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Canova – The foiling superyacht designed for comfort

• Toby Hodges
• April 27, 2021

Not only the first foiling superyacht - or foil-assisted superyacht, but the first cruising yacht with a foil, the 142ft Canova is a groundbreaking project in so many ways, says Toby Hodges

Were you to somehow be teleported into foiling superyacht , Canova ’s palatial master cabin while under way – and let’s face it, many of us would like a sudden change of scene these days – you could be forgiven for thinking her owner doesn’t much like sailing.

For starters, it would seem remarkably quiet, thanks to the impressive insulation and a quiet ship system that ensures no unnecessary mechanical noise.

Then consider how surprisingly flat it feels for a monohull under sail, and not just because the generous berth you’re sitting on can gimbal.

However, once you look out of the considerable porthole, see the blue sea streaking past at over 20 knots and notice the orange plank of carbon fibre sticking out to leeward – which is serving to keep the boat a lot more upright than it should otherwise be – you’ll understand you’re actually aboard a truly state-of-the-art superyacht.

Lines and proportions are superb, hence it’s hard to gauge Canova’s size, and her long deckhouse blends in well. Photo: Baltic/Carlo Borlenghi

Anyone studying these pictures of Canova ripping along will quickly realise just how forward-thinking its owner is and how much he actually must enjoy sailing. Indeed, it can be argued that this yacht represents the present and future of cruising at speed and in utmost comfort.

Superyacht of the year

The 142ft/43m Farr design, launched from Baltic Yachts in October 2019, was conceived to be a powerful yet easily handled bluewater cruiser, capable of operating for long periods without specialist assistance.

It was commissioned by a serial yacht owner, who was also keen to minimise emissions by using hydro-generating electric propulsion. Canova was crowned sailing superyacht of the year winner 2020 at the World Superyacht Awards, with the jury commenting that it will “influence the future of sailing superyachts”.

Although this yacht teems with advanced technology throughout, you’ll notice little of it on boarding. You probably won’t even see the foil protruding while the boat is in port. The marvels of engineering have all been hidden behind a wonderfully luxurious cruising layout. Canova is a carbon epoxy wolf dressed in the finest lambswool clothing.

Demonstrating the foil, which retracts to the beam width of the boat. Photo: Baltic/Carlo Borlenghi

I was given a tour of the boat by her captain, Mattia Belleri, who project-managed the design and build over four years. I made the presumably common mistake of thinking Canova would be all about the foil, and while there are many integrated parts to that technological feat alone, I soon came to realise that the boat is full of innovative engineering, all aimed at creating a fast yet comfortable voyager.

Take the elegant, long and low deckhouse design for example, with its acreage of dimmable glass, which affords guests full protection and one-level living comfort.

Then there’s the inventive double deck design forward, which helps create room for a vast sail locker in which drums are stored for the furling foresails. And consider the diesel electric pod drive, which rotates to generate power while sailing.

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Canova employs the most sustainable tech the yard felt it could use to still ensure it would still sail safely round the world.

The design team is extensive, including Gurit and BAR Technologies, but a lot of credit is given to the owner for his initial and enduring vision. “Everything began in the summer of 2015, when the owner started this quest of merging new technologies, volumes conception and energetic efficiency into a yacht,” Belleri stresses.

Foiling superyacht, Trend or trailblazer?

But let’s first address the talking point feature of the boat: a foil on a cruising superyacht… really?

Let’s remember that when Canova was being designed, monohulls with foils were still only really discussed in cult circles. And while we’ve seen this scene explode in racing, to the point where a boat is boring if it doesn’t fly and miraculously challenge physics, we’ve yet to see any foils employed for cruising purposes at all.

To decide to go ahead and create a foiling superyacht shows serious confidence in the technology.

Hugh Welbourn’s Dynamic Stability Systems (DSS) foil design has proved itself on smaller boats including the Infiniti 46 and 36 over the last decade, and retrofits have been successfully made to existing race boats such as Wild Oats XI and Wild Joe.

Helm stations and sailing systems are concentrated around Canova’s raised andbeamy aft deck. Photo: Baltic/Carlo Borlenghi

The multi-million dollar question here, though, was always going to be whether such a system would work on a 150-tonne superyacht.

In theory, the foil, which protrudes 22ft/6.7m horizontally to leeward to add masses of lift, should create a paradigm shift in fast cruising comfort. It was predicted to reduce heel and help the boat reach in comfort at sustained high speeds.

