shuttleworth trimaran

Martini 6.0

Servo Yachts - 45 metre Stabilised Catamaran

Superyacht Adastra

The World's Most Fuel Efficient Superyacht

The Muilti-Award Winning Adastra is for Sale. Read more .....

Adastra Trimaran - "On Board with Anto Marden"

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superyacht adastra by john shuttleworth yacht designs

‘adastra’ by john shuttleworth yacht designs

 all images courtesy orion shuttleworth

‘adastra’ is a 42.5m power trimaran which was conceived for a couple (anto and elaine marden) for long range cruising. the yacht uses a trimaran shape that allows it to have multiple hulls. this is the second largest of its kind and can be controlled from a distance with an iPad. the superyacht’s aerodynamics and hydrodynamics were carefully considered by john shuttleworth yacht designs who have drafted a streamlined exterior body whose three hulls are slender in form. their shape ensures smooth and faster travel, allowing the vessel to move comfortably over water at hi-speeds, as is evidenced by its performance–fuel consumption at 10.5 knots is as low as 17 litres per hour when carrying 10% fuel and water; at cruising load (20 tonnes fuel and water) she uses only 25 litres per hour so that on delivery trips;her range is 10,000 miles starting with 30,000 litres of fuel; at 17 knots she has a 4,000 mile range.

an intense structural analysis of all of the major components of ‘adastra’ were taken to achieve the lightest weight possible required  to establish its low-fuel consumption. structurally this has been realized through a deck and superstructure made from carbon fibre, with a nomex honey comb core. the hull is a sandwich composition of glass and kevlar foam, while the interior is oak framework with cabinetry completed by honeycomb panels. in addition, all aspects of the boat have been custom built accordingly to further reduce the overall volume as seen for example in the carbon fibre hatches. the luxury boat’s surface is a composition of seamless, unbroken surfaces, this outer skin forming part of the framework that absorbs torsional loads.

a 16m long beam results in an expansive main deck offering panoramic views with a lounge area, dining table and navigation station. a forward facing door through the saloon window allows for easy access to the sun bed located on the foredeck. the afterdeck has additional seating as well as a bar, and space for a 4.9 metre tender with a garage directly below which can house a 3.1 metre tender, and whose door has been designed to fold out and function as a large diving platform.

the deck is constructed with carbon fiber with a nomex honeycomb core and the huss is a kevlar/glass combination. the interior is a beautiful lightweight oak design mixed with honeycomb panels. all of this keeps the weight down so the yacht can travel faster and longer. the yacht launched in april 2012.

side viewimage courtesy of orion shuttleworth

the exterior skin forms a structure that absorbs torsional loadsimage courtesy of orion shuttleworth

rear viewimage courtesy of orion shuttleworth

specifications:

LOA: 42.5 m beam: 16 m hull draft: 1.12 m (1.6m to tip of rudder) main engine: 1x caterpillar c18 -1150 hp @ 2300 rpm outrigger engines: 2x yanmar 110hp @ 3200 rpm generators: 2 x 36 kw custom in the outriggers linked to 110 hp yanmar engines, and 1x 26 kw northern lights in main engine room owner and guest capacity: 9 crew: 5-6 tenders: 4.9m stored on the aft deck and a 3.1m stored in the garage freshwater capacity: 2x 800 gph fresh water makers – 2,700 litres water displacement light: fully equipped and full stores and crew, no fuel and no water – 52 tonnes displacement cruising max: (normal operational load) 15,000 litres fuel – 67.6 tonnes fuel capacity max: 30,000 litres fuel (only for occasional long ocean passages) speed max: 23.2 knots fuel consumption at 10.5 knots measured – 25 litres/hour with 20 tonnes fuel and water; measured 17 litres/hr with 3 tonnes fuel and water; range at 10.5 knots 10,000 miles fuel consumption at 13 knots measured – 60 litres/hour with 20 tonnes fuel and watermeasured 40 litres/hr with 3 tonnes fuel and water fuel consumption at 17 knots measured – 130 litres/hour with 20 tonnes fuel and water; measured 100 litres/hr with 3 tonnes fuel and water;range at 17 knots 4,000 miles. exterior styling: john shuttleworth yacht designs ltd. and orion shuttleworth design ltd. naval architecture: john shuttleworth yacht designs ltd. structural design: john shuttleworth yacht designs ltd. & applied structural analysis ltd. interior design: jepsen designs, hong kong builder: mcconaghy boats, zhuhai, china

