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Lightning is a custom motor yacht launched in 2004 by Amels in Makkum, Netherlands and most recently refitted in 2007.

AMELS are masters in the art of modern Dutch high-value yacht building. The yard is the largest superyacht facility in the Netherlands and one of the top superyacht builders in the world. In 2005 AMELS launched the successful LIMITED EDITIONS and delivered the first yacht of the series in 2007. The shipyard also specialises in the build of full-custom superyachts, with the in-construction Project Signature due to become the largest superyacht ever built in the Netherlands upon her scheduled launch in 2025.

Lightning measures 52.00 metres in length, with a max draft of 3.10 metres and a beam of 9.00 metres. She has a gross tonnage of 609 tonnes. She has a deck material of teak.

Lightning has a steel hull with an aluminium superstructure.

Terence Disdale Design is an award-winning design studio responsible for the interior and exterior design of the some of the world’s most significant yachts. Based in the UK, the studio is renowned for producing refreshingly casual yet chic designs.

Lightning also features naval architecture by Amels.

Performance and Capabilities

Lightning has a top speed of 15.00 knots and a cruising speed of 13.00 knots. She is powered by a twin screw propulsion system.

Lightning has a fuel capacity of 117,000 litres, and a water capacity of 17,500 litres.

She also has a range of 5,000 nautical miles.

Accommodation

Lightning accommodates up to 10 guests in 5 cabins. She also houses room for up to 13 crew members.

Other Specifications

Lightning is MCA compliant, her hull NB is 441.

Lightning is a LR class yacht. She flies the flag of the Cayman Islands.

• Yacht Builder Amels View profile
• Naval Architect Amels View profile
• Exterior Designer Terence Disdale View profile
• Interior Designer Terence Disdale View profile

Yacht Specs

Other amels yachts, related news.

Yachting Monthly

• Digital edition

Sailing in lightning: how to keep your yacht safe

• In partnership with Katy Stickland
• July 22, 2022

How much of a concern is a lightning strike to a yacht and what can we do about it? Nigel Calder looks at what makes a full ‘belt and braces’ lightning protection system

Storm clouds gather at Cowes, but what lightning protection system, if any, does your boat have for anchoring or sailing in lightning? Credit: Patrick Eden/Alamy Stock Photo

Most sailors worry about sailing in lightning to some extent, writes Nigel Calder .

After all, going around with a tall metal pole on a flat sea when storm clouds threaten doesn’t seem like the best idea to most of us.

In reality, thunder storms need plenty of energy, driven by the sun, and are much less frequent in northern Europe than in the tropics.

However, high currents passing through resistive conductors generate heat.

Small diameter conductors melt; wooden masts explode; and air gaps that are bridged by an arc start fires.

Sailing in lightning: Lightning is 10 times more likely over land than sea, as the land heats up more than water, providing the stronger convection currents needed to create a charge. Credit: BAE Inc/Alamy Stock Photo

On boats, radio antennas may be vaporised, and metal thru-hulls blown out of the hull, or the surrounding fiberglass melted, with areas of gelcoat blown off.

Wherever you sail, lightning needs to be taken seriously.

Understanding how lightning works, will help you evaluate the risks and make an informed decision about the level of protection you want on your boat and what precautions to take.

Most lightning is what’s called negative lightning, between the lower levels of clouds and the earth. Intermittent pre-discharges occur, ionising the air.

Whereas air is normally a poor electrical conductor, ionised air is an excellent conductor.

These pre-discharges (stepped leaders) are countered by a so-called attachment spark (streamer), which emanates from pointed objects (towers, masts, or lightning rods) that stand out from their surroundings due to their height.

Summer is the season for lightning storms in the UK. Here, one finds early at Instow, Devon. Credit: Terry Matthews/Alamy Stock Photo

This process continues until an attachment spark connects with a stepped leader, creating a lightning channel of ionised air molecules from the cloud to ground.

The main discharge, typically a series of discharges, now takes place through the lightning channel.

Negative lightning bolts are 1 to 2km (0.6 to 1.2 miles) long and have an average current of 20,000A.

Positive lightning bolts are much rarer and they can have currents of up to 300,000A.

Preventing damage when sailing in lightning

A lightning protection system (LPS) is designed to divert lightning energy to ground (in this case the sea), in such a way that no damage occurs to the boat or to people.

Ideally, this also includes protecting a boat’s electrical and electronic systems, but marine electronics are sensitive and this level of protection is hard to achieve.

Lightning protection systems have two key components: First, a mechanism to provide a path with as little resistance as possible that conducts a lightning strike to the water.

This is established with a substantial conductor from an air-terminal to the water.

Components of an external and internal lightning protection system. Credit: Maxine Heath

This part of the LPS is sometimes called external lightning protection.

Second, a mechanism to prevent the development of high voltages on, and voltage differences between, conductive objects on the boat.

This is achieved by connecting all major metal objects on and below deck to the water by an equipotential bonding system.

Without this bonding system high enough voltage differences can arise on a boat to develop dangerous side flashes.

The bonding system can be thought of as internal lightning protection.

Rolling ball concept

Lightning standards, which apply ashore and afloat, define five lightning protection ‘classes’, ranging from Class V (no protection) to Class I.

There are two core parameters: the maximum current the system must be able to withstand, which determines the sizing of various components in the system, and the arrangement and number of the air terminals, aka lightning rods.

Let’s look at the arrangement of the air terminals first. It is best explained by the rolling ball concept.

A lightning strike is initiated by the stepped leaders and attachment sparks connecting to form the lightning channel.

The distance between the stepped leader and the attachment sparks is known as the breakdown distance or striking distance.

If we imagine a ball with a radius equal to the striking distance, and we roll this ball around an object to be protected, the upper points of contact define the possible lightning impact points that need to be protected by air terminals.

Lightning protection theories and classifications rely on a ‘rolling ball’ concept to define requirements, areas of risk and protected areas. Credit: Maxine Heath

The air terminal will theoretically provide a zone of protection from the point at which the terminal connects with the circumference of the rolling ball down to the point at which that circumference touches the water.

The shorter the striking distance, the less the radius of the rolling ball and the smaller the area within the protection zone defined by the circumference of the rolling ball.

The smaller the protection zone, the more air terminals we need. So, we use the shortest striking distance to determine the minimum number and location of air terminals.

Class I protection assumes a rolling ball radius of 20m; Class II assumes a rolling ball radius of 30m.

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Boat building standards are based on a striking distance/rolling ball radius of 30m (Class II).

For masts up to 30m above the waterline, the circumference of the ball from the point at which it contacts the top of the mast down to the water will define the zone of protection.

For masts higher than 30m above the waterline, the ball will contact the mast at 30m and this will define the limit of the zone of protection.

If Class I protection is wanted, the radius of the ball is reduced to 20m, which significantly reduces the zone of protection and, on many larger recreational boats, may theoretically necessitate more than one air terminal.

Protection classes

With most single-masted monohull yachts, an air terminal at the top of the mast is sufficient to protect the entire boat to Class I standards.

The circumference of the rolling ball from the tip of the mast down to the surface of the water does not intercept any part of the hull or rig.

However, someone standing on the fore or aft deck might have the upper part of their body contact the rolling ball, which tells us this is no place to be in a lightning storm.

Some boats have relatively high equipment or platforms over and behind the cockpit.

Protection classes to protect your boat while anchored or sailing in lightning

These fittings and structures may or may not be outside the circumference of the rolling ball.

Once again, this tells us to avoid contact with these structures during a lightning storm.

Ketch, yawl, and schooner rigged boats generally require air terminals on all masts, except when the mizzen is significantly shorter than the main mast.

The external LPS

The external LPS consists of the air terminal, a down conductor, and an earthing system – a lightning grounding terminal.

The down conductor is also known as a primary lightning protection conductor.

All components must be sized to carry the highest lightning peak current corresponding to the protection class chosen.

In particular, the material and cross-sectional area of the air terminal and down conductor must be such that the lightning current does not cause excessive heating.

The air terminal needs to extend a minimum of 150mm above the mast to which it is attached.

A graph depicting NASA’s record of yearly global lightning events. The Congo once recorded more than 450 strikes per km2

It can be a minimum 10mm diameter copper rod, or 13mm diameter aluminum solid rod.

It should have a rounded, rather than a pointed, top end.

VHF antennas are commonly destroyed in a lightning strike.

If an antenna is hit and is not protected by a lightning arrestor at its base, the lightning may enter the boat via the antenna’s coax cable.

