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Baltic Yachts, new contracts and refit work

As Baltic Yachts celebrates 50 years in business work has begun on several new yachts and Baltic 175 ex-Pink Gin has returned for a winter refit following her sale

Neo-classic Baltic 65 Custom by Sparkman & Stephens

Designed by the legendary American naval architects Sparkman & Stephens, this 65ft all-carbon sloop has been commissioned by a new client for Baltic Yachts as a sophisticated daysailer. She’s configured for shorthanded sailing and has an exquisite interior arranged around a couple’s needs.

With her spoon bow and pronounced counter, topped off with a teak decks and exterior bright work, the Baltic 65’s neo-classic looks belie what is sure to be a sparkling performance. She’s equipped with a lifting keel and rudder and a powerful sloop rig, all with state of the art push-button controls at the helm.

Work is progressing well, with all carbon work nearing completion. The launch is planned for the early summer of 2024.

Variation on a theme for performance Baltic 68 Café Racer

The third Baltic 68 Café Racer is currently under construction and is scheduled to be delivered to her owner in 2024, about a year from commission date.

Her advanced carbon composite hull and deck are from the same moulds as the first boat Pink Gin Verde and the second Café Racer Open Season, which is currently enjoying her first season in the Mediterranean.

Designed by Javier Jaudenes, Baltic 68-03 will be performance orientated and yet easy to sail as her swept spreader rig requires no backstays or runners. Her owner, a new client to Baltic Yachts, has specified a Hall Spars rig with a suit of North Sails using their Helix structured luff technology.

In a departure from Open Season’s single rudder configuration, the new boat will sport twin rudders. All three have a fixed keel fin and bulb. Electric propulsion with Baltic Yachts’ ‘unplug-and-play’ charging system, plus cork decks and solar panels add to the yacht’s sustainability credentials. Her stylish interior, which is suitable for comfortable cruising when required, is designed and styled by Javier Jaudenes and Jens Paulus.

All change for Baltic 175 ex-Pink Gin

Following her recent sale and with more than 150,000 nautical miles on her log, the Baltic 175 ex-Pink Gin has returned to Jakobstad for the winter with a ‘to do’ list from her new owner.

Originally launched by Baltic Yachts in 2017, the judel/vrolijk designed super-cruiser is still the largest advanced carbon composite sloop in the world. She will undergo modifications to her accommodation which uniquely features fold-out platforms in her topsides, one to port leading into the yacht’s reception lobby, the other forward and to starboard providing a private bathing and tender balcony for the owner’s suite.

The Baltic 175 have had her rig pulled and moved into Baltic Yachts’ main waterside facility in Jakobstad where she will also undergo her annual class survey. Other key work will involve upgrading and modernising the sail plan and re-arranging the deck geometry for increased efficiency and performance.

She will be re-launched in the spring of 2024 ready for global cruising.

Baltic Yachts’ Executive Vice President, Henry Hawkins , said: “We are delighted to be able to talk about a number of new contracts which are now in build in Jakobstad, while the demand for refit both in Finland and in Palma de Mallorca remains high. There is considerable activity in the large sailing yacht market and we hope to be able to provide more detail at the 50th Anniversary Regatta, the Baltic Yachts Rendezvous, which runs from 14-17 September at Porto Rotondo in Sardinia.”

(Baltic Yachts, new contracts and refit work – barchemagazine.com – August 2023)

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Behind the Scenes of 34m foil-assisted Baltic 111 Raven

When her owner commissioned this Baltic 111 Custom foil-assisted superyacht, weight control was paramount. Baltic Yachts was selected for its forensic approach to lightweight advanced composite construction and unique ability to combine it with an unmatched custom finish. Baltic Yachts has successfully moved the Baltic 111 Raven from her building facility at the company’s waterside premises in Jakobstad, Finland to reveal one of the most extreme yachts it has ever built.

Broadly described as a 111ft foil-assisted, ultra-lightweight superyacht, she will be used primarily for day sailing, but also undertake high-speed, long-distance passages. Not easy to categorise, this extraordinary yacht can be placed firmly in a class of her own.

Baltic Yachts was chosen to meet this challenge because of its unmatched reputation for building advanced composite superyachts to the very highest standards, including its forensic examination of systems and components throughout the build process. Add to that the company’s ability to finish yachts to a level of luxury second to none and the decision to build in Jakobstad was straightforward.

Baltic 111 Raven’s experienced owner’s project manager, Garth Brewer of A2B Marine Projects, said: “ Raven doesn’t fall easily into a category, but if I had to place her, I’d say she’s the equivalent of a high-end Super-car. The boat is primarily for pure enjoyment and the owner likes the challenge of doing something that hasn’t been done before. ”

“ He really understands the technical elements and this will be a development project which will require a measured approach,” added Brewer, who emphasised the need for incremental steps in Raven’s trials, building confidence and understanding over time as the boat reaches her peak performance .

Raven does, however, possess some distinctive features which provide more than a hint of how she might perform. They include two large T-shaped hydrofoils mounted on hydraulically controlled side-arms capable of supporting some of the boat’s displacement.

At her transom, Raven will be equipped with vertical Interceptor trim tabs to adjust fore and aft trim at speed and there is movable water ballast, carried in built-in tanks in the aft quarters to boost the righting moment required while sailing.

Designed to sail partly on her leeward chine, Baltic 111 Raven will derive her stability and lift, while sailing, from her foils, leaving her 9.3-ton fixed keel bulb and precision-engineered 5m long fin to provide basic stability. It’s also the location for a fully submerged intake for cooling water and is designed with a sacrificial zone to absorb impact in the event of a collision.

Ultra-lightweight interior of Baltic 111 Raven

Not only is Raven’s foil-assisted ability likely to deliver a phenomenal sailing performance, she is also the subject of a highly unusual study in ultra-lightweight interior design, combining the yacht’s complex all carbon construction with styling which pays homage to Baltic Yachts’ rigorous program of weight saving. Target displacement is 55 tons – just as a comparison, the recently launched, Baltic 110 Zemi displaces 95 tons.

Jarkko Jämsén, the Finnish concept designer who developed Raven with her owner and is responsible for the yacht’s styling, explained that they were keen to combine the need for weight saving with the opportunity to expose the remarkable carbon structure of the yacht to create a unique interior design aesthetic.

A key part of Baltic’s effort in the Raven project has been directed at weight saving and control. Apart from using the lightest possible carbon/Nomex combinations in the yacht’s main structures, every item, down to the last pipe clip, nut and bolt, has been assessed. The naval architects and structural engineers behind her are Botin Partners and PURE Design respectively, both at the leading edge of America’s Cup design.

“ This project undoubtedly represents one of the biggest challenges Baltic Yachts has ever embraced, ” said Baltic Yachts Executive Vice President, Henry Hawkins. “ But that is what we do – we have a long history of bringing leading edge innovation to the fore. We are surrounded and supported by a dedicated team who are led by Garth Brewer, who oversaw Visione’s construction here at Baltic 21 years ago and still keeps her on the pace. ”

Baltic 111 Raven: Experience to take on the challenge

Jarkko Jämsén emphasised the importance of choosing Baltic Yachts to build Raven. “ The company was selected because we believe it has the courage, experience and track record to take on the challenge. Calculating weight and Baltic’s well-known ability to hit displacement targets were critical. ”

For Sam Evans, project manager, and Mattias Svenlin, project co-ordinator for Raven, the challenge was to construct a superyacht much lighter than anything previously built by Baltic – yachts that were already considered light in the sphere of Superyachting. “ Mattias’ experience, creativity and flexibility, supported by a dedicated production team combined with Sam’s communication skills, have been key factors in the overall success of the build, ” added Garth Brewer.