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An Interview with Multihull Designer John Shuttleworth

I am pleased to present this recent interview with noted designer John Shuttleworth of the UK. John actually lives not far from where I was born and often works with the Southampton University and local Woolston model test tank, where I studied some 50 years ago. —Mike Waters, Dec 2008

Background: John Shuttleworth has been involved in sailing and designing multihulls since the 1970's. After getting his M.Sc. (majoring in Engineering) he also worked on computer analysis and tank test data to upgrade multihull design, as well as taking practical experience through some extensive cruising along the coasts of South Africa and South America, as well as an Atlantic crossing in a trimaran of his own design. Since starting his professional naval architectural business in 1976, John has designed over 50 multihulls including a number of highly successful ocean racers including among others, the 65' Brittany Ferries GB; 56' Fleury-Michon Vl (renamed Elle-et-Vire); 60' Great American and the 80' Novanet, that all broke records, some of which still stand today (2009). Mr Shuttleworth has often presented technical papers on multihull design and performance at international symposiums and was a member of the 'Distinguished Panel of Designers' at World Multihull symposiums in both 1984 and 1988. John has raced multihulls in Britain, France, and the USA, as well as in a Trans-Atlantic record attempt with Chay Blyth. John also joined a New Zealand Americas Cup challenge team, to oversee the computer performance prediction and data gathering methods, conducting an extensive tank test program, with probably the most advanced computer performance prediction work to date (2009) on multihulls. Of particular interest to smaller multihull enthusiasts, would be his high-performance 30' N'aia trimaran design and his cruiser-racer, Shuttleworth 31 catamarans.

For a more complete bio on John Shuttleworth, go to: www.john-shuttleworth.com/biog.html

MW: What has been your experience of working with test models and are your designs better because of them? JS: Very positive experience. With the help of materials like Plasticine that permit one to make rapid changes to models, just one full day at a test tank with some experienced help, can permit a designer to test 3 or 4 related but optional shapes and take home valuable data that can be examined at leisure. This is particularly valuable for the larger designs that will be costly to build and expensive to modify later.

MW: Do you know of other designers that use tank testing to predict and improve performance? JS: Well, although a few of the most recent ORMA 60 boats have been tested, there have not been many. Tests that were done have not been made public, though some tank testing was done on a few very early designs being prepared for record-breaking attempts, even prior to my own efforts in the early 90's.

MW: How does the performance of your smallest multihull (30') compare to others out there? JS: Well the 30' N'aia trimaran design was built to compete with 40 footers and as originally designed, could certainly outperform all other 30 footers of the day. But to get that sort of extreme performance requires an extreme rig with a very experienced sailing crew and generally, one has to tame down at least the rig to make it more versatile for general sailing and less specialized sailors.

MW: For a smaller trimaran, do you have any preferred folding system that you'd recommend? JS: Well the Farrier system is certainly one of the most effective and now that I understand the patent has expired, I would expect to see more variants of that concept and hopefully, at somewhat lower cost. The problem of fendering and hull-side fouling will still persist though, and that will always give a place for other solutions that keep the ama vertical.

MW: Is it possible that you'll soon be designing a smaller multihull that might interest our readers? JS: It's pretty unlikely in the near to mid-term future, as I'm heavily involved in larger craft that can better justify the design time and cost involved. In fact, I am presently working on a large power trimaran project (the spectacular Adastra ) and using both tank tests as well as radio-controlled models to test a variety of options in varying conditions to optimize the final boat.

MW: What particular aspects are you testing for this project? JS: Well for example, we are not only testing to find the preferred longitudinal position of the relative short amas but also experimenting with the effect of raising and lowering the amas relative to the main hull. This can be done on a model with RC control and we can then see the effect quite dynamically, through raising or lowering the amas in real time.

MW: Will you be reporting on any of this work later on? JS: Once the boat is completed, I hope to write up the results of our testing and make it available for future designers.