A lightning arrestor is inserted in the line between the coax cable and the base of the antenna.

It has a substantial connection to the boat’s grounding system, which, on an aluminum mast, is created by its connection to the mast.

In normal circumstances, the lightning arrestor is nonconductive to ground.

When hit by very high voltages it shorts to ground, in theory causing a lightning strike to bypass the coax – although the effectiveness of such devices is a matter of some dispute.

Down conductors

A down conductor is the electrically conductive connection between an air terminal and the grounding terminal.

For many years, this conductor was required to have a resistance no more than that of a 16mm² copper conductor, but following further research, the down conductor is now required to have a resistance not greater than that of a 20mm² copper conductor.

For Class I protection, 25mm² is needed. This is to minimise heating effects.

Let’s say instead we use a copper conductor with a cross-sectional area of 16mm² and it is hit by a lightning strike with a peak current corresponding to Protection Class IV.

Sailing in lightning: This catamaran relies upon cabling to ground from the shrouds but stainless steel wire is not a good enough conductor. Credit: Wietze van der Laan

The conductor will experience a temperature increase of 56°C. A 16mm² conductor made of stainless steel (for example, rigging ) will reach well over 1,000°C and melt or evaporate.

Shrouds and stays on sailboats should be connected into a LPS only to prevent side flashes.

The cross-sectional area of the metal in aluminum masts on even small sailboats is such that it provides a low enough resistance path to be the down conductor.

Whether deck- or keel-mounted, the mast will require a low resistance path, equivalent to a 25mm² copper conductor, from the base of the mast to the grounding terminal.

Grounding terminal

Metal hulled boats can use the hull as the grounding terminal. All other boats need an adequate mass of underwater metal.

In salt water this needs a minimum area of 0.1m². In fresh water, European standards call for the grounding terminal to be up to 0.25m².

A grounding terminal must be submerged under all operating conditions.

An external lead or iron keel on monohull sailing boats can serve as a grounding terminal.

This owner of this Florida-based yacht decided to keep the keel out of the equation when is came to a grounding plate. High electrical currents don’t like sharp corners, so a grounding plate directly beneath the mast makes for an easier route to ground. Credit: Malcolm Morgan

In the absence of a keel , the cumulative surface area of various underwater components – propellers, metal thru-hulls, rudders – is often more than sufficient to meet the area requirements for a grounding terminal.

However, these can only be considered adequate if they are situated below the air terminal and down conductor and individually have the requisite surface area.

Metal through-hulls do not meet this requirement.

If underwater hardware, such as a keel, is adequate to be used as the grounding terminal, the interconnecting conductor is part of the primary down conductor system and needs to be sized accordingly at 25mm².

Propellers and radio ground plates

Regardless of its size, a propeller is not suitable as a grounding terminal for two reasons.

First, it is very difficult to make the necessary low-resistance electrical connection to the propeller shaft, and second, the primary conductor now runs horizontally through the boat.

The risk of side flashes within the boat, and through the hull to the water is increased.

Sailing in lightning: GRP hull, fairing filler and iron keel will have carried different voltages during the strike – hence this damage

An engine should never be included in the main (primary) conducting path to a grounding terminal.

On modern engines, sensitive electronic controls will be destroyed in a lightning strike, and on all engines, oil in bearings and between gears will create resistance and therefore considerable heat which is likely to result in internal damage.

However, as it is a large conductive object, the engine should be connected to the internal lightning protection system.

Internal lightning protection

On its way to ground, lightning causes considerable voltage differences in adjacent objects – up to hundreds of thousands of volts.

This applies to boats with a functioning external lightning protection system but without internal protection.

Although the lightning has been given a path to ground along which it will cause as little damage as possible, dangerous voltages can be generated elsewhere, resulting in arcing and side flashes, threatening the boat and crew, and destroying electronic equipment.

We prevent these damaging voltage differences from arising by connecting all substantial metal objects on the boat to a common grounding point.

One of the holy grails of marine photography – a direct lightning strike on a yacht’s mast. Credit: Apex

The grounding terminal is also wired to the common grounding point.

By tying all these circuits and objects together we hold them at a common voltage, preventing the build-up of voltage differences between them.

All conductive surfaces that might be touched at the same time, such as a backstay and a steering wheel, need to be held to the same voltage.

If the voltages are the same, there will be no arcing and no side flashes.

The bonding conductors in this internal LPS need to be stranded copper with a minimum size of 16mm².

Note that there can be bonding of the same object for corrosion prevention, lightning protection, and sometimes DC grounding.

We do not need three separate conductors.

Electronic Device Protection

With lightning protection systems, we need to distinguish electric circuit and people protection from device protection.

Even with an internal LPS, high induced voltages may occur on ungrounded conductors (such as DC positive) which will destroy any attached electronics.

A mechanism is needed to short high transient voltages to ground.

This is done with surge protection devices (SPD), also known as transient voltage surge suppressors (TVSS) or lightning arrestors.

Marine-specific SPDs are few in number and domestic models are not suitable for boats

In normal circumstances these devices are non-conductive, but if a specified voltage – the clamping voltage – is exceeded they divert the spike to ground.

There are levels of protection defined in various standards depending on the voltages and currents that can be handled, the speed with which this occurs, and other factors.

This is a highly technical subject for which it is advisable to seek professional support.

Most SPDs are designed for AC circuits.

When it comes to DC circuits there are far fewer choices available to boat owners although there are an increasing number for solar installations that may be appropriate.

There is no such thing as a lightning-proof boat, only a lightning-protected boat, and for this there needs to be a properly installed LPS.

Nigel Calder is a lifelong sailor and author of Boatowner’s Mechanical and Electrical Manual. He is involved in setting standards for leisure boats in the USA

Even so, in a major strike the forces involved are so colossal that no practical measures can be guaranteed to protect sensitive electronic equipment.

For this, protection can be provided with specialised surge protection devices (SPDs).

The chances of a direct lightning strike on a yacht are very small, and the further we are north or south of the equator, the smaller this chance becomes.

It’s likely your chances of receiving a direct lightning strike are very much higher on a golf course than at sea.

‘Bottle brush’-type lightning dissipators are claimed by sellers to make a boat invisible to lightning by bleeding off static electrical charge as it builds up.

The theory rests upon the concept that charged electrons from the surface of the earth can be made to congregate on a metal point, where the physical constraints caused by the geometry of the point will result in electrons being pushed off into the surrounding atmosphere via a ‘lightning dissipator’ that has not just one point, but many points.

It is worth noting that the concept has met with a storm of derision from many leading academics who have argued that the magnitude of the charge that can be dissipated by such a device is insignificant compared to that of both a cloud and individual lightning strikes.

It seems that the viable choices for lightning protection remain the LPS detailed above, your boatbuilder’s chosen system (if any), or taking one’s chances with nothing and the (reasonable) confidence that it’s possible to sail many times round the world with no protection and suffer no direct strikes.

Whichever way you go, it pays to stay off the golf course!

Enjoyed reading Sailing in lightning: how to keep your yacht safe?

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Lightning Superyacht: A Masterpiece of Elegance and Luxury

Setting sail on a dream.

Imagine a world where your dreams unfurl on the open ocean, where the sun-kissed waves beckon, and the scent of adventure fills the air. Now, picture yourself stepping aboard the Lightning superyacht by Lurssen , a vessel that transcends the boundaries of luxury. It’s not just a yacht; it’s the embodiment of opulence and sophistication on the water. Buckle up as we embark on a journey through the world of mega yachts, exploring every facet of the Lightning experience.

The Lürssen Legacy

Lurssen , a name etched in maritime history, stands as a testament to craftsmanship, innovation, and enduring quality. For over a century, this German shipyard has been the driving force behind luxury yacht construction, dating back to its establishment in 1875. The Lightning yacht is but one jewel in the crown of this shipyard’s prestigious legacy, a legacy that continues to redefine elegance and sophistication on the high seas.

Unveiling the Lightning Superyacht

Prepare to be awe-struck as we stand before the Lightning, a colossal mega yacht that stretches an astonishing 140 meters in length. To put it in perspective, this superyacht effortlessly dwarfs the average luxury yacht. Every inch of its design has been meticulously crafted with relentless attention to detail. The Lightning yacht boasts a timeless exterior that marries classic and contemporary elements seamlessly, creating a visual masterpiece that commands attention in every port of call.

