Ireland

Rob Doyle Design

<a data-gid="gid://syiq/Company/1356" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Van Geest Design (Company)">Van Geest Design</a> and <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a> have unveiled the details of their new 100-metre sailing yacht concept A100. Conceived as a next-generation sailing superyacht, A100 presents a new perspective on sailing yacht design, balancing technical innovation with a refined onboard experience, with a focus on volume, efficiency and lifestyle. <img src="https://photo-assets.superyachttimes.com/photo/389944/image/large-db688970b08e18f8ffded710ebe48131.jpg" data-gid="gid://syiq/Photo/389944">The concept explores a design approach that maximises interior space without sacrificing sailing performance. According to the designers, the project seeks to challenge traditional limitations, in which the yacht “establishes a new benchmark” by incorporating interior spaces comparable to similarly sized motor yachts. At the heart of the design is a reconfiguration of how the yacht’s layout is arranged, particularly the side decks. The side decks are reduced, which result in improved sail-handling systems. Additionally, this expands the yacht’s &nbsp;interior, creating a full-beam main deck arrangement. With this new layout, the owner's suite is larger, alongside a bright and airy saloon, a formal dining area, and a dedicated space for a library or cinema. <img src="https://photo-assets.superyachttimes.com/photo/389943/image/large-51c7fb6c78c90e84c87e33ca80fd0225.jpg" data-gid="gid://syiq/Photo/389943" style="box-sizing: inherit; border: 0px; font-family: &quot;Open Sans&quot;, sans-serif; position: relative; max-width: 100%; margin: 1rem 0px; color: rgb(0, 0, 0); font-size: 13.6px; font-style: normal; font-variant-ligatures: normal; font-variant-caps: normal; font-weight: 400; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; white-space: normal; background-color: rgb(255, 255, 255); text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;">On the exterior, A100 boasts a sleek outline defined by clean lines and minimal visual clutter. Two standalone masts support streamlined sail structures, while continuous glazing wraps her superstructure, giving her overall shape a refined and aerodynamic silhouette, while letting in plenty of natural light and panoramic ocean views. <img src="https://photo-assets.superyachttimes.com/photo/389941/image/large-5dfed3fe076900b96ef2b4a9eb4dc471.jpg" data-gid="gid://syiq/Photo/389941">Her sailing performance is supported by twin DynaRig systems, developed to provide a smooth and efficient sailing experience. These are further enhanced by an advanced energy ecosystem that harnesses the natural synergy of wind and water, highlighting the concept’s innovative approach to sustainability and efficiency onboard. Designed for seamless indoor-outdoor living, A100 features a full-beam beach club aft, offering direct access to the water and generous lounging areas to relax. Forward, space is set aside for tenders and water toys, carefully integrated into the deck layout to keep the deck looking neat and uncluttered. <img src="https://photo-assets.superyachttimes.com/photo/389942/image/large-3274cd3f061679edd18c968cb0206a17.jpg" data-gid="gid://syiq/Photo/389942">Inside A100, the concept emphasises a comfortable and functional interior. Her lower deck is dedicated for guests, featuring spaces for leisure, including a dive room and toy storage. The interior design embraces contemporary styling, characterised by openness, abundant natural light and a strong connection to the sea outside.&nbsp;Furthermore, a versatile upper deck completes the layout, configured with steering and navigation areas, flexible lounge and wellness spaces, alongside outdoor dining areas for enjoying meals and socialising alfresco.&nbsp;

 A100: VGD and RDD unveil 100m sailing superyacht concept

Van Geest Design and Rob Doyle Design unveil a 100-metre A100 sailing yacht concept.

Twenty-odd years ago, the super-sailing sector began setting benchmarks using advanced composites to build sophisticated skyscraper rigs. With several significant sailing projects now in build, we look into what has changed in mast design and construction, and what the future may hold for super-sized spars.As the super sailing yacht fleet has grown, both in number and in size, so the engineering demands have increased – particularly when it comes to the mast. Extreme LOAs have led to extreme spars, spurred by developments in materials science both for the mast tubes themselves as carbon has evolved to serve as an alternative to aluminium, and in the rigging that supports them.Owners’ desires to push boundaries has delivered compelling sailing projects through the years, perhaps best embodied by yachts like <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> (ex-<a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">Mirabella 5</a>) with her towering 88-metre sloop rig; the “sail-assisted” Sailing Yacht A, whose freestanding carbon masts are the biggest built to date; and, of course, <a data-gid="gid://syiq/Yacht/385" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Maltese Falcon88.0m (288'9&quot;)Perini Navi2006">Maltese Falcon</a> with her revolutionary DynaRig. That they still stand as remarkable and record-breaking speaks volumes, and it’s only with recent projects such as <a data-gid="gid://syiq/Yacht/4795" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Black Pearl106.7m (350'1&quot;)Oceanco2018">Black Pearl</a> or the under-construction 85m Sloop&nbsp;<a data-gid="gid://syiq/Yacht/12001" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Huisman 85m Sloop84.9m (278'7&quot;)Royal Huisman2026">Project 410</a> at <a data-gid="gid://syiq/Company/122" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Huisman (Company)">Royal Huisman</a>, for example, that they are being challenged in size and scope.<img src="https://photo-assets.superyachttimes.com/photo/382854/image/large-dc488e35687534ee098a60a520afbc83.jpg" data-gid="gid://syiq/Photo/382854">“When we designed <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> nearly 25 years ago we didn’t realise how close to the bone we were,” begins Rob Doyle, Principal of the <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design studio</a> who previously worked under sailing yacht supremo <a data-gid="gid://syiq/Company/52" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ron Holland Design (Company)">Ron Holland</a>. “It was designed according to the maximum length of Nitronic 50 rod rigging available at the time, which I think was 76mm in diameter. It all came down to the suaging at the top and the length of the bar. We went for a five-spreader rig that came out at 88 metres, and said that’s how big it should be – let’s see how much keel we need to put underneath it.”Doyle recalls the mast was essentially sketched in an afternoon with the team using the known limitations of the materials as the starting point.&nbsp;“There was no book you could open, no expert you could call on – it was a real moonshot project,” he says. “It has taken 20 years for anyone to take on something similar with the new 80-metre yachts in build. And even then they will only beat her by a couple of metres.”<img src="https://photo-assets.superyachttimes.com/photo/382860/image/large-a888ed29dd9fc3ec24b2caa900aef519.jpg" data-gid="gid://syiq/Photo/382860">Why Would You?&nbsp;For Doyle, times have changed in big rig design, with an emphasis on practicality rather than pushing materials to the limits: “The relevant question now is not how you would tackle such a project, it’s why? You can’t get under Panama, you can’t fly a spinnaker, you need an army of people just to get a sail up and down, and there’s a lot of heavy engineering required to handle half a football pitch of sail with a couple of sheets.”It is here that innovations such as the DynaRig stepped in. Developed by <a data-gid="gid://syiq/Company/230" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Dykstra Naval Architects (Company)">Dykstra Naval Architects</a> based on an original 1960s concept, the freestanding, square-rigger-inspired spars and sail plan showed how super-sized sailing yachts could fly large areas of sail without requiring enormous crews. The concept arguably became a victim of its own fame as few owners wanted to be seen copying an iconic design. But the rig did eventually find its way onto a new project in <a data-gid="gid://syiq/Yacht/4795" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Black Pearl106.7m (350'1&quot;)Oceanco2018">Black Pearl</a>, and will subsequently feature on the 58-metre Adventure Sailing Cat multihull project, <a data-gid="gid://syiq/Yacht/13716" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Charley 358.63m (192'4&quot;)Echo Yachts2028">Charley 3</a>, in build at <a data-gid="gid://syiq/Company/4342" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Echo Yachts (Company)">Echo Yachts</a>.<img src="https://photo-assets.superyachttimes.com/photo/382853/image/large-d0ecfa8b48f4825631d42583df4a26f6.jpg" data-gid="gid://syiq/Photo/382853">While mast construction technology is largely settled, that doesn’t mean that pioneers aren’t still pushing boundaries – just not in ways you might expect. Spanish engineer Juan Sarmiento, for example, has proposed and patented a system that uses the oscillation of a mast to generate power.For the sailing yacht Zero project, meanwhile, the team have opted for a mast design that will use the principles of stack ventilation to deliver energy-neutral air circulation for the yacht’s interior. For a project that will operate without carrying a drop of fossil fuel, such solutions are an integral part of the goal to minimise energy use on board, but they also speak to the potential of spars to serve a dual purpose for no cost in performance of the vessel.Zero’s main and mizzen are being built by Carbo-Link, a company with extensive experience in the civil engineering and aerospace sectors, and which has been developing and supplying rigging solutions to race boats and superyachts since it was brought in to develop the rigging for the first Alinghi America’s Cup challenge back in 2001. The Zero project, however, marks its first foray into mast-building, serving effectively to launch a new business division for the Swiss company.“The marine industry moves fast, and people are happy to try new technologies – more so than in our other sectors, which tend to be more risk-averse,” says James Wilkinson, Sales &amp; Strategy Director at Carbo-Link. “We started on the Zero project a couple of years ago having got to know the people behind it through supplying rigging to another yacht, and that led to the birth of our mast business that we formally launched in June 2025.”<img src="https://photo-assets.superyachttimes.com/photo/382859/image/large-9d70f02c5df0d7c7a5dccff5897a9173.png" data-gid="gid://syiq/Photo/382859">Out of the Ordinary&nbsp;For a first-time mast build, Zero’s spars are far from straightforward. While the Panamax ketch rig is not groundbreaking in itself, the idea of using the mast to ventilate the interior added levels of complexity to the design of the mast section.&nbsp;“From the start it was clear it was not going to be run-of-the-mill,” Wilkinson says. “There were a lot of ideas discussed between the Zero team, our heads of department and our founder, Dr Andy Winistoerfer, who is the lead materials scientist here.”Through 3D modelling and FEA, the team explored several options that included not only adiabatic cooling (a process where air temperature decreases due to expansion, without any heat exchange with the surroundings), but also flexible solar panels on the masts, as well as different lightning protection methods.&nbsp;The adiabatic cooling works on the basis of stack ventilation – hot air rises, and in the mast column itself is further heated by the sun on the mast to encourage faster vertical airflow, with the hot air exiting at the top of the mast. This creates the opportunity via a system at the base of the mast for free air circulation for the yacht’s interior, reducing energy demand for the air circulation and air-con systems. The outside shape of the masts is fairly traditional, save for some optimisation of the shape based on Carbo-Link’s production processes. <img src="https://photo-assets.superyachttimes.com/photo/382852/image/large-f7b9ad9ad5beb7f6983426ad1b1180ab.jpg" data-gid="gid://syiq/Photo/382852">“We’ve gone slightly larger in section to ensure stiffness with a thinner mast wall and we actually ended up with a lighter solution overall,” Wilkinson explains. “That larger section also means more internal space, and by using longitudinal stringers we don’t have a lot of bulkheads in the mast, meaning the only things going across the mast section are the tangs.”The cabling, wiring and other conduits in the mast have been integrated into the stringers to create a very clean internal structure with lots of space for air flow, with just the halyards running internally separate to the stringer-conduits. Also the top of the mast is actually open, with what are effectively two lungs.&nbsp;The masts will be built and cured in one piece, which also ensures a very clean construction, which further maximises internal space. Interestingly, although the team decided not to apply solar panels to the masts, Carbo-Link has included space in the internal conduits to allow for the required cabling, plus future-proofing by designing in areas for mast cut-outs and for mounting of tech such as LiDAR, CCTV or Starlink antennas on the spreaders.<img src="https://photo-assets.superyachttimes.com/photo/382849/image/large-08f4100a512d226a0866e2ef8c62f544.jpg" data-gid="gid://syiq/Photo/382849">Beyond ZeroZero’s masts threw up another first: “This is the first sailing yacht to have the full Lloyd’s notation as a certification requirement, because it’s the only yacht which is sail-driven and motor-assisted,” Wilkinson points out. “That means we’ve had to certify the source and quality of all materials, show the detailed engineering of the design, and prove all our processes.”Beyond Zero, Carbo-Link is looking at how it can help encourage the super-sailing sector by reducing the cost of build, and that means reducing the cost of spars and sailing systems.&nbsp;“We are looking to invest quite heavily in automating a lot of our processes to reduce costs,” says Wilkinson. “With our one-piece production processes, for example, there’s a lot more optimised use of the materials and fibres in the way we’re building the mast, using less for the same stiffness and strength. Our ambition is to is to be able to supply highly complex, highly reliable, highly optimised solutions, but at a reasonable price point – and that's purely to help drive the sailing industry.”This article was first published in <a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-9-download" target="_blank">issue 9 of How To Build It</a>. You can read all the articles from this edition <a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-9-download" target="_blank">here</a>, and stay up-to-date with all previous editions <a href="https://www.superyachttimes.com/magazine" target="_blank">here</a>.