MW: Do you have any preferences for construction materials for smaller multihulls? JS: For ultimate performance, I presently prefer a Nomex* core with carbon-fibre skins. However, more than adequate performance can be achieved for most people using a less exotic foam-sandwich construction. I am not a great supporter of the very rigid foams—preferring the more flexible foams, such as Airex*, that have a certain spring-back that absorbs shock without delamination. However, newer foams such as Core-cell seem to be a good compromise and give a somewhat higher strength to the shell without being excessively rigid. These foam materials do however require consistently high build quality and in some circumstances, one would be better to stay with wood that is more familiar [ie: wood can be used without vacuum bagging etc]. Wood core like of cedar, still gives an excellent performance but is inevitably somewhat heavier and there are applications where plywood is still effective too.

*[Editor's footnote: Nomex, is a honeycomb core of phenolic coated Aramid paper, made using fibres of Kevlar rather than cellulose. Although it has high mechanical properties, low density and good long-term stability, it's significantly more expensive than most other core materials. It also requires high technical skills to get a good bond without resin filling the open cells. Airex (now from Alcan) is a relatively flexible PVC-polyurethane foam that though harder to delaminate, has lower mechanical properties.]

MW: Finally, what is your latest thinking on ama buoyancy? JS: It would depend on size and performance goals but I would personally favor a buoyancy of about 150% of the overall displacement. 125% would be ok but the 150% is to allow the weight to be increased without compromising stability and power to carry sail for a performance oriented boat.

MW: Thank you John for your time and interesting insights, and please stay in touch. JS: My pleasure… nice to chat with you and I'll be following your website with interest. I certainly agreed with your reply to the question, 'do trimarans plane?'

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Trimaran Shuttleworth 58

• Reference ID 451
• Builder Trimaran
• Model Shuttleworth
• John Shuttleworth
• Location Italy
• L.O.A. (mtr) 18.00
• Beam (mtr) 13.00
• Draft (mtr) 0.70
• Material Composite
• Engine Vetus Peugeot 50HP

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Yacht description.

Comment by the owner

Trimaran in very good condition. Owner just used her for 'playing'

Boat is ready to go with a good set of sails

Speed upwind max 16 - 17 kn, halfwind 30 kn

Trimaran La Gioia Design: John Shuttleworth Draft: 70 cm, with daggerboard 320 cm Rudder 150 cm (hinged) Weight 5.5 tons Empty

Construction

• Hull: Western System Cedar + Carbon + Epoxy
• Deck: Carbon Foam
• Bulkheads, Stringer: Carbon
• Daggerboard, Rudder: Carbon, Foam All epoxy vacuuming
• Mast rotating (45 ° - 45 °) wing 22 mx 70 cm Carbon, Shuttleworth design. Mast length 22m, by Barry Noble and Martyn Smith
• Carbon boom, Shuttleworth design
• Equipped for Code 0 (no code O present)
• Carbon Mastwinch by FA Porsche design 48 EST
• Harken winch on mast
• Harken genua furler
• Lazy bags, lazy jacks

North Sails in good to very good condition, 2015

• Main 3 DL 100 m2, fully battened, 3 reefs
• jib 50 m2 selftacking, Harken furler
• Gennaker 180 m2 almost new, 3x used on furling system

Accommodations

• Saloon with table (with carbon look top) and roundsit
• Windows around
• White upholstery
• Chart table with seat
• 2 CABINS with double beds
• 1 cabin with one bed
• Head with toilet : Vacuum and Shower, Grey watertank ca. 300L tank monitor Philippi
• watermaker Pur
• Watertank 600L
• Standing headroom ca 1,90m
• Pressurized water + hot water
• Refrigerator and freezer
• Gas cooker 3 burner stove

Deck and Cockpit

• 6 x Winches: Harken 2speed 53, Harken 3 speed 86
• Covers for winches
• Harken deckhardware
• Tiller steering
• Seat at helm
• Cockpit shower
• Anchor locker
• Mooring cleats
• Teak in cockpit
• Lot of storage in lockers and cokcpit benches
• Batterycharger: Mastervolt
• Shorepower with cable
• 12V engine battery
• Speed ​​Engine 8 Kn
• 2 blade folding prop
• Vetus Peugeot 50HP engine

Electronics and Navigational Gear

B & G (Hercules)

• AIS (B + G)
• Log, speed, depth, wind
• B + G Board computer: (tsunami navigation)
• GPS : Furuno
• Dinghy with outboard engine Allround marine 4 persons, Suzuki 4- DF25
• Gori 3 blade folding prop

The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

Contact Details

• Name Site Broker | Racing-Yachts.com
• Email [email protected]
• Phone +31 (0)320 746046
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Trimaran Projects and Multihull News

Trimaran project is intended to showcase multihull news with a focus on racing, build projects, launchings, interesting ideas past and present and also updates on my own trimaran projects. Lots of content and updates to come so keep checking back.

