yacht magazine germany

The International Yachting Media launches two new German editions

The International Yachting Media moves into another gear and sets off to conquer Germany by launching German editions of two of its most popular magazines: YACHTING NEWS and SUPERYACHTS . This brings to 12 the total number of editions that the leader in digital yachting information publishes: a real record for this sector.

“With 6 magazines and 12 language editions, The International Yachting Media is today certainly the most widely read yachting publisher in the world,” says Luca D’Ambrosio , CEO of the publishing house. “The two new German editions add to what was already a unique digital news broadcasting system, which allows our articles to be read, in their own language, by owners and captains in every corner of the globe”.

• Yacht Digest , an innovative digital product, advertising-free and published in English and Italian, elegantly formatted with images and videos of the highest quality, providing an unparalleled overview;
• SuperYachts , dedicated to yachts over 24 metres in length, which boasts no less than five editions: Italian , English , Russian , Spanish , and the newcomer, the German edition ;
• Yachting News , the English magazine read worldwide, to which the German edition is now added;
• TuttoBarche , the renowned Italian magazine;
• TousLesBateaux , the leading digital magazine in France and Canada ;
• TodosLosBarcos , the Spanish-language magazine that has conquered the United States, Latin America and, of course, Spain.

This is a further investment for this publishing group that aims to be the world reference in online yachting and which, since its foundation in 2014, has grown exponentially thanks to its capacity for innovation and its desire to project itself into the future.

Two clear examples of this are the Boating News App, downloadable free of charge from the Apple and Android stores, which allows users to read all of The International Yachting Media group’s magazines, and Yachting Metaverse , which, presented at the Genoa International Boat Show, is a multimedia space in the metaverse that allows virtual experiences in augmented reality.

6 magazines , 12 language editions and more than a million views per week : these are the numbers of The International Yachting Media, which continues to grow thanks to the accuracy of its articles, the thoroughness of its sea trials, its widespread presence at boat shows around the world and, of course, thanks to its obvious passion for boating, certainly the aspect that is most important and most appreciated by readers all over the world.

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For over 100 years, the YACHT has been as versatile and fascinating as sailing itself. Every 14 days it combines information with emotion. The YACHT provides hard tests, current district reports and in-depth service articles as well as thrilling regatta reports, stories of circumnavigating the world and portraits of those who live sailing. And all this from an editorial team that is on the water as often as possible. Thanks to this competence, the magazine is a clear market and opinion leadership. As initiator and organiser, YACHT is in charge of at the "European Yacht of the Year Award", the world's most important award in water sports.

In Germany alone there are around three million sailing enthusiasts - from dinghy fans to yacht skippers, from charterers to boat owners. In relation to the national average, a disproportionately large number of sailors belong to the upper social middle class and the upper class. They are educated and have high incomes. Accordingly the readiness is pronounced to invest into the hobby. Sailing enthusiasts attach particular importance to quality and service, and they have a high brand affinity.

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A life for boats: Jochen Rieker

• December 10th, 2023

Jochen Rieker. This is a name that may not be familiar to too many people outside of Germany or Europe, but if you are part of the boating industry or the journalistic community, this is indeed a trademark, just like Toby Hodges or Matthew Sheahan. You, my dear readers abroad, are probably used to the “European Yacht of the Year” award. I’d say it’s the most prestigious award in the boating industry and a seal of quality for any boat, coveted by shipyards all over the world. Now – Jochen is one of the driving forces behind this award, and until recently was editor-in-chief of Yacht magazine, a position he held for almost 25 years at the helm of Europe’s largest yachting magazine.

His story is worth telling. Now in his early 60s, he has decided to slow down a little, make way for a new generation of dedicated journalists at the top of “Yacht” magazine and concentrate on writing (he has recently published a book about IMOCA 60 racer Boris Hermann and his Malizia Team in the Ocean Race). He also remains part of the regular “Yacht” crew, a “plain and simple copywriter” as he calls himself. I met Jochen for an online chat a few weeks ago, here’s what we talked about.

Talking to Jochen Rieker of “Yacht”-magazine

Lars Reisberg | NO FRILLS SAILING.com: ”Jochen, thanks for taking some of your precious time off of your still filled-up schedule to talk to me. Just tell me, how does it feel to “leave the bridge” after such a long time at the helm of “Yacht”?”