The evolution of mast design and construction

The changes, evolution and growth of using composites to build sophisticated skyscraper rigs.

Spars and appendages: The evolution of mast design and construction

The&nbsp;<a data-gid="gid://syiq/Yacht/10154" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Argo 5454.0m (177'2&quot;)Omikron Yachts2026">Argo 54</a>&nbsp;has been teasing sailing superyacht fans since the project started back in 2020. As the 54-metre sloop begins the push toward completion at&nbsp;<a data-gid="gid://syiq/Company/6384" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Omikron Yachts (Company)">Omikron Yachts</a>&nbsp;in Greece, we take a closer look at how the powerful yet lightweight aluminium project with sustainable sailing technology is coming together.<img src="https://photo-assets.superyachttimes.com/photo/251648/image/large-be266dc700d9ffdd1c4e6cb3050e9c01.jpg" data-gid="gid://syiq/Photo/251648">With its distinctive reverse bow and aggressive wedge-shaped hull, the <a data-gid="gid://syiq/Yacht/10154" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Argo 5454.0m (177'2&quot;)Omikron Yachts2026">Argo 54</a> sailing yacht presents a striking picture. A combination of <a data-gid="gid://syiq/Company/4665" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Juan Kouyoumdjian (Company)">Juan Kouyoumdjian’s</a> raceboat sensibilities, the aesthetics and engineering nous of superyacht-savvy <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a>, and the interior design skills of <a data-gid="gid://syiq/Company/4404" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Mark Whiteley Design (Company)">Mark Whiteley</a>, the project pushes boundaries in terms of styling, naval architecture, structural design, and systems technology.The idea sprang from the owner’s desire to create a modern, lightweight sailing superyacht that would be capable of fast cruising with guests and core crew, as well as racing with expanded crew and a bigger wardrobe of sails. The yacht would also feature a diesel-electric drivetrain that included a battery bank fed by renewables – hydro-generation in particular. The owner (who owns the shipping company that comprises <a data-gid="gid://syiq/Company/2869" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Olympic Marine (Company)">Olympic Marine</a>, the parent company of <a data-gid="gid://syiq/Company/6384" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Omikron Yachts (Company)">Omikron Yachts</a>, and who was also behind the conversion of the 106.5-metre motor yacht <a data-gid="gid://syiq/Yacht/4275" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Dream106.5m (349'5&quot;)Halic Tersaneleri1997">Dream</a>) tapped Kouyoumdjian to tackle the naval architecture and sailing elements in what is the designer’s largest project to date.“The main brief was to design and engineer a superyacht that would be very well-balanced in breezes from five to 50 knots, and which would deliver a very pleasant experience from the helm,” begins Philippe Oulhen, design coordinator for <a data-gid="gid://syiq/Company/6384" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Omikron Yachts (Company)">Omikron Yachts</a>. “The yacht was to have an owner suite and four guest suites, plus accommodation for seven to eight crew. She would run in both cruising mode – with a cruising sail set and reduced heel angles – and racing mode, with more crew, a bigger sail wardrobe, and a lighter displacement thanks to removing cruising gear, tender and deck furniture.”&nbsp;With the <a data-gid="gid://syiq/Company/1797" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Juan Yacht Design (Company)">Juan Yacht Design</a> team creating the hull lines, the <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a> team was brought in to style the yacht and look at the structural engineering to create as light a displacement yacht as possible. Their studies showed that they could build the hull in aluminium for less than a carbon structure and with more flexibility and volume for internal arrangements. In addition, stripping out unnecessary weight and systems became a focus of the project.<img src="https://photo-assets.superyachttimes.com/photo/368863/image/large-0b876889cf61b46e3203e2ce132caa52.jpg" data-gid="gid://syiq/Photo/368863">The yacht’s lines include a reverse bow and lengthy forefoot overhang, a wide, low stern with a wine-glass shaped aft canoe body, and a centreboard-style swing keel. The hull also has a degree of tumblehome to take advantage of wider beam without increasing deck windage.“The hull shape was optimised with our in-house CFD cluster and know-how, with our method of feeding our velocity prediction program with 6DoF (six degrees of freedom) simulations covering wide true wind speeds and angles,” says Oulhen. “The stern bustle adds volume aft while the keel is up – when the longitudinal centre of gravity moves back – and the yacht’s stability and fore-aft trim at anchor will be controlled by this aft bustle and forward water ballast.”&nbsp;The yacht features several design innovations, including the centreboard keel design (see below) and a force-feedback system for the helms. “The novel steering system is an important part of the build,” says Nikolas Dendrinos, chairman of <a data-gid="gid://syiq/Company/2869" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Olympic Marine (Company)">Olympic Marine</a>. “A standard hydraulic system doesn’t deliver ‘feel’, but it’s hard to sail fast if you don't understand the loads and what is happening with the rudder.”&nbsp;<a data-gid="gid://syiq/Company/6384" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Omikron Yachts (Company)">Omikron</a> opted for a system comprising two mechatronic actuators on the rudders that monitor loading, with the data sent via electrical signal to the helm to be translated into real-time force feedback. “It's similar to the fly-by-wire system on modern cars,” Dendrinos says. “For us this was very important to create the feel of a smaller boat – it will be very fast, very responsive, with twin balanced rudders.”While the project features some technological leaps and involved in-depth FEA (see below), most aspects of the design have been kept to tried and tested solutions.&nbsp;“We didn't want to re-invent the wheel – it was important to use systems and equipment that are available on the market with a track record,” confirms Oulhen. “The project is a nice coordination of good solutions working well together, with a prime example being the keel – the concept existed, but we refined it with all the partners. The same is true for the steering system, which tackles a major feature of the brief for the sailing. It’s proven fly-by-wire technology that is well-implemented."<img src="https://photo-assets.superyachttimes.com/photo/251647/image/large-3ba7fbd9b2d159b513dac6ca0d92ca0a.jpg" data-gid="gid://syiq/Photo/251647">Sustainable sailingRather than opting for a big main engine with a PTO and a couple of generators, the design relies on a diesel-electric drivetrain with two full variable-speed generators that feed into a DC bus system and then into a 540 kilowatt-hour battery bank.&nbsp;“It means you can run the entire system off the grid, and get a quiet ship,” says Rob Doyle, principal of the <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a> studio. “The generators can be smaller and can be run at optimum load.”At its core is an 800-volt DC bus with the batteries able to deliver between seven and 24 hours silent sailing and anchoring depending on loads, and with the gensets charging the batteries in one and a half hours. The yacht uses a special water-cooling system for the motors and drives in order to keep the system small and light.“The chillers are also designed for energy recovery and efficiency,” adds <a data-gid="gid://syiq/Company/6384" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Omikron Yachts (Company)">Omikron Yachts</a> head of design, Filippos Stratakis. “There are five chiller units that ramp up in sequence according to demand, rather than having one big chiller unit that’s on all the time. The heat from the air-con system and generators is recycled, and the whole system delivers efficiency improvements of 25 to 40 per cent, and up to 75 per cent under some conditions. We did this to reduce the batteries needed for the hotel load and therefore reduce the weight, and we can also operate the hydraulic sailing systems and winches without running a generator.”In addition to the generators, power will come from hydro-generation while sailing via a retractable aluminium shaft drive, which the design team worked on with <a data-gid="gid://syiq/Company/2827" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ship Motion Group B.V. (Company)">Ship Motion</a>.“We basically wanted maximum blade area for hydro-generation with the prop running in reverse,” says Doyle. “Their prop guys did some research and designed an optimised propeller for maximum generation while sailing. It was the first step on the ladder of the technology that we’re already integrating into other boats, which is allowing them to do a full transatlantic without running a generator.”With the <a data-gid="gid://syiq/Yacht/10154" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Argo 5454.0m (177'2&quot;)Omikron Yachts2026">Argo</a> designed to start sailing in as little as four knots of breeze, and with hydro-generation really kicking in above eight knots of boat speed, projections are the system will produce up to 55 kilowatts. However, the yacht is designed to sail in heavier airs too.&nbsp;“In Greece we have very strong winds compared to the Med as a whole,” says Vassilis Kouvaris, <a data-gid="gid://syiq/Company/6384" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Omikron Yachts (Company)">Omikron Yachts’</a> project manager for the <a data-gid="gid://syiq/Yacht/10154" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Argo 5454.0m (177'2&quot;)Omikron Yachts2026">Argo 54</a>. “We can go from zero to 50 knots, and 30 knots is very normal – these are no-go conditions for sailing superyachts, but this boat has been designed to sail in them easily."<img src="https://photo-assets.superyachttimes.com/photo/368867/image/large-7023d3e5e487722d330883677f12d5dc.png" data-gid="gid://syiq/Photo/368867">Building betterHull fabrication was done at the <a data-gid="gid://syiq/Company/5011" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Jacht- en Scheepswerf Gouwerok BV (Company)">Gouwerok Shipyard</a> in the Netherlands and was completed in November 2022. “They are one of the best aluminium builders in the world,” enthuses Doyle. “In their contract they guaranteed a maximum deflection of three millimetres concave over six metres, with zero convex. It was like an aircraft fuselage – you could have polished it and sent it out the door.”A notable feature is that the hull doesn’t have a standard frame size, each one being designed for the load case. FEA was used to optimise the scantlings by playing with different frame spacing and longitudinal structure to see which models yielded the lightest weight. This has had other interesting impacts: by concentrating the major forces from rigging and keel through three key reinforced frames, the team was able to reduce the amount of structure required for the deck. Indeed, the turnbuckles for the shrouds are in the engine room, a result of the chainplates being located in the turn of the bilge. The mast itself comes from <a data-gid="gid://syiq/Company/2447" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Southern Spars (Company)">Southern Spars</a> and is deck-stepped, supported by Aerosix rigging.Phased releaseSitting in a vast shed at the Skaramangas shipyard near Athens, much of the hotwork has been completed and the hull has been faired. The project has been making slow but steady progress since the hull arrived in Greece at the end of 2022, but the team has also been waiting for technology to catch up – in particular in relation to the DC grid system, which is being engineered by Baumüller, a German company specialising in systems for commercial shipping.&nbsp;Work will soon start engineering the interiors and building mock-ups at <a data-gid="gid://syiq/Company/2869" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Olympic Marine (Company)">Olympic Marine</a> to confirm cabin layouts, crew areas and other details before ordering in the materials for the production of the interiors proper. The interiors, which will feature lightweight Nomex core construction, will be built at <a data-gid="gid://syiq/Company/2869" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Olympic Marine (Company)">Olympic Marine</a> in parallel with progress on the technical fit-out at the Skaramangas yard. Dendrinos estimates a further 18 months of build time before the yacht is launched.The owner and crew will be making good use of that time. Because of the performance nature of the hull and the sail plan, the yard has bought a Volvo 70 (also designed by the <a data-gid="gid://syiq/Company/1797" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Juan Yacht Design (Company)">Juan Yacht Design</a> studio) from the 2012 edition of the Volvo Ocean Race for the crew and owner to train on.&nbsp;“Sailing at these kinds of speeds is a different mentality, and we will also step to a hydraulic system on the 70 similar to what the <a data-gid="gid://syiq/Yacht/10154" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Argo 5454.0m (177'2&quot;)Omikron Yachts2026">Argo</a> will have,” says Dendrinos. “If you have infinite power to control your sails, it becomes more complicated because you can’t feel the loads. The training is also key to ensuring the owner won’t need a large crew of professional racers to enjoy the yacht – he wants to sail with his friends.” For all the convention-defying aspects of the Argo 54, that aspect at least, it seems, is convention to its core.<img src="https://photo-assets.superyachttimes.com/photo/248400/image/large-fc3894d7e8605367efa8753b991cda8a.jpg" data-gid="gid://syiq/Photo/248400">Keel designThe <a data-gid="gid://syiq/Yacht/10154" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Argo 5454.0m (177'2&quot;)Omikron Yachts2026">Argo 54</a> uses a centreboard swing keel design built by Italian specialist keel-builder APM Keels. It has a ram mounted on the front side of the mechanism to pull the keel down and push it back up. An additional lock-step design in the keel box ensures that the keel is self-supporting when in the raised position, meaning the ram can be disengaged and removed if necessary.&nbsp;“With all the big boats we’ve done the biggest problem we have is always dealing with the fuse and the grounding load, followed by the difficulty in undertaking standard maintenance on the mechanism,” says Doyle.The team designed a new type of fuse, so if the yacht grounds with the keel down, the will fuse break and the keel will pull away from the hydraulic ram, meaning the shock loads don’t get transferred to the rig, chainplates or keel box.“It also means you don’t get ram compression, you don’t damage the seals, and you don’t get atomised hydraulic oil in the technical space,” adds Doyle. “It also allows you to re-engage the ram and push the keel up over the lock so it’s locked in the raised position, then you can back off the ram, change the fuse, re-engage the ram, bolt it all back together and you’re good to go – there’s no need to get to a dry dock.”<img src="https://photo-assets.superyachttimes.com/photo/368866/image/large-c2a0d4b134304ae2731b915f1c92e467.jpg" data-gid="gid://syiq/Photo/368866">Structural engineeringAt the project’s core is a carefully engineered and beautifully constructed aluminium hull and deck weighing just 62 tonnes, which according to Dendrinos makes the <a data-gid="gid://syiq/Yacht/10154" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Argo 5454.0m (177'2&quot;)Omikron Yachts2026">Argo 54</a> the lightest aluminium hull ever built for its length, saving around 35 tonnes of aluminium compared to a standard build. The engineering required the Doyle team to delve deep into the rules in order to keep the structure as light as possible while still meeting class requirements.&nbsp;“We approached the structure from first principles, while also considering the differences in class rules – a Lloyd’s boat wouldn’t fit under DNV, for example, and a DNV boat wouldn’t fit under an ABS programme,” says Doyle. “But it was a fantastic bit of research, because it showed that if you push the meaning of each rule to its limits they all come out about the same, with weight within a couple of percentage points of each other.”With the shipyard choosing to build to <a data-gid="gid://syiq/Company/1463" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bureau Veritas (Company)">Bureau Veritas</a> came an interesting conundrum when the surveyor said that the size of the frames needed to be doubled. In order to keep their lightweight design, the team did full finite element analysis (FEA) to prove every part of the hull’s structure was sound. This had an additional benefit:&nbsp;“We discovered that a historic phenomenon with plating distortion around the chainplates wasn’t due to the aspect ratio of plates, as had previously been thought, but was from the stresses running around the turn of the bilge and creasing the boat – something that only detailed FEA could show,” explains Doyle. “We ended up beefing up the plating around the structure of the hull where the chainplates are located way more than what the rule specified, and we were then able to go back to class and point out the problem, and recommend they upgrade their rules.”This article was featured in&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-8-download" rel="noopener noreferrer" target="_blank" title="">Issue 8 of How To Build It</a>.&nbsp;You can read all the articles from this edition&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-8-download" rel="noopener noreferrer" target="_blank" title="">here</a>, and stay up-to-date with all previous editions&nbsp;here.