Friday 12 August 2016

New shuttleworth 40' racer/cruiser trimaran design.

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Shuttleworth Design debut new 70m and 32m futuristic trimarans

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Shuttleworth Design, creators of the award-winning yacht Adastra, has revealed the first glimpse of its new 70-metre and 32-metre trimarans.

The new designs are released in conjunction with Shuttleworth Design’s new website, www.shuttleworthdesign.com, launching this week, which will profile the new Shuttleworth 70M and 32M trimarans along with an 80-metre also in development.

The 42.5-metre power trimaran superyacht Adastra redefined the superyacht landscape when she came on the scene, winning her designers John and Orion Shuttleworth the award for Naval Architecture and Newcomer of the Year in the 2013 ShowBoats Design Awards and a Judges Commendation in the Exterior Design & Styling Award – displacement motor yachts 30-59.99m category.

“The new designs are in response to increased interest in both larger and smaller trimarans, similar to Adastra, but with greater accommodation in relation to length,” says Orion Shuttleworth of Shuttleworth Design in an interview with Boat International.

The latest Shuttleworth trimaran designs are based on the ground-breaking naval architecture principles developed for the Adastra yacht concept. Don’t let the far-out styling fool you – the slender, shallow-draft hull forms are designed to slice through waves with minimal resistance, reducing fuel consumption, improving passenger comfort and enabling faster transit in rough conditions. Unlike a similarly sized monohull, the shape of the Shuttleworth-designed multi-hull vessels mean they require no additional stabilisation. According to her designers, rolling at rest is virtually eliminated by the outriggers.With 14,000 miles under her keel, Adastra has certainly been tested and been proven to be a comfortable oceangoing vessel, even facing 50-knot winds and four-metre seas. She can cruise at 17 to 20 knots and has an incredible range of 10,000 nautical miles. State-of-the-art composite engineering was used to achieve a combination of light weight and strength required to create a highly fuel-efficient vessel.

“Of course, we used all of what we learnt from the design of Adastra and carried this forward into the new design, but we had to completely rethink the accommodation,” Shuttleworth tells Boat International. “The challenge was to find ways increase interior volume while maintaining similar overall proportions that result in exceptional seakeeping and fuel efficiency.”

Like her little sister superyacht Adastra, the new Shuttleworth 70M will have a noteworthy range of 7,000 miles at 14 knots and will reach a top speed of 25 knots and 30 knots with alternative engine options. The layout of the 70-metre yacht has been designed in order to optimise guest privacy and comfort, with a focus on the flow of her 12 guests and 14 crew. A central column houses the crew and guest staircases, elevator and technical area, this also separates the crew areas and allows crew members to move between decks without impinging on guests. Along with crew accommodation, the lower deck will host an aft garage with 7.5-metre tender, Hobie cat, dive storage and a folding beach club.

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The beautiful superyacht has an exceptionally low fuel consumption and yet boasts excellent sea keeping qualities and luxurious accommodation.

Adastra’s 16 metre beam creates a spacious saloon area on the main deck which offers superb views through a panoramic window and accommodates a lounge area, dining table, and navigation station. A forward-facing door through the saloon window gives easy access to a large sunbed on the foredeck.

The main helm station, which has seating for two, is positioned in a raised pilot house situated between the aft deck and the saloon area and forms part of the cross beam structure.

The aft deck has a sofa and bar area to port and a dining area to starboard, further aft of this there is space for a 4.9 metre tender and directly below is a garage which can store a 3.1 metre tender. The garage door has been designed to fold out and create a large swim platform.

Below deck, extra space was created by slightly flaring the central hull just above the waterline. This area has been split into two sections with a full-width master cabin located aft with access from the deck saloon, and two further guest cabins, accommodation for the crew, and the galley located forward of the engine compartment.

Adastra offers comfortable accommodation for nine guests in total and up to six crew members.