Jochen Rieker: “Well, it feels pretty good, Lars! The demands of being responsible for a whole magazine, covering more than a dozen in-depth topics every other week, were a bit taxing. So not having to take care of the editorial department, the budget, all the planning involved is a relief. It just feels good. But work-wise, to be honest, I have not really reduced my hours: I’m still a pretty active part of the Yacht team, focusing on writing, providing content and advising the editorial team. There is still a lot to do.”

NO FRILLS SAILING.com: ”How and why did you decide to “scale back” and exit as editor-in-chief?”

Jochen Rieker: “Well, it was always clear to me that I did not want to work until I reached the official retirement age, which in Germany is close to 67 years now. I could never really accept the idea that it’s just now, after reaching this threshold, that I would be able to do what I couldn’t do freely in the past decades, to hope for three or four good years of sailing, if my physical strength would still allow for it. So in the summer of 2022 I took a few weeks off to get some clarity. I deliberately did not go sailing on my boat but instead rode my motorbike through the Alps. And as funny as it is, it was only on the second day of that trip that I had this pure clarity and a deep understanding of what I was going to do next …”

NO FRILLS SAILING.com: ”… resign?”

Jochen Rieker: “Well, in a way fate also played a role: The publisher of Yacht was about to sell the magazine to another company. I felt it shouldn’t be me steering the transition at the helm of Yacht but someone with a long-term perspective. So I took advantage of the circumstances and decided to make the jump. I am happy with my new position and very excited and proud to see the next generation taking over. I will stay with Yacht for one more year full-time. After this period, I will slow down and finally go sailing for real.”

NO FRILLS SAILING.com: ”On the other hand, the whole sector of print publications, especially in the special interest sector, is under enormous pressure right now, isn´t it?”

Jochen Rieker: “We cannot rationalise away the fact that the economic pressure, the decline in spending by advertisers and the general economic development at the moment are making it very difficult for publishers to maintain their business models. On the other hand, I and the entire editorial team at Yacht feel that we have an obligation to maintain a high level of journalistic quality. We want to be among the first to publish when there’s something to say, when new developments or trends emerge. I mean, it’s a very tough business in reality, and of course it’s even more stressful in the conditions we’re facing right now – even for a market leader like us. I was certainly susceptible to a heart attack in the next few years if I hadn’t stopped or slowed down soon. (laughs) Obviously that’s something I want to avoid.”

NO FRILLS SAILING.com: ”What would you say how much has the “Yacht”-magazine changed since you stepped down as Editor-in-chief?”

Jochen Rieker: “Everyone will have a very subjective opinion on that. Personally, I think the magazine is bolder and fresher now in terms of the title and the range of stories. It feels a bit more modern now, maybe a bit more remote of ‘the pontoon’, collecting more stories and content with a broader view, I’d say. The new editor, Martin Hager, is certainly bringing some of his own favorite content into the magazine, which is normal. He also runs the magazine “Boote exclusive”, which is dedicated to superyachts. So there is more of that in Yacht, which I think is a good thing. But to be honest, the magazine has not changed dramatically. If there will be a significant change at all, it will be slow and gradual. Let’s put it this way: The magazine is staying true to itself. But Lars, what do you think? I mean, you are one of our readers, aren’t you?”

NO FRILLS SAILING.com: ”Well, to be honest, I don´t see all too many changes myself indeed as well. But this can be a good thing, right? I mean, a change of helm doesn´t necessarily mean that a revolution must follow. “Yacht” is a brand that is 30, 40 years old … well, how old is it, by the way?”

Jochen Rieker: “An incredible 120 years by next July, my friend! Unbelievable, right? It is actually only one year younger than “Yachting World” and was founded with the support of the German Kaiser…”

NO FRILLS SAILING.com: ”… oh really? I didn’t know that! Now I can understand why Yacht has become one of the most recognized and, for Europe, still the biggest yachting magazine there is. When did you join the Yacht staff?”