argo 54 push to completion

A closer look at how the powerful yet lightweight aluminium Argo 54 with sustainable sailing technology is coming together

Argo 54: The push to completion

The Oi60 is a design study for a 63.5-metre sailing trimaran by James Carley of <a data-gid="gid://syiq/Company/7383" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="byJC (Company)">JC Yacht Architecture</a> and <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a>. The avantgarde concept builds on the positive reception of another multihull project, the smaller Domus concept with <a data-gid="gid://syiq/Company/1356" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Van Geest Design (Company)">Van Geest Design</a> that we reviewed in the very first issue of How to Build It.<img src="https://photo-assets.superyachttimes.com/photo/336855/image/large-46e88c89e1218ba82678c6f5773c1cf0.jpg" data-gid="gid://syiq/Photo/336855">“I‘ve been sailing much of my life and was intrigued by the whole idea of a world explorer trimaran and being able to cover a lot of ground quickly in a luxurious but sustainable way,” begins James Carley, a naval architect and chartered engineer who honed his design skills at the studios of Martin Francis and <a data-gid="gid://syiq/Company/17" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bannenberg & Rowell Design (Company)">Bannenberg &amp; Rowell</a>.&nbsp;Carley’s bold exterior design and interior layout for the Oi60 are strikingly, but the basic principles behind the trimaran configuration remain the same. Trimarans are usually wider than catamarans, which means more interior volume and deck space; maximum heel angles of two degrees allow the windward hull to come out of the water for less drag, higher performance and more comfort under way; three hulls in the water are also more stable at anchor with vastly reduced motions compared to a monohull; and unlike a catamaran, all the systems and engineering can be centralised in the main hull, which means fewer structural stresses and deflections – all factors that might persuade owners to switch from power to sail.<img src="https://photo-assets.superyachttimes.com/photo/336840/image/large-3d8c5129c5eb3865b8059cb5cb72937d.jpg" data-gid="gid://syiq/Photo/336840">The armas or outriggers are effectively for buoyancy purposes only and while they can be used for tankage and storage, all the guest accommodation and interior living spaces are concentrated on one level on main deck with the crew quarters and services on the lower deck in the central hull. This makes for a more inclusive onboard experience and vastly improves circulation flow for both guests and crew by avoiding the inconvenience of multiple decks – evident in Carley’s innovative ‘radial’ layout. It also brings cost savings by simplifying the systems design and construction.“Sailing yachts can cost twice as much to build per gross ton as motoryachts,” <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle</a> points out. “We approached this project by pricing it as if it were a conventional motoryacht with two rigs, but designing outwards instead of upwards. We’ve calculated the volume at over 1200GT, which is equivalent to a 65 or 70-metre monohull, but you get the huge open and semi-open deck spaces that only a trimaran can offer for free, so to speak.”&nbsp;<img src="https://photo-assets.superyachttimes.com/photo/336841/image/large-781abc3c9cb8ae3afc3135cb312fcd07.jpg" data-gid="gid://syiq/Photo/336841">It is no coincidence that the ‘Oi’ in the concept name stands for ‘Outside-inside’. Like Domus, the crossbeam connecting the three aluminium hulls is, in effect, a huge perforated box that offers excellent strength and rigidity. The perforations or cut-outs have been designed around the choice of build material, load paths, boundary conditions and other constraints to offer enormous semi-open areas as well as giant windows, especially in the forward-facing suites. The result is something that could easily double as the villain’s futuristic lair in a James Bond movie.“On the bigger motoryachts with four or five decks, everyone tends to congregate on one particular deck anyway, so why not have it all on one multi-purpose level?” asks Carley. “We can still carve more intimate spaces out of that much bigger space to suit different needs throughout the day. And a lovely change is that we’ve been careful not to be greedy by trying to fill up every square of interior, hence the semi-open areas.”MoonrakerCritical to the whole concept is a feature that is still under wraps. Like Domus, the masts will be Panamax but unlike the earlier concept that had a hoist-able, double-luffed mainsail to achieve some of the efficiency of a wing sail, <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a> has devised a new self-supporting, joystick-controlled square rig called the Moonraker (named not after the Bond novel, but the topmost sail on the fastest square riggers of old). <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a> claims the Moonraker offers superior performance at less cost and refer to as the Dynarig’s ‘Nokia moment’.<img src="https://photo-assets.superyachttimes.com/photo/336842/image/large-528ca28dc89afe76b515c44e3132731a.jpg" data-gid="gid://syiq/Photo/336842">“We’ve signed an NDA with <a data-gid="gid://syiq/Company/2447" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Southern Spars (Company)">Southern Spars</a> who are undertaking a research program to verify performance and the Moonraker will be officially presented later this year,” says Mark Small. “We’ve been sitting on the Dynarig concept for years, but never got to version two-point-oh and without giving away too much, the critical point about the Moonraker is what the Dynarig can’t do. We hope to achieve downwind performance similar to a spinnakered ketch, which will make passagemaking much quicker. And critically, it will be cheaper to build than an equivalent Dynarig, so basically win-win.“Maltese Falcon and Black Pearl, currently the only yachts launched with Dynarigs, have full-carbon masts and spars. This would not necessarily be the case on the Oi60 and the masts could be of aluminium, since the trimaran has so much righting moment anyway there is less need for a superlight but super expensive high-modulus rig. &nbsp;Team TrimaranJames studied naval architecture at the same time as Rob and Mark at Southampton University and the opportunity to collaborate came when he left <a data-gid="gid://syiq/Company/17" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bannenberg & Rowell Design (Company)">Bannenberg &amp; Rowell</a> to set up his own design studio. The immediate inspiration for the Oi60 was a YouTube video he saw of a group of freewheeling friends sailing a performance catamaran from Tahiti to Hawaii. James got to thinking how to make long-distance sailing even faster and was initially keen to add foils to boost speed and comfort still further, but was dissuaded by Rob and Mark.“At this size the structures involved would be enormous and if you have a problem with them, you have a very big problem,” says Rob. “We figured it was also unnecessary, because we have loads of performance already at hand and the idea is to make the Oi60 as cost-effective to build as possible. Why would you open the door for that kind of added complexity and cost?”<img src="https://photo-assets.superyachttimes.com/photo/336854/image/large-fd22aac8c606f40d29985389dac21505.jpg" data-gid="gid://syiq/Photo/336854">Given the huge surfaces area the trimaran configuration offers, it makes sense to cover it with solar panels to generate renewable energy. <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a> reckons that 300 kilowatt-hour per day could be produced from some 300-square-metres of photovoltaic cells to reduce generator loads for hotel use. Moreover, when sailing the freewheeling propellers can regenerate energy to store in batteries for future use. At hull speed the extra drag makes little difference, but the prop blades can also be folded when performance under sail is a priority.&nbsp;“We’ve calculated that when sailing, the solar cells and regenerative propellers can produce all the energy that's required on board, including HVAC, which will be way in excess of what's actually needed to run the vessel,” says Mark. “It’s a pragmatic combination of renewable and regenerative for what will be a diesel-electric or hybrid diesel-electric boat.”&nbsp;Under the InfluenceAlthough prospective clients have expressed interest in the Oi60 concept, its designers purposely avoided undue influence from owners while developing the concept.“Most owners have preconceived ideas of other boats in their heads,” says Rob. “We wanted to nip that in the bud so we could come up with something new and fresh. James came to us over a year ago with a blank piece of paper and we took our time developing his ideas into something very unique. Sometimes you have to give these creative projects time to develop, so we didn’t rush it or try to mash three or four other boat designs together.”As naval architects as well as designers, all three are well aware of the technical and financial constraints associated with designing superyachts. After all, if the aim is to provide owners and shipyards with solutions that are both new and viable, there is little point in coming up with ideas that are ultimately unbuildable. <img src="https://photo-assets.superyachttimes.com/photo/336853/image/large-885ea3c8bcbf4cc4e0f1831fd3250195.jpg" data-gid="gid://syiq/Photo/336853">“We see a lot of concept projects that can't be built, or they can be built but would cost half a billion to manufacture,” Mark points out. “We always balance the creative with the technical, which also means taking into account factors that may affect the price. We would never have started with the Oi60 unless we thought it made sense.”“I would really love to see it get built,” ends James. “Done right, I think it could be very special.”This article was featured in <a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-7" rel="noopener noreferrer" target="_blank" title="">Issue 7 of How To Build It</a>. You can read all the articles from this edition <a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-7" rel="noopener noreferrer" target="_blank" title="">here</a>, and stay up-to-date with all previous editions <a href="https://www.superyachttimes.com/magazine" rel="noopener noreferrer" target="_blank" title="">here</a>.

