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Rossinavi to premiere 43m Seawolf X at Monaco Yacht Show 2024

Related articles, superyacht directory.

Rossinavi has announced that it will be premiering its "most innovative project" to date, Seawolf X , at this year's Monaco Yacht Show . The 42.8-metre hybrid-electric catamaran was delivered in August 2024 and is now cruising the Saronic Islands in Greece, according to BOATPro .

Exterior design is by Fulvio De Simoni Yacht Design , marking the first project presented by the pair since the 49.1-metre Aurora in 2017. It also marks Rossinavi's first multihull project.

A key characteristic of the model is her three "performance scenarios". On one-day trips, Seawolf X can cruise in full-electric mode for 100 per cent of the time; on multi-day trips, she can cruise for 90 per cent; and on transatlantic trips, she can still cruise in electric mode for 80 per cent of the time. When the catamaran is moored, a "hibernation mode" activates for reduced consumption – with the energy generated able to be given back to the quay or to a private property. She can recharge at the shore in five hours and supplies enough energy to charge up an entire villa.

Rossinavi has also developed an onboard artificial intelligence system, called Rossinavi AI, to analyse the operation of the vessel, predict the needs of guests and communicate with the crew on "lower-impact behaviours" and "conscious cruising". The AI can also monitor the battery pack to keep it in a range of 20 to 80 per cent.

Her exterior is low-profiled and reminiscent of a sports car, with Fulvio De Simoni Yacht Design seeking "to liberate their minds from preconceptions" around catamaran design. The team also integrated solar panels into Seawolf X and addressed hull efficiency by developing "lightweight solutions", including an anchor installation that meets weight standards while enhancing aesthetics.

New York-based design firm Meyer Davis have created an interior that "complements the cutting-edge yacht to bring relaxed luxury and sustainable design to its forefront," the shipyard said. The decor takes inspiration from nature, in particular the sun, the sea and sand.

Leisure highlights include a convivial cockpit centred around a pool, an expansive sundeck with sunbathing and living spaces, and a bow area that features a hidden pool and convertible home theatre. Accommodation is for up to 10 guests in four cabins located in the hulls.

"After years of study and construction, it is now a source of satisfaction and pride for us to witness the launch of project Sea Cat, now Seawolf X , the first hybrid-electric multihull vessel," said Federico Rossi, COO of Rossinavi at the time. "This yacht showcases remarkable technological innovations in both power management and propulsion technologies, marking the beginning of a new chapter in next-generation vessels." 

Seawolf X also carries the BlUE label, the shipyard' "sustainable" design philosophy established in 2022. Inspired by phytoplankton, the BlUE fleet absorbs sunlight during the day and utilises photovoltaic technology to convert it into energy. This energy is stored in advanced batteries and released at night, creating a bioluminescent effect "akin to glowing plankton".

Seawolf X is available for charter with Cecil Wright from €380,000 per week.

For those attending the Monaco Yacht Show, visit Stand DS103 to say hello to the BOAT International team.

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Rossinavi Launches 140′ Hybrid-Electric Catamaran

• By Caleb Revill
• May 30, 2024

Italian yacht builder Rossinavi announced the launch of the M/Y Seawolf X , a hybrid-electric power catamaran capable of cruising in full electric mode for 100 percent of the time on one-day trips.

In a press release from the company, Rossinavi announced the innovative yacht carries the BluE label designating the shipyard’s new sustainable philosophy. Seawolf X has a 140-foot length overall, 45-foot beam and is an all-aluminum vessel that combines sleek design with environmentally friendly solutions.

The press release notes that the catamaran can cruise in full-electric mode for 100 percent of the time on day trips and 90 percent of the time on multi-day trips. Rossinavi also states that the vessel is capable of making transatlantic trips while in electric mode 80 percent of the time. 

The Hibernation mode, kicking off when the power catamaran is moored, reduces consumption to a minimum and the energy generated can be given back to the dock or a private property. Rossinavi boasts that the Seawolf X supplies enough energy to charge up an entire villa. The ship’s two diesel generators can quickly recharge its batteries on shore power in five hours.

“After years of study and construction, it is now a source of satisfaction and pride for us to witness the launch of project Sea Cat, now Seawolf X , the first hybrid-electric multihull vessel,” said Rossinavi COO Federico Rossi in a press release. “This yacht showcases remarkable technological innovations in both power management and propulsion technologies, marking the beginning of a new chapter in next-generation vessels.”

Yacht of the future

Rossinavi’s BluE label hybrid-electric yachts are propelled by batteries and solar panels with the goal of reducing CO2 emissions. Energy collected by these solar panels during the day is stored in advanced batteries and released at night, creating a bioluminescent effect similar to glowing plankton.

On top of its environmental perks, Seawolf X also includes an onboard artificial intelligence system developed by Rossnavi. Rossinavi AI constantly analyzes the operation of the vessel and acts as a brain that can learn from observation and predict the needs of the guests on board. Rossinavi AI is able to talk with crew members and monitor the battery pack to keep it in a range of 20 to 80 percent –the ideal range to ensure better battery pack lifespan.

The boat’s exterior architecture is by Fulvio De Simoni Yacht Design , while New-York-based practice Meyer Davis Studio designed the interiors. The Fulvio De Simoni Yacht Design team came up with a sleek and low-profile silhouette, reminiscent of a sports car.

The yacht has three distinct spaces for outdoor living: a lively cockpit centered around a pool, a large sundeck with sunbathing and living spaces, and a bow area featuring a hidden pool and convertible home theater. The yacht design team accurately integrated solar panels into the vessel, ensuring plenty of surface space for energy recovery.

“We set out to envision the boat of the future, unbound by convention yet grounded in feasibility with cutting-edge technology for minimal environmental impact,” said Fulvio De Simoni, founder of Fulvio De Simoni Yacht Design, in a press release.

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NO STRESS: The first hybrid and AI equipped superyacht launched by Rossinavi

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By Steph Loseby   13 April 2023

The 50m (163ft) superyacht NO STRESS has been launched by Italian shipyard Rossinavi at their Viareggio shipyard in Italy , becoming the first yacht to be equipped with AI and feature a hybrid propulsion system. 

Described by the shipyard as a "hybrid soul in a dynamic design", superyacht NO STRESS boasts a sleek and sophisticated exterior with a fast-displacement hull form, taking inspiration from the automotive world. 

The 498GT sporty vessel has a dual power system with both MTU 16V 2000 M96L diesel engines and two electric motors powered by both the generators and the battery pack. When the superyacht is in electric mode, the system is managed by an AI that monitors its consumption. She can cruise in five different operating modes to maximize energy whether at anchor or underway.

NO STRESS is a hybrid vessel characterised by a strong sporty attitude.

Key features of her design include her slender silhouette and dynamic sleek lines that are particularly captivating and also ensure the yacht is well-balanced, elegant and fast. 

The yacht’s interior, which has not yet been revealed, has been described by the shipyard as minimal with a key focus on accurate architectural details. The owner’s brief was to achieve spacious interior spaces that would organically blend in with the outdoor areas and connect with the surrounding environment. This has been achieved thanks to the openings on both the hull and superstructure, as well as the continuous floor-to-ceiling glass windows which allow plenty of natural light and beautiful panoramic views. 

Artificial Intelligence allows you to enjoy the electric experience on board to the fullest. This is only the beginning, as this technology will be optimised next year, revealing its fullest expression with the launch of the Sea Cat. Federico Rossi, Chief Operating Officer of Rossinavi

She represents the shipyard's ninth partnership with Enrico Gobbi - Team for Design and shares a similar sporty character as seen on previous Rossinavi vessels such as the 50m (163ft) motor yacht ENDEAVOUR 2  and the 63m (206ft) superyacht UTOPIA IV .

It is not expected that she will become available for luxury yacht charters. To find out more about booking a Rossinavi yacht to charter , please consult your chosen yacht charter broker .

Rossinavi vessels available for private yacht charter vacations

63m Rossinavi 2018

55m Rossinavi 2008 / 2023

50m Rossinavi 2017

50m Rossinavi 2020

48m Rossinavi 2014 / 2023

48m Rossinavi 2012 / 2022

46m Rossinavi 2012 / 2020

39m Rossinavi 2015

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• AI equipped superyacht

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Feadship unveils the Concept C, a silent superyacht with all-electric propulsion

Inspired by diamonds and deep pockets, the Dutch shipbuilder revealed its annual concept design at the 2024 Monaco Yacht Show

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Concept superyachts play a similar role to the concept car, in that they represent a tantalising vision of a future that’s technically just out of reach . The difference, of course, is one of scale; it might cost millions to bring a concept car to physical life, and even more to make it fully functional, but a 75m superyacht concept is only ever going to exist as a virtual proposition.

Feadship Concept C

This is the new Feadship Concept C, the Dutch shipyard’s annual foray into the spectacular and speculative that’s timed to drop during the Monaco Yacht Show 2024 (25 – 28 September), the industry’s biggest and most glamorous shindig. A 75m motoryacht, the Concept C exists only as these renderings, but Feadship believes the proposed systems and technologies are very much part of its future.