“ This is another level entirely in terms of weight saving, ” said Mattias. To ensure as fair a hull finish as possible, a carbon mould was preferred to reduce excessive heat differences and thus distortion in the curing process. “ We re-assessed the hull coating schedule to reduce weight using light primers and filler instead of Ultra-Build to reach the acceptable industry standards – in effect coatings do the job of filler,” he said. Using this technique in a superyacht is unprecedented .”

Hull and deck construction use carbon IM fibre pre-preg, employing the highest quality fibres on the market, and a Kevlar honeycomb sandwich throughout.  The owner has accepted that sailing Baltic 111 Raven at speed will be noisy so the elimination of any attempt to sound deaden represents a huge weight saving. “ But we have created an interior finish with special surfaces affecting the acoustics to ‘soften’ the noise a little, ” said Mattias.  He pointed out, however, that all the adhesives suitable for bonding this material to bulkheads were compared for weight, the final choice resulting in a saving of 6kg. In terms of the Raven project that’s a big number.

100 grams off every bracket

Baltic Yachts has revisited all weight saving opportunities shaving 100 grams off every carbon pipe bracket, making carbon cable trays even lighter and switching out steel hydraulic pipework for lighter hosing which has saved 160kg. “ We’ve even reduced the weight of the shower door from 13.5kg per m² to just 2.3kg m², ” said Mattias.

Even as Raven neared completion, the Baltic build team were continuing to identify weight-saving opportunities including replacing the metal clips holding the lightweight carbon tubular accommodation framework in place. “Östen Sundelin, one of the team, reckoned we could 3D print them in a far lighter material so we went ahead and made that saving,” said Mattias. In-house 3D printing is increasingly used at Baltic to fashion custom items to save weight and optimize design, the complex titanium head of the yacht’s retractable propulsion system (RPS) mechanism being a case in point.

Lightweight interior design

Raven’s interior, conceptualized by Jarkko Jämsén, is unusually comprehensive for a high-performance superyacht of this type, but the use of ultra-lightweight rattan deck-heads and bulkhead finishes, exposed carbon and a lack of coatings help keep weight down along with Nomex cores in structural bulkheads. All the frameworks for the furniture, for example, are made from hollow carbon piping, its lightweight combining with a modern take on style guaranteed to turn heads.

The focal point of the accommodation is centered around the glazed sides of the large cockpit, dubbed the ‘bird’s nest’, which forms a type of inverted observation ‘dome’ allowing occupants to view the carbon-dominated accommodation. The glazing is in fact Perspex, which is considerably lighter than toughened glass, representing an overall saving of 250kg. It is reinforced with a criss-cross pattern of carbon mullions which gave it its bird’s nest description. Further weight saving is achieved by minimizing the amount of caulking between each pane and replacing some of it with a foam fillet.

On deck, attention is immediately drawn to the cockpit because, apart from its aforementioned aesthetics, it also converts to a semi-covered, hardtop-protected seating area. The forward section of the cockpit hinges up and aft in ‘clam-shell’ style to affect this unique conversion.

Perspex is also used in numerous deck prisms which still use a centuries-old design to efficiently illuminate the accommodation with natural light, but are vastly lighter by replacing bronze and glass with carbon and Perspex.

Spacious saloons are located fore and aft of the bird’s nest, the forward one laid out with a galley and dining areas and the aft space dedicated to the owner’s sleeping accommodation, with a large double centreline berth folding up against an interior bulkhead when the yacht is in performance mode. There’s also a passage berth or sea cabin to starboard.

It is not often one can describe a head and shower compartment as a work of art, but in the Baltic 111 Raven’s case numerous hydraulic rams mounted inside some of the complex carbon reinforcement, including the A frame taking the load of the deck stepped mast, have been exposed by inserting Perspex inspection covers. So, you can take a shower while watching the upper and lower deflector rams in action or the downhaul ram for the 7m long reaching strut, which is used to optimise headsail sheet leads!

Further weight saving has been achieved by modifying a custom bamboo seat in one of the shower/head compartments with carbon tubing made to look like bamboo, complete with its characteristic rings and a remarkably realistic painted finish.

The aft section of the yacht is largely empty, but forward there’s accommodation for four guests in two cabins and extensive crew accommodation including a captain’s cabin.

For propulsion and generating, the design team settled on a diesel-electric hybrid system for lower emissions and efficient weight distribution. It’s a solution Baltic Yachts has been perfecting for a number of years. A Swiss 130kW Phi-Power AG electric propulsion motor is located just aft of amidships and twin 80kW Yanmar generators, optimized to save weight, are located further aft. These charge two battery banks which power the main propulsion motor, hydraulic pumps and accommodation services. The drive train is completed by a retractable propeller designed with carbon blades and a titanium hub.

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Yachting World

• Digital Edition

Baltic 67 review: Finnish superyacht yard goes back to its roots with no-compromise cruiser

• Toby Hodges
• March 28, 2019

When a renowned superyacht yard builds a 67-footer for short-handed cruising you can be sure the result will be something special

Were money no object and you wanted the ultimate yacht for long-term cruising, what would you choose? How large could you go without needing a paid crew? What do you really need length and space for and how important is displacement and potential speed to you?

These were the sort of questions crowding into my head on first viewing the sensational new Baltic 67 at the Cannes Yachting Festival . It is truly striking. The quality of the yacht is undeniably world class, but it’s the precision of design and engineering that soon absorbs you.

The owner of this first boat is a highly experienced cruising sailor, boat owner and navigator, so joining him for a 24-hour trial from Mallorca proved the ideal way to get under the gleaming composite skin of this athletic new model.

The concept is about combining the pleasure of pure sailing with ease of handling for long-distance cruising at high average speeds. It is the alternative to a full custom yacht – all the engineering is already calculated – but a great deal of flexibility has been worked into the design, with options including single or twin rudders, a fixed or telescopic keel, multiple cabin layouts, and a carbon or epoxy sandwich hull.

Wanting to return to its mid-size fast cruiser roots, Baltic Yachts teamed up with designers and fellow in-demand superyacht specialists Judel Vrolijk and Design Unlimited. The result is this exceedingly attractive, modern-looking sloop, with a powerful hull shape, a flush foredeck and a low-profile coachroof.

Powered sail handling systems means Manyeleti can be sailed by just two

The Baltic 67 is very much at the luxury and custom end of the production yacht scale, so our light wind trial of the boat focused more on the various choices and details aboard and how they might be relevant to sailors in general. Hull number one in particular had a lot of owner input.

Manyeleti , the first 67, belongs to Erik Lindgren. It is his fifth yacht from Baltic after a string of upgrades that started with a used 39 in 1989. “It’s very different to design and build your own boat – in my case using nearly 30 years of offshore sailing experience,” Lindgren explains.

Swede Lindgren travelled to the yard once a month and was in daily contact with the project manager, Kjell Vesto.

The Lindgrens’ plan is to head off on another world cruise in a couple of years time, when Erik’s teenage children have finished school. His shakedown sail involved a 5,000-mile trip from Finland to and around the Mediterranean.

“Not a single thing broke,” he reports, saluting Baltic’s build quality. “I could literally go to El Corte Inglés, stock up, fuel up and sail across the Atlantic.”

