high power 2 yacht

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HIGH POWER III

HIGH POWER III is a 70.0 m Motor Yacht, built in Italy by Rossinavi and delivered in 2011.

Her top speed is 18.5 kn, her cruising speed is 16.0 kn, and she boasts a maximum cruising range of 7500.0 nm at 10.0 kn, with power coming from two Caterpillar diesel engines. She can accommodate up to 12 guests in 6 staterooms, with 19 crew members. She has a gross tonnage of 1642.0 GT and a 13.2 m beam.

She was designed by Tommaso Spadolini , who has designed 118 other superyachts in the BOAT Pro database.

The naval architecture was developed by Axis Group Yacht Design , who has architected 2 other superyachts in the BOAT Pro database, and the interior of the yacht was designed by Salvagni Architetti , who has 283 other superyacht interiors designed in the BOAT Pro database - she is built with a Teak deck, a Steel hull, and Aluminium superstructure.

HIGH POWER III is in the top 5% by LOA in the world. She is one of 115 motor yachts in the 70-80m size range, and, compared to similarly sized motor yachts, her cruising speed is 1.14 kn above the average, and her top speed 0.66 kn above the average.

HIGH POWER III is currently sailing under the Cayman Islands flag, the 2nd most popular flag state for superyachts with a total of 1361 yachts registered. She is currently located at the superyacht marina Port Adriano, in Spain, where she has been located for 4 days. For more information regarding HIGH POWER III's movements, find out more about BOAT Pro AIS .

Specifications

• Name: HIGH POWER III
• Previous Names: NUMPTIA
• Yacht Type: Motor Yacht
• Builder: Rossinavi
• Naval Architect: Axis Group Yacht Design
• Exterior Designer: Tommaso Spadolini
• Interior Designer: Salvagni Architetti

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• HIGH POWER III

Yacht, IMO 1011367

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The current position of HIGH POWER III is at West Mediterranean reported 2 mins ago by AIS. The vessel is en route to ES PORT ADRIANO , and expected to arrive there on Mar 7, 07:00 . The vessel HIGH POWER III (IMO 1011367, MMSI 319216000) is a Yacht built in 2011 (13 years old) and currently sailing under the flag of Cayman Islands .

Position & Voyage Data

Map position & weather, recent port calls, vessel particulars.

HIGH POWER III current position and history of port calls are received by AIS. Technical specifications, tonnages and management details are derived from VesselFinder database. The data is for informational purposes only and VesselFinder is not responsible for the accuracy and reliability of HIGH POWER III data.

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HIGH POWER III

• High Power Iii

Italian-Designed Superyacht Loaded with Charter-Inspired Amenities

VESSEL SPECIFICATIONS

Toys and tenders.

2 Yamaha VX Cruiser waverunners Waterskis Wakeboards Grand piano 7.2 meter Colombo Super Indios 24SL tender 7.1 meter Castoldi jet tender NDM rescue tender 2 Sea-Doo Explorer II Seabobs Towed water toys Floating bathing pool (jellyfish proof) Kaleidescape audio/visual system Gym Glass elevator

PRESENTING HIGH POWER III

Motor yacht HIGH POWER III is one of the largest yachts available for hire. Specifically, for Mediterranean yacht charter vacations.

The 70-meter superyacht HIGH POWER III looks sharp. She features a stylish, dignified exterior overall design.  Therefore, she is a beauty on the Cote d’Azur.

Custom-built by the Rossi Navi shipyard, motor yacht HIGH POWER III is an elegant Mediterranean yacht charter vessel, joining the ranks of sophisticated vessels like SEVEN SEAS and TALISMAN C . The Italian-built megayacht boasts a navy blue hull and a powerfully-styled superstructure. The luxurious interior was designed by Salvagni Architetti of Rome, with exterior naval architecture by Axis Group Yacht Design, and an exterior design by Design Studio Spadolini, Florence.

ACCOMMODATIONS

The vessel can accommodate up to 12 guests. Moreover, in 6 suites. She carries a crew of 18 to ensure all charter guests a relaxed, ultraluxurious yacht experience. The full-width master suite owner cabin is situated on the main deck and features a king-sized bed, his and her dressing rooms, and curved marble bath with two rainforest showers. The VIP suite with a super-queen berth is located on the bridge deck while 3 guest cabins with queen-sized beds and 1 guest cabin with twin beds are located below.

ENTERTAINMENT

State-of-the-art Kaleidescape audio/visual equipment provides on-demand entertainment options. In specific, via Sky TV and video-on-demand in all guest cabins. In addition, bathrooms, the main dining room, media lounge, gym, and sundeck.

The yacht has many amenities. For instance, a glass elevator that runs from the lower deck to the Spa deck and a floating bathing pool (jellyfish-proof).  In addition, a Grand piano in the main saloon.

HOW TO BOOK YOUR YACHT CHARTER

In conclusion, book motor yacht HIGH POWER III for your own private luxury yacht charter vacation today. Contact your yacht charter brokers at 1-800 Yacht Charters at 305-720-7245.  Alternatively, complete our online inquiry form at https://www.1800yachtcharters.com/book-now/ .

We will be in touch with you right away to plan  The Superyacht Experience™  for you!

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High Power III Specifications

• Name High Power III
• Model Custom
• Flag Cayman Islands
• Class R.I.N.A.
• Hull NB FR020
• Hull Colour Blue
• Naval Architect Axis Group Yacht Design
• Exterior Designer Design Studio Spadolini
• Interior Designer Achille Salvagni
• Length Overall 70.0m
• Length at Waterline 60.8m
• Draft (min) -
• Draft (max) 3.4m
• Gross Tonnage 1642
• Cabins Total 6
• Hull Configuration Displacement
• Hull Material Steel
• Superstructure -
• Deck Material -
• Fuel Type Diesel
• Manufacturer CAT
• Model 3516B DITA
• Power 3423 hp / 2525 kW
• Total Power 3423 hp / 2525 kW
• Propulsion -
• Max Speed 18.6 Kn
• Cruising Speed 16 Kn
• Fuel Capacity 200000
• Water Capacity 40000
• Generator -
• Stabilizers -
• Thrusters -
• Amenities -
• Yacht Builder Rossinavi View profile
• Naval Architect Axis Group Yacht Design No profile available
• Exterior Designer Design Studio Spadolini No profile available
• Interior Designer Achille Salvagni No profile available

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Motor Yacht HIGH POWER III (ex Numptia) is a 70 metre Rossi Navi vessel launched from the Italian shipyard in Viareggio in April, 2011. Superyacht HIGH POWER III was designed by Design Studio Spadolini and her interior design is the creation of Studio Salvagni.

Accommodation offered by the stunning motor yacht HIGH POWER III is for 12 guests in 6 luxurious and comfortable cabins.

The Rossi Navi FR020 hull HIGH POWER III (ex Numptia) has a steel hull and marine grade aluminium superstructure. The 70 metre M/Y HIGH POWER III is powered by twin 3516 B DITA-SCAC Caterpillar engines. Numptia can reach a top speed of over 16 knots and a cruising speed of 15 knots, at a full load. Her large tanks holding 200,000 litres of fuel and 40,000 litres of water enable her to have a long cruising range.

The 70m displacement HIGH POWER III yacht features stunning, curvaceous lines with a dark navy blue hull and white superstructure. Large windows and floor-to-ceiling glass sliding doors ensure a smooth indoor/outdoor flow and excellent views.

HIGH POWER III Specifications

L.O.A.: 70 m. max breadth: 12.5 m. displacement: 1440 Ton design speed: 19 Knt range: 6000 nm propulsion engines: Diesel Engines 2 X CAT 3516 construction material: hull type: Steel & Aluminium concept: Displacement

Design Studio Spadolini: "The superyacht yacht Numptia has been designed with a very exhaustive brief from the client. All details for the external part of the yacht build has been studied with the client and yacht owner and always in accordance with his specific requests. Smooth inside/outside communication, in the formal and guess area, with large glass sliding floor to ceiling doors (every thing according to rules). An other special feature can be found in all the service crew passage ways that are studied for the extensive use of industrial food troleis. Rossinavi, Yachtcad Technical project, Axis Naval Engeneer, Studio Salvagni Interior design

Yacht Accommodation

HIGH POWER III can accommodate a maximum of 12 guests in 6 cabins.

Amenities and Extras

We do have available further amenity, owner and price information for the 70 m yacht HIGH POWER III, so please enquire for more information.

HIGH POWER III Disclaimer:

The luxury yacht HIGH POWER III displayed on this page is merely informational and she is not necessarily available for yacht charter or for sale, nor is she represented or marketed in anyway by CharterWorld. This web page and the superyacht information contained herein is not contractual. All yacht specifications and informations are displayed in good faith but CharterWorld does not warrant or assume any legal liability or responsibility for the current accuracy, completeness, validity, or usefulness of any superyacht information and/or images displayed. All boat information is subject to change without prior notice and may not be current.

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High Power III

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The 70m luxury motor yacht “High Power III” was refitted by Fassmer in two stages, during the winters of 2013/2014 and 2014/2015.

The extensive and complex refitting activities affected nearly every part of this elegant superyacht. An excellent and high-quality performance, a close and professional cooperation with the owner’s representatives, and an accurately timed working schedule have been key parts of this ambitious refit project.

Fassmer is a dynamic family-owned shipyard in its fifth generation. The internationally successful company is active in six business areas: Shipbuilding , Boats and Davits , Deck Equipment , Wind Power , Composite Technology and Fassmer Service .

Our clients appreciate the close cooperation with research institutes, innovative in-house design and engineering, modern production facilities and a worldwide service network.

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Professional BoatBuilder Magazine

An aluminum expedition catamaran.

By Dieter Loibner , Apr 5, 2022

With 110′ LOA, a 35′ beam, and 45′ (33.5m, 10.6m, and 13.7m) of bridge clearance, the H-2 catamaran seeks to make a case for U.S. custom boatbuilding.

Hauling toys beyond the horizon is the raison d’être for a rugged go-anywhere catamaran designed and built in the U.S., a notable exception in the world of big yacht projects.

Gunboat might have left town, but there’s another big catamaran under construction in its old facility in Wanchese, North Carolina. It’s called H-2 , short for Hippocampus 2 , a stout 110-footer (33.5m) that liberally and intentionally quotes from the expedition/workboat vernacular. It’s built from aluminum and was conceived to go to the back of the beyond, where adventure beckons and Vessel Assist doesn’t operate. Aside from commodious and cushy accommodations, the boat offers grid autonomy, ocean-crossing range, and cargo capacity to match the mission of hauling a 26 ‘ (7.92m) tender, a 17 ‘ (5.8m) skiff, a two-person submarine, a four-seat ATV on the main deck, and a small helicopter on the flight deck aft.