In practice, during initial sea trials Baltic tested the DSS upwind in 20-24 knots of wind and found not only a VMG increase, but a heel reduction of 30%. “To put these numbers into context, it would take an extra 33,000kg in the keel bulb – the total displacement weight of an IOR maxi – to achieve the same heel reduction,” Baltic reported.

During Canova ’s passage across Biscay in winter, aftersales representative Sam Evans described the yacht as much easier to handle with the foil deployed, “as boatspeed averaged between 20 and 22 knots and topped out at 24 knots”.

The DSS foil has also produced a dramatic reduction in pitching motion – measured at 42% less during trials – an element with which the owner was particularly impressed. Gordon Kay of Infiniti Yachts, the company that markets DSS, describes it as “industry-changing comfort”.

Although it’s a significantly complex piece of engineering, Baltic wanted to make the casing and mechanism to move the foil as simple and reliable as possible. The Finnish yard constructed a full-sized dummy system before the foil itself was fashioned by ISOTOP to within 1mm tolerance tip to toe.

It is controlled using a system of rope pulleys led to a Harken captive winch and, remarkably, can be pulled in or out at up to 17 knots of boatspeed.

As Belleri demonstrates the system, pushing the button to make the fluorescent diving board extend silently outwards, he explains that they wanted length for maximum leverage, but that it had to be practical too, to allow other boats to moor alongside. The resulting appendage is the same length as Canova ’s beam, so although the foil doesn’t retract fully, it meets a straight line to the top of the topsides.

Myriad push-button controls, including for two sets of deflectors, helps allow short-handed control of a powerful yacht. Photo: Baltic/Carlo Borlenghi

After a season spent mainly in the Tyrrhenian, especially in the breezy area between Sardinia and Corsica, Belleri tells me Canova has clocked over 25 knots, “and reaches the early 20s fairly quickly”. He also thinks her light wind performance is incredible: “she can sail at 14 knots in 9 knots of breeze.” “She’s fast, stable, silent and always ready to thrill,” he enthuses. “The foil was aimed primarily at comfort, motion dampening and reduced heeling and it is impressive to see how easily all these points are achieved at the push of a button.”

More retractable appendages

Advanced engineering is employed below the waterline too, in the form of a lifting keel with trim tab and an electrically-powered propeller leg. The latter rotates 170° each way to greatly ease manoeuvring. When sailing, water flow can turn the prop to generate energy and charge the lithium battery bank.

Belleri reports that the regeneration numbers go beyond expectations: “We have been generating many times more energy than required to sustain the yacht’s operational consumption.

Imagine sailing along at high speeds in full comfort, with no noise, no gases and no pollution, in a zero emissions energy balance. It is incredible and a must-try experience.”

Baltic predicts that Canova is able to sail across the Atlantic “using all her systems without recourse to conventional charging using an internal combustion engine”. The composite specialist also points out that the yacht was always devised around bluewater cruising, which means being independent of specialist support.

This includes the ability for it to be serviced without being lifted out. Canova can take her own weight sitting on her lifting keel in the raised position and the skipper told me they also wanted to be able to sail with the keel up in shallow waters. A super duplex stainless steel fin was constructed, with the keel mechanism itself made by APM in Italy.

Hiding the sails

At first glance, the rig may appear relatively conventional. The carbon Rondal mast and boom has electric in-boom furling and Carbolink rigging. A 3.5m batten supports the head of the huge square-top main, which can pass between the flying backstays once reefed.

The closer you look, the more you start to understand that the rig set-up is a clever one for power cruising once sails are unfurled.

The 7m guest tender carries a 1,000lt bladder for fuel bunkering and is housed under the flush foredeck. The 4.6m crew tender stows aft. Photo: Baltic/Carlo Borlenghi

The mast is stepped only slightly forward of the keel trunk, which leaves a large foretriangle area with tack points on deck for storm jib, staysail, self-tacking jib, code and asymmetric sails.

The really neat part is how this canvas stows. The three furling code and asymmetric sails use underdeck drum stowage, all housed in a gargantuan sail locker. The two drums act like giant fire hose reels. “They allow us to hoist and drop the heavy [400kg] furling sails safely, using minimal crew,” Belleri explains.

“I wanted furling sails that were easy to manage,” the skipper continues. The idea is that six permanent crew can run and actively sail the boat around the world and can manage a big (1,200m2) gennaker downwind. The sail options also include a quadrilateral, twin-clewed headsail, developed with Infiniti Yachts to complement the DSS system, which has found favour with the crew for its wide performance range.

