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Watch: 90m Lürssen superyacht Ice collides into 31m Numarine yacht in Turkey

The 90.1-metre Lürssen superyacht Ice has collided with the 31.1-metre Numarine yacht A.Mey in Yalıkavak, Turkey.

Dramatic footage taken of the incident shows Ice 's bow strike A.Mey with enough force to turn the yacht. The extent of damage is unknown but A.Mey 's aft section appears to be badly damaged. The yacht was anchored when the collision took place, with 12 people on board at the time. No injuries have been reported.

View this post on Instagram A post shared by Kevin Koenig (@theyachtfella)

Ice was delivered by the German shipyard in 2005 to a design by Tim Heywood . According to BOATPro , she was most recently listed for sale in 2023. Her last known asking price of €100,000,000 made her one of the most expensive yachts for sale at the time, with highlights that include a large helipad and five bathtubs carved from solid limestone. She won Motor Yacht of the Year at the 2006 World Superyacht Awards .

Delivered in 2007, A.Mey belongs to Numarine's 102 RPH series with exterior design owed to Tommaso Spadolini .

BOAT International will update the story as it develops.

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Bente 28 : Kleine Yacht für große Erwartungen – der komplette Test

Michael Good

 ·  27.01.2023

Die kleine, smarte Bente 24, um eine Nummer vergrößert, mit mehr Platz an und vor allem auch unter Deck – darauf mögen viele Fans des Bootes mit der orangefarbenen Kappe gewartet haben, mussten sich allerdings lange gedulden. Nach der ersten Projektankündigung im Frühjahr 2019 ist es nun aber so weit: Die neue Bente 28 ist da, schwimmt und segelt. Für den Verzug sind Corona sowie eine bewegte Firmengeschichte verantwortlich.

Bente 24 als Vorbild für die Bente 28

2014 sorgt die Vorstellung der Bente 24 für Furore in der Szene. Der neue Kleinkreuzer ist, befeuert durch bis dato in der Segelszene ungekannte Lautstärke in den sozialen Medien, in aller Munde – ein simples, innovatives, buntes und auch preislich attraktives Konzept für Junge, Junggebliebene und Neueinsteiger. Die Bente 24 verbreitet sich in Windeseile, etwa 120 Boote kann die Werft in kurzer Zeit bauen und verkaufen.

• Zum Test und Video der Bente 24

Doch es sollte nicht so weitergehen. Vom Erfolg beflügelt, wird die Marke rasch weiterentwickelt, einstweilen mit einer großen Bente 39, aber auch mit Plänen für einen massenmarkttauglichen Kompaktkreuzer unter der Bezeichnung Bente 28.

• Zum Test und Video der Bente 39

Dann das jähe und bittere Aus: Eingeholt von den zu hohen Entwicklungskosten für die neuen Modelle, schliddert die Marke in finanzielle Schwierigkeiten und muss im Frühjahr 2020 Insolvenz anmelden . Drei Monate später bereits kommt die Rettung für die Marke Bente . Ultramarin Meichle + Mohr in Kressbronn, Hafenbetreiber und Bente-Händler am Bodensee, kauft die Marken- und Firmenrechte und richtet die Produktion neu ein. Die erfolgreiche Bente 24 kann damit weiter gebaut werden, die große 39er auch. Und das Projekt Bente 28 bekommt nochmals frischen Wind unter die Flügel.

Meistgelesene Artikel

Von Anfang an treuer Begleiter und umtriebiger Mitentwickler der Marke Bente ist Christian Daum. Als Markenchef in Diensten der neuen Eigentümer am Bodensee kümmert er sich seit zwei Jahren intensiv um die Fertigstellung der Bente 28. Das Büro Judel/Vrolijk & Co in Bremerhaven überarbeitet dafür nochmals die eigenen Baupläne, dies in einer engen Anlehnung an das Konzept der kleinen Schwester. Gebaut wird die Bente 28 komplett beim Zulieferbetrieb Yacht Service im polnischen Stettin. Auch die 24er und die 39er werden dort schon immer gefertigt.

Die neue Bente 28

Zwischen der 24 und der 28 liegen 1,10 Meter mehr Rumpflänge, allerdings nur 24 Zentimeter mehr Breite. Damit sind die Linien der Bente 28 gestreckter als diejenigen ihrer kleinen Schwester. Auffällig aber auch: Das neue Schiff ist vor allem im Bugbereich deutlich voluminöser geworden. Dazu fällt der Steven leicht negativ ab, und es gibt am Bug einen ausgeprägt weiten Überhang bis zur Wasserlinie in neutraler Schwimmlage. Die Optik erinnert ein wenig an die jüngsten Konstruktionen für die Hochsee-Rennyachten der Class 40 oder Imoca 60. Dieser Eindruck wird verstärkt durch das eingezogene Deck mit der markanten Fase im Übergang zum Rumpf.