Oi60: The futuristic trimaran design redefining luxury sailing

The Oi60 is a design study for a 63.5-metre sailing trimaran by James Carley of JC Yacht Architecture and Rob Doyle Design.

Issue 7 of the SuperYacht Times technical magazine <a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-7" rel="noopener noreferrer" target="_blank" title="">How To Build It (HTBI)</a> has been launched and is available for download now.<img src="https://photo-assets.superyachttimes.com/photo/353483/image/large-fa1b63c5a3157a7e4e764753c8c0d1cd.jpg" data-gid="gid://syiq/Photo/353483">Since its initial launch in September 2022, the successful magazine has grown to include three issues a year. Planning for <a href="https://www.superyachttimes.com/magazine" rel="noopener noreferrer" target="_blank" title="">HTBI</a> Issue 8 is already in the works.Read: <a data-gid="gid://syiq/Article/55815" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="SuperYacht Times launches new technical magazine How to Build It (2022-09-05 14:00:00 +0200)">SuperYacht Times launches new technical magazine How to Build It<img src="https://photo-assets.superyachttimes.com/photo/353489/image/large-a3d51f5ebdeab142c0d9f6dac2b9e4e7.jpg" data-gid="gid://syiq/Photo/353489"></a>This issue of <a href="https://www.superyachttimes.com/magazine" rel="noopener noreferrer" target="_blank" title="">HTBI</a> - which coincided with the <a data-gid="gid://syiq/Event/258" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Dubai International Boat Show - 2025">2025 Dubai International Boat Show</a> as it went to print - centres around innovation, honing in on forward-thinking solutions and pioneering technologies. Issue 7 shines a spotlight on the UAE-based <a data-gid="gid://syiq/Company/955" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Gulf Craft (Company)">Gulf Craft</a>, which unveiled six new models at this year’s show, and are diversifying into resort tourism.<img src="https://photo-assets.superyachttimes.com/photo/353491/image/large-8b75fce3da583047630a6f7ca8a7014b.jpg" data-gid="gid://syiq/Photo/353491">Moving onto multihulls, the Oi60 sailing trimaran concept by JC Yacht Architecture and <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a>, <a data-gid="gid://syiq/Company/1080" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rossinavi (Company)">Rossinavi</a>’s powercat <a data-gid="gid://syiq/Yacht/12135" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Seawolf X42.75m (140'3&quot;)Rossinavi2024">Seawolf X</a> with energy-monitoring AI, and a stripped-out carbon maxi catamaran’s conversion to a 30-metre liveaboard cruiser by <a data-gid="gid://syiq/Company/7442" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Thorne Yacht Design (Company)">Thorne Yacht</a> assert that double or triple hulls are making a comeback.<img src="https://photo-assets.superyachttimes.com/photo/353488/image/large-63cde979b57bf2d0fdea698d97f7089f.jpg" data-gid="gid://syiq/Photo/353488">When it comes to in-build reports, Issue 7 takes a deep dive into the <a data-gid="gid://syiq/Company/18" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amels (Company)">Amels</a> 80, which is the largest and latest <a data-gid="gid://syiq/Company/1821" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Damen Yachting (Company)">Damen Yachting</a> Limited Editions yacht. The magazine also explores the Giorgio Armani-designed Project Metamorphosis as she nears completion at <a data-gid="gid://syiq/Company/5565" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="The Italian Sea Group (Company)">The Italian Sea Group</a>’s Tuscany-based facility.<img src="https://photo-assets.superyachttimes.com/photo/353487/image/large-764a1e713f8bc0b97f8680ccd4ffb9e0.jpg" data-gid="gid://syiq/Photo/353487">In addition, a visit was paid to the <a data-gid="gid://syiq/Company/1440" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Heinen & Hopman (Company)">Heinen &amp; Hopman</a> headquarters located in Spakenburg, near Amsterdam to learn more about their climate control technology. Having just celebrated their 60th anniversary as a global leader in HVAC integration, <a data-gid="gid://syiq/Company/1440" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Heinen & Hopman (Company)">Heinen &amp; Hopman</a> provide a better understanding of how their products address the modern demand for environmental consciousness.<img src="https://photo-assets.superyachttimes.com/photo/353486/image/large-00dc485d20f993331e2e8262ba7df8eb.jpg" data-gid="gid://syiq/Photo/353486">Want to know more? You can unlock Premium Content including Issue 7 of <a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-7" rel="noopener noreferrer" target="_blank" title="">How To Build It</a>, quarterly newspapers, our annual <a href="https://www.superyachttimes.com/yacht-news/what-is-the-state-of-yachting-2025-market-report" rel="noopener noreferrer" target="_blank" title="">The State of Yachting</a> market report, the <a href="https://www.superyachttimes.com/yacht-news/asia-pacific-superyacht-market-report-2024" rel="noopener noreferrer" target="_blank" title="">Asia-Pacific Superyacht Market Report</a> and more by subscribing to Premium.&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-7" rel="noopener noreferrer" target="_blank" title="">Download Issue 7 of How To Build It here.<img src="https://photo-assets.superyachttimes.com/photo/353484/image/large-f94c9ddaa8f9a63142317bd679c5efde.jpg" data-gid="gid://syiq/Photo/353484"></a>

How To Build It Issue 7 is out now!

Issue 7 of the SuperYacht Times technical magazine How To Build It (HTBI) has been launched and is available for download now.


<a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a> and <a data-gid="gid://syiq/Company/7383" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="byJC (Company)">byJC</a> have unveiled the first renderings for a new 63.5-metre world explorer trimaran concept, Oi60. The innovative yacht aims to bring a fresh and bold style to the market and is a fully-buildable design concept.<img src="https://photo-assets.superyachttimes.com/photo/336855/image/large-46e88c89e1218ba82678c6f5773c1cf0.jpg" data-gid="gid://syiq/Photo/336855">A collaborative effort between the two studios, Oi60 features a wave piercing hull designed to enhance stability and efficiency. Her sharp and tight design also allows her to slice through the water and minimise the pitching motions.&nbsp;“Oi60 attempts to balance the rhythmic patterns of our lives onboard a sailing yacht, aiming at both a vehicle and a home on the water,” explained <a data-gid="gid://syiq/Company/7383" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="byJC (Company)">byJC</a> and <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a>. With a beam of 28-metres and an interior volume of more than 1,200 GT, Oi60 offers expansive living spaces for guests onboard.<img src="https://photo-assets.superyachttimes.com/photo/336841/image/large-781abc3c9cb8ae3afc3135cb312fcd07.jpg" data-gid="gid://syiq/Photo/336841">Her cross-beam links the three hulls, allowing Oi60 to function as a vast, perforated structure. Forward at her bow, Oi60 is able to accommodate up to 12 guests, with an owner’s suite and guest staterooms, which are adorned with expansive glass walls that illuminate her interiors with a plethora of natural light.Amidships lies a versatile space which is revealed through openings, seamlessly integrated into her structure. Life onboard revolves around this main deck hub, where adaptable partitions blur the boundaries, offering flexibility to divide or open up the area as needed for privacy or social interaction.<img src="https://photo-assets.superyachttimes.com/photo/336842/image/large-528ca28dc89afe76b515c44e3132731a.jpg" data-gid="gid://syiq/Photo/336842">Key features onboard include solar panels embedded into her roof structure as well as port and starboard gullwing doors, which provide access to her beach club. She is also equipped with an expansive aft bathing platform, with a large infinity swimming pool.The weather hull of Oi60 is crafted to clear the water at a slight heel, reducing drag and enhancing her performance. Her expansive, open decks provide stable-level platforms for taking in the surroundings, with minimal heel ensuring comfort onboard. These social spaces are designed to foster interaction, offering inviting areas for dining, exercising, or simply enjoying the water.<a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)"><img src="https://photo-assets.superyachttimes.com/photo/336853/image/large-885ea3c8bcbf4cc4e0f1831fd3250195.jpg" data-gid="gid://syiq/Photo/336853">Rob Doyle Design</a> has introduced a cutting-edge sail plan featuring a free-standing mast and streamlined sailing systems, allowing for single-handed operation from the bridge or helm stations.&nbsp;By positioning rigging loads away from the outriggers, the design minimises racking forces, enabling a more straightforward crossbeam structure. Her Panamax-compliant masts also facilitate smooth transit between the Atlantic and Pacific, promoting global exploration.<img src="https://photo-assets.superyachttimes.com/photo/336840/image/large-3d8c5129c5eb3865b8059cb5cb72937d.jpg" data-gid="gid://syiq/Photo/336840">“Oi60 is an advanced sailing machine, both self-sufficient &amp; efficient, harnessing power from the wind &amp; sun, utilising the latest sail, photovoltaic and regenerative technology,” explained her designers.&nbsp;“Oi60 is a ‘World Explorer Yacht’ with pace to reach the far corners of our planet.”<img src="https://photo-assets.superyachttimes.com/photo/336854/image/large-fd22aac8c606f40d29985389dac21505.jpg" data-gid="gid://syiq/Photo/336854">