Jochen Rieker: “Oh, that’s quite a story! It was in 2000 during the start-up phase of the “Financial Times” Germany. After seven years at “Manager Magazin”, I joined the team and we set up the editorial process. As you can imagine, it was like running a marathon but at a sprinter’s pace. Pretty stressful, so I was planning a sabbatical after the launch. And as things sometimes happen, a friend told me at a party that Yacht was looking for a new editor-in-chief. My friend said: “You’re a sailor, you know the ropes – call them!” But it took me a few weeks to overcome my reserved attitude and make contact…”

NO FRILLS SAILING.com: ”… why so reluctant?”

Jochen Rieker: “Well, you know it yourself, don’t you? Making your hobby your job is a double-edged sword, isn’t it? I was somehow afraid to combine my personal, private passion, which is sailing, with a job in which you have to deliver. So I started with a 2-year contract, which I thought was fair to both the publisher and myself. Those years flew by. Then I was part of the 100th anniversary celebrations, which was a real highlight for me. And then it just never stopped being exciting: We founded “Yacht-TV”, “Yacht Classic” and the “European Yacht of the Year” award… it was a coincidence, perhaps fate, and I have never regretted it!”

NO FRILLS SAILING.com: ”You mentioned the term “hobby becomes profession” – you saw your job within the Yacht magazine as exactly that, right?”

Jochen Rieker: “I would suggest to everyone to take such an opportunity if it presents itself – without hesitation. I mean, to work in a field or subject that is your passion is just perfect because … everything comes so easy. If I imagine that I would have to sit down in the evening and read a book about, let’s say, administrative law in order to be able to fulfil a task the next day at a boring desk in a boring office … I could never do it! Watersports, sailing and boats are fun. And so is my job.”

NO FRILLS SAILING.com: ”Being my own little editor-in-chief at NO FRILLS SAILING.com, the most interesting question for me is how “Yacht” managed to become Europe’s biggest yachting magazine. Is this just an assertion or a proven fact?”

Jochen Rieker: “It’s a fact, and audited, too. Yacht’s reach and sales figures are a multiple of all of our competitors, and our magazine is read for an average of three hours. I find these figures quite astonishing. The reason for this success? Well, I think it is because – oddly enough! – we Germans have a kind of deep longing inside us. It’s strange, I know, because the rest of the world would say we’re too intellectual, too technical. But a kind of yearning is something we bring with us. I mean, we used to run the world’s biggest IT show, the world’s biggest travel show, we still have the most important book fair, one of the world’s leading car shows, and last but not least, the most important boat show is boot Düsseldorf . So that means something. I’d say the further away you are from the sea, the greater the yearning. We are good at organising things and we are good at producing magazines – I think that is one of the reasons. Talking about Yacht magazine, I would say that we have never been either technical or emotional, cruising oriented. “Yacht has a good balance between the two, we are good at combining the fascination of sailing with the technical aspects and also looking at the details.”

NO FRILLS SAILING.com: ”I remember a Beneteau dealer meeting a few years ago where Gianguido Girotti , Deputy CEO of the whole group, mentioned that he had sailed once in the European Yacht of the Year seatrials when you went overboard in a small 18-footer. And he told this little story of sailing in some rough conditions. He remembered you getting onboard his boat, still dripping wet from the incident before, saying: “Jochen Rieker got wet… you don’t want Jochen Rieker to get wet!” I found this quite remarkable ….?!”

Jochen Rieker: (laughs very hard) “Oh, really? Well … I think it has more to do with the way we work at Yacht magazine, not so much with me as an individual. You see, we have never abandoned our code of conduct, our meticulous and perhaps at times enervating working ethos. We have never watered down or weakened our standards, not in good times and not in times of crisis. After all these years of boat testing, we still find ourselves crawling into bench lockers and taking measurements, looking behind every nook and cranny of any boat. Not that the measurements of a locker are all that important, but it is the crawling into the farthest corners that reveals how a boat is built, you know? We still do that on every single boat and the shipyards or builders know it. You see, there are others who write four or more pages of boat tests and they have barely spent ten minutes at the helm. Or worse, they haven’t even been on board! Apart from that, the shipyards know very well how we work and that you cannot argue with us…” (with a slight smile)

NO FRILLS SAILING.com: ”Speaking of your “early retirement”, looking back, what were the, let’s say, top 3 moments of your time with Yacht magazine?”