Luxurious Living Aboard Lightning Superyacht

Stepping inside the Lightning is like entering a realm where lavishness knows no bounds. It’s a world where every corner mirrors the opulence of the finest luxury hotels and estates. From the lavishly appointed lounges to the sumptuous cabins, this is not merely a yacht; it’s a floating palace designed exclusively for those who demand nothing but the absolute best.

Cutting-Edge Technology

While opulence and elegance define the Lightning’s surface, beneath it lies a world of cutting-edge technology. Advanced navigation systems chart a course through the seas with precision, while state-of-the-art security measures ensure peace of mind. Every aspect of this superyacht has been designed with safety, convenience, and efficiency in mind, ensuring an unparalleled experience for all aboard.

Dining in Style

One of the most enchanting aspects of life aboard the Lightning is the dining experience. The yacht boasts a world-class culinary team that specializes in satisfying even the most discerning palates. Whether you prefer dining al fresco under a blanket of stars or in an elegant onboard restaurant, prepare for a gastronomic journey that will delight your taste buds and leave you craving for more.

Endless Entertainment aboard Lightning Superyacht

While the Lightning provides a haven for gourmet pleasures and relaxation, it also promises an array of entertainment options that rival the finest resorts. From a fully equipped cinema where you can enjoy the latest blockbusters to a decked-out gym and spa, boredom is an impossibility on this mega yacht. Every moment spent on board is an opportunity for indulgence and enjoyment.

Exploring Exotic Destinations

But the Lightning offers more than just a life of luxury within its opulent confines. It opens doors to some of the world’s most exotic and breathtaking destinations. From the crystal-clear waters of the Mediterranean to the stunning islands of the Caribbean, this superyacht transforms the world into your oyster. Each journey is an exploration of paradise, with the Lightning as your opulent vessel of discovery.

The Epitome of Luxury

In every conceivable aspect, the Lightning superyacht by Lürssen stands as the epitome of luxury. Its awe-inspiring design, its array of world-class amenities, and its unwavering commitment to excellence redefines what it means to sail in style. If you’re seeking an unforgettable journey on the high seas, if you yearn to transcend the ordinary and embrace the extraordinary, look no further than the Lightning. It’s not merely a yacht; it’s a lifestyle, an experience, and an expression of pure opulence.

Setting sail on the Lightning superyacht by Lürssen is not just a vacation; it’s a transformative odyssey. It’s the embodiment of luxury, a symbol of craftsmanship and innovation, and a gateway to some of the world’s most enchanting destinations. If you’re prepared to elevate your maritime adventures to new heights, the Lightning awaits.

Experience the Lightning. Experience true luxury.

Lightning superyacht Amenities

The Lightning superyacht by Lürssen offers a wide range of amenities, ensuring that guests enjoy the utmost comfort and luxury during their voyage. While the exact amenities can vary depending on the specific design and layout of the yacht, here is a list of common amenities found on many superyachts:

Luxurious Cabins :

Spacious and beautifully appointed cabins with en-suite bathrooms, often featuring stunning ocean views.

Multiple Lounges and Salons :

Various lounges and salons throughout the yacht, each designed for relaxation, socializing, and enjoying the sea views.

Dining Areas :

Elegant dining areas, both indoors and outdoors, where guests can savor gourmet meals prepared by a professional chef.

Cinema Room :

A dedicated cinema room with a large screen and comfortable seating for enjoying movies and entertainment.

Wellness and Spa Facilities :

A fully equipped gym, spa, and wellness center for fitness and relaxation.

Infinity Pool :

An infinity-edge swimming pool on deck, often with a jacuzzi, providing a perfect spot for a refreshing dip with a view.

Water Toys and Sports Equipment :

A collection of water toys and sports equipment, including jet skis, paddleboards, kayaks, and more for water-based activities.

Tender Garage :

A garage housing tenders (small boats) for shore excursions and water sports.

Sun Decks :

Expansive sun decks with sun loungers and sunbathing areas for soaking up the sun.

Some superyachts feature a helipad, allowing for convenient helicopter arrivals and departures.

Library and Study :

A quiet space with a collection of books and a study area for those seeking a tranquil retreat.

Bar and Cocktail Lounge :

A well-stocked bar and cocktail lounge for socializing and enjoying beverages.

Observation Deck :

An observation deck for taking in panoramic views of the surrounding seascape.

Underwater Lounge :

A unique feature on some superyachts is an underwater lounge, providing a window to the underwater world.

Crew Accommodations :

Comfortable living quarters for the dedicated crew who ensure the smooth operation of the yacht.

Advanced Navigation Systems :

State-of-the-art navigation and communication systems for safe and efficient sailing.

Security Measures :

High-tech security systems and measures to ensure the safety and privacy of guests.

Wi-Fi and Connectivity :

Reliable Wi-Fi and connectivity for staying in touch with the world while at sea.

Environmental Initiatives :

Some yachts incorporate eco-friendly technologies and practices to minimize their environmental impact.

Customization :

Many superyachts offer a high degree of customization, allowing owners to tailor the amenities and layout to their preferences.

Crew positions onboard Lightning Superyacht and explanation

The captain is responsible for the overall operation of the yacht, including navigation, safety, and compliance with maritime regulations. They make strategic decisions regarding the yacht’s route, weather conditions, and guest activities.

First Officer (Chief Mate)

The first officer assists the captain in navigation and vessel management. They often oversee deck operations, including the crew, maintenance, and safety procedures.

The bosun is in charge of maintaining the exterior of the yacht. They oversee deckhands, manage water sports equipment, and ensure the cleanliness and appearance of the exterior spaces.

Deckhands are responsible for various tasks on the exterior of the yacht, such as mooring, anchoring, and maintenance. They assist with water sports activities and guest transportation.

Chief Engineer

The chief engineer manages the yacht’s mechanical and engineering systems, including engines, generators, and electrical systems. They ensure the smooth operation of all machinery.

Assistant Engineer

The assistant engineer supports the chief engineer in maintaining and repairing technical equipment on board. They often work on a rotating shift schedule.

Steward/ess (Purser)

Steward/esses are responsible for guest services, interior maintenance, and housekeeping. They ensure that guest cabins and common areas are immaculate and attend to guest needs.

The chef is responsible for creating gourmet meals tailored to guest preferences and dietary restrictions. They manage the yacht’s galley (kitchen) and often prepare multiple-course meals.

The sous chef assists the head chef in meal preparation, kitchen management, and provisioning.

Interior Crew

These crew members include waitstaff, housekeepers, and laundry personnel. They maintain the interior, serve meals, and attend to guests’ needs.

Chief Steward/ess

The chief steward/ess oversees the interior crew, manages guest services, and ensures that all guest requests are met efficiently.

The purser manages administrative tasks, including guest accounts, crew payroll, and documentation. They often serve as a liaison between the guests and the crew.

Deck Steward/ess

Deck steward/esses assist with both exterior and interior duties, often helping with service during meal times and maintaining outdoor spaces.

Security Officer

On larger yachts, a security officer may be responsible for the safety and security of guests and crew. They monitor security systems and implement safety protocols.

Nurse/Medical Officer

Some superyachts have a medical officer or nurse on board to attend to the health and well-being of guests and crew.

Tender Operator

Crew members responsible for operating tenders and water sports equipment, ensuring safe transportation of guests to and from shore and overseeing water activities.

Entertainment Crew

On yachts with extensive entertainment options, there may be crew members dedicated to managing the cinema, spa, or other recreational facilities.

Some superyachts employ specialty chefs, such as sushi chefs, pastry chefs, or cocktail mixologists, to enhance the dining experience.

Responsible for preparing meals for the crew and ensuring they have nourishing and satisfying food.

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• Digital Edition

Yacht lightning strikes: Why they cause so much damage and how to protect against them

• August 27, 2020

A lightning strike may sound vanishingly unlikely, but their incidence is increasing, and a hit can cause severe damage costing thousands of pounds, as well as putting an end to a sailing season, writes Suzy Carmody

Lightning strikes of boats are still fairly rare – but are on the increase. Photo: Image Reality / Alamy

Pantaenius handles more than 200 cases of lightning damage every year. “Over the past 15 years, the total number of such loss events has tripled in our statistics. The relative share of lightning damage in the total amount of losses recorded by us each year is already 10% or more in some cruising areas such as the Med, parts of the Pacific or the Caribbean,” added Pantaenius’s Jonas Ball.

Both UK and US-based insurers also report that multihulls are two to three times more likely to be struck by lightning than monohulls, due to the increased surface area and the lack of a keel causing difficulties with adequate grounding. Besides increased likelihood of being hit, the cost of a strike has also risen enormously as yachts carry more networked electronic devices and systems.