No one needs a superyacht, let alone deserves one, and some people deserve one rather less than others

The C has a 'sea lounge', above which is a cantilevered glass-sided swimming pool

Superyachts have been having a hard time of late, mostly before the court of public opinion. No one needs a superyacht, let alone deserves one, and some people deserve one rather less than others. That hasn’t stopped the apparently undeserving from being the industry’s most important customers. And just as car companies have the thankless task of implementing tasteless customer requests, yacht builders are at the whim of clients and interior designers who believe wholeheartedly in the status value of elaborate soft furnishings.

Another view of the semi-open rear deck

In that respect, a concept yacht is a chance for a boatyard to explore off-kilter aesthetic avenues as well as a refined, tasteful modernity. In the case of Concept C, that task was given to De Voogt Naval Architects, Feadship’s in-house team of designers. Created to celebrate the brand’s 75th anniversary (diamonds are a theme here), the 75m hull has classically elegant proportions (a homage to the late Frits de Voogt, who died in December 2023, and who came to define Feadship’s modern era).

Opening sides reveal the Feadship Concept C's beach club

Within that glittering white hull are a number of visual and technical innovations. The diamond theme resurfaces again and again, notably in the faceted edges of the balustrades, the glass-walled pool and even the custom furnishings. At the core of the boat is a glazed atrium, that brings light down into the owner and guest suites below decks.

An elevator rises up in the heart of the Concept C's multi-level atrium

Overseen by senior designer Ruud Bakker, the design team also worked alongside Amsterdam diamond-cutting workshop Gassan Diamonds to explore the art of faceted patterns and the transmission of light. Another source of inspiration was contemporary architecture that blurs the boundaries between indoors and out. As the shipyard notes, ‘these concepts [were used] to amplify guest contact with the sea, a relationship that owners note sadly tends to fade as yachts get larger’.

The elevator transforms into a contemporary crow's nest, Feadship Concept C

In section, Concept C has a series of half decks, rather than the conventional arrangement, which does away with long corridors, and allows the central atrium to illuminate more levels. A ‘floating’ staircase and platform-style lift move through this vertical space. The latter is a signature feature, rising up to the top of the vessel where it cantilevers out over the upper deck to become a ‘private crow’s nest’. Towards the rear of the hull is a partially enclosed lower deck sea lounge, with side terraces that can be lowered to create an al fresco seating and dining area, along with a bar. Towards the stern, you’ll find a gym and a spa.

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Mast seating area, Feadship Concept C

Of course, being fully conceptual means the rigorous detailing and compliance required to bring these features to life hasn’t been fully thought through, let alone costed, but Feadship’s customers are the kind of people who would sign up to bring such ideas to life. On a more practical level, the Concept C showcases pure electric propulsion, a development of the system successfully deployed in the 2015 Savannah, originally commissioned by the late Swedish-Canadian mining magnate Lukas Lundin.

Savannah, 2015, Feadship's first hybrid superyacht

Concept C’s wave-actuated fins can be extended out to generate energy from waves as well as provide additional stabilisation

Further innovations take the form of an onboard DC electrical grid run by methanol-powered fuel cells, paired with lithium-metal batteries. The industry is under pressure to be seen to be working towards more sustainable, efficient methods of propulsion; few modes of transport can match a 75m superyacht in terms of emissions per passenger. Nevertheless, there’s an argument that the heady development costs of hybrid, fuel cell and electric systems are best swallowed by billionaires so they can ultimately filter down to everyone else. C goes even further with its proposed wave-actuated fins, which can be extended out to generate energy from waves as well as provide additional stabilisation.

Energy saving is very much the vibe about the concept. Those classic lines and dominant superstructure have the added bonus of shielding glazing from direct sunlight, cutting down on the need for artificial cooling. Feadship is also working on moving its processes to ‘low impact’ steel and aluminium, a long-term ambition to source materials that have a much lower carbon footprint. Suggested accommodation is 12 guests in five staterooms and one owner’s stateroom, while a crew of 19 is required to keep all this ship shape and running smoothly.

Crow's nest, Feadship Concept C

That’s assuming that someone steps forward with the chutzpah and chequebook to make the Concept C happen. ‘We could start building concept C tomorrow or incorporate any of her sparkling innovations in the design development of a full custom Feadship knowing they are truly functional and buildable,’ the shipyard says. It’s more likely that certain facets of this ocean-going diamond will emerge in future builds as the superrich realise that even they are impacted by the world’s finite resources.

Feadship Concept C, Feadship.nl , @Feadship

Jonathan Bell has written for Wallpaper* magazine since 1999, covering everything from architecture and transport design to books, tech and graphic design. He is now the magazine’s Transport and Technology Editor. Jonathan has written and edited 15 books, including Concept Car Design, 21st Century House, and The New Modern House. He is also the host of Wallpaper’s first podcast.

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The Best Hybrid Superyachts in the World

These eco-conscious vessels offer all the luxury of your typical superyacht.

By Emma Al-Mousawi

Hybrid power is seen as one of the most exciting innovations in the yachting world, with more superyacht owners demanding their vessels leave a smaller carbon footprint.

It is somewhat disputed quite how long hybrid superyachts have been around. Some would argue that Royal Huisman’s Etheral was the first superyacht to pioneer the use of hybrid technology when she launched in 2008. Others would say that hybrid power in fact arrived seven years later in the form of Feadships’s Savannah, featured below.

What can be agreed is that the hybrid superyacht is here to stay, and since both  Etheral  and  Savannah hit the water, numerous luxury shipbuilders have followed suit. But what actually is a hybrid superyacht? Bjorn Moonen of Ghost Yachts offers a straightforward explanation in Superyacht News. He said: “A hybrid yacht is basically a yacht that can be propelled by two different energy sources. Most commonly these are a combination of diesel and electric propulsion systems”.  As in cars, this system is infinitely greener thanks to the reduction in fossil fuel usage.

As well as hybrid power, these forward-thinking owners and their engineering teams often incorporate the very latest green technology into their designs – such as solar power and wastewater recycling system – limiting their impact that one step further. At Elite Traveler we have shortlisted some of the very best hybrid superyachts on the water today.

[See also: Meet the Elite Traveler Eco Superyacht by Heesen]

Amare II can can reach speeds of 17.2 knots / ©Dick Holthuis

Builder: Heesen Year of build: 2020 LOA: 164ft Number of guests: 12 Number of crew: 9

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Delivered in June 2020, Amare II is one of the newest hybrid superyachts to hit the water. Custom built by Dutch shipyard Heesen, her sea trials were completed during the height of lockdown which Heesen described as “challenging” but her delivery date was kept on track so she could enjoy her first summer cruising the Mediterranean in 2020. 

Thanks to her lightweight aluminum Fast Displacement Hull, which was devised by naval architects Van Oossanen and engineered by Heesen’s in-house team of experts , she offers the luxury of silent cruising coupled with frugal fuel consumption. In diesel mode, Amare II can reach speeds of 17.2 knots while in silent mode she can travel at 10.2 knots. 

[See also: Twenty for 20: Innovative Yachts of the 21st Century]  

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Her sleek exterior lines are courtesy of Omega architects who also penned Heesen’s first hybrid superyacht Home. Her interiors are yet to be seen publicly but are said to feature soft pastel tones by Monégasque studio Sabrina Monte-Carlo and fine furnishings by the Italian designer Cristiano Gatto.

Artefact set sail on her maiden voyage in 2020 / ©Francisco Martinez

Builder: Nobiskrug Year of build: 2020 LOA: 262.5ft Number of guests: 12 Number of crew: 24

This hi-tech head-turner built by German shipyard Nobiskrug also took her maiden voyage in 2020. Nobiskrug states that the goal in her design and build   was to demonstrate that “ beautiful man-made objects can complement and celebrate the natural environment with minimal impact.” Have her builders and designers achieved what they set out to?

The facts speak for themselves. Artefact has some of the lowest emissions of any superyacht and is one of the only ones to meet the International Maritime Organization’s Tier III emissions regulations. Utilizing the very latest green technology she features solar panels and a battery storage system that enable the vessel to reduce the use of its combustible engines, as well as a wastewater recycling system and a silent hybrid propulsion system that can hold position without dropping anchor to protect the sensitive seafloor.

It’s not just Artefact’s green credentials  that are changing the game but also her avant-garde exterior design by naval architect Gregory C Marshall. Her multilevel glass wall and quirky curved windows are like nothing ever before her. 

Black Pearl 

Oceanco say that Black Pearl capable of crossing the Atlantic without using any fuel / ©Tom Van Oossanen

Builder: Oceanco Year of build: 2018 LOA: 350ft Number of guests: 12 Number of crew: unknown

Oceanco’s Black Pearl is the world’s largest sailing yacht ( Sailing Yacht A below is larger but is a sail-assisted yacht) and is estimated to have cost in excess of $200m. The distinct vessel has achieved worldwide fame in the yachting world thanks to her innovative design and eco-credentials which have set a new industry standard.

