The replica of the famed 1934 America’s Cup winner Rainbow gently touched salt water for the first time last Friday, christened by the owner’s daughter.

Holland Jachtbouw has been building the 131-foot (40-meter) Rainbow for the past two years. It’s quite a difference compared to the 100-day build schedule for the original Rainbow, scrapped in 1940. Why such a variation in construction time? This Rainbow is quite a different competitor. Though she’s engineered and designed to the original William Starling Burgess specifications, Rainbow has a hybrid propulsion system and a superyacht-style interior. The yacht that inspired her was a pure racer, without an interior, an engine room, or the attendant equipment of modern comforts like air conditioning.

Rainbow’s hybrid propulsion and power system marks a first for all the Js on the water (she’s the seventh). Holland Jachtbouw proposed it due to the yacht’s space limitations and collaborated with WhisperPower to develop it. It’s comprised of Hy-Store lithium-ion batteries, one main engine, and a variable-speed electric motor serving as a genset. That genset can be used as an alternate engine when needed. Furthermore, the batteries can power everything aboard Rainbow whether sailing or at the dock, at the request of the owner, Chris Gongriep. Gongriep is an experienced sailing-yacht owner, having the renowned Windrose of Amsterdam, built by Holland Jachtbouw, conceived for and win races. He wanted Rainbow to be whisper-quiet in the overnight hours, so the batteries do the trick. They can then be charged while Rainbow is under sail, with reportedly just a 1.5-knot drop in speed.

Besides the space savings, the hybrid system allows a reported 30-percent reduction in fuel consumption due to air conditioning and other “hotel load” items. And, of course, that means lower maintenance costs and sound reduction.

As for Rainbow’s overall naval architecture and design, Gongriep tapped Dykstra & Partners .Besides having designed Windrose of Amsterdam for him, the firm oversaw the restoration of the Js Endeavour, Shamrock V, and Velsheda, the refit of the J Ranger, and the construction of the replica J Hanuman. Dykstra & Partners also had a hand in developing the J Class Association performance racing rules, to which Rainbow will adhere. A Southern Spars carbon fiber mast, boom, and spinnaker pole, plus North Sails racing sails and Lewmar hydraulic winches are among the gear the design team specified to meet those expectations.

During races, a crew of 25 to 28 people will handle Rainbow, including her huge, 10,226-square-foot (950-square-meter) spinnaker. When she’s entertaining Gongriep and guests, a crew of seven will take care of things. During those times, everyone will be treated to a mahogany-paneled interior with 1930s period flair, including Art Deco touches. The master suite is aft, and the two guest staterooms each have Pullmans.

Look for Rainbow to compete as JH2 in the upcoming J-Class regattas in England this summer. She’ll also make her boat-show debut at September’s Monaco Yacht Show.

Complementing its existing 80 Motor Yacht and 100 Motor Yacht models, Hatteras Yachts will launch a 95 Raised Pilothouse megayacht next summer.

Measuring 100 feet LOA (30.5 meters), the 95 Raised Pilothouse will be Hatteras’ new flagship. She’ll be the first of a new generation of motoryachts for the American builder. Jim Meyer, president and CEO of Hatteras Yachts, says the 95 Raised Pilothouse embraces the large-yacht feel without the higher price tag or larger crew complement that go along with 100-foot-plus megayachts. This way, he adds, existing clients with 80 Motor Yachts can step up in size more easily. In addition, Meyer says, the 95 Raised Pilothouse will help introduce Hatteras to additional markets, like South America, Australia, and China.

To address the cruising needs of these and other markets, the 95 Raised Pilothouse will feature a side entry. She’ll also have a spiral staircase just steps away, much like larger megayachts. The standard layout will feature the full-beam master suite below decks, accompanied by three guest staterooms. However, buyers have the option of placing the master on the main deck and adding a fourth guest cabin below. Given the 95

Raised Pilothouse’s 22’6” (6.9-meter) beam, it’s easy to imagine the option being popular. Either way, crew quarters are fully aft, with access via a transom door or aft-deck stairs.
It’s also easy to imagine a variety of layouts for the flying bridge. Hatteras’ in-house design team is making furnishings and features that can be mixed and matched. These include as a dining table, sunlounges, and a wetbar.