The foredeck is kept particularly clean thanks to the intelligent design of hiding a second deck below. This keeps mooring equipment, including capstans, cleats and warps, all away from view yet accessible. The captive winches are also contained here, all built in carbon, which equates to a reported 200kg weight saving on each of the eight winches.

A large portion of the space below the foredeck is reserved for the guest tender. A crane mounts on deck to lift the 1.5 tonne limo into the water. The 7m length of this boat was one of the driving forces for the yacht’s overall dimensions, as the guest tender is also equipped with a 1,000lt bladder to allow for fuel bunkering in remote locations.

This also means there’s a proper watertight bulkhead aft instead of a traditional garage. Instead, the 4.6m crew tender stores in the lazarette under the aft deck. The aft deck itself is high enough to give clear visibility from the two outboard pedestals over the deckhouse and forward. “The idea was to be able to see the jib furler from the helms,” says Belleri.

Influential design

The design and construction of the deckhouse is another standout feature that should influence the design of large cruising yachts in the future. Why? Because of how well it blends into the lines, how much comfort it affords guests, and how well-finished it is for what is a seriously complex piece of engineering.

The guest cockpit, which is fully-protected by the hard bimini extending from the superstructure, is on the same level as the decksaloon. It means the guests have an amazing amount of protected space to enjoy their surroundings with almost unhindered views.

The whole aft section of the roof is freestanding and incorporates side windows that drop down at the push of a button to let fresh air into the guest cockpit.

Dimmable glass is used on the coachroof windows and skylights, all highly UV-protective to spare the interior woodwork. Made by Vision Systems, the dimming level of each window is adjustable.

Electric windows can be lowered to increase fresh air in the guest cockpit. Photo: Baltic/Carlo Borlenghi

As well as incorporating all this glass, the structure and its central supporting bulkhead has to take the 24-tonne loads of the mainsheet track. The traveller stretches over the beam of the roof, which helps keep loaded sheets away from the guest area.

The styling by Lucio Micheletti here – and throughout the interior – is particularly tasteful. It is peaceful and in harmony with the design. The majority of the finish is in teak timber veneers and white panelling, making natural light the star of the show.

Canova ’s general accommodation plan is formidable for cruising purposes. The guest accommodation is all forward of the saloon and central bulkhead. The presumption when you walk into the forward cabin is that this must be the owner’s suite – it certainly feels large and luxurious enough.

This makes for a particularly pleasant surprise then when you find the real deal beneath the deck saloon – in the most sensible, central section of the yacht, which boasts the greatest beam with the least pitching.

The owner’s full-beam suite is located almost amidships where there is least motion. Photo: Baltic/Carlo Borlenghi

The owner’s 65m2 apartment features a gimballing island berth, the largest bathroom or ‘spa’ you could imagine on a sailing yacht, including sauna and carbon fibre bath tub, plus his and hers/walk in wardrobes and washbasin areas. The owners spend a lot of time aboard so the idea was to provide the most comfortable facilities possible.

The crew area is all located abaft the saloon, with a central galley and private access from the aft deck. It’s an excellent design for ensuring privacy between guests and crew, while providing the accessibility serving staff need.

His and hers changing and bathroom areas in the master cabin. Photo: Baltic/Carlo Borlenghi

The day heads and entrance to the engine room are at the foot of the companionway to the saloon. The bank of programmable logic controllers in the control room should warn you that this is no ordinary engine room.

An electric heart

The machinery room proper houses the remarkably compact 420kW propulsion motor, two custom 210kW Cummins generators and six banks of Alkasol lithium-ion batteries.

The benefits of choosing this electric-hybrid route over conventional diesels include less vibration, noise, smell, maintenance, fewer running hours and a fraction of the oil required. And it is much more efficient, because the high-voltage charges are quicker and the gensets never run unnecessarily.

The 750V DC system is supplied by batteries, shorepower or generators. The generators were custom-built in carbon housings to optimise size, weight and performance and can charge the battery bank in two hours. The engineer shows me how everything is controlled from a Toughbook screen, flicking a genset on with the swipe of a finger. Canova can run silently at 9 knots with only one generator running.

I notice how comparatively cool it is in here. The engine room is strictly temperature controlled to a max of 31°C (as opposed to a more conventional 50°C or so). The battery bank and powerful inverters are water-cooled and the gensets have built-in ventilation extraction units.

It also feels alien to be able to talk rather than shout with a genset running. A lot of attention was paid to insulation, particularly as we are only one bulkhead away from the owner’s cabin (the 9m foil running under his berth encouraged the yard to focus intently on insulation). Mounting the batteries vertically also reportedly helps with damping.