Capable of crossing the Atlantic without using any fuel, Black Pearl is powered by a hybrid propulsion system that Oceanco designed in collaboration with consultancy BMT Nigel Gee. Of course, her other power source comes in the form of her towering 230ft DynaRig carbon masts which were designed by Dykstra Naval Architects and house 31,215 sq ft of sales. Harnessing wind propulsion couldn’t be easier as her sales can be set at the touch of a button in just seven minutes allowing for a much greener mode of travel than your average motor yacht. 

Black Pearl’s interiors remain somewhat of a mystery but according to the Italian design studio Nuvolari Lenard who were responsible, the design embraces Louis XVI style (imagine elaborate wood carvings, opulent fabrics and gold touches) as well as some art deco influences. 

[See also: Step Inside the Black Pearl Yacht]

Bravo Eugenia

Bravo Eugenia uses around 30% less fuel consumption than her competitors / ©Francisco Martinez

Builder: Oceanco Year of build: 2018 LOA: 357ft Number of guests: 14 Number of crew: 30

Dallas Cowboys owner Jerry Jones’ Bravo Eugenia superyacht was the first Oceanco vessel to utilize an innovative LIFE design approach which was created with the input of Lateral Naval Architects. LIFE, which stands for lengthened, innovative, fuel-efficient and eco-friendly, harnesses intelligent naval architecture with these four principles in mind to achieve a harmonious balance between weight, power, technology and luxury living space. 

By boosting Bravo Eugenia’s waterline length, engineers were able to reduce the overall need for propulsion power and could therefore install smaller engines. In fact,   while most similar-sized superyachts would demand a two-level engine room, Bravo Eugenia ’s occupies just one, freeing up over 1,000 sq ft of living space (or more rooms for the vessel’s toy and tender collection). 

The team also refined her hybrid propulsion system to give significantly better fuel efficiency – around 30% less fuel consumption than her competitors.

Home is Heesen’s first hybrid propulsion yacht / ©Jeff Brown

Builder: Heesen Year of build: 2017 LOA: 163.3ft Number of guests: 12 Number of crew: 9

Heesen’s first hybrid superyacht was also the first to benefit from Van Oossanen Naval Architects’ li ghtweight aluminum Fast Displacement Hull. Her innovative eco-credentials and cutting-edge design caused quite the stir in the industry; so much so that Home scooped three awards at the prestigious Monaco Yacht Show in 2017 as well as a World Super Award and a Boat International Design Award in 2018.

Able to seamlessly shift between her diesel engine to electric, Home offers a more efficient voyage with reduced vibration and noise making for a more comfortable cruise. 

Available to charter from Burgess from $245,000 per week , Home’s Cristiano-Gatto-designed interiors are the epitome of relaxed luxury. The outdoors is invited in through floor-to-ceiling glass windows which flood her beach-club-style VIP cabin and living areas with natural light.  

Sailing Yacht A

Sailing Yacht A’s exterior and interior were designed by Philippe Starck / ©I.Puiatti

Builder:  Nobiskrug Year of build: 2017 LOA:  468.5ft Number of guests: 14 Number of crew: 35

At an enormous 468.5ft, Sailing Yacht A is the largest sail-assisted yacht in the world. Her lustrous futuristic exterior perfectly complements the forward-thinking engineering that powers this groundbreaking vessel.  Sporting a hybrid diesel-electric propulsion system and advanced navigation technology Sailing Yacht A is reported to have cost in excess of $400 million. 

Her mainmast towers designed by Dykstra Naval Architects – responsible for Black Pearls’ and The Maltese Falcon’s masts – are the largest carbon masts in the world and stand 328ft above the waterline, taller than London’s Big Ben. 

The striking hybrid superyacht’s interior and exterior were designed by the renowned Phillippe Starck and feature near-invisible windows enabling her streamlined appearance. This eight-deck superyacht is said to host a plethora of incredible amenities including a glass observation pod, a helipad, huge swimming pool and a submarine. 

Savannah was built by Dutch shipyard Feadship/ ©Feadship

Builder: Feadship Year of build: 2015 LOA: 273.1 ft  Number of guests: 12 Number of crew: 26

The multi-award-winning Savannah is widely regarded as the world’s first hybrid superyacht. Combining a single diesel engine with a pioneering electro-mechanical propulsion platform and streamlined hull, she is a true innovator. 

Built by Dutch shipyard Feadship, both her metallic exterior and sophisticated interior were designed by Paris-based Cristina Gherardi Design. The main aft deck has the effect of almost emerging from the water’s edge, with steps and platforms leading to a spacious beach club and living area. An outdoor 33ft pool, underwater lounge and a library are just some of the amenities that can be enjoyed onboard by those who wish to charter her, with a week-long charter costing approximately $1.2 million.

[See also: Style and Sustainability: The New Sunreed 80 Eco Catamaran]

Emma Al-Mousawi

Latest in luxury, the explorer.

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More From Forbes

Greenline team launches new brand gx superyachts at monaco yacht show.

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The GX42 is the newest brand to break into the superyacht category, launched at this year's Monaco ... [+] Yacht Show. This is the Coupé version, featuring a roof covered in gleaming solar panels that slide apart to reveal a sunning and Jacuzzi area.

The unveiling of a new superyacht brand doesn't come along very often, but when it does it is big news, particularly when it is on a global stage like the Monaco Yacht Show. The new superyacht brand, GX Superyachts , is the "brainchild" of the principals of Greenline Yachts , known for production of efficient hybrid yachts up to 58 feet. Greenline, headquartered in Begunje, Slovenia, began building yachts over 15 years ago, employing smart hull design, solar charging, and hybrid propulsion.

About The Yachts

GX Superyachts offers a custom lineup of yachts ranging from 78-164 feet (24-56 meters) constructed of aluminum, with priorities on quality, innovation, and respect for the planet. The yachts will also pay homage to sustainable but distinctive designs with high levels of luxury. The yachts will fully embrace Greenline's commitment to responsible yachting, aiming to set new standards for environmental performance.

The GX Superyacht, a brand new marque in the superyacht sector, is a product line of Greenline ... [+] Yachts. Two versions of the GX 42 both offer a large beach club with fold out wings and hydraulic step.

Greenline yard owner Vladimir Zinchenko explains, "Our journey started with Greenline Yachts, where we pioneered the world's first serial production hybrid yacht over 10 meters back in 2008," continuing, "With more than 1,000 yachts delivered globally, Greenline has been at the forefront of innovation in the boating industry. Through that time, we have tried to further our vision of responsible yachting — from sourcing raw materials right through to the operation of the yacht itself."

Andrea Armas To Act As Consultant To Board

With 28 years of experience as an owner's representative working with major international shipyards, Andreas Armas has earned a post as consultant to the Board of Directors at GX Superyachts. A naval architect and marine engineer, Arnas specializes in yachtbuilding supervision for experienced and discerning owners.

Arnas noted, "I am backing GX Superyachts because I admire their ambition and vision. My goal is to help the team translate their decade-long experience in hybrid recreational boat building into the highly regulated superyacht sector."

This rendering of the GX Superyachts 42 Coupé shows the view of the stern. The GX Superyachts brand ... [+] is the newest superyacht marque, bringing an entirely new look to the market.

Today’s NYT Mini Crossword Clues And Answers For Saturday, September 28

Lady gaga previews ‘joker: folie à deux’ with companion album ‘harlequin’, 3 things to consider when your partner betrays you—by a psychologist, royal review.

At the 2018 Monaco Yacht Show, a 32-foot (9.9-meter) all electric Greenline yacht found His Serene Highness Prince Albert II of Monaco, known for his keen appreciation of environmental practices, requesting an escort to the Monaco Yacht Club in the boat. That scenario sparked the idea to expand the Greenline models to include superyachts. The result brought GX Superyachts to fruition at this year's 2024 show.

Sustainable Capabilities And Solid Range

"Each yacht in our GX Superyacht range is equipped with our innovative hybrid propulsion system, allowing for both efficient electric cruising and powerful diesel performance when needed," Luca Raumland, Chief Commercial Officer, commented. He further stated that at 6 knots in electric mode, these yachts have a 100 nautical mile range, extending to 11,571 nautical miles at 6 knots. The yachts can make trans-Atlantic crossings at 12 knots.

Comparisons to conventional yachts show that the GX range will emit less than 40 percent in comparable carbon emissions. Designed with a large solar array and lithium battery bank, the yacht can sit silently at anchor for over 48 hours, running full hotel systems including air conditioning without requiring help from a generator. That also translates to noiseless, vibration-free, odor-free operation that finds increasing appeal with superyacht owners.

The GX RPH flybridge is the latest marque to enter the superyacht scene, with brand launch recently ... [+] at the Monaco Yacht Show.

GX42 In Build

Already well underway with the keel laying ceremony on June 1, 2024, the first GX 42 will go to a customer that came through the Greenline network. Specializing in composite construction up to 78 feet (24 meters) in the Slovenian shipyard, the GX team needed to select a new build partner experienced in building larger aluminum yachts. They signed with SES Yachts in Tuzla, Türkiye, a custom aluminum yacht expert.

According to Elif Yildirim, Managing Partner of SES, "We embrace custom and semi-custom projects, and the new GX Superyachts range plays perfectly to the skills we have in house." Yildirim also emphasized the importance of being a family-owned business focused on sustainability, acknowledging that collaboration has been very smooth on this first build, looking toward a future with GX and many more yachts.