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The Baltic 67 is as big as you can go without needing a pro crew, argues Erik Lindgren.  “I’ve spent a lot of time on World ARC boats… it’s the details that make living on board easier. This is a technical boat, but is less dependent on systems than our old Baltic 56. On the other hand it’s great to have aircon and a lifting keel.

“Half the time spent aboard will be for long distance stuff and holidays for the two of us, but a lot of the time will be spent with friends and family too.”

Privacy at this size is a big benefit. “I have no need to have a big boat for show,” says Lindgren, “but I wanted to have the things I need.”

The retractable arm for the anchor roller is an engineering masterpiece. It rises from the anchor locker at the touch of a button

The most important features he wanted, which help explain the jump in size from his previous 56, were a furling boom, a large, practical galley, four cabins and a tender garage large enough to house a forward-facing dinghy. While his yachts have grown and become more complex, Lindgren maintains that the methodical way Baltic builds boats results in a lot fewer problems.

A carbon furling boom is an eye-watering investment, but it does make the hoisting, reefing and lowering of sails a quick and largely hassle-free procedure. It can make the difference to whether you go sailing or not. Within minutes of leaving Palma’s breakwaters, we had main and jib unfurled and were matching the 8 knot wind speeds.

Manyeleti is hull number one in the Baltic 67 series

Easy performance

The Hall carbon boom uses an electric mandrel motor that is synchronised with the halyard to avoid too much sail spilling out during a hoist. The traveller is also electric, while the sheet car pullers, backstay, vang and furlers are hydraulically-operated. The result is the ease of push-button sailing typically used on modern performance superyachts.

We spent the first few hours reaching across Palma Bay. Despite having 24 hours aboard, the most breeze we found was 11 knots, which translated to 9.5 knots boatspeed – very respectable under white sails only (fully battened main and non-overlapping jib). The majority of the time was spent close-hauled, matching the single-figure wind, even exceeding it when it dropped below 6 knots.

Neat details: the forward end of the jib car puller, which is hydraulically powered

I found myself gravitating to the side deck to sit and steer, instinctively wanting to sail the Baltic 67 like a cruiser-racer. There are good views over the low coachroof and flush foredeck, but nothing except freeboard height to prevent a wet backside if the decks ship green water.

The helmsman can also sit forward of the wheel and reach the two winches. I like the way the primary is mounted inboard, though the positioning of the turning block for the jib sheet creates an obstacle on the side deck. Baltic reasons that it helps provide the option to use either winch for the sheet.

Speed for oceans

A flying sail would have helped to get the most out of the conditions, but Lindgren was still awaiting delivery of a Code 0 and A3, both on top-down furlers. However, even when the evening breeze died to around 4-5 knots, the Baltic 67 still provided an enjoyable experience on the helm. It’s rare that you can say such a thing while only using main and jib.

The 67 is designed for potent offwind performance, to limit engine use on transocean voyages. The aggressive sail area to displacement ratio of 30.9 is possibly taking things too far: the boat has so much power to weight that it will need to be treated as a real performance cruiser and tamed accordingly (i.e. reefed early). But what our trial sail did show was how well the Baltic 67 fulfils its brief of being able to offer enjoyable sailing in light wind.

“Bluewater boats don’t usually sail in 10-15 knots downwind – and we had a lot of that,” Lindgren points out, with reference to their previous Pacific crossing. “At 150º true, this boat is sailing at 8-9 knots, which is a big difference. As long as you are over 8 knots you are properly moving through the water,” he reasons. “Below that you’re in the swell and not in control.”

The twin pedestals are well designed to site plotter screens and remote controls for powered deck functions and sail handling

With the relatively low coachroof and cockpit backrests and aft positioning of the helms, protection from the elements may be a concern. When you look at Baltic’s large new designs in build, the 142 and 146, both have lengthy deckhouses that provide plenty of protection. But it chose the more in-vogue deck design for this semi-custom size, so its solutions for cockpit protection depend largely on a retractable sprayhood and bimini. These can remain in place while sailing and have already been tested in up to 40 knots.

The cockpit area on this first Baltic 67 has been adapted according to the owners’ wishes, including a narrower space between benches and no fixed table. The Lindgrens like to be able to brace feet between benches and to be able to sleep on the sole between them when offshore. The table and carbon legs stow beneath the central saloon soleboards.

We anchored at dusk at Es Trenc beach, 25 miles to the south-east of Palma, in water so clear we could pick the spot to drop the hook between weed patches. The ability to anchor in less than 4m amply demonstrated the appeal of a lifting keel. The keel system, from the highly reputable Italian brand APM, raises the T-keel hydraulically up to 2.5m.

The anchor arrangement is another fine piece of engineering: the arm is concealed in a shallow locker and rotates over and into place at the push of a button. The roller then extends out to keep it clear of the stem. The second Baltic 67 will have a fixed roller incorporated into the bowsprit.

The furling jib and powered padeye are recessed neatly

Open transom choice

The garage houses a 3.2m dinghy stowed longitudinally, with the engine mounted, between the dual rudders. Lindgren chose an AB tender with aluminium hull (53kg). It has a 20hp outboard so can plane with four adults yet is light enough to be dragged up the beach. He also opted for an open transom that, although an unconventional choice for ocean cruising, gives easy access to the swim platform and dinghy.

There is copious stowage space throughout the Baltic 67. In addition to the tall sail locker in the forepeak, the aft quarter lockers easily swallow electric bikes, inflatable paddleboards, snorkel gear, waterskis, spare fuel and a liferaft valise. Here there’s also access to the steering gear with independent autopilots used on both quadrants.

I particularly like the way multiple Antal T-lock fittings are flush-mounted along the toerail and in the cockpit. These enable quick and easy swivelling toggles to be inserted for loops and blocks, or for harness attachments.

Weight versus noise

The following morning was windless, leaving us with a three-hour motor back to Palma. The 150hp six-cylinder Steyr was specified for its low noise and emissions, and drives a four-blade Bruntons prop via a standard shaft.

E-glass was chosen over the standard carbon hull. Lindgren’s previous Baltic 56 was carbon and he wanted the better noise insulation over the weight difference (up to one tonne). The 67 is a very quiet, relaxing boat under motor, with no need to raise voices under power.

The spacious saloon has enough room for both dining and coffee tables

Down below the Baltic is an aircon-cooled haven of charm and exquisite quality. The more time I spent aboard and the more I learned of the systems and engineering, the more I began to appreciate what sets this boat apart.

The Design Unlimited styling is elegant and tasteful, with a mahogany finish on this first boat. With four different layout configurations plenty of scope is allowed for owner customisation. But behind the scenes is what you really pay for with the Baltic. It’s the telling result of what happens when a yard goes down in model size – this 67 is built like a superyacht.

For example, the engine room, used for hot items like engine, genset and water-heater, links through to a proper mechanical/utility room abaft the galley, where equipment is mounted on three walls for easy access (including chargers, inverters, pumps, watermaker and compressors).

“The thinking is that everything should be in reach and that you should be able to maintain it easily,” says Lindgren, pointing to the Spectra watermaker (his fourth) mounted on one bulkhead.

The boat’s systems are beautifully laid out for ease of inspection and maintenance

Stowage throughout has been brilliantly conceived. The 2,000lt of water and diesel tanks, plus the batteries, are all mounted centrally, under the saloon, leaving cavernous practical stowage under the berths. Custom-made fabric bags are used under the saloon seats to maximise useable volume.

Lifting the carbon sandwich soleboards at the base of the companionway reveals the sea chests and main manifolds for fuel and water, a prime example of the meticulous and practical systems layout. The 1,440Ah of lithium gel batteries further forward have a reservoir surrounding them, which can cool the cells if necessary without flooding them. And there are custom-made drip trays below any filters to prevent mess or corrosion.