The boat was commissioned by Brian Schmitt, 67, a real  estate executive in the Florida Keys, who pilots his own plane to commute to the Bahamas, where he keeps Hippocampus , his current 57 ‘ (17.37m) cold-molded wood/epoxy catamaran. I asked him about the jump from 57 ‘ to 110 ‘ . “I never thought I’d have the ability to do that in my own boat until probably the last few years,” he replied, adding that “it would be 120 ‘ [36.58m] if I had to do it today.”

Its predecessor, Hippocampus, built in wood/epoxy, was launched in 2003. At 57′ (17.37m), it is about half as long as H-2, but with 22,500 miles under its keels, it was a useful starting point for designing the new vessel.

Wearing shorts and a shirt with the new boat’s name and logo to our meeting, Schmitt talked openly about his project, which he manages as attentively as his real estate brokerage with 130 agents. Communication is his thing, responding to e-mail questions in near real time (in ALL CAPS) and talking to contractors directly. No project manager.

A passionate diver who habitually explores remote and exotic locales, Schmitt said he was happy with the first Hippocampus , which has three staterooms and cruises at 15 knots on twin 370-hp Yanmars. “It was the vehicle that got our 17 ‘ tender wherever we needed it.” But running the little boat 60 or 70 miles a day lost its charm. “One of the things I wanted was a twin-engine tender that would have more room for dive gear. That ended up being a 26 ‘ Calcutta, so I needed a bigger mother ship.”

With accelerating climate change, the carbon footprint of ships and large yachts is under scrutiny, but hydrocarbons still win when speed, range, and payloads are priorities. While H-2 doesn’t break the mold there, Schmitt pointed to the project’s virtues as a U.S. domestic build. “You can’t complain about global warming when you’re flying around in your G500 jet that’s contributing more CO2 emissions than anybody else in the world,” he said. “You can’t complain about all the boats being built in Germany, The Netherlands, and Italy, and then go buy a boat [there].” Schmidt wanted to build locally, keeping jobs and money in the U.S. Besides, he noted, this approach simplified communications and enabled him to personally check on progress during COVID. Perhaps most importantly, he could pick a team of trusted and compatible mates to turn his dream into a boat.

The vast build hall left vacant when Gunboat left Wanchese, North Carolina.

He selected John Marples, a fellow pilot, inventor, and multihull specialist for the design and Felix Herrin to build H-2 . Both men had worked for him on Hippocampus , and their familiarity helped when meeting today’s challenges, such as damaging trade tariffs that drove up aluminum prices, and a pandemic that killed millions, wreaked havoc on global supply chains, and caused labor shortages in industrial sectors. These factors have conspired to delay H-2 ’s launching by roughly two years and counting.

Advantage Aluminum

A key decision early on was to build in aluminum, which promised a robust structure but required extra steps to deal with corrosion and noise mitigation. “Construction was reduced to something simple—a V-bottom deadrise model, stretched out,” Marples explained. “There wasn’t any benefit to round bilges on an aluminum boat. You’d have to add internal structure to support the flat panels, and it drives the cost and difficulty of construction way up. We’re talking about a speed-to-length ratio of 2 or less, which is not a big deal. His current boat would do a speed/length of about 3, so the extra length means that you’re never really pushing the boat that hard, so shape was not a huge consideration.”

Marples and Herrin go back at least three decades to their mutual acquaintance with naval architect and boatbuilder Dave Dana, who assisted Marples with the hull design for Admiral Pete , a catamaran passenger ferry still serving Puget Sound. Herrin works with different construction materials, but having built crew boats for Petróleos de Venezuela (PDVSA) at Sea Force in Palmetto, Florida, he has spent considerable time with aluminum.

Taking a break during IBEX 2021 are builder Felix Herrin (left) and owner Brian Schmitt. H-2 is their second joint project with designer John Marples.

The structural components on H-2 are 5083-H32 alloy aluminum plate and extrusions of 6061-T6 alloy. Scantlings, materials, and weldment comply with the American Bureau of Shipping’s (ABS) 2016 design guidelines for pleasure motoryachts. Hulls and wing structures have transverse frames and bulkheads spaced on 36 “ (0.91m) centers. Those frames are supported by substantial centerline vertical keels (CVKs) welded atop twin 3 “ x 8 “ (76mm x 203mm) solid extruded-aluminum-bar keels. Intermediate subframes in the forward and aftermost hull compartments strengthen the hulls for operating in ice. Schmitt indicated he wants to traverse the Northwest Passage. For the same reason, there’s 3⁄8 “ (10mm) plate running the length of the boat above and below the waterline.

The topside and underwing plating is primarily ¼ “ (6mm), with areas of 5⁄16 “ (8mm) to strengthen slamming zones in the bow. The main deck plating is also 1/4 “ while the foredeck plate is specified at 5⁄16 “ . The bottom plating is 5⁄16 “ in the aft two-thirds of the hull and 3⁄8 “ forward. “We built all the frames and bulkheads first, then scarfed together the keel sections [and] lined those up on the bunks that we built on,” Herrin explained. “We welded the CVK on top of the keel, then started installing frames.”

Hulls and wing structure have transverse frames and bulkheads on 36″ (0.91m) centers. The hulls are supported by centerline vertical keels.

Herrin said he changed aluminum suppliers midway through the project, sourcing from Bayou Metal Supply , an ISO 9001:2015–certified distributor in Slidell, Louisiana. “We sourced the material from Greece and from domestic suppliers,” said Taylor Smith, who handles Bayou’s sales. Tariffs, he said, did not slow down business much, but the aluminum cost more. “Felix sent cut files. We had the material in inventory, we cut it, processed it on a router, and shipped it on time. Everything flowed well.”

Naval and structural engineering and detailing was contracted out to Van Gorkom Yacht Design in Portsmouth, Rhode Island. “My first responsibility was looking at structures,” Geoff Van Gorkom said. “Given that this is an aluminum yacht, we can do literally all the structures in 3D and have all the metalwork precut before it came into the yard. All the frames and longitudinals and all the primary structure were precut, which saved huge amounts of time.” Van Gorkom said he uses Rhino 3D and some of the numerous modules such as Orca 3D for hydrostatics and hydrodynamics, and 2D AutoCAD to produce construction details.

Helping save time and money, 3D-modeling allowed frames, longitudinals, and the primary structure to be cut before being sent to the building site.

Van Gorkom observed that H-2 is not a fussy high-performance vessel that needs minimum weight to achieve maximum speed. Besides ABS guidelines that address torsional loads in catamaran structures, he also consulted A.L. Dinsenbacher’s paper “A Method for Estimating Loads on Catamaran Cross-Structure” ( Marine Technology , Vol. 7, No. 4, October 1970) to estimate load conditions in beam and quartering seas. “This is going to be a very stiff boat. It’s going to be a very strong boat simply because it has to be, and that was one of the criteria that Brian put out there right from the very start of the project. The boat is sturdy and stout, a strong expedition yacht.”

Van Gorkom also engineered the setup for a folding deck crane housed under a flush hatch in the helideck on the port side to launch and retrieve the two-man submarine or the ATV. “It’s basically an enclosure that opens up, so the crane extends out,” he explained. “It comes up on a telescoping pipe to swing out and pick up something from the side of the boat.” It required support from beams on each side of the crane and cutting a slot in the helideck for the lifting bridle so the loads can move inboard or outboard. On the starboard side, the 5,500-lb (2,492-kg) Calcutta tender is an even heavier load moved by twin overhead beam cranes. The 17 ‘ Twin Vee is launched and retrieved from the foredeck with a 2,500-lb-capacity (1,153-kg) crane.

Catamarans are known to be weight-sensitive, so how will H-2 handle the weight of all the toys and high superstructure? The arch over the flybridge is 33 ‘ (10.05m) above waterline, Van Gorkom confirmed. “Add another 10 ‘ [3.05m] for the radar, mast, etc., so a comfortable bridge clearance would be around 45 ‘ [13.7m].” Marples conferred with Van Gorkom about the effect of the added weight on the center of gravity, which was deemed “almost imperceptible,” Marples remembered. A quick calculation suggests that a 5,500-lb deck load is equal to only 1.57% of a full-load displacement given as 350,000 lbs (158,550 kg).

High Power, Low Noise

Van Gorkom hired engineers at HydroComp to evaluate the design’s hydrodynamics and propulsion systems, including the influence of hull-shape parameters and demi-hull spacing on resistance. HydroComp also offered a speed-power prediction to aid with engine selection and recommended optimum shaft rpm and propeller parameters. Technical director Donald MacPherson, who prepared the report, outlined the process and findings: “Particularly interesting for this project was the use of its novel analytical distributed volume method [ADVM] for the vessel’s resistance modeling. This 2D technique (between parametric methods and CFD) uniquely allows for assessment of the influence of local sectional area curve regions (such as ‘shoulders’ or inflections) in wave-making drag. It also directly evaluates the effects of catamaran hull spacing.” HydroComp helped optimize the hulls by identifying the regions that contribute most to wave-making drag, and securing a 3% reduction in total drag at the design speed by making what MacPherson called “very minor changes to the immersed volume distribution.”

Rob Ayers works on the installation of the starboard engine’s Evolution Marine Shaft System that will be fitted with a 36″ (0.91m) five-blade propeller.

That simulation was mapped to benchmark performances of four similar catamarans, and the process was run for two design variants, followed by a propulsion simulation for partial-load conditions. The hull-spacing study concluded that the originally designed 35 ‘ (10.7m) beam remained suitable despite the boat being 20 ‘ (6.1m) longer than originally drawn. The chosen propulsion system comprises two MTU 10V 2000 M96, 1505-mhp diesels with ZF 3000 flange-mounted marine gears, providing an estimated top-speed range of 20–22 knots, cruising speeds of 12–15 knots, and 10–13 knots for long-range voyaging. Actual performance will be established during sea trials.

The recommended propeller specifications developed by HydroComp were for five-blade models with 36 “ dia­meters. HydroComp applied Prop­Elements, a wake-adapted propeller-analysis tool, to determine the advisability of installing a nozzle or shroud to restrict transmission of pressure pulses to the hull and to create a more uniform inflow. This would reduce interior noise but would increase appendage drag and power demand. Schmitt said he will wait to see if cavitation or prop noise is an issue before making a final decision.

