders and VHF/DSC system. On deck a special track system is mounted for securing of load. The 6 or 8 bollards are of robust design for both mooring and towing other vessels. The craft is also equipped with 4 strong lifting points for safe hoisting of the boat.

m15vp2 uppifrån

Marell M15 Patrol - Strong, light, efficient and versatile

The M15 Patrol is designed for anti-piracy operations, border control, intelligence gathering, maritime security, boarding and patrol/police missions. Outboard engines are the preferred drive system for high-speed interception up 70 knots. For boarding and patrol, inboard sterndrives in twin or triple configuration are the best option and for low-speed loitering in combination with high-speed interception a hybrid diesel/electric propulsion system can be offered.

The Marell crafts are designed with a center steering position, inherited from racing and pilot operations. The helmsman's central position gives full and optimal control during boarding and advanced maneuvers. The navigator is sitting next to the helmsman in a unique and ergonomically designed cockpit layout, required for high-speed and intercept operations, in any type of weather, day or night, across all climate zones.

The raised fore deck creates a stable platform for the officers when approaching other vessels whilst the lower aft deck can be used when boarding smaller vessels, launching watercrafts or rescue runners carried on deck. The aft deck is a very flexible and stable multi-purpose platform from where you also can launch crew members to a helicopter and successfully carry out complex SAR operations in high seas.

M15 drive train configurations

Twin or triple D6 w/ sterndrives

Twin, triple or quad outboard

Volvo Penta IPS

M15 main particulars

Length overall:.

Up to 70 knots

Design Rules:

CE Class B offshore

100A1 SSC PATROL HSC G2

Beam overall:

Displacement:, no of persons:.

Up to 1000 Nm

Lloyds Grey:

Lloyd’s Register +

M15 other particulars

Hull material:.

Marine grade aluminium Sheet metal EN-AW 5083 & Profiles EN-AW 6060

Canopy made of vacuum moulded GRP

Epoxi paint and antifouling

Deck panels:

GRP composite honeycomb laminates

Closed polyethylene foam with polyurethane coating

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Updated guidance on fitting a radar reflector to boats under 15m

  • Katy Stickland
  • November 15, 2022

The Maritime and Coastguard Agency has updated its guidance and is urging all owners of boats under 15m/49.2ft to fit a radar reflector

A radar reflector from the top of a yacht

All boats less than 15m/49.2ft and under 150 gross tonnage should permanently carry a radar reflector. according to the Maritime and Coastguard Agency. Credit: Graham Snook/Yachting Monthly

The Maritime and Coastguard Agency (MCA) has updated its guidance on the use of a radar reflector on boats less than 15m/49.2ft and under 150 gross tonnage. 

Marine Guidance Notice (MGN) 349 states that a radar reflector or radar target enhancer should be permanently installed, and offer the largest radar cross section (RCS) as practical for the vessel.

Commercial ships use radar equipment that operates in the ‘X’ band (9GHz) and the ‘S’ band (3GHz).

A radar reflector on a recreational boat should have a RCS of at least 7.5m² at X-Band and 0.5m² at S-band when mounted at a minimum height of four metres above sea level.

Just because you have a radar reflector, doesn't mean you will be seen. Always keep a proper lookout, advises the MCA. Credit: Graham Snook/Yachting Monthly

Just because you have a radar reflector, doesn’t mean you will be seen. Always keep a proper lookout, advises the MCA. Credit: Graham Snook/Yachting Monthly

The RCS should be maintained over a total angle of at least 280° of azimuth and not below this level over any angles greater than 10° (a null).

There should not be a distance of less than 20° between nulls.

For power driven vessels and sailing vessels designed to operate with little heel, such as a catamaran or trimaran, this performance should be maintained through angles of (athwartships) heel 10° either side of vertical.

For other vessels, the radar reflector should maintain this performance over 20° either side of vertical. Any radar reflector meeting the above requirements should comply with ISO 8729-1:2010.

If the radar reflector meeting these standards are unsuitable for boats under 15m LOA, then owners are recommended to fit a radar reflector to the older standard EN ISO 8729:1998, which has been retained for type approval under the Marine Equipment Regulations (MSN 1874) for radar reflectors for lifeboats and rescue boats.

It should be noted that Echomax has emailed Yachting Monthly to say it has contacted the MCA to express concern over their mention of ISO 8729-1:2010, as currently, there are no known passive radar reflectors which meet ISO 8729-1:2010 which has a volume limit of 0.5m3 and weight limit of 5kg.