Die Bente 28 ist weder ein echtes Sportboot noch ein ausgewiesener Racer. Sie segelt aber ordentlich und hat Potenzial

Nicht nur für das Auge ist die Konstruktion spannend. Wichtiger sind die formbedingten Vorteile zugunsten der Segeleigenschaften. Schon im Hafen fällt die sehr steife Schwimmlage auf. Selbst wenn zwei Menschen seitlich auf dem Laufdeck stehen, bleibt Krängung nahezu aus. Die recht tief gezogenen und hart abgesetzten Kimmkanten in Verbindung mit dem flachen Spant am Heck zeigen Wirkung.

Dies bestätigt sich dann auch unterwegs. Als erstes Segelmagazin geht die YACHT schon kurz nach Eintreffen des fertigen Prototyps an Bord. Und hat Glück. Trotz Hochdrucklage bietet der Bodensee vor Langenargen für den Test ordentliche Bedingungen mit Wind um acht Knoten (3 Beaufort). Hart am Wind schafft es die Bente auf 5,3 Knoten im Mittel auf einem Kurs von weniger als 45 Grad zur wahren Windrichtung. Sie segelt steif, aufrecht und mit viel Kurstreue. Temperamentvoll zeigt sich die Yacht auf Raumwindkursen, zunächst mit Code Zero, später mit Gennaker. Mit halbem Wind sind 6,5 Knoten problemlos drin, zwischendurch zeigt die Logge sogar mal kurz über sieben Knoten Speed. Ein voluminöses Tourenboot wie die Bente 28, das mit einem Gewicht von 3,2 Tonnen nicht gerade zu den ausgewiesenen Leichtgewichten zählt, braucht sich mit diesen Leistungsdaten keineswegs zu verstecken.

Anders als die Bente 24 mit ihrem angehängten Einzelruder, verfügt die Bente 28 über zwei Ruderblätter, die unter das Heck gebaut sind. Die beiden nicht sehr großen Steuerflossen geben dem Steuermann eine sehr direkte Rückmeldung auf die Pinne, was es einfach macht, das Boot optimal und schnell zu steuern. Allerdings ist der Hebel der stark nach oben gekröpften Pinne recht kurz, was den Druck bei Kursänderungen erhöht, das kann in den Manövern etwas störend sein. Den Gusseisen-Kiel in T-Form gibt es mit zwei Tiefgängen 1,65 Meter (Standard) und 1,95 Meter (Performance). Eine Lösung für einen variablen Tiefgang, etwa mit Hub- oder Schwenkkiel, ist als Alternative derzeit nicht vorgesehen. Bente Yachts will sich aber überlegen, entsprechende Systeme für Flachwasser-Reviere und für einen einfachen Transport als Alternative in der Zukunft anzubieten.

Wer gern einhand segelt, hat mit der Bente 28 keine Mühe. Dafür wird es mit drei Personen im Cockpit schon eng

Das Handling ist einfach und gut. Dafür sind die Fallen und Schoten ins Cockpit zurückgeführt und werden über zwei Winschen auf dem Süll bedient. Der Platz im Cockpit wird aber einerseits durch die Pinnensteuerung und andererseits durch die Führung der Großschot auf das Podest in der Mitte der Plicht etwas eingeschränkt. Mit einer dreiköpfigen Mannschaft wird es hier bereits recht eng, und man muss sich in den Manövern die Ellenbogenfreiheit erarbeiten. Einfacher haben es dagegen Segler, die oft allein unterwegs sind. Mit der Pinne zwischen den Beinen lassen sich alle Manöver einhand leicht bewerkstelligen, auch ohne Selbstwendefock oder Autopilot. Am Wind sitzen Steuermann und Mitsegler am besten hochbords auf Süll und Laufdeck. Einen guten Halt bei Krängung geben dabei Hohlkehlen in den Sitzduchten als willkommene Fußrasten.

Auch die Bente 28 hat den markanten Dodger

Unverkennbares Bente-Markenzeichen ist der wuchtige und nahezu vollständig verglaste Dodger über dem Niedergang, dazu der Targabügel, der nicht zwingend wie beim Testschiff knallig orange sein muss, sondern in verschiedenen Farben erhältlich ist. Die markante Haube hat nicht nur optische Besonderheit, sondern bündelt zudem viele funktionale Vorteile, zum Beispiel für ein geschütztes Sitzen im Cockpit bei Regen und Wind. Der wesentlichste Vorteil des Dodgers tritt aber unter Deck in Erscheinung. Das gewölbte Glasdach ermöglicht im hinteren Salonbereich beim Niedergang eine volle Stehhöhe von über zwei Metern. In der abgetrennten Nasszelle sowie im Bereich der Pantry liegen die Werte knapp darunter. So ein Komfort ist für ein Boot dieser Größe schon sehr ungewöhnlich.