He invested heavily in noise and vibration mitigation, knowing that an aluminum boat won’t provide the natural sound-dampening of a wood/epoxy structure like that of his first Hippocampus . Consulting with Soundown of Salem, Massachusetts, Schmitt wanted to replicate what worked well on his old boat, starting with the Evolution Marine Shaft System, in which the prop shaft runs in an oil-filled tube and uses roller and needle bearings instead of standard water-lubricated bearings. “You have a lot less shaft noise, but one of the primary benefits of an integral thrust bearing is that it transmits all the thrust directly into the hull, as opposed to pushing on the gearbox or the engine and gearbox combination,” said Sam Smullin, Soundown’s marketing and quality assurance manager. “It allows for a much softer engine mounting, so you reduce the noise from the shaft itself and get a much quieter engine installation, which reduces structure-borne noise.” Because of the relative weight sensitivity of catamarans, Smullin said, “it’s particularly important to do a really good job on the driveline.” His father, Joseph Smullin, president of Soundown and J&A Enterprises Inc., an engineering firm for noise and vibration control, estimated that this could reduce driveline noise levels by 5 dBA to 10 dBA compared to a conventional system.

Clemente Perez, one of Herrin’s build crew, works on the interior. The extensive sound and thermal insulation includes foam sprayed into the cavities.

Soundown also looked at the two 38-kW Northern Lights gensets, which have double-isolation mounts to reduce structure-borne noise. The firm also recommended structural changes to ensure that the mount foundations were as stiff as possible.

Energy from propulsion or generator engines invariably transmits to the boat structure and then resonates through big, flat panels like bulkheads, decks, ceilings, and liners, causing the familiar vibrating rattle. To dampen those vibrations, Herrin said he used Roxul, a lightweight, semi-rigid stone-wool insulation for fire resistance and sound control. His crew also sprayed cavities with Dow Froth-Pak, a quick-cure polyurethane foam for thermal insulation, and installed Sylomer (a microcellular PUR-elastomer) between the structural components and the floors, walls, and panels. “We glued the Sylomer, which is kind of a spongy foam, to the structure of the boat, and then the plywood of the subfloors and walls are glued to that,” Herrin explained, adding that this created a floating interior without any fasteners.

The plywood, called QuietCore, is a composite sandwich panel comprising marine plywood skins and an acoustic damping layer that converts acoustic energy into small amounts of heat that are dissipated. Soundown claims that an 18mm (0.7 “ ) QuietCore bulkhead can reduce noise transmission by up to 10 dBA, an audible reduction 50% greater than with regular marine plywood of equal thickness.

Electricity for a Small Town

Going off grid on H-2 does not mean anyone will suffer, as long as the electrical system keeps powering the boat’s myriad house loads—hydraulic Maxwell windlasses and thrusters; a Webasto air-conditioning system; two full-size stand-up freezers, two refrigerator freezers, and two under-counter refrigerators in the galley, all by Vitfrigo; Krüshr compactors for recyclables and garbage; Headhunter sewage-treatment system; Alfa Laval fuel-polishing system; two FCI watermakers; a complete set of Garmin navigation electronics with full redundancy; and a Böning vessel control and monitoring system.

Two Northern Lights 38-kW gensets are the heart of H-2’s AC system, which also includes a 37-kW Atlas inverter to connect to shore power in foreign ports.

Much of the AC side was designed and specified by Ward’s Marine Electric in Fort Lauderdale, Florida, in cooperation with OceanPlanet Energy of Woolwich, Maine, and principal Bruce Schwab, who helped design and integrate the DC components. “Today there’s a big trend in the industry to use shore-power converters as inverters and superlarge lithium-ion battery banks to provide power, at least temporary power, for major loads like air-conditioning, chiller plants, and things like that,” said Ward Eshleman, chairman of Ward’s Marine Electric. “So, rather than using only smaller inverters and synchronizing them and stacking to get additional kW, the trend for the larger vessels is to use shore-power converters as inverters. There is an inverter bus in the main switchboard.”

True to its go-anywhere mission, H-2 was fitted with an Atlas 37-kW inverter to connect to shore power in places that do not serve 60 Hz, 240V single-phase power. “We can take anything from 90V to 400V and pretty much anything from below 50 Hz to the 60 Hz and single- or three-phase,” Herrin explained.

Eight GTX24V315A-F24 lithium-ion batteries from Lithionics are split between a house bank that can run all DC loads for at least 24 hours, and an emergency bank to operate critical DC loads—display screens, radios, nav lights—for 24 hours. The boat is equipped with 10 Solara Ultra-S 160W panels paralleled in two groups of five each, connected to two Victron SmartSolar MPPT 100/50 solar controllers to charge the house bank. Given enough sunshine, solar and battery power should be “capable of running lights and refrigeration but not air-conditioning or heating,” Schmitt said. “Since we will likely spend most of our time in the tropics, we did not believe that solar power alone could do the job we needed.”

OceanPlanet Energy specified four Victron Buck-Boost DC-DC converters, two for each engine, to help charge the house bank from the starter batteries without having to modify the engines’ stock alternators, which would have voided the warranty. “The converters activate based on the input voltage from the starting batteries,” Schwab explained. “With lower rpm, the alternators would not produce enough current to feed both converters without the starting-battery voltage dropping, turning the converters off. Then the voltage will rise, the converters turn on again, drop the voltage, turn off…over and over. Staggering the input voltage cut-in, hopefully starting the converters one at a time, will more smoothly supply power to the house bank across the engine/alternator rpm range.”

OceanPlanet Energy specified the DC system including DC/DC converters and hefty battery banks to power house loads and critical electronics.

There are two 4,500-watt 240V split-phase engineroom-ventilation fans connected to two Victron Quattro 5-kW 24V inverter-chargers configured for 240V/120V split-phase AC loads. They can accept AC inputs from two sources (shore power or generators) and automatically connect to the available source. “In the event of a grid failure or power disconnect, they take over the supply to the connected AC loads by inverting from the Lithionics house-battery bank,” Schwab said.

“It’s more complicated than that,” according to Herrin. “Typically, we’re going to be operating with the A-bus and the B-bus tied together, so we can power everything with one generator. The B-bus actually passes current through the Victron inverter-chargers on its way to the load. We have the ability to split the A-bus and the B-bus and run the A-bus on one generator and the B-bus on the other in the few instances we’re exceeding the capacity of one of the generators. If we lose both generators, then the essential loads are still going to be carried,” meaning engine vents or water pumps.

Redundancy and emergency backups also figured largely in the deliberations of John McKay, manager of the Switchgear Systems Division at Ward’s Marine Electric and point man for this project.

One of his challenges was limiting the voltage drop in the estimated 53 ‘ (16.2m) cable run between engines, which in an emergency allows the starboard engine to be started from the port battery and vice versa. “For a starter group, you can allow a 20% voltage drop,” McKay said and noted that starting the engines requires 720 amps, while the gensets needed only 200 amps. “I was keeping the 720-amp current between 7% and 11% voltage drop, getting up to some pretty good-sized copper. Some sections of the run were 240mm2 [500MCM] cable.” Knowing that the boat is capable of going to high latitudes, McKay recalled his youth and the frigid winter mornings in Massachusetts, “where you can crank a diesel all day long at a low rpm, and it’ll never start. You just need to turn it over one or two times at a higher rpm, and it’ll be running. So, I was making certain that the starter was going to crank at the highest rpm possible and not lose it all to voltage drop.”

Protecting Assets and Finishing the Job

No matter how fast or how far H-2 will travel, corrosion caused by galvanic current between dissimilar metals, by stray currents or by electric fault, is an enemy that needs to be kept in check. That’s the calling of Ted Schwartz, who runs Electro-Guard (Mount Shasta, California). He’s one of the country’s foremost experts on cathodic protection, and also served on ABYC’s E2 Cathodic Protection Project Technical Committee.

“We designed the system and supplied all the equipment and steered them through the installation,” Schwartz said. It’s a 15-amp impressed-current-cathodic-protection (ICCP) system, model 715 A-2, with three anodes and two reference cells. Regarding the boat’s Evolution shaft system with driveshafts running inside an oil-filled tube, Schwartz said: “It was a real challenge because you can’t actually make contact with the propeller shaft on the inside of the boat.” He consulted with Soundown and found a solution. “At the coupling on the inboard end of the tube, a bit of the shaft stuck out through the seal,” Swartz said. “There’s this coupling that Soundown built that fastens to the shaft, and we asked them to provide a surface on that coupling where we could put our silver slip rings on [to provide an electrical connection] to protect props and shafts.”

Every anode can deliver up to 5 amps of current using its own current controller that receives a signal from the main controller, which determines exactly how much current each anode will put out. The entire system consists of three anodes, three current controllers, the main controller, and a separate monitoring station connected to the controller by signal cable. Later, Schmitt also ordered a backup system employing aluminum sacrificial anodes.

On catamarans, the company installs a reference cell aft near the prop of each hull, and an anode on the aft section of each hull, and one anode amidships on the inboard side on one hull.

Chromate, two layers of epoxy, copious amounts of fairing compound, and various primers rendered the surface fair and ready for a yacht-quality paint job.

At the time of this writing, the vessel had been shot with chromate and two layers of epoxy before approximately 500 gal (1,893 l) of fairing compound and 325 gal (1,230 l) of various primers rendered the surface fair and ready for a yacht-quality Alexseal paint job with 35 gal (132.5 l) light ivory, 24 gal (91 gal) stark white, and 2 gal (7.6 l) cordovan gold. Parallel to the exterior, construction was on the home stretch with installation of the crew quarters and the saloon overhead. On the systems side, pressure checks were performed for hydraulics and plumbing.

Since H-2 is a much larger and more complex vessel than the original Hippocampus , with a multitude of systems that need to be managed, monitored, and maintained, I was curious how many crew Schmitt was planning to hire to help run his new boat. He said he consulted with captains and headhunters, and “the consensus is three or possibly four at most. I just completed my 100-Ton Masters and will build time on the new boat as well. We won’t charter and are not accustomed to being cooked for or served or having our beds made and all that. So mostly I’m looking for a qualified captain and engineer to maintain the systems.”

Little surprise that a hands-on operator like Schmitt does not want to cede too much of the game he loves to play. But as big, bold, and broad-shouldered as H-2 will be when she finally emerges from the old Gunboat shed in Wanchese, the proud owner is quick to remind anyone that it’s still “a vehicle to get the toys wherever.”

H-2 : The Designer’s View

H-2 ’s owner, the adventurous Brian Schmitt, has dived into deep caves to see submerged caverns, hand-fed large sharks that would normally view him as food, and spent years in his off-time exploring Caribbean archipelagos in Hippocampus, his current 19-year-old 57 ‘ (17.4m) power catamaran. Nearing retirement age, he gave the order for his “ultimate” yacht.

The foldable hydraulic deck crane to launch and retrieve a two-man electric submarine or an all-terrain vehicle required cutting a slot in the helicopter deck for the lifting bridle.

The first talk about the new design was between the owner, the builder, and me. As we discussed the mission of the boat, it became clear that it would fall into the category of expedition vessel with more guest staterooms, more range, and more room for equipment than his old boat. Brian defined the function of the vessel as a carrier for a 26 ‘ (7.92m) twin-outboard catamaran, an outboard skiff, a small car, and a small helicopter, which needed a flight deck. This vessel was to be used with family and guests while also serving as an operations base for outbound travel by air, land, or sea.