The CAPE index measures atmospheric instability and can be overlaid on windy.com forecasts

Avoiding lightning strikes

The only really preventative measure to avoid lightning is to stay away from lightning prone areas. Global maps of lightning flash rates based on data provided by NASA are useful to indicate areas of more intense lightning activity. They show that lightning is much more common in the tropics and highlight hotspots such as Florida, Cuba and Colombia in the Caribbean, tropical West Africa, and Malaysia and Singapore in south-east Asia.

Unfortunately, many of the most popular cruising grounds are located in tropical waters. Carefully monitoring the weather and being flexible to changing plans is an essential part of daily passage planning during the lightning season in high-risk areas. CAPE (Convective Available Potential Energy) is a useful tool for indicating atmospheric instability: you can check the CAPE index on windy.com (see above) as part of your lightning protection plan.

Protection against lightning strikes

Yachts that had no protection when lightning struck often experience extensive damage. The skipper of S/V Sassafras , a 1964 carvel schooner, reports: “Most of the electronics were toast. Any shielded wiring or items capable of capacitance took the most damage: isolation transformer; SSB tuner; autopilot and N2K network Cat 5 cables.”

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The owner of Matador of Hamble , a Rival 41, recalls the effects of their strike: “The extent of the damage was not immediately obvious. For days afterwards anything with a semi-conductor went bang when we turned it on.”

The crew of Madeleine , a Catana 42S catamaran, had a similar experience. “We were struck in Tobago but only discovered the electrical damage to the port engine when we reached St Lucia and it was in the Azores that we found out the rudder post was broken and we had lost half our rudder.”

It therefore seems prudent that in lightning prone areas a protection system should be implemented where possible to protect the boat, equipment and crew. As a first step analysing the boat and the relative position of all the main metallic fittings can often reveal a few safe places to hide and places to avoid. Areas such as the base of the mast, below the steering pedestal and near the engine have the highest risk of injury.

Stays on a steel boat are attached directly to the steel hull. Photo: Wietze van der Laan / Janneke Kuysters

In terms of minimising the effect of a strike, one temporary method to limit the damage is to direct the current outside the boat using heavy electrical cables attached to the stainless steel rigging. With the other end of the cable immersed in the ocean, this provides a conductive path from the masthead to the ground.

The main flaw in this plan is that an aluminium mast has much greater electrical conductivity than stainless steel and is a more likely pathway to the ground. This system also requires adequate copper to be in contact with the seawater to discharge the current.

Other temporary measures include disconnecting radar and radio aerial cables, putting portable electronic items in the oven or microwave as a Faraday cage, turning off all the batteries or nonessential electronic equipment if at sea, or in a marina unplugging the shore power cord. All these procedures rely on someone being on board with several minutes warning before a strike to drop the cables over the side and turn off/disconnect and unplug.

Cable used as a down conductor from the shrouds on a catamaran. Photo: Wietze van der Laan / Janneke Kuysters

Posting an ‘Emergency Lightning Procedures’ card in a central location of the boat showing where to stand and what quick preparations to take is a simple first step.

Permanent lightning strike protection

In a thunderstorm, molecular movement causes a massive build up of potential energy. Once the voltage difference overcomes the resistance of the airspace in between, invisible ‘channels’ form between the base of the clouds and tall objects like masts, providing a path for a lightning strike to discharge some of the accumulated electrical energy. There will be less damage to a vessel if the discharge is contained in a well-designed lightning-protection system.

Lightning rods or air terminals installed at the top of the mast connected to an external grounding plate on the hull, via an aluminium mast, provide a permanent low impedance path for the current to enter the water. On boats with timber or carbon masts a heavy electrical cable can be used as a down conductor.

If not installed during production, a grounding plate can be retrofitted during a haul out. On monohulls a single plate near the base of the mast is adequate. A ketch, yawl or schooner requires a vertical path for each mast and a long strip under the hull between the masts, whereas catamarans usually require two grounding plates to complete the path to the water.

The current from a lightning strike is dissipated primarily from the edges of the plate, so the longer the outline the better. Warwick Tompkins installed a lightning protection system designed by Malcolm Morgan Marine in California on his Wylie 38 Flashgirl :  “Two heavy copper cables run from the foot of the mast to the aluminium mast step, which was connected to a copper grounding plate on the outside of the hull via ½in diameter bronze bolts.”

The grounding plate was an eight pointed star shape. “Some liken it to a spider.” Warwick says, “And the very minimal electrical damage we experienced when struck was directly attributable to this spider setup.”

A copper ‘X’ grounding plate, used on boats that have a fin keel some distance aft of the mast. Photo: Malcolm Morgan Marine

Morgan adds: “Any cables associated with lightning protection should be routed away from other ship’s wiring wherever possible. For example, if the navstation electronics and main switchboards are on one side of the vessel, the lightning protection cables should be routed on the opposite side.”

An internal bonding circuit connects the major metal objects on a boat to the grounding plate via bonding cables. This can help prevent internal side strikes where the current jumps between objects in order to reach ground.

Morgan explains: “As modern boats are becoming increasingly complex careful consideration is required to ensure the bonding system is designed correctly. There are five possible grounding systems on a vessel (lightning protection, SSB radio ground plate, bonding for corrosion, AC safety ground, and DC negative) and all need to be joined at one common point and connected to the external grounding plate.”

This strike exited through the keel, blowing off the fairing and bottom paint. Photo: GEICO / BoatUS Marine Insurance

Surge protection

Yachts anchored close to shore or on shore power in a marina are susceptible to voltage surges during a thunderstorm. If lightning strikes a utility pole the current travels down the electricity cable looking for ground. It can enter a vessel through the shore power line or can pass through the water and flashover to a yacht at anchor.

Surge-protective devices (SPD) are self-sacrificial devices that ‘shunt’ the voltage to ground. They reduce the voltage spikes eg a 20,000V surge can be diminished to 6,000V but the additional current can still be enough to damage sensitive electronics. Therefore fitting ‘cascaded’ surge protection with several SPDs in line on critical equipment is a good idea.

High-tech solutions

Theoretically, if a lightning dissipator bleeds off an electrical charge on the rigging at the same rate as it builds up it can reduce or prevent a lightning strike. Lightning dissipators such as ‘bottle brushes’ are occasionally seen on cruising boats, though these are relatively old technology. Modern dissipators feature a 3⁄8in radius ball tip at the end of a tapered section of a copper or aluminium rod. The jury is out on their effectiveness.

A more high-tech solution is Sertec’s CMCE system, which claims to reduce the probability of a lightning strike by 99% within the protected area. The system has been widely installed on airports, stadiums, hospitals and similar, but has now been adapted for small marine use (and may reduce your insurance excess).

Arne Gründel of Sertec explains: “The CMCE system prevents a lightning strike by attracting and grounding excess negative charges from the atmosphere within the cover radius of the device. This prevents the formation of ‘streamers’, and without streamers there is no lightning strike.”

A Sertec CMCE marine unit, designed to dissipate lightning

• 1. Avoiding lightning strikes
• 2. ‘A lightning strike caused £95,000 of damage to my yacht’

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LIGHTNING is a 52.0 m Motor Yacht, built in Netherlands by Amels and delivered in 2004. She is one of 6 Tigre D'Or 52M models.

Her top speed is 15.0 kn, her cruising speed is 13.5 kn, and she boasts a maximum cruising range of 7760.0 nm at 12.0 kn, with power coming from two Cummins diesel engines. She can accommodate up to 12 guests in 5 staterooms, with 13 crew members. She has a gross tonnage of 609.0 GT and a 9.0 m beam.

She was designed by Terence Disdale , who also designed the interior. Terence Disdale has designed 42 yachts and designed the interior of 78 yachts for yachts above 24 metres.

The naval architecture was developed by Amels , who has architected 70 other superyachts in the BOAT Pro database - she is built with a Teak deck, a Steel hull, and Aluminium superstructure.

LIGHTNING is in the top 10% by LOA in the world. She is one of 178 motor yachts in the 50-55m size range.

LIGHTNING 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 Mina Rashid Marina, in United Arab Emirates, where she has been located for 1 week. For more information regarding LIGHTNING's movements, find out more about BOAT Pro AIS .