Jochen Rieker: “Oh … that is a difficult one. Really, my whole time was full of highlights and most of these stories have something to do with experiences on the water. Let’s think about it. Well, if you want my highlight, I would say the biggest thing I was part of was a real scoop.It was back in 2001.Our late German sailing hero Wilfried Erdmann was returning from his solo circumnavigation against the wind and we wanted to be the first magazine to interview him. So we decided to meet him in the English Channel. Easier said than done … with the pressure to meet the copy deadline, there was no time for delay, no room for manoeuvre.  At the same time, of course, the weather in the Channel was very, very bad. As a crew of four we flew into Heathrow, hired a car and of course got a flat tyre on a roundabout. The boat we chartered turned out to be a small 10.50 metre yacht… and as we headed out into the Channel there was still a huge swell. To cut a long story short, we had to anchor overnight in a bay near Start Point, two of the four of us got seriously seasick , the full program. The next day, no wind but still a huge swell, we tried to find his tiny boat against the backdrop of a glistening, bright white sunny day, chances pretty slim … but then we finally found his KATENA NUI and we were the first to bring back an interview after his solo circumnavigation . What a story!”

NO FRILLS SAILING.com: ”Oh yes! If only people knew how much effort it takes sometimes to make a story come true… It’s sad that Wilfried died this year, we lost a great sailor in him. Two more highlights for the Top 3?”

Jochen Rieker: “Another very exciting moment, maybe the second most impressive, was my first Atlantic crossing as part of the “Daimler Chrysler North Atlantic Challenge”, a race starting from Newport in the USA, round Scotland to Hamburg. An everyman’s race, if you like, and a first for me. We’ve experienced the full range of emotions. Two storm systems, one with 40 plus knots, the second with more than 50 knots… two blackouts, the last one forcing us to tap out and head for Ireland. It was overwhelming! And my third, well, I’d say I’m very proud of all of us as a magazine for having recognized and fostered the trend of open design boats. I don’t want to call us trendsetters, but you know, these boats, whether it’s the Open 60 , the Class 40 , the Mini 6.50 and their production derivatives like Pogos and later Seascapes were a completely new thing at the time. Back in 2001, 2002 and 2003, starting with the Pogo 40 and the Class 40 itself. At first we were a little critical and cautious, but we soon understood that this style of boat design was moving mountains, really shifting paradigms! Ellen MacArthur’s second place in the Vendeé Globe , Boris Hermann’s first successes in the Class 40… I think we have opened our window very wide to welcome this new style of sailing. And that is something for a rather conservative sailing magazine with a focus on cruising. I’m very proud of the fact that we didn’t miss this trend. Be it the Silverrudder, of which we saw the potential and helped make it the biggest solo sailing event in the world, or of course the European Yacht of the Year award, which is now the most important award for the boating industry.”

NO FRILLS SAILING.com: ”Perhaps your experience and career at Yacht magazine could fill a book of its own, Jochen? Last but not least, what are your plans for the future? I mean, you are still working as a consultant and editor for the magazine, but what’s next?”

Jochen Rieker: “Sailing, sailing, sailing! You know, I have a second-hand 36-footer in the Adriatic, but I have never really sailed it this past season because I was too busy. That needs to change – a lot!”

Thank you so much, Jochen, for this intimate insight into your work and career at Europe´s biggest yachting magazine. I wish you a Happy Christmas and then a great, fulfilling and exciting new sailing season 2024!

Copyright for all pictures credit to Jochen Rieker and YACHT-archive

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LA 28: The modern trailable boat that’s cold-molded from mahogany

• October 8, 2019

The LA 28 is a beautiful, cold-moulded wooden trailer-sailer that was designed to be unique, and has now sold nine boats across Europe. Sam Fortescue steps on board

Appropriately, it’s a long train ride through thick, thick forest before I reach the LA Yachts yard on the banks of Lake Müritz in central Germany. This seems apposite because the boat I’ve come to see is an exquisite example of how wood is just as relevant as ever when it comes to boatbuilding.

In truth, the LA 28 has little in common with the endless rows of fir that fringe the lake; she is cold-moulded from nobler stuff. But it is striking that this young shipyard chose to build in wood. I ask yard owner Lothar Fichtner why.

“It’s lighter than GRP and cheaper than carbon,” he says without blinking. So much for the romance of traditional construction, then. In fact, there’s little about this vessel the boatbuilders of 100 years ago would recognise.