Aside from commodious accommodations, a key requirement was comfortable motion on rough seas. This was to be a catamaran, like his current boat, which offers extensive real estate afloat in a seagoing vessel. The only restriction for the new design was a beam no greater than 35 ‘ (10.6m) to fit the largest Travelift.

The trade-off for overall beam width involves room versus roll motion. A wider catamaran responds more quickly to roll in seaways but with less amplitude, whereas a narrower beam rolls more slowly with slightly more amplitude. The slower roll is preferable as long as overall roll stability is maintained. Roll in catamarans is unlike roll in single-hulled vessels. Because the vessel is supported by two buoyancy chambers (hulls) with distance between them, motion has little to do with roll inertia, but rather with response of the hulls to the seaway. Each hull responds to a passing wave independently by heaving (up/down) and rolling, which is a circular motion around the center of gravity (CG) that translates to lateral motion when standing above the CG, especially high up on the bridge. Power catamarans, unlike sailing catamarans, do not require wide hull spacing to generate righting moment (to support a sail plan), so they can have closer hull spacing, which still preserves sufficient stability, slows wave-response roll characteristics, and takes up less space in port.

One of the expected routes for this vessel is the Northwest Passage over the top of North America. Boats venturing there can expect floating ice, so we added thicker hull plating at the waterline and an ice-separation chamber on the cooling water intakes. We also designed the hull to give the propeller protection by positioning it behind a deep canoe-stern afterbody with no exposed shaft. A rudder horn, below the propeller extending aft from the hull, adds support for the rudder and protection for the prop. This configuration is useful as a hedge against the possibility of grounding. In fact, this boat can be careened on the beach between tides if necessary for repairs. The hull includes a strong, deep, vertical keel structure that allows for blocking anywhere along its length.

Speed and range became the largest determinates of the design. A maximum range of 4,000 miles at 15 knots (enough to cross the Atlantic Ocean) was proposed. Catamarans are easily driven at modest speeds due to lack of significant wave resistance by narrow hulls. A preliminary speed prediction analysis showed that we would be in the ballpark with about 1,400 hp (1,050 kW) and 5,000 gal (18,925 l) of diesel per hull. The final installed fuel capacity is 12,500 gal (47,313 l).

The general arrangement plan shows crew quarters in the hulls, three guest cabins, office, saloon, and galley on the main deck and owner’s suite on the bridge deck level.

A totally new design normally goes through a lengthy proposal and critique cycle between designer and client, especially if the client is knowledgeable and involved. The vessel’s first iteration started at 90 ‘ (27.43m) LOA, but it became evident that it needed more length to relieve a number of ills. After adding 10 ‘ (3.05m) we saw improvements, but it wasn’t until the 110 ‘ (33.5m) length proposal that we felt all the requirements had been satisfied: more slender hull shape, more open interior space, and better placement of machinery and tankage. The flight deck for the helicopter became larger, and the forward superstructure fairings gave the boat a sleeker look. And at 110 ‘ we achieved an efficient length versus waterline beam ratio that reduced wave drag and fuel consumption at the target cruise speed.

While beam remained at 35 ‘ , lightship displacement increased significantly to 230,000 lbs (104,190 kg). Accommodations now include crew quarters for four persons in the bows; three double guest cabins and a ship’s office forward; a large saloon amidships with adjacent galley, and a dive and a storage locker aft on the main deck. The upper deck is arranged with a full-width-bridge steering station forward, protected by a Portuguese bridge, and a master stateroom with en suite bathroom aft. The flight deck extends aft of the master stateroom. Access to the upper deck is by either a staircase from the foredeck, an interior staircase adjacent to the ship’s office, or by stairs from the starboard side deck.

The largest variable weight on the boat is fuel, so the tankage is located amidships to minimize its influence on trim. Engine and machinery rooms aft of the tankage take up the remaining spaces all the way to the transoms. Other amenities include a utility area aft of the crew quarters port side with storage and washing machines, and a walkway through the tank spaces and enginerooms to the boarding decks at each transom. Another late addition is the flying bridge to aid with shallow-water operation by improving the vantage point to see coral heads and other obstructions. Its protective bimini serves as a mounting platform for lights and antennae.

—John R. Marples

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Yacht Club de Monaco installs two Aqua superPower high-power marine charging systems

The Yacht Club de Monaco (YCM) marina has installed two Aqua 200 high-power charging (HPC) marine systems to meet the demands of electric leisure and commercial boats.

YCM collaborated with Aqua superPower to install the systems in time to host the annual Monaco Energy Boat Challenge. According to the partners, the collaboration resulted in the creation of the biggest installation globally dedicated to public marine fast charging on a single pontoon with Aqua’s state-of-the-art AC and DC charging solutions.

The Aqua High Power Marine Charging System is a power unit and satellite solution. The Aqua 200 HPC satellite posts have slim, resilient aluminum profile frames, occupying minimal dockside space. The dual CCS2 (Combined Charging System) IP 69 standard connectors ensure safe charging in a marine environment. The smart cable management solution, with up to 10m-long cables, has been designed to make dockside electric boat charging effortless. Aqua 200 HPC satellites are equipped with a user-friendly, intuitive touchscreen and RFID reader. Charging sessions can be followed on a mobile device with data connectivity when the charging system is connected to the Aqua network.

The Aqua Power Unit is a rack-style, modular, scalable converter cabinet solution for delivering up to 600kW of total charging power to up to eight distributed Aqua satellite charging points. Its Dynamic Power Management feature optimizes ROI by enabling more charging sessions per day. Due to the rack-style structure of the converter cabinet, a double or triple Aqua Power Unit can be first furnished with four or six power modules to provide two to four charging points to meet the current performance level. As the demand for electric boat charging increases, with the need for more charging points, the addition of another power unit and additional charging satellites is a straightforward task.

Aqua superPower has entered into a partnership with scalable EV charging solutions developer Kempower. This partnership is intended to help high-usage site operators like Yacht Club de Monaco manage their evolving demand for electric boat charging, enhance revenue and support the marine industry’s transition to electric propulsion.

Bernard d’Alessandri, general secretary of the Yacht Club de Monaco, said, “Monaco has always fostered its tradition as a pioneer in motorboating, notably with the organization of the first international powerboat meetings at the turn of the 20 th century. Today, the Yacht Club de Monaco continues this tradition of innovation through its collective Monaco, Capital of Advanced Yachting approach, by hosting international events such as the Monaco Smart Yacht Rendezvous (March 21-22, 2024) or the Monaco Smart & Sustainable Marina Rendezvous (September 22-23, 2024), and by organizing the Monaco Energy Boat Challenge (July 1-6, 2024), with the aim to build a sustainable yachting sector.”

Alex Bamberg, CEO of Aqua superPower, said, “We constantly seek proven best-in-class technology partners in the development of our marine fast-charging network and infrastructure. We elected to work with Kempower for their scalable system architecture and seamless user experience. Our partnership enables us to provide resilient and high-power marine fast charging that meets the commercial and leisure user demands at Yacht Club de Monaco. Our approach is centered on delivering futureproof Aqua-certified marine charging infrastructure dependent on usage and location that provides the confidence to transition to clean electric boating. This has been made possible through the fantastic commitment of Yacht Club de Monaco as a global pioneer in marine e-mobility and innovation.”

Tomi Ristimäki, CEO of Kempower, said, “We are committed to fostering a cleaner environment and working for emission-free transportation, not only on land but also at sea. Participating in the development of the world’s largest public marine fast-charging installation on a single pontoon is a significant milestone in advancing the electrification of boats. We’re happy to be part of this project, which aims to accelerate the electrification of boats across Europe. We look forward to continuing the collaboration with Aqua superPower in the future.”

Read more of the latest ports and harbors updates from the electric and hybrid marine technology, here .

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• Yachting World
• Digital Edition

Qilak: The super-rugged yacht built for fast, high-latitudes cruising

• June 6, 2019

Can a design drawing inspiration from IMOCA 60s meet the unforgiving demands of high latitudes cruising? David Glenn sails a yacht that aims to achieve just that

All photos: Paul Wyeth

If there were an award for brutalism in naval architecture Qilak would surely be on the podium. Her stark, purposeful, bare aluminium features look ideally suited to her owner’s plan to seek out high latitudes expedition adventure . But that’s only half the story behind this fascinating yacht.

Qilak will spend the northern hemisphere summer in the Arctic then make a 12,000-mile dash south to Antarctica via the Cape Verde Islands and Montevideo to take advantage of the austral summer. En route she will undergo a refit and bunker the special regulation diesel fuel needed to operate in those waters.

She’ll undertake this programme with up to eight paying guests and four crew including ice pilots and other specialist guides when required. For any yacht it’s quite an ask.

Qilak ’s broad stern and cockpit. The arch carries aerials and engine exhausts

So to complete what owner and skipper Philippe Carlier calls Qilak ’s ‘ice to ice’ delivery, speed is of the essence. And it is the combination of speed and the ability to survive the hazards of high latitudes sailing which presented Qilak ’s designers and owner with the challenges that define this yacht.

The 66ft/20.07m Qilak – her name is Inuit for the sky or celestial sphere – was built by KM Yachtbuilders in Makkum in the Netherlands. The company specialises in tough, uncompromising, custom-designed yachts for long distance cruising and has attracted many experienced clients.

Disciplines unlikely bedfellows

In Qilak ’s case, a compromise was unavoidable. On the face of it, the disciplines needed for a fast, offshore 66-footer and a bulletproof ice expedition yacht are unlikely bedfellows. But Carlier, a 68-year-old retired commercial Boeing 747 pilot and experienced yachtsman with a high-octane spirit of adventure, has taken a pragmatic approach to designing this hybrid.

He has done so in conjunction with naval architect Merfyn Owen of Owen Clarke Design, best known for its high performance IMOCA 60 and Class 40 designs.

In fact, Merfyn Owen is due to be one of Qilak ’s skippers along with his wife, Ashley Perrin, who is currently working as an ice pilot in Antarctica. Two years ago they married on the remote island of South Georgia, surely confirming their commitment to high latitudes!

Qilak ’s naval architect and experienced offshore sailor Merfyn Owen will also be one of the yacht’s skippers

The key influence from Owen Clarke is the genre of IMOCA 60s designed by the studio, offering speed and ease of handling for short-handed, high performance sailing. Qilak ’s underwater sections are relatively flat, she carries her 20.1ft/6.13m beam well aft to a usefully wide cockpit and a powerful transom, there’s a pronounced chine from stem to stern and she is fitted with a lifting keel featuring a T-shaped torpedo-style bulb. She is also designed with twin, toed-out balanced rudders. With her keel up the yacht can safely take the ground, sitting on her bulb and two rudder tips.