What won’t change is Hatteras’ turnkey approach. “Everything from Zero-Speed stabilizers, bow and stern thrusters, and a premium A/V system to a stocked wine cooler, bath robes, and linens are included,” Meyer explains. Owners will further receive an electronics allowance to select helm electronics that suit their cruising needs. Power-wise, they’ll have a choice between twin 1,900-hp Caterpillar C32 ACERTs and 2,600-hp MTU 16V2000 CR diesels. The Caterpillars should provide a top speed of 25 knots and a cruise speed of 19 knots. The MTUs kick the figures up a bit: 29 and 24 knots, respectively.

Following a long bankruptcy and setbacks in its acquisition, Baglietto, responsible for launches like Ancòra (pictured), finally has new ownership. It also has a new distribution deal with the Rodriguez Group.

According to news reports in Italy, Beniamino Gavio, executive director of Societa Iniziative Autostradali e Servizi (SIAS), officially took over Baglietto last Monday. Gavio also recently acquired Cerri, another Italy-based yacht and megayacht builder, with all-fiberglass offerings to 102 feet (31 meters). SIAS is an industrial holding company primarily focused on the motorway sector, managing the second-largest percentage of Italian highways. SIAS also has business interests in technology, including fiber optics. As for the two yacht builders, Gavio told reporters last week that a new business plan will be presented soon, along with plans to re-employ craftsmen who were laid off over the two-year bankruptcy period.

To encourage sales for both Baglietto and Cerri, Gavio has signed exclusive worldwide distribution deals with the Rodriguez Group. Model-wise, it’s a good fit. Besides building its own yachts, the Rodriguez Group sells many open-style yachts and megayachts from the likes of Sanlorenzo and Italyachts. The Group is also the parent company of Camper & Nicholsons.

The Rodriguez Group anticipates having the Cerri 86 Flying Sport and Cerri 102 Flying Sport available for sale later this year. New Cerri 90- and 100-foot (27- and 30.5-meter) models will be introduced next year, followed by a 130-footer (39.6-meter) in 2014. No reports yet on new models to come from Baglietto.

PHOTO: Hellenic Coast Guard

Last Friday news spread quickly about the sudden sinking of Yogi in Greece. Dozens of websites both within and outside of the yachting industry have been reporting the news since then. Unfortunately, as is often the case in situations like this, incorrect reports have been published and assumptions have been made. In this editor’s opinion, the speculation needs to stop—now.

First, the facts according to the Hellenic Coast Guard. The 204-foot (60.2-meter) Yogi was 19 nautical miles off the coast of Skyros, Greece, early Friday morning when the captain contacted the Coast Guard. He reported that Yogi had suffered mechanical failure, was unmanageable due to the weather conditions, and was flooding. Eight individuals, all crew and including himself, were aboard. As for the weather conditions, the Coast Guard reports that they were Force 8, a gale with winds between 34 and 40 knots and seas of 18 to 25 feet (5.5 to 7.5 meters). Two rescue helicopters were dispatched, as were additional Coast Guard vessels. A Navy frigate and four commercial vessels in the area also responded. Video footage shot from one of the Coast Guard helicopters shows all eight people aboard the megayacht were in survival suits on an upper deck when rescue operations began, and Yogi was on her starboard side. The Coast Guard states it took a little over an hour to safely get everyone off the yacht. They were then taken ashore for medical evaluation.

Another fact, from Proteksan Turquoise, which delivered Yogi in 2011: Yogi had been at its yard in Turkey just prior to the accident for repaint work under warranty. (Some news reports have indicated the warranty work involved the interior.)

Last fact, at this point: The cause of the sinking remains under investigation.