Around 60kg of Sicomin epoxy is used in the lay-up. Photo: Soenke Hucho

For one, cold moulding is a technique that relies heavily on epoxy resin to stick each layer of wood to the last and sheath the whole structure to keep the water out. Then there can be as much or as little carbon in the rig and the finish as you want, while propulsion comes courtesy of a Torqeedo electric motor.

Despite her elegant tumblehome and the plunging curve of her coachroof, this is a thoroughly modern boat. “The best of modern and traditional,” Fichtner says.

The story of the LA 28 begins with the desire of a wealthy man to have a beautiful sailing toy. Lothar Fichtner was that man and, having sold his engineering business, he wanted to enjoy more of life from his second home on Mallorca.

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He approached a boatbuilder in the Muritz region called Andreas Zehle who specialised in the building of the German 20er Jollenkreuzer racing dinghy class, also cold moulded. Then he drafted in designer Martin Menzner from Berckemeyer Yacht Design in Laboe on the Kieler Fjord.

This small design house has worked on everything from dinghies to high-latitude yachts, using a range of construction materials and techniques. Crucially, Berckemeyer is strong in cold-moulded yacht design, or ‘speed strip’ as they call it.

The brief was for a trailerable 8-9m boat, that was “simple to rig, as single-handed as possible and with excellent sailing characteristics,” Fichtner explains. “I am bothered by the current development in boatbuilding. Almost all boats look the same. I wanted something exclusive that is modern in design and traditionally built.”

It takes more than 15 coats of varnish to achieve this degree of shine on the finish. Photo: Soenke Hucho

Menzner is a successful J/80 sailor himself, and the two men quickly saw eye-to-eye. The whole design process took just three months. Fichtner had no clear idea of it at the time, but he wasn’t just buying a boat, he was establishing a yard.

“I founded the shipyard because two boatbuilders were unemployed and I wanted to have a boat for my area in Germany and Mallorca,” he recalls. But one thing led to another, and Fichtner is a naturally ambitious man.

“We had a lot of success at trade fairs and continuous orders. Then I found my way into Germany’s Yacht magazine.” They have now sold nine boats since 2015, when the first garnered rave reviews at Interboat in Friedrichshafen.

Working with wood

Cold moulding requires a rough plug to be made, but no female tooling is needed, making it much cheaper to set-up than in the case of GRP or carbon. The plug around which the hull is formed is simply made from strips of softwood fastened around CNC-milled frames. It’s quick, cheap and relatively easy. The natural flexibility of the 2.5mm strips of wood used in cold moulding the hull iron out any imperfections in the mould.

The first stage of the process is to place a layer of plastic sheeting over the mould. Then the strips are bent into shape and clamped in place to hold their form. Each layer is bagged and vacuum infused with Sicomin epoxy resin, which soaks into the very top layer of the wood and helps to bond each strip edge-to-edge.

Each layer is laid in a different direction to the previous: longitudinal strips of okoume first, then lateral, then diagonal. For the outer layers, Lothar prefers African mahogany (khaya), giving a warm, reddish finish to the hull, which is many times stronger than the equivalent in glassfibre, and lighter too.

The deep curve of the tumblehome is all part of the hull shape, so it isn’t possible to mould the whole hull at the same time. Instead, there are two symmetrical plugs, one for the port side, one for starboard.

When the two halves are finished, they are simply epoxied together in the middle with a sort of low keelson covering the whole length of the joint for extra strength.

Cold moulding leads to a beautiful interior finish. Photo: Soenke Hucho

At this stage, the hull is still just a hollow form, albeit a beautiful one. Extra strength must be added next, which is achieved by ‘backfilling’ frames, ringframes and stringers – all glued into place after the event. These support the stresses of the mast, the shrouds and the keel, and provide structure for the transom, keelbox and so on.

The finish is a matter of personal taste – every owner makes their own decisions on this. Some have opted for carbon detailing; a layer of carbon epoxied around the aluminium mast post, for instance, a carbon keelbox and carbon fibre pads where the line for the retractable bowsprit passes through the companionway bulkhead into the cockpit. The mast and boom are both in carbon, with sails recommended in X-Drive carbon from UK Sailmakers.