Canova is all about mixing comfort with high technology. Micheletti’s styling reflects this technological clean design. Photo: Baltic/Carlo Borlenghi

With such a large battery and electrical capacity, the need for hydraulics is reduced, hence less weight and fewer space-hungry cables. The flexible energy system used means that power can be generated from multiple sources. The captive winches for instance draw energy, but when you sheet out they also create energy that can be tapped.

Belleri says the owner wanted the electric-hybrid technology from the outset, but that it needed to be safe and reliable for bluewater sailing. The environmental side was one of the big draws.

“Superyachting is not a green industry so we tried our best to go that way,” the skipper explains. “But it’s not fully possible without gensets yet.”

Instead he feels that the combination of electric engine, inverters, batteries and generators gives them plenty of redundancy power for cruising. COVID may have put their cruising temporarily on hold, but Canova ’s crew is still gearing up to start a circumnavigation later this year.

Fast forward

We often see technology trickle down from the racing or superyacht sides of sailing, where the large budgets and thirst for technology abound.

Many of the big ideas employed on Canova have been around for some years, including DSS foils and the regenerating drive system. But it takes a bold project (and owner) such as this to integrate them practically before people really take notice.

Canova is like a giant Swiss Army knife: it has so many useful features it can pull out, which stow away to leave a graceful profile. I would go so far as to say the sheer quantity of intelligent design incorporated makes this as innovative a project as we’ve seen to date in the superyachting world.

It is actively using technology, design and engineering that may have a telling effect not only on sailing superyachts, but on many cruising yachts to come. Given a choice, Canova is certainly the boat I would choose to be beamed aboard right now.

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[Original article: https://www.yachtinternational.com/yachts/news/baltic-142-foiling-superyacht-canova-sea-trials–35361 ]

Finnish yard Baltic Yachts has released first-look images inside its recently delivered 43.3 metre Baltic 142 Custom sailing yacht Canova.

The yacht was delivered following the completion of successful sea trials off the coast of Finland on October 20.

The yard said the Lucio Micheletti-designed interior had recently received its “finishing touches” and described it as “a study in understated interior design with white bulkhead panelling and deckheads combining with teak timber veneers.”

It comes after the yard put the innovative DSS foiling technology through its paces during sea trials. Baltic released a video showing the nine metre “long sliding foil” in action and reported a good performance under sail.

“As the speed increases, the heel angle of the yacht reduces, no other system can do this. When the foil is deployed it extends 22ft (6.5m) to leeward,” it said.

The yard also reported testing the foil upwind in winds of 20-25 knots, which “proved itself faster and with much less heel”.

Canova, a sloop-rigged performance cruising yacht, features naval architecture and exterior styling by Farr Yacht Design while Lucio Micheletti collaborated with the in-house team at Baltic Yachts on the interior styling.

Canova stands out for being the first yacht of her size to be fitted with the DSS foil, which is designed to improve comfort and performance capabilities.

Canova features this innovative use of sailing technology, specifically its dynamic stability system. Developed in collaboration with Gordon Kay from Infiniti Performance Yachts, the system employs a sliding foil that can extend up to nine metres. This feature has featured on smaller yachts, but this is the first time it will be employed on a large sailing superyacht.

The foil has been designed to be deployed when the yacht is sailing at speed. The estimated result is a top speed increase of 5 to 20 per cent, depending on the conditions. The foil runs directly beneath the owner’s cabin amidships.

During Canova’s first sailing sea trials, the push-button deployment of the nine metre long foil was reported as being “faultless” and she showed a reduction in heel and pitching motion in stronger wind conditions.

Gordon Kay of Infiniti Yachts previously said, “Having installed DSS in dozens of yachts we can confidently say we have reached another level with the impeccable installation of the foil case in the Baltic 142 Canova”.

Vice president at Farr Yacht Design Britton Ward added: “The predicted performance numbers are remarkable with the yacht able to comfortably achieve yacht speeds equal to wind speed in moderate to strong conditions”.

To make the most of her performance, Canova has an extremely powerful rig and sail plan. A squaretop mainsail with a 3.5m long horizontal batten pushes the mainsail area up to 570 square metres, and her Her J1 adds another 390 square metres. All sails are by North Sails, while her all-carbon rig is by Rondal. The latter utilises Carbo-Link standing rigging, which is specifically designed to handle the increased loads generated by the additional stability delivered by the DSS foil.

Accommodation is for up to eight guests split across four cabins including an amidships owner’s suite. A long Bimini hardtop will extend out from the coachroof over the cockpit, providing a shaded al fresco relaxation spot and powered windows that lower at the touch of a button will provide further shelter in this area.