Naturally, whenever an event such as a superyacht’s sinking occurs, there is going to be speculation. Unfortunately, some yachting industry representatives have gone on the record, questioning the construction and even the crew. Are these valid questions? When there’s no first-hand knowledge of the build or the accident, publicly pointing fingers at a yard, a design, or any related aspect sheds no light on the situation. Equally disconcerting is the approach taken by some media, in what can only be assumed to be a misguided attempt at humor, and/or a desire for higher readership. “Superyacht Sinks Like a Stone in the Mediterranean,” read one headline. Worse, another journalist commented on the high- and low-season charter rates: “regarding the lower price, could it be the extra $28,000 for the option of keeping the boat upright throughout the voyage?” Interestingly, that statement remained online for three days and was pulled yesterday afternoon, after two people, including this editor, took the journalist to task for being out of line. She replied to this editor by saying it was a good point… but had a most puzzling explanation as to why she ever made it in the first place: “The shock that these supposedly new, modern, big ships and yachts are still so frail in the face of the sea – and that no amount of money can buy safety – was my point and not well made.” (Also changed are the five comments made prior to the edits… they are all now deleted.)

Since the causes of the mechanical failure and flooding are still unknown, we’d all do well to await the investigation’s results. Proteksan Turquoise’s representatives, as well as the insurer and others, are speaking with the captain and crew.

We also would all do well to simply thank the Hellenic Coast Guard and the operators of the other vessels for responding in the most professional manner possible. Without them, this tragedy would be far more unthinkable.

PHOTO: Carlo Martinelli/TheYachtPhoto.com

The USS Williamsburg, one of the largest and most famous megayachts built in the 20th century, is rusting away at a shipyard in Italy, where she has been for nearly two decades, untouched. The photo above was taken within the past few weeks. Despite her appearance, and despite an anticipated restoration cost in the nine-figure range, there’s still interest in acquiring her and restoring her.

Bert Laacks, a broker with Florida-based Lloyds Yacht and Ship, holds the central listing, with Williamsburg for sale for 8.8 million euros (about $11.6 million). Laacks was hired by Navalmare, the shipyard in La Spezia where Williamsburg currently lies, to sell her. Some brokerage listings state the anticipated restoration costs are at least 33 million euros (about $43.54 million), but Laacks says that figure is about three to four years old. In today’s economy, he says, the cost would be more like 100 million euros (about $131.94 million).

Contrary to what you might expect given the global economic situation, Laacks says he has talked with some serious potential buyers. The U.S. Navy’s Presidential yacht historian, Kim Nielsen, confirms this. His office is part of the Naval History and Heritage Command at the Washington Navy Yard in Washington, D.C. Furthermore, Nielsen has a personal connection to Wiliamsburg. He was the project manager for an anticipated restoration over a decade ago. His office has the original naval architecture plans, which he and Laacks have shown to potential buyers. Those buyers have even gone so far as to commission surveys, Nielsen says, showing that Williamsburg is still structurally sound. This, in combination with Williamsburg’s history, has allowed potential buyers able to see past the rust that covers nearly every inch of her 243-foot (74-meter) length.

As for that history, Williamsburg was launched in 1930 at Bath Iron Works, as a private yacht named Aras. Pictured above, she was an impressive sight, bearing a black hull with a 36-foot beam and 14-foot draft (11 meters and 4.3 meters, respectively). The steel-hulled megayacht was commissioned by Hugh Chisholm, a paper and railroad magnate from Maine. Aras (“Sara” spelled backwards) was the third same-named yacht had Chisholm built, and he and his family cruised aboard her every summer until war service called. Aras was acquired by the U.S. Navy in April 1941 and converted into a gunboat from October to December of that same year. The Navy renamed her Williamsburg. Williamsburg departed U.S. waters for her first official tour of duty on December 6, 1941—coincidentally, the day before the attacks on Pearl Harbor. From that point to June 1945, Williamsburg saw service mostly in Iceland. That summer, the vessel was intended to be converted into an amphibious force flagship, a floating command post from which further water-based attacks would be coordinated. However, upon Japan’s surrender, the conversion was cancelled. Instead, Williamsburg was converted back into a yacht, setting course for Washington, D.C. in November to replace the Presidential yacht Potomac.