Generell ist das Interieur sehr schön gebaut, nahezu makellos. Perfekte Oberflächen, stimmige Spaltmaße sowie verschliffene und versiegelte Sperrholzkomponenten lassen Ärgernisse außen vor. Sichtbares Holz ist unter Deck generell Mangelware und auf Umleimer, Randleisten und Bodenbretter reduziert. Die Verarbeitung stimmt aber auch hier.

Was innen jedoch fehlt, sind funktionale Stauräume in Form von Schapps, Kästen oder Schubladen. Unter den Bänken im Salon sowie unter den Kojenbrettern im Vorschiff und achtern gibt es zwar viele und große Fächer, wo auch sperrige Sachen Platz haben, allerdings sind diese nicht leicht zugänglich. Die Ausnahme macht die vergleichsweise große Pantry mit vielen und sehr gut nutzbaren Stauräumen für Küchenutensilien, Geschirr und Proviant. Und hinter der abgeschotteten Nasszelle findet sich ein geräumiger Stauschrank für Gegenstände aller Art, zum Beispiel auch für Rettungswesten oder Ölzeug.

Die verschiedenen Versionen der Bente 28

Wer sich für die Bente 28 interessiert, muss sich zunächst für eine Ausführung entscheiden. Für Einsteiger mit einem schmalen Budget gibt es das Boot in der sehr einfach spezifizierten Standard-Version für einen guten und auch im Vergleich mit der Konkurrenz fairen Preis von 129.900 Euro brutto, mit einem einfachen Satz Dacron-Segel (Groß und Genua). In dieser Basis-Ausführung ist die Yacht zwar so weit segelklar, kommt aber ganz ohne Annehmlichkeiten für den Innenausbau und mit einer stark reduzierten Decksausstattung, auch qualitativ.

Die wesentlich bessere und umfangreicher bestückte Ausführung ist die Bente 28 Edition. In dieser kompletten Version kostet das Boot 164.900 Euro und damit 35.000 Euro mehr als das Standard-Boot. Dafür bekommen die Käufer ein vollständig tourentaugliches Paket. Dazu wird das Boot beispielsweise mit einem Carbon-Bugspriet und Gennaker, besseren Segeln mit Lazy-Bag, größeren und selbstholenden Winschen, Harken-Beschlägen, einer Rollreff-Genua und einem Traveller auf dem Achterdeck bestückt. Auch ein Induktionsherd in der Pantry, ein Salontisch mit abklappbaren Flügeln oder die hochglänzenden Innenschalen als Seitenverkleidungen gibt es nur im Edition-Paket, dazu freie Wahl bezüglich Farben und Materialien für den Ausbau. Das Testschiff, der Prototyp, entspricht der Ausführung Edition.

Bente Yachts plant, die neue 28er im Januar 2023 als Weltpremiere auf der boot in Düsseldorf zu präsentieren. Das smarte, spannende und insgesamt auch sehr stimmige Paket mit dem angemessenen Preis wird dort auf großes Interesse stoßen.

Ob die neue Bente allerdings an den großen Erfolg ihrer kleinen Schwester anknüpfen kann, wird sich erst noch zeigen müssen. Eine gute Grundlage dafür ist geschaffen, aber die Konkurrenz ist groß.

Die Bente 28 im Detail

Technische Daten

• CE-Entwurfskategorie B
• Rumpflänge 8,65 m
• Wasserlinienlänge 7,83 m
• Breite 2,99 m
• Tiefgang/alternativ 1,65/1,95 m
• Masthöhe über WL 13,50 m
• Theor. Rumpfgeschwindigk. 6,8 kn
• Gewicht 3,2 t
• Ballast/-anteil 995 kg/31 %
• Großsegel 33,2 m²
• Rollgenua (108 %) 22,0 m²
• Gennaker 75,0 m²
• Maschine (Volvo P.) 9 kW/13 PS
• Kraftstofftank (PVC) 60 l
• Frischwassertanks (Sack) 55 l
• Fäkalientank (PVC) 40 l

Rumpf- u. Decks­bauweise

GFK-Sandwich mit E-Glass und Schaumkern, laminiert in Handauflage. Als Option (Paket Edition) wird der Rumpf im Vakuum-Infusionsverfahren hergestellt. Als Laminierharz kommt Polyester zur Anwendung. T-Kiel aus Gusseisen