In response, the MCA said:

‘The notice will not be amended as it can’t be confirmed 100% that there are no products of this type currently on the market, but it is highly likely during our research that this is the case.

In reference to 3.1.3 of the amended MGN:

‘3.1.3 However the above standard results in a large reflector that may be unsuitable for vessels under 15m overall length, in which case Owners and skippers of craft less than 15m overall length are recommended to consider fitting a radar reflector to the older standard EN ISO 8729:1998, which has been retained for type approval under the Marine Equipment Regulations (MSN 1874) for radar reflectors for lifeboats & rescue boats.’

EN ISO 8729:1998 remains in force until a product is placed on the market approved to ISO 8729:1.’

Continues below…

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The MCA is also advising skippers that in certain circumstances, their boat may still not be readily visible on ships’ radars, even when fitted with a radar reflector or a radar target enhancer, and that this does not replace the need for a proper lookout at all times.

MGN 349 was initially published following the deaths of three sailors aboard the Sailfish 25, Ouzo overnight on 20-21 August 2006.

Rupert Saunders, 36, Jason Downer, 35, and James Meaby, 36, all died when their yacht was sunk six miles south of St Catherine’s Point on the Isle of Wight after a collision with the P&O ro-ro ferry Pride of Bilbao .

The mast of a yacht

Radar reflectors should be mounted at a minimum height of four metres above sea level. Credit: Graham Snook/Yachting Monthly

A report by the Marine Accident Investigation Branch ( MAIB ) found that Ouzo had not shown up on the ferry’s radars and the bridge team on Pride of Bilbao had not seen the yacht until is was very close ahead.

The officer on watch made a last minute manoeuvre to avoid Ouzo and believed he had been successful, although he did not contact the yacht crew to confirm this, and instead relied on seeing, what he thought, was the yacht’s stern light.

The MAIB concluded that the Pride of Bilbao had collided with Ouzo , or passed so close that the yacht had been swamped or capsized by the ferry’s wash. The yacht was never recovered.

The MAIB did commission a report by QinetiQ to carry out research into a number of common types of radar reflectors to compare performance with International Standards (ISO 8729).

The recommendations included:

  • Using a Sea-Me radar reflector where power is available;
  • Making sure the RCS of the radar reflector was a minimum of 2 m²
  • Not using a 4” or 2” tube reflector due to its poor performance.

Details of MGN 349 can be found here.

Details of the full MAIB report into the sinking of Ouzo and the QinetiQ Radar Reflector report can be found here.

Please note this article was updated on 23 November 2022 after YM was contacted by Echomax about the updated MGN 349 guidance, to inform us that there are currently no known passive radar reflectors which meet ISO 8729-1 which has a limit of 0.5m3 and 5kg.

Enjoyed reading Updated guidance on fitting a radar reflector to boats under 15m?

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  • TECHNICAL SUPPORT

LEADERS IN EVERY DETAIL

Every Seldén rig is carefully thought out, down to the last detail. All the way from the materials and functions of the different parts of the rig, to dimensioning the right rig for each individual boat. Each component contributes to the performance of the whole rig. That is the Seldén way – experienced yachtsmen behind every aspect of design, product development and production.

CONVENTIONAL MASTS FOR YACHTS

15m sailboat

Spareparts and aftermarket service

Since 1992 we have engraved a unique code into the mast section. We call it the mast ID number and you find it at the lower end of the aluminium section. This number tells us when your mast was built and what parts were used all the way down to nuts and bolts. The mast ID number includes the designation of your mast section which enables you to find part numbers in our catalogues and sparepart lists, all to be found under Technical Support. A corresponding number is to be found in the forward lower end of your boom. Best of all – take a close look at the components on your mast and you will find part numbers on them. Can it be simpler? Complete rigs and spareparts are sold by our World wide network of independent rigging companies.

CONVENTIONAL MASTS FOR YACHTS

Our conventional masts for 26-80 feet yachts are divided in two categories. The longitudinal oriented sections and the lateral oriented. Which one we select depends on the chain plate locations of the boat and number of spreaders.

LONGITUDINAL MAST SECTION

These sections are used for rig configurations with in-line spreaders or moderate spreader angles. The relationship between the length / width is 1,9 in order to create longitudinal stiffness allowing higher forestay load tensioning the backstay. Running backstays can often be avoided and the risk of mast pumping is also reduced. These rigs normally come with multiple pairs of spreaders and they are designed for the popular MDS sliders (Multi Directional Support).