Oi60: The 64m world explorer trimaran by Rob Doyle and byJC

Rob Doyle Design and byJC have unveiled the first renderings for a new 63.5-metre world explorer trimaran concept, Oi60.

Introducing Oi60: The 64m world explorer trimaran by Rob Doyle and byJC

When <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a> in Kinsale, Ireland, received a call from the largest sloop in the world saying the yacht had lost the tip of its keel off the coast of Peru, the team had to set in motion a repair job from the other side of the world. Mark Small, Technical Director at <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a>, recounts how it was done.<img src="https://photo-assets.superyachttimes.com/photo/307048/image/large-47eadedaf4730f915d8c4533e7f5f68b.jpg" data-gid="gid://syiq/Photo/307048">On 12 May 2022, we received a call from the captain of 77.6-metre <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> saying they had collided with a submerged object while sailing off the coast of Peru. The yacht had slowed significantly, but the impact was nothing like hitting a container. The crew concluded it was probably a freak encounter with a whale.&nbsp;They undertook a full internal inspection around the keel box, hydraulic locking rams and locking shims. There was no apparent damage to any part of the structure or fittings, so <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> continued sailing into Lima and arrived the following day. On arrival the captain decided to inspect the outside of the hull with a diver to make sure they hadn’t lost any anodes in the collision. It was only at this stage that it became apparent that the lower third of the keel was missing. No other damage was visible.<img src="https://photo-assets.superyachttimes.com/photo/307050/image/large-03f99018ea483b7e8c4ebeac0f5232cc.jpg" data-gid="gid://syiq/Photo/307050">The keel of <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> was originally designed at 150 tonnes with a vertical lifting fin and large bulb. During a later refit it was decided to install carbon rigging and change the keel configuration from a fin and bulb to a straight fin, removing 50 tonnes of ballast in the process. To comply with grounding loads the sacrificial lower third of the fin, which weighs 33 tonnes, is connected to the main fin with a series of bolts that shear off if the designed grounding load is exceeded. In the collision <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a>’s keel performed as designed with the sacrificial tip parting from the keel, which is why the yacht had no structural damage. Interestingly, she continued to sail after the accident with no perceptible change in her sailing characteristics. We will return to this later. <img src="https://photo-assets.superyachttimes.com/photo/183202/image/large-0d3bf142bf8897795d3e4bf4da6e4b0f.jpg" data-gid="gid://syiq/Photo/183202">Now what?When the full extent of the damage became clear the first priority was to move the vessel to a place where the repairs could be carried out. At <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a> we undertook an extensive review of the damage and produced a stability assessment with the keel tip missing. The vessel is DNV/Red Ensign classed and following the assessment we found that she still fully complied with the Motor Yacht Stability requirements. Unsurprisingly, however, the yacht failed the Sailing Yacht requirements. Specifically, the Range of Positive Stability was now 73 degrees (90 degrees required) and the Angle of Equilibrium was 8 degrees &nbsp;(15 degrees required). On submission of our stability assessment, it was agreed with Class that the vessel could be moved, but could not set sail.<img src="https://photo-assets.superyachttimes.com/photo/307047/image/large-1df393a4c0a1129e3e28ca46c77f5430.jpg" data-gid="gid://syiq/Photo/307047">The next items on the list were to find someone to build a replacement 33-tonne keel tip, and a yard where the repair work could be carried out. Initially, we didn’t think this would be too much of an issue as we had the whole west coast of the USA to work with. We were wrong.We scoured the entire USA and Canada and contacted multiple manufactures but failed to find a single company that could supply a new keel tip to the specifications required. In the end, we had to return to Irons Brothers, the original manufacturers in the UK. Now all we had to do was transport 35 tonnes of keel and cradle across the Atlantic and the USA – in itself not a straightforward task as it was an off-gauge load.<img src="https://photo-assets.superyachttimes.com/photo/307046/image/large-f13afcf6c30dfa6f33a67d51d50edfa9.png" data-gid="gid://syiq/Photo/307046">While looking for a keel manufacturer, we were also searching for a shipyard capable of taking in <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> and removing the keel so the new tip could be attached. This process had been done twice before in 2016 and 2018 and we have a precise and approved process to safely undertake the task in a dry dock, on the hard, or in an enclosed basin. To cut a long story short, after months of work we resigned ourselves to the fact that the work to replace the keel couldn’t be done in the USA. Now what?Saving the seasonIt quickly transpired that replacing the keel was going to take a long time. The keel tip would not be ready until September or October, we were struggling to find a shipyard, and now the owner’s summer cruising season was in jeopardy. The owner rightly pointed out that when they lost the keel nobody really noticed any difference in the sailing characteristics, so could we not ask Class to allow the yacht to sail for the summer with some restrictions? As Technical Director for <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a> and knowing we were dealing with the biggest sloop in the world that had lost a portion of its keel and ballast, I was very sceptical that this would be allowed. However, the owner requested that we explore all options with Class so he could rescue the cruising season.&nbsp;<img src="https://photo-assets.superyachttimes.com/photo/307045/image/large-f020bc101fd64addc998c98a73c66437.jpg" data-gid="gid://syiq/Photo/307045"> Following a detailed conversation with Class and the captain of <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a>, we agreed that we would undertake a VPP analysis of the yacht both with and without the keel. Comparing this to the known data already on file, we were able to establish the real-world effect of different sailing scenarios and how the missing keel tip affected the stability of the vessel. We decided to limit the assessment to sailing with a maximum sail area of one reef in the mainsail and the J2 set with maximum heel angle of 15 degrees.<img src="https://photo-assets.superyachttimes.com/photo/307052/image/large-c60c860df383b0eec5fb95b951f8d687.jpg" data-gid="gid://syiq/Photo/307052">What really surprised us all was that losing the keel tip really made only about a 1.2-degree difference in sailing heel angle with the reefed main and J2, which correlates with the yacht’s behaviour under sail after the collision. We submitted a 150-page Sailing Stability Report to Class and it was approved very quickly and in time to rescue the sailing season.Do it with diversFast forward to March 2023. Still unable to find a suitable yard to undertake the repair work in the USA, by now we were looking to return to Europe as the only option. Then we got a call from co-captain Ryan Bergman: “How about putting the keel tip back on using divers?”, he asked.The idea had come from Roger Woolsley, a good friend of the owner’s who works in the aviation business. They were on <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> together but couldn’t sail without the keel tip, so Roger discussed the problem with his military contacts and other knowledgeable friends. They suggested using divers to replace the keel tip. <img src="https://photo-assets.superyachttimes.com/photo/307051/image/large-e171e2511fb9bc4d4bfe342aecb8b59a.jpg" data-gid="gid://syiq/Photo/307051">My first reaction was: “Nothing like that has ever been done on a superyacht of this size, let alone the biggest sloop in the world!” However, we agreed to have a video meeting with the proposed dive team. It is very rare that you meet with a group of people with limited experience of superyachts that immediately inspire trust, but that is was what happened in our first meeting with Subsea Global. We spent a few hours talking through potential snags and solutions and by the end of the meeting we were all convinced that the operation was feasible, and why hadn’t we thought of it earlier?The plan of action was as follows. The keel tip and cradle, now fitted with a base plate to stop it sinking into the mud, would be craned onto the sea bed; <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> would be positioned immediately above and the keel and cradle lifted into position using air hoists; the slots and bolt galleries would then be aligned, the plates adjusted where needed, and the bolts fitted at the correct torque; finally, the cradle would be dropped back onto the seabed and <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> could sail away. Every stage of the process would be carried out underwater with a Class surveyor on board the yacht to oversee the operation from start to finish. What could possibly go wrong?<img src="https://photo-assets.superyachttimes.com/photo/307053/image/large-ebbd859ea382f715b5e2699073f9193d.jpg" data-gid="gid://syiq/Photo/307053">As it turned out and bar the usual hiccups, nothing of any major significance went awry. In close cooperation with Class, the dive team and SD De Kock, the other co-captain of <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a>, we developed a procedural document for the works, which were carried out at a commercial dock in San Diego. The keel arrived at the dock early on Tuesday 9 May 2023, almost a year after the initial collision. The divers entered the water the same afternoon, working largely by touch in conditions of very poor visibility. After 48 hours of working continuously with three dive teams in eight-hour shifts, they exited the water in the afternoon on the Thursday with the job completed. <img src="https://photo-assets.superyachttimes.com/photo/307049/image/large-0eeb0f3d103d0ea1971b18544633ffe1.jpg" data-gid="gid://syiq/Photo/307049">Fitting the bolts to the correct torque had been complicated by the presence of the cradle, but with the agreement of the Class surveyor this was completed a week later in Seattle. The whole project was a master class in what is possible when you have a good team working together for a common cause.This article is featured in&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-4" rel="noopener noreferrer" target="_blank" title="">Issue 4</a>&nbsp;of the new SuperYacht Times&nbsp;technical magazine How to Build It.&nbsp;Subscribe now&nbsp;to receive your copy straight to your door and never miss another issue.&nbsp;

Refitting the 78m superyacht M5

Rob Doyle Design talks us through the refit and repair process of the 77.6-metre superyacht M5, following damage to her keel in 2022.