Others have requested a white painted interior (a lot more work, observes Fichtner), or different woods used in the construction process to give a slightly different finish. The point is that every boat is unique and can be formed and specified to fit its new owner’s wishes: engine or no engine; spade rudder or transom-mounted kick-up rudder.

LA Yachts uses a very light wooden core for the tiller, then laminates it with carbon fibre. Photo: Soenke Hucho

Below the waterline the usual keel is a 600kg lead bulb, but again you can choose from a number of options. With the fixed keel there is the option of a 1.7m, 1.8m or 1.9m draught – depending on where you sail and how aggressively rigged she is.

But the hydraulic lift is proving a popular option, which reduces draught by 0.9m in the raised position. It’s a handy option for shallow waters, and makes it more feasible to land wherever the fancy takes you – perhaps with a family and a picnic basket.

True to the boat’s thoroughly modern character, Fichtner worked closely with Torqeedo in designing the LA 28 to use one of the company’s 2.5kW electric drives.

This is permanently mounted on a pod under the cockpit, but the throttle lives out of sight on a fold-down panel that pops out of one of the cave lockers. It’s a neat solution to the fact that the Torqeedo control is chunky and modern, and rather at odds with the otherworldly lines of the LA 28.

Controlled growth

The boat is resolutely designed to be simple to handle. “They sail easily and they’re very light. I can come into port by myself, and handle her myself,” Fichtner says. “With a bigger boat you always need a team – you are never alone.”

That said, there is a bigger boat on the horizon. Taking its cues from the look and handling of the LA 28, a larger 35-footer has been designed and will shortly enter the build phase. At 10.8m long, she can still be trailered, thanks to an all-up towing weight of just less than 3.5 tonnes.

“I want to invest in quality,” says Fichtner determinedly. “My dream would be to build just three boats per year.” There seems to be a preponderance of billionaires among the ownership ranks of LA Yachts, so perhaps three a year is more ambitious than it sounds.

Specification

LOA: 8.8m (28ft 11in) LWL: 8.0m (26ft 3in) Beam: 2.5m (8ft 2in) Draught: 1.7-1.9m (5ft 7in-6ft 3in) Keel raised: 0.8-1.0m (2ft 8in-3ft 3in) Displacement: 1.5 tonnes Ballast: 600kg (1,322lb) Engine: Torqeedo Cruise 2.0FP Price: €120,000 (ex. VAT)

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Michael Guggenberger on his 2022-223 Golden Globe Race

Abhilash Tomy on his 2022-23 Golden Globe Race

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The classic ocean race that’s open to anyone – taking on the AZAB

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‘The average age of this crew is 70 years old’ – Top tales from sailing across the Atlantic

‘£10,000 and two broken engines in to my yacht purchase, I realised I may have made a mistake…’

‘Why we’ll all miss the shipping forecast’ – Libby Purves

‘Why a healthy dose of fatalism is good for you’ – Dick Durham

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Atlantic crossing: The CEO of a major company takes a sabbatical to cross the Atlantic. Telekom-CEO Tim Höttges did exactly that on our Swan 48 Ambra. How was it for him and skipper Torsten?

Atlantic Crossing: Telekom-CEO Tim Höttges hat eine Auszeit genommen und ist auf unserer Swan 48 Ambra über den Atlantik mit gesegelt. Wie war es für ihn und unseren Skipper Torsten Krumm?

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The Germán Frers dynasty of yacht designers

• Sigurd Neubauer
• November 16, 2023

Germán Frers, 81, is one of the world’s foremost yacht designers. Over a storied 60- year long career, he’s designed over 800 yacht projects around the world . . .

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History : The first of its kind

Lasse Johannsen

 ·  10.05.2022

When the 42-foot ocean-going yacht was launched by Abeking and Rasmussen in 1950, the end of the war was only five years away and the German mark had only just been introduced, signalling the start of the economic upturn. Nevertheless, the Hamburgischer Verein Seefahrt made it possible for its young members to get back on the high seas as quickly as possible. And chose the most modern equipment available. A light displacement design based on the English model.

Read the detailed portrait of the "Hamburg V" in the current issue of YACHT classic, issue 2/2022, which is now available in newsagents, or click on this link and find out how you can order it individually or as a subscription free of charge

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Second Load of Aid by Sea Bound for Gaza Departs Cyprus

World Central Kitchen, the charity founded by the chef José Andrés, said barges were carrying almost 400 tons of rice, pasta, flour, canned vegetables and proteins.