On this evidence she might not seem an obvious candidate for high latitudes. When we asked Merfyn Owen about the vulnerability of the rudders to damage by submerged ice, he said he felt confident they were up to the task, equipped as they are with 150mm diameter, high strength aluminium stocks. The rudders are completely independent of each other.

The question of whether the T-shaped bulb might be liable to snagging detritus and, in particular, kelp, which is common in high latitudes, is also open to debate. Owen said: “Kelp entanglement can be mitigated by always approaching anchorages with a watchkeeper at the bow in daylight, with the keel raised to its maximum extent and at reduced speed.

“ Qilak is fitted with the latest forward looking depth sounder, the keel and keel trunk are designed for grounding and the forward end of the bulb is designed as a crumple zone to absorb energy and protect the fin and the keel trunk.”

Article continues below…

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Another distinguishing feature is her full, rounded bow profile, which performs an important role in terms of volume. “As we put volume aft to accommodate a 400kg RIB and the stern arch, we need to add volume forward,” said Owen. “We don’t mind this as it helps to provide generous forepeak space,” he added. Although when upright the bow tends to push a lot of water, “at moderate angles of heel that disappears,” explained Owen.

Speed and ice class incompatible

Fully loaded Qilak will displace about 50 tons. Asked whether she was designed to ice class Owen explained it wasn’t an option because the yacht would simply be too heavy to meet her sailing performance targets.

“You can’t really have a decent sailing boat and conform to ice class,” said Owen. “We want to be able to passage plan at nine knots,” he added.

Qilak was built in the Netherlands by KM Yachtbuilders

Qilak ’s hull shell plating for the bottom and for the ‘ice belt’ extending to the level of the chine, is 10mm thick Sealium marine grade aluminium. Four watertight doors separate the interior space into five compartments.

Raceboat thinking for sail plan

Apart from her hull shape, Qilak ’s sail plan has also been influenced by IMOCA 60 thinking with the aim of not only ‘changing gear’ quickly and easily, but also having two of the three headsails – the high-cut J1 or yankee and the staysail-cum-storm jib – set on halyard locks so that once furled they can be lowered to the deck.

A key advantage of this is the ability to reduce windage in the rig by some 25%. While at anchor it will not be uncommon for Qilak to have to ride out sustained wind speeds of 70 knots and more.

With her enormous freeboard and relatively flat forward underwater sections, she could be vulnerable to being blown about in strong winds particularly with the keel in the up position.

Handholds built into the deck saloon coaming with engine room air intakes beneath

Qilak ’s furling working jib can be used in wind strengths of 30 knots plus, and will undoubtedly be the headsail of choice for much of the time. This is set on a fixed stay.

A day aboard Qilak

As we left Qilak ’s Hamble berth on an appropriately cold January day, I was intrigued to see the engine exhaust billowing from an outlet set in the substantial arch carrying aerials, communications and safety equipment.

To restrict the number of through-hull inlets – they can become blocked by brash ice – and keep the damaging effects of salt water on machinery to a minimum, neither the main engine nor generator rely on raw seawater cooling, so the dry exhausts need to outlet well away above the waterline.

Ventilation is critical in all climes. Good access to dorade box, and cowls are protected to prevent rope snagging

The machinery is cooled using a heat exchange system relying on a large reservoir of glycol stored in two 400lt tanks set in the bottom of the hull. They are located well aft where there is less threat to their integrity in the event of a collision.

‘Comfort not luxury’

The same glycol that circulates around the machinery is used in a multi-radiator central heating system running throughout the yacht making for extremely comfortable conditions below.

Philippe Carlier takes a realistic approach to what his customers will expect aboard a modern expedition yacht. “I think we provide comfort, but not luxury,” said Carlier, whose own considerable high latitudes experience in one of his previous yachts, a Dufour 9000A (for aluminium) left him in no doubt about how Qilak should be equipped.

Carlier believes in offering his guests ‘comfort but not luxury’, including a fully functioning sauna, which will undoubtedly be appreciated in high latitudes

In everything he approaches, one can sense his commercial aeronautical training coming into play, with systems thought out in the most minute of detail, back ups in place and nothing left to chance.

Fuel filtration is a case in point, the importance of which was brought home to him in no uncertain terms when he was piloting a Boeing 747 cargo plane. All four engines failed due to fuel contamination. The ability of the fuel system to by-pass the badly blocked filters saved the plane and his crew.

Leaving little to chance

Crouched in Qilak ’s excellent and spotlessly clean engine room, Carlier explains the fuel system which is supplied by four separate diesel tanks which can be linked together, isolated or paired up in any combination. They feed a 200lt ‘day’ tank warmed by the fuel return lines from both the main engine and the generator. In very cold conditions heat is needed to avoid increased viscosity and ‘waxing’.

A series of filters leaves little chance of contaminated fuel reaching the engines but, in the unlikely event of it doing so, you sense Philippe’s complete understanding of the system would get to the bottom of the problem.

Qilak’s immaculate engine room

Qilak ’s main engine is a six-cylinder 150hp Steyr diesel driving a hydraulically controlled variable pitch propeller. The engine also incorporates a 4.5kVA glycol cooled flywheel generator, which, alongside a Fischer Panda 8kVA three-cylinder genset, feeds a bank of lithium-ion batteries.

With domestic services including the galley range and the heads’ flushing system plus electro-hydraulic power for the large transom door, the variable pitch propeller and the keel lift mechanism, the need for a reliable and large electrical supply is critical.

Once again, Carlier’s detailed understanding of the electrical set up and his ability to ‘re-build’ the supply in the event of a complete failure – which, incidentally, he and his crew have already practiced – are impressive.

Multi-role deck saloon

Before we moved out on deck Carlier explained the thinking behind the deck saloon with its secondary steering position (via autopilot) and navigation area to port and an observation station to starboard. Both are equipped with excellent fully adjustable, heavily upholstered, heated seats complete with suspension and safety belts. They were sourced from the fishing industry.

Forward and on a lower level is a long, drop-leaf table in bamboo with a large settee seat to port. With its substantial lee-cloth this doubles as an emergency medical first aid berth. The main companionway dimensions are sufficient to get a stretcher below.

The deck saloon looking forward with a watertight door leading to the main accommodation. The portside berth doubles as a first aid station in event of an injury

The large, toughened superstructure windows provide a superb view from all seating and the forward one is angled, commercial vessel style, to keep the water off without the need for a wiper. The windows all have storm boards which, apart from protection from solid water, satisfy Antarctic requirements to avoid bird strikes. Birds are attracted to light and the authorities insist that yachts take measures to avoid what could be fatal accidents to wildlife.

Accommodation comprises crew quarters aft and a large workbench area to starboard with an additional pilot berth above – literally for a pilot. The all-important galley area is set to port with a dining area capable of sitting at least eight in comfort.

We were assured that fiddles for the forward-facing electric range and oven were being fabricated as we spoke, but it surprised us the opportunity to gimbal the entire stove had not been taken.

Guest cabins are well appointed, but not fussy, a decent size and have their own wash basin

Owen defended the fixed, athwartships installation based on his experience in the BT Global Challenge during which thousands of meals were prepared successfully. He also argued that the space for gimballing was difficult to find.

None of the work surfaces had adequate fiddles – again we were told that fiddles set outboard from the worktop edge were on their way. Qilak is still a work in progress.

Working cockpit

With a full complement of 12, it’s hard to see how everyone could fit easily into the cockpit, but that’s an unlikely scenario.

In fact the ‘bench seat’ running across the transom could accommodate at least six and there are two excellent, well-protected ‘off-watch’ webbing seats (to avoid water accumulation) nestling beneath the superstructure overhang. The bench seat, incidentally, doubles as a passarelle.

Carlier (right) casts an eye over the cockpit with the orange line runner winch loaded and the mainsheet winch on a centreline plinth

The steering positions provide an excellent view forward down either side of the deck saloon superstructure. There are some additions to come – foot chocks, a platform to provide the helmsperson with even more elevation and heavy duty netting across the open-ended cockpit to improve security.

An essential bit of kit for high latitudes cruising includes a really robust tender. Qilak ’s main RIB will be stowed in the enormous stern garage accessed via the hydraulically operated stern door.

The opening extends right to the waterline and care will be needed when using this in anything other than flat water.

Right forward is a cavernous forepeak in which sails and the plethora of specialist high latitudes cruising and climbing gear will be stowed

Line drums, for secure, multi-warp mooring to shore in tight anchorages, are essential and these will be fitted either side of the mast and beneath the stern bench seat mentioned earlier.

Anchor handling is key

Although the bow of Qilak was the last feature on our deck tour it was, according to Owen, the starting point for the entire design.

“If you don’t get your anchor specification and handling right in high latitudes you’ve had it,” he said. Gigantic bow rollers hold two oversized 70kg Rocna anchors connected to 100m of oversized 14mm chain handled by two oversized Lewmar windlasses.

Twin 70kg Rocnas stowed on large bow rollers

“You have to remember that you can pick up kelp weighing as much as an anchor on your ground tackle so you must be prepared to lift much more than the anchor weight,” Owen explained.

A remarkably handy yacht

We’d opted for a reef in the main in a northerly breeze blowing in the teens. With around 20 knots over the deck at times, Qilak settled into a nice groove upwind while we got used to the cockpit and trimming controls. On the wheel in these flat-water, upwind conditions she felt totally controllable, tracking well and virtually sailing herself. We had to short tack into Southampton Water and she proved to be remarkably handy.

First impressions suggested an easy to sail, fast and manoeuvrable yacht. She feels lively and rewarding to sail and it will be interesting to see how she behaves in big waves. I expect Qilak has every chance of meeting the passage making targets her owner has set for her and provide a comfortable, safe platform for high latitudes adventure.

Specification

LOA: 20.38m LWL: 19.75m Beam: 6.13m AVS at max loaded displacement condition: 13° Maximum operating displacement: 51.7 tonnes Design: Owen Clarke Design Builder: KM Yachtbuilders

The SW105 POWER OF 2 yacht is third unit of this series and was commissioned by a keen sailor who was looking for an ocean-going yacht for sailing the world and exploring very remote locations in comfort and total safety.

SW105 Power of 2 yacht has a twin rudder system which combined with the lifting keel (3-5m) allows access to remote shallow ports and anchorages. With the keel down this configuration provides excellent upwind light air performance. The Deck Saloon configuration of this ocean-going yacht offers a protected guest cockpit and an ample deckhouse where guests can enjoy the all-round sea views when seated in the saloon through elegant and panoramic 270° windows.