Rigg und Segel

Alurigg mit zwei Salingen vom Hersteller Seldén. Im Lieferumfang ist ein einfacher Satz Dacron-Segel (Groß und Genua) enthalten. Den ausziehbaren Bugspriet aus Kohlefaser gibt es nur als Option

Motorisierung

Standard ist der kleinste Zweizylinder-Dieselmotor von Volvo Penta (D1-13) mit Saildrive und Zwei- Blatt-Faltpropeller. Alternativ kann man das Boot auch mit einem Elektro-Podmotor von Torqeedo bekommen. Aufpreis ca. 5.800 Euro

Ausstattung und Preise

• Grundpreis ab Werft 129.900 €
• Preis segelfertig 137.825 €
• Garantie/gegen Osmose 2/2 Jahre
• Bente Yachts, Meichle + Mohr GmbH, 88079 Kressbronn-Gohren
• www.benteyachts.com
• Vertrieb Händlernetz

YACHT-Bewertung

Das erfolgreiche Bente-Konzept geht in eine weitere Runde. Die neue Bente 28 präsentiert sich als stimmiges, funktionales Gesamtpaket und kann auch unter Segeln überzeugen

Konstruktion und Konzept

• + Modernes, ideenreiches Konzept
• + Verglaster Dodger
• - Wenig Platz im Cockpit

Segelleistung und Trimm

• + Segelt ausgewogen und steif
• + Perfekt einhandtauglich
• + Leistungsstarker Segelplan

Wohnen und Ausbauqualität

• + Stehhöhe in Salon und WC
• + Sehr funktionale Pantry
• - Kästen und Schapps fehlen

Ausrüstung und Technik

• + Elektroantrieb als Alternative
• + Ausfahrbarer Bugspriet
• - Sehr kurze Pinne

Mehr zu 28-Fuß-Yachten:

• Die Top 20 der 28-Fuß Yachten auf dem Gebrauchtbootmarkt
• Die Top 20 aktuellen Tourenschiffe unter neun Metern

VERTRAGSHÄNDLER

Meichle + mohr gmbh.

Im Wassersportzentrum 10, D- 88079 Kressborn-Gohren

+49 (0) 7593 9660-0

Meistgelesen in der Rubrik Yachten

Yachting World

• Digital Edition

Smallest boats: The bonkers world of Microyacht adventures

• Elaine Bunting
• November 28, 2022

What are the smallest boats sailors consider for crossing and ocean? For ‘microyacht’ voyagers, there's no limit. Elaine Bunting finds out why they put to sea in tiny vessels

Often the smallest boats to cross oceans look much like a child’s crayon picture of a little boat on a big sea, certainly Yann Quenet’s Baluchon does. Baluchon is only 13ft 1in (4m long), with one simple sail and a stubby, blunt-nosed hull painted cherry red and ice cream white.

Baluchon is no toy, though. When Quenet sailed it back to Brittany in August, he had fulfilled his childhood ambition of circumnavigating in a tiny boat. Its simple appearance is emblematic of his philosophy. “I have loved little boats since I was a child,” he says, “and I am still a child at heart. Sailing round the world on a little boat is something I have dreamed about since I was a teenager.”

Quenet, now 51, has dedicated much of his adult life to designing, building and sailing microyachts. Whereas most of us progress in incrementally larger boats, Quenet’s craft have always been minuscule. He has created numerous self-build designs for plywood construction from a 9m gaffer to a 5m trimaran and a 6.5m gaff yawl (see them at boat-et-koad.com ).

In 2015, Quenet attempted to cross the Atlantic in a 14ft 1in (4.3m) plywood scow, but it capsized in a storm off the coast of Spain and he was rescued by a ship. After that experience he resolved to come up with a bulletproof self-righting microyacht suitable for ocean sailing, and went back to the drawing board.

His solution was a pram-style design that could be built in plywood in under 4,000 hours and would cost no more than €4,000. Baluchon is the result, a tiny boat to be sailed by one person for up to six weeks at a time and resilient enough to take anything the oceans throw at it.

Yann Quenet’s 4m long Baluchon

Smallest boats getting smaller

The history of sailing across oceans in the smallest boats is a surprisingly long one. With a few exceptions (of which more later), it is not about breaking records. This is about stripping away everything complex and extraneous – including other people.

One of the most famous small boat voyages was nearly 70 years ago when Patrick Elam and Colin Mudie made several ocean passages in Sopranino , which was only 17ft 9in (5.4m) on the waterline. Elam observed: “I would not pretend that Sopranino is the optimum size. At sea she is near perfect, but could with advantage be a few inches longer to give a slightly bigger cockpit and a separate stowage for wet oilskins below. In harbour, she is too small (for comfort) and too delicate and vulnerable.”