Other key features include a diesel electric Visedo/Cummins propulsion system, nine metre beam and a lifting keel that can reduce the draught from 6.5 metres to 3.8 metres.

Also put to the test during the sea trials on Canova was her innovative diesel electric propulsion and hydro-generating system. Both have been proven to substantially reduce noise and vibration while she is under power. The yard has reported that “during motoring trials the electric propulsion system was barely audible aboard the yacht.”

Canova can use her propeller as a hydro-generator via the electric motor, which then charges her six banks of Lithium ion batteries.

The compact and quiet 420kW electric motor is able to drive the 145-ton yacht at a speed of 14 knots via her rotating, forward-facing, pull propeller, says Mattia Belleri of fluidsailing, who has project managed the design and build of Canova for her owner.

“The preliminary numbers are promising and we are confident fine tuning will deliver the performance we are expecting,” says Kim Kolam, Senior Electrical Engineer at Baltic Yachts.

© Infiniti Yachts 2021

By SuperyachtNews 18 Sep 2020

Baltic 142 Canova: pushing the boundaries of sailing

An update on how the largest sailing yacht to feature foil technology is performing….

In a powerful display of sailing, in which sustained speeds of at least 20 knots have been reached in the breezy Strait of Bonifacio, the foil-assisted Baltic 142 Canova has recently been enjoying some fine-tuning as her owner and crew put the yacht through her paces in an intense sailing programme. 

In a wide variety of wind conditions, the crew and representatives from North Sails, Baltic Yachts and Canova ’s rig builder Rondal have been assessing sail plan options and checking rig loadings in conjunction with the use of the yacht’s Dynamic Stability System athwartships sliding foil.

Canova was conceived as a global cruising yacht designed to carry her owner and crew at speed and in exceptional comfort for long periods of independent sailing. One of the great advantages of her DSS foil is that it reduces heel and motion, making this yacht arguably the most comfortable cruising yacht of her type in the world.

The yacht’s green credentials are impressive, too. Canova ’s electric propulsion system is exceptionally quiet, environmentally friendly and has the ability to charge the yacht’s large battery bank without having to use a fossil fuel-burning engine.

“The boat has been sailing in 30 knots plus out of Porto Cervo and we are all delighted with her performance,” comments Baltic Yachts’ executive vice president Henry Hawkins, who was aboard Canova in Sardinia. “With her twin rudders she is as light as a feather on the helm and she’s extraordinarily comfortable even at speeds in excess of 20 knots.”

“We are also very pleased indeed that there have been virtually no problems as the yacht has been put through her paces in testing conditions. It’s testament to the teams who planned, designed and built Canova . I am extremely pleased with the result – she is a truly remarkable yacht,” he adds.

Canova ’s experienced owner, whose input into the yacht’s design and build has been considerable from the outset, has been sailing intensively since the easing of COVID-19 pandemic restrictions. He’s had time to use the yacht’s DSS foil to good effect and with the 9m sliding appendage extended to leeward, pitching motion is dramatically reduced and the reduction in heel angle has far exceeded expectations, improving all-round comfort.

With the 9m sliding appendage extended to leeward, pitching motion is dramatically reduced and the reduction in heel angle has far exceeded expectations, improving all-round comfort...

Hawkins reported that Canova ’s owner was particularly impressed with the behaviour of the yacht in fresh conditions when reefing. “With the main de-powered as the reef is put in there’s always the danger of the boom being a problem with everything bouncing about, but with the foil deployed there’s extra stability and much less motion which is a terrific safety factor in these conditions,” he explains.

Canova ’s owner and crew have also been getting used to the powerful sail plan. A square top mainsail is set on a carbon spar which can be adjusted by two sets of deflectors, or running check-stays, and masthead backstays. At full hoist, all three have to be eased and then re-set, to allow the square top main to move across during a tack or gybe, but with one reef in, only the lower deflectors have to be eased. With two reefs in, the mainsail headboard is below the lower deflector allowing the yacht to be tacked or gybed with no need to attend to deflectors or backstays.

“The intention has always been to sail normally with one reef in for cruising and with this reduced main and a self-tacking staysail set she is very easy indeed to handle,” says Hawkins. The crew have also been assessing the unusual quadrilateral headsail with its dual sheeting arrangement offering a multitude of trimming options. It’s currently designed to be used in a maximum of 21 knots of apparent wind, but there’s a feeling it could be very effective at higher wind speeds.