The vessel has a fully automated fuel management system which includes an Alfa Laval system for cleaning the fuel.

The anchoring system is unique, with three anchors all driven by carbon fibre drum winches run by hydraulics. The primary anchor is a custom 130kg Bruce style anchor that deploys out of the starboard wing. The bow anchor is 80kg and deploys out of the bow with a carbon fibre arm. The third anchor is 60kg which deploys out of the port wing and will be used as a stern anchor.

The yacht’s superstructure is constructed from carbon fibre with Nomex honeycomb core, the hull is Glass/Kevlar foam sandwich and the interior features lightweight oak cabinetry using honeycomb panels. To help reduce weight, virtually every aspect of the boat is custom built. This includes carbon fibre hatches, portlights, ladders and even hinges, which are all built specifically for the vessel.

Adastra takes the power trimaran concept further than has ever been attempted before. The challenge of turning this concept into a viable luxury yacht led us to further research on stability and comfort at sea for this type of craft. Extensive tank testing and radio controlled model tests in waves were carried out to analyze stability and performance. Outrigger height was optimized for ease of motion at sea, and a new outrigger shape was developed to increase stability in waves. We undertook a state-of-the-art structural analysis of all the major components in the yacht in order to achieve the light weight required for very low fuel consumption.

Today, Adastra remains one of the most iconic superyachts on the water.

“One of the world’s most amazing super yachts, that could spell the future for efficient long range cruising” Boat International

Specifications

Length Waterline

Guests on Board

Displacement

Naval Architect

John Shuttleworth

Interior Designer

Jepsen Designs

Main Engine

1 x 1,150hp

Outrigger Engines

Fresh Water

Range at 17 knots

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Inside the Insane, Rule-Breaking Trimaran Yacht That Just Hit the Market for $12 Million

After circling the globe since 2012, this spectacular 140-foot superyacht is ready to go again., howard walker, howard walker's most recent stories.

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For more than seven years it has spun heads from St. Barts to Bali. Now, the rule-breaking 140-foot power trimaran Adastra is up for sale, and could be yours for a cool $12 million.

This futuristic, ocean-crossing projectile was built back in 2012—at a cost of well over $20 million—for Hong Kong–based shipping magnate Antony Marden to cruise Indonesia and Southeast Asia.

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But in those seven years, the custom-built, wave-piercing-hulled superyacht has crossed the Atlantic half a dozen times and taken Marden and his wife island-hopping around the globe.

“She’s been the most remarkable boat. Her seaworthiness is quite amazing. We’ve weathered 50-knot winds crossing both the Pacific and Atlantic oceans. She just takes everything in her stride,” Marden tells us.

“She’s also extremely economical. Cruising at 10 knots, we burn just 4.5 gallons an hour. That gives us a range of around 10,000 nautical miles. We recently did St. Maarten to Vigo in Spain and had enough fuel left to head back to the Caribbean.”

Adastra.  Photo: Courtesy Jochen Manz/Orion Shuttleworth

Designed by Britain’s Shuttleworth Design and built in China by McConaghy Boats , Adastra was created with a single-minded focus on strength and weight reduction. The hulls are made of a super-strong e-glass/Kevlar foam sandwich, with the deck and superstructure constructed from carbon fiber with a lightweight Nomex honeycomb core. Before fuel and water, it tips the scales at just 52 tonnes.

And it’s quick. Powered by a single 1,150 hp Caterpillar C18 straight-six turbo diesel, Adastra has a top speed of 23 knots with a cruising speed—in pretty much any weather—of 17. For backup, it also has a pair of 110 hp Yanmar diesel engines.

Below decks, Hong Kong–based interior designers Jepsen Design squeezed in accommodations for nine guests and six crew in Adastra ‘s slender main hull.

Master cabin.  Photo: Guy Nowell

The full-width owner’s suite in the aft section makes use of the hull’s outward flare from the waterline to add to the feeling of space.

Main sSaloon.  Photo: Courtesy Jochen Manz/Orion Shuttleworth

As you can see, the roomy main saloon is big on curves; from the curved ceiling to the curvy built-in furniture, to the large curved windows that flood the cabin with light.

Helm.  Photo: Courtesy Jochen Manz/Orion Shuttleworth

The main helm station sits in the raised pilothouse between the saloon and the aft deck.