Specifications

• Name: LIGHTNING
• Previous Names: RADIANT
• Yacht Type: Motor Yacht
• Yacht Subtype: Displacement
• Model: Tigre D'Or 52M
• Builder: Amels
• Naval Architect: Amels
• Exterior Designer: Terence Disdale
• Interior Designer: Terence Disdale
• Refits: 2022-08-03

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Lightning and Surge Protection for Yachts

Homepage » Lightning and Surge Protection for Yachts

Created by: Glen Zhu | Updated Date: December 23 rd , 2023

Lightning Protection for Yachts, Sailboats and Marine

Have you ever wondered how to protect against lightning when sailing? Or is it unnecessary to take any precautions to prevent the lightning strikes?

Understanding the occurrence of lightning helps to answer the question. The lightning strike can be thought as a short circuit between the cloud and the earth. During a thunderstorm, positive charges accumulate at the top of the cloud and negative charge on water, when the electric field strength is sufficient, a stepped conductive channel forms within the cloud, ultimately resulting in lightning.

All current inside cloud flows through this channel and reach to water through the mast and boat body while damaging all sensors on mast; destroying antennas, radios and cables; damaging batteries inside and finally breaking down the engine and causing fire.

That is to say, a lightning strike is inevitable if an active thundercloud containing electrical charges passes overhead at a low enough altitude.

The lightning protection system actually function by acting as the “best” short circuit between the cloud and the water, designed to lead the lightning safely to the ground. As we know, lightning protection system offers a safe pathway to protect physical damage.

While modern yachts are built from electrical components installed between the water and the areas aloft, surge protection is required to protect electric equipment.

Rolling Sphere Concept and Protection Classes

The rolling sphere method is employed to ensure that the air terminals are strategically placed to intercept potential lightning strikes, thereby minimizing the risk of direct lightning hits to the structure.

By rolling a ball around an object or a group of objects and tracking where the ball stays in contact, the reaching points are the places where the lightning attachment would happen, and lightning protection system should be deployed.

Yachts often have mast-mounted equipment such as antennas and sensors. The rolling sphere method takes into account the risk of lightning strikes to these elevated components, providing a comprehensive protection strategy.

Figure 1 – Application of the rolling sphere method on the yacht

Rolling sphere radius depends on various factors, including the height and configuration of the structure being protected. The smaller sphere radius is, the higher protection level is.

Class III is typically used for yachts where lightning-related risks are very low, and the consequences are minimal. Large yachts may have different vulnerabilities compared to smaller ones. The shape and configuration of the yacht can influence the risk of lightning attachment.

The largest rolling sphere radius is 60m, however, side strikes could occur on structures that are higher than 60m, the probability of these side strikes is negligible on structures less than 60m in height.

Table 1 – Rolling sphere radius corresponding to the class of LPS

External Lightning Protection System

With the help of the rolling sphere method, the protection level for yachts is classified as LPS III. The mast of a yacht is the point where the lightning strike is easy to reach and lightning currents travel to the deck, then enter the inside of the ship through overall cables affecting the whole system of the yacht.

To install lightning protection system correctly, metal mast or not is the first thing to figure out.

For those with metal masts which themselves could act as natural lightning rods. No additional measures must be taken as everything is likely to be bonded with metal structures. Most lighting current is discharged via the mast and partial lightning currents are passed through the stays to the body and to the water.

Figure 2 – Lightning current distribution on a yacht following a lightning strike to the mast

Non-metal Yachts

The measures are different to yachts with wooden or GRP body. Unlike metal structures, non-mental yacht should consider how to build a direct path for lightning to pass. These materials are non-conductive but still have the potential to dissipate static charge. Air terminals, down conductors and ground terminals are installed to create a comprehensive lightning protection system.

If the mast is made of the wood, an air-termination rod with a thickness of at least 12mm must protrude at least 300mm from the mast. The distance between the mast and air terminals can ensure the lightning strikes on the air terminal first rather than the mast.

The down conductor should be made of copper and have a minimum cross-section of 70 mm 2 . It must be routed in the outdoor area of the yacht and connected to the copper-made or other saltwater-proof earth plate. A sufficient distance must be maintained between these earth plates to prevent flashover.

If lightning strikes the air-termination rod on the non-metal mast, the lightning currents must be discharged to the earth plate via the down conductor on the mast and via the shrouds, stays and chain plates.

There is also a mobile lightning protection system for easy implementation, but the effect is still to be confirmed as equipotential bonding and separation distance are ignored. A ball pin to the lower part of the aluminum mast serves as a down conductor with a lightning carrying terminal screwed on.

The terminal is connected to two others and two braided copper strips which extends at least 1.5 meters into the water. All components and connections must be capable of carrying lightning currents and be corrosion proof.

Figure 3 – Mobile lightning protection for a yacht

Equipotential Bonding

A complete lightning protection system addresses this issue through bonding or the interconnection of metallic building systems with the lightning system to create a common ground potential.

All protective conductors of the board electronics and all metal parts of yachts must be connected to the common equipotential bonding which prevents dangerous touch voltage/ sparking.

When grounded systems are bonded together there is no reason for the lightning to leave our designed current carrying path because the arbitrary arc over points don’t exist. The measure prevents electric shock and safe electrical environment.

Conductors should be anti-corrosive, and made from materials that can withstand the harsh marine environment. Anti-corrosive conductors are essential for maintaining the integrity and functionality of electrical systems on a yacht. The constant exposure to saltwater, humidity, and other corrosive elements can quickly deteriorate conventional materials, leading to a higher risk of electrical failure.

Surge Protection

Although external lightning protection has been offered the path for safely lead the lightning to the ground, dangerous voltage could be generated elsewhere, resulting in arcing and side flashes, threatening the boat and crew, and destroying electronic equipment.

Surge-induced damage to critical systems on a yacht, such as navigation or communication equipment, can compromise the safety of the vessel and its occupants. Surge protection contributes to the overall safety of the yacht.

Power Supply System

The surge protector, which is installed directly in the power supply system is one of the most important protection measures. The power source for yachts could be shoreside and offshore power supply.

When sailing on sea, yachts rely on internal or alternative power sources to generate the electrical power needed onboard. While connected to shoreside power, yachts have access to a stable and continuous power supply, allowing for the operation of various systems and appliances.

Lightning can induce transient over-voltages and electrical currents that may propagate through yacht’s electrical system. If the lightning strikes on the shoreside power supply, the breakdown of shoreside power supply is not directly affect the offshore power supply on a yacht, but maybe indirectly.

Install isolation transformers helps protect the yacht’s electrical system from shore power issue. An isolated transformer is designed to provide electrical isolation between its input and output circuits.

It can build an isolation between the yacht and the shore power supply, which prevents the transfer of stray currents, potential faults or voltage irregularities from the marina’s electrical system to the yacht. The defense maintains a consistent and reliable power source for the vessel’s electrical systems while allowing compatibility with different generators.

Figure 4 – Use of isolation transformer to prevent corrosion

For corrosion protection reasons, the protective conductor of the shoreside power supply system must not be connected to the earthed metal parts of the water vehicles.

The protective conductor of the shoreside power supply system is not required to protect persons on the yacht against electric shock since an isolation transformer on the yacht ensures protection against electric shock in connection with a residual current protective device.

Electronic Devices Protection

Figure 5 – Surge protection devices for a yacht

If lightning strikes the air-termination rod or the metal mast of the yacht at anchor which is supplied with electricity, the potential of this yacht is raised above the connection of the shoreside power supply system.

A part of the lightning current is passed to the water and flashover to the power supply system will occur depending on the conductivity of the water. This flashover can damage the cables/equipment on the yacht and cause fire.

However, it is even more likely that a yacht at anchor, which is supplied with electricity, is threatened by a shoreside lightning strike. In this case, the lightning current flows in the direction of the yacht and causes the damage above.

Additional surge protection is necessary, though surge protectors has installed in the power supply system. When installing a type 1 surge protector, precautions should be taken to prevent corrosion resulting from the connection between the earth-termination/equipotential bonding system of the yacht and the protective conductor of the shoreside power supply system.

Surge protective devices are designed to account for polarity changes typical in earthed socket outlets. In the event of lightning, such as hitting marine radio antennas or mast-installed wind sensors, there is a risk of damaging equipment and downstream devices, despite their location in a protected volume.

Figure 5 illustrates suitable surge protective devices for such scenarios. Additionally, attention must be given to induced surges and switching over-voltages from board generators and UPS systems, for which type 2 surge arresters in the distribution board are recommended.