While Williamsburg was the Presidential yacht for both Harry S. Truman and Dwight D. Eisenhower, President Eisenhower preferred his farm retreat in Pennsylvania. President Truman, meanwhile, spent abundant time onboard. Indeed, the Harry S. Truman Library & Museum has dozens upon dozens of photographs of President Truman onboard. Some show him hosting dignitaries such as Winston Churchill. Others show him simply enjoying the sights from her decks, or wrapping himself in a robe after a swim, his wet footprints visible on the teak.

President Eisenhower decommissioned Williamsburg in 1953, and she was given to the Potomac River Naval Command for continued maintenance. The National Science Foundation acquired her in 1962, converting her into an oceanographic research vessel. This required the removal of the Presidential staterooms and other luxury touches, replaced by a lab and an aquarium. The re-christened Anton Bruun served scientists and researchers alike from around the world until 1968.

Anton Bruun was set for acquisition by the government of India later that same year, but misfortune lay just over the horizon. She was undergoing repairs in a floating drydock when the platform supporting her suddenly sank. She was a total loss, so the government auctioned her. A company in New Jersey acquired her to serve as a restaurant. She remained in that capacity for a few years, and in 1979 a Washington, D.C. company bought her and towed her into town for the same purpose. Plans fell through, however, and Williamsburg was abandoned, lying alongside a sewage treatment plant. A few years later, a group knowledgeable about her history decided she deserved rescuing, forming the USS Williamsburg Preservation Society in 1985. The goal was to publicize Williamsburg’s plight and find a buyer to set things right. Some reports state that the Society acquired Williamsburg, but it never attempted to buy her nor raised funds to do so. It acted, and still acts, as a conduit of information, part of the non-profit Historic Naval Ships Association. It took seven years, but the Society’s efforts worked: The USS Williamsburg Corporation stepped forward in 1992, pledging to fund a $65-million refit and restoration of Williamsburg as a boutique charter yacht.

PHOTO: Carlo Martinelli/TheYachtPhoto.com

The USS Williamsburg Corporation selected Valdettaro Shipyard in La Spezia, Italy to carry out the work. Williamsburg made her way from U.S. shores to Europe in 1994. The photo above shows her in La Spezia shortly thereafter. Now, things finally started looking up… except they were actually about to get a lot worse.

According to Nielsen, the shipyard owner suddenly disappeared—along with all the money. With all sorts of payments going unmade by the yard, the Italian courts placed it and its assets, including Williamsburg, into receivership. The craftsmen at the yard wanted to carry out the restoration, Nielsen says, they couldn’t afford to buy the facility. Neither, he adds, could the USS Williamsburg Corporation afford to take back the yacht. The Italian courts therefore sold her, with Navalmare, conveniently located across the bay, being granted possession. Navalmare had been husbanding Williamsburg during the court proceedings, so it was a natural choice.

According to some reports, at some point between Navalmare’s acquisition and 1998, the shipyard planned to scrap Williamsburg. However, Nielsen disputes this. “They assumed, rightfully so, that she has far more historical value and shouldn’t be scrapped,” he says. He adds that Navalmare has been looking after the yacht ever since then, making sure she remains upright.

Even with the sad situation that has befallen Williamsburg, Laacks believes there’s a buyer who will restore her. Nielsen puts it this way: “Williamsburg is the last unrestored yacht of the period…and the only unrestored Presidential yacht.” (The three other former Presidential yachts still in existence are Honey Fitz, Potomac, and Sequoia, all in private hands.) Laacks says that Navalmare would be interested in undertaking the restoration if a sale occurs.

If an American steps forward to acquire Williamsburg and return her to use in U.S. waters, that could be problematic, due to the Jones Act. The Jones Act requires, among other things, that vessels carrying goods between U.S. ports be constructed in the United States. Then again, special Congressional exemptions have been granted in the past (think Limitless, which flies the American flag).

One way or the other, something tells us this story is far from being over.