The keel uses a Programmable Logic Controller (PLC) to activate the hydraulics, the cylinders for which can be replaced from within the boat. All other electrics are on manual relays. The fuse locker is a work of art and opens out for full access to the wiring, with every wire and fuse numbered and labelled.

Smart cabin choice

Manyeleti ’s owner’s cabin, with adjoining heads and shower in the forwardmost section, has an offset double berth positioned aft by the main bulkhead, a relatively central area of the boat to sleep. However, on passage, Lindgren says he sleeps on deck, or in the single cabin amidships. There are also leecloths on the saloon berths, a comfortable option if guests don’t want to share the twins.

The owner’s cabin is (purposefully) the only one aboard Manyeleti to feature a double bed

There is a good reason why there is only one double bed. Lindgren often sails with male friends, hence twin and single berths are a pragmatic choice. The use of a split heads and shower shared between the twin and single cabins is also sensible.

The central section of the interior is superb, with a traditional lower saloon, a navstation beside the companionway and a formidable U-shaped galley. It was important to the Lindgrens that the galley was large enough for two to work in yet still be seamanlike. The result is a very practical area with superb chilled, dried goods and crockery stowage. Ventilation ducts keep it nice and cool, though personally I’d want to have a hatch through to the cockpit.

Lindgren swears by the dishwasher, reasoning that it uses less water than washing up and helps keep the galley tidy. This and an induction cooker would be sensible options if you had sufficient power, and would avoid the need for gas.

The exemplary finish and smaller details help furnish the boat with a top quality feel. From the hinges, light switches and showerheads to the gas sprung hatches and overall joiner work, the Baltic 67 oozes quality.

The Baltic 67 has been designed with short-handed sailing in mind

Baltic 67: the verdict

Baltic has spent the last decade building some of the finest performance superyachts. You don’t receive commissions for yachts such as Hetairos , Pink Gin VI , or My Song without a top reputation, and to get that sort of quality on a 67-footer is truly special. Attention to detail and class of engineering and finish are hallmarks of this new model.

The Baltic 67 has the performance in light airs to match her on-trend looks and is a joy to helm. The choice of a comparatively unprotected cockpit and an open transom may not sit well with conventional bluewater sailors, but times are changing and this design is aimed as much at port-hopping from Portofino as at Pacific passagemaking . It is the solutions, stowage and systems employed throughout that help make it a valid option for distance cruising.

The Baltic 67 has the legs to outrun virtually any other cruising monohull and to keep sailing fast in light apparent winds. To know you’re buying the best in terms of design and composite build – and created by the same team involved in a yacht that costs tens of millions – must help compensate for the significant initial outlay. For the rest of us, we can but dream.

Specification

LOA: 20.52m (67ft 4in)

LWL: 19.20m (62ft 12in)

Beam (max): 5.45m (17ft 11in)

Draught (max): 3.90m (12ft 10in)

Draught (telescopic): 2.50m (8ft 2in)

Displacement (lightship): 24,400kg (53,792lb)

Ballast: 9,000kg (19,841lb)

Sail Area: 255.6m2 (2,751ft2)

Berths: 7-8

Engine: 150hp

Water: 1,000lt (220gal)

Fuel: 900lt (198gal)

Sail Area/disp ratio: 30.9

Disp/LWL ratio: 96

Price: €3.95 million (ex. VAT)

Design: Judel/Vrolijk & Co and Design Unlimited

PERSEVERANCE

In 2021, Baltic Yachts unveiled this modern classic vessel, earning the prestigious title of Boat International's Sailing Yacht of the Year in 2022! Crafted by the renowned Dykstra Naval Architects, PERSEVERANCE seamlessly blends exceptional sailing prowess with a strong commitment to eco-conscious technology. This includes intelligent cabin systems, an eco-friendly electric propulsion system, and the remarkable capability to generate electricity while on the move.

The interior of PERSEVERANCE, meticulously designed by deVosdeVries, exudes an inviting and contemporary atmosphere. It showcases opulent stained oak, elegant dark maple flooring, and striking 'industrial chic hardware' for a distinctive touch. Accommodating up to 8 guests in supreme comfort, the yacht features 4 lavish ensuite cabins. The expansive master stateroom spans the full beam forward, offering a grand entrance foyer, a king-sized bed, a spacious bathroom with a lavish shower, and an abundance of natural illumination. Midship, you'll discover a luxurious VIP double cabin with a queen-sized bed, a twin cabin, and a cozy bunk bed cabin.

WHAT OUR GUESTS SAY:

Our time on Perseverance was amazing. The yacht sailed smoothly and we loved the eco-friendly touches like the electric system. Inside, it felt cozy with nice wood details. We explored beautiful spots, snorkeled, and enjoyed the many water activities available. The crew was great and made us feel right at home. Captain Pedro was exceptional and so was the rest of the crew actually. The food was delicious and very healthy. It was a fantastic experience and we can't wait to do it again.

Eco Friendly

Great Comfort

Great Design

Great Yacht

TOYS & TENDERS

1x TIWAL 3 SMALL SAILBOAT

1x 2-person Kayak

2x Jobe Yarra 10.6 Inflatable Paddle Board

1x JOBE Vanity Wakeboard 141

1x Jobe Mode Combo waterski 170cm

2x Sublue underwater scooters

2x Mares Dive Gear

1x Dive compressor

2x Tern D16 Eclipse  Bicycle (folding)

1 x Williams  505 Jet Tender

DESTINATION

Summer :

 Italian Riviera

Winter :

 Caribbean

  From 95,000 EUR/Week

SIMILAR CHARTERS

$ 65,100

33.05 M

10 GUEST

€ 15,000

8 GUEST

SHOOTING STAR

€ 68,500

31.10 M

12 GUEST

€ 23,000

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YACHT STORY is written in May 2021 in Antwerp, Belgium, encouraged by the need in the Benelux for a professional Partner for yacht charter services. The increasing demand of travelling and private escapes on a yacht organized from a to z by one contact person was an important stimulation to create this boutique charter company with a personal approach.

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The restructuring events database contains factsheets with data on large-scale restructuring events reported in the principal national media and company websites in each EU Member State. This database was created in 2002.

Baltic Yachts

Description.

Finnish manufacturer of boats, Baltic Yachts, is expanding with 30 new employees during 2017. The company's revenue increased with 14.6% last year and the order book is filled creating a need for an expansion of the business and new employees. In addition to the 30 new employees to be hired Baltic Yachts has already hired 20 employees during 2017. 

The ERM has previously reported on growth and new jobs within the Finnish shipbuilding industry with the Turku Shipyard expanding with 500 new employees during 2017-2018 .

• 2 June 2017: Vasabladet

Eurofound (2017), Baltic Yachts, Business expansion in Finland, factsheet number 91081, European Restructuring Monitor. Dublin, https://restructuringeventsprod.azurewebsites.net/restructuring-events/detail/91081.

Eurofound publications on restructuring

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Digitisation and automation technologies, including artificial intelligence (AI), can affect working conditions in a variety of ways and their use in the workplace raises a host of new ethical concerns.

• Date 30 May 2022

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The retail banking sector is fertile ground for studying the impacts of digitalisation on work and employment. Financial services are increasingly provided online, without the intermediary of customer-facing institutions.

• Date 26 Sep 2022

Recovery from COVID-19: The changing structure of employment in the EU

European labour markets have recovered strongly from COVID-19. By the end of 2021, little more than 18 months after the start of the pandemic, employment rates in the EU were almost at pre-crisis levels.