The Importance of Design

The GX Superyachts GX42 RPH has an expansive aft beach club deck, designed by Marco Casali of Too ... [+] Design.

Described as "achingly sleek exterior lines," the GX Superyachts sport lines from Marco Casali, displaying an efficient, low-profile superstructure allowing large interior volume. Two variations of the model, the Coupé and the RPH, are available.

The Coupé sports a long, curved superstructure. The roof is covered in gleaming solar panels which slide apart to reveal a hidden sun deck with jacuzzi and bar. The RPH version is designed with a large flybridge in clean, modern aesthetics, with 353 GT volume. Both versions offer guests an expansive beach club with fold-down wings and hydraulic step platform.

For the interiors, Casali continues the chic simplicity of the exteriors, styling the first GX42 with impressive bath fixtures from Antonio Lupi and porcelainware from Dornbracht. Loose furnishings from Poltrona Frau and Rugiano are complemented by Foglizzo leathers and Cadorin natural wood flooring.

Casali, founder of Too Design, commented, "Our studio has long worked with Greenline Yachts, so we understood exactly what the new GX Superyachts brief required. "I am proud of the way we have reinterpreted the timeless looks of the smaller yachts to give soul and purpose to the lines of the new superyachts."

The latest superyacht brand, GX Superyachts, will be built in two versions: a Coupé and an RPH. Both ... [+] will be sustainable, have long range, and enjoy suitable luxury superyacht amenities.

Technical Talent

Underwater hull lines maximizing stability and speed potential from Francesco Rogantin of NAMES Studio proves an important element in achieving the long range of the GX Superyachts with respectable speed. Rogantin said, "The challenge was to analyze the different operational scenarios and ensure that the hull and appendages performed to their best for each one."

Delivery Schedule

On track for a summer 2026 delivery, the first GX42 will put the exclamation point on this new superyacht brand. To learn more about GX Superyachts head to the website , or stop by the stand at the Monaco Show, QA1 Quai Antione IER.

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Bering Fleet

Performance

Bering 145 is the first fully customized superyacht in the Bering fleet. Designed by an in-house team of naval architects and engineers, she has a full displacement steel hull of 514 metric tons. As a result of the vessel’s specialized stabilization systems, the B145 provides a supremely comfortable ride with minimal rolling and ultimate stability.

The B145 superyacht features a hybrid propulsion system. The propeller is driven by electric motors charged by a bank of batteries. The banks are recharged by high-efficiency, variable-speed DC generators, making docking and mooring easy in the electric mode. The Bering 145 also boasts an enormous fuel capacity of 70,000 liters (18,492 gallons). Equipped with twin CAT C-32 1200 BHP @ 1800-2100 RPM engines, she has a range of more than 4,000 nautical miles in diesel mode at a minimum cruising speed of 12 knots. The B145 superyacht has a top speed of 15 knots

Perfect not only from the outside

Brief Specifications

Bering 145, a 45-meter superyacht, is the new flagship of the Bering Yachts fleet. This transoceanic model, which combines elegance, speed, and the latest technology, will be ready for delivery in two years.

Bering 145 is the first fully customized superyacht in the Bering fleet. Designed by an in-house team of naval architects and engineers, it has a full displacement steel hull of 514 metric tons.

The superyacht features a hybrid propulsion system. The propeller is driven by electric motors charged by a bank of batteries. The banks are recharged by high-efficiency, variable speed DC generators. Docking and mooring is possible in the electric mode. Bering 145 can take on the most extreme cruising itinerary. The superyacht has an enormous fuel capacity: 70.000 L (18.492 gal.). It can travel more than 4,000 nautical miles in diesel mode at a minimum cruising speed of 12 knots. The maximum speed of the vessel is 15 knots.

Bering 145 features a highly functional layout on a 9.15-meter beam. The master stateroom is located on the main deck toward the bow, with glass windows measuring more than 9.5 square meters. Additionally, there are five guest rooms. A huge saloon with a dining area for 12 persons and a lounge area are located on the main deck. Another dining table is on the upper deck, in the sky lounge. The yacht has 4 crew staterooms and the captain quarter. Total crew capacity is 9.

The lower deck includes 32 square meters of storage space for equipment such as water toys and spare parts. Also, the superyacht is equipped with several tenders that can be placed on the upper deck. Bering 145 also includes a spacious beach club at the stern. Just imagine a space of 40 square meters for relaxing and entertaining!

On the flybridge is a SPA zone, bar, and gas grill, among several luxurious amenities. The Bering team looks forward to helping you design your own customized version of the Bering 145, so you can have the yacht of your dreams.

Created by:

• Exteriors: Sabdes Yacht Design
• Interiors: Bering Yachts In-house Team
• Furniture: Bering Yachts In-house Team
• *related to the shown renders

The Bering 145 is engineered for those who crave the freedom of the open ocean. With a transatlantic range, this explorer yacht offers unparalleled independence, allowing you to embark on extended voyages without the constraints of frequent refueling stops. Her robust construction and advanced systems ensure a safe and comfortable journey, no matter where your adventures take you.

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How hybrid sailing yachts finally became a feasible option

• May 17, 2019

They’ve been a long time coming, but marine hybrid propulsion systems are finally a working reality, as Sam Fortescue reports

The Bootswerft Heinrich-built 13m Yamila uses an Oceanvolt electric motor rather than a diesel engine. Photo: Peter Minder

Every sailor is familiar with the wet cough of the diesel engine, and the acrid smell of its exhaust. For some it’s the sign that an adventure is starting, for others it is the reassurance that all is well on board the boat. The traditional engine is perhaps your boat’s most important safety feature, but its days may be numbered.

The electric sailing revolution is coming – and though adoption in the marine sector is proving much slower than in the automotive world ashore, progress is being made.

The market is still relatively small. Clear market leader Torqeedo had sales of €25m last year, most of which was in ferries and compact outboards. It also offers a range of saildrive and pod drive motors for yachts displacing from 2 to 50 tonnes, or roughly 20-60ft LOA.

But sailors have been slow on the uptake, and for one good reason: if you’re planning to cross an ocean or take on tough conditions offshore, you rely on your engine to help you outrun danger or motor through the doldrums – sometimes for days at a time.

Oceanvolt AXC series is a modular shaft drive system (10kW to 40kW) that will fit in place of a tradition diesel engine

Even with the current crop of advanced lithium-ion boat batteries , the range of an electric system is measured in tens of miles, not hundreds. So a 35ft monohull with 10kWh of lithium battery (four units weighing 96kg in total) would have a range of just 24 nautical miles at 3.8 knots, or less than 16 nautical miles at full throttle.

Taking into account the incredible wastage of combustion engines, which dissipate more energy as heat and noise than they provide in propulsion, diesel is still ten times more energy dense than batteries.

Full-carbon luxury daysailer Yamila uses an Oceanvolt SD8 8kW electric saildrive system. Photo: Tobias Stoerkle

“When you look at bluewater cruisers, of course you will have a diesel,” says Torqeedo’s founder and CEO, Dr Christoph Ballin. “And it’s right that not many coastal sailors opt for pure electric.”

But that doesn’t mean that electric has no interest for cruising sailors – far from it. The more common route for ‘normal’ sailors will be to combine diesel and electric in a hybrid sailing system.

Under this model, the engine is replaced by an electric motor, hooked up to a bank of lithium batteries. This can be charged via hydrogeneration – when the speed under sail turns the propeller and puts charge back into the batteries – and solar or wind. But when extended periods under power are required a standalone DC generator, which can be installed anywhere on board, supplies the electricity.

This is the set-up recommended by Finland’s Oceanvolt, which has focused on the cruising sailing market with a range of shaft and sail drive motors from 3.7kW to 15kW (roughly 10hp to 45hp in diesel engine terms).

“In the case of the round-the-world cruiser, we recommend a hybrid system with a backup genset to support continuous drive when/if needed,” says Oceanvolt CEO Markus Mustelin. “A regenerating prop, which spins while sailing and recharges the batteries (sacrificing 0.2-0.4 of a knot, depending on the boat and conditions) makes it possible to be almost independent of the genset and use it only for backup.”

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This system has the advantage that the generator is only needed on longer passages, so the boat still manoeuvres silently in and out of ports and anchorages.

And a well-designed, correctly sized generator is much more efficient at turning diesel into electricity than an engine not originally designed for the job. Some sailors opt for an in-line hybrid system, like those offered by Hybrid-Marine, which bolts onto the existing diesel.

These are easier to retrofit, with many of the same characteristics as the full hybrid system, but there’s the disadvantage of still having an engine boxed away somewhere near the middle of the boat.

Electro magnetism

Until now, most business has been done through retrofitting existing yachts. But an increasing number of yacht builders are looking to include electric propulsion as original equipment. The world’s third largest boatbuilder, Hanse Yachts , is perhaps the most advanced – offering its entry-level Hanse 315 with an electric rudder-drive option.

The system takes up less space than the standard diesel, is much quieter and vibration- and emissions-free. But Hanse admits take up has been disappointing.