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Repairing the world's largest sloop M5 with Rob Doyle Design

The demand for very large sailing yachts is nothing like that for large motor yachts, but over the last few years there has been increased interest in very large sailing yachts. Some projects have been delivered, some are under construction and others are on the drawing board. <img src="https://photo-assets.superyachttimes.com/photo/271922/image/large-b991006523bd905dbed9b749b4cd42e1.jpg" data-gid="gid://syiq/Photo/271922">We ask a panel of experts – Bart van der Meer (engineering sailing systems at <a data-gid="gid://syiq/Company/458" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rondal B.V. (Company)">Rondal</a>), Rudy Jurg (sales manager at <a data-gid="gid://syiq/Company/458" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rondal B.V. (Company)">Rondal</a>), Rob Doyle (<a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a>), Thys Nikkels (<a data-gid="gid://syiq/Company/230" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Dykstra Naval Architects (Company)">Dykstra Naval Architects</a>) and Bill Tripp (<a data-gid="gid://syiq/Company/230" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Dykstra Naval Architects (Company)">Tripp Design</a>) – about the challenges of designing, building and operating a 100-metre sloop.<img src="https://photo-assets.superyachttimes.com/photo/271904/image/large-0e8d661bb3efb5b36591b231f65ec1e7.jpg" data-gid="gid://syiq/Photo/271904">Is it possible to create the mast and rigging for a 100-metre sloop that is both safe and Class approved?&nbsp;Bart van der Meer: Yes, it is certainly possible to create a complete rig and sailing system for a yacht of this size. It does, of course, present some interesting challenges, but Rondal has built its reputation on resolving challenges.&nbsp;Rob Doyle: For a 100-metre sloop in terms of length overall, no, it is not possible. For a 100-metre spar height, yes, that is possible. If someone says ’yes’ to a 100-metre LOA yacht they are out of their depth and have not fully researched all the options involved. At RDD we have done a huge amount of research on this question and we are one of the few naval architects and design studios that have an understanding of the complexibility of such a big rig. Class approval would be difficult, but they will lean hard on the naval architect’s calculations, research and experience.&nbsp;Thys Nikkels: When we are pushing boundaries with any aspect of a design the answer is always ‘Do your homework!’ If you do not have experience with a certain size or configuration you have to do the necessary research and development to prove the design is feasible. Feasible in concept, safe in construction and safe in operation, only then can you tell a client that it is possible, and to do that you have to work with a team of researchers, material specialists, builders to find the required solutions for the challenges.<img src="https://photo-assets.superyachttimes.com/photo/108433/image/large-6f7ee4bb350c7e7604865e0774d55463.jpg" data-gid="gid://syiq/Photo/108433">Are there any suppliers who would take the risk of building such a yacht?Bart van der Meer: We have already built three impressive 70-metre-plus &nbsp;rigs and are currently planning a large rig for an 85-metre sloop, which will become one of the world’s largest.Rob Doyle: There are two really only two manufacturers that can build big rigs. Rigging would be another significant difficulty, along with winches, systems, furling, hull structures, regulations and more.<img src="https://photo-assets.superyachttimes.com/photo/271932/image/large-fe57b0ec686c9fcbbe3f0f91922d0a1d.jpg" data-gid="gid://syiq/Photo/271932">Even if you could build it, would it be safe to operate for the crew?Bart van der Meer: Given the exceptional loads, risk factors for the crew are already an important factor in planning sailing systems for today’s largest sailing yachts, especially when racing. These loads and the sheer length and weight of running rigging do increase exponentially when looking at a rig for a 100-metre sloop. But we should keep in mind that, at this end of the superyacht fleet, only the most highly qualified and experienced crew would manage and trim the sail plan. They would do so with access to very sophisticated load sensors and safety triggers to ensure loads and risks remain within the design boundaries. There is also the possibility that these big rigs could be operated fully automatically. Especially as the cost related to fully automating a sailing system becomes smaller in comparison to the overall cost. However, this route could present new challenges of its own until fully proven.Rob Doyle: We will always design rigs with safe operation in mind, the numbers involved are huge and operation of a sail plan of this size would be very difficult, if not impossible. The size of the systems to control such a rig are significant and very detailed research is required, the sparmakers can build very big rigs – the limit is the yacht not the spar tube.&nbsp;Thys Nikkels: In the end, a large sloop will only work for the client if it can be safely and relatively easily operated by the crew. Otherwise the rig will never, or only sporadically, be used.<img src="https://photo-assets.superyachttimes.com/photo/236181/image/large-38e23873797382eff5e629953f24cb77.jpeg" data-gid="gid://syiq/Photo/236181">Have you had any requests for such a large project and do you expect that one day a client will decide to build one?Rudy Jurg: We have already been introduced to enquiries and concepts of this size that for one reason or another have yet to progress. I have little doubt that 100-metre-plus rigs will be built in the future. The first one will be commissioned by a very ambitious and visionary individual with deep pockets. Once this client’s project is afloat, others are more likely to follow.&nbsp;Rob Doyle: Yes, we have had requests for such yachts a number of times. What we explain first is that the jump from 78-metre M5 to a sloop with a spar length of 100 metres is enormous. If you have not designed and built big rigs before, then a client is very exposed. At RDD we have designed more big rigs, both sloop and ketches, than many other naval architects, but the numbers are staggering when you present the research and the real build numbers. <img src="https://photo-assets.superyachttimes.com/photo/272049/image/large-6060ad9c10f61da7535208d03e662ce4.jpg" data-gid="gid://syiq/Photo/272049">What are the cost implications of building a 100-metre sloop compared with a schooner of similar size?&nbsp;Bart van der Meer: One of the biggest cost implications is that most of the hardware needs to be designed from scratch for the sloop. Nothing on this scale is readily available on the market: no furlers, no toggles, no winches. And it needs to be designed not just bigger, but exponentially bigger. Take a runner winch, for example. From a 30-metre sloop to a 60-metre sloop, the retrieving length will double and the pull force goes from roughly 10 to 30 tonnes. If you want to be able to retrieve the runners at the same time, you’ll need four times more winch power to double the speed and more than double the force.&nbsp;When you recall it was considered doubtful if you could fly a spinnaker from the mast of a 100-foot sloop 30 years ago, we can see that the evolution of marine design technology has always innovated to address such issues. The expertise is there to make the rig of a 100-metre sloop happen, &nbsp;as long as it is accepted that substantial system development costs as well as the hardware manufacturing costs will bear heavily on the first project. For these reasons, it will certainly cost more than the rig of a 100-metre schooner or ketch.Rob Doyle: Hard questions because if you want to be the tip of the sword, a visionary owner that wants to reach for the stars and build the biggest sloop. But you may need to ask yourself: is the ketch a better option at the 100-metre LOA size?<img src="https://photo-assets.superyachttimes.com/photo/236173/image/large-d089b6d8c8cd89662da7e3fc43a4f62c.jpeg" data-gid="gid://syiq/Photo/236173">Given all the factors above and from your own experience, what is the ideal size for a super-sloop?Rudy Jurg: It is difficult to say there is an ideal size, though we do know that the ‘ideal’ size keeps on growing as larger yachts prove their reliability and their capacity to deliver exceptional lifestyle experiences and amenities to owners and their guests. Ultimately the ‘ideal’ will always be related to owners’ plans, their financial resources, their vision and ambition.Rob Doyle: I believe an 85-metre LOA sloop would be the limit, but there are different factors at play that have to be understood and it's more about the length/beam ratio than LOA, which would be a more suitable metric to start with. On the limit of tube lengths, you need to ask the spar maker for that number, but we are comfortable with the tube lengths we have spoken to clients and sparmakers about.This article was originally published in September 2022 of Issue 1 of the How to Build It magazine. <a href="https://superyachttimes.com/api/download/how-to-build-it-issue-1" target="_blank">You can download the entire magazine for free here</a>.

Ask the Expert: Is a 100-metre sloop feasible or even desirable?

SYT asked a panel of experts about the challenges of designing, building and operating a 100-metre sloop.


Ask the Experts: Is a 100-metre sloop feasible or even desirable?

Project 111 was born out of an extensively researched and investigative lens by <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a>. The superyacht concept is a new build classical sailing motor yacht deriving from pages of archival marine publications that were the anchor for the innovative revived concept. After initially crafting the concept in 2015, <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle</a> decided to reconvene Project 111 and, of course, now, in 2023, redefine and incorporate modern motor yacht technologies and add classical lines. <img src="https://photo-assets.superyachttimes.com/photo/263993/image/large-4b603e24cd65a76786e128b28908919b.jpg" data-gid="gid://syiq/Photo/263993"><img src="https://photo-assets.superyachttimes.com/photo/263992/image/large-69247578faf7d69ab09325b850ae3e7e.jpg" data-gid="gid://syiq/Photo/263992">A classical 19th/early 20th-century steamship was the catalyst for this project. After researching the historical classical hybrid sailing vessels, the design studio wanted to master the art of many of the rich heritage aesthetics found in these rare vessels. With the hope of recreating such a superyacht, a historical approach was adopted by <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle's&nbsp;</a>design. Project 111 has given new life to what could be one of the most innovative classical sailing yacht concepts to date, where old design harmonises with modern technologies. <img src="https://photo-assets.superyachttimes.com/photo/263988/image/large-76f695700f4a011a7121cec0de85204f.jpg" data-gid="gid://syiq/Photo/263988"><img src="https://photo-assets.superyachttimes.com/photo/263987/image/large-665d3eba3c1cdce989a7e28e8b4bcede.jpg" data-gid="gid://syiq/Photo/263987">The formula for which Project 111 is created will require the highest standards of equipment, materials, and craftsmanship available today, with the goal being to provide exceptional comfort, safety, and of course, accelerated performance without comprising the classical nature of the yacht's design. <img src="https://photo-assets.superyachttimes.com/photo/263990/image/large-04a5eb5b95740a00c20da2316638ad53.jpg" data-gid="gid://syiq/Photo/263990"><img src="https://photo-assets.superyachttimes.com/photo/263989/image/large-b9d1d5e72a5bbd5771b0e11174a04bee.jpg" data-gid="gid://syiq/Photo/263989">The renders and sketches showcase an immersive and intimate layout for guests, where the exterior and the interior work in harmony with a focus on outdoor leisure and alfresco entertainment for friends and family. Highlights of Project 111 include a classic powerboat tender upon the upper deck housing launchable traditional-style davits and versatile drop-down side platforms transforming into a beach club and allowing for easy access to the water's edge. Several water sporting activities can be enjoyed onboard, &nbsp;including dinghy sailing, jet skiing, diving, and water skiing, with the notion of staying in keeping with the type of vessel it replicates. <img src="https://photo-assets.superyachttimes.com/photo/263986/image/large-75f5e9c7af4fe3b27587a04839844706.jpg" data-gid="gid://syiq/Photo/263986">The superyacht concept's overall exterior will exhibit painted surfaces adorned with prized, highest quality varnished woodwork to convey the classical vessels to which it pays homage. The entirety of the deck equipment will be styled traditionally while maintaining ease when handling, reflective of its modern counterparts. &nbsp;<img src="https://photo-assets.superyachttimes.com/photo/263991/image/large-8f97daae1655aabaeaad0a116f59d8f3.jpg" data-gid="gid://syiq/Photo/263991">Performance-wise, the sailing yacht will be powered by Twin 559 kW <a data-gid="gid://syiq/Company/1408" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Caterpillar Inc (Company)">Caterpillar</a> C32 ACERT engines to provide a cruising speed of 14 knots and a maximum speed of 16 knots. The yacht concept could reach a range of 5000 nautical miles.