• Date 20 Oct 2022

The digital age: Implications of automation, digitisation and platforms for work and employment

Technological change is accelerating as the capacity of electronic devices to digitally store, process and communicate information expands.

• Date 15 Dec 2021

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Path: On board Baltic's award-winning 45m sailing yacht

Inspired by an experienced sailor, the World Superyacht Award-winning sloop Path is a real standout, as Sam Fortescue finds out in Palma...

It takes an effort to stand out from the crowd in Palma. There are so many metres of gleaming superyachtery lined up on the quays that everything starts to look the same. Not so the latest launch from Baltic Yachts . It has the advantage of a mast, which naturally helps in a world dominated by motor yachts. But it is really the sleek, quiet purpose of 44.6 metre Path that distinguishes her. That and the flame orange crew uniforms.

With a German designer, an obsessive Finnish builder and an engaged owner, nothing on this boat has been left to chance. I am immediately grateful for the owner’s foresight as I step aboard on an uncharacteristically grey morning. With the leaden threat of rain, we congregate under the truly vast hardtop he requested, which protects the dining and lounging areas of the cockpit. It is a continuation of the coachroof, which sweeps aft a further seven metres.

“The owner took all the experience he gained from sailing round the world and put it into the new boat,” explains Henry Hawkins, executive vice president of Baltic Yachts. “His previous boat was a Baltic 112 which we call Old Path . He’s a hugely passionate sailor and competes in a couple of sports boat classes. So he was adamant he wanted a cruising boat with performance.”

And what the hardtop lacks in pure elegance, it makes up for in sheer practicality. It is just one part of the owner’s philosophy of choosing reliability over elaborate technology or flashy styling, as designer Rolf Vrolijk notes. “This owner knows very well what he wants. There was no need to go to an external designer to make a statement.”

Ease of handling was the other key brief for the judel/vrolijk team. Path has twin rudders, for instance, and a hydraulic lifting keel. This reduces her draught to 3.4 metres – enough to get into many smaller ports and anchorages, including much of the Bahamas. She also features a roller boom system from Carbo Link to make light work of furling or reefing the 558-square-metre mainsail.

On the mechanical side, she is equipped with a saildrive pod system that can rotate through 340 degrees beneath the boat to give optimum thrust and torque at almost any angle. Coupled with the bow thruster, this flexible system simplifies close quarters manoeuvring. A four-blade variable-pitch propeller also adds to efficiency across long passages under power or when motor sailing.

“When manoeuvring under power, you can set it to a high engine speed to provide hydraulic power to the thruster via a PTO,” Hawkins says. Only one thruster is needed with the rotating saildrive, he explains. “We can then add a little pitch to the blades to move forward or backwards or even sideways as needed, as this leg rotates.”

Path rows somewhat against the current with its engine. The capable 550hp Scania unit is certainly up to the job, but the power system eschews hybrid or battery-assisted technology. It is an old-fashioned mix of iron, oil and diesel with enough grunt to pull the boat along and turn the winches, while a pair of 55kW Northern Lights generators pick up the hotel loads. Of course, that is exactly what the owner wanted.

“We looked at electric propulsion, as with the majority of our boats,” Hawkins says. “But Path is set up as a world cruiser and the cornerstone had to be proven reliability.” Similarly, the Hundested main thruster pod is theoretically capable of retracting into the hull to reduce drag under sail. “The owner chose not to take the folding ability for the sake of simplicity,” he adds. “While the pod and propeller hydraulics can all be driven mechanically to return to port.”

Before anything else, though, this boat is a Baltic, and that means a fast hull with a meticulous layup in carbon fibre. By making ample use of Sprint and pre-preg materials from Gurit, Baltic has limited the displacement of this 44.6-metre yacht to 172 tonnes. Pre-preg means that precisely the right amount of epoxy resin is already right where it needs to be in the layup, eliminating the wastage of wet systems.

The lines by judel/vrolijk are as sleek as you would expect from a team that has done so much work with racing yachts. Despite her length, her beam tops out at 9.35 metres, giving Path naturally efficient proportions. The architecture is closely related to that of the Baltic 112 Canova . “These are families of hulls developed through feedback from the crew,” Vrolijk says.

A powerful masthead sloop rig gives the crew plenty of options, and again, the emphasis is on ease of handling.   “We didn’t want to go too big with a square-head main, because that creates too much complexity for a cruising guy,” Vrolijk says. No fewer than two fixed and two removable headstays permit a range of sails upwind, plus a three-metre bowsprit for setting the gennaker or dedicated reaching sail. Baltic describes the set-up as a homage to the Imoca 60, whose multi-headsail configuration make short-handed racing a reality.

Vrolijk says that the boat sails well with two headsails set – jib and staysail or storm jib and staysail, as conditions dictate. The main is reefed by putting turns on the boom, but in order not to overstrain the mandrel, the sail still has three reefing points on the luff and leech that take the strain. After sea trials in Palma, he described Path ’s handling in typically dry fashion. “It was, of course, quite nice,” he told me. “She has a balanced rudder feel, and the boat tracks very well.”

Path is designed to sail at between 11 and 16 knots in typical conditions, but she had already hit speeds approaching  20 knots on the passage down from Finland, according to Captain Daniele Cesaro. In Palma, the boat handled 35-knot gusts under full main and a staysail jib.

Sightlines from the two wheels are well thought out, with a clear view ahead down the windward side. Each helm station has its own little hardtop with a glass panel for gazing at the sail. It feels a little like the bridge of the USS Enterprise sitting here with six big Sailmon screens for boat data and six huge glass-bridge displays.

Step inside, though, and you instantly return to a past where wood, not carbon fibre, was king. With decidedly classic styling, the interior is all about panelled walls and solid furniture. Elegant cabinetry is well endowed with fiddles – this is an owner who understands the need to steady yourself as you cross the saloon on a 20-degree heel. From sofas to a robust wooden swivel chair at the navigation station, it seemingly adds weight, but says Hawkins, the furniture is foam core with a wood veneer, which allows keeping the weight under control.

Margo Vrolijk led the styling team, making it a full house for judel/vrolijk. She drew on a visit to the owner’s home and a good look at his previous Baltic. “The concept is inspired by how the family lives ashore and translating that into an easily controlled sailing yacht,” she says. “The timeless style of the interior has been achieved through symmetry in geometry and balancing the choice of neutral and natural colour palettes with classic, colourful patterns like stripes and paisley shapes.”

This approach has created a very liveable environment below, with deep, inviting sofas, plump mattresses and comfy chairs. Despite the suede and natural fabric finishes, the upholstery has been designed to be easily maintained when off the beaten track. Most surfaces are in warm teak, while the floors are in a dark stained oak that will conceal wear and tear. “You can spill anything on the fabrics and it will still remain the same colour,” says Margo Vrolijk.

More than the materials, though, it is the spaces created by the design team that intrigue. Beneath that huge main saloon lie the owner’s quarters, bang amidships. The cabin spans the full beam but is partially divided near the middle by a glass screen. Twin beds lie to starboard, with access to a large bathroom with both a shower and recessed full-length bathtub.

To starboard is a wonderful kind of parlour or snug sitting room, with two Poltrona Frau recliners and a host of convenient features within reach. Touch a button and the glass panel turns opaque, becoming a screen for projecting charts and nav information. Pull open a low cabinet and there’s a custom-built recess for a decanter of whisky and weighted crystal tumblers. The glasses are inlaid with a magnet on the base to keep them from sliding off when set down. Pilot guides and reference books line the walls – a library for settling down with a drink to figure out where to head next.