The yacht’s diesel electric power plant and hydro-generation system have also exceeded expectations with the main propulsion Danfoss motor generating up to 33kW when driven by the yacht’s propeller when sailing. “Its efficiency is such that we are having to make a few adjustments to the electric motor’s water-cooling system when it’s operating as a generator,” adds Hawkins.

Another success has been the effectiveness of the Saildrive Propulsion System (SPS) comprising a leg which rotates through 340-degrees, negating the need for a separate stern thruster. In conjunction with the powerful bow thruster, Canova ’s close quarters manoeuvring can be controlled precisely at low speeds in all wind conditions.

With the end of the summer season in the Mediterranean in sight Canova ’s owner is planning the next stage of a global adventure, which will entail either a transatlantic crossing this winter or a passage to the south Atlantic.

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CANOVA // BALTIC 142 with DSS Foil

Canova is a 43m super sailing yacht, equipped with a 9m dss foil..

The naval architecture of CANOVA was done by Farr Yacht Design . They made also the exterior design in cooperation with Lucio Micheletti , who designed also the interior together with the in-house team of Baltic Yachts . Alongside the DSS foil, an interesting detail is the amidships placed the owner’s cabin instead of the bow or the aft area.

The yacht has a hybrid propulsion system with a 340-degree rotating electric pod. Moreover, CANOVA comes with a self-sustaining power system during sailing journeys (the electric engine becomes a hydro generator). The battery banks can store enough energy to support the silent mode with all hotel functions for ten hours.

Jan-Eric Osterlund – the first owner of sailing yacht Adèle had the chance to enjoy a journey on this unique vessel. He shared his experience with great photos on his website in the article SAILING WITH CANOVA .

DSS stands for Dynamic Stability Systems. The system uses a retractable foil to lift the yacht out of water that reduces the drag of the yacht. According to Gordon Kay (CEO of Infiniti Yachts & Dynamic Stability Systems, the 160-ton CANOVA can reach up to 25 knots in calm water with a true wind of 25 knots. Another player in the development of the foil is BAR Technologies. These are marine engineers with America’s Cup experience, involved in Ben Ainslie’s campaigns. BAR Technologies engineered the bearings for the DSS foil. Harken delivered electric winches to control it by pushing buttons.

DSS Foil explained

Demonstration of the DSS Foil during CANOVA's Sea Trials

SQUARE METERS

Main Sail Square Top Length

Interior of CANOVA

Lucio Micheletti styled a warm and friendly interior with teak veneers. Alongside the unusual layout with the amidships located (almost) full-beam owners’ suite, the sailing yacht has a VIP cabin in the bow area and a twin guest cabin. Furthermore, there is a crew area with the crew mess, three double cabins, and the captain’s cabin.

The fixed bimini extends the deckhouse to cover a nice cockpit that adapts the style of the interior and makes the superstructure more elegant.

The last part of CANOVA is the tender garage where a seven meter 220 HP tender is stored for fast transfers with 45 knots.

The Boatshow / CANOVA in Amsterdam

The guys from the Boatshow was on board when CANOVA was moored in Amsterdam and have some detailed pictures and interviews with project stakeholders.

Main Specifications of CANOVA

Length Overall

Draft (keel up)

Draft (keel down)

SHARING IS CARING - THANK YOU!

Malizia – seaexplorer // sailing, science, education, greener sailing: baltic 68 café racer, baltic 130 ‘my song’ reached almost 30 knots, nanuq // km yachtbuilders // 24m polar explorer, illusion (61m) // inmind design, base jump from sailing yacht annagine, nikata // baltic yachts, baltic 85 custom mini y.

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Circumnavigating the world in classic style the baltic 112 Canova is a sailing yacht designed specifically for circumnavigating the globe. With the owner intent on making the passage with the minimum number of port stopovers, the challenge for the finnish boat builder and the other partners in this project was to incorporate sufficient storage capacity without compromising the high levels of performance which have become the trademark of every Baltic yacht.

Specifications

Kenneth Nyfelt, Sales Manager at Baltic Yachts, says the yard already had a good relationship with the owner from Italy and he has been very specific about that he wanted to get sufficient water and fuel capacity for some proper, ocean-going, long-distance sailing. During his voyage he wants to remain as independent as possible from needing to refuel and restock the boat in harbours and marinas.” Baltic Yachts has worked with a number of partners on the 112 project, with Judel/Vrolijk who provided their expertise as the naval architects, while Italian naval architect Alex Vismara worked closely with the owner and braught his design input into the boat. Baltic own in-house design teams provided much of the technical details for the boat. R&J Design worked on the hull, deck, interior and plumbing, while Flink Engineering provided specifications for the electrics and electronics.