The technology has found more interest among lake sailors. Innovative young German brand Bente has been fitting Torqeedo motors to its successful 24ft model, originally designed for Germany’s ‘Green Lakes’.

Closer to home, dinghy specialist RS Sailing has decided to fit a retractable electric drive to its new RS21 keelboat. Already christened the ‘invisible gennaker’, the system is based on Torqeedo’s Travel 1003 outboard motor.

Bigger race boats have also been attracted by the lure of low-weight propulsion. Just look at Malizia , an IMOCA 60 being prepared for the 2020 Vendée Globe with a lightweight Torqeedo system.

“Emissions-free round the world under race conditions, while simultaneously producing your own energy, is a thoroughly inspirational concept,” said Malizia skipper Boris Herrmann.

Electric has also been successful at the luxury end of the market, where lithium-ion batteries account for a smaller share of the boat’s overall cost. A 50ft Privilege 5 catamaran and a carbon fibre Gunboat 60 have both been retrofitted with Torqeedo kit, while Oceanvolt appears on a Swan 57 and an all-carbon Agile 42.

Overview of the Torqeedo Deep Blue propulsion system installed in the Gunboat Moonwave

The Gunboat Moonwave has two 25kW Deep Blue saildrives both capable of regenerating under sail. There is still a generator on board to extend battery range offshore, but “they no longer use the generator – it’s just for emergency,” says Torqeedo’s Ballin.

Spirit Yachts is also designing electric propulsion into its Spirit 111  flagship, due for launch this summer. With four big 40kW lithium batteries aboard and a 100kW motor, the yacht will be able to operate silently for hours, although it also has 100kW of diesel generator capacity.

“The real focus is not the propulsion,” explains Spirit director Nigel Stuart, “but that everything works in harmony, from galley equipment and hot water to heating, air conditioning, hydraulics etc.” The British yard is also building a 65-footer using Oceanvolt hybrid technology and a new 44-footer that is pure electric.

With racing on one hand and high-end cruisers on the other, there is something of a gap in the middle. By Torqeedo’s own admission, the cruising sailor hasn’t been a big focus of the electric revolution, but all that is about to change. “We started a bit late with sailing,” Ballin admits, “but in the next five to eight years it will be addressed big time.”

Fully integrated electric drive system will power the new 111ft Spirit Yachts flagship

What does that really mean? Well, in the first instance, it means system integration. If that doesn’t sound revolutionary, then imagine a set-up on board where solar panels, hydrogenerators, batteries, generators and motors all worked seamlessly together to keep the yacht supplied with ample power around the clock. “That’s what people are willing to pay for: plenty of energy with heating or air-con through the night,” says Ballin.

The future of hybrid sailing

In the near future, Torqeedo is planning a new range-extending DC generator specifically for hybrid sailing boats. Its existing unit is built by WhisperPower and provides 25kW, which is too much power for boats using the pod drive system.

The genset will be designed to operate at optimum revolutions, while clever DC to DC conversion decouples the battery voltage from the charging voltage, for much greater efficiency.

With boats, just as with cars, the breakthrough that will make all the difference is around battery capacity. Until range under electric power can match that of diesel, there will be many sceptics. And that isn’t likely to happen for a decade or more, according to Ballin.

“Theoretically, they’ve tested batteries in labs that are ten times more efficient than lithium,” he explains. “And if that comes through, then gasoline is done. But we are trying to combine long-term vision with short-term mindset.”

In the meantime, the prevalent technology is based on lithium-manganese-cobalt, and a process of steady development is making this 5-8% better each year. For example, BMW has just announced its next generation i3 battery, used by Torqeedo’s Deep Blue system, will be able to hold 40kWh of power – an increase of 33% for the same size, weight and nearly the same cost.

Torqeedo Cruise 2.0 FP Pod Drive is suitable for small yachts up to 4 tonnes – a folding prop can also be fitted

The other area of development is around the propeller. Most cruising systems use a folding or feathering prop designed for diesel engines. But Torqeedo’s own research shows that the consistently high torque of an electric motor is best utilised by props with variable pitch.

And yet it is Oceanvolt that has addressed this issue specifically for electric motors with its Servo Prop system, which it claims to be 30% more efficient ahead, 100% better astern and 300% more efficient in regeneration mode.

Oceanvolt says that this prop can pump around 500W into the batteries at just 5 knots – the average pace of a 30ft monohull. At 6 knots that rises to around 800W, and at a very manageable 7 knots for a larger ocean cruiser you get 1.2kW.

“A new technology can rarely compete in price with an established one in its initial growth phase,” says Mustelin. “However, we have passed this and today electric systems are offered at a quite competitive price. When you add to that the fact the electric system is almost service free, the total cost of ownership is turning in favour of electric.”

So, you may not hear them approach, but expect to see more and more electric-powered boats on the water as the revolution continues.

A question of torque

A key part of the viability of electric propulsion rests on the notion that a smaller motor can achieve the same work as a bigger diesel. There are two elements to this. First, a diesel engine is not an efficient converter of chemical energy into thrust, creating a lot of heat and noise in the process. Second, the torque characteristics of electric are much better than diesel.

Mustelin says that Oceanvolt’s 10kW motor “easily outperforms” a 30hp diesel. “Typically, maximum boat speed will be somewhat lower (0.5kt-1.0kt) than with a comparable diesel engine, but at the same time the boat will maintain the speed better in heavy seas and headwind due to higher torque. Manoeuvrability is much better in confined marina spaces.”

That’s because combustion engines only reach peak power (and maximum torque) over a small range of speeds. Torque is a measure of turning power – at the propeller in the case of a boat.

A diesel engine develops optimum torque between 1,800-2,000rpm, while electric motors deliver it from 0 to around 2,000rpm. This allows electric motors to use higher efficiency propellers that are slimmer and more steeply pitched.

Engine-driven: The ‘alternator on steroids’

It has taken years of development and over $10m of funding, but renowned boat systems expert Nigel Calder has helped design an alternator so powerful that it eliminates the need for a generator on board.

Mounted on the engine, on the second alternator position, the Integrel can produce five to ten times more power. Sitting behind the system is at least 10kWh of lead acid batteries (lithium is also an option), and Victron chargers and inverters.

“If you crank the engine it’ll charge the batteries; if you’re running with the engine in neutral, it’ll know it’s in standalone generator mode and switch to that algorithm,” explains Calder. “It will likely be cheaper than a generator installation, and eliminates the issue of the through-hulls, the cooling circuits, the long running hours, the maintenance.”

The system allows you to run all sorts of creature comforts on board that would normally require a generator: from hot water on-demand to coffee makers and freezers. “We honestly believe that this system is going to supplant generators on almost all boats that currently have, or would like to have, a generator,” adds Calder.

With the engine in gear and at low revs, tests show how the Integrel can produce some 2kW of power without increasing fuel consumption or reducing speed – simply utilising the engine’s wasted capacity. This means it will work with the yacht’s existing engine – no need to overspec – and it has already been successfully installed on a new Southerly 480, a Malo 46 and a similar-sized Hallberg-Rassy.

Case study: Dufour 382 Alcyone

Built by Dufour in 2016, Alcyone was immediately retrofitted professionally with Oceanvolt’s SD15 saildrive motor, supplied by a 14kWh lithium battery bank. Owners Michael Melling and Diana Kolpak also specced an 8kWh DC generator for range extension. The fit out cost €30,600 for the motor and battery system, plus an additional €13,744 for the generator, and installation costs were around €8,000.

They charter the boat out near Vancouver, for exploring Desolation Sound and the surrounding area where silent, clean propulsion is a selling point. “Nothing spoils the joy of sailing – or a secluded anchorage – more than the noise and smell of diesel engines,” they explained. “Installing an Oceanvolt system in our new boat has freed us from that. It’s the way of the future.”

Charter manager Merion Martin said the conversion has also been popular with charter customers, adding: “The main advantage of the system is that it consistently uses around 40% less fuel than a standard diesel engine over the course of a week’s charter. But understanding the power management system takes a bit of getting used to, and the many components involved in the system can make troubleshooting a challenge.”

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Case study: Heesen hybrid superyacht

Heesen’s second aluminum-hulled hybrid   yacht combines two diesel engines with  two electric motors to deliver near-silent   cruising and a notable efficiency upgrade.

In the maritime world, the superyacht industry, which focuses on a market of high net worth individuals and luxury equipment, is not known for its innovation and use of hybrid and electrical power and propulsion.  

However, there are some companies that are starting to take the initiative to introduce these systems into their vessels as a way of assessing market demand and to offer a new and different product.

Heesen Yachts is one such business. In March the shipyard announced the sale of its second aluminum-hulled hybrid electric yacht, YN 19150 Project Electra. The 50m (164ft) vessel, which displaces 499 tons, was designed by Oossanen Naval Architects with the purpose of optimizing fuel efficiency while providing near-silent cruising with zero vibrations using an ultra-slippery fast displacement hull form (FDHF) design.

The power and propulsion system is two standard MTU 12V 2000 M61 diesel engines and two Danfoss Editron PDR-XSe-3200-T660 electric shaft motors connected to a gearbox that can be powered by two Zenoro DC generators. For superyachts, DC generators are more suitable than AC because they can carry much higher loads over distance and the motor is much smaller. DC motors are also useful because they can be used as variable speed generators that can adjust their speed to match the power required.