Upstairs you reach the office, on a kind of half level.  A huge array of electronics is concealed behind the panelling here, while twin VSAT domes can keep the owner as connected on board as he would be if he were sitting in the office. “The system is Starlink ready,” Hawkins says. “Then there’ll be no need for those big domes – the eggs in the rigging will disappear.”

As this space lacks a hull window, the owner requested an LED wall, the first I have seen aboard a yacht. Running the length of the hull in the office, it normally displays an aquarium scene, but can naturally be programmed to show anything. Vrolijk mocked up a full-size office and owner’s cabin to check every detail.

Although naturally on a smaller scale to the owner’s cabin, three en suite guest cabins offer heaps of space. A VIP cabin in the bow converts between double and twin and includes its own sofa area for privacy. The double just aft has an even larger snug seating area opposite. And a final guest double is in the aft accommodation. Though this puts it next to the crew area, it has its own private companionway to the saloon.

There are lots of little features which are a pleasure to discover. I liked the way that a navigation display folds up out of a burnished chart desk in the main saloon, for instance. Another display in the crew mess slides down out of an overhead cabinet to create a barrier between the navigator and the mess. It’s a smart idea that creates two distinct spaces when necessary. I also like how the doorknobs are leather bound.

With her huge aft deck and a big bathing platform for catching the sun, plus a tender well on the foredeck that serves as a pool when the Ribeye YT600 has been craned out, Path can hold her own in Mallorca and the world’s other yachting hotspots. But she won’t be here for long. Though she’s registered in Malta, this boat has no home port – no marina berth with her name on it. Her calling is as an ocean wanderer. She is going to find her own path around the world.

First published in the June 2022 issue of BOAT International. Get this magazine sent straight to your door, or subscribe and never miss an issue.

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Why is Moscow called ‘the port of five seas’?

Moscow has many nicknames : ‘A City on Seven Hills’; ‘The Third Rome’; ‘White-Stoned’; and most surprisingly, ‘The Port of the Five Seas’. Geography, however, won’t help in explaining how this is possible. If you look on a map, you’ll see that Moscow’s location is not even close to any sea. The nearest is the Gulf of Finland (which flows into the Baltic Sea) and where St. Petersburg is located. But that’s about 600 kilometers from Moscow.  

How did this nickname originate?

As usual the answer lies in history, though not so distant in the past. The first to call Moscow ‘a port of five seas’ was Joseph Stalin, and the matter was connected with the country’s rapid industrialisation. 

The White Sea-Baltic Canal, 1933

Huge ‘communist constructions’ were arranged throughout the Soviet Union. The most ambitious were canals. The most infamous project was the White Sea-Baltic Canal built by prisoners in record time, costing the lives of thousands of prisoners.

Prisoners on the construction of the White Sea-Baltic Canal

At the same time, Stalin arranged a huge plan for rebuilding Moscow. The city had to be modernized to be a suitable and impressive capital for the new ambitious and progressive Soviet nation. Moscow in the late 1920s, however, still looked quite provincial. For several centuries during the Imperial era it had become a second-rate city, since most development and progress was focused in the Tsar’s capital St. Petersburg.

Stalin began construction on a metro system, built new thoroughfares and highways, and even made the streets broader (in some cases even the buildings were moved !). Without any hesitation Stalin ordered to get rid of anything that could interrupt a new highway or prospect. 

Moscow's Kitay-Gorod wall and gates, 1920s

Many structures connected to the old regime were demolished, including dozens of old churches and monasteries, as well as the Kitay-Gorod Wall, a 16th century fortification in the city center, just one kilometer from the Kremlin.

To supply a rapidly developing Moscow with a large amount of drinking and industrial water, and to make it accessible to shipping, Stalin ordered the building of a canal that connected the relatively small Moskva River with the Volga River. (Peter the Great first thought of this ambitious idea back in the 18th century, but never realized it).

The construction of the Moskva-Volga Canal, 1934-1937

The 128 kilometers waterway was built by Gulag prisoners from 1932 to 1937. First it was called the ‘Moskva-Volga canal’, but in 1947 it was renamed the ‘Moscow Canal’. The famous phrase – Moscow is now ‘a port of five seas’ – was pronounced by Stalin in 1937 at the canal opening ceremony. 

Which seas does it connect with? 

The White Sea and the Baltic Sea were connected by a canal, and the Baltic Sea was connected with the Volga River by a system of canals and rivers. The building of Moskva-Volga canal made it possible to reach the White Sea and the Baltic Sea by sailing from Moscow. 

First ship enters lock on the Moscow-Volga Canal

The third sea is the Caspian, into which the Volga flows. Later, in the 1950s, another huge canal appeared - a 101 km waterway between the Volga and the Don rivers was built in Volgograd. This canal gave access from the Volga to the Sea of Azov - and subsequently to the Black Sea.  

The Volga-Don Canal, 1952

After all those big Soviet construction projects were completed, it was possible to reach the five seas without ever leaving one’s ship: the White, Baltic, Caspian and Black Sea, as well as the Sea of Azov. 

Now what do you think – is Moscow a sea port or not? 

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7 Major Ports in Russia

As the largest of all the landmasses in the entire world, Russia has an extensive coastline. It features on the periphery of the Arctic Ocean surrounding its entire North for trading prospects. The Barents Sea, with the South-Eastern side touching the Sea of Japan encompasses the major ports in Russia.

60% of the total cargo movement on the international scale for Russia takes place through the sea. This includes almost 722 million MT (2016) cargo movement through international vessel calls.

A staggering 67 thousand plus ship calls come through this busy network every year. However, the modern handling facilities ensure that the median handling time for these ships remains 1.45 days. This means the port facilities under the Russian Government’s reach are the best in the business!

As a shipping nation, the Russian seafarers are plenty in number across the globe. The country’s shipping strength boasts over 2820 vessel registrations and 98,000 seafarers under them.

Major Ports Of Russia

In this article, we review the major ports in Russia of inland and international importance. We highlight their share in building the 571 496 million current US$ shipping market in the country. The details also contain their accurate location, identity code, and other geographical information.

1. Port of Novorossiysk (Krasnodar Krai, Russia)

UN/Locode: RUNVS Latitude: 44.720065° Longitude: 37.81373°

The port of Novorossiysk has a 3.4 sq. km harbour area with a land area worth 2.7 sq. km. This includes a total of 89 functioning berths for vessels of all sizes. It features as the biggest seagoing port for Russia for over decades with almost 50% higher turnover.

The establishment of the port of Novorossiysk dates back to 1829, with major exchanges since 1846. The port’s range of services recorded 143 million MT of cargo handling for 2020. It includes one of the first Timber wood handling facilities to feature across the Black Sea ports.

Cargo Handling

A total of 11 berths are important in handling timber and other bulk cargo. 4 separate berths over a quay length of 570 meters handle the container operations. The sheer size of the facility allows maximum handling limits of 208 million MT every year.

Network and Layout

The timber operations across the 4 berths (31, 32, 31/A, 31/5) are the most advanced facility across Europe. Their throughput every year crosses figures between 400 thousand to 600 thousand.

This connects with direct railway and loading facilities, reaching out to 70% of timber industries. Meanwhile, 180 thousand and more TEU capacity of container handling adds to the port’s large-scale profits.