Type 1 Surge Protective Devivce FLP25-275/2S

Type 2 Surge Protective Device SLP40-275/1S+1

VHF radio is crucial communication device for ship-to-ship and ship-to-shore communication aiding weather updates, navigational warnings and other emergencies. Wind sensors measure the speed of the wind and monitor the real-time wind conditions for safe operation of sails.

Both VHF radios and wind sensors works with the principle of electrical signals, additional surge protection is recommended to ensure their reliable operation.

Surge protective device for coaxial protection is installed for VHF radios to minimum contact erosion resulting from the large-area contact surface of the gas discharge tube.

RF Coaxial Surge Protector DS-UHF F/M

FRD4 series is featured with protecting four single lines sharing a common reference potential as well as unbalanced interfaces. FRD4-24 is installed to monitor the operation of wind sensors, ensuring the correct transmission of navigation instructions when sailing. The higher voltage surge protector, FRD4-30 protects the power supply system of the navigation system.

Signal Surge Protection Device FRD4-24

Data Line Surge Protector FRD4-30

The solution for yachts and sailboats involves constructing an effective external lightning protection system to guard against direct lightning strikes and implementing surge protection for electric equipment.

Is that mean we could fully protect our yachts without lightning strikes?

There is no such thing as a lightning-prevented yachts, only a lightning-protected yacht. A lightning-protection system is not designed to prevent a lightning strike, but rather to provide a safe discharge path for the lightning, making it the most viable and effective solution.

The system can still be challenges when it is improperly or only partially installed. The antenna cable carries the lightning current if the air terminal is installed lower than an adjacent antenna.

Also, if the down conductor is linked to the bonding system instead of directly to a dedicated grounding terminal, the lightning strike may energize the entire bonding system before dissipating into the water.

Another common error is to secure the lightning down conductor to other wiring. The substantial current from a strike through the down conductor can induce voltage surges in these neighboring wires, causing additional damage to equipment that would otherwise remain unaffected by the lightning strike.

Combined with correct installation of each system, our yachts could get the best protection against the lightning. Necessary personal protection should be taken, not stay on deck since potential difference and keep away from rods or other metal objects.

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Related blogs, industrial surge protection, surge protective device installation and wiring diagram, guide to ac spd – selection and application, surge protection device for solar application, reliability in surge protection.

LSP’s reliable surge protection devices (SPDs) are designed to meet the protection needs of installations against lightning and surges. Contact our Experts!

Since 2010, LSP has been dedicated to designing and manufacturing surge protective devices protecting installations from transient overvoltages that result from switching events and lightning strikes.

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• Boat Reviews

Lightning 64 – Boat Review

• By Dean Travis Clarke
• Updated: July 31, 2009

0809boats_lightning368

Yes, you can buy faster boats (even though this one hit 43 knots), but you’d be hard pressed to find one with better sea-keeping ability at cruising speeds. And some of us consider that to be the loftiest goal of all.

Lightning’s first big boat – a 61-footer – ran so well that its designers kept every excellent attribute of the “smaller” hull and simply stretched the running surface.

This 64 sports the sharp entry inherent in Carolina designs for a righteous head-sea ride while blending hull shape and a modest 12-degree deadrise for straight-as-an-arrow down-sea tracking and a rock-solid ride.

This 64-footer smoothly reverses course in less than three boat lengths – it’s every bit as nimble as most 35-footers. It rises onto plane almost unnoticeably thanks to its lightweight construction, hull design and a pair of Veem Sportfish series propellers.

While fishing, the 64 spins well using the wheel and gear/throttles – the addition of the Vetus bow thruster merely gilds the lily. The Lightning sports full controls in both the flybridge and tower, with equally impressive, unobstructed views fore and aft.

The interesting cockpit boasts modules containing an Eskimo ice dump, bait trays and a cockpit freezer, raised to more ergonomically comfortable heights. This height also creates a trough between modules and the seats, adding a touch more security for those up on that level in a heavy sea. The cockpit also features a unique offset chair stanchion that uses a custom sleeve, allowing you to switch easily from a fighting chair to a rocket launcher. The stanchion even has a built-in raw-water outlet for a cockpit washdown or to hook up to one of three portable livewells.

The engine room consists of three compartments separated by transverse bulkheads, with the forward pump room containing air-conditioning compressors, fuel tanks and transfer pumps. The aft compartment houses the noise-generating components, which are all rack-mounted for easy access. Though the main engine room lacks full standing headroom, it does offer loads of storage space and access to all sides of the engines.

In the living quarters, I love the door-mounted light switches that turn on the interior lights in the cabins and cabinets when opened and automatically shut them off when closed. Speaking of which, the owner wanted hidden push latches on all 55 drawers and 61 doors.

A chest-high double berth up front requires you to step on the lower oblique single berth to climb up. Just aft, an athwartship double to starboard effectively takes that berth out of use while under way. Nobody wants to be rolled back and forth with each wave.

The cherry veneers belowdecks all came from a single log, as did the maple wood in the salon. Lightning hand-carves all trim, fiddles and vent grilles to match. And finally, Lightning shaves marble and granite and mounts them to honeycomb bases for weight savings on the countertops. Overall, the Lightning’s interior comes with all the bells and whistles you’d normally want but doesn’t climb out on the ledge and jump overboard with gadgetry.

Lightning cold-molds its 64 using three layers of half-inch fir plywood in the bottom and sandwiches a one-inch layer of Divinycell between quarter-inch Meranti plywood layers in the topsides. The hull’s outer skin gets a layer of Kevlar for puncture resistance, and the inner skin is made from biaxial E-glass. All bulkheads are Divinycell cored; decks are Nida-Core; and the entire interior is Tricel honeycomb.

I particularly like that the entire foredeck is nonskid. Handrails along the cabin side wrap around the front corners of the brow, providing a solid handhold in that no-man’s land between the side walkway and the foredeck.

SPECIFICATIONS

LOA…… 64’6″ BEAM…… 18’2″ **DRAFT…… 5’4″ WEIGHT…… 67,000 pounds (loaded) POWER…… T 1,652 Cat C32 diesels DEADRISE…… 12 degrees at transom FUEL…… 1,650 gallons WATER…… 285 gallons PRICE…… On request**

Lightning Custom Yachts / Beaufort, North Carolina / 252-728-7817 / www.lightningyachts.com

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WHITE LIGHTNING Yacht for Sale

White Lightning Yacht for Sale - 85' MARES

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Contact Us For More Information

Detailed information.

• Warm and inviting charm of Rimu wood throughout, adds a cozy, homey feel, accentuating the interiors beauty with its rich grain and soothing hues
• Avonite countertops which are heat and scratch-resistant, effortless to clean and maintain, combining durability with elegance
• Nutone central vacuum system throughout
• Day Head with Royal Flush by Head Hunter Electric Head
• Comfortable 17ft u-shaped couch with opposing sofa chairs and ottomans seats 18 guests
• Under the sofa there is a huge storage space on two rams for easy access to spare parts
• Sony 55inch LCD TV (KDL-55W900A) on a Activated Decor hide away and rotating lift to enable a good view in the lounge area, galley or while dining
• Uline Ice maker
• Trash receptacle
• SEA156 VHF Radio
• DSC 47-zone Emergency and Security Alarm System
• 2 x CruisAir reverse cycle heating and air conditioning SMXII controls
• Onkyo Amplifier
• Onkyo 6-disc changer
• U-shaped seating surrounding large dining table for ten guests in the port forward corner of the salon - raised up to for a great view of the surroundings while dining
• Electrical distribution panel including additional generator start / stop and monitoring displays (1 of 3 onboard)
• Huge 24 cubic feet built in freezer
• Pantry storage over 6 feet tall
• Large countertop space
• Smart-hinge glass storage that slides open towards the galley and bar
• NuTone food center built-in blender
• 8 x Deep storage appliance garages
• Full-sized Maytag dishwasher (MDBTT70AWS / 40381737NC)
• Full-sized Jennaire electric stove and oven with extra burners ideal for cooking lobster and crab
• Additional ventilation above stove top
• Cuisinart 4 slice toaster
• Twin Stainless-Steel Sinks with Jenn-Air GC75 garbage disposal unit
• Whirpool Microwave (UMC5165AB)
• Jenn-Air Trash Compactor (JQTC40784)
• 2 x Subzero Refrigerators (UC-24R)

Accommodation

Master Cabin

• Large L-Shaped desk with drawer and cupboard storage in the aft-starboard corner of the cabin
• Queen-sized berth with storage drawers underneath
• 2 x bedside tables
• Upgraded Samsung 32-inch TV
• Comfortable settee with inbuilt storage to starboard
• Hanging and drawer storage
• CruisAir reverse cycle heating and air conditioning SMXII control
• Large skylight / escape hatch
• Ensuite head featuring a sink, royal flush head and separate shower with large inbuilt seat and additional hanging closet