Elegance and functionality are the leitmotifs of SW105 Power of 2 yacht deck. Her fixed bowsprit with an integrated anchor arm makes for easy anchoring and her clean deck layout with efficiently engineered systems make for “easy sailing” in any condition. The mainsheet is managed through a high load captive winch and a recessed traveller, while the jib and staysail sheets run below deck. The rig features a furling boom with systems that are designed for easy handling of the halyard.

SW105 Power of 2 yacht’s interior features Southern Wind’s most popular layout with the owner’s cabin forward. Three comfortable en suite guest cabins are amidships with crew quarters and galley aft. One of the two twin guest cabins can be converted into a double cabin, a real bonus for a yacht of this kind. The style of the interior is essential and modern. Her oak furniture together with stainless steel details create a warm atmosphere on board.

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3 dead as Ohio tornadoes prompt mass casualty response in Logan County

Gov. mike dewine: 'the indian lake community will come back'.

At least three people are dead as a result of a series of severe storms that ravaged Ohio on Thursday night, spawning a series of 20 tornado warnings across the state and knocking out power to thousands.For the second time in as many weeks , storms and likely tornadoes tore through Ohio.

Authorities in Logan County are dealing with a mass casualty incident where at least three people died in tornado that struck a trailer park near Indian Lake , located about 70 miles northwest of Columbus. The National Weather Service confirmed as of 2 p.m. Friday that at least four tornadoes touched down across Ohio.

Logan County Sheriff Randy Dodds said the number of deaths could increase as rescue efforts continue.

"It's one hell of a mess up there," Dodds said. "It looks like a war zone." 

Ohio Gov. Mike DeWine: 'There's an awful lot of damage'

Dodds said there were areas where first responders could not search overnight because of debris and downed power lines that made it unsafe. He said there is anticipation that there may be more people found dead during searches that will continue Friday morning.

Dodds said there are areas where a single home may have remained untouched while everything around it has been leveled.

"The power of this thing is just amazing. It hopped around but when you look at it, it's just amazing." 

Officials including Gov. DeWine, Lt. Gov. Jon Husted, Senate President Matt Huffman and others held a news conference at around 3:30 Friday to give an update on the recovery.

DeWine drove through the Indian Lake area before the press conference to talk with home owners and those impacted by the storms.

"There's an awful lot of damage," he said.

DeWine said the Indian Lake community will rebound from the tragedy.

"The Indian Lake community will come back. That's the message I got from everybody," DeWine said at Indian Lake High School.

State Rep. Jon Cross, R-Findlay, who represents part of the area, said lawmakers have to work with the governor to get the community back open.

"This is a community that relies on tourism," Cross said. "We have devastated businesses that lost everything. We need to get these businesses back open.

Ohio's emergency operations center activated Thursday night during the severe weather and continues to coordinate damage assessment and clean-up efforts with local, state and federal agencies.

“Fran and I are deeply saddened by those impacted by the tornadoes and severe storms,” DeWine said in a statement issued shortly before noon. “We share the grief of the families who lost loved ones, homes, and livelihoods.  Ohioans will come together as they always do with resilience and compassion as we support and rebuild our communities.”

Indian Lake residents assess Ohio tornado damage

Indian Lake resident Blaine Schmitt was working outside his home last night when his wife called him.

She warned him about the tornado and told him to get into the bathtub. He gathered his dog and friend, Greg McDougle, and hunkered down in the bathroom.

Over the next few minutes, the tornado swept through Schmitt's home, shredding the front wall and scattering debris in his yard.

"It sounded like a freight train literally went through the living room," Schmitt said.

Luckily, Schmitt and McDougle managed to get through the storm unscathed.

"I thank God that I'm alive and that my kids weren't here. It was very emotional when I first got here, and it's been emotional ever since then. But I pray every day and it paid off," Schmitt said.

McDougle used to live next door with his father. He sold the home two years ago, and it was being renovated when the storm hit. Now, all that remains is scattered debris, a single flattened wall, and the foundation.

"This is what's left. No one was living here, and thank God for that," McDougle said.

Logan County resident describes tornadoes: 'It's a noise you'll never forget'

As storms approached Logan County late Thursday, Loretta Kinney told her goddaughter Lucy there was nothing to be afraid of.

Kinney and her brother walked Lucy home and by the time they returned to their own house, Kinney said she realized just how wrong she was. The two headed down to the basement and waited out a storm and likely tornadoes that rolled across the Midwest and the Indian Lake region about 70 miles northwest of Columbus.

By the time they'd emerge, Kinney would come to find out that at least three people had died and homes and businesses around the county had been ripped apart.

"Just the noise. When they say you hear a train, it's a noise you'll never forget," Kinney said. "Then to come up and see it, it is so surreal. Even though I'm standing here and looking at everything it doesn't seem real."

Shelter opens for Indian Lake storm victims

The Logan County Emergency Management Agency said it's opened a shelter for victims of Thursday night's storm at the Church of God located at 1000 E Brown Ave.

The United Way of Logan County also established a relief fund where monetary donations can be made to assist residents who have been impacted by the storms.

Donations can be made online to the Indian Lake Tornado Relief Fund at  www.uwlogan.org  and 100% of donations will go to help community members recover in both the short and long-term from the storms.

Possible tornado strikes Lakeview, Indian Lake: 'People's homes are destroyed'

Columbus Dispatch Photographer Doral Chenoweth arrived in the area before midnight and reported finding extensive damage, including a destroyed trailer park with tractor trailers and RVs overturned and large trees uprooted. In Lakeview, the library and a government building were damaged.

"Every building in Lakeview and every building here has some form of damage," he said, from a spot near Lakeview. "People's homes are destroyed."

The Logan EMA confirmed for The Dispatch that a trailer park in the Indian Lake area just north of Lakeview was struck by a tornado or at least very high winds that have caused extensive damage. The community also reported having a shortage of ambulances.

An NWS spokesman said he couldn't confirm that a tornado struck the community but said there was "reports of a lot of damage there." The NWS will send investigators out Friday to confirm the tornadoes as it did last month when nine were confirmed across Ohio .

Thursday's Ohio storms were part of a larger system that pushed through the Midwest beginning in the afternoon and into the evening.

The Indiana State Police said there are “many significant injuries” after a tornado tore through the community of Winchester, AP reported.

“There have been many, many significant injuries, but I don’t know the number. I don’t know where they are. I don’t know what those injuries are,” Indiana State Police Superintendent Douglas Carter told reporters just before midnight Thursday. “There’s a lot that we don’t know yet.”

The National Weather Service in Wilmington and Cleveland issued 20 tornado warnings based on a review of social media posts. That does not include multiple thunderstorms and other alerts.

Indian Lake volunteers continue search for people impacted by storms

Emergency personnel conducted "grid searches" Friday morning in the impacted areas where the storm struck, the sheriff said.

Grid searches are methodical searches using a grid pattern to ensure that all areas can be checked without duplicating efforts and minimizing the risk of missing an area.

The sheriff said there are areas that first responders are able to access during the daylight that were not accessible Thursday night because of downed power lines and concerns about gas leaks. Those areas are now being searched. Crews are also researching areas that were searched Thursday night to ensure that no one who needed medical assistance was missed.

While there has been a "plethora" of volunteers who have arrived on the scene, Dodds said volunteers are more likely to be necessary as the searches conclude and the clean-up effort begins. 

The Central Ohio Strike Team mobilized Friday morning to go to the Indian Lake area to help with the ongoing emergency response. The strike team, one of five regional teams across the state that are specially trained to respond when there are large-scale disasters, includes firefighters from every agency in Franklin County.

The members of the strike team receive special training on how to do search and rescue operations in the event of structure collapses, as well as how to do rescue operations in confined spaces and machinery extractions. 

AEP transmission towers toppled in Delaware County

AEP Ohio confirmed that the storms toppled six transmission towers near Olentangy Berlin High School. As of 9:15 a.m. Friday, the number of customers without power had risen to more than 13,000. 

Photos posted by the utility company on social media show the tower on its side. The tower fell into other power lines in the area. 

AEP issued a statement Friday afternoon saying more than 30 power lines came down in the storm, as well as six transmission towers in Delaware County.

The utility company said the goal is to have power restored to as many customers as possible on Friday, however, some customers who get their power from the high-voltage transmission towers could face a potential multi-day outage. AEP said as more information is gathered throughout Friday afternoon, those affected customers will receive an automated phone call. 

Specks and tatters of insulation lined sidewalks and the sides of houses at the Pine of Berlin Station, a subdivision near Berlin Middle School. Debris from inside houses — books, crayons, a broken pair of child’s glasses — were scattered in the grass.

“Someone else’s roof is in my kitchen,” said Katie Sprinkle, who weathered the storm with her husband and two kids, ages 9 and 11. The storm terrified her 9-year-old daughter.

“Pray loud, mom,” she said her daughter told her.

The kids wore bike helmets to protect themselves from falling debris, and her husband placed an overturned canoe over them. The family could hear windows breaking in the wind. It sounded like an explosion, Sprinkle said.

Delaware County road closures due to Thursday's storms

Several major traffic routes in Delaware County remained closed as of 7 a.m. Friday because of debris in the roadway. Ohio 315, closed between Hyatts Road and U.S. 23, is expected to remain closed at least through morning rush hour.

The Delaware County Sheriff's office is asking that people avoid the area where the aftermath of the storms are and avoid sightseeing. There are continued concerns about live wires and large trees in the roads.

In a post on Facebook Friday morning, the Delaware County Sheriff's office said crews have been working throughout the night to try and clear roadways but there are areas where debris continues to block roads. 

The sheriff's office asked for additional travel time and patience from drivers, as well as willingness to take alternate routes. 

The sheriff's office said that as of 5 a.m. Friday, a number of roads remained impassable. Those roads included: 

• Portions of Berlin Station Road near Glenn Parkway, between Kingsbury and Braumiller, between Piatt and Dale Ford
• Portions of Bunty Station east of Liberty Road
• Africa Road north of Cheshire
• Portions of Rome Corners
• Portions of Walnut Road and Piatt Road
• Portions of Ohio 3

Tornado warnings from Thursday night's deadly tornadoes

Storms hit indiana, kentucky and northern, central and southern ohio.

At least three confirmed tornadoes touched down Thursday afternoon in southern Indiana and north-central Kentucky Thursday, leaving dozens of structures damaged or destroyed,  The Louisville Courier-Journal reported .

Tornadoes were confirmed near Hanover and Marion in Indiana and near Milton in Kentucky. As for Ohio, officials have said it's too early to say just how widespread the storms were, or whether any confirmed tornadoes touched down.

Meteorologist Steve Harbenach of the National Weather Service in Wilmington said there have been several radar confirmations of possible tornadoes across Ohio, but added "we really have no idea right now how many tornadoes we had."