2. Port of Saint Petersburg (St. Petersburg, Russia)

UN/Locode: RULED Latitude: 59.91933° Longitude: 30.327035°

The Port of Saint Petersburg has one of the deepest drafts for any Russian facility. The inner anchorage ranges between 23 to 25 meters while the channel draft is approx. 18.5 to 23 meters.

As one of the major ports in Russia, its water area spreads over an expanse of 164 sq. km. Meanwhile, the beginning of its establishment dates back to 1869. At present, the facility uses 470 vessels for in-house operations along their coast.

The passenger terminal at St. Petersburg handles over 450 vessels annually. This happens over a dozen of berths, with 2 major terminals having the alongside the extent of 360 meters.

The total mooring size capacity of this facility is over 30 kilometres. This includes the working capacity of more than 200 berths of various sizes in this facility.

St. Petersburg famously works with 8 major cranes of Panamax capacity. This couples with 3 RMG and 20 gantry nature cranes for handling container goods. This rounds off to the port’s annual handling figures to well over 2 million every year.

The facility connects with major cargo shipping destinations through 2 dozen operating lines. It acts as the major gateway for providing shipping access to the Russian interiors. The neighbouring ports like Rotterdam, Bremerhaven, etc. act as the feeder terminals for the super container ships .

Over 122 tugs and 3 dozen oil barges are resident for berthing and bunkering operations. The rail line operates through the container segment of the port, handling container transport.

3. Port of Ust-Luga (Kingiseppsky District, Russia)

UN/Locode: RUULU Latitude: 59.68294° Longitude: 28.329515°

The port of Ust-Luga stands only behind Novorossiysk in terms of cargo handling volume for 2020. It has the biggest handling facility for coal bulk operations in the Northern part of Russia. The additional expansion plans provide this facility with a total area of 30 sq. km.

Ust-Luga has 5 major berths that operate for round the year operation in severe temperatures. These handle over 30 vessels at once with anchorage facilities over 20 meters and higher depth.

The state-of-art coal loading facilities handle export abilities up to 20 million MT annually. It also is one of the newest facilities in Russia, dating back to 2011 for its establishment.

The loading conveyors for the coal handle up to 500 MT every hour on average. This facility accommodates vessels ranging up to 60,000MT of DWT for coal loading.

In addition, Ust-Luga also handles livestock, liquid, and general cargo operations. The overall cargo operations have figures worth 102.6 million MT for 2020. 2 mega cranes of 104 MT capacity and 1 of 80 MT capacity operate simultaneously with the conveyor system.

The berthing network contains a ramp bridge terminal and 7 deep berths spread across 1500 meters. Their operations handle 1000 to 1450 vessels up to 1,20,000 MT DWT.

The layout also has a warehouse for final goods handling, spread over 2800 sq. meters. This facility connects with the Ust-Luga railway terminal that has a special station for the port. The plan is for expanding the facility for over 26 train arrivals every day in the next decade.

4. Port of Vostochny (Nakhodka Bay, Russia)

UN/Locode: RUVYP Latitude: 42.762495° Longitude: 133.0514°

The port of Vostochny operates with two major terminals for a handling capacity of 80 million MT. In 2020, the facility shows stats worth 77 million MT including the export. In the internodal structure, the coal loading takes place at the special coal terminal.

The facility is amongst the oldest in the major ports in Russia, dating back to 1974. The trans-Siberian railway connects the terminal to the most prominent end-user plants. Vostochny’s major exports connect with the Asian countries, with Japan and Korea using up to 60%.

Over 550 vessel arrivals for the year 2019 have mostly bulk carriers of different sizes. The facility accommodates vessels up to 1,80,000 MT DWT for bulk coal operations.

The general handling facilities show 300,000 units of rail cars carrying the cargo for this period. The discharge to these rails uses the conveyor mechanism with automatic operations.

The Vostochny terminal employs over 1700 people for the cargo and operational routines. The spreading layout uses 98% of mechanical and electrical automation for operations.

With the progressive development of their phase 3, the handling capacities will touch over 100 million MT. As a result, the net income of the facility amounts to an annual figure of 125 million USD.

5. Port of Primorsk (Vyborgsky District, Russia)

UN/Locode: RUPRI Latitude: 60.3463° Longitude: 28.67096°

The Port of Primorsk is spread across a land piece of 5.4 sq. km area for cargo operation. This is in addition to the 32 sq. km of water limits within their expanse. It features amongst the top Russian ports by volume, handling 50 million MT+ cargo annually.

The initial operations at the facility date back to the year 2001, with a further increase in 2004. The facility operates 6 major berths that spread across a length of 2.8 km alongside. The deepest tanker-handling terminals allow drafts up to 17.8 meters for convenient loading.

An annual handling capacity of 60 million MT and more of liquid cargo allows major export relations. The Primorsk port also stands out as the highest contributor to oil exports in Russia.

The operations include 50 major oil extraction firms for direct loading transfers. All loading arms connect for a throughput of 2800 cubic meters loading rate for bigger tankers. This allows tankers of 1,50,000 DWT capacity to arrive with better draft features.

The wide oil handling range connects with the Baltic Pipeline and serves at its one end. This comes with a specific terminal for gas loading operations that operates 8-24hrs for cargo.

The 2 phases of pipeline extending onwards span over 1000 kilometres for oil handling. These terminals involve 250 regular employees with camera surveillance measures.

6. Port of Murmansk (Kola Bay, Russia)

UN/Locode: RUMMK Latitude: 68.984125° Longitude: 33.061°

With its location on the northern end of the Arctic circle, Murmansk is the coldest Russian port. It also is the largest to lie on the North of this geography. It is also the geographical North-most amongst the major ports in Russia.

The port helps to house the ice-breaking vessels assisting the larger vessels passing through the Arctic. Its establishment owing to this reason is also quite old, dating back to 1917.

The port operates through its 15 berths, 11 of which are for solid cargo. These berths divide into 2 major port districts or nodes for operation. The general berths operate over 1.5 km in length, while the oil terminals operate on half the figure.

In 2021, Murmansk has figures worth 56 million MT of cargo through its facility. All major bulk cargo operations take place through the gantries at a steady rate. The operates to switch between 16 and 32 MT per hour operation capacity for these.

Meanwhile, the bulk liquid berths vary between 10 to 15 meters in depth. The 3 terminals that use the roadways facility operate the majority of bulk operations.

Despite its challenging location, Murmansk operates round the year. Its expanse has an additional third node for car and container handling tasks. It is the only node with length restrictions, with vessels coming up to 220 meters long.

Major bulk cargo storage facility houses more than 25000 MT in this area. The facility houses over 200 operators for cargo, and less than 100 for ice-breaking requirements.

7. Port of Vladivostok (Vladivostok, Russia)

UN/Locode: RUVVO Latitude: 43.087445° Longitude: 131.9022°

The port of Vladivostok provides Russia with an opportunity to explore the Pacific. It extends towards the south-eastern end and touches the Sea of Japan for the bulk Asian traffic. This facility spreads across 55 hectares and also provides a cultural significance for the Russian landmass.

Vladivostok has a record of handling 24 million MT of cargo for 2021. It is significantly higher than its 13.9 million MT average across the decade. The port’s establishment starts in the 1800s, with free status existence in between.

The terminal operates through its range of 15 berths for general operations. Each of these varies between 10 to 15 meters for depth. The approach through the channel gives a depth of up to 25 meters.

A collection of 200 automatic and semi-automatic loading resources are available overall. This includes the STS, RMG, and RTG facilities operating alongside. The container handling facilities operate round the year for efficient discharging.