Using this system means that the superyacht owners have more power and propulsion options. There are four modes overall. The first is standard cruising mode whereby the owner can run the ship like a conventional yacht, with the main engines providing power to the propulsion system and the generators devoted to supporting the hotel load requirements such as heating, lighting, cooking, pumps and air-con.

Under hybrid mode the main engines are switched off and the DC generators can power the two 127kW DC motors to provide both propulsion and the hotel load while maintaining a top speed of about 10kts. The third mode is sprint or boost mode, which employs both main engines for propulsion, with the generators providing the hotel load and also powering the shaft motor to give an overdrive to reach over 16kts.

The final mode is the economic option whereby the generators are switched off and the shaft motors act as generators to provide electricity for the hotel load, which means the boat can be powered for long periods with just the main engines running. With the generators switched off, fuel consumption drops significantly and it also helps reduce the maintenance requirements as they are used for less time. This mode is often used for transoceanic crossings, where the yacht can sustain 12-14kts.

Be the change

The reason a hybrid system like this can be installed in the first place is that the FDHF design allows the boat to move through the water more efficiently; it is more slippery and has lower levels of drag. This means the yacht can be powered with smaller engines while still being able to achieve similar speeds to traditionally designed steel yachts. It makes a hybrid system attractive because the generators and shaft motors are not large but can still provide 10kts of speed.

MTU was contracted by Heesen to provide the entire propulsion system and Dutch company Huisman was used for the electrical installation. It was Heesen’s job to ensure the components operated together, along with a power inverter that changed the DC electricity produced by the generators into the AC electricity on which the yacht’s hotel load runs.  

Although the propulsion system itself is not particularly revolutionary as there is no new technology – it merges existing standard diesel engines and hybrid electric systems – the decision to combine the three elements, design a whole new system and install it on a superyacht is a big advance in the sector.

Mark Cavendish, Heesen Yachts’ sales and marketing director, says that the decision to take on the project was the company’s alone. “It was a 100% Heesen decision to go ahead and develop the system, physically install it on the boat and see what the market reaction would be,” he says. “We took quite a big risk doing that. In hindsight, we were probably aware that we were a little early to the market because it is quite unusual. There doesn’t seem to be a big ground swell at the moment.”  

Battery benefits

While Heesen’s decision to pursue a hybrid propulsion solution was not driven by any specific customer requirement for a hybrid superyacht, Cavendish believes there is a demand for more fuel efficiency in the sector and this is the best possible way to deliver that capability.

“We thought it was better to actually do it and put it out there rather than just design it and wait for  somebody to maybe come along and buy it,” he says. He admitted that the hybrid solution added about € 1m (US$1.1m) to the total cost of the project, so it was not exactly cheap, but as this made up about 3% of the € 35m (US$38.6m) cost of the vessel, it was considered worth the investment.

However, a solution using batteries was not sufficient to meet the desire for a quieter cruising mode. While battery technology is developing quickly, it is not yet at a stage where it can deliver enough electricity for propulsion for any length of time or extended use at anchor. Cavendish explains that for batteries to have any meaningful effect on the boat, “large quantities are needed” and “They are heavy, expensive and don’t have a long life. This makes them self-defeating.”

For larger yachts there could be some applications, but it is still limited. Heesen is building an 80m (260ft) yacht called Cosmos that has a battery bank. Its propulsion system uses peak shaving tech, whereby when the generators are running, any excess electricity produced is used to charge the batteries. It can’t propel the ship but it can be used at anchor to run some systems quietly, such as lighting and air-conditioning. This is an attractive option for some owners who don’t want the noise of a generator or exhaust gas when stationary.  

Other options such as solar power could not provide enough power, and hydrogen and fuel cell technology was considered too early in its development. Cavendish says that if an owner wanted to try a project with this kind of system then Heesen would likely comply, but it would not be something that a shipyard like his would speculatively build in the way that it could with this hybrid solution.

Unlike batteries, the hybrid system is an important first step for the superyacht sector because it allows the option to cruise or maneuver much more quietly, at noise levels of just 46dB at 10kts. The efficiency and fuel saving statistics also sound impressive when compared with steel-hulled yachts of similar displacement. Cavendish says that because the boat is constructed of aluminum, it needs only two 600kW engines instead of two 1,000kW engines, meaning that the same performance can be achieved with just 60% of the power used on a steel boat. “So you have a 40% saving in kilowatts there alone,” he says.  

“The other interesting statistic is that the average 50m steel displacement yacht will need about 60,000 liters [15,850 gallons] of fuel to give about 3,500 nautical miles of range. Electra does this with 45,000 liters [11,900 gallons] of fuel, a saving of 15,000 liters [3,950 gallons], so you can immediately see you need 25% less fuel to travel the same distance. Those are pretty stunning numbers. The fuel consumption is 98 l/h [26 gal/h] in standard cruising mode and very low in hybrid mode at just 75-80 l/h [20-21 gal/h] at 10kts.”

Environmental concerns are now just as important for the superyacht sector as for other maritime sectors. Tier 3 exhaust emissions regulations are already in place for yachts over 500 tons and from January 2021 all yachts will have to adhere to the rules and reduce NO X and SO X emissions from the main engines and generators.  

Despite these industry developments, the superyacht industry is moving slowly to change its power and propulsion offerings on the market. “99.9% of shipyards are still building conventional yachts and it seems to be what most of the market wants at this moment in time,” comments Cavendish. “It is the sclerotic and conservative nature of the superyacht industry, whereby feet are dragged through liquid concrete before anyone decides to change.”  

He added that there are some shipyards tha t have tried out hybrid technology, “But so far Heesen is the only one to have actually done this on its own account and brought it to market as a viable option, rather than just as an experimental program,” he notes.

Despite this, Cavendish sees the successful sale of Electra and its sister ship Home as, in his words, the dawning of a new generation in the marine industry: “We wanted to develop something that was really different but still meaningful,” he says. “We didn’t want to do this as a gimmick – it would be too expensive to work as a gimmick anyway – but something worthwhile and useful to owners. I think this ability to cruise very quietly with low fuel consumption is an attractive option and I really believe that we will soon start to see more of it.”  

By Tim Fischt

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At sailing speeds over 6 knots Oceanvolt systems are able to generate significant power for recharging the battery bank by activating at the touch of a button.

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For those interested in a hybrid solution, generators are a highly efficient way to extend range while at sea.

DC generators have the advantage of rapid recharging capability.

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Cruising while conserving our oceans

As the largest ecosystem on Earth and the planet’s life support system, the ocean is vital to our survival. Vast, beautiful, and mostly unexplored, the superyacht industry is built upon the splendors of ocean living. With the threat of climate change looming ever closer, the industry is becoming increasingly aware of the importance of protecting these waters. Ocean conservation is becoming a central part of cruising, and what better way to do that than by using a hybrid system on your superyacht?

The advantages and benefits of using an e-Motion hybrid system are ample. Not only does using a hybrid system drastically reduce your vessels annual CO2 emissions, but it also improves the quality of life on board.

By switching between electric batteries and diesel generators, the yacht’s energy distribution can be fully optimized, reducing fuel consumption. For example, fuel consumption is reduced up to 30 percent when in Economy Navigation Mode. At the same time, e-Motion hybrid systems also reduce the environmental exhaust and water pollution emitted by motor yachts. Cleaner and safer waters will help ensure the survival of the oceans while making cruising more enjoyable. Motor yachts become as silent as sailboats while cruising in diesel-electric and zero-emission mode, making it possible to depart to your destination silently without waking any guests.

By switching it to zero-emissions mode, one can swim in the waters behind any motor yacht without fear of noxious fumes and noises from the generators while enjoying the peaceful sounds of the ocean. Once moored, it is also possible to switch off generators and run on battery power in a noise-free environment. Fast battery charging means that each battery reaches a 90% charge in only 35 minutes or less, making them ideal for using when moored. So why not help conserve our oceans while cruising by switching over to a hybrid system?

The eco-friendly superyachts are quite rare on that market. If you are not looking to compromise building a new yacht while incorporating hybrid systems, solar panels and waste management solutions will be the best fit for you.

Find a Brokerage Yacht

There are various options on the brokerage market of production yachts featuring solar panels up to 115′. With brands such as Arcadia, Silent, & Serenity pushing the boundaries in environmentally friendly yachts.

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This New Hybrid Superyacht Has a Nifty AI System That Tracks Energy Use

Rossinavi’s newest fleet member wants to eliminate range anxiety on the high seas.

Christened No Stress , the 164-footer is the Italian yard’s first hybrid superyacht to be equipped with innovative AI technology that keeps tabs on energy consumption for you. This frees you up to focus fully on relaxation.

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The vessel, which was unveiled at Rossinavi’s Viareggio facility on Thursday, features exterior architecture and interior styling by Enrico Gobbi’s Team for Design. Inspired by the sophisticated style of automotive icons, the all-aluminum exterior pairs sleek, sporty lines with a fast-displacement hull.