Rob Doyle Concept paying homage to a 19th-century 

An exclusive look at the 50m Rob Doyle Design concept paying homage to a 19th-century vessels that form as the anchor for this project. 

Rob Doyle's 50m concept superyacht Project 111 inspired by 19th century yachts

<a data-gid="gid://syiq/Company/1356" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Van Geest Design (Company)">Van Geest Design</a> and <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a> have joined forces once again to present a new 30-metre catamaran concept Domus Cat. The new design focuses on scalability of design and shares the same DNA as the 40-metre trimaran <a data-gid="gid://syiq/Article/55132" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Domus: The 40m trimaran concept that aims to be ‘zero-emission’ (2022-05-12 15:00:00 +0200)">concept Domus, unveiled by the duo last year</a>.<img src="https://photo-assets.superyachttimes.com/photo/261290/image/large-3f94f4da514ca01434c8d81b7c6881bc.jpg" data-gid="gid://syiq/Photo/261290">The new Domus Cat design takes into consideration the issues around the beam, which are often dictated by the structural limitations of the crossbeam. Domus Cat uses the skydeck as the prime structure for the crossbeams to allow for an increased area structure.<img src="https://photo-assets.superyachttimes.com/photo/261291/image/large-2905d1f88a2e6def5b9ba38b1e7925fc.jpg" data-gid="gid://syiq/Photo/261291">As a result of these changes, Domus Cat has a larger beam than most catamarans and also opens up a huge space for her owners and guests. The increased beam also equates to more interior volume and deck space, with her main deck on one level with a large aft deck and two side balconies.<img src="https://photo-assets.superyachttimes.com/photo/261292/image/large-d2d76f570e6fcc63febdd6cae8261682.jpg" data-gid="gid://syiq/Photo/261292">Her interior is divided into key areas, with a cinema lounge and dining area connected to her two VIP staterooms. An internal wheelhouse is located on the centreline with access to the spacious deck above, while stairs provide access to the accommodations in the hulls.<img src="https://photo-assets.superyachttimes.com/photo/261293/image/large-17bb65b82e4c66781aaf9526878181c7.jpg" data-gid="gid://syiq/Photo/261293">The portside hull houses her crew, with 44 square-metres of accommodation, storage, and crew services. The starboard side hull is home to additional guest staterooms, services, and technical storage areas.<img src="https://photo-assets.superyachttimes.com/photo/261289/image/large-1850797bae4c532ad9df9f1527ddf287.jpg" data-gid="gid://syiq/Photo/261289">The upper deck of Domus Cat features outboard shaped helm station and seating areas, as well as a forward deckhouse with a Jacuzzi and plenty of space for guests to relax. She is also equipped with solar panels and atriums covered with solar-panelled louvres<img src="https://photo-assets.superyachttimes.com/photo/261294/image/large-2fb464f6b2935591439d79e3e7b14301.jpg" data-gid="gid://syiq/Photo/261294">The lightweight structure of Domus Cat allows for a key focus on performance, while her catamaran design provides more stability at anchor. Domus Cat is designed to sail at very low heel angles and is designed with solar power, hydro regeneration, and fuel cells, which her designers say creates an ‘unlimited range’ with ‘zero emissions.’<img src="https://photo-assets.superyachttimes.com/photo/261287/image/large-75b539f1fbb2f879669cb498b86d9fd4.jpg" data-gid="gid://syiq/Photo/261287">An optimised system of solar power and battery storage, allows Domus Cat to cruise during daylight hours and then transfer over to her battery system at night. This also means that she is fully-silent with zero emissions while at anchor.Domus Cat is a collaboration between <a data-gid="gid://syiq/Company/1356" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Van Geest Design (Company)">Van Geest Design</a> and <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a>, with the latter focusing on her naval architecture, performance, and structural feasibility. While <a data-gid="gid://syiq/Company/1356" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Van Geest Design (Company)">Van Geest Design</a> developed the styling and layouts.<img src="https://photo-assets.superyachttimes.com/photo/261288/image/large-afafead6709cdfd0127ce0ae926edef8.jpg" data-gid="gid://syiq/Photo/261288">The team behind Domus Cat have already been involved in the design of over 60 superyachts, and have extensive detailed design experience, knowledge and data which allows them the confidence to undertake such a project.

30m Domus Cat catamaran concept unveiled

Van Geest Design and Rob Doyle Design have joined forces to present a new 30-metre catamaran concept Domus Cat.

Domus Cat: The 30m catamaran concept from Van Geest Design and Rob Doyle Design

The hull of the 54-metre sailing yacht Argo 54, Hull 459, has arrived in Greece after it was launched in the Netherlands last month. The aluminium hull, which was built at the <a data-gid="gid://syiq/Company/5011" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Jacht- en Scheepswerf Gouwerok BV (Company)">Jacht- en Scheepswerf Gouwerok BV</a> shipyard in Aalsmeer, outside of Amsterdam, was transported to the <a data-gid="gid://syiq/Company/6384" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Omikron Yachts (Company)">Omikron Yachts</a> facility within <a data-gid="gid://syiq/Company/5902" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Olympic Marine (Company)">Olympic Marine</a> shipyard near Athens.<img src="https://photo-assets.superyachttimes.com/photo/251646/image/large-56970e4ccdedf81b83aba4c5050522c2.jpg" data-gid="gid://syiq/Photo/251646"><img src="https://photo-assets.superyachttimes.com/photo/251647/image/large-3ba7fbd9b2d159b513dac6ca0d92ca0a.jpg" data-gid="gid://syiq/Photo/251647">The&nbsp;Argo 54 is the brainchild of racing yacht designer <a data-gid="gid://syiq/Company/4665" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Juan Kouyoumdjian (Company)">Juan Kouyoumdjian</a> in collaboration with <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a> and the yacht's owner. The two studios have been working since 2020 on the design and engineering of the superyacht, which has been conceived as a high performance cruiser with impressive racing capabilities. <img src="https://photo-assets.superyachttimes.com/photo/251651/image/large-b78ef7e7f1fdfa7f08e49686360966df.jpg" data-gid="gid://syiq/Photo/251651"><img src="https://photo-assets.superyachttimes.com/photo/251649/image/large-eba7eedd236ed503447913c38ba3515b.jpg" data-gid="gid://syiq/Photo/251649">She is the second superyacht to have come from the <a data-gid="gid://syiq/Company/4665" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Juan Kouyoumdjian (Company)">Juan K</a> studio, the first of which was the famous ClubSwan 125, <a data-gid="gid://syiq/Yacht/6637" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Skorpios42.62m (139'10&quot;)Nautor Swan2021">Skorpios</a> which was launched last year. <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a> has extensive experience engineering superyachts and brought a wealth of expertise to the project. <img src="https://photo-assets.superyachttimes.com/photo/251645/image/large-08bb104e50ed2b35fadaf6bc2efa6427.jpg" data-gid="gid://syiq/Photo/251645"><img src="https://photo-assets.superyachttimes.com/photo/251644/image/large-0d8b166128f80cc781792027ae241e38.jpg" data-gid="gid://syiq/Photo/251644">While the final exterior of the yacht is yet to be finalised, many of her technical elements have been finalised, and we will be sharing more technical details of the superyacht as the project progresses. <a data-gid="gid://syiq/Company/4404" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Mark Whiteley Design (Company)">Mark Whiteley Design</a> has been chosen as the interior designer for the Argo 54.<img src="https://photo-assets.superyachttimes.com/photo/251649/image/large-eba7eedd236ed503447913c38ba3515b.jpg" data-gid="gid://syiq/Photo/251649">Now that she is in Greece, the superyacht will undergo the next stage of construction, with her superstructure engineering now underway and assembly scheduled for next summer. The yacht is due for delivery in 2024.&nbsp;

Argo 54 sailing yacht arrives in Greece

The Argo 54 sailing yacht from Juan K and Rob Doyle has arrived in Greece.

Argo 54 sailing yacht from Juan K and Rob Doyle has arrived at Omikron Yachts in Greece

The hull of the radical 54-metre sloop Argo 54, Hull 459, designed by <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle</a> and <a data-gid="gid://syiq/Company/4665" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Juan Kouyoumdjian (Company)">Juan K</a> has been launched in the Netherlands at the <a data-gid="gid://syiq/Company/5011" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Jacht- en Scheepswerf Gouwerok BV (Company)">Jacht- en Scheepswerf Gouwerok BV</a>, just outside of Amsterdam. The superyacht is now on route to Lavrio where she will be completed at <a data-gid="gid://syiq/Company/6384" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Omikron Yachts (Company)">Omikron Yachts</a>.<img src="https://photo-assets.superyachttimes.com/photo/248401/image/large-c53694bfe4d1197fe0ad2b7a77a00b5d.jpg" data-gid="gid://syiq/Photo/248401"><img src="https://photo-assets.superyachttimes.com/photo/248403/image/large-8bc5e3c6c87e36c30cf8515aa93edb27.jpg" data-gid="gid://syiq/Photo/248403"><img src="https://photo-assets.superyachttimes.com/photo/248393/image/large-1a19f62310627bc233862df5661d008a.jpg" data-gid="gid://syiq/Photo/248393">The superyacht was initially conceived by <a data-gid="gid://syiq/Company/4665" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Juan Kouyoumdjian (Company)">Juan Kouyoumdjian</a>, who approached <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle</a> for a collaboration. Juan wanted to design a yacht with massive capabilities and needed assistance with the vessel's styling, structures, system &amp; engineering.<img src="https://photo-assets.superyachttimes.com/photo/248413/image/large-ccda5b2d69895ac77e84ffea45ff4704.jpg" data-gid="gid://syiq/Photo/248413"><img src="https://photo-assets.superyachttimes.com/photo/248418/image/large-f093986d338829f54766cf4b75c75b5d.jpg" data-gid="gid://syiq/Photo/248418"><img src="https://photo-assets.superyachttimes.com/photo/248423/image/large-a62129e001141d60d78e4f6747c015b0.jpg" data-gid="gid://syiq/Photo/248423">We spoke with <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Doyle</a> about the superyacht in an exclusive interview earlier this year, published in <a data-gid="gid://syiq/Article/55236" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="SuperYacht Times Issue 41 has been published! (2022-05-27 16:30:00 +0200)">Issue 41 of the SYT newspaper</a>:&nbsp;Read: <a data-gid="gid://syiq/Article/55325" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Exclusive: Rob Doyle and the radical 53M sloop designed with Juan K (2022-06-13 14:30:00 +0200)">Exclusive: Rob Doyle and the radical 53M sloop designed with Juan K<img src="https://photo-assets.superyachttimes.com/photo/248410/image/large-04f7320872cb453461001d340df1290e.jpg" data-gid="gid://syiq/Photo/248410"><img src="https://photo-assets.superyachttimes.com/photo/248407/image/large-e8667dfdd8d412a1d5a38c5d29cf70dd.jpg" data-gid="gid://syiq/Photo/248407"><img src="https://photo-assets.superyachttimes.com/photo/248396/image/large-8cd5326b26138bd2638e5ff4ae3e54ec.jpg" data-gid="gid://syiq/Photo/248396"><img src="https://photo-assets.superyachttimes.com/photo/248391/image/large-f8fddbd271f2dcf225cdc9b5be7edc73.jpg" data-gid="gid://syiq/Photo/248391"></a>The hull is now on route to Lavrio in Greece and will arrive at the shipyard in around two weeks.<a data-gid="gid://syiq/Article/55325" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Exclusive: Rob Doyle and the radical 53M sloop designed with Juan K (2022-06-13 14:30:00 +0200)"></a><img src="https://photo-assets.superyachttimes.com/photo/230133/image/large-52e0765ddfd559d36693f2299ba7b564.jpg" data-gid="gid://syiq/Photo/230133">

Argo 54 sailing yacht Olympic Yacht in-build

The hull of the radical 53m sloop by Juan K and Rob Doyle has been launched in Netherlands.