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By Gaya Gupta

• March 30, 2024

A second load of aid from the World Central Kitchen left Cyprus for Gaza on Saturday, an even bigger batch of badly needed food for Palestinians at imminent risk of famine.

A vessel, called the Jennifer, and other barges were carrying almost 400 tons of shelf-stable and ready-to-eat items like rice, pasta, flour, canned vegetables and proteins — double the amount delivered in the World Central Kitchen’s first shipment to Gaza in mid-March, the charity said in a statement. The United Arab Emirates also contributed a shipment of dates, which are often eaten to break one’s fast during Ramadan, the holiest month of the Muslim calendar. There is a little more than a week until Eid al-Fitr, the Islamic festival that celebrates the end of the holiday. This year it is expected to fall on or near April 9.

It was not clear when the second shipment would arrive, but the first vessel, called the Open Arms, took about four days to reach Gaza after leaving Cyprus. The Jennifer was also carrying two forklifts and a crane to offload cargo.

Delivering aid by sea is one of the latest international initiatives to stave off the threat of starvation in Gaza, where aid has been limited to tightly controlled border crossings.

When the first vessel arrived in Gaza, José Andrés, the Spanish American chef who founded the World Central Kitchen, said distribution efforts would start in northern Gaza, where violence and lawlessness has hindered food distribution efforts. Arriving at a newly built jetty on the coast, south of Gaza City, it was the first vessel authorized to deliver aid to Gaza in decades.

The United States has also announced a plan to build its own temporary floating pier to bring aid into Gaza, but it could take weeks to build.

A recent report from the Integrated Food Security Phase Classification global initiative, the global authority on famine and nutrition, found that the food shortages driven by the war were so severe that northern Gaza might reach a famine anytime in the coming months.

A famine is defined when an area meets three criteria: At least 20 percent of households have an extreme lack of food; at least 30 percent of children suffer from acute malnutrition; and at least two adults, or four children, for every 10,000 people die daily from starvation or from disease linked to malnutrition.

The process of getting aid into Gaza by land is long and convoluted, with trucks facing delays and difficulties at every stage of the distribution process. Roads ruined by Israel’s bombardment of Gaza make it difficult for trucks to traverse northern Gaza; aid agencies such as the World Food Program have suspended their deliveries there, citing security concerns.

The U.N. agency for Palestinians, known as UNRWA, says that Israel has prevented aid from entering at the necessary pace with its slow inspections. COGAT, the Israeli unit that supervises deliveries into Gaza, points the blame at the aid groups for not distributing aid fast enough.

Gaya Gupta is a reporting fellow on the Live team at The Times. More about Gaya Gupta

Our Coverage of the Israel-Hamas War

News and Analysis

Although the United Nations Security Council passed a resolution that demands an immediate cease-fire in the Gaza Strip, it remains to be seen whether ​i​t ​w​ill have a concrete effect on the war .

Israeli troops and Hamas fighters waged deadly battles in and around two of the Gaza Strip’s major hospitals as the Israeli government came under growing pressure at home and abroad to moderate its approach to the war .

As the death toll in Gaza mounts, officials in Germany, a loyal Israel ally, begin to shift tone in a country where supporting Israel is seen as a historic duty. The worsening crisis has pushed them to ask whether that backing has gone too far .

A new Gallup poll showed that a majority of Americans disapprove of Israel’s action in Gaza.

Internal Roil at TikTok: TikTok has been dogged for months by accusations that its app has shown a disproportionate amount of pro-Palestinian and antisemitic content to users. Some of the same tensions  have also played out inside the company.

Palestinian Detainees: Israel has imprisoned more than 9,000 Palestinians suspected of militant activity . Rights groups say that some have been abused or held without charges.

A Hostage’s Account: Amit Soussana, an Israeli lawyer, is the first former hostage to speak publicly about being sexually assaulted  during captivity in Gaza.

A Power Vacuum: Since the start of the war, Prime Minister Benjamin Netanyahu of Israel has done little to address the power vacuum that would appear after Israeli forces leave Gaza. The risks of inaction are already apparent in Gaza City .