Also in the 1950s, John Guzzwell consulted Jack Giles about the smallest boat practical to sail around the world and Giles drew the 20ft 6in (6.2m) Trekka , which Guzzwell built and circumnavigated in twice. Smaller still was Shane Acton’s 18ft 4in (5.5m) Shrimpy , a Robert Tucker design which he sailed round the world in 1972 despite having very little sailing experience when he left.

Tom McNally planned to retake his small-boat Atlantic crossing record in Big C. Photo: Ajax News

In 1987, Serge Testa beat that by sailing round the world in his self-designed 11ft 10in (3.6m) aluminium sloop, Acrohc Australis . He broke the record for the smallest yacht to be sailed round the world, one that is still standing 35 years later.

This feat, together with Acton’s well-publicised voyages in the 1970s, ignited a lasting interest in small boat or microyacht voyages. Money is usually a factor in the choice of such small craft but overlaid by a streak of determined romanticism, the almost spiritual challenge of sailing a nutshell craft across a vast ocean.

Yann Quenet is not alone in creating self-build plans for aspiring micro-voyagers. New Zealander John Welsford also specialises in small boats such as the 18ft (5.5m) junk-rigged Swaggie – ‘a mighty, miniature long range cruiser’ – and a sturdy oceangoing 21ft (6.5m) gaff cutter, Sundowner (see jwboatdesigns.co.nz ).

As with Quenet’s little boats, Welsford’s designs are for plywood construction. The plans, he says, are detailed for “real beginners with very basic woodworking skills and a good attitude… the other skills will come as the project progresses.”

In his thinking, people can experience a deep sense of escape even through the process of building such a boat. “I anticipate a lot of builders will be people who find themselves trapped in a soulless desk job which condemns them to commuting for hours in heavy traffic, living in a thin-walled and crowded apartment and dreaming with longing of the freedom of the seas, golden sands and warm breezes.”

John Guzzwell’s Trekka. Photo: Historic Images/Alamy

Perhaps unsurprisingly the small boat community attracts a mixture of adventurers, inventors, idealists and eccentrics. One of the less successful was the self-styled ‘Admiral Dinghy’, a former Hollywood B-movie star and retired dance teacher from the US whose longtime aim was to sail round the world in a 9ft 11in (3m) boat. He had scant ocean sailing experience and no money. He’d been building and tinkering with his tiny junk-rigged boat since 1975 and began preparing for a circumnavigation in earnest in 2009. But he had problems with his boat, never went offshore and has since vanished from the radar.

A small boat living legend

A mixture of naïve courage and inexperience appears characteristic of many of the smallest boat sailors. It’s easy to imagine a dichotomy at the heart of it: many of the ideas could be perilous in hands of someone inexperienced, yet how many seasoned sailors would contemplate voyaging in a tiny craft?

Someone who has, numerous times, is Sven Yrvind. A Swedish sailor and boatbuilder, now aged 83, he has been designing and sailing tiny yachts for more than 60 years. He built his first tiny open boat in 1962, and decades of experimentation and voyaging followed.

In 1969, he built a 15ft 7in (4.2m) boat and sailed to Ireland. In 1971, he built his first Bris (or Breeze) in his mother’s basement, its size dictated by the dimensions of the cellar and the door it would have to be taken out through. He sailed this 19ft 8in (6m) cold moulded epoxy double-ender across the Atlantic seven times in four years and went as far as Argentina and Tristan da Cunha. (I highly recommend reading his fascinating and entertaining account at yrvind.com/my-life-texts ).

Yann Quenet completed a three-year world tour on his 4m Baluchon. Photo: Damien Meyer/AFP/Getty

In his next boat, the 15ft 9in (5.9m) Bris II , he went much further, sailing south to the Falkland Islands in 1980, before rounding Cape Horn and going north to Chile.

Over the decades, Yrvind (his birth surname was Lundin but he changed it to the Swedish term for a turbulent wind) has continually experimented with tiny yachts. In 1986, he built a 15ft 8in (5.76m) double-ender and sailed it to Newfoundland. In his most recent boat, Exlex (Outlaw), he sailed to the Azores in 2018, and in 2020 from Norway to the Azores and Madeira, returning to Ireland, a voyage of 150 days.

Right now, he is working on Exlex Minor , a glassfibre sailing canoe design of 20ft 4in (6.2m) which he intends to sail round Cape Horn to Valdivia in Chile. This new boat has twin keels and 12m2 of canvas split between three square sails on freestanding masts.