Being the south-eastern tip, the Vladivostok network has major relation with Asian ports. 45% and more of their trade flow through Korea, Japan, and China in combination. The layout divides into the universal and the container-specific terminals for operation.

An area of 450,000 sq. meters is available for the warehouse storage and handling of goods. The inter-port handling facilities feature a train map and 2 major truck checkpoints.

Russian Shipping Riches

The sea transport shares a stake worth 112 087 million current USD for the Russian trade. This creates a significant impact for managing international trade, despite the large land area. The concentration of land does not have too big inland waterways, leading to major ocean ports.

Moreover, the testing conditions while operating in the Arctic do not make the cargo movement easier. In such situations, the Russian authorities focus highly on developing the ice-breaking fleet for year-long operations.

With a diverse portfolio, the major ports in Russia handle cargo of every significant use. The country’s latest focus on developing a green corridor is in line with the shipping requirement and future.

You might also like to read:

• 7 Major Ports of South Africa
• 7 Major Ports of the United States
• 7 Major Ports in The United Kingdom
• 10 Major Ports In Brazil
• Top 14 Major Ports in Italy

Disclaimer:  The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight.  Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

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Baltic states set to decouple from Russian power grid in early 2025

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Andrius covers politics and general news in the Baltics - Estonia, Latvia and Lithuania, the three key states along the NATO's eastern flank, the staunchest supporters of Ukraine and the most vocal critics of Russia in NATO and the European Union. He wrote stories on everything from China pressuring German companies to leave Taiwan-supporting Lithuania to Iraqi migrants hiding in the forest at the Belarus border to a farmer burning grain for heat during the energy crisis.

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• Economy & Politics ›

Budget income of Moscow 2022, by source

Budget income of moscow from january to november 2022, by source (in billion russian rubles).

Additional Information

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December 2022

January to November 2022

Other statistics on the topic Economy of Russia

Monthly minimum wage in Russia and its major cities 2024

Demographics

Population under the poverty line in Russia quarterly 2021-2023

Financial Instruments & Investments

U.S. dollar & euro to Russian ruble exchange rate monthly 2008-2023

Gross domestic product (GDP) growth rate in Russia quarterly 2018-2023

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• Service & Refit
• Baltic Yachts Rendezvous

OUR YACHTS MULTI-ROLE YACHTS

A comfortable cruising experience has always been a key sales pitch and driver in our designs. We want to make complex yachts easy to sail. We put great emphasis on user-friendliness in our technical design process and seek maximum comfort in our interior design.

Our expertise in building advanced composite yachts is based on nearly half a century of experience starting with many smaller production yachts and evolving into the custom superyachts we see being launched today. We are world leaders in this field of building, which is in so much demand today by clients looking for a multi-role yacht providing a platform for luxury living and a performance to win on the race course.

BALTIC 68 CAFÉ RACER

Baltic Yachts has launched an eco-friendly 68-footer for semi-series production and the first hull was delivered in summer 2021. This yacht embodies the latest eco-friendly building materials and a low emission propulsion unit. Hydrogeneration, solar panels and sustainable cork decks to dramatically reduce her environmental impact are among features reflecting a yacht to meet the challenges of the 21st century.

ONGOING PROJECTS

BALTIC 68 CAFÉ RACER-03

The third hull of the popular Café Racer will be optimised for racing while staying true to her concept of...

BALTIC 65 CUSTOM

This 65ft all-carbon sloop has been commissioned by a new client for Baltic Yachts as a sophisticated daysailer. She’s configured...

BALTIC 80 CUSTOM

Commissioned by an experienced yachtsman, Baltic 80 Custom is a particularly sleek and sporty looking yacht and could be regarded...

RECENT YACHTS

Baltic 111 Raven

Designed for fast coastal and offshore sailing, the Baltic 111 Raven has taken full advantage of Baltic Yachts’ ability to build an advanced composite structure to the most exacting standards, creating a modern, stylish living platform within a high-performance design envelope.

Baltic 110 Zemi

This 110ft all carbon sloop was commissioned by an experienced yachtsman who required a yacht for global family cruising adventures at pace.

BALTIC 46 QUEEN ANNE – REFIT

The first yacht built by Baltic Yachts was designed by C&C Design in Canada with the interior layout and styling done by our own in-house design team. The Baltic 46 was designed for comfortable living on board and was aimed at the racing fraternity as well as the cruising minded.

Baltic 68 Café Racer Open Season

Commissioned by an experienced owner who is familiar with the Mediterranean regatta circuit, the second Baltic 68 Café Racer is from the same mould as Pink Gin Verde with characteristics optimised for racing.

BALTIC 67PC-03 FREEDOM

The judel/vrolijk-designed Baltic 67PC was conceived as a robust, fast, easy to handle long distance cruising yacht able to sail well in light to medium airs downwind conditions and maintain high daily mileage averages without recourse to the engine.

BALTIC 117 PERSEVERANCE

This yacht is an advanced composite 117ft (35.8m) Custom Classic sloop from the board of renowned Dutch designers Dykstra Naval Architects.

Baltic 68 Café Racer Pink Gin Verde

Designed to deliver an electrifying performance in more ways than one, this easy to handle Day Sailer is boosted by green power. Her un-plug and go electric propulsion and generation system is super eco-friendly and she’s finished to a luxurious standard on-deck and below.

Baltic 146 PATH

When she was commissioned this was the third largest yacht by volume Baltic Yachts had ever been asked to build.

BALTIC 67 PERFORMANCE CRUISER

A fast, easy to handle cruising yacht benefitting from the highest quality carbon fibre construction, 48 years of seamanlike design experience and the opportunity for owners to customise layout.

This new performance bluewater cruiser is designed to meet the demands of owners looking for a fast, easy to sail, good looking, long distance cruising yacht displaying seamanlike design throughout and benefitting from the carbon fibre engineering and building skills perfected by Baltic Yachts over 48 years.

What people say about our yachts

Liara is a complete level above anything else I have built in the past and I don’t know any yard that could deliver a yacht of this complexity virtually on time and to that extremely high quality.

Owner, Baltic 112 Liara

For me, Baltic means a fantastic team of people that is challenging itself all the time in order to build more advanced, more sophisticated, faster and lighter "high performance" yachts than any other yacht builder. They never say no as an answer, they come up with solutions!

Owner, Baltic 112 Nilaya

When I was making my choice of builder, I concluded that the Baltic 67 had been far better thought through than similar yachts. A key requirement for my new yacht was high quality of build.

Owner, Baltic 67 Manyeleti

OUR AWARD WINNING YACHTS

In total our yachts have amassed thirty-three awards by various organisations including the ShowBoat Design Awards, the International Superyacht Society Awards and the World Superyacht Awards. Each yacht’s ability to perform equally well in cruise and race mode, together with Baltic Yachts’ ability to bring design alive, have consistently impressed the judges.

PASSION FOR INNOVATION

HYDROGENERATION

Using an electric motor for a yacht’s auxiliary propulsion has become popular as the need for more environmentally acceptable power increases. A great advantage of using an electric motor is that it can work as a generator by harnessing energy from the ‘free-wheeling’, controllable pitch propeller when the yacht is sailing. The electric motor becomes a generator, which charges a battery bank and in turn supplies power to the sailing systems and services aboard the yacht.

MEET OUR YACHTS

Baltic 112 Liara

More about us.

The Unseen Quality

Quality is key in every yacht we build at Baltic Yachts but much of it is unseen. This video captures...

We are world leaders in advanced composite yacht building. We combine leading edge design and engineering with innovation and traditional...

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