Center Forward Guest Cabin / Kids Cabin

• Technical space featuring 90 liter/ 23.78 gallon Rheem auxiliary hot water tank

VIP Cabin (Port Forward Guest Cabin)

• Queen sized berth
• Abundance of both drawer and hanging storage
• CruisAir reverse cycle heating and air conditioning control
• Ensuite royal head featuring a sink and separate shower

Port Lower Guest Cabin

• LG flat screen 24 inch TV with DirecTV
• Large hanging closets
• Two single berths
• Bedside table
• Oversized opening portlights
• Ensuite royal flush head and shower featuring a large shower with inbuilt seat
• Large vanity and sink

Starboard Lower Guest Cabin/Crew Cabin

Starboard Lower Guest lobby area features:

• water shutoff valves
• large linen-storage closet
• Full-size Whirpool washer and dryer unit (Model WET3300XQ1)
• technical space with Nutone central vac system
• 2 x Rheem 47.55 gallon water heaters
• Hot water circulation pump

Starboard Lower Guest Cabin features

• Multi-function display which features GPS output and wind-information
• Ensuite royal flush head, shower featuring a large shower and large vanity and sink

Helm Station

• Comfortable 3 person helm chair lined with New Zealand wool with removeable arm rests
• Generator Controls – Temps, oil pressure and voltage gauges as well as start / stop switches
• Tank Tender connected to fuel tanks, fresh water, grey water and black water
• Additional Computank tank monitoring system with alarm
• SeaHail Lound Hailer
• 2 x Chartlite – Aviation Standard
• Navnet Electronic Chart Screen connected to robust Stealth Hard-drive
• 2x Furuno GPS Navigator GP-50 Mark-3
• Furuno FCV-291 Depth Sounder Display
• 2 x Furuno GaAs Fet Radar Display connected to Furuno C2P7N2N X-Band Radars - one has a 72nm range and one has a 48nm range
• KVH Tracphone Sat Phone
• Robertson Dataline X Speed and Log display
• Robertson Dataline X Helm Indicator (Heading & CTS)
• Robertson Dataline X Wind Indicator (Speed & Direction)
• Robertson Dataline X Depth Display
• Robertson Dataline X Rudder Angle indicator
• Robertron AP300X Auto Pilot
• 2 x Detroit Diesel Electronic Displays
• Engine fan controls
• American Bow Thruster Control
• Kenwood KDC-216S Stereo Head unit
• Schatz Precision Barometer
• Schatz Royal Mariner Clock
• Trash Receptacle
• ACR Global Fix Pro 406MHzz GPS EPIRB
• Triple Buell-Strombos Ships Horn
• Ray-Line Spot Light
• Electro-helm Remote Docking control

Additional Bridge Deck Features

• Raised up L-Shaped Seating area surrounding dining table so you have a great view of surroundings while underway or at anchor whilst seated
• Chart table

Bridge Deck Day Head

• Designed to the specifications of the head on a Boeing 737 Jet, she features a Royal Flush Head by Head Hunter, storage cabinet and a wash basin
• Keurig Coffee maker
• Uline Ice Maker (ULN-B198B-00)
• Dometic Refrigerator & Freezer (CRX1065)
• Glass Storage Cabinet

Swim-platform

• Custom made large fish cleaning table which mounts on starboard side
• Removeable Swim ladder
• Removeable Staple Rails for added safety and security
• 4 x stainless steel cleats for towing, or tying off tenders, sea plane and toys
• Two Tuna doors for access onto aft deck
• Extra wide gunwales with rod holders and fairleads inbuilt
• Huge 138 Gal LiveWell
• Removable davit with two mounting spots
• 2 x fighting chairs
• 2 x bosun locker / storage hatches in deck which doubles up as a soft patch for the engine room
• 2 x 50amp shore power intake connections on port side
• 2 x 50amp shore power intake connections on starboard side
• 1 x 30amp shore power output connection to connect to tender port side
• 1 x 30amp shore power output connection to connect to tender starboard side
• Port side Fresh water inlet and outlet / washdown connections
• Starboard side Salt water hose outlet connection
• 2 x Nilsson Winches to make line handling easy
• Port forward there is a heated hanging closet to ensure all wet weather gear is dry and ready for the next expedition
• Next to closet there is a large sink, tackle drawers and vacuum bagging station, ensuring fast processing time
• Starboard side forward has a oversized deep freezer which can be turned down to a refrigerator for long range cruising (24cubic ft)

Bridge deck aft

• Large bench seat to port with life raft storage underneath
• Additional bench seat to starboard
• Port-side locker for fender & line storage
• Starboard side locker is intrinsically safe and sealed for tender gas (8 x 5gal tanks) and propane storage
• Center locker has anchor chain and space for fender storage
• Sea anchor stowed in center locker
• Forfjord Anchor (Model 18) attached to hydraulic windlass and 100m of chain
• Fuel & Water tank fill from either port or starboard side
• 1500lb (SWL) Nautical Structures Davit
• 2 x Simpson Lawrence Capstans to make line handling easy

Tender : 15ft AquaPro RIB - Aluminum hull tender - recently upgraded sponsons in 2018 - King Spring Axel Trailer included for tender

Technical / Mechanical

• 1040gal Ballast Tank
• 171,000 BTU reverse cycle Cruisair heating and air conditioning system with 3 four-ton chillers for extreme weather conditions no matter where you’re cruising
• Direct TV throughout on KVH Satellite
• 2 x 30-gallon used-oil storage tank
• Mechanical engine monitoring gauges
• New oil storage tanks: 40-weight 65 gallon and 30-weight 35 gallon tank
• Able to run vessel system hydraulics off of either one of the generators as a redundancy
• Prop puller with spare props

Starboard Engine Room

• Starboard Engine: 1995, Detroit Diesel 16V92 - 81627K01 – 1450HP / 1081.27kW - 3500 Hours (Serial Number: 16VF013589)
• Transmissions: Twin Disc MGNV332G-11 (2.43 ratio)
• Connected to Lo-Rez Couplings / Shaft Dampener to ensure a smooth ride
• Engines are mounted with BR4-TLS-2000 Lo-Rez Vibration Isolator mounts
• All part of Lo-Rez Soft-Mount Package
• Norther Lights 40kW Generator 360S1354 - M439D - S/N: 531226 with 5,310 hours with PTO for hydraulics
• Work bench with vice and Snap-On toolbox
• 1.5 horsepower Air Compressor
• Built in oil changing pump to make servicing easy on Generators, Engines and Transmissions
• SEPAR 2000 fuel filters
• Mastervolt MAS 24/100 charger (for house bank)
• Mastervolt MAS 24/3500 inverter
• FCI Dolphin Series Water Maker (1000gal per day)
• Fireboy Haylon fire suppression system
• Upgraded engine room fans
• Engine driven raw water fire suppression system which can be doubled up as axillary bilge suction with a valve
• Graco head macerator
• Thermopure 2 non-chemical waste treatment plant
• Large Sea-chest
• Pro-Safe FS60 60-amp Galvanic Isolator

Port Engine Room

• Port Engine: 1995, Detroit Diesel 16V92 - 81627K01 – 1450HP / 1081.27kW - 3500 Hours (Serial Number: 16VF013590)
• Transmission: Twin Disc MGNV332G-11 (2.43 ratio)
• Norther Lights 40kW Generator 360S1354 - M439D - S/N: 531225 with 5,310 hours with PTO for hydraulics
• Mastervolt MASS 24/25 Charger (main engine bank)
• Wormald fire hose reel
• Large Sea-Chest
• 3x 4-ton Cruisair chillers
• 2x A Sea DBT12 Smart Isolation Boosting Transformer for reliable shore power connection
• Fuel transfer system

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

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

How to find the right boat?

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

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

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

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

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

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

How to buy tickets?

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

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

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

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

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

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

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

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

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

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

Where to sit onboard?

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

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

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

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

If using any of Russia Beyond's content, partly or in full, always provide an active hyperlink to the original material.

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140m Lurssen superyacht 'Project Lightning' embarks on sea trials

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By Katia Damborsky   6 August 2019

The 140m/459ft motor yacht 'Project Lightning' has left Lurssen's facilities in preparation for sea trials. 