His food, water and all his possessions for up to 150 days at sea amount to around 1 tonne. He stores 111 litres of water on board as he “doesn’t trust desalinators. They can break down.” At sea, his diet is a simple mix of oatmeal and almond flour – “like muesli” – and sardines. “I eat the same every day,” he says, “and at lunchtime, not any other time.”

“I am a health nut. I believe in running and eating once a day for a long life.”

small-boat sailing legend Sven Yrvind. Photo: Jonathan Nackstrand/AFP/Getty

Yrvind’s way of life divides opinion. Many casual followers think his choice of yacht slightly mad, but the tiny boat community reveres him as a living legend. To him, it just makes plain sense. “My boats are very functional. If you go back to old magazines from the 1950s and 1960s, boats were not much bigger. Back then, a 30ft boat was quite a decent size. The Hiscocks sailed twice round the world in such a boat. Now 40ft is too small; it must be 50ft.

“And what is big enough? With a small boat, you don’t have a lot of problems with money. You go back to first principles. You also have a boat you can tow behind a car. I have been doing that down to France and Ireland. Or you can put it in a container. So small boats are really handy.”

Yrvind in his 15ft 8in Exlex. Photo: Jonathan Nackstrand/AFP/Getty

No room to stretch out

Smaller even than Sven Yrvind’s vessels are the record breakers’ boats, no bigger than a bathtub.

For many years, the record for the smallest yacht to cross the Atlantic was held by Hugo Vihlen, a former Korean War fighter pilot and Delta Airlines captain from Florida. In 1968, he crossed from west to east in the 5ft 11in April Fool . In 1993, his record was broken by Tom McNally, a fine arts lecturer from Liverpool, in his 5ft 4 1/2in (1.6m) Vera Hugh .

That prompted Vihlen, then aged 61, to go back out a few months later to recapture his record in Father’s Day , which was half an inch shorter than Vera Hugh . Vihlen crossed from Newfoundland to Falmouth in 105 days.

Andrew Bedwell intends to take former record holder Tom McNally’s modified 1.1m Big C to a new Atlantic record. Photo: Paul Larkin Photography

Not to be outdone, McNally designed and built an even smaller boat for the record, the 3ft 10in (1.1m) Big C . His plans were shattered when he was diagnosed with kidney cancer and he was unable to sail it before he died in 2017.

Next year, British sailor Andrew Bedwell hopes to break Vihlen’s 30-year record. As a sailmaker and experienced sailor, he knows exactly what he is getting into. Bedwell has previously sailed a Mini 6.50 to the Arctic and been round Britain in a Class 40 .

In 2018 he started reading up about small boats. “I had always had an interest in unusual challenges and things that were raw. I saw these boats and was amazed by them, and I started designing a vessel.”

He contacted Tom McNally’s daughter and was amazed to learn that Big C was still lying in her garden. “It had never been in the water, or fitted out. Sails had been made for it, but they had never been used.”

Lorraine McNally agreed to sell, and Bedwell worked out how he could modify it for him to sail across the Atlantic. He calculates that it will take him around 60-80 days to cover the 1,900 miles from Newfoundland to the Lizard, sailing at an average of 2.5 knots. It has twin headsails set on one furler, and external floats, or pods, that make it behave a little like a trimaran when heeled. Freeboard is only 35cm and “she really does bob like a cork”, Bedwell says.

The boat is so tiny he cannot stretch out in it. “When in there I have to sit. It is dead flat in the bottom and in calm conditions I can just about get into a foetal position – and I mean just. I’ve modified the hull so my hip can just fit into a recess.”

Big C is a tight squeeze for British sailor Andrew Bedwell, and he could spend up to 80 days in it crossing the Atlantic from Newfoundland to the Lizard.

With the hatch fully shut the boat is watertight and airtight, but has only 40 minutes’ worth of air, so Bedwell is making two rotating air scoops at the bow.

When conditions allow, he might be able to stand up, or even go for a swim, but mainly “there is very little you can do with the lower body at all.”

Muscle wastage will be a major issue. To offset this at least partially, Bedwell will use a manual desalinator to make water. “We looked at putting in a generator to pedal but there isn’t space.”

His rationed food will amount to only 1,000 calories a day, “so I will lose weight and muscle mass, but I want a slow, slow decline.”

The food will all be the same. “It is a protein food similar to Shackleton’s pemmican, a clever nutritional bar made of fat and protein, salt and honey, with a little bit of paracetamol to thin the blood and ascorbic acid to preserve it and prevent scurvy,” he explains. “I will eat that for at least a month before I go, to get used to it.”