Onboard, meanwhile, the client requested the living quarters organically blend with the outdoor decks. To achieve this, Gobbi’s team opted for openings on both the hull and superstructure, as well as floor-to-ceiling glass windows. This not only creates a sense of flow between the different spaces but also ensures panoramic views while on the water. Rossinavi says the interior is minimalist in style yet rich in architectural details, though hasn’t shared photos just yet.

The hybrid setup is the real star here, of course. No Stress has two propulsion systems that can run independently of each other: two MTU 16V 2000 M96L diesel engines and two electric motors powered by dual generators and a battery pack. As a result, the yacht offers five different operating modes and can adapt to the situation. When cruising in electric mode, the system is managed by AI, which monitors power consumption.

“Artificial Intelligence allows you to enjoy the electric experience on board to the fullest,” Rossinavi’s COO Federico Rossi said in a statement. “This is only the beginning, as this technology will be optimized next year, revealing its fullest expression with the launch of the Sea Cat.”

The Italian yard’s highly anticipated Sea Cat is a 131-foot, solar-powered multihull that will be able to chug along continuously for 20 days. The cat’s AI system will help preserve the battery’s power by switching between electric and diesel propulsion at optimal times. It seems like range anxiety will soon be a thing of the past.

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Volta stands out in the electric boat market due to our extensive experience and dedication to sustainability. Since 2016, we have been pioneers in offering innovative, eco-friendly boating solutions. Our range includes a variety of electric and hybrid boats that cater to both business and leisure needs. We partner with leading brands to ensure our customers have access to the best technology and designs available.

Quality and reliability are at the core of Volta's offerings. We meticulously select our partners and brands, ensuring that each boat meets our stringent standards. We personally visit the shipyards where the boats are constructed and follow the whole construction process end-to-end. Additionally, we provide comprehensive warranties and support to give our customers peace of mind.

Our team at Volta comprises highly knowledgeable and experienced professionals who are passionate about electric boating. With years of expertise in the field, our team members stay up-to-date with the latest advancements in the market as we are in touch with all the major players. We are committed to providing expert guidance and support to help our customers make informed decisions.

Yes, Volta has been featured in numerous reputable media outlets. Our trend-setting approach and high-quality boats have garnered attention from various newspapers, magazines, and TV channels. You can find a selection of our press coverage in the "As Seen In Press" section of our website, showcasing the recognition we've received from local and international media outlets.

Requesting more information or scheduling a sea trial with Volta is easy. Simply visit our Contact Us page and fill out the inquiry form. Our team will be happy to provide you with all the details you need and arrange a convenient time and location for your sea trial.

Volta offers a diverse range of electric and hybrid boats to suit various needs. Our selection includes electric RIBs, open day cruisers, cabin cruisers, workboats, solar-powered boats for tourism, and luxury electric catamarans. Whether you need a boat for business operations or leisurely cruising, we have the perfect vessel for you.

Absolutely. Volta is dedicated to providing exceptional after-sales support and services. From routine maintenance to technical assistance, our team is here to ensure your boat remains in excellent condition. We offer a comprehensive range of services to keep your boat running smoothly and efficiently for years to come.

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Electric vehicles and hybrids grow to a record-high 18% of U.S. light-duty vehicle sales

Reposted to correct data errors.

Sales of hybrid, plug-in hybrid, and battery-electric vehicles (BEV) in the United States rose to 17.7% of new light-duty vehicle sales in third-quarter 2023, according to data from Wards Intelligence. Sales of hybrids, plug-in hybrids, and BEVs have accounted for 16.0% of all new light-duty vehicle sales in the United States so far this year, compared with 12.5% in 2022 and 9.0% in 2021.

The share of total light-duty vehicle sales for hybrids, plug-in hybrids, and BEVs rose due to both a decline in sales of non-hybrid gasoline- and diesel-fueled vehicles as well as an increase in sales of several existing BEV models. BEV prices declined across the most popular models, contributing to the rise in third-quarter sales. The average transaction price for BEVs dropped 5% during the third quarter to $50,283, bringing the price 24% lower than at the price peak in the second quarter of 2022. The average price paid for all light-duty vehicles fell less than 0.5% during that same time. BEV prices are now within $3,000 of the overall industry average transaction price for light-duty vehicles.

BEV sales continue to be concentrated in the luxury category, growing to 34% of the total luxury vehicle market in the third quarter but remaining below 2% of the non-luxury vehicle market. As a share of sales within each powertrain type, vehicle sales classified as luxury accounted for 83% of all BEV sales and 13% of non-hybrid gasoline- or diesel-fueled engine vehicles, compared with 19% of the total light-duty vehicle market. This breakdown aligns with the current slate of BEV models offered by manufacturers: more than two-thirds are classified as luxury vehicles by Wards Intelligence.

Principal contributor: Michael Dwyer

Tags: electricity , vehicles

Jeep expects to grow plug-in hybrid SUV sales by as much as 50% in 2024

Jeep plans to grow U.S. sales of its plug-in hybrid electric vehicles by as much as 50% this year as it leans into the technology as a bridge between its traditional gas-guzzling SUVs and all-electric vehicles amid a slower-than-expected sales pace of EVs.

The  Stellantis  brand expects to sell 160,000 to 170,000 plug-in hybrid electric vehicles, or PHEVs, in the U.S. this year, an increase of 40% to 50% from last year,  Jeep CEO Antonio Filosa  told CNBC.

The target comes as Jeep launches its first all-electric SUVs in the U.S., beginning with the  Wagoneer S .

“It’s the best time to be flexible, as we are,” Filosa said during an interview Thursday after unveiling the brand’s new EV in New York. “One of the pillars of growth for the market is going to be freedom of choice.”

PHEVs, which combine an internal combustion engine with EV technologies, could help accelerate consumer adoption of electrified vehicles, as a sort of stutter step to all-electric models.

PHEV sales at the level Jeep is expecting this year would top Stellantis’ total 2023 U.S. sales of the vehicles, at roughly 143,000 units. They also would outperform an industry forecast for 27.5% segment growth this year, according to AutoPacific. That compares with the consulting and data firm’s 17% growth for EVs.

Jeep’s PHEV sales last year totaled 113,113 units, including 67,429  Jeep Wranglers  and 45,684  Jeep Grand Cherokees . Through the first quarter of this year, sales totaled 31,750, up 47% from the same period a year earlier. The brand is first in the U.S. in PHEV sales.

Jeep has leaned into PHEVs more than others to offset sales of the brand’s gas-guzzling SUVs amid tightening emissions and fuel economy standards.

The next Jeep vehicles are expected to be the Wagoneer S EV this fall, followed by a  Wrangler-like EV  called the Recon and a replacement for the discontinued Cherokee midsize SUV during the first half of next year. The automaker also will add new plug-in “range-extender” models to its gas-powered  Wagoneer and Grand Wagoneer  large SUVs in 2025.

“We have a game plan. We have a business plan, and we believe that price position and product wise, we are perfect to meet the volume we want to make,” Filosa said.

Both hybrids and plug-in hybrids have a traditional engine combined with EV technologies. A traditional hybrid, such as the  Toyota  Prius, has electrified parts, including a small battery, to provide better fuel economy to supplement the engine.

Plug-in hybrids typically have a larger battery to provide for all-electric driving for a certain number of miles until an engine is needed to power the vehicle or electric motors.

Both Filosa and Stellantis Chief Technology Officer  Ned Curic  said the company is evaluating whether to launch traditional hybrid vehicles in the U.S. in addition to its plug-in models.

“We’re deciding at the moment how will the market respond to our hybrids,” Curic said during a separate interview. “We have a good mix on our roadmap between EV, PHEV, [and internal combustion engine].”

The “range-extender electric vehicle” models, or REEVs, operate slightly differently than typical hybrids. The vehicles can operate as a zero-emissions EV until the vehicle’s battery dies and an electric onboard generator — powered by a 3.6-liter V6 engine — kicks on to power the vehicle after its initial charge.

Stellantis’ first REEV vehicle is expected to be the  Ram Ramcharger  full-size pickup truck later this year.

“This is quite a good option,” Curic said. “I’m confident that vehicle is going to do exceptionally well.”

The REEVs are expected to be priced higher than PHEVs (which already carry a premium compared to traditional gas-powered vehicles) but below all-electric models, according to Curic.

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• Meet GX Superyachts, a New Shipyard Creating Custom Hybrids Ranging From 78 to 164 Feet

The first 138-footer is already under construction, with delivery expected in summer 2026.

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This new 454-foot gigayacht concept comes with a bonkers underwater lounge, this new 111-foot hybrid catamaran is topped with a glass hot tub.

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Greenline Yachts didn’t just decide to unveil a new fleet member at the Monaco Yacht Show (MYS), but rather an entire brand.

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Marking something of a full circle moment, the Greenline team got the idea for the new brand at the MYS in 2018. The story goes that Prince Albert II of Monaco fell in love with the yard’s electric 33-footer and even requested an escort to the Monaco Yacht Club in the yacht. That high praise pushed the Greenline team to scale their green tech for the superyacht sector.