Lurssen's latest superyacht, known only as Project Lightning , has left the shipyard's facilities in Bremen for the first time today.

She is currently en route to the North Sea, where she will begin the rigorous process of sea trials.

It comes after the superyacht first hit the water in early July, providing a first look at this mammoth megayacht.

View this post on Instagram New 140m launch at @luerssenyachts • Photo by @superyachttimes #yachttrip#yachtclub#yachtmaster#luxurydesign#yachtingclub#travel#yacht_club#yachtinglifestyle#yachtstyle#megayacht#luxuryyacht#yachtmasters#luxury_club#yachtday#sainttropez#yachtlife#boat#boatday#holiday#yachtholiday#yachty#yachties#yachtingworld#boatworld#luxuryyachts#luxuryyachting#boatlife#amazing#france#luxe A post shared by Yachts | Luxury | Watertoys (@theyachtgame) on Jul 6, 2019 at 2:32am PDT

Project Lightning is expected to be the largest superyacht delivery of 2019.

The German yard has had a busy year already, with the deliveries of two other yachts measuring over 100m; the 136m/446ft motor yacht 'Flying Fox' and the 111m/364ft superyacht TIS .  Both of these megayachts have recently become available for luxury yacht charters .

In addition, the shipbuilder also delivered 95m/31ft superyacht MADSUMMER in the middle of last month. 

Project Lightning is expected to be the largest superyacht delivery of the year.

Lurssen has kept the details about their latest project closely under wraps. It is known that the yacht's exterior lines come from the drawing boards of Espen Oeino, and photos suggest she will have a side-loading tender garage and multiple pools and relaxation areas. 

She also plays host to a large aft deck helipad and a second foredeck helipad.

Upon delivery, she will rank in the Top 20 in the World's Top 100 Superyachts, giving Lurssen a total of 28 motor yachts in the leaderboard.

It is not yet known whether M/Y PROJECT LIGHTNING will be available for crewed yacht charters.

If you want to charter a similar superyacht, you can view and compare all Lurssen superyachts for charter .

Stand-out Lurssen yachts for charter:

90m Lurssen 2010 / 2024

95m Lurssen 2014

112m Lurssen 2019 / 2020

136m Lurssen 2019

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Weather overview

Moskva federal city, russian federation, 2-day weather.

Here you can see a detailed look at the forecast for the next 48 hours. Note that the base for this is our Meteogram product, which shows a good average forecast for Moscow (Moskva Federal City, Russian Federation).

However, you can also look at our compact prediction based on any other model that forecasts for your chosen location. The following models are available for Moscow: ECMWF 6z/18z (3 days) , ECMWF IFS HRES (5 days) , ICON-EU (5 days) , Swiss HD (3 days) , Swiss HD ECMWFbase (3 days) , Swiss Standard (5 days) , GFS (5 days) , GEM (5 days) , ACCESS-G (5 days) , ICON (5 days) , NORWAY (5 days) , UKMO (5 days) , DWD MOSMIX (5 days)

14 day weather forecast

This plot displays the 14 day temperature forecast for your selected location, Moscow.

The red numbers show the expected high temperature for a given day, while the blue numbers show the expected low temperature. Because forecast uncertainty increases with time, we also display the range of possible high/low temperature outcomes, shown as the shaded red/blue regions. The actual high/low temp could fall anywhere in that shaded region, and the larger the shaded regions are, the higher the forecast uncertainty is.

Detailed 14-day forecast

Moscow weather

Current weather - Here we've put together a glance at all the most important information about the current weather in Moscow (Moskva Federal City, Russian Federation). You can see where there are thunderstorms currently ongoing, as well as where thunderstorms have occurred in recent weeks and months with our lightning analysis tool. Our HD satellite images of Moscow will show you whether there’s sunshine currently in the area, or if clouds are making for a more gloomy day. Finally, current observations will tell you what current temperatures look like around Moscow at the moment, as well as if it's humid and/or windy.

Forecast for the next few days - The weather forecast for Moscow is available in several different versions, all clearly and simply displayed here on the Weather Moscow page. For the short term, we have data based on a single weather model that is known to deliver the best forecast for Moscow. For the longer term, we have forecasts for the next two weeks based on an analysis of many different possible forecast outcomes that will give you a sense of not just what's most likely, but how the forecast could change in future updates as we get closer to any given date. If the range of possible outcomes is narrow, you can have high confidence in the forecast. If the range is wide, you know there’s more uncertainty, and to not give too much credence to any one possible forecast outcome. We also have other products such as Meteograms and Forecast XL elsewhere on our site to give you additional options for figuring out the forecast for Moscow.

Weather Moscow

Weather in other places in the region moskva federal city.

Neighboring places around Moscow - Arbat District , Tverskoy District , Yakimanka District , Zamoskvorechye District , Zamoskvorech’ye , Golden Ring , Paveletskaya , Meshchansky District , Presnensky District , Dorogomilovo

Cities, towns, villages - Aeroport District , Akademichesky District , Alexeyevsky District , Altufyevsky District , Babushkin , Babushkinsky District , Basmanny District , Beskudnikovsky District , Bibirevo , Bibirevo District , Biryulyovo Vostochnoye District , Biryulyovo Zapadnoye District , Biryulëvo , Bogorodskoye , Bogorodskoye District , Brateyevo , Brateyevo District , Butyrsky District , Chertanovo Severnoye District , Chertanovo Tsentralnoye District , Chertanovo Yuzhnoye , Chertanovo Yuzhnoye District , Cheryomushki District , Cherëmushki , Danilovsky District , Dmitrovsky District , Dorogomilovo District , Fili-Davydkovo District , Filyovsky park District , Gagarinsky District , Golovinsky District , Golyanovo District , Gol’yanovo , Ivanovskoye , Ivanovskoye District , Izmaylovo District , Khoroshevo-Mnevniki District , Khoroshyovsky District , Khovrino District , Konkovo District , Koptevo District , Kosino-Ukhtomsky District , Kotlovka , Kotlovka District , Krylatskoye District , Kryukovo District , Kuntsevo District , Kuzminki District , Kuz’minki , Lefortovo , Lefortovo District , Lianozovo , Lianozovo District , Lomonosovsky District , Losinoostrovsky District , Lyublino , Lyublino District , Maryina Roshcha District , Maryino District , Mar’ino , Mitino District , Moscow , Moskvorechye-Saburovo District , Mozhaysky District , Nagatino-Sadovniki District , Nagatinsky Zaton District , Nagorny District , Nagornyy , Novo-Peredelkino , Novo-Peredelkino District , Novogireyevo , Novogireyevo District , Novokosino District , Novyye Cherëmushki , Novyye Kuz’minki , Obruchevo , Obruchevsky District , Ochakovo-Matveyevskoye , Ochakovo-Matveyevskoye District , Orekhovo-Borisovo , Orekhovo-Borisovo Severnoye , Orekhovo-Borisovo Severnoye District , Orekhovo-Borisovo Yuzhnoye District , Ostankinskiy , Ostankinsky District , Otradnoye District , Pechatniki District , Perovo District , Pokrovskoye-Streshnevo District , Preobrazhenskoye District , Presnenskiy , Presnensky District , Prospekt Vernadskogo District , Ramenki , Ramenki District , Ryazanskiy , Ryazansky District , Savyolovsky District , Severnoye Butovo District , Severnoye Izmaylovo District , Severnoye Medvedkovo District , Severnoye Tushino District , Severnyy , Shchukino , Shchukino District , Sokol District , Sokolinaya gora District , Sokolniki District , Solntsevo , Solntsevo District , Strogino , Strogino District , Sviblovo , Sviblovo District , Taganskiy , Tagansky District , Tekstilshchiki District , Tekstil’shchiki , Timiryazevsky District , Troparyovo-Nikulino , Tsaritsyno , Tsaritsyno District , Tverskoy District , Tyoply Stan , Tyoply Stan District , Veshnyaki , Veshnyaki District , Vostochnoe Degunino , Vostochnoye Degunino District , Vostochnoye Izmaylovo District , Voykovsky District , Vykhino-Zhulebino , Vykhino-Zhulebino District , Yaroslavskiy , Yaroslavsky District , Yasenevo , Yasenevo District , Yuzhnoportovy District , Yuzhnoye Butovo District , Yuzhnoye Tushino District , Zapadnoye Degunino District , Zelenograd , Zhulebino , Zyablikovo , Zyablikovo District , Zyuzino , Zyuzino District

Lakes - Ozero Beloye , Ozero Chërnoye , Ozero Svyatoye

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