LATERAL MAST SECTION

For rigs with large spreader angles, lateral stiffness is of higher importance than longitudinal stiffness. This is the result of a large spreader angle creating longitudinal stability, whereas the lateral stability is achieved by the geometry of the mast section. This makes for a mast section which is wider and rounder than the corresponding longitudinal section and therefore the number of spreaders can be reduced. These sections are popular for upgrading a boat from the 1970-90’s with a traditional style single spreader rig, but still with all the benefits of modern functions such as the Inner Wheel Sliders (IWS).

15m sailboat

WHAT IS A KEELBOAT?

Seldén’s definition of a ”keelboat” is a boat sized in between a dinghy and a yacht, with a length of approximately 18-28’. These boats often have a 50% ballast ratio. Consequently, the weight of the keel represents half of the total displacement.

Tradition and development

Tradition and development

Seldén’s seven aluminium keelboat sections feature a wealth of sophisticated and functional solutions, originating from the dinghy range and the yacht range. The sections are extruded and anodized and they are all available with a tapered top as an option. Let us design your keelboat rig or ask us for our One-design solutions.

  • Keelboat masts

FURLING MASTS

A seldén furling mast lets you operate your mainsal from the cockpit. simple and convenient.

Its unique features for reducing friction and initial sail resistance make furling and reefing child’s play. And it also makes sailing safer and far easier for you and your crew. With a powered furling mast and a powered Furlex jib furler it is even easier to set, reef and handle your sails. You can work your sails single handed, without leaving the helm. Powered systems are available for yachts ranging from 35 to 70 feet.

MORE ENJOYABLE

Due to the easy handling, with a furling mast you will do more sailing and less motoring.

A Seldén furling mast makes it easy to unroll and set your mainsail. Rolling it in is just as quick and easy. As your sail is neatly stowed out of the way the instant it is rolled in, you have a clear view when manoeuvring under power.

You can set your sail to suit the weather conditions, from the safety of the cockpit.

By furling the sail vertically into the mast, you don’t have to furl very much to get a substantial decrease of the sail area.

You hoist the sail just once a season, so a small crew can manage a much larger boat.

WELL BALANCED

There are no fixed reef points, so the number of combinations between furling genoa and main are unlimited.

15m sailboat

THE SELDÉN FURLING PRINCIPLE

The wide sail slot allows for vertical battens and a positive roach of the main sail and the sailgroove on the luff extrusion is located asymmetrically to help the sail furl easily around the extrusion.

The furling system is based on Seldén’s proven technology. Geared line driver winch, tensioned luff extrusion and the patented load distributor of the halyard swivel. All to make furling an easy and fast operation. The Seldén furling masts come with twin cable conduits, enabling the cables to run freely and well protected from all running rigging. The cable conduits also facilitate cable replacement.

15m sailboat

EASY TO OPERATE

There is an outhaul line for rolling out the sail, and an endless line for rolling it in. It’s simple as it sounds. Or if you wish, you can operate the sail at the mast using a winch handle. The geared reefing winch mechanism runs on ball bearings, so it takes little effort to roll in the sail. Greasing holes in the mast facilitate maintenance.

Two oval holes on the port side of the mast allow for easy access to the tack attachment, sail fees, tensioning screw and halyard swivel. Just remove the composite covers and the rest speaks for itself. You can inspect the halyard swivel and carry out annual maintenance through the upper access hole.

ABSORBS ALL SAIL FORCES

The outhaul cars are fitted with horizontal and vertical wheels, enabling them to absorb forces from every direction.

TURNING BLOCK FOR CONTROL LINES

Turning blocks at the base of the mast are designed to enable the ready-spliced, endless line to be easily threaded into position. Seldén deck blocks have the same feature.

15m sailboat

LOW FRICTION

The sail groove on the luff extrusion is located asymmetrically to help the sail furl easily around the extrusion. In addition, the rotating luff extrusion is tensioned and fitted with ball bearings top and bottom. This reduces friction between the sail and the inside of the sail compartment.

UPGRADE YOUR MAST TO ELECTRIC DRIVE

UPGRADE YOUR MAST TO ELECTRIC DRIVE

To make sail handling easier for a small crew we have synchronized an electric motor in the mast with a newly developed electric winch for the outhaul, E40i. Push a button and the sail comes out in a controlled fashion as the winch adjusts the outhaul tension in relation to the motor in the mast.  This is what we call Synchronized Main Furling.