Each GX cruiser will feature a cutting-edge hybrid propulsion system, a highly efficient hull, and a large solar array. The hybrids will be able to seamlessly switch between diesel and electric power, allowing seafarers to cruise leisurely sans emissions or tear it up at speed. “At six knots in electric mode, these yachts can achieve an incredible range of up to 100 nautical miles,” Greenline CCO Luca Raumland said in a statement. “In diesel mode, they can cross the Atlantic at 12 knots, while the max range is 11,571 nautical miles at six knots”

The GX superyachts will produce 40 percent fewer carbon emissions than conventional diesel-powered vessels, according to Greenline. Each yacht will also be fitted with solar panels and a large lithium battery bank that together will offer enough green energy to power the hotel load silently and cleanly for 48 hours or more, the yard says.

GX has already reeled in a customer, too. The yard is in the process of constructing a 138-footer for an existing Greenline client. (As the GX models are too big for Greenline’s Slovenian yard, the fleet will be built in partnership with SES Yachts of Tuzla, Turkey.) The stylish new GX42 RPH will showcase leatherwork by Foglizzo, natural wood flooring by Cadorin, and furniture by Poltrona Frau and Rugiano. With 50 percent of the hull already complete, the yacht is expected to hit the seas in summer 2026.

Click here to see the GX Superyachts lineup.

Rachel Cormack is a digital editor at Robb Report. She cut her teeth writing for HuffPost, Concrete Playground, and several other online publications in Australia, before moving to New York at the…

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RVs are notorious gas guzzlers, averaging just 10mpg at best. This Class A eRV prototype from Airstream-parent Thor has an impressive 500 mile range: 150 miles from its 140kWh battery pack which can be recharged on the fly with a built-in combustion engine that acts like a generator. The hybrid RV will be available to buy in 2025.

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EPA issues strongest-ever new auto emissions rules to boost electric vehicles and hybrids

The rules come as sales of electric vehicles, which are needed to meet the standards, have begun to slow, by matthew daly and tom krisher | associated press • published march 20, 2024 • updated on march 20, 2024 at 8:43 pm.

The Biden administration announced new automobile emissions standards Wednesday that officials called the most ambitious plan ever to cut planet-warming emissions from passenger vehicles.

The new rules relax initial tailpipe limits proposed last year but eventually get close to the same strict standards set out by the Environmental Protection Agency.

The rules come as sales of electric vehicles, which are needed to meet the standards, have begun to slow. The auto industry cited lower sales growth in objecting to the EPA’s preferred standards unveiled last April as part of its ambitious plan to cut planet-warming emissions from passenger vehicles.

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The EPA said that under its final rule, the industry could meet the limits if 56% of new vehicle sales are electric by 2032, along with at least 13% plug-in hybrids or other partially electric cars, as well as more efficient gasoline-powered cars that get more miles to the gallon.

That would be a huge increase over current EV sales, which rose to 7.6% of new vehicle sales last year, up from 5.8% in 2022.

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The new standards will avoid more than 7 billion tons of planet-warming carbon emissions over the next three decades and provide nearly $100 billion in annual net benefits, the EPA said, including lower health care costs, fewer deaths and more than $60 billion in reduced annual costs for fuel, maintenance and repairs.

President Joe Biden, who has made fighting climate change a hallmark of his presidency, cited “historic progress” on his pledge that half of all new cars and trucks sold in the U.S. will be zero-emission by 2030.

“We’ll meet my goal for 2030 and race forward in the years ahead,'' Biden said in a statement Wednesday.

The EPA rule applies to model years 2027 to 2032 and will significantly reduce emissions of planet-warming greenhouse gases, as well as other air pollution such as nitrogen oxides and particulate matter from new passenger cars, light trucks and pickups.

Transportation makes up the largest source of U.S. greenhouse gas emissions, and cars and trucks account for more than half of those emissions. The EPA said the new rule will help “tackle the climate crisis” while accelerating the adoption of cleaner vehicle technologies. The agency is finalizing the rule as sales of clean vehicles, including plug-in hybrid and fully electric vehicles, hit record highs last year.

The new rule slows implementation of stricter pollution standards from 2027 through 2029, after the auto industry called proposed benchmarks unworkable. The rule ramps up to nearly reach the level the EPA preferred by 2032.

“Let me be clear: Our final rule delivers the same, if not more, pollution reduction than we set out in our proposal,'' EPA Administrator Michael Regan told reporters. In addition to carbon pollution, the final standards also will reduce other serious air pollution that contributes to heart attacks, respiratory illnesses, aggravated asthma and decreased lung function, Regan said.

“Folks, these new standards are so important for public health, for American jobs, for our economy and for our planet,'' he said.

The standards are designed to be technology-neutral and performance-based, Regan said, giving car and truck manufacturers the flexibility to choose pollution-control technologies that are best suited for their customers while meeting environmental and public health goals.

The changes appear aimed at addressing strong industry and labor opposition to the accelerated ramp-up of EVs, along with public reluctance to fully embrace the new technology. There is also a legitimate threat of legal challenges before conservative courts.

The Supreme Court, with a 6-3 conservative majority, has increasingly reined in the powers of federal agencies, including the EPA, in recent years. The justices have restricted the EPA’s authority to fight air and water pollution — including a landmark 2022 ruling that limited the EPA’s authority to regulate carbon dioxide emissions from power plants that contribute to global warming.

At the same time, the Democratic president needs cooperation from the auto industry and political support from auto workers, a key political voting bloc.

“U.S. workers will lead the world on autos — making clean cars and trucks, each stamped ‘Made in America,’” Biden said Wednesday. “You have my word.''

The United Auto Workers union, which has endorsed Biden, said it supports rules that benefit workers and the environment, not just the industry. The new rule protects workers who build combustion engine vehicles “while providing a path forward for automakers to implement the full range of automotive technologies to reduce emissions,” the union said.

Generally, environmental groups have been optimistic about the new EPA plan, which is aimed at slashing emissions from a source that causes one-fifth of the nation’s carbon pollution.

David Cooke, senior vehicles analyst for the Union of Concerned Scientists, said the rule would significantly reduce vehicle pollution from current requirements. But the standards are weaker than those EPA proposed a year ago and make it unlikely that the U.S. will be able to meet its commitments under the 2015 Paris Climate Accord, which aims to keep global warming from increasing more than 2 degrees Celsius (3.6 degrees Fahrenheit) since pre-industrial times, he said.

Still, the new rules over time will prevent more carbon pollution “than the entire U.S. economy coughs up in a year,″ said Manish Bapna, president of the Natural Resources Defense Council. In the short term, the rules “will save drivers money at the pump and cut tailpipe pollution that endangers public health,″ he added.

“In the longer journey to confront the climate crisis, these standards take us in the right direction,″ he said.

But Dan Becker at the Center for Biological Diversity said he fears loopholes will let the industry continue to sell gas burners. He also is afraid the industry will get away with doing little during the first three years of the standards, which could be undone if former President Donald Trump is reelected.

“The bottom line is that the administration is caving to pressure from big oil, big auto and the dealers to stall progress on EVs and now allow more pollution from cars,” Becker said.

Republicans criticized the new standards, saying they essentially decide for the public which vehicles they should buy. “These regulations represent yet another step toward an unrealistic transition to electric vehicles that Americans do not want and cannot afford,” said West Virginia Sen. Shelley Moore Capito.

House Speaker Mike Johnson, R-Louisiana, called the rule a “misguided electric vehicle mandate” that will force the U.S. to rely on China and other foes for critical minerals needed for batteries.

Regan said the government isn’t requiring people to buy EVs or any other technology, adding that there are “multiple pathways companies can choose to comply″ with the rule.

“We are staying well within the confines of the law and our statutory authority by not mandating a specific technology,'' he said.

The EPA could achieve its carbon pollution goals even if sales of battery electric vehicles are as low as 30% in 2032, as long as other standards are met, he said.

U.S. electric vehicle sales grew 47% last year to a record 1.19 million as EV market share rose to 7.6%. But EV sales growth slowed toward the end of the year. In December, they rose 34%.

The Alliance for Auto Innovation, a large industry trade group, praised the EPA’s slower implementation of the standards, saying the pace of the EV transition matters as the industry moves to produce more electric vehicles and plug-in hybrids to convert more traveling miles to electricity. The group had complained that the ramp-up to 67% initially proposed by the EPA was too fast for the industry to achieve. The proposal was faster than Biden’s goal of ensuring that EVs account for half of new vehicles in the U.S. by 2030.

“Moderating the pace of EV adoption was the right call because it prioritizes more reasonable electrification targets in the next few, very critical years of the transition,” said John Bozzella, the Alliance CEO.

The adjusted emissions targets will still be a stretch for the industry to achieve, Bozzella said, but they should give the market and parts supply chains a chance to catch up to higher EV sales. The plan also gives the industry more time to set up public charging stations, and it allows government tax incentives for EV manufacturing and for consumers to buy EVs to take hold, he said.

Toyota, the top seller of hybrid vehicles in the U.S., said it believes the fastest way to reduce carbon emissions quickly is to give consumers choices of battery electric vehicles and hybrids. The new EPA standards allow for more sales of plug-in hybrids and regular gas-electric hybrids to meet emissions limits.

AP Auto Writer Tom Krisher reported from Detroit.

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