"There have been numerous areas where we've had reports of damage," he added. "It's going to take a while for us to sort through that. it's going to take multiple days for us to sort through this to see what happened."

An X user who was driving from Lima and passing through Logan took pictures of the extensive damage. In the post on X, he said authorities told him that he had missed a tornado "by about 2 minutes." He could not confirm if there were any casualties but said that a large section of U.S. Route 33 northwest of Marysville would remain closed as authorities assessed the damage.

Tornado watches remained in effect until midnight in dozens of Ohio counties, including Delaware, Fairfield, Fayette, Franklin, Hocking, Licking, Madison, Pickaway, Union, Ross, Butler, Clinton, Hamilton, Warren, Champaign, Clark, Drake, Greene, Logan, Miami, Montgomery, Preble and Shelby.

Severe thunderstorm warnings remained in effect for Franklin and Madison counties until 11 p.m. Thursday.

The Associated Press contributed to this report.

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POWER OF 2 yacht NOT for charter*

34.59m  /  113'6 | southern wind | 2019.

Owner & Guests

Cabin Configuration

• Previous Yacht

Special Features:

• RINA (Registro Italiano Navale) classification
• Interior design from Nauta Design
• Sleeps 8 overnight

The 34.59m/113'6" sail yacht 'Power of 2' was built by Southern Wind in South Africa at their Cape Town shipyard. Her interior is styled by Italian designer design house Nauta Design and she was delivered to her owner in April 2019. This luxury vessel's exterior design is the work of Nauta Design.

Guest Accommodation

Power of 2 has been designed to comfortably accommodate up to 8 guests in 4 suites. She is also capable of carrying up to 5 crew onboard to ensure a relaxed luxury yacht experience.

Range & Performance

Power of 2 is built with a composite hull and composite superstructure, with composite decks. Powered by 1 x diesel Cummins (QSB 6,7 MCD) 305hp engines running at 2600rpm, she comfortably cruises at 9 knots, reaches a maximum speed of 12 knots. She was built to RINA (Registro Italiano Navale) classification society rules.

*Charter Power of 2 Sail Yacht

Sail yacht Power of 2 is currently not believed to be available for private Charter. To view similar yachts for charter , or contact your Yacht Charter Broker for information about renting a luxury charter yacht.

Power of 2 Yacht Owner, Captain or marketing company

'Yacht Charter Fleet' is a free information service, if your yacht is available for charter please contact us with details and photos and we will update our records.

Power of 2 Awards & Nominations

• Boat International Design & Innovation Awards 2020 Outstanding Exterior Sailing Yachts Finalist
• Boat International Design & Innovation Awards 2020 Best Interior Design: Sailing Yachts Finalist
• Boat International Design & Innovation Awards 2020 Best Naval Architecture: Sailing Yachts Finalist
• The World Superyacht Awards 2020 Sailing Yachts Nomination

NOTE to U.S. Customs & Border Protection

Specification

S/Y Power of 2

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Roswell police shutter 9 more massage parlors, bringing total to 16

ROSWELL, Ga. — The Roswell Police Department has shut down nine more massage parlors , bringing the total to 16 for the year.

Roswell’s mayor and city council updated the city’s ordinances and codes this year to crack down on massage parlors operating illegally. They’re required to have a massage establishment license and a business license.

[DOWNLOAD: Free WSB-TV News app for alerts as news breaks ]

“Licensing is a foundational means of establishing legitimacy in a business and is a requirement of the law,” said Officer Tim Lupo with the Roswell Police Department told Channel 2′s Bryan Mims .

On Monday, the following businesses were found not operating with the correct licenses and shut down:

• Care Therapeutic Health Services LLC, 282 Rucker Rd., Suite 90
• Ease Massage, 1085 Holcomb Bridge Rd., Suite 140
• Lilly Massage, 10479 Alpharetta Hwy., Suite 8
• M Massage, 900 Mansell Rd., Suite 16
• Woori Massage, 1072 Alpharetta St.
• Yun Massage, 11230 Alpharetta Hwy., Suite 112
• Spa Amore, 11285 Elkins Rd., Suite J2
• Heavenly Foot Massage, 11680 Alpharetta Hwy., Suite 200
• Amethyst Enterprises, 770 Old Roswell Rd., Suite H500

Fifteen more businesses were inspected for compliance and six were cited for violations.

The enforcement action comes after a year-long investigation into a human trafficking network and prostitution operation. In September, police raided four massage parlors in Roswell and rescued nearly two dozen young women believed to be victims of human trafficking.

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Officer Lupo said ensuring these businesses have licenses is one step in combatting illicit activity.

“This is a very holistic effort to address these types of businesses,” he said. “Make sure those that are operating in the city are legitimate and good businesses, and that is what our longstanding effort is towards.”

Roswell City Councilman Will Morthland said he hopes Roswell’s actions send a clear message to anyone who would engage in sex trafficking.

“It is my hope that the message is resonating with the spa establishments,” Morthland said. “The City of Roswell and the police department are not after legitimate businesses, we’re after the illegitimate businesses.”

Police say they will continue to do regular compliance checks of massage parlors. They urge businesses operating without licenses to apply for them with the city immediately.

“Since taking office in 2022, the City Council and I made it our top priority to eradicate illicit activities in massage parlors and put an end to human trafficking in the City of Roswell,” said Roswell Mayor Kurt Wilson. “The safety and protection of our residents is a solemn duty. To me, there is no more important compact for a City with its residents than the compact of public safety and protecting those who cannot defend themselves.”

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IN OTHER NEWS:

Man pretends to be law group rep., tricks victims out of $200K in Gwinnett real estate scam: Police Gwinnett County police are searching for a man they say swindled victims out of thousands of dollars in a real estate scam.

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Victor Hill moved from federal prison, transferred to community confinement

Man facing charges for stealing electric services from Georgia Power, sheriff’s office says

More From Forbes

The first ‘the acolyte’ controversy is absurd, even for ‘star wars’ fans.

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The Acolyte

The Acolyte has received both its first trailer and release date , as the new Star Wars project will arrive rather soon on June 4, 2024. The trailer showed off what essentially seems to be a Sith serial killer, hunting down Jedi in an effort to fix an imbalance of power between force users. And there may be some amount of revenge in there too for all we know.

Naturally, controversy has erupted from the trailer, and perhaps not what you were thinking. While I’m sure there are “woke” accusations somewhere out there about its Asian and black leads, that’s not what is being discussed the most. Rather, that would be the idea that the show it “retconning” existing Star Wars lore by having the Sith in this time period.

This is based on a specific prequel quote from Ki-Adi-Mundi, member of the Jedi Council, in which he declared that it was “impossible” that the Sith were attacking as he says “the Sith have been extinct for a millennium.”

The idea here is that The Acolyte is breaking canon by inserting Sith into the High Republic era which instead started several hundred years ago and ended about 80 years before Order 66. The Acolyte specifically is 100 years before The Phantom Menace.

The Best Gaming Laptops Under $1,000: Boost Your Games For Less

This is, of course, totally absurd for a number of reasons.

• Just because the Sith were not around en masse like in the Old Republic days, does not mean they did not exist and were hiding in the shadows. Which is apparently exactly what is happening in The Acolyte.
• Then, this quote is being given by a guy who did not know there was an entire Sith conspiracy happening under the Council’s nose . This is quite literally the entire plot of the prequels. If the guy didn’t know Palpatine was a Sith lord, why should we trust his so-called knowledge of the status of the Sith for the last thousand years?
• More generally, a single guy’s opinion on something is not a fact. A stated opinion is not canon. This seems like extremely basic stuff.

The Acolyte is actually poised to bring some old stuff back into canon, as its showrunner has promised that there will be some EU/Legends content that will make it into the show, adopting it the way we’ve seen with many other things brought forward from that era. While some things will likely never arrive (sorry Mara Jade), we’ll see what The Acolyte has in store for us.

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Pick up my sci-fi novels the Herokiller series and The Earthborn Trilogy .

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Supreme Court Won’t Block, for Now, Aggressive Texas Immigration Law

The law, which empowers local officials to arrest and deport migrants who enter the country without authorization, was challenged by the Biden administration as an affront to federal power.

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By Adam Liptak

Reporting from Washington

• March 19, 2024

The Supreme Court temporarily sided with Texas on Tuesday in its increasingly bitter fight with the Biden administration over immigration policy, allowing an expansive state law to go into effect that makes it a crime for migrants to enter Texas without authorization.

As is typical when the court acts on emergency applications, its order gave no reasons. But Justice Amy Coney Barrett, joined by Justice Brett M. Kavanaugh, filed a concurring opinion that seemed to express the majority’s bottom line.

They were returning the case to an appeals court for a prompt ruling on whether the law should be paused while an appeal moves forward, Justice Barrett wrote. “If a decision does not issue soon,” she wrote, “the applicants may return to this court.”

For now, though, Texas law enforcement officials will be allowed to arrest people suspected of crossing the border illegally. How long that remains true is now a question for the appeals court.

The three liberal members of the court — Justices Sonia Sotomayor, Elena Kagan and Ketanji Brown Jackson — dissented.

“Today, the court invites further chaos and crisis in immigration enforcement,” Justice Sotomayor wrote. “Texas passed a law that directly regulates the entry and removal of noncitizens and explicitly instructs its state courts to disregard any ongoing federal immigration proceedings. That law upends the federal-state balance of power that has existed for over a century, in which the national government has had exclusive authority over entry and removal of noncitizens.”

Justice Sotomayor, joined by Justice Jackson, said the majority had rewarded the U.S. Court of Appeals for the Fifth Circuit for using an unseemly procedural gambit. The appeals court had entered an “administrative stay” of a trial judge’s ruling blocking the law.

Such administrative stays are meant to give courts time to consider whether to enter actual stays, and they are typically in place for brief periods. But the Fifth Circuit, Justice Sotomayor wrote, “recently has developed a troubling habit of leaving ‘administrative’ stays in place for weeks if not months.”

She wrote that “the Fifth Circuit abused its discretion, and this court makes the same mistake by permitting a temporary administrative stay.”

The two justices’ dissent spanned 10 caustic pages. Justice Kagan issued a shorter and milder dissent, though she agreed that the majority should have not have been swayed by the appeals court’s procedural choices.

“I do not think the Fifth Circuit’s use of an administrative stay, rather than a stay pending appeal, should matter,” she wrote. “Administrative stays surely have their uses. But a court’s unreasoned decision to impose one for more than a month, rather than answer the stay pending appeal issue before it, should not spell the difference between respecting and revoking long-settled immigration law.”

The court’s order addressed just one aspect of the clashes between the White House and Gov. Greg Abbott of Texas, who has embarked on a multibillion-dollar campaign to deter migrants, including by installing razor wire along the banks of the Rio Grande and a barrier of buoys in the river.