Designer's comment

The B112 judel/vrolijk & co has been designed for an experienced sailor, who is intending to navigate around the world but also likes to enjoy the pleasure of a really fast sailing yacht. To fulfil the needs of long distance cruising to exotic and remote waters, the decision has been made to put the focus on safety and comfort and therefore to go for an e-glass sandwich hull. Designing to the same stiffness, this material leads to slightly thicker skins of the hull shell compared to a full carbon hull and therefore the hull becomes more quiet and gets a bit of extra safety against impact damage. Nevertheless it was the goal to create a real performance yacht that allows for fast ocean passages and easy handling of the yacht. Therefore the boat has been projected with a lift keel concept, that has been designed to achieve a reasonable, but not extreme shallow draft of approx. 3.5 m with keel up and that provides a deep draft of 5.5 when the keel is fully lowered to combine a proper righting moment with a moderate ballast weight and to end up with a ratio of weight, ballast and sail area that allows for good sailing performance. Judel/vrolijk & co

Baltic Yachts launched S:Y CANOVA

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Written by Maria Korotaeva

This image is featured as part of the article Baltic Yachts launches sailing yacht CANOVA .

Baltic Yachts launched S/Y CANOVA

Please contact CharterWorld - the luxury yacht charter specialist - for more on superyacht news item "Baltic Yachts launched S:Y CANOVA".

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BALTIC 142 CANOVA CENTERPIECE OF MONACO YACHT SHOW EXHIBIT

1 september 2023.

Baltic Yachts will be exhibiting the ground-breaking Baltic 142 Canova at the Monaco Yacht Show, the world’s largest superyacht exhibition, which runs from September 27-30, 2023.

Canova, known for her electric propulsion, innovative accommodation design and sliding foil Dynamic Stability System (DSS), will be berthed adjacent to our stand, QH9 , in the centre of the Sailing Yacht Area along Quai l’Hirondelle. Our team will be on hand to welcome you and, by prior arrangement, to introduce you to Canova and her many innovations, particularly her accommodation lay-out facilitated by the space saving afforded by her electric propulsion system.

The Sailing Yacht Area is easily accessible via the show’s Quai Louis II entrance or by water via the shuttle drop off point at the end of Quai l’Hirondelle. In addition to the opportunity to visit Canova, the Baltic Yachts’ team will be on hand to discuss current builds and the latest developments at Baltic Yachts, including our extended construction facility in Jakobstad.

Canova, designed as a powerful, fast, long-distance passage maker, will be arriving in Monaco following a transatlantic crossing from Nova Scotia. Baltic and the yacht’s owner are keen to exhibit the yacht in working mode, so while she will be immaculately presented for exhibition, she will also be displaying all the equipment normally used when the yacht is in full commission.

“Canova provides an ideal platform which points the way ahead for future design, particularly in terms of accommodation lay-out, cleaner power and the additional comfort and safety the DSS sliding foil affords,” said Baltic Yachts Executive Vice President Henry Hawkins.

More about Baltic 142 Canova

With naval architecture by Farr Yacht Design and exterior styling and interior design by Lucio Micheletti, Canova was delivered in 2019. Both her owner and project manager were heavily involved in the yacht’s development and will be available on board to discuss their experience and the lessons learnt and the opportunities for future designs.

Canova is propelled by her 400kW electric motor by way of her large lithium-ion battery banks which also allows for power hungry items like the bow thruster, winches and windlasses to be driven electrically rather than by a separate and hydraulic system.

While there are obvious advantages of an electric propulsion system, including vastly reduced emissions and vibration, plus the reduced need for sound deadening materials, the benefits afforded by space saving and rearranging are significant when it comes to accommodation lay out.

The two generators, required for charging the battery banks, can be positioned almost anywhere and the reduced size of the electric motor mean extra space is available. Canova is unusual in that the large, full width owner’s suite is located almost amidships, directly beneath the deck saloon and immediately forward of the engine compartment, something that wouldn’t be possible in a conventionally powered yacht because of noise and space restrictions.

“Canova was one of the first large sailing yachts to benefit from electric propulsion and both the owner’s team and ourselves agree there is clearly more to exploit in terms of its effect on interior design and layout,” said Henry Hawkins.

Canova’s DSS athwartships foil was a world first in a superyacht and while in the right conditions it provides a performance edge, it is the additional comfort through reduced heel and pitching which have proved extremely effective. Being able to reduce heel while the crew are working on deck for a sailplan adjustment or manoeuvre is an additional safety feature provided by DSS.