Aft deck.  Photo: Courtesy Jochen Manz/Orion Shuttleworth

What kind of reaction does the Jetsons-style trimaran get in port? “She’s a total head-turner,” says Marden. “She’s pretty much the only boat anyone looks at. Everyone stops and takes a photo.”

So why is he selling? Marden tells us he’s done all the global cruising he wants to and feels it’s time to let a new owner enjoy this very special yacht.

“After seven years, we’ve pretty much cruised to all the places we want to cruise. Now she’s just not getting enough use. We have another yacht at home, so it’s time to sell.”

Right now Adastra is moored in Nassau in the Bahamas , and later this month will head to Fort Lauderdale ‘s Seahaven Marina for a showing to prospective buyers on July 25 and 26. If you’re in the market for a one-of-a-kind trimaran, click here .

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The future of superyachts is here with Adastra

Look at 42.5m trimaran superyacht Adastra by McConaghy Boats and you see the future – not only of yacht design but also of the industry itself. Her performance and development have global aspects: she has a range of 10,000 nautical miles and was designed in Britain for expatriate owners, who live in Hong Kong, to cruise Indonesia and the world. The interior was designed by a Dane who happens to be the first female commodore of the Royal Hong Kong Yacht Club, and the entire vessel was built in China at a yard owned and managed by Australians. Yet Adastra is not extreme for extreme’s sake.

Her owner, Anto Marden, spent many years in the shipping business and has sailed all over Southeast Asia in his 13.7 metre trimaran Mazinga, designed by John Shuttleworth . He has extensive knowledge of these boats and the stability of their form, and has known Shuttleworth for some 30 years.

About eight years ago, Marden began thinking of a larger yacht with global range. For such a journey he wanted something faster than a sailing boat, and sought an oceangoing powerboat capable of a steady 16 to 18 knots in the open sea and a range of 4,000 nautical miles at 17 knots.

‘The owner had four key requirements for the design of his large power trimaran,’ Shuttleworth says, ‘offshore seaworthiness, comfort, economy of operation and shallow draught.’ The interior was to complement the modern exterior shape and reflect the family’s Asian home. Primarily, it would cruise with just the Mardens aboard plus crew, but two additional cabins were planned to accommodate occasional guests. ‘He clearly wanted a sexy boat with wow factor.’

Focusing on economical range, it would have to be as light and easily driven as possible. Both aerodynamics and hydrodynamics had to be considered, and the exterior would have to be smooth to reduce friction from water passing over the structure. As Shuttleworth, now assisted by his two sons, Orion and Sky, developed ideas, they became convinced that to meet the brief, the vessel’s skin also would have to form part of the torsional strength – a sort of monocoque approach. In the 1980s, Shuttleworth had come up with the concept of what he calls ‘integrated structure.’ This results in boats that are lighter, stiffer, stronger and less likely to twist than previous multihull designs, an arena in which Shuttleworth excels.

Unlike round-the-world speed-record boats with collapsible pipe berths, Adastra would require good load-carrying capacity to provide for luxurious accommodations. Whereas most trimaran outriggers skim the water, her outriggers were expected to be continually immersed as she cut through the waves. Although this increases drag over the skimming type by about eight per cent, it greatly decreases rolling and increases stability. The crossbeam needed to be higher above the water to reduce any impact and noise caused by slamming.

To make the structure as light as possible, the vessel would have to be built in composites, as would much of the interior, but this allowed the design of the flowing shapes that define the futuristic appearance. And to achieve very low fuel consumption, every element was scrutinised. If there was a lighter way to achieve the required function, it was sourced or built from scratch.

This kind of effort required a builder who would collaborate, and Marden and Shuttleworth turned to Mark Evans, co-owner of the Australian shipyard McConaghy Boats. McConaghy, which has been in business for 45 years, has an outstanding reputation for building performance sailing boats, including renowned maxis such as Wild Oats X and Wild Oats XI , Moneypenny and all three Alfa Romeos . The yard also has turned out Whitbread and Volvo Ocean Race racers and has great expertise in carbon fibre.