PHOTO: iStock/Wolfgang Steiner

If seclusion and serenity are priorities for you while cruising or chartering a megayacht, the Maldives should suit you well. With 1,190 individual islands—only 200 of which are inhabited—spread over 26 atolls, the Maldives offer abundant opportunities to explore sandy beaches, underwater flora and fauna, and some of the best coral reefs around the world. There are additionally world-famous resorts offering restaurants and spas.With the Maldives characterized by warm temperatures and sunshine dominating the days, it’s no wonder megayacht owners and charterers are increasingly interested in the islands.

Now is an ideal time to visit, as the dry season extends from January to March.The following 12-day itinerary comes courtesy of Ocean Independence, which has the charter yacht Jana (pictured above, off one of the many islands) available right now in the region. The charter brokers at Ocean Independence will customize an itinerary around your preferences, so the information here is provided as a brief overview and starting point from which to proceed.

Day 1: Soneva Gili Lankanfinolhu (North Male Atoll)
On the day of arrival, cruise to this resort not far from Male International airport and arrange a relaxing massage and dinner. An option for a next day morning diving around the famous Manta point.

Day 2: Cocopalm Boduhithi  (North Male Atoll)
Today is an ideal day to go diving near this tropical island. It offers the possibility of seeing sharks and mantas, among other sealife.

Day 3: One & Only Reethi Rah (South Male Atoll)
One of the most famous and finest resorts in the Maldives, One & Only Reethi Rah is a great place to enjoy spa facilities. It also has an excellent restaurant.

Day 4: Olhahali (North Male Atoll)
This place is known as the best BBQ beach island in the area, with pristine white sands and fantastic snorkeling.

Day 5: Cocopalm Dhuni Kolhu  (Baa Atoll)

A true tropical paradise. Another of the Maldives’ finest resorts with outstanding restaurant and spa.

PHOTO: James Graham-Cloete

Day 6: Nibiliga (Baa Atoll)

A great spot for a beach BBQ, with private beach and excellent snorkeling.

Day 7: Soneva Fushi at Kunfunadhoo (Baa Atoll)
Described as “the ultimate Robinson Crusoe island,” this is a stunning place to have lunch. Later, enjoy a swim, snorkeling, or whatever water activity you wish.

Day 8: Hinrundhu Hinrudhoo
A lovely island with a private beach, perfect for BBQ and snorkeling.

Day 9: Four Seasons, Landa Giravaru (Baa Atoll)
Forty-four acres of unspoiled wilderness in the heart of the Baa Atoll. The world-famous Four Seasons resort offers outstanding dining and spa facilities.

Day 10: Conrad Hilton at Rangali (South Ari Atoll)
Enjoy dinner at the famous underwater restaurant.

Day 11: Medhufinolhu (South Male Atoll)
Stop in a great place to have a beach BBQ and snorkeling.

Day 12: Taj Exotica resort (South Male Atoll)
An impressive resort with the possibility to inspect the Rehendi Presidential Villa, perhaps even to arrange a stay (all subject to availability).

While Hornet Marine was established as a performance-powerboat builder in Connecticut, it’s now finding a new niche as a megayacht tender builder.

It’s further interesting, given that Hornet Marine is only celebrating its third anniversary this year. But, the founder’s family has well-established roots in the marine industry. Hornet Marine’s president, David Hartmann, is the son of Hal Hartmann, an engineer who, along with a team of famed boat builders and designers, proved that gas turbines coupled to marine engines could figuratively blow the competition out of the water. The boat equipped with the powerful package was named Thunderbird and one of just two boats to finish the 1966 Sam Griffith Memorial Race, a punishing 172-mile competition.

Their efforts inspired the development of the Hornet 17, the performance powerboat that’s attracting attention in the megayacht market. Unlike other offerings in this size range, Hornet Marine custom builds each Hornet 17. The deep-V fiberglass hull is a set structure, with 19-inch draft and seven-foot beam (about .48-meter  and 21-meter, respectively). However, buyers can request any seating configuration, hardware, engine package, and color scheme. So, one owner might like an L-shape seating area opposite the helm. But another might like a more open cockpit. Either way, the custom gelcoat is particularly important to megayacht owners who like their toys to match the mothership.

For further details directly from Hornet Marine, fill out our contact form.