We look forward to seeing you aboard Canova so that you can see first-hand the many advantages of her innovative design and what may be possible in the future.

To make an appointment to visit Canova please contact: [email protected]

For more information and hires photos please contact:

Elisabet Holm, Head of Marketing

[email protected]

We’re constantly updating our website to bring you news of launchings, new commissions and Baltic inspired innovation.

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Cruising the Moskva River: A short guide to boat trips in Russia’s capital

There’s hardly a better way to absorb Moscow’s atmosphere than on a ship sailing up and down the Moskva River. While complicated ticketing, loud music and chilling winds might dampen the anticipated fun, this checklist will help you to enjoy the scenic views and not fall into common tourist traps.

How to find the right boat?

There are plenty of boats and selecting the right one might be challenging. The size of the boat should be your main criteria.

Plenty of small boats cruise the Moskva River, and the most vivid one is this yellow Lay’s-branded boat. Everyone who has ever visited Moscow probably has seen it.

This option might leave a passenger disembarking partially deaf as the merciless Russian pop music blasts onboard. A free spirit, however, will find partying on such a vessel to be an unforgettable and authentic experience that’s almost a metaphor for life in modern Russia: too loud, and sometimes too welcoming. Tickets start at $13 (800 rubles) per person.

Bigger boats offer smoother sailing and tend to attract foreign visitors because of their distinct Soviet aura. Indeed, many of the older vessels must have seen better days. They are still afloat, however, and getting aboard is a unique ‘cultural’ experience. Sometimes the crew might offer lunch or dinner to passengers, but this option must be purchased with the ticket. Here is one such  option  offering dinner for $24 (1,490 rubles).

If you want to travel in style, consider Flotilla Radisson. These large, modern vessels are quite posh, with a cozy restaurant and an attentive crew at your service. Even though the selection of wines and food is modest, these vessels are still much better than other boats.

Surprisingly, the luxurious boats are priced rather modestly, and a single ticket goes for $17-$32 (1,100-2,000 rubles); also expect a reasonable restaurant bill on top.

How to buy tickets?

Women holding photos of ships promise huge discounts to “the young and beautiful,” and give personal invitations for river tours. They sound and look nice, but there’s a small catch: their ticket prices are usually more than those purchased online.

“We bought tickets from street hawkers for 900 rubles each, only to later discover that the other passengers bought their tickets twice as cheap!”  wrote  (in Russian) a disappointed Rostislav on a travel company website.

Nevertheless, buying from street hawkers has one considerable advantage: they personally escort you to the vessel so that you don’t waste time looking for the boat on your own.

Prices start at $13 (800 rubles) for one ride, and for an additional $6.5 (400 rubles) you can purchase an unlimited number of tours on the same boat on any given day.

Flotilla Radisson has official ticket offices at Gorky Park and Hotel Ukraine, but they’re often sold out.

Buying online is an option that might save some cash. Websites such as  this   offer considerable discounts for tickets sold online. On a busy Friday night an online purchase might be the only chance to get a ticket on a Flotilla Radisson boat.

This  website  (in Russian) offers multiple options for short river cruises in and around the city center, including offbeat options such as ‘disco cruises’ and ‘children cruises.’ This other  website  sells tickets online, but doesn’t have an English version. The interface is intuitive, however.

Buying tickets online has its bad points, however. The most common is confusing which pier you should go to and missing your river tour.

“I once bought tickets online to save with the discount that the website offered,” said Igor Shvarkin from Moscow. “The pier was initially marked as ‘Park Kultury,’ but when I arrived it wasn’t easy to find my boat because there were too many there. My guests had to walk a considerable distance before I finally found the vessel that accepted my tickets purchased online,” said the man.

There are two main boarding piers in the city center:  Hotel Ukraine  and  Park Kultury . Always take note of your particular berth when buying tickets online.

Where to sit onboard?

Even on a warm day, the headwind might be chilly for passengers on deck. Make sure you have warm clothes, or that the crew has blankets ready upon request.

The glass-encased hold makes the tour much more comfortable, but not at the expense of having an enjoyable experience.

Getting off the boat requires preparation as well. Ideally, you should be able to disembark on any pier along the way. In reality, passengers never know where the boat’s captain will make the next stop. Street hawkers often tell passengers in advance where they’ll be able to disembark. If you buy tickets online then you’ll have to research it yourself.

There’s a chance that the captain won’t make any stops at all and will take you back to where the tour began, which is the case with Flotilla Radisson. The safest option is to automatically expect that you’ll return to the pier where you started.

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