All 12 of the boat’s watertight compartments will be filled with it. “It will be moulded in bags and pushed into the hull. I will take food from the external pods to start with and work inwards, so increasing stability as we go.”

Italian skipper Alessandro Di Benedetto returns to Les Sables d’Olonne in 2010 after a non-stop circumnavigation with his 21ft Mini Transat 6.50. Photo: Charly Triballeau/AFP/Getty

Bedwell’s planning sounds scrupulous. But… isn’t it the definition of suffering?

“Yes, very close to it,” he replies cheerfully. “If you said you were going to do this to prisoners, you wouldn’t be allowed to, it’d be against human rights.

“There’s not going to be any comfort in it whatsoever. Food and navigation equipment are the absolute keys. There’ll be no changes of clothes, for example, as there’s no room. It’s so tight. I can use some water to wash but it will be a flannel wash. l’ll do what I can to prevent saltwater sores but there’s not going to be any soap.”

When close to the finish of one of his voyages, Tom McNally was hit by a ferry. The hull of his boat split and he had to be fished out of the water almost by the seat of his pants. Bedwell says: “If I’m hit by a tanker I’m not going to survive that, but tech has changed. Tom didn’t have AIS but we have a standalone Class B transponder as well as a VHF with AIS receiver . I have a masthead light – the boat is so short it doesn’t need to be a tricolour.”

Bedwell says: “Planning this keeps your mind completely occupied as every single little detail has to be completely thought through.” He rejects any suggestion that he is ‘making a bid’ for the record or similar phraseology. “I am not attempting it. I’m doing it. My theory is if I’m just trying, I’m not really pushing myself.”

Matt Kent’s 2017 solo Atlantic crossing attempt in the 42in Undaunted ended in failure.

Smallest boats, smallest problems

The micro-voyagers seem to share a different way of looking at the world, a can-do attitude galvanised by their repudiations.

“Human beings are very adaptable,” says Sven Yrvind. “Lawrence of Arabia lived simply in the desert and said wine takes away the taste of water. It is the same with comfort. It depends on your mindset and how you think, how you look at life. Some people go on holiday on bicycles and put up a tent. Some want a car and a caravan. I think when they get back the man with the bicycle is happier and has more to think about.”

“You can get spoilt,” he argues. “If you get something without fighting for it, you’re not so happy when you get it.”

Returning after 31,000 miles and 360 days under sail in his little yacht, Yann Quenet insists that a small boat is the best. “Small boat equals small problems. When there is no engine, there is nothing to go wrong, just a simple boat that is simple to sail.”

Andrew Bedwell explains how he gradually dismissed fripperies. “I’d had plusher boats, but hated it – all the cushions and wiring hidden behind panels. It’s just not me. I kept coming back to the simple things.” Like Sven Yrvind and Yann Quenet, he made the realisation that his sense of achievement might be in inverse proportion to boat size.

When people ask now about what he is doing with Big C , he tells them, without a hint of irony: “Everyone is different. I need something really big.”

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Founded in 2003

Timmerman Yachts is a Russian builder of quality luxury motor yachts. Based in Moscow, it is owned by a group of Dutch and Russian investors and operates out of Moscow Shipyard. Several noted naval architecture and yacht design firms are involved with Timmerman, including Vripack, Guido de Groot Design, Ginton Naval Architects, Jon Bannenberg Ltd., and Francis Design Ltd.

Founded in 2003, the company was named for 17th century Dutch boat builder Franz Timmerman who brought Dutch boat manufacturing techniques to Russia and co-founded the Russian navy. Timmerman Yachts has more than 1,000 employees working at the Moscow Shipyard.

Timmerman has delivered a number of semi-custom luxury yachts between 26-47 metres in length, including TM26 and Timmerman FD-51, designed by Francis Design Ltd. Other notable Timmerman yachts include Victoria M, Alexandra (now Latitude) and Olsten 125′.

One of the 10 largest yacht builders in the world, Timmerman is focused on building high-quality luxury yachts at more competitive prices. Its Russian-Dutch partnership provides great yacht-building capabilities. Timmerman builds yacht to the highest standards and holds DNV, MCA and Russian River Register certification. The company reportedly has more than a dozen yachts in some phase of construction.

Yachts built by Timmerman

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Das letzte Foto der „Bayesian“ – Bilder des tragischen Yacht-Unglücks vor Italien

Stand: 03.09.2024, 19:00 Uhr

Von: Moritz Bletzinger

Ein Unwetter in Italien brachte die Luxus-Yacht zum Kentern. Es gibt sechs Tote, eine Person wird ermisst. Die Fotos des Dramas um die „Bayesian“.