IN-MAST FURLING MOTOR

IN-MAST FURLING MOTOR

Converting a manually operated furling mast is quite easy. Basically, the vertical shaft in the original line driver is replaced for a longer version which is connected to the motor. A clutch allows the motor to be disconnected for manual operation, if ever needed. The motor is completely integrated in the mast and connected to the Seldén Power Supply and SEL-Bus system. The motor can be retrofitted to Seldén furling masts type RB (~36-43’ yachts).

How to upgrade a furling mast to electric drive

PUSH BUTTONS

PUSH BUTTONS

Push the ”OUT” button and the sail will start to unfurl. The E40i winch will tension up the outhaul while the mast motor feeds out the sail. The speed is increased when the ”IN” button is pushed in addition to ”OUT”. To reef, just release the outhaul from the winch and push ”IN”.

E40i ELECTRIC WINCH

E40i ELECTRIC WINCH

The E40i winch is built up around an electric motor which is totally integrated in the drum. Only three thin cables are protruding to lead through the coach roof or the deck, no large cutouts and no external motor or gearbox. This makes for uncompromised headroom down below which is normally not the case with electric winches. The three speed operation provides a high speed gear, a moderate gear and a low speed gear for fine tuning. It is a two finger operation to start the winch and to swich gear, so a single-handed sailor can helm while adjusting the trim.

HOW IT’S CONNECTED

  • Upgrade your mast to electric drive

Seldén Carbon fibre masts – the perfect mix of Craftsmanship and modern production Technology

FOR EVERYONE THAT CANNOT RESIST SPEED

FOR EVERYONE THAT CANNOT RESIST SPEED

Carbon composite combines stiffness and strength with low weight. Seldén low-weight carbon spars have accentuated longitudinal stiffness. This means that forestay tension can be substantially increased. All experienced racing sailors know what this means in terms of increased upwind performance. The combination of greater stiffness and reduced weight will bring you beyond the speed limits.

MANDREL FILAMENT MOULDING

MANDREL FILAMENT MOULDING

Our carbon spars are designed using the latest finite element analysis backed by many years of solid engineering experience.

Our unique production method gives a unique look. We call it Mandrel Filament Moulding (MFM). The process is fully automated and computer controlled for ultimate accuracy, repeatability, efficiency and that stunning ‘Viper’ pattern.

Seldén produce over 400 carbon masts per year as well as booms, poles and bow sprits for boats including high performance skiffs, racing keelboats, IRC race boats and some of the world’s most prestigious cruising yachts. With more sailors choosing Seldén carbon spars, the pattern is obvious.

15m sailboat

  • Carbon spars
  • Carbon masts

SELDÉN DINGHY RIGS – GOING FOR GOLD

SELDÉN PROFILES

SELDÉN PROFILES

Working hand-in-hand with the world’s top dinghy sailors, carefully analysing their input and feedback, enables us to produce the ultimate Seldén dinghy rig for every boat. Ever since Seldén acquired Proctor in 1997, we have improved and developed the already acknowledged excellence of the Proctor products, so that they are now, like all other Seldén products, the best of the best. Our innovative design, attention to detail, advanced testing and manufacturing have won Seldén the trust of dinghy sailors all over the world and has contributed to numerous Championship medals.

  • Dinghy masts
  • Class reference guide

SELDÉN DINGHY CARBON RIGS

– the Mast you buy will perform as well for you as it will for a World Champion Sailor!

IN-HOUSE SPECIALIST DESIGN TEAM

Seldén has the design expertise and software to enable us to create a mast to meet exacting performance require­­ments. During the design process the position and alignment of each fibre is precisely calculated so as to meet the required bend characteristics. This detailed design is then used to program and control our filament winding equipment.

The combination of meticulous care, long experience, and exact specifications enable us to achieve optimum performance for minimum weight.

Computer controlled laminate lay-up Carbon filaments are wound around a mandrel (male mould), under controlled tension, via a designated winding program supplied by the design team.

FILAMENT WINDING, a computer-controlled process (CNC), guarantees consistent and accurate filament fibre orientation from spar to spar. Carbon filaments can be laid from 0° (uni-directional) to leave 89° (hoops) and at all angles between to produce a wide range of bend characteristic requirements. This accurate alignment of composite filaments is vital to the performance character­istics of a carbon spar. Fibres are laid under tension, which means that we can make the most efficient material choice and supply the lightest spars on the market.

This process gives a Seldén spar a level of tube consistency unattainable via any other composite manufacturing technique. Hence, the mast you buy will perform as well for you as it will for a world champion sailor!

15m sailboat

USE OF PRE-PREG CARBON

Only the highest grade pre-preg tows of T700 or TZ carbon fibre are used to give sailors the best stiffness-to-weight spar. This, in combination with our filament winding process, enables the highest fibre-to-resin content pre-preg to be used.