The Bucket Book, written by Alessandro Vitelli, Dana Jinkins, and Jill Bobrow, takes a look back at how the Bucket Regattas started in 1986, and how things evolved to the point of last year’s 25th anniversary celebration. Dedicated chapters delve into the details on how the rating system for megayachts was calculated, for example, as well as how safety is always of primary importance.

Of course, The Bucket Book also emphasizes the fun that sponsors, participants, and other attendees have. You get an inside look at what the Bucket Regattas in the United States and the Caribbean are like, too, through the personal stories of the megayacht owners and others who’ve been to the events. And there are plenty of photos of the action on the water, plus the prize-giving ceremonies and other after parties.

The Bucket Book is available now, for $65 (€50), plus shipping. To order yours, visit The Bucket Book page on the Bucket Regattas’ website.

Alternately, you can reserve one to pick up at the St. Barth’s Bucket if you’ll be attending. The race, being held March 22 to 25, promises some real action, with 40 confirmed participants. Twelve of them measure 164 feet (50 meters) or more, with the 203-foot (62-meter) Athos being the biggest. However, arguably more exciting will be the competition among four J-Class yachts: Endeavour, Hanuman, Ranger, and Velsheda. It’s the first time the four are meeting one another in a race.

If exhilarating superyacht sailing is what you enjoy, then Senso One will delight your senses. Measuring 140 feet (42.67 meters), she was built in 2003 as the famed Mari-Cha IV, with design work by Philippe Briand. Why so famous? She went on later than year to set a new transatlantic record, crossing the ocean in just six days, shaving two full days off the previous record. A combination of carbon fiber and composite keep Senso One lightweight, allowing her to achieve speeds exceeding 40 knots. She remains the fastest monohull sloop on the water today, having gone on to win a few more races handily.

This brief video footage shows her in action, put into better perspective when you take note of the motoryacht cruising right alongside her at times.

Sometimes specific-sized yacht tenders are chosen before a superyacht is built… but rarely does a tender contract lead to a superyacht contract. Well, that’s exactly what happened with Imaginocean Yacht Design and C.Way. The two Australian firms are collaborating on the spec construction of a toy and mothership duo.

Some media reports have described C.Way as a yacht builder, when in fact, it’s more of a liaison between buyers and builders. C.Way was formed by an Australian yacht buyer who commissioned a 121-footer (37-meter) at Oceanfast a few years ago. The megayacht, christened Tango, was finished elsewhere. The owner decided to form a company that would assist buyers looking to build “beautiful, high-quality yachts, but at a sensible price,” according to Will Allison of Imaginocean Yacht Design. “They contract the build out to the most appropriate yard, depending on the project. In the case of the tender, this proved to be a Tasmanian builder with whom I have worked previously on other similar-sized projects.”

As for that tender, it measures 26 feet and can carry eight passengers. It’s intended to serve in several capacities besides taking guests to and from shore. That’s why Imaginocean Yacht Design graced it with more modern, edgy design elements, which you can better appreciate in the image below. It’s also why construction is in aluminum and composite. Launch is expected in a few months.

In the process of designing the tender, C.Way and Imaginocean Yacht Design talked about their philosophies on motoryacht design and performance. They found kindred spirits, each believing most motoryachts aren’t achieving the speeds or fuel economy they should. Conversations led to computer modeling, which in turn led to the 154-footer (47-meter) seen with the tender above.

Construction has not yet begun. Allison says, “We are currently talking with a number of yards, but it is likely that the structure will be completed in Asia, before the vessel is fitted out by C.Way here in Australia.” When a deal is struck, the megayacht will have a longer waterline length for higher displacement speeds and simultaneous lower fuel consumption. Other features include a series of sliding, full-height windows along the main deck. For more alfresco appeal, the skylounge will be open air. The owner and guests will further get to enjoy a transom beach club and a spa/lounge farther forward. It’s interesting to note that the owner’s suite won’t be on the main deck: It will be half a deck lower. Also noteworthy: Imaginocean Yacht Design has penned larger than normal crew cabins.

For more details directly from Imaginocean Yacht Design and C.Way, fill out our contact form.