The yacht’s deck and superstructure are constructed of carbon fibre with a carbon/Nomex honeycomb core, while the hull is an e-glass/Kevlar foam sandwich. Core thickness varies from 20 to 40 millimetres. All the structures were resin infused to ensure high quality and reduce weight. The interior is oak veneer over honeycomb. The most dramatic weight savings, according to Evans, came from changing the makeup of the upper structure from foam/e-glass to carbon/Nomex. ‘It halved the weight of the core and I would guess saved us 200 to 300 kilos,’ he says. The result of all this effort, says Shuttleworth, is that Adastra displaced operates with light ship displacement of 52 tonnes.

‘Throughout the design process, we gave careful consideration to ergonomics and how the boat would be used by the owner and her crew,’ says Orion Shuttleworth. ‘What was particularly challenging was this design was the first of her kind. We had to anticipate problems and find practical solutions.’ This creative approach was recognised at the 2013 World Superyacht Awards, where Adastra won the Most Innovative Yacht prize, and at the ShowBoats Design Awards with an award for naval architecture and a judges’ commendation for exterior styling.

‘The fantastically low weight, along with her easily driven exterior, has resulted in one of the, if not the, most fuel-efficient superyachts ever,’ says Shuttleworth. At light load, the yacht burns 4.5 gallons of fuel an hour to cruise at 10.5 knots, which gives a range of 10,000 nautical miles. At 17 knots she uses 98 litres an hour and has a range of 4,000 nautical miles. Her top speed, delivered by one 1,150hp Caterpillar C18 engine, is 23.2 knots.

‘Although the owner did not require the vessel to be classed, we chose to use the LY2 Code as a guide for safety and fittings. In cases where this was not practical, we developed creative solutions to provide safe alternatives,’ says Orion Shuttleworth.

The large wraparound saloon windows were a structural challenge but they helped the designers lengthen the exterior lines. They also create fantastic views and an atrium effect inside.

Integral to the yacht’s development was adding Danish-born Inge Strompf-Jepsen to the team. Operating an architectural design company in Hong Kong, she mixes Scandinavian style with Asian influences. The idea of exposing the curved carbon-fibre beams running through the deckhead of the saloon to save weight was seen as a positive by Strompf-Jepsen, who thinks the exposed structure gives the feeling of being inside the ribcage of a whale.

The spacious saloon of Adastra is almost circular in shape and offers superb views to those in the lounging and dining areas. A door through the windscreen allows access to a large foredeck sunbed that can be shaded with an awning suspended from carbon-fibre poles set into the deck. The main helm station, which has two seats on a plinth that give a view over the cabin top, is in a raised pilothouse between the saloon and the aft deck. Hatches in the overhead provide ventilation but also allow the helmsman to put his head out for a 360-degree view when docking.

To minimise the helm station’s intrusion on the saloon, it is housed in a wineglass-shaped structure that forms an interesting architectural feature. Behind this is the shaded cockpit, which has an undulating sofa to port and, to starboard, a dining table tucked within the structure of the main hull, the supports for the pilothouse and the rigid bimini top. This covered aft deck on Adastra can be enclosed with a set of sliding side covers.

The open deck running aft provides stowage for a 4.8 metre tender that is launched with a removable carbon-fibre davit. A second three metre tender is stowed alongside a freezer in the garage below the aft deck, which has a door that hinges out to create a bathing platform.

Accommodation on this superyacht is for nine guests and six crew. The master cabin, with access from the deck saloon, is aft in a section of the main hull that flares above the waterline, while the guest cabins are forward of the engine room. Further forward are the crew cabins and galley.

Interior materials are limited to light honey oak and semi-gloss white paint with occasional brushed stainless-steel trim. The soft contrast of the surfaces is augmented by white woven fabrics and blue-and-white ikat fabrics collected by Elaine Marden in Indonesia.

The sponsons can be reached via steps sculpted into the support wings. They look like louvers on a sports car, and from some angles they almost disappear from view. Removable rails fit into the aft edge of the wings and there are fixed handholds. Liferafts slot into quick-release bins on the back edge of the wings.

‘ Adastra takes the power trimaran concept further than has ever been attempted before,’ Shuttleworth says. ‘The challenge of turning this concept into a viable luxury yacht that meets the needs of a very experienced ocean-voyaging couple and their family has led us to develop new thinking on stability, very low fuel consumption and comfort at sea for this type of craft.’

Jepsen Designs; King Fung/Hong Kong Tatler; Guy Nowell; Orion Shuttleworth; and Jochen Manz

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