The aerospace grade pre-preg has a UV stabiliser in the resin system to give the spars a guaranteed long life, even in the sunniest of climates. More fibres and less resin, mean lighter, stiffer masts.

AUTOCLAVE CURED

The consolidation of the material to form a ready-to-assemble carbon tube is completed in our in-house 20-metre long autoclave. The combination of heat and pressure to cure the resin and consolidate the pre-preg material ensures a strong and consistent final product.

  • General conditions of sale >
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15m sailboat

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Tasmanian farm the size of Gibraltar sells for $15m in 'good deal' for management fund

ABC Rural Tasmanian farm the size of Gibraltar sells for $15m in 'good deal' for management fund

A green field, surrounded by cows.

An Australian management fund has nabbed another slice of historic Tasmanian farmland from billionaire Chinese businessman Xianfeng Lu and his troubled dairy company.

Prime Dairy, the dairy arm of Melbourne-based fund manager Prime Value Asset Management, will fork out $15 million for a 700-hectare dairy farm inside the gates of the historic Woolnorth property in the far north-west of Tasmania.

The sale equates to about $21,400 a hectare, which is less than the region's median price of $25,583 a hectare.

Kirsti Keightley, the general manager of Prime Dairy's dairy investments, has called it "a good deal".

"This latest 'inside the gate [of Woolnorth]' purchase adds significantly to our Tasmanian holdings, which are some of the best dairy-producing lands in Australia," she said.

A woman crouched in a green field, surrounded by cows.

A fresh start

Ms Keightley said the property was an organic dairy licensed for 600 cows, which Prime Dairy intended to return to conventional farming.

"We're probably looking to be milking 900 to 1,000 cows, so we will have to do some work on the effluent system," she said.

"Generally, the farm's in reasonably good condition."

Ms Keightley said the sale would mark the end of Prime Dairy's expansion in the area, where it had already experienced a 35 per cent improvement in production since last year.

"We have achieved what we set out to do in 2019, having built a dairy business across 5,000 hectares in north-west Tasmania and south-west Victoria," she said.

"We have enough land to have reached our goal of 10,000 dairy cows.

"We expect significant further growth to come."

The sign at the entrance to the Van Diemen's Land Company.

Cows culled, milk contract pulled

The sale comes after a troubled three months for Van Dairy Limited (VDL).

In February, major dairy processor Fonterra pulled the pin on a 25-million-litre milk contract with Van Dairy, citing several "unresolvable commercial factors".

As a result, at least 700 cows, or about 10 per cent of the herd, were sent to slaughter.

The ABC understands that number is now in the thousands.

At the time, Fonterra's director of farm source Matt Watt said the company would seek to replace the lost milk from other Tasmanian farms.

"We stopped collecting milk from all VDL farms on February 1 after providing VDL with several months' notice to mitigate the impact on their business and supporting them in determining their next steps," he said.

Mr Lu was contacted for comment.

Historic property carved up

The deal marks yet another break up of what was Australia's largest dairy operation, run since 2016 by Chinese-backed Moon Lake Investments, rebranded as Van Dairy Limited.

Historic Woolnorth, which covers 143,500 hectares of high-rainfall farmland, was owned by the British Van Diemen's Land Company for about 170 years.

The property was slowly whittled down before it was snapped up by a New Zealand company in 1993, and then bought by Mr Lu in 2016.

In 2021, amid widely publicised issues with effluent problems, alleged animal welfare and farm management problems, Mr Lu sold off 12 properties outside the Woolnorth gates, including 11 to Prime Dairy.

Later that year, Mr Lu sold 6,000 hectares of "inside the gate" farmland to family-owned TRT Pastoral Group for $120 million.

Xianfeng Lu at Cape Grim

  • X (formerly Twitter)

Related Stories

Twelve van dairy properties back in australian hands.

One of the cows sits in a field at Van Dairy.

One of Australia's largest dairy operations to cull 700 cows in wake of cancelled milk contract

Dairy cows sitting on green grass surrounded by trees at the Woolnorth property in north-west Tasmania.

  • Agricultural Policy
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    The Maritime and Coastguard Agency (MCA) has updated its guidance on the use of a radar reflector on boats less than 15m/49.2ft and under 150 gross tonnage.. Marine Guidance Notice (MGN) 349 states that a radar reflector or radar target enhancer should be permanently installed, and offer the largest radar cross section (RCS) as practical for the vessel.

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