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• Verbraucher

Das letzte Foto der „Bayesian“ – Bilder des tragischen Yacht-Unglücks vor Italien

Stand: 03.09.2024, 19:00 Uhr

Von: Moritz Bletzinger

Ein Unwetter in Italien brachte die Luxus-Yacht zum Kentern. Es gibt sechs Tote, eine Person wird ermisst. Die Fotos des Dramas um die „Bayesian“.

Auch interessant

Masterpiece Story: Sailboats by Lyonel Feninger

James W Singer 28 May 2023 min Read

Lyonel Feininger, Sailboats , 1929, Detroit Institute of Arts, Detroit, MI, USA. Detail.

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Cubism – the word instantly evokes images of Picasso and his figures with multiple noses. However, there is more than just Picasso who excels in this modern style. Lyonel Feininger is one such artist. His Sailboats from 1929 showcases the excitement of the Cubist style as well as the energy of the Jazz Age. It is almost as if Picasso decided to go boating. All aboard!

Lyonel Feininger was an American artist who lived and worked in Germany for most of his life. He was the first teacher at the famous Bauhaus School when it opened in 1919, and he taught alongside Paul Klee and Wassily Kandinsky . Feininger was a follower of Precisionism, a form of Cubism , which is sometimes referred to as Synthetic Cubism. Sailboats includes Cubist shapes but has a more romantic, colorful and decorative rendering. Feininger brought warmth into his pieces which contrasted with the more austere styles of other Bauhaus artists.

Lyonel Feininger studied in Paris prior to teaching at the Bauhaus School in Weimar. In France he met artist Robert Delaunay who probably influenced Feininger with his French Orphist ideas of vibrant colors, warm hues, and sharp lines. Feininger fused these Orphist characteristics with Cubist ideas of reduction, fragmentation, and geometric shapes.

Feininger’s style, as seen in Sailboats , is one of the instantly recognizable subjects, cut into sharply delineated planes of great slanted triangles. His planes are like triangular cut pieces of glass. They are sharp, precise, and transparent. This triangular fragmentation would later become Feininger’s signature style and would differentiate him from other followers of Precisionism/Synthetic Cubism.

Lyonel Feininger was the only faculty member to work at the Bauhaus School for its entire existence from 1919 to 1933. It closed soon after the Nazi party’s rise to power in Germany. Feininger’s paintings were declared inferior by Adolf Hitler and the Nazi party, and he was even showcased in the infamous Degenerate Art Exhibition of 1937. Thankfully, Feininger had already returned to New York in 1936. Otherwise, we can only speculate on the horrors that may have happened to Feininger if he had remained in Nazi Germany.

The Nazi art criticism was clearly unfounded and deranged. Lyonel Feininger’s Sailboats is now recognized as a tour de force of early 20th-century art. It has an invigorating feeling as both sky and sea break into diagonal shards of blue and white. The view is from a low perspective as if we are on a boat ourselves.

Sweeping lines emphasize the sails as the boats race forward. Are we witnessing a regatta? Are we participating in it? Regardless, we are certainly partaking in the beauty and energy of the moment. Lyonel Feininger’s Sailboats is a wonderful addition to the Detroit Institute of Arts . It is blissfully vibrant and buoyantly vivid. It is simply wonderful.

Bibliography

Wendy Beckett, and Patricia Wright, Sister Wendy’s 1000 Masterpieces,  London: Dorling Kindersley Limited, 1999.

Victoria Charles, Joseph Manca, Megan McShane, and Donald Wigal, 1000 Paintings of Genius,  New York, NY: Barnes & Noble Books, 2006.

Helen Gardner, Fred S. Kleiner, and Christin J. Mamiya, Gardner’s Art Through the Ages,  12th ed. Belmont, CA: Thomson Wadsworth, 2005.

“ Lyonel Feininger ”, Union List of Artist Names, Getty Research Institute. Accessed August 16, 2020.

“ Sailboats ”, Collection, Detroit Institute of Arts. Accessed August 16, 2020.

• 20th century
• Lyonel Feininger

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James W Singer

James W. Singer is an art historian and fine art photographer.  He earned a Bachelor of Arts in Art History from the University of Florida. He later moved to Paris, France. He currently writes “Masterpiece” articles for DailyArt Magazine.

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Das letzte Foto der „Bayesian“ – Bilder des tragischen Yacht-Unglücks vor Italien

Stand: 03.09.2024, 19:00 Uhr

Von: Moritz Bletzinger

Ein Unwetter in Italien brachte die Luxus-Yacht zum Kentern. Es gibt sechs Tote, eine Person wird ermisst. Die Fotos des Dramas um die „Bayesian“.

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