The surge in migrants entering the United States has intensified a fraught battle over immigration policy, underscoring deep divisions between and sometimes within political parties. It has led to the impeachment by House Republicans of the homeland security secretary and the failure of a bipartisan Senate deal to increase border security.

The law in Texas, sometimes called S.B. 4, also empowers state courts to order the deportation of migrants who enter the state without authorization. The administration, civil rights groups and El Paso County challenged the law, saying it interfered with the federal government’s power to set immigration policy and to conduct foreign affairs.

In 2012, in Arizona v. United States, the Supreme Court endorsed broad federal power in those areas by a 5-to-3 vote.

“Arizona may have understandable frustrations with the problems caused by illegal immigration” while the federal government tries to address them, Justice Anthony M. Kennedy wrote for the majority, “but the state may not pursue policies that undermine federal law.”

The court’s composition has changed since then, and officials in Texas are hopeful that the current justices will alter the balance of power between the federal government and the states in the realm of immigration.

In allowing the law go into effect, the Supreme Court, for now at least sided with Texas, Justice Sotomayor wrote.

“The court gives a green light to a law that will upend the longstanding federal-state balance of power and sow chaos, when the only court to consider the law concluded that it is likely unconstitutional,” she wrote.

In a Supreme Court filing , Texas said its law was meaningfully different from the one at issue in Arizona. But if the justices disagreed, the filing said, “Arizona should be overruled as contrary to both statutory and constitutional text, structure and history.”

Judge David A. Ezra , of the Federal District Court in Austin, last month entered a preliminary injunction blocking the Texas law, saying the plaintiffs were likely to win on several grounds. “Over a century of Supreme Court cases,” he added, recognized that the Constitution gave the federal government the dominant role in addressing immigration.

Judge Ezra, who was appointed by President Ronald Reagan, rejected Texas’ argument that its law was authorized by a clause of the Constitution forbidding states from engaging in war “unless actually invaded, or in such imminent danger as will not admit of delay.”

He gave three reasons. Unauthorized immigration, he said, is not an invasion. Enforcing the state law is not engaging in war. And even if both things were true, Texas “would have to abide by federal directives.”

Texas asked the U.S. Court of Appeals for the Fifth Circuit to block Judge Ezra’s ruling and allow the law to go into effect while it hears an appeal. A divided three-judge panel of the appeals court almost immediately did so , without providing reasons. The appeal is scheduled to be argued on April 3.

The panel gave the plaintiffs a week to seek relief from the Supreme Court. After the plaintiffs filed emergency applications, Justice Samuel A. Alito Jr., who oversees the Fifth Circuit, extended the appeals court’s brief stay to allow the justices to consider the matter.

In the administration’s emergency application , Solicitor General Elizabeth B. Prelogar wrote that the Texas law amounted to “interference with the nation’s ability to speak with one voice in international affairs” and “would significantly harm the United States’ relationship with Mexico.”

She added that the law “would fundamentally disrupt the federal immigration regime to allow a single state to make unilateral determinations regarding unlawful entry and removal.”

In response , Texas said it “has the sovereign right to defend itself from violent transnational cartels that flood the state with fentanyl, weapons and all manner of brutality.”

In January, addressing another emergency application from the Biden administration, the Supreme Court allowed federal officials to cut or remove parts of a razor-wire barrier along the Mexican border that Texas had erected to keep migrants from crossing into the state.

But that ruling, by a 5-to-4 vote, was only an interim victory for the administration.

Tuesday’s ruling, too, was provisional. But Justice Sotomayor wrote that it was infected by grave errors.

“The court confronts a state immigration law that will transform the balance of power at the border and have life-altering consequences for noncitizens in Texas,” she wrote, adding: “The Fifth Circuit has not yet weighed in, but nevertheless issued a one-sentence administrative order that is maximally disruptive to foreign relations, national security, the federal-state balance of power and the lives of noncitizens. The court should not permit this state of affairs.”

Adam Liptak covers the Supreme Court and writes Sidebar, a column on legal developments. A graduate of Yale Law School, he practiced law for 14 years before joining The Times in 2002. More about Adam Liptak

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Research: How Women Can Build High-Status Networks

• Carla Rua-Gomez,
• Gianluca Carnabuci,
• Martin Goossen

Companies can help women overcome common obstacles they face when trying to forge powerful professional ties.

Despite the potential career benefits of building high-status networks, research has long shown that women face greater obstacles in establishing these networks compared to men. The authors’ research , published in the Academy of Management Journal, not only underscores what we know about the unique challenges women face in building high-status networks; it also offers a strategic roadmap for overcoming these challenges. By understanding and leveraging the power of shared social connections, women as individuals can navigate around systemic biases and forge valuable professional ties that propel their careers forward. For organizations committed to gender equality, their study provides a clear directive: Invest in building network sponsor programs that recognize and use the distinct pathways through which women can achieve high-status connections.

In the context of career advancement, the notion that “It’s not what you know, but who you know” holds some truth. However, for many women, this concept presents unique challenges. Despite the potential career benefits of building high-status connections within an organization, research has long shown that women face greater obstacles in establishing such connections compared to men. Our research , published in the Academy of Management Journal, offers new insights into this persistent challenge, and we share some of those insights in this article.

• CR Carla Rua-Gomez  is an assistant professor of management and organization at SKEMA Business School, Université Côte d’Azur (GREDEG). She received her PhD from Università della Svizzera italiana (USI) in Switzerland. Her research interests revolve around innovation, social networks, and gender inequality. Carla is particularly interested in understanding how workplace dynamics perpetuate or limit gender inequality within research-intensive corporations.
• GC Gianluca Carnabuci is a professor of organizational behavior at ESMT Berlin. He is also the holder of the Ingrid and Manfred Gentz Chair in Business and Society. His research and teaching focus on how informal networks shape the flow of information and knowledge within organizations, and how that affects the productivity of leaders, teams, and organizations.
• MG Martin Goossen is an assistant professor in the Department of Management of Tilburg University. His research focuses on the role of individual employees in the R&D activities of high-technology firms.

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Supreme Court allows Texas to enforce immigration law

WASHINGTON — The Supreme Court on Tuesday allowed Texas to enforce for now a contentious new law  that gives local police the power to arrest migrants.

The conservative-majority court, with three liberal justices dissenting, rejected an emergency request by the Biden administration, which said states have no authority to legislate on immigration , an issue the federal government has sole authority over.

That means the law can go into effect while litigation continues in lower courts. It could be blocked at a later date.

Texas Gov. Greg Abbott, a Republican, hailed the court order , calling it "clearly a positive development," though he acknowledged that the legal battle is not over.

White House press secretary Karine Jean-Pierre said in a statement that the law "will not only make communities in Texas less safe, it will also burden law enforcement and sow chaos and confusion at our southern border."

“The court gives a green light to a law that will upend the longstanding federal-state balance of power and sow chaos,” liberal Justice Sonia Sotomayor wrote in a dissenting opinion. Justices Elena Kagan and Ketanji Brown Jackson also objected to the decision.

The majority did not explain its reasoning, but one of the conservative justices, Amy Coney Barrett, wrote separately to note that an appeals court has yet to weigh in on the issue.

"If a decision does not issue soon, the applicants may return to this court," she wrote. Her opinion was joined by fellow conservative Justice Brett Kavanaugh. The court has a 6-3 conservative majority.

In response to the Supreme Court order, the New Orleans-based 5th U.S. Circuit Court of Appeals fast-tracked oral arguments on the Biden administration’s effort to block the law. Arguments are set to take place Wednesday morning, meaning a decision could come quickly.

The law in question, known as SB4, allows police to arrest migrants who illegally cross the border from Mexico and imposes criminal penalties. It would also empower state judges to order people to be deported to Mexico.

A top Mexico official said Tuesday in a statement on X that the country will not accept deportations from Texas.

According to a spokesperson for the Texas Department for Public Safety, there is no start date yet for enforcement of the law. Lt. Chris Olivarez said that state officials have been planning for its implementation for months, but they’re still discussing some practical details.

In Val Verde County on the U.S.-Mexico border, Sheriff Joe Frank Martinez said his small force, with three deputies on duty around the clock for a 3,145 square mile county of 47,586 people, will not start arresting migrants until he receives guidance from the state.

“I think that we all are in uncharted waters,” he said Tuesday.

He said not only is he not sure how and when to initiate enforcement of the state law, but that he will likely need more deputies and jail space if tasked with the new enforcement initiative. The county jail has a daily capacity of 94, Martinez said.“Right now we’re not equipped to handle that,” he said.

The dispute is the latest clash between the Biden administration and Texas over immigration enforcement on the U.S.-Mexico border.

In a separate opinion, Kagan wrote that the Texas law appears to conflict with federal law, noting that "the subject of immigration generally, and the entry and removal of noncitizens particularly, are matters long thought the special province of the federal government."

A federal judge blocked the law after the Biden administration sued, but the New Orleans-based 5th U.S. Circuit Court of Appeals said in a brief order that it could go into effect March 10 if the Supreme Court declined to intervene. The appeals court has not yet decided whether to grant the federal government's request to block the law.

On March 4, Justice Samuel Alito issued a temporary freeze on the law to give the Supreme Court time to consider the federal government’s request.

Solicitor General Elizabeth Prelogar said in court papers that the law is “flatly inconsistent” with Supreme Court precedent dating back 100 years.

“Those decisions recognize that the authority to admit and remove noncitizens is a core responsibility of the national government, and that where Congress has enacted a law addressing those issues, state law is preempted,” she wrote.

The appeals court, Prelogar added, did not explain its reasoning for allowing the law to go into effect.

She dismissed Texas’ argument that its law can be defended on the basis that the state is effectively battling an invasion at the border under the State War Clause of the Constitution. The provision says states cannot “engage in war, unless actually invaded” or in imminent danger.

“A surge of unauthorized immigration plainly is not an invasion within the meaning of the State War Clause,” Prelogar wrote.

Defending the law, Texas Attorney General Ken Paxton said in court papers that the measure complements federal law and the state should be allowed to enforce it.

The Constitution “recognizes that Texas has the sovereign right to defend itself from violent transnational cartels that flood the state with fentanyl, weapons, and all manner of brutality,” he added.

Texas is “the nation’s first-line defense against transnational violence and has been forced to deal with the deadly consequences of the federal government’s inability or unwillingness to protect the border,” Paxton said.

The city of El Paso and two immigrant rights groups, Las Americas Immigrant Advocacy Center and American Gateways, have also challenged the law and filed their own emergency request at the Supreme Court.

In 2012, the Supreme Court invalidated provisions of a tough immigration law enacted in Arizona. Only two of the justices who were in the majority in that case are still on the court: Chief Justice John Roberts and Sotomayor.

Lawrence Hurley covers the Supreme Court for NBC News.