Hull of radical 54m sloop Argo 54 by Juan K and Rob Doyle launched in Netherlands

SuperYacht Times Synopsis June

The SuperYacht Times Synopsis, as brought to you by SYT iQ, gives you the rundown of the top business stories and market reports from last month. 

SYT Synopsis: Breaking yacht news from June 

At the studio with Mark Whiteley Design

After first meeting in MYS 21 Mark Whiteley and Francesca Webster sat down once again to discuss all things sailing yacht design

Exclusive: Mark Whiteley talks sailing yacht design

<a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle</a> reveals some of the secrets behind his latest superyacht, created in collaboration with <a data-gid="gid://syiq/Company/4665" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Juan Kouyoumdjian (Company)">Juan Kouyoumdjian</a> and <a data-gid="gid://syiq/Company/4404" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Mark Whiteley Design (Company)">Mark Whiteley</a>. The 53-metre superyacht, which is due to be built in Greece, has changed the shape of <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Doyle</a>’s yacht designs and looks to be one of the most radical and thoroughly researched high performance aluminium sailing yachts ever constructed.&nbsp;<img src="https://photo-assets.superyachttimes.com/photo/230141/image/large-da461c37e9e18835dff60b35ce22b160.jpg" data-gid="gid://syiq/Photo/230141">What was the genesis of this project?<a data-gid="gid://syiq/Company/4665" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Juan Kouyoumdjian (Company)"></a> <a data-gid="gid://syiq/Company/4665" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Juan Kouyoumdjian (Company)">Juan</a> came to me and told me about this design project he was working on with a client that wanted a super sailing yacht with massive capabilities. Juan was looking for assistance with the vessel's styling, structures, system &amp; engineering, having never designed a superyacht before and offered me a 50 percent stake of the pitch. <a data-gid="gid://syiq/Company/4665" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Juan Kouyoumdjian (Company)">Juan</a>’s initial concept was really out there which I completely embraced as I worked over the concept of the exterior styling. When we pitched the yacht, which was at that time 52 metres, the owner came back and said “this is my yacht, I don’t need to see any other designers – let's go.”&nbsp;I’ve done 36 superyachts in my career and I have never seen a project approved so quickly by the owner, it was extraordinary. With a reaction like that we really knew we were onto something special, and then the owner and project management team allowed us an entire year with which to research and develop the project and come up with the best solution for the boat – that is unheard of in this industry! What he was essentially looking for was a superfast, super light but luxurious yacht that would set a new standard for yachts of her size. <img src="https://photo-assets.superyachttimes.com/photo/230138/image/large-b5a1c2db3e0e4129680a7cf88cc40978.jpg" data-gid="gid://syiq/Photo/230138">An entire year for R&amp;D? Can you tell us a little bit about that?<a data-gid="gid://syiq/Company/4665" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Juan Kouyoumdjian (Company)">Juan</a> and I really collaborated during that year, turning over every rock and learning what we needed to do to get the very most out of the yacht. We researched every rule, all the classification rules to find out which would give us the best, lightest rule for aluminium. The goal was to clarify the design down to create the strongest and stiffest rule we could get. It allowed us to explore all of the rules to their merits and eventually we settled on the BV rule.&nbsp;The entire research process allowed us to hone in on the yacht’s weight and we ended up with around 11 percent less weight than a comparative carbon hull. There are a lot of factors that contributed to that, such as the rig design with <a data-gid="gid://syiq/Company/1213" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Doyle Sailmakers (Company)">Doyle Sails</a> and structured luff, as well as us being super aggressive in cutting down on unnecessary items and systems. It has allowed us to think completely differently about the structure and composition of a sailing yacht. I would confidently say that this hull has the most thorough FEA ever done for a sailing yacht.&nbsp;We looked at every nook and cranny of the vessel and questioned ‘do we really need these systems?’ ‘Does this bring value for the owner’, if the answer was no, we removed it. What we have created is a much simpler yacht, at a lower cost and a significantly lighter weight, it's a real win-win situation. Normally with yacht design it goes the other way, with yachts getting heavier and heavier as the design process progresses. Juan’s experience in the performance yacht sector was absolutely key here as well because he knows about every single piece of waste so we were challenging one another and questioning the value of different elements. That collaboration really pushed this yacht into a new sphere. <img src="https://photo-assets.superyachttimes.com/photo/230136/image/large-be55739d33261e386f0d30fd4b02d3da.jpg" data-gid="gid://syiq/Photo/230136">Is there a risk that her lightness creates limitations to her performance?You can never have a boat that’s too light. Some weight will always creep in there but it is an old cliche that a good heavy boat is a more seaworthy one, it is just not the case. It is old, redundant thinking and we don’t need to go that way anymore. Speed is your friend. If you’re sailing in the following sea, you want to jibe the boat at maximum speed because forces are reduced putting less pressure on the rig.&nbsp;It is a different thought process now from how the older yacht designers used to think about sailing yachts. We are moving into a different generation of sailing yachts, a higher level of performance sailing yachts, it's a natural evolution.You are also collaborating with Mark Whiteley for the interiors, how did that relationship begin?<a data-gid="gid://syiq/Company/4665" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Juan Kouyoumdjian (Company)">Juan</a> worked on the rig, the hull shape, deck hardware and foils, while I was responsible for the exterior styling and the interior layout and we worked on the systems together. While <a data-gid="gid://syiq/Company/4665" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Juan Kouyoumdjian (Company)">Juan</a> and I were in the thick of this R&amp;D process, I approached the management team and said “look, you need an interior stylist who will take this same approach and give the interior the same amount of attention that we are giving the exterior and rigging.”&nbsp;We got them to meet <a data-gid="gid://syiq/Company/4404" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Mark Whiteley Design (Company)">Mark Whiteley</a> and he and the owner clicked straight away. <a data-gid="gid://syiq/Company/4404" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Mark Whiteley Design (Company)">Mark</a>’s proposal was very different and very in-keeping with what we were trying to do, yet retaining a beautiful sense of the interior spaces. When I created the interior layout with the owner, the only thing he really stipulated was that everything was on one level, he didn’t want to walk down any steps. Getting <a data-gid="gid://syiq/Company/4404" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Mark Whiteley Design (Company)">Mark</a> into the team has been critical and he really has gone down into every detail to ensure the interiors comply with all the weight reduction work <a data-gid="gid://syiq/Company/4665" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Juan Kouyoumdjian (Company)">Juan</a> and I had been working on. <img src="https://photo-assets.superyachttimes.com/photo/230133/image/large-52e0765ddfd559d36693f2299ba7b564.jpg" data-gid="gid://syiq/Photo/230133">Can you share any hints about her interiors?She is a luxurious yacht, with a massive saloon that has a near panoramic view through wrap-around glass windows, the biggest we’ve ever put in an aluminium structure. We’ve kept the mullions as small as possible and provided <a data-gid="gid://syiq/Company/4404" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Mark Whiteley Design (Company)">Mark</a> with the biggest possible canvas to work with. We’ve hidden a lot of the glass in the exterior styling so actually you don’t notice the glass expanses from the outside, but from the inside you get the full benefit with masses of light. <a data-gid="gid://syiq/Company/4404" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Mark Whiteley Design (Company)">Mark</a> was able to really adapt the interior styling to that feature and we’ve pushed as much out of the vessel as possible, it’s really exciting.&nbsp;What stage is the build at now?Once we settled on the rule and the hull design, we approached the Gouwerok shipyard in Holland for the construction of her aluminium hull, while her outfitting will take place in Athens. In the coming months the hull will be launched from the shed and shipped down to Athens.&nbsp;We have finished the vast majority of our work, moving forward now it is a case of monitoring the build and ensuring that the construction matches with the work we have done on the design. We expect the yacht to be launched in 2024 at the Greek shipyard, which in itself is a fantastic facility that the owner has really invested in over the last few years. There is even talk about a second boat so things are certainly moving in the right direction.<img src="https://photo-assets.superyachttimes.com/photo/230139/image/large-347a18c3bc6bcd65299e15d08dd47d9c.jpg" data-gid="gid://syiq/Photo/230139">How has this yacht and the R&amp;D process shaped the work produced by your studio today?It has made me question everything, the entire way I have looked at design and all that research has really focused my attention on what is truly necessary for yachts. You can certainly see how this yacht has inspired some of our recent work, such as 63-metre Fury unveiled last year.&nbsp;From the sail set up with the structured luff, to the entire superstructure itself, its changed the way be approach design. It also opened my eyes to the value of aluminium over carbon fibre, not only for the weight but also for the interior volume of the yacht itself, with aluminium allowing you to achieve the maximum square meterage from the vessels interiors. She’s certainly going to continue to influence our work moving forward, it has been the most interesting project we’ve worked on and we are all very excited to see her launched in the coming years!This article was originally published in&nbsp;<a href="https://www.superyachttimes.com/yacht-news/superyacht-times-issue-41-published" rel="noopener noreferrer" target="_blank" title="">Issue 41 of SuperYacht Times newspaper</a><a href="https://www.superyachttimes.com/yacht-news/superyacht-times-issue-40-published" target="_blank">.</a> To read more stories like this one and to never again miss another issue of the SuperYacht Times newspaper, <a href="https://shop.superyachttimes.com/report/the-superyacht-times-subscription" target="_blank">subscribe here</a>.

Rob Doyle and the radical Olympic Yachts 53M

Rob Doyle reveals some of the secrets behind his latest superyacht, created in collaboration with Juan Kouyoumdjian and